Barney & Smith Manufacturing Co.

Allgemeines

FirmennameBarney & Smith Manufacturing Co.
OrtssitzDayton (Ohio)
StraßeMonument Avenue
Art des UnternehmensFahrzeugfabrik
AnmerkungenAuch bezeichnet als "Barney & Smith Car Company". Adresse um 1889. Unternehmensleitung (1889): E. J. Barney, Präsident; J. D. Platt, Vizepräsident und Finanzleiter; F. E. Smith, Sekretär, und A. M. Kittridge, Superintendent.
Quellenangaben[Wiley: American iron trade manual (1874) 114] [Estabrook: History of the Barney & Smith Car Co (1911)] [Industrial Advance of Dayton (1889)]




Unternehmensgeschichte

Zeit Ereignis
1849 Gründung durch Eliam E. Barney (*14.10.1807 in Henderson, N.Y.) und Ebenezer Thresher (*31.08.1798 in Stafford, Ct.
1854 Ebenezer Thresher verkauft seinen Anteil an Caleb Parker, den er in Roxbury, Massachusetts, gut kannte
1854 Nach dem Ausscheiden von Ebenezer Thresher: Umbenennung der Firma in "Barney, Parker & Company"
1864 Parker scheidet aus und verkauft seinen Anteil an Preserved Smith. Die Firmierung wird geändert in "Barney, Smith & Company"
16.05.1867 Die Firma wird eingetragen als "The Barney & Smith Manufacturing Company" mit einem genehmigten Kapital von $500,000.00. Die Direktoren sind E. E. Barney, Preserved Smith, J. D. Platt, E. J. Barney und A. E. E. Stevens. Die Fabrikbeamten sind: Eliam E. Barney, Präsident; Preserved Smith, Vizepräsident und Finanzleiter; J. D. Platt, Sekretär; Eugene J. Barney, Betriebsleiter.
20.06.1872 Das Kapital der Aktiengesellschaft wird auf $750,000.00 erhöht.
22.01.1877 Preserved Smith zieht sich von der Gesellschaft zurück und verkauft seinen Anteil an Frederick E. Smith.
18.07.1877 Frederick E. Smith wird nach dem Ausscheiden von Preserved Smith zu einem Direktor ernannt. Die Direktion besteht aus: Eliam E. Barney, Eugene J. Barney, J. D. Platt, F. E. Smith und A. E. Stevens. Die Unternehmensleitung bilden: Eliam E. Barney, Prasident; Eugene J. Barney, Vizepräsident und Betriebsleiter; J. D. Platt, Finanzleiter; F. E. Smith, Sekretär.
18.02.1881 Albert C. Barney und Edward E. Barney werden zu Direktoren gewählt, um die Stelle ihres Vaters, Eliam E. Barney und dem Ausscheiden von A. E. Stevens auszufüllen.
01.10.1881 Edward E. Barney tritt als Geschäftsführer zurück, und die folgenden Beamten werden ernannt: E. J. Barney, Präsident; J. D. Platt, Vizepräsident und Finanzleiter; F. E. Smith, Sekretär; Thomas A. Bissell, Betriebsleiter; Edward E. Barney, Assistent der Betriebsleitung.
11.01.1882 Das Gesellschaftskapital wird auf $1,000,000.00 erhöht.
12.01.1886 Tod von Ebenezer Thresher
12.02.1886 Edward E. Barney tritt als assistierender Betriebsleiter zurück, und A. M. Kittredge wird zu seinem Nachfolger gewählt.
30.07.1886 Thomas A. Bissell scheidet ausl Betriebsleiter aus und trennt sich von der Gesellschaft.
06.08.1886 Edward E. Barney wird zum Betriebsleiter ernannt, um die Stelle von Thomas A. Bissell einzunehmen.
04.09.1888 Edward E. Barney trennt sich aus gesundheitlichen Gründen von der Gesellschaft und scheidet als Geschäftsführer aus. Sein Nachfolger wird A. M. Kittredge.
27.05.1892 Die Gesellschaft wird in die "The Barney & Smith Car Company" mit einem Kapital von $3,5000,000.00 (geteilt in 2,5000,000.00 Vorzugsaktien und 1,000,000.00 gewöhnliche Aktien) umgebildet. Der Vorstand besteht aus neun Direktoren: E. J. Barney, J. D. Platt, F. E. Smith, A. M. Kittredge, F. A. Moss, Charles Francis Phillips, Mortimer J. Brown, Daniel R. Hendricks und Ernest W. Combs.
02.07.1892 Charles Francis Phillips, Daniel R. Henricks, Mortimer J. Brown und Ernest W. Combs treten als Direktoren zurück. Ihre Nachfolger werden: Briggs S. Cunningham, William A. Procter, W. T. Anderson und R. Somers Hayes.
14.12.1893 F. A. Moss tritt als Direktor zurück, und sein Nachfolger wird William Voss, im Vorstand tritt der Name Voss für Moss.
21.06.1894 Auf der Aktionärs-Jahresversammlung wird J. H. Winters zum Direktor an Stelle von R. Somers Hayes ernannt.
19.12.1896 William Voss tritt als Direktor und Betriebsleiter-Assistent zurück und trennt sich von der Gesellschaft
17.06.1897 Auf der Aktionärsversammlung werden W. H. Doane und Walter St. John Jones zu Direktoren als Nachfolger von William Voss und W. T. Anderson ernannt.
09.12.1897 H. M. Estabrook wird zum Betriebsleitungsassistenten ernannt.
01.01.1900 E. J. Barney tritt als Präsident zurück, bleibt aber im Vorstand.
21.06.1900 F. E. Smith tritt als Sekretär und Finanzleiter zurück, bleibt aber im Vorstand.
02.06.1903 W. T. Irwin wird auf der Aktionärsversammlung zum Direktor ernannt und bildet den Nachfolger von Casimir L. Werk.
18.01.1904 H. R. Viot wird zum Verkaufsagenten ernannt.
06.06.1905 George B. Cox und Joseph Rawson werden zu Directoren ernannt und folgen den Herren W. J. Lippincott and F. E. Smith nach.
15.03.1906 W. T. Irwin tritt als Direktor zurück, und Vachel W. Anderson wird zu seinem Nachfolger gewählt.
10.04.1906 Auf einer außerordentlichen Versammlung der Aktionäre wird beschlossen, das Kapital auf $4,500,000.00 zu erhöhen, aufgeteilt in 2,5000,000.00 Vorzugs- und 2,000,000.00 normale Aktien.
05.06.1906 Auf der Aktionärsversammlung wird H. M. Estabrook zum Direktor als Nachfolger von J. H. Winters gewählt. Der Vorstand setzt sich zusammen aus: E. J. Barney, J. D. Platt, A. M. Kittredge, H. M. Estabrook, George B. Cox, Joseph Rawson, W. H. Doane, Walter St. John Jones und Vachel W. Anderson.
04.06.1907 Auf der Aktionärsversammlung werden folgende Direktoren gewählt: J. D. Platt, A. M. Kittredge, H. M. Estabrook, E. J. Barney, W. H. Doane, George B. Cox, Joseph Rawson, Walter St. John Jones und V. W. Anderson.
02.06.1908 Auf der Aktionärsversammlung werden folgende Direktoren gewählt: J. D. Platt, A. M. Kittredge, H. M. Estabrook, E. J. Barney, W. H, Doane, George B. Cox, Joseph Rawson, Walter St. John Jones und V. W. Anderson.
01.06.1909 H. R. Viot tritt als Verkehrsleiter und vom Dienst an der Firma zurück. Sein Nachfolger ist Virgil S. Knight, bis J. Stevens die Transport- und Einkaufsabteilung übernimmt.
02.06.1909 Auf der Aktionärsversammlung werden folgende Direktoren gewählt: E. J. Barney, A. M. Kittredge, H. M. Estabrook, E. Frank Platt, V. W. Anderson, Walter St. John Jones, Joseph W. Rawson, W. H. Doane, George B. Cox.
21.10.1909 A. J. Stevens wird zum "Manager of Purchases and Transportation" ernannt.
07.06.1910 Auf der Aktionärsversammlung wird Arthur J. Stevens zum Direktor ernannt, um die Lücke zu füllen, die durch das Ausscheiden von H. M. Wilson im vergangenen Februar entstand.

At the Director?s meeting held the same day Mr. Stevens was elected to the office of Second Vice-President
14.06.1910 P. W. Klinger tritt als Betriebsleiter der Frachtabteilung zurück und verläßt die Gesellschaft.
08.09.1910 Henry Tesseyman tritt als Betreibsleiter der Personenwagen-Abteilung zurück und verläßt die Gesellschaft.




Produkte

Produkt ab Bem. bis Bem. Kommentar
Wagen 1874 [Wiley: American iron trade (1874)] 1874 [Wiley: American iron trade (1874)] Vorgabe: Cars




Betriebene Dampfmaschinen

Bezeichnung Bauzeit Hersteller
Dampfmaschine   unbekannt
Dampfmaschine   unbekannt
Dampfmaschine   Wright Engine Works, Wm. Wright & Co.
Dampfmaschine   The Buckeye Engine Company
Dampfmaschine um 1897 The Buckeye Engine Company
Dampfmaschine um 1900 The Buckeye Engine Company
Dampfmaschine   The Buckeye Engine Company
Dampfmaschine 1905 The Buckeye Engine Company




Maschinelle Ausstattung

Zeit Objekt Anz. Betriebsteil Hersteller Kennwert Wert [...] Beschreibung Verwendung
1889 Dampfmaschinen 4   unbekannt Gesamtleistung 600 PS    




Personal

Zeit gesamt Arbeiter Angest. Lehrl. Kommentar
1874 450        




Allgemeines

ZEIT1911
THEMAFabrikbeschreibung
TEXTIn 1849 when the business was started, the plant occupied the portion of what is now known as the Main Plant, from Keowee street east to a point coinciding with the east line of No. 1 Paint Shop-correctly designated as Shop M-10. A fence running north and south at this point, divided the car plant from the territory east to the junction of the two canals, which was a swampy meadow. At a point just south of the main street about the west line of Shop M-10, stood a frame dwelling which was occupied by the night watchman and his family.

The creek which enters the present works opposite the Big Four Pump House and which crosses the main street opposite the Upholstery Shop and flows westwardly under the M-39 Shop, Dry House, Foundry, Machine Shop and empties into the canal under the north end of the Blacksmith Shop, identifies the original buildings occupied by the Car Works, which consisted of a long brick building, the west end of which was three stories high and was occupied by the Machine Shop and Planing Mill on the ground floor and by the Wood Workers and the General Office of the Company on the second floor, and the agricultural implements on third floor. The Blacksmith Shop occupied the one story portion to the east of the Machine Shop and the Foundry occupied the one story portion at the east end of the building. This building was located south of the creek with the west end of the three-story portion coming on a line about half way between the present Machine Shop and Wheel Foundry. This west portion of the building was in the form of an ?L? running north to the canal and abutted an old saw mill which stood near the present canal lock. The space now occupied by the present Blacksmith Shop was first a vacant commons and later used for storage and piling lumber and laying off and framing car timbers. At that time there was quite a large mill pond at a point about where the wheel pit house now stands. For many years the power for the operation of the plant was a water wheel located near the present canal lock.

The Car Erecting Shop was a frame building built on the same lines as the center section of the old frame Paint Shop Building M-9, and was located where the present Body Shop M-1 now stands. There was also another frame shop used for a Paint Shop, which was located about where the present Body Shop M-4 now stands.

At this time the upholstering was done in a raised longitudinal cupola in the roof of the frame Car Erecting Shop and the Storeroom consisted of a space in the center of this shop enclosed by slat partitions.

Later on a frame Planing Mill was built about where the present Body and Cabinet Mill Building M-5 now stands. In 1883 the present Brick Body and Cabinet Mill Building M-5 was erected, being built over the old Frame Mill which was kept running every day and was finally torn down and the machinery changed into the new mill without losing a day.

There was also a frame Freight Car Shop, located where the old Freight Truck Shop stood and which in 1906 was torn down to make space for the long transfer table between Body Shops M-1 and M-4.

The present Frame Paint Shop Building M-9 was built in 1865, the center section only being erected at that time, the north and south sections being added a year or two later.

At this time the Storeroom was located underneath this frame Paint Shop. The original frame shop which was located where present Body Shop M-1 is now, was torn down about 1868 and replaced with a brick building with a basement in which was located the Upholstery Shop and Storeroom.

This brick building had a succession of gable roofs running north and south. This second building only stood a few years until it was torn down and the present brick building now Body Shop M-1 was built in 1880.

As the business increased it was found necessary to remove the General Office from the second floor of the Machine Shop building and about 1860 a frame office building was erected about where the present Blacksmith office is now located.

In 1868 the present office building was erected but did not extend out to the Keowee street line. In 1892 the west end of the building was extended to the Keowee street line and in 1905 an extension was built on the east end of the old office building and in January, 1910, the two-story extension was built on the east end of office building to its present form.

In 1869 the present brick Blacksmith shop was erected and the north half, and ?L? extending along the canal, were added in 1882.

The present three and a half story brick Machine Shop was erected in 1871.

The present brick Wheel Foundry was built in 1870.

Early in 1873 the Foundry was damaged by a disastrous fire and was immediately replaced by the present building. The Soft Iron Foundry was built in 1876.

The West Cabinet Shop was erected in 1870.

In 1871 the old frame shop where Body Shop M-4 now stands, was replaced by the present building and in November, 1899, the space between this building and the old Passenger Truck Shop was built in, making the present continuous Body Shop M-4.

The present brick East Cabinet Shop was erected in 1872.

In 1903 the East and West Cabinet Shops were joined together by building the present Arcade.

When the East Cabinet Shop was built in 1872 the Upholstery Shop was removed to the fourth floor of that building and the Storeroom was located in the basement of, and the Sewing Room and Drawing Room in the second story of, the present Office Building.

The west half of brick No. 1 Paint Shop Building M-10, was built in the winter of 1879-80 and when completed the Storeroom was removed to the basement of this building where it is at present located.

The extension on the east end of No. 1 Brick paint shop Building M-10 was commenced the latter part of 1889 and completed in 1890. The tin used on the roof of this building was some of the first tin plate made in America.

When the Tin and Pipe Shops were organized in 1882, they were located in the basement under the west end of building M-10, with a portion of the Pipe Shop for bending heater coils located under the Baggage Shop as at present.

In 1886 the present No. 2 brick Finishing and Upholstery Shop was removed from the fourth floor of the East Cabinet Shop to the third floor of Building M-12, and the Sewing Room was removed from the second floor of the main office building to the second floor of Building M-12.

In 1889 the No. 3 Brick Shop Building M-13 was erected and a Veneer Room constructed in the basement for the storage of valuable veneers.

In 1900 the M-16 Shop was erected. This was a frame Finishing Shop which was built on site of what had previously been occupied by a walled-in pond of water constructed by the Lumber Department for soaking the sap acids out of oak timber. Immediately west of the Frame Shop was the large Passenger Oak Storage Shed which was built in 1893 and filled with a choice accumulation of Dry Passenger Oak.

On February 20th, 1905, occurred the most disastrous fire in the history of the company. On this date a fire started in a passenger car inside the frame M-16 shop and entirely destroyed this shop, together with six express cars being finish-ed inside the shop, and also destroyed the Passenger Oak Lumber Shed together with the entire lot of oak lumber stored in same. As soon as the debris could be cleared away the present new brick and steel M-16 shop was erected and was occupied May 1st, 1905. On the site of the oak shed was erected immediately thereafter the present M-19 shop, which was first built a frame lumber shed and in the latter part of 1905 it was walled in with brick to be used as a Passenger Finishing Shop.

The original frame Freight Shop which stood where brick Freight Shop was located, where long transfer table is now between Body Shops M-1 and M-4, was torn down July 1st, 1879, and replaced by a brick building into which ran an incline from the main street. This building was used for building freight car trucks and was torn down in 1906 to make room for the transfer table above mentioned.

The brick building which forms the west end of the Body Shop M-4 was built to be used as a Freight Paint Shop, but later was used as a Passenger Truck Shop until the Passenger Truck Shop was removed to the M-39 shop.

The M-39 shop was built in 1901 and in 1903 an addition was built to this shop to be used as a passenger truck shop, and this department was removed to its present location and the place it formerly occupied in the west end of Body Shop M-4 was used for building passenger car bodies.

When the new Steel Plant was gotten in operation the Wood Freight Department was transferred to that plant and the building formerly occupied at the Main Plant was converted in to the present Body Shop M-1 and was first occupied with passenger bodies in April, 1906.

In 1887 the Hammer and Forge Shop was erected at the Annex Plant. In 1905 the north addition was built on Hammer Shop and a new Sellers hammer and a waste heat boiler installed.

In 1900 the old frame stable which stood about where main Power Plant is now located, was removed and the present brick stable was erected on the canal bank abutting the west line of the Thresher Varnish premises.

In 1890 the large passenger car Sill Storage Shed was built on Monument avenue west of C. H. & D. R. R. tracks.

In 1888 the first steam dry kiln was erected in its present location opposite the Storeroom.

In 1896 the new two-story brick Casting Cleaning Building was erected.

In 1907 an addition to the west side of the main Annex building was made, running from the boiler room to the original ?L? wing on the north end of this building. In March, 1911, the three-story extension was built on the north end of main Annex building, this being the grey pressed brick addition.

At various times, purchases of property were made west of the C. H. & D. Railway and between the canal and the Mad river levee, until the company now owns all the property down to Meigs street, with several lots on Taylor street, all of which is used for lumber storage and has extensive lumber sheds and dry kilns.

Originally the method employed for switching cars in the yard was by means of horses or mules. In 1883 what was termed a ?car puller? was erected. This was an endless wire cable running over large pulleys at either end, which extended from the Keowee street gate along the track to the present dry kilns.

This car was operated by a winding drum located at the Wheel Foundry. This device was in use for a number of years and the company then purchased a large traction engine for switching cars and the original car puller was removed. The traction engine was used for switching until the first locomotive, No. 14, was purchased, February 7th, 1898, and another engine, No. 21, was purchased in October, 1903, the large number of car load shipments keeping these two engines busy continually and sometimes requiring their use night and day. In 1907 over 7000 car loads of inbound freight were handled by these engines.

As heretofore stated, the original power for operating machinery was derived from a water wheel located near the canal lock. Later on a small saw mill engine of perhaps 15 H. P. was put in to drive the foundry fans. This engine did not prove a success and was replaced by a horizontal engine of about the same capacity.

As the business grew, more power was required than could be furnished by the water wheel and when the north end and ?L? was added to the Smith Shop, the east end of the ?L? was built for an engine and boiler room and supplied with a Wright horizontal engine and three horizontal tubular boilers. These furnished power for the Machine Shop, Foundry and Blacksmith Shops until 1900, when the Main Power Plant was built.

The power for the Planing Mill was originally furnished by means of a wire cable running across the main street, but when the East Cabinet Shop was built, a steam plant was arranged for in this building with a Wright engine and three horizontal tubular boilers. This engine was replaced in 1891 by a Buckeye horizontal engine, which furnished the power for the Cabinet Mills until the new power plant was built.

The first Shaving Cyclone and Dust Collectors were put into this building in 1886.

The power for the Freight Mill was derived from a steam plant located where the Body Shop office now is, with three horizontal tubular boilers. The engine was a Buckeye horizontal, located in the basement under the brick Freight Truck Shop, which was torn down on 1906.

On June 30th, 1887, the Board of Directors took the following action:-

?It being deemed desirable to gather together the heads of the operating departments once each day, it was decided to serve a lunch at noon to the officers of the Company and the heads of Departments.?

In accordance with this the office building at the Annex Plant, which had formerly been used as the office of the Woodsum Machine Company was fitted up as a dining room and with a complete kitchen, and for a number of years lunch was served free to the officers of the Company and heads of Departments.

On December 19th, 1896, the Board of Directors authorized the equipping a portion of the Main Plant with electric power.

Accordingly on February 20th, 1897, an order was placed with the General Electric Co., for one 207 K. W. belted D. C. generator and 22 motors, aggregating 427 H. P. This generator was placed in the basement of the Buckeye Engine Room under the old Freight Truck Shop, being driven through a jack shaft by the 20?x40? girder bed Buckeye engine now located in Power House Building M-31. This generator was first started August 2d, 1897. The steam for this engine was furnished by the three 80 H. P. horizontal tubular boilers located in the building now occupied by the Body Shop Office.

The first compressed air used in the plant was furnished by a Brownell Compressor located in this same engine room.

On July 31st, 1900, an order was placed with the General Electric Company for two 250 K. W. D. C. Generators and 35 motors aggregating 966 H. P.

On July 25th, 1900, an order was placed with the Buckeye Engine Company for two Cross Compound 15¼?x28½?x27? stroke engines, direct connected to drive the above generators.

On July 21st, 1900, an order was placed with Wickes Brothers for six Wickes Vertical Water Tube Boilers of 250 rated H. P. each.

While the above equipments were being built, the Main Power Plant Building M-31 was being erected and the above generators and boilers were located in this building together with the 20?x40? Wright Engine and the 207 K. W. General Electric Company?s generator and the Brownell Air Compressor which were transferred to this old building from the Buckeye Engine Room under the old Freight Truck Shop. The first of the two engines and generators was started March 23rd, 1901, and the second April 9th, 1901, and the old Wright Engine and Generator and Compressor, which had been transferred from the old Freight Truck Shop, were started in May, 1901.

On January 21st, 1903, a Rand Air Compressor of 1050 cubic feet capacity was purchased to replace the old Brownell Compressor in Power House M-31.

On June 28th, 1902, an order was placed with the General Electric Company for one 200 K. W. G. E. Co. D. C. belted generator and 5 motors aggregating 235 H. P. These were installed in the Annex Plant, Building W-1, Engine Room and driven by belt from the 20?x30? Buckeye Engine, the engine being speeded up from 90 to 135 R. P. M. At the same time there was installed one more 80 H. P. Horizontal tubular boiler in addition to the three boilers already in use, making a total of 320 boiler H. P. at this plant. This generator was first started November 1st, 1902.

In 1905, oil was introduced as fuel in the heating furnaces in the Blacksmith Shop at the Main Plant, the oil being stored in three tanks of 10,100 gallons capacity each, 30,300 gallons total, the tanks and pump being located in a concrete pit just north of the main power building M-32.


ZEIT1911
THEMABeschreibung des Stahlwerks
TEXTOn August 5th, 1899, this Company leased from the Erie Railroad ten acres of land lying north of the Erie track and east of the junction of the canal and hydraulic, now the west end of present Steel Plant. This land was for the purpose of storing lumber and other materials. At this time the Car Company built the bridge across the hydraulic canal, connecting the main plant with this leased ground, and extended the railroad tracks across same.

On December 10th, 1904, the first discussion took place in the Executive Committee of the necessity for a new Freight Car Plant and Henry Tesseyman and Arthur J. Stevens were sent to visit various other car plants.

On December 22nd, 1904, the report of Messrs. Tesseyman and Stevens was received and discussed with the result that Mr. Tesseyman was instructed to proceed with the preliminary plans for a new Freight Car Plant.

On this same date, December 22nd, 1904, was discussed the necessity of the Company controlling its own yellow pine timber supply, with the result that A. J. Stevens was sent south to investigate the possibilities.

On January 16th, 1905, Mr. Tesseyman submitted the preliminary plans for the new Freight Car Plant, with the result that orders were issued for the immediate construction of same.

In the meantime, negotiations were in progress for the purchase from the Erie Railroad and Ezra Bimm, of all the land lying between the Erie Canal and Hydraulic feeder on the north and the Erie main track on the south and extending from the junction of the canal and hydraulic at the east end of the Main Plant to the west line of Findlay street, which resulted finally in the Company purchasing all of this property in March, 1905.

On February 28th, 1905, A. J. Stevens presented his report of his timber investigations in the South, with the result that authority was given for the purchase of the Saw Mill Plant and timber land of the Gress Lumber Company, at Milltown, Georgia, after the purchase of which, the present Milltown Lumber Company was organized. The purchase from the Gress Lumber Company consisted of their Saw Mill and Planing Mill property in Milltown, Georgia, about 50,000 acres of timber land, the Milltown Air Line Railroad extending from Milltown, Georgia to Naylor, Georgia, four locomotives and fifteen miles of Tram Road.

In August, 1907, purchase was made of an additional 36,000 acres of timberland in the territory contiguous to the land first purchased, aggregating an approximate total of 86,000 acres of timber and timberland now owned by the Company.

In March, 1905, ground was broken for the buildings for the new Steel Plant-the buildings for which were rapidly erected, machinery and tools purchased and installed and the plant put into operation and the first steel cars, being those built on Order No. 2102, were turned out December, 1905.

The first buildings erected of the Steel Plant consisted of the Main Erecting Shop, 738 feet long by 180 feet wide; the Paint and Dry Lumber Storage Building, 738 feet long by 75 feet wide, and the Wood Planing Mill, 288 feet long by 100 feet wide- all of steel frame and hollow concrete block wall construction, and a brick Power House, consisting of the Engine Room, 75 fee wide by 68 feet long and the Boiler and Pump Room, 72 feet long by 54 feet wide. For this Power House the following equipment was installed:-

On February 11th, 1905, an order was placed with the Buckeye Engine Co., for two Cross Compound 15¼?x28½?x 30? Engines.

On February 15th, 1905, an order was placed with the Crocker-Wheeler Co., for two 275 K. W. Direct Connected Direct Current Generators and 63 motors aggregating 1551 H. P.

Steam for the Plant was furnished by three 300 H. P. Munoz Boilers ordered from the Platt Iron Works Co., February 23rd, 1905.

One generator was started November 25th, 1905.

The other generator was started November 28th, 1905.



The first Air Compressor for the Steel Plant was ordered from the Platt Iron Works Company, February 23rd, 1905- 1050 cubic feet capacity and was put in operation November 25th, 1905, and the second Compressor, a duplicate of the first one, was ordered November 23rd, 1905, and put in operation June 29th, 1906.

Up to 1907 all freight car forgings and machine work on same had been made at the Main or West plant and loaded on cars and transferred by switch engine to the East or Steel plant.

On February 12th, 1907, the Board of Directors authorized the building of a Forge Shop at the East Plant. Ground was first broken for this building in March, 1907, and the building was in use in September, 1907, although all the tools and machinery for same were not completely installed until early in 1908. This building is of steel frame and brick wall construction, 360 feet long by 150 feet wide.

On February 14th, 1907, there was ordered from R. D. Wood & Co., one Hydraulic Press of 800 tons capacity, with two Buffalo Steam Pump Co. Hydraulic Pumps and one Accumulator. These were first put in operation October 8th, 1907.

In 1910 we installed in the east end of the Forge Shop at the East Plant, one R. D. Wood & Co. 300 ton Hydraulic Press.

This new Forge Shop made necessary an addition to the Power Plant equipment and on February 22nd, 1907, there was ordered from the Northern Electrical Manufacturing Co., one 300 K. W. Direct Current Direct Connected Generator and 28 motors aggregating 518½ H. P., and on February 14th, 1907, an order was placed with the Buckeye Engine Company for one engine, duplicate of the first two above mentioned, and this combination was first started in operation October 16th, 1907.

On February 14th, 1907, an order was placed with the Ingersoll-Rand Co., for one Imperial Type 10 Steam Driven Air Compressor, capacity 2394 cubic feet of free air per minute. This compressor was first started June 29th, 1907. This compressor, in connection with the first two above mentioned, gives a total capacity of 4494 cubic feet of free air per minute.

On February 19th, 1907, an order was placed with the Atlas Engine Company for one 300 R. Special H. P. Atlas Water Tube Boiler. This boiler was first put in operation September 5th, 1907.

The two Buffalo Hydraulic Pumps furnished by R. D. Wood & Co., for the 800 Ton Hydraulic Press, proved unsuitable for the requirements and on February 19th, 1908, an order was placed with Dean Brothers Steam Pump Works for three Hydraulic Power Driven Pumps, with a capacity of 80 gallons of water per minute each, under 1,500 lbs. pressure, to be operated by three Northern Electrical Manufacturing Co. Motors of 90 H. P. each at 470 R. P. M., to replace the Buffalo Pumps.

The total boiler capacity of this Power Plant is 1,200 H. P.

The total engine capacity of the three engines is 1,200 rated H. P., ultimate capacity of 1,650 H. P.

The total generator capacity of the 3 generators is 850 K. W., equivalent to 1135 H. P.

In addition to the above, there have been at various times a few motors purchased, so that at this time we have in the three plants-Main, Annex and East Plant, 7 generators, aggregating 1,757 K. W., and 176 motors, aggregating 4,274½ H. P.

In 1907 fuel oil was introduced in the East Plant, for fuel in the rivet furnaces in the Steel Erecting Shop and for the heating furnaces in the Forge Shop.

In 1905 a frame dwelling house was built at the Findlay street gate of the East Plant for use of the Foreman of the East Plant Lumber Yard.

In addition to the above mentioned buildings of the East Plant, there were erected in 1906, the large frame Passenger Sill Shed, 204 feet long by 196 feet wide, on Findlay street, and the large frame Passenger Oak Shed, 161 by 161 feet square, immediately west of the Sill Shed.

When the Steel Plant was put in operation it became necessary to employ a large percentage of foreign labor and to insure a steady source of supply of this character of labor it became evident that special provisions would have to be made for taking care of their domestic and social needs. Accordingly, on August 5th, 1905, authority was given for the organization of a company for the establishment of a Hungarian Colony. The Dayton Realty Company was there-fore organized January 26th, 1906, for this purpose and 12 acres of land were purchased on Leo Street, in North Dayton. There were erected 80 houses and central club house and general store-the club house and store being owned and operated by J. D. Moskowitz - he also being manager of the entire colony, called the ?Kossuth Colony,? together with all the houses comprising the colony.

The entire plant of the Company at Dayton, consisting of the Main Plant, Annex Plant and East Steel Plant, together with the Lumber Storage Yards, occupies 57¾ acres, on which are located about 85 buildings.

There are in the yards of the three plants about eight miles of standard gauge railroad track.

The total area of buildings under roof is 19.55 acres.

The total floor space under roof is 26.61 acres.

In the year 1909 commenced the transaction in passenger car construction, from the wood or composite construction, to steel cars of various designs of construction and the demands for this type of car becoming so urgent, the Company commenced accepting orders for steel passenger cars in the latter part of 1909 and when the East Plant completed the orders on the books for freight cars in the fall of 1910, that entire plant was turned over onto steel passenger car construction only.

This transaction and evolution in passenger car construction, made necessary many changes in our working force. The amount of detail work on drawings made it necessary to extend our Draughting Room and employ more than three times as many draughtsmen as it had been previously necessary to employ in the most prosperous years.

It also made necessary the erection of Sheet Metal Shop Building M-17 with a complete equipment of sheet metal working machinery and tools.

It also necessitated the installation of an oxy-acetylene generating plant for gas welding. Accordingly two Davis-Bournonville Acetylene Gas generating plants were installed, one at the East Plant and one at the Main Plant.

The oxygen generating retorts were installed at the East Plant. This generator was originally a high pressure generator, but was replace in June, 1911, by a low pressure generator.





The Company successfully weathered the storms of the four worst panics this country has ever known. The first experience was that of 1857, only eight years after the starting of the business. During this depression business was at a standstill and the shops were closed much of the time. There is now in existence an old time-book of the Blacksmith Shop for the year 1857, when Mr. F. A. Tenney had charge of the shop, which bears this inscription in Mr. Tenney?s hand-writing:

?Owner, Captain and Crew,? following which is nothing but blank pages, bearing evidence of an idle shop.

The panic of 1873-4 affected the Company in much the same manner as that of ?57-stagnation of business and closed shops.

During the year 1892 and for several years previous, the Company had enjoyed a very prosperous business, but beginning in 1893, with the World?s Columbian Exposition in Chicago, a period of business depression settled down over the entire country and for the next four and one-half years the car business was completely at a standstill and suffering from a general demoralization. During much of this period the shops were completely closed and in order to keep the wheels moving whenever possible, the Company entered the electric car building field and for the next several years built a great many electric street and traction cars, the electric street railways and traction lines then just coming into general use throughout the country.

With an interim of only a few years of normal prosperity, we were again visited by a financial panic beginning in October, 1907, which swept over the entire country and was followed by a business depression which lasted until early in 1910 and while the car builders and kindred lines were overwhelmed with business in the year 1910, the prosperity was of short duration and because of excessive legislative activity adverse to railroads and restrictions imposed by the Interstate Commerce Commission, general business suffered another slump, from which we had not recovered by the spring of 1911.

But through all these periods of business depression, the Company conserved its resources, improving the physical condition of the plant, always with the motto to ?be ready for business, when business comes!?


ZEIT1902
THEMAwichtige Persönlichkeiten
TEXTEugene Judson Barney was born in Dayton, Ohio, February 12th, 1839. After completing the school course offered by the public schools of Dayton, he went to Rochester, N. Y., where he attended Rochester University. Returning to Dayton in 1866 at the age of twenty-seven, Mr. Barney purchased the interest of S. F. Woodsum in Barney, Smith & Company and becoming Superintendent eighteen months later.
Mr. Preserved Smith having retired in 1877, on July 18th, 1878, Mr. Barney was elected Vice-President and Superintendent and so continued until October 1st, 1881, upon which date, meanwhile his father having died, he was elected President of ?The Barney & Smith Manufacturing Company,? which office he filled until he retired from the Presidency January 1st, 1900. Mr. Barney remains a member of the Board of Directors of the Company.

Colonel James Delany Platt was born at Schroon Lake, N. Y., October 19th, 1838. Beginning his education in the public schools of Schroon Lake, he later continued his studies at Fairfax, Vermont and Fort Edward, New York. After leaving his studies, he spent the next five years in work on his father?s farm and in teaching school. In the spring of 1860 he removed to Toledo, Ohio, where he was located when the Civil War began. He volunteered his services to his country and joined the Tenth Ohio Cavalry which was in command of General Kilpatrick. He participated in all the engagements under General Sherman from Chattanooga to the Atlantic, accompanying Sherman on his famous ?March to the Sea.? He remained with the army until the cessation of hostilities and was honorably discharged and mustered out in September, 1865, with the title of Lieutenant Colonel. After leaving he army, Colonel Platt came to Dayton, Ohio and became connected with Barney, Smith & Company October 1st, 1865. When the Company was incorporated May 16th, 1867 as ?The Barney & Smith Manufacturing Company? Colonel Platt was elected Secretary, which office he filled until July 18th, 1878 when he was elected Treasurer. On October 1st, 1881, he was elected Vice-President and Treasurer, which office he held until January 2nd, 1900, when he was elected President, which office he held until he retired November 10th, 1908.

Frederick Estabrook Smith was born in Warwick, Mass., January 3rd, 1844. He came to Ohio in 1859 and for ten years was employed in the Freight Department of The Cincinnati, Hamilton & Dayton Railroad. In 1869 he became connected with The Barney & Smith Manufacturing Company, serving in the accounting and financial department. On January 22nd, 1877, Preserved Smith retiring from the Company, sold a portion of his interest to F. E. Smith and on this same date he was elected Secretary of the Company and on July 18th, 1878, he was elected a Director to fill the vacancy caused by the retirement of Preserved Smith. F. E. Smith continued to fill the position of Secretary until January 2nd, 1900, when he was elected Secretary and Treasurer. Mr. Smith retired from active connection with the Company June 21st, 1900, but remained a member of the Board of Directors until June 6th, 1905.

Caleb Parker was born in Brookline, Mass., September 19th, 1803. He enjoyed the simple advantages offered by the district school. He taught school at West Roxbury, but in 1826 became a grocer and later was elected to the House of Representatives, where he served one term. In 1854 he came west to Ohio and located in Dayton and became associated with Mr. E. E. Barney in the car business, the name of the firm then being Barney, Parker & Co. In 1864 he retired from the firm, selling his interest to Mr. Preserved Smith. Mr. Parker served without compensation, as Superintendent of Schools in Dayton from July, 1866, to April, 1868. Mr. Parker died November 29th, 1885. When the handsome new school building was erected in 1904, on the southwest corner of First and St. Clair streets, the Board of Education paid fitting tribute to his memory by designating this building as ?Parker School,? by which name it is now known.

Preserved Smith was born in Warwick, Mass., April 17th, 1820, being the son of Rev. Preserved Smith, an Episcopalian Rector. Mr. Smith was educated in the common schools with one year at the academy, and at the age of fifteen years he became a dry goods clerk in Boston, remaining in that position four years. Mr. Smith came to Ohio in 1839, first locating in Cincinnati and then went to Troy, Ohio, as a merchant. In 1856 he located in Dayton as the financial manager of the Dayton & Michigan Railroad. He held this position during the panic of 1857 and largely by his efforts the road was finally completed. In 1864 the road was leased to the Cincinnati, Hamilton & Dayton Railway Company, at which time Mr. Smith retired. Upon leaving the railroad, Mr. Smith bought in 1864 the interest of Caleb Parker in the Car Works and the firm name was changed to Barney, Smith & Company. On January 22nd, 1877, Mr. Smith retired from the Company, selling a portion of his interest to Frederick E. Smith. Mr. Preserved Smith died January 21st, 1887.

Edward E. Barney was born in Dayton, Ohio, in 1852, and upon completing his college course, entered the Car Works and learned the machinist trade. On July 18th, 1878, he was elected Assistant Superintendent, and on February 18th, 1881, was elected a Director of the Company, and was also elected Superintendent, in which capacity he served until October 1st, 1881, when he resigned the Superintendency and T. A. Bissell was elected Superintendent, and E. E. Barney, Assistant Superintendent. On February 12th, 1886, he resigned this position and was succeeded as Assistant Superintendent by A. M. Kittredge. On August 6th, 1886, T. A. Bissell, having in the meantime resigned, Mr. Barney was again elected Superintendent, which position he held until September 4th, 1888, when he resigned and severed his connection with the Company. Mr. Barney died August 1st, 1896.

Albert C. Barney was born in Dayton, Ohio, May 28th, 1849, and after completing his college course, entered the service of the Company to learn the molder?s trade. Mr. Barney was elected a Director of the Company February 18th, 1881, which office he filled until the reorganization of the Company, May 27th, 1892, when he retired from the Directorate. After leaving the Foundry, Mr. Barney served in a general capacity about the works, but did not fill an official position. His personal affairs requiring his attention, he early retired from the Company except as a Director. Mr. Barney died December 6th, 1902.

Ansel E. Stevens was born in Middleville, Herkimer County, New York, October 2nd, 1812, and died September 29th, 1888, at his home at No. 1810 East Third street, Dayton, Ohio. Mr. Stevens began in the agricultural implement business in the Car Shops in 1852, and left Dayton in 1854. In 1859 Mr. Stevens returned to Dayton and entered the service of the Car Company as bookkeeper and general utility man in the office and yard. Mr. Stevens retired from the Car Works in 1882.


ZEIT1911
THEMAAbteilungen (1)
TEXTIn the earlier years of the business, cars were not built from drawings, and it was not until after Mr. C. C. James came to the car works in 1860, that any drawings were made for car construction.

Charles Cox James came to the Car Works in 1860 and remained with the company until his death which occurred July 17th, 1885--twenty-five years of service. Mr. James had charge of the pattern making and he, himself, made such drawings as were necessary. These were made in pencil or ink on heavy drawing paper and before the days of tracing cloth and blue printing.

In June, 1883, the Drawing Room was made a separate department from the Pattern Room, with C. C. James in charge and with his son, Charles, W. James, as foreman of the Pattern Room. When C. C. James died in July, 1885, Mr. Charles Fisher, who had previously been employed in the Finishing Department and Pattern Room, was given charge of the Drawing Room, which position he occupied until October, 1887.

About the year 1885 the matter of artistic design became an important feature of passenger car construction and it was found necessary to employ professional designers to make interior designs for better classes of cars. At this time much of this work was being done by Bruce Price in New York. In September, 1885, Mr. E. Colonna, who had been connected with Bruce Price of New York, was engaged as professional designer. Many examples of Mr. Colonna?s work may yet be seen in cars in different parts of the country, the most notable of which, perhaps, are the original sleeping cars built for the Canadian Pacific Railway and which cars are yet in service on that road.

Mr. Colonna left the service of the company, October 31st, 1888, and was succeeded by Mr. Henry Neu, a designer of repute, who had also previously been connected with Bruce Price. Among the examples of Mr. Neu?s art may yet be seen many of the Buffet Smoking cars and Dining cars in use on the use on the New York Central Lines. Mr. Neu left the service of the company June 30th, 1891.

When Mr. Fisher retired from the Drawing Room in October, 1887, he was succeeded by Frank Marsh, who was removed by death in November, 1887, after only a few weeks of faithful application to his work.

Mr. Marsh was succeeded by Mr. Charles W. James in November, 1887, who left the employ of the company in June, 1890, and was succeeded by Mr. Henry Tesseyman, who held the position of Chief Draughtsman until November, 1892, when he was appointed to the position of Master Mechanic and the Drawing Room was placed in charge of Mr. J. H. Horne.

Mr. James Henry Horne was born in London, England, October 13th, 1862, and after graduating from the Kensington School of Design, came to America in November, 1882, and after several years of service with the Canadian Pacific Railway and with car building concerns in the East, came to Dayton and entered the service of The Barney & Smith Manufacturing Company in January, 1888, as a Draughtsman, which position he held until Mr. Neu retired, at which time Mr. Horne was given the position of designer and upon the retirement of Mr. Tesseyman from the Drawing Room in November, 1892, was also appointed to the position of Chief Draughtsman, which position he still retains under the title of Designer in Chief.

In the many years of Mr. Horne?s tenure, many examples of his artistic work have been created, probably the most not-able of which is the famous Pioneer Limited Train in use on the Chicago, Milwaukee & St. Paul railway, which trains have become renowned throughout all America for their artistic design and luxurious elegance.

THE ESTIMATING DEPARTMENT

In the early days and when competition was not so keen as it became in later years, there was very little of systematic record of costs and estimating on the costs of cars. In fact, in those good old days Mr. E. J. Barney?s little morocco book which he carried in his inside coat pocket, was a very familiar sight as well as a very useful and business-getting article. On one page he had the cost of a sleeping car, on another page the cost of a parlor car, on another a dining car, and so on down through the list of various kinds of passenger and freight cars and he could travel o?er this broad land from end to end and sell cars out of this little red book from one year?s end to the other and at prices which netted the company handsome profits. While this famous little red morocco book was ?a thing of beauty?-alas! it was not ?a joy forever?, for of necessity times have changed, competition yearly became more acute, making it necessary to figure out the cost of cars in most detailed and systematic manner, so that an estimate sheet of a car to-day represents an untold amount of labor and figures.

The first systematic effort towards detailed estimating of cars was made in 1885 and in 1886 this department was established and placed in charge of James H. Hopkins, who made the estimates for a number of years until he severed his connection with the company in 1897, at which time the department was placed in charge of H. R. Rochester, who still re-mains in charge of a large force of estimators and engineers.

THE BLACKSMITH SHOP
The first foreman of the Blacksmith Shop was Mr. F. A. Tenny, whom Mr. Barney and Mr. Thresher had brought from the East in 1850 and who retained this position until he retired from the employ of the company in 1866, when he was succeeded by S. Constantine, who assumed charge of the Blacksmith Shop in August 1866, and was in charge until succeeded by E. M. French in July, 1867.
E. M. French entered the employ of Barney, Parker & Company as a blacksmith, December 16th, 1858, and remained until November 20th, 1860, when he left and went to the Lagonda Works on Springfield. He returned to the employ of the Car Works in 1867 as foreman of the Black-smith Shop, which position he retained until succeeded by Richard Metcalf in May, 1881.
Richard Metcalf had had charge of the Blacksmith Shop of the New York Central & Hudson River Railway at the West Albany Shops, previous to coming to Dayton. It was during Mr. Metcalf?s tenure that the present forge and hammer shop was established at the Annex Plant in 1886. MR. Metcalf retired in July, 1895, and was succeeded by George H. Judy, who had previously had charge of the Blacksmith Shop at the Fort Wayne Shops of the Pittsburg, Fort Wayne & Chicago railroad. Mr. Judy was succeeded by W. M. Johns who had had charge of blacksmith departments of various railroads and car building plants previous to coming to Dayton. Mr. Johns was succeeded March 1st, 1903, by B. F. Owens who had been assistant Foreman under Messrs. Judy and Johns.
Mr. Owens was succeeded March 15th, 1906, by David H. Edwards who retired because of poor health June 15th, 1906, when he was succeeded by Henry L. Weitzel, who had been Assistant Foreman under Messrs. Owens and Edwards.
Mr. Weitzel entered the employ of Barney & Smith Manufacturing Company July 5th, 1881, and was promoted to the position of Foreman in September, 1906, which position he now holds.

THE MACHINE SHOP
The first Foreman of the Machine Shop was Mr. Lyman W. Leland whom Mr. Barney and Mr. Thresher had brought from the East in the year 1850. Mr. Leland held this position until he retired and was succeeded in July, 1872, by Mr. John Tesseyman, who held the position until his death, November 10th, 1892, on which date he was succeeded by his son, Mr. Henry Tesseyman as Master Mechanic, which position he held until March 17th, 1898, at which time he was appointed to the position of Mechanical Engineer, and in addition to which on August 31st, 1907, he was placed in direct charge of all departments of passenger car construction in the Passenger Car Plant.
Mr. Tesseyman was succeeded in the machine Shop by Mr. P. W. Klinger, March 17th, 1898, who had had charge of the Electrical Department and who had installed the Electrical machinery throughout the plant. Mr. Klinger had charge of the Machine Shop until his appointment to the position of Assistant Superintendent January 18th, 1904.
Mr. Klinger was succeeded in the Machine Shop in August, 1902, by Mr. John Hahn, who entered the service of the company in April, 1882, and who, previous to taking the Machine Shop, had charge of the Passenger Truck and Platform and the Freight Truck Departments. Mr. Hahn now has charge of the Iron Machine Department and has been in continuous service twenty-nine years.

THE PATTERN SHOP
Previous to the coming of Charles Cox James there was no pattern department. Such patterns as were required were made in the Machine Shop by Tom Finch, millwright, and others. When Mr. James came in 1860 a Pattern Shop was established under his charge which he retained until his death in 1885, when he was succeeded by his son, Charles W. James, and held the position until he was give charge of the Drawing Room, when he was succeeded by Fred Weckesser in June, 1890, who held the position until June, 1892, when he was succeeded by Philip L. Schwartz.
Philip L. Schwartz entered the employ of the company in August, 1878, and learned the Pattern Maker?s trade and worked continuously at his trade until given the Foremanship of the Department which position he now holds-a continuous service of thirty-three years.

THE FOUNDRY
The first Foreman of the Foundry was Edward Thompson, who was the son of Thompson, who was the founder of the present W. P. Callahan & Co. works. Mr. Thompson was succeeded by James Cushing who had charge for six or eight years, and was succeeded in May, 1864, by H. D. Walbridge, who was succeeded by Henry A. Billings in August 1869. Mr. Billings remained in charge of the Foundry until compelled by age to lessen his labors, and was succeeded in November, 1898, by his son, Charles H. Billings as foreman, Mr. Billings, Sr., remaining in an advisory capacity.
Charles H. Billings was made an Assistant Foreman of the Foundry in October, 1892, and succeeded his father as Foreman in November, 1898. Charles Billings died August 23rd, 1902, after which his father continued in charge of the foundry until his death, March 2nd, 1903.
Mr. Billings was succeeded by E. E. Welsh, who was appointed April 20th, 1903, and retired September 1st, 1903.

Mr. George Blyth as Assistant Foreman, had charge of the Foundry after Walsh left until the appointment of W. J. Fogarty as Foreman August 1st, 1905, which position Mr. Fogarty now holds.

On January 3d, 1911, Mr. Fogarty was appointed to the position of Mechanical Engineer in addition to his duties as Foreman of the Foundry.



THE BODY SHOP



In the early days Mr. Woodsum had charge of all wood-working departments, including the wood machinery, and passenger and freight shops. When Mr. Childs entered the employ of the company in 1855, he had general charge of the construction of passenger and freight cars, and gave his personal attention to the construction of passenger car bodies and trucks, Mr. S. A. McKinzie having charge of freight construction under Mr. Child?s supervision. Mr. Childs continued in direct charge of passenger body building until September, 1883, when he was made General Foreman, and R. F. Mahoney was made Foreman of the Body Shop and was succeeded in January, 1884, by Henry Nugent, who was succeeded in May, 1885, by Allen Selby, who was succeeded in August, 1889, by J. R. Bitner, who had been secured from the Pan Handle Shops in Columbus. Mr. Bitner proved unsatisfactory because of his habits of dissipation and remained less than two months, when he was succeeded October 1st, 1889, by Charles Nagel, who held the position until August, 1902, when he was made Foreman of the Finishing Department. Three months later Mr. Nagel was made General Foreman of the Body and Finishing Departments.

When Mr. Nagel took charge of the Finishing Shop in August, 1902, he was succeeded in the Body Shop by John A. Meier, who held the position until April, 1903, when he was succeeded by John Schaeffer, who held the position until October 1st, 1906, when he was succeeded by Martin Kalbfleisch who held the position until March 25th, 1910, when he was made General Foreman, and was succeeded as Foreman of the Body Shop by Mr. Charles Nagel, Jr., who entered the service of the company in February, 1889, and who now holds the Foremanship of the Body Department.



THE CABINET SHOP AND CABINET MILL



The first Foreman of the Cabinet Shop, aside from the general combination of all the wood working shops, was John Gunkle, who had charge of the Cabinet Shop from 1862 until 1869, when he was succeeded by S. B. Hurlburt, who had charge of the Cabinet Shop and Cabinet Mill, the Freight Mill being under the control of Mr. Childs and the Foreman of the Freight Shop.

In January, 1882, George C. Pyle was made Foreman of the Cabinet Mill, and was succeeded in June, 1882, by R. R. Love, who was succeeded in July, 1883, by L. C. Allison, who was succeeded in January, 1884, by George H. Pratt.

Mr. Hurlburt continued in charge of the Cabinet Shop until May, 1884, when he was succeeded by Anthony Jaeger, who held the position until October, 1886, when he was succeeded as Foreman of the Cabinet Shop by George H. Pratt. At this time the Cabinet Mill was placed in charge of Joe Koehler.

In November, 1887, Mr. Pratt was succeeded in the Cabinet Shop by Mr. Robert Rochester, who was given charge of the Cabinet Shop and general supervision of the Cabinet Mill.

When Mr. Hueffelman retired in 1893, the Freight Mill was separated from the Cabinet Department and placed in charge of William Melke.

In February, 1902, Joe Koehler retired from the Cabinet Mill and was succeeded by W. A. Curtis who was succeeded in June, 1893, by C. S. Bussey, who was succeeded in March, 1899, by Frank S. Herr, who held the position until his death, which occurred February 20th, 1904, when he was succeeded by Joe Elschlager, who was succeeded August 1st, 1905, by Peter Zimmerle, who now holds the position.

In January, 1888, the Annex Cabinet Mill was placed in charge of B. S. Achles, who held the position until May, 1893, when he was succeeded by Ernest Lindelius, who was succeeded June 1st, 1902, by Henry Juppenlatz, who left the service of the company in March, 1911, and was succeeded by William Melke, Jr.

Mr. Robert Rochester entered the service of the company in March, 1887, and has been in continuous service twenty-four years. Mr. Rochester now has under his charge the Cabinet Shop, the Cabinet Mill, the Annex Cabinet Shop and Mill, the Headlining Department, the Marquetry Department and the Carving Department.

On January 1st, 1907, the position of Assistant Foreman of the Cabinet Department was created and Mr. M. C. Kartzke was appointed to the position, which position he now holds.

The Carving Department has always been in charge of the Cabinet Foreman and at times it has been a large department. In 1888 the head carver was Fred Meyers, who was succeeded by Bohatche, Lubitz, Hohn, Goehle, W. J. Kronauge and W. A. Williams, consecutively in the order given. In the year 1897 under Mr. Kronauge there were upwards of 100 carvers employed and five carving machines, and for a period of eighteen months there were five machines kept busy running night and day. Mr. Williams retired in the fall of 1907, since which time Mr. Rochester has looked after the carving room personally.

The Marquetry Department was established in 1897 and was then as now under Mr. Rochester?s charge.

The headlining Department has always been a part of the Cabinet Department with Louis Uttermoehlen in direct charge of the room. Mr. Uttermoehlen entered the employ of the company in 1871-forty years ago-and is now in charge of the Headlining Room.



THE FREIGHT AND BODY MILLS



In the early days all wood machinery departments were under one head and in the early sixties the Freight Mill was under Mr. Child?s control and later it was under Henry Hueffelman?s control when he was Foreman of the Freight Shop. When George C. Pyle was made Foreman of the Cabinet Mill in 1882 he was also given charge of the Freight Mill, and remained in charge of the Cabinet Shop Foreman until October, 1889, when the Freight Mill was again placed in charge of Henry Hueffelman, whose position as Foreman of the Freight Erecting Shop was filled by Stephen Zahn.

In October 1893, Mr. Hueffelman retired and was succeeded by Charles W. Diehl, who was succeeded in August, 1895, by William Melke, who previously to this time had had charge of the long passenger car still mill in what was called the ?Body Shop Cellar.?

When the new Steel Plant was established, the Freight Mill was transferred in the latter part of 1905, to the new building which had been erected for that purpose, and the old Freight Mill at the main Plant was organized into a Body Mill, the machinery being removed from the ?Body Shop Cellar? into the present Body Mill.

William Melke entered the service of the company August 15th, 1872, and assumed his present position as Foreman of the Body Mill, August 12th, 1895, which position he now holds, a continuous service of practically thirty-nine years.

When the Freight Mill was transferred to the Steel Plant, it was placed in charge of Harry Melke, (son of Wm. Melke,) who entered the service of the company in August, 1894, and took charge of the new Freight Mill February 14th, 1906, which position he now holds.



THE FINISHING DEPARTMENT



In the early days there was no distinction made between the Body Carpenters and the Finishers, all being classed as carpenters, but in the sixties, the work was divided, Charles Keppler having charge of putting inside finish in Sleeping Cars and Joachim Meyers having charge of the finishing of Day Coaches, but there was no Foreman of this department. In the year 1870, Mr. W. F. Kittredge had come here from the B. C. R. & N. R. R. to take charge of the Body Shop, but Keppler and Myers having left, Mr. Kittredge was put in charge of the Finishing Department. But Mr. Kittredge remained only until November, 1871, when was succeeded by J. N. Fortain, who was succeeded in May, 1886, by Frank Rieger, who was succeeded in September, 1893, by Frank Smolar, who was succeeded in March, 1900, by C. O. Ullin, who held the position until January 1st, 1903, when he left the employ of the company. Shortly previous to this time Mr. Charles Nagel had been made General Foreman of the Body and Finishing Shops and when Mr. Ullin retired he was succeeded by J. Frank Burrows, who held the position as Foreman of the Finishing Department under Mr. Nagel, until 1907, when he retired, at which time Mr. Nagel assumed direct charge of the Finishing Department and remained in charge of this department until October 14th, 1909, when he retired from the service of the company after a continuous service of thirty-nine years. Mr. Nagel entered the employ of the company September 1st, 1870, was made Foreman of the Body Shop October 1st, 1889, and in August, 1902, was appointed Foreman of the Finishing Department and in November, 1902, was appointed General Foreman of the Body and Finishing Departments.

Upon his retirement on October 14th, 1909, John W. Barnhart, who had been General Inspector, was appointed Foreman of the Finishing Shop, which position he held until June 15th, 1910, when he again resumed his former position as General Inspector and was succeeded as Foreman of the Finishing Shop by Mr. Bernard P. Seekamp who now occupies that position.

Mr. Bernard P. Seekamp entered the service of the Company in September, 1892, as an inside finisher, in which capacity he served until June 15th, 1910, when he was appointed Foreman of the Finishing Department.

On the same date Mr. William Haspel was appointed Assistant Foreman of the Finishing Department.



THE PAINT DEPARTMENT



The first Foreman of the Paint Department was Mr. Tower who entered the employ of the company in 1850, and left in 1859, to enter the varnish business with E. Thresher. Mr. Tower was succeeded May, 1868, by H. J. Bradford. Mr. Bradford remained in charge of the Paint Department until October, 1877, when he was succeeded by Charles E. Paige, who remained until July, 1878, when he was succeeded by M. W. Stines. Mr. Stines remained in charge of the Paint Department fifteen years, and in June, 1893, was succeeded by H. Frank Taylor, who remained in charge until April, 1901, when he was succeeded by David L. Paulus, who remained until January 1, 1908, when he voluntarily left the service of the company to enter into the paint manufacturing business- Mr. Paulus was succeeded by Mr. A. S. Baldwin who entered the service of the company in the Paint Department June 22nd, 1901, and who had been Assistant Foreman of the Paint Department since March 16th, 1905.

Mr. Baldwin now holds the position of Foreman of the Paint Department.



THE UPHOLSTERING DEPARTMENT



In the early days the Upholstering Department was in charge of Mr. Charles Rasche, who was succeeded by Emil C. Haeseler, who held the position until August 1st, 1894, when he was succeeded by Jacob D. Heater, who had entered the employ of the Company April 2nd, 1883. Mr. Heater now retains the position of Foreman of the Upholstering Department, a service of twenty-eight years.

The Sewing Room is in charge of Miss Louise Good who entered the service of the company in 1886-being in continuous service twenty-five years.



THE TIN AND PIPE DEPARTMENTS



Previous to the year 1882, all tin and pipe work was contracted for with firms outside of the works, but in March, 1882, the Tin and Pipe Shops were organized and Mr. Frank Mettille was made Foreman of the Tin Shop, which position he held until he left the employ of the company in September, 1886, and on November 13th, 1886, George William Lutz was appointed to the Foremanship of the Tin Shop, which position he now holds.

When the Pipe Shop was organized in March, 1882, it was placed in charge of C. Hettinger, who remained in charge until March, 1884, when he was succeeded by John Cronnin, who was succeeded in March, 1888, by John Harris, who was succeeded in January, 1894, by Edward Sprague, who remained until November, 1895, when he retired, and the Pipe Department was placed under the super-vision of George William Lutz, with Joseph R. Lee in charge. Joseph Lee died in December, 1899, at which time Mr. John Connors was given charge of the Pipe Shop and still retains this position, Mr. Lutz remaining at the head of both the Tin and Pipe Departments.
George William Lutz entered the services of the company as a tinner April 15th, 1878, and has been in the service continuously for thirty-three years.


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THEMAAbteilungen (2)
TEXTTHE STOREROOM
Originally the Storeroom was a part of the Finishing Department and in the late seventies was in charge of John Aman, who was then Foreman of the Finishing Shop, with a boy, the son of Reuben Sorber, in the Storeroom. About 1883 the Storeroom was made a separate department for the Finishing Shop and the first Storekeeper was Chester E. Baker, who took charge in September, 1883, which position he held until January, 1887, when he was succeeded by John G. Linkert, who held the position until June 15th, 1907, when he was succeeded by Martin W. Erbaugh, who now holds the position of Storekeeper.
Mr. Erbaugh entered the employ of the company September 18th, 1883, and was employed continuously in the Finishing Department until his appointment to the position of Storekeeper.

THE TRUCK DEPARTMENT
In the early history of the company all trucks, both passenger and freight, were built under the direct charge of Mr. Childs. Early in the sixties Mr. Henry Freshmeier was the passenger truck builder and Mr. Angelus Wetzel the freight truck builder. Mr. Wetzel also did the platform work on passenger cars. For a time during the absence of Mr. Wetzel on account of Mr. Wetzel?s long illness, George Fischer was the freight truck builder. Mr. Fischer entered the employ of the company in 1867, and is now connected with the Lumber Department. When Mr. Fischer was transferred to the Lumber Department in 1880, he was succeeded in the Freight Truck Shop by Lewis M. Hildt, who entered the employ of the company September 19th, 1868.
Mr. Wetzel returned after his illness and was given charge of the platform and draft rigging on passenger cars and mounting passenger car bodies on trucks, and continued in this until his death, which occurred in March, 1897.
When, in the early eighties Henry Freshmeier died, the position of passenger truck builder was given to William Kramer, who entered the service in 1866, forty-five years ago, and who now holds the position.
On January 1st, 1898, Mr. John Hahn was made Foreman of the Passenger and Freight Truck and Platform Department and remained in this position until he was made Foreman of the Machine Shop August 1st, 1902, when he was succeeded in the Truck Shop and Platform Department by Martin Kalbfleisch, who held the position until October 1st, 1906, when he was appointed Foreman of the Body Shop and was succeeded on that date by John Zahn, who now holds the position of Foreman of the Passenger Truck and Platform Departments, the Freight Truck Department in the meantime having been removed to the new Steel Plant and being under the control of that department.
John Zahn entered the service of the company in October 1892, in the Passenger Truck and Platform Department and has been in continuous service for nineteen years.

THE IRONTRUCKERS
The story of the Iron truckers, while covering a long period of time, is a short one and soon told.
William Emonin entered the employ of the company October 28th, 1865, and was placed in charge of the Iron truckers November 2nd, 1868, and has held that position up to the present time-practically forty-three years in one position.

THE ELECTRICAL DEPARTMENT
The Electrical Department was established February 20th, 1897, under the charge of Mr. P. W. Klinger, who later was made Foreman of the machine Shop, and later was made Superintendent of the Freight Car Department.
On March 16th, 1900, Mr. D. D. Tate who had entered the employ of the company February 24th, 1900, was made Foreman of the Electrical Department, which position he occupied until January 24th, 1910, at which time he retired from the service of the company and on March 14th, 1910, Mr. H. J. Barienbrock was appointed to succeed him as Foreman of the Electrical Department and which position Mr. Barienbrock now holds.

THE YARD AND LUMBER DEPARTMENTS
From the earliest times, the Yard Department has been one of the largest and employing one of the greatest number of men about the institution. In the early days Mr. E. E. Barney gave his personal supervision to the Yard and it was not until after the year 1863, when Mr. J. H. Stevens entered the service of the company, that this department was handled separately, and at this time Mr. Stevens took charge of the Yard as well as the Lumber Department and retained control of the Lumber Department as Lumber Buyer until April 1st, 1908, when after forty-five years of continuous service, he requested that he be retired and was succeeded by his son, Arthur J. Stevens, with the title of Manager of the Lumber Department.
In May, 1884, owing to the largely increased business, requiring Mr. Stevens to give his entire attention to Lumber purchasing, the Yard Department was placed in charge of Fred Goehl, who was succeeded in September, 1887, by Newton Snyder, who was succeeded in January, 1893, by E. J. Sutton, who held the position until he met his death in an accident on the Fifth Street Division of the City Railway Company in August, 1900, when he was succeeded James H. Miller, who now holds the position of Foreman of the Yard Department.
Mr. Miller entered the service of the company in the Lumber Department December 26th, 1897, and has been in continuous service fourteen years.

THE MILLWRIGHT DEPARTMENT
It was not until 1872 that a separate Millwright?s Department was organized. In the early days the Millwright work was done by various carpenters, and in 1865 this work was being done by a man named J. Hess. When the present Blacksmith Shop was being built in 1868, Hess was given the job of framing the roof timbers, but bungled the job so badly that one morning he failed to appear and Henry Hueffelman was put in charge of the work and with considerable difficulty got the work straightened out. After this the Millwright work was in charge of a man by the name of A. Francis who was succeeded by James Finch who was succeeded by James McIntee.
The Millwright Department organized separately about 1872 with Henry Corse in charge, who remained until about 1878, when he was succeeded by Phil Rudy, who was succeeded in 1879 by Reuben Sorber, who was succeeded in May, 1884, by Al Downer, who entered the employ of the company April 10th, 1878, and who now holds the position of Foreman of the Millwright Department, a continuous service of thirty-three years.

GENERAL INSPECTOR
Previous to the year 1897, no general inspection of the various shops about the plant was made at regular intervals and no detailed inspection of passenger cars before being shipped.
In March, 1897, the position of General Inspector was created and John A. Meier was appointed to the position. He duties were to make a regular and systematic inspection at least once a week, of all the shops and yards about the premises in addition to which his duties required him to make a detailed and systematic inspection of every passenger car before it left the works. This position he held until he was appointed Foreman of the Body Shop in September, 1902, when he was succeeded by John W. Barnhart.
John A. Meier entered the employ of the company in 1877 and has remained to this time, a continuous service of thirty-four years. John W. Barnhart entered the employ of the company March 28th, 1890.
When Mr. Barnhart was appointed Foreman of the Finishing Department, he was succeeded on October 15th, 1909, by Louis C. Kesselring, who had been employed in the Finishing Shop as an inside finisher. Mr. Kesselring occupied the position of General Inspector until June 15th, 1910, when he returned to the Finishing Shop as an inside finisher and was succeeded by John W. Barnhart who had previously held that position and who now holds the same position as General Inspector.

THE FREIGHT ERECTING SHOP
Originally all freight cars were built under the super-vision of Mr. Woodsum, and later, after Mr. Childs came, they were under his direct charge. In the early sixties the foremen of this department were S. A. McKinsie, who was succeeded about 1869 by Henry Huefelman, who retained this position until he took charge of the Freight Mill in October, 1889, when he was succeeded in the Freight Shop by Stephen Zahn, who retained the position the new Steel Plant was erected and the Freight Erecting Shop transferred from the Main Plant to the new East End Plant, when his son, William E. Zahn, was appointed Foreman March 24th, 1906. William E. Zahn entered the service of the company December 15th, 1891, and was made Assistant Foreman of the Freight Shop September 1st, 1902, in which position he served until appointed Foreman of the new Wood Freight Erecting Shop, which position he held until December 1st, 1908, when he was appointed Assistant Shop Superintendent of the East Plant, which position he now holds.
Stephen Zahn entered the service of the Company in 1871, and in October, 1889, was made Foreman of the Freight Shop, which position he held until the shop was transferred to the new Steel Plant in the latter part of 1905. M. Zahn at this time, being in poor health, retired for six months, at the expiration of which time, having regained his health, he re-entered the employ of the company as General Assistant in the Body Erecting Shop, which position he now holds. Mr. Zahn has been in the service of the Company forty years.

THE STEEL PLANT
The new freight car plant for the construction of all kinds of steel, composite and wood freight cars, was erected in 1905 and on August 10th, 1905, Mr. C. Flinn was secured to take charge of this plant. Mr. Flinn remained until January 31st, 1906, when he resigned and retired from the service of the company.

On March 1st, 1906, MR. R. M. Mitchell, who had had, previously to coming here, a large experience in the construction of steel cars, was secured to take charge of this plant and is now in charge of same.

On January 3rd, 1911, Mr. Mitchell was put in charge of all steel passenger car work, including the exterior and interior steel finish as well as the steel construction work. In addition to which Mr. Mitchell continues in charge of the East Plant and all freight construction.



THE WATER SUPPLY



The matter of furnishing the workmen in the shops with pure drinking water at all seasons of the year is one of great importance. For many years the city supply of holly water was drawn on for this purpose, but it was thought it would be a more satisfactory arrangement if the company had its own water supply. Accordingly during the latter part of 1899, three wells were driven near the eastern extremity of the main works at a point opposite the Bimm Ice House, and later on three more wells were added, making a total of six wells, and it was found that our supply came from the same clear cold channel that flows under that portion of the city and from which the city draws its entire supply. A brick pump house was built immediately East of the Upholstery Shop, building M-12, and a pump of 500 gallons capacity per minute, was installed. At first this pump was operated by a gas engine, which proved unsatisfactory and was later supplanted by an electric motor by which the pump is now driven. The drinking water supply for the East Plant is procured from three additional wells similar to the six above mentioned, but located near the East Plant Power House.