Garrett, John W. (John Work), 1820-1884 Search this
Latrobe, Benj. H. (Benjamin Henry), 1807-1878 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
Annual reports
Correspondence
Drawings
Glass plate negatives
Negatives (photographic)
Photographs
Tracings
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 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:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
St. Lawrence River Power Development Commission. Search this
Former owner:
National Museum of American History (U.S.). Division of Mechanical and Civil Engineering Search this
National Museum of American History (U.S.). Division of Work and Industry Search this
Extent:
1 Cubic foot (3 boxes, 3 map-folders)
Type:
Collection descriptions
Archival materials
Reports
Photograph albums
Maps
Place:
Great Lakes (North America)
St. Lawrence River
Date:
1899-1932
Scope and Contents note:
The papers of Silas H. Woodard include the Isthmian Canal Commission Report containing text, maps, profiles, and plates, 1899-1901; photograph albums on the East River Tunnel, 1904-1908; reports on the regulation of the levels of the Great Lakes, 1910-1914; and reports dealing with the development of hydroelectric power on the St. Lawrence River, 1930-1932.
Arrangement:
Collection is arranged into one series.
Biographical/Historical note:
Silas H. Woodard, civil engineer specializing in power development, dams, tunnels, and foundation work, served as an engineer for the Isthmian Canal Commission, 1899-1902; the Pennsylvania Railroad, 1902-1909; and the Engineering Board of the St. Lawrence River Power Development Commission, 1930s. Woodard also worked as a consulting engineer.
Related Materials:
Materials at the Archives Center
Panama Canal Commission Photonegatives (AC1116)
Joe Britton Panama Canal Zone Photographs (AC1234)
W.P. Stine Panama Canal Papers (AC1039)
Katherine Kingsford Panama Canal Photograph Album (AC1040)
W.A. Fishbaugh Panama Canal Photograph Album (AC1021)
John Frances Little Panama Canal Scrapbook (AC0708)
Charles Wood Panama Canal Photograph Album (AC1114)
Robert Dearborn Panama Canal Glass Negatives (AC1111)
William Currie Photograph Album (AC1043)
Roland A. McCrady Photograph Collection (AC0710)
George S. Morison Collection (AC0978)
George W. Sims Papers (AC0127)
William R. Hutton Papers (AC0987)
Division of Cultural History Lantern Slides and Stereographs (AC0945)
Robert F. Olds Collection (AC0231)
Provenance:
Immediate source of acquisition unknown.
Restrictions:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
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:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
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
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
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 MarÃa 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:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
The records document the work of consulting engineers and bridge builders, Ralph Modjeski (1861-1940) and Frank Masters (1883-1974) of Harrisburg, Pennsylvania.
Scope and Contents:
This collection documents the civil engineering career of Ralph Modjeski (1861-1940) and Frank masters (1883-1974). The materials include bound volumes and loose photographs of bridge work-in-progress; printed reports; articles, pamphlets; drawings, blue prints and tracings of bridges; letterpress books of correspondence; contracts; reports; studies of bridge materials; and glass plate negatives and lantern slides depicting bridges.
Arrangement:
The collection is arranged into ten series.
Series 1: Biographical Materials, 1915-1986
Series 2: Letter Press Books, 1898-1906
Series 3: Photographs, 1878-1979
Series 4: Contracts, 1895-1960
Series 5: Printed Materials, 1862-1969
Series 6: Newspaper Clippings, 1924-1941
Series 7: Lantern Slides, undated
Series 8: Glass Plate Negatives, 1906-1926
Series 9: Film Negatives, 1924, undated
Series 10: Drawings, 1901-1952
Biographical / Historical:
Rudolphe Modrzejewski was born to Helena Jadwiga Opid (d.1909) and Gustav Sinnmayer Modrzejewski (d. 1901) on January 27, 1861, in Cracow, Poland. His mother was an internationally known stage actress who went by the name Helena Modrzejewska. In 1868, Helena married Count Karol Bożenta Chłapowski. In July 1876, Helena and Rudolphe emigrated to America, where, for purposes of American citizenship, the Polish form of their surname was later changed to Modjeski (feminine form Modjeska). Modjeski became a naturalized citizen in 1883 in San Francisco, California.
In 1882, Modjeski returned to Europe to study at the Ecole Des Ponts et Chaussees and graduated in 1885 with a degree in civil engineering. Modjeski worked with prominent civil engineer and "Father of American Bridge Building," George S. Morison, on the Union Pacific Railroad Bridge over the Missouri River at Omaha as an assistant engineer. He remained with Morison from 1885 to 1892. Some of his assignments included working in the shops which produced steel sections; the design office where he advanced to chief draftsman; and as an inspector of quality control in shops that fabricated steel elements. Modjeski worked with Morison on his Willamette, Nebraska City, Sioux City, Winona, Cairo, and Memphis bridges across the Mississippi River. The Memphis bridge was the longest span cantilever in the country at the time.
In 1893, Modjeski opened a civil engineering practice in Chicago with S. Nicholson. After some financial difficulties, Nicholson and Modjeski dissolved their partnership. Modjeski's first individual large commission was the bridge at Rock Island, Illinois (1895) across the Mississippi River where he designed and supervised the construction of the bridge for the federal government and the Chicago, Rock Island and Pacific Railway Company.
In 1902, Modjeski went into partnership with fellow civil engineer, Alfred Noble (1844-1914) forming the firm of Noble and Modjeski. He went into partnership with Walter Angier, under the name Modjeski and Angier, civil and inspecting engineers, between 1912 and 1924 with several offices around the United States. Angiers had worked with him beginning in 1902 on the bridge across the Mississippi at Thebes, Illinois. Modjeski partnered, in 1924, with Frank Masters (1883-1974), who had worked with him and Angiers between 1904 and 1914 on the Memphis and Louisville Bridges, forming Modjeski and Masters. Clement E. Chase and Montgomery B. Case later joined the firm as partners. In 1937, Masters assumed full control and ownership of the firm which specialized in the design and construction supervision of large bridges and other structures, rehabilitation and reconstruction of existing bridges, the design of highways and expressways, subways and wharves, the design of large and complex foundations, inspection of construction materials, and the creation of surveys, investigations and reports.
Modjeski built and/or consulted on over forty bridges in his lifetime. He built truss, steel arch, and suspension bridges. He introduced steel tower pylons in place of masonry towers and he used better grades of steel, such as new steel alloys with improved strength and durability. He also introduced advancements in the design of cable configurations and deck-stiffening beams. Some of his major projects included: the Columbia River and Willamette bridges, McKinley Bridge at St. Louis; the Celilo Railroad Bridge at Celilo, Ohio; the Thebes Bridge over the Mississippi; the Quebec Bridge over the St. Lawrence River; the Delaware River Bridge; the San Francisco-Oakland Bay Bridge, the Manhattan Bridge, and the Mid-Hudson Bridge.
On December 28, 1885, Modjeski married Felicie Benda (d. 1936) in New York and the couple had three children: Felix Bozenta Modjeski (1887); Marylka Stuart Modjeski (1894) and Charles Emmanuel John Modjeski (1896-1944). Ralph and Felicie divorced in 1931. He later married Virginia Giblyn on July 7, 1931. Modjeski died in Los Angles on June 26, 1940.
Raymond E. Wilson Covered Bridge Collection, 1958-1974 (AC0999)
Materials at Other Organizations
Southern Illinois University, Morris Library Special Collections
Walter E. Angier photograph collection, 1901-1915
Walter E. Angier Vertical File Manuscript, 1924
Michigan Historical Collections, Bentley Historical Library, University of Michigan
Alfred Noble Papers, 1862-1922
Provenance:
The collection was donated by Modejeski and Masters Consulting Engineers, through Joseph J. Scherrer, October 2, 1990.
Restrictions:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
Cooper-Bessemer Corporation (Mt. Vernon, Ohio) Search this
Former owner:
National Museum of American History (U.S.). Division of Mechanical and Civil Engineering Search this
Extent:
27 Cubic feet (68 boxes, 1 map-folder)
Type:
Collection descriptions
Archival materials
Advertising
Airbrushing
Cashbooks
Correspondence
Catalogs
Drawings
Financial records
Letterpress copybooks
Photographs
Price lists
Newsletters
Trade literature
Date:
1870-1961
Summary:
These records document the activities of the Cooper-Bessemer Corporation of Mt. Vernon, Ohio, and Grove City, Pennsylvania, manufacturers of steam, gas, and oil engines, compressors, and furnaces.
Scope and Contents note:
These records document the activities of the Cooper-Bessemer Corporation of Mt. Vernon, Ohio, manufacturers of steam, gas, and oil engines; compressors; and furnaces through correspondence, financial materials, trade literature and photographs.
Arrangement:
The collection is arranged into eleven series.
Series 1: Background Materials, 1895-1944
Series 2: Correspondence, 1866-1961
Series 3: Financial Materials, 1888-1929
Series 4: Newsletters, 1917-1942
Series 5: Product and Sales Materials, 1870-1961
Series 6: Advertising Materials, 1921-1945
Series 7: Printed Materials, 1902-1953
Series 8: Photographs, 1881-1930s
Series 9: Air Brushed Photographs/Renderings, 1909-1930s, undated
Series 10: Glass Plate Negatives, 1906-1913, undated
Series 11: Drawings, 1906-1944
Biographical / Historical:
C. & G. Cooper Company was founded by Charles (1811-1891) and Elias Cooper (1814-1848) in 1833 in Mt. Vernon, Ohio. Situated in Central Ohio, abundant supplies of coal, iron and natural gas were available to the Cooper brothers as well as proximity to the Baltimore and Ohio Railroad lines. Previously, the brothers opened a coal mine in 1832 and then a foundry for casting metals. Their principal products were plows, carding machines, and special power machinery. In 1848, Elias Cooper died and Charles Cooper sold an interest in the Company to T.L. Clark and the firm changed its name from to C. & E. Cooper to Cooper & Clark. In 1852, John Cooper (1824-1916), the younger brother of Charles and Elias, joined the company and became known as Coopers & Clark. T.L. Clark retired in 1853 and the company became C. & J. Cooper.
In 1852, the company built its first blowing engine and with the growth of the railroad system and a demand for railroad equipment, the company responded with manufacturing steam locomotives. In 1865, F.L. Fairchild (d. 1912) joined the company as a partner and the firm became known as C.& J. Cooper & Company. J.C. Debes, a mechanical engineer formerly of the George H. Corliss Works, began working for the company in 1865 designing Corliss engines that came to market in 1869. Corliss engines would become a principal product of the company by 1886. Colonel George Rogers (son-in-law of Elias Cooper) joined the company when John Cooper retired and the name once gain changed to C. & G. Cooper & Company. By 1881, Desault B. Kirk (son-in-law of Charles Cooper) and son, C.F. Cooper (d. 1894) along with E.H. Fairchild and B.F. Williams became active partners in the company. In 1929, Cooper merged with Bessemer Gas Engine Co. of Grove City, Pennsylvania, to form Cooper-Bessemer Corporation. Cooper Machinery Services is the current equipment manufacturer for Cooper-Bessemer engines.
During World War One and World War Two, the company made munitions—steel shells, special purpose lathes, surface grinders and multiple-head cutting off machines—to aid the Allies. Its work contributed to faster and more efficient production for the war effort and earned it the Maritime "M" and Army/Navy "E" Awards. Over the years, the company's products included: simple and compound Corliss engines, gas and diesel engines, rolling mill engines, marine engines, compressors, and power units for ice and refrigeration, cotton-ginning and oil-milling.
Sources
Cooper Machinery Services (last accessed on April 12, 2022 https://www.cooperservices.com/our-company/heritage/cooper-origins/the-history-of-cooper-bessemer/)
C. & G. Cooper Company, Seventy-Five Years of Engine Building, Mount Vernon, Ohio, 1900.
100 Years of Power, Cooper-Bessemer, 1833-1933, 1933.
Related Materials:
Materials at the National Museum of American History
Smithsonian Institution Libraries, Trade Literature Collection
Includes Cooper-Bessemer Corporation, Chapman Engineering Company, and Hope Engineering and Supply Company.
Provenance:
The collection was donated by the Cooper-Bessemer Corporation, through Robert S. Warren, Manager of Advertising and Public Relations, in 1965 and 1969.
Restrictions:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
United States of America -- Pennsylvania -- Montgomery County -- Pottstown
Scope and Contents:
The folder includes a worksheet, copies of photographs, copy of Pennsylvania Historic Resource Survey form, copies of public sale announcements, 1843 property inventory, 1754 deed, and garden plan.
General:
The property, being primarily a farm, had a relatively simple garden behind the house except for more sophisticated landscaping by the former owners of the Tudor-style house. Historically, there has been a strong connection of the property to the old Schuylkill Canal. In the early 19th century, the farm was used to raise mules needed to pull the barges from upstate Pennsylvania to Philadelphia. The present owners wished to emphasize the natural landscape. A pond is fed from run-off from a spring. Rhododendrons are interspersed with grassy areas and stone walls. A trip to a Japanese garden, designed by Kobori Enshu, inspired the owners to recreate it using stones to represent cranes and a small central peninsula representing the island of eternal youth. A later trip to Thailand inspired the garden's Thai Spirit House. The garden has been used for Thai students to perform dances, for weddings, and as a gathering place for Easter sunrise services and garden tours.
Special appreciation for the owners' children's hard work is shown by placing bronze statues in special garden settings. "Celebration," by L'Deane Trueblood (1999), is dancing in a large oval garden. The bronze statue, "Wings," by Gary Price (1996), stands on a high rock depicting a young boy launching his model plane. "Child of Peace," by Edward Fenno Hoffman III. (1960), depicts a boy cuddling a dove. "Garden Chimes," by Val Bertoia (2000), represents the gardener's love for music.
Persons associated with the garden include: Thomas and Richard Penn (patent owners, 1754); James and John Ingles (former owners, 1754-1806); Christian and Daniel Beary (former owners, 1806-1836); Eli Harley (1836-1844); John Reifsnyder (former owner, 1844-1847); Schuylkill Navigation Company (former owner, 1847-1896); Reading Railroad (former owners, 1896-1914); Joseph Elwood Reitenbaugh (former owner, 1914-1928); Anthony N. Bullock (former owner, 1928-1934); G. Clymer Brooke (former owner, 1934-1945); Claude and Minnie Shelton (former owners, 1945-1970); and Robert Clevenger (former owner, 1970).
Related Materials:
Company Farm related holdings consist of 1 folder (12 35 mm. slides and 2 photoprints)
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.
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.
National Museum of American History (U.S.). Division of Mechanical and Civil Engineering Search this
National Museum of American History (U.S.). Division of Work and Industry Search this
Extent:
57 Cubic feet (60 boxes, 97 map-folders)
Type:
Collection descriptions
Archival materials
Blueprints
Mechanical drawings
Tracings
Glass negatives
Photographs
Drawings
Date:
circa 1880-1980
Scope and Contents:
Collection consists of six hundred sixty-eight (668) glass negatives relating to the Erie Railroad. Subjects include stations, train cars, railroad employees, employees' recreational activities, ferries, construction, street scenes, and resort hotels; drawings of structures built by the various railroads which, at the time of the donation, constituted the Consolidated Rail Corporation. Included are linen tracings, blueprints, and mechanical copies; and two cubic feet of photoprints made from negatives in the Erie Railroad Collection.
Arrangement:
The collection is divided into seven series.
Series 1: Photographs
Series 2: Glass Plate Negatives
Series 3: Lists
Series 4: Subject Files
Series 5: Specifications for Bridges, Buildings and Terminals
Series 6: Drawings
Series 7: Bridge Notebooks
Biographical / Historical:
The Erie Railroad was founded in 1832 by large group of investors from the Southern Tier Counties of New York. Among these investors, businessman Eleazar Lord had been among the originators and later became the first president of the company. The railroad's construction took place from 1832 to 1851 with a seven-year pause between 1842 and 1849.
At the time of its completion, the Erie Railroad was the largest railway system in the United States, both in length, 446 miles, and in gauge, six feet. Thanks to its tracks span from New Jersey to Illinois and itsabove-average gauge, it could transport larger cargo.
Throughout its history the company underwent numerous bankruptcies and merged with several companies. The first merger was in 1960 with the Delaware, Lackawanna and Western Railroad creating the Erie Lackawanna Railroad. The second was in 1976 when the once-again bankrupt company merged with five other lines to create Conrail.
Source
Allegany County Historical Society, Andover, New York
https://www.alleganyhistory.org/culture/transportation/railroads/erie-railroad/1060-the-erie-railroad (Last accessed on Decemeber 3, 2019)
Provenance:
Originally collected by the National Museum of American History's Division of Mechanical and Civil Engineering's reference collection.
In 1978, 668 glass plate negatives documenting Erie railroad stations were purchaed from Walter Olevsky; in 1987 drawings of structures built by the various railroads which, at the time of the donation, constituted the Consolidated Rail Corporation were donated; and in 2007, two cubic feet of photoprints and nine cubic feet of archival records were transferred from the Division of Work and Industry to the Archives Center.
Restrictions:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
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:
Materials in this category document the commercial lumber trade of both raw and finished material by producers, dealers, and wholesalers. The application of lumber in residential and commercial building is well-represented, as well as other uses such as infrastructure use in railroad ties, telephones, and marine building.
Documents include receipts and invoices, correspondence, a lumber account book, advertisements, association documents, business cards, caricature, images, import/ export documents, legal documents, patents, preservation, price lists, product samples, publications, shipping and receiving documents, and trade literature.
No extensive runs or complete records exist for any single company or brand, and there is no detailed information for any single subtopic though some publications may provide general and historical overviews of a person, company, or facet of industry.
Arrangement:
The collection is arranged into three subseries.
Series 1: Business Records and Marketing Material, 1790-1930
Thomson, L. & Co., Wholesale Lumber Dealers, Albany, NY
Timber Engineering Company
Timber Structure Inc.
Towner, B.A. & Son, Wholesale Lumber Dealers, Albany, NY
Upson Company
Towner, J.O. & Co., Wholesale Lumber Dealers, Albany, NY
Trask & Clark Wholesale Dealers, Woonsocket
Tucker & Kelly , Wholesale Lumber Dealers, Albany, NY
Turck, William Wholesale & Retail Lumber Co.
Uhler, Peter Timber Manufacturer, Easton, PA
United States Gypsum Company
United States Plywood Co.
Vandemark, S. & Sons
Vanderbilt & Hopkins, Dealers and Manufacturers of Lumber
Vanderbeek & Sons
Vandenburg, H.L. & Co.
Valley Tie & Timber Co.
Veneer Assn.
Virginia Tie & Lumber Co., Virginia
Vose, Rodney, Lumber Merchant & Forwarder
Ward, J.C. & Son
West Coast Lumberman's Assn., Seattle, Washington
Weyerhaeuser Forest Products
White, John T. & Son, Philadelphia, PA
White, Loveland, & Co.
Whitney, Baxter D. & Son, Inc., Wichendon, MA
White Pine
Whitney, C.D. Jr. & Co., Wholesale Lumber Dealers, Albany, NY
Williams, C.P. & Co., Wholesale Lumber Dealers, Albany, NY
Williams, J.J. & F.H., Lumber Merchants, Philadelphia, PA
Williams, R.D. & J.J. , Lumber Merchants, Philadelphia, PA
Williamsport & Philade Lumber Co., Philadelphia, PA
Williamstown and Redfield, Railroad & Forest Co.
Wisconsin Valley Lumbermen's Association
Wood, Joshua Lumber Co., New York
Wood Preserving Co., New York
Yellow Pine Commission Lumber De3alers, Brooklyn, NY
Yellow Pine Manufacturers' Association, St. Louis, MO
Young, A., & P.B. Wholesalers and Retail Dealers, Hiram, Maine
Young, B.E. & Co. Lumber Dealers, Annandale, NJ
Youngs & Corley Lumber Dealers & Box Makers, New York
Zellerbach Corp.
Forms Part Of:
Forms part of the Warshaw Collection of Business Americana.
Series 1: Business Ephemera
Series 2: Other Collection Divisions
Series 3: Isadore Warshaw Personal Papers
Series 4: Photographic Reference Material
Provenance:
Lumber Trade and Industry 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.
Warshaw Collection of Business Americana Subject Categories: Lumber Trade and Industry, 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).
Collection includes historic photographs, slides and films on subjects relating to all aspects of the petroleum industry, including exploration, drilling, refineries, tankers, pipelines, automobiles, trucks, aviation, refueling, buildings, coal, gasification, plants, mining, surface mining, fields, land reclamation, coastal zone management, corporate public service, educational programs, crude oil, deepwater ports, and watercraft It also documents numerous products other than gasoline produced by the petroleum industry, such as propane, lubricants, heating oil, and plastics.
Scope and Contents:
The collection contains, color and black-and-white photographs, contact sheets, slides, color transparencies, negatives, transcripts, audio tape cassettes, and films documenting the American Petroleum Institute (API) and all its activities. The material in the collection was assembled by API public relations staff from oil industry sources over several years and was used in public relations and educational materials.
The photographs and slides are both original and copy prints are organized according to the organizational structure that API used. The photographs and slides document all aspects of the production of oil, from exploration to drilling, from cracking to refineries, from pipelines to tankers, and from storage tanks to service stations. They also document the numerous products other than gasoline produced by the petroleum industry including: kerosene, liquid propane gas, lubricants, heating oil, and plastics. Additionally, they document the industry's efforts at self-promotion, its stand on environmental issues and energy conservation, its efforts to promote safety in its plants, and its perceived competition from other energy sources, such as gasohol, geothermal energy, solar energy, and nuclear energy. Overall, these images portray the petroleum industry as it saw itself.
The collection also includes general images of petroleum workers, landscape and wildlife scenes, urban settings, vernacular architecture (service stations), railroads, road development, and the industry's crucial role during World War II.
Series 1, Historical Photographs, 1860s-1950s
This series is divided into forty subseries and contains primarily black-and-white photographs, but there are some negatives. Many of the photographs contain captions. The content includes: advertising, lighting and heating, kerosene lamps, lubricants, medicine, aircraft, artwork, equipment, political cartoons, automobiles, terminals, disasters, charts, drilling, portable rigs, rotary rigs, exploration land rush, lighting and stoves, memorials, mining, natural gas, oil company offices, oil fields, pipelines, products, railroads, tank cars, refineries, safety, service stations, teamsters, war, watercraft, and wells.
Series 2, Modern Photographs, 1960s-1980s
The series contains black-and-white and color photographs, negatives and transparencies. The photographs are arranged into topical areas such as diagrams and maps, environment, electricity, exploration, natural gas, pipelines, storage, and wells. The following subjects are represented: artwork, automobiles, trucks, aviation, refueling, buildings, coal, gasification, plants, and mining, surface mining, fields, land reclamation, coastal zone management, corporate public service, educational programs, crude oil, and deepwater ports.
Series 3, Miscellaneous Photographs, 1900s-1970s
The photographs consist of black-and-white copy prints, color transparencies, negatives, and slides for a variety of subjects: pipelines, platforms, service stations, and wells. The names of major oil and petroleum companies, such as Shell, Standard Oil, Sun Oil, and Savory Oil, are represented.
Series 4, Slides, 1970s-1980s
The slides are divided into two subseries: slides presentations and slides by subject/topic. The slides presentations were assembled and presented by API staff. In some instances there are slides, transcripts, and audio tape cassettes for the presentations. The presentations have been arranged alphabetically by title. The subject slides are arranged alphabetically by topic/subject and are identified. Only some of the subject-related slides are dated. The miscellaneous slides contain such images as the Space Shuttle Columbia, sunsets, and industrial scenes.
Series 5, Photograph Albums, 1903-1968 (not inclusive)
This series includes two photograph albums: one that focuses on aviation, bulk plants, chemistry, and disasters and the other on an advertising series from 1953. The first album consists of black-and-white copy prints that are subdivided according to subject. Some of the photographs have captions. The album containing the advertising series is comprised of black-and-white copy prints with the corresponding print ad that was used. The print ads vary in size and amount of text. The advertising series addresses a variety of topics.
Series 6, Scripts for Films, 1955-1978
The scripts consist of final transcripts and drafts for various films commissioned by API. In some instances there are accompanying photographs.
Series 7, Publications, 1959-1990
This series includes publications from various petroleum companies such as the Shell News and Petroleum Facts and Figures and accompanying slides from the API library that were featured in articles.
Series 8, Films, 1960s
The films consist of 34 reels of motion picture film. The films are production elements (negatives, track negatives, and A and B rolls). It is not possible to make film elements available for research use. This portion of the collection has not been processed.
Arrangement:
Arranged into eight series.
Series 1, Historical Photographs, 1850s-1950s
Series 2, Modern Photographs, 1960s-1980s
Series 3, Miscellaneous Photographs, 1900s-1970s
Series 4, Slides, 1970s-1980s
Series 5, Photograph Albums, 1903-1968 (not inclusive)
Series 6, Scripts for Films, 1955-1978
Series 7, Publications, 1959-1990
Series 8, Films, 1960s
Biographical / Historical:
The origins of the American Petroleum Institute (API) date to World War I, when Congress and the domestic oil and natural gas industry worked together to help the war effort. At the time, the industry included the companies created in 1911 after the court-imposed dissolution of Standard Oil and the independents. These were companies that had been independent of Standard Oil and which had no experience working together. The companies agreed to work with the government to ensure that vital petroleum supplies were rapidly and efficiently deployed to the armed forces. The National Petroleum War Service Committee, which oversaw this effort, was initially formed under the U.S. Chamber of Commerce and subsequently as a quasi-governmental body.
After the war, momentum began to build to form a national association that could represent the whole oil and natural gas industry in the postwar years. The industry's efforts to supply fuel during World War I not only highlighted the importance of the industry to the country, but also the industry's obligation to the public.
The American Petroleum Institute was established on March 20, 1919, to afford a means of cooperation with the government in all matters of national concern; to foster foreign and domestic trade in American petroleum products; to promote in general the interests of the petroleum industry in all its branches; and to promote the mutual improvement of its members and the study of the arts and sciences connected with the oil and natural gas industry.
API offices were established in New York City, and the organization focused its efforts in several specific areas. In late 1969, API moved its offices to Washington, D.C. 0F
*History note courtesy The Story of the American Petroleum Institute , by Leonard M. Fanning, published in 1959, and The American Petroleum Institute: An Informal History, 1919-1987 by Stephen P. Potter, published by API in 1990.
Provenance:
The collection was donated to the Archives Center, National Museum of American History by the American Petroleum Institute through Red Cavaney and G. William Frick on December 16, 1999.
Restrictions:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
Rights:
Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Reproduction permission from Archives Center: fees for commercial use.
The papers of the painter, muralist, and illustrator John White Alexander measure 11.9 linear feet and date from 1775 to 1968, with the bulk of materials dating from 1870 to 1915. Papers document Alexander's artistic career and many connections to figures in the art world through biographical documentation, correspondence (some illustrated), writings, 14 sketchbooks, additonal artwork and loose sketches, scrapbooks, photographs, awards and medals, artifacts, and other records. Also found is a souvenir engraving of a Mark Twain self-portrait.
Scope and Contents:
The papers of the painter, muralist, and illustrator John White Alexander measure 11.9 linear feet and date from 1775 to 1968, with the bulk of materials dating from 1870 to 1915. Papers document Alexander's artistic career and many connections to figures in the art world through biographical documentation, correspondence (some illustrated), writings, 14 sketchbooks, additonal artwork and loose sketches, scrapbooks, photographs, awards and medals, artifacts, and other records. Also found is a souvenir engraving of a Mark Twain self-portrait.
Biographical Information includes multiple essays related to Alexander, his family, and others in his circle. Also found is an extensive oral history of Alexander's wife Elizabeth conducted in 1928. Correspondence includes letters written by Alexander to his family from New York and Europe at the start of his career, and later letters from fellow artists, art world leaders, and portrait sitters of Alexander's. Significant correspondents include Charles Dana Gibson, Florence Levy, Frederick Remington, Robert Louis Stevenson, Henry James, John La Farge, Francis Davis Millet, and Andrew Carnegie. Correspondence includes some small sketches as enclosures and illustrated letters.
Certificates and records related to Alexander's career are found in Associations and Memberships, Legal and Financial Records, and Notes and Writings, which contain documentation of Alexander's paintings and exhibitions. Scattered documentation of Alexander's memberships in various arts association exists for the American Academy of Arts and Letters, the American Academy in Rome, the National Academy of Design, the Onteora Club in New York, the Royal Academy of Fine Arts in Munich, Germany, the Ministère de L'Instruction Publique et des Beaux-Arts, the Union Internationale des Beaux Arts et des Lettres, and the Metropolitan Museum of Art. Notes and Writings include speeches written by Alexander, short stories and essays written by his wife, and articles by various authors about Alexander. Extensive documentation of the planning and construction of the Alexander Memorial Studio by the MacDowell Club is found, along with other awards, medals, and memorial resolutions adopted by arts organizations after Alexander's death.
Artwork includes fourteen sketchbooks with sketches related to Alexander's commercial illustration and cartooning, murals, paintings, and travels. Dozens of loose drawings and sketches are also found, along with two volumes and several dozen loose reproductions of artwork, among which are found fine prints by named printmakers. Many sketches are also interspersed throughout the correspondence. Eight Scrapbooks contain mostly clippings, but also scattered letters, exhbition catalogs, announcements, invitations, and photographs related to Alexander's career between 1877 and 1915. Additional Exhibition Catalogs and later clippings, as well as clippings related to the career of his wife and other subjects, are found in Printed Materials.
The collection is arranged into 11 series. Glass plate negatives are housed separately and closed to researchers.
Missing Title
Series 1: Biographical Information, circa 1887-1968 (Box 1, OV 23; 0.1 linear feet)
Series 2: Correspondence, circa 1870-1942 (Box 1; 0.7 linear feet)
Series 3: Associations and Memberships, circa 1897-1918 (Box 1; 2 folders)
Series 4: Legal and Financial Records, 1775, 1896-1923 (Box 1; 5 folders)
Series 5: Notes and Writings, circa 1875-1943 (Boxes 1-2; 0.3 linear feet)
Series 6: Awards and Memorials, circa 1870-1944 (Box 2, OV 24; 0.8 linear feet)
Series 7: Artwork, circa 1875-1915 (Boxes 2-3, 6, 14-16, OV 23; 1.5 linear feet)
Series 8: Scrapbooks, circa 1877-1915 (Boxes 17-22; 1.8 linear feet)
Series 9: Printed Materials, circa 1891-1945 (Boxes 3-4, OV 23; 1.5 linear feet)
Series 10: Photographs, circa 1870-1915 (Boxes 4-8, MGP 1-2, OV 25-43, RD 44-45; 4.2 linear feet)
Series 11: Artifacts, circa 1899-1915 (Box 6, artifact cabinet; 0.4 linear feet)
Biographical / Historical:
John White Alexander was born in 1856 in Allegheny City, Pennsylvania. He was orphaned at age five and taken in by relatives of limited means. When Alexander left school and began working at a telegraph company, the company's vice-president, former civil war Colonel Edward Jay Allen, took an interest in his welfare. Allen became his legal guardian, brought him into the Allen household, and saw that he finished Pittsburgh High School. At eighteen, he moved to New York City and was hired by Harper and Brothers as an office boy in the art department. He was soon promoted to apprentice illustrator under staff artists such as Edwin A. Abbey and Charles Reinhart. During his time at Harpers, Alexander was sent out on assignment to illustrate events such as the Philadelphia Centennial celebration in 1876 and the Pittsburgh Railroad Strike in 1877, which erupted in violence.
Alexander carefully saved money from his illustration work and traveled to Europe in 1877 for further art training. He first enrolled in the Royal Art Academy of Munich, Germany, but soon moved to the village of Polling, where a colony of American artists was at its peak in the late 1870s. Alexander established a painting studio there and stayed for about a year. Despite his absence from the Munich Academy, he won the medal of the drawing class for 1878, the first of many honors. While in Polling, he became acquainted with J. Frank Currier, Frank Duveneck, William Merritt Chase, and other regular visitors to the colony. He later shared a studio and taught a painting class in Florence with Duveneck and traveled to Venice, where he met James Abbott McNeill Whistler.
Alexander returned to New York in 1881 and resumed his commercial artwork for Harpers and Century. Harpers sent him down the Mississippi river to complete a series of sketches. He also began to receive commissions for portraits, and in the 1880s painted Charles Dewitt Bridgman, a daughter of one of the Harper brothers, Parke Godwin, Thurlow Weed, Walt Whitman, and Oliver Wendell Holmes. Alexander met his wife Elizabeth, whose maiden name was also Alexander, through her father, James W. Alexander, who was sometimes mistaken for the artist. Elizabeth and John White Alexander married in 1887 and had a son, James, in 1888.
Alexander returned to the United States nearly every summer while based in Paris, and among his commissioned paintings were murals for the newly-constructed Library of Congress, completed around 1896. In 1901, the Alexanders returned to New York permanently. The demand for portraits continued, and he had his first solo exhibition at the Durand-Ruel Galleries in 1902. Around 1905 he received a commission for murals at the new Carnegie Institute building in Pittsburgh for the astounding sum of $175,000. He created 48 panels there through 1908. During this period, the Alexanders spent summers in Onteora, New York, where Alexander painted his well-known "Sunlight" paintings. There they became friends and collaborators with the actress Maude Adams, with Alexander designing lighting and stage sets, and Elizabeth Alexander designing costumes for Adams' productions such as Peter Pan, the Maid of Orleans, and Chanticleer. The couple became known for their "theatricals" or tableaux, staged at the MacDowell Club and elsewhere, and Elizabeth Alexander continued her design career when her husband died in 1915.
Alexander left several commissions unfinished upon his death at age 59, including murals in Wisconsin, Ohio, and Harrisburg, Pennsylvania. Elizabeth Alexander held a memorial exhibition at Arden Galleries a few months after his death, and a larger memorial exhibition was held by the Carnegie Institute in 1916. Alexander won dozens of awards for artwork in his lifetime, including the Lippincott Prize at the Pennsylvania Academy of the Fine Arts in 1899, the Gold Medal of Honor at the Paris Exposition Universelle in 1900, the Gold Medal at the Panama Pacific Exposition of 1901, and the Medal of the First Class at the Carnegie Institute International Exhibition in 1911. In 1923, the Alexander Memorial Studio was built at the MacDowell colony in New Hampshire to honor his memory.
Provenance:
Papers were donated in 1978 and 1981 by Irina Reed, Alexander's granddaughter and in 2017 by Elizabeth Reed, Alexander's great grandaughter.
Restrictions:
Use of the original papers requires an appointment. Glass plate negatives are housed separately and not served to researchers.
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:
Muralists -- New York (State) -- New York Search this
Portrait painters -- New York (State) -- New York Search this
John White Alexander papers, 1775-1968, bulk 1870-1915. Archives of American Art, Smithsonian Institution.
Sponsor:
Funding for the processing and digitization of this collection was provided by the Terra Foundation for American Art. Glass plate negatives in this collection were digitized in 2019 with funding provided by the Smithsonian Women's Committee.
The collection documents in photographs, scrapbooks, notebooks, correspondence, stock ledgers, annual reports, and financial records, the evolution of the telegraph, the development of the Western Union Telegraph Company, and the beginning of the communications revolution. The collection materials describe both the history of the company and of the telegraph industry in general, particularly its importance to the development of the technology in the nineteenth and twentieth centuries. The collection is useful for researchers interested in the development of technology, economic history, and the impact of technology on American social and cultural life.
Scope and Contents:
The collection is divided into twenty-six (26) series and consists of approximately 400 cubic feet. The collection documents in photographs, scrapbooks, notebooks, correspondence, stock ledgers, annual reports, and financial records, the evolution of the telegraph, the development of the Western Union Telegraph Company, and the beginning of the communications revolution. The collection materials describe both the history of the company and of the telegraph industry in general, particularly its importance to the development of the technology in the nineteenth and twentieth centuries. The collection is useful for researchers interested in the development of technology, economic history, and the impact of technology on American social and cultural life.
Arrangement:
The collection is divided into twenty-seven series.
Series 1: Historical and Background Information, 1851-1994
Series 2: Subsidiaries of Western Union, 1844-1986
Series 3: Executive Records, 1848-1987
Series 4: Presidential Letterbooks and Writings, 1865-1911
Series 5: Correspondence, 1837-1985
Series 6: Cyrus W. Field Papers, 1840-1892
Series 7: Secretary's Files, 1844-1987
Series 8: Financial Records, 1859-1995
Series 9: Legal Records, 1867-1968
Series 10: Railroad Records, 1854-1945
Series 11: Law Department Records, 1868-1979
Series 12: Patent Materials, 1840-1970
Series 13: Operating Records, 1868-1970s
Series 14: Westar VI-S, 1974, 1983-1986
Series 15: Engineering Department Records, 1874-1970
Series 16: Plant Department Records, 1867-1937, 1963
Series 17: Superintendent of Supplies Records, 1888-1948
Series 18: Employee/Personnel Records 1852-1985
Series 19: Public Relations Department Records, 1858-1980
Series 20: Western Union Museum, 1913-1971
Series 21: Maps, 1820-1964
Series 22: Telegrams, 1852-1960s
Series 23: Photographs, circa 1870-1980
Series 24: Scrapbooks, 1835-1956
Series 25: Notebooks, 1880-1942
Series 26: Audio Visual Materials, 1925-1994
Series 27: Addenda
Biographical / Historical:
In 1832 Samuel F. B. Morse, assisted by Alfred Vail, conceived of the idea for an electromechanical telegraph, which he called the "Recording Telegraph." This commercial application of electricity was made tangible by their construction of a crude working model in 1835-36. This instrument probably was never used outside of Professor Morse's rooms where it was, however, operated in a number of demonstrations. This original telegraph instrument was in the hands of the Western Union Telegraph Company and had been kept carefully over the years in a glass case. It was moved several times in New York as the Western Union headquarters building changed location over the years. The company presented it to the Smithsonian Institution in 1950.
The telegraph was further refined by Morse, Vail, and a colleague, Leonard Gale, into working mechanical form in 1837. In this year Morse filed a caveat for it at the U.S. Patent Office. Electricity, provided by Joseph Henry's 1836 "intensity batteries", was sent over a wire. The flow of electricity through the wire was interrupted for shorter or longer periods by holding down the key of the device. The resulting dots or dashes were recorded on a printer or could be interpreted orally. In 1838 Morse perfected his sending and receiving code and organized a corporation, making Vail and Gale his partners.
In 1843 Morse received funds from Congress to set-up a demonstration line between Washington and Baltimore. Unfortunately, Morse was not an astute businessman and had no practical plan for constructing a line. After an unsuccessful attempt at laying underground cables with Ezra Cornell, the inventor of a trench digger, Morse switched to the erection of telegraph poles and was more successful. On May 24, 1844, Morse, in the U.S. Supreme Court Chambers in Washington, sent by telegraph the oft-quoted message to his colleague Vail in Baltimore, "What hath God wrought!"
In 1845 Morse hired Andrew Jackson's former postmaster general, Amos Kendall, as his agent in locating potential buyers of the telegraph. Kendall realized the value of the device, and had little trouble convincing others of its potential for profit. By the spring he had attracted a small group of investors. They subscribed $15,000 and formed the Magnetic Telegraph Company. Many new telegraph companies were formed as Morse sold licenses wherever he could.
The first commercial telegraph line was completed between Washington, D.C., and New York City in the spring of 1846 by the Magnetic Telegraph Company. Shortly thereafter, F. O. J. Smith, one of the patent owners, built a line between New York City and Boston. Most of these early companies were licensed by owners of Samuel Morse patents. The Morse messages were sent and received in a code of dots and dashes.
At this time other telegraph systems based on rival technologies were being built. Some companies used the printing telegraph, a device invented by a Vermonter, Royal E. House, whose messages were printed on paper or tape in Roman letters. In 1848 a Scotch scientist, Alexander Bain, received his patents on a telegraph. These were but two of many competing and incompatible technologies that had developed. The result was confusion, inefficiency, and a rash of suits and counter suits.
By 1851 there were over fifty separate telegraph companies operating in the United States. This corporate cornucopia developed because the owners of the telegraph patents had been unsuccessful in convincing the United States and other governments of the invention's potential usefulness. In the private sector, the owners had difficulty convincing capitalists of the commercial value of the invention. This led to the owners' willingness to sell licenses to many purchasers who organized separate companies and then built independent telegraph lines in various sections of the country.
Hiram Sibley moved to Rochester, New York, in 1838 to pursue banking and real estate. Later he was elected sheriff of Monroe County. In Rochester he was introduced to Judge Samuel L. Selden who held the House Telegraph patent rights. In 1849 Selden and Sibley organized the New York State Printing Telegraph Company, but they found it hard to compete with the existing New York, Albany, and Buffalo Telegraph Company.
After this experience Selden suggested that instead of creating a new line, the two should try to acquire all the companies west of Buffalo and unite them into a single unified system. Selden secured an agency for the extension throughout the United States of the House system. In an effort to expand this line west, Judge Selden called on friends and the people in Rochester. This led, in April 1851, to the organization of a company and the filing in Albany of the Articles of Association for the "New York and Mississippi Valley Printing Telegraph Company" (NYMVPTC), a company which later evolved into the Western Union Telegraph Company.
In 1854 there were two rival systems of the NYMVPTC in the West. These two systems consisted of thirteen separate companies. All the companies were using Morse patents in the five states north of the Ohio River. This created a struggle between three separate entities, leading to an unreliable and inefficient telegraph service. The owners of these rival companies eventually decided to invest their money elsewhere and arrangements were made for the NYMVPTC to purchase their interests.
Hiram Sibley recapitalized the company in 1854 under the same name and began a program of construction and acquisition. The most important takeover was carried out by Sibley when he negotiated the purchase of the Morse patent rights for the Midwest for $50,000 from Jeptha H. Wade and John J. Speed, without the knowledge of Ezra Cornell, their partner in the Erie and Michigan Telegraph Company (EMTC). With this acquisition Sibley proceeded to switch to the superior Morse system. He also hired Wade, a very capable manager, who became his protege and later his successor. After a bitter struggle Morse and Wade obtained the EMTC from Cornell in 1855, thus assuring dominance by the NYMVPTC in the Midwest. In 1856 the company name was changed to the "Western Union Telegraph Company," indicating the union of the Western lines into one compact system. In December, 1857, the Company paid stockholders their first dividend.
Between 1857 and 1861 similar consolidations of telegraph companies took place in other areas of the country so that most of the telegraph interests of the United States had merged into six systems. These were the American Telegraph Company (covering the Atlantic and some Gulf states), The Western Union Telegraph Company (covering states North of the Ohio River and parts of Iowa, Kansas, Missouri, and Minnesota), the New York Albany and Buffalo Electro-Magnetic Telegraph Company (covering New York State), the Atlantic and Ohio Telegraph Company (covering Pennsylvania), the Illinois & Mississippi Telegraph Company (covering sections of Missouri, Iowa, and Illinois), and the New Orleans & Ohio Telegraph Company (covering the southern Mississippi Valley and the Southwest). All these companies worked together in a mutually friendly alliance, and other small companies cooperated with the six systems, particularly some on the West Coast.
By the time of the Civil War, there was a strong commercial incentive to construct a telegraph line across the western plains to link the two coasts of America. Many companies, however, believed the line would be impossible to build and maintain.
In 1860 Congress passed, and President James Buchanan signed, the Pacific Telegraph Act, which authorized the Secretary of the Treasury to seek bids for a project to construct a transcontinental line. When two bidders dropped out, Hiram Sibley, representing Western Union, was the only bidder left. By default Sibley won the contract. The Pacific Telegraph Company was organized for the purpose of building the eastern section of the line. Sibley sent Wade to California, where he consolidated the small local companies into the California State Telegraph Company. This entity then organized the Overland Telegraph Company, which handled construction eastward from Carson City, Nevada, joining the existing California lines, to Salt Lake City, Utah. Sibley's Pacific Telegraph Company built westward from Omaha, Nebraska. Sibley put most of his resources into the venture. The line was completed in October, 1861. Both companies were soon merged into Western Union. This accomplishment made Hiram Sibley leader of the telegraph industry.
Further consolidations took place over the next several years. Many companies merged into the American Telegraph Company. With the expiration of the Morse patents, several organizations were combined in 1864 under the name of "The U.S. Telegraph Company." In 1866 the final consolidation took place, with Western Union exchanging stock for the stock of the other two organizations. The general office of Western Union moved at this time from Rochester to 145 Broadway, New York City. In 1875 the main office moved to 195 Broadway, where it remained until 1930 when it relocated to 60 Hudson Street.
In 1873 Western Union purchased a majority of shares in the International Ocean Telegraph Company. This was an important move because it marked Western Union's entry into the foreign telegraph market. Having previously worked with foreign companies, Western Union now began competing for overseas business.
In the late 1870s Western Union, led by William H. Vanderbilt, attempted to wrest control of the major telephone patents, and the new telephone industry, away from the Bell Telephone Company. But due to new Bell leadership and a subsequent hostile takeover attempt of Western Union by Jay Gould, Western Union discontinued its fight and Bell Telephone prevailed.
Despite these corporate calisthenics, Western Union remained in the public eye. The sight of a uniformed Western Union messenger boy was familiar in small towns and big cities all over the country for many years. Some of Western Union's top officials in fact began their careers as messenger boys.
Throughout the remainder of the nineteenth century the telegraph became one of the most important factors in the development of social and commercial life of America. In spite of improvements to the telegraph, however, two new inventions--the telephone (nineteenth century) and the radio (twentieth century)--eventually replaced the telegraph as the leaders of the communication revolution for most Americans.
At the turn of the century, Bell abandoned its struggles to maintain a monopoly through patent suits, and entered into direct competition with the many independent telephone companies. Around this time, the company adopted its new name, the American Telephone and Telegraph Company (AT&T).
In 1908 AT&T gained control of Western Union. This proved beneficial to Western Union, because the companies were able to share lines when needed, and it became possible to order telegrams by telephone. However, it was only possible to order Western Union telegrams, and this hurt the business of Western Union's main competitor, the Postal Telegraph Company. In 1913, however, as part of a move to prevent the government from invoking antitrust laws, AT&T completely separated itself from Western Union.
Western Union continued to prosper and it received commendations from the U.S. armed forces for service during both world wars. In 1945 Western Union finally merged with its longtime rival, the Postal Telegraph Company. As part of that merger, Western Union agreed to separate domestic and foreign business. In 1963 Western Union International Incorporated, a private company completely separate from the Western Union Telegraph Company, was formed and an agreement with the Postal Telegraph Company was completed. In 1994, Western Union Financial Services, Inc. was acquired by First Financial Management Corporation. In 1995, First Financial Management Corporation merged with First Data Corporation making Western Union a First Data subsidiary.
Many technological advancements followed the telegraph's development. The following are among the more important:
The first advancement of the telegraph occurred around 1850 when operators realized that the clicks of the recording instrument portrayed a sound pattern, understandable by the operators as dots and dashes. This allowed the operator to hear the message by ear and simultaneously write it down. This ability transformed the telegraph into a versatile and speedy system.
Duplex Telegraphy, 1871-72, was invented by the president of the Franklin Telegraph Company. Unable to sell his invention to his own company, he found a willing buyer in Western Union. Utilizing this invention, two messages were sent over the wire simultaneously, one in each direction.
As business blossomed and demand surged, new devices appeared. Thomas Edison's Quadruplex allowed four messages to be sent over the same wire simultaneously, two in one direction and two in the other.
An English automatic signaling arrangement, Wheatstone's Automatic Telegraph, 1883, allowed larger numbers of words to be transmitted over a wire at once. It could only be used advantageously, however, on circuits where there was a heavy volume of business.
Buckingham's Machine Telegraph was an improvement on the House system. It printed received messages in plain Roman letters quickly and legibly on a message blank, ready for delivery.
Vibroplex, c. 1890, a semi-automatic key sometimes called a "bug key," made the dots automatically. This relieved the operator of much physical strain.
Related Materials:
Materials in the Archives Center
Additional moving image about Western Union Telegraph Company can be found in the Industry on Parade Collection (AC0507). This includes Cable to Cuba! by Bell Laboratory, AT & T, featuring the cable ship, the C.S. Lord Kelvin, and Communications Centennial! by the Western Union Company.
Materials at Other Organizations
Hagley Museum and Library, Wilmington, Delaware.
Western Union records (Western Union Right of Way and Other Agreements, 1848-1990, bulk: 1910-1989 and the Western Union Locality Files, 1892-1995, bulk: 1910-1989) form part of the MCI Communications Corporation Records, 1849-1999. See accession 2225.
First Data Corporation, Greenwood Village, Colorado.
Records of First Data Corporation and its predecessors, including Western Union, First Financial Management Corporation (Atlanta) and First Data Resources (Omaha). Western Union collection supports research of telegraphy and related technologies, and includes company records, annual reports, photographs, print and broadcast advertising, telegraph equipment, and messenger uniforms.
Smithsonian Institution Archives
Western Union Telegraph Expedition, 1865-1867
This collection includes correspondence, mostly to Spencer F. Baird, from members of the Scientific Corps of the Western Union Telegraph Expedition, including Kennicott, Dall, Bannister, and Elliott; copies of reports submitted to divisional chiefs from expedition staff members; newspaper clippings concerning the expedition; copies of notes on natural history taken by Robert Kennicott; and a journal containing meteorological data recorded by Henry M. Bannister from March to August, 1866.
Separated Materials:
Artifacts (apparatus and equipment) were donated to the Division of Information Technology and Society, now known as the Division of Work & Industry, National Museum of American History.
Provenance:
The collection was donated by Western Union in September of 1971.
Restrictions:
Collection is open for research but Series 11 and films are stored off-site. Special arrangements must be made to view some of the audiovisual materials. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
In 1882, brothers Charles and Henry Hagan established a carriage, coach, and wagon business in Frederick, Maryland. This collection represents approximately two decades of business transactions through 21 volumes of daybooks and ledgers.
Scope and Contents:
This collection consists of twenty-one manuscript account books documenting the company's carriage, wagon and horseshoeing business. Three volumes are ledgers, the rest are daybooks. Volumes often contain overlapping dates or missing periods of time, and ledgers have varying dates for each customer. In some instances, the weather for Christmas Day is recorded.
Arrangement:
Collection is arranged into one series.
Series 1, Account Books, 1882-1903
Biographical / Historical:
In 1882, brothers Charles and Henry Hagan founded the Hagan Brothers, Carriage & Wagonmakers and Horseshoers Company with Charles A. Hagan as president.
Horse-drawn vehicles were crucial to American transportation before railroads, and the industry that supplied these vehicles was a major factor in the economy. Most of these firms were never vertically integrated, although some later developed into the "accessory industry," or specialized production of components. Major sources of revenue for businesses like the Hagan Brothers included general blacksmithing work, carriage and wagon repair, and manufacturing carriages to the customer's specifications.
The later history of the company is not known. There are no directories for Frederick County between 1911 and 1922, and there is no listing for Hagan Brothers in the 1923 directory.
Related Materials:
One account book covering the period from April 16, 1908 to November 23, 1908 is held at the Historical Society of Frederick County, Maryland. See website at: http://www.hsfcinfo.org/ .
Provenance:
This collection was purchased from Carmen D. Valentino, a Philadelphia, Pennsylvania rare books and manuscripts dealer, by Craig Orr, archivist in April 2009.
Restrictions:
Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
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.
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.
One of the most comprehensive collections of material relating to musical stage and film productions, the collection consists of an assortment of material including sheet music written specifically for or included in stage and screen musicals, television programs, Big Band performances, and radio. Some productions may have been produced under more than one title, especially if the production was presented internationally.
The collection is arranged alphabetically by title of production or personality using proper name. Folders for each entry may include sheet music, ephemeral items related to that specific production or personality such as theater programs, reviews, and posters. There are a number of costume design drawings. Folders will rarely include full printed scores. Published scores were separated from this collection before donation.
Arrangement:
The collection is divided into six series.
Series 1, Stage Musicals and Vaudeville, 1866-2007, undated
Subseries 1.1, United States Stage Musicals, 1866-2007, undated
Series 6, Ephemera and Single Sheet Music, 1908-2005, undated
Biographical / Historical:
Donald J. Stubblebine was born on February 4, 1925 in Reading, Pennsylvania, to Edgar W. and Emma Stubblebine. He had an older brother Edgar W. Stubblebine, Jr. His father was a sheet metal worker employed by the railroad in Reading. Stubblebine was first exposed to musicals through motion pictures. His mother attended "dish night" with her son twice a week. During the Great Depression, in order to draw an audience, theaters would give out dishes with each admission. He credited this with beginning his love of musicals. By the 1940 United States Census his mother is listed as a widow. Stubblebine attended the Wharton School of Business of the University of Pennsylvania. After graduation he was employed for forty years as controller by the Chilton Publishing Company. He retired in 1994.
As a lifelong film and theater fan, Stubblebine began collecting sheet music, programs, and ephemera from stage and film musicals in the early 1970s. As his collection grew, so did his expertise in the history of musical theatre and film. He eventually authored four reference books dealing with United States and British stage and film musicals as well as films from Canada and Australia. He became an often sought-after expert in stage and film music. His obsession with collecting eventually filled his Philadelphia apartment with one of the largest collections of material centered on music in the United States. He collected not only the sheet music and scores from musicals but often collected copies of reviews, programs, photographs, and costume sketches.
Stubblebine died on May 1, 2010 in Philadelphia, Pennsylvania.
Provenance:
Donated to the Archives Center, National Museum of American History, Smitsonian Institution by Joseph Regis Hauber in memory of Donald J. Stubblebine, in 2010.
Restrictions:
The collection is open for research but is stored offsite. Arrangements must be made with the Archives Center staff two weeks prior to a scheduled research visit.
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.
Reproduction restricted due to copyright or trademark.
Donald J. Stubblebine Collection of Musical Theater and Motion Picture Music and Ephemera, 1866-2009, Archives Center, National Museum of American History, Smithsonian Institution.
The collection consists of two issues of the Niles' National Register. Includes articles on the American Colonization Society, B & O Railroad, the African Slave Trade, and the annexation of Texas.
Biographical / Historical:
The Niles National Register was founded in Baltimore, MD in 1811 by Hezekiah Niles. The weekly publication covered national and international news and events, and provided non-partisan political coverage. The text-heavy paper contained no advertising, few illustrations, and no local news. Instead, the paper focused on commercial, agricultural, industrial, and political news broadly. In 1836, Niles gave control of the paper to his son, William Ogden Niles, due to his age and declining health. William changed the weekly's name from the Niles Weekly Register to the Niles National Register and moved the establishment to Washington, DC. Relocating the paper was unsuccessful so it returned to Baltimore in 1839.
William Ogden Niles' tenure as editor also ended that year after his step-mother, who retained his father's legal title to the paper, sold it to Jeremiah Hughes. Hughes published the paper until July 1848, when George Beatty assumed editorship and moved the headquarters to Philadelphia, Pennsylvania, where the paper ran for a year. The last full issue of the weekly appeared in June 1849 followed by abbreviated issues in September 1849.
Restrictions:
Use of the materials requires an appointment. Please contact the archivist at ACMarchives@si.edu.
Rights:
Collection items available for reproduction, but the Archives makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives cost-recovery and use fees may apply when requesting reproductions.
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.
Book of minutes; notebook, "List of articles loaned to the Union League" (commonly known as [James] Claghorn's notebook) contains titles, owners, and insurance values for art works; printed materials, consisting of Art Reception exhibition catalogs, printed circulars, annual reports, tickets and invitations, "Catalogue for the Exhibition of Pictures of Scenes of the Lehigh Valley Railroad," catalog for the Art Association collection, circulars for the purchase of a painting "Soir d'Ete" by Daniel Ridgway Knight, description of a painting "Honorable Mention" by E.L. Weeks, and notices of a 1903 painting of Abraham Lincoln by George B. Ayers; and letters regarding a portrait by Edwin Benson.
Biographical / Historical:
Art association affiliated with the Union League; Philadelphia, Pa. Union League was founded 1862. The Art Association was established shortly thereafter to maintain and sponsor exhibitions of the League's art collection. During the 1870's, the Art Association sponsored several Art Receptions which were important events in Philadelphia, attracting the participation of artists and art collectors.
Provenance:
All records were filmed except for membership applications and specific information about individual members of the Union League, which are not open to researchers.
Restrictions:
The Archives of American art does not own the original papers. Use is limited to the microfilm copy.
Topic:
Art, Modern -- 19th century -- History -- Pennsylvania -- Philadelphia Search this
Art -- Exhibitions -- Pennsylvania -- Philadelphia Search this
