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CAPTAIN D. B. CADOTTE

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

Captain D.B. Cadotte, of Detroit, Mich., was born in Algonac, St. Clair Co., Mich., in the year 1848, was brought up in his native town, and in 1859 sailed part of a season on the schooner Harriet as cook. The two following seasons he was cook on the Frances Ada, after which he shipped on the schooner Mercer, sailing on her three seasons,and during the last he ranked as able seaman. The following two seasons Captain Cadotte sailed before the mast on the barkentine Massilon, and in 1869 he was mate of the schooner D.M. Carrington, continuing for two years in that position. In 1872 Captain Cadotte took command of the schooner Lily May, which he sailed three seasons, transferring from her to the steambarge Trader, the first on the lakes for one season. The following year he returned to the Lily May, upon which he remained for the next five seasons, at the close of this service taking command of the steamer Shawnee, which he sailed for eight seasons; she belonged to the same company as the Lily May and the Trader. In 1889 the Captain was given charge of the schooner Mary B. Mitchell, of the Mitchell Transportation Company, Bay City, and sailed her for seven years, in 1896 entering the employ of the Cayuga Transportation Company as master of the schooner Olive Jeanette, with which he is still connected.

Captain Cadotte is married, but has no children. He has four brothers, all of whom are marine engineers, three sailing at the present time.

CAPTAIN FRANK J. CADOTTE

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

Captain Frank J. Cadotte of Detroit, Mich., belongs to one of the old French families of that city. He was born in the year 1844, and was about three years old when his father, who was sailing at the time, was drowned. Captain Cadotte was brought up in Detroit, attending school there, and in 1860, at the age of sixteen, began to sail starting as boy on the schooner Courtland, under Capt. Frank Frazer. In 1863 he was first mate of the schooner Ferret, and after two more seasons, one as second mate, and one as first, he was given command of the schooner George Foote. The following season he sailed the schooner Albion Benson for William Stewart, of Detroit, and then took command of the Foote again, sailing her until November 15 of that season, when she went ashore in Lake Ontario, at Niagara, Ontario. Captain Cadotte was then transferred to the Theodore Perry, another of Stewart's boats, and sailed her two seasons, later commanding the Morning Light two seasons, and the W. G. Grant one season. Mr. Stewart going out of business at this time, Captain Cadotte purchased the schooner New Hampshire, and, after sailing her two years, sold out and entered the employ of D. Whitney, Jr., of Detroit, for whom he sailed ten consecutive seasons. Two of these were on the barge Adirondack, two on the Dashing Wave, four on the Wayne and two on the Ashland; the Ashland and the Wayne he brought out new. For two years after leaving the Whitney line, Captain Cadotte was in the hotel business at Wyandotte, Mich. He returned to the lakes about seven years ago, and has ever since been in command of the schooner Michigan, for J. Emery Owen, of Detroit. He is well acquainted among Detroit vesselmen on account of his long residence there.

Captain Cadotte was married, in 1867, to Miss Emma Chase, of Columbus, Ohio, and they have had three children, Frank E. O., one who is deceased, and Arthur B. Cadotte.

G. W. CADY

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

G.W. Cady, for several years a prominent and well-known marine man, of Chicago, who, since 1889, has been chief engineer of the Times-Herald building, was born in Jackson, Mich., in 1859, a son of J. H. and Sarah Cady. The father, who was a native of Pennsylvania, removed to Michigan at an early day and married, and there died. The mother located in that state in 1841, and is still a resident of Leslie, Michigan.

The schools of Jackson afforded our subject his educational privileges, but at the age of fourteen years he left his native state and went to Toledo, Ohio, where he commenced his lakefaring life in 1877 as fireman on harbor tugs. At that place he continued to engage in tugging and dredging until he began sailing out of Chicago in 1880 as engineer on the steamer Starrucca, engaged between that port and Buffalo in the freight trade. He remained with this boat one season, and later became engineer on harbor tugs for Van Delsen, being thus employed until he quit the lakes. During 1881 he made a trip from Toledo to Chicago on a dredging machine. As stationary engineer he had charge of an electric light plant one year, but for the past nine years has been chief engineer at the Times-Herald building, having previously been employed at the old Times building. He received his first engineer's license in 1880, and since 1889 has been a member of the Stationary Engineers Association No. 1, of Chicago.

In 1882, in Chicago, he was married to Miss Laura Haney, a daughter of Benjamin Haney, who was a member of an Iowa regiment during the Civil War and who lost his life while serving his country. Mr. and Mrs. Cady have a family of four children: Bertha, George, Hazel and Walter.

A. J. CAMERON

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

A.J. Cameron is a well-known marine engineer, having spent his entire life in that capacity, gaining a good reputation in that branch of marine industry. He was born August 13, 1841, at Fort William, Scotland, and is the son of John and Jeannette (Cameron) Cameron, both natives of Scotland. John Cameron came to New Brunswick, being a millwright by trade, and was there employed by the British Government in building mills for the use of the emigrants. He lived in that Province for some time, after which he came to Owen Sound, where he died in 1873, being survived by his wife who died in 1876 at the same place.

A.J. Cameron attended school in New Brunswick until his tenth year, when he came with his parents to Glengary, Ontario, and there lived several years. At an early age he entered the shops of Millan & Mills at Montreal, where he served an apprenticeship of four years, afterwards returning there for a considerable time during the winter.

From this firm he went on the ferry City, as engineer, after which he spent two years on the British Queen as second engineer. He then came on the Ottawa two years as chief; the Jennie Lind, two years; New Erie, one year; and the Emily May, three years, coming then on the Frances Smith, owned by Captain Smith, of Owen Sound. He entered the employ of the Water Works Company, at Toronto, at this time, and then acted as engineer five years, going then to Muskoka, Ontario, when he came to the Nipissing, which he ran three years; at Midland, Ontario, he was in charge of the Cook's Lumber Mills for three years, and afterwards came on the Rothesay Castle, running between Toronto and Niagara, and there spent two seasons. The following two years were spent in the Chicora, running on the same route, after which he spent eleven years in the Campana, running from Collingwood to Duluth. Upon leaving this boat he entered the employ of the C.P. Railroad Company, and went on the passenger steamer Alberta, running from Owen Sound to Fort Williams. He then came on the Michigan, where he has remained since 1895. He has increased his store of mechanical knowledge, and at the present time stands high in the estimation of his employers and associates.

On October 1, 1864, he was married to Miss Flora Hay, of Breadalbane, Ontario. They have had two children: Angus, who is an engineer on the Alberta, having filled the position left vacant by his father; and Alice, who is married to Hugh Mann, bookkeeper for the Beatty line at Sarnia.

J. A. CAMERON

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

J.A. Cameron, a young a popular engineer, having been identified with the lakes since boyhood, and now in the employ of the Norton Milling Company, was born in Rockford, Ill., in 1871, a son of J.B. and Mary (Burton) Cameron, the latter a native of the East. The father, who was a lumberman by occupation, was an early settler of Rockford, but later returned to Canada — his native land — and engaged in lumbering. He died in Sault Ste. Marie, in 1891, and his wife died in the same year, having survived him only a month.

Mr. Cameron was reared in Sault Ste. Marie, and received a good education, graduating from the high school of that place. He commenced sailing from that port in 1887 on the Roanoke, and fired on tugs; in 1889 was fireman on the Andy Smith, which was lost on Gray’s Reef, Lake Michigan, that season, and in 1890 was fireman on the steamer Joliet. In 1891 he was oiler on the Bristow, and in the fall of that year went to Mobile, Ala., where he shipped as fireman on the tug Keiser, plying between that port and Tampa, Fla., remaining on her two months. At the latter place he shipped on the steamer Mascot, of the Plant Steamship line, and afterward went to Jacksonville, Fla., where, in 1892, he shipped as oiler on the steamer Cherokee, of the Clyde line, but left her at New York City, and came to Ashtabula, Ohio, at which place he became oiler of the steamer Frontenac, remaining on her for the rest of the season of 1892; that fall he made application for engineer’s license, which was granted in 1893. The first part of that season he was engineer of the steamer Vega, of Cleveland, belonging to the Lorain Steamship line; later shipped as second engineer on the old Keystone, of Cleveland, which he laid up early in the season; and then made a trip on the Spokane to Duluth, Minn. In the early part of 1894 he was engineer of the steamer Philip Minch, remaining on her till June, when he accepted the position as engineer of the Pontiac, engaged in the ore and lumber trade. He then transferred from that vessel to the Frontenac, of the same line, remaining on her one season. The fall of that year (1895) he became engineer of the Metropolitan West Side Elevator, Chicago, but the following spring resigned that position, and shipped as engineer on the Globe, which he ran in the freight trade between Chicago and Buffalo until August 1, of that year. That fall he accepted his present position, that of engineer of the Norton Milling Company, Chicago.

Socially, he is a member of the M.E.B.A., and Empire Lodge No. 336, K. of P.

In 1896, in Chicago, Mr. Cameron was married to Miss Lizzie Galloway, a native of Canada, and they now make their home at No. 1085 W. North avenue, Chicago.

ROBERT CAMERON

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

Robert Cameron has sailed out of Port Huron many years as a marine engineer, and is well qualified for the responsible position which he holds, as chief engineer of the fleet owned by A. Comstock. He is the son of Donald and Margaret Cameron, both of whom were born in Scotland. They removed to America early in the forties, locating at Dorchester, Ont., where Robert was born on February 28, 1851. Soon after this event they came to the United States, settling in North township, Sanilac Co., Mich. The father died while Robert was very young, and the children were left to the care of their mother, who passed to the better world June 2, 1882. James is second engineer of the passenger steamer City of Detroit and John L. is second in the City of Alpena.

Robert Cameron improved the opportunities he had for an education, after which he entered the employ of the Freeling Lumber Company in their sawmill, and also in the sawmill of Jerry Hall, both being in the Saginaw Valley. Six years passed in this occupation, and he then returned home and went to work in Philo McIntyre's flouring mill in North township, Sanilac County, where as engineer of a stationary engine he remained about eighteen months, when the mill was destroyed by fire. He then went to Port Huron, and engaged in booming logs for Daniel Runnels. In 1877 and 1878 he ran an engine for a pile driver in Port Huron.

In the spring of 1879 Mr.Cameron took out engineer's license, and shipped as second in the Buckeye State. The next spring he entered the employ of the Port Huron & Sarnia Ferry Co., as chief engineer of the Wesley Hawkins, holding that berth until the winter of 1882, when he transferred to the James L. Beckwith, running her during the winter. The next season he joined the steamer city of Concord, as chief, remaining in her the next two seasons, until she went ashore at Sand Beach, the year that the piers at the harbor of refuge went to pieces. In 1888 he purchased an interest in the tug Mystic, and engineered her until the close of navigation, when he sold out his interest, the next spring again going as chief of the steamer City of Concord, and running her two seasons. In the spring of 1892 he was appointed chief of the steamer Kittie M. Forbes, and was in her until August, 1894. He closed that season as chief of the Porter Chamberlain, taking the same berth the next spring. On one trip she sprang a leak and waterlogged between Ashtabula and Cleveland, and notwithstanding that one of the fires was put out by the water, he stuck to the engine until he ran her into Cuyahoga River at Cleveland, when she settled on the bottom. In 1897 he again entered the employ of A.W. Comstock, as chief engineer of the Simon Langall, laying her up at Chicago at the close of navigation, and assuming charge of her machinery in 1898. During the winter months he looks after repairs of the other steamers of the fleet.

He is Master Mason of Port Huron Lodge No. 58, a Knight of the Maccabees, and a member of the order of Woodmen.

Mr. Cameron was united by marriage on March 8, 1882, to Miss Elizabeth Brownlee, of Port Huron, a daughter of Capt. William Brownlee, who commanded vessels on ocean and lake for many years, and visited all parts of the world. Mr. Cameron has three children: Bessie O., Gertrude A., and Marion B. The family homestead is at No. 1103 St. Clair Street, Port Huron, Mich.

CHARLES C. CAMPBELL

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

Charles C. Campbell was born in 1841, in Ohio City, now the west side of Cleveland, Ohio, the son of Isaac A. Campbell, who was a carpenter and joiner by trade. His maternal grandfather, Abram Hickox, was one of the first settlers of Cleveland, locating there in 1809, and at one time owned considerable property on Prospect street and Euclid avenue, which is now exceedingly valuable. He was a blacksmith, and his shop was located on the corner of Superior and Seneca streets, a site now occupied by a fine business block. His residence was at the corner of Prospect and Hickox streets, the latter thoroughfare named in his honor.

At the age of eleven years Charles C. Campbell commenced sailing on the lakes as cook on the scow Mt. Vernon, and he later shipped as boy on the schooner Watt Sherman, with Capt. Hiram Van Tassell. When the Civil War broke out he enlisted in Company D, First O. V. I., but being severely wounded he was discharged August 15, 1862, before his term had expired. He re-enlisted on September 8, of the same year, becoming a member of the One Hundred and Twenty-eighth O. V. I., with which he served until June, 1865, when he was honorably discharged. During the year 1870 and part of the following year Mr. Campbell was a member of the Cleveland fire department, but in March, 1871, he became deputy collector and inspector at the Cleveland custom house, retaining that position until on May 5, 1878, he received his appointment to the railway mail service. He ran between Pueblo and Canyon City, Colo., from June 12 until September 19, when he transferred to the Santa Fe route, running between Atchison and Wichita, Kans. On the 9th of December he was transferred to Kansas City, and ran between that place and Denver until May, 1882, when he was transferred to Ohio, becoming connected with the Cleveland, Hudson & Columbus route. Resigning from the mail service August 15, 1882, he returned to his former position in the custom house in Cleveland, and there remained until April 30, 1886, when he was appointed lieutenant on the fire-boat J. L. Weatherly, serving as such until 1892, after which until his retirement in 1894, he was stationed at engine house No. 12.

Mr. Campbell was married, in 1866, to Miss Sarah E. Duncan, of South Brooklyn, Ohio, and to them have been born the following named children: Winifred Belle, Charles Corwin, George Allen, Jennie June and Roy Archibald. The family have a pleasant home at No. 120 Scott street, Cleveland.

D. CAMPBELL

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

D. Campbell is the second youngest of eleven children of Neil and Betsy (McKinnon) Campbell, natives of Scotland, and was born at Owen Sound, Canada, March 1, 1865. He attended school and assisted his parents at farming until sixteen years old, when he began steamboating, shipping from Montreal as deckhand on the Magnet. He remained on that boat all of one season, and the next was wheelsman on the sidewheeler Spartan, after which he spent one season each on the Scotia, Elburta and Frances Smith as wheelsman.

In 1887 he became master of the tug Rover, of Owen Sound, and in 1888 went as lookout on the Ontario, the following season engaging as wheelsman on the United Empire. In the spring of 1890 he went to Buffalo and shipped as lookout on the Gordon Campbell, remaining on her five months and finishing the season on the Vanderbilt as wheelsman. In 1891 he was wheeling the Conemaugh until the 15th of September, at which time he was advised of his father's death and left for home. He then went to Erie, Penn., working on the docks there until November 1, when he went onto the Emily P. Weed, laying her up and keeping ship on her. The next season he wheeled the Philadelphia, leaving her the trip before she sunk to go on the Alaska, on which he made several trips; on the last one, while on Lake Michigan, she was steering very hard, and he was caught and thrown over the wheel, dislocating his shoulder, and being injured to such an extent as to lay him up in the hospital for nine months. On his release he went as second mate of the China, remaining on her two seasons, when, in 1896, he was promoted to the first mate's berth on the Conemaugh, and held that position throughout the season of 1897. Mr. Campbell has had his share of mishaps. He was on the Magnet when she ran ashore off Cedar island, and was stuck there for five days; and was also on the Scotia when she sunk off Goderich; but lately he has been more fortunate. Mr. Campbell is a single man, and resides at No. 215 West Eleventh street, Erie.

GEORGE CAMPBELL

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

George Campbell, chief engineer of the "Broezel House," Buffalo, was born in that city January 11, 1856, and obtained his education there in the public schools. His father, Hugh Campbell, came to this country from Scotland, in about the year 1848, settling in Buffalo, where he married Margaret Redgriff, from Canada. He was at one time an engineer on the lakes in the old steamer Globe.

The subject of this sketch, after leaving school, at about 14 years of age, served his time as machinist at Pratt & Co.'s Rolling Mill under Robert Learmonth, who was at that time master mechanic. In this employ he remained about eight years, and in 1878 he commenced his career upon the lakes as greaser on the steamer Philadelphia, of the Anchor line, which boat was then known as the "flyer of the lakes" in her line. He worked upon the steamer ten years continuously, rising from the position of greaser to that of second engineer in 1881, and from that to chief engineer in 1883, which position he held until 1888. At the expiration of that period he left the lakes to accept employment as chief engineer of the Weyand Brewery, where he remained until 1895. From this time he was variously occupied until he came to the "Broezel House" in March, 1896. Mr. Campbell was a member of the Marine Engineers Beneficial Association about five or six years; he is now a third-degree Mason, Hiram Lodge No. 105.

Our subject was married May 20, 1884, to Mary Ellen Howard, who is American-born and the daughter of Henry Howard, formerly foreman of the Tift Boiler Works. They have two children, Earl G. and Marjory Ellen. Mr. Campbell has enjoyed more than an average degree of success, and is one of the reliable engineers of Buffalo, New York.

CAPTAIN NEIL CAMPBELL

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

Captain Neil Campbell, a descendant of a long line of Scotch ancestors, as the name implies, is a ship master of ready resource, of thoughtful and studious habits and generous hospitality, and enjoys a domestic life, although his duties as a mariner would seem to preclude him from that essential to complete happiness. He was born in Inverness, Scotland, on September 10, 1855, and is the son of Philip and Henrietta (McLeod) Campbell, both also natives of Scotland, who came to America in 1863, locating at Owen Sound, Ontario. The father was a seaman, engaged in the coasting trade as master and owner of sloops, which were so common in the waters washing the shores of the British Isles.

After obtaining a liberal education in the public schools of Owen Sound, which he attended until the spring of 1872, Captain Campbell entered the employ of the Beattie Steamship Company, as watchman in the passenger steamer Manitoba, plying between Detroit, Sarnia, and Duluth, in command of Capt. J. C. Symes, and he held that berth three seasons. In the spring of 1875 he shipped in the steamer Silver Spray, plying between Collingwood and the Sault, and after remaining on her two seasons with Capt. J. Nabb, entered the employ of the Georgian Bay Transportation Company as second mate of the passenger steamer Northern Belle, with Captain Campbell. At the end of the second year he was promoted to the office of mate and he laid the steamer up that fall, coming out the next season as mate of the Northern Queen, a sister ship. In the spring of 1880 he was appointed mate of the steamer Manitoulin, following with two seasons as mate of the steamer City of Owen Sound, of the Canada Transit Company. In the spring of 1883 Captain Campbell attained to the command of the Northern Belle, and the next year he was appointed master of the steamer City of Owen Sound, which he laid up that fall. As she did not go into commission the next spring the Captain went to Buffalo, declared his intention of becoming a citizen of the United States, and shipped as wheelsman in the United Empire with Captain Gillies, on which he served until September, closing the season in the B. W. Blanchard. In the spring of 1887 he was appointed mate of the United Empire, and in 1888 he was appointed master of the side-wheel steamer Cambria, plying between Owen Sound and the Sault in connection with the Canadian Pacific railroad, sailing her successfully three years. In 1891 he transferred to the new steamer Manitoba, operated by the same company, as mate. Having passed his examination before the inspectors in Detroit that winter and having been granted a license he shipped the next spring as wheelsman in the steamer Tuscarora, plying between Chicago and Buffalo, pending a vacancy in the John M. Nicol, of which he was appointed mate in August. Captain Campbell then entered the employ of the American Steel Barge Company as mate of the steamer J. B. Colgate, transferring to barge No. 117 as master the next spring, and with the exception of one season, when he sailed the side-wheel passenger steamer Cambria between Windsor and the Sault, he has been with that company ever since - in 1896 as master of Monitor No. 117, and in 1897-98 as master of the steam monitor Colgate Hoyt.

On January 9, 1890, Captain Campbell wedded Miss Catherine McLeod, daughter of Donald McLeod, who is in the mercantile business in Marquette, Mich., and the children born to this union are Philip Bernhardt, Norma Evaline and Catherine Henrietta. The family homestead is situated in Owen Sound, Ontario.

Socially Captain Campbell is a member of the Independent Order of Odd Fellows and the Ancient Order of United Workmen.

T. H. CANDLER

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

T.H. Candler was born in Detroit, Mich., February 17, 1863, and has always resided there. He is the son of Homer W. and Emma (Ellard) Candler, natives of England, the former of whom is a member of the firm of H. & J. Candler, who are well known as real-estate and vessel owners of Detroit. Mrs. Candler died Mary 14, 1890, in that city.

At the age of fifteen years Thomas Candler left school and entered the Detroit City Iron Works, where he spent five years learning and working at the machinist's trade. At the end of this time he shipped on the Chauncey Hulburt as second engineer and remained three seasons in that position, after which he spent the same length of time as chief engineer. The following season he acted as chief of the Manola, of the Minnesota line, and then was engaged for two years as foreman in the Eagle Iron Works, upon leaving which employ he went to Marquette and became foreman in the Lake Shore Iron Works for about thirteen months. He was next employed to superintend the building of the electric road between Negaunee and Ishpeming, and on his return to Detroit he took charge of the D. E. Rice machine shop for a time, following which he went on the steamer M. M. Drake as chief engineer. He served only part of a season, however, coming to the power house of the Detroit Railway Company, where he has since remained as assistant engineer.

On June 20, 1891, Mr. Candler was married to Miss Florence Bice, of Detroit, a daughter of James Bice, who during his lifetime was a marine engineer. Mr. and Mrs. Candler have had three children: Edith Ellard, born in September, 1892; Russell Gordon, born in January 1894; and Marjorie Bice, born in January, 1895. Mr. Candler is a member of the A. O. U. W. and the Engineers and Mechanics Club of Detroit, serving as secretary in the last named fraternity.

P. CANTON

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

P. Canton, marine engineer, of Detroit, has had many thrilling experiences. His father, Henry Canton, was born in Canada and there lived the greater part of his life, his death occurring in 1892, at Quebec. For many years he was employed as ship carpenter on English vessels.

P. Canton was born July 11, 1858, at Quebec, Canada, at which place he received his education, attending the public schools until 1871, when he entered a machine shop in the same city and served an apprenticeship of three and a half years. On leaving this place he shipped on the Vandolana, a salt-water vessel running to all points of the globe, upon which he remained two years, serving as oiler and third engineer. For the next three years he was second engineer on the Carmona, a vessel of the same line, transferring from her to the Roslyn Castle, a Scotch steamer visiting many of the important ports of Europe, on which, in the capacity of third engineer, he served three years. From her he went to the Palma as chief engineer for two years, at the end of this time leaving salt water and coming to the lakes. His first position was on the Argyle, a Canadian boat owned at St. Catharines, on which he only stayed part of a season, and he then went on the Indian, which was owned at Kingston, Ont., and was engaged in the lumber business. For three years he was employed at Detroit on ferryboats, among them the Hope, Excelsior and Sappho, and for the year and a half following he was on a Detroit river tug, the Crusader, as second engineer. In the succeeding years he was on the Iron Age, New Orleans, John Craig, and Charles W. Wetmore, upon which he went from Duluth to Liverpool, England, and back to America. Returning to the lakes he went on the Sitka, was chief of the Brockway, and in 1896 came to the Mariska as chief, having served the season of 1895 upon the same boat as second engineer.

Mr. Canton was married, January 7, 1884, to Miss Mary Cummings, and they have four children: Wilfred, Ethel, Etta, and Mary. Mr. Canton has been fortunate while on the lakes, never having been connected with any accident of a serious nature. He suffered shipwreck on salt water, however, while on the Bahama, in the Gulf Stream, when twenty-three lives were lost.

CAPTAIN JOHN C. CAREY

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

Captain John C. Carey, an old-time lake captain, was born August 21, 1841, at Oswego, N. Y., and is the son of John and Elizabeth (Brooks) Carey, natives of Ireland. John Carey, Sr., was born and reared in Dublin, but spent the greater part of his life in America, working at the machinist's trade. Mr. & Mrs. Carey both died in Kingston, Ontario.

The Captain spent the first seven years of his life at his native place, and then went to Kingston, Ontario, where he attended school for some time. At the age of ten years, however, he sailed out of Kingston on the steamer Sylph, running to Montreal. Upon this boat he spent five seasons as boy, and during this time, his parents having died, he came to Detroit with Captain Ives, under whose command he had been working.

His first employment in that city was upon the dry dock known as the Ives dry dock, the first one built in Detroit. He then went on several river tugs, later on joining the John Owen as mate, after which he was put in command of the Red Erie, going from this to the following boats: The Oswego, Bruce, J. Ruby, and Bay City, then returned to harbor tugs at Detroit, where he remained several years. In 1876 he came on the ferry boats, and since that time has been employed on the Detroit river on tugs, and on the ferry lines. He has been in the command of the Fortune and Sappho, and when the latter was laid up, he alternated with Captain Foster on the Victoria.

In December, 1863, he was married to Miss Bridget Hennesy. Their children were: Annie, now Mrs. William Corbert, of Chicago; Maggie, Lizzie, and John, who are deceased; George, who resides at home, having traveled extensively all over the world: Charles, who is at present traveling on foreign seas, following the life of a sailor; and William, a student in college.

CAPTAIN THOMAS J. CARNEY

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

Captain Thomas J. Carney, who has been in the employ of J. & T. Charlton, S. B. Grummond and John Pridgeon, all well-known tug owners, is one of the best known men on the Detroit river and adjoining waters. He was born in Amherstburg, Ontario, in the year 1857, and lived there until fourteen years of age, when he entered the employ of a tug company. He obtained a license as mate in the year 1881, and for two seasons served in that capacity on the tug Ballentine, owned by John B. Sullivan, in 1883, becoming captain of the tug Valentine, on which he remained for two seasons. He was on the Crusader three seasons, on the Crusader three seasons(sic), the John Owen two seasons, and has also commanded the Balize and the steambarge Manistique. Captain Carney is in the prime of life, and thus far has an excellent record, having never had any accidents on his boats. He has lived in Detroit ever since he began sailing, and has been an American citizen for the past twenty years. His parents were natives of Ireland.

Captain Carney was married, in January, 1891, and has three children: Thomas Clarence, Lawrence V. and Leo Arthur. He is a very popular man, and has a large circle of friends in and about Detroit.

CAPTAIN CHARLES CARLAND

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

Captain Charles Carland, holding the responsible position of keeper of the United States Life Saving Station at Milwaukee, Wis., is in this connection a practical illustration of the time-honored aphorism, "The right man in the right place."

The Captain was born in Sweden, July 11, 1863, a son of John Carland, who was a fisherman at Halmstad, Sweden, and here young Charles remained until he was thirteen years old, when he commenced the life of a sailor, shipping first on the barkentine Ludwick, on which he remained four months, leaving her at Helsingor, Denmark; then went on the brig Triepput for the balance of the season. In the following year he went to Liverpool, England, and from there shipped on the bark Martin, bound for Halifax, Nova Scotia, where he left her for the Lulah, sailing to the Brazils, remaining on her some eighteen months; then sailed to St. John's, Newfoundland, and from there to London. At the latter port he shipped on the bark Star of Bengal, bound for Calcutta, and made three trips to India on her; next went on the C.W. Wolf, of Belfast, Ireland, destined for Bombay, making one trip and returning by way of Baltimore, thence again proceeding to London. Here he shipped on the steamer Romeno, of the Wilson line, which was run down off Newfoundland and was sunk inside of thirteen minutes, all on board being saved; on this vessel he served for some time. His next experience was in deep-sea fishing, in the North Sea, from Hull, England, a pursuit he followed some twenty-five months. He then shipped on a vessel bound for Spain, and after that voyage he came, in April, 1887, to this country, his first vessel being the Scotia from Buffalo, making two trips on her to Chicago. In April, 1890, he applied for and passed the necessary examination for appointment to the Life Saving Station at Milwaukee, under Capt. N.A. Peterson, and, with the exception of the year 1891, has been stationed there ever since.

Early in 1898, he was made active keeper, and after serving in that position six weeks, was appointed keeper by the United States Government, and was inducted into that office with full powers. Since that time he has made fourteen wreck reports. His crew consists of surfmen Frank Gerdis, Henry Sinnegan (who had the honor of being detailed as one of the exhibition crew at the Omaha Exposition), William Peterson, John Allie, Julius Meyers, Charles Johnson, Immel O. Peterson and Richard Wacksmith, their numbers conforming to the order in which they are named. They are a fine body of men, and all expert boatmen, several of them having also sailed before the mast.

The most important assistance rendered distressed vessels and mariners since Captain Carland assumed full command of the Milwaukee Station, was on April 4 to the schooner D.P. Dobbins, which they helped to get into port; the rescue of a man apparently drowned, by surfman Julius Meyers while on patrol; the schooner Alida, which sprang a leak; on July 24, the rescue of seven men from a capsized boat; to the schooner Butcher Boy, dismantled four miles southeast of Kenosha; on August 3, the crew pulled fifteen miles out into the lake north of the station, when there was a dangerous sea on, to the rescue of the scow Dan Hayes and a crew of six men, the scow being dismantled and helpless; August 17, to relieve the schooner Abbie, which had sprung a leak; later were the means of saving a skiff going out into the lake, with a man asleep on it, and a fisherman who was struggling amid the breakers in the South bay; on October 25, 1898, when the schooner Barbarian, of Chicago, was caught in a gale of sixty miles an hour, this crew came to her rescue and took seven men from off her; and November 20, of the same year, saved two fishermen from a watery grave.

It is almost unnecessary to add that the Milwaukee Life Saving Station is one of the most important on the lakes, and that no better all-round experienced and reliable man could have been found to fill the position of keeper than Captain Carland. He is a typical self-made man, a born sailor and of the right stuff, and since coming to the United States has become quite proficient in the English language. The Captain is a married man and has one son.

CAPTAIN WILLIAM CARLISLE

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

Captain William Carlisle belongs to the Carlisle family who were part owners of the large thread manufactury of Carlisle & Clark, in Paisley, Scotland. The English Channel bore no lad more ambitious and energetic than William Carlisle, who started out in marine life as cabin boy in 1842, at the early age of nine years. He spent three years on the channel, and then came to America, living first in Montreal, and then in Napanee, Ontario, near Kingston. He at once went upon the lakes, sailing during the summer and attending a school of navigation in New York City during the winter for several years.

The first vessel of which Captain Carlisle was master was the schooner Daniel G. Ford, of Oswego, with which he was connected for seven years, and was then master of the schooner Delaware, for three years. Subsequently he was master of the following steamers: Cormorant, two years; Egyptian, one year; Hiawatha, one year; Wallula, two years; Yakima, four years, and the Yuma, one year. He was very successful in his life on the lakes meeting with but one serious accident, and that previous to becoming captain. One winter while he was sailing on salt water, he was shipwrecked on the Island of Nassau, where he suffered an attack of yellow fever; and he was also wrecked at Sand Beach, on Lake Huron, at which time he lost everything he possessed. He was fearless, yet careful and conserv-ative about his sailing, and was a thorough gentleman in every sense of the word. As mate he sailed over all of the principal seas, and possessed a certificate of master, as well as of mate on salt water, although he never commanded an ocean vessel.

In 1881, Captain Carlisle married Miss Frances Sauer of Detroit, and to them were born three children - William Cecil, Daniel Roger and Colin Campbell. The Captain departed this life in 1894, and he was widely and deeply mourned.

FRANK J. CARLOSS

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

Frank J. Carloss, a lake pilot of much knowledge and skill in handling vessels, was born at Alexandria Bay, N. Y., October 25, 1860. He received his education in the public schools of his native place, and at the age of seventeen years he went on a farm, where he was employed for several years.

Becoming ambitious for the life of a sailor, Mr. Carloss went to Cleveland and shipped on the tug Annie Dobbins: as wheelsman, having had some experience with boats while a school boy. He served two seasons on the Dobbins, and in 1882 he went to Cleveland, and in the spring shipped as wheelsman with Captain Morley on the steamer Fairbanks, remaining four months, and closing that season and the next two on the steamer Colonial in the same capacity. He then went in the steamer Iron Duke, remaining but two months, and closing the season on the Egyptian. His next berth was on the old steamer Republic, of the Republic Iron Company, remaining in that employ one season. He then stopped ashore, and went to railroading on the Detroit street line. In the fall of 1890 he shipped as wheelsman on the steel steamer Republic till the close of the season. In the following season he held the berth of wheelsman on the steamer St. Louis. In 1892 he was appointed second mate of the Fedora, remaining throughout the season, followed by a season on the steamer Lansing, as second mate the next season on the Colonial. In 1886 he shipped as wheelsman on the Robert Wallace, finishing the season as first mate.

On July 20, 1887, Mr. Carloss was united in marriage to Miss Lillie Burr, of Painesville, Ohio.

EDMUND J. CARMODY

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

Perhaps nothing better can be said of the gentleman whose name appears at the opening of this sketch, than to quote from the Detroit NEWS-TRIBUNE of March 15, 1896, as follows: "Few young men of twenty-one have had a more eventful career than the 'life saver' of the river front, well known as 'Eddie,' who has been a familiar figure along the docks in the vicinity of the harbor-master's office since 1890." This notice was prompted by his heroic efforts in rescuing the life of Eugene Davenport, a teamster, of Detroit, who drove into the river, and would otherwise have drowned. This was the first instance wherein Mr. Carmody acted alone; but on numerous occasions his timely efforts in life-saving have rendered his name very popular among marine men on Detroit harbor. He came to the harbor-master's office in 1890, and there also did a work which has won him a name of importance and one which will be known to later generations. Previous to 1890 the books at the office had been kept with little system, and were not always accurate. He began a complete record of all drownings, suicides, shipwrecks and disasters, and when possible noted the cause and results, so that the books have become an important adjunct to local historical collections, and are greatly prized by the departments.

Mr. Carmody was born July 4, 1874, at Detroit, and at that place has always made his home. There he attended school, and at the age of fifteen years entered the employ of W. H. Elliot & Co., and later the "Michigan Exchange Hotel," were he remained until he began the marine work, entering the harbor-master's office and later the marine post office in 1895, where he has since been engaged.

He is the son of Thomas and Annie (Flyn) Carmody, who are natives of London, England, and Detroit respectively. Mrs. Carmody is still living, having survived her husband, who died September 21, 1895, at Detroit. Edmund J. is the eldest in a family of five children, the others being Charles C., employed in the harbor-master's office, Daisy and John, who are in school, and Raymond, a young lad still at home.

CAPTAIN WILLIAM CAROLAN

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

Captain William Carolan was born March 22, 1865, in Rochester, N.Y., the only child of Patrick and Margaret (McCormick) Carolan, both of whom were natives of Ireland. Patrick Carolan came to the United States early in life and engaged in farming and the lumber business until his death, which occurred January 24, 1892; his wife departed this life on March 4, 1888.

Captain Carolan spent the first fifteen years of his life in the city of his birth, and one year later came to Buffalo, out of which port he sailed as deckhand on the Empire State, on that boat obtaining his first knowledge of marine life. His promotion was rapid, and in a short time he was given the position of watchman and wheelsman, continuing as such two years, after which he engaged as wheelsman one season each on the following boats: George Spencer, D.W. Rust, Business, Yakima and Horace A. Tuttle. The following year he shipped on the Caledonia as second mate, and subsequently served in that capacity on the Bulgaria, John Harper and John W. Moore, receiving promotion to the position of mate on the last named boat, and removing to Cleveland at the close of his service on her. He entered the employ of the Globe Iron Works in that city, and soon afterward became wheelsman on the government boats Columbia and Lilac, which were taken to Portland, Maine, and Staten Island, later holding the same berth on the yacht, Comanche, owned by Hon. M.A. Hanna, of Cleveland, on a trip to Brooklyn, N.Y. In 1893 he came to Detroit and obtained employment with the Detroit, Belle Isle & Windsor Ferry Co., with whom he has since remained, during the first three seasons as mate on the Fortune and Pleasure, from which he was transferred to the Excelsior, in command, for the season of 1896. Judging by the past, Captain Carolan's future in the marine life promises to be a successful one, and he has gained the confidence and respect of his present employers to an enviable degree. He is unmarried.

CAPTAIN CALVIN CARR

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

Captain Calvin Carr, who is deeply versed in the current affairs of the lakes, and who has a vivid remembrance of the events that occurred away back in the 'forties, is at this writing engaged in the vessel and insurance business in Chicago, and is highly esteemed by lake men, who generally place great confidence in his views concerning the conditions which regulate lake commerce, and their bearing on future events. He is a man of dignity and refinement, and lives much within himself, although his stately form is one of the most familiar about the marine offices in Chicago, where he has carried on business during a period of twenty-five years. His forefathers came to the colonies in 1620, landing at Plymouth. His grandfather, Joshua Carr, was born in New York State, and settled in Rensselaer county, N. Y. in an early day. Two brothers, Caleb and James (1), settled in Rhode Island in 1635, and our subject's grandfather was a descendant of James (1).

Captain Carr, the subject of this article, was born in Oswego county, N. Y., March 4, 1835, a son of Caleb Carr, the eldest son of Joshua. The father and mother moved west, locating near Horicon, Wis., where they operated a large farm for thirty-five years. He died at the age of seventy-two years, from paralysis, induced by a severe injury received. His wife, who bore the maiden name of Jane Smart, and was a native of New York State, lived to the advanced age of eighty-four years.

The Captain remained at home, assisting his parents and attending school until he reached the age of sixteen. In the spring of 1851 he determined to adopt the life of a sailor, and shipped as boy in the brig Arcadia. The next two seasons he sailed in the barque Norman. In 1854 he came out in the Seminole, but closed the season in the Saxon with Capt. John Davis, going with him in the schooner Hungaria the next season. Being an active, intelligent young man, he soon attracted the attention of his captain, who appointed him mate, in the spring of 1856, on the schooner Indiana, he continuing in that berth until September, 1857, when he was promoted to the command of the schooner Augustus Ford. From this time until he retired from active duty on shipboard he was master of several notable vessels. In the spring of 1858 he was appointed master of the Syracuse; in 1859 master of the Maple Leaf, sailing her two seasons; 1861-62 he again sailed the schooner Syracuse; and the next three years he was master of the bark Champion, at that time the largest vessel on the lakes. In the spring of 1866 he assumed command of the Southwest, and in 1867 he was appointed master of the bark Northwest, sailing her four consecutive seasons. In 1871 he was chosen weighmaster for the Chicago Board of Trade, and held that office two years. In 1873 he joined the schooner Maringo as master, sailing her two seasons.

In 1875 Captain Carr retired from the lakes, and became a marine agent for the Orient and Mercantile Mutual Insurance Companies, engaging the next year with Capt. W. M. Eagan in the charter and commission business, remaining with him until 1881, when he established a vessel agency and insurance business on his own account, and he is still successfully engaged in that business. Socially he is a Royal Arch Mason.

On May 4, 1857, Captain Carr was united in marriage with Miss Caroline Allport, a daughter of Zachariah and Phoebe (Edwards) Allport, of Oswego, N. Y. Five children have been born to this union, but all have passed to the Master who said "suffer little children to come unto me." Willis, the eldest, was drowned at Ogdensburg, N. Y., in 1866; Frank died when but eighteen months old; the other three died in infancy. The family residence is at No. 6939 Perry street, Englewood, Chicago, Illinois.

CAPTAIN EDWARD CARR

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

Captain Edward Carr is the son of Captain Michael and Anora (Schoehenze) Carr, and was born in Buffalo, March 18, 1864. His father, who is in command of the tug Conneaut at the present time, has sailed the lakes for many years; and it was with him that the subject of this sketch obtained his first experience in marine affairs. At the early age of twelve years his strong desire to be a sailor was manifest, and accordingly he shipped on the schooner Chisholm and served as "boy." In this capacity he spent the following two seasons, at the close of which time the boat was wrecked near Erie. In the same position he then shipped with his father on the schooner Ellington, and there remained five years, acting as seaman after the first season. The boat was wrecked in a severe snowstorm at Buffalo, and the crew escaped by jumping from the main boom to the breakwater. The next season he acted as mate on the schooner H. D. Root, and afterwards went on the schooner Almeda, which went ashore at Port Glasgow in a storm. In the spring of 1885 he shipped as mate on the schooner Anora Carr, which was named after the Captain's mother and owned by his parents, and remained until November 1, when she went ashore at Rondeau. In this disaster Captain Carr had a narrow escape, remaining on the boat, over which the seas continually broke, until November 3, when the storm abated and the crew took to the yawlboats. The following season another thrilling experience awaited him, and one that was attended with greater peril than the first. The boat having been released and laid up at Rondeau, he took command in the spring and sailed her until September. In that month he left Buffalo and proceeded as far as Long Point in safety. When at this place the boat sprang a leak during a storm, and Captain Carr, striving to avoid all danger possible, turned about, making an attempt to enter Port Colborne, but the night was dark, and the storm became so severe that little headway was made in entering. When off Port Colborne she foundered, the Captain and crew making their escape in a yawlboat. They were picked up by the tug Ennis, and taken to Port Colborne, whence they returned home. The next season Captain Carr shipped in the schooner Journeyman, after which he returned to Buffalo, and accepted the position of assistant harbormaster, which position he held during the season of 1893. In 1894 he commanded the yacht Galivin, of Buffalo, and in 1895 took command of the State tug Queen City, the position which he holds at the present time.

Captain Carr is a member of the Masters and Pilots Association No. 41, and the Buffalo Tug Captains Association. The Captain is a member of the order of Select Knights, an insurance order. On April 28, 1897, he was married to Miss Nellie Crowley, of Buffalo. The Captain has been very successful in his sailing, and is one of the most reliable captains about the harbor. The Captain has always been a Republican in politics, and has taken an active interest in both city and State politics. He resides at No. 118 Michigan street, Buffalo, New York.

FRANK M. CARR

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

Frank M. Carr was born at Buffalo, March 3, 1868, and received his education partly in the public schools of that city and partly in Oakwood Seminary, Union Springs, Cayuga county, New York.

Mr. Carr learned his trade at the King Iron Works, and in the spring of 1880 shipped as oiler on the Montana. He remained two seasons in this service, and followed it with three seasons as oiler in the Badger State. From 1885 to 189I he was fireman on the various tugs belonging to Maytham's line, and for the season of 1891 was chief engineer of the excursion boat Eighth Ohio. From that time until the close of the season of 1896 he was engineer, respectively, of the harbor tugs Blaize, one season, Fulton, one season, and of the Hudson, of the White Star line, the remaining seasons, on which tug he is now on his fifth year.

Mr. Carr has been a member of the Buffalo Harbor Tug Pilots Association four years. He married at Buffalo, December 24, 1891, to Annie Carr, of Union Springs, Cayuga county, New York.

CAPTAIN MICHAEL CARR

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

Captain Michael Carr, a man well known about the harbor of Buffalo for many years and on the lakes as well, was born in County Monaghan, Ireland, December 25, 1844. He was brought to this country by his parents when he was about six months old and received a common-school education in Public School No. 3, at Buffalo. His father, John Carr, was for many years teamster for H. W. Hager & Co. His mother's name was Bridget Clark.

Captain Carr began his practical life very early, becoming a ferry boy on Buffalo creek at the age of ten years. His next employment was a cook on the schooner Post Boy, on which he remained three months in 1855, and was before the mast on the schooner J. W. Lyon for the rest of the season. In 1856 he went to New York where she shipped as royal boy, and later as seaman on the packet ship Shamon, which hailed from Bath, Maine. She belonged to the Black Ball line, from New York to Liverpool, and carried passengers. After a year in this service he shipped as ordinary seaman on the Old England, from Liverpool to New Orleans, and went as pilot on the steamboat Elephant, which plied the Mississippi from New Orleans to St. Louis. At the end of three months he left that employ, transferring to the Unicorn, which ran between New Orleans and Cincinnati, and was her pilot for three months, at the end of that time returning to Buffalo. In 1859 he shipped before the mast on the bark Morgan, remaining on her three seasons, the last one, however, as second mate. In 1862 he became master of the schooner Henry Norton, out of Sheboygan, Wis., in the lumber trade between Green Bay and Chicago, and was with her two seasons. She was the only standing keel boat on the lakes at that time.

In 1864 Captain Carr returned to Buffalo and became master of the harbor tug O. L. Swift, continuing on her three seasons, and was part owner as well as master. During the latter part of the season of 1867 (November 22), the Swift was lost a few miles out of Buffalo harbor in a heavy gale; she left Buffalo about seven o'clock in the evening, and when about six miles out, off Windmill Point, the tug sprang a leak in her stern pipe; about two o'clock in the morning of the succeeding day she filled and went down. Before she sank, however, Captain Carr and the crew, realizing the inevitable consequence then in prospect, tore loose the roof of the pilot house and some doors and made a raft. Upon this improvised life boat they jumped and with wind and sea to propel them drifted to the Niagara river, passing the dummy light about four o'clock. As they found themselves carried along by the current of the river they made an outcry, which was fortunately heard by Daniel Mahanny and John Moore of the car ferry boat International, who put out from the shore in a small boat and succeeded in rescuing them and landing them on the Canadian shore. The proprietor of the American hotel at Victoria was roused, and the men were all made comfortable until such a time as they were able to travel, when they left, and made their way to Buffalo to report the loss of their tug at the office. Captain Carr has always been known as a man who does not use liquor of any description, and even on this occasion when he arrived at the hotel above mentioned, after being in the cold and wet for many hours, he declined the whiskey freely offered, going out into the snow, which was two feet deep, and running backward and forward to get warm rather than use whisky for that purpose. The cook of the Swift, Hugh Moore by name, some time afterward composed a song entitled, "The Loss of the O. L. Swift." In 1868 Captain Carr bought the schooner Chisholm, and was her master for a period of three years. She was lost on November 30, 1871, off Iron Bound Coast, seventeen miles east of Erie, Penn. The accident happened on the mate's watch and while the master was asleep. She mis-stayed when too close to shore, went on the rocks, and was in pieces in three days. In 1872 Captain Carr made another purchase, this time buying the schooner H. D. Root, of which he was master and owner one season, selling her at the end. The next season he was master of Buffalo harbor tugs. In 1874 he bought the schooner Almeda, plying between Buffalo and Chicago, and was her master and owner for three years, at the end of which time he sold her also. In 1875 Captain Carr became master of the Charles C. Ryan, a propeller, which during the latter part of the season, while on Lake Huron with two vessels in tow, loaded with ice, on her way to Buffalo, sprang a leak. The master let go his tug line and started for Sand Beach, hoping to reach shallow water and run her aground, but at eleven o'clock in the evening she had ten feet of water in her hold and soon after went down. The mate, who insisted on taking his chances on an impromptu lifeboat made out of the cupola of the steam dome, was not seen or heard of after the steamer sank; but the crew, who took the regular lifeboat on the advice of the captain, were picked up after a fatiguing cruise of three days, without food, by Captain Mahoney, then sailing a Canadian schooner, and subsequently reached Buffalo from Port Huron. Captain Mahoney was afterward rewarded by the United States Government with a handsome two-hundred-and-fifty-dollar gold watch for meritorious services in this, and one previous instance, where he had rescued American sailors from drowning.

During the season of 1876 Captain Carr was employed about six weeks carrying out his contract for getting the schooner Gardner off Rose's Reef, Canada, and from that time has been engaged in business on shore. In addition to the services above narrated, Captain Carr served as wheelsman on the old steamer Globe, deck hand on the Dewitt Clinton, wheelsman on the Plymouth, second mate of the Plymouth and wheelsman on the propeller Scotia each a season, watchman on the side-wheel steamer Fashion half a season, and master of the schooner Fair Play on Lake Michigan two seasons. The last named vessel was sold at New Orleans. He also built the following steamyachts: Two Brothers, which was sold to the city authorities of New Orleans as police patrol; Edward B. Smith, which was taken to and sold on the Ohio river; and the Eugene A. Galvin (named from the son of Capt. Michael J. Galvin, supervising inspector for the Ninth District of Buffalo), which he took to and sold at Houston, Texas. He also built the barge Point Abner, and was her master two seasons. He was also made master of the side-wheel steamer Harrison a couple of seasons, the Pearl one season, and the old steamer Gazelle, formerly owned by John P. Clark, of Detroit, part of a season. He is not steadily engaged in business at present, but will occasionally accept a good paying diving job. Captain Carr was a charter member of the Buffalo Harbor Tug Pilots Association.

On February, 18, 1858, our subject was married at Buffalo, and is the father of four children: Peter S., now (1898) aged thirty-seven years; Elizabeth, aged thirty-five, who is the wife of John Hartnett, a clerk in the commission house of J. J. White; Edward, thirty-two years of age, at present master of the State tug Queen City; and William F., aged twenty-three years.

P. J. CARR

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

P.J. Carr, engineer of the M. C. Neff, was born in New York City, July 17, 1852, and there lived until he was six years of age. At that time he removed to a farm in Steuben County, N. Y., where he lived for eight years, at the end of that period entering the salt works of Syracuse, N. Y., working for four years in the cooper department there.

The following two years he spent on the City of Canandaigua, as wheelsman, running on Canandaigua Lake. In this position he obtained his first marine experience, and he commenced his life on the Great Lakes as fireman on the Olean. After a season on the water he went to the West and there spent five years, upon his return shipping from Cleveland as fireman on the Samson. He then spent two years on the Robert Wallace as fireman, and two years as second engineer, afterward serving as second on the J. C. Lockwood and H. A. Tuttle. The season of 1892 he sailed as chief of the Margaret Olwill, and the two seasons following was in the same capacity on the Superior. In 1896 he spent some time on the tug Howard, and then came to the M. C. Neff, in which he holds the position of chief engineer.

On March 18, 1890, Mr. Carr was married to Miss Annie Vatarick, of Cleveland, and they have two children: Bessie and Bertha. In social connection Mr. Carr is a member of the I. O. O. F., Phoenix Lodge No. 233, and North Wing Encampment, No. 88, of Pearl Council, No. 573, Royal Arcanum, and of the M. E. B. A., of which he has been secretary three years.

CHARLES CARRICK

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

Charles Carrick, of Buffalo, is one of the oldest fishermen on the chain of the Great Lakes, and he has been engaged in this occupation since about the year 1860. Mr. Carrick was born near London, England, in June, 1827, and his parents came to the United States, bringing him with them, when he was six years of age. After leaving school he followed various occupations until reaching manhood, and he then drifted into the fishing industry, in which he has been engaged with marked success ever since. He owns a fleet of small boats and two of his sons are interested in the business with him.

Mr. Carrick married Miss Julia Carley, of New York, who was born November 1, 1829. Their children are Mary; William, who is a successful marine engineer, and John and George, who are associated with their father in the fishing business. Another son, Charles, died in infancy.

WILLIAM CARRICK

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

William Carrick, chief engineer of the steamer Keystone State, was born in Buffalo, N. Y., in the year 1852, son of Charles and Julia (Carley) Carrick. The father has been a fisherman the greater part of his life and still goes out in his small boats from Buffalo. The son also followed this occupation for six years after leaving school, and then for a season served as oiler on the steamer City of Traverse. The following season he shipped as second engineer of the steamer City of Grand Rapids, and he remained in that vessel four years, becoming chief engineer before he left. Then he was chief of the T. S. Faxton, the J. J. Morley and the Leland in turn, his term of service in the last-named craft being suddenly ended by the vessel burning to the water’s edge and sinking while at her dock in Huron. The next season Mr. Carrick fitted out the tug Hercules and operated her engines until August, when he removed to Cleveland and finished the season in the propeller V. Swain. Following this he spent two years as chief engineer of the steamer Huron City, was in the Nahant and the George W. Morley during another season, and put in two years as engineer of the tug C.E. Benham. The Benham experienced a very peculiar accident while he was employed on her. She ran out to the propeller Ketcham, which was towing the barges Aberdeen and Becker, and in some manner came into collision with the Aberdeen, which was the next steamer. Being temporarily disabled, she drifted into the wake of the Aberdeen, and under the tow-line running to the Becker, and, as she was unable to extricate herself, the Becker hit her also and she lost the top of her cabin, her smokestack and her exhaust pipes, and received a general shaking up that proved disastrous, a member of her crew losing his life in the accident. The next season, 1895, Mr. Carrick became chief engineer of the steamer Keystone State, which position he has retained up to the present time.

In 1872 Mr. Carrick married Miss Isabel Bauld, of Buffalo, and they have four children: Hattie, William, Laura and David. One daughter, Julia, died in infancy.

JAMES A. CARROLL

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

James A. Carroll is a native of Ireland, having been born in County Wexford in 1840. He is a son of Michael Carroll, a laborer, who died in America at the advanced age of ninety-six years.

At the age of ten years the subject of this sketch landed at Quebec with his parents, and subsequently removed to Buffalo, where he attended school. He began his practical life as ferry boy on Buffalo creek with Capt. James Davidson, now of Bay City, Michigan. In 1860 Mr. Carroll began to sail the lakes as boy on the schooner Fremont of Fremont, in which he remained three seasons. he was later in the schooner Resolute and on the bark Badger State before the mast, and was mate of the schooner Morning Light, barges James C. Joy and James Regan, and second mate of the schooner Athenian. He has also been in many other vessels, too numerous to mention, and his business interests have always been in connection with lake navigation. Mr. Carroll is a ship carpenter by occupation. He began business as a yawl-boat builder, and was once a member of the firm Hankins & Carroll, which existed for five years previous to the panic of 1857. For the past thirteen years he has been in the employ of the Western Transportation Company.

CAPTAIN JAMES M. CARROLL

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

Captain James M. Carroll is one of the oldest masters on the Great Lakes, and has been sailing in some capacity during the greater part of his life since he was twelve years of age. He was born in Quebec, Ont., June 15, 1821, and started the work of his life with very little common-school education. His father, John Carroll, was a Scotchman, and a farmer by occupation after he settled in Quebec. He died in 1831, and the mother, Margaret (Torrens), died when James was so young that he never knew her; she was born in Greenock, Scotland. Captain Carroll had four sisters; Rebecca, Jane, Helen and Margaret, and one brother, William, who was lost at sea off California in the early days.

Captain Carroll began his practical life as apprentice on the ocean brig Jessie, which carried timber from Quebec to Liverpool. He subsequently went to live at Sacket's Harbor, and shipped from there before the mast on the schooner General Washington, remaining a couple of seasons. Following that he was in other capacities in different vessels, and at the age of twenty years, in 1841, was made master of the schooner Pulaski, in which he owned an interest. Her capacity was two thousand bushels of corn. He was in this vessel two seasons, her trade being between Cleveland and Ogdensburg. He afterward loaded her hold full of corn, and then added a deckload of grindstones. His next service was as mate on the old propeller Chicago, the first screw-wheel propeller that plied the lakes. After a season in this employ he bought an interest in the schooner Kentucky, and was master when she went ashore off Presque Isle, Canada, with a cargo of wheat: no lives were lost, but the vessel was a total loss. Her capacity was four thousand bushels of corn. Captain Carroll next built the schooner Pierpont, and commanded her two seasons, until she was sold; she carried a cargo of sixty-five hundred bushels. He next built the bark Sonora, whose capacity was fifteen thousand bushels, and was her master two seasons. His next vessel was the G. D. Norris, a schooner built in Cleveland, her capacity being eighteen thousand bushels, and he was her master seven consecutive seasons; she was owned by S. T. Hooker, of Milwaukee. For three seasons after this he was master of the Schooner David Todd, and finished his marine life on the Ellsworth. In 1886 he gave up sailing, and bought an interest in the Buffalo harbor tugs Sarah E. Bryant and F. L. Danforth, subsequently selling them. In 1888 he was appointed captain of the life-saving station at Buffalo, but resigned the position two years later, embarking in the storage business. He was burned out May 13, 1890, and since that time has retired permanently from any active business.

Captain Carroll was married first at Sacket's Harbor in 1851, to Mary Parsons, who died about 1877. By this union he had two daughters, and one son, Albert, forty years of age, who is a resident of Buffalo and the general freight agent of the Erie Railway Company. The Captain's second marriage took place at Buffalo in December, 1887, at which time he wedded Mrs. A. I. Williams. They reside at No. 501 Plymouth avenue, Buffalo, New York.

CAPTAIN ALONZO CARTER

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

Captain Alonzo Carter, one of the most experienced of the ocean and lake navigators, was born in Belfast, Maine, in 1833. He attended the public schools for a number of years, and subsequently, after he commenced the life of a sailor, went to a school of navigation, where he also acquired the science of drafting and laying down vessels. In 1848 he began sailing in the full-rigged ship Bothnia, out of Bangor, Maine, bound for San Francisco, at which port he left her and joined the ship Flying Cloud for Honolulu, the Samoan Islands, thence to New Zealand, and Antwerp, Germany, the voyage occupying two years. In 1850 he joined, as third mate, the ship Golden Eagle, bound for Olio, Japan. During this voyage an incipient mutiny broke out among the crew, and in his efforts to discipline the chief malefactors Mr. Carter was so severely cut with the sailors' knives that he was confined to a hospital for six months. He still bears the scars of this savage attack. On his recovery he shipped on the schooner Howling Wind, of Scotland, bound for Yokohama to load for London. On his arriving at the latter port he was appointed second mate of the ship Golden Rule, bound for Melbourne, Australia, where she lay six months, discharging and loading for Liverpool, the voyage occupying eighteen months. In 1852 he returned home to visit his parents, and the following year he shipped as mate on the bark Growler, plying between Boston and Mobile Bay, where they discharged cargo and took on cotton for Cronstadt, Russia. The bark reached the Baltic Sea on May 1, discharged cargo and returned to Boston.

In 1854 Captain Carter shipped as mate on the bark Black Squall, for Rio de Janeiro, but she sprung a leak in the Doldrums and was obliged to put in at St. Thomas where the ice cargo was sold at two cents per pound. The vessel was condemned and sold and the crew returned to New York by the American consul. In 1855 he shipped as mate on the schooner Sea Gull, out of Rockland, Maine, transferring from her to a packet ship plying between Savannah and Havana, which in the fall of 1856 encountered adverse winds and became a total wreck. The crew were picked up by a British ship and carried to Charleston, S. C., from which port the Captain shipped on the schooner Melrose, and landed at Rockland, Maine. He remained at home that summer, engaged in building a vessel, the Isaac Cohen Hertz, of which he became mate, continuing thus until November, when he was appointed master, remaining in command until the month of June of the following year. In 1858 he was appointed master of the Fred Howell, formerly the Petrel, and after sailing her six months was promoted to the command of the fine brig Roseway Belle. His next vessel was the schooner Harper, with which he made one trip to the Windward Islands, then transferring to the Mountain Eagle, and later, by appointment, to the command of the Fred Howell. In 1861, on his last trip out of Savannah, with a cargo of sugar for New Orleans, he sailed with a Confederate clearance - the Civil war then being well under way - with cotton breastworks fore and aft on deck. He reached Boston in due time and then went into the coasting trade with the Fred Howell. In May, 1864, Captain Carter was appointed master of the new brig Dudley, owned by A. B. Morton & Sons, and engaged in transporting passengers and soldiers, fuel and forage for the army. In 1867 he returned home and had the Leila built, owning a fourth-interest in same; he sailed her that year and sold his share.

In the spring of 1868 Captain Carter came out to the lakes, locating in Detroit. He entered the employ of Capt. S. B. Grummond, with whom he remained fourteen years, as master of barges, also fitting out his boats and looking after repairs. In 1883 he went to Cleveland and purchased the schooner Venus, which he sailed four years, and the schooner Julia Willard, which he paid for in freights and sailed for three years. The Venus was lost on Lake Huron, Captain Thompson and all hands going down with her. In 1891 Captain Carter sold the Julia Willard and purchased the schooner Fitzhugh, which he sailed that season. He then went to New York and bought the schooner Daniel Brown, which he brought up to the lakes, sailed her one season and then took her back to New York and sold her. In the spring of 1893 he bought a fourth-interest in the schooner Owasco, with Jones & Co., and put her in the stone trade between Sandusky and Portland, Maine. That winter he engaged in the coasting trade and lost his vessel off Halifax, with a cargo of coal from Philadelphia to Montreal. His next purchase was the schooner Riverside, which he sailed the balance of the season of 1894. In 1895 he was appointed master of the barge Charles Wall, which berth he holds at this writing. Captain Carter was united in marriage to Miss Orelia Carter, of Bristol, Maine, in 1859, and three daughters, Mrs. Herbert C. Walker, Annie M. and Azilla, have been born to them. They reside in Detroit, Michigan.

ANDREW CARTER

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

Andrew Carter is another of those natives of Detroit who have identified themselves with the great interests daily floating past the city. He was born in Detroit December 22, 1862, a son of Andrew Carter, Sr., and his wife, Hannah McLaughlan. He served his time as a machinist in D. E. Rice's shops, and in the spring of 1884 began his connection with the lakes as oiler on the U. S. steamer Fessenden. The next season he shipped as second engineer on the steamer Keystone in the Lake Superior trade, and in 1886 he was second engineer of the steamer S. J. Macy, and in 1887 he held the position on the Manhattan. During the season of 1888 he held the position of second engineer on the Iron Age and the D. W. Rust, and that fall he concluded to try the grocery business in Detroit and stuck to it until the spring of 1889, when, finding it no (sic) to his liking, he sold out and returned to the water as second engineer of the Roumania. In 1890 he went to Buffalo and fitted out the John F. Eddy, and served as her chief until 1894, when he was transferred to the Charles Eddie. He ran her one season, and the spring of 1896 found him chief of the John F. Eddy again, which he ran until about the middle of the season, when he was selected to bring out the new Senator, of whose engines he has since been in charge. On June 20, 1893, in Adrian, Mich., Mr. Carter was married to Miss Mary Gotham, daughter of the late Capt. A. S. Gotham, and they have one daughter, Marjorie. He is a charter member of the A. O. H., No. 5, and also of the M. E. B. A., No. 87.

DANIEL L. CARTWRIGHT

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

Having a father who has sailed the lakes for many years, and who is still sailing, Daniel L. Cartwright, of Algonac, Mich., comes naturally by his predilection for the water. He was born at Algonac, July 6, 1865, and passed his boyhood in his native place, attending the public schools and acquiring a good common-school education. At the age of eighteen he shipped on the schooner Sweepstakes, and the following year, 1884, was promoted to the position of mate on the schooner Wyandotte. In 1885 he was watchman aboard the new steambarge, Thomas S. Christie, and in 1886 and 1887 was wheelsman on the steamer Ira Chaffee, of Detroit.

During the next season he was wheelsman and mate of the tug Daniel L. Hebard, engaged in towing rafts on Lake Superior. In 1889 he returned to the Ira Chaffee as mate, sailing from the straits of Mackinaw to Ohio ports in the coal and lumber trade. This steamer was burned the following year, and in 1890 Mr. Cartwright was mate of the tug Morse on Lake Superior. In the fall of that year he shipped as mate of the steamer Lowell, engaged in the lumber trade, and remained with her during the seasons of 1891 and 1892. He was mate of the steamer Wyoming, of Au Sable, in 1893, and in 1894 was master of the schooner Dashing Wave, of Port Huron. In 1895 he was first mate of the steamer Robert L. Fryer, which boat was in a collision with the Corsica in the Sault Ste. Marie river during that season, and in 1896 he acted as first mate of the steamer Onoko. In 1897 he became master of the schooner Sophia Minch, of Cleveland, and in 1898 master of the schooner Aberdeen, of the Minch Transit Company. Capt. Cartwright's experience has been varied and extensive, and his love for the water, coupled with his thorough, practical knowledge of his work merits and wins the confidence of his employers.

EDWARD A. CARTER

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

Edward A. Carter is a native of Massachusetts, born November 17, 1861, son of Thomas and Hester (Roughsedge) Carter, who were residents for many years of Lawrence, that State.

Thomas Carter was born and raised in England. He manufactured files at Lawrence and also at Buffalo, and was among the first to engage in that branch of manufacturing in the United States. He died in Buffalo, February 14, 1893. Edward A. Carter received his education after his removal to Buffalo, in 1865, at Public School No. 19. He was employed for several years succeeding his school days in the Jacobs Brothers Moulding and Finishing Works; as engineer with the Buffalo File Manufacturing Company, of which his father was the proprietor; was with E. P. Washburn, nickel plater and finisher, and was engineer with Hindston & Hill, of the Buffalo Hammer Works. In 1885, Mr. Carter began life on the water as fireman on the new tug International. He remained about nine months in this employ, and the following season acted as oiler on the steamer Rochester, under Robert E. Walker, chief engineer. Until September of the season of 1887 he was first assistant engineer of the steamer Portage, under George Fritchie, who was chief, and his next position was as first assistant engineer of the steamer Lackawanna, on which he remained until September 15, 1888. On that day he became chief engineer of the steamer Grand Traverse, and was with her continuously until October 19, 1896, when she was sunk off Colchester reef, Lake Erie, in collision with the steamer Livingston. The accident occurred about 5:40 o'clock in the morning, the Livingston striking the Traverse about midship, and making an opening in her side about twelve feet deep. The former was loaded with corn, the latter with 850 tons of coal and miscellaneous merchandise, bound up for Green Bay. A singular fact in connection with the occurrence was that it was the first trip in seven weeks for the Livingston, and the first in eight for the Traverse. During the spring of 1897 he was appointed chief engineer of the steamship Arthur Orr (2,329 g. t.), remaining on her in this capacity till August 5, 1898, when he left her to take a similar position on the steamship Appomattox (2,643 g. t.)

Mr. Carter has taken a complete course at the Colliery Correspondence School, of Scranton, Penn., in marine and electric engineering, and is one of the few experts in this particular line of business, and is employed in much complicated and difficult work where the keenest judgment is required. He is well known and appreciated by all his acquaintances.

On August 5, 1885, Mr. Carter was married at Guelph, Ont., to Amy Edith Harvey, and they have two children, Vera G., aged (1898) ten, and Verna, aged six years. Mr. Carter has been a member of the Marine Engineers Beneficial Association for about six years.

CAPTAIN HENRY CARTER

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

Captain Henry Carter is known to be one of the best sailors out of the port of Cleveland, and no wind, squall or gale can come from any quarter but it will find the sails of his vessel properly trimmed to receive it. He was born in Buffalo, N.Y., in 1841, a son of Henry and Caroline (Reynolds) Carter, and in 1846 removed with his parents to Painesville, Ohio, where he attended school until he reached the age of twelve years. After the death of his mother he went to live with his uncle in Lockport, N.Y., where he again went to school. Becoming tired of thus entertaining his mind, he ran away to Buffalo, where he shipped on the topsail scow Noble Grand, with Capt. Joel Bartholomew, and went out on the lakes. At the close of the season the good captain took him home with him to a farm nine miles from Painesville, and made him feel as a member of his own family, and he remained with him three years in the same relations, the captain sending him to school each winter until young Carter had received quite a liberal education. During this time he sailed on the new scow Granville and the schooner Nonpareil. In 1858 he shipped on the brig Lucy A. Blossom, and following this service engaged before the mast on the barque Great West, the schooners Tartar, Wild Rover, Eveline Bates and numerous others.

In the spring of 1861 Captain Carter shipped on the schooner Middlesex as second mate, and on his return to Painesville in the fall enlisted in Hoffman's Battalion of Infantry, composed of four companies, and which was sent down to the Army of the Potomac, and did as much marching as a full regiment. In 1863 this battalion was consolidated with the One Hundred and Twenty-eighth O.V.I. Captain Carter participated in all of the engagements in which his command joined, and served until the expiration of his term of enlistment, receiving his discharge on January 17, 1865. On his return to the lakes he fitted out the Marion Dixon, and went as mate of her. In the spring of 1866 he shipped as mate of the schooner Mary Collins and he has since served as follows: 1867, mate of the schooner Edwin Harmon, remaining five years; 1872, second mate of the schooner H. J. Webb, with Captain Frinter; 1873, mate of the Sophia Minch; 1874, mate of the schooner Helena; 1875, master of the schooner Charles Hinckley, remaining three years; 1878, master of the schooner H.P. Baldwin; 1879-80, master of the schooner Montana; 1881, master of the schooner Colonel Cook; 1882, master of the schooner Selkirk, which was frozen in at Marquette and had to remain there all winter; 1883, mate of the steamer Egyptian; 1884, mate of the steamer Fayette Brown; 1885, mate of the big iron steamer Onoko; finishing the season on the new steamer Republic; 1886-87, mate of the steamer A. Everett; 1888, mate of the steamer John N. Glidden; 1889, mate of the steamer Siberia; 1890, mate of the R. R. Rhodes; 1891, mate of the A. Everett; 1892, mate of the R. R. Rhodes; 1893, mate of the John N. Glidden; 1894, mate of the A. Everett; 1895, mate of the Idaho. In 1896 he engaged as mate of the Tampa, and went home sick after making two trips on her; on his recovery he went as second mate of the steel steamer Roman, but was compelled to again leave his boat on account of sickness, and after one month at the Marine Hospital he was sent to the Soldiers' Home at Sandusky, where he was cured. Captain Carter has been a life-saver in his long career on the lakes. While on the Granville he rescued the crew of five men and the captain's wife of the schooner Sunshine when she capsized; the captain and his three children were drowned. Captain Carter is a member of Memorial Post, G. A. R., and a charter member of the American Association of Masters & Pilots.

On March 11, 1866, the Captain wedded Miss Sarah Babcock, of Fairport, Ohio, and one daughter, Elina, has been born to this union. Mrs. Carter is a sister of Frank Babcock, who is keeper of the life-saving station at Fairport, Ohio, and Joseph Babcock, who has charge of the lighthouse at that point.

JOHN W. CARTER

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

John W. Carter of Detroit, was born in that city July 14, 1873, and there he has lived the greater part of his life. He received his education in the Detroit public schools, and when fourteen years of age entered the Eagle Iron Works, where he served an apprenticeship to the machinist's trade. He subsequently commenced sailing, serving one year each on the Manola, Fessenden, B. S. Kirby and Harvey H. Brown, as oiler, and during the next season he acted as second engineer on the M. M. Drake. In 1896 he served in the same capacity on the Harvey Brown. Mr. Carter is a member of the M. E. B. A., and he is well-known among the members of that body as a young man whose knowledge of marine work has been gained through experience, and whose success in the past is the best of reasons for predicting his success in the future.

Mr. Carter is one of the family of five children born to Richard and Belle (Serle) Carter, the former of whom, a native of Detroit, spent many years of his life as a marine engineer and at the present time is in Chicago, employed by the Chicago Shipbuilding Company. Mrs. Carter, who was born in London, England, died June 14, 1890. Of the family, John W. is the eldest; Andrew E. is a salt-water sailor, now engaged near San Francisco; Richard H. is a sailor on the lakes; Daniel H. and Edward W. are in school in Chicago; Hattie M. was born February 2, 1889, and is attending school in Detroit at the present time.

CAPTAIN EDWARD CARUS

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

Captain Edward Carus, master of the new Goodrich steamship Company's passenger steamer Georgia, built at Manitowoc by Burger & Burger during the winter of 1897-98, has been in that employ off and on since he first commenced to follow the lakes, in the several capacities from boy to master. The fact that he has been chosen to bring out the last elegant new addition to the fleet is evidence of the esteem in which he is held by the management of the company for which he works.

Captain Carus was born in Manitowoc, Wis., on April 15, 1860, a son of Frederick Carus, who was one of the pioneers of Manitowoc, and for many years a fur trader among the Indian tribes in that region. The father was a German exile, having taken a leading part in the revolution of 1848 in that country, escaping to the United States soon after the uprising was quelled. Many of his comrades were cast into prison and some suffered death. Captain Carus' school days terminated when he reached the age of fourteen years, as he then shipped as porter on the steamer Alpena, owned by the Goodrich Steamship Company, plying in the passenger trade between Milwaukee and Ludington, and he went as watchman the next three seasons on the same steamer. In the spring of 1878 he transferred to the steamer F. J. Truesdale, plying between Chicago, Escanaba and Green Bay ports. This was followed by a season in the steamer Oconto, running over the same route, as wheelsman. In the spring of 1880 he shipped before the mast in the schooner C.C. Barnes, leaving her at Buffalo and joining the schooner Samuel J. Tilden. On leaving her, he went by way of the Erie canal to New York, where he shipped in the steamer Crescent City, plying between that port and Havana, touching at Charleston, Savannah and other intermediate ports. The next spring he returned to the lakes and shipped before the mast in the schooner C.C. Barnes, but afterward changed to the steamer Menominee as wheelsman; she being a winter boat, he remained in her until the spring of 1882, when he was appointed second mate, having taken out his license in 1880. During the next three seasons he was mate of the steamer Corona, plying between Manitowoc and Green Bay ports. In 1886 he was appointed mate in the steamer Joseph L. Hurd, of the Lake Michigan & Lake Superior line. In the spring of 1887 Captain Carus was appointed master of the passenger steamer Nellie, which carried the United States mails between Harbor Springs and the Beavers. In 1888 he again entered the employ of the Goodrich Steamship Company, as mate of the Depere. The next spring he came out as master of the steamer Hunter, owned by Mr. Booth, and sailed her until June, when he assumed command of the steamer Muskegon, and sailed her until the fall of 1892, going as master on the Sheboygan the next spring, but closing the season on the Menominee. He sailed the Muskegon again in 1894 between Chicago and Green Bay ports. His next command was the City of Ludington, which he sailed until the fall of 1897 over the same route. In the spring of 1898 the Captain fitted out the splendid new steamer Georgia, brought her out, and is in command of her at this writing. Socially, he is a Royal Arch Mason, and a member of Council No. 42, Loyal League.

On October 1, 1890, Captain Carus was married to Miss Mary, daughter of J. G. Bahr, of Manitowoc, Wis. He has acquired a fine property in his native city, and has recently built for the occupancy of himself and wife a spacious modern residence.

HENRY CASEY

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

Henry Casey is one of the family of nine children of William and Katharine (Kelly) Casey, natives of Ireland, who emigrated to this country in the early 'sixties and settled at Brockville, Ontario, later removing to Burlington, Vermont. Henry Casey was born at Brockville, July 12, 1866. He attended school there and also later on at Burlington, continuing at school until 1879, when he began work at steam boating with the Anchor line. In this service he has been continuously since, and the fact that he has been retained so long speaks as well for his steadiness as for his efficiency. His first berth was as watchman for the seasons of 1879-80 on the Delaware, following with two seasons each on the Clarion and Juniata and one on the Wissahickon, in the same capacity. In 1886 he was promoted to second mate's berth, and served in that capacity on the Conestoga for three seasons and on the Codorus one season, in the following season, 1890, becoming mate of her. He was next mate of the Juniata for two seasons, and then went into the Conestoga again, under Captain Cronkhait, having remained on this boat ever since, including the season of 1897. Mr. Casey has had the usual experience of steamboat men. He is a member of Local Harbor No. 41, American Association of Masters and Pilots. He makes his home in Buffalo, N.Y., and is unmarried.

C. CASTLE

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

C. Castle is perhaps one of the oldest lake engineers, and it has been his favor to have charge of some of the best machinery. He has also received much honor from the Brotherhood of Marine Engineers, having been the second grand chief elected by that body after its organization. His career opened in 1868, as oiler on the steamer Northern Light, J. Kendall, chief engineer, and it is notable among engineers that, being a perfect machinist, he jumped the position of second engineer and was appointed chief in the old Northern Transportation line of steamers; first in 1872 on the Buckeye; in 1873 on the Vanderbilt; in 1874 on the Maine; and in 1875 he was re-appointed to the Vanderbilt; which he laid up at the end of the season and went ashore at Cleveland, taking charge of the rubber works of W. H. H. Peck, where he remained three years. In 1879 Mr. Castle took charge of the engines of the Cleveland Burial Case Company, serving in this capacity three years, when he went aboard the propeller Havana, of the Hanna line, with which he continued for three seasons. During President Cleveland's first term Mr. Castle was appointed engineer at the postoffice, resigning this position to enter the employ of the Rhodes line of steamers. He brought out the steamers R. R. Rhodes, Neosho and Neshota, remaining in this employ until the season of 1890, when he entered the Minnesota line as engineer of the steamer Metoa, on which he served but one season. In 1891 he became chief of repairs and construction for the Corrigan line of propellers and he remained with this line four years, having charge of the Italia one year, and the Aurora three years. In 1895 Mr. Castle took charge of the machinery of the Cleveland Linseed Oil Works. He retired from active service on the lakes in the summer of 1896.

JOHN CAUL

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

John Caul, the chief engineer of the steamer New York, of the Union line, for the seasons of 1896-97-98, is a native of County Wexford, Ireland, and is a son of Andrew and Katherine (Mullen) Caul, both of whom are now deceased, the latter having died when the subject of this sketch was six years of age. The former was a gamekeeper in his country. He was the father of nine children, the two now living, besides our subject being Lawrence, a machinist of Chicago, and Kate, wife of Michael Finn, an owner of Erie canal boats.

John Caul was born March 17, 1855, attended school in his native country, and upon emigrating to America, in about 1870, located in Dutchess county, N. Y., where he worked in mines some four years. His next employment was in the capacity of fireman on the Grand Trunk railway between Buffalo and Sarnia for about two years, at the end of which period he entered the lake service at Buffalo. He began first by firing a season on the steamer Atlantic, his next service being upon the Dean Richmond for five consecutive seasons, the first three as oiler and the last two as second engineer. For the seasons 1881-82-83-84 he was second of the New York, and he then passed a period of four years in Chicago, running a stationary engine for the C. W. Allen Tobacco Manufactory on the corner of Monroe and Canal streets. Mr. Caul now returned to the lake service. For the seasons of 1889-90 he was second engineer of the New York again, for those of 1891-92 of the H.J. Jewett, 1893-94-95 of the Tioga, and as above stated became chief engineer of the New York in 1896, his faithful service being appreciated to such an extent that he was continued in the same berth for the seasons of 1897-98. Mr. Caul is a member of the Marine Engineers Beneficial Association. Mr. Caul has been most successful in his work by continuing in one employ as much as possible.

In 1884 Mr. Caul was married at Buffalo to Miss Annie McGrath, by whom he has one son, Stafford John. They reside at N. 69 Barton street, Buffalo, New York.

WILLIAM CAVANAGH

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

William Cavanagh, one of the best qualified and most prominent marine engineers sailing out of Milwaukee, was born in County Monaghan, Ireland, on August 2, 1845, son of Peter and Mary (McNeel) Cavanagh, both natives of the same county. They came to the United States in 1849, locating on a farm in Delaware county, Iowa, where they still live and where William was reared and educated. He remained at home until he reached the age of eighteen years, when he went to Delhi, Iowa, as an apprentice to the blacksmith trade with his uncle Patrick McNeel, remaining but a short time, however, as he went to Manchester to learn the machinist's trade with Mr. N. Denton.

Mr. Cavanagh commenced his career on the lakes as oiler on the side-wheel steamer City of Milwaukee, plying in connection with the Detroit and Milwaukee railroad, and was on her in November when she collided with and sank the Lac La Belle at South East Bend, St. Clair river, the purser and chief engineer drowning. In 1867 he was engineer of the steamer Mary, engaged in tugging out of Grand Haven. He then stopped ashore, becoming engineer of a sawmill at Port Sheldon, Mich., where he continued until the mill was destroyed by fire three years later, after which he went to Delhi and took charge of the machinery in a distillery. In 1875 he returned to Michigan and ran an engine in one of the Detroit & Milwaukee Railway Company's elevators three years, going thence to Grand Haven, where he became engineer of the tug Jerome. In 1879 he went to Pentwater to run the tug Messenger, following with a season in the steamer Trader. In 1881 he went to Manistee as engineer in Jimmerson, Dempsey & Co.'s sawmill, passing the next year as locomotive engineer on a thirty-five-mile track up the big Manistee, operated by Buckley & Douglas to haul their logs. That winter he was placed in charge of the steamfitting shop of H. Mee, at Manistee, and in the spring became engineer of the tug Crowell. Mr. Cavanagh passed the season of 1884 as engineer of the tug Albion, of Hamblen, Mich., the following spring joining the Ida M. Stevens, of Ludington, which he ran until May, 1886, when he was appointed chief engineer of the steamer Almendinger. In the spring of 1887 he joined the steamer City of New York as chief; 1888, the J. B. Ballentine; 1889, the Cuba, closing on the Campbell; 1890, the steamer Ionia. In October the Ionia, Captain Daniels, and Monteagle, Captain Griffin, came into collision three miles below Wauboshene, no lives being lost, however. In the spring of 1891, Mr. Cavanagh was given chief engineer's berth on the steamer Thomas Davidson, retaining that office two seasons, and in 1893 went on the passenger steamer City of Racine, plying between Chicago and Grand Haven, finishing the season in the steamer Progress. The following season he was in the Hattie B. Perew. Mr. Cavanagh then stopped ashore two years as engineer of the Arc Light Company of the city of Milwaukee, and in 1897 became engineer for the Wisconsin Milling Company, holding that position until September, 1898, when he joined the steamer Fred Pabst as chief engineer. He has had twenty-five issues of marine engineer's license, and had his license revoked for a year for acting as captain of the tug Messenger, owned by Jacob Fisher, of Pentwater. During his long career he has been usually successful with his machinery and has always enjoyed the confidence of his employers.

Socially, Mr. Cavanagh is a member of the Marine Engineers Beneficial Association, and has been twice elected to the office of vice-president of Milwaukee branch No. 9; he is also a member of the Royal Arcanum. On February 13, 1866, Mr. Cavanagh wedded Miss Ellen Maxwell, of Delaware county, Iowa, and the children born to this union are Mary Ellen, now the wife of James Wilson, a prominent druggist of Manistee, Mich.; Sarah J.; William, chief engineer of the steamer Columbia; John; Frank; James, engineer on the steamer Samoa, who took out license when he reached the age of twenty-one; Catherine, the wife of Mr. Schroeder, a merchant tailor; Peter, who married Mary Griffin, of Milwaukee; Ellen and Esther. The family homestead is at No. 779 Eleventh street, Milwaukee, Wisconsin.

HENRY CHALK

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

Henry Chalk has long been a sailor, having begun his marine career forty-one years ago as ferry boy on Buffalo creek, his boat, named the Wild Irish Girl, plying at the foot of Main Street and the Richmond elevator. Since that time he has become one of the best known engineers on the lakes, and has held the position of chief in the passenger steamers of the Lake Michigan & Lake Superior Transportation Company for twenty-one years. Mr. Chalk is one of those engineers whose machinery is always in order, and readily gains the confidence and esteem of all interested. He is a son of Michael and Catherine Chalk, both of whom were natives of County Roscommon, Ireland, coming to America in 1832, and locating on a farm near Oakville, Ontario, where Henry was born April 15, 1837. During his early boyhood he assisted his father on the farm, and attended the district schools.

In 1894(sic) Mr. Chalk began his lakefaring life out of Buffalo before the mast in the schooner Scotland with Capt. Dan Bowen. The vessel was dismasted that fall in a squall, but this did not deter him from shipping again the next year, as he joined the schooner Robert Emmet in the same capacity, following with a season in the new schooner Alice, in which he made his first trip to Chicago. In the spring of 1867 he was advanced to the position of wheelsman in the schooner Hunter, holding that berth but a short time, and changing to become fireman in one of the Evans line steamers, plying between Buffalo and Chicago. That winter he worked under instruction in the Buffalo Iron Works, with the purpose of becoming a marine engineer, and retained his place there until the spring of 1870, when he shipped as oiler in the steamer Colorado, closing the season in the tug Monitor, operating out of Chicago.

In the spring of 1871 Mr. Chalk took out engineer's papers, and was appointed second in the steamer F. B. Caldwell, holding a like berth in the B. F. Wade the next two seasons, and in 1874 joining the Canisteo, also as second engineer. In the spring of 1875 he was appointed chief engineer of the passenger steamer J. T. Truesdell, taking the Ida M. Torrent the next season. In the spring of 1897(sic) he entered the employ of the Lake Michigan & Lake Superior Transportation Co. as chief engineer of the passenger steamer City of Duluth, which he ran for twenty consecutive seasons, until she sank at the piers of St. Joseph, Mich., in the winter of 1897. In the spring of 1898 he was appointed chief of the steamer James Fisk, Jr. Mr. Chalk passed one winter on the ocean, making the passage to Liverpool in the Arizona, and thence to Hull, England, and Glasgow, Scotland, in the steamer Illinois, finally going to Greenock, where he shipped in the Ocean Monarch for Boston.

Mr. Chalk is one of a family of nine children. John, the eldest son, enlisted in a New York volunteer infantry regiment in 1862, and served with distinction; he was killed at the battle of Gettysburg, Penn., and although his mother and sister went after his remains, they were never recovered. Ellen became the wife of F. Lynch, of Boston, Mass. Elizabeth is the wife of George Connolly, of Valley Falls, R. I. Theresa is living in Pawtucket, R. I. Michael has been engineer in the Leland, St. Paul, Annie L. Craig and other steamers, and is now United States boiler inspector for the Duluth district. Edward enlisted in the Union army in 1864, and participated in the battles around Richmond and Petersburg; he died while in the service, and his mother went south, received his body and took it to her home for burial. William became an expert machinist, as did also Timothy, who is an inventor and took out patents for oil cups and rubber packing which are coming into general use. Henry Chalk now makes his home in Chicago. He is unmarried. Socially, he is a member of the Marine Engineers Beneficial Association.

CAPTAIN WILLIAM CHAMBERLAIN

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

Captain William Chamberlain, the well known master of the Adella Shores, plying between Chicago and all lake ports, has spent almost his entire life upon the water, becoming a sailor at the early age of six years. He was born in Suffolk, England in 1832, a son of Joseph and Mary {Roberts} Chamberlain, natives of the same shire. The father, who was also a seafaring man, engaged mostly in fishing and whaling, lived and died in England.

The Captain began sailing with his father in 1837 off the east coast of England, and on leaving home at the age of sixteen, went to Blyth and served two years as a sailor on the brig Darling. He finished his time on the Darling, and wintered on the Danube river. For some years he sailed on salt water, during which time he visited all of the important ports of the world, and in the English merchant marine went up the Baltic, and later to Jamaica, West Indies, and the Dry Tortugas. In 1849 he returned to England, where he shipped in the bark Cecil, of Greenwich, for San Francisco, being six months and twenty days in making the passage. There he left the boat and shipped on the Fulbert, of Bath, Maine, for Hong Kong, China. Leaving that vessel on the Chinese coast, he shipped on the Sheridan for London, England, thence proceeded to Newport, Wales; on arriving at this port he joined the Francis, of Portland, Maine, bound for New York City, where he arrived after the stormy voyage of six months and twenty days. After stopping for a short time in Buffalo, he proceeded to Chicago in September, 1852, and there he has since made his home, honored and respected by all who know him.

Captain Chamberlain commenced sailing out of Chicago on the schooner Alert, was later on the brig Clarion, of Erie, sailing her from Chicago to Buffalo, and the next year was made second mate of the schooner Lansing. In 1854 he was on the ill-fated schooner Porter, when she capsized off North Point, near Milwaukee. In 1858 he was appointed master of the Commodore Preble and held this command for four years; and then was mate of the Juniata Patten during the season of 1862; followed by a like berth on the brig Pidgeon and the William H. Stephens, serving previous to this as captain of the S. F. Gale; and for five or six seasons was master of the Cherubusco, and he further was in command of the following vessels: The schooner Gertrude, of which he was master two years; later was captain of the bark Simms for four years; the schooner Florence Golden five years; the schooner Owasco one year; the schooner Kate Winslow for part of a season, which he finished on the bark Wells. Then on the James Couch for two or three years; of the steamer Bessemer two years, owned by the firm of Wolf & Davison, who also owned Jim Sheriffs, of which he had command for one year. He was next master of the Burmah, belonging to Leopold & Austrian; followed by two years on the steamer Argonaut, from which he transferred to the Escanaba, owned by Owens, in whose employ he remained for some time, when he took charge of the Adella Shores. With the exception of the year 1871, which he spent on shore, Captain Chamberlain has been an active participant in marine affairs since coming to Chicago, of which city he has been a resident for the past forty-five years, and is widely and favorably known among lakefaring men. He is an honored member of the Masters & Pilots Association.

In 1853, at Buffalo, N. Y., Captain Chamberlain was married to Miss Mary J. Chestall, and to them were born seven children: Mary J., deceased; Samuel, now master of the Escanaba; Anna; William, who is also a sailor; Adaline; Joseph, deceased; and Emma.

HENRY L. CHAMBERLIN

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

Henry L. Chamberlin, manager of the Buffalo and Rochester Transit Co., marine superintendent of the Great Lakes Steamship Company, and one of the well known successful men of the lakes was born in Cedarburg, Wis., October 10, 1852. He is the son of Charles E., and Eliza (Hill) Chamberlin, the former of whom was born in Catskill, N.Y. in 1816 and the latter in Oxford, Chenango County, in 1820; she was educated in the famous Oxford Academy located in the town of Oxford. The children of Charles E. and Eliza Chamberlin were as follows: Charles, a prominent vessel owner and broker of Detroit, Mich.; Ella D.; Mary E.; Henry L.; Benjamin F.; and Nellie; the latter two dying when they were twenty-two and sixteen years of age, respectively.

Charles E. Chamberlin moved to Wisconsin about 1840, and was engaged in the newspaper business in Milwaukee for several years, and was associated with C. Latham Scholes, the inventor of the first typewriter. He also served as a member of the Legislature of Wisconsin in 1852 and in 1872; in the meanwhile holding numerous county offices, such as clerk of the court, justice of the peace, etc. In politics he was a Democrat, but later in life became a Republican. He died May 8, 1897, at Port Washington, Wis., the early home of the Hon. Leland Stanford.

Henry L. Chamberlin was educated in the common schools of Port Washington, and the education here gained has been supplemented with a wide range of reading. His first experience on the lakes was when he was fifteen years of age and he became cabin boy on the steamer Manitowoc, of the Goodrich line, running out of Chicago. In the same position he afterward served on the steamers Alpena and City of Madison; and then went as associate purser on the steamer Marine City, which was later burned on Lake Huron with a large loss of life. From this boat he went on the side-wheel steamer, Huron, which was afterwards dismantled and put out of commission; and then in the steamer Milton D. Ward, running on the Detroit river. Following this he was on the steamer Island Queen, the little vessel stolen by the Rebels during the war, when they intended an attempt to release the prisoners on Johnson's Island, and was later on the steamers Favorite and Sarah Van Epps. He next went on the steamers Eighth Ohio and City of Sandusky, the latter of which was afterward burned on Lake Erie. Following this he was on the steamer Benton, running between Saginaw and Cleveland, which is still in commission as a steam-barge, and then he went as purser on the steamer Messenger, which has since been burned on Lake Huron; and from the Messenger to the side-wheel steamer City of Toledo, which was burned at Manistee, and whose engine, formerly in the steamer Dart, was placed in the steamer Flora. From this boat he went to the John A. Dix, thence to the Keweenaw, running from Buffalo to Duluth. In 1877 he went on board the steamer Annie L. Craig, also running from Buffalo to Duluth, and which afterward became a Canadian boat, under the name of City of Winnipeg, and finally burned in Duluth. He then went on the steamer Jacob Bertschey, which was afterward lost at Grindstone City, Lake Huron; she belonged to the Engleman line, of Milwaukee. From this boat he went on the steamer Lake Breeze, afterward burned at the mouth of the Detroit river; and the next on the Minneapolis, which sunk in the Straits of Mackinac in the spring of 1895. He was then on the steamer Amazon, and was on board her when she was wrecked at Grand Haven, the passengers and crew, about seventy persons in all, being rescued by the life-saving crew. On all the vessels on which he sailed subsequent to the Marine City, he held the position of purser, though in his marine career he has filled the positions of lookout and wheelsman, and, in fact, has served in nearly, if not quite all, the various grades. He also sailed on the Alpena of the Goodrich line, which was lost in a storm on Lake Michigan in the fall of 1880. He was on the steamers Depere and Menominee, and came out in the new steamer Wisconsin in the spring of 1881. His next boat was the City of Milwaukee, which was built in 1880 and ran between Milwaukee and Grand Haven; and is now owned by Graham and Morton, and is running between Chicago and St. Joseph. The following year he went on the St. Paul, running from Buffalo to Duluth, and in 1885 he was made Buffalo agent for Ward's Detroit and Lake Superior line, which, in 1891, changed to the Crescent Transportation Company. He remained with this company until the spring of 1895, becoming interested, in 1894, however, in the Buffalo, Rochester & Syracuse Steamboat line, now the Buffalo & Rochester Transit Company.

On August 13, 1879, Mr. Chamberlin was married to Miss Eliza Anthony, daughter of Barney and Jane (Hannah) Anthony, the latter of whom was from Antrim, a maritime county in the northeast of Ireland, and the principal home of the celebrated Scoth-Irish race. Jane Hannah was a daughter of James and Sarah (Maxwell) Hannah. Mr. and Mrs. Chamberlin have had born to them the following children: Royal H., born June 29, 1887; Gregory H., born September 13, 1889, and died at the age of sixteen months; Gertrude, born May 19, 1891; and Hazel, born May 30, 1894. Mr. Chamberlin is a member of the F. & A. M., Azankee Lodge No. 17; Ottawa Council of Chosen Friends, Grand Haven, Mich. He and his family reside at No. 34, Days Park, Buffalo, New York.

MYRON K. CHAMBERLIN

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

Myron K. Chamberlin, master of the schooner Marcia, was born in St. Clair, Mich., in 1870, the son of John Chamberlain, a prosperous farmer. His early life was spent in school and on his father's farm, and he commenced sailing in 1889. He was seaman before the mast in the schooner Reindeer, until the steamer Oscar T. Flint came out, when he went as deckhand on her. He finished the season as watchman in the steamer J.C. Gilchrist. He spent the season of 1890 in the Oscar T. Flint and the John M. Nicol, and as wheelsman in the C.W. Elphicke, during 1891, and in 1892 until the W.H. Gilbert came out. In 1893 he held a similar position in the steamer Maruba, and the year following he was second mate on the Maritana. In 1895 he was second mate of the Mariposa, and during 1896 he was appointed master of the steel schooner Marcia, of the Minnesota Steamship Company.

In the fall of 1897 Captain Chamberlain sighted the wreck of the Idaho, off Long Point, and assisted Capt. F. Root and his brave crew in rescuing the two men, the sole survivors of the a crew of twenty-one.

ELMER E. CHAPIN

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

Elmer E. Chapin was born September 27, 1860, at East Otto, Montgomery Co., N.Y., and received his education in the common schools of Buffalo, to which city his parents removed soon after his birth. He is the son of Rev. Lucius, a minister in the Methodist Church and Sophia Chapin, who were American born, and in the early days were known as "Down East Yankees," both being born in the State of Vermont, and on the father's side the family is descended from Ethan Allen. Rev. Lucius Chapin was a minister in the Methodist Church.

The first experience of our subject in connection with the lakes was, though nothing but a school boy, in the capacity of a deck hand or line man on the tug Newsboy, of Buffalo harbor. After leaving this employ he spent two years in the machine shops, learning the trade of machinist, which he subsequently followed. His first boat was the tug Iron Bridge; then the Newsboy for two or three seasons. His next employment was as chief engineer in the tug Fulton, where he remained one season, and then returned to the Newsboy in the same capacity, remaining in her until she was remodeled and her name changed to the Leo Lennox. The next service he engaged in was with the New York Central Railroad Company, on its Western division, for which company he acted as fireman eleven years and engineer two years, and then, in June 1891, he came to his present position, that of chief engineer of the Exchange Elevator. Mr. Chapin was a member of the Brotherhood of Locomotive Firemen for eight or nine years, and for eight or nine has a member of the Marine Engineers Beneficial Association; for the past two years has been a member of the Ancient Order of United Workmen.

Mr. Chapin was granted a license as engineer at the age of eighteen years, and was one of the youngest engineers in the harbor.

On July 1, 1885, Mr. Chapin was married to Nelly C. Kirkland, daughter of Gilbert C. Kirkland, formerly of Rochester, N.Y. To this union have come children as follows: Harry E., Jennie (deceased) and Gilbert.

JAMES L. CHASE

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

James L. Chase, general manager of the Chase Machine Company, was born in 1850, at Russell, Cuyahoga Co., Ohio, and in 1853 came with the rest of his father's family to live in Cleveland, where he received his education in the public schools. At the age of fifteen he was apprenticed to the Cuyahoga Steam Furnace Company, J. F. Holloway being superintendent of the works at that time. They were established in 1835, and were situated on the river front, the location being the present site of the Cleveland Ship Building Company. Shortly after serving his time, he joined the Lady Franklin as second engineer, thus beginning his sailing experience in 1872.

From that time until 1880 Mr. Chase was second engineer on the following steamers during the seasons of navigation: City of Sandusky, Annie Smith, V. Swain, Cormorant, Selah Chamberlain and John M. Glidden, and working during the winter seasons in the machine shops of the city.

In 1880 he joined the Ohio as chief engineer with Capt. J.C. Estes, with whom he sailed as chief for a period of nine seasons. In 1887 Mr. Chase had patented an automatic fog whistle machine, which has become in general use on the lakes. In 1889 the Chase Machine Company was established on the site of their present works, as general machinists and manufacturers of the Chase Automatic Fog Whistle Machine, Mr. Chase's partners at the time being Messrs. Barnes and Ball.

In 1880 Mr. Chase was married to Miss Lizzie Pempin, of Cleveland, by who he has two children; Herbert, now (1898) aged eighteen, at present a student at Mount Union College, Alliance, Ohio; and James, aged twelve years, who is now receiving his education at the public schools of Cleveland.

THE CHASE MACHINE COMPANY

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

The Chase Machine Company was organized in September, 1888, for the manufacture of the Chase automatic fog whistle machines, stationary and marine engines, steam pumps, dredging machinery and deck engines, and to do a general business as engineers, machinists and blacksmiths. Later specialties have been vacuum power hammers and drop hammers, automatic hotwater heaters, marble-cutting machinery, and marine machinery of various descriptions. The Chase automatic towing engine, for handling a wire tow line, and automatically relieving it from the extraordinary strains of rough water towing, and the Chase steam steering engine, with hydraulic lock and speed governor, are among the latest and most novel of the Chase patents. This company also builds in considerable numbers a wide variety of hoisting engines for marine and other work, and a special type of three-cylinder mining hoist has been favorably received. Officers of the company at its formation were G.C. BARNES, president; J.L. CHASE, vice-president and general manager; J.H. BALL, secretary and treasurer, and Luther ALLEN and G.E. CHALFANT, also directors. Other directors have been J.H. PANKHURST, Walter MILLER, Robert S. HAY, Charles E. NEWELL, and J.D. KIRBY.

Present officers are James L. CHASE, president and general manager; Walter WILLIAMSON, vice-president, and Frederick Metcalf, secretary and treasurer. A biographical sketch of Mr. Chase follows. Mr. Williams