Kimballs of New England

  KIMBALLS OF NEW ENGLAND

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Summarized from A History of the Kimball Family In America From 1634 to 1897…
by Leonard Allison Morrison
published by Damrell & Upham, Boston 1897.

For almost three hundred years there were Kimballs at work as wheelwrights, blacksmiths, or in some other way involved with making wagons, sleighs and carriages.

It all began when Richard Kimball, a wheelwright, stepped ashore in America with his young family from the ship “Elizabeth” on April 30th, 1634. He settled first at Watertown, Massachusetts Colony, a few miles west of Boston, and was proclaimed a freeman there in 1635. On February 3rd, 1637, Kimball moved to Ipswich and was given a house lot and other privileges on becoming the town wheelwright. The town records show that he was granted the right to fell white oak trees as needed for use in his trade.
Richard’s son, Thomas Kimball, was just a year old when the family arrived in America and in due course he learned his father’s trade. He moved to Bradford on the Merrimac River about 1666 and married a Mary Smith by whom he had several children. The Kimballs were to remain in Bradford for several generations. Francis, great grandson of Thomas Kimball, was born there in 1742 and became a wheelwright, blacksmith and farmer.
Peter, son of Francis, was the sixth generation of Kimballs to follow the craft of wheelwright. His son, Peter the second, was also brought up in the trade. He married Lucy Baker and on May 19th, 1793 twin sons were born to them. The twins, Peter and Porter Kimball, learned their fathers’s trade, as was customary, and acquired a lot on Hamlin’s Gore, Maine in 1815, setting up shop as carpenters and wheelwrights on the west side of “The Whale’s Back”, a kame or ridge extending from Hamlin’s Gore to Portland. Porter Kimball seems to have dropped out of the business soon afterwards and little is known of his later career, but Peter earned for himself a high reputations for the quality of his work and its durability, as described in this couplet quoted by Dr. Jefferson Gallison at a Woodstock reunion in 1890:
Peter Kimball built the cart wheelskimbal40kimbal42
By the Whale’s Back on the Gore,
Made strong sleighs once painted yellow
And they last for evermore.

Peter married Betsey Emerson on March 16th, 1816 and she bore him ten children, four daughters and six sons. All six sons played a part in the burgeoning carriage industry as though born with the accumulated experience of their ancestors and ready to serve the needs of a rapidly growing nation.

JAMES M. KIMBALL

The eldest son, James Myrick Kimball, born in 1817 in Woodstock, was apprenticed to his father and worked for him in a factory at Bridgton, Maine until 1852, in which year he moved to Portland, setting up his shop at 307 Congress Street, in partnership with Edward Clement. He then formed a partnership with his brother John C. Kimball, and last, Zenas Thompson, Jr., of Portland, ME, who was his business associate when Mr. Kimball retired in 1871, evidently wealthy enough to enjoy spending his winters in Florida. He died in May, 1892 in Portland, Maine.

CHARLES PORTER KIMBALL

kimbal28Charles Porter Kimball was Peter’s second son, born in 1825. At the age of eighteen, by agreement with his father, he moved to Bridgton to work under his brother and to get further schooling. Four years later, in 1847, Dr. Theodore Ingalls lent him 1,000 dollars to open his own carriage workshop in Norway, Maine, about ten miles from Bridgton. At first he employed only two or three workers and had the ironwork made elsewhere. The business grew and more hands were taken on. In 1850 Charles Kimball purchased a water privilege and built a new shop, 100 feet by 32 feet, three stories high. In 1852 he kimbal41established a repository for the sale of carriages in Portland, and in 1854, he moved his works to that city, at the corner of Preble and Congress Streets. The Portland business prospered, the factory was enlarged and Charles was kimbal35-1recognized as an important figure in the carriage industry. So much so that when the Carriages Builders’ National Association was formed in 1872, he was invited by his colleagues, Clem Studebaker, John W. Britton of Brewster & Co., John Green and James Goold, to be the first president. He continued in that office until 1876 when he declined re-election.
Then at the height of its prosperity, the Portland factory employed between twenty and thirty hands in regular employment with about five girls employed in trimming. Wheeled vehicles of many kinds were turned out, but the Kimball factory became most famous for its sleighs of a distinctive design, known then as the Kimball Sleigh, and more commonly, called the Portland Cutter.
C. P. Kimball accumulated a large fortune and became a pillar of the community, widely recognized for his business acumen and strength of character. He was president of the Maine Charitable Mechanics Association, surveyor of the port of Falmouth and Portland, and a city alderman. The Maine Democrats nominated him for State Governor, and, although defeated, he was nominated again in 1875, receiving on that occasion the largest vote of any Democratic Gubernatorial candidate up to that time.
In 1876 he moved to New York to be associated with Brewster & Co. in the production of fine Portland Sleighs, named the Kimball-Brewster Sleigh and shown at the Centennial exhibition. He resided in New York City for only a few months, and he was invited by Governor Tilden of New York to be the State Centennial Commissioner for the Exhibition then being Planned for Philadelphia.
In January, 1877, Charles P. Kimball and his son, Charles Frederick, started business in Chicago as C. P. Kimball & Co., a firm which became one of the leading builders of fine carriages in North America; some critics have judged their work superior to Brewsters’.

GEORGE FRANKLIN KIMBALL

kimbal44Born July 25th, 1827, George Franklin was the third son of Peter. He evidently became a wheelwright, too, and in 1854 he joined his younger brothers, Hannibal Ingallls and John Calvin at their factory in New Haven, Connecticut, making coach carvings and carriage parts.
In 1864 George Kimball started the carriage building firm of Kimball Brothers in Boston with salesroom at 112 Sudbury Street and a factory at 39/41 Beverley Street. At various times his brothers Charles P., James M., and Edwin Nelson are listed as partners.
Kimball Brothers meantime continued to prosper and in February 1874 they were reported to be keeping their men employed fifteen hours a day to cope with the demand for sleighs. That same year they had a catalogue produced in color, a great innovation in those days. The Boston Directory of 1900 lists the firm of Kimballl Brothers as builders of light and heavy carriages; in 1890 the manager is listed as F. H. Lucas, and 1905 to 1915 A. Stewart was manager.

JOHN CALVIN KIMBALL

John C. Kimball was born in 1830, he being Peter’s fourth son. He was to learn the carriage trade in New Haven. In 1853 he started a carved and plain carriages parts factory with his brother Hannibal, at 3 Mechanic Block. He later moved his factory but stayed in business until 1863. In 1859 he was granted a patent for an improved carriage top prop, and in this case the makers were C. Cowles & Co. After the Civil War , which badly hurt the carriage industry in new Haven, J. c. Kimball moved to Atlanta, Georgia to become assistant superintendent of the car department of the Western & Atlantic Railroad Company, and he remained in that city until his death in 1891.

HANNIBAL INGALLS KIMBALL

kimbal38-1The fifth son of Peter Kimball was Hannibal Ingalls, born May 16th, 1832, and presumably named for an uncle, Hannibal Ingalls, with whom he lived as a boy. He later worked in his father’s shops and with his brother at Bridgton. As mentioned above, he was in a short-lived partnership with two of his brothers in New Haven, and, after the takeover by Cooks, he became a partner in the firm of G. & D. Cook, being put in charge of sales and general management. The Cook factory was organized on new principles by which each worker was responsible for his own special part of the work, in other words, Cook’s were pioneers in the production line technique of manufacturing. By these revolutionary methods they claimed to be able to turn out one carriage a day, an unheard of output at that time, but by 1860 this had been increased to ten per day.
All orders were first examined by Mr. Kimball who made out specification sheets for each department, setting out in complete detail the work required. These were given to the departmental foremen who then became responsible for each part of his own work. More than 300 people were employed in the works by 1860.
Hannibal Kimball was also something of an inventor; jointly with George Cook he obtained a patent for a top prop for carriages.
Unfortunately, much of the Cook business was with the Southern States, and the outbreak of war caused them considerable losses from unpaid accounts. Henry Hooker and James Brewster bought out the Company’s assets and, in 1863, the Cook brothers retired from the business. The firm of Hooker, Candee & Company was formed in 1864, and the name was changed to Henry Hooker & Company in 1868. Hannibal Kimball, still a young man, traveled extensively in search of new opportunities and finally, decided to settle in Atlanta in 1866. There he was successful in several enterprises and became a wealthy man. Hannibal Kimball died in 1895 at the home of his brother Edwin in Brookline, Massachusetts.

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EDWIN NELSON KIMBALL

Edwin Nelson, born February 28th, 1840, was the youngest of peter Kimball’s sons and he, like Hannibal, learned the trade of carriage building in New Haven. When war broke out, he enlisted in the Union Army. Later he spent a year in Australia as agent for a shipping house, returning via Europe. Like many enterprising young men of this generation, he tried to find his fortune in the hills of Colorado, but gave up after some months to take a job as superintendent for the Pullman Car Company in Chicago. Some years later he joined the family firm of Kimball brothers in Boston and went to live in Brookline. Later he went into business with his father-in-law, George Cook, as successors to the fir of Hallet & Davies, piano manufacturers of Boston.

HUB October 1875
Vol. 17 No. 7 page 219
KIMBALL-BREWSTERS

Messrs. Brewster & Company, of Broome-Street, are putting up about two hundred and fifty sleighs, both two and four passenger, all of the Kimball pattern. They will be known as the “Kimball-Brewsters,” and a new circular, published in Mr. C. P. Kimball’s name, says of them:

Having removed from Maine to New-York and joined Messrs. Brewster & Company, of Broome-street, I beg to inform my friends and the public generally that I am now prepared to build my well-known sleighs at the factory, Broadway and. 47th street, under my own supervision, with all the facilities and advantages of the largest and best organized carriage manufactory in the United States. I have no hesitancy in assuring the public that in all respects I shall build sleighs, here, superior to any I have ever before produced, at prices the same as heretofore charged by me. I shall continue to use my several patented improvements, including the patent concave shoe and post clip, that I have used during past years with great success, giving to my sleighs a superiority in lightness, strength, and general excellence.
The public will bear in mind that no Kimball sleighs are now made in Maine, and that hereafter the genuine articles will all be made here, and be known as the Kimball-Brewster sleighs, and will bear the name-plate of Brewster & Co. in addition to my own.
We are kindly permitted by Mr. Kimball to publish the above representation of a two-passenger A Kimball-Brewster.” The styles of painting will be various, but generally in dark colors.

HUB October 1886 Vol. 28 No. 7 page 439-340
FURTHER TRIBUTES TO THE MEMORY OF JOHN W. BRITTON–by C. P. Kimball.
The following letter, addressed to a friend in this city by Mr. Charles P. Kimball, the well-known carriage-builder of Chicago, now resident Consul at Stuttgart, Germany, was not intended for publication, but it contains so many facts of interest to the friends of the late John W. Britton, that, with the approval of the recipient, we take the liberty of printing it in full.
Consulate of the United States of America for the Kingdom of Wurtemberg, Stuttgart, August 16, 1886.

My Dear Friend:–Ever since my return from the sad scenes of Karlsbad, I have felt it my duty to write, giving you some particulars regarding Mr. Britton’s death; but the event cast such a gloom over me–a feeling I have found it impossible to dispel,–that I have not felt equal to it until now. Mr. Britton arrived here with his family on Sunday morning, July 4th. He had been quite ill in London and Paris, from a severe cold and pneumonia, but was much better when he arrived here than I expected to see him. He remained here nearly a week, and seemed to improve every day. I spent a great deal of time with him that week, both in his room, and taking him to ride over the smooth roads. He dined with me at my home, was in my office, and seemed to enjoy life as well as I ever knew him to do; and I had great hopes that the famous waters of Karlsbad, which his London physicians had advised him to take, would fully restore him to health, as it has thousands of others.
He left here, in excellent spirits, on Saturday noon, July 10th, bore the journey well, and the next week wrote his daughter, who remained here, a very cheerful letter. But, on the 28th, a dispatch came to her that he was dangerously ill, and requesting her to come to him at once. She left immediately. On Saturday morning we received a dispatch that he was somewhat more comfortable; but on Sunday the sad news came that he was past all hope and sinking. We took the first train which left here, on Monday morning at four o’clock, and reached Karlsbad at six that night, to find that our dear old friend had laid down the cares of life that day, August 2d, at about 3 P. M.
It was a sad experience to find the grief-stricken family alone in that strange land, among entire strangers, who spoke only a strange language; and to find the devoted, faithful wife and loving daughters in the agony of their grief, alone with their beloved dead. It was our melancholy duty to try to comfort them; but we found ourselves unequal to the task. It was quite impossible to be brave, or to help mingling our tears with theirs; but we did all we could, and it will always be a great comfort to Mrs. Kimball and myself that we were there to mourn with them.
Mr. Britton, with his usual good judgment, had hired a courier in London to travel with him. He proved to be a good man; all greatly depended on him, and I think he did remarkably well. On that Monday night, at 12 o’clock, the remains of our dear friend were removed to the undertaker’s, embalmed under the skillful direction of the physician who had attended him, and the body properly prepared to be tenderly conveyed to the afflicted son and sorrowing friends in the far distant native land. After all these sad duties had been performed at Karlsbad, the family returned with us to Stuttgart, where they remained until the time to leave for Bremen, and thence sail on their homeward voyage on August 18th. Now that the family have all left here, it seems lonely and sad, yet how far short of the loneliness and sadness of the stricken wife and children! But we know that our friend is peacefully at rest.
The physician at Karlsbad told me he thought, up to the time Mr. Britton was so suddenly stricken, that he was doing well, and felt very hopeful that the waters would greatly relieve him of his old ailments. He thought all effects of his sudden cold and pneumonia had entirely disappeared. I was much pleased to hear this, as it will be a comfort to his friends to know that neither his journey hither, nor anything that he did after reaching Europe, caused or hastened his death, which was owing to apoplexy alone. He experienced the first attack on July 28th, but it was not thought to be positively fatal. On Saturday morning, the 31st, he rallied a little, opened his eyes and spoke once only; but at 3 P. M. on that day the fatal stroke came. After that he never opened his eyes or moved, but died peacefully, as one would go to sleep, in just forty-eight hours from that time.
John W. Britton was truly a great man in all the relations of life. His brain and heart were commensurate with his massive frame. He was remarkably accurate in his judgment of men, having seldom to revise his opinions respecting them. No man loved his friends more than he did; but it was impossible for him to be a friend to all, for he hated dishonesty, deceit and duplicity. He was a friend, moreover, to those in adversity, as well as to those in prosperity, and was ever ready to do all in his power to assist the needy and deserving. His advice was constantly sought, and freely and wisely given to great numbers of persons needing such aid.
The American carriage-builders have met with a great loss. He was their leader, and, for thirty years, the most prominent and commanding figure in that body of men; the one who did more to lift the American carriage-builders to the high position they now hold than any other ten men in our country. To him the Carriage Builders’ National Association not only owe a debt of gratitude for their organization, but for their continued prosperity. He was the central moving spirit. Without him their present position and success would not have been attained. The same is true of the Technical School for the education of all worthy young men in the art and science of carriage-building. He was ever ready there to give liberally of his means and of his valuable time. On that and all other progressive subjects, he was never narrow, never selfish, but always broad and liberal. I think the Carriage Builders’ National Association, in consideration of his great services to their fraternity, should, at an early day, place over his grave a substantial and fitting monument to honor and perpetuate his name and the noble traits of his character so often exhibited to their members.
He had long been recognized as a man of great prominence in the business circles of your great city; and was conspicuously known for his many virtues, both public and private. His large intercourse with men, both in social and business relations, his great executive and financial ability, his active, laborious and temperate habits, his wonderful perceptive powers and extensive reading, aided by great natural abilities, all combined to make him an able leader and a grand type of the successful, progressive business man of this age. His place cannot soon be filled.

Sincerely yours, (Signed) C. P. KIMBALL.

Bibliography

Andreas, A. T. History of Chicago. Chicago, IL : A. T. Andreas Co., 1886.
“C. F. Kimball-President of the Carriage Builders’ National Association.” Hub, October, 1893.
“C. F. Kimball’s Patent Rubber Pole Sockets.” Carriage Monthly, July 1902, p. 127.
C. P. Kimball & Co. “Brougham.” Carriage Monthly, July 1893.
C. P. Kimball. “Kimball Jump Seat Wagon.” Hub, May 1873.
C. P. Kimball & Co. “Brougham.” Hub, Oct. 1893.kimbal17
C. P. Kimball & Co. “Cabriolet” Carriage Monthly, July 1893.
C. P. Kimball & Co. “Carriage Delivery Truck.” Hub, July 1881.
C. P. Kimball & Co.”Ladies Phaeton With Rumble.” Hub, Nov. 1889.
C. P. Kimball & Co. “Light Gentleman’s Sleigh.” Carriage Monthly, Oct. 1889, Nov. 1889.
C. P. Kimball & Co. “London Buggy.” Hub, Feb. 1894.
C. P. Kimball & Co. “McFarland Phaeton.” Carriage Monthly, Oct. 1893.
C. P. Kimball & Co. “Octagon Front Landaulet.” Carriage Monthly, Dec. 1884.
C. P. Kimball & Co. “One Man Wagon.” Hub, Dec. 1879.
C. P. Kimball & Co. “Speeding Wagon.” Carriage Monthly, Oct 1889.
C. P. Kimball & Co. “Tandem Cart.” Carriage Monthly, Oct. 1889, Oct. 1893.
C. P. Kimball & Co. “Thoroughbrace Wagon With Snibil.” Hub, May 1879.
C. P. Kimball & Co. “Victoria Phaeton.” Carriage Monthly, Oct. 1889.
C. P. Kimball & Co. “Whitechapel Dog Cart.” Hub, Nov. 1889, Oct. 1893.
“C. P. Kimball & Co.” The Automobile, May 13, 1905.
“C. P. Kimball & Co.” The Horseless Age, October 20, 1909, p. 448.
“C. P. Kimball & Co. “Motor Life, Feb. 1912, p.52.
“C. P. Kimball & Co.” Motor Life, August 1918, p. 60
“C. P. Kimball & Co.” Motor Life, January 1919, p.44
“C. P. Kimball & Co.” Vantiy Fair, Sept. 1921, p. 89.
“C. P. Kimball & Co.” Vantiy Fair, August, 1923.
“C. P. Kimball & Co.” Vantiy Fair, December, 1923.
C. P. Kimball & Company : fine carriages and harness of all description… Chicago, IL :
C. P. Kimball & Co., [1895]. Carriages and Harness : Chicago, IL : C. P. Kimball & Co., 1905.
“Charles F. Kimball Revisits City and Is Forcibly Impressed With Many Attractions and Wonderful Progress.” Guy Gannett Publishing Co., Portland, ME.
“Charles Frederick Kimball.” Portland Sunday Telegram, 10 January 1909, p.19.
“Charles Porter Kimball.” History of the Class of 1907. New Haven, CT : Yale College, 1912.
“Chicago Carriage Trade.” Hub, October 1893, p. 564.
“Columbia Phaeton.” Carriage Monthly, July 1893, Oct. 1893, Nov. 1893.
Cooke, Harriet. The Driver Family, New York, NY : J. Wilson & Son, 1889.
Cook and Kimball. “Carriage-Top.” Patent no. 26,564, Dec. 27, 1859.
“Death’s Harvest During the Past Month.” Carriage Monthly, February, 1909, p. 358.
“Failure of Kimball Bros., of Boston.” Hub, Nov. 1883. p. 499.
G. & D. Cook & Co., Carriage Makers, New Haven, Ct., 1860.
“Hon. C. P. Kimball.” Carriage Monthly, November 1888, p. 233.
“Imperial Landau Used by Admiral Dewey At Chicago, May 1, 1900.” Carriage Monthly, June 1900.
Kimball Brothers. “Boston Pony Sleigh.” Hub, Aug. 1879. Kimball Brothers. “Kimball Wagonet.” Hub, Jan. 1882.
Kimball Brothers, Manufacturers of Fine Carriages and Sleighs. Boston, MA : Kimball Bros., [1875].
[Kimball, James and Edward Clement]. “Portland Sleigh.” New York Coach-Makers Magazine, Sept. 1859.
Kimball, Charles, P. “Thoroughbrace Wagon, With Snibil.” Hub, May 1879, p. 71.
Kimball, J. C. “Carriage-Top.” Patent no. 25,420, Sept. 13, 1859.
“Kimball-Brewsters.” Hub, Oct. 1875, p. 219
“Kimball Company Buys Another Site.” The Horseless Age. January 1. 1910, p. 88.
“Kimball Electric Pleasure Cars” Automobile Trade Journal, March 1912, p.201.
“Kimball Electric Pleasure Cars.” Cycle and Automobile Trade Journal, March 1910, p. 210.
“Kimball Makes a Limousine.” Motor Age. (Jan. 26, 1911) ,p. 49.
“Kimball Town Car or Limousine.” Motor Age, Jan. 26, 1911, p.45.
Lapham, William Berry. Centennial History of Norway Oxford County, Maine 1786-1886. Portland, ME : Brown Thurston & Co., 1886.
Lapham, William B. History of Woodstock, ME., With Family Sketches. Portland, ME : Stephen Berry, 1882.
Littlefield, Louise. “Old Portland Carriage Factory During Sixties and Seventies Turned Out ‘Modern’ Equipages.” Portland Sunday Telgram. 15 March 1931, section A-page twelve.
Morrison, L. A., and S. P. Sharples. History of Kimball Family In America 1634 to 1897.
“Motor Progress in Accessories and New Bodies.” Vanity Fair, Sept. 1921, p.72
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“New Custom Cars Show Beauty In Every Line.” Vanity Fair, November 1920, p. 84
“Obituary – Geo. F. Kimball.” Carriage Monthly. May 1885, p. 55.
“Obituary – James M. Kimball.” Eastern Argus. 9 May 1892, p. 5.
“Obituary – James M. Kimball.” Carriage Monthly. June 1892, p. 89. Obituary Record of the Graduates of Bowdoin College…for the decade ending 1 June 1909, Brunswick, ME : Bowdoin College Library.
Palmer, Charles J. History of Class of 1874 Bowdoin College 1874-1899. privately printed.
“Peter Kimball (portrait).” Hub, Oct. 1908, p. 239.
“Pleasant Visit.” Carriage Monthly, Dec. 1896. Special Correspondents
“Two Representative Carriage Factories Of The West.” Hub. (Jan. 1882), 598.
“Well Illustrated In The Chicago Show.” Motor Age, January 26, 1911

PATENTSkimbal43

KIMBALL, C. P., PORTLAND ME CARRIAGE 45,050 11/15/1864
KIMBALL, C. P., PORTLAND ME SEAT JUMP 69,102 09/24/1867
KIMBALL, C. P., PORTLAND ME SLEIGH 37,943 03/16/1869
KIMBALL, C. P., PORTLAND ME WHIP SOCKET 98,070 12121/1869
KIMBALL, C. P., PORTLAND ME SLEIGH 99,207 01/25/1870
KIMBALL, C. P., PORTLAND ME BODY BUGGY 125,817 04/16/1872
KIMBALL, CHARLES F., CHICAGO IL SLEIGH 339,992, 04/13/1886
KIMBALL, CHARLES F., CHICAGO IL POLE SOCKET 485,947 11/08/1892 KIMBALL, CHARLES F., SALEM NH TIRE CUSHION 550,414 11/26/1895
KIMBALL, CHARLES F., CHICAGO IL SEAT FOLDING 693,654 02/18/1902
KIMBALL, CHARLES P. PORTLAND ME SLEIGH 153,901 08/11/1874
KIMBALL, CHARLESP. CHICAGO IL BODY BUGGY 316,270 04/21/1885
KIMBALL, E. N., NEWTON, MA SLED RUNNER for WHEELED VEHICL 189,362 04/10/1877
KIMBALL, ELBRIDGE E. PEABODY MA THILL COUPLING 470,892 03/15/1892
KIMBALL, G.F., NEWTON MA SLED RUNNER for WHEELED VEHICL 189,362 04/10/1877
KIMBALL, H. I., NEW HAVENCT TOP PROP CARRIAGE 26,564 12/27/1859
KIMBALL, J. C., NEW HAVENCT TOP MOVABLE 25,429 09/12/1859
KIMBALL, J. C., NEW HAVEN, CTSEAT SELF ADJUSTING CARRIAGE 31,023 01101/1861
KIMBALL, J. T., KENNEBUNK ME CARRIAGE 4,121 07/22/1845

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The Early Years

Advertisement appearing in the Oxford Democrat on 12-10,1847; 1-4, 1848; 1-11 and 1-18. 1848.

SLEIGHS!

The subscriber would respectfully inform his friends, and the public generally, that he has recently established himself in Norway Village, where he intends to carrie on the manufacture of carriages and sleighs and all the various brandes. He would say to those who have patronized him, that they have.

GIVEN.

him new encouragement to manufacture all kinds of sleighs and seek.

AWAY.

as will doubtless suit all who may favor him with their custom. He has now, and intends to keep constantly on hand for the present winter, a good assortment of sleighs. which he will want made as well, and sold as cheap, as any of similar quality can be purchased elsewhere. All kinds of sleighs, made to order, and painting done at short notice, particular attention paid to repairing.

BY C.P. KIMBALL HISTORY OF NORWAY MASS. 1852

In 1847, Charles P. Kimball came into Norway Village, and commenced the sleigh and carriage-making business. At first he had from two to four hands employed in his shop, and had his iron-work done in other shops; but his work proving quite satisfactory to purchasers, he gradually increased his help from six to fifteen, or more, hands. In the spring of 1850, he purchased a water-privilege near Mr. Cole’s works, and erected a large shop, 100 feet by 82, and three stories high; the lower story is built of split stone, and used for the blacksmith shop, where he has all his sleighs and carriages ironed under his own direction; the machinery of the establishment probably cost more than, $2000. He now employs about forty hands in all departments of his business, that is, on the wood-work, ironing, painting, and trimming. He uses a .large amount of lumber, iron, coal, leather, paints, oil, and varnish, and sells more than one hundred wheel carriages, and two or three times that number of sleighs; besides doing a great deal of small jobbing and repairing. His carriages and sleighs go into almost every part of the State, and many into New Hampshire and Massachuttes. He has recently established a depository for his carriages in Portland, and has a salesman to sell the same as oppertunity shall offer. Last year he purchased the old stand where William Cox formerly traded and lived, and has almost built the store anew, and fitted it up in a handsome style for the purpose of trade; and a large quantity of articles are wanted by the men in his employ, and by other people, who can as well trade with him no with any other person, provided he sells articles as good and as cheap as others The old Cox house, it will be relocated, was the first two-story building erected in the Village, and was occupied by Mr. Cox from 1808 to 1843. While trading here, he sold a great amount of goods, and accumulated a decent property, besides bringing up a large family of children; he now sleeps in the silent tomb.

 

CHARLES P KIMBALL

Charles Porter Kimball lived at home, dividing his time between the farm, his fathers carriage shop and the district school until he was eighteen years, old. Then he bought his time of his father giving his notes for, one hundred fifty dollars per year for three years, and went to work in his brother’s carriage shop at Bridgton, Here he added to his earnings by working evenings, wooding cast iron ploughs, so that he was able to attend school about four months each year, and still pay his father’s notes. In 1847, he commenced business in Norway Village, having but little money of his own. The late Dr. Theodore Ingalls, who had taken an interest in him, loaned him one thousand dollars to start business with. He remained in Norway, doing a large business, until 1854, when he removed to Portland, where he remained until 1875, when he removed to New York and joined the great carriage house of Brewster & Co. He did an extensive business Portland and achieved a wide reputation. He was Alderman in 1860, again in 1861, and President of the Board. He was a decided War, Democrat, and worked earnestly for the Union cause and for the good of the families of departed soldiers. He was a member of the Democratic State Convention held in Augusta, in June, 1861, and when the resolution declaring that the war was a failure and ought to stop was passed, he, with thirty or forty others, denounced its action as treasonable, left the hall and organized another convention, which nominated Gen. Charles D. Jameson for Governor, who received a much larger vote than Ex-Gov. Dana, the regular candidate. He was several times candidate for Representative, Senator, Sheriff, &c., but, his party being a minority, he was not elected to any of these offices. He was Surveyor, of the port of Portland in 1866, was long an active member of the Mane Charitable Association, and its President for several years; was also President of the Board of Manufactures until he left Portland. At the Democratic Convention in Bangor, in 1869, over which he presided, he received every vote as candidate for Governor, but positively refused to stand, and forced the convention to nominate another candidate; but in 1871, he received a unanimous nomination for,Governor, and was a candidate that year, and also in the famous, Greeley campaign of 1872. After the close of the campaign in 1871, Governor Perham showed his appreciation of his political opponent and life-long friend, by appointing him one of the United States Centennial Commissioners from Maine. Mr. Kimball removed to New York in 1875, and resigned as Commissioner from Maine; but the United States Centennial Commission requested Governor Tilden to appoint him to fill a vacancy in the New York Commission, which he did, so that he presented his resignation from Maine and his commission from New York to the same meeting. He was then and continued to be a member of the Executive Committee, and no one familiar with the Centennial can over-estimate his services. His first wife, Mary Porter, was a native of Turner, and a niece of Gov. William King and of Gen. Philo Clark, and an estimable woman; she died in April, 1870. He was married the second time in 1875, to a daughter of the late Henry F. Getchell, formerly of Anson, but then a wealthy resident of Chicago, and was so pleased with the business prospects of that city that he determined to make it his future home. He at once contracted for an immense carriage factory, and moved to Chicago in the fall of 1876. He is now at the head of one of the largest carriage establishments in the world. He was mainly instrumental in organizing the society of the Sons of Maine, and was chairman of the committee that gave the Grand Maine Banquet in June, 1881. His attachment to his native State, County and town is still unabated.

HANNIBAL I. KIMBALL.

Hannibal Ingalls Kimball (see” Kimball” in Family Sketches) was born on the Gore, but when quite young went to live in the family of Hannibal Ingalls, Esq., of Mercer, whose wife was a sister of his mother. He returned to the Gore when seventeen or eighteen years of age, and worked for some years in the carriage shop of his father, opposite the Bailey place. He became an expert workman at the carriage business, for which he had a natural aptitude, and at the same time attended the public schools. He also worked in the establishment of his oldest brother at Bridgton Center. When his brother Charles P. went into the carriage business at Norway Village, Hannibal became his foreman, and proved a very efficient One. Afterwards, in connection with some of his brothers, he went into business in New Haven, Conn. He was at the head of the establishment that turned out more than three thousand carriages a year. Every sort of vehicle on wheels, whether to be used for business or pleasure, was manufactured here, and the establishment had a wide reputation. At the close of the war he traveled quite extensively through the South in pursuit of health, which had become somewhat impaired by long-continued business cares, and he also had in view a place of settlement. After looking the ground carefully over, he selected Atlanta, Georgia, as one of the most promising localities in the whole South, and the result has more than justified his choice. He went to Atlanta, in 1866, and when the people of Georgia voted to establish the seat of government in that city, he bought the unfinished opera house, and reconstructed it into a spacious, substantial and convenient capitol, under contract with the State. In 1870 he laid out and graded Oglethorpe Park, and fitted it up with buildings, walks and drives. In this park the State fairs have since have held, and here the Exposition is located. The same year he built the H. I. Kimball House, a splendid hotel, six stories high and 210 feet long, and furnished it to accommodate 500 guests, at a cost of $675,000. About that time he constructed 150 miles of a railroad leading into Atlanta. Some three years after, he planned and organized a company, and erected a cotton factory with a capacity of 24,000 spindles, which is now in successful operation. The city at once became an important railway. center. New lines of railroad were built and old lines diverted from their original location, and Mr. Kimball became connected with several of them, either as President or Director. When a great International Cotton Exposition was determined upon, and Atlanta selected as the place, Mr. Kimball was at once selected by common consent as the person to be placed at the head of the enterprise. It was brought to a most successful Issue, for which Mr. Kimball is largely credited. A leading Southern paper, during the Exposition, thus spoke of Mr. Kimball’s business capacity and his connection with it:

“As a representative of legitimate and enlightened enterprise, and an exponent of modern progress, Mr. H. I. Kimball, of Georgia, is entitled to marked preeminence. Be was born in Oxford County, Maine, in 1832. In early life he learned the carriage maker’s trade, and at the age of nineteen, took charge of one of the most extensive carriage manufactories in the United States. Immediately on his majority, the firm in whose employ he was, evidenced their appreciation of his executive and financial ability by admitting him to full partnership. Mr. Kimball became interested with Mr. Geo. Pullman in the sleeping car business early in the history of that industry, and immediately after the close of the war he came South to establish their lines. By over-work and exposure his health became much broken, and the severe climate of Chicago, where he at times resided, compelled him to seek a home in the South. After traveling all over the South, he determined that Atlanta presented more advantages for business and for a pleasant home than any other point, and he therefore located in Atlanta. Since then Mr. Kimball has been identified with every movement of progress and edification of Atlanta. whatever she has that is worthy of her has been secured through the untiring efforts in her behalf of Mr. Kimball. He was the first to take up the matter of the Exposition, and has pushed it to its present prosperous stage. The splendid success of the exhibition, and the benefits that shall accrue to the city, State and South from it, are, in the main, due to the energy, foresight and superior management of Mr. H. I. Kimball, the efficient Director-General.”

At a meeting of the American Agricultural Association in New York, during the winter of 1881-2, Mr. Kimball was present and read a very able paper upon the resources and condition of the Southern States, which was published entire in the proceedings of the Association. He is yet in the vigor and prime of manhood, and has a future of brilliant promise. In politics he is a republican.

HISTORY OF WOODSTOCK.
P. 230-231

PORTER and PETER KIMBALL, JR., twins and sons of Peter,* of Bradford Mass., and Bridgton, Me., came into this section quite early. Porter began on a lot in Bethel, which he subsequently sold to Abijah Lapham and moved to Rumford. Peter, born in Bradford, May 19, 1793, began on a lot adjoining his brother’s, on the south, which was lot number one of the Gore. It is said that he began on this lot in 1815. He married March 16,1816, Betsey Elmerson, daughter of James † and Eunice (Berry) Emerson, born April 3, 1796.

Peter Kimball was by trade a carpenter and a very industrious and useful man. He was also a wheelwright, at first manufacturing cart wheels, and subsequently building a shop, where he carried on the manufacture of carriages and sleighs for many years. His boys, several of whom became famous carriage manufacturers, got their rudimentary instructions in the art in this little shop, which stood under the west side of the Whale’s Back, nearly opposite the Bailey place. Mr. Kimball moved from here to Norway, where died May 14, 1871. His wife died in Rochester, N. H., June 6, 1879. Their children, all except the third, born on the Gore (she in Bridgton) were as follows: .

I. James Myrick, b. March 10, 1817, m. August 20, 1839, Arvilla, daughter of Cotton
Elliot, of Rumford. He has carried on the carriage business in Bridgton and Portland.
II.Eliza Ann, b. December 9, 1818, m. April 5, 1842, Richard Gage, son of Richard and Martha Wheelock. She is the mother of H.W. Gage, of Strout & Gage, attorneys at law in Portland, and resides with her son.
III.Mary, b. November 20, 1820, m. December 31, 1837. Col. John G. Burns, of Oxford, subsequently of the Gore.
IV.Julia Emerson, b. June 6, 1823, m. September, 1844, Martin L. Burr. now of Rochester, N. H.
V.Charles Porter, b. August 6, 1825.
VI.George Franklin, b. July 25, 1827, m. August 5,1851. Lucretia J. Morton, of South Paris; he resides in Boston.
VII.John Calvin. b. May 14, 1330, m. April 18, 1854, Ellen T. Cushman, daughter of Joseph, of New Gloucester; resides in Atlanta, Ga.
VIII. Hannibal Ingalls, b. May 16, 1832, m. August 30 1853, Rosalia D. Brown, daughter of Titus O., of Norway. He carried on an extensive carriage-business connection with others of the Family, in New Haven, Conn. Since then he has been largely engaged in business in the South, his residence being Atlanta. He was Director General of the Great International Cotton, Exposition, held in that city, in 1881, and it was mainly through his efforts that it , was so great a success.
IX.Eunice Berry, b. June 9, 1835, m. June 6, 1856, Geo. H. Story, of New Haven, Conn. Resides in New Haven.
X. Edwin Nelson, b. February 28, 1840, m. September 25, 1867, Emily Cook, daughter of George, of New Haven. he resides in Boston.

JOHNATHAN KIMBALL, brother of Peter, came to the Gore and lived and died there. He married Satina Besse, daughter of Caleb, of Bethel. His children were Stephen D., married a Young and lives in Paris, Eben D., and one or more daughters. Eben D. died in the army.

FRANCIS. another brother, came to the Gore and learned the trade of his brother Peter, He returned to Bridgton and subsequently committed suicide.

SETH KIMBALL, of another family. came from Milan, N. H.. and settled on the Harvey Fuller farm,in the Perkins district;. His son Benjamin lived with him, and one of his daughters, Catherine, was the second wife of Columbus Perham. He had other children married and residing in Milan.

*Peter Kimball, son of Francis, of Bradford, Mass” his mother, Mary Head, was born ill Bradford, ill 1768. He married Lucy BaIker, daughter of Asa, of Haverhill, whose wife was Mehitable Porter, and in 1700, moved to Bridgton, Me., where his wife’s father h~d already preceded him, here he spent the remainder of him days.

†James Emerson was the son of William Emerson, and of his wife Eliza Myrick; his wife, Eunice Berry, was the daughter of Stephen Berry, whose wife was Ann Bixby.

AMONG MAINE CARRIAGE BUILDERS

Editor of The Hub: Dear Sir-Permit me, through the columns of The Hub, to mention some of the carriage makers on the line of the old stage route from Norway, Me., to Bethel Hill, which is now superseded by the Grand Trunk Railway. Norway is a handsome village of, I should say, a population of two thousand inhabitants, lit by electric lights and provided with other improvements. Here is the place where Mr. C. P. Kimball once carried on the carriage business; after he removed to Portland his factory was remodeled and fitted up as a woolen mill; it was afterwards occupied as a hardware shop and for other small manufacturing purposes, it was burned down in 1883. Mr. H. C. Libby is doing the most extensive carriage business in Norway at this time. There are several small repair shops in the vicinity. West Paris is another village of about eight or ten thousand inhabitants. Here will be found Mr. H. C. Curtis who does quite a business in the manufacture of farm wagons and lighter carriages to order. He has carried on the business for long time. He also carries on the shoe business, and by his industry and shrewd management has built up a big trade in his line. At Bryant’s Pond, another small village, is the starting point for the stage for Milton and Hanover, running near Mr. Kimball’s old homestead. The next town is Bethel Hill, one of the smartest country villages on the Grand Trunk Railway, it being a central point for quite an extent of country. Here are two large hotels, a number of doctors and, as usual, a sufficient number of lawyers to look after the wants of the unfortunates. Here is also the home of the high sheriff of the State. Mr. J. C. Billings conducts a busy shop in this little town; he is an intelligent and smart. business man who deals quite largely in carriages in addition to those made by him. From here a stag runs to Lake Umbagog, twenty miles or so away. At Newry Corner on this road there is a factory where they manufacture the old wood spinning wheel. The last stopping place is at the Lakes. I am told that it was here that the famous buckboard originated, having been constructed from old wornout carriages and used to haul grain and other stuff in the spring of the year when the roads were almost impassable because of the mud. Those crude vehicles were made of boards of spruce bolted to the back and front axles. This was a cheap as well as a efficient way to haul provision over the poor roads, afterward it was improved and turned into a pleasure vehicle. D.E.B

Source: Lapham, William Berry.
Centennial History of Norway, Oxford County Maine 1786-1886
Brown Thurston & Co. Publishers 1886

p. 110-111

1850

The railroad was opened to South Paris this year, and traffic over the line between there and Portland began quite early in the year. The valuation of the town was two hundred thousand five hundred and ninety-four dollars; polls four hundred; scholars seven hundred and seventy-nine; population of the town as shown by the census of this year, one thousand nine hundred and sixty two Ebenezer R. Holmes of Oxford was the representative. The highway tax was one thousand five hundred and thirty-nine dollars and fifty-four cents; money tax three thousand four hundred and fifty-one dollars and eighty-nine cents . Mark H. Dunnell’s name is on the tax list of this year. He succeeded Mr. Eveleth in the Liberal Institute. Peter Kimball also moved here from Woodstock. He was the father of Charles P. Kimball, who bad already established a large carriage manufactory here. In December the grist-mill at the head of the village was burned The establishment was owned by a company composed of Levi Whitman, Ezra F. Beal, Eben Hobbs, and Nathaniel Bennett, all of Norway, and John B. Brown of Portland. The mill was large and first-class in every particular; it bad four runs of stones, two bolts, and other machinery. The list of deaths this year embraced the following: January 12th, wife of E. J. Pottle, thirty-five, consumption; 15th, wife of A. Thayer, forty, fever; Mrs. Clark, fever; William C. Brooks, seventy-four, dysentery; child of William Hall, same; child of Daniel Hobbs, same; Daniel Davis, twenty.four, consumption. February 15th, Jeremiah Hobbs, sixty.four, same; Joel Stevens, ninety-five, old age; wife of G. W. Seaverns, twenty-five, consumption; Josiah Hill, thirty, same. May, Michael Welsh, nine, scrofula; Harriet N. Noyes, thirty, consumption; Harriet B. Morse; child of Reuben Noble. July 20th, Jonathan Woodman, seventy-eight, sudden; child of A. Smith, thirteen. July 30th, wife of Jonathan Pottle, eighty-two. August 3d, wife of James Crockett, fifty-nine, diarrhea; 10th, William Churchill, fifty-four, consumption; 12th, David Woodman Bartlett, nineteen, brain fever; child of J. Hannaford Jr., dysentery; Mrs. Brown, seventy, consumption. August 18th, child of Ephraim H. Brown, two, dysentery; 24th, daughter of John Bird, nineteen, brain fever; child of Edmund Merrill, two. September 3d, daughter of Sewall Crockett, twenty-one, fever; 11th, child of Charles Parsons, eight, same; 22d, Eli Grover, thirty four, same; 25th, child of Henry Small, fourteen months. October 5th, wife of L. Hathaway, thirty.four, consumption; 6th, child of William Cox, four months; 10th, wife of Simeon Walton.. seventy-two, fever; 13th, child of M. P. Smith, eighteen months; 23d, William Beal, eighty-one, old age; 28th, Eunice Bancroft, twenty-eight, consumption. November 3d, wife of Sewall Crockett, fifty, fever; 14th, wife of S. S. Hall, thirty, consumption; child of J. Greenleaf, eight weeks. November 24th, wife of D. Pottle, forty-four, consumption; child of William C. Pierce, seven, dysentery. December 7th, child of A. T. Murphy, one, scalded; 30th, Ansel Ross, thirty, consumption.

p. 362-364

CHARLES P. KIMBALL

Charles Porter Kimball lived at home, dividing his time between the farm, his father’s carriage shop and the district school, until he was eighteen years old. Then he bought his time of his father, giving his notes for one hundred fifty dollars per year for three years, and went to work in his brother’s carriage shop at Bridgton. Here he added to his earnings by working evenings, wooding cast-iron plows, so that he was able to attend school about four months in each year, and still pay his lather’s notes. In 1847, he commenced business in Norway Village, having but little money of his own. The late Dr. Theodore Ingalls, who had taken an interest in him, loaned him one thousand dollars to start business with. He remained in Norway, doing a large business, until 1854, when he removed to Portland, where he remained until 1875, when he removed to New York and joined the great carriage house of Brewster & Company. He did an extensive business in Portland, and achieved a wide reputation, He was alderman in 1860, again in 1861, and President of the Board. He was a decided war Democrat, and worked earnestly for the Union cause, and for the good of the families of departed soldiers. He was a member of the Democratic State Convention held in in Augusta in June, 1861, and when the resolution declaring that the war was a failure and ought to stop was passed, he, with thirty or forty others, denounced its action as treasonable, left the hall, and organized another convention, which nominated General Charles D. Jameson for Governor, who received a much larger vote than Ex-Governor Dana, the regular candidate. He was several times candidate for Representative, Senator, Sheriff, etc., but, his party being in a minority, he was not elected to any of these offices. He was Surveyor of the port of Portland in 1866, was long an active member of the Maine Charitable Association, and its President for several years ; was also President of the Board of Manufactures until he left Portland. At the Democratic Convention in Bangor in 1869, over which he presided, he received every vote as candidate for Governor, but positively refused to stand, and forced the convention to nominate another candidate; but in 1871, he received a unanimous nomination for Governor, and was a candidate that year, and also in the famous Greeley campaign of 1872. After the close of the campaign in 1871, Governor Perham showed his appreciation of his political opponent and life-long friend, by appointing him one of the United States Centennial Commissioners from Maine. Mr. Kimball removed to New York in 1875, and resigned as Commissioner from Maine but the United States Centennial Commission requested Governor Tilden to appoint him to fill a vacancy in the New York Commission, which he did, so that he presented his , ” resignation from Maine and his commission from New York to the same meeting. He was then and continued to be a member of the, Executive Committee, and no one familiar with the centennial can over-estimate his services. In 1885, he was appointed by President Cleveland, United States Consul at Stuttgart, Germany, a position he now holds. His first wife, Mary Porter, was a native of Turner, and a niece of Governor William King, and of General Philo Clark, and an estimable woman; she died in April, 1870. He was married the second time in 1875, to a daughter of the late Henry F. Getchell, formerly of Anson, but then a wealthy resident of Chicago, and was so pleased with the business prospects of that city that be determined to make it his future home. He at once contracted for an immense carriage factory, and moved to Chicago in the fall of 1876. He is now at the bead of one of the largest carriage establishments in the world. He was mainly instrumental in organizing the society of the Sons of Maine, and was chairman of the committee that gave the grand Maine banquet in June, 1881. His attachment to his native State, county, and town is still unabated.

NORWAY FIRE COMPANY.
Among the improvements that followed the charter of the Village Corporation, and one of the chief objects had in view in effecting such an organization, was the formation of a Fire Company and the purchase of an engine for extinguishing fires. Among the early members of the organization were the following: Chas. P. Kimball, foreman; Geo. L. , Beal, d foreman; Geo. Jackson, 3d foreman; C. L. Francis, clerk; E. W. Howe, asst. clerk. The standing committee were C. P. Kimball, Geo. W. Seaverns, Robert Noyes, F. H. Whitman, and Thos. Barnard. Suction hosemen were F. H. Whitman, Geo. F. Kimball, S. S~ Hall and E. H. Dunn. Leading hoseman were Geo. W. Sholes, Geo. Bernard, E. P. Fitz, and Isaac Bartlett. ,The company: H. I. Kimball, Thos. G. Beal, J. N. Hall, E. H. Bemis, M. H. Dunnell, Grosvenor Crockett, J. A. Small, J. H. Kemp, R. Hamant, W. A. Parsons, J. S. Greenleaf, S. E. Bates, F. A. Danforth, J. O. Kendall, Ceylon Watson, Z. Starbird, Levi D. Stearns, E. M. Hobbs, T. H. Kelley, J. C. Kimball, J. Howe Jr., ‘Geo. E. Gibson, S. N. Cloudman, F. P. Bolster, G. W. Morse, E. L. Knight, Jona. Blake, M. L. Burr, O. A. Hall, Benj. Tucker 3d, Josiah Danforth, and W. H. Seaverns. The most substantial citizens of the Village have belonged to the organization and assisted in its work. While a resident of the town, Sylvanus Cobb Jr. was elected and served as foreman.

By Louise Littlefield

kimbal35During the sixties and seventies C. P. Kimball’s carriage factory, located on Preble Street, and one of the larger establishments of its kind then doing business here turned out many of the stylish equipages to be seen upon the streets of the Portland of the period. At the height of its prosperity, the Kimball factory employed 20 to 30 men on the carpenter, cabinet work and painting of sleighs and carriages and four or five girls who sewed on the upholstery, a really important concern by the standards of the time. Not far from the factory was the warehouse where finished vehicles were stored for sale, which was known as a “carriage repository.” When winter came, Kimball sleighs, veritable creations of the carriage maker’s craft, shining black bodies, set off by hairline stripes or red or yellow around the upper edge and perhaps yellow painted on shafts and whiffle tree and the supporting ironwork of the steel-shod runners, were to be seen behind the fast horses, whose owners tried conclusions on the Western promenade and Park Avenue, then included in Portland Street.

Sheik of the Seventies

The sheik of the seventies had as his insignia a ribbon tied to the handle of the whip, with which he accelerated the speed of his sleek trotter or pacer down the main street the turnout would proceed with an occasional grating screech as the sleigh irons struck bare pavement till it reached a road which lead toward the suburbs and the country, where presently the good steed pricked up his ears at a crack of the whip as the loosened reins shaken along his back and hit a gait which caused his driver to clutch at the bearskin robe and tuck the corners under with one hastily freed hand. Along the glassy track the sleigh slipped, “slick as greased lighting” in the descriptive country phrase, til it struck a hillock and tile roadbed, which sent the driver’s body back with an abrupt jerk that threatened damage to his spine and caused his head to snap forward in the involuntary bow from which these disconcerting inequalities doubtless derived their name of “thank-you “, ma’ams.” When a sleigh struck an icy spot it could skid almost as spectacularly as the automobile of the future, but usually with no disastrous consequences if the horse was sharp-shod (that is provided with small, sharpened pegs or calks on the bottom of his iron shoes) and not unduly skittish. If smooth, poor Dobbin was likely to do some skidding himself and come down in a heap” if of a hair-trigger temperament almost anything might be expected. Frequently onlookers were treated to some impromptu circus effects as Dobbin reared up and then bolted down the road with the bit in his teeth, quite indifferent as to whether the sleigh followed on its runner or its side. But there was less variety in the sleighs turned out by the Kimball factory then in the wheeled carriages used from the days of bare ground in spring till sleighing came again the following winter. There was the top buggy with its collapsible top, which could be folded back by jointing braces at the side in fine weather and brought forward at will to protect the driver from rain or sun. This was of course the chosen vehicle for the Romeo of the eighties, who was calling on his Juliet, but it was equally popular with people who traveled much on business about the country roads. Inside the dash was boot, a contraption held folded unobtrusively against it most of the time by ingenious fasteners, but capable of letting down to form a sort of rubber apron across the lap of the buggy’s occupants when a downpour threatened to drench them. With the boot down and the top up the driver of the eighties felt himself very snug indeed, although the security afforded was by no means that of a sedan or limousine.

The Surrey Type
Another type of carriage was the surrey with its fringed canopy held aloft by slender iron supports at the corner. Much more common was the one-seated wagon with its diminutive iron step to accommodate the descending passenger, located in rather perilous proximity to the horses heels. Lacking a helping hand from below there was nothing to lean on except the muddy or dusty edge of the front wheel-or Dobbin’s hindquarters and not all horses cared to serve as a substitute balustrade. The really correct way of making the descent was to step out and down with a graceful nonchalance which required almost the balance of a tight rope walker; and the timid or awkward generally waited for the top buggy with its step between the wheels or took the more commodious” democrat.” The latter were two seated affairs, their leather upholstered cushions long enough to accommodate three at a pinch and considered extremely suitable for family use. The back seat was removable arid nervous matrons always insisted on a preliminary inspection of the fastenings of the second seat before starting off, since if these accidentally loosened en route when Dobbin shied, the occupants of the back were pretty sure to get out suddenly on their heads, seat and all. The Kimball carriage factory stayed in Portland for many years, growing from a single building to the group seen in the picture. Finally Mr. Kimball removed his business to Chicago, where the firm he founded is today building automobile bodies under the guidance of his son.

COACH-MAKERS INTERNATIONAL JOURNAL
Feb. 1867

PRESENTATION,

C. P. Kimball, Esq., carriage and sleigh manufacturer, Portland, Me., was the surprised recipient of a New Year’s present from his employees yesterday, consisting of a beautiful and valuable silver tea-set of seven pieces, from the establishment of Gerrish and Pearson. The presentation was made by Mr. G. B. Chapman, one of the oldest workmen in the carriage factory. Mr. Kimball was “taken all aback” by so handsome and unexpected a compliment, and though it is holy writ that “out of the abundance of the heart the mouth speaketh,” he found it exceedingly difficult to give utterance to his thanks, albeit there areusually few more ready speakers than himself. It was a very pleasant affair and credible alike to the good qualities of employer and employed.– Daily Eastern Argus.

ADDRESS OF HON. C. P. KIMBALL AT THE CONVENTION.

“In the year 1546, Guilliam Bowen, a Dutchman, became the queen’s coachman, and was the first that brought the use of coaches into England. After a while, divers great ladies purchased themselves coaches and rode in them up and down the country, to the great admiration of all beholders. Little by little they grew usual among the nobility, and within twenty years there became a great trade at coach-making.” The body was low and heavy, and there was great clumsiness about the whole construction; that we find common to all coaches until a comparatively modern period.

The small narrow carriage, “like a sedan,” mentioned by D’Avenant, of a better class, and constructed for state occasions, may be seen at Penhurst, in Kent, where it is shown as the carriage given by Mary Queen of Scots to Lord Darnley. Nothing can exceed the finish and beauty of the decorations. The hinges have projecting ornaments, terminating in busts of the Roman emperors, and the carving and other ornaments have a finish that could not be excelled; although an improvement in shape and size is here and there visible, there is an overruling clumsiness about the whole thing which contrasts very forcibly with the modern coach.
About the commencement of the seventeenth century there was a marked improvement in carriages, but they were still of that heavy, clumsy class used by the ancients. The roads were almost impassable in 1703. When Prince George of Denmark set out to meet the King of Spain at Windsor, his secretary sent a courier in advance to have the people on the high road (who knew the holds and sloughs) out in force to meet his grace with long poles and other implements to help him on his way. I am therefore inclined to think that our light, airy coaches of the present day would hardly have answered the purposes of that time. The family carriage of the seventeenth century was indeed a great affair; they were built to suit the whims of the nobility and men of wealth, and remained in a family for an age, and were new covered from time to time. Browne Willis, the eccentric antiquary, h ad one thud described: “The chariot of Mr. Willis was so singular that form it he was called himself Old Chariot. It was his wedding chariot, and had his arms on brass plates about it not unlike a coffin, and painted plain black.” His acquaintance, Dr. Darrall, humorously satirized it in one stanza of “An excellent ballad to the tune of Chevy Chase,” intended as a good-natured joke on Willis, and which reads thus:

“His car himself he did provide
To stand in double stead:
That it should carry him alive
And bury him when dead.”

A lighter conveyance was now introduced, capable of being drawn by one horse, and carrying generally one person, or, at most, two with a squeeze. The body of this carriage had a reclining slope, like that in use in Anne’s reign: but it must have been a miserable conveyance, without springs, and pulled only by a single horse, upon which the driver sat in order to save the weight of the box seat. Such was the carriage in use by the middle classes on ordinary occasions.
Mr. W. B. Adams, in his excellent History of Pleasure Carriages, has noted the clumsiness and inconvenience of early continental ones in these words: “In 1631, Mary, Infanta of Spain, rode in Carinthia a glass-carriage, in which no more that two persons could sit. The wedding carriage of the first wife of the Emperor Leopold, who was also a Spanish princess, cost, together with harness, nearly $20,000.
“In the imperial coaches generally there was no great magnificence to be seen; they were covered with red cloth and black nails. The harness was black, and in the work there was no gold. The panels were of glass, an don this account they were called the imperial coaches. On festivals the harness was ornamented with silk fringe. The imperial coaches were distinguished by having leather traces, but the ladies of the imperial suite were obliged to be content with carriages the traces of which were made of ropes.
About the middle of the seventeenth century, the first attempt at a common usage of covered wheel-carriages among the Parisian citizens occurred, in the introduction of a vehicle called brouettes or roulettes. The body of this was like a sedan chair placed upon two wheels, and was dragged by men. The proprietors of sedans interfered to have them prohibited. For a while there were forbidden, but were permitted in 1669, and in 1671 they were in general usage among the people. Dupin, the inventor of these brouettes, found means to contrive them so that their motion was tolerably easy, and his ingenuity concealed his art so well that he was the only one who made them. The brouettes were introduced in England, and used occasionally without springs, but were ultimately improved, and in 1760 they were in use in London as well as Paris. They were propelled by two men, the man in front supporting the pole or shafts, and the man behind steadying the pole or shafts, and helping to propel it. But the English people did not like at this day to borrow the French notions, and the English coach-makers introduced them into the London parishes to remove the sick and town paupers, making them unpopular, and they soon dispersed from the streets of London; but in Paris they continued in use and underwent rapid changes. In 1754, the one-horse gig was introduced in France, and was quite largely used in various forms and under different names. It was called the tilbury, stanhope, whiskey, dennet, buggy. chaise, etc. and was more commonly used than any other carriage ever introduced, as it was used by the tradespeople as well as by the higher classes. Previous to this date there had been only carts and coaches, no intermediate carriage, the truckmen using carts. the nobility using coaches, the middling classes riding horseback or walking.
The coach of 1750 was a great improvement on those of the previous century, and may be considered as the last and most approved of the old-fashioned coaches. Modern necessities soon afterward introduced lighter vehicles under various names, an improvement which made slower marches on the continent than in this country. The original phaeton was remarkable monstrosity, showing more clearly than anything ever manufactured in the form of a carriage, before or since, that people will ride in any kind of a carriage that the caprice or taste of the carriage-bulilder may suggest. The phaeton first Came into use in England about 1760, and was for a time quite popular with the young aristocracy. The body was made something in the form of a one-horse chaise, hung on very high C-springs in fact., the bottom of the body being higher than a man’s head and the most unsteady thing possible; it must have been worth a man’s life to ride ill it. It had a large box on the axle in front and back; on the back box, room for two footmen; the rider reached his seat by a ladder, and held the reins, while a man rode one of the lead horses. Young people, then as now, were fond of show and display, and thought nothing of risking their necks in this crazy machine. It was at one time the fast-driving carriage of the Prince of Wales. As people grew more sensible, the height was gradually reduced, and it took various forms, until today the word phaeton covers, in this country at least, a multitude of carriages.
About the commencement of the nineteenth century carriage-making assumed a more important position, and became one of the great mechanical industries of the times, not only in Europe but in this country, although we made slow progress here until within the last fifty years. If time would permit, I would be glad to give you much interesting statistical information concerning the early building of carriages in the United Sates, and pay a just tribute to the celebrated and historic names or Clapp, Brewster, Goold, Goddard, Downing, Abbot, and others, who may justly be called the fathers of American carriages- men whom we are all deeply indebted.
Numerous forms of carriages have been introduced, both in this country and in Europe, during the past half-century; far too many to enumerate here. in 1823 the one-horse cab came into the use in London and has a great run there, and was soon introduced in this country, but never became popular. The two-horse hackney-coach soon nearly supplanted it, being much preferred by the riding pubic. The omnibus originated in paris in 1827, and in 1830 came to use in London, New York, and other large cities, both in this country became a great branch of carriage-making.
The growth of the business in the United States during the past sixty years has been steady and healthy. Americans are most emphatically a riding people, and display a great taste and judgment in their turnouts; and in no country has the art of carriage-making been more thoroughly studied and improved upon. In the year 1810, there were 92 carriage establishments in the United States, employing 2274 persons, producing 13,331 carriages of various kinds, amounting in values to $1,708,741. In 1850, it had increased ot 1822 establishments, employing 14,000 persons and producing carriages to the amount of $12,000,000. From 1850 to 1860, the increase was rapid, showing in 1860 that the number of carriage manufacturers had increased from less than 1900 in 1850 to 7234 in 1860, employing over 37,000 and persons, and producing carriages to the amount of $36,000,000. From 1860 to 1870, we still increased rapidly, although we had nearly lost our valuable export trade. In 1870, there were 11, 944 establishments, employing 65,294 persons, paying out $21,834,355 for labor, and producing about 800,000 carriages, amounting ot $67,406,548. It is now estimated that we have built during the past season about 1, 000,000 carriages, employing some 75,000 persons and that the total amount of the production can not be much short of $100,000,000. This makes one carriage to about every 40 persons in the Untied States, to say nothing of sleighs of various kinds, of which I have no positive data; but it is safe to can be reckoned by tens of thousands. This, you will bear in mind, does not include the extensive manufactures of axles, springs, wheels, bows, joints, bolts, clips, leather, cloth, and the thousands of articles made in parts, that are now purchased in a partly finished state by many manufactures, that must of course imploy many thousands of men. This shows conclusively that carriage-building is entitled to be rated as one of the great manufacturing industries of the country.
This wonderful increase of production is being seriously felt by most makers. There can be no doubt that there is danger of overproducing. New labor-saving machines of all kinds have been introduced, and every aid science and ingenuity can invent brought into requisition. The labor of days is crowded into hours: from early morn until late at night we are busy in producing. We ar also great consumers, but with the increase of capital and facilities there is a possibility of overdoing the business, producing more than we can possibly consume. There are now many shops tat produce in seven or eight months all they can sell in the year, leaving men during four or five months out of employment and out of money. This state of things can not continue long without serious disaster to the trade.
The question now comes up with great force. How shall we prevent it? or, in other words, what is the best course for the American carriage manufacture, under the circumstances? That question is a proper one to come before this convention for your careful consideration? Twenty-five years ago we had a Large export trade, that constantly increased until 1860. We had the entire Mexican trade, a very large Australian trade, and competed successfully -even against odds- for the West-India and South-American trade: while or trade with the Canada’s and Nova Scotia worked off large numbers of carriages. Nearly all of this we have lost. I do not suppose, in the 1,000,000 of the carriages built last year, 500 were exported. This is indeed a serious loss to our trade; one that we should look over carefully and see if we can not find some remedy for-some way to again open these foreign markets to American ingenuity and skill. We often hear it said, we can not compete with the pauper labor of Europe. it is a sufficient answer to this to say that we once did compete with it successfully, and now in several States we have to compete wit the labor of convicts. From ten to twenty-five years ago we had a most flourishing export trade, while or facilities then for producing were in no way compared with what they are now. The causes of or loss of this trade are several. The first perhaps on this list is the decline in American shipping. When our shipping trade was prosperous, our sea captains all became interested in the return cargoes, and became desirous for American goods to load their ships back, and it was quite common for these ships to take back to these foreign parts full cargoes of American manufactured goods purchased by the enterprising captains for their friends and acquaintances. We have lost much of our direct trade with these countries, and other more favored nations gathered the trade we once possessed. The present high tariff is, in my opinion, a serious burden to the carriage business, adding not less than 25 percent to their cost. This is a subject in which we may not all agree; but one of the first acts of this convention should be to thoroughly investigate the bearing of the tariff on our business, and recommend some course to the trade in which we can all act in harmony as a body representing on of the great American industries. Should we be able to show Congress the necessity for a change of tariff on some of the material use by us, or an increase of duty on manufactured carriages, I have no doubt they carefully investigate our case and act for what they believe to be for the greatest good of the greatest number. It is conclusive to my mind that something should be done to lessen the cost of living, and the cost of materials used in our carriages, or we can never regain or lost export trade.
Our trade is very important, and favorable action by Congress would be given upon any reasonable request we should make of them. When the move was first made by other manufacturing interests to rid themselves of the 5 per cent internal revenue tax, our trade was left out; carriages, they said, were a luxury and must pay; but a few of our carriage manufacturers took the matter in hand, presented the facts to the proper committee in Congress, and our request was granted.
For reasons that must be plain to you all, I would most earnestly recommend the organization of a Carriage-builders National Association here to-day, whose officers should consist of a president, secretary, treasurer, and one vice-president from each State, and an executive committee. Let there be a small initiation fee, and let the Vice-President in each State endeavor to have all manufacturers join this organization. Then we should have a national convention every year, to take into consideration all subjects pertaining to the welfare of the trade. I am confident such an organization would be of great value to our fraternity.
While the spirit of honest rivalry and an earnest effort to excel our neighbors in the trade is commendable, jealousy and unkind feeling toward each other are extremely unfortunate, and especially so when exhibited by the larger concerns toward the smaller. The duty of large concerns is to help in every reasonable Way the small ones; remembering always that by so doing they strengthen themselves and greatly benefit their less fortunate brethren. I am happy to say that most of them act upon this theory, and show great courtesy to the smaller manufacturers. We should as far as possible, come together, as many other manufacturing interests do, harmonize one with another, form more perfect acquaintance with each other, and stand together and battle in union and harmony for the general interests four trade. Entertaining these views, I have from the start favored this convention, and believe it is the precursor of great good to the American carriage manufacture. To the gentleman who have labored so earnestly for its success, we owe a debt of gratitude that I trust will be expressed in some proper form before we adjourn.
I have not thought it proper to make a single suggestion about the art of carriage-making, feeling you all understand it, so to say the least, quite as well as I do, and I sincerely hope we shall all in due time arrive at that point so aptly described by Holmes in the “Deacon’s One-horse Shay,” when he says,

“Now in building of chaises, I tell you what,
There is always somewhere a weakest spot;
In hub, tire, felloe, in spring or thill,
In panel, or cross-bar, or floor or sill,
In screw, bolt, thoroughbrace-lurking still,
Find it somewhere you must and will;
Above or below, within or without,
And that’s the reason, beyond a doubt,
A chaise breaks down, but doesn’t wear out.
But the Deacon swore (as Deacons do,
With an ‘I do vum,’ or an ‘I tell you’)
He would build one shay to beat the taown,
‘N’ the Keountry ‘n all the Keountry roun’:
It should be so built that it couldn’t break down:
‘Fur,’ said the deacon, ‘it’s mighty plain
That the weakest place mus’stan’ the strain;
‘N’ the way t’ fix, uz i maintain,
Is only jest
T’ make that place uz strong us the rest.”

his single extract from the great poet covers one of the most prominent suggestions possible to make, and fully and quaintly explains the defects in nine tenths of the imperfect carriages made; therefore let us all study proportion.
Again thanking you for your kindness and generous attention, I will not longer detain you, but will proceed at once to the business of the convention.

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Charles P. Kimball Middle Years

A Pleasant Visit.
One of the pleasantest reminiscences of our recent visit to Chicago, is the impression made by a visit to the carriage factory and repository of C. P. Kimball & Co. The invitation was cordially extended by their draftsman and superintendent,. D. G. McDiarmid, who welcomed us with the warm hospitality for which his firm is famous.
Although this establishment, as a factory, is one of the most conservative in the West, we were not only freely shown through all the working departments, but were honored by being introduced into that inner shrine, the private drafting-room, and were shown all the drawings of vehicles that had been recently built by this firm, and all the working-drafts of jobs in course of construction, and of styles that are yet to be submitted to possible customers. This was a rare courtesy that can be appreciated only by those who know how carefully such things are kept from the eyes of rival carriage draftsmen, and inquisitive department editors of trade journals, who are ever on the qui vive for the latest styles of famous builders.
Our tour through the departments was interesting. In the woodworking shops hardly a sound was to be heard, and yet the finest of woodworking artisans were pursuing their vocation. The blacksmith shop on the first floor in the rear of the building is shaped like an L, which gives it light on three sides, and it seemed an active, industrious and well conducted department. The trimming and paint departments each emphasized the impression made by the other departments.
The second floor contained, besides the usual array of fine vehicles, a portion of the harness department, the other portion of which is on the first floor. In these harness rooms, in charge of Mr. Berlingahen, the most exquisite taste might be gratified with the proper harness for every variety of vehicle. It may have been a coincidence, but four of the finest styles of vehicles were found on the floors of the repository the day of our visit. A tally-ho coach, belonging to one of the wealthiest young men of Chicago, could safely be called a proper coach, as every care had been taken to fit it out with all the most approved details and contrivances of a gentlemen’s coach.
The second job was a double suspension brougham or grand D’Orsay, a perfect vehicle; gear and wheels, carmine; body,black, with light blue trimming, quite startling in effect, but artistic. A mail phaeton attracted our attention, it being hung upon eight half elliptic springs, alternately positioned concave and convex. This job was of the latest pattern, and had upon it all the latest conveniences for comfort and style. The back of the seat had the latest pattern of spindles, with the usual shaped medallion on each corner.
Another job that particularly interested us, having seen the draft of it in Mr. McDiarmid’s private room, was a break, made after the style of a mail coach, and properly called a mail break. It would not be giving too much credit to call the vehicle we saw, the Kimball break. This vehicle was fashioned to meet the most exquisite taste, and would attract much attention wherever driven, The perch or reach was straight, the axle beds were heavier than used on most mail coaches, every detail had been minutely cared for, and the general appearance had a grandeur that has therefore rarely been shown: by American made vehicles.
There was a large variety of styles of the better class of vehicles on the floor, such as broughams, coupes, Berlin coaches, spiders, Gail phaetons &c., but the four we have described most forcibly commanded our attention. A grand D’Orsay in the white, with latest improvements in handles was specially attractive. This class of work so frequently seen in the repository, and laid out on the draft boards, showed that this firm are not only alert to the frequent changes in styles of vehicles, but also that they are generally in advance of the requirements of fashion.

CARRIAGE MONTHLY Dec. 1890 p. 306-307
CORRESPONDENCE
BY ONE OF THE HUB’S SPECIAL CORRESPONDENTS.
CHICAGO, ILL., Jan. 2, 1882.

EDITOR OF THE HUB-DEAR SIR: You have of late frequently mentioned the recent rapid growth and progress of various Eastern carriage houses, and the extensions in size and facilities necessitated in them by the present prosperity of business; and with this I send you illustrations of two representative Western houses, showing that we are also growing.
THE KIMBALL CARRIAGE FACTORY, IN CHICAGO. Agreeably to your request, I have just been through the extensive and magnificent carriage establishment of Messrs. C. P. Kimball & Co., and can only express surprise at its beauty, convenience and magnitude.
The building is situated on the corner of Wabash-ave. and Harrison-st., running back to an alley in the rear, thirty feet wide,so that it faces really upon three streets, with a frontage of 80 feet on Wabash-ave. and 180 feet on Harrison-street. It is five stories high above the basement, making six floors; which, your readers will see by a little calculation, gives Messrs. Kimball & Co. two acres of floor space.
The front show-room is a marvel of beauty, 80 by 100 feet, 15 feet high, and finished in polished and carved oak. It holds 50 carriages, large and small, with plenty of room to show each; and it has a grand stair-case, 6 feet wide, of handsomely polished oak, equal to the finest hotel stairs. The harness-room on the first floor is made in two stories, 9 feet each, 7 feet wide and 25 feet long. The office is 14 by 40 feet, situated on the corner of Wabash-ave. and Harrison st., and elegantly finished in oak, with a broad open fireplace, private office, coat closets, wash-room, and other conveniences, all in first class order. Taking it altogether, it is the finest show-room we have ever seen anywhere. The basement is light and airy, and makes a fine room for any purpose which carriage-makers would wish to put it to.
Messrs. Kimball & Co. use the front of the basement for storing second-hand work, and for boxing and unpacking carriages. The rear basement contains a 60 horse-power boiler, with a fine Bay-State engine, circular and band saws, emery wheels, drill presses, blower for forges, etc., and it is as neat as it is convenient. Situated in the rear of the first floor is the smith-shop, 30 by 80 feet, a portion of it being 60 by 80 feet, containing 6 forges, all blown by steam, and it has every convenience for doing work well and quickly. It is eighteen feet high in the clear. Between the smith-shop and the front show-room is the receiving room, 30 by 50 feet, used for receiving and delivering carriages. In the rear of this, and communicating with it, is the great hydraulic elevator, 10 by 16 feet, ready at all times of the day arid night to take three thousand pounds at a time up nearly 100 feet, and running rapidly and much more smoothly than most of the hotel elevators.
The second floor is also used for a show-room. This room will hold about 60 carriages. On this floor is an elegantly finished harness-room, 20 by 30 feet, where an immense stock of harness is kept at all times. In the rear of the second floor is the trimming-shop, same size as the smith shop, lighted on all sides between the front show-room on this floor and the trimming-shop is the “fitting-up room,” directly over the receiving room, where all carriages are fitted for delivery.
On the third floor there is a third show-room, 80 by 180 feet, nicely finished, containing shaft-racks ingeniously fitted up, and capable of holding 300 pairs of shafts, so arranged that only three or four pairs of shafts have to be moved in order to find any pair of shafts on the rack. The shafts are all sorted, and so arranged that the men who generally fit up the carriages can put their hands on any pair at a moment’s notice. The rear of this room on the third floor is used for a woodshop. There are 6 benches now, and room for several more. This story is 14 feet high in the clear, making it very light and airy.
The fourth floor is used for storing new and second-hand carriages; and a room in the rear, same size as the smith, trimming and wood-shops, is used for storing lumber. The whole fifth floor, 80 by 180 feet, is used for painting and varnishing.
All the work-shops in the rear are divided from the front shop by a 16-inch brick wall, running from the basement out through the roof. There are six openings in this wall, 8 feet wide, with four heavy iron doors to each opening. The rear room on the fifth floor is used for a paint stock, rubbing, and washing room. Near the paint-mixing bench Is a furnace built in the brick wall to burn every night the rags, etc., used in cleaning paint. The front of the large room is divided into four rooms, 20 by 50 feet each, all connected with each other and with the large middle room by roiling doors, 8 feet wide. Each of these rooms is lighted from the sides and also from the roof. The two outside rooms are used exclusively for the last coat of varnish, and the middle rooms for the last coat of rubbing varnish, and for keeping work one or two days after it is finished. This whole upper story is finished in shellac and varnish, and is kept thoroughly clean and nice, and being so very high is free from dust. This story is from 17 to 19 feet high in the clear, making it probably the most thoroughly ventilated paint shop in the country. In fact, every room in the building is as light as day, and, the ceilings are all so high that it makes the ventilation and air perfect for the health of the workmen.
All the front windows on Wabash-ave. and Harrison-st. on the first floor, are of French plate glass, each pane being 9 by 15 feet. The building materials are gray marble and Philadelphia brick, most elaborately and artistically finished, and it is certainly one of the neatest buildings in this great city of business palaces.
During the month of October the Fuller Electric Light Co., of New-York, sent their agent to Chicago to exhibit their new light, claiming it to be the best ever invented. In searching for a building that would show the light to the best advantage, the agent hit upon Messrs. C. P. Kimball & Co.’s show-room, and contracted with them to furnish the motive power and run their engine until eight o’clock each night at a stipulated price, which paid Messrs. C. P. Kimball & Co. pretty well. They ran the light under this contract up to about the first of December, and it was universally pronounced to be the best lighted and the handsomest room in Chicago, attracting great attention from thousands of people. A few days since the Electric Light Co. concluded they had exhibited it long enough, as their orders were coming in rapidly, and proposed to Messrs. Kimball & Co. to sell them the light. They had an eight-light machine, used one light outside and seven in the showroom, but it was found that four lights would light the show-room so you could see every part of a carriage even better than by the strongest daylight. So Messrs. Kimball & Co. have bought the light, retained four lamps in their show-room, put one in the smith-room, one in the trimming-room, one in the wood-room and one in the finishing-room, and the proprietors as well as the workmen are more than delighted with the result. The foreman in the smith-shop told me he could see to do delicate forging better under that light than he could in the daytime, and it is not enough to say that the result is a grand success. The cost of running it after once put in is merely nominal, as it will cost less than one cent an hour for each lamp. This feature of the course adds very much to the attractions of the grand establishment.
Messrs. C. P. Kimball & Co. certainly have one of the finest carriage establishments in the world. What is better than all, their business is commensurate with their establishment, and amounted to more than $300,000 during the year 1881. From the time they opened the new building to the present time, their sales from stock have averaged more than $1,000 per day, and the repairing from $3,000 to $6,000 per month. During the month of November last they received 221 carriages to repair. In the twenty-five working days, it is not an uncommon thing, as I saw by looking at the repair books, for them to receive 25 carriages in one day to repair, and yet the whole business is so thoroughly systematized that it runs as smoothly as the best regulated mill, and all work is properly and well done and sent home promptly on time. As a firm they are remarkably popular through the West, and their success is beyond question.

How Dewey Rode in Chicago.

May first was the anniversary of the battle of Manila. It was celebrated with great pomp at Chicago, where Admiral Dewey was the hero of the occasion. On one of our fashion plate pages we show what sort of a turnout was provided for him. The carriage is an Imperial landau built by C. P. Kimball Co., Chicago, in front of whose repository it chanced to be when the artist caught it. It is finished in ultramarine blue, striped with lighter shades of blue, and upholstered inside with silver drab broadcloth, while the outside seat is of blue cloth. The horses were dark bay, evenly matched, and the head coachman, John Money, who holds the reins, will be recognized as an excellent type of the correct English coachman. The photograph was taken for The Horse Show Monthly, of Kansas City, Mo., and it is by their courtesy that we are able to reproduce it.

CARRIAGE MONTHLY , June 1900, p. 93

kimbal16
kimbal32FUTURE PROBABILITIES.

The above illustration suggests future probabilities for American lovers of the road. The vehicle itself is of English origin, and its adoption here emphasizes the claim often made that our people are ready to accept new ideas or desirable innovations, no matter what their origin, and further attests the fact that novelties of a striking character will meet with recognition by men who possess the means for gratifying their taste for artistic display. This is particularly the case in connection with vehicles. The four-in-hand appeals to a class of horsemen who desire exclusiveness, and who have time to indulge their taste. The French drag contests the field with the coach as a four-in-hand vehicle. The tandem two wheeler is another showy turnout, but for various reasons it has not gained many friends, notwithstanding there are a large number of gentlemen drivers who desire something that holds a distinctive place outside of the regular fashionable vehicles. To meet this demand, attention has been turned to improving two wheelers and fitting them for two horses, while the introduction of the Cocking Cart presents a vehicle, showy in its appearance, drawn by three horses abreast, and it is not unreasonable to anticipate a marked demand for these latter classes of vehicles as intermediates between the Landau and Victoria class and the four-in-hand. No one can question the effectiveness of a cart bearing six riders, drawn by three horses abreast, which is richly supplemented by the two wheeler with its four riders and the team abreast instead of tandem. Already our park drives, and boulevards present an attractive display on a day when the conditions are favorable for driving, and in no country in the world is the variety so great or so attractive: with a goodly number of Cocking carts, and two horse driving carts added, the picture will be brightened, while the opportunities for gratifying individual taste will be augmented. The field is a large one for the exercise of originality and artistic skill, but it is one into which no second rate man should enter. He who ventures must possess rare skill in designing. and a keen appreciation of harmony and fitness in equipment and in the arrangement of minor details. Fortunately we have such men in the trade, who by their skill will supply the want and lift the art to a point that will nullify all the damages that might otherwise arise by crude designs and taudry embellishment from the hands of incompetent men.

THE HUB, No. 1 (cover) April, 1892 HANDSOME VEHICLES FOR THE WELL-KNOWN CHICAGOAN, GEN. TORRENCE

. HIS STABLE SAID TO CONTAIN- AS COMPLETE AND ELEGANT A COLLECTION AS ANY IN THIS COUNTRY-DESCRIPTION OF A SPECIAL TOP-CART WITH RUMBLE JUST FINISHED, BY C. P. KIMBALL & Co.- NEW LADIES’ DRIVING PHAETON BUILT FOR MISS TORRENCE- A MAGNIFICENT DOUBLE- SUSPENSION VICTORIA.

GEN. TORRENCE, besides being one of the most successful railroad builders and promoters in the country, is a connoisseur on the subject of equipages. With an excellent taste, which has been educated and cultivated both by experience and observation here and abroad, an ambition not to be outdone in the style and appointments of his vehicles and abundant means, he is said to have one of the finest stables in the country, if not in the world. He is now having built by C, P. Kimball & Co, five vehicles, each of which in its class will be unexcelled by anything in this country. When these are completed he will have in his establishment twenty different styles of vehicles, answering to every variety of use and occasion. His vehicles are all new, too, kimbal29none of them being more than two years old; and in comparisons this is a matter not to be neglected, for nothing so distracts from the quality of an establishment as old or half worn out equipages.
One of these five vehicles has just been completed, and Is something entirely new. It is a special top cart with rumble. The body is Victoria-shaped, placed very high. The wheels are large and fitted with the new rubber tires, preventing noise and adding greatly to the comfort of the occupants when riding over rough roads or granite pavements. It has a heavy leather top. When the cart is driven, the top, of course, is always thrown: down. The dash is of special design. The patent-leather flap which covers the apron, has in it a unique little pocket, holding a very handsome gold watch with the face always in view of the driver. The lamps are of what is known AS ball pattern, with round glasses, and are full brass mounted. The trimmings are the dark green cloth, The painting and striping are black, green, and gold. The cart has shifting gear to adjust the balance, and cause it to ride level whether there are one or two occupants besides the footman.
A Ladies Duc with rumble, being built for Gen. Torrence’s daughter, will prove something really unique. The shape of the body is of a late design, constructed somewhat after lines of a queen body Victoria, with fancy carved moldings. The bars connecting the body with the rear springs, and the loop connecting with the gear in front are handsomely carved. The arrangements of the springs and their, connection, sets the body up high. It is trimmed in a new shade of drab and painted green, with gold stripes It is to be drawn by a pair of cobs. Along with this is a magnificent double suspension Victoria of the same general design. The details have not been fully determined on, but it is safe to say the colors will be Gen. Torrence’s favorites, green and gold.
A striking equipage will be what is known as a Grand d’Orsay, now well along in construction. kimbal30The body will be of round antique pattern, with full sweeping lines. It is set very high, with the steps folding down from the inside after the door is opened by the fOOtman. one notable feature win be the windows of beveled glass, round instead of square as usual. The lamps will be of a pattern not hitherto seen. The inside appointments of this carriage will, of course, be of the most exquisite finish. The cushions and backs are to be of a very fine quality of black satin with specially designed, lace. The exterior , finish will be of the colors adopted by Gen. Torrence for all his vehicles, black, green, and gold. The peculiar construction of this vehicle makes it necessary! to be driven always with two men on the box.
The last of these five vehicles is a mail coach. The radical lines of mail coaches have never been changed. They are essentially the same now that they have been for 100 years. Consequently the efforts of both owner and builder in this one have been in the direction of completeness of kimbal31finishing and furnishing, and in com- i modiousness of arrangement. In these, respects they have succeeded admirably. The design while not differing particularly from the regulation English coach has many new features in details. It is equipped with a full set of ice-boxes, wine-cases, and service trays. It has also the imperial for light lunch and when it is not to be used a large. newly designed basket fits into its place for luggage and wraps. The finishings, of course, are of brass. It will be painted in two colors. of pen and black, striped with goldleaf. All of these vehicles bear Gen. Torrence’s monogram, a fancifully formed T within a filigree-worked scroll.
Gen. Torrence is the owner of twelve of what are considered the finest carriage horses in Chicago. They are perfect in shape and style. Most of them bays, and range in size from a pair of 1 51/2 bays that his daughter drives, to a pair of 16 1-3. that the General drives on his eight spring mail phaeton.
With reference to the old Pierce chaise would say that we have this chaise now in our possession, and that it was built in Norway, Maine, in 1851, and purchased by some admirers of Gen. Pierce, who presented it to him before he became President. and was used by him for many years after he left Washington and returned to his home at Concord, N. H.
A comparison of some of these equipages with President Pierce’s carriage, which was also built by C. P. Kimball &: Co., and a picture of which bangs in their establishment shows the wonderful advances that have been made in carriage building in the last forty years- Chicago Times.

THE HUB. April 1892 p. 10

From 1833 to 1854 there were virtually no pleasure carriages in Chicago. Between 1854 and 1856 a man came here from the East and started in a small way on Lake street, selling eastern made carriages, but the volume of the business amounted to but a trifle and could not be called successful. Up to about 1860 the few people in Chicago who used fine carriages purchased them in New York and other eastern cities. About that time Coan & TenBroeck, of Chicago, who started in business building express wagons and that class of work, branched out into fine carriages and soon developed a large and prosperous business; but even then, with the bad streets that at that time existed in Chicago, and the lack of fine drives, the total business in the city in fine carriages was very small. The rise and progress of the carriage business in this city may really be said to date from the partial completion of the park system, and it was not until about 188O that fine carriages began to appear upon our streets in any number. Since then Chicago has made rapid advances in fine turnouts of every kind, and today in the number and value of splendid equipages stands second in this country only to New York. While for the number of vehicles owned by private gentlemen, there is no place in the world where as many are in use in proportion to the population as in Chicago. This statement was made several years ago in a newspaper article prepared at that time by C. F. Kimball, and several of his friends doubted it until he gave them his reasons therefor. Later on, Charles Dudley Waruer, in writing about Chicago made the same statement. Mr. Kimball accounts for this as follows:
“In Chicago, Nearly all the house lots have a depth of from 150 to 175 feet. There is no other city in the world where the man of small means can purchase a lot of this depth for the same amount of money. Having a deep lot, he is tempted to build a small stable, and there keeps an inexpensive horse and vehicle, the horse and vehicle both being cared for by himsel and boys, in many instances without employing outside help. The aggregate of this class of people can only be appreciated by one in my line of business, and you will readily understand that the same class of people in any of the older cities of America or Europe could not afford to have even a modest establishment of this kind.”
The well-knowvn manufacturing establishment of Kimball & Company was originated in the State of Maine, by Peter Kimball, as far back as 1815. He had six sons, who for many years were engaged in the same industry. One of these sons, C. P. Kimball, started the business on a small scale in Chicago in 1877, under whose management it grew and prospered immensely, until his death, March 17, 1891. He was succeeded in the presidency of the C. P. Kimball Company by his son, C. F. Kimball, of the third generation engaged in this manufactory.
The capital increased from a small amount at first to $250,000 in 1892, and the sales to over $700, 000. The number of men employed is 240, and the amount of wages paid out annually is about $160, 000.
The amount paid for material used in the construction of carriages is about $250,000 per year, and in addition to this, the company buy, finished, many carriages of medium grade. As near as can be estimated there are in Chicago today, about three thousand men employed in the manufacture of carriages. This does not include the men employed in the building of wagons and business vehicles. The output is large, bu the amount cannot be definitely ascertained. In the high class of carriages there are comparatively few sent here now from the East, nor perhaps over six of high grade, and this company alone has sent to New York eight high grade carriages.

History of Chicago Vol. II p.434-435
CARRIAGES AND WAGONS, The sign of the “wagon maker” was conspicuous when Chicago was a village, but the principal work done in the shops of those early days was the repairing of wagons which had been made somewhere else, In 1839, however, such progress had been made that there appeared also signs of “carriage and wagon maker.” According to the census of 184o, there were eight establishments of this kind, working thirteen hands, with a capital of $5,000 and a yearly product of $9,250 As farms multiplied, and the country around increased its settlements, the demand for wagons, especially, soon became greater than the hand-labor of the country shops could supply. Then, as the country still more rapidly improved, and the rich soil brought its rewards of prosperity and wealth, came a desire for something better than a lumber wagon to ride in, and the demand for carriages sprang up, The attention of capitalists being directed to this demand, the question arose why these articles were not manufactured in Chicago instead of being brought from the East, The answer is found in the successful establishment in this city of over a hundred factories, which turn out annually nearly $3,000,000 worth of the finest work in the world.
But it required time to accomplish these splendid results. The first shop devoted exclusively to the manufacture of wagons was established in 1843, but, up to 1853, there were a great many more vehicles brought into the city than were shipped out. In 1854, one firm had a capital of $32,000, and employed seventy operatives. It sold that year one hundred and eightyfive carriages, including five which brought from $500 to $800 each, the entire product amounting to $45,000. Another establishment turned out over four hundred wagons and one hundred and eighty-nine buggies and carts. In 1860, as will be seen by the subjoined table, the annual product amounted to $224,170. Between 1860 and 1870, the remarkable increase of seven hundred and fifty percent, was made in the annual product and in the amount paid for wages.
The disastrous effects of the great fire of 1871 were felt for some years, the product of 1872 being much less than that of 1870. Then came the “hard times,” which affect this industry more seriously than any other. It is only when people are prosperous that they buy new and expensive carriages when they feel the pressure of hard times, they make the old ones answer. In 1875, however, while the number of establishments did not equal those previous to the fire, the amount invested as capital had been increased to $1,400,000, and the annual product amounted to $2,197,000.
The returns for 1880 show a steady growth, especially in the number of establishments, which had more than doubled within the past ten years.
The period ending with 1885 was also noticeable for the great augmentation in the trade achieved, and in the number of houses engaged in its transaction; and this semi-decade was likewise noteworthy, in the great advance in the beauty and style of the equipages manufactured. The following table gives the periodic growth of this industry since 1840. The even years, except 1850, are compiled from the United States Census Reports; the others from the local annual revenues.

The report for 1885 does not evidently include many of the smaller establishments, the fact being that there was never before so much money invested in the business, nor so many show houses as in 1885. The dullness in manufacturing generally the past few years has left its impression on this industry as well as others, yet the decreased cost of almost every kind of material has enabled the manufacturers of carriages, buggies and wagons to maintain their former volume of business.

The work done by the manufacturers of Chicago will compare favorably with that of any other city in this country or in Europe. For smoothness of finish indeed, the best work of London is not equal to that of Chicago. As a result of this superiority of workmanship the foreign demand for vehicles of every kind is increasing yearly. Carriages, landaus and buggies are shipped from Chicago, not only to the States adjacent, but to New York City, Philadelphia, California, Oregon, and also to Canada, London, Paris and Australia. Firstclass work of the kind done here will always be in demand, and the higher grade of carriages, such as will bring from $1,000 to $1,500, are always finding customers. The sales of one Chicago firm alone have increased from $50,000 in 1877, to $500,000 in 1885.
C. P. KIMBALL & Co., at the corner of Wabash Avenue and Harrison street, is about the oldest carriage-building house in this country. The business was founded by Peter and Porter Kimball in Maine in 1815, and they attained a good reputation in those early times as skillful builders of carriages and sleighs. In 1838, the business was conduced by J. M. Kimball, and in 1848. Charles P. and George F. Kimball entered the business, and the name of Kimball Brothers has been well known for more than a quarter of a century as one of the leading carriage houses of the United States. There were six sons of Peter Kimball, all of whom entered the carriage trade, and they, with their fifteen children in the business, constitute a family of carriage builders. On January 1, 1877, C. P. Kimball and his son, C. F., started the Chicago house, which at once sprung into favor, and their sales increased so rapidly that five years later they were obliged to seek more commodious quarters In 1879, when they opened their building, it seemed at that time a large industry to establish in Chicago,- a carriage house occupying the whole of a building forty by one hundred and sixty feet, and five floors. Now, they occupy a building at the corner of Wabash avenue and Harrison Street which is in all respects one of the most complete carriage factories on the continent. It is eighty by one hundred and eighty feet in dimensions, six floors in extent, and contains over two acres of floor surface, and is always filled with the choicest and largest assortment of the finest carriages shown in the West. The business of the house has constantly increased until, in 1884, it amounted to nearly half a million dollars, which places the firm second in the United States in sale of fine carriages. They employ about one hundred and fifty skilled workmen in the mechanical department, some of whom have been with the house for twenty-five years and many for fifteen. A few years ago they also added harness to their other business, and they are now one of the leading firms in that branch of trade in the West. Charles P. Kimball was born in Oxford County, Me., in 1826. His father was a farmer and a carriage builder, from whom Charles learned his trade. He was an ambitious youth, but at the age of eighteen had enjoyed very limited school advantages, his time being chiefly employed at the bench and in the field. Desiring a better education than he knew could ever be afforded him at home, he entered into a contract with his father for his freedom, stipulating to pay for the same at the rate of $150 a year and board and clothe himself. By virtue of this contract he was his own man at eighteen. He went immediately to Bridgton, Cumberland County, where he had an elder brother (James M. Kimball, now a prominent and wealthy citizen of Portland, Me.) who had already established a carriage manufactory. There he secured employment, working early and late at moderate wages upon mechanical work. He managed by dint of extra,ordinary perseverance, to pursue his studies at school from six to eight months in the year, while he finished his trade, paid his father the stipulated sum before the expiration of his minority, and saved money besides. In 1854, Mr. Kimball went to Portland, Me., and engaged in business for himself, which steadily grew to be one of great magnitude and the leading business of the kind in New England. Mr. Kimball is a master mechanic in his department of mechanical skill. His carriages are always built under his own supervision and from plans and drawings name by himself, and have a sort of personality about then, and their fame does not only extend throughout our country but is world wide. In every nation under the sun where carriages are used, vehicles from C. P. Kimball’s works will be found. In 1876, he paid Chicago a visit, was fascinated with the push and enterprise of her people, and resolved to remove his interests here and make it his future home. In November of that year he moved to this city, and started his great manufactory on New Year’s day of 1877. His extensive business has been conducted with great executive and financial ability and has proved remunerative, whereby he has amassed a handsome fortune. During all these years of business activity he has found time to take part in many of the philanthropic movements of the day, especially devoting himself to the laboring classes. For several years he was the president of the Maine Charitable Mechanics’ Association, whose prosperity and usefulness for the mechanic’s behalf are largely due to his untiring efforts. In politics he has also been quite prominent, having thoughts and opinions of his own; with an easy flow of speech, he has always been able to hold his own in debate, and is never content to remain silent on any of the great issues of the day. His ability in this way, along with his commanding presence, pleasing address and courteous bearing, have pointed him out as the natural presiding officer of many of the political conventions of his (democratic) party. Usually declining political preferment, and being of the party not much in power since he became prominent, he has nevertheless been at one time, without his solicitation and against his wishes, surveyor of the port of Portland and Falmouth, Me, and twice alderman of his own city. While an alderman in 1861, although his party was in minority in the city government, he was especially active, energetic and persevering in securing liberal aid from the city to help the families of volunteers in the service for their country. The Gubernatorial Convention of his party, held in Bangor in 1869, over which he presided, unanimously nominated him as their candidate for Governor, but he promptly and positively declined the honor; and when the same party met in Convention at Augusta, in June, I871. to put in nomination a candidate upon the New Departure ” platform, Mr. Kimball was so eminently the man for the position that. upon the first ballot, he received 445 votes, the whole number cast, and all parties complimenting him. The leading republican journal of the State had previously said: ” Mr. Kimball stands better with the business people of the State than any other candidate the party can present, for the reason that he is better known as an energetic manufacturer and a prompt and honorable business man than as a democratic politician.” In I872, Mr. Kimball again received a unanimous nomination for Governor by the democrats of Maine. The labor-reform party and the Greeley liberal republicans also nominated him as their candidate. He organized the State more thoroughly than it had ever been before, and spoke in nearly all the large places in the State. He received the largest vote ever given any democrat in Maine, and retired from politics, honored and respected by all parties. Governor Perham, his successful opponent, appointed him United States Centennial Commissioner from Maine, and he was elected a member of the executive committee. In November, 1872, the most prominent carriage builders from seventeen States met in New York, to form a Carriage Builders’ National Association and from among all the great builders from all the large carriage marts but one name was mentioned for president of the association, and Mr. Kimball received every vote. He held the office by subsequent elections until 1876, when he declined re-elect ion. He has taken no active part in politics since his residence in Chicago, but while attending and superintending his great business interests he has quietly used his abilities in the democratic favor so effectively that he was urged to accept the nomination for Congress for the Fourth District, as the proper man to represent it. This honor, however, he positively declined. He was selected by the Citizens’ Committee to prepare the hall and to raise the money necessary (some $30,000) for the great Democratic Convention in this city in July, 1884, and did so in an able and impartial manner. In December, 1884, Mr. Kimball was taken sick with muscular rheumatism, and was confined to his house for some time. In January, 1885, he went to Lakewood, N. J., and subsequently to Old Point, Va., returning in March much improved in health. His old rheumatism soon returned, and he decided, upon the advice of friends to seek, in Europe, change of scene and climate for one or two years, and, at the expressed wish of his wife, he resolved on fixing his domicile at Frankfort on-the- Main, or Stuttgart, in Germany. Mr. Kimball communicated his intentions to President Cleveland, and through the papers on April 20, 1885, he learned that he had been appointed to the important position of Consul-General at Stuttgart, Germany, for the U.S.A. and with his known business ability and tact, the people of this Great Republic can be assured that their commercial interests in the German Empire will be well represented.

Hon. C.P. Kimball.

No man stands higher in the trade nor is better beloved by his associates, than the subject of kimbal3this article. The late Jno. W. Britton once remarked that he was the best-known and the most distinguished carriage-builder in the country.
The leader of his craft in the West, he is a bright example to the youth of this age who desire to better their condition, and if they will but model their lives after his they will be the gainers. Born in the rugged state of Maine, his early years were divided between the farm and the carriage factory of his father, who followed the dual occupation of a tiller of the soil and a builder of wagons.
At the critical age of eighteen he left the family roof and entered the service of his uncle, at Bridgeport, Me., who was a carriage-builder. Toiling day after day at the bench, and with an insatiable thirst for knowledge, he burned the midnight oil, storing his mind the reach treasures of a good education.
He denied himself the pleasures so common among the youth of his age. To him grammar, history and Euclid were far more enticing, and held a greater fascination than the jingle of the bells of the merry sleighing party or the merriment of the apple bee. Perseveringly he surmounted all obstacles and fitted himself for positions of trust and honor in public life, which he has so ably filled.
1854 finds him removed to Portland, engaged in business for himself. Here his practical knowledge of carriage-building, his originality in drafting new styles, and his natural business talents, rapidly won him that recognition which has ever been accorded him of being master of his craft.
In 1876 he made a short trip West, and was so impressed with the wonderful enterprise of Chicago, that he decided to settle there and found a business on a scale in keeping with his ambition. A year later he carried his resolution into effect. His cultured mind, gentlemanly deportment, and correct business methods, quickly gave him entree to the best society of the city and brought him the finest trade of the city, which he retains to this day.
On New Years Day, 1872, the first session of the C.B.N.A. was held in New York City, and amid numbers of the prominent builders of the country, he was unanimously chosen its first President, as the man best suited to the position, and continued to serve until 1876, when he positively declined reelection.
Mr. Kimball has occupied many positions of trust and honor in political and civil life, but that which he most prizes is the cordial acknowledgment of his ability and unblemished probity,which has always been, and is still, tendered him by all parties, whenever he has been known. His benevolence and acts of charity have ever been large. For many years he was president of the Maine Charitable Mechanics’ Association, and devoted untiring efforts and liberal personal contributions to promotion of its aid and usefulness.

THE CARRIAGE MONTHLY vol. 24. November 1888, No. 8. p. 233

NECROLOGY

Charles P. Kimball, of Chicago, Ill., died of heart failure, on March 19, at the Brevoort House, New-York City. Ever since he received a paralytic stroke two years ago he has been ailing, and although all tat was possible had been done to prolong his useful life, it was apparent during the last few weeks that he was rapidly failing.
Mr. Kimball was born in Woodstock Co., Maine in 1822. He began his business life by starting a carriage-factory in Portland. He was successful, and accumulated a considerable fortune. He was esteemed so highly by the carriage trade that when the National Carriage Builders’ association was formed in 1879, he was unanimously elected as its first President. Becoming interested in politics, Mr. Kimball was nominated by the Democrats of his State for Governor. Though defeated, he polled such a vote that, in 1875, he was re-nominated. On this occasion, he received the largest vote ever given in Maine to a Democratic Gubernatorial candidate. Mr. Kimball was to have represented Maine in the Centennial Commission at Philadelphia. He was appointed, but shortly after resigned and went to New-York City, where he was associated in the carriage trade with Brewster & Co. He had been a resident on New-York but a few months when then Gov. Tilden appointed him Centennial Commissioner to represent that State. At the Close of the Centennial, Mr. Kimball came to Chicago, where he founded one of the largest carriage-factories in the United States. This factory, in retiring form the active life, he left to his son Frederick. In 1885, President Cleveland appointed Mr. Kimball Consult to Stuttgart. He remained in Germany two years when failing health compelled him to resign and return home.
The resolutions given below so exactly express our own feeling on this great loss to the trade, that we fail to find any better words to express the sorrow we feel for the loss of this good man, and we are sure there will be no other feeling that one of deepest regret at this death. At a special general meeting of the employees of the firm of C.P. Kimball & Co., called for the purpose of giving expression to the feelings of sorrow on the death of Hon. C.P. Kimball, held at the warehouse at Chicago on Monday, March 23, 1891, the following preamble and resolutions were unanimously adopted:

WHEREAS: It has pleased the Divine Will to remove from our midst our respected and beloved friend and employer, Charles P. Kimball, whose loss we most sincerely and sorrowfully deplore; and realizing that by his deeply regretted demise we loose a kind friend and honored employer, and the community an upright, honorable and conscientious citizen: and, whereas, our heartfelt sympathy goes out to the sorrowing widow and family in this the dark hour of their profound grief and distress: therefore,
Resolved, That in the great loss we have suffered by the deeply regretted death of our late esteemed friend and respected employer, Charles Porter Kimball, we mournfully realize that we shall nevermore receive the benefit of his kindly counsel and friendly advice, nevermore be encouraged and strengthened by his genial presence amongst us, which at all time diffused the warmth and brightness of his great kind heart and most sympathetic good-fellowship; and
Resolved, That we do herby give expression, however inadequately, to our profound feelings of sincere and acute sorrow in the irreparable loss we have sustained by the death of our true friend, whom we shall always remember with the utmost respect and gratitude: and we has point with pride to the noble and inestimable services he gave to his country in the cause of honor and justice, he fearless denunciation of all irregularities in administrative affairs, and his staunch adherence to his principles, Furthermore,
Resolved, That we do extend to the sorrowful family our most heartfelt sympathy in their great and most painful grief at the deplorable loss of a kind and tender husband and the most indulgent father, desiring to mingle our tears with theirs; reminding them that He who looks with pitying eye on the widow and fatherless will be to them a comfort and a kindly light to lead them out the the gloom and darkness of their great tribulation, and assuring them that we shall always retain the fondest memories of his kindness of heart, and think with tenderness of him who sympathized with us alike in our prosperity and adversity.
Resolved, That a copy of these resolutions be transmitted to the bereaved family, and also to the trade journals, as a mark of our respect and veneration for an honored and esteemed man gone to rest.

D.G. McDiarmid,
George Unrich,
M.A. Markham,
Oscar Graff,
Wm. H. Litile,
John McCartney.
George Davidson,
Committee

THE HUB p. 48

C. P. KIMBALL & CO., of Chicago, have outgrown their large repository and factory on Wabash avenue, and have contracted for the erection of a handsome seven-story building, 99 feet 11 inches high at the corner of Michigan avenue Boulevard, and Harmen court. This new building will be a model in every respect, and located on one of the greatest driving thoroughfares in the country. The new building is to be 80 by 146 feet. They will also have another large building erected for them on Wabash avenue near Twentieth street, which will be used exclusively for storage purposes. It is proposed to occupy both of the new buildings with the beginning of. 1893. Upon a recent visit to their present repository, a MONTHLY representatIve observed some of the handsomest of recent designs. and was informed that a recent order for six new carriages had been taken from General Torrence, a prominent railroad promoter, and a connoisseur in equipages, who has placed orders with them during the past two years for $35,000 worth of vehicles, his object being to have the best appointed stable In the United States. He has at present twelve horses of high breeding, and with his new order for carriages, will have considerably over a dozen fine vehicles.

THE CARRIAGE MONTHLY, March 1892, p. 400
– During his recent short stay in Chicago, Hon. Chas. P. Kimball, United States Consul to Stuttgart, Germany, was tendered a reception by the Iroquois Club, of which he is an old and honored member. In reply to the address of welcome, Mr. Kimball referred to his ten years’ residence in Chicago, and too occasion to remark that the business men of the city were all overworked. He further stated that, after having visited almost all the large cities in Europe, he was happy to say that Chicago was the most energetic and prosperous city on the face of the globe. Consul Kimball sailed for Europe on Saturday, May 8th.

THE HUB June 1886 p. 186
Prepare for 1892.
Chicago, October 12, 1889.

Mears. Ware Bros., Philadelphia, PA.

Gentleman:- Your telegram requesting me to give you some information regarding the Centennial Exhibition of 1876, came duly to hand. I would say in reply, that at the Convention held in 1874, the president and executive committee were made a committee to consult with the Centennial commissioners about the carriage exhibit. I had the honor of being president at that time, and the late John W. Brittan, of Brewster and Co., was chairman of executive committee, with such men as Stivers, Rogers and others making up the committee. We met the executive committee of the Centennial Commission in Philadelphia, on the 18th of February, 1875. We told the commissioners what the carriage-builders wished them to do for us, &c., and they were only too glad to have us take the carriage exhibit mostly in our charge, and did not fail to grant every request we made from that time foreword. It was discovered in February, 1876, that the main building was to be over-crowded, and that the American carriage exhibits would have to be immensely reduced or a special building built. A request was made upon the board of finance for a special carriage building, which they readily granted and it was built, giving the carriage-builders all the room they needed. Foreign countries had been granted the privilege of making all their carriage exhibits in the main building; but all but the French readily consented to the request of the United States commissioners and placed there carriages in the carriage building. The French refused to change their carriages, hence, were permitted to exhibit in the main building.
It was an outrageous proceeding on there part, which time has proved by the two exhibits they have held since that time, they would grant to no other country, always taking the lions share for themselves, and selecting their own judges. The Centennial Commissioners were very liberal in there arrangements, and of the four hundred judges who were well paid for their services, foreign countries were allowed to select two hundred. And as I was the chairman of the committee on contests and appeals, and thousands of cases came before us in secret session, many of them showing the outrageous acts of some of the foreign judges, I am able to speak from knowledge, and say what I have never said before said. Some of their actions were outrageous in the extreme towards America, and I hope no such privileges will be granted at the coming Exposition to foreign countries, that there were at the last one. At the proper time, I may deem it expedient, if my health will permit, to go before the commissioners of the coming World’s Fair, and state to them many facts that came before me, that will be of value to them in making the selection of judges.
I think it would be well for your Convention at its present session to be extremely careful in the selection of your Executive Committee. That is of more importance than anything else you can do. Then empower your president and executive committee to meet with and lay before the commissioners of the World’s Fair of 1892 the condition of the carriage trade in this country and their wants for the fair. It must be pretty well understood, I think, by this time, by all localities seeking the World’s Fair, that no decision will probably be made about the location by Congress, before February or March. And all action taken by local committees before that time, will be of little avail, except being prepared to provide the money in case their location is selected. The Bill giving Philadelphia the Fair of 1876 provided for one commissioner and one substitute in each State or Territory to be nominated by the Governor of said State or Territory and appointed by the President of the United States, that made it a National Exposition. I presume similar action will be taken this winter.
Philadelphia appeared before Congress and guaranteed that they would raise the money and pay all the bills for such and Exhibition as the Commissioners desired to have. Also all expenses of each and every commissioner attending each and every meeting, form the time they started until they returned home after the close of the exhibition, which they lived up to in the most splendid manner. The Hon. John Welch, since Minister of England, with such men as Thomas Cocharn, Steel, Wanamaker and many other first class Philadelphia business men, were on that finance committee. And they performed their duties in a masterly manner. After the first meeting of the commissioners in Philadelphia, bringing together one or two members from every State and Territory in the Union, it was found that it was very expensive and most to large a body to work harmoniously together, as they must have frequent meetings.
Then a request was made upon Congress to allow the Centennial Commissioners to select thirteen of their members, to be called an Executive Committee, who should have all the powers of the full commission when the commissioners were not in session. Congress promptly granted the request. Fitness and location had controlled the selection of the Executive Committee, and all parts of the country was represented as far forth as possible, and gentleman from the following states were selected: Connecticut, Massachusetts, Maine, Rhode Island, New York, Pennsylvania, Maryland, West Virginia, Louisiana, Florida, Wisconsin and Ohio. A.T. Goshorn of Ohio, was selected Director-General, and Prof. Campbell of Indiana, Secretary.
Mr. Goshorn had a great experience and was an excellent man. These men entirely controlled the great exhibition 1876. Philadelphians contented themselves with raising the money, furnishing the ground, building the buildings, furnishing police force necessary, and reaping such rewards from the attendance, as it was in their power to got. It was a grand and very successful fair, but cost the Philadelphians I think, nearly ten million dollars more than they received. Great efforts will have to be made by any city to equal it, greater to surpass it. But either one of the great cities now striving for it, can rival if they choose, and I most sincerely hope they will do it.
Of course I am greatly in favor if it coming to Chicago and hope that Congress will see fit to give it to us, and sincerely believe that is is for the best interests of the whole country, that they should do it. But of that, neither your or the Convention, will care to gear from me. Hoping that I have given you all the information you desired, and that you will have a grand Convention, and with my best wishes for health, happiness and prosperity of the entire craft, am, Sincerely yours,

C.P. Kimball

THE CARRIAGE MONTHLY DAILY, Oct. 15, 1889 p.4

THE CARRIAGE MONTHLY DAILY

C.P. Kimball & Co., of Chicago, exhibited a good variety of well finished work, the racing cutter, built exceedingly light weighing only fifty pounds, including the shafts, was justly admired relative to its workmanship, but was not considered sufficiently strong to carry the intended weight. the same opinion was heard form most all visitors, relative to the one-man road wagon, proving that the Europeans h ave no knowledge regarding the quality of our material and superior workmanship. The dog cart, the ladies’ phaeton, with full gear front, and several sets of harness, were a credit to the house.

THE CARRIAGE MONTHLY DAILY, Oct. 15, 1889 p. 34
The Carriage Monthly

C.P. Kimball & Co., Chicago, Ill., write: The year just closed has been a satisfactory one. Our business was the largest we have ever had. Collections were good, no loses. The lack of snow is all that bothers us now (Dec. 30). We have had so little in Chicago the last three winters that we have almost forgotten how it looks, and have made up our minds we can do without it. If we could have had a snow early in December it would have been a great advantage to all dealers in the West in working off their old stock of sleighs. Now it is so late that it will do but little good as far as sleighs are concerned, and will interfere with carriage sales.
The Carriage Monthly, Vol. 26 February 1891, No. 11. p. 375

rev
back to top

The Later Years

Enlargement of The Kimball Carriage Company

The many friends and patrons of the well known coach builders, C. P. Kimball & Co., were kimbal25surprised to learn on January 15 that two prominent Chicagoans, A. A. Carpenter. Jr., and James R. Walker, had been admitted to the firm. The new corporation consists of the following officers: President, Charles F. Kimball; vice president. A. A. Carpenter, Jr.: treasurer, James R. Walker: secretary, Louis E. Burr; assistant secretary. F. A. B. Smith.
Mr. Carpenter and Mr. Walker belong to two of the oldest families in Chicago and are men of wealth and social position. Mr. Carpenter has been engaged in the lumber business for years, and is still connected with the Ayer & Lord Tie Company. Mr. Walker is a capitalist. who has been occupied by his large real estate holdings. the principal item of which is the Taconaa Building.
Both Messrs. Carpenter and Walker have more or less interest in the carriage industry through their own private stables. Mr. Walker especially having kept up in past years an extensive establishment in Chicago and also at his country home at Pittsfield, Mass. Mr. Carpenter, in addition to being a lover of horses, is an enthusiastic automobilist.
The business standing of the two partners is additional surety that Kimball Quality, the recognized standard for half a century, will always be maintained.
The addition to the firm’s roster started the rumor that Mr. C. F. Kimball would retire. This is absolutely incorrect as Mr. Kimball is still president of the firm and will, as heretofore, give his best personal efforts towards increasing the volume of the business and its already enviable prestige.
Louis E. Burr and F. A. B. SmIth, who have been with the firm since boyhood, and who have contributed in no small degree to the success of the business, will, of course. continue in their old positIons.
The sudden growth of the automobile business has opened a new field for the coach builder-furnishing bodies and tops for the chassez-and it is on this account particularly that Mr. Kimball consented to the admission of the two new partners, so that the business might be enlarged very materially in this new line. The manufacture and sale of fine carriages and harness, however, will still form the basis of the business, and there will be no change in the policy that has prevailed since the founding of the house in 1815.
The Bit & Spur takes this occasion of extending to C. P. Kimball & Co their heartiest wishes for continued success
BIT AND SPUR, March 1905 p. 18

OBITUARY RECORD
OF THE
GRADUATES OF BOWDOIN COLLEGE
AND THE
MEDICAL SCHOOL OF MAINE
FOR THE DECADE ENDING
1 JUNE 1909
p.300-301
Class of 1874

CHARLES FREDERIC KIMBALL, son of Hon. Charles P. Kimball and Mary E. (Porter) Kimball, and grandson of William R. Porter (Bowdoin, 1814), was born 31 July, 1854, at Portland, Me. He was prepared for college at the Portland High School. At Bowdoin he was a member of the Alpha Delta Phi Fraternity and prominent in athletics, serving as the leader of a division of the “porficients” in the gymnasium, and as captain of a company of cadets while the military drill was required. After graduation he studied law with Hon. W. L. Putnam (Bowdoin, 1855), and subsequently in New Your City in the office of Vanderpoel, Green & Cummin and at the Columbia Law School. In 1876 he served as secretary for the judges of awards at the Centennial Exposition at Philadelphia. The following year he removed to Chicago and joined hi father in the management of the Kimball Carriage Co., one of the largest manufacturing concerns of the kind in the country. On his father’s death he became the head of the corporation with which he was afterward identified and in which he acquired great wealth. When the practicability of the automobiles was first demonstrated he made a thorough study of their manufacture and added this business to he already large and flourishing industry. Mr. Kimball died suddenly at Chicago of heart disease, 7 January, 1909.
Mr. Kimball was a man of fascination personality and distinguished by integrity and uprightness of character. He took great pride in pursuing and increasing the business which the two proceeding generation of his family had won success.
Mr. Kimball married 21 Feb. 1906, Cecilia Pepper Gallogley, M.D., daughter of Michael Joseph and Mary (Pepper) Gallogley of Chicago, who survives him without children.

HISTORY OF CLASS OF 1874 BOWODIN COLLEGE 1874-1899
By
Charles J. Palmer
Class Secretary

CHARLES F. KIMBALL

Mr. Kimball. after leaving college, studied law in 1874 and 1875 to please his father, studying with Judge Putman, and subsequently in Columbia College, New York; and then closing his law books, to please himself went into a carriage business as a member of the firm of C. P. Kimball & Co., in Chicago, where his business is gaining dimensions which it was stated by the Chicago papers “astounded Chicago people themselves.” For many years he has been one of the leading carriage manufacturers of the world. A sketch of Mr. Kimball, which appeared in public print a short time since, may be of interest.
“Charles F. Kimball, the famous carriage builder, so well and favorably known to manufacturers throughout the country is one of the most prominent and successful young business men in Chicago. That it requires a business genius of no mean order to maintain a national leadership in any trade is hardly to be questioned, and for years Mr. Kimball has been recognized as the foremost American carriage manufacture. His achievements have been the result of native talent and industry, and his remarkable career has been one of uninterrupted prosperity He is a public-spirited citizen, and is deeply interested in the welfare of the city of his adoption. In a social and business way he enjoys widespread popularity. He has occupied numerous important positions with social and commercial organizations, and he is esteemed for his many admirable qualities. He is the son of the late C. P. Kimball, and is the head of the big house of C. P. Kimball & Co. He is a man of great executive ability, and handles the endless details of his vast business with a skill and judgment rarely seen
“Charles F Kimball was born in Portland, Me., July 31, 1854. He attended the public schools in that city, and entered Bowdoin College in 1870. He had a fine college career and graduated with honors. C. P. Kimball, like many other men who have achieved fame and fortune, was imbued with the belief that almost any business or profession was easier for his sons to follow than his own, so he determined his oldest son should become a lawyer Charles F. Kimball studied law with William L. Putnam, in Portland, Me., for a year. He then moved to New York, where he became a student in the firm of Vanderpool, Green & Cummin, and at the same time attended the Columbia Law School. He graduated from the law school in 1876, and immediately went to Philadelphia, where he was appointed Secretary for the Judges of Awards at the Centennial Exhibition. While filling the duties of that position he was thrown in continual contact with men of every nationality, and was granted an exceptional opportunity of gaining information proved invaluable to him in after years. He remained in Philadelphia after the close of the exhibition, preparing the necessary reports pertaining to the Bureau of Awards, and in January, 1877, came to Chicago. Mr. Kimball might nave become an able lawyer, but he had back of him two generations of natural carriage mechanics, and he felt that he naturally belonged to the carriage craft. Therefore, rather against the advice of his father, but, as the latter said, to his great comfort and pleasure in after life, he went into business with his father upon his arrival in this city. The business developed and increased wonderfully, until to-day Charles F Kimball is admittedly the chief of American carriage builders. Although often importuned to do so, Mr. Kimball has never taken any part in the political life of the city. He has devoted himself exclusively to his great enterprise, and has never gone off on tangents into unprofitable fields. He is unmarried. He is a thorough man of the world, and has traveled everywhere. As a raconteur he is excelled by few, and his company is much sought. He is an affable man, and in his daily intercourse reveals the unvarying courtesy and kindliness which are not the least among his characteristics
“Mr. Kimball is, quite a clubman. He is a Director of the Chicago Club, he holds a similar office in the Calumet Club and is a member of the Union League and Washington Park Clubs. He also belongs to the Chicago Athletic Association. The Sons of Maine chose him President two years ago, and recently reelected him. He is President of the Graduate Chapter of the Alpha Delta Phi. He is Chairman of the Good Roads’ Committee of the National Carriage Builders’ Association, of which organization he was President in 1893.”
Mr. Kimball goes abroad every year for quiet a number of weeks, and travels in nearly every part of the world repeatedly. At the exhibition in Philadelphia in 1876, he was Secretary for the Board of Judges on Awards, where nearly all of the class had the pleasure of meeting him. In 1884 he was a member of the Reception Committee of the Democratic National Convention at Chicago, which was the only political office that he has ever held. Somewhat later Mr. Kimball became a Republican, and during the campaign of 1896 many rumors were in circulation as to his position, but were finally set at rest, however, by an open letter to the publishers in which he says: “For the past three days we have been in constant receipt of letters, telegrams, and personal inquiries from our patrons and friends anxious to know if the rumors current throughout the city that we had come out for free silver was true. Kindly do us the flavor to give place in your columns to the statement that our company is unanimous in favor of McKinley, sound money, and prosperity.” Mr. Kimball was rewarded for this letter by receiving ao order to build a $700 carriage for McKinley immediately after his election.
Mr. Kimball states that he has never had a sickness since he was sixteen years old. He says in a letter recently received: “There is little in my life that has been important or startling, merely that of a commonplace business man, who, as A T. Stewart once remarked, ‘works hard for his board and clothes;'” and as he said five years later: “I expect to work hard as long as I live, with a little fun as I go along; prospering the same as all business men, hoping for much, and getting little.”
C. P. Kimball & Co., 315 Michigan Ave., Chicago, Ill., exhibited a complete line of automobiles bodies on Berliet and Peerless chassis. The bodies shown were full limousine with French cab panels, and finished in golden brown, striped with a broad line of gold leaf, price $1,900, finished in French broadcloth.
A special town brougham body is also shown, finished in Yale blue, and upholstered in broadcloth showing an introduction of scarlet harmonizing with the striping. This body is fitted with extra side panels, and extra doors. The phaeton can easily be converted into a limousine. This body sells fro $2,100.

CYCLE AND AUTOMOBILE TRADE JOURNAL. March 1909, p. 85
kimbal1The well known traveling representiative of C.P. Kimball & Co., who is
seen on the promenade of every big horse show in this country.
What he doesn’t kow about appointments and
carriages doesn’t count.

A Popular Carriage Salesman.

Edward H. Byrne, in charge of the harness department of C. P. Kimball & Co., has been in the employ of that well known firm for over twenty years. During that entire period Mr. Byrne has made a specialty of the stable. He has followed horse shows from the Garden to Denver and the coast, and it is safe to say that no man in the country has his mind more focused on this branch of sport. The best tribute to Mr. Byrne’s knowledge in that line is the fact that he has assisted personally in fitting out and equipping most of the prominent private stables, not only in Chicago, but in St. Louis, Kansas City, Omaha, Minneapolis, and other western cities. Some of the most notable of this year’s stables with which he has been identified are those of Messrs. Fred Pabst and Ferdinand Schlesinger of Milwaukee and those gems of western stables recently built for F. K. Bull and R. T. Robinson of Racine. Wis.
Edward’s popularity extends throughout the country wherever the horse is king, and is not confined to exhibitors and owners, but extends to foremen, coachmen, and grooms.
No man around the tanbark is better known, and no man whose judgment is respected is more often consulted regarding the technical points of the ring.
BIT AND SPUR, May 1905 p. 115 Charles F. Kimball Revisits City and Is Forcibly Impressed With Many Attractions and Wonderful Progress.

Succeeded His Father as manager of Big Carriage Manufactory Which Had Its Origin in the State of Maine.

Charles F. Kimball, formerly of Portland, but more recently of Chicago, last week found himself once more amid the charms of the Forest City, having been called here buy the death of his Aunt, Miss Isabella H. Porter, of Spring Street. Mr. Kimball is managing the large carriage factory which his father, Charles P. Kimball, established in Chicago in 1876 after being in business for a long while in this City.
The business itself which has now grown to large proportions was first begun in Norway, Me. The factory was then changed to Portland where it flourished for 22 years and finally in 1876 was established in Chicago where it attained the present great proportions, requiring a seven story building 120 by 200 feet to handle its increasing trade.
Mr. Kimball after graduating from Bowdoin College and the Columbia Law School and spending a few ears in this City finally drifted into his father’s business and succeeded to the management of it in 1891 upon the death of the later.
Since the advent of the automobile in the world of transportation, Mr. Kimball realized its possibilities through observation of reception in European circles and has given no little consideration to this branch of manufacturing. No special makes are turned out by the factory, but in the case of every order the body of the machine is made according to the individual taste of the customer, to be placed on a chassis of any make desired.
In order that they may cater to this special trade, the company places draughtsmen all over the Country and Europe so that the advance styles may be ascertained as soon as possible for as Mr. Kimball says the stylish automobile as well as the stylish gown usually originate in Paris. The chassis of many a machine is imported from Europe on account of the demand for something original and about 250 men are employed solely in constructing automobile tops.
Mr. Kimball finds the enormous financial outlay in purchasing automobiles is a revelation, and a surprising indication of the prosperity of the Country, but he feels assured that this unusual demand is no whim of the people, no novelty to come, to pass, and to be remembered, but in step in the world’s advancement which will never be lost sight of. On the other hand he is equally certain the automobile industry will never absorb the manufacture of carriages since people of means desire both methods of conveyance.
Mr. Kimball considers that the effect of the automobile on the good roads movement is of no little consequence and is of the opinion that it will soon bring the roads of this Country up to the standard of Europe. The auto enthusiasts of Chicago are extremely fortunate in having an ideal strength of road, 50 miles in length in a perfectly constructed boulevard which skirts the city.
Although he is located on the shores of the great Lake Michigan, Mr. Kimball, as June draws near, invariably expresses a longing for the salt breezes and codfish of the Maine coast, and during his stay here, the later, a luxury in his mind, formed the chief article of his diet.
The Portland of today is not the Portland as he last saw it; it is a Portland, larger, better and grander but it still maintains those picturesque qualities which have always characterized it. Although Mr. Kimball has toured in Europe every Summer for 15 years and has visited the most attractive parts of tis terrestrial sphere he is still able to state with all frankness that he has yet to find a street which surpasses the picturesque beauty of State street with its magnificent trees and overhanging foliage.
A stroll through the Business district reveled many changes and brought back a flood of recollections. He remembers the time of the building of the Falmouth Hotel when the proportions of that building impressed him more than the Waldorf Astoria of a later day, and recalls vividly the old City Hall, but still more vividly the old man who used to stand in front of it each day with a green cart loaded with a tempting array of lobsters in all their redness. It was more than once that he and the rest of the boys had patronized the stand, usually after a run down Preble street to his fathers factory to obtain three three cent stamps of the bookkeeper – stamps at that time being used as currency – which furnished the ways and means of an afternoon’s spread on lobster meat.
He further recalls the time when Casco street limited the business district and the establishment of a store further away than the square was looked upon as a risky enterprise.
Mr. Kimball has always considered Portland an ideal spot and were he not too deeply involved in the cares of business would desire nothing better than to spend the summer months at least amid the enjoyments of this attractive resort. He and Mrs. Kimball left for New York Wednesday evening and expect to arrive in Chicago next Monday.
History of the Class of 1907 Yale College Published 1912

Charles Porter Kimball

Residence Address: 80 East Elm St., Chicago, Ill.
Business Address: 315 Michigan Ave., Chicago, Ill.

Born October 30, 1885, in Stuttgart, Germany, the son of Charles Porter Kimball, born August 26, 1826, in Remford, Me., and died in New York in 1891, and Helen Amelia (Getchell) Kimball.
He prepared at Hotchkiss School and while in college was a member of the University Club, and the Chess team, of which he was captain in Senior year. He received a Second Dispute Senior appointment.
He married, April 2, 1910, at Chicago, Ill., Miss Frances Mary Stanley, the daughter of Frank Stanley and Mary Stanley.

Kimball is treasurer of C. P. Kimball & Company, automobile and electric vehicle body builders, in Chicago. He is a member of the Chicago Club, the University Club of Chicago, Chicago Athletic Club, Chicago Automobile Club, and the Onwentsia Club. Of his career since graduation Kimball writes: “I entered our business in Chicago, being the fourth generation to pursue the trade of coach-buiider. The first year I spent learning bookkeeping and drafting and in the following year I became president and treasurer of C. P. Kimball & Company. I lived at the University Club for a year, and since my marriage have been living on the North Side. After taking Professor Wheeler’s course in Modern European History, I made up my mind to make a study of Napoleon and since leaving college have accumulated a small library of nearly seventy volumes on that subject. I have studied his political and military career rather thoroughly, finding the latter most interesting, especially as I enjoy the game of chess and the study of strategy is not very dissimilar to that game. A few months after our marriage we took a trip through Europe and visited all of Napoleon’s battlefields in Northern Italy, besides going over Austerlitz, Essling, Lobau and Wagram. We hope to include in our next trip the territory covered in the campaigns of 1813 and 1814.”

HISTORY
OF
BOWDOIN COLLEGE.
WITH
BIOGRAPHICAL SKETCHES
OF THE
GRADUATES
FROM 1806-1879, INCONCLUSIVE
P.843

CHARLES FREDRIK KIMBALL was born in Portland, July 31, 1854. The September after graduation he entered the law office of Hon. W. L. Putnam (1855) of Portland, where he remained until October 1875. He then removed to New York City and continued his studies in a private office, and also as a student in the Columbia Law School, at which institution he was graduated in May 1876. From that time until Nov. 31, 1876, he was secretary for the board of judges of the Centennial Exposition at Philadelphia, Pa. He then removed to Chicago, Ill., which in now his home, and has been since November 1876, engaged in the carriage business and one of the firm of C.P. Kimball 7 Co.
C P Kimball & Co, of Chicago, manufactures of vehicle bodies, whose present plant is located on the corner of Michigan boulevard and Gorman court, have bought a property at Michigan boulevard and Thirty-ninth street for $77,500, and will immediately, begin the erection of a modern body factory.

THE HORSELESS AGE. October 20th 1909. Vol. 24. No. 16

KIMBALL COMPANY BUYS ANOTHER SITE.

The C.P. Kimball Company, of Chicago, well known as auto body builders, have purchased a site on Michigan avenue, 300 feet south of Thirty-ninth street. The lot is 100 x 161 feet and completes the carriage company’s purchase of 400 feet on the avenue at that point. The purchase price of the property bought was $17,500, the price of the entire 400 feet being $77,000. The entire property will be used for a new building costing $500,000, of which plans already have been drawn. The new structure, when completed, will be devoted to the automobile department of the company’s business.

THE HORSELESS AGE. January 1st, 1910. Vol. 25. No. 2.

Representative Men of the Vehicle Industry.

D.G. MCDIARMID

D.G. McDiarmid, draftsman for the C.P. Kimball & Co., Chicago, Ill., was born at Napu, New Brunswick, Canada, February 24, 1856. After a few weeks in a country store, when about fourteen years of age, he apprenticed himself to William Simpson, a carriage builder at Chatham, New Brunswick, and served four years. He worked eighteen months at New Castle, New Brunswick; then visited Quebec, Montreal, Kingston, and other places, and found himself in 1878 in Toronto. Here he engaged with William Dickson, and began to lay the foundation of his education as a draftsman by studying evenings a work on carriage drafting, published by THE CARRIAGE MONTHLY. He next went to Detroit, Mich., and engaged with Wilson Bros. After some time there, he took up his line of march, and in the Spring of 1880 he reached Chicago, where he at once found employment in the establishment of P.L. Smith & Co. After two years he went to The Studebaker Brs. Mfg. Co. at South Bend, Ind. Remaining there two years, he returned to Chicago and engaged with C.P. Kimball & Co., where he took the position as draftsman after a few months and was also superintendent of construction. In 1889, he was sent by the firm to Europe, and again in 1892, where he saw all that was desirable in fine carriage work. Mr. McDiarmid is a progressive draftsman, and has originated some of the finest work on wheels.

THE CARRIAGE MONTHLY Vol. 34. No. 1 April, 1898 (appears to be the cover)

Kimball Makes a Limousine.

kimbal34Although the C.P. Kimball Co., of Chicago, is known primarily as a body making concern, still it finds time to manufacture electric pleasure cars, mostly to order. In line with this one of its offerings for the present season is what is termed a station wagon, but which in reality is an electric limousine in that it carries an enclosed body with a capacity of six- four in the tonneau and two on the front seats. This limousine is fitted with solid tires, and wheel steer and a wheelbase of 100 inches. The motive power is derived from a forty-two cell thirteen-plate battery. Another Kimball is an inside-drive coupe with either wheel or lever steer and solid tires, while novelty is a George IV. phaeton, the body on which is constructed along novel lines.

Motor Age. Jan. 26, 1911 p. 49

NEWS IN THE TRADE

The C. P. Kimball Co., carriage and automobile manufacturers, have purchased from Stewart B. Andrews, property on Michigan Avenue 300 feet south of Thirty-ninth Street, Chicago, Ill. The lot is 100 X 161 feet, and completes the company’s purchase of 400 feet on the avenue at that point. The purchase price of the property bought was $17,500, the price of the entire 400 feet being $77,000, the entire property will be used for a new building costing $500,000, for which plans already have been drawn. The new structure, when completed, will be devoted to the automobile department of the company’s business.

The Carriage Monthly, Friday, 1910 p.33

Death’s Harvest During the Past Month

Charles Frederic Kimball.

As briefly noted in the January Carriage Monthly, Charles Frederick Kimball, president of C.P. Kimball & Co., Chicago, Ill., died at his home in that city on the morning of January 6th. Mr. Kimball was born in Portland, Me., July 31, 1854, and graduated from the Portland High School in 1870. He was later a student at Bowdoin College, and studied law at the Columbia Law School, where he graduated in 1876. He went to Chicago during the following year.
The death of Charles Frederick Kimball is a distinct loss, not only to the Carriage Builders’ National Association, but to the entire trade as well.
The consistent advance in carriage building, which this famous firm made since starting of the house in Chicago in 1876, has commanded the admiration of the trade, and their widening and helpful influence upon the quality, the artistic building of pleasure vehicles in the West, was very noticeable, and to their influence largely must be traced the forming of a large number of concerns through the West for the building of fine private carriages, having the beauty and finish that has helped America lead the world in this field of endeavor. So marked was their steady advance in the beauty and finish of their work, as well as its strength and durability, that the trade, which in former years went to New York City for the finest pleasure vehicles, was deflected in a measure to Chicago. The house of C.P. Kimball & Co., constantly maintained their supremacy, and with the advance of the automobile adapted themselves to the changing conditions of the trade, and maintained their high standing and their large business.
To the ability of Mr. Kimball, and his wide knowledge of the requirements of the carriage trade in this country and in Europe, and his familiarity with the many designs of vehicles manufactured, must be awarded the credit for the high position that the house has taken. He was not only a critic with a fine sense of what was proper and adapted to the vehicle, but a rare financier, and a splendid salesman.
No one who knew Fred Kimball (and probably no one in the carriage trade was so well known throughout this country and Europe, as he) could but be charmed with his engaging personality and his attractive courtesy. The carriage trade may well be proud of so shinning a figure as a representative carriage builder.
The loss to the Carriage Builders’ National Association is irreparable. His counsel, his constant attention to details of the Association and many questions that came up requiring settlement for the good of the carriage trade, he did not hesitate to give in large measure. Mr. Kimball became a member of the Carriage Builders’ National Association at the first meeting the Association held, in what in those days was called the “West,” Chicago, October 221, 1880; therefore he has been a member for over twenty-nine years.
In 1889 he was elected a member of the Executive Committee, and was a member of that committee from that date either regular or ex-officio, until his death. He was chairman of the committee in 1890, and was elected the president in 1892, and presided at the convention which was held on the Colombian Exhibition Grounds in 1893.
It would be useless to call the attention to the member’s of the Association who have served on that committee during these years to the great services he rendered during the many years he was a member of the same. Until his sickness a few years ago there was no member more punctual in attendance at all the meetings of the committee, nor any one whose opinion was more valued than his. He never “jumped at conclusions,” but carefully weighed every project that was being considered and gave his opinion when given was always carefully thought out, and had its weight with the other members. The conclusion he came to about any matter was generally acceptable to the whole committee.
He had a remarkably clear head, and gave all subjects the consideration they called for, and at all times looked to the interests of the Association, present and future.
The members of the Carriage Builders’ National Association will all remember him at the conventions. He was always ready to take his part in proceedings and to give his views on any matter that was under consideration, in a clear and convincing manner, and what was equally important at this meetings, he was always ready to fill in the place of one who for any reason could not be present. His education and equipment were such that he could take almost any subject and present in an attractive manner.
As an after dinner speaker, Mr. Kimball had few equals, and no matter where or when he was called upon he always had something to say that was worth hearing. Few trade associations could boast of so brilliant a speaker as was Mr. Kimball and the C.B.N.A. members who took a great pride in him.
Without disparaging any of the very able men who have gone from us, nor the equally able men who are still with us, it will be agreed that there has not been in the long history of the Association a finer “all round man” than the one whose untimely death we all mourn. The carriage trade and all its members have been blessed with a good friend, and we have none but to pleasant memories of him, and it can be truly said that his life has been to the carriage trade a most helpful and inspiring one.
Mr. Kimball joined the Calumet Club in 1878, when the organization was founded, and lived at the club for several years. Many of his life-long friendships were formed while a member of this club.
He is survived by a widow, a step-mother and two half-brothers, C.T. and Carroll Kimball. Mrs. Cecelia Kimball, the widow, was with him when he died.
The funeral was held at the Plymouth Congregational Church, Chicago, the interment being made at this birthplace, Portland, Me. Among the members of the C.B.N.A. who journeyed to Portland, and attended the funeral were Daniel T. Wilson and William Wiese, New York City, and John Hassett, Amesbury, Mass.
THE CARRIAGE MONTHLY, February 1909 p. 359-359
Charles Frederick Kimball son of Charles P. Kimball formally of this City, died at his home in Chicago, Thursday, January 7, of heart disease, from which malady he has been a suffer from a number of years. Mr. Kimball was a prominent business man and acquired great wealth through his management of the C.P. Kimball Carriage company, one of the largest manufacturing concerns of the kind in the Country. Mr. Kimball was a man of fascinating personality and was distinguished by integrity and uprightness of character. He had a host of friends in this City where his family was well known. Mr. Kimball graduated from Bowdoin College and the Columbia Law school and after spending a few years in this City, he entered the business of his father an din 1891 upon the death of the latter he assumed the management of the vast enterprise.
The C.P. Kimball Carriage Company started business first in Norway, Me. After a time the factory was removed to Portland and was located at one time at the corner of Congress and Brown streets in a portion of the establishment now occupied by Eastman Bros. and Bancroft. After having been located in this City for 22 years the business was moved to Chicago in 1876 and when the practicability of automobile was first demonstrated Mr. Kimball made a thorough study of the business and added a branch for the manufacture of all kinds of automobiles to the already large and flourishing industry.
Mr. Kimball was 65 years old. he was married five years ago to Miss Cecilia Gollogly of Chicago, who survives him. The Kimball factory was located on Michigan avenue, Chicago, and Mr. & Mrs. Kimball made their home on Indiana avenue. The remains will be brought here for burial and the services will be held on monday afternoon next at 2:30 o’clock at Wilde Memorial Chapel. Interment will be at Evergreen.
CHARLES P. KIMBALL

Mr. Hanno W. Gaged received a dispatch from New York yesterday, announced the death of the Hon. Charles P. Kimball at the Brevoort House in that city yesterday morning from the effects of a paralytic shock he received some time ago.
Charles P. Kimball was born in Bethel, in Oxford county, August 6, 1825. He was the son of Peter Kimball, who afterwards died in Norway, and Charles was one of ten children. The family comprised J. M. Kimball of Portland, the oldest son, who is still living; George F. Kimball, deceased, who was in the firm of Kimball Bros., Boston; H.I. Kimball, founder of Kimball house, Atlanta, Ga., and who lately founded the town of Kimball, Tenn.; E.N. Kimball, Boston, who is connected with the Hallett & Davis Piano Company; Mrs. Elizabeth A. Gage of Portland; Mrs. Julia Burr of Rochester, N.H.; Mr. Mary Burns of Woodstock, deceased; Mrs. George H. Story of New York City.
Mr. Kimball received a common schooled education, and at the age of 18 he received his time from his father and immediately joined his old brother and learned the trade of carriage builder, paid his father for his time and what money remained he devoted to his education. At the age of 21 he removed to Norway and established a large carriage manufactory, the effects of his business push and activity being felt perceptibly in the quiet village. About eight years later- in 1854- he came to Portland, where he established two large manufactories which were located on Preble street, with salesrooms in the Preble House building, now occupied by Jose & Sawyer. He remained in this city until 1876 when he went to New York, and entered the employ of Brewseter & Co., who conducted the largest carriage manufacturing establishment in the united States. Later on he removed to Chicago, where he built up a large carriage manufacturing business now conducted buy a stock company known as the C.P. Kimball Company, of which he was president, and his son Fred is now business manager.
Mr. Kimball had great originality and skill as a designer, and his thorough knowledge of his business and the excellent work turned out gave his carriages a world wide reputation. He did a large business with the South and the war brought heavy losses to him which he met honorably.
In politics Mr. Kimball was a Democrat. He had been alderman of the city and surveyor of the port, and in 1869 was unanimously tendered the nomination as governor buy the Democratic convention, but declined the honor. He was nominated in 1871 and in 1872 and received the party vote though he failed of an election. In 1885 he was appointed consul to Stuttgurt, Germany, by President Cleveland, and served out his term. Mr. Kimball was president of the maine Charitable Mechanics’ Association in 1857 and 1868.
For his first wife Mr. Kimball married Miss Mary Porter of Paris, Me., who died about 20 years ago leaving two children, Charles F. and Mary, who still survive. The latter is now in Portland. In 1875 he married Mrs. Helen A. Sparhawk, who survives as do her two children, Carrol and Charles P. Kimball.

FUNERAL OF HON. CHARLES P. KIMBALL.

The funeral of Hon. Charles P. Kimball too place Saturday afternoon at Congress square church. There was a fairly large attendance. Among the relatives from out of town were Mrs. Kimball and C. F. Kimball of Chicago, Carroll Kimball, Mr. and Mrs. M.L Burr, of Rochester, N. H. Mrs. Geo. B. Story of New York, Mr. and Mrs. E. N. Kimball of Boston, Mr. and Mrs. W.F. Kimball of Boston and Mr. and Mrs. Henry Kimball of New York. The services were conducted by Rev. W. E. Gibbs and Rev. Dr. Blanchard. The pall-bearers were Messrs. George F. Emery, Samuel Trask and Nathan Cleaves. There was music by the regular Congress square choir. The floral tributes were beautiful, being contributed by friends in this city and abroad. The burial will be in evergreen cemetery, in the family lot.

From Portland Transcript March 1891

C.F. Kimball’s Patent Rubber Pole Sockets.

A number of years ago, C.F. Kimball, president of C.P. Kimball & Co., Chicago, realized the difficulties in making a carriage pole that would fit into the sockets, under the splinter bar at the back equally well in wet and dry weather, without rattling.
All carriage builders had has much trouble with rattling poles, and in wet weather, the pole would be too tight, and in dry weather too loose and rattle. When the poles become worn at the sockets, it was the custom to put tin or leather around it, and the tacks driven in to hold this in place, weaken the pole and sometimes caused it to break at that point.
kimbal13Several years ago, Mr. Kimball invented the rubber pole socket, advertisement of which appears in this issue, and gave to the H.D. Smith & Co. Plantsville, Con. and No 253 Broadway, New York City, the exclusive right to manufacture and sell these sockets in the United States. The rubber socket invented by Mr. Kimball makes this pole fit at all times, without regard to weather or other conditions.
We do not know of any small improvement in a vehicle for many years, that has added so much to its value and comfort as these rubber pole sockets. They have absolutely done away with the rattling and binding of the pole that were inseparable with old-style iron socket, and are now used by all leading carriage builders of the United States.
The Carriage Monthly, July 1902 p. 127

Returned from Abroad.

kimbal20Mr. C. F. Kimball, of C. P. Kimball & Co., Chicago, and Mr. F. H. Hooker, of Henry Hooker & Co., New Haven, returned last month from a two-months’ tour of England and the Continent. London, Paris, Brussels, Antwerp and Holland were included in the tour. Also, a ten-days’ coaching trip, in a mail-coach and outfit, through the “heart of England,” which was pronounced the most enjoyable of all.
THE CARRIAGE MONTHLY, Vol. 25, October 1899, No. 1 p. 207
C.F. Kimball, president of the Carriage Builders’ National Association, is to-day one of the best known carriage builders in the United States, holding an advanced position in the carriage industry such as is seldom attained by a man of his years. The hearty reception received at the time of his election attests the strong personal hold he has upon the members of the C.B.N.A. He is the son of the late Hon. C.P. Kimball, who twenty years ago was elected its first president, and was born in Portland, Me., July 31, 1854, and represents a third generation of carriage builders in his family. His grandfather Peter Kimball, began the carriage business in Woodstock, Me., in the year 1815. He made carriage builders of his six sons including the Hon. C.P. Kimball. The later spent his schoolboy days in Portland, where he graduated with first honors from the Portland High School. He then entered Bowdoin College and completed his collegiate course in 1874, after which he took a two years course in Columbia Law School, having decided to follow a legal profession. He served during the Centennial year as secretary to the Board of Judges of the Philadelphia Expositions. When the work of the Board ended he went to Chicago with a view to entering upon the practice of law; but his father had just begun the carriage business in that city, foreseeing that the time was ripe for a first class builder, and the son, feeling that his services were needed, entered most heartily into the enterprise with his father, and in a few years the house of C.P. Kimball & Co. became one of the leaders in the production of fine vehicles. Their factory, which is one of the finest buildings in Chicago, is a model of neatness and convenience. All of the work-rooms, from the basement to the top floor are arranged with a view to facilitating the manufacture of fine work, while the large floors devoted to show rooms are filled with the finest specimens of vehicles made therein, as well as a great variety built by leading manufactures of the East, over all of which his genius presides and controls.
Through not trained as a carriage builder, the younger Mr. Kimball is possessed of a keen artistic taste and quick perception, which fits him to select the most fitting in his line and to place it before the public in a manner that wins approval. This faculty, backed by the courage to lead, has caused his house to be recognized and respected wherever fine carriages are used.
Mr. Kimball has been a member of the Carriage Builders’ National Association for fifteen years, but it is only within the last three years that he allowed himself to advance to the front. His merits were immediately recognized and he took rank among the most able of its members; and his elevation to the position of president, while highly complimentary to him, was but a testimonial of the esteem and respect of his associates.
He will have the honor of presiding at the third Convention of the Association held in Chicago, and all who have attended heretofore will feel that the meeting must be a success because of his being at the head. His presidency but adds another to the list of strong men who have been recognized and honored by the Association, and by the way, if the laws of the Association will admit of it, we suggest that Mr. Kimball be reelected president for another year or so, so that the Association may have the benefit of his presence in the chair when the business of the Association resumes its regular course.

THE HUB, October 1893, Vol. 25, No. 7 cover.

Chicago Carriage Trade

Notes regarding carriage manufactures and dealers color and varnish houses.

(With illustrations of Prominent Houses)

From our Western Correspondent.

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CARRIAGE MANUFACTURES

C.P. Kimball & Co. started in business in Chicago in February 1877. Their first building ws 40 feet frontage on Wabash Ave. near Harrison St., five stories high and 160 feet deep. At that time it seemed a big venture for Chicago, and there were many predictions made tat there were not enough buyers of fine carriages in Chicago to support such an establishment. In three years the business increased so rapidly that a larger building was necessary, and in May, 1881, they moved into the building at the northwest corner of Wabash Ave. and Harrison St.

THE HUB, October 1893, Vol. 25, No. 7. P 564

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George Kimball, James M. Kimball

George Kimball

GEORGE FRANKLIN Kimball was born in Bethel, Me., July 25, I827, and died in Newtonville Mass, March 24, 1885. He was a son or Peter and Betsey (Emerson) Kimball, and a direct descendant of Richard Kimball, his Immigrant progenitor, the lineage being: Richard,1 Thomas,2 Richard,3 Thomas,4 Francis,5 Peter,6 Peter,7 George Franklin8. Richard1 Kimball left Ipswich, England, April 10, 1634, and shortly after his arrival in Boston settled in that part of Watertown now included in Cambridge, where he was made freeman May 6, 1635, and became a proprietor, in 1636-7, Shortly after that time he was invited to remove to Ipswich, Mass., that town being in need of a competent wheelwright, and there he spent the remainder of his life, dying June 22, 1675. He m. for his second wife, October 23, 1661, Margaret Dow, widow of Henry Dow, of Hampton, N.H.,Thomas2 Kimball, b. at Rattesden, Suffolk County, England, in 1633, grew to manhood in Ipswich, Mass. but after learning the trade of wheelwright settled in Hampton, N.H. where he became the owner of more than four hundred acres of land and a mill on the Oyster River , He was killed by the Indians, May 2, 1706. His wife was Mary, daughter of Thomas Smith of Ipswich. Richard Kimball, called “Captain,” b. in Hampton, N.H., in I660, d. in Bradford Mass., January 21, I732-3. He was influential in church and town affairs. His first wife, Sarah Spofford, of Boxford, whom he m. September 7, 1682, was the mother of his nine children. His second wife was Mrs. Mehitable Day Kimball,widow of one of his cousins. Joesph4 Kimball (b. in Bradford, December 29,1701, d. July 5, 1769) was a wealthy man for his day, owning real estate in Chester, Hampstead, and Plaistow, N. H. He m. January 19, 1724, Abial (Abigail) Peabody. Their ninth child, Francis5 Kimball (b. in Bradford, Mass. December 8, 1742, d. December 6, 1822), was a farmer and a blacksmith. On February 18, 1768. he m. Betty Head. Peter 6 Kimball was born in Bradford, in 1768, and died August 24, 1843. A farmer and mechanic, he settled in Bridgton, Me., in 1796, and as a Captain of the militia made a very handsome officer, being a fine looking, well-proportioned man. He m.Lucy Barker, who bore him ten children.
Peter 7 Kimball, b. in Bradford,Mass. May 19, 1793, d. in Norway, Me., May 14, 1871. In early manhood he. settled in Bethel, Me., where he worked at his trade of a wheelwright, and established a sleigh and carriage factory. His sons, who began. to work in his shop, became celebrated carriage manufacturers. He was a stanch Republican; and when during the Rebellion, some one asked him if he, would vote for his son, Charles, who was then the Democratic candidate for Governor of the State, he replied: “No!” No sooner than would vote for any other rebel.” On.March 16, 1816, he m. Betsey Emerson, daughter of James and Eunice (Berry) Emmerson. She d. in Rochester, N.H, June 6, 1879, having been the mother of ten children.
George Franklin8 Kimball was a successful carriage manufacturer for many years. In 1866 her transferred his business interests to Boston, and his residence to Newtonville. An able business man, he had good knowledge of literature and a fine appreciation of poetry. He was a devoted member and liberal supporter of the Methodist Episcopal Church, long serving as superintendent of the Sunday school. Mr. Kimball married August 5, 1851, Lucretia Jordan Morton, daughter of Joseph B. and Patience (Wright) Morton. She was born in Paris, Me, whither her parents had removed from Otisfield, July 7, 1831. She died February 1, 1872. On April 30, 1874, Mr. Kimball married for his second wife Ellen C. Pulsifer. By his first marriage he had five children, namely: Alton Howe; William Fred; Georgine died in infancy; George Story; and Paul Story who died at the age of twenty-three years. By his second wife he had two children, namely; Clofford born in Newton, Mass., January 29, 1875; and Helen, born in Newton, September 24, I883, is preparing for Smith College at the Newton High School.
Alton Howe Kimball was born in Norway, Me., June 21, 1852. He received his education in the public schools of Newton, Mass. Learning the trade of, carriage maker, he followed it for a few years, and then became interested in the emery ,and emery wheel business, in which he has since been engaged. He married December 23, 1879, Alice Ray, by whom he had two daughters: Edith Ray, born September 5, 1880; and Crete Morton, born March 17, 1887. By his second wife, whose maiden name was Frances Connell, he has one son Alton Howe Kimball, Jr., born November 26, 1895.
William Fred 9 Kimball was born July 18,1857, in New Haven, Conn. After completing his early education, he was engaged in the carriage business eight years, giving it up then to become treasurer of the Fayette Shaw Leather Company, which in 1900 was sold to the United States Leather Company. Mr. Kimball still acts as treasurer of tbe Fayette Shaw Leather Company, and is also treasurer of the American Heat, Light and Power Company, of Boston. He married Sillinda Shaw, daughter of Fayette Shaw, and they have had three children, namely: Morton Shaw, born September 16, 1884; George Fayette, born March 16, 1893, (who died in infancy); and Katharine, born Septemher 26, 1898.

Boston Evening Transcript
March 25, 1885

The Late George F. Kimball.

At a meeting of the members of the carriage trade, held on Wednesday, March 25, to take action in memory of the late George F. Kimball, it was decided that a delegation from their number should attend the funeral, and the following testimonial was adopted:
We have been informed of the death of our late friend and neighbor, George F. Kimball, and it is with deep feelings of grief and saddened that in the height of his usefulness, and in the prime of his manhood, he has been taken from our midst.
In his sudden death we recognize a peculiar loss, and we reverently bear or testimony to the high esteem in which he was held as a citizen, to his genial social qualities as a neighbor, and to his generous attributes as a friend.
While we morn his loss as one in every way worthy our respect, we do not fail to realize that greater and more serious loss to his bereaved family and kindred, and to whom we tender or deepest and most sincere sympathy.

Boston Globe
March 27, 1885

GEORGE F. KIMBALL’S FUNERAL

The funeral of the late George F. Kimball took place yesterday afternoon at 2:30 o’clock at his late residence on Walnut street, Newtonville, and there was a large attendance of friends. the services opened with Scripture reading and prayer by the pastor of the Central Congregational Church, Newtonville. Remarks were made by Rev. Dr. B. K. Peiree of the Zion’s Herald, and beautiful vocal selections were rendered by the Temple quartet of Boston. The address of Dr. Peiree contained a tribute of respect to the deceased. The floral offerings were numerous and included a large pillow of roses and a broken column. The body was taken to Newton cemetery.

THE CARRIAGE MONTHLY
MAY 1885
Obituary.

GEO. F. KIMBALL.

We were furnished this brief sketch of the life of Mr. Geo. F. Kimball, notice of whose death was made in the April number, by one who had been intimately acquainted with him both socially and in business:
George F. Kimball, of Boston, senior member of the firm of Kimball Bros., of that city, died at his home, in Newtonville, Mass., near Boston, on the morning of March 24th, 1885, after a painful ill ness of five weeks, in the 57th year of his age. Mr. Kimball was one of the best known carriage manufacturers and dealers in New England, having been engaged in the business from his early manhood.
George Franklin Kimball was born in Oxford County, Maine, in 1828, the third in a family of six brothers, five of whom survive him. His father, the late Peter Kimball, one of the pioneers of Oxford County, was a carriage-builder, and all his boys were brought up to his trade; hence it was not without good ground that George was so frequently referred to as a “born carriage-maker.”
His business career began in the city of New Haven, Conn., in 1853, where, in company with his younger brothers, H. I. and J. C., now prominent citizens of Atlanta, Ga., he established a good-paying business. Subsequently the three brothers became members of the. well-known firm of G. & D. Cook & Co., of New Haven, who, prior to the war, conducted the then largest carriage manufactory in the United States. Early in the progress of the late war, Mr. Kimball entered the army with the 15th Connecticut Volunteers, and followed the varying fortunes of his regiment to the final victory.
At the close of the war, Mr. Kimball went to Boston and entered the firm of Kimball Bros., established in 1851 by his older brothers, Hon. J. M. Kimball, now a wealthy citizen of Portland, Me:, and Hon. C. P. Kimball, now the leading carriage manufacturer of Chicago. In 1872 the older brothers sold their interests to George F. and Edwin N. Kimball, since which time the subject of this sketch has been the head of the firm, and has ever sustained the high character and reputation of this the oldest carriage house.in New England.
Mr. Kimball’s private character was in the highest degree pure and spotless. In disposition he was eminently amiable, genial and social, winning hosts of warm friends wherever he went. Just at the beginning of his business life be joined the Methodist Church, and ever lived a sincere, consistent and active Christian life, always a leader in all the great work of his Church and his Sunday school. His death, in the very prime of his mature manhood, was the result of a severe fall upon the ice. He bore his long suffering with a degree of patience and of Christian fortitude characteristic of his whole life. His funeral was attended by an immense throng of his sorrowing neighbors and friends, who testified their love for him by the most profuse and beautiful floral offerings. The New England Carriage Workers’ Union was called together in Boston, and passed resolutions in praise of his many noble virtues, and of sincere condolence with his afflicted family, and attended the funeral in a body.
Thus has passed from our sight to a better inheritance, one whom we all knew but to love, and whose memory will ever be cherished by those who knew him best.
THE HUB
Nov 1883, p. 499

THE FAILURE OF KIMBALL BROS., OF Boston. Our Amesbury correspondent writes as follows: “The failure of Kimball Bros., the well known carriage-builders and dealers in Boston, announced here on October 3rd, made somewhat of a sensation, as several of our Amesbury carriage-builders have ” drawn tickets in the affair, though the prizes, luckily, are small. The firm has made an assignment to Edwin N. Kimball, of Newton. The firm consists of George F. and William F. Kimball, and is well known in the trade. Some three years ago it started a factory in Boston, it having previously been in Portland. This involved a very large outlay, which, if business had continued as it then was, would have been justified. The firm prepared itself by this change of base from Portland to Boston to do a much larger business, and the expenses were proportionately increased. The present season has been a very unprofitable one, and the firm decided that, in justice to its creditors, it should stop before matters became any worse.” An offer of 50 cents on the dollar in settlement has been, accepted by the creditors.
THE HUB’S PORTRAIT GALLERY.

THE LATE GEORGE F. KIMBALL, OF BOSTON.

(See Portrait accompanying.)

OBITUARY: Died, at his home in Newtonville, Mass., on March 24th, George F. Kimball, senior member of the firm of Kimball Brothers, carriage-builders, of Boston, aged fifty-seven years. – The Hub, May, 1885.
George Franklin Kimball was born in Bethel, Oxford County, Maine, July 25th, 1827, and was the kimbal44third of six sons of the late Peter Kimball, the pioneer carriage and sleigh builder of Maine, who brought up all his boys to the trade of carriage-making, and thus, both by his personal influence and that of his energetic successors, contributed a lasting impress to the designs and character of American vehicles, particularly sleighs. The five brothers of the subject of this notice, namely: James M., of Portland, Me.; Charles P:, of Chicago; H. I. and J. C., of Atlanta, Ga., and Edwin N., of Boston, still survive him, and, with their sons, constitute the most noteworthy of American families who have devoted their energies for three generations to the specialty of carriage construction.
Geo. F. first entered the carriage business on his own account in New-Haven, Conn., where, in 1853, he joined his brothers H. I. and J. C. in establishing a prominent factory. This concern was subsequently merged with that of G. & D. Cook, of the same city, which, prior to the War of the Rebellion, controlled the largest and most extended carriage trade in this country, and all three brothers became members of that firm. Like many other Northern factories having a Southern clientage, the Cooks became crippled during the business paralysis that followed the breaking out of the war, and Geo. F. then joined the 15th Regiment of Connecticut Volunteers, and followed its varying fortunes until the final victory, when he removed his home to Boston and entered the firm of Kimball Brothers, that had been established there in 1851 by his elder brothers James and Charles. In 1872 he bought out their interests in the concern, and in 1880 took into partnership his son, Wm. F., who now continues the business.
The private character of Mr. Kimball was in the highest degree amiable and honorable, and his circle of friends and acquaintances was unusually large. Together with his brother Charles, he was one of the founders of. the Carriage Builders’ National Association, and he had ever since been closely identified with the work of that organization.
His untimely death was caused by an accident on the ice, followed by long and painful illness. His funeral was attended by a large delegation of members of the trade he so worthily represented, including the New England Carriage Workers’ Union, who adopted appropriate resolutions in memory of his many virtues and his distinguished services to the craft.

James M. Kimball

THE CARRIAGE MONTHLY June 1892 P. 89
Obituary

James M. Kimball, a retired Carriage builder, died at his home, in Portland, Me., May 7, of heart disease He was born at Woodstock, Me. in 1817 He served his apprenticship in his father’s shop, where he was Employed until 1852 In that year, he went to Portland and entered business for himself. He manufactured only fine work, and his reputation and business grew rapidly. He formed several partnerships during his business career of twenty-nine years. His partners were; first, Edward Clement; then his brother, John C. Kimball, and last, Zenas Thompson, Jr. who was his business associate when Mr. Kimball retired, in 1871. For six years previous to his retirement he was also a member of the firm of Kimball Bros., of Boston

OBITUARY
EASTERN ARGUS, MAY 9. 1892, p.5

James M. Kimball

Mr. James M. Kimball, one of the famous family of carriage builders, died at his home on Pine street Saturday from heart disease of long standing. Mr. Kimball was born to Hamil’s Grant, now a part of Woodstock, to April, 1817, and was , therefore, a trifle over 75 years of age.

He was a son of Peter and Betsy (Emerson) Kimball; he being the eldest of ten children. Mr. Kimball’s wife was Arville Eillot of Bumford, who survives him, as does their only child; Mrs. Elmer II. Waterhouse.

Mr. Kimball learned the carriage makers trade of his father and commenced business o Bridgton when he was about 21 years of age. He continued there until about 1832 when he came to Portland, continuing in business here until 1871. In Bridgton he had as partners Richard Gage, and later Amasa H. Merrill. After coming to Portland he was alone for a good many years. His factory was on Congress street where Kimball block occupied by Eastman Bros. & Bancroft and J.K. Libby, now stands. For a short time a partnership existed between himself and Edwin Clement, then Zenas Thompson, Jr., the later partnership ending when he went out of business in 1871. About 1865 the firm of Kimball Bros. was formed of consisting of James M., Charles P. and George F. this lasted for several years.
Mr. Kimball, while always a very strong Democrat, never aspired to public office. He was a member of the common Council from Ward 7 in 18(50?). He was a member of the Aged Brotherhood of the M.C. M. A. and of the Falmouth Club. He has been an invalid for many years.

For the New York Coach-maker’s Magazine
THE PORTLAND SLEIGH
Illustrated on Plate Xl
Portland, ME, July 30, 1859

Mr. Editor-Dear Sir: Herewith I send you a drawing of a Portland sleigh, built by Messrs. Kimball & Clement of this city, for David Cook, Esq. of New Haven, Conn.
The frame -work of the bottom is of hickory, that of the top of soft ash. The panels of basswood. The moldings on the top are of bard wood, carved. Shafts bent and made wide, so as to hang outside of runners, on an iron running from front bar to runner, and about eight or nine inches back of the runner, thereby getting the horse back that distance nearer the sleigh than the old way of hanging them. It is trimmed with silk plush, squabbed, brought up and tacked on the top, then a silver mounding instead of lace put on to it. It has silver-plated handles on the side, a plated rein-rod and foot-rod. All complete, this sleigh cost $150.
Messrs. K & C. build some nearly the same style at a much lower figure than that. Some of their sleighs, without trimming, are sold as low as $40 and will do good service. They are light and neat, but being made of the best materials, are quite substantial. They employ about 40 men, and build about 150 sleighs and about the same number of carriages, annually, which are mostly sold in New England.

York. Yours truly, B.

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John Calvin Kimball

SEPTEMBER 1891

J.C. KIMBALL – 61- D 9/18

Born to a small town in Mane, member of a large an inffluencial family. Was one of 6 bros. only 3 to whom survive him – H.I of Atlanta, E.N. of Boston & J.N of Portland, Me. Mr. K. came to Atlanta 22 years ago to superintned to construction of the Oglethorpe fair blds. These were later used for the cotton expo of which J.C. K. was V.P. and H.I.K pres. He was a member of city council for 1 term and of the bd. of eduication for 6-yrs. he owned 1/2 intrest in teh Old Kimball Hse. and was largely interested in the rebilding of that structure. He was twice married. He Leaves 3 sisters- Mrs. M.L. Barr of Rochester, N.H; Mrs Geo. H. Story of N.Y.C; Mrs Reid Gaye of Portland Me. he also leaves a wife (?) childred as follows: Walter, Mrs. Nellie Kimball Murdock, Miss Bessie and John. Was a member Post No.1 G.A.R. O.M. Mitchell Post. Oaklawn Cem.

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Hannibal I. Kimball

Biographical

H. I. K I M B ALL. Atlanta’s debt to H. I. Kimball is evidenced by many of this city’s most successful enterprises, notably the H. I. Kimball house, which was built by him and which still remains one of Atlanta’s leading hotels. Mr. Kimball was born in Oxford county, Me., in 1832, and his parents, though poor, were intelligent and worthy people. Having learned from his father the carriage maker’s trade, he left home at the age of seventeen and went, to New Haven, Conn., where he secured employment in an extensive carriage manufactory. Success rewarded his diligent and persevering efforts and he eventually became manager of one of the most extensive factories of New England; but destiny decreed that he should find his life’s work in other lines of endeavor and in 1866 he became identified with George M. Pullman of Chicago in the manufacture of sleeping cars. Being sent to the south on business, he returned to Chicago so impressed with the possibilities of this section that he desired to make it his home for the future, and he was given the management of the southern branch of the Pullman Car Company with head quarters in Atlanta. No happier fortune could have fallen to the city; and for twenty years Mr. Kimball, whose enterprise was simply irrepressible, was found in the fore front of every movement which sought to promote the city’s material growth and prosperity. He was largely instrumental in bringing the state capital to Atlanta in 1871 and also in erecting the Union Passenger depot and the old Opera House which subsequently became the headquarters of the seat of government. Also at this time the Kimball House was built under his supervision and as the result of his wide awake desire to place Atlanta in the lead of southern cities with respect to hotel accommodations. He was largely interested in the building of cotton mills and was active in bringing about the Atlanta Cotton Exposition of 1881, which was the first industrial enterprise of this kind ever held on southern soil. Mr. Kimball left Atlanta early in the eighties, but on the destruction of the Kimball House in 1883 he came back again and rebuilt the structure as it now stands. In politics he was a republican and in religion a Methodist. He was universally popular and possessed the unbroken confidence of his fellow-citizens. He married the daughter of Mr. George Cook of Boston, and three children were the result of this union: Laura, Mae and H. I., jr. Mr. Kimball died on April 28th, 1895.

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Plates

Working-Draft of Gentleman’s Sleigh.

EXIBITHED BY C. P. KIMBALL & Co. AT THE PARIS EXPOSITION.

This sleigh, probably the lightest ever made, weighing about fifty pounds with shafts and trimmings, differs in construction from those we have published before, and a working-draft of the details of construction will, no doubt, be appreciated by the trade.
Regarding the side elevation of the runners and body, Fig. 1, no novelty will be observed; the shape of the body is on the Portland style, and the runners are the same shape usually made. The bottom sweep of the body is curved very little at the back end, but raises considerably at the front. The bottom frame, on which the body rests, is only 7/16 inch thick toward the outside, forming a moulding standing over the side panel 1/4 inch scant. The back corner pillars are very light, made of ash, 1/2 inch thick by 1 1/4 inches wide, top and bottom; to this add the side sweep (see back view, Fig. 3). The back and side panels are bass wood, 1/4 inch scant thick, and are canvased on the inside with fine muslin. Another frame is made for the seat to rest upon, 7/16 inch thick, and its shape can be seen from the front view, Fig. 2. The back corner moldings are 3/8 inch wide on the side and back panels, and both moldings should be made out of one piece, avoiding the joint for the molding. If made this way, the panels can be glued and then braded, and the brad-holes covered with the molding, which makes good, strong work and good finish.
The four back knees are only 1/2 inch thick, and from the other side 7/8 inch on top and 5/8 inch at bottom. The knees are ironed on the inside surface from top to bottom in one piece, including the stays. The two back side stays are bolted to the runners, are clipped to the knees and also bolted to the body. The clip, when passing the knee, is forged solid to the stay after the inclination of the knees. The stays are made of 3/16-inch round steel, and the clips welded to stays are very light. The steel bands on the inside surfaces of the knees and bolsters are bolted to them, and the bolt heads are diamond shaped. The front knees and bolsters form one bent piece, with sharp round corners near the bottom of body. This bent piece is ironed vertically with a light piece of steel 1/8 inch thick and riveted to it. The shaft irons are also different from those usually made; they are taken also from 3/16 – inch steel, and bolted back of bent knee and also to the body; for this see Fig. 1. The front knees are only 3/8 inch thick, 7/8 inch under body and 5/8 inch at bottom near the runner. The size of runners are 1/2 inch deep by 5/8 inch thick, but are tapered to 3/8 by 1/2 inch scant at front end. The scroll at the front ends of runners forming eagle heads are very light. The rein rail at the front is very light, has four supports and is only 1/8 inch full thick. The body rails are 3/16 inch scant thick, well shaped and finished. On the original the front knees were level with the body, and a half round put on to cover the joint, but this is not necessary; the knees call be put 1/4 inch in from the edge of the body, which will break the joint, or, in fact, the joint will hardly be seen and makes a lighter finish. The corner irons are welded to the shoes where the runners connect with the body. The size of the shoes are 5/8 Inch round edge steel by 3/16 inch thick. The front dash panel is 3/16 inch thick, rabbeted into the runners, and the joint covered with the shoes.
The widths of body are as follows: Across body, front, 20 inches; body bottom at center, 21 1/2 inches; body back at bottom, 20 inches, giving 3/4 inch round on each side for frame and bottom of body. Body back on top 27 inches, and full width of body 30 inches across the panels. Width of track front 36 1/2 Inches, and back 36 1/4 Inches.

kimbal15kimbal14

THE CARRIAGE MONTHLY, Oct. 1889, p. 198

PLATE NO 24. CABRIOLET

kimball11EXHIBITED BY C. P. KIMBALL & CO., Chicago. This differs in general appearance from other styles. While the outlines are similar to the latest New York style, the wing pillar is heavier, and instead of forming a scroll at front, as on victorias, in this case the wing pillar ends under the dickey seat. The wing pillar on upper end is cut in a circular curve, which is original with this house. This pillar is beaded with 3/8 inch bead on both edges, and side quarter moldings is beaded with a square bead. The wing pillars are raised 3/16 above the side quarter molding. The appearance of the boot and body is very heavy, but this is the style at present. A light build cabriolet according to the current notion, does not look well. The boot panel had 5/8-inch wide moldings, which are rounded and worked solid on the panel, and the molding on the bracket front is raised 5/16 inch above the panel, and is beaded around the edges. Note the shape of top on lower edge on false arm rail, the shape of fenders on front bow, and boot steps and pumphandles. The braces on front carriage part and front stay have collars, lower and upper bed bent wood, and upper back bed iron. The back springs are regular coach platform springs.
Painting. -Body: deep blue; wing pillars, a few shades lighter; moldings, black, striped a fine line of light blue on inside edge of molding; boot, black; front bracket, same as wing pillars; beads, black, striped a fine line of red. Carriage part: cherry carmine, striped three lines of black, center line 3/8 inch, and a heavy line each 3/4 inch apart. The collars on braces are black, striped with a fine carmine line each side.
Trimming.- Blue morocco and blue cloth; style, blocks and pipes back, blocks on top, half diamonds and pipes, and small blocks at bottom; broad lace cushion fronts, broad lace on top of cushion on each side; dicky seat, one driving cushion over the entire seat, made over a wooden frame; fall partly stiff; 7/8 inch raisers, and edges of fall and cushions bound with leather.
Finish: – New style of silver plated lamps; fenders on bows, with curved sides; front fenders, plain: curved dash, with side handles, and also curved side handles on body; top joints well curved; carpet blue for body and boot; double rail, and wide skirt on dickey seat; grate steps and collars on step shanks.

CARRIAGE MONTHLY JULY 1893 p. 102

kimbal9PLATE NO. 26. COLUMBIA PHAETON.

Exhibited by C. P. Kimball & Co., Chicago. This is one of the unique styles on exhibition, and none like it can be seen in other exhibits, either American or foreign. The body had very deep panels, heavy stanhope pillars, and raised bracket front. The back corner pillar molding is continued to the back end of the body, ending with a light carved scroll. The side surfaces on the top are convex, and the lower part concave, and the back part of the body is square up and down. The appearance of the body is excellent, and makes a splendid style.
The carriage part is as usual, with iron futchels, straight draw bar, upper futchel of wood and straight beds; upper back stay of iron, and stays plain; back part suspended as usual; springs clipped at bottom and bolted through the bar on top; steps on each side of the axle.
Painting.- Body: deep blue; moldings, black; stanhope pillars have concave molding, and are painted a few shades lighter than the body. Carriage part: deep blue, striped five lines, graduated from white to deep blue. Trimming.- Blue cloth, for lower and upper part; style as usual, except the falls have round plaits. Finish.- Top joints very much curved; round lamps; brass mounted and carpet plain blue.

CARRIAGE MONTHLY JULY 1893 p 102

(Note from Kathi Davis this vehicle is in a C.P. Kimball & Co., Catalog, date unknown, as a VANDERBUILT PHAETON “An exceeding smart driving vehicle for gentleman’s use. The design is new and popular. Can be used the same as the Stanhope Phaeton or Spider.”)

PLATE NO. 27. BROUGHAM.

Exhibited by C. P. Kimball & Co., Chicago, Ill.

kimbal10This is one of the most original broughams on exhibition, and very attractive. The style, finish, and material of the trimming is most exquisite. The original feature in the construction of the body is the shape of the coupe pillar. The space between the door molding and coupe pillar molding is alike front and back. There is a 7/8-inch wide molding running parallel with the one above the fender, the lower part of the molding being covered with the fender. The upper back quarter, and also the upper back panel is set in as shown by the moldings around the edges, the same depth as the lower panel. Instead of a drip molding there is a small cornice as shown best on back corner pillar. The upper door bar is curved up, and the molding of the upper back quarter is curved also, which harmonizes the two curves. Sinking the upper side quarters level with the main lower panels and molding the edges with suitable moldings is very attractive. This is the only brougham on exhibition with this construction. This holds good with the fenders near the back door joint, and also having the door handle on the back instead of on the front pillar. This house claims that the door lock should be on the back of the door, as it is more practical for the construction of the body and door, and is also far more convenient for those who enter and get out of the carriage. In case the horse starts when the door is hinged on the coupe pillar, the person in the act of entering can avoid the wheel and fender a great deal easier than the entire surface of the door. The body is constructed with stable shutters and regular glass frames. The shape of glass frame can be seen on the front, the inside corners are simply rounded, and bevel edged glass is used for all the frames. All moldings on the upper and lower part are beaded with the square bead tool. The door handle is one sided, and is specially made for broughams, with door hinges on coupe pillar to avoid contact with the fenders. The fender from the side elevation is curved the same as the door joint, and also has side curve as shown on the outside shape of the fender. The front bracket is molded, otherwise the boot is plain, with the exception that the neck panel forms a round bead as usually made.
Painting- Lower panels deep blue; moldings, upper part and boot black; bracket front, deep blue, striped a fine line of white. Moldings on body striped also a fine line of white. Carriage part: deep blue, striped five lines, each line 1/8 inch wide. The first line toward the front of spokes is striped white, the others graduate from a very pale into a deep brown. This style of striping is very attractive, and must be seen to be fully appreciated.
Trimnming-Style, combination of blocks and diamonds; material, brocaded satin, of drab color, with broad silk lace to match. This material attracts considerable attention, and combined with the best workmanship that can be shown upon such work, the style and combination of the entire trimming is superb. Dickey seat blue cloth, and the rest of the style and finish as usual.
Finish-Stylish brass mounted lamps; fenders front of rear wheels, and those above belt rail omitted; carpet inside to match the drab, and front to match the blue cloth.

kimbal16The Kimball Cutter, although plain in outline, is always attractive and popular. The general outlines of Plate No. 37, in this number, closely resemble those of the above pattern, but on this Kimball pattern the back is straight, and there are no moldings on the sides and back. Plumes and wire fenders have also been added to this design, and will be found to greatly increase the attractiveness of the sleigh, and therefore improve its salable quality. The wood work on the running-part is made extremely light, and well braced by iron stays. The stays are made out of the very best iron, and reduced to the smallest practicable size.
Dimentions-Width of body on top, 35 1/2 in.; ditto on the bottom, 29 in.; giving a flare of 3 1/4 in. on each side. The uprights and cross-pieces for the benches are light, and made of the best hickory or white ash. The horizontal pieces of the benches are also made of hickory or white ash. 1 x I 3/6 in. The uprights are 1 3/6 in. thick, by 1 in. wide at the top, and 3/4 in. at the runners. Runners, 3/4 in. square. Shoes for the runners, 3/4 x 5/16 in. Side-stays, 7/16 in. round iron. Crossbraces, 3/8 in round iron; the later to be clipped to the uprights. The stays receiving the jack-clips for the shafts are 9/16 in. round iron. Track, 39 1/2 in., from out to out. It will be noticed that the dimensions of the above body closely resemble those described in detail for plate No. 37 in this number, (Page 220) and the dimensions of the different iron parts adapted to Plate No. 37 will also answer equally well for this model.
Finish-Painting: For the body color we would recommend dark blue, with a half-inch black stripe around the outer edge of the body, and a fine line of canary yellow 3/8 in. from the black stripe. The running-part can be painted either canary yellow or bright carmine. In the former case, the runningpart may be striped black; and in the latter case, gold striping may be put on the running part, and on the body a fine gold line in place of the canary yellow. Trimming, blue plush for back, cushion and fall. A roll may be applied around the outer edge of the back, and the rest laid off in squares. A raiser, 7/8 in. wide and 1 in. from the outside edge, goes on the fall, and is made out of the same material as the other parts. Carpet, blue, with small figures to match the color of the running-part. Plumes, blue. Mountings, brass. The wings or fenders are made of 5/16 x 5/8 oval iron, filled in with wire-work. and the whole being brass-plated.

THE HUB, July 1883, p. 212

kimbal19TANDEM CART
Exhibited at the World’s Fair by C. P. Kimball & Co.,
Chicago, Ill.

SCALE, 1/2 INCH TO THE FOOT

(See fashion Plate No. 39.)

The tandem cart illustrated by Fashion Plate No. 39 is exhibited at the World’s Fair by C. P. Kimball & Co., of Chicago, Ill. It is in every respect a model vehicle; the proportions and balance are perfect. It has long been claimed that American builders fail when putting up vehicles of this kind. This may have been the case in times past, but this cart of itself proves that or workmen are able to produce the equal to anything built in the cart line, even though of English origin.

THE HUB OCTOBER 1893, p. 546

WORKING DRAFT OF BROUGHAM

Exhibited at the World’s Fair by C.P. Kimball & Co. of Chicago, Ill.

kimbal21Many notable changes have been made in this brougham relative to the curves and outlines and finish. The newest and most attractive features are the style of the body and the shade striping on the carriage part. The door opens from back to front as in most mail coaches, so that in case the horses start when a passenger is entering the carriage, the person will not come in contact with the door. There is also a fender on the middle pillar below the belt line, to cover the back wheel.
The upper back quarter is set 3/8 inch, same as lower quarter. The center piece of the door is swept on the top, to mach the arch on the top of the door and upper side quarter. There is a cornice all around the body, instead of the drip molding.
One of the most important features is the round form given to the coupe pillar, which kimbal23harmonizes with the bottom curves of the body, and is one of the happiest combinations made in our present style- the so called continuous curved line broughams. There is a 3/4 x 2/16 inch molding around the boot; this is worked on solid, having a little swell in the center.
The double rail on the dickey seat, the swept dickey seat skirt, and the curved corners and sides of the glass frames, harmonize with the body, fender and dash.kimbal22-1
The heads of the pump-handles are well curved up and are in perfect proportion with the turned up scroll spring. All the collars on the steps, stays, and futchels, and the excellent finish of iron work, improve the appearance.
The coupe pillar is of one width from the belt line up to the tip rail, and is 2 5/8 inches wide. The door pillars are 2 1/8 inches front and 2 3/8 inches back. Metal moldings are used above as well as below the belt line to cover the door joints. The space between the moldings of the door and body, as well as the width of the moldings, should be exactly the same front and back.
To make a good job of the upper back part, the panel should be laid on to a support, and all the moldings worked on solid. To avoid too many joints and to make a good, solid job on the royal bottom, the middle or standing pillar should be bent so as get the solid bottom. The coupe pillar, of course, has to be sawed out, with a part of about two inches of the curve, for the door. This will leave us with only one joint.
Dimensions of Woodwork.- Width of body on top, 52 in.; and at bottom, 43 in. Width of seat on top, 42 in. Length of body, 7 ft. 11 in. Height of body, 60 in. rocker -plates, 3 in., fastened with No. 18 2 1/2 in. screws. Height of wheels; front, 38, in. and rear , 48 in. Depths of rim, 1 3/4 in. Size of spokes, 1 5/8 in. Number of spokes, 12, and 14. Stagger of spokes, 1/8 in. Front hubs, 6 in. diameter, and 7 1/2 in. long. Front bands for front hubs, 3 7/8 in. diameter, and 2 1/2 in. long. Back bands for front hubs, 5 1/4 in. diameter, and 1 in. long. Rear hubs, 6 1/4 in. diameter, and 7 1/2 in. long. Front bands for rear hubs, 3 7/8 in. diameter and 2 5/8 in. long. Back bands for rear hubs, 5 1/8 in. diameter and 1 in. long. Distance between wheels, from center of axles 84 in.
Dimensions of Ironwork.- Front springs, 38 in. long, from center to center, with 7 1/2 in. opening on main leaf. Width of steel, 1 5/8 in. Number of leaves, four, namely: Nos. 2, 2, 3 and 3 steel. Holes apart on top half, 3 1/4 in. Size of holes, 5/16 in. Rear scroll springs, 40 in. long, from center to center, with 7 in. opening on main leaf. Width of steel, 4 5/8 in. Number of leaves, four namely: Nos. 2, 2, 3 and 3 steel. Rear cross-spring 38 in. long, with 4 in. set on main leaf. Width of steel. 1 5/8 in. Number of leaves, four, namely: 2,2,3 and 3 steel. Holes apart on top half, 3/12 in. Size of holes, 5/16 in. Axles, front, 1 3/4 in.; rear 1 3/8 in. Tire, rubber, 1 3/4 in. track, rear, measured outside to outside on the ground, 4 ft. 8 in. Track, front, measured outside to outside, 4 ft. Diameter of fifth-wheel, 18 in. Weight of vehicle complete, about 1,400 pounds.
Trimming.- Satin of drab color, brass silk lace inside; dickey seat, blue cloth. Mountings: Brass- mounted lambs, door handles and axle nuts.
Painting.- Boot, moldings and upper quarter panels, black; lower side panels, back panels and front bracket, deep blue; body striped with a fine line of white. carriage part and wheels painted deep blue, striping entirely new and original, with a three-quarter inch broad line of fine continuous lines against each other; the first line is white, the next pale brown, the others graduating into a deep brown. This style, besides being original, is very attractive.

THE HUB, Oct.1893 p.549

Plate No. 43. CARRIAGE DELIVERY TRUCK.
Built by and Used by C. P. Kimball & Co., Chicago, Illinois.
Hub July 1881 page 180.
EDITOR OF THE HUB–DEAR SIR: Yours of the 18th came duly to hand, asking for the dimensions of the wagon. I will say in reply, that I had promised to send the drawing and dimensions of our Delivery Wagon to a New-York house, but just as the drawing was completed your agent called and desired to publish it in The Hub for the benefit of the trade. This I willingly acceded to, and I promised the dimensions, but a press of other duties has prevented me from doing so up to this time. I now inclose them, and trust they may prove of use to some of the craft.
Dimensions.–Length of platform, 12 feet. Width of platform, 6 feet. Back, 21 inches from floor. Front, 46 inches from floor. Wheels, 2 feet 9 inches and 3 feet 2 inches. Front track, 4 feet 8 inches. Back track, 7 feet 2 inches.
Of course for light carriages the wagon can be made much smaller and lighter than is indicated by the above dimensions, but for trucking Landaus and heavy work it is none too large or too heavy. A good-sized horse handles ours easily with a 1,600 lb. Landau on it.
The great object in making the front so high is, first, that it holds the carriage in place more steadily. We allow the carriage to run back against the tail-board, with a tight chain to windlass, so the wheels cannot move and thus work the oil off and cause the axles to become dry and stick, which a level wagon is sure to do sometimes. Then, secondly, all the cartman has to do, in unloading, is to drop the back-board, unwind his windlass and let the carriage run off itself, which is done with ease. Our cartman has loaded and unloaded thousands, with no one to assist him, and without the slightest accident to any one.
Messrs. Killam & Co. and Manville & Co., of New-Haven, have made wagons like ours since they saw it, and are greatly pleased with them, and I am sure all will be who try it. We are now moving to our new building, and hope to get pretty well settled by the first of June.

Very truly yours, C. P. KIMBALL.

STYLES FROM THE PARIS EXPOSITION
Light Gentleman’s Sleigh

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PLATE NO. 48, EXHIBITED BY MESSRS. C. P., KIMBALL & CO., CHICAGO, ILL.

This is a very light, neat and well finished sleigh, exhibited in the white, showing original features worthy of imitation. The shape of the body is on the Portland pattern, very light at the front end, the side panels at the front but 13/4 inches deep ; the back corners are convex top and concave bottom; the bottom curve has 1 3/8 inches raise at the front, and 3/8 inch back. The back corners have 3/8 inch wide moldings, and are only 1/8 inch thick. The bottom frame, on which the body rests is only 7/16 inch full thick. The back corner pillars over which the back and side panels are glued are very light, as is also the frame on which the seat rests, being only 1/2 inch scant thick, Seat frame 1/2 inch scant thick by 2 inches wide for all four pieces, and caned between the four pieces. The side panels and also the back panel are 1/4 inch thick, and its entire inside surfaces are canvased with fine muslin. The four back knees and the bolsters are 1/2 inch thick, knees 7/8 inch top and 5/8 inch bottom, and the bolsters 1 1/8 inches deep, including the thickness of the iron. The side stays are 3/16 inch thick, and are bolted to the runners as usual; they pass over the outside surface of the knees. The clip is forged solid to the stay and clipped direct to the knee, and the upper end of the stay is bolted direct to the bottom frame of body. The inside surfaces of the knees and bolsters are plated with a continuous piece of steel, and corner stays are forged solid to it. These plates are bolted to runners, knees and bolsters, with diamond head bolts. This explanation has only reference to the two back knees.
The front is constructed different, as knees and bolster are made out of one bent piece, with sharp, round bent corners on each side, and are plated on the front surface, not under the lower surface, as explained, on the two back supports or knees.
The shaft irons are original; the front part is the same as usual, but back of the knee, bolted to knee, turning around in a circle and bolted again to the runner, and from the top of circle the stay branches out toward the body, and its end is bolted to the bottom frame.
The runners are 5/8 inch thick and 9/16 inch deep, but are tapered toward the front end front about 3/8 inch square. The shoes are 5/8 inch round-edge steel, 1/8 inch thick, bolted to the runners, and screws between the bolts. The front of the dash has a hickory molding rabbeted over the panel, to show joint only at the bottom of dash panel. Molding is rounded. Dash rail is only1/8 inch full round steel, silver-plated, with four supports, Body rails It inch thick, round steel, silver-plated. Shoes at back end finish with a very light scroll, and front with a very light eagle head. The corner irons at the front where the foot board connects with the body are forged solid to the shoes, which makes a very neat finish.
Painting.- Body: filled in and varnished to show natural grain. Runners: same as body. Trimming.- Green cloth; back trimmed plain and flat. Cushion made up in full squares ; front facings are 11/2 inches deep, finished with a 3/8 inch raiser. Fall plain, except 3/8 inch raisers 3/8 inch from its edges. Sides not trimmed. Carpet green, without figures.

Mountings.- Silver.
Fashion leaf No. 48

WHEELS

Exterior diameter of wheels,………………………
Exterior diameter of hubs,…………………………
Length of hubs,……………………………………..
Mortise of hubs,…………………………………….
Diameter of bands of hubs,………………………..
Width of spokes at square end,……………………
Thickness of spokes at square end,………………

Number of spokes, front and back,……………….
Thickness and depth of rims,……………………..
Stagger,………………………………………………
Tire,steel,………………………….

C.P. Kimball
SleighBACK SPRINGS

Length of side springs,………………………….
Length of cross springs,………………………..
Open from out to out of side springs,…………
Open from out to out of cross springs,……….
Width of steel,……………………………………
Number of plates of side springs, …………….
Number of plates of cross springs,…………….
Thickness of main leaf,…………………………
Thickness of other leaves,………………………
Distance of holes apart, and size,………………
Weight of springs, about,………………………
Length of arms of Axle,………………………..
Thickness of axle, at square end,………………FRONT SPRINGS

Length from center to center of bolts,……………
Open from out to out………………………………
Width of steel,………………………………………
Number of leaves,…………………………………..
Thickness of first leaf,……………………………..
Thickness of other leaves,…………………………
Distance of holes apart, and size,…………………
Weight of springs about,…………………………..

Length of arms of axle,…………………………….
Thickness of axle, at square end,…………………BODY

Across boot, front,…………………………….
Across body, front,……………………………..
Across door pillar, front,……………………….
Across door pillar back, ………………………..
Across body, back,………………………………
Turn under,……………………………………….

body bot 18
width inside
seat rail 26 1/2
back top 26
full width 28 5

PLATE NO. 49. MCFARLAND PHAETON

kimbal12-1Exhibited by C. P. Kimball & Co., Chicago, Ill. This phaeton is one of the plainest vehicles on exhibition among the heavy carriages, but not withstanding, its plainness, it is far more attractive than the French carriages which have simply plain sides, without moldings or slats. In this case the side panels of the body are glued over the frame, the panels which are 1/2 inch thick, are cleaned off, and the moldings are glued and bradded on. The imitation slats are cut directly in the side panels and the ends covered with one-half round molding, which makes a superior finish. The seat is lower than has been made formerly, with back corners rounded and moldings produced by routering 5/16 inch deep, leaving the width of the molding. The back of seat has the same finish as the sides. The back seat can be turned, forming a dos-a-dos, and a foot board lowered, which is supported by chains as usual. The carriage part is similar to most of that kind of work: iron futchels, bed bent, top and bottom, 3 1/2 inches, upper backstay iron, and stiff cross bar. Steps on both sides, back and front. The rear part has elliptic springs only, and straight cross bar, with nicely carved ends.
Painting.- Body: deep blue; moldings, black, striped a heavy read line on both edges; slats, red, and edges of slats striped black. Carriage part: cherry carmine, striped one 1/2-inch black line on flats of spokes, front and back of hubs, springs, rims, axles and front carriage part; hub bands black.
Trimming.- Bedford cord, and style plain; edges finished with the same material, and raisers on fall. Finish.- Plain lamps, grate steps, mountings, silver.
CARRIAGE MONTHLY Oct. 1893 p198

SPEEDING WAGON
PLATE NO 50 ,
kimbal14

EXHIBITED BY MESSRS. KIMBALL& CO CHICAGO, ILL.

This one-man speeding wagon was the lightest vehicle at the Exposition, and, of course, attracted a great deal of attention from most of the visitors, and Mr. Kimball’s attendant was sometimes surprised at the ridiculous questions asked of him regarding its material and construction. The body was of the regular construction; but very light; sides and end surfaces slightly swelled from both, sides. Seat boards, and also back piece, have swell sides. Depth of body 7 3/4 inches; depth of raisers, 3 inches, and 50 inches long. Carriage part: side-bar suspension, semi-elliptic springs, one perch, half fifth wheel. Side-bars resting on bolster-bar front, and axle-bed back; scrolls on side-bars and bolster-bar are very light and well finished, and side-bars are well curved; front bolster swept upward a trifle. The perch front is bent over the fifth-wheel connected with two light stays, one at the bottom and the other at the top, bolted to the center of bolster-bar, and also at center of king-bolt at bottom of axle bed. At the back end the perch is bent also to give space between the bodily and perch, and both bends front and back of the perch are of iron. The brake is worked with a lever on the right side from the front seat in this case, but on others there are sometimes two levers, and also one or two brake wheels. The French brake blocks are used on this coach. Mr. Kellner had a new invention relative to deadening the sound in the shape of a leather tire. The tire is a dove tailed groove, into which the leather is fitted piece by piece, forming one solid mass after it is finished, and is claimed to be superior to rubber.
Painting.- Body: black. Carriage-part: deep green. striped two hair lines of yellow, 5/15 inch apart.
Trimming. – Green cloth. Back open, and swept in a gentle curve, 4 inches wide, finished witll two rolls. Cushion squares, 2-inch front facing, finished with a 1/2-inch raiser. Raisers on fall 1 inch wide, also one in the middle. Carpet green, with light green figure.

Mountings.-Silver.
CARRIAGE MONTHLY OCT. 1889 p. 186-187

VICTORIA PHAETON
PLATE NO. 52

kimbal7

EXHIBITED BY MESSRS. C. P.. KIMBALL & CO., CHICAGO, ILL

Among the Victoria phaetons on exhibition, the one exhibited by the above firm was the most unique, differing in some respects from the others. The body is on the Victoria style as regards the main outlines, its side quarter being divided with a concave convex moldings, upper part finished with a smooth panel and lower part set in the same, and finished with imitation basket-wood. The back panel is smooth finish from top to bottom. Moldings 3/4 inch wide by 1/4 inch thick, half round finish. Fenders front connecting with the steps and fenders back finish 2 inches below the body. The support for the rumble are somewhat different from those generally made, its supports instead of being divided up into a convenient space in proportion to the depth of the seat; in this case the stays spread at the top under the seat and converge into one at the bottom. While this is not as practical as the other way, it is nevertheless a change, and if the stays are made stronger to counteract the weight it will do just as well. The foot-board for the rumble is fastened with a stay across, bolted to the two spring bolts at the bottom, and also at the front end of the board to the body and end of pump handles. These stays must be strong and well secure, as there is a great leverage, because the rumble must be set away from the body to let the top drop, at the same time giving room to sit when the top is down.
The body is suspended front on two elliptic springs, and back on coach platform springs. The gear front is very light, and the goose-necks short, the wheels turning partly under the body; half fifth-wheel, king-bolt; back top bed also straight. Very light futchels mortised through the bottom bed, on which the king-bolt iron is bolted, and also front and back braces, which pass under the bed and bolted to it. Three-bow full leather top.
Painting.- Body: deep blue, striped a fine line of yellow. Carriage-part: deep blue, striped two fine lines of yellow, 5/8 inch apart.
Trimming.- Deep blue morocco cloth and silk lace. Back, full diamonds, two cushions finished in diamonds, soft driving cushion with out rolls; faces of cushions finished with silk lade. Fall, flat plaits, edged with silk lace. Top and dash leather American manufacture, and plain blue cloth head-lining.
Mountings.- Gold

CARRIAGE MONTHLY October 1889 p. 187

 

Plate No. 54. TWO-WHEELER.
EXHIBITED BY C. P. KIMBALL & CO., CHICAGO, ILLINOIS.
Carriage Monthly October 1889

This design of two-wheel cart is at present very fashionable in New York City, Philadelphia and Chicago, and differs much from those made a few years ago, the special features laying in its particular construction… The body is framed and paneled, the bottom sides 1d inches thick; the studs and rails, 13 inches square; center rail and back end pillars, d inch thicker to level with the panel on the inside. All studs, pillars and rails are chamfered, the back drop door finished the same as the sides, and hinges are at the bottom. The two spindles between the studs are of round iron. No dash, and a rein-rail bolted to shafts. The body is made to shift backward or forward to equalize the weight, but not with a lever, being done with a crank from the back end.
Dimensions. Wheels: Exterior diameter of wheels 58 inches, exterior diameter of hubs 7 inches, length of hubs 8 inches, diameters of bands of hubs 4: x 52 inches, width of spokes at square end 1: inches, number of spokes 14, thickness and depth of rims 1e x 1: inches, tire, steel 1d x 2 inches. Front springs: Length from center to center of bolts 51 inches, open from out to out 3 inches, width of steel 1: inches, number of leaves 6, thickness of first leaf No. 2, thickness of other leaves No. 2, 2, 2, 3, 3, springs clipped. Length of arms of axle for 8 inch hubs, thickness of axle, at square end 12 inches. Body: Across body bottom 35 inches, across body top 372 inches, turn-under 12 inches.
Painting. Body: deep green, striped a fine line of yellow. Gear: deep green, two fine lines of yellow e inch apart, with a hair line in the center of light green.
Trimming. Light brown morocco. Back strap : inches wide, brown leather, finish same as illustrated. Carpet green, without figures.
Mountings. Silver.

WORKING DRAWINGS FOR A COCKING CART WITH TWO POLES AND FOR THREE HORSES
Designed by J. H. Mellin
Hub February 1892

The side elevation of a carriage illustrates the design, but when the details of its construction are desired, those parts constituting the details must be shown by other views so as to define more clearly the ideas of the draftsman and the particular construction of each important piece. The back elevation shows width, height and inclination of the pieces belonging to the end to determine their projections ; the width is taken from the back elevation and carried to the plan and, opposite to the point desired on the side elevation. Thus the width, length and thickness of the seat frames may be measured on the side and back, but their manner of construction is developed in the plan, Fig. 3, which is indispensable to a thorough conception of the details of the draft.
The cart, as will be observed on an examination of the side view, is provided with one pole, but the plan shows that two poles are required. The drawings, then, show their importance and usefulness in each particular. First, the design and its motives; second, the mechanical construction; third, to illustrate the description of the technical portion of the work.
I will, in imitation of the rules practiced in the shop, first describe the method of locating the position of the vertical line of the axle on the body, which must be determined before the gear can be put under the body. But, before explaining the method as followed in the draft-room, it may be advisable to explain a simpler method. While it is one practical way of solving the problem, it has two disadvantages, namely : that the gear cannot be made and ironed at the same time as the body, and that the stock for the cart cannot be ordered until the draft is made and assurance be given that all is right. The way to locate the line of axle under the body after it is finished, as shown in the side view, Fig.1, would be to take a round piece of wood, long enough to roll the body on, lay the bar on the floor, set the body on it, put two men on each seat, add one hundred pounds for extra weight on the front seat and roll the body along until a balance is observed. The point where the center of the bar stops will be the vertical center of the axle, wheel and spring. Without this no progress towards a scientific solution of the principle involved can be accomplished; but this feature can be explained by itself on the draft board. As in carriage building, there should be science, novelty and beauty ; the pleasure of making the work will naturally follow.
When the side draft of the body is completed, as shown in Fig. 1, draw lines B F, touching the horizontal line AA ; the division of this line into spaces, as shown, is calculated by the weight and position of the two seats, irrespective of the parts of the gear. Provision for this extra amount will be noticed later on. The weight, with both seats, is 750 lbs.; this divided by ten gives the quotient, 75 ; one-fourth of this is 18:, as at H ; one-eighth of 75 is 9 3/8, as at K. Draw the vertical lines CE, the center of weight on each seat ; on line AB there is a weight of 200 pounds ; 125 pounds of this is to be carried by the horses on the line F. At the back there is an extra weight to be accounted for of 75 pounds, consisting of the ladder, horn case, umbrella case and lunch box ; these items are known and must be particularized in the calculation. Each one of the spaces on the line AA is 9 inches in length and is equal to 75 pounds, so that 1 1/8 in. on the scale of : in. to the foot shows 9 3/8 pounds of weight ; thus, if a weight of 75 pounds is moved along the line AA, a distance of 9 inches, it signifies at that point a weight of 75 pounds ; so that, if the weight of 75 pounds is stationed at the point AB, it would register 257 pounds -the amount to be added to that at the front seat-a total of 632 pounds. One hundred and twenty-five pounds of the 200 pounds mentioned is carried by the horses, leaving 75 pounds to be added to the weight at the front seat, increasing the weight to 707 pounds.
We next turn our attention to the weight stationed at the back end of the body. As before stated, there is on vertical line F a weight of 75 pounds, 375 on the seat, at line E, which, added together, make 450 pounds. In order to balance the weight on the front end we must have 800 pounds, as the following will show: We take three spaces, from E to D, the center of the axle, and then allow eight inches to move the body towards the back end on the steel rods marked XX, that is, from D to R and fro T to S, which is equivalent to 66, multiplied by 2, or 132 pounds which, added to 675, gives 807 pounds on the back seat; on the front seat it is 800 pounds because there is one space and a quarter between D and C, which is the equivalent of 93 pounds, which, added to 707, gives 800 pounds, or 7 pounds in favor of the back end, so that every inch of space is accounted for.
The principle governing the above calculation is that a small weight, stationed a great distance from the center, will balance a great weight in close proximity to that center, but it is not intended to show that an actual weight of 807 pounds at the back, and 800 pounds on the front seat is there in substance, but what is intended is that the greater the distance between two weights the greater the pressure will be at the point on which they balance. When we move the weighted body in either direction, say from D to R, we practically add 66 pounds to the weight stationed at the line E; by the same movement we practically deduct the same amount from the seat at C, but if 66 pounds are placed on the back seat, 66 pounds must be placed on the front seat to secure a balance on the lined. In the first proposition a difference of 132 pounds is effected in favor of the back seat without increasing the weight on the axle; in the latter case, 132 pounds is added to the weight on the axle. It will be observed that it would be impossible to move the weighted body back any distance without disturbing the equality of the balance. Again, if we move the weighted body back from D to R, a distance of 8 in., 66 pounds are thereby added at the back seat, then, to balance the body in this new position, a weight of 66 pounds must be added to the front seat; in this case 66 pounds will balance 132 pounds when the distance on the line AA is as 2 to 1, that is to say, if the center of gravity or pivotal point is twice as close to the 132 as it is to the 66 pounds.
The horses in harness to such a large cart as this should carry a weight of 125 pounds as a matter of safety to the riders, and the cart will not tilt at the back when a person is ascending to the rear seat, which is done by means of the iron ladder, concealed by the door at the back end of body. Neither will the weight exert such a lifting power on the horses when going up hill, as it would if the body was just balanced on the axle when level.
When three horses are driven to a cart like this, the outside horses sustain all the weight on the two poles; this arrangement is effected by means of a steel bar reaching from one saddle of the harness to the other, having some room to oscillate. The leather braces reach from the bar down to the two springs which are bolted to the underside of each pole. A broad leather strap is also secured to the poles and hooked to the harness of each horse, which prevents the possibility of the cart tilting backwards and at the same time keeps either pole from striking the middle horse when the wheel collides with an obstruction. One long doubletree and three whiffletrees are used, or, if preferred, the doubletree can be dispensed with and the whiffletrees attached to hooks. The objection to this latter method is that it carries the back end of the traces too high, and at the same time necessitates a longer end bar, as at 00, Figs. 1 and 3; the gear is suitable for one pole if desired in this way, the doubletree can be taken off and the whiffletrees attached to a shorter doubletree.
The back seat, which is supported on an iron frame, is divided in the center and supported at the point, as shown. The right side is hinged, so that a person may pass through and afterwards close the seat this seat is higher than the front seat, which admits of the occupant looking ahead. Foot cushions are provided for both sides of this seat and for the left side of the front seat (I would suggest the application of falls to the back seats of this cart), but none on the front seat.
The capacity of this cart is for two persons on each seat, and it is mounted higher than usual; but it looks well, and that is a great item in summing up an opinion on a carriage. The highest point on the body is the top of lazy backs, which is 9 ft. 6 in.; the wheels are 67 in. in diameter; hubs, 10 in. long and 11 in. thick ; spokes, 2 3/8 by 12 in. at the shoulder; 16 spokes to the wheel; rims, 23in. deep by 23 in. wide at the spoke, beveled to 1 5/8 in on the tread. Tire, 5/8 in. kimbal32thick; point bands for front of hubs, 82, by : in.; back bands, 92 by 1 5/8 by 3/8 in. outside measure. Axles, Collinge, 2 in. at the square for 10 in. hubs. Lugs to clips on the springs, forged on solid and close up to the collar. Springs, 58 in. long over all, arched on first plate 42 in.; width of steel, 22 in., 9 plates and shackled at both ends.
For the painting I would suggest, for all of the gear, yellow, striped black; body, black on the panels; slats, yellow. Trimming, Bedford cord; lamps and mountings, brass.

FUTURE PROBABILITIES

The above illustration suggests future probabilities for American lovers of the road. The vehicle itself is of English origin, and its adoption here emphasizes the claim often made that our people are ready to accept new ideas or desirable innovations, no matter what their origin, and further attests the fact that novelties of a striking character will meet with recognition by men who possess the means for gratifying their taste for artistic display. This is particularly the case in connection with vehicles. The four-in-hand appeals to a class of horsemen who desire exclusiveness, and who have time to indulge their taste. The French drag contests the field with the coach as a four-in-hand vehicle. The tandem two wheeler is another showy turnout, but for various reasons it has not gained many friends, notwithstanding there are a large number of gentlemen drivers who desire something that holds a distinctive place outside of the regular fashionable vehicles. To meet this demand, attention has been turned to improving two wheelers and fitting them for two horses, while the introduction of the Cocking Cart presents a vehicle, showy in its appearance, drawn by three horses abreast, and it is not unreasonable to anticipate a marked demand for these latter classes of vehicles as intermediates between the Landau and Victoria class and the four-in-hand. No one can question the effectiveness of a cart bearing six riders, drawn by three horses abreast, which is richly supplemented by the two wheeler with its four riders and the team abreast instead of tandem. Already our park drives, and boulevards present an attractive display on a day when the conditions are favorable for driving, and in no country in the world is the variety so great or so attractive: with a goodly number of Cocking carts, and two horse driving carts added, the picture will be brightened, while the opportunities for gratifying individual taste will be augmented. The field is a large one for the exercise of originality and artistic skill, but it is one into which no second rate man should enter. He who ventures must possess rare skill in designing. and a keen appreciation of harmony and fitness in equipment and in the arrangement of minor details. Fortunately we have such men in the trade, who by their skill will supply the want and lift the art to a point that will nullify all the damages that might otherwise arise by crude designs and taudry embellishment from the hands of incompetent men.
THE HUB, No. 1 (cover) April, 1892

Plate No. 50.TANDEM CART.
Carriage Monthly September 1893

Exhibited by C. P. Kimball & Company, Chicago, Illinois. Only two tandem carts are on exhibition, but they are fine specimens. This cart is decidedly English in its construction, with the exception of the framing of the body. The wheels are 5 feet high. The body is 48 inches from the floor, and is made to shift, as is shown by the slides on shafts. The body is framed as usual with this kind of work. An imitation panel is glued over the frame, and moldings glued over the panel. The imitation slats are produced by cutting the space out of the imitation panel, and the joints are covered with a half round 5/16-inch wide molding. The back panel is plain, and front bracket molded as shown.
The suspension is as usual: length of spring, 50 inches, 42 inches open, supported with large shackles front and back.
Dimensions. Wheels: Exterior diameter of wheels 59 inches, exterior diameter of hubs 63 inches, length of hubs 72 inches, diameters of bands of hubs 43 x 4: inches, width of spokes at square end 1: inches, thickness of spokes at square end 13 inches, number of spokes 14, thickness and depth of rims 1 11/16 x 1 11/16 inches, stagger d inches, tire, steel 12 x 7/16 inches. Front springs: Length from center to center of bolts 49 inches, open from out to out 42 inches, width of steel 1: inches, number of leaves 6, thickness of first leaf No. 1, thickness of other leaves No. 2, 2, 3, 3, 4, springs clipped, length of arms of axle for 72 inch hubs, thickness of axle, at square end 12 inches, collinges.
Painting. Body: black; slats, carmine, edged black. Gear: carmine, striped one black line.
Trimming. Drab corduroy; style as shown on cut.
Finish. Four-bar dash, with hand holes as shown ; side fenders, singletree chains covered, side rails on back seat painted; also on front seat; lamps and axle nuts brass mounted.

SLEIGH
(Exhibited at the Paris exposition, 1889, by Messrs. C.P. Kimball & Co., of Chicago, Ill, See Fashion Plate No. 61)

kimbal17

The accompanying plate represents a very light cutter. At the Paris Exposition this vehicle attracted a great deal of attention and numerous comments were made upon its light and neat appearance. It is hung 21 in. from the ground, and is well adapted for speeding purposes.
The front knees are bent, and ironed with 1/4-in. steel braces, which run past and out side them to the bottom of the body, and are fastened with clips which are sold to the steel brace. The width of seat on top, inside is 26 1/2 in.; ditto at the back, outside, 26 in.; ditto at the bottom, 18 in. Turn-under, 4 1/2 in. Track, 39, in. Size of runners 9/16 x 5/8 in. Size of shoes, 5/8 x 1/8 in., at the runners, and 1 x 5/8 in. at the beams.
THE HUB November 1889

ONE -MAN WAGON

kimbal18
(Exhibited at the Paris Exposition, 1889, by Messers. C. P. Kimball & Co., of Chiago, Ill. See Fashion Plate No. 62.)

This design represents a top road-wadon, intended for one person. It is the latest style, very light in constructin, and is hung on side-bars and Brewster springs and bolster. It has a bent reach. This wagon is perfect in every detail of finish and workmanship. The sides have a turn-under as the front and rear ends. The construcion of the body is the same as that of ordinary buddy, therefore it will not be necessary to go into a detailed descripton.
Dimentiosn of woodwork.- Width of body on top. 19 1/2 in.; and at bottom, 8 in. Lengthe of body, 49 in. Height of body, 7/12/ in. Height of wheels: front, 44 1/2 in.; and rear, 47 1/2 in. Depth of rims, 3/4 in. Size of spokes, 12. Stagger of spokes, 5/16 in. Front hubs, 3 in. diameter and 5 1/2 in. long. Front bands for front hubs, 2 in. in diameter, and 1 3/8 in. long.

Octagon-Front Landaulet

kimbal12-1
PLATE NO. 65.

We illustrate with this number several styles as now made in the various Western cities, which we think will be appreciated by all builders of heavy work. This plate shows the system invented by D. G. McDiarmid, foreman, with C. P. Kimball & Co., Chicago, Ill., for the octagon-front landaulets. The boot is paneled the same as on a coach, as the method of folding the front into the neck enables it to shorten it sufficiently to preserve the entire boot without hinging portions of it, as is usually the case. The front corner pillars are hinged 16 inches from the top joint, the position of the joint being determined by the width of the front; when the top is folded, it lies on the front fence rail. The upper joint is provided with a lock the same as on all of this kind of pillars made by the french system. the top rail on the octagon-front is cut and hinged, this joint regulated by the shape of the body and position of the hinges. the lock pillar is cut as shown in the illustration, this being also regulated by the position of the pillar and shape of the body and hinges. The hinges on the pillar must be made to suit the position of the pillar when folded, and as short as possible. The top rail joint above the door is regulated so that when the top is folded it will stand but 1 inch above the front pillar joint, although, if that part of the top rail which folds backward is too long, it can be lengthen some. We give in the Wood Department a 3/4 inch scale draft of this system, showing all the necessary details of folding the front part, also illustrating the framing of the body. It is our purpose to give illustrations of all the hinges necessary for this octatgon-front landauet in the January number.
Painting- Body: panels deep wine color, upper panels and boot black. Carriage-part: wine color, striped three 1/8 inch lines 3/4 inch apart.
Trimming- Brown cloth and morocco. The back is made on springs, and is plaited in the pipe and block design; tufts are used throughout. The cushion has a plaited top of the diamond pattern and a broad lace-front facing. The side-quarter squabbings are made of morocco, plaited in the diamond style; the back squab is totally plain and trimmed with cloth. the fall is made stiff, and is fastened to seat frame it has tow panels of morocco, edged with broad lace. The front squabbing is the diamond pattern. The glass frames are covered with brown cloth. the doors are trimmed of cloth, finished with lace and ebony moldings. The rug and rocker covers are of brown carpet, with red or brown figure. the front seat is made over wooden frames, and is trimmed with cloth, perfectly plain; dull black leather welts are used; the driver’s box has rolls; the fall is plain, with 1 1/8 inch raisers, and bound with leather; the rail around seat is covered; the skirt is straight, and finished with plaited m molding.
Mountings-Gold

No. 76.-SQUARE-BOX WAGON, WESTERN STYLE

kimbal14-1

This handsome design represents a fancy style of Square-box Wagon, hung on side or Concord springs, – a mariner of suspension which allows of setting the body low; and is to be recommended for wagons liable to hard service on bad roads. At the present time we find this vehicle largely in use, both East and West, and it has been prominently introduced in the latter section by C. P, Kimball & Co. and Pennoyer & Co., of Chicago,
The striping, as represented in our cut, can be produced in various ways one of which is to groove it and gild afterward, in a manner similar to the introduction of ornaments on picture frames.
The dimensions are as follows: Width of body on top, under seat, 28 in.; seat-frame to project 3/4 in. on each side. Wheels, 3 ft. 8 in. and 3 ft. 10 in. Hubs, 3 3/4 x 6 1/2 in. Spokes. 7/8 in. Rims, 1 1/8 x 7/8 in, Tires, x 7/8 in., steel. Axles, 7/8 in., steel. Springs, 4 plates, 1 1/2 in. wide. Perches, 3/4 in. square.
HUB DEC. 1879, p.393

 

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