A Catalog of Minnesota-Made Cars and Trucks / Alan Ominsky

A CATALOG OF Minnesota-Made Cars and Trucks

Alan Ominsky

MINNESOTA has never rivaled Detroit, Michigan, in production was still in the future, farseeing Minneso­ automobile production, but the state has had its mo­ tans then began to consider production of cars and ments. Around the turn of the century, long before trucks on a duplicate or series basis. Serious and quite autos were being castigated as a national calamity, successful attempts at manufacturing cars began in the idea of a self-propelled road vehicle was one which Minnesota around 1910, and clearly the automobile burned in the brains of tinkerers and blacksmiths in was being elevated from toy status to that of a practical Owatonna, Crookston, and Magnolia as well as in De­ mode of transportation. By the mid-1920s more than troit, Cleveland, and Chicago. forty-five makes of autos and trucks had been built in Starting from scratch, or purchasing an engine de­ the state. The manufacturers of some thirty of these signed for stationary service, local inventors worked had series production in mind.^ long hours in their basements and barns to develop Despite this not insignificant promise, manufacture their own conceptions of what came to be known as of cars and trucks by Minnesota-based firms ceased the horseless carriage, moto-buggy, motor buggy, or — quite abruptly soon after the mid-I920s as the competi­ finally — automobile or car. Understandably, safety tion from mass-producing automotive giants in other and pollution were trivial matters compared with the states became insurmountable. In the earliest days of task of creating a vehicle which not only ran but ran the car, however, Minnesota had as good a chance as refiably — whether powered by steam, electricity, or any of several states of becoming a center of auto gasoline, all of which seemed equally practical at the production. turn of the century. The first experiment with a self-propelled road ve­ Before 1910, at least fifteen one-of-a-kind vehicles hicle in Minnesota took place in 1860 only two years had been built in Minnesota. Although assembly-Hne after the territory became a state. For some time Jo­ seph R. Brown, Minnesota River Valley trader and Footnotes are at the end of the article. entrepreneur, had been thinking about a mode of trans­ portation that might replace the plodding and expen­ Mr. Ominsky, production supervisor for the Minnesota sive oxen which carried goods across the state to the Historical Society's publications department, has a long­ standing interest in automobiles, old and new. He has West. The prairie, to Brown's reckoning, was "level as owned and driven a variety of sports cars and not infre­ a barn floor." Probably taking inspiration from tlie rail­ quently repairs his own or (when pressed) his colleagues' road engines of his time. Brown conceived of a massive automobiles. steam-driven tractor to facilitate his prairie commerce.

Fall 1972 93 In 1859 he contracted a boiler manufacturer in New York to help bring his dream to life. After some delays, the knocked-down parts arrived in Minnesota in the late spring of 1860. With the appearance of an engineer some days later, the tractor was erected and success­ fully run up and down the maiir street of Henderson, Brown's home town, on July 4. On October 6, however, on its maiden grassland trek from Henderson to Fort Ridgely, the machine became inextricably mired in soft ground and had to be abandoned. Brown continued his experiments with the "prairie motor" for a decade until his death in 1870, but to no avail.- Perhaps the wiser for Brown's failure, a number of Americans in the 1860s and 1870s built light steam vehicles, using wagons, carts, and, occasionally, bi­ cycles as the basic framework. In 1880, Herman Saroni of St. Paul followed suit and mounted a steam engine in a wagon which he drove on Cedar Street.^ This steam wagon was probably the first self-propelled road vehicle constructed in Minnesota. Saroni's experiment with steam power was not a harbinger of the future, however. Four years earlier. Scientific American had announced the invention of two gasoline engines — the Brayton two-cycle, manu­ 1895 AMES factured in Philadelphia, and the Otto four-cycle, de­ veloped in Germany. Then, between 1889 and 1891, in time, the machine did not run in the race, and the gasoline engine was effectively applied to road ve­ Minnesota automobile producers missed this chance hicles in the United States by three individuals, Henrv for national exposure. (A Mueller-Benz car finished Nadig, Gottfried Schloemer, and Charles Black.^ There­ first in the highly publicized event, and a Duryea after, gasoline engines slovvdy began to eclipse steam brothers vehicle placed second.) and electric engines in popularitv for self-propelled The next spring (1896), an electric car which had vehicles. started but not finished the Times-Herald race was In 1893 middle America's acceptance of the motor demonstrated at a bicycle show in Minneapolis and buggy was hastened by several exhibits at the im­ drew the attention of many Minnesotans. The car, mensely popular and influential World's Columbian built by William Morrison in Des Moines, Iowa, and Exposition in Chicago; At least seven gasoline engines owned by Harold Sturgis (or Sturgess or Sturges) of were displayed in addition to a '"waggonette," a gaso- Chicago, ran at the Minneapolis Exposition Building line-engined road vehicle invented by a German, Gott­ and on the city streets. Commenting on this attrac­ lieb Daimler. Among the visitors to the exhibits were tion, a Minneapolis Journal reporter sagely predicted: two Franklin, Minnesota, men — George Forsyth, a "Everywhere that this machine goes it sows the seed flour miller, and Olaf Nelson, a blacksmith. Apparently from which an immense harvest will be reaped later inspired by what they saw, they went on to Buffalo, on."" New York, and purchased two gasoline engines. Then Without the publicity attending the appearance of they returned to Minnesota and constructed two cars Sturgis and his electric car, gasoline engine devotees sometime between 1894 and 1897.'' quietly continued construction and refinement of their Responsive to the popular interest generated by the preferred mode of locomotion. In October, 1895, the motor exhibitions, the Chicago Times-Herald sponsored earliest gasohne car of record built in the state was the United States' first auto race in 1895. Among the completed and demonstrated on the city streets by scheduled entries was the "Ames machine" prepared the Owatonna Manufacturing Company.^ By 1897 sev­ by a Mr. Nichols of Owatonna. The crude machine, eral more gasoline-powered cars had been built in Min­ pictured in the December, 1895, issue of Horseless nesota: Forsyth and Nelson had launched their similar Age, consisted of a buggy box and seat suspended be­ machines in Franklin; Lincoln H. and Frank E. Fey tween two bicycle frames. A boiler provided steam had run their tricycle car in Northfield in the spring to the pistons on each frame. Because it was not ready of 1897; and Oscar Bergstrom of Minneapolis, who

94 Minnesota History worked "for months" to complete the vehicle he con­ pletion of the "first mile of a concrete roadway in ceived in 1895, had probably road-tested his car. Hennepin county." The road was a section of "Su­ perior Boulevard, a public highway leading from Min­ ONE-OF-A-KIND auto production continued in the neapolis to Lake Minnetonka" (now Highway 12). As country for some )'ears, but when the city of New late as 1925 a map of Minnesota's highway system York held its first automobile show at the turn of the revealed that the majority of roads still had a gravel century, a majorit}' of the nineteen cars on display — surface and that the few paved roads were concen­ manufactured by factories turning out the Oldsmo- trated in the Twin Cities area and on the Iron Range. bile, Winton, Haynes, Packard, and others—were Auto drivers and passengers had to put up with bumpy, series-produced. Concurrently, Olaus Lende of Granite dusty roads in most areas. Despite such obstacles, auto Falls launched what was probably the first attempt to registrations in Minnesota climbed from 6,282 in 1909 produce more than an occasional auto in Minnesota. to 42,664 in 1913.i" In 1902 he completed a gasoline-engined car which By 1910 the press in Minnesota was devoting con­ apparently was successful, for he continued to produce siderable space to all phases of automobiling. On the cars at least until 1909. He manufactured a total of "automobiles" page of the Minneapolis Journal the eighteen vehicles.^ suggestion was boldly voiced "to make automobile or Many prairie capitalists, however, were reluctant motorcycle dealer and chauffeur licenses revocable." to plunge into auto production until sales demon­ (At this time licenses were still available to anyone strated that the local demand was strong and ongoing. who paid the small license fee.) Auto refinements were For some years the car market was moderate at best also noted for interested readers. The Reo Motor Car because of the poor quality of nrral roads and the less- Company announced, for example, the adoption of the than-refiable performance of existing autos. In 1907, left-hand driving position for its new models because for instance, a handbook entitled Earth Roads, pub­ of the "rapidly increasing popular demand among ex­ lished by the Wisconsin Geological and Natural His­ perienced owners."''^ tory Society, noted that about 84 per cent of Wisconsin By the end of the century's first decade, the auto­ roads were "as yet unimproved with stone or gravel." mobile had already become an important status symbol. Continuing, it complained that "in many sections the Eager promoters glamorized even the most mundane roads are too narrow, 'thank you marms' abound where products by associating them with automobiles. A full- unnecessary . . . the roads are rough and uneven in page advertisement for the Myers water pump, for dry weather and nearly impassable in wet."^ Pre­ example, showed a young woman at the handle of sumably, Minnesota roads of the same period were lit­ one of the pumps proudly assisting a properly attired tle or no better. motorist while he added water to his auto radiator be­ In 1913 Farm Implements magazine noted the com- fore an admiring crowd.^- Automobile manufacturers also had begun compet­ GRANITE FALLS .shop in which Lende cars were built. ing for public attention in much the same manner as today's producers. Hence, the press of 1910 noted the "latest hill climbing feat of the Vefie," in which a demonstration driver, with about ten people in and on the car, climbed the sand hill piled up by the con­ tractors who were building the procathedral (Basilica of St. Mary) at Hennepin Avenue and Sixteenth Street in Minneapolis.^^ However innovative their promotions, Minnesota producers nevertheless were being overshadowed by their competitors in other states. In 1910 Michigan al­ ready led the nation in auto production with 102,000 cars to its credit annually — more than four times the number manufactured in Ohio, its nearest contender." Although by 1912 auto sales were soaring and a 10,000-mile guarantee on its Rambler was announced by the Thomas B. Jeffery Company of Kenosha, Wis­ consin, automobiles had yet to achieve a level of reha- bility even close to what we know today. Automobilers often needed ingenuity to return home without the

Fall 1972 95 A PASSENGER-LADEN Velie success­ fully climbs a sand hill piled up by con­ tractors who were building the Basilica of St. Mary in Minneapolis.

ADVERTISERS of an earlier day used automobiles to add glamor to more mun­ iE^MYERS & BRO. Ashland,Ohio dane products.

aid of a horse. One intrepid driver, lacking a repair For many years the Twin Cities served as the com­ kit with which to fix a blowout, somehow made do mercial distribution center for the vast, sparsely set­ with the cover of a twenty-five-cent cracker tin. Motor­ tled area extending from Minneapolis and St. Paul all ists considered chewing gum a necessity, both to re­ the way to the West Coast. Local capitalists were well lieve dryness caused by wind in the mouth and to patch aware of the growing demand for autos, especially in leaks in the gas line. After Cadillac introduced the rural areas, and for a time Minnesota-made cars were electric starter in 1912, some manufacturers prema­ produced for many customers scattered over the re­ turely omitted the manual starting crank, but clever gion. In Minnesota alone, auto registration in cities owners learned to jack up one rear wheel, put the car with a population of more than 20,000 climbed 177 in gear, and give the wheel a spin when confronted per cent from 1909 to 1912, while the increase for with a balky starter.!•'' towns under 1,000 in the same period was a whopping Despite the vicissitudes of early motoring, entrepre­ 786 per cent.'' neurs began by 1910 to perceive the economic value of the auto which heretofore had been regarded pri­ IN THE CATALOG BELOW are brief descriptions of marily as an expensive toy. In 1912 an anonymous cars and trucks designed and built throughout the years source estimated that 50,000 delivery vehicles were by Minnesotans. Some vehicles were successful fulfill­ in use in the United States. As early as 1908, farm im­ ments of Minnesotans' dreams, while others were fail­ plement dealers began selling autos in Minnesota. One ures. They took a wide variety of forms and, in the magazine reported that although "the opinions of aggregate, represented considerable effort to put Min­ prominent retail implement dealers are at variance on nesota on the car-manufacturing map. The author has the question of handling automobiles . the same tried to include every Minnesota-made vehicle that has been time in the case of gasoline engines and other fell into either of two categories: one-of-a-kind cars specialties which are now recognized as a legitimate built before 1910 and cars and trucks intended for part of the retail implement dealers' business." Though large-scale production. (Evidence from the contempo­ automobile distribution gradually passed into the rary press suggests that all the post-1910 cars on the hands of automobile dealers, for a decade or more list were intended for series production and, therefore, many rural Minnesotans bought their plows and autos budt for financial profit.) The date-entries give, as in the same store.'" nearly as can be determined, the years in which the

96 Minnesota History vehicles were operating or available to buyers. Scale produced elsewhere. Special purpose types such as of production is indicated where information is avail­ racing cars and off-the-road vehicles are omitted from able. With two exceptions — Ford and Overland — lit­ the list,'* as are firms which merely built bodies on tle effort has been made to identify those cars which existing chassis. The author acknowledges that this list were merely assembled in Minnesota from components probably is incomplete, and he invites corrections.

- THE CATALOG

ACME or M.B. 22 Renville is curious inasmuch as the structed by J. B. A. Benoit. Benoit op­ 1908-1911 Columbia Heights Hoffman brothers from Renville, Min­ erated a general repair shop where, nesota, were producing trucks at the over the years, he also constructed Introduced as the Acme Roadster, this same address two years after the de­ about twenty stationary gasoline en­ vehicle soon was advertised as the mise of the Motor Buggy Manufac­ gines. The high light of Benson's M.B. 22 (for "motor buggy"). Later, turing Company. Fourth of July celebration in 1902 it became available in touring and was a race between the vehicles of deliveiy bodies as well as the roadster Benoit and A. C. Roseter of Appleton. form. In construction, the M.B. 22 was RENVILLE a light, high-wheeled machine with Benoit won by a large margin.-"* a two-cylinder-opposed, water-cooled engine rated at sixteen horsepower in BENOIT 1908 and at twenty-two horsepower in 1909. Its solid rubber tires elimi­ nated the possibility of flats and blow­ outs."

AMES 1895 Owatonna A Mr. Nichols of Owatonna built this light steam car for A. C. Ames of Chi­ cago. Its body consisted of a buggy box mounted between two bicycle frames. Steam from a boiler in the box was delivered to 1.75-inch-by-13- M.B. 22 inch pistons mounted on the lower BERGSTROM bar of each bicycle frame. The piston 189? Minneapolis The company's output can only be rod drove the pedal crank of the Oscar Bergstrom's "chugger" was one speculated upon. One 1909 source bicycle.2- of the earfiest gasoline-powered auto­ mentioned that "fifty new machines The machine was entered in the mobiles in the state. Bergstrom told re­ are now in process of construction Chicago Times-Herald race of 1895, porters interviewing him about his and will be finished and ready for but unforseen difficulties prevented it deliveiy May 1 [1910]." The auto­ creation: "I got my first inspiration to from running. A reporter from the mobile census of 1912 reported that Crow Bar inteiviewed designer Nich­ BERGSTROM CHUGGER four Acme autos and twenty-seven ols, who said that the "machine (he Motor Buggies were registered in was confident) was equal to anything Minnesota. The term "motor buggy," on the ground, but they found it however, may have been used ge- slow work getting it ready for busi­ m 7W.. :- nerically.20 ness, and therefore had concluded to Late in 1910 the Motor Buggy drop out of the contest." 23 The build­ Manufacturing Company, located at ers may have had trouble equalizing Thirty-eighth Avenue Northeast and the force on the rear drive wheels, University Avenue, advertised a new making it difiicult to keep the machine model, the forty-five-horsepower Ren­ from going in circles. ville with a four-cylinder engine.-' J^/t ''^^ -i-- *^s* -. -^ p- This car had a more conventional de­ sign than the buggy, with pneumatic BENOIT tires on smaller wheels. It sold for 1902 Benson $1,500. The choice of the name Swift County's first auto was con­

FaU 1972 97 A CATALOG OF MINNESOTA-MADE CARS AND TRUCKS build automobiles after witnessing the only in the 1902 City Directory. Chicago Times-Herald race Thanks­ The auto cost between $1,000 and giving day, 1895." After that event he $2,000.20 worked "for months" (the completion date is uncertain) to produce what DISPATCH he "thought to be a wonderful ma­ 1911-1923 Minneapolis chine." However, "after I made a couple of test runs," he recalled, "it Little notice was taken of the Dis­ became necessary for me to push the patch Motor Car Company by the car away from home several blocks as local press throughout the firm's rela­ my neighbors threatened to lynch me tively long existence, and only one if I continued to make so much noise, Dispatch car was reported in the and I was always careful to take a yearly Minnesota vehicle registration new direction, seeking new victims TWIN CITY TRUCK list before 1917. Nevertheless, the na­ each time."25 tional publication Motor Age regularly carried descriptions of various models This author found no mention of the of the car, and local lists of auto BJELLA Twin City truck after 1914.2^ manufacturers always mentioned the With the 1914 reorganization, J. M. 1906 Mcintosh Dispatch Company. The firm first ap­ Michaelsen joined the new firm as A flat, two-cylindei-opposed engine secretary and was placed in control of peared in the City Directory in 1910, drove this home-built high-wheeler. sales and advertising. Previously he its office being in the New York Life The car's third and present owner, had designed the Minneapolis two- Building. The one registration of a Henry Minnett of Chickasha, Okla­ speed motorcycle and been president Dispatch in Minnesota was in 1911. homa, has restored the car. It was of his own motorcycle manufacturing In January of the next year Automo- built in the shops of the Mcintosh company. Iron and Wood Works during the winter of 1905 and the spring of Except for the Twin City, Brasie's 1906 by Ole A. Bjella. The firm manu­ vehicles were of narrow tread (under factured a line of wooden harrows and forty inches) and classed as cycle horse-drawn sleighs.2" cars. The Packet was powered by a four-cycle engine with a friction trans­ mission and belt drive. In an unusual BJELLA arrangement, two jacks under the seat D IS PATCH forced the rear axle backwards to tighten the drive belts.28 Initially the bile magazine included the Dispatch Packet sold for $400 complete, then in in its buyer's guide. Two models, E 1915 the price rose to $450. In 1916, and G, were available in six body the Packet Motor Car Manufacturing configurations, including a "rumble." Company, as it became known, priced Prices ranged from $700 to $1,000. In the chassis only at $325. 1913 one-half-ton trucks, designated models L and N at $850 and $900, BRASIE PACKET were added to the line.^o The year 1914 was a significant one for the Dispatch Company. At that time it moved its factory to 1200 Fourteenth Avenue Southeast and BRASIE PACKET dropped the original two-cycle motor 1913-1917 Minneapofis for a four-cycle, twenty-two-horse­ power engine of Wisconsin manufac­ In 1913 Frank R. Brasie began manu­ ture. The vehicles produced by this facturing vehicles at 2743-45 Lyndale firm were unusual in that, until 1918, Avenue South under the name Brasie they all used chain drive.3' Motor Truck Company. The firm's The Dispatch Motor Car Company first product was the Twin City truck, was listed in the City Directory until priced at $1,350, which had a capac­ 1923 at the southeast Minneapolis ity of "one to two tons." A reorganiza­ DAVENPORT address. tion announced on July 26, 1914, 1902? Minneapolis renamed the firm Brasie Motor Car A twelve-passenger steam stage was Company, and the firm added the built by the Davenport Manufactur­ DULUTH Packet, a light delivery vehicle, to the ing Company managed by Birge W. 1917 Duluth line. By varying the Packet's body Davenport. One source gives the year In 1915 Automobile magazine re­ style sfightly, it also produced a of manufacture as 1903, but the firm ported that Hugh Miscampbell was "pleasure car" called the Messenger. is listed at 417 First Avenue North building a two-and-half-ton truck at

98 Minnesota History 304 South First Street. Minnesota auto registration showed two vehicles ./--.M///, under that name existing in 1917. By 1922 MiscampbeU had given up truck building and confined his operation to auto bodies, according to the state business directory, which has him lo­ cated at 306 South First Avenue East.32 DRAWING OF the Fey brothers' first car

FEY 1897-1905 Northfield Lincoln H. Fey's asthma accounted for one of the earliest gas-engined horseless carriages in Minnesota. Fey's health problem was aggravated by ex­ posure to horses, and, as a result, he ffr^^'^^^'^"' ^^^ BROTHERS' began to search for a less irritating A<;4,y',v;^j^j8^k^, second car mode of locomotion. While frequent­ ing the Fox and Ferris Machine Shop in Northfield (where he learned to work metal), an idea developed, and in 1896 — at the age of fifteen ^^ — he began constructing a vehicle. First he built a steam engine to power the contraption, but he soon became in­ terested in gasoline engines and sold the steam engine for $25 to finance another vehicle. The next year, with assistance, encouragement, and money from his brother Frank E. Fey, he completed his first car. In design it was a tricycle, with the engine driving a single rear wheel which eliminated FEY BROTHERS' the need for a differential. The auto's front wheels were steered, and its third car carburetor consisted of a rectangular tank through which air was drawn over a series of wicks dipped in gasoline.34 Shortly after completion, the ma­ chine was sold to Alfred J. Smith of New Prague for $65. This transaction provided capital for the Fey brothers' next venture. A second one-cylinder car — with four wheels — was com­ t ^OL^-.-iZ'^. i-?- iTtiA. '*•&--%« pleted in 1898. It, too, was sold, but for a whopping $170. The brothers built two more cars, the third with FEY BROTHERS' fourth and last car a large, single-cylinder engine and the fourth and last with a four-cylinder, air-cooled engine of their own design which was completed in 1904.^^

FORD 1912— Minneapolis and St. Paul Ford Motor Company's assembly op­ erations in Minnesota began in the Great Northern Implement Building at 616 South Third Street in Minne- CATAL<_;G or MK.MLSO;.i.-MAU!; CAKS .VNO TRUCKS apolis. Between seven and ten Model period of delay during which Forsyth JOERNS-THIEM Ts were assembled each day at this courted and married his wife, the two 1910 St. Paul location, By 1915 Ford operated a men completed their machines — Fred Joerns and Edward A. Thiem new plant at 420 North Fifth Street sometime between 1894 and 1897. were president and secretaiy of the (now occupied by Honeywell Inc.) Nelson never drove his car because firm at 2237 Hampden Avenue*" and boasted a production capacity of he thought it went too fast.^^ which produced a few vehicles, proba­ 100 cars per day "when necessary." In bly fight delivery machines, in the the assembly department and through­ FORSYTH century's second decade. The automo­ out the building twenty-six electric bile census for 1910 lists one "Joerms" motors, ranging from "one-half to 100 [sic] and two "Thiem" vehicles. horsepower in size," were reportedly Edward Thiem had previously pro­ in use. Ford's output reached a peak duced motorcycles at his business at of 23,000 vehicles at this plant in Thirty-eighth Avenue Northeast and 1923. In May, 1925, assembly opera­ University Avenue, the same address tions were moved to their present lo­ given for the Motor Buggy Manufac­ cation at Ford Parkway and Mississippi turing Company plant and, later, for River Boulevard in St. Paul. At this the Hoffman truck establishment.'" location production in 1965 had reached 132,000 units per yean^*! KATO FORSYTH 1908-1913 Mankato 1896? Franklin Trouble with wheelspin while motor­ ing up Mankato's steep hills prompted After visiting the Chicago World's candy-rnaker Ernest Rosenberger to Columbian Exposition in 1893, flour start thinking about how to get better miller George Forsyth and blacksmith traction. To solve this problem he de­ Olaf Nelson continued on to Buffalo, GOPHER, see ROBINSON signed a four-wheel-drive auto chassis New York, where they purchased gaso­ and helped organize the Four Trac­ line engines for two cars they were HOFFMAN tion Auto Company of Mankato. Its planning to build. Subsequent to a 1913-1914 Columbia Heights first five cars, produced in 1908, used Brennan two-cycle engines. In 1909 it FORSYTH CAR remains The Hoffman truck was built in the showed a one-and-one-half-ton truck, plant formerly occupied by Motor priced at $2,250, in Minneapofis. In Buggy Manufacturing Company, at the next three years a crew of about Thirty-eighth Avenue Northeast and twenty men manufactured twenty-five University Avenue, by the Hoffman to thirty trucks and nearly a dozen brothers of Renville. The business was cars. A three-ton truck, designated formed in 1912, and its sole product model H, was offered in 1913. At this was a three-ton model with an enclosed time the assets of the firm were pur- wood cab and a four-cylinder Wau­ kesha engine. Equipped with hard rubber tires and Prest-O-Lite gas lights, the vehicle cost about $5,000 and had a top speed of twenty-five miles per hour which was acceptable for the period. However, the drive from the transmission to the rear axle consisted of an enclosed center chain running in oil which was reported to be troublesome.38 The City Directory KATO TRUCK listed the short-lived firm only in 1914. KATO CAR

INTERNATIONAL HARVESTER 1929 St. Paul In the building at 2572 University Avenue previously occupied by Willys- Overland Company, International Har­ vester built Six-Speed-Special trucks from January to October, 1929. Up to thirty trucks a day were produced at this facilitv.'"

100 Minnesota History chased by the Nevada Manufacturing about one year, is notable only be­ Company of Nevada, Iowa. Parts, cause its secretaiy, Fenton A. Leicher, drawings, and vehicles in progress also founded and operated — in co­ were moved to Iowa, but no ve­ operation with his brother — the hicles were bmlt despite a federal go\'- highly successful Luveme Automobile emment order for 500 trucks.'»2 Manufacturing Company at Luverne, Minnesota. A comparison of the exist­ ing newspaper pictures indicates a LENDE strong resemblance between the Len­ 1902-1909? Granite Fafis hart and the Luverne farm truck which Olaus Lende began building cars in were marketed in the same year. Both "BIG BROWN" LUVERNE his machine shop in Granite Falls in trucks were rated at two tons and 1902, and by the time he forsook the sold at similar prices.*= C were dropped from the line, and manufacture of Lendes to be a Stude- five models, using three different en­ baker agent, he had built eighteen LUVERNE gines, were produced on chassis from cars. Lende personally designed and 110 inches to 120 inches in length.'** manufactured the cars' four-cylinder, 1905-1918 Luverne Trucks until 1921 The hit of Minneapolis' 1912 auto air-cooled engines which drove by show was an impeccably finished Lu­ means of a friction transmission.^^ The precedent of carriage builders be­ veme on a 122-inch chassis. Seven­ In 1907 dreams of bigger markets coming automobile producers was well teen coats of hand-rubbed brown led Lende and several other men to established when carriage men Fen­ paint and brown Spanish leather up­ begin selling stock in the Lende Au­ ton A. and Ed L. Leicher built their holstery demonstrated the Leichers' tomobile Manufacturing Company out first machine in 1905. That vehicle coachmaking art. Because most cars of a Minneapolis office. However, a came in kit form from a St. Louis of the era were stfil black, the public manufacturer. Next they produced a year's efforts to sell stock and locate dubbed their work the "Big Brown series of high-wheeled vehicles pow­ a factory bore no fruit. In a letter to Luverne," and the next year the nick- Lende, an agent lamented, "I was at ered by engines from the plant of Farmington again this afternoon and David Buick. When, in 1908, W. C. must say that the prospects for doing Durant acquired the Buick firm as the anything there upon the proposition first building block in his creation of we have before them is very doubt­ General Motors, the Leicher brothers ful." Back in Granite Falls, after his turned to engines from other sources.*" unsuccessful venture, Lende probably The three autos featured in the continued to build vehicles for some 1907 Luverne catalog, models A, B, years.*"* and C, had an interesting common feature: their bodies tilted up to al­ LUVERNE LENDE low access to the works underneath. Model A was a sixteen-horsepower touring car, model B was a twenty- name began to appear in advertise­ horsepower surrey, and model C was ments.'*" a ten-horsepower runabout. B and C The Leicher brothers kept pace were also available with high wheels with automobile development, making and solid tires.•*" several model changes before auto The Luverne's reputation grew as production ceased in their plant. They the brothers brought out more models also announced a one-ton truck in to keep up with new mechanical 1911 and, in 1913, buOt a fire engine developments and increasing competi­ for the local department. (Both vehi­ tion. A forty-horsepower, seven-pas­ cles were harbingers of the Leichers' senger touring car was announced in future.) The top of the Luverne line 1909. The next year models A, B, and was a sixt)'-horsepower, seven-passen­ ger touring car on a 130-inch chassis produced in 1918. Then, the addi­ LENHART LUVERNE RUNABOUT tional machineiy necessary to make 1920 Minneapolis the closed car bodies which came into It is not clear from the available in­ demand caused the firm to tmir to formation (one advertisement) wheth­ truck production until early 1921 and er the Lenhart Motor Truck Company, then solely to fire engines. Today, located at 2600 University Avenue with a fourth generation of Leichers Southeast, simply adapted passenger in the firm, the Luveme concern con­ cars for truck use or if it manufac­ tinues to assemble fire engines, using tured trucks from standard compo­ truck chassis from other manufac­ nents. The firm, which existed for turers.^"

Fall 1972 101 A CATALOG OF MINNESOTA-MADE CARS AND TRUCKS

MAGNOLIA 1907-19?? Magnoha In years gone by, the town blacksmith was often a versatile craftsman, and '•'Jl"'*" 1 in 1906 Tom Dean of Magnolia was no exception, as a note in the Mag­ nolia Advance indicated. It read: "W. R. Faragher of Adrian has had his automobfie at Dean's repair shop for needed repairs. Tom can fix most anything." Within a year Dean com­ pleted his first car. Hariy Dean, Tom's son and helper, called the first two autos Minnesota Specials No. 1 and No. 2. A third car carried the leg­ end "Magnofia." The late Cedric Adams, well-known columnist and radio personality, learned to drive in the Magnolia owned by his uncle, John Faragher.51

MAPLEBAY MAYER 1907 Crookston An air-cooled, twenty-two-horsepower with a "makeshift" body four years a tread of less than forty inches. Seat­ engine drove this runabout made later. Aloys Mayer, Louis' son and a ing was sometimes side-by-side and by the Maplebay-Windstacker Com­ car buff, described the machine in sometimes fore-and-aft. During 1913 pany, a Crookston implement firm. some detafi: "The car had two speeds and 1914 a cyclecar craze swept the The car had a Reeves engine and forward, 1 reverse, 37 x 4/2 [inch] countiy, and more than one hundred friction transmission. Apparently the tires ... 7 pass, [passengers] with United States firms planned to produce auto was produced in 1907. The bucket seats in front . . tool com­ little autos to cash in on the fad. January 30, 1908, issue of Automobile partment in the center of the two The Michaelson cyclecar was pro­ magazine decribed the car and hinted seats, aluminum floor boards, diamond posed by the Shapiro-Michaelson Com­ point [upholstery], 1 pc. windshield, pany, a manufacturer of motorcycles, no starter." The car is pictured here at 526 South Fifth Street. The most with a body which was mounted on prominent member of the firm was the car in 1912. J. M. Michaelson who had designed The Mayer Special's V-8 engine, the Minneapolis two-speed motorcycle which was veiy unusual at that time, introduced in 1909. In 1912 he and had iron cylinders cast in pairs, and Walter E. Michaelson had left the the remainder of the engine case was Minneapofis Motorcycle Company to cast in aluminum. Modern V-8 con­ form their own business, the Michael­ struction practice attaches each piston son Motor Company, which later be­ rod to the crankshaft journal. Mayer, however, accomplished this connec­ came the Shapiro-Michaelson firm. tion by hinging four rods from their No production figures are known for mates on the opposite bank of cylin­ the firm's cyclecar, but newspaper photographs at least indicate that a MAPLEBAY ders just above the crankshaft. The car was driven in Minnesota and Wis­ prototype vehicle did exist.^* consin for several years before being Then, in Aprfi, 1914, Lee W. Old- that series production was being con­ cut up for scrap.53 field, "well known racing driver," took sidered. In April of that year, the over as president, and Walter Michael­ Crookston Daily Times noted that son resigned, reportedly to manufac­ several North Dakotans were in town M. B. 22, see ACME ture the cyclecar elsewhere.^^ Joseph to inspect the auto "made last year" Michaelson moved to the Brasie Mo­ by the Windstacker Company.-''2 MESSENGER, see BRASIE PACKET tor Car Company as sales manager. Un­ fortunately, the cyclecar fad faded, MICHAELSON MAYER SPECIAL and so did Michaelson's firm. By 1915 1907 Mankato 1914 Minneapolis it had disappeared from the City Di­ Louis Mayer began designing his V-8 Cyclecars such as the Michaelsen rectory, and no further mention of the auto in 1903, and he had it running were typically two-seat machines with little car was found.

102 Minnesota History MINNEAPOLIS bers issued for 1916 as 1 through OVERLAND 1910 Minneapofis 200 and for 1917 as 200 through 800. 1920-? St. Paul (Of course, all the numbers in the The Minneapofis Motor and Truck The well-known Willys-Cvcrland firm, series may not have been actually based in Toledo, Ohio, built an im­ Company was organized in July, 1909, used.) 58 at which time it announced plans for posing facility at 2572 University The first Moore, the model 30, came Avenue (now occupied by Interna­ a factory at Ninth Street and Ninth out in mid-1915. It was an open tour­ Avenue South which would produce tional , Harvester) in 1915. It was ing car of conventional design, driven used for storage and distribution un­ one-, three-, and six-ton trucks. A by a twenty-seven-horsepower Golden, three-cylinder, two-cycle engine was til the United States government took Belknap, and Schwartz engine, and announced in August of the same it over for aircraft training in 1917. priced at $695. In January, 1916, the year, and a prototype was completed Willys-Overland reoccupied the budd­ price dropped to $550 "fully equipped, for the Minneapolis auto show in Feb­ ing in 1919 and for a time assembled including electric starter and lights."5" ruary, 1910.5" cars there."2 The Moore factory moved to Dan- In August, 1910, Farm Implements vifie, Ifiinois, by July, 1917, and in magazine noted that the company was view of postwar infiation the price of OWATONNA scheduled to move to Downing, Wis­ its autos began to rise. The next year 1895 Owatonna consin. No vehicles named "Minne­ a Moore was available for $695 in apolis" were registered in Minnesota, Possibly three autos were built in black or brewster green, and in 1921, however, untfi 1913 when the Robin- Owatonna before 1900. In 1895 Frank shortly before its demise, one could son-Loomis Company used the name.^^ Labare and D. J. Ames produced a be had for $895."" The components gasoline car at the Owatonna Manu­ of the Moore car, apparently all sup­ facturing Company shops which was MINNEAPOLIS, see ROBINSON plied by other firms, were assembled driven on the town's streets before at a plant at 501 First Avenue North­ being sold to Chicago interests. The MINNESOTA SPECIAL, see east. Showrooms were located first at car's two six-inch cylinders produced MAGNOLIA 1406 Hennepin Avenue and later at two horsepower which was trans­ 726 Hennepin in Minneapolis. mitted to the rear wheels by cogs."^ By a curious coincidence a Mr. MOORE Nichols of Owatonna built a steam NEW WINONA 1915-1917 Minneapofis car for A. C. Ames of Chicago in the (1917-1921) (Danvfile, Illinois) 1914 Winona same year—1895. Despite the simi­ If one uses the number of vehicles Each year between 1914 and 1916 larity of year, place, and name, the produced as a measure, the Moore two vehicles were registered under the well-documented differences in mo­ Motor Company was one of the most name "New Winona" or "Winona." tive power strongly suggest two differ­ successful of Minnesota auto manufac­ Probably only two vehicles existed, ent cars. (See AMES.) turers. Although no actual production and they were most likely the product What may have been a third pre- figures are available, two sources indi­ of the New Winona Manufacturing 1900 Owatonna car, also credited to cate the scope of the company's out­ Company, builders of farm imple­ the Owatonna Manufacturing Com­ put. The state automobile census listed ments. A listing of truck registrations pany, appeared at the 1896 bicycle forty-two Moores in 1916, and a 1923 for 1917 also has one entry under this show in the Minneapolis Exposition auto directory recorded the serial num­ name.''* Building. The vehicle, pictured in the

MICHAELSON

MICHAELSON

MOORE "30"

Fall 1972 103 Ail I' ICSOl'A-MADE CA1« AND TRUCKS spired a change in designation to ROBINSON model A. 1909-1920? Minneapolis In construction, the Pan was a five- Thomas F. Robinson inaugurated his passenger, four-door touring car with vehicle business in 1909 with the an L-head Continental engine. Its Gopher one-ton truck. It came with a component layout was conventional. two-year guarantee and sold for Two unusual features, however, were $1,800. The next year he was joined front seats which folded down into by Freeman L. Loomis, and they beds and — Pandolfo's own idea — a five-part combination tank which was formed the Robinson-Loomis Truck mounted at the rear of the car. The Company. After selling fifty-seven tank had ice-cooled spaces for drink­ trucks, Loomis left the firm in Octo­ ing water and food storage, a tool ber, 1912, and the firm name changed compartment, and tanks for extra oil again to the Robinson Motor Truck OWATONNA MOTOCYCLE and gasoline. Company. In 1913 it offered its "leader," a one-and-one-half-ton model The Pan was a success until Pan­ F truck, at $1,740. A one-and-one- local press with the caption "The dolfo's conviction and resignation. The half-ton model B and a two-ton model Owatonna Motocycle,'' appears to company's board of directors, com­ D were also available at $2,500. In have been electric."'* posed of St. Cloud businessmen, tried September, 1913, Robinson's firm de- to revive the dream, but the firm's PAN tainted reputation, its inexperienced 1918-1922 St. Cloud management, and the postwar reces­ sion combined to put the firm out of The name of the Pan automobile was business."5 besmirched with notoriety when the firm's promoter and president, Samuel Pandolfo, was finally convicted of mail PERFECTION fraud December 6, 1919. His well- 1924-1925 Minneapolis publicized trial in Chicago had fol­ The Perfection Truck Company oper­ lowed a series of earlier investigations ated at 531 Lyndale Avenue North in by private organizations and by the years 1924 and 1925."" the Minnesota Securities Commission which had raised suspicions but found PRIDEMORE no fault in his promotional schemes. However questionable Pandolfo's 1914 Northfield operating methods, he did manage to The racy, low-slung Pridemore cycle- build an extensive manufacturing fa­ car made its first and last auto show cility in St. Cloud and produce 747 appearance in February, 1914. It was GOPHER Pan automobiles (according to G.N. a two-seater built by the Pridemore Georgano's Complete Encyclopedia of Machine Works "along conventional livered a five-ton truck to a local Motor Cars). The first ten Pans were fines of a foreign cyclecar." An air- transfer company which had an en­ bufit by Reid and Glaser of Indianap- gine that developed fifty horsepower ofis, Indiana, and unvefied at a huge at 900 revolutions per minute. (Due Fourth of July barbecue at St. Cloud to improvements in lubrication and in 1917. Actual series production be­ metallurgy, modem engines run at gan the following year with the model speeds much higher than 900 revolu­ 250. In 1919 minor improvements in- tions per minute. A typical V-8 auto engine will run up to 5,000 revolu­ PAN PRIDEMORE tions per minute, and some racing engines will turn twice that speed.) cooled, V-2 engine of "12, 14" horse­ Four sizes of trucks were available in power drove the car by means of a fric­ 1915."8 tion transmission and a differential Little is known about the firm after mounted on the jackshaft. Roller chains 1915, but in 1920 Robinson was stifi carried the power from the jackshaft building trucks, according to a list of to the rear wheels."''' manufacturers. In that year Robin­ There is no evidence to suggest son advertised "utility truck attach­ that more than one prototype of this ments [which] will convert your good 600-pound, wire-wheeled auto was used car into a dependable truck," in­ ever built. dicating that he was at least partially involved in body building. City Di­ RENVILLE, see ACME rectory listings continue until 1924.

104 Minnesota History ST. CLOUD found in the Journal-Press during Street and University Avenue was 1920 St. Cloud 1921, and only the St. Cloud City opened at the end of 1910.^3 Directory for 1920-1921 mentions the In its short life the firm built about Eight days after Samuel Pandolfo, firm. 100 light delivery trucks with two- president of the Pan Automobile Com­ cylinder, two-cycle, in-line engines pany, was convicted of mail fraud, SARONI and a few larger ti'ucks designated factory manager L. R. Brown left the model D (two-ton) and model E 1880 St. Paul firm to start the St. Cloud Truck Com­ (three-ton). Models D and E were pany. Brown became vice-president Probably the first Minnesota-built, powered by three-cylinder, two-cycle and general manager of the firm, and self-propelled vehicle was the steam engines with rotary sleeve valves.''* Charles D. Schwab became president. wagon built by Herman Saroni in Schwab was also president of a local By December, 1911, the Schurmeier 1880 in the coppersmith shop of firm had gone into receivership, and bank and the Pan Automobile Com­ Henry Bonn on Cedar Street. Saroni pany in that firm's waning years."" H. H. Bigelow had purchased the as­ mounted a steam engine and seat on sets. He may have continued to pro­ The St. Cloud truck, rated at two- the wagon, devised driving and steer­ duce vehicles for a short time. As and-one-half tons, was assembled ing mechanisms, and drove his ma­ for the original wagon company, it largely of readily available compo­ chine on city streets.'^2 began producing truck bodies — nents produced elsewhere. The proto­ under the name of the Schurmeier- type was shown in St. Cloud on Feb­ SCHURMEIER Whitney Company — in 1919, di­ ruary 28, 1920, and several trucks rected by Alf C. Whitney.''5 soon saw service in the local granite 1910-1911 St. Paul quarries.^" In May, 1909, the Schurmeier Wagon Occasional advertisements and ar­ Company "decided to engage in the STARR (STAR?) ticles about the machine appeared in manufacture of a buggy-type auto." the St. Cloud Journal-Press through­ By September a prototype delivery 1910 Minneapolis out the summer and fafi of 1920. In truck had been completed, and plans In September, 1909, Farm Imple­ November a new manufacturing fa­ were being dra-wn for a heavy tmck. ments magazine announced expec­ cility, separate from the sales and Firm president Frank I. Whitney then tantly: "The Northwestern Auto & service division, was announced, a organized the Schurmeier Motor Car Motorcycle Company . . . will suc­ one-ton model was introduced, and Company with H. H. Bigelow, the ceed to the business of the Minneapo­ production was reported at five trucks president of the Brown and Bigelow fis Motor Cycle Company. The new per month.'" The time and circum­ advertising concern, as vice-president. concern will also manufacture auto­ stances of the company's failure are A few trucks were bufit at the wagon mobiles and a factoiy for that purpose not known, but no advertising was plant before the new factory at Griggs is to be erected. Fred W. Starr . . formerly superintendent of the factory SCHURMEIER of the White Manufacturing Com­ pany, Cleveland, Ohio, wfil design the new car and take management of the factory."^" Early in 1910 the Minneapolis Jour­ nal auto show supplement listed the Northwestern Automobfie and Motor­ cycle Company as the suppfier of Minneapofis Motor Cycles. Curiously, the cycles were also advertised in the same issue by the Minneapolis Motor Cycle Company. The latter, however, continued in business until late 1913 when it was absorbed by the H. E. Wilcox Motor Company. No further mention of the Northwestern firm was found by this author.''^ Starr, however, had other outlets for his entrepreneurial energy. Just two short months after the North­ western venture had been launched, he had also incorporated the Starr Motor Car Company with an initial capital of $50,000. Working with un­ usual speed, the firm announced on January 9, 1910, that the Starr car would be ready for demonstration in

Fall 1972 105 A CATALOG OF MINNESOTA-MADE CARS AND TRUCKS

ten days, just in time for the yearly Minneapofis auto show. The Starr was said to be available with four- or six- cylinder engines at $1,000 and $1,500. Brownell engines and transmissions were used on a chassis with a 100- inch wheelbase.'8 In May, 1910, the Starr Motor Car Company expanded its capital to $200,000. The next month the people of Downing, Wisconsin, were reported as "highly elated over the fact that the Starr Motor Car Company of Minneapolis is to bufid there." The offices and selling department were to remain with Starr in Minneapolis.''" Minnesota vehicle registrations for the "Star" car — probably the prod­ uct of Starr's firm — reached a peak of ten autos in 1913, after which the number began to decline. Starr's firm disappeared from the Minneapolis City Directory after 1910, and Starr himself was listed in 1911 merely as a salesman for the Auto Inner Casing STICKNEY (side and top views) Company, The 1912 directory re­ ported that he moved to Dubuque, had powered his tools in his personal cause it was "finished in unusual ele­ Iowa. shop, he had added a kitchen chair gance for that type of car," the firm for a seat, "two wheels from his fa­ named it a "motorette." A four-cylin­ STICKNEY ther's spring wagon, and one wheel der, water-cooled engine drove the 1894 St, Paul from a pony cart belonging to one of two-passenger, tandem-seated car. Its his sisters." On the brakeless vehicle's m(3st unusual feature was the place­ One of the earliest vehicles to pro­ second run, however, the steering ment of the driver in the rear.82 pel itself on St. Paul streets was the tiller loosened from the front wheel, Hints of cracks in the firm's solid creation of Charles A, Stickney, teen­ and Stickney was sent wobbling and reputation occurred that year. Adver­ age son of the founder of the Great weaving down Summit Avenue at the tisements for the stationary engine Western Railway and a machinist in then lofty speed of fifteen miles per which had been regular features in his father's railroad shops. In Feb­ hour. When the steam car finally Farm Implements magazine were ruary, 1894, the young Stickney de­ coasted to a stop, Stickney's father abandoned, and Stickney moved from cided to put together a steam carriage. ordered the boy to park it behind St. Paul to Green Lake, Wisconsin, It was completed by the month of the house where it was soon dis­ and, later, to Chicago. In 1917 the May. To a boiler and engine which mantled.8" firm had only one agent in St. Paul, Stickney later formed a company and even he was dropped in a year. STICKNEY STEAM AUTOMOBILE to produce stationary gasoline en­ Stickney returned to St. Paul in gines, and, in 1914, that firm an­ 1920 — to open a pencil factoiy.^3 nounced production of a cyclecar. SWEDLAND STICKNEY MOTORETTE 1902? Atwater 1914 St. Paul E. J. Swedland, Atwater jeweler, bufit For a number of years, the Charles A. a car around 1902, using a mail-order Stickney Company had successfully engine and a transmission which he manufactured a line of stationary gas­ iuN'ented and patented. Later he took oline engines and marketed them the engine from the front of his first through eighteen distributors scat­ car and placed it in the rear of the tered from San Francisco to Boston. larger chassis of his second successful Early in 1914 Stickney, who twenty automotive venture.8* years earfier had bufit a steam car, announced that his firm would pro­ duce an automobile.81 THIEM, see JOERNS-THIEM The machine was another local entry into the cyclecar field, but be­ TWIN CITY, see BRASIE PACKET

106 Minnesota History TWIN CITY "concern" had "found favor with the 1914 Minneapolis transportation experts of the British army" and that the firm was to de­ The Twin City cyclecar, buifi by liver to them thirty trucks by June 1, R. R. Griflfith for C. H. Scholer, seated 1915, and "25 a month for an in­ two passengers side by side and was definite period." Since only Twin distinguished for its quiet operation. City Four Wheel Drive and Four The car's low noise level was a result Wheel Drive Manufacturing special­ of the use of piston valves in the ized in this type of truck, most likely four-cylinder, air-cooled engine. Piston one or both received the substantial valves are mechanically more complex contract. Support for this hypothesis and less eificient than poppet valves comes from the fact that the two firms which were, and are, more commonly jointly announced a contract for 3,000 used.85 trucks "for delivery overseas."88 The first appearance of this cycle- At the Minneapolis auto show of TWIN CITY TRUCK car on the streets of Minneapofis 1917 a two-ton Twin City truck was exhibited. A concurrent advertisement for one of its trucks carried these successfully entered the truck field specifications: four cylinders, 5yio-inch with two-ton and three-and-one-haff- bore, 5*/^-inch stroke, 6,000-pound ton vehicles in 1918. These sturdy- chassis, pressure lubrication, multiple- looking tiucks were available in several disc clutch, three speeds forward, one body styles, including stake, van, ex­ speed reverse, four wheel brakes, 140- press, and dump models. At least inch wheelbase, and Prest-O-Lite side seven of the latter were delivered to and tail lamps.8" the St. Louis County highway depart­ ment in 1922.90 The St. Paul firm is listed in the City Directory untfi 1922. The Min­ In 1923 the firm began budding neapolis concern never received a busses to serve the adolescent bus listing. transportation business which was booming in Minnesota. The model TWIN CITY CYCLECAR DW bus, built in the mid-1920s, sped TWIN CITY four-wheel-drive twenty-five passengers to their des­ tination at forty miles per hour. A caused something of a sensation. As sixty-horsepower engine powered the the Minneapolis Journal reported it, modern motor coach which was sus­ "crowds stopped to watch the silent pended in front by "air springs" pat­ litde car with the long racy body as ented by the builder."* it threaded its way through the maze of automobfies and carriages laden with good people returning from VEERAC church." 86 1910-1913 Anoka Veerac, the name of a light delivery TWIN CITY TWIN CITY truck, was an acronym deri\ed from 1917-1922 St. Paul and Minneapolis 1918-1929 Minneapofis the company's advertising slogan, "valveless, explosion every revolution, Two firms produced four-wheel-drive The Minneapolis Steel and Machin­ air cooled." The firm's first three-quar­ trucks under the name Twin City. eiy Company is best known — as are ter-ton truck was built in Minneapo­ Each used patents purchased from its successors, Minneapofis Moline fis and tested in 1910. The managers J. L. Ware (see WARE) who, himseff, and White Farm Implement Com­ was president of one of the com­ of the company failed to find a satis­ pany— for its manufacture of trac­ factory site for a factory in the Twin panies, the Twin City Four Wheel tors. Nevertheless, Minneapolis Steel Drive Company located at 2470 Cities, however, and so they accepted University Avenue in St. Paul. In an offer by the Commercial Club of Minneapolis the Four Wheel Drive TWIN CITY model "DW" bus Anoka to locate there. By February, Manufacturing Company at Eight­ 1911, the facility was complete, and eenth Street and Central Avenue production began. Production proba­ Northeast produced the same truck bly came to an end in late 1913 or in the plant formerly occupied by the early 1914. Minnesota registrations Nott Fire Engine Company.8' reached a maximum of 103 vehicles In March, 1915, a somewhat cryp­ in 1914."2 tic news item in the Minneapolis The Veerac truck was powered by Journal noted that die five-ton, four- a two-cylinder-opposed, two-cycle en­ wheel-drive trucks of a Twin Cities gine of twenty horsepower which was

Fall 1972 107 > ;•-• irS y-; i-\ .<% ^1 t: R C A. iM T l L E C » ' VEERAC

t3^^JW]E510 manufactured at the Anoka plant. A the drive train is not known, one transmission with one reverse and two news article called it a "triple shaft forward gears was used. Three body drive machine." "5 The accompanying WARE JITNEY BUS styles were offered — open express, photo clearly shows a single shaft run­ stake, and express — at prices ranging ning from a gear case in the chassis cen­ of auto history. A brief note about from $850 to $1,000."3 ter to the rear axle gears and suggests E. Westman's one-of-a-kind machine the possibility of a shaft to each front in the 1925 auto show issue of the WALLOP wheel. (Contemporary four-wheel- Minneapolis Jounud stated that he drive practice used two shafts, driven built the car in 1897 when he was 1910 Minneapolis by a set of gears mounted behind the associated with the Enteiprise Ma­ The Wallof Motor Truck Company transmission, which turned differen­ chine Company. Another source says was formed in 1910 to produce light tials on the front and rear axles. A he joined the company in 1900."' delivery vehicles. Despite the fact that differential, by means of gears within the firm existed until 1912, its output gears, allows one wheel to travel WHALEY-HENRIETTE was probably limited to the one Wallof farther than its mate on the same vehicle listed in the auto census be­ axle when a vehicle turns corners.) 1898 St. Paul tween 1911 and 1915. The truck used The Ware used a water-cooled, Among the early gas-engined autos to an air-cooled, two-cylinder, two-cycle forty-horsepower gas engine with lo­ appear on St. Paul's streets was the engine and was to sell "at about cally made Wilcox-Bennett carbure­ one built by Charles F. Whaley of $750.' '94 tors. It was available on three chassis the Whaley-Dwyer Company, manu­ with three-quarter-ton to three-ton facturers of bicycle specialties. On a WARE capacities and was priced from $2,500 business trip to the East Coast, Wha­ 1912-1915 St. Paul to $3,500. The factory at 771 Ray­ ley saw an early auto, and, on his mond Avenue also modified Ford cars retum, he consti'ucted one. The Ware truck's construction was for delivery and jitney bus use,"" The motor of Whaley's machine, based on J. L. Ware's patent for an un­ Ware was general manager of this mounted rigidly to the frame and axles, usual four-wheel-drive system. While firm, Ware Motor Vehicle, which, ac­ had a single cylinder with make-and- the exact mechanical arrangement of cording to the vehicle census, built break ignition fired by wet batteries WARE only three trucks before its demise in in glass jars. A two-speed plane­ 1915, In that year a more success­ tary transmission drove thirty-six-inch ful company, Twin City Four Wheel coach wheels with a chain. "The body Drive, was formed, and Ware served of Whaley's car, mounted on springs as president. about a foot above the frame, vibrated violently whenever the engine was WESTMAN idling. During its appearance in the 1900 St. Paul Elks Club parade, a c, 1900 Minneapolis bystander sarcastically queried, "Hey, The practice of predating early auto­ what are you fellows doing there, mobiles adds confusion to the study shaking for drinks?" With foresight

108 Minnesota History the St. Paul Dispatch commented on hicles. By 1918 Wficox was making the autos bringing up the rear of the trucks in six sizes, ranging from three- same parade: "Three vehicles rolled quarter-ton to five-ton capacity and ad­ quietly along the street as a sugges­ vertising 447 trucks in use in the Twin tion that the horse may some day be Cities. The 1922 models ranged from as purely ornamental as the Elk," "8 the one-ton AA at $1,900 to the five- ton F at $4,350.1"" WHALEY-HENRIETTE In the 1920s, commercial motor transport between cities began to WOLFE chassis grow. To meet this new demand, Wil­ cox introduced a line of six-cylinder engines ranging from 80 to 105 horse­ power, thus making faster trucks avail­ able and increasing bus production.i"i Sales manager Carl H. Will bought the firm from the Wilcox family in 1926 and changed the name to C. H. Will Motors Corporation a year later. From this time on, the motoring and local press made little mention of the firm's products. However, the City Di­ rectory lists Will Motors and its suc­ cessor. Greyhound Motors and Supply Company, as truck manufacturers un­ WOLFE til 1936. Listings continue up to 1940.i"2 WILCOX WOLFE 1907-1926? Minneapolis WINONA, see NEW WINONA The H. E. Wilcox Motor Car Com­ pany began its relatively long career WOLFE, see WILCOX as a manufacturer of motor vehicles with the 1907 Woffe. Production of cars was soon overshadowed by truck WREISNER production; the latter continued well 1904 Dassel into the 1920s. By the end of 1909, Peter and Nels Wreisner spent three the name Wolfe was dropped, and the years building this auto in their black­ autos, which continued to be made smith shop in Dassel. A six-inch pipe into 1913, were named Wilcox with served as the homemade engine's few changes in design. The car was cylinder. Power was delivered from the originally powered by a twenty-four- engine to the jackshaft by chain and horsepower, air-cooled engine, but by then to the rear wheels by one-inch July of 1908, a thirty-horsepower, ropes. The auto's tiller steering was water-cooled engine was used. Late in reversible, allowing either passenger 1909, the car was available with tour­ to guide the machine. When the ve­ ing, baby tonneau, or "gentleman's hicle was retired the engine was re­ roadster" bodies and sold for $1,500. moved and put to use pumping water. According to Northern Lights, fewer Now restored, the engine is exhibited than one hundred Woffes were built."" at the American Swedish Institute in WILCOX Truck production began in 1909 Minneapofis.*"3 with one-ton and three-ton models. The one-ton truck was available with the engine beside the driver (model D) or in front (model E). The next HOPES, DREAMS, AND year Wilcox shipped a bus to South Dakota. "It is a combination mail MISINFORMATION wagon and stage coach, and will re­ The following is a catalog of autos place two automobiles and a horse." and manufacturing firms whose names A new plant in 1909 and increases in appear in one source or another but capital that year and again in 1913 for which there is no evidence of ac­ and 1914 made the firm one of the tual manufacture or existence in most successful local producers of ve­ Minnesota.

Fall 1972 109 A CATALOG OF MINNESOTA-MADE CARS AND TRUCKS

ARROW these two names by the M. W. Savage MINNEAPOLIS AUTOMOBILE M. B. Gilman announced the forma­ Factories. The Savage family owned MANUFACTURING COMPANY tion of a company to produce the and promoted the famous harness rac­ This firm was organized in 1906 to Arrow cyclecar on November 23, ing horse, Dan Patch. In April, 1910, make passenger cars which were to 1913. There is no evidence that any it was reported that the entire output be called the "Minnie." No evidence of car was ever constructed.*"•* of an Indiana factory was taken by actual construction has been found.*"8 the Savage firm, and national dis­ tribution of the car was to be oper­ CHASE ated from Minneapolis.*"" SCHMIDT In February, 1909, A. F. Chase an­ The St. Paul City Directory for 1910 nounced plans to manufacture the DAN PATCH "TORPEDO" lists the Schmidt Auto Manufacturing auto for which he was already the dis- Company at 1642 University Avenue. tributor.i"5 The dealership persisted No product is known. for several years, but the manufac­ turing plant never materialized. STANDARD MOTOR COMPANY CHAMPION This firm was organized to "effect a consolidation of the Minneapolis Mo­ Several lists of automobiles built in tor Co. with the Colby Motor Co. of the United States include this car Mason City, Iowa." Apparently the which supposedly was built some­ consolidation never materialized, since time between 1909 and 1915 by the the Colby firm went into bankruptcy Champion Motor Car Company. No the following year. This notice proba­ evidence of its manufacture in Minne­ COLBY bly gave rise to Minneapofis being sota was found. see STANDARD MOTOR occasionally credited with the manu­ COMPANY (below) facture of the Colby car.*"" CONTINENTAL On January 15, 1914, Motor Age GRANITE FALLS TWIN CITY MOTOR CAR magazine announced the production This listing, which appears in some COMPANY of this car by the Continental Engine auto lists, probably refers to the Lende Notice of the incorporation of this Manufacturing Company of Chicago car. firm was carried in Farm Implements at a plant located at 1200 Fourteenth in late 1912. The headquarters of the Avenue Southeast in Minneapolis, No HENDEL company was at Lemmon, South Da­ local notice of this car appeared, and kota, and a business office was in St. the same plant building was occu­ No mention of William and Alexan­ Paul. No further notice of this firm pied by the Dispatch Motor Car Com­ der Hendel of Red Wing was found was located.**" pany in that year, other than a note in the March, 1904, issue of Farm Implements which re­ ported that they "will remove to DAN PATCH and SAVAGE Minneapolis and engage in the manu­ Several cars were sold locally under facture of automobiles."i"'^

^'^Minneapolis Journal, September 11, 1910, dramatic and Footnotes social sec, p. 8, January 9, 1910, second news sec, p. 5. ^ Statistics compiled by the author from magazines and "Farm Implements, September 30, 1910, p. 1. newspapers of the period. '"Farm Implements, February 28, 1910, p. 30b. ^William W. Folwell, A History of Minnesota, 3:351 (St. ^'Farm Implements, January 31, 1910, p. 56. Paul, revised edition, 1969). "= Farm Implements, April 30, 1912, p. 40, August 31, 1913, " Dorothy V. Walters, "Pioneering with the Automobile," in p. 60. Minnesota History, 26:19 (March, 1945). " Minneapolis Journal, December 22, 1912, second news ••Frank and Charles Duryea are often incorrectly credited sec, p. 16; Farm Implements, December 19, 1908, p. 26 (quote). with building the first gasoline car in the United States in 1893. ^''Automobile Census, 1912. ° Interview by author with George Forsyth's son, James S. " The most notable of the special purpose builders in Minne­ Forsyth, July 27, 1972. sota were the Duesenberg brothers whose shop at 2654 Univer­ "Minneapolis Journal, April 15, 1896, p. 10. sity Avenue turned out engines and racing cars between 1915 ''Owatonna Peoples Press, October 11, 1895, p. 1. and 1917. ' Olaus Lende Papers, in Yellow Medicine County Historical " Minneapolis Journal, June 28, 1908, second news sec, p. 6; Society, Granite Falls. Farm Implements, March 31, 1910, p. 47. "Arthur R. Hirst, Earth Roads, 3, 4 (Wisconsin Geological "" Farm Implements, December 31, 1909, p. 68; Automobile and Natural History Survey, Road Pamphlet No. 1, Madison, Census of Minnesota, 1914. All Minnesota vehicle registration 1907). A "thank-you-marm" is a small ridge or hollow made statistics in this catalog are found in Automobile Census for the across a road, especially on a hillside, to deflect water. It may appropriate year or years. cause a person driving over it to bob as if bowing. '^Farm Implements, December 31, 1910, p. 65; Minneapo­ ^"Farm Implements, December 30, 1913, p. 106 (quote); lis City Directory, 1910. All business addresses cited in this Automobile Census of Minnesota, 1910, 1914 (published by catalog are found in the City Directory for the appropriate city The Farmer, St. Paul). and year. 110 Minnesota History ^Horseless Age, December, 1895, p. 19. '"Farm Implements, July 31, 1909, p. 43; Minneapolis Jour­ "" Crow Bar, November, 1895, p. 7. nal, August 1, 1909, social sec, p. 7, February 20, 1910, auto ''Swift County Monitor (Benson), April 12, 1940, p. 1; sec, p. 4. Swift Coimty News (Benson), April 16, 1940, p. 1. •'' Farm Implements, August 30, 1910, p. 64. ^Minneapolis Journal, March 3, 1907, auto sec, p. 8. '•"Chilton's Automobile Directory, 1072 (Philadelphia, 1923). '^ Antique Automobile, 27:89 (March-April, 1963). ''"Minneapolis Journal, June 20, 1915, social sec, p, 10; " Minneapolis Journal, February 9, 1913, second news sec, Automotive Industries, 38:118 (January 10, 1918), p, 4, July 26, 1914, second news sec, p. 7. ""Minneapolis Journal, January 30, 1916, n.p,; Automobile, '" Interview of January 3, 1964, with Chades Amble by James 36:1118 (June 14, 1917), 36:1159 (June 21, 1917); Auto­ Forest, Minneapolis, of the Antique Automobile Club. Amble motive Industries, 37:172 (July 26, 1917); G. N. Georgano, ed.. ran a service station and garage near the factory. The Complete Encyclopedia of Motor Cars, 188.5-1968, 397 (New York, 1968). ™ Interview with James M. Fahnestock, in the Minneapolis Tribune, January 14, 1962, auto sec, p. 1. "'Sparks, January, 1917, p. 16. '"Motor Age, January 14, 1915, p. 33, January 4, 1917, "" Manuscript in the files of International Harvester Com­ p. 76; Automobile, 28:199 (January 16, 1913). pany, St. Paul; Minneapolis Journal, February 16, 1919, p. 7. "'Motor Age, January 4, 1917, p. 76. ""Owatonna Peoples Press, October 11, 1895, p. 1; Owa­ "'Automobile, 33:1030 (December 2, 1915); Minnesota State tonna Manufacturing Company, Owatonna is History: 1865-Thc Gazetteer and Business Directory, 1922-1923, p. 260 (St. Paul). Year. . . , n.p., (n.d). "^ Either the age or date may be in error. The 1895 Minne­ " Minneapolis Times, April 5, 1896, p. 9, March 31, 1896, sota census reports Lincoln Fey as sixteen years old on June 26, p. 8._ 1895. "" For catalog information and the full story of the Pan, see Clark E. Hunting, "Pan Town on the Mississippi: A Study of "Lincoln H. Fey, "School-boy Builders of Some of Ameri­ St. Cloud and tlie Pan Automobile Company," master's thesis, ca's First Gasoline Motor Driven Vehicles," unpublished manu­ 1962. The Minnesota Historical Society has a copy. script in the Minnesota Historical Society. "^Minneapolis City Directory, 1924, 1925. '^Fey, "School-boy Builders." "''Farm Implements, January 31, 1914, p. 64; The Pride­ =" St, Paul Pioneer Press, September 16, 1962, sec, 3, p. 8; more Cyclecar, pamphlet in possession of James Forest. Also Minneapolis lournal, January 31, 1915, city sec, p. 6; figures mentioned in Automobile, 30:524 (February 26, 1914). supplied by Ford Motor Company production office, St. Paul. "Minneapolis Journal, March 14, 1909, auto sec, p. 13, "' Interview with James Forsyth at Franklin, Minnesota, by October 13, 1912, second news sec, p. 12, February 9, 1913, the author on July 27, 1972. James Forsyth, the son of the build­ second news sec, p. 7. er, remembers riding in the machine. "° St. Cloud Journal-Press, December 20, 1919, p. 3. ''Telephone interview with C. Depew of St. Louis Park by ™ St. Cloud Journal-Press, February 28, 1920, p. 5. James Forest on February 24, 1964. Mr. Depew's father once " Si. Cloud Journal-Press, November 27, 1920, p. 7. purchased a Hoffman truck for his transfer business. '"Dorothy V. Walters, in Minnesota History, 26:20. "° Manuscript in files of International Harvester Company, ''"Farm Implements, May 31, 1909, p. 44, September 30, St. Paul. 1909, p. 23, February 28, 1911, p. 26f; Minneapolis Journal, '"St. Paul City Directory, 1910 (St. Paul). August 7, 1910, second news sec, p. 6, April 3, 1910, dramatic "Minneapolis City Directory, 1909, 1910 (Minneapolis), and social sec, p. 15. *" Mankato Free Press, February 15, 1946, p. 7; Minneapolis '"Horseless Age, March 2, 1910, p. 335; interview with Ben Journal, February 7, 1909, social sec, p. 7; Automobile, 28:202 Baugerter, a Schunueier employee, by James Forest. (January 16, 1913); telephone interview with Ben Baugerter, '"'Farm Implements, December 30, 1911, p. 68; Minneapolis secretary of tlie Four Traction Auto Company, by James Forest. Journal, February 16, 1919, auto sec, p. 2, February 3, 1924, Baugerter gave 1911 as the date of the move to Iowa, but a listing p. 11, February 1, 1925, p. 4. in the January 16, 1913, issue of Automobile located the firm in '"Farm Implements, September 30, 1909, p. 23. Mankato at least as late as 1912. '' Minneapolis Journal, February 20, 1910, auto sec, p. 27, '" Unsigned note in the Lende Papers, Yellow Medicine 34, February 1, 1914, auto sec, n.p. County Historical Society. •^"Records of Incorporation, Book S-3, p. 202, in office of " Prospectus of the Lende Automobile Manufacturing Com­ secretary of state; Minneapolis Journal, January 9, 1910, second pany, Lende Papers; Frank B. Simmons to Olaus Lende, July 9, news sec, p. 5. 1908, Lende Papers. ™ Records of Incorporation, Book S-3, p. 728; Minneapolis '^Minneapolis Journal, February 1, 1920, news sec, p. 16. Journal, June 26, 1910, second news sec, p. 9. "• Undated clipping in "Automobile" file, Minnesota Histori­ "" St. Paul Pioneer Press, February 20, 1921, sec. 5, p. 4. cal Society. "'Farm Implements, January 31, 1910, p. 3, January 31, "Dick Philippi, The Big Brown Luverne, pamphlet at the 1914, p. 70. Minnesota Historical Society. '"' Minneapolis Journal, January 18, 1914, second news sec, "Stanley K. Yost, The Great Old Cars . . Where Are p. 11. They Now?, 142 (Mendota, filinois, 1960). ™St. Paid City Directory, 1914-1917. " Minneapolis Journal, February 9, 1913, auto sec, p. 4. "' West Central Minnesota Daily Tribune (Willmar) April 7 '"Yost, Great Old Cars, 143; Minneapolis Tribune, Febru­ 1953, p. 14. ary 21, 1965, p. 5. '"'Automobile, 30:989 (May 7, 1914). "'^Magnolia Advance, October 19, 1906, p. 1; Harry Dean ™ Minneapolis Journal, May 3, 1914, second news sec, p. 10. to Tom Reese, December 23, 1963, letter in the possession of '"Automobile, 34:951 (May 25, 1916). Tom Reese, Minneapolis. ** Minneapolis Journal, March 14, 1915, p. 10; Automobile, '^Automobile, 18:154 (January 30, 1908); Crookston Dailii 34:951 (May 25, 1916). The 1915 contract was probably signed Times, April 28, 1908, p. 7. by the Ware Motor Vehicle Company but passed to the successor '"Aloys "AUie" Mayer to James Forest, December 8, 1964, firms. letter in possession of James Forest, Minneapolis. " Minneapolis Journal, February 4, 1917, auto sec, p. 45. ^ Minneapolis Journal, February 9, 1913, second news sec, "" Minneapolis Journal, February 1, 1925, second auto sec p. 9, February 1, 1914, auto sec, n.p.; Farm Implements, De­ p. 4, February 5, 1922, p. 5. cember 31, 1912, p. 55. '" Minneapolis Journal, February 1, 1925, second auto sec, ^ Minneapolis Journal, April 5, 1914, second news sec, p. 12, p. 4; Twin City Busses, specification sheets bound with photo-

Fa// 1972 111 graphs, Minneapolis Moline Papers, in the Minnesota Historical Minneapolis Journal, December 7, 1913, dramatic and social Society. sec, p. 12, February 3, 1918, auto sec, p. 25; Motor Age, Janu- "-Minneapolis Journal, Februar)- 12, 1911, second news sec, arv 12, 1922, p. 51. p, 10, May 1.5, 1910, dramatic and social sec, p, 10, "" Minneapolis Journal, February 1, 1925, second auto sec, '• Minneapolis Journal, December 21, 1913, dramatic and p. 4. social sec, p. 14, June 16, 1912, second news sec, p. 10. "" Minneapolis City Directory, 1925, 1926. " Minneapolis Journal, Januan.- 9, 1910, second news sec, '"" Robert E. Johnson, "Dassel's Horseless Carriage of 1904," p. 4. in American Swedish Institute Bulletin, 15:31 (Winter-Spring, "'Minneapolis Journal, August 25, 1912, second news sec, 1960). p. 12. "" Minneapolis Journal, November 23, 1913, second news ""Minneapolis Journal, March 7, 1915, city sec, p. 9. sec, p. 12. "' Minneapolis Journal, February 1, 1925, fourth auto sec, p. 1. '""Minneapolis Journal, February 21, 1909, dramatic and '" St. Paul Pioneer Press, February 13, 1921, fourth sec, p, 6. social sec, p. 6. "" Minneapolis Journal, January 27, 1907, editorial sec, p. 4 '"" Minneapolis Journal, April 3, 1910, dramatic and social (advertisement), July 26, 1908, second news sec, p, 3; Farm sec, p. 15. Implements, November, 1909, p, 36, 37; Northern Lights, "" Farm Implements, March 31, 1904, p. 16. January, 1964, p, 4, '"•''Farm Implements, May 31, 1906, p. 16. '""Horseless Age, August 11, 1909, p. 158; Farm Imple­ '""Farm Implements, October 31, 1913, p. 14. ments, November, 1909, p. 36, .37, October, 1910, p, 44 (quote); "° Farm Implements, December 21, 1912, p. 52.

PICTURE CREDITS: top of PAGE 93, Minneapolis Sun­ 1908); Mayer, courtesy. Antique Auto Club; PAGE 103, day Journal, Aprfi 12, 1908, part 2, auto sec; P.AGE 94, Michaelson, Minneapolis Journal, Februaiy 1, 1914, auto Ames, courtesy of Automotive History Collection, Detroit show sec; Michaelson cyclecar, Minneapolis Journal, Public Library; PAGE 95, Lende shop, courtesy of the Yel­ February 1, 1914, auto show sec; Moore "30," Minneapolis low Medicine County Historical Society; PAGE 96, Meyers Journal, May 23, 1915, p. 9; PAGE 104, Owatonna Moto­ advertisement. Farm Implements, September 30, l9lO, cycle, Minneapolis Sunday Times, April 5, 1896, p. 9; Pan, p, 1; hifi climbing feat, Fartn Implements, Februaiy 28, courtesy, John J. Dominik; Pridemore, courtesy. Antique 1910, p, SOB; PAGE 97, M.B. 22, Farm Implements, Janu­ Auto Club; PAGE 105, Schurmeier, courtesy. Antique Auto ary 31, 1910, p. 61; Renville, Farm Implements, Decem­ Club; PAGE 106, Stickney steam car, St. Paul Pioneer Press, ber 29, 1910, p. 65; Bergstrom Chugger, Minneapolis February 13, 1921, sec. 4, p. 6; Stickney auto (both Journal, March 3, 1907, auto sec, p. 8; PAGE 98, Bjella, views). Farm Implements, January 31, 1914, p. 70; PAGE courtesy of owner, Henry Minuet; Twin City truck, Minne­ 107, Twin City cyclecar. Automobile, May 7, 1914, p. 988; apolis Journal, Februaiy 9, 1913, auto sec, n.p.; Brasie Twin City truck, Minneapolis Journal, February 4, 1917, Packet, Minneapolis Journal, September 6, 1914, p. 17; auto sec; PAGE 108, Veerac trucks, courtesy. Antique Auto Dispatch, Motor Age, Januaiy 4, 1917, p. 39; PAGE 99, Club; Ware truck, Minneapolis Journal, August 25, 1912, Forsyth, by author; Forsyth, cfipping, courtesy of James second news sec, p. 12; jitney busses, Minneapolis Journal, Forsyth; Kato truck sketch. Horseless Age, 22:503 (1908); Februaiy 21, 1915, city sec, p. 12; PAGE 109, Whaley- Kato car, courtesy, Minnesota Region, Antique Automobile Henriette, St. Paid Pioneer Press, February 13, 1921, fourth Club of America; PAGE 101, Lende auto, Minnesota State sec, p. 6; Wolfe cars. Horseless Age, 20:185 (August 7, Auto Association, Auto Hand Book, 1908, p, 82; Luverne, 1907); Wolfe delivery, Horseless Age, 21:387 (Aprfi I, Horseless Age, 18:834 (1906); Luverne drawing, Minne­ 1908); Wilcox truck, courtesy. Antique Auto Club; PAGE sota Auto Guide Book, 1912, p. 24; Luverne road graveler, 110, Dan Patch, Minneapolis Journal, April 3, 1910, dra­ Minneapolis Jow-nal, Februaiy 6, 1921, Sunday edit, sec, matic and social sec. All other photographs are in the p. 8; PAGE 102, Maplebay, Automobile, 18:154 (January 30, society's cofiection.

112 Minnesota History Copyright of Minnesota History is the property of the Minnesota Historical Society and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder’s express written permission. Users may print, download, or email articles, however, for individual use.

To request permission for educational or commercial use, contact us.

www.mnhs.org/mnhistory