Pullman shop crew picture in Elmira Star Gazette, March 12, 1952. Photo submitted by DeWitt Collson, 720 German St., Elmira.
Elmira Republican
Friday, October 31, 1851
Preservation Plate. - We learn from the Tribune of last evening, that Hall, Tompkins & Black, the makers of the Collins gold service, have just completed a silver set of five or six pieces, grape pattern and elaborate workmanship, to be presented by the citizens of Elmira to William E. Rutter, Esq., as a testimonial of esteem and regard.
The New York Express says: - “A splendid Tea Service, consisting of a later waiter, tea pot, sugar bowl, creamer, and slop bowl, is now exhibiting in the show room of Ball, Black & Co’s. extensive establishment in Broadway. It is intended for presentation to William E. Rutter Esq., by the inhabitants of Elmira, as a testimonial of the esteem and regard in which that gentleman is held.
“It was originally intended to present only a silver pitcher, an a subscription having been started for that purpose, a much larger amount was collected that would be necessary for the purchase of such an article. Mr. Rutter has been for the last two years agent of the Susquehanna Division of the New York & Erie Railroad. The Tea Service cost $500.”
Elmira Republican
November 6, 1852
Destructive Fire.
Our village met with a sad loss last night in the destruction of William E. Rutter’s Car Factory by fire. They caught fire about eleven o’clock, and in half an hour were a heap of ruins. The main building north was saved, together with a portion of the cars and machinery, but the other buildings with their contents, were utterly destroy. Mr. R’s loss is estimated at $8,000. Insured $2,500.
Our Firemen worked nobly, and by their exertions save the surround property from destruction.
Daily Republican, Elmira, N.Y.
Friday, January 14, 1853
Rutter’s Car Manufactory. - But a few days since the Car Manufactory of William E. Rutter, Esq., was a heap of smoldering ruins. Yesterday we passed with Mr. R. through his works. We were surprised to observe the shop erected with more than its older glory, the machinery all in motion, and the scores of hands vigorously employed.
If Mr. Rutter had not possessed business talent, enterprise and tact, far above mediocrity, such results would not have been so speedily attained. We saw some cars lettered for the Buffalo and New York City, and also for the Canandaigua Railroads, which, as to substantially of workmanship and elegance of finish are unsurpassed by those of any other establishment of the kind in the country.
His contracts for cars already amount to One hundred thousand dollars. His lucidity and coolness of judgment, his executive talent and ready skill, afford a sure omen and pledge of his successful fulfillment of his contracts, and of his future rapid prosperity his favorite department of mechanic genius and toil.
Elmira Advertiser
July 5, 1855
Rutter’s Car Manufactory,
ELMIRA, N. Y.
The undersigned having been engaged for several years past in the CAR MANUFACTURING BUSINESS in the village of Elmira, Chemung Co., N.Y., would respectfully call the attention of Railroad Companies and all others interested, to the fact that his establishment possesses unrivaled facilities for the manufacture of Passenger, Emigrant, Smoking, Baggage, Freight, Cattle, Coal, Gravel, Lumber and Hand Cars, together with Baggage Barrows, Freight Trucks, and in short everything necessary to the full equipment of our modern Railways.
The CAR MANUFACTORY is located on the line of the New York and Erie, Elmira and Williamsport, and Canandaigua and Elmira Railroads, and in the midst of of one of the best TIMBER AND IRON REGIONS in the State, where every facility exists for procuring Materials of the first quality, and for shipping Cars to any and every part of the United States and the Canadas. Having had twenty years experience in the business, and spared no time, expense or trouble in procuring every improvement connected with the art, I have no hesitation in saying that the work manufactured and turned out of my establishment, for durability, perfection and finish, will compare favorably with that with any other part of the country, and that it cannot fail to give entire satisfaction. Orders are respectfully solicited.
W. E. RUTTER
Lumber for Car Manufacturing purposes, to any amount, of superior quality, will be finished at short notice on reasonable terms, and shipped in any given direction.
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Elmira Daily Advertiser
Thursday, May 14, 1868
The trial trip of the Directors’ Car was made to Owego, yesterday, with a few favorite guess. It was taken down by the Buffalo Express and brought back by the Monitor. The car performed admirably.
Elmira Weekly Advertiser
Saturday, May 16, 1868
The Directors’ Car
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The new Directors’ Car just completed at the Elmira Car Shops was taken on an excursion trial as far as Big Flats, on Wednesday the workmen at the same time continuing their labors of interior finishing. The chief design was to test the running gear, which is made up of two six-wheel trucks, with all the latest improvements of staying strengthening and couplings, It performed well as could have been anticipated, and rode with singular ease and comfort.
The beams of the axles warmed up no more than might be expected with first usage. The car, in general outline and contour, while standing on the track, is beautiful in shape, design and finish. At either ends are movable platforms, which let down over the steps, and the whole soakers us enclosed in neat iron open-work fenders.
Upon entering at one end is the kitchen. This is done off in black walnut, plain, neat and well finished. In one corner is a refrigerator, in the other a peculiarly constructed stove or range enclosed in bras plates, and so fixed as ro shut up completely when not in use, and conceal its real character, actually serving as a handsome article of furniture.
Connected are snug and convenient closets for kitchen furniture, plated ware, knives and forks - handy utensils, all disposed in an incomparable small space, which contains so many little surprises of cozy nooks and cubby-holes. An ample sink, supplied with hot and cold water is enclosed in an adjoining closet well-lighted.
A passage way communicates with the drawing room, furnished with Brussels carpet, elegant black walnut sofas, and chairs, and tables, the upholstering being in crimson velvet and white fastenings. The style of furniture is unique and the finest workmanship we have ever seen turned out from the Erie shops. The table is of oval shape when extended and forms an elegant centre table when the leaves are fastened down with a centre of green leather.
Overhead us beautiful paneling, frescoed in scroll work gilt and the neutral tints in handsome design and figures, with an elaborate central piece in the ceiling over the beautiful chandelier of crystal glass and ornaments, which furnish four burners of peculiar mechanism for holding sperm candles, which are always kept an equal hight. In the end panels of the ceiling are two pretty landscapes of Waters’ which are gems, representing Long Dock and the other Jersey City Station.
The lights of the ventilators are illuminated glass, unique designs, and the ventilators themselves are of the Monroe, Stone and St. John patent, invented by employees connected with the shops and generally approved by actual service. The curtains here and throughout are a light drab silk rope, strung on oval silver plated rods, costing $10 each. Each window is one large glass plate. Opening from one end of the drawing room is the gentlemen’s state room furnished uniformly with the rest, only the sofa unfolds at night so as to be transformed into an easy couch, upon which bedding can be arranged and a sleeping room readily improvised.
Ample cupboards stow away during the day the entire paraphernalia of the bed room, which appears as a cozy retiring room. At the other end of the drawing room is the ladies state room, which is furnished wit more elegance and superior appointments, having marble top basins for hot and cold water, water-closets and every modern fixture and convenience. The ordinary day sofa is arranged to form a beautiful couch at night, and the adjustments, bedding and furniture are very tastily ordered.
The prevailing woods of these rooms are Maple, Walnut and Cedar, with artistic ornaments gracing the panels between the windows, of carved grapes and borders of Cedar, done by a skillful wood worker of Buffalo. Passing out of the drawing room, which may be quickly also changed to a dining room, an entry way conducts to the heater, which communicates heat throughout the car by steam pipes running next to the floor with ornamented iron grating protecting the front. Opening from the vestibule are the wash basins and furniture for general use, water-closet and conveniences.
The plumbing and bell-hanging were done by E. H. Cook & Co., and show a nice job. The water cisterns hold sixty gallons of water at a time. Ice coolers and pitchers serve a useful as well as ornamental purpose. There is nothing wanting to establish the completeness of the provisions in way of furnishing the furniture. The table furniture of china and plated ware is of the choicest patterns.
The apartments of the car are perfect in every respect, and the ornamentations and decorations neat but not gaudy. The entire cost will be about $20,000. We understand that an order, for the building of a Saloon car to match the above, will be carried out at the above shops soon. The trial trip was made to Owego on Wednesday.
New York Tribune
January 28, 1870
THE ERIE MANAGEMENT
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The Works of the Erie Railroad at Elmira -
A Light Upon the Road - A Chapter of the
Iron Age - Nature of the Strike and Its
Consequences
Elmira, January 24, 1870
The further one gets from Jersey City the less interest appears to be taken in the strike which is agitating the souls of the sons of labor at that point. Here the mechanics talk of the subject in as feeble and indifferent a spirit as it were no concern of theirs whatever. This is easily explained. The men on strike at Jersey City are of a different type of mechanics in this respect, their social surroundings produce an influence on their way of living, and thinking which has much to do with their ready disposition to start a strike. The men at Jersey City spend more of their earnings are less tractable and feel less dependent for work on the Erie Company than those at any of the shops intervening between there and Buffalo. At Port Jervis there are restraining influences which have more or less effect on the minds of the workmen, the absence of surrounding attractions in the shape of similar labor outside, in which they might get employment in case of losing what they have; the fact of having a house and perhaps a lot, and of having a family and, it may be, an ambition to start some day in the little town in some sort of business. In Jersey City, on the contrary, the mechanic lives after a different and less satisfactory fashion.
Manner of Life.
His evening resort may be other than his home; his companions are, perhaps, nomadic mechanics, who having nothing to bind them to one place are prepared for a strike, and ready too bundle up their traps at a moment’s notice and start for her feels and pastures new. At Susquehanna most of the men have houses and lots of their own; they feel themselves part and parcel of the place, take an interest in its growth and prosperity, live decent, frugal happy lives, and show no precipitate humor to plunge into a strike without full and due provocation. Here it is a good deal the same way. Living is cheap, the town is quiet, comfortable and progressing, houses and lots can be bought at a figure within the reach of a prudent and saving mechanic, and therefore it is that the men who know the non-paying character of most strikes prefer to suffer some inconvenience rather than run the risk of being indefinitely out of employment.
At Buffalo, I am told, there is a much similar class of mechanics to that of Jersey City - men who have little at stake beyond the loss of a few weeks’ wages, and who are generally able by moving off to another point to procure the like kind of work to that which they have left.
An Influence of The Strike.
In talking with Mr. Rathbone, superintendent of the rolling mills here, [Elmira] he said much of the influence which helped to produce the present strike was due to the efforts of the people, as he called them, of the Rogers Locomotive Works at Paterson, and Paterson folks generally. The feud existing between the Erie Company and the proprietors of the Rogers works is one of uncommon bitterness. The former once gave an order for thirty engines to a firm in Pennsylvania, and the latter resented the slight by sending their locomotives, manufactured for Western roads, around by Harlem and the New York Central, rather than turn them over to the Erie road, which passed by the door, and was a much more and less expensive route. Then the people of Paterson had many of their pleasant traveling privileges abrogated recently, and Erie has, in consequence, came in for some high and healthy criticism. The people of the Rogers works, it is alleged, have tampered with the workmen at Jersey City and supplied the means for carrying on the strike, and it is broadly given out that corporations of a rival character to Erie, and with no sympathy for its fortunes, have secretly fomented the disturbance and kept it alive. Again, it is insinuated that those to profess who to lead the disaffected workmen do so to make capital out of it and have no particular wish to hasten an amicable settlement.
From those who are not in sympathy with the strikers the statement is oftentimes made that a class of men have been at work in Jersey City whom it would be a good policy for the road to get rid of. They have always been a disturbing element in the workshops and are of no particular ability as mechanics. However it is, one cannot help thinking that many of these strikes are based upon an erroneous and ignorant appreciation of the rights of labor as opposed to capital. The Erie Company had as perfect a right to dismiss their men, even though the number exceeded two or three hundred, as any store on Broadway has to dispense with the services of its clerks - a thing which is frequently done in the dull season.
But that the men working away quietly and well in all the other shops, without any cause for complaint, should be called upon to turn out and support the indiscretion of the rest, appears very absurd to sensible men. It is clear to those who seek this method of rectifying their wrongs presume upon the measure of annoyance which they are capable of giving and on the weakness with which they are met. It can hardly be said that this is a right and moral justification of their proceeding, or what is calculated to secure them any real sympathy from the public.
The Sentiment At Elmira
The mechanics here are a peaceable and and industrious set of men, and I understand disconnected with the association called the “Mutual Protective Association of Erie Employees,” Asking the superintendent of the car shop if he heard any intention of his men being about to strike, he replied “Not until I tell them.” He however may be exceptionably situated; for his kindness of manner would smooth over many a difficulty which others less enviably endowed might render a serious and painful embarrassment. As in my letter from Susquehanna, I sought to give some idea of the vast scale on which the mechanical labor of the Erie Railroad is conducted. I will endeavor here to give a sketch of another branch of the work equally interesting - the manufacture of cars, freight, passenger, sleeping and all sorts, together with the immense rolling mill where the rails for the track are turned out at the rate of 2,000 tons a month. As the strike is attracting so much attention the working of the road and the kind of labor at which its mechanics are engaged seems an appropriate subject for description.
The Workshops At Elmira.
Opposite and away to the northeast of the Elmira depot are the various shops, apparently scattered in confusion over several acres of land. On coming to make a tour of them you discover there are great method and order in their arrangement, and when you meet Mr. Rutter, the superintendent of the car shops, you find that all of it is due to him - his tireless industry and love of regularity. As the locomotive at the Susquehanna works rises gradually from a horizontal framework of iron so does the passenger car lift itself from a curious looking floor of wood braced up and down and every way into a bright and airy structure of light yellow walls, crystal windows and gorgeously decorated interior. Machinery plays an important part in the building of passenger cars. It enters into every feature of construction save the upholstering and painting.
People have noticed as they jogged along in an American railroad car of the latest model what a profusion of delicate and artistic work is expended upon the interior. Some folks are apt to think it is a positive extravagance to fit a vehicle up on so lavish a scale of unappreciated decoration. The perfection of the machinery in the car shop explains how easily and cheaply all this thing is done. The old art of carving was a mighty slow and wearying process of fashioning shapes of beauty out of wood. By machinery the work is done in an incredibly brief space of time. On a small table uncomely pieces of walnut are transformed in an instant through the medium of a little piece of steel - worked, of course, by steam - into figures of ornament that the poor wood carver might sign for a lifetime to imitate perfection of finished. The ease and rapidity of which this is performed is astonishing. The walnut, rosewood, mahogany and other woods that enter into the ornamental part of a first class passenger car are turned out in less time than it takes to write about it.
When the ground floor of the car is completed, resting upon a span of new iron trucks, it is shoved out of the first car shop into the second, where the sides are built up and the painting done. Improvements have been made from time to time in the general construction, but now it appears a new school of railroad men has sprung up, crying out for light built passenger cars and rolling stock in general as being much superior in point of speed, cheapness and comfort, and much better adapted to the railroad of the future. Mr. Rutter, after twenty-one years of experience in building cars, and an enthusiast of the light weights contrives to take half a ton of wood less than the quantity used for passenger cars some years ago. This is done in a great variety of ways - by rendering parts hollow which were hitherto deemed necessary to be put in solid, by introducing thin iron bands where beams were formally used, and by substituting glue and canvas where boards an inch thick were considered indispensable. A bright, glittering first class passenger car, fresh from the hands of a painter stands on the track outside the shop, and its detailed description is thus given - forty-nine feet long, ten and a half wide, height in center ten and a half, on side seven feet eight inches, a dome roof running the hole length of the car, thirty seats for sixty passengers, four trucks weighing six and three quarters tons, four journal and six bolster springs to each axle.
Exterior, the standard color yellow; interior finish consisting of walnut panelings between the windows, ornamented with carved sprigs, a fancifully carved piece over each door, all relieved and set off with gilt mouldings and a paneling in each end - cost of the whole $6,000. Our chaperon tells us of the wonders the shop has performed, the freight cars by the mile it has turned out and repaired, the passenger cars, the hand cars, the caboose cars, and then with a glowing pride he talks of the drawing room coaches with their flashing mirrors, Turkish carpets, crimson velvet seats, walnut moldings, private rooms and general fittings, grander by far than ever a prince before the age of steam could command in riding to his coronation. The painter’s studio, the upholsterer’s room and the polisher’s department are all worth a visit, as showing the variety and completeness of the details necessary to build and fully equip those passenger cars with which people are familiar.
Luxury On Wheels
But the drawing room coach as it stood with all its fittings in and its light airy frescoing still damp with the paint of the artist, give the highest notion of the perfection to which this branch of railroad art has brought, imagine a whole series of the most richly furnished and elaborately decorated ladies’ boudoirs placed side by side and opposite to each other, and some notion may be had of the drawing room coach. Passing along the thickly carpeted aisle the eye glances from left to right with a curious delight in peeping at each new and splendid compartment and trying to distinguish which is the grandest and most complete. The heavy padding of the crimson plush and the thick folds of the parted curtains made of ruby silk give a richness of appearance to each cozy compartment of a truly royal character.
Then, for lace curtains, you have the large windows embossed around the border in imitation or chantilly, the pattern peeping out upon the glass from the folds of the looped up terry. For paintings you have the roof and panels frescoed in a style seldom seen outside the canvas of a first rate picture. At the side are pipes for heating the compartments with hot water, and last of all is the crowning triumph, a gas apparatus for supplying light. In the wide parlor or reception room lounges and heavy chairs of red velvet and carpeted cushions for the feet are strewn around.
The interior finish is solid walnut, inlaid and veneered with ash buhl and Hungarian ash. The cornices, even, of the door posts attract attention, but the eye, above all, delights to wander over the field of fresco on the wide ceiling, Here the artist seemed to revel in luxuriance of fancy and variety and brilliancy of color, But a truce to description, for any that can be given would fail to convey fully the luxury and beauty of these drawing room coaches.
The Railroad Artists.
It is interesting to take a peep at the artist’s studio where the designs for car panels are painted. Around the walls are square pieces of canvas slowly drying. One piece contains two different bits of landscape at either side and in the middle; at the top, a Chinese dragon, flourishing his lively tail high in the air. This is intended to cross one end of the car above the entrance; but the stretch of the canvas is nothing to the stretch of the artist’s imagination. All around are sporting, marine and rural pictures on wooden panels, waiting to be used.
In the upholsterer’s room you are let into the secret of how these smooth and handsome velvet seats are made. Great improvements have been introduced in this direction. Light spiral springs beneath a thin board, now occupy the place of solid wood, and the apparently heavy back feels little heavier than a cigar box. Horse hair is extensively used, but the introduction of springs in the seat backs is the feature of chief interest, The work done by the mechanics is in no instance of a heavy or laborious character. Machinery takes upon itself all that is cumbrous and fatiguing, and only the lighter details need manipulating at the hands of the workmen.
The Trades and Wages of the Men
The following are the trades of the men employed and the average rate of wages, working at eight hours per day the recently reduced term of time:- One superintendent car repairs, $5 per day; one clerk, $2.33; one general foreman, $2.50; one department foreman, $2.16; fourteen gang foremen, $2.58; fifteen machinists, $2; eleven blacksmiths, $1.99; nine blacksmiths, $2; eleven blacksmiths’ helpers, $1.43; two tinsmiths, $2.73; one helper, $1.40; two stationary engineers, $2; three general laborers, $1.45; one shop sweeper, $1.80; one watchman, $2.66; fourteen painters, $1.50; twenty-eight passenger car builders, $2.25; three upholsterers, $1.07; five passenger car repairers, $2.23; twenty-five freight car repairers $1.87; twenty-nine truck and box repairers $1.46; ten car inspectors, $1.54; three car sweepers and cleaners $1.43. The quantity if work which this department is capable of turning out cannot be estimated from its present force, as it has a much greater capacity than is now needed by the road.
A Chapter Of The Iron Age.
The rolling mill, a few hundred yards away from the car shop, is a structure of immense size and as a center of a vast industry is well worth a visit. The first thing a stranger entering Elmira one of these winter nights observes is the fake-capped chimney which towers above the rolling mill and throws a lurid glare across the widening valley, With the light of dawn the fiery eruption from the chimney pales its ineffectual fake and darkens into a dense cloud of smoke which, borne by the sportive breeze to the distant hills, fills the morning air with al sorts of vapory forms. Under the guidance of Mr. Henry Rathbone, who officiates as high priest in this temple of industry your correspondent made an inspection of this busy hime of mechanical labor.
The initiated need a little nerve amid the fiery fragments that could ever and anon thick as a hailstorm from the rolling machines. Dodging the dazzling dangerous lengths of red hot rails and bars which seemed to be running about at random made the time pass in a lively and exciting way. And then sauntering through showers of glowing sparks with all the sang froid of stoicism of a salamander escaping with three holes in his hat and a severely singed overcoat, the smart of a red hot metallic pellet down his neck, which lodged near the lumber region, and other casualties too numerous too mention, we came from the scene with a vivid remembrance of its primary features.
Of course, in passing through the fiery ordeal, the eyes had to do double duty, since the ears were completely deafened by the ceaseless whirring of the mighty wheels turning the pin rollers, the weird humming of the interlacing bands overhead and the fierce roar of the numerous furnaces. Nor could the eyes be trusted altogether for noticing a pile of iron which seemed to have turned blue with very cold, we approached to take a seat and take notes, but were quickly made to understand the mistake.
The Temple of Vulcan Illuminated.
First in the line of observation are the “puddlers,” who to the number of a dozen or so are puddling away their more or less precious time over huge cauldrons of molten metal, purging it from dross and preparing the residuum for manufacturing purposes. “Look out,” cries the watchful guide, and while clearing the track for the passage of a number of hand cars loaded with iron bars the visitor is brought up sharp by the scorching heat from the gaping furnaces into the midst of the white heat the black piles of iron go in quick succession, and presently the furnace doors are flung open and out comes the mass glowing like a summer sun. It is then placed on another car, and as it goes blazing through half the length of the shop, like a bright meteor in full combustion, it sends a broad, rich light along the dingy walls and gives the sooty, thickly tangled beams above aglow of golden glory.
The strong, black teeth set in the jaws of the resistless rollers seize upon the bright, yellow metal and roll it backwards and forwards as though it were a savory morsel. Now it disappears as if it had been swallowed in the black depths behind but instantly returns, trickling like fiery saliva between the teeth of the rollers. It seems struggling to drag itself away from the power that holds it, but until it is sufficiently attenuated there is no escape. On either side stand lithe and stalwart Vulcans, armed with peculiar tongs, who seize the blazing bar and dexterously toss into and fro until it had been tortured into the proper shape. It is then allowed to escape onto a long slide which conducts it within reach of the sharply serrated edges of two rapidly revolving saws, when whiz, crash, and a blinding shower of sparks spring across the wide width of the building.
The rail has been cut to the regulation length at both ends, then passes into the open air by easy stages, is inspected, and if found faultless is shoved out of the doors into the open air to form part of the great Erie highway. The rapidity with which this is accomplished is something marvelous, being at the rate of over a rail per minute. The rails are all steel headed and are turned out for the use of the Erie Railroad on an average of 20,000 tons a year. Although not in full blast the Elmira mill gives employment to 350 men, at wages averaging three dollars and fifty cents. The men are paid by the ton, not by the day, and expert hands make as much as eight and ten dollars a day.
A Post Script of Contradictions.
Mr. Rathbone desired to contradict the statement given out by the Paterson iron workers that Messrs. Fisk and Gould bought a share in order to charge Erie exorbitant prices for rails, Mr. Rathbone shows by his books that the mills are now supplying rails to the Erie line at a much lower rate than ever before, and this was the object of the parties accused had in taking an interest in the concern. Furthermore, he considers that the road was never in such superior order, that its rails will soon be all of steel and its bridges and culverts of iron, and that these statements are but justice to men who really take a live and active interest in rendering the road better than it ever was before.
Erie Under Gould and Fisk. A comparison of the past and present management, respectfully dedicated to the stockholders and bondholders generally. By George Crouch, New York, 1870.
At Elmira the Erie Company has some extensive works, principal among which are the car shops, which are superior in some particulars to the kindred establishments located at Jersey City, Port Jervis, and Buffalo. The magnificent drawing-room coaches and luxurious sleeping cars of the Erie line, which so far surpass those of any other road in the country, are mostly built at the Elmira shops, as also the superb first-class carriages now in use. The machinery of the Erie car shops is marvelously complete - performing almost everything but the joining and upholstery work. The greater portion of the elaborate carvings and costly ornamental wood-work which decorates the palatial drawing-room coaches is, of course, the result of artistic handiwork.
Fresco artists of rare ability are employed to gild and fret the roofs with rich designs, and landscapists of considerable genius enrich the panels and fixtures with charming little bits of picturesque scenery. Occasionally fruit, flower, and every figure pieces enliven the interiors, and transform the drawing-room coaches into ambulatory art galleries.
Of the men employed in the Elmira shops, 150 are skilled artisans of the first-class. Mr. Rutter, the superintendent of the works, is engage upon some very new cars of his own design, which promise to be marvels of railway architecture, and will inevitably attract much additional traffic to the road.
Elmira Daily Advertiser
Friday, December 2, 1870
Erie Car Shops.
There are important rumors circulating to the effect that a company have leased of the Erie Railway Company the car shops of this city, and will proceed to operate them on a more extensive scale. First class palace and sleeping coaches will be built by the new company, they supplying the Erie or other roads with coaches such as may be ordered. This enterprise, it is said, will necessitate a large additional number of workmen and require an extensive addition to the present shops. It is stated that the new company take possession of the shops on Monday next.
Elmira Daily Advertiser, July 19, 1878
FOUR NEW PULLMAN HOTEL CARS
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The Lindell, Westminister, Clarendon and Brunswick - Beautiful
Specimens of Elmira Workmanship.
Learning, yesterday morning, that the Pullman Car Shops of this city had just turned out four new hotel cars for the Pennsylvania Central Railway, to run between Jersey City and St. Louis, we started up the sun-scorched track of the Erie, and with the mercury mounting among the nineties, to take a look at them. As any one of these cars is the exact of the other, we secured the services of Mr. Stone, the Superintendent of the Pullman Car Shops, to unlock, explore and explain matters, and with him the Lindell.
Stopping into a narrow hallway, a door on the left opens into the gentlemen’s wash-room. This is provided with a double marble wash stand, and between the two is a marvelously constructed closed, which, when opened, furnishes a seat for the porter, and behind it are revealed shelves and drawers for his brushes, blacking, towels, &c.
On the top of the stand is an elegant little nickel and silver plated pump, which furnishes the water for purposes of ablution, while a beautifully wrought tank supplies the purest and coldest ice-water for the thirsty. On the opposite side is a delightfully finished and furnished sleeping apartment and just above, on the outside, is a large cord attached to what is known as the “Conductor’s Valve,” which connects with the Westinghouse automatic air brake. and by pulling which, the entire train is brought to a stand still.
On the right hand side, just beyond, is the ladies’ dressing room. This is amply provided with all the requisites for a for a lady’s toilet, and, like all the rest of the car, is finished in the most superb and elegant manner. On the left, between the gentlemen’s room and the car proper, is the stove room. This is furnished with the Baker Heater, the water from which is salted to prevent its freezing in the winter, and is forced by steam into pipes running the entire length of the car.
Stepping now into the car proper, we find luxuriantly cushioned seats, while overhead, miraculously condensed in a small space, are the usual bunks of a sleeping coach. The beds are provided with the genuine Pullman blankets, and the latter, when spread out, reveal the name of “Pullman,” in large crimson letters wrought in silk. Each bunk is provided with a rack for hats, collars, &c., and appears to be lacking in nothing forth comfort and convenience of the traveler.
Passing along into another hallway, we come upon a linen locker, for clean clothes, and a cupboard where the tables are kept. We find her, also, a wine closet, the shelves of which are covered with plush to prevent the breaking of bottles, and a bar, from which those who are so disposed can order liquor of any description of wine, ale or lager. Near by is the pantry, duly provided with white china dishes, glassware, silver castors, pitchers, &c, and even the broad shelf of this room, by the simple manipulation of a few unseen shelves, can be transformed in the twinkling of an eye, into a snug and cozy sleeping apartment fir the porter.
The kitchen arrangements are simply wonderful. A range, provided with every conceivable utensil for cooking purposes, occupies far less space than an ordinary parlor stove, while behind is a sink, into which cold or hot water is drawn from seemingly inexhaustible tanks.
The ceiling of the car is made of ornamental oak veneering, elaborately wrought with fanciful designs, and the whole producing a pleasant and charming effect. There is not a solitary inch of space in the car wasted. It is all utilized, and the internal arrangements furnish a succession of most agreeable surprises to any one who is fond of seeing utility combined with ornament.
But the most remarkable features of the car are by no means to be found on the inside. On the outside, under it and between the wheels, are large ice-boxes - genuine refrigerators in which ice, game, meat, etc.m for the hotel above, will keep for any reasonable length of time, and close by the side of these are still other boxes, in which a fabulous amount of charcoal can be carried, for making quick fires for culinary or other purposes.
The car is provided with six pairs of forty-two inch paper wheels with steel tires, mounted on standard No. 5 Pullman trucks. The Janney platform and coupler complete the list of novelties and decided improvements in this really remarkable and wonderful specimen of what the Elmira Pullman Car Shops, under the management of Superintendent Stone, are capable of producing. We will only add, in closing, that the outer finish of these cars is evert way in keeping with the inside, indicating luxurious ease, refinement and comfort.
New York Tribune, December 26, 1882
William E. Rutter, car-tracer of the Pennsylvania Railroad, and father of James H. Rutter, third vice president of the New York Central & Hudson River Railroad, died yesterday suddenly, of heart disease, age seventy. He was born in Providence, Rhode Island and learned the trade of carpenter in Baltimore. In the early 1830s he went to work for the Boston & Providence Railroad, and later became master mechanic on their Stonington line. He moved to Elmira before opening his plant there.
Buffalo Courier, June 25, 1883
The Elmira papers are fretting over the Pullman shops from that city, and they do not appear to have derived much comfort from interviews had with the superintendent. The shops stand on ground owned by the Erie, the lease which does not expire for a year. You will know all about the matter, gentlemen, when the proper time arrives, and can well afford to possess your souls in patience until then.
Oswego Daily Times, June 29, 1885
At the present time 270 mien are employed in the Pullman shops at Elmira, and 30 cars a month are turned out of the repair department.
Auburn Dispatch, July 31, 1886
The Pullman shops at Elmira, where for the past 16 years palace coaches have been turned out, will soon be vacated, and turned over to the owners, the Erie Railroad Company. The impelling motive for removing the shops, is that the Erie company to use the building, the lease of the Erie company o the Pullman company having expired several months ago. The Pullman shops will probably be started in Philadelphia.
Elmira Morning Telegram, July 5, 1885
PULLMAN REPAIR SHOPS
____
An Industry From Which Elmira
Is Deriving Benefit
___
A Great Many Men Employed Who Leave the
Greatest Share of Their Money
in the City
There are few persons aside from those employed at the Pullman shops in this city, who are aware of the large amount of work that is carried on within the walls of those shops and around the in-closures of the works. We say in-closures from the fact since the return of the works to Elmira, the yards have been used as an open-air shop; necessarily so, because of the large number of cars repaired and sent out from the shops.
Such a large amount of work can be done only through a system, which must be perfect in all its details. Under the skillful management of Superintendent A. J.Drake there are 250 men employed at the works at the present time.The men are divided into gangs according to whatever trades they follow. Each gang has its foreman. The firemen are selected because of their experience, good judgment, courteous treatment of the men in their charge, and their ability to supervise the work to be performed in their respective departments.Yesterday a Telegram representative inquired of one of the foremen, “How is it that you are able to finish up in such splendid style and send out from the works thirty-two cars in twenty-six days, such as you are reported to have done in the month of June?”
“WeWellll,” replied the gentleman question, “it is true that our present facilities are rather meager, but you see we have a good system for doing work and that system when practically applied culminates in a rapid reconstruction of our cars. When a car is sent in for repairs Mr. Drake will write upon a blackboard which hangs close to the entrance leading from the office of the shops to the main building, the date of the month that the car has to go out. That date means just what it indicates, and if the oil remains in its accustomed place, the car will go out.” A further inquiry elicited the information that the various departments are operated and officered as follows: William C. Cheavens is foreman of truck building, George Hartman, foreman of paint shops, Ralph Faldon, foreman of blacksmiths and machinists, William Cunningham, foreman of cabinet-makers,George Cadwallander, foreman of carpenters, Andrew Ackerman, foreman of upholstering department, Michael Marsh, foreman of woodworking machinery, William Sullivan, foreman of tinsmiths, and Messrs.Kelly and O’Brien in charge of the steam fitting.
As soon as a car is switched into the shops the foremen of the various departments when the men at once proceed to perform whatever amount of the repairs that may be required. And it is often said that a car is two thirds stripped before her wheels stop rolling once she enters the shop door. There are pony trucks upon which the cars are transferred while their service trucks are being repaired. Each foreman is supplied with an order book. When a workman wants any material he has to receive an order from his foreman, who is supposed to know the amount required and where it is to be used. The order has to be presented to the shoe-keeper of supplies at the shop, who makes a charge upon his books of the material given out, the charge being entered against the car for which it is intended for, and which is known by its name or number. There is a record kept of the number of hours of labor performed by each workman upon each car, and by this method a correct estimate of the cost of each car is kept by the company, and also an account of its earnings from the time the car is built until it passes beyond the date of its usefulness.
There is a double track laid through the shop. The main building is partitioned into three compartments. At the north end near Fifth streets the cabinet-makers’ room, which holds two cars. Next to that is the center of the main department for carpenters, wood-working machinery, tinsmiths and steam fitters. The department contains four cars, ad at the east end of the building is the paint shop and furnishing room combined. This department olds four cars.
Thus it will be seen that the shops are only large enough to accommodate ten cars at a time. The blacksmith shop, which is large enough to contained eight fires, is a separate building from the main, as is also the upholsterer’s room. There are two marble cutters and finishers constantly employed polishing and setting marble in the saloons and other departments of the cars. The entrance to and exit from the shops are at the Fifth street gate, where there is a time keeper stationed, who has a slate containing the names of all employed at the works. As each employee passes in he has to announce his name every morning before the hour of commencing work, and the same time after the dinner hour. There are none allowed to pass into the works unless they have a permit from the office, and it is seldom that a permit is given so it is a poor place for curiosity seekers to visit. The company’s rules are imperative and are strictly enforced by the foreman in charge. The coming of the works to Elmira is a most fortunate thing for the city inasmuch as it has given employment to a large number of our resident mechanics, and has brought from Philadelphia a large number of first class mechanics, well behalf and industrious men, who would make good citizens if they should content themselves to live here..
This city is the most available place for the company’s works to locate at. An eastern repair shop is what the Pullman company require most and it would b heard to select a more desirable or a more central place than Elmira.
The men who have come from Philadelphia with the works express themselves highly pleased with our city. Most of them have brought their families here, and many others contemplate doing so at their earliest convenience. It is earnestly hoped that our citizens will take some action towards inducing the company to establish their works here. Last month there were over 300 men employed at the works, the pay roll amounting to $14,000. Over two-thirds of this has passed into the hands of the merchants of this city.
Buffalo Express, Sunday, August 1, 1886
Elmira to Lose the Pullman Shops
Elmira, July 31. - The Pullman shops, where so many of Elmira’s mechanics have found employment for a number of years are soon to be removed from the city. At present they employ 300 men, mostly skilled mechanics. The main shops are to be located at Philadelphia, and the order has been issued to the fireman and the order gets things in readiness to move about the 1st of October. About 200 men will probably go with the shops. The reason given for making the change is that the great body of he Pullman cars in the East are run over the Pennsylvania Railroad and the consolidated lines along the Atlantic coast. Another reason is that the Erie company, who owns the shop buildings, desire them for their own use. There is some consolation therefore in the fact that the Erie company propose to add considerably to the repair work done here, and will utilize the additional room for the repair of passenger coaches for all along the line. This will necessitate the employment of a large number of the employees thrown out by the removal of the Pullman shops.
(Narrative)
The Elmira Car Works was founded at Elmira, New York, in 1851, by William E. Rutter as a car repair shop servicing the newly constructed New York & Erie Railroad. A year later it became to build cars. One source refers to the Elmira Car Works as the Elmira Car Company, but there is no hard proof of this. Advertisements in the American Railway Times, circa 1853, refer to the firm as the Elmira Car Manufactory. Neither Arnold nor Charlton list Anything for Elmira Car Works.
An advertisement ran in the American Railway Times much of 1853. Elmira Car Works’ founder, William E. Rutter (1812-1882) was born in Providence, Rhode Island, and had learned the trade of carpenter in Baltimore (One source says he was an experienced carriage builder.) In the early 1830s he went to work for the Boston & Providence Railroad, and later became master mechanic on their Stonington line. He moved to Elmira a little before opening is plant. Boyd's Elmira Directory for 1863 shows James H. Cleveland as foreman of the Elmira Car Shop.
In 1870 the plant was leased to the Erie and Atlantic Sleeping Cafe Company, a subsidiary of the Erie Railroad The Erie & Atlanta was merged into the Pullman Palace Car Company in 1876. which used the Elmira shops for repairs until 1886.
Elmira Star Gazette
Friday, October 7, 1892
A Change at the Erie Shops.
The work of repairing crippled cars at the Erie car shops in this city is to be done away with for the purpose of making room for the new paint shops. A large number of ornamental coach winters will be employed until April 1st.
Elmira Daly Gazette and Free Press
October 5, 1892
More Men to be Employed.
____
The Erie Shops Force to be Increased - The Paint Shop
Elmirans will be pleased to learn that the Erie company has obtained a large appropriation for the car shops in this city. A much larger force of men is to be put at work. It is reported that the paint shops are to be resumed here, but how true this is, it is not definitely known. It is certain, however, that more work is to be done. Superintendent Maguire was out, when a Gazette reporter called at his office this morning, and for that reason noting definite cold bed learned.
Elmira Star Gazette
Saturday, August 5, 1894
Erie Shops Shut Down
The Erie shops are shut down today and it is said the men will lose another day next week. There is a fixed appropriation to run the shop each month, and when it is evident the expenses are not apt to exceed the appropriation it is necessary to shut down a day or two. When working the men put in eight hours a day.
Elmira Star Gazette, Friday, February 15, 1895
Erie Shops
___
They Will be Taken From This City to Buffalo
___
An order has been received in this city from New York ordering the removal of the Erie car shops of this city to Buffalo. Under the order the freight repairing department will remain her and the carpenters who are employed therein will continue to have work. Fourteen fresco painters who have been working on passenger coaches are out of work and a small number of of carpenters. The work will be discontinued in this city tomorrow.
Elmira Star-Gazette
Saturday, February 16, 1895
Large Coal Orders.
The Erie shop men are busy repairing coal cars. The company has many large orders for the shipment of coal and need all the cars they can obtain.
Elmira Star Gazette
Wednesday, February 27, 1895
COMING BACK
The Erie Passenger Work to be Returned
To the Elmira Shops
The laid-off painters, who were employed at the Erie shops until quite recently, as stated in this paper, are rejoicing today. An order has been received that the passenger cars will be again repainted and repaired in the Elmira shops, and tomorrow morning work will again be begun. The number of painters who were thrown out of work was fourteen, and all of these will again be put to work. It was contemplated that the work would be taken to Buffalo, and the rescinding of the order will cause a general good feeling.
Elmira Daily Gazette
Thursday, March 21, 1895
(Abstract) James H. Cleveland, 71, one of Elmira’s oldest citizens, died today at his home at 708 E. Market St. after a lingering illness. He was born in Staten Island and at the age of 23 accepted as position as foreman of the Erie shops, retiring about six years ago. After funeral his remains were taken to Nyack, N.Y. on Erie train No. 12 for internment.
Elmira Star-Gazette
Friday, January 3, 1896
WORK INCREASING
There is prospect that the Erie railroad shops in Elmira may again become the busy place they used to be in years past. Under the new regime the coaches and cars are being put in repair, and yesterday work on repairing passenger cars was again resumed in Elmira/ This class of work was taken away from Elmira several years ago. A number of passenger coaches were placed in the Elmira shops yesterday, and it is said this like of work will be gradually increased, which means additional work in the shops here.
Elmira Star-Gazette
Monday, May 12, 1902
Erie Shops Here Have Been Closed
____
Nearly One Hundred and Fifty
Men Affected by Shut Down.
___
COMPANY GIVES NO REASON
___
Division Superintendent Corbett Believes
That the Suspension of Work is
Only Temporary and That It Will Soon
Be Resumed.
___
Saturday evening a bulletin was posted in the Erie railroad shops in this city notifying the employees that their services would not be required until further notice. The order affects between 125 and 150 men, but does not apply to the twelve men employed in the round house or the wrecking crew.
The order came from the Erie railroad headquarters in New York and is not a general order, applying only to the men in Elmira. No reason for its issuance was given and the men are at a loss to know what caused it.
Division Superintendent Jams Corbett said that he knew nothing of the cause which brought about the shut down. The shops, he said were not under his direction, but are in charge of the mechanical department, which is located in Meadville, Pa. He said that it is opinion that the shut down is only temporary and that the shops would be running in a short time as usual.
Some railroad men are of the opinion that the suspension of work in this city is due to the strike of the anthracite coal miners, the argument being that because there will be little or no coal shipped there will be hardly be any great amount of repair work in the repair shops to keep the men busy for a long time. The Erie shops in Hornellsville were put on short time a few weeks ago, but now they are running the same as usual. It seems to be the general opinion that the shut town will be of short duration, the impression being that it was occasioned by the fact that the appropriation set aside for the work was in danger of being exhausted. The Erie has practiced similar economy in the local shops before.
At the present time the business on all the railroad is lighter than at any other time of year. The Lackawanna Railroad Company has “set back’ several engineers and firemen, put passenger firemen on freight trains and either laid off freight firemen or put them at other work because of the slack business.
Elmira Star Gazette
Friday, July 25, 1902
Erie Abandoning Shops
____
Fred Meeks Who Has Been Foreman at
the Round House in This City Ordered
To Return to Hornellsville
___
What many of the Erie railroad men think is another move to practicality cutting Elmira off the map of DErie shops is soon to take place.
Fred Meeks who for some time past has been foreman of the round house in this city is to return to Hornellsville from whence he came.
Tis will leave the Elmira round house without a foreman and it is believed that this is another move to reduce the force and to ultimately abandon the shops in this city.
Elmira Star Gazette
Monday, August 4, 1902
SITUATION STILL UNCERTAIN
___
Fate of Erie Shops in This City Likes in
Three Men’s Hands
___
The situation at the Erie shops is as uncertain as it was before the visit of Assistant Superintendent of Motive Power Lavery and Master Carbuilder Gunn Saturday.
These gentlemen failed to see General Foreman G. W. Miller and hence left the city without settling the mater of abandoning of the shops here or not. The force has already been greatly reduced and when Messrs. Garvey and Gunn left here Saturday thy announced their intention of returning in a day or two to settle the business.
It is probable that an arrangement would have been made Saturday and Mr.Miller been her then. The fate of the Elmira shops likes in these men’s men’s hands and will be settled tomorrow or next day.
Elmira Sar Gazette
December 20, 1902
WILL USE OLD ERIE SHOPS.
___
John Riley to Manage Big Storage and
Transfer Business There.
___
The recently abandoned Erie railroad shops in this city have been leased by John Riley, who willies them to conduct an extensive storage and transfer business.
Mr. Riley has represented the Deering Harvester company as general agent in this city for the past three years. He resigned this position in order to give his entire time and attention to the management of the Elmira Storage and Transfer company’s business. Mr. Riley is succeeded as the Deering agent by S. V. Robinson, of Fort Wayne, Indiana.
The former shop buildings are large and with the repairs that have been made will be in every way fitted for the new business. Household goods will be stored and a big transfer business in merchandise and harvesting machinery will be conducted.
Elmira Daily Gazette and Free Press
Friday, February 20, 1903
Railway Y.M.C.A. Abandons Building
____
Parent Association Will Move To
Branch On The Southside
____
Will Erect Home There Soon
____
Organized in 1878, it was one of the
Pioneer Railroad Associations in the State - Property
at Church Street and Railroad Avenue Will Be sold.
____
The Railway Young Men’s Christian Association building at the corner of Church street and Railroad avenue is to be abandoned and the work of this organization is to be concentrated on the Southside. At the present time the work of the Northern Central branch of the association is being carried on in a building at the corner of Miller and Lewis streets. It is probable that the association will before long construct a building of its own in that vicinity.
At the present time there are three railway branches of the Y.M.C.A. i this city. The Lackawanna Y.M.C.A. is in a flourishing condition and has a good building of its own near the Lackawanna roundhouse, The Railway Association at the corner of Church street and Railroad avenue has been in existence for years and recently the Northern Central branch on Miller street was organized and its anniversary is soon to be celebrated.
In 1878 the Railway Young Men’s Christian Association was formed in this city, it being one of the pioneer associations of the country. In different places rooms were secured until 1881, through the cooperation of the different railroads running through the city, the fine building at the corner of Church street and Railroad avenue was constructed. The Erie, Northern Central and Lehigh Valley railroads contributed toward the erection of the building and maintenance of the association.
At that time the Lehigh was using the Erie tracks through this city and later the Tioga was absorbed by the Erie. The land on which the building was erected cost $4,375 and the building that was erected cost about $6.000. At that time the Pullman company had a large force of employed in the city.
During the last few years conditions have changed and but two roads, the Erie and Northern Central, contribute towards the association. The association has been conducted by railroad men in a business-like manner and much good has been accomplished. The discontinuance of the Pullman and Erie shops caused large losses in the Association membership. Tickets for members have been sold at $2 each, giving members bath privileges alone worth more than than that amount. Secretary C. L. Shattuck has been a most competent official. He is well liked by the railroad men and has expended his best energies and given conscientious work to make the association a success.
For some time the Northern Central employees, the majority of whom live on the Southside, have felt that the association building should be nearer their work and homes and a year ago they organized their branch. The Erie membership having largely fallen off, the Northern Central men naturally have the call and will put their best efforts in the new work.
The Church street property will be sold and as soon as the purchaser is found, the work on the Southside will be greatly increased and the funds will be used to meet the new conditions of affairs for the best interests of the Erie and Northern Central employees.
Elmira Telegram, Sunday, December 8, 1907
Recalling the Elmira Shops of the Pullman Company
Several days ago the Pullman shops at Buffalo were damaged by fire to the extent of a half million dollars loss. Fifteen hundred workmen are out of employment at least temporarily as a consequence. It is rather a discouraging position in which to be placed when most fathers, sons and brothers are working with more than ordinary energy that they may earn sufficient money to make glad the heart of Christmas morn of those whom they love. More disappointing yet is the humor that the big plant will not be erected in Buffalo but that the work will be transferred to Pullman, Ill.
In that event it is likely that the major portion of the Buffalo workmen of the company will be given places at Pullman. It is even suggested that the company will continue a shop in the east but will look for location where taxes and cost of living are less than the Buffalo standard. If that be true perhaps Elmira has a chance to bid for the enterprise.
Elmira was the home of the Pullman shops a generation ago. There are men living here today who worked for the Pullman company here and others are employed for the Erie in the shops at Susquehanna and Hornell. Still others are at Wilmington, Del., where many went when the Pullman shops were closed in this city.
Few who live here are now aware that it was an Elmira man who invented the sleeping car - Eli Wheeler, by name. Next Thursday will be the anniversary of his death on William street. He was a man of refined taste in literature and art. It is an undeniable fact that Captain Wheeler invented, patented and put into use the first practicable sleeping car that was ever run on the railroads of this country.
The principle that he applied is the same one used to this day on all magnificent bed room coaches that are such comforts to travelers. The Pullman palace coach and the Wagner sleeping car are heard of all over the world but the name of the late Captain Eli Wheeler, of Elmira, the man who invented or discovered the idea around which they are built and made them possible is never heard. It is only another instance for the inventor making nothing while some one else reaps the benefits.
There might have been some compensation to Captain Wheeler if he had made money in the enterprise even if his name were not mentioned. Webster Wagner got control of the Wheeler cars on the New York Central road, became a millionaire out of their construction; was sent to the senate of this state, and became a power in financial and political matters. George M. Pullman, who began his life in connection with the cars as a conductor on one of Eli Wheeler's coaches on the Central road also made millions out of the manufacture of sleeping cars, while Captain Wheeler, in all, made out of his invention only $10,000, a paltry pittance in comparison with the rest. The patent granted to Captain Wheeler was dated August 3, 1858.
As early as 1856 the New York Central was experimenting on contrivances to provide for better comforts of passengers during the night time. It is said that about 1856 a man named Woodruff got up a "sleeper" for the Central. It was an awkward affair. Captain Wheeler happened to be in Buffalo and saw the Woodruff got up a "sleeper" for the Central. It was an awkward affair. Captain Wheeler happened to be in Buffalo and saw the Woodruff car which the Central refused to accept, it is said. Wheeler remarked that he had evolved an idea of what a sleeping car should be.
He showed a model of his ideal sleeping car to George Gates, who had been sheriff of Erie county. Gates took the model to Eaton, Gilbert & Co., famous car builders of Troy. Mr. Eaton was highly pleased. Two cars were built and placed in service on the New York Central They were under the control of Webster Wagner who subsequently undertook the job of turning out more of them for the Central, the new invention having met with public approval and patronage.
In 1859, Vice President Headley, of the Erie, took the cars that had been running between Elmira and Canandaigua, the Erie then having that territory, and had Captain Wheeler direct their rebuilding as sleepers. The work was done at the shops at Piermont. The cars were successfully run over the road under the management of Geoge Goff, who had conducted an eating house at Dunkirk. In 1860, Goff sold out his rights as manager to Richard Baker, of Elmira, and Charles Widrig, of Horsesheads. Business increased and they ordered the building of two more cars in the Elmira shops. W.E. Rutter, of this city, was the builder. That was the origin of the Pullman shops of Elmira.
It is related that in 1861, the Erie finding that Baker and Widrig were quite prosperous decided to monopolize the business and refused to permit the Elmirans to continue the running of sleepers over the road. Persons in the Erie formed a sleeping car company of which Erie Superintendent Charles Minot was the head. After making a large profit Minot and his associates sold out to George M. Pullman.
Baker and Widrig sued the Erie for peremptorily ordering them from the road and got small damages. Captain Wheeler went to the companies using his model of cars but he could get little satisfaction. He didn't care much about lawsuits and as he had realized $10,000 from his invention, and had no heirs he remained contented with his books and his works of art at his pleasant home on William street.
Many cars were made in the Elmira Pullman shops and the loss of the closing of the works here about twenty years ago was severely felt. It is probably the company would have gained had it remained in Elmira. The Queen city of the southern tier would have gained too. Perhaps there will be no chance of securing the Pullman shops here again but it is worth trying. If Buffalo is to be deprived of the works because of last Monday's fire I am sure the good people up that way, and of whom there are many former Elmirans, would be pleased to see this city reap the benefit.
It would indeed be repaying the debt of gratitude at least the late George Pullman owes to the late Captain Eli Wheeler, of Elmira, because had not Captain Wheeler at the opportune time invented his sleeping car and had not George M. Pullman secured employment on the car there might now be any Pullman millions. Captain Wheeler, by the way, was not a practical railroader. He and the late Captain Henry C. Spaulding, father-in-law of the Hon. John B. Stanchfield, secured their titles as captains of canal boats.
Captain Spaulding subsequently became a lumber dealer and amassed a fortune. After leaving the canal, Captain Wheeler conducted a foundry on Lake street. His death on December 12, 1882, was due to a stroke of apoplexy. It would be interesting to know what became of his letters of patent on the sleeping car.
(Note: These shops, on Fifth Street, were closed in 1886 and the operation was moved to Wilmington, Delaware).
Elmira Star Gazette, March 30, 1908
With Pad and Pencil (Excerpt)
The Pullman car shops were quite a big thing in Elmira thirty years ago. Some of the finest of the Pullman cars were made in Elmira shops, abutting on East Fifth street, and about all of the eastern repair work was done here.
Hundreds of men were employed. So, too, the Erie car shops, opposite the depot, employed hundreds of men and were busy all the live long day and oftentimes at night. Behold now how great a change. The rolling mills have been idle since Henry W. Rathbone closed them down years ago; the busy Pullman shop building was silent many years, but is now occupied in other lines; the Erie shops are nothing compared to what they once were; the only reminder of their glorious past being the 6 o’clock morning whistle which sounds exactly as is it did forty years ago.
Though the rolling mils and blast furnace have gone, though the shoe business has seen its best days, though the Pullman shops are no more, and the Erie shops are deplete, yet Elmira is over twice as large as it was forty yeas ago. The industries have taken the places of those that dropped by the wayside, and Elmira, like the soul of old John Brown, goes marching on.
Elmira Star Gazette
Wednesday, February 19, 1908
Erie Now Has Forty Men
At Works in Shops In City
___
There are now about 40 new men employed age the Erie shops in this city, taxing the capacity of the planet near the Erie station to its utmost. The Erie has filled this shop with men without saying anything about it to the newspapers and thus have actually added a substantial industry to the city.
Elmira Star Gazette, Monday, July 25, 1910
With Pad and Pencil
Speaking of railroads suggests Joseph P. McCann, who with Mrs. McCann left town last evening for their home in New York after a visit of a few days with Mr. and Mrs. R. H. Walker at Happy Thought College.
Mr. McCann has all his life been in the railroad business one way or another. He was born in New York , but came to Elmira when a little chap and yet regards the Queen City as his real home. People who live in New York are merely staying there for convenience. His early manhood - as a youth - was spent in the Erie Railroad shops in Elmira, when many a man well known here had his start in life. He learned the steamfitter’s trade with E. H. Cook and helped on the work of the Stancliff residence on Lake street, long unoccupied except by a caretaker. When Mr. McCann went to work for the Erie, William E. Rutter was the superintendent of the Susquehanna Division - in fact, he was the first superintendent, and as such had charge of the Elmira car shops.
In those days the Erie built its own passenger cars, many of them in Elmira. Cars were not numbered, but were named after well known places or persons. Mr. Rutter was a peculiar man, and would discharge an employee on the least provocation, but usually took him back with a raise in pay and no loss of time.
Some fine work was turned out of the Elmira shops, said Mr. McCann while in a reminiscent mood, notably the directors’ car, known as No. 200. Mr. Rutter built that car several times before he was satisfied with it. Jay Gould had his private car, and so did Jim Fisk, built in Elmira. Those were good old days, indeed.
____
Mr. McCann knew all the old-time conductors. The general public also knew by name and sight all the conductors. At that time passengers could pay their fare on the train, and at the end of a run a conductor would often have all his pockets full of money.
Once in awhile - but not often - a conductor would forget to empty his pockets thoroughly, and then there was a vacancy. The temptation was great, and men are but human. Nearly all of those conductors were the employ by the company for years, and died in the harness. Henry Ayers, who invented the bell rope signal; George Congdon, who built the malt house on the site of the Hotel Langwell; Jesse Owen, who was unhurt at the Clark’s Rock disaster, although he went down in the Delaware River with the train; Solomon Bowles, “Rye” Stuart, Charley Green, Tommy Dodd, Cahrles E. Gillett, J. B. Judd, G. M. Writer, Ira Post, “Hi” Hurry, George Backer, Morgan Wood, Harvey Lamb, Charley Grover, Billy Peters, Dana Krum, George Wright - all these names familiar to Mr. McCann - and only one or two of the men are alive today.
___
“One day,” said Mr. McCann, “there came down from Addison to assume the position of station agent at Elmira, George S. Shepard, about 1875 or along in there. He brought with him two young men, brothers, Charles and Lester Hibbard. These were given jobs at the Elmira station.
"The former was depot policeman for a time, and Lester did varying things, but always getting something better. When Mr. Shepard was transferred to Boston as New England agent, he took young Hibbard with him. Some time afterwards Lester Hibbard went to Albuquerque, N.M., as clerk for the superintendent of a Santa Fe division. He became superintendent himself before a great while, and is now the general superintendent of the Pacific Divsion of the Santa Fe system, embracing all lines of that system in Arizona and New Mexico.”
Mr. McCann says that Superintendent Hibbard is regards as one of the ablest railroad men in the western slope. He lives in Los Angeles. “I did not know Mr. Hibbard was an authority when I went to Los Angeles a few year ago with a company of Shriners I was personally looking after,” said Mr. McCann,”and I wanted my Pullman cars packed in a certain place. I went into the superintendent’s office, took off my hat and made my request. What was my surprise when I was greeted with - “certainly, Joe, you can have anything you want on this road - you’re from Elmira.’” “And there I was,” continued Mr. McCann, “with my hat in hand in front of a man I had many a time rubbed elbows with in the old town, and we had a good visit.”
____
Mr. McCann alluded to James H. Rutter, one of three sons of W. E. Rutter. One son dropped dead one night while running to a fire in the village with the “Young America” Company, and another was killed in the war - he was in the famous 107th. “Jimmy” Rutter was a thorough railroad man. His father gave him a job in the freight department, and he became so proficient that he attracted the attention of Jay Gould, who took him to New York and made him master of transportation.
During the famous fight in the Legislature between the Erie and the New York Central over the great “classification bill” - a scheme to regulate rates - there was an investigation by the Legislature, and young Rutter, who was a witness, showed so much knowledge about the freight question and was so ready with his answers and figures that he was noticed bye William H. Vanderbilt, who offered him a large salary to go over to the Centra; Jay Gould saw the raise,” but the upshot was that Vanderbilt finally got him, made him general manager of all the freight business of the New York Central, and finally made him president. He died while holding that high office, while yet a young man - worked himself to death, said Mr. McCann. He was a warm friend of General Charles J. Langdon of Elmira.
___
Mr. McCann himself is no small speck in the transportation problem, as “McCann’s Tours” are known far and wide, and he is fortune in securing many large contracts. Recently he had entire charge of the itinerary of the Hotel Men’s Association outing, which was participated in by Attorney Alexander C. Eustace of Elmira as the guest of Mr. Tierney of the Hotel Marlborough.
The bonifaces *were so pleased with their trip that as a souvenir Mr. McCann wears a beautiful diamond horseshoe scarf pin as a memento of what he styles a pilgrimage the like of which never expects to see again.
Incidentally, Mr. McCann has cross the North American continent from New York to San Francisco, 37 times.
*Slang term for hotel managers.
Elmira Star-Gazette
Tuesday, February 5, 1918
Erie Car Repair Shops Are To Be Used Again
____
Elmira Storage and Supply Company, Ordered to Vacate
Building, Hastens to Get Goods Out Before Time Set
—Government Is Back of Move to Have All
Possible Buildings Used for Car Repairing.
_____
As the result of orders from the government authorities at Washington, the Erie railroad officials are contemplating opening of the old Pullman car shops, on Fifth street, and turning them into car repair shops. The government has issued a call for the railroad to get hold of all available buildings for car repair work, and do so at once.
The buildings at present are occupied by the Empire Storage and Supply Company, which recently moved all its goods up there. It has received orders to remove its goods within 90 days, but, with the interest of the government at heart, it has stated its intentions of moving its effects sooner. It has rented the old rolling mill on Washington avenue from N. D. Doxey and will make that the storage home for the present.
The Pullman car shops were abandoned in the ’80’s and most of the men who left this city went to Wilmington, Delaware., to the Pullman shops there. Later the shops were used as Erie repair shops, but for many years have not been utilized by railroad property.
Elmira Star-Gazette
Friday, May 3, 1918
Erie Car Shops Are Being
Cleared Out For Future Use
____
Woodworking Machinery To
Be Installed and Building Long
Used for Storage Only Will House
For of Several Score Men
Repairing Car.
____
The large shop building on East Fifth street and Railroad avenue, formerly used about 30 years ago, as the Pullman car shops and for several years past as a storage building, has been entirely cleared out and carpenters are repairing the window. The U. S. Railroad Administration recently ordered the building cleared and to be again used as a car repair shop.
New woodworking machine is to be placed in the northern part of the large shop and the south half of the building will be devoted to the use of the car repair men. Only freight and coal cars will bed repaired in the shop and the force of men at first include the 30 men, who are engaged in repair work on the “cripple” tracks near the the Erie roundhouse. The force will be increased as the work is extended.
In the days of the Pullman Car Company’s occupancy of the shops, a force of about 200 mechanics was employed in rebuilding and redecorating the Pullman coaches, which in those days included much rich wood, carving, inlaid woodwork and expert decorations. The Pullman shop was moved from Elmira to Wilmington, Delaware.
Elmira Star-Gazette
Friday, April 2, 1926
Not to Close Erie Shops, Foreman Payne Declares
___
“No truth to it,” was the statement of Division Car Foreman H. C. Payne when asked concerning the rumor that the local Erie Railroad car shops would b closed and repair work discontinued here beginning April 16.
According to the report which was given wide circulation, the company was planning the closing of shops in East Buffalo and Cleveland as well as here because there is not sufficient work to warrant their continuance. There have been frequent shut-downs of the shops, not only in Elmira, and other smaller shops, but in the larger shops and the locomotive shops at Hornell.
While local workmen are wondering how the rumor started, the company officials, especially vice-president Mantell and Baldwin, are known to favor the continuance of the Elmira shops. And the word of the local foreman that the report of the April 19 shutdown is false is akin as definite denial of all reports that any continued closing is contemplated.
Elmira Star-Gazette
Wednesday, May 19, 1926
Erie Dismantles Car Shops
And is Shipping Equipment
To Other Terminal Points
____
Materials and Equipment Are Being Sent to Hornell,
Port Jervis and Cleveland - Men Are Offered Jobs
in the Other Shops.
___
Dismantling of the Erie Railroad shops here is reported in progress, and material is being shipped to the terminal points, Port Jervis, Hornell and Cleveland. Discontinuance of the shops marks the passing of an old institution, one of which had an important part in Elmira’s early progress.
Approximately 200 families are concerned. The railroad has offered work to practically all who care to go to shops at the terminal points. Road employees who are engaged on the Tioga Division also likely will be affected.
The locomotive shops today were practically deserted.Two or three employees work working for a time in the blacksmith shop and none of the machine equipment had been moved from this shop. Workmen were busy in the car shops removing materials for shipment to other points.
Erie officials have repeatedly denied reports of a discontinuance of the shops see, but the force has been depleted to a mere, but the force has been depleted to a mere handful of workers. Now the equipment in the car shops is being taken away. This was interpreted by local foremen as merely a transfer of materials, but the workmen believe it means removal of the shops.
“The Erie has built its last car here,” one of the workmen remarked today. Several were busy loading car shop materials to freight cars for shipment. Gradually the change of the Erie mechanical departments has been to other points. Years ago the Erie had important Pullman shops here which furnished work to a large force and which employed a high type of skilled workers. The Pullman work has been changed elsewhere.
The Erie is proceeding along a line which is declared to mean economy and better organization. Centralization of work is said to be one of its aims, as the repair and rebuilding of cars can be accomplished more advantageously at the terminals.
The locomotive shops here have done much of the repair work on engines used on the Tioga Division. Engines of small and obsolete type were necessarily used on this division because of light bridges along the line which would not stand the travel of the new heavy type locomotive.
Instead of using these, the Erie within recent weeks has been dispatching its freight shipments over the New York Central and disposing of the traffic in this manner which otherwise would go over the Tioga Division. Occasionally, a freight train has been operated over the Tioga Division and all passenger service has been continued. This could not be otherwise except through order from the Public Service Commission.
In the matter affecting the Tioga Division the Erie was pressed on two sides. It could not use the light engines for freight service because they are obsolete and cannot be kept in good repair. Neither can they carry the heavy freight trains over steep grades which are located along the Tioga Division.
When the small engines were used, the freight trains were split up at the beginning of the grades, and one-half of the loads sidetracked while the other half went over the step places. The engined must then return for the remainder of the load. This practice went on for years and was most unsatisfactory, uneconomical and without method. Instead of using locomotives on the passenger trains over the Tioga Division the Erie now operates a new type gasoline car.
Superintendent English of the Erie at Hornell today said that the shops were being closed for the present. He stated there is no demand for large numbers of cars at the present time and that it is consistent with the Erie policy to close when there is no work to be done. The attitude of the Erie officials to date has been that the shops are not to be permanently discontinued.
Elmira Star-Gazette
Saturday, December 29, 1928
The Pullman Shops
The Elmira Car and Machine Shops followed the coming of the Erie Railroad. This industry later developed into the Pullman Company in Elmira. Passenger railway cars were built for many years in Elmira at the local Erie Shops. The factory was located on Fifth Street. It was originally directed in 1858, but was destroyed by fire in 1862. It was rebuilt a year later. The building of passenger cars was later discontinued here, but the repair work was continued until about two years ago.
Elmira Star-Gazette
Saturday, April 27, 1929
Thirty Elmira Workers Share inErie Shop Wage Increase
___
Raise Here Amounts to Five Cents an Hour - Total of 41,500 Shopmen
on Three Railroad Affected by Machinists’ Agreement
____
Thirty employees of the Elmira shops of the Erie Railroad Company will receive a five-cent an hour pay increase May 1, under a wage agreement announced today. A total of 4,1500 shopmen on the Erie Railroad, the Canadian National Railroad and the Grand Trunk Railroad of Canada, will receive a 6 3/4 percent wage increase under the agreement.
On the Erie the settlement of the new scale was affected by General Manager Denny of the railroad and Arthur O. Wharton, president of the International Association of Machinists.
The Erie agreement also affects that railroads in Meadville shops where day rates will replace the piece work system. A referendum vote on the question of unionizing the shop was recently taken by the United States Railway Board. The vote was favorable to establishing a union. Several thousand, five hundred of the Erie railroad will be affected.
Elmira Star Gazette,
Wednesday, June 5, 1929
Elmira Erie Shops Are Commended
For Lack of Accidents to Workmen
________
Last year Erie Railroad shops had 5 percent more accidents in proportion to the number of men working than all the other railroad shops in the U.S., according to the June issue of the Erie Magazine.
Elmira, however, is given commendable mention in the magazine for its lack of accidents. The article states that in March, Elmira and nearly a score of other working points on the railroad, operated without a reportable accident. Elmira, it also says, had no accidents during the first quarter of 1929. “What on can do, all can do,” is the editor’s comment to other operating points.
Elmira Star-Gazette
Wednesday, October 26, 1949
Busy Shops in Elmira Made
‘Magnificent’ Cars for Erie
Elmira had a lot to do in later years with the “magnificent” cars described by Fairman. Here was established a great car shop with turned out elaborate, plush-lined and hand carved cars of that ornate era.
By Roy E. Fairman
The basic patents on these cars were owned by Capt. Eli Whitney of Elmira, a one-time canal captain with an inventive turn of mind. Leaving the canal, he had engaged in the foundry business before becoming the father of the modern sleeping car. Captain Whitney’s car patent here i the date of September 20, 1859. A New York Herald reporter who visited the Elmira shops described Whitney’s car in these words in January, 1870:
“The drawing room … gave the highest notion of perfection to which this branch of railroad art has been brought. Imagine a whole series of the most richly and elaborately decorated ladies’ boudoirs placed side by side and opposite to each other, and some notion may be had of the drawing room couch Passing along the thickly carpeted aisle, the eye glances from left to right with a curious delight in peeping at each new and splendid compartment and trying to distinguish which is the grandest and most complete. The heavy padding of crimson plush and the thick folds of the parted curtains made of ruby silk, give a richness of appearance to each cosy corner of truly royal character.”
The sleeping car company later was to leave Elmira to become part of the Pullman works.
Near the Erie’s car shops was the Elmira Rolling Mill under the management of Henry W. Rathbone, its founder. The Herald’s reporter was deeply impressed with the mill and with Mr. Rathbone, grandfather of today’s J. Arnot Rathbone. The mill, he learned, turned out 20,000 tons of rail a year and employed 350 men.
The rolling mill was Elmira’s largest industry in the 1870s. Its first rails were of iron, sufficient for the light loads they bore. Heavier equipment, longer trains and increased speed doomed the iron rail and the mill turned to making a steel-headed rail. Then came the all-steel rail and the shift of production to centers like Pittsburgh which were closer to raw materials. Pittsburgh’s gain was Elmira’s loss. A strike closed the mill and it didn’t reopen. Its brawny workers turned to other jobs.Some landed in the police and fire departments, others went to the Friend other railroads. Death now has claimed most of them.
One of the rolling mill’s old buildings today serves as a LeValley McLeod Inc., warehouse. It stands on Hatch street north of Fifth. Northward, where the old blast furnaces used to stand, the Kiwanis Club in larger years leveled the ground and built Washington playground.
Another reminder of the era still remains - the old lockup on the north side of Fifth Street/ west of Lake. It was used inappropriately day when thee was no police patrol as a place where arresting officers could store drunks and other disturbers of the peace for a cooling-off period. Not aa few of the cooler’s customers came from the ranks of the rolling mill boys and they were conditioned for their forays by the muscle-building work they did.
John Keavin, the last of the high-helmeted cops who served the rolling mill area when the cooler’s door clanked early and late, died the other day at 97.
Rolling Mill and Car Shops
Among Changes Erie Wrought
The glow of the rolling mill’s furnaces and them of the car shops were among the many changes that came to Elmira through the Erie. They came to take the place of such canal-fed enterprises as lime kilns which stood north of Washington Ave. just west of the Lackawanna Railroad.
The rolling mill ran along Hatch St. northward from Fifth to Washington Ave., while the car shop was southwest across Fifth Street. They contributed to the growth of Elmira, bringing to town, as did the Erie, many new families.
A settlement of shacks grew up along the Erie and in them workers and their families lived and loved and scrapped and contributed a flavor not previously known to the community’s life
Some of the section workers were described as men whose strength increased enormously when the day’s work was done, /at work, two workers were required to lift a tie. After work, each section hand would lift a tire effortlessly to his shoulder and march home. These old times were cut into lengths and piled beside the shanties for firewood.
In the section it was a common sight in the old days to see a child whose age could be written with a single figure trotting along with a bucket or more likely a dinner pail to “rush the growler” for a thirsty dad with a dime to spend. After a few years of this, local legislation put a stop to growler rushing by small children.
With time, most of the shanties gave way to more substantial quarters as thrift and steady employment made themselves felt.
To Elmira came many hardy Welsh who found work in the rolling mill. These Welsh workers were highly skilled in the metal trades and built to do the hard manual work that when with such trades. They “horsed” the heavy rail around by hand and with tongs. No hoists or conveyors in those days.
While it is true that the Erie and other railroads in the area doomed the Chemung and other canals hereabouts, the Chemung Canal continued until 1876. Even after it ceased to operate, the old waterway bristled with rotting barges and it was a convenient, if not an inviting place for boys to swim.’ The father of many an Elmiran of today, passing a section of the abandoned old canal on a day proper for such an enterprise, has tripped off his duds and jumped naked as an egg into its dark and not too-fragrant water.
Elmira Star Gazette
Sunday, September 29, 1968
BURNED into PAST
___
Warehouses Once Rail Hub
By Tom Byrne
A little more of old Elmira went down in flames last Sunday night. Thousands, attracted by the great red glow, watched the last rights for two old railroad buildings.
The first one destroyed, on E. Fifth St. across from LeValley McLeod Co., was the Erie freight house, lately a store house for Bond Paper Co. The other, longer building, close to the railroad, was partially saved.
The other, longer building, close to the railroad, was partially saved. The red brick front part is still there. But the back part burned fiercely, spectacularly, as flames raced through a patina that as gathered for a hundred years.
To today’s crowd, it was Flickinger’s that burned. To the mid-generation, it was the old Erie car shops. To real oldtimers, it was the Pullman shops.
An elderly gentleman - you could set him a block away with that railroad cap - was looking at the ruins Friday. Clarence O’Brien of Johnson street, retired in 1957 from the Pennsy. He worked for two other roads in his time. “It was the Pullman shops when I as a kid. The built beautiful Po,,and thee. Later the Erie had a repair shop there.”
Gazing around the E. Fifth St. area, he added: “It was noting to see 80 or 90 cars spotted around the freight house. Where the PRR freight house is was ‘Elmira Yard,” and the other yard is still ‘Southport Yard.’”
Joe Cleary, so well remembered by Elmira’s who traveled the Erie when passenger service was really something, recalls the Pullman shop legend. “It was before my time, but we always heard about the Pullman shops. They just picked up one day and left town.” Joe, who lived on West Fifth St., retired in 1959 after many years as a ticket agent. The Erie shops closed May 19, 1926.
Elmira was inauthentic railroad town a half century ago. There were 10 tracks side by side in the Erie yards. The Erie had a roundhouse where the Telephone Company garage is on second street.
Where the Pennsy Southport yard is now, the Northern Central Railway had its shops, round house and a 25-track yard. the DL&W yards, south of Eldridge Park, had 17 tracks; the Lehigh Valley yards had four tracks. East Fifth street was a busy place, with H. C. Spaulding Co. turning out “sash, doors and moulding.” Where Hilliard Corp. is today was a coal yard 50 years ago.
An 1870 account, “Erie Under Gould and Fisk,” said the following about the Pullman shops: “The work performed at Elmira is mainly of the better class. The magnificent drawing-room coaches and luxurious sleeping cars of the line, which so far surpass those of any other road in the country, are mostly built at the Elmira shops. The greater proportion of the elaborate carvings and costly ornamental work is the result of artistic handiwork. Fresco artists of rare ability are employed to gild and fret the roofs. Of the men employed in the Elmira shops, about 150 are skilled artisans of the first class.”
That was the Erie of yesteryear. Last Sunday night the station platform was jammed with people again. But they were fire-watchers, not passengers.
Early Pullman Cars Were Built in Elmira
(Caption) Early Pullman car of the type built at Elmira.
(Note: The Pullman shops were established in Elmira in 1873 and continued in operation until 1886 when they were moved to Wilmington, Delaware. At the time the shops employed 300 men who repaired 30 cars a month. The reasons given for closing were its lease with the Erie Railroad was about to expire and they wanted the shops for their own use; and Wilmington was more centrally located.)
(Submitted by Richard Palmer)
(Elmira Telegram, Sunday, December 8, 1907)
Several days ago the Pullman shops at Buffalo were damaged by fire to the extent of a half million dollars loss. Fifteen hundred workmen are out of employment at least temporarily as a consequence. It is rather a discouraging position in which to be placed when most fathers, sons and brothers are working with more than ordinary energy that they may earn sufficient money to make glad the heart of Christmas morn of those whom they love. More disappointing yet is the humor that the big plant will not be erected in Buffalo but that the work will be transferred to Pullman, Ill.
In that event it is likely that the major portion of the Buffalo workmen of the company will be given places at Pullman. It is even suggested that the company will continue a shop in the east but will look for location where taxes and cost of living are less than the Buffalo standard. If that be true perhaps Elmira has a chance to bid for the enterprise.
Elmira was the home of the Pullman shops a generation ago. There are men living here today who worked for the Pullman company here and others are employed for the Erie in the shops at Susquehanna and Hornell. Still others are at Wilmington, Del., where many went when the Pullman shops were closed in this city. [(Note: These shops, on Fifth Street, were closed in 1886 and the operation was moved to Wilmington, Delaware].
Few who live here are now aware that it was an Elmira man who invented the sleeping car - Eli Wheeler, by name. Next Thursday will be the anniversary of his death on William street. He was a man of refined taste in literature and art. It is an undeniable fact that Captain Wheeler invented, patented and put into use the first practicable sleeping car that was ever run on the railroads of this country.
The principle that he applied is the same one used to this day on all magnificent bed room coaches that are such comforts to travelers. The Pullman palace coach and the Wagner sleeping car are heard of all over the world but the name of the late Captain Eli Wheeler, of Elmira, the man who invented or discovered the idea around which they are built and made them possible is never heard. It is only another instance for the inventor making nothing while some one else reaps the benefits.
There might have been some compensation to Captain Wheeler if he had made money in the enterprise even if his name were not mentioned. Webster Wagner got control of the Wheeler cars on the New York Central road, became a millionaire out of their construction; was sent to the senate of this state, and became a power in financial and political matters. George M. Pullman, who began his life in connection with the cars as a conductor on one of Eli Wheeler's coaches on the Central road also made millions out of the manufacture of sleeping cars, while Captain Wheeler, in all, made out of his invention only $10,000, a paltry pittance in comparison with the rest. The patent granted to Captain Wheeler was dated August 3, 1858.
As early as 1856 the New York Central was experimenting on contrivances to provide for better comforts of passengers during the night time. It is said that about 1856 a man named Woodruff of Watertown got up a "sleeper" for the Central. It was an awkward affair. Captain Wheeler happened to be in Buffalo and saw the Woodruff sleeper built for the Central, but found it unacceptable. Wheeler remarked that he had a better idea of what a sleeping car should be.
He showed a model of his ideal sleeping car to George Gates, who had been sheriff of Erie county. Gates took the model to Eaton, Gilbert & Co., famous car builders of Troy. Mr. Eaton was highly impressed. Two cars were built and placed in service on the New York Central. They were under the control of Webster Wagner who subsequently undertook the job of turning out more of them for the Central, the new invention having met with public approval and patronage.
In 1859, Vice President Headley, of the Erie, took some coaches that had been running between Elmira and Canandaigua,( the Erie then having that territory), and had Captain Wheeler rebuild them as sleepers. The work was done at the shops at Piermont. The cars were successfully run over the road under the management of Geoge Goff, who had conducted an eating house at Dunkirk. In 1860, Goff sold out his rights as manager to Richard Baker, of Elmira, and Charles Widrig, of Horseheads. Business increased and they ordered the building of two more cars in the Elmira shops. W.E. Rutter, of this city, was the builder. That is how the Pullman shops originated in Elmira.
It is related that in 1861, the Erie, finding that Baker and Widrig were quite prosperous decided to monopolize the business and refused to permit the Elmirans to continue the running of sleepers over the road. Executives of the Erie formed a sleeping car company of which Erie Superintendent Charles Minot was the head. After making a large profit Minot and his associates sold out to George M. Pullman.
Baker and Widrig sued the Erie for peremptorily ordering them from the road, but got only small damages. Captain Wheeler went to the companies using his model of cars but he could get little satisfaction. He didn't care much about lawsuits and as he had realized $10,000 from his invention, and had no heirs he remained contented with his books and his works of art at his pleasant home on William street.
Many cars were made in the Elmira Pullman shops and the loss of the closing of the works here about twenty years ago was severely felt. It is probable the company would have gained had it remained in Elmira. The Queen City of the southern tier would have gained too. Perhaps there will be no chance of securing the Pullman shops here again but it is worth trying. If Buffalo is to be deprived of the works because of last Monday's fire, surely the good people up that way, and of whom there are many former Elmirans, would be pleased to see this city reap the benefit.
At Midnight on December 31, 1968, Pullman Company operation of sleeping cars in the United States ceased. In subsequent months that unique organization, founded a century earlier by George Mortimer Pullman, was liquidated. Thousands of employees were discharged, giant repair shops were closed, millions of dollars of inventory was sold -- and a great enterprise vanished.
At the height of its operation during the 1920's the Pullman Company was termed "the World's Greatest Hotel." Every night 100,000 guests slept in Pullman berths. Every year 36 million customers paid 92 million dollars for their accommodations. Producing and maintaining such an operation was an enormous task.
In part, the Pullman name did survive. Pullman, Incorporated, onetime carbuilding affiliate of the sleeping-car company, remained. It continued as a diversified manufacturing complex after antitrust action of the Federal government completely separated it from the sleeping-car company in 1947. Following the court action, the Pullman Company sleeping-car operation was sold to the Buying Group of 57 (later 59) railroads on whose lines the cars served. From 1947 until the end of service in 1968, all newly built Pullman cars were owned by individual railroads and leased to Pullman for operation.
Addendum
Wayne County Herald, Honesdale, Pennsylvania
Thursday, October 26, 1865
Splendid Cars. - The Erie Railway company are now building at the Elmira shop ten passenger cars which, when finished, will probably surpass in elegance, convenience, and comfort,, any coaches upon that or any other road. Each car will cost from six to seven thousand dollars. They are splendidly and elaborately finished, ventilated in a new and improved manner, placed upon six wheel trucks, are built in the strongest and most durable style, and reflect the highest credit on the enterprise of the company and the skill of Elmira mechanics.
One of them is already finished, and was last week put upon the road. Two others are nearly ready, and the balance will be turned out with great rapidity. The company, we understand, design to build fifty of these cars, twenty-five at Elmira and twenty-five at Jersey City.
Weekly Telegraph, Ashtabula, Ohio
Saturday, July 13, 1867
The Erie Railway.
___
This is essentially an age of improvement. As a man advanced to the higher grades of civilization his wants and tastes become refined, and no longer to be satisfied by those things which in former years were all that he could desire. With each succeeding year a great improvement is made towards the elegant and luxurious. In houses, furniture, and all that pertains to man’s comfort and convenience, is thus exemplified.
It reads very pretty in novels to have descriptions of days gone by - of the quaint old furniture, the journeying in stagecoaches, with constant fear of highwaymen; but as for jus we prefer the easy chair nicely stuffed and rounded to suit the back to the stiff angularity and hard seats of the chairs and sofas of the olden time.
And as for stagecoaches. with their dumping and thumping, and jolting over rough country roads, they are an abomination. We feel a thrill of pride when we think of our ancestors, the men who made the nation. But while there has been no deterioration in men, the natural progress of time has carried us to a higher degree of refinement and culture.
In the modes of conveyance from one point to another, perhaps this principle of improvement has been more rapidly carried out than in the most other public matters. The railroad company which furnishes the most comfortable and elegant coaches , whose road can be traveled over with the most ease, and in the management of which a careful attention is paid to the wants of the traveler, secures the greatest amount of patronage.
Recognizing this great improvement, the Erie Railway Company recently inaugurated a series of measures which have caused that road to be selected by very large numbers for the great ease and quickness of transportation which it offers.
Regarding was and comfort as essential to make the road popular in the greatest degree, the company have recently constructed cars which excel all others it has been our fortune to travel in. They now run four express trains each way, daily, that challenge the admiration and excite the pleasure of the traveler.
Each car is placed upon six-wheel trucks, thus securing a greater ease of motion and avoiding altogether any rough jolting. Some of these cars were built aft the Jersey City and some of them at the Elmira car shop. They are excellently ventilated without admitting dusty means of windows at the top, four of which are thrown open on each side by the motion of two levers.
In general finish they display great taste and elegance and are really luxurious. The woodwork is in with oak, black walnut and rosewood, presenting a very handsome appearance. The seats are roomy an comfortable, being very nicely stuffed and the backs curved to make them still more easy. The decorations are very fine; the cheap artist style having be eschewed, and one of the best scenic artists that can be found employed to decorate them.
The sleeping coaches are comfortable, roomy, well ventilated and luxurious. The smoking cars are a decided advance. For the common car seats easy chairs have been substituted , which turn in every direction. At one end is a newsstand, where the daily and weekly papers, magazines and cigars are to be obtained.
At convenient points, dining halls are established, which are fitted up handsomely, and the bills of fare equal to any first class hotel. For ease and general comfort the cars on the Erie road are unexcelled. The beauty of the scenery renders the journey pleasant and attractive, and for good time and luxury in traveling, we recommend the Erie Railway.
Genesee Democrat, Batavia, N.Y.
(Note: The New York & Erie Railroad, under state law, was forbidden to own and operate sleeping cars. Therefore the Erie and Atlantic Sleeping Coach Company was established.. The railroad owned 500 shares of this company as well as 200 shares of the Elmira Rolling Mill Company. (Boston Evening Transcript, April 24, 1872; New York Times, October 17, 1872.)
Buffalo Commercial
Monday, May 3, 1869
ANOTHER PALACE ON WHEELS
––––
The Erie Railway Co.’s New Drawing Room Coach Pacific
The new Erie Drawing Room, coach Pacific arrived in the city today, and as its coming had been advertised in the papers, a large number of persons visited the depot during the afternoon for the purpose of examining it.
The new coach was built at the shop of the company at Elmira, under the immediate supervision of Mr. William E. Rutter, and reflects the highest credit upon his taste and skill. The extreme length of the coach is 68 feet, and the width 11 feet. The interior is divided into ten compartments. In the center is the reception room, entered by a hall from either end, with seats for ten persons.
At the westerly end are six compartments, with seats for four persons each, and at the easterly end three large compartments, with accommodations for eight persons each, and at the easterly end three large compartments, with accommodations for eight persons each. Each of these nine compartments is separate from the others, the occupants being as free from intrusion as if in their own rooms at a hotel.
At one extremity is the wash room, which is provided with tanks supplying an abundance of water for washing, and drinking - the latter iced. The wash-stand has a marble top, while above are receptacles for tools, &c. Each compartment has a separate key to this wash-room.
At the opposite extremity is Baker’s patent apparatus for heating water and distributing it through the iron pipes running entirely around the interior of the car, by means of which the desired degree of warmth is obtained. the pipes are covered with a sort of wire netting.
The wood work of the interior - doors, panels, window and mirror frames, &c. - is of solid black walnut, inlaid with French walnut - somewhat resembling our bird’s eye maple. The partitions dividing the compartments from each other from the halls, are surrounded by a heavy cornice, molded with gilt and elaborately carved - the whole effect being very fine. The chairs and sofas, which are also of the two varieties of walnuts, are upholstered with the finest crimson plus, and finished in superior style. The floors are covered with a rich Crosby carpet; but this, we believe, it is the intention to remove, as it is thought to be too light, supplying its place with carpet of a darker shade.
Each of the large compartments has six French plate mirrors, and the smaller compartments two, all set in elegant carved frames. Splendidly covered ottomans occupy convenient places, The curtains to the windows are of beautifully fine drab silk rep, appropriately lined and trimmed. A plate-glass window, three feet and ten inches one way by four feet the other, lights each compartment from without. The windows on the side toward the hall, present some of the finest specimens of ground glass ornamentation we ever saw. The lamps, door hangings, spittoons, &c., are of plated silver.
The arrangements for ventilation are perfect. By simply touching the handle of a lever conveniently located, the windows in the dome are moved so as to admit any desired amount of air. The roof is of the elliptic style, high, and splendidly frescoed. The coach will seat fifty-eight persons.
The outside of the car is painted a light straw color, delicately striped. On a large panel in the center are painted the words Erie Railway Drawing Room Coach Pacific. The coach rests upon two six-wheeled trucks, and is provided with Miller’s platform, coupler and buffer. The hand-rails, platform posts, &c., are heavily silver plated.
Mr. H. S. Billings, Assistant Superintendent of the Erie and Atlantic Sleeping Coach Company, had the coach in charge for the present, and to him we are indebted for particulars above given. The Pacific is one of three of these elegant Drawing Room coaches now nearly completed for the Erie Railway. the other two are the Atlantic and Metropolis. The Atlantic is expected here tomorrow, and the Metropolis in a few days.
These coaches will be attached to the morning Express trains leaving Buffalo at 7.00 A.M., and New York at 8:00 A.M. , thus affording to travels for pleasure or business, the comfort and seclusion of their own drawing rooms, and a the same time an opportunity of viewing the magnificent scenery along the line. A conductor and porter will accompany each coach to destination, and the charge for apartments will be from 50 cents to $1.50, according to the distance traveled.
Elmira Daily Advertiser
Monday, September 12, 1870
An Elegant Car
One of the finest new sleeping coaches on any road, has just been completed by Mr. Rutter, of the Erie car shops in this city. In its furniture and fixtures is unexcelled by any car on the Erie, which is celebrated for its palace day and night coaches, and its construction reflects great credit both upon the road and Mr. Rutter, who as a car builder has no superior in the States.
Like all the sleeping coaches on the Erie Road, it is lighted with gas, and is furnished in a sumptuous manner. This new palace car is named the Chemung. It was attached to Train No. 2 on Saturday noon, and was taken to New York.
Elmira Daily Advertiser
December 3, 1870
The “Erie and Atlantic and Great western Sleeping Car Company” is the lessee of the Erie car shops in this city.
Elmira Daily Advertiser
December 14, 1870
Car Shops in Elmira.
A dispatch received from New York yesterday afternoon, says: One hundred and fifty workmen have been discharged from theSleeping Coach Department of the Erie Railway Works at Jersey City. The Company intends moving their works to Elmira and work them separately from the Company. All the employees on the Company’s shop, on Long Dock, have been placed upon eight hours time until further notice. It is said the Company has not money enough to pay the men for longer time, and that there is to be a considerable eduction in expenses.
Boston Evening Transcript
Monday, November 9, 1874
August Rapp, Superintendent of the Elmira Pullman shops, has left for England to take care of the erection of Pullman cars ln the Midland Railway in England. Six men are to follow him soon. Nine cars will be taken over, five sleepers and four palace coaches; and they will be put up by the men there. Every car will cost about $18,000, and is built in the same style as those in use here.
Erie Railroad and Pullman shops in Elmira in 1876.
Tri-States Union, Port Jervis
Tuesday, June 11, 1878
The Erie shops at Elmira and Susquehanna are still busy manufacturing switch-rods, switches, and other needed articles, to be used in the laying of the third rail.
Tri-States Union, Port Jervis
Friday, February 7, 1879
About 300 men are at present employed at the Erie shops in Elmira. The work being done is that of narrowing up freight and other cars. The men are out on ten hours’ time.
Rochester Democrat & Chronicle
Tuesday, April 9, 1879
Yesterday morning a new Pullman sleeping car from the Elmira car shops named Alleghany number 24 made its first appearance in this city. It will be run on the Genesee Valley division of the Erie Railway.
Buffalo Times
Thursday, February 14, 1884
Twenty-seven men have been laid off in the Pullman shops in Elmira.
Buffalo Times
Wednesday, June 11, 1884
The Pullman shops at Elmira are crowded with work. The private car of E. H. Talbott of the Railway Age has just been turned out, after a thorough overhauling, and the hunting car Davy Crockett has also been refitted and repainted.
Buffalo Daily Republic
Wednesday, June 25, 1884
Among the palace cars in the finishing room at the Pullman car shop at Elmira are the Cataract, City of New York, Fisk and Scatuca.
Hammondsport Herald
Wednesday, August 26, 1884
The employees in the Erie shops at Elmira were recently notified that they should thereafter work on half time - commencing work at 7 a.m., stopping at 12 p.m. The yard men, employed at repairing disabled cars, etc., were laid off and the foremen at the shops are doing their work. In these hard times, and immense competition the Erie as well as the other roads are retrenching as much as possible.
Buffalo Courier Express
Monday, September 29, 1884
The large Pullman shops at Elmira have been closed, though it is expected that work to a limited extent will be resumed there after the rush of travel ceases and the cars come in for repairs.
Buffalo Courier
Saturday, February 21, 1885
Changes in Erie Employees
About twenty men from among the boiler-makers, blacksmiths and machinists at the Blossburg shops will be transferred to the Susquehanna shop March 1. The position now filled by Master Mechanic Bonny has been abolished, snd Mr. Stratton, now foreman of the car repairing, will be at the head of those shops, subject to the orders of Superintendent Goodell of Elmira. The shops there will be run as a branch of the Erie shops in Elmira. The car work will be done at the shops in Elmira, the engine work at Susquehanna and the Blossburg shops will do what general repairing may be needed.
New York Times
Monday, April 27, 1885
The Pullman Elmira Shops.
Elmira, April 26. - This evening a special train on the Lehigh Valley Railroad brought 80 skilled workmen from Philadelphia, who will begin work tomorrow in the Pullman shops in this city. The recent burning of the works at West Philadelphia left the Pullman Company without an eastern shop, and it was at once resolved to open the Elmira shops, which closed seven months ago, it was supposed, permanently.
It is understood here that the Philadelphia shops will not be rebuilt.The old mechanics here who were thrown out of employment by the closing of the shops have been ossified and will also be put to work.Several palace cars were brought in tonight to begin work on. The prospects have created general rejoicing in Elmira. A. J. Drake, the Superintendent at Philadelphia, will have charge here.
Buffalo Courier Express
Tuesday, April 28, 1885
Pullman shops Reopened
The Pullman repair shops at Elmira, which have been closed for the past seven months, were reopened yesterday, the business of the company’s shops at Mantua, which was recently destroyed by fire, being transferred to them. Mr. A. J. Drake, superintendent of the Mantua shops, will take charge, and will have over 200 men under him as soon as work is fully started. Seventy-eight men from the Philadelphia shops were brought to Elmira on Sunday morning to go to work. Eight coaches, on which repairs are to be made at once, were also brought with them.
Elmira Morning Telegram
July 5, 1885
PULLMAN REPAIR SHOPS
____
An Industry From Which Elmira
Is Deriving Benefit.
____
A Great Many Men Employed Who, Leave the
Greatest Share of Their Money
in the city.
There are few persons aside from those employed at the Pullman shops in this city, who are aware of the large amount of work that is carried on within the walls of those shops and around the enclosures of the works. We say enclosures from the fact that since the return of the works to Elmira, the yards have been used as an open air workshop; necessarily so because of the large number of cars which are on the socks awaiting repairs. During the last month there have been thirty-two cars repaired and sent out from the shops. Such a large amount of work can be done only through a system, which must be perfect in all its details.
Under the skillful management of Superintendent A. J. Drake there ate 250 men employed at the works at the present time. The men are divided into gangs according to whatever trades they follow. Each gang has its foreman.The foremen are selected because of their experienced, good judgment, courteous treatment of the men in their charge, and their ability to supervise the work to be performed in their respective departments.
Yesterday a Telegram representative inquired of one of the foremen, “How is it tat you are able to finish up in such splendid style and send out from the works thirty-two cars in twenty-six days, such as you are reported to have done in the month of June?”
“Well,” replied the gentleman questioned, “it is true that our present facilities are rather meager, but you see we have a good system for doing work and that system when practically applied culminates in a rapid reconstruction of our cars. When a car is sent i for repairs Mr. Drake will write upon a blackboard which hangs close to the entrance leading from the office of the shops to the main building, the date of the month the the car was to go out. That date means just what it indicates and if the soil remains in its accustomed place, the car will go out.”
A further inquiry elicited the information that the various departments are operated and officered as follows: Walter C. Cheavens is foreman of truck building, George Hartman id foreman of the paint shops, Ralph Faldon is foeman of blacks mists and machinists, William Cunningham is foreman of cabinet makers, George Cadwallandder is foreman of carpenters, Andrew Ackerman is forrman of the upholstering department, Michael Marsh is foreman of wood-working machinery, William Sullivan is foreman of tinsmiths, and Messrs Kelly and O’Brien are in charge of the steam fitting.
As soon as a car is switched into the shops the foremen of the various departments will cause all the movable material within a car to be taken to their respective departments when the men at once proceed to perform whatever amount of repairs that may be required. And it is often said that a car is two thirds stripped before her wheels stop rolling once she enters the shop door. There are pony trucks upon which the cares are transferred while their service trucks are being repaired.
Each foreman is supplied with an order book. When workman wants any material he has to receive an order from his foreman, who is supposed to know the amount required and where it is to be used. The order has to be presented to the store-keeper of supplies at the shop, who makes a chart upon is books of the material given out, the charge being entered against the car for which it is intended for, and which is known by its name or number. Thee is a record kept of the number of hours of labor performed by each workman upon each car, and by this method a correct estimate of the cost of each car is kept by the company, and also an account of its earnings from the time the car is built until it passes beyond the date of its usefulness. There is a double track laid through the shop.
The main building is partitioned into three departments. At the north end near Fifth street is the cabinet-makers’ room, which holds two cars. Next to that is the center of the main department for carpenters, woodworking machines, tinsmiths and steam fitters. This department four was and at the east end of the building is the paint shop and furnishing room combined. This department holds four cars. Thus it will be seen that the shops are only large enough to accommodate ten cars at a time.
The blacksmith shop, which is large enough to contain eight fires, is a separate building from the main as is also the upholsterer’s room. There are two marble cutters and finishers constantly employed policing and setting marble in the saloons and other departments of the cars. The entrance to and exit from the shops are at the Fifth street gate, where there is a time keeper stationed, who has a slate containing the names of all employed at the works. As each employee passes in he has to announce his name every morning before the hour of commencing work, and the same after the dinner hour. There are none allowed to pass into the works unless they have a permit from the office, and it is seldom that a permit is given so it is a poor place for curiosity seekers to visit.
The company’s rules are imperative and are strictly enforced by the foreman in charge. The coming of the works to Elmira is a most fortunate thing for the city inasmuch as it had given employment to a large number of our resident mechanics, and has brought from Philadelphia a number of first class mechanics , well behaved and industrious men, who would make good citizens if they should content themselves to live here.
This city is the most available place for the company’s works to locate at. An easter repair shop is what the Pullman company require most and it would be hard to select a more desirable or a more central place than Elmira. The men who have come from Philadelphia with the works express themselves highly pleased with our city. Most of them have brought their families here, and many others contemplate doing so at their earliest convenience.
Last month there were over 300 men employed at the works, the pay roll amounting to $14,000. Over two-thirds of this has passed into the hands of the merchants of this city.
Birdseye view of Erie railroad and Pullman complex in Elmira in 1885.
Elmira Morning Telegram
August 2, 1885
PULLMAN REPAIR SHOPS.
___
Their Permanent Local Still
Undecided By The Officials
____
What Superintendent Billings and Others
Say About the Matter -Philadelphia
Men Laid Off.
Three weeks ago the Telegram gave a complete account of the Pullman works in this city, which at that gave employment to 300 men, and corresponding cheerfulness to as many families and merchants who were benefitted by the money earned at the works.A majority of the men employed, together with many others, felt sanguine that their was a bright possibility of having the shops located here permanently, and not until Saturday of last week could they ind
be induced to think otherwise.
At that time it was generally known that Superintendent A. J. Drake had ordered to reduce the force from 300 to 200 men. For the purpose of learning the particulars of the cause of the late order, a Telegram representative visited the works one day during the week and was accorded an interview with E. B. Billings, superintendent of Pullman cars on the Erie division, who happened to be at the works looking after matters incident to the new order. Mr. Billings was found in the little park in front of the office door of the shops.
The “Telegram’s” representative asked if the present order to reduce the force was a temporary or a final order, and Billings said that for the present the order would go into effect, and as to whether it is temporary or a final order will depend on circumstances. “There have been more men working here than should have been,”he said, “and you see it is the largest force that has ever been employed at any one time during the history of the shop. I was opposed from the first start to have so many men employed. My idea was to keep running with less men, and if business increased, then increase the force, as it always sounds better to be able to give employment to a man than to be compelled to dismiss one. But you never turned out many cars in short a time as you have lately. Thirty-two cars in twenty-six days is a record unprecedented in the history of the shops,” remarked the reporter. “Yes, that is so,” said Mr. Billings, “and I tell you that was just a hustling business, and, so far as I am personally concerned, I would like to see the business continued here were it possible under existing circumstances to do so.”
He said, “the Detroit repair shops, St. Louis shops and these shops are only a side show to the company’s works at Pullman, Illinois. Of course they build cars for any road or any company that will furnish them with an order, but it requires a great many orders to keep such a large force of men working, and when it is dull at Pullman it is correspondingly dull at the outside works. At the Detroit shops there are 400 men employed, but they are ordered to reduce the force to one half.”
Mr. Billings was asked if it was true that the board of trade of this city had offered the company $25,000 as an inducement to establish the works here. He said that he had heard nothing of it. One man had written to him, asking if there was any possibility of the shops remaining here. “What is your opinion with regard to building the shops here,” he was asked. “Jersey City is the most advantageous location for the shops,” was the really reply.
The various railroad lines concentrate and that, of course, makes Jersey City a desirable location, Yet Philadelphia has been looked upon as a place having many advantages. Superintendent Drake likes Philadelphia, and he has advanced many substantial reasons favoring the rebuilding of the works there. One of the reasons is that the same amount of work can be done for one-third less in Philadelphia than in Elmira. The freight and express charges upon material used in the repairing or construction of cars, or the transportation of cars here for repairs, costs more than the entire work when located at Philadelphia, and such matters cannot be overlooked. “It has been reported that the officers of the company held a meeting in Philadelphia last Saturday. Do you know anything about the result of their deliberations?” was next asked. “No, I haven’t heard. I may know the next time I come here,” was the answer. “If they should decide to build it will take a few months to do so and in the meantime the work will have to be done here.”
At the conclusion of tis remark, Superintendent Drake came forward to talk on business matter and the Telegram man meandered off. He had proceeded only a short distance outside the entrance to the shops when he met one of the men, a Philadelphian, who according to the new order, had been laid off. The man seemed to be very much disappointed with the turn of affairs at the shop. He said: “when the company asked us to come here after the burning of the shops at Philadelphia they said it would be only for forty days. At that end of that time re to go back into the new shops.
“It is now three months since we came here and there are no shops built. This report about the officers holding a meeting every week is too fishy. You know what fish story is, don’t you? A sucker is a species of fish.There are a good m any of us here from Philadelphia who are big suckers for taking any stock in what was said or told to us about building a shop. The company will not build a shop while they have that gigantic concern to keep up out at Pullman, Illinois, and where they have invested $8,000,000. They own the place and have to keep it up.
“If the work is not there the men will not remain there, and the buildings and property owned y the company would be worthless to them unless they have people to live there. The only people working there are those employed by the Pullman company. No, I am not going to look for work here. There are six of us going home tonight.Oh, he’s; we get passes to go home on.
“There are three different railroads having offices here who are willing to pass us down, if we pay our fare.We ought to have a boss or two along. They might suggest to take a vote upon which road to go, something on the Niagara Falls plan, then we would never get home. Say, give our regards to the Telegram. It is the only good paper we have seen while here.”
Today the least of it, matters concerning the building of the shops or the continuation of the work in this city, is at present perplexing, even to those in a position to know must about it.
Bath Plaindealer
Saturday, November 14, 1885
The increasing coal traffic on the Erie necessitates the building of forty new coal jimmies. Then Erie shops in Elmira will do the work.
Hammondsport Herald
Wednesday, May 19, 1886
A. P. Calson from the Erie shops at Elmira, is in Hammondsport building a new cab on the engine “Frank” of the B. & H. He is the same workman who rebuilt the coach two years ago, and is one of the best mechanics in the Erie shops.
Rochester Democrat & Chronicle
August 1, 1886
The Pullman Company are to give up the Erie shops at Elmira October 1st and removed to Wilmington.
New York Tribune
Sunday, August 22, 1886
The Pullman Shops at Elmira
The residents of Elmira have no hope of retaining the Pullman car shops. The removal has definitely been settled. Wilmington has been selected as the place where the new works are to be put and new ground will be broken for the erection of the shops there. About 300 men are employed in the shops. the concern in this city will be closed by October 1. When the shops are vacated the Erie Railway Company will take possession of them.
They are the property of the company and the buildings will henceforth be used for repair shops. A large force of men will be employed, and it is believed the loss by the removal of the Pullman works will be offset by the increased number of employees.
Delaware Gazette and State Journal
Wilmington, Delaware
Thursday, August 26, 1886
An Important Sale.
___
The Pullman Car Company
Purchases the Dure Car Works
General Horace Porter, vice-president of the Pullman Car Company and Superintendent Barry of the same corporation, were in this city on Saturday and through Bates & Harrington, attorneys, took title to the plant of the Dure Manufacturing Company, in East Wilmington. The sale has been underway for more than a month past and, all matters being satisfactorily arranged, it was consummated on Saturday when the deed was transferred and filed for recording. The consideration, as stated in the document, is given as $55,000, but int is stated that the actual net price was about $45,000.
The new purchasers were given immediate possession of the plant on Saturday and Thomas W. Bowers, a member of the firm of Bowers, Dure & Company, predecessor of the Dare Car Manufacturing Company, was selected as superintendent of the works.
By the terms of the contract the Dure Company is even the privilege of finishing the cars now in course of construction and which are nearly completed.
The Pullman Company intends making its shops see the eastern headquarters for repairs, and new work will also be done see. The facilities will be greatly increased, by enlarging the works, and the force of workmen to be employed will number upwards of 600. The operations of the company are such that it has constant work in hand and the employees will be kept going without much intermission.
While the purchasers have desired some time to have a repair shop in this section, it was made immediately necessary by the fact that the lease on its Elmira works had expired and the owners, needing a plant for an industry of its own, refused to rent again. About 300 men were employed in the Elmira works, but the facilities there were not sufficient to meet the demands and much of the work had to be given out to other builders. The company will entirely vacate its Elmira shops by October 1st., by which time the enlargements and improvements in the works here will be completed.
The sale is regarded as a most important move in manufacturing circles, as the operations of the Pullman company are extensive and subjected to little or no interruption.
Chicago Inter Ocean
Friday, August 27, 1886
The Pullman Transfer
The Eastern repair works of the Pullman Palace Car Company will be moved from Elmira, N.Y. to Wilmington, Del., in a new days.The company has bought for $55,000 the wires of the Dure Car Manufacturing Company of Wilmington. They include three large buildings and about twenty acres of valuable water front of the Philadelphia,Wilmington and Baltimore Railroad.
Thomas W.Bowers has been appointed superintendent for the purchasers, and has taken possession of the property. The works will be at once enlarged so as to give facilities for the employment of 600 men. The old works at Elmira will again be used as repair shops by the Erie Road.
The Wilmingtonian
Saturday, August 28, 1886
The Pullman Company.
The introduction of the Pullman Palace Car Company here and its locating among us is a fact worth our citizens congratulating themselves upon. It is simply a piece of good fortune. The fact means the expenditure of so many thousands of dollars a week among us.
The location of the Pullman Company among us is due to the fact of the fortunate geographical position of Wilmington. It is understood that the main purposes of the Pullman Company just now are to use this location as a repair depot. It is a great item of expense to hawk Pullman sleepers from New Orleans, New York and widely separated points to Chicago (or Pullman) or Elmira for repair.
The geographical position of our city being central between the South and New England, between New, Washington, Philadelphia and Baltimore and also being situated to the extreme East of the railway system east of Chicago - these facts determine Wilmington to be a most favorable point of selection as a repair depot for the extensive needs of the Pullman Company. It is understood that the Company will ulteriorly commence here the construction of Pullman sleeper, dining, dining room and salon cars.
Morning News, Wilmington, Delaware
Monday, August 23, 1886
CAR SHOPS IN THE BALANCE
______
Rumored Sale of the Dure Car Works
to The Pullman Co.
A rumor was afloat both Saturday and yesterday that the Dure Car Manufacturing Company of this city was about to close a sale of its works to the Pullman Palace Car Company of Pullman, near Chicago. The rumor had it that the matter was in the hands of Messrs Bates & Harrington, attorneys-at-law, presumably as counsel for the purchasers, and that the deed of sale had been written and recorded.
None of these statements could be confirmed last evening. Henry F. Dure, senior member of the firemen this city, was seen by a reporter of The Morning News, but he would neither confirm nor deny the rumor. All that he said was that the matter was all in a middle, and that he would not talk until the proper time came.
The following despatch from Elmira, N.Y., dated August 21, to the New York Tribune of yesterday, may throw some light upon the pending question: “The residents of this city have no hope of retaining the Pullman car shops. They removal has been settled. Philadelphia has been selected as the place where new works are to be put and ground will be broken soon for the erection of the shops there. About 300 men are employed in the shops. The concern in this city will be closed by October 1.”
The Dure Car Works were established in 1871, Thomas W. Bowers of 902 West street being a partner until within about two years ago, when the works were shut down, steps taken to dissolve the partnership. After that was affected the works remained closed until last spring, when work was resumed. The works have a capacity of about 400 hands.
Morning News, Wilmington, Delaware
Wednesday, August 25, 1886
The Pullman Shops
Five cars were received yesterday morning at the Pullman works in this city and five more will reach here by the last of the week, for repairs. As it is the intention of the company to keep the shop running to its fullest capacity, work will be plentiful.
In conversation with of the new corporation last night he said: “ The men employed at present in the works need to have no fears whatever that the men to be brought from Elmira, N.Y., will cause their removal. They will merely be additions to the force, and there will be work enough for over 400 hands.”
Daily Republican, Wilmington, Delaware
Wednesday, August 25, 1886
Cars to be Repaired.
Yesterday five cars were received at the Pullman Car Works in this city for repairs, and five more are expected before the close of the week. It is the intention of the company to keep the works running to their fullest capacity, and they expect to be able to furnish employment to at least 400 hands.
Delaware Gazette and State Journal
Thursday, August 26, 1886
An Important Sale.
___
The Pullman Car Company
Purchases the Dure Car Works
General Horace Porter, vice-president of the Pullman Car Company and Superintendent Barry of the same corporation, were in this city on Saturday and through Bates & Harrington, attorneys, took title to the plant of the Dure Manufacturing Company, in East Wilmington. The sale has been underway for more than a month past and, all matters being satisfactorily arranged, it was consummated on Saturday when the deed was transferred and filed for recording. The consideration, as stated in the document, is given as $55,000, but int is stated that the actual net price was about $45,000.
The new purchasers were given immediate possession of the plant on Saturday and Thomas W. Bowers, a member of the firm of Bowers, Dure & Company, predecessor of the Dare Car Manufacturing Company, was selected as superintendent of the works.
By the terms of the contract the Dure Company is even the privilege of finishing the cars now in course of construction and which are nearly completed.
The Pullman Company intends making its shops be the eastern headquarters for repairs, and new work will also be done see. The facilities will be greatly increased, by enlarging the works, and the force of workmen to be employed will number upwards of 600. The operations of the company are such that it has constant work in hand and the employees will be kept going without much intermission.
While the purchasers have desired some time to have a repair shop in this section, it was made immediately necessary by the fact that the lease on its Elmira works had expired and the owners, needing a plant for an industry of its own, refused to rent again. About 300 men were employed in the Elmira works, but the facilities there were not sufficient to meet the demands and much of the work had to be given out to other builders. The company will entirely vacate its Elmira shops by October 1st., by which time the enlargements and improvements in the works here will be completed.
The sale is regarded as a most important move in manufacturing circles, as the operations of the Pullman company are extensive and subjected to little or no interruption.
Wilmington Daily Republican
Monday, August 30, 1886
Some thirty mechanics from Elmira, N.Y., arrived in our city on Saturday, and will bed employed in the shops recently purchase by the Pullman Company.
Morning News, Wilmington, Delaware
Monday, September 6, 1886
A Labor Trouble Averted.
On Thursday last about 250 men arrived here from Elmira, N.Y., to work in the Pullman Park Works in the Ninth Ward. The company had been paying the men $2.50 a day in Elmira, but when they came here they were offered Wilmington wages, $2 a day. They refused that and did not enter the shops.
A delegation of the men went to Philadelphia and saw District Assembly, No. 94, Knights of Labor. The assembly ordered them to stay out until their demands were complied with. On Friday, General Horace Porter, president of the Pullman Company, sent for the men and, after a consultation with some of the leaders, a compromise was agreed upon and the men will return to work this morning at $2.25 a day. The men are a fine-looking body of mechanics, all well dressed and apparently sober and industrious.
News Journal, Wilmington, Delaware
Monday, September 6, 1886
The Dissatisfied Car-builders
Thomas W. Bowers, superintendent of the Pullman car words, states that the trouble with the Elmira men has been settled and the men returned to work this morning apparently satisfied. Gen. Horace Porter, vice president of the Pullman company, called here on Friday, but he did not consult with the men. He stated that he did not want to unsettle the Wilmington labor market by paying higher wages than is paid in any other car shops, but when they arrived they found such a material difference in their wages that they were dissatisfied. They received $2.40 per day at home, while the wages here do not average over $2 per day. The works were running here this morning with 11 Pullman cars on hand to be repaired.
Daily Republican
Friday, October 1, 1886
Moir’s Cannery For Sale
For some rime last it has been rumored that negotiations have ben pending for the sale of Moir’s cannery, to the Pullman Car Company, but there seems to be no solidity to the rumor any further any further that the cannery has closed operations and is for sale. The plant is a very valuable one, the valuation, including the farm, being about $125,000. The one cause assigned for closing the works is the depression in the canning industries.
The cannery was started about five years ago by Moir & Son, who had large works in England, but not being able to supply the demand they came to this country and established the plant they now wish to sell. For two or three years they were very successful in business and would still be, had not competition sprang up in England, Scotland and Spain.
At times they employed from 300 to 400 hands, men and women, who have mostly found employment elsewhere. Alphonse L. Biardot, who was the local manager of the work, is now settling up its business affairs.
Evening Gazette, Port Jervis
Friday, October 1, 1886
The Erie to Occupy the Elmira Shops
The Pullman shops at Elmira are to be occupied by the Erie company on the first of November, and will be used for painting, repairing and renovating passenger coaches. The number of men to be employed will be nearly equal those engaged by the Pullman company. It will take from now until the date named to prepare the shops for the Erie company.The Pullman works were removed to Wilmington, Del., some time ago.
Wilmington New Journal
Saturday, October 16, 1886
Pullman Works to be Enlarged.
The Pullman works near the P.W. & B. railroad bridge across the Brandywine, will be extended an rebuilt to accommodate the large sleepers and buffet cars which are principally rebuilt and renovated here. Extensions 20 feet wide will be added to the repair shop and two-story additions placed at each end making this building when altered 90 by 200 feet in area. The large car sheds will be removed from their present location and enlarged to the size 80 by 400 feet.
The increased capacity will require an increase in the working force, which after the completion of the repairs will probably number 500 to 600 men, under the direction of Thomas W. Bowers. The works are constantly busy with rebuilding cars which reappear almost as pretty as new. Seven cars are now undergoing renovation.
F. J. F. Bradley, ex-manager of the Pullman Palace Sleeping Car Company, who disappeared last July after, it is said, embezzling $35,000, was captured on Friday at Rock River, near Cleveland, Ohio.
Wilmington Daily Republican
Tuesday, November 2, 1886
The Pullman Works
The improvements at the Pullman Car Works are almost completed, and it is expected that within a few months the company will have at least six hundred men at work. During the past month nineteen cars were repaired, and there is no doubt but there will be plenty of work for a number of skilled hands during the coming winter. These works have been given an impetus to businesses in East Wilmington, and while a number of dwellings have been, and are now being erected in that section, a large number more will be commenced in the spring, among them a large hotel capable of furnishing accommodations for twenty-five or thirty permanent boarders.
Wilmington Daily Republican
Friday November 12, 1886
Resigned
Thomas W. Bowers, Superintendent of the Pullman Car Works, has resigned his position and Mr.Frey, an employee of the company who came with it, has been appointed in his place.
Wilmington News Journal
Saturday, November 20, 1886
WANTED. - PASSENGER CAR TRUCK and platform hands, apply PULLMAN CAR WORKS.
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Delaware Gazette and State Journal
Thursday, November 18, 1886
Retire From the Superintendency
Thomas W. Bowers has retired from the superintendency of the Pullman repair shops in this city. General Superintendent Fry of the Pullman Car Company, is managing the shops here at present.
Wilmington News Journal
Monday, December 6, 1886
Temporarily Discharged.
The repairs at the Pullman car works have necessitated the temporary discharge of 160 men, which took place Friday evening. The side of the building being open, the men could not work comfortably. About 50 new hands will find employment at the Jackson & Sharp Company, who have a number of contracts on hand. The Pullman works will re-employ their men as soon as the repairs are completed.
Delaware Gazette and State Journal
Thursday, August 26, 1886
An Important Sale.
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The Pullman Car Company
Purchases the Dure Car Works
General Horace Porter, vice-president of the Pullman Car Company and Superintendent Barry of the same corporation, were in this city on Saturday and through Bates & Harrington, attorneys, took title to the plant of the Dure Manufacturing Company, in East Wilmington. The sale has been underway for more than a month past and, all matters being satisfactorily arranged, it was consummated on Saturday when the deed was transferred and filed for recording. The consideration, as stated in the document, is given as $55,000, but int is stated that the actual net price was about $45,000.
The new purchasers were given immediate possession of the plant on Saturday and Thomas W. Bowers, a member of the firm of Bowers, Dure & Company, predecessor of the Dare Car Manufacturing Company, was selected as superintendent of the works.
By the terms of the contract the Dure Company is even the privilege of finishing the cars now in course of construction and which are nearly completed.
The Pullman Company intends making its shops see the eastern headquarters for repairs, and new work will also be done see. The facilities will be greatly increased, by enlarging the works, and the force of workmen to be employed will number upwards of 600. The operations of the company are such that it has constant work in hand and the employees will be kept going without much intermission.
While the purchasers have desired some time to have a repair shop in this section, it was made immediately necessary by the fact that the lease on its Elmira works had expired and the owners, needing a plant for an industry of its own, refused to rent again. About 300 men were employed in the Elmira works, but the facilities there were not sufficient to meet the demands and much of the work had to be given out to other builders. The company will entirely vacate its Elmira shops by October 1st., by which time the enlargements and improvements in the works here will be completed.
The sale is regarded as a most important move in manufacturing circles, as the operations of the Pullman company are extensive and subjected to little or no interruption.
Morning News, Wilmington, Delaware
Tuesday, November 2, 1886
A Change
Chicago Morning News (Ind,)
Bradley, the embezzling manager of the Pullman works, has radically changed his position. But a short time ago he was sitting with his feet on the mantel which some other fellows had polished.Now he is polishing the mantel for some other fellow to sit with his feet upon. Once in awhile we are forced to see that honesty even when considered in its meanest light, is really the best policy.
Evening Gazette, Port Jervis
Thursday, March 9, 1922
Elmira, March 8. - The locomotive repair shops at the Erie roundhouse in this city and the company’s coaling plant, south of the Willys-Morrow plant have been delivered under contract to the Hornell Repair and Construction Company.
A sliding scale of wages has been adopted by the contracting concern. Workmen who formerly received 72 cents an hour will receive 65 cents an hour and in proportion down the list to helpers in the shops who receive 42 cents an hour.
The present supervising forces will continue in the locomotive shops. L. J. Hughston will continue in charge of the work, and J. F. Murtz will be in charge of the roundhouse and shop night workers.
The local department of the Lackawanna Railroad Company, have not been placed on the contract system as yet. A report from Scranton, Pa, says: The Lackawanna Railroad Company will hereafter have all the freight at the big transfer station in this city handled by contract. About 100 men are employed at the station. This will be the third Lackawanna freight station operated by private contractors.
Hornell Evening Tribune-Times
Wednesday, October 14, 1925
A recall of 100 men to the Erie shops in Elmira recently started a busy session in repair work. Many flat cars are being built here.
Ithaca Journal-News
Thursday, April 8, 1926
Elmira to Lose Erie Car Shops
Elmira, April 8. - The local car shops of the Erie Railroad on and after April 10 are to be closed and the work of repairing cars in this city discontinued, according to rumor. If this is true approximately 150 men will be without work. Efforts to verify the rumor were fruitless.
According to reports the Erie will discontinue car repair shops at Elmira, East Buffalo and Cleveland. The only plausible reason for doing this is to give the men who are working in other shops for the company steady work.
Elmira Star-Gazette
Saturday, December 29, 1928 (excerpt)
The Pullman Shops
The Elmira Car and Machine Shops followed the coming of the Erie Railroad. This industry later developed into the Pullman Company which eventually moved from Elmira.
Passenger railway cars were built for many years in Elmira at the local Erie Shops. The factory was located on Fifth Street. It was originally erected in 1858, but was destroyed by fire in 1862. It was rebuilt a year later. The building of passenger cars was later discontinued her, but the repair work was continued until about two years ago.
