Search Results

Author:

Garrett, John W. (John Work), 1820-1884  Search this

Latrobe, Benj. H. (Benjamin Henry), 1807-1878  Search this

Creator:

Baltimore and Ohio Railroad Company  Search this

Collector:

National Museum of American History (U.S.). Division of History of Technology  Search this

National Museum of American History (U.S.). Division of Mechanical and Civil Engineering  Search this

Extent:

33 Cubic feet (76 boxes, 46 map-folders)

Type:

Collection descriptions

Archival materials

Tracings

Correspondence

Drawings

Date:

1827-1987

Summary:

The collection consists of correspondence, invoices, drawings, photographs, and negatives and other printed literature documenting the Baltimore and Ohio Railroad from its inception in 1827 to its merger with the Chesapeake and Ohio Railroad in the 1960s.

Scope and Contents:

The collection consists of correspondence, engineering drawings, notes, photographs, transparencies, negatives, glass plate negatives, printed materials, and newspaper clippings documenting the Baltimore and Ohio railroad from its inception in 1827 to its merger with the Chesapeake and Ohio in the 1960s.

Arrangement:

The records are arranged into ten series.

Series 1, Historical Background, 1827-1987

Series 2, Bridge Histories, 1867-1966

Series 3, President's Office, 1826-1880

Series 4, Correspondence, 1826-1859

Series 5, Business Records, 1894-1914, and undated

Series 6, Agreement, 1870

Series 7, Drawings, 1858-1957, and undated

Subseries 7.1, Indices and Lists, 1924-1943, undated

Subseries 7.2, Bailey's Station, 1887; 1899; 1901

Subseries 7.3, Baltimore Belt Railroad, 1895, undated

Subseries 7.4, Bay View and Canton Bridges, 1884-1885

Subseries 7.5, Big Seneca Creek Viaduct, 1905

Subseries 7.6, Bollman Bridges, undated

Subseries 7.7, Boyds, Maryland Station, 1886; 1927

Subseries 7.8, Bridewell Station, undated

Subseries 7.9, Bridges (general), 1893-1917

Subseries 7.10, Brunswick, Maryland, 1890-1907

Subseries 7.11, Building Materials List, undated

Subseries 7.12, Building Signs, 1911-1912

Subseries 7.13, Camden Station, 1881-1942 (not inclusive)

Subseries 7.14, Camden Station (related), 1881-1915

Subseries 7.15, Centenary Bridge Models, 1927

Subseries 7.16, Central Office Building, undated

Subseries 7.17, Chestnut Street Station, 1925-1952

Subseries 7.18, Coaling facilities, water tanks, turntables, and miscellaneous structures, 1888-1912

Subseries 7.19, Cumberland Station, 1910-1955

Subseries 7.20, Curtis Bay Branch, 1900-1911

Subseries 7.21, Frederick Station, 1908-1915

Subseries 7.22, Hyattsville Station, 1913

Subseries 7.23, Keedysville Station, undated

Subseries 7.24, Laurel Station, undated

Subseries 7.25, Ledger, undated

Subseries 7.26, Lieperville Station, 1889

Subseries 7.27, Locust Point, 1881-1957

Subseries 7.28, Maps, 1862; 1918

Subseries 7.29, Martinsburg, West Virginia, 1913-1927

Subseries 7.30, Miscellaneous Buildings, 1875-1956

Subseries 7.31, Miscellaneous Large Photographs, undated

Subseries 7.32, Miscellaneous Structures, 1890-1916

Subseries 7.33: Mt. Clare (general)

Subseries 7.34, Mt. Clare New Blue Line Stable, 1899; 1905

Subseries 7.35, Mt. Clare New Car Shops, undated

Subseries 7.36, Mt. Royal Station, undated

Subseries 7.37, Newton Falls and Fairpoint, Ohio, 1909

Subseries 7.38, Patapsco River Bridge, 1883

Subseries 7.39, Plans for house no. 1846 (N. Gay Street, Baltimore, Maryland), undated

Subseries 7.40, Point of Rocks Station, 1951

Subseries 7.41, Scales, 1903

Subseries 7.42, Signal towers, 1900-1908

Subseries 7.43, Stations (general), 1866-1907

Subseries 7.44, Sykesville Station, undated

Subseries 7.45, Untitled, undated

Subseries 7.46, Warnings, 1894-1911

Subseries 7.47, Woodstock Station, undated

Subseries 7.48, Miscellaneous (rolled), 1858-1930 (not inclusive)

Series 8, Photographs and Copy Prints, 1872-1980s (not inclusive)

Subseries 8.1, Photographs, 1872-1980s

Subseries 8.2, Copy prints, 1901-1931, undated

Subseries 8.3, Indices and Lists, 1909-1920

Series 9, Negatives, 1850-1983 (bulk 1920s-1930s)

Subseries 9.1, Glass plate negatives (unidentified), undated

Subseries 9.2, Glass plate negatives (numbered), 1850-1957 (bulk 1920s-1930s)

Subseries 9.3, Negatives by number, undated

Subseries 9.4, Negatives by location, 1870; 1978-1983

Subseries 9.5, Negatives by subject, 1922-1930s, undated

Series 10, Stations and Buildings, 1884-1982

Biographical / Historical:

The Baltimore and Ohio Railroad (B&O) was the nation's first extensive steam powered railroad. It was founded by Baltimore merchants in 1827 as a means of promoting trade and making Baltimore competitive with other east coast ports. The original intent of the founders was to provide direct and fast access to the Ohio River, and the markets that the river reached. The railroad, however, went beyond the Ohio River and its lines went as far west as St. Louis and Chicago. The B&O was also known for its use of an electric locomotive in the mid 1890s. It also had a completely air conditioned train, and it was a forerunner in the use of diesel-electric locomotives. Company activities paralleled those of other American railroads and over the course of its life included expansion, near bankruptcy, innovations, regulations, and finally buy out. In February 1963, the Chesapeake and Ohio (C&O) completed its purchase of the B&O. Today, B&O is part of the CSX Transportation (CSX) network.

John Work Garrett president of the Baltimore and Ohio Railroad 1858-1884, was born in Baltimore, Maryland July 31, 1820. He was the second son of Elizabeth Stouffer and Robert Garrett. He married Rachel Ann Harrison, the daughter of Thomas Harrison, a Baltimore merchant. They had one daughter, Mary and two sons Robert and Thomas Harrison Garrett.

After attending Lafayette College (Pennsylvania) for two years John W. Garrett left in 1836 to become associated with his father's commission business in Baltimore. The commission house which dealt in wholesale groceries, produce, forwarding and a commission business expanded to establish direct connections with Latin America, seek outlets in Europe and develop its own banking operations. In time its financial operations overshadowed the commission and shipping business.

When John W. Garrett began to invest heavily in Baltimore and Ohio Railroad stock, the road was in competition with the Chesapeake and Ohio Canal and the stock was not popular. Its value rose steadily over the years. Mr. Garrett was elected a director of the railroad in 1855. His report as chairman of a subcommittee on the need for additional funds to complete the line to the Ohio River led to his election to the presidency of the road on November 17, 1858, a position he held for 26 years. New policies with emphasis on economy, personal supervision and gradual expansion were inaugurated and consistently maintained, in spite of a general financial crisis, Mr. Garrett's first year in office showed a net gain in earnings.

Sympathetic to his southern friends during the Civil War, Mr. Garrett nevertheless supported the Union. He recognized the inevitability of Confederate defeat by superior northern resources. Confederate leaders blamed him for their inability to seize Washington and he received warm appreciation for his services to the Union cause from President Lincoln. The railroad stretched along the theater of war and twice crossed Confederate territory. It was, therefore, a main objective for southern attack. Branches were frequently damaged by Confederate raids, but the main line to Washington became important for the transport of troops and supplies. The Baltimore and Ohio carried out the first military rail transport in history and the transfer of 20,000 men from the Potomac to Chattanooga in 1863 was a major triumph for its president.

With the advent of peace Mr. Garrett turned to rebuilding and strengthening the railroad. He replaced equipment and track damaged by the war, then extended the system by securing direct routes to Pittsburgh and Chicago and arranging an independent line into New York. Wharves were built at Locust Point for ocean liners and a system of elevators erected. The B&O. built its own sleeping and dining cars, established hotels in the mountains and created its own express company. By 1880, after battles over rates with other trunk lines, a costly rivalry with the Pennsylvania Railroad over the eastern route and charges of discrimination against local shippers Mr. Garrett was at the height of his success. He cooperated in establishing the B. and 0. Employees Relief Association for accident and life insurance, a hospital system, saving and building funds, and arrangements for improving sanitation in the work place. He was on friendly terms with Johns Hopkins, a trustee of John Hopkins Hospital, and with George Peabody, founder of the Peabody institute of which he was also a trustee. Garrett County, Maryland was named in his honor.

John W. Garrett died on September 26, 1884 within a year of his wife's death in a carriage accident. During his connection with the railroad the stock increased from $57 to $200; at the outbreak of the Civil War the railroad was operating 514 miles of rail, gross earnings were $4,000,097 and net per mile was $4246.1 By 1864 gross earnings were $10,138,876 and net per mile, $7113.2 By the end of his presidency mileage had increased to 1711 miles and net earnings were $4535 per mile.3

References

1 -- National Cyclopedia of American Biography -- Vol. 18:3

2 -- National Cyclopedia of American Biography -- Vol. 18:3

3 -- National Cyclopedia of American Biography -- Vol. 18:3

Related Materials:

Materials at Other Organizations

Maryland Historical Society

Baltimore and Ohio Museum

Provenance:

This collection was donated to the National Museum of American History by the Baltimore and Ohio Railroad in the 1960s.

Restrictions:

The collection is open for research use. Researchers must handle unprotected photographs and glass plate negatives with gloves.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Railroads  Search this

Engineering -- 19th century  Search this

Repairing -- Railroads  Search this

Railway engineering -- 1860-1890  Search this

Bridges  Search this

Construction  Search this

Genre/Form:

Tracings

Correspondence -- 19th century

Drawings -- 1860-1890

Citation:

Baltimore and Ohio Railroad Records, Archives Center, National Museum of American History

Identifier:

NMAH.AC.1086

See more items in:

Baltimore and Ohio Railroad Records

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep8e652d903-bb57-46a8-a205-c7cbfe89f444

EDAN-URL:

ead_collection:sova-nmah-ac-1086

Collector:

Watkins, J. Elfreth (John Elfreth), 1852-1903  Search this

National Museum of American History (U.S.). Division of Transportation  Search this

Creator:

White, John H., 1933-  Search this

Extent:

31.33 Cubic feet (94 boxes)

Type:

Collection descriptions

Archival materials

Articles

Color slides

Correspondence

Ephemera

Magazines (periodicals)

Manuscripts

Negatives

Newsclippings

Patents

Photocopies

Photographs

Research

Writings

Date:

1880s-1990

Scope and Contents:

The archivist has arranged the collection into five series. The collections consists of orginal photographs, brochures, advertisements, correspondence, and trade literature as wells as photcopies of same and assembled by John White for many of his books about railroads.

Series 1: Car Builders, arranged alphabetically by company or individual.

Series 2: Equipment, Rolling Stock, arranged in two sections: alphabetically by White's heading: Articles in Progress and alphabetical by type of railroad car under White's heading: Research Files for Book in Progress.

Series 3: Locomotives, arranged alphabetically by Locomotive builders in two sections, first by individual company and second by individuals.

Series 4: Railroad Companies and Lines, arranged alphabetically by railroad companies and railroad lines.

Series 5: Publications, White's files for his book The American Railroad Freight Car, which are arranged into two sections, Illustrations and Text. Both sections are arranged numerically by chapters or sections of the book.

Series 6: Freight Cars

Series 7: Passenger Cars

Arrangement:

The collection is divided into seven series. Most material arranged alphabetically and then chronologically.

Series 1: Car Builders

Series 2: Equipment--Rolling Stock

Subseries 2.1: Articles in progress

Subseries 2.2: Research Files for Books in Progress

Series 3: Locomotives

Series 4: Railroad Companies and Lines

Series 5: Publications

Series 6: Freights Cars

Series 7; Passenger Cars

Historical:

John H. White, Jr., (1933- ), historian and museum curator, was born in Cincinnati, Ohio. He graduated with a B.A. in history from Miami University, Ohio, in 1958. Shortly after receiving his degree, White joined the staff of the Smithsonian Institution as Assistant Curator of the Division of Transportation, Department of Science and Technology, National Museum of History and Technology (NMHT). White became Associate Curator of the Division, 1961-1966, Curator, 1967-1985, and Senior Historian, 1986-1989. White specialized in land transportation, particularly the history of railroads. He retired in 1990. His papers, the John H. White, Jr., Papers, circa 1959-1989 are at the Smithsonian Institution Archives.

This collection of railroad materials was begun many years ago by employees of the Smithsonian Institution, and maintained later by curators and museum specialists working in the Division of Transportation, NMHT, later named the National Museum of American History (NMAH).

Some of the clippings date back to the time of J. Elfreth Watkins in the 1880-1890s. In 1885 Watkins was appointed Curator of the Section of Steam Transportation, which was successively known as Transportation and Engineering, and Technological Collections. Other portions of White's collection were clearly from Carl Mitman, author of several hundred entries on inventors and engineers in the Dictionary of American Biography and a Smithsonian employee who served as Curator of Mechanical Technology in 1919. In 1921 Mitman took the title of Curator of the Divisions of Mineral and Mechanical Technology, serving in this capacity until 1931. In 1931 the Division of Engineering was established. Mitman served as Curator of the Division and in charge of Mineral Technology, 1931-1938, Head Curator of the Department of Arts and Industries, 1932-1938, and Head Curator of the Department of Engineering and Industries, 1938-1948.

Some portions of this collection were acquired under the time of Frank A. Taylor (Mitman's protégé) who was Assistant Curator, 1928-1931, Assistant Curator for Mechanical Technology, 1932, Curator of the Division and in charge of Mechanical Technology, 1932-1948, Head Curator of the Division of Engineering and Industry, 1948-1957. In 1955 Taylor was appointed Assistant Director, United States National Museum (USNM), with special responsibility for planning the new NMHT, and in 1958 was appointed the first Director of the new museum. In 1962 Taylor became Director of the USNM with responsibility for both the National Museum of Natural History and NMHT.

Smith Hempstone Oliver of the Division of Transportation also kept up the files to a degree, though his main interest was in automobiles.

When White started employment at the Museum in June, 1958, there were, perhaps, two file cabinets on railroads. As Mr. White mentions in a letter to the archivist in March of 2002, "It was and is a great mix of odds and ends -- photos, news clippings, small prints, manufacturing catalogs, post cards, etc. Some junk and some treasure."

White found the material very useful for research and greatly expanded the collection. It more than doubled in size during his years in the Division, 1958-1990. The collection was White's working file and was set up to meet his needs. According to White, the collections greatest lack was cross referencing -- which was mostly in his head. He could usually find things but the organization might be confusing to other users. It was not intended for public use.

White is the author of many books on railroads, including:

American Locomotives: An Engineering History, 1830-1880. Baltimore: Johns Hopkins Press, 1968; 1997.

Early American Locomotives, with 147 engraving. New York: Dover Publications, 1972.

American Single Locomotives and the "Pioneer". Washington: Smithsonian Institution Press, 1973.

The Pioneer, Chicago's First Locomotive. Chicago: Chicago Historical Society, 1976.

The American Railroad Passenger Car. Baltimore: Johns Hopkins University Press, 1978.

The John Bull, 150 Years a Locomotive. Washington, D.C.: Smithsonian Institution Press, 1981.

A Short History of American Locomotive Builders in the Steam Era. Washington, D.C.: Bass, 1982.

Great Yellow Fleet: A History of American Railroad Refrigerator Cars. Golden West Books, 1986

The American Railroad Freight Car: From the Wood-Car Era to the Coming of Steel. Baltimore: Johns Hopkins University Press, 1993.

Provenance:

Collection materials donated by Jack White in 1995.

Restrictions:

Collection is open for research.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Freight cars  Search this

Locomotives  Search this

Railroads -- History  Search this

Railroad passenger cars  Search this

Transportation  Search this

Genre/Form:

Articles

Color slides

Correspondence

Ephemera

Magazines (periodicals)

Manuscripts

Negatives

Newsclippings

Patents

Photocopies

Photographs -- 19th century

Photographs -- 20th century

Research

Writings

Citation:

John H. White, Jr. Railroad Reference Collection, ca. 1830-1980, Archives Center, National Museum of American History.

Identifier:

NMAH.AC.0523

See more items in:

John H. White, Jr. Railroad Reference Collection

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep83b50b7ee-ab37-4b18-b17c-cffb2543738e

EDAN-URL:

ead_collection:sova-nmah-ac-0523

Publisher:

American Book Company  Search this

Physical Description:

paper (overall material)

ink (overall material)

printed (overall production method/technique)

Measurements:

overall: 7 1/2 in x 5 1/4 in x 1 in; 19.05 cm x 13.335 cm x 2.54 cm

Object Name:

book

Object Type:

instructional materials

Place made:

United States: New York, New York City

Date made:

1898

Date made:

1897

Subject:

History  Search this

Credit Line:

Gift of Dr. Richard Lodish American School Collection

ID Number:

2017.3049.09

Nonaccession number:

2017.3049

Catalog number:

2017.3049.09

See more items in:

Home and Community Life: Education

Data Source:

National Museum of American History

GUID:

http://n2t.net/ark:/65665/ng49ca746b4-c8a8-704b-e053-15f76fa0b4fa

EDAN-URL:

edanmdm:nmah_1867598

Creator:

National Museum of American History  Search this

Type:

YouTube Videos

Uploaded:

2016-12-12T19:54:12.000Z

YouTube Category:

Education  Search this

Topic:

American History  Search this

See more by:

SmithsonianAmHistory

Data Source:

National Museum of American History

YouTube Channel:

SmithsonianAmHistory

EDAN-URL:

edanmdm:yt_7gG1hYCHk0c

Creator:

Lipchitz, Jacques, 1891-1973  Search this

Names:

Buchholz Gallery (New York, N.Y.)  Search this

Curt Valentin Gallery (New York, N.Y.)  Search this

Bassett, Bruce W.  Search this

Cortois, Jenny  Search this

Frank, Mary, 1933-  Search this

Fry, Annette  Search this

Fry, Varian, 1907-1967  Search this

Gaspard, Leon, 1882-1964  Search this

Hay, Gyorgy  Search this

Ingersoll, R. Sturgis (Robert Sturgis), b. 1891  Search this

Landau, Gregorio  Search this

Larrea, Juan  Search this

Larrea, Marianne  Search this

Lipchitz, Yulla, 1911-  Search this

Modigliani, Amedeo, 1884-1920  Search this

Rapoport, Nathan, 1911-  Search this

Soula, Camille, 1888-  Search this

Starrels, Celeste  Search this

Starrels, Joel  Search this

Wilkinson, Alan G., 1941-  Search this

Zorach, William, 1887-1966  Search this

Extent:

52.8 Linear feet

Type:

Collection descriptions

Archival materials

Diaries

Scrapbooks

Sketches

Designs

Date:

circa 1910-2001

bulk 1941-2001

Summary:

The Jacques Lipchitz papers and Bruce Bassett papers concerning Jacques Lipchitz measure 52.8 linear feet and are dated circa 1910-2001, with the bulk of the material from the period 1941-2001. Papers are comprised of sculptor Jacques Lipchitz's personal papers and filmmaker Bruce Bassett's papers relating to Jacques Lipchitz. Lipchitz's personal papers contain personal and professional correspondence, comprising nearly half of the series, and biographical material, writings by and about Lipchitz, printed material, and photographs documenting Lipchitz's commissions, exhibitions, friendships, and interests. Also found are records relating to the compilation and production of The Sculpture of Jacques Lipchitz: A Catalogue Raisonné by Alan G. Wilkinson. The Bruce Bassett papers relating to Jacques Lipchitz consist mainly of Bassett's extensive audiovisual documentation of Lipchitz's life and art. Also found are paper records related to the audiovisual projects, including letters, business records, printed materials, and production records. A small quantity of material unrelated to Lipchitz is also found among the Bassett material, including video and sound recordings related to Sidney Lifchez, IBM, Isamu Noguchi, the Storm King Sculpture Center, and Auguste Rodin.

Scope and Contents note:

The Jacques Lipchitz papers and Bruce Bassett papers concerning Jacques Lipchitz measure 52.8 linear feet and are dated circa 1910-2001, with the bulk of the material from the period 1941-2001. Papers are comprised of sculptor Jacques Lipchitz's personal papers and filmmaker Bruce Bassett's papers relating to Jacques Lipchitz. Lipchitz's personal papers contain personal and professional correspondence, comprising nearly half of the series, along with biographical material, writings by and about Lipchitz, printed material, and photographs documenting Lipchitz's commissions, exhibitions, friendships, and interests. Also found are records relating to the compilation and production of The Sculpture of Jacques Lipchitz: A Catalogue Raisonné by Alan G. Wilkinson. The Bruce Bassett papers relating to Jacques Lipchitz consist mainly of Bassett's extensive audiovisual documentation of Lipchitz's life and art. Also found are paper records related to the audiovisual projects, including letters, business records, printed materials, and production records. A small quantity of material unrelated to Lipchitz is also found among the Bassett material, including video and sound recordings related to Sidney Lifchez, IBM, Isamu Noguchi, the Storm King Sculpture Center, and Auguste Rodin.

The Jacques Lipchitz biographical material includes an address book, biographical notes, membership cards, rent receipts and a lease, and a survey of Lipchitz's property in Hastings-on-Hudson, NY.

Correspondence is both professional and personal in nature. Approximately 20 percent is in foreign languages. French predominates, followed by Russian; German, Dutch, Italian, Spanish, Latvian, Hebrew, and Yiddish are also represented.

Professional correspondence documents business transactions with architects, potential clients, museum officials, art dealers, and others concerning commissions, exhibition plans, loans of artwork, jury service, etc. Art groups, Jewish organizations and charities wrote to solicit donations of artwork for fundraising events and issued invitations to speak or be a guest of honor. Scholars contacted Lipchitz about their research and requested information about specific works by him, items in his collection, and his opinions on a variety of subjects. Also found are fan letters from aspiring artists seeking advice, and from the general public asking for the opportunity to meet Lipchitz and visit his studio. After the 1952 studio fire, many friends and strangers sent letters of condolence and encouragement.

Correspondence with wife Yulla, nephew Gyorgy Hay, and close friends recounts personal and family news, activities, and sometimes touches on future plans. Among these correspondents are: Jenny Courtois, Varian and Annette Fry, Leo Gaspard, R. Sturgis Ingersoll, Gregorio Landau, Juan and Marianne Larrea, Camille Soula, and Joel and Celeste Starrels.

Eleven small pocket diaries, 1940-1965, contain brief, often sporadic entries noting appointments, events, addresses and phone numbers, notes of expenses, and include some sketches. Among the other writings by Lipchitz are: a notebook containing random notes on sculpture; a list of sculptures destroyed in the 1952 studio fire; short pieces and fragments of writings about sculptors Mary Frank, Natan Rapoport, Auguste Rodin, and William Zorach; a memoir of Amedeo Modigliani; and articles and reflections on contemporary art and the church.

Catalogue raisonné records concern the compilation and production of The Sculpture of Jacques Lipchitz: A Catalogue Raisonné by Alan G. Wilkinson, sponsored by Marlborough Gallery, Inc.

Among the financial records are statements of the sculptor's accounts with Buchholz Gallery and Curt Valentin Gallery, and receipts for Lipchitz Collection purchases. Also found are insurance and tax records, as well as receipts for routine professional expenses and miscellaneous personal expenses.

Artwork consists of a few rough sketches by Lipchitz and several geometric designs by an unidentified artist. Two scrapbooks, 1945-1946, consist of newspaper clippings and a few items from other periodicals that mention Lipchitz or contain reproductions of his work. Volume 2 includes typescripts of an interview and remarks delivered by Lipchitz, both very brief.

Printed material consists of exhibition catalogs and announcements, articles, press releases, books, programs, and reproductions concerning Lipchitz's exhibitions, sculpture, commissions, and events honoring him. Of particular interest are architectural prints showing sites and project details of several commissions. Also found are a variety of printed items about general art topics.

Photographs document people, artwork, project sites and models, exhibition installations, events, and places. People include Jacques Lipchitz, family members, and other individuals. Artwork represented is by Lipchitz and other artists. Views of Lipchitz exhibition installations mainly document solo shows. Photographs of events record a variety of occasions, among them: the opening of Lipchitz's studio in Hastings-on-Hudson, NY; a dedication ceremony for Philip Johnson's Roofless Church in New Harmony, IN, with ornamental gates and a sculpture by Lipchitz; and Lipchitz addressing an anatomy class at Albert Einstein Medical College. Among the pictures of places are Lipchitz's studios in Hastings-on-Hudson, NY, and Pietrasanta, Italy, and a view of Picasso's Paris studio.

The Bruce Bassett papers relating to Jacques Lipchitz contain mostly audiovisual materials from sound and film documentation projects conducted by Bassett with Lipchitz. Found are original sound recordings and photographs from Deborah Stott's 200 hour oral history with Jacques Lipchitz, as well as detailed, typewritten summaries of its content. Records from Bassett's film projects about Lipchitz include original film and sound recordings from Bassett's 40 hours of interviews with Lipchitz from 1971, and film documentation of the posthumous installations of Lipchitz's large-scale sculptures in Philadelphia, New York, and Israel in the late 1970s. In addition to the raw footage from these projects, which is incomplete, the collection contains workprint and final, edited works Bassett created in multiple versions and formats, and paper records documenting the film projects' creation, production, and later use.

Among the papers related to the film projects are scripts, an index to original footage, programming notes, film lab records, exhibition materials, an extensive collection of questions about Lipchitz gathered from the public for the interactive project, and other production records. Other papers include letters from Lipchitz and his wife, business correspondence, financial records, contracts, project files, and printed materials. Other projects by Bassett, unrelated to Lipchitz, are documented in video and sound recordings related to Sidney Lifchez, IBM, Isamu Noguchi, the Storm King Sculpture Center, and Auguste Rodin.

Arrangement note:

The collection is arranged as 2 series:

Missing Title

Series 1: Jacques Lipchitz papers, circa 1910-1999, bulk 1941-1999 (Boxes 1-10, OV 11-12; 9.5 linear feet)

Series 2: Bruce Bassett papers concerning Jacques Lipchitz, 1961-2001 (Boxes 13-67, OV 68-69; 43.3 linear feet)

Biographical/Historical note:

Jacques Lipchitz (1891-1973), an internationally known and influential Cubist sculptor, studied in Paris and established his career there. He fled Paris just before the German occupation, arrived in New York City in 1941, and eventually settled in Hastings-on-Hudson, NY.

Chaim Jacob Lipchitz was born in Druskieniki, Lithuania, then part of the Russian empire. His father, a building contractor from a well-to-do Jewish banking family, expected his son to study engineering as preparation for joining the business. Lipchitz, however, aspired to become a sculptor. With financial help from his mother, and determined to pursue his dream, he left for Paris after graduating from high school in 1909. Once there, Chaim Jacob soon became Jacques, the name he used throughout his life.

He first enrolled at the École des Beaux-Arts as a "free pupil." After his father agreed to provide an allowance, Lipchitz transferred to the Académie Julian to study with sculptor Raoul Verlet. He also attended evening drawing classes at the Académie Colarossi. By 1911 he was working in his own studio. Two years later, Lipchitz's entry in the Salon d'Automne received favorable recognition.

In Paris, his circle of friends and acquaintances grew to include Dr. Albert C. Barnes, Constantin Brancusi, Coco Chanel, Jean Cocteau, André Derain, Ernest Hemingway, Max Jacob, Charles-Édouard Jenneret (Le Corbusier), James Joyce, Fernand Léger, André Lhote, Jean Metzinger, Amédée Ozenfant, Pablo Picasso, Diego Rivera, Chaim Soutine, Gertrude Stein, and Virgil Tompson. Juan Gris and Amedeo Modigliani were his closest friends.

Lipchitz's earliest work was traditional. Exposure to Picasso and other avant-garde artists influenced his style, and by 1915 he was producing purely Cubist sculptures. In 1916, dealer Léonce Rosenberg offered Lipchitz a contract with a monthly stipend. Able to afford assistants, Lipchitz began much larger projects. Over time, as he came to feel that angular forms were devoid of humanity, his style gradually changed. In the 1920s, he began experimenting with "transparencies" - delicate abstract forms with large open spaces for which he developed casting techniques that influenced sculpture for a generation. In the 1950s, he began creating "semi-automatics." These were cast in bronze from forms made by submerging hot wax in water, which sometimes incorporated found objects. Much of Lipchitz's later work was massive, dynamic, and incorporated more naturalistic forms.

In the early 1920s, Lipchitz received multiple commissions from Coco Chanel and Dr. Albert C. Barnes. He became a French citizen in 1924, the year he married poet Berthe Kitrosser, with whom he had lived since 1915. (Their double portrait by Modigliani that Lipchitz commissioned in 1916, now titled The Sculptor Jacques Lipchitz and His Wife Berthe Lipchitz, is in the permanent collection of the Art Institute of Chicago). The following year they moved to a suburban home and studio designed by Le Corbusier.

Léonce Rosenberg's Galerie de l'Effort Moderne presented Lipchitz's first solo exhibition in 1930, and the first important Lipchitz exhibition in the United States was held in 1935 at Brummer Gallery, New York. As the sculptor's reputation grew throughout the 1930s, his work was very much in demand.

As World War II approached, Lipchitz sensed the impending horror of the Nazi regime but was extremely reluctant to leave Paris. With time running out, he finally was persuaded that it was too dangerous to stay. Jacques and Berthe Lipchitz departed for the free zone of Toulouse, and with help from American friends sought asylum in the United States. In June of 1941, they arrived in New York City with some clothing, a portfolio of drawings, and very little money.

Lipchitz, a mature artist with an international reputation, soon attracted invitations to teach. Although finances were tight, the offers were rejected because he understood that any commitment would impede his artistic output. In search of a gallery, he contacted Brummer Gallery, the site of his first American show six years earlier. Although Joseph Brummer had shifted his focus to antiques, he provided an introduction to art dealer Curt Valentin of Buchholz Gallery (later Curt Valentin Gallery), who was sincerely interested in modern sculpture. Valentin went on to represent Lipchitz for well over a decade. Curt Valentin Gallery closed in 1955, a year after the owner's death. Lipchitz then became affiliated with Fine Arts Associates and its many successors (Otto Gerson Gallery, Inc., and Marlborough-Gerson Gallery, Inc.), which represented him for the remainder of his life. Marlborough Gallery, Inc. handled Lipchitz's estate.

Berthe longed to go home after the war, and in 1946 the couple returned to France. But because he and France had changed, Lipchitz soon realized that his future lay in America. He returned to New York after seven months; Berthe remained, and a divorce soon followed.

Within the year, Jacques Lipchitz married Yulla Halberstadt, a fellow refugee who was also a sculptor. Their only child, Loyla Rachel, was born in 1948. The family moved to Hastings-on-Hudson, NY in 1949, and he continued to work at his studio on East 23rd Street in New York City. After a major studio fire in early 1952 destroyed commissions in progress and many other pieces, the sculptor set up a temporary work space at Modern Art Foundry, Long Island City, NY. Several museums, collectors, and friends, quickly raised funds for a new studio, which became a loan at Lipchitz's insistence. A new studio designed by Milton Lowenfish and located within walking distance of Lipchitz's Hastings-on-Hudson home opened in 1953.

During the course of his career, Lipchitz was honored with a large number of solo and retrospective exhibitions at major museums and galleries in Europe, North and South America, and Israel. His work is represented in the permanent collections of world renowned museums and is owned by a wide range of private collectors and institutions.

Lipchitz was an avid art collector. An exhibition of Scythian art at the Hermitage Museum, seen while on a brief trip home in 1912, greatly impressed and inspired him. The result was an intense interest in non-European art, especially African art. He began to collect appealing objects from other cultures, and soon developed a life-long habit of visiting flea markets, antique shops, and galleries on a regular basis in search of items for his growing collection. In addition to ethnographic and ancient art, Lipchitz also bought old masters and 19th century art, and developed a special interest in Géricault. The original collection was abandoned when he left Paris; once settled in the United States, he resumed collecting. A substantial portion of the Lipchitz Collection, with an accompanying scholarly catalogue, was exhibited in 1960 at The Museum of Primitive Art, New York City.

Lipchitz's family was observant and he attended Jewish schools that stressed religious education, but he showed little interest in his faith during his early adult life. However, the establishment of Israel affected him profoundly and, over time, religious themes emerged in Lipchitz's work. He began making arrangements for gifts of sculpture to the Bezalel National Museum and the Israel Museum, developed a friendship with Jerusalem's outspoken Zionist mayor, Theodore Kollek, and in 1963 made his first of many visits to Israel.

He was a Chevalier de la Légion d'Honneur, was elected a member of the American Academy of Arts and Letters, and received awards for artistic achievement from the American Institute of Architects, Boston University, and Brandeis University. The Jewish Theological Seminary, New York, presented him an Honorary Doctorate of Laws degree.

Jacques Lipchitz died in Capri, Italy, May 16, 1973, and is buried in Israel. At his death, several large-scale sculpture commissions were left unfinished, and his wife Yulla took over the projects and saw that the installations were accomplished as planned. These posthumous installations include Government for the People, installed in Philadelphia in 1976, Bellerophon Taming Pegasus, installed at the Columbia University School of Law in New York City in 1977, and Our Tree of Life, installed in Jersusalem in 1978.

Bruce Bassett (1925-2009), a television and film producer, worked for NBC in New York for over 20 years. Bassett met the sculptor Jacques Lipchitz (1891-1973) when they were both living in Hastings-on-Hudson, NY. In 1968, Bassett initiated an extensive oral history project when he realized that Lipchitz, as an English speaker and participant in the birth of modernism in Europe, was the only living artist who could provide an oral record of the beginnings of modern art for an English audience.

From 1968, until his death in 2009, Bassett carried out extensive documentation projects regarding Lipchitz, often in his spare time, under the auspices of two organizations he founded: the Jacques Lipchitz Art Foundation (1968-1975) and Histor Systems (circa 1991-2001). In 1968 Bassett raised funds to enable Deborah Stott to travel to Italy and conduct roughly 200 hours of audio interview with Lipchitz, interviews which cover not only his own history, but also include a complete record of the origins of his extensive collection of primitive art, numbering almost 3000 objects at the time. Bassett himself traveled to Italy and filmed nearly 40 hours of additional interviews with Lipchitz in 1971.

Drawing from these filmed interviews, Bassett created a pioneering interactive program which allowed museum-goers to pose questions to Lipchitz and moments later receive answers in the form of video segments of Lipchitz speaking. He used the same footage to write, produce, and direct a one hour documentary, "Portrait of an Artist: Jacques Lipchitz." Both projects were originally presented to the public in tandem with a retrospective exhibition of Lipchitz's sculpture at the Metropolitan Museum in New York in 1972, and were later revised and updated several times for subsequent distribution and presentation. The last presentation of the interactive project documented in Bassett's papers was held at the Krannert Art Museum of the University of Illinois at Urbana-Champaign in 2001. The interactive project is now online at the Israel Museum website entitled "Ask Jacques Lipchitz a Question," a project Bassett had been working on with Hanno Mott at his death. Bassett had visited the Museum several years earlier to demonstrate the video.

Bassett died in 2009 in New York, NY.

Related Archival Materials note:

Interviews with Lipchitz are represented among the following Archives of American Art collections: Brooklyn Museum interviews of artists; KPFK "Art Scene," interviews by Marian L. Gore; Interviews of artists by Brian O'Doherty; and Interviews relating to American Abstract Artists by Ruth Bowman.

The Tate Archive houses the Jacques Lipchitz collection presented by Rubin Lipchitz, with materials dating from the 1910s-1970s and measuring 9.8 linear feet.

The Israel Museum hosts a website entitled "Ask Jacques Lipchitz a Question," which presents Bruce Bassett's entire interactive project of Lipchitz, described here in series 2.5.2, as a web-accessible video project.

Provenance:

Donated in 2010 by Hanno D. Mott, step-son of Jacques Lipchitz, and also on behalf of Loyla R. Lipchitz and Frank L. Mott.

Restrictions:

Use of original papers requires an appointment. Use of audiovisual materials with no duplicate access copy requires advance notice.

Rights:

The Archives of American Art makes its archival collections available for non-commercial, educational and personal use unless restricted by copyright and/or donor restrictions, including but not limited to access and publication restrictions. AAA makes no representations concerning such rights and restrictions and it is the user's responsibility to determine whether rights or restrictions exist and to obtain any necessary permission to access, use, reproduce and publish the collections. Please refer to the Smithsonian's Terms of Use for additional information.

Topic:

Artists' studios -- Photographs  Search this

Genre/Form:

Diaries

Scrapbooks

Sketches

Designs

Citation:

Jacques Lipchitz papers and Bruce Bassett papers concerning Jacques Lipchitz, circa 1910-2001, bulk 1941-2001. Archives of American Art, Smithsonian Institution.

Sponsor:

Funding for the processing and digitization of this collection was provided by The Jacques and Yulla Lipchitz Foundation, Inc.

Identifier:

AAA.lipcjacq2

See more items in:

Jacques Lipchitz papers and Bruce Bassett papers concerning Jacques Lipchitz

Archival Repository:

Archives of American Art

GUID:

https://n2t.net/ark:/65665/mw91b1a0c38-358c-4de5-bef5-2c27f942b166

EDAN-URL:

ead_collection:sova-aaa-lipcjacq2

Creator:

Lyman, Benjamin Smith, 1835-1920  Search this

Suzuki, Shin'ichi, I, 1835-1918 (Photographer)  Search this

Collector:

Rosin, Henry D., Dr.  Search this

Rosin, Nancy  Search this

Collection Collector:

Rosin, Henry D., Dr.  Search this

Rosin, Nancy  Search this

Collection Creator:

Lyman, Benjamin Smith, 1835-1920  Search this

Ueno, Hikoma, 1838-1904  Search this

Beato, Felice, b. ca. 1825  Search this

Stillfried, Raimund, Baron von, 1839-1911  Search this

Underwood & Underwood  Search this

Extent:

1 Photograph album (Album 3 : Disassembled album of +-130 untinted albumen prints)

Container:

Volume 3

Type:

Archival materials

Photograph albums

Photographs

Photographic prints

Place:

Japan

Date:

[1860 - ca. 1900]

Scope and Contents:

A group of 130 photographs compiled by the geologist Benjamin Smith Lyman while in Japan in the 1870s. Roughly half of the photographs are mounted on heavy album leaves, while the rest are unmounted. Subjects include scenes and monuments in Japanese cities and countryside, as well as genre views of Japanese people, both outdoors and in studio constructs. Many of the latter were taken by the photographer Suzuki Shin'ichi I (1835-1918). The Rosins acquired the album from a sale of deaccessioned books at the Forbes Library in Northampton, which holds Lyman's library. Because the album photographs were dispersed, there may be additional prints in the Rosin Collection that were also originally part of the Lyman album.

Biographical / Historical:

Benjamin Smith Lyman (1835-1920) was an American mining engineer born in Northampton, MA. He attended Harvard, as well as European institutions. Lyman was in Japan between 1873 and 1879 surveying Hokkaido oil and coal deposists for the Meiji government. Lyman travelled widely in Japan and likely purchased many of the photographs from commercial vendors. Lyman's personal papers from Japan are in the "Benjamin Smith Lyman Collection" at the University of Massachusetts Amherst, along with additional photographs.

Local Numbers:

FSA A1999.35 A3

Album Information:

rosinalbum3 0

Collection Restrictions:

Collection is open for research.

Topic:

Photography -- Japan  Search this

Photography -- 19th century  Search this

Genre/Form:

Photographs

Photographic prints

Photograph albums

Collection Citation:

Henry and Nancy Rosin Collection of Early Photography of Japan. FSA.A1999.35. National Museum of Asian Art Archives. Smithsonian Institution, Washington, D.C. Purchase and partial donation.

Identifier:

FSA.A1999.35, Series FSA A1999.35 A3

See more items in:

Henry and Nancy Rosin Collection of Early Photography of Japan

Archival Repository:

Freer Gallery of Art and Arthur M. Sackler Gallery Archives

GUID:

https://n2t.net/ark:/65665/dc35551dc6b-d013-44d7-9fb6-883042a1c85b

EDAN-URL:

ead_component:sova-fsa-a1999-35-ref3

Creator:

National Museum of American History (U.S.). Division of Transportation  Search this

Extent:

4.25 Cubic feet (5 boxes)

Type:

Collection descriptions

Archival materials

Articles

Maps

Newspaper clippings

Negatives

Patents

Photographs

Stock certificates

Tickets

Date:

undated

Content Description:

Collection documents street railway cars through photographs and ephemera. INcludes reprints and articles from Street Railway Journal, Capital Traction Quarterly, The Railroad Gazette, the American Society of Civil Engineers, and Scientific American.

Arrangement:

Collection is unarranged.

Provenance:

Immediate source of acquisition unknown.

Restrictions:

Collection is open for research.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Local transit  Search this

Railways  Search this

Streetcars  Search this

Genre/Form:

Articles -- 19th century

Articles -- 20th century

Maps

Newspaper clippings

Negatives

Patents

Photographs

Stock certificates

Tickets

Citation:

Division of Transportation Street Railways Reference Collection, Archives Center, National Museum of American History

Identifier:

NMAH.AC.1575

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep86e2bbdd8-df7c-4873-8761-cc82feccc36d

EDAN-URL:

ead_collection:sova-nmah-ac-1575

Medium:

Plate, Ceramic, Painted

Dimensions:

3-D: 24.8 × 2.9cm (9 3/4 × 1 1/8 in.)

Storage: 30.5 × 30.5 × 5.1cm (12 × 12 × 2 in.)

Type:

ART-Miscellaneous

Country of Origin:

France

Date:

ca. 1780

Credit Line:

Gift of William A.M. Burden

Inventory Number:

A19750698000

Restrictions & Rights:

Usage conditions apply

See more items in:

National Air and Space Museum Collection

Data Source:

National Air and Space Museum

GUID:

http://n2t.net/ark:/65665/nv943e9b7fa-e4b9-4184-86c9-4111350de1f0

EDAN-URL:

edanmdm:nasm_A19750698000

Creator:

Warshaw, Isadore, 1900-1969  Search this

Extent:

10.22 Cubic feet (consisting of 20 boxes, 2 folders, 9 oversize folders, 3 map case folders, 3 flat boxes (2 full, 1 partial.))

Type:

Collection descriptions

Archival materials

Menus

Bills

Ships' passenger lists

Patents

Legislative documents

Photographs

Advertisements

Advertising mail

Advertising

Illustrations

Contracts

Trademarks

Inspections

Programs

Advertising cards

Advertising fliers

Print advertising

Legal documents

Travelogs

Souvenir programs

Business cards

Concert programs

Publications

Commercial correspondence

Correspondence

Receipts

Theater programs

Business records

Legal records

Business ephemera

Invoices

Bills of sale

Ships' logs

Technical reports

Reports

Letterheads

Ephemera

Design patents

Travel brochures

Legislation (legal concepts)

Business letters

Timetables

Travel diaries

Printed ephemera

Place:

New York (N.Y.) -- Transportation

Hudson River

Date:

1777-1965

Summary:

A New York bookseller, Warshaw assembled this collection over nearly fifty years. The Warshaw Collection of Business Americana: Accounting and Bookkeeping forms part of the Warshaw Collection of Business Americana, Subseries 1.1: Subject Categories. The Subject Categories subseries is divided into 470 subject categories based on those created by Mr. Warshaw. These subject categories include topical subjects, types or forms of material, people, organizations, historical events, and other categories. An overview to the entire Warshaw collection is available here: Warshaw Collection of Business Americana

Scope and Contents:

Minimally covers the terminus of the wind-powered (sail) era and more fully documents the peak of the engine (steam) era of commercial cargo and passenger vesselsk, including freight and dockage services, maintenance and provisioning, ferry service, navigation (tug and tow) assistance, plus leisure cruising and touring. There is not a significant amount of material on battle or war ships. Includes both short distance routes such as lakes, rivers, and islets, and longer trans-oceanic crossings.

Documents within the collection consist of handbills, broadsides, leaflets, books, business cards, advertisements, insurance forms, wreck reports, passenger lists, baggage tags, freight manifests, rate cards, correspondence on letterhead stationery, booklets, newspaper clippings, postcards, menus, periodicals, manuals, photographs, engravings, woodcuts, sketches, bills of lading, receipts, catalogues, ledgers, journals, purchase orders, broadsides, brochures, custom forms, schedules, shipping and receiving documents, early steam guides, timetables, lithographs, announcements, etc. There are no navigational nautical maps. There is very little in the way of international import/export records. However, domestic and North American freight services are well-covered through invoices, bills of lading, manifests, and receipts for goods and services.

Some materials cover the history and development of steamships, particularly in the latter half of the nineteenth century with the iron screw replacing the wooden paddle steamer in the 1850s. The late 1860s brought the compound engine, which led to the steamship, previously used for the conveyance of mails and passengers, to compete with the sailing vessel in the carriage of cargo for long voyages. The 1870s brought improvements in accommodation for the passenger, with the midship saloon, conveniences in state-rooms, and covered access to smoke rooms and ladies cabins.

Ownership of specific lines and vessels was very fluid throughout shipping history, including the renaming of vessels. Mergers, dissolution, and absorption of fleets were frequent. Thus, researchers should independently seek out a more detailed history for any entity of particular interest.

The general maritime business series focuses on good and services related to maritime operations such as repair, shipbuilding, parts, ticket agents, chandlers, groceries, coal supply, dockage, wharfs/marinas, etc.

Operation records of named vessels contains primarily bills of lading and similar receipts for the movement of material goods or in-water services such as tow and tug assistance.

The largest series covering shipping lines and conglomerates offers a wide assortment of miscellaneous, nonexhaustive operation records for cargo and passenger lines and corporations, typically those with multiple holdings. These documents may include receipts, bills of lading, correspondence, and financial ledgers, plus promotional material for services and routes offered. Passenger sailings and luxury cruise documentation may contain menus, passenger lists, itineraries, shore excursion information, souveniers such as luggage tags, ticket stubs, and postcards. See also the subject category Menus, for additional examples of passenger and cruise ship menus.

When not associated with any of the above, general examples of materials related to the industry have been by arranged by their material type such as images, reports, and serial publications. More formal documentation, especially legal and reports, can be found here.

Narrative type materials related to lore, history, and building and design specifications have been sorted by subject. A scarce amount of material covers ships used for military service. Likewise, there are a few examples of maritime related material from the art world, mostly in the form of catalogues for exhibits or auction of paintings and scale models.

A note on vessel names: those used as contract carriers of mail and when in service, were entitled to unique prefix designations such as Royal Mail Ship (RMS.), otherwise, the ship name may be preceded by the more generic S.S. for single-screw steamer or steamship, SV for sailing vessel, PS for paddle steamer, RV for research vessel or similar type prefix. USS is the standard for the United States Navy commissioned ships while in commission, with HMS used for His/Her Majesty's Ship of the British Royal Navy.

Some of the major lines/companies represented in the collection include: American Line, American Steamship Company, Anchor Line, Compagnie Générale Transatlantique, Cunard-Anchor Line, Cunard Line, Cunard Steam Ship Company, Limited, Cunard White Star Line, Eastern Steamship Lines, Furness, Withy & Company, Hamburg American Line (HAPAG) / Hamburg Amerika Linie, Holland America Line (N.A.S.M. / HAL), Inman Line, International Mercantile Marine Company (IMM), International Navigation Company, North German Lloyd (Norddeutscher Lloyd Bremen), Panama Pacific Line, Peninsular and Oriental, Red Star Line, Royal Mail Steam Packet, U.S. Mail Steamship Company, United States Lines, White Star Line.

Arrangement:

Ships, Boats, and Vessels is arranged in three subseries.

Business Records and Marketing Material

General Maritime Businesses



Operation Records of Named Vessels



Shipping Lines/Conglomerates

Miscellaneous Business Records and Marketing Material

Genre

Keepsakes

Images

Ledger

Legal

News Clippings

Regulatory

Reports

Serial Publications

Stamps/Cigarette Cards

Associations and Societies

Images, Artwork, Racing, Technical Literature

Subject

Battleships, Warships

Destination Guides

Employment and Licensing

Insurance

Maritime History

Maritime Models and Art

Revue Generale Des Sciences

Warshaw Administrative Records

Related Materials:

Several other Warshaw Subject Categories may have closely related material such as Submarines and Transportation. For casual and recreational boating see Boats and Boating Equipment and Yachts. Other subject categories that may have related materials include: Canals, Dredging, Engines, Menus, Railroads (point of common transportation transfer), and Tours. .

Forms Part Of:

Forms part of the Warshaw Collection of Business Americana.

Missing Title

Series 1: Business Ephemera

Series 2: Other Collection Divisions

Series 3: Isadore Warshaw Personal Papers

Series 4: Photographic Reference Material

Provenance:

Steamboats [Ships, Boats, and Vessels] is a portion of the Business Ephemera Series of the Warshaw Collection of Business Americana, Accession AC0060 purchased from Isadore Warshaw in 1967. Warshaw continued to accumulate similar material until his death, which was donated in 1971 by his widow, Augusta. For a period after acquisition, related materials from other sources (of mixed provenance) were added to the collection so there may be content produced or published after Warshaw's death in 1969. This practice has since ceased.

Restrictions:

Collection is open for research. Some items may be restricted due to fragile condition.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Passenger ships  Search this

Marine machinery  Search this

Ships  Search this

Shipbuilding industry  Search this

Ferries  Search this

Transportation -- Japan  Search this

River boats  Search this

Marine engines  Search this

Boats  Search this

Transportation -- Far Eastern  Search this

Ships -- Equipment and supplies  Search this

Merchant Marine -- Manning of vessels -- United States  Search this

Docks  Search this

Health  Search this

Ocean liners  Search this

Merchant Marine -- United States  Search this

Ships -- Far Eastern  Search this

Rivers  Search this

Transportation -- river boat  Search this

World War, 1939-1945 -- Merchant Marine  Search this

Harbors  Search this

Trade associations  Search this

Transportation -- 1900-1910  Search this

Boats and boating  Search this

Water transport -- 18th century  Search this

Boats -- Southeast Asia  Search this

Cargo  Search this

Local transit -- New York (N.Y.)  Search this

Sailboats  Search this

Waterways  Search this

Sailing  Search this

Transportation -- New York (N.Y.)  Search this

Local transit  Search this

Scientific expeditions  Search this

Water transfer  Search this

Transportation -- History  Search this

Wharves  Search this

Steamboats  Search this

Boats -- New York (N.Y.)  Search this

Transportation  Search this

Public health  Search this

Marine engineers  Search this

Ocean travel  Search this

Seamen -- 1910-1920  Search this

Musical performances  Search this

Transportation -- Law and legislation -- United States  Search this

Merchant seamen  Search this

Marine engineering  Search this

Models and modelmaking  Search this

Navigation  Search this

Seamen -- 1940-1950  Search this

Travel  Search this

Importers  Search this

Shipping  Search this

Cruise ships  Search this

Ships -- New York (N.Y.)  Search this

Flags  Search this

Exports -- 19th century  Search this

Genre/Form:

Menus -- Ships -- 1940-1950

Menus

Bills

Ships' passenger lists

Patents

Legislative documents

Photographs

Advertisements

Advertising mail

Advertising

Illustrations

Contracts

Trademarks

Inspections

Programs

Advertising cards

Advertising fliers

Print advertising

Legal documents

Travelogs

Souvenir programs

Business cards

Concert programs

Publications

Commercial correspondence

Correspondence

Receipts

Theater programs

Publications -- Business

Business records

Legal records

Business ephemera

Invoices

Bills of sale

Ships' logs

Technical reports

Reports

Letterheads

Ephemera

Design patents

Travel brochures

Legislation (legal concepts)

Business letters

Timetables

Travel diaries

Printed ephemera

Citation:

Warshaw Collection of Business Americana Subject Categories: Ships, Boats, and Vessels, Archives Center, National Museum of American History, Smithsonian Institution

Sponsor:

Funding for partial processing of the collection was supported by a grant from the Smithsonian Institution's Collections Care and Preservation Fund (CCPF).

Identifier:

NMAH.AC.0060.S01.01.Steamboats

See more items in:

Warshaw Collection of Business Americana Subject Categories: Steamboats [Ships, Boats, and Vessels]

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep8cc542278-2f59-4b3b-9008-a8b7679a46b5

EDAN-URL:

ead_collection:sova-nmah-ac-0060-s01-01-steamboats

Former owner:

Penn, William  Search this

Pastorius, Francis Daniel  Search this

Du Barry, Joseph  Search this

Sheridan, Owen  Search this

Taylor, Frederick Winslow, 1856-1915  Search this

Taylor, Frederick Winslow, Mrs.  Search this

Peck, Frederick W. G.  Search this

Peck, Frederick W. G. Mrs.  Search this

Architect:

Fielding, Mantle, 1865-1941  Search this

Landscape architect:

Gallagher, Percival  Search this

Peck, Frederick W. G.  Search this

Olmsted Brothers  Search this

Civil engineer:

Vandu Zee, Harold (civil engineer)  Search this

Gardener:

Bender, Robert  Search this

Provenance:

The Garden Club of Philadelphia  Search this

Collection Creator:

Garden Club of America  Search this

Type:

Archival materials

Place:

Boxly (Philadelphia, Pennsylvania)

United States of America -- Pennsylvania -- Philadelphia County -- Philadelphia

Scope and Contents:

The folders include worksheets, photocopies of newspaper and other printed references about the garden, and photocopies of photographs of the garden when it was owned by Mr. and Mrs. Frederick Winslow Taylor (before 1951).

General:

"Boxly" was originally established by Joseph Du Barry (a friend of Joseph Bonaparte) as "Mulberry Farm." The property was the center of an unsuccessful silk industry in the early 19th century. It was later purchased by the famous efficiency engineer Frederick Winslow Taylor, who built the first undulating putting green (for golf) in America at the property. He renamed it "Boxly" because of its then 100-year-old boxwood bushes. The property was redesigned in the 1950s and 1960s.

Persons associated with the property include: William Penn (former owner, 1681-1683); Francis Daniel Pastorius (former owner, 1683-?); Joseph Du Barry (former owner, 1803-?); Owen Sheridan (former owner, 1833-?); Mr. and Mrs. Frederick Winslow Taylor (former owners, 1901-1951); Mr. and Mrs. Frederick W. G. Peck (former owners and landscape architect, 1951-1998); Mantle Fielding (architect, 1901-1905); the Olmsted Brothers (landscape architects, 1901-1910); Percival Gallagher (landscape architect, 1901-1910); Harold Vandu Zee (civil engineer, 1901-1915); and Robert Bender (gardener, 1902-?).

Related Materials:

Boxly related holdings consist of 3 folders (4 glass lantern slides; 63 35 mm. slides; 17 photonegatives)

Records related to this site can be found at the Frederick Law Olmsted National Historic Site, Olmsted Job Number 00168, F. W. Taylor (Clark, J.S.).

See others in:

Maida Babson Adams American Garden Collection, ca. 1960-1994.

Collection Restrictions:

Access to original archival materials by appointment only. Researcher must submit request for appointment in writing. Certain items may be restricted and not available to researchers. Please direct reference inquiries to the Archives of American Gardens: aag@si.edu.

Collection Rights:

Archives of American Gardens encourages the use of its archival materials for non-commercial, educational and personal use under the fair use provision of U.S. copyright law. Use or copyright restrictions may exist. It is incumbent upon the researcher to ascertain copyright status and assume responsibility for usage. All requests for duplication and use must be submitted in writing and approved by Archives of American Gardens. Please direct reference inquiries to the Archives of American Gardens: aag@si.edu.

Topic:

Gardens -- Pennsylvania -- Philadelphia  Search this

Collection Citation:

Smithsonian Institution, Archives of American Gardens, The Garden Club of America collection.

Sponsor:

A project to describe images in this finding aid received Federal support from the Smithsonian Collections Care Initiative, administered by the National Collections Program.

Identifier:

AAG.GCA, File PA009

See more items in:

The Garden Club of America collection

The Garden Club of America collection / Series 1: United States Garden Images / Pennsylvania

Archival Repository:

Archives of American Gardens

GUID:

https://n2t.net/ark:/65665/kb6eecd6092-7c89-4e8f-9859-2299b3d74d87

EDAN-URL:

ead_component:sova-aag-gca-ref16501

Creator:

Hutton, William R., 1826-1901  Search this

Extent:

30 Cubic feet (33 boxes, 21 oversize folders)

Type:

Collection descriptions

Archival materials

Photographs

Letterpress copybooks

Blueprints

Diaries

Drawings

Cashbooks

Business records

Business letters

Notebooks

Topographic maps

Tax records

Technical drawings

Stock certificates

Technical literature

Photoengravings

Notes

Maps

Microfilms

Linen tracings

Letter books

Letters

Land titles

Legal documents

Sketches

Salted paper prints

Reports

Receipts

Plans (drawings)

Photostats

Photographic prints

Architectural drawings

Administrative records

Albumen prints

Albums

Annual reports

Booklets

Account books

Books

Family papers

Financial records

Cyanotypes

Correspondence

Deeds

Printed material

Contracts

Photograph albums

Specifications

Christmas cards

Menus

Place:

France

Maryland

Chesapeake and Ohio Canal

Panama Canal (Panama)

New Jersey

New York (N.Y.)

Hudson River

Baltimore (Md.)

Georgetown (Washington, D.C.)

New York

Washington Bridge

New Croton Aqueduct

Kanawha River Canal

Washington Aqueduct

Potomac River -- 19th century

Washington Memorial Bridge

Hudson River Tunnel

Date:

1830-1965

Summary:

The papers document the life and work of William R. Hutton, a civil engineer during the late 1800s to the early 1900s. Materials include diaries, notebooks, correspondence, letterpress copy book, printed materials, publications, specifications, photographs, drawings, and maps that document the construction of several architectural and engineering projects during this period. Most notable are the records containing information related to the construction of the Chesapeake and Ohio Canal, Hudson River Tunnel, the Washington Aqueduct, the Kanawha River Canal, and the Washington/Harlem River Bridge. There are also several records about railroads in the state of Maryland, the District of Columbia and elsewhere, including the Western Maryland Railroad, Baltimore and Ohio Railroad, Colorado Midlands Railway, Baltimore and Drum Point Railroad, the Northern Adirondack Railroad, and the Pittsfield and Williamstown Railroad. The records can be used to track the progression of these projects, and engineering innovation during the late 1800s to the early 1900s.

Scope and Contents:

These papers document William R. Hutton's professional career as a civil engineer and his personal affairs. Although the personal materials in the collection provide insight into a man and a family that have been largely forgotten by biographers, it is the professional materials that are perhaps the most interesting to researchers. They provide a compelling narrative of the push to the West that occurred in 19th century America and the internal improvements movement typified by the American System plan proposed by Henry Clay. Perhaps best remembered for the high tariffs that accompanied it, the American System plan was also concerned with the advancement of internal improvements, such as canals, that would unite the East and West in communication, travel, and trade. The Chesapeake and Ohio Canal can be seen as one of the products of this movement (1) and was in fact initially heralded as the first great work of national improvement (2).

The papers in this collection that are related to the construction and maintenance of the Chesapeake and Ohio Canal are an invaluable documentation of efforts during this turbulent time to unite the eastern and western United States. They provide details of the canal from its initial construction to its decline with the incline at Georgetown project. The canal also serves as an example, or perhaps a warning against, federal involvement in state improvement efforts as it was the first project to be directly funded and staffed by the federal government (3). The groundbreaking ceremony was attended by then President John Quincy Adams whose toast, "to the canal: perseverance," (4) became an ironic omen, as construction of the canal took over twenty-two years to be completed. The Chesapeake and Ohio Canal materials can be used as a case study for the problems encountered during canal building (5). These problems are best typified in the collection by the papers relating to the Georgetown incline. This project was headed by Hutton and was plagued with construction problems, boating accidents, and obsolescence from the moment of its completion. Despite these issues, the Chesapeake and Ohio Canal remains a structure of historical significance in America. As the third and last effort to construct an all-water route to the West (6), the Chesapeake and Ohio Canal is an important artifact of 19th century attitudes and efforts towards commerce, trade, travel, and communication between the eastern and western United States. Other significant canals and water structures represented in the collection are the Kanawha Canal, the Washington Aqueduct, and a large collection of materials relating to the Kingston Water Supply (New York).

One of the most significant internal improvements made during this time was the railroad. The legal conflicts that arose between the canal companies and railroads is also represented in the materials relating to the Chesapeake and Ohio Canal. These materials specifically deal with the legal conflict's between the Chesapeake and Ohio Canal and the Baltimore and Ohio Railroad. The development and construction of the railroads is also represented in the materials documenting the Baltimore and Ohio Railroad, the Baltimore and Drum Point Railroad, the Northern Adirondack Railroad, the Western Maryland Railroad, the Mexican National Railroad, the Colorado Midlands Railroad, and the Columbia Railroad.

The collection also demonstrates the spirit of innovation and invention that was prevalent in the engineering field in the nineteenth century. Joseph Gies writes, "...one of the distinctive characteristics of the great nineteenth century engineering adventurers was their readiness to gamble on the translation of theory into practice" (7). In this quote, he is speaking of the civil engineer Dewitt Clinton Haskins and a project that truly encapsulates engineering invention in the nineteenth century, the Hudson River Tunnel. Responding to the increase in the population of the City of New York in the late nineteenth century from sixty thousand to three and a half million, the Hudson River Tunnel was originally devised as a way to alleviate traffic and to transport train passengers directly across the Hudson River (8). Beginning with records dating from 1881 to 1901, the Hutton papers can be used to document not only the advances in engineering during this time but also the costs of progress. Haskins' initial efforts to build the tunnel using submerged air pressurized caissons were marked by failure and in some cases fatalities. Workers on the tunnel often suffered from what came to be known as "caisson disease" or "the bends," caused by the immense forces of compression and decompression experienced while working in the tunnels (9). This problem was so prevalent that as construction progressed the rate of worker deaths caused by "the bends" rose to twenty-five percent (10). Materials in the collection document worker complaints and deaths resulting from this disease as well as providing a technical record of the construction of the tunnel. The highlight of the materials relating to the Hudson River Tunnel is an album that contains photographs of workers in the tunnel and a detailed daily report of the construction progress on the tunnel that was maintained by Hutton's assistant, Walton Aims. The first hand account in these reports provides insight not only into the construction of the tunnel, but also the problems encountered.

Another project featured in the Hutton collection that was devised in response to the population explosion in the City of New York in the nineteenth century is the Harlem River Bridge, or as it is now known, the Washington Bridge. Known as one of the longest steel arch bridges of its time, the Harlem River Bridge also represents that spirit of invention and innovation that was prevalent in the civil engineering field during the nineteenth century. The collection provides an invaluable resource for those wishing to track the construction of the bridge from early concept drawings and proposals to finalized plans. Also present are photographs of the construction and workers. Societal response to the bridge in the form of newspaper and magazine clippings help to create the narrative of the Washington Bridge, and these are supplemented by correspondence from the builders, suppliers, and planners.

This collection also includes diaries, 1866-1901; letterpress copybooks, 1858-1901; correspondence on the Chesapeake and Ohio Canal, Hudson River Tunnel, Washington Bridge over the Harlem River, and Maryland and Colorado railroads, 1861-1901, and on Hutton's financial and real estate affairs, 1835-1921; construction photographs of the Harlem River, Cairo, Poughkeepsie, Niagara bridges and the Hudson River Tunnel, Washington Aqueduct, and Capitol Dome (in the form of albumen, cyanotype, salted paper print); data and drawings; rolled land profile drawings; canal notes, 1828-1892; Hudson River Tunnel construction reports, 1889-1891; publications, drawings, and maps of railroad routes; pamphlets and reprints on hydraulic works and water supply; road, railway, bridge, and hydraulic construction specifications, 1870-1900; drawings (linen, oil cloth, and heavy drawing paper), and blueprints; account books, 1891-1899; and plans, drawings, field notebooks, and publications on American and European construction projects, especially in Maryland, New York, and France; personal correspondence detailing his role as executor for the estates of Benjamin H. Hutton, Joseph Hutton, Annie Theller, and the Countess H. De Moltke-Hvitfeldt and his relationships with his children, siblings, cousins, and colleagues, 1850-1942.

Materials are handwritten, typed, and printed.

Special note should be made that any materials dated after the year 1901 were added to the collection by another creator who is unidentified. It can be speculated that professional materials added after this date were contributed by his brother and colleague Nathanial Hutton or his son Frank Hutton. Personal materials contributed after this date may have been added by his wife, daughters, or other members of his extended family.

Series 1, Letterpress Copybooks, 1858-1901, consists of twenty seven letterpress copybooks containing correspondence between Hutton and other engineers, architects, and building suppliers. The letterpress copybooks in this series have been arranged chronologically. The books involve a process by which ink is transferred through direct contact with the original using moisture and pressure in a copy press. The majority of the correspondence is business- related. Some letterpress copybooks are devoted to specific projects such as the Washington/Harlem River Bridge, Chesapeake and Ohio Canal, Baltimore and Drum Point Railroad, Annapolis and Elk Ridge Railroad, and the Baltimore and Ohio Railroad. The letterpress copybooks provide a record of correspondence written by Hutton, which makes it distinctive from the other correspondence in the collection. Most of the other correspondence has Hutton as recipient.

The letterpress copybooks also document Hutton's various residences throughout his life and provide a glimpse into the civil engineering profession at the time by demonstrating how engineers shared ideas and comments about projects. This can be supplemented with the printed materials in the collection as many of the authors also appear in the correspondence. Other topics covered in the letterpress copybooks include business reports (specifically the report of the president and directors of the Baltimore and Drum Point Railroad), records of people and companies involved in projects, pasted in engineering sketches, engineering specifications and notes, travel expenses and estimates, construction histories and progress, legal issues with family estates, tax information, Colorado Railroad, payment certificate schedules, St. Paul Railroad, personal correspondence, title guarantees, Hudson River Tunnel, financial matters, real estate matters, insurance information, sketches and drawings, supply lists, cost estimates, the Memorial Bridge, Coffin Valve Company, engineering expenses, engineering calculations, payroll notes for Kingston Water Supply, proposals, account information, Hutton Park, reservoirs, contract drafts, French Society of Civil Engineers, inspection results (specifically Piedmont Bridge), land descriptions, damage reports, Morse Bridge, Illinois Central Railroad, North Sea Canal, moveable dams, iron works, site histories, Potomac Lock and Dock Company, Kanawha River canal (lock quantities, specifications, payroll information), Pennsylvania Canal, and bills for services.

Series 2, Professional Correspondence, 1861-1901, consists of correspondence that relates to Hutton's architectural and engineering projects. This series is further subdivided into two subseries: Project Correspondence and General Correspondence. Subseries 1, Project Correspondence, 1876-1899, correspondence is divided by project and arranged alphabetically. Subseries 2, General Correspondence, 1861-1901, is arranged chronologically. Both series contain handwritten and typed letters. Some letters are on letterpress copybook pages and are most likely copies. Some materials are in French and Spanish. Special note should be made that this series does not contain all of the professional correspondence in the collection. Some correspondence has been separated according to project and placed in Series 8, Professional Projects, 1830-1965, in order to make it easier for researchers to access materials related to those subjects.

Subseries 1, professional correspondence topics include comparisons between construction projects (specifically comparisons of the Kanawha River Canal to other canals), supply lists, location recommendations, sketches, construction plans and modifications, bills for supplies and works, leaks in the gates, cost estimates, Brooklyn Water Supply, use of lake storage (Ramapo Water Supply), water supply to states and counties, damages to water supply pipes, estimates of water quantities, responses to construction reports, legal issues related to projects, Baltimore and Ohio Railroad, and payment for services.

Subseries 2, general correspondence topics include employment opportunities, committee meetings and elections, land surveys, sketches, engineering plans and ideas, work on projects, dismissal from projects, notes on supplies, Washington Aqueduct, construction progress, land purchases, Civil War, Jones Falls, cost of water pumps, steam drills, lots divisions and prices, repairs, report of the engineering bureau, tidewater connection at Annapolis, bridge construction, construction costs, statement of vessels that entered and cleared Baltimore, technical questions from colleagues, Baltimore and Ohio Railroad, supply costs, letters of introduction, requests for reference, changes to plans and designs, survey reports, St. Andrew's lot, Canal Coal Company, publication process, American Society of Civil Engineers and its members, responses to project inquiries, Graving Dock gross revenue, job offers, specifications, trade figures, contracts, water levels, appointment dates and times, moveable dams, proposals for membership, salaries, Piedmont Coal Lands, maps, land profiles, Washington Bridge, board payments, Nicaragua Canal, Grant Coal Company, statistics, engineering notes, Hartford Bridge, water pressures, coal deposits, Colorado Coal, pipe lines, reservoirs, boat costs for canals, floods, bridges, letters of resignation, engines, Ruxton Viaduct, Colorado and Midland Railroad, Morse Bridge, share values, railroad locations, membership invitations, call for submissions, structural tests, record of accounts for room and board, appointments, water rights (Putnam County), publications, blueprints, visitation programs, cotton compresses, street trenches, pressures in dams, level tests, Portland Transportation bureau, trade information, concrete steel, Chicago drainage canal, ship canals, Augusta Cotton and Compress Company, Sooysmith case, Consolidated Gas Company, masonry, book binding, Columbia Railway Company, jetties, land grades, Chesapeake and Delaware canal, water wheels, pneumatic lock, tunnel arches, rifton power, Hutton's health, elevators, Brooklyn Bridge Terminals, girder weights, legal issues and their results, rating table for the Potomac, land profiles, transmission lines, transformers, water turbines, and water power on the Potomac River.

Correspondents for this series include the following: Captain Montgomery C. Meigs, Captain T.W. Symons, William Bryan, Ernest Flagg, John Hurd, Jake Wolfe, J.C. Saunders, J.H. Dolph, Charles J. Allen, G.H. Mendell, Virgil S. Bogue, B.A. Mounnerlyn, Edward Burr, H.G. Prout, R. William, H. Dodge, C.R. Suter, M. Mink, W.R. King, John Lyons, Alex Brown and Sons, John G. Butler, D. Condon, Bernard Carter, R.P. McCormick, D.R. Magruder, Andrew Banks, Isaac Solomon, C.J. Mayer, C.W. Kern, John Herring, James S. Mackie, D.R. Magunde, D. Rittaguide, R.S. Stevens, J.L. Raudolph (Baltimore and Ohio Railroad), J.M. Lane, W.D. Stuart, W.G.P. Palmer (Committee Church of the Ascension), C. Crozet, General W. Hughes, V.R. Maus, J.M. Hood (Western Maryland Railroad Company), Ernest Pontzen, M. Haus, William F. Craighill, Harry Hutton, John W. Pearce, Reverend James A. Harrald, William Watson, A.L. Rives, Thomas Monro, A.F. Croswan (Commander United States Navy), H.R. Garden, William McAlpine, James Forrest, Wm. Bloomsfield, Daniel Ammen, Linel Wells, A. and Otto Sibeth, Alfred Noble, Clemens Hershel, Sidney Warner, E.H. de Rheville, Theodore Cooper, William Findlay Shunk, Lewis S. Wolfe, Rufus Mead, Theodore F. Taylor, John Bogart, J. Whaler, B. Williamson, Colonel F.V. Greene, Robert H. Sayre (Lehigh Valley Railroad Company), Charles W. Pussey, Louis Q. Rissel, V.C. Bogue, H.C. Eckenberger, Melville E.G. Leston, Edwin Parson, Rudolph Hering, R.S. Hale, F.M. Turner, Thosl Martindale, Justus C. Strawbridge, William M. Ayresm, R.L. Austin, A.M. Miller, P. Livingston Dunn, T.J. Cleaver, C.S. Dutton, H.A. Carson, William Bainbridge Jaudon, H.A. Presset, Thomas H. McCann, Russel Sturgis, H.G. Prout, Alexis H. French, John K. Cowen, F.W. Williams, J. Waldorf, B.H. Byrant, B.H. Jones, M.H. Rogers, J.W. Ogden, General W. Cashing, William Longhudge, A.J. Cameron, T.L. Patterson, J.J. Hagerman, H. Wigglesworth, Charles B. Rowland, E. Bantz, W.G. Lathrop, Clarence King, George Rowland, George A. Tibbals (Continental Iron Works), George N. Vanderbilt, Eugene C. Lewis, F.P. Burt, Colonel John C. Clarke, Lieutenant Thomas Turtle, W.S.M. Scott, E. Bates Dorsey, Bernard Carter, George M. Shriver (Baltimore and Ohio Railroad), Russel Sturgis, Macmillan Publishing, James Abernethy, B. Baker, J.G.W. Fynje, A. Mallet, Jean Hersuy, L.F. Vernon Horcourt, Robert Lilley, A.J. Johnson, F.M. Colby, Henry D. Loney, A.S. Cameron, James A. Harrald, William Watson, John B. Lervis, A.L. Rives, Edwin F. Bidell, Frank H. Stockett, E. McMahon, C.F. Elgin, Enrique Budge, G. Clayton Gardiner, Dwight Porter, William A. Chapman, T.E. Sickels, Theodore Cooper, C.J. Warner, Institution of Civil Engineers, Robert Gordon, United States Coast of Geodetic Survey Office, C.P. Pattun, J.N. Putnam, Sidney B. Warner, H.D. Fisher, Union Pacific Railway Company, Lewis S. Wolle, George E. Waring Junior, The American Exhibition, G.F. Swain, American Society of Civil Engineers, N.H. Whitten, U.S. Engineer Office, Government Works Committee, J.J. Hagerman, D. Jackson, Sterling Iron and Railway Company, E.P. Alexander, E. Williamson, Central Railway Company of New Jersey, William A. Underwood, F. Collingwood, James Dun (Atchison, Topeka and Santa Fe Railroad Company), Henry F. Kilburn, Louis A. Bissell, Virgil G. Boque, H.C. Eckenberger, Melville Egleston, Charles Parson, George Swain, Continental Iron Works, Rudolph Hering, J.B. Gordon, Mayor's Office (Baltimore), Harry Robinson, Pennsylvania Railway Company, W.H. Gahagan, L. Luiggi, B.H. Bryant, T.J. Cleaver (Chesapeake and Delaware Canal Company), H.A. Carson, H.A. Presset (Department of the Interior, United States Geological Survey), John K. Cowen, Vernon H. Brown, J. Waldorf, B.H. Bryant, L.F. Root, P.W. White, Metropolitan Railroad Company, Charles F. Mayer (Consolidated Coal Company, Cumberland and Pennsylvania Railroad Company), J.M. Lane (Western Maryland Railroad), Dr. R.S. Stewart (Annapolis and Elk Ridge Railroad), Baltimore and Drum Point Railroad (John Lyons, John G. Butler, D. Candon, R.P. McCormick, Andrew Banks), Thomas F. Rowland, J.A. Bensel, Walton Aims, S.D. Coykendall, H.C. Rogers, John F. Ward, T.B. Jewell, H.A. Pressey, C.S. Armstrong, J. Nennett, V.G. Bague.

Series 3, Personal Correspondence, 1850-1942, contains correspondence with immediate and extended family, specifically the heirs to the Benjamin H. Hutton and Joseph Hutton estates and Adele Gorman. Correspondence is primarily arranged chronologically, but some files have been divided based on subject or author (the Deer Park and Adele Gorman files), or by form (the Telegrams, and Cablegrams file). Special note is made of the posthumous correspondence file, which includes correspondence both relating to Hutton's death and correspondence that was written by family members after the years of his death. The series contains both hand written and typed letters. Some correspondence is in French. The correspondence demonstrates his relationship with his children specifically Elizabeth (Bessie) Hutton, and illuminates his role in his family. This series also provides details about nineteenth century upper class society and activities. Special note should be made that this folder does not contain all of the personal correspondence contained in the collection. Some correspondence has been separated according to recipient, or subject in order to make researching these recipients or subjects easier.

Series 3 correspondence topics include: estate payments, distribution of assets, funds transfers, estate lines, conflicts with tenants, sketches, lot maintenance, real estate sales, deeds, real estate sales negotiations, congratulations wishes on new babies, family illnesses, family affairs and travels, traveling directions, personal investments, invitations for social occasions, family debts, professional interests, professional and personal appointments, family issues, requests for money, sketches, advice to children (specifically Frank Hutton), life insurance, books, letters of introduction, legal issues, funeral expenses, charity donations, advertisements, minutes from professional organizations, army enlistment, deaths of friends and family, recipes, estimates of personal expenses, renovations, stock certificates (Great Northern Railway Company, New York), food, social activities, the weather, marriages, real estate and construction plans, and loan agreements.

Correspondents include the following: Frank Hutton, Thomas B. Brookes, J.L. Marcauley, C.M. Matthews, Edward J. Hancy, John M. Wilson, H.A. Carson, William H. Wiley (of John Wiley and Sons Scientific Publishers, New York), Georgina Hutton, Pierre and Jane Casson, George McNaughlin, Henrietta Hutton, Aaron Pennington Whitehead, J.B. Wheeler, B. Williamson, Robert De Forest, Elizabeth (Bessie) Hutton, Grace Beukard, J.C. Saunders, Mary Hutton, William J. Pennington, C.S. Hurd, Henry C. Cooper, Henry J. Segers, S.F. Miller, Annie Theller, Alfred Noble, Maria Burton, Joseph Hobson, E. Lennon, F. Hulberg, Charles Gordon Hutton, Edward C. Ebert, A. William Lewin, E.R. Dunn, William P. Craighill, Theodore Cooper, P.I. Chapelle, Anita McAlpine, Clarence King, Victoria Raymond, and Adele Gorman.

Series 4, Personal Materials, 1835-1946, contains documentation about Hutton's personal finances, role as executor of the Benjamin H. Hutton, Joseph Hutton, Annie Theller, and Countess H. De Moltke-Hvitfeldt estates, Mary Augusta Hutton (wife), Mary Hutton (daughter), Frank Hutton, John Caulfield (son-in-law), and B.F. and C.H. Hutton. The series has been divided into four subseries: Financial Records, 1876-1901, Estate and Real Estate Records, 1835-1921, Other Huttons, 1876-1936, and Personal Material, 1878-1946. Subseries 2, Estate and Real Estate Records, 1835-1921, contains correspondence relating to specific family estates and family members. This correspondence was separated from Series 3, Personal Correspondence, 1850-1942, to make it easier for researchers to access all records relating to the family estates. This series includes hand written, typed, and printed materials. Some materials are in French. All material dated after 1901 has been added to the collection by other creators such as Hutton's wife and children.

Subseries 1, Financial Records, 1876-1901, includes account books, account records, correspondence related to bank accounts, bank statements, financial notes, bills and proofs of payment, rent receipts, tax bills (New York, Flatbush, Montgomery County), checks, money exchanges, receipts for tax payments, real estate receipts, stock and bond certificates, loan agreements, executor accounts, rebate calculation sheet, and tax and insurance payments.

Subseries 2, Estate and Real Estate Records, 1835-1921, includes property maps and information (rent, mortgage costs, deeds), correspondence, notes on estate distribution, estate assets, value of estate and estate payments, account records, loan agreements, receipts, proof of payments, checks, financial records, legal documents, insurance documents, tax bills, auction receipts, and wills relating to the estates of Benjamin H. Hutton, Joseph Hutton, Countess H. de Moltke-Hivtfeldt, Annie Theller, and William R. Hutton. Also included are correspondence, property maps and information, and deeds and mortgages on Hutton properties.

Subseries 2, the estate and real estate records correspondence topics include: Virginia state building codes, construction costs, construction notices, purchasing offers for property, real estate prices, receipts of payments, property lines, real estate purchases and sales, real estate sales negotiations, deeds insurance estimates and costs, loan costs, property estimates, renovation costs, mortgages, property damages and repairs, property tax payments, insurance rates and payments, rent payments, telephone installation, building permits, rental agreements, reports on property condition, contracts of sale, conflicts with tenants, changes of address, deeds, distribution of estate monies, details about the Countess' illness, estate arrangements, changes of address, problems arising out of estate distribution, payment of debts, will details, selling of mortgage shares, accounts, estate settlement, money cables and transfers, dealings with lawyers, rent on Hutton Park property, legal and accounting fees, power of attorney transfer, investments, property security, land appraisals, lists of assets, legacy taxes, mortgages transfers, property management, Flatbush property, property rent and values, and physicians bills.

Correspondents include the following: A.C. Weeks, Walter I. Green, John D. Probsh, A.G. Darwin, Thomas H. McCann, Allan Farguhar, Thomas Dawson, Potter and Crandall Real Estate and Insurance Brokers, George C. Tilyou, H.D. Olephant, F. Winston, Richard E. Calbraith, Frank P. Martin, Henry DeForest, Henry C. Cooper, Metropolitan Telephone and Telegraph Company, John Ecker, C.K. Avevill, Georgina Hutton, Edward J. Hancy, Robert Graham, W.M. Bennett, Willis E. Merriman, Nathan L. Miller, Harry Hutton, Marquise de Portes (Adele Gorman), Annie Theller, Samuel L. Theller, Mrs. R. Locke, Frank Z. Adams, John Palmer (Secretary of State, New York), J.T. Cammeyer, Frank P. Martin, Florence Theller, Francis H. Seger, Henry C. Cooper, D.W.G. Cammeyer, Campbell W. Adams, Jane Casson, Elizabeth Hutton, Rene de Portes, H.G. Atkins, Grace Beukard, Aaron Pennington Muikhead, J.E. Delapalme, T.H. Powers, Egerton L. Winthrop Junior, George B. Glover, William Jay and Robert W. Candler, B. Williamson, J.E. Knaff, Cornelius C. Vermeule, S.V. Hayden, Charles G. Landon[?], H.A. Hurlbert, F.A. Black, John L. Calwalder, the Health Department of New York, A.G. Darwin, William Laue, Frederick Frelinghuysen, Charles S. Brown, Henrietta Hutton, Edward Gelon.

Subseries 3, Other Huttons, 1874-1936, includes professional drawings and proposals, checks, insurance information, correspondence, tax information, medical information, tax bills, relating to Mary Augusta Hutton (wife), Mary Hutton (daughter), Henry and Harry Hutton, Frank Hutton (son), John Caulfield (son-in-law), B.F. Hutton, and C.H. Hutton.

Subseries 4, Personal Materials, 1878-1946, contains handwritten property notes, school notes, sermons, travel documents, menus, Christmas cards, jewelry box, postal guide, typed religious materials and flyers.

Series 5, Diaries, 1866-1901, contains twenty nine diary books that document both Hutton's personal and professional life. These diaries provide not only a record of Hutton's life, but were also used by Hutton himself as a reference tool. When working on projects he would refer to notes and observations he made in his diary (as evidenced by notes made in his diaries). The first pages of the diaries often list his height, weight and clothing sizes as they varied from year to year. A researcher could probably use the cashbooks (see Series 7) and the diaries in conjunction as both detail the purchases made by Hutton. Many of the diaries also include a short record of accounts in the back. The diaries are arranged chronologically.

Topics found in the diaries include short form accounts of daily activities and appointments, records of the weather, Chesapeake and Ohio Canal project, construction progress on projects, steam pumps, sketches and calculations, extension of Washington railroads, cost of food, work supplies, travel costs, costs of goods and food, work deadlines, home renovations, visits to family, cash accounts, accounts of household duties, produce on Woodlands property, records of deaths, debts owed, account of clearing Woodlands property, church visits, Hancock and Tonoloway Aqueduct, canals, Drum Point Railroad, Montgomery C. Meigs, Washington Aqueduct, Annapolis Water Works, telegram costs, wages for Chesapeake and Ohio Canal project, William Craighill, Morris Canal, Annapolis Railroad and Canal, professional duties (inspections), Kanawha River Canal, travel schedules, professional expenses, cash received from Chesapeake and Ohio Canal project, Baltimore and Ohio Railroad, John's Dam, cathedral construction (St. Patricks?), Piedmont Bridge, Cumberland, account of farm property belonging to Major Campbell Bruns, Cunard Pier, Marquise de Portes, rent costs, Baltimore Canal, Kingston Water Supply, Croton Orange Estate, Pierre Casson, Hudson River Tunnel, Washington/Harlem River Bridge, entertainment costs, Greenwood cemetery, train schedule, notes on illness, real estate sales, Hutton Park, Benjamin H. Hutton estate and heirs, estimates, accounts of correspondence received and sent, Central Railroad, rent on Orange properties, addresses, contracts and building supplies for projects, personal finances, Joseph Hutton property on Vanderbilt Avenue, New York, amounts paid and received, medical appointments, Ramapo Water Company, drawing progress of maps and diagrams, Harbor Board (New York), property repairs, inspection and test reports, reservoirs, lists of birthdays, Boston Tunnel, family financial issues, tax payments, and prayers.

Series 6, Notebooks, 1860-1900, document the engineering and architectural projects worked on by Hutton. The series has been divided into three subseries: Subseries 1, Engineering and Survey Field Notes, 1860-1899; Subseries 2, Notebooks, 1871-1886; and Subseries 3, Notes, 1863-1900. Subseries 1, Engineering and Survey Field Notes, 1860-1899, contains sixteen field notebooks used by Hutton. Subseries 2, Notebooks, 1871-1886, contains seven notebooks. Subseries three, Notes, 1863-1900, contains four documents.

Some notebooks correspond to specific projects such as the Kanawha River Canal (lockgate and Phoenix Waterline), Chesapeake and Ohio Canal, Buffalo Reservoir, Potomac Lock and Dock Company, Northern Adirondack Railroad account, Washington Aqueduct, Little Rock Bridge, Wilson-Adam Dock, Croten Brick Works, Hutton Park, Centennial Iron Works, Cumberland Canal, Williamsport Aqueduct, Catoctin Aqueduct, Alexandria Canal, Miller's Saw Mill, Seneca Dam, Union Tunnel, Cumberland Waterworks, Victoria Bridge, Welland Canal, North Sea Canal, Ramapo Water Company, Annapolis Water Company, Antietam Aqueduct, Interoceanic Canal, San Quentin Canal, Suez Canal, Amsterdam Canal, Harlem Bulkhead, Morris Canal, Blue Lake Canal, and Nicaragua Canal.

These notebooks should be used in conjunction with the other materials in the collection related to professional projects, as they often provide more detailed accounts of the construction and land surveys. Some of the notebooks contain entries from several different sources. The notebooks were probably shared among the engineers working on these projects. The notebooks also contain looseleaf ephemera such as hand written calculations, newspaper clippings, and blueprints. Languages found in this series are English and French.

Notebook topics include construction projects, supply needs, costs for labor, sketches (Woodland Mills, landscapes, dams, railway cars, Noland Tunnel), costs of crops, survey measurements, cost of livestock, aqueducts, inspections, canal bridges, seed prices, dams, measurements, coffer dam, canal maintenance, worker salaries, calculations, towpath sketches and measurements, shipping rates, worker accidents, water and coal used, geometrical sketches (Washington Aqueduct), locks, damage reports, interactions with other engineers (William Reading), coal shipments on the canal, travel expenses, land survey notes, drafts for correspondence, William Craighill, Victoria docks, lists of personal supplies used, construction time estimates, surveying expenses, telegram costs, sand pump, canal from Sherling to Tuxedo Bay, analysis of several artificial lakes and reservoirs, distances of reservoirs to main pipes, calculations for the Austin Wheel, engine construction, bridges, gauging water depth, results and observations of tests and performance, problems with construction, to-do lists, cost of land surrounding towpaths, Fawcett's Lock, Tarman's Lock, comparison of costs in transporting coal by water and by rail, inspection notes, iron work, drainages, leaks, cost of supplies, watergates, harbor ferries, railroad station distances, flood protection, Panama Canal via the Nicaraguan route, cost of jetties, water levels, pressure of steam, boilers, steam and water cycle, water depth, cement, Great Falls, Virginia, waterflow, soundings, time of floats, flow of currents, rain fall measurements, tunnel measurements, cost of trenching San Francisco water supply, record of livestock, cost of food, rates of sawing woods and mills, preliminary railroad line measurements, profile of final line, and railroad line profiles.

Series 7, Cash Books, 1856-1899, contains seven cashbooks which list prices for personal items purchased by Hutton. Topics include groceries, church dues, clothes, hygiene products, cigars, some short journal entries about his work (Williamstown), concerts, dinners, family addresses, cakes, meals, cars, stamps, office supplies (pencils and papers), valentines, glasses, gloves, fabric, medicine, needles, diapers, tobacco, shoes (adult and childrens), travel expenses, telegrams, candles, newspapers, liquor, coal oil, jewelry, allowances given to family members, bank deposits, monies paid and received, taxes, subscriptions, tailoring costs, deposits and payments into estate trusts, and notes about payments to Benjamin H. Hutton heirs. The cashbooks also contain some personal loose leaf ephemera such as prayers, sketches, and engineering notes collected by Hutton.

Series 8, Professional Projects, 1830-1965, contains documents about engineering and architectural projects throughout Hutton's career, including information about the professional organizations and the legal issues in which he was involved. This series has been divided into eight subseries based on project, document form, and document subject. Some materials are in French and Italian.

Series 8, Professional Projects, also includes correspondence related to specific projects, primarily the Chesapeake and Ohio Canal, the Hudson River Tunnel, the Washington/Harlem River Bridge, and the Georgetown Incline.

Topics include construction and repair to the Chesapeake and Ohio Canal, engineering and use of Chesapeake and Ohio Canal, worker contracts, supply and labor purchases, design plans and proposals, construction and repair costs, supply notes and costs of supplies, water pressure and power, shipping materials and routes (specifically the shipping of coal), inspections and their findings, condition of canal dam and locks, water supply, drainage, sketches, board proceedings, business meetings, deeds, cost comparisons to other shipping methods, hiring processes, wages, cost estimates, Hutton's consulting fees, measurements and calculations, funding issues, worker conflicts, negotiations with municipal governments, payment schedules, bills for services, air pressure in Hudson River Tunnel, permission for construction, specifications, mortality rate among workers on the Hudson River Tunnel, construction reports, outlet incline, proposals for construction, letters of introduction, railroad versus water for trade, controversy with Tiersey, construction contracts, construction schedules, construction issues, construction progress, construction damage, basis for estimates, supply requests, internal politics, changes to construction plans, contract and price adjustments, issues with suppliers, construction delays, work permits, bills, worker issues, engineering notes, construction excavations, expenses, construction instructions, Union Bridge Company, lighting installations, construction processes, hiring practices, electrical conductors, water proofing, hydraulics, cement, concrete, payment of contributors, processes of approval for construction, meeting dates of the Harlem River Bridge Commission, and contract restrictions.

Correspondents include the following: W.W.M. Kaig, Henry Dodge, E. Mulvany, John Shay, James Clarke, H.D. Whitcomb, Horace Benton, J. Rellan, J.R. Maus, W.E. Merrill, A.P. Gorman, J.H. Staats, Vernon H. Brown, Charles H. Fisher (New York Central and Hudson River Railway Company), B. Baker, John Fowler, Benjamin and John Dos Passos, Charles B. Colby, Charles B. Brush, S. Pearson, Stanford White, Horace E. Golding, R.H. Smith, Daniel Lord, A. Fteley, Herbert Hinds, J.R. Bartlett, D.M. Hirsch, M.H. Bartholomew, Thomas O. Driscoll, W.E. Porter, Thomas F. Rowland, George Edward Harding, R.H. Dames, William Watson, James B. Eads, J.D. Bright, H. Aston, Charles Suley, A.M. Maynard, W.R. Henton, G. Geddes, H.P. Gilbut, Malcolm W. Niver (Secretary of the Harlem River Bridge Commission), J.D. Patterson, George Devin (Assistant Engineer Washington/ Harlem River Bridge), J.B. Wheeler, John Bogart, Charles Burns, J. McClellon, Rob Bassee, B. Williamson, Theodore Cooper, Lewis Cass Ledyard, R.M. Hunt, John Cooper, Henry Wilson, A.A. Caille, Myles Tierney, W. Pentzen, L.B. Cantfield, George Q. Grumstaid Junior, M.J. Funton, George Pierce, W.O. Fayerweather, Noah S. Belthen, Herbert Steward, W.M. Habirsham. Subseries 1, Chesapeake and Ohio Canal, 1828-1965, consists of plans, blueprints, land profiles, drawings, boat rates, contract forms, order forms, descriptions of the canal, design information, engineering data, sketches, cost estimates, land titles, microfilm, business papers, supply bills, patent bills, news clippings, reports, specifications, stockholder's reports, receipts, water leases, printed materials, and correspondence.

The Chesapeake and Ohio Canal project was started in 1828 and completed twenty two years later in 1850. The canal's main objective was to connect Georgetown to the coal banks above Cumberland, Maryland, providing a short and cheap trade route between the eastern and western United States. It was also hoped that the canal would provide greater communication and travel between these two regions. Plagued by natural disasters, and construction setbacks, the canal was never completed in time to be useful and became obsolete shortly after its completion. Canal trade was eventually put out of business by the increase of railroads. Although it was an important development in engineering at its inception, the Chesapeake and Ohio Canal is no longer in use and has become what locals affectionately refer to as "the old ditch." The canal was designated a National Historical Park in 1971 and consists of 184.5 miles of hiking and biking trails.

Subseries 2, Hudson River Tunnel, 1887-1901, consists of agreements for construction, certificates, contracts, and cost estimates, construction reports, engineering notebooks, engineering notes, sketches, land profiles, maps, progress profiles, plans, proposals, printed material, statements of expenses, and correspondence.

The Hudson River Tunnel project was started in 1874, and the final tubes were opened in 1910 after several construction setbacks. The tunnel connects Weehawken, New Jersey and Pennsylvania Station in Manhattan, New York City. Today the Hudson River Tunnel, known as the North River Tunnels is used by Amtrak's Northeast Corridor and New Jersey Transit rail lines.

Subseries 3, Harlem River Bridge, 1878-1982, consists of blueprints, printed materials, photographs, engineer's estimates, schedules, costs, reports, proposals, contracts, specifications, and correspondence.

The Harlem River Bridge project was started in 1885 and was completed in 1889. It spans the Harlem River in New York City, New York and connects the Washington Heights section of Manhattan with the Bronx. It was later named and is still known as the Washington Bridge and has been adapted over time to carry highway traffic. These adaptations have allowed the bridge to remain in use today.

Subseries 4, Other Projects, 1858-1832, consists of drawings, maps, blueprints, plans, proposals, cost estimates, bills, correspondence, sketches, land profiles, dimensions, engineering notes, account records, photostats, supply lists, calculations, legal documents, surveys, inspection reports, financial data, and measurements on architectural and engineering projects. Highlights of this subseries include: Western Maryland Railroad, Washington Aqueduct, Panama Canal, Ramapo Water Company, Piedmont Bridge, Northern Adirondack Railroad, Columbia Railroad, Morris Canal, Pittsfield and Williamstown Railroad, Suez Canal, St. Gothard Canal, Tansa Dam, Colorado Midland Railroad Company, Memorial Bridge, Mersey Tunnel, Little Rock Bridge, Kingston Water Supply, Kanawha River Canal, Florida Ship Canal, East Jersey Water Company, Consolidated Coal Company, Dismal Swamp Canal, Boston and Baltimore Tunnels, St. Patrick's Cathedral, Baltimore and Ohio Railroad, Annapolis Water Company, Baltimore and Drum Point Railroad Company, and the Baltimore Beltline.

Subseries 5, Unidentified Project Files, 1872-1900, consists of bills of sale, engineering forms and regulations, cement test results and methods, census bulletin, contracts, cost estimates, correspondence, notes on publications, engineering data and notes, drawings, surveys, sketches, payrolls, photographs, and reports.

Subseries 6, Specifications, 1870-1900, consists of documents related to some of Hutton's projects, including specifications for bridges, reservoirs, canals, viaducts, docks, buildings, water works, and tunnels. Some specifications are more general, and some are blank proposal/specification forms. There are also proposals for estimates and a "call" or advertisement to contractors to bid on certain projects. Many of the specifications deal with projects in New York State, but projects in Pennsylvania, the City of Baltimore, and Europe are represented. The materials are arranged alphabetically by project name. There is one folder of documentation for the Potomac River Bridge (Arlington Memorial Bridge) in Washington, D.C. The Arlington Memorial Bridge was part of the 1901 McMillan Commission's plan for restoring Pierre (Peter) Charles L'Enfant's original plan for the capital. Two decades passed before construction was initiated by the architectural firm McKim, Mead, and White. The documentation for the Memorial Bridge consists of calculations and monetary figures for materials such as granite.

Subseries 7, Legal Documents, 1886, contains documents related to a patent infringement suit for moveable dams involving Alfred Pasqueau vs. the United States. This file contains both a printed version of the case and a handwritten statement from Hutton.

Subseries 8, Professional Organizations, 1870-1902, contains documents related to professional organizations where Hutton held membership. Specific organizations represented are American Institute of Architects, American Society of Civil Engineers, Institution of Civil Engineers, Boston Society of Civil Engineers, Societe des Ingenieurs Civils de France, Librarie Polytechnique, American Agency of "Engineering" in London, Imperial Institute, League of Associated Engineers, Railroad Corporation, American Institute of Mining Engineers, and the Century Association. Material in the subseries includes correspondence, candidates for membership, membership payments, membership lists, meeting minutes, schedule of terms, professional practices, charges, articles of association, invitations for membership, and election notes. Some materials are in French.

Series 9, Printed Materials, 1850-1913, contains a variety of printed materials relating to engineering and architectural projects written by Hutton and fellow engineers. This series can be used to examine not only professional developments of the period and responses to those developments, but also to track how ideas were transferred between engineers across countries and continents. This series should be used in conjunction with the professional correspondence found in this collection, as many of the authors also appear there. Some materials are in French, German, Spanish, and Italian.

Subseries 1, Printed Materials by Hutton, 1852-1900, includes printed papers on the Missouri flood wave, the Ravine du Sud, the Potomac waterfront, the Colorado midlands, and the application of water supply machinery.

Subseries 2, Printed Materials by Others, 1826-1913, includes printed materials on the Chesapeake and Ohio Canals, Tehuantec Ship Railway, Interoceanic canals and railways, jetties, Nicaragua Canal, uses of cements, mortars, concretes, steam power, harbors, Niagara Falls, Kanawha River canal, Mississippi River, Hudson River Bridge, sewage disposal, Washington Aqueduct, specifications, construction progress reports, hydraulic experiments, water supply, drainage, road surfacing, sea walls, water-cooling apparatus, pollution reports, bridges, pipes, channels, reservoirs, irrigation, water power, and sewers.

Subseries 2 contains an issue of The North American Review in which Hutton has specifically highlighted an article entitled, "The Inter-Oceanic Canal." Please see the container list for names of authors.

Subseries 3, Printed Materials with No Author, 1852-1903, includes printed materials on harbor reports, Annapolis Water Company, Ramapo Water Company, water departments and boards, maps, engineer's reports, sea walls, preservation of structures, annual reports, Coal and Iron Railway Company, sewers, Baltimore and Drum Point Railroad, contract specifications, proposals, social club life, Croton Water Supply, law suits, water supplies, moveable dams, reservoirs, East River Bridge, Eastern Canal, water filtration, Kingston New Water Supply, water pipes, locks, docks, contracts, construction reports, Croton Water Supply, and surveys. Also included are issues of journals such as Le Correspondant, Circular of the Office of Chief Engineers, The Club, VIII Congres International de Navigation, Journal of the Association of Engineering Studies, and Journal of the Franklin Institute.

Subseries 4, Newspaper, Journals and Magazine Clippings, 1873-1900, contains clippings from a variety of newspapers such as Scientific American, andRailroad Gazette. Subjects included are the Union Tunnel opening in Baltimore, Drum Point Railroad, railroad company conflicts, Washington/Harlem River Bridge, Metropolitan Railroad, Western Maryland Railroad, crop prospects, lumber trade, North Avenue Bridge, Nicaraguan Canal, harbors, river improvements, reactions to engineering projects, Belt tunnel, city transit, Washington, D.C. flood in 1880, tunnel shields, Springfield Bridge, railroad patents, Panama Canal, jetties, Hudson Tunnel, steel boilers, composition and use of cement, and the Brooklyn Bridge.

Subseries 5, Oversized Printed Materials, 1889-1892, contains large printed materials related to the Washington Aqueduct, General Post Office Building, subway arches, cornices, Warwick's Castle, Neuschwanstein Castle, Renaissance paintings, botanical drawings, school buildings, church architecture, the Hospital for the Insane of the Army and Navy and the District of Columbia, the Panama Canal, Morningside Park, and the Mississippi Jetties. Also includes engravings of Hutton, T.N. Talfound, and F. Jeffrey and photographs of Montgomery C. Meigs, and Hutton. Some materials are in German and French.

References:

1. Ward, George Washington, "The Early Development of the Chesapeake and Ohio Canal Project," Johns Hopkins University Studies in Historical and Political Science Series XVII, no. 9-11 (1899): 8.

2. Ibid., 88.

3. Ibid., 55.

4. Ibid., 90.

5. Sanderlin, Walter S., "The Great National Project: A History of the Chesapeake and Ohio Canal," Johns Hopkins University Studies in Historical and Political Science Series LXIV, no. 1 (1946): 21.

6. Ibid., 282.

7. Gies, Joseph, Adventure Underground (Garden City, N.Y.: Doubleday and Company Inc., 1962): 134.

8. Ibid., 131-132.

9. Ibid., 135-136.

10. Ibid., 145.

Arrangement:

The collection is arranged into ten series.

Series 1, Letterpress Copybooks, 1858-1901

Series 2, Professional Correspondence, 1861-1901

Subseries 1, Project Correspondence, 1876-1899

Subseries 2, General Correspondence, 1861-1901

Series 3, Personal Correspondence, 1850-1942

Series 4, Personal Materials, 1835-1946

Subseries 1, Financial Records, 1876-1901

Subseries 2, Estate and Real Estate Records, 1835-1921

Subseries 3, Other Huttons, 1874-1936

Subseries 4, Personal Materials, 1878-1946

Series 5, Diaries, 1866-1901

Series 6, Notebooks, 1860-1900

Subseries 1, Engineering and Survey Field Notes, 1860-1899

Subseries 2, Notebooks, 1871-1886

Subseries 3, Notes, 1863-1900

Series 7, Cashbooks, 1856-1899

Series 8, Professional Projects, 1830-1965

Subseries 1, Chesapeake and Ohio Canal, 1828-1965

Subseries 2, Hudson River Tunnel, 1887-1901

Subseries 3, Harlem River Bridge, 1878-1892

Subseries 4, Other Projects, 1858-1932

Subseries 5, Identified Project Files, 1872-1900

Subseries 6, Specifications, 1870-1900

Subseries 7, Legal Documents, 1886

Subseries 8, Professional Organizations, 1870-1902

Series 9, Printed Materials, 1826-1913

Subseries 1, Printed Materials by Hutton, 1852-1900

Subseries 2, Printed Materials by Others, 1826-1913

Subseries 3, Newspaper, Journals, and Magazine Clippings, 1855-1901

Subseries 4, Oversized Printed Material, 1889-1892

Series 10: Drawings, 1875, 1883

Biographical / Historical:

Not much is known about the history of William Rich Hutton outside of his role in architectural and engineering projects of the late 1800s and early 1900s. In many cases, he is spoken of only in reference to his projects, and the short biographies that have been written read more like a resume than a life story. Because of this lack of information, this note will focus on Hutton's professional accomplishments, but will attempt to make some comments on his personal life.

William Rich Hutton was born on March 21, 1826 in Washington, D.C., the eldest son of James Hutton (died 1843) and his wife, the former Salome Rich (1). He was educated at the Western Academy (Washington, D.C.) from 1837-1840 under George J. Abbot and then at Benjamin Hallowell's School in Alexandria, Virginia, where he received special training in mathematics, drawing, and surveying (2). Hutton began his professional career in California when he, along with his younger brother James, accompanied their uncle William Rich to work for the United States Army. His uncle was a paymaster for the army and Hutton became his clerk. They traveled around the new state paying the various platoons stationed there, but Hutton also occupied his time by drawing the landscapes and structures he saw in the settlements of Los Angeles, San Francisco, La Paz, Mazatlan, Santa Barbara, Monterey, San Pedro, San Diego, and Cape San Lucas (3). These drawings are now held by the Huntington Library in San Marino, California. Hutton held the position of clerk until the spring of 1849, and in July of that year he began working with Lieutenant Edward O.C. Ord and completed the first survey of Los Angeles and its surrounding pueblo lands and islands. Hutton continued surveying in California from 1850-1851. He was hired by William G. Dana to survey the Nipomo Ranch in San Luis Obispo County and also surveyed the ranches Santa Manuela and Huer-Huero, both owned by Francis Z. Branch. After his employment with Dana, he became the county surveyor for San Luis Obispo County, where he prepared the first survey and map of the region. He also continued to survey ranches for Captain John Wilson during this time. In August 1851, he resigned from his position as county surveyor and moved to Monterey where he worked as an assistant to Captain (later General) Henry W. Hallack, superintendent of the New Almaden Quicksilver Mine in Santa Clara County (4). He remained in this position until March, 1853 when he returned to Washington, D.C. by way of Mexico (5).

Hutton began his career as a civil engineer in Washington, D.C. He was first assigned to the position of assistant engineer on a survey of the projected Metropolitan Railroad in 1853, which was chartered to connect Washington, D.C. with the mainline of the Baltimore and Ohio Railroad. In 1855 he began his professional relationship with Montgomery C. Meigs when he was appointed to the position of assistant engineer on the Washington Aqueduct. He also served as division engineer on this project until construction was shut down in 1861 because of the outbreak of the Civil War. Fortunately for Hutton, the construction on the Aqueduct was resumed in 1862, and when Congress transferred the supervision of the aqueduct project from the War Department to the Department of the Interior, Hutton was made chief engineer. By the end of the Civil War, Hutton's reputation as a civil engineer was established (6).

During this decade Hutton also served as the chief engineer for the Annapolis Water Works (1866) and as chief engineer for one of his most famous projects, the Chesapeake and Ohio Canal (1869-1871). Although some historians minimize Hutton as just one of many engineers to work on the Chesapeake and Ohio Canal, he did make one major contribution to its construction: the Georgetown Canal Incline. Perhaps the final effort of the Chesapeake and Ohio Canal company to compete with the emerging and fast expanding railroad, the Georgetown Incline was designed to allow canal boats to travel through the canal with low water levels and to alleviate canal congestion. Unfortunately, by the time the incline was completed use of the canal had decreased so significantly that it was no longer needed to help control traffic (7). Despite this, Hutton continued to work as a consulting engineer for the Chesapeake and Ohio Canal Company until 1881, when he was let go because of the dwindling fortunes of the company (7).

In the 1870s and 1880s Hutton was busy with several engineering projects. During 1871-1873, he was the chief engineer in the completion of the Western Maryland Railroad to Hagerstown and Williamsport (9). He also practiced as an architect with his brother, the prominent Baltimore architect Nathanial Henry Hutton, during the years 1873-1880. He relocated to New York in 1880, serving as chief engineer for the Washington Bridge in 1888 and 1889 and the Hudson River Tunnel from 1889 to 1891. In 1886, he became the consulting engineer for the New Croton Aqueduct and served in the same position for the Colorado Midland Railway between the years of 1886-1889 (10).

As his personal and professional correspondence shows, Hutton continued to work on various engineering and architectural projects until his death on December 11, 1901. In addition to these projects, he also invented the innovative system of locks and moveable dams used in the Kanawha River Canal. He was awarded the Diplome d'Honneur for this featat the Paris Exposition in 1878 (11). His correspondence also demonstrates how Hutton was respected within his professional community. These letters refer to the accuracy of his work, his willingness to help other colleagues and supply them with reference materials and information, and, in addition to all this, his politeness. It seems that these qualities defined not only his personality but also his ideology. In one of the cashbooks in the collection, dated 1899, a hand written note contains a religious parable of "The Straw." The phrase in this parable that speaks most to Hutton's work ethic, and to the spirit of inventors everywhere, is this: "Even so however lowly may be the act, however little opportunities we may have of assisting others, we may still do something. Let us beg to fulfil our duty in this regards by making ourselves useful to others by some little act of thoughtful charity..." (12). Hutton, in his dedication to civil engineering, seems to have lived up to this virtue, and in his work he changed the landscape of Washington, D.C. and New York.

The Fairy Godfather: Hutton's Personal History

His professional records reveal a man who was fiercely dedicated to his work. His obituary references his professional life more than his personal life (13). Despite his reputation in the professional engineering community, his personal records demonstrate that Hutton was also dedicated to his family and children. In 1855, he married Montgomery County native Mary Augusta Clopper (died 1915). Together they lived on her family's estate known as the Woodlands, and had five children: Frank C. Hutton, Mary Hutton, Elizabeth Hutton (later Caulfield), Rosa Hutton, and Annie Salome Hutton (14). It is at this estate that Hutton died and was buried. The personal letters to his wife found in the Woodlands Collection held at the Montgomery County Historical Society show a man in love and willing to take time from his work to write to his wife. His letters to his children show a similar interest and compassion. In the many letters found in this collection from his daughter Elizabeth (Bessie) one can see a father who is interested in not only his daughter's activities abroad, but also in her opinion. This interest also extends to his son Frank Hutton, as their correspondence shows Hutton offering his son advice on his own engineering projects.

Hutton also served as executor to many of his extended family's estates. Many letters show the conflicts that Hutton had to mediate and the dependence of his cousins on him for advice and money. Although his family was wealthy (his cousin was Benjamin H. Hutton whose daughters married into the court of Napoleon III), they were volatile, and his records seem to indicate that he served as a mediator for many of their disputes. In addition to this, as his nickname of Fairy Godfather suggests, Hutton was always willing to lend his family either financial or moral support when needed. Unfortunately, little other documentation concerning Hutton's personal life exists outside of this collection and the one held at the Montgomery County Historical Society.

References:

1. Waters, Willard O., "Introduction," California 1847-1852 (San Marino: The Huntington Library, 1942).

2. Waters, Willard O., "Memoir," Glances at California 1847-1853 (San Marino: The Huntington Library, 1942): ix.

3. Waters, Willard O., "Introduction," California 1847-1852 (San Marino: The Huntington Library, 1942). and Waters, Willard O., "Memoir," Glances at California 1847-1853 (San Marino: The Huntington Library, 1942): x-xi.

4. Waters, Willard O., "Introduction," California 1847-1852 (San Marino: The Huntington Library, 1942).

5. Waters, Willard O., "Memoir," Glances at California 1847-1853 (San Marino: The Huntington Library, 1942): xvii.

6. Waters, Willard O., "Memoir," Glances at California 1847-1853 (San Marino: The Huntington Library, 1942): xvii-xviii.

7. Skramstad, Harold, "The Georgetown Canal Incline," Technology and Culture, Vol. 10, no. 4 (Oct. 1969): 555.

8. Business Correspondence, Chesapeake and Ohio Canal, 22 February 1881, William R. Hutton Papers, 1830-1965, Archives Center, National Museum of American History, Smithsonian Institution, box number 27, folder number 29.

9. "William Rich Hutton," The Club: A Journal of Club Life for Men and Women,(July 1894):37

10. Ibid.

11. Monzione, Joseph, "William R. Hutton," A.P.W.A. Reporter (Sept. 1977): 7.

12. Cashbook, 1899, William R. Hutton Papers, 1830-1965, Archives Center, National Museum of American History, Smithsonian Institution, box number 23, folder number 5.

13. The Woodlands Collection, Montgomery County Historical Society.

Related Materials:

Materials in the Archives Center

The Montgomery C. Meigs Papers, 1870-1890, (AC0987). Contains materials relating to the construction of the Washington Aqueduct including a book of drawings illustrating reservoirs, tunnels, culverts, and other structural elements, a Government Senate Document relating to construction progress, scrapbooks created by Meigs that include newspaper clippings about the Washington Aqueduct project, water supply, engineering projects, building construction, architecture and other subjects. Collection is currently unprocessed, but is available for research.

Materials in Other Organizations:

The William Rich Hutton Papers, 1840-1961, are located at the Huntington Library in California (see http://catalog.huntington.org).

The collection contains 95 drawings, 13 letters, and 39 facsimile copies of letters and manuscripts. The illustrative material includes both watercolor and pencil drawings of California (including Los Angeles, Monterey, San Francisco, the New Almaden Quicksilver Mine, and the California missions), Baja California, Mexico, and Peru. There are also five pieces in the collection related to the author María Amparo Ruiz de Burton. In 1942, the Huntington Library published Glances at California 1847--853: Diaries and Letters of William Rich Hutton, Surveyor and California 1847--852: Drawings by William Rich Hutton.

The Hutton family papers are located at the Montgomery County Historical Society, Sween Library (see http://www.montgomeryhistory.org/sites/default/files/Family_Files.pdf).

The collection contains account books from the Woodlands estate, recipe books, livestock records, records of Mary Augusta Hutton (wife), Mary and Rose Hutton (daughters), newspaper clippings (including his obituary), correspondence, record books, deeds, bills and receipts, engineering papers, religious momentos (funeral service cards), and insurance papers.

Provenance:

The collection was donated by Mr. and Mrs. James J. Madine, a relative of Hutton's and last owners of the Woodlands estate; the Department of Forests and Parks, Maryland; Louis Fischer; and Mr. and Mrs. Mayo S. Stuntz, 1965-1966, 1974.

Restrictions:

The collection is open for research. Gloves must be worn when handling unprotected photographs and negatives.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Dams  Search this

Hydraulic engineering  Search this

Canals  Search this

Underwater tunnels  Search this

Railroad bridges  Search this

Railroad construction  Search this

Water-supply  Search this

Construction workers  Search this

Construction equipment  Search this

Concrete construction  Search this

Concrete  Search this

Coal -- Transportation  Search this

Civil engineers  Search this

Civil engineering  Search this

Canals -- Panama  Search this

Canals -- Washington (D.C.)  Search this

Canals -- Maryland  Search this

Canals -- Design and construction  Search this

Bridges -- United States  Search this

Waterworks  Search this

Tunnels  Search this

Tunnels -- New York (N.Y.)  Search this

Construction -- Washington (D.C.)  Search this

Underground construction  Search this

Locks and dams  Search this

Shipping  Search this

Iron and steel bridges  Search this

Sewage disposal  Search this

Railroads -- Maryland  Search this

Railroads -- 19th century  Search this

Railroad engineering  Search this

Railroad companies  Search this

Aqueducts  Search this

Arch bridges  Search this

Architects -- 19th century  Search this

Books  Search this

Bridges -- New York (N.Y.)  Search this

Bridges -- Design and construction  Search this

Bridge construction industry -- United States  Search this

Engineering notebooks  Search this

Docks  Search this

Domestic and family life  Search this

Architecture -- United States  Search this

Architecture -- Washington (D.C.)  Search this

Harlem River Bridge  Search this

Western Maryland Railroad  Search this

Annapolis Waterworks  Search this

Steam engineering  Search this

Harlem River Bridge Commission  Search this

Washington (D.C.) -- 19th century  Search this

Reservoirs  Search this

Patents  Search this

Genre/Form:

Photographs

Letterpress copybooks

Blueprints

Diaries

Drawings

Photographs -- 19th century

Cashbooks

Business records -- 19th century

Business letters

Notebooks

Topographic maps

Tax records

Technical drawings

Stock certificates

Technical literature

Photoengravings

Notes

Maps -- 19th century

Microfilms

Linen tracings

Letter books

Letters

Land titles

Legal documents

Sketches

Salted paper prints

Reports

Receipts

Plans (drawings)

Photostats

Photographic prints

Architectural drawings

Administrative records

Albumen prints

Albums

Annual reports

Booklets

Account books -- 19th century

Books -- 19th century

Family papers -- 18th century

Financial records -- 19th century

Diaries -- 19th century

Drawings -- 19th century

Cyanotypes

Correspondence -- 19th-20th century

Deeds

Printed material

Correspondence

Contracts

Photograph albums

Specifications

Christmas cards

Menus

Citation:

William R. Hutton Papers, dates, Archives Center, National Museum of American History

Identifier:

NMAH.AC.0987

See more items in:

William R. Hutton Papers

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep84f6824ce-7291-4ac4-ab0f-abaa2071815e

EDAN-URL:

ead_collection:sova-nmah-ac-0987

Creator:

General Electric Company  Search this

Gotti, Mary Beth  Search this

National Museum of American History (U.S.). Division of Information, Technology and Society  Search this

Extent:

5 Cubic feet (22 boxes)

Type:

Collection descriptions

Archival materials

Travel diaries

Advertisements

Diaries

Blotters (writing equipment)

Business records

Manuals

Lantern slides

Stock certificates

Stereographs

Scrapbooks

Photographs

Date:

circa 1890s-1969

Summary:

The collection documents the technology of lighting and various business aspects of the General Electric Lighting Division throughout the 20th century and consists of correspondence, bulletins, price lists, business record books, stock certificates, sales and advertising materials, scrapbooks, photographs, and lantern slides.

Scope and Contents:

The collection consists of approximately five cubic feet of correspondence, bulletins, price lists, business record books, stock certificates, sales and advertising materials, scrapbooks, photographs, and lantern slides. The collection documents the technology of lighting and various business aspects of the GE Lighting Division throughout the twentieth century.

Series 1, Historical Background Materials, 1910-1969, contains documentation on the history of the National Electric Lamp Company and the development of the incandescent lamp. The European Diary of 1928 is a narrative written by three General Electric employees—Samuel Doane, Chief Engineer, Joseph Kewley, Sales Manager, and George Osborn, Sales Manager. This narrative describes their business trip to Europe in the spring of 1928. It contains black-and-white photographs, menus, brochures, maps, postcards, and drawings detailing their travels in Paris, Nice, Milan, Venice, Berlin, Amsterdam, and England. The Record of Accomplishment, 1969, is a chronological listing (time line) of various events and/or accomplishments within General Electric.

Series 2, Executive Records, 1903-1955, consists of correspondence, annual reports, and technical standardization notices. The technical standardization notices were created by the Standardization Committee. This committee made decisions on how to facilitate and increase sales, improve quality, cheapen cost, and further the interests of the members of the Lamp Association. The reports cover a variety of subjects such as packing boxes, felt washers, high candle power lamps, and tabulating machines. Many of the reports contain black-and-white photographs. The Lamp Committee Reports seek to detail the demand for incandescent lamps and their improvements.

Series 3, House Organs, 1919-1959, contains documentation on in-house publications for General Electric. The Stimulator, 1919-1920, promoted "lighting profits and cemented friendliness, cooperation, progress, and quality." The Lamp Letter, 1947-1950, was published by the Lamp Department and dealt specifically with lamp-related issues. The Lamp Department Bulletin, 1947-1950, was produced for GE personnel and dealt with a variety of issues from sales to lamp types to licensing issues. The See Better—Work Better Bulletin, 1959, was published by the Lamp Division as a service to industrial and commercial lamp users.

Series 4, Sales and Advertising Materials, 1910-1955, includes price lists for lamps from both General Electric and other companies, manufacturers' schedules, data books, sales notebooks for sales representatives, and Edison Mazda Lamp advertising cards. The advertising cards are approximately 3" x 6" and are in color. They contain ad slogans such as "His Only Rival," "Satisfied Customer," Edison's Dream Comes True," "Have You Electricity?" and "I like Lots of Light."

Series 5, NELA School of Lighting Records, 1920-1930, documents the school, now known as the GE Lighting Institute, for training sales people and customers in the proper application of various lighting products. The records contain quarterly reports and general and lighting course descriptions.

Series 6, Business and Stock Records, 1890-1912, contains record and minute books and stock certificates from other lamp companies. The record books contain correspondence, resolutions, stockholder information, and committee reports.

Series 7, Scrapbooks and Photographs, 1890s-circa 1950, contains one scrapbook from 1923 with black and white photographs, clippings, correspondence, charts, telegrams, and booklets documenting General Electric's Nela Park location. The photo albums contain black and white photographs of staff, lamps, bulbs, tubing, tabulating, filaments, lead wires, stems, mounts, and lighting installations. The scrapbook and photo albums have indices.

Series 8, Lantern Slides, 1880-1950, consists of glass plates of Edison, images of people in the work place, and lighting equipment.

Arrangement:

The collection is arranged into eight series.

Series 1, Historical Background Materials, 1910-1969

Series 2, Executive Records, 1903-1955

Subseries 1.1, Correspondence, 1909-1922

Subseries 1.2, Annual Reports, 1949-1955

Subseries 1.3, Technical Reports, 1903-1935

Subseries 1.4, Standardization Committee, 1903-1908

Subseries 1.5, Lamp Committee, 1909-1935

Series 3, House Organs, 1919-1959

Series 4, Sales and Advertising Materials, 1914-1953

Subseries 4.1, Miniature Mazda Lamps, 1914-1935

Subseries 4.2, Large Mazda Lamps, 1914-1934

Subseries 4.3, Carbon Lamps, 1915-1922

Subseries 4.4, Miscellaneous, 1914-1953

Series 5, NELA School of Lighting, 1920-1930

Series 6, Business and Stock Records, 1890-1912

Subseries 1, Business Records, 1890-1912

Subseries 2, Stock Records & Certificates, 1890-1912

Series 7, Scrapbooks and Photographs, 1890s-circa 1950

Series 8, Lantern Slides, 1880-1950

Biographical / Historical:

Established in 1911, Nela Park (named for the National Electric Lamp Association) in Cleveland, Ohio, has through the present day served as both administrative headquarters and research laboratory for the development and sale of General Electric's (GE) lighting products. In the years following Thomas Edison's electric lamp invention (1879) many companies began to make and sell lighting devices. A merger of Edison Electric and Thomson-Houston Electric in 1892 created GE, which quickly grew to dominate the market. Westinghouse and several much smaller companies struggled to compete. These smaller lamp companies could not afford engineering and research facilities on a scale comparable with those of General Electric.

The National Electric Lamp Company was organized on May 3, 1901, by Franklin S. Terry (Sunbeam Incandescent Lamp Company), and Burton G. Tremaine, H. A. Tremaine and J. Robert Crouse (all from Fostoria Bulb and Bottle Company and Fostoria Incandescent Lamp Company). Terry suggested that the small companies band together to operate an engineering department, conduct lamp research and development, improve manufacturing methods, and build better lamp-making machinery. He further proposed to raise capital from and share patents with GE. This built upon an earlier organization, the Incandescent Lamp Manufacturers Association, organized by GE in 1896. The new National Electric Lamp Company was a holding company in which—unknown even to many of the smaller companies' executives—GE held a controlling (75%) interest. In 1911, GE's involvement with National became public during anti-trust proceedings. GE then purchased the outstanding stock and absorbed the smaller companies by converting them into divisional units.

Thomas Edison had, in 1882, moved his company's lamp manufacturing operation from the Menlo Park laboratory to a new facility in East Newark (Harrison), New Jersey. Named the Edison Lamp Works, this plant became the main administrative and sales facility for Edison Electric's and later GE's, lamp business. Research moved to Edison's new West Orange laboratory. In 1900, after the merger, GE established a research lab in Schenectady, New York. After forming National, Terry and B. G. Tremaine consolidated the administrative functions of that company in Cleveland and by 1910 were actively seeking space for a new office and laboratory campus. They selected a site along Euclid Avenue that was then on the outskirts of town. This became Nela Park (the "Company" had changed to "Association" in 1906). In addition to the National buildings, GE began moving its directly-owned lamp operations to Cleveland after the 1911 settlement. From 1925 through 1930 the various departments at Harrison moved to Nela Park, with the sales department being one of the last to move. GE's lighting research was carried out at both Nela Park and Schenectady.

A focal-point at Nela Park is the GE Lighting Institute, formerly known as the Nela School of Lighting. Organized by the Illuminating Engineering Section of the Engineering Department in 1921, the Lighting Institute continues to train sales people and customers in the use and proper application of various lighting products.

For additional information about Nela Park, General Electric and the National Electric Lamp Company see:

Arthur A. Bright, Jr., The Electric Lamp Industry, MacMillan, 1949.

Harold C. Passer, The Electrical Manufacturers, 1875-1900, Harvard University Press, 1953.

Leonard S. Reich, "Lighting the Path to Profit: GE's Control of the Electric Lamp Industry, 1892-1941," in Business History Review Vol. 66, pages 305-34.

Hollis L. Townsend, A History of Nela Park: 1911-1957, published by General Electric.

Related Materials:

Materials in the Archives Center

William J. Hammer Collection (AC0069)

Separated Materials:

The Division of Work and Industry (Electricity-related collections) hold several artifacts. See accession numbers: 33,407; 43,120; 68,492; 232,822; 1997.0388 and 1998.0231.

Provenance:

The collection was donated to the Division of Information Technology and Society (now the Division of Work and Industry) by Mary Beth Gotti, Manager of the General Electric Lighting Institute on March 22, 2001.

Restrictions:

The collection is open for research use.

Researchers must handle unprotected photographs with gloves.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Electricity  Search this

Electric lighting  Search this

Genre/Form:

Travel diaries

Advertisements

Diaries -- 19th century

Blotters (writing equipment)

Business records

Diaries -- 20th century

Manuals

Lantern slides

Stock certificates

Stereographs

Scrapbooks

Photographs -- 19th century

Citation:

General Electric Nela Park Collection, dates, Archives Center, National Museum of American History, Smithsonian Institution

Identifier:

NMAH.AC.0789

See more items in:

General Electric NELA Park Collection

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep89d3df569-a94b-4a8d-9aca-799c03a1c72f

EDAN-URL:

ead_collection:sova-nmah-ac-0789

Maker:

Knight, Margaret E.  Search this

Physical Description:

metal (overall material)

wood (overall material)

Measurements:

overall: 6 3/8 in x 6 3/4 in x 12 3/16 in; 16.2052 cm x 17.145 cm x 30.9372 cm

Object Name:

patent model

Object Type:

Patent Model

papermaking

Date made:

ca 1879

Patent date:

1879-10-28

Related Publication:

Harris, Elizabeth M.. Patent Models in the Graphic Arts Collection

National Museum of American History. Treasures of American History online exhibition

Related Web Publication:

http://americanhistory.si.edu/treasures

Credit Line:

Pravel, Gambrell, Hewitt, Kirk, Kimball, and Dodge

ID Number:

1980.0004.01

Accession number:

1980.0004

Catalog number:

1980.0004.01

GA*89797.220925

Patent number:

220925

See more items in:

Work and Industry: Graphic Arts

Food

Patent Models, Graphic Arts

Communications

Work

Industry & Manufacturing

National Treasures exhibit

Patent Models

Artifact Walls exhibit

Data Source:

National Museum of American History

GUID:

http://n2t.net/ark:/65665/ng49ca746a0-df53-704b-e053-15f76fa0b4fa

EDAN-URL:

edanmdm:nmah_214303

Creator:

Pullman Palace Car Co.  Search this

Pullman, George M., 1831-1897  Search this

Names:

Lincoln, Robert Todd  Search this

Extent:

8 Cubic feet (11 boxes)

Type:

Collection descriptions

Archival materials

Photographs

Correspondence

Drawings

Date:

1867-1982

bulk 1900-1930

Summary:

Records of the Pullman Company, manufacturers and operators of railroad sleeping cars. Pullman also manufactured hospital and dining cars at its Chicago facilities. Dating from 1867 to 1982 (bulk 1900-1930s), the collection includes background materials, correspondence, financial, personnel and operating records, drawings and photographs.

Scope and Contents:

The collection consists of materials from 1867-1982 (bulk 1900-1930s), and includes background materials, correspondence, financial records, operating records, personnel records, drawings, and photographs. Of note is the documentation of hospital cars and instructions for porters. The collection is not a complete record of the Pullman Palace Car Company's activities.

Series 1, Historical Background, 1867-1982, contains newspaper clippings and articles about the Pullman Palace Car Company and George Pullman. Also included is a 318-page typescript titledThe History of the Sleeping Car 1923, by Charles S. Sweet; documentation on how Pullman cars were named; and other histories of the Pullman Company including its hospital cars and maquetry design.

Series 2, Correspondence, 1912-1960, consists primarily of documentation about the sale of cars and equipment by Pullman Palace Car Company to specific railroad companies. The correspondence details the cost per car and in some instances, leasing costs, operating costs, and other relevant statistical and financial information about the transactions. There is some consolidated data on cars sold to the railroads as well as summary data on the type of car sold, name of car, selling price, purchasers, and the date the sale was approved. The correspondence is organized chronologically within Pullman Company correspondence wrappers which were used to maintain the correspondence in a uniform manner and in consecutive date order.

Correspondence about hospital cars contains information on the rental of Pullman cars to the United States government as well as letters discussing specifications for building hospital unit cars for the United States Army. There is one folder of miscellaneous correspondence with individuals seeking copies of photographs from the company and/or offering their historical writings about the company.

Series 3, Financial Records, 1875-1930, consists primarily of details of cost documentation created by the Pullman Company's Manufacturing Department. The cost sheets are arranged chronologically and represent an itemized financial breakdown of costs by material, labor, extra equipment, sundries, and recapitulation for a variety of Pullman cars. The cover sheet for work orders notes the lot number, plan number, type of Pullman car (e.g. baggage, parlor, private) being manufactured or serviced/repaired, to whom the order belongs, and associated dates. For example, one private, steel car for Mr. D. J. Reid or general service parlor car for Southern Railway.

Series 4, Operating Records, 1875-1972, consists of records used by the company for daily operations, particularly instructions for porters as well as repair logbooks, volumes detailing car building completion, published supplements noting specific changes to cars, correspondence, reports, newspaper clippings, and lists of cars built by Pullman and cars withdrawn from service. Also included is the Illustrations Accompanying the Report of the Engineer-in-chief, H.C. Mais, on Observations on Railways Made During His Tour in 1883. Henry Coathupe Mais (1827-1916) was an English born civil engineer who spent most of his career in Australia. Mais toured railways and other works in Europe and America. His lengthy report with many detailed illustrations was printed in 1884 as a parliamentary paper. Some report pages were moldy and have been separated. These pages include: the index, pages 1-7; page 58; and pages 98-111.

The reports found in the "general file" include Sleeping, Parlor and Lounge Equipment (1945) and Pullman Passenger Survey A Continuing Study--Part II, (1955). The latter report by McFarland, Aveyard and Company studied attitudes and opinions of Pullman passengers. There is a typescript of a presentation made by George W. Bohannan of the Pullman Company to the American Association of Passenger Traffic Officers (1964).

The records documenting the completion of cars are bound volumes arranged chronologically. The volumes detail lot number, plan numbers, date of order, type of car, account name, date of delivery, destination route, estimate price, cost price, and contract price. In some instances, new information was glued or taped into the volume. The repair books capture the date, name of car, yard, name of porter, and date shipped.

Series 5, Personnel Records, 1873-1979, includes a payroll list for the General Ticket Department, 1876; instructions for passengers with cholera, 1873; reward notices for an 1878 robbery; instructional manuals for Pullman porters; photographs of Pullman Company employees working, and general correspondence, 1896-1979; ancedotes about Pullman porters; an obituary for George Arthur Kelly, an executive vice president for the Pullman Company; articles and newspaper clippings about porters and conductors, particularly the Society for the Prevention of Calling Pullman Car Porters "George." Started in 1916, the Society for the Prevention of Calling Pullman Car Porters "George" was founded by George W. Dulany, Jr., an Iowa lumber merchant. Dulany organized the society for fun after hearing passengers call every porter George. The society became a hobby and there were no meetings, dues, or activities associated with his work. Dulany's campaign was solely to have passengers use a porter's correct name or simply call them "porter."

Series 6, Drawings, 1907-1939 and undated, contains bound volumes arranged chronologically of records of tracings of drawings for Pullman cars. The volumes detail the negative number, date, type of car, job number, and remarks.

Series 7, Photographs, 1932-1950s and undated, consists primarily of black-and-white copy prints (8" x 10") documenting employees, especially porters, passengers, and hospital cars. Many of the hospital cars depict both the exterior and interior, but none with patients. The passenger photographs are almost exclusively interior images of persons dining, sleeping, playing cards, and in general seating areas. The Southern Pacific dining car photographs are original prints and bear the Pullman Car Company embossed stamp and unique number. This range of photographs is (Pullman photograph #32867 to #32873) and the images depict exterior and interior views of the dining cars. There is one album of ninety-nine photographs taken by Ricardo Villalba (active 1860-1880) in Peru. The album was made for W.W. Evans, Esquire in 1875. The images depict landscapes, bridges, train tracks, railroad cars, railroad engines, and buildings, such as the Pano Cathedral.

Arrangement:

The collection is divided into seven series:

Series 1, Historical Background, 1867-1982

Series 2, Correspondence, 1912-1960

Series 3, Financial Records, 1875-1930

Series 4, Operating Records, 1875-1972

Series 5, Personnel Records, 1873-1979

Series 6, Drawings, 1907-1939 and undated

Series 7, Photographs, 1932-1950s and undated

Biographical / Historical:

George M. Pullman (1831-1897) developed the railroad passenger sleeping car service into a major 19th century industry. He created the Pullman Palace Car Company in 1867. George Pullman was succeeded as president of the company by Robert Todd Lincoln, President Abraham Lincoln's son, who served until 1911. In 1900, after buying competing companies, the firm was reorganized as the Pullman Company.

The idea for specially designed sleeping cars came to Pullman while traveling from Buffalo to Westfield, New York in 1854. He altered existing railroad cars in September, 1858, for service on the Chicago and Alton Railroad. They first sleeping car built to Pullman's specifications was the "pioneer," which carried part of the Lincoln funeral party from Chicago to Springfield, Illinois in 1865. In 1867 "hotel cars" were introduced. These sleeping cars, equipped with kitchen and dining facilities, eliminating the need for trains to stop at stations for passengers to buy food. In 1868, Pullman built the "Delmonica," devoted to restaurant purposes. The Pullman firm also built streetcars and trolleys.

In 1880 George Pullman built the town of Pullman, just south of the city of Chicago along the Illinois Central Railroad line, as the site for his manufacturing plant. Intended as a model manufacturing town, it had 12,000 residents in 1893. It suffered from the usual company town problems and was annexed to Chicago in 1889. In the wake of the depression of 1893 Pullman reduced wages for its workers by 25% or more. The American Railway Union, lead by Eugene V. Debs, sought to bring wage issues to arbitration but Pullman refused. In June, 1894 some 4,000 employees struck the company gaining support from thousands of railroad workers who refused to handle trains with Pullman cars. President Grover Cleveland sent federal troops to Chicago in July and after a period of sporadic violence the strike was over by the end of the summer.

In later years the Pullman company introduced several innovations. It built lighter, articulated cars of alloy steel beginning in 1936. The following year, it introduced the roomette car with eighteen enclosed private rooms. In 1956 Pullman introduced the dome sleeper car with an upper deck observation level. The United States anti-trust suit against Pullman Manufacturing and Operating Company resulted in a 1944 decision requiring a separation of car building and car operation activities. Pullman sold its sleeping car service, transferring its operating unit to a group of fifty-nine railway firms in 1947.

George Pullman introduced two notable practices. First, rather than operating railroads, his firm leased sleeping cars to the railroads and provided the complete services on them, including supplying porters, conductors, dining staff, and food and linens. Second, Pullman named each of his sleeping and dining cars rather than assigning them numbers. This was intended to enhance the company's image by creating a personality for the car. Different categories of names signified different categories of cars and geographical names also helped to promote travel to the areas in which they operated.

Arthur Detmers Dubin assembled these Pullman Company materials. Dubin was born in 1923 in Chicago, Illinois. He began his architectural education at the University of Michigan in 1941 but was interrupted by World War II, and he served with distinction in the United States Army until 1946. After completing his studies in 1949, Dubin joined his father's and uncle's architectural firm, Dubin and Dubin, as a second--eneration architect. The leadership of the firm soon passed to Arthur and his brother, Martin David, and in 1965 they were joined by John Black and in 1966 by John Moutoussamy. Arthur's life--ong interest in trains and transportation and their implications for architecture is evident in transit stations commissions and service on transportation--elated advisory boards (Dubin was a member of the Illinois Railroad Commission), as well as in his writings and personal collections. Dubin was an avid train enthusiast and collector.

References

Art Institute of Chicago, Chicago Area Architects Oral History Project

Related Materials:

Materials in the Archives Center

Pullman Palace Car Company Photographs (NMAH.AC.1175), contains photographs of Pullman cars: freight, passenger, private and street railway/rapid transit cars. The bulk of the collection contains approximately 13,500 original glass plate negatives, film negatives, and copy prints.

Industry on Parade (NMAH.AC.0507) contains Reel #99, Servicing Sleepers, 1952. The Pullman Coach Company, Chicago, Illinois.

Materials In Other Organizations

Art Institute of Chicago

Bombardier Corporation

California State Railroad Museum

Chicago Historical Society

Arthur Dubin Collection at Lakeforest College

Illinois Railway Museum

Newberry Library, Pullman Company Archives

The Pullman Company archives consists of 2,500 cubic feet of records from the Pullman Company and Pullman heirs. The collection is comprised of business archives of the Pullman Palace Car Company from 1867 and include records of the entire firm up to the 1924 split into operating (sleeping car operation, service, and repair) and manufacturiung companies. From 1924 to 1981 the records chronicle the activities of the operating company only.

Pennsylvania State Archives

Pullman State Historic Site

Pullman Technology (Harvey, Illinois)

Smithsonian Institution Archives, Arthur D. Dubin Papers (83-015; 83-076; 83-101)

South Suburban Genealogical & Historical Society (South Holland, illinois)

Provenance:

Collection materials were donated by Arthur D. Dubin in 1980 and on January 30, 1986. Additional materials were donated by Lorrain Douglass, Kiara S. Winans and Kristin Peterson on April 3, 2012.

Restrictions:

The collection is open for research use.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Hospital cars  Search this

Hotel car  Search this

Roomette car  Search this

Dining cars  Search this

Labor relations  Search this

Railroads -- Dining-car service  Search this

Sleeping car  Search this

Strikes and lockouts  Search this

Genre/Form:

Photographs -- Black-and-white photoprints -- Silver gelatin -- 1930-1940

Correspondence -- 1930-1960

Drawings

Citation:

Pullman Palace Car Company Collection, 1867-1982, Archives Center, National Museum of American History

Identifier:

NMAH.AC.0181

See more items in:

Pullman Palace Car Company Collection

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep859ac8544-9c31-48af-be09-abe3d415e126

EDAN-URL:

ead_collection:sova-nmah-ac-0181

Creator:

Boston Elevated Railway Company  Search this

Former owner:

Keith de Lellis Gallery  Search this

Collector:

National Museum of American History (U.S.). Division of Mechanical and Civil Engineering  Search this

Extent:

0.15 Cubic feet (1 box)

Type:

Collection descriptions

Archival materials

Cyanotypes

Photograph albums

Date:

1899-1901

Summary:

Collection documents construction of the Boston Elevated Railway, Boston, Massachusetts.

Content Description:

Collection consists of cyanotype photographs documenting the construction of the Boston Elevated Railway, Boston, Massachusetts.

Arrangement:

Collection is unarranged.

Provenance:

Collection purchased from Keith Douglas de Lellis, dealer, 1984.

Restrictions:

Collection is open for research. Unprotected photographs must be handled with gloves.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Elevated railways  Search this

Genre/Form:

Cyanotypes

Photograph albums -- 19th century

Citation:

Boston Elevated Railway Photo Album, Archives Center, National Museum of American History

Identifier:

NMAH.AC.1531

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep814e456e7-c986-4871-a422-434db6405a00

EDAN-URL:

ead_collection:sova-nmah-ac-1531

Engineer:

Blake, William P. (William Phipps), 1826-1910  Search this

Former owner:

Blake, William P. (William Phipps), 1826-1910  Search this

Blake, Whitney  Search this

Whitney, Stephen Mr. Mrs.  Search this

Fulton, John, MD  Search this

Fulton, Lucia Pickering  Search this

Gardener:

Fulton, Lucia Pickering  Search this

Photographer:

Radford, Jennifer  Search this

Owner:

Axion Cushing-Fulton Corporation  Search this

Provenance:

Garden Club of New Haven  Search this

Collection Creator:

Garden Club of America  Search this

Type:

Archival materials

Place:

Mill Rock (Hamden, Connecticut)

United States of America -- Connecticut -- New Haven County -- Hamden

General:

"The English manor style house was built in 1870 by William Phipps Blake, a grand nephew of Eli Whitney. Blake was a geologist for the Union Pacific Railroad; later he became Director of the School of Mines at the University of Arizona. He was appointed by the Smithsonian Institution as Executive Commissioner for the Centennial Exposition of 1876 in Philadelphia. His late 19th century garden layout is down a sheltered southern slope. Massive retaining walls, masonry pillars linked by copper chains, and glazed brick paths, bricked-edged, have proved a very durable hardscape. Some features were added mid 20th century including the small fountain pool."

Persons associated with the property include: William Phipps Blake (former owner and engineer); Whitney Blake (former owner); Mr. and Mrs. Stephen Whitney (former owner);John Fulton, MD (former owner); Lucia Pickering Fulton (former owner); Axion Cushing-Fulton Corporation (owner); Jennifer Radford (photographer).

Related Materials:

Mill Rock related holdings consist of 1 folder (24 35 mm. slides)

Collection Restrictions:

Access to original archival materials by appointment only. Researcher must submit request for appointment in writing. Certain items may be restricted and not available to researchers. Please direct reference inquiries to the Archives of American Gardens: aag@si.edu.

Collection Rights:

Archives of American Gardens encourages the use of its archival materials for non-commercial, educational and personal use under the fair use provision of U.S. copyright law. Use or copyright restrictions may exist. It is incumbent upon the researcher to ascertain copyright status and assume responsibility for usage. All requests for duplication and use must be submitted in writing and approved by Archives of American Gardens. Please direct reference inquiries to the Archives of American Gardens: aag@si.edu.

Topic:

Gardens -- Connecticut -- Hamden  Search this

Collection Citation:

Smithsonian Institution, Archives of American Gardens, The Garden Club of America collection.

Sponsor:

A project to describe images in this finding aid received Federal support from the Smithsonian Collections Care Initiative, administered by the National Collections Program.

Identifier:

AAG.GCA, File CT187

See more items in:

The Garden Club of America collection

The Garden Club of America collection / Series 1: United States Garden Images / Connecticut

Archival Repository:

Archives of American Gardens

GUID:

https://n2t.net/ark:/65665/kb663dc62eb-162a-4e40-8877-7edda60b3c53

EDAN-URL:

ead_component:sova-aag-gca-ref21521

Creator:

Coxe Brothers and Company, Inc. (Drifton, Pennsylvania)  Search this

Collector:

National Museum of American History (U.S.). Division of History of Technology  Search this

National Museum of American History (U.S.). Division of Work and Industry  Search this

National Museum of American History (U.S.). Division of Extractive Industries  Search this

Engineer:

Coxe, Eckley B. (Eckley Brinton), 1839-1895  Search this

Names:

Coxe, Tench, 1755-1824  Search this

Extent:

100 Cubic feet (55 boxes, 107 map folders )

Type:

Collection descriptions

Archival materials

Agreements

Blueprints

Correspondence

Deeds

Drawings

Glass plate negatives

Legal documents

Maps

Patents

Photographs

Tracings

Place:

Pennsylvania

Date:

1830-1997

Summary:

Collection documents the Coxe Brothers and Company Inc., an anthracite coal producer in Pennsylvania.

Scope and Contents:

The collection contains primarily drawings of mine machinery and buildings, including buildings within the company town such as worker housing and churches and maps, including real estate maps, contour and topographical maps, maps of highways and roads, insurance maps and others. There are some photographs, including glass plate negatives, of mining machinery and operations; deeds, leases, and agreements and papers relating to Eckley B. Coxe's patents and legal matters.

Arrangement:

The collection is arranged into seven series.

Series 1: Eckley B. Coxe, Jr. Estate Materials, 1891-1969

Series 2: Patent Material, 1871-1902

Series 3: Agreements, Deeds, and Leases, 1882-1949

Series 4: Miscellaneous Documentation, 1866-1950

Series 5: Glass Plate Negatives and Photographs, 1890-1937

Series 6: Drawings, 1885-1991

Series 7: Maps, 1830-1997

Historical:

The Coxe family's connection with Pennsylvania's anthracite coal region is rooted in the prescience of the statesman, author and land speculator Tench Coxe. Recognizing the significance anthracite would play in the development of the newly founded Republic, Tench purchased nearly 80,000 acres of land surrounding outcroppings of anthracite coal in Carbon, Luzerne and Schuylkill counties. He hoped that future generations of the family would profit from the land when the anthracite industry came of age. Indeed, his purchase would secure wealth for the Coxe family and all their mining enterprises well into the twentieth century.

Tench Coxe was born in Philadelphia on May 22, 1755, to William and Mary Francis Coxe, members of a family with a long tradition of land ownership. Tench's great-grandfather, Dr. Daniel Coxe, personal physician to King Charles II and Queen Anne of England, held large colonial land grants in New Jersey and the Carolinas. Though he never visited his property in the new world, Dr. Coxe would eventually acquire the title of Governor of West Jersey. Upon his death, he passed the whole of his North American land holdings to his son, Colonel Daniel Coxe. The Colonel was the first Coxe to leave England for life in America, settling in Burlington, New Jersey in 1702. Inheriting a passion for land, Colonel Coxe distinguished himself by publishing "A Description of the Provinces of Carolana," which in 1722 proposed one of the earliest plans for political union of the British colonies of North America. Tench Coxe explored various career options in his struggle to establish his name in the United States. After considering a profession in law, Tench chose instead to join his father's import-export firm, Coxe & Furman, in 1776. The renamed firm of Coxe, Furman & Coxe operated for fourteen years but was dissolved by mutual agreement after experiencing financial difficulties.

Soon after, Tench and a business partner from Boston established a new commercial enterprise under the name of Coxe & Frazier. After several prosperous years, this firm also disbanded, freeing Tench to pursue a career in public service. Tench's Loyalist sympathies during the American Revolution complicated his political ambitions. Following British General Howe's evacuation of Philadelphia in 1778, the Supreme Executive Council of Pennsylvania accused Tench of treason for collaborating with the enemy. Although he swore an oath of allegiance to the United States of America, his Tory leanings would be used repeatedly to undermine his political influence. Despite his Loyalist past, Tench retained the respect of his patriot neighbors. He was selected as the sole Pennsylvania delegate to the Annapolis Convention in 1786, and then selected to the Second Continental Congress in 1788. After the war, Tench became an advocate for the Whig Party, although his politics were often in direct support of the Federalist cause. This was apparent from a pamphlet he wrote in 1788 titled, "An Examination of the Constitution of the United States," which revealed his strong support for the ratification of the United States Constitution.

With the new government in place, Tench received a variety of appointments to public office under George Washington, Alexander Hamilton and Thomas Jefferson. He was named Assistant Secretary of the Treasury in 1790, Commissioner of the Revenue of the United States in 1792 and Secretary of the Pennsylvania Land Office in 1800. After switching his affiliation to the Republican Party in 1803, Tench accepted an appointment from Thomas Jefferson as Purveyor of the Public Supplies, an office that he held until 1812. The duties of his various posts ultimately made Tench an authority on the industrial development of the nation. In 1794 he published a collection of essays under the title, "A View of the United States of America," in which he contemplated the development of commerce and manufacturing in America. These essays reveal his early awareness of coal in Pennsylvania, as he remarked:

"All our coal has hitherto been accidentally found on the surface of the earth or discovered in the digging of common cellars or wells; so that when our wood-fuel shall become scarce, and the European methods of boring shall be skillfully pursued, there can be no doubt of our finding it in many other places."

Anthracite coal was discovered around the year 1769 in Pennsylvania. It is the hardest of the known types of coal, with an average 85%-95% carbon content, as compared to the 45%- 85% range of the bituminous coal found in the western part of the state. The high carbon content in anthracite allows it to burn at much higher temperatures than bituminous coal and with less smoke, making it an ideal fuel for home heating. The only anthracite deposits of commercial value in the United States are located within four major fields in Eastern Pennsylvania and are confined to an area of 3,300 square miles. These four coalfields are commonly referred to as the Northern, Eastern-Middle, Western-Middle and Southern fields. Tench Coxe's awareness of the promise of anthracite coal, coupled with his tenure in the Pennsylvania land office and a family tradition of land speculation spurred him in 1790 to begin purchasing promising acreage. Though he acquired land throughout the country, he particularly focused on land in Carbon, Luzerne and Schuylkill counties in Northeastern Pennsylvania, which he believed held vast underground seams of coal.

Despite large land holdings, Tench Coxe lived most of his life in debt thanks to litigation, tax problems and complications with business partners. Realizing that he would not be able to develop the property in his lifetime, Tench worked diligently to retain the property he believed was enriched with valuable mineral deposits, in hopes that his dreams would be realized by future generations of Coxes. Tench's son, Charles Sidney Coxe, would inherit from his father a passion for land ownership and for the untapped potential of the anthracite coal region. When Tench Coxe died on July 16, 1824, he left Charles sole executor of his estate, which was composed of approximately 1.5 million acres in eight states. Born July 31, 1791, Charles Sidney Coxe was the sixth of ten children of Tench and Rebecca Coxe. Educated at the University of Pennsylvania and Brown University, Charles was admitted to the Philadelphia Bar in 1812. Charles eventually served as District Attorney of Philadelphia and associate judge of the District Court of Philadelphia, but he remained infatuated by his father's vision.

Charles devoted his life to keeping together the large coal properties handed down by Tench to his surviving children. This monumental task involved paying annual taxes on completely unproductive land, fighting a never-ending battle against squatters and timber thieves, and litigating an endless array of boundary disputes. Charles and his family routinely spent their summer months in Drifton, Luzerne County a location that would eventually become synonymous with the Coxe name. His son Eckley Brinton Coxe gained his first experience in the coalfields at Drifton, accompanying his father as he traced the geology of the area in search of coal veins. Besides introducing Eckley to the "family business", the surveys gave Charles invaluable detailed knowledge that he used to preserve the coal deposits on his family's property. Deposits that he discovered comprised nearly half of the entire Eastern-Middle field. Even as his knowledge grew, however, Charles was unable to develop the land he retained. He saw the pioneers of anthracite mining lose fortunes as the mining technology of the day struggled to catch up with the new demands.

Regular shipments of anthracite began in the 1820s as canals opened the coal regions of Pennsylvania to markets in Philadelphia. The demand for anthracite remained relatively low during the early years of the industry, but as markets developed and demand increased, railroads began to compete in the trade and would eventually come to dominate as carriers to all of the major markets. As the problems of mining and transporting coal and developing a market for it were worked out, the demand for "hard coal" grew substantially. Coal sales increased from 364,384 tons in 1840 to 3,358,890 tons in 1850 and would steadily increase throughout the century to levels exceeding 40 million tons annually. Charles Coxe's witness to the inception of this industry unquestionably spurred his desire to realize his father's dream, but like Tench, he too would have to defer to his sons.

Charles S. Coxe had married Ann Maria Brinton in 1832 and together they were the parents of seven children, Brinton, Rebecca, Anna Brinton, Eckley Brinton, Henry Brinton, Charles Brinton and Alexander Brinton. The eldest son, Brinton Coxe, followed the career of his father, establishing himself in the legal profession. Brinton was a renowned lawyer and writer of constitutional law and served with prestige as president of the Historical Society of Pennsylvania from 1884 until his death. The remaining four sons would distinguish themselves in the coal business under the guidance of their brother, Eckley B. Coxe. Born in Philadelphia on June 4, 1839, Eckley B. Coxe entered into a family in which his calling was clear. His aptitude for the calling, however, would astonish the entire industry. Eckley's earl surveying excursions with his father introduced him to the mines, machines and collieries of the anthracite industry. His exposure to local miners must also have made a lasting impression, as his knowledge of their customs and sympathy toward their circumstances proved to be one of his greatest assets as an employer.

Eckley Coxe's formal education began in 1854 at the University of Pennsylvania. Although focusing his studies in chemistry and physics, he took additional courses in French and bookkeeping after receiving his degree in 1858. After graduation, Eckley briefly returned to the coalfields where he was engaged in topographic geological work on his family's land, learning a skill that would later earn him a commission to the Second Geological Survey of Pennsylvania. In 1860 Eckley went abroad to polish his technical education, spending two years in Paris at the Ecole Nationale des Mines, one year at the Bergakademie in Freiberg, Germany and nearly two years on a tour studying the practical operations of European mines. Armed with both practical and theoretical knowledge of his craft, Eckley B. Coxe returned to America and embarked on the mission for which his entire life had prepared him. On January 30, 1865, Eckley, his brothers Alexander, Charles and Henry and a cousin, Franklin Coxe, formed the co-partnership Coxe Brothers and Company.

The company began with a combined capital of $120,000, with Eckley investing $40,000 and the other partners investing $20,000 each. The firm was formed for the exclusive purpose of mining and selling coal from the Drifton property, which they leased from the Estate of Tench Coxe. The Estate had begun leasing property as early as 1852 to various companies, which paid royalties to the estate in return for the coal they mined. Coxe Brothers would operate under a similar lease, but they would, in a sense, be paying royalties to themselves as both partners and heirs. Coxe Brothers and Company began operations in Drifton in February 1865, sending their first shipment of coal to market the following June. Once the operations at Drifton were fully tested and proved successful, Eckley moved to consolidate control over all of his family's land, in order to keep all the mining profits in the family.

By 1879 Coxe Brothers and Company had opened collieries at Deringer, Gowen and Tomhicken, adding Beaver Meadow Colliery two years later. The firm's success exceeded all of the partners' expectations, reaching well beyond the goals set forth in the original Articles of Copartnership. Charles B. Coxe died in 1873 and Franklin Coxe retired from the firm in 1878. In 1885, the remaining partners agreed to extend the life of the firm indefinitely and operate for the purpose of developing the land belonging to the Estate of Tench Coxe.

Even more important to the success of the Coxe family mining interests was the organization of the Cross Creek Coal Company in October 1882. The officers of this company included the three remaining partners of Coxe Brothers and Company, along with a Philadelphia partner, J. Brinton White and the Coxe's first cousin Arthur McClellan, brother of the Civil War General, George B. McClellan. Cross Creek Coal Company took over all of the mining operations on the Estate lands, led by Eckley B. Coxe, president of both companies. Coxe Brothers transferred the mining rights to the Coxe property to the Cross Creek Coal Company but retained control of the Coxe collieries where the freshly mined coal was prepared.

Eckley's shrewd and aggressive management of his family's land proved successful. When his father, Charles S. Coxe died in 1879, Eckley assumed an even more direct role in the management of the property. In addition to receiving the inheritance of his grandfather's land, he, along with his three surviving brothers, became executors of the Estate of Tench Coxe. By 1886, Eckley had brought nearly 3/4ths of his family's property under his direct control. Coal shipments from these properties reached an astounding 1.5 million tons in 1890, a vast improvement from the 27,000 tons sold in its inaugural year. Coxe Brothers and Company did not limit itself to mining operations on the lands of the Estate of Tench Coxe. By 1889, the firm was also leasing lands from the Lehigh Valley Railroad Company, West Buck Mountain Coal Company, Anspach & Stanton, the Black Creek Coal Company, and the Central Coal Company. In total Coxe Brothers was operating roughly 30,000 acres of coal property.

Just over twenty years after its inception, Coxe Brothers and Company established itself as the largest individual anthracite producer that was not associated with a major railroad. This distinction, however, made them an obvious target for the expanding railroad industry. Realizing the value of anthracite as freight, railroads entered into a land scramble throughout the region, securing their coal freight by purchasing it before it was mined. This point is perhaps best illustrated by the actions of the Pennsylvania Railroad, which in 1872 purchased 28,000 acres in the anthracite fields. Of the roughly 38 million tons of coal produced in 1888, 29 million had been mined by coal companies linked with the railroads.

The remaining independent producers were forced to negotiate with the railroads to have their coal shipped to market. It was the practice of the railroads to charge exorbitant fees to the independent producers, which in effect reduced the railroads' competition in the coal sale yards. In order to survive, many independent producers were either forced to sell their coal directly to the railroads at the mines or to sell their operation completely to the railroad. Eckley B. Coxe, however, pursued an altogether different means of survival. In 1888, the partners of Coxe Brothers and Company petitioned the Interstate Commerce Commission for relief from the Lehigh Valley Railroad Company (LVRR). They argued that the Lehigh Valley Coal Company (LVCC), entirely owned by the LVRR, sold coal at a price that did not net them sufficient funds to pay the fees that were being charged to Coxe Brothers and Company for the same shipping service. The railroads were willing to operate their coal companies at a loss, since they were more than able to absorb the losses with increased railroad freight. As a result of discriminating between the companies it owned and independent operators, the LVRR was found in violation of federal law and was forced to lower its rates in 1891.

The lengthy trial, however, inspired Eckley to build his own railroad, which began operations in 1891. Incorporated as the Delaware, Susquehanna & Schuylkill Railroad, its tracks linked all of the Coxe collieries with connections to most of the major rail lines in the region. With sixty miles of single gauge track, twenty-nine locomotives and 1,500 coal-cars, they forced the railroads to compete for the immense freight being produced by their coal companies. By compelling his adversaries to come to fair terms with victories in both the courts and in the coalfields, Eckley succeeded in securing Coxe Brothers' position as the largest independent anthracite producers in Pennsylvania. In June 1893, Ezra B. Ely and Eckley Brinton Coxe, Jr. were admitted to the firm of Coxe Brothers and Company. Ezra, a long-time business associate and general sales agent of Coxe Brothers and Company and Eckley, Jr., son of the deceased Charles Brinton Coxe, joined the firm just weeks prior to the establishment of two more Coxe mining enterprises.

On June 19,Coxe Brothers and Company, Incorporated was organized as the selling agency for Coxe coal and purchased from the firm their supply headquarters in New York, Boston, Buffalo, Chicago, Milwaukee and Philadelphia. This same day also saw the formation of the Coxe Iron Manufacturing Company, which took control of the firm's machine shops in Drifton. In addition to being responsible for the construction and repair of Coxe mines and railroads, this company also filled large outside orders for machinery. It was in these machine shops that Eckley proved himself as one of the most brilliant mining engineers of the day. The United States Patent Office records 111 patents either issued directly to Eckley B. Coxe or as a supervisor of employees who worked under his instructions at the Drifton Shops. Seventy-three of these patents pertained to the details of the Coxe Mechanical Stoker, which introduced the first practical means of burning small sizes of anthracite coal. This innovation put an end to the financial loss associated with large culm banks of fine sized coal that plagued collieries as waste. The subject of waste seems to have driven the business and personal endeavors of Eckley B. Coxe.

As a founder and future president of the American Institute of Mining Engineers, Eckley was appointed to chair a committee to investigate waste in coal mining, which he did thoroughly. His report outlined the waste associated with the extraction, preparation and transportation of anthracite coal. To combat waste in the preparation of coal, Eckley designed and erected the world's first coal breaker made of iron and steel. This fireproof structure, used to separate coal into uniform sized pieces, was also equipped with numerous innovative labor-saving devices, including an automated slate picking chute, improved coal jigs, corrugated rollers for breaking coal and electric lighting for nighttime operations. The breaker at Drifton stood as one of the most revolutionary coal structures in the region until Eckley erected an even more magnificent iron and steel coal breaker at Oneida. In creating more economical methods for preparing and consuming coal, Eckley helped boost the anthracite industry to remarkable levels. Although he secured many of his inventions by patent, Eckley licensed his improvements to many coal operators and created an agency to help install and maintain the complicated machinery at the various collieries. This service reflected Eckley's conviction that the mutual exchange of knowledge in engineering matters would benefit the whole anthracite industry, and in turn would benefit each individual company. That attitude appears to have carried over in his interactions with consumers, as is evidenced by a paper Eckley read before a meeting of the New England Cotton Manufactures, acknowledging that, "It may seem curious that a person whose life has been spent in mining and marketing coal should appear before this association to discuss the economical production of steam, involving, as it does, either the use of less fuel or fuel of less value. But I am convinced that the more valuable a ton of coal becomes to our consumers, the more in the end will be our profit from it."

Eckley recognized, however, that the increased demand for anthracite would subvert his battle against waste. The abundance of coal beds in the region gave rise to numerous operators who often sacrificed long-term efficiency for low-overhead and quick profits. Using cheap machinery and incompetent labor, these operators mined only the most valuable and easily available veins, leaving large amounts to waste. Mining practices like these were prohibited in many European countries, where the right to mine had to be obtained from the government. In many countries, mining operations were required to work to full capacity, so long as they did not compromise the safety of the men or the mine. Having witnessed European laws in practice, Eckley was an advocate for comparable laws in this country, calling for a well-educated corps of experts to inspect the mines and manufactories to ensure the protection of life and property. In later years, mining foremen would be required by Pennsylvania law to pass an extensive exam, demonstrating not only practical experience but also specific knowledge of the principles of ventilation. Eckley was also aware that mining legislation alone could not prevent careless miners.

As an employer of skilled labor and a trustee of Lehigh University, Eckley gave a great deal of thought to the issue of technical education. In concluding a paper titled, "Mining Legislation," read at the general meeting of the American Social Science Association in 1870, Eckley insisted "upon the importance of establishing schools for master miners, in which anyone who works in the mines could, while supporting himself by his labor, receive sufficient instruction in his business to qualify him to direct intelligently the underground workings of a mine." His exposure to the finest technical institutions of Europe made Eckley keenly aware of the shortcomings in America of giving its students an equivalent education. In order to prevent future mining foremen and superintendents to grow up without a theoretical knowledge of their work, Eckley established the Industrial School for Miners and Mechanics in Drifton. The school opened its doors on May 7, 1879, providing young men employed by Coxe Brothers and Company with an opportunity to educate themselves outside of working hours. This unique opportunity gave the young miners a chance to combine the scientific knowledge of various disciplines, including trigonometry, mechanical drawing, physics, mineralogy and drafting with the experience gained in their daily toil. Classes were held free of charge at night and during idle days in the mines in a two-story building erected by Eckley Coxe, known as Cross Creek Hall.

In addition to comfortably seating 1,000 people and housing a library and reading room for the residents of Drifton, it also furnished classrooms for the eleven students who enrolled in the school during its first year. The school succeeded in delivering a first-class technical education to its students for nearly ten years before a fire completely destroyed the Hall in 1888. Five years later the school reorganized under the name Miners and Mechanics' Institute of Freeland, Pennsylvania, which soon after changed its name to the Mining and Mechanical Institute of Freeland. The school continues to operate today as the MMI Preparatory School and stands as a testimonial to Eckley's achievements in promoting technical education.

Eckley and the Coxe family gave generously to the people of the anthracite fields. They donated estate lands for churches and cemeteries of various denominations, as well as schools, parks and baseball fields. Eckley also established a scholarship prize of $300 for the best student at his mining school, which would continue for the term of four years if the recipient chose to pursue higher education. Eckley made a point, however, not to confuse business with charity and confined his donations predominantly to gifts of opportunity and knowledge. But, as the people of Drifton affirmed during the opening ceremonies for Cross Creek Hall, "For relieving those who have been disabled by accidents, providing for the widows and orphans, visiting our homes in times of sickness, taking an interest in the education and welfare of our children and providing a free library, to promote our intellectual culture you are worthy of the highest praise we can bestow." One of the most deplorable circumstances in the coalfields was the scarcity of adequate hospitals. Nineteenth century anthracite mining was extremely dangerous, with miners facing hazards from explosions, suffocation, cave-ins and floods.

By 1881, Coxe Brothers and Company employed 1,171 people, who endured their share of accidents, despite the sound mining methods initiated by the company. The closest hospital was in Bethlehem, which was over two hours away. To remedy the situation, at least for his own workers, Eckley established the Drifton Hospital on September 1, 1882, for the benefit of Coxe Brothers and Company employees. The building could accommodate thirty-five patients and in its first sixteen months of operation treated eighty-five people. In later years, a state hospital at Hazleton was built for the miners of the Eastern-Middle field. Eckley was an obvious candidate for the Board of Commissioners of the state hospital, an appointment he received in 1891.

The company also maintained an accident fund for its employees. In the event a Coxe Brothers employee died, the fund contributed fifty dollars to the family to defray their funeral expenses. It also provided the widows of employees with three dollars a week for one year, allowing an additional dollar per week for each child less than twelve years of age. In cases where the employees were disabled, men were given five dollars a week until they were able to perform light work.

In all his endeavors, Eckley B. Coxe held himself to a high standard of honor. His standard of personal integrity created unusual circumstances when he was elected to the Pennsylvania State Senate in November 1880. Elected a Democrat from the 26th senatorial district, comprised of parts of Luzerne and Lackawanna counties, he declined to take the oath prescribed by the state constitution, thereby forfeiting the office. In an address to his constituents in January 1881, he explained that he was not able to swear to the fact that all his campaign funds had been contributed as "expressly authorized by law." He further stated, "I have done nothing in this campaign that I am ashamed of, or that was inconsistent with strict honesty." A detailed examination of his accounts shows expenses that were not considered "expressly authorized," but were also not uncommon for most of the political candidates in Pennsylvania. In holding himself to the strict letter of the law, he earned the respect of both Democrats and Republicans alike. The next year Eckley B. Coxe was again elected to the Senate, this time with a majority three times as large as the previous year.

Eckley's personal character made him a model senator and he took advantage of the opportunity to spread his opinions across the entire commonwealth. Belonging to the minority party in the Senate, Eckley was unable to initiate any legislation, but did remain vocal concerning many of the major issues of the day. He was particularly interested in the "Voluntary Trade Tribunal Statute," which dealt with the vexed topic of labor organizations. In addressing the Senate, Eckley argued, "Though not pretending to be a workingman, or in any way his representative, but, on the contrary, a large employer of labor of all kinds, I feel and admit that he has equal rights with me. What he properly demands, and what he will have, is justice. To be satisfied, he must feel that the bargain is fair, and that it has been reached in an honorable way, without any resort to coercion. He cares more for this than a slight addition to or a deduction from his daily pay. Where the workingman does not get his dues, trouble must ensue, and capital must pay its share of the bill, which is often a large one." Eckley made every attempt to treat his men with the respect they demanded. Even so, he was not immune to strikes, which brought his collieries to a halt on several occasions. When demands for increased wages by a joint committee of the Knights of Labor and the Miners' and Laborers' Amalgamated Association brought operations in the anthracite fields to a standstill in 1887, Eckley remained open to hearing the grievances of his men, but like many coal operators, refused to meet with organizations, as he did not believe they represented the best interest of his men. As labor struggled to organize in the latter part of the century, workingmen were as determined to stand by their unions as operators were to ignore them.

This state of affairs resulted in repeated struggles between labor and capital throughout the country, struggles that were especially bitter in the coalfields. When a congressional committee was appointed to investigate the labor troubles in Pennsylvania in 1888, Eckley testified, "It does not make any difference to us whether the men belong to any association or not. I do not care what association they belong to or what politics they have; it is none of my business; but when it came to the question, I was always willing and anxious to deal with my own men, and I expect to always; but I want to deal with the men who are interested to the particular question that I have got to settle." Eckley continued to remain active in the mining profession through his associations with numerous professional organizations, including the American Society of Mechanical Engineers, the American Society of Civil Engineers, the Engineer's Club of Philadelphia, the American Chemical Society, the Society for the Promotion of Engineering Education and the American Association for the Advancement of Science, to name just a few. In 1870, Eckley published a translation of Julias Weisbach's treatise, "A Manual of the Mechanics of Engineering and of the Construction of Machines, with an Introduction to the Calculus." Weisbach was a former professor of Eckley's at the Bergakademie in Freiberg, and an influential voice in the field of mechanics. This capacious volume, used primarily as a textbook, was completed at a monetary loss, but would, however, associate Eckley's name with one of the leading mechanical engineers in the world.

As Eckley continued to advance his own career and the anthracite industry as a whole, he never lost sight of his principal commitment to developing the lands of the Estate of Tench Coxe. In an effort to fully exploit the resources of his family's land, Eckley organized four additional companies in June 1893. The Drifton, Oneida, Tomhicken and Beaver Meadow water companies were organized to supply water to the industries and citizens of Hazle, East Union, Black Creek and Banks Township, respectively. On June 20, 1893, the capital stock of the four water companies, along with the stock of the Cross Creek Coal Company, Coxe Brothers and Company, Incorporated, the Delaware, Susquehanna and Schuylkill Railroad Company, and the Coxe Iron Manufacturing Company were placed into a trust under the control of Eckley B. Coxe, who served as president of them all. The trust was created to secure the continuation of the companies in the case of the death or sale of interest by any of the partners. The ownership of these companies was held in the same interest as that of the firm of Coxe Brothers and Company, being 4/15ths each with Eckley and Alexander Coxe, 3/15ths each vested in Henry B. and Eckley B. Coxe, Jr., and a 1/15th interest with Ezra B. Ely.

With the establishment of the various new Coxe enterprises, the business of the original firm (Coxe Brothers and Company) became limited to the operation of company stores at Fern Glen, Eckley and Drifton. This was no small point, however. By remaining a partnership, the Coxe family was not bound by the corporation laws of Pennsylvania, which prohibited the operation of company stores. But Coxe Brothers and Company stores respected the spirit of the anti-company store legislation. All Coxe employees were paid in cash that they could spend anywhere and not company script, which they would have to spend on overpriced goods at company stores. Eckley instructed his stores to sell goods as cheaply as possible and at no point were store debts deducted from an employee's wages. The various Coxe-owned enterprises remained in Eckley's charge till May 13, 1895, when at the age of 55, Eckley Brinton Coxe died of pneumonia. His death was mourned across the region as the buildings of Drifton were draped in black and Coxe collieries went idle. On the occasion of his funeral, every mine in the region suspended operations as a tribute to their deceased colleague.

Although Eckley was gone, his benevolence lived on through his wife of twenty-six years, Sophia Georgiana (Fisher) Coxe. Sophia undoubtedly served as Eckley's guiding light in his many altruistic endeavors. She was collectively known throughout the region as the "Angel of the Anthracite Fields" and the "Coxe Santa Claus." Sophia earned the latter title by providing the children of the Coxe mining towns with gifts and candy at an annul Christmas Party held in Cross Creek Hall. With the income guaranteed to her in Eckley's will, Sophia embarked on numerous acts of charity, funding additions to the Hazleton State Hospital, White Haven Sanitarium and the Philadelphia Children's Hospital. Sophia also advanced Eckley's work in education as a faithful benefactor of the Mining and Mechanical Institute of Freeland. She endowed the school with a new gymnasium and a trust fund to keep the school operating after her death, which occurred in 1926.

As Eckley's benevolence continued after his death, so too did his mining enterprises. His two surviving brothers, Alexander and Henry Coxe remained active in the business affairs of the Coxe mining companies, as Alfred E. Walter, a business associate, took control of the trust and presidency of the Coxe companies. The trust would subsequently pass to Irving A. Stearns from 1901 to 1905, when the trusteeship was canceled. The mining enterprises continued to expand through the turn of the century under the administration of Alexander B. Coxe. A graduate of the University of Pennsylvania, Alexander had distinguished himself in the Civil War, serving on the staff of Major-General George Meade. After the war, he played a major role in the financial management of Coxe Brothers and Company as the only Coxe partner, other than Eckley, who resided in Drifton. He continued to live near the collieries for nearly forty years.

In March 1900, Alexander initiated a series of business maneuvers to streamline the management of the various Coxe companies. He purchased the entire capital stock of the Coxe Iron Manufacturing Company and the selling agency, Coxe Brothers and Company, Inc. for the Cross Creek Coal Company. Now representing the combined capital of three companies, the Cross Creek Coal Company officially changed its name to Coxe Brothers & Company, Inc. The new company name distinguished only by the replacement of "and" by "&". Days later, the original firm of Coxe Brothers and Company was dissolved by agreement, with the remainder of its property and assets being assigned to the Cross Creek Coal Company for the sum of $300. The business of the firm would be continued by Coxe Brothers & Company, Inc. and the Delaware, Susquehanna & Schuylkill Railroad, both of which were owned in the same interest as the original firm. As both the executor of the Tench Coxe Estate and partner of Coxe Brothers & Company, Inc., Alexander was in a unique situation to further consolidate the management of the Coxe properties. On June 24, 1904, the numerous individual leases from the Estate of Tench Coxe to Coxe Brothers & Company, Inc. were consolidated into one blanket lease. The lease granted exclusive mining rights to the latter on the Drifton, Eckley, Stockton and Beaver Meadow properties, as well as on portions of the Tomhicken, Derringer and Oneida properties. The terms of the lease were agreed to continue until the coal was exhausted from the property or mining operations became unprofitable.

In 1904 Coxe Brothers was operating roughly 30,000 acres of land, although not all of it came from family leases. In addition to owning small portions of land, they still held leases on additional property from the Lehigh Valley Railroad Company, West Buck Mountain Coal Company, Anspach & Stanton, Black Creek Improvement Company and the Central Coal Company. The year 1904 also marked the death of Henry B. Coxe, leaving the sole responsibility of the company and the estate in Alexander's charge. With most of the family leaving the coalfields for homes in Philadelphia and nobody in the family willing to take the reins of the family business, the aging Alexander contemplated giving in to the railroads and selling off the mining operations. The Pennsylvania Railroad approached Alexander with an offer to purchase the entire operation of Coxe Brothers & Company, Inc., in an attempt to secure the valuable freight being produced at Coxe collieries. This freight totaled over one 1,500,000 tons of anthracite with 1,000,000 tons being mined directly from Coxe land. The LVRR, however, was not willing to lose its principal independent coal shipper and made Coxe Brothers a matching offer. Fortunately for the LVRR, Alexander Coxe served on its board of directors and in 1905 agreed to sell the whole of the Coxe mining enterprises to the LVRR.

The sale was completed on October 7, 1905, and included all of the property and assets of Coxe Brothers & Company, Inc. comprising, 1100 miners' houses, real estate in Chicago and Milwaukee, floating equipment in New York harbor, all the mined coal on hand as well as the leasehold rights covered in the 1904 lease. Also included in the sale were the Delaware Susquehanna & Schuylkill Railroad and the four Coxe subsidiary water companies. In return the LVRR paid a total of 18.4 million dollars, $6,400,000 being paid in cash and $12,000,000 in collateral trust four percent bonds, which could be redeemed in semi-annual payments of $500,000. The bonds were issued by the Girard Trust Company, which secured payment with Coxe Brothers & Company, Inc. stock, pledged by the LVRR. These bonds would mature in February 1926 at which time the stock was to be transferred back to the LVRR. The sale had the effect of taking the Coxe family out of the mining industry after forty years of successful operations.

The sale also marked the last major land acquisition by the LVRR, which competed in an industry that by some estimates controlled as much as 78% of the entire anthracite output. Nearly all of the other large independent operators had sold-out years ago, leaving the Coxe family operations as a relic of a day gone by. The family, however, would not forget the employees who gave the better part of their lives in service to the company. The Coxe Relief Fund was created by a resolution of the former stockholders of Coxe Brothers & Company, Inc. on October 31, 1905, and was funded by contributions from the Coxe family. In addition to paying off the sundry debts of the company, the fund provided a pension to numerous Coxe employees. The Coxe family benefited greatly from Alexander Coxe's management of the company. In addition to providing the estates of his former partners with an $18.4 million dollar sale, he secured the Heirs of Tench Coxe a steady income of coal royalties for years to come. The stress and anxiety of such an endeavor, however, had an adverse effect on his health. Just four months after completing the sale to the LVRR, Alexander B. Coxe died.

With all of the original Coxe partners dead, a new generation of Coxe heirs stepped in to manage the affairs of the Estate of Tench Coxe. In January 1906, Henry Brinton Coxe, Jr. and Alexander Brown Coxe, both sons of Henry B. Coxe, became the Estate Agents. The management of the estate's property remained in the hands of agents and attorneys-in-fact for its entire existence, one member of which was always a descendant of Tench Coxe.

Although selling all of its direct interests in mining, the Coxe family retained ownership of the land it leased to Coxe Brothers & Company, Inc., now a subsidiary of the LVRR. Indirectly having control of the leases to the Coxe property, the LVRR subleased the mining rights of the Coxe land to the Lehigh Valley Coal Company, placing Coxe Brothers in the business of preparing coal at the breakers.

For years Federal law had prohibited railroad companies from owning their own coal properties, a law that was easily avoided by placing control of their properties with a coal company whose stock they owned entirely. Laws seeking to put an end to monopolistic trusts were becoming increasingly more stringent, however, placing all of the major rail lines in the anthracite field at risk of prosecution. In June of 1906, the Hepburn Act passed into law. Containing a commodities clause, it explicitly forbade the interstate shipment by railroad companies of any mining product in which they held a direct or indirect interest.

The LVRR became an easy target for the law. The railroad could not readily disguise its ownership of Coxe Brothers & Company, Inc. because it was paying for the purchase with railroad bonds. A decision in 1911, by the District Court of the United States for the Southern District of New York, affirmed that the LVRR was in violation of the Commodities Clause of the Hepburn Act by its stock ownership of both the LVCC and Coxe Brothers & Company, Inc. To evade the clause the Lehigh Valley Coal Sales Company was organized in an attempt to distance the railroad from its mining operations. The sales company purchased Coxe Brothers and Lehigh Valley coal at the breakers and distributed it to the various dealers.

The Lehigh Valley Railroad Company's entanglement with its coal properties remained obvious nonetheless and in March 1914, the Federal Government filed suit against the railroad for trust evasion, charging it with violations of both the Sherman Anti-Trust Act and the Hepburn Act. After six years of litigation, a decision was handed down ordering the dissolution of the Lehigh Valley mining combination. The final decree of the court was handed down in November 1923, outlining the exact steps the court required. The decree called for the creation of a trusteeship that would hold the complete voting power of Coxe Brothers & Company, Inc. stock. The trustee was further ordered not to vote the stock in any way that would bring about a unity of interest or a suppression of competition between the two companies. Under the direction of the Coxe trustee, Coxe Brothers & Company, Inc. went through a series of changes in the operation of their property. In 1929 management of the Coxe properties was turned over to the Jeddo-Highland Coal Company, operated by Donald Markle, son of the highly successful retired anthracite operator, John Markle. The change in management took control of the Coxe Brothers property out of the hands of the LVCC, severing the remaining links with the LVRR. The agreement with Jeddo-Highland had been in place for seven years when, in 1936, Coxe Brothers & Company, Inc. was given direct control of its mining operations, placing them back in the business of mining coal for the first time since the company was sold in 1905.

Management by Coxe Brothers did not prove to be very sound, as strikes repeatedly shut down operations. During a strike in 1938, an operative employed by the company to spy on the men reported, "They say the company is not providing and using props at any place – that no effort is being made to save the roof. They say no coal is being taken which entails the expenditure of anything but the minimum amount of money. This they interpret to mean the abandonment of the company's operations there in the near future is a certainty. This is now the basis for the strike." The poor management of Coxe Brothers under the control of its board of directors, many of whom were directors of the LVRR, did not go unnoticed by the Coxe trustee and in 1940 management of Coxe Brothers & Company, Inc., once again, was turned over to the Jeddo-Highland Coal Company. Management of portions of some properties were also granted to the Gowen Coal Company, Wolf Collieries Company, Pardee Brothers and Company, Inc., Sterrick Creek Coal Company and the Haddock Mining Company.

The year 1940 marked the last year that Coxe Brothers had any direct or indirect control concerning mining, selling or transporting coal from its leased property. The anthracite industry saw peak years of production during World War I, but then began a steady decline from which it would never recover. By the 1940s coal operators were becoming increasingly scarce giving the LVRR an opportunity to regain control of the capital stock of Coxe Brothers & Company, Inc. In 1942 they petitioned the United States Government to end the trusteeship, arguing that Coxe Brothers & Company, Inc. acted strictly as a property agent without any control of the operators' policies. They further argued that 82% of the coal on Coxe Brothers property had been removed since the trusteeship was created and with the decreased market for anthracite coal, finding a buyer of the Coxe Brothers stock would be nearly impossible.

The courts handed down a decision in favor of the railroad and ordered the stock of Coxe Brothers & Company, Inc. returned to the LVRR. The return of Coxe Brothers' stock was authorized by the courts with the explicit requirement that quarterly reports concerning the financial condition and conduct of business be submitted to the office of the Attorney General of the United States. The approval of the Attorney General's office was also required before Coxe Brothers could change the terms or execute any new lease. In its petition to the courts the LVRR alluded to the "short prospective life of Coxe Brothers & Company, Inc." This attitude appears to be confirmed upon the latter's return to LVRR control. A memo from C.E. Hildum, Vice President of the LVRR, in June 1943, stated, "Coxe Bros. presumably could use its cash to continue mining operations, either by its own organization or through management agreements, until its working funds were exhausted, or until its operating leases exceeded the Railroad Company profits from the movement of coal."

The LVRR was once again mining for freight, a practice that ultimately brought about a significant decrease in coal royalties for the Heirs of Tench Coxe. In 1943, Coxe Brothers & Company, Inc. leased over 19,000 acres of land, 79% of which was leased from the Estate of Tench Coxe. The remaining portions were either owned in fee or leased from the Deringer Estate, LVCC or the Estate of Charles S. Coxe. For the next seven years Coxe Brothers did not operate any of its collieries but was still required to obtain the heirs' consent before subleasing to tenants. The Estate Agents, however, were unhappy with the way Coxe Brothers was managing their property. The agents believed that Coxe Brothers & Company, Inc. was mainly interested in obtaining freight for the railroad rather than obtaining the maximum income from the properties.

Coxe Brothers was further criticized for allowing the Haddock Mining Company to operate the Beaver Meadow, Deringer and Tomhicken properties without paying royalties or taxes for a period of nine months. In 1938, an amendment was made to the 1904 lease in which royalties were to be paid to the estate on a profit-sharing basis, with 2/3 of the net income being paid in royalties. The estate was then permitted to employ accountants to examine the records of Coxe Brothers. The accountants found numerous discrepancies in Coxe Brothers' accounts and in February 1949 the Heirs of Tench Coxe filed a lawsuit against Coxe Brothers & Company, Inc. to recover $350,000 due them in royalties. The heirs charged that Coxe Brothers took unauthorized deductions in computing their net income, the basis for establishing royalty payments. The lawsuit, however, was just an example of the animosity that existed between the two interests. It eventually became the clear desire of the Estate Agents to eliminate Coxe Brothers & Company, Inc. as a "middleman" by canceling the terms of the 1904 lease.

In 1950, the Estate Agent, Daniel M. Coxe, called a meeting of the Coxe heirs to discuss the canceling of their lease with Coxe Brothers & Company, Inc. It was agreed by all parties involved that the result of such an action would create considerable savings on overhead and increased royalties to the Estate. As part of the settlement agreement from the lawsuit filed a year earlier the terms of the 1904 lease were canceled. In addition, Coxe Brothers assigned all of its subleases, titles to culm and refuse banks, its fee land, mining equipment, drainage tunnels and miners houses to the Estate of Tench Coxe. Of particular significance in this agreement was the stipulation that all of the maps, leases, surveys, correspondence and records of every nature relating to the property be transferred to the Estate. The ownership of these records were retained by the Estate until 1968 when they were transferred to the Historical Society of Pennsylvania, as a portion of this collection. The courts approved the settlement agreement in July 1950, having the effect of putting Coxe Brothers & Company, Inc. out of business and in line for liquidation. Coxe Brothers was officially dissolved in July of the following year with distribution to its stockholders, the LVRR. The settlement also placed the Coxe family in direct control of its landholdings for the first time in forty-five years.

By 1950, the anthracite industry was a shell of its former self. A deflated market for anthracite led to decreased income for the estate. Under the direction of the agents, new leases were granted to mining operations, including the Jeddo-Highland Coal Company, but finding additional tenants proved to be extremely difficult. Given the state of affairs in the anthracite fields it soon became the clear intention of the Tench Coxe Estate to divest itself of its land holdings.

In 1956, the first major land sale was completed for 2,000 acres, to the Beryllium Corporation of Reading to establish the firm's new Nuclear Division. The land sale trend continued in 1959 with the sale of the Drifton Village and again in 1960 with the sale of Tomhicken. Coal production on estate lands was down to 62,744 tons in 1960 without any hope of future improvements. Facing the prospect that the majority of accessible coal deposits had been exhausted and profitable leases were no longer available, Daniel urged to the heirs to liquidate the real estate of the Estate of Tench Coxe. The large number of individuals, estates and trusts holding an interest in the Tench Coxe Estate, however, made property sales extremely difficult.

With over fifty-seven distributees, representing 108 heirs on two continents, the fractional interests of the estate were getting smaller as the number of heirs multiplied with each generation. To avoid the lengthy task of securing consent from all of the individual family members, the heirs and owners of the Tench Coxe properties executed a trust agreement, which conveyed their authority to sell the family property to a group of trustees, which included Daniel M. Coxe, Eckley B. Coxe, III and Tench C. Coxe, Jr. The trust was organized under the name Tench Coxe Properties Liquidating Trust in December 1961.

Initially, the trust was able to sell only small portions of the property, but nonetheless actively pursued a buyer for the large acreage that remained. The trust liquidated the last remaining portions of the estate lands in 1966, with the sale of 16,400 acres to Butler Enterprises, Inc., owned by the prominent Philadelphia real estate developers, Philip and Nathan Seltzer. Butler Enterprises was drawn to the area due in large part to the efforts of Can-Do, Inc., (Community-Area New Development Organization). This citizen-sponsored organization was established in 1956 with the intention of drawing new industries to the Hazleton region, which Philip Seltzer described as being one of the "great progressive areas of Pennsylvania." Can-Do, Inc. functioned with assistance from the Coxe family, which had a great deal to gain from increasing the vitality of the region.

The assistance was also very much characteristic of the Coxe family's tradition of providing support for the social and economic development of the region. The transfer of title to Butler Enterprises marked the end of an era for the Coxe family, an era spanning over 150 years of direct involvement with the people and geology of the area. An example of this relationship between labor and capital can be seen today at Eckley Miners Village, a historic site representing a nineteenth century company mining town or "patch town." The site is maintained by the Pennsylvania Historical and Museum Commission, on land once owned by the Estate of Tench Coxe. The family's impact will also continue to be felt at MMI Preparatory School, which continues to benefit from contributions from the Heirs of Tench Coxe and the Sophia Coxe Charitable Trust.

Although the Coxe family has long since left the coalfields of Northeastern Pennsylvania, the potential still exists for the Coxes to return to the region, through the auspices of Tench Coxe, Inc. Established in 1968, this company holds the gas and oil rights to roughly 13,000 acres of property included in the sale to Butler Enterprises. Although the prospect of discovering gas and oil may not be substantial, large domes discovered on the property in the 1950's may prove to be valuable storage sites for natural gas surpluses pumped into the Northeast during summer months. The domes are situated at depths of 18,000 feet, which do not make them economically useful to date.

Source

Coxe Family Mining Papers, Background Notes, Historical Society of Pennsylvania, 2001. (last accessed February 28, 2022, http://www2.hsp.org/collections/coxe/findingaid.html)

Related Materials:

Materials at Other Organizations

Historical Society of Pennsylvania

Coxe Family Papers, 1638-1970 (inclusive), 1730-1900 (bulk)

The collection is broken into three major series of papers. They include the Tench Coxe section, 1638, 1776-1824, 1879; the Charles Sidney Coxe, Edward Sidney Coxe, and Alexander Sidney Coxe legal papers section, circ 1810-1879; and Third Party Papers, circa 1722-1815. The Tench Coxe Section is broken down further into four series: Volumes and printed materials; Correspondence and general papers; Essays, addresses and resource material; and Bills and receipts

Coxe Family Mining Papers, 1774-1968

The Coxe family mining papers document the history of what once was the largest independent anthracite coal producer in the United States

The William J. Wilgus Collection, 1915-1916

Documents the valuation conducted by William Wilgus during 1915 and 1916 on land and property either owned or leased by Coxe Brothers and Company, Inc. Coxe Brothers was a company that mined and leased anthracite coal lands in northeastern Pennsylvania.

Provenance:

The collection was donated by Tench Coxe Properties through Daniel M. Coxe, Senior Trustee to the Division of Extractive Industries, National Museum of History and Technology (now the National Museum of American History). The exact date of the acquisition is unknown, but it is presumed to be pre-1978.

Restrictions:

The collection is open for access. Unprotected photographs and negatives must be handled with gloves.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Anthracite coal  Search this

Coal mines and mining  Search this

Coal mines and mining -- Pennsylvania  Search this

Company towns  Search this

Mines  Search this

Mining  Search this

Mining equipment  Search this

Genre/Form:

Agreements

Blueprints

Correspondence -- 19th-20th century

Deeds

Drawings -- 19th century

Drawings -- 20th century

Glass plate negatives

Legal documents -- 19th century

Maps

Patents -- 19th century

Photographs

Photographs -- 19th century

Tracings

Citation:

Coxe Brothers Collection, Archives Center, National Museum of American History.

Identifier:

NMAH.AC.1002

See more items in:

Coxe Brothers Collection

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep8e29ebe7f-2837-4d3e-938e-6f844f019642

EDAN-URL:

ead_collection:sova-nmah-ac-1002

Maker:

unknown  Search this

Physical Description:

painted (overall production method/technique)

fabric, pressed felt (overall material)

multicolored (decoration (eagle) color)

eagle (decoration (eagle) motif)

brown (overall color)

green; black (underbrim color)

gold (lettering color)

yellow (decoration (banner) color)

paint (overall material)

Measurements:

overall: 6 1/4 in x 12 in x 13 3/8 in; 15.875 cm x 30.48 cm x 33.9725 cm

Object Name:

hat, fire

Place made:

United States

Date made:

1810-1860

Subject:

Anchors  Search this

Eagles  Search this

Fire Fighting  Search this

Fraternal Associations  Search this

Related Publication:

McCosker, M.J.. The Historical Collection of the Insurance Company of North America

Credit Line:

Gift of CIGNA Museum and Art Collection

ID Number:

2005.0233.0029

Catalog number:

2005.0233.0029

Accession number:

2005.0233

See more items in:

Home and Community Life: Fire Fighting and Law Enforcement

Cultures & Communities

Clothing & Accessories

Fire Hats

Work

Firefighting Collection

Art

Data Source:

National Museum of American History

GUID:

http://n2t.net/ark:/65665/ng49ca746ac-06c3-704b-e053-15f76fa0b4fa

EDAN-URL:

edanmdm:nmah_1318657

Collector:

Warshaw, Isadore, 1900-1969  Search this

Inventor:

Gaunt, Henry C.  Search this

Series Creator:

Warshaw, Isadore, 1900-1969  Search this

Extent:

1 Item

Container:

Box 3

Type:

Archival materials

Photographs

Stereographs

Date:

1880s

Scope and Contents:

One image of a miniature steam fire engine and a man, presumably Henry C. Gaunt, the builder of the engine.

Restrictions:

Unrestricted research use on site. Photographs must be handled with white cotton gloves, unless protected by plastic sleeves.

Series Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Inventions -- 19th century  Search this

Firefighting equipment -- Stereographs  Search this

Inventors -- 1880-1900  Search this

Genre/Form:

Stereographs -- 1880-1900

Series Citation:

Warshaw Collection of Business Americana, Archives Center, National Museum of American History, Smithsonian Institution

Sponsor:

Funding for partial processing of the collection was supported by a grant from the Smithsonian Institution's Collections Care and Preservation Fund (CCPF).

See more items in:

Warshaw Collection of Business Americana, Series 2: Other Collection Divisions

Warshaw Collection of Business Americana, Series 2: Other Collection Divisions / 2.3: Stereographs / Inventions

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep85b059738-03eb-48a0-8f78-7c926dad2faf

EDAN-URL:

ead_component:sova-nmah-ac-0060-s02-ref2799

Creator:

Baldwin Locomotive Works  Search this

Former owner:

National Museum of American History (U.S.). Division of Transportation  Search this

National Museum of American History (U.S.). Division of Work and Industry  Search this

Names:

Baldwin, Matthias W. (industrialist)  Search this

Extent:

1.5 Cubic feet (4 volumes)

Type:

Collection descriptions

Archival materials

Business records

Clippings

Articles

Blueprints

Trade literature

Photographs

Specifications

Scrapbooks

Letterheads

Contracts

Date:

1867-1929.

Scope and Contents note:

Four scrapbooks containing items relating to the Baldwin Locomotive Works, including: blueprints, photographs, examples of company letterhead and blank company forms, clippings and articles, business records such as contracts and specifications, trade literature, and miscellany.

Arrangement:

1 series.

Biographical/Historical note:

The Baldwin Locomotive Works was started as a sole proprietorship by Matthias W. Baldwin in 1831. The company was the largest railroad engineering plant of its kind in the world. It is now out of business.

Provenance:

Collection donated by James C. Macinnes.

Restrictions:

Collection open for research on site by appointment. Unprotected photographs must be handled with gloves.

Rights:

Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.

Topic:

Transportation  Search this

Railroads  Search this

Locomotive industry -- Pennsylvania  Search this

Genre/Form:

Business records -- 1860-1930

Clippings

Articles

Blueprints

Trade literature

Photographs -- 20th century

Specifications

Scrapbooks

Letterheads

Contracts

Photographs -- 19th century

Citation:

Baldwin Locomotive Works Scrapbooks, 1867-1929, Archives Center, National Museum of American History.

Identifier:

NMAH.AC.1181

Archival Repository:

Archives Center, National Museum of American History

GUID:

https://n2t.net/ark:/65665/ep85600ce6e-4879-40e7-b337-7596e29f67b3

EDAN-URL:

ead_collection:sova-nmah-ac-1181