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The Bridgeport Vehicle Company was a
short-lived automobile body builder who supplied small number of custom
bodies to Bridgeport residents in addition to fullfilling
contracts for the manufacture of production bodies for
its Bridgeport neighbor, Locomobile.
Initially established as an automobile
garage, the Bridgeport
Vehicle Co. entered into the manufacture of automobiles bodies after a
fire
destroyed Bridgeport’s Hincks & Johnson carriage works in April of
1906. Hincks
& Johnson’s management elected to withdraw from business and a core
group
of their body craftsmen went to work for
the Bridgeport Vehicle Co. At the time of the fire Hincks & Johnson
were
constructing coachwork for Locomobile, and the contracts were fulfilled
at the
Bridgeport Vehicle Company’s facility.
The Bridgeport Vehicle Co. was formally
organized on
February 14, 1906, with an authorized capital of $50,000, its officers:
Harry D.
Miller, President and Treasurer; Herman F. Brandes, Vice President;
George C.
Miller, Secretary; and A.W. Knapp, superintendent.
The formation of the firm was announced to
the trade in the
March 28, 1906 issue of The Horseless Age:
“The Bridgeport Vehicle Company, Bridgeport,
Conn.; To manufacture automobile parts.
President and
treasurer, Henry D. Miller, 20 shares; vice president. H.F. Brandes, 10
shares;
G.C. Miller, 10 shares.”
The April 5, 1906 issue of The Motor Way
provided additional
details as follows:
“The officers of the Bridgeport Vehicle
Company which was
recently organized with a capitalization of $50,000 in Bridgeport,
Conn. are H.D.
Miller, president and treasurer; H.F. Brandes, vice president; George
C. Miller,
secretary; A.W. Knapp is superintendent. The concern will build motor
car
bodies.”
Its president, Harry D. Miller, was born in
New York in 1858
and after he completed his primary education he attended the
Lawrenceville
School, Lawrenceville, New Jersey. He
married Ida F. (b. 1858 in NY) and to the blessed union was born three
children
George C.; Roland V.G.; and Lois C. Miller.
Vice-president, Herman F. Brandes, was born
in September
1863 in Germany, emigrating to the United States at the age of 9 in
1873. He
was apprenticed to a machinist, with the 1900 US Census listing his
occupation
as foreman in a machine shop. In 1886 he married Carrie ??? (b. Sept.
1863),
and to the blessed union were born three children, Paul H. (b. Jul.
1893), Lena
A. (b. Jan 1887) and Bertha (b. May
1888) Brandes.
(The Bridgeport Vehicle Co. was unrelated to
two following
automobile-related firms bearing the name Miller, that were organized
at much
the same time; Miller Motor Car & Supply Co., Bridgeport
(capitalized at $7,000
and organized Jan. 19, 1905) and Miller Garage Co., Inc., Bridgeport
(capitalized
at $35,000 and organized Dec. 27, 1905).
Located at 554-556-558 Fairfield Ave., Bridgeport, the latter firm was
an early
distributor who sold Aerocar, Rapid, Glide, and Maxwell automobiles. On
May 21,
1907 the Miller Garage Co. changed its name to the Miller Motor Car
Company.)
The September 1, 1907 issue of the Cycle and
Automobile
Trade Journal included a picture of an attractive body built for a
Bridgeport
businessman on a Locomobile chassis:
“Limousine body made by the Bridgeport
Vehicle Co. for Mr.
E.G. Burnham of the firm of Eaton Cole & Burnham, Bridgeport, Conn.
“Bridgeport Automobile Bodies
“The Bridgeport Vehicle Body Co.,
Bridgeport, Conn., was
formed over a year ago by Mr. Harry D. Miller, and seven practical body
makers
who have been connected with one of the largest carriage manufacturing
concerns
in the State of Connecticut. The company builds a line of high-grade
Limousines, Landaulets, Victorias and Touring bodies of every
description.
“They make a specialty of limousine and
touring, car body
work. The bodies are constructed of selected, thoroughly seasoned stock
and are
assembled by skilled workmen. The painting may be of any combination of
colors;
upholstering may be of morocco, satin or broadcloth. The bodies are
furnished
with an equipment usually found in high-grade work, such as clock,
toilet case,
card case, megaphone or speaking tube, roll up silk curtains inside,
sliding or
revolving seats, dome electric light, etc. All outside fittings are of
best
quality brass. Inside appointments may be of brass or silver finish.
Side lamps
wired for electric lights are furnished, if desired. The body is
supplied with
storm front, folding into top when not in use.
“The bodies are made in both wood and
aluminum. This concern
has also a special top department where they build tops to order; also,
wind
shields, slip covers, lamp covers, etc.”
The ‘one of the largest carriage
manufacturing concerns in
the State of Connecticut’ mentioned in the article refers to Hincks
&
Johnson, a well-known Bridgeport heavy carriage manufacturer that was
winding
down its operations at the time, having suffered a devastating fire the
previous April that was mentioned in the May 1906 issue of Carriage
Monthly:
“Serious Fire Loss.
“The carriage factory of Hinks &
Johnson, Bridgeport, Conn., was destroyed by fire April 9th; loss
estimated at $50,000. The damage was confined entirely to the portion
of the
plant devoted to manufacturing all kinds of vehicles, and the flames
did not
reach the large repository south of the shops where some $50,000 worth
of
finished vehicles were stored. The loss is covered by insurance.”
Bridgeport Vehicle’s Harry D. Miller sent
out periodic press
releases that were more often than not would end up in the industry’s
trade
journals. The following appeared in consecutive issues of MoTor
(February and
March 1908):
“The Bridgeport Vehicle Co. of Bridgeport,
Conn., has
inaugurated a novel plan for caring for the cars of the patrons of its
garage
department. In the circular sent out by H.D. Miller, the president of
the
company, he offers to take entire charge of the inspection of the car,
going
over it thoroughly at least once a month, keep it in repair and
commission, and
charge the nominal fee of $75 a year per car, payable semi-annually in
advance.
This service will include, besides this inspection, all repairs
necessary between
inspections. New parts will be supplied at factory cost.”
The Trade Literature Received column of the
March 1908 issue
of MoTor:
“Bridgeport Vehicle Co., Bridgeport, Conn. A
mailing card ‘Seasonable
Suggestions No. 3’ calling attention to Bridgeport tops and wind
shields.”
The firm’s listing in the 1908 International
Motor
Cyclopedia follows:
“Bridgeport Vehicle Co., South Ave. and
Water St.,
Bridgeport, Conn. Mfrs., dealers and jobbers; automobile bodies, wood
and metal
tops, slip covers, tool boxes, wind shields, lamp covers, fenders,
hoods. Harry
D. Miller, Pres. and Treas.; H.F. Brandes, Vice Pres.; Geo. C. Miller,
Sec. Cap.
$50,000. Est. March 1, 1906.”
The December 31, 1908 issue of the Boston
Evening Transcript
announced the construction of a new steel and brick factory, although
the
address given was of the existing factory (the new one was built near
State St.
at the intersection of Holland and Fairfield Ave.’s):
“Bridgeport Vehicle Co. Enlarging
“Bridgeport, Conn. Dec. 31 (Special) – The
Bridgeport
Vehicle Company, manufacturers of automobile bodies, has broken ground
for the
erection of a brick and steel factory at the junction of Water Street
and South
Avenue. The structure will be of brick, three stories, 88 by 160 feet.
About
$60,000 will be expended in construction and equipment, and the present
capacity of the company’s quarters will be more than doubled.”
The following item published in the January
14, 1909 issue
of The Automobile erroneously states the firm was ‘one of the largest
of the fine
coach builders, no doubt a reference to Hinks & Johnson, which
was
corporately unrelated, although they shared many of the same employees:
“Body Builders Prosperous. —
The Bridgeport Vehicle Company, one of
the largest of the
fine coach builders, which made Bridgeport, Conn., famous for
this
kind of work, has recently turned its attention to the construction of
automobile bodies. So successful has it been in this line that the
plant at
Water street and South avenue has been outgrown. To provide for present
and
future needs ground has been broken at Fairfield and Holland avenues
for a
three-story brick building 88 by 160. This handsome structure is
expected to be
completed, ready for occupancy, July 1, when it is expected that the
present
force of seventy men will be doubled. The officers of the company, with
a
showroom for the displaying of six cars, will be in the Fairfield
avenue side
of the building. The concern will install its own power plant and an
elevator.
The officers of the company are: President and treasurer, Harry D.
Miller; vice-president, H. F. Brandes; secretary, George C.
Miller.”
The May 1909 issue of Metal Industry infers
that the firm
would be manufacturing aluminum-clad composite automobiles bodies in
their new
factory:
“The Bridgeport Motor Vehicle Company are
just about to
enter their four story brick building on State street in this city.
Hitherto
they have made nothing but wooden bodies for automobiles. The plan is
under
consideration to manufacture aluminum bodies. President Harry D. Miller
declines as yet to make a statement on the subject.”
Much of the firm’s coachwork was destined to
remain in the
immediate area, a sued example appearing for sale in a classified ad
published
in the August 5, 1911 issue of the ACA ‘The Club Journal’:
“756 — Seven-passenger, front-door,
limousine body, built in
fall of 1910 by Bridgeport Vehicle Co.; used three months ; trimmed
dark maroon
cloth. Owner will consider reasonable offer; original cost about $1500.
May be
seen at the Engineering Department of the Warner Bros. Co., Bridgeport,
Conn.”
The Warner Bros. the article refers to was
the Bridgeport-based
corset manufacturer, not the famous Hollywood movie studio which wasn’t
formally organized under that name until 1918.
The March 1911 issue of The Hub reveals that
Bridgeport
Motor Vehicle Co. had been experiencing financial problems since the
summer of 1910
and that it was now in the hands of its receiver, John T. King:
“Harry D. Miller, trustee, has brought
action against the
Bridgeport, Conn. Vehicle Co. to foreclose on mortgages. The first
paper is
dated June 9, 1910 when the Bridgeport Vehicle Co. borrowed $7,500 from
the
plaintiff for which he took the company's note secured by a mortgage on
property.”
By that time the firm’s factory had been put
up for sale by
the receiver causing Miller to attempt to protect his sizeable
investment before
it was sold off. Much to his chagrin, John T. King had completed
negotiations
with the Bellamore Armored Car and Equipment Co. of New York who
purchased the
former Bridgeport Vehicle plant in January of 1912.
Although the sale was approved by the
receiver and the
bankruptcy judge, the Miller family (Harry D. and his son, George C.
Miller)
continued to bring actions against anybody and everybody involved in
the bankruptcy
proceedings, the February 22, 1912 issue of The Motor World reporting
on one of
their lawsuits:
“BELLAMORE BOTHERED BY SUITS
“Builders of Armored Car Find Little Peace
in
Bridgeport—Miller Wants Its Factory Deeded Back.
“One more of a series of actions which have
been brought
against the Bellamore Armoured & Equipment Car Co., has been filed
by
George C. Miller, one of the stockholders of the Bridgeport
Vehicle
Co., whose plant was taken over by the Bellamore concern, which
set out to
make an armoured or burglar-proof, car for use by banks and similar
institutions. Miller asks the court to require the Bellamore company to
deed
back the property to the Bridgeport Vehicle Co., and to cancel the
deeds
which the company now holds, he also asks damages to the amount of
$7,500. He
charges that the Bellamore concern acquired the property through the
illegal
action of two stockholders, Allan W. Terry and James W. Horton, and
that the
Bridgeport Vehicle Co.'s property is valued at $130,000,
while the
Bellamore company is ‘without financial responsibility,’ and was
organized
solely to exploit certain patent rights held by David H. Bellamore.
“Harry D. Miller also has brought action
against the
company, seeking to reopen the judgment discharging the receiver.
Miller claims
that he was promised 10 per cent, commission on all orders he secured
and that
there is a balance due him of $750. The former receiver, John T. King,
claims
that he settled in full with Miller when he was discharged and that if
anything
is due Miller must look to the Bellamore company for relief.”
Another suit was highlighted in the April
25, 1912 issue of Motor
Age:
“TRADESMAN STARTS LIBEL SUIT
“Bridgeport, Conn., April 20—Harry D.
Miller, of
this city, formerly president of the Bridgeport Vehicle
Co., which passed through bankruptcy and is now known as
the
Bellamore Armored Car and Equipment Co., has brought suit for $50,000
damages
against the Bellamore company. He alleges that in a civil suit now
pending
before the superior court the defendant company has libeled the
plaintiff. The
document in question is the defendant's reply to a suit brought by Mrs.
Ida E.
Miller against the company to recover a certain car alleged to be owned
by her.
The answer sets forth the allegations that Miller and his son, George
C.,
conspired together, manipulated the books, misappropriated funds and
concealed
said misappropriations, all of which forced the firm into bankruptcy.”
It’s not clear if production of armored cars
commenced at Bellamore’s
Bridgeport facility, although production of Locomobile bodies is
thought to
have continued for a couple of months, the June, 1912 issue of Banker’s
Magazine inferring that Bellamore had taken over the factory:
“THE BELLAMORE BANK AUTOMOBILES
“The Bellamore Armored Car and Equipment
Co., Fifth av., New
York, has recently purchased a complete factory at Bridgeport, Conn., a
cut of
which is shown herewith, in which it will manufacture its armored cars
for
banks besides bodies of all kinds for automobiles. The Bellamore Co.
has
recently sent one of its armored cars to the Spanish Bank of Cuba and
will
install several more cars for use by the Havana banks at an early date.
The car
purchased by the First Mortgage Guarantee and Trust Co of Philadelphia
has
given complete satisfaction and has resulted in a large increase in the
business of that institution.”
Coincident with Bellamore’s taking title to
the Bridgeport plant
the February 1912 issue of The Carriage Monthly announced that Harry D.
Miller
had taken a position with another Bridgeport automobile body
manufacturer:
“Harry D. Miller, formerly the head of
the Bridgeport Vehicle Co., Bridgeport, Conn.,
which has
discontinued business, has associated himself with the Blue Ribbon
Carriage
Co., which concern is indeed fortunate in securing his able services.
Mr.
Miller is well known as a salesman of exceptionable ability and is very
popular
with those with whom he has done business in the past, so that
additional
introduction is superfluous.”
It is believed that while under Bellamore's
control the
Bridgeport factory continued to produce production bodies for
Locomobile,
although concrete confirmation is lacking. Although the firm's armored
car was
well publicized at the time of its creation, the publicity failed to
bring in
additional orders, in late February of 1913 the receivers were called
in, the
March 1, 1913 issue of Automobile Topics reporting:
“Armored Car in Hands of Receiver
“Upon application of three of its smaller
creditors, whose
claims aggregate less than $600, Judge Hand, of the United States
District
Court, on Wednesday, February 26, appointed Job E. Hedges receiver for
the
Bellamore Armored Car & Equipment Co., of Bridgeport, Conn. The
company has
offices at 258 Fifth avenue, New York City. Its assets are given as
$147,813,
but a considerable part of this amount is said to be of only nominal
value; the
liabilities are said to be in excess of $150,000, the exact amount
being
unknown. The assets include the factory at Bridgeport, assessed at
$64,000;
machinery and plant, $19,950; tools and equipment, $4,828; lumber and
other raw
materials, $31,498; merchandise in process of manufacture, $14,890;
accounts,
$12,000, some of which are doubtful or uncollectable; and office
furniture.
$647. The receiver is under a bond of $20,000, and has authority to
continue
the business for sixty days and to borrow $3,000 on receiver's
certificates to
pay current expenses.
“The Bellamore Armored Car & Equipment
Co. was
incorporated under Delaware laws in July, 1910, with a capital stock of
$100,000; it never was rated in Bradstreet's or Dun's. Its product
consisted of
steel armored motor cars for banks and paymasters, the
chassis for
these cars being made for the company by several of the automobile
companies.
It took over the plant of the Bridgeport Vehicle Co. and for a time
seemed to
have a bright future. Litigation over mortgages on the factory,
however, and
lack of sufficient working capital hampered its production to such an
extent as
to cause its present embarrassment. David H. Bellamore is president,
and David
G. Bellamore, treasurer.”
The “Minor Business Troubles” column of the
April 10, 1913
issue of Motor Age provided the dollar amounts the firm included in its
filing:
“The Bellamore Armored Car & Equipment
Co., of New York
City and Bridgeport, Conn., which was the object of a petition in
bankruptcy
last month, has filed its schedules in the Federal court in New York
City. They
show liabilities of $103,020 and nominal assets of $217,658. Among the
creditors are: Bronx National Bank, of New York City, $19,286; City
Savings
Bank, of Bridgeport, $24,000; H. D. Miller, trustee, $7,500; Horton
&
Terry, $5,000; Standard Oil Co., of Bridgeport, $281.”
The April 26, 1913 issue of Automobile
Topics reported on
the results of a meeting of the firm’s creditors:
“Bellamore Creditors Hold Meeting
“At the meeting of the creditors of the
Bellamore Armored
Car & Equipment Co., of 258 Fifth avenue, New York City and
Bridgeport
Conn., the liabilities of the company were stated to be $103,020 and
the assets
$217,658. Job E. Hedges who had been appointed receiver has been
elected
trustee under a bond of $15,000.”
A concurrent issue (April 1913) of the
Automobile Trade
Journal stated the former Bellamore plant already been sold:
“Bellamore Armored Car & Equipment
Company's plant at
Fairfield and Holland Avenues, Bridgeport, Conn., has been purchased by
the
Blue Ribbon Auto & Garage Company. The new owners will take
possession
September 1st, when a large addition will be erected.”
The August 1913 issue of The Horseless Age
provided
additional details of the purchase:
“Blue Ribbon Auto and Carriage Co. to Move
Into Larger Plant
“The trade will be interested in the recent
purchase by the
Blue Ribbon Auto and Carriage Co., Bridgeport, Conn., of the large and
modern
factory and equipment formerly operated by the Bridgeport Vehicle
Co. and the Bellamore Armored Car and Equipment Co. The extensive
additions and alterations planned will make this one of the most
complete and
best equipped auto body and carriage plants in the East. As soon as
these
changes can be made the company will move to the new building, located
at
Holland and Fairfield Avenues.
“With the greatly improved facilities of the
new plant, the
work can be handled more promptly and in many cases more economically
than ever
before. At the same time, the increased light and space, the convenient
arrangement of the various departments, and expert supervision will
insure the
maintenance of that high standard of workmanship for which the Blue
Ribbon
organization has long been famous. The company will adhere strictly to
its
settled policy of first-class work at moderate prices.
“Carriage and wagon building and repairing
will be done in a
separate department of the new factory, specially arranged and equipped
for
this work. The aim in this department, as well as in the automobile
body
departments, is to execute every job in a manner to secure the complete
satisfaction of every customer.
“For the convenience of customers in New
York City and
vicinity, the Blue Ribbon Carriage Co. will continue its New York
office at
1790 Broadway, in the United States Rubber Co.'s building. The office
is in
charge of Giles H. Dickinson.”
It turns out that while he was still in
charge of the Bridgeport
Vehicle Co. Harry D. Miller executed a number of additional mortgages
on the
property in addition to his own, and in August, 1913 the holder of
those notes
filed suit against both the Bridgeport Vehicle Co, and the Blue Ribbon
Auto
& Carriage Co., the August 27, 1913 issue of the Horseless Age
reporting:
“Sues Bankrupt Concern for Note.
“Proceedings have been instituted in the
Civil Superior
Court in Bridgeport, Conn., by Edward K. Nicholson, of that city,
against
the Bridgeport Vehicle Co. and the Blue Ribbon Auto &
Carriage
Co., for foreclosure on a note and possession of property.
“The plaintiff claims that on January 1,
1909, Dolisca F.
Terry loaned the Bridgeport Vehicle Co. $2,000 and the
note
which the defendant gave was payable on demand. On July, of the same
year,
James W. Horton loaned the defendant $3,000, the note being payable on
demand.
It is further claimed that Horton guaranteed Dolisca F. Terry the
$2,000 she
had loaned the Bridgeport Vehicle Co. and prior to June 9,
1910, she
assigned her note to Horton, making $5,000 in all that Horton had
loaned the
company.
“On June 9, 1910, the Bridgeport
Vehicle Co. by
its agent, Harry D. Miller, executed a note and mortgage to James W.
Horton for
$5,000. On May 19 of this year Horton assigned the note to the
plaintiff. The
latter further claims that in January, 1912, the board of directors of
the Bridgeport Vehicle Co. made or attempted to transfer the
property
to the Bellamore Armored Car and Equipment Co. On February 26 of this
year the
company was adjudicated a bankrupt, and Job E. Hedges, of New York, was
appointed trustee. On June 13, 1913, he sold to the Bridgeport Auto and
Carriage Co. all of his interests as trustee of the Bridgeport
Vehicle Co.”
The Blue Ribbon Auto & Carriage Co. felt
slighted after
the preceding article was published, prompting the following
explanation which
appeared in the September 10, 1913 issue of the Horseless Age:
“Details of Bridgeport Vehicle Co. Law Suit.
“In our issue of August 27, under head of
"Sues
Bankrupt Concern for Note," we reported the institution of a suit
against
the Bridgeport Vehicle Co. and the Blue Ribbon Auto and Carriage Co.
Fearing
that the headline might cause someone to infer that they were bankrupt
the Blue
Ribbon Auto and Carriage Co. have sent us the following details
regarding their
connection with the suit, which we are glad to publish:
“The Bridgeport Vehicle Co. was in
bankruptcy and receivers'
hands some time in 1910 and 1911, and sold all their rights, title and
interest, in their factory, plant and property of every description to
the
Bellamore Armored Car and Equipment Company in January, 1912. The
Bellamore
Company conducted the business for about a year, and sometime in
February,
1913, they were adjudicated as bankrupt, and Job E. Hedges, of New
York, was
appointed trustee. Sometime in June, 1913, the United States District
Court,
with the confirmation of all the creditors, sold the equity in this
property
through Trustee Hedges to the Blue Ribbon Auto and Carriage Co. for
cash, they
assuming all liens against the property, but not including any
unsecured
claims. Since taking possession, the Blue Ribbon Company have paid off
one
mortgage of about eight thousand dollars and paid up back interest and
taxes.
The mortgage in question had been in dispute by the officials of the
former
Bridgeport Vehicle Company for some time prior to the transfer of the
property.
The Blue Ribbon Company stand ready to pay this mortgage, and have the
money in
the bank for that purpose, as soon as the courts decide the exact
amount, if
any, is due.”
The January 3, 1914 issue of Automobile
Topics reported the
surprising news that Harry D. Miller had been appointed the receiver
for the Bridgeport Vehicle Co. despite the fact that the firm’s assets
had been
sold off two years earlier:
“Receiver for Bridgeport Vehicle
“Harry D. Miller has been appointed receiver
for
the Bridgeport (Conn.) Vehicle Co., under a bond of $1,000,
with
instructions to wind up the affairs of the company. The concern
manufactured
automobile bodies in its plant on Fairfield avenue, and was sold later
to the
Bellamore Armored Car & Equipment Co., which is now insolvent. The
property
is in the hands of another company. The receivership proceedings were
instituted
by J. W. Horton, A. W. Terry, S. McKenna, Harry D. Miller
and George C.
Miller, as stockholders of the company. H. D. Miller was president
of the
company before its sale to the Bellamore concern.”
The Blue Ribbon Auto & Carriage Co., and
its successor,
the Blue Ribbon Body Co. resumed the manufacture of Locomobile bodies
and
remained profitable into the late teens. Harry D. Miller, Bridgeport
Vehicle’s
former president, remained convinced that there was money to be found,
and
according to the May 18, 1918 issue of the Bridgeport Telegram, once
again sued
to recover his lost assets:
“Miller Again Acts to Get Receiver for
Vehicle Firm; Claims
Right to Have Stock Appraised — Decision Is Reserved.
“On the ground that he is entitled to have
the value of his
stock in the Bridgeport Vehicle company appraised, Harry D. Miller,
former
president of the concern, asked Judge Kellogg in the Civil Superior
court
yesterday to appoint a receiver for the concern. He was represented by
Attorney
Thomas M. Cullinan, who contended that Miller, as a minority
stockholder, was
entitled to have his interests protected.
“Other Receivers Discharged.
“Attorney James A. Marr, representing the
Vehicle company,
said Miller had previously brought numerous suits because of the
company's
tangled affairs and that none of these actions had resulted in victory
for
Miller. He said that Miller and John T. King had acted at various times
as
receivers for the company. Both had been discharged and Attorney Marr
contended
there was no need for a new receiver.
“The Bridgeport Vehicle company was located
in 1911 at
Fairfield and Holland avenues but when it went into the hands of a
receiver in
1912 the company's assets were sold to the Bellamore Armored Car and
Equipment
company of New York. Although there has been a great deal of litigation
regarding the Vehicle company, its affairs have never been wound up. So
it
still exists in name, if in nothing else. Judge Kellogg reserved
decision on
the motion.”
Miller spent the next decade in court suing
persons
connected with the failed Bridgeport Vehicle Co., its successor, the
Bellamore
Armored Car & Equipment Co. and its successor, the Blue Ribbon Body
Co.
Miller also tried to institute foreclosure proceedings on the factory
of the
Blue Ribbon Body Co. All of his numerous lawsuits were unsuccessful,
and on
numerous occasions the court forced him to pay the attorney’s fees of
the
people he dragged into court.
© 2012 Mark Theobald - Coachbuilt.com
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