USA > Indiana > Floyd County > New Albany > The advantages and surroundings of New Albany, Ind., Floyd county : manufacturing, mercantile and professional interests Public buildings and officials, schools, churches, societies, canals, rivers, railroads, etc., etc > Part 9
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from 1,200 to 2,400 gallons each in capacity. Here the temperature is kept at 32 to 34 degrees and after 4 months the product is sufficiently matured to barrel and ship to the trade. The ice machine, having a ten-ton capacity, is kept running night and day, and is one of the best congealers in this section of the country. The two large boilers are of New Albany manufacture, one coming from the works of Chas. Hege- wald & Co., and the other bearing the marks of M. Zeir & Co. A goodly number of men and teams are employed here, and large quantities of beer is bottled to order. The annnal capacity is about 25,000 barrels, and the product finds ready sales in New Albany and surrounding towns.
Gustav Weinmann, the president and manager of the company, is a native of this city, who has been engaged in our manufacturing industries since his graduation from the New Albany Business College in 1881. He became connected with this plant in May, 83, and under his management the establishment has grown to be one of the foremost breweries in this section of the country. Frank Zoeller is the city salesman, and his ability is attested by the large daily sales, while the manufacture of beer is under the supervision of Moritz Eck, as foreman, who learned his trade in the large brewing establishments of Germany.
CITY BREWERY.
CORNER W. FOURTII AND SPRING STREETS.
John Jager erected a brewery on this location about 1840, which was later pur- chased by Metcalf, of Louisville. Paul Reissing had learned the brewing and malt- ing business in Germany, and in 1857 he leased this place, four years later purchasing it. The plant has been remoddled and refitted from time to time until it is now thoroughly modernized. This establishment manufactures its own malt, and the beer here produced is brewed on a process which brings out its best qualities. With a large capacity ice machine, the proper system of coolers and a complete malting establishment, the plant is well equipped for the production of lager, and 10,000 to 12,000 barrels find annual sale from this concern, principally in New Albany and surrounding cities. Some 15,000 bushels of barley is purchased annually. A dozen to fifteen men find employment here, and the City Brewery from its 50 years of con- tinuous operations has secured a well established custom. Mr. Reising a few years since associated with himself in the business, his son-in-law, Fred C. Kistner, a pop- ular young man, possessed of business tact and energy, and who now practically has the entire management of the plant.
NEW ALBANY STEAM LAUNDRY.
31, EAST MAIN STREET.
Laundry work can hardly be called manufacturing, and yet from the machinery used, and the employment given to labor, it should properly be classified in the de- partment of industry. In the perfection of its machinery, the magnitude of work, and the general accommodation to the public, the New Albany Steam Laundry stands among the first, and has become justly popular under the present management. The rooms are large, light and convenient, fitted with engine and boiler, in the rear, a reversible steam washer, of the latest pattern; suction wringer, that removes the water from the linen without the least injury to the fabric; a shirt ironer, oollar and cuff ironer, machine for dampening and folding a lay-down collar, without danger of cracking the goods, and a polisher and curler to finish collars and cuffs to the wear-
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OF NEW ALBANY, IND.
er's satisfaction. This business gives employment to about a dozen persons, the average monthly wages adding its mite to New Albany's improvement. Although doing work as low as any other establishment of its kind, the proprietor, by personal industry, is able to pay his bills and is fully satisfied with his first year in this estab- lishment. O. D. Barras, proprietor, is a native of Saratoga, N. Y., and has spent 9 years in the laundry trade, having been at Canton, Ohio, for four years, prior to. the purchase of this plant last year.
SEYMOUR'S AMERICAN LAUNDRY.
NO. 84, E. MARKET STREET.
Cleanliness is said to be next to godliness, and a great improvement has been made within the present generation in regard to laundry work. By former methods, our mothers fretted and stewed, to get the son's linen in presentable shape before the time of going to see his best girl. Now all this is trusted to the laundry, where a scientific reckoning has been made of bleaches and polishes, and the labors of the home are thereby very much lightened. Phillips & Seymour, believing there was room for another first class laundry, in Aug. 1891, opened the above establishment, which has rapidly grown in public favor, and at present has a large line of trade among our best families. The washing is done by hand, as it is believed that this method wears the fabric less, but machinery is used for ironing shirts, collars, cuffs, etc., and every care is taken to meet the wants of the most fastidious. March, 92, Jos. S. Seymour, who has but just attained his majority, but possessed of business enterprise, purchased the interest of his partner, Eugene Phillips, and is now the sole proprietor. The services of 8 to 10 persons is required in this new establishment and the proprietor is well pleased with his opening success.
GILMORE'S CRYSTAL LAUNDRY.
NO. 67, BANK STREET.
The Crystal Laundry was started by M. E. Gilmore, a native of Green Castle, Ind., in 1885, who by a careful study of his customer's wants has secured a large line of patronage. Care is taken to avoid unnecessary wear to the goods and with skilled help, the necessary machines for ironing, polishing, etc., the linen is turned out in a very acceptable style. This laundry gives employment to 10 or 12 hands, does work at the lowest rates, and is among our established industrial concerns.
(Manufacturing Interests continued on a subsequent page.)
THE OHIO RIVER INTERESTS.
To the river trade, New Albany owes her origin, her early development and her principal growth up to the middle of the present century. Many of the fleetest and finest boats that have navigated the Ohio and Mississippi were built in the ship yards of this city. In the 20 years prior to the war the total cost of boats built at New Albany was over eight millions of dollars. The gunboat Tuscumbia, built here in 1863, cost the Government $150,000, and in 1864-6 more than a million dollars worth of boats were completed at this place, but a depression in trade coming on then, and the principal attention of capitalists having turned to railroads about that time, the boat building interest here was practically suspended. Waterways all over the republic are rising in popular estimation, as they assure cheap transportation of freights to competing points and are gaining favor as a convenient method of travel,
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for health and pleasure. The great commercial interests of the West and South are becoming more marked each year, and as New Albany has the best natural location for boat building, an energetic company, with a moderate amount of capital, and a proper display of enterprise, could restore the ship yard business to its former im- portance. The best oak timber is to be found in this section; the location is just below the Falls where it never suffers from low water in the summer, nor ice in winter. We have the foundries and machine shops for a complete equipment of steamboat machinery, and the best of marine manufacturing sites, which can be purchased at low figures or leased for a term of years at a reasonable remuneration.
LOUISVILLE & EVANSVILLE MAIL LINE.
The competing waterway, furnished by the beautiful Ohio, is a great essential to the Fall Cities manufactories and mercantile houses, and the Louisville & Evansville Mail Co. is of special advantage to this city in many ways. It furnishes a daily line of mail for all the river towns, carries Adams Express, a full line of freights and has elegant passenger accommodations. One of the steamers-Tell City, City of Owens- boro, or James Guthrie-starts from the Louisville wharf at 4:30 every week day, leaving the New Albany wharf at 5 p. m., for Owensboro, Evansville, and the lower Ohio towns. The Memphis & Cincinnati packet line connects here regularly on Thursdays and Sundays, and the Southern Transportation Co. also runs a regular line of steamers.
The L. & E. Mail Co. celebrated Washington's birthday by establishing an inde- pendent wharf boat here, which is maintained free to all shippers and is supported by the above companies. It is in charge of Steve Green, a native of Brandenburg, Ky., who has been connected with steamboat transportation since 1885, coming from the Grace Morris to the charge of the New Albany wharf boat Feb. 22, 92.
Shippers should not be charged for the privilege of storing goods for transportation by the river, and when some plan is perfected by which wharf boats, like freight houses are maintained by the company or boat receiving the goods, the river will in- crease in freight business. The steamboat does as much for commercial advance- ment in proportion to the capital invested as the railroad, and should be properly en- couraged; but each boat receiving goods should pay its proportion for wharf main- tenance instead of shippers paying a tax for the privilege of sending and receiving goods in this manner.
Col. W. W. Hite. president of the L. & E. Mail Co., has been engaged in the river trade for the past 15 years; his father, Capt. Wm. C. Hite, deceased, having formerly been a steamboat owner, and actively interested in river commerce until his death, when the mantle of business succeeded to the son, W. W. Hite. Louis Hite, also a son of the late Capt. Hite, is secretary. D. L. Penney, superintendent, has had 30 years experience in this trade, and C. E. Hyde, general agent, has charge of the freight business.
FERRY PRIVILEGES, WHARF, ETC.
The first ferry privilege across the Ohio, below the Falls, was granted by the Vir- ginia Legislature to a Mr. Wright, before the commencement of the present century; but little business, however, having been done at this point, prior to the development of New Albany. The Scribners secured from Col. John Paul the right to the ferry privileges here when they purchased the site of this place. After running a somewhat rude ferry for a time, in 1817 they sold the ferry right to Paxon & Smith. John
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OF NEW ALBANY, IND.
Conner was early in the business and was succeeded by his son Thomas, the Conners having run the ferry for nearly 40 years. Their interest was purchased by Duekwall & Hunter in 1858. Prior to this an opposition line had been started by Van Sickle & McHarry, but which only continued for a year or two, until a compro- mise was made. In 1864 Moses Irwin purchased Hunter's interest, and continued as a partner and superintendent until the sale of the ferry boats, Music and Rush, wharfs and prileges to the K. & I. Bridge Co., in 1890 for $70,000. The Rush still continues to make round trips about every 40 minutes, but since the erection of the K. & I. Bridge, a large share of travel goes across that structure, in order to save the incline to the river and steep ascent again to the city level.
Capt. Irwin who was in the ferry trade for over 26 years, is a native of Pa., and resident of New Albany since 1847. Capt. J. B. Mitchell, who was connected with the ferry for nearly 20 years, is a native of Chillicothe, Ohio, where he learned the printer's trade before coming to this vicinity in 1852. He is now connected with the Ledger Co. as secretary.
Capt. Hiram J. Reamer, who has owned the Excelsior wharf boat, at the foot of Pearl street, for nearly 40 years, is a native of Pennsylvania, reared in Ohio, came to New Albany in 1843, served in the Mexican war, and opened the wharf boat busi- ness in 1853. As high as 2,500 bbls. of Pork has been shipped from Reamer's wharf in a single day.
PROPOSED CANAL FOR POWER.
As early as 1804, a company was organized for the purpose of buiding a canal around the Falls, on the Kentucky side, and a survey was made. In 1810 Congress passed an act authorizing $150,000 to be raised by subscription, and other acts were passed to forward the project, but no practical work was done until 1825, when Philadelphia capitalists, aided by the Government, undertook the work and the canal was formally opened for traffic Dee. 1830. It proved to be a profitable venture, bringing in tolls enough to pay a good interest on the investment. This canal was enlarged in 72, and made free of tolls.
The Indiana Legislature, in 1819, incorporated a company to make a canal from above Jeffersonville to the river below the Falls. Sufficient subscription had not been realized when successful work had been commenced on the opposite shore, and the scheme was abandoned. This plan has been revived and talked about at differ- ent times since and on Dec. 6, 1848, the Indiana Canal Co. was incorporated with authorized capital of $500,000. The plan of this company was to make a boat canal, partly in the river, around the Falls on the Indiana side. Surveys and estimates were made, but the project was finally given up.
With the development of electrical science and water power system, there is abundant reason why a canal should now be built for power purposes alone. Actual figures of cost cannot be given until a survey has been made, but the project appears to be eminently feasible and the investigations of the writer lead to the conclusion that good dividends could be secured on an investment of a million dollars while the indirect benefits from the rise of real estate and advance in manufacturing develop- ment consequent thereon, can hardly be overestimated.
We have obtained reports from the principal cities of the East where water power has been developed extensively, and find that (Lockport, N. Y., where the State canal furnish a great surplus excepted,) the lowest rate charged is $20 per annum,
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for each horse power, on a basis of 10 to 12 hours daily use; and with a development of 10,000 horse power, we would have $100,000 annual rent at half the above rates, which would give 10 per cent. dividends on a million dollars of investment. Holyoke, Lowell and Lawrence, Mass .; Manchester, N. H .; Lewiston, Me. and Columbia, S. C., have each more than 12,000 horse power development, and largely owe their progress and manfacturing success to this fact. Augusta, Ga .; Bellows Falls, Vt .; Cohoes and Rochester, N. Y., with canals ranging from 6,000 to 10,000 h. p. have made wonderful strides in manufacturing development, while New Albany, more centrally located, in first class connection to secure all raw materials, with the best of transportation to reach the markets of the world, and with an undeveloped water power of many thousands of h. p. going to waste at her side, may be said to be lying supinely at her ease, waiting for something to turn up-for the outside world to rush in and thrust greatness upon her-when manifestly the sensible thing to do is to harness the Ohio above the Falls and have it do our bidding in a mechanical way. The only posssible objection to development here, is the change of the water stage. consequent upon floods. This difficulty, cannot be entirely overcome, under any proposed system, but even if works were compelled to take a vacation for a week, every year or two from this cause, the amonnt saved in price of power, would greatly overbalance the disadvantages from delay. Large establishments are generally fur- nished with a supernumerary steam outfit in order to meet all possible contingencies.
At this stage of proceeding only suggestions can be dropped for deliberation. The water supply for the proposed canal, should be taken above Jeffersonville, cross in rear of that city, pass over Silver creek in an aqueduct and utilize Falling run as a tail race. By this route the distance need not exceed 5 miles, the fall would be 25 feet or more, and the excavation simple throughout most of the route. The bulkhead, through which the water is introduced, is composed of abutments, piers, arches and parapet wall of stone well laid in hydraulic cement. Ten arches governed by a score of gates, all operated by automatic machinery, would be sufficient to control the water entrance. For a 10,000 h. p. about 1,000 square feet of area opening in bulkhead should be provided. A canal 80 feet wide, and 15 ft. in depth, would give a sufficient area. At the aqueduct crossing of Silver creek, a waste-weir with 5 or 6 waste gates should be provided for the overflow, and from thence to Falling run the dimen- sions of the canal can be reduced one-fouth of more. Until a correct survey has been made no definite figures can be given, but the investigations of the writer lead to the conclusion that this proposed canal with houses to cover the machinery, aside from the right of way, can be completed ready to furnish power for $500.000; which, as before shown, if it furnished power at half the minimum rate charged by canals now in operation, it would pay a dividend of 10 per cent. on a million dollars of out- lay, if its developed power could be utilized. These are not mere fancies, but are reasonable deductions from a review of work accomplished elsewhere. The canal at Columbia, S. C., more nearly approaches the conditions here, having been made where Congaree river has a fall of 35 feet, in 5 miles, and although a third wider than the above proportions, with a complete system of locks for steamboats, a considera- ble of the distance having been blasted through granite, cost only about three-fourths of a million dollars. The bottom of the canal there has an inclination of but one foot to the mile, and yet their estimated power is 13,000 horse, while, without steamboat. locks, it would be entirely feasible to drop the incline here 2 feet to the mile,
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thereby adding great additional power. With the present inventions for transmiting electrical power, the surplus not used by factories along the line as water power proper, could be, through a large electrical plant, reduced to that subtile power and trans- mitted to any desirable point in the Falls cities. Even the capacity of the entire canal might be used to conduct an immense electrical plant and sufficient power generated to operate all the factories and street car lines of New Albany, Jefferson- ville and Louisville. The possibilities can scarcely be comprehended and the quicker a company is organized to make this development the sooner will New Albany take her proper place among the great manufacturing centers of this country. Marcus Ruthenburg, superintendent of the Light, Heat & Power Co., has made a cursory survey and he believes that the most practical channel would be wrought steel pipes of 6 feet in diameter. This plan would be less influenced by the changes in water stage and could be brought to Silver creek, with about 312 miles of conduit, where an electric plant might be located. From this source our water works could take a sup- ply uncontaminated, in the least, by the sewage of the Falls cities. It has been esti- mated that a channel of this size would produce 4,000 h. p., and could be laid for $150,000 per mile. Either this or an open canal project, should at once be adopted to utilize the power now going to waste, and build up a metropolitan city at this point.
RAILROAD TRANSPORTATION.
When we review the history of railroads and discover that within the memory of many who are now living, there were no such thing as railroads proper, cars or loco- motives, we are struck with intense admiration for the wonderful evolution which has been developed in machinery, coaches, roads and transportation during the past sixty years. Tramways and horse car roads were commenced about the beginning of this century, and as early as 1802, Trevithick took out the first patent "for adapting a steam engine to the powers of locomotion," although Watts is said to have made a model previously. Several other patents were obtained, but none of practical utility, until George Stephenson's "Rocket" was built in 1829, and run from Liverpool to Manchester, England. This, at that time, wonderful locomotive, weighed but 71% tons, and could draw 44 tons at a speed of 14 miles per hour. In 1830 Peter Cooper built the first American locomotive for the Baltimore & Ohio R. R., and the same year an engine was built by E. L. Miller of New York, for the South Carolina R. R., which, in 1833, had 136 miles of main track and continued for several years to be the longest railroad in America, for prior to 1840 there were but a few short lines built and railroad development had but fairly begun 50 years ago.
LOUISVILLE, NEW ALBANY & CHICAGO R. R.
One of the oldest railroads in Indiana is the Louisville, New Albany & Chicago. The New Albany & Salem Railroad Company was organized on July 8th, 1847, under the act of January 28th, 1842, which authorized private companies to take up any of the unfinished works of the State and complete the same on their account. On Jan. 25th, 1847, an act was passed which granted the railroad company the right to occupy that part of the New Albany & Crawfordsville macadam road which lay between New Albany and Salem. An act was passed on February 11th, 1848, whereby all the rights of the state were relinquished to the company and an extension of the line granted.
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The railroad was opened for business from New Albany to Michigan City, a dis- tance of 28714 miles on July 4th, 1852. This was a very important railroad to the state, extending from the Ohio river to Lake Michigan and the opening of the road was the occasion for much rejoicing all along the line. On October 4th, 1859, the name of the road was changed from the New Albany and Salem Railroad Co. to the Louisville, New Albany & Chicago Railroad Co.
The road was sold under foreclosure of the mortgages on Dec. 27th, 1872, and was bid in by the bondholders. A new company was organized under the old name. On May 5th, 1881, this company was consolidated with the Chicago & Indianapolis Air Line Railway Co., under the name of the Louisville, New Albany & Chicago Railway Co. On the first day of March, 1886, the L., N. A. & C. Ry Co, bought the Orleans, West Baden & French Lick Springs Railway, upon which the right of way had been secured and some work done. The construction of this road from Orleans to French Lick Springs, a distance of 17.5 miles, was completed about April 1st, 1887. The capital stock of this railway company is $300,000 all of which is owned by the L., N. A. & C. Ry. Co. On the 1st day of April, 1886, the L., N. A. & C. Ry. Co. bought and now owns all of the capital stock of the Bedford and Bloomfield R. R. Co., and has operated that road since that time. The capital stock of the company is $600,000 represented by 12,000 shares of stock of a par value of $50 each.
The miles of road now operated are as follows:
FIRST DIVISION. MILES, MILES.
Chicago, Ills, to Indianapolis, Ind.
183.5.
Michigan City, Ind., to Layfayette, Ind.
90.5 274.00.
SECOND DIVISION.
Layfayette, Ind., to Louisville, Ky., 203.9.
Bedford, Ind., to Switz City, (B. & B. branch) 41.4.
262.8.
Orleans, Ind., to French Lick Springs, (French Lick branch,) 17.5. Total miles, .536.8.
The capital stock of the road is $9,600,000, and its bonded indebtedness $12,800,- 000. The road is popularly known ss the "Monon," from the name of the town where the Air Line division crosses the old main line. There are extensive stone quarries along the line of the L., N. A. & C. Ry., at Salem, Bedford, Bloomington, Ellettsville, Stinesville, and other places, and the stone produced by them forms an important item of the freight handled. The business of the road is steadily improv- ing and bids fair to far surpass, in 1892, in its gross earnings and net results, that of any preceding year.
Samuel Thomas, president of the road, John Greenough, vice president, and J. A. Hilton, assistant secretary and assistant treasurer, have their headquarters at 80, Broadway, New York, and W. H. McDoel, general manager, W. H. Lewis, secretary and treasurer, S. J. Collins, general superintendent, R. M. Arnold, general freight agent, Jas. Barker, general passenger agent, and Jos. H. Craig, auditor and pur- chasing agent, have their offices in the Monon Block, Chicago, Ills.
The commercial and manufacturing importance of the city has been largely aided by the steady operation of the Monon shops for the last forty years. The capital employed in this enterprise is not less than $250,000, and the services of some 400 skilled mechanics are required. The amount disbursed for wages and material is from $15,000 to $20,000 monthly, which contributes very largely to the city's success.
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OF NEW ALBANY, IND.
About 70 passenger coaches, 100 locomotives and 5,000 freight cars are in use on the L., N. A. & C. R. R. The overhauling and repair work for the entire line is done here. H. Watkeys, for 26 years connected with the N. Y. Central road, is master mechanic, assisted by Harry Delaney, of Philadelphia, who served 7 years with the Baldwin Locomotive works, and 6 years with the Air Line, prior to commencing with the Monon, Feb. 25, 1892. Chas. W. Coller, an Englishman, who has been in R. R. work since 1864, has officiated as master car builder here for 6 years past, hav- ing held a similar position with the Hannibal & St. Joe road for many years. His clerical work has been for 3 years past, in charge of Jas. W. Jenner, a native Hoosier, and graduate of the N. A. Business College. An extensive store house and supply department is kept here, and that is in charge of J. A. Strubel, a Kentuckian, who has been with the Monon for 10 years. Chas Roth, of Jeffersonville, who served as a machinist for 24 years, with the J. M. & I., has charge of the shops as foreman. The immense freight depot, at the corner of Pearl and Oak streets, is in chare of Chas. C. Jack, a native of Toledo, O., graduate of Hall's Business College, of Lo- gansport, who served as cashier in the Monon office, at Lafayette, for five years prior to being transferred to New Albany, in Oct. 91. F. H. Kalies, a native of Michigan City, Ind., in railroad work for 10 years past, took charge or the Vincennes st. ticket office in May, 1888. He also sells tickets for the J., M. & I. railroad, which crosses the Monon at this point.
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