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J. L. GABRIAN

J.L. Gabrian was born in Worcester, Mass., in 1863, a son of Theodore and Philopene (Bisnea) Gabrian, both of whom are still living at Worcester. The father is a carpenter by trade. Mr. Gabrian finished his school education in his native place at the age of thirteen, and then moved to Detroit, Mich., from which city he began sailing as deckhand on the old City of Detroit, now the City of the Straits, belonging to the Detroit & Cleveland line. His next berth was in the passenger steamer Saginaw Valley, running between Cleveland and Saginaw, and later he was wheelsman in several steamers, among them being the D. C. Whitney, C. Tower, Passaic and Mineral Rock. He was also wheelsman of the lake tugs Peter Smith, Chief Justice Fields and Torrent. During the season of 1895 he filled second mate's berth on the steamer H. E. Packer, of the Lehigh Valley line, and during that of 1896 on the steamers Tuscarora and Saranac, of the same line. While in the lake service he has been employed by the Union Steamboat Company, Anchor line, Western Transit Company and Lehigh Valley line. Mr. Gabrian is an interested member of Local Harbor No. 41, of the American Association of Masters and Pilots.

CAPTAIN ANTHONY G. GALLAGHER

Captain Anthony G. Gallagher, who is one of the old-time lake pilots, and who passed many years of his sailor life in the employ of the old Northern Transportation Steamboat line in the best days of its usefulness and pride and, although now sixty-four years of age, is strong and active, both in body and mind. He has a very retentive memory and discourses interestingly about the steamboats and skippers of that famous line, and the fate of each.

Captain Gallagher is a son of Patrick and Ann (Maloy) and was born in 1834 in County Mayo, Ireland. In 1842, after the death of his father, he removed with his mother and two sisters to America, locating in a locality in Canada where he found employment carrying water for a gang of canal laborers at twenty-five cents a day. Two years passed in this way, after which he drove a team for Richard Oxford, receiving for this service $4.00 per month and board.

After passing a number of years in various occupations, Captain Gallagher went to Ogdensburg, N.Y., and in the spring of 1860 entered the employ of the Northern Trans-portation Steamboat Company as porter on the fast side-wheel steamer New York, and running between St. John, New Brunswick and New York, and one of the speediest boats on that line. In 1861 he made four round trips as lookout and wheelsman on the propeller Vermont, with Capt. Alva Shaver to Montreal. His next boat was the propeller Ontario, on which he remained three seasons as wheelsman. The machinery and boiler of the Ontario were then put into the propeller Lowell and he became her wheelsman, then sailed on the propellers Prairie State with Capt. H. Williams; the Louisville and Granite State with Captain Caldwell, and the Ontario in various capacities from wheelsman to mate. When the Northern Transportation Company discontinued business Captain Gallagher went to Cleveland and found employment as oiler in the roundhouse of the Cleveland & Mahoning Railroad Co., where he remained until the spring of 1867, when he shipped as mate with Captain Jones on the schooner Wild Rover for the season. In 1868 he made one trip on the bark Maria Martin, with Captain Trotter, transferring to the schooner Correspondence, with Captain Jeffers, and was on her part of the next two seasons. In 1870 he entered the employ of Capt. Patrick Smith as master of the tug James Amadeus (afterward sunk off Point Pelee), operating out of Cleveland harbor, remaining with her three seasons. In 1873 Captain Gallagher retired from active service as a sailor to enter the employ of the Lake Shore Railroad Company, with which he remained twelve years as brakeman and yard conductor. He then went to work for the Valley Railroad Company as brakeman, yard conductor and assistant yardmaster, and later was placed in charge of the Valley railroad bridge at the West river steel crossing. During these many years of active life on lake and rail Captain Gallagher has given the utmost satisfaction, and has always been considered a steady and trustworthy man. He has been a devotee to total abstinence from intoxicants for twenty years.

The following incidents are quoted as some of the many experiences which befell the Captain during his life as sailor: He was in the employ of Captain Caldwell, master of the ill-fated propeller Louisville, when she burned to the water's edge in the St. Lawrence river opposite a point on the Canadian shore. She was rebuilt in Ogdensburg, N.Y., the next season, loaded with a cargo of broom-corn, placed again in charge of Captain Caldwell, who had for his chief engineer James Lord, an old-time engineer on the lakes and railroads (and to him is credited the fastest time ever made on a trip out from Louisburg), and when between Chicago and St. Joe the propeller again took fire and was completely destroyed. He recalls the City of Superior when she went to pieces at the head of Lake Superior. Her engines were brought to New York by the Northern Transportation Company, and one placed in the City of Boston, one of their line, and which was afterward sunk in a collision with one of their own boats in the Straits, opposite Mackinaw. She was raised and brought to Cleveland and rebuilt and finally went ashore on the south shore of Point Bertschy, a total loss. The other engine was put into the Empire, also belonging to the N.T. Co. Some years prior to the above mentioned events he was witness to the loss of the J.W. Brooks, another of this company's boats. She was lost round about the False Duck and other islands at the entrance to Lake Ontario, and all on board went down. The body of her captain was afterward picked up in a lifeboat between Sacket's Harbor and Stony Point. The hull of the Brooks came up a few years after, when she was repaired, and the engines of the old William the Fourth placed in her, and she is now running to Hamilton and other lake ports. He saw the Maniken make her first trip from the Soo into Lake Superior, before the canal was built, and it was a novel sight. The boat was placed upon wooden rails and rollers, somewhat after the fashion of house-moving of the present day, and with the assistance of ropes and two horses was conveyed to its home upon the waves. The steamboats North Star, propeller Iron City and Northern Light were the next boats to pass into Lake Superior within the Captain's recollection. The propellers S.D. Caldwell, Ontonagon, Penack (the latter sunk in a collision with the propeller Meter between Thunder Bay and Detour). Likely Belle and Ironsides were among the Lake Superior boats in the Captain's younger days. Another reminiscence of his early days is the colliding of the side-wheel steamer Atlantic (commanded by Captain Shadrick) with the propeller Ogdensburg. The suicide of Captain Case (master of the propeller Michigan of the N.T. Co.) who hung himself to the outer end of the yardarm of the bark Mariner, one of the coldest nights ever felt, is another one of the eventful happenings in the Captain's sailing life.

He was united in marriage in 1857, to Miss Rose Anne Judg, of Toledo, Ontario, a daughter of James Judg. They reside at No. 31 State street, Cleveland, Ohio.

CAPTAIN ALEXANDER P. GALLINO

Captain Alexander P. Gallino is a master mariner of long experience on the lakes, never having lost a man or a vessel; and during the many years he has followed the lakes he has never been ashore but three months during any season of navigation. He was born in Courtright, township of Moore, Lambton Co., Ont., on April 5, 1848. His parents, Peter and Elizabeth (Frazier) Gallino, were of French descent, spelling the name Gallarneau, but natives of Canada, the father being born in Montreal and his mother in Penetanguishene. His father was a captain in the British army, and during the latter part of his service was stationed in Penetanguishene. He served through the Indian wars and during the war of 1812, and reached the rank of major in the regular army.

Capt. Alexander Gallino, the subject of this sketch, who moved to the States, and located in St. Clair, in 1863, adopted his lakefaring life that same year as second porter on the steamer Susan Ward, remaining on her in that capacity till August 11, 1863, when he joined the steamer Meteor as decksweep, which position he held until the close of the season. During 1864 he filled a like position on the side-wheel steamer Cleveland under Capt. J. Hallaran, till the 3rd of July, when he went as wheelsman on the Dispatch with S. R. Grummond master and owner, and served under him till the close of that season. In 1865 he operated the entire season as wheelsman on the steamer Comet, running between Hancock, Houghton and Marquette, and the following three seasons was on tugs plying the St. Clair and Detroit rivers; while in 1869 he acted as mate on the schooner Liberty, with Capt. T. Lemay, and the following season, 1870, accepted the office of mate on the propeller Burlington, running between Buffalo and Saginaw.

In 1871 Captain Gallino, or Captain Pet, as he was more familiarly known to the lake craft, having been dubbed this epithet ever since babyhood, shipped again as mate on the schooner Liberty, and in 1872 acted as second mate on the propeller Wenona, filling this position till September 1873, when he served as mate on the same vessel till the close of the season. During the seasons given below he shipped as mate on the following named vessels: 1874-75, steamer Concord; 1876-77, on the Emma E. Thompson; 1878, steamer St. Paul, and in 1879 on the Salina, on which he sailed as her master during the season of 1880; and in 1881 again assumed the office of mate on the Porter Chamberlain, officiating in like capacity on the C. H. Green in 1882; filling in 1883 the same berth on the B. W. Jenness. In 1884 he sailed, as her master, the tug John Martin, engaged in towing barges between Saginaw and Buffalo; joining the Huron City as mate during the season of 1885; while those of 1886-87 saw him acting as mate and pilot on the A. A. Turner.

In the spring of 1888 the Captain was appointed master of the Don M. Dickinson, and during the seasons of 1889 and 1890 he sailed successively as mate and pilot on the steamers Lowell and Belle P. Cross. The spring of 1891 found the Captain in charge of the steamer P. H. Birckhead as her master, and which he sailed between Chicago, Oswego and Duluth the following seasons of 1892 and 1893. In 1894 he became master of the steamer Charles A. Street, retaining this command for four consecutive seasons - from 1894 to that of 1897. On December 12, 1898, at the close of navigation, Captain Gallino was acting as master of the W. R. Stafford, having assumed this position at the beginning of the season. He has twenty-eight issues of first-class papers, granting him the privilege of operating as master and pilot on boats plying between Ogdensburg, Chicago and Duluth, and on all connecting waters. He is a man of many friends, and has always enjoyed the respect and confidence of the owners of the vessels that have been under his command.

Socially he is a member of the Ship Masters Association, and carried Pennant No. 986.

On April 8, 1875, Captain Gallino was wedded to Miss Susan St. Bernard, of St. Clair, daughter of Alexander St. Bernard, who was one of the old-time lake masters and pilots of the United States gunboat Michigan many years. He also sailed for John Jacob Astor, in the interests of the Hudson Bay Fur Company. The children born to this marriage are Bernard A., who is boatswain's mate on the steamer North Land; Florence F. and Hugh H. The family homestead, which they have occupied since 1863, is located in St. Clair, Michigan.

WILLIAM GALT

William Galt, the present manager of the Toronto Ferry Company, is a gentleman whose natural ability and conscientious performance of duty made his services in constant demand. He was born at Kilmarnock, county of Ayr, Scotland, in 1861, a son of Capt. Alexander Galt, who served as chief of police at Kilmarnock, and passed away in 1868.

The early education of William Galt, was acquired in his native town, where he displayed the close application of the "reasoning Scott," and laid the foundation for the thorough training he afterward secured in the schools at Glasgow. His naturally keen perceptive faculties were strengthened by his out-door sports, and he soon rose to the front rank in the athletic world. He took an active part in the Association football, being for several years a member of the Champion county team, and has played against all the principal teams in England and Ireland, where he won the highest praise from the devotees of the great game for his strength, alertness, and his rigid conformity to the established rules. He is a proud possessor of several gold medals won in open competition, and in all the contests in which he took part he never had the misfortune to win less than the first prize.

His brother, John Galt, who has won fame as an engineer and waterworks expert, in the Dominion, urged his younger brother to cross the Atlantic and lend his youth and strength to the New World. Accordingly in 1884, William Galt bade farewell to the familiar hills and waving heather, and turned his face westward. After his arrival in Canada he was for two and a half years local manager at Montreal for the Boiler Inspection & Insurance Co., of Canada. In 1887 he resigned that position to go to Toronto, where until April, 1898, he was a member of the reportorial and editorial staff of the Toronto Mail and Empire. On April 15, 1898, he was appointed manager of the Toronto Ferry Company and entered at once upon the actual discharge of the duties pertaining to that position.

That Manager William Galt has by his methodical way of doing business, done good work for the Toronto Ferry Company, there can be no doubt. He has convinced the public that they could depend on a regular service to Toronto Island, regardless of the weather, and the result is an increase in the popularity of Hanlan's Point as a summer resort. The point has undergone remarkable changes for the better, one of the greatest improvements being the construction of the magnificent bicycle race track and baseball and lacrosse oval; that quarter-mile track is noted all over the continent, and has been the scene of some of the fastest racing ever done. The enlarging and refitting in modern style of the "Hotel Hanlan," as well as the exquisite landscape gardening, have lent an additional charm. Messrs. M. A. and Fred Thomas, managers of the hotel, father and son, are two well-known hotel men in Canada, and enjoy the patronage of many Americans, who spend their summers at the Hotel Hanlan, one of the garden spot of the world.

CAPTAIN CHARLES B. GALTON

Captain Charles B. Galton is a self-made man in the true sense of the term. His career on the lakes was begun as a poor boy, without money, influence or friends. Although still a young man he has taken high rank among steamboat masters, and attained to the command of one of our largest and finest steel freight steamers afloat. He is an officer of quick decision and force of character, and has won the confidence and respect of the firm for which he sails, and enjoys the honor of being invested with the command of the new steam-boats which come out under that management. He was born in February, 1860, in St. Clair county, Mich., a son of James and Margaret (Buck) Galton, and acquired his education in the public school, which he attended until he was seventeen years of age.

It was in 1877 that Captain Galton first adopted a lake-faring life as wheelsman on the tug George B. McClellan, with Captain Hiram Ames, going with the same captain on the lake tug Mocking Bird the next season. In the spring of 1879 he shipped as wheelsman on the steamer Empire State, with Capt. G.H. McQueen, being advanced to the office of second mate the following season, and remained with the same captain as second mate on the steamer James Davidson throughout the season of 1881 and 1882, being advanced to the berth of mate the next year. On September 28, 1884, the Davidson went ashore on Thunder Bay island in a heavy southeast gale, and went to pieces. After two nights peril the crew reached shore in the yawl boats. The next three seasons he sailed as mate of the steamer J.R. Whiting.

In the spring of 1887 Captain Galton entered the employ of Capt. John Mitchell, as mate on the steamer William H. Gratwick, and the next season was promoted to the position as master, and sailed her three seasons. On November 25, while on Lake Superior, he was caught in a fierce northeast gale, accompanied by a heavy snowstorm, known in the records as the great Thanksgiving storm which destroyed the breakwater at Marquette and washed away the lighthouse, and in which many vessels were lost. Notwithstanding that his vessel had lost her shoe and disabled her boiler, he made harbor at Marquette without further disaster, a feat requiring great skill and presence of mind. While master of the Gratwick, in 1890, he had the pleasure of rescuing the crew and schooner Hattie Estelle. In the spring of 1891 Captain Galton was appointed master of the steamer William F. Sauber, in which he owns an interest, and sailed her four successive seasons. In 1895 he brought out the new steel steamer John J. McWilliams, 3,400 tons register, for Mitchell & Co. In October he picked up the crew of the steamer Comstock, she being in a sinking condition. The crew consisted of five men and two women, who had taken to the yawl boat. As it was impossible for the boat to get alongside of the steamer, which had rounded to on account of the heavy sea running, the crew of the McWilliams had to lasso the unfortunates, and had them aboard with two lines, one by one. Captain McCarty, of the Comstock, had a leg and some ribs broken at the time. While this humane work was going on the schooner sank alongside.

In the spring of 1896 Captain Galton assumed command of the new steel steamer Lagonda, 3,647 tons, and sailed her three seasons or until he took charge of the new boat completed at the yard of the Globe Ship Building Company in 1898. For ten years he has been in the employ of the Mitchell Steamship Company, and in which he owns stock. He received his first license when he was twenty-one years of age, and has now his seventeenth issue. Since he has become an officer he has always had first-class steamboats, has never lost a day ashore, never lost a man or vessel, and never involved owners or insurance companies in loss.

On December 17, 1886, Capt. Charles B. Galton was wedded to Miss Maggie J., daughter of John and Margaret (Holland) Ritchie. The children born to this union are: John, Charles W., Edmonds and Edna, and the wife is a typical American mother. The family homestead is a fine modern structure on Water street in Algonac, beautifully situated and commanding an unobstructed view of the traffic on the St. Clair river.

CAPTAIN FRED D. GALTON

Captain Fred D. Galton, is perhaps one of the youngest shipmasters on the lakes, who has attained to so important command as the ones with which he has been invested with during the past few years. His success, in being granted government license the second season he sailed, arises doubtless from the fact that he has been an amateur craftsman during his boyhood days on the St. Clair river, and being a descendant of a lakefaring family had acquired much nautical knowledge before the end of his school days, which were passed in Algonac, Mich., where he graduated from the high school. He is the third son of Captain James and Margaret A. (Buck) Galton, and was born on Hansen's island, in September, 1864.

Capt. Fred D. Galton adopted the life of a sailor in the spring of 1884, when he shipped as wheelsman in the steamer James P. Davidson with Capt. H. McQueen, and remained in her until she was wrecked on Thunder Bay island. The crew reached shore in the yawl boat. The next spring he shipped with Captain McArthur as wheelsman in the steamer J.R. Whiting, and in 1887 transferred with the same captain in the steamer Hiawatha as mate, holding that berth three seasons. In the spring of 1890 he was appointed mate with Capt. C. Chamberlin in the steamer John Mitchell, followed by a season as mate in the steamer John M. Glidden. It was in the spring of 1892 that Captain Galton attained his first command, being appointed master of the schooner George L. Warmington, and the next season he sailed the schooner Sophia Minch. In 1894 he joined the steamer Onoko as mate, holding that berth two seasons. In the spring of 1896 Captain Galton was placed in command of the steamer William H. Gratwick, and has sailed her successfully three consecutive seasons, and is at present commanding the steamer John Mitchell. He has thirteen issues of license.

Fraternally Captain Galton is a Master Mason, a member of the Independent Order of Odd Fellows, and of the Ancient Order of United Workmen. He wedded March 14, 1894, to Miss Lizzie J., daughter of James Muir, St. Clair Flats, Mich. The children born to this union are: Marion Charlotte and Florence Grace.

JOHN H. GALWEY

John H. Galwey, past national president of the Marine Engineers Association, ex-supervising inspector of steam vessels, and present United States local inspector of steam vessels at Detroit, was born in that city, August 27, 1848. A graduate of SS. Peter and Paul's Academy, he began work at the age of seventeen in the employ of an uncle, a merchant in the Lake Superior region. Being of a mechanical turn of mind he preferred the business of steam-engineering, and accordingly obtained employment in the Chicago and Northwestern railroad shops at Escanaba, Wis. After serving time as apprentice to the machinist's trade, he became a fireman on the road, and in a few months was promoted to the engineer's position. Later, in 1869, he returned to Detroit where he began his first experience as oiler in engineer's department, on the then very popular steamer Jay Cooke. After one season in that capacity he procured license as assistant engineer, and served as such the season of 1870 on the same steamer, after acting as assistant engineer for several years on various lake steamers, in 1880, he was appointed chief engineer of the passenger steamer Alaska, running between Detroit, Sandusky and the islands, where he remained until he retired from active service, in 1890, being elected to the office of national president of the Marine Engineers Association. Having been an active member of that organization from its infancy, he took a strong interest in its growth and improvement and much of the credit must be given to Mr. Galwey, and a few others who, like him, devoted their best energies and untiring efforts in its interest for the high position among labor organizations the M.E.B.A. holds at the present day. Having served two terms as president of the Local Association No. 3, he was sent to represent his association at the annual convention, in 1885, at Cincinnati, Ohio, and again at Buffalo, in 1886, where he was elected national treasurer, serving as such and representative to the several succeeding annual conventions held at New York City, Milwaukee, Baltimore, and Charleston, S.C., where at the last named city he was elected to the position of national president. He was the first national president to be salaried, and was expected to devote his whole time and service for the benefit of the association. The salary was a liberal one, being $2,000 a year and expenses, and much good was expected to accrue by having a competent man who would traverse the coast of the United States wherever there were engineers engaged on boats, explain to them the objects of the organization and institute subordinate branches. The work of Mr. Galwey during the three years he served as head of the M.E.B.A. was very creditable to himself and beneficial to the order. The change of administration brought about in 1892, by the election of Mr. Cleveland, awakened the ambitions of Mr. Galwey again, and he entered the field as candidate for the office of supervising inspector of steam vessels for the eighth district. He secured without question the united support of the numerous marine associations on the lakes, and also had strong backing from the national organization; but his active work as leader in the M.E.B.A. was also the means of arraying against his candidacy an organization more powerful on the lakes than all others - the Lake Carriers Association. This association was prejudiced against him for the part he had taken, when president of the M.E.B.A., in a strike of the engineers of Cleveland against a reduction of wages. Every possible influence was brought to bear on Mr. Cleveland to prevent his appointment, but after about a year and a half delay his name was sent to the Senate in July, 1894, but was not confirmed before adjournment of Senate. He was, however, appointed temporarily during the recess, and entered upon the duties of the office of supervising inspector, October 2, 1894, and unanimously confirmed later by the Senate. The long contested and hard struggle made by Mr. Galwey for a place for which he was well qualified, secured for him many friends, and, when it was over, many of those who opposed him were pleased to congratulate him on his success, and gave him assurance of continued good will during his term of office. After serving three and one-half years as supervising inspector, Mr. Galwey tendered his resignation to accept the position of local inspector at Detroit, where a vacancy occurred through the retirement of Mr. Thomas Daly, who had held said position for fourteen years. The latter appointment was made after a civil service examination, at which Mr. Galwey stood first on the list.

Mr. Galwey is very comfortably and happily situated in his home on Leverette street, Detroit, which is presided over by his wife, a very pleasing and cultured lady, and one daughter, a bright young miss of fifteen years. In his home his friends are ever sure of a warm welcome. Mr. Galwey has the happy faculty of making friends and keeping them, to which in a large degree is due his success in life.

HON. GEORGE W. GARDNER

A business man who has been identified with the commercial life of the Great Lakes for a long period, and who was more concerned, probably, than any one else in the building up of the grain trade of Cleveland, is Hon. George W. Gardner, the vice-president of the Cleveland & Buffalo Transit Co., and president of the Saegertown Mineral Springs Company.

Mr. Gardner was born in Pittsfield, Mass., in 1834, his parents removing to Cleveland three years later. He commenced sailing at the age of nine years, running away from home to make his first trip in a little schooner engaged in the flour trade between Cleveland and Buffalo. His father was a furniture dealer, a member of the firm of Gardner & Vincent, one of the two oldest firms at that time in the city. Both the young man's parents died in 1861, and he was thrown upon his own resources. Beginning in 1848, and for five years he sailed on the steamers, Ogontz, Alleghany and DeWitt Clinton, and then in the vessels of the line that later became the Northern Transportation Company. He was head clerk of the line, and was in the habit of going from one boat to another at the ports where the vessels met, to straighten the boat's books. He spent some time on the passenger steamer DeWitt Clinton, which sailed between Toledo and Buffalo. This was a first-class passenger steamer in those days and could make a speed of eight miles an hour. Passengers were carried on the upper decks, and a frequent cargo on the lower deck was a consignment of live hogs. He then entered the bank of Wick, Otis & Brownell, and remained in their employ five years. During this time he kept up his interest in lake shipping, purchasing a half-interest in the first two tugs that plied the Cuyahoga river, one of these being the stern-wheel canal boat Niagara, and the other the vessel built expressly for tugging purposes, called the Dan P. Rhodes.

Mr. Gardner was captain of the first boat club in the city, the members of which afterward became prominent business men. A mile and a half rowing race on the Cuyahoga river was held between this club and the Sandusky boat club, in 1856, which aroused an intense interest, ten thousand people witnessing the race, which was won by the Cleveland crew.

At the expiration of his term of service in the bank, Mr. Gardner went into the grain and produce business on the river, becoming a member of the firm of Otis, Brownell & Co. This firm did a large business until 1859 when Mr. Gardner, in company with J.D. Rockefeller and Maurice B. Clark, organized the firm of Clark, Gardner & Co., which, during its existence, did the largest business in grain in the city. In 1861 Mr. Gardner entered the firm of Thatcher, Burt & McNairy, and built the Union elevator, the largest elevator in Cleveland. This firm became known as Thatcher, Gardner, Burt & Co., Gardner, Burt & Oviatt, Gardner, Burt & Harkness, Gardner, Burt & Clark, Gardner, Clark & York and Gardner & Clark, and for about thirty years, altogether, did a business of about ten million bushels of grain per year, making Cleveland one of the important grain markets on the lakes. Mr. Gardner has been all over the country purchasing and selling grain, at one time buying a cargo of barley in San Francisco and chartering the clipper ship Young America, which sailed around Cape Horn to New York in four months and there the barley was transferred to cars and shipped to Cleveland by rail. Mr. Gardner purchased and shipped the first cargo of wheat sent from Duluth. He has been largely interested in lake vessels at different times, owning a considerable fleet of commercial and pleasure crafts. Mr. Gardner helped to organize the Cleveland and Buffalo Transit line of side-wheel steamers, including the new steamers City of Buffalo and the City of Erie, the largest, finest and fastest side-wheel steamers on the inland seas in the world, which venture has proven a great success.

He was one of the early members of the Cleveland yacht club, holding the office as commodore in that society for many years, and in 1894 was elected honorary commodore for life, a unique honor. He purchased the yacht Wasp, in Chicago a number of years ago, this being at the time the largest sloop yacht on the lakes, which later was transformed into a schooner yacht, and proved a very fast boat. He brought the first fin keel to Cleveland, naming her the Mott B., after M.A. Bradley, a prominent vessel owner, this being a pleasure yacht only twenty-five feet long over all, but a very stanch craft, having once weathered a sixty-four-mile gale for several hours in the open lake. He was also one of the party who brought the big schooner yacht Priscilla from New York to Cleveland, via the St. Lawrence, in 1895, which was built to be a defender of the American cup. He also brought the sloop yacht Rowena from Long Island Sound to Cleveland, via the gulf, in 1861, this yacht being at that time the finest, largest and fastest on the lakes.

In 1857 he was married to Miss Rosaline L. Oviatt, daughter of Gen. O.M. Oviatt, one of the earliest pork packers in Cleveland. Their children are Ellen, now Mrs. C.R. Gilmore, of Columbus; G. Harry, who is president of the Iron Trade Review Company, and secretary and treasurer of the Cleveland Printing & Publishing Co.; Burt, who lives in Chicago, and is western editor of the Iron Trade Review; James, who is secretary of the Saegertown Mineral Springs Company, Saegertown, Penn; Anna, now Mrs. H.T. Schladermundt, of New York City; Kirtland, who recently made a trip to Cape Horn from New York on board a sailing yacht; and Ethel.

Mr. Gardner is one of the best known men in Cleveland, having been mayor of the city two terms, 1885-86 and 1889-90, and has filled other municipal, State and individual corporation offices of trust, serving his city as a member of its council for about ten years, the last three of which he was its president, and it was during his public career that he was the trusted president of the board of trade.

He owned the steamyacht Rosaline, in 1876, and for several years she was the handsomest and fastest vessel on the lakes, of her class, making a record of a little more than sixteen miles an hour in a race of twenty-four miles off Cleveland, beating the yacht Myrtle, of Detroit. This vessel has made a number of long cruises, one of 3,500 miles. The Rosaline is a steel hull, only eighty-five feet long and ten feet beam, with a draft of five feet six inches. She is now owned in Chicago. Mr. Gardner has taken a great deal of interest in canoeing, having been first commodore of the Cleveland Canoe Association, and first commodore of the Western Canoe Association. He once made a cruise of 1,500 miles from Cincinnati to New Orleans in a canoe fourteen feet long and twenty-eight inches deep, which drew three inches when light and six inches when loaded. He jumped the falls at Louisville in this craft, this being the first time this feat was accomplished in a boat of this size. He has also made other long cruises in a canoe through lakes George, Champlain, and Richelieu and St. Lawrence rivers, and from Cleveland to Port Huron and other places. He was the first commodore of the Inter-Lake Yachting Association, which was formed a few years ago, and is now a life member of the Cleveland Yacht Club.

CAPTAIN THOMAS GARNER

Captain Thomas Garner, mate of the schooner Antelope, of Toronto, a thoroughly experienced mariner and shipwright, is a native of England, born in 1847, in Milborne, son of Capt. Loup Garner. In 1853 the family emigrated to Canada, settling in St. Catharines, Ont., where the father followed the trade of ship-carpenter when not engaged in sailing on the lakes, for he was an efficient sailor as well as a competent tradesman.

In St. Catharines Thomas Garner received a liberal education at the common schools, and worked with his father as ship-carpenter until he was twenty years of age, becoming thoroughly skilled at that trade. In 1867 he commenced sailing the lakes, shipping before the mast on the brig Niagara, trading from Kingston, Ont., to ports on Lake Erie, on which he served during the last three months of that season. In the following spring (1868) he went on the brig Cavalier, and was on her five months finishing the season on the schooner Fanny Campbell. During 1869 he sailed on the schooner St. Lawrence as second mate; in 1870-71 remained on shore and worked at his trade of shipwright in the yards of L. Shickluna and Simpson, of St. Catharines. For a short time he was on the schooner Cecelia Jeffery, belonging to the Mitchell Coal Company, of St. Catharines, and afterward sailed as quartermaster of the American merchant schooner Anglo Saxon, going from her to the schooners Cheney Ames and William Home, both also American. Subsequently he returned to Canadian vessels and sailed as mate of the schooners Gleniffer and Vienna, remaining on the last named two seasons. He sailed part of the season on the schooner Trade Wind; then was on the schooners Mary Ann Lydon, of Port Hope, and Sir Oliver Mowat, and also on several other vessels until the spring of 1897, at which time he went, as mate, on the schooner Antelope, Capt. William R. Wakely, plying chiefly in the coal and lumber trade between ports on the south shore of Lake Ontario and Toronto. The only occurrence in Captain Garner's sailing career that may be said to have been fraught with imminent danger was when the schooner St. Andrews, of which he was mate, was driven ashore some eight miles below Niagara, on the south shore of Lake Ontario. Fortunately no one was drowned, and after three days the vessel was lightened off, only slightly damaged.

In 1867 Captain Garner was married to Miss Louisa Johnson, of St. Catharines, Ont., and six children, five daughters and one son, have been born to this union. Since 1890 the home of the family has been in Toronto. In politics the Captain is independent, always casting his ballot for the candidate he considers best qualified to represent his constituency in national, county and city affairs, for the good of the country and community at large. In religious faith and family adheres to the Church of England.

HIRAM GARRETSON

Hiram Garretson was one of the pioneers of the Lake Superior shipping trade, who made his first appearance in the commercial life of the Great Lakes in 1852. He was the son of Quaker parents, and was born in York county, Penn., July 5, 1817. The family removed to New Lisbon, Columbiana county, Ohio, while he was very young. His father opened a general store in that place, and young Hiram attended the country schools, obtaining as good an education as was possible there. He then became a clerk in his father's store, where he remained until he was nineteen years of age. His commercial instincts were strong, and about this time he perceived the advantages of the trading life on the Ohio and Mississippi rivers. This commerce was carried on at that time in rudely constructed boats that dropped down the rivers with cargoes consisting of a general assortment of needful commodities, stopping at each town or village and remaining as long as it is profitable to do so. As there were few stores along the route, this form of commerce prospered greatly. At the end of the trip, the boats were sold in New Orleans for what they would bring, and the owners returned to their homes to prepare for another voyage. Mr. Garretson continued in this venture for some time, after which he returned to New Lisbon and succeeded to his father's business there, remaining until 1851 when he disposed of his interests, and in 1852 he removed to Cleveland. He was accompanied by two fellow townsmen, Dr. Leonard Hanna and Robert Hanna, brothers, also residents of New Lisbon, and the three upon reaching Cleveland set out in business together, under the firm name of Hanna, Garretson & Co. They acted as forwarding commission merchants, shipping supplies of various kinds for the copper and iron mines in the Lake Superior regions, and bringing down the mass copper that was mined there to be shipped to the East for smelting. At the time they began business, there was but one vessel of importance in the Lake Superior trade, and against the advice of others they began the construction of a steamer for their own use. This vessel, the City of Superior, proved a complete success, but it was lost after a few trips. Nothing dismayed, the firm at once commenced another vessel, the Northern Light, which was in service for a long period.

On the death of Dr. Leonard Hanna, the firm was dissolved. Mr. Garretson withdrew and founded the house of H. Garretson & Co., on Water street, with a shipping house on the river. There he carried on business similar to that of the former establishment, having in time a line of fine steamers, running to the Lake Superior region. He was also agent for the Union Steamboat Company with vessels plying on Lake Erie, on which the mass copper was received from the Lake Superior region and reshipped to the East. He built up a very large business, which stood in the first rank at the close of the year 1867, in the amount of annual sales. In that year he sold out the business and organized the Cleveland Banking Company, which was opened for business, with Mr. Garretson as president, February 1, 1868, with a capital of $350,000. This became one of the most important financial institutions of the city. In 1869 the Cleveland Banking Company was merged in the Second National Bank, upon the reorganization of the latter. Mr. Garretson became cashier of the new institution, holding that position for five years, when he was elected president. He retained the latter office until his death, which occurred May 7, 1876. Mr. Garretson was interested in various enterprises during his long business career, and was one of the most prominent characters of his time in Cleveland. He took a keen interest in current events, and was patriotic and public spirited.

Mr. Garretson was twice married. He was first united with Miss Margaret K. Armstrong, whose death occurred in 1852. They had three children, of whom one son, Gen. George A. Garretson, is living. He is president of the National Bank of Commerce, which bank is the outgrowth of the old Second National Bank. Afterwards, Mr. Garretson was married to Mrs. Ellen M. Howe, by whom he had three children, a daughter, Ellen, now Mrs. J.H. Wade, being the only one living.

EDWARD F. W. GASKIN

Energy and enterprise, directed by sound judgment, make a combination which will command success in any line of life and the career of the subject of this sketch, a prominent resident of Buffalo, would indicate that he possesses these admirable qualities in full measure. As superintendent of the shipbuilding plants of two well-known corporations, the Union Dry Dock Company and the Union Steamboat Company, he has won an enviable reputation, and in his chosen line of work he may safely be said to have few equals and no superiors. His success reflects the more credit upon him because of the fact that he has gained it through his own merits, having begun at the very "foot of the ladder" as a journeyman ship carpenter, and the history of his gradual rise to positions of responsibility will, for the same reason, afford encouragement to many an ambitious youth in time to come.

A student of heredity might find in Mr. Gaskin's life an apt illustration of that theory, as his forefathers in both paternal and maternal lines were for generations interested in maritime matters as ship owners and builders. His ancestry is an honorable one, the Gaskins tracing their descent from the time of William the Conqueror. The late John F. Gaskin, our subject's father, was born in 1830, in the county of Kent, England, and became a successful shipwright, following that occupation throughout his life. He married Miss Sarah Hook, also a native of Kent, and in 1870 he brought his family to the United States, locating in Buffalo, where he was engaged in the shipyards of Gibson & Craig on the first iron boats built on the lakes. The children of John F. Gaskin and Sarah (Hook) Gaskin are as follows: Edward F. W. Gaskin (our subject); John R., of Buffalo; George (died in infancy); Alfred George (in the navy yards at Portsmouth, Va.); Walter Thomas, in Buffalo; Mary, married to Albert Clerry, of Portsmouth, Virginia.

Our subject first saw the light December 4, 1855, in London, England, where he remained until he reached the age of fifteen, his education being begun in the schools of that city. In 1870 he accompanied his parents to their new home in Buffalo, and while assisting his father in the shipyards he gained valuable practical knowledge of a line of work in which he is now regarded as an expert. Possessing an active intellect and worthy ambition, he was not content with an elementary education, and after coming to Buffalo he attended night school and took private lessons in the higher mathematics and mechanical drawing. Later he pursued a special course in bookkeeping, thus laying a foundation for the wide and accurate knowledge of business methods. He has always been fond of reading, being specially interested in mechanics, and he has kept well informed upon the various topics which attract current notice. At the age of sixteen he began to learn the machinist's trade with David Bell, of Buffalo, and after spending some time in this shop he found employment with different boatyards on the Erie Canal, at Buffalo, where he worked for about a year. In 1873 he entered upon a regular apprenticeship with the Union Dry Dock Company, the plant being then under the control of M. M. Drake, with Mr. John Lennon as foreman. During Mr. Gaskin's term of four years, the latter position was also held for a time by Mr. William Reed, and then by Mr. Frank Williams. At the completion of his apprenticeship, Mr. Gaskin worked for a few months as a journeyman, but his skill and ability had not escaped the attention of his employers, and he was soon promoted to the post of sub-foreman, although he was at that time only twenty-two years of age. In 1880 the company began to construct a plant for building steel or metal ships, and Mr. Gaskin spent a year as assistant with the engineer in charge. He then went into the draughting office, of which he was later appointed chief, and a year later he was made general foreman of the iron yard, still retaining his position in the draughting office. After two years he was appointed assistant superintendent of both the wood and iron yards, and in 1887, when Capt. M. M. Drake resigned, Mr. Gaskin continued in the same position under W. L. Babcock, as superintendent. In September, 1889, on the resignation of Mr. Babcock, our subject became superintendent of the whole plant, being then only thirty-four years of age, and he has ever since filled the position with marked ability and efficiency, the success of their enterprises being largely due to him. The company is the oldest of the kind on the lakes, and since Mr. Gaskin was made superintendent the plant has been thoroughly rebuilt and arranged with new buildings and new machinery of the most modern kind, until at present it is fully equipped for building and constructing vessels of the largest and most economical type. Under Mr. Gaskin's administration they have constructed many first-class vessels, including the Brazil, the S. C. Reynolds, the George J. Gould, the steamers Ramapo, Starrucca, Oswego and Chemung, Viking, and a large number of steel and wood tugs and passenger boats. They also built the yacht Enquirer, the fastest yacht on the lakes, and this was not only built under Mr. Gaskin's direction, but it was designed by him. At the present time the company is building two large dredges for use on salt water. In September, 1896, he was appointed superintendent of the Union Steamboat Company, and although most men would think the duties of one position sufficient, he looks after the interests of both companies satisfactorily.

In February, 1879, Mr. Gaskin was married to Miss Rosabelle McNeal, daughter of Rev. Benjamin McNeal, of Buffalo. He and his wife are active in social life, and he is identified with various clubs, among them the Buffalo, the Ellicott, and the Acacia Clubs. He attained the thirty-second degree in the Masonic order and is a member of the Washington Lodge, F. & A. M.; Keystone Chapter; Lake Erie Commandery, K. T.; Ismailia Temple, Nobles of the Mystic Shrine, and the Buffalo Consistory of the Ancient and Accepted Scottish Rite. He is also prominent in several societies composed of men who are interested in mechanical science, being a leading member of the Engineers Society of Western New York; the American Society of Mechanical Engineers, of which he became a member November 30, 1892, and the Society of Naval Architects and Marine Engineers, his membership in the later dating from May 10, 1893.

FRANK R. GEBHARD

Frank R. Gebhard, born September 24, 1856 at Buffalo, N.Y., received his education at parochial schools and at the Niagara University, Niagara Falls, N.Y. He did his first sailing in 1872 as porter on the propellers Cuba and Roanoke; in 1873 was boy before the mast the entire season on the brig N. M. Standard; in 1874 was able seaman of the schooners Schuylkill and Levi Rawson; in 1875 and 1876 was helmsman of the propeller Cuba; in 1877 was second mate of the propeller Java part of the season, and the balance as first mate of the propeller Alaska, of the Anchor line. In 1880 he was mate of the propellers Colorado and Roanoke, of the Commercial line; in 1881-82-83 and part of 1884 was master of the steamer Australasia, of Bay City. In 1885 he retired from sailing to engage in other business ashore, and was so occupied until 1890, since which time he has been occupied partly sailing and part of the time ashore, being mate during this time on several boats -- the Saginaw Valley, Tioga, Russia, and George Spencer. In 1881 he married Matilda Porcher; they have no issue.

LAWRENCE G. GEBHARD

Lawrence G. Gebhard, the present chief engineer of the Spaulding Machine Screw Company, on Kensington avenue, Buffalo, N.Y., is a son of Capt. Nicholas Gebhard, whose biography appears above.

Our subject was born at Buffalo, October 6, 1860, and received his education at the public schools and at Canissius College, Washington street, Buffalo. For a short period in his younger days he was employed as clerk in a grocery store, and then spent about five years learning the machinist's trade at the King Iron Works, Buffalo. For three months during the season of 1880 he was oiler on the steamer Boston. During the first two months of 1881 he was oiler on the steamer Montana, and finishing that season and the succeeding one as second engineer of the same steamer. His next position was that of second engineer of the steamer Milwaukee, on which he sailed for a couple of seasons. In the spring of 1885 he fitted on the steamer Colorado and was her chief engineer for that season. He was then second on the steamer Commodore for a season and a half, and remained ashore the next two years, being engaged in the grocery business. In 1889-1890 he was chief engineer of the Empire State, which later sank off Point Sauble, loaded with 875 tons of copper. During the seasons of 1892-1893 he was chief engineer of the steamers Milwaukee and Northern Light, respectively, and for about three months in 1894 he was employed as foreman in John Mahar's machine shop. >From there he went to the King Iron Works and remained until April 1895, when he became chief engineer for the Spaulding Machine Screw Company, a position he has held up to the present time. Mr. Gebhard has been a member of the M.E.B.A., No. 1, fifteen years, and was a charter member of Keystone Lodge No. 50, and National Association of Stationary Engineers.

Mr. Gebhard was married in Buffalo, January 17, 1884, to Cecelia Logel, and they have two children: Gertrude, now (1898) aged twelve years, and Edith aged eight years. The family residence is at No. 259 Riley street, Buffalo, New York.

CAPTAIN NICHOLAS GEBHARD

Captain Nicholas Gebhard (deceased) was one of the oldest, most skillful and successful navigators of the Great Lakes. He was the son of Lorenz and Catherine Gebhard, who emigrated to America from France in 1831, coming direct to Buffalo, of which city Lorenz Gebhard was the first street paver.

Nicholas Gebhard was born in Alsace-Lorraine in 1824. He began his life work as cabin boy at the age of ten years, in this country, with Captain Standard, with whom he remained one season, and then went in the same capacity with Captain Webster. Just previous to his embarkation on the lakes, however, he engaged in the sale of peanuts and oranges on the wharf at Buffalo. He was subsequently, during the early years of his career, second mate with Captain Baxter in 1848, and first mate three seasons with Captain Anderson during the years 1849-50-51. In 1852 he bought the schooner Congress of Ira Cobb, and was her master during that season. In 1853-54 he was master of the Charter Oak, following this service with two seasons in the propeller Sun, and one season in the propeller Niagara, as master also. From the Niagara he transferred to the Potomac, which he commanded three seasons, and for two seasons was master of the Badger State, and next went on the Nebraska, in which he owned an interest. In 1872 the propeller Cuba was built by Charles Ensign, and Captain Gebhard, who owned an interest in her, commanded her until his demise in 1885. In 1836 he was with Capt. Webster on Lake Superior, the vessel they were on being the property of the American Fur Company. In those days the crew wintered wherever they happened to be frozen in. There were no locks at the Sault St.(sic) Marie canal at that time, and the vessel alluded to was built at Port Huron, taken to Detour, carried overland on wagons beyond Sault St. Marie on the river, put together there and launched on Lake Superior.

The death of Captain Gebhard, which occurred at his residence on South Division street, Buffalo, on June 26, 1885, caused unusual sorrow in the circles where he was known, especially among the old-time friends and acquaintances connected with the lake traffic. About four weeks previous to the day of his death, when he arrived at Buffalo on the propeller Cuba, of which he was master, he complained of being ill. Despite the advice of physicians and friends he remained at his post, but on the trip was hardly able to be about and attend to his duties. When the propeller reached her destination he was taken home a very sick man, and paralysis, setting in a couple of days later, soon brought him to the end of his earthly career. Captain Gebhard had frequently remarked that he would never leave the Cuba until he was carried off, and it so happened. He was thoroughly devoted to his calling, which, by native ability, good judgment and industry, he had made a successful one. Always of an enthusiastic disposition and good-natured, he readily made friends of those he was brought into contact with, and in the dullest, hardest tmes he was always cheerful and hopeful. He was a man of the strictest integrity, and was never known to impose on any one in the slightest degree. Should any of the large number who served under him be disposed to give their estimation of him, it could only be to say that he was a competent master and careful sailor.

Captain Gebhard was in his sixty-second year at the time of his death. He left a widow, Mrs. Caroline (Ottene) Gebhard, to whom he was married at Buffalo in 1848. A brief record of their children, all of whom were born in Buffalo, is as follows: George Gebhard, born October 28, 1848, married Delia Wayland, of Rochester, N.Y., and by her had four children, named respectively - Edwin, Bertha, Minnie and Albert. Caroline Gebhard, born September 18, 1850, married William J. Miller, a grocer; they have one child - Wilbert. Catherine Gebhard, born September 20, 1852, married George W. Richert, an agent; their children are named as follows: Leo George, Beatrice Eugene, Edwina and George W, Frank R. Gebhard, a sketch of whom follows. Lawrence G. Gebhard, a sketch of whom follows. Edward Gebhard, born September 5, 1862, is unmarried. William A. Gebhard, a restaurant keeper, born March 3, 1866, married Elizabeth Kibler; their children are Genevieve and William.

WILLIAM GEISLER

William Geisler, a young engineer of good report who has passed the greater part of his marine life on southern rivers and bayous, came to the lakes in 1897, with Capt. C. W. Moore, of Saugatuck, Mich. He is the son of William A. and Matilda Geisler, and was born October 16, 1871, in the city of Berwick, La., where he acquired his public school education. In the spring of 1887 he shipped as fireman on the steamer Louisa Storm, plying between Berwick and Morgan City, on Vermilion Bay, holding that berth two years. After passing a year before the mast on the schooner Lydia, trading to Galveston, Texas, he returned to steamboat life, serving on the stern-wheel steamers Lone Star, Bernie Holmes and Oscar G., until 1894, when he took out marine engineer's license at New Orleans and was appointed to the Millie L., a former lake craft, then plying on the Atchafalia river between Morgan City and Catawaba, La. He retained that berth two years, and in 1896 became engineer of the tug Leah, which he ran until she foundered, the following season. In June, 1898, Mr. Geisler came to Saugatuck, Mich., and was made second engineer of the new steamer J. S. Crouse, plying in the fruit trade between Saugatuck, Douglas and Milwaukee. He has four issues of marine engineer's license.

Mr. Geisler makes his home with his mother, who is still living in Berwick, La. His father died when he was seven years of age.

CAPTAIN VINCENT GERARD

Captain Vincent Gerard, a master mariner whose first experience on the Great Lakes dates back to 1850, was born March 30, 1838, in Detroit, Mich., to which city his parents, Alexander and Mary (Sweeney) Gerard, removed in about 1835. They were both natives of Montreal, Canada, and the father was of French descent. Alexander Gerard, who was an old-time sailor, owned the sloop Salina, on which Vincent sailed two years as boy with his father and uncle until the vessel was wrecked. He then sailed in sand scows until 1856, when he shipped before the mast in the schooner Kenosha, closing that season in the George Steel with Capt. C. Barker. In the spring of 1857 Captain Gerard joined the scow Hannah Salina, going with her to Chicago, where she was sold, and having been made master of her by the new owner he sailed her until the close of 1858. After a year as mate on a vessel he was appointed master of the Northern Light, plying as a steam ferry between Hancock and Houghton, and later sailed in various vessels in different capacities until 1870, when he was appointed mate in the tug Stranger. In 1871 he was mate of the tug Satellite; in 1872, mate of the lake tug Champion; in 1873, mate of the I.U. Masters; and in 1874, master of the tug Resolute, the following two seasons serving as mate of the Douglas and Uranus, respectively. In 1877 he joined the steamer Inter Ocean as mate, and the next year was appointed master of the J.W. Bennett, sailing her two seasons, after which he became master of the Nat Stickney. In 1881 he was mate of the steamer Middlesex; 1882-83, mate and pilot of the steamer Michigan; 1884, mate and pilot of the steamer Missouri; 1885, mate of the J.P. Donaldson; 1886, mate and pilot of the Passaic; and the following seasons master of the Carkin, Stickney and Cram.

In the spring of 1889 Captain Gerard entered the employ of the Bay City Dredge Company, with which he remained seven years, during that time acting as master of the tugs Edgar Haight, G.R. Hand and Fashion. In 1896 he went to Copper Harbor and took command of the tug Silver Spray. His next boat was the lake tug Gladiator, of which he was mate and pilot three months, after which he took the tug G.R. Hand to Tawas and operated her out of that port. In the spring of 1898 he came out as master of the tug Fashion, transferring, however, as pilot to the tug Industry, of which C.J. King is master. With her he went to Duluth, where she engaged in towing the vessels of James Davidson, who owns her. Captain Gerard has twenty-eight issues of master's papers, covering all the lakes from Ogdensburg to Chicago and Duluth. He has been instrumental in saving several lives, on one occasion jumping overboard in the Saginaw river to rescue a boy, and again in the Detroit river, below Mamajuda light. While master of the Salina he picked up the crew of a water-logged vessel in Lake Michigan, twenty-five miles from Chicago.

Captain Gerard was first married in August, 1861, to Miss Nettie Cowles, daughter of John Cowles, of Batavia, N.Y., and after her death he was married, on August 10, 1886, to Miss Mary Lenzal, daughter of Constant Lenzal, of New Baltimore, Mich. The family residence is at No. 301 Mosher street, West Bay City, Mich. Socially the Captain is a member of the Ancient Order of United Workmen and of the United States Benevolent Association.

WILLIAM J. GERVIN

William J. Gervin was born near Perth, county of Lanark, Ontario, March 18, 1849. His father was William Gervin, and his mother before marriage was Elizabeth Brooks. He had one brother, George Gervin, and in 1860, his parents having previously died, he went to Syracuse, N. Y., to live with his uncle, Thomas Gervin. He learned the trade of machinist, and in 1870 shipped as engineer of the tug Gates, of Oswego. For the next three years he was second engineer on the Northern Transportation Company's steamers Granite State, Young American and Cleveland.

He went to Detroit in March, 1874, and put in that and the next two seasons on the Winona as assistant engineer. For the next three years he was chief engineer of the Gazelle, and then worked one season as chief engineer of the Riversides, next becoming chief engineer of the Rhoda Stewart, on which he remained three seasons. Then he ran the engines of the Saginaw Valley for two seasons, and for the following two seasons he went on the Minneapolis as engineer. In 1887 he took charge of the engine room of the Smith Moore, and was with her that season and the next until she sank July 13, back of Grand island in Lake Superior. He then went out as chief of the Waldo Avery, and finished the season on her. For the next six years he was chief engineer of the Frank L. Vance, after which he transferred his services to the steamship Globe. >From July 11 to December 24, 1897, he was chief engineer on the steamer Crescent City, and in 1898 was chief engineer of the steamer Henry Cort of the Bessemer Steamship Company.

On December 17, 1872, Mr. Gervin was married to Elizabeth Mills, a daughter of Richard Mills, of Ogdensburg, N. Y., and has one child, William F. Gervin.

A. C. GETCHELL

A.C. Getchell, whose death occurred November 7, 1888, is still fresh in the minds of many of his friends and associates, in Cleveland, and was one of the pioneer residents of that city and one of her most public spirited citizens. Into the vast fabric of the past enters the individuality, the effort, the accomplishment of each man, be his station most lowly or one of power and intellect, and within its textile folds may be traced the lines of each characteristic, be it one that lends the sheen of honest worth and honest endeavor, or one that is dark and eccentric, finding its way through warp and woof, marrying the composite symmetry by its baleful threads, ever in evidence of a shadowed and unprolific life, or winning forth by congenial companionship, joy and hope. Into the great aggregate of the past each individuality is merged, and yet the memory of each is never lost, especially if the scope of its influence is wide-spreading and grateful, and it is a pleasure in this memoir to follow up such a life history, seeking ever to do justice to a good and generous man.

Mr. Getchell was born in Waterville, Maine, March 8, 1818. His father dying when he was but twelve years old, he left home and went to Boston, Mass., where he shipped as a cabin boy on a merchant vessel trading to European ports, England, India, China, Japan, and across the Pacific ocean to the west coast of America, returning to Boston by way of Cape Horn. This and other voyages occupied about eight years of his early life, and it is safe to say here that young Getchell visited, in his humble capacity of cabin boy and seaman, more points of interest than even many a well-traveled person sees. On his return to Boston he went into a shop as an apprentice to the machinist's trade, in which he became unusually proficient, and on this was founded the avocation of his successful after-life. Upon completing his trade he went to Bangor, Maine, where he found employment. In 1848 he met Miss Caroline E. Norton, and they were united in marriage that year, shortly afterward removing to Portland, Maine, where he shipped as engineer on a coasting steamer, plying between that port and Boston and touching at intermediate ports, retaining this position one year. He then stopped ashore and engaged as engineer of a locomotive on the Atlantic & St. Lawrence railroad, and after some experience on the road he resigned this position and entered the machine shop of the same company, in order that he might acquaint himself more thoroughly with the mechanism and working of the locomotive engine, which was a comparatively new piece of machinery in those days.

In 1852 Mr. Getchell went west as master mechanic in charge of locomotives consigned to a company then laying down a new railroad in Kentucky, and after putting these engines in proper running order he accepted the position of master mechanic of the Cincinnati, Hamilton & Dayton road. He continued in this incumbency until the spring of 1854, when he removed to Cleveland, Ohio, and accepted the position as engineer on the Cleveland & Pittsburgh railroad, with which he remained nearly four years, subsequently engaging for several years with the Lake Shore railroad. He then turned his attention to stationary engineering, and was soon afterward appointed chief boiler inspector for the Hartford Steam Boiler Inspection & Insurance Co., operating out of Cleveland, which position he held up to the time of his death on September 7, 1888. He was a man of recognized intellectual power, wrote many able papers treating on engineering subjects, and was eminently qualified for the responsible positions he occupied.

Mr. Getchell left a widow, a lady of rare intellectual attainments, and two children - A. William, who now occupies the position which his father's death left vacant, and Carrie Augusta, the wife of Quincy Miller, the superintendent of the Cleveland Ship Building Company's boiler shops. The family residence is on Franklin avenue, Cleveland, Ohio.

A. W. GETCHELL

A.W. Getchell, is the son of A. C. and Caroline Getchell, and was born in 1850, at Portland, Maine, in 1852 removing with his parents to Cleveland, Ohio, where he attended the public schools. At the end of his school years he entered the Lake Shore railroad shops to finish the machinist's trade, remaining one year, and he next turned his attention to stationary engines, running both high and low pressure engines for a number of years. In 1876 he commenced sailing as second engineer on the steamer H. B. Tuttle for one season, and the following spring he shipped as chief engineer on the wrecking boat J. K. White, operating out of Grand Island, following this by a season on the steamer Cormorant as second engineer. In the spring of 1879 Mr. Getchell was appointed chief engineer on the steamer City of Concord, plying between Chicago and Ogdensburg, and continued in that employ three years, after which he stopped ashore and entered the employ of the Hartford Steam Boiler Inspection & Insurance Company, as inspector and consulting engineer; he still retains that position.

Mr. Getchell has occupied his leisure hours in experimenting with machinery, and being a thorough mechanic and possessed of a fund of inventive genius, he has produced some novel, and at the same time practical, mechanism, on which he has secured letters patent. Among others we may mention an improved tumbling barrel, a new design of the hull of a steamboat, and a spiral screw steamboat designed for high speed and light traffic. This invention relates more especially to buoyant screw propellers for water craft, and consists of buoyant screws constructed to float and bear the body of the craft above the surface of the water. The object of the invention is to provide against the displacement of water, common to all water craft, by providing buoyant screws, which take the place of the hull and are practically the hull of the boat - the screw being of proportionately large dimensions, capable of supporting a good sized vessel-like superstructure above the water - and which may be rapidly rotated for propulsion on the water, speedily carrying the boat or vessel with the least amount of resistance in and by the water, the screws working in same in like manner to screws in their nuts. In ordinary steam and sailing vessels the displacement of water becomes a strong resistance to their propulsion, and requires great power to overcome, consequently retarding their progress, whereas, in this device, the only displacement is by the screws, and in rotating them in the water the resistance is available for carrying them forward instead of retarding them, for the rotation of the screws tends to move them forward. The screws also roll over very easily in the water, like the rolling of logs. The bearing down on one side of the axis of the screw is aided by the tendency of the other side to be lifted by the water, so that a minimum of power will serve to turn them. The buoyancy relied upon in this device is contained in the spiral blades of the screws, and not in air chambers or in the hollow or tubular shafts, as the shafts are entirely open so that the water may pass through them, and thus prevent the least resistance to the passage of the screws through the water. The main deck of the boat, or the superstructure, is carried along almost entirely above water, and may be for either freight or passengers. Beneath the main deck no hull is provided, but in substitution therefore are constructed and applied floating buoyant screws, which support and carry said superstructure above the surface of the water. These buoyant screws are attached one to each side of the vessel and run the entire length, from stem to stern, thus holding the upper deck as steady in the cradle as a railroad locomotive in the roadbed.

Mr. Getchell was united in marriage on December 5, 1883, to Miss Rosa L. Maxon, of Cleveland, and to them have been born two children; Theodore W. and Kate R. The family residence is on Franklin Avenue, Cleveland.

GEORGE GIBSON

George Gibson, son of Jacob and Katharine (Peters) Gibson, of Bergen, Norway, was born at that place on September 8, 1859. After attending school there, he began, at the age of fourteen, a seafaring life, which he has followed ever since. His cruising has been on both salt and fresh waters, and has carried him all over the globe. Mr. Gibson's first berth was as deck boy on the ship Amelia, of his native place and after remaining on her for over two years he engaged as ordinary seaman aboard the bark Alida, being on her nine months. Following this he served four months in the same capacity on the bark Eugenia, which he left on her arrival in New York. This was in 1877. He now went for nine months as able seaman on the American bark Peter, plying between New York, Richmond (Va.) and the Rio Grande, leaving her at Boston to go on the ship Brown Brothers, on which he made a trip as able seaman for Boston to San Francisco, the voyage covering a period of 163 days. At the latter port he engaged as able seaman on the Pactoles, which made a fast trip of 118 days to Mexico and Liverpool, England, where he left her, shipping on the Guisan to New York City. There he embarked on the steamship Hedgie, on which he remained eleven months, going to the islands of Jamaica and Porto Rico and back to New York.

At this time Mr. Gibson began shipping on the lakes, engaging as man before the mast on the schooner Queen City, on which he was engaged for two seasons, the last five months acting as her second mate. He was next on the schooners Stampede and Nellie Wellington, and during the winter of those two seasons went to New York and shipped to the West Indies on the Ella M. Watch, and to Kingston and Jamaica on the John C. Gregory. In 1884 he went on the Anchor line boats, commencing as wheelsman on the Conestoga and serving in that capacity for two seasons; the first three months of the ensuing season he was on the Susquehanna as wheelsman, finishing on the India, in the same berth. In 1887, the following season, he was second mate of the Gordon Campbell, and back to the India as second mate in 1888, the next season becoming her mate. In 1890 he was given mate's berth on the Juniata, serving in all six seasons with the Anchor line. For the seasons of 1891-92 he was mate of the John M. Nicol, of the Crescent line, of Detroit, and then of the Northern King for two months, the E. P. Wilbur two trips and the H. E. Packer for the balance of the season. Later he was mate of the John V. Moran, of the Union Transit line, and for the season of 1897 served with the Lehigh line.

Mr. Gibson was married at Buffalo in January, 1896, to Miss Katherine Jansen, of Denmark, and they have one child, Annie Katrina. They reside at No. 9 Sylvan street, Buffalo, N. Y. Fraternally Mr. Gibson is a member of the Northern Star Lodge, I. O. O. F., and the American Association of Masters & Pilots, belonging to Local Harbor No. 41.

CAPTAIN JAMES GIBSON

Captain James Gibson, the well known vessel master, was born at Port Williams, in the south of Scotland, May 1, 1834, and there he attended a parish school. He came of a family noted in marine circles, being a distant relative of Sir John Ross, the Arctic explorer. His father, Peter Gibson, was the owner of several coasting and fishing vessels in Scotland. All the male members of the family were mariners, his brother Robert for many years commanding one of the mail steamers running from Liverpool to the Isle of Man. His brother William is harbor-master at Port William, Scotland.

Captain Gibson located at Cleveland in 1853, and assisted in the survey of part of the head of Lake Erie, under Captain Stansbury. In the winter of 1853-54 he helped to build the railroad across Sandusky bay, and in the latter season he shipped as wheelsman on the Queen of the Lakes under Captain Smith, and served in that capacity until the fall, when he was made second mate, which berth he filled until the close of the season of 1855. In 1856 he was second mate of the Potomac, and in 1857 was mate of the schooner George D. Dowsman, of Cleveland, afterward an ocean vessel. In 1858 he was second mate of the Kenosha until she was laid up, remaining aboard, however, as shipkeeper, and receiving $15 per month for his services. That fall he was mate of the Forest Queen with Captain Fields. In 1859 he was second mate of the Susquehanna; in 1860, mate of the Eliza Logan, except the latter part of the season, when he was mate of the old propeller Buffalo. In 1861 he became mate of the propeller Mohawk, with Captain Pheatt, and remained on her three seasons.

In 1864 Captain Gibson first became master. The fore part of that season he was on the Neptune, of the Western Transportation Company, and on the Acme the latter part. Beginning with 1865 he commanded the Mohawk five consecutive seasons. It was during the summer of 1865 that the steamer Meteor collided with the Pewabic near Thunder bay, drowning about 150 people. The Mohawk was at the scene of disaster shortly after its occurrence, and Captain Gibson took on board the Mohawk about one hundred people, and also the remains of Mrs. Weller, of Lexington, Ky., and carried them to Detroit. J.T, Whitting, of Detroit, presented to Captain Gibson one of the Pewabic's life preservers that had been on one of the saved persons. In 1870 Captain Gibson was transferred to the propeller Fountain City, and sailed her thirteen consecutive seasons, at the conclusion of which period he was transferred to the Idaho, and Capt. Donald Gillies, his son-in-law, filled the vacated berth. For three years, commencing with 1884, he held the position of inspector of hulls for the Ninth district. In 1887 he was master of the Saginaw Valley, and in 1888 of the Lackawanna. The following year he took command of the propeller America, built by the Drake Syndicate, and sailed her for seven seasons. During 1896 he was master of the steamer Brazil, and in 1897 of the steamer Chili. The Captain is the seventy-third member of the Ship Masters Association.

At Fond du Lac, Wis., June 27, 1857, Captain Gibson was married to Miss Lydia M. Stephens, of Schoharie county, N.Y. Her father, Perry C. Stephens, was a veteran of the war of 1812, and her grandfathers were soldiers of the Revolutionary war. The Captain and his wife have four children living: Mary E., wife of Capt. Donald Gillies, of the lake service; Susan Pheatt, wife of Elmer E. Summey, of Buffalo; J. Robert, master of the steamer America; and Isabella A., wife of Lawrence H. Gardner, of East Aurora, N.Y. The residence of the Captain is at No. 692 Prospect street, Buffalo, New York.

JOHN GIBSON

John Gibson, second engineer of the steamer Norwalk, was born in St. Clair county, Mich., in 1866, the son of James Gibson, a successful farmer. He attended school in the vicinity of his early home and was employed on his father's farm until 1892, meanwhile paying considerable attention to steam engineering and having charge of a threshing outfit during the fall for four years. He commenced sailing in 1893, shipping as fireman on the George T. Hope, and held a similar position on the steamer Merida during 1894, in 1895 serving as fireman and later as oiler on the same vessel. He became second engineer of the Norwalk in 1896, thus making unusually rapid advancement in his line of work. His brother, Albert Gibson, is fireman in the Merida.

CAPTAIN ABNER G. GILBERT

Captain Abner G. Gilbert is a son of George Gilbert, who was born in Buffalo in 1835. He was a fisherman and sailor all his life, and for the last three years was lighthouse-keeper on the Horse Shoe Reef, outside of Buffalo harbor on the Canadian side. He died in 1873.

Captain Gilbert was born in Buffalo in 1857. Leaving school at the age of fifteen, he began life as a fireman, which occupation he followed about three years. Previous to that, however, and during his school days he ferried on Buffalo creek at odd times, for about four years. At the age of eighteen, in the spring of 1876, he accepted employment on the lighthouse supply boat Haze, in which he was retained about twelve years, the last four holding mate's berth. In 1888 he was made master of the screw steamer Vision, and, for the three succeeding seasons, of the steamer Pilgrim, both of which plied to all the resorts in the vicinity of Buffalo, including those on Niagara river. In 1891 he was given charge of the overseeing of the building of the twin-screw steamer Puritan, and was her master for that and the two succeeding seasons. Following that employment he was engaged for three years as master of tugs for Carroll Brothers, hauling sand and limestone from Canada for the Buffalo Furnace Company. Captain Gilbert was a charter member of the local Harbor No. 41, of the American Association of Masters and Pilots of Steam Vessels. He is a single man, and resides with his mother, Mrs. Mary C. Gilbert, at No. 271 Front Avenue. His brother, Charles H. Gilbert, has for about eight years been on sail vessels and master of tugs in Buffalo harbor. Another brother, Thomas A. Gilbert, is a resident of Buffalo, and assistant engineer of the steamer Haze, above mentioned. Nellie, a sister, is the wife of Frederick Smith, a marble worker by trade. His youngest sister is unmarried, and resides at No. 271 Front avenue, Buffalo, New York.

J. H. GILBO

J.H. GILBO, is one of the prominent and well-known engineers of Chicago, and is a through mechanic, having had an extended and varied experience as an engineer both on the lakes and on shore. He was born in Cape Vincent, N. Y., December 16, 1842, and received the advantages of a common-school education. He learned the machinist's trade at Ogdensburg and at Cleveland, and was early attracted to the lakes, when a boy sailing on schooners. Before he became regularly identified with the lakes, however, he had gained experience as a stationary engineer. Mr. Gilbo began sailing in 1865, shipping from Ogdensburg on the propeller Cleveland, plying between Ogdensburg and Chicago, and remained on this boat eight seasons, subsequently becoming engineer of the Milwaukee, the passenger steamer Nashua and the Milwaukee until 1877. In that year he removed from Ogdensburg to Bay City, Mich., and for two seasons was engineer on tugs for Mitchell & Co. Mr. Gilbo varied his mechanical experience by becoming a stationary engineer, and then returned to the lakes as assistant engineer of the S. D. Caldwell, in which position he remained four months.

In 1880 he came to Chicago, and was for a time engaged as an engineer on the West side. In 1882 he fitted and brought out the George T. Burroughs, remaining on her until August of that year, finishing the season as engineer of the Granite State. For three years thereafter Mr. Gilbo was engineer of the C. P. Kimball Carriage Factory, on Wabash avenue, but in 1886 returned to the lakes, becoming assistant engineer of the Chauncey Hurlburt for one season; for a short time he took charge of a building in Chicago, and subsequently became chief engineer of the steambarge Fayette, and filled the same responsible position successively on the Ida M. Torrent, the Waverly and the Fayette Brown, of Detroit. Laying up the last named propeller, he was chosen engineer of the Olympia, of Cleveland, for a part of the ensuing season, and was next assistant engineer of the Pontiac. Receiving the appointment of chief engineer of the Superior, he was successively on that vessel, the E. B. Hale, the Hesper, the Morris P. Graves, and during the season of 1898 on the Pasadena, of the same line. Throughout his long and responsible career Mr. Gilbo has been a careful and efficent officer, and has acquired a valuable and extended experience that is equaled by that of few lakemen. He is calm in manner, never disturbed by trifles, and is, withal, decisive when prompt action is required.

SAMUEL R. GILL

Samuel R. Gill, who was steward of the North Land, of the Northern Steamship line, during the season of 1896, was born at Pembroke, Ont., in 1868, and attended school there, finishing his literary education when about fifteen years of age. His first experience in connection with the lake commerce was as newsboy on the steamer Athabaska in 1886. Previous to that time he was in the employ of the Canadian Pacific railway, and was changed to the Athabaska when that railroad established the route from Owen Sound to Port Arthur. The following season Mr. Gill was a waiter on the Alverta of the same line, and in 1888 was head waiter on the steamer United Empire, belonging to the Beatty line that ran between Sarnia and Duluth.

In 1889 Mr. Gill removed to Buffalo, and that fall became a waiter in the Swan street café, where he engaged for a year. During the two seasons of 1890-91 he was head waiter on the Empire State, of the Western Transportation Company's line, in 1892 was employed as barkeeper at the White Elephant saloon, and in 1893 held the same position at the old Arcade. For the season of 1894 he was steward on the Badger State, of the Western Transit line; for that of 1895 barkeeper of the passenger steamer North West, and for the season of 1896 steward of the North Land. Mr. Gill is a very competent man in his chosen line, and will doubtless follow the lakes for many seasons.

Our subject was married in 1894 to Emma Gregory, of St. Catharine's, daughter of Captain Gregory, who died in February, 1895. They have one child, Irene. They make their home at No. 78 West Chippewa street, Buffalo.

W. C. D. GILLESPIE

W.C.D. Gillespie, who is quite popular in marine circles, as well as with all who have had the pleasure of his acquaintance, is now chief engineer of the Rookery building, Chicago, having held that responsible position since 1886; but previous to that time he had spent the greater part of his life upon the lakes as an engineer. Mr. Gillespie was born in New Orleans, La., in 1844, a son of George W. and Mary E. (Copeland) Gillespie, the former of native of New York and the latter of the West Indies and of English descent. At the age of sixteen years, the father went South, and for some time engaged in steamboating on the Mississippi river, running from St. Louis to New Orleans, the first season as second clerk, and later as clerk. He also became part owner of boats on the lower Mississippi but in 1850 sold his interests in the South and removed to Buffalo, from which port he sailed on the Great Lakes for many years, being on the Saginaw, Bucephalus, Westmoreland, Buffalo, Antelope and Globe. He was on the last named when she was blown up in Chicago. He sailed on the lakes from 1850 to 1888, with the exception of five years when he served as street commissioner at Buffalo. In 1889, he removed to Chicago where his death occurred January 20, 1898. His wife had died in the same city in October, 1892.

The subject of this sketch was reared and educated in Buffalo, and at the age of fourteen years, entered the Old Eagle Iron Works of that city, serving a four years' apprenticeship at the machinist's trade. In 1862 he manifested his love of country by enlisting at Buffalo, in Company H, One Hundred and Sixteenth New York Volunteer Infantry, for three years or during the war, and was mustered in at that place, his regiment being assigned to the Nineteenth Army Corps, Army of Louisiana and Texas. He participated in the battles of Stone Plain, Port Hudson, and Jacksonville, La., and in the Red River and Texas campaigns, also for the last six months at the siege of Petersburg, Va. The war being over and his services no longer needed, he was honorably discharged at Buffalo, in 1865.

In spring of 1866, Mr. Gillespie began steamboating on the lakes, sailing out of Buffalo as engineer on the tug Daisy Lee, bound for Racine, Wis., remaining on her for one season. She was wrecked off North Point, Racine, Wis., December 7, 1868, during a heavy snowstorm and the crew in order to same themselves were obliged to swim ashore. In 1867 he fitted out the tug Margaret at Buffalo; was on her as engineer for three seasons, and in 1870 sailed her as captain, being engaged in the wrecking business along the shore of Lake Michigan. Remaining ashore in 1871, he spent three years as superintendent for the Comstock & Simpson Lumber Co., at Oconto, Wis., and for two years was financially interested in the company. In 1874 he came to Chicago, and that year and the year following was engineer on the tug Burton at that port. During a part of the season of 1876 he was on the tug Crawford, at Chicago, but in the fall of that year entered the employ of the Union Steamboat Company, as engineer of the steamer Gould. He remained with that company for twelve years, during which time he was engineer on the Gould, Canisteo, Blanchard and Portage, of their steamship line. With the exception of the Canisteo, which was wrecked off Waugochance (Mr. Gillespie still her engineer) at two o'clock in the morning of October 20, 1880, the other boats are still in commission.

In 1885 he was made assistant superintendent of the Baker & Smith Steam Heating Co., but the following year accepted his present position as chief engineer of the Rookery building. In 1874 he was one of the promoters and organizers of the old M. E. B. A., No. 4, of Chicago; and he is also a prominent member of the Masonic fraternity, having assisted in the organization of all branches of that order at Auburn Park. He belongs to Auburn Park Lodge No. 789, F. & A.M., of which he has been master; Auburn Park Chapter No. 201, R. A. M., being honored with the office of high priest; Englewood Commandery No. 59, K. T.; Medinah Temple No. 1; and Auburn Park Chapter No. 167; Order of the Eastern Star, of which he has been patron.

In 1868, at Racine, Wis., Mr. Gillespie was married to Miss Amelia Yout, a daughter of Simeon C. Yout, one of the early pioneers of that city, who gave his attention to the insurance business. Two children were born of this union, only one of whom is living: George H. The family residence is at No. 107 Gale avenue, River Forest, Illinois.

CAPTAIN JOHN GILLIS

Captain John Gillis, a devoted follower of the sea, has from an early age been actively engaged in marine pursuits, and is widely and favorably known among those of his own calling. He is a native of Inverness-shire, Scotland, and was but a year old when the family removed to America, locating in Middlesex, Ontario, where he attended school until his fifteenth year, when he went to Detroit.

At that time his great desire to become a sailor was gratified, and he went upon the King Sister as seaman, having previously spent some time on a small schooner. The next season he was on the Zach Chandler as mate, and the next fifteen years filled the same position on the Erastus Corning, the Lizzie Law, and others. For a time he was second mate on the Peerless, and later served as mate on the same vessel for ten years. His next change made him mate of the City of Fremont, and subsequently he was mate and pilot of the City of Duluth.

After two seasons spent with the Western line as mate, Captain Gillis came on shore, and devoted some time to the occupation of farming, but marine life had a greater charm for him, and to it he returned, going in command of boats owned by the American Steel Barge Company. After four years in the employ of this company he was made captain of the Sir Joseph Whitworth, in 1896, and is still master of that vessel. His had been a fortunate career, and one that has gained for him the greatest respect and confidence of his employers.

In December, 1879, Captain Gillis married Miss Katherine McDonald, by whom he has four children: Sarah, Hugh, Hannah Mary, and Cassie, all of whom are at school.

CAPTAIN GEORGE D. GILLSON

Captain George D. Gillson, treasurer of the Associated Boat Owners, was born in Carbondale, Lucerne (now Lackawanna) Co., Penn., August 19, 1844. He is the son of Joseph and Sarah Jane (Elston) Gillson, the latter of whom was a daughter of David and Hannah (Doyle) Elston, of Unionville, Orange Co., N.Y. Joseph Gillson was a farmer and lived near Carbondale, Penn., eight years, thence moving to Athens, Bradford Co., Penn., where he passed the remainder of his life, dying in 1880. Joseph and Sarah Jane Gillson were the parents of the following named children: Harriet, born in 1836, married Justin Morley, of Athens, Penn., and died at the age of twenty-five years; Amelia Ann, born in 1840, married Edward Quick, of Middletown, Orange Co., N.Y., and had one child, who died in 1879; George D.; Lois Jane and Jesse N, (twins), born in 1848, the former of whom married Frank Coy, of Brockport, N.Y. (and had one child, which died when one year old), while Jesse N. wedded Susie Mosher, of Brockport, N.Y., and had one child, who died at the age of five years; Henrietta, born in 1851, died unmarried, when about thirty years old, and Joseph, who died in infancy in 1858.

George David Gillson lived at home until seventeen years of age, attending school and working on the farm. He then entered the quartermaster's department of the army of the Union, at Louisville, Ky., and thence went to Nashville after Sherman took Atlanta. Mr. Gillson returned north with his department of the army to Chattanooga and to Nashville, Tenn., where he was discharged in August, 1865. The war being over he returned to his home, and went onto the Erie canal with one boat of his own, to which he soon added another, managing one and hiring a captain and men for the other. Being successful in this business he gradually increased the number of his boats until 1880, when he owned thirteen. In 1886 he bought a steamer for the canal and subsequently another, and at the present time he owns two canal steamboats, one, the Smith, Davis & Co., and the other the Fred M. Lawrence, with four consorts, two for each steamboat. The Fred M. Lawrence has a capacity of 3,300 bushels of wheat, and the Smith, Davis & Co., a capacity of 6,000 bushels, while the consorts each have a capacity of 8,200 bushels. The Smith, Davis & Co., was the first steamboat that ran three consorts on the canal, is one of the sharp-stern boats, now the recognized form of steam canal boats, and can make the trip through the canal in seven days. The Fred M. Lawrence can handle five consorts and make the same speed.

Captain Gillson was one of the organizers of the Associated Boat Owners, organized for transportation and controlling rates, and he was one of the committee of five that fixed the rates and was treasurer of the association since it organization in September, 1895, until its dissolution, January 1, 1898, since which time all members of the association have been running wide pennant. He is also insurance inspector and adjuster for the Reliance Marine Insurance Company, of Liverpool, England, having been appointed in the spring of 1896. Fraternally, he is a Mason; he is an attendant of the Cedar Street Baptist Church, and in politics is independent, voting for the principles and the men he thinks best suited to the times. He voted for Cleveland in 1892 and for McKinley in 1896.

On January 1, 1868, Captain Gillson was married at Meshoppen, Wyoming Co., Penn., to Miss Jennie P. Ingham, and to this marriage have come the following named children: (1) Joseph D., born February 12, 1869, married Lillian H. Gerlach on October 30, 1888; she died October 12, 1889, and in 1893 he married Miss Hilda Johnson, (2) Kittie J., born July 26, 1871, married Lyman D. Priot, of Buffalo, and has one child. (3) Georgie May, born April 28, 1884, died at the age of eight years. (4) Pearly Ethel was born October 12, 1887. (5) Frankie H. died in infancy. (6) Freddie H. died in infancy. (7) Herold Ray was born January 17, 1891. Captain Gillson and family live at No. 244 North Division street, Buffalo, New York.

Mrs. Gillson is a daughter of Henry and Catherine (Washborn) Ingham, the father born 1812 at Manchester, England, whence he came to this country at the age of sixteen. He was a contractor of public works, and spent the last twenty years of his life in Buffalo, dying there in 1891. He and his wife had four children: Smith W., Stephen T., Henry B. and Jennie P. During the Civil war the three brothers raised a company of Pennsylvania volunteers; Smith W. receiving the rank of major and Stephen T. being made lieutenant and baggage master. Henry B. was wounded and died from the effects of his wounds. Maj. S.W. Ingham now makes his home in San Diego, Cal., while Stephen T. is United States pension agent and lives at Nicholson, Pennsylvania.

CAPTAIN PETER J. GIRARD

Captain Peter J. Girard, who lost his life with the sinking of the Ironton off Presque Isle, in Lake Huron, September 26, 1894, was born in Amherstburg, Canada, October 7, 1854, and commenced his seafaring life at the age of fifteen years, sailing constantly, with the exception of three years, until his death.

Among other vessels on which he saw service were the Escanaba, H.P. Baldwin, Wagstaff and the Mineral State. For five years previous to his death he was master of a vessel. He was an honored member of the Ship Masters Association, and was highly esteemed by his associates in the lake marine.

On August 21, 1885, the Captain was married to Miss Susan McDonaugh, of Cleveland, a daughter of James and Mary McDonaugh, natives of County Mayo, Ireland.

CAPTAIN COS. A. GIROUX

Captain Cos. A. Giroux was born in Woodstock, Ontario, December 4, 1856, a son of Raphael and Ann (O’Neil) Giroux, and a grandson of Garnesnette and Eliza (Paquette) Giroux. The grandparents were natives of the Province of Loraine, France, and on coming to Canada settled at Riviere du Loup, on the St. Lawrence River, where the Captain’s father was born; his mother was a native of New Brunswick. The parents removed to Woodstock, Ontario, after their marriage, and later to Port Huron, Mich. After attending school a number of years Cos. A. Giroux was apprenticed to a company engaged in the fishing business, and was first employed in knitting and repairing nets, later going out with the boats to the fishing grounds, and after six years he became a thoroughly practical fisherman. In the spring of 1875 he shipped as lineman on the tug Wesley Hawkins, engaged in towing logs on the Au Sable River, holding that berth two seasons. In 1877 he shipped on the tug Ontario as lineman and acting mate, joining the fishing fleet in the fall and remaining in that trade the following season on the tug Lida, until April, 1879, when he went on the steamer City of Alpena, transferring from her to the General Burnside until September. In the spring of 1880 he was employed on the fishing tug Sea Wing, making and mending nets until September, when he shipped on the tug Grayling as fireman. It was his custom up to this time to go into the Michigan lumber woods to drive team during the winter months. In 1881 Captain Giroux went to Sugar Island and engaged in knitting nets, following this handicraft the succeeding year at Alpena. In 1883 he found employment in a restaurant at Alpena, and continued thus for four years. His next berth was at the wheel on the tug Alanson Sumner; in the spring of 1888 he came out on the tug Garden City and remained on her until June, when he went to Ashtabula and shipped with Capt. John Dunn in the steamer Vienna, later transferring to the Corsica, with Capt. William Cummings. That fall and the next year he again engaged in the fishing business, with Captain Motley (now keeper of the Cleveland life-saving station), on the tug Grayling. In 1890 he entered the employ of John Averill knitting nets and sailing on the tug Helene, and two years later he transferred his services to Mr. Edson, with whom he remained several years, sailing the tugs W. L. Davis, Enterprise, Criss Grover and John Gregory, the steam scows Adventure and Duro, and the tug Sea Wing, and knitting nets as occasion required. During the season of 1897 he fished with the tug Sea Fox, out of Ashtabula harbor. The Captain has a shop in Cleveland, where he occupies his time in the winter making nets for sale to the trade.

Captain Giroux was united in marriage to Miss Elizabeth J. O’Neil, of Woodstock, Ontario, the ceremony taking place at Alpena in October, 1883. Two children, Joseph Emmet and George Edward, were born to this union. The wife and mother passed to the land of rest in the year 1888, followed by the two sons, George in 1892 and Joseph in 1895. Captain Giroux resides at No. 247 Viaduct Street, Cleveland, Ohio.

CAPTAIN JOHN R. GLOVER

Captain John R. Glover is a son of Daniel W. and Elizabeth (Jones) Glover. The father was an old-time sailor on the lakes and mate of the steamer Dictator previous to his death, which occurred in 1872. Mrs. Glover lives with her son on Fargo Avenue, Buffalo.

The Captain was born at Buffalo in 1861. At the age of twelve years and immediately succeeding his attendance at Public School No. 2, he began sailing the lakes as second cook on the propeller Toledo of the Union Steamboat Company's line; she was in the passenger service from Buffalo to Toledo, and later in the season running from Green Bay. He was next porter on the propeller Passaic (running between Buffalo and Green Bay) a season, which ended at Buffalo. The succeeding season he was porter of the steamer Canisteo, of the same company and in the same trade. In 1878 he shipped as porter of the steamer St. Louis, remaining with her the full season, and served in the same capacity in the propeller Pacific for the season of 1879. The first two months of the season of 1880 he was wheelsman of the steamer Grand Traverse under charter by the Wabash line and in the trade between Buffalo and Toledo. He then acted as watchman for a trip on the Waverly, and closed the season as wheelsman of the Dean Richmond of the Union Steamboat Company's line. The following season he was wheelsman of the steamer Japan, of the Lake Superior Transit Company, in the passenger service between Buffalo and Duluth. For the first month of the season of 1882 he was fireman of the Buffalo harbor tug Orient, of Maytham's line, from which employment he returned to the steamer Japan and acted as her wheelsman two trips and a half, leaving her at Duluth to become mate of the tug John R. Paige, which was owned by the Sexmith Lumber Company, of Duluth, and was used in rafting logs from Burlington bay and Stewart river to Duluth.

In the season of 1883 Captain Glover began as mate of the tug Alice M. Campbell, owned by the Oneonta Lumber Company, of Duluth. He was then master of the tug John McKay for a couple of months, towing logs in Stewart river and Burlington bay. For a short period he was master of the ferryboat Hattie Lloyd between Superior and Duluth, and closed the season as mate of the tug Henry F. Brower, engaged in the freight and passenger traffic between Duluth and Two Harbors. The following season he was master of the harbor tug Maggie Carroll, of Duluth, about two months, and from her went to the J.H. Upham, Jr., owned by William & Upham Co. He was also mate of the steamer Old Agnes, in the passenger and freight traffic on the north shore of Lake Superior, for part of that season. In 1885 Captain Glover continued in the master's berth of the J.H. Upham, Jr., and was engaged in tug work with her on the Sault Ste. Marie river. Following that work he returned to Buffalo and entered the employ of the Sherman S. Jewett & Co. foundry, where he operated a stationary engine for a period of sixteen months. For the season of 1887, beginning with the month of April, he was master of the tug H.L. Fairfield, of the White Star line, and continued on her during 1888. Until September, in 1889, he was master of the steamer Huntress, between West Ferry street and the McComb House, and finished that season as master of the tug Alpha of the Maytham line, remaining as master of her through the season of 1890 and until August 1891, when he was transferred to the tug O.W. Cheney, of the same line, in which he continued steadily until May 26, 1895. He then became master of the excursion steamer Columbia in the trade between Buffalo and Dunkirk, Erie, Port Dover, Port Colborne and all resorts on Niagara river, occupying that berth until August 10, when he returned to Cheney, of which he has since been master continuously until the close of the season of 1897.

On February 15, 1898, he was appointed master of the government steamer the Gen. John M. Wilson, built by the Craig Shipbuilding Company, at Toledo, Ohio, and later John R. Glover brought her out. The Gen. John M. Wilson is in the engineer service of the U.S. under the Department of War. Captain Glover has been very successful in his marine career.

During his employment in the Maytham Tug line, Captain Glover has on many occasions given abundant evidence of his courage in dangerous times, going to the assistance of vessels in distress when others in the same vocation have preferred to take their chances inside the harbor; and it will not be out of place here to mention a couple of instances by way of illustration. Late in the fall of 1895 the steamer S.C. Hall, with consorts Ida Keith and Nellie Mason, left Buffalo Harbor on a Saturday night bound for Chicago with coal. When off Port Colborne the wheel chains of the Hall parted, and she was at unusually great disadvantage on account of the heavy sea, but she reached the harbor in safety with the assistance of the O.W. Cheney. The Keith, left to her resources, also succeeded in reaching the harbor with the assistance of the tow tugs O.W. Cheney and Acme. The Mason was not so fortunate, as on account of the derangement of her steering gear, she could not be handled properly, and was finally compelled to let go her anchor about two miles off Port Colborne and set up a signal of distress. Captain Glover was sent to her assistance with the tug O.W. Cheney and succeeded with great difficulty in taking off the crew. Neither the Port Colborne nor the Buffalo harbor tugs would attempt the rescue. At another time he went to the rescue of the passengers and crew of the excursion steamer Eldorado, which was stranded on Horse Shoe Reef. The steamer had landed a portion of its passengers at Ferry street, and on its way to Main street run on the reef. Captain Glover with the Cheney not only took off most of the passengers, but with them aboard his tug pulled the steamer off also. Captain Glover was a charter member of the Buffalo Harbor Tug Pilots Association, in the organization of which he was very influential, holding the number "6." He is also a charter member of Local Harbor No. 41, of the American Association of Masters and Pilots, and is starboard quartermaster.

In 1882 Captain Glover was married in Buffalo to Miss Clara May Guillod, daughter of Edward C. Guillod, a citizen of Buffalo. Two children have blessed this union; Earle D., and Pearl M. The family residence is at No. 217 Potomac avenue, Buffalo, New York.

WALTER CHARLES GODDARD

Walter Charles Goddard, at present chief engineer of the Chamber of Commerce building, of Detroit, Mich., was a sailor for many years, following that calling both at sea and on the Great Lakes. He was born February 19, 1840, in Nottingham, England, and remained in his native country until nearly thirty years of age. His first experience on board ship was gained in the British navy, to which he belonged in all for twelve years, and in which he served his time as a mechanical engineer. During the years of his apprenticeship he sailed on the Heron, Inflexible and Thunder, and he was subsequently engaged as second engineer for three years on the boats of the Mediterranean squadron. While in the navy Mr. Goddard made several trips to India, and after leaving the service he spent two years more at sea before coming to the Great Lakes, during which time he was employed by the White Star line as second engineer on the old Republic, the Germanic and the Brittanic, and as first engineer on the Coptic. While on these boats he crossed the ocean between Liverpool and New York sixty-one times. Afterward he sailed on the Nestorian, of the Allan line, between Liverpool, England, and Montreal, Canada. After coming to the lakes Mr. Goddard did not sail very long, making one trip on the Celtic, of the Merchants line, from Montreal to Chicago, and filling a berth on the Cheboygan for one season. He also served for a short time on one or two other boats, and since then has been employed on shore. He has been in the electrical and mechanical engineering business in Detroit for ten years. For six years he was with the Woodward Storage Battery Electrical Company, as general superintendent, and he then fitted out the George C. Baker, a submarine boat, with which he made several experimental trips. Leaving the Baker he engaged with the Citizens Street Railroad Company, of Detroit, continuing with them two years, and since April 1, 1896, he has been chief engineer of the Chamber of Commerce Building. Mr. Goddard was married in October 1886, to Mrs. Hudson, nee Watkins, and to this union has been born one son, Walter Henry, who is now in school. Mr. Goddard is well known in electrical and mechanical engineering circles, in which he has high standing. He is a Royal Arch Mason, belonging to the Peninsula Chapter No. 116, and is also a member of Palestine Lodge No. 357, Detroit, Michigan.

CAPTAIN SAMUEL GOLDEN

Captain Samuel Golden was the master in 1896-97 of the steamyacht Enquirer, the property of W.J. Conners, of the Buffalo Currier and the Enquirer.

The Captain is a native of Ohio, born February 10, 1855, at Bellevue, whence his parents removed to Corunna, Mich., shortly after his birth. When he was about nine years of age they removed to Bay City, where he resided until 1872, and at that place he obtained his common-school education. His first experience on the lakes was as porter on the propeller May Flower, shipping from Bay City in the year last named. He worked in that capacity only a month, and at the expiration of that time shipped a trip from Chicago to Buffalo on the Badger State, at the latter place going as wheelsman on the propeller Burlington for the rest of the season. For the season of 1873 he went as wheelsman on the steambarge Dunkirk, out of Bay City, and for that of 1874 was on the George King as wheelsman. In 1875 Captain Golden was wheelsman of the propeller Merchant until October 25, when she was wrecked on Racine Reef in consequence of thick weather. She was laden with 20,000 bushels of corn, and part of a deckload of pig lead and flaxseed, with her forward hold full of flour, and was bound for Milwaukee to complete her cargo. She was nine days unloading. The machinery was subsequently removed, but the hull went to pieces and became a total loss. For the rest of that season Captain Golden was wheelsman on the Dean Richmond. In the early part of 1876, for about two months, he was mate of the tug Laketon, of Bay City, which was engaged in towing logs, and, for about one month of this season, of the Cora Lock, a side-wheel passenger steamer running between Bay City and Point Lookout, touching at Pine Riffle and Augres river; the balance of season was master of the schooner R. T. Lambert, when only twenty-one years of age. For the season of 1877 he was wheelsman on the Montana and Potomac, of the Western Transportation Company's line; for that of 1878 of the Toledo, and for those of 1879-80-81 second mate of the Canisteo and Blanchard, and of the Dean Richmond until the middle of the season of 1884, spending the remainder of the latter season as master of the steamyacht Fero, the first ferry between Commercial street and Tifft farm. Captain Golden chartering the Fero, and opening the route. She made hourly trips.

During 1885-86 Captain Golden was mate of the Starrucca; in 1887 of the St. Louis and H. E. Packer; and for the seasons of 1888-89-90 was master, respectively of the Montana, Empire State, of the W. T. Co., and Newburgh, of the L. T. Co. In 1891 he was mate of the Florida, of the Lackawanna line; in 1892 of the Avon part of the season, finishing as master of the sidewheel steamer William Henry Harrison, an excursion boat plying between Buffalo and Slosser dock, Niagara Falls, now Echota, on which he also served for the season of 1893. The following season he commanded the steamer Idle Hour, a twin-screw excursion boat between Buffalo and Elmwood Beach, Niagara river, and in 1895 was master of the Island Belle, to the same resort, part of the season, and of the steamer Wyoming, of the Lackawanna line, the remainder of the season. In 1896 Captain Golden became master of the Enquirer, which is the champion steamyacht of the lake for fast running, having won the race with the Say When of Cleveland, owned by W. J. White, on the 13th day of June, of that year. She made the distance from Fairport to Cleveland, twenty-nine and one-half measure miles, in one hour and thirty-four minutes, thus averaging eighteen and eighty-three one hundredths miles an hour, and it was her first fast mile run. Edward Gaskin, the superintendent of the Union Dry Dock Company, was the builder and designer of the Enquirer, and Hershoff of the Say When. The result was a great victory for the Buffalo, because it was not thought that her vessel builders could produce a fast sailing steamyacht, and the idea of building the Enquirer was first suggested to Mr. Conners by Captain Golden. In 1886 the Captain invented a bearing indicator which is now in use on all the boats belonging to the Lehigh Valley Transportation Company, the Western Transit line, the Union Steamship Company, and, in fact, on the majority of the first-class boats.

Captain Golden was married January 12, 1887, to Ida Bordeaux, and they have the following children: Howard B., now (1898) aged nine years; Ida Frances, seven; Edna B., five, and Vera C., one. They reside at No. 223 Bird avenue. The Captain is a member of the Ship Masters Association and of Hiram Lodge, Buffalo Chapter, F. & A. M., of Buffalo, N. Y. In the spring of 1898 he began designing and making a Perfect Propeller Wheel, the first wheel ever advertised as a perfect wheel. There have been perfected and improved wheels, but this is the first one ever advertised. The following letter speaks for itself:

BUFFALO, June 30, 1898,
Mr. Wm. S. Bull, Superintendent Buffalo Police,
Dear Sir-I respectfully submit the following report of the propeller wheel recently placed in the patrol yacht, "Governor Morton" by Samuel Golden.

It is all that was promised for it. It really drives the boat faster and has positively done away with all vibration even when working the engine to its full capacity, and best of all it backs or stops the boat to the entire satisfaction of the three crews of pilots and engineers, and makes the boat handle with the greatest ease and safety, and I must say that I am more than pleased with the operation of the wheel.

Respectfully submitted,
(Signed) CHARLES PRITCHARD,
Captain Patrol Boat "Gov. Morton."

John Golden, father of the Captain, was born near Cork, Ireland, was a shoemaker by trade, and came to America about 1848 or '50 at the age of fifteen. He was justice of the peace at Bay City, Mich., for about twenty-five years and later followed the profession of law. His wife, Elizabeth (Hearle), was born in Ohio, near Bellevue, and died in 1867. Her people were millers by trade. John Golden, a brother of the Captain, has sailed the lakes since 1879, and was master of the steamer Nellie for the season of 1896. Peter J. Golden, another brother, is engaged in the Progressive Cigar Store. Margaret Golden, a sister, is the wife of William R. Davidson, who was formerly a marine engineer, but is now chief engineer of the power house at Bellevue, New York.

CAPTAIN F. A. GOODELL

Captain F.A. Goodell, of Cleveland, is a native of the Buckeye State, having been born at Vermilion, February 18, 1854. Two months later the family removed to what was then the Territory of Washington, there living until he reached the age of twelve years, when they returned to Vermilion.

Captain Goodell attended school at Vermilion for five years, at the end of that time going on the Michael Groh as deckhand, becoming watchman and wheelsman the same year. He then went before the mast on the schooner Winona, with Captain Brown, and, leaving in October, escaped a wreck which befell the boat on its next trip. The following season he spent on its next trip. The following season he spent on the J. S. Fay as watchman, and the years closely succeeding in the S. L. Mather, Mary Jarecki, Samson, Annie Smith, V. Swain, F. A. Morse, S. B. Conklin and Henry Fitzhugh. For one season after this he was engaged in the fish business at Vermilion, but the following year he returned to the water and sailed as mate of the P. S. March. He now became master, and was given command of the Florida, which boat was lost at Marquette Harbor, one man also being lost. He has since sailed the P. S. Marsh, the W. S. Crosthwaite, Oregon, H. D. Alverson, and, in 1896 and 1897 the Columbia, and in 1898, steamer R. E. Schuck.

On November 30, 1880, Captain Goode(sic) was married to Miss Amelia Hinton, of Vermilion, Ohio. They have five children Marion P., William B., Fred C., Edna M. and Hattie B., all of who are in school but the youngest.

William B. Goodell, the father of Captain Goodell, was born in Hamilton, Ontario. He spent the greater part of his life on the water, being in the employ of Bradley and Minch, of Cleveland, in 1854. He had left the lakes, however, at the time of his death, which occurred December 16, 1864. He had been appointed deputy collector at Port Angelus, Wash., and served in that position only one week when he was drowned in a flood.

CAPTAIN A. E. GOODRICH

Captain A.E. Goodrich, founder of the present line of boats known as the Goodrich Transportation Company, was born in Buffalo, N.Y., in about 1825. He was reared and educated in the schools of that city, and removed with his father's family in the later 30's to New Buffalo, Michigan, then one of the principal seaports on Lake Michigan, and which in the contemplation of the then settlers was to be the principal port on that lake.

Captain Goodrich, as a boy, began his long and useful career on the Great Lakes with his uncle, Capt. Harry Whitaker, sailing on Lake Erie. After coming to New Buffalo he began sailing in the capacity of clerk in the Ward line of steamers then running between Chicago and St. Joseph, Mich., in connection with the Michigan Central railroad, which had the mail contract between the East and the West. The Michigan Central railroad at that time was built as far west as Jackson, Mich. The usual line of emigration was from Buffalo and Detroit by boat, taking about sixteen hours; from Detroit to Jackson by railroad, thence by stage to St. Joseph in about nine hours, and St. Joseph to Chicago by the Ward line of steamers which was the only passenger line on Lake Michigan at that time, taking about three hours. This was the usual route until the spring of 1855 when the railroad was continued around the lower end of Lake Michigan to Chicago. Captain Goodrich continued in the employ of the Ward line until the spring of 1855, when, on account of the completion of the railroad around the lower end of the lake, Captain Ward sold his line of boats, consisting of six or seven, to eleven of his employes, Capt. Goodrich being one of the number. He became jointly interested in four or five of these boats with the ten other employes, and also in the same spring individually bought the Huron of the same line. This was the nucleus of the present line of boats known as the Goodrich Transportation Company. Later he sold his interest in the stock boats and retained the Huron. He then bought the propellers Ogontz and Wabash Valley in the next two or three years, and about the year 1859 he built the steamer Union at Manitowoc, Wis. Soon after this he bought the Comet and the Sea Bird of Capt. Ward, and then the steamers Michigan and Planet from the Northwestern railroad. He then built the Sunbeam, Northwest, Arion and Manitowoc at Manitowoc, Wis.; he also added to his line of steamers, the G.J. Truesdell, which he purchased of Martin Ryerson. This was the fleet of boats that Captain Goodrich had gathered together as an individual.

In the winter of 1868 the Goodrich Transportation Company was organized with A.E. Goodrich, president; Joseph Goodrich, first vice-president; W.H. Wright, treasurer; and G. Hurson, secretary. At the organization of the company the boats that were put into the hands of the company were the steamers Northwest, Sea Bird, Arion, Comet, G.J. Truesdell, and the Ottawa and Manitowoc which came out new in the spring of 1868. In the spring of 1869 the Sheboygan was built and the St. Joseph and the Skylark purchased, and added to the line; and in 1870 the Navarino and Corona were built, the latter receiving the machinery of the Comet, and the Orion was lost. In 1871 the Navarino was destroyed by fire, the Muskegon taking her place in the line. In 1872 the Oconto was built, receiving the machinery of the Skylark. The Menominee was also added to the line, and has since been thoroughly rebuilt, provided with new machinery and boilers, and her name changed to Iowa. In 1873 the Depere came out new, and the Manitowoc was dismantled and turned into a barge, her machinery going into the new Chicago, which was added to the line.

In 1881 the steel steamers City of Milwaukee, Michigan and Wisconsin were built by the Detroit Dry Dock Co., to the order of the Goodrich Transportation Company, for the Grand Haven and Milwaukee route, but sold to the Grand Trunk Railroad Company. The Michigan was sunk, the Wisconsin sold to the Crosby Transportation Co., and the City of Milwaukee went to Graham and Morton. In the spring of 1882, the City of Ludington was built and added to the line, and in the winter of 1890 the City of Racine and Indiana came on the line new. The Atlanta and the steel steamer Virginia, both new, were added. In 1898 the Georgia, practically new with entire new machinery and boilers, made her appearance as a candidate for popularity. The Goodrich Transportation Company's fleet of steamers now comprise the Virginia, Indiana, City of Racine, Iowa, Atlanta, Georgia, Sheboygan, Chicago, and the tug Arctic, the tug being stationed at Manitowoc. In the spring of 1899 the whaleback, Christoper Columbus, was chartered by the company, and will be operated as one of the Goodrich vessels.

The founder of the company, Capt. A.E. Goodrich, died in 1886, and was succeeded by his son, A.W. Goodrich, as president, the other officers being E.L. Upton, vice-president; H.W. Thorp, general manager; F.C. Reynolds, secretary; W.J. Louderback, treasurer; and J.W. Gillman, superintendent. This company, under the same name and substantially the same management, has been in existence longer than any other on the lakes.

The Goodrich Transportation Company run their vessels summer and winter, and have met wi