TOC Wood Rim Makers Info

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More Louis Rastetter & sons

LOUIS RASTETTER.

In the death of the honored subject of this memoir, on the 9th
of February, 1898, there passed away another member of that group
of distinctively representative business men who were the leaders
in inaugurating and building up the industrial and commercial in-
terests of Fort Wayne and Allen county. Greater fortunes have been
accumulated here by others, but few lives furnish so striking an ex-
ample of sound business principles and safe conservatism as does his.
The story of his success is not long nor does it contain many excit-
ing chapters, but in it lies one of the most valuable secrets of the
prosperity which it records ; his business and private life are replete
with interest and incentive, no matter how lacking in dramatic action.
It is the record of a noble life, consistent with itself and its possibilities
in every direction.

Louis Rastetter was bom in Baden, Germany, on the 31st of
May, 1834, and was the son of Andrew and Anna Mary (Sutter)
Rastetter. He was educated for a teacher by his parents, but his
inclinations led him to learn the machinist's trade. At the age of
twenty years he came to America and landed in New York, unac-
companied by any relatives and without so much as even a friend in
the new land. He was fortified against hunger and want only be-
cause of his energy and pluck, as he had but fifty cents in his pocket
when he landed in New York. However, he had wdl learned the
machinist's trade in his native land and could command a good posi-
tion if opportunity but favored him. After marly trials and tribula-
tions such as a raw country lad, unable to speak the native tongue,
is bound to have in a strange country, with neither relatives nor
friends to guide him, he finally arrived at Rochester, New York,
having worked his way as a coal shoveler on an Erie Canal barge.
His ability as a machinist was promptly recognized at Rochester,
where he remained two years, going from there to Buffalo, where
he worked one year, from whence he came to Fort Wayne. Here
he found employment at the old Wabash shops and, by working
diligently and practicing rigid economy, accumulated sufficient means
to enable him to take a trip to Germany in November, 1859, to visit
his parents. Returning to this country in June, i860, he resumed
his position in the Wabash shops. However, being of a self-reliant
nature and possessed of an honest faith in his own ability to succeed,
he started in business for himself and set up a small machine shop
on West Jefferson street, near the corner of Harrison street. It was
in this shop that he constructed the clock which graced the toAver
of the court house which was demolished in 1900. For forty odd
years that clock ticked the seconds into minutes and tolled the hours
into days. His son, W. C. Rastetter, who purchased the clock at
the time the court house was demolished, says the clock is in good
condition and will run for forty odd years more. Many of the older
inhabitants of Fort Wayne will remember when, many years ago, the
first steam fire engine was added to the volunteer fire department.
The first man to operate this engine was Mr. Rastetter, who was
chosen because of his thorough mechanical ability, and his services
afterwards proved very valuable to the communit)^

Mr. Rastetter conducted his small machine shop on Jefferson
street until 1870, at which time he accepted the position of master
mechanic in the wheel works then conducted by N. G. Olds. Here
he remained until the fall of 1876, when, with two associates, he went
to Lima, Ohio, and established the Lima Wheel Works, engaging in
the manufacture of hubs, spokes and buggy bows. At the end of
four years and a half Mr. Rastetter sold his interests to his partners
and returned to Fort Wayne, establishing himself in business in 1881
at the corner of Jefferson and Calhoun streets. The business grew
rapidly and, to secure more room, the factory was, in 1886, removed
to a larger building at the corner of Broadway and the Pittsburg,
Fort Wayne & Chicago Railway. Nine years later these quarters
also had been outgrown and the business was removed to its present
location in the two-story brick buildings on grounds covering about
two acres located on AVall, Nelson and Garden streets. Here a full
line of buggy bows and bent carriage wood work, also bicycle wood
rims, steering wheels for automobiles and other special bent wood
work is being manufactured. This is one of the most important
manufactories in Fort Wayne and the product is sold not only in
this country, but throughout the civilized world.

On the 4th of August, i860, Mr. Rastetter was united in mar-
riage to Miss Elizabeth Hauenstein, who was bom in Fort Wayne
March 2y, 1841, the daughter of John and Mary Hauenstein, natives
of Switzerland. To Mr. and Mrs. Rastetter were bom seven chil-
dren, of whom four are living, namely: William C, Helen, Charles
and Mary. Fraternally, Mr. Rastetter was a member of the In-
dependent Order of Odd Fellows, and took a deep interest in the
success of that beneficent order. The career of this honored citizen
affords an impressive example of what energy, directed and con-
trolled by correct moral principles, can accomphsh in overcoming un-
favorable environment and lifting its possessor from a comparatively
humble origin to a position of usefulness and affluence. Eminently a
self-made man, having carved his own way in the world, he ranked
with the most enterprising and successful of his compeers and won a
name and reputation which placed him among the representative
citizens of his city.

This is from The Fort Wayne Illustrated 1897

 

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H. F. Schnelker & Co

H. F. Schnelker & Co was another Lumber interest who manufactured staves then expanded into making bicycle wood rims. Oddly enough hey also produced Bicycle Ice Tires.

Like so many in his day - he had many business interests including mineral water. He also had extensive holdings in farming.

Here is a picture of their factory in New Haven Ind 1897.

Henry F. Schnelker is a native of Allen county and a repre-
sentative of one of its sterling pioneer families. He was bom in
the village of New Haven, Adams township, on the 7th of July,
1854, and is a son of the late Bernard and Mary G. Schnelker.
His father was a prominent and influential citizen of New Haven,
where he founded the cooperage plant of which mention is made in
this context, while he continued to be identified with the enterprise
involved until the time of his death. Henry F. succeeded to his
father's interest in the business in 1872, and has since been manager
of the undertaking. He was reared in New Haven, where he se-
cured his early educational discipline, which he effectively supple-
mented by a commercial course in Notre Dame University, at
South Bend, Indiana. In politics he is a stanch advocate of the
principles of the Democratic party, and both he and his wife are
communicants of St. John's Catholic church, in New Haven. He
is a member of the Knights of St. John, and has passed the various
official chairs in the society, while he has also been a delegate to its
conventions.

On the 25th of June, 1878, was solemnized the marriage of Mr.
Schnelker to Miss Alice J. Allen, who was born in New Haven,
this county, on the 2d of February, i860, being a daughter of John
Allen, who died while in service as a Union soldier during the war
of the Rebellion. Mr. and Mrs. Schnelker have four children,
namely : Mary Bernedette, the wife of Clement P. Becker, of New
Haven, and Anna Erine, Nobert Bernard and Benion Julian.

Here is what they had to say about his water.....

Concerning the Blue Cast Magnetic Springs Company, of which
Mr. Schnelker is president and manager, we may consistently quote
from the attractive little brochure issued by the company: "The
great tonic and curative effects of the Blue Cast Magnetic Mineral
Springs have been known for many years, and multitudes of people
have at one time or another repaired thither to enjoy a draught of
the refreshing and exhilarating waters. The popular endorsement
of the waters is amply justified by the searching technical analysis
of their properties which has been made by well known and eminent
chemists. The official analysis establishes beyond a shadow of doubt
that the Blue Cast magnetic mineral water not only possesses re-
freshing and tonic qualities which peculiarly fit it for general table
use, but that it is also nature's own remedy for many of the common
ailments. The recommendations of distinguished physicians bear
out the chemical analysis and conclusively prove the beneficial effect
of these waters in kidney, liver and bladder troubles; acidity of the
stomach, jaundice, indigestion, dyspepsia, nervousness, biliousness,
water brash, chronic constipation, dizziness, vertigo, cystitis, neph-
ritis, Bright's disease, gout, gravel, rheumatism, uric-acid diathesis,
diseases of the skin, urethritis, diabetes, etc."

This is information on the plants themselves....

The cooperage plant in which Mr. Schnelker is an interested
principal, in New Haven, has a capacity for the output of fifty
thousand staves daily and three thousand sets of heading in the
same time. Employment is given to sixty-five men in the mill,
while the entire corps demanded in carrying on the enterprise is
about eighty. This business was founded before the war of the
Rebellion by the firm of McKendry & Schnelker, while the enter-
prise was later conducted in turn under the firm names of Hall,
Schnelker & Company; J. Begue & Company; Indiana Stave Com-
pany, for five years; H. Schnelker Company, eight years, while in
1872 the present title of H. F. Schnelker Company was adopted,
the enterprise having been successfully carried forward under this
name during the intervening years. The company formerly con-
trolled three large plants and gave employment to two hundred and
fifty men, but the present finely equipped plant handles a large vol-
ume of business and is managed in a conservative way. The com-
pany also has a plant of about the same capacity as that in New
Haven at Payne, Ohio, on the line of the Nickle Plate Railroad,
the same having been established in 1881. The aggregate output of
the two plants represents about one hundred and fifty thousand
dollars annually, the products being sold principally in carload
lots. The investment now stands at about eighty-five thousand
dollars, and all this stands as the legitimate outgrowth of the enter-
prise. For the past thirty years Mr. Schnelker has owned and
operated a fine farm of three hundred acres, in Maumee township,
while forty-five acres of the tract are devoted to the growing of a
variety of fruits. On the place special attention is given to the
breeding of Hereford cattle, an average herd of thirty breeding cows
being maintained and all being registered stock, while exhibits are
made in the various state and county fairs, expositions, etc. The
cattle are sold principally in Texas and Nebraska, for breeding
purposes, and Mr. Schnelker recently sold to one man in the latter
state fifty-nine head of his fine Hereford stock, the purchase being
made with the purpose of improving the grade of the western herds
of cattle. For many years the subject has sold bulls to the famous
Farwell ranch, in Texas. Considerable attention is also paid to the
raising of standard-bred horses, and the fine estate is operated under
the title of the Schnelker Farm Company, the same being incor-
porated under the laws of the state, with Mr. Schnelker as manager
and chief stockholder. The farm is one of the finest in the county,
having fine improvements, including a very extended system of tile
drainage, installed at a cost of more than three thousand dollars,
while the fine stock barn has a capacity for the accommodation of
one hundred head of cattle. Mr. Schnelker has been identified with
stock breeding for fully a quarter of a century, and his farm has a
high reputation in this line.

Capital in Company at the time

 

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One of the Schnelkers who had an interestin H. F. Schnelker & Co

 

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The Dann Bros & Co - New Haven

Like so many before - these guys started as manufacturers of carriage woodwork in 1858. They then moved with the market and started to apply their skills to bicycle rims, bars and guards. They quickly moved on to the automobile when they saw their competition doing the same. Their factory was located at 80-86 Franklin st. John A Dann was President of the company.

From the wheel 1897

In addition to the makers of finished carriages, New Haven had a number of large factories that specialized in particular types of carriage components, relying on the carriage makers to buy their product and incorporate it into a finished vehicle. W. and E. T. Fitch, for example, which moved from Westville to East Street in 1853 to be close to the carriage makers, operated a complex of foundries making cast brass and iron items. The New Haven Wheel Company, started by Zelotes Day in 1845, mechanized the manufacture of wagon to the point where by 1876 its factory was turning out 400 sets of wheels a week, selling them not only to local carriage builders but also marketing them throughout the United States and even exporting wheels to Australia, Latin America, and Europe. Other prominent suppliers in New Haven included Dan Brothers & Company, which made seats and other carriage woodwork starting 1858

 

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Shepards Patent

H G Shepards patent. - He was a wizard at bending wood in the day and invented many machines that were used in the industry. He also was a keen historian.

No. 538,541. Patented Apr. 30, 1895.

9 H Z 4 J I f i? "i il ifl Z g? UNTTE STATES HARVEY SHEPARD, OF NEW HAVEN, CONNECTICUT, ASSIGNOR TO H. G. SHEPARD 85 SONS, OF SAME PLACE.

METHOD OF MAKING WOOD EN RIMS FOR BICYCLE-WHEELS.

SPECIFICATION forming part of Letters Patent No. 538,541, dated April 30, 1 895.

Application filed December 22, 1894- Serial No. 532,707. (No model.)

To all whom it may concern.-

Be it known that I, HARVEY G. SHEPARD, of New Haven, in the county of New Haven and State of Connecticut, have invented a new 5 Improvement in Methods of Making Wooden Rims for Bicycle-Wheels; and I do hereby declare the following, when taken in connection with the accompanying drawings and the letters of reference marked thereon, to be a IO full,clear, and exact description of the same, and which said drawings constitute part of this specification, and represent, in-

Figure 1, a plan view of a blank rim-strip, such as may be employed in carrying out my improved method; Fig. 2, a view thereof in transverse section; Fig. 3, a plan view of the molded rim-strip; Fig. 4, a view thereof in transverse section; Fig. 5, a plan view of the filling-strip; Fig. 6, a view thereof in transverse section; Fig. 7,a view in transverse section showing the filling-strip in place in the concave outer face of the rim-strip, and also showing the metal binding-strip which is employed for holding the filling-strip in place during the operation of coiling; Fig. 8, a view showing the molded rim-strip and the fillingstrip after they have been coiled; Fig. 9, a broken plan view showing the abutting ends of the molded rim-strip after the same has o been coiled and the filling-strip has been removed; Fig. 10, a similar view showing the said ends after their outer faces have been recessed; Fig. 11, a view in longitudinal sec-- tion showing the blank joint-piece inserted into the said recesses; Fig. 12, a similar view showing the joint-piece after it has been finished by cutting it away to conform its outer face to the concave outer face of the rimstrip; Fig. 13, a view of the joint-piece and rim-strip on the line a b of Fig. 12.

My invention relates to an improved method of making wooden rims for bicycle-wheels, the object beingto produce at acomparatively low cost for manufacture, a rim of superior 5 strength and durability.

With these ends in view, my invention consists in a method comprising certain steps which will be hereinafter recited and pointed out in the claims.

5 In carrying out my invention, I first take a blank strip A, of suitable length, and size in cross-section, and mold the same in a molding-machine of any approved construction for producing the molded-strip B, which, as seen in Fig. 4, has a convex inner face I), and a 5 concave outer face I). I do not, however, limit myself to molding the strip in the exact form shown, as both its inner and outer faces may be varied in shape, though theinner face of the strip will always be convex in general form, and the outer face concave. Within the long concavity b which extends throughout the length of the strip, I place a filling strip 0, corresponding to the length of the molded strip B, and to the blank strip A, having its 6-, inner face convexed to conform to the concave outer face of the molded strip, and having its outer face made flat, and so as to be fiush with the outer edges of the molded strip, when in placetherein,asshownin Fig.7. The molded and filling strips thus combined, are then subjected to a coiling operation, which is effected in any suitable machine, such, for instance, as shown in the application made by me under date of May 14, 1894, and serially numbered 511,161, patented January 29, 1895, No. 533,236. I do not limit myself to using that particular coiling or bending apparatus, but it is well'adapted for the carrying out of my invention. l/Vhether I use that apparatus or not, I shall preferably employ acoiling form D, having its outer periphery recessed to conform to the convex inner face I) of the molded strip; such a form as indicated in Fig. 7. I shall also, by preference, preparatory to coil- 8 ing the two strips, bend them upon a segmental bending forin D from which they will be drawn directly onto the main coiling form, D, and which is shown in cross-section in Fig. 7. Afterthe coiling operation has been completed, the filling strip is removed from the concaved outer face of the molded strip, the ends of which are then in abutment, as shown in Fig. 9.

It will be understood that the filling strip 5 is used over and over, and that its function is to prevent the molded strip from buckling orsplitting during the operation of coiling, at which time thefilling strip is held in place in the molded strip by means of the long sheet-metal binding strip D employed in coiling, and indicated in cross section in Fig. 7. After the molded strip has been coiled, its ends are joined in any suitable manner, but preferably as shown in Figs. 10 to 13 inclusive. In joining the ends of the strip as shown in those figures, each end of the strip has a tapering recess A formed in it, as shown in Fig. 10, these recesses aligning with each other, being deepest at their outer ends, and gradually tapering both in depth and width as they extend inward, and until they merge into the bottom of the concavity b in the outer face of the strip. A blank jointpiece E, is then placed over the abutting ends of the molded and coiled strip, its lower face being conformed in curvature to the recesses A A, which it fills. This blank joint piece is firmly glued into the recesses, and after the glue has dried, it is worked down, as shown in Figs. 12 and 13, until its outer surface eX- actly coincides with the concave outer face of the strip. The finished joint'piece E therefore is concavo-convex in cross section, thickest at its middle portion, and tapers in thickness and width from its center each way to its ends.

It will be seen that a bicycle-rim produced in accordance with my improved method, is molded before it is coiled, and before its ends are joined, whereas ordinarily the blank strip is coiled, after which its abutting ends are joined, after which the molding is done. Obviously the molding may be done to greater advantage when the stock is in the strip, than after it has been coiled.

It will be understood, of course, that I do not limit myself to any particular instrumentalities for carrying out my improved method, although those shown in my application previously referred to are well adapted thereto. Nor doI limit myself to molding the strip exactly in the form shown, nor to employing the joint shown and described, although that joint I prefer to use. I would therefore, have it understood that I do not limit myself to the exact construction set forth, but hold myself at liberty to make such changes as fairly fall within the spirit and scope of my invention.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-- 1. A method of making wooden rims for bicycle-wheels, consisting in first molding the rim-strip into concavo-convex or substantially concavo-convex cross section, then filling the concave outer face of the strip with a long filling strip, then combining the said rim and filling strips with a sheet-metal binding strap which engages with the fiat outer face of the filling strip, then coiling the combined rim and filling strips and strap upon a form which is recessed to receive the convexed inner face of the rim-strip, then removing the filling strip from the rim strip and joining the ends of the latter, substantially as described.

2. A method of making wooden rims for bicycle Wheels, consisting in molding the rim strip into concavo-convex or substantially concavo-convex cross section, then filling its concaved outer face with a filling strip, then combining the said rim and filling strips with a sheet-metal strap which is placed against the flat outer face of the filling strip, then coiling the rim and filling strips and strap, then removing the filling strip from the coiled rim strip, then forming recesses in the ends of the rim strip so as to extend below the concavity in the outer face thereof, then joining the said ends by the insertion of a joint-piece into the said recesses, and then cutting away the jointpiece to conform to the concaved outer face of the strip, substantially as set forth.

In testimony whereof I have s gned this specification in the presence of two subscribing witnesses.

HARVEY G. SHEPARD.

Witnesses:

' FRED O. EARLE,

GEO. D. SEYMOUR.

 

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Letter from H G Shepard

This was a letter from H G Shepard article written to him by Mr. Bailey about his Patents and methods of wood bending in the Carriage Monthly Magazine.


History of Wood Bending—Continued.

BY S. R. BAILEY, AMESBURY, MASS. The following Is a continuation of H. G. Shepard's Interesting article

I urged him to write something concerning the subject, and we are pleased now to present Mr. Bailey's interesting contribution In the form of a letter addressed to Mr. Shepard. It was our intention to publish this second article In the May number of The Carriage Monthly, but we were disappointed, owing to Mr. Bailey's Illness, which prevented bis earlier attention to the matter.

S. R. Bailey & Co., Inc.
Manufacturers Of Carriages And Electric Vehicles.
Amesbury, Mass.,
August 27, 1908.

H. G. Shepard, New Haven, Conn

Dear Sir:

I have never been very prompt in my correspondence, and quite often negligent, and I think, perhaps, I have lost good friends by not answering letters. It has punished me more than it has them, for no one values his friends more than I, and in this case, in negligence, morbidness and dreading the thought of picking up this wood-bending history, I have even exceeded myself. This, to you, I think, is the climax of all my previous doings in this respect, but I certainly hope you will forgive. I know it was more as a favor to me than what I could contribute. I felt flattered by it, and certainly meant to have reciprocated by being prompt. I will write you a rambling letter, just as it comes to me, and if you can pick out anything that is of any use for your history, I shall be surprised and pleased.

You ask me, in the beginning, to tell you something about the wood bending in the '50's. I was born in '38, consequently I was quite young, in the early 50's at least. As we lived six miles from railroad and telegraph, I was pretty well buried in the country until I was twenty-seven or eight years old and I didn't -have much chance to see what was being done. In our town, we had no factory of any kind or machinery, except a grist mill and an old up and down saw mill and one carriage maker, by the name of Boynton. I used to loaf around his shop when I was young, and I remember seeing him try to bend carriage rims and sleigh runners without straps, and other kinds of bending, and you know the result.

The consequence of my hanging around Mr. Boynton's shop and what I saw there shaped my career, and father provided me with a shop before I was seventeen, fitting it up out of an old church. My struggles trying to bend sleigh runners without straps very soon set me to studying on the double-bend problem, the difficulties of which no one knows better than you, although it seems very simple to us now. I moved from this small village. East Pittston, Me., to Bath, Me., where I fitted up another church into a carriage shop (and perhaps it might have been the influence which hung around those buildings which accounts, in a measure, for my churchly tendencies since), the city of Bath discounting one-half its value to encourage the enterprise, which is more than I have ever had done for me since by any town and almost, I think, more than by any individual. But, as is usual in the case of carriage business, I was soon short of money and was glad to take a partner in, who had plenty of cash and cussedness, but nothing else. While there, I conceived the idea of bending timber over steam-heated forms. I succeeded so well, after many trials, that I concluded to go into the shaft-bending business, and went West and found a man to get out strips for carriage shafts and send them to Bath. The most of our timber came green and i found hot moulds almost indispensable, as I could remove the stock twice a day, instead of twice a week, as was the case with the cold mould in winter with green stock.
Passing over the details of the trouble which I had to encounter in perfecting the arrangement, I finally succeeded in producing moulds for the heel and the side bend, all on steam-heated forms, by the use of which I could set the timber three times a day with the green, and every forty-five minutes with the dry. This innovation almost controlled the shaft business. On account of disagreement with my partner in the matter of demands made upon me, we dissolved partnership, and I found employment with E. A. & O. S. Gillett, in Boston, at a salary of $2,000 a year, which seemed to me then a princely sum for a countryman. I moved to Boston and remained with them two years and a half. On account of the hot moulds and other devices which I introduced, I became valuable to them, as these revolutionized their process so far as shaft and wood bending was concerned, they being manufacturers and dealers in bent carriage wood work, with a very large business. They increased my salary and afterward bought my patents, paying me well for them, as I thought at the time. They have continued in their use since, being very successful in their business and collecting large sums in royalties on the patent.

The first good timber bending that I ever saw was wagon rims, especially the heavy ones, which were an amazement to me, and I didn't have the mystery solved until I saw a Blanchard rim bender, which was made by James Blanchard, whom we all are glad to acknowledge as the father of wood bending in this and, I think, in all other countries. The second wood-work bending was at Dann Bros., New Haven, which was then far in advance of anything done before, so far as I knew. The next was the wonderful, unexcelled work done by yourselves, H. G. Shepard & Son, which, in my opinion, has never been excelled, if equaled.

Soon after coming to Boston, the Gilletts had a great demand for double-bent express wagon shafts and poles and, up to that time, they had never been bent commercially, except by splitting them up in the center, to prevent their breaking, not knowing how to use straps on the double bend, owing to the difficulties in the process. Mr. Gillett wanted me to see if I could study up some way to bend them solid, in one piece, and I didn't know any better way than to attempt it. Having once undertaken the job, I was determined to carry it through, and no one knows better than you the difficulties I had to encounter. James White, a wealthy gentleman and one of the partners of Gillett & Co., like all other moneyed men, was discouraged because I didn't "get there" quick enough, and came to me with the doleful consolation that smarter men than myself had failed in that, mentioning James Blanchard, and that it was no use for me to try and that it was a waste of money. I don't think that James Blanchard ever tried it persistently, or he certainly would have accomplished it, but, at any rate, it was a cooler for me, coming from one of my employers. However, I was successful, and the process was immediately adopted and is, to this time, almost universally used in most of its principles.

About this time, which was just before the Centennial Exhibition, Mr. Gillett brought John W. Griffiths into the shop, who claimed that I was infringing on his patents, and notified Mr. Gillett to stop using the invention. Griffiths was the man who sold to the United States Government, for a large amount, the process of bending ship timber, which, in my opinion, was one of the biggest of the grafts in those days. He used for rotary work a Blanchard rim bender, laid down, and without its best features, that of a track on which the timber was drawn forward toward the mould and without any devices for raising or moving this track toward the center of the revolving mould to accommodate it to different sizes of forms. It was entirely incomplete and useless and proved an entire failure, so far as rotating moulds are employed. This machine was set up and a building built for it by the Government in Charlestown NavyYard. Griffiths so terrified my employers that they allowed him to come in with an artist and make a drawing of my machine in every detail. (By the way, I was never able to find any patents that in any way conflicted with mine, in my subsequent patent application.) He afterward had cuts made from the drawing, produced a machineexactly like mine, and exhibited it at the Centennial Exhibition, in Philadelphia, as his own. This appears on the circular reproduced below, which shows it with double-bend forms in position, but is made for universal timber bending. Of course, I made some trouble for him in Philadelphia and said what I would be apt to say in such a case, and he never seemed inclined to take it up.

 

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Dann Bros Patent

They had their own Patent by John A Dann assigned to the Dann Bros in 1896

J. A. DANNE WHBEL RIM.

No. 555,306. Patented Feb. 25,1896.

UNITED STATES PATENT OFFICE.

JOHN A. DANN, OF NElV HAVEN, CONNECTICUT, ASSIGNOR TO THE DANN BROS. d: COMPANY OF SAME PLACE.

WHEEL-RIM.

SPECIFICATION forming part of Letters Patent No. 55 5,306, dated February 25, 1896.

Application filed March 14, 1895 T all whom it may concern.-

Be it known that 1, JOHN A. DANN, of New Haven, in the county of New Haven and State of Connecticut, have invented a new Improvement in lVheeLRims; and I do here by declare the following, when taken in connection with the accompanying drawings and the letters of reference marked thereon, to be a full, clear, and exact description of the same, and which said drawings constitute part of this specification, and represent, in-

Figure 1, a view in side elevation of a wheelrim constructed in accordance with my invention; Fig. 2, an enlarged broken plan view showing the joint of the said rim; Fig.

3, a corresponding reverse plan view of the joint; Fig. 4C, a view of the joint in central longitudinal section on the line a b of Fig. 2 Fig. 5, aview of the rim in cross-section on 2o the line a d of Fig. 1; Fig. 6, a view in transverse section through the joint on the line cf of Fig. 4:.

My invention relates to an improvement in wooden rims for that class of wheels which are provided with pneumatic tires, and chiefly used on bicycles, the object being to produce at a comparatively low cost for manufacture a simple, strong and durable rim composed of a single piece of wood.

3o lVith these ends in view my invention consists in a wheel-rim having certain details of construction, as will be hereinafter described and pointed out in the claims.

In carrying out my invention I employ a concavo-convex strip A, of suitable tough wood, such as hickory, elm, or the second growth of ash. The particular form of this strip in cross-section will vary according to the character of the wood employed, and also according to the character of the pneumatic tire which is to be placed in the concave exterior face of the rim. One end of the strip is formed with a single spoon-like tongue A, tapering both in thickness and width from its inner to its outer end, its greatest thickness, which is at its base, being less than the thickest part of the rim in cross-section, and its greatest width, which is also at its base, being less than the greatest width of the rim in 5'0 cross-section. The other end of the strip is constructed with a groove A which corre- Serial No. 541,750. (No model.)

sponds in all of its dimensions to the dimensions of the tongue A before mentioned, the open out-er end of the groove being the thickest and widest, the groove thence tapering in 5 5 both dimensions toward its inner end. should also mention that the tongue A is concavo-convex in cross-section, its concave outer face conforming to the curvature of the concave outer face of the rim, and its convex 6o inner face conforming in curvature to the bottom of the groove A so that when the tongue A is in place in the groove A the concave outer face of the rim will be continuous.

The concave inner face of that end of the strip on which the tongue is located is preferably cut away to form a shoulder a, as shown in Fig. 4, and against this shoulder the edge a of the grooved end of the strip is abutted, and by preference the shoulder is undercut and the end of the strip correspondingly beveled, as shown in the said figure, although this is not necessary.

I may, if preferred, form a transverse shoul- 7 5 der a at the extreme inner end of the recess A the contour of which it follows, and adapt the end of the tongue, as at a to abut against the said shoulder a as also shown in Fig. 4.

I do not, however, limit myself to forming the shoulder a to provide an abutment for the outer end of the tongue A.

By reference to Fig. 2 it will be seen that the line on which the tongued end of the strip fits into the grooved end thereof lies entirely within the outer face of the rim, and will be covered and protected by the pneumatic tire, and that the exposed line of juncture, Where the grooved end of the rim abuts against the shoulder of the other end of the rim, extends 9o transversely across the inner face of the rim, as shown in Fig. 3, and is therefore the shortest possible line of juncture conceivable. In my improved rim, therefore, the least possible opportunity is given to the moisture to 5 work into the joint. Furthermore, as I employ only one tongue, I avoid cutting or slivering the wood and secure great strength and at the same time a large uniting-surface.

I would also call attention to the fact that on account of the peculiar form of the tongue and groove of my improved joint they virtually constitute a lock for holding the ends of the rim from being laterally displaced or twisted apart.

I am aware that it is old to make wooden rims from a single strip of wood, and also that lap-joints are old in rims of this class. I am further aware that jointed rims of concavoconvex crosssection are old. I do not, therefore, claim either of those constructions broadly, but only my particular construction.

Having fully described my inventiomwha-t I claim as new, and desire to secure by Letters Patent, is

1. A wooden rim for pneumatic-tired vehicle-wheels, the said rim being composed of a single long strip of wood concavo-convex in cross-section, having one of its ends constructed with a single, broad, concavo-convex, spoon-like, integral tongue, extending beyond the said end, gradually decreasing in width and thickness from its inner end or base to its outer end, and the other end of the said strip being constructed with a single, concave groove setting below the concave outer face of the rim-strip, gradually decreasing in width and depth from its outer end inward, and corresponding in shape to the shape of the said tongue, whicl1,when it is in place in the groove lies entirely within the edges of the finished rim with its concave outer face concentric with the concave outer face thereof, and the tongued end of the strip having an exterior transverse shoulder formed at the base of the tongue, and the grooved end of the strip being adapted to abut against the said shoulder, substantially as described.

2. A wooden rim for pneumatic-tired vehicle-wheels, the said rim being composed of a single, long strip of wood, concavo-convex in cross-section, having one of its ends con structed with a single, broad, concavo-convex, spoon-like, projecting, integral tongue, gradually decreasing in width and thickness from its inner end or base to its outer end, and the other end of the strip being constructed with a single, concave groove setting below the concave outer face of the rim-strip, gradually decreasing in depth and width from its outer end inward, and corresponding in shape to the shape of the tongue,which,when it is in place in the groove, lies entirely within the edges of the finished rim with its concave outer face concentric with the concave outer face thereof, and the tongued end of the strip having a transverse shoulder formed at the base of the tongue against which the grooved end of the rim-strip abuts, and the grooved end of the strip having a shoulder located at the inner end of the groove, and adapted to form an abutment for the extreme end of the tongue, substantially as set forth.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

J OHN A. DANN. Witnesses:

J. H. SHUMWAY, FRED O. EARLE.

 

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The Keene Wood Rim Co.

I have some more research on these guys but will post this and add to it at a later date.

 

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Sate of Maine Wood Rim Co.

I have more Research on this rim Company and will add more information later.

 

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Tucker Bicycle Woodwork Co

COL. JAMES B. TUCKER, a prominent citizen of Sidney, 0hio., and one of the city's leading manufacturers, is president, treasurer and general manager of the Tucker Woodwork Company, one of the largest business enterprises of this section. He is a native of Kentucky, a son of Thomas M. and Mary B. Tucker, the paternal line belonging to Southern Indiana and the maternal to Kentucky.

Colonel Tucker received his primary education in private schools and when he reached the proper age, entered DePauw University at Greencastle, Ind., where he was graduated with the class of 1886. He then engaged in the drug business for two years at Mt. Sterling, Ky. In the early nineties he located at Greencastle, Ind., where he organized the Greencastle Manufacturing Company, for the making of bicycle wood rims, but his factory was destroyed by fire in 1897. He then erected a temporary factory at Roachdale, Ind., where he continued his manufacturing until the completion of a new factory, at Urbana, O., and to that place he removed with his family in 1898. Again his plant was destroyed by fire, a conflagration taking place October 17, 1902. Colonel Tucker was not discouraged, however, but began prospecting for a new factory site, finding it at Sidney, where he located his new buildings and opened for business in 1903. The product of the factory, bicycle, sulky and automobile rims, is shipped to various points both at home and abroad and employment is given to from sixty to 140 men. His present plant consists of two buildings of brick construction, with dimensions of 60x200 feet, one of these being two stories and the other three stories in height. Colonel Tucker has devoted his life as a business man to manufacturing. He is largely a self-made man, at the beginning of his career starting out on borrowed capital, but it was entirely safe, as he is possessed of that something which is known as business sense and has always been successful despite the losses he has sustained through accident.

Colonel Tucker married Miss Amelia Langdon, a daughter of Daniel Langdon, of Greencastle, Ind., and they have had two children Harold L. and Grace, the former being in school and the latter being deceased. The residence of Colonel Tucker, which bears the name of Bonyconnellan, is the handsomest residence in the county.

J. B. Tucker formed the Tucker Woodworking Company in 1903 and took over the school furniture building. His company manufactured bended wooden products such as bicycle wheels and steering wheels. It was the second largest business of its kind in the country. Mr. Tucker also purchased the Bonnyconnellan Castle after the Loughlins lost it in a foreclosure proceeding. Following the abrupt death of Mr. Tucker, the Mull Woodworking Company occupied the site. It is the present day home of Sidney Manufacturing Company on North Main Avenue.

Mr Tucker seems to have benefited from his friends misfortune with both his factory and his home.....Mr John Loughlin built the home which to this day is known in Sidney as "the castle". It was built in the mid 1880’s and is located on the top of the hill on Walnut Avenue. It is 5,118 square feet and includes a 30’ x 50’ brick carriage house. He named it Bonnyconnellan and patterned it after a castle of that name situated near the estate of a friend who lived in the vicinity of Cork, Ireland. It was this friend who suggested the name for the home and to this day it adds charm and history to our community. In 1891 the original school desk plant was destroyed by fire. However, it was immediately rebuilt of brick. In 1901 Mr. Loughlin sold the company to J.B. Tucker who later also bought Bonnyconnellan. Unfortunately, just a few years later the school furniture factory went out of business.

Mr Loughlin's castle - was patterned after a castle of that name situated near the estate of a friend, in the vicinity of Cork, Ireland, who suggested the very appropriate name for the American home. In politics Colonel Tucker is a republican. He is a member of the Sidney Commercial Club, a member of the Fellow Craft Club of Detroit, Mich., the Toledo Club, Toledo, O., and formerly was a member of the Columbia Club of Indianapolis, and was active as a committeeman when the new buildings were erected there. He has always believed in life insurance and is one of the largest policy holders in Shelby and perhaps in adjoining counties. He carries more than $100,000, and has one policy of $50,000 in the Northwestern Life Insurance Company. He stands high in citizenship at Sidney and is a leading factor in both business and social life, has ever been liberal in his contributions to charity, and his high sense of justice has made him companionable with all classes.

J. B. Tucker, of Urbana, Ohio, came to Sidney in 1901, and bought out the Loughlin plant, in which the manufactures had been varying rather unsuccessfully, and converted the shops to the exclusive manufacture of bicycle rims. This line advanced so rapidly that it soon became known as one of the most successful of its class in a large district, and was second to no industry in Sidney for a time. The average production was 1,000 rims per day. The factory was known at this time as the Tucker Bending works. Auto manufacture becoming a leading consumer of bent work about this time, the change in the tide was met by the immediate change of a part of the plant to the manufacture of steering wheels, a department which grew so rapidly as to absorb almost the entire capacity of the factory. At this juncture, when at the top crest of success, Mr. Tucker's death occurred, and while the work of the establishment never stopped, being carried on during the (page 466) re-adjustments and sale of the property, by old line employees and department heads, the plant was taken over by a new company, and is now the Mull Wood Work company.
Mr. Edward B. Mull, president and general manager, came to the new company with the distinction of being the oldest man in length of service in the employ of the Willys-Overland people. The other officials of the company are Mr. Royal Scott, vice-president; Mr. Floyd G. Hutchins, secretary and treasurer; and D. R. Shelton, cashier, the latter retiring from five years service in the First National Exchange bank, of Sidney.
When Mr. Tucker undertook the manufacture of steering wheels only three manufactories of this commodity were in existence in the United States, and the Sidney plant has since become the second largest, in production, of them all, with business growing in pace with that of auto building. The plant is now increasing its capacity at top speed to meet coming emergencies. Two of the old and trusted department heads who came to Sidney with Mr. Tucker are still valued employees of the new company.
In 1883, a branch of the New York Spoke works was set up in Sidney, under the firm name of Crane & McMahon, with James O'Neill as the local manager. Rapid manufacture of spokes from second growth white oak was the object, and after the abundant supply subsided, the plant moved on.

Here is a picture of the building he used for manufacturing in Sidney Oh

The leading industrialists all had multiple interests in bicycle parts..... this included David Troxel - of troxel bicycle seat fame. he was a VP in this company.

In addition to his position as head of the Troxel Manufacturing Company, he is a director in the National Bank of Elyria, is vice president of the Tucker Woodworking Company at Sidney, Ohio, and a director and stockholder in a number of other enterprises at Elyria and elsewhere. He is one of the active members of the Elyria Chamber of Commerce.


Numerous parts for automobiles were produced in Sidney, Ohio including Tucker. When the Anderson-Frazier Wheel partnership dissolved, James Anderson purchased the assets, and subsequently formed the Anderson Body Company. The firm made wooden steering wheels, automobile bodies, and associated parts for autos. It occupied the former Maxwell Mill site west of the Miami River, where Shelby Manufacturing now stands on Adams Street. The Tucker Woodworking Company’s wood products were used for invalid chairs, punching bag rims, bicycle wheels and automobile steering wheels. The company produced 75,000 car steering wheels in 1915.