uarterly - Rutland Historical Society

RUTLAND HISTORICAL SOCIETY ~uarterly VOLUME XVI
1986
NO. 4
ANTIQUE TRUCKS A Different Kind of Horse-Power
J . Jankowsk i
A line crew of the Rutland Railway Light and Power Company. Photograph
taken in June 1909. From Left: Frank Sullivan, Patrick Dunn and Dan Bruten
Antique Trucks
By David G. Zsido"
The Early Trucks
At the turn of the century horse-drawn wagons were still a common sight in the
Rutland area. However, that period also marked the beginning of the era of
motorized trucks in America. It was the beginning of a technology, which has
resulted in the national dependence on the motorized freight carriers that have
been operating for over one-half of a century.
To a large extent the very early trucks greatly res em bled the horse-drawit
wagons, which they were replacing. In fact, some of these early trucks became
know as "high wheelers". This transposition became apparent in Rutland, as the
Rutland Railway Light & Power Company's horse and wagon shown on the cover,
was eventually replaced with a high wheeled truck. The two photographs show
the power company's crews with that truck in 1912 and then in 1913. The truck is a
Little Giant. It was powered by a 20 horsepower motor.
The truck shows the characteristic features of early truck design: a small
engine compartment located under the seat, large wooden spoke wheels capped
with solid rubber, a fully exposed cab, and generally the physical appearance of a
wagon. Although not visible in the photograph, it was probably driven by chains.
The first truck manufactured in America was probably developed around 1899.
Many truck manufacturers came into existence between 1899 and 1905. Several of
these manufacturers remain as common names today even though some have
undergone reorganization, and some have gone out of business entirely. These
truck manufacturers include the Autocar, White, Mack, GMC, Reo, Studebaker,
and Ford. At one point, prior to 1915, there were over 4.50 manufacturers of trucks
in the United States. It wasn't until 1917 that pneumatic tires were developed for
use on the large trucks.
Rutland Railway Light & Power
nan (driver), Sim Caton, Charles
Thornton, unidentified, Harry Soul
Murphy and Dan Bruten
"C" Cab Style
During the mid-teens to mid-twenties the "C" cab style became popular with
many truck manufacturers. A greater emphasis was seemingly directed toward
the operator's comfort. Many of the early "C" cabs afforded nothing more than
an overhead cover, as they were fully open to the front and sides. Eventually,
windshields and doors large enough to close-in the cab were installed.
Around 1919 the Vermont Marble Company acquired an "AC" Mack Bulldog
dump truck. The 1919 postcard of that truck typifies the open "C" cab configura­
tion. While far more comfort was built into this style than the "high wheelers", it
still had its drawbacks. Trucks of that vintage, while affording a great deal of
adventure, still left much to be desired. Jack Grace recalls operating that par­
ticular truck.
~ Author David G. Zsido was born in Proctor, Vermont. He is a graduate of Mount
Saint Joseph Academy and Norwich University. He is employed by the Central
Vermont Public Service as director of property taxes and risk management. Mr.
Zsido is a member of the Rutland Historical Society and a past secretary of the
board.
46
Rutland Railway Light & Pow~
left: Walter Hack, unidentified,
(driver), Roxy Fox, and Pat Hann,
leks
ido *
ns were still a common sight in the
~ ked the beginning of the era of
inning of a technology, which has
Dtorized freight carriers that have
'''' atly resem bled the horse-dra WI.
me of these early trucks became
ca me apparent in Rutland, as the
se and wagon shown on the cover,
r uck. The two photographs show
912 and then in 1913 . The truck is a
motor.
s of early truck design: a sm all
rge wooden spoke wheels capped
rally the physical appearance of a
t wa s probably driven by chains.
probably developed around 1899.
between 1899 and 1905. Several of
.-:S tod ay even though some have
e out of business entirely. These
:e. Mack, GMC, Reo, Studebaker,
\'er 450 manufacturers of trucks
.eumatic tires were developed for
Rutland Railway Light & Power Company, 8 August 1912. From left: Ed Tier­
nan (driver), Sim Caton, Charles Mumford, Walter Weinle, Abe Weinle, Henry
Thornton, unidentified, Harry SouJia, unidentified, Hugh Parry, Bill Hogan, Bill
Murphy and Dan Bruten
cab style became popular with
a s see mingly directed toward
.ibs afforded nothing more than
'~,e fronl and sides. Eventually,
ab were in sta ll ed.
5l"adu ate of Mount
by the Central
sk man agement. Mr.
past secretary of the
-p~yed
Rutland Railway Light & Power Company, "Little Truck", 1913. Crew from
left: Walter Hack, unidentified, Walter Carrigan, Frank Suillivan, Ed Kelley
(driver), Roxy Fox, and Pat Hannon
47
ONE OF THE FIRST VERMONT MACK TRUCKS
Jack Grace of West Woodstock, Vermont, can lay claim to a distinction, which
could nearly be impossible for anyone to refute. He believes that he is, if not the
first operator of a Mack Truck in Vermont, at least one of the first. To support him
with his claim, Jack has a picture postcard taken of him in 1919 with an AC
Bulldog Mack dump truck in the village of Proctor, Vermont.
Back in those days Jack was employed by the Vermont Marble Company,
which owned the truck. He recalls that the company bought him a bus ticket to
Albany, New York, where the truck was purchased (possibly Albany Mack, Inc.).
The Marble Company also gave him a check to close the deal. So, he traveled to
Albany, acquired the truck, and drove it back to Proctor. Jack was 19 years old at
the time. He went on to operate the truck for a number of years. Ultimately, he
did other work for the Marble Company and lost track of the Mack.
However, during the years that he operated the truck, Jack had experienced
more situations and has retained more memories than you might expect. Prin­
cipally, he hauled sand and gravel for the Marble Company's use. The marble in­
dustry was the principal industrial mainstay of the Vermont economy in those
days. The truck circulated throughout the Marble Company's operating locations,
hauling its payload, from Proctor to Center Rutland to West Rutland to Mid­
dlebury.
Jack would average about six or seven loads a day when he hauled gravel from
the Center Rutland pit to Proctor some five miles away. As he pointed out, "There
wasn't a power shovel in those days. When I pulled into the pit, a gang of workers
would load the dump body with hand shovels." This being a time-consuming ef­
fort, on many occasions Jack would have to pitch in and help with the shoveling.
Then he would hop back into the cab and head for Proctor with the old Mack "do­
ing at least 25 mph easily".
On another occasion, Jack was headed from Middlebury back to the Proctor
area. Some town officials refused to let him cross a bridge over a river. So he
swung the Mack down the bank and began to ford the river. "About halfway
across, the chain on one side broke," he recalled. Being late in the day, he had to
leave the Mack in the river overnight. The next day Jack stripped" down to his
shorts" and sat in the river "mending the chain".
"I could tell you many stories ... many you may not want to hear," he continued.
Jack is a remarkable individual, who is approaching his 87th birthday. He was
born on 11 March 1900, in the small village of Salisbury, Vermont. He is a veteran
of World War 1. In addition to working for the Marble Company for many years,
he also served as a police officer in Rutland for a period of time. He retired from
the Vermont State Liquor Department in 1963. However, Jack has been kept busy
maintaining his home and two acres of land in West Woodstock. He also does
caretaking for some other property owners.
On 29 September 1984, that 1919 photographic postcard setting was restaged
with Jack. The endeavor was coordinated by Allen Buswell of the Green Mountain
Heavy Haulers Chapter of the American Truck Historical Society. It was also
made possible by Ed Fabian's Heavy Hauling and the Vermont Marble Company.
Ed and Linda Fabian supplied a 1982 R Model Mack Tractor Trailer. The Ver­
mont Marble Company provided a 20-ton plus, block of Danby white marble. The
Mack with its marble ayload was parked on the exact spot where its ancestor,
the Bulldog dump,
een photographed over 65 years prior. Jack hopped onto
the running board to pose with the more contemporary Mack in commemorating
this significant anniversary.
48
Jack Grace on the running boaJ
Proctor, 1919. This Mack was reg
serial number of 580-91D. The fad«
As Jack looked around the once
tion enshrouded with brush and
pointed out. "The last time I was
store for a piece of salt pork and a
As he pulled his corn cob pipe
know, I don't feel over sixty, but a
heck out of you, I often thought U
I'd walk." To meet Jack, you WOl
almost 85 at the time.
So, with the photographs haviJ
memorated, Jack climbed into tI
fired up the diesel, and the Mac
marble yard to deliver the block
first Vermont Mack Trucks wa:
material for the Vermont MarblE
first time.
;KS
.n lay claim to a distinction, which
e. He believes that he is, if not the
~ast one of the first. To support him
taken of him in 1919 with an AC
lor , Vermont.
the Vermont Marble Company,
mpany bought him a bus ticket to
lsed (possibly Albany Mack, Inc.).
D close the deal. So, he traveled to
o Proctor . J ack was 19 years old at
i number of years. Ultimately, he
t trackofthe Mack.
I
the truck, Jack had experienced
r ies than you might expect. Prin­
)Ie Company's use. The marble in­
of the Vermont economy in those
Ile Company's operating locations,
Rutland to West Rutland to Mid­
I
~ d ay when he hauled gravelfr om
!s aw ay . As he pointed out, " There
led into the pit, a gang of workers
T his being a time-consuming ef­
!ch in and help with the shoveling.
lOT Proctor with the old Mack "do­
..1iddlebury back to the Proctor oss a bridge over a river. So he ford the river. "About halfway . Being late in the day, he had to day J ack stripped" down to his ~
not want to hear," he continued .
nthing his 87th birthday. He was
,. bury, Vermont. He is a veteran
4.rble Com pany for many years,
a period of time. He retired from
ever , Ja ck has been kept busy
.est Woodstock. He also does
. tcard setting was restaged
B!lS·... ell of t he Green Mountain
:s tonc al Soc iety. It was a Iso
-£-rmont Marble Company.
ractor Trailer. The Ver..L Danby white marble. The
~ £>l..:.ct spot where its ancestor,
~- y , e;"i~ 5 prior. Jack hopped onto
ack in commemorating
~.
Jack Grace
Jack Grace on th e runni ng board of the Bulldog... west of the Marble Bridge in
Proctor, 1919. This Mack was registered in 1919 as a 40 horse-power truck with a
serial number of 580-91D. The faded registration number was 21123.
As Jack looked around t he once familiar setting, he saw a marble block founda­
tion enshrouded with brush and trees . "That's where Ackley's Store was," he
pointed out. "The last tim e I was here , I had stepped on a nail. I went over to the
store for a piece of salt pork and a bandage for the puncture," he recalled.
As he pulled his corn cob pipe from his jacket pocket, Jack remarked, " You
know, I don't feel over sixty, but after driving that Bulldog, which would shake the
heck out of you, I often thought that by being so rattled, I'd begin to squeak when
I'd walk." To meet Jack, you would have to agree it is hard to believe that he was
almost 85 at the time .
So, with the photographs having been taken and the anniversary justly com­
memorated, Jack climbed into the co-pilot's seat of Fabian's R Model Mack. Ed
fired up the diesel, and the Mack pulled over the slight incline, headed for the
marble yard to deliver the block of Vermont marble. The operator of one of the
first Vermont Mack Trucks was once again in the cab of a Mack, delivering
material for the Vermont Marble Company, 65 years after he had done so for the
first time.
49
D. ZSido
Jack Grace poses with a newer Mack truck... 29 September 1984.
A Linn truck is teamed up witb
tractor trailer up a steep grade 8 1
Public Service Corporation was
Photograph made 29 March 1941.
Off· Road Construction Truck s
P erhaps a notewor thy exa m ple of off-road construction trucks was the Linn
truck. Named afte r its develop er , Holman H. Linn of Morris , New York, the first
Linn truck wa s p r oduced in 1917 . It was unmistakably unique in appearance with
a distinctive cab de sign, in addition to t he fact tha t it was tra ck driven. The trac­
tion provided by the rear trac ks m a de these trucks id eally suited for use in dif­
ficult terrain and during snow conditions.
When the Rutland Railway Light & P ower Comp any was rebuilding the head­
wall of the Chittenden Dam , a pair of Linn trucks wa s used to haul earth for the
project. The photograph, taken on 6 De ce m ber 1928, sh ows the two Linns working
in conj unc tion with a bulldozer . It is unlikely tha t m any Linn were seen operating
in the Rutland area, since during the approxima te 35-year history of the Linn
truck manufacturing, only a tota l of about 2500 units were produced.
Moreover, according to rec ords fro m the Linn factory, a 1936 report indicated
that through that date, only 12 trucks had been sold to owners in Vermont. Of the
12 trucks, four were sold to com panies withi n the original charter of Rutland. The
Vermont Marble Company in P roctor had two Lin ns: the first , serial number 681,
a 25-D model ; the second, serial Dum ber 1211 , a 6-28-D model. The Clarendon Mar­
ble Company of West Rutland h ad a 6-26-E model with a serial number 1108.
Finally, the Sandrex Engineering Company of Rutland ow ned Linn num ber 1457,
which was a 6-28-D model.
Pair of Linn trucks hauling I
50
D. Isida
D. Isida
'ruck .. . 29 September 1984.
A Linn truck is teamed up with a McCormick-Deering bulldozer in pulling a
tractor trailer up a steep grade at Grandpa 's Knob where the Central Vermont
Public Service Corporation was building a wind-powered generating facility.
Photograph made 29 March 1941.
construction trucks was the Linn
Linn of Morris, New York, the first
kably uni que in appearance with
that it was track driven. The trac­
:rucks ideally suited for use in dif­
: ompany was rebuilding the head­
,,('ks was used to ha ul earth for the
28, shows the two Linns working
.Ja: m any Linn were seen operating
ale 3S-year history of the Linn
its were prod uced.
I factory. a 1936 report indicated
sold to own ers in Vermont. Of the
eo original charter of Rutland . The
Lions : the first , serial num ber 681,
~-2B-D model. The Clarendon Mar­
odel with a serial number 1108.
, Rutland owned Linn num ber 1457,
J.D . Graham (C.V.PS.l
Pair of Linn trucks hauling dirt at Chittenden Dam, 8 December 1928.
51
··l'lAr:-;' OJ... . FH;~:. PHOC-rOR~
According to "The Vermont
Ward was described as a rna
detail". It goes on to state tha
truck (in business) in Rutland
State of Vermont." His comm
trucks can best be measured b
ing with just a single truck in 11
more than 20 trucks and buses.
,"'T.
Feb. 26,1'319,
The Linn Manufaoturing eorporetlon,
~orrls.
The bus service, which he b
Incorporated. As in his freigh
business as well. Soon he e.ll
Bennington and Bellows Fall!
White Truck dealership was kl
likewise operated the only pl
vertised as "fireproof stora~
located at 129 Strongs Avenue.
1!. Y.
Gentlemen:­
Wl11you
~lee~e ~11
us copy oZ your
t~~otor
oat.log marklld for "lie attention of llr. G. H, DavIa, Gen6:fal
3uperlntena.ent.
YOtlrll
truly.
It is somewhat amazing that
same types of businesses, whi<
Today the expanded building
agent for North American Va:
mont Transit Line's buses.
VERlWNT IoIA.RBLE COllPAHY
4.~~
---.
HLS/.l{
Pur • .i:lept.
O. Zsido
Although Vermont Marble Company did not purchase Linn trucks for some
years thereafter, this letter clearly indicates that the company was interested in
Linn trucks as early as 1919.
Rutland, Vermont's First Motor Company
The first motor truck freight service came to the second largest city in Vermont
during 1916. Arthur Franklin Ward moved from his hometown of Pittsford. and
brought with him a firm belief and commitment concerning the future potential of
trucks in the freight business. That year he acquired his first truck, which was a
27 horsepower Federal (Serial No. 23660-C).
Initially he conducted business from his residence on 57 Jackson Avenue.
However. he later moved the business to 129 Strongs Avenue. In the early days he
had a small variety of trucks as shown in the accompanying photographs. These
included the Federal, a Garford, and some unidentified truck. As he expanded his
business enterprises. he did. among other things, take on the dealership in
Rutland for White Trucks. Therefore, in the following years his truck fleet was
comprised mostly of White Trucks.
52
Arthur Ward is shown with.
on 24 August 1891 in Pittsford,
the 27 horsepower Federal tro
of23660-C.
According to "The Vermont of Today", which was published in 1929, Arthur F.
Ward was described as a man of "unremitting toil and undivided attention to
detail". It goes on to state that "Mr. Ward was the first man to utilize a motor
truck (in business) in Rutland, and was a pioneer of the moving business in the
State of Vermont." His commitment and dedication to his belief in the utility of
trucks can best be measured by the business growth he experienced. After start­
ing with just a single truck in 1916, in a period of 12 years his fleet was expanded to
more than 20 trucks and buses.
_IP __\...'··Y ~: j<jCI
The bus service, which he began in Rutland, was known as Ward's Bus Lines,
Incorporated. As in his freight business, he naturally used White chassis in this
business as well. Soon he expanded his bus service to include the towns of
Bennington and Bellows Falls, Vermont. It should also be pointed out that the
White Truck dealership was known as A.F. Ward Sales and Service Company. He
likewise operated the only public warehouse in Rutland, which was then ad­
vertised as "fireproof storage", called the Ward Warehouse. This too, was
located at 129 Strongs Avenue.
tl"bctor
E. Davis, Gene;el
It is somewhat amazing that 129 Strongs Avenue in Rutland is used today for the
same types of businesses, which Arthur F. Ward initiated there over 65 years ago .
Today the expanded building is the home of Wilson Moving and Storage , local
agent for North American Van Lines, Incorporated. It is also the depot for Ver­
mont Transit Line's buses.
_ lLlEll!3 COLIP ANY
-4 · ~/~
.....,
Pur. .iJep t.
D . Zsido
~
purchase Linn trucks for some
at the company was interested in
'loe second largest city in Vermont
is hometown of Pittsford, and
oD cerning the future potential of
ed hi s first truck, which was a
!sidence on 57 Jackson Avenue.
gs Avenue. In the early days he
:companying photographs. These
tontified truck. As he expanded his
"ll gS , take on the dealership in
..()v, ing years his truck fleet was
Arthur Ward is shown with his first truck, a 1916c Federal. Mr. Ward was born
on 24 August 1891 in Pittsford, and died on 9 March 1982. This photograph showing
the 27 horsepower Federal truck was taken in 1918. The truck had a serial number
of 23660-C.
53
ARTHUR FRANKLIN WARD
Although beginning life as a farm worker near Pittsford, Arthur Franklin
Ward, president and manager of the Ward's Motor Trucking, Incorporated, and
the Ward's Bus Lines, Incorporated, has become one of the most prominent
figures in motor transportation in this section of Vermont, where he was the first
to use a motor truck in the conduct of his business. While his first connection with
transportation was confined to trucking, he later obtained franchises in Rutland
and nearby cities and now (1928) operates an extensive bus service. While.
perhaps, his most important connections are with the Ward's Motor Trucking and
the Ward's Bus Lines, he has other business affiliations, including the agency for
a line of well·known trucks and the conduct of the only fireproof warehouse in this
city. His business, of course, brought him into close contact with public affairs
and civic improvement, and he has been a figure of import in various projects and
organizations working toward this end.
Mr. Ward was born August 24, 1891, at Pittsford, Vermont, son of Frank and
Emma (Baker) Ward. His schooling was confined to those courses prescribed by
the public schools at Pittsford, but has oftentimes been demonstrated, higher
education is not always necessary for success, and Mr. Ward's career is living
proof of this. After completing his public school education he became a farm
worker near Pittsford, but soon decided that he was not fitted for this work and
obtained a position as a clerk in a Pittsford store. Later, in 1916, he removed to
Rutland, and his keen foresight enabled him to realize that success lay in the
motor transportation industry. After coming to Rutland he laid the foundation for
the present trucking enterprise, possessing only one truck at the time. His judg­
ment has proved sound, for now (1928) the company which he founded owns twen­
ty trucks and buses. Mr. Ward was the first man to utilize a motor truck in
Rutland, and was the pioneer of the moving van business in the State of Vermont.
His interests now comprise ownership of one of the largest vans in the State. and
he is allied with various concerns engaged in hauling and public transportation.
As his interests extended, he incorporated his firm, becoming associated with
H.T. White and Clayton Kinney, and Mr. Kinney is secretary. In 1924, Mr. Ward
obtained a franchise from the city of Rutland for bus service there and later ex­
tended his lines to Bellows Falls and to Bennington and to North Bennington.
These lines are now operated under his direction and through the company bear­
ing the name of Ward's Bus Lines, Incorporated, with the same officers as the
Ward's Motor Trucking, Incorporated. Arthur F. Ward is the president of these
two concerns. As an individual enterprise, Mr Ward conducts the A.F. Ward Sales
and Service Company, holding the agency for White trucks. These vehicles he us­
ed almost exclusively in his various transportation enterprises. Another concern
which he founded and now owns is the Ward Warehouse, a large fire-proof struc­
ture in Rutland, the only public warehouse in this city. It will be noted that while
Mr. Ward did not enter into his present vocation until 1916 he has, in the com­
paratively few years that have elapsed, become one of the foremost figures in
motor transportation spheres of Vermont. His large holdings have not come to
him through coincidence or luck; on the contrary, it has been through his
unremitting toil and undivided attention to the details of his business that he has
attained success. For this reason he is looked upon in Rutland as one of the most
sagacious and capable citizens of the town. His public spirit has moved him to
give freely of his time toward the welfare of Rutland and its progress, as is
evidenced by his membership in the Rutland Chamber of Commerce and the
Rutland Exchange Club.
Arthur Franklin Ward married, in April 1917, at Ludlow, Vermont, Edna A.
Walker, and the children of this marriage are: Janet, Eleanor, and Nita. Mr.
Ward's business is located on Strongs Ave. Rutland, while he resides with his
family at No. 57 Jackson Avenue, this city.
The Vermont of Today, 1929
54
Another pair of trucks owned b~
in Rutland. Unfortunately, neitbeJ
",r Pittsford, Arth ur Franklin
otar Trucking, Incorporated, and
e one of the most prom inent
'ermonl. where he wa s the fir st
s While his firs t connec tion with
i :)btained fran chises in R utl a nd
,., extensive bus ser vice . While,
e Ward 's Motor Trucking a nd
ial1ons, including the agenc y for
e only firep roof warehouse in this
close- contact with public affairs
of import in various projects and
4'ord. Verm ont, son of Frank and
d to those course s prescribed by
es been demonstr ated, higher
and :YI. Ward's career is living
education he bec a me a farm
p was not fitted fo r this work and
n' Later, in 1916, he re moved to
ealize tha t suc cess lay in the
Rfltland he laid the fo undation for
ODe truck at the time. His judg­
pany which he founded owns tw en­
an to utilize a motor truck in
~ business in the State of Ver mont.
:he largest vans in the State, and
~a'..l.!ing and public transporta tion.
mm, becom ing assoc iated with
ey ~ secretary. In 1924, Mr. Ward
for bus service there and la ter ex­
,glon and to North Bennington .
and through the com pany bear­
ed.. \\;th the same officers as the
E Ward is the president of t hese
"ard conducts the A.F . Ward Sales
ite trucks . The se vehic les he us­
ion enterprises. Another concern
:arebouse, a large fire-proof struc­
is city. It will be noted that while
until 1916 he has, in the com­
e one of the foremost figures in
) large holdings have not come to
)nir.rry. it ha s bee n through his
e' ails of his business tha t he ha s
in Rutland as one of the most
.~ public spiIit has moved him to
! Rutland and its progress, as is
:r.amber of Commerce and the
Mr s. El ea no rW ard Flanders
Another pair of trucks owned by Arthur F. Ward is shown on Jackson A venue
in Rutland. Unfortunately, neither truck could be indentified.
Ludlow, Vermont, Edna A.
Janet. Eleanor, and Nita. Mr.
d, while he resides with his
Mrs . Eleanor Ward Flanders
55
Mrs. E leanor Ward Fl and er s
Another of Wa rd 's buses. This
truck chassis. B us N o. 14 also b
No. 15. This photogr aph was proba
Ward's Bus Lines No.6 bus is shown parked just off Strongs A venue. Another
bus, No.3, was identical to this bus.
M rs . E leanor Ward Fl ander s
This photograph, taken in 1929, shows the fine fleet of White trucks owned by
Mister Ward when his business was located at 129 Strongs Avenue. Mister Ward is
standing beside his 1926 Chrysler. The two smaller trucks on the far left appear to
be Dodges.
56
Another of Ward 's fine buses _
in front of the R utIand H igh School
Mrs. El eanor Ward Fl anders
Mrs . E lea ner Ward Flanders
Another of Ward 's buses. This one, as was his entire bus fleet , is on a White
truck ch assis. Bus No. 14 also ha d similar coun terparts with Bus No. 9 and B us
No. 15. This photograph was probably taken d uring the m id-1 920s.
off Strongs A venue. Another
Mrs . E leanor Ward Flander s
Mrs . E leanor Ward Flanders
IE' fleet of White trucks owned by
Strongs Avenue. Mister Ward is
:rucks on the far left appear to
~ !"
Another of Ward's fine buses was Bus No. 27, shown in this photograph parked
in front of the Rutland High School in 1930.
57
Mrs. Eleanor Ward Flanders
A final photograph of the Ward's Bus Lines fleet shows a pair of Ward's buses
parked in Bennington in front of the Rutland Railway station .
The photograph shows its curre
ged glass, and in need of paint. I
visible on the doors. After some e
over 40 years ago as the pri m e m
One of the Survivors
The Cavalcade of Trucking
Unfortunately, very few examples of pre-World War II large trucks from the
Rutland area remain in existence today. Once large trucks had completed their
ten~re of useful purpose, they were generally disposed of in two distinct fashions.
TheIr ~eavy ste~l frames and iron castings made them valuable primarily as
scrap Iron. DUring the World War II effort, undoubtedly many early vintage
trucks of the Rutland region were collected for salvage. The War probably claim­
ed all of the chain-driven trucks, which once had rumbled through the streets of
Rutland.
The Great Depression and the
industry as we know it today. 'h
National Recovery Act, mans s
together. They formed the A
Another significant milestone
dustry, occurred when Congress •
In addition, as the mechanized era came to the Vermont farm, used trucks
became an inexpensive alternative to the horse. Vermont farmers would operate
these used trucks for their remaining usefulness. Then the farmers found uses for
the worn-out trucks, such as converting them into trailers, or using the power­
plants for sa w rigs.
One of the surviving trucks from Rutland is the 1936 Ford, a one and one-half ton
platform truck, which was operated by Lincoln Iron Works until about 1955. The
platform had been extended to allow for increased load capacity, and a trail axle
was attached to the rear of the drive axle . The trail axle was actually a Model TT
Ford rear axle assembly, which was welded to the frame of the 1936 Ford behind
its re~r axle. L?ter,.after working for a number of years on a Mount Holly farm, it
was fmally retIred m the early 1960s, and parked out in a back pasture for over
twenty years.
58
On 16 October 1983, a m obile .
dustry, and the 50th anni ersa
corporated, began a tour of the !
one year to complete. The displa.
Volvo Trucks, in conjunction .: .'
Finally, on 19 September1984
Rutland at the downtown Sbopp
was the only location in ermont
interior of the box trailer wa s
models. Several antique trtlcks
to lea ving, driver Merlin Gr iese
plate. The plate was presented b:
the American Truck Historica
tion plates from other sta tes. T .1:
Historical Society, and is house .
Mrs. El eanor Wa r d Flanders
eet sbows a pair of Ward's buses
1;'
way station.
The photograph shows its current condition: ripped and jammed fenders, fog­
ged glass, and in need of paint. The original Linc oln Iron Works lettering is still
visible on the doors. After som e extensive restoration work, it will look as it did
over 40 years ago as the prime mover for the Lincoln Iron Works.
The Cavalcade of Trucking
Id Wa r II large trucks from the
arge trucks had completed their
lS))osed of in two distinct fashions.
~a.d e them valuable primarily as
doubtedly many early vintage
salvage . The War probably claim­
d r um bled through the streets of
'!le Ver m ont farm, used trucks
'ermont farmers would operate
, Then the farmers found uses for
'0 tra ilers , or using the power-
e :938 Ford, a one and one-half ton
Iron Works until about 1955. The
d load capacity, and a trail axle
crail axle was actually a Model TT
:.be fr ame of the 1936 Ford behind
of ye ars on a Mount Holly farm, it
,erl out in a back pasture for over
1
The Great Depression and the years that followed actually molded the trucking
industry as we know it today. When President Franklin D. Roosevelt signed the
National Recovery Act, many sm all splinter fr eight organizations were drawn
together. They formed the American Trucking AssOCiation, Incorporated.
Another significant milestone in the history of trucking, and the trucking in­
dustry, occurred when Congress enacted the Motor Carrier Act of 1935.
On 16 October 1983, a mobile display depicting progress made in the trucking in­
dustry, and the 50th anniversary of the American Trucking Asssociation , In­
corporated, began a tour of the 48 contiguous United States. This tour requir ed
one year to complete. The display was sponsored by Fruehauf Trailers and White­
Volvo Trucks, in conjunction with the American Truck Historical Society.
Finally, on 19 September 1984, the mobile photorama made its Vermont debut in
Rutland at the downtown Shopping Plaza parking lot. In fact, the Rutland visit
was the only location in Vermont where the Cavalcade of Trucking appeared. The
interior of the box trailer was filled with photographic displays of trucks and scale
models. Several antique trucks from the Rutland area were also on display. Prior
to leaving, driver Merlin Griesel was presented with a Vermont truck registration
plate. The plate was presented by the Green Mountain Heavy Haulers Chapter of
the American Truck Historical Society . It was affixed to the display of registra­
tion plates from other states . The trailer was later donated to the American Truck
Historical Society, and is housed in the Roanoke (Va .) Transportation Museum.
59
Antique Truck Enthusiasm
If the interest and enthusi sm
growth of one national organi1.a·
The American Truck HistoriC'a
profit organization . Its m ain p tl
preservation of the dynamic "
pioneers .
The organization started with
it grew to 1160 me mbers. Ho e •
members to its ranks. ow t .
dividuals. A loc al chapter of A_
Dav id G. Zsido and Robert J . G
called t he The Green Mountain E
The Cava lc ade of Trucking in the downtown parking lot . The truck in the
foregro un d i s a 1941 Ford, 1 ¥.! ton, owned by Over the Hill Trucks of Rutland.
The task is not simple for 0
trucks. If the truck has been abal
of cold, snow , and rain ha ve :
a v aila bility of good used parts 0
requires purchases being made'
the truck creates proble ms wi .
these obvious problems, it is per
vived. However , with the enthus"
amples of these mechanized 'or
to enjoy.
-
D . Zsido
Another 1920 vintage photo. Mr. Ward's daughter , J anet. _." 60
Antique Truck Enthusiasm
If the interest and enthusiasm about antique trucks can be ga uged by the recent
growth of one nationa l organization, it is tr uly inc r easin g at a consider<lble p ace.
The American Truck Hi storic al Society (ATHS) was established in 1971 as a non­
profit organization. Its ma in purpose is to r e m ain dedicated to th e collection a nd
preservation of the dynamic history of trucks, the truc ki ng ind ustr y and it s
pioneers.
The organization started with a core of 33 individuals in 1971. In its fi rst 10 ye ars
it grew to 1160 members . However, from 1981 to 1985, it added al most 4500 more
members to its r anks. Now it stands with a membership of almost 6000 in­
dividuals. A local chapter of ATHS was fo unded in Rutland on 26 March 1984 by
Da vid G. Zsido and Rober t J. Giddings (Over the Hill Tr ucks). Th is chapter is
called the The Green Mountain He a vy Ha ulers.
J'kirlg lot. The truck in the
Hill Trucks of Rutland.
The task is not sim ple for those who attem pt to preserve examples of ea r ly
trucks. If the tr uck has been ab andoned for several years, the Vermont elements
of cold, snow, and rain have undoubtedly inflicted severe da m a ge to it. The
availability of good used parts or new old stock parts is always a problem. Often it
require s purchases being m ade throughout the United Sta tes . The physic al size of
the truck creates problem s with storage and with moving the vehicle. With all
these obviou s proble ms. it is perh aps no wonder tha t so few large trucks have sur­
vived. However , with the enthusias m , which appe a rs to be growing , many fine ex­
amples of these mechanized workhorses will be preserved for future generations
to enjoy.
Mrs. Eleanor Ward Flanders
D. ZSido
Another 1920 vintage photogra ph, taken on Ja ckson Avenue in Rutland, sho ws
Mr. Ward's daughter, Janet, sitting on a Garford truck.
61
Editor's Note: David Zsido's enthusiasm for antique trucks prompted the follow­
ing letter from the author shortly before the Quarterly went to press. It is included here as an addendum to the article. Over The Hill Trucks
Over •
ATHS
Rutland
Vermont
Rutland Vermont Members
11.0 Autiu.s.} I J$?l...
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ROBERT GIDDINGS 483-6464
•
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ROBERT GIDDINGS 41
e trucks prompted the follow­
ly went to press. It is included
Over The Hill Trucks
tS
ATHS
ATHS
Rullond
Vermont
Members
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lis, AUtlus'r J Jfit­
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ROBERT GIDDINGS 483-6464
•
DAVID ZSIOO Tl5-65l6
D. Zsido
A f amiliar landmark at the Main Street park in Rutland during the 1950s and
1960s was Roxie the Popcorn Man truck. It has a 1940s Dodge chassis. With its
brigh t red hood, dark blue fenders and shiny steel body it is still serving hot dogs,
french fries, cold drinks and popcorn at a South M ain Street l ocation and on the
Rutland Fairgrounds during Fair Week
Over
Rutland
Vermont
ROBERT GIDDINGS
D. Zsido
The remains of the 1932 Ford chassis Roxie The Popcorn Man truck.
64
D. Zsido
-k in Rutland during the 19505 and
as a 19405 Dodge chassis. With its
'eel body it is still serving bol dogs,
th Main Street location and on the
D . Zsido
Over The Hill Trucks
Rutland
Vermont
ATHS
Members
Collectors of Pre-World War II Equipment ROBERT GIDDINGS 463-6464
DAVID ZSIDO 775-<>576 The Popcorn Msn truck.
65
Just a Bit "Side-tracked"
The Flying Switch
end of the tracks. It broke througJ
as a barricade. The car flipped (
tunately, Brakeman Brown jum
header.
Although not directly related to the main theme of the article on trucking, this
short anecdote of the Clarendon & Pittsford Railroad does have some relationship
to the advancement of the mechanized era.
My tenure as the unofficial as:
short-lived, since my family mo'
However, before I headed down tJ
received some hasty instructions
box camera. The first two picture
the C&P No. 11 with its crew. N01
Bert H. Nelson is the only crew m,
of No. 11 occupy spaces within my
Switch" remain vividly in my min~
The tracks are gone now. They have been pulled up, and you would not realize
that the Clarendon and Pittsford Railroad had been there, if you had not seen it
yourself. The railbed had extended from the northerly side of the Vermont Marble
Company's machine shop, headed somewhat northeasterly, crossing the bridge
which passes the former Rutland Railway tracks in the village of Proctor, and
slipping between the marble shops. ultimately terminated in a marble dump
easterly of Terrace Hill.
Back in the late 1950s, the C&P Railroad, sometimes affectionately known as
the "Come & Push", operated two small diesel locomotives. Engines No. 10 and 11
worked on the small system of tracks, moving marble products out of the "Mar­
ble Town" of Vermont.
The C&P Railroad engines Nu
electric locomotives introduced iJ
1945. Engine Number 11 remaine
scrapped by a local salvage de
sometime earlier.
Daily, without fail, Engine No. 11 with Chief Engineer Henry Nelson and a crew
comprised of Bert Nelson, Warren Brown and Raymond Anoe quietly rumbled in­
to the backyards of the Terrace Hill residents to move the flat cars loaded with
marble and to dump the waste marble scraps.
As a boy of 11 years, I shared the same fascination with railroads as other
youthful contemporaries of mine. So, when the orange-colored Number 11 per­
formed its usual morning operations, I would do my best to catch a view of it
through the trees. I finally decided to improve that view by cutting a twenty-foot
swath of trees which stood between my father's chicken coop and the tracks. I ac­
complished this with one dull ax and my father's best (and only) rough-cut
carpenters saw. However, simply watching the train from the house was not good
enough, so I then ventured track-side to wait and watch for No. 11.
Then one morning, as Number 11 rolled up the tracks, Bert Nelson jumped off
and asked, "Do you want a ride?" Naturally, my answer was obvious. From that
morning on, and for many mornings thereafter, the engine would stop and pick up
its unofficial assistant engineer. Then Engineer Henry Nelson and his crew would
continue to switch the flat cars loaded with white Vermont marble, with empty
cars. On the end of a string of cars, which had been parked under the cranes in the
marble shop yard, was a small side-dump, railway dump car. It was loaded with
scrap marble pieces, wooden planks, sawdust and metal shavings. The car was
uncoupled from the other cars and old Num ber 11 would pick up speed in anticipa­
tion of executing the "flying switch", as Engineer Henry Nelson called it.
Normally, Raymond Anoe would be prepositioned on the side track switch,
which led to the marble dump. Warren Brown would be riding on the dump car.
Bert Nelson would be riding on the engine at the coupling which connected it to the
dump car. At just the right time, Nelson would pull the pin, unlatching the dumper
from Number 11. The engineer would then speed up the locomotive, pulling away
from the free rolling dumper. As soon as Number 11 passed the switch, Ray Anoe
would throw the handle. Then the slower-rolling dumper car would glide down the
rail spur into the dump yard. Warren Brown would crank the brake wheel bring­
ing the small car to a halt.
The load of waste material would be dumped. The engine would hook up to the
dumper car again, then another "flying switch" would place the dumper car back
on the rail spur in the marble shop yard. On one occasion, when the flying switch
was performed as the dump car rolled down the spur along the marble dump, the
brakes failed. Warren Brown did his best to stop the car, but it easily glided to the
66
I
The crew of C&P No. 11 during.
Brown, Ray Anoe and Henry Nels
acked"
;ch
'me of the article on trucking, this
lro ad does have some relationship
ulled up, and you would not realize
been there , if you had not seen it
'lherly side of the Vermont Marble
lorlheasterly, crossing the bridge
cks in the village of Proctor, and
ly terminated in a marble dump
Imetimes affectionately known as
locomotives . Engines No. 10 and 11
m arble products out of the "Mar­
~ n gineer Henry Nelson and a crew
t aymond Anoe quietly rumbled in­
t o move the fla t cars loaded with
end of the tracks . It broke through the rail-tie header, which was intended to act
as a barricade. The car flipped over and slid to the bottom of the dump. For­
tunately, Brakeman Brown jumped clear before the car broke through the
header.
My tenure as the unoffici al assistant engineer of Number 11 was relatively
short-lived, since my family moved from Proctor to Rutland in July of 1959.
However, before I headed down the hill on that July morning for my last ride, I
received some hasty instructions from my mother on the operation of a Kodak
box camera. The first two pictures wh ich I had ever taken were photographs of
the C&P No. 11 with its crew. Now over 25 ye ars later, the tracks are gone and
Bert H. Nelson is the only crew member still aliv e. Only a couple of photographs
of No. 11 occupy spaces within m y photo album, but the memories of the " Flying
Switch" remain vividly in my m ind .
The C&P Railroad engines Number 10 and 11 were among the first diesel­
electric locomotives introduced into New Engla nd . Both were acquired around
1945. Engine Number 11 r emained in active service thr oug h 1976, when it wa s
scrapped by a lo cal salvage de a ler. Engine Num ber 10 had been scrapped
sometime earlie r .
Da vid G. Zsid o
scination with railroads as other
e orange-colored Number 11 per­
do my best to catch a view of it
th at view by cutting a twenty-foot
chicken coop and the tracks. I ac­
ther's best ( and only) rough-cut
tr ain from the house was not good
Ii watch for No. 11.
~ e tracks, Bert Nelson jumped off
rl Yanswer was obvious . From that
the engine would stop and pick up
I Henry Nelson and his crew would
~ ite Vermont marble , with empty
~ en parked under the cranes in the
..... a y dump c ar. It was loaded with
a nd metal shavings. The car was
11 would pick up speed in anticipa­
er Henry Nelson called it.
itioned on the side track switch ,
ould be riding on the dump car.
coupling whi ch connected it to the
~ u ll the pin, unlatching the dumper
~d u p the locomotive, pulling away
er 11 passed the switch , Ray Anoe
~ dumper car would glide down the
:ould crank the brake wheel bring­
. The engine would hook up to the
would place the dumper car back
e occasion , when the flying switch
~ spur along the marble dump, the
the car , but it easily glided to the
The crew of C&P No. 11 during J uly of 1959. From the left: Bert Nelson, Warren
Brown, Ray Anoe and Henry Nelson
67
RUTLAND HISTORICAL SOCIETY 101 CENTER STREET, RUTLAND, VERMONT 05701 (802)775-2006; 775-0179 The Rutland Historical Society was founded in 1969 to preserve. study and
disseminate the history of the original Town of Rutland as chartered by New
Hampshire Governor Benning Wentworth in 1761. now comprised of the City of
Rutland (1892) and the Towns of Rutland (1761), Proctor (1886) and West Rutland
(1886). The Society maintains and operates The Rutland Museum in the historic
Bank of Rutland building built in 1825. now owned by the City of Rutland, and The
Vermont Farm and Rural Life Museum at the Vermont State Fair. A research
library and the historical collections are maintained in the Museums and the
historic'Nickwackett Fire Station. Gifts or bequests of articles of historical in­
terest or money are welcome at all times and are deductible for income tax pur­
poses.
Membership in the Society is open to all upon payment of appropriate dues.
(See the dues schedule below.) With membership. for its period, go a subscription
to the Quarterly, any newsletters, a copy of the Annual Report. entitlement to
vote at business meetings. and benefits accruing from support of the Society's
Museums, exhibits, programs. collections and library. The year through which
membership is paid and the category are noted on all address labels.
Please send any address change on Postal Service Form 3576 (a postcard freely
available at your local post office).
Contributing $15
Annual dues categories are: Sustaining $100 or more
Sponsor $ 25
Regular
$5
Memorial $150
Special one-payment categories are: Life $125
AdVance payment for 2 or 3 years is welcome, helping to reduce costs.
Please make checks payable to: Rutland Historical Society
and send to: Treasurer
62 Ormsbee Ave., Proctor, VT. 05765
Manuscripts are invited; address correspondence to the Managing Editor.
Editor: Michael L. Austin
Managing Editor: Jean C. Ross
Copyright © 1986. The Rutland Historical Society. Inc.
RUTLAND HISTORICAL SOCIETY
101 Center Street
Rutland, Vermont 05701
ADDRESS CORRECTION REQUESTED
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