The Republic Motor Car Company of Hamilton, Ohio, 1909-1914

By John C. Slade, 1960

Information regarding the original stockholders is incomplete, but from various sources it appears that Mr. Rentschler was associated in his company with competent men who were to become well known in the business world. In fact it is all but incredible that one man could have selected such capable stockholders. General opinion indicates that in addition to Mr. Rentschler, as stockholders there were his sons Gordon and Fred Rentschler, Col. J. C. Hooven, Industrialist and electric interurban line financier; Col E. A. Deeds, noted engineer of Dayton, Ohio; and Charles S. Kettering, who was to become famous with Delco and General Motors. Gordon Rentschler later became president of the National City Bank of New York and Fred Rentschler, after serving in the signal corps in the World War I, became president of the Pratt and Whitney Airplane Engine Manufacturing Company. It appears that there may have been additional stockholders, but no verification is obtainable.

Helen Rentschler Waldon, the only daughter of George A. Rentschler, recalls many Sunday dinners at the Rentschler home when these men planned and discussed the formation of the Republic Car Company.

The writer was finally able to locate a Miss Alfreda Link, who had been secretary to Mr. Rentschler from 1919 until the time of his death, only to be informed that just a few weeks before she had destroyed Mr. Rentschler’s personal papers and records, which she believes may have contained much information regarding the Motor Car Company. In spite of the loss of this material the writer has been able; with the generous cooperation of members of the Rentschler family, conversations with several Hamilton families who owned Republic automobiles, former employees and from personal recollection; to piece together an appraisal of the years of Republic and to obtain an insight to life in Hamilton during the years of the Company.

THE LIFE AND TIMES OF THE REPUBLIC MOTOR CAR COMPANY

In describing the operation of an automobile manufacturing company in the early days of motoring, one must go back and consider the economic situation of the times and the attitudes of the public regarding the horseless carriage.

In Hamilton in 1909 times were fairly prosperous by the standards of the day. Hamilton had long been an active manufacturing town and the county seat of a rich agriculture community. The bulk of the employed then, mostly male, were skilled shop workers, many of German extraction. For its population, Hamilton had an unusually large number of rather well to do retail merchants who for the most part lived in the community and took an active interest in civic government. The city had been economically blessed with the Hydraulic that supplied electric power to many factories. And three railroad lines served the city, the Miami and Erie Canal provided cheap inter Ohio transportation, and two interurban electric lines contributed to the overall prosperity.

Transportation in Hamilton at that time was provided largely by the rather extensive electric street railway and by horse-drawn vehicles. There were few automobiles, but horses were everywhere; from large draft horses pulling wagons to trotters and pacers pulling a variety of buggies, runabouts, carriages and rigs of all descriptions. There were livery stables facing the alleys in the rear. Some of the ancient stables may be seen yet today, converted to garages. Walking was very popular. Motion pictures had not yet arrived, and the church and lodge were the centers of activity.

The automobiles in use then; most people referred to them as machines; were owned by business, industrial and professional people. Consistent with national statistics, farmers were among the first to purchase automobiles, and Butler County farmers were no exception to the rule. It was said that some of the first automobiles in Hamilton were powered by steam and electricity.

The automobile industry in the United States is assumed, by leading antique car clubs, to have been started in 1896 with the manufacture and sale of the first Duryea. The largest percentage of ownership was in the eastern and New England States where the steam and electric automobiles were at first by far the most popular. By 1909 there were probably some 300 concerns making automobiles or manufacturing engines and automobile parts and supplies. Some old line farm implement concerns such as Studebaker, International Harvester and Sears Roebuck had begun making automobiles. The Sears auto-buggy came packed in a wooded crate complete with directions for unpacking, and a hammer was attached to the outside of the crate for opening it. Several buggy makers had simply taken their horse drawn vehicles, strengthened them where necessary, and added an electric, steam or gasoline engine, and lo! they had an automobile. Many automobiles were assembled and made ready for sale with any merchandiser’s nameplate.

In 1908 Henry Ford had just reorganized his company after a disagreement with some of his stockholders. The dispute had centered around the question of who would buy automobiles in quantity. Mr. Ford believed if he could manufacture a car selling cheaply enough, eventually everyone would become a prospective buyer. Most of his stockholders felt that, as it had been in the past, only the wealthy could buy automobiles and that a mass market was unrealistic. Ford’s opinion prevailed and the first Model T was introduced in October 1908. His appraisal proved more that accurate as some 17 million Model T’s were sold in the period 1909-1927. Only minor mechanical changes were made in the 28 years.

1909 was about the starting year of dozens of independent automobile makers in the Middle West. It is rather safe to assume that the businessmen who had formed the early companies had been alert enough to have succeeded in other endeavors. And it is apparent from the specifications of many early automobiles that there were other men who shared Mr. Ford’s philosophy of mass marketing. Still many concerns remained committed to the market for a more expensive, comfortable automobile; but not necessarily a luxurious top of the line product.

Into this scene in 1909 came Mr. George Rentschler, already an outstandingly successful industrialist. Information as to the exact date of commencing operation by the Republic Motor Car Company in Hamilton is somewhat vague. It seems most likely that factory quarters were put in condition and a few engines tested in 1908, and that business started in early 1909.

In his new manufacturing operation, Mr. Rentschler had gathered around him men of ability in their line. Among them were Mr. Clarence Enoles as chief designer, Mr. Gordy Cousins as shop foreman, Mr. Clinton Thompson as factory salesman and Mr. Fred Rentschler as general supervisor. Alice Bergman was secretary to Fred Rentschler. Mr. Gordon Rentschler divided his time with other industrial enterprises of the Republic Company. Mr. Frank Ratz was tester of engines and Mr. William Barth was chief road tester. Mr. Adrian Wuille, of the Miami Motor Car Company–Hamilton Ford Agency–was factory salesmen for a time. Much of the information contained in this article was supplied by Mr. Paul Miller who held various responsible shop positions from 1909 to 1914, the entire life of the Republic Car Company. Like most of the dedicated automobile men of the first two decades of the automobile, Mr. Miller spoke of the Republic operation with a great deal of pride. Careful handwork was the hallmark of quality, from the first tack in the upholstery to the final adjustment of the engine.

The first home of the Republic was originally a knitting mill located on Fairgrove Avenue opposite the Butler County Fairgrounds. Soon a modern factory was constructed adjacent to this site, which later, with additions, housed the W. H. Kiefaber Company; a plumbing supply firm.

The writer well recalls the impressive scene of this modern factory building with a number of automobiles standing in the parking area, all of the same make and appearance. At that time to see even two automobiles of the same make standing side by side, with the possible exception of Fords, was something to catch the eye.

No account of early motoring should fail to mention the frequent tire punctures and blowouts. Tires, of course, were not as good as today, and the streets and particularly country roads, mostly unpaved, were laden with nails. Horses and wagons had traveled the roads for decades and had left a trail of horseshoe nails, shingle nails, spikes, building nails and various metallic objects including pieces of horseshoes. It was always a point of interest to find exactly what had caused the puncture and blowout. Few automobiles had demountable rims, and so it was a tube patching operation that included the knuckle-splitting job of getting the tire off and back on the clincher rim. Then finally the pumping up of the tire to at least 60 pounds. Few inter city trips were made without tire trouble. Good casings might last 2000 miles. There was, however, a comradeship among early motorists that has long since disappeared. A motorist coming on another automobile seemingly in trouble would almost always stop and offer assistance. Sometimes help was proffered by the use of a tire pump, a jack or even a spark plug. They would stay until the automobile was repaired or could be towed into the nearest farm barnyard. Many of the first automobiles had neither tops nor windshields, so just about everyone wore "dusters" and "goggles." After tops had become commonplace a sudden rainstorm created a scramble to retrieve "side curtains" from under the seats.

The Republic automobile was assembled using; an engine, body panels, fenders, radiator and ignition supplied by leading manufacturers, such as the Wisconsin Engine Company and the Harrison Radiator Company. The Republic plant manufactured the chassis and assembled all the ironwork, installed the upholstery and painted and testes the automobile. A hand cranked four-cylinder engine first powered the Republic automobile. A compressed air starter was offered as an extra. Republic was among the first to be equipped with doors for both front and back seats, which gave the automobile a very neat appearance. Headlamps were powered by a carbide gas tank located on the running board. Republic adopted a powerful six-cylinder Wisconsin engine about 1911 and shortly thereafter it came equipped with a Delco starting and lighting system.

Except for a few "special" automobiles, Republic was a sturdy powerful touring car with an attractive hood line resembling the Packard of its day. To many admirers it was somewhat better looking than the Packard. Perhaps a little more "racy" would be the better description. Overall it was indeed a very good-looking automobile. Most of the Republics were painted a blue-gray or green. A few were painted black. Great pains were taken with the painting, and long drying periods had to be provided for.

From the first, Republic was rather successful, particularly locally, as many of the industrial and mercantile families and their employees purchased Republics. Among local owners were Richard Radcliffe, Robert Howell, S. M. Goodman, Harry Hughes, Peter Schwab, David Kahn, Thomas Seward, Charles Hilker, George Helvey, Paul Miller, George Bast and Dr. Barden. Helen Rentschler Waldon drove a beautiful special cream colored Republic touring car. (The Rentschler family home was the stately old residence at the southwest corner of Seventh and Dayton Streets in Hamilton) Perhaps one of the greatest features of Republic ownership was the fact that "factory service" could be had right at home for 75¢ per hour.

The writer well recalls the startlingly long hood of the special Republic roadster made for the personal use of Mr. Fred Rentschler. With its gray-blue color and speedster lines it gave the average young man something to dream about. Possibly it prompted him to later make a speedster of his Model T. But mostly it gave him ideas of ownership which later were realized in fast, popularly priced automobiles such as the 1919-1924 four-cylinder Essex and even later the Chrysler 70’s of 1924. Like many early automobiles, the Republic was a masculine appearing automobile–ladies almost always rode in the back seat in those days–with large heavy wooden steering wheels, gears that required some doing to shift, and with the cutout open, a roar that would shame the Hollywood mufflers of a later day. It is somewhat surprising to realize that a lot of the larger automobiles were fairly fast, even by 1960 standards. 50-60 and even 75 miles per hour in souped-up Model T’s was not unusual. Republic was a strong, sturdy automobile, and many were on the streets in Hamilton long after the company ceased operations. That at least some traveled far from home is evidenced by the fact that the writer saw a Republic parked by the rail station in Waco Texas. Dealerships were not common in those days and many Republic’s were purchased directly from the factory in Hamilton and driven to their homes throughout the Midwest. The Republic Company manufactured several chassis complete with engines for the Aherns-Fox Fire Fighting Equipment Company of Cincinnati who mounted their special equipment thereon. During the life of the Republic automobile, 1909-1914, there were many automobile companies formed and many closed. Henry Ford was producing a product that, due to its low price and simplicity, was sweeping the country. There were many mergers and combines, production methods were improved, and financing and marketing had become important. Mass production was well underway by 1912, and national advertising in some form was rapidly becoming a necessity.

LOOKING BACK

The exact reasons for the closing of the Hamilton company are not known, but it is safe to say that some of the aforementioned manufacturing and distribution problems were a factor. Hundreds of automobile concerns had been organized throughout the country by 1912, most of them producing excellent products. In general the problem seemed to be that there was simply not enough market for all. Hamilton was deluged by the 1913 flood, which inundated all of the valley towns from Dayton to Cincinnati. The valley business community was to suffer for many months, and this too, no doubt, was a decisive factor in the discontinuation of Republic operations. Fortunately the Republic property was just beyond the high water area, and the machinery and inventory were not harmed. Those of the Republic staff who were at work during the flood, among them was Paul Miller, aided in rescue work, and for several days housed and cared for a number of flood refugees.

Mr. Miller and a few employees stayed on through the end of 1913, and by 1914 most of the remaining parts had been assembled. One of the last items sold was a heavy engine and chassis that went to the Aherns-Fox Company of Cincinnati. Mr. George Cummins, Hamilton historian, provided the information that either the Aherns-fox Company or the Cincinnati Fire Department purchased many of the remaining engines and chassis parts for replacements on previously purchased fire engine equipment. As the histories of most of the independent automobile manufacturing companies go, it is fair to conclude that Republic had better than average success while operational. Cross-section of opinion indicated that some 400 automobiles were manufactured and sold by Republic.

Folks were proud of their fast, sturdy Republic, and for several years Republic Motor Car Company contributed much to the industrial prestige of Hamilton. In talking to Mr. Miller, one feels an attitude of personal pride in the product and company. The automobiles were personally tested and serviced; everything had to be mechanically right because this was "factory service." There were over 1800 automobile manufacturers in the United States between 1896 and 1930. The Republic was one of the better ones of its time.

The Hamilton made Republic had no connection with the Republic Company of Cleveland that manufactured trucks.

ACKNOWLEDGMENTS AND A WORD ABOUT ANTIQUE CARS IN 1960

Much of the information contained in this paper was obtained from former Republic Motor Car Company employee Paul Miller. Others who assisted were: Helen Rentschler Waldon, daughter of the founder, and Mr. Walter Rentschler and Mr. Peter Rentschler, nephews of the founder, and Adrian Wuille and George Cummins and others. The writer recalls the Republic factory and many of the Republics owned by Hamilton families.

General background information has been obtained from various Clymer Antique Car Books: Fill ‘er Up, by Bellamy Partridge; the Veteran Motor Car, by David Scott Noncrieffe; The Old Time Automobile, by John Bentley; and magazines of the Antique Automobile Club of America.

The writer is one of the founders of the Antique and Classic Car Club of Butler County, Ohio; the organizer and sponsor of the Annual Antique and Classic Car Parade. Since 1955 thousands of automobile enthusiasts have lined the streets and boulevards every year for the parade. A grand finale in downtown Hamilton has drawn large crowds for a car show and presentation of awards. In 1959 some 119 famous old cars (pre 1934) participated in the parade. That year the Butler County Club adopted an illustration of the Hamilton made Republic as part of its official emblem.