History of the Great Lakes

Vol. 2 by J.B. Mansfield
Published Chicago: J.H. Beers & Co. 1899

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CHRISTIAN DAHL

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

Christain Dahl, one of the well know marine engineers sailing out of Manistee, Mich., possesses all of the aquirements necessary to the skillful handling of his machinery; he has always been of good repute and in demand. He is a son of Peter and Christina (Rasmussen) Dahl, and was born in Christiania, Norway, on November 13, 1854, where he acquired his education. After leaving school he learned the tinsmith's trade, serving an apprenticeship of five years, after which he engaged in railroading for some time.

In January, 1871, Mr. Dahl came to the United States, first locating in Chicago, where he worked at his trade as tinsmith, going thence to Escanaba, where he was employed on a railroad until 1874, when he went to Manistee, Mich. In the spring of 1876 he entered the employ of the Canfield Tug Company as fireman on the tug Irma M. Wheeler, holding that berth three years, transferring to the tug Williams in 1879. In 1881 he joined the steamer James. A. Shrigley as fireman, but soon obtained an engineer's license, and was appointed first assistant of the same steamer. In 1883 Mr. Dahl again entered the employ of the Canfield Tug Company at Manistee, remaining with them several years, and engineering the tug Irma M. Wheeler, Williams, Ruby and Anna L. Smith. In the spring of 1890 he was appointed engineer of the steamer Susie Chipman, holding that office almost three seasons, followed by three seasons as chief of the steamer W.J. Carter. In the spring of 1896 he was appointed to the position which he now holds, as chief engineer of the steamer Maggie Marshall.

He is an active member of the Marine Engineers Beneficial Association, and is a charter member of No. 44 of Manistee, and has filled the office of vice-president of that body.

On December 22, 1882, Mr. Dahl was united in marriage to Miss Mary Perry, daughter of Charles Perry, of Quebec, Ont. The family homestead is in Manistee, Michigan.

JOSEPH DALE

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

Joseph Dale was born March 8, 1867, in Toronto, Canada, the son of Joseph and Eliza (Barrett) Dale, the former of whom died in 1867, having spent his life in the English army; the mother is still living in Toronto. Mr. Dale lived fourteen years at his native place, and then removed to Cleveland, where he has since made his residence. He began marine life when he was eighteen years old, shipping on the Bessemer as fireman, in which capacity he served one season and then entered the employ of the Globe Iron Works, where he was engaged in putting the engines and boilers in the Yakima and Cambria. When the Cambria was completed he was given the place of second engineer on her, which he held two years, and the following season he acted as second engineer on the Corona, transferring from that boat to the Frontenac, where he remained four years. He spent the season of 1895 upon the Griffin and the following spring went on the R. J. Hackett, remaining until October, when he laid up that boat; he finished the season on the Pontiac as second engineer. Mr. Dale is a single man.

WILLIAM H. DALTON

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

William H. Dalton is night engineer of the C.W. Miller building, and was on the Conestoga, of the Anchor line, for sixteen years and five months. He had been with that line and on that boat since the beginning of his sailing career, working his way up from the humble position of greaser to his present one.

Mr. Dalton is a son of John and Ann (Horan) Dalton, natives of Ireland, who emigrated to this country some time previous to the Civil war, locating in Susquehanna county, Penn., where the mother is still living. William H. was born (some time after his parents' arrival) February 28, 1863, and was educated in the schools of his native county, where he also assisted his father at farming, until he became seventeen years of age. He then secured work in railroad shops at Hornellsville, where he remained for two years, and for one year following worked as fireman on the Erie railroad. He then, in the year 1883, began his sailing career, as greaser, continuing in that capacity the first three seasons, 1883-84-85; the five seasons of 1886-87-88-89-90 he was second engineer, and the succeeding seven, up to September 6, 1897, he was chief engineer of the Conestoga. During his experience on the water he has never met with any mishaps, which he attributes to his good luck, but which, as a matter of course, is much better accounted for by referring to his skill and carefulness.

Mr. Dalton was married February 4, 1885, to Miss Margaret Farrell of Susquehanna county, Penn., and they have had six children, of whom four are now (1898) living, namely: Ann, aged eleven years; Margaret, aged six; John, aged three, and Mary, three months. The family residence is at No. 321 Fulton street, Buffalo, N. Y. Socially Mr. Dalton is a member of Local Harbor No. 1, Marine Engineers Beneficial Association, and for the past four years of Branch 8, C. M. B. A.

A. J. DAVENPORT

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

A.J. Davenport, keeper of the Calumet lighthouse at South Chicago, comes from an ancestry that has been intimately associated with the development of the Great Lakes for several generations. He was born on the island of Mackinaw in 1854, and is the son of Ambrose and Susan (Decora) Davenport. Ambrose Davenport was born in Detroit in 1801. His father was a soldier in the war of 1812, and afterward settled on Mackinaw island, where he spent the remainder of his life. Ambrose was reared on this famous and historic island, and for many years was a clerk for one of the early fur companies that had large interests at that time in that region. Later in life he engaged in fishing, and was widely known in connection with that occupation. He lived throughout his life on the island, and his wife, who survived him, died there in 1890.

Mr. Davenport was reared and educated on Mackinaw island, and during the earlier years of his youth and manhood engaged in fishing in that vicinity. In 1878 he entered the service of the government as assistant keeper of the Waugochance lighthouse at the straits of Mackinaw, and five years later was promoted to the position of keeper of the lighthouse at Two Rivers. He retained this position for five years, and in 1888 was appointed keeper of the Calumet lighthouse at South Chicago, located on the north pier of Calumet river, and one of the oldest lighthouses on the lakes, and for the past ten years he has remained continuously in charge of this important lighthouse.

Mr. Davenport was married to Miss Clara Hammond, a native of Germany, and to them have been born four children, two sons and two daughters: Albert H., George C., Elsie and Edith. Mr. Davenport has from his earliest recollection been closely identified with the development of the Great Lakes region, and has been a close observer of the many changes that have occurred during the years of his life. He is efficient and thoroughly qualified to fill the position he holds, and is held in high esteem by those who know him.

CAPTAIN JAMES E. DAVIDSON

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

Captain James E. Davidson is possessed of great determination, energy and self-reliance, and is thrifty and industrious. He was born in Buffalo, N. Y., in 1841, a son of Joseph and Elizabeth (Smith) Davidson, natives of Scotland, who came to the United States in 1828, locating at Buffalo. The father was a stone contractor and was awarded the contract by the Government to build the first piers at the harbor in Buffalo, in which city he continued in active business for upward of twenty years. Both he and his wife departed this life in 1852, leaving three children: James, Elizabeth, who married John Bell, a merchant of Victoria, New South Wales, and Ellen, who became the wife of William Starkey, a well-known vessel owner of Ashtabula, Ohio.

James E. Davidson was only eleven years old when his parents died and of necessity he became self-supporting. He always had a desire to become a sailor, and when but a small lad established a ferry across the river at Buffalo, a year later commencing sailing on the lakes and soon becoming a thorough and reliable seaman. At the age of seventeen he became second mate and two years later was appointed master, meanwhile continuing his studies in the Buffalo public schools in winter, and taking a course at Bryant & Stratton's Business College. About the year 1862, Captain Davidson left the lakes and went to the Atlantic ocean for further experience in seamanship. He shipped before the mast in some of the largest packets plying between New York, Liverpool and Calcutta, after two years returning to the lakes, and that winter resumed his studies in a commercial college. He shipped on the lakes again in the spring of 1865, and from master he soon became owner of the vessels he sailed. After spending a winter in Buffalo shipyards learning construction, he went to Toledo, where he was appointed superintendent of a shipyard, and then to East Saginaw, where he started a yard and commenced to build vessels. This venture prospered, as he exercised great care in his work, and he practically gave up sailing and devoted his entire time to shipbuilding, his new vessels being added to his own fleet or sold as occasion offered. In 1873 he disposed of his yard at West Bay City, since which time, a period covering a quarter of a century, Captain Davidson has constructed and launched many of the finest wooden vessels and steamers on the lakes, and this volume is an appropriate one in which to name them: Steamers Appomattox, Venezuela, Rappahannock, Sacramento, Shanandoah, Thomas Cranage, City of Venice, City of Genoa, City of Naples, City of Berlin, City of Paris, City of London, City of Glasgow, Bermuda, John Harper, Alex Nimick, Majestic, George G. Hadley, Nicaragua, Madagascar, Britannic, Germanic, Roumania, Bulgaria, Australasia, Siberia, James Davidson, Oceanica, George T. Hope, W. P. Ketcham, S. S. Wilhelm, Walter Vail, Panther and Phenix; schooners Crete, Athens, Armenia, Abyssinia, Algeria, Granada, Grampian, H. A. Darr, William D. Becker, Aberdeen, Dundee, Paisley, George B. Owen, Tokio, Adriatic, Baltic, Mary B. Mitchell, Celtic, Polynesia, Mary Woolson, Harold, Atlanta, Nirvana, John Shaw, E. M. Davidson, Kate Winslow and Laura Belle; car transfers (Nos. 89 and 90, builder's number), Wisconsin & Michigan railway No. 1 and Wisconsin & Michigan railway No. 2; log boats (Nos. 87, 88, builder's number), Wahnipitae; fire tugs W. H. Alley and Geyser; large lighters Hurley Bros. and Anchor Line; fuel lighter Cuddy-Mullen Coal Company; light draught barges, Mikado and Tycoon; tugs Prodigy, Industry, G. A. Tomlinson, Rita McDonald, Temple Emery, Perfection, C. B. Strohn, Washburn and Andrew A. McLean; fishing tug Maxwell A.; ice barges Andrew T. Gray Co., Nos. 1 and 2.

Capt. James Davidson's name in connection with the great shipbuilding industry is therefore well and favorably known throughout the great chain of lakes. The large barge Wahnipitae, which carried more than 2,000,000 feet of lumber, was built by him and was by far the largest on the lakes. It must be a matter of just and honorable pride as well as a great satisfaction to Captain Davidson to contrast the early years of his life as a sailor with the present, remembering that the first vessel he sailed was the little schooner Sea Gull, of about 150 tons register, and that he now builds, owns and sails the magnificent steamers of the present day. He has gone quietly and steadily about his life work, always industrious but making no display, seemingly impressed with the maxim that the value of life consists in being faithful in the work undertaken and to the trust imposed. His shipbuilding interests are extensive, and at this writing he owns and operates a fleet of twenty-seven large-sized vessels, besides four new ships launched in 1898. He has been ever since its organization a member of the board of managers of the Lake Carriers Association. Captain Davidson does not devote all his time to his shipbuilding industry and the management of his large fleet, much of that devolving upon his son, James E., who, like his father, has a clear comprehensive mind, is quick and accurate in his judgment, and prompt in acting on his decisions. The Captain is financially interested in the Frontier Elevator Company, at Buffalo, and is vice-president and director of the Frontier Iron & brass Works, at Detroit; he is also a stockholder in the Hane Electric Company, and has an interest with Romer, Lovell & Co., in Bay City; is a director of the First State Bank, in Hillsdale, Mich., and president of the Michigan Log Towing Company, of Bay City.

On January 22, 1863, Captain Davidson was wedded to Miss Ellen M., daughter of John Rogers, of Buffalo, and they have had seven children, five of whom are now living. The eldest, James E., who so capably manages the large shipbuilding industry during the absence of his father, became associated in business with him some years ago. The family homestead in Bay City is situated in Center street; they have also a handsome residence in Buffalo, New York.

JOHN DAVIDSON

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

John Davidson is a son of James and Catherine (Wood) Davidson, who were native of Scotland. The father, who was a farmer by occupation, died in 1864; the mother died in 1879.

The subject of this sketch was born at Sanquhar, Dunfriesshire, Scotland, February 14, 1850, and was the eldest in a family of eight children - three sons and five daughters. He was educated in the mother country, and for a short time after leaving school operated a stationary engine in a brewery in Scotland. He then went to sea, being employed as oiler for about four years. In 1872 Mr. Davidson came to America, landing at Montreal, and his first employment here was a fireman on the old Dominion. After about three weeks in this employ he had the misfortune to injure one of his feet to such an extent that he was laid up in a hospital about eleven weeks. Upon his recovery he went to St. Catharines, Ontario, and shipped as second engineer on the steamer Enterprise for the season of 1873. For the seasons following up to and including the year 1876 he was second engineer respectively of the steamers Monroe, Enterprise and Clinton. In 1877 he was at Quebec as chief engineer of the tug Admiral D. Porter, and in 1878-79 was second on the Celtic. In 1880 Mr. Davidson became chief engineer of the City of St. Catharines, remaining on her until she became a total loss in consequence of a collision with the Marsh, off Sand Beach, Lake Huron. She was loaded with merchandise, bound for Chicago. No lives were lost. He was chief engineer of the California a couple of seasons and of the Prussia for one season, and in 1884 was engineer of the Leavenworth Grape Sugar Works, in Kansas. In 1885 he entered the employ of the Beatty line from Saranac to Duluth, acting two seasons as chief of the Sovereign, and three seasons as chief of the Ontario. In 1890 Mr. Davidson removed to Buffalo, where he obtained the position of second engineer of the Winslow, of the Anchor line, remaining on her for one season, and was chief of the Monteagle for that of 1891. In 1892 he became chief engineer of the whaleback Pillsbury, in which position he remained four seasons, and for the season of 1896 he was chief engineer of the Henry Cort, of the Bessemer Steamship Company.

In 1875 Mr. Davidson was married at St. Catharines, Ont., to Miss Elizabeth E. Kelley, and they have five children, namely: William (oiler of the steamer J. B. Nelson for the season of 1896), Edith M., Robert J., Archibald W. and Norman C. The family residence is at No. 221 Gorton street. Mr. Davidson has been a member of the Marine Engineers Association for about two years, and is quite active in other fraternal orders, having been a Mason twenty-one years, a member of the A. O. U. W. twelve years, of the Sons of Scotland five years, and of the Select Knights thirteen years.

CAPTAIN EZRA H. DAVIS

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

Captain Ezra H. Davis is the youngest son of Calvin and Jane (Snell) Davis, and was born at Painesville, Ohio, in November, 1848. He acquired his education in the public schools of his native town, and after his parents removed to Marine City went to work in the shipyard of R. Holland, where he remained one summer, going to school in the winter.

While he has not had the experience of ocean sailing that fell to the lot of his elder brother, Capt. W. H. Davis, his career on the lakes has been remarkably successful. In the spring of 1864 he shipped on the schooner General Winfield Scott, and remained until June of the next year, when he joined the schooner Harriet Ross, closing the season on her. In 1866 he joined the schooner Tartar, going before the mast. His next boat was the scow Wake Up, on which he made one trip, when she sunk at Black River, Ohio, after which he shipped on other vessels until late in the season, when he was appointed mate of the schooner Wanderer, trading on Lake Ontario. In the season of 1868 he sailed as second mate on the barkentine City of Painesville. The next season he shipped before the mast on the schooner Dan Hayes, trading between Lake Michigan ports, and before leaving her was advanced to the berth of second mate, and closed the season as mate, and the next year took her out as master. In 1871 he was in command of the schooner George L. Seavers, and sailed her until June. In the meantime his crew were all taken down with fever, leaving no one to work the ship but himself and a boy; during this time he collided with the schooner M. I. Wilcox, which resulted in the dismasting of both vessels. He then joined the bark Raleigh as second mate. The next season he was made mate of the schooner Charley Crawford.

In the spring of 1873 Captain Davis turned his attention to steamboating, and was appointed mate of the steamer McDonald, trading to the Georgian ports. He then sailed as mate of the steamer Chauncy Whiting, working in the shipyard during the winter months. In the spring of 1878 he was appointed master of the schooner T. D. Skinner, sailing her three years. His next command was the H. F. Church, which he sailed one season, followed by a season as master of the O. J. Hale. He sailed the schooner A. C. Maxwell during the season of 1883, and part of the next year, when he went as mate with Capt. W. H. Davis on the S. J. Tilden. In the spring of 1885 he sailed as mate of the steamer Cumberland; 1886 mate on the steamer Glasgow, and in 1887 mate on the steamer Ogemaw. He then took command of the steamer Pawnee, and sailed her eight consecutive seasons, transferring to the steamer Britannic as master in 1896, and holding that office for some time.

While ashore Captain Davis devotes much of his time to the fraternal societies of which he is a member. He carries Pennant No. 121 in the Ship Masters Association; he is a Noble of the Mystic Shrine; a Knight Templar Mason; a member of the honorable Order of Odd Fellows, and a Knight of the Maccabees.

CAPTAIN HENRY W. DAVIS

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

Captain Henry W. Davis, who sailed on the Atlantic ocean for many years after serving an apprenticeship on the lakes in the early 'fifties, is a well known and genial citizen of Port Huron, Mich., when he is ashore, and believes that this life should be enjoyed as thoroughly as possible. He was born August 21, 1841, near Perry, Lake county, Ohio, and is a son of Calvin and Jane (Snell) Davis. He comes of old New England stock, his father having been born in Vermont, while his mother was a native of Pennsylvania. They came west about 1836, and stopped for a time at Perry, Ohio, but afterward located in Geauga county, the same State. The father was a ship-carpenter and assisted in the construction of the schooners R. R. Johnson, Matt Root and Calvin Snell at Richmond, and at times engaged in sailing. Later in life he removed to Willow Creek, Mich., and there engaged in farming after clearing his own land.

It was during the years that the family lived in Richmond that Henry W. Davis, the subject of this article, acquired his education in the public or district schools. It was in 1853 that he took his first lessons in seamanship on the schooner Matt Root, built by his father and uncle, Solomon Snell. He remained on this schooner four seasons, going to school during the winter months. In 1857 the schooner Calvin Snell was built by his uncle, and he came out with her new. The next season he joined the Snell, and was with her until she was wrecked off Long Point, Lake Ontario. The crew of thirteen all told got ashore in the yawl at Presque Isle. He sailed the remainder of the season on the brig Young America, Mary Collins and other vessels, before the mast. In 1859 he was before the mast on the schooner Andrew J. Rich, followed by a season on the Mary Collins. That fall he went to New York and shipped on a brig engaged in the coasting trade, making a round trip to the West Indies. In 1861 he joined the full-rigged ship Patrick Henry as able seaman, and made the passage to London, returning to Philadelphia in a Baltimore clipper and putting in some months on a coaster.

In 1862 Captain Davis joined the large, full-rigged ship Ryan, bound for South Shields where he left her and shipped on a fruit boat bound for Seville, Spain. It has been said that his vessel waited for the fruit to grow as she did not return with a cargo to Liverpool until the close of the year. He then shipped in the clipper Wilmington for Baltimore, and was there during the riots consequent upon the promul-gation of President Lincoln's emancipation proclamation. He went to Providence, R. I., and took passage on a steamer bound for New York where he joined the American ship Invincible for Liverpool. On his arrival at that port he went as able seaman on the English ship Gondola on a voyage to Buenos Ayres, Peru, where he remained about ten months, finally returning to Boston in the bark William Case, going thence by rail to Painesville, Ohio, reaching home in the fall of 1864 after an absence on the Atlantic of nearly four years. After a brief visit with friends he shipped on the schooner Harriet Ross.

In the spring of 1865 Captain Davis came out as mate of the schooner Tartar, followed by a season on the Frankie Wilcox. In 1867 he was appointed master of the schooner D. G. Wright, transferring the year following to the S. L. Seaver as mate and sailing master with his uncle Solomon Snell, who owned both vessels. In the spring of 1869 he purchased the schooner Caledonia and sailed her two seasons, followed by a season on the schooner Harrowdale as master. That year Captain Davis, who had been living in South Haven, Mich., removed to Port Huron and was employed in Mr. Fitzgerald's shipyard; also in Simon Langell's shipyard at St. Clair, thus passing two years in the construction of the Wilson and the Chauncey Hurlbut. On the completion of this work he shipped as mate in the steambarge Mary Jarecki with Capt. Paul Pelker. In the spring of 1876 he shipped as mate on the Iosco, and the next season brought her out as master. In 1878 he was made mate of the T. S. Skinner, and the following year he purchased a one-third interest and sailed her four years. She was wrecked late in the fall of 1882 off Grand Haven, Mich., the crew reaching shore in the yawl. In 1883 he sailed the schooner Frank C. Leighton. In the spring of 1884 he entered the employ of Penoyer Brothers, as mate of the steamer Ogeman. The next three seasons he sailed the schooner City of the Straits. He then stopped ashore and superintended the rebuilding of the schooners S. J. Tilden and the A. C. Maxwell, sailing the Tilden in 1889. In the spring of 1890 Captain Davis was appointed master of the schooner Arenac, and sailed her until he was taken ill early in 1896, his life being despaired of, but after a favorable turn in his malady he slowly recovered and in the fall of 1897 he shipped with his brother, E. H. Davis, in the steamer Britannic, laying her up at the close of the season.

He is a Master Mason, a charter member of the Knights of the Maccabees at Port Huron, with which he has been connected for seventeen years, and carries Pennant No. 138, of the Ship Masters Association.

On March 1, 1866, Captain Davis was united in marriage with Miss Mary M., daughter of William H. and Catherine A. (Thomas) Pine, of Richmond, now Painesville, Ohio. Her father was a native of New York state, her mother of Pennsylvania. Mr. and Mrs. Davis have a family of five children: Ina A., now the wife of G. M. Dole; Hattie B., now Mrs. G. M. Johnson; Calvin H.; Leslie E.; and Harold L. There is also one granddaughter, Lydia Dole. The family residence, at No. 703 Ontario street, Port Huron, is presided over by Mrs. Davis, who is a public-spirited woman and an ideal American mother.

OSCAR F. DAVIS

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

Oscar F. Davis, born in 1855, and William I. Davis, born in 1857, attended public and private schools in Milwaukee during boyhood, and when about sixteen years old were taken into their father's shop to learn the business. After he had worked for one year in the shop, Oscar was transferred to the office, but William remained in the manufacturing department, gaining a thorough knowledge of all branches of the work. When the business was sold in 1890 they established their present works at Nos. 576 and 584 Clinton Street, Milwaukee, the plant being in readiness within three months after the sale of the Marine Boiler Works. They began with a force of fifty men, and their business has enlarged so rapidly that they employ at times as many as one hundred hands. They have a large business as general boiler makers, but lately they have given attention to a special line of work to meet the requirements of the breweries. The firm is known as Davis Bros. Manufacturing Company, and the father's reputation, together with the good will of the former customers, has been a potent factor in the enterprise, although the two brothers are just the sort of young men who would make their way to the front even under difficulties. They are both Republicans in politics, but do not take an active share in partisan works. Socially they are prominent, and William is a member of the Masonic fraternity. Oscar F. married Miss Emma Bastian, of Milwaukee, and has two children: Pearl and Ethel. William I. married Miss Emma Krueger, of the same city, and their family consists of the following children: Maud, Richard, Irving, Nora and Oak. davisoscarf

CAPTAIN R.A. DAVIS

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

Captain R.A. Davis, who has been a mariner for over sixty years, in one capacity or another, and for the past twenty-six years has made his home in Chicago, is a native of New York State, born in November, 1827, in Jefferson County. William Davis, father of our subject, was born in Canada, a son of Richard Davis, who along with two of his sons (our subject being one of them) participated in the battle of Lundy's Lane, during the war of 1812-15. During that struggle Grandmother Davis carried a message from Sacket's Harbor to Oswego in a wooden shoe, and was captured twice, but release each time. Our subject's parents lived for some time in Jefferson County, N.Y., but later settled on the Canadian side of the St. Lawrence River, where they both died. The father was a sailor on the St. Lawrence, and was one of the first boatmen on that river. The mother, whose maiden name was Sarah McDonald, was also a Canadian by birth, and was a half-sister of the late Sir John A. McDonald, who for many years was Premier of Canada, and was the greatest statesman this continent ever saw. To William and Sarah (McDonald) Davis were born five children, as follows: Sarah, who died young; Anna, also deceased; R.A. our subject; William, a farmer in Canada, where he now resides; and Thomas, a sailor from Oswego, N.Y., and who was killed at Cape Vincent about the year 1867.

Capt. R. A. Davis left home at the early age of nine years, and commenced his long experience as a sailor in the humble capacity of assistant cook on a wood schooner. In May, 1839, he began sailing before the mast from New York City, on the Anderson, a small sailing craft engaged in the wood trade in Little Bend and Great Egg harbor, on the Jersey coast, continuing in that work some four years. He then returned home, and shipped from French Creek (on the St. Lawrence River) on the William Penn, a vessel engaged in the timber trade from Kingston, Canada, and sailed with her one year.

In 1844 he fitted out the tug Seminole, and traded on her two years, then shipped on the schooner Connelly, sailing from Oswego, N. Y., being with her one season; then sailed the schooner Fairfield, also from Oswego, after which he was on the schooner Zilph during the seasons of 1848-49, and the seasons of 1850-51 was on the G. A. Weeks. Captain Davis then returned to the Seminole, and in 1852 shipped on he brig Hampton; going in 1853, to the schooner Eclipse, running from Milan, Ohio, remaining with her three years; then on the steamer Ogdensburg, from Ogdensburg, N. Y., one season, when he joined the passenger and freight steamer Young America, belonging to the Rome & Watertown Railroad Company, and was on her two seasons; it was on this vessel that he first filled the office of master. In 1857 he was on the schooner Live Yankee, and in 1858-59 shipped on the schooner Wild Rover, when, in 1860, he transferred to the schooner Nonpareil, from Milan, Ohio, remaining with her part of two seasons. He then built the schooner William Shupe, at Milan, and sailed her a season and a half. During the seasons of 1862 and 1863 he sailed from New York for Graham & Stafford; in 1864 commenced to sail for the Northern Transportation Company, of Ogdensburg, N. Y., and was in their employ some fifteen years. His next engagement was with the Anchor line from Sandusky, Ohio, sailing on the Yosemite. In 1872 the Captain built the steamer Charles Reitz, which was rebuilt in 1876, and is now in commission from Chicago. In 1877 he built the steamer George T. Burroughs, a passenger boat, which he ran two months and twelve days, when she was burned, the crew and passengers being saved. During the interval between the burning of the Burroughs and the building of the steamer Josie Davidson, which was completed in 1879, and afterward sold to Capt. F. R. McGregor, of Chicago, he purchased the little passenger steamer Barney, and ran her several seasons. In 1891 he built the Claribel, a passenger steamer, which he afterward sold, and she is now in commission from New Orleans in the interest of the Gulf of Mexico trade. In 1897 he purchased the passenger boat Lena Knoblock, built that year, and which is now employed as an excursion steamer at Chicago. In all this long experience our subject has no less than forty issues of shipmaster's commission, and he was the first master of the Young America in 1858 - in fact, he is the possessor of the oldest license on the Great Lakes.

On December 23, 1852, at Oswego, N. Y., Captain Davis was married to Miss Susan Sinclair, who was born in New York City, a daughter of Lawrence Sinclair, a merchant and bookbinder of New York City. Two children have been born to this union: James Henry, married and residing in Woodlawn, Chicago; and Margaret, now the wife of Capt. F. R. McGregor, of Chicago. Socially, Captain Davis is a member of Pleiades Lodge No. 478, F. & A. M. In 1872 he took up his residence in Chicago, and has made that city his home ever since.

RICHARD DAVIS

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

Richard Davis (deceased). The subject of this memoir, who died at his home in Milwaukee April 4, 1895, was for many years a leading business man of his city, and as the head of the Marine Boiler Works he had a national reputation. He was the first boiler maker to establish a shop on the Great Lakes, and at one time he had a practical monopoly of the trade in Wisconsin, Michigan, Iowa, and the middle West generally. To his energy and foresight as a business man, and his public spirit as a citizen, Milwaukee owes much and it is fortunate that his sons give promise of continuing in even wider lines the enterprises in which he was interested. Socially and politically he made his influence felt, although his chief effort was in the direction of business, and for years he was active in religious work as a member of St. John's Episcopal Church, at Milwaukee. His funeral services, at which the rector of the church officiated, were conducted according to the beautiful and inspiring ritual of the Episcopal prayer book, hallowed by centuries of use, and the solemn services were largely attended by prominent citizens including the members of various fraternal orders with which he was connected. Few histories in this volume will be read with such wide interest as the following, for few men were as well and favorably known to all connected with the shipping trade of the lakes.

Mr. Davis was born April 13, 1826, in Flintshire, Wales, and after receiving a common-school education was bound out to learn the trades of boiler making and ship building, spending four years in Scotland as an apprentice. About 1843 he came to America, locating first in Schenectady, N.Y., where he spent some time in the employ of the Schenectady Locomotive Works, and the Baldwin Locomotive Works. Later he was employed in a similar establishment in New Jersey, and at one time he had charge of a boiler manufactory at Galena, Ill. He was also employed as foreman of railroad shops at various points, his skill being undisputed, and previous to 1860 he was for a time in charge of the Chicago & Alton shops at Bloomington, Ill. In 1860 he removed to Milwaukee, where he opened a small boiler shop in Lake street, and for thirty years he carried on a successful business, his trade enlarging until the help of two hundred workmen was needed at times to complete his orders. His plant was the largest of its kind in Milwaukee, and he furnished the boilers for nearly all the craft built at that place, as well as for a good proportion of all the vessels afloat upon the Lakes. As the business increased he transferred it to a new location in Oregon street, and in 1890, having decided to retire from active work, he sold out to the Milwaukee Boiler Company, the few remaining years of his life being spent in well-earned leisure. While his early educational opportunities were not of the best, he was well-informed, having always been fond of reading, and he took great interest in all public questions. In political faith he was a staunch Republican and at times he was active in local work in his party, serving for one term as alderman. Socially he was identified with various orders, including the F. & A. M., I. O. O. F. and the K. of P.

In 1849 Mr. Davis married Miss Patterson, of Schenectady, New York, who died about 1853, leaving one son, Price Henry, now a resident of Milwaukee. In 1854 Mr. Davis married a second wife, Miss Ann Bond, of Chicago, who passed to the unseen life February 14, 1882. By this union were four sons: Oscar F. and William I., who are mentioned more fully below; Walter R., a resident of Milwaukee, and Russell E., who died in 1895. davisrichard

WILLIAM I. DAVIS

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

CAPTAIN ERASTUS DAY

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

Captain Erastus Day, the genial founder and superintendent of all of the docks in Conneaut, Ohio, has perhaps more appreciative friends and acquaintances than any other man on the lakes. Whoever has had the pleasure of meeting this courteous gentle-man, valiant captain and obliging superintendent, desires to be thought well of by him because he is a man. He is true and sincere, and has a pleasant word for everybody.

In the way of genealogy, the Captain is a descendant of an old Vermont family by both branches of the ancestral tree. His paternal grandvather was Nathaniel Day, a heavy dealer in lumber for shipment to Europe. He had a family of six sons and one daughter. On the maternal side was grandfather Alvin Simons, who was blessed with a good old-fashioned American family of twelve children. Both families removed to Ogdensburg, N.Y., where Samuel Day and Perseus Simons grew up together and were married, and they were the parents of Erastus Day, the subject of this article, who was born in Ogdensburg in 1831. He received his public-school education in that city. His father, Samuel Day, was an accomplished steamboat master, and sailed the William IV, which was a novel craft, carrying four smokestacks, one more than the great steamer North Land can boast of. He also commanded the passenger steamer Transit, which, when the passenger trade did not pay, towed vessels and logs. The old steamer Traveler was another of Captain Day's boats. She was a side-wheeler, and had two walking beams. He sailed her two seasons, after which he retired, removed to Michigan and located thirty miles north of Detroit, where he died. His widow some time after went to live with her son Erastus in Cleveland until 1896, when she passed to a better world.

Captain Erastus Day was quite young when he commenced to make his individual way in the world, as he shipped as cook on the schooner H.M. Kinney, in 1844, with Captain Davidson, and in 1845 he occupied a like berth on the schooner John E. Hunt, with Capt. Wm. F. Simons. The next season he shipped as seaman with Capt. D. Sweetland, on the schooner Josephine, passing the next two years on the schooner Rip Van Winkle as seaman, and the third season he was promoted to the berth of second mate of that schooner. In the spring of 1850, he was appointed mate of the schooner Lavina, retaining that position three seasons, when he assumed command of her. Thus by close attention to his duties which he has since shown in his business life, the Captain in nine years rose from the humble position of cook to that of master of a big boat, which carried all the way to 9,000 bushels of wheat. In those days grain was transshipped from canal-boats to vessels in buckets which were passed from hand to hand along a line of men, and weighed in a hopper aboard the vessel.

In the spring of 1854 Captain Day was appointed to the command of the three-masted schooner W.F. Allen, which had a capacity of 14,000 bushels of grain. The next two seasons he sailed the fore-and-aft schooner Marquette, of equal tonnage. >From 1857 to 1859, inclusive, he had command of the speedy and handsome schooner Cascade, and in 1860 and 1861 the stanch bark B.A. Stanard, a monster capable of carrying 28,000 bushels. There was but one larger vessel on the lakes. In the spring of 1862 he again became master of the Cascade, and paced her decks for three seasons. Having acquired a neat little sum of money, the Captain then purchased the Mayflower, not the historic ship that so many of the American citizens of to-day had ancestors on, but a much better craft, with a carrying capacity of 10,000 bushels. He sold the Mayflower in the fall, retired from active business life on shipboard and entered into business affairs in Cleveland. He took immediate charge of the ore docks of A.B. Stockwell, remaining with him two years. He then leased some dock room and went into the dock and commission business, which he conducted successfully for fifteen consecutive years. In 1872 he was appointed superintendent of the New York, Pennsylvania and Ohio ore docks in Cleveland, in addition to his individual business, managing both until 1892, when he left Cleveland to inaugurate the building up of the great monument of his life, the construction of the fine system of docks at Conneaut harbor. How he has succeeded in that enterprise is known from one end of the chain lakes to the other, and has made the port of Conneaut popular to all lake men. The fathers of the harbor have named a street in honor of Captain Day.

Captain Day has an inventive mind, and it was his inception that has produced the present system of hoisting and conveying machinery, now in use of all docks, for the handling of ore. The Captain has also simplified the handling of railroad rails by the invention of a hoist for that purpose. By the old system but one rail could be raised at a time, but by this device the number of rails is only limited by the power of the whirley to which it is attached, holding them until they are easily and speedily placed in the hold of a vessel, seven rails being the number first experimented with, the appliance working to perfection. The Captain is also the discoverer of the tug Erastus Day, which bears his name.

Capt. Erastus Day was wedded to Miss Sarah M., daughter of Benjamin Kenyon, of Theresa, Jefferson Co., N.Y., the ceremony being performed in 1854, after which they went aboard the schooner W.F. Allen for a round wedding trip. The children born to this happy union are Charles, now a foreman in the docks at Conneaut; Edward, who occupies a like position; Lula, the wife of G.C. Shepard, of Medina, now a mechanical engineer at Cramp's shipyard; Lillian, the wife of T.R. Gillmore, of Lorain, Ohio (a nephew of Gen. Q.A. Gillmore), now superintendent of docks at Huron, Ohio. The family homestead is handsomely situated on Hilliard avenue, Lakewood, Cleveland, Ohio. Socially, the Captain is a thirty-second-degree Mason, which comprises Bigelow Lodge, Webb Chapter, Cleveland Council, Holywood Commandery and Al-Koran Temple.

CAPTAIN JOSEPH DAY

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

Captain Joseph Day was born in Buffalo, August 3, 1839, received his common-school education in the public schools of that city, and his early marine education on the Niagara river. His parents were both natives of France, the father, Peter Day, having been born in Alsace, and the mother, whose maiden name was Ann Barnard, in Lorraine. The father was a fisherman by occupation, and came to this country when he was about sixteen years of age, or in about the year 1825.

After Joseph Day left school he learned the machinist's trade at Pitts Agricultural Works, where he worked three years, and after that was employed in Frank Calligan's Steam Engine Works for about a year. From 1857 he fished more or less for about twenty-five years, and during that period was owner, master or engineer of the following named tugs and steamyachts that plied the waters of Niagara river and Buffalo harbor; Tug William A. Woods, steamyachts Hattie Brown, Eliza Fox, Sarah Day, Blanche Shelby, Mary Anne, Mary Day, George Stauber No. 1, and George Stauber No. 2, and Sprudel. He was master and owner of the latter during the season of 1896, having in tow the barge Fritz, and still owns both barge and yacht. In 1865 Mr. Day was on the tug Eliza Fox, at Saginaw, towing barges and rafts, and he has had pilot's papers for Buffalo harbor and Niagara river for twenty-one years.

Mr. Day was married January 1, 1860, to Sarah Crossley, whose father, Joseph Crossley, and four of her brothers were all blacksmiths by trade. They have the following named children: Charles J. Day, now (1898) aged twenty-three years, who was engineer of the State tug Queen City during the season of 1896; Joseph Day, Jr., aged thirty-three, chief engineer for W. W. Oliver on Niagara street; John Day, aged twenty-one, employed with his father; and Thomas Day, aged nineteen, employed in Pierce's Bicycle Works.

Mr. Day recalled the Franklin as the first screw tug in existence in Buffalo harbor, she having been brought through the Erie canal by horses in 1845, and that the first screw tug was built by T. P. Burton, in 1846. Mr. Day remembers very well when, back in 1857, Kate, the sixteen-year old daughter of Jacob Schaefer, a resident of Grand Island, was wheelsman and engineer of the tug Relief, which plied between there and Buffalo. The tug was so constructed that the engine room and wheel house were combined about midship, and the girl was thus able to manipulate the wheel and handle the throttle while the father acted as fireman.

JOSEPH DAY, JR.

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

Joseph Day, Jr., chief engineer for W. W. Oliver on Niagara street, was born in Buffalo, November 20, 1861, and received his education in that city. His steamboat education was obtained on his father's boats, which plied the waters of the Niagara for many years. Beginning with the year 1873 he was fireman and deckhand with his father for about eight years. In 1881-82 he became engineer of the steam-yacht Black Shelby, and he was in the Mary Day from that time until 1886. In 1886 he was on the Geo. Stauber, for a season. During the winter of 1887 he was engineer of the tug Myrick, at Sarnia, and then returned to Buffalo and engineered the Geo. Stauber again for a period of three years. For the season of 1891 he was engineer of the Sprudel, and on May 15, 1892, he was appointed to the position of chief engineer for W. W. Oliver, where he still remains.

Mr. Day was married, April 14, 1886, to Alice Hammond, and they have two children, Augustus, and Lily. Mr. Day's brother Charles was engineer on the State tug Queen City for the season of 1896.

CAPTAIN GEORGE Y. DAYTON

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

Captain George Y. Dayton is a typical vessel master, as he had been on the water nearly all his life. He is a sturdily-built man, with all the physical and mental qualifications necessary in one battling with the waves, especially in times of danger. His calling in life came to him naturally, as his father was a sailor also, and for several years master of flatboats on the Mississippi river.

Captain Dayton is a son of John Thomas and Elizabeth (Young) Dayton, and was born at Conneaut, Ohio, July 15, 1849. His paternal grandfather was a Frenchman, and the maternal grandparents were Southern planters. Mrs. Dayton (the mother) died in 1887. There were two children, George Y. and a daughter, Fanny, who died when one year old. Because of the death of his father when he was quite young, our subject left home in his ninth year and located at Toledo, where he was engaged for about five years on fishing, lumber and sand scows in that vicinity and to Port Huron. When thirteen he began his career on the lakes by shipping out of Toledo as boy on the schooner Seabird, under Captain Miner, in the lumber trade to Bay City. In August of that season he left her to go as watchman for the rest of the season in the propeller Neptune. Until the middle of the summer of 1863 he was watchman in the propeller Missouri, when he was promoted to wheelsman, remaining in the berth until the close of the season of 1864. In 1865 he was wheelsman of the propeller Olean; in 1866 he shipped before the mast on the schooner Ashtabula, continuing in that berth until about the middle of the season of 1867, when he was promoted to second mate, finishing the season as such. The Ashtabula was sailed by Capt. Michael Fitzgerald, who was as a father to Captain Dayton. In 1868 our subject went before the mast on the schooner Wyandotte, and in 1869 on the schooner Jane Bell, with Captain Harrison.

In 1870 Captain Dayton entered the government service as able seaman under Capt. George Scott in the lighthouse supply schooner Belle Stevens. He was two seasons on the Stevens, and then transferred to the Warrington, in the same service, for one season, under the same captain and in second mate's berth. In 1874 Captain Dayton began sailing the steamer Seneca, afterward the H. J. Webb, of which he was also owner, remaining with her until December, 1877, when she was burned in the Bloody Run slip in Detroit river, taking fire from sparks from a planing-mill, and becoming a total loss. During the seasons of 1878-79 Captain Dayton was on the tug Mayflower, on the Detroit river, part of the time as wheelsman and the remainder as mate until August of the latter year, when he became master of the tug Gem, in which he closed the season. For the season of 1880 he was master of the tug H. P. Clinton until June, finishing the season as master of the River Queen. The next two seasons he was master on the passenger propeller Northern Belle, between Cheboygan, Indian river, Mullet Lake and Petoskey; in 1883 he was pilot from Windsor, Canada, to Port Arthur, Lake Superior, stopping at Michimicoten River, Herring Bay, Red Sucker Cove, Big Peak Bay, Nipigon River, Silver Island and other intermediate ports on Lake Superior in the steamers Africa, Armenia, Miles, Tilla and Kincardine, Canadian boats in the employ or under charter of the Canadian Pacific Railway Company, during its construction. During the seasons of 1884-85-86 he was second respectively, of the passenger steamer Nyack (sailed by Captain Shannon, also a dear friend of Captain Dayton) and mate of the William A. Haskell and Iron Duke. However, he was in the latter berth only until August of 1886, finishing the season as master of the tug Gladiator, a lake tug plying between Buffalo, Chicago and Bay City.

Until the fall of 1889 Captain Dayton was master of the schooner Consueio, and closed the season as mate of the propeller Clyde, of the Lehigh Valley line, sailed by Captain Condon, whom our subject respected as much as he would his own father. In 1888 he was mate of the Oceanica, also under Captain Condon, and master of the Fred Mercur during 1889-90. During the season of 1891 he was master of the propeller Cumberland, owned by J. C. Gilchrist, of Cleveland, and for that of 1892 he acted as mate of the Massaba part of the time, following with one trip as master of the Italia, and closing the season as master of the Wocoken. Lake men will doubtless recall that 1892 was the season when the steamer Western Reserve became a wreck and a total loss on August 27, in a fearful gale on Lake Superior which compelled vessels of all descriptions to turn back and seek shelter. It was during that gale that Captain Dayton was making the trip in the Italia above mentioned; he did not put back, but went on under the lee of the north shore and pursued his course to Duluth, arriving only four hours behind time. In the spring of 1893 he was master of the tug C. E. Benham long enough to take her from Cleveland to Marquette and deliver her to the owners; he finished that season as mate of the propeller John B. Lyon. During the seasons of 1894-95-96 he was mate of the Iron King, D. W. Arnold, and Samuel Marshall, the last two vessels being in the lumber trade. Captain Dayton is a member of the Ship Masters Association and carries Pennant No. 597; is also a member of the Catholic Mutual Benevolent Association.

Our subject was first married in Ottawa, Canada, in 1873, to Miss Mary Dunn, and by her had one daughter, Mary Elizabeth, who is the wife of Ralph C. Blodgett, son of Capt. C. C. Blodgett, a vessel owner of fifty years' standing. Mrs. Dayton died March 12, 1885, after which Captain Dayton placed his daughter in a convent, where she was educated. His second marriage, November 25, 1891, was to Miss Margaret Emma Kale, whom he met in Detroit and wedded in Cleveland, Ohio. They reside at No. 1260 West Avenue, Buffalo.

A. C. DECATUR

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

A.C. Decatur has during his long experience in the tugging business become thoroughly acquainted with all the different departments of that important branch of the marine industry, for he has been employed in tugs operating on the Great Lakes and their harbors since his seventeenth year. He was born February 3, 1833, in Uniondale Center, Penn., after leaving which place the family located in Rochester and thence removed to Oswego, from which port Mr. Decatur first sailed. He had previously served an apprenticeship to the machinist's trade, and after serving four weeks as fireman on a tug he became engineer. Entering the employ of Smith & Post, of Oswego, he remained with them nineteen years, during which period he was on the Robert Reid, Major Dana, C. P. Mory, E. P. Ross, Ellsworth, Molly Spencer, Blower, George S. Dodd, Fred D. Wheeler, Lady Franklin, Tornado, Charles Ferris, and Crusader. He then transferred to the Amity, a tug owned in Chatham, after a time returning to Oswego, where he continued until 1880, the year of his removal to Cleveland. Here for three years he was in the employ of Patrick Smith, subsequently going as engineer to Bell Hartright and to the United Salt Company, where he also remained three years. After another brief period in Mr. Smith's employ he worked in H. B. Hunt's establishment in Cleveland for two years, later engaging with the National Carbon Works, the Plain Dealer, and the Brown Hoisting & Conveying Works, in the last-named place until December, 1896.

On April 26, 1857, Mr. Decatur was married to Miss Marietta Pearl, of Richland, N. Y., and their children are William, who is in the insurance business and resides near Oswego; Adele, who is married to Clarence Lawton and resides in Cleveland; and Arthur, now residing near Oswego, who has been a marine engineer ten years.

WILSON DE HART

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

Wilson De Hart is an experienced engineer on river steamers, especially on passenger boats. He was born on a farm near Patriot, Ind., and is a son of Simon and Mary (Graham) De Hart. His father was a farmer and stock dealer. Our subject had seven brothers and three sisters, and attended the district schools until he reached his eighteenth year. He then went to Cincinnati to learn the machinist's trade, entering the employ of the Lane & Bentley Co., on Water street, but owing to ill health he remained with that firm but eighteen months.

Mr. De Hart then shipped on the ferry boat Kenton, plying between Cincinatti and Covington, Ky., as striker, holding that berth about fifteen months. He then joined the side-wheel passenger steamer Bonanza as cub engineer, and after three weeks was advanced to the position of assistant engineer and learned to handle. In 1882 he shipped as striker on the side-wheel passenger steamer City of Madison, running between Cincinnati and Louisville, Ky. His next boat was the Andy Baum, a side-wheel passenger steamer, plying between Cincinnati and Memphis. That spring while she was lying at the foot of Price's Hill, in the west end of Cincinnati, a flood left her on the river bank about fifteen feet above the water. A second flood, which occurred three weeks later, raised her off the bank and she floated as well as if she had never been out of water.

In the spring of 1884 Mr. De Hart joined the side-wheel steamer Ben Franklin, plying between Cincinnati and Louisville, remaining on her six months, when the boat was condemned by the inspectors and laid up. He then visited his home in Patriot, and while engaged in repairing a traction engine of a threshing machine fractured one of his legs, disabling him for about two years. On returning to Cincinnati he shipped on the passenger steamer Fleetwood, and after five months took out his second engineer's license at Louisville. He left his boat at that place and returned to Cincinnati and took the position of second engineer on the steamer J. C. Kerr, plying between Marysville, Ky., and Cincinnati. In the spring of 1887 he transferred to the J. H. Hillman as second engineer. He then joined the Henry De Bus, a towboat running between Cincinnati and New Orleans, and after three months he changed to the passenger steamer Scotia, plying between Cincinnati and Pittsburg. His next boat was the General Pike, on which he remained four months. He then took out a stationary engineer's license and stopped ashore.

In July, 1888, Mr. De Hart went to Toledo, Ohio, and was appointed second engineer of the side-wheel pleasure steamer Pastime, plying between Toledo and Perrysburg, Ohio. At the close of the pleasure season he returned to Cincinnati and joined the passenger steamer Golden Rule, running between that city and New Orleans. After making one round trip on her, she burned at the wharf in Cincinnati. Six lives were lost and all of the effects of the crew. He then shipped on the City of Madison, but after a short time he stopped ashore and put up an asphalt plant on Water street for the Trinidad Asphalt Company, and engineered that until the spring of 1892, when he returned to Toledo and was again engaged as chief engineer of the steamer Pastime. In the fall he again went to his home on the Ohio river and took charge of a heating apparatus in the Frank building. The next five years were passed between Toledo and Cincinnati-in 1892 as chief of the Pastime, and in charge of the heating apparatus in Cincinnati; 1893 as chief of the Pastime and second on the steamer Crown Hill, on the Ohio river; 1894, chief of the Pastime on the Maumee.

His next boat was the stern-wheel steamer Longfellow, and when making his third trip in her she struck the Chesapeake & Ohio railroad bridge, broke in two, and sunk in five minutes. Ten lives were lost in this disaster, including Captain Carter, who had sailed the boat seventeen years, but had just been superseded and was acting as clerk. Mr. De Hart then shipped on the steamer John K. Speed, and in May returned to the Toledo as chief of the Pastime. At the close of the pleasure season he removed to Belleview, Ohio, and ran a harbor boat of that name, after which he transferred to the F. J. O'Connell and Henry De Bus, respectively. In 1896, after the usual season on the Pastime he returned to the Ohio and was made chief engineer of the harbor steamer John Mackey. In 1897 he was again employed as chief engineer of the popular pleasure steamer Pastime. He is a member of the Stationary Engineers Association at Cincinnati.

Mr. De Hart was united in marriage with Miss Bertha Miller, of Toledo, Ohio, in 1893. The family residence is at No. 912 Gest street, Cincinnati, but during the time Mr. De Hart is on the Pastime they reside at No. 214 Oak street, Toledo.

CAPTAIN THOMAS De LARGIE

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

Captain Thomas De Largie, who is in charge of the fuel business of Pickands, Mather & Co., in Cleveland, was born in Thorold, Canada, in 1850. His father, Charles De Largie, removed to Cleveland shortly afterward, and for some time acted as collector for the Cuyahoga Foundry Company.

Thomas De Largie attended school in Cleveland, and commenced sailing in 1863 as boy in the schooner Ellen White. He became a full seaman two months after joining the White, and remained in that vessel under Capt. John Cassidy for four years. He was in the brig Iroquois, Capt. Daniel Becker, for several trips, and in the Gen. Winfield Scott, Capt. John Cassidy, for one season with rank of mate. Then he joined the schooners New London (Captain Lampohl), Kimball, and Saginaw, remaining in the last-named vessel three seasons. He was mate of the schooner Buckingham when she sprung a leak and was lost off Black River island, Lake Huron, in 1871, and after the occurrence he became mate of the scow Butcher Boy. The next two seasons he commanded the Butcher Boy, after which he became master of the schooner Charles Hinkley, sailing her one season. Then he sailed the schooner Eliza Gerlach, for eight years, the schooner Leonard Hanna one year and the schooner Monticello two years. During the seasons of 1890-91 he was master of the steamer Otego; in 1892 commanded the schooner Negaunee; in 1893 had charge of the steamer Fred Kelley; commanded the steamer E. B. Hale during 1894, and the steamer H. B. Tuttle during 1895. The season of 1896 saw him in charge of the fuel boat and business of Pickands, Mather & Co. in Cleveland.

The Captain was married, in 1873, to Miss Annie Dorsey, of Cleveland. Their children are named Harry and Theresia.

EDWARD DEMPSEY

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

Edward Dempsey is a marine engineer well known to all who follow the same calling on the lakes, and especially known to many of the older class whose lives were spent thereon. He was born February 11, 1840, at Woodbury, N.J., and since his fifteenth year his life has been closely connected with this line of work in its several departments. He is a son of James and Ann (DeBender) Dempsey, who are natives of Ireland and Pennsylvania respectively.

James Dempsey came to America at the age of twelve years, and spent nearly his entire life as a railroad engineer, having been in active service over forty years. He died in 1888, his wife surviving him until the spring of 1896. Mrs. Dempsey's father was a ship carpenter by trade, and was employed upon the building of the frigate Pennsylvania, which at the time of its construction was the largest boat in the United States navy.

Edward Dempsey was only one year old when the family moved from New Jersey to Corning, N.Y., whence, after a short residence, they moved to Buffalo, and later to Toledo. From this place they came, in 1845, to Cleveland, where Mr. Dempsey has since had his place of residence. After attending school for some time he entered a boiler shop, and worked during the summers until 1858, when he entered the Lake Shore & Michigan Southern railroad shops, and served an apprenticeship of five and a half years. At this time he formed a partnership with Henry McGann, and opened a shop for the manufacture of telegraph instruments and light machinery. In this business Mr. Dempsey remained but one year, then entered the shop of Thomas Manning where he was employed during the winter season for several years. His first experience in sailing was gained on the Ironsides in 1866, of which boat he acted as oiler for one season, going the next fall on the Michael Groh as second engineer, in which capacity he served until the spring of 1869, when he became chief of her. In 1871 he was on the tug Clematis, and the following year again on the Michael Groh, this time as chief. The next season he went on the Peerless, and remained until the Oscar Townsend came out new, upon which he spent the rest of the season. For one season he served as second on the Fay, and then spent four years as chief on the tug P.L. Johnson, after which he left the lakes and entered the employ of the Cleveland Linseed Oil Works as night foreman. >From this position he went to Leavenworth, Kans. And started a linseed oil manufactory, and remained there but eight months, when he returned to the east and his life on the lakes. The following two years he spent on the Oceanica, and then for a time was engineer of the Cleveland post office. Upon his return to the lakes he went as chief on the Aurora for one season, on the Progress and Norman one season, and in 1891 brought out the steamer Briton, transferring from this boat to the Wanatam in 1892, and remained with her six seasons, after which, in 1898, he became chief on the Castalia.

On October 24, 1864, Mr. Dempsey was married to Miss Katherine Conlan, of Cleveland, a sister of Father Conlan, who was for many years priest of St. Patrick's parish in that city. Mr. and Mrs. Dempsey have six children: Genevieve; J. Edward, now in charge of the office of the Calumet Steamboat Express Company, of Chicago; Violet; Adelaide; Thomas, who inherits his father's love for marine life, acts as oiler on the Castalia, and Joseph, all of whom reside in Cleveland.

WILLIAM F. DEMPSEY

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

William F. Dempsey was born in Cleveland, Ohio, in 1851, and is one of five brothers, all of whom were marine engineers and machinists, the father also being a marine and locomotive engineer and machinist of superior ability.

The subject of this sketch attended a private school until he was about sixteen years of age, when he went as an oiler on the steamer Northern Light. He afterward shipped on the steamer Messenger, plying between Cleveland and the islands. He then went as second engineer on the barge Vienna; later going as chief on the tug Champion, then on the Oswego, P.L. Johnson and Hickox; and worked on the machine shops off and on during the winter. He served an apprenticeship of seven years in the Lake Shore boiler and machine shops, and was with the Cleveland Ship Building Company, after which he took a position in the Brush Electric light Works, in order that he might obtain a knowledge of the working of an electric plant. In 1887 he engineered the Annie L. Craig, plying between Buffalo and Duluth, and it was at this time that he noted the fact that the towns Eagle Harbor, Eagle River and Copper Harbor were almost depopulated by the great number of emigrants landing at these places and sent there by a European agent to take the place of the natives working in the mines, the boats on this line carrying from ten to thirty every trip.

At the time of his first trip to Duluth, that city of great possibilities, at the head of Lake Superior, contained no hotels, and stumps were standing in the middle of what were supposed to be streets. After some time spent in this service, he went tugging on the Amadeus and Tuttle out of Cleveland harbor. Shortly after he received his appointment to the fireboat J. L. Weatherly, as assistant, then to the Clevelander as chief, serving on her until she was laid up for some alterations; then he took charge of the machinery of the John H. Farley and brought her out new. When the Clevelander was again ready for duty he was transferred to her where he has been ever since. Mr. Dempsey has been in service on the fireboats ten years and has given good satisfaction. He has been the means of saving lives of several persons from drowning in the river, also from being crushed under the wheels of railroad cars.

On June 2, 1880, Mr. Dempsey was united in marriage to Miss Lucy A. Walker, of Cleveland, and nine children have been born to them: Mary Frances, Lucy Adelaide, Veronica Marie, Frank Leo, Joseph Richard, Sarah Helen, William Ignatius, Jr., Edward James and Eugene Vincent.

CAPTAIN JOHN J. DENSTAEDT

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

Captain John J. Denstaedt has been sailing the lakes for many years, and is well known to marine men. He has owned nearly all the boats upon which he has labored, and at the present time owns the Newell Hubbard, which he has commanded over twenty years. He was born October 2, 1843, in Germany, son of Andrew and Christina Denstaedt, both natives of Germany, who died in 1885 and 1883, respectively.

At the age of five years our subject came to America and settled in Detroit, where he has since made his residence. When twelve years of age he shipped out of Detroit on the scow Louisa, as cook, and remained one season, going the following year on the same boat, which he purchased and sailed. He then bought the Monitor, and sailed her two seasons; later she was sunk in Lake Erie, after which he bought the Foam, and sailed her two years. At this time he enlisted in the army, joining the First Mich. Vol. Inf. After serving four months he came back to Detroit, bought the scow Ripper, and sailed her three seasons. After he sold this boat he built the scow Speed, and after sailing her one year sold her and built the Gipsey Queen, which he ran in the government employ in the lighthouse work on Lake Superior. He finally sold this vessel and bought the Money's Isle, which he traded after two years for the Venus, which he sailed one season. He then bought the schooner Gen. Mead, and sailed her four years, after which he traded her for the Newell Hubbard, which he still owns.

Captain Denstaedt was married January 9, 1866 to Miss Mary Welkenbach, also a native of Germany. Their children are John, who is master of the yacht Pathfinder, of Chicago; Harry, who is master of the yacht Dawn, of Detroit; Annie and Peter, who died in early childhood; William, who is on the Pathfinder with his brother; Hiram, who died when young; Walter who is a polisher in the Ireland; Matthew, in a manufacturing company, and George, who is attending school in Detroit. Captain Denstaedt is a member of the Masonic fraternity and of the I. O. O. F. He has a large circle of friends in both societies.

WILLIAM DENT

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

William Dent, son of Robert and Mary Dent, was born in Stockton-upon-Tees, County of Durham, England, in 1850. His education was acquired in the penny schools of his native town and at night schools. In 1866 he entered the employ of the Stockton (Northeast) Railroad Company's shops as apprentice to learn the machinist's trade, serving four years, after which he fired four months and ran a locomotive eighteen months in the same employ.

In the fall of 1872 Mr. Dent took passage for Brazil, South America, where he again railroaded until the spring of 1873, when he came to the United States. Here he commenced his career on the Great Lakes, entering the employ of the Goodrich line, shipping as oiler on the steamer Muskegon for one season. This was followed by a season as second engineer on the same boat. In the spring of 1875 he shipped on the steamer Corona as second engineer, remaining two seasons; his next steamboat was the Cheboyan (sic), of which he was second engineer three seasons, and in the spring of 1880 he took the Queen of the West as chief engineer, continuing on her nine seasons. In 1890 he shipped on the steamer Cheboygan as chief engineer, holding this berth three years, and in 1893 he again took charge of the machinery of the Queen of the West. In 1894 he took the W.H. Harrison, an excursion boat plying between Buffalo and Niagara Falls, and in the spring of 1895 he shipped as second engineer on the steamer Pearl, which carried excursion parties to Crystal Beach, and in 1896 was appointed chief engineer of the steamer H.C. Hall, which he laid up at the close of navigation in Chicago harbor. During the season of 1897 he accepted the position of chief engineer on the steamer Corona, an excursion boat running from Buffalo to Woodland beach, and in the spring of 1898 he again entered the employ of the Goodrich Transportation Company as chief engineer of the passenger steamer Chicago. He has had twenty-three issues of license. The family residence is located at No. 324 Elk street, Buffalo, New York.

HARVEY DEPUY

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

Harvey Depuy, a marine engineer of good report, is a son of Reuben and Margaret (Brown) Depuy, and was born July 8, 1860, in Bloomer township, Montcalm Co., Mich., where his parents had located about the year 1855. In 1862 his father enlisted in a Michigan regiment to serve during the Civil war, but he contracted a fever in the South and died the following year, leaving a widow and four children. The eldest, Elias, is now living on a farm in Gratiot county, Mich.; George, the second, was engineer of the steamer Flint and Pere Marquette during the season of 1897; Julia is the wife of Jehial Wood.

Harvey Depuy, the third son, attended the public or district schools of his native place until he reached the age of seventeen years, and assisted in the farm work until 1882, when he shipped as fireman on the steamer Michigan. Following this he served a season on the Flint and Pere Marquette No. 2, and on the steamer Rube Richards as fireman. In the spring of 1855 he went as oiler on the steamer Milwaukee, and the next season, having secured engineer's license, was appointed second engineer of the Roanoke, holding that berth three seasons. In the spring of 1889 he entered the employ of the Lehigh Valley Transportation Company as second engineer of the steel steamer Cayuga, and was in her when she was driven on Horse Shoe reef, broke her wheel, several frames and one or two plates. Before she was released he shipped as second engineer on the Araxes, which went on the rocks at Point aux Barques and was eventually taken to the boneyard at Saginaw. The crew were rescued by the life-savers stationed near the Point. Mr. Depuy then shipped as second in the steamer E. P. Wilbur, closing the season without further mishap. In the spring of 1891 he became second engineer of the steamer Osceola. That winter, in January, the Osceola was run from Port Huron to Frankfort, and on entering that port she struck on a bar, breaking off her steam-pipe and tearing away the stanchions in such a manner that the escaping steam filled the chief engineer's room, scalding him so severely that he died a few hours after. Mr. Depuy had a narrow escape on account of the breaking of the cylinder head. He held the berth of second engineer on the Osceola until the season of 1893, when he was appointed chief. The next season he was appointed second in the steamer Newaygo, and the succeeding season served in the same capacity in the Madagascar. In the spring of 1896 he was appointed chief engineer of the steamer Pawnee, owned by H. McMoran, of Port Huron, which he ran three seasons.

On June 28, 1893, Mr. Depuy wedded Miss Mary A., daughter of John and Julia Connors, of Port Huron. Two children have been born to this union: Julia Ethel and William H. The family home is at No. 319 Butler street, Port Huron, Mich. Mr. Depuy is a prominent member of the M. E. B. A., of which he is now serving as chaplain; previous to his election to that office he was conductor. He also belongs to the C. M. B. A.

E. DETLEFS

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

E. Detlefs was born in Hamburg, Germany, July 10, 1868. His father, Richard Detlefs, was an ocean steamship captain for about forty years, and his grandfather was also an ocean captain and vessel owner.

He came to America at the age of thirteen years, and settled at Port Clinton, Ohio. There he received a common-school education, and soon after removed to Cleveland. He then began his marine life by sailing on the schooner Benson as boy. Here he remained two seasons, and then went on the schooner Montgomery. From this boat he sailed on several others as boy, and then went before the mast on the Selkirk, and remained part of the season, finishing on the Thomas L. Parker. The following year he went on the James Pickands as wheelsman, remained one season, and was made second mate the next season. He next joined on the Christy as second mate, and then was on the W.D. Rust and Horace B. Tuttle as mate. He was pilot on the Cleveland firetug for the next nine months, and filled a like position on several lake and river tugs. In 1893 the command of the Horace B. Tuttle was given him, which vessel he sailed for one season. The following year he went on the Nahant and in 1896 on the Andaste.

Mr. Detlefs is a member of the I.O.O.F., and of the Ship Masters Association.

DETROIT, BELLE ISLE & WINDSOR FERRY COMPANY, DETROIT, MICHIGAN

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

The history of the ferry business on the Detroit river, from the day of the Indian canoe to the present day of powerful, speedy and commodious steamers, is fairly illustrative of the rise and progress of lake and river navigation throughout the entire chain of inland waterways. Prior to the war of 1812, and, indeed, for several years thereafter, there was little need for any systematic running of boats between the American and Canadian shores; but as this country began to fill up with emigrants and with people from the eastern States the Canadian border also received its quota of newcomers, and hence it was that for some years prior to 1830 Louis Davenport owned and operated as a ferry line a number of large canoes, charging for each passenger carried a shilling, equal to sixteen and two-thirds cents. He employed three men who were afterward connected with the steam ferries, namely: Capt. Thomas Chilvers, Capt. James Clinton and George Irwin. These canoes carried freight as well as passengers, moving the bulky articles in an emigrant's outfit by lashing two canoes together, and even horses were transported in this manner. In winter time, when the river was solidly frozen over, the canoes were placed on runners, the men pushing them along by hand. At length it became apparent that some more comprehensive scheme of transportation must be provided and what was called the "Horse-Ferry" was put into service. This craft was a large scow having paddle-wheels on the sides connected with and geared to an upright shaft in the middle of the boat, the shaft being moved by a horse traveling slowly around in a circle on the deck. A brief announcement in one of the Detroit papers dated May 4, 1831, states that "The Horse-Ferry has been thoroughly overhauled and is again ready to transport freight across the river at reasonable rates."

The contrivance, however, does not seem to have been very long-lived, for about this time Captain Davenport brought out the steam ferry Argo, the first steam vessel to ply regularly between the two shores of the river. The Argo was of the very crudest description, consisting of two large canoes fastened together, forming a catamaran, over which a deck was placed to hold the machinery, which comprised a small boiler and an engine having two six-inch cylinders with ten-inch stroke, connected to a main shaft, turning paddle wheels on either side of the boat. The power was so limited that the boat was unable to make any headway against the current of the river when the wind blew down the stream, and horses and sometimes oxen were employed to tow her along the banks to her dock. Encouraged by the tolerable success of his first steamboat Captain Davenport built the United, a boat 80 feet long with 20 feet breadth of beam. She was also a side-wheeler, and at the rates charged, eighteen cents for each passenger and one dollar for a horse and wagon, he did a large business and made money. The United was in service only four years when she was made into a tow-boat and sold to Capt. John Pridgeon, who changed her name to the Alliance. Later on she was sold to Capt. William P. Campbell, father of Walter E. Campbell, now president of the Ferry Company, and her name again changed, to the Undine, but after two or three years she was abandoned, as having outlived her usefulness.

The ventures of Captain Davenport had attracted the attention of others to the ferry business and Dr. George B. Russell put on the route a more pretentious craft, named the Argo No. 2. This was also a side-wheel boat, 100 feet long, 20 feet beam, and operated by more powerful machinery than either of her predecessors. She was also equipped with side cabins and some effort was made to provide for the comfort of the passengers. With the exception of two white men the entire crew, including the engineer, consisted of negroes. The Argo No. 2 was in service for thirty-two years and was a profitable investment. Dr. Russell soon after built the Windsor, which was subsequently sold to the Detroit & Milwaukee railroad, and which burned at her dock at the time of the depot fire in 1862. He also built the Ottawa, but having too many boats for the traffic she was afterward used for towing.

Next came the Mohawk, owned by Capt. Thomas Chilvers, one of the first three iron boats built on the lakes. Her machinery, like that in the first Argo, was not powerful enough to handle the craft against both wind and current, and landings had frequently to be made with the aid of horses. She was later turned into a lumber barge and ran between Saginaw and Tonawanda, being ultimately wrecked off Point aux Barques.

In 1858 Capt. William P. Campbell brought out the Gem, commanded by Capt. Thomas Chilvers, which ran between Detroit and Amherstburg for a year, when Captain Campbell announced his intention of engaging in the ferry business. Dr. Russell at this time owned the Ottawa, Windsor and Argo No. 2, and in order to keep Captain Campbell off the route he secured control of all the dockage on the river between the Detroit & Milwaukee and Michigan Central depots. Captain Campbell, however, managed to obtain the city dock at the foot of Woodward avenue, which was just large enough to accommodate the Gem, and hanging up a sign reading "One cent fare - no monopoly," he began a lively warfare in the carrying of passengers and freight, eventually getting the cream of the patronage. This was the entrance of the Campbells into the ferry business, and they have been engaged in it, father and son, ever since. Early in 1860 the side-wheel ferry Essex, built by Henry and Shadrach Jenkins at Walkerville, made her appearance, being by far the best boat built up to that time. She was sailed by Capt. George Jenkins until 1877, when she was sold to Port Huron parties and put on the route beween that city and the opposite port of Sarnia, Ont., continuing in that service for several years; she was later sunk on the St. Clair river below Port Huron.

Captain Campbell brought out the Detroit in 1862 under command of Capt. Thomas Chilvers. This was another side-wheeler with the engine on one side of the boat and the boiler on the other, and she was in service until 1875, when she was sent to the boneyard. About this time the attention of everybody engaged in the business was directed to the necessity of some better means of overcoming the obstructions due to ice in winter, and for several seasons the Clara, a screw steamer, was used during the winter months, running the summer between the city and Fort Wayne, and carrying back and forth the troops quartered there. In 1867 the Favorite, a screw steamer owned by John Horn, Jr., and sailed by Captain Lew Horn, made her appearance, but after running for a short time on the ferry route she was used as a tug and river steamer. Another side wheeler, the Hope, was built by the Detroit Dry Dock Company for George N. Brady, in 1870; this boat was subsequently changed to a propeller and was in service a number of years.

Two years later Capt. W. R. Clinton, of Windsor, son of James Clinton, who years before swung a large paddle in one of Davenport's canoe ferries, built the Victoria, a boat constructed on almost entirely new lines and especially well calculated to force her way through the very heaviest ice in winter. Her engines were large and powerful and her performance was equal to the anticipations of the Captain. How well he knew what was needed is tested by the fact that the Victoria is one of the seven ferryboats in service today, equal to any winter demands that are made on her, and with some slight modifications which experience has shown to be necessary, her model has since been followed in the building of new boats. From this time the building of additional boats went on as follows: 1875, the Fortune, owned by the Campbells; 1876, the Excelsior, and 1880, the Garland, owned by the Horns; 1881, the Sappho, owned by Hiram Walker; 1892, the Promise, and 1895, the Pleasure, owned by the present ferry company. Of the last two boats it may be said that the shape of the hull has been changed from former models so as to offer but little obstruction in passing through ice, and also to enable them to crush the ice from the sides as well as the bow of the boats.

For two or three years prior to 1877 there were a number of rival interests in the ferry business, but in that year the more important ones were brought together under a corporation known as the Detroit & Windsor Ferry Association, which controlled the Hope, owned by George N. Brady; the Victoria, owned by Capt. W. R. Clinton; the Fortune, owned by Capt. Walter E. Campbell, and the Excelsior, owned by Capt. John Horn. This arrangement continued for about four years, when, in 1881, in order to satisfy the claims of the Detroit Dry Dock Company, the Excelsior and Garland were sold at marshal's sale, and the Dry Dock Company organized the Detroit, Belle Isle & Windsor Ferry Company, with Frederick Schulenburg as manager. In 1883 Capt. John Pridgeon obtained a controlling interest in the company, which he retained until 1891, when he sold out to the present management. The new owners immediately began extensive improvements and additions to the service, overhauling hulls and machinery, repairing docks and arranging routes so as to best accommodate the public; and their efforts were so well directed that the prejudices against the ferry company which existed a few years ago has disappeareed and the public gives an enormous patronage to the superior line of boats running to Belle Isle Park and to various points along the river front. These steamers are largely used for excursion parties to Lake St. Clair, Lake Erie, the St. Clair river, and the many islands above and below the city. The latest addition to the fleet, the Pleasure, is by far the handsomest boat, both in general design and in finish, to be found in similar business on the lakes. She is 140 feet in length, breadth to beam, 39-1/2 feet, at water line 34-1/2 feet; breadth over guards, 52 feet; draught, 14 feet. The Pleasure is provided with a powerful three-cylinder compound engine, the cylinder diameters being 24, 32 and 32 inches, with a 24-inch stroke. The engine is in the hold of the vessel, so that the space usually devoted to the engine room only shows the top of the cylinder heads. The complete fleet of the Ferry Company as at present constituted is as follows: Victoria, Capt. John Foster; Excelsior, Capt. William Carolan; Fortune, Capt George Horn; Sappho, Capt. John Carey; Garland, Capt. Michael McCune; Promise, Capt. John Wilkinson; Pleasure, Capt. George Shanks. The following are the officers of the Company: President and general manager, Walter E. Campbell; vice-president, Darius N. Avery; superintendent, Albert P. Clinton; chief engineer, Nicholas Huff.

CAPTAIN GEORGE L. DEWOLF

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

Captain George L. DeWolf, United States local inspector of hulls for the Cleveland district, is an officer who is held in high esteem by all candidates for government licenses and others bearing relation to affairs maritime. He is an officer of great force of character, conscientious and upright in the performance of his duties. He is the son of Otis and Minerva M. (Tyler) DeWolf (who were natives of Oswego, N.Y.), and was born in Conneaut, Ohio, in 1837, where he attended the public schools, finishing his education in the Conneaut Academy. His parents removed from Oswego to Conneaut in 1833, where the father founded a shipyard and built the schooners Mary M. Scott and Indianola, and rebuilt many other vessels. In 1854 he went to Erie, Penn., where he constructed the St. Paul, St. Anthony and Milton Courtright; also doing general rebuilding and repair work. His maternal grandfather, Edward M. Tyler, and his brothers were old sea captains, sailing out of New Bedford, Conn., and other New England ports.

Capt. George L. DeWolf commenced sailing on the lakes in 1853 as boy on the brig H.G. Stambach, with Capt. Andrew Lent, closing the season on the schooner Snowdrop, both built in Conneaut. The next year he shipped with Capt. Charles Blodgett on the steamer Ocean of the Detroit & Cleveland Steamboat line; in 1855 on the propeller Charter, plying between Cleveland and Buffalo; and in 1856 on the schooner Falcon, remaining on her two seasons. His next berth was on the schooner Andrew Scott, transferring to the Potomac in the spring of 1859, and closing the season as second mate of the bark S.B. Pomeroy, staying with her the following season as mate. During 1861 and 1862 he sailed on the Monitor and Kate Darley. During the winter months of the foregoing years the Captain worked in the shipyard with his father and became a practical ship builder, knowledge which is of great utility to him in his present office. In 1863 he was master of the schooner Indianola a part of the season. During the last two years of the war of the Rebellion the Captain was in the employ of the government, building monitors and transports for service on the Mississippi river. He helped to construct the transports that took Gen. A.J. Smith's army from East-port, Miss., to Mobile, Ala., and accompanied the expedition. Three of the Captain's brothers also enlisted, one in the navy and two in the army, one being killed in the battle of Pittsburg Landing. After the Captain's return to the lakes in the fall of 1865 he sailed the steamer B.F. Wade.

In 1866 Captain DeWolf entered the employ of George W. Bissell, of Detroit and soon gained command of the schooner L.H. Cotton, which was destroyed by fire off Cleveland in 1868, as she was starting to Liverpool with a cargo of gasoline, Captain DeWolf being in command. He then transferred to the bark James F. Joy in the same employ, and sailed her two season. During the winter of 1870-71 he superintended the construction of the steamer W.L. Wetmore for the firm, and when completed he took command and sailed her for fifteen years.

It was in 1886 that Captain DeWolf was appointed inspector of hulls for the Cleveland district, an office he is eminently qualified to fill. Socially he is a Royal Arch Mason of Conneaut Chapter, and a Master Mason of good report.

In 1860 Captain DeWolf was wedded to Miss Minerva J. Putney, of Conneaut, Ohio. The family homestead is in Cleveland, Ohio.

J. W. DICKINSON

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

The pen picture of Fire Chief Dickinson, of the Cleveland fire department, is most appropriate in this volume by virtue of his control of the fire boats and pipe lines of the Cuyahoga river, and more especially as it was he who introduced the system at the port of Cleveland. It would be proper to take up his career in chronological sequence.

Mr. Dickinson was born in Saxton's River village, Windham Co., Vt., on December 25, 1836, the son of Charles S. Dickinson, and attended the public schools of Lowell and Springfield, Mass., and Wheeling, W. Va. The school building on the commons in Lowell, Mass., was also occupied by Mazeppa Engine Company, No. 10, and thus, at the early age of eight years, the gallant acts of the fireman aroused his instincts and admiration to such an extent that they shaped and controlled his after life. In 1851 he removed to Cleveland, Ohio, arriving there on the memorable day of the Medical College riot. In 1858 he joined the Cataract Engine Company, No. 5, as a torch boy, and served in that capacity until September 3, 1854, when he was elected a member of the company. Early the next year he was made second assistant foreman, and in 1857 was advanced to the position of first assistant. It is said that when, in 1859, he was elected foreman of that company he was the proudest young man in the volunteer fire department in Cleveland.

Chief Dickinson is a born musician, and in 1861, when the war of the Rebellion broke out, he was among the first to respond to President Lincoln's call for three-months men, joining Leland's band, which was attached to the Nineteenth O.V.I., Col. Samuel Beattie commanding. After receiving an honorable discharge at the end of his term, he re-enlisted and was assigned to the Forty-first O.V.I., under the command of Col. W.B. Hazen, and was present at several of the historic battles in which that regiment engaged. He remained with the Forty-first until all regimental bands were discharged, in the fall of 1862. Upon his return to Cleveland he resumed his position as foreman of the Cataract Engine Company, and agitated the question of a paid city fire department, which, notwithstanding the strong opposition to the project on the part of the volunteer forces, he succeeded in having established. He tendered to the city the services of the Cataract Company, and the authorities gave him the privilege of selecting the men for his company for the paid department, which he did from the members of the volunteer companies, placing four stationary and two minute men to that company. On January 23, 1863, Mr. Dickinson was placed in charge of the J.J. Benton Engine Company No. 2, in which position he remained eleven years. In May, 1864, the patriotic spirit of Chief Dickinson being again aroused, he enlisted in Company E., 150th O.V.I., commanded by Col. W.H. Hayward, and was subsequently detailed for service in the famous Leland band. He was honorably discharged at the end of the one hundred days, for which the regiment had enlisted to hold the forts around Washington. They received special thanks and recognition from President Lincoln and Secretary Stanton.

In 1873 Mr. Dickinson was chosen to attend the World's Fair at Vienna, Austria, as engineer of the American exhibit of rotary steam fire engines, and on his return in February, 1874, he succeeded John McMahon as second assistant chief. In 1875 he was promoted to the rank of first assistant chief, and on December 22, 1880, was advanced to the top of the fireman's ladder, being appointed chief of the Cleveland department.

As has been said, the point at which the career of Chief Dickinson touches the marine interests consists in the superb and effective system of fire boats he has put upon the Cuyahoga river, the miles of pipe-lines which traverse the streets leading up from the river in diverse directions, and in the protection these fire boats give to the shipping, without which that vast amount of property would be at the mercy of the flames. It may be noted here that vessel owners seek winter mooring, if possible, near fire boats. The first boat placed on the Cuyahoga river was not an experiment with the veteran fire chief of Cleveland, but the idea was evolved by mature thought and observance. It was the purpose of Chief Dickinson to give the destructible property within the river districts all the protection possible, and if he could not do that with the means at hand he determined to multiply those means; the result of this determination was the construction of fireboat J.H. Weatherly, built by the Excelsior Iron Works, and launched in the fall of 1885, after a strong opposition by many influential men of Cleveland who had not yet considered the power and effect of the addition of such a fire extinguisher would have upon the property and insurance premiums of Cleveland citizens. Before the close of the following year the wisdom of the chief's measure was acknowledged, and another boat ordered to be placed upon the river; this, too, was met with the same persistent opposition, and it was not until the 15th of March, 1894, that the Clevelander was launched. This was the work of Thomas Manning, Jr. The effect of these boats became apparent to all, and instead of opposing the wise and protective measures of the fire chief, the city of Cleveland, especially those citizens interested in property along the river front, ordered a third boat, the hull of which, made of steel, was built in Buffalo, and placed at the foot of Seneca street. This boat was put in service January 6, 1895; two boats are now in use on the Cuyahoga river, the Weatherly having been taken out of commission and her boilers and pumps placed in the Farley. These two boats are acknowledged to be equal to any fourteen land fire steamers in service in the city. Had Mr. Dickinson been of a timid nature he would have succumbed to the opposition brought to bear against him by the authorities, and the city in consequence deprived of this effective branch of her fire protective system.

But it is not the purpose of this article to lead the reader to infer that the usefulness of these fire boats is confined to their efficiency in times of conflagration along the river front and about shipping; it should be set forth that during the winter the boats are using to break the ice in the river, so that the launches are not delayed; that boats may be moved to dry docks at any time; that boats can be fitted out at any time and be ready to move; that dams of ice can not form across the mouth of the river, and that since the fire boats have been placed on the river no floods have occurred, which previously destroyed thousands of dollars worth of property during the spring freshets.

It can be truthfully said, that the credit for the conception and laying of the fire pipe-line system in Cleveland November 16, 1891 (which line leads from the river up to the fire centers of the city), is entirely due to the wisdom and forethought of Chief Dickinson, and is being adopted by all the large cities in the United States which have a large water front. The pipes of Cleveland are:

 Rise       length Up St. Clair street from the river.... 75 ft. 9 in.   2700 ft Up Superior street to the square from the river....................82 "   4 "     2100 " Up Seneca street to Michigan and Michigan to Ontario from the river.............................82 "   2 "     1325 " Up Seneca street, branch on Michigan to Ontario from the river.........93 "   4 "      550 " Up Huron street from the river.........90 "   5 "      750 " Up Center to the foot of South Water street branch.....................10 "           1300 " With branch on Fall and Prince street............................................500 "

All of these are subject to a pressure of three hundred pounds. To quote from a pamphlet issue from the Fire Department of Detroit: "Detroit has thirteen complete lines of pipe from high pressure service, the supply coming from the Detroit river through the fire boat Detroiter. To Chief James W. Dickinson, of the Cleveland Fire Department, is due the credit of causing these first permanent pipes to be laid for fire boat service, as he first conceived and adopted such pipes. They showed the great effectiveness of a fire boat on a fire 4,000 feet from their station on the river." Chief Dickinson now has under consideration a matter which will soon be put to use, that of a union of pipes after the principle of the pumping engines which supply the city with water, by stationing his fire boats so that they may pump into all the pipes simultaneously, thus dispensing water at three hundred pounds pressure in every direction at a distance of 4,000 feet. Our subject is a veritable general when in contest with a large conflagration, and so forms his lines of steamers and men that there is not much chance for the escape, or rather extension, of the enemy. Like most men of good physique, he is big-hearted, good-natured and kind and fatherly to every member of the force. He has the unbounded confidence of Cleveland's business men in his generalship during the progress of a fire in the business centers of the city. During active work at fires he is very careful of the lives of his men, and he is conversant with the structure of the business blocks he knows what risks they may take, and has, therefore, lost but one man during the forty-three years he has been a fireman.

During his connection with the department he has assisted in organizing the Fireman's Relief Association, and he has been a member of all the Firemen's Relief Associations since their formation. It was due mainly to his efforts that the comprehensive pension law now in force in Cleveland was passed for the benefit of the fireman, their widows, orphan children and dependent parents. He was elected vice-president of the association, which under this law pays annually the sum of $24,000 to firemen's widows and orphans and maimed firemen. He was chosen president of the Firemen's Life Insurance Company, which does business under charter of the State of Ohio, and he is also a member of the board of trustees of the Firemens Insurance and Firemens Relief Associations. He is a Master Mason of Bigelow Lodge in Cleveland and a veteran of that body.

Mr. Dickinson was united in marriage on December 12, 1877, to Miss Donna Z. Needham, the talented daughter of William L. Needham, one of the first engineers on the Big Four railroad. Mrs. Dickinson is a public-spirited woman, and takes much interest and satisfaction in the steady advancements of the Chief. Two sons, James Earle and Charles William, have been born to this union. The family homestead is at No. 36 Bridge street, Cleveland, Ohio.

JOSEPH R. DIEBOLD

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

Joseph R. Diebold is the son of Charles and Mary (Doherty) Diebold, and was born April 1, 1872, at Buffalo. Charles Diebold formerly owned a hotel on Ohio street in that city, but at the present time is the proprietor of a store on Main street, and is closely associated and well acquainted with marine men of the Great Lakes, who frequently visit Buffalo.

Until his fifteenth year the subject of this sketch attended the public schools of his native city, at that time entering the employ of E. & B. Holmes, where he served an apprenticeship of three years in the machinist's trade. He then left Buffalo and entered the employ of the Globe Iron Works Company, at Cleveland, where he remained eighteen months, after which he spent the same length of time on the steamer New York, as oiler. From this boat he went on the steamer A.L. Hopkins, as second engineer, and in the same position spent one season on each of the steamers: Montana, Vega, George N. Orr and North Land.

In August, 1896, Mr. Diebold accepted the position of machinist in the Buffalo Waterworks, and there remained until January 1, 1897, when he was appointed engineer of the Police Headquarters building, which position he holds at the present time.

Mr. Diebold has proved himself to be thoroughly competent in all departments of his chosen occupation, and a successful future for him seems certain. His position is one of responsibility, and is highly complimentary to one of his age. He is unmarried, and resides with his parents at No. 91 Eastwood Place. Socially, he is a member of Marine Engineers Beneficial Association No. 1.

HENRY C. DILGART

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

Henry C. Dilgart, who is now holding the important position of engineer of the Cherry street bridge, spanning the broad Maumee river, at Toledo, Ohio, was born in 1850 on a farm in Springfield township, Lucas Co., Ohio, where he attended school the usual number of years allotted to the youth of that day. He is the son of John C. and Adelema (Thompson) Dilgart, the former of whom, now over seventy-five years of age, still lives on the old homestead farm and is one of the pioneers of Lucas county, having located at Springfield township, three and one-half miles west of the present site of Maumee, in the year 1833, when but eleven years old. After reaching Maumee the head of the family, Henry C. Dilgart (for whom the subject of this sketch is named), procured an ox-team and started for their destination, three and a half miles into the woods. By reason of the obstructions offered to the pioneer of that day it took the travelers three and a half days to reach their new home. The woman of the family returned to Maumee at the close of each day to sleep. Mr. Dilgart's mother, who is a daughter of Hon. R. C. Thompson, was also a pioneer, her family going into the depths of the woods and locating in Blissfield county, Mich. The father made the journey with an ox-team, the women of the family going by rail over the old Michigan Southern railroad, which had recently been completed to that point, the rails used being of old-style strap-iron pattern. Both conveyances starting at the same time, the ox-team reached the future home of the pioneers before the railroad train. Some years later Mr. Thompson represented the Blissfield District in the Michigan State Legislature.

Henry C. Dilgart, after finishing his education in the public schools of Toledo, entered the employ of H. C. Moore & Co., to learn the machinist's trade, and remained with that firm five years. In the spring of 1874 he commenced his marine life as second engineer on the tug Satellite, owned by L. B. Gunn, of Detroit, and the following spring he shipped as second engineer on the old Northern Trans-portation line steamer Prairie State; after laying her up he finished the season in the tug Johnnie Stephens. In the spring of 1876 he was appointed chief engineer of the steamer Survey, afterward known as the Julia, owned by Mr. McElroy, of St. Clair, Mich., and on the close of navigation Mr. Dilgart entered the employ of the Smith Bridge Company, in Toledo, later engaging with the Fontaine Engine Works. He also worked two years in the Wabash railroad shops. In 1885 Mr. Dilgart was appointed engineer on the Cherry street bridge, where he remained six years. He then went to Detroit and ran a planer in a shop on Larned street, but was soon appointed engineer of the yacht Foam, on St. Clair Lake, which was then plying in the interest of the old Club House. In the spring of 1892 he became chief of the sand steamer Mulette and after running her four months went to work for the Toledo Metal Wheel Company. In 1895, the city administration of Toledo going his way again, he was appointed to his old berth on Cherry Street bridge, where he has remained up to this time.

Mr. Dilgart was united in marriage on November 22, 1875, to Miss Abbie M. Rogers, daughter of Capt. George F. and Clarissa Rogers, of Marine City, Mich., formerly of Sodus Point, N. Y. The children born to this union are Leo J., Rose A. and Daisie M. The family residence is at No. 420 Manhattan avenue, Toledo, Ohio. Mr. Dilgart is a member of the Engineers Beneficial Association, the Stationary Engineers Association, the Machinists Union, the Knights of Maccabees, Lucas Tent No. 50, and the Scotch Division No. 3, Uniform Bank.

GEORGE A. DINGMAN

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

George A. Dingman, a popular and competent marine engineer, who has made Duluth, Minn., his home for a number of years, was born in Watertown, Jefferson County, N. Y., April 7, 1860. He is a man of fine physique, of good qualities of mind and heart, and genial in his intercourse with his fellow man. His father, Jacob Dingman, was an old time lake captain, and for many years sailed between Ogdensburg and Marquette, and he was also a patriot of the Civil War, from which he was honorably discharged, in 1864, after three years' service, taking an active part with his regiment in many notable engagements. The mother of our subject, who bore the maiden name of Martha Roach, was a woman of rare gifts, and emulated so many other young wives in self-sacrifice during those dark days of the Rebellion. Both were natives of Jefferson County, N. Y. On his return from the army, Capt. Jacob Dingman removed with his family to the Sault, where George acquired a liberal public-school education.

In the spring of 1876 Mr. Dingman, the subject of this sketch, shipped as fireman on the steamer E. M. Peck, of the Trompf line, transferring to the steamer Mary, owned by the same company, three years later. He remained on the Mary two seasons, and in 1881 joined the tug W. D. Cushing, followed by a season on the tug Grace. He then went to Port Arthur and was appointed to the tug Riter, which he ran two years for Mr. Barker. It was in the spring of 1885 that Mr. Dingman went to Duluth, where he took out an American license, and was appointed engineer of the tug Upham, owned by the dredging firm of Williams, Dougherty & Upham. The next season he entered the employ of Capt. B. B. Inman as engineer of the tug Cora B., closing the season on the Walton B. In the spring of 1887 he was appointed engineer of the ferryboat Curry, plying between Duluth and West Superior. This was followed by a season in the employ of Porter Brothers as engineer of the sand pump, and then was in the employ of the Smith-Fee Company until the spring of 1892, when he shipped on the steamer Pillsbury, of the Minneapolis, St. Paul and Buffalo Steamship Company. That fall he assisted in putting the machinery in the new passenger steamer Christopher Columbus, and was appointed first assistant engineer, coming out with her in the spring of 1893. The next season he was appointed engineer of the iron tug Record, followed by two seasons as chief engineer of the steamer Belle Cross. In the spring of 1897 he again joined the monitor Christopher Columbus as first assistant engineer, and in 1898 he entered the employ of the Duluth Dock and Dredge Company as engineer of the tug Effie L.

Socially he is a member of the Marine Engineers Beneficial Association, and of the Knights of the Maccabees.

On September 13, 1897, Mr. Dingman was united in marriage to Miss Lura Roush, the ceremony being performed on board of the passenger steamer Christopher Columbus, and which was followed by a time-honored marine charivari. Mr. Dingman and his bride have already acquired a pleasant home at No. 902 Lake Avenue, Duluth, Minnesota.

CAPTAIN WILLIAM DISHER

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

Captain William Disher, one of the most prominent and highly esteemed lake captains sailing out of Chicago, was born in Canada, in 1853, a son of Charles and Nancy (Stewart) Disher, the former a native of Philadelphia, Penn., and the latter of Scotland. The father engaged in the manufacture of brick in his native city during early life, but after his removal to Canada gave his attention to the shoe business. He was married in that country, and there he died in 1897, at the extreme old age of ninety-six years. The death of his wife also occurred there.

The boyhood and youth of Captain Disher was in passed Canada, and he began his business career as horse boy for ships, and later as driver on the towpath of the Welland canal. He also engaged in tugging on that canal and the Grand river being thus engaged as early as 1864, prior to sailing before the mast. In 1867 he sailed from the Canada shore on the bark Alexander, engaged in the lumber trade, but continued to make his home in Canada until 1872, when he went to Buffalo, N. Y., and shipped on various barks during that season. Coming to Chicago on the Mont Blanc in 1873, he engaged in sailing from that port chiefly in the lumber trade, and in 1881 was made master of a vessel owned by C. R. Kramer. After that he was master of the John Blaver, Jr., of Chicago, for the season of 1884, and then sailed all the vessels owned by Dahle, remaining in his employ for four or five years. His next vessel was the James Mullen, engaged in the lumber trade, but he subsequently returned to the employ of Mr. Dahle for one year. In 1886 Captain Disher purchased the schooner A. J. Morley, which was also engaged in the lumber trade, and on selling her, in 1887, bought a one-fourth interest in the steambarge Fayette, which he sailed for ten years in the lumber, grain, iron ore and general merchandise trade. He sold his interest in that vessel, and in March, 1898, took command of the steamer John Duncan, which he now sails. He has rapidly risen from the lowly position of horse boy on the canal to master of some of the best boats on the lakes, and has always had the entire confidence and respect of his employers, as well as the high regard of all who know him.

Captain Disher is a leading and influential member of the Ship Masters Association No. 3, of Chicago, of which he has been vice-president; is also a charter member of the Masters and Pilots Association No. 33, of the same city; Covenant Lodge No. 526, F. & A. M.; Corinthian Chapter No. 61, R. A. M.; St. Bernard Commandery No. 33, K. T.; Medinah Temple No. 1, and Eastern Star No. 41. He has first-class pilot papers on all the lakes.

Since 1878 the Captain has made his home in Chicago, and there he was married that year to Miss Mary Jane Gamble, a daughter of William Gamble, a sailor and shipmaster, now deceased. Three children have been born of this union, namely: Lillie I., Lottie I., and Hattie I. The family residence is at No. 250 Homer street, Chicago.

CAPTAIN LAWRENCE DISTEL

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

Captain Lawrence Distel was born September 18, 1858, at Irving, N.Y., where he attended the public schools until he was fourteen years of age, when he went as an apprentice to learn the carriage-making trade, at which he worked about two years, but his fondness for a life on the water lured him from the shop to the boat. In 1876 young Distel engaged in the finishing business out of Irving for two years, after which he went to Fairport to engage in the same business, remaining two more years. He then shipped on the schooner H.R. Newcomb until fall.

On July 4, 1880, Mr. Distel entered the United States life-saving service at Fairport station as surfman, where he remained two years. During his term of service at Fairport, the life savers rescued the crews of the barges N.M. Standard and Mary Stockton, and the schooners Negaunee and H.A. Lamar, all ashore and flying signals of distress, at varying times, Surfman Distel displaying activity and bravery. On March 20, 1882, he was transferred to the Buffalo life-saving station, but without many episodes to mark the time, there being but two calls for the service of the life-saving crew, one from the schooner Groton, and the other to take of the crew of the P.S. Marsh. At the close of navigation Surfman Distel found employment on the Buffalo & Southwestern railroad, where he remained all winter.

In the spring of 1883, Surfman Distel shipped at the Cleveland station with Capt. C.C. Goodwin, and all went well until May 22, when some of the cribs intended for the construction of the west breakwater were torn away by the violence of the gale, and a tug and the life crew went out to recover them. Mr. Distel, was standing on the crib, in order to avoid the tow line of the tug, stepped on a cross plank which broke, and he was thrown into the pocket of the crib, and the plank following him broke his leg, which laid him up for four months. Soon after he returned to duty the schooner Sophia Minch hoisted signals of distress off the mouth of the river, and went to anchor. Two tugs with Captain Goodwin and part of his crew went to her assistance. The Captain and his crew boarded the Minch, leaving Surman Distel on the tug to handle the lines. After parting the tow line several times the tugs found they could do nothing with the schooner, so great was the violence of the gale, and ran behind the breakwater for shelter. The schooner was scuttled to keep her from drifting on to the rocks, and the crew took to the rigging. Surfman Distel, who had landed from the tug, acted promptly. The beach gear was taken abreast of the sunken vessel. The first shot from the mortar, aimed by Surfman Distel, was successful and the breeches-buoy hauled off. Captain Goodwin was the first man to come ashore to direct operations, followed by all those in the fore-rigging except Surfman Hatch, who remained to assist two men in the mizzen rigging. Another shot from the mortar put a line into the mizzen rigging, and the three men came ashore, sixteen in all. Surfman Hatch being the last. This episode is related to show that by the promptness and courage of Surfman Distel, aided by a volunteer crew, sixteen men were taken off a sunken vessel in the face of a terrific gale.

The other vessels from which the crews were rescued at the Cleveland station were the tug American Eagle, which was on fire, the schooner John B. Merrell and the barge J.T. Johnson, The crew also went to the assistance of the schooners Erastus Corning, Emma C. Hutchinson, Zach Chandler, General Burnsides and David Vance. These vessels were all brought safely into port. During the operations Surfman Distel acted with courage and judgement, as did the entire crew, and at the close of the station each member was presented with a first-class United States gold medal for saving life at extreme hazard.

By diving Mr. Distel has saved five lives from drowning, three boys and tow men. On one occasion he nearly lost his own life. He saw a boy's hat floating, and dived for the person who had occupied the hat, and when he came up he had two boys. One of the little fellows had crawled upon his back and clutched his throat with both hands so that he could not recover himself, and was sinking with both boys when Deloss Hayden, the lighthouse-keeper, who was passing, saw the danger and swam to his assistance. It is for such brave deeds as the foregoing that the United States Government gave Captain Distel his first-class gold life-saving medal.

In 1888 he resigned his position as No. 1 surfman at the Cleveland station to accept a position as special policeman in the Society for Savings Bank, where he remained until the spring of 1893. On April 1, 1893, he was appointed by the government as keeper or captain of the Cleveland life-saving station, vice Capt. C.C. Goodwin, deceased. During the flood which occurred in the Cuyahoga River in the spring of 1893, while the lifeboat crew were going to a rescue, the boat capsized and four of the surfmen were drowned. Captain Distel on this occasion came nearly losing his life, and was in the icy waters two hours almost unconscious before he was rescued. After a long and serious illness which resulted from the above exposure and other permanent injuries received in the life-saving service, in the line of duty, he found that his health had been so impaired that it became necessary the following spring for him to resign his position as keeper of the station.

In 1886, at Cleveland, Ohio, Captain Distel was united in marriage to Miss Mattie H. Goodwin, daughter of Capt. C. C. Goodwin. Mrs. Distel is also a sailor, having been born aboard her father's boat, the brig Commerce. Two children have been born to this union: Irvington W. and Genevieve.

CAPTAIN HENRY E. DITZEL

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

Captain Henry E. Ditzel is one of the best known tug men on Lakes Huron and Superior - a thorough officer and gentleman, well read on current events and companionable in his intercourse with man. He was born in Buffalo, N.Y., November 19, 1863, a son of Ernest H. and Christine (Shepherd) Ditzel. The father, who was a lake captain, engineer and vessel owner, was born in Saxony, Germany, and came to the United States with his mother when he was six years of age, locating in Buffalo. The grandfather, Samuel Ditzel, died on the way from Saxony to the seaboard. The maternal grandfather, Jacob Shepherd, was a native of Hesse-Darmstadt, Germany, and the great-grandfather was engaged in the manufacture of nails on an extensive scale in that Province, and was also a notable soldier in Napoleon's Russian

Great Lakes

History of the Great Lakes

Vol. 2 by J.B. Mansfield Published Chicago: J.H. Beers & Co. 1899

CHRISTIAN DAHL

JOSEPH DALE

WILLIAM H. DALTON

A. J. DAVENPORT

CAPTAIN JAMES E. DAVIDSON

JOHN DAVIDSON

CAPTAIN EZRA H. DAVIS

CAPTAIN HENRY W. DAVIS

OSCAR F. DAVIS

CAPTAIN R.A. DAVIS

RICHARD DAVIS

WILLIAM I. DAVIS

CAPTAIN ERASTUS DAY

CAPTAIN JOSEPH DAY

JOSEPH DAY, JR.

CAPTAIN GEORGE Y. DAYTON

A. C. DECATUR

WILSON DE HART

CAPTAIN THOMAS De LARGIE

EDWARD DEMPSEY

WILLIAM F. DEMPSEY

CAPTAIN JOHN J. DENSTAEDT

WILLIAM DENT

HARVEY DEPUY

E. DETLEFS

DETROIT, BELLE ISLE & WINDSOR FERRY COMPANY, DETROIT, MICHIGAN

CAPTAIN GEORGE L. DEWOLF

J. W. DICKINSON

JOSEPH R. DIEBOLD

HENRY C. DILGART

GEORGE A. DINGMAN

CAPTAIN WILLIAM DISHER

CAPTAIN LAWRENCE DISTEL

CAPTAIN HENRY E. DITZEL

Vol. 2 by J.B. Mansfield
Published Chicago: J.H. Beers & Co. 1899