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95-824: Charles Campbell Worthington (1854–1944) was a successful businessman, owner of the Worthington Pump and Machinery Corporation . In the late 1890s he began to spend an increasing amount of time at his country home in Shawnee on Delaware , in Pennsylvania on the banks of the Delaware River , about 75 miles (121 km) to the west of New York. He built his first small golf course around 1898. Worthington sold his interests in Worthington Pump in 1899 when it merged with other pump manufacturers to become

190-611: A bridge over the creek in 1747. Peter began the family business on the Bakers Lookout property where he made his home and built the first Studebaker wagon factory. In this factory, Peter manufactured everything, all necessities including products he made in Solingen, Germany, and naturally wagons. Bakers Lookout, the 1740, 100-acre land patent , Hagerstown, Maryland, was the first of many land patents to be acquired by Peter Studebaker. Peter purchased approximately 1500 acres in what

285-498: A company with $ 550 million of assets. The former chairman of Worthington, Frank J. Nunlist , was appointed president and chief executive officer. Randolph Guthrie of Studebaker was chairman of the new company. McGraw-Edison purchased Studebaker-Worthington in 1978. McGraw-Edison was in turn acquired by Cooper Industries in 1985. Notes Citations Sources [REDACTED] Media related to Worthington Corporation at Wikimedia Commons Studebaker Studebaker

380-811: A company with the same name based in New Jersey. An October 1908 description of the Blake-Knowles Steam Pump Works in Cambridge, Massachusetts , part of the International Steam Pump Company, said it was the second largest of its kind in the United States, employing more than 1,700 men. In 1903 Guggenheim founded a factory in Milwaukee to manufacture mining machinery. In 1906 it was merged into

475-645: A different grille from all previous Champ models. The closure of the South Bend plant hit the community particularly hard, since Studebaker was the largest employer in St. Joseph County, Indiana . Nearly a quarter of the South Bend work force was African-American. Limited automotive production was consolidated at the company's last remaining production facility in Hamilton, Ontario, which had always been profitable and where Studebaker produced cars until March 1966 under

570-419: A fourth giant combine after Chrysler . This had been unsuccessfully attempted by George W. Mason . In this scheme, Studebaker had the disadvantage that its South Bend location would make consolidation difficult. Its labor costs were also the highest in the industry. Ballooning labor costs (the company had never had an official United Auto Workers (UAW) strike and Studebaker workers and retirees were among

665-432: A part of the proving ground was retained and, as of April 2013 , has been restored to use under the name "New Carlisle Test Facility". For many years a rumor persisted of the existence of a Studebaker graveyard. The rumor was later confirmed to be true when the remains of many prototype automobiles and a few trucks were discovered at a remote, heavily wooded site bounded by the proving grounds' high-speed oval. Most of

760-644: A pattern that spelled "STUDEBAKER" when viewed from the air. Also in 1926, the last of the Detroit plant was moved to South Bend under the control of Harold S Vance , vice president in charge of production and engineering. That year, a new small car, the Erskine Six was launched in Paris, resulting in 26,000 sales abroad and many more in America. By 1929, the sales list had been expanded to 50 models and business

855-406: A price war between Ford and General Motors , which began with Ford's massive increase in production in the spring of 1953—part of Ford's postwar expansion program aimed at restoring it to the position of the largest car maker which GM had held since 1931—could not be equalled by the independent carmakers, for whom the only hope was seen as a merger of Studebaker, Packard , Hudson , and Nash into

950-403: A small farmer. In 1918, when Erskine's history of the firm was published, the annual capacity of the seven Studebaker plants was 100,000 automobiles, 75,000 horse-drawn vehicles, and about $ 10,000,000 worth of automobile and vehicle spare parts ($ 202,566,372 in 2023 dollars ). In the preceding seven years, 466,962 horse-drawn vehicles had been sold, as against 277,035 automobiles, but the trend

1045-403: Is now known state of Maryland. The home still stands today and is proof of the advanced technology of Peter Studebaker. (see Bakers Lookout Peter Studebakers 1740 home website) In 1747 Peter Studebaker built a road through his owned properties known as Broadfording Wagon Road. The road he built carried heavy traffic to Bakers Lookout's wagon and forging services that were instrumental to expand

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1140-497: Is the world’s largest producer of tactical wheeled vehicles. Nevertheless, as Newman and Altman decided not to progress with any Studebaker truck production, the tooling was then sold off again to Kaiser Jeep in late 1965, which continued producing parts for Studebaker trucks for a few more years. Some '1965' model Champ trucks were built in South America using completely knocked-down kits and left-over parts. These models used

1235-663: The American Civil War , including the USS Monitor . After Henry Worthington died in 1880 he was succeeded by his son Charles Campbell Worthington (1854–1944). While head of the company, Worthington contributed many useful improvements to pumps, compressors, and other machines. The company moved from Brooklyn to Harrison, New Jersey in 1904. In 1885 the Worthington Pumping Engine Company, representatives of Worthington pumps of

1330-536: The American Locomotive Company (Alco). In 1967 a merger with Studebaker was arranged by the entrepreneur Derald Ruttenberg . He took the risk of buying Studebaker despite the liabilities that came with it, including dealer warranties and union agreements. He saw that Onan generators and STP engine additives were healthy businesses. The large tax loss was also valuable. Worthington was expected to continue to earn steady profits, but could use

1425-589: The Eiffel Tower . Worthington Pump Works was the largest of the merged firms. Charles Campbell Worthington was president of the company until he retired in 1900. Guggenheim became president of the ISPC. The ISPC soon ran into financial difficulties, and Guggenheim invested increasing amounts of capital to keep it afloat. BKSPW had been registered in England in 1890 with a capital of £300,000 to purchase in full

1520-557: The Everitt-Metzger-Flanders (E-M-F) Company of Detroit and Walkerville, Ontario . Studebaker began making gasoline-engined cars in partnership with Garford in 1904. In 1910, it was decided to refinance and incorporate as the Studebaker Corporation, which was concluded on February 14, 1911, under New Jersey laws. The company discontinued making electric vehicles that same year. The financing

1615-614: The Harley Davidson Motor Company of Milwaukee, Wisconsin . In the late 1930s, Worthington produced the Model C using a Chrysler six-cylinder engine and transmission and axles from the Dodge pick-up. The gang mower coupled conventional lawn mower cutting units into a frame in such a way that each unit could move independently to adapt to the variable terrain, and to handle turns, while avoiding slipping and damaging

1710-902: The Light Four , Light Six , Special Six , Big Six models, the Dictator , the record-breaking Commander and President , followed by the 1939 Champion . During World War II , Studebaker produced the Studebaker US6 truck in great quantity and the unique M29 Weasel cargo and personnel carrier. Studebaker ranked 28th among United States corporations in the value of wartime production contracts. An assembly plant in California, Studebaker Pacific Corporation, built engine assemblies and nacelles for B-17s and PV-2 Harpoons . After cessation of hostilities, Studebaker returned to building automobiles. Studebaker prepared well in advance for

1805-608: The 'Studebaker Corporation' name was restored in 1962, but the South Bend plant ceased automobile production on December 20, 1963, and the last Studebaker automobile rolled off the Hamilton, Ontario , Canada, assembly line on March 17, 1966. Studebaker continued as an independent manufacturer before merging with Wagner Electric in May 1967 and then Worthington Corporation in February 1968 to form Studebaker-Worthington . The ancestors of

1900-509: The 1964 models and the ousting of president Sherwood Egbert, on December 9, 1963, the company announced the closure of the South Bend plant. The last Larks and Hawks were assembled on December 20, and the last Avanti was assembled on December 26. To fulfill government contracts, production of military trucks and Zip Vans for the United States Postal Service continued into early 1964. The engine foundry remained open until

1995-417: The 2-door sedans, 4-door sedans, and 1954 Conestoga wagon would sell better than the 2-door coupes, so the company's resources were focused on production of the sedans and the wagon. When the prototype convertible was no longer needed, engineer E. T. Reynolds ordered the car to be stripped and the body sent to the secret graveyard at the proving grounds. A non-engineering employee requested permission to purchase

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2090-602: The Army-Navy. As well as being used to maintain the grass on airfields, the tractors were used to pull airplanes and trailers carrying bombs. Another use was to tow sickle-bar mowers used to maintain the verges of roads. Worthington died in October 1944. The company was sold in 1945 to Jacobsen Manufacturing . Worthington made cabs on some of their 1946 Chief models, most likely used for airports, where they would pull aircraft as tugs and mow strips of grass with gang mowers along

2185-409: The Bakers Lookout situation, industrious farms, much acreage, on which one finds the necessary resources, lumber, iron ore, oil shale and land selected with stream, spring, or river to hydropower factories, mills and equipment. Peter's technology-enabled expansion of the family business through the famous Conestoga and Prairie Schooner wagon designs. Peter's trade was the stepping-stone that expanded

2280-630: The Champion and Commander adopted a polarizing appearance from Exner's concepts, and were applied to the 1950 Studebaker Starlight coupe. The new trunk design prompted a running joke that one could not tell if the car was coming or going, and appeared to be influenced by the Lockheed P-38 Lightning , particularly by the shortened fuselage with wrap around canopy. During the war the Studebaker Chippewa Factory

2375-638: The George F. Blake Manufacturing Company and the Knowles Steam Pump Works, with three plants in the United States. In its 1901 Annual Report the ISPC reported holding £200,000 of ordinary shares in BKSPW. The George F. Blake Manufacturing Company, an ISPC subsidiary, had liabilities that included $ 1 million of mortgage bonds and $ 500,000 of preferred stock of BKSPW. The ISPC 1904 Annual Report noted that BKSPW had been dissolved in 1903, replaced by

2470-629: The ISPC. By 1909 the ISPC as a whole was employing 10,000 men. In May 1910 Benjamin Guggenheim reported strong results with net earnings of about $ 2 million and profits of about $ 700,000. The company had purchased the JeanesvilIe Iron Works Company and had obtained a controlling interest in the Denver Rock Drill and Machinery Company, adding at least 30% to capacity. The Holly Manufacturing Company (1859–1912)

2565-456: The International Steam Pump Company (ISPC). The ISPC was organized by the Seward legal firm in 1899. Lehman Brothers were the bankers. The ISPC merged Blake and Knowles Steam Pump Works, Ltd. (BKSPW), Worthington Pump Works and other companies that together made up a large part of total American capacity for making steam pumps. The company's products were diverse, including the elevators for

2660-581: The International Steam Pump Company. He remained as president at first, but in 1900 retired to live in the country. Worthington remained an active mechanical engineer and founded the Worthington Automobile Company , which built several steam automobiles to his designs. Near Shawnee he built the Buckwood Inn , an exclusive resort, with an eighteen-hole golf course. The course was designed by A. W. Tillinghast . This later became

2755-454: The London office. Similar orders were received from the governments of France and Russia. The 1913 six-cylinder models were the first cars to employ the important advancement of monobloc engine casting which became associated with a production-economy drive in the years of the war. At that time, a 28-year-old university graduate engineer, Fred M. Zeder , was appointed chief engineer. He was

2850-657: The Shawnee Country club. The course was completed around 1910. In 1912 Worthington invited professional golfers to compete on his course, and this led to the foundation of the Professional Golfers' Association of America . After trying unsuccessfully to keep the fairways in shape by grazing sheep on them, Worthington designed the gang mower with three moving wheels. He launched the Shawnee Mower Factory to manufacture it. Later this became

2945-726: The Studebaker family descend from Solingen, Germany . They arrived in America at the port of Philadelphia on September 1, 1736, on the ship Harle , (see Exhibit B) from Rotterdam, Netherlands, (see Exhibit A, p. 11) , original manuscripts now in the Pennsylvania State Library at Harrisburg). This included Peter Studebaker and his wife Anna Margetha Studebaker, Clement Studebaker (Peter's brother) and his wife, Anna Catherina Studebaker and Heinrich Studebaker (Peter's cousin). (see Exhibit A, p. 11) In 1918, Albert Russel Erskine , Studebaker Corporation president, wrote

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3040-532: The UAW. Despite a sales uptick in 1962, continuing media reports that Studebaker was about to leave the auto business became a self-fulfilling prophecy as buyers shied away from the company's products for fear of being stuck with an "orphan". NBC reporter Chet Huntley made a television program called "Studebaker – Fight for Survival" which aired on May 18, 1962. By 1963, all of the company's automobiles and trucks were selling poorly. After insufficient initial sales of

3135-721: The US, obtained an order from the British Army to deliver ten high-pressure pumps to deliver water needed by the British Expeditionary army coming to the aid of General Gordon in Khartoum , Sudan. The British pump suppliers could not deliver the pumps fast enough. The British company James Simpson & Co. learned of the Worthington company because of this order, and on 13 December 1885 signed an agreement with

3230-618: The Worthington Mower Company, based in nearby Stroudsburg, Pennsylvania. The first Worthington gang mower was three-wheeled, pulled by horses with their hooves covered in leather to prevent damage to the grass. In 1919 Worthington designed and built a gasoline-powered tractor to pull the mowers. The Worthington tractors were assembled in Stroudsburg, Pennsylvania, using parts from the Model T Ford . Worthington saw there

3325-616: The Worthington Pumping Engine Company under which they gained exclusive manufacturing rights for Worthington pumps in Britain. The British company's pumps were sold in the English and Colonial markets. Benjamin Guggenheim was a member of a family that had made a fortune in the smelting business in the United States, largely through his efforts, and that controlled the American Smelting and Refining Company. Guggenheim founded

3420-405: The anticipated postwar market and launched the slogan "First by far with a post-war car". This advertising premise was substantiated by Virgil Exner 's designs, notably the 1947 Studebaker Starlight coupé, which introduced innovative styling features that influenced later cars, including the flatback "trunk" instead of the tapered look of the time, and a wrap-around rear window. For 1950 and 1951,

3515-670: The automobile business on March 17, 1966, after an announcement on March 4. A turquoise and white Cruiser sedan was the last of fewer than 9,000 1966 models manufactured (of which 2,045 were built in the 1966 calendar year ). In reality, the move to Canada had been a tactic by which production could be slowly wound down and remaining dealer franchise obligations honored. The 1965 and 1966 Studebaker cars used "McKinnon" engines sourced from General Motors Canada Limited, which were based on Chevrolet's 230-cubic-inch six-cylinder and 283 cubic-inch V8 engines when Studebaker-built engines were no longer available. The closure adversely affected not only

3610-429: The book, "History of the Studebaker Corporation", including the 1918 annual report, "Written for the information of the 3,000 stockholders of the Studebaker Corporation, the 12,000 dealers in its products living throughout the world, its 15,000 employees and numberless friends." (see Exhibit A, p. 9) This book was verified by lawyers and accountants and all board members and was a legal document. (see Exhibit A, p. 7) In

3705-459: The brothers and their parents are reproduced in the 1918 company history, which was written by Erskine after he became president, in memory of John M., whose portrait appears on the front cover. In 1740 Peter Studebaker built his home on a property known as “Bakers Lookout”. (The home still stands in Hagerstown, Maryland .) The first Studebaker wagon factory was built in the same year next to

3800-458: The car in 1965 under the brand name "Avanti II". (See main article Avanti (car) .) They likewise purchased the rights and tooling for Studebaker's trucks, along with the company's vast stock of parts and accessories. The plant, alongside Studebaker's General Products Division, was bought by Kaiser Jeep Corporation who used it to produce military vehicles. That unit formed the nucleus for what would later become AM General Corporation, which today

3895-535: The car is now in a private collection of Studebaker automobiles. In May 1967, Studebaker and its diversified units were merged with Wagner Electric . In November 1967, Studebaker was merged with the Worthington Corporation to form Studebaker-Worthington . The Studebaker name disappeared from the American business scene in 1979, when McGraw-Edison acquired Studebaker-Worthington, except for

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3990-406: The complete car, rather than see it rot away with the other prototypes. Chief engineer Gene Hardig discussed the request with E. T. Reynolds. They agreed to let the employee purchase the car on the condition that the employee never sell it. In the 1970s, the car was re-discovered behind a South Bend gas station and no longer owned by the former employee. After eventually passing through several owners,

4085-458: The country. In 1930 the company won a contract to supply mowers to the Air Corps for mowing airfields based on technical superiority, despite not being the lowest bid. After appeal, the contract was cancelled on the grounds that the specifications had been devised so that only Worthington could qualify. Production continued during World War II , and the company earned 'E' and 'Star' awards from

4180-517: The degree that it even used the central body section of the company's 1953–58 cars, but was a clever enough design to be popular in its first year, selling over 130,000 units and delivering a $ 28.6 million profit to the automaker ($ 298,928,767 in 2023 dollars ). "S-P rose from 56,920 units in 1958 to 153,844 in 1959." However, Lark sales began to drop precipitously after the Big Three manufacturers introduced their own compact models in 1960, and

4275-397: The division, which still exists today as AM General . The grove of 5,000 trees planted on the proving grounds in 1937, spelling out the Studebaker name, still stands and has proven to be a popular topic on such satellite photography sites as Google Earth . The proving grounds were acquired by Bendix in 1966 and Bosch in 1996. After Bosch closed its South Bend operation in 2011,

4370-473: The early 1960s, Studebaker had begun to diversify away from automobiles. Numerous companies were purchased, bringing Studebaker into such diverse fields as the manufacture of tire studs and missile components. The company's 1963 annual report listed the following divisions: Having built the Wright R-1820 under license during World War II, Studebaker also attempted to build what would perhaps have been

4465-512: The enterprise. From 1950 Studebaker declined rapidly, and by 1954 was losing money. It negotiated a strategic takeover by Packard, a smaller but less financially troubled car manufacturer . However, the cash position was worse than it had led Packard to believe, and by 1956, the company (renamed Studebaker-Packard Corporation and under the guidance of CEO James J. Nance ) was nearly bankrupt , though it continued to make and market both Studebaker and Packard cars until 1958. The "Packard" element

4560-402: The executive committee in 1897, the firm had an engineer working on a motor vehicle. At first, Studebaker opted for electric (battery-powered) over gasoline propulsion. While manufacturing its own Studebaker Electric vehicles from 1902 to 1911, the company entered into body-manufacturing and distribution agreements with two makers of gasoline-powered vehicles, Garford of Elyria, Ohio , and

4655-606: The factory and to the mill. Although Peter Studebaker's life in the colonies was short, less than 18 years, the family business flourished through his descendants (see Exhibit M) and apprentices expanded the vast land holdings enlarging the Studebaker family business and its industrious wagon-making region. Peter's trade secrets were passed from father to son, generation to generation. The Studebaker family business plan, purchasing, again and again, vast amounts of land, on which they built industrious farms with mills and wagon making facilities and wagon selling facilities, each identical to

4750-588: The firm was cutting wages and laying off workers. Company president Albert Russel Erskine maintained faith in the Rockne and rashly had the directors declare huge dividends in 1930 and 1931. He also acquired 95% of the White Motor Company 's stock at an inflated price and in cash. By 1933, the banks were owed $ 6 million, ($ 141,223,650 in 2023 dollars ) though current assets exceeded that figure. On March 18, 1933, Studebaker entered receivership . Erskine

4845-401: The first of a trio of brilliant technicians, with Owen R. Skelton and Carl Breer , who launched the successful 1918 models, and were known as " The Three Musketeers ". They left in 1920 to form a consultancy, later to become the nucleus of Chrysler Engineering. The replacement chief engineer was Guy P. Henry, who introduced molybdenum steel, an improved clutch design, and presided over

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4940-792: The foundation of the family fortune and the corporation which now bears his name." (see Exhibit D) "John Studebaker, father of the five brothers [that began the Studebaker Corporation] was the son of Peter Studebaker. (see Exhibit A, p. 13) . John Clement Studebaker (son of Clement Studebaker and Sarah Rensel) was born February 8, 1799, Westmorland, PA, and died in 1877 in South Bend, St. Joseph, IN. John Studebaker (1799–1877) moved to Ohio in 1835 with his wife Rebecca (née Mohler) (1802–1887). The five sons were, in order of birth: Henry (1826–1895), Clement (1831–1901), John Mohler (1833–1917), Peter Everst (1836–1897) and Jacob Franklin (1844–1887). The boys had five sisters. Photographs of

5035-461: The highest paid in the industry), quality control issues, and the new-car sales war between Ford and General Motors in the early 1950s wrought havoc on Studebaker's balance sheet . Professional financial managers stressed short-term earnings rather than long-term vision. Momentum was sufficient to keep going for another 10 years, but stiff competition and price -cutting by the Big Three doomed

5130-564: The home. On Bakers Lookout Peter, master of the German Cutler Guild, built the first Studebaker home, the first Studebaker wagon factory where he began forging and tempering steel and seasoning wood in the colonies. Peter Studebaker built the first Studebaker mill and a wagon road. Broadfording Wagon Road was built to run through the property. Peter owned property on both sides of the Conococheague Creek , so he built

5225-801: The independent but associated British Worthington Pump Co. changed its name to Worthington Simpson. The Worthington Pump and Machinery Corporation purchased a stake in Worthington-Simpson in 1933. In 1952 the company became the Worthington Corporation. As of 1956 the Worthington Corporation had laboratories in Harrison, Holyoke, and Buffalo. The labs employed five chemists, forty engineers, four mathematicians, four metallurgists, two physicists and thirty five others. They conducted research into hydrodynamics, thermodynamics, mechanics and materials. In 1964 Worthington purchased

5320-628: The largest aircraft piston engine ever built. With 24 cylinders in an "H" configuration , a bore of 8 in (203 mm) and stroke of 7.75 in (197 mm), displacement would have been 9,349 cubic inches (153.20 L), hence the H-9350 designation. It was not completed. 635 S. Lafayette Blvd., South Bend, IN Clement and Henry Studebaker Jr., became blacksmiths and foundrymen in South Bend, Indiana , in February 1852. They first made metal parts for freight wagons and later expanded into

5415-496: The leadership of Gordon Grundy. It was projected that the Canadian operation could break even on production of about 20,000 cars a year, and Studebaker's announced goal was 30,000–40,000 1965 models. While 1965 production was just shy of the 20,000 figure, the company's directors felt that the small profits were not enough to justify continued investment. Rejecting Grundy's request for funds to tool up for 1967 models, Studebaker left

5510-781: The manufacture of complete wagons. At this time, John M. was making wheelbarrows in Placerville, California . The site of his business is California Historic Landmark #142 at 543 Main St, Placerville. The first major expansion in Henry and Clem's South Bend business came from their being in the right place to meet the needs of the California Gold Rush that began in 1849. From his wheelbarrow enterprise at Placerville, John M. had amassed $ 8,000 ($ 292,992 in 2023 dollars ). In April 1858, he quit and moved out to apply this to financing

5605-475: The mid-1960s. Worthington Pump and Machinery Corporation The Worthington Corporation was a diversified American manufacturer that had its roots in Worthington and Baker, a steam pump manufacturer founded in 1845. In 1967 it merged with Studebaker and Wagner Electric to form Studebaker-Worthington . This company was in turn acquired by McGraw-Edison in 1979. Worthington and Baker, manufacturers of hydraulic machinery such as steam pumps and meters,

5700-925: The name "Studebaker Automobile Company". Until 1911, its automotive division operated in partnership with the Garford Company of Elyria, Ohio , and after 1909 with the E-M-F Company and with the Flanders Automobile Company . The first gasoline automobiles to be fully manufactured by Studebaker were marketed in August 1912. Over the next 50 years, the company established a reputation for quality, durability and reliability. After an unsuccessful 1954 merger with Packard (the Studebaker-Packard Corporation ) and failure to solve chronic postwar cashflow problems,

5795-494: The old Detroit Packard plant and returned the then-new Packard plant on Conner Avenue (where Packard production had moved in 1954, at the same time Packard took its body-making operations in house after its longtime body supplier, Briggs Manufacturing Company , was acquired by Chrysler in late 1953) to its lessor, Chrysler. The company became the American importer for Mercedes-Benz , Auto Union , and DKW automobiles and many Studebaker dealers sold those brands, as well. C-W gained

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5890-429: The plant's 700 employees, who had developed a sense of collegiality around group benefits such as employee parties and day trips, but the city of Hamilton as a whole; Studebaker had been Hamilton's 10th-largest employer. In 1965, Gordon Grundy of Studebaker Canada was sent by Studebaker management to Japan to investigate potential links with Nissan and Toyota , to sell their vehicles badged as Studebakers. While Grundy

5985-442: The prototypes were left to rot in direct contact with the ground and full exposure to the weather and falling trees. Attempts to remove some of these rusting bodies resulted in the bodies crumbling under their own weight as they were moved, so now they exist only in photographs. However, there were a few notable exceptions. A few of the prototypes were rescued. The only example of a never-produced 1947 Champion wood-sided station wagon

6080-405: The runways. In 1949 the subsidiary began making Model G tractors using Ford tractor components, mostly for use in parks and golf courses. The company introduced new products, such as a tractor-mounted compressor in 1955. It continued to make lawnmowers in Stroudsburg for golf course maintenance and for residential use until it closed around 1959. Jacobsen manufactured under the Worthington brand until

6175-402: The same book, Albert Russel Erskin, accurately wrote that Peter Studebaker was the "wagon-maker, which trade later became the foundation of the family fortune and the corporation which now bears his name." (see Exhibit A, p. 11) "The tax list of York County, Pennsylvania, in 1798–9 showed among the taxable were Peter Studebaker Sr. and Peter Studebaker Jr. wagon-makers, which trade later became

6270-430: The situation became critical once the so-called "senior compacts" debuted for 1961. The Lark had provided a temporary reprieve, but nothing proved enough to stop the financial bleeding. A labor strike occurred at the South Bend plant starting on January 1, 1962, and lasting 38 days. The strike came to an end after an agreement was reached between company president Sherwood H. Egbert and Walter P. Reuther , president of

6365-447: The six-cylinders-only policy favored by new president Albert Russel Erskine , who replaced Fred Fish in July 1915. In 1925, the corporation's most successful distributor and dealer Paul G. Hoffman came to South Bend as vice president in charge of sales. In 1926, Studebaker became the first automobile manufacturer in the United States to open a controlled outdoor proving ground on which, in 1937, would be planted 5,000 pine trees in

6460-400: The still existing Studebaker Leasing, based in Jericho, NY. McGraw-Edison was itself purchased in 1985 by Cooper Industries , which sold off its auto-parts divisions to Federal-Mogul some years later. As detailed above, some vehicles were assembled from left-over parts and identified as Studebakers by the purchasers of the Avanti brand and surplus material from Studebaker at South Bend. By

6555-402: The subject of $ 1.25 million investment and was providing employment that supported 500 families. Few industrialists were prepared for the Wall Street Crash of October 1929. Though Studebaker's production and sales had been booming, the market collapsed and plans were laid for a new, small, low-cost car—the Rockne . However, times were too bad to sell even inexpensive cars. Within a year,

6650-405: The tax loss to avoid paying taxes. The stockholders of Studebaker and Worthington approved the merger despite rumors that the Federal Trade Commission considered the merger would be "substantially anti-competitive". Studebaker was acquired by Wagner Electric, which in turn was merged with Worthington Corporation to create Studebaker-Worthington. The merger was completed in November 1967, creating

6745-401: The transportation industry. Thomas E. Bonsall, wrote "Much more than the story of a family business; it is also, in microcosm, the story of the industrial development of America." Peter Studebaker died in the mid-1750s. John M. Studebaker had always viewed the automobile as complementary to the horse-drawn wagon, pointing out that the expense of maintaining a car might be beyond the resources of

6840-401: The turf. The design was patented, as were various improvements that increased the number of cutting units to five, and then to seven, this last cutting a 17 feet (5.2 m) swathe at a speed of around 15 miles per hour (24 km/h). In 1935 Worthington won a case against a competitor for infringing his patents after taking the case to appeal. The gang mowers were adopted by golf courses across

6935-415: The union contract expired in May 1964. The supply of engines produced in the first half of 1964 supported Zip Van assembly until the government contract was fulfilled, and automobile production at the Canadian plant until the end of the 1964 model year. The Avanti model name, tooling, and plant space were sold off to Leo Newman and Nate Altman, a longtime South Bend Studebaker-Packard dealership. They revived

7030-465: The use of idle car plants and tax relief on their aircraft profits while Studebaker-Packard received further working capital to continue car production. The automobiles that came after the diversification process began , including the redesigned compact Lark (1959) and the Avanti sports car (1962), were based on old chassis and engine designs. The Lark, in particular, was based on existing parts to

7125-482: The vehicles were well built. In 1913, the company experienced the first major labor strike in the automotive industry, the 1913 Studebaker strike . The corporation benefited from enormous orders cabled by the British government at the outbreak of World War I . They included 3,000 transport wagons, 20,000 sets of artillery harness, 60,000 artillery saddles, and ambulances, as well as hundreds of cars purchased through

7220-403: The west. The Maryland Historical Trust WA-I-306 writes 04/03/2001, that this road was "One of Washington County's earliest thoroughfares, Broadfording (Wagon) Road was already in existence in 1747." (see Exhibit I) The wagon transportation industry boomed. On the property, Broadfording Wagon Road built in 1740 by Peter Studebaker, went directly through the property to allow access from the home to

7315-743: Was 180,000 cars, requiring 23,000 employees. The original South Bend vehicle plant continued to be used for small forgings, springs, and making some body parts. Separate buildings totaling over one million square feet were added in 1922–1923 for the Light, Special, and Big Six models. At any one time, 5,200 bodies were in process. South Bend's Plant 2 made chassis for the Light Six and had a foundry of 575,000 sq ft (53,400 m ), producing 600 tons of castings daily. Plant 3 at Detroit made complete chassis for Special and Big Six models in over 750,000 sq ft (70,000 m ) of floor space and

7410-464: Was achieved on March 9, 1935. A new car was put on the drawing boards under chief engineer Delmar "Barney" Roos —the Champion . Its final styling was designed by Virgil Exner and Raymond Loewy . The Champion doubled the company's previous-year sales when it was introduced in 1939. From the 1920s to the 1930s, the South Bend company had originated many style and engineering milestones , including

7505-592: Was acquired in 1912. Guggenheim was a passenger on RMS  Titanic and died on 15 April 1912 when the ship sank. The International Steam Pump Company went into receivership in 1914. A plan of reorganization was issued on 5 August 1915 and under this plan the firm was reorganized in 1916 as the Worthington Pump & Machinery Corporation. The Worthington Pump and Machinery Corporation had subsidiaries in Atlanta, Georgia , Buffalo, New York , Holyoke, Massachusetts , Cincinnati, Ohio and London , England. In 1917

7600-531: Was all too clear. The regular manufacture of horse-drawn vehicles ended when Erskine ordered the removal of the last wagon gear in 1919. To its range of cars, Studebaker would now add a truck line to replace the horse-drawn wagons. Buses , fire engines , and even small rail locomotive -kits were produced using the same powerful six-cylinder engines. In 1895, John M. Studebaker's son-in-law Fred Fish urged for development of 'a practical horseless carriage'. When, on Peter Studebaker's death, Fish became chairman of

7695-501: Was also speaking with Toyota executives, Nissan ended negotiations, leaving Grundy empty-handed. Many of Studebaker's dealers either closed, took on other automakers' product lines, or converted to Mercedes-Benz dealerships following the closure of the Canadian plant. Studebaker's General Products Division, which built vehicles to fulfill defense contracts, was acquired by Kaiser Industries , which built military and postal vehicles in South Bend. In 1970, American Motors (AMC) purchased

7790-594: Was an American wagon and automobile manufacturer based in South Bend, Indiana , with a building at 1600 Broadway, Times Square , Midtown Manhattan , New York City . Founded in 1852 and incorporated in 1868 as the Studebaker Brothers Manufacturing Company, the firm was originally a coachbuilder , manufacturing wagons, buggies, carriages and harnesses. Studebaker entered the automotive business in 1902 with electric vehicles and in 1904 with gasoline vehicles, all sold under

7885-610: Was at Walkerville, Ontario, Canada, where complete cars were assembled from components that had been shipped from South Bend and Detroit factories or locally made in Canada, and is in close proximity to the current Ford Windsor Engine Factory. Output was designated for the Canadian (left-hand drive) and British Empire (right-hand drive) trade. By locating it there, Studebaker could advertise the cars as "British-built" and qualify for reduced tariffs. This manufacturing facility had been acquired from E-M-F in 1910 (see above). By 1929, it had been

7980-729: Was demand from farmers for a low-priced tractor that could economically handle light loads. He produced the Worthington Model T until 1930, and then the Worthington Model A based on components from the Ford Model A . The company made about 430 Model T tractors and just over 400 Model A tractors. In 1928 the company introduced the triplex Overgreen mower, powered by an engine made for them by the Indian Motocycle Company of Springfield, Massachusetts . The next year they began using engines made specially for them by

8075-695: Was founded by Henry R Worthington and William H. Baker. Worthington was the inventor of the direct acting steam pump. The first foundry was near the Brooklyn Navy Yard . In 1854 the partners moved to Van Brunt Street in Brooklyn . The partnership was dissolved around 1860 when Baker died. A new partnership called Henry R. Worthington, or Worthington Hydraulic Pump Works, was formed in 1862. The United States Navy used Worthington pumps to pump boiler feed water, bilge water, and water for fire fighting and general services aboard various ships during

8170-464: Was handled by Lehman Brothers and Goldman Sachs who provided board representatives including Henry Goldman whose contribution was especially esteemed. After taking over E-M-F's Detroit facilities, Studebaker sought to remedy customer dissatisfaction complaints by paying mechanics to visit each disgruntled owner and replace defective parts in their vehicles, at a total cost of US$ 1 million ($ 15,209,302 in 2023 dollars ). The worst problem

8265-591: Was located between Clark Avenue and Scotten Avenue south of Fort Street. Plant 5 was the service parts store and shipping facility, plus the executive offices of various technical departments. The Detroit facilities were moved to South Bend in 1926, except that the Piquette Avenue Plant (Plant 10) was retained for assembly of the Erskine between 1927 and 1929 and the Rockne (1931–1933). Plant 7

8360-538: Was negotiating with Nissan to possibly import the Nissan Cedric , the Studebaker board found out about the Toyota Century , which was not introduced until February 1968, and then the attorney representing the board, former United States Vice President Richard Nixon , asked Grundy to contact Toyota, as well. Toyota was insulted at being Studebaker's second choice, and when word got out to Nissan that Grundy

8455-443: Was occasionally driven around South Bend by engineers. Additional structural reinforcements were needed to reduce body flexure. Even though the car was equipped with the 232 cu. in. V-8, the added structural weight increased the car's 0-60 mph acceleration time to an unacceptable level. In addition, the company did not have the financial resources to add another body type to the model line. The company's leadership mistakenly thought

8550-445: Was pushed out of the presidency in favor of more cost-conscious managers. Erskine committed suicide on July 1, 1933, leaving successors Harold Vance and Paul Hoffman to deal with the problems. By December 1933, the company was back in profit with $ 5.75 million working capital and 224 new Studebaker dealers, while the purchase of White was cancelled. With the substantial aid of Lehman Brothers , full refinancing and reorganization

8645-403: Was rear-axle failure. Hendry comments that the frenzied testing resulted in Studebaker's aim to design 'for life'—and the consequent emergence of "a series of really rugged cars... the famous Big Six and Special Six " listed at $ 2,350 ($ 35,742 in 2023 dollars ). From that time, Studebaker's own marque was put on all new automobiles produced at the former E-M-F facilities as an assurance that

8740-513: Was restored and is on display at the Studebaker National Museum . Another prototype initially slated for disposal at the proving grounds escaped the fate of the others. In late 1952 Studebaker produced one 1953 Commander convertible as an engineering study to determine if the model could be profitably mass-produced. The car was based on the 1953 2-door hardtop coupe. The car was later modified to 1954-model specifications, and

8835-432: Was retained until 1962, when the name reverted to "Studebaker Corporation". A three-year management contract was made by CEO Nance with aircraft maker Curtiss-Wright in 1956 with the aim of improving finances due to Studebaker's experience building aircraft engines during the war and military grade trucks. C-W's president, Roy T. Hurley, attempted to reduce labor costs. Under C-W's guidance, Studebaker-Packard also sold

8930-581: Was so good that 90% of earnings were being paid out as dividends to shareholders in a highly competitive environment. However, the end of that year ushered in the Great Depression that resulted in many layoffs and massive national unemployment for several years. Studebaker's total plant area in Indiana was 225 acres (0.91 km ), spread over three locations, with buildings occupying 7.5 million square feet of floor space. Annual production capacity

9025-575: Was the primary location for aircraft engines used in the Boeing B-17 Flying Fortress and the marketing department attempted to evoke a reference to their contribution to the war effort. Studebaker's strong postwar management team including president Paul G Hoffman and Roy Cole (vice president, engineering) had left by 1949 and was replaced by more cautious executives who failed to meet the competitive challenge brought on by Henry Ford II and his Whiz Kids . Massive discounting in

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