USA > Kentucky > Jefferson County > Louisville > The city of Louisville and a glimpse of Kentucky > Part 22
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Mr. Green, who has the entire management of the place, entertains the clearest and most intelligent ideas of breed- ing, and no man understands the science better than he does. It may be said in a nutshell that the principle on which he conducts the business is to go back to the highest producing dams through the most successful sires, speed being always the test of merit. Especial stress is laid on the families on the side of the dams. At the head of the stud is the two-year-old Egotist, a colt whose breeding illustrates Mr. Green's ideas, as he goes back to two of the three greatest pro- ducing mares of the country. He is by Electioneer, out of Sprite. Electioneer is out of Green Mountain Maid and she has five in the 2:30 list, they being : Elaine, 2:20; Prospero, 2:20; Dame Trot, 2:22 ; Storm, 2:2634 , and Antonio, 2:2834. Mr. Backman expects to put two more in this year. So much for the sire's dam. Sprite, Egotist's dam, is by Belmont out of Waterwitch, another great mare, her sire being Pilot, Jr. To her credit stand Mambriuo Gift, 2:20 ; Scotland (sired by a thoroughbred), 2:22"2, and Viking, 2:2012. But Waterwitch is also the dam of several speed-getting mares and Sprite herself, Egotist's dam, is the dam of Spry, 2:2834, and Sphinx, with a three-year-old record of 2:244. The stud books do not show more desirable breeding than this colt illustrates. There is no line in his pedigree which does not contain speed of the first order. He not only combines in a rare degree the best of the great families, but the best per- petuating capacities in those families. Electioneer's breeding is the same in blood lines as that of George Wilkes, but is really better than his, as Electioneer's dam has five in the 2:30 list. Waterwitch, on the other side, has had a test ap- plied to her that the great Miss Russell has not yet had, in that she has shown that she transmits to the daughters the speed-getting power. Sprite, too, stands in the line that has had the test of speed-perpetuating capacity longest applied to it. Thus on every side of the pedigree there is the first order of greatness. Individually, Egotist justifies all this. He is an animal of the most noble appearance, standing already near sixteen hands high and being beautifully propor- tioned. His conformation shows power in every line, great driving muscles in his thigh, a full capacity in body, plenty of breathing room in his throat, a fine neck and broad head, with thick breast, strong shoulders, straight legs, and the cleanest action. In color he is a rich bay. In fact, he is the perfect type of the trotter.
As may be seen, Mr. Green attaches but little importance to a pedigree beyond where the 2:30 capacity is apparent, and likes as much of that as it is possible to get. In the selection of the forty mares now on the place the same princi- ple has been followed, and it may be safely predicted that GLENVIEW will continue to stand among the foremost of the trotting stock farms of the country. II4
The Louisville Jockey Club.
7 HERE is no institution in the State of Kentucky that has so adver- tised the State, and especially the city of Louisville, as has the LOUISVILLE JOCKEY CLUB. The horse is the greatest product of the State-the one of which the people are most proud. To enhance the value of this product by encouragement of the breeding interests, uot only of Kentucky, but of Tennessee and the South and West, has been the sole aim of the Club, and unqualified success has been the result. Kentucky has always been famous for her horses ; even as far back as 1787 they had thoroughbreds here and raced them, too. On the Oakland track at Louisville there were some great contests. Here it was, in the presence of thousands of the elite and chivalry of the South and West, that the famous races or matches, between Grey Eagle and Wagner, were run, the distance being four-mile heats. A description of one of these races still stands as a masterpiece in the literature of the turf. At that period the staying qualities of the horse were more considered and valued than his speed alone, and the races were a source of pride and sectional feeling.
After the abandonment of the Oakland course, Woodlawn was es- tablished, but, toward the close of the sixties, that fell into disuse, and racing was at a low ebb in Kentucky-in fact, in America. In the North and East there were but three courses: Jerome Park, Monmouth, and M. LEWIS CLARK. Saratoga, and in the entire West and South but three, those at Lexing- ton, Nashville, and New Orleans. The period of racing at each was quite limited, and the added money to stakes and purses very small. The demand for thoroughbreds was confined to a few rich men in the East, and prices were so low that many breeders were seriously considering the propriety of discon- tinuing the business. Colonel Clark was in Woodford county at this time, and the matter was discussed thoroughly with a view of suggesting a remedy. The problem necessarily was to create a demand for the race horse, and to do this intelligently required careful study. Kentucky was the England of America, and the English had certainly solved this question with success. The organization of a Jockey Club and a race course was the first consideration. The next was the establishment of a system of stakes and races that would demonstrate the superiority of certain classes and ages of the thoroughbred, and, by reason of the value of the stakes, create a demand for their winners-the key to the situa- tion. In the establishment of a great principle which was to be the means of reviving the thoroughbred interests, it was essential that a set of rules and scale of weights be adopted that would meet the wishes of breeders and owners of race horses.
Therefore, in 1872, with a perfectly clear and comprehensive idea of what was needed, Colonel Clark visited Europe and carefully studied the systems of stakes, racing, rules, etc., of England, and also those of France. Every facility and social courtesy was shown him by those best posted aud interested in such matters, and upon his return the LOUISVILLE JOCKEY CLUB was organized in June, 1874, and the course and club-house completed by November of the same year. In November, 1874, the leading breeders and turfmen of the South and West met at Louisville and were shown the grounds and club-house, and the purpose and aim of the Club were explained. Their aid, counsel, and co-operation were requested. Before this body of gentlemen Colonel Clark laid the sketch of the programme of stakes and races, which was a careful digest of his European observations. The result was the formulating of the stakes and programme of races for the first great meeting in May, 1875.
The Kentucky Derby, Kentucky Oaks, the Clark Stake, and St. Leger Stake were to be the three-year-old events, and the Louisville Cup, the test of distance for aged horses. The policy of the English Derby was recognized here. There must be one great event for the three-year-olds, a test at the distance best suited to show the colts and fillies of this age, and one mile and a half was so recognized, and the Kentucky Derby inaugurated. The Kentucky Oaks is really the Derby for the fillies, and the Clark Stake was to accentuate the Derby form at a longer distance two miles (since changed to one and a quarter miles), while the St. Leger, in the fall, was established to add greater luster to the fame of the Derby winner, in case he could win it, or enhance the value of some other colt and blood, in case he could van- quish the winner of the great spring event. Other rich and valuable stakes were established for the spring and fall meetings whenever it was to the benefit of the breeding and racing interests, notably the great American Stallion Stake, one and three-quarter miles for three-year-olds, where breeders were compelled to subscribe the price of a season of sires before their colts or fillies were eligible for entry ; and the Merchants, Dixiana, and Turf, also for all ages, became fixtures. The youngsters of two years were similarily treated and fully cared for, and their merits as clearly ascertained.
Colonel M. Lewis Clark has been the President of the Club since its organization, and, by his coolness, knowledge, and determination, has kept the course free from suspicion. He has made a noble fight for honest racing, and to this end has, for several years, advocated a desirable system of uniform judges, whose services should be compensated by the various courses. He has succeeded in getting the South and West to race under one set of rules and scale of weights, and has tried to have all America do the same thing. Colonel Clark was, also, largely instrumental in organizing the Board of Trade of this city, and was one of the gentlemen who established the Southern Exposition. Whenever enter- prise and energy are needed he is always to the front.
115
The German Security Bank, and Insurance Company.
7 HE GERMAN SECURITY BANK is an altogether unique in- stitution in that it was estab- lished to meet a particular want in the commerce of Louisville and, meeting it, has proved to its stock- holders one of the best investments among the banking institutions of the country. This want was the need of an np-town bank, in a sec- tion of the city where there is a large German population, collect- ively doing a very important part of the trade of Louisville, which would be greatly facilitated by means of a bank located in its midst. Mr. James S. Barret was shrewd enough to see this fact and to take advantage of it. Through his efforts the GERMAN SECURITY BANK was chartered by the Legis- lature of Kentucky in March, 1867, and began business in May of that year, its location then being in what had been a barber shop. The institution was soon moved, how- ever, into the handsome building on Preston and Market streets, erected by its owner to serve the purposes of the bank which still occupies it.
JOHN H. DETCHEN.
declared aggregate 211 per cent. The stock now sells readily at $175 per share of a par value of $100. The surplus is now $90,000 and the average deposits are $760,000.
A peculiarity about this hank is that it has never changed its officers and has now the same board of directors that it had when it began business twenty years ago. It has never been troubled by any of those dissensions among the directors which so often prove fatal to the interests of financial insti- tutions, but all of its officers have worked together with most remark- ahle unanimity. Its officers and hoard of directors were recently re-elected and at the expiration of this current term will have served twenty-two years. The officers are John H. Detchen, President ; James S. Barret, Cashier ; W. F. Rubel, J. B. Stoll, Wm. Ehrman, and C. Tafel, Directors. This was the organization in 1867, except that ex-Mayor Philip Tompert was then a member of the board. The vacancy caused by his death is the only one that has occurred and was filled hy Mr. Tafel. The clerical force of the institution is George Gutig, teller ; Charles Gutig and George W. Detchen, book-keepers, and Hugo Tafel, discount clerk.
The capital stock was origi- nally $100,000, but in March, 1869, was increased to $180,000. Its first dividend was declared in Decem- ber, 1867, the year of its organiza- When the bank was organized it was common to do a banking and an insurance business on one capital, as did the GERMAN SE- CURITY BANK. But in 1872 the Legislature of Kentucky passed a law that did away with this, requir- ing insurance companies to he conducted on a separate capital and to be under the supervision of the Insurance Bureau of Ken- JAMES S. BARRET tucky. Consequently, the GERMAN tion, and was four per cent. The dividends were then five per cent. semi-annually until the end of 1871. From 1872 till 1877, inclu- sive, they were six per cent. semi- annually. Commencing with 1878 and continuously since then the bank has declared semi-annual dividends of five per cent. Up to June, 1887, in the twenty years of the bank's existence, the dividends SECURITY INSURANCE COMPANY was organized, with a capital of $100,000 and the same officers that controlled the GERMAN SECURITY BANK. The company conducts a very conservative business and is, perhaps, the only company in Louisville that does not take any risks outside of the corporate limits of the city. It is the aim of the officers to per- sonally examine all risks taken aud to know the owners of the property insured. Consequently, since 1872 the company has only paid in fire losses $52,000 and has a surplus of $52, 145, having in the meantime declared dividends to the extent of $56,500.
Mr. John H. Detchen, the President of the bank, came to this country a poor hoy, from Germany. In the days of the prosperity of Ohio river navigation, he kept a small store and hotel on the levee in this city. Gradually he established a large hnsiness with the steamboats and afterward became an owner of steamboats. Finally he opened a grocery store on Preston and Market streets, which store he still conducts.
Mr. James S. Barret, may he said to have created the GERMAN SECURITY BANK. He was born in Muufordville, Hart county, Ky., and came to Louisville when sixteen years old. He was first employed as a clerk in a queensware store and in 1855 became a partner in the queensware firm of Huber & Barret. In 1863 he became a member of the firmi of S. Barker & Co., who owned the "New York Store," then the largest retail dry goods establishment in the city. Here Mr. Barret remained until he got the charter for the bank of which he has ever since been the cashier.
116
Astoria Vencer Mills and Lumber Company.
W. H. WILLIAMS.
7 THIRTEEN years ago, in what was then the village of Astoria, How an incorporated suburb of the city of New York, Mr. W. H. Williams, a young man of great pluck and energy but some- what limited capital, established the Astoria Veneer Mills. His process for making veueers was an entirely new one, and, like all new things, was hard to introduce. Gradually the business grew, however, until it finally became too great for the section in which it was located. Freights, too, were an item of importance, and it was no uncommon thing for the company to pay from $25,000 to $10,000 a year to railroads for hanling raw logs from the great timber sections of the South aud West to their works. This was not true economy, particularly when it is kuowu that at least one-third of the raw material was clear waste, and had to go in the furnace.
At last the business became so gigantic that a change in location was an absolute necessity. Louisville, situated in the very heart of one of the finest hard wood timber sections in the world, having railroad connection with every part of the United States, and a waterway reach- ing from the poplar forests of the Alleghenies to the black walnuts of Indian Territory ; from the singing pines of the North to white oaks of the South ; beside other natural advantages which fitted her for the peculiar business contemplated, was selected as the new site.
A stock company was organized, with $300,000 capital. Mr. R. H. Prichard, of Catlettsburg, Ky., a gentleman whose knowledge of the hard woods of the South and West made him especially adapted for the position, was elected President ; Mr. C. H. Hampton, of Catlettsburg, Ky., was made Secretary and Treasurer, and Mr. W. H. Williams, the inventor of the process of veneering by machinery, was selected as Manager. Twenty-two acres of land on the river bank in the north-eastern section of the city were purchased, and on the 18th of January, 1887, work on the largest veneering mills in the world was commenced. The saw mills of Hall & Eddy and Joseph Hall were bought, and other mills were at once erected. The work on the factory was pushed rapidly, and now an immense five story brick building, fitted with every modern convenience in the way of veneering machinery, requiring 250 hands to operate it, and capable of sawing and completing 150,000 feet of veneer daily, is in operation. Agents are employed in every State in the Union, who buy and ship fine logs of every description direct to the mills. Mahogany is sent direct from Mexico and South America, while rosewood, tulip, satin, amboyne, and other rare woods come from other European countries. It is no uncommon thing for the mills to have $400,000 worth of fine logs on hand at once, while their orders for veneer from great piano, furniture, and sewing machine companies of the East and Europe extend months ahead. Rafts of logs reach for miles up the river, while the yards are stacked with Inmber ready sawed awaiting shipment.
But as the name indicates, the ASTORIA VENEER MILLS AND LUMBER COMPANY will not devote all their time and attention to veneers. Lumber of every description for every purpose will be sawed and sold to builders and mann- facturers in all sections of the United States. The main offices and manufactory of the company are located at 1000 FULTON STREET, LOUISVILLE, KY., while the warerooms, which, like the mills, are the largest in the world devoted to this specialty, are at No. 120 EAST THIRTEENTH STREET, NEW YORK CITY.
For the benefit of the uninitiated, a short description of the uses of veneer may not be out of place liere. Years ago, before the invention of this process, pianos, furniture, sewing machines, etc., were made of solid wood, with a
surface polished. This was necessarily expensive, partic- ularly in the case of rosewood or mahogany pianos. The veneer was theu introduced, and it worked a revolution. It consists of a thin strip of mahogany or other hard wood placed over a foundation of oak or something of the kind, thus presenting the same appear- auce as a solid wood, yet being much cheaper. At first the manufacture of veneers was expensive, but, by the use of machinery invented and pat- ented by Mr. Williams, of this company, the cost has been reduced to a minimun.
VIEW OF THE MILLS,
117
The Kentucky and Indiana Bridge.
1 N a foregoing part of this work is a good picture of the great cantilever bridge that spans the Ohio river between Louisville and New Albany,
Indiana, called the KENTUCKY AND INDIANA BRIDGE. The building of this bridge was, in many respects, the most important achievement in the development of industrial Louisville within the last ten years. The bridge itself is a remarkable structure, having the longest cantilever span that has ever been built. The picture above referred to is an excellent one, showing both the bridge and its approaches from the Kentucky side of the river. A few years since, Colonel Bennett H. Young, than whom no man has done more to advance the material interests of Louisville, proposed to build a railroad bridge from this city to New Albany. What Colonel Young proposes is as good as done. Work on the bridge was begun and pushed rapidly to completion, so that in June, IS86, the bridge was opened to the public, the foot, passenger, and carriage ways being then completed. On October 16th, of the same year, the first passenger train was sent across, with appropriate ceremonies. The event was hailed with delight by the people of both cities, especially by those of New Albany, who were badly in need of a readier access to Lonisville than had before been afforded them.
The length of the bridge is 2,453 feet ; of the two cantilever spans, 483 feet each. The five spans forming the cantilever system extend from BENNETT H. YOUNG. pier four to pier nine, a distance of 1,843 feet, making the longest canti- lever system ever constructed. The draw span is 370 feet in length and can be opened or closed in three minutes. The superstructure is of steel. The cost of the bridge and the terminal together was about $1,800,000. The capital stock of the company is $1,700,000. The first mortgage bonds on the bridge are $1,000,000 ; on the terminal they are $40,000. A short time since the stock sold at 67, on the mere prospect that the Ohio & Mississippi Railroad would use the bridge. This prospect is shortly to be realized, as the road is building a line into New Albany from Watson, a station a few miles ont, which line is about completed.
The men most active in organizing the company and building the bridge were Colonel Young, W. S. Culbertson, of New Albany, and John MacLeod, the Chief Engineer in charge of the work, the Union Bridge Company being the builders. The company is officered as follows : Bennett H. Young, President ; W. S. Culbertson, First Vice-President ; J. S. Winstandly, Second Vice-President and Treasurer ; W. T. Grant, Vice-President and General Manager ; A. J. Porter, Superintendent ; John MacLeod, Chief Engineer ; W. W. Hill, Secretary ; A. H. Ford, Auditor ; and J. K. Zollinger. Resident Engineer.
On the Indiana side of the river the bridge connects directly with the Ohio & Mississippi and the Louisville, New Albany & Chicago roads, and indirectly with the Jeffersonville, Madison & Indianapolis road and the St. Louis Air Line. On the Kentucky side it connects directly with the Louisville & Nashville and the Chesapeake, Ohio & South-western at Magnolia avenue ; at Fourteenth street and Portland avenue, with the Jeffersonville, Madison & Indianapolis, Ohio & Mississippi, and Louisville, New Albany & Chicago roads ; at Thirteenth and High streets, with the Chesapeake & Ohio Short Route. The latter is an elevated road that runs for some distance along the river bank and is used for trans ferring passenger and freight trains from one depot to another. This forms a part of a belt line, most of which was built by the KENTUCKY AND INDIANA BRIDGE COMPANY, and which, together with the bridge, is now called the " Daisy Route." Over this run thirty-six passenger trains a day between New Albany and Louisville. In the latter city trains also run from First street to Parkland, a suburb of Louisville. The fare between the two cities is only ten cents. A uniform rate of five cents is charged to all points on the Kentucky side. A very important connection with the bridge will be the Louisville Southern railroad, now approaching completion, which will connect with the belt line at Twelfthi street and Magnolia avenne and which has entered into a contract to use that line as its passenger entrance into the city, making its depot in the Union depot, at Seventh street and the river.
The bridge has been a success ever since it was built. Its earnings in the first week amounted to $1,499.65, and the showing since then has been equally gratifying. The "Daisy " trains now do the bulk of the passenger business hetween this city and New Albany, and the bridge is a fashionable and beautiful drive. The bridge trains are largely used by those living in the western part of the city, who can come from Thirty- second street to Fourth street in ten minutes, whereas a street car takes half an hour. The bridge and belt line will be of manifest advantage in building up the western part of the city with factories.
W. T. GRANT.
I18
The Louisville Southern Railroad.
P ROBABLY no enterprise identified with the interests of the city of Louisville of late years has attracted so widespread attention and interest as the LOUISVILLE SOUTHERN RAILROAD COMPANY: its possibilities and benefits were uoticed as long as twenty years ago, and at different times repeated efforts had been made to successfully carry out the project, up to the time that Colonel Beuuett H. Young and his asso- ciates took hold of it iu ISS1. The importance of the enterprise was recognized by its enemies as well as its friends, aud a most hitter warfare for and against its completion was carried ou between the years ISSo-86. Colonel Young was determined, however, and gathered about him some of the most successful business men of Louisville, who were resolute in their purpose to build the line and give Louisville the benefit of an addi- tioual outlet South. It runs from Louisville to Danville, Kentucky, a distance of eighty-seven miles, and will, immediately after construction, bring the Erlanger system, with its 1,200 miles of railways, to Louisville, and open to the city a vast territory for trade.
This road is being constructed first-class in every respect. It will be the best-built aud best-equipped road in the South, and will, as soon as operated, become a part of a great trunk line. It will penetrate the best counties of Kentucky-Jefferson, Shelby, Auderson, Mercer, and Boyle- where a junction will be formed with the Cincinnati Southeru with which MAJOR J. W. STINE. a favorable traffic arrangement has been made, thereby giving Louisville every advantage, as far as the Southern markets are concerned, for which Cincinnati expended the enormous sum of $20,000,000. Its Directory are among our strongest and most sagacious citi- zens, and are as follows : J. W. Stine, President ; Theo. Harris, Win. Cornwall, Jr., Thomas H. Sherley, V. D. Price, R. S. Veech, W. H. McBrayer, St. John Boyle, Bennett H. Young, Charles Goldsmith, Thomas W. Bullitt, and W. B. Hoke.
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