The M.P Moller Motor Car Company of Hagerstown Maryland is remembered today as the producer of the Dagmar, an elegant early twenties sports roadster named after the owner’s eldest daughter. Produced in small numbers between 1922 and 1927, the Dagmar competed against mid-priced luxury cars offered by Cadillac, Packard, Peerless and Pierce-Arrow.

The firm’s owner and namesake was a Danish immigrant named Mathias Peter Möller (originally spelled Møller), born September 29, 1854 in Bornholm, a large Danish-controlled island located just south of Sweden in the Baltic Sea. Danish records list his christening in the village of Østermarie, Bornholm on October 8, 1854, his parents being Niels Jörgen Möller and Ane Cathrine Pedersen. The Washington County, Maryland history of 1906 erroneously states his birthdate as “September 29, 1855” and that he is “a son of Nelce J. and Johanna (Heldebrand) Moller”.

After serving an apprenticeship with an Allinge cabinet-maker, Möller set sail for America in 1872 where a job awaited him in Warren, Pennsylvania where he went to work for Peter Greenlund, a Bornholm-born cabinetmaker. Soon afterwards Möller relocated to Erie, Pennsylvania where he was employed by the well-known Buffalo, New York pipe organ builders Derrick & Felgemaker, who had recently relocated their operations to Erie. 

After three years with the firm, Möller built an organ on his own design, which was sold to the Swedish Lutheran Church in Warren, Pennsylvania. In the spring of 1876, he went to Philadelphia, where he manufactured and sold four more instruments, one of which built expressly for the Philadelphia Centennial Exposition.

In 1877 Möller moved to Greencastle, Pennsylvania were he took on a partner, John W. Brenisholtz. Located at 42 East Franklin Street, Möller, Brenisholtz and Co.  produced both reed and pipe organs for the growing populations of south-central Pennsylvania, Eastern West Virginia and northern Maryland.

Möller sold out his interest in the Greencastle firm after a solicitation by several prominent Hagerstown citizens, among them U.S. Senator McComas and Governor Hamilton, convinced him to establish an organ works in Maryland.

He moved to Hagerstown in March of 1881 where he began in a very modest way what was to become the largest and most-widely known organ factory in the United States.

Möller set up shop in April, 1881 in a small building located near the Western Maryland Railroad on Potomac Street where he and a small staff produced organs for the parishes of Maryland and southeastern Pennsylvania. 

On July 6th 1892, Möller married Julia May Belle Greenlund, the daughter of Peter Green­lund, his first boss in America and to the blessed union was born had four children: Mathias Peter jr., Louise, Mary Dagmar and Martha.

The original Möller plant burned down in 1895, after which the City fathers deeded a North Prospect Street plot to Möller, allowing the struggling firm to stay in business, which commenced in a brand-new brick factory in January of 1896.

By 1902, the factory had 50,000 square feet of floor space, offices and sheds. It was on the western side of the factory complex where the actual work of building organs took place and where raw materials arrived by rail.

The history and success of the M.P. Moller Organ Company is far too large and complex a subject to covered in any greater detail as this write-up tells the story of his success in the automotive field, which begins with the 1902 organization of the Crawford Automobile Co.

The firm was named after Robert S. and George Crawford, two Hagerstown brothers who had made a small fortune manufacturing bicycles. Just as the bicycle craze peaked at the turn of the century, they sold the Crawford Bicycle Company to representatives of the Pope “bicycle trust” and were eager to use the proceeds to get their foot in the door of the burgeoning automobile industry.

The Crawfords began making prototypes in George’s Surrey Street stables and soon enlisted Möller to join the group of forward-thinking Hagerstown businessmen who planned to finance mass production of the vehicle. Organized in 1902, the directors of the Crawford Automobile Co. included Robert S. and George Crawford, Mathias P. Möller, George Nelson and Henry Holzapfel, Jr. William F. Bickle was hired as plant superintendent and the first production Crawford automobiles went on sale in 1904.

Production of Crawford cars gradually increased from two vehicles in 1904 to a record high of 275 cars in 1910. Rather than invest in an all-new plant the existing Surrey Street structure was enlarged numerous times as the need arose.

Early Crawfords featured a front-mounted 10 h.p. water-cooled 2-cylinder engines powering the rear wheels via a planetary transmission and chain drive. A four cylinder engine debuted in 1906 and an all-new sliding gear transmission and shaft drive appeared in 1908 which also marked the debut of a noticeably larger 4-cylinder Crawford.

After four years of limited production and non-existent dividends, a sizeable portion of the firm’s directors and investors wanted out, Robert S. Crawford among them. Möller’s only hope of salvaging his already sizeable investment was to buy out the faint-hearted and assume financial control of the firm, which he did in 1908.

During most of its active life the Crawford plant employed a labor force of 40 to 50 hands who were overseen by plant manager Abel A. Miller, a nephew of M.P. Möller Sr. Charles Bickel is credited as the firm’s chief designer and body draftsman and John E. Harbaugh was in charge of motor and chassis engineering.

A handful of Crawford trucks were built starting in 1910, many of which were designed for use by various Möller operations, which now included the Kinetic Engineering Company of Philadelphia, in addition to the world’s largest organ factory.

Under Möller the Crawford evolved from a hand-made car to a totally assembled one. By 1915 the only parts of the vehicle locally made were its distinctive radiator shell and coachwork. Four-cylinder-only models were produced until 1912 when a new Continental-sourced six-cylinder power-plant was introduced. The six became standard equipment on all Crawfords from 1916 onwards, with its horsepower increased in tandem with the size and weight of each successive vehicle.

Although the Crawford was an assembled car, the firm is known to have built a handful of custom vehicles starting in the mid-teens. A long-wheelbase Crawford truck was outfitted as a home on wheels for a Florida-bound Hagerstonian in 1915. The vehicle was equipped with bunk beds, a gas stove, and a built-in ice-box.

A custom-bodied Crawford was built for a Hagerstown physician named Beachley who requested a vehicle equipped with an extra-long rear tonneau which was outfitted with a remote control horn button.

A handful of factory-backed Crawford race cars were constructed during the middle teens that were equipped with potent 16-valve, 4-cylinder Duesenberg racing engines. The streamlined vehicles had distinctive pointed radiators and were purpose-built by John E. Harbaugh, Crawford’s chief engineer.

William Chandler, a well-known mid-west Duesenberg pilot and mechanic, was hired by the factory to campaign their factory racecars at a handful of high-profile AAA National Championship Trail events during the 1916 racing season.

The March 30, 1916 issue of The Automobile included the following item:

“Four Entries for Sheepshead Bay May 13 Races

“New York City, March 28—Ralph Mulford has entered his Peugeot in the 150-mile Metropolitan Trophy race to be run at the Sheepshead Bay Speedway on May 13. Three Crawford specials have also been entered. These will be campaigned this year by William Chandler. The cars are equipped with sixteen-valve Duesenberg four-cylinder motors. The dimensions are 3 ¾  by 6 ¾ in. Chandler will drive one and the others will be handled by Dave Lewis and Art Johnson.”

The May 18, 1916 issue of The Automobile yielded Chandler’s disappointing results:

“Chandler Out on First Lap

“Bill Chandler in the Crawford Special was another one whose ill fortunes came early. Chandler completed just one lap in the first event and was no longer a factor in the day's program. A piston seized and broken at the very start ended all the activities of this favorite of the speed world until he pilots his mount in the events at Indianapolis.”

The June 15, 1916 issue of The Automobile included the following results of the June 10th race at the Chicago Speedway which was won by Dario Resta in a Peugeot:

“The other four who came within the money were farther apart, although all were running well as they crossed the tape for the last time. D'Alene, driving the Duesenberg that gave him second money at Indianapolis this year, drove it to seventh place to-day, finishing in 3:13:2.85. Two minutes later Gable ended his grind in a Burman Special, with a final time of 3:15:51.31; and ninth place went to McCarthy in another Hudson Special, doing the distance in 3:19:10.73. He had about a 5-min. lead over Lewis in the Crawford Special, the latter getting' tenth money with a time of 3:24:58.07.”

The article failed to mention that D’Alene’s pit mechanic, Ralph Hedlich, was severely burned while refueling D’Alene’s Crawford Special and failed to recover. Billy Chandler, who failed to qualify for the race, also burned his hands while trying to extinguish the flames. The November 1, 1916 issue of the Ford Wayne Sentinel reported: “D'Alene's Mechanician Dead”.

All three Crawford Specials were entered in the 1916 Indianapolis 500 which was also won by Dario Resta’s #17 Peugeot. Art Johnsons’s #26 Crawford Duesenberg came in 8th place collecting $1,000; Billy Chandler’s #24 Crawford Duesenberg placed  9th, collecting $900 while Dave Lewis’ #25 Crawford Duesenberg dropped out of the race with a leaking fuel tank on lap 71.

The July 20, 1916 issue of Motor Age reports that all three Crawford were entered at the 120-lap, 150-mile Omaha Derby which was held July 15, 1916 at the Omaha Speedway, Omaha, Nebraska.  Once again Dario Resta finished first in his Peugeot, while the Crawford Specials finished 14th, 15th and 18th as follows:

“14th Art Johnson, Crawford Special Crawford Duesenberg, 73 laps, ignition
15th Billy Chandler, Crawford Special Crawford Duesenberg, 68 laps, broken valve spring
18th Dave Lewis, Crawford Special Crawford Duesenberg, 6 laps, engine – broken valve"

Lewis replaced the broken valve and managed to place 4th in the non-championship 40-lap, 50-mile race held immediately after the 150-mile feature, collecting $300.

Crawford also competed at the brand-new Uniontown Speedway, a brand-new board track located in Uniontown, Pennsylvania whose inaugural 100-lap, 112.5-mile race was held on December, 2, 1916.

Although Louis Chevrolet won the event in a Frontenac Special, Barney Newgard piloted his Crawford Special to the finish in 4th place. C.R. "Art" Klein’s Crawford Special failed to complete the race, retiring during the 19th lap.

It is unknown if the Crawford Specials won any races during 1916, but they were unable to return in 1917 as the entire 1917-1918 AAA Championship series was killed by the country’s entry into the First World War and Crawford elected not to compete in the 1919 AAA events.

During the War, production of automobiles dwindled due to cutbacks in both supplies and labor. In early 1917 a large order for US Army gunsights was undertaken and only 38 cars were produced through the end of the year. Production for 1918 was slightly increased with 59 Crawfords leaving the plant. However the post-war depression of 1919 seriously affected sales of the pricey car and only 42 vehicles were build during that year.

Despite a dramatic upturn in sales during 1920 (312 units) and 1921 (327 units), the firm’s namesake and minority stockholder, George Crawford, resigned his post and sold all of his stock to Möller in early 1922.

Although Henry Austin Clark and Beverly Rae Kimes Crawford production figures in the Standard Catalog of American Cars 1805-1942 mirror those of Keith Marvin and Arthur Lee Homan’s 1960 Automobilist article through 1918, large discrepancies appear starting in 1919.

Clark & Kimes list the following production numbers; for 1919-42 cars; 1920-312 cars; 1921-327 cars; 1922-54 cars; 1923-36 cars. Marvin & Homan’s figures follow: 1919-142 cars; 1920-109 cars; 1921-23 cars; 1922-55 cars; 1923-1 car. They do agree that the final Crawford was built in 1923 for E.O. Schulenberger, superintendent of the M.P. Moller Organ Co.

As Keith Marvin assisted Clark & Kimes in the preparation of the first edition of the Standard Catalog of American Cars 1805-1942 (published in 1985) we can only assume that additional information had been located to support the substantially higher numbers listed at that time.

As Clark & Kimes production numbers are the “official” ones they are reproduced below: 1904 – 2; 1905 – 3; 1906-150; 1907-137; 1908-218; 1909-226; 1910-275; 1911-163; 1912-110; 1913-85; 1914-60; 1915-102; 1916-104; 1917-38; 1918-59; 1919-42; 1920-312; 1921-327; 1922-54; 1923-36.

While the Crawford was for the most part an unremarkable car, the next Moller-built vehicle was just the opposite. During early 1922 M.P. Möller Sr. had personally supervised the design of a companion luxury sports car to the Crawford line which debuted in the summer of 1922.

Named after Queen Dagmar of Bohemia, the legendary Danish monarch, the Dagmar moniker was also shared by his eldest daughter Mary Dagmar Möller as well as the magnificent 11-story all-concrete, fireproof hotel the organ-maker built in Hagerstown during 1911.

Although it shared the Crawford’s six-cylinder 70 hp Continental engine and 138-inch-wheelbase chassis, the Dagmar’s straight-line military fenders and brass trim set it apart from its round-fendered, nickel-trimmed competitors.

The first mention of the Dagmar in the automotive press appears in the August 10, 1922 issue of The Automobile:

“Crawford Producing Dagmar Sport Model

“Features Custom Built Body with Victoria Top

“The Crawford Automobile Co. of Hagerstown, Md., is now in production on a sport model to be sold under the name Dagmar. This is mounted on a 135 in wheelbase chassis and is characterized chiefly by a special sport type of body of the custom built type fitted with Victoria top and seating four passengers. The car has a high narrow radiator, two spare wheels mounted on each side of the hood and fenders with straight lines and sharp angles giving a distinctive appearance.

“The component parts of the chassis include a model G-T 3 5/16 x 5 ¾ in. Continental engine with chain drive, Zenith carburetor, Westinghouse starter, American Bosch lighting generator and magneto ignition. The gearset is a four-speed Brown-Lipe unit driving direct on third and over-geared on fourth. Front and rear axles are of Timken manufacture. The rear springs are 53 in. long and the rear springs 56 in. Spicer universal joints and Brown-Lipe multiple plate clutch are employed.

“The wheels are artillery type wood but are covered with dummy plates, giving the appearance of disk wheels. The engine is mounted on a three point support with the rear supporting arms fastened to the frame by bolts screwed up against a helical spring.

“Equipment includes six 33 x 5 in cord tires, 35 gal gasoline tank mounted at the rear of the chassis, Stewart-Warner vacuum tank, Willard battery, one-piece windshield, Hartford shock absorbers. Gas-O-Meter, clock, drum type head lamps, Moto-Meter and cigar lighter.

“Body colors are optional while the trimming is all of brass. Price of the car is $3500 f.o.b. Hagerstown.

“The body is provided with a flat deck for a trunk at the rear. Vertical body cleats of brass protect the rear body panel.”

(Caption beneath rear ¾ view of Victoria) “The Dagmar Sports Model, produced by the Crawford Automobile Co., to sell at $3,500 f.o.b. Hagerstown, Md. It is mounted on a 135 in. wheelbase chassis. Equipment includes six 35 by 5 cord tires, 35 gal.gasoline tank and many extras. Body colors are optional, metal trimmings are all of brass.”

The diminutive four-passenger Victoria coachwork gave the Dagmar a sporting look, not unlike the popular Packard Victorias of the time. Its artillery spoked 35-inch wheels were covered with conical steel wheel covers capped off with brass hubcaps that featured a red hexagonal indentation a-la Packard.

Although no formal lawsuit was brought, former Moller Motor Car Co. accountant Edward Darner recalled to Arthur Lee Homan that Packard made his firm aware of the fact that the red hexagons were their trade-mark, after which Moller introduced a redesigned unit.

The radiator cap consisted of a nickel-plated sphere in which were installed nautically orientated red and green electric running lights. The included Motometer looked back towards the driver while a blue lens faced oncoming traffic.

A massive gas tank resided behind the rear tonneau which was serviced by a foot-long filler tube. The 138” wheelbase single drop frame chassis was powered by a Continental 6-T engine which developed just over 70 hp , comparable to the 75 hp Twin-Six offered by Packard. The Brown-Lipe 4-spd overdrive transmission made a top speed of 87 mph possible, however two-wheel brakes made stopping the massive vehicle from that speed a dicey proposition.

A Neville “More Room” steering wheel was standard equipment allowing the driver to slide the wheel up and out of the way before leaving or entering the driver's seat. Also included were folding front seat backs that allowed the vehicle’s owner to take a short nape if desired.

It’s difficult to tell from photographs that the sleek-looking Victoria measured fully six feet tall at the windscreen. Open versions weighed in at 4700+ pounds, closed versions considerably more. A single-drop frame combined with 35-inch wheels accounted for the Dagmar’s substantial height and road clearance. The Dagmar’s low appearance was further enhanced by its long 138” wheelbase frame and carefully proportioned coachwork.

In January of 1923 a Petite Sedan joined the Sport Victoria in the Dagmar lineup. The proportions of the four-door close-coupled coachwork and sharply slanted brass-plated windscreen and matching front quarter windows gave the car a distinctive look which was further compounded by the flat military style fenders. The interior was upholstered in high-grade mohair with exposed mahogany bows covering the inside of the roof.

Autobody included a profile of the petite sedan with the following description:

"Dagmar 4-Passenger Petite Sedan

"Sloping-front sedan, built after the Rothschild system. Exterior is dark blue with gold strip, black moldings and upperworks. It has a 1-piece windshield; 'mahogany finished' angular fenders; outside exposed metalwork of brass; broadcloth upholstery with soft roof; exposed mahogany roof bars and window rails; gold-plated interior hardware. Sheet-metal housed artillery wheels."

A picture in the June 14, 1929 issue of The Autocar depicts an early Dagmar petite sedan, pictured to the left, that had been further accessorized into a road-going locomotive in 1926. The captions reads:

"FIRE ENGINE OR LOCOMOTIVE?

"This strange vehicle is actually a car built to resemble a a locomotive and used for U.S.A. road inspection."

During the fall of 1923, M.P. Möller, sr., entered in negotiations with a Manhattan-based taxicab syndicate to supply them with Crawford-based taxis. As the boilers in Crawford’s ramshackle Summit Avenue plant were unlikely to last the winter, Moller began searching for a suitable manufacturing facility that would allow the firm to manufacture vehicles in a more modern setting.

The 355,000 sq. ft. former Pope-Tribune factory was likely his first choice. Its giant metal presses that once turned out casket covers could be easily converted over to produce body and fender stampings. A siding of the Baltimore & Ohio railway ran alongside the building and a built-in freight elevator allowed components and completed bodies to be sent back and forth between the second, third and ground floors.

The building had recently changed hands and was currently owned by R.J. Funkhouser & Co., a Hagerstown-based commercial real estate firm that specialized in buying up idle business properties and liquidating their assets.

The December 8, 1923 Frederick News Post reported:

“To Manufacture Taxicabs.

“M.P. Moller, Hagerstown, on Tuesday purchased of Raymond J. Funkhouser, the plant known as the old Crawford bicycle plant. It is the same plant which Mr. Funkhouser only recently purchased from the Poole Engineering Co. It is understood that Mr. Möller will use the plant to manufacture the 300 taxicabs for which he has secured the order from a New York firm. There is also a possibility that many more cab sales will be made by the Crawford Company and that the business may develop into a very important one. The Funkhouser interests only recently purchased of William Wingers the former Taylor Stamping Works.”

The move from the outmoded Crawford Automobile factory into the firm’s newly acquired Pope Ave. factory took place over the Christmas holiday. The vacant Summit Ave. plant was subsequently converted into an apartment building which to this day is known as the Moller Apartments.

A short history of Moller’s Pope Ave. factory follows.

When the bicycle craze petered out just after the turn of the century, the American Bicycle Co., successor to the Crawford Bicycle Co., sold their factory to the associated Pope Manufacturing Co., who used it to manufacture the short-lived Pope-Tribune automobile, a smaller 6 hp companion car to the Connecticut-built Pope-Hartford.

By 1907 the Pope-Tribune was gone and the former Crawford Bicycle plant was sold to the Montrose Metal Casket Company, a New York City based coffin manufacturer. Montrose closed down their Hagerstown operations in 1913 and the vacant facility was purchased by the New York & Hagerstown Metal Stamping Co. in 1914 in order to produce munitions for the British Army.

That firm was reorganized as the Maryland Pressed Steel Co. on March 30, 1915, and within the year it had been purchased by the Poole Engineering and Machine Co., a large Baltimore-based ammunition manufacturer who held $17 million in government munitions contracts.

In 1916 Maryland Pressed Steel introduced the Bellanca C.D., a small 35 hp biplane designed by the legendary Italian engineer Giuseppe M. Bellanca, in the hopes of getting a lucrative US government contract for its manufacture.

The August 1918 issue of “Compressed Air” included the following:

'Flivver' airplanes that will carry two passengers and have a wing spread sufficiently narrow to make possible a landing on a country road are to be manufactured at the Maryland Pressed Steel Co.'s plant at Hagerstown, Md., according to reports. The first plane of this type was witnessed by the July 4 gathering at Towson and is the invention of an Italian. It was the idea of the War Department to use the planes in France, but after the signing of the armistice the inventor was induced to work on a peace plane.”

As indicated above, the signing of the Armistice brought the War to an end in November of 1918 and along with it Maryland Pressed Steel’s lucrative ammunition contracts.

Although the $3,500 55 h.p. Anzani-engined 5-seat Bellanca C.E. was actively advertised in the nation’s aeronautical journals during 1919, it was difficult to sell any new airplanes as scores of cheap surplus military aircraft were flooding the market and only two prototypes were completed.

Maryland Pressed Steel began the manufacture of PASCO and National wire automobile wheels under license starting in mid-1919, saving the firm from insolvency, at least for the time being.

The March 1920 issue of Motor Record included the following item:

“Maryland Pressed Steel Company Takes Over Manufacture and Sale of National and Pasco Wire Wheels

“The Maryland Pressed Steel Co., of Baltimore and Hagerstown, Md., has taken over the manufacture and sale of National and Pasco wire wheels, the product of the National Wire Wheel Works, Inc. Through an exclusive license agreement covering a long term of years the manufacture and sale of these wheels and their component parts is centered in the one company. The Maryland Pressed Steel Co. has been manufacturing National and Pasco wire wheels during the last year and the National Wire Wheels Works, Inc., has conducted the selling.

“The Maryland Pressed Steel Co. is a subsidiary company of the Poole Engineering & Machine Co., of Baltimore, manufacturers of steel and semi-steel products for the last three generations.

“The plant of the Maryland Pressed Steel Co. at Hagerstown is large, 355,000 square feet of floor space, and the general arrangement of machinery is in line with the highest standard of modern efficiency. The company is operating the plant with a minimum capacity of 1,000,000 wire wheels a year, making it one of the largest if not the largest exclusive wire wheel factory in the country.”

Unfortunately the post-war recession affected the sale of new automobiles during 1920 and 1921, and an absence of orders for the firm’s wire wheels forced the firm into bankruptcy. In 1922 Poole Engineering sold the Maryland Pressed Steel Works to R.J. Funkhouser & Co., who subsequently sold it to Moller.

Shortly after Moller moved into the old Bicycle Works, he reorganized the Crawford Automobile Company as the M.P. Moller Motor Car Co. The official announcement appeared in the automobile trades in March of 1924. "Crawford Passes Out of Picture After Twenty Years; Makers Say Dagmar Is to Take Its Place."

The announcement coincided with the debut of a substantially revamped Dagmar lineup. Although the new Dagmar used the very same chassis and coachwork, the new car, known as the 1924 Model 6-80, abandoned the military fenders of the previous line for more conventional cully crowned units, made possible by the firm’s new sheet steel preses. Horsepower was also increased by installing a new 80 hp Continental 6-cylinder engine.

The 1924 Dagmar 6-80 could be ordered with a choice of brass or nickel trim, and prospective customers could have their car painted and upholster in any color combinations or materials that they saw fit.

In addition to the popular Petite Sedan, Dagmar closed coachwork now included a Coupe, Brougham and Seven-passenger Sedan. Open styles were now the Sport Victoria, plus a Two-Three Passenger Single Seat Roadster that was also available with a rumble seat. Suggested retail price of the 1924 Sport Victoria was $3500, the Petite Sedan, $4500, and the Town Brougham, $6,000.

The 6-80 was also distinguished by a larger, broader radiator and a travel trunk was now included on close-coupled models. Also new were faux leather-surfaced aluminum kick plates, aluminum cowl-lamps and a two piece ruby-colored stop light.

The spare tire’s disc wheel covers included a small door with a hidden tool compartment. As the Dagmar’s wheels were not demountable, only its rims and tires required changing when a puncture presented itself.

For the most part Dagmars were sold and serviced out of the firm’s office in the Dagmar hotel in downtown Hagerstown. Each car was built on special order and although the car was not nationally advertised, the car was mentioned in the automobile trades shortly after its New York City debut.

All of the firm’s vehicles were assembled by hand as the plant’s output didn’t justify the expense of installing a moving assembly line. Teams of mechanics assembled each chassis in place, with the various components wheeled from the warehouse as they were needed.

Dagmar’s were assembled on the first floor while the taxicabs were constructed on the third floor, but not before a new elevator was built as the existing one was too small to carry a taxicab, once it was fully assembled. The second floor was devoted to body building and finishing whether the vehicle was destined to be driven by a chauffeur or by a cabbie. Once completed, the coachwork would be transported on wheeled stands to the elevator then transported to waiting chassis on the first and third floor.

Although the adjacent railroad siding was mostly used for incoming parts and raw materials, the B&O railroad owned special freight cars that were specially outfitted for transportation of vehicles, which allowed Moller to ship completed cars by rail when necessary.

A picture of a Moller-bodied 1924 Ford Model T school bus indicates the firm was building commercial bodies in addition to Dagmars and taxicabs.

The only known authorized Dagmar distributor was the Penn-American Motors Corporation, a small operation owned by George A. Brower, and located next door to his Philadelphia Moon distributorship.

A handful of Dagmars were owned by the celebrities of the day. Gloria Swanson owned a 7-passenger sedan while another was used by an advance man for George White’s Scandals, a popular touring burlesque show. Another Dagmar was purchased by Harold L Lockwood, a Hollywood movie stuntman, airplane jumper and human fly better known as “Daredevil” Lockwood.

His Dagmar Roadster was ordered from Penn-American Motors in late 1924. Lockwood planned on using the car in his thrill show whereby it would serve as a mobbing platform from which he would catch a rope ladder dangling from a low-flying airplane, then climb aboard it to commence a series of wing-walks and sky dives.

Lockwood had recently made headlines when he drove a Maxwell, handcuffed to the steering wheel, in a series of record-breaking 100-hour long endurance runs that commenced in September of 1923.

The September 16, 1923 Indianapolis Star reported on his Indianapolis attempt:

“Lockwood is the same intrepid dare-devil who startled thousands during the Liberty loan drives by his spectacular climbing of many skyscrapers. Apparently, he is absolutely without fear, taking his life in his hands time and time again in such daredevil stunts as being locked in a 300-pound mail bag and being thrown in a river, or nonchalantly walking the wings of a swiftly moving airplane, jumping without the use of a rope to the wings of another plane.”

“Daredevil” Lockwood toured the country for the next two years repeating the stunt for various automobile dealerships, for fees ranging from $2,000 to $3,000. Surviving photographs show Lockwood handcuffed to a 1925 Chrysler, 1926 Kissel and 1926 Paige. The cars were covered with advertisement for his numerous sponsors. He eventually raised his own record to an amazing 125 hours. Joining him in his notorious rides was Miss Dot Carroll, a “nurse” from Hollywood, California, who fed him and helped take care of other necessities. Lockwood later joined the Gates Flying Circus and as late as 1933 was still touring the country with his own “automobile driving and high-diving” thrill show.

1-28-1924 Hagerstown Morning Herald

“IN PERMANENT HOME

“Luxor Taxicabs Being Made On Third Floor Of Building.

“The Moller Motor Car Co., which recently purchased the old Crawford Bicycle Works, later the Maryland Pressed Steel Co. and the Poole Engineering Co., has moved the  Luxor taxicab factory to the third floor which will be the permanent place for the manufacture of these taxicabs. The Moller Motor Car Co. is also making its line of goods in other parts of the building. This plant is destined to be one of the busy factories in Hagerstown.”

The taxicabs were built for the Luxor Cab Manufacturing Corp., a Manhattan-based cab distributor owned by Allie S. Freed whose cab-building operations were overseen by Morris Heit. The firm's cabs were currently manufactured in Framingham, Massachusetts by the R.H. Long Mfg. Co. alongside that firm’s Bay State automobile. Both vehicle’s coachwork was supplied by a third party, the Woonsocket Mfg Co. of Woonsocket and Providence Rhode Island.

Although the Long Co.'s 1924 bankruptcy had cast doubt on Luxor's ability to continue to produce cabs in Framingham, Long's creditors elected to keep the plant open as reported by the August 21, 1924 issue of Motor Age:

“Creditors Vote To Continue Bay State Car Production

“Boston Mass., August 18th, 1924 – The Bay State Car is to be continued in production contingent upon court approval, under a plan worked out by the creditors of all the R.H. Long companies. It was voted to form a corporation to take control of the affairs of the companies and under the plan of a three years extension of credit operated them, paying off one-third of the indebtedness each year.

“The creditors will have control but working with them will be R.H. Long, and some of the other identified with the company. This plan will be placed before the court that appointed a receiver some time ago under which the companies were being operated. Guy D. Murchie, receiver, will make his report and then the plan will be acted upon favorably because the creditors see in this move a chance to prevent the R.H. Long companies from going into bankruptcy. Meanwhile the Luxor Cab Company has taken over part of one of the R.H. Long factories for building taxicabs.”

Just to to cover all bases Freed and company began looking for a firm that could take over all of their taxicab manufacturing activities. Crawford was well-financed, built their own high-quality coachwork, and was conveniently located near Freed’s current and potential customers. Apparently Moller’s promise of a new manufacturing facility sealed the deal and preparations where made to start building Luxors in the new Moller plant in early 1924.

Freed had his own design and management team that not only designed the vehicles but also oversaw their production. A skilled delineator named Wehrle did all the design and engineering work while Heit took care of the manufacturing end. The pair made regular trips between Framingham, New York City and Hagerstown, and occupied their own offices in all three cities.

Like the Crawford, the Luxor was an assembled vehicle, and was built using a heavy-duty 114-inch wheelbase chassis equipped with Budd disc wheels, Brown-Lipe transmission and a 4-cylinder Buda light truck engine.

The Luxor’s heavy-duty fenders were stamped out of sturdy sheet steel and its Moller-built limousine and landaulet taxicab bodies were painted cream and light blue with red striped black moldings. The same spherical illuminated radiator caps found on the Dagmar were employed as were bi-lateral colored carriage lamps housed under a nickel-plated lion’s head.

The leather-upholstered interiors were of a quality not normally seen in a taxi and the sturdily built taxicabs had a suggest list price of close to $3,000. When given a choice, the typical cab customer would choose to ride in a Luxor over any of its competitors.

Event though they were built by two different firms, the Framingham- and Hagerstown-built Luxors were shared the same parts and were identical in appearance save for slight variations in the coachwork.

In late 1924 Luxor sued another Manhattan cab operator, the Leading Cab Co., for appropriating the cream and light blue paint scheme of the firm’s taxicabs. New York State Supreme Court justice Levy ruled in favor of Luxor and granted them an injunction forbidding Leading Cab et al. from using the Luxor colors.

Luxor’s vice-president, attorney Joseph Sapinsky, stated:

“The taxicab industry and even some lawyers who should know better. They seemed to have been of the opinion that a taxicab manufacturer could acquire no property right on a color combination and that everyone was free to appropriate a competitor's good will. This mistaken idea was due to a misreading of the Yellow Cab cases.”

The following text is from a 1925 Luxor advertisement:

“The Meaning of LUXOR The Better Taxicab

“To The Taxicab Owner

Taxicab Transportation has graduated from the converted pleasure car and “rattle-trap” stage. Now it is a highly specialized business. Experience proves conclusively that the operation of Taxicabs can be made profitable, providing equipment of the very highest order is used.

“This equipment must he supplemented by a service that is both economical and efficient in addition to being courteous. The careful buyer of Taxicab equipment will find that the selection of LUXOR; The Better Taxicab is the most logical. The construction of LUXOR and the units built into it are of the highest order, assuring long life and freedom from mechanical trouble.

“To The Riding Public

“And for the riding public. LUXOR is the most logical selection. Its rich and dignified appearance, set off by a careful driver in his made-to-fit uniform will incite and satisfy that desire to ride in Luxury and Comfort.

“One glance will tell you why. LUXOR receives preference over any other taxicab, especially as the cost is no higher.

“The riding public welcomes LUXOR and gives it their enthusiastic support. Ownership and Operation of the Better Taxicab proves that it is an investment of the highest order, and one that will bring large profits and priceless good-will. Production is being rapidly sold up, we strongly recommend immediate action in the purchase of The Better Taxicab.”

The demand for the Luxor was so great that Freed kept the Framingham plant open after Long stopped manufacturing the Bay State in early 1924. In fact, Moller’s success with the Dagmar prompted Freed to announce the pending production of his own luxury car, which he planned on building in Framingham.

The Standish was announced to the trade in the Sep­tember, 1924 issue of Autobody:

“The Luxor Cab Manufacturing Co. Framing­ham, Mass., builder of the Luxor taxicabs, expects to begin production soon of a 6-cylinder car to be known as the “Standish.” The open models will list at about $2100 and the sedan at $2595. The company occupies the former Long plant in which the Bay State cars were produced.”

A single prototype (possibly two) was produced and, not surprisingly, eyewitness claimed the car looked like a Dagmar with wire wheels and a Mercedes-style grill. No production Standish’s were forthcoming and after being used by Freed as a daily driver, the prototype disappeared.

It took from five to six weeks to complete each Dagmar, with vast majority of that time spent in the Moller paint shop, where anywhere from seven to thirteen coats were applied, depending on the color. Once dry, the vehicle made its way to the firm’s trimming department where the car was outfitted with whatever type and color of material specified on the build sheet. William L. Beitler, Moller’s general manager at the time, then personally inspected each vehicle before its new owner was notified of its completion.

The experience of John M. Zerley, the purchaser of a 1924 Dagmar Sedan, was typical. His story was told by Hagerstown historian Harry Warner in a short piece in the April 27, 1974 Hagerstown Daily Mail:

“For instance, one day in mid-1924 a couple of Philadelphia contractors came to Hagerstown to make personal arrangements for the new Dagmar sedan and roadster they had ordered. John M. Zerley was permitted to confer with workers in the upholstery department so they could install exactly the shade of upholstery he preferred. Then he was measured, to permit mechanics to install the seat of his forthcoming vehicle at exactly the best height for his body. For some undisclosed reason, he also arranged to have ‘the doors lowered.’”

A reported 300 hands were employed at the Motor Car Company during its peak periods of operation, one of which was mid-1924 when the firm was putting out scores of Dagmars as well as the first batch of Luxor taxicabs.

In September of 1924 much publicity surrounded the selection of Ruth A. Malcolmson, the current Miss Philadelphia, as the new Miss America. The pageant was a professional affair at the time, and Miss Malcolmson’s Philadelphia-based sponsors were eager to enlist local businesses to help celebrate her crowning.

George A. Brower, president of the Penn-American Motors, the Philadelphia Dagmar distributor convinced M.P. Möller that it would be in his best interest to supply Malcolmson a Dagmar for use on her victory tour of the United States, and a round-fendered blue and yellow Sport Victoria was presented to her in a special ceremony at the Fall 1924 Hagerstown County Fair.

It remains unclear whether Malcolmson actually owned the vehicle, as it’s possible the car was merely loaned to her, as was common practice at the time. Wire service and newspaper accounts of the events leading up to and including the presentation follow:

“MISS PHILADELPHIA IS PRIZE WINNER

“Atlantic City and Visitors Pay Homage at Riding Chair Parade of Picked Beauties of Country

“ATLANTIC CITY. N.J , Sept 4 (Associated Press) - Atlantic City and its throngs of 208,000 visitors paid tribute to beauty this afternoon when the most gorgeous chair parade in the history of its fourth pageant rolled down the board walk from Rhode Island to Albany avenues.

“The parade, which consisted of 12 sections, took over two hours to pass in review before the judges at the steeplechase pier. The route was nearly four miles long.

“The standard of beauty this year, insofar as the whole number of entrants is concerned, the percentage of girls whose beauty and charm are so nearly equal as to make choice exceedingly difficult is much greater than at any preceding parade.

“Miss Ruth Malcolmson, entered as ‘Miss Philadelphia’ was awarded first prize in the chair parade .Miss Chicago was second. Miss West Palm Beach third and Miss Cumberland fourth.”

Malcolmson, who had previously won the “silver sea shell” grand prize in the 1923 Atlantic City amateur pageant, was selected Miss Philadelphia on August 27, 1924, paving her way to compete as a professional in the 1924 Miss America contest. Thursday’s Chair Parade was the first of many events that took place over the weekend, with the official contest taking place on Saturday. The Associated Press Wire Service reported on the latter event's results:

“ATLANTIC CITY, N. J., Sep. 6, (Associated Press) — "Miss Philadelphia,"

Miss Ruth Malcolmson, was chosen for the title of "Miss America" of 1924 at the close of the year's Atlantic City Beauty Pageant by fifteen artist judges here Saturday night. After her selection ‘Miss Philadelphia’ was crowned queen of the pageant with which goes possession of the golden mermaid for one year.

“The beauty trophy has been held by ‘Miss Columbus’ as Miss America for two successive years. ‘Miss Philadelphia,’ an un-bobbed brunette with a wealth of curls, is 18 years old. She weighs 132 pounds, and has blue gray eyes. She won the silver sea shell as the grand prize for amateur beauties in the pageant of a year ago.”

The October 16, 1924 Hagerstown Morning Herald gave details on the presentation of the Dagmar to Malcolmson:

“Miss America Gets Greeting in Hagerstown

“Visits Fair And Is Guest At Banquet Given At Dagmar Hotel.

“Hagerstown will be advertised throughout the United States by Miss America, through the medium of her especially designed Dagmar car which was officially presented to her last night by George A. Brower, president of the Penn-American Motors Corporation of Philadelphia, on behalf of his company and through the courtesy of M.P. Möller. The presentation occurred following a banquet at the Dagmar Hotel given by Mr. Möller to Miss America, visitors from Philadelphia, and members of the Moller organization making and selling the Dagmar car.

“The girl who won the prize as ‘most beautiful of all contestants’ in the Atlantic City Beauty Pageant, Miss Ruth Malcolmson, was guest of honor at the banquet which followed her arrival there in the afternoon and visit to the Hagerstown Fair where she was introduced at the grand stand. Her appearance at The Dagmar last night drew a crowd into the hotel lobby to see her, while the pavement outside was so packed with onlookers that policemen had to request that the shades be pulled down so traffic wouldn't be  stopped.

“As Miss America smilingly received the title to the Dagmar automobile which she will drive on her tour of the United States and as Miss Sesquicentennial, the guests clapped and cried for ‘speech!, speech!’ but Miss America shook her dark curls and laughed. ‘Oh, I can't, —not before all these people!’

“So the ‘fairy princess,’ as George Meade, chairman of the Philadelphia Boosters Committee terms her, was excused while William L. Beitler, the toastmaster continued his introductions.

“M.P. Möller, the host, and maker of the Dagmar car, made the welcoming address and invited the visitors to inspect the city of Hagerstown, which he has seen grow from a small town in the 44 years that he has lived here. ‘Philadelphia has a way of sending its best citizens to Hagerstown’ Mr. Möller said. ‘I came from Philadelphia myself before I moved to Hagerstown.’

“Knows No Speed Limit.

“Mr. Meade, the next speaker, told his hearers with gratification that General Smedley D. Butler, says the Dagmar ‘knows no speed limit’. R.T. MacFarland, director of sales of Penn-American Motors Corporation, responded next, while Dr. J. Hunter Smith, Judge Burdick, of Hamilton, New Jersey, who got so tired of fining Dagmar speeders that he bought a Dagmar so he could do some speeding himself, and John Zerby of Philadel­phia made brief remarks.”

The next day, the Herald reported:

“Miss Ruth Malcolmson, winner of the Atlantic City Beauty Pageant contest, skimmed away in her blue and yellow Dagmar car taking with her the ad­miration of the men and the admiration and envy of all women who saw her. During her two day visit at the home of Mr. and Mrs. M.P. Möller, Miss Malcolmson devoted the morning to an inspection of the Moller plant where her Dagmar car, especially designed for the prize beauty's needs, had been made. In designing the flashing Dagmar model the automobile makers provided for a cigarette lighter, but Miss Malcolmson  will probably never make use of this particular fitting of her Dagmar for she is neither a flapper nor a cowgirl type. Miss America is pain­ted on the Dagmar presented to Miss Malcolmson.”

The Dagmar 6-60, a budget-priced 120-inch wheelbase companion to the original Dagmar debuted in late 1924 as a 1925 Model. This car was initially called "Petite," but soon earned the nick­name Baby Dagmar. The senior Dagmar, now designated the 6-80, retained its 138–inch wheelbase and 80 hp engine.

Equipped with and a three-speed Brown-Lipe transmission and 60 hp Continental 8-R six-cylinder engine, the 6-60 abandoned the larger car’s artillery wheels in favor of Tuarc solid discs, with the spares now located at the rear of the car. Also missing where the red hexagonal hubcaps and custom radiator cap, the latter replaced by a standard Boyce Motometer.

Black-finished drum headlamps also helped reduce the cost and all remaining trim was nickel plated. The pricier 6-60 Victoria retained the senior car’s elaborate illuminated radiator cap as well as its deluxe equipment which included a trunk, twin bumpers and kick-plates. Prices for the 6-60 started at $1775 for the touring, about half of what a senior Dagmar cost at the time.

The 6-60’s redesigned radiator was placed just forward of the front axle, as opposed to the 6-70 and 6-80s which was placed substantially behind it. The crowned fenders of the larger model were replaced by flat fenders which required fewer stamping operations to manufacture.

The trailing edge of the rear doors on the smaller four-door sedans and tourings had a cut-out for the rear fenders which weren’t necessary on the long wheelbase cars. Close examination of the 6-60 reveals many similarities with the firm’s Luxor taxicabs, although the Dagmar’s designer, John E. Harbaugh, shared credit for the design with Charles Bickel, Moller’s body engineer and delineator.

Photographs of a circa 1925 Series 6-70 senior Dagmar touring show an all-season California-style top with windshield wings and an unusual leather molding along the top of the rear tonneau.

The crowned fenders of the earlier cars are also absent, as is the illuminated spherical radiator cap. The side-mounted spares were now placed in wells built into the running boards although pictures of a 1925 Series 6-70 roadster show dual spare tires mounted at the rear.

The new senior cars also lost the distinctive brass trim found on earlier Dagmars and for the first time looked almost identical to many of their competitors.

Moller began advertising their factory service department in large display ads that appeared in a number of regional papers at the start of 1925. The text from a couple of the ads follow:

2-14-1925 Hagerstown Daily Mail Display Ad:

“M. P. MOLLER MOTOR CAR CO. REPAIR DEPARTMENT

“At Our New Plant, Pope Ave. All owners will approve our Service Repairs. We execute all service repairs for your automobile — Motors, Axle and Electrical Equipment, Regrinding Cylinders, and. fitting pistons — Custom Body work, to your own design —Painting, Upholstery and Top Building. Winter Tops a Specialty.

“DAGMAR Sales and Service, M. P. MOLLER MOTOR CAR CO. Sales Department, Dagmar Hotel”

2-26-1925 Hagerstown Daily Mail Display Ad:

“CUSTOM BUILT

“The Car You Will Like Better At The Journey's End. It Is Woman's Idea of Beauty! It is a man's car in mechanism for it races through space with the quiet speed of an airship.

“M. P. Moller Motor Car Co. Sales and Service. DAGMAR HOTEL BLDG.”

3-12-1925 Hagerstown Daily Mail Display Ad:

“DAGMAR

“The Car You Will Like Better at the Journey's End. An Automobile Classic

“A TWENTY-FIVE minute spin will convince the connoisseur, that in Dagmar, new feats of automobile achievement have been reached. As mechanically perfected and attuned as the highest priced car produced, yet the price is considerably less. Analysis will convince you of the exquisite mechanism. But the Dagmar goes beyond that, it offers an Individual car.

“Style, line, color, upholsterings and trimmings of your own choosing, and Dagmar is the first car to offer this service at a nominal price.

“The car that reflects your personality. Brilliant, rich or dark coloring, brass or silver trimmings, exquisitely applied on the swagger-lines, that you feel the distinction of the car as it cuts through space, with a confidence and silence that makes you realize Dagmar is the master of them all!

“M.P. Moller Motor Car Co. Sales and Service. DAGMAR HOTEL BLDG.”

Approximately one year after the firm received their first large order for taxis, Moller received an order for 500 cabs from the Astor Cab Sales Corp. of New York City. The Astor shared the same 4-cylinder Buda powered 118” wheelbase chassis and coachwork of the Luxor, differing only in that it included less elaborate lighting and a slightly V-shaped radiator.

The Astor was a product of another Freed organization, the Astor Cab Sales Company, Inc. of New York City. Astor was headed by Elihu N. Kleinbaum, a 1912 graduate of Columbia and former treasurer of the Luxor Cab Mfg. Corp. The taxicab was offered as a $2,295 limousine or $2,345 landaulet as outlined in the following article in the August 27, 1925 Automotive Industries:

“Taxicab Has V-Shaped Radiator and Unique Color Combination

“The Astor, built by M. P. Moller Motor Co., uses Buda powerplant. Furnished in two models, limousine and landaulet, with disk wheels.

“The Astor taxicab, assembled from standard parts by the M.P. Moller Motor Co., Hagerstown, Md., and marketed by the Astor Cab Sales Co., Inc., of New York, is distinguished chiefly by the radiator design and color scheme.

“The power plant is a Buda W.T.U. model equipped with Bosch magneto and Zenith carburetor. A Borg and Beck clutch is used while the transmission is a spe­cial design. Lighting and starting systems are of Bosch make and Stewart Warner vacuum gasoline tank is used. Universal joint is Spicer and both front and rear axles are Columbia, full floating. Exide 80 amp. battery is used.

“Wheel Base Is 118 in.

“The frame is of hydraulic pressed steel eight in. deep and reinforced with three cross members. Ross cam type steering gear is used. Wheels are Budd disk type. Five Goodrich Silvertown 33x 4 ½ cord tires are standard equipment. Wheel base is 118 in.

“The radiator is of the V-front type to provide greater cooling surface and is considerably different in design than that used on any other cab. Either limousine or landaulet type body is available. The limousine is of the dummy landaulet type with the rear quarter en­tirely covered with leather and the usual landaulet props present. Fenders and running board are pressed steel with the running board riveted direct to the chassis frame. The fenders are formed from 14 gage steel and large over hang in front has been eliminated to lessen possibilities of damage through head-on collisions.

“The door uprights and landaulet props are painted a light emerald green separated from the wide belt line of orange by a black beading on which there is a gold stripe carrying a red line. The lower part of the cab is painted a beige color which is also separated from the belt line by the same method as the upper part. The wheels are painted orange to correspond with the belt line, and the top, running board and fenders are black. This makes a rather striking color combination which is not easy to duplicate.

“The cab is equipped with roof, pillar, cowl, radiator, stop and head lamps. The roof, pillar, cowl and radiator lamps are of distinctive design with wing like shades which give a soft light effect. Headlights are full drum type in nickel. The front bumper is a solid nickel steel bar and all hub caps are solid nickel. On the dash are the speedometer, starting and lighting switch, and oil gage.

“New York delivered price for the limousine is, $2295 cash or $2557.80 time, and for the landaulet $2345 cash and $2607.80 time. These prices include finance charges, war tax, fire and theft insurance, delivery expenses and standard equipment.”

The April 14, 1925 Hagerstown Daily Mail had been the first news outlet to report the sale:

“Moller Auto Co. Here Lands Big Taxi Order

“The largest order received by the M. P. Moller Motor Car Company since its organization in 1901 was signed yesterday involving the building of 500 cabs for the Astor Cab Sales Corporation of New York City. Officials of the company today stated that the contract read for one year with a minimum of 50 cars a month.

“No additional machinery will be needed to complete the contract, it is said, although the order will necessitate the hiring of nearly 200 more men from laborers to first class machinists. Work on the new contract is scheduled to start within 30 days or as soon as the material arrives.

“Credit for the closing of the contract is given to J.A. Young, sales manager, who negotiated the deal and caused be signing of the contract. William F. Bickle, factory manager and chief engineer, will have charge of the filling of the contract.

“It is understood that an even larger contract is pending from a Chicago firm, the expectation being that the order will call for 1,000 cabs for delivery in one year. The plant also will ho able to handle this order, if received, without additional machinery

as it is claimed the plant has a capacity of 5,000 cabs a year.

“The last big order and part of which remains to be filled was from the Luxor Cab Company of New York city, which called for 400 cabs with delivery in one year.”

The June 2, 1925 Hagerstown Daily Mail reported on an even larger sale:

“Moller Auto Co. Receives Huge Taxicab Order

“3000 Taxicabs ORDERED WILL TAKE 3 YEARS

“Huge Order Given Local Company For Taxicabs To Be Used In Middle West

“An agreement for approximately 3000 taxicabs to be made and delivered within the next three years by the M. P. Moller Motor Car Company today was signed by F.S. Bristol, secretary and treasurer of the Tri-State Taxi Sales Co., Inc., making the largest of three big taxicab orders to be received by the Hagerstown firm within the last year. The agreement calls for a minimum of 40 cars up to a maximum of 150 monthly. Fifteen hundred of these cars will go to the Checker Taxi Co., of Chicago, while the remainder will be dispersed among various cities in Wisconsin., Illinois and Indiana in which three states the Tri-State Taxi Sales Co., Inc., operates. Owing to the need of taxicabs by the Checker Taxi Co. two cars left this afternoon, under their own power, with others to follow by railroad as they are finished. The Moller Company expects to complete not less than one a day by June 15 and continue this output during the three years. Officials of the company said the local plant would not need increased machinery or a large amount of labor except skilled along the lines of sheet metal work, upholstering and expert automobile mechanics. The Moller plant at present is putting out a minimum of 69 cars a month for the Astor Cab Sales Corporation of New York City, with, which concern a contract for 600 cabs within one year was made about two months ago. Part of a 400

cab order from the Luxor Cab Company of New York city also is being filled at the Moller plant.

“J. A. Young, sales manager of the Moller plant, and W.R. Albert, office manager, are given credit for the closing of the contract. The exclusive limousine lines for the new order of taxicabs were planned by William F. Bickle, factory manager and chief engineer, who will have charge of the filling of the contract. His plans, approved by the officials of the Tri-State Taxi Company, are the latest in taxi designs, both as to body lines and comfort. And the Moller taxi is rated one of the latest and best in existence.”

In an interview with Marvin & Homan, Morris Heit stated that whenever he or Allie S. Freed thought a new name or design would stimulate taxicab sales, they would trademark it and form a new company to market it, which explains why nearly identical Moller-built cabs were marketed by Freed under so many different names.

Moller officially incorporated the Motor Car Company at the start of 1926 after which he sold the firm's factory to the new corporation as recorded by the January 5, 1926 Hagerstown Morning Herald:

“Transfer Made Of Car Co. Property

“Following announcement of the Incorporation of the M. P. Moller Motor Car Company on Saturday (1-2-1926) a deed was filed for record at the clerk's office today whereby M. P. Möller and his wife transferred to the M. P. Moller Motor Car Company the property and site of the concern in the southern section of the city, the consideration being $296,000.

“The company has been capitalized at a million dollars with Mr. Möller, his son and Harry Brindle as the Incorporators and plans are under way for enlargement of the plant and increase of output in the near future.”

An order for 50 new taxicabs was reported by the February 2, 1926 Hagerstown Morning Herald:

“ORDER OF 50 CABS BY MOLLER COMPANY

“The Moller Motor Car Company is sending this week seven taxicabs to the Americus Taxi Cab Company, of Pittsburgh, which will be the first shipment of a consignment of fifty cabs for this concern.

“Two of the cabs left here Saturday and the balance of the seven today. They are consigned to President Fred Aufhammer, of the taxicab company, who was in Hagerstown last week looking after his consignment.

“An entirely new color scheme is incorporated in the cabs for the company. It is a lavender and gold body with red disk wheels. This gives an unusually striking appearance and the first cab of this color to have been built by the local motor company. They have been called the ‘Liberty’ by the taxicab company.

“It was stated that the local company has been building from 20 to 25 taxicabs per day and expects large consignments in the near future.”

In addition to the Astor-based Liberty, Moller produced another Astor-based cab called the 20th Century which was sold in small numbers to a Philadelphia cab syndicate.

A surviving picture of a 1925 20th Century show three Moller staffers, from left to right; William F. Bickel, Draftsman and designer, standing at left; John E. Harbaugh, seated on running board; and Robert L. Whitmer, sales dept., standing to his right.

Two additional Astor-based taxis, the Moller and Blue Light, were sold to taxicab operators in Baltimore, Maryland; Richmond, Virginia; and Washington, D.C. Like the Liberty and 20th Century, these cabs were sold by Moller salesmen and Freed insisted that these Moller-marketed cabs could not be sold in Boston and New York, which were controlled by Astor Cab interests.

No pictures or information has been located in regards to the 3,000 cabs ordered by the Tri-State Taxi Sales Co., other than the item in the June 2, 1925 Hagerstown Daily Mail. As many of the vehicles were to be operated by the Checker Cab Co., it’s likely that they were to be badged as Checkers, or even sold as Kalamazoo-built Checkers which were very similar in appearance to Moller’s taxicabs.

One of the very last Dagmars manufactured was a nine-passenger Model 6-80 Limousine built for the firm’s owner and namesake, M.P. Möller, sr. The massive vehicle was shipped overseas during the summer of 1927 where the Möller family used it to tour England, Italy, Holland, France, Germany, Norway, Sweden and Switzerland.

The brass-trimmed Limousine featured an upright windshield and was outfitted with a large brass luggage rack on the roof. Artillery wheels were needed to support the weight of the massive vehicle, which even at that late date was still equipped with brakes on the rear wheels only.

By the time the Möller family left for Europe, the Motor Co.’s prestigious Dagmar Hotel showroom, which had been established by Moller after the cars 1922 debut, had been discontinued.

Henry Austin Clark and Beverly Rae Kimes’ Standard Catalog of American Cars: 1805-1942,  list total Dagmar production as 417 vehicles: 1923-135; 1924-127; 1925-93; 1926-61; 1927-1. Clark & Kimes figures are substantially greater than estimates supplied by Keith Marvin and Arthur Lee Homan in their 1960 article in the Automobilist.

In preparation for their story, Marvin and Homan interviewed a number of former Moller employees and family members, who could account for only thirty-seven distinct cars. They concluded that the actual number of Dagmars produced was likely somewhat greater than 37 but unlikely to be more than 100. What little remained of the firm’s records in the possession of the Möller family at that time gave no concrete indication to back up either party’s estimates.

However, it is recorded that Keith Marvin assisted Clark & Kimes in the preparation of the first edition of the Standard Catalog of American Cars 1805-1942 (published in 1985), so we can only assume that additional information had been located to support the Standard Catalog's substantially higher number of 417 Dagmars.

Adding further confusion to the numbers is a statement given to Homan and Marvin in 1959 by John E. Harbaugh, Moller’s chief machinist/engineer. Harbaugh stated that “not more than 50 Dagmars were built”. As Harbaugh was one of only two surviving employees interviewed at the time, his summation puts some doubt on the Standard Catalog’s figure of 417 vehicles.

As none of the parties responsible for the figures are alive today, the actual number of Dagmars built will likely remain another one of automotive history’s great mysteries, however it is common knowledge that only two of the vehicles, a 1922 Dagmar 6-70 Petite Sedan and a 1924 Dagmar Five-passenger 6-60 Sedan, managed to survive.

The 1922 6-70 Sedan’s last known owner was Catonsville, Maryland resident Charles Glanzer. The stunning maroon military-fendered petite sedan was discovered in its original state in a Long Island, New York garage in the mid-60s.

The 1924 Model 6-60 Sedan was owned for a number of years by Edward S.Darner, a former Moller bookkeeper. It was originally purchased by William Wolf, a machine shop foreman, who died after he had run it little more than 2,000 miles, His widow insisted on selling it to Darner, who used it as a daily driver before converting it into a pickup truck in 1942.

Luckily Darner retained the rear doors and fenders he had removed from the vehicle, which were transferred to its subsequent owner, Hagerstown resident Paul Poe, who purchased the car from Darner in 1967. Poe subsequently embarked upon a thorough restoration of the car to its original 5-passenger configuration. The completed car was first shown June 7, 1969 at the Hometown Antique Auto Meet which took place in Williamsport, Maryland.

Although both vehicles are thought to reside in Maryland, their current whereabouts are unknown.

Although it’s is sometime stated that Moller manufactured the 1927-28 New York Six (aka Parkmobile), the facts relate that Villor P. Williams, had only contemplated manufacturing the car in Hagerstown, and what few cars were actually manufactured were built in the former George W. Davis Motor Car Co, factory in Richmond Indiana.

A 1925 issue of Motor Transport announced that Luxor was entering the bus field, although further evidence is lacking. Luxor announced in November of that year that they were purchasing the assets and real estate of the former Bay State automobile manufacturer R.H. Long. However on June 29, 1926 the Budd Wheel Co. initiated an order for receivership. The Commercial Car Journal reported:

“The company has assets of $1,000,000 but the liquid capital has been tied up in financing sales. Manufacturing operations of the Luxor Cab Mfg. Corp. will be continued under the receivers in equity appointed by Judge John Hazel in the United States District Court, New York.”

The proceedings listed LaRue Brown, as the firm’s receiver. Luxor’s headquarters were located at 1804 Broadway, New York, NY with 59 Fountain St., being their address in Framingham.

Freeds’ Astor Cab operation was an entirely different corporation and was unaffected by Luxor’s bankruptcy. He decided to consolidate all of his taxicab manufacturing operations in Moller’s Hagerstown plant and by the end of the year had organized yet another taxicab building operation that would dwarf all of his previous efforts.

R.H. Long was also unaffected by his bankruptcy and by 1927 had become a General Motors distributor. In the ensuing years he handled Cadillac, Pontiac, Oldsmobile and GMC and his firm continues to do business in Framingham today as the Long Automotive Group.

Midway through 1927 Freed debuted a new more luxurious taxicab, and a new corporation to market it. The Paramount Taxi Cab Manufacturing Co. took over sales of the Freed-owned Elysee Delivery De Luxe Corp. and soon introduced a new 6-cylinder long-wheelbase cab which was sold to New York operators as the Paramount.

The Paramount Cab Manufacturing Corp. offices were located at 730 Fifth Avenue, New York, NY. An early 1928 issue of the Commercial Car journal announced:

“Paramount Cab Manufacturing Corporation has been organized with 250,000 shares of no-par value to take over a corporation of similar name and its associated companies which have been producing Paramount taxicabs and Elysee delivery cars at Hagerstown, Md.

“A.S. Freed, president of the Paramount Cab Manufacturing Corporation, in which W.C. Durant recently acquired an interest, will hereafter make his headquarters at Bridgeport, Conn. where it is stated the will become head of the Locomobile Co. of America, which organization is now wholly separate from Durant Motors Incorporated.

“The Paramount Cab Manufacturing Corporation makes taxicabs and delivery cars. It was formed in 1928 to take over the Paramount Cab Manufacturing Corporation, Parts Depot Corp., Elysee Motors Corp., Sawill Financial Corporation of America and Sawill Financial Corporation. The company has a financial subsidiary and a cab operating subsidiary. The plant of the company is located at Hagerstown, Maryland and has a capacity of 3,000 cars a year.”

Advertisements for the Paramount included “The Car Beautiful” slogan explaining that “in days of pow­dered wigs and courtly gestures, nobility rode in Sedan Chairs by right of birth . . . Today, New Yorkers, by preference, hail the new Paramount, their personal limousine, because it is the ultimate in smart, luxurious transportation.”

Riding on a 118” wheelbase chassis, the 6-cylinder Buda or Continental-engined Paramount was more powerful and substantially better proportioned than previous Moller-built taxicabs. Standard equipment included coach lights, side-mounted spares, and a leather covered rear landau roof with a small rear window. It was also available in a built-to order version appropriately called the Super Paramount.

Ironically, the prospects for M.P. Möller’s automotive holdings increased as production of the Dagmar decreased. Its demise had nothing to do with the quality of the Dagmar, which was well-loved by all who owned one, rather it was due to its sales and distribution, or rather the lack thereof.

Fortunately for Möller he had already started doing business with Allie S. Freed (b.1892-d.1938 and sometimes spelled Ally), New York City’s Taxicab King. Moller began doing business with Freed in early 1924 and by 1927 had became the third largest taxicab manufacturer in the country, exceeded only by the Maurice Markin’s Checker and General Motor’s Yellow Cab.

Although Homan and Marvin make numerous references to Allie S. Freed’s right hand man as Mickey Heidt, his legal name was Morris Heit, (b. Dec. 1900 - d. Jul. 1973) with Mickey likely being his nickname.

Articles in the Hagerstown Morning Herald and Daily Mail always refer to him as Morris Heit and the papers society columns occasionally mention a Mr. & Mrs. Morris Heit who resided at, appropriately, the Moller Apartments.

Moller’s help wanted classifieds always ended “apply Mr. Heit, M.P. Moller Motor Car Co.” In addition to handling the firm’s staffing requirements Heit also managed the Moller Paramounts, the factory’s YMCA league basketball team.

Heit remained in the taxi industry for the next quarter century. An article in a 1958 issue of Taxi Fleet operator lists him as Morris Heit and at that time he was secretary of the Chase Maintenance Corporation, a large Manhattan based Checker Taxi fleet operator located at 607 West 47th Street.

Between 1924 and 1926 Moller employed not more than 50 to 75 workers in the manufacture of their automobiles and taxicabs. By the time the Paramount entered into production in 1927, Moller’s labor force had reached a peak of between 250 to 275 men, all of which were engaged in the manufacture of a reported 125 taxicabs per week.

Interestingly, across town, 1927 was also a banner year for Moller’s pipe organ works, due in large part to the firm’s success in undercutting the competition, yet offering a quality instrument affordable to any organization that needed one. Moller was now the largest pipe organ manufacturer in the world. Möller held a dinner party to celebrate a record-breaking December at his automobile works. The January 6, 1928 Hagerstown Daily Mail reported:

“M.P. MOLLER DINNER HOST TO EMPLOYEES

“Motor Car Company Celebrates Its Largest Output In Plant's History

“M. P. Möller, Sr., was host at dinner last night at the Dagmar Hotel to about 90 guests, including employees of the Moller Motor Car Company, Moller Organ Works and business associates. The dinner was in nature of a celebration over the largest output of the Moller Motor Car Company—77 cars during December. Last night's dinner was in payment of a "bet" made with Morris Heit, representative of the Elysee Motors Co. of New York, for whom the Moller plant manufactures Paramount taxicabs and custom delivery trucks.

“Early in December Mr. Möller said that if the plant could turn out 75 cars by December 31 he would pay for a dinner; if production fell below 75 Mr. Heit was to foot the bill. By December 31 the 77th car was finished, after employees had worked day and night to produce an average of six cars for each working day.

“Allie S. Freed, president of the Elysee Co., of New York, who was the first speaker Introduced by Mr. Möller, told how hardened New Yorkers are calling the Paramount the finest taxi on the avenue, while such firms as Ovingtons and Bonwit Teller are using the Elysee delivery car manufactured in Hagerstown to deliver a quarter of a billion dollars worth of goods to their customers.

“Mr. Heit, the next speaker, told how the cars had been built at the local factory. William Wolfe and William Bickle, both of whom had been at the plant during "bicycle season" before the days of automobiles, and Charles Eubert made brief talks.

“E.O. Shulenberger, to whom much credit was given for the production record of the Motor Co. is general manager of the M.P. Moller Motor Car Co.”

The Elysée was sold by the Freed organization through a subsidiary called the Elysée Motors Corporation, which was a July 21, 1927 reorganization of the Keyser Delivery De Lux Corp. A US Trademark was issued June, 28, 1927 to the Elysée Delivery de Luxe Corporation, New York, NY for “Automobiles and constructive parts thereof.” The Elysée Delivery de Luxe Corp. and related Elysée Motors Corporation were sometimes listed as Paramount Cab Manufacturing Corp. subsidiaries.

Advertisements for the vehicle stated the Elysée was “The Custom Delivery Car” which was ideal “For the Deliveries of Merchants of Importance.” Literature listed fours distinct models which were priced between $3,000 and $4,000. The Elysée was identical to the rest of the Moller-built taxicab lineup from the B-pillar forward, and was powered by a 6-cylinder Continental Red-Seal engine.

The Band Box (base model) and Fifth Avenue (deluxe model), were ¾ ton town car deliveries with an open driver's compartment and center-opening rear doors equipped with oval windows. They bore a resemblance to the Briggs-built Ford Model A Town Car Delivery save that the Moller-built trucks were noticeably taller and longer.

The Courier (base model) and Mercury (deluxe model) were 1½ ton enclosed vans with a forward canted oval window placed just behind the front doors over which a nickel faux landau bar was affixed. Center-opening rear doors with matching half gothic windows gave access to the rear compartment which was also accessible through a sliding door located behind the front passenger seat.

It is believed that 75-100 Elysée’s were built between 1927 and 1930 and known purchasers included three department stores; New York City’s Ovingtons and Bonwit-Teller; Cincinnati’s Maybee-Barew; and one grocer, Best Foods of Chicago.

At least one of the Bonwit-Teller vehicles was converted into an electric vehicle by the New York Edison Co. who displayed it at their annual Electric Truck Show, which was covered in the March 4, 1928, New York Times:

“ELECTRIC TRUCK SHOW OPENS THIS WEEK

“1928 Electric-powered ULTRA-SMART Electric Delivery Cars Win Favor - ONE who sees for the first time the new type deluxe electric delivery cars, as recently built for several New York City Department Stores.

“At the eighth annual Electric Truck Show, one unit recently put into service by Bonwit Teller & Co., was shown in the booth reserved by the New York Edison Company. They were designed by the Elysée Delivery DeLuxe Corporation and the power units for them were built to order by the New York Edison Company.”

The February 15, 1928 Hagerstown Morning Herald included mention of an Elysée-related lawsuit which pertains to Freed's patents which are displayed to the left:

“ELYSEE CAR, MADE IN HAGERSTOWN, IS BASIS OF LAW SUIT

“The Elysee Motors Corporation, with its plant in Hagerstown at the M.P. Moller Motor Car Co., has begun a suit for $500,000 damages against the White Company, manufacturers of automobiles.

“Allie S. Freed, president of the Elysee, who has an office both in this city and New York, stated that he was granted two design patents last October. The suit, which is an injunction restraining the White Company from manufacturing cars of a design like the Elysee, has only to do with the manufacture of the delivery car.”

The March 27, 1928 Hagerstown Daily Mail included the following announcement:

“Moller Sends Out Eight New Trucks

“Eight special-built Moller delivery trucks will leave the factory of the Moller Motor Car Company today for Cincinnati where they will be put into the service of the Maybee-Barew Department stores. The trucks are painted a light green and present a very snappy appearance. They sell for around $4000, officials say. The trucks will be driven to Cincinnati and stops made in all cities en route.”

Moller ran the following display ad in the May 23, 1930 Hagerstown Morning Herald which featured a poor-quality image of the Elysee.

“SPECIAL TRUCK SALE - Factory rebuilt 1 ton trucks in first class condition. Price, and terms will please you. - M. P. MOLLER MOTOR CAR CO.”

The ad marked the second to last time the Elysee appeared in print and it’s assumed that production had been terminated by that time.

If a November 13, 1928 news item was accurate, Allie S. Freed’s Paramount organization made a gross profit of $197,928 on sales of $471,075 during the month of October, 1928. Those astounding profit margins had apparently attracted the attention of William Crapo Durant as he soon mad a sizeable investment in the firm.

The January 21, 1929 issue of Time mentioned that “Dealers, friends, etc., recalled that William Crapo Durant had only recently bought full control of Locomobile Co. of America, that only last week he had bought a large, but not quite controlling interest in Paramount Cab Manufacturing Co.”

Durant installed a number of trusted associates to Paramount’s board of directors whose officers included; Allie S. Freed, president; Harry O. Sandberg, vice president; Frank M. Wohl, treasurer; Alfred M. Ellinrer, assistant vice president. Additional board members included W.C. Bennett, Peter Van Brunt, Harvey Weeks and Porter L. Willett.

Soon after the taxi trades announced:

“A.S. Freed, president of the Paramount Cab Manufacturing Corporation, in which W.C. Durant recently acquired an interest, will hereafter make his headquarters at Bridgeport, Conn. where it is stated the will become head of the Locomobile Co. of America, which organization is now wholly separate from Durant Motors Incorporated.”

The Locomobile plant would serve both as corporate headquarters and service depot for Paramount over the next few years.

According to station wagon historian Donald J. Narus, Moller supplied a number of Hupp Motor Car Co. dirstirbutors with a small number of series-built wooden station wagon bodies for the 1930-31 Hupmobile Model S chassis.
The firm is also known to have furnished International with wood station wagon bodies for the Model C-1 into the mid 1930s.

The September, 15, 1930 Hagerstown Daily Mail reported on another large order from Freed:

“LOCAL PLANT GETS 500 CAR ORDER: 200 WORKERS WILL BE GIVEN EMPLOYMENT

“Moller Company Gets Big Order For Taxicabs; Work For 300 Men In All

“A million dollar order for taxicabs, which will mean employment for an additional 200 male workers between now and Christmas has just been received by the M.P. Moller Motor Car Company, according to an announcement made today by that company.

“The order, received from the Paramount Cab Company, the corporation which handles the sales of the production at the local factory, will go to the Five Boroughs, an organization which supplies taxicab service for the five New York districts.

“Five hundred taxicabs must be turned out between now and the first of the year under the terms of the contract, and the local plant will be forced to do much overtime work to fill the contract. The Moller plant is now employing about 100 workers and will engage approximately 200 more men once the preliminary work is completed on the first hundred by the present staff of workers.

“This single order goes into New York city and does not include the orders which come in from Chicago and other points regularly supplied by the local plant. It is understood that one or more other large orders are expected shortly, which will keep the local plant busy after the first of the year.

“The Moller plant has been building up one of the most important industries in Hagerstown several years, and now is getting most of the taxicab trade in New York city and much of that in Chicago. Its taxicab is the most popular one in the two cities.”

Surviving photographs of a circa 1930-31 Paramount Five-Boro taxicab reveal a very handsome automobile that was clearly more luxurious than its competitors. Its modern day equivalent would be the long wheelbase Lincoln Continental Town Cars employed by the Carey Limousine Service.

Named after the five boroughs of New York City: Manhattan, Queens, Brooklyn, Staten Island and the Bronx, the Paramount-based taxicabs were fitted with a nameplate featuring the New York skyline as well as a trio of false ventilators on the top of the hood. The ridged appendages were supplemented by a pair of chromed faux exhaust pipes that were inexplicably run diagonally across the front of the otherwise tasteful standard Paramount hood louvers on both sides of the car.

Although the embellishments would be considered garish today, they helped prospective customers quickly identify a Five-Boro from a distance, which likely resulted in increase fares for the operator. In response, their main competitor, Checker, came out with their own distinctively-styled taxicabs soon afterwards.

The December 13, 1930 Hagerstown Daily Mail reported another large order for Freed:

“Big Order For Moller Taxi Cabs Will Keep Many Men At Work Here

“As the result of another large order for 500 additional Five Boro taxicabs, the Moller Motor Car Co. will be able to keep their present large force of men busy until probably April 1; it was stated last evening by E.O. Shulenberger, general manager of the company.

“The first ten cabs of the initial order left Hagerstown on Nov. 12. This was also an order for 500 and at that time the Paramount Cab Manufacturing Company, the distributors for the taxicabs, stated that an additional order might follow should the cars prove satisfactory. In the largest city in the United States taxicabs must be of the best to compete with the many makes. New York people are resorting to the use of taxis more and more and demand not only beautiful cars to ride in, but comfort as well.

“According to Manager Shulenberger, the Paramount people feel that they have the acme of comfort and appearance in the new Five Boro Cab. About 300 of the initial order have already been delivered in New York and are now being used in the metropolis.

“The new cabs, the fifth model to be turned out at the local plant, are-painted an old ivory cream, have black tops and nickel trimmings, presenting a most artistic appearance. One of the features is the pneumatic cushion base for the passengers and driver's seats.

“The body, upholstery and painting is done at the local plant and the Continental motor and the transmission are assembled here. It was stated that at present about 300 men are being employed, some of them working at night. This schedule will probably be maintained. If the additional order had not been received, it is likely that the local plant would have closed on Feb. 1, Manager Shulenberger said. This means that now the large force will be assured of work for this additional time.

“The local company has been manufacturing taxicabs for several years. M. P. Moller, of the Motor Car Company, recently stated before going to Florida for a vacation, that it was the policy of the company to keep the plant operating at all times and to employ as many men as possible.

“From 12 to 14 cars a day are now being manufactured with an average of about 85 per week, which is the heaviest output that the company has ever experienced. About thirty local drivers are kept busy continuously driving the cabs to New York in shifts.

“The Five Boro Association, which is using the cabs, is made up of picked fleet operators in New York who operate throughout Greater New York.”

Apparently some of the Elysee trucks had been leased as a display ad in the January 5, 1931 Hagerstown Daily Mail offered factory refurbished Elysee's for pennies on the dollar:

“SPECIAL FACTORY REBUILT TRUCKS

“1500 lb. Capacity — First Class Condition

“New "ELYSEE" design bodies, painted as desired

“Special Price — $750.00 - While They Last

“Sample On Display

“The M. P. Moller Motor Car Co.”

A prospectus issued by the The Paramount Cab Manufacturing Corporation on February, 19 1931 reported Paramount’s first financial loss:

“The Paramount Cab Manufacturing Corporation makes taxicabs and delivery cars. It was formed in 1928 to take over the Paramount Cab Manufacturing Corporation, Parts Depot Corp., Elysee Motors Corp., Sawill Financial Corporation of America and Sawill Financial Corporation. The company has a financial subsidiary and a cab operating subsidiary. The plant of the company is located at Hagerstown, Maryland and has a capacity of 3,000 cars a year.

“For the fiscal year ended September 30, 1929 the company made a profit of $1,115,981 and for the period ended September 30, 1930 there was a deficit of $280,912. This, according to the officials of the company, resulted mainly from general business depression. There is no funded debt.

“Capital stock outstanding amounts to 251,241 shares of no par value. An initial dividend of 60c a share was paid January 2, 1929 and distribution continued quarterly at this rate up to and including January 2, 1930. Stock dividends of 2 per cent each were distributed in April and July, 1930.

“As of September 30, 1930 total current assets were $1,711,228, current liabilities $46,188 and net working capital $1,665,040. Book value applicable to the common stock amounted to $6.49 a share.”

Much excitement was generated in Hagerstown during late 1930 and early 1931 by as series of newspaper articles detailing the pending manufacture of a new exciting minicar by the M.P. Moller Motor Car Co.

The car, which had been first introduced in 1928 as Martin Dart, was now called the Victory and according to accounts hade been substantially redesigned while under development at the Moller Plant.

The Dart was the project of Col. James V. Martin, of Garden City, Long Island. As he was an aeronautical engineer by trade, Martin enlisted the assistance of automobile engineer Miles H. Carpenter, the creator of the Phianna, to see his dream to fruition.

The Dart had a 60-inch wheelbase, and 29hp 4-cylinder Cleveland motorcycle engine which allowed the 600 lb. vehicle to reach a top speed of from 40-50 mph. The cars most unusual feature was its monocoque body and frame which was isolated from the tires by loops of rubber airplane cord. Another neat feature was its shipping crate which could be used to the store the diminutive vehicle in lieu of a proper garage.

Three prototypes were constructed and Martin spent the next three years trying to get investors interested in the cars. James W. Bryan, a well-connected Washington D.C. resident became interested in the car in late 1929, and within the year had gotten some Hagerstown residents interested in the vehicle.

The following series of articles relating to the development of the Martin appeared in the Hagerstown newspapers starting in late 1930.

December 3, 1930 Daily Mail:

“Martin Car, Bantam Auto, Is To Be Manufactured At The Moller Plant

“Work Already Started On Demonstrators At Hagerstown Plant—Diminutive Auto Designed By Famous Engineer—New Car To Cost $250.

“A new bantam automobile, the Martin car, is to be manufactured at the M. P. Moller Motor Car Company here. Negotiations have been completed between the company and the Martin Motors, Inc., of Washington for the manufacture of the diminutive cars and work already is under way at the local plant on the first demonstrators,

“Hagerstown Selected.

“Officials of the Martin Motors announced that Hagerstown had been selected for the manufacture of new cars by reason of its splendid transportation facilities, rates and tariffs and that-the Moller company, because of its long established reputation in the construction of automobiles of high quality, had been selected as manufacturing agents. It was announced that many manufacturing concerns and cities had been bidding for the industry but that Hagerstown offered greatest advantages. It is planned when full operation is started probably the early part of summer to turn out as high as several hundred Martin cars a day. The Martin Motors, Inc., officials announced. Prior to, that time the Moller Motor Car Co. will build several thousand demonstration cars which will be placed with sales agents throughout the country and in some foreign countries. Officials say that with orders already in hand and those reasonably expected, the first year's requirements may exceed 250,000 cars. To turn out these cars would mean a tremendous increase in the force at the local plant.

“Little In Weight

“The Martin car weighs less than one-half that of any other automobile despite its unusual seating room and comfortable capacity. It will be equipped with the Continental Motor, a contract for the production of motors already having been closed. The motor company has produced for the car a compact, yet powerful and efficient, motor unit, developing in excess of 29 horse-power at 300 revolutions per minute. It is claimed to be without equal in power, pick-up, flexibility and speed in the smaller car field.

“H.M. Carpenter, eminent automobile engineer and former builder of one of the famous Phinea custom made cars, is the chief engineer and is at the motor plant in direct charge of production. He is assisted by C.M. Aument, formerly factory manager of the Fokker Aircraft factory, Charles Adler (also referred to as E.W. Adler) , who for ten years was chief body designer for the Brewster Rolls Royce; will under Mr. Carpenter's direction supervise the body construction.

“Attractive In Design

“The Martin, despite its diminutive size, will be a beautiful creation. The experts and consulting engineers have developed a body design incorporating graceful curves and sweeping lines. The Martin is a radically different automobile. It is the invention of the renowned aeronautical engineer, James V. Martin, known wherever airplanes fly. Captain Martin's contribution to aviation has been recognized by Congress.

“Rubber Cord Used

“Captain Martin has been in Hagerstown during negotiations with the Moller company and will supervise much of the work. The Martin is the logical result of Captain Martin's invention for the aeroplane applied to the automobile. The announcement states that the wheels of the car are suspended to the body by rubber cords the same as used for aeroplane wheels. This suspension permits each wheel to act independently with the result that the Martin car in thousands of tests demonstrated its ability to negotiate without perceptible jar the roughest going. The wheel suspension permits the elimination of steel springs, chassis and other cumbersome parts. It also permits such seating room that three people may ride with comfort on a wheel base of less than six feet.

“The Martin has less than half the parts of the average automobile. Likewise, all the parts of the Martin lend themselves to extreme economical mass production.

“The Martin car on reaching mass production will retail at $250 f.o.b, Hagerstown.

“James William Bryan, Washington financier, is the president of Martin Motors and Paul T. Collins, President of the Federal Mortgage Guarantee Company of Norfolk, Va., is the secretary and treasurer. Associated with these are a number of leading business and professional men of the District of Columbia and Virginia. The executive offices are in Washington and the production and shipping headquarters in Hagerstown.

“Boyd Henri, former member of the Hagerstown Chamber of Commerce, who is associated with Martin Motors, paved the way for negotiations leading to selection of Hagerstown and the Moller plant for production.”

March 12, 1931 Hagerstown Morning Herald:

“AUTO CO. HEAD TELLS OF PLANS FOR LITTLE CAR

“‘Victory,’ Midget Auto, Will Be Made at Hagerstown Plant

“The eyes of the automobile world is focused upon Hagerstown where a radical departure in automobiles is in the course of construction at the plant of the Moller Motor Car Company.

“The car, one of the several midget automobiles under the course of construction, has been named the “Victory” and will be sold under that trade name, it has been announced by James W. Bryan, president of the Martin Company, in a special article appearing Sunday in the New York Times.

“The machine, which has undergone many radical changes since engineers arrived here some weeks ago, may make its debut within the next few weeks, but until that time, local representatives of the company have declined to discuss its possibilities. It is known however, that many thousands of orders have already been received and there has been a mad Scramble among automobile dealers not only in the United States, but in other countries on the American continent to secure agencies for the Victory.

“Radical In Design

“The Victory, according to President Bryan, of the company, is low in cost because of the absence of the conventional chassis frame members and the elimination of springs and axles. The base of the body takes the place of the usual metal frame members. Instead of the conventional axle interconnecting two wheels, each wheel is sprung independently, with rubber compression members instead of the usual metal spring. This was the feature of the original Martin car and it embodies a principle that is reported to be under study in nearly every motor car laboratory in the country. It is declared to give the car unusual smoothness and assure comfort at a speed of sixty miles an hour over a rough field.

“Cheap To Assemble.

“As evidence o£ the Victory's unusual design as a factor in production economy, Mr. Bryan reports that the total assembly and test cost per car is $14.60.

“Under the plan Victory dealers will not carry stocks of cars, save for display and demonstration purposes. They will merely take orders and deliveries will be made by the parent organization direct to purchasers. Dealers will not even accept payment from the buyers. Each purchaser will be directed to make his deposit of a down payment of $75 or the full amount if he pays cash at a bank which will represent the factory in each community.

“To assure minimum of delay in delivery, the Martin company itself, not the dealer, will maintain stocks of cars in central warehouses in various parts of the country. Each car will be carried by truck to the purchaser's home, just as deliveries of vacuum cleaners, electric refrigerators and other commodities.

“Selling Territories.

“Another feature of the distribution set-up is that territories are being sold to dealers. Sixty already have been taken and the company has 1,500 applications, according to Mr. Bryan, who was here yesterday inspecting the progress being made on the revised models. While dealers are not required to carry cars in stock, they must agree to take their territories on a Quota arrangement, to carry parts and to give complete service on a flat rate basis prescribed by the factory. In addition they must agree to take no trade-ins, a step which Mr. Bryan rays is taken in the direction of ending the worst evil in the motor car business.

“These are the plans which, Mr. Bryan believes embody the ideal in motor-car merchandising. At the same time he concedes that the program is theoretical and must prove itself in practice.

“300 Cars Daily.

“According to Mr. Bryan, plans are under way to produce 300 cars daily at the local plant by summer. If the Victory proves the success its designers are hopeful it will, it will mean employment for hundreds of people here. The victory as designed has a wheelbase of 75 inches, and in the standard coupe weighs 940 pounds. The engine of the Victory is made by Continental and has a piston displacement of 78 cubic inches, a brake horsepower of 30 and a rated horsepower of 14. The engine has four cylinders. The Victory has a single seat, but will seat, three persons comfortably and four crowded. It is understood that the Victory will offer three versions of the coupe, a standard, a deluxe and a convertible. The three are priced respectively at $250, $325 and $350.”

April 16, 1931 Hagerstown Daily Mail:

“ENGINEER IS SUPERVISING FINAL TESTS

“C. Sauer, Son Of Famous Auto Manufacturer, Comes Here From Firestone Plant

“The son of Switzerland's greatest automobile manufacturer, a young man who is recognized as one of the leading engineers in the United States, is here in Hagerstown to put the finishing touches upon the Victory, the bantam wonder car, which will be given its final tests Monday at the plant of the Moller Motor Car Company.

“He is C. Sauer, chief engineer of the experimental division of the Firestone Tire & Rubber Company. He is also the son of the maker of the famous Sauer truck, recognized as the leading automobile truck of Europe.

“The Firestone company not only has the contract to furnish all tires for the Victory when production gels under way, but is also supplying one of the most important sections of the radically different automobile, the invention of James William Bryan, president of the Martin Motors, which concern will manufacture the cars here.”

April 29, 1931 Hagerstown Daily Mail:

“Performance Of ‘Victory’ Car Is A Surprise

“Dealers Here Ride In Auto: Enthusiastic

“Scores Arrive Here From Eastern Cities Takes Bumps In Easy Fashion

“Fifty, odd dealers, just a part of the hundreds of automobile agency heads in the United States and Canada who have been clamoring for weeks for the appearance of the new revolutionary designed ‘Victory’ car got their first glimpse of the machine yesterday and also had the pleasure of riding in it. It is needless to say that these dealers returned to their homes with more enthusiasm than they brought here with them, for they admitted they had been somewhat skeptical.

“It was a rather daring thing that the officials of the company which will manufacture the ‘Victory’ at the plant of the M. P. Moller Motor Car Company did yesterday, something which we'll wager few manufacturers, about to put a new product on the market, would have done. That is to demonstrate before the men who must be sold out the product a model which had not been put through the smelling tests most necessary to find those many little defects which take time and patience to remedy.

“Ride A Revelation.

“The writer was invited to take the first ride in the ‘Victory’ and piloting the machine was Carroll M. Aument, formerly factory manager for the Fokker Aircraft Corp. of America. He designed the Victory car, perhaps the most, radical departure of any machine placed up- on the American automobile market in the past decade That ride was a revelation, even though a small bolt, holding a part of the rear section, snapped off because of the fact that the steel in the bolt was too brittle. Mr. Aliment drove the bantam car over the section of Wilson Boulevard from Pope avenue to the Funkstown pike, a rather rough stretch of road, at 40 miles an hour. The writer went back over the same stretch in a six cylinder car with shock absorbers a short time later to find out if his eyes had deceived him and it wasn’t a stretch of concrete highway instead of the rut filled road it appeared to be. The ruts were there and the higher priced six cylinder car, with shock absorbers failed to take those same bumps as did the little ‘Victory.’

“Wheels Steer Separately.

“Each of the wheels on the ‘Victory’ from the pitman arm to the steering wheel is steered independently. Each wheel is made to travel four inches up and down. Another radical change is that the "Victory' has no steel chassis frame, the body making its own frame. Two little discs, manufactured by the Firestone Company, the invention of Mr. Aument, are the secret of the spring suspension. They replace the original suspension rubber shock cords, which were used on the original Martin car and found to be unsuited.

“The ‘Victory’ has none of the features of the Martin car, being entirely different in design. Beginning immediately the machine will go under the most severe tests, and will be operated day and night over the roughest roads surrounding Hagerstown in order to pick up all defects and remedy them before production is started.

“Thousands of orders are already on file at the plant and everything is in readiness to start production once the car is proven fool-proof. The designer has moved slowly because it is not the desire to put a product on the market until it will stand the wear and tear.

“Another line has been added to the ‘Victory’ which apparently has caught the eye of the agents – a light delivery vehicle capable of handling up to 500 pounds with a capacity of 50 cubic inches.

“These are the other advantages claimed by the inventor over another midget machine which recently made its appearance: The ‘Victory’, the same weight as the other machine, develops 30 horsepower to 13 horsepower by the other car. Has a tread of 53 ½ inches to 40 inches of the other car, capable of hauling comfortably three persons, where two can ride in the other car, and will sell for at least $100 cheaper than the other machine. And last of all, the ‘Victory’ is mighty good looking car and that's quite necessary to sell any kind of a machine even though it will undersell any other car on the market.”

Although production of taxicabs had ended at the end of March, good news for the Motor Car Co.'s laid-off employees was reported in the July 16, 1931 issue of the Hagerstown Morning Herald:

“MOLLER MOTOR CAR STARTS ON CAB ORDERS

“Production of Cars Gets Under Way at Local Plant

“The Moller Motor Car Company went into production this week after having been idle since the middle of April. The local automobile manufacturing concern, in putting its wheels back into operation after a four month lay-off, began work on a large order for taxicabs, which, when filled, will total from one and a quarter, nearer to one and a half million dollars The can now under construction, as they are finished, will go to the Taxi Manufacturing Corporation of New York City, a firm recently organized to absorb the older one with which the Moller Company previously did business. The machine being turned out is the Five-Boro Cab, the Hagerstown concern's latest model, which took the place of the Paramount.

“The Moller Motor Car Company was one of Hagerstown's busiest Industries during the depression of last winter; and this present impetus enables E.O. Shulenberger, the general manager, to hope that his organization may continue to help relieve the unemployment situation.

“As it happens, there are no openings just now for men who have not previously been on the Moller payroll. Of necessity, the New York buyer cannot all for the taxis all at once, and the Hagerstown producers are obligated to take care of their regular employees before going outside.

“Monday saw work begin in the mill on the first twenty of the new cabs. This body building will continue for several weeks, and then the chassis men will be taken on for a similar period before the metal craftsmen are called.

“There is a possibility that a second consignment will be received before the first is completely filled, which will mean another boost to the personnel, but nothing is certain on that. The original order was received about three months ago, and Mr. Shulenberger had not expected to have a chance to start filling it before fall. At any rate, it will be several months before there can be any change in the regular Moller employee body.

“Mr. Shulenberger announces that the production of the Victory, the small car that his company is putting on the market; will be begun in about four weeks.”

Despite all the free publicity and alleged interest in the car, the Martin-designed minicar never did enter into production and Homan and Marvin believe only four prototype Victory’s were built at the Moller plant.

Apparently James V. Martin was not dissuaded by the failure of the Victory as he displayed 2 all-new streamlined minicars at the 1932 New York Automobile Show, the first a 3-wheeler, the second equipped with 4 wheels. Production of those cars never materialized however a pair of Martin-designed vehicles were produced in very small numbers after the Second World War. The Martinette and its companion wagon, the Stationette, were produced in very small numbers by Basson’s Industries Corp. of the Bronx, New York between 1950 and 1956. The wooden bodies used by the Stationette were furnished by the Biehl Auto Body Works of Reading, Pennsylvania.

Although Paramount's poor financial state had resulted in the idling of most of Moller's workforce in late 1931, the March 28 1932 issue of the Hagerstown Morning Herald brought some much-needed good news:

“WORK ON TAXICAB ORDER IS STARTED

“Work has been started on an order for 200 taxicabs at the Moller Motor Car company  plant here, which are to be turned out during the next eight weeks for the Paramount Cab Company, of New York, it was announced Saturday. This contract will put hack to work over one hundred men. There are approximately 100 now at work, and as work progresses, others will be taken back in various departments. The company is taking back only their regular employees, who were furloughed after the completion of the last contract.”

More good news followed as reported in the May 26, 1932 Hagerstown Morning Herald:

“NEW MODEL CAB

“First Consignment of Order of 200 Sent From Moller Plant

“The first consignment for the Five Boro Association of New York City, was sent last evening, by the Moller Motor Car Co. from the local plant, ten cars being driven to the metropolis by local drivers.

“There are now over 150 men employed at the local plant in turning out ten cabs each day to fill the order of 200 cars.

“Work on this order began on March 14. Gradually the number of men employed was increased as the different departments took up the work. This cab, which is a new model, is painted ivory and black and has a six cylinder, Continental motor. The bodies are made at the local plant while the chassis is assembled at the plant.

“The car has four-wheel brakes; an air seat spring for the driver's comfort and is said to be good for 200,000 miles. It is of the town car type. There are 28 drivers who will deliver these cars. This order will be finished by the middle of June. The local plant has built about 6,000 cars since 1928.”

The May 22, 1933 Hagerstown Morning Herald announced the debut of a new Taxi brand, the Moller:

“LOCAL PLANTS ADD EMPLOYES AS BUSINESS CONDITIONS IMPROVE

“Considerable Improvement Noted During Last Few Weeks—Big Taxicab Order Received Here.

“An order for 150 Taxicabs received some weeks ago by the Moller Motor Car Co. is now being delivered to Baltimore and Washington and there are about 125 men working at the local plant.

“The Moller plant is now manufacturing taxicabs under the name of Moller cabs for shipment to Washington for the Washington Cab Sales Corp., which operates the Blue Light fleet in the capital city. The cabs, of a distinctive type, have made a big hit in Washington, as did the Paramount cabs, made at the Moller plant, when they were introduced in New York City.

“Henry Hanson, assistant manager at the Moller plant said that prospects for the plant were unusually bright and there were indications that additional orders would be received from New York city, where hundreds of the Paramount cabs made in Hagerstown are now operating. Because of the depression, sales of taxicabs fell off considerably there, but now that many of the cabs have served their time, additional orders are expected shortly.

“Eighty-one of the 150 taxicab for Washington and Baltimore had been completed up until today. The Wall Street Journal Friday announced that 30 carloads of taxicab materials including motors, frames, axes, transmissions, etc. have been shipped by the Continental Motor Company, Detroit, to the Moller plant here.”

The Washington Cab Sales Corp., a DC-based operator, marketed their Paramount-based taxicabs as Blue Lights on the streets of Baltimore, Maryland; Richmond, Virginia; and Washington D.C. Regardless of the name or badging, all Paramount-based Moller taxicabs were identical, save for small variations in trim and equipment.

A substantially redesigned Paramount taxicab which was christened the Paramount Artistocrat appeared in the spring of 1934. The new aerodynamic taxi sported a slightly veed grill similar to those found on the recently introduced Ford V8 passenger cars. Still available as a limousine or town car, the versions utilized by the Five-Boro Association featured a new engine cover treatment which substituted standard spear-shaped hood louvers for the awkward chrome hoses found on earlier versions.

The February 1, 1934 Hagerstown Daily Mail gave details of a $1 million order from the Freed organization:

“BIG TAXICAB ORDER GIVEN MOLLER CO.

“Order For 610 Cabs Given; To Put 200 Men To Work In Local Plant

“A contract for the manufacture of 610 taxicabs for the Paramount Cab Manufacturing Corp., of New York City, was signed yesterday afternoon for the Moller Motor Car Co., of this city. Production of the cabs, which will be completed in about four months, got under way this morning, with the recall of a number of men, and when production reaches its peak within the next month, approximately 200 workers will be employed.

“The contract for the big order, representing about $1,000,000, was signed by Allie S. Freed, president of the Paramount Corp., and a representative of the Moller Co. A.J. Freed, treasurer of the Paramount Co. remained over for a few days while preparations were being made to rush production. The new taxicab, which will be unlike any cab developed to date, has been designed and completed at the local plant and is in a room under lock and key. Taxicab designs are so quickly copied that the secrets of the new cab has been closely guarded. New Yorkers are unlike perhaps any other individuals in the nation. They like to ride in the very newest in taxicabs and statistics have revealed in the past that receipts of new cabs average $5 greater daily over cabs of older designs.”

A proposed measure by New York City Mayor Fiorello Laguardia to limit the number of taxicabs in that city was given a poor reception in Hagerstown as recorded by the February 10, 1934 issue of the Daily Mail:

“Chamber Is Against Cab Limitation

“Local Body Wires Gen. Johnson 300 Men Here Would Be Affected By Order

“The Hagerstown Chamber of Commerce today wired Gen. Hugh S. Johnson, national code administrator, protesting any limitation of taxicabs for New York City, on the grounds that any such action would affect adversely 300 men in Hagerstown engaged in the manufacture of taxicabs for the Paramount Company.

“The local Chamber learned today that Mayor Laguardia, of New York City is in Washington on matters pertaining to that city, one of which is to request the NRA to permit him to limit the number of taxicabs that may operate there.

“The Chamber immediately sent the following wire to Johnson: ‘Being Informed that cab limitation for New York City is being urged on you, wish to advise you that any such limitation will immensely affect adversely employment of 300 men here engaged in the manufacture of Paramount cabs for New York City.’

“The Moller Motor Car Co recently was awarded a contract for the manufacture of 610 taxicabs for the Paramount Cab Company, of that city, and between 200 and 300 men will be put to work. Many of the departments at the local plant already have recalled workmen and the order means four months continuous employment for that number of men and possibility of additional orders.”

By 1933 Morris Heit had left the Freed organization and formed his own firm, the Town Taxi Company. A small run of Moller taxicab bodies were built for Heidt using Diamond T taxicab chassis between 1933 and 1935, after which he turned to using standard Detroit-built iron.

Moller also built a small run of Ford-chassised taxicabs equipped with Moller coachwork for the Philadelphia Rapid Transit Co. The distinctive four-door sedan body featured a totally unique body from the grill rearwards. Features included a cowl-less full length hood with horizontal louvers, rear-hinged (suicide-style) front and rear doors, town car styling with the requisite leather covered roof and blanked-in rear quarters with landau bars.

The April 2, 1934 Hagerstown Daily Mail reported on a sizeable order for Ford and Dodge-based taxicabs for a Philadelphia operator:

“Receive Big Orders.

“The two manufacturing concerns which received big orders, work upon which got under way today. Are the M. P. Moller Motor Car Company and W. D. Byron & Sons, Williamsport.

“The Moller Company Saturday signed a contract for the manufacture of 100 special taxicab bodies for the Philadelphia Rapid Transit Company, and put to work 50 men this morning. The order must be completed within 12 weeks.

“The 100 Dodge and Ford chassis upon which the taxicab bodies will be built, are being shipped to the Moller plant this week. The local plant was the first concern which developed the heavy body on a light chassis. The Philadelphia Rapid Transit Company, which controls the street car and taxicab business in Philadelphia., was much impressed with the type of body the local plant built for the Paramount Cab Company, of New York and placed an initial order for 100 of these type bodies to be made here.

“The order for 610 taxicabs for New York City, signed some weeks ago by the Moller Company is expected to start moving shortly, now that New York's taxi strike is settled. The company for which these taxicabs were being manufactured feared to bring them into that city with hoodlums smashing up scores of taxicabs daily while the strike was in progress.”

The November 22, 1934 Hagerstown Daily reports that work on the new Paramount Artistocrat didn't commence until June and the first production vehicles weren't delivered until mid November:

“First Of New Cabs Finished

“Stream-Lined Taxis Being Built At Local Moller Plant.

“The first Paramount Aristocrat taxicab finished at the local plant of the M. P. Moller Motor Car Co. was delivered in New York City yesterday. The local plant has a contract to furnish 625 of these new stream-lined cabs to the Paramount Cab Manufacturing Corporation of New York City.

“E.O. Shulenberger, general manager, stated that the first actual deliveries will take place next week. The cab delivered yesterday was a sample for drivers to inspect and try out. There are 200 employees working on the contract and by next week there will be about 250, with all departments working, according to Mr. Shulenberger. It is estimated it will take from 15 to 16 weeks to complete the contract. From 25 to 50 cabs a week will be delivered. Work on the present contract began last June. All departments are expected to be kept busy until spring. The new cab is said to be the latest thing of its kind and is the most handsome yet turned out and fully stream-lined.”

Sales of the expensive Aristocrat were disappointing as the Freed organization found it was getting increasingly harder to compete against the mass-produced taxis that were available from Detroit’s automakers for half the price of an Aristocrat.

No further taxicab orders are recorded in the local press and for the next couple of years a skeletal crew kept the Moller Motor Car Co. factory busy producing small runs of oddball commercial bodies for International’s light truck chassis.

Most numerous were International’s 1934-36 suburban station wagons whose production was shared with Cleveland’s Baker Raulang and Burkett Closed Body companies. A few bodies for the all-new 1937-38 International D2 suburban were also produced, the contract being shared with Cantrell and Hercules.

Moller also produced some of International’s factory rack / stake truck bodies plus a few custom jobs which included 2 paymaster’s vans for the US Military as well as prototype streamlined delivery van for the 1937 D2 chassis, neither of which entered into production.

They also built the prototype DeVo automobile, a diminutive 4-5 passenger sedan introduced by Norman deVaux and F.F. Beall in late1936 using a 4-cylinder Continental on a 102” wheelbase chassis. The export-only motorcar never got off the ground although the prototype remains extant and is thought to be the very last vehicle built by the Moller organization.

Mathias Peter Möller passed away at the age of 82 on April 13, 1937 after a short illness. In addition to his organ and automobile works, Möller also owned or had a controlling interest in a number of Hagerstown businesses which included the Moller Music Store, the Dagmar Hotel, the Moller Apartments, Home Builders Building and Loan Association, and the Hagerstown Trust Co.

On January 11, 1938 Möller’s longtime business partner, Allie S. Freed, joined him in death, passing away at the age of 46 from pneumonia.

At the time of his death, Freed’s Paramount Properties had recently completed a 30-acre planned community called Buckingham, in the Washington D.C. suburb of Arlington, Virginia. Freed’s widow Frances left Harvard University a huge endowment, sponsoring the Allie S. Freed Professor of Government and Allie S. Freed Professor of Economics.

The closure of the M.P. Moller Motor Car Co. closely followed the passing of its founder and namesake. Elden O. Shulenberger (B 1877- D 1944), vice-president of the organ works, had overseen the automobile plant for the past few years and upon Möller’s passing assumed the presidency of the Motor Car Co.

Shulenberger was one of Möller’s most trusted employees, having started off with the organ company in 1897 as a secretary to M.P. Möller Sr. It was his sad task to shut down the automobile works, which was completed by late 1938. Attempts were made to sell the factory to another concern, but there were ultimately unsuccessful. The physical assets of the firm were auctioned off on Monday, November 27, 1939 and the property was sold back to its previous owner, R.J. Funkhouser & Co.

The November 25, 1939 Hagerstown Daily Mail included two notable items. The first was a small item revealing that the factory had been sold:

“Mayor Thanks Company Head

“Extends Thanks To R.J. Funkhouser For Expanding Business.

“Hagerstown, through its mayor, Richard H. Sweeney, today thanked Raymond J. Funkhouser, president of R. J. Funkhouser, Inc., for establishing a new industry in this city, as announced on Thursday in the purchase of the Moller Motor Car Company building, which will be used for expansion and to house three industries."

The second was a display ad listing the contents of the Moller factory which were to be auctioned off the following Monday, November 27th:

“AUCTION SALE IN DETAIL:

“ENTIRE STOCK-MACHINERY & EQUIPMENT of the LARGE AUTOMOBILE MANUFACTURING PLANT on the premises Pope Avenue & Wilson Boulevard

HAGERSTOWN, MARYLAND

“STARTING AT 11 O'CLOCK A. M., MONDAY, NOVEMBER 27th, 1939

“Comprising:

“MACHINE SHOP, TOOL ROOM EQUIPMENT: Milling Machines, Lathes, Drill

Presses with Single and Multiple Spindles, Universal and Surface Grinders, Turret Lathes, Shapers, Foot Shears, Hand and Power Beading Rolls, Thousands of Small Tools.

“WOODWORKING DEPARTMENT: Baxter D. Whitney Shaper with Motor on Spindle, Defiance Shaper with Motor on Spindle, Defiance and Greenlee Boring Machines with Motor on Spindle, Single End Tennoners, Saw Tennoners, Large Greenlee Hollow Chisel Mortiser with Compound Table, Bits and Chisels, Belt Sanders, Bevel Saws, Saw Tables, Cut Off Saws. Band Saws, Ingersoll Rand & Berry Air Compressors, 42" Self Contained Tannewitz Band Saw, and Other Woodworking Machinery.

“ELECTRIC MOTORS: Running from U to 50 Horse Power. All 220 Volt 3 Phase, Alternating Current, Electric and Air Hand Tools.

“UPHOLSTERY DEPT. MACHINERY: Extra Equipment and Stock, Office Furniture. 5 Devilbliss Spray Booths, Compressors. Lumber, Screws, Paints, Trucks, etc.

“Most of the Equipment is Modern and in first class condition.

“Terms of Sale, Net Cash. A cash deposit equivalent to 25% of Amount purchased must be maintained throughout the sale. All bills must he paid for by Tuesday noon and goods must be removed by Wednesday, November 29th.

“107 W. Redwood Street, Baltimore, Md., Phone Caf. 2680

“THE HARRY L. MILLS CO. Auctioneers”

Two Moller-built taxicabs are known to exist. A 1925 Astor formally owned by John E. Harbaugh remains somewhere near Hagerstown and is occasionally displayed at local car shows. A 1925 Luxor, which may or may not be built by Moller, is currently owned by the Larz Anderson Museum of Transportation in Brookline, Massachusetts. The car was purchased new by Anderson who painted it red and converted it for use as a private limousine.

Although Luxor cabs were all sold through the Luxor Cab Manufacturing Co., and shared the bulk of their parts, it’s difficult to tell by a visual inspection if the museum’s car was built in Maryland or Massachusetts. However, museum records state that the car was delivered to Anderson at the Framingham factory so it’s more than likely it was built there as well, which likely leaves the former Harbaugh-owned Astor as the only surviving Moller-built taxicab.

© 2004 Mark Theobald - coachbuilt.com

For more information please read:

Arthur Lee Homan and Keith Marvin - The Dagmar and the Möller Motor Car Company: an automotive enigma, The Automobilist Vol. X. No. 1, February 1960

Thomas J.C. Williams - History of Washington County, Maryland: from the earliest settlements to the present time, including a history of Hagerstown. Volumes 1&2, pub 1906

Jay P. Spenser - Bellanca C.F.: the emergence of the cabin monoplane in the United States, National Air and Space Museum, pub 1982

Donald J. Narus - Great American Woodies and Wagons

Donald J. Narus - Chrysler's Wonderful Woodie: The Town and Country

Donald F. Wood - American Woodys

David Fetherston - American Woodys

David Fetherston - Woodys

Richard Bloechl - Woodies & Wagons

Robert Leicester Wagner - Wood Details

Ron Kowalke - Station Wagon: A Tribute to America's Workaholic on Wheels

Byron Olsen - Station Wagons

Robert J., Jr. Headrick - Chevrolet Station Wagons: 1946 Through 1966 Photo Archive

James T. Lenzke & Karen E. O'Brien - Standard Catalog of American Light-Duty Trucks: 1896-2000

Paul G. McLaughlin - Ford Station Wagons 1929-1991 Photo History

Lorin Sorensen - Famous Ford Woodies

James K. Wagner - Ford Trucks since 1905

Don Bunn - Dodge Trucks

Fred Crismon - International Trucks

Don Bunn - Encyclopedia of Chevrolet Trucks

Beverly Rae Kimes - The Classic Car

Beverly Rae Kimes - The Classic Era

Beverly Rae Kimes - Packard: A History of the Motorcar and Company

Beverly Rae Kimes & Henry Austin Clark Jr. - Standard Catalog of American Cars 1805-1942

Richard Burns Carson - The Olympian Cars

Raymond A. Katzell - The Splendid Stutz

Marc Ralston - Pierce Arrow

Brooks T. Brierley - There Is No Mistaking a Pierce Arrow

Brooks T. Brierley - Auburn, Reo, Franklin and Pierce-Arrow Versus Cadillac, Chrysler, Lincoln and Packard

Brooks T. Brierley - Magic Motors 1930

Nick Georgano - The Beaulieu Encyclopedia of the Automobile: Coachbuilding

John Gunnell - Standard Catalog of American Cars, 1946-1975

James M. Flammang & Ron Kowalke - Standard Catalog of American Cars, 1976-1999

Daniel D. Hutchins - Wheels Across America: Carriage Art & Craftsmanship

Marian Suman-Hreblay - Dictionary of World Coachbuilders and Car Stylists

Michael Lamm and Dave Holls - A Century of Automotive Style: 100 Years of American Car Design

Thomas E. Bonsall - The Lincoln Motorcar: Sixty Years of Excellence

Fred Roe - Duesenberg: The Pursuit of Perfection

Arthur W. Soutter - The American Rolls-Royce

John Webb De Campi - Rolls-Royce in America

Hugo Pfau - The Custom Body Era

Hugo Pfau - The Coachbult Packard

Griffith Borgeson - Cord: His Empire His Motor Cars

Don Butler - Auburn Cord Duesenberg

George H. Dammann - 90 Years of Ford

George H. Dammann & James K. Wagner - The Cars of Lincoln-Mercury

Thomas A. MacPherson - The Dodge Story

F. Donald Butler - Plymouth-Desoto Story

Fred Crismon - International Trucks

George H. Dammann - Seventy Years of Chrysler

Walter M.P. McCall - 80 Years of Cadillac LaSalle

Maurice D. Hendry - Cadillac, Standard of the World: The complete seventy-year history

George H. Dammann & James A. Wren - Packard

Dennis Casteele - The Cars of Oldsmobile

Terry B. Dunham & Lawrence R. Gustin - Buick: A Complete History

George H. Dammann - Seventy Years of Buick

George H. Dammann - 75 Years of Chevrolet

John Gunnell - Seventy-Five Years of Pontiac-Oakland