Summer Program Schedule

Wythougan’s 2011 Program Schedule for Jacoby Church & Summit School

July 10 at 2:00 p.m. Vocal music by Melody Makers
Jacoby Church

July 24 at 2:00 p.m. Marshall County Church Orchestra
Jacoby Church

Aug. 14 at 2:00 p.m. Music by Dave Haycraft
Jacoby Church

Aug. 28 at 2:00 p.m. Old Fashioned Hymn Sing
Jacoby Church

Sept. 11 at 2:00 p.m. Civil War Remembrance
Jacoby Church Historical interpretations
Letters from Soldiers
Period music by Jack & Dawn Roose
Period Refreshments

Sept. 25 at 7:00 p.m. Wildflowers of Indiana
Summit Chapel by Laura Snipes

Oct. 9 at 2:00 p.m. Harvest Gathering
Summit Chapel Memories of Summit School
Symbolism of Grave Markers
Special Music by Autumn Leeds

Oct. 15 at 5:00 p.m. Wythougan Annual Meeting
Bremen Depot

Jacoby Church turns 150

The 150th anniversary of the original dedication of the Jacoby Church on King Road was held on June 12, 2011. A stirring message was delivered by Bob Read, who grew up in the church, and the Maxinkuckee Singers provided inspirational music.

The following is a history of the Jacoby Church:
In 1847 a group of German families from Ohio settled together in what would become known as the Jacoby Neighborhood. After losing their daughter Catherine to typhoid fever in 1850, John & Catherine Jacoby deeded a parcel of land for the purpose of a cemetery, church, and school. John Fesser began construction in 1860 on the one room Greek Revival style church building. On May 23, 1861 the Plymouth Democrat reported that the German Reformed Church situated three miles east of Plymouth in the Jacoby neighborhood will be dedicated on June 9, 1861.
Jacoby Church operated for the German Reformed and Lutheran Denominations (1850), German Reform Church (1861), St. John’s Church (1870), and St. John’s Reformed Church of Center Township (1892). According to the Daily Pilot on Sunday April 7, 1935 the Maple Grove and Jacoby Sunday School honored John R. Jacoby, Jr. for serving 54 years as a faithful janitor and sexton of the church. During the 1940’s a congregation formed with ties to the Missionary Church denomination, through Bethel College. On June 29, 1958, the Jacoby Church reopened after being closed for many years by the congregation that would later build Sunrise Chapel. Services were held here until April 26, 1964 when their new church was constructed east of Plymouth. Iris Price, a Jacoby descendant, coordinated maintenance for the structure and cemetery for many years after. A one room school house was once located north of the building.

The building is a combination hand-hewn timber frame and balloon frame construction. The floor timbers are oak and poplar logs 24” wide. The roof has unusual hewn timber frame trusses. While most of the interior finishes date to 1910 when the building was remodeled and the foyer and bell tower were added, the unusual wood ceiling was exposed during restoration and dates to 1860. This type of ceiling exists in only one other known location in Indiana. The oil lamps hanging from the walls are original, as are the wood slab benches and wood stoves. The pews, podium, alter, and hymn and attendance boards date to the 1910 remodel as does the piano.

In 2006 Wythougan Valley Preservation Council worked with Center Township Trustee Doug Kucera to restore the building. Restoration was completed in 2008 using more than $40,000 in cash and volunteer services. The building was placed on the National Register of Historic Places in 2006.

Jacoby Church 150th

The rededication service is scheduled for Jacoby Church, one mile north of US 30 on King Road, for Sunday, June 12 at 2:00 pm. The event will mark the 150th anniversary of the original dedication on June 9, 1861.

The Maxinkuckee Singers will perform and lead in singing hymns. Mr. Robert Read, who attended the building as a child, will provide an inspirational message. Light refreshments will be served.

Because parking is at a premium, please consider carpooling with others you may know who would enjoy attending this event.

A history on the building can be found at:
http://hoosierhappenings.blogspot.com/search?q=jacoby+church

We look forward to marking this important milestone of Marshall County's oldest public building with you.

Plymouth: Bridge City

Part 2 in the series on Plymouth's historic bridges

The second phase of bridge construction employed new technology developed at the close of the 19th Century. Concrete cast into arched forms provided a modern approach to traversing the Yellow River.

Jefferson Street/Lincoln Highway Bridge, 1927
Type: Filled-spandrel two-arch; skewed. In 1987 a cantilevered deck was installed and the project removed rails and lampposts. The original engineer is unknown.
The new alignment’s path (1928) of the Lincoln Highway in Indiana was fully decided except for the path it would take through the City of Plymouth. There were two sides lobbying for their own path the highway would take. Ultimately the state told Marshall County if they could not decide, it would be decided for them and a deadline was given. Several meetings followed until the night before the deadline and in packed chambers at the high school, both sides presented their case for their preferred path. The two choices were between the downtown, using Pennsylvania Avenue, or Jefferson Street. The City and downtown businessmen lobbied for the downtown route, while others preferred Jefferson Street. If the Jefferson Street route was chosen, a new bridge would have to be constructed over the Yellow River. If the downtown route was chosen, the highway could use the new Garro Street Bridge. Ultimately the group promoting the use of Jefferson Street won because they were able to show that even with the construction of a new bridge, their path would be less expensive to construct. The new Jefferson Street/Lincoln Highway Bridge was constructed between 1927-1928 for the sole purpose of the new alignment of the Lincoln Highway.

Garro Street Bridge, 1919
Type: Filled spandrel two-arch; skewed with triangular cutwater and paneled pier pilaster, National Concrete Company, builders
The concrete bridge was constructed at the river crossing of one of Plymouth’s most important cross streets. It retains significant integrity despite the loss of its ornate streetlights mounted at each corner. Arched concrete bridges of this period were constructed using wood planks as the underside of the bridge form. The plank and wood grain marks can still be seen in the concrete under the arches.

Michigan Street Bridge, 1917
Type: Filled spandrel two-arch; Daniel Luten, engineer
The bridge forms the southern terminus of the Plymouth Downtown Historic District, listed on the National Register of Historic Places in 1998. The bridge was restored in 2007 with handrails sympathetic to the original design with the added feature of lampposts in the style of the historic residential areas of Michigan Street. Daniel Luten was a world-renown concrete bridge engineer and created some of the most spectacular spans in the United States. He taught engineering at Purdue University. The current bridge replaced an early steel truss bridge; the original drawings for the steel bridge are located at the Marshall County Museum. The Marshall County Commissioners restored the bridge in 2007.

Plymouth: Bridge City

Part 1 of a 2 part series on the Historic Bridges of Plymouth
Most people wouldn't think of Plymouth as a city of bridges, but indeed with the meandering nature of the Yellow River and the route of the former Pennsylvania Railroad through the city, bridges were a very important part of a transportation plan even when the city was a mere town of a few thousand souls. There are six historic bridges in the City of Plymouth, three are steel and date to an earlier period of time, the other three are concrete. The following are those fabricated in steel:

LaPorte Street Footbridge, 1898
Type: Steel suspension bridge, Rochester Bridge Company, builder
The bridge was listed on the National Register of Historic Places and is one of only three historic footbridges in the State of Indiana. All three are suspension bridges, meaning that the deck, or walkway, is suspended by cabling to the end piers. The other two bridges are newer and were part of the New Deal projects in Turkey Run State Park and Winamac. The Rochester Bridge Company operated out of Rochester, Indiana and was a prolific bridge fabrication plant for the Midwest.

Pennsylvania Railroad Viaduct, c. 1900
Type: Pony plate girder truss with two spans on rusticated limestone abutments and center pier. About 1995 the railroad covered the center pier with concrete.
When the Pennsylvania Railroad first came through Northern Indiana in 1856 its route through Plymouth crossed the historic Michigan Road with little problem. But as Michigan Street became more traveled it is believed the railroad created an earlier viaduct which then was expanded in about 1900 to accommodate two sets of tracks. Close examination of the stone abutments show various symbols indicating to builders how to construct the abutments, as well as the difference between the earlier stone used for the original abutment and the 1900 construction.

Pennsylvania Railroad Bridge, 1902
Type: Eight panel full-hip Pratt pony truss style metal bridge on rusticated limestone abutments, American Bridge Company of New York, builder
In James Cooper’s Historic Metal Bridge Inventory, it states this bridge is among the earliest examples of the Pratt pony span built on Indiana’s rail system that still exists and references the heavy members designed for unusual load-bearing capabilities. As part of the city’s greenway plans a canoe portage will be located below the bridge on the sandy shore of the Yellow River. James Cooper is a professor at Ball State University and is considered the leading authority on Indiana bridges.

Bremen Depot Rededicated

This is the last in a series about the Bremen B&O Depot that was rededicated on May 1st under sunny skies with the Bremen Band playing to a crowd of over 120 well-wishers.

The Bremen depot was located on one of several historical railroads in Marshall County. These include the Pennsylvania Railroad (or Pittsburg-Ft. Wayne-Chicago) that runs east/west through the center of the county through the communities of Bourbon, Inwood, Plymouth, and Donaldson. The Vandalia Railroad and the former Nickel Plate Railroad (or Lake Erie-Western) also were located in the county and essentially ran north/south through the communities of Argos, Plymouth, and Tyner (Nickel Plate) and Culver, Plymouth, and LaPaz (Vandalia). Another east/west railroad (New York-Chicago-St. Louis) is located in the southern part of the county and goes through the communities of Tippecanoe, Argos, and Burr Oak. The railroad also went through a number of small railroad villages that never developed full railroad stations.

Bremen’s depot is one of only four train depots that remain in Marshall County. The Pennsylvania Station and Nickel Plate Depot both exist in Plymouth. The Pennsylvania Station is a brick building constructed in 1914 and the Nickel Plate Depot was constructed in 1889 in the Stick Style. Both of these buildings are used for railroad storage and unfortunately are in deteriorating condition. Culver’s Vandalia Railroad Station was constructed in about 1925. It has been converted to a meeting hall for the Culver Lions organization. The other county’s depots, most of them small wooden structures, have been demolished.

In 1914 there were 123 depots on the three B&O lines through Indiana; the number had dropped to 27 by 1986. About the same time there were only 11 depots remaining on the Chicago (Bremen) line of the B&O. The B&O Railroad constructed wood depots in LaPaz and Teegarden west of Bremen in Marshall County; these no longer exist. West of Marshall County the B&O Railroad constructed wood depots in Walkerton, Miller and other smaller communities prior to the rails’ junction with the Grand Trunk leading into Chicago. Only the Miller depot, constructed in 1910, exists; it has been renovated and is in use as a restaurant. Gary’s Union Station, a large Classical Revival building, was constructed by the B&O in 1910 and remains today.

East of Bremen the Baltimore & Ohio Railroad constructed a depot in Nappanee in 1910 and remains an active passenger station. East of Nappanee the next B&O town was Syracuse. It retains its historic depot that was constructed in 1913 in much the same style as Nappanee’s depot; it is in deteriorating condition. East of Syracuse a wood depot was constructed in Wawasee in 1908; it was relocated to Benton, IN. East of Wawasee only two other B&O depots remain in Indiana. One is in Garrett, a town founded by the Baltimore & Ohio Railroad and named for its president; the building is the railroad’s freight depot constructed as a simple side gabled building in about 1910. The other is the Auburn Junction Depot that was constructed about the time the B&O Railroad was constructed through Indiana, in 1874. It was built in the Italianate style and relocated from its original site. Most of the remaining B&O depots in Indiana date to the infrastructure improvements between 1910 and 1917; Bremen’s construction in 1929 came considerably later.

Many congratulations to the folks in Bremen and with Historic Bremen, Inc. for the restoration of yet another Marshall County landmark.

Bremen Depot: part II

Second in a series on the Bremen Depot in celebration for its rededication Sunday, May 1st.


Having a new depot constructed by the railroad was termed a “long dream” by the town when a committee of business men met with high officials of the railroad in 1928. By the end of this meeting railroad officials had given their “unqualified assurance” that the company would build a new depot that would be considered “modern and adequate”. Work would start as soon as plans presented by the railroad were modified based upon suggestions by the committee at the meeting. The plans presented by the railroad appear to have been proposed to the town prior to the meeting and were referred to as “original plans of several years ago”. It is unclear why the railroad had not constructed the depot prior to this time. The original drawing of the depot as proposed by the railroad was virtually identical to what was constructed with the exception of porticos constructed on each side over the entries.

It appears that the town of Bremen requested the addition of the porticos, probably for the purpose of sheltering passengers entering and exiting the building. No doubt the town also adhered to the thought proposed by Clay Lancaster in his book Waiting for the 5:05: Terminal, Station and Depot in America, “The train station was the image of the community, presenting at a glance something about its size, affluence, livelihood and social range of its citizens, their taste in architecture.” It appears the townspeople took image seriously when the portico additions were made to the original drawings. A newspaper article stated that the new depot would compare favorably with anything else located on the rail line. The appearance of the building was positively commented on in succeeding newspaper articles as well as its superior and virtually fire-proof construction. A review of other buildings constructed in the community at the time of the depot’s design and construction shows only one in a comparative style and level of detail found in the depot. If the committee of business men were looking for a visual precedent from which to draw inspiration for the addition of the porticos the bank building at the southwest corner of Plymouth and Center Streets may have provided this. It was constructed only a few years previously in a neoclassical design with fluted columns flanking the front entry. It was restored and now serves as the town hall.

There has been no success in making a determination of who designed the depot. The name R Ramsay Smith with a copyright mark is located on the original rendering of the depot prior to the inclusion of porticos (1928); however Smith may have only been responsible for the rendering. In an article written about the dedication of the depot RF Everet was listed as one of the railroad officials, and as the Building Engineer located out of the B&O Railroad’s Garrett office. However, it is indeterminate if Everet was the design engineer or a supervising engineer for the railroad. During the period in which the Bremen depot was redesigned and constructed the B&O Railroad’s Chief Engineer was HA Lane, their Engineer of Building was LP Kimball, and their Engineer of Construction was AM Kinsman. The B&O Railroad used the term “Engineer of Buildings” for the head of their design division, but it is indeterminate if Kimball designed the Bremen depot, though he has been credited with the design of other depots. Both Lane and Kimball are referenced in these positions as early as 1922 and Kinsman as early as 1905.

Construction began on the new passenger depot in April, 1929 by a local contractor, S. G. Lehr; the old depot was to be used as a freight house. The new depot was dedicated on October 22, 1929. The dedication was a formal event with high-ranking representatives from the Baltimore and Ohio Railroad, local officials, and American Radiator officials. The Bremen Kiwanis Club organized the event that included a brief tour of the town, speeches, music, and a banquet at the Arco Hotel. The depot’s use followed the declining use of the railroad as the automobile became the preferred method of transportation. The new depot served the town for forty years with passenger service until it ceased in 1971 and was used only as a railroad office. That use ended in 1987 with the transfer of the railroad’s last station manager from this location, Melvere Sheley. The Baltimore & Ohio Railroad retained its identity until 1986; the railroad through Bremen is an active line currently operated by CSX.