The Most Famous Hoteliers of All Time. Volume 2 - ebook

FOREWORD

My adventure with the history of the hotel industry started back in 2003, when as a hotel manager with ten years’ of experience I wrote my first article on Kemmons Wilson – the founder of the Holiday Inn brand. It was published in a Polish hotel magazine called Hotelarz under the title of Rewolucyjna podróż (A Revolutionary Journey). Back then, the Polish publishing market did not offer any books about prominent figures of the lodging industry. To fill this gap, I started exploring the Internet and ferreting out all the information on hotelkeepers from different eras and parts of the world, analyzing their contribution to the growth of this profession and the entire hospitality industry. As a result, subsequently, biographies of Ernest Henderson, Ellsworth Statler, Charles Forte and John Willard Marriott were forged.

Eventually, I arrived at the idea of enriching these previous loose articles with more characters that would be then combined into a single comprehensive book. Originally, I intended to present biographies of sixteen famous hoteliers; however, the volume of my work grew progressively reaching up to thirty-six chapters. The ultimate version of the book, which I have titled The Most Famous Hoteliers Of All Time, took nearly fifteen years to write. Although in the course of this process I stopped working in the hotel business, the subject of this study has become my passion. A passion I have given my all heart to by dedicating lots of time to explore it. I wanted to create a valuable compendium of knowledge that would be factually correct, with every mentioned fact backed by a reliable source. Throughout those years, I have collected and read tens of books in foreign languages and thousands of online articles, including many digitalized press excerpts dating as far back as to the first half of the 20th century. Some of the previously written chapters had to be corrected later on after I encountered other significant information or when some of the protagonists passed away. All these efforts allowed me to hone my study to the minutest detail.

Since December 2021, the printed version of the book in Polish Najsławniejsi hotelarze wszech czasów has been available on sale. The release was financed using my own resources exclusively, without the help of any publishing company. Owing to the power of social media and word-of-mouth publicity, the entire first issue sold out within only three months. Good reviews provided mainly by people in the industry encouraged me to take up further steps to promote the knowledge about the illustrious hoteliers around the world. Up until now, Americans used to write about American hotelkeepers only, whereas the Swiss used to write about the Swiss ones; however, now, a Polish man decided to bring together all the stories and achievements of hote­liers of various nationalities in the form of one comprehensive study.

The digital English version of The Most Famous Hoteliers Of All Time comprises two volumes arranged into thirty-six chapters that unravel incredible stories of forty-one hotelkeepers. Among them, one can find builders, constructors, developers, hotel owners and managers, chefs and maîtres d’hôtel, as well as creators of new concepts, hotel brands and entire hotel chains. The study explains the origins of hospitality companies and hotel chains, such as Ritz, Hilton, Marriott, Radisson, Holiday Inn, Oberoi, Sheraton, Accor, Four Seasons, Days Inn, Residence Inn, Howard Johnson’s, Hyatt, Best Western, Trust Houses Forte and many more. Much space has been given to the true pioneers of the trade who have long been forgotten yet had an immense impact on the development of professional hotelkeeping. They raised exceptional buildings in difficult-to-access locations, ran them most skillfully and introduced innovative ideas and standards that are employed to this day, but most of all, they provided travelers with hotel services of good quality. These prominent figures undoubtedly improved the professional status of hoteliers and enhanced the prestige of the industry. I would like the publication The Most Famous Hoteliers Of All Time to serve as a tribute to the legends of the hotel trade worldwide who went down in history. For this reason, I dedicate this unique compendium of knowledge to all hoteliers around the globe eager to explore the roots of their profession and the standards that have been implemented in the industry over the years.

Robert Woliński

P.S. I do realize that my choice of protagonists is based on a subjective judgment and that many believe there are other hoteliers who also deserve a place in the pantheon of hotelkeeping legends. I fully agree with this view, particularly given that the factual resources that I have collected could easily provide the content for more volumes of this book. Will there be the third and fourth tomes of The Most Famous Hoteliers Of All Time? Time will tell.1

GEORGE PULLMAN

The constructor of the hotel on wheels

This American industrialist and engineer became famous for creating a luxury hotel on wheels. His concept revolutionized long-distance train travel and has become a driving force for ventures such as the Orient-Express, Le Train Bleu and the Golden Arrow. However, he also went down in history as a wealthy capitalist whose pride and desire for total control over everything brought him success in his business, but also ruined his reputation and health. At present, his last name is associated primarily with the luxurious brand of Pullman Hotels.

George Pullman, 1831–1897

(Source: Pullman State Historic Site)

George Mortimer Pullman was born on March 3, 1831, in Brocton, New York. He was the third of the ten children of James Lewis Pullman and Emily Caroline (née Minton). His other siblings were Royal Henry (1826–1900), Albert Benton (1828), Frances Carolan (1833–1834), James Minton (1835–1903), William Eaton (1837–1839), Charles Lewis (1841), Helen Augusta (1843), Emma Caroline (1846) and Frank William (1848).1 Initially, his father ran a farmstead and later, he worked as a carpenter; then, he invented a method for moving buildings (a machine on wheels), which he patented in 1841. Young George grew up on a family farm Budlong; he discontinued his education in fourth grade and in 1845, he took up a job in a small general merchant store “Buck and Minton” for a monthly salary of forty dollars. The co-owner of the store was his mother’s uncle John Minton. At that time, the entire Pullman family relocated to Albion on the Erie Canal, east of Buffalo.2 George did not join them until 1848. First, he helped brothers Henry and Albert make furniture in a manufacture in Orleans County; then, together with his father, he was moving entire buildings situated along the Erie Canal, as it was being widened. When Lewis Pullman died in 1853, it was twenty-two-year-old George who took the responsibility for the business and the family, being his eldest unmarried son at that time.3

In 1856, he left for Chicago seeking new orders, where he managed to sign a contract for raising the Matterson House, one of the more popular local hotels, by five feet. A similar order was placed as regards a hotel named the Briggs House. Founded in a swampy area, Chicago was struggling back then with pervasive mud in the streets and humidity in households. Therefore, the municipal authorities decided to create a comprehensive drainage system and to install water and sewer works, and gas pipelines. To this end, the level of entire quartiers in the city, and thus also that of the buildings located there, had to be lifted by as much as ten feet. This was an excellent challenge for Pullman, who proved that his method made raising the level of entire brick-and-stone buildings possible. However, an endeavor on such a great scale required him to join forces with another entrepreneur of a similar business profile Charles H. Moore. Over the years that followed, the Pullman & Moore company they founded acquired many lucrative contracts in Chicago, executed at a rapid pace and in the very same manner. On a mark, 600 workers, all at once, were turning a jack screw, and once the building was lifted, its foundations were supported. The execution of this task took only five days and did not even call for the people who were inside the building to leave it. This is how in 1861 Pullman & Moore handled also the massive Tremont House, a six-story hotel covering almost one acre.4 George Pullman was proclaimed a genius and a local hero.

When attending to his business activities in Chicago, Pullman would often take a train, experiencing the inconvenience of a long commute (uncomfortable seats, noisy travel, filth, bad odor, hunger and boredom). At one point, he decided that he could offer society something better and started devising a new passenger railcar concept. The first sleeping car was flaunted by the Cumberland Valley Railroad, which in 1836 had already put into service a car with bunks at three levels named the Chambersburg. Two years later, the Philadelphia, Wilmington & Baltimore Railroad introduced convertible seats for use both during the day and in nighttime. In 1857, Pullman entered into cooperation with former senator of the state of New York Benjamin C. Field, who held the rights to build Woodruff’s sleeping cars in Western states. Under the name Field & Pullman, the two partners signed with railroads from Chicago, Alton and St. Louis, a contract for putting a more comfortable sleeping car into service.5 To implement his revolutionary idea, Pullman hired mechanic Leonard Seibert, who started from converting two cars of the Chicago and Alton railroad. Each of them was divided into ten open sleeping sections with top and bottom bunk beds, a blanket closet and two restrooms situated at the ends of the car. The walls and seats were upholstered in plush. The cars were illuminated with candlelight and heated with wood stoves. Back then, there were no porters and beds were made by the brakeman. Both converted cars cost Pullman two thousand dollars each; they linked Chicago and St. Louis, and were approved by the travelers.

Further improvements required much more capital that Pullman did not have. Tempted by the gold rush, he left for Colorado in 1860. There, he committed himself to several different businesses, including a gold mine and an ore crushing mill at Russell Gulch, a store and a bar in Central City, as well as a lodging facility, warehouses and a vehicle rental business for miners at Cold Spring Ranch. At that time, Field purchased and converted several Tremont and Southerner cars, and made them available for the Galena & Chicago Union Railroad. Three years later, Pullman returned to Chicago with a sum of 20 thousand dollars to further implement his plans.6

In July 1863, the partners bought from the Wason Car Co. a brand-new sleeping car for twenty thousand dollars. Christened the Springfield, it was nearly 56 feet long with the maximum capacity of fifty-six passengers. It comprised fourteen sections and two private rooms at the ends. In daytime, it served as a parlor with sofas arranged along the walls, which, once folded out for the night, turned into a comfortable place to sleep. Furthermore, passengers could use top bunk beds that were pulled down from the ceiling. They had mattresses and blankets at their disposal. The first modern car designed from scratch by Field & Pullman was the Pioneer, which rolled off the production line at the end of 1864. Even more luxuriant and convenient than the Springfield, it could accommodate up to forty-eight passengers in twelve open sections. The interior was outstanding owing to its dark chestnut woodwork, French plush upholstery, thick carpeting, velvet drapes, brass fittings and elegant chandeliers. Aside from compartments for the staff and a bed linen closet, there was also a spacious bathroom.

Though the Pioneer turned out to be a “miracle on wheels” of that period, due to nonstandard measurements (it was too wide and tall), no railway company would put it into use, as that would necessitate the raising of bridges and cutting platforms at train stations. Then, unexpectedly, the widow of Abraham Lincoln, shot in April 1865, came to Pullman’s aid, wanting to bring the Pioneer as part of the funeral train carrying the President’s body from Washington, D.C., to his resting place in Springfield, Illinois. The Alton Railroad decided to remove all barriers on the way of the funeral train and, by the end of the thirteen-day-long journey, Pullman’s car earned nationwide acclaim. Later, the Civil War hero General Ulysses Grant decided to use the Pioneer on his way back home to Galena, Illinois; hence, the Chicago & North Western Railroad was forced to make architectural adaptations on their tracks, too. By the end of 1867, there were as many as forty-eight sleeping cars of this kind were in use, operated by seven different railroad companies.7 In January 1867, Benjamin Field withdrew from the partnership and on February 22, the Pullman Palace Car Company was registered in Chicago with a major financial contribution of the steel magnate Andrew Carnegie. The supervisory board appointed George Pullman President of the company, who also handled advertisement. Production aspects were the responsibility of his brother Albert, whereas financial and legal matters were attended to by Charles Angell. Later, the latter embezzled thousands of dollars of the company’s money.8

The Pullman Palace Car Company became the owner of all the sleeping cars of the Michigan Central Railroad, the New York Central Railroad and the Canadian Great Western Railroad with George Pullman’s end goal to establish a single nationwide network of sleeping cars. Riding high on the waves of success, in 1867, he decided to launch the President on the market, the first luxury hotel car with a kitchen and a dining room. When it comes to the cuisine and the service, it could easily compete with the best restaurants in the country. A year later, it was joined by an original dining car the Delmonico, whose menu was devised by chefs from the famous New York Delmonico’s Restaurant. The kitchen, measuring eight by eight feet, was situated in the middle of the car and held a water container, a sink, a pantry and tables for preparing meals. Under the car, there was a refrigerator storing meat, fruit and vegetable supplies. On each end, the kitchen was adjacent to a dining area with six tables for four people each and the maximum capacity of forty-eight boarders who could dine all at once. The dining car was equipped with tablecloths, crystal tableware, silverware and china. Its staff comprised two cooks and four waiters in white suits.9 Subsequently manufactured hotel cars were christened the Western World, the City of Boston and the City of New York. They cost over 30 thousand dollars each.

Interiors of Pullman car (Source: Vintage News)

The interiors of Pullman’s hotels on wheels were designed in various ways. A parlor car comprised a spacious living room with a wide sofa, two mobile armchairs, a private restroom, a storage space for baggage and a closet. Since it offered the possibility to use three bunk beds for the night, it was particularly suitable for traveling families. The bedroom ensured a comfortable place for rest during the day and beds for two, including an upper berth unfolded from the ceiling. The sleeping compartment with a restroom was designed for a single person who wanted some privacy. In turn, a typical sleeping compartment could accommodate four passengers who went to sleep on full-size couchettes by unfolding the upper berths. Each hotel car had its own kitchen where gourmet meals were prepared. It was designed most excellently, with its small space allowing the personnel to bake, fry and cook on its one side, and store kitchen utensils and food products such as meat, fruit and vegetables, wine and spices on the other. A small kitchen like that could provide as many as nearly 250 meals a day. Pullman’s hotel cars provided all the luxury one could think of, never seen before: crystal chandeliers hanging from the ceiling, table lamps with silk lampshades, leather seats, plush upholstery, furry carpet flooring, lavish ornaments, top-quality bed linen, as well as improved heating and air-conditioning systems. All that made long-distance traveling a great pleasure. Another significant element was the excellent staff that ensured a wide range of services to the car passengers, greeted them, assisted in finding way to their compartments, verified their tickets, folded out the beds, cleaned the cars, polished shoes, ironed suits, sent letters and telegrams, brought meals on demand, etc. Passengers on board were overseen by a Pullman porter, typically a black former male slave from the South, trained specifically for that purpose. This is because Pullman believed that such men cost less, are naturally predisposed to serve people and experienced in this field, and perform their job eagerly, with no sentiment. Wealthy white passengers would often call a porter “George”, since at that time, servants were customarily named after their owner. Although many considered Pullman to be a racist, he was the greatest employer hiring Afro-Americans in the U.S. The latter saw the position of a porter as a prestigious, relatively well-paid occupation offering the possibility of travel and, most of all, a prospect of becoming part of the black middle class forming at that time. A Pullman porter had to observe rigid standards contained in a 127-page-long manual, practiced during fourteen days of a probation period.10

Many railroads, such as the Michigan Central Railroad, the Chicago and the Great Western, put these sleeping cars, hotel and dining cars into service. Nonetheless, Pullman never sold them; he would rent them including the staff, taking one percent for each ticket sold on such a car. In 1869, the Pullman Palace Car Company had over seventy cars in service at its disposal, acquired the Detroit Car and Manufacturing Company, as well as the business and patents of its eastern competitor the Central Transportation Company. In 1871, George Pullman together with Andrew Carnegie provided aid to the Union Pacific, which was in financial distress, and became a member of its supervisory board. This business strategy brought him a fortune. By 1875, Pullman had patents worth 100 thousand dollars, 700 cars in service and several hundred thousand dollars in the bank.11

On June 13, 1867, George Pullman married Harriett Amelie Sanger – daughter of Mary Catherine McKibben and James Y. Sanger, a construction company owner – with whom he had four children, namely, Florence (1868), Harriett (1868), and twins George Jr. and Walter Sanger (1875).12, 13 The Pullmans had a high social standing. For half a million dollars, they built a stately mansion on Prairie Avenue in Chicago, and would spend time in social clubs together with other rich families, partaking in social events. They would also often visit President Ulysses S. Grant and his wife Julia in the White House or their summer residence in Long Branch. In 1888, Pullman acquired an island in the Thousand Island archipelago in Alexandra Bay, which he then named after him and built there a family retreat the Castle Rest.

George Pullman would continuously take business trips across the U.S. and often to Europe. In 1873, he signed a train furnishing contract with the Midland Railway Company from England, whereas in 1879, he provided his dining cars to the Great Northern Railway, linking Leeds and London King’s Cross railway station. In turn, in 1875, he built a factory in Turin, Italy, with the intent to supply cars to the entire Europe.14

George Pullman displayed a strong interest in social reforms and wished to maintain good relations with his workers. He believed that by ensuring for them a safe, clean and cultural environment, they would reciprocate with their loyalty, integrity and high commitment to hard labor. In 1880, for 800 thousand dollars, he purchased an area of 3953 acres near Lake Calumet, 14 miles south of Chicago, close to tracks owned by the Illinois Central Railroad. He hired an architect Solon Beman and a landscape designer Nathan Barrett to create a model city next to his greatest planned factory – a place that would be free from poverty, filth, diseases, crime, prostitution and alcoholism. The construction work on Pullman City ended in 1884 and cost eight million dollars. The city had its own shopping center, a bank, a theater, a hospital, a post office, schools, parks, promenades and playgrounds. There was also a library of eight thousand volumes, a church and the luxury Florence Hotel with sixty rooms, named after Pullman’s favorite daughter. In all residential buildings, which looked exactly the same, gas lighting, an internal sewer system and optional systematic waste disposal were ensured. By 1893, the city population reached 11 thousand citizens, of which six thousand worked at the Pullman factory. This utopian city, which was a major attraction during the 1893 World’s Columbian Exposition (1893), became a nationwide sensation. The press praised Pullman for his vision and charity work; in truth, Pullman City was part of a business empire that was also expected to be profitable (six percent for the city and eight percent for the factory). As the owner, Pullman wanted to maintain absolute control over everything in the city; for this reason, he implemented his own strict rules. No resident could own the house he lived in. He was paying rent for it and all the benefits, starting from eight dollars for a three-room apartment up to 18 dollars for a row house. Obviously, at least one family member had to work for the factory. Even the only church in the city, the Greenstone Church, was intended for rent, but the cost of rent was so high (300 dollars a month for the church and 65 dollars for a vicarage) that no denomination could afford it, and so the church remained empty.15 Pullman banned independent press, gatherings and charity organizations, as well as sale and consumption of alcohol (which was available only at Hotel Florence for its guests, exclusively). His inspectors would systematically walking from one home to another checking cleanliness, allowed to terminate a tenancy agreement upon ten days’ notice. He hired watchmen who reported all abuse of the rules that were in force in the city. Pullman ensured ideal living conditions, but had little to no respect for basic human rights. His workers would say, “We are born in a Pullman house, fed from the Pullman shops, taught in the Pullman school, catechized in the Pullman Church, and when we die we shall go to the Pullman Hell.”16

By 1890, the Pullman Palace Car Company was the ultimate success. It had taken over all the major competition including the Union Palace Car Company, the Marin Boudoir Car Company, and the Woodruff Sleeping and Parlor Coach Company, and entered the segment of second-class sleeping cars, that is, tourist cars. To satisfy this market, Pullman purchased sixty tourist cars from Atchison, Topeka and Santa Fe, twenty similar ones from the Atlantic and Pacific Railroad, and a quarter of shares in seventy second-class cars from Union Pacific. These acquisitions allowed Pullman to adapt them to service various types of political rallies and conventions, and to provide accommodation for their attendees, e.g., 125 cars for the Grand Army of the Republic’s reunion in San Francisco, 55 sleepers for the Grand Sovereign Lodge of Odd Fellows in Boston and two hundred cars for the Knights Templars in St. Louis. With 12,367 employees, Pullman operated as many as 2135 running luxury cars and 286 second-class cars, which together provided accommodation for 100 thousand people a night. That is more than all the highly-ranked hotels in the America at that time combined.17

Sadly, in 1893, a nationwide recession ensued, causing a significant reduction in all lines of business and mass unemployment. Pullman decided to reduce costs in the entire company and cut wages by nearly one third while maintaining the rates for rent in Pullman City and store prices at the same level. What is more, he would deduct these rates directly from wages, which resulted in significantly lower payments for many workers. Once negotiations with the owner of the city failed, its desperate residents sought help from the American Railway Union headed by Eugene V. Debs. Since George Pullman, who opposed the concept of a labor union, refused to engage in any negotiations (he shut the factory down, locked his house and left the city), the workers declared that strikes on a large scale would take place on May 12, 1894. Meanwhile, the ARU blocked all trains of railroads that were using his cars. To crush the strike, Pullman put his political influence into play and received support from Governor of Illinois John P. Altgeld and U.S. President Grover Cleveland himself. To this end, National Guard and police troops were sent to Chicago from Illinois; together with the local gendarmerie and police units, they handled the protestors violently. Eventually, the strike ended on July 12, 1894 with hundreds of cars put on fire (the losses were estimated at 80 million dollars), numerous wounded on both sides, thirty fatalities, and a six months’ prison sentence for ARU President Eugene Debs.

These events had a severe impact on George Pullman’s health, who died of a massive heart attack on October 19, 1897. Fearing that his body would be defiled by labor activists, his family buried him at night at Graceland Cemetery. His body was laid into a lead coffin and then put in a tomb made of reinforced concrete filled with cement, on which a Corinthian column was set up.18

After George Pullman’s death, having investigated the reasons for the strike, the Illinois Supreme Court ordered in 1898 that the Pullman Company waived ownership of the city and that the city became part of Chicago. By this judgment, the city residents were allowed the possibility to buy their homes. The court decision was enforced by a newly appointed President Robert Todd Lincoln (son of President Abraham Lincoln), who managed the company until 1911, leading it into a new era of railroad cars, which were twenty feet bigger, cast in steel, with electric lighting.19 In 1934, the Pullman Company merged with the Standard Steel Car Company and changed its name to the Pullman-Standard Car Manufacturing Company, which manufactured its last car in 1982 for Amtrak.20

Pullman-modelled hotel cars appeared also on the European continent. This was owing to a Belgian named Georges Nagelmackers (1845–1905), who in the years 1867–1868 traveled far and wide in the United States and was highly impressed by Pullman’s cars. Upon his return home, he decided to create a network of similar luxury trains that would run across the entire Europe. In 1867, be brought to life a company named Compagnie Internationale des Wagons-Lits, which became the leading train operator in the course of a few years with famous trains such as the Orient-Express (Paris-Istanbul), the Nord Express (Paris-St. Petersburg), the Sud Express (Paris-Lisbon) or the Trans-Siberian Express in Russia. Wagons-Lits also created its own hotel chains, one of which was named the Pullman Hotels after George Pullman. When in 1991 the company became part of the Accor corporation, as part of a rebranding strategy, this hotel brand was gradually eliminated. Once modernized, the twenty-seven Pullman establishments were included in the Sofitel chain, whereas other twenty-five of them were added to the portfolio of Mercure.21 Nonetheless, in 2007, Accor decided to reactivate the Pullman brand, stating, “The Pullman name enjoys a heritage that is closely associated with travel and the new brand will target primarily business travelers. The Pullman hotels will be located in the world’s major cities and will offer all the facilities required to hold large-scale seminars and international conventions.”22 By the end of 2020, as many as 143 Pullman hotels were in service.23ENDNOTES

1. George Pullman

1 M. Theobald, Field & Pullman, Pullman’s Palace Car Co., Pullman Co., Pullman Inc., Pullman-Standard Mfg. Co. Pullman-Standard Co., www.coachbuilt.com.

2 George Mortimer Pullman, www.pullman-museum.org.

3 S. Turkel, Great American Hoteliers. Pioneers of the Hotel Industry, AuthorHouse 2009, 236.

4 M. McKinney, Moving Buildings with George Pullman, Classic Chicago Magazine, www.classicchicagomagazine.com.

5 George Mortimer Pullman, op. cit.

6 M. Theobald, Field & Pullman, Pullman’s Palace Car Co…, op. cit.

7 A. J. Bianculli, Trains and Technology: The American Railroad in the Nineteenth Century Vol. 2 Cars, University of Delaware Press 2001, 54–56.

8 George Mortimer Pullman, op. cit.

9 J. Quinzio, Food on the Rails: The Golden Era of Railroad Dining, Rowman & Littlefield Publishers 2014, 24–25.

10 Pullman Porters, History.com Editors, February 15, 2019, www.history.com.

11 M. Theobald, Field & Pullman, Pullman’s Palace Car Co. … op. cit.

12 In the 1890s, a young German man named Gustave Behring claimed to be Pullman’s son out of wedlock, which was firmly denied by the Pullman family.

13 George Mortimer Pullman, op. cit.

14 S. Turkel, Great American Hoteliers…, op. cit., 242–243.

15 The Town of Pullman, www.pullman-museum.org.

16 George Mortimer Pullman, op. cit.

17 S. Turkel, Great American Hoteliers…, op. cit., 246.

18 George Mortimer Pullman, op. cit.

19 M. Theobald, Field & Pullman, Pullman’s Palace Car Co…, op. cit.

20 Pullman Company, www.wikipedia.org.

21 Pullman Hotels and Resorts, www.wikipedia.org.

22 Accor Reports Strong Earnings Growth in First-Half 2007, www.hospitalitynet.org.

23 Accor Hotel Portfolio – December 2020, www.group.accor.com.

2. Fred Harvey

1 S. Fried, Appetite for America: How Visionary Businessman Fred Harvey Built a Railroad Hospitality Empire That Civilized the Wild West, Bantam Books 2010: xvii

2 Ibidem, 3–5.

3 Ibidem, 7–8.

4 Harvey Hotels & Restaurants on Route 66, www.legendsofamerica.com.

5 S. Fried, Appetite for America…, op. cit., 14–15.

6 Ibidem, 32.

7 M. M. Ambler, Fred Harvey: Founder Of The Chain Restaurant, www.streetdirectory.com.

8 S. Fried, Appetite for America…, op. cit., 50.

9 R. Walston Latimer, Harvey Houses of Kansas: Historic Hospitality from Topeka to Syracuse, The History Press 2015, books.google.com.

10 S. Fried, Appetite for America…, op. cit., 65.

11 R. Walston Latimer, Harvey Houses of Arizona: Historic Hospitality from Winslow to the Grand Canyon, History Press Library Editions 2019, 25.

12 R. Melzer, Fred Harvey Houses of the Southwest, Arcadia Publishing 2008, 31.

13 D. Bisnette, J. Gilliam, Images of America: Newton, Arcadia Publishing 2013, 30.

14 R. Melzer, Fred Harvey Houses of the Southwest, op. cit., 25.

15 A. Apron, Harvey Girls – the Other Pioneers of the American West, www.recollections.biz.

16 R. F. Graham, Pioneers of the West: How ‘young women of good moral character’ who became Harvey Girls at rail station diners in uninhabited areas helped create dozens of small towns across America, www.dailymail.co.uk.

17 J. Bommersbach, Harvey Girls, Truewest. History of the American Frontier, www.truewestmagazine.com.

18 R. Melzer, Fred Harvey Houses of the Southwest, op. cit., 36.

19 Ibidem.

20 S. Fried, Appetite for America…, op. cit., 120–121.

21 Ibidem, 143.

22 R. Walston Latimer, Harvey Houses of Kansas…, op. cit.

23 R. Melzer, Fred Harvey Houses of the Southwest, op. cit., 37–40.

24 S. Fried, Appetite for America…, op. cit., 159.

25 Frederick Henry “Fred” Harvey, www.findagrave.com.

26 M. M. Ambler, Fred Harvey: Founder Of The Chain Restaurant, www.streetdirectory.com.

27 J. Bommersbach, Harvey Girls…, op. cit.

28 Z. Haskell, Girl Power. Inside the myth that was the Harvey Girls, www.sfreporter.com.