USA > Connecticut > New London County > A modern history of New London County, Connecticut, Volume II > Part 9
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CHAPTER XIX
COMMUNITY ACTIVITIES
Chief Business Enterprises-Brainerd & Armstrong Company-Thames Tow Boat Company-D. E. Whiton Machine Company-New London Ship and Engine Company-M. A. Kane Company-Bottinelli Monumental Company-W. R. Perry Ice Corporation-Cleary Plumbing and Heating Company-Babcock Printing Press Company - J. B. Martin Company - Ponemah Mills Company - Other Industries.
Any true history of New London county must give some picture of the community activities. How do people get on with one another? Is there a spirit of mutual co-operation for the good of the whole civic body? What is the relation between labor and capital? The present chapter will deal with some of these questions.
And first we submit certain sketches, drawn from authoritative sources, of the rise of the chief business enterprises of the county, supplementary to the statistics already printed. What is said of one company will hold for many others; the story of success is a story of individual enterprise, fair business methods, a spirit of co-operation in the whole establishment.
The enviable and well-earned reputation of the Brainerd & Armstrong Company covers a period of over half a century. In 1867 a partnership was formed by Benjamin A. Armstrong and James P. Brainerd for the manufac- ture and sale of spool silks. These gentlemen had become experienced in the sale of spool silks, and their acquaintance with the trade, of New York State particularly, led them to believe that they could successfully manufacture and market their own brand of goods.
The twelve years following were devoted to creating a demand for the goods in the large Eastern cities, by liberal advertising and active canvass of the trade. Sure though this process may have been, that it was slow is shown by the fact that in 1879 only seventeen hands and a superintendent were employed at the mill in New London, Connecticut, in the manufacture of the goods. The company owned no plant of its own, but in 1880 rented power and space from a wood turning shop along the New London wharf line.
In these quarters, the business showed a growth to seventy hands by 1881. That year the company started its own dyeing, with six or seven hands employed in that department. By 1883, some 125 hands were in the employ of the company, and plans were undertaken for the purchase of a building site in the heart of the city and the erection of a modern brick factory which it was estimated would meet all demands of growth for the next twenty years.
On Good Friday, 1885, the company moved into the new plant, with two hundred hands employed in the manufacture of spool, sewing, knitting and crochet silks and plain embroidery silk of the ordinary dye then in use.
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The growth and prosperity of the Brainerd & Armstrong Company is in a large measure due to the fact that it was the pioncer of the wash embroidery silk movement in this country. In 1886, the company made a number of re- markable discoveries by which it was able to dye silks so that they would stand washing in hot soap suds. A few shades of the embroidery silk, pro- duced at that time, in the old fashioned manner, would stand a mild and careful rinsing in luke-warm water. The newly discovered method of the Brainerd & Armstrong Company, made it possible to produce their "Asiatic Dye" wash silks which would stand washing at 212 degrees without loss of color or injury to the most delicate fabrics. The introduction of those goods gave a new impetus to the art of embroidery throughout the entire country, and althoughi at the present time a number of manufacturers produce em- broidery silks called "wash colors," still there is no brand of silk in this coun- try that can claim to have stood the test of so many years as that produced by the Brainerd & Armstrong Company.
In 1894, the Brainerd & Armstrong Company originated and advertised another original invention which marked another advance in the use of em. broidery silks. The device was an ingenious way of putting up wash em- broidery silks in paper holders, in such a manner that embroiderers are saved the trouble of unwinding the skeins and rewinding them again on cardboard as was customarily done with the old-fashioned skeins, to prevent them from roughing and snarling.
In 1888, the company become interested in weaving broad silks, and a few looms were started on the manufacture of silk art fabrics. In several more years, as the demand for this class of goods became less, these looms were superceded by looms for the manufacture of such staple goods as tailors' silk and satin linings. This end of the business has shown a wonderful and steady growth so that at the present time the company has over 600 looms devoted to the manufacture of a wide range of dress silks and silk and satin fabrics for tailors' use.
The plant that in 1885 seemed likely to take care of the company's growth for many years, has time and again demonstrated itself as insufficient for the company's business, and additions and extensions have been frequently made. Besides these additions, the company years ago acquired the entire plant of the Orlo Atwood Silk Company, in an entirely different part of the city. This plant is now devoted wholly to throwing, i. e., to spinning and twisting the silk fibre into the finished thread. In more recent years there has been added a modern and convenient dye house of large capacity with its own private supply of absolutely pure water of chemical properties extraordinarily adapted to dyeing. A model weaving plant has also been established in the neigh- boring city of Norwich, Connecticut.
During the term of the war, over half the capacity of those mills was employed in the production of machine twist and sewing silk for the use of the armies and navies of the United States and of our allies.
The mills of the company cover large area and in full operation furnish employment to 1,000 operatives. The product, consisting of silk threads and
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fabrics, is supplied to dealers and storekeepers throughout the United States through salesrooms located in New York, Boston, Philadelphia, Baltimore, Chicago, St. Louis, Cincinnati, St. Paul and San Francisco. Nor is the selling field confined to this country, for the products of this company are largely sold in Mexico, Cuba, and the countries of Central and South America.
In 1884 the company was reorganized and, at that time, Mr. Brainerd's active connection with the concern came to an end. Benjamin A. Armstrong still remains the active head of the company. The concern is one that has long enjoyed the highest regard and esteem of the trade and of the public by reason of the superior qualities it has developed and maintained in its goods, as well as by the consistent practice of a policy of fair and honest dealing, all of which accords with the best traditions of New England where was bred our old-fashioned religion which in the final analysis is at the bottom of all permanent industrial success.
The Thames Tow Boat Company was incorporated in Norwich, Decem- ber 29, 1865, by Mr. Edward Chappell and others with a small capital stock and did river and harbor towing for a number of years with two or three small tug boats. The business was finally transferred to New London, February 28, 1879, the controlling interest being acquired by Mr. Frank H. Chappell and others. The business was gradually enlarged and barges and larger tugs built and bought so as to operate a towing and transportation business on Long Island Sound and New York waters. The business could not stop here, so the field of operations went into ocean towing and transportation, and the Thames Tow Boat Company were the pioneers in the tow boat busi- ness of transportation of coal from Norfolk, Virginia, to points east as far as Bangor, Maine, in its own barges and towed by its own tug boats. The business of increased tonnage as to barges and tugs needed more capital and it was increased from time to time and it reached $250,000. In 1900 the fleet of tugs and barges was of such size that it necessitated continued repairs, so it was considered expedient to have a shipyard of its own, and the site on the Thames River was selected for the plant and it was thought advisable to make the plant large enough to accommodate all of its own work and any outside work that came along so as to make the shipyard a paying proposition.
A goodly number of the barges and tugs that the company owns were built on Winthrop Point, before it started the shipyard, but afterwards at its own yard the "John Forsyth," a large barge, and the tugs "Paul Jones" and "Bess," and two large steam lighters, were built for the Thames Tow Boat Company's fleet. The tug "Paul Jones" was sold to a firm of brokers in New York in December, 1916, and was afterwards sold by them to the French government. She was at that time the largest steam tug on the Atlantic seaboard.
On the first of the year 1917, the business having been quite prosperous during the preceding years, the capital was increased to $1,000,000. The com- pany has a large fleet of barges and tugs and a shipyard with two large marine railways and shops with a large inventory of merchandise on hand for the repairs of all classes of vessels, both steam and sail, wood or iron. The class
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of mechanics employed are of the best. During the World War a large num- ber of United States government vessels were repaired.
Mr. F. H. Chappell, who was still president of the company, died in November, 1919. The officers at the present time are as follows: Laurence A. Chappell, president ; Frank H. Chappell, Jr., vice president and treasurer ; Lee S. Denison, secretary and assistant treasurer ; Edward F. Clark, agent.
The main office of the company is located at 258 Bank street, in the im- posing three-story stone building, formerly owned by the Brown family, which has been remodeled inside for an up-to-date office.
The company is prepared to transport coal and other merchandise in barges of its own from 400 to 4,000 tons and to tow barges and vessels on river, sound and ocean on the Atlantic seaboard. The new set of marine railways that it is now building at its shipyard will enable them to take care of any rush work that may come along.
The manufacturing plant of D. E. Whiton was originally established in West Stafford, Connecticut, in 1856. It was built for the purpose of man- ufacturing centering machines and lathe chucks. In 1881 Lucius E. Whiton, who had then finished preparatory school, engaged in the business with his father under the firm name of D. E. Whiton & Son. In 1882 the business having outgrown its West Stafford quarters, a location was secured in New London and a branch established. The first plant of the Whiton Machine Company in New London was located in the building with the Livesey Roller Bushing Company, which had been vacated by the Brown Cotton Gin Com- pany, and a part of what was afterward the Hopson & Chapin foundry in Howard street. In 1886 the concern was incorporated for $50,000 and the present fine plant on Howard street was erected especially for the industry and to it all of the works were moved. Though this doubled facility for pro- duction, additions to the plant have since been made and it is now particularly well adapted for the company's needs and is one of the best equipped in the country for the special lines manufactured. The foundry of the Whiton Machine Company was erected in 1904. Since then various other additions have been made and others are under way. The original plant started with twelve employes; when it was moved to New London, fifty men were em- ployed ; today, when the business is running at capacity, more than two hun- dred employes are on its pay roll.
The D. E. Whiton Machine Company manufacturers several specialties in machinists' tools, including the original centering machines and lathe chucks, gear cutting machines and drills for special uses. These are all ideas developed by Messrs. D. E. and L. E. Whiton and are nearly all patented, most of the patents being owned by the company. The products of this con- cern are sold largely through machinery dealers, the company having long established connections with the most prominent firms in this trade in all the leading cities of this country and abroad.
Upon the death of David E. Whiton in September, 1904, the management and full charge of the business fell upon the shoulders of the son. Lucius, who
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is still at the helm. Mr. Whiton has the honor and distinction of being the first councilman elected under the newly made council-manager plan charter.
The New London Ship and Engine Company is located at Groton, Con- necticut, overlooking the beautiful Thames River and New London harbor. It is the pioneer builder of Diesel engines in America, and is today the largest manufacturer of strictly Diesel marine engines in the country. Nelseco is the abbreviated name and trademark of the New London Ship and Engine Company, a component company of the Submarine Boat Corporation. Early in 1908 the United States navy department decided that some means for propelling submarines must be found, other than gasoline engines. The reasons given were: The danger pertaining to the use of gasoline in a space as confined as that in a submarine, and the cost of fuel to operate engines in the large sizes necessary.
This attitude of the department made it necessary for the Electric Boat Company, who were pioneers in submarine construction, to find a suitable heavy oil engine that would be satisfactory for this work. The only practical solution seemed to be in the Diesel engine. At that time marine Diesel engines had never been built or operated in the United States.
After careful consideration it was decided to send a representative of the Electric Boat Company abroad to study the engine situation, and to find, if possible, a design suitable for submarine work. This representative, after careful investigation of the European field, decided that the engine designed and built by the Maschinenfabrik Ausburg-Nurnberg A. G., commonly known as the M. A. N., was the best design for submarine work that had been de- veloped up to that time. The exclusive right for the construction of this engine in the United States was purchased of the M. A. N. Company.
It was apparent, however, at this time that the Diesel engine would eventually be highly developed for commercial work, both marine and sta- tionary. In view of this, the New London Ship and Engine Company was incorporated in October, 1910, primarily for the purpose of promoting the manufacture of Diesel engines in the United States, and this company is today the largest concern in the United States devoted almost exclusively to the development and manufacture of these engines.
The Nelseco engine has been developed from the engine built and de- signed in Germany by the M. A. N. Company, but the "Nelseco" has many exclusive features and improvements which have been added by the engineers of the company since its incorporation. The first Diesel-engined "fisherman" in America was the "Manhasset ;" the first Diesel-engined yacht in America was the "Idealia," and the first Diesel-engined tug in America was the "Chickamauga," all of which were equipped with Nelseco engines. The first Diesel electric beam trawler in this country was the "Mariner," operating out of Gloucester, Massachusetts. It is driven by twin 240 B. H. P. engines, and has given her owners splendid service.
The property on which the plant now stands was purchased of the New York, New Haven & Hartford Railroad Company, and in November, 1910, N.L .- 1-32
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ground was broken for the construction of the original shop. By July, 1911, the original buildings were completed. Shop operations on engines were then commenced. The plant at this period consisted of an administrative building, machine shop, pattern shop and store room. Of these buildings, the machine shop held an important place, which at that time was 165x100 feet, two stories in height and built of brick and steel. Since that date, this model shop has had a large number of extensions and additions made, and is now over 700 feet long. Not only has this shop been lengthened out, but it has also been made wider, to accommodate other complete units, such as coppersmith shop, screw and bolt shop, and power plant, etc. From the start, the business of the company increased with great rapidity, and it was found necessary even after being in operation for six months, to increase both office and shop facilities.
An idea of the rapid development of this plant during the past ten years may be gained from the fact that today it covers a site of fifty-five acres, including besides its factory units, a model park, modern hotel, and farm.
The Diesel engine, like most new inventions, has had and is still having a hard road to travel. To convince the old steam engineer that this type of engine is better than the one he has been using all his life is more or less difficult, and no matter how much reliable data we can show him he is still skeptical, and it requires a vast amount of missionary work to overcome preju- dice, but if the old-fashioned engineer is to stay in business he must give way to modern practice.
For marine purposes, the advantages of the heavy oil engine over the steam engine are even greater than for stationary purposes. For example, the question of weight is an important factor in marine work. Class for class, the oil engine is materially lighter than the combined weight of the steam engine and boiler, and when the weight of the fuel consumed is taken into consideration, the saving in weight is enormous. At the same time, there is a very material saving in space which comes about by the fact that the oil engine installation itself takes up much less room than the steam engine and boilers. In addition, the fuel per given voyage takes up much less space and, moreover, can be stored where coal could be stored, thus utilizing area otherwise wasted. Again, the room used for berthing the fireroom force is saved.
In this case, also, the engines have the great advantage of being able to start very quickly without involving any stand-by losses, and there would be material saving in time and labor in taking aboard fuel. In other words, as compared with a steam-driven ship of the same size and power, the oil engine ship not only costs considerably less to operate, but at the same time her gross earning capacity is materially increased on account of the additional weight and space made available for cargo. These combined advantages in- crease the net maximum earning capacity of a given ship very materially. Exact figures would vary with different ships and trades, but in all cases the possible increase in net earnings would be very large.
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The very latest method of using Diesel engines for ship propulsion is the electric drive. This particular type of installation has many advantages over direct drive. The single serew motorship using only one engine has only one chance in case of a serious breakdown. In the case of the electric drive, several smaller engines would be used to make up the total power and the power of any one of these engines would be sufficient to bring the vessel home at a reduced speed. Another distinct advantage of the electric drive over an engine directly connected to propeller shaft is the question of control. The control of the propeller can be placed on the bridge or at any other point in the ship and is absolutely independent of the engine room, thereby eliminating delay and misunderstanding of signals from the bridge to engine room. Many of the submarines of the United States and foreign navies are equipped with Nelseco Diesels, especially designed for undersea service. Twenty British submarines, built in 1916 by the Electric Boat Company, are equipped with Nelseco Diesels, and the service and cruising radius of the vessels drew official recognition from the admiralty. Perilous voyages of more than 3,000 miles were made to the Dardanelles, the Baltic, and other salients during the war.
The Nelseco Diesel is built in its entirety at the works at Groton. Every part is manufactured from the raw material to the finished product. To accomplish this it was necessary to build a grey iron and steel foundry, brass foundry, pattern shop, power house, forge shop, a large machine shop, elec- trical shop, as well as several storehouses, heating plant, and a large ad- ministration building.
The bottling works of The M. A. Kane Company was established in 1890 by the late William Kane, at its present location in Jefferson avenue. Mr. Kane managed the business for two years, and upon his demise control of it came to his daughter, Mrs. Charles U. Sauter, who, with her husband, managed the business until two years ago. Upon Mrs. Sauter's death, Mr. Sauter sold the business to Bagdan Brothers of New York, who have since made many improvements in the equipment and the buildings.
The M. A. Kane Company bottle all kinds of soft drinks, from pure spring water, which is secured from a tested spring right inside its building.
The Bottinelli Monumental Company, 19 Reed street, is the successor to Francis D'Avignon, who, for many years kept a monumental works in what is now Tyler Square.
Mr. Bottinelli came to New London from Westerly two years ago last September, buying out the old stand and establishing himself in the D'Avig- non quarters. When the property in Bank street was bought by the city for the purpose of making a park, Mr. Bottinelli purchased the property where his present establishment is located and built a modern shop for the conduct of his business. Here will be found the choicest variety of stones for monu- ments and markers, both cut and uncut. Mr. Bottinelli's workmanship will be found superior to the average, due to his many years experience in the business before locating in New London.
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W. R. Perry, the founder of The W. R. Perry Ice Corporation, com- menced the building of a 6,000-ton capacity ice house at Cohanzie Lakes in 1888, and upon the completion of this in 1889, entered into the wholesale and retail ice business in this city. The business steadily grew, necessitating various new storage houses, one of which, for 4,000 tons, was erected near the first house at Cohanzie, another in 1896, for 6,000 tons, was erected at South Willington, Connecticut. Again in 1901 an addition was made to the latter house, whereby its capacity was increased to 10,000 tons.
Perry ice has ever been known as of first quality, and it has been the aim of this company to always render adequate service, besides giving full value. Especially in emergency cases, the Perry company's special delivery has been found invaluable. Numerous auto trucks and horse-drawn wagons are used to supply this company's demand.
The business was incorporated in 1902. Upon the death of Mr. Perry in 1905, the management of the business devolved upon Courtland E. Colver, former superintendent of the Groton Water and Electric Departments, who has since ably managed the affairs of this successful company. During the past two years the Perry company has opened several small ice selling stations where persons may go and secure their ice needs at a price from which the cost of delivery has been deducted. These have proven exceptionally successful. The present officers of The W. R. Perry Ice Corporation are : Loren E. Daboll, president ; Mrs. Anna B. Perry, secretary, and Courtland E. Colver, treasurer.
The T. P. Cleary Plumbing and Heating Company was first started in New London some thirty years ago, when the late Thomas P. Cleary was in partnership with Joseph V. Jordan, under the firm name of Jordan & Cleary. The store and shop of this concern was located at 139 Main street. After about five years Mr. Jordan withdrew from the firm and it was continued under the firm name by Mr. Cleary. In 1914, Mr. Cleary decided to move his business to his home, and established himself at 93 Ocean avenue, where he continued a successful plumbing, heating, tinning and ventilator business until his death.
To the citizens of New London who are familiar with its industrial de- velopment the acquisition of the former Brown Cotton Gin plant by the Bab- cock Printing Press Manufacturing Company is a matter of interest. It is now a little more than thirty-nine years since the incorporation of the latter company under the laws of Connecticut.
The original plan for building cylinder printing presses in New London was arranged with the Brown Cotton Gin Company by George P. Fenner, who had spent several years in the drafting room of Cottrell & Babcock and of the C. B. Cottrell & Sons. He formed a partnership for that purpose. At the request of his uncle, Nathan Babcock, the partnership was merged into a corporation under the name of The Babcock Printing Press Manufacturing Company, in June, 1882, and at once commenced business, building the presses entirely from drawings made by Mr. Fenner and under his direct supervision.
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