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We’ve Moved!
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MidCentury Americana is undergoing an exciting new transformation. Stay tuned for details!
Rancho Cucamonga, California
(Text from The Route 66 Encyclopedia, by Jim Hinckley. Top image from an 1884 photograph, courtesy of Wikimedia Commons. Bottom two images are from various web sources)
By about AD 1200, a Kucamongan tribal village was located in the area known as Red Hill in Rancho Cucamonga, California.Â
It was at this site in March 1839 that Tubercio Tapia built a well-fortified adobe home to serve as the headquarters for his vast Rancho de Cucamonga on his thirteen thousand–acre Cucamonga land grant issued by Governor Jaun Bautista Alvarado.Â
A portion of his winery still remains as the Thomas Winery. In 1846, a contingent of the U.S. Army arrived in the area, and four years later, in 1850, California became a state.Â
In 1858, John Rains and his wife, Maria Merced Williams de Rains, purchased Rancho de Cucamonga from Tapia’s daughter and immediately expanded on the vineyards as well as hired brick masons recently relocated from Ohio to replace the Tapia adobe with a masonry-constructed family home that is now listed on the National Register of Historic Places.
The pressing American influence fueled a resultant clash in cultures, as well as legal wrangling over the Spanish and Mexican land grants that dramatically altered the political and social landscape.Â
Adding to these tensions were debates and lawsuits over water rights.The murder of John Rains in 1862, and the subsequent departure of his wife, resulted in foreclosure of the ranch, but not before a small community had developed at Red Hill.Â
In 1864, an application for a post office received approval, the first U.S. post office in the western portion of San Bernardino County. In 1870, the ranch sold to Isaias Hellman, representative for a consortium of San Francisco investors that would later form the Cucamonga Company.
By 1887, with construction of irrigation tunnels from Cucamonga Canyon and completion of the Santa Fe Railroad through the area, the Cucamonga tract flourished. This would be the first of three communities carved from the former properties of the Rancho de Cucamonga, the other two being Alta Loma and Etiwanda.
Creation of a Tri-Community Incorporation Committee to evaluate the merits and possible benefits of bringing all three communities together under one unified government occurred in 1975.Â
In November 1977, the plan went before voters, and with a 59 percent majority, the incorporated community of Rancho Cucamonga replaced the three prior entities.
Surprisingly, the community of Cucamonga remained largely rural and agricultural into the 1950s. Route 66 utilized Foothill Boulevard for the transition across the town.
Capitalizing on the community’s association with Route 66 has become an important part of the city’s development in recent years with the resurgent interest in that highway. Indicative of this was inclusion of the city in the list of possible host communities in California for the 2012 International Route 66 Festival.
See photos, stories and much more on the Rancho Cucamonga History website.
THE ROUTE 66 ENCYCLOPEDIA
Brown Group Inc, 1983
ET walk home
Going Beyond Guitars
(Text and images from the book “The Ultimate Guitar Sourcebook,” by Tony Bacon)
A few brave makers added built-in special effects like tone-boosts and distortion to guitars in the 1960s, producing some gimmicky sounds.Â
The instruments were sometimes expensive, often rather heavy, and pretty unsuccessful. But they can be considered as the forerunners of the guitar synthesizer.
Roland, a leading Japanese synthesizer-maker, led the charge in the late 1970s and early 1980s but never achieved great success, as the early guitar synths were expensive and complex.Â
The introduction of MIDI (Musical Instrument Digital Interface) subsequently brought the musical potential of synthesized sound to more players at affordable prices.Â
But it seems that, as a general rule, guitarists are more comfortable with simple instruments and have remained reluctant to adopt every technological advance thrown at them.
A guitar that has the ability to produce a variety of classic sounds at the flick of a switch was the next major advancement.Â
In 2003, Line 6 launched the Variax guitar, and this successful “modeling” guitar has been improved over the years. At the time of writing, it includes instantaneous tonal imitations of dozens of classic guitar models and access to different tunings during live performance.
Fender introduced its version of the “modeling” guitar, the VG Stratocaster, in 2007, collaborating with Roland to link guitar and synthesizer, resulting in an instrument where everything happened inside the guitar. Gibson added an automatic tuning system to this new breed of instrument, dubbed the Robot guitar.Â
The company has produced Robot-enabled versions of many of its classic models, and more recently added the hi-tech Firebird X model to its line. It remains to be seen if the modern player is any more interested in bells and whistles than his predecessors.
The Ultimate Guitar Sourcebook
The “Steamboat Gothic” Home (and Writing Place) of Mark Twain
Top Photo: Mark Twain’s Hartford, Connecticut, home at the time he wrote Life on the Mississippi and Huckleberry Finn has been described as “steamboat gothic.” Photo © Philip Scalia / Alamy as featured in “Mark Twain’s Mississippi River,” by Peter Schilling, Jr.
Bottom photo: Mark Twain with his family on the porch of his Hartford home in 1884. Left to right: daughter Clara, wife Livy, daughter Jean, Twain, and daughter Susy. Photo courtesy of Getty Images, as featured in “Mark Twain’s Mississippi River,” by Peter Schilling, Jr.
Here is some more information on Twain’s time in Connecticut, provided by Wikipedia:
“Twain moved his family to Hartford, Connecticut, where starting in 1873...  During his 17 years in Hartford (1874–1891) and over 20 summers at Quarry Farm, Twain wrote many of his classic novels, among them The Adventures of Tom Sawyer (1876),The Prince and the Pauper (1881), Life on the Mississippi (1883), Adventures of Huckleberry Finn (1885), and A Connecticut Yankee in King Arthur's Court (1889).”
Mark Twain’s Mississippi River
The Southern Rail Company’s Stubborn Resistance To Streamlining--And Sad Adherence to Segregation
(From the book “American Passenger Trains and Locomotives Illustrated” by Mark Wegman)
Traditionally, the major southern railroads were conservative by nature and skeptical of the new lightweight streamliners introduced by the Burlington and Union Pacific [in the 1930s].Â
Subsequent streamlining efforts by a number of other roads did little to change their attitude toward the concept. The Louisville & Nashville, Atlantic Coast Line, and Southern Railway all stood steadfast in their resistance to new lightweight equipment.
The Southern went so far as to publicly state that, in their opinion, the smoothest and most comfortable ride could be found in conventional, heavyweight cars riding on six-wheel trucks.
The success of Seaboard’s diesel-powered New York–Miami Silver Meteor streamliner announced in 1938 forced the Atlantic Coast Line and partner Florida East Coast to move quickly. Within a year after the launch of the Silver Meteor, the two roads introduced their highly similar Champion streamliner.
The Louisville & Nashville also changed direction when it joined a consortium of eight other railroads in plans to introduce new lightweight streamlined coach-passenger service from Chicago to Miami.
The Southern stood stubbornly alone in its resistance to streamlining mania. The Southern eventually took notice of its competitor/neighbor’s success, however, and initiated a study on the feasibility of introducing streamlined trains. The study concluded that it would be in the road’s best interest to invest in streamliners, and the Southern had a sudden change of heart.
In October 1940, the Southern placed orders for 44 lightweight streamlined cars from Pullman-Standard, as well as 5 E-6 diesel locomotives from Electro-Motive Division.Â
The Budd Company held the patents for the all-stainless-steel fabrication processes and Pullman-Standard refused to pay the royalties to its competitor for the process.Â
Instead, Pullman developed its own fabrication process, which utilized COR-TEN steel framing with stainless steel outer ribbing.Â
The Southern’s new equipment would comprise two new trains called the Tennessean and the Southerner.
The Southerner provided luxury coach service from New York to New Orleans over an all–Southern Railway route south of Washington, D.C., via Atlanta and Birmingham, Alabama.Â
The Tennessean replaced the existing Memphis Special, providing service from Washington, D.C., to Memphis, Tennessee. The Tennessean also carried New York–Memphis, Chattanooga–Memphis, and Bristol, Tennessee– Nashville Pullman sleepers.
The sleepers were of the conventional heavyweight type and were painted silver to match the stainless-steel appearance of the new equipment.
Three consists were built for the Southerner, and each included seven cars: a baggage dormitory 22-seat coach; a divided two-vestibule, 52-seat coach; two single-vestibule 52-seat coaches; one Pennsylvania Railroad–owned single-vestibule 52-seat coach; a 48-seat dining car; and a 55-seat round-end observation-tavern lounge car.
In the South at this time, all trains were racially segregated, and “Jim Crow” cars were omnipresent. Sadly, the Southerner was no different—the 22-seat coach section in the baggage-dormitory-coach and the forward 26-seat coach section of the divided coach were designated “Colored,” while the rest of the train was designated “White.”
“American Passenger Trains and Locomotives Illustrated” by Mark Wegman)
The wide oval
THE 1950s and AMERICA’S LOVE AFFAIR WITH CARS
(Text and top image from the book Convertibles by Dennis Adler. The advertisements are from various web sources)
Sometimes the best place to begin a story is at the end. The year was 1959, and the United States was ending a decade unlike any other.Â
So much had changed between the end of World War II and 1959 that Americans were simply awestruck.Â
That sounds laughable today, when changes in world geopolitics and technology are so far reaching each year—sometimes each month. Nevertheless, in the 1950s, every new idea that came along, especially in the automobile industry, seemed miraculous.
The United States had been homebound since February 2, 1942, when civilian automobile production was halted. The last automobile, a Ford sedan, rolled off the River Rouge assembly line in Michigan just ahead of the first B-24 bomber.Â
After four long years of hardship, shortages of everything from tires to engine parts, gasoline rationing, and a 35-mile-perhour (56 km/hr) national speed limit, no wonder Americans were making substantial deposits to get on waiting lists and paying under the table to purchase new cars in 1946, even if they were only restyled 1942 models.Â
In the few short years between 1946 and the first models of the 1950s, both the American and European automobile industries reinvented themselves.Â
The 1950s marked the dawning of a new era, and America’s love affair with automobiles was about to turn into a long-term relationship.
There is nothing like the symphony of sound that permeates the passenger compartment of a convertible: tires singing their song as they roll ribbons of pavement into fleeting images in the rearview mirror, the rush of wind surging over the windshield, the mechanical tune of the engine, and the rumble of exhaust filling the air.Â
In the 1950s, this was driving at its absolute best, and few cars made that drive more enjoyable than a Hudson Hornet, America’s leading high-performance champion. Hudson? Believe it or not, in the 1950s Hudson Hornets cleaned just about everyone’s clock in AAA and NASCAR competitions!
CONVERTIBLES BY DENNIS ADLER
CUSTOM CARS BY HALL OF FAMER RICK DORE
Rick Dore is a fierce-looking guy with gunfighter eyes, sleeves of tattoos, and rock-solid credentials. His Glendale, Arizona, shop is as unpretentious as its output is unparalleled.Â
Elected to four Custom Car Halls of Fame, he’s won countless awards. Subtly elaborating on classic themes, Dore enhances them with his own distinctive melding of past and future elements.
Top two photos: 1950 Hudson Hardtop Coupe owned by Don and Flo Macofski Bottom two photos:1956 Lincoln Continental Coupe owned by Don and Flo Macofski
Text and images from the book “Art of the Hot Rod,” by Ken Gross
The Aloha Shirt–Wearing Hawai’i Proud
(Text from the book Surfing; An Illustrated History of the Coolest Sport Ever, by Ben Marcus. Images from various web sources)
The aloha shirt is a true product of modern Hawai’i—a combination of Polynesian images, Asian fabrics, and haole technology and marketing.
In the late 1920s, Chinese merchant Ellery Chun ran King–Smith Clothiers & Dry Goods in Waikiki. Among his inventory were rolls of kimono fabric for his Japanese customers.Â
At some point, a Chinese lantern flashed over Chun’s head and he began cutting and sewing shirts from the leftover pieces. The first notice for Chun’s newly named “Aloha Shirts” appeared in the Honolulu Advertiser newspaper on June 28, 1935.
Aloha shirts were an instant hit with locals, tourists, military personnel, and surfers. Within a couple of years, small tailor shops throughout the Islands began manufacturing and selling aloha shirts en masse.
“Aloha Shirt” became a registered trademark in 1936. Hawai’ian resident Herbert Briner saw the alarming production of these shirts, bought an existing uniform manufacturer, and transformed it into Hawai’i’s first ready-to-wear garment manufacturer.
He named his firm for the great Island king, and Kamehameha aloha shirts became famous. In 1937, Nat Norfleet and George Brangier got in on the act at 1704 North King Street, next to one of the pioneers of Hawai’ian garment manufacturing, Wong’s Products.Â
“We began like nearly everybody else in the business—not with a pair of shoestrings but with one shoestring between the two of us,” says Norfleet.Â
“Red McQueen had brought back from the 1932 Olympics in Japan some shirts made out of silk kimono cloth. We copied them to produce our first aloha shirts. They were absolutely horrible, but Elmer Lee had a stand in front of the old Outrigger Canoe Club where he sold coconut milk and pineapple juice, and he sold our horrible shirts.”Â
Norfleet and Brangier called their company Kahala. In 1939, they moved into a factory on Kapiolani Boulevard, perfectly situated to supply the endless line of servicemen soon flocking to the Islands to fight the Japanese.
World War II was ended by a man who liked aloha shirts. President Harry S. Truman was just one of many celebrities and public figures who proudly wore aloha shirts and inspired their worldwide popularity.
John Wayne and Duke Kahanamoku endorsed major designer labels while Bing Crosby, Arthur Godfrey, and Johnny Weissmuller entertained in their loose, flowing sportshirts printed with everything from palm trees to ukuleles to wave-riders.
In 1948, seventeen-year-old California surfer Walter Hoffman took his first trip to Hawai’i. “The first thing I did was go to Kahala and buy my trunks and shirts. Then I spent the summer surfing,” he remembers.
That trip changed Hoffman’s life. He returned to California with a steamer trunk full of aloha prints to steer the family business—Hoffman Fabrics—away from woolens and into the brave new world of rayon and polyester.Â
Hoffman Fabrics went on to supply material to almost every major clothing company, including start-up money for Ocean Pacific, which would become the mother of all surfwear firms.
Out of the 1940s, the aloha shirt’s popularity grew as travel to Hawai’i became easier with faster ocean liners and then air travel.Â
From Here to Eternity also gave the aloha shirt a kick in the pants. The movie was nominated for thirteen Academy Awards including Best Costume Design—a good call as costume designer Jean Louis made Montgomery Clift look good lying dead in a ditch in an aloha shirt. In black and white.
By 1959, the world was bubbling for the Islands and aloha shirts. The first passenger jet arrived in Honolulu that year as Hawai’i became a state.
Hawai’i’s tourist industry was about to explode: Kahala did one million dollars in sales in 1959 while in 1960, Kamehameha shipped thirty-five tons of garments to the mainland.
Gidget hit the big screen in 1960, but strangely, few of the movie’s California surfers were wearing aloha shirts; madras was the rage at the time. That fashion changed a year later when Kahala introduced a Duke Kahanamoku line of aloha and t-shirts advertised in Surfer magazine featuring surfers like Greg Noll, Fred Hemmings, and Paul Strauch.
And then in 1961, Elvis Presley starred in Blue Hawaii as Chad Gates, a young Hawai’ian who gets out of the Army and returns to the Islands to surf, chase chicks, and hang out at his shack at Haunama Bay, playing the ukulele and slack key guitar with his buddies. Elvis was in his prime in 1961, and he made the aloha shirt look even better. In vivid Technicolor.
Ford Fairlane vintage ad
Sweet ride
The Pioneer Zephyr, AKA “The Silver Streak”
The Burlington Route “Silver Streak” Pioneer Zephyr began operation in 1934. This train was built by the Budd Company for the Chicago, Burlington & Quincy Railroad and features extensive use of stainless steel and a relatively early and remarkably successful diesel-powered locomotive.Â
The train set was designed to be permanently articulated together and required new technology in stainless steel welding.Â
In May 1934, the Pioneer Zephyr set an average speed record of 77 miles per hour for travel between Chicago and Denver.Â
On one section of track, it was clocked at 112 miles per hour, approaching the land record at the time of 115 miles per hour.Â
The Pioneer Zephyr was the first of many diesel-powered, streamlined passenger trains. Other Zephyrs soon followed; the trains were fast and popular.Â
Other diesel locomotive designs were not very common in the United States before the 1950s, especially for high-speed passenger service.Â
The Pioneer Zephyr is now on prominent display at the Museum of Science and Industry in Chicago. This locomotive was the inspiration for Silver Streak, a very popular movie in the 1930s.
Check out the actual Silver Streak train in action:
Text and top image from the book “The Art of the Locomotive” by Ken Boyd.
Are you ready for some modeling?
1965 Buick Riviera
Sweet ride
WHITING BROTHERS
(Text from The Route 66 Encyclopedia by Jim Hinckley. Images from Wikimedia Commons)
The patriarch of the diverse Whiting Brothers businesses was Edwin Whiting, who established a lumber mill near St. Johns, Arizona, in 1901.Â
The Whiting Brothers chain of gas stations, and later motels, began with Art and Ernest Whiting, Edwin’s sons, selling gasoline at their Ford dealership in St. Johns, Arizona, in 1917. They opened a second, modern station in 1927, in Holbrook on Route 66.
Initially, they sold gasoline and petroleum products produced by Pathfinder, a small Los Angeles–based oil company. In later years, they sold products produced by Shell and Phillips Petroleum.
As the Whiting brothers expanded their operations into Winslow and Flagstaff, they also began developing a standardized station design that would ensure recognition and association.Â
The initial step in this standardization was to paint the stations a bright white with bands of the company colors, yellow and red, along the top of the buildings and the bottom of the pump islands. An elevated signboard with red letters on a yellow background evolved with the development of the trademarked Whiting Brothers shield.Â
Likewise, the brothers created attention by placing one hundred–foot signboards painted yellow with red lettering running somewhat perpendicular to the highway.
Whiting Brothers stations were a common sight on Route 66 in the Southwest through the 1960s, a primary factor of consideration when the city of Tucumcari, New Mexico, made the decision to renovate empty properties by painting them to appear as vintage facilities in 2010.Â
There were locations on Route 66 in Lenwood, Barstow, Newberry Springs, Needles, Cadiz Summit, Yucca, Topock, Kingman, Truxton, Seligman, Ash Fork, Williams, Flagstaff, Winslow, Holbrook, Lupton, Gallup, Continental Divide in New Mexico, Grants, San Fidel, Albuquerque, Moriarty, Santa Rosa, Newkirk, Tucumcari, San Jon, Vega, Amarillo, Groom, and Shamrock.
At its peak, the Whiting Brothers chain numbered more than one hundred stations. The only existing station operating with original signage is in Moriarty, New Mexico, along Route 66.
In 1955, Whiting Brothers diversified into the motel business. The first property, the Whiting Brothers Deluxe Motel, opened at 902 West Hopi Drive in Holbrook, Arizona.Â
The business empire was dealt a setback from which it would never recover in March 1961 when Virgil and Farr Whiting, the sons of Ernest Whiting, died in a private plane crash.Â
The Arizona Republic on March 31, 1961, reported, “The plane, piloted by Virgil, 44, took off from St. Johns shortly after 1 PM Wednesday. The men were headed for a business engagement in Phoenix.”Â
Virgil, the pilot and general manager of the sawmill at Eager, Arizona, was described as “experienced” with training that including service in the U.S. Army Air Corps as a bomber pilot during World War II. The article also noted that Farr was the manager at Whiting headquarters in St. Johns.
Read more about the Whiting Brothers on Wikipedia
THE ROUTE 66 ENCYCLOPEDIA
Milwaukee Road’s Hiawathas (In Print and in Real Life)
(Text and top image from Chicago: America’s Railroad Capital;The Illustrated History 1836 to Today)
Burlington and Union Pacific dabbled with internal combustion, but Milwaukee Road worked with Alco to refine exceptionally fast steam locomotives, initially in the form of 4-4-2 Atlantics, colorfully styled in aerodynamic shrouds.Â
Meanwhile, its Milwaukee shops built a small fleet of very advanced lightweight passenger cars. These were combined for service on Milwaukee’s new and fast Chicago–Milwaukee–Twin Cities service competing with Burlington’s Twin Zephyrs.Â
Public trials of the new equipment began on May 15, 1935, and revenue service was inaugurated two weeks later.
The trains were a phenomenal success, and Milwaukee soon added more cars and equipment while expanding its Hiawatha concept to other routes. Significantly, these are believed to have been the fastest regularly scheduled steam runs in the world.Â
A small fleet of Otto Kuhler–styled 4-6-4s superseded the Atlantics in 1938, and diesels joined the high-speed fleet on the eve of World War II.
In its heyday, the Morning Hiawatha was scheduled to make the eighty-five-mile sprint from Chicago Union Station to Milwaukee in 69.5 minutes. North of tower A-20 (20.3 miles from Union Station) to Lake (just south of Milwaukee), the Hiawatha sailed along at an average speed of 90 miles per hour. Yet even faster running was achieved beyond Milwaukee, where speeds exceeding 110 miles per hour were common.Â
Milwaukee’s fast steam was finally phased out in the early 1950s, by which time the streamlined Atlantics and Hudsons had been demoted to secondary service.
Milwaukee’s fast running was eventually slowed to 90 miles per hour following the ICC’s 1947 ruling on high-speed services.