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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. Williamson is a skilled machinist of wide experience as foreman and superintendent, and formerly of the firm of Williamson & McDermott Twist Drill Company. Mr. Metcalf is a graduate of the Massachusetts Institute of Technology in Mechanical Engineering, and has had eleven years experience, mostly in charge of marine hydraulic work.

CAPTAIN CORNELIUS B. CHATTERTON (on a ship (India) schedule it was written as C.B. Chatterson, Captain)

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

Captain Cornelius B. Chatterton, more familiarly known all over the lakes as Niel Chattertown, was born at Ogdensburg, N. Y., March 22, 1844. He is a son of Jacob Chatterton, an old steamboat man and a bateau pilot on the St. Lawrence river before the day of steamboats, who was a Canadian by birth and died in 1889. He had quite a family of children, six besides the subject of this sketch, viz: Stephen, a lake and saltwater sailor; Michael and Edward, machinists; William, who died in Chicago, in 1893; and two who died in early life.

Captain Chatterton obtained his education at his native place and Morristown, N. Y., not attending school any after he was eleven years of age, but by close observation he has come to be a well-informed man. At the age of eleven years he shipped out of Ogdensburg as boy on the schooner Allegan, of Cape Vincent, remaining part of the season, which he finished in a sloopscow that he had under charter to carry cordwood and tanbark up and down the river St. Lawrence. In 1856 he was master of the scow Sharp, and in 1857 was before the mast on the schooner Governor, of Kingston, owned by Captain Taylor. In 1858 he started out as a driver on the Erie canal, but by some misfortune had his team drowned at Syracuse, and was consequently discharged without pay. He then thought he would try his chances at New York harbor, and going to that place shipped on the ship Edward Hyman, bound for San Francisco. After three years knocking about in the western country, sailing mostly along the Pacific coast, he turned up in Chicago, as a substitute broker, and there resided and carried on that business about two years. An interesting fact is that he built the first recruiting office, on the ground now occupied by the Chicago courthouse, out of twelve-foot slabs, part of the cargo of a schooner, the capital stock in the enterprise consisting of twenty dollars, a half-interest being owned by Hiram Manuel, now a wealthy vessel owner of San Francisco. During the winter of 1862-63 the partnership was dissolved and Captain Chatterton did business, individually, in substitute brokerage in different parts of the country until about 1865, in the spring of which year he, with James Pringle, of Benton Harbor, bought the schooner Annie, of Bronson harbor. In October he sold his interest to a Mr. Black, and the vessel went ashore subsequently at St. Joe, Mich., drowning both owners. Captain Chatterton then shipped before the mast out of Milwaukee in the bark DeSota, which he left at Buffalo. He then went to New York City and shipped in the bark Kate Kelley, trading between that port and Aspinwall, and next took a couple of voyages in the schooner Jim, a small packet trading to the West Indies.

From that employment Captain Chatterton returned to the lakes and became mate of the bark David Morris in the lumber trade from Pidgeon river, Lake Huron, to Cleveland, and coal to Chicago, at which latter place she was laid up at the close of the season. He was next mate of the schooner Rosa Dousman, which was lost on her first trip about two miles north of New Buffalo, Mich. The vessel was lying at the end of the pier, being loaded with cordwood, when the wind struck her from the northwest so close that she could not fetch out. They let go her anchor, but a gale of wind followed with such fury that the anchor chain parted, and the vessel went ashore on the ice which had formed an almost perpendicular wall some forty feet high. There she hung from 8 in the evening till 8 the following morning, with the sea running over her all night. About 1 a.m. one sailor perished, and about an hour afterward two more succumbed; but they were made fast to the main boom. At about 8 a. m. the people of New Buffalo came down, and a line was passed to them so that the remainder of the crew - the captain, the mate (Chatterton), the cook and one sailor - were taken off. He was next mate and sailing master of the schooner Kitty Grant for about four months in the trade to White Lake, Mich., and for the rest of the season he was mate of the Kate Darley, out of Chicago. For the succeeding season he was mate of the propeller Omar Pasha and steam barge Dunbar, of Chicago. He now returned to mate's berth in the Kate Darley, and from her went on similar berth in the Equator, after a trip and a half becoming her master, and so remaining until she was lost off the dock at North Manitou island November 6, 1869. He was next master of the propeller Lady Franklin, with which he did some wrecking work for the schooner Hammond, ashore on North Manitou island. For this service he received $1,600, after a period of seven years spent in litigation in Chicago. The Franklin was subsequently refitted, and used in the trade to Green Bay along the shore of Lake Michigan in opposition to the Goodrich line, and later sold to Cleveland parties. That season (1870) was finished by Captain Chatterton as master of the schooner A. Rust. In 1871 he was mate of the tug Bismarck, towing barges from Chicago to Buffalo, and he was also in the Bismarck three trips in 1872, thence going to Cleveland and bringing out the steam barge Michael Groh. He returned to the Bismarck and because the master left to go into the Messenger he filled master's berth until the close of that season. In the spring of 1873 he made a couple of trips to Chicago as mate of the passenger steamer India, but finished the season as master of the schooner Annie Sherwood.

Until August of 1875 Captain Chatterton was interested in a saloon at the corner of Water and Wells streets, Chicago, when he fitted out an expedition to go to Lake Erie, to search for a cargo of whiskey sunk off Monroe, Mich.; but at the end of three months he returned to Chicago unsuccessful. In 1876 he was mate and sailing master of the steambarge Leland, and continued until July 1877, when he transferred to the propeller Norman, which was made over into a lumber barge at Milwaukee. In 1879 he was mate of the Japan, of the Anchor line. The following season he made two trips in the Japan, and then became master of the India, in which he remained till the close of the season in 1883. He was in the India, on Lake Superior, during the big blow of 1880 when the Alpena went down in Lake Michigan, and was in the trough of the sea for fourteen and one-half hours, shifted her upper masts, and she was finally pulled out.

In 1884 he was master of the steamer Oneida from Chicago to Ogdensburg, N. Y., and the following season he was for part of the time master of the excursion steamer Pickup, which he chartered at Marine City to run on Niagara river. He was also mate and pilot of the steamer H. E. Packer, which he laid up at Chicago after a trip so late in the season that he crossed Saginaw bay on Christmas eve, and on Christmas night went through Mackinac straits without a light on his way up. In 1886 he was master of the steamer New York, in the trade between Chicago and Muskegon, and between Chicago and Georgian bay, which went ashore on November 22 at Cordwood Point, Lake Huron, but which he finally laid up at Chicago. In 1887 Captain Chatterton bought the schooner C. A. King, of which he was master four seasons, selling her in June, 1891, and finishing the season as master of the Toledo. During the season of 1896 he bought the steamer Harbrecht and barge Camphor, which he runs with excursion parties in connection with his liquor business, which he carries on at No. 120 Main street, Buffalo. These vessels he sold, however, in the fall of 1897.

The Captain has had a long and successful experience in the navigation of the Great Lakes, sailing in his time some of the best boats of the lakes, and had had many trying times, such as would test the courage of any man. Because of his coolness in all times of danger, he has invariably reached port in safety, and on occasions when other men have given up the ship. He is a member of the Ship Masters Association, carrying Pennant No. 367, and of local Harbor No. 41, of the American Association of Masters and Pilots; socially, he affiliates with the Elks, the Masons (Blue Lodge and Chapter) and Knights of Pythias. He was married in 1884 to Miss Eliza Crabb, of Erie, Penn., and they reside at No. 120 Main street.

CAPTAIN ROBERT CHESTNUT

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

Captain Robert Chestnut, the courteous and popular master of the passenger and freight steamer Cuba, was born in Kingston, Ont., in 1852, a son of Samuel and Mary (Dunlop) Chestnut. Two of his brothers, James and Henry, follow the same calling, the former as engineer of the Walter L. Frost, of the Ogdensburg Transportation Company, and the latter as master of the steamer Melbourne, of the Montreal & Chicago Shipping Company.

Robert Chestnut attended the public schools of his native city until he commenced sailing, which was in the spring of 1869, on the side-wheel passenger steamer Kingston, plying between Montreal and Hamilton. The following season he joined the propeller Dalhousie, which plied between Chicago and Montreal; in the spring of 1871 he shipped as wheelsman on the steamer Georgia, and in 1872 on the side-wheel steamer Corinthian, running between Hamilton and Montreal; in 1873 he engaged as wheelsman on the prop-eller Canada, of the Montreal Transit line, between Montreal and Chicago, holding that berth four seasons. In the spring of 1877 Captain Chestnut was appointed mate and pilot of the propeller Lake Erie, of the Lake & River Steamship Co., of Hamilton, Ont., retaining that office for three seasons; in 1880 he became mate and pilot of the propeller Dominion, between Toledo and Montreal. The following season he was made mate of the side-wheel passenger steamer Hastings, which ran between Kingston and Toronto. His next boat was the Norseman, a passenger steamer playing on Lake Ontario between Charlotte and Port Hope, of which he was mate, remaining on her two seasons. In the spring of 1884 he was appointed mate of the steamer Prussia, which was engaged in the passenger and freight business between Montreal, Port William and Duluth, and in 1885 became mate of the lake tug James A. Walker. In 1886 he transferred to the Niagara, which was engaged in the lumber trade between Manistee and Quebec, holding mate's berth on her four years, and in the spring of 1890 he was appointed master, sailing her four years. His next command was the propeller Lake Michigan, which he sailed between Montreal and Duluth, and the following spring he was returned to his old boat, the Niagara. In the spring of 1896 Captain Chestnut entered the employ of the Montreal & Chicago Shipping Co., as master of the passenger and freight steamer Cuba, which position he holds at this writing. He has always enjoyed the utmost confidence of the people for whom he has sailed, and conducts his steamboats to their destination without accident or mishap.

In 1877 Captain Chestnut was united in marriage with Miss Mary La Mont, of Aberdeen, Scotland. They reside at No. 2 Center street, St. Catharines, Ont. The Captain is a Master Mason, belonging to Maple Leaf Lodge No. 103, of St. Catharines.

ROBERT CHESTNUT JR. Robert Chestnut, Jr., son of Robert and Elizabeth (Carr) Chestnut, was born at New York City, October 3, 1861, and when a year old his parents moved to Oswego, NY, where he attended school until he was twelve years of age, when he went to California with his father, where they remained for two years, after which they returned to Oswego, where the subject of our sketch remained until 1877, when he went to Chester, Penn., and served a four years' apprenticeship in the shop of John Roath, machinist. He subsequently went to Fulton, NY, and spent a year in a machine shop there, then back again to Oswego, where he was employed in the Kingford Iron Manufacturers' shops until the spring of 1884, at which time he began steamboating, as assistant, part, and chief engineer for the remainder of that season on the steamer Ontario. In 1885 he served as second engineer on the St. Lawrence, plying on the St. Lawrence river, and the following season in a like capacity on the Woceken (which steamer was lost on Lake Erie in 1893), leaving her, before the close of the season, to enter a machine shop at Syracuse, NY, where he remained until the season of 1889, when he again commenced steamboating as second engineer to Dan Doyle on the Hecla, remaining on her for that and part of the season of 1890, when he was appointed chief engineer of the W.L. Frost, of the Ogdensburg Transportation Company, and after two seasons on her was assigned to the H.R. James, spending three seasons on her as chief, and then transferred to the F.H. Prince, of which he has been chief ever since, including the season of 1897, making seven consecutive seasons in the employ of the Ogdensburg Transportation Company, during which time, or previous thereto, he has never been in a collision or wreck.

Mr. Chestnut's father was for many years an engineer of salt-water steamers, and during the war was engineer of the Sachem (which was chartered by the government for service during the conflict), and is now local boiler inspector of steamboats at Oswego, New York.

In July, 1882, Mr. Chestnut wedded Miss Bertha M. Pratt, a daughter of George Pratt, a merchant of Pulaski, NY. They have two children, Maude and Henry, aged fourteen and ten years respectively. He is a member of the Syracuse Lodge No. 109, Cynosure Encampment No. 14 and Canton No. 6, Syracuse I.O.F. also Acacian Lodge No. 705, Ogdensburg, F & A.M. The family residence of Mr. Chestnut is at No. 89 Knox Street, Ogdensburg, New York.

CAPTAIN WILLIS E. CHILSON

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

Captain Willis E. Chilson, although young in years, has come rapidly to the front, and is now in command of one of the large cargo carriers. He was born in Painesville, Ohio, October 7, 1865, and on both paternal and maternal sides descends from a line of com-petent master mariners.

Captain Chilson is a son of Charles E. and Julia (Lamar) Chilson. His father was also a native of Painesville, having been born there on September 9, 1843, and commenced sailing when he was but nine years old. From boy and man before the mast he became master and owner, and in 1866 he was placed in charge of the schooner H.A. Lamar. He then purchased the managing interest in the schooners C.H. Burton, Columbia, Selkirk, General Franz Sigel, Itasca, Erastus Corning (which went ashore on Poverty Island), the I.M. Foster and the Conrad Reed, and built the steamer Hubbell, but sold out his interest before she was launched; also owned in tug Relief, all of which he sailed at various times, and his son Willis E. being interested with him in many of his vessels. During the season of 1898 Capt. Charles E. Chilson took the schooner Verona, chartered by the Canada Atlantic company, to the coast for Capt. J.C. Gilchrist, and passed the winter in Nova Scotia. The brothers of Capt. Charles E. Chilson were William, who died in October 1893; Capt. D.E. Chilson, who is sailing the steamer Margaret, and James, who has also sailed. Mrs. Chilson's father, Capt. H.A. Lamar, who [is] also an extensive owner of vessels and sailed out of Chicago for many years; he was pilot of the notable steamer Western World and other side-wheelers in early days trading between Buffalo, N.Y., and Monroe, Mich. He was also keeper of the lightships at Waugoschance for many years, and was mate of several of the steamers of the Evans line of Buffalo. Later he became wrecking master for insurance companies, the Griffith, which was stranded off Euclid, being one of his best jobs. He was born in July, 1814, and died at Fairport, on May 15, 1897. His daughter Julia has a good practical knowledge of the uses of the compass, charts and lake lights, having sailed with both her father and her husband.

Captain Willis E. Chilson, after receiving a liberal public-school education in Lorain, commenced sailing in 1879 with his father as boy on the schooner H.D. Root, and two years later he transferred to the Conrad Reed in the same capacity. During the year 1882, his father having purchased a lime kiln at Lorain, he stopped ashore and assisted in running it; but the next spring he shipped as wheelsman on the tug Relief, and remained with her until July 11, 1884, when she was destroyed by fire at the passage on Lake Erie. The crew jumped overboard, and were rescued by the tug Col. Davis. Captain Chilson then shipped before the mast on the schooner I.N. Foster. In the spring of 1885-86 he was appointed mate of the schooner General Franz Sigel, his father being master and owner, and in 1887 he took command of the schooner Selkirk. This was followed by a season as master of the General Franz Sigel, and three seasons as master of the Itasca. He then sailed the schooner Ed. Kelly one season.

In the spring of 1893 Captain Chilson was appointed master of the steamer A.L. Hopkins, and sailed her until the middle of the season of 1898, when he entered the employ of the Minnesota Steamship Company as second mate of the steamer Marina, closing the year as mate of the steamer Mariska. In the spring of 1899 he will bring out the large barge Manda.

Socially the Captain is a Master Mason of Lorain Lodge No. 52; a member of the Black River Lodge, Independent Order of Odd Fellows, and of the Ship Masters Association, carrying Pennant No. 1005. His father is also a Master Mason, and a member of the Maccabees. Capt. Willis E. Chilson resides with his parents in their handsome homestead, No. 1317 East Erie street, Lorain, Ohio.

DANIEL W. CHIPMAN

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

Daniel W. Chipman was appointed United States local inspector of boilers for the Milwaukee district on April 18, 1890, retaining that position at this writing. He has had a varied and interesting, as well as useful life, and has won the office he now holds in the government service not only by merit of fitness, but by the honorable part he took during the Civil war. He has been a resident of Milwaukee over half a century and highly esteemed as a citizen and energetic business man. Although there were intervals when he was absent from the city, he always held it to be his home.

Mr. Chipman was born on July 10, 1836, in Essex, Chittenden county, Vt., and is a son of Hiram and Levonia (Searles) Chipman, both natives of Vermont and descendants of the Chipman family of Mayflower fame, noted for its warriors, statesmen and judges, some of its members participating in the French and Indian wars, the Revolution, the war of 1812, the Mexican war and the war of the Rebellion. In the Civil war, Daniel W. and his two brothers, Alonzo S. and John Q. A., were engaged. Alonzo served as an engineer in the United States Navy on board the gunboat Galena, and was in the engagement of Fort Darling on the James River. John Q. A. enlisted in the Twenty-sixth New York Artillery, and saw much active service, and was with General Banks on his Red river expedition, and also participated in the battles of Prairie Grove, Spanish Fort and Blakeley. Soon after his term of enlistment expired he re-enlisted in the United States Army for five years, and served most of the time on the Plains. He died in 1895.

Daniel W. Chipman removed with his parents to Milwaukee in 1846 and became a regular attendant at the public schools for five years, and in 1851 entered the employ of a Milwaukee dredging firm as engineer. The next spring he went by stage to Portage and helped fit out the steamer Star, going with her down the Wisconsin and Mississippi Rivers to Rock Island, where she was put on a route on Rock River to Sterling. He left her there that fall and returned to Milwaukee. In the spring of 1853, he shipped as porter on the propeller James Wood, afterward going to the Niagara River where he was employed as second engineer on the steamer tug Potent, his brother Alonzo being master, and engaged in towing on the Chippewa and Grand Rivers to Tonawanda. That fall he joined the steamer General Taylor as porter with Captain Fayette. The next spring he became second engineer on the steamer Rossiter, and that fall was employed as engineer of the wrecking pumps in the interest of the insurance companies, for two seasons, working winters in railroad and machine shops and running the engine in an elevator. In the spring of 1856, he helped to put the shaft pipes in the propeller Allegheny, but did not sail that season. Like many young men at this time, he contracted the gold fever and started for California, leaving New York on March 20, and going by way of the Isthmus of Panama, reaching San Francisco about April 20. He went up into the Placer county mines, where he acquired some claims and finally engaged as cook for a company of miners. After two years of fairly good success, Mr. Chipman went up the Frazer river to Port Hope for the purpose of mining, but, as it was too early in the season, returned to Victoria, and together with his cousin, Frank Dustin, engaged in the wood trade with a small boat-among other deliveries being one of forty cords to a steamer in Esquimaux bay about to engage in the Frazer river trade. This was the second steamer of Frazer river. That fall Mr. Chipman returned to San Francisco and joined the full-rigged ship Anglo Saxon as steward, bound for the Sandwich Islands for a cargo of oil and bone consigned to New Bedford making the passage around Cape Horn and arriving at her port of destination on April, 1859. The ship Anglo Saxon was captured and destroyed by a Confederate privateer during the Rebellion. Mr. Chipman then went to Buffalo where he shipped as second engineer of the propeller Mayflower. On reaching Chicago he went before the board of local inspectors at that port and received his license as engineer, remaining in the Mayflower the balance of the season. In the spring of 1860 he was appointed second engineer of the steamer Mendota and the next spring second of the Wenona, retaining that berth until September, 1862, when he shipped as chief of the propeller Baltic, which was equipped with wide-wheel screws.

Mr. Chipman came out in the spring of 1863 as second engineer of the steamer Galena, and in August transferred to the Idaho as second engineer, and went to New York at the end of the season, where he passed an examination for naval service, and was appointed second engineer and ordered to the United States steamer Proteus, commanded by Capt. R.W. Shufeldt. At the end of a year Mr. Chipman passed examination and was appointed first assistant engineer, was assigned for duty on the United States steamer Proteus, remaining until the spring of 1865, when he was honorably discharged. During the time he was in the Proteus she cruised in the waters made doubly historic by the events of our war with Spain. While on the blockade the Proteus captured the blockade-running steamers Ruby and Jupiter and several small schooners, and Mr. Chipman, as engineer of the prize crew, took the Ruby into Key West. One small dilapidated schooner which was captured in the Gulf of Mexico had on board a barrel of blue mass and other valuable medical stores. Among the trophies falling to the lot of Mr. Chipman was a copper stencil plate bearing the name of Miss Ruby Mallory, daughter of the secretary of the Confederate navy, used to print visiting cards, and a box containing Parisian finery for the young lady.

On returning to the lakes in 1865, Mr. Chipman was appointed chief engineer on the steamer Mendota, but in August he transferred to the Wenona as chief. The next year he went to the Mississippi river and took charge of the steamers Northern Illinois, Iowa and Pine Bluff, plying on the Mississippi river and running the upper rapids in connection with the Western Union railroad from Dubuque to Rock Island. In the spring of 1867 he returned to the lakes and was again appointed chief engineer of the steamer Wenona, which office he held two seasons. In 1869 he was transferred to the steamer Fountain City as chief. That fall Mr. Pease sold his vessel property to the Western Transit Company, and in the spring of 1870 Mr. Chipman purchased an interest in the steamer General Payne and ran her on Traverse bay. That winter he built the tug Dick Davis and took her to Michigan City, running her under charter to the government. In 1872 he became chief engineer of the steamer Ironsides and the following winter he, with F. C. Maxon and M. O. Parker, built the tug F. C. Maxon and established a tug line at Milwaukee composed of the tugs Dick Davis and F. C. Maxon, which he conducted successfully two years, when he sold his one-third interest in the Maxon and purchased the other one-half of tug Dick Davis, thus becoming sole owner.

In 1875 Mr. Chipman started in commission business, dealing in wood, cedar posts and bark, and traded the Dick Davis for the tug G. W. Tift, which he afterward sold to Scofield & Co., of Sturgeon Bay. The next year he associated with C. S. Raesser, under the firm name of Chipman & Raesser, in the wood and lumber commission business. This partnership remained in force for ten years, when it was dissolved, Mr. Chipman continuing in the business until 1890, when he was appointed to the office of the United States inspector, which he now fills. During the time that he was in the commission business the firm owned the schooners L. J. Conley, Leo, Christy, R. P. Mason and Pierrepont, and built the Susie Chipman (of which they were five-eighths owners), rebuilt the G. T. Burroughs and Lydia E. Raesser, also owned the M. N. Dunham (afterward used as lightship at Milwaukee), and had an interest in the schooner Lomie A. Burton and Napoleon. His appointment as inspector necessitated the sale of the vessel property, and Mr. Chipman has invested much of his capital in Milwaukee real estate, his family homestead being at No. 348 Madison street.

Socially, he is a thirty-second-degree Mason, a companion of the Council, and a Noble of the Mystic Shrine; an honored member of the Old Settlers Club; a member of the E. B. Wolcott Post, G. A. R., and was the first president of the Milwaukee Lodge No. 9, Marine Engineers Beneficial Association.

In January, 1861, Daniel W. Chipman was wedded to Miss Susan M. Consaul, of Milwaukee. The children born to this union are Daniel W., Jr., chief engineer of the steamer Niko; Bertha L., who died at the age of seven; George Perkins and Charles Richmond, twins, the latter dying young, and the former being chief engineer of the steamer G. W. Westcott; Susan Mary, now wife of G. D. Francey. Mr. Chipman's wife died in 1878, and on December 23, 1891, he contracted marriage with Miss Helen Tutkin, of Milwaukee, Wisconsin.

DANIEL W. CHIPMAN, JR.

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

Daniel W. Chipman, Jr., is a thoroughly practical machinist, and one of the most popular and widely known marine engineers on the lakes. He is the son of Daniel W. Chipman, local inspector of steam boilers for the Milwaukee district, who is a native of Vermont, and a descendant of one of the oldest families in this country. His mother was Miss Susan Consaul, a member of a New York family of great respectability.

Daniel W. Chipman, Jr., was born in Harbor Creek, Penn., on December 2, 1862, and two years later removed with his parents to Milwaukee, where he attended the public schools until he reached the age of sixteen. After leaving school he entered the employ of James Sheriffs, proprietor of the Vulcan Iron Works. In 1881 Mr. Chipman went to St. Paul as machinist for the Pray Manufacturing Company's shops, going thence to St. Louis (on the passenger steamer Libbie Conger), where he was placed in charge of the engine and tool room of the Whitman Agricultural Works. Two years later he went to Cincinnati and engaged in a marine shop for a time, afterward shipping as striker on the steamer Andy Baum, plying between Cincinnati and Memphis in the Ohio River Packet line, in connection with the New Orleans steamers. In the spring of 1884 Mr. Chipman returned to Milwaukee, and after tugging a short time he shipped as fireman on the steamer Susie Chipman, taking out a license the next year, and receiving promotion to the berth of second engineer. In 1886 he again went to St. Louis, and engaged with the Whitman Agricultural Works. Returning to Milwaukee, he was appointed chief engineer of the steamer G.T. Burroughs, holding that office two seasons, and in 1890 he joined the steamer George Burnham as chief, closing the season in the Rand. The following season he became chief of the Rube Richards, and ran her until June, 1892, when he transferred to the passenger steamer City of Charlevoix, which came out with new machinery, and plied between Chicago and Mackinac Island. Mr. Chipman then entered the employ of the Milwaukee Tugboat line as chief engineer of the steamer Neosho, running her until June, 1897, when he resigned to become representative of the Automatic Boiler Cleaner Company. In October he took the examination for the position of assistant boiler inspector at Milwaukee, and passed, but he did not get the appointment. During the winter of 1897-98 he occupied the position of chief engineer of the steamer Alice Stafford, plying between Manistique and Frankfort in connection with the Ann Arbor railroad, in the spring taking her to Milwaukee for repairs and joining the steamer Niko as chief engineer. He is now the manager of the Automatic Boiler Cleaning Company, with offices in the Matthews building, Milwaukee. Mr. Chipman is an ardent member of the Marine Engineers Beneficial Association, is chairman of the board of trustees, and was financial secretary four years. He also represented the association at the engineer's conference in Detroit in 1891, and represented Milwaukee lodge as delegate at Washington in 1892, and at Chicago in 1893.

On June 29, 1887, Mr. Chipman was married to Miss May, daughter of F.W. and Delia (Whipple) Dustin, of St. Louis. The children born to this union are: Daniel Francis, Albert Henry, Morton Howard and Edward Charles. The family home is situated at No. 500 Scott Street, Milwaukee, Wisconsin.

DAVID CHURCOTT

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

David Churcott was born in Algonac, Mich., in the year 1852, and was brought up in his native city. He first went on the lakes as fireman on the Sea Gull, remaining one season, and for twelve seasons following he was on many different boats as fireman. He secured engineer's papers ten years ago at Bay City, Mich., and during his first season as engineer ran the Detroit tug Quickstep. The following three seasons he was chief engineer of the tug Challenge, owned by Beaubien. He was next chief of the tug Dave and Mose for two seasons, and then ran the Marion Teller two seasons for Beaubien. He was then employed by the Breymann Tug and Dredge Company, and ran the Shelby and Dexter that season. During the season of 1896 Mr. Churcott was engineer of the tug Grace A. Ruelle, and also ran the steamyacht Ida M. for a short time.

Mr. Churcott is well known among the Detroit tug men on account of his long connection in their business. He is married, and has five children living: Emily, Etta, Annie, David Elmer, and Eddie.

J. H. M. CLAGGETT

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

J.H.M. Claggett, The Philadelphia & Reading Coal & Iron Co. holds a prominent place among the Buffalo anthracite coal shippers. This company has one of the largest coal shipping docks in Buffalo, and is capable of shipping 10,000 tons of coal per day. Its product is distributed and marketed in all parts of the United States where this commodity is used.

In January, 1894 J. H. M. Claggett accepted the position of Buffalo sales agent for this company, having previously spent three years in the same department of the Philadelphia office. He was born in Frederick county, Maryland, October 25, 1861; and in the schools of his native village received his early education. After attending school for some time in Washington, he entered St. John's College at Annapolis, Md., and there completed his course. At this time he was nineteen years of age, and soon afterwards he entered the employ of the Indiana, Bloomington and Western railroad, being placed in the transportation department. He remained in this department until 1889, when he accepted the position of cashier and paymaster for the Ohio, Indiana & Western R.R., the re-organized Indiana, Bloomington & Western. In this capacity he remained until 1890, when he entered the transportation department of the Big Four. On January 1, 1891, he went to Philadelphia and accepted a position with the company which he still represents, having been promoted to his present position January 1, 1894. With them he now stands as a valuable assistant, and his services are highly appreciated, as his past experiences testify.

Mr. Claggett is unmarried, is a member of the Buffalo Club, and is well known in that city, and enjoys a large circle of friends.

JAMES CLANCEY

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

James Clancey, engineer of the propeller Samuel Mitchell, is a native of Kingston, Ontario, where he was born January 7, 1857, the son of John and Elizabeth (Smith) Clancey; his father was a stock farmer. Mr. Clancey attended school in Kingston and then entered a boiler shop in the same place where he remained three years. In 1874, he secured a position as oiler on the steamer Argyle, becoming second engineer of the same vessel the following season and he subsequently spent a year as engineer on the Port Huron & North Western railroad, at the close of this period, entering the employ of the Detroit & Cleveland Steam Navigation Co., as oiler of the steamer City of Detroit. After one and a half year's service in this vessel he became second engineer of the steamer Everett, remaining on her for four years and rising to the position of chief before he left. Following this he was chief of the William Chisholm three years, brought out the J. H. Wade new and ran her two years, and then in 1892, brought out new the Samuel Mitchell, on which he has been retained ever since. Mr. Clancey has been in the steamboat service on the American side of the lakes for nearly fifteen years, and during that time he has never been out of employment not been compelled to ask for a situation, and the machinery under his care has never had a breakdown outside of port.

In 1888, Mr. Clancey married Miss Mary Dolan, of Cleveland. Their two children are named Harry and Ella Marie.

WILLIAM CLANCY

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

William Clancy (deceased), who was one of the prominent marine engineers sailing out of the port of Buffalo, was born in Limerick, Ireland, March 13, 1846, and with his parents emigrated to this country in 1852. After residing at Montreal for about fifteen months they came to Buffalo, N.Y., which place has since been their home.

Mr. Clancy's first practical employment was with David Bell, in his machine shops, where he remained about thirteen months, going to New Albany, Ind., and there engaging as a machinist until 1867, when he began his steamboating career as oiler on the Michigan, on which he remained two seasons. He followed this with about six months in the same capacity next season on the Commdore(sic) Perry, and next went on the steam barge Oakland, serving as her second engineer the following season, and the subsequent one as her chief. The season of 1872 found him on the Mary Jarecki as her chief, and in the early part of 1873 he was second on the S.B. Graves, finishing that season and winter in the Detroit Machine Shops. In 1874 and part of 1875 he was chief of the Plymouth. In 1877 he began an eleven-years term of service with the Western Transportation Company as second on the Buffalo, which berth he held for six consecutive seasons, and was then promoted to chief on the Empire State, where he remained five seasons. In 1889 he went on the Tioga as her chief, and followed with a season each on the Fred Mercer and Robert Packer, remaining ashore the next year and then going on the Germanic as chief for one season. He closed the season of 1896 as chief of the Cormorant. In addition to the services above mentioned Mr. Clancy was second on the Queen City one season, and chief of the Araxes one season during his lake experience. All the intervening time, especially the winters, he spent in the South, on various Southern rivers - the Missouri, Mississippi, Alabama, Ohio and Red rivers. He had twenty-eight issues of license, including those received in the South. He had the usual experience of a tried lake engineer, but had no serious wrecks of any kind until 1897, the nearest approaching such being on Lake Huron when the Jarecki was blown ashore, and Mr. Clancy opened her seacocks and flooded her to prevent her pounding herself to pieces. In the fall of 1897, on November 6, Mr. Clancy came to his death by the foundering of the steamer Idaho, of which he was first engineer. A terrific storm came up and about three o'clock in the morning the men all saw that they would all be drowned. Two only escaped, and they were picked up by a steamer after they had clung to the mast for twenty-four hours. Mr. Clancy's body has never been recovered. He held the confidence of his employers, and the respect and good will of all his acquaintances.

In 1878 Mr. Clancy was married at Buffalo to Anna Murphy, of Ireland, and they resided at No. 82 Goodrich street, Buffalo. In fraternal affiliation Mr. Clancy was a Knight of Honor and formerly a member of the Marine Engineers Beneficial Association.

CAPTAIN ALEXANDER CLARK

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

Captain Alexander Clark is a prominent and popular citizen of Buffalo, N.Y. He was born May 4, 1844, at Orillia, Ontario, where his parents, Capt. Alexander and Christina (McKerl) Clark, first located on coming to America from Scotland, about the year 1840. Captain Clark, Sr., was a salt-water navigator in the full sense of the term and sailed full-rigged ships and brigs for many years. After his arrival in America he purchased several lake vessels as years passed, until at the time of his death he possessed quite a fleet. His children, Robert, Alexander, John Hugh, Donald, Ann and Mary, were all born in this country.

Captain Clark removed to Buffalo with his parents when quite young, and received his education in the public schools of that city, attending same until his desire for the life of a sailor led him to ship with his brother Robert, before the mast on the schooner H.G. Jones, remaining on her that season. In the spring of 1857 he shipped on the schooner T.G. Scott as seaman, following this service by a season on the brig George M. Able. In the spring of 1859 he was promoted to the position of lookout on the steamer California, and the following season became wheelsman on the same steamer. In 1860 he wheeled on the steamer Kentucky, and the two following seasons he held a like berth on the steamers Araxes, Equator, Eclipse, Euphrates, and Toledo. In the spring of 1863 Mr. Clark was appointed second mate of the steamer Omar Pasha. The following season he sailed as second mate of the steamers Pittsburg and Oneida. In the spring of 1865 he was made mate of the steamer S.D. Caldwell, and in 1866 of the Idaho, on which he continued in that berth for five years. In the spring of 1871 he was appointed master of the steamer Navarino, of the Goodrich Transportation Company, and was in command of her when she was destroyed in the Chicago fire, which created great havoc among the shipping in the harbor at that time. After the loss of his steamboat Captain Clark finished the season as first mate of the old Empire State. In the spring of 1872 he again entered the employ of the Western Transportation Company, as master of the steamer Badger State, which position he held for thirteen years. In 1885 he transferred to the steamer Idaho as master, remaining two seasons on her, and then entering the employ of Messrs. Leopold & Austrian he was appointed master of the passenger steamer City of Fremont, plying between Chicago and Lake Superior ports. His next boat was the Russia, which he sailed until August, 1890, closing that season as master of the steamer Scranton. In the spring of 1891 he purchased an interest in the steamer Robert Mills and sailed her two seasons, with good profit to himself and to other owners.

In 1893 Captain Clark stopped ashore and united with Messrs. Galvin and Boland in the ship brokerage and vessel insurance business in Buffalo under the firm name of Galvin, Clark & Boland. This firm existed but one year, being succeeded by the firm of A. Clark & Co., which is doing business at No. 75 Main street, Buffalo. In 1894 Captain Clark also purchased an interest in the Buffalo Ship Chandlery and Supply Company, of which he is financial manager, and to the affairs of which he devotes much of his time. His career on the lakes has been a remarkable one, and by his energy, seamanship and business qualifications he has acquired a good competency, both in real and personal property. He was instrumental, among the first, in forming the Ship Masters Association, which has become so popular with the steamboat masters on the lakes. In 1886 he became interested in the Excelsior Marine Benelovent Association in Buffalo, the nucleus of the present association, and he was chosen first grand president, holding that office nine consecutive years, during which time he established branches at Port Huron, Chicago, Cleveland, Bay City, Detroit, Toledo, Milwaukee and Marine City. It will be seen, therefore, that much credit is due to Captain Clark for the organization of the admirable system of lodges which form the Ship Masters Association. He is a Knight Templar Mason and a Noble of the Mystic Shrine.

Captain Clark, by his first wife, had one daughter, Annie Christina, now Mrs. Edward J. Lannan. In 1892 he married for his second wife Miss Nellie H. Green, of Buffalo, sister of Capt. James Green, of the steamer Scranton, and Capt. John Green, of the steamer Russia. One daughter, Henrietta Frances, was born to this marriage. The family residence is at No. 96 Plymouth avenue, Buffalo, New York.

JOHN PEARSON CLARK

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

John Pearson Clark, who gave to the city of Detroit the handsomest west side park which bears his name, was one of the few men whom almost everybody knew, due to his striking personal appearance and somewhat odd ways. He was born at Catskill-on-the-Hudson, April 10, 1808, and when ten years of age came west with his parents, the family locating near Wyandotte. Here a small farm was cleared, but it proved of so little value that the family lived in straightened circumstances until the death of his father, in 1825. In the spring of 1826 young Clark engaged in the fish business, and from the very beginning made money. While Detroit was yet a mere trading station, he found a market for tons of fish and laid the foundation for the large fortune he subsequently accumulated. During the succeeding years up to 1836 he fished principally in the Maumee river, and at the same time furnished wood for the canal boats. In 1833 he added a steambarge to his possessions and conducted a towing business as a side interest. In 1836 he made an exploring expedition along the shores of Lake Michigan, and from the Indians learned the location of the choicest fishing grounds. He then took his brother George and Shadrach Gillett into partnership, and with a gang of some fifty men they thoroughly fished these waters for some years. He removed to Detroit and started in business as a shipbuilder, erecting the shops and dry docks at the foot of Clark avenue, which are still known as Clarks's shipyards, and owned by the Detroit Dock Company. Here Mr. Clark built the Jay Cook, Alaska, Pearl and Gazelle, Riverside, and many other well known boats, in most of which he retained an interest for years. From this time his property accumulated rapidly, and all of his ventures proved successful. He acquired the ownership of the Hickory, Aleron, Sugar, and two or three smaller islands at the mouth of the Detroit river, one near Toledo, another at the mouth of the Huron river, and large tracts of land in Michigan and Wisconsin. He also owned a good deal of real estate in Detroit, and held stock in a number of manufacturing concerns.

Mr. Clark died at his home on the river road September 3, 1888. He was twice married, his first wife being Susan Booth, of York, England, his second wife, whom he married in 1863, being Eliza W. Whiting, who died in 1883. The surviving children at the time of Mr. Clark's death were: Mrs. J.A. Hekkong, of Paris, France; Mrs. George Atcheson, of Detroit; Miss Florence, afterward Mrs. W.O. Ashley; Norman S. Clark, of Detroit, and Alvin S. Clark, of Detroit. John P. Clark was a man of strict honesty and integrity, and his career was a fine example of what can be done by energy and perseverance. He gave personal direction to many of his interests until within a few months of his death, retaining his shrewdness and farsightedness until almost at the very end.

ROBERT A. CLARK

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

Robert A. Clark was born at Clayton, N.Y., April 26, 1857, and for the following twenty years resided in that place. He is the son of Charles E. and Jane (Carr) Clark, who died August 12, 1894, and April 4, 1895, respectively.

At the age of fifteen years Robert A. Clark shipped on the Gen. Burnside, out of Clayton, and acted as horse boy one year. The following season he acted as seaman and cook on the Millie Cook and as watchman on the Main, then remaining on shore for four years in the employ of the Utica and Black River Railroad Company. In 1881 he was fireman of the Mayflower, and in 1882-83-84 served in the same capacity on the Belle Cross, S.C. Baldwin, Keystone, Oswegatchie, and Germania. He acted as engineer of the Annie Moiles, and afterwards went on the tug Rumage as chief, and later as second engineer of the D.W. Powers. He left this boat and shipped on the Schoolcraft one season as second engineer. After spending five seasons as chief of the Plowboy, he went in 1895 to the Charlie O. Smith, and during 1896 was employed upon different tugs at Duluth and Detroit, coming to the Lorman, of the Ruelle Company, on Christmas, 1896.

On January 26, 1887, he was married to Miss Ada J. Sayers, of Saginaw. They have had three children: Susie, Alice and Agusta, the two elder of whom are attending school at the present time.

CAPTAIN GEORGE H. CLARKE

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

Captain George H. Clarke was born at West Branch, Oneida Co., N.Y., Nov. 18, 1831. His education was obtained at Lee's Corners, in a district school in the vicinity of his birthplace, and in early life he adopted the trade of his father, Collins Clarke, who was a millwright. The latter is a distant relative of the Rev. J. Freeman Clarke, and came originally from Springfield, Massachusetts.

Captain Clarke was the eldest son in a family of ten children, four of whom are now living: Samuel, a millwright by trade, who is a resident of Oneida county, N.Y.; Hannah M., wife of George E. Stevens, who operates a fruit farm at St. Joe, Mich.; Mary, wife of Gifford Post, a farmer residing at Palmyra, N.Y.; and our subject. In 1845 the Captain shipped from New York on an ocean vessel bound for China and other ports, and for a period of ten years was on ocean vessels, occupying every berth from boy to mate, including a term of four-and-one-half-years' service in the United States navy. On August 22, 1855, he shipped from Buffalo as mate of the Tuscola, remaining on her until September of that season. He then fitted out the Wings of the Wind, Millard Fillmore and William B. Ogden, but finished the season as mate of the Florence. In the following spring he became mate of the International, during the season fitted out the brig William Treat and schooner Lively, and closed the season as mate of the schooner Quickstep. In 1857 he was mate of the Yankee Blade for a couple of trips, fitted out the Zenobia and Annie C. Rayner, and was also mate and master respectively of the brig Banner.

During the season of 1858 he was master of the schooner Excelsior until August, when he brought out the schooner Grey Eagle, of which he was master the full season of 1859. In 1860-61-62 he was master of the schooner Perseverance, and the following season mate of the schooners Cornelia and Racer, respectively, and next season he was mate of the bark Sunrise. In 1865 he became master of the bark L.H. Cotton, in which he remained until September, 1866, when he brought out the bark James F. Joy, which was the first boat of her kind that carried a thousand tons of coal, and he remained in this vessel until the close of 1867. In 1868 Captain Clarke was made master of the Erastus Corning, and continued as such for sixteen consecutive seasons. From 1884 until 1889 he was engaged in business on shore, and then was on various propellers and steamers from the spring of the latter year until that of 1896, during which season he was mate of the steamer A.G. Lindsay, of Detroit. In all his experience Captain Clarke never was in a shipwreck or disaster of any description while he was in command, and all his vessels made profitable trips. During the season of 1861 he left the schooner Perseverance, becoming master's mate in the United States navy, and while in that service he was executive officer of the United States gunboat St. Louis, when, in November of that year, a shot burst the steam chest and scalded sixteen men.

Captain Clarke was first married, in 1857, at Buffalo, in St. Paul's church, by Rev. Dr. Shelton, to Miss Kate Cronin, who died in 1883. The children now living by this wife are William E., of Buffalo, N.Y., who was master of the Saginaw Valley during the seasons of 1894-95-96; John C. of Sheridan, who was mate of the Chili in 1895 and part of the season of 1896, and mate of the Tuscarora for the remainder of the latter season; George A., of Springville, N.Y.; James, who was watchman on the Alva during 1896; and Hannah E., wife of A.H. Reed, of Sheridan, N.Y., captain of the steamer Maricopa, of the Minnesota line, during 1896. In November, 1883, Captain Clarke was married in Kansas to Eliza Jane Arnold, and they reside at No. 23 Wadsworth street, Buffalo.

Although never in a shipwreck during his long experience on the water, Captain Clarke has had several interesting experiences which are well worth relating, the most important of which was in 1848 while he was in the ship Jefferson on the trip from New York to China. The ship left port early in July, and in attempting to go to the westward while rounding Cape Horn they were overtaken by a gale, so that for forty-three successive days they were under close-reefed topsails and for the most part storm-trysails. Instead of being able to keep to their course they drifted to the southward of Crozette islands; in that locality they encountered large floes of ice and saw one iceberg not less than five miles long, two hundred feet of which was out of water, seven-eighths of it being under the surface. After a cruise of about ten days in the ice they finally reached New Zealand, at Akaroa harbor, where they made repairs. They got new top-gallant mast, fore-yard studding sail and jib-boom, new supplies, and resumed their voyage to Hong Kong. About the last of January of the following year, when about one hundred miles to the southward of their port of destination, and forty miles from land, two Malay proas (pirates) attempted to board the Jefferson about three o'clock in the morning. With a four-pound gun, muskets and cutlasses the crew of the Jefferson sunk one of the proas, and the other was driven off with a loss of about five or six men. None of the crew of the Jefferson was killed, but Captain Clarke wears the scars from one of the scimiters to this day. The second day after this event the Jefferson put into Hong Kong in safety. In 1861, while master of the Perseverance, Captain Clarke first discovered what has since been called St. Martin's Shoal. It is located between Louse or Rock and St. Martin's islands at one of the entrances to Green Bay, about sixty miles from the city. Captain Clarke marked a chart and sent it to the topographical engineers at Detroit, Mich. During the season of 1869, while master of the Erastus Corning, Captain Clarke was the means of arousing sufficient interest in the establishment of a life-saving station at Evanston, and lighthouse at Grosse Point, Lake Michigan, to result in making them permanent fixtures. On November 16, the Arrow was wrecked in that locality, and after two unsuccessful attempts at a rescue Captain Clarke with others boarded the tug Woods from Chicago and proceeded to the scene of the disaster. One boat and the occupants, which embraced all of the Arrow's crew, were lost. After a stay of twelve hours at the wreck Captain Freer, of the steamer Bay City, and his wheelsman were taken off. Captain Clarke subsequently communicated all the facts above alluded to, but much more in detail, to the Secretary of the Treasury, with an endorsement by the Collector of Customs at Chicago, the result of which was the establishment of the life-saving station and lighthouse above mentioned. Later, while on the Corning, in 1872, she struck a rock at Barpoint, Lake Erie, and had her forefoot knocked off. This fact was conveyed to E.P. Dorr, insurance agent at Buffalo, who handled the government charts at that time, resulting in the establishment of a lightship at that point.

In the fall of 1860, Captain Clarke experienced the coldest bath he ever remembers. The schooner Comet was wrecked off the Tifft farm in a gale and snowstorm, endeavoring to make Buffalo harbor, and while in command of Capt. John Eastwick. When the news reached the tug offices Captain Clarke and five other stalwart fellows went to the wreck with a Francis metallic lifeboat, and got the crew off. They were in the water when the rescuers arrived, and on the way to the land the boat was capsized, but all reached shore in safety. Ten of the party were taken to the city in a wagon, but Captain Clarke went on foot, and when he reached home he was so exhausted that he could not have gone a step farther. However, he was finally revived by the use of Perry Davis' Pain Killer and some vigorous manipulating, his various articles of clothing being so stiff with ice that he had to stand them up in a corner instead of hanging them.

The fiercest gale the Captain ever experienced on the lakes was in 1872. It was in Saginaw bay, and while he was on the Corning. He discovered a steamer in distress and hard aground on North Point reef, and she proved to be the propeller Galena, of which J.C. Gilchrist was the clerk. He went to her relief, but failed to furnish any, as his services were refused by the crew of the Galena on account of the heavy sea, and getting away again he was compelled to slip his anchor. One enormous sea which boarded the Corning completely filled the deck of the vessel. Her rail was five feet four inches high, and it was estimated that about one hundred tons of water came aboard. In 1878 he went to the rescue of the J.R. Bently, which was in distress about twenty miles from the Straits of Mackinac, and about twelve miles from shore. She sunk when the Corning was about four miles away, but the crew were picked off by a small boat after the water had been partly stilled by the use of oil. The Captain made a pretty good job of setting the mate's arm, which had been broken, at least so said a physician who examined it on their arrival at Buffalo. Besides his other qualifications Captain Clarke is a good tailor, having picked up the trade on salt water. Among his store of relics of his sea-faring life he has a small pair of trousers made by him for his two-year-old son, the first pair the lad owned. They were made at odd times while the Captain was on the Perseverance, but could have been made easily in a day. The boy was drowned off the docks at Erie, Penn., when about eleven years old.

In March, 1865, while a resident of the First ward of Buffalo, Captain Clarke was chosen to be blindfolded and perform the duty of drafting soldiers for the Civil war. The first name drawn was that of a lighthouse tender at Buffalo Harbor, who had been dead two years. Later he brought forth the name of a man who had been cook with him on a vessel, and who had been shot in the war two years previously, and also that of a sailor who was then confined in Andersonville prison. Capt. George H. Clarke is a member of the Hugh de Payens Commandery, and is a thirty-second degree Mason; is also a member of the Buffalo Consistory, in which work he has taken a great interest.

JOHN C. CLARKE

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

John C. Clarke was born in Buffalo, N. Y., March 9, 1870, and was educated at Public School No. 36 of that city. His parents, George H. and Katharine (Cronin) Clarke, were residents of Buffalo, where the former holds the position as watchman at the Buffalo Water Works, but the latter is now deceased. Previous to accepting his present position the father sailed the lakes for thirty-five years, and gained an enviable reputation as a master thereon. There were six boys and two girls in the family, of whom William E. is now captain of the Geo. E. Farwell, and James is also sailing the lakes.

The subject of our sketch engaged in steamboating at the age of seventeen as watchman of the Raleigh, continuing on that boat for two seasons, and then wheeled on the Robert Mills and Helena the following season. The next season he divided, wheeling the Clyde and watching on the Tom Adams, succeeding which he obtained second mate's berth on the Toltec. The following season he was first mate on the Italia, in which he sailed one season and a half of the next, finishing same as first mate of the Scranton. In 1894 he was first mate of the D. M. Wilson, until she sank at Thunder Bay, and he was picked up with the balance of the crew, by the steamer Hudson. He started the season of 1895, as first mate of the Maytham, leaving her after two months of service to accept a like berth in the Chili, which was being brought out new. He served in her the balance of that and one-half of the succeeding seasons, engaging as second mate of the Saranac for the remainder. During the season of 1897, he was acting as first mate of the Chemung, one of the Erie railroad's twin passenger and freight steamers, which are conceded to be the finest and fastest steamers on the lakes plying between Chicago and Buffalo.

On December 22, 1892, Mr. Clarke was married at Buffalo, to Miss Eda M. Neal, of that city, and they have one son, named Neal. The family residence is at Sheridan, New York.

CAPTAIN W. E. CLARKE

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

Captain W.E. Clarke, a son of Capt. George H. and Katherine (Cronyn) Clarke, was born August 31, 1861, in Buffalo, N. Y., in which place he obtained his education in the common schools. His mother died in that city in 1883. His father has sailed the Great Lakes for many years in various capacities, and previously was on salt water, having sailed substantially all over the world. The Captain has really been a sailor since he was three weeks old, for at that early age he accompanied his mother on one of the annual voyages which she was accustomed to take with her husband. However, he did not begin serving in responsible positions until 1875, when he shipped as boy on the schooner Erastus Corning, and he remained on that boat until 1881, being gradually promoted as his merits deserved and opportunity offered until he became mate. For a month during the next season he was second mate of the Tacoma, but he finished as mate on the Corning. In 1883 he was mate on the schooner Champion and the following season second mate and mate of the schooner James D. Sawyer. In 1885 he was mate of the steambarge Susan B. Chipman, and the following two years of the Russia, the river tug Brockway and the steambarge Joys. In 1888 he was mate of the steambarge Robert Mills. In 1889 Captain Clarke was made master of the steambarge Susan E. Peck, and continued as such until the close of the season of 1890. On the 10th of October, of that year, she made herself famous by blocking the channel of the Sault Ste. Marie river at Lake George Flats, after having collided with the barge George W. Adams, consort of the steamer Aurora, at that point. The Peck was bound down with 60,000 bushels of wheat, and after the vessels came in together she swung across the channel, thereby obstructing navigation until she could be lightened off, which occupied about a week, no vessels being able to pass in the meantime. The effect of this blockade was to cause almost complete suspension of traffic to and from Lake Superior for the time. Freight had to be sent by rail to Lake Michigan ports; Duluth was blockaded with grain, ore docks had to be shut down; and the reaction when the wreck was removed was so great that freight rates were higher than ever before or since. On wheat alone, they were over ten cents per bushel from Duluth. The following season Captain Clarke was mate of the steambarge Robert Mills, and since 1894 he has been master of the steamer Saginaw Valley.

Captain Clarke was married, in 1884, to Miss Mary Bonner, by whom he had three children, one still living - Eugene. Mrs. Clarke dying in 1890, the Captain was again married in 1891, his second union being with Miss Mary Bagen. They reside at No. 211 Southhampton street, Buffalo.

CAPTAIN ANDREW CLAUSEN

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

Captain Andrew Clausen, the courteous and gentlemanly master of the passenger steamer Hunter, plying between Duluth and Ashland, on the south shore of Lake Superior, is a native of the land of the hardy Norseman. Born in Egersund, Norway, on May 10, 1859, he is a son of Claus Tollefsen and Maria (Anderson) Clausen, both natives of Norway. Fotland was the name of the farm his father tilled and which he made very productive, and the family were in good circumstances. Andrew attended the public schools until he reached the age of fourteen years, but his desire to become a sailor terminated his school days abruptly, as he shipped in the brig Vergeland, and sailed away. On the return of this brig to her home port, he stopped ashore for awhile, engaged in a yarn-spinning factory.

In 1878 he returned to his seafaring life, shipped out of his home port in the brig Nidelven, bound up on the Baltic Sea for Hernesand, the northern cape of Sweden, the voyage occupying nine months. He then joined the brig Egero, as seaman, and remained with her until the spring of 1880, when he shipped in the bark Ebenezer, plying between London and Archangel, in the White Sea and other Russian ports. His next berth was in the schooner Iris, in the coal trade between the Frith of Forth and Roskildi, Denmark, making three round trips in her, after which he carried coal to Egersund, his home port. Taking advantage of this visit, Captain Clausen attended a navigation school in Stavanger, and mastered that science before the breaking up of the ice the next year, and shipped as second mate in the bark Brilliant, bound for Savannah, Ga., in ballast, where she loaded Georgian pine and returned to Queenstown; the cargo was assigned to Bremerhaven, Germany, but while in the North Sea between Goodwin sands and the Gaelopor light-ship, the bark was overtaken by a hurricane and had her rigging cut away, completely dismantling her. The crew were rescued the next morning by a Belgian fishing smack and landed at Ostend, whence they were returned home by the Norwegian consul. He was appointed second mate of the bark Stapnes, plying in the lumber trade between the Baltic Sea and London, going occasionally to Sunderland, England. The following year he was promoted to the office of mate, acquitting himself commendably. Thus encouraged, Captain Clausen left home and went to Liverpool, and in a short time was appointed mate in the bark Labora, in which he remained two years, trading between Liverpool and Cardiff, to North and South American ports and the West Indies. Leaving this bark, he returned to his home in Egersund and purchased a third interest in the schooner Traffic. He fitted her out, and sailed her in the coal traded between ports in Scotland and Denmark, but finding business dull he returned to Egersund and disposed of his interest in the vessel.

On June 2, 1887, Captain Clausen left home and again took passage on the steamer City of Rome for the United States, going directly to Hanley Fall, Minn., where he engaged in farming, and during the winter months running a well-drilling machine, which he had chartered. On May 10, 1889, he went to Duluth and entered the employ of the A. Booth Packing Company, as wheelsman in the passenger steamer H.R. Dixon, retaining that berth four years. In the meantime he sent for his family, who came direct to Duluth. In February, 1893, he applied for and received American license, and was appointed master of the tug F.R. Anderson, operating at Bayfield, Wis. In the spring of 1894 he was appointed mate of the steamer H.R. Dixon, plying between Duluth and Port Arthur, remaining in her two seasons, and in 1896 he was promoted to the command of the steamer Hunter, which he has sailed successfully to this date, taking no account of wind and weather, making daily trips between Duluth and Ashland, during the summer, and three trips a week during the spring and fall months. He is a member of the American Association of Masters and Pilots of Steam Vessels.

On February 28, 1882, Captain Clausen was wedded to Miss Johanna Gurine Endresen, of Egersund, Norway. The children born to this union are: Celia Maria and Emerlie, both attending the public schools. The family homestead is at 215 S. Nineteenth avenue East, Duluth, Minnesota.

CAPTAIN CHARLES R. CLEVELAND

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

Many exciting and intensely interesting adventures have been crowded into the life of this gentleman, whose home is in Cleveland, Ohio. Over half a century has been spent on the water by him, and a full account of his experience would fill a volume. His birthplace was London, England, where he first saw the light of day December 4, 1833. His father was Charles Cleaveland (sic), a shoemaker, who migrated to the Cape of Good Hope and remained there two years, during which period the Kaffir war broke out. He was compelled to join the British forces at that time, but at first opportunity he ran away to the Cape and returned to England. He remained in his native land until about fifty years of age, when he removed to America, coming to Ohio, and settling on Central avenue, in Cleveland, and here Mrs. Cleaveland (sic) joined him a year later. The son, however, did not come to the United States until 1852.

At the age of eight years Charles R. Cleveland (who early dropped the extra letter in spelling the name) began to learn his father's trade, but not being entirely pleased with the occupation, he ran away to sea on a fishing smack when he was ten years old. There he was cabin boy, and the life suited him so well that he spent two years on the vessel. His parents were living in Ramsgate at the time, and at the end of two years he went ashore and there spent a few months more at the trade of his father. He was still uneasy, anxious to join an English man-of-war, and in March, 1848, he shipped on Lord Nelson's old ship Victory as naval apprentice, expecting to remain in the navy seven years. A naval school was conducted on board the Victory, on which he spent three months in the gunnery depart-ment, and an equal period in a sail loft and rigging loft, and in a sailing vessel, in order to get a practical knowledge of seamanship. Then he was drafted on board the fifty-gun frigate Leander, belonging to the channel squadron, in which he cruised the Mediterranean, along the coast of Africa and the coast of Spain, spending one winter in Lisbon and one in the Cove of Cork. In 1850 the Leander and three other vessels were dispatched from Gibralter to the Barbary coast to rescue a small English brig which had been captured by pirates. The captain of the brig, his wife and the crew had been made prisoners and a ransom of four hundred dollars each was demanded by the pirates. The English man-of-war anchored near the coast and sent the small boats in to cut the brig loose, at the same time firing over the heads of the men in the boats to protect them from the pirates. On the British side one man was killed and twenty-one wounded, but the brig was released, and it was found that she had been stripped of everything of value and was practically worthless; her crew were subsequently ransomed.

After this incident the Leander cruised around the Mediterranean sea, finally returning to England, and on October 13, 1852, young Cleveland was paid off and honorably discharged at his own request. He at once proceeded to London and embarked for the United States in the ship American Congress. Upon his arrival in New York he shipped in the brig Elizabeth Watts, of Thomaston, Maine, making a voyage that took in Aspinwall, Portobello, Carthagena, and New Orleans, during which all on board became stricken with fever except the captain and young Cleveland, who was made cook of the vessel in place of the regular steward, the latter having died. Our subject left the vessel in New Orleans and ascended the Mississippi river on the steamer North America. This was in 1853; he had not seen his father for seven years, and when, on arriving in Cleveland in March of that year, he presented himself before his parents, the father did not recognize him, so greatly had he changed. Captain Cleveland delights now in relating that, after seven years of sailing, he arrived in the big lake port with nothing more valuable than two three-cent pieces in his pocket. Being a practical seaman of experience, however, he found no difficulty in securing employment in Cleveland, and for some time he worked at rigging vessels. Among the crafts he fitted out in this respect were the schooners Ocean Wave and White Cloud and the barks Sturges and Illinois. Later in the same year he went sailing before the mast on the Ocean Wave, after two months joining the brig Isabella, in which he completed the season. In 1854 he again shipped on the Isabella, as second mate, and continued to fill that berth until July, when he went before the mast on the schooner Robertson, bound for Chicago. At that port he went aboard the O.Q. Melser, trading between Chicago and the North Manistee, on which he remained until, on November 5, she went ashore, a total loss. He was taken to Chicago on the schooner Buena Vista, and there shipped in the schooner T.P. Handy, leaving Chicago, November 24, with 9,000 bushels of wheat, on which a freight rate of thirty-two cents per bushel was paid to Oswego. Arriving there he again shipped in the brig Isabella, leaving Oswego December 3, to return to Cleveland. On the morning of December 4 the Isabella was wrecked at Alcott, Lake Ontario, in the midst of a furious storm, and the crew met with great difficulty in getting off the vessel, their boats capsizing and ice forming on their oil skins half an inch thick, so that their garments had to be forcibly torn off when they reached shore. All the crew were severely frost bitten, Mr. Cleveland having a hand and a foot frozen. The same night seven vessels went ashore at the port of Cleveland.

In the spring of 1855 Mr. Cleveland went on the schooner W.F. Allen, to Chicago, where he joined the schooner Gem; on this vessel he served until July, when he transferred to the schooner James McKay as mate, continuing on her until late in the fall. On November 25, they left St. Joseph, Mich., with lumber for Chicago. When well outside a leak started, and the boat sank as far as her cargo would allow and then drifted in a water-logged cond-ition. Those on board having expected to be in Chicago for breakfast, only provisions enough for one day were on board, and as Chicago was not made until Sunday afternoon, the crew had nothing to eat from Wednesday morning until that time. They were almost famished, but after a hearty meal of bread and milk were soon in good condition again.

In December, 1855, Mr. Cleveland went to New York with two companions and shipped on board the American Eagle for London, with a cargo of flour, etc. They encountered very bad weather on the way, losing all their boats, having their deck swept clean, and being finally forced to heave to in order to save the ship. On the morning of December 10, they picked up two boats containing twenty-four men and the stewardess from the ship Shebago, which had foundered in the gale. The castaways reported that six men had been left on board the Shebago in a drunken condition, refusing to enter the boats; they were never heard from again. The Shebago's crew was taken to London, Mr. Cleveland returning to America in the American Eagle, reaching Cleveland in the spring of 1856, where he soon shipped as second mate of the schooner Ketcham, making a trip to Saginaw for lumber and returning to Chicago. They set out on another trip for lumber, this time to Bay City, and on the way back the vessel ran ashore on the Spectacle reef, the boat sinking with a hole in her bottom. By throwing off the deck load they managed to float her and get her into Cheboygan, where a diver repaired the break temporarily, so that she could be sailed to Chicago, though still leaking badly, and was there laid up for the season. In the fall Captain Cleveland shipped in the bark Illinois to Cleveland, and then became wheelsman on the propeller Manhattan, remaining in her until she went ashore on the Cleveland pier; she was hauled out on the pier and repaired during the winter. The following spring he became second mate on the Manhattan, and the vessel was sunk at the "Soo" on the first trip, striking Topsail island. He remained with her until she was raised, and then made two trips on her, after which he became second mate of the propeller City of Superior, which vessel ran ashore in a snowstorm at Copper Harbor on November 10, a total loss, and he returned to Cleveland on the steamer North Star. That winter they built the propeller Northern Light for Hanna, Garretson & Co., the Captain going as her second mate and sailing two years. A brief record of his sailing for the next ten years is as follows: In 1860 he was second mate and pilot of the propeller Fountain City; mate of the steamer Illinois; 1861-62-63, mate of the propeller Iron City; 1864, master of the Iron City; 1865, mate of the propeller Ironsides until August, then master of the propeller Governor Cushman; 1866-67, master of the steamer S. Clement; 1868, master of the steamer Dubuque; 1869, master of the Dubuque and also master of the propeller Old Concord; 1870, master of the Old Concord until August, then master of the propeller R.G. Coburn.

In 1871 Captain Cleveland purchased a farm, intending to retire to it, but he resumed sailing in August, when he became mate of the propeller India, in 1871 being mate and pilot of the same vessel. In 1872, he remained at home until August, when he became mate and pilot of the propeller Pacific. In 1874 and 1875, he was mate and pilot of the steambarge Vienna, spending the next two years on his farm. During the seasons of 1878 and 1879, he was mate and pilot of the steambarge Oscar Townsend, spending the seasons of 1880 and 1881 on the propeller John N. Glidden. In 1882, he was mate of the Henry D. Coffinberry; 1883, mate of the E.B. Hale; 1884, mate of the R.P. Ranney; 1885, mate of the Devereux; 1886, mate of the John N. Glidden; 1887-1888, mate of the Henry Chisholm; 1889, mate of the Pasadena and then of the J.H. Devereux, remaining mate of the latter until September, 1894, when he became master of her. He was her mate again in 1895, sailing as master of her throughout the season of 1896 and 1897, and of the William Chisholm, 1898.

Captain Cleveland has been married twice. In 1859 he wedded Miss Isabella McDougall, a native of Scotland, who died in December 13, 1861; one son was born of this marriage, named George Laughlin Cleveland, but death claimed him a few months later. On February 5, 1863, the Captain was again wedded, this time to Miss Jennie Tompkins, of Columbia, Ohio. Their children are: Lelia M., now the wife of Dr. Berton G. Watson, of Benton Harbor, Mich.; Clara Isabel, now Mrs. Frank Van Noate, of Brecksville, Ohio; Grace A., a professional nurse; and Norman R., a machinist, who is married to Miss Lelia Hayes.

CAPTAIN DAVID MITCHELL COCHRANE

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

Captain David Mitchell Cochrane, like his father, was a born sailor, and is the ideal commander of passenger steamers, being courteous, companionable and popular with both old and young, whose pleasure or business it has been to take passage on the finely-furnished steamers he has sailed during the last twenty-five years. He has the true taste for the fine things done in seamanship, and if he is a rigid disciplinarian his officers and crew respect him none the less. Although not young in years, the Captain is strong in the vital principles of life kept young by an energetic nature. The man whose wife yields him an undivided devotion, and whose children respect him, is a pretty safe commander for the passenger to trust.

Our subject is a son of Capt. Robert and Ellen (Smith) Cochrane, and was born in Oswego, N. Y., October 4, 1837. His parents were natives of Scotland, the father being born in Saltcoats, Ayrshire, in 1807, and the mother in Stevenston, same county, in 1812. The father, as has been said, was a born sailor, and had followed a seafaring life from boyhood. First shipping out of Greenock, Renfrewshire, Scotland, he visited ocean ports in all waters and latitudes, and when he was twenty-five years old, and an accomplished seaman, he came to the United States, where he soon qualified himself as a skillful New York pilot in what was the (1832) known as “newsboats.” In 1834 his wife crossed the Atlantic to join him, and, after residing in New York City a short time, they removed to Oswego, locating there in 1835. The Captain entered the employ of Messrs. Pardee & Carrington as mate of a schooner with Captain Green, soon becoming master. His first vessel was the schooner Mary Ann, followed by the Mohawk, Hamilton, Pearl, Frontier, Alvin Bronson, bark Nucleus, and the new schooners Scotland and Ireland, the last two being built in Maumee City and brought out new by Capt. Robert Cochrane. He also sailed the first propeller, the Vandalia, in 1846, a notable mark of confidence in those days, when the captain of a steamboat was a bigger man than the President. During the winter months, after laying up his lake vessels, the Captain repaired to New York and resumed the duties of pilot. The children of the family besides David M., are: Ellen, now the wife of John McKenzie; James W.; Agnes, wife of Capt. Daniel Maybee; John W., master of the steamer Marion; Alexander and Robert. Their mother is still living in Milwaukee, at the age of eighty-six.

Owing to the fact that Capt. David M. Cochrane, the subject of this article, began sailing with his father in the propeller Vandalia in 1846, when he was but nine years old, his public-school education was confined to the winter months. >From that date until 1853 he sailed as boy and before the mast in many vessels, notably the Pearl, Citizen, J. Oades, J. Reed, Nicaragua, and as second mate of the Nucleus, Mark Sibley, Baltic, Canton, Two Charlies, Jessie Hoyt, Acontias, and Hamilton. In the spring of 1853, when but sixteen years of age, he was promoted to first mate of the brig Pilgrim, with Capt. George Vickery, and of the brig Shakespeare the two following seasons. At that time he and Oliver Gilmour (now deceased) were the two youngest mates on the lakes. Then came on several dull seasons, and lake vessels began to seek an outlet to the Atlantic, many making foreign voyages; and Capt. D. M. Cochrane, after sailing the lakes during the summer months, would hie himself to the seaboard and engage on New York pilot boats, thus passing the winters. His next billet as mate was on the schooner Joseph Grant (the largest schooner of her day, capable of carrying all the way to 22,000 bushels of wheat), followed by the C. N. Johnson, Thornton, G. D. Norris, Caroline Simpson, T. P. Handy, brig William Lewis, St. Andrews, John Harmon and General Winfield Scott.

In the spring of 1863 Captain Cochrane was appointed master of the new schooner Dick Somers, built by Wolf & Davidson at Milwaukee. She was sold before the close of the season, and the Captain was transferred to the Columbia, as superintendent of construction, bringing her out new. While working on her at Green Bay he received a telegram from the owners of the schooner Orkney Lass, requesting him to go to Milwaukee and take charge of that vessel, her skipper having decamped. He reached Milwaukee on November 29, and found the schooner loaded with Milwaukee club wheat consigned to Kingston. He cleared the vessel, but did not reach the port of destination until December 14, having wind, snow and sleet in his teeth all the way, and the ice in the Welland canal so solid that he had to engage tugs to break a passage. In the spring of 1864 he entered the employ of Tyson & Robinson as master of the schooner Ben Flint, and sailed her four consecutive seasons, after which he purchased a fourth interest in the schooner Neshoto, and sailed her. In 1869 he again assumed command of the Ben Flint. That fall, in the capacity of wrecking master, he recovered the machinery of the propeller Brockville, ashore near Ludington, Lake Michigan, and abandoned to the underwriters. In September, 1868, Tyson & Robinson purchased the wreck of the propeller Equator, lying on the beach at North Manitou island. Two well-known captains worked at the stranded vessel for two years, but failed to float her. Captain Cochrane was then appointed to the task, and did a notable wrecking feat, getting her off and landing her at Milwaukee in fourteen days. The machinery was taken out and put into the tug Bismarck, the hull being converted into the barge since known as the Eldorado.

After an experience of a quarter of a century in sailing vessels, Captain Cochrane turned his attention to steam, and in the spring of 1871 was appointed master of the new lake tug Bismarck, which had received the machinery of the propellor Equator, and sailed her two seasons. The Bismarck was a notable boat, and her name has been changed several times. At this writing she is owned by Capt. B. Boutell, of Bay City, Mich., and is known as the Traveler. It was with her that Captain Cochrane took the first tow of vessels, consisting of the schooners Filer, Tyson, Robinson and Eldorado, through the lakes, all reaching their port of destination in good condition. After laying up the Bismarck at the close of navigation, the Captain engaged with the Engleman Transportation Company to sail their winter boat, the steamer Messenger, between Grand Haven and Milwaukee. All went well until the 29th of January, 1873, when the Messenger was caught in the ice while en route from Grand Haven with a jag of freight, including some rice and flour. The steamer broke out of the ice after ten days, and worked to within five miles of Muskegon, when the ice drifted down to her and cut a hole in her hull as large as a big safe. The leak was stopped with bedding, and the Captain listed the vessel by transferring the freight, thus bringing the break above the ice-floe, and enabling the carpenter to plank it over. The steamer remained in the ice until the 24th of March, when she finally broke out and reached port. Her imprisonment lasted fifty-four days. During this time the crew subsisted principally on boiled rice and flour pancakes; they were out of meat fourteen days before any of the crew could get ashore to secure food. At Black Lake a farmer killed an ox which the men carried aboard in pillow slips. At the end of the first month, half of the crew were sent ashore at Whitehall. The Messenger drifted from off Grand Haven to abreast of Ludington, the distance from shore ranging from four to fourteen miles. One day Captain Cochrane walked ashore on the ice fourteen miles, when the mercury was ten degrees below zero. All suffered greatly from the cold. After getting out of the ice on March 24, the steamer made Stony Creek, where she took aboard fifteen cords of wood which farmers hauled to the steamer over three miles of firm shore ice. She reached Manistee April 7.

Captain Cochrane was then assigned to the command of the passenger steamer Manistee, transferring to Minneapolis in the fall. In 1874 he sailed the passenger steamers Lake Breeze and Forest city, respectively, and on September 10, of that year, the Captain was presented with an elegant gold watch and chain by the citizens of Manistee for his uniform courtesy.

In the spring of 1875 he was appointed master of the new passenger steamer Flora, plying between Milwaukee and Manistee, and purchased an interest in the passenger steamer John A. Dix. In 1881 he became sole owner of the John A. Dix, and sailed her with good business success for sixteen years. In 1893 he was chosen as general manager of the World's Fair Steamship Company, which comprised the steamers Christopher Columbus, Duluth, Superior, John A. Dix, City of Toledo, Music, Arthur Orr, R.J. Gordon, International and Cyclone. This company accommodated over two million people during the progress of the Fair (the number on "Chicago Day" being 98,000), without an accident or the loss of a single life, which is a wonderful record and reflects great credit on the management of the steamers. September 10th appears to be a pleasurable date for Capt. D.M. Cochrane, for on that day again, in 1893, he was presented with a splendid Knight Templar charm, studded with brilliant diamonds, by the captains and employees of the World's Fair Commandery, and a noble of the Mystic Shrine.

On March 4, 1861, Captain Cochrane was wedded to Miss Jane McManus, daughter of Michael and Katherine McManus, of Syracuse, N.Y. The children born to this marriage are: Ellen S., now the wife of William Miller, David K., who is a graduate of the University of Michigan Literary Department and Law College, and is now practicing law in Chicago; Agnes S.; William H., assistant passenger agent for the Goodrich Transportation Company of Chicago; Robert M., George R., Seymour B., Harry and Katherine Arabella. The family homestead is at No. 3530 Ellis avenue, Chicago.

CAPTAIN JOHN W. COCHRANE

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

Captain John W. Cochrane is a son of Capt. Robert and Ellen (Smith) Cochrane, and was born in Oswego, N.Y., on December 4, 1844. His parents were natives of Scotland, his father being born at Saltcoats in 1807, and his mother, who is living in Milwaukee, at Stevenston in 1812, her longevity being good evidence of the fine old stock from which the family derives its vitality. After sailing the ocean in all latitudes, the father, Robert Cochrane, came to the Unites States, first locating in New York, where he became a reliable pilot. His wife soon joined him, and in 1834 they went to Oswego, N.Y., where they located, and the Captain became a trusted master in the employ of Pardee & Carrington, and sailed many of their finest vessels, bringing out new the schooner Ireland and Scotland. He was considered one of the most fortunate and successful masters on the lakes in those early days, and in the spring of 1844 was appointed master of the propeller Vandalia, owned by Capt. John Doolittle, and notable as being the first screw-propelled steamer on the lakes, sailing her two seasons, afterward becoming master of some of the largest steamers. He was the first man to fit rigging on vessels in Chicago, that work having been done in Buffalo prior to this date. During the winter he sailed as pilot of New York harbor, as did also his two brothers, David and Alexander. He died in 1856.

Capt. John W. Cochrane, the subject of this sketch, was educated at the public schools of Oswego, and profited by every opportunity his school life afforded, and has since been a close reader on the broad range of subjects, thus becoming a well-informed man. He served a short apprenticeship to the blacksmith's trade, but that not being to his liking he left it when he was sixteen years of age and shipped before the mast on the schooner G.D. Morris, with Capt. James Carroll, followed by a season in the schooner Phalroppe, with Capt. William Porter, and the brig City of Erie. In the spring of 1865 he became second mate of the schooner Ben. Flint, commanded by his brother David, and the next season was promoted to the office of mate, holding that berth two seasons; and was also mate of the schooner Parker, as well as mate and master of the schooner A.J. Mowrey. In the spring of 1869 Captain Cochrane was appointed master of the brig Montezuma, and the next two years he sailed the scow Nellie Church, engaged in the Lake Michigan lumber trade.

It was in 1872 that Captain Cochrane turned his attention to steam, being appointed master of the steamer Hilton, obtaining command of the passenger steamer Jacob Bertschy, plying between Michigan and Manistee, Pentwater and Ludington. He sailed her until August 1875, when the steamer City of Cleveland came in the company, and the Captain was appointed master of her, sailing her until January, on the same route. In the spring of 1876 Captain Cochrane purchased a quarter-interest in the steamer Colin Campbell, and sailed her with good business success until 1889. During the winter of 1888-89 the steamer Marion was built to his order, the Captain superintending the construction. She was named in honor of his charming daughter, who christened her, but who takes more pride in her father's many good qualities than she does in the steamer Marion, which is 1,206 tons burden, and an excellent business boat, the Captain having sailed her up to the close of the season of 1898; during the winter months, however, he has taken command of one of the F. & P. M. passenger steamers.

Capt. John Cochrane has been an upright and honored citizen of Milwaukee, and is a large-hearted and noble-minded man. In business he adheres strictly to the golden rule, and having made his own way in the world and attained a good measure of success, has a kind word for others less fortunate. In social life he is affable, benign, and companionable. He is a member of the Ship Masters Association, and carries Pennant No. 482, and has been elected to the presidency of the Milwaukee lodge. He is also a Royal Arch Mason and a member of the Council.

Captain Cochrane was wedded to Miss Catherine Flaharty, of Milwaukee, on March 4, 1868. The children born to this union are Robert E., who is studying medicine at McKillop College, Chicago; Marion Eleanor, a graduate of St. Mary's College; Williard D., a graduate of the Milwaukee public schools, and now in the employ of the Allis Manufacturing Company; and Geneva Margaret, who is at home attending school. Although Mrs. Cochrane passed to her final reward April 26, 1897, the Captain's home life is a pleasant one, his daughter Marion taking the mother's place in all essentials. The homestead is pleasantly situated at No. 450 Greenbush street, Milwaukee, and the comforts and luxuries give token of the intelligence and refinement of the occupants.

WILLIAM COCKLIN

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

When he was twenty years of age, William J. Cocklin, father of our subject, came to America from Ireland and settled in Jersey City. After a short residence in that place he removed to Komoko, Ontario, where his son, William Cocklin, was born December 28, 1854.

At four years of age William, whose name opens this article, removed with his parents to Port Huron, where he received an education in the public schools. At this time the family took up their residence in Bay City, and William began the life of a sailor. He first went on the City of Sandusky as waiter, and there remained throughout the season. The following year he went on the George L. Dunlap as waiter, and was then steward on the Huron. At this time he had a desire to take up a new branch of the work, and still remain in the marine service, so he went on the tug Stranger, as fireman, and after serving in that capacity on the I.U. Masters, Crusader and Quebec, he obtained engineer's papers, and in the spring of 1877 went on the John Owen as second engineer. After this, for a years and a half, he returned to the Crusader, and was in the Burlington for year as second engineer and one year as chief. In the succeeding years he served as chief on the John Martin, Justice Fields (now called Traveler), Margaret Olwill, Missouri, Araxes, John Prindiville and the steamer Ohio in 1891, Samson and M.T. Greene, in 1893, Progress in 1894, tug Samson in 1895, and in 1896 came on the George Farwell, thus having served as chief engineer seventeen years.

On December 19, 1875, Mr. Cocklin was married to Cornelia Eldridge, of Toronto, Canada. He is a member of the A.O.U.W., Detroit Lodge No. 6, and of the Marine Engineers Association of Detroit, Branch No. 3.

FABIAN B. CODY

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

Fabian B. Cody is a devoted follower of marine life, and is a young man whose future seems one of success in his chosen occupation. He was born March 14, 1866, at Sombra, Ont., at that place spending the first eighteen years of his life, attending there the public schools, and later a business college of Detroit. Soon afterward he shipped on the schooner T.S. Fosset, where he remained two years as seaman. The season and a half following were spent on the C.J. Kershaw as wheelsman, after which he served in the same capacity on the R.P. Fitzgerald one season. After a short time spent on the Philip D. Armour he came on the Helen, and spent two years on her as second mate. The following four seasons were spent on the Veronica as mate, after which he joined the Aurora, in the same capacity, and has remained through the seasons of 1895 and 1896, then shipped as master of the schooner Aurania, for the seasons of 1897 and 1898.

On January 7, 1891, Mr. Cody was married to Miss Phoebe Vannest, of Croswell, Mich. Their son Blaine was born December 18, 1892.

Patrick Cody, father of our subject, was a native of Prince Edward Island. He was employed the greater part of his life as a shoemaker, and died in 1891, having survived his wife, Margaret (Coffee) Cody, who died in 1887.

CAPTAIN U. S. CODY

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

Captain U.S. Cody was born in Sombra township, Ont., in 1867, son of Patrick and Margaret (Coffee) Cody. His father, who is a well-educated man, is a native of Prince Edward Island; his mother was born at Ingersoll, Ont. U.S. Cody attended the public schools and graduated from the high school at Sarnia, Ont., and after completing his education came to the United States, entering the employ of M. Sicken, at Marine City, Mich., as bookkeeper at his lumberyard and coal dock. He continued there one year, and then went to Tawas, where for three years he was in the employ of Loud & Co., in the same capacity. In the spring of 1883 he opened his sailing career as man before the mast on the T.S. Fassett, on which barge he remained three years. In the spring of 1886 he shipped as wheelsman on the steamer James Fisk. In 1887 he was wheelsman and lookout alternately on the steamer Oceanica, finishing the season as lookout on the steamer Kershaw. In 1888 he sailed before the mast on the schooner M.C. Upper, and as lookout on the Northern Light, of which he was appointed second mate in the spring of 1889; he finished the season, however, as mate on the E.S. Pease. The next three years he sailed as second mate of the steamer Pasadena. In the spring of 1893 he entered the employ of the Cleveland & Buffalo Transit line, and was appointed mate of the passenger steamer State of New York, remaining in that employ until the fall of 1895, and giving universal satisfaction. In the spring of 1896 Captain Cody shipped as mate of the fine steamer Lewiston, owned by Mr. John Green, of Buffalo, which he sailed up to the close of navigation. The Captain has eight issues of first-class master's papers, covering the lakes from Cape Vincent to Duluth. He is a member of the American Association of Masters and Pilots.

HENRY D. COFFINBERRY

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

Henry D. Coffinberry was born in Maumee City, Ohio, October 14, 1841. He is the only surviving son of the late Judge James M. Coffinberry, of Cleveland, a jurist of much renown, and Anna M. Coffinberry, who is of lineal descent of Thomas Fitch, colonial governor of Rhode Island, and allied to John Fitch, the inventor and the first to apply steam to navigation. Other members of the family were ship owners and masters of vessels. Mr. Coffinberry's father, the Judge, was a descendant of Andrew Coffinberry, a lawyer and geologist of some fame, and a patriot of distinction, having served in the Federal navy under Bainbridge and Hull in the war of 1812.

Henry D. Coffinberry is a graduate of the west high school of Cleveland, Ohio. At the opening of the Civil war he was desirous of entering the service as a volunteer, and in his eighteenth year he obtained a reluctant consent from his parents to go into the navy. During the years of his school-boy days he had many opportunities to learn the art of handling yachts and other small boats, which gave him a predilection for the navy, which was very favorable to him when applied to his duties as an officer in the navy. He shipped as ordinary seaman at Erie, Penn.; he was then sent to the receiving ship Clara Dolson, at Cairo, where he was promoted on the recommendation of Commanders Pennock and Phelps, to master's mate, and reported to Lieut. Commander Richard Mead, on the ironclad gunboat Louisville. She was one of the six original ironclad steamers constructed by General Fremont on the Mississippi river at the breaking out of the war, and known as the "Fremont Turtles." The first engagement in which he participated was that of Haines Bluff, where the fleet under command of Rear Admiral D.D. Porter was obliged to retire after a stubborn fight. His next experience in war was at the capture of Fort Hindman, after a hard battle of nine hours at short range. Immediately after this victory he was promoted, on recom-mendation of Admiral Porter, to the rank of acting ensign. He participated in the exciting episode of the running of the batteries at Vicksburg, the two engagements at Grand Gulf on the Mississippi, those of the second Yazoo Pass and the Red River expeditions under General Banks, in which the troops and gunboats acted in conjunction. Soon after the return of the fleet from the last Red River expedition, Mr. Coffinberry was examined and promoted to the rank of acting master and executive officer of the Louisville, and finally commanding officer of that gunboat. She was 160 feet long, 52 feet beam and drew 5 1/2 feet of water. She was propelled by a recessed stern wheel, and was rated as a second or third class sloop of war. Her battery consisted of a 100-pound Parrott rifle, four nine-inch Dahlgren guns, six thirty-two-pound smooth-bores, two thirty-pound Parrott rifles and a twenty-four-pound howitzer. She carried 160 men and twenty-five officers. At the close of the war he put the Louisville out of commission, and was appointed to the command of the United States steamer Fairy, which position he held until the reconstruction of the South had assumed some definite shape, when he returned home. Admiral Porter tendered him support and influence in case he desired to continue his career in the navy, so well begun. Preferring civil life in the years of peace, he declined, and was honorably discharged, with the thanks of the navy department.

Shortly after receiving his discharge from the service of the United States Government, he engaged in mercantile business as a partner of Messrs. Leavitt & Crane in founding a carriage and wagon axle manufactory in Cleveland, Ohio. After a time he sold out his interest in this firm and bought a fourth-interest in a small machine shop, doing business under the firm name of Robert Wallace & Co., John F. Pankhurst and Arthur Sawtel being the company. Mr. Sawtel soon sold his interest to the company, who carried on the business for three years with a good measure of success. In 1869 they purchased the interests of William Bowler, Robert Cartwright and Robert Sanderson in the Globe Iron Works, Mr. John B. Cowles retaining his interest and joining the new firm. Mr. Coffinberry was chosen financial manager of this firm as he had been of the firm of Robert Wallace & Co. This new business proving an assured success, the firm was soon enabled to purchase a half-interest in the Cleveland Dry Dock Company, Mr. George Presley, owner of the other half-interest, remaining manager and Mr. Coffinberry taking charge of the financial end of the business. The firm as thus constituted engaged in the construction of wooden ships. Mr. Coffinberry next became impressed with the utility of building iron and steel vessels, and outlined, with a judicial mind, which he had no doubt inherited from his father, Judge J. M. Coffinberry, the type of future vessel for service on the lakes, by putting in a plant and laying the keel of the iron steamer Onoko, after a through investigation of the subject, taking into his counsel such veteran owners of lake craft as Capt. William Pringle, George W. Jones, J. W. Nicholas, Philip Minch and C. E. King. These gentlemen imparted their conclusions to Gen. O. M. Poe, United States engineer, that he might intelligently construct the new locks at the Sault Ste. Marie so that they would pass vessels of 300 to 600 feet keels. Thus it was that Mr. Coffinberry, and these gentlemen of his council, outlined the present magnificent size of the lake carriers, and they became the pioneers of the modern lake vessel. After founding the plant and laying the keel of the iron steamer Onoko, the firm was incorporated under the name of the Globe Ship Building Company, of which Mr. Coffinberry was chosen president and financial manager. After continuing business under these papers of incorporation, and building many iron and steel vessels, a difference arose between the old partners, and Messrs. Coffinberry, Wallace and Cowles sought to purchase the interest of Mr. Pankhurst. Failing in this, they sold their interests severally to Mr. M. A. Hanna.

In the summer of 1886 Messrs. H. D. Coffinberry and Robert Wallace, with the assistance of a few of the enterprising vessel owners of Cleveland, purchased the plant of the old Cuyahoga Furnace Company, adding largely to the realty, greatly increasing its capacity for general machine and foundry work, by building a large brick machine shop, the top story fronting on the viaduct, which contains the offices, and a brick boiler shop and putting in an extensive shipbuilding plant on the river front, capable of building four of the largest vessels per annum. They then announced themselves as ready for the construction of modern lake vessels. This company was incorporated as the Cleveland Ship Building Company, with a paid up capital of $350,000. Mr. Coffinberry was chosen president and financial manager; Mr. Wallace, vice-president and general superintendent; William M. Fitch, secretary, and James Wallace, designing engineer. Orders soon encouraged this new enterprise, and the company then conceived the purpose of building a large dry dock, which was done and incorporated as the Ship Owners Dry Dock. This dock is large enough to receive the largest hulls on the lakes; but it proved inadequate to accommodate the extensive demands made upon it, and another, a trifle smaller, was sunk along side of it. Mr. George Quayle is manager of these docks. This company also purchased the wooden shipyards of William Radcliffe, and are prepared to construct wooden vessels. After seeing these great results grow from small beginnings, and being content with the profits accruing, Mr. Coffinberry retired from active service in 1893, still holding stock in the company, and has taken up his abode at Clifton Park, in a beautiful home he erected of late years, surrounded by a natural growth of forest trees, and overlooking the lake.

He was a member of the first board of five commissioners of Cleveland, is a director of the State Bank and a member of the Board of Industry of Cleveland. He owns large interests in several of the best vessels on the lakes and much valuable suburban real estate, and considerable mineral land in the West. He was chosen a delegate to the National Democratic Convention on the gold platform in 1896. He is one of three citizen members appointed by the common pleas judges to assist county commissioners in building new county buildings.

On April 7, 1875, Mr. H. D. Coffinberry was wedded to Miss Harriet Duane Morgan, daughter of General George W. Morgan, of Mt. Vernon, Ohio. Three daughters have been born to them, two of whom are living; Nadine Morgan and Maria Duane. Mrs. Coffinberry is a descendant of the Duane and Morgan families of Revolutionary times - the friends and fellow patriots of George Washington and Thomas Jefferson.

CAPTAIN B. COLE

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

Captain B. Cole, of Detroit, Mich., was born in Lewiston, N. Y., in the year 1840, and in 1844 was brought by his parents to Detroit, where he has resided ever since. He attended the Detroit public schools for a few years, and went on the lakes when very young, starting as cook on the scow Bertrand. After one season as cook Captain Cole served before the mast on several vessels, among them the brig Virginia and the schooner Die Vernon, and he soon worked his way up to the position of mate, in which capacity he was engaged for two of three seasons. In 1861 he secured his first command, the schooner Howes, owned by John P. Clark, which he sailed for one season, and the next season he took charge of the schooner Poland, sailing her for eight years. Later he sailed the schooner Dolphin two years, and then took command of the Iris, of which he was half-owner, continuing as master of this boat for eight seasons, after which he sailed the schooner India, the Melbourne (owned by D. C. Whitney) and the steambarge Nicolet, one season each; he has also commanded many other well-known vessels. Captain Cole spent three seasons tugging on the Effie L. McKennon, and then sailed the schooner Wayne for D. C. Whitney four seasons. During the season of 1896 he was in command of the passenger steamer Daisy. He has had several adventures on the lakes, having gone ashore twice while sailing before the mast on the brig Virginia, which went ashore near Long Point, Lake Erie, and while before the mast on the Annie Salina, which went ashore while on Lake Michigan. In 1857, while the Captain was sailing on the schooner Die Vernon, about six of those on board were badly frozen, some losing their hands, others their feet, and the ship was given up for lost. They were towed into Chicago by the tug McQuinn, then commanded by Captain Prindiville.

Captain Cole is married, but has no children. He is a member of the Detroit branch of the Ship Masters Association.

CAPTAIN LUMAN P. COLE

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

Captain Luman P. Cole, of the tug E.E. Frost, of the Owen's Tug line, was born in Medina county, Ohio, August 24, 1840. He is a son of Solomon and Sarah (Tryon) Cole, the former of whom was of Dutch descent, and the latter of English ancestry. The great-grandfather of our subject was a native of Holland, was married in that country, and after the birth of five of his children emigrated to the State of Pennsylvania, taking up a tract of 1,300 acres of land, which he purchased of the Holland Land Company, and which lay two and a half miles below the present site of the county seat of Bradford county, Pennsylvania.

Solomon Cole, the grandfather of our subject, inherited the 1,300 acres of land above mentioned, and lived there until some time in the 'thirties. He was the father of eleven children - seven sons and four daughters - the names of some of whom are as follows: John, Stephen, David, Solomon, Sarah, Elizabeth.

Of these eleven children, Solomon Cole, father of our subject, was born in 1802 or 1803, and lived on the old homestead until he was married, his father having divided his estate among his children, giving each 100 acres. The share falling to Solomon lay directly across the Susquehanna river from Wysox, Penn. He was well educated, first in the common schools, and then at Philadelphia and at Harrisburg, and selected the Methodist ministry as a means of doing good as well as a means of earning a livelihood. For eleven years he followed the ministry of this Church, and at the end of this period, having for some time previously reflected deeply on the meaning and interpretation of the Bible, and on the facts and relations of life, became a Universalist in religious belief, but never preached after leaving the Methodist Church. In 1824 he married Sarah Tryon, daughter of David Tryon, of Brockville, Canada, who was a descendant of David Tryon, a great-great uncle of whom was at one time a general in the British army. During the war of 1812 his wife's father, David Tryon, was arrested for harboring his brother Daniel, who belonged to the American army, was tried, convicted and sentenced to be shot next morning at ten o'clock; but during the night in some mysterious way he was enabled to escape, and came to the American side, settling at Hulberton, N.Y., where he bought a farm and lived until 1826, the year after the Erie canal was completed, and the waters of Lake Erie united with those of the Hudson river. The children of Solomon and Sarah Cole were seven in number, as follows: Ada, born in 1825; Benjamin R., in 1827; David W., in 1830; Charlotte Ann, 1833; Oscar O., in 1836; Elizabeth, in 1838; and Lumen P., August 14, 1840. All of these children were born in Pennsylvania except the subject of this sketch, who was born in Medina county, Ohio, his mother being there at the time in connection with some legal business in which she was interested.

Some few years after the birth of our subject his parents removed to a place called Horse Heads, in Chemung county, N.Y., lived there a couple of years, and then moved to Geneva, N.Y. His education was received in the common schools and in the academy at Geneva, the desire of his parents being to prepare him for the study and practice of med-icine. To this course he was very much opposed, so much so that he ran away from home to become a driver on the canal. After driving on the Chemung canal one season, and losing his wages, he went home, poorer in purse and far more poorly clad than in the spring, but his parents were not reconciled to his giving up the study of medicine, and he was not reconciled to its study, so he went down to the steamboat docks on Seneca lake and secured work at six dollars per month on a schooner under Captain Morse, remaining until the next April. At this time, in the spring of 1853, his brother David being sick in Buffalo, he and his mother went to that city to care for him, and a short time afterward he actually began the study of medicine under Dr. Gray, remaining with him until the death of the Doctor's wife, which broke up his studies, because of the breaking up of the Doctor's life for a time. Therefore he returned to Geneva, and when the season of navigation opened went to work upon the canal. The next year he entered the employ of Edward Gallagher, a canal man, running a boat for a Utica line, and who was afterward an assemblyman for nine terms. After working in different capacities for a few seasons he took command of his brother's boat, the Cayuga, on which he remained until 1858, when he bought a half interest in the boat and continued to run her until 1861. Buying a place at Canastota, he made that village his home until 1862, when the military company to which he belonged was ordered out from Syracuse, but for some reason did not go to the front.

After being in several places, including Washington, New York and Baltimore, he went to Alexandria, Va., and into a government transport on the Potomac river, remaining on that boat for two or three months during the years 1862-63, and balance of time in the quartermaster department, after which he returned to Seneca Lake, where he purchased an interest in a canal boat. In 1865 he bought an interest in his brother's boat, the J.A. Carmichael, and commanded her during that summer and the season of 1866, when he sold out and went to steamboating on Seneca lake, after which he took charge of a boat for the Morris Run Coal Company. In 1867 he removed to Buffalo, and 1868 began running a boat, the Lon Eads, for Capt. George Fairfield. In 1869 he was captain of the tug J.C. Anthony, and ran her two season. In 1871 he built the tug Dave & Mose, selling her at the end of two years, and then went into a billiard room for a gentleman in Buffalo at $1,000 per year. During the year 1875 he ran the tug Fairfield, in 1877 the tug Game Cock, and in 1878 the tug Hercules. He then, in company with his brother Benjamin, bought a hotel on Central wharf, which contained thirty-five rooms, and ran that two years, when he sold his interest to his brother. In 1880 he ran the tug Donaldson; in 1881 the tug H. Smith; in 1882 the Fairfield, and in 1883 the Donaldson. During the following two years he was in the West and South, Chicago, St. Louis and New Orleans, after which he began working on the tug Lone Star and was superintendent of the line, which he commanded until 1894, when he was transferred to the tug Trenton, on which he remained until 1896, when he changed to the E.E. Frost, of which he has been captain ever since.

Captain Cole was married June 30, 1892, to Margaret Hastings, of Tonawanda, N.Y. They live at No. 46 Charles street, Buffalo, New York.

CAPTAIN W. A. COLLIER

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

Captain W.A. Collier is one of the best known tug men on the lakes, and he has attained his present prominent position by skill, integrity and close application to business. He was born in Peninsula, Ohio, December 31, 1854, and in 1866 came to Cleveland with his father, Major Miles J. Collier, who earned an enviable war record as first lieutenant in the Second Ohio Cavalry. He served three years with that regiment, resigning to accept the appointment of major in the Twelfth Ohio Cavalry, and he in active service until the close of the war. He was, however, detached to serve on Major-General Blount's staff. After coming to Cleveland he engaged in the marine supply and grocery business.

Captain Collier's first experience on the lakes was on the tug Charles Castle, and was followed by engagements on the tugs Tom Maytham, W. D. Cushing, C. G. Curtiss and Dreadnaught. His first appointment as master was on the tug George W. Sigerson, from which he went onto the tug Charles Castle, serving on her four years, and in 1886 he was given command of the tug Tom Maytham, on which he remained two and a half seasons. In 1889 he was made manager of the Vessel Owners Towing line, with five tugs under his direction - the Tom Maytham, C. G. Curtiss, American Eagle, Dreadnaught and Florence. He owned an interest in the Maytham and Curtiss. In the winter of 1892 the Vessel Owners Towing Company was formed, the complement of tugs being the William Kennedy, Chris Grover, Alva B., H. L. Chamberlin, Joe Harris, Tom Maytham, W. D. Cushing, Dreadnaught, Allie May and C. G. Curtiss, and Captain Collier was made manager of this line. At this writing he is a stockholder, secretary and treasurer, director and general manager of the company, and is giving good satisfaction in every capacity. He holds the same relative positions in the Ashtabula Tug Company, which was incorporated in 1896, and controls the tugs William D., Sunol, Kunkle Brothers, John Gordon, Red Cloud and Kittie Downs. He also fills the offices of manager and director of the Cleveland Dredge Company, operating dredges on the south shore of Lake Erie and doing a general contracting business. This company was also incorporated in January, 1896.

Fraternally Captain Collier is a Knight Templar Mason, a charter member of Pearl Tent, Knights of the Maccabees, and a member of the Uniformed Rank, Knights of Malta, ranking as colonel on Major-General White's staff. At the present writing he has served several years as grand financial secretary of the Ship Masters Association of the Great Lakes, having been elected to this office January 21, 1891, the date of the formation of the Grand Lodge at Buffalo.

On December 12, 1878, Captain Collier was united in marriage to Miss Lillian G. Beers, and their union has been blessed with five children: Jessie, Fred, Louis, Lloyd and Wilfred.

GEORGE ALFRED COLLINGE

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

George Alfred Collinge, a young marine engineer, and who rapidly attained to the responsible position of chief, is a son of Capt. Samuel and Harriet W. (Harvey) Collinge. He was born in St. Clair, Mich., June 18, 1871, but was educated at Wallaceburg. His father was for many years a lake captain, and has sailed many vessels in the years that have passed, but retired from active life on shipboard and removed to Wallaceburg, where he went into the harness and saddlery business. He was a native of Clayton, Jefferson County, N.Y., but moved to St. Clair, Mich., when a young man. The mother was born on Peckham Road, London, England, and came to the United States with her parents, locating in St. Clair, Mich., where she met and married Captain Collinge. Both are living in Wallaceburg, and James Collinge, one of their sons, is mate on the steamer John Glidden.

The subject of this sketch, after working in the harness shop with his father for a time, concluded to follow the lakes, and in 1886 entered the employ of the Detroit and Windsor Ferry Company, as fireman, and served as such on the steamers Sappho, Victory and Fortune, remaining with that company two years. During the season 1888 he fired the tugs Marion Teller and William Parks, followed by a season on the steamer Houghton, and shipping in the spring of 1890 as oiler on the steamer Colorado, holding that berth two seasons. From this time forward his life episode has run almost parallel with that of his friend, Capt. Robert R. McLeod, and both are engaged on the same steamer, one as chief engineer and the other as master.

After a season as oiler on the Toledo and Ann Arbor car ferry steamer, Ann Arbor No. 2, Mr. Collinge, in the spring of 1893, secured engineer's license, and was appointed first assistant on the same steamer, retaining that office two seasons, after which he transferred to the steamer Colorado as first assistant. In September, 1895, he was appointed chief engineer of the car ferry steamer Shenango No. 1, operated by the United States and Ontario Navigation Company, plying between Conneaut, Port Dover and Port Stanley, and he has run her without casualty to machinery three years, summer and winter, this period taking in the season of 1898. In fact, Engineer Collinge has sailed the year round in most of his steamers since he entered upon a marine life. Socially, he is a member of the Knights of Pythias.

On January 9, 1897, Mr. Collinge was wedded to Miss Rachel, daughter of William and Truey (Foster) Elliott. Mrs. Collinge's father has been a prominent marine engineer for many years, and now has charge of the engines of the steamer Shenango No. 2. The family residence is on Harbor Street, Conneaut, Ohio.

CAPTAIN GEORGE COLLINS

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

Captain George Collins, son of Captain Thomas Collins, was born in Sacket's Harbor, N.Y., in 1838. He was seventeen years of age when he commenced sailing with his father, and he followed the water until his death. Among the vessels sailed by him were the Walter Oades, three seasons; the Adventurer, three seasons; and the Wyandotte, one season. He entered the United States army shortly after the breaking out of the Civil war, and after a year was transferred to the navy, where he served three years. He was carpenter on the frigate Iroquois, while she was following the Confederate cruiser Alabama, and at the time peace was declared was in Chinese waters, so that he did not receive his discharge until the war had been over six months.

In 1865 he married Miss Dora Kelsey, of Clayton, N.Y. They have one daughter, Clara, who is now married and lives in Detroit.

Captain Collins suffered a tragic death. He was sailing an ice-boat on the St. Lawrence river, and while moving at a speed greater than a mile a minute, his boat became unmanageable and ran into a dock. Perceiving that a collision was unavoidable, Captain Collins slipped off the yacht to the ice, but this move did not perceptibly check his speed, and he struck the ice bound dock with terrific force, being thrown full twenty feet into the air. His widow did not long survive his death.

JEREMIAH COLLINS

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

Jeremiah Collins is one of the foremost engineers on the lakes, and enjoys the respect and esteem of those who know him best. He has been a citizen of Milwaukee for many years, and bears an unimpeachable reputation for honor and integrity. During the thirty-two years he has held license as marine engineer he has occupied many responsible positions, and has been uniformly skillful in the handling of his machinery, owing doubtless to his mechanical ability and rare good judgment. Previous to obtaining his license from the United States, he had held Canadian papers for two years. He has been an ardent member of the Marine Engineers Association for twenty-five years, and has been honored by No. 9 of Milwaukee in many instances. He has been elected to the office of president of that body four terms, and was the incumbent when he was appointed assistant local inspector of boilers for the Milwaukee district. He has also represented No. 9 as delegate to the National convention four times, which is in evidence of the high regard his shipmates have for his qualifications. He is the son of John and Margaret Collins, both natives of Ireland, who came to the United States in 1846, first stopping at Brazier Falls, N. Y., the place where Jeremiah was born that year, on September 12. They located permanently in Cornwall, Ont., where both parents died, the mother in 1853, and the father in 1855, a victim of cholera which ravaged the country that year.

When Mr. Collins was fifteen years old he was apprenticed to the miller’s trade in Cornwall, where he served two years. In 1863 he entered the employ of Calvin & Breck, of Garden Island, as fireman in the side-wheel towing steamer Traveler, plying on the St. Lawrence river, and after two years in that capacity he went before Canadian inspectors and passed the examination for engineer’s license, and was appointed assistant on the steamer John A. McDonald, retaining that berth two seasons, followed by a season on the steamer Highlander. It was in 1868 that Mr. Collins received his first United States papers, and entered the employ of the Goodrich Transportation Company as first assistant engineer of the side-wheel steamer Comet, closing the season on that steamer. The next season he was transferred to the Corona, and in 1870 to the St. Joseph, closing the season, however, as chief engineer of the steamer Truesdell, a position which he retained the following two years. In 1873 he opened a meat market, but returned to the lakes after two years as chief of the Trader. In 1877 he was again appointed chief of the steamer Truesdell, and ran her three seasons. He was then transferred to the steamer City of Ludington as chief, holding that position two seasons.

In September of 1882 Mr. Collins engaged by the year with the Flint & Pere Marquette Railroad Co., and brought out new the steamer F. & P. M. No. 2, commanded by Capt. John P. Duddleson, and after running her for five years, summer and winter, he brought out No. 3, of which he had charge until F. & P. M. No. 4 was built in 1888, when he brought her out and ran her five years. In the spring of 1893 Mr. Collins went with Captain Duddleson into the employ of the Roby Transportation Company, and was appointed chief engineer of the George W. Roby, and when the fine steel steamer L. C. Waldo was built in 1896 he brought her out and remained as chief engineer under a yearly contract until March, 1898, when he was appointed to the office of assistant local inspector of boilers of the Milwaukee district. As the candidates for office come under the test of civil service examination upon their merits, Mr. Collins is secure in the position without limit.

On January 14, 1873, Mr. Collins was united by marriage to Miss Isabella McKenzie, daughter of John McKenzie, of Cornwall, Ont., and his wife, Isabella (McCrea), whose father was a sea captain and was lost at sea. Of three sons born to this union, two have adopted the line of profession so intelligently followed by their father; John D. is in the employ of the Western Transit Company; William A. is first assistant engineer of the steamer Caledonia, and Charles E. is first assistant of the steamer L. C. Waldo. The family homestead is at No. 319 Mitchell street, Milwaukee, Wisconsin.

SIMON J. COLLINS

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

Simon J. Collins, head carpenter for the Cleveland & Buffalo Transit Co., has been a shipbuilder since a very early date in his career. He is a son of the late Thomas Collins, who was a pioneer navigator of the St. Lawrence river; he commenced sailing in 1868, when he was but fourteen years of age. He was mate with his father on the steamer Island Belle for three years. He was also at an early period mate of little hookers on the St. Lawrence river. Then he began sailing on lake vessels, being connected at various times with the Republic, Adirondack, Valetta, Volunteer, Billow, T.S. Faxon, S.P. Ely, Walter Oades and others. For the last three years he has been head carpenter for the Cleveland & Buffalo Transit Company.

In 1876 he was married to Miss Flora Moore, of Alexandria Bay, N.Y. Their children are Laura Carey and Mabel Louise; a son, Jay, died in infancy.

CAPTAIN THOMAS COLLINS

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

An old-timer lake vessel master, and also a pioneer of the St. Lawrence river navigation, was Capt. Thomas Collins, who passed from life in Clayton, N.Y., in 1892.

Captain Collins belongs to a race of seamen. His father, Henry Collins, was a prominent shipbuilder in England, nearly all of whose sons followed the water, and Captain Collins' sons also all became identified with the merchant marine of the Great Lakes.

Captain Collins was born in the North of England in 1813. When he was twelve years of age his parents removed to the United States, and settled in Oswego, N.Y. They removed to Sacket's Harbor later, and afterward to Clayton, N.Y., where they ended their days. The elder Collins continued to engage in the building of ships, and many are the crafts of the earlier days that were turned out from his shipyards.

The Captain early took to the water. He was about sixteen years of age when he began sailing, and it was his custom for many years to sail during the summer and work in his father's establishment during the winter. At the age of twenty he had progressed sufficiently in the art of shipbuilding to be entrusted with the work of constructing a vessel alone, and a year later he was placed in command of the same craft. From that time forward he early commanded vessels. The first load of stone used in the construction of the Chicago pier was carried into that port, in 1839, in the schooner Henry Craveland, of which he was master. Four years later he sailed the first passenger steamer plying between the points of Montreal and Coburg, and two years after this he sailed the steamer Western between Montreal and Toronto. In 1850 he was master of the steamer plying between Garden Island and Montreal, and in 1852 he built the steamer Water Witch, to ply between Chicago and Ogdensburg. From 1858 to 1860 he commanded the steamer Northerner, between Lewiston and Ogdensburg, this being the first express boat on this route. Captain Collins sailed for five years the steamer Island Belle, the first regular passenger boat to the Thousand Islands. She ran from Cape Vincent to Alexandria Bay. Captain Collins also built and sailed the Atlanta, and he was known in every port on the Great Lakes and St. Lawrence river between Chicago and Montreal.

He married Miss Mary Oades, sister of John Oades, shipbuilder, of Detroit, and this union was blessed with seven children (five of whom are yet living). These were George, who became a vessel master, and died in 1885; Thomas H., a ship-carpenter, who lived in Clayton, N.Y.; William, a ship-carpenter in Cleveland; Nicholas, a ship-carpenter in Detroit, and Simon J., of Cleveland, who is head carpenter of the Cleveland & Buffalo Transit Company.

WILLIAM COLLINS

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

As a member of a shipbuilding and seafaring family, William Collins began early in life to follow in the footsteps of those who preceded him. A son of Capt. Thomas and Mary (Oades) Collins, the former a shipbuilder and vessel-master of New York State, he was born in the year 1847, and as soon as he was able to handle the tools he began to work in his father's shipyard. After devoting several years to this pursuit, he gave it up to become a sailor, following that occupation for upwards of twenty years. During this time he sailed as seaman, wheelsman, and mate on the schooners Irene, the John Tibbetts, the Senator Blood, the Hoboken, the Montpelier, the M.F. Merrick, the Wyandotte, the Clayton Belle, the M.I. Wilcox, and the scow Misel, the steamer Commodore, and many other vessels on the Great Lakes and the St. Lawrence river.

In 1882 he married Miss Dorothy Hawthorne, of Elmira, N.Y. About ten years ago he gave up sailing to return to his original occupation, that of ship carpenter.

CAPTAIN W. E. COMER

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

Captain W.E. Comer was born October 4, 1837, at Rochester, N.Y., and there lived until he was two years of age when he went to Buffalo, from whence he went to Detroit, which is his residence at the present time. At the age of fourteen years he shipped out of Detroit on the steamer Wisconsin, under the command of Harry Whitacre. Upon this boat he acted as decksweep one season, and then acted as cabin boy on the Julius D. Morton, running from Buffalo to Green Bay; and the Caspian, running between Buffalo and Cleveland. He then returned to Detroit and entered a printer's shop where he stayed about nine months, after which he began sailing again, and shipped on the Pacific, running between Detroit and Cleveland. Upon this boat he acted as second porter and with the rest of the crew was transferred to the London. The machinery of this boat was then put in the Forester at Marine City and the following spring he shipped on the Arctic. The crew of this boat was transferred to the E.K. Collins, which was brought to the route between Cleveland and Sioux river, and burned at the mouth of the Detroit river October 8, 1854. Captain Comer spent the rest of the fall on the Buckeye State, running in the same route, and the next spring did not go out early but later in the season shipped as porter on the Planet. In 1856 he acted as wheelsman on the Arrow and spent the three years following in the same position. After three years spent on the Forester as wheelsman, he acted as second mate two years on the same boat. After acting as second mate on the Planet, and a short time spent on the Huron he was given command of the Susan Ward, which he held five years, running between Saginaw and Cleveland. He then commanded the Neptune, Marine City, W.R. Clinton, Serwood, Eighth Ohio, and returned to the Marine City. On this boat he remained five years, until she burned on Lake Huron August 29, 1880. For his brave acts and timely service at this time he was presented with a gold watch by his friends and members of his crew. The same fall he went on the Flora and there remained six seasons, after which he spent one year on the steambarge Mackinac. After leaving this boat he sailed the steambarge Messenger, afterward the Metropolis about a month, then transferred to the Darius Cole. Captain Comer has had a long and eventful experience in sailing and is held as an invaluable man by his employers.

February 13, 1863, he was married to Miss Mary A. Davis, of Detroit. They have eight children: Robert E., who is a motorman in Detroit; William F., who has been a sailor; John F., who acted as second mate on the Yale during the season of 1896; Mary M., who resides at home with her parents; George J., who is a motorman; Walter C., who is a graduate from Detroit public schools; and Blanche J. and Joseph A., who are attending school at the present time.

CAPTAIN EDWARD COMERFORD

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

Captain Edward Comerford, who has been a resident of Chicago since 1852, a period of half a century, and widely known in marine circles, is a native of Ireland, born in 1835, in County Kilkenny. He is the son of Patrick and Margaret (Walsh) Comerford, also natives of the Emerald Isle, where the father died in 1844; the mother came to Chicago in 1852, and there passed away in 1876.

The Captain emigrated to this continent in 1847, by way of Quebec, Canada. Thence he proceeded to New York City, and has since been engaged in sailing, shipping first as cook, later as able seaman, on sailing vessels some six or seven years on the American coast.

In 1852 Captain Comerford came to Chicago and at once began his long and interesting career on the Great Lakes. His first vessel was the schooner George C. Drew, engaged in the lumber trade; sailing her for part of the season, he shipped on the topsail schooner Abia, Capt. Sam Wood, running between Chicago and Buffalo in the grain trade. He continued on Abia during the season of 1853, and that year the Abia brought to Chicago from Buffalo the pioneer locomotive named Rock River, which ran for many years afterward on the old Rock River Valley road. In 1854 he sailed the schooner Crescent, with Captain Atkinson, and the season of 1855 he joined the Henry Lansing, with Captain Curtis, and in 1856 was mate of the brig Belle, with Captain Atkinson, and was then mate on the Mark H. Sibley for about three years. The season of 1859 he was on the schooners Leader, Captain Monroe, Lady of the Lake, Captain Boyle, and John Martin, Capt. H.F. Allen. During the whole of the season of 1860 he was mate of the schooner Cascade, with Captain Cherry. In 1861 and 1862 he sailed the schooner Robert B. Campbell, and in 1863 was mate with Captain Atkinson on the schooner Northwest, then one of the fastest sailing crafts on the lakes.

In 1864 Captain Comerford, who had now sailed for twelve years on the lakes, bought an interest in the schooner H.L. Whitman. Sailing her for three years, he sold his interest to his partner, Frank Hutchinson, and bought an interest in the Yankee Blade. This vessel he sailed eleven years - 1867 to 1878, and then bought an interest in the schooner Danforth, which he sailed for four or five years, then selling his interest to F.L. Higgie. He stopped ashore for two years, during which time he had charge of the Vessel Owners Shipping Association at Chicago, and then he bought at Oswego the whole of the schooner Blazing Star, which he sailed one season, but lost her on Fisherman's Shoal, Lake Michigan. He then sailed the schooner Barbarian one year, and then bought the schooner Flying Cloud, and sailed her for four years, but lost her in Lake Michigan in the fall of 1892. He then retired from seafaring life, after a long and varied career.

In New York, in 1857, Capt. Edward Comerford was married to Miss Alice King, who died in Chicago in 1866. By this union there were two children, both yet living: Thomas D. and Edward J. In 1867, in Chicago, the Captain wedded Miss Margaret Brennan, and by her has had four children: Nellie, Margaret, James and Anna.

Captain Comerford may truly be said to be one of the pioneers of Chicago. In 1854 he built on Halsted street the family residence that is still standing. In 1876 he erected a good three-story building, also on Halsted street, containing living rooms up stairs, with a store room below, 20 x 44 feet in dimensions.

CAPTAIN JOHN CONDON

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

Captain John Condon, well and favorably known to the early navigators of the Great Lakes, is a native of Cork, Ireland, where he was born in 1820, the son of John and Ellen (Culoman) Condon. The father was a moulder by trade, but dealt in land after he became a resident of Michigan in 1829. There were seven children in the family besides John; Edward and James were both sailors, and of the five daughters Katherine is living in Detroit, Johanna at Cleveland, and Mary at Ann Arbor; Ellen and Margaret are deceased.

John Condon was five years of age when brought to America, and he attended school at West Point, where the family was located for some time. At about the age of fourteen he went to Freedom, Mich., to reside, but later removed to Detroit where he began sailing in 1840 as wheelsman of the side-wheel steamer Erie. She was in the passenger service between Port Huron, Toledo, Maumee and Perrysburg. After a couple of seasons in the Erie he went before the mast with Captain Raymo in the schooner Mississippi, in the Sault Ste. Marie river trade, and remained on her two seasons. His next service was during the memorable season of 1844, when a southwest gale caused such a destructive flood at Buffalo harbor. He was before the mast in the Ramsey Crooks, and on one of her trips down the Detroit river, about the time of the gale, the water was so low at the lime-kiln crossing that she scraped her rudder off and was compelled to return to Detroit for repairs. During his time upon the lakes, and he did not abandon the service until 1890, Captain Condon was in many vessels and steamboats in almost every capacity; and he had a varied experience. He was never the means of losing a life or a vessel, but has on many occasions saved people from drowning, and prevented many accidents. In the 'forties he was wheelsman of the old side-wheel steamer General Scott, and during that early period was second mate, mate and master of many old schooners, among them being the Gov. Porter, Avenger and Eudora.

Previous to the Civil war Captain Condon sailed on salt water for about two years. He was mate of the ship Lanark on a voyage to Rio de Janeiro and New Orleans with a cargo of coffee, and afterward shipped out of Boston on the Gov. Hibbard, to Havana, in the West Indies trade, with a cargo of ice and Yankee notions, returning with tobacco and sugar to New York. On June 1, 1861, he enlisted as able seaman in the naval service of the U.S. Government, and was placed aboard the receiving ship North Carolina, commanded by Captain Mead. He was soon after promoted to be master's mate, which berth he filled five months, until transferred to the frigate Wabash as able seaman, remaining on her seven months, on the expedition to Port Royal. In 1863 he took a draft of men for the naval service to Cairo, Ill., and was there appointed to the gunboat Fawn, filling the berth of master's mate on her until the close of the war, about which time he was appointed acting ensign of the Fawn by Admiral Porter. He received an honorable discharge from the navy October 21, 1865.

The steamers of which Captain Condon has been master or mate are many, and include the propellers Detroit, Princeton, St. Louis, Fintry, Bucephalus, Saginaw, Nile, Merchant, Boscobel, Pacific, Arctic, Atlantic, Potomac, Chicago, Backus and Mendota; he was also master of several steambarges, and for one season of the tug Ward, in the Government employ at Frankfort, Mich. The Captain had several narrow escapes from death, but not as many as might be supposed, considering the length of time he sailed. He was mate of the propeller Fintry when her boiler blew out off Port Stanley, Lake Erie, on which occasion nine lives were lost. He was master of the tug Eclipse on a trip from Buffalo to Chicago, at the completion of which her boiler blew out at the docks of the latter port, the engineer, fireman and a deckhand being killed. While a passenger on the propeller Coburn, owned by Ward, of Detroit, on a trip down, and about eight hours out of Detour, she foundered in a heavy sea, being overladen. She was loaded with copper and silver ore, and went down a total wreck. Many of the passengers were so frightened that they refused to make any attempt to be saved, but nineteen of the crew and pass-engers took to the boats and were picked up by the schooners Gaskin and Chandler J. Wells, and safely landed at Detroit. During the closing years of his sailing Captain Condon was upon the steamers John B. Lyon, Oceanica and James Fisk, Jr. He retired permanently from the lake service in 1890.

Captain Condon was married at Buffalo to Abigail W. Langley, in a church that stood where the old post office building now is. They had four children, of whom Katherine, the only one now living, is the wife of Charles Girard, a resident of Buffalo. The home of the Condons is at No. 19 Lowell place, Buffalo.

M. CONLEY

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

M. Conley has been connected with the Great Lakes for twenty-nine years, being in the employ of one company for twenty-six years of that time. He is chief engineer for the Inter Ocean Transportation Company, of Milwaukee, having in charge the machinery on its entire fleet, and in addition to this is the efficient engineer of the steamer Maryland. It is needless to add that he is one of the most experienced and capable engineers on the lakes.

Mr. Conley was born in the Province of Ontario, Canada, in 1847, the son of John and Margaret (Sheehan) Conley, natives of Ireland, and who became early settlers of Canada. John Conley was a farmer, and followed that occupation in Canada till his death. His widow then came to Chicago, and died in that city. Mr. Conley was educated in Canada, but, in 1860, when a boy of thirteen years, he went to Cleveland and for a number of years was working for the tug lines and doing dock work. In 1869 he began steady sailing, starting from Cleveland on the old passenger steamer Atlantic, engaged in the Lake Superior trade, and the next year, 1870, he came to Chicago and was on the R. Prindiville, owned by Detroit parties.

In 1872 Mr. Conley commenced his long term of service with the Inter Ocean Transportation Company, known at that time as the Lake Michigan Transportation Company. A year later he was appointed chief engineer of the company, and in that capacity he assisted in bringing out all their boats, and in looking after the machinery department, serving as engineer of the steamer Ira H. Owen until 1880, and during that year became engineer of the steamer Minnesota, brought out that same year by this company. In 1881 the Inter Ocean Transportation Company built the Massachusetts and the Merrimac. During this year our subject was engineer of the Massachusetts, she having the Merrimac in tow. The following year the Merrimac was fitted out with machinery, and Mr. Conley was placed in charge of it, and he was engineer of her until the Manhattan came out in 1887, when he assumed charge of the machinery of the new vessel, and remained with her until the Manchester was built, when he was transferred to her as chief engineer. The Maryland, one of the finest steel steamers on the lakes, and engaged in the general freight trade, out from Milwaukee, was likewise indebted to Mr. Conley for the first care of her machinery. He assumed charge of her in 1891, and still continues as her engineer.

Mr. Conley has been a resident of Chicago since 1872. He was married, in 1872, in Canada, to Miss Catherine Collins, a native of Canada. To Mr. and Mrs. Conley have been born four children: John F., Julia, Carrie and Edna. John, the only son, was assistant engineer of the Maryland in 1895, having previously served as oiler on the Maryland and Manitou. He was reared to vessel life, and started for himself when sixteen years of age. In 1896 he was first engineer on the Adella Shores. He is a prominent member of the M. E. B. A., and affiliates with the Chicago Branch No. 4, and in 1898 was elected its corresponding secretary.

SAMUEL P. CONKLING

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

Twenty-five years ago steam pipes and steam boilers were universally used, both on land and water, without coverings to prevent heat radiation. But about that time the attention of engineers and of steam users gnerally was directed to the large percentage of loss by the radiation of heat from steam boilers, and by the condensation of steam in even the best systems of steam piping then known.

The first attempt at pipe and boiler covering were necessarily somewhat crude, the method employed being to plaster the outer surface with a paste of semi-liquid asbestos or magnesia, and in 1875 there was founded in Detroit, by Brown & McTaigue, the business which has now grown to such large proportions under the management of Samuel P. Conkling. Two years after the establishment of the business it was purchased by F. W. Marwin, who was in turn succeeded by Mr. Conkling in 1886. About this time greatly improved methods were introduced, sectional coverings of varying sizes to fit any steam pipe being manufactured, as well as blocks of convenient sizes for lagging boilers, engine cylinders, separators, pumps, etc. In 1889 Mr. Conkling took the Michigan agency for the magnesia sectional covering manufactured by the Keasby & Mattison Co., of Ambler, Penn., which he has since retained, and at the same time added a full line of asbestos, mineral wool, wool felt, hair felt and plastic coverings. A very large proportion of this business has been with the steam crafts of the lakes, and his men under his personal supervision, have covered over 300 marine boilers since he began operations. Many of these include the largest vessels afloat, such as the Hudson, Harlem and Mohawk, of the New York Central & Hudson River line; the car ferries of St. Ignace and St. Marie, used by the Detroit, Mackinaw & Marquette railroad at the Straits of Mackinac; the car ferries Michigan Central, Transfer and Transport on the Detroit river, the Selwyn Eddy, E. C. Pope, Senator and many others, including five of the Rockefeller fleet recently built by the Detroit Dry Dock Company and F. W. Wheeler, of Bay City. Mr. Conkling has lately added to his stock a line of asbestine cold water paints of various shades. These paints are mixed with cold water only, and a short time after application become dry and absolutely impervious to water. A considerable portion of the interior work of the car ferries Shenango No. 1 and Shenango No. 2 of Port Dover, has been treated with the asbestine paint, and has given excellent satisfaction. The covering of steam boilers and pipes and the lagging of cylinders and separators is today a necessity if economical results are to be obtained in the operation of steam machinery; so that practically all new steamers are thus equipped. The saving in fuel bills soon repays the cost of the original investment in these coverings.

Samuel P. Conkling is the son of J. S. Conkling (formerly a well-known Woodward avenue jeweler), and was born in Detroit in 1857, where his home has since been. He was educated at Patterson's private school, an institution which, in its day, numbered among its pupils many of the men who have since become prominent in the business and professional world. At the age of nineteen Mr. Conkling engaged in the furniture manufacturing business, being interested in the firm of Gray & Baffy. At the end of ten years he purchased the interest of F. W. Marvin in the business of covering steam boilers and steam pipes, to which he has devoted himself to such good purpose that his connection is now one of the most extensive in the West. His acquaintance with vessel owners and sailing masters is coextensive with the Great Lakes themselves, as there is scarcely a fleet of vessels upon which some of his work cannot be found.

Mr. Conkling is a member of the Detroit Club, the Wayne Club and the Detroit Boat Club, and in their day was also a member of the Pelouza Cadets. He is unmarried and still makes his home with his father.

CAPTAIN JOHN CONNOR

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

Captain John Connor, a mariner of wide experience on both the Atlantic ocean and the Great Lakes, but now living in Chicago retired from seafaring life, was born about the year 1835 under the British flag, on board a vessel on the Atlantic coast. He is a son of John and Mary (Harwood) Connor, the father of a native of Nova Scotia, the mother of England. Their home was in Nova Scotia, and they both died there.

Our subject was reared and educated in Cornwallis, Kings county, Nova Scotia, and when a youth, in the year 1853, commenced the life of a sailor, shipping "before the mast" on the Clermont, a small trading vessel engaged in the coasting trade between Nova Scotia and New Brunswick. With her he remained two seasons, and then shipped on another coaster, the Bloomer, as ordinary seaman, sailing on her until 1856, in that year becoming mate and sailing master of the Montezuma, plying between Beverly, Mass., and Boston. Returning then to New Brunswick, he there passed the rest of the season of 1856, in the following year (1857) sailing from New Brunswick on the ship Nictaux to Liverpool with a load of deal, thence sailing to Quebec. During the season of 1858 he was on the schooner William Henry Prentice, (Captain Leach) of Granville, Nova Scotia, until October of the same year, after which until the following December he sailed as mate of the Robert McAfee from New Brunswick; then went on the coaster Tigress, also of Nova Scotia (Capt. Mark Shaw), finishing the winter on her. Next season he went to New York City, thence voyaged on the same vessel to Cardenas, Cuba, with merchandise; returning to New York with a cargo of hides, the trip being made in twenty-six days.

Our subject then engaged in the coasting trade until 1861, in which year he shipped as mate of the Harvest Queen (Capt. Walter Grimes, of Cornwallis, N.S.), also in the coasting trade, and remained on her until March 18, 1862, on the 20th of which month he shipped as second mate on the Onward, a packet sailing from Cornwallis, N.S., to New York. From the latter city he proceeded to Oswego, N.Y., and in May, 1862, he shipped from that port on the Crevola (Capt. John McKenny, of Buffalo, and owned in Detroit), touching at all ports between Toledo and Ogdenburg. This vessel he left October 18, 1862, and then shipped as mate on the schooner Lucy Orchard, laying her up at Oswego December 9, same year.

On April 8, 1863, Captain Connor shipped before the mast on the schooner Nicaragua (Capt. Rube Johnson), bound for Oswego from Chicago, but left her September 28, same year, and October 9 went as second mate on the A.G. Morsey (Capt. Thomas McDonald) in the same trade, the season ending December 12, 1863; April 20, 1864, he shipped as second mate of the schooner Bermuda (also Capt. Thomas McDonald) from Oswego to Chicago, leaving her, however, August 20, following, by permission of owners, and then went as mate of the schooner Monteagle (Capt. Ross Stearns) in the same trade, laying her up at Chicago. In the fall of same year was mate of the Eli Bates (Capt. John Davison) until the close of the season. In 1865 he sailed the bark Geraldine as captain, from Chicago to Buffalo, and all intermediate points; in 1866 was master of the Samuel J. Hawley (owned by William Stewart, of Detroit), plying between Ogdensburg and Chicago, and laid her up in Detroit; in 1867-68 he sailed the Theodore Perry (same owner), in same trade, and laid her up in Racine, Wis.; in 1869-70 sailed the schooner Dane (owned in Oswego) in the same trade.

In 1871 Captain Connor brought out the Gilbert Mollison (E. & O. Mitchell, of Oswego, owners) at Oswego, and sailed her as master in the same trade. In 1872 he superintended the building of the schooner John R. Noyes (same owners), of Algonac, Mich., brought her out and sailed her that season, and laid her up in Oswego. In 1873 he brought out the schooner Isaac G. Jenkins, which was also built at Algonac (same owners), sailed her that season, and in November loaded her at Milwaukee for the port of Oswego.

That same month the schooner Gilbert Mollison (Capt. Joel B. Turner), of which Captain Connor had been master, loaded at Chicago and left that port five hours before our subject sailed from Milwaukee with the Jenkins, and was lost with all hands in Lake Michigan, between the Foxes and the Manitou. After that trip Captain Connor tied up the Jenkins at Chicago December 13, 1873.

In 1874 our subject superintended the building at Algonac, Mich., of the Belle Mitchell (E. & O. Mitchell, owners), sailed her that year, and laid her up at Oswego September 1; then brought out the George M. Case, for Case & Conger, of Fulton, Oswego Co., N.Y., and sailed her during the balance of the season of 1875. That year the Isaac G. Jenkins (Capt. John Brown), of which Captain Connor had been master, was lost with all hands in Lake Ontario; also our subject's former vessel, the Belle Mitchell, was lost with all hands off Erie, Penn. In 1876 Captain Connor again sailed the George M. Case (for same parties), same trade, until the fall of 1878, and laid her up in Toronto, Canada. In 1886 she was lost in Lake Erie, only three of her crew being saved (at that time she was commanded by Capt. John Daly).

In 1879 Captain Connor sailed the schooner Kate Winslow, of Buffalo (owned by N.E. Winslow, of that city), and laid her up at Erie, Penn.; in 1880 he sailed the schooner Luzern (same owners), and laid her up in Cleveland, Ohio; on November 18, 1887, she was lost with all hands in Lake Superior, including her master, Capt. George Lloyd. In 1881 Captain Connor was master of the John Bigler, of Chicago (owned by George C. Finney, of that port), in the lumber trade on Lake Superior, between Gordon Island and Kingston, Ont., and laid her up at the end of that season in Chicago; in 1882 he was again on the Bigler, this time in the iron-ore trade from Escanaba, Mich., to Cleveland, Ohio. In 1883 he sailed the schooner Pelican (owned by R.K. Winslow), in the grain and ore trade, laying her up at Duluth; in 1884 he sailed the Richard Winslow (same owner), and also laid her up at Duluth (she was the biggest schooner afloat on the lakes at that time). In 1885 Captain Conner(sic) sailed the Niagara for James Corrigan, of Cleveland, and laid her up at Buffalo (in 1888 she was lost in Lake Superior with all hands together with her cargo of 1,565 tons of ore). In 1886 he again sailed the Richard Winslow, in the same trade, and laid her up at Chicago in 1887; in 1888 he a third time sailed her, and then laid her up at Cleveland.

In 1889-90 Captain Connor sailed the Thomas P. Sheldon, of Cleveland (Hale and others owners), in which vessel he owned an interest, and in the fall of that year laid her up at Sandusky; in 1891 he sailed a tug out of Toledo, and in 1892 sailed the schooner Brunette (Parmer & Co., of Cleveland, owners), in which he also had an interest, laying her up at Cleveland the fall of that year. During the following winter, from January 2 to February 26, 1893, he was on the Ann Arbor No. 1, between Frankfort, Mich., and Kewaunee, Wis., while during the regular season of that year he sailed the Nellie Redington (owned by Parmer & Co.), in general freight trade, and laid her up at Chicago at the close of the season, and then retired from seafaring life. In April, 1894, he purchased his present cigar and newspaper stand at No. 723 West Madison street, Chicago.

Captain Connor is a genial, warm-hearted man, popular wherever he is known, a typical sailor, and his career as such has proved him to be one of the most careful, judicious and successful shipmasters that ever sailed the Great lakes, and he never lost a vessel nor a life. From the above recital it will be seen that no less than seven of the vessels which he had at one time or other commanded - the Gilbert Mollison, Isaac G. Jenkins, Belle Mitchell, George B. Case, Luzern, Niagara and Pelican - became total losses. During the long period he commanded vessels on the lakes he was a member of the Shipmasters Association. In fraternal affiliations he is identified with Oswego Lodge No. 127, F. & A.M., and of Thatcher Chapter No. 101, R.A.M. of Cleveland, Ohio.

JOSEPH B. CONRAD Joseph B. Conrad, a veteran coal shipper on the lakes, was born in Cecil county, Md., January 1, 1840, a son of James M. and Harriet (Campbell) Conrad, and is of Scotch, German and English descent. The Campbells came over with Lord Baltimore, and the name has undergone many changes of spelling.

Two brothers, Peter and Tennis Kunard, who came over with William Penn, were the progenitors of the American branch of the family, and certain members of the family took prominent parts in the early political affairs. John Conrad, grandfather of Joseph B., was a Quaker member of Congress from Philadelphia, and was read out of the Meeting for voting in favor of the war of 1812, his action winning for him the appellation of the "fighting Quaker." His patriotism was not forgotten by the government, and he became United States marshal for the Philadelphia district under both Madison and Monroe. Mr. Conrad's parent's moved to Philadelphia when he was fifteen years old, and he there remained as a resident twenty years. He was educated in the district schools of Maryland, and went to work when fourteen years, spending his early years on a farm at hand work. In 1865 he commenced shipping coal from the Philadelphia and Reading railroad docks at Port Richmond, then the shipping port of Philadelphia, but now a part of the city, where he represented A. E. Packer & Co., Rathbun Sturns & Co., Heckschier Bowns & Co., Hartford Association Coal Company, and others, and also operated on his own account. In 1875 he went to Perth Amboy, N. J., in the interest of the Lehigh Valley Railroad Company, where he had over three hundred different kinds of coal to look after, shipping over two million tons yearly, and having under his control from three hundred to four hundred men. Here he remained until 1882, at which time Coxe Brothers & Co., commenced this business in Buffalo, and Mr. Conrad moved thither to become their resident shipping agent, which position he still holds.

It is an important one, as the note of the trestle operations will show. The coal-shipping trestle occupied in Buffalo by Coxe Bros. & Co. is the property of the Western New York & Pennsylvania Railroad Company, and is situated on the west side of the Blackwell canal just above the South Michigan street bridge. It has pocket capacity of three thousand two hundred tons, and a stocking capacity of six thousand tons adjoining. A Brown hoist was put up to assist in shipping from the stock pile, though it has not been much used. Shipment over the trestle by lake to various ports, principally Chicago, Milwaukee and Duluth, exceed two hundred thousand tons a season, and reached three hundred and seventeen thousand tons a season. In 1873 Mr. Conrad married Miss Sarah L. Shewell, a member of an English family of that name which has been prominent in Philadelphia society from Colonial times. They have no children, but have reared two nieces.

Mr. Conrad is a member of the Merchants Exchange of Buffalo, and is affiliated with F. & A, M., Washington Lodge and Keystone Chapter of Buffalo. He is a truly self-made man, having been sent adrift to support to support not only himself, but his family as well, when but fourteen years of age. By his own industry and integrity he has attained his present position, and is now well known among the lake interests.

DANIEL CONWAY

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

Daniel Conway was born in 1847, in Boston, Mass., and attended school in that city until sixteen years of age, when he enlisted in Company A, Ninth New York Heavy Artillery, serving three years with that command. He re-enlisted as a sharpshooter and served nine months. Mr. Conway participated in all the battles of the Potomac army from the Wilderness to Appomatox. After the close of the war he went to school one year, and then commenced work in the Vulcan Iron Works, at Oswego, N.Y., where he remained over a year. His first experience as an engineer was in setting up and running stationary engines, and he was subsequently engaged in tugging for the firms of Smith & Post and Mastin & Murphy. He then went to Kingston, Ontario, to run the new tug Lady Franklin, remaining there until the fall of 1872. In 1873 Mr. Conway came to Cleveland and secured an appointment on the river tug Samson, and the following season he received the appointment with the Bradley line, with which he continued for thirteen years. He was engineer on the Selah Chamberlin when she was lost in collision with the John Pridgeon on Lake Michigan off Sheboygan; in this accident there were five lives sacrificed, the balance of the crew reaching the shore in the yawl-boat. Captain Greenlee was in command of the Chamberlin at the time of the accident. Mr. Conway numbers among his best boats the Corona, Raleigh, Cormorant, Smith Moore, Pickands and others of like class.

Mr. Conway belongs to Stedman Post, G.A.R. and is active in working for the interests of the old soldiers. In 1871 he was united in marriage to Miss Minerva White, at Oswego, New York, and they reside in Cleveland.

J. J. CONWAY

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

J.J. Conway has passed part of his life afloat and has always taken a deep interest in affairs maritime, he is an ardent member of the Marine Engineers Beneficial Association, and has for the last five years been financial secretary of Milwaukee Lodge No. 9. Mr. Conway is a finished mechanic and has held many positions of honor and trust. He was born in San Francisco, Cal., July 12, 1865, the son of James M. and Anna (Burke) Conway, natives of Great Britain, who came to the United States early in life, locating in Milwaukee, where they were married. Later they removed to San Francisco, returning, however to Milwaukee, where the father died in 1880. It was in that city that J. J. Conway acquired his public-school education. In 1880, the year that his father died, he became an apprentice of a bridgebuilding firm in whose machine and blacksmith shop he worked for nearly three years. In the spring of 1883 he engaged with the Milwaukee Tugboat line as fireman in the tug J. B. Merrill, transferring to the Starkey, Dexter, and J. J. Hagerman, during the three years he continued in their employ. In 1886 he went to work in the machine shop of W. Cross, of Milwaukee, and the next spring became fireman in the tug R. J. Gordon, owned by the Ellsworth Brothers. In the spring of 1888 Mr. Conway applied for and received engineer's license, shipping in the steamer Marshall F. Butters as second engineer, and following with a season in the passenger steamer F. & P. M. No 2, in the same capacity. The succeeding winter he was placed in charge of the machinery for the construction of the Milwaukee dam. In 1890 he was appointed assistant engineer of the Milwaukee fire steamer No. 1, after sixty days assuming charge of the engine. The next year he became chief engineer of the steamyacht Adele, a fine pleasure boat with triple-expansion engine, owned by Frank Boyd, at the close of the pleasure season taking the position of engineer and electrician of the Becker power house. In 1892 Mr. Conway was transferred to the railroad department of the Edison power house. The next year he entered the employ of the executors of the Martin estate and at once became chief engineer of all machinery attached to their buildings, the new Iron block, the Drake block, the Martin flats and the fine family residence. He has held this position five years, giving universal satisfaction. Mr. Conway has ten issues of engineer's license.

On April 2, 1892, Mr. Conway was married to Miss Johanna Patamythes, daughter of Joseph and Anna (Barnes) Patamythes, of Athens, Greece, and three children have been born to this union; George, Lorain and Marion. Mrs. Conway's father was at one time a salt-water sailor, visiting many climes, and he was mate of lake vessels for many years. The family make their home in the Martin, Milwaukee, Wisconsin.

CAPTAIN ROBERT COONEY

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

Captain Robert Cooney is one of the best known sailors between Kingston and Port Arthur. In the city of Chicago he is so well known that he thinks the "Windy City" a good place to steer clear of, for was not he the intrepid mate who assisted Captain Irving, master of the good ship Edward Blake, to carry off McGarigle in his famous escape from justice, landing him safely on Canadian soil. Captain Cooney was so written up and pictured in the Western papers at that time that his name was nearly as familiar as that of the President. When the gallant Captain becomes enthusiastic over the institutions of the glorious United States, and some friend asks him pointedly, "Why don't you go over there, then, if you are so fond of the country?" his answer invariably is, "I would if I could, but I can't and if I can't, how can I, can you?"

Captain Cooney was born at Port Dalhousie, Canada, in the year 1862, and in this town attended school until he was fourteen; and it is said of him that he was so adverse to school discipline that the doors and windows had to be locked in order to keep him in the building. Thus, it is only natural that the boy's adventurous spirit should lead him to choose the life of a sailor at a very early age. His first boat was the barkentine Cecelia, which was engaged in the grain trade between Kingston and Toronto. Then he was on the schooner Gulnair for a time, and afterward on the American schooner Senator Blood, of Oswego, which carried grain between Detroit, Toledo and Buffalo. On the schooner Jamaica he attained to the position of mate, this boat running between Kingston, Oswego, and Chicago, after which he served on various boats, mostly schooners, which included the John R. Noyes, the Guido Festor (a schooner carrying 60,000 bushels), the Lizzie A. Law, of Chicago, the Comanche, and the Edward Blake, on which boat, during the year 1888, was safely conveyed to Canadian shores the boodler-politician McGarigle, when escaping from the political sleuth-hounds of an opposite party, who were metaphorically thirsting for his blood. In 1889 he entered the employ of the Hamilton Steamboat Company's line, serving at different times on their two fine boats, the Macassa and the Modjeska. These boats were built on the Clyde, and sailed across the ocean to enter into their fresh-water service on the Great Lakes. They are the two most commodious and best fitted up steamships on Lake Ontario, and the only one having the many advantages of compound triple expansion engines and twin screws, they being capable, by means of the latter, of turning around within their own length. Five years ago Captain Cooney became commodore on the fine side-wheel steamer Garden City, which plied between Toronto and the various lake ports, remaining on her many seasons.

Captain Cooney can recall many exciting episodes in his career, not the least interesting of which is his experience on the Comanche, when she was dismasted and wrecked on Lake Ontario in 1886. He is a lake captain who has had wide experience, and is one whom his employers implicitly trust at all times, although, as he says himself, he has often had to shoulder their sins as well as his own. When at home the Captain resides at Port Dalhousie, which is situated at the Lake Ontario entrance to the Welland canal.

FRANK COONS

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

Frank Coons, who is one of the most prominent engineers sailing out of Milwaukee, and who is a very skillful machinist, was born in Ogdensburg, N.Y. on July 31, 1848, a son of Ralph and Ellen (Morrison} Coons. His father during the last thirty years has been employed as engineer on dredges by the Brown Dredge Company, at Port Dalhousie, Welland canal, and Thorold, Canada; also at times filling the office of master. The mother died in 1873 at Port Dalhousie, and it was there that Frank acquired his education in the public schools, after which he worked in machine and boiler shops. It was in 1866 that he commenced his lakefaring career, shipping as fireman on the tug American Eagle, going to Manistee, Mich., the following year, and in 1868 he entered the employ of Captain Starke as engineer of the tug Buhl. The next spring he was appointed engineer of the tug Robert Emmett, employed on government contracts, three years, after which he again entered the employ of Starke & Co. Tug line, of Milwaukee. He went to Buffalo after the tug Starke, took her to Milwaukee, and ran her as engineer until September, when he took the tug J. J. Hagermann, bringing her out in 1872 and running her seven years. In the spring of 1879 he joined the tug H. F. Bues, waiting on dredge, a position he held until 1893, when he was appointed engineer of the tug Calumet, running her five seasons, and in 1898 he was appointed chief engineer of the steamer E. A. Shores, Jr., owned by the Starke estate. Mr. Coons, being a man of thrift and industry, employed his time during the winter months at work for the company, and for the Sheriff Manufacturing Company, working at times in the boiler shops.

Socially, he was a member of the Marine Engineers Beneficial Association No. 9, of Milwaukee, and is held in high esteem by his associates.

In September, 1876, Mr. Coons was wedded to Miss Margaret D. Putnam, of Milwaukee. The children born to this union are Frank, Fred, Harry P., and Guy Hager. The family homestead is at 468 American avenue, Milwaukee, Wisconsin.

CAPTAIN JOSEPH CORCORAN

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

Captain Joseph Corcoran, master of the steamer Mahoning, of the Anchor line for the season of 1897, was born in the west of Ireland in 1842. He was the second in a family of four children of James and Mary (Loftus) Corcoran, who were natives of the same part of that country, where they were engaged in farming. The Captain's two sisters are both living and married, one to James Cullen, the other to Michael Murray; they reside at Chicago. The brother Michael (commonly known as John), when last heard of, thirty years ago, was sailing.

When five years old Captain Corcoran was taken to Liverpool by his parents, and there received the ordinary amount of schooling accorded to the youth of those days. He began the first practical work of his life in a wholesale canvas house of that city, where he remained about a year, and then at the age of fourteen shipped as boy on the vessel St. Andrews, of St. Andrews, New Brunswick, running from Liverpool to Savannah, Ga., on which another year of his life was spent. He next went on a brig as ordinary seaman for four months, plying between Liverpool and St. Johns, New Brunswick. After a stay of about a year in the woods of New Brunswick, he commenced railroading on a road just being built from St. Johns to Miramichi, and was so employed about another year, when a desire to sail again seized him, and he shipped on a brig out of St. Johns, New Brunswick, to Bristol, England, for two months. Proceeding by rail from the latter place to Newport, he sailed thence as able seaman aboard the vessel Trade Wind, of St. Johns, New Brunswick, which carried a load of coal to Gibraltar, returning from there to St. Johns, New Brunswick, and then carrying timber to Liverpool, his service on this vessel covering a period of one year. From the last named port he shipped to Richibucto and Glasgow, then took passage to Liverpool, where he shipped in the American ship Progress, to New York, and he was then in the San Francisco clipper, Andrew Jackson, to St. Johns, New Brunswick, from there going on the Gilchrist, to London, and from Liverpool in a bark to Miramichi; then in the English government vessel Brian Boru, from there to Kingston and Bristol; to Constantinople; to Odessa, and back to Bristol. While on the latter voyage Captain Corcoran was relieved from his trick of duty at the wheel by another of the crew, who was killed almost instantly after relieving him, while in the Malta channel.

His salt-water experience after that was limited to a couple of years sailing from Liverpool to Bombay, and as quartermaster of the City of Cork, of the Inman line of steamers, for five months; after this, in 1865 or '66, he shipped in the Republic from New York to New Orleans, and while on this trip, when about seventy miles from Tiba light, she foundered, and thirty of her crew and passengers were lost together with a valuable cargo of specie and merchandise. Twenty-five others took to a raft, and, after days and nights of suffering from thirst and hunger, all but two went insane and died, while raving; of the two one died after reaching a hospital in Brooklyn. Seventeen, including Captain Corcoran, were picked up by the small boats and carried into Charleston, S.C., from where he proceeded to New York. He shipped as fireman on the Quaker City for the entire winter, in order to get enough money to buy wearing apparel, and in the spring went on the Moro Castle, New York to Havana, in the fruit trade, and the Ericsson, of the Pacific Mail line of steamers, to Aspinwall. He was afterward on a brig to foreign ports, for coffee, on which trip most of the crew were ill with fever and one died. Mr. Corcoran was compelled to again go into the hot hold and fire until reaching port at New York. Following this he sailed on several vessels before the mast from New Orleans to New York and Galveston, Texas, and about 1867 began service on the Great Lakes, starting out of Chicago on the schooner Columbia. He was on different boats for two years, being second mate of the Die Vernon when she went down, at Long Point; Lorance Dimick was her captain, and George L. Hogg, of Chicago, her mate. From that time until he became master he was on the R. H. Becker, Andrew Johnson, R. H. Blake, Annie Young (wheeling her two trips and acting as second mate for the balance of the latter season); was mate on the Arizona one season, and of the Annie Young another; second mate of the Japan one season; second and first mate one season of the Wissahickon; and mate of the Philadelphia one and a half seasons. He then attained to the position of master on the schooner Sherwood for one season, and the following one served in the same capacity on the Gordon Campbell. For five seasons he was captain of the Conemaugh, four of the Lycoming, seven of the Clarion, and two of the Mahoning, thus rounding out over twenty years of service with the Anchor line.

At Erie, Penn., in 1881, the Captain was married to Miss Margaret Jordon, of Buffalo, N. Y., a sister of John Jordon, who is chief engineer of the Schuylkill.

Captain Corcoran is a member of No. 50, Buffalo Ship Masters Association, and Branch No. 12, C. M. B. A., of Erie. The family residence is at No. 225 East Third street, Erie, Pennsylvania.

CAPTAIN JAMES CORRIGAN

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

Captain James Corrigan, the subject of this sketch and one of the largest individual vessel owners on the lakes, has by his keen foresight, good business methods and upright life attained to a strong and enviable position in the commercial world. As a young man he was employed in an oil concern and soon commenced to make experiments in oil on his own account, but in the summer months turned his attention to sailing.

In 1867 he sailed the schooner Trial, plying between Cleveland and Port Stanley in the oil trade. On one of his trips an episode occurred which portrays his humanity and the courageous spirit with which he has been endowed. The day was stormy and the waves were running high. Captain Corrigan, after having been on watch many hours gave the helm in charge of a young sailor named Cummings, of Oswego, and turned in, leaving most of his clothing on. He soon heard the cry "man over-board," and on reaching the deck he could just discern his helmsman struggling in the wake of the vessel, having been washed overboard by the heavy sea. The only boat on the schooner was a small one, flat-bottomed and square ended, which was launched with Captain Corrigan in it. He pulled away and rescued young Cummings, but the two were not able to regain the schooner, as she was not put about or hove to. About dark after the utmost exertions for fourteen hours to keep the boat afloat, they were picked up by the schooner George J. Whitney, Captain Carpenter, and taken to Detroit. The schooner Trial, which had come to anchor off Fairport, was picked up by the propeller Dean Richmond, and towed to Cleveland. Captain Corrigan was given up for lost, as for three days nothing of his whereabouts was heard.

In 1872 he had another experience. It was on a day that a portion of the Cleveland City waterworks crib was destroyed by the waves, before the breakwater was constructed. Captain Corrigan was riding at anchor on the Canada side in his schooner yacht Jane Anderson. The wind was blowing at the rate of sixty miles an hour, and the cable chain parted. The Captain made sail, shaped his course across the lake and sailed her into the river at Cleveland, his arrival being witnessed by scores of excited people on the shore. The yacht came inside the piers laying over almost on her beam ends.

All the lines of manufacture and commerce with which Captain Corrigan is identified, including the ownership of steamboats, iron mines, furnaces and oil territory, have prospered under his direction and multiplied many fold. He is, indeed one of the enterprising and energetic business men to whom the country is indebted for the growth and magnitude of the lake commerce. A bold and confident operator, he seems to know intuitively which investment will give the best results, as well as the time to make such investments. It was in the spring of 1872 he commenced to take interest in lake matters, and has since owned the schooner Massilon, Algeria, Hypogriff, Niagara (765 tons), steamer Raleigh (1,165 tons), schooner Lucerne (727 tons), Tasmania (930 tons), Northwest (960 tons), Polynesia, and finally, in 1884, he commenced to purchase steamboats of the larger class, consisting of the Australasia (1,539 tons), the Bulgaria (1,496 tons), Caledonia (1,486 tons), the Italia (1,570 tons), and the Roumania (1,486 gross tons). In 1896 he became the pioneer of the present largest class of vessels, and had built to his order the Amazon (3,600 tons) and Poynesia (3,562 tons), and Australia (3,745 tons).

Captain Corrigan also interested himself in the oil business during the year 1872, and in a short time was in possession of and operated the largest refining works in the country (outside of those owned by the Standard Oil Company), several of which were on Walworth Run, Cleveland. He also owned the Excelsior, Doan, Chase and Commercial Refineries. He was the discoverer of the process for the manufacture of mineral seal oil, which was the first oil ever used successfully in railroad cars, and of the machine oil known as cylinder oil; these oils are of 300 fire test. He also has a process of refining parafine wax. The Standard Oil Company adopted their process for refining lubricating oils from Captain Corrigan. He finally leased his refineries to that company and later sold out to them, taking considerable stock in the transaction. In 1881 he and his brother John went to Austria, Hungary, and purchased a large tract of oil-producing territory, including the estate of Prince Sterbei, who associated with them in the enterprise; they established two refineries, one in Grybow, not far from Crakow, and the other at Kolomea, Austria, their last refining operations being at the latter place. They remained in Austria three years, with their principal operations in the province of Galicia, and as neither of the brothers could speak the language of the country, they were compelled to employ interpreters.

In 1883 Captain Corrigan turned his attention to Lake Superior iron mines, and at various times held controlling interests in the Queen Buffalo, South Buffalo, Prince of Wales, Dunn, Crystal Falls, Sunday Lake, Iron Belt, Aurora, Atlantic and Franklin. In order to get the best results from his steamboat and iron mines, he thought, to make the combination perfect, it would be advisable to have furnaces of his own, and accordingly invested in the River Furnace and Dock Company of Cleveland, Ohio, and two other furnaces, which are located in Pennsylvania.

The confidence and skill with which Captain Corrigan carries on these lines of business, and the interest thus taken in commerce, attracted the attention of the Lake Carriers Association, of which body he has been a member since its organization, and he was chosen president. He presided over the association during the term of 1894, giving universal satisfaction by his energy and business wisdom. Notwithstanding his busy life he finds time to enjoy congenial sport, and some years ago purchased a swift sailing catamaran which it is his pleasure to trim and sail, always inviting a number of his friends to accompany him. He also owned the schooner yacht Jane Anderson, and two steamyachts.

The family homestead is at No. 1340 Wilson Avenue, Cleveland, the summer home being at Wyckliffe, Ohio.

CAPTAIN JOHN CORRIGAN

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

Captain John Corrigan, a prominent business man and vessel owner, residing in Cleveland, has attained his present financial standing by virtue of strict integrity, industry and enterprise. He was associated with his brother, Capt. James Corrigan, in the oil-refining business in Cleveland for many years, and has became(sic) an expert for locating the presence of oil. His first refining operations consisted in the manufacture of lubricating oils, and it was his product that was first used successfully on railroad cars.

In 1881 he joined his brother in business enterprise in Austria and Hungary, where they purchased large tracts of oil-producing territory, and operated on a large scale, marketing their product in the larger cities of those countries. They established two refineries, one in Grabow, in Austria-Poland, on the Carpathian Mountains a [t?] Krakau (Cracow), and one near Kolomea, in Galicia, the last refining operations being at the last named locality. Capt. John Corrigan also purchased the estate of Prince Sterbey, whom he associated with him in the producing business. They remained in Austria about three years, after which they sold out their business and returned to America. Capt. John Corrigan is yet engaged in wholesale oil business, refining the product of his wells at Bradford and Warren, Penn. His refineries are provided with all modern appliances, and produce the highest grades of lubricating oils for machinery, engine and cylinder, so extensively used on lake steamers, and oils for illuminating purposes.

For many years Captain Corrigan has been an extensive vessel owner, his possessions from time to time including the steamer Raleigh, schooners Lucerne, Niagara, James Couch, J.I. Case, David Dows, George W. Adams, steamer Aurora (believed to be the stanchest vessel on the lakes, but destroyed by fire near Detroit, in December, 1898), and the large steel schooner Aurania, which has a capacity of 5,200 tons of ore.

Socially Captain Corrigan is an active and prominent Mason, having attained the thirty-second degree, being a member of Bigelow Lodge, Thatcher Chapter, Holyrood Commandery, Lake Erie Consistory, and is a noble of Al Koran of the Mystic Shrine. His office is located at No. 720 Perry Payne building, Cleveland, Ohio.

JAMES COTTER

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

James Cotter, the oldest of two sons of James and Ann (Mahany) Cotter, of Ireland, who emigrated to this country in the year 1857, and settled at Buffalo, was born at Cape Clear, County Cork, Ireland, on November 1, 1856, and when but a year old his parents left him in the care of an aunt, while they came to this country to make a home. When nine years old he came over to meet his parents, and then attended public schools No. 4 and No. 34, at Buffalo, which was the first schooling he had. After six years of study, or when sixteen years of age, he began sailing as boy on the William Vanatta, for one season, and the next two seasons was decking and firing on the tug Jason Parker, of which he was engineer during the season of 1872, taking her to and laying her up at Charlotte. Next season he sailed the Robert J. Cooper, which at the close of the season was sold, and taken by him to Montreal. In 1874 he brought out new the Oscar Folsom, which he later took to Toledo and laid up, then came back and finished the season in the Jason Parker. The season of 1875, he started in the employ of Bennett & Barry, of Rochester, as engineer of their passenger boat Wilcox, remaining on her throughout the season, and the next brought out new the excursion steamer Charlotte and ran her for the same company, then on the City of Rochester for them the following season. In 1878-79-80 he was engineer of E. K. Hart's (the Albion banker) pleasure yacht Loraine, and the five succeeding seasons on the tug George D. Gillson, after which he was on the Oneida three seasons, and John S. Heath one season. In August, 1895, he brought out new the James Kennedy, which he ran during the seasons of 1896 and 1897. During the interval preceding the advent of the Kennedy he was on several sailing vessels, among them the George D. Ruffen and General Worth.

At Youngstown, N. Y., April 15, 1885, Mr. Cotter was married to Miss Katherine Reardon, a native of that town. They are the parents of five children, of whom but two, Ida and Annie, are now living.

Mr. Cotter's father was a lifelong sailor, and died in 1892, and his brother, also deceased, followed the life of a sailor, and the fact that he has twenty-three issues of papers, is proof enough that the love of sailing is hereditary. The family residence is at No. 68 Sandusky street, Buffalo, New York.

CAPTAIN WILLIAM COTTER

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

Captain William Cotter, a young officer, who was appointed chief engineer of a steamboat in his second year as a sailor, and master of the same steamer the following season, was born in Titusville, Penn., in 1870. In 1873 he removed with his parents to Cleveland, where he attended a private school, under the tutelage of T.J. Kelley.

After the completion of his education Captain Cotter decided to adopt the life of a sailor, and shipped as lookout on the steambarge Alice Strong, with Capt. D. Henderson. The next season he went as engineer of the same steamer, and in the spring of 1889 was appointed master. In 1890 he was given the steam sandlighter Robert Greenhalgh, Jr., to sail, closing the season on the Protection. He also sailed the Protection the two following seasons. In the spring of 1893 he went to Chicago and shipped as mate on the Monitor No. 104, but remained with her only two trips. He then entered the employ of the Cleveland Tug Company, as master of the Maggie Sanborn, transferring to the Charles Henry, S.S. Stone, N.B. Gates, James Amadeus and L.P. Smith in the order named. In 1894 he sailed the tug J.R. Sprankle, 1895 the tug John Gregory, 1896 the Ben Campbell, closing the season, however, as night manager of the tug line. In the spring of 1897 he was again appointed master of the tug Campbell. He has eight issues of pilot's license.

Captain Cotter was united in marriage to Miss Catherine Gorry, of Cleveland, January 13, 1896. Mrs. Cotter is a graduate of the Spencerian Business College, and is a rapid and accurate accountant and stenographer.

CAPTAIN JOHN COULTER

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

Captain John Coulter, whose early life was one of the kind to develop a strong reliance upon his own resources, and render his mind clear and bright and quick in its appreciation, has attained to the front rank among the many really capable shipmasters on the lakes. He was born on Amherst island near Kingston, Ont., on February 14, 1839, and has been sailing on the lakes and ocean since 1854, as boy, master and owner, without the loss of a vessel, a man or a friend. He is a son of William and Bessie (Hatch) Coulter, both natives of County Down, near Belfast, Ireland. They came to America about the year 1830, locating on Amherst island, the father following the lakes as mate on small hookers engaged in Lake Ontario trade, his last berth being second mate on the schooner J. P. Kirtland, of which his son John was master. After leaving Amherst island the subject of this sketch attended the common schools until 1851, when they removed to a farm near Bowmanville, Durham Co., Ont., which gave employment to both father and son. In the spring of 1854 it was decided that young Coulter should embrace a marine life, and, shipping as cook on the Canadian schooner Rachel, he put in his first season. During the winter the Rachel was rebuilt at Oakville, Ont., her name being changed to Two Brothers, and John Coulter again shipped on her, this time before the mast, with Capt. William McDonald, until September, when he transferred to the schooner Mary Frances, closing the season in the John Heseman, all Canadian bottoms. In the spring of 1856 he joined the schooner Theresa, of St. Catharines; leaving her in June, at Chicago, he shipped on the bark Colonel Kemp, in Sacket's Harbor, then the bark Sonora, closing the season on the schooner C. North which he laid up. That winter he worked in Quayle & Martin's shipyard, in Cleveland, until February, 1857, when he went to Milan to work for J. P. Gay & Co., until opening of navigation. He then shipped before the mast on the schooner Darien. That fall he went to New Orleans, where he passed the winter. Returning to the lakes in the spring of 1858, he was appointed mate of the Darien, and at the close of the season he went to New York and joined the full-rigged ship Maid of Orleans, engaged in the coasting trade between that port and New Orleans. The next year he served as mate on the schooner Jason Parker, until September, when he was appointed master of the schooner Darien.

It may be said here that it is a pleasure to follow the episodes in the life of Capt. John Coulter, as his memory is tenacious and methodical. In 1860 the Captain was appointed master of the brig schooner J. C. Fremont, capable of carrying 13,000 bushels of wheat, holding that office until July 1, when he was transferred to the schooner J. P. Kirtland and sailed her until the close of the following season. In the spring of 1862 Captain Coulter brought out the new schooner H. S. Walbridge, and sailed her with good business success three years. In 1865 he purchased an interest in the schooner Kate Hinchman and sailed her. The next spring he took command of the schooner Autonto, a clipper in which he owned an interest, and sailed her four seasons. Being engaged in this enterprise he purchased an interest in the bark Frank Morell, in 1870, and sailed her four seasons, with good business results. In the spring of 1874 the Captain purchased a half-interest in the schooner S. L. Watson, then new, built by J. M. Jones at Detroit, of which he was master fourteen successive seasons. During the season of 1888 he stoped ashore for a well earned rest, and the next spring came out as master and part owner of the steamer Louisiana, which he sailed until August 1895; and having become a stockholder in the Yale Transit Company, he took command and brought out the new, fine steel steamer Yale, a vessel of 3,453 tons register, which he sailed for some time.

Socially, the Captain is a member of the Ship Masters Association, and carries Pennant No. 380; also of the beneficial order of Maccabees. Capt. John Coulter was wedded to Miss Fanny E. Washburn (now deceased), January 15, 1861. Two children were born to this union; William J., the only one living, is a soldier in the second United States Regiment of Volunteer Engineers, now at Manila, in the Philippines. Captain Coulter took as a second wife Miss Mary A., daughter of Charles and Nancy J. Eldridge, pioneers of Milan, Ohio. The marriage ceremony was performed on December 19, 1866. The children born to this union are Fannie, and Libbie E., now the wife of Stephen Lockwood, of Milan, and who has a son named John Lockwood in honor of his grandfather. The family homestead is in Milan.

JAMES H. COUNTRYMAN

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

James H. Countryman, a young and ambitious engineer, learned the rudiments of his profession under the instruction of Thomas Welsh, an engineer who was most ably qualified to teach that branch of mechanics. As our subject was an apt scholar his skill and ability do credit to his instructor. He was born in Oswego, New York, May 28, 1865, a son of William and Catherine (Singleton) Countryman, also natives of that city. He acquired his education in the public schools of Oswego, attending the same until he reached the age of sixteen years.

In the spring of 1881 Mr. Countryman determined to follow the lakes for a livelihood, but after a season as cabin boy in the side-wheel steamer Ontario, plying on the lake of that name, he remained ashore three years as clerk in the store of H. L. Hart & Co., of Oswego, undue paternal influence having been brought to bear upon him, perhaps. However, in 1885, he again essayed the steamboat life, this time shipping as fireman on the steamer Walter L. Frost, of the Ogdensburg Transit Company, Thomas Welsh being the chief engineer. He retained that laborious berth four seasons, but in the spring of 1890 was promoted to the engine room as oiler, and in 1891 he received his license as second engineer, and was appointed first assistant on the steamer Josephine, where he remained until 1892. He then entered the employ of the Crescent line as second engineer of the John V. Moran, holding that position three seasons. In the spring of 1895 he was appointed chief engineer of the steamer John V. Moran, now of the new Union Transit Company, and was in charge of her machinery for some time.

Socially, Mr. Countryman is an ardent member of the Marine Engineers Beneficial Association No. 43, of Port Huron, Mich., and was much gratified when Congress defined the status of the marine engineers as officers of American vessels, and guaranteed to them the rights enjoyed by any other class of American citizens.

On January 16, 1896, he was married to Miss Nellie Coy, of Syracuse, N. Y., and they now make their home at No. 77 Breckenridge street, Buffalo, New York.

CHARLES COUSHAINE

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

Charles Coushaine is a son of Andrew and Margaret (Williams) Coushaine, the former a native of Montreal and a blacksmith by trade, who died when the subject of this sketch was but three years of age. The latter was a native of Painesville, Ohio, and died in about the year 1860. There were six children in the family, Andrew being the only one, besides Charles, who is a sailor; the latter is master of a harbor tug on the south shore of Lake Michigan.

Mr. Coushaine has been in the lake service twenty-two years, and has twenty-one issues of license. During that period he has proved his capability as a marine engineer, filling chief's berth most of the time, and the fact that he is now in the employ of the Union line is additional evidence that he is a reliable man. He was born April 9, 1850, at Fort Mackinac, now more familiarly known as Mackinaw City. After completing his education he began life on the lakes, going before the mast for a season on the schooner Francis Eddy. He was next fireman and engineer, respectively, on a dredge at Cheboygan, Mich., owned by Corkan & Stickney, where he worked a year. >From the beginning until the middle of the next season he was in the employ of a Mr. Dale on a dredge owned by him at Sand Beach, placing stone cribs for the piers at that harbor, at which time the first stones were dug which were used for the cribs above mentioned. Following that employment he was engineer on the harbor tug Mary Newton, at Cheboygan, for two seasons, and succeeding that he was second and chief on the lake tugs Frank Moffatt and Mocking Bird, owned by James Moffatt, of Port Huron.

The next season he became engineer of the tug Reed at Chicago, which he left in the middle of the season, going to Port Huron to accept a similar position in the ferry boat Congor, on which he remained a season and a half; the tug Reed was engaged in carrying loads of railroad ties from the west shore of Lake Michigan to Chicago, while the Congor was engaged in carrying passengers from Sarnia to Port Huron. His next employment was as chief engineer of the steambarge D. W. Powers in the lumber trade, in which he continued for a season and a half. The following three seasons he was chief engineer of the W. H. Barnum, Edward Tice and John C. Pringle, the latter controlled by Smith, Brown & Co., of Buffalo. While in the Pringle, during the season of 1892, she collided with the schooner Morrison, consort of the steambarge Horace A. Tuttle, the accident occurring about July 13, while the John C. Pringle was bound up with a cargo of Italian marble. The consorts of the Pringle were the Sweetheart, Sunshine and Harrison, loaded with coal. The collision took place about thirteen miles below Thunder Bay, and the Morrison sunk with a cargo of iron ore, a total loss. The crew were saved, however. The bow of the Pringle was damaged by being stove in, her spar cracked, and she lost two anchors. Captain Vickbonah was knocked overboard, but was rescued by the yawl boat of the Horace A. Tuttle. The next service rendered by Mr. Coushaine was in chief engineer's berth on the steamer Emily P. Weed, then owned by the Hollister Transportation Company, which continued two seasons. He next filled the same berth in the propeller Avon, and then became chief engineer of the steamer Tioga, of the Union line, in which position he has continued during the seasons of 1895-96-97-98.

Mr. Coushaine was married in the fall of 1878, and has a family of three children: Annie, Charles and Cora. Their residence is at No. 116 Laurel Street, Buffalo. In social connection Mr. Coushaine is a charter member of the Marine Engineers Beneficial Association; belonging to Local Harbor No. 43, at Port Huron, and filled the office of vice-president one year. He has worked his way up the ladder of prosperity, by his personal efforts, and by his own merit has attained his present position. He is emphatically one of the self-made men of the lakes.

GEORGE M. COWAN

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

George M. Cowan, whose identification with marine affairs, dates back to 1867, is the well-known and popular chief engineer of the "Auditorium Hotel", where he has been stationed for the past ten years.

Mr. Cowan was born in Ogdensburg, N. Y., in 1847, a son of Ambrose and Sylvia Cowan who spent their entire lives in the Empire State. In 1866 he went to New York city, and with the firm of Fletcher and Harris learned the machinist's trade. Although but fourteen years of age, he enlisted at Ogdensburg, in 1861, in the 60th N. Y. V. I. for three years, or during the war and was mustered in at that place. He was with the army of the Potomac until July, 1863, and in October of that year was transferred to the Army of the Cumberland. Among the important engagements in which he participated were the battles of Chancellorsville, Antietam and Gettysburg. In 1864 he veteranized in the same company and regiment and at the battle of Kenesaw Mountain received a gunshot wound in the right arm, after which he was sent home, but rejoined his regiment at Savannah, and was later in the Carolina campaign. After participating in the grand review in Washington D.C., he returned to New York city, in October, 1865 with a war record of which he may be justly proud. Mr. Cowan began his marine career as oiler in 1867 on a side-wheel steamer on the Hudson River, and in that capacity served two seasons. In the winter of 1868 he obtained a position on the passenger steamer Alaska, running from New York City to Aspinwall, and remained on her during the summer of 1869. In the winter of 1869-70 he transferred to the Great Republic, which was engaged in trade between San Francisco and Yokohama, Japan and remained on her the following summer, returning to New York in December, 1870. He came west in March 1871, and was appointed engineer on the Lac La Belle running from Milwaukee to Grand Haven, Mich.; the next year he was employed in a sawmill in Muskegon, Mich., but the following year returned to the Lac La Belle as engineer. In 1873 he transferred to the Ironsides, running out of Milwaukee and remained on her until she foundered in September, 1873, six miles off Grand Haven, twenty-six of the crew being lost. During the summer seasons of 1874-75-76, he was engineer on the Minneapolis, running from Milwaukee to Grand Haven, transferring to the side-wheel steamer Flora in 1877.

Mr. Cowan was next in the employ of C. & D. Navigation Co., and on his return to Milwaukee was again appointed engineer of the Minneapolis. In 1879 he entered the service of the Goodrich Transportation Company as chief engineer on the steamer Chicago, on which he remained two years and then transferred to the steamer De Pere as chief engineer. In November, 1880 he was appointed chief engineer of the steamer Michigan, of the Goodrich Transportation Company, and held that position until November, 1883, when he was appointed local inspector of steam vessels and located at Grand Haven, Mich. In 1886, he became chief engineer of the "Union League Club" and two years later accepted his present position at the "Auditorium Hotel". Socially he is a member of the Marine Engineers Association at Milwaukee and the Stationary Engineers Association, No. 28, of Chicago. In the latter city he has made his home since 1886.

At Grand Rapids, Mich., in 1871, Mr. Cowan was united in marriage with Miss Catherine Bentley, by whom he had three children: Frank, Grace and Artie. The wife and mother died in Milwaukee in 1883, and in 1887, Mr. Cowan was again married at Grand Rapids, his second union being with Miss Emma Bechtel. By the last marriage there is one daughter, Ruth.

WILLIAM COWAN

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

William Cowan was born at Corning, Ontario, in 1861, a son of Thomas and Fannie (Locke) Cowan, who had a family of four children; James G. is electrician for the Calumet & Hecla Mining Co., on Keweenaw Point, Lake Superior; Alice, Mrs. Goodell, lives in Sarnia; Thomas M. is a farmer in Canada. The father was a farmer by occupation, living near Corning.

William Cowan attended school at his native place and shipped first out of Marine City in 1875, as watchman on the steamer Tempest, remaining on her two seasons. In 1877-78 he was before the mast and cook in the schooner Jupiter, consort of the steambarge Nelson Mills. During the latter season Captain Willson, of the Yankee, also consort of the Mills, was drowned off Rondeau Point, Lake Erie. In 1879 Mr. Cowan was wheelsman on the steambarge George King and also on the Fountain City, and in 1880 on the Ira Chaffee. The next season, having obtained his papers, he was second mate of the steamer J.H. Outhwaite. In 1882 he was first wheelsman and then second mate of the steamer Selah Chamberlin, continuing on her until October 13, when she was lost about two miles north of Sheboygan, Wis., and the same distance from shore, coming in collision with the steamer John Pridgeon, Jr. Five men were drowned off the Chamberlin. Mr. Cowan finished that season as wheelsman of the Grand Traverse. During the seasons 1883-84 he was second mate of the J.S. Fay and in 1885 became mate of the R.P. Ranney. On the first trip the Ranney made that season she was dismasted off Grand Island, Lake Superior, and on her second trip she sunk the fore and aft schooner M.T. Merrick off Presque Isle, Lake Huron, bound from Port Hope to Calumet with a cargo of furnace sand. Five of the Merrick's crew were drowned and she was a total loss. Mr. Cowan closed that season as second mate of the Outhwaite. In 1886 he was mate of the Horace A. Tuttle; 1887 of the A.P. Wright and second mate of the H.J. Jewett; 1888 second mate of the Oceanica; 1889 of the Wyoming; 1890 second mate of the Aurora one trip and mate the rest of the season; 1891 second mate of the whalebacks Washburn and Pillsbury; and in 1892 held the same berth in the Wyoming. In 1893 he was out West, and returning to the lakes in 1894 he was employed during that season as second mate of the Russell Sage and St. Louis; in 1895 he was in the same berth in the City of Glasgow; in 1896 mate of the Matoa, of the Minnesota Steamship line; for the season of 1897 he filled the berth of mate on the steambarge Birckhead, in the Tonawanda lumber trade, with Capt. George Smith, of Bay City.

JOHN BESWICK COWLE

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

John Beswick Cowle, a prominent and highly-esteemed citizen of Cleveland and a pioneer of Cuyahoga county, was born in Bolton, Lancashire, England, September 16, 1826. He is the son of Daniel, a native of Kirk Andreas, Isle of Man, and his wife, Alice (Beswick) Cowle, a native of Bolton, Lancashire, England.

In the reform movement in England, in 1838, Daniel Cowle joined the party of Chartists, who were endeavoring to correct English politics, and being fearless and outspoken he was compelled, in 1839, to leave his country and family, and find refuge in the United States. The Chartist party took its name from the people's charter, a document in which the scheme of reform was embodied and which provided for annual parliaments, universal suffrage, vote by ballot, abolition of property, qualification for membership in the House of Commons, payment of members and equal electoral districts. Upon reaching this country Mr. Cowle landed at Fairport. His father and sisters owning a farm, he located at Concord, Lake Co., Ohio, remaining there until the summer of 1840, when Mr. Cowle removed to Cleveland, his family following in the fall. The father opened a marine black-smith shop on the corner of Detroit and Center streets, and there continued in business until his death, in 1855, which was caused by cholera.

John B. Cowle, with his mother and three sisters, took passage at Liverpool for New York, and after a voyage of six weeks and four days landed in New York. While on board ship Catherine, one of the sisters, sickened and died and was buried at sea. Leaving New York they went by way of canal to Buffalo, this trip taking seven days of their time. Thence to Fairport, a journey of two and a half days. On their arrival at Concord, to which they had journeyed, they found that the father, who had previously preceded them to this country and to Ohio, had gone back to New York. Upon his learning that his wife and family were in Ohio, returned to that State, where he found them. John B. Cowle received a limited education in the government grammar schools before leaving his native country. At the age of fourteen years he entered the employ of the Cuyahoga Steam Furnace Company, to learn the molder's trade, serving an apprenticeship of seven years, and was with that firm fifteen years. In 1855 he purchased from Mr. William McClellan a three-eighths interest in a machine shop located on Elm street, which proved to be a successful venture. The firm was known as McClellan & Co., and was changed successively to McClellan, Sanderson & Co., and after to Cowle, Cartwright & Co., and was generally known as the Globe Iron Works.

On January 25, 1869, Henry Coffinberry, Robert Wallace and John F. Parkhurst purchased a five-eighths interest in the firm, doing business under the firm name of the Globe Iron Works. In the fall of 1881 the firm decided to put in a plant for the building of iron and steel vessels. A contract was secured in due time, but this was no easy matter, as the metal boat at that time was designated as a "tin pan." The first iron steamer built in Cleveland, and known as the Onoko, was put under construction and launched the following year; this was considered a monster vessel at the time - 306 feet over all, 288 feet keel, 21 feet depth of hold, and 38 feet beam - and carried the largest cargo on the lakes, 100,800 bushels of wheat, or 108,000 bushels of corn. This steamer was followed by the iron steamer J.H. Devereux, William Chisholm; the iron tugs Record and International; the side-wheel passenger steamer Darius Cole, and the steamer Spokane, all of which were in commission in 1898.

In 1886 a change took place in the firm of the Globe Iron Works, Henry D. Coffinberry, Robert Wallace and John B. Cowle withdrawing. In the meantime, during May, 1876, the company had purchased an interest in the Cleveland Dry Dock Company, and, after the change mentioned in the old firm, Mr. Cowle purchased Mr. Presley's interest, and was chosen treasurer of the company, after which he turned his energies toward the dry dock, which was enlarged to 360 feet long by 50 feet at the gate. He has lived a long and useful life in Cleveland, and has been well recompensed, although he has met with some losses - on disastrous venture being the construction of a new building and plant, at a cost of $158,000, known as the Etna Iron and Nail Company, at Newburgh, Ohio, Mr. Cowle being chosen one of the directors. This concern suffered two years of very dull trade and then failed. At present he holds a money interest in the iron steamers Onoko, J.H. Devereux and William Chisholm, and the wooden steamers George Presley and H.B. Tuttle, and the schooner Nellie Redington.

In 1851 John B. Cowle was wedded to Miss Catherine Gillett, of Littleport, Cambridgeshire, England. The children born to this union were: Oscar Daniel; Ann Alice, now Mrs. W.E. Perkins; Margaret Isabella; Henry John; Furnace Henry, and Catherine Florence, of whom all are deceased except Mrs. Perkins and Catherine F. The family homestead is located at No. 90 Clinton street, Cleveland, Ohio. On August 13, 1897, Mr. Cowle met with a severe loss in the death of his wife after an illness of two years, which she bore with great patience.

Mr. Cowle has been a member of the Erie Lodge of Odd Fellows since 1844. At the time of joining the order he was not yet twenty-one years of age, but a special dispensation was secured from the Grand Lodge for his initiation. For many years he was one of the most active members, and filled all the chairs of the subordinate lodge, and of the Encampment. When the Odd Fellows hall was erected on the corner of Pearl and Church streets, he aided the enterprise by a liberal subscription. He has also long been a consistent member of the St. Johns Episcopal Church, and has been its efficient treasurer for a number of years. He is well and favorably known by vessel owners and business men, and by strict integrity has made hosts of friends.

THEODORE E. COWLES

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

Theodore E. Cowles, one of the proprietors of the White Star Tug line, was born September 14, 1826, and is a son of Benjamin Sedgwick and Cornelia (Van Stanford) Cowles, who, besides Theodore E., had the following children: Cornelius Van Stanford, born May 25, 1828; Harriet Ann, born January 14, 1830; Rosetta, born April 2, 1832; Henry Fonda, born February 7, 1835; Daniel Forbes, born August 24, 1836; and Benjamin Sedgwick, born November 6, 1841.

The founder of the Cowles family in America was John Cowles, who came from the West of England in the year 1635, settling in Hartford, Conn., in that year. In 1640 he was one of the eighty-four original proprietors of the town of Farmington, Conn., and one of the seven original founders of the Church of that place. His lot contained nine acres on the public green, and just south of the meeting house, was inherited by his three grandsons, and divided into three equal parts, a division which has been kept up to the present day. The old homestead is now occupied by the heirs of Timothy Cowles.

John Cowles married Hannah --- (her maiden name not being now remembered). They had seven children, viz.: Samuel, born in 1639; John, born in 1641; Hannah, born in 1644; Sarah, born in 1646; Esther, born in 1649; Mary, born in 1654; and Elizabeth, born in 1656.

Samuel, eldest son of John, married Abigail Stanley, January 14, 1660, and by her had the following children: Samuel, born May 17, 1861; Abigail, in 1663; Hannah, in 1664; Timothy, in 1666, Sarah, in 1668; John in 1670; Nathaniel, in 1673; Isaac, in 1675; Joseph, in 1677; Elizabeth, in 1680; and Cabel in 1682.

Nathaniel, the seventh of the above children, married Phoebe Woodruff, February 11, 1697, by whom he had three children, viz.: Nathaniel, born in 1698; Thankful, in 1700; and Timothy, in 1704. The mother of these dying in February, 1712. Mr. Cowles married Mary Andrews in 1713, by whom he had the following children: Benjamin, born in 1713; Joseph, in 1715; Phoebe, in 1718; Samuel, in 1720; Daniel, in 1722; and Nathaniel, in 1730.

Nathaniel, the ninth child of Nathaniel married Elizabeth ---- (her maiden name not being remembered), and by her had six children: Nathaniel, born in 1756; Elisha; Eliada; Benjamin, born in 1760; Joseph, born in 1763; and Isaac, born in 1765.

Benjamin, the fourth child of Nathaniel, moved to and resided at Corinth, Saratoga Co., N. Y. He married Rosanna Boardman April 11, 1790, and had nine children, viz.: Nathaniel, born February 12, 1793; Zina H., born March 29, 1795; Chauncey, born August 26, 1797; Hannah, born December 23, 1799; Orlando, born June 9, 1802; Benjamin Sedgwick, born March 17, 1805; Henry Elisha, born April 5, 1807; Daniel H., born January 1, 1810, and Rosetta, born November 23, 1813.

Benjamin Sedgwick Cowles, sixth child of Benjamin, as stated in the beginning, married Cornelia Van Stanford, November 29, 1825. The names of their children have also been given above.

It may be proper here to note that Hannah, third child of the original John Cowles, was the grandmother of Gov. William Pitkins and the great-grandmother of Rev. Timothy Pitkins, of Hartford, Conn. Elizabeth, the youngest daughter of the original John, married Richard Lyman, and was the great-grandmother of Rev. Joseph Lyman, so long settled over the Congregational Church of Hartford, Connecticut.

Benjamin S. Cowles, father of the subject of this sketch, celebrated the eightieth anniversary of his birth March 17, 1885, and died June 27, 1894. Born in the town of Hadley, Saratoga Co., N. Y., he removed to Crescent in the town of Halfmoon, Saratoga Co., N. Y., and by his intellectual ability and genial disposition made many friends. He was chosen to fill the office of justice of the peace, which he held for many years, and he also served on the board of supervisors. He was a original member of the Baptist Church, village of Middletown, in the town of Halfmoon, Saratoga County, and in 1875 he removed to Glens Falls, N. Y., where he passed the remainder of his life.

Capt. Theodore Edward Cowles was born in the village of Middletown, N. Y., and was educated in the common schools. While he attended these schools he used to work in the summer season, and after finishing his education he worked on a farm one year for $5 per month. He began his career in connection with the canal as captain of a market boat running from Crescent, N. Y. , to New York, and the next year was captain of the canal boat running from Troy to Buffalo, continuing thus engaged for four or five years. Then he built a boat on Cayuga Lake, which he commanded on the Erie Canal, and after-ward built one canal boat and several tugs in Buffalo, remaining on the canal boat two years. Removing to Buffalo he became foreman for Toles & Sweet on their marble dock, remaining thus engaged one year. The next year he went into the tug business in Buffalo harbor and has been successfully engaged ever since. He has been connected with the White Star Tug line ever since.

Captain Cowles was married June 1, 1848, to Miss Mary A. Mullen, of Rochester, N. Y., by whom he had three children, viz.: (1) Cornelia Frances, born April 4, 1849, and married December 12, 1867, to Joseph Fowler, who at the present time is a practicing Physician and police surgeon at Buffalo, N. Y. Dr. Fowler and his wife have three children, viz.: Carrie Alma, born in 1868; Lillian Estelle, born in 1870, and Theodore Edward, born in 1872; (2) Mary Elizabeth, born April 15, 1851, and died May 21, 1857; (3) Harriet Rosetta, born June 21, 1853, and died April 11, 1855. The mother of these children died February 12,1855, and on April 26, 1856, Captain Cowles married Mary Cooney, of Canandaigua, N. Y. (who died June 7, 1890), by whom he had three children, viz.: (1) Mary Elizabeth, born March 25, 1860, and married on May 14, 1880, to Erastus Cole Knight, who at the present time is comptroller of the city of Buffalo. Mr. and Mrs. Knight have six children as follows: Winifred Alice, born May 25, 1882; Sarah Gertrude, November 11, 1883; Theodore Cowles, June 13, 1885; Erastus Cole, March 3, 1887; Florence Lennox, March 22, 1890; and Marion Elizabeth, July 22, 1892. (2) Florence Lydia, born May 5, 1861, and married July 22, 1878, to William C. Lennox, a wholesale commission merchant of Buffalo, N. Y. Mr. and Mrs. Lennox had two children, viz.: Florence Leone, born May 31, 1879; Frederick William, born February 26, 1884, and died July 18, 1884, (3) Benjamin Louis, born November 7, 1863, who is engaged in the excursion business in company with S. M. Sloan, under the firm name of Sloan & Cowles. Miss Carrie Alma Fowler, eldest daughter of Dr. & Mrs. Fowler, was married in 1894 to William Palmer, of the firm of Hickman & Palmer, attorneys at law of Buffalo. Mr. and Mrs. Palmer have one child, Joseph Fowler Palmer, born in 1895.

Captain Cowles is a member of the Royal Templars, of the Royal Arcanum, of the Knights of Honor, of the Buffalo Tug Pilots Association, and of Harbor No. 41, American Association of Masters and Pilots of Steam Vessels. Politically he is identified with the Republican Party, and knows of but one member of the Cowles family (which is very numerous in all parts of the United States) who is a Democrat. All of the members of this family in this country are descendents of the original John Cowles mentioned above, with the exception of the descendants of three brothers, Thomas, John and Henry, who came to this country in 1740, and settled in Virginia.

JOHN COWLEY

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

If danger and shipwreck are among the incidents that fall to the lot of the Great Lake mariners, the subject of this sketch, an efficient marine engineer, now residing at St. Clair, Mich., has had his full share. But he possesses the fortitude and bravery of the typical lakeman. He is a native of Canada, having been born in the Province of Quebec.

Our subject spent his boyhood and youth on his father's farm; but he early acquired a taste for life on the water, and in 1867, at the age of twenty years, began his nautical career as a fireman at Montreal. Since that time he has served in various capacites on many of the better class of lake craft, including the India, William Chisholm, G. B. Hale, Horace A. Tuttle, John W. Moore and Continental. Among his experiences on the lakes have been six shipwrecks. Mr. Cowley was aboard the Guiding Star when she blew up in 1870. He was one of the crew of the propeller Tioga when that ill-fated vessel was burned in 1877. He was wrecked on the C. B. Hale on Saginaw bay, October 8, 1897. For twenty-five years of his lake career he served as engineer with Canadian license.

Mr. Cowley was married in Mooretown, Ontario, and has four children, one of whom is now a sailor. Mr. Cowley's experience on the lakes and his careful attention to his duties have made him a skillful and well-known sailor.

ROBERT CRAIG

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

Robert Craig was born March 17, 1849, at Sligo, Ireland, and at the age of seventeen years came to Stratford, Ont., where he lived until 1863 when he came to the United States.

In 1864 he enlisted in the army. He served in the Eleventh Michigan Cavalry, and was wounded December 16, 1865, at Marion, Va., and at the present time is drawing a pension from the government. In 1870 he returned to the lake region and began marine life, to which he has since devoted his time and attention, his first experience being on the tug Sampson, upon which he served two years as fireman, afterward serving in the same capacity, and for the same length of time on the J.W. Jenness. He then went to Windsor, Ont., and February 17, 1873, was married to Miss Elizabeth Cronin, of that place.

He entered the employ of the Grand Trunk railroad in the capacity of a car repairer, after which he was employed by the C.P. railroad two years as fireman. He then came to the Hope, of the Detroit, Belle Isle and Windsor Ferry Company, and soon afterward to the Victoria, of the same line, where he still remains in the capacity of second engineer.

To Mr. And Mrs. Craig six children have been born: Joseph, who is an iron worker in Detroit; Robert and Noble, who are in school; and William, David and Margaret. Robert Craig is one of the nine children born to Joseph and Margaret (Reid) Craig, natives of Ireland, the former of whom died May 9, 1871, and the latter is still living at Kinmundy, Illinois.

ROBERT CRAIG

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

Robert Craig, of Detroit, Mich., was born in Wyandotte, a few miles below Detroit, in the year 1862, and was reared in his native place. When only ten years old he began sailing on the scow Lizzie Lawson, and he served before the mast on different schooners for about eight years, when he commenced firing on tug boats, being engaged in that capacity on the tugs Old Jack and Miner. In 1882 Mr. Craig secured engineer's papers and went on the tug Quickstep, as chief, remaining on her two years, and then transferring to the steambarge James P. Donaldson, in which he sailed for one year as second engineer. He also served a year as second engineer on the steambarge Glasgow, and then returned to tugging, acting for one year as chief engineer on the John Martin, and then sailing three seasons as chief of the J.W. Westcott. On leaving the Westcott Mr. Craig took the position of chief engineer on the tug C.A. Lorman, which he held for two years, and later he served one season each on the George E. Brockway and the Blazier.

Mr. Craig has resided in Detroit during the greater part of the time he has been on the lakes, and is well known among the marine men of that city. He is married and has five children - Thomas, Robert, Edward, Ida and Annie.

CAPTAIN ALEXANDER CRAIGIE

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

Captain Alexander Craigie is a son of Capt. Alexander and Betsy Craigie, and was born at Goderich, Ont., in 1870. On leaving the public schools, which he attended for several years, with thoughts of the free life of a sailor always present in his mind, he, at the age of seventeen, shipped on the steamer United Empire, as lookout.

In 1889 he went on the schooner Melvina as boy for three months, closing the season on her before the mast. In 1890 he shipped as watchman on the steamer Cambria, and finished the season on the steamer Havana, and during the following year was on the steamer Norman as wheelsman; in 1892 on the steamer J.V. Moran, and on the Australasia as wheelsman, closing the season on the Spokane in the same capacity; in 1893 was on the City of Berlin as wheelsman, afterward being promoted to the berth of mate, an office he held for two seasons; in 1895 he went as mate on the Harrow, out of Cleveland, remaining one year. In the spring of 1896 he entered the employ of E.R. Edson in the fishing business, and was appointed master of the tug Loretta Englesbee, sailing her part of the season, then finishing the season on the steamer German as watchman. He has two issues of first-class license.

In 1896 Captain Craigie was united in marriage to Miss Eva Graham, of Cleveland.

CAPTAIN DANIEL P. CRAINE

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

Captain Daniel P. Craine, who has been remarkably fortunate with the vessels and steamers under his command during his lake-faring life, is a son of Thomas and Esther (Gellen) Craine, and was born in Mentor, Ohio, March 28, 1847. His father was a native of Liverpool, England, and his mother of Douglas, Isle of Man.

Thomas Craine, the father of our subject, had mastered the science of navigation, which, as a private tutor, he taught pupils at Liverpool for nine years with good results, also engaging in shipbuilding, being an expert in that capacity also. He crossed the Atlantic with his family in the year 1845, first establishing his home at Mentor, Ohio, where he remained about three years, going thence to the Headlands, two miles above Fairport, where he purchased a farm. The next scene of his labors was in the shipyard of Quayle & Martin, during the winter months, but occupying himself during the season in fishing at the Beavers, operating his own outfits. This continued about three years, followed by four seasons at Sand Beach; he also operated in the fishing business out of Pentwater, Mich., later his son, Daniel P., lending him material assistance in all of his enterprises at this time.

To revert to the subject of this sketch, Capt. Daniel P. Craine, as been has said(sic) assisted his father in the fishing business in the summer and became a good boatman, but during the winter months he attended the public schools in Cleveland. His first independent enterprise was in the fruit trade on the east shore of Lake Michigan, with the little schooner Abby, in which he owned an interest. This was followed by an invest-ment in the schooner Frances and scow Minnie Corbitt, which he built at Pentwater, and which he operated between Pentwater and Chicago, selling her at the close of the season. In the spring of 1868 he purchased a fishing outfit and operated out of Pentwater on his own account, and the next spring, after disposing of his outfit, he shipped before the mast in the schooner Hamilton, of Oswego, with his brother, Capt. William G. Craine. In 1870 he purchased a half-interest in the schooner Souvenir, which he sailed between east-shore Lake Michigan ports, Chicago and Milwaukee, in the lumber trade, his schooner carrying about 87,000 feet. He sold his interest that fall, and the next season sailed as mate.

In the spring of 1872 Captain Craine was appointed master of the schooner North Star, owned by Phillips & Brown, of Chicago. After the close of the season he purchased a one-third interest in a shingle-mill on the Muskegon river, selling at the end of the year, and going as mate of the schooner Winnie Wing, the next season assuming command of the schooner Beloit. In the spring of 1876 the Captain entered the employ of Capt. J.S. Dunham, as master of the schooner Moses Gage, transferring to the Lottie Wolf, and Pensaukee, remaining about eight years, and giving eminent satisfaction to the commodore. In 1884 Captain Craine assisted in the construction of the schooner James Mowatt, at Milwaukee, took a fourth interest in and brought her out new, sailing her three seasons. In 1888 he returned to Milwaukee to take charge of the schooner Davidson, building at Wolf & Davidson's shipyard, brought her out new and sailed her two seasons, after which he went to work in the shipyard to superintend the construction of the steamer Fred Pabst, which he also brought out and sailed that season. In 1892 he was appointed master of the large steamer Ferd Schlesinger, which he has continued to command at the time of this writing, making an enviable record as vessel and steamboat master, one which has been free from serious casualty or disaster, due in a great measure to his strict temperance principles, and coolness and resource in time of danger.

Capt. Daniel P. Craine was wedded to Miss Elizabeth Underhill, of Pentwater, Mich., on September 17, 1866. The children born to this union are Elmer W., at present master of the steamer John Duncan; and Arthur D., bookkeeper for the firm of Murphy Bros., wholesale tailoring establishment in Chicago. The Captain's first wife passed to the spirit world in 1871, and two years later, on September 14, 1873, he led to the altar Mrs. Nellie E. Elms, of Milwaukee. When not on the steamer the Captain makes his home at the "Schlitz Hotel" MIlwaukee, Wisconsin.

CAPTAIN ELMER W. CRAINE

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

Captain Elmer W. Craine, of Manitowoc, is one of the youngest captains on the lakes, but his ability and skill have already won him an enviable reputation. A believer in heredity might point to his case as an illustration of that theory, as his ancestors have been for many generations associated more or less closely with marine interests, and his grandfather was a teacher of the science of navigation.

The ancestral home was at Douglas, in the Isle of Man, and Thomas Craine, our subject's grandfather, resided there throughout his early manhood. He was a man of unusual mental gifts, and his fame as an instructor in navigation was wide-spread. In the fall of 1842 he came to America, locating first at Painseville, Ohio, and after residing temporarily at various places he removed to Sand Beach, Mich., where he was among the earliest settlers. Craine's Point, in that vicinity, was named in honor of this family. After his arrival in America he gave his attention to fishing on an extensive scale, and at one time he owned several boats which were engaged in that business on the lakes. He and his wife, whose maiden name was Esther Gellon, had eleven children, as follows: John, William, Daniel P., Charles, Margaret, Mary, Ann, Lydia, Nessie, Jane and Elizabeth.

Capt. Daniel P. Craine, the father of our subject, is a native of Painesville, Ohio, but during his boyhood accompanied his father to Sand Beach. The steamer Northerner, on which the trip was made was sunk near that point. He assisted his father in the fishing business until his marriage, and for some time afterward he ran a boat belonging to the latter, being engaged in fishing along the lakes from Traverse Bay to Pentwater, Mich., where he made his home. Later he bought the schooner Souvenir and engaged in the lumber trade, which he followed until the vessel was lost in 1872, with all on board, including Charles Craine, master, a brother of Daniel P. Craine, owner, who was at the time sailing the schooner North Star between various ports on Lake Michigan. For some time he was employed as a captain on various sailing vessels, viz.:- the bark Hamilton, the Souvenir, the North Star, the Beloit, the Moses Gage, the Lottie Wolf, a schooner; the James Mowatt, built by Wolf & Davidson, but in the spring of 1888 he took charge of the steamer Thomas Davidson, then newly launched. When the Fred Pabst was built he became the first captain, and in 1891 he left that boat to take charge of the Ferdinand Schlessinger, a new boat, of which he has ever since been captain. He is regarded as one of the most reliable and successful masters on the lakes, having never met with but one accident. His wife, Elizabeth Underhill, a native of Detroit, Mich., is a descendant of Queen Elizabeth, of Holland, and is also related to the family of Anneke Jans. They have had three children: - Nellie, deceased; Elmer W., the subject proper of this sketch, and Arthur, a bookkeeper in Chicago.

Elmer W. Craine first saw light March 17, 1865, at Pentwater, Mich. His mother died when he was nine years old, and as his father took him with him on his trips he had but few school advantages. His reading and observation have enabled him to gain a good store of information on general subjects, and since his marriage he has taken a course in Devlin's Business College, at Bay City, Mich., thus securing a practical business training. He remained with his father until he reached the age of nineteen when he shipped as second mate on the schooner Pewaukee, in which he sailed during the season of 1884. He then went as mate with his father on the James Mowatt, remaining during the seasons of 1885, 1886 and 1887, and in 1888 he was second mate on the steamer William H. Wolf, under Capt. Edward Thorp. In 1889 he was made master of the steamer George H. Dyer, now the Hennepin, and during the next two seasons he was master of the William H. Wolf, then the largest boat on the lakes, while he was at the time the youngest captain. In 1892 he had a position in a hotel in Chicago, and in the following year he went to the Pacific coast, where he spent a season as first mate on the steamer Libbie Thompson, a Puget Sound steamer, plying on the coast as far north as Juneau. In 1894 he returned to the lakes and during the summer and fall was employed as mate on the steamer Josephine, under Captain Massie, and the Fred Pabst, under Captain Young. In 1895 and '96 he served as mate with his father on the Ferdinand Schlessinger, and in 1897 he became captain of the steamer John Duncan. In the winter of that year he was captain of the Pere Marquette, and during season of 1898 was master of steamer John Duncan.

CAPTAIN S. CRANGLE

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

Captain S. Crangle is one of the oldest lake navigators to be found around Toronto, and during his lifetime he has had opportunity for observing wonderful changes not only in the city of Toronto but in the marine world as well. He is one of those hale old mariners who have "grown right up," as they say, on the inland waters, and there is not a port, harbor or shoal on the Great Lakes with which Captain Crangle is not acquainted. He was born in Ireland in 1839, and was "imported" by his parents to Canada in 1845. Being exceptionally bright, he developed early, and had already laid a good foundation for and education before he left the schools of Ireland at the age of six years. His knowledge was further augmented by a course in the public schools at Mimico, a small port on the north shore of Lake Ontario a few miles west of Toronto.

Captain Crangle seems to have taken naturally to the water. At twelve years of age he shipped on board the coasting schooner Mary Ann, under Captain Williams, whose son, Capt. George Williams, of Toronto, eventually sailed in the same vessel, a small craft, capable of carrying twenty-five tons of freight. The place at Small's wharf, where the Mary Ann used to put in at Toronto, is now covered with buildings. >From that unpretentious beginning Capt. Crangle gradually advanced until, having had charge of several vessels, he became owner and master of the California, one of the largest propellers on the lakes at that time. During his ownership he found that the strides being made toward size and capacity in marine construction were so great that his vessel was rapidly becoming a back number, and he accordingly rebuilt and enlarged her in 1887. In October of that year she foundered in Lake Superior, while under command of another captain, was raised by the underwriters, rebuilt and renamed the J.S. Pease. Having disposed of the California because he recognized that she was fast getting out of date, Captain Crangle went into a wider venture, and, in company with J.H.G. Hagerty, had the iron steamers Rosedale and Algonquin constructed in Scotland, taking the position of superintendent of the St. Lawrence & Chicago Steam Navigation Co., with headquarters at Toronto port, which owned those two vessels. Afterward he became a stockholder in the Toronto & Montreal Steamboat Co., of which he is also superintendent, the propeller Persia, under command of Capt. J.H. Scott, belonging to that concern. Although Captain Crangle has been in different vessels on the lakes for nearly half a century no serious accident has ever happened under his hand. He has been extremely fortunate in this respect, for not a man in his employ ever had a limb broken or was otherwise hurt, and the Captain justly prides himself of his record.

Another proof of Capt. Crangle's ability for his chosen calling is the fact that for three successive seasons, 1892-93-94, he was elected president of the Canadian Marine Association. Truth is, he might have occupied that position for a longer term had he so desired. Notwithstanding his active life, or perhaps on account of it, he is still hearty, and performs his onerous duties in connection with the superintendency of the two steamboat lines with an energy which would do credit to many a younger man. The Captain is an enthusiastic cyclist.

GEORGE CRAWFORD

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

George Crawford was born July 5, 1835, at Pennington, England, the son of William and Sarah (Brough) Crawford, also natives of England, both of whom are deceased. In his native country Mr. Crawford spent his first twenty-three years of his life, and then came to Halifax, Nova Scotia, where he resided about two and a half years. He subsequently lived in London, Ont., until 1863, coming, in November of that year, to Detroit, where he has since remained. Here he entered the employ of Heffron, the restaurant keeper, with whom he remained until he came into the government employ in 1864. His first service was on the Search, and he was later transferred to the Surveyor and the Little Ada, after which he remained on shore for a period of four years and engaged in business. In 1875 he was steward on the barge Chauncey Hulburt; in 1876 on the Annie L. Craig; 1877-78 on the W. R. Clinton; 1879 on the Alaska, and from 1880 to 1885 on the J. S. Macy, with the exception of the winter seasons, which he spent on the rivers Arkansas (one winter), Mississippi and Tennessee (two winters). He then returned to the lakes, still remaining in the government service, and spent four years on the lighthouse tender Warrington, transferring thence to the Marigold, when she first came out. From the Marigold he transferred to the Hayes, upon which he has continued five years as steward and cook.

Mr. Crawford was married to Miss Mary Culin, of Richmond, Va., in June, 1870. Their only child, George W., is fireman at the present time on the United States steamer Dahlia, at Chicago.

N. L. CRAWFORD

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

N.L. Crawford, one of the early engineers on the Great Lakes, and now chief engineer of the Maas, Baer & Co. building, Chicago - a position he has most creditably filled since 1894 - was born in Buffalo, N.Y., in 1848, a son of Charles and Letitia (McDole) Crawford, natives of New York. The father, who was a veterinary surgeon, died in Buffalo, in October, 1872, and his wife passed away October 1, 1877.

In his native city, Nathaniel L. Crawford passed his boyhood and youth, receiving his education in its schools. He commenced sailing at the age of sixteen, and two years later was granted an engineer's license, continuing his connection with marine affairs until coming to Chicago in 1884. In 1868 he went as engineer out of Buffalo on the tug D. P. Dye, on which he remained for two seasons, and in 1871 was employed as engineer by the Light House Survey Company, with Capt. Grace L. Dunning. He served in the same capacity on the Harts Bailey for the same company, after which he was on tug boats as second engineer. He was next on the propeller Pittsburgh, running from Buffalo to Bay City, Mich., in the lumber trade; was second engineer on the propeller Plymouth, a wooden transport; then became engineer on the A. M. Ball, which he took to New York City, running her in 1876-77-78, for the New York Central & Hudson River railroad, to which she belonged. Returning to Buffalo, he was connected with the fire department of that city until 1880, when he removed to Toledo, Ohio, and there ran the tug for the Dammon Dredging Company. The following three years were spent in Cleveland, Ohio, where he was employed as engineer on the tug Forest City, of the Bradley line, and on leaving their employ came to Chicago, where for one season he was engineer on the tug A. Miller, followed by two seasons on the tug Protection, belonging to the Vessel Owners Towing Company. For the next six or seven years he was engineer for the North Chicago Cable Company; was then engineer of the vessel Parnell for three months, and second engineer of the Rhoda Emily, of Chicago. For three years he was with the West Chicago Street Railway Company, following this was chief engineer of the Chicago Stamping Works, and on leaving their employ went to New York City, where he accepted a position as engineer with the Broadway Cable Company. Returning to Chicago, he engaged as engineer on the Metawa, in the Lake Superior Iron trade, for one season, and then accepted his present position. Socially, he is an honored member of Marine Engineers Beneficial Association, of which he was president in 1888.

In 1870, at Buffalo, N. Y., Mr. Crawford was married to Miss Agnes Purcell, a native of that city and a daughter of Edward Purcell, who was foreman in the Hale & Shaw stove works for over thirty years, and is now a resident of Chicago. Both parents are still living. Of the six children born to Mr. and Mrs. Crawford, three are living: Edward C., who was on the lakes in the capacity of third and second engineer for a time, but is now connected with the Storage Battery Railway, of Chicago; Nathaniel L., a bookkeeper; and Harry, who works for the Crane Manufacturing Company.

S. S. CREADON

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

S.S. Creadon was born November 21, 1865, at Cleveland, Ohio, and attended school until 1883. His first experience on the lakes was as assistant cook on the steamer Mary Jarecki, which went ashore in a heavy fog off Au Sable light; the crew were all saved, however. The next year Mr. Creadon went as steward on the Iron Duke, following this in 1885 by service in the same capacity on the iron tug Record, under Captain Bates. The Record was named in honor of the Marine Record, while that paper was published by A. A. Pomeroy, and it was the purpose of her builders, the Globe Iron Works Company, to sell her to the city as a fire boat, which was much needed on the Cuyahoga at that time; this laudable purpose was overruled by the fire board, and a wooden hull was built for that purpose, and named the J. H. Weatherly. In 1886 Mr. Creadon accepted a position on the schooner J. S. Richards, Capt. Joseph Church; in 1887 he went on the Golden Fleece; in 1888 on the steamer D. C. Whitney, Capt. Dan Ingham; in 1889 on the steamer George Spencer, Capt. Dick Jollie; in 1890 on the steamer C. B. Lockwood; and in 1891-92 on the steamer Castalia, Captain Allen. During his long term of service on lake craft Mr. Creadon was considered one of the most successful stewards on the lakes, and his services were always in demand. He is now in business at No. 590 Pearl street, Cleveland, and he makes friends of all whom he meets in a business way as well as socially.

In 1894 Mr. Creadon was united in marriage with Miss Kate McLaughlin, and one son, George E., has been born to this union.

CAPTAIN JOSEPH CRIQUI

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

Captain Joseph Criqui, one of the oldest captains on the Great Lakes, was born at Buffalo, N.Y., in 1831, a son of Anthony and Elizabeth (Bites) Criqui, both natives of Germany. The father, who was a shoemaker by trade, was born about the year 1802 in Strassburg, Alsace-Lorraine (at that time a province of France), and died in 1850. This honored couple were first married in the city of Buffalo, a traveling missionary performing the ceremony. Their children were as follows: Catharine, Joseph, Lany, Anthony, Mary (deceased), Elizabeth, John, Mary, Michael, Theresa, Frances and William.

Joseph Criqui obtained a somewhat limited education by attending night school (an English one) at Checktawaga, N.Y., and at Lancaster in a German school. At the age of thirteen years he commenced life on the lakes as cook on the schooner-scow Liberdon, which sailed from Buffalo to Conneaut and intermediate ports, then went before the mast for one season, afterward becoming wheelsman, making two trips as a deck hand on the propeller Pauhassett for the seasons of 1847-48, under Capt. Robert Hart. In 1849 he sailed on the propeller Indiana, in the same capacity, and then (seasons of 1850-51) was second mate and wheelsman on the Ohio, following which he, in 1852, went as second mate of the Genesee Chief, also in the Minnesota and in the propeller Saginaw (1853). In the fall of the latter about three years' sojourn there he returned to Buffalo, and took a trip on the propeller Racine, with Captain Brett, to Chicago and return, following with a season (1857) in the same boat as second mate. He was then on the Queen City for a time, and next on the Forest Queen with Capt. Lyman Huntz. He was then for about three years mate of the propeller Milwaukee until November 28, 1859, when she collided with the J.H. Tiffany near Skillagalee lighthouse, Straits of Mackinac, both vessels being lost with several lives.

His next employment was as mate with Capt. Lyman Hunt on the propeller Edith, after which he was mate on the New York Central line while Thomas Doyle, was agent, and on the Euphrates, which was lost off Cedar Point, Lake Erie. The Marquette was the next boat upon which he was mate, and from her was transferred to the Forest Queen as master, remaining on her about five years, beginning with 1862. For the season of 1867 Captain Criqui was master of the Badger State, of the Western Transportation Company, and, for the four following seasons, of the Free State, same line, which was lost on Gray's Reef in 1871. During the remainder of the time Captain Cruiqui was on the lakes he served on the Pittsburgh in 1872-73. In about 1880 he went to California to act as master of the vessel owned by his brother-in-law; but the vessel being lost he returned the next spring. In 1881 he went on the Olean, then on the Nevada, St. Louis, Inter Ocean, Shrigley and Saginaw Valley. He also sailed a naptha tug on a trip to Saginaw for a party from Philadephia, and they were only four days making the run, although they were caught in heavy weather on Lake Erie, and the craft was a small one, measuring forty feet long and eight feet beam. Captain Criqui had good luck during his many years' experience, and retired from the water only because of an injury to one of his limbs which permanently disabled him.

Captain Criqui was married at Buffalo in 1862 to Miss Terisa Rink, from Alsace. They have one son, Charles A., who is a plumber by trade, and is engaged in business for himself at No. 923 Main street; and three daughters: Josephine and Elizabeth, both in Empire City, Ore., and Matilda, at home.

JOHN M. CRONENWETH

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

John M. Cronenweth believes that he is the oldest active engineer on the lakes. He was born in Detroit, February 25, 1831, his father being John M. Cronenweth and his mother formerly Miss Anna Heffner.

In 1846 he started to learn machinist's trade in the shop of Bartley & Kinney. In 1849 he shipped as second engineer of the propeller Odd Fellow, and in 1850 he held the same position on the steamer Bell. In 1851 and 1852 he was chief engineer of the propeller J.W. Brooks, and from that time till the spring of 1860 he worked as a machinist in the DeGraff & Kendrick shops, excepting for the season of 1857 when he was second engineer on the propeller Montgomery. During the season of 1860 he was chief engineer of the propeller General Taylor, and for 1861-62-63 he had charge of the engine of the propeller Mineral Rock. From 1864 to 1868, both inclusive, he was chief engineer of the propeller Meteor, and from that fall till spring of 1873 he was on shore running a stationary engine. During the season of 1873 he ran the engine of the tug River Queen, and in 1874 and 1875 he had charge of the tug John Martin. For the seasons of 1876-77-78-79-80 he was chief engineer of the propeller J.W. Wetmore, and since then he has been chief engineer of the tug Torrent, towing rafts for Alger, Smith & Co.

In 1855 Mr. Cronenweth was married in Detroit to Henrietta Atkinson, a native of New York. She died in 1873, and in 1876 he married Lillian Wenner. She died in 1890 leaving him a widower with six children: Jessie, Katie, Mintie, John, Herbert and Russell Alger.

JASPER N. CROSBY

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

This gentleman is at present in the employ of the city of Cleveland, but should still be classed among marine engineers, for the many years of his life which were spent in that capacity. He was born at Portland, N. Y., August 9, 1831. He lived at his birthplace for twelve years, and then went with his parents to Wheaton, Ill., where he lived until he reached his twentieth year. At that time he returned to New York State and went into the sawmill business at Dunkirk, N. Y., for the purpose of learning the engineer's trade. After three years in this place he began his life on the lakes, to which he afterward devoted most of his time.

The first marine position Mr. Crosby held was on the California, running out of Buffalo. He remained on her part of a season as fireman, and then went to the Owego. After working part of a season on the America as greaser he spent some time on the Pauhasset as fireman and second engineer, remaining on this boat three years in the latter capacity, he then became chief and second of the Genesee Chief, respectively, and in after years served in the capacity of chief on the Olean and Gov. Cushman. For the three years following he served as second engineer on the Elmira, and for a time as second on the New York. The next season he came on the Portsmouth as chief and in 1862 transferred to the Tioga, in which he remained four years. Upon this boat Mr. Crosby sustained several severe injuries in the explosion which occurred May 9, 1863, but has fully recovered from all of them, thus surviving one of the most thrilling experiences in the lake marine history. He left the water at this time and entered the employ of the Middlebury Coal Company, with which he remained six and one-half years, afterward coming to Dunkirk as fireman on the Erie railroad. From this place he went to Milwaukee, and for a part of a season ran the Gov. Cushman, and then the Olean, returning to Dunkirk, where he spent the winter in the railroad shops. He spent six and one-half years in the employ of the Middlebury Coal Company, five years on the Dunkirk & Warren railroad, and then engaged two years in the building of the Valley railroad, and later worked for the same length of time on the railroad bridge owned by the same company in Cleveland. He ran on the Valley road about three years after it was built. Since that time he has been employed in the shops of the Globe Iron Works and on bridges in the city's employ.

On March 31, 1852, Mr. Crosby was married to Miss Julia Bradley, of Dunkirk, N. Y., who died October 26, 1894. They had one child, Elbert W., who resides in Fort Wayne at present, and is a railroad engineer. Mr. Crosby has been a member of the Brotherhood of Locomotive Engineers for thirty years.

JOHN L. CROSTHWAITE

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

John L. Crosthwaite, son of William Crosthwaite, obtained his educaton in the public and private schools of Buffalo, graduating in 1872. He first became connected with lake interests as owner of the Catlin, a vessel of about 1,000 tons burden, and as part owner of two others. In 1876 the Catlin was lost, and Mr. Crosthwaite sold his interest in the other two, and from this time on until 1880 he had no connection with the lakes, being engaged as a deputy collector of customs in Buffalo. In the year 1880 he went down unto the Central wharf, which then extended from the foot of Main street west to Lloyd street, and was the center of the commerce of the port. There close to the river stood the Merchants Exchange building - a two-story edifice with a porch all around, which all vessels coming into the port had to pass, and the entire commerce of the port was then transacted within a radius of 300 feet from this building. Here Mr. Crosthwaite in the last year mentioned began the vessel brokerage business in which he has been engaged ever since. In 1883 he bought the Pinch and the Hawk, and soon afterward purchased the Champion, of 556 gross tons, and the Potomac; the schooner Alice B. Norris, of 597 tons; the schooner C.B. Jones, of 470 tons; the steamer Cormorant, of 1,040 tons; and the steamer St. Louis, of 795 tons, net tonnage being understood in each case. It is also generally understood by lake men that the carrying capacity of a vessel is from one-third to one-half greater than the net tonnage, so that the St. Louis, say, had a carrying capacity of at least 1,000 tons. In connection with the history of the St. Louis it is worth to remark that she was the first large vessel to go down to the Niagara Falls Paper Company's plant, which is within two miles of Niagara Falls; and that before the attempt was made to take down so large a load it was considered by most if not all vesselmen to be a dangerous undertaking. However, she made the trip and has repeated it many times since, and other vessels have also gone down the Niagara river to that point in safety.

The original stockholders of the Niagara Falls Paper Company were Messrs. Lewis A. Hall, of Buffalo; J.C. Morgan, of Erie; John L. Norton, of Chicago; and John L. Crosthwaite, of Buffalo. Since the establishment of the company in 1892 the number of stockholders has been largely increased, and the plant is now worth $1,500,000. In December, 1896, Mr. Crosthwaite made a contract with the F.W. Wheeler Shipbuilding Company, of Bay City, Mich., for the construction of a steel steamer to be used in carrying wood pulp from the upper lakes to the works of the above-named company at the Falls. This new vessel, named the Niagara, was launched May 27, 1897, and is the first steel ship made with a wooden bottom, which is constructed of heavy oak timbers, as the wood will stand coming in contact with rocks at the bottom of the lakes better than steel. She is provided with triple expansion engines, and her dimensions are 280 feet keel, 42 feet beam and 20 feet deep, with a carrying capacity of about 4,000 tons. She goes down the river to the Niagara Falls Paper Company's plant, as did the St. Louis before her, and this notwithstanding the many predictions that it was impossible in the case of so large a vessel. The partners of Mr. Crosthwaite in the building of this large steel steamer were Mr. D.O. Mills and Mr. Louis A. Hall, both of New York. Their object in this enterprise is to show that the Niagara river is navigable.

WILLIAM CROSTHWAITE

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

William Crosthwaite, for many years one of the leading shipbuilders on the Great Lakes, began his career in Buffalo in 1841, in connection with Thomas Banta, one of the earlies shipbuilders in that place. He was subsequently with Bidwell & Banta. In about 1848 Mr. Crosthwaite began building boats on his own account, and during the earlier part of his career he built a great many tugs, the names of which it would be useless to record. In 1856 he converted the Empire into a floating dry dock. In 1862 he built, in Buffalo, the steamer Oneida, and in 1863 the tugs Governor and Tillie C. Jewett, both of which were employed as blockade runners during the war of the Rebellion. About this time he removed to Bay City, Mich., built the first dry dock in that place, and established the shipyard which is now a part of the one owned by F.W. Wheeler & Co. He built the schooner William Crosthwaite, of 371 tons; the schooner John Kelderhouse, of 500.66 gross tons, in 1867; the schooner American Giant, of 365.41 gross tons, in 1868; the schooner A.C. Maxwell, of 469.13 gross tons, in 1870. Removing now to East Saginaw, Mich., he there built the schooner William S. Crosthwaite; the schooner T.P. Sheldon, in 1871; the Morning Star, the Evening Star and the B.F. Bruce. Returning to Bay City, he built the Robert A. Packer, in 1881; the Queen of the West, of 625 gross tons, in 1881; the Nevada, the Iowa, and the L.W. Drake, of 456 gross tons in 1881, and the Oregon, of 845 gross tons, in 1882. Disposing of his interests in Bay City, Mich., Mr. Crosthwaite removed to Portland, Ore., where for a few years he was engaged in the building of vessels for ocean traffic, retiring from active business in 1885. He is now living at Los Angeles, California.

WILLIAM H. CROWLEY

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

William H. Crowley, second engineer of the steamer Pathfinder, is yet a young man, one whose future in the marine world seems to be of no ordinary promise. He is the son of Michael and Mary (Cary) Crowley, both of whom were natives of Ireland.

Michael Crowley, father of our subject, came to America in his youth, and in New York learned the shipbuilder's trade, at which occupation he spent the greater part of his active life. From New York he removed to Detroit, thence after a time coming to Marine City, Mich., some thirty years ago, at which place he is still making his home. Here he bought a nice farm within the city limits, continuing his trade all along, however, being one of the pioneer shipbuilders of that city. He and his wife are now living in retirement in the enjoyment of ease and comfort, the reward of honest toil and judicious economy.

William H. Crowley, whose name introduces this sketch, was born on the homestead, in Marine City, December 12, 1872, and attended the public schools of the locality until he was sixteen years of age, and also working on the farm until 1890. At that time he commenced his marine life, to which he has since devoted his energies, going first on the steamer V. H. Ketcham (in the building of which his father had much to do), as wheelsman, which position he held one and one-half years, and then served as oiler on the same vessel for half a season. Later he spent part of a season on the steamer Pueblo as fireman, afterward going on the steamer Pathfinder as oiler, continuing as such until the spring of 1896, when he accepted his present position, that of second engineer on the same vessel.

Mr. Crowley is a brother of Capt. F. J. Crowley and Edward Crowley, both of whom have been sailing the lakes for several years, F. J. being at the present time captain of the steamer Maruba.

On January 18, 1898, William H. Crowley was married at Marine City, Mich., to Miss Johanna Antons, daughter of John and Pauline Antons, all of Marine City. Socially, our subject is a member of the M. E. B. A., at Marine City.

EDWARD C. CULLEN

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

Edward C. Cullen, a young marine engineer of much skill, was born June 20, 1868, at Cleveland, Ohio. He received his education in the common schools of Toledo, whither he had removed from Cleveland and there he also learned the machinist's trade, at the Vulcan Iron Works, serving as apprentice four years. Returning to Cleveland he went to work in the Variety Iron Works, and afterward in the shop of Frank Brown and with J. McDonald. In 1891 he shipped as oiler on the steamer Griffin, the following year taking out papers and going as second engineer of the steamer John W. Moore, on which he remained two seasons. In the spring of 1894 he shipped on the Italia, on which he served all season; began the season of 1895 on the Grecian, finishing on the J. Emory Owen, and in 1896 shipped as second engineer with Mr. Averill, on the Saxon, which was laid up at the close of navi-gation. He is engaged during the winter months for the River Machine & Boiler Co., in Cleveland, although he makes his home at Toledo, Ohio. Mr. Cullen is an active member of the Marine Engineers Beneficial Association.

THOMAS J. CULLEN

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

Thomas J. Cullen, who for several seasons past has been mate in the employ of the Lehigh Company, is a son of Thomas and Anna (Wrath) Cullen, natives of Ireland. He was born at Ogdensburg, N. Y., on March 3, 1867, and attended the schools of his birthplace, afterward moving with his parents to Toledo, Ohio, from which port he shipped on various fishing boats for several seasons. For one season he went before the mast on the James Wade, and the two or three succeeding seasons was engaged on different schooners out of Chicago in the same capacity. He has been mate of several boats plying the Ohio and Mississippi rivers, and held mate's berth on a number of others which were and are now on the Great Lakes, among them the George Dunbar, H. E. Packer, Fred Mercur, Rees Pritchard, J. A. Wilson and E. P. Wilbur, having, all told, nine issues of license.

Mr. Cullen was married, in 1894, to Miss Katharine Lumley, of Buffalo, and their union has been blessed with one son, Charles Godfrey. They reside at No. 738 Elk street, Buffalo, New York.

WILLIAM F. CULLEN

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

William F. Cullen, who for many years has been engineer on various lake steamers, was born in County Wexford, Ireland, in 1844. His father was a farmer in Ireland whence he moved to the United States in 1847 and took up his residence in Bellefontaine, Ohio. Mr. Cullen our subject, attended the Bellefontaine schools for several years and then served his time learning the trade of machinist in railroad shops. During the war he worked in the Union Navy Yards at Bridgeport, Alabama.

After the war, Mr. Cullen came to Detroit, Mich., where he has since resided. He worked for a while with the Detroit Locomotive Works, and later with the Lighthouse Construction Company. In 1871 he superintended the putting in of the machinery at Spectacle Reef Lighthouse. As two years as foreman of the Detroit Bridge & Iron Works, Mr. Cullen went on the lakes, first time as engineer of the Evening Star, one of the first boats of the well-known Star line, of Detroit. For four years he was engineer of the Canadian Southern Car Boat Transfer, and then left the lakes to be foreman of the Industrial Works in Bay City, Michigan. After a short stay in Bay City, he returned to Detroit and superintended the erection of the engines for the Iron Age, the Jesse Farwell, A. J. Gordon, A. L. Hopkins, Middlesex, the tug Swain and several other boats. In 1882, he returned to the lakes and was engineer of the steamer Flora, the Nashua, Riverside, the Oconto, which was sunk in the St. Lawrence River on July 7, 1886, finishing the season on the steamer Porter Chamberlin with Captain H. S. Robinson. The winter of 1886-87 he was the chief engineer on the tug M. F. Merrick for the Grand Trunk railroad at Ft. Gratiot, and that year entered the employ of Adams & Farwell, as chief engineer on steamers P. E. Spinner and Jesse H. Farwell. In winter of 1894 he resigned on account of sickness in his family, but in 1897 he entered the employ of Capt. James Danielson, of Bay City as chief engineer of the wrecking tug Martin Swain. During the two years 1895-96 when he remained ashore, he was engaged in fitting out and running steam and electrical plants, and has been quite interested in electrical and mechanical engineering, giving many evidences of his mechanism in the various plants, etc. he has fitted out.

CAPTAIN HAMILTON CUMMINGS

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

Captain Hamilton Cummings, now living retired at No. 32 Twenty-third avenue, Cleveland, Ohio, spent almost half a century upon the water. He was born on February 16, 1827, in Bangor, County Down, Ireland, and in 1844 first went to sea as an apprentice on the ship Huron, on which vessel he remained for three years. Entering the American service, he sailed between New Orleans and Philadelphia on the Jacob S. Wan for one season, the following year, during the great famine in Ireland, sailing on the brig Flora with a cargo of provisions for the sufferers.

After several years' service upon saltwater Captain Cummings came, in 1850, to Cleveland, and shipped on the schooner William Monteith, of Buffalo. During the seasons of 1852 and 1853 he was mate of the schooner Kosciusko; in 1854 was mate of the schooner Herald, and the following two years served in the same capacity on the schooner Summit, of which he was subsequently master from 1857 until 1861. In the latter year he was drafted for service in the Union Army, but the examining physician refused to accept him on account of an injury he had suffered to his foot, believing him unable to march, and having lost his position on the Summit he spent the remainder of the year as a recruiting officer. In 1862 he was mate of the barque Sherman, the next season sailing the schooner W. W. Arnold, in 1864 the schooner Empire State and the following season becoming master of the schooner Southwest, of which he had charge for four years. For the next seven years he was captain of the schooner Edward Kelley, and in 1880 he took command of the schooner Camden, of which he continued master for twelve years, since which time he has abandoned the water and engaged in business ashore.

In 1853 Captain Cummings married Miss Jane MacNeal, who died ten years later, and four children born to them three died in infancy. William, the eldest, is now a prosperous machinist.

GEORGE E. CUNNINGHAM

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

George E. Cunningham was born September 29, 1852, at Hamilton Ontario, the son of Patrick and Elizabeth (Schunk) Cunningham, natives of Scotland and Germany, who died in 1855 and 1856, respectively. He lived at his native place only a short time, however, removing to Toronto, where he remained until he was about six years of age, and upon leaving that city he lived for several years on a farm near Chatham, Ontario. He then entered a sawmill at Ridgetown and learned the engineer's trade, continuing to work here for four years, during the summer. He was next employed in Park's machine shop, in Chatham, for a time, after which he entered a sawmill at Thamesville and spent three years as engineer. He then filled the same position in a woolen mill at Weston, Ontario, one year, at the end of that time coming to Marine City and shipping in the steamer Mary as second engineer. Upon leaving this boat he served in the Ballantine one season, and later was given the position of chief engineer on the Sakie Shepard, also spending three seasons on the yacht Lelia, owned by Grosse Point Navigation Company, during the winters he was employed in the Fulton Iron Works. Mr. Cunningham was engaged the next two seasons on the Lewis Pahlow, one on the John Owen, and one on the Seattle; returning to the Duluth Lumber Company he served another two years on the Lewis Pahlow, and then came to the yacht Rosalee B., owned by White & Walker, of Detroit. Mr. Cunningham is well acquainted with all departments of his work and has held several responsible positions to the satisfaction of his employers, by whom he is recognized as a first-class man in his line.

In 1883 Mr. Cunningham was married to Miss Florence Robertson, of Marine City, the daughter of Capt. William H. Robertson, a well-known vessel master. Mr. and Mrs. Cunningham have two children: Rosa R. and Edward A., who are attending school at the present time.

W. J. CUNNINGHAM

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

W.J.Cunningham has spent all his life in the city of Cleveland, Ohio, where he was born February 14, 1859, son of Patrick and Susanna (O'Boyle) Cunningham, natives of Ireland, both of whom are still living, in Cleveland, where they came many years ago. Up to the age of thirteen years William Cunningham attended school, and he then entered the Otis Steel Works, where he was employed several years, first in the machine department and later running the engine for the electric and mill plant. His marine experience began when he shipped as engineer on the Hattie L., on which he remained about nine months, and the following season he went on the Marshall for Monson & Sons, continuing thus for three years. From this tug he went on the R. T. Roy, and spent one season in the employe of E. R. Edson & Co., going the next year on the Nahant as second engineer. He then spent some time on the James Burns and Sea Wing, since when he has been employed on land.

Mr. Cunningham was married, February 10, 1882, to Miss Emma Littledale, of Toronto, Canada, and they have had eight children, namely: Lilly, Will, Loreta (deceased), James, Margaret, Emma, Joseph and Hortense.

CAPTAIN SHEPHARD H. CURRIE

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

Captain Shephard H. Currie, of Detroit, Mich., and the efficient commander of the propeller Gettysburg, was born near Algonac, St. Clair Co., Mich., on New Year's Day, 1840.

His father, Thomas Currie, a harness-maker by trade, was proprietor of a hotel at Algonac for many years, and the Captain received his education in the schools of that town. He began his life on the lakes at the age of seventeen, when he took the position of cook on the Traffic, the first steamer up the Saginaw River.

During the Captain's forty years on the lakes, which have been spent entirely on steamboats, he has never missed a season since he began to sail, and never has to lay off on account of sickness. Beginning his lake career as cook, he was promoted to fireman, then to wheelsman, and finally became a master, his first command being the side-wheeler Dart, on which he remained but a short time. The Captain was in the employ of Alger, Smith & Co. for fifteen years, eleven years of which time he commanded the tug Torrent, and for seven years acted as master of the tug Brockway, in which he owned an interest; he also owned a third-interest in the tug Ballentine.

Captain Currie has invented and secured a patent for sounding lead, which is considered a great improvement over the old one, and those who have used it say it is the only lead to use, and its probable recognition by the United States navy will probably cause it to come into general use. The chief feature of this instrument is the brass top or nose piece which protects the end, and sinks quickly and naturally.

In August, 1866, Captain Currie was married to Miss Catherine M. Russell, of Algonac, Mich., and to this marriage eight children were born to them, six of whom are still living; Samuel Harrison, a member of the police force of Detroit; Alfred Latta, mate with his father; Calvin Carols; Maggie Crane; Arthur Miles, a wheelsman, and Stephen B. Grummond, also a wheelsman. William Russell died at the age of nineteen, and Thomas Franklin when but two weeks old.

Socially, the Captain is a Mason, and belongs to the Ship Masters Association.

WILLIAM H. CURTIS

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

William H. Curtis, more familiarly known as Capt. Henry Curtis, was born at Tonawanda, March 20, 1842, and is a son of Robert Curtis, who for many years kept a boathouse on the Niagra river. Our subject has been connected with the Niagra river in some capacity all his life, and remembers very well when the Bates horse ferry was established between Grand Island and the American shore in 1857. His first sailing on the river as engineer was in 1867, on the steamyacht Undine, upon which he worked a year, and for two seasons following he was engineer of the Dime.

In 1869 Mr. Curtis bought out what is known as the Curtis Boat House, on Squaw island, at the foot of Mill street, and with it about seven small boats. He has owned the property ever since, and now conducts it in connection with his steamyachts. In 1876 he built the steamyacht Charles F. Nagle, of which he was master and owner for six years. In 1882 he built the Loke Clerk, and was master and owner of her for six or seven years. In 1888 he built the Ella H., owning her six years, and in 1894 built the Matt Wagner, of which he is now the master, and owner in partnership with William E. Becker.

Captain Curtis was married to Mary Ann Fleming, in January, 1862, and they have five children as follows: Martha, Laura, Lillie, Jennie, and Robert H. Curtis, who was employed with his father at the boat house, and in 1898 was on the steamer Falcon.

While master of the Matt Wagner, during the season of 1893, Captain Curtis had an experience with lightning which he will never either forget or recover from, an account of which was published in all the papers of this country and perhaps others, and made him "one of the wonders of the world" for months after it took place. It was marvelous in the extreme. On the 3d June, 1893, he took a party of gentlemen from the Title Search office down the river on a pleasure excursion. They stopped off for most of the time at Sour Spring Grove, but later went farther down the river to Edge Water. On the return trip, when opposite the grove, at about six o'clock in the evening, in the midst of a thunder squall, during which it rained very hard and was quite dark, the Captain, while at his wheel, was struck by lightning. The crown of his hat was burned completely off, his clothes were torn, his flesh was severely burned, and his trousers were cut in places precisely as if some one had used the shears on them. His watch was also destroyed. The current descended from his head down his right side to the knee, then retraced its track to about the middle of his body, crossed over to his watch and from there to the drum of the wheel of the boat and off into space by way of the rudder chains. The case and ring of his watch were partly melted, the second hand and a part of the works were destroyed, and every link in the watch chain was opened as carefully as if done by a mechanic. The Captain was cared for as well as possible by Dr. Daly, who was one of the party, with the willingly rendered assistance of the other members, but it was not until five hours after the occurrence that he showed any signs of consciousness, and that was when he was being conveyed ashore to his house on Squaw island. He finally recovered, but it was thirty days before he was able to resume the command of his yacht, George Bohn in the meantime having her in charge. Something singular about the action of the current was that it left all the glass of the pilot-house window on the outside of the house, not a "smithereen" being found anywhere on the inside. Only the outside edge of the moulding of the house was bruised, and the drum of the wheel was split. Captain Curtis' hat, or what remained of it, is in the possession of the gentlemen from the Title Search office who were with him, they withholding it as a highly prized relic to be given to no one. The watch is still in the custody of the Captain, in the condition that it was left by the current, and the links of the chain are in the hands of various citizens of Black Rock, friends and neighbors of the Captain.

Another singular fact to be related in connection with this incident is that exactly one year later, day and date, and at the same hour, Captain Curtis was on the same boat, in the same capacity, a similar storm came up, the lightning split a tree on shore about fifty feet from where his boat was sailing, at West Side, opposite to Falconwood. He distinctly felt the shock, and his son was compelled to relieve him at the wheel so he could go aft and lie down to get rest and recuperate before he could resume his duties.

CLARENCE E. CURTISS

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

Clarence E. Curtiss, at present chief engineer of the Real Estate Exchange (now the Mutual Life Insurance Building of New York City), located on Pearl street, Buffalo, N. Y., was born in Titusville, Penn. November 19, 1863. He is the son of Thomas E. and Mary (Southworth) Curtiss, the former of whom was born in Utica, and the latter at Port Byron, N. Y. The mother's people were farmers, and the old family homestead near Port Bryon is still owned by some of its members. Thomas E. Curtiss and his two brothers, Charles G. and Lyman L., were forty years ago the owners of several freight and packet canalboats on the Erie canal. They were also heavy oil operators about the year 1862, at Titusville, and in 1873 the first-named, Thomas E. Curtiss, was engaged in business at Conneaut, Ohio, as wholesale and retail grocer, butcher, furniture dealer and owner of a fish-packing establishment. He subsequently removed to Buffalo, and still resides in that city, although not engaged in business.

Clarence E. Curtiss, the subject proper of this sketch, received part of his common-school education at his place of birth, and the balance at Conneaut, Ohio. He learned the machinist's trade at Collignon's machine shop, Buffalo, and he was also employed in the Brooks Locomotive Works at Dunkirk, N. Y. for two years. For two winters he was with the T. R. Baily Manufacturing Company, at Owosso, Mich., and was one winter with the Erie Railway Company, at Buffalo. In 1885 Mr. Curtiss shipped as oiler on the steamer Syracuse for one season, and was her second engineer the following season. In 1887-88 he was second engineer on the Albany, and in 1889 was in the same capacity on the steamer Chicago for that season only. He became chief engineer of the Fountain City in the spring of 1890, remaining with her until August of that year, and in October he was made chief engineer at the "Spaulding Hotel," at Duluth, Minn., continuing in that employ until the latter part of October 1893, while during balance of the season he was chief engineer of the steamer Columbia, on which he served for about two months. In 1894 he was in the employ of the Troy Laundry Machine Company as erecting engineer until July, and then returned to the lakes as second engineer of the Adella Shores for the balance of the season. During the season of 1895 Mr. Curtiss was first assistant engineer of the North Land, of the Northern Steamship Company, and on January 10, 1896, was appointed chief engineer of the Real Estate Exchange building (now the Mutual Life Insurance Company Building of New York City), on Pearl street. Mr. Curtiss is corresponding secretary of the National Stationary Engineers Association, Keystone No. 50, of which he has been a member since its organization. He is also a Knight Templar and a Noble of the Mystic Shine.

Mr. Curtiss was married at Ovid, Mich., December 26, 1890, to Mina Morrison, and they have two children, Hazel and Bessie.