Article 2 - from the www.FranzosenbuschHeritageSociety.org

Samuel Insull (1859-1938)

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Mirroring the country as a whole, the various companies that made up the

Chicago "L" coasted through the 1920s on the misguided belief that the good

years would never end. It was a time of unbridled prosperity and optimism

for America of which the Chicago transit companies proudly demonstrated in

their capital improvements during this time. Although ridership was the

highest it would ever be, it was utilities magnate Samuel Insull’s vast and

profitable network of companies that helped offset the usually unprofitable

"L", financing new construction, upgraded equipment and infrastructure improvements.

Without Insull’s immediate capital improvements it is unlikely the Chicago "L" and

interurbans would have survived the Great Depression. Insull’s generous civic spirit and

love for the Chicago area also seemed to motivate this desire to acquire and improve these

electric lines as much as bottom line profit possibilities. But little did Insull or the "L" know

the reversal of fortune October 1929 would bring.

Samuel Insull was born in London, England in 1859, the son of a Congregationalist who

held a minor post at Oxford. At the young age of fourteen, young Sam became a secretary

and bookkeeper at an auction firm. In 1870, he became a secretary for George A. Gourand,

one of Thomas Edison’s agents in England. Edison was one of young Insull’s idols and he

strove to ingratiate himself with Edison’s staff. He came to the United States in 1881 at age

twenty-two to be Edison’s personal secretary. Insull had a gift for synthesizing concepts and

quantities of data into workable business operations, which Edison recognized. By 1889

Insull became vice president of Edison General Electric Company in Schenectady, New

York. Insull’s reputation as a business dynamo was so well known the when financier J. P.

Morgan took over Edison’s power companies in 1892, Insull was sent west to Chicago to

become president of the struggling Chicago Edison Company.

Under Insull’s direction Chicago Edison bought out all its competitors for a modest amount

after the Panic of 1893. He then constructed a large central power plant along the Chicago

River at Harrison Street. The modest steam-powered, electricity-generating operation would

serve as Insull’s springboard to a vast industrial power base. By 1908, all of Chicago’s

electricity was being generated by Insull’s Commonwealth Edison Company, a tribute to his

economic management. He also pioneered in unifying rural electrification and in supplying

gas. Insull was a cunning intelligent businessman and was well aware of the rampant

political corruption used by men like Charles Tyson Yerkes and the "Grey Wolves" of the

city council. It was common in the late nineteenth and early twentieth centuries for

politicians and other to engage in dummy franchise shakedown schemes. It would usually

work like so: a syndicate would charter a new company to directly compete with an existing

street railway or utility company. A competition between the two - to obtain franchises, to

get property owner consent signatures - would then ensue. Ultimately, the dummy company

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would extract some sort of bribe from the existing company, or simply force the company to

buy them out, to prevent the chance of competition. A clique of Roger P. Sullivan (later a

democratic chairman), George Brennan and former mayor John P. Hopkins set their sights

on Samuel Insull’s Chicago Edison Company. Sullivan first approached Insull to see how

much he would pay outright to prevent them from forming a competing company. When

Insull refused the invitation for a payoff, they formed the Commonwealth Electric

Company. Insull, instead of dealing with the syndicate directly, had simply bought the

exclusive rights to all electrical generating equipment from every U. S. manufacturer. When

the conspirators discovered they could not buy dynamos without going to Insull, they sold

their company to him for a paltry $50,000. Interestingly, the incident earned Insull the

respect of Sullivan and the two became close friends.

Whereas Yerkes tended to use bribes to get politicians to help him. Insull instead preferred

to cultivate relationships with them and make them his allies. Besides Democratic chairman

Sullivan, Insull also had a close relationship with Chicago Mayor William Hale Thompson.

Though Insull was usually successful in using his considerable influence as a captain of

industry to get what he wanted, he was less successful in ingratiating himself into Chicago

high society.

It was around this time that Insull became associated with Chicago transit. The Lake Street

Elevated had long had financial troubles, which only got worse after Charles Tyson Yerkes

relinquished control at the turn of the century. In 1901, the investment firm of Blaire &

Company took over and Clarence Knight replaced Charles E. Yerkes as president., Shortly

after, the Lake Street Elevated purchased a tract of land between Forty-sixth (Kenton) and

Forty-seventh (Kilpatrick) Avenues on the west side to build a storage yard and powerhouse,

but realizing his company could afford to construct neither, Knight decided to reduce power

costs by purchasing power for the elevated from an outside source. Knight chose the

Chicago Edison Company, an agreement which proved a major accomplishment for Insull,

who had been trying for some time to convince the elevateds to buy power from Edison’s

efficient central stations instead of generating it themselves.

Efforts to unify the "L" system actually started soon after the South Side Rapid Transit

began operation in 1892m before there were any other operating elevateds with which to

unify. As years went on and cross-town trips increased in time and fare, the push for some

sort of consolidation or cooperation increased. Several attempts were made in the early years

of the twentieth century, none successful. In 1909, another attempts was made, this time by

Insull and financiers Ira M. Cole and Emil K. Boiset. Insull’s involvement in electric

traction is actually quite logical, as the elevated (along with the street railways and later the

interurbans) was among his largest customers. They proposed to incorporate the Central

Terminal Company which would own the "L" structure and rolling stock, then lease it back

to the individual companies. Negotiations collapsed when the parties could not come to

terms on the financial details.

Meanwhile, Knight’s economy measures did not save the Lake Street Elevated and the Blair

syndicate decided to reorganize the company in hopes of turning around its economic

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fortunes. In April 1904, the company’s name had changed to the Chicago & Oak Park

Elevated Railroad Company and that month the rest of the reorganization was complete.

Unfortunately, the new company was no more adept at staying solvent than the old one and

the C&OP entered receivership on November 13, 1911. Samuel Insull, now a powerful

Chicago utilities magnate, was named as the company’s receiver. This put Insull in an

interesting position: he was not only in control of the elevated company, but was the

chairman of its largest creditor, the Commonwealth Edison Company.

In May 1910, another attempt was made at consolidation. Henry Blair and a group of

investors proposed a syndicate headed by the First National Bank of New York that would

buy up all the "L" companies outstanding shares, then issue new securities in the name of

the consolidated organization. Blair was a director of Insull’s Commonwealth Edison

Company and it was not far off before the utilities magnate would enter the deal. Blaire

secured the blessings of all four operating "L" companies, but financing was not

forthcoming. The National City Bank of New York, whom Blair was courting, was

unwilling to underwrite the merger without a guaranty against loses it might incur. After a

year of delays, it was announced that the financial obstacle had been overcome, thank to Mr.

Samuel Insull.

Insull, while still not an official member of Blair’s committee, exerted considerable behindthe-scenes

influence to help move the deal forward. Commonwealth Edison pledged six

million dollars to the underwriting syndicate. On May 22, 1911, the Blair syndicate offered

to purchase all outstanding shares of the South Side, Metropolitan, and Northwestern

Elevateds, but not the C&OP, which was in receivership At that time the C&OP was in

receivership with Insull its receiver. The Blair-controlled Northwestern owned fifty-two

percent of C&OP’s holding company. By the end of June 1911, the Blair syndicate had

accumulated enough shares to put the consolidation plan into effect on July 1. Instead of

creating a new company, it was instead opted to keep the individual companies in place and

create a voluntary holding company called the Chicago Elevated Railways Collateral Trust

(CER). The CER gave all the benefits of centralized control but without disturbing the

underlying companies’ outstanding stock and bond issues.

Samuel Insull was elected the CER’s chairman in August 1911 and he named Metropolitan

Elevated president Britton I. Budd president, beginning a long-standing association between

the two men. The South Side and Northwestern companies were then reorganized, with

Insull and Budd named chairman and president of each, respectively.

No sooner than the consolidation had been completed than the outcry for the lack of

through-routings and free transfers geared up again. On May 5, 1913, the CER’s executive

committee sent the city of Chicago a letter indicating they were not opposed to instituting

these things. … as soon as the city granted permission to extend the Loop elevated’s

platforms. Insull and Budd then presented a through-routing plan to the City Council’s Local

Transportation Committee. On July 21, a through-touting ordinance which also allowed the

platform lengthening was passed. Cross-town service began November 1st. About this time,

the remaining elevateds all began to shut down their own powerhouses and purchase power

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from Insull’s Commonwealth Edison. The Northwestern and Metropolitan did so in 1914

and the South Side presumably did so about the same time.

One year after taking control of the CER, Insull created his Middle West Utilities

Corporation, a holding company that eventually acquired hundreds of utilities and traction

companies. The two types of companies were a perfect pair: the electric traction companies

represented captive customers to the utilities companies and would in turn generate further

development along their routes which would in turn create more customers for the utilities

companies.

In 1916, Samuel Insull acquired control of the bankrupt Chicago and Milwaukee Electric

Railroad. Despite its name, the interurban actually only reached one of its namesake

destinations: although the line had been extended to Milwaukee in 1908, trains ended their

southbound runs at Church Street in Evanston. At Central Avenue or Church Street,

passengers had to switch to "L" trains to reach Chicago. With Insull in control of both

companies, that was soon to change.

Britton Budd, who Insull had installed as president of the reorganized Chicago North Shore

and Milwaukee interurban, quickly began the necessary negotiations to bring the North

Shore Line into Chicago via the Northwestern Elevated’s tracks, which they already used

from Linden Avenue, Wilmette to University Place, Evanston. Matters were somewhat

complicated by the fact that the Northwestern itself leased the tracks from the Chicago

Milwaukee and St. Paul Railroad. However, on March 31, 1919, a series of agreements were

made between the three companies giving the North Shore Line the necessary access. The

interurban began serving Chicago on August 6, 1919 via the Northwestern Elevated and the

Loop. Although trains terminated at Roosevelt Road, the interurban’s main office was at 209

South Wabash, adjacent to the Adams/Wabash station. (Trains were extended to

Dorchester/63 between 1922 and 1938.)

Insull’s acquisition of the North Shore (and other interurbans, as we will see) was motivated

by pure business opportunities. He wrote in his Memoirs that they, "were acquired in the

interest of the territory they served." The electric interurbans would prove useful in

developing rural countryside into populated suburbs which would need to be supplied with

electric power, which Insull’s utilities companies could conveniently provide. The

interurbans’ right-of-ways could also provide ready-made paths for power transmission lines

and towers. (The North Shore Line’s Skokie Valley right-of-way is still used today by

Commonwealth Edison high tension towers.)

In 1922, Sam Insull made an address before the city council’s local transportation committee

announcing his willingness to consider any reasonable proposal from the city to take over

the elevated lines. He received no offers. Although forming the CER had helped the elevated

better coordinate their activities and had created a number of economies, the company was

nevertheless still only breaking even, due in part to fares being kept below cost by the city

and the Illinois Commerce Commission.

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Since the city seemed unready to take over the city’s transportation, Insull and his associates

decided it was time to formally merge all of the "L" companies into a single corporate entity.

This new organization, the Chicago Rapid Transit Company (CRT), scaled back the

companies’ capitalization by approximately forty million dollars. On April 23, 1923, The

Insull-controlled boards of the South Side, Metropolitan and Northwestern Elevateds

approved a consolidation plan, followed by ICC approval on June 14. Stockholder

concurrence came on January 8, 1924 and operations under the CRT banner was began the

next day. The bankrupt Chicago and Oak Park became part of the CRT when it was bought

for $2.4 million at a court-ordered auction. As was expected, the CRT’s officers were

Samuel Insull, chairman, and Britton Budd, president. The majority stockholder was

Commonwealth Edison, whose shares were in turn owned by the Commonwealth Subsidiary

Corporation.

Although it had little, if any impact on the "L", it is important to note that at the same time,

Insull added another Chicago interurban to his transit empire. Despite the dismal

performance by the Chicago Lake Shore and South Bend Railway, Insull recognized the

potential in the interurban, which ran from Chicago’s South Side through Hammond, Gary,

Michigan City and South Bend, which were little or no competition. The line provided

service to some of the largest cities in Indiana and between 1907 and 1925, the population of

northwest Indiana more than doubled.

In 1925, Insull (through his utilities companies) purchased the ailing Lake Short Line and

renamed it the Chicago South Shore and South Bend Railroad. The new management

immediately set out on a massive modernization program that would place the South Shore

"above the competition". Within two months, up to five hundred men were at work

rehabilitating the railroads tracks and track bed. By December, 1, 1925, the workforce

reached nine hundred men. By October 1926, the entire line between Kensington station

(115th and Cottage Grove) on Chicago’s South Side and South Bend was resurfaced. Work

began on lengthen and double-end the sidings along the single-track portions of the line and

equip them with high-speed turnouts. New bridges were installed, new stations built, and all

the steel structures cleaned and repainted. Under Insull, the South Shore ordered its first new

passenger cars in years. Also, he helped the South Shore gain trackage rights into downtown

Chicago via the Illinois Central’s electric commuter line. The South Shore Line is still in

operation today and is the last remaining interurban in the United States.

Frankly, the CRT was not that much more adept at making money than the previous

companies, but it sure seemed like it on paper. The new company quickly embarked on an

extensive expansion and modernization program. But in fact, the company was being

propped up in many ways by Insull’s large utilities empire.

In 1925, Insull’s North Shore Line began construction on a bypass route of its Shore Line

route. The tracks left the main line at Howard and reconnected south of North Chicago,

Illinois, paralleling today’s Edens Expressway for much of the journey. The "L" benefited as

well, operating local service on the Skokie Valley Route between Howard and Dempster

Street, Skokie. The area was sparsely populated, but it was hoped rapid transit service would

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raise property values (which it did) and create development, which would (more

importantly) create a permanent demand for the electric power generated by Insull’s Public

Service Company of Northern Illinois. Other improvements made during the 1920s included

a new office for Insull’s North Shore Line at 223 South Adams, numerous "L" platform

lengthening, several new terra cotta beaux-arts stations (Wilson, Wells Street Terminal,

Halsted/63, Logan Square, to name but a few), new rolling stock (the 4000-series "plushes"),

construction of the Skokie Shops, the elevation of the Evanston line from University Place

to Central Avenue, and extension of Garfield Park service to Westchester. Everything

seemed to be coming up roses for the "L .

Then came October 1929.

The Great Depression had a devastating effect on the "L" and eventually brought down

Insull’s utilities and transportation empire, sometimes referred to as the House of Insull –

due to what became an overly leveraged financial position of his main holding company.

Due to radically reduced employment, the "L" ridership plummeted. The CRT had

accumulated a surplus of $3.6 million, which helped it ride out the early years of the

Depression with high hopes the setback would only be temporary. It was not.

Revenue ridership dropped from almost fourteen million from 1929 to 1930. Ridership for

1933 plunged by more than another thirty million and the CRT posted its first ever loss of

$1.5 million. Disaster was temporarily diverted by drawing on the surplus, but the CRT was

at the mercy of larger economic forces beyond its control. The surplus was quickly depleted

and the company was rendered insolvent. On June 6, 1932, Insull resigned as chairman and

director of the Chicago Rapid Transit Company, effective the next day. On June 27th, the

Westinghouse Electric and Manufacturing Company filed a creditor’s suit requesting the

appointment of a receiver. The court appointed Britton Budd and the Chicago Public Works

Commissioner Albert A. Sprague, though Budd would eventually retire. The CRT’s collapse

probably would have come sooner, had it not been propped up by Insull’s utilities empire,

which it also proceeded to drag down with it. The story was repeated several times at the

onset of the Depression: How the financial overextension of a holding company – in this

case Insull’s Middle West Utilities – can bring down its otherwise healthy subsidiaries – in

this case, the power companies.

With his empire in collapse, Insull’s fortunes were in ruins. He was badly overextended and

had failed to squirrel away a personal fortune separate from his corporate accounts, so when

his companies went bankrupt one by one, so did he. He ended up living out his years on a

small pension from his business interests. One of Insull’s chief business strategies had been

to solicit many small investments from people of modest means. When Middle West

Utilities, Insull’s chief holding company, entered receivership in 1932, many saw their life

savings wiped out and Insull became an intensely disliked individual. The former utilities

and transit magnate decided to retire to Europe and ride out the rest of his years in quiet

obscurity, but his final years would be anything but quiet.

In October 1932, Insull was indicted on charges of bankruptcy, embezzlement and using the

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mails to defraud investors. Thus began an eighteen month chase to extradite Insull back to

the United States.

Insull had settled in Greece and the Greek courts refused to honor the United States’

petitions to have him extradited. In 1934, Insull’s visa was about to run out and it was clear

it would not be renewed. In March, he quietly left Athens aboard a steamer, the S. S.

Maiotis, which had been chartered for Insull by an English friend. He tried to reach

Romania, but the Romanian authorities would not grant him permission to enter the country

and threatened to arrest him if he essayed a landing. Leaving Romania, the Maiotis was

halted by Turkish authorities who locked the former industrialist up in a small Istanbul jail

cell for several days and nights. The Turkish courts agreed to extradite Insull back to the

United States and he was released to the American authorities on April 13, 1934. He was

taken home aboard the American Export Line steamship Exilona, which entered New York

harbor on May 7th. From there, he was taken by motorcade across New Jersey to Princeton .

Junction, where he board a private Pennsylvania Railroad car bound for Union Station,

Chicago.

After all the effort, Insull was acquitted on all charges. Some felt he had been made the

scapegoat for the whole stock market debacle. He returned to Paris after his trial to live out

his remaining years. He died of a heart attack in a Paris subway on July 16, 1938, penniless

according to popular legend. He was, in fact, not without money. It is likely this rumor

started because his wallet was pilfered when he died on the subway platform.

The last of the Samuel Insull died on May 17, 1997, with the passing of Samuel Insull III,

the grandson of Samuel Insull. Samuel Insull, Jr. passed away in 1983. The youngest Insull,

unlike his father and grandfather, did not work in the utilities and transportation empire

assembled by the elder Insull.

Samuel Insull was involved in many entrepreneurial and philanthropic endeavors. A 1922

article in the Suburban Citizen reports one of those endeavors. See Samuel Insull - Local

Newspaper Articles.

The Insull archives are maintained at Loyola University, Chicago.

Sources:

• • The Arthur U. Gerber Homepage.

  • Cudahy, Brian J., Destination Loop, Brattleboro, VR: The Stephan Greene Press, 1982

  • Moffat, Bruce, The "L": The Development of Chicago’s Rapid Transit System, 1888-1932 (CERA Bulletin 131), Chicago: Central Electric Railfans Association, 1995

  • Young, David M. Chicago Transit: An Illustrated History, DeKalb, IL: Northern Illinois University Press, 1998

  • http://www.chicago-l.org/figures/insull/

11/17/2003