Railroads and Refrigerator Cars: An Episode in the Career of William H. Miner

Charles E. Russell (1860-1941)

One of my favorite things about my job here at the Alice is that I never quite know where my research will take me. The collection is so wide-ranging, and William and Alice’s interests so broad, that anything could happen. Thus it was that I recently found myself reading a book called The Greatest Trust in the World by Charles Edward Russell. Though not as well known today as figures like Upton Sinclair and Ida Tarbell, Russell was also a muckraking journalist, and the book grew out of a series of articles he had written for Everybody’s Magazine in 1905. Though most Americans didn’t realize it, there was an entity that wielded enormous power over their daily lives—and it would ultimately cause the downfall of the California Fruit Transportation Company, William H. Miner’s employer for most of the 1890s.

This entity was the Beef Trust—an organization so powerful, according to Russell, that it had “impoverished or ruined farmers and stockmen, destroyed millions of investments, caused banks to break and men to commit suicide, precipitated strikes, and annihilated industries.” In some places, the trust had so much power that citizens, “even in the privacy of their offices or homes,” dared not speak a word against it. Most Americans thought of companies like Standard Oil as “the ultimate of monopolistic achievement,” but the Beef Trust was “far more vast and powerful.”

A refrigerator car from the 1870s. Ice was used in all cars until
mechanical refrigeration was introduced in the 1950s.

The origins of the Beef Trust (always capitalized by Russell) could be traced back to the invention of the refrigerator railcar in 1874, which transformed how and what people ate—and the biggest effect was on the meatpacking industry, centered in Chicago. Each packing house had its own refrigerator cars, and many railroads maintained their own cars, which could be used by packers at no charge. As Russell explained it, “The railroads were under obligation as common carriers to deliver in good condition the goods that they handled. The refrigerator car was merely an appliance to insure delivery in good condition.”

The Armour packing plant in Chicago, ca. 1910

Inevitably, the meatpacking companies consolidated into four main firms: Armour, Swift, Hammond, and Morris. The “big four” were then able to persuade the railroads (Russell doesn’t explain exactly how) to compensate them for using their own refrigerator cars for shipping. In the end, the railroads agreed to pay 3/4 of a cent for every mile hauled. That didn’t sound like much, but it added up to about $7.50 per car for every trip between Chicago and New York. This made it very difficult for companies that didn't own their own refrigerator cars to compete, and allowed the Beef Trust to control the prices of cattle and dressed beef.

By around 1900, the Beef Trust owned about 80% of all the refrigerator cars in the United States, and were transporting all manner of perishable goods, not just meat. Rival firms that did have their own cars “found that the cars of the bigger and more aggressive packers were favored by the railroads, handled more rapidly, sent back with less delay; that the car of the big house was in fact a club to beat the smaller firm to death; and they gradually got out on the best terms they could obtain. Thus the refrigerator car formed the Beef Trust.”

Shipping fruit was serious business, and
all communication had to be in code.

So where do William Miner and the California Fruit Transportation Company come in? CFT was a subsidiary of the Hutchins Refrigerator Car Company, a pioneer in the industry. Around 1886, Carlton B. Hutchins of Detroit developed an improved refrigerator car that used wool scraps from the garment industry for insulation. Hutchins went into partnership with F. A. Thomas, a Chicago fruit and produce dealer, and in 1888 they transported their first cars of fruit from California to Chicago. This was a risky business—Thomas had to purchase the fruit outright from the growers, who were skeptical of the refrigerator cars’ ability to keep the fruit from rotting. But it worked, and the California Fruit Transportation Company was born.

At first, the owners had every reason to think that “they had something better than a gold-mine. They voted themselves good salaries as officers...they voted themselves fat dividends as stockholders therein, and nothing seemed as easy as making money.” It was during this flush period, in 1890, that William H. Miner was hired as a mechanical superintendent for the company. His work at CFT would have shown the importance of improved draft gears to cushion wooden railcars shipping delicate cargo, and soon after being hired, he filed a patent for what would become known as the Miner tandem spring draft rigging.

Earl Fruit Company employees, ca. 1910

But thanks to the Beef Trust, these good times were not destined to last. In stepped one Edwin Tobias Earl, owner of the Earl Fruit Company, who supplied close to 80% of the fruit shipped by CFT. Earl requested a commission of $10 per car of fruit shipped—which California Fruit refused to agree to. So Earl went to Armour and rented cars from them instead, and “when the California fruit season reopened the CFT suddenly found that wherever it went the Earl Fruit Company was there also, making war and using a familiar and effective weapon; that is to say, it was offering rebates and getting the fruit.” CFT made an arrangement with the Southern Pacific Railway to haul their cars exclusively, but somehow this “exclusive” arrangement did not preclude Earl Fruit Company from shipping in Armour cars.

California Fruit attempted to find a new market by shipping fruit overseas to Liverpool, but this venture failed, and the company lost more money. To satisfy bank loans, they were forced to transfer 500 of their railcars over to Swift. “A period of febrile existence followed for the California Fruit Transportation Company. It became involved in a business tragedy, features of which were a bank failure, a resulting suicide; and made an end in the transfer to Swift of all the remaining California Fruit Transportation Company’s cars.”

Russell does not give the dates of these events, so it is not clear if they happened while William Miner was still working for CFT, which he did until 1897. But certainly the company’s troubles would have provided him with additional motivation to make a success of selling his draft gear, and eventually go into business for himself. We can speculate, too, as to whether this experience of the power of large conglomerates influenced Miner’s lifelong determination to keep his business in his own hands and personally control all its aspects. Russell wrote in 1905, “To all intents and purposes Swift is Armour, and the California Fruit Transportation is Swift, and the Fruit-Growers’ Express is the California Fruit Transportation, and the Beef Trust is one and all of these together.” But such a thing could never be said of W. H. Miner, Inc.

Sources:

Charles Edward Russell, The Greatest Trust in the World (New York: The Ridgway-Thayer Company, 1905)

L. D. H. Weld, “Private Freight Cars and American Railways,” Studies in History, Economics and Public Law 31, no. 1 (1908).

Of Railways and Balloons

As we prepare for our program next week on Benjamin Franklin’s kite, we have been looking through the collection for Franklin-related items. One of the things we found, a facsimile of a letter written by Franklin on balloons, is interesting both for its subject matter and for the story behind the document’s owner. William K. Bixby printed 250 copies “for his friends,” presenting the letter (nicely bound along with a transcription) to Alice and William Miner as a New Year’s gift in 1924. Like William Miner, Bixby was a railroad man, though by this time he had retired to devote himself completely to collecting and philanthropy. There are a lot of similarities between the two Williams, as a matter of fact, and it’s not surprising that they became friends.

Cover (featuring a design adapted from an 18th c. toile de jouy) and title page

William Keeney Bixby was born in 1857 in Michigan. At the age of 16, he left home to work as a railway baggage handler in Texas. Here he caught the eye of H.M. Hoxie, president of the Missouri Pacific Railroad, who eventually convinced W.K. to come work with him in St. Louis. In 1883 he made what would turn out to be a wise decision, switching from railway management to railroad car manufacturing; by 1887 he was the vice president and general manager of Missouri Car and Foundry. In 1899, he led the consolidation of eighteen railway supply companies into the American Car and Foundry Company, of which he was the president. The St. Louis-based company controlled all aspects of railroad car production, from ore deposits and timber tracts to the car-building shops.

W.K. Bixby (1857-1931)

After just six years as president, at the age of 48, W.K. Bixby retired from business and turned his attention to collecting art, rare books, and manuscripts. He was a great admirer of Robert Burns, and is said to have developed such expertise that he could identify a forged Burns document from a single letter. Bixby also endowed institutions such as the St. Louis Art Museum and Washington University, and served as president of the Missouri Historical Society. Bixby produced several dozen books of facsimiles of manuscripts from his collection, which he had printed in small editions and gave to friends and fellow collectors. The reproductions themselves are collectors’ editions, with great attention being paid to illustrations, covers, and paper—for Benjamin Franklin on Balloons, Bixby used paper made by the same company that provided the paper used to make the Montgolfier brothers’ first balloon!

Charles and Robert’s first (unmanned) balloon,
which was destroyed by the residents of Gonesse

The letter itself is one written on January 16, 1784 by Benjamin Franklin, who was then United States Ambassador to France, to his friend and fellow scientist Jan Ingenhousz. Ingenhousz had evidently asked Franklin for information about the balloons that had recently been launched in Paris, with the idea that he might try to construct one himself. Franklin sent him this information along with some advice not to promote a ballon launch unless he was really sure it would work! As Franklin said, “It is a serious thing to draw out from their Affairs all the Inhabitants of a great City & its Environs, and a Disappointment makes them angry.” A would-be balloonist at Bordeaux had learned this the hard way, when the crowd tore down his house when he failed to deliver the promised spectacle.

The “Charlière” rising above the Tuileries

Franklin himself had recently attended two historic ballooning events. First, on August 27, 1783, Jacques Charles and the Robert brothers launched the first hydrogen balloon (which ultimately crashed outside Paris and was destroyed by alarmed villagers). Then, on December 1, Charles and Nicolas-Louis Robert made the first manned hydrogen balloon flight. Charles and Robert launched their balloon from the Jardin des Tuileries and ascended to about 1800 feet and traveled about 22 miles in two hours. Charles then made a second ascent to nearly 10,000 feet, but had to return to earth when he began feeling the effects of altitude. It is said that some 400,000 spectators witnessed the launch, 100 of whom had paid a crown each to help pay for the balloon’s construction and had access to a special enclosure where they got a close-up view of the takeoff. Franklin was part of this group, and presumably he and his fellow spectators felt that they got their money’s worth!

The second Montgolfier balloon

This launch came only ten days after the first manned hot-air balloon flight, during which Jean-François Pilâtre de Rozier piloted a balloon designed by Joseph-Michel and Jacques-Étienne Montgolfier. Thus, in January 1784, Europe seemed to be poised on the brink of a new era, when the possibility of flight would reshape geopolitics. As Franklin said to Ingenhousz, “Five Thousand Balloons capable of raising two Men each, would not cost more than Five Ships of the Line: And where is the Prince who can afford to cover his Country with Troops for its Defense, as that Ten Thousand Men descending from the Clouds, might not in many Places do an infinite deal of Mischief, before a Force could be brought together to repel them?” In fact, it would be a long time before aircraft played a significant role in warfare, but Franklin was certainly correct about its far-reaching possibilities. 

If you would like to learn more about Benjamin Franklin and the world of 18th-century science, join us at the museum on Friday, July 22 at 7:00 p.m. for “Secrets of Benjamin Franklin’s Kite.” The program is free and open to children of all ages.

You can read the complete text of Franklin’s letter here.

Railway Men, Unite!

Some of William Miner’s convention badges

In the 19th century, railroads were the biggest business in the United States. W.H. Miner, Co., was just one of the hundreds of companies running railroad lines, building locomotives and railcars, and manufacturing the parts that went into building those cars. Because of the huge scale of the railroad industry, and its vast geographical range, “railway men” began very early on to create organizations that would help coordinate their activities. These associations worked to create standardized rail gauges, time zones, traffic signals, and  freight rates, and in many cases were the driving force behind the legislation of new safety features, like air brakes and automatic couplers.

Since there were so many different aspects to the railroad industry, it’s no surprise that there were dozens of specialized associations, from the American Association of Baggage Traffic Managers to the Association of American Dining Car Officers to the Railway Signal and Communications Suppliers Association. William Miner was a member of a number of railroad organizations, and the collection of pins in the Miner Room serves as a memento of the meetings and conventions he attended.

William Miner was a member of the Railway Supply Manufacturers’ Association, the American Railway Master Mechanics Association, the Master Car Builders Association, and the Car Inspectors and Car Foremen’s Association. The ARMMA took as its object “the advancement of knowledge concerning the principles, construction, repair and service of the rolling stock of railroads,” while the MCBA’s goal was “to procure uniformity in car construction, and...to secure the most economical results in the interchange of traffic between the railroads of the country.” To this end, in 1879 the MCBA published The Car-Builder’s Dictionary, which defined and illustrated every part used in the construction of railway cars (the book is still being updated and is now known as The Car and Locomotive Cyclopedia).

1908 Convention scenes, published in the July issue of
Railway Master Mechanic magazine

There was a good deal of overlap in membership and goals among these organizations of car builders, and they frequently held joint conventions. These meetings were as much about pleasure as they were business, and as such were generally held in resort towns such as Mackinac Island, Michigan; Saratoga Springs, New York; and Atlantic City, New Jersey. Photos of the 1908 Convention of the MCBA and ARMMA, held in Atlantic City, show the attendees enjoying the delights of the Boardwalk (sadly, William doesn’t appear in any of them, though we know he was there). The members also had the opportunity to hear reports on a variety of exciting topics, such as mechanical stokers, brake shoes, the apprenticeship system, and the “best system of washing out and refilling locomotive boilers.”

William returned to Atlantic City at least one other time, in June 1922, for the Railway Supply Manufacturers’ Association’s annual convention, which was held in conjunction with the meetings of the American Railway Association Mechanical Division, the Air Brake Appliance Association, and the Air Brake Association. As the Railway Review reported, “It is expected that the combined meeting will constitute one of the largest gatherings of railway men ever held.” The Pennsylvania Railroad offered a special train from Chicago to Atlantic City for attendees.

Young’s Million Dollar Pier, ca. 1911

A key part of this event was the displays by railroad supply companies (including W.H. Miner), exhibiting their products. This exhibition was held at the Million Dollar Pier, one of Atlantic City’s biggest entertainment complexes. Originally built in 1906 by Colonel John L.Young, the Million Dollar Pier was 1700 feet long and contained (in addition to the Exhibit Hall) a theater, aquarium, roller skating rink, and the World’s Largest Ballroom. While William would have frowned upon some elements of Atlantic City’s nightlife—illegal liquor and gambling—he undoubtedly enjoyed the opportunity to meet with business acquaintances and make some new customers for W.H. Miner, Co. Perhaps Alice joined him on this excursion, and they strolled the Boardwalk together, taking in the sights and sounds of the east coast’s most popular leisure destination.