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ADAM G. BOHLAND

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Adam G. Bohland, marine engineer, has been engaged in his vocations for comparatively few years, but he has come rapidly to the front. He was born January 3, 1863, at Cleveland, Ohio, attended the parochial schools in his native city until he was fourteen years of age, and subsequently served an apprenticeship to the model and die business in the shops of H. O. Hartz, where he remained some years, perfecting himself in his trade. He then went to work as a machinist in the employ of the Excelsior Machine Works, continuing with that firm some three years, after which he worked for the Globe Iron Works Company one year. In the spring of 1889 he turned his attention to marine engineering, shipping as oiler on the steamer Specular, owned by the Republic Iron Company, and the following season he received a license and went as first assistant on the steamer Germanic. He remained ashore in 1891, engaging as an employee in the Excelsior Machine Shops, until the spring of 1893, when he shipped as first assistant engineer on the iron steamer Onoko, holding that berth until September, 1895, when he was appointed chief of the same steamer. He was retained in that position during the season of 1896, laying her up at the close of navigation in Buffalo harbor. This record shows that Mr. Bohland attained to the position of chief engineer on a good steamer in less than five years' service in subordinate positions on steamboats, and it is evident that his shop experience was of much value to him. He is a member of the Marine Engineers Beneficial Association. Mr. Bohland was united in marriage with Miss Catherine M. Haefele in 1887.

CAPTAIN GEORGE BOHN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain George Bohn, master of the Governor Morton, more familiarly known as the "Police Patrol Tug," is of French extraction, having been born in Paris, France, April 17, 1855. His father, Joseph Bohn (now deceased), who was on the police force of Buffalo for a period of ten years, emigrated to America in the year 1856, when the son George was eighteen months old.

Our subject received his education in the public schools of Buffalo, and began his first sailing as fireman of the P. J. Ripont, a steamyacht owned by Edward Dahlke, formerly of Black Rock, but latterly of Cleveland, Ohio. He was employed upon this yacht two seasons, but the following season, that of 1872, he was fireman on the tug Monitor. The three years following he was employed at various occupations on railroads, and in 1878 returned again to the water for a livelihood, becoming engineer of the James Hays, a steamyacht, upon which he remained three seasons in succession. From 1881 to 1883 he was engineer of the James Hays, a steamyacht, and for the succeeding seven seasons he was engineer of the steamyacht A. T. Kerr, and for the succeeding seven seasons he was engineer of the Glance, finally, in 1890, becoming her pilot and master, and he was with her the whole season in that capacity. The next season he was on the steamyacht Waller, in 1892 returning to the Glance for a couple of seasons, and for the season of 1894 he was master of the Ideal. In 1895 Mr. Bohn was made pilot of the police patrol tug Governor Morton, and was still acting as such at the close of the season in 1896. The work of the Morton is patterned after that of the police patrol tugs of New York harbor, and her duties comprise a constant close inspection and watch over the harbor of Buffalo and also Buffalo and Niagara rivers day and night, she having two crews. During the season of 1896 her respective crews made about eight hundred arrests, mostly of vagabonds and tramps, some of persons stealing from vessels, and the balance for being drunk and disorderly. The idea embraced within the duties of the Morton is a valuable one and could be carried to other lake ports with profit. For the season of 1897 he was on several boat tugs, mostly on the Annie M. Pierce, and for the most of the time on the Glance as her engineer.

Mr. Bohn was married February 14, 1875, at Buffalo, to Annie Gorman, of Cleveland, Ohio. They have three children, namely: George, now (1898) aged fifteen; Laura, aged twenty, and Joseph, aged eighteen. Mr. Bohn has been a member of the Masters and Pilots Association, Harbor No. 41, since August, 1896.

GEORGE M. BOHNERT

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

George M. Bohnert was born May 21, 1862, in Buffalo, N. Y., where he acquired his education, in the public schools, and where he still continues to make his home. The birth of his father, John B. Bohnert, occurred in the north of France, near the Belgian frontier, whence when four years old he was brought to America by his parents, who located in Buffalo, making their home there for some years. The father spent the greater part of his life on the lakes, retiring in 1844, and he is still living in Buffalo, a police pensioned officer. During his youth George M. Bohnert learned the machinist's trade. At the age of nineteen, however, he went on the Winslow, of the Anchor line, as oiler, in which position he remained only a part of one season, being obliged to return home on account of sickness in the family. He spend the next season as oiler on the Idaho, of the Western Transportation Company, and the following three years as first assistant engineer on the Colorado. He was then on the Wyoming as second engineer for two years, and after seven seasons spent upon the Florida as first assistant, he returned to the Wyoming in 1895 as chief engineer, which position he is still acceptably filling.

Mr. Bohnert was married May 15, 1893, to Miss Agnes L. Percy, of Buffalo, and they now have a pleasant home in that city at No. 130 Sage avenue. Fraternally he is a member of the Marine Engineers Beneficial Association of Buffalo, and of Buffalo Encampment No. 46, I. O. O. F.

CAPTAIN DAVID BORDEAUX

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain David Bordeaux, captain of the propeller John V. Moran, is one of the most widely known masters in the merchant marine of the Great Lakes. He was born in Clinton county, N. Y., in 1841, and was educated in the academy at Malone, N. Y., and at Nicolette College, Quebec, taking a three-years' course of study in the last-named institution. At the age of fourteen years he commenced life on his own account as tar-boy on the schooner Courtland, sailing between Detroit and Ogdensburg, and after two months was earning a man's wages as a sailor before the mast. He was then employed as watchman on the side-screw steamer Baltic, running from Buffalo to Chicago; and in 1860 he became wheelsman on the propeller Racine, of the People's line, and later in the same year sailing in the same capacity in the propeller Forest Queen, plying between the same points. In the fall of this year he shipped as wheelsman on the propeller Union, belonging to the American Transportation Company, and toward the end of the season sailed as wheelsman on the propeller Potomac, running between Milwaukee and Grand Haven, remaining on her until January 15, 1861. In the spring he was given the same berth on the propeller S. D. Caldwell, and then shipped on the propeller Gov. Cushman, plying between Buffalo and Toledo, after which he served as wheelsman on the Badger State. In 1862 he was wheelsman on the propeller Buffalo, and in August of that year he shipped on the propeller Saginaw, plying between Buffalo and Sandusky. In 1863 he became wheelsman on the propeller Equator, going between Buffalo and Toledo, and in September of the same year sailed in the same capacity on the steamer Michigan, which ran from Buffalo to Green Bay, Wis. The following year he shipped as wheelsman on the propeller Cuyahoga, plying between Buffalo and Detroit, and then on the propeller Guiding Star, as second mate. While in the Cuyahoga, he received his papers as second-class pilot, and finished the season of 1864 as second mate on the propeller Kentucky. In the season of 1865 he shipped as second mate on the propeller Orontes, sailing from Buffalo to Toledo, and in the spring of 1866 he became first mate of that vessel, on which he sailed for five years. In the early season of 1870 he became second mate of the propeller Newburg, of the Union Steamboat line, and finished the rest of the season as first mate on the propeller Passaic. In 1871 he sailed as first mate on the Colorado, and in 1872 acted in the same capacity on the Jay Gould.

The following year he was chosen first mate on the propeller Newburg, belonging to the Union Steamboat line, and in 1874 he served in the same capacity on board the Portage. In 1875 he was made first mate of the Anchor line steamship Conestoga, then belonging to the Erie Transportation Company, and in 1876, in the same capacity, he sailed in the propeller Jewett. In 1877 he shipped as first mate on the steel steamer Tioga, and in September of that year became captain of the Nebraska. During the season of 1878 he sailed as master of the propeller Portage, and in 1879 was transferred to the captaincy of the steamer New York. For six years he was captain of the steel steamer H. J. Jewett, and in 1896 sailed between Buffalo and Duluth as master of the propeller John V. Moran.

The Captain was married, in 1866, to Miss L. C. Keeley, of Buffalo, and they have one child, who is the wife of Capt. Samuel Golden. Captain Bordeaux resides at No. 386 Fourteenth street, Buffalo, New York.

HENRY BORN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Henry Born, as general manager and treasurer of the Born Steel Range & Manufacturing Co., conducts one of the largest and most modern equipped plants in the United States for the manufacture of steel ranges. Their lines of goods have been in the market longer than those produced by any other competing firm, and it is the aim of the company to maintain the high standard of excellence these ranges have won. At the World's Columbian International Exposition, held in Chicago, Ill., in 1893, medals were awarded the Born Steel Range Company for various specific merits and excellence of construction.

Their marine trade, in which they have been prominent for nineteen years, is not confined to ranges, however, as it is their custom to fit entire the steward's galley with whatever entered into that very necessary department in the outfit of a boat, be it a steamer or sailing vessel. There are, perhaps, not many new vessels launched from shipyards about the lakes that do not enter in the outfit specifications a Born steel range and the other articles in that line furnished by this house. The manufacturing works of the company are located at Cleveland, Ohio, and the offices and salesrooms are at Nos. 122 to 126 Superior street, Cleveland. The ranges are not only in great favor on steamships and sailing vessels on the lakes, but are in general demand on both the Atlantic and Pacific ocean-going vessels, and but recently large orders have been shipped to Delano Brothers, San Francisco, and to firms in New York City, Philadelphia, Baltimore, Washington, New Orleans, and all United States seaports. The United States navy has also adopted the Born steel range for use on war vessels. Thousands of testimonials on file in the offices of the company show that this make of range is in almost universal demand in private dwellings, restaurants and hotels, and that they have found place in almost every public house in Cleveland, and in public houses throughout the United States, as new and improved facilities are required in the kitchen.

CAPTAIN WILLIAM A. BOSWELL

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain William A. Boswell, a well-known and justly popular master of passenger steamers sailing out of Chicago for many years, was born on the banks of St. Joseph river, near the city of that name, in Berrien county, Mich., and is the son of Ezra and Sarah (Connelley) Boswell, natives of Scotland, many of the sterling characteristics of the Scotch people being inherited by our subject. The father was born in Edinburgh, May 5, 1823, the mother on the 6th of June of the same year.

With their respective parents they came to America, and after living in Richmond, Va., for a time, they moved to Columbus, Ohio, where they were married. In 1848 they took up their residence in Berrien county, Mich., where they made a permanent home. The father was a man of fine physique, being six feet four inches in height, but did not appear so tall on account of being so well proportioned. In the early days of steamboating he sailed on the St. Joseph river, and became a pilot on that river. He is now residing at Greenfield, Tenn. Our subject's paternal grandfather died in Scotland. Allen Connelley, his maternal grandfather, was an old salt-water sailor of the British merchant marine; was a well-educated man and a thorough navigator, who had sailed the water in the different latitudes, as master of ships. He died of pneumonia at St. Joseph, Mich., in the fall of 1859. Henry T. Boswell, a brother of our subject, is a marine engineer, and as such has held a good position for many years.

It may with truth be said that Captain Boswell is a born sailor, for when a small boy he was always about the water, having doubtless inherited a love for the same from his maternal grandfather. Given a knife and a block of wood, he would make a boat and go down to the river and sail it. The district schools possessed no attraction for him, and he began his career as a sailor, when quite young, on the side-wheel steamer St. Joseph on the St. Joseph river with his father, after which he shipped with Capt. Thomas Richardson on the double topsail scow Addie, on which he remained two seasons, transferring to the schooner Gertrude, owned by the same party, and remained on her, filling all subordinate berths until he was appointed master, and he was also master of the schooners Gertrude, Flora Temple, Ella Teal, Souvenir, Evergreen and Regulator.

Captain Boswell then turned his attention to steam vessels, and entered the employ of the Goodrich Transportation Company, as wheelsman on the side-wheel steamers Seabird, and Orion. In 1870 he applied for and received pilot's papers, being recommended by Capt. Thomas Butlin, A. E. Goodrich and Nelson Napier, and was appointed second mate of the passenger steamer Ottawa, and while in that employ transferred to the steamers Seabird, Orion, G. J. Truesdell (now the John Otis) and Comet. He then resigned to take charge of the tug Ellen M. O'Brien, operating out of Pentwater, and sailed her one season. The next season he sailed the tug Sport, at Ludington, for Capt. Eber Ward, after which he took charge of the passenger steamer Fannie Schriver, plying between Pentwater and Ludington, then the terminus of the railroads in the North, and he was next transferred to the steamers Magnet and Grace Dormer as master. In the spring of 1880 the Captain went to St. Joseph, and entered the employ of Mr. Graham as mate of the propeller Lora, with Capt. Cal. Barlett. This was followed by a season as master of the Skylark. That winter the company built the steamer St. Joseph, and Captain Boswell came out in her as mate, with Alex Elton. The next season he became master of the ferry boat Belle, operating about Benton Harbor and St. Joseph, Mich. When she was sold he entered the United States service as master of the General Gilmour. He then purchased an interest in the tug and ferry line operating between Benton Harbor and St. Joseph, but after two years sold his stock, and again entered the employ of the Graham & Morton Transportation Co., as mate of the winter boat Petoskey, after which they chartered the steamer Lawrence, and he went as mate on her. When she laid up at the end of the season he again went as mate on the Petoskey, thus alternating between those steamers and the City of Charlevoix, until the City of Louisville was added to the line, when he came out on her as mate, and on July 31, 1895, when Capt. John Griffin resigned, our subject was appointed master, and has sailed her daily between Chicago, St. Joseph and Benton Harbor for many seasons, including the winter months.

Captain Boswell was made a Master Mason in Oceana Lodge No. 200, of Pentwater, in 1870, but now affiliates with Lake Shore Lodge No. 28, F. & A. M., of Benton Harbor. He is a member of the Independent Order of Odd Fellows; a charter member of the Knights of Pythias, and of the Puritan Lodge and Uniformed Rank of Burton, Tenn., and also belongs to the Knights of the Maccabees.

On November 13, 1873, Captain Boswell wedded Miss Ettie, daughter of Perry and Annie Brooks, of St. Joseph, Mich., and the children born to this union are Claude William and Walter Leo. The family enjoy the comforts and luxuries of a handsome home at No. 120 Belleview avenue, Benton Harbor, Michigan.

CAPTAIN BENJAMIN BOUTELL

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain Benjamin Boutell stands as a just and upright man, and has ever lived and walked as such. He has hosts of friends, and is acknowledged to be one of the most deservedly popular citizens of Bay City, Mich. By good business methods, united with untiring industry, he has acquired an abundance of this world's goods, but does not set his heart upon them, as his courtesy and humanity to man are wide, though unostentatious.

The Captain is a son of Daniel and Betsey (Adams) Boutell, his mother being grand-niece of John Q. Adams. She was born in Syracuse, N.Y., in 1808, a daughter of Benjamin Adams, while her husband was a native of New Hampshire, born in 1800, and a son of Henry Boutell. When quite a small boy Daniel Boutell removed with his parents to Syracuse, N.Y., where he met and married Miss Betsey Adams, in 1824, after which they lived for some years in that city, Mr. Boutell being engaged in building and selling canal boats. Then, anticipating Horace Greeley's advice to "go West," he went to Deerfield township, Livingston Co., Mich., making the entire journey in his own conveyance - a covered emigrant wagon - being seven weeks upon the way. He purchased a large farm, redeemed it from the virgin forest, and erected upon it a residence. It was here that Benjamin Boutell, the subject of this article, was born August 17, 1844. The family remained on this farm and worked it to the best advantage until 1857, when they removed to Birch Run, Mich., where the father erected a hotel which he designated "The Half-Way House," it being equi-distant between the towns of Flint and Saginaw. After conducting this hostelry successfully for two years he removed to Bay City where he purchased the old "Sherman House," which stood on the southeast corner of Water and Third streets, and rebuilt it, changing the name to "Boutell House." He again established himself in the hotel business which he carried on until June, 1865, when the structure was destroyed by fire. During the progress of the conflagration Mr. Boutell contracted a severe cold, which settled on his lungs, and he died from the effects of the same in the spring of 1866. He had lived a busy and useful life, and had made friends in every quarter. The wife and mother was laid to rest in 1880, aged seventy-two years.

Capt. Ben Boutell, as he is familiarly known, has also lived a busy and useful life. In his boyhood he helped his father on the farm and in the hotel, attending the public schools as he had opportunity until the spring of 1865, when he adopted the life of a sailor, shipping as wheelsman on the steam tug Wave. The next year he was promoted to the position of mate in the same boat. In the spring of 1867 he took out his first government papers, and was appointed master of the steamer Ajax, the amount of his salary to be governed by the net cash he cleared. The Ajax was a small side-wheel tug, and was owned by a Bay City bank, but she was tied up for debt, the creditors having a keeper aboard. It devolved upon the Captain to free his boat from the clutches of the law before he could sail her. Preliminary to this act he shipped an engineer, Samuel Jones, whose salary, like the Captain's, was conditional; and a colored cook, known as Aunt Kittie, who weighed about 240 pounds. They formed a combination for strategy to rid themselves of the keeper. The heavy line by which the steamer was attached to the dock was replaced by one half an inch thick, and the Captain had a sharp knife. The engineer got up plenty of steam, and when all was ready Captain Boutell advised the keeper, who was a big man, to get off the boat as he was going to sail. The man demurred, and the Captain, who had not yet gained the fine physical proportions which he has since developed, was somewhat afraid to tackle him; but finally, when the man was not observing he stepped up and after some mysterious moves the big keeper was overboard into the river. The Captain then cut the slight line that held the Ajax and she steamed away. The keeper swam to the dock and crawled out of the water. Captain Boutell, the engineer and the cook ran the tug that fall, sawing the wood she burned, and performing all the other work, clearing for the owners $6,000.

In the spring of 1868 he took command of the side-wheel steamer Runnels, sailing her until June in the passenger trade between Bay City and Oscoda. This steamer he left on account of illness, but closed the season as mate with Capt. William Mitchell in the tug Union. In 1869 he entered into partnership with Mr. Mitchell, under the firm name of Mitchell & Boutell, doing general towing business. They started with the Union, and purchased the tug Annie Moiles, Captain Boutell sailing the former, Captain Mitchell the latter. These conditions existed until December, 1870, when the Union was destroyed by fire on Saginaw bay the crew escaping in the yawl boat. The next spring the Captain took charge of the Annie Moiles, and sailed her until the fall of 1876. They then built the steamer Westover, and Captain Boutell sailed her five seasons. In the meantime the firm had purchased the tugs Laketon and Music. It was in 1875 that they commenced to buy barges, and when the firm dissolved in 1887 they owned quite a fleet, consisting of the Nelson, Favorite, Emma L. Mayes, Roscius, Seminole and others, besides the tugs. In the division Captain Boutell took the tugs and raft-towing business, and Captain Mitchell the lake barges. During that winter the steamer Folsom was built to the order of Captain Boutell.

In the spring of 1888 the Captain associated with P.C. Smith in the raft-towing business under the firm name of Boutell & Smith, which continues in force at this writing, and during the past ten years the industry of raft-towing under his management has been revolutionized to so great a degree as to keep pace with any other branch of traffic on the Great Lakes. The first year the Captain confined himself to towing on the rivers tributary to the Saginaw, but since then his field of operations has been greatly enlarged. The firm has steadily added to their fleet of large tugs, which now consists of the powerful tugs Traveler, Niagara, Boscobel, Winslow, Sweepstakes, Charlton, Peter Smith, Ella M. Smith, Charlie O. Smith, Annie Moiles, R.H. Weidemann, Robert Emmet, Luther Westover, Sea Gull, Lulu Eddy, Mary E. Pierce, Sarah Smith and Florence. This business is conducted by Captain Boutell under the title of the Saginaw Bay Towing Company, and the fleet is the finest afloat for towing and wrecking purposes, many of the tugs being built especially for the business. It is difficult to realize the magnitude of this enterprise in log-towing, but an idea may be gained from the statement that the average business of the company has been 150,000,000 feet in big rafts and timber during the last ten years, two seasons it being as high as 300,000,000 feet. In addition to the above vessel property, Captain Boutell owns, individually, the steamers Charles A. Eddy, whose registered tonnage is 2,075, and Hiram W. Sibley, of 1,418 tons, and also the schooner Twin Sisters.

Captain Boutell founded the Marine Iron Works in Bay City in 1892, and five years later bought the coal business of C.H. Clump, in which he established his two sons, Frederick E. and William H., under the firm name of Boutell Brothers & Co., a nephew of the Captain representing the company. In 1897 he also organized the Excelsior Foundry Company, which makes all the heavy casting used in F.W. Wheeler's shipyard. Among the other branches of business with which he is identified is the Commercial Bank of Bay City, in which he is a stockholder and director; is president of the Boutell Transportation Company; president of the Hampton Transportation Company; president of the Marine Iron Company; president of the Excelsior Iron Company; president of the Saginaw Bay Towing Company; and vice-president of the Business Men's Association. He is also a heavy owner and dealer in real estate in and around Bay City. Every enterprise with which he is connected evidences in some degree the vigor and force of his character.

On December 22, 1869, Captain Boutell was united in marriage with Miss Amelia C. Dudtlenger, of Arenac, Mich., and three sons - Frederick E., William H. and Benny - were born of this union; the last named died when four years old. The family residence, which is in accord with the excellent taste of the wife and mother, is situated at the corner of Madison and Fifth streets, Bay City, Michigan.

CAPTAIN THOMAS T. BOYD

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain Thomas T. Boyd, master of the tug W. L. Scott, and part owner of the Erie Tug line since the year 1890, is known by every marine man running into the port of Erie, at which place he has been a tug man since 1868.

The Captain is a son of Jeffrey and Marie (Cummings) Boyd, who were natives of Ireland, where he was born April 14, 1848, and a year after the family emigrated to this country, locating at Erie, Penn. Here he was brought up and attended school. When about sixteen years of age he shipped as boy on the schooner Citizen, on which boat he remained three years, his next employment being at the coal docks in Erie, where his father was and had been engaged ever since settling at that place. In 1869, after spending about three years in the employ of General Reed, who owned the docks, he began tugging on the Tillinghast, and subsequently was master of the tugs Mary A. Green, Dragon, Tom Dole, Annie P. Dorr and Thomas Thompson. This service extended up to the year 1890, when he purchased the aforementioned interest in the Erie Tug line, and took command of the W. L. Scott, which he has run ever since. He has had twenty-four issues of license. It will be noticed that Captain Boyd is what is commonly termed a self-made man, working himself up from a humble position to the prominent place he now holds. Associated with him in the tug line are William H. Hill of Erie, and Captain Thompson and James Ash of Buffalo.

Captain Boyd was married, at Erie, in 1871, to Miss Mary G. Golden, of that place, and they have eight children, four sons and four daughters, one of the sons, Thomas J. Jr., being the father's engineer on the W. L. Scott. They reside at No. 364 Short street, corner of Chestnut, Erie, Pennsylvania. Socially, the Captain is a member of the M. E. B. A., Branch No. 25, of Erie.

CAPTAIN P. BOYLAN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain P. Boylan, of Cleveland, Ohio, was born in Baltray, County Louth, Ireland, about the year 1833. His father and grandfather, Christopher and Nicholas Boylan, respectively, were first branch pilots of the port and harbor of Drogheda, on the river Boyne. They owned a pilot boat called the Gazelle of sixty-five tons, the only pilot boat of that port.

Capt. P. Boylan first went to sea with his father in the Gazelle, in 1845, remaining thereon until 1847. From the Gazelle he went to serve his apprenticeship in the full-rigged brig. Lady Florence, with Capt. Edward Bishop, serving part of his time in the schooner Lord Byron, with Captain Owens. From the Byron he was sent on board the bark Jeanette, Captain Moore, in 1848, loading railroad iron in Cardiff, Wales, for Boston, Mass., from which place he went to St. Andrews and loaded lumber for Drogheda, Ireland, when he returned to the brig Lady Florence, remaining thereon until 1850. He next went on the brigantine Isabella with Captain Kelly, and loaded railroad iron in Newport, Wales, for New York, arriving there in June, 1850. At Brooklyn, N. Y., he helped load a cargo of Indian corn for Belfast, Ireland, arriving in Belfast October 10, 1850, going back to the brig Lady Florence, where he finished his apprenticeship in 1851. He was then made mate of the same brig, remaining there until January 3, 1852, after which he was made mate of the schooner Monkey, Captain Moore. He shipped at Liverpool March 15, 1852, in the full-rigged ship Joseph Walker with Captain Oxley, for New York, the vessel carrying six hundred and fifty (650) passengers to America. Leaving the Walker at New York he went to Oswego where he shipped before the mast in the schooner Oregon, Captain Thompson. Then he went to the schooner Mary Frances, Captain McGann, and to the brig Halifax, Captain Graham, in the same year, becoming mate of the schooner Elizabeth with Capt. R. H. Hudson, in 1853. In the year 1834, he sailed as mate of the brig Arabian with Capt. Daniel McLaughlin, leaving her in July, to become master of the schooner Elizabeth. This vessel was lost the same year through springing a leak off Long Point, Lake Erie, went down December 5, with a cargo consisting partly of coal and partly of a traveling museum of stuffed birds and animals, which was on its way to Toronto. The museum, which was valued at $25,000 belonged to a man named Davis, of Cape Horn, and but $9,000 worth of it was recovered.

Captain Boylan sailed the schooner Albion in 1855, and the brig Arabian in 1856, purchasing the vessel three years later and sailing her for eight years. Then he sold her and bought the schooner E. P. Ryerse, spending the next eight years on board that vessel. The Ryerse collided with the schooner Bahama, of Dunkirk, and was lost in September, 1874. Captain Boylan libeled the Bahama for the loss of his own vessel and won the suit, receiving the Bahama in return. He sailed the Bahama until the fall of 1879, when she went ashore in a storm at Sand Beach, Lake Huron with a cargo of coal for Racine. He abandoned the vessel to the underwriters as a total loss, receiving the insurance of $7,500, and in 1882 he purchased one-half of the schooner Orantes, disposing of his interest that fall, and purchasing the schooner Arcturus until 1888, when he sold her and retired.

On January 29, 1855, he was married to Miss Julia Curran, of Cleveland. Their children are: Margaret J., wife of Joseph Meehan; Annie, wife of Manly Tello; Nicholas J. and Thomas E., coal merchants; Mary Frances; and Christopher, who is an oil merchant in Cincinnati, Ohio, Mrs. Boyland died in 1866, and in 1884 Captain Boylan married Miss Mary Prendergast, who was born in Cleveland.

GEORGE A. BRABANT

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

George A. Brabant is a worthy member of that band of fearless men who form Chicago's fire department, and has for the past seven years had charge of Engine No. 3. Prior to that time he had sailed successfully upon the lakes. He was born in Marine City, Mich., in 1857, a son of John and Sarah (Kennedy) Brabant, the former a native of Canada, the latter of Ireland. The father, who was a ship carpenter by trade, was one of the early settlers of Marine City, but spent his last days at Otter Lake, Mich., where his death occurred in 1885. The mother died in Marine City, in 1857.

George A. Brabant was reared in Marine City, and from that port commenced sailing, in 1874, as stoker on the V. H. Ketchum, remaining on her one season. He was then stoker for one year on the William Cowie, and had a similar berth on the Aberdeen. For two years he was on the Bay City, and, after a time spent on the N. K. Fairbanks, he came to Chicago, where he engaged in tugging for the Chicago Towing Company, being on the tug Tarrant one year as stoker and four years as engineer. He was then engineer of the J. H. Hackley for two years, and later was engineer on the A. Miller and F. Crane, after which he quit the lakes, in 1888, and entered the employ of the city. At first he was engineer on Engine No. 32, later on Engine No. 43 and Engine No. 30 and since then has been on Engine No. 3, located at No. 86 West Erie street. Fraternally, he is a member of the M. E. B. A. No. 4, and of the United Order of Engineers. Since 1878 Mr. Brabant has made his home in Chicago, and there he was married, in 1882, to Miss Emma Faerber, and the children born of this union are: Jennie and Gifford. The family residence is at No. 321 Noble street, Chicago, Illinois.

GEORGE L. BRACKETT

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

George L. Brackett was born in a pinery ten miles from Flint, Genesee Co., Mich., March 14, 1860, son of Solon and Mary (Shatto) Brackett, who are still living on their farm, of which they have made a good property. George assisted his father on the home place, attending the district school in the winter, until he reached the age of fourteen years, when he went to work for a neighboring farmer. He remained with him two years and succeeded in saving the sum of fourteen dollars in cash, taking a cow in payment for the balance of his wages; he drove the animal home and presented it to his mother, who warmly appreciated the handsome present, as it was the first cow she had ever possessed, and George was the proudest boy in the county. Soon afterward he removed with his parents to Saginaw, Mich., where his father opened a flour and feed store, George helping him in the store and going to school. After remaining here eighteen months he went to Port Huron and entered the employ of his uncle, G. R. Shatto, as clerk in his dry goods store. Mr. Shatto, who was a wealthy and enterprising man, went to California and purchased the Island of Catalona(sic), in the Pacific Ocean, twenty miles off the shore, which he improved and of which he made a popular summer resort, some years later selling the island to an English syndicate for $600,000. On his way to Michigan he was killed in a railroad accident in California.

During the six years that Mr. Brackett remained in the employ of his uncle he purchased an interest in the barge Antelope. He then went to work for Mr. Fitzgerald, in the Dry Dock Iron Works, where he remained two years, to learn the steam-fitting trade, and in the spring of 1887 he was appointed chief engineer of the tug George Hand, operating on the St. Clair River. His next charge was the tug Mollie Spencer, and following this he spent a season in the Alfred J. Wright. In the spring of 1889 he was appointed chief engineer of the passenger steamer Remora, owned by the River Navigation Company. In 1890 he went to Detroit and worked as steam-fitter for Messrs. Hinckle & Sharrar, closing the season on the passenger steamer Mary, plying on the St. Clair River. In 1891 he removed to Cleveland and shipped on the steamer William Chisholm as second engineer. In the spring of 1892 he was appointed chief engineer of the steamer George T. Hope, remaining on her two seasons, and he opened the season of 1894 on the tug Excelsior, of Oscoda, finishing on the steamer Marquette. In the spring of 1895 he went as second engineer on the Monitor steamer Choctaw; during one trip on this boat the crew had a thrilling experience in a northeast gale and the boat was reported lost for two days, but she finally found shelter under Grand island, where she went aground. In the spring of 1896 Mr. Brackett was appointed chief engineer of the steamer George Presley, which he laid up at the close of navigation.

Mr. Brackett married Miss Clara Pace, daughter of Dr. S. D. and Lizzie Pace, of Port Huron, Mich., and one daughter, Bessie, was born to their union in 1888. Dr. Pace was United States consul to Sarnia, Ontario, for three years. He died in the fall of 1886, and Mrs. Pace lives with her daughter in Cleveland, Ohio.

CAPTAIN THOMAS J. BRADY

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain Thomas J. Brady, of Detroit, Mich., who is at present first pilot of Harbor No. 47, of the American Association of Masters and Pilots of Steam Vessels, was born in Detroit in the year 1858. His father was a shipbuilder, and Captain Brady was naturally inclined toward sailing. He was educated in Detroit, and went on the lakes when still a boy as deckhand on the steamer Gen. Burnside, working his way up until in a short time he became mate, in which capacity he sailed for about ten years. Until he became master of his own boat he was always employed on steamers. Captain Brady's first command, which he secured some five or six years ago, was the Whaleback No. 126, a flour boat, upon which he remained but a short time, afterwards securing the command of the schooner Mary N. Burt, of which he was master during four or five seasons. Captain Brady has spent nearly twenty years in all on the lakes, and his success is fully evidenced by the position he holds in the branch of the Masters and Pilots Association to which he belongs, viz., first pilot, the second highest position the association can offer. He is well known to many of the vessel men on the lakes, both personally and in his official capacity. The Captain is married, but has no children.

FRED A. BRADLEY

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Fred A. Bradley, a young officer of good report, resides at No. 125 Swan street, Buffalo. He was born December 21, 1861, in Innisville, Canada, and in 1864 removed with his parents to Au Gres, Mich., where he lived for twenty-six years. He has since been a resident of Buffalo.

During his boyhood Mr. Bradley attended the public schools, and in the spring of 1882, soon after leaving school, he commenced sailing. He was deckhand on the tug Emerald ten days, on the steamer Siberia four days, and then commenced wheeling on the tug Williams, receiving $1.50 per day; later in the same season he was on the river tug P. Smith. In 1883 he shipped as wheelsman on the tug Mockingbird, finishing the season as lookout and wheelsman on the propeller Philadelphia. In 1884 he was engaged in wheeling on the steamers W. R. Stafford, D. C. Whitney and C. F. Curtis, and in 1885 he served in the same capacity on the steamers P. H. Birckhead, J. F. Eddy and Hecla. During 1886 he was wheelsman on the steamer W. A. Avery, tug E. M. Smith and steamer Roumania, respectively. In the following season (1887) he was employed as watchman on the steamers Kalyuga, R. P. Flower and J. C. Gilchrist. In 1888 and 1889 he remained ashore as agent for John McLennon & Son, of Bay City, Mich., looking after logs, and in 1890 again became wheelsman, spending the season on the tug Seagull and the steamers John Mitchell and Matoa. During 1891 he was acting second mate, in the early part of the season, on the steamer F. R. Buell, afterward worked for a time as wheelsman on the steamer Helena, and in the latter part of the season got out his papers and became second mate of the steamer Oceanica. In 1892 he was second mate on the steamers Oceanica, Saranac and Tom Adams, finishing the season as mate of the Saranac. He was engaged as such until 1897. In 1893 he was on the steamer M. T. Green; in 1894 on the steamers Idlehour, Caledonia, and Mahoning; in 1895 on the Mahoning, closing the season as pilot of the steam yacht Sapphire; in 1896 he went as mate of the steamers Sacramento and Pasadena. In 1897 he was captain of the steamer St. Joseph, from Oswego to Toronto, until the 30th of June, and then took position of mate of steamer Henry Chisholm, finishing the season. A more temperate man than Mr. Bradley would be hard to find. He has never drunk a drop of liquor, nor used tobacco in any form, and it is needless to dwell upon the value of such habits, especially for one in his vocation.

Mr. Bradley is a member of Hiram Lodge No. 105, F. & A. M., of Buffalo, and of Buffalo Chapter No. 71, R. A. M., and of Buffalo Council No. 17, R. S. M..

WILLIAM E. BRADLEY

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

The subject of this sketch was born February 22, 1866, in Port Colborne, Ont., and completed his literary education in the public schools of that city in 1882. In the spring of 1883 he commenced tugging on the Sylvester Neelon as cook. In 1884 he went as fireman and deckhand on the tug Mary, and in 1885 shipped as fireman on the tug Hector, closing the season on the tug Inez.

In the spring of 1886 Mr. Bradley came to Buffalo and shipped as watchman on the steamer Grand Traverse, working that winter in M. Riter's boiler shop. In 1887 he fired on the tugs Dimmick, B. F. Bruce and Samson, and the following season was engaged in the same capacity on the tug E. C. Maytham when she went ashore at Dunkirk and sunk. During the winter he worked in the Union Shipyard on the steamer America. In 1889 he shipped on the tug S. W. Gee, and during the winter was occupied in transferring the boiler from the steamer Aurora into the Newburgh. The following season he fired on the tug James Adams, passing the winter months in the machine shop of Whitman & Co., and in 1891 opened the season on the tug O. W. Cheney, finishing as oiler on the passenger steamer Pilgrim. That fall he was appointed chief engineer on the steamyacht Vision, which he took to New York City by way of the Erie canal. In the spring of 1892 he was appointed chief engineer of the excursion Oclemena of Sodus Point, finishing the season on the Alexander H. Sloan, and in the winter he again took the Vision to New York City. Returning to Buffalo in the spring of 1893, he was appointed chief engineer of the excursion steamer Pilgrim, remaining on her also for the following season. In 1895 he took the tug F. L. Bapst, the first compound tug in Buffalo, owned by Carroll Bros., and in the fall he went on the steamer E. P. Wilbur, of the Lehigh Valley Railroad Company, as third engineer. During the season of 1896 he took the tug E. C. Shafer, and during the winter months ran a pumping engine for the Donnelly Contracting Company, who were engaged in lowering the bed of the Erie canal. Mr. Bradley is a member of the Buffalo Harbor Tug Pilots Association, and has seven issues of engineer's license.

On November 28, 1893, Mr. Bradley was wedded to Miss Mary A. Flynn, of Buffalo, and three children, George, Mary and Loretta, have been born to their union. The family residence is at No. 331 Oak street, Buffalo, New York.

M. E. BRADY

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

M.E. Brady was born at Sanduskuy(sic), Ohio, in 1852. At an early age he removed to Cleveland, where he learned the machinist's trade in the Lake Shore shops, later entering the Cuyahoga Works, on Detroit street, and there remaining two years as finishing machinist. He then went to work as oiler on the Anchor line of steamers, serving five months in that capacity and finishing the season as second engineer. The following season he shipped as chief engineer on the steamer Gordon Campbell, after which he returned to Cleveland and for one year was engaged in the Globe Iron Works. He then accepted an appointment from Capt. C.E. Benham to run the tug Samson for one year, following this service by a year on the steamer Wokoken. Mr. Brady then brought out new the steamer John Harper, of Fairport, which he engineered one season, and the following year he was placed in charge of the machinery of the new Gilchrist. After remaining on her three months he came ashore and for some time was employed in the Brush Electric Light Works and the Cleveland Machine Screw Works. In 1895 he was appointed to the charge of the machinery in the convent at the corner of Wilson and Scovill avenues, this building and machinery being perhaps among the finest in the City of Cleveland, Ohio. He is now assistant engineer in the large new building owned by M.A. Bradley, the Vulcan, on St. Clair street.

Mr. Brady was united in marriage to Miss Johanna Brady, of Wilmington, Ill., and to them four children have been born: Mary A., Theresa, Elizabeth and Edward.

WILLIAM BRAKE

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

William Brake, a marine engineer sailing out of Marine City, of which place he has been a popular and esteemed citizen about forty years, is in demand at the opening of every season to take command of the machinery of a good steamboat. He is the son of Jonathan L. and Mary A. (Locke) Brake, and was born in England, May 29, 1846. His parents took passage for the United States about the year 1844, first locating in Buffalo, going thence to Detroit, where the father entered the employ of E. B. Ward as foreman of his shipsmith shop, remaining in that position four years. He then removed to Marine City, where he started in business for himself as shipsmith, conducting it successfully up to the time of his death, which occurred in 1874, his wife having preceded him across the silent river. William Brake acquired his education in the public schools of Buffalo and Marine City. After working with his father two years, and becoming a skillful artisan, he went to Buffalo and entered the employ of J. O. Robison, a gunmaker in business on Main street. Mr. Brake learned this trade thoroughly, devoting two years to it, and is able to make and finish a gun in the most approved style. On his return to Marine City he again worked in his father's shop.

It was in the year 1867 that Mr. Brake first conceived the desire to become a marine engineer, and he shipped as fireman on the steamer Bay City, which came out new that spring. This was followed by two seasons as second engineer on the steamer J.S. Estabrook, owned by the Toledo and Saginaw Transportation Company. In the spring of 1870 he was appointed chief engineer of the Trader. This was the first of that class of vessels since known as steambarges. He remained chief of her two seasons. His next steamer was the Robert Holland, which he brought out new in the spring of 1872, and engineered five consecutive seasons.

In 1877 he took the steamer Salina as chief, and ran her two and a half years, then transferred to the P. H. Birckhead, and was chief on her for the three following seasons. The steamer C. F. Curtis came out new in 1883, and Mr. Brake joined her as chief engineer, going onto the Robert Holland the next year. In 1885 he put in the machinery, and brought out new the steamer J. W. Westcott, engineering her three years. His next new steamer was the Robert F. Freyer, into which he put the machinery and ran her five seasons. In the spring of 1891 he was appointed chief engineer of the F. W. Fletcher, bringing her out new and running her five seasons. His next berth was as chief engineer on the steamer Katahdin, followed by a season in the E. M. Peck, and was retained on her in this position for the season of 1898. During the thirty years since Mr. Brake obtained his first berth as second engineer he has not lost a season, and by mechanical skill and good judgment has steadily advanced in his profession. Socially, he is a Master Mason and a member of the Marine Engineers Beneficial Association.

Mr. Brake was united in marriage to Miss Nellie F., daughter of George Beal, of East China, Mich. Their children are Forrest B., Mollie B. and Russell. The family homestead is located on St. Clair street, Marine City, Michigan.

HENRY BRAUND

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Henry Braund, although not engaged in marine work at the present time, has spent many years of his life in that employment, and during his more active years was well known as an engineer thoroughly competent in all the different branches of his work. He was born, September 15, 1838, at Plymouth, England, son of Samuel and Mary Ann (Lucome) Braund who died in 1871 and 1842, respectively. Henry Braund spent the first five years of his life in his native place, and came to America with the rest of the family, who settled in Dunnville, Ont., for two seasons. They then removed to Whitby, Ont., and there lived for ten years. Henry, meanwhile beginning work by going on a farm. Not being adapted to this occupation he did not remain long and soon entered a shop at St. Catharines, where he served four years to the machinist's trade. Upon leaving this place he entered the railroad shops and, after two and a half years employment there, returned to Yale's foundry, where he had first been, to remain, however, only a short time. He then entered G. N. Ollie's Marine Engine Works, where for five year he was engaged in building engines for the Ontario, Quebec, Manitoba, City of London, Dominion, Sir L. Tilley, Prussia, Europe, Argyle, Ocean, Scotia and several others. He spent the season 1862 on lake tugs running on all the lakes but Superior, and the next year acted as engineer of the steamer Dominion. During the seasons closely following he served as engineer on the Europe, Florence, Sovereign, Alma Munro and Armenia, remained on shore one year, and then returned for one season to the Dominion. The following year he entered the shop and built the engines for the steamer Sir L. Tilley, upon which he sailed from 1883 until 1894, and he has not sailed since he came off this boat, having found other employment in Detroit. Mr. Braund was married, December 18, 1860, to Miss Martha Hastings, of St. Catherines, and they have six children: Samuel, a marine engineer; William, who also follows marine life; Jane, the wife of Alfred Mann, of Detroit; Thomas, who is a marine man; James, a machinist, and Clara, who is attending school. Mr. Braund is a member of the Masonic Order and the Ancient Order of United Workmen.

SAMUEL H. BRAUND

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Samuel H. Braund first saw the light of day in St. Catharines, Ont., October 29, 1861, and he is a son of Henry B. and Martha (Hastings) Braund, the former of whom is a machinist and marine engineer. Mr. Braund has three brothers, Thomas, William and James, and two sisters, Sarah Jane and Clara. Samuel H. Braund began to learn the machinist's trade in his native place at the age of fourteen years. In 1880 he began steamboating on the tug William Hall, on the Detroit river; in 1881 he ran the steamyacht Louise, of St. Catharines, and in 1882 he was in the tug Gardner in the Chicago creek. During 1883 he worked as a machinist and in 1884 he ran the tug Jessie; in 1885 he was second engineer on the Sir L. Tilley, and during 1886-87-88 he held the position of chief engineer of the propeller Dominion. In the fall of 1888 he entered the machine shops of S. F. Hodge & Co., where he has since been engaged in the winters as a machinist and erector, with the exception of the winter of 1892, when he had charge of the carferry boat Ann Arbor. During the season of 1893 he ran the Charles A. Street and for the subsequent seasons he has had charge of the engines of the City of Berlin.

Mr. Braund was married, in Detroit, on February 4, 1895, to Miss Ella French, whose father is a stationary engineer in Grand Rapids, Michigan.

PATRICK BRENNAN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Patrick Brennan, who for the past fourteen years has been the efficient chief engineer of the Buffalo Water Works, was born in Ireland, May 1, 1837, and ws brought to America at about the age of one year. His father, Andrew Brennan, worked as a teamster after coming to Buffalo; he died about twenty years ago. The mother's maiden name was Elizabeth McNely.

At the age of seventeen Patrick Brennan began learning the machinist's trade at the Buffalo Steam Engine Works, where he served four years. During the year 1858 he placed a Corliss engine in the steamer Chicago, of the American Transportation line, and was made her engineer. He continued in the employ of this company two years, part of the time as engineer on their steamer Mohawk. About this time he also served a couple of seasons with the Dole line, on the steamer St. Louis, and a year in the New York Central line, on the steamer Idaho. He was also chief engineer on the steamer Missouri, in all acting about ten years as chief engineer in the merchant service on the lakes. On June 20, 1866, he was appointed, by President Andrew Johnson, chief engineer of the Revenue service of the United States, and for six successive years following this appointment was in charge of the machinery of the steamer Commodore Perry, stationed at Erie, Penn. He superintended the building of the government steamer Gallatin, also acting as her chief engineer, and in 1872 was engineer of the United States steamer Hamilton, stationed at New York, Boston and Philadelphia, respectively. In 1873 he resigned from government service to take charge of the tug line at Erie, Penn., for a couple of years, and later, in 1875, was made inspector of hulls at Buffalo for the Phoenix Insurance Company of New York. In 1876-77 he was chief engineer of the Detroit river and harbor tugs, while the following two years he was master and pilot of Buffalo harbor tugs belonging to the Hand & Johnson and Maytham's lines. In addition to the service above mentioned Mr. Brennan has superintended the construction of machinery of several government and merchant vessels.

In February 1883, Mr. Brennan was appointed chief engineer of the Buffalo Water Works, and still retains that responsible position. When he assumed charge the water works had one ten and two fifteen million-gallon engines, making a pumping capacity of forty million gallons of water daily. At the beginning of the year 1897 they had ten million, three fifteen million and one thirty million-gallon engines, making a pumping capacity of one hundred and forty-five million gallons of water daily. The last mentioned engine is one of the largest in the country. The pumping plant is the largest combined capacity in the world, and has a capacity of one hundred and eighty-seven million gallons per day.

CAPTAIN JULIUS BRETT

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

The life of a sailor in its varied aspects, on the ocean, on the large rivers of the United States, and on the Great Lakes, is an old story to Captain Brett, of Cleveland. His experience, extending over a period of nearly fifty years of active sailing, has been full of change and variety, and he is able to relate many interesting narratives connected with his seafaring life. The Captain was born in Liverpool, England, October 1, 1816, and at the early age of ten years he made his first voyage with his uncle, Captain Julius Brett, who had taken a great fancy to him. He commenced life as a sailor in November, 1830, leaving Liverpool on the ship Lady Gordon for the East Indies, Cape of Good Hope, Batavia and Singapore, and his position on the ship being that of apprentice. He made three voyages from Liverpool to Bombay, and then, shipping on the brig Gypsy, of New Castle, he made two voyages to Bordeaux. In March, 1837, Captain Brett left Liverpool for Charleston, S. C., on the Nimrod, which was a ten-gun brig, originally belonging to the English navy. At one time that vessel was wrecked off Holyhead, and when raised it was converted into a merchantman. On arriving at Charleston our subject left the Nimrod and walked to Georgetown, where he shipped on a coasting vessel engaged in carrying timber to New York. He made several trips between New York and Charleston on that vessel, and then on the ship Groshus made a voyage to Havre, France. Returning to the United States on the ship Ganges, of Richmond, Va., he later made one trip on the schooner engaged in carrying slaves from Norfolk, where they were raised, to market in New Orleans. Captain Brett spent one winter on the Ohio and Mississippi rivers, and on leaving the Ohio Valley, at Wellsville, in the spring of 1838, he proceeded overland to the lakes, where he shipped on the hermaphrodite brig Rocky Mountain, taking a load of flour and corn to Green Bay, Wis. Later in the same year he spent some time on the brig Virginia, returning to the Ohio river in the fall and remaining there during the winter. In the spring he went overland from Peoria, Ill., to Chicago with a companion named Burton and took a steamer for Cleveland, where he again shipped on the Rocky Mountain for one season.

Captain Brett was a wheelsman on the steamer Constellation, a vessel carrying a cargo of one thousand barrels of flour. In 1841 was second mate on the ship Milwaukee, in 1842 and 1843 was mate on the brig Robert Hunter, and in 1844 was made master of the latter vessel, retaining command for two seasons. During the next season he sailed the brig Hoosier, and for two years was master of the schooner Lewis Cass. In 1849 he sailed the schooner Hope, and later in the season was mate of the latter vessel. During the two seasons following he sailed the steamer Minnesota, but spent the greater part of 1853 on a farm. In the fall of 1854 he took the steamer Illinois for one trip, and was mate on the propeller Oriental for the remainder of the season. He commanded that vessel in 1855, was master of the propeller Cuyahoga during the greater part of the next year, and then had command of the propeller Racine for the remainder of the sesaon and for the five following years. He sailed the Empire State for two years, the Oneida for one season, the Dean Richmond for two seasons and the Colorado for five years. His last vessel was the propeller Java, which he sailed for one season, retiring in the fall of 1872 to his beautiful home at 532 Woodland avenue, Cleveland, where he is now living, retired. He is held in high regard by all who know him, and his circle of friends and acquaintances is extensive. On December 17, 1842, Captain Brett was married to Miss Eunice Musson, of Cleveland, by whom he had three children: William Dixon Brett and Mrs. Bell Delphine Donaldson live in Buffalo, N. Y.; Stephen Julius Brett was drowned in 1855, at the age of seven years, off the propeller Oriental, at Buffalo.

HIRAM PHILIP R. BREY

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Hiram Philip R. Brey, a marine engineer of good report sailing out of the port of Buffalo, is possessed of many of the sturdy characteristics of his German ancestors, although his parents, Conrad and Elizabeth (Royer) Brey, and his grand-parents were born in the United States, Hiram was born in Green Lane, a village in Montgomery county, Penn., on July 31, 1861, where he attended school until he reached the age of thirteen years. After working on the farm until he was sixteen, he became tired of the independent farmer's life, so he ran away from home and sought a panacea for all the ills that mother earth imposes on a farmer boy, by the adoption of a life on the lakes.

It was in the summer of 1882 that Mr. Brey made this momentous step, shipping as a deck hand on the steamer Japan, and when the steamer reached Duluth he transferred to the fire-hold. The next spring he joined the steamer Arctic as fireman, and with the purpose of becoming an engineer he remained in that berth three seasons, followed by two in the steamer A. Weston. In the spring of 1888 Mr. Brey transferred to the D. W. Powers, and after eighteen months he shipped in the steamer Calumet. It was in the spring of 1890 that he received engineer's license in Buffalo, and was appointed second in the steamer A. Weston, followed by a season in the Manistique in the same capacity. In the spring of 1892 he was made second assistant in the steamer Chemung, being promoted to the office of first assistant the next year. In 1894 Mr. Brey was appointed chief engineer of the tug Annie Moiles, going as first assistant in the steamer Pascal P. Pratt the next season. In 1896 he became second engineer in the steamer John Harper, and after a year employed ashore he was appointed chief engineer of the steamer Inter Ocean, in which position he gave eminent satisfaction.

Socially he is a member of the Marine Engineers Beneficial Association No. 1, of Buffalo.

Mr. Brey was united by marriage to Miss Catherine, daughter of Martin and Catherine Nicholas, of Buffalo, N. Y., the ceremony being performed on January 6, 1889. One daughter, Elizabeth Ethel Brey, has been born to this union. The family homestead is at No. 13 Edson street, Buffalo, New York.

CAPTAIN JOHN BRIDGE

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain John Bridge, a popular and well-known master of vessels, was born in Lorrain, Ohio, in the year 1854, a son of Alanson and Caroline (Emmons) Bridge. He acquired a good education in the public schools of Lorain, after which he commenced the life of a sailor on the scow Growler, remaining an entire season.

In the spring of 1870 he shipped in the scow Sutler Girl, retaining that berth two seasons. The year following he went west, visiting Leadville, Cheyenne and other mining towns and doing some work in the mines. He remained in the western country several years, returning home in 1881. He then shipped before the mast in the schooner Southwest, with Capt. Ed. Porter, who was lost on the steamer Gilcher. He sailed in different vessels until the spring of 1888, when he was appointed master of the schooner George G. Houghton. This was followed by a season as master of the schooner Monticello. In the spring of 1892 he was appointed master of the schooner S.H. Kimball, which he sailed successfully three seasons, turning in good freights. On one trip, while passing through the Sault he rescued the lightkeeper of the ranges near Raine's dock. The man had accidentally shot himself in the thigh while hunting, and had fallen into the river. He died two or three days later. In the spring of 1895 Captain Bridge was appointed master of the schooner D.P. Rhodes, and has sailed her three seasons. He is a member of the honorable order of the Maccabees.

Captain Bridge was united by marriage to Miss Martha A. Flynn, of Freeport, Ill. Three sons, Ellis John, William Hamar and Alanson Emmons, have been born to this union. The family residence is at No. 107 Colgate street, Cleveland, Ohio.

THOMAS W. BRISTOW

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Thomas W. Bristow was born in England, March 15, 1848, and came to America in the spring when he had attained his tenth year. His father, William Bristow, was for many years a shipbuilder, being employed by the Detroit Dry Dock Company, and he still resided in Michigan.

Our subject was apprenticed, in 1861, to the shipbuilder's trade, and served seven years at wood and iron building. He then went on the ocean as ship's carpenter, and remained five years, during which time he visited South and Central America, South Africa and Australia. Finally returning to the United States, he settled at Wyandotte, Mich., and was employed by the Detroit Dry Dock Company for nine years as assistant superintendent. During his stay in Detroit he had charge of the building of twenty vessels. In 1887 he came to Cleveland and took the position of superintendent of construction in the Cleveland Ship Building Company, which position he held until September, 1898. At this place he has superintended the building of twenty-six vessels, some which are the James Watt, Queen City, Lackawanna, Scranton, Yale, Nicolas and the Michigan Central ferry Transfer. In all, he has launched fifty-three boats, a record which is of great credit to any man, and which is probably equalled by few, if any, at the present time.

The Cleveland Ship Building Company removed its plant to Lorain, Ohio, in 1897, that being the largest shipyard on the lakes, and in September, 1898, Mr. Bristow retired from the company, going into business for himself as marine surveyor and consulting shipbuilder, with offices in the Western Reserve Building, at Cleveland, Ohio.

ENGINEER PETER BRITZ

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Engineer Peter Britz, a prominent marine engineer sailing out of Marine City, has by virtue of ability come rapidly to the front in his calling. He is a son of John J. and Mary Christina (Sicken) Britz, and was born July 24, 1870. His parents are natives of Cologne, Germany, and came to the United States about the year 1852, first locating in Detroit, afterward purchasing a farm of 120 acres on the St. Clair river, upon which they settled. The mother is a sister of Capt. M. Sicken, a wealthy and prominent vessel owner of Marine City. Peter Britz, the subject of this sketch, is the youngest of nine children, and remained on the farm until he was eighteen years of age, acquiring a liberal public-school education in the meanwhile.

In the spring of 1888 Mr. Britz went to Buffalo and entered the employ of Samuel McCutcheon as an apprentice to the steam-fitting and machinist's trade, remaining two years. It was on June 26, 1890, that he commenced sailing as water-tender on the steamer Susquehanna, soon becoming oiler, closing the season on the steamer Matoa in the same capacity. The next two years he shipped as oiler on the steamers Charles A. Eddy, William H. Gilbert, City of London, and the Seneca, a Lehigh Valley steamer, working during the winter months as steamfitter. In the spring of 1893 he joined the steamer Seneca as third engineer, and when she laid up in ordinary, he went as fireman on the M. Sicken with his brother, in order that he might get in his time, and was granted an engineer's license the next spring by Mr. Schumacker, of Buffalo, for 900-ton boats, and was appointed second engineer of the steamer Wotan, holding that berth two seasons. In the spring of 1896 he received first-class papers, and joined the steamer Katahdin as second engineer, with William Brake. The next season he was second on the steamer E. M. Peck. It was in 1898 that he was appointed chief engineer on the steamer Edward H. Jencks, running her until August, and closing the season on the steamer Wotan as chief.

Socially he is a member of the Marine Engineers Beneficial Association, and the National Life, a beneficial insurance company.

On February 9, 1896, Mr. Britz was wedded to Miss Mary Helen, daughter of Joseph and Margaret (Meyers) Bammel, the former of whom is retired farmer of Marine City. One son, Urban A. B. Britz, was born to this union. The family homestead is in Marine City.

JOHN BRODERICK

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

John Broderick was born at Black Rock, Buffalo, N. Y., in 1849, and acquired his education in the public schools. He entered on his lakefaring life in 1863 as cabinboy on the passenger steamer May Queen, plying betweeen Cleveland and Detroit, finishing the season on the B. F. Wade. In 1864 he shipped as oiler on the same boat and held the berth two seasons, in the spring of 1866 going as oiler on the propeller Illinois. In 1867 he took out engineer's papers and was appointed second engineer of the river tug Stranger, following this service by two years on the tug Masters and one year on the tug Kate Moffat in that same capacity. In the spring of 1871 he was appointed chief engineer of the tug Gladstone, retaining that position two years, and in 1873 transferring to the tug Thomas Quayle, which he also ran for two seasons. In 1875 he was made chief engineer of the wrecking tug Prince Albert. In 1876 he took charge of the machinery of the steamer Jarvis Lord, but finished the season as chief of the propeller Fairbanks, taking her out again the next season. In the spring of 1879 Mr. Broderick brought out new the steamer Samuel Mather, the following season, transferring to the Horace B. Tuttle, and in 1881 he was made chief engineer of the steamer Harry Chisholm. In 1882 he entered the employ of the American Boiler Insurance Company as inspector of boilers, and continued with them two years. In the spring of 1884 he took out the John Gregory; in 1885 he took the steamer Henry Chisholm as chief engineer, remaining on her three seasons; in 1888 he wsa chief engineer of the propeller Oregon; in 1889-90 chief engineer of the steamer J. C. Gilchrist; in 1891 chief of the V. Swain; in 1892-93 chief on the steamer St. Paul; in 1894-95 chief of the Rhoda Emily; in 1896 chief of the St. Paul, laying up this boat at the close of the season.

In 1872, at Marine City, Mich., Mr. Broderick was wedded to Miss Flora McDougall, of Wallaceburg, Ont., and one son, Laughlin Bernard, was born to this union.

J. P. BROGAN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

J.P. Brogan was born in Cleveland in March, 1858, and attended the parochial schools until he was fifteen years of age. His father died when he was three years old and his mother about twelve years ago.

After leaving school Mr. Brogan entered the employ of C. Barry, grocer, on Pearl street, and continued with him nine years, by which time he had thoroughly mastered all the details of that intricate business. In 1883 he started in business for himself and by diligence and close application soon secured a very extensive trade, both marine and city. His establishment occupied three stories and a basement of the brick block Nos. 239 to 243 Pearl street, with a large warehouse at Nos. 153 and 155 Detroit street as supplementary, and does trade both wholesale and retail. Mr. Brogan's steam launch enables him to deliver groceries and vessel supplies of all kinds in his line with promptness, wherever the vessel may be lying. As an evidence of the prosperity which has come to him since he embarked in business in 1883 we may mention the fact that he possesses a large interest in the Pratt, Annie M. Ash and W. D. Becker, forming the Lake Erie Transportation Company; holds stock in the State National Bank, the Forest City Savings Bank, Detroit Street Savings and Loan Company, and is a large stock owner in the Union Dairy Company, which was recently organized for the purpose of making butter on an extensive scale, in Brooklyn, Ohio. Mr. Brogan is a man of quiet habits, courteous and obliging by nature, which no doubt accounts in a great measure for his success in life.

CAPTAIN CHARLES T. BRONSON

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain Charles T. Bronson is a descendent of two very noted families, whose names are so familiar to students of lake history, his grandfather on his maternal side being Henry Navarre, named for Henry IV, King of France and Navarre, while his grandmother was Mary LaSalle, a relative of the great explorer and discoverer of that name, who built the first two vessels to navigate the lakes below the falls of Niagara, one being the Griffin, while the other, which was wrecked on her first voyage, was not named.

Captain Bronson was born at Monroe, Mich., in the pier lighthouse, Lake Erie, on February 25, 1858, his father being the keeper of the light at that time. He is the son of William E. and Clara (Navarre) Bronson, and a grandson of Edward Bronson and wife, both natives of Scotland, and the latter a member of the MacLaren Clan. They came to the Unites States and located in Seneca, N.Y., when that city was a very small hamlet. The Captain's father, who was a well-known maters of steamers on the lakes, was born in Cleveland, Ohio, in 1823, which was very early in the history of that great lake port. The mother's birth occurred in a cottage near Monroe, Mich., which was owned by her father at that time. There Gen. Anthony Wayne, the great Indian fighter, known in history as "Mad Anthony," made his headquarters during the time he was waging an aggressive war again the "noble red man," then the allies of the French. Mrs. Bronson is now sixty-eight years of age, and makes her home in Chicago. Notable among the steamers which her husband sailed were the City of Toledo, Dart, Clematis, Kate Williams, Bonnie Boat, his last command being the Joseph Barber. He died in Monroe, Mich., in 1873.

Capt. Charles T. Bronson and his sisters secured their primary education at Sandusky, Ohio, at which time the father was sailing the Bonnie Boat between Fremont and Sandusky on the Fremont river. They would take their lunch baskets and go to school by boat in the morning, and return in the same way in the evening. The Captain afterward attended school in Detroit, and finished his education at South Bend (Ind.) Academy, where he studied for several winters. He commenced his marine career at an early age, going first with his father as wheelsman in the Clematis and transferring to the schooner Erastus Corning, Bridgewater and St. Paul as the years passed. In 1873 he went to New York harbor and shipped in the bark James L. Prendergast, bound for Rio Janeiro, where he contracted yellow fever and was left in the hospital. Being strong in vitality and having a good constitution, he recovered after two months, and shipped as second mate in the brig John Shay, returning to New York by way of St. Thomas. He then went to Louisville, Ky., where he was appointed master of the small steamer Corinne and sailed her two seasons on Green river, between Bowling Green, Ky., and Evansville, Ind. Returning to New York, he shipped in the bark Fannie H. Loring, and made a voyage to the Mediterranean Sea, touching at Gibraltar, Alexandria, Malaga and other seaports, the round trip occupying about eighteen months. His next voyage was to Rio Janeiro, Brazil, as second mate in the James L. Prendergast, being absent nine months. Leaving his ship at Baltimore, Md., he joined the schooner James M. Riley, going before the mast at Liverpool, thence to Cadiz, Spain, and returning to Philadelphia with a cargo of merchandise.

In the spring of 1881, Captain Bronson went to Buffalo, N.Y., and shipped in the steamer Maine, one of the old Northern Transportation Company's boats, as wheelsman. This was followed by a season as second mate in the schooner J.C. Masten, going thence in the same capacity in the Michifian, a smart schooner. He stopped ashore in 1884 and entered the employ of the Pullman Car Company as time keeper, and steadily advanced until he became assistant superintendent. In 1887 the company purchased the steamer May A. Minter and he took charge, sailing her three years, when he was transferred to the Leo. It was in the spring of 1891 that he first entered the employ of the Goodrich Transportation Company, as mate of the passenger steamer Indiana, the next two seasons holding a like berth in the steamer City of Racine. In the spring of 1894 Captain Bronson was appointed sailing master of the United States revenue cutter Calumet, at the same time being invested with the office of custom inspector. At the breaking out of hostilities between the United States and Spain he was directed to take the Calumet to Cleveland and deliver her to the navy department, which he did on April 15, 1898, and returning to Chicago he was appointed to the captaincy of the passenger steamer Chicago, of the Goodrich Steamship line, plying between Chicago and Lake Michigan ports. Although he resigned his office as inspector of customs at the time he returned over to the government the cutter Calumet, his tender has not yet been accepted. Captain Bronson lived in Detroit a number of years, but removed to Chicago in 1872, and now makes his home at 454 Fifty-fifth street, that city. He was married on October 4, 1878, to Miss Zeppa Curtis, and and to them have been born two children: Ada had just graduated with honors from the Hyde Park high school, and her essay on Patriotism, which was the subject announced by the faculty, received the highest commendation. She chose for her theme "Mad Anthony," and handled it with rare ability, originality and pathos; Charles C., the son, is a pupil of great promise.

CAPTAIN GEORGE E. BROOKS

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain George E. Brooks, who has had unqualified success of all the boats of which he has been master, is the son of George W. and Susan E. (Heath) Brooks, both natives of Portland, Maine, but who became pioneers of Huron county, Mich., where they purchased a farm and upon which they settled in 1853. The father built a sawmill, was a manufacturer of shingles, and an Indian trader, and during the time he was in the shingle business employed Indians to shave them. After years of profitable business life he retired with a comfortable competency, removing to Saginaw, Mich., where he now lives.

Capt. George E. Brooks was born in Port Austin, Mich., on July 12, 1862, acquiring his education in his native town, attending school until he reached the age of seventeen, in the meantime assisting his father in his store and sawmill. He was led to adopt his life on the lakes by sailing occasionally on the schooner Finette Anne, which his father owned and employed in carrying the shingles which the Indians had shaved to Detroit, and which his grandfather, Jonah Heath, one of the California '49ers, sailed. He remained with her two years, and then stopped ashore to assist his father. In the spring of 1881 he shipped before the mast on the schooner Chappel. This was followed by three seasons in the steamer City of Concord as wheelsman. In the spring of 1885 Captain Brooks entered the employ of Capt. S. B. Grummond as wheelsmanon the passenger steamers Flora, Atlantic, Pearl, Keweenaw, and in 1888 he received license and was appointed second mate of the steamer Flora, holding that office two seasons. He was then promoted to the office of mate with Captain Rice in the steamer Mackinaw, and in 1891 was appointed master of the same boat, sailing her two seasons. In 1893 he entered the employ of Gilchrist & Fletcher, of Alpena, as master of the tug Ralph, sailing her three seasons, she being engaged in towing logs from Georgian Bay. In the spring of 1896 the Captain went to Duluth and entered the employ of the Inman Tug line, remaining with them until this date, 1898, during which time he sailed the tugs, Joe Dudley, Edward Fiske, Jr., Buffalo and M. D. Carrington. He has ten issues of license. Socially he is a member of the Royal Arcanum.

On April 25, 1885, Captain Brooks was united in marriage to Miss Edie Nelson, of Port Huron, Mich., daughter of Capt. W. H. and Louise Nelson. Captain Nelson was a lifelong master of sailing vessels out of Chicago, his last boat being the schooner Georger; he died in Port Huron, in the fall of 1896. The children born to this union are: Frank Nelson, Florence Berenice, Susan Maud and Jay. The family homestead is in Port Austin, Mich., although the Captain lives in Duluth, Minnesota.

JAMES WILLIAM BROOKS

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

James William Brooks, one of the most prominent maritime engineers sailings out of the port of Buffalo, was born in Cambridgeport, Mass., September 7, 1851. he is a son of Amos and Martha (Cook) Brooks, and traces his genealogy through a long line of American pioneers, in both Vermont and Massachusetts. He attended the public schools of his native city, after which he engaged in various occupations suitable a boy of his age.

In the spring of 1878 Mr. Brooks came to Buffalo, N.Y., and shipped as fireman on the steamer Badger State, this beginning a career on the lakes which he has continued for many years. He worked hard, attending closely to his business, and this course, combined with a fund of native qualification, insured for him rapid advancement. In the spring of 1879 he shipped as oiler on the steamer Commodore, transferring to the Montana the following season in the same capacity. In the spring of 1881 he was appointed second engineer of the Badge State, and in 1882 he went as second engineer of the City of Rome. In the spring of 1883 he again entered the employ of the Western Transit line as second engineer of the Badger State, which position he held until the fall of 1886, being appointed chief engineer of the steamer Fountain City in the spring of 1887, and remaining in charge of her machinery until the winter of 1890. The spring of 1891 found him chief engineer of his old steamer, the Badger State, which he ran two seasons. In 1893 he was transferred to the Commodore as chief, holding the berth until August, 1895, and finishing the season on the steamer Mohawk of the same line. In the spring of 1896 he again took the steamer Commodore, which he laid up at the close of navigation in Buffalo harbor, thus rounding out a period of eighteen years, with a break of but one year, in one employ. It will be observed that Mr. Brooks advanced from the humble place of fireman to be chief engineer of the largest boat of the line for which he worked. He has seventeen issues of marine engineer's license. Socially he is a Master Mason, being a member of DeMolay Lodge No. 398, Buffalo; he is also an ardent and active member of the Marine Engineers Beneficial association, and was presiding officer of Buffalo lodge for the years 1889, 1894 and 1895. He is also a charter member of the Association, and has taken more than an ordinary interest in matters pertaining to the marine engineers of Buffalo.

In 1866 Mr. Brooks was wedded to Miss Laura E. Duley, of Buffalo, and there were born to this union three sons: William H., Frederick and Nelson M. The family residence is at No. 144 Sidway street, Buffalo, New York.

CAPTAIN R. H. BROOKS

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain R.H. Brooks began his marine life when he was twenty-two years of age, and since then has been engaged for the most part in that occupation. He was born September 1, 1859, at Brighton, Ontario, where he attended school until he was fifteen years of age, after which he went to Michigan and was employed in the lumber forests and other business until he went on the lakes. His first trip was made on the schooner Mary, in the capacity of seaman, on which he spent one season, subsequently going before the mast on the Paragon, running out of Toronto. In the same position he served on the Erie, Stewart and Hartford, afterward shipping on the Iron Chief, Newburgh, and Kasota, as wheelsman. The following season he acted as second mate on the Missoula, and held the same berth on the Robert Mills, of Buffalo, and on the Thomas Wilson, from which he went on the Artic as mate. He spent two seasons on the E. B. Bartlett as mate, and in 1896 went on barge No. 155, as master.

Captain Brooks is a member of the Knights of the Maccabees and the I.O.O.F., at Rochester and Buffalo, respectively. He was married, on February 7, 1892, to Miss Jessie Coursom, of Brighton, daughter of Adolphus Coursom, who is a vessel master and owner, having an interest in the Wave Crest, of Port Hope.

The Captain's brother, Thomas J. Brooks, was steward on the Olympia during the season of 1897, having been on the lakes for the past fifteen years. John Brooks, father of our subject, is still living at Brighton, Ontario; he has been engaged during the greater part of his life in the United States in the meat business.

CAPTAIN A. J. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain A.J. Brown, one of the early and prominent lake captains and vessel owners of Chicago, was born in Aberdeen Scotland, a son of George and Isabella (Hair) Brown, the former a native of Aberdeen, the latter of Glasgow, Scotland. The father, who was a manufacturer of brass goods, came to the United States and located in New York City, where his death occurred; the mother passed away at Liverpool, England.

Choosing a sea-faring life, Captain Brown went before the mast from Liverpool, and for some time sailed on salt water. At the age of sixteen he came to New York, and in 1849 took up his residence in Chicago, out of which port he sailed in April of that year, on the schooner Mint, engaged in the lumber trade, remaining on her as a common sailor until August. His next vessel was the brig Iroquois, plying between Chicago and Green Bay, but the following season he made a trip to Liverpool, England, and on his return to New York City, shipped on the Atlantic to Antwerp. Again returning to New York, he shipped on the Buena Vista to Savannah, thence to Liverpool, returning by way of New Orleans, after which he spent some time in the coasting trade on the Gulf of Mexico in the schooner Octavia. In April, 1851, he shipped on the Oswego, bound for New York. From there he shipped on the brig Castalia for Buffalo, remaining on this boat from May to September. He then went to Chicago, from which he shipped on the schooner Edith Henderson, engaged in the lumber trade, but finished the season on the schooner Levant, just launched. The following season he was on the brig Castalia, from Buffalo, and in August transferred to the brig Chicago, but finished the season as mate on the Levant. That fall he went to New Orleans and engaged in the coasting trade as master on the schooner Pompodore, after which he shipped as second mate on the bark Aquillo to Boston. From that city he went to Malaga, Spain, and on his return to Boston went to New Orleans as mate on the bark Yarmouth, where he engaged in coasting as master on the schooner Locust. Later he returned to Boston on the bark Aquilla as second mate, and from there proceeded to Buffalo, N.Y., where he joined the brig Harman and came to Chicago, remaining on that vessel until August, when he transferred to the Brig Bell and finished the season on her. He then went to New Orleans, where he again engaged in the coasting trade as master on the schooner Locust; but in the spring returned to Chicago and shipped as mate on the schooner Levant, engaged in the lumber trade. After one season on her he returned to New Orleans, and after coasting as master on the schooner R. T. Moore, through the winter, returned in the spring to Chicago, where he shipped as mate on the Palo Alto, of Oswego, N.Y., engaged in the lumber trade, remaining on her until August, when he transferred to the Lady Jane, holding the same position. After another winter spent in the coasting trade from New Orleans as master on the schooner R. T. Moore, he returned to Chicago and shipped on the schooner Caledonia as mate, remaining on her through the season of 1857, and fitting her out the following spring; but after making one trip on her as master, transferred to the schooner Odin, where as mate he finished the season. In 1859 he was on the barque Cleveland in the capacity of mate, in the lumber trade; in 1861 on the schooner Convoy as second mate, plying between Chicago and Buffalo; the latter part of 1861, as second mate, on the schooner Egan, engaged in the grain trade; in 1862 was first mate of the same vessel; and in 1863 was mate of the Plover.

In that year he enlisted at Chicago in Company A, 57th Ill. Vol. Inf., and was mustered in at that place. With the Army of the Tennessee, under Gen. Sherman, he participated in a number of important engagements; the march to the sea; was in the Carolina campaign; and took part in the Grand Review at Washington, D.C. At Chicago he was honorably discharged in July, 1865, and again engaged in steamboating out of that port. In 1868 he was made captain of the schooner Erie, engaged in the lumber trade; the following three years was mate of the propeller Favorite, of Houghton, Mich., belonging to the Chicago & Northwestern railroad, and remained on her a part of the season of 1870, finishing it, however, as master on the Hilton. Quitting the lakes, he was a member of the Chicago police force for five years, but in 1876 returned to the water, as mate of the Gertrude for one season. He was derrickman of the new custom house in 1877 and 1878, but the following year sailed as mate on the Marinette Barge line, engaged in the lumber trade. In 1880 he joined the Delos DeWolf in the same position, in the lumber and grain trade between Chicago and Buffalo; from 1881 to 1891 he served as her master. The following year he purchased the schooner Adirondack, which he used in the grain and general freight trade for three seasons, but in 1893 was taken seriously ill, and his vessel was lost in Lake Michigan, since which time he has practically retired. He at one time was a member of the Ship Masters and Vessel Owners Associations. No man is more entitled to, or receives more fully the respect and esteem of all who know him.

On October 26, 1865, in Chicago, Captain Brown was united in marriage with Miss Mary Jane Henderson; a native of Toronto, Canada, and a daughter of Angus Henderson, who was born in Scotland, and as a sailor shipped out of Chicago in early days. He died of cholera in 1854, and Mrs. Brown passed away August 18, 1894. The children born to this union are as follows: Anna D., now Mrs. Killham, of Chicago; George S., a sailor; William T., Alexander B. and Charles, all clerks; Harry M.; Grant and Harvey. The family residence is at No. 2823 Bonfield street, Chicago.

ALEXANDER A. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Alexander A. Brown is a young man who has won for himself an excellent reputation in marine circles. He was born in Wood Haven, Long Island, October 2, 1867, but lived at that place only three years, his parents moving to Buffalo, where he has since made his home. There he attended school some years, and subsequently served several years at the machinist's trade in shops of the John T. Noye Manufacturing Company. At this time (1890) he began the active marine life, going on the Northern Star as oiler, and there he remained six months, finishing the season in the same capacity on the John Craig. The next season (1891) he spent as oiler on the P.D. Armour and the Lehigh, and the following season (1892) on the D.M. Wilson as second engineer. Upon the Northern King he also spent a season (1893) as second engineer, and then came to the North West as first assistant for the year 1894, and was promoted to the position of chief engineer of the boat in 1895. In 1896 he was made chief engineer of the Pioneer; for season of 1897 was first assistant of the Owego, and in 1898 was made chief.

Mr. Brown is a single man. Socially our subject is a member of the M.E.B.A. No. 1, of Buffalo. He has been very successful in his line of work, and is one of the self-made men in this branch of marine life.

CAPT. C. W. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Capt. C.W. Brown, of Cleveland, Ohio, was born February 19, 1847, in Beloit, Wis., the son of Eli Porter and Louisa (Howard) Brown. The father was a saddler by occupation, but the mother belonged to a family of sailors, and thus the Captain comes naturally by his inclinations for a seafaring life. He has spent over 30 years upon the Great Lakes, identified with service in screw-propeller vessels only, and commenced his lake experience on the Wabash, of the Erie Railway line, as lookout for two years. He spent the same length of time on the Owega, Olean, Elmira, Blanchard and Jay Gould; one year on the Glidden; and five years each on the Vienna and the Columbia, at the close of his service on the last named vessel having served as mate for seventeen years. For the next three years and a half he was master of the Northern King, and the following season sailed the Globe. During the period when the steamships North West and North Land were being built by the Globe Iron Works Company he was super-intendent of construction for that firm and personally supervised the building of both vessels. In Buffalo, N.Y., in 1870, was celebrated the marriage of Captain Brown and Miss Lena Diebold, and they have become the parents of three children - Harrison W., Hattie M. and Lena L.

CAPTAIN CHARLES T. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain Charles T. Brown, the ever popular captain of the steamer Alvin A. Turner, with residence at West Bay City, Mich., and who has for forty or more years been connected with the Great Lakes as a mariner, was born in Michigan November 29, 1840, and is a son of James D. and Emily Brown. The former, a native of Michigan, was for many years a well-to-do farmer in that State, and the mother was formerly of Ohio.

The Captain was reared on the home farm and received his education in the schools of his native place. Having made up his mind to follow the lakes for a livelihood in preference to agriculture, at the age of seventeen he went on a propeller as cabin boy; next was cook on the tug Armstrong, after which he sailed on the schooner Traveler, following this as wheelsman on the Chicago; was second mate of the Dubuque; then joined the propeller Antelope as mate for two and a half years. His next vessel was the ship Susquehanna, transferring to the propeller Prindiville, which he left to become master of the steamer Emma E. Thompson. Purchasing a half-interest in the steamer Stephen C. Hall, he sailed her as master, and later became interested as part owner of the schooner White & Friant, of which he was in command. He then became master of the City of New York, and soon after bought the schooner Gebhardt, after which he was recognized as part owner and master of the steamer Alvin A. Turner, his present charge.

CHARLES W. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Charles W. Brown, chief engineer of the Armour & Co., Glue, Soap, Felt and Curled Hair Works, Chicago, has full control of the management of the construction of these various plants. He also serves the firm as consulting engineer for their elevators, which position he has filled during the past seven years.

Mr. Brown was born in Essex, Clinton Co., Mich., April 16, 1859, and at the age of thirteen years he went to work in the machine shops of the Detroit Dry Dock Company. Later he went into the machine shops of the Chicago & West Michigan Railway Co., at Muskegon, Mich., and in 1879 he commenced on the lakes, serving in the capacity of engineer, following continuously until 1889. In that year he entered the employ of the Muskegon Street Railway Company, installing their electric equipment, and operating the same until May, 1892, when he resigned this position to go back on the lakes, where he remained until September, at which time he accepted the position of chief engineer and master mechanic with Armour & Co., Chicago, which he still holds. The following letter speaks for itself: MESSRS. J.H. BEERS & CO., Publishers, Chicago.

GENTLEMEN: Your valued favor of the 13th inst. duly received, and it affords us much gratification to supplement the very commendable record of the services of our Mr. Charles W. Brown as a marine engineer, alluded to by you, by our own unqualified endorsement of him as a mechanical engineer.

Mr. Brown has given conclusive evidence of his eminent professional ability during the past six years, in which period he has been continuously connected with this firm in the capacity of chief engineer. He has had exclusive charge in this capacity of our Glue, Soap, Curled Hair, Felt, Glycerine, Ammonia and Fertilizer establishments, and has recently shown conspicuous ability in the construction of our new Felt Works, the modern mechanical equipment of which, under his superintendence, excels anything of its kind in this country or, indeed, in the world.

Very truly yours, September 15, 1898 ARMOUR & CO.

CAPTAIN FRANK H. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain Frank H. Brown spent forty-four years of active sailing on the Great Lakes before he retired to the comforts of life on shore. He was born at Conneaut, Ohio, February 22, 1834, and after receiving such education as the schools of that section afforded at the time, he went on the lakes at the age of seventeen. The schooner Pilgrim knew him for one season, and the schooner North Star for an equal period. Then he spent two seasons on the schooner J. W. Brown, and another on the propeller Charter. He was with the propeller Milwaukee four years, and for three years following he served on various vessels of the American Transportation Company, which was the first organized company of lake propellers. He was mate of the propeller New York, with Captain John Kirby, and became master of the propeller Owego in 1862, this being his first vessel. Later he commanded the Elmira, Olean, Jay Gould, Dean Richmond, and the steamer Vienna, the last of which he sailed for eight years for M. A. Hanna & Co. Then he quit sailing long enough to build the steamer Robert Wallace, which he owned in company with vessel men of Lorain, and after sailing for two years, built the schooner David Wallace to run as consort. Eight years later he built the steam propeller Vulcan, and after sailing her four years built the steel steamer Vega, closing his lake career by sailing the last named vessel four years.

Captain Brown was fortunate in meeting with but one disaster of any consequence during his entire experience on the Great Lakes. In the early morning of November 17, 1886, he was driven ashore at Marquette with the Robert and David Wallace in a heavy northeaster and snowstorm. Owing to his careful management no one was lost or injured, and both vessels were pulled off without harm.

Captain Brown took up his residence in Cleveland about the year 1860. On December 28, 1863, he was married to Miss Frances Seward, of that city, and they have four children: One married daughter, Mrs. Jessie Kinney; their two daughters, Edna and Fannie, and a son, Frank, who still live under the parental roof. During the fall of 1896, Captain Brown built a beautiful home on Franklin avenue, in the west end of Cleveland.

CAPTAIN GEORGE H. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain George H. Brown, at the present time mate of the schooner E. H. Rutherford, of Toronto, Canada, is a native of the Province of Ontario, having been born in 1844, in the town of Cobourg. When he was three years old his parents removed with their family to Colborne, a few miles farther down the lake, and there he was reared and educated. While yet a lad he went on a fishing smack, and was fishing out of Colborne for a short time, and when sixteen years of age he shipped before the mast on the schooner Octavia, on which he passed a portion of the season, his next service being on the Sevilla, a large schooner trading to the upper lakes. Subsequently he was mate for four seasons on the Paragon; for two seasons on the Thistle; six seasons on the Blanche; two seasons on the Katie Eccles; one season on the Herbert Dudley; several years on the Robert McDonald; one season on the Octavia; and for the past nine years he has been chief mate of the E. H. Rutherford, under different captains; he has sailed altogether on schooners. During his long career on the Great Lakes, Captain Brown has twice been on vessels that were driven ashore; was once capsized out of a yawl-boat, and has fallen overboard several times, but he has survived all dangers and to-day is as hale and robust as many a younger man.

In March, 1877, the Captain was married to Miss Mary Redfern, of Colborne, Ontario, who also comes from a family of sailors, one of her brothers at the present time serving as captain of the schooner Keewatin, sailing out of Toronto. Captain and Mrs. Brown have a neat and comfortable home at Lakeport, near Colborne, Ontario, on the lake shore. To their union have been born four sons and two daughters, namely: Mary Louisa (Mrs. Mounger, of Brockville, Ontario); Edward, Helen, Robert, Harold and Henry. They have all received the best possible advantages for education. In his political preferences Captain Brown is a Liberal, and takes great interest in election campaigns, doing good work in the party's cause. In religious faith he is an Episcopalian.

CAPTAIN JAMES E. BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain James E. Brown was born at Ashtabula Harbor, Ohio, September 12, 1857, son of Capt. James W. and Rebecca (Woodward) Brown. His father is a well-known lake master and engineer, and is at this writing (1898) sailing the passenger steamer City of Grand Rapids. James E. Brown attended the public schools of Ashtabula, and when eighteen years of age graduated from the Normal school at Geneva. In the meantime he sailed during the summer months, beginning in the spring of 1868 as boy in the schooner Oneida with his father, and following this service with a season in the tug Ballentine, of Bay City. He then worked in fishing boats about Ashtabula Harbor until 1872, when he shipped in the tug John Prindiville for a season. The next season he engaged as seaman in the schooner Perry White, and in 1874-75 in the Jessie, Wend-the-Wave and Snow Drop, closing the last season as fireman in the tug Dragon. He passed the season of 1876 before the mast in the schooner J.B. Sawyer. He opened the season of 1877 as fireman in the lake tug Sweepstakes, and the two succeeding seasons served in the Dragon. In 1880 he was granted pilot's papers and appointed master of the tug Bradley, of Cheboygan, Mich., sailing her three seasons. During the seasons of 1883-84 he was mate of the passenger steamer Van Raalte, plying between Cheboygan and Sault Ste. Marie, and in 1885 mate of the steamer Messenger, closing the season in the Thomas Friant.

After stopping ashore one season Captain Brown came out as master of the tug Clayt, of Cheboygan. In the spring of 1888 he brought out the tug Cygnet, as master, but closed the season as mate and pilot of the tug Ella Smith, the following season commanding the tug Jennie King. In the spring of 1890 he joined the tug Denis Brothers, at Menominee, as master, but resigned her to go in the tug Favorite, of the Swain Wrecking Company. He was master of the tug B.W. Aldrich in 1891 and mate of the wrecking tug Favorite again in 1892-93. The next spring he was appointed master of the tug Violet H. Raber, and in 1895 he entered the employ of Commodore B.B. Inman, of Duluth, as master of the tug Pathfinder. On September 1, while towing the steamer Joliet on St. Louis bay, he had a collision with the tug Medina and his line got under the bow of the steamer, capsizing the Pathfinder, whose fireman was drowned. His license, of which he then had sixteen issues, was revoked, as was also that of the master of the Medina; in a suit brought for damages judgment was rendered, on July 12, 1898, against the Medina. During the time Captain Brown's license was suspended he was engaged in wrecking with the tug Favorite. On October 7, 1897, he was again granted papers, and appointed master of the tug A.C. Adams, of the B.B. Inman line. In the spring of 1898 he brought out the tug Edward Fisk, sailing her until July 1, when he was transferred to the J.L. Williams, his present command. In 1885 Captain Brown wedded Miss Jennie Palmer, daughter of George Palmer, of Cheboygan, Mich., and one son, James L., has been born to this union. They reside on Ninth avenue, Duluth, Minn. Socially, the Captain belongs to the Knights of Pythias.

CAPTAIN JOHN BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Captain John Brown, perhaps in the employ of the old Northern Transportation Company, a longer time than any other skipper on the lakes, and one of the very few pioneer steam-boat masters now living, was born near Brockville, Ont., in 1826, and having what may be termed an iron constitution, tall and robust, of great vigor and strong vitality, he is still in active employment in the shops of Adams Bagnal Electric Company, of Cleveland. He is the son of John and Mary (Robbins) Brown, his mother being the daughter of Robert Robbins, of Perth, Canada. Shortly after his birth John's parents removed to the United States, landing at Waddington, afterward going to Lewisville, St. Lawrence county, then to Canton, and finally locating at Ogdensburg, N.Y., in March 1839.

It was out of that city that Capt. John Brown first shipped, in the fall of 1839, on the topsail schooner Ontario, this berth lasting but two months, and it seems to have answered the purpose for a time, as it was a very boisterous fall, and we find him working ashore the next four years, one year in a foundry, and three years at the coopering trade in Ogdensburg. The season following he shipped on various vessels, closing on the brig Wabash; the season of 1847 being passed in much the same way, but closing with young Brown as mate on the schooner J.B. Collins. In the spring of 1848 he was appointed mate on the schooner Young Leopard, with Capt. George Rogers.

The next season Captain Brown turned his attention to steamboats, and entered the employ of the St. Lawrence and Lake Ontario Steamship Company, as wheelsman on the steamer Northerner, holding that position two seasons, followed by a like berth on the steamer Niagara the next year, and in the spring of 1852 was made second mate on the Niagara. In 1853 he entered the employ of the Northern Transportation Company as second mate of the steamer Granite State, but after two months on this boat he was made mate and pilot of the propeller Michigan, serving on her three months, then became master of the J.W. Brooks, and after twelve days, the boiler giving out, he transferred the cargo to the propeller Cleveland, laying her up in the fall, after which he made a trip to Dunkirk and Buffalo with the Granite State, laying her up in Cleveland. In 1854 he joined the Wisconsin as mate, with Capt. Luke Hickey, and during the Captain's absence sailed her two trips.

In 1855 he came out with Captain Rosman as mate of the Lady of the Lakes, but did not make the round trip, as he was appointed master of the Bay State, which propeller he sailed the next season, and was in Cleveland with her on the day of Mr. Buchanan's election to the Presidency. In the month of August, 1856, while Captain Brown was in command of the Bay State, a beautiful and unusual mirage presented itself on Lake Ontario, and was seen by those on board the propeller, while on the passage from Niagara to Genesee river. It took place just as the sun was setting - twelve vessels were seen reflected on the horizon in an inverted position, with a clearness truly surprising. The sky was overcast with a thick haze, such as is seen before a storm, and of a color favorable to represent, upon a darkened background, clearly the outlines of the rigging and sails as perfectly as if the vessels were themselves actually transferred to the clouds. This unusual phenomenon lasted until darkness threw a veil over the picture.

Late in December, 1856, while sailing the Bay State from Port Dalhousie to Ogdensburg, when off "Devil's Nose," the valve stem broke. Captain Brown asked his engineer if a substitute could be made on board; he said "no," that he would have to go to a shop and have a new one made. Being about ten miles off shore, the Captain manned a boat, and sent the clerk and engineer ashore; they landed fifteen miles above Genesee, where they hired their boat hauled to Charlotte, and then went by stage to Rochester to shop. In the meantime Captain Brown tried to sail into Genesee river, but failed, bringing up nine miles below, on account of drifting in a southwest wind, dropping anchor in ten fathoms of water. About midnight the wind shifted to the northwest, turning severely cold, it blowing about a half gale. He then "let go" his second anchor, his boat by this time being so "iced up" that she was "down by the head" some eighteen inches. Next day at noon, Captain Brown started to make a substitute for a valve stem, which he accomplished by using a "rolling brace," and substituting the kitchen stove for a forge. It was at this point when Pat Laughlin said, "By gob, Captain, if you make her go I'll spind fifty cints to get your name put in the paper." But "make her go" he did, and though the gland was let off, which necessitated a delay of some hours to let steam go down, he finally started the engines and steamed into Genesee river. The engineer from the shore concluded, from the sparks which were thrown in profusion in getting under way, that the Bay State was on fire, and reported to the authorities that she had burned and sunk with all hands. Captain Brown went on shore, and hiring a carriage, went "post haste" to Rochester, and telegraphed to the agent at Oswego that all was well and the Bay State in port. His message arrived just as the wrecking tug was casting off her line to go to his assistance. During the gale the propeller Ogdensburg had tried to go to his assistance, but was compelled to put back. Captain Brown remained on the Bay State until the close of navigation in 1857.

In the spring of 1858 he sailed the propeller Vermont, and the next three seasons was master of the Bay State until September 23, 1862, when he left her in charge of Capt. William Marshall, went to Cleveland, and took charge of the propeller Maine, sailing her until the close of the season of 1862, having moved with his family to Cleveland in May of that year.

In the fall of 1862 he was censured on account of a slight accident on the Maine, and in 1863 was offered the captaincy of the Vermont, which he promptly refused and went as mate on the Tioga, and on her second trip her boiler gave out, scalding and killing four men. During the repairing of this boat he took charge of the City of Boston, making the trip from Cleveland to Chicago and back to Detroit, during the illness of her master, Capt. John Condwell. In 1864 he sailed the Susquehanna, chartered by the Erie line, from the W.T. Co. In 1865 he was mate on the Granite State, with Capt. Ira Bishop, three trips, when he was transferred to the propeller Wisconsin, finishing that and the next season on her. In 1867 he was captain of the propeller Akron, and the next season mate of the propeller Norman, with Capt. John McKay, making two trips to Lake Superior, after which he went to Cleveland and worked in Stevens & Presley's shipyard, having been appointed by Superintendent Keating to take charge of the construction of the new boats building for the Northern Transportation Company, which were the City of Concord, Nashua, St. Albans and Lawrence.

After the completion of this work, in the fall of 1868, Captain Brown went to Detroit and took command of the propeller Young America, and sailed her the three following seasons. About November 20, 1871, an interesting feat, which resulted in the liberation of an ice-bound fleet in the Welland canal, was performed by Captain Brown while in command of the propeller Young American. He took the back track far enough to wind about, and then came down past the fleet stern first, breaking the ice with the current from his wheel all the way through, for which act he got a good-sized check from his company. In the spring of 1872 he brought out the propeller City of Boston, and sailed her in the passenger trade from Cleveland to Duluth, until July 9, 1873, when he returned to the Cleveland shipyard work. His next berth that season was mate with Capt. Peter July on the propeller Glasgow, making three trips, after which he was engaged as wrecking master for the Mercantile Insurance Company. In 1874 he went to Port Huron as mate and pilot on the wrecking tug Rescue. He raised the S.D.R. Watson, and the schooner Chicago Board of Trade was raised, but they had to let her sink again on account of rough weather. They then went to work on the John Dunn, but did not get her. Captain Brown then took command of the wrecking tug, Captain Garrison being called home.

In 1875 he again raised the Chicago Board of Trade and took her to Buffalo, and continued his wrecking operations through the season of 1876. In 1877 he joined the steamer D.M. Wilson as mate, holding that berth through the next season. On one trip coming down the boat stopped at Wilson's dock to take some merchandise, when a stranger, in the shape of a black bear, came on board and treed the lookout. Captain Brown took an ax to do up bruin, driving the ax to the helve in bruin's back, and, after having several hand-to-hand encounters with him, finally came off victor, the bear being found nearly dead on shore next morning. In 1879 he was still mate of the D.M. Wilson. In 1880 he was appointed captain of the Main street bridge. In June, 1882, he went to work in Stevens & Presley's shipyard, in Cleveland. In 1886-87-88 he was again captain of the Main street bridge, and during Mayors Gardner and Rose's terms was captain of the Seneca street bridge. In 1893-94 he worked in the shipyard and took Mark Hanna's yacht Comanche to Prescott, Ont. In 1895 he stopped ashore and enjoyed a well-earned rest, during the winter acting as watchman in the New England block. In 1896 he went to work for the Brush Electric Company, and during the winter entered the employ of the Adams Bagnal Electric Company. During the year of 1898 Captain Brown again took the Comanche to Prescott, and later the Algonquin and Onondaga, all three being for government use in the late Spanish-American war. The two latter he took to Ogdensburg to be cut in two in order to get them to the coast.

Socially, Captain Brown is a member of the Odd Fellows, having joined the order in Ogdensburg in 1855.

On December 31, 1846, Captain Brown was wedded to Miss Ann Jane Richardson, of Ogdensburg. Seven children were born to this union: Mary Agnes, the widow of J.F. Pennrich; Frances Esther, the widow of A.L. Pennrich; George Erastus; Capt. John F., a lake ship master; and Amos Douglass, chief electrician for the Adams Bagnal Electric Company, and for six and a half years prior to this was in Shanghai, China, in the employ of the Brush Electric Company, being the first man to introduce the incandescent lights in China and Japan; and Alice Theodocia, now Mrs. W.E. Kelly. One son died at Ogdensburg, aged five years. Captain and Mrs. Brown celebrated their golden wedding on New Year's eve, 1896. The members of the family present on the happy occasion were three daughters, three sons, seven grandsons, seven granddaughters and five great grandsons. The family residence is at No. 24 Geneva street, Cleveland, Ohio.

NELSON BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Nelson Brown, who is a son of William H. and Ursula (Irons) Brown, was born in Wallaceburg, Ontario, March 12, 1867. His father, an old-time lake captain, retired twenty-eight years ago. Nelson Brown received a good common-school education, continuing his attendance winters until he was twenty-two years of age. He commenced sailing in the spring of 1886, on the steamer J. P. Donaldson, as deckhand, remaining about three months, closing the season on the steamer Cleveland as watchman. The following season he sailed as wheelsman on the tug Oswego, until May 30, when this tug was sunk in collision with the May Richards, near Colchester Light, on Lake Erie. When he came off watch that night he went to his room, and shortly after 1 A. M. the jibboom of the May Richards entered it and came near passing through him; his hand was crushed, and a ring on his finger was bent out of shape. The sustaining rods that pass through the cabin were bent so that he could not get out, and he had to call for help. When he was released from his perilous position the crew, numbering twelve persons, took him to the yawl boat, and after a hard pull landed on the Canadian shore about three miles from Kingsville at 3:30 A. M. The Oswego sank in about five minutes in six fathoms of water. He next shipped on the tug Admiral D. D. Porter, as watchman, until the close of the season.

In the spring of 1888 Mr. Brown shipped on the schooner H. D. Root, of Cleveland, before the mast. The next spring he sailed as watchman on the tug H. Howard, being engaged in towing rafts from Hammond's Bay to Sandusky, finishing the season on the Ogemaw, as wheelsman. In the spring of 1890 he shipped as watchman on the steamer Gladstone, and the following season on the Argonaut, in the Chicago and Ogdensburg trade, and after three months he contracted typhoid fever and was forced to go into the hospital at Buffalo. In 1892 he sailed as wheelsman of the steamer Fayette Brown; in 1893 as second mate of the steamer Russia, second mate of the Scranton, and second mate of the W. B. Morley, respectively; in 1894, second mate of the Fayette Brown; 1895, wheelsman on the steamer Selwin Eddy; 1896, second mate on the Fayette Brown, and 1897, mate of the steamer J. S. Fay. In the spring of 1898 he went as mate of the steamer Colonial, and had a rough time on Lake Huron on the morning of October 22, about twenty miles south of Duck Isle, but found shelter in Thunder bay. This was the same storm in which the steamer L. R. Doty was lost on Lake Michigan. They laid up the Colonial at Tonawanda, N. Y., December 15, 1898. He has seven issues of first-class pilot's papers. He is a member of the Royal Arcanum.

In 1895 Mr. Brown was united by marriage to Miss Grace Crane, of Bathgate, North Dakota. The family residence is at No. 150 Buchanan street, Detroit, Michigan.

WILLIS BROWN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Willis Brown was born October 5, 1866, at Cherry Valley, Ashtabula Co., Ohio, and attended the district schools until he reached the age of seventeen years. He then went to work in a cheese factory in his native town, where he remained two years, acquiring a good idea of this business, and then proceeding to Linesville, Crawford Co., Penn., engaged in the same occupation for the next two years. At the end of this time he began to work on a farm, and followed the life of a farmer for three years. In the fall of 1887 he went to Cleveland and entered the employ of S. Kennard & Sons, shoe manufacturers, with whom he remained two and a half years.

In the spring of 1890 Mr. Brown commenced his career as a sailor by shipping on the tug Chamberlin, of the Vessel Owners Towing line, as fireman, and he has since fired on almost every tug owned by that line. In 1893 he received his license as engineer, and was appointed engineer on the tug C.E. Curtiss in the spring, finishing the season on the Allie May, and the next season returning to the Curtiss. In 1896 he brought out the tug Tom Maytham, but was transferred to the tug Chris Grover on November 1, finishing the season on her.

Mr. Brown wedded Miss Nettie E. Pennrich, of Cleveland, and they have two children, Arlie Lyman and Norman Edgar Brown.

HUGH BUCHANAN

Source: History of the Great Lakes, Vol. 1 by J.B. Mansfield

Hugh Buchanan is the son of Alexander and Jeanette (McLachlan) Buchanan, natives of Glasgow, Scotland, and was born June 1, 1861, at Mount Forest, Ont., where he attended school for several years, and resided until the spring of 1882, when he came to Detroit, from which city he began his marine life, to which he has ever since given his attention, first going on the tug Balize as fireman, where he served two years, then spending two years on the William A. Moore, in a like position; the following season served in the same capacity on the Tacoma and Northern Light. After spending one season on the Continental as second engineer, he came to the Nebraska and B. W. Blanchard, acting in the same capacity, and the