Historic Structures

Joint High School, Rochester Indiana

The original name of Joint High School is from the joint agreement between the City of Rochester School System and Rochester Township to form one high school. Rochester High School was started in 1874 in Central School, which was across Pontiac Street and was commissioned by the State Board of Education on December 16, 1884. By 1912, there was a need for more classrooms and laboratories which made the construction of a new high school necessary. The school board spent several years working on developing a plan for the new structure. These efforts included visiting other schools in other cities, examining plans, and hiring an Indianapolis architect, Charles E. Bacon, to perfect the plans. City school board members were Mr. True, Mr. Leonard, and Mr. Copeland. The township trustee was Mr. Wylie and his advisory board was Mr. Kline, Mr. Matthias, and Mr. Rogers. These men are given credit for providing a building the community really needed.

Thames River Railroad Bridge - Groton Bridge, New London Connecticut

The national railway network that was to be one of the critical catalysts in the industrialization of the United States was largely completed between 1840 and 1880. Most early railroads were short lines that attempted to tap economic resources of the hinterlands of cities. By the second quarter of the 19th century, cities east of the Mississippi, particularly those in the northeast, began to build longer lines and consolidate shorter ones to tie them more closely together. The New York, New Haven and Hartford Railroad provides an excellent example of how railroad systems were created and how they advanced transportation technology, including movable bridges, with their economic power. The New York, New Haven and Hartford Railroad was first formed by a consolidation of the Hartford and New Haven Railroad Company with the New York & New Haven Company, when the two railroads entered into a partnership agreement. The capital was divided, and the New York, New Haven & Hartford Railroad was established on August 6, 1892. Lengthy and intricate patterns of acquisiton were common to railroading in the late 19th century. Empires were created as well as monopolies on the transportation of goods. The peak growth years of the American railroads were the early 1900s and, of those, the teens (1911-1919) were the final surge. The decline of the railroads after those years was due partly to the excesses of transportation monopolies in the last quarter of the 19th century and partly to a combination of rising costs and competition from other modes of transportation.

Indiana National Bank Building, Indianapolis Indiana

After a fire on 18 Sept. 1895 that destroyed the bank's quarters, the directors commissioned D. A. Bohlen and Son, Architects, to design a new building. Oscar D. Bohlen of the architectural firm and bank president Volney T. Mallott went to New York City to look at banks. Construction began 1 Feb. 1896. The building was occupied on 12 Jan. 1897. The building was designed in the Classic style and was fireproof. The exterior was of Indiana oolitic limestone, carved by H. R. Saunders, sculptor. The interior was finished in white Italian marble. The dimensions were given as 128 feet long, 63 feet wide, and 36 feet high. It is interesting to note that The American Architect and Building News carried drawings by Marsh, Israels and Harder, architects, titled Competitive (Unsuccessful) Design..., dated 1895. This plan centers on a circular, domed rotunda, quite different from the rectangular banking chamber of Bohlen's design. A competition, then, preceded the award of the commission to D. A. Bohlen and Sons.

Charles Major School, Shelbyville Indiana

The school was constructed on the former site of the Shelbyville Seminary. Although the seminary could have remained on the site when the new building was constructed, it was not practical. The seminary was constructed in 1822 with another building added in 1855. The new school building, constructed in 1922, was named after Charles Major, a local author of childrens' books. A statue depicting a young boy from one of Major's books, The Bears of Blue River, was placed outside of the main entrance of the school. It has since been moved to the Town Square. The original building was constructed in 1922; an addition was built in 1949. The addition was constructed to replicate the original portion of the building. There has been some alteration to the windows on the rear facade, and all of the doors have been modernized. A 2-story arched window and two oriel windows have been infilled on the southwest facade.

Montgomery County Jail, Crawfordsville Indiana

Designed by architect E.J. Hodgson and built by Hinkley and Norris in 1882, the Montgomery County Jail was an unusual experiment in penal engineering: a cylindrical cage which rotated around a central axis. The Montgomery County Jail is the oldest of six human squirrel cages, lazy susan jails, or rotary jails built in the midwest, and used a rotary system patented by W.H. Brown, S.F. Haugh, and John L. Ketcham. The rotary system proved dangerous in operation, but it represented in theory an attempt to use 19th century engineering methods to solve current social problems. In 1882 the idea of employing a circular design in prison architecture was not new. In his treatise on prison reform, The Penopticon, Jeremy Bentham suggested a circular prison, and in 1791 he designed a circular prison with stationary cells built into an exterior wall. In 1800 Benjamin F. Latrobe modified Bentham's idea of a circular prison in the design used for the state prison in Richmond, Virginia.

Bells Ford Covered Bridge, Seymour Indiana

In 1834, Indiana's first covered bridge was built on the National Road near Straughn. Historians estimate that at least 600 covered wooden bridges were built in Indiana. Over time, most of these bridges were lost to floods, replacement, neglect or arson. In 1930, when the Indiana Historical Society and the Indiana Highway Department formed the Covered Timber Bridge Committee to document the state's surviving covered bridges, there were less than 200 remaining. Today, there are ninety covered bridges in Indiana. The Bells Ford Bridge is the only surviving combination Post truss bridge in the United States. It symbolizes the significant role railroads played in the development of bridge truss technology in the mid-nineteenth century. It is an excellent example of the work of McNairy Claflen & Company of Cleveland, Ohio, an important nineteenth century bridge fabricating firm.

Union Pacific Railroad Depot, Kelso California

Construction of the railway line between Salt Lake City and Los Angeles, via Las Vegas, began in 1901 with the formation of the San Pedro, Los Angeles, and Salt Lake Railroad Company by prominent Senator Williams Andrews Clark. In 1902, half of the railroad's stock was acquired by the Union Pacific Railroad, which was looking for an outlet to the California coast from its terminus in Ogden, Utah. The line opened for business on 1 May 1905. In 1916, the company shortened its name to the Los Angeles and Salt Lake Railroad. In 1921, the Union Pacific Railroad bought the remainder of the railroad's stock from Senator Clark, although it continued to use the LA & SL RR name until 1988. The settlement at Kelso began in April 1904 as a tent camp for the railroad construction crew, known as Siding No. 16. By 1906, several warehouses, as engine shed, a lunchroom with attached sleeping quarters, and a small wood frame depot had been constructed. The settlement was renamed Kelso after one of the camp's warehousemen. Kelso became an important railroad town both because of its location as a helper station where trains could take on an additional locomotive for climbing the Cima grade to the east, as well as because local wells provided a reliable source of water for refueling steam locomotives.

Lembeck and Betz Eagle Brewery, Jersey City New Jersey

The Lembeck & Betz Eagle Steam Ale Brewery was founded by Henry F. Lembeck, a businessman from Jersey City, and John Betz, a beer brewer from New York City. Betz was the son of John F. Betz, the first German ale brewer in America, who operated the John Betz brewery in Philadelphia. It was in his father's brewery that John Betz learned his trade. Lembeck operated a grocery store in New York City which he moved to Jersey City. At some point in time, Lembeck was a sales agent of John Betz Ale and made the acquaintance of the younger John Betz. In 1868, Lembeck and Betz formed a partnership to build a brewery, which they named the Lembeck & Betz Eagle Steam Ale Brewery. In 1869, they completed construction of a four-story brick brew house on Ninth Street between Grove and Henderson Streets in Jersey City, New Jersey, and opened for business. As the business grew during the 1870s, the brew house was expanded with additions to the east and to the rear, the addition of another story to the main building, and changes to the facade. By 1879, Lembeck & Betz produced 31,532 barrels of beer, ranking it third among the 57 breweries in New Jersey which together produced nearly 520,000 barrels annually. One of the main factors in choosing the site was the availability of good industrial land located adjacent to a branch line of the Erie Railroad which ran down Tenth Street. Bulk commodities moved by rail, and the Erie provided direct rail connections to upstate New York, the primary source of hops and malt for beer making. Naturally, the close rail line also facilitated the delivery of coal, building materials, and equipment necessary for the continued operation and expansion of the plant. The 1928 Hopkins map shows a rail siding coming down Tenth Street and entering the complex between the Bottling House and the Original Brew House. The date of the building of this siding was not determined. By 1893, Lembeck & Betz were obtaining malt via the Erie Railroad from Lembeck's malt house in Watkins, New York. The H.F. Lembeck and Co. malt house fronted on Seneca Lake and was the principal feature of the town. Following the incorporation of the brewery, the ownership of the malt houses came under the corporation. To what degree the railroad was used for transport of the finished product is not known. Presumably the majority of the beer was delivered to homes and taverns by the company's horse-drawn wagons. By 1893, the company owned 72 horses, 24 new beer trucks, and 12 ale trucks.

Beechwood - Isaac Kinsey House, Milton Indiana

The Kinsey house and farm complex were constructed during 1871-73, and designed by Richmond architect Joel Stover, his only known extant work in Indiana. The two-story High Victorian Italianate residence is distinguished by polygonal side hays, and an ornamental entry porch, delicately detailed in wrought-iron, with a main doorway completely framed by an arch of square stone blocks with beveled edges and embossed panels. Articulating the hip roof is a deep denticulated cornice braced with elaborate decorative brackets. A rectangular cupola trimmed at the eaves with sheet-metal brackets and cresting crowns the main roof. The house is adjoined by a dairy house and smoke house, and eleven additional outbuildings stand on the property. Isaac Kinsey (1821-1896) was a prominent farmer and industrialist in Wayne County during the second half of the 19th century. The eldest son and the fourth of nine children of Oliver and Sarah Kinsey, Isaac was born May 19, 1821 in Chester County, Pennsylvania.

Central of Georgia Railway Station, Savannah Georgia

The Central of Georgia Railroad was organized in 1833 and by 1850 had outgrown its original facilities in Savannah. Trackage increased from 190 miles in 1843 to 527 miles by 1855. To meet these demands, William M. Wadley, then Superintendent, conceived a plan for a comprehensive, integrated complex, including passenger and freight depots and shops for the construction and repair of locomotives and rolling stock. When completed in 1855, the Central's facility was described in Zerah Colburn's New York Railroad Advocate as the most complete and elegant railroad station in the country. The construction of the passenger depot building is an illustration of the impact of the events of April 1861 on the industry of the South. Begun in 1860, the completion of the head house was interrupted by the Civil War. It stood unfinished for over fifteen years, gradually decaying until 1874 when the railroad was finally able to resume construction on the station. By that time, much of the timber framing had deteriorated and had to be replaced. It was finally opened in 1876.

Joseph Wheeler Plantation, Wheeler Alabama

The General Joseph Wheeler Plantation, which is primarily significant for its associations with General Joseph Wheeler, retains much of its 19th Century plantation ambience and appearance and contains three structures representative of three generations of plantation life in 19th Century Alabama. The three main structures include: a one-story log house constructed around 1818 by the Hickman family which homesteaded the plantation; a two-story log and clapboard home constructed as the family's permanent residence during the 1820's; and a two and a half story frame home which was built by Wheeler during the latter portion of the 19th Century and served both as the center of his large and prosperous plantation and as his home until his death in 1906. Joseph Wheeler symbolizes restoration of rule in the postbellum South and political reconciliation between that section and the North. A renowned cavalry officer in the Confederate Army, Wheeler became an Alabama planter after the Civil War, and beginning in 1884 he won eight successive elections to the U.S. House of Representatives. Like many other so-called Bourbon Democrats, he maintained a paternal attitude toward blacks, opposed civil rights legislation, and called upon southerners to forget the war and devote their energy to industrialization. Wheeler never became a powerful figure in Congress, but his intelligent speeches on a variety of subjects made him one of the best known men in Washington. In 1898, while still a member of the House, he resumed his military career. To erase the last vestiges of sectionalism and make the Spanish-American War a national effort, President William McKinley appointed Wheeler a major general of volunteers. He became the only corps commander in U.S. military history who had held a similar position in the Confederacy.

East Point Lighthouse, Maurice River New Jersey

Due to the importance of the maritime industry to the Delaware River and Bay area, between 1764 when the area's first lighthouse was built at Cape Henlopen, Delaware, and 1926 when the last manned-type lighthouse was built at the Harbor of Refuge near Lewes, Delaware, over 50 separate lighthouse or lightship stations were once in operation. Today, all of the lightship stations have been discontinued, none of the lighthouse sites has a year-round keeper or custodian, and only 20 of the historic lighthouses or keeper's dwellings still exist in this area. Of those remaining structures, the former Maurice River Lighthouse is the oldest in the Delaware River and Bay area, and the second oldest in the states of New Jersey and Delaware, with only the Sandy Hook Lighthouse of 1764 having existed longer. The structure now known as the East Point Lighthouse is also the only operating lighthouse still standing on the shores of the Delaware Bay. The lighthouse is the second oldest existing in New Jersey, and is the only lighthouse of its type known to exist on the East Coast of the United States. Sometimes referred to as a Cape Cod style lighthouse, the design for the former Maurice River Lighthouse was adapted for the construction of a number of the first lighthouses to be built on the West Coast beginning in 1852.

Miah Maull Shoal Lighthouse, Delaware Bay New Jersey

The Miah Maull Shoal Lighthouse is a well-preserved embodiment of the cast-iron and concrete caisson foundation technology which was used from 1876 to 1913 in lighthouses that occupied waterbound sites in the northeastern United States. At least 50 such lighthouses were built. Miah Maull Shoal, designed in 1907 and completed in 1913, was the last example of this type built before reinforced concrete technology was introduced; it was also one of the last major navigational aids built in the Delaware Bay. As part of a string of lighthouses in the bay and the lower Delaware River that were in place before World War One, Miah Maull Shoal helped foster the improved navigation of the Delaware that was crucial to the success of the Hog Island Shipyard (now the site of the Philadelphia International Airport), which was established in 1917. By the end of the conflict, Hog Island had become the largest shipyard in the world. The Miah Maull Shoal itself, which was named for an eighteenth-century Delaware mariner, was 800 yards wide and 3,000 yards long at a depth of 13 feet — a significant hazard to large modern ships, which required a much greater draft. The need for a deep channel, both for commercial and for military purposes, was foreseen during the early years of this century. Now known as the Philadelphia Ship Channel, it was called for by Congress in the River and Harbor Act of 1909 to be a 35-foot deep channel at least 800 feet wide from the Philadelphia and Camden wharves and shipyards to the mouth of Delaware Bay, to replace an existing 600-foot wide, 26-foot deep channel begun in 1885. Subsequent improvements have deepened the channel to 40 feet.

Cherokee Plantation, Fort Payne Alabama

Cherokee Plantation is reputed to be the oldest home in Alabama, dating to 1790. Oral history indicates that the house was built by Daniel and Molly Ross in 1790 when they moved from Turkey Town, near Gadsden, to Will's Town, now Fort Payne, with infant son, John Ross. The two-story log cabin they built fronted the Great War and Trading Path which traversed Alabama from north to south. In 1838 the Path became the Trail of Tears and was used when the Cherokee Nation in this portion of Alabama was removed from the stockade at Fort Payne. John Ross, who grew up in the house, later moved to the area around Chattanooga, founded Ross' Landing and Rossville, Georgia. Ross became one of the most famous and influencial chiefs of the Cherokee Nation and was Chief of the Nation at the time of its removal in 1838. In 1834 Andrew Ross, brother of John Ross, son of Daniel and Molly Ross and Chief Justice of the Supreme Court of Cherokee Nation, resided in the house which had by that time been greatly expanded. Being 1/8 Cherokee, he was regarded as a full Cherokee and as such was required, under the terms of the Treaty of 1828, to make a valuation of all his property. Ross was evicted from the house in 1838 during the removal of the Cherokee Nation from the area.

Macombs Dam Bridge, New York City New York

The Macombs Dam Bridge (originally the Central Bridge) and the 155th Street Viaduct, constructed in 1890-95 to the designs of eminent Structural Engineer Alfred Pancoast Boiler, for the New York City Departments of Public Parks and Public Works, was a considerable municipal undertaking, as well as a significant feat of engineering. The Macombs Dam Bridge is the third oldest major bridge in New York City (after the Brooklyn and George Washington Bridges) and is also the City's oldest, intact metal truss, swing-type bridge, a bridge type most often employed in New York City along the Harlem River between the 1880's and 1910. The bridge's steel central Swing Span was considered at the time to be the world's heaviest movable mass. Boiler successfully overcame the various difficult challenges involved in the construction of the bridge and Viaduct, particularly in the placing of the foundations, while producing an aesthetically noteworthy design. The Passaic Rolling Mill Company of Paterson, New Jersey, and the Union Bridge Company of Athens, Pennsylvania, Contractors for the critically-acclaimed bridge, were leading steel and iron bridge manufacturers. The long steel 155th Street Viaduct provides a gradual descent toward the bridge from the heights of Harlem to the west, while the long Jerome Avenue approach viaduct of the bridge, consisting primarily of steel deck truss spans carried by masonry piers, with a subsidiary Camel back Truss Span, was built over what was then marshland in the Bronx. The appearance of the bridge and Viaduct is enhanced by the central Swing Span truss outline, the steel latticework, the steel and iron ornamental details (including the Eighth Avenue stairs, sections of original railing and several lamp posts) and the masonry piers, abutments and shelterhouses. Following in a succession of bridges at this site since 1815, the Macombs Dam Bridge and the 155th Street Viaduct continue to provide a historically important connection between upper Manhattan and the Bronx. In 1813 Robert Macomb petitioned the New York State Legislature for permission to construct a dam across the Harlem River in the vicinity of present-day 155th Street in order to form a mill pond for the use of the business he had obtained from his father. He was granted this right in 1814 with several requirements, including the provision that he operate a lock to allow vessels to pass along the river. A dam was completed in 1815, which also functioned as a toll bridge. Macombs milling business later failed, and the dam/bridge, consisting of stone piers connected by wooden spans, was sold. By 1838, a dispute arose over this private usurpation of the river and the courts found that Macombs Dam was a public nuisance. The Legislature in 1858 directed New York City and Westchester County to remove the dam and build a new toll-free bridge. The Central Bridge (familiarly known as Macombs Dam Bridge) was constructed in 1860-61 by Builders John Ross and D. L. Harris under the direction of Engineer E. H. Tracey; initially authorized at $10,000, it cost over $90,000. Built of wood, it had a 210-foot central draw span, with a square tower and iron rods supporting the ends, as well as two Howe truss approach spans carried on trestles. This bridge was reconstructed several times: around 1877, the square tower was replaced by A-frames; in 1883, iron trusses by the Central Bridge Works of Buffalo, New York, replaced the approach spans; and in 1890, the wooden draw span was rebuilt.

Hereford Lighthouse, North Wildwood New Jersey

When the Life Saving Serivce was started in 1849, installing men and boats on the county beaches, Hereford Inlet, Station #36, was one of the most active. The dangerous waters and shoals between Seven Mile Beach and Five Mile Beach were the scene of many tragic and costly wrecks. This service developed a hardy breed of men, some of whom made their homes in Anglesea. In 1874 the Hereford Lighthouse was built.

Alfred Ringling Manor, Oak Ridge New Jersey

Alfred T. Ringling was one of seven brothers out of the small town of Baraboo, Wisconsin who in their lifetime organized and performed in the greatest tented amusement enterprise in the world. Ringling's palatial estate at Oak Ridge, New Jersey was built around 1913 and completed in 1916 and, in addition to being Alf T.'s residence, became the winter headquarters for the R. T. Richards Circus. The Ringling Brothers Circus, organized in 1884 grew to the largest circus in the world four years later; surpassing in magnitude even the Barnum and Bailey Circus. In 1907 the Ringlings bought out the Barnum and Bailey Circus and operated under the name Ringling Brothers, Barnum and Bailey Circus until its final show on May 21st 2017.

Hahne and Company Department Store, Newark New Jersey

The establishment of the first department store has been credited to Aristide Bougicaut, with the founding of his Bon Marche' store in Paris in 1838. Beginning with a drapery store, by 1860, the Bon Marche' store had separate departments selling dresses, coats, millinery, underwear and shoes. The storeowner encouraged customers to visit his store by creating displays and offers, with clearly marked prices on the goods. He pioneered the idea of the store as purposely designed for fashionable public assembly rather than just a means of supply. Boucicaut allowed customers to exchange merchandise they bought or get their money back. His money-back guarantee was a new concept that built up his trade substantially, and he reversed the prevalent practice of taking a high profit on goods that turned over slowly. Selling his merchandise at a small markup, he depended on a rapid turnover to make his profit. The success of the store was reflected in the opening of rival stores such as Le Printemps in 1865 and La Bell Jardinie're in 1866. These stores caught the imagination of American visitors to Paris and formed the basis for early American department stores. R.H. Macy visited the store himself and, when he got back home, outfitted his doormen in uniforms like those worn by Bon Marche' employees. In the middle of the nineteenth century, national economic conditions were very favorable to the development of the department store. The American department store is largely a product of the period 1860 to 1910, due to several important factors, besides the example of Bon marche'. First, population increased dramatically in many regions of the country in the second half of the nineteenth century. Large numbers of people lived in relatively small areas and were easily able to reach almost any place in town with the development of improved mass transportation systems. Horse drawn trolleys, the precursors of electric trolley systems in Newark, as well as in other metropolitan areas, charged a reasonable fare to transport potential consumers from every point in town to the point of sale. More and better advertising, enabling merchants to lure customers to their stores, was made possible by the lowering of the price of paper in the 1830s. By around 1850, the typical once column-wide advertisement evolved into a much larger, multi-column, profusely illustrated ad. The development of plate glass windows allowed for elaborate window displays and in-store advertising.

Woodlane Plantation, Eufaula Alabama

Available records show that Tennant Lomax, a wealthy Montgomery Courtian, owned Woodlane Plantation in the early 1850s. While it is possible that Lomax may have built a house at Woodlane Plantation, the construction of the main dwelling has historically been attributed to John Raines, a wealthy cotton planter from Muscogee County, Georgia. Raines owned land in Barbour County as early as 1833. Woodlane plantation was part of a 2400-acre tract that comprised all of the land between Barbour and Chaneyhatchee Creek to the Chattahoochee River. Raines' Landing was located on the banks of the Chatthoochee River at the end of the tree-lined canopied drive. In addition to cotton, Raines also raised tobacco and subsequently, constructed the tobacco-curing barn that is still located on the property. John W. Raines died sometime between December 1856, the date of the execution of his will, and March 2,1858, the date his will was filed for probate. Raines' will shows that his primary concern was for the two children and the unborn child of his servant yellow woman Mary. The children were Mary Antoinette, Sally Angeline, and Aurora Boreallis, born after Mr. Raines wrote his will. Mr. Raines directed his executors to secure the passage of an act by the Alabama State Legislature to free the children and Mary. His will dictates that if such an act could not be passed, Mary and his children were to be moved to the Free State of Ohio. At the time Mr. Raines drafted his will, an Alabama slaveholder could not free his slaves without the consent of the state legislature. Raines' executors were ordered to sell by private sale or public auction the entire estate, including Woodlane Plantation, which was valued at more than $75,000. The proceeds were to be held in trust by his executors for the three children, their education, and a station inlife compatible with their up-bringing. Edward B. Young and William H. Thornton, residents of nearby Eufaula, were appointed as executors while Lewis Cato, a prominent Eufaula attorney, served as Mr. Raines' attorney.

Pennsylvania Train Station, Newark New Jersey

Built in the 1930's as a large prestige, palatial station, Pennsylvania Station retains much of its original stature after forty years. The Station is most notable for its well developed and sophisticated functional organization and its Art Deco detailing which is found in numerous motifs throughout the exterior and interior of the building. The Art Deco style is found in repetitive curve linear forms, periodic decorations, and the clean white metal materials used. Despite grime and some deterioration and alteration, the Station is the first and perhaps the most successful of the grand railway stations which also served as an intermodal terminal. The most significant design feature of the building is its Art Deco detailing which is found in numerous motifs throughout the interior and exterior of the building. The Station's overall style is Art Deco as well, a popular sub-set of Art Moderne (c. 1920-1940), and a style often associated with the public building of that period. The major concentrations of the detail work are on the exterior surrounds of the west entrances, the north, south, and west entrance interiors of the Waiting Room, the walkway surrounds flanking the west portals of Raymond Boulevard and Market Street under the train shed, and the running motifs throughtbut the building. These principally are the exterior spandrel panels and frieze on the north elevation, the coping on the north elevation of the train shed, the entablature pilaster system in the Concourses, the Waiting Room medallions, and the four (original) lighting fixtures in the Waiting Room.

Shadow Lawn Mansion - Woodrow Wilson Hall, West Long Branch New Jersey

The present central building of Monmouth College is the second Shadow Lawn. For a short time in the summer of 1915, the first house was the site of the summer White House. President Woodrow Wilson used Shadow Lawn as a base for re-election and narrowly defeated Charles Evans Hughes that autumn. On June 11, 1918, Hubert Templeton Parson and his wife Maysie acquired the property for $800,000. The original 65-acre estate grew into 108 acres. Half the land was set aside for farming. Parson became the country gentleman on the estate, although he conducted business in New York City. The house burned to the ground in January, 1927.

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