Growing Up in Working Class Youngstown — The Packard Brothers

Packard Brothers

James Ward Packard and William Doud Packer

For most of us, the Packard name has one of two associations. Many of us from the Mahoning Valley attended concerts or other events, including productions of the Kenley Players, at the Packard Music Hall in Warren. Others may have worked, or knew someone who did, at Packard Electric, later Delphi. If you are an auto buff, you may remember Packard automobiles.

All of this traces back to two brothers, James Ward Packard and William Doud Packard, born two years apart in Warren, Ohio in 1861 (William) and 1863 (James). Their father was a prominent Warren businessman and the family had been involved with lumber mills, hardware stores, hotels, and an iron rolling mill. After James graduated from Lehigh University in 1884 he returned to Warren, won a patent for an incandescent light bulb, and joined with his brother William in forming the Packard Electric Company in 1890. The original business focused around the manufacture of incandescent bulbs until this was spun off to General Electric, who for a time had been a silent partner. This occurred around 1903.

Packard_factory_no10_interior_1906 (1)

Manning Brothers Publishing / Public domain via Wikimedia

Meanwhile, James had purchased a car from the Winton Company, with which he was dissatisfied. He and his brother joined with George L. Weiss to form a company first called Packard & Weiss, later called the Ohio Automobile Company, and finally the Packard Motor Car Company in 1902. Their first car was built in 1899. The cars were built in the same buildings occupied by Packard Electric. Then Henry Bourne Joy, a wealthy Detroit industrialist bought a Packard, and was so impressed with the quality of the car that he formed a group of investors. While James Packard remained president, they moved the company to Detroit where Joy served as general manager and later chairman of the board. The Packard became known as the American luxury car, comparable to Rolls-Royce and Mercedes-Benz. Packards were manufactured until 1958.

With the automobile manufacturing in Detroit, and General Electric taking over their incandescent bulb manufacturing, Packard Electric focused on the manufacture of the electrical components in automobiles–ignition systems, wiring harnesses, and other electrical components–for Packard and other auto manufacturers.

At this point the Packards were wealthy men. William built a Warren and Wetmore-designed home in Chatauqua with a duplicate in Warren. He donated the land for Packard Park, completed in 1915. In 1920, three years before he died, he set aside money in his will for a trust to fund a music hall and band. After Katherine Packard died in 1940, plans began for the music hall, which was opened in 1955 as the W. D. Packard Music Hall. The remainder of the trust was used for establishing and maintaining the Packard Band.

James passed away in 1928. Before he died he gave a $1.2 million gift to build what became the Packard Labs at Lehigh University, and the home of the P.C. Rossin College of Engineering and Applied Science. When the building was dedicated in 1930 a Packard “Ohio Model A” was donated to Lehigh and remains to this day in the lobby of the building.

In 1932, Packard Electric was acquired by General Motors, becoming part of its Delphi Automotive Systems in 1995. GM spun off Delphi in 1999 and declared bankruptcy in 2005 when the facilities in Warren with a history going back to 1890 were closed. The company had been known for some of the best automotive wiring components in the world.

While the Packard businesses are gone, their impact on Warren remains in the form of Packard Music Hall, the Packard Band, Packard Park, and The National Packard Museum.

Review: Iron Valley

iron Valley

Iron Valley, Clayton J. Ruminski. Columbus: Trillium (an imprint of The Ohio State University Press), 2017.

Summary: A history of iron-making in the Mahoning Valley during the nineteenth century from the earliest blast furnace to the advances in furnaces and other technology, leading to the transition to steel-making.

Those of us who grew up in the Mahoning Valley during the middle of the twentieth century often referred to it as the Steel Valley, a name that still lingers. Clayton J. Ruminski’s book new history of iron-making in the Mahoning Valley during the nineteenth century reminds us that in the words of the title, it was the Iron Valley before it ever became the Steel Valley.

The work begins in 1802 and the Heaton family’s early efforts, beginning with the Hopewell furnace in Struthers, to do small scale charcoal fueled, iron-making. The problem was how rapidly, even when mixing in coal from nearby deposits, the fuel source of hardwood trees was depleted. Transportation, as well as fuel, limited growth in this period. The second phase, beginning in 1840 and running up to 1856 was marked by the discover of significant “block coal” deposits at Brier Hill (it was often called Brier Hill coal) and elsewhere in the area. The heating characteristics meant that it could be used directly as a fuel, dispensing with the need for charcoal. New furnaces were opened at Brier Hill by the Tod family, and elsewhere along the Valley. Alongside these, the first rolling mills and puddling mills grew up to process the pig iron into finished products (instead of the pig iron being sent to mills outside the Valley). The Pennsylvania and Ohio Canal helped develop commerce during this period with the transport of both raw materials and finished products.

Between 1856 and 1865, the growth of railroads and the Civil War brought about a further expansion of iron manufacturing. During this figure, well known figures like David Tod, Jonathan Warner, John Stambaugh, Henry Wick, William Butler, and James Ward emerged as key leaders. Furnaces grew larger and production expanded making Youngstown into a pig iron center. This was followed by a period of expansion and depression from 1865 to 1879. Westward railroad growth led to expanded facilities to meet demand, followed by bankruptcy of many smaller merchant iron firms during the Panic of 1873. Subsequently control of the iron industry was consolidated under a few major Youngstown area families.

The decision of Valley owners to focus on iron production while other nearby cities started making steel led to both a leading role in supplying high quality pig iron for finished iron and steel makers, and continuing pressure as steel replaced iron during the period between 1879 and 1894. Mills went obsolete, more Bessemer converters were erected and the first steel mill was opened. The last period covered by the book describes the transition, finally to steel, the end of the merchant iron plants and the consolidation of manufacturing under the familiar names of Republic Steel, United States Steel, and Youngstown Sheet and Tube, and a handful of others.

This book traces the opening of various furnaces, the rise of different companies, the advance of technology, the changing picture of the use and transport of both raw and finished products and the key individuals involved in the iron industry throughout this history. It describes the different areas within the Valley from Warren through Girard, Mineral Ridge, Brier Hill, Youngstown, Struthers, Lowellville, along Crab Creek and Mosquito Creek and up in Hubbard. Lesser attention is given to developments in the neighboring Shenango Valley, which had its own history.

It is a text that combines readability and academic rigor and precision. We have both thumbnail biographies of key figures and lots of technical explanation, history of various companies, and production statistics. Woven throughout are photographs of different furnaces and mills, individuals and groups of workers, many from local archives. Maps in the text and after matter trace the locations and developments of iron furnaces and mills. The text also provides a table of iron and steel sites, their years of production, and the changing ownership during their life. This is valuable as a reference as one reads about different sites and companies operating, keeping track of which can be difficult.

Much has been written about the steel industry in Youngstown. This work helps us understand how the preceding iron industry shaped the contours of the subsequent industry in the Mahoning Valley as well creating the rail, manufacturing, and workforce infrastructure that made that industry possible. It is an indispensable work for anyone who wants to understand the local history of the Mahoning Valley, and as a vignette of the nineteenth century iron industry in a growing country.


Disclosure of Material Connection: I received a complimentary review copy of this book from the publisher in exchange for an honest review. The opinions I have expressed are my own.