Marshall Littlefield Hinman

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My great-grandfather, Marshall Littlefield Hinman, was born in the town of East Otto, Cattaraugus County, New York, December 12, 1841. The son of Simeon Benjamin Hinman and Rachel Bullis Hinman was the youngest of eight children. The family had moved from Vermont in 1826 to the near wilderness of western New York. After attending the local schools, he took a commercial course at a college in Buffalo, from which he graduated in the spring of 1861.

Map of New York showing East Otto and Dunkirk in relation to Buffalo

From April 29, 1861 until the fall of 1864, Marshall was employed as Time Keeper in the Dunkirk shops of the Erie Railroad under the supervision of Mr. Horatio G. Brooks, master mechanic. There is a letter in his scrapbook from Mr. W. C. Taylor, Superintendent Military Railroad, Department of the Cumberland, responding to his request for a position, telling him that he thinks it unlikely that a position will be found for him. This seems to have been his only Civil War involvement. In 1865 he was appointed Chief Clerk of the machinery department of the railroad with headquarters at New York. Mr. Brooks was superintendent of the department. He remained there until October 1869, when he returned to Dunkirk with Mr. Brooks, to found the Brooks Locomotive Works, which he was to serve as Secretary and Treasurer until the time of Horatio Brooks' death in 1887.

From his scrapbook: " My salary while Asst. Book-keeper in the employ of L. & I.J. White, 1861, was $4.00 per week and was my first money earned in an office, out of which I paid Mrs. White, residing at 202 Swan St. Buffalo, N.Y., $2.75 per week for board. Mrs. White was a sister of Mayor Alexander Brush of Buffalo." This company, an Edge Tool Manufactory was located at No. 32 Ohio Street, cor. (corner) Indiana in Buffalo. On February 27, 1861, Mr. Denison, the bookkeeper, was to write. "We take pleasure in recommending him to anyone in need of an accountant. Mr. Hinman will be found prompt, honest, and reliable."

He then served in the capacity of Vice-president until 1892 and President from then until 1896. Ill health in 1896 made him give up the presidency at that date, but he retained the position of Treasurer until 1901 when the company was merged with the American Locomotive Company.

At a testimonial dinner in 1901, Marshall Littlefield Hinman gave a talk on the history of the Brooks Locomotive Works, which gives a vivid picture of both the hazards and the triumphs for an entrepreneur in those days.

Brooks Locomotive Works, Dunkirk New York 1898	Marshall Littlefield Hinman	Brooks Locomotive Works, Dunkirk New York 1898
An engine by Brooks Locomotive Works	Marshall Hinman second from left	"Largest" engine by Brooks Locomotive Works

"My recollection of the struggle during the first ten years, should be told, as an incentive to others to persevere, and in the words of the naval hero, Lawrence, as he fell mortally wounded on board his vessel- Don't give up the ship." This was practically the motto of the founder of the Brooks Locomotive Works, as well as myself during the weeks, months, yes - years, through which we struggled for an existence - financially - which followed the great panic of 1873. "Black Friday", as it was called, occurred September 19th that year, and I was in New York seeking to close a contract for a few locomotives, and the following day, Saturday, while a financial storm had broken in the financial center of the world on the previous day, it was a gala day in Dunkirk. The Works had been closed, the employees were parading the streets, headed by the late Mr. Brooks, and a special train carried all to Cassadaga for a picnic. Outwardly, he was full of mirth that none might have their joy and pleasure marred, yet in his heart he knew of the financial crisis that was raging in New York, as he carried upon his person my telegram of Friday evening announcing the fact of the failure of many of the important banking institutions of that city, and that more failures would certainly follow. He made no mention of it at that time, because he did not wish to overshadow the pleasures of the occasion with any impending danger. Probably very few gentlemen here tonight are familiar with the events that occurred twenty-eight years ago, except as they obtain the same by reading financial history, but to me the scenes I witnessed in New York will never be forgotten. This was the commencement of business depression which continued with more or less severity, for six, long, weary years. The Centennial at Philadelphia in 1876, gave the country hopes of a renewal of prosperous times, but the years that followed it, were replete with sorrow to many individuals engaged in manufacturing industries. During the dark weeks and months of 1877, 1878, and the early part of 1879, many an hour both day and night, did Mr. Brooks and I spend together, devising ways and means to continue the Works, and on more than one occasion did Mr. Brooks express himself as ready to close up the business and return to railway service; but fortunately during such times of his despondency I had not lost faith in the future, and by our united efforts the Works were carried along until such time as activity did come. During that period of depression I too became despondent. I used the same argument to him as he had to me, that we would close up the Works. He was full of hope upon such occasions when I was despondent, and fortunately for the Brooks Works we were not both depressed at the same time. Had we been so, we should not be gathered here tonight, and the Brooks Works would have passed out of existence in 1880.

I only have to refer to the records of the locomotives completed at the Brooks Works in its early history, to indicate the condition of the manufacturing business. The Brooks Locomotive Works was organized and commenced operations practically on the first of November 1869. During the first month of our corporate existence, we completed one locomotive, one also is the total number recorded as completed during the month of December, 1869. In January 1870, we were able to complete two, in February, one, and our total output for the first twelve months of our corporate existence was twenty-seven; this at the present time is less than is completed in one month. During the calendar year ending December 31st, 1871, we had completed forty-five locomotives, and for the year ending December 1872, 73, which brought the average up to six locomotives per month, and a like condition existed until September of the following year, the time of the great financial panic heretofore mentioned. During the entire year of 1874, but six locomotives were completed, two in February, one in May, one in August, one in October and one in December, and during the first ten months of 1875 the total output of the works was only ten locomotives; but the Centennial year having dawned upon the country, stimulated all industries, and set the wheels of commerce rolling. Our output was increased during the calendar year to 47, but the stimulus of the Centennial having exhausted itself, the depression followed, so that during the first nine months of 1877, we completed but six engines, and only 17 during the entire year. In 1878, 32 locomotives represented the total number finished, and this condition continued until the fall of 1879, when there were marked signs of permanent recovery from the late depression, so that during the year 44 engines marked the record. The early winter months of that year Mr. Brooks, with part of his family, if not all of them, were upon the Pacific Coast, and I was looking after what little business was offered; and to illustrate how anxious we were to obtain locomotive contracts, - in order to keep our men employed, - we were taking them at the bare cost for labor and material, and during October, or November, 1879, we received an inquiry from the Erie Railway for 15 passenger engines. Careful estimates were made upon the actual cost of these engines for labor and material. I went to New York and after several days' conference with the officials of the road - at which time I bid upon the construction of these engines at cost price - we were awarded the contract. While there was no profit in it for the proprietors of the works, we had the satisfaction of knowing that we would be able to give employment to quite a large number of men during the winter months, and it was a source of great gratification on this account to Mr. Brooks, when advised of the contract. Perhaps it would not be out of character to state at this time that the total profit upon such 15 locomotives was barely above cost, as our books will show at the present time.

Mr. Brooks returned from the Pacific Coast early in 1880, and so impressed was he with the situation and the prospects of the return of active business, after so long a depression, that he immediately commenced the construction of new buildings, the purchase of late and improved machinery to meet the demand for new equipment, and the wisdom of such a course was fully demonstrated before the end of twelve months, as the whole country was blessed with great business activity, so that during the year ending December 31, 1880, we had completed 100 locomotives. During 1881, we had increased our output to 146, and in 1882 we showed a total of 203....

Such continued activity in the country could not last forever, and our records show that the volume of our business commenced diminishing in about July of that year, as only 46 locomotives were turned out during the last six months of 1883."

Another panic occurred in 1893, but not of the magnitude of that twenty years before, and by 1896, business was to a good level, which continued up until the year of this report. Mr. Hinman continued his speech, describing those who had held positions of importance in the company. After several further speeches by other dignitaries of the town, a lawyer named Mr. D. F. Toomey, made these following remarks:

"We are tonight celebrating the growth, development, expansion and success of the Brooks Locomotive Works and the effects of its expansion on the City of Dunkirk. We have all heard of the trials and hardships, of the untiring energy and faith and good work needed. The founders were sustained and led on by confidence and faith, by energy, push, thrift, and intelligent perseverance. If they had ever lost faith together, and had not been led on by a laudable ambition to expand and succeed, there would have been no Brooks Locomotive Works or American Locomotive Plant in Dunkirk, no farewell banquet to our honored guest; in a word, no Expansion. The Brooks Works has changed a village into a city. It has built up hundreds of happy American homes. It has prospered exceedingly and it is today one of the large manufacturing plants of the United States, a source of pride and joy to every resident of Dunkirk...I say again, our children and our children's children will be taught that their beautiful large city was started and made possible by the faith and good works of the "Grandest Roman of them all," the late Horatio G. Brooks, sustained and assisted, and success made possible, by his co-partner and companion through all the years of struggle, trials and final triumphs, and success, our friend and beloved fellow citizen, Marshall L. Hinman, whose perseverance we are so proud of this evening. While Dunkirk lives, it will hold in grateful reverence and memory the names of its two great benefactors, hands clasped in the accomplishment of the magnificent success of the Works which we are celebrating this evening.

The poet was wrong, Mr. Hinman - "the great will never be forgotten!"

*******

While living in Brooklyn, Marshall married Amanda Josephine Miller, the daughter of Ezra and Amanda Josephine Miller. The wedding was on September 16, 1868, at the Miller home at 311 Hamilton Street, and the Reverend John W. Diller of St. Luke's Episcopal Church officiated Aside from the Miller family, the only guests present were Miss Ella Brooks, later Mrs. Alfred Solano, and Mr. and Mrs. Horatio G. Brooks. I remembered hearing that this wedding took place at 5:30 a.m., so that the bride and groom could catch the 7:30 train from Jersey City to Niagara Falls! With the number of railroad passes from 1868, which are to be found in our Hinman scrapbook, this wedding trip seems to have covered a great many cities: Toledo, Detroit, Chicago, Milwaukee, Minneapolis...all on different railroads.

My grandmother, Sadie Blanche Hinman, was born on March 5, 1870 in her Miller grandparents' home in Brooklyn, so evidently Josephine stayed with her own family until a new house was built in Dunkirk. In an effort to please his father, Simeon Benjamin Hinman, Marshall gave his little daughter the same initials...Sadie Blanche Hinman. She dropped the Sadie, I gather, rather early in her life.

The new house at 715 Central Avenue was large and impressive. The gardens, the conservatory, the bowling alley, and the stables were all beautifully constructed and maintained. It still stands today as part of the Cardinal Mindszenty High School, but in the summer of 1985 it looked as if age was taking its toll.

715 Central Ave, Dunkirk New York

The Hinmans had a son, Marshall Littlefield Jr. who was born on August 30, 1873. Sadly, he only lived until June 14, 1888, dying possibly of muscular dystrophy.

Rail Passes from 1886	Rail Passes from 1893

The railroad passes tell a story of trips taken by the family. In February of 1886, Sr. L. Hinman, wife and child have a pass for the Ferrocarril Central Mexicano to Mexico. In 1893 M. L. Hinman, wife and daughter went to the Columbian Exposition in Chicago and on to San Francisco. I grew up hearing stories about the private railroad car that the Hinmans used to come in to Los Angeles in the 1890s. It was there that young Blanche would meet the handsome and dashing real estate broker, William May Garland, who was considered a great catch by the belles of the city.

In March of 1885, Marshall was elected the mayor of Dunkirk and was re-elected in March of 1886 and 1887. He was elected a member of the Board of Education in 1885 and continued in that position until 1892, having served as president for 5 years. He was a member of the Board of Water Commissioners from 1887 to 1892. He served as vice-president and later president of the Lake Shore National Bank during the period 1883 to 1897. He was both a Mason and a Shriner, and a life long Democrat who ran unsuccessfully for State Senator in 1885. Active in the affairs of St. John's Church, he was also known for his generosity in funding both the local Free Library, and the Brooks Memorial Hospital.

Grandfather Hinman with grandsons in 1903	Granmother Hinman with grandsons in 1903

Marshall died on May 3, 1907. In the description of his funeral, the names of his sister, Rachel Dewey, and brothers, Hoyt and Seymour were mentioned as well as other attending relatives, who must have been nieces and nephews. In my Hinman files there is a letter from one Miller niece, who recounts memories of having lunch with Uncle Marsh and Aunt Josephine at the Waldorf, when they visited New York... but it mainly deals with the unpleasant dealings of her other relatives. Evidently neither Marsh nor Jo stayed very close to their siblings, since my father grew up with no memory of any of his cousins.

The Hinmans are buried in the Forest Hill Cemetery in Fredonia, New York, just a few miles from their home and from St. John's Church. The monument is one of the largest and most impressive in the cemetery, and now includes inscriptions for their daughter, Blanche Hinman Garland and their two grandsons, William Marshall Garland and John Jewett Garland, all of whom are buried in the San Gabriel Cemetery in San Gabriel, California.

Entrance to Forest Hill Cemetery, Fredonia New York	Gwen Babcock and the Hinman Monument in 1987