Pendleton – The Indiana History Blog

Walter Dorwin Teague’s “World of Tomorrow”

Walter Dorwin Teague, courtesy of North Carolina State University.

Visit the ultra-sleek website of the industrial design firm TEAGUE and you will see the echoes of company founder and namesake Walter Dorwin Teague. TEAGUE touts “we design experiences for people and things in motion.” This could easily have been declared in 1939 when Teague applied his experience as an industrial designer to the New York World’s Fair “World of Tomorrow.”

Walter Dorwin Teague’s story starts in the house of a Methodist circuit-riding preacher in Decatur, Indiana. Here, Walter was born on December 18, 1883, the youngest of six children to Reverend M.A. Teague and Hettie Teague. By late 1889, the family had settled in Pendleton, where Teague graduated high school in 1902. Teague credits his time in Pendleton, and particularly a book on the history of architecture from the Pendleton High School library, with setting him on the path that would eventually lead him to become a dominant force in American industrial design.

Walter Dorwin Teague designed the Kodak Baby Brownie Camera and its packaging, seen here. The Baby Brownie, sold for just $1, is credited with helping popularize amateur photography. Image courtesy of Cooper Hewitt.

Soon after his graduation, Teague moved to New York City to study at The Art Students League of New York. However, it wasn’t until the late 1920s that Teague discovered his life’s passion: industrial design. He was early to the game – in the decade after Teague scored his first major contract with Eastman Kodak in 1928, mentions of the phrase “industrial designer” in printed material increased 40 fold. Many sources consider Walter Dorwin Teague to be one of the five founders of industrial design in the United States, along with Henry Dreyfuss, Donald Deskey, Raymond Loewy, and Norman Bel Geddes.

In the decade after his first contract with Kodak, Teague designed for the likes of Boeing, Texaco, the Marmon Motor Company, and Ford Motor Company. He built lasting business relationships with many of these companies, and in some cases those relationships went beyond the designing of products. In the early 1930s, Henry Ford turned to Walter Dorwin Teague to design a cutting-edge exhibit hall for the 1934 re-opening of the Chicago World’s Fair, themed “Century of Progress.” The exhibition featured a wide array of elements, including a museum, industrial barn, and gardens tied together by–what else–design.

Interior of the Ford Pavilion at the 1934 Chicago Century of Progress. This diorama shows the extraction of different materials used in automobile production. Image courtesy of Hemmings Daily.

According to historian Roland Marchand, the 1934 Chicago Century of Progress:

ushered in a period of striking convergence between an increasing corporate sensitivity to public relations and the applications of designers’ expertise to display strategies. More than ever before, the great fairs became arenas for the public dramatization of corporate identities.

Gone were the sales-driven exhibits of the past, in which company representatives pitched the latest and greatest Ford products. With Teague at the helm, salesmen were replaced by young, affable college students. Product demonstrations were replaced by art, dioramas, and museums. Pressure to buy was replaced with entertainment, as well as information about the concepts behind and benefits of featured products. These innovations made the exhibit a hit of the fair and Walter Dorwin Teague a highly sought after exhibition hall designer.

In the wake of the successful Ford project, Teague designed exhibits for a number of regional fairs. He designed for Ford in San Diego (1935), Dallas (1936) and Cleveland (1936), and for Du Pont and Texaco in Dallas (1936). These smaller exhibits were a trial of sorts for the 1939 New York World’s Fair, which would become Teague’s crowning achievement in the realm of exhibit design.

Cover, New York World’s Fair 1939 Brochure, from the Collections of The Henry Ford.

For the New York World’s Fair, which was themed “The World of Tomorrow,” Teague designed the exhibition halls for heavy-hitters like Ford, U.S. Steel, Du Pont, National Cash Register (NCR), Consolidated Edison Company, Eastman Kodak, A.B. Dick, Bryany Heater Company, and parts of the United States Government Building. In addition, Teague served on the official Design Board, the lone industrial designer among a group of architects.

One might assume that with so much on his plate, Teague would have moved towards a more hands-off approach at the 1939 fair. However, he was deeply involved in the conceptualization process. While on previous projects he had simply put the finishing touches on an already developed idea or perhaps added design elements around an existing exhibit plan, by 1939, Teague was involved in “the fundamental work of determining what [the] exhibit should be.” Employing lessons learned at the 1934 Century of Progress, Teague determined that exhibits should include animation and audience participation whenever possible. He and his team also began using phrases such as “visual dramatization” and “industrial showmanship” to describe their work. The resulting 1939 New York World’s Fair exhibits reflected the evolution of his design approach.

Exterior of Du Pont’s “Wonder World of Chemistry,” designed by Walter Dorwin Teague. Image courtesy of Curbed New York blog; The “Tower of Research,” from the cover of the June 1939 issue of The Du Pont Magazine, accessed with the Hagley Digital Archive.

Du Pont, the company responsible for developments such as Kevlar, Teflon, neoprene, and Freon, had high expectations for their exhibit. In the November 1938 issue of The Du Pont Magazine, the company promised, “a panorama of man’s triumphs over his environment, of the progress he has made in building a new nation and a new civilization, of the hopes and plans he has for creating a better world in the future” and to illustrate “chemistry’s part in making the United States more self-sufficient.”

The resulting exhibition building, featuring a 120-foot “Tower of Research” inspired by test tubes, literally towered over passersby. The essential element of animation was incorporated through lights and bubbles that flowed through the test tubes and brought the structure to life. Inside the building were a variety of displays that highlighted the role of chemistry in the modern world–and painted a picture of what the “World of Tomorrow” could look like with further investments in the sciences. Displays followed the production process from raw materials to laboratory testing, and finally to manufacturing. Still other exhibits featured technicians weaving rayon, making cellophane, and demonstrating various techniques used in producing Du Pont materials. From the Tower of Research to fully functional displays to a plethora of dioramas, every aspect of Teague’s design employed the tenets of visual dramatization, industrial showmanship, and educational entertainment.

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Ford Building Model, courtesy of New York Public Library New York World’s Fair (1939-1940) Collection.

The same tenets were present in Teague’s development of the Ford building. Whereas a tower drew visitor’s eyes towards the Du Pont building, a metallic sculpture of the Roman god Mercury–symbolizing “fleet, effortless travel”–attracted exhibit-goers. Inside the exhibition hall, a 70-foot-high moving mural made of automobile parts, planned by Teague and designed by Henry Billings, welcomed visitors to the Ford building. The theme, “From Earth to Ford V-8,” was depicted in the “Cycle of Production,” a massive revolving wedding cake-like structure with three tiers. On the bottom tier, small animated figures harvested raw materials such as cotton, wool, and wood. On the next tier, figures processed those raw materials into cloth and boards. Finally, on the top tier, those products were incorporated into the final product – the wildly popular 1939 Ford V-8, a finished version of which adorned the top of the turntable. Surrounding the “Cycle of Production” were live demonstrations of the production process depicted in the display.

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Even more so than in the Du Pont exhibition, Teague incorporated a plethora of entertainment elements into the Ford pavilion. The same figures from the Cycle of Production were featured in a Technicolor film, telling the story of Ford production. Visitors watched the history of transportation unfold in the form of a live musical drama and ballet. They also watched race car drivers demonstrating the abilities of Ford cars on an outdoor track. Teague united these seemingly disparate parts through design to tell the story of Ford’s impact on the world–whether that be in job creation, technological advancement, or simply as an amusing diversion.

The features seen in these two exhibition buildings could be found to varying degrees in Teague’s other designs at the fair. The U.S. Steel building consisted of a 66-foot-high stainless steel hemisphere, an early example of a building designed to highlight, rather than mask, its steel structural supports. The National Cash Register exhibit was perhaps the least innovative, yet most striking of Teague’s 1939 World’s Fair designs–it was simply a gigantic, working cash register which displayed the fair attendance numbers. Inside, various models of NCR registers were shown being used in exotic locals around the world. For Consolidated Edison’s “The City of Light” display, Teague recreated New York City by building 4,000 scale buildings. The diorama came to life to depict a day in the city–the printing press of the Brooklyn Eagle whirred, a family lounged on a porch listening to the radio, and a six-car subway sped through the display. These innovative features developed by the industrious Hoosier and his design firm would be the central design elements in exhibition halls for decades to come.

Walter Dorwin Teague is best remembered as the “Dean of Industrial Design.” His impact on corporate exhibitions has largely been forgotten with the diminishing role of exhibits in modern life. But at the 1939 New York World’s Fair, the impact of this industrious Hoosier was impossible to ignore.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Daniel Yandes. Courtesy of the Indiana Historical Society.

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

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

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

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

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

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

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

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

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

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

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

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

Micajah C. White: Forgotten Victim of the Assault on Frederick Douglass

Whenever the great abolitionist leader Frederick Douglass and the State of Indiana are mentioned together, it is usually in reference to the mobbing of Douglass at Pendleton. Interestingly, were it not for a typographical error, a Westfield man would be included in the historic accounts as one of the defenders of Douglass. However, even aside from his brush with history, Micajah C. White and his connection to the anti-slavery movement make for an inspiring story.

The story of Douglass’ assault is well known. In 1843, he was on a speaking tour of the midwestern states. He and several members of the New England Anti-Slavery Society were trying to rouse abolitionist support in what was then considered the Western U.S. Regrettably, they were met with hostility and threats. On September 16, they were to speak at a church meeting in Pendleton. As they tried to speak, a mob stormed the platform, tearing it down and attacking the speakers. Douglass attempted to defend himself and the others by grabbing a club and swinging it vigorously. However, a stone was thrown, breaking his hand, and another stone knocked him briefly unconscious. Eventually the mob relented, and the party retreated to a safe house.

fighting mob — Douglass defending himself against mob, courtesy of the New York Public Library Digital Collections, accessed Kaily Kos.

In Douglass’s autobiography, My Life and Times (1881), he used a curious sentence to describe what happened, saying, “They tore down the platform on which we stood, assaulted Mr. White and knocked out several of his teeth, dealt a heavy blow on William A. White, striking him on the back part of the head, badly cutting his scalp and felling him to the ground.” Most historians have assumed that it was William A. White of Massachusetts who received this terrible beating alone. However, it turns out that an overzealous editor simply trimmed someone out of the manuscript.

Other sources supply the name. William A. White himself wrote a description of the event in the October 13, 1843 issue of the newspaper The Liberator. Indiana Quaker abolitionist Levi Coffin mentions it in his Reminiscences published in 1876. Frederick Douglass himself mentions it in an August, 1889 article for Cosmopolitan. After Douglass died in February of 1895, Thomas Lindley of Westfield and J. B. Lewis of Fall Creek Township wrote down their memories of the incident which were published in the local papers. Lindley’s father had been at the meeting and had gotten his hat knocked off. Lewis did not witness the assault, but he was able to see Douglass speak a few nights later at Jonesboro, Indiana. According to all of these people, the injured man was Micajah C. White of Westfield, Indiana. This would explain the odd sentence in the autobiography. Obviously, someone was confused by the two men named White.

mobbed marker — IHB historical marker, image courtesy of Panoramio.

Unfortunately this confusion has obscured Micajah White’s involvement, a man who deserves to be mentioned with the early abolitionists. He was born in New Garden, North Carolina in 1819 to a family of staunch Quakers with strong abolitionist leanings. His father’s sister married Levi Coffin, the famous conductor on the Underground Railroad. The family moved from North Carolina to Milford, Indiana, in 1827, and from there to Hamilton County. In 1833, the Whites were founding members of the Spiceland Quaker Meeting and in 1838, at the age of 19, Micajah was appointed recorder of Meeting Minutes. Sometime in the 1840’s, he married his first wife, Elizabeth. In 1845, his sister Martha began keeping a diary, which presents a clear picture of the family’s fortunes.

Micajah, or “M.C.” as his family called him, joined the newly formed Anti-Slavery Meeting in Eagletown in 1845, two years after the assault. This was a group of dissident Quakers who felt they needed to take a proactive stance on the ending of slavery. These people were the ones most commonly involved in the local Underground Railroad. M.C. was disowned by the Spiceland Meeting for this action.

It seems to be obvious that M.C. would be involved in the Underground Railroad. There is the standard problem that, because it was a secret organization, there is little written evidence of its activities. However, Levi Coffin reported in his Reminiscences that M.C. did assist him.

coffin 1 — IHB historical marker, image courtesy of Hmdb.org.

The only local story that survives about M.C.’s activities in the UGRR involves a slave woman who reached Westfield just a step ahead of slave-hunters sometime around 1850. M.C.’s mother, Louisa White, owned an inn and the fugitive was placed in hiding there just as the slave-hunters happened to walk in and asked for food and lodging. Mrs. White calmly served them and then dressed the slave woman in some of her own clothes, including a large bonnet. The two of them coolly walked past the hunters and over to her son M.C.’s house, where the woman was helped on her way.

Of course, there were other concerns in M.C.’s life. His daughter, Madeline, had been born in 1851. His second child, Eugene, was born in January of 1852. Tragically, his wife died in March and his son died in April of that year. He had to balance his own grief with the lives of the people he was assisting.

M.C. was recognized as a key figure in the local anti-slavery movement. His mother’s brother, William Bundun, died in 1855. M.C. and Martha’s husband, Aaron Talbert, were witnesses of his will. After making bequeaths to his wife and children, Bundun said, “I direct also that the sum of 100 dollars when collected by placed in the hands of Micajah C. White or Aaron V. Talbert for the purpose of aiding or assisting destitute fugitive slaves on their way in making their escape from slavery to a land of Liberty – to Canada”. The Talbert and White families were very close. When M.C. remarried in 1856, his new wife was Aaron’s sister, Patience.

Because of their abolitionist sympathies, the Whites were probably more aware of national affairs than most people. The execution of John Brown on Dec. 2 1859, takes up two pages in Martha Talbert’s diary. It was particularly sad for her because it was the same date that her adored infant daughter had died seven years before. M.C. and Aaron Talbert went to the Republican National Convention in Chicago in May of 1860. It is unknown whether they attended as delegates or just spectators. This was, of course, the convention where Abraham Lincoln was nominated to the presidency.

nat conv for blog — “The Republicans in Nominating Convention in Their Wigwam at Chicago, May 1860,” from Harper’s Weekly, May 19, 1860, accessed Library of Congress.

While at the Convention, Underground Railroad activity continued at home and Martha Talbert possibly referenced escaped slaves in her diary. She refers to the people as “Kentucky refugees” and simply states that they are staying there. Any more detail probably would have been dangerous to write down.

When the Civil War started in April of 1861, members of the White family left the Quaker church and joined the Army. M.C.’s brother Isaac joined the 12^th Indiana Infantry, a one-year regiment. In 1862, he re-enlisted and joined the 101^st Indiana and was appointed a Second Lieutenant. The regiment saw action in Kentucky and Tennessee and Isaac was later promoted to Captain. Another brother, Mordecai, became a recruiter for one of the new black regiments. He traveled to Vicksburg in 1864 to try to enlist ex-slaves. He finally enlisted himself in March of 1865 at about the same time Isaac was discharged for disability.

M.C. probably would have been more proactive at the beginning of the war, but was suffering from a series of lung ailments. In 1862, he became the Military Agent for Washington Township. The job of the Military Agent was to assist the families of soldiers who may have been suffering while the breadwinner was away from home. Then in October of 1863, M.C. decided to move his family to Minneapolis, Minnesota, probably for better economic opportunity. Whatever the reason, he was eventually joined by his sister Martha’s family, his mother, and the rest of his brothers and sisters. They prospered there and M.C. became a druggist. He died at the age of 70 on March 31, 1889, six years before Frederick Douglass.

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