Carl Fisher was a busy man in 1913. His Prest-O-Lite Company and his automobile dealership were both going great guns, the Indianapolis Motor Speedway he co-founded looked like it might amount to something, the Ocean-to-Ocean Rock Highway he had proposed in September of 1912 was taking off, and then there was the Indiana Automobile Manufacturers’ Association.

In the early years of the industry, Indiana was second only to Michigan in number of automobile manufacturers. Several of them cooperated in a 1911 four state promotional tour that was so successful they organized the IAMA and another four state tour in 1912. In 1913 they were ready for something bigger. The result was the Indiana-Pacific Tour that went from Indianapolis to San Francisco then down the coast to end at Los Angeles. Carl Fisher was part of the tour that left Indianapolis on July 1, 1913, the same day that the Lincoln Highway Association, which is what his Rock Highway proposal had led to, was incorporated. That coincidence of dates and a connection with the troublesome Colorado loop of the Lincoln Highway were essentially the only details of the IAMA tour I knew of. Now, thanks to Dennis and Terri Horvath, I know a lot more.

Hoosier Tour: A 1913 Indiana to Pacific Journey is not filled with flowery prose or lots of humor. That’s not how the Horvaths write. Neither is it filled with terse sentences and clipped descriptions. It is filled with an enjoyable and accurate account of the complete tour and the lead up to it. It tells of the men and machines on the tour and gives a hint of the tour’s impact on the acceptance of automobiles and the Good Roads Movement.

After a couple of chapters describing the IAMA and its planning for the tour, Hoosier Tour follows the Indiana vehicles across the country. Though not organized as such, the book is something of a group diary in that a day’s beginning and end points are usually mentioned along with highlights and lowlights.

This was a huge event in its day. It included eighteen cars and two trucks from fourteen manufacturers. Several journalists and a former Indianapolis mayor rode along. One car was driven by the winner of the inaugural Indianapolis 500, Ray Harroun. Several governors climbed aboard when the tour entered their state and rode along until it exited. Virtually every cluster of building on the route demanded a visit and presented the participants with gifts ranging from watermelons to free gas.

As an advertisement for Indiana built automobiles, the tour was a complete success. Not one car dropped out for mechanical reasons. It also performed well in regards to another stated purpose, boosting the Good Roads Movement. Aside from the high profile tour raising awareness considerably, it triggered improvement along the route it followed. Every locale wanted to make a good impression and the book tells of many improvements made just days ahead of the tour’s arrival.

One reason to impress was the belief, held by many, that Fisher was using the tour to evaluate the intended route of the Lincoln Highway. He denied any official connection between the route of the Indiana-Pacific Tour and the Lincoln Highway and much of the tour route was not even close to the path that would be announced in September but the belief was not totally without merit. Those familiar with Lincoln Highway history may know that the highway, as originally announced, did not enter Colorado but that a “Colorado Loop” was quickly added in response to pressure from the state. After reading the Horvaths’ account of the tour’s visit to Denver, which included a parade and a real brass band, it is rather easy to see why Colorado had expectations.

Even though the Indiana-Pacific Tour would continue on to Los Angeles, reaching San Francisco made good the title and there were great celebrations. A parade greeted them on arrival though the Horvaths do not say whether or not it included another brass band. Banquets, tours of the recently rebuilt city, and a stop at Cliff House kept the tourists busy for about three days. The book follows them down the coast to Los Angeles where most of the tourists boarded a train for the trip home. With the tourists back in Indianapolis, the final chapter touches on what followed for the Indiana automotive industry. Next are several pages of photos from the tour and appendices listing the tour’s people and vehicles.

There is little question that the Indiana-Pacific Tour should be better known than it is. It demonstrated the ability of automobiles, particularly Indiana built automobiles, to travel long distances and it brought nationwide attention to the value of good roads. It deserves to be more than a footnote to the Lincoln Highway and this book should help with that.

A lot has changed in one hundred years. It is a little sad that we can no longer purchase an Indiana built Stutz Bearcat but it is a good thing that we no longer have to dodge thrown ears of corn as the driver of the Stutz on the tour had to do after frightening a farmer’s horses.

Hoosier Tour: A 1913 Indiana to Pacific Journey, Dennis E. Horvath and Terri Horvath, AGG Publishing, 2013, paperback, 5 x 8 inches, 114 pages, ISBN 978-1490403267
Available through Amazon.

The Lincoln Highway turns a hundred this year. Brian Butko’s Greetings from the Lincoln Highway turns eight. At first glance, the 2013 Greetings… looks an awful lot like the 2005 Greetings… with a soft cover and a “Centennial Edition” banner on the front and it’s a fact that, in many ways, it is the same. It has the same organization with an introductory chapter and a chapter, with map, for each state the highway passed through and a very high percentage of the words and pictures in those chapters are the same, too. Another thing that remains the same and which accounts for the small in percentage but large in number changes is the care and attention to detail. Butko probably didn’t catch everything in the book that the passage of time has altered but he sure tried and he sure got a lot.

Most of changes are tiny and hard to spot. A lot are downers; Diners and motels that were operating in 2005 but have been closed or worse. Some, like the growth of Pennsylvania’s Lincoln Highway Heritage Corridor from 140 to 200 miles, are positive. A few changed words handle the bulk of these updates though some are more involved and a few include a photo change. New photographs are easier to spot than new words and I suppose a larger fraction of photos than words were changed but that’s just because the word count is higher that the picture count. The majority of the book’s graphics remain the same. Though I in no way benefit from the sale of this book, in the interest of full disclosure I need to say that I contributed a half dozen or so of the new photos.

Aside from the occasional new photo, the most visible changes may be in the statistics and maps at the front of each state chapter. Here population numbers from the 2010 census replace those from the 2000 census and the maps get a line for the Proclamation Route. The Lincoln Highway Proclamation Route was a list of cities published by the Lincoln Highway Association on September 14, 1913. Shifts started happening almost immediately and a detailed route was never signed or published that matched the September 14 announcement. But several of the cities dropped in 1913 fought unsuccessfully to return and many have fought more recently and more successfully to be recognized. Butko acknowledges that by including the ephemeral route. All of the quotes from postcards and other period communication that appeared in the margins of the original are still there and a few more have been added.

Greetings from the Lincoln Highway is almost universally accepted as the best book available for anyone wanting to travel or otherwise interact with the Lincoln Highway of today. And it’s more. That’s something I had forgotten. “The Good, the Bad and the Muddy”, the book’s opening chapter, not only introduces the Lincoln Highway, it provides a nice overview of the early days of motoring. When the book moves on to the individual states and a more concentrated Lincoln Highway focus, it offers both history and guidance. It is not a lay-in-your-lap turn-by-turn guide book but the text and maps contain most of what is needed to travel any alignment of any segment. Doing it for real is certainly best but there are enough pictures that doing it in an easy chair ain’t too bad.

Greetings from the Lincoln Highway — Centennial Edition, Brian Butko, Stackpole Books, 2013, paperback, 11 x 8.5 inches, 288 pages, ISBN 978-0811711746
Available through Amazon.

I’m reading this book for the third time. I read it around 2005 when I was dabbling with short drives on the Lincoln Highway to my east. I reread it in 2009 when I was getting ready to drive the Lincoln from the east edge of Illinois to the west coast. My current read is in anticipation of another long, hopefully full length, drive of what Drake Hokanson calls Main Street across America. I never read the original, only the pictured Tenth Anniversary Edition which is now fifteen years old itself.

I’m reading the book primarily because Hokanson’s appreciation of the road puts me in just the right mood to appreciate it myself but there are other reasons, too. One is that, like Butko’s book above, much of the original remained in the anniversary edition and provides its own glimpses of the highway when it was only three-quarters, rather than a full, century old. Lastly, it’s a chance to appreciate Drake Hokanson. It you think the Lincoln Highway is largely forgotten now, imagine what it was like in 1988. Hokanson didn’t invent a new road like Carl Fisher and his buddies but he did kind of invent the remembering of it. And that’s pretty cool.

The Lincoln Highway — Main Street across America — Tenth Anniversary Edition, Drake Hokanson, University Of Iowa Press, 1999, paperback, 10.6 x 9.4 inches, 256 pages, ISBN 978-0877456766
Available through Amazon.