Golden Age of Trucking Museum


*List of Vechicles*

The Golden Age of Trucking Museum houses over forty antique vehicles.

Eighteen antique trucks and two antique boats belonged to the museum founder, the late, Richard Guerrera of Middlebury, CT. Mr. Guerrera's collection has a permanent place in the museum.

In addition, there are vehicles on display, which are owned by various people from around the country. These vehicles will be at home in the museum for at least one year. When a vehicle reaches its one year anniversary at the museum it will then be replaced with a "new" antique. With each vehicle is a story about its journey to becoming a display piece at The Golden Age of Trucking Museum.

Following is a list of some of the vehicles, past and present, that have called the Golden Age of Trucking Museum "home".

Click on each picture for a larger view

1974 Autocar DC93

1974 Dodge CNT950 BigHorn

After Dodge ended the production of their own proprietary diesel-powered trucks in 1942, and converted commercial production to military, they basically remained gasoline oriented until the early 1960’s.

At that time Dodge introduced their C900 short conventional model. Although available with gasoline engines, the majority of the heavier duty C900’s were powered by Cummins and later GMC (Detroit) diesel engines. With a short sloping hood and swing out front fenders, the C900 was a popular, reasonably priced heavy-duty model, in both single and tandem axle versions. Along with the later “L” model high cabover engine series, the C900 remained in production until Dodge withdrew from the heavy-duty truck market in 1975.

In the early 1970’s, design began on what would be Dodge’s largest and last entry into the class 8 market. This was the CNT 950, widely known as the “Bighorn”. Introduced in 1973, only 261 “Bighorns” were built when all heavy duty production ceased in 1975. It is thought that 60 or 70 of these vehicles remain to this day, with perhaps half of those in operating or show condition.
The Museums “Bighorn” is thought to be part of a fleet of 18 originally owned by FINA Oil Company in Texas. The original specs of the truck matched FINA’S “Plain Jane” fleet: NTC 290 Cummins engine, 10-speed RoadRanger transmission, 38,000 pound spring transmissions. This truck matches the FINA specs.

This “Bighorn” was in very poor condition when Richard Guerrera acquired it from a used truck wholesaler in Kansa City, in 1993. There was extensive body damage. The logo and large numerals on the cab indicated that this Dodge had performed heavy-duty truck oval racing circuit, which was once active in the south and southeast.

The tractor sat in the rear yard for over a year until a complete in-house restoration began in the summer of 1994. At that time, the truck was completely disassembled, with many parts eventually discarded.

Everything starts with a frame. In these case, new longer rails were acquired and a new frame assembled. With the frame completed, the original front and tandem rear axles were rebuilt and reinstalled. One of the few short comings of this project was the retention of the Hendrickson spring suspension versus the installation of the air-ride suspension. To this day despite the 245” wheelbase, and the addition of heavy-duty shock absorbers to all wheel positions, this truck is a very hard rider on anything less than as smooth road surface.

The extended “Bighorn” tilt hood was salvageable, and after some extensive bodywork, was ready for reinstallation. The cab was very rough, but since most Dodge conventional of the 1960’s and 1970’s shared the same cab, a better cab from a smaller Dodge D500 gas job was obtained. In addition to the finish bodywork on this cab, the in-house craftsmen fabricated a complete “Bighorn” dashboard, including full instrumentation. To finish off the cab, integral air conditioning was installed, and a Kenworth box sleeper was mounted.

A rebuilt Cummins 855 cubic inch NTC350 “small cam” engine was installed, replacing the original 290. Included at this time was a 3-stage Jacobs engine brake. The 350 was later “boosted” to a vocational setting of 420 horsepower.
The original 10-speed was replaced with a Fuller RTO 12513 13-speed overdrive transmission. With the addition of 11-24-5 rubber (on polished aluminum wheels) the original 4:11 rear axles deliver a top speed in excess of 80 MPH.

After being repainted in the “R. J. Guerrera, Inc. fleet maroon,” new polished fuel tanks, battery boxes, and running boards were mounted. Final touches included dual chrome 5” straight exhaust stacks producing that great Cummins “turbo” sound.

The project was completed for the 1995 show season. This tractor has since appeared at many A.T.H.S. shows, including Toledo, Greensboro, Valley Forge, Reno, and Kansas City, serving as a trouble-free prime mover, transporting other show vehicles. Whether at a national, regional, or local show, the “Bighorn” always draws much interest. It’s especially popular among those “non-truck nuts” who do not realize that the Dodge division ever built trucks such as these.

1965 Mack B 77

1963 Mack B 61
According to Mack archive, approximately 137,000 B-model trucks were built in the period from 1953 to 1966. This included the small B13 (124 units) and the large B873 (167 units). More than one-third of the total - 47,459 units – consisted of various configurations of the B61, from single axle to tandem axle and even tri-axle, in every possible application.

Developed in the late 1940’s as a successor to Mack’s popular L-series, the B-series were modern and aerodynamic in appearance, with a cab considerably smaller than that of the L’s it was destined to replace. Although it did not have the most comfortable cab for a larger driver, the B-models were extremely durable and serviceable, and obviously well regarded by truck buyers and operators.

The B61 has an interesting background. It was purchased new in 1963 by Oil Transport Inc., an established bulk petroleum carrier from Waterbury, Connecticut. When R.J. Guerrera, Inc. acquired the operating authority of Oil Transport, the B61 was an asset included in the transaction. R.J. Guerrera did not use this tractor, instead selling it locally,

Many years later, in 1985, Dick Guerrera happened to spot the Mack while driving through Waterbury. It had not been run for some time, and was not in very good condition. A purchase agreement was made, and the B61 was brought back to the yard, where it sat for a period of time.

In 1991 it was decided to restore this tractor. The vehicle was disassembled, stripped and sandblasted. It was discovered that the can had been severely damaged in a jackknife and patched together. A much better cab was obtained from a B42 Mack – a smaller gasoline powered B-model , but sharing the same cab as a B13, or a B87. The cab, hood, and fenders were refinished and new glass and a new interior and seats were installed. A chrome radiator shell and front bumper were acquired, along with a polished aluminum fuel tanks and a chromed exhaust system.

The original short frame was extended and rebuilt. Mack rear ends were installed. The spoke wheels were replaced with polished discs up front and painted steel discs on the rear axles.
The truck is powered by a turbocharged 673 cubic inch 205 horsepower Mack diesel engine, similar to the original power plant. The transmission is a tried and true 2-stick Mack Duplex 9-speed overdrive. With the newer rear ends the truck goes down the road very nicely.

The hood, cab, and frame are painted Mack red and the front fenders in a contrasting black.
The restoration was completed in the spring of 1992, and the truck was shown for the first time that May at the A.T.H.S. Piedmont Chapter show at Greensboro, North Carolina. In that first show, the B61 brought home both the People’s Choice and Exhibitor’s Choice trophies. It has since appeared at many national and local show throughout the east, always especially appreciated by those who believe the common descriptive phrase, “Built Like a Mack Truck”.

1962 Autocar DC 75

1955 Chevrolet Cameo Pickup Truck

Owner: Denise Soracco - Seymour CT

Cameos were produced from 1955-1958. More than 5,200 were sold. In 1955 a regular pickup sold for $1,400, while the Cameo cost $1,835. This is the first General Motors pickup with no outward visible running boards. This flashy new model pickup was available in 1955 only in Bombay Ivory with bed interior and highlights painted Commercial Red.

This Cameo was 1800th off the production line. It was registered in southern Califoria and Abliene Texas. Denise purchased it from a Banker in Texas on an Ebay Auction. It was in excellent original condition.

Article on Hemmings Motor News about the 1955-1958 Chevrolet Cameo

1955 Chris Craft 19 ft. Continental Runabout

This 1955, 19 foot, Chris Craft Continental was originally ordered from Chris Craft without a motor.

The first owner powered it with a Ford Thunderbird, 312 cubic inch, 235 horse power interceptor engine. This engine was also used by the State Police at that time. In the mid 1980’s it was repowered with a 1970, 455 Rocket Olds. It spent all of its time on the Connecticut River until being bought y Richard Guerrera in 1992. It was then trailered to Lake Waramaug, where it was docked at, The Birches Inn. Dick would often take friends and guests at the Inn for site seeing tours of the lake.

This Chris Craft had a complete refurbishing in 1994 with new upholstery and many more upgrades. Dick and his friends thoroughly enjoyed this boat.

1955 GMC 860 Cannonball

1955 International RF-405, West Coaster

1954 Diamond T 951S

The 1954, 950-series Diamond T is a large tractor which has served as one of Dick Guerrera’s prime movers for many years. A longtime favorite of those familiar with the collection, this tractor has carried many antique trucks to shows throughout the country. The longest trip was a 6,750-mile trip from Connecticut to Portland Oregon to attend the 1992 A.T.H.S. convention. This trip included a slight detour to attend an A.T.H.S. chapter in Missouri.

In this model “951S” the “1S” indicates that this tractor was originally powered with an 844 cubic inch 280 horsepower supercharged Buda diesel engine. It was in service in Phoenix, Arizona as a non-sleeper tractor pulling dump trailers. The original driveline consisted of a 5-speed overdrive main transmission backed with a 3-speed overdrive auxiliary, coupled to Timken worm-drive tandem rear axles.

This tractor was purchased by an antique truck buff from Nebraska in the early 1980’s. By that time, the Buda engine had been replaced by a Cummins NH 220, and a 4-speed overdrive auxiliary was in place of the original 3-speed overdrive auxiliary overdrive transmission. The tractor then went through an extensive restoration and modification. The engine was replaced with an 855 cubic inch Cummins Big-Cam NTC-350, with both overdrive transmissions remaining in place. The Timken rears were replaced with a modern Kenworth 4-spring suspension and Rockwell rear axles with 3.90 ratio. These were mounted on a frame extended to provide a 245 inch wheelbase. A 36 inch sleeper cab was added, the brightwork refinished or replaced, the interior was completely refurbished, and the unit was then painted blue.

In early 1990, this tractor was purchase by Richard Guerrera and became an early addition to a growing collection. After participating in a single show and tour, the truck was taken out of service for further modification. At that time hydraulic power steering was installed to replace the existing air steering. In addition, a high-capacity integral air conditioning system was installed. The existing Cummins NTS 350 was upgraded to a vocational rating of 450 horsepower. Brightwork was refinished or replaced, and the entire unit was then painted maroon, the “fleet color” of R. J. Guerrera, Inc. In 1996, the 36 sleeper was replaced with a larger 42 inch sleeper.

Except for a minor problem with a transmission bearing, this tractor was been in reliable prime service since 1992, traveling many thousands of miles. With the ride provided by the long wheelbase and upgraded suspension, driver comfort, ample horsepower, and extremely high gearing, this tractor quickly becomes a favorite of anyone who has had the enjoyment of driving or riding in it.

1954 Dodge Model R

1954 Kenworth

1953 Dodge BY 4

1953 Fageol

1952 Diamond T 950RS

1952 GMC 450

1952 GMC 950

1952 White WC 22

1950 Farmall Cub

1950 Ford Panel Truck

1950 Sterling

1950 Woodie
An overly enhanced duplication of a 1950’s chopped and sectioned Willys Dump Truck built on a 1985 Jeep Chassis out of Hard Maple and African Mahogany. It has a 360 cubic inch V8 with extra mechanical goodies. Built and engineered by William Eggers – Craftsman-nut

1947 Crosley PIckup

Currently owned and restored by Ted DellaCamera

The 1st known owner of this pickup truck was Bill Lewis of Watertown CT. After blowing the engine in 1963/64, he junked it off at Bernie Pilliss’ Junk Yard in Oakville CT. (allegedly, the engine was blown as a result of his buddies lifting and blocking the rear wheels off the ground just enough for the driver not to notice it. Mr. Lewis tried to drive off and over-revved the engine to the point if snapping a connecting rod.) Bernie Pillis gave the truck to his 12-year-old son Ed to play around with. It was in very rough condition with all the windows broken except the windshield. There were dents, dings and rusted floors. Ed got it running with the help of Dad, put all the glass in, made repairs on the floors and put on a primer. He would run around the junkyard and on rare occasions around the block. Between the years 1988-1990, Ed sold the Crosley to Russell Bulter of Thomaston CT. Mr. Bulter was a retired Forest Ranger looking for a project to occupy his time. Sadly, a year later Mr. Butler died and the truck was then sold to Ralph Bird. Ralph gave it to his son Kenny and they planned to restore it together. Ralph was the victim of a tragic accident so the restoration never happened. Ted DellaCamera found the trucks at Bird’s Estate Sale: up on blocks, no wheels, no interior, the front end remove and boxes stacked all over it. He had to have it. He replaced and repaired everything in it, taking approximately 2 years to complete the restoration.

1947 Dodge Power Wagon B1

1947 Higgins 19 ft. Deluxe Runabout

This 1947, 19 foot, Higgins Deluxe Roundabout was purchased in Idaho in the winter of 1994, by Richard Guerrera. It was shipped via truck along with a 17 foot, 1947 Higgins Utility to the east coast. The boats were both restored and shown at a boat show where they each came in first place.

The Higgins is powered by a 6 cylinder, 140 horsepower Fire Ball Gray Marine engine. With speeds that exceed 50 MPH, Dick Guerrera loved this boat. Its rarity, long sleek lines and bright red paint job makes it very appealing.

The Higgins Boat Company, pioneers in plywood, designed this Runabout along the lines of their famous P.T. boat of World War II. This Deluxe Runabout was only built for 2 years; from 1947-1949, making it a very rare boat.

1946 Studebaker M16-52 Ten Wheeler “The Bumblebee”
This truck was built by the Studebaker Corporation in South Bend, Indiana on 22, June 1946 and sold to Torrington, Connecticut’s Studebaker dealer, Edward J. Wilson, as a two-axle, 6-wheeler, 1-1/2 ton standard cab and chassis. Purchased new off the showroom floor by Asa D. and L. Elizabeth Hall, the truck soon had a 12-foot body that Mr. Hall built himself that was used for all kinds of hauling, but primarily for the purpose of supplying grain from Virginia’s Delmarva Peninsula for the family’s poultry farm. Additionally, this truck served as the family’s only transportation seeing as the beautiful 1936 grey Ford convertible that Mr. Hall had purchased from Alma Gluck, noted opera singer and mother of Efrem Zimbalist Jr., had been traded towards the Studebaker. Seating for our family of four was a follows: Dad drove, I (Asa E. Hall) sat between my mother and father and my sister sat on our mother’s lap.

In the early 1950’s, probably 1952, my parents rented two farms on Virginia’s Delmarva Peninsula near where my father was born. Our new 1950 Ford 8N tractor and various pieces of equipment made many trips between Connecticut and Virginia in the Studebaker, but, by 1954, my father needed a bigger truck, and we could not afford one. He purchased a 1947 2-ton Studebaker M-16 out of Lexington Massachusetts that had been a Western Union vehicle that had burned up. It was said the driver had perished in the fire. After an incredible amount of work (all by hand) my father made one truck of the two. Trucks built like this are referred to by many as Delmarva Tandems. The rear axles are 52 inches apart, center to center, and a truck set up this way was registered and legal in the state of Maryland for a MGVW of 45,000 pounds. Its heaviest load ever was a load of cob-corn hauled from Kent Island, Maryland to Price’s Station Maryland on Maryland’s Eastern Shore. The truck grossed 42,900 pounds at the grain elevator with my father in the truck on 09,November 1956. Other commodities carried on a regular basis were tomatoes in 5/8 baskets, shelled corn, wheat, potatoes, bags of fertilizer from Baltimore to Denton Maryland, apples in baskets, one load canned goods from Harrington Delaware to Atlanta Georgia and even a load of corn cobs to a dairy in Connecticut. The unique box over the cab, or as my grandmother called it “the coffin”, was my father’s creation and is a sleeper box. We neve saw any other truck with such a unit, but it permitted my father to be away from home over night as he had back trouble and had to have some place flat to rest his 6’2” frame. The windows at each end opened the front horizontal door could be propped open with a fold down inside full length screen for fresh air ventilation. Other comfort features were a 4-inch foam rubber mattress, full roof insulation, shoe and blanket rack on the back wall and even an electric light. On one occasion, both of my parents slept in the sleeper together!

On one trip from Connecticut to Maryland in late summer of 1957 my father let me drive the Bumblebee on the New Jersey Turnpike south. After about 85 miles, I got pulled over by a member of the New Jersey Turnpike Authority who was driving one of those famous 1955 Hemi Chrylser New York cruisers. I was 14 years old at the time, and, of course, too young to be licensed. The trooper had been headed northbound and thought I looked too young to be driving, but complimented me on having done a good job. Anyway, we got to experience that Chrylser Hemi power and ended up with a $15.00 fine.

By about 1958 my father phased out his trucking days in the Bumblebee and it sat in the yard for several years. Eventually parts of the wood in the body began to decay and he finally removed it from the chassis. The sleeper was taken apart as were the sides, and the platform used to pile steel on. As the wood was taken apart, almost all of the ironwood was saved and used on the new body it has today. Next, the frame was torched off which included the third axle, and it was back to a 6-wheeler again. It sat that way for 5+ years. Finally I talked my father into letting me have the truck, which he did in April of 1968. At that point I put it in storage until I convinced my friend and professional restorer, Ralph Snyder from Mount Joy, Pennsylvania, to restore the truck and chassis to a ten-wheeler. Dick and Dominick Guerrera and I trucked the Studebaker to Mount Joy on Saturday 30, September 1995 with Dicks 1974 Dodge Big Horn. The restoration was completed in September 1998 and the truck returned to Connecticut the following month.

In the late 1980’s my father and I cut timber in our woods to be used for a new body. We pulled logs out of the woods with our tow old tractors, 1948 Ford 8N and a 1951 Ferguson T030, and eventually had them sawed into lumber at a local mill. THe sawed lumber was hauled home on a 1942 Studebaker M16 1-1/2 ton grain truck that started its life on a ranch in Montana.

In 2001, my friend, Dale Grube from Lititz Pennsylvania, agreed to build the new body. He and his son, Jess, did the work, and on Saturday 15, December, 2001 the entire Grube family (three generations) brought the new body to Connecticut and installed it on the chassis. My father, just short of his 90th birthday by three months, came to see the progress of the project. He enjoyed talking with and telling stories to the Grube family about trucking with the Bumblebee. At one point I said to him, “It looks just like it use to , doesn’t it?” He responded by saying, “No, it doesn’t. It never looked this nice”. A week or so later my wife and I took him out to lunch. I asked her to get him into the car and I showed up in the Bumblebee. As we went up the highway, she and I would pass one another so he could see how his truck looked running out on the open road – probably for the first time. As it turned out he would never again see this truck. He passed away on Thursday 13, June 2002, a little over two month after his 90th birthday. My father always had a great respect for this Studebaker truck, telling people that in all the miles he drove it, “It never left me stranded on the road”. He marveled at how rugged it was with all the springs “bent backwards” with those loads. On 17, June, 2002 this faithful 66-year-old servant and member of our family performed perfectly as always while carrying its most precious load ever – my father’s body from the funeral home to the cemetery. Seven days later the Bumblebee was back home in South Bend Indiana for the first time as part of the International Studebaker Meet celebrating 150 years of Studebaker and 100 year for Studebaker trucks.

Studebaker M-16 Series trucks were built during the years 1941, 1942, 1946-1948 and production records indicate 61,405 M-16’s were produced of which 19,450 were 1946’s.
The Bumblebee features all Studebaker components –

Engine – 245 cu. In. flat head 16 cylinder (original engine was 226 cu. In. replaced after 110,000 miles)
Transmission – 4 speed
Drive Axle – Two speed double reduction
Brakes – Hydrovac activated

1944 Clark Forklift Car Loader

Owned by: Strollo Bros. & Sons Inc. Cheshire CT

Military Issued with US Stamped Sides

Lifts 4000 lbs at 18 inch load center
129 inch mast high
42 inch forks
fl24 Continental Engine
Thermo Vacuum Cooling System (No Water Pump)
Original Color was OD Military Green

Clark Material Handling Company (CMHC) is a manufacturer of forklift trucks based in Lexington KY. Clark currently (2007) offers some 20 different models. According to the company, there are some 350,000 Clark forklift trucks currently in operation around the world. Clark is credited with having invented the world's first truck with a hydraulic lifting mechanism in 1920, the Truclift, the forerunner to modern forklift trucks.
History of this Forklift.

1944 Shipped to Maryland in May of 1944 and was used to load Bomber aircraft such as the B-52's
1970 Purchased by Roger Sherman and painted Red with Gold lettering
1978 purchased by Wayne Hankin who overhauled the motor and stored the machine as a collectible
1999 Wayne Hankin was moving to Florida so he gave the machine to friend Roger Strollo of Strollo's Towing to restore
1999 Roger Strollo of Strollo's Towing restored and repainted Fork lift to Strollo's Red. Forklift was used as light duty inside shop and around yard.
2007 Put on display at Golden Age of Trucking Museum

1941 Bantam Jeep

1941 Ford GP (Jeep)

1941 Jeep
Engine – Ford 9N; 45 HP
Transmission – Model A Ford
Axles – 2150 pounds
Original Cost: $975.00 THe name “Jeep” probably comes from quickly saying “GP”, the letters that stand for “General Purpose”. This Jeep was also called a “Peep” or “Blitz Buggy”. It is a First Series Jeep, Serial # 8793. It is 1 of 1500 made and 1 of 25 known to be restored. These jeeps helped shape the final Jeep used by the Army in World War II, and the 4x4 pickup or sport utility we drive today.

This jeep was restored by Paul Cerruto of Morris CT. It is the product of countless hours of research, rebuilding and restoration. Parts for it were found in New Zealand, England, Maine, Kansas, California and Pennsylvania

1940 Dodge VK

1940 Dodge VKDA 60

1939 Chevrolet Woody Wagon

Owner: John Toland
New Canaan CT

1939 Ford 1/2 ton Bell Telephone Truck

This was the 1st year Ford had hydraulic brakes. The Bell Telephone Company bought the trucks and had their boxes installed. The boxes were made by York Hover Company of York, PA. This box was an SL box and a splicer truck. The boxes were reused on many other trucks. The rear fenders were 1935-1937 Ford pickup fenders. This truck has benn completely restored to its original condition and has National AACA 1st Junior, Senior and Preservation awards. The Bell Telephone slogan was put on every dashboard:
NO JOB IS SO IMPORTANT AND NO SERVICE SO URGENT THAT WE CANNOT TAKE TIME TO PERFORM OUR WORK SAFELY
BELL SYSTEM

Owned by: Arthur Goodrich, Pittsfield MA

1938 Dodge RE 31 Pick-up

1929 Diamond T 550

1928 Pierce Arrow

1925 Ford Model T Thermos Truck

1924 Model TT Truck

Owned by John Fuhrman. Southington CT

This truck was originally sold by Southington’s first Ford dealer: Doc. Powers. It was used as a farm truck to deliver produce to Bristol CT three times a week. John’s dad, the late Fred Fuhrman, was the third owner of this truck which was always used in Southington CT. It was restored to its original condition in 1993 by Fred and his sons. Fred showed his Model TT at the museum from 2002 until his death in 2003. We are very pleased to have Model TT back and our guests will be too. We will always remember Fred Fuhrman fondly here at the Golden Age of Trucking Museum.

1923 Model T Ford Tank Truck

Construction mostly oak
approx. 150 gal. tank cap.
4 cyl. Motor, speed about 22 mph
transmission: 2 forward, 1 reverse
headlamps 2 phase 6V and 3 oil burning coach lamps
1st tank truck BP oil of Canada

1923 Model T Panel
Owner: Anthony Calli Waterbury CT

1920 Mack

1920 Model T Ford Pickup Truck

Plumbing Truck
Owned by: Paul Molzon - Bethelehem, CT
4 cylinder, 20 Horse Power, 25 Miles Per Hour

In the bed of the pickup truck there is a circa 1800 bathtub that was taken out of a house in Bethelehem CT.

1917 Indiana Model T Stake Bed

Owner: Gregory MacKenzie – Rye NY 4- Cylinder, Waukesha Engine, 25HP, 3 Speed Transmission
This Model was made for only 2 years (1917 and 1918) and was the lightest truck made by Indiana

This very rare 1917 Indiana was manufactured in Marion, Indiana. It was then sold to a farmer in Maine.
In the 1960’s it was purchased by a resident of Westchester County in New York. It was stored in a barn with a leaky roof where it actually fell into the space below the barn floor. The termites then proceeded to eat about 90% of the wood.

In 1995 Greg MacKenzie restored this truck to its present condition.

1917 Republic 10

1916 Signal Flatbed Truck

Owner: Bradley Jackson – Jaffrey, NH

Engine – Continental
Differential – WormDrive
Transmission – 3-speed
Clutch – Multi-disk
Capacity – 1.5 tons

This Signal Truck was manufactured in Detroit, Michigan, in 1916. Its top speed is 17mph but it has a more comfortable ride at 12mph.

This truck would have been on the road along side horse and wagons.

1915 Barker Truck

1912 Autocar Transit Bus

1899 Locomobile Stanhope Steam Car

Built in Bridgeport CT
Owned by:
Dr Robert Mead, Ridgefield CT

1890 Extended Top Phaeton

This carriage was built by the Henry Hooker Body Company. This New Haven, Connecticut based company also built horse drawn wagons, buggies and sleighs. After the turn of the 20th century the Henry Hooker Body Company began building custom bodies for automobiles and trucks.

1885 Surrey

This 1885 Surrey with fringe on top was purchased new by a gentleman in Sandy Hook, Connecticut. A fantastic “Barn Find” it was recently discovered in the attic of a barn in Sandy Hook where it had been stored for over 90 years.

1879 Moyer Buggy Runabout

This carriage was built by the H.A. Moyer Company located in Syracuse N.Y.

1860 Elkhart Carriage

Birch Bark Canoe

Owned by: Nonnawauk Tribe #9 Seymour CT

This canoe was an early way of transportation for American Indians of this region. This canoe is approximately 100 years old and was built by the canoe builder, Louis P. Sock of Old Town, Maine. It is being displayed with 2 original one piece carved oars. The Nonnawauk Tribe #9 of Seymour CT was established in 1886. The tribe is a Lodge, similar to the Mason's or Oddfellows, which dates back to the Boston Tea Party. The early settlers dressed as Indians and dumped tea into the sea. This canoe hung from the ceiling in the tribe's lodge and during meetings if a member cursed or caused a scene, the sachem (the chief), would fine the member and he would be ordered to throw a penny, or whatever the fine was, up into the canoe.

Danbury Fair Speedboat

John Deere Tractor

Kurzontkwski

Model T

Stanley Steamer

Stutz Bear Cat