Transportation Main Page

 


HORSES  &  MULES

Cincinnati Horse & Mule Exchange.jpg (73036 bytes)            Loveland Stock Farm.jpg (108285 bytes)            Cleves Horse Farm.jpg (300473 bytes)            Horse Shoer-Henry Gade.jpg (116056 bytes)
            The Cincinnati Horse                  Trotting Horse Breeder                     Cleves Horse Farm               Henry Gade Horse Shoer
& Mule Exchange                                 Loveland                                                                                                               

   The first card above shows the Cincinnati Horse & Mule Exchange. This was known as the 5th Street Stables and was located on the south side of the street east of Main. Sometimes 400 horses a day were sold there during the 1880's along with a 5 cent glass of beer. Henry Gade had, at least, two addresses over the years, 1831 Sherman Ave., and 3564 Montgomery Ave. I don't know which one is shown in the 4th card above.

 

Horse-Camp Washington.jpg (220574 bytes)                Camp Washington-horse 2.jpg (224456 bytes)                Camp Washington-mule.jpg (252272 bytes)
                                                                                                                            Donkey (American Mammoth Jack stock)

These three postcards were taken in Camp Washington. I do not know what the occasion was.

 

Standard Hay & Grain 1907 NY.jpg (239206 bytes)

   The card above was produced by the Standard Hay and Grain Co. for New Years in 1907. Their office was on the corner of 6th and Carr Sts. They were receivers and shippers.

 

Horse Shoe Ad.jpg (330971 bytes)
1911 Ad For
Horseshoes

 

Cumminsville Stage Coach.jpg (290285 bytes)
Omnibus

   Prior to the formation of the Cincinnati Street Railway Company in 1880 the only means of mass transportation in the city was a large horse drawn vehicle resembling a stagecoach known as an omnibus. The 1909 postcard above was made from a 1873 photograph of an omnibus in Cumminsville. When they traveled the streets of the city their noise would drown out everything else. To quote a citizen heard to remark: "Those nuisances shouldn't be allowed on the streets. They get in the way of carriages and jam up the streets. Their noise wakes the dead and they're a menace to the lives of our citizens." Another person was heard to reply: "They're mighty handy for folks who don't own carriages and even for those who do, when they don't care to hitch up just to come downtown."  Several omnibus lines were established but their service was not dependable and they got in the way of private carriages and wagons. They continued to make trips into the 1880s.

 

THE  CINCINNATI  EPIZOOTIC  OF  1872

   It is hard for us, living in the modern society we do, to understand the complete dependence on our four-footed hoofed friends for survival before the 20th century, and automobiles arrived. For three weeks near the end of 1872 Cincinnati was almost completely paralyzed. After the Civil War the nation was swept by a series of animal epidemics. In 1869 the "Texas Fever" attacked cattle throughout the Mid West and almost halted the consumption of beef, milk and cream in many cities. Rabies was extremely prevalent among dogs nation wide in 1871. In 1872 a very contagious form of influenza among horses appeared in Canada and, from there, swept thru the United States. Cincinnati seemed to have missed the "Canadian horse disease," epizootic or epizooty as it was variously called and seemed to be ok thru the summer and fall of 1872. 
   Late in October 4 circus horses from out of town were taken to the stable of veterinarian, Dr. Bowler and it was soon apparent that they were suffering from the dreaded ailment. Within days more horses became infected. On November 7th, it was publicly admitted that the disease had come to Cincinnati. On the 9th it was estimated that 250 horses were ill. Rapidly the number of streetcars and busses were being depleted; a few were kept going with mules until, even they began to succumb as the disease began to grow in virulence. On the 12th the first death occurred; then more and more died every day after that.
   Within a week from the onset, practically all street transportation had disappeared except for the cars running to Columbia, which were propelled by little "dummy" steam engines (see streetcar link above). The railroads tried to help out by stopping every two or three blocks but this was of comparatively little help.  Towards dusk each evening great masses of people in this city of 200,000 began walking home from their jobs, many of which lived on the other side of the Ohio River or up on top of the many hills surrounding the city. Many began sleeping at their place of work as the walks back and forth became to much of a chore. This became less of a problem as many businesses were forced to shut down because of the lack of transportation.
   The removal of goods from businesses became an impossibility, enormous amounts of goods accumulated in railroad freight houses and overflowed them, perishable foods spoiled rapidly. The food supply began to run out because local farmers were afraid to drive their products into the city and cause their own horses to be stricken. Milk supplies disappeared and it was suggested that cows be driven into the city and milked in front of peoples doors, but this was determined to be impracticable.
   Boats on the Miami and Erie Canal were idle, even if their mules were unaffected, there were no wagons to haul the freight to and from the canal landings. The street-cleaning department ceased operations on the 12th, and garbage and waste started to become a problem. Abattoirs and packing houses were slowing down, but in the two or three days before they stopped completely, offal accumulated, which quickly became offensive, the stink was overpowering.
   Because the Fire Department had no horses for their equipment, their greatest fear was a conflagration that might get out of control. They returned to the old method of humans pulling the fire apparatus.
   As many as 15 or 20 men could be seen hauling loads up grades.
   Horses were dying at the rate of 30 or more a day which posed a greater problem, that of disposing of the huge carcasses. Now the funeral procession was seen in reverse, men carrying dead horses, in most cases to reduction plants where animals were turned into soap fat, fertilizer, etc.
   Oxen it turned out were immune and at the start were bought for $125 to $210 a span (team). On the 15th they brought $175 to $250 a yoke (pair), on the 18th 126 yoke were sold up to $264, and they were going for $300 a yoke in another day. They were a strange sight in Cincinnati, they were not well trained to the yoke and very few men knew how to drive them, plus they are one of the slowest moving creatures on earth. Very little work was accomplished with them.
   By the 25th the death rate had noticeably slackened, the epidemic was finally ending and before the end of the month, most of the streetcars were running again. The disease never struck again. The sketch below is the only one I could come up with.

Epizotic.jpg (714565 bytes)

 

BICYCLES

Bycycle1.jpg (264064 bytes)        Garfield-Velocipedes-1880s.jpg (375193 bytes)        Bycycle2.jpg (359037 bytes)        Bycycle3.jpg (365965 bytes)

   All 4 of the images above are not postcards. In the 1880's velocipedes, also called high wheelers was the great fad. Clubs were formed for competitive racing and cross-country excursions. Speeds of up to 20 mph were achieved and trips of 10 to 15 miles were common.  City legislation restricted the speed limit to 8 mph but the racers called "scorchers" and "coasters" still made life difficult for the pedestrian. The "bike" had handlebars and a saddle seat above a shoulder-high wheel made of wood or iron which was later covered by solid rubber tires. You mounted using a small step attached to the smaller foot-high back wheel. You put one foot on this step and used the other leg to get the velocipede moving. When the rider thought sufficient speed had been obtained he would make a wild leap for the saddle and began pawing for the pedals. If he landed in time and got a lucky break finding the pedals everything would be just fine. Many times things did not go smoothly and the rider would find himself landing on his face with the smaller wheel sailing over the top. Any obstruction struck by the large front wheel would cause a similar disaster. This smaller wheel was, for awhile, in front of the bigger one but the riders had a tendency to nose dive into the ground. The 3rd image shows the Brighton Bicycle Club, the earliest club formed for wheelmen (1878).  By 1888 the equal size two-wheel bicycle with pneumatic tires called a safety, began to supercede the velocipede. In the last image you see two ladies on bicycles wearing long skirts. Bicycling was the sport which first led to the higher hemline.
   It was the bicycle that freed the average city dweller from the expense of a horse and carriage or dependence on slow, inadequate public transport. As more and more bicycles came into use the bicyclists insisted on, and got, better roads. It was the bicycle that literally paved the way for mans newest conveyance, the automobile.

 

AUTOMOBILES  AND  CARRIAGES

   In the 19th century many roads were controlled by private companies. They had built the roads and were supposed to maintain them. They collected tolls from every traveler except widows, ministers, funeral processions and, sometimes, Sunday church goers. As a consequence travel was expensive  because the roads were so  poorly maintained that passengers were frequently injured and the stage coach companies were liable for such injuries plus any damage to the equipment. Often the transporting of goods cost more than the goods themselves. The center image  shows the toll charges that were charged at the Mt Pleasant (later Mt Healthy) toll gate for the Cincinnati & Hamilton Turnpike.

Delhi Toll Gate 1.jpg (93703 bytes)    Delhi Toll Gate 2.jpg (100878 bytes)        Cincinnati & Hamilton Turnpike Co..jpg (197941 bytes)         Harrison Toll Gate.jpg (87552 bytes)    Harrison Toll Gate vert.jpg (127500 bytes)
                          Delhi Toll Gate                                                                                                                       Harrison Toll Gate                  

 

Private Conveyance.jpg (315443 bytes)
A private conveyance

 

        Prepaid postcard                                                                *Thanks to Scott Kabakoff                     Postal Card             
Murry Carriage Ad Card.jpg (91784 bytes)        Wilber H Murray Mfg Co.jpg (110083 bytes)     *Murray MFG. Co..jpg (319436 bytes)        Murray Postal Card.jpg (283752 bytes)
Wilber H. Murray Mfg. Co. 5th and Eggleston Ave., also 139 W. Front St. and 323-329 E. 5th St.

Murray Ad.jpg (288003 bytes)    Wilber Carriage 1892.jpg (173715 bytes)    Murry Carriage 1898.jpg (126491 bytes)
Murray Ads                        1892 Ad                                        1898 Ad                

 

American Carriage co.jpg (163784 bytes)        American Carriage Co.jpg (217632 bytes)    American Carriage Co back.jpg (185016 bytes)
 American Carriage Co. 1275-1285 Budd Street

 

Delin Carriage Co..jpg (449890 bytes)
The Delin Carriage Co.

   The Delin card above was originally a double card. You separated them and sent the bottom half in to receive a catalog from the company. The company was formerly known as The Buckeye Carriage and Harness Co. and was located at the corner of Central Avenue and York Street.

 

Various Other Carriage Company's Ads

Alliance Carriage 1893.jpg (307190 bytes)    Eagle Carriage 1907.jpg (311151 bytes)    Foster Buggy & Cart Co. 1893.jpg (149393 bytes)    The Barnett Carriage Co. Ad.jpg (191631 bytes)    The Barnett Carriage Co..jpg (353824 bytes)
 Alliance Carriage Co.        Eagle Carriage Co.    Foster Buggy & Cart Co.        The Barnett Carriage Co.  Richmond & Carr   

Buggy Tops 1900.jpg (89472 bytes)                   Frank Barkley Mfg. 1891.jpg (326543 bytes)                     Miami Manufacturing Co. 1893.jpg (66082 bytes)
Buob & Scheu  Buggy Tops               Frank Barkley Mfg.                   Miami Manufacturing Co.  

   The Alliance Carriage Co. was located on Sycamore St. between Court and Canal (now Central Parkway) 1893 ad..  The Eagle Carriage Company was located at 1305 Court St. 1903 ad.  The salesmen's office for the Foster Buggy & Card Co. were located in the Pike Building (Pike's Opera House) on 4th St. between Vine & Walnut in this 1893 ad. Buob & Scheu specialized in making buggy tops and buggy trimmings and were located at Court & Broadway. Frank Barkley Mfg. (maker of harnesses) was located at 271-73 Main St. in this 1891 ad. The Miami Manufacturing Co. was located at 62 Longworth St. in 1893.

1890 Ad.jpg (246910 bytes)            Overman Carriage 1891.jpg (233818 bytes)            1891 Ad.jpg (161359 bytes)
Enterprise Carriage Mfg. Co.       Overman Carriage Co.       The Bartholomew Co.

   The Enterprise Carriage Mfg. Co. was located in the area surrounded by Court, Canal and Sycamore Sts. in this 1890 ad. The Overman Carriage Co. factory was located at Wade and Denman Sts. (1891 ad.). The 1891 Bartholomew Co. was located on the n.e. cor. of Pearl & Plum Sts.

 

National Auto School.jpg (312260 bytes)        National Auto School-back.jpg (96609 bytes)                        SS Limos.jpg (79612 bytes)        SS Limos-back.jpg (58570 bytes)
National Auto School  Reading Road & June                                          A Sayers & Scovill Co. Funeral Limousine            

 

Rahe Auto School.jpg (82422 bytes)
Rahe Auto &Tractor School 
9th and Walnut Sts. 

 

THE  SCHACHT  MFG. CO.

   The Schacht Manufacturing Company began in 1904 at Sanford and Cumberland Avenues by two brothers, William and Gustav A. Schacht. They were running a small shop producing wagons and buggies when they tried attaching a 10-horsepower gasoline motor to one of their 2 passenger, high-wheeled buggies. It worked and they received several orders to build more of these "horseless carriages" from early automobile buyers in the tri-state area. Severe competition came in 1908 when Henry Ford introduced the Model T, and General Motors was formed with the consolidation of Oldsmobile, Cadillac, Buick and others. The brothers continued making improvements and by 1912 they entered the 500-mile race at Indianapolis, finishing a very respectable 5th out of a starting field of 33. This was a major coup for the Cincinnati company. Unfortunately this race did not translate into more business. By 1913 the Schacht power had been increased to a four-cylinder, 50-horsepower model automobile when the company decided to stop building automobiles (8000 had been produced) and switch to trucks. The company had become nearly bankrupt trying to expand onto the national stage.
   The name of the new company was the G.A. Schacht Motor Truck Company. Trucks were extremely popular by 1927 and orders increased. A new and larger factory was opened that year at 8th and Evans Streets. The new building and the national advertising costs again nearly bankrupted the company. At this time the R.K. LeBlond Machine Tool Company stepped in with financial help. LeBlond became the controlling interest and the official name of the company became the LeBlond-Schacht Truck Company although the new trucks wore only the Schacht name, as did the company's letterhead.

O. Armleder Co. Delivery Wagons.jpg (318005 bytes)
Armleder Co. Delivery Wagons

  In 1935 Schacht bought out rival Cincinnati truck manufacturer Armleder which had started out much like Schacht by making wagons and founding the Otto Armleder Carriage Company of Cincinnati in 1904. He began producing gasoline-powered trucks in 1912. Their factory at the time of Schachts takeover was at 12th and Linn Streets. When Otto died in 1935 and the business was sold to Schacht the Otto Armleder trust fund was set up which has since donated many public buildings and parks to the city.

O. Armleder Co.-12th & Plum.jpg (174714 bytes)        Otto Armleder-autos.jpg (402700 bytes)        1918 Armleder Ad.jpg (263687 bytes)        Armleder Trucks 1920.jpg (436354 bytes)    Armleder Trucks 2-1920.jpg (412717 bytes)
    Armleder Factory                Otto Armleder                       1918 Ad.                                                1920  Ad.                    

   The Ahrens-Fox Fire Engine Company was a major buyer of Schacht bodies for their fire truck. In 1936 Schacht bought out the debt ridden Ahrens-Fox Co., closed their 31 year old factory, and moved fire engine production to Schacht's factory at Eighth & Linn Streets. The company continued making trucks up to 1940 when it closed. After WWII the Schacht factory continued to make Ahrens-Fox fire engines, but truck production was finished.

Schacht Mfg Co.jpg (120053 bytes)
The Schacht Mfg. Co.

 

Schacht-4.jpg (187428 bytes)    Schacht d-back.jpg (70267 bytes)    Schacht d.jpg (160151 bytes)            Schacht 5.jpg (302097 bytes)
Back  of both cards                                                         
Spring Grove Ave. & Straight St.                                                        

 

Schacht on a typical Kansas Road.jpg (151686 bytes)        Schacht in New Mexico.jpg (94835 bytes)        Schact Auto-1.jpg (97110 bytes)        Invincible Schacht.jpg (149099 bytes)
  Schacht in Kansas                Schacht in New Mexico                Schacht in Hawaii                Schacht in Oklahoma

 

Schacht-Abattoir card.jpg (368235 bytes)    Schacht-Abattoir back.jpg (122684 bytes)
Schacht/Abattoir Co. card

   The card above is rather confusing when trying to identify who actually produced the card. I added the back even though it is damaged and you can not read the printed message completely. I believe it was produces by the Schacht Co. although the Abattoir Co. sent the card and whose name is also printed on the back. Very unusual.

 

1905 Schacht.jpg (636635 bytes)
1905 Schacht 1/2 Restored

   The Schacht shown above is displayed, in Sarasota, Florida, half restored to show the condition of the car when discovered.

Schacht 1909 Ad.jpg (114890 bytes)   Schacht Model-K.jpg (97483 bytes)

   The ad above is for the Schacht model-K car and and the next image is a photograph of one. 

Schacht Carraige.jpg (118828 bytes)

Schacht Model B 1910.jpg (341469 bytes)  1911 Schacht Ad.jpg (346365 bytes)  Schacht-Invincible.jpg (311661 bytes)  1912 Schacht ad.jpg (82846 bytes)  Schacht Ad 4 1913.jpg (269725 bytes)  Schacht 1918.jpg (234131 bytes)  Schacht Truck Fleet.jpg (358480 bytes)

   The 1st image above is a 1903 Schacht carriage ad. The 2nd is a 1910 "Model B", The 3rd ad is for a 1911 "Model 40" The next 2 images are 1912 Invincible Schacht ads. and the next ad is for a 1913 "Model NS". The last two ads are for trucks.

 

1910 Enger.jpg (295505 bytes)        Enger Motor Car Co.jpg (172355 bytes)
Enger Motor Car Co. Summer & Gest Sts.

   Above are two 1910 ads for the Enger Motor Car's Enger "40."

 

Staceys Van.jpg (269390 bytes)        Staceys Van-back.jpg (175647 bytes)
William Stacey Storage Co. 

 

Ferguson Moving and Storage.jpg (666732 bytes)*          Harrison Truck Stop.jpg (81161 bytes)            Norwood GM plant.jpg (52906 bytes)
Ferguson Moving & storage          Harrison Ohio Truck Stop        Norwood GM assembly Plant
 2333-35 Gilbert Ave.                      5225 Madison Road                                                           
Thanks to Scott Kabakoff                                                                                                                    

   Thanks to a relative of the owners of the 5H truck stop, shown in the 3rd card above, I have been informed that the truck stop was called 5H because of 5 members of the Harris family had built it and lived next door in log cabins.

 

Wilson Freight.jpg (91194 bytes)        Wilson Freight-1.jpg (324308 bytes)             Klawitter Trucking.jpg (390850 bytes)        Smitty's Truck Stop.jpg (172396 bytes)
             Wilson Freight  3636 Follett Avenue                                   Klawitter Trucking Co.              Smitty's Truck Stop 
                                                                                                                                 1674 Westwood Ave.                        Norwood                         

 

Standard Auto-front.jpg (155415 bytes)Standard Auto back.jpg (228500 bytes)        Standard Auto-inside.jpg (233693 bytes)
Front                                  Back                                                                       Inside                      

   This 1906 double card is from the Standard Automobile Company that was located at 640 Main Street

 

FOR  MORE  AUTOMOBILE  CARDS