Staver & Abbott

Hub November 1887 page 118.

Among the best arranged and most’ convenient of the wholesale carriage factories is that of the Abbott Buggy Co., of Chicago, whose works, occupying 5 acres, are located at Auburn, 8 miles south of the city. The dimensions of the principal buildings are: 250, 150 and 100 ft. long, and each four stories. They are semi detached, with fire proof walls between. The engine room is between the two main buildings, where an engine of 250 horsepower drives the machinery and also a 25 light dynamo for lighting the buildings. There are also numerous smaller buildings used as stock room for axles, lumber sheds, packing rooms, etc. The buildings are provided with two freight elevators. Six trunk railways pass close beside the factory, and also the belt road, thus affording convenient access to any road out of Chicago. The company have a siding in their yards sufficient for 42 cars, and their own platforms from which to load, so that no hauling is required, but stock and fuel are run into the factory, and finished work packed directly into cars destined for any part of the country.

The company produce 100 jobs daily, but there is no confusion, no dirt, no trouble. The work passes along from one room to another, and every branch is kept quite distinct. The concern grinds its own colors, which few carriage builders do nowadays. The offices are ample and convenient, and, in addition to a telephone, they have their own telegraph office, with four wires, placing them in instant communication with any city. Their stock room is a fire proof vault, and they thus dispense with insurance on cloths, leather, etc. Their specialties are the steel gear buggy, the Perry road cart and the Runabout wagon. They are producing from 40 to 60 steel gear buggies a day, and have over 1,000 favorable testimonials regarding it. The gear is a T shaped steel frame, bent to the shape of a U, and firmly braced to the axles. There is no rattle and no break to it, and it is inexpensive. The company offer this buggy for sale to the trade.

Hub January 1888.

The Chicago representative this year on the list of officials of the Carriage Builders’ National Association, is Mr. A. A. Abbott, of the Abbott Buggy Company, No. 371 Wabash avenue and it will be conceded that there could be no better representative of the spirit of energy and enterprise which has given. Chicago a front rank in the trade, and achieved so marked a degree of success and such a high reputation in the business world.

Mr. Abbott is a native of Dane County, Wisconsin, and was born in 1846, and has therefore just entered upon the threshold of what is properly called the prime of life, when physical manhood, business ability and intellectual vigor are at their best he removed to Chicago in 1871, the year of the great fire, and embarked in the agricultural implement business, in which he had been previously engaged in Wisconsin, at No. 17 North Canal street. After the fire he removed to the corner of Beech and Sebor streets, and, in 1879, entered into carriage manufacturing with Mr. C. H. Bunker, under the firm style of A. A. Abbott & Co., at No. 300 Wabash avenue. The firm did a prosperous and growing business, and, in 1881, enlarged the sphere of their operations by the organization of the Abbott Buggy Company, incorporated, with a, capital of $150,000, the officers being Mr. A. A. Abbott, President, and Mr. C. H. Bunker, Secretary and Treasurer; and removed to State and Twentieth streets, where they remained for five years. During their stay there they brought out the renowned “Perry Cart,” which has made a reputation for itself as a two wheeler free from horse motion, and is now enjoying a large share of patronage in that line of vehicles.

In 1883 the company purchased a tract of land at Auburn junction, about four miles south of the city limits, and the year following commenced the erection of their present factory, which is one of the most complete and convenient for the purpose in this country, especially as regards railroad facilities. The grounds are supplied with four side-tracks that hold forty freight cars, and so arranged that all in freight is received at one end, and out freight delivered for shipment at the other end of the series of buildings, that are nearly 700 feet in length, and vehicles are moved from beginning to completion without any rehandling. Every department is so thoroughly systematized that fifty vehicles per day are produced with as much care as if there were but one vehicle at a time in each department. These side-tracks connect with five trunk lines leading in every direction, and, via the Belt Railway, connect with every railroad entering the city of Chicago.

The firm celebrated their final move to Auburn junction by introducing the “Stone Steel Gear Buggy” on the market, which has proved a valuable specialty. Its strength and durability are appreciated at once. During the past year Mr. Abbott has made important improvements by adding a fifth wheel, reach and wood axle bed that add much to its appearance and will give new impetus to its popularity. The company are now running their factory on full time, and special attention during the past six months has been given to improving their fine grade of work, especially Surrey-wagons. They also manufacture a “Jogging Cart,” under the Perry patents; that seems destined to be come very popular. The present officers of the company are A. A. Abbott, President; C. H. Bunker,. Secretary ; and C. S. Wolsey, Treasurer.

Personally, Mr. Abbott is keen, shrewd, active and vigilant in his business affairs, pleasant and companionable in social relations, well informed, possessed of unfailing good nature and a keen appreciation of humor, and well disposed toward everything that looks upon the sunny side of life. Chicago Carriage Journal.

Hub May 1891 page 144.

W. H. Van Horn, Jackson, Michigan, has received the appointment of state agent for the Staver & Abbott Manufacturing Co., of Chicago, he will carry a sample line of wagons and buggies in 50 different styles.

Hub November 1891 page 389.

On the 5th of October, the Chairman of the Official Classification Committee, Mr. Gill, informed your committee of the result of our application, in the following letter:

A. A. ABBOTT, Esq., Chairman Classification Com.
C. B. N. Association., 381 Wabash Ave., Chicago, III.

DEAR SIR: Referring to recent conference had with your committee and representatives of the Cincinnati Carriage Makers’ Club, and Farm Implement and Vehicle Association, of St. Louis, regarding the advanced classification of certain styles of vehicles in Official Classification No. 9, effective September 1st you will recall that at said conference it was agreed between interested parties to unite in submitting a proposition for special vote of the Official Classification Committee, to amend the classification of the vehicles in question, by adding the following ratings thereto:

Buggies or carriages, k. d., crated or boxed, wheels, seats and tops inside, package not exceeding 30 inches in height, less than car load, one.

Buggies or carriages, k. d., crated or boxed, seats and tops inside, wheels (flat, crated or boxed) inside or outside, package exceeding 30 inches but not exceeding 50 inches in height. less than car load, one and a half.

Wagons, spring, including the following: Farmers’ spring passenger wagons, democratic spring wagons, light fancy delivery spring wagons and spring road wagons, k. d., crated or boxed, wheels, seats and tops inside, package not exceeding 30 inches in height, less than car load, one.

Wagons, spring, including the following: Farmers’ spring passenger wagons, democratic spring wagons, light fancy delivery spring wagons and spring road wagons, k. d., crated or boxed, seats and tops inside, wheels (flat crated or boxed) inside or outside, package exceeding 30 inches lint not exceeding 50 inches in height, one and a half.

The foregoing proposition was duly submitted by the undersigned to the members of the Official Classification Committee, accompanied by the following statement, which fairly presented the material facts, and is believed to have been just, alike to the vehicle manufacturers and the carriers:

“Packages 30 inches in height (packed as above described) will load, in 34 feet cars, from twenty five to thirty five vehicles, including wheels, shafts and poles, the average weight of the vehicles being about 450 pounds each, the actual car load weight varying from 11,250 to 15,750 pounds.

“Packages 50 inches in height (packed as above described) will load, in 34-feet cars, from eight to sixteen vehicles, including wheels, shafts and poles, the average weight of the vehicles being about 550 pounds each, the actual car load weight varying from 4,400 to 8,800 pounds.

“The difference between the number of vehicles that can be loaded in cars depends entirely upon, and varies with, the width and height of the car, it being impossible to load packages 50 inches in height to advantage, unless cars of extra width and height are employed.

“The 30 inch packages, are shipped principally from Cincinnati, and to a limited extent only from other points, and embrace vehicles of extremely low value. The 50 inch packages are shipped from nearly all manufacturing centers, and cover vehicles of much greater value.”

I am just in receipt of the full vote of the Classification Committee upon the proposition, and have to advise that same has failed to receive the approval of a majority of the committee, and hence no change in the existing classification of the vehicles referred to has been recommended to the various railroad companies governed by the Official Classification. In advising the other applicants of this action, I have suggested that if it is desired to present any further application or proposition in the premises, it be arranged, if possible, to have the different interests unite with your Association in a general proposition, which I will be glad to submit to our Classification Committee fur their further consideration. Yours truly, (Signed) C. E. Gill, Chairman.

On receipt of this information, a meeting of the Freight Committee was called, to convene at the Gibson House, Cincinnati, October 20th, to formulate some proposition to be submitted to the Association. The Committee recommend to the Association that they petition the Official Classification Committee that they add to Classification No. 9:

Buggies or carriages, k. d., crated or boxed, wheels, seats and tops inside, package not to exceed 30 inches in height, first class rates.

Buggies or carriages, k. d., crated or boxed, seats and tops inside, wheels inside, or outside if crated flat, package exceeding 30 inches but not exceeding 50 inches in height, once and a half first class rates.

Wagons, spring, including the following: Farmers’ spring passenger wagon, democratic spring wagons, light fancy delivery spring wagons and spring road wagons, k. d., crated or boxed, wheels, seats and tops inside, package not to exceed 30 inches in height, first class rates.

Wagons, spring, Including the following: Farmers’ spring passenger wagons, democratic spring wagons, light fancy delivery spring wagons and spring road wagons, k. d., crated or boxed, seats and tops inside, or outside if crated flat, packages exceeding 30 inches but not exceeding 50 inches in height, one and a half first class rates.

It was also recommended that the Association appoint the following committee of five to take this matter in charge and present it to the Official Classification Committee, and use every means in their power to push it to a successful conclusion: J. W. Breed, Chairman, Cincinnati, O. ; C. D. Firestone, Columbus, 0. ; Geo. K. Oyler, St. Louis, Mo.; H. C. Staver, Chicago, III. ; C. F. Worthen, Amesbury, Massachusetts.

It was also recommended that this Association make an appropriation to pay for the expenses of this committee. All of which is respectfully submitted.

A. A. ABBOTT, Chairman.

The debate which followed was very interesting, and while maintaining the position of the carriage builders’ committee, it was shown that carriage shippers were not wholly excusable, and that possibly the attempts made to obtain an advantage by unfair action on the part of a few had led to the railroads resorting to the extreme measures which affected the many. After a lengthy debate and some voting on the personal of the committee the report was received and the committee was continued another year.

Hub March 1892 page 561.

The following correspondence is of paramount interest to carriage manufacturers and dealers Office of the Committee on Freight and Classification, Carriage Builders’ National Association. CINCINNATI, 0., February 5, 1892. EDITOR OF THE HUB: Much anxiety is expressed among the trade in vehicles, to know what success has attended the efforts of the special committee appointed by the Carriage Builders’ National Association, at its session held in this city last October, to get the classification reduced to a more equitable basis.

Immediately after the Convention, we caused to be made models of shipping crates upon a scale of one inch to the foot, and with these visited every member of the Official Classification Committee, to whom our request was to be submitted, when they should be again called together by their chairman, Mr. C. E. Gill.

This object lesson brought the subject to them in a new light, and many of them acknowledged that when substantially the same request was presented to them last fall and refused, they did not understand the comparative reduction in bulk, as these models enabled them to do. The meeting of the Official Classification Committee was called in New York City on the 26th of January.

The following is a copy of our application to them for the reduction
CINCINNATI, 0., January 4, 1892.
The Official Classification Committee, Mr. C. E. Gill, Chairman, No. 143 Liberty st., New York.

GENTLEMEN.- The Carriage Builders’ National Association, represented by the undersigned Committee, specially appointed for that purpose, respectfully apply for modification of official classification, as follows (to be added to number 9).

Buggies or carriages, K. D., crated or boxed, wheels, seats and tops inside, package not to exceed thirty inches in height, once first class.

Buggies or carriages, K. D., crated or boxed, seats and tops inside, wheels inside or outside if crated flat, package exceeding thirty inches, but not exceeding fifty inches in height, once and a half first class.

Wagons, spring, including the following:

Farmers’ spring passenger wagons, democratic spring wagons, light fancy delivery spring wagons, and spring road wagons, K. D., crated or boxed, wheels, seats and tops inside, package not to exceed thirty inches in height, once first class.

Wagons, spring, including the following;

Farmers’ spring passenger wagons, democratic spring wagons, light fancy delivery spring wagons, and spring road wagons, K. D., crated or boxed, seats and tops inside, wheels inside or outside if crated flat, package exceeding thirty inches, but not exceeding fifty inches in height, once and a halt first class.

You will please notice that we do not ask you to change your present classification of vehicles, as found in No. 9, where they are packed in the bulky manner, in which that classification allows, but our request is, if we reduce the bulk, the weight remaining the same, you allow us a corresponding reduction in the classification. This request comes from our National Association after careful deliberation, and its concession gives no advantage to one section or class of manufacturers more than another.

We have caused to be carefully prepared a number of models, built upon a scale of one inch to the foot, which clearly show that the comparative sizes of the vehicle package now allowed by No. 9, and also the relative sizes of the ones for which we ask the concessions herein, and Mr. Breed, the chairman of our committee, will be within call of the meeting at which you will consider this application, and will be pleased to explain them to you, should you so desire.

While we are aware that it is impossible to get a classification of all commodities offered you for transportation entirely correct and equitable, we submit that vehicles weighing 450 pounds or over, crated in good, square packages, containing 69 cubic feet, giving you over six pounds to the cubic foot, should not be classified the same as are in No. 9, bamboo furniture, chairs, set up; parlor cabinets, baskets, nested in bundles; feather beds, boxed; paper boxes, in crates; hats, caps and furs, in boxes; cheese boxes, empty; cork shavings, in sacks; artificial flowers, in boxes; crockery hogsheads, empty; stove pipes, loose or, in bundles ; sieves, loose or in bundles; tinware, loose; toy drums; cigar boxes, crated, and a thousand other items equally as flagrant in classification, when compared with vehicles, the manufacture of which has now become one of the largest and most important industries in the United States. The Carriage Builders’ National Association believe that your desire is to treat their industry fairly, and that when your attention is called to the inconsistencies in which you have placed their products, you will cheerfully grant the very reasonable requests herein asked for.

We remain, Yours truly, J. W. BREED, Chairman, Cincinnati, O.

C. A. FIRESTONE, Columbus, O. GEO. K. OYLER, St. Louis, Mo. H. C. STAVER, Chicago, III. C. F. WORTHEN, Amesbury, Mass. A. A. ABBOTT, Chicago, Ill. WALTER STOVER, South Bend, Ind.

Last evening I was reliably (not officially) informed that committee had granted our request, and had adopted our amendment verbatim. I at once wired Mr. Gill, as follows:

“I am informed that your Committee granted our request for classification of vehicles. Cannot the changing order go out at once, and so let out many shipments that will not go otherwise? J. W. BREED, Chairman.” To this telegram I am just in receipt of Mr. Gill’s reply by wire (dated February 5th), as follows:

“Your telegram of yesterday, the action of our Committee was recommendatory only, and same has to be submitted to the managers of the railroads for approval or rejection. Even if approved, I do not see how same will be made effective before the issuance of the new classification, which will probably take effect about April 1st. C. E. GILL, Chairman.”

From the foregoing the trade will see that we have won our first step in the direction of equitable classification for vehicles, and as the further tribunals to which it must be submitted, seldom overrule the decision of their Committee who carefully digest the subject in all its bearings, we may reasonably expect that we are to get the concessions we are equitably entitled to. The question of delay to April 1st is a serious one, as the shipping season ought to commence at once, and we shall, therefore, do all in our power to hasten issuance of the order to an earlier date. I regret that this information was not earlier, so as to enable all the trade papers to have published it in their February issue, and trust that they will now kindly give it in their earliest issues after this date. I remain, Yours truly, J. W. BREED,

Chairman Freight and Classification Committee of the Carriage Builders’ National Association.

Hub March 1892 page 576.

Staver & Abbott Manufacturing Company, Chicago, Illinois, have added an important feature to their extensive west side factory, that materially reduces cost of production and at the same time makes better vehicles. It is “West’s Steam Power Tire Setter,” which is putting on for them one hundred sets a day, at less than half the usual cost, and gives them better truer wheels, with accurately uniform dish.

Hub May 1892 page 66.

The Staver & Abbott Manufacturing Company’s factories are located on 76th and Wallace sts., Sacramento and Carroll aves., with repository on Wabash ave. The harness department is a feature with most large carriage concerns in Chicago, and the Staver & Abbott Manufacturing Company give employment to sixty workmen making all grades of harness up to coach sets, at $400 a set. The sixth floor is used for repairing city work, thereby saving the delay of sending to their factory, which is situated some distance out. The four lower floors are used as a repository where a stock of all kinds of high grade vehicles are to be found. They are very busy and are making preparations for the World’s Fair.

Carriage Monthly October 1892 page 217.

Samuel G. Abbott, the venerable father of superintendent A. A. Abbott, of the carriage division of the World’s Columbian Exposition, met a sad and sudden death in a grade crossing accident at Englewood, near Chicago, September 15th. There were a half dozen tracks and that many trains at the crossing. Mr. Abbott stopped on a side track to see that all was clear before going further, and did not notice a dummy engine that backed down the side track and struck him. His death was instantaneous, as he had often hoped it might be.

Mr. Abbott was one of the early settlers of Dane County, Wisconsin. He was a farmer in the early forties, and afterward went to Oregon and entered the grain, live stock, coal and farm implement business. He was a pioneer dealer in that section. His energy and enterprise brought him business success, and his upright character and genial, kindly manners won him many friends.

Hub April, 1893.

Arthur A. Abbott–Superintendent of the Vehicle Division of the World’s Columbian Exhibition. When Mr. Abbott was selected by the Executive Committee of the Carriage Builders’ National Association to act as superintendent of the Vehicle Division of the World’s Fair, the members of the carriage industry felt that their department, at least, would have at its head a man most eminently qualified for the work- a man who was engaged in and was proud of the industry, one possessing rare executive ability, and, more than all, one who would study the interest of the craft, not that of a single individual.

It was a task that few would care to undertake, and particularly so after it became apparent that the applications for space far exceeded the amount that could be accorded, and that to accommodate exhibitors there would, from necessity, be a reat curtailment in the space accorded to each.

Mr. Abbott stated at the Buffalo Convention that the space asked for the carriage trade and accessories was about 240,000 square feet, while but 90,000 square feet had been set aside by the chief of this department for home vehicle builders. To satisfy the three hundred applicants from the small space assigned was no agreeable undertaking; few men could have done as well as Mr. Abbott. Complaints have been made, but we believe that when the Exhibition is ready for visitors the carriage trade will accord to him praise for the equitable and just manner in which he has performed his work.

Mr. Abbott was born in Dane Co., Wis., in 1846. In 1871 he moved to Chicago, and since then has been a prominent figure in the carriage industry. Hist house, that of Staver, Abbott & Co., an incorporated company, is one of the largest in the United States, and employs a capital of $400,000. He has been an active member of the Carriage Builders’ Association, and at one time one of its vice presidents. He has been one of its most prominent workers on committees, and, as the reports show, has done much for the members of the Association and for the carriage trade at large.

Those having business relations with Mr. Abbott have found him quick to act and always courteous. These qualities will be appreciated by those manufacturers who will be brought closely in contact with him during the Exhibition, and will serve to remove any unpleasantness that may leave been engendered through a misunderstanding of the situation.

In Mr. Abbott’s report to the Carriage Builders’ Association, at the Buffalo meeting last October, he said, after giving details as to amount of space assigned:

“I immediately proceeded to divide up the, space set apart among the three hundred applicants as equitably as possible, taking into consideration the output of the factory, the character of the exhibit, and the amount of space asked for. No doubt there have been some mistakes, but I have simply done the best I could after taking all the facts into consideration. This allotment has been made and accepted by all the exhibitors. All of this work has been accomplished in the space of six weeks, and is one of the first divisions of the Exposition to be completed. Your committee has recommended the following rules to be adopted by the director general governing this division, for the purpose of uniformity in effect and appearance of exhibits, and in order to make the display one that will be a credit to the vehicle industry of this country: Each exhibitor in the main building shall be required to cover the floor of his space with hard wood carpeting; those exhibiting in the annex to paint the floor. All exhibitors shall provide a 1 3/4 inch brass railing, separating their space from the passageway. No raised platform will be allowed, or vehicles exhibited in glass cases. No vehicles or other exhibits shall be removed or substituted during the entire Exposition.”

Hub April 1893 page 74.

The Chicago carriage and wagon makers’ strike, which is virtually at an end, had some peculiar features.

The joint committee of the carriage and wagon workers local unions Nos. 3 and 4 on Feb. 25th sent out a circular to all factories and shops employing union men, making the following demands, to take effect on and after March 1st:

1. That nine hours should constitute a day’s work for the present pay for ten hours, an increase of pay of 10 per cent.

2. An increase of 10 per cent. for piece work.

3. Regular weekly payday.

On March 1st, as their demands were not conceded, all the union men went out. Since that time a large number of the small shops have signed the above scale, and the men have returned to work; but their doing so is not considered a positive guarantee for the future, as the small shops will, without doubt, go back to the old scale, now that the large shops have maintained it.

Not so, however, with C. P. Kimball & Co., Studebaker Bros. Manufacturing Co. and Staver & Abbott Manufacturing Co., who absolutely refused to recognize the union in any way whatever, although they addressed their men individually, telling them plainly they could not concede their demands; the present state of affairs would not warrant it.

The Studebaker Bros. Manufacturing Co., in particular, addressed a long letter to their employees, signed by P. E. Studebaker, second vice president and treasurer, reviewing the situation coolly and in a logical manner.

Toay the situation is as follows: All the men have returned to work, excepting a few painters; those in the smaller shops under the new scale, and those in the larger under the old arrangement. While the strikers have won a victory with the former, with the latter they have lost. C. F. Kimball, of C. P. Kimball & Co., in an interview expressed himself as follows:

“On Feb. 25th “I was notified that unless the demands made were complied with, all the union men would be called out on March 1st. As far as the weekly pay day was concerned, it did not interest us, as we always followed that plan. Before March 1st I called our men together and told them it would be impossible to grant their demands, and I called their attention to the following facts, which may play an important part not only with the carriage manufacturers, but all lines of trade: ” On May 1st there will be over 100,000 unemployed men in Chicago, looking for work; secondly, money at the present time is very scarce. The silver question is unsettled, and there is the scarcity of gold; all of these have an ill effect on trade. The carriages on exhibition will be sold after the World’s Fair, and a good portion of them may be sold in Chicago, which will work injuriously for the Chicago carriage manufacturers. In your circular you ask for 10 per cent. advance on piece work, and on your regular wages an increase that would amount to 10 per cent.,. by ten hours’ pay for nine hours’ work. If we granted this request you would have skilled labor coming to Chicago from all parts of this country, looking for positions, who, when they found they could not get employment, would offer to work for less than you are now receiving. You must judge how this would affect you all. Some of the old, experienced hands said, in reply, that they would not strike, and were entirely satisfied. Seventy remained at their work, and today we are running full in our blacksmith, body, gear and trimming departments. All we need are a few painters, which we shall soon get, as we have one hundred and fifty applications for positions in our different departments.”

The writer went through the entire factory, and can vouch to the correctness of this statement; 230 out of 250 hands have returned to work.

T. H. McAdam, secretary of the Staver & Abbott Manufacturing Co., said:

“Our three hundred to four hundred men at Auburn Park did not go out. In our city repair department forty of our men struck, but have since returned to work. We have allowed them to work nine hours a day, with pay for only nine hours. We shall not recognize any union, and have treated with our men as individuals.”

Studebaker Bros. Manufacturing Co., on Michigan ave., report that all their men have returned under the old scale, except a few painters, and expect to have others in a day or so.

It was reported that I. N. W. Sherman, of Fifth ave., had signed the new scale. Mr. Sherman empliatically denied this report; and said that while he had raised the wages of some of his men, he signed no agreement, and had no dealings with any union.

Hub February 1893 page 510.

December 27.–An overheated smokestack of one of the many forges of the blacksmith shop annex of the Staver Abbott Buggy Co.’s works, Chicago, III., caused a fire doing damage to the extent of about $30,000. The blacksmith shop annex was a one story frame 150 x 50 feet, and adjoining it was the warehouse annex, an iron cased one story building about 150 x 50 feet. The forty men employed there had quit work some time before, and the place had been turned over to the watchman. The damage to the plant and contents is estimated at about $25,000, and Superintendent W. N. Abbott, who was on the ground during the fire, said it was largely covered by insurance.

Carriage Monthly September 1893.

This house exhibits spider phaeton, French buggy, stanhope phaeton, special light driving end spring buggy, canopy top straight sill surrey, two seat phaeton, canopy top cut-under surrey; also, fine harness.

Spider Phaeton. This spider phaeton was illustrated in Plate No. 23, of the Jane number.

The appearance of this spider is very pleasing in outlines, construction and originality.

The outline of the body, and especially the lower rear part, is well drawn and original, and the shape of the reach corresponds with the lower part of the body. These are important special features, which make this vehicle very attractive. The front pillar is beaded. Painting: body, deep blue; moldings, black, striped a hair line of gold. Carriage part: ultramarine blue, striped two heavy lines of gold, ½ inch apart. Trimming goat skin; style, diamonds and blocks; victoria top; curved joints, and three bows; fenders on bows; round flange lamps and large dash. Finish: round grate steps on front axles; rein rail; covered side handles on dash, and carpet, blue, without figures. A display horse is attached, exhibiting the harness which is used for spider phaetons.

French Buggy.- The body is of a very pleasing design, upper back end round, which can be bent over with one panel avoiding the joint; side panels plain; large seat; molded around the edges, and finished with three turned spindles. Back corner pillar extends with a graceful curve toward the back end of body, and ends with a scroll. The front pillar is beaded including the lower edge of arm rail. The body is suspended on two elliptic springs; the front wheels are shifted 4 inches under the body, and the rear end is suspended on shackles. Two reaches; straight front, and under axle back; regular fifth wheel; front axle arched down and rear up. Painting: body, black, striped a fine line of white around the edges of moldings and spindles. Gear, black, striped two lines touching each other, one white the other lake. Trimming: drab cloth, with lace to match; two cushions and driving cushion; style, blocks, diamonds, and pipes for back. Fall finished with three plaits, circular at lower edge. Finish: original style and silver plated lamps; rein rail plated, and carpet to match.

Stanhope Buggy.- The body is of pleasing design; deep, large seat; wheelhouse (but wheel does not turn under); three bow victoria top; curved top joints, and fenders on sides of front bow. The body is suspended on two elliptic springs, two reaches, and regular 14 inch fifth wheel.

Painting: body, black ; seat, deep green. Gear, green, striped two fine lines of pale green, 3/8 inch apart. Trimming: green goat skin for lower and green cloth for top; style for back, blocks on top, and bottom half diamonds and pipes. Two cushions and cushion fronts lace; also, fall finished with three plaits; driving cushion and foot rest. Finish: flange lamps, gold mounted; side handles on dash, and carpet with figures to match the goat skin and cloth.

Light Driving End Spring Buggy with 50 inch long body, swelled sides on body and seat, and curved risers back and front; three bow top, neatly finished, and suspended on two elliptic springs, with axle beds curved down, back and front. Springs clipped to spring bars; head block and rear axle bed and rubber steps. A display horse is hitched to it to show the harness. Painting: body and seat, black. Carriage part: deep green, striped two fine lines of gold, 3/8 inch apart. Trimming: deep green cloth, roll on back, and diamonds for back and cushions. Mountings, gold, and carpet to match.

Canopy Top Straight Sill Surrey, with two seats, carrying four passengers, round bracket front, round wheelhouse, concave back, board seats, round back corners, full fenders, back shackles extended back to give room for fenders, and suspended on two elliptic springs; grate steps front and back, large rear shackles, side handles on dash, one reach, and both axle beds curved down. Painting: body, black, striped a fine hair line of gold. Carriage part: deep green, striped one 3/8 inch stripe of black, edged with two fine lines of gold. Trimming green cloth; style, diamonds, fringe on top. Finish: gold mountings, flange lamps and rein rail.

Two Seat Phaeton. -Very light, round side quarters, pretty dash, three bow top, and fenders back. Suspended on two springs; axle beds curved down back and front, and very neat bent reach. Painting body, maroon; moldings, black. Bracket front, maroon, and false bottom, black; molding striped one fine line of gold. Gear, maroon, striped two fine lines of gold, 3/8 inch apart. Trimming: maroon cloth; style, blocks, half diamonds, and pipes; side squabs, blocks and diamonds; lace for cushion front and fall; flange lamps, dash rail, and axle nuts brass.

Canopy Top Cut-under Surrey. This surrey is very light in appearance, and has extension top, a round wheelhouse, round bracket front, square cornered seats, molded on sides and back, and is suspended on three elliptic springs. Front axle bed is curved down, and back axle is iron. The springs are clipped to the axle, bolted on top, and bolted also to top and bottom front. Painting: body, black; seats, deep blue; moldings, black; body and seat striped a fine line of gold in center of molding. Trimming: blue cloth; style similar to straight sill surrey; two cushions for each seat; broad lace for cushion fronts; flange lamps and gold mountings. There is another canopy top surrey exhibited by this house which is similar to the others explained.

Hub October 1893.

The Staver & Abbott Manufacturing Co.’s repository is located on Wabash ave., and their factory at 76th and Wallace sts., Auburn Park. The Abbott Cart Co., was established in 1878, and in 1883 the N. C. Staver Manufacturing Co. was started, and a short time afterward the two companies were merged into one under the name of the Staver & Abbott Manufacturing Co., and in 1890 were incorporated. They employ between 400 and 500 men in manufacturing medium price work in buggies, carriages and road wagons, and in addition they employ 40 men in their harness department on fine hand made harnesses. Their work goes to all parts of the world. Business is quiet at present, but they look forward to a large trade for 1894.

Hub October 1893 page 546.

Exhibited at the World’s Fair by Staver & Abbott, of Chicago, Illinois. Fashion Plate No. 39 illustrates a neat and serviceable surrey, suitable for family use and pleasure driving. It represents one of the exhibits by Staver & Abbott, of Chicago, Ill., and is a typical vehicle of its class, well proportioned, roomy, comfort able and plain. It is serviceable in every part of the country, and the price is such as to bring it within the limits of a large majority of our business people and the fairly well to do farmers. While there is nothing striking in its outlines, it is harmonious, and at once suggests practicability and usefulness. The carriage part is of the plainest and most serviceable character, while the adjustable canopy top provides protection to the rider from the warm sun. The body has round corners, with rounded corners on seats fancy moldings extend down on body from both front and rear seats. The gear is shortened five inches, leaving body full length, thus making the carriage light in appearance.

Wheels, 42 and 46 in.; axles, 1 1/16 in.; tire, oval edged steel, 1 x 1/4 in.

Trimming.–English body cloth or leather; spring backs; rubber curtains; Brussels carpet; lamps; double dress fenders. Painting: Gear, bottle green, with double carmine stripe, glazed.

Hub October 1893 page 546.

Exhibited at the World’s Fair by Staver & Abbott, Chicago, Ill. Fashion Plate No. 38 illustrates an extension top phaeton for four passengers, which possesses many features to commend it to buyers. It is one of the vehicles exhibited by Staver & Abbott, of Chicago, Ill., at the World’s Fair, and belongs to a class that has no superior for a comfortable, all year round family carriage. The extension top has been forced to a secondary place by the new styles without tops that have come to the front; but the seeker for comfort, who wants a vehicle open and airy for summer use, and protected in stormy weather, looks to it.

The style of body shown is light and attractive. The wheelhouse, while not a necessity, as the body is hung on a perch carriage, assists to give to the outlines a graceful appearance. The seats are wide and of ample depth, thus insuring comfort to the rider. The large top furnishes ample protection.

The carriage is made up with a bent perch, and the large fenders protect the rider from mud or dust from the wheels. Wheels, 38 and 46 in.; tire, 1 x 1/4 in. oval steel.

Hub August 1893 page 383.

Exhibited at the World’s Fair at Chicago by Staver & Abbott Manufacturing Co., Chicago, Illinois. Fashion Plate No. 30 represents another of the exhibits of the Staver & Abbott Manufacturing Co., of Chicago, Ill., and illustrates one of their ” A ” grade phaetons. The body is of the latest design, has a curved front and extra deep seat, with swell sides; the lamps are secured to the dash; the dash has a double bar line rail.

The body is suspended on new and improved gear, has ” A ” grade banded hub wheels, 15/16 in, double collar steel axles, and x 1 3/16 in. oval edge steel tire.

Painting: Side and back panels, carmine; gearing, carmine, with double gold bronze stripe.

Plate No. 45. FRENCH BUGGY.
Carriage Monthly September 1893 page 167.

Exhibited by Staver & Abbott Manufacturing Co., Chicago, Illinois. This physicians’ buggy, or French buggy, as it is called by the above house, is very attractive, has a large wide seat and a roomy body, in which to place receptacles. The seat is molded on back and side panels with ½ by 3/16 inch moldings, square finish, and a medallion in the center. The back corner molding extends to the bottom line of the body, intersecting with the lower edge molding, and ending with a small plain scroll at the back end. The upper part of the body forms a regular belt, terminating at the lower end in a stanhope pillar; this pillar is beaded on both sides, also the lower edge of the belt, as can be seen in the engraving. The upper back corner of the body is rounded, which looks well in this case, besides avoiding the joint, as the entire surface can be covered with one single panel. The carriage part is the same as usual; regular fifth wheel, two straight reaches, straight front and back, and clipped under the axle. The stay under the body and spring, front, is of iron, and bolted to the spring and body. Curved five bar dash, curved on top, hand holes and dash rail.

Dimensions.–Wheels: Exterior diameter o wheels 44 x 48 inches. Exterior diameter of hubs 4 1/4 inches. Length of hubs 6 ½ inches. Diameters of bands of hubs 2 7/8 x 3 3/8 inches. Width of spokes at square end 1 3/16 full. Number of spokes 12 and 14. Thickness and depth of rims 1 1/16 f. X 1 5/16 inches. Stagger ½ inches. Tire, steel 1 1/16 x 1/4 inches. Front Springs: Length from center to center of bolts 37 inches. Open from out to out 7 1/4 inches. Width of steel 1 3/8 inches. Number of plates 3. Thickness of main plate No. 2. Thickness of other plates No. 3, 3. Distance of holes apart, and size 3 3/4 x 5/16 top. Length of arms of axle for 6 1/4 inch hub. Thickness of axle, at square end 1 inch steel. Back Springs: Length of cross springs 37 inches. Open from out to out of cross springs 8 3/4 inches. Width of steel 1 3/8 inches. Number of plates on cross 4. Thickness of main plate No. 2. Thickness of other plates No. 3, 3, 3.

Painting.– Body and seat black, and seat striped a fine line of white on the inside edge of molding and spindles. Carriage part: black; striped two 1/8 inch lines close to each other, one white, the other lake; hub bands, black.

Trimming.– Drab cloth, with lace to match; style, blocks, diamonds and pipes; two cushions and a driving cushion; cushion fronts and fall edged with lace; tufted roll under cushion, and center panel of fall plaited. Foot rest same material as carpet, which is drab.

Finish.– Notice style of lamp, which is a new departure from the regulation style; handles painted black; rein rail silver plated, also axle nuts and lamps ; curved top joints and fenders on front bow.

Hub August 1893 page 382.

Exhibited at the World’s’ Fair at Chicago by Staver & Abbott Manufacturing Co., Chicago, Illinois. Fashion Plate No. 25 represents an ” A” grade canopy top surrey, suspended on two elliptic springs, exhibited at the World’s Fair at Chicago by Staver &Abbott Manufacturing Co., Chicago. The front and rear axles are swept down in the center, bringing the body down low and giving easy access. The outlines of the body are graceful; the body is provided with lamps and fenders.

This firm carry a fine line of carriages and business wagons of every description, also light and heavy trucks. Besides the carriage and wagon line, they manufacture at their factory, 383 Wabash ave., every style of hand made harness, from the cheapest to the finest.

Painting of surrey: Body panels, bottle green; moldings, green. Gearing, bottle green, striped with fine lines of gold. Trimming: 18 oz. English body cloth.

December 1895.

Henry C. Staver, president of the Staver & Abbott Manufacturing Co., of Chicago, was born in Clinton Co., Pennsylvania, fifty one years ago. His early life was spent in Green Co., Wis. In 1865 he started in an implement store at Warren, Ill., and soon after at Monroe, Wis., as a salesman, where he remained five years, when he formed a partnership with his brother, in Monroe. In the same year the Harper & Staver Bros. firm was organized, and after three years Mr. Staver withdrew and connected himself with the Adams & French Harvester Co., of Sandwich, Illinois. In 1875 he became half owner of the Kansas Implement Co., and in 1879 sold out to become secretary of the J. J. Case Plow Co., of Racine, Wis. On its reorganization, in 1884, he became its manager, and in the same year organized the Saver Implement Co., the predecessor of the present company. After six years of success, viz., in 1890, a consolidation was effected with the Abbott Buggy Co., which employed 300 men and owned a very complete plant. The new concern became the Staver & Abbott Manufacturing Co., Mr. Henry C. Staver president and treasurer. Mr. Staver is a type of American unfortunately two uncommon. In politics, a Republican of the Lincoln and Grant type, a plan of temperance in theory and practice, a doer of good among his less fortunate fellows, and a trusty, genial and unswerving friend, he rounds out a composite character that is a credit to manhood. Portrait also seen in the Carriage Monthly November 1892 page 237 and Hub October 1902 page 278.

Hub August 1896.

Arthur A. Abbott, recently of the Abbott & Rowland Carriage Co., Chicago, died at his home, 7174 Wentworth ave., on the morning of Saturday, June 27th. His death was directly traceable to pneumonia, resulting from a cold contracted after a long bicycle ride on June 21st. Although practically out of business at the time of his death, he had been so long and so prominently connected with the carriage industry that he was unknown to few who are now identified with it.

When the project for the World’s Columbian Exhibition had so far materialized as to warrant action by the different industries, the Carriage Builders National Association, of which Mr. Abbott was a member, selected him as its representative, and he was appointed superintendent of the Vehicle Division. All who took part in that Exposition know how well Mr. Abbott performed the task assigned him.

Mr. Abbott was born in Dane County, Wis., in 1846. His father was a dealer in agricultural implements, and in 1871 he moved to Chicago and embarked in the same business for himself. Eight years later he began the manufacture of carriages with C, H. Bunker, the firm being known as A. A. Abbott & Co. The factory was located in a building at Twentieth and State sts., and worked up a prosperous business, and in 1881 the Abbott Buggy Co., with Mr. Abbott as President, was organized and incorporated, with a capital stock of $150,000.

Six years ago the Abbott Buggy Co, was consolidated with the H. C. Staver Manufacturing Co., under the name of the Staver & Abbott Manufacturing Co., which company now has one of the largest and finest plants of its kind in the West, at Wallace and Seventy sixth sts. In the latter part of 1892 Mr. Abbott withdrew from the Staver & Abbott Manufacturing Co., and organized the Abbott & Rowland Carriage Co., which company has since failed.

He has been active member of the Carriage Builders’ Association for many years, and at one time one of its vice presidents. He has been one of its most prominent workers on committees, the reports of which show that he has done a great deal for the members of the Association and for the carriage trade at large.

Those having business relations with Mr. Abbott have found him quick to act and always courteous and obliging. These qualities were highly appreciated by those manufacturers who were brought closely in contact with him during the exhibition, and which served to remove any unpleasantness that might have been engendered through a misunderstanding of the situation.

The deceased was one of the organizers and charter members of the Harvard Club, and served as Vice President for the seasons of 1889 90 and 1890 91. The next year he was elected President, an office which he filled with credit for one term. He leaves a widow and three sons.

Hub December 1896.

The assets of the Staver & Abbott Co., whose failure was noticed last month, consist of its plant, at Auburn Park, valued at $100,000, book accounts, aggregating a like amount, and about the same in stock. The book accounts are said to be largely secured by notes, and these are in the hands of the firm’s eastern banking creditors. It Is given as one of the chief causes of the failure that these have accumulated, and that the banks feared to carry them longer because of the uncertain political condition of the country. The company death largely in farming implements, and many of is customers are from the country. The liabilities consist, according to the statement of Attorneys Bulkley, Gray & More, counsel for the assignee, of nearly $175,000 to debts for merchandise, $100,000 bonded indebtedness, and the remainder in notes held by the banks; and miscellaneous obligations. The firm o£ Staver & Abbott has been in existence for five years. It was built up from the assets of two defunct concerns ‘the old Abbott Buggy Co. and the Staver Manufacturing Co.

Its plant at Auburn Park has given employment to 700 men during the busy season, and its salesrooms in Wabash ave. are handsomely fitted up. The President is H. O. Anderson, of Cincinnati, and Secretary F: H. Meadow: Henry C. Staver is the principal stockholder. Mr. Abbott, whose name is still connected with that of: the firm, is dead. The capital stock of the company is $400,000. Attorney Bulkley, of the firm, of Bulkley, Gray & More, said it would depend upon the temper of the creditors, most of whom are in the East, whether the firm resumed or not.

Built by Staver Carriage Company, Chicago, Illinois.
Carriage Monthly June 1900.

This is one of the Staver Company’s latest creations. It has a large seat with convex bent spindles, bent seat rail, bent back, scroll, pillars and leather covered fenders. The length and width of the body are in accordance with present fashions, and it has a three bar leather covered clash with angular hand holes. The body is suspended on two full elliptic springs, Bailey hangers, two reaches, solid connections, regular fifth wheel, wood hubs and spokes and solid rubber tires.

Painting.– Body: black; seat: black, but spindles carmine. Carriage part: carmine striped black.

Trimming.– Green cloth; style, blocks; back trimmed above seat rail and finished with blocks; cushions and driving cushion finished the same way: raisers on cushion fronts and fall.

Finish.–Seat rail black; fenders covered and curved; drop handles covered with patent leather; dash the same; springs clipped, Bradley shaft couplings; regular fifth wheel; and carpet to match.

Vehicle Dealer November 15, 1902 page 158.

The accompanying cut shows the chief of the Staver Carriage Co., Chicago, Illinois, and the heads of the various departments, whose positions are indicated beneath. The illustration is a remarkable one in one particular. It shows there is not an old man in the lot, and only one or two middle aged men. H. C. Staver looks the youngest of the bunch. This picture reveals a secret, the secret of success to day in so many industries, viz.: that young men are at the front. It was the young men, the boys, who comprised the mighty armies of the Rebellion, who fought the Civil War to its grand termination. It is the young men of to day who are leading in the greatest industrial movement in America the world ever saw.

Mr. Staver has shown wisdom in gathering about him men of nerve, with youth on their side. This illustration shows 26 typical Americans, each with a future, each showing in a clear cut countenance the existence of spirit, ambition and determination 20 men who are, in the true sense, self made and self making men, men who can be trusted implicitly to do their best for themselves and the great company with which they are identified. They have worked themselves upward to the present position from the bottom round of the ladder. They are where they are because they have earned the right to be there.

There are but few great industrial concerns in the land which can show, for its size, the same number of capable, efficient and worthy men.


Lower Row, Left, Looking towards Picture J. H. Cloves, Foreman Trimming Department; J. H. Wetzel. Foreman Paint Department: C. S Bailey, Traffic Manager: J. H. Nott, Cashier: W. F. Moorman, Stock Clerk: H. F. Shallock, Foreman Wood Shop; J. A. Delamare, Foreman shipping.

Middle Row. Left Peter Bickelhaupt, Inspector; Geo. M. Haynes, House Salesman: W. N. Abbott, Superintendent; H. C. Staver president; F. H. McAdow secretary; Frederick Bickelhaupt, Assistant Superintendent; H. K. Rinehart, Superintendent Harness Department.

Upper Row. L ft- A. J. Purcell, Foreman Harness Department; Fritz Hornung, Foreman Paint Department; Peter Thompson, Time Keeper; Geo. W. Ford, Engineer; Jas. McCaulay. Foreman Blacksmith: J. H. Campbell, Foreman Paint Department.


Advertisement for Staver and Abbott Mfg. Co., from the Hub July 1892 page xxiv.






HENRY C. STAVER, Chicago, Illinois died November 11,1907, aged 63 from the Carriage Monthly November 1908 page 224.



Plate No. 1549 Auto-Seat Top Buggy, Equipped with Electric Side Lights.–From Carriage Monthly January 1913.



Plate No. 987. Heavy-Half-Platform Wagon.–From Carriage Monthly July 1906.





Portrait of H. B. Staver, Chairman Banquet and Entertainment Committee, C. B. N. A. Convention from the Carriage Monthly November 1908.


A. A. ABBOTT   SLEIGH 145,323 12/09/1873
A. A. ABBOTT SLEIGH KNEE 189,675 04/17/1877
A. A. ABBOTT  SLEIGH CUTTER 231,397 08/24/1880
A. A. ABBOTT SLEIGH KNEE 165,055 07/27/1875
ARTHUR A. ABBOTT SPRING BUGGY 255,403 03/28/1882
ARTHUR A. ABBOTT CART TWO WHEELED   260,631 07/04/1882
ARTHUR A. ABBOTT SIDE BAR 333,271 12/29/1885
WARREN M. ABBOTT BRAKE SHOE 277,098 05/08/1883
STAVER CARRIAGE CO. AXLE 673,084 04/30/1901