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ANDREW HAAS, JR.

Andrew Haas, Jr., was born July 27, 1869, in Saginaw, Mich., and is a son of Andrew and Pauline (Haller) Haas. The father was born in Bavaria, Germany, November 30, 1826, emigrated to America in 1852 and was married in 1857. He is a boiler maker by trade and has had considerable employment in the manufacture of marine works of that kind. Since 1862 he has been a resident of Saginaw, Mich., and is one of the highly respected citizens of that place. He is an honored member of the Arbeiter Society, which he joined in 1869.

Andrew Haas, Jr., has always made his home in the city of his birth, and there in the public schools he acquired his education. When in his nineteenth year he began his marine life by going on the J.V. Moran as watchman, and the following spring he became fireman on the tug Wilcox. For the next two years he was oiler on the John M. Nichol; was second engineer one year on the Raleigh, one year on the T.L. Vance and two years on the W.H. Gilbert. In the spring of 1896 he shipped as chief engineer on the George Farwell and the following August received the appointment of chief engineer on the Queen City, one of the largest freight boats on the Great Lakes. Mr. Haas is a member of the Marine Engineers Beneficial Association No. 92, of Saginaw, and the United Friends of Michigan. In 1897 he was sent as delegate to represent the first-named fraternity in a convention held at Washington D.C., on January 18, 1897. He is a man whose good habits, great precision and care have won for him the highest respect of a circle of friends and the confidence of his employers. Mr. Haas is unmarried.

CAPTAIN H. J. HAGAN

Captain H.J. Hagan is the son of a farmer living near St. Catharines, Ontario, and was born in 1855. He attended the schools of his native place during his early years, later going to Toronto, where he began a collegiate course. During one of his vacations Captain Hagan accompanied his brother Michael for a trip on the lakes, the latter being mate on the schooner Lucinda Van Valkenberg and after a short experience in sailing, his inclinations turned from school and he decided to cast his lot with the mariners of the Great Lakes. He shipped first on the brig Helfenstein, and subsequently served in different capacities on several boats, until 1876, when he was given command of the James R. Benson. After leaving the Benson, he acted as mate on the Hall, and then commanded several schooners, among which was the Wilcox. In 1890 he began tugging, and since that time he has commanded the tugs Carlton, Balize, and Majestic, of which he is master and a part owner at the present time.

Captain Hagan is unmarried and resides with his sister in Detroit, where he has lived since he began to sail regularly. His marine career has been a fortunate one, as he has never suffered shipwreck, collision nor any accident of a serious nature. He is one of the well-known tugmen of the Detroit river.

AARON P. HAGEDON

Aaron P. Hagedon, for the past nineteen years the efficient chief engineer of the steambarge Benton, with residence at Algonac, Mich., is a native of that city, having been born there October 29, 1848. He is a son of Captain Perry and Maria Hagedon, the former of whom is yet living, at the patriarchal age of eighty years, the latter being deceased. The father was at one time captain of the scow Antelope, owned by Williams & Mills, of Vicksburg, Mich., and he afterward owned and sailed the schooner Miller, of Algonac, and other small schooners.

Engineer Hagedon entered his life on the Great Lakes as cook on his father's vessels, in which capacity he remained several years. In 1867 he accepted a position as engineer on the tug Ontario, Capt. James Harrow, and for ten years acted in the same capacity on the William Goodnow, after which he became chief engineer on the steambarge Benton.

In 1869 Mr. Hagedon was married to Sarah Taft, of Algonac, Mich., daughter of William and Ann Taft. Ten children have been born to Mr. and Mrs. Hagedon, eight of whom are living, their names and dates of birth being as follows: William, 1871; Dana, 1875; Lillie, 1877; Lizzie, 1879; Maynard A., 1884; Sadie, 1885; Walter, 1886; and Edith 1890. The deceased are Angus, born 1873, died 1884; and Annie Maria, born 1893 and who died the same year.

In religion Mr. Hagedon is a member of the Christian or Disciples Church, and socially is a member of the A.O.U.W., and Marine Engineers Beneficial Association. Politically, he votes the Democratic ticket.

A. G. HAIG

A.G. Haig, chief engineer on the Corsica, was born in Cleveland, Ohio, April 7, 1865, but when only two years old was taken by his parents, Thomas and Jane (Graham) Haig, to Monroe Center, the same State, where he still makes his home. The father is a native of Scotland, and on coming to America at the age of eighteen first located in Cleveland. He has spent the greater part of his life as a marine engineer, but is now living retired at Monroe Center. One of his sons, George Haig, is the present chief engineer on the Portage.

At the age of twenty, A.G. Haig began his sea-faring life by going on the Vienna as fireman, remaining thereon one season, and then served in the same capacity on the S.E. Sheldon the following season. The next year he was oiler on the Corona and later on the A.P. Wright, after which he was second engineer on the Nahant, Cambria and Matoa for some years. In 1895 he was chief engineer on the Cambria, and the following year became con-nected with the Corsica, where he has since served in the same capacity. Socially he is a member of the Masonic fraternity and the Independent Order of Odd Fellows.

ADAM HAIG

This veteran marine engineer has been in active service on the lakes for more than half a century. He was born in Edinburgh, Scotland, in 1832, and came to the United States at the age of fourteen years, settling in Oswego, N.Y. He began work at once as fireman on the propeller J. M. Wood, running between Chicago and Oswego, and remained on that boat for two years. In 1850 Mr. Haig shipped on the propeller Vandalia, afterward sailed as oiler on the side-wheel steamer Lady of the Lake, on Lake Ontario, and then shipped as fireman on the Cleveland, remaining on her until she was burned at Port Maitland on Lake Ontario. In 1851 he again sailed on the Lady of the Lake as second engineer, also serving in this capacity for three years on the new line of boats, the Oswego, Kentucky, Cincinatti, Dayton and St. Nicholas. In 1855 he came to Buffalo, and engaged in the service of the American Transportation line, sailing as second engineer of the propeller Queen of the Lakes. In 1857 he shipped on the Esquimaux, of the Central line, as second engineer, sailing between Buffalo and Sandusky, and in 1858 sailed on the propeller Hunter, plying betweeen Chicago and Collingwood, Ont. In 1859 he accepted the position of second engineer on the propeller Susquehanna, of the Peoples line, and in 1862 became engineer on the propeller S. D. Caldwell, remaining in that berth until 1865. He then sailed as engineer on the new propeller Nebraska and the next season shipped in the same capacity on the Colorado. The following two years he remained ashore, but on the completion of the new propellers Scotia and Cuba he became engineer on those boats continuing thus until 1880, when he took out the John B. Lyon, on which he sailed for four years. After the close of this service he remained ashore for five years and then for five years served as engineer of the A. P. Wright, which he took out in 1886. In 1891 he went on the propeller Tacoma, of the Lehigh Valley line, the same year transferring to the C. H. Bradley, of the same line, on which he has since been engaged.

Mr. Haig was married in 1856 to Miss Jeanette Atchison, of Ogdensburg, and has four children living, two of whom are marine engineers on the lakes. The family reside at No. 229 Plymouth avenue, Buffalo.

GEORGE HAIG

George Haig, the subject of this sketch, was born September 23, 1860, in Cleveland, Ohio, where he was educated and lived until ten years of age. From this city the family moved to Monroe township, Ashtabula Co., Ohio, and there the parents reside.

In 1881 Mr. Haigh began his marine life, having spent all time previous at home. Five years later, in 1886, he came to Buffalo. His first occupation on board ship was as oiler on the New York, and he remained in that capacity for three years, then serving for the same length of time as her second engineer. He next went into the Tioga as second engineer, there remaining four years, transferring thence to the Portage, upon which he remained eight years, including the season of 1898. Mr. Haig has never been shipwrecked, but was on the Tioga at the time of the fatal explosion of naptha at Chicago. He was in his room at the time, was thrown into the river, and was picked up by the bridge tender; for several days he was unconscious from the shock. He sustained serious injuries from which he has never fully recovered, being injured from the shock, also suffering from paralysis of the left limb and side, not regaining its use for three months.

Mr. Haig was married December 31, 1886, to Miss Georgia Wills, and they have one child, Ethel M., now (1898) eight years of age, who is attending school.

Thomas Haig, father of our subject, was born in Scotland, whence he came to America in his youth. He spent thirty-eight years in active service on the lakes, and now lives in Monroe, Ashtabula Co., Ohio. Andrew G. Haig, a brother, is chief engineer of the Corsica. Adam Haig, an uncle, has been chief engineer on the lakes for forty years.

GROSVENOR HAIG

Grosvenor Haig is the son of Adam Haig, one of the oldest and best-known engineers in the lake science, and was born in Buffalo, N.Y., December 21, 1864. During his boyhood he attended the public schools of his native city, and he began his life on the lakes in 1886, as oiler in the propeller A.P. Wright, in which vessel he sailed as such for four years. He then shipped on the propeller John B. Lyon, and served on her for one season, when he obtained his papers as second engineer, continuing in that capacity on the same boat for the season of 1891. In 1893 he shipped as second engineer of the propeller Robert A. Packer, from which time up to the present he has served as engineer of the propeller Charles W. Bradley. Mr. Haig is unmarried, and resides with his father at No. 229 Plymouth avenue, Buffalo.

CAPTAIN FREDERICK E. HALE

Captain Frederick E. Hale, who was in charge of an excursion boat in the Cleveland Euclid Beach Park line during 1896, was born in Fairport, Ohio, in 1855, his father being Isaac Hale, a ship-carpenter. He attended school until he was seventeen years of age, and then commenced sailing in the schooner Saginaw. Then he was wheelsman of the tug Anna Dobbins for two years, and of the tug Constitution for one year, second mate of the steamer E.B. Hale several years, mate of the Egyptian three years, mate of the Superior two years, mate of the Whitmore one year, of the Tacoma one year, and of the Packer one year. Then he was mate of the Kershaw several years, becoming master of the Italia and sailing her for two years afterward. Next he sailed the Schuylkill and Japan, of the Anchor line, one year each, the excursion steamer Idle Hour, at Buffalo, one year, and the excursion boat Riverside one year. He spent many seasons sailing tugs, among them being the Selah Chamberlin, Mary Virginia, Charles Henry, J.R. Sprankle, Marguerite, Chauncey A. Morgan and Lorenzo Dimmick. During 1896 he sailed the excursion steamer Duluth out of Cleveland.

In 1892 Captain Hale was married to Miss Mary Paisley, of Cleveland.

GEORGE F. HALE

George F. Hale, assistant at the Buffalo railway power house, was born at Perry, on Silver Lake, N. Y., January 1, 1861. Coming to Buffalo in early boyhood, he received his education at Public School No. 1, and learned his trade with Pratt & Letchworth. After two years in their employ he began sailing as fireman on the steamer Blanchard, and remained as such for two consecutive seasons. The seasons of 1881-82-83 he was oiler on the Montana, and during 1884 was oiler on the Milwaukee. In 1885 he was appointed second engineer of the latter, and continued in that capacity for five consecutive seasons. In 1890-91 he was second on the Harlem. In 1892 he was chief engineer on the steamer Empire State, being appointed when about thirty years of age, on which he remained steadily for three seasons, finishing his lake career, for the time at least, as chief engineer of the Tacoma for the season of 1895. Aside from the above Mr. Hale was chief of the Queen of the West. Mr. Hale was made assistant engineer of the Buffalo railway power house on February 16, 1896, and is still retained there. He has been a member of the Marine Engineers Association twelve years.

On December 25, 1888, Mr. Hale married Laura Hortense Everett, at Buffalo. Mrs. Hale is a daughter of Patrick Everett, who was formerly a pilot on the Niagara river.

GEORGE F. HALE

George F. Hale, assistant at the Buffalo railway power house, was born at Perry, on Silver Lake, N. Y., January 1, 1861. Coming to Buffalo in early boyhood, he received his education at Public School No. 1, and learned his trade with Pratt & Letchworth. After two years in their employ he began sailing as fireman on the steamer Blanchard, and remained as such for two consecutive seasons. The seasons of 1881-82-83 he was oiler on the Montana, and during 1884 was oiler on the Milwaukee. In 1885 he was appointed second engineer of the latter, and continued in that capacity for five consecutive seasons. In 1890-91 he was second on the Harlem. In 1892 he was chief engineer on the steamer Empire State, being appointed when about thirty years of age, on which he remained steadily for three seasons, finishing his lake career, for the time at least, as chief engineer of the Tacoma for the season of 1895. Aside from the above Mr. Hale was chief of the Queen of the West. Mr. Hale was made assistant engineer of the Buffalo railway power house on February 16, 1896, and is still retained there. He has been a member of the Marine Engineers Association twelve years.

On December 25, 1888, Mr. Hale married Laura Hortense Everett, at Buffalo. Mrs. Hale is a daughter of Patrick Everett, who was formerly a pilot on the Niagara river.

S. C. HALE

In the work of this nature no space is more appropriately filled than that devoted to the capable and consistent marine and commercial editor. Such a one is the subject of this sketch, S.C. Hale, who for a long time held those responsible positions on the Cleveland Leader, a newspaper of national reputation.

Mr. Hale was born in Bath, Ohio, March 9, 1838, a son of Jonathan and Sarah (Cozad) Hale, the former of Glastonbury Conn., and a descendent of Col. Nathan Hale, a patriot of the Revolutionary war, who lost his life in the service of his country. The mother was a daughter of the Cozad family, who also came out of New England, and were pioneers of Cleveland, when but three or four houses constituted the embryo "Forest City." Mr. Hale's father was born in 1777, and his mother in 1800; they were united in marriage at Cleveland in 1832.

The district school in Bath, presided over by teachers of more than ordinary ability, was the scene of Mr. Hale's early education, after which he attended the Richfield academy. He acquired his college education at Michigan University, leaving that institution in the year 1862. He then returned to Cleveland and found employment in the dry-goods house of E.I. Baldwin & Co., remaining in their employ two years.

In 1864 he was appointed and assigned by the American Missionary Association to labor among the freed people of South Carolina, his particular field being Beaufort and Hilton Head. He continued two and a half years in this field when he was transferred by this Missionary Society to Lexington, Ky., and labored there until Gen. O. O. Howard, who at the close of the War of the Rebellion was at the head of the Bureau of Refugees, Freedmen and Abandoned Lands, appointed by Mr. Hale, as assistant superintendent of colored schools in Kentucky, his territory being the fifty eastern counties in that State. This difficult position he successfully filled until discharged early in the year 1869.

On his return to Cleveland in 1869 he became partner with a young man in a country store at Shiloh, Ohio, passing a year and a half in that business. In 1871 he returned to Cleveland, and entered the employ of Raymond, Lowe & Co., wholesale dry-goods merchants at the corner of Water and Frankfort streets, the firm moving later to the corner of Bank and St. Clair streets. He was with this firm seven years. >From the fall of 1878 to the spring of 1882 he was also salesman in the employ first of Keeler & Smith, and later of E. A. Palmer & Brother in the grocers' sundries trade.

In 1882 Mr. Hale commenced his marine and commercial editorial work on the Cleveland Leader, filling both departments with credit to himself and the paper until 1889, when he resigned his marine work, and continues as editor of financial and commercial to this date. In connection with his newspaper work he opened a book store in a small way in 1865, which has developed into a lucrative business, and with ample stock he is now located at No. 202-203 Cuyahoga Building. In 1886 he purchased the Cleveland Price Current to which he devotes some of his time. The field of this paper is among the produce commission merchants and others interested in commercial affairs.

Mr. Hale has been an active and conscientious member of the Congregational Church since 1857, at at the time of this writing is superintendent of the Sunday School of the Park Congregational Church, he having filled that office during the past four years.

In September 1867, Mr. Hale wedded Miss Vira Gould, of Biddeford, Maine. Her brother, Jesse Gould, was a member of the State Legislature of Maine, and interested in the advancement of the colored people of the South, and Miss Gould by Act of the Legislature of the State entered the field as a teacher; she was stationed at Beaufort, Hilton Head, and Charleston, S. C., where she first met Mr. Hale. Their children are Hattie Lillian, a graduate of the Cleveland high and Normal training schools, and a teacher in the Cleveland schools for six years; and Jesse Gould, also a graduate of the Cleveland high schools. He is associated with his father in the book store, the firm name being S. C. Hale & Son. By good business methods Mr. Hale has acquired considerable property. The family homestead is at No. 760 Doan street, Cleveland, Ohio.

KARL A. HALLBERG

Karl A. Hallberg, a popular and well-qualified marine engineer, owes his present responsible position as chief of the passenger steamer Nyack to his own merit and close attention to his machinery. He was born in Forshaga, Sweden, On June 30, 1865, and is the son of Anders and Katrina (Fourslund) Hallberg, both natives of Sweden. His father was superintendent for a lumber concern in Karlstead for many years, but in 1873 removed to Bjorneborg, Finland, where he had been called to take charge of the lumber concern of a firm in that city, and it was in Bjorneborg that Karl acquired his fundamental education, attending school until he reached the age of sixteen years.

Soon after leaving school Mr. Hallberg determined to try his fortune in the New World and came to the United States, going direct to northern Illinois, where he found employment on a farm and where he learned the English language, which he soon learned to speak with the purity of a native American. He then went to Muskegon, and entered the employ of the railroad company to learn the boilermaker's trade, remaining three years. It was in the spring of 1887 that Mr. Hallberg first shipped on a steamboat, going as fireman on the steamer Third Michigan, joining the steamer Mark B. Covell the next season, and remaining until September, 1889, on the same, when he shipped on the tug William L. Ewing, of the Dunham Towing and Wrecking Company. In 1890 he received his license, and on July 18 was appointed second engineer of the steamer Sachem. The next spring he became second engineer of the steamer Parks Foster, and, after retaining that berth two seasons, transferred to the steamer Cadillac as second.

In the spring of 1894 Mr. Hallberg was appointed second engineer of the passenger steamer Nyack, of the Crosby Transportation Company, plying summer and winter between Muskegon, Grand Haven and Milwaukee. He filled this office to the satisfaction of the company until January 3, 1898, when he was made chief engineer of the Nyack, his merit thus finding appreciation. He has eight issues of marine engineer's license. Socially he is a Master Mason, Knight of Maccabees, and a member of the Marine Engineers Beneficial Association.

On December 17, 1892, Karl A. Hallberg was wedded in Chicago to Miss Ida Person, of Muskegon, a native of Sweden. One son, Karl Ernest, has been born to this union. The family homestead is in Muskegon, Michigan.

JAMES HALLY

James Hally, who has spent his entire life in the city of Detroit, was born July 6, 1870, a member of a family of six children, four of whom are living. His parents, John and Bridget (Shaughnessy) Hally, were both natives of Ireland, but spent the greater part of their lives in America; the mother died March 25, 1885. The father has been a resident of Michigan from the age of eight years, living upon a farm until he was sixteen, after which he learned the machine molding trade and worked at same for several years. For three years he was a member of the police force of Detroit and he is at present employed in the Detroit Copper & Brass Rolling Mills.

After leaving school, at the age of fourteen, James I. Hally entered the Michigan car shops for the purpose of learning the sheet iron trade, but having a desire to become a sailor he left this place and entered the employ of the Dry Dock Engine Works. A year later he went on the Volunteer, where he served as greaser for three seasons, and the accepted a like position on the City of Alpena, remaining on that vessel for one season. The following two years he was second engineer on the tug Sumner, and for a short time in the fall was on the Rhoda Stewart in the same capacity. During the seasons of 1896 and 1897 he held the berth of second engineer on the Andaste. Through diligence and precision Mr. Hally has worked his way upward to a position of responsibility and justly deserved the greatest confidence of his employers and friendship of a large circle of acquaintances. Fraternally he is a member of the Marine Engineers Beneficial Association No. 3, of Detroit.

A. B. HAMILTON

A.B. Hamilton was born July 14, 1829 in Uxbridge, Canada, and where he received a common-school education. In 1847 he removed to Buffalo and resided there until about 1879. Soon after settling in that city he was employed on the tow-boat Commerce, running on the Niagra river, where he remained three years, beginning as a fireman and finally becoming chief engineer. He then went to the shops of Barton & Truman, afterward known as the Vulcan Machine Company, and there remained five years when he accepted a position as second engineer on the propeller Bay State, remaining on her for a short time, after which he was employed as second engineer on the propeller H. A. Kent, being on her when she burned off Grand River Bluff on Lake Erie, the crew all escaping in small boats. Then went as oiler on the side-wheel propeller Baltic, after which he was second engineer on the following boats: Forest Queen; Fountain City, for three seasons on the Evergreen City, running from Chicago to Collingwood; and for a short time on the propeller Buffalo, running from Chicago to Buffalo. He was then made chief engineer of the Baltic, where he remained two years, then of the Evergreen City for one year; of the propeller Chicago one year; the propeller Mandota one year; the propeller Wenona one year; and then back as chief on the propeller Chicago for part of a year. In 1866 Mr. Hamilton left the lakes and took the position of foreman in the Clark & Allen boiler shop, in Dunkirk, N.Y., where he remained eighteen months, and then went to Buffalo, where he accepted a similar position in the Sheppard Iron Works, afterward called the King Iron Works. He went from there to the oil regions, and was engaged in the oil business for some time, and then came to Cleveland to enter the new department of the Globe Iron Works, taking a fourth-interest in the boiler shop, of which he was made superintendent, a position he still fills.

On October 1, 1851, Mr. Hamilton was married to Miss Jane Pendill. They have had three children, one of whom is still living, a daughter, Florence, who married George Kridler, and resided in Cleveland. Mr. Hamilton is a member of the Masonic fraternity, and is well known to the lake-faring and marine class generally.

CAPTAIN WALTER D. HAMILTON

Captain Walter D. Hamilton, a descendant of old New England and New York families, is a noted master of lake steamers. He is endowed with fine qualities, both mental and physical, and, as he becomes a friend and comrade, one learns to appreciate his coolness in time of danger, and his resource to overcome; his power of endurance and quick comprehension being proverbial. He is a grandson of Joshua Hamilton, of New York State, an early settler of the Mohawk Valley. His maternal grandfather was Solomon Jones, of Blackstone, Massachusetts.

He was born in Ogdensburg, N. Y., February 8, 1862, a son of David and Minerva (Jones) Hamilton. All the members of his father's family adopted commercial pursuits. He is a public-school graduate, and acquired a nautical education in the Wilson school of Chicago.

It was in the spring of 1878 that Captain Hamilton commenced to follow the lakes as wheelsman in the steamer Champlain, of the old Northern Transportation line, which position he retained three seasons, going thence onto the steamer Lawrence as wheelsman, being promoted at the end of the first year to the office of second mate. In 1883 he joined the passenger steamer City of Duluth, of the Lake Michigan & Lake Superior Transportation Co. as wheelsman and lookout alternately. The next spring he transferred to the steamer Jay Gould, of the same line, with a billet as second mate. In the spring of 1885 he joined the steamer Clyde as second mate, plying between Chicago and Buffalo. This was followed by a season as mate on the steamer Ida M. Torrent, and he held a like berth on the steamer Oneida during the season of 1887. In the spring of 1888 he was appointed mate of the steamer H. L. Worthington, and, with the exception of a season on the steamer Rhoda Emily, he passed seven years as mate of the H. L. Worthington. It was in the spring of 1896 that Captain Hamilton entered the employ of the Hines Lumber Company (the largest concern in the world engaged in that business), as master of the steamer S. K. Martin, which he sailed two seasons. The winter of 1898 he went to Marine City, Mich., and purchased the steamer Santa Maria, in the interest of the company, and sailed her as master in the lumber trade between Chicago, Duluth and intermediate ports. During the season of 1897 the Hines Lumber Company made sales of over 158,000,000 feet of lumber.

Socially, Captain Hamilton is a Royal Arch Mason, of Corinthian Chapter, and a Master Mason of Kilwanning Blue Lodge. He is also a member of the Knights of the Maccabees, and of the American Association of Masters and Pilots of Steam Vessels.

On December 25, 1889, he was united in marriage to Miss Mary A. Thompson, of Ogdensburg, N. Y., and three daughters have been born to them: Ida May, Florence Dakin and Marion Estelle. The family residence is a No. 1295 Millard avenue, Chicago, Illinois.

W. J. HANCOCK

W.J. Hancock, of Saugatuck, Mich., purser of the City of Milwaukee, hailed from Jefferson county, N. Y., from which locality came more sailors than from almost any other section of the country, and those men coming from there were called "Ciscoe Chasers."

Young Hancock is a great-great-grandson of John Hancock, one of the signers of the Declaration of Independence, and a third cousin of the late Gen. Winfield Scott Hancock. The Hancocks were of English origin and early settlers of Connecticut. Our subject's parents were W. J. and Harriet (Paget) Hancock. The father was born in 1812, and the mother born in 1832, at Rural Hill, N. Y. His father in early manhood was a school teacher and later a commercial traveler. His death occurred in 1885, at Mansville, N. Y. Mr. Hancock remained with his mother until he was twenty-one years of age, when he came to Saugatuck, Mich., to live with an uncle, W.B. Griffin, who was engaged in carrying on a sawmill there in connection with other lines of business. His uncle employed him as fireman at the mill, giving him one dollar per day for his services, and in this position he remained several months, when he was promoted to fireman of the new Saugatuck, a boat owned by Mr. Griffin, serving several months, when he was again promoted, this time being made clerk of the Saugatuck. The boat was then in the trade between Saugatuck and Chicago, its cargo being principally fruit. He remained on her that season and was engaged for the next, but in the meantime the boat was sold to Sans & Maxwell, of Pentwater, Mich., who retained the services of both the clerk and the engineer. Mr. Hancock occupied the position of clerk until the boat was laid up in the fall, when he was offered a position with the late W. B. O'Sands, of Pentwater, in his store, which he accepted. The following spring he was offered a clerkship on the steamer Kalamazoo, owned by Sans & Maxwell, his former employers, which position he filled, thus beginning his third year on the water. The Kalamazoo ran from the Michigan coast to the Graham & Morton docks in Chicago, Mr. Hancock acting as clerk, steward and general man. During the season, Mr. Morton, of the Graham & Morton Transportation Co., who happened in Chicago, came on board the boat and after a conversation with him, an application was filed for a clerkship on one of that company's line of steamers. Nothing more was heard of this until the following spring, although engaged for another season on the Kalamazoo, he was released by his employers, as a better position was tendered him. On May 1, 1889, he accepted the position for which he had applied, with Graham & Morton Transportation Co., and went on board their steamer Puritan, which plied between Benton Harbor, St. Joseph and Chicago. He remained on this boat until she was sold, two years later, at which time he was given the position of purser on the lost steamer Chicora. He was on the steamer City of Chicago until December 1, when the winter trips to Milwaukee were begun. He missed several trips on the Chicora, at that time visiting the World's Fair, and until her fatal trip being at home with his wife. He received a telegram from the president of the Graham & Morton Transportation Co., just too late to enable him to catch the train which would reach Milwaukee in time for him to board the Chicora on her fatal trip which sealed the doom of all his shipmates. After the loss of the Chicora, the Graham & Morton Co. gave him his old position on one of their steamers, and he has since been the purser of their newly fitted up and elegant steamer City of Milwaukee.

On December 30, 1891, Mr. Hancock was married to Miss Caddie Barber, of Saugatuck, a daughter of D. L. Barber, an old resident and prominent merchant of that place, which is the site of the scene laid down in E. P. Roe's "Opening of a Chestnut Burr." Mr. Hancock is one of the brightest young men on the lakes to-day, and we predict for him a bright future.

AUSTIN S. HAND

Austin S. Hand, the present manager of the Conneaut Tug line, was born in Sandusky, Ohio, November 6, 1855, the son of James M. and P. M. Hand. Mr. Hand began his seafaring life as fireman on Buffalo harbor tugs in 1874, and was also for six years consecutively employed as engineer on same. In 1877 he served as second engineer on the Alleghany; 1881-88 he was captain of the tug George R. Hand; 1888-93 to date captain of the tug E. Day and manager of the Conneaut Tug line. He has always followed the lakes for a livelihood, never engaging in business on shore. On March 22, 1882, Mr. Hand married Ella Campbell, who died in 1892, leaving one child, Nellie. On February 6, 1896, at Collinwood, Ohio, he married Rose Wilcox, of Geneva, Ohio. They reside at Conneaut, Ohio.

ELMER E. HAND

Elmer E. Hand, for the season of 1896 engineer of the Erastus Day, was born at Sandusky, Ohio, January 25, 1861, a son of James M. and P. M. Hand, the former of whom was born in New York State in 1822, and the latter in Ohio in 1831. James M. Hand was a seafaring man all his life, and while he was master of the schooner C. C. Griswold she was lost on Lake Superior, November 27, 1872, with all hands.

The subject of this sketch began his seafaring life about the year 1880 as a tug engineer, and has continued in that capacity until the present time. For the season of 1896 he was engineer of the tug Erastus Day, and his experience in marine service has been that of the usual tug engineer. Mr. Hand married Marie A. Connor, of Buffalo, and they reside at Conneaut, Ohio.

HOWARD MELVILLE HANNA

Howard Melville Hanna, president of the Globe Iron Works Company, was born in New Lisbon, Ohio, January 23, 1840. His ancestry is traced back to Patrick Hannay, as the name was then spelled, who in the twelfth century owned and lived in Castle Sorbie, in the southern part of Scotland. A daughter of Patrick Hannay married the son of Lord Gallaway, and the castle here named is still owned by her descendants. At the time of the practical depopulation of the North of Ireland by the King of England in the sixteenth century, the places made vacant were filled by the Scotchmen, who intermarried with the Irish and thus came the famous race known as the Scotch-Irish. Among those who thus went from Scotland to Ireland were members of the Hannay family, who about this time dropped the final "y" of the name, and since then it has been spelled Hanna. The first member of the family to emigrate to Ireland was William Hannay, who was made lord lieutenant of that country.

Thomas Hanna, great-grandfather of Dr. Leonard Hanna, came to America from the North of Ireland, in 1764. This grand-father died about one year after reaching this country, and his children, among them Robert Hanna, the grandfather of Dr. Leonard Hanna, were bound out as apprentices during the rest of their minority. Thomas Hanna, the founder of the American branch of this family, was in religion a Presbyterian, but as his son Robert became an apprentice in the family of a Quaker, being at that time about twelve years of age, he naturally adopted the religious views of his protector. From that time down to the present, the members of the Hanna family, descendants of Robert, have been Quakers in religious belief, and for the most part members of the Church or Society of Friends.

Robert Hanna married Miss Catherine Jones, of Welsh ancestry, both of whom were then living in the southern part of Pennsylvania. Almost immediately after their marriage they removed to Lynchburg, Va., where they were living during the Revolutionary war. Being excused from participation in the great struggle on account of religious and conscientious scruples, Robert Hanna remained at home throughout, undisturbed, and aided the cause only by nursing four wounded soldiers who were injured in the battles taking place near his home. Robert Hanna and his wife Catherine had six children, three sons and three daughters, as follows: Thomas; Benjamin; Robert; Esther, who married Charles Hole; Ann, who married Benjamin Hambleton; and Catherine, who married John Hole, a brother of Charles.

Benjamin, second son of Robert, was born June 14, 1779, at Lynchburg, Virginia, and remained there until 1802, when he removed to Columbiana county, Ohio, where he opened up two farms in the wilderness about ten miles from New Lisbon. Afterward he went into merchandising at New Lisbon, and was for 20 years president of the Sandy and Beaver Canal Company, this canal running from the Ohio canal at Bolivar to the Ohio river in the edge of Pennsylvania. Benjamin Hannah married Rachel Dixon, and they had thirteen children, as follows: Joshua, born November 7, 1804; Leonard, born March 4, 1806; Levi, born February 7, 1808; Zalinda, born February 22, 1810; Robert, born August 25, 1812; Triphenia and Triphosa, born June 12, 1814; Rebecca, born August 25, 1816; Thomas, born May 24, 1818; Hannah born March 3, 1821; Benjamin, born March 14, 1823; Kersey, born October 6, 1824; and Elizabeth, born June 12, 1827. Of these children only two are now living, viz.; Levi and Kersey. Levi is living at Greeley, Colo.; he married Nancy Watson, and had ten children, but only two of them are now living; George and Franklin. Kersey Hanna is assistant treasurer of the Cleveland City Railway Company; he married Mary A. McCook, daughter of Dr. George McCook, of Pittsburg, Penn., and their children have been as follows: Flora A., born March 23, 1850; Alice, deceased; James B., born August 26, 1854, married to Miss M.A. Beggs; Edwin, born November 18, 1857, married Miss Emma Slater, and has one son, E. Dison; Mary L., born June 12, 1860, and Margaret, born May 21, 1865.

Dr. Leonard Hanna was the only one of the family that became a physician, and he practiced medicine only when a young man, owing to the long rides he was compelled to take and the unsatisfactory state of his health. About the time of his removal to Cleveland the Sandy and Beaver canal failed because of the introduction of railroads, and this was really the cause of his removal to Cleveland. He came here in the spring of 1851 and brought his family the following fall. He had been a merchant some years before his removal, and he continued in this line the remainder of his life, dying in 1862. Dr. Hanna married Miss Samantha M. Converse, daughter of Porter Converse, of Unionville, Ashtabula county, Ohio. By this marriage he had the following children: H. Gertrude, born in 1836, and married to Henry Hubbell; Marcus Alonzo, now United Sentato from Ohio; H. Melville; Salome, whose first husband was George Chapin, and second was J. Wyman Jones; Seville, born in 1846, and married to Col. James Pickands, who died July 23, 1896; Leonard C., born in 1850, and Lilian C., born in 1852. Leonard C. Hanna married (first) Miss Fanny W. Mann, of Buffalo, and for his second wife, married Miss Coralie W. Walker.

Howard Melville Hanna, as stated above, was born January 23, 1840. After removing with his father's family to Cleveland in the fall of 1851, he attended the public schools of that city, and in 1858 went to Cornwall Collegiate Institute at Cornwall, N.Y. In 1859 he entered the junior class at Union College, Schenectady, N.Y. After remaining there a year he left on account of dangerous illness of his father, and went into his father's office and carried on the business. In the spring of 1862 he received an appointment in the United States navy as paymaster and joined Farragut's squadron, and served with Farragut until July, 1863. At this time he was ordered to New York to settle his accounts, and the succeeding fall was ordered to the United States Steamer Agawam, then at Portsmouth, N.H., a new vessel built at Portland, Maine. As soon as this vessel was placed in com-mission she went to the James river in Virginia as part of the North Atlantic squadron, being made the flag ship of Admiral Lee, and went up the James river with the fleet to within ten miles of Richmond. Mr. Hanna served in the North Atlantic squadron until the close of the war.

Returning home, the firm of Hanna Garretson & Co. having been dissolved, on account of the death of Dr. Leonard Hanna, Mr. Hanna went into partnership with his uncle, Robert Hanna, in the wholesale grocery business. He also became a member of the firm of Hanna, Doherty & Co., which firm was established by his brother, Marcus Hanna, for the purpose of refining petroleum, the firm of Robert Hanna & Co. being dissolved, and H.M. Hanna, buying his brother Marcus A.'s interest in the firm of Hanna, Doherty & Co. Mr. Doherty dying some time afterward, Geo. W. Chapin was admitted to partnership, and the name of the firm became Hanna, Chapin & Co., which firm lasted until 1876, when the plant and business were sold to the Standard Oil Company.

During the period from 1856 to the present time (1898), Mr. Hanna has been interested in the building of vessels, steam and sailing, which have been engaged in lake transportation. In 1873 he built the three-masted schooner Leonard Hanna, and soon afterward he joined his brother, Marcus A., in the building of vessels, for the Mutual Transportation Company. In 1886 he organized the Globe Iron Works Company, for the purpose of building modern steel vessels and modern machinery, and became the president of the company, which position he still holds.

In December, 1863, Mr. Hanna married Miss Kate Smith, of Hartford, Conn., daughter of Erastus Smith, a lawyer and noted scholar and bibliomaniac. Mr. and Mrs. Hanna have the following children: Mary Gertrude, now Mrs. Colburn Haskell; Kate B., now Mrs. Robert Livingston, Ireland; and Howard Melville, Jr., who is attending school.

CAPTAIN ANDREW HANSEN

Captain Andrew Hansen is one of the hardy Norsemen who have made a success upon the Great Lakes. He comes from a family of seafaring men, and has, after an experience upon the waters of the Old World, sailed for more than twenty years the chain of lakes, and during that time he has steadily risen from a subordinate position to the command of a vessel and the ownership of vessel property.

Captain Hansen was born in Sweden in 1858, the son of Hans Jacob and Sophia (Berinson) Hansen, also born in Sweden. The father was a sailor and eventually became a shipmaster, sailing from Gottenburg, Sweden, to various European ports, including those on the Baltic sea, and the ports of England and of France. He and his wife lived throughout life and died in their native land. He was educated in his native country and went before the mast in 1872, at the age of fourteen years, sailing from Gottenburg, on the Baltic Sea. In the spring of 1878 he came to America, and going to Buffalo at once sought employment on the Great Lakes. He shipped from Buffalo on the schooner John M. Hutchinson and came to Chicago that year, and from this port has been sailing ever since. during this same year he went before the mast on the schooner Naiad, a vessel still in commission, and remained on that schooner in various capacities until 1887, when he became her master.

In 1888 he became master of the canal schooner Live Oak, and was then master of the schooner Barbarian, sailing her until 1890. During the season of 1891 he sailed the John Miner, still in commission, and in the spring of 1892 he purchased a fourth-interest in the schooner Barbarian, she being chiefly engaged in the lumber and tie trade, and again became her master, and has remained with her ever since. In 1895 he bought another quarter-interest, giving him a half-interest in the vessel, Frank Davidson, of 242 Water street, Chicago, owning the other half. Captain Hansen during the winter months is employed at the Bates shipyard.

In 1887, at Chicago, the Captain was married to Bessie Halseth, a native of Norway. To them three children have been born, two of whom, Astrid, a daughter, and Hobart, are living.

He is one of the well-known vesselmen of the lakes and among the many characteristics which have contributed to his success, are the sterling traits of the Scandinavian people, who are noted for their honesty, industry and frugality.

NEAL HANSON

Neal Hanson, the present engineer of the Model Laundry, at No. 68 and 70 Elm street, Buffalo, N.Y., was born in Denmark, June 2, 1853, a son of Hans Jensen, a farmer living at Varde. Mr. Hanson received his education in his native country, and also learned the machinist's trade there. He came to America in 1871, and divided the first three years of his life here in the employ of the Atlas line, from New York to Galveston, and the ocean lines from New York to Hamburg, working as fireman.

In 1874 Mr. Hanson began his experience on the lakes, acting as fireman and oiler alternately on the steamer Colorado for five successive seasons. In 1879 he shipped in the same capacity on the Roanoke, where he remained for a season and a half, spending the balance of the season of 1880 in the hospital. For about ten months of the year 1881 he was chief engineer at the Chicago Starch Works, in that city, and the following year was engineer of the Chicago Steel Works, located on Jefferson street, also in that city. The three succeeding years he was in the government employ as engineer on steam lighters in New York harbor, and in 1886 he returned to the lakes, shipping as assistant engineer on the Conemaugh, of the Anchor line. On her he remained three seasons, after which, in 1889, he became assistant engineer of the steamer Siberia, owned by the Davidsons, of Bay City, and during the same year was also assistant on the Waldo Avery and chief on the steamer Arizona. He shipped for the season of 1890 as chief engineer of the steamer Progress, of Milwaukee, and remained with her until she was sunk in Detroit river, opposite Wyandotte, in collision with the Britton, an iron ore carrier hailing from Cleveland. The accident took place on the second day of June, about one o'clock A.M., and when the steamer went down Mr. Hanson took refuge in the rigging, whence he was rescued by a passing vessel. He finished that season as chief of the steamer William Edwards, owned by Valentine Fries, of Milan, Ohio, and as assistant engineer of the E.B. Wilbur, of the Lehigh Valley line. The following season he was assistant on the Tacoma, of the same line, until she was laid up in July, and in May of the next year he became assistant engineer for the Buffalo Courier Company, in whose employ he continued for two years. On August 2, 1894, Mr. Hanson became engineer for the White Star Laundry, and continued until November 20, 1897, when he engaged with the Model Laundry as engineer. He has been a member of the Marine Engineers Beneficial Association for over ten years.

Mr. Hanson was married at Buffalo March 9, 1889, to Annie Haffy, of Paisley, Scotland, and they have two children: Lillie and Pearl, aged nine and five years, respectively.

CAPTAIN HARRY G. HARBOTTLE

Captain Harry G. Harbottle, a young and ambitious officer who has seen service on both lake and ocean, comes of a line of navigators, his father, Capt. Thomas Harbottle, having spent a number of years as a seaman, first sailing out of the port of Bristol, England.

Thomas Harbottle was a native of England, born at Newcastle-upon-Tyne, and came to the United States when still a youth, first locating at Buffalo, N. Y. He soon obtained command of a lake vessel, and during the season of 1841 sailed the John Jacob Astor. Ten years later he went to Toronto and as master of the schooner American engaged in carrying supplies from Montreal to Hamilton, Ont., during the construction of the Great Western railroad. In the spring of 1853 he was appointed master of the Rochester, and while invested with this command he and his crew gallantly rescued the passengers and crew of the burning steamer Queen of the West on July 9, 1853. For this act of heroism Captain Harbottle was presented with a handsome gold watch, which his son Harry has inherited. From 1854 to 1869 he sailed the steamer Passport, plying between Montreal and Hamilton. He then went into the coal business, purchasing the schooner Rapid, and a tug, which he used to transport coal to steamers for fuel. In 1876 he resumed his lakefaring life as master of the Canadian steamer Chicora, in which he sailed until 1882, and in which he owned an interest. Upon the passage of the Masters and Mates Act he was invested by the Canadian Government with the inspectorship of hulls for the Toronto district, holding that position to the time of his death, which occurred in 1897, when he was seventy-three years old. Capt. Thomas Harbottle was the father of sixteen children, and six of his sons acted as pallbearers at his funeral. His widow, Euphenia (Clark) Harbottle, still survives, occupying the old homestead in Toronto, Ont. The sons in the family besides Harry G. were Capt. Thomas E., whose last boat was the Havana, on board which he died suddenly of heart failure at Houghton, Mich.; James, who was master of the Canadian steamer Chicora, and died April 4, 1897; Neville, who is master of a passenger steamer on Rainy Lake, Ont., near Rat Portage; George, who sailed some years, becoming mate of the steamer Chicora, but later studied medicine and is now engaged in conducting a drugstore at Toronto, Ont.; Colin, who is a railroad passenger agent at Niagara Falls, Canada, and a well-known champion bicycle rider; and Frank, who is studying law in Toronto.

Capt. Harry G. Harbottle was born October 8, 1872, in Hamilton, Ont., and received his primary training in the public schools of that city, later removing with his parents to Toronto, where he attended the Upper Canada College, receiving a liberal education. In the spring of 1885 he shipped as boy in the schooner Marquis, closing the season in the schooner Storm. The next season he was lookout on the Canadian-Pacific passenger steamer Alberta until she was laid up, after which he went before the mast in the schooner Fellowcraft. In 1887 he again joined the Alberta, as wheelsman, following with a season in the steamer Sovereign. During the passenger season of the Alberta in 1889 he sailed in her as wheelsman, transferring to the steamer Africa in the same capacity. The next season he was at the wheel in the steamer Cambria until August, when he changed to the steamer Siberia. His next berth was wheelsman in the steamer Gogebic, on which he remained until August, 1892, when he joined the J. C. Gilchrist, receiving pilot's papers in the meantime. That winter he went to Boston and shipped in the steamer Ethelwood, bound for Port Antonio, Jamaica, and later joined the Columbian, of the Leland line, for Liverpool. In the spring of 1893 he came out as mate in the steamer Gogebic, closing that season on the lakes in the Grace Dormer and the Canadian boat Hiawatha as master. In the winter he went to Boston and shipped in the steamer Ethelwood, making two voyages to Port Antonio, Jamaica. In the spring of 1894 he again sailed as mate in the steamer Gogebic, under command of Capt. William Weil, and opened the following season in the steamer Arthur Orr, with Capt. C. Z. Montague, as second mate, serving as such until June, when he was appointed first officer of the steam monitor Christopher Columbus, the position he retains at the present writing.

In the fall of 1896 Captain Harbottle went to New Orleans and shipped in the steamer Algiers, of the Morgan line, to Havana, later becoming quartermaster of the steamer Stillwater, in which he made two voyages, visiting Porto Rico, Buenos Ayres and Central American ports. He subsequently joined the steamer Foxhall as seaman, plying to Central American ports, and his next berth was in the British steamer European, as boatswain's mate. On arriving at Liverpool he left her and shipped as boatswain in the steamer Tampecian, bound for New Orleans, where he joined the Algiers on a voyage to Cuba with a consignment of mules for the Spanish Government. In the summer of 1898 the Algiers was used for transporting United States soldiers to Cuba. It will be observed that Captain Harbottle is an industrious young officer, and with the attention he has devoted to the study of the science of navigation will soon take rank among the most successful of lake masters. He makes his home with his mother in Toronto, Ont., when not on active duty.

CHARLES HARLING

Charles Harling was born on the farm of his father, William Harling, in Anderdon, Canada, in December, 1872, and later went to Detroit with his parents. His mother's maiden name was Elizabeth Gray.

Mr. Harling was employed in the Baugh Rolling Mills before he went on the lakes, and has since worked there most of the time during the winters. His first sailing experience was in 1887 on the S.C. Baldwin as wheelsman, for three months. In 1888, though but sixteen years old, he fired on the Saginaw Valley under his father, who was chief engineer. She ran from Green Bay to Buffalo and from Kingston to Chicago. He stayed there two years, and in 1890 went as oiler on the steamer F.W. Wheeler, from Duluth to Buffalo. He remained on her two years, and in 1892, being twenty-one years of age, received his papers and went as second engineer of the Forest City. He held that position two years, and then in 1894 he shipped as second engineer of the steamer Tampa, running from Duluth to Buffalo, and remained on her until the close of navigation in 1896.

In March, 1892, he was married in Detroit to Minnie Gebhardt, and they have two children: Ethel and Gladys. Mr. Harling is member of the M.E.B.A.and A.O.U.W.

WILLIAM HARLING

William Harling is a son of Seth Harling, a retired officer of the British army, and was born in 1841 at La Prairie, opposite Montreal. On New Year's Day, 1867, he was living in Windsor, and crossed to Detroit with Elizabeth Gray, to whom he was married by Bishop McClosky.

His first steamboating was in 1861 as fireman on the old Dart, and in 1862 he started as fireman on the Dispatch, but was soon made her second engineer. He then went as her chief in the spring of 1863, and retained that position through the years 1864-65. His next venture was the purchase of a farm in Anderdon, on which he remained until the spring if 1877, when he returned to the lakes as second engineer of the propeller Michigan. He was on her two years, and in 1879 he went to the steamer Sanilac as chief engineer, and held that position seven seasons, giving entire satisfaction. In 1886 he went out as chief of the Saginaw Valley in the passenger business, and liked it so well that he remained with her seven years. He then spent one season as chief of the Raleigh and the next two seasons as chief of the propeller Forest City, thence returning to the Raleigh for a year, and in 1896 he was chief of the Egyptian for Captain Whipple. He is a member of the M.E.B.A. and the A.O.U.W.

Out of seven children, he has but one son, Charles, living.

CAPTAIN FRANK J. HARLOW

Captain Frank J. Harlow, of Toledo, Ohio, one of the young marine masters on the Great Lakes, was born at Toledo and attended school there until his sixteenth year. At this time, having a strong desire to become a sailor, the occupation to which his father, William J. Harlow, has devoted his life, he shipped on the City of Paris as watchman, having previously spent some time with his father during school vacations. Later he acted as wheelsman upon the Preston, of which his father was master and his brother, William R., mate, and then shipped in the same capacity on the Japan, of the Anchor line, transferring from her in the fall of the same year to the Sunshine. The next season he went on the Koal Kabin, of Cleveland, running between Detour and Delray in the timber trade, his first position on her being that of wheelsman, and he is now engaged as master, having served in that capacity during the latter part of 1895 and throughout the seasons of 1896 and 1897. Captain Harlow is thoroughly competent in marine work and has every prospect for a successful future. He is unmarried.

CAPTAIN WILLIAM R. HARLOW

Captain William R. Harlow was born at Toledo, Ohio, June 30, 1871, and he has always made his residence in that city. He attended school until his sixteenth year, and at that time, led by a strong desire for the occupation to which his father, Capt. William J. Harlow, had devoted his life, he shipped on the V. Swain, as cook. He did not remain throughout the season on that boat, however, finishing on the schooner F.C. Leighton, owned by his father. He next spent one season on the Michael Groh, as watchman and wheelsman, after which he went on the Ida M. Torrent, shipping as wheelsman, and he remained on her two seasons, the latter part of this time as mate. He then took command of the tug Charlie Boy, owned by his father, continuing on her until the fall, when he took the schooner Sunshine. Later he was master of the tug Ben Campbell, of Cleveland, for L.P. Smith, the tug Allie May, of the V.O.T. line, and the tug Iceberg, for J.R. Jones, after which he was night manager of tugs for the two companies on the piers in Cleveland. He then went to Chicago and shipped as mate on the John Oades, subsequently holding the same berth on the Preston, under the command of his father, who was also managing owner. During the season of 1896 he sailed the Black Diamond for the Cleveland Cedar Company, until November 1, when he came to the Aragon, as mate. Captain Harlow was the youngest pilot on the lakes at the time when he received his papers. He is a competent ship master and has been very fortunate as regards accidents and shipwrecks.

Captain Harlow was married July 19, 1891, to Miss A. Annie Rooney, of Cleveland, and they reside at No. 138 Michigan street, Toledo, Ohio.

CHARLES E. HARMON

Charles E. Harmon was born in Chatham, Ont., December 6, 1854, a son of George W. and Nancy (Sharrow) Harmon, the former a native of Erie, Penn., the latter of Canada. They were married in Chatham, Ont., after which they took up their residence in Chatham, where they owned the first brick building, the father conducting a shoe store in the same. He was also interested in schooners and sailed some, but suffered financial losses during the Bothwell oil excitement.

Charles E. Harmon acquired his education in the schools of Chatham. Late in the '60s the family removed to Wenona, now West Bay City, Mich., and in 1870 he shipped as fireman in the Ben Truesdell. The next spring he joined the Colin Campbell, as fireman, and in the fall went to New York City by way of the Erie Canal, as fireman in the side-wheel steamer Hudson, towing canal boats from Albany. On arriving in New York he shipped in the tug E. B. Jones, engaged in harbor towing. The next year he went to work on a farm in Catarraugus County, N. Y., but the following spring went to West Bay City, Mich., and joined the tug Nellie Cotton as fireman. Early in 1876 Mr. Harmon entered the employ of the Pinconing Railroad Company, as engineer, remaining three years, and in the spring of 1879 he took out engineer's license and was appointed to the tug C. M. Farrar, owned by R. Armstrong, transferring to the tug Ontario the next season, as chief engineer. In the spring of 1887 he returned to the Saginaw River, and from that time until 1892 he sailed as engineer in the tugs Charles Lee and Mildred (owned by Capt. Harry Shaw), after which he went to Tawas, Mich., and engineered the tug John B. Griffin. He also served as fireman in the tugs Hercules, Mendota and Moyles, on the Saginaw River. In 1892 he returned to Bay City and was appointed engineer of the tug C. W. Wells, which he ran until June 22, 1896, when he went to Duluth as engineer of the tug Medina, owned by C. S. Barker, a dredging contractor.

In the spring of 1897, Mr. Harmon entered the employ of the A. Booth Packing Company. He fitted out the passenger steamer C. S. Barker, which was under charter to convey a circus company to the different ports on the south shore of Lake Superior and the west shore of Lake Michigan until July 5. On August 29, of the same year, Mr. Harmon chartered the ferryboat Edna, and established a new route between Twenty-first avenue west, Duluth, and West Superior, doing fairly well until October 31, when he took out a party of Foresters, ran into the wreck of the old steamer City of Winnipeg and knocked a hole in the Edna, causing her to sink, without loss of life, however. He raised and repaired her, and putting her on the route again until November 18. In the spring of 1898 he chartered the stern-wheel steamer Henrietta, going as chief engineer. He engaged in the excursion business between Duluth, Superior and Fond du Lac, giving moonlight excursions. Mr. Harmon also holds first-class stationary engineer's papers.

Mr. Harmon is a member of the Marine Engineers Beneficial Association, No. 27, of Bay City, and filled the office of chaplain three terms. He was united in marriage with Miss Ida S. Hunter, of Grovesend, Ontario, and the children born to this union are: William D., Bertha Pearl, Robert D. and Walter Earl, two of whom are now deceased. The family homestead is at No. 205 East Fisher street, West Bay City, Michigan.

FRED M. HARMON

Fred M. Harmon is one of the many reliable engineers who have succeeded by exact knowledge of the mechanism of the modern type of engines, and skill in handling them, in winning the confidence of the owners of large steel steamers. He is the first son of Capt. Frank and Mary Harmon, and was born in 1860 at Erie, Penn., where he attended school until he was fifteen years old. He was brought in touch with the life of the sailor on his father's tugs, and after filling the position of clerk in a grocery store he shipped on one of them, the Mary A. Green, in the capacity of fireman. He retained this position one season, and in 1876 was promoted to engineer, serving as such on that boat for six years, and then transferring to the tug Cal Davis, towing at Toledo harbor, on which he remained one season. He next shipped as second engineer on the steamer Horace B. Tuttle, and afterward brought out new the tug Birckhead, engineering her one season. This service was followed by his appointment as engineer on the iron tug A.W. Colton, and he was on her four seasons, operating at Toledo harbor. In 1887 he became second engineer on the Lackawanna, the first steel steamer launched by the Cleveland Ship-building Company, remaining on her one season. In 1889 he brought out new the wooden steamer Elphick, as chief, remaining throughout the season, and the next shipped as chief in the steamer E.B. Hale, for one year. In 1891 he was appointed chief of the steel steamer Joliet, of the Lake Superior Iron Company's line, holding this berth two years. From this time it is evident that Mr. Harmon's success in handling the most modern machinery was being closely watched by prominent owners and builders, and he has since been selected to bring out new the best class of steel steamers. The two seasons of 1893-94 he passed in the employ of Capt. Thomas Wilson, as chief of the Olympia, and in 1895 he was chosen by the Globe Iron Works Company to engineer their new steel steamer Globe, which he terms the clipper freight boat of the lakes. She was sold during the year to John Gordon, of Buffalo, and in the spring of 1896 Mr. Harmon was made engineer of the steamer W.D. Reese, of the Wilson Transit Company, which he laid up at Duluth at the close of navigation. He was chosen to bring out the new Wilson line steamer built by the Cleveland Ship Building Company.

Mr. Harmon was united in marriage to Miss Tillie Williams, of Cleveland, Ohio, and four children have been born to this union: Emory J., Fred J., Marie B. and Bernette L. The family residence is at No. 41 Ward street, Cleveland. Socially, Mr. Harmon is a member of the Knights of the Maccabees and the C.M.B.A., and he is a charter member of the Toledo lodge of the Marine Engineers Beneficial Association, his home lodge, however, being in Cleveland.

FRANCIS HARRINGER

Francis Harringer, who for five years has been chief engineer on the propeller Northern Light, and has served on the Great Lakes for almost a quarter of a century, is one of the most successful marine engineers in service. Throughout his life he has been a resident of the city of Buffalo.

Mr. Harringer was born on Tenth street, near Carolina street, in that city, May 27, 1857, a son of Franklin R. and Mary A. (Dunn) Harringer, the former of whom was born in Alsace-Lorraine, of German parents, and when an infant was brought by his father, George Harringer (who was a flax farmer by occupation), to Buffalo, and there he remained a lifelong resident. He became a marine and stationary engineer, and spent several years on the lakes, but during the remainder of his working life he found employment on land. He died May 24, 1874, his widow, Mrs. Mary A. Harringer is still living. The family of Franklin R. and Mary A. Harringer consisted of six sons and four daughters, of whom the following are now living: Francis; Mary A.; who married Edward Haley, of Buffalo; Catherine, wife of Frederick Burr, of Buffalo; Joseph, a boilermaker and tug engineer; Thomas, assistant engineer on the Northern King; Ellen, who married Paul Menda: and Margaret. All of these survivors, except Joseph, reside in Buffalo.

Frances Harringer, our subject, received a good common-school education at Buffalo, and besides the benefits of the public schools he received a three-years' training at St. Mary's College, on Broadway. He was by nature and inclination a student, and took good advantage of the opportunities that thus presented themselves to him. After leaving school he worked in the Shepard Iron Works, on Illinois street, where he remained for three and one-half years, thoroughly acquiring the machinist and engineering trades. When work was slack he found employment as a dock hand on the tugboats, and thus acquired a familiarity with the line of work that was to become his future occupation.

In 1875, Mr. Harringer became fireman on the propeller Prairie State, under John Durr, chief engineer, and in the following winter worked in Sherman S. Jewett's stove works. In the season of 1876 he went on the steambarge Fletcher, under Chief Jacobs, and while there during the following season of 1877 he received his license as second engineer. Excepting one trip on the propeller Olean, the season of 1878 he spent on tugs. During the season of 1879, he was second engineer on the Colorado, and in 1880 he was on the Olean. In 1881 he was again on the Colorado, in July of which year she blew up, killing six men. The balance of the season he served on the John D. Griffin.

In 1882 Mr. Harringer was chief engineer of the propeller Huron City, until August when he quit her, to bring out the propeller Scotia, on which vessel he remained as chief engineer until she was lost on Keweenaw Point in November of the same year. In 1883 Mr. Harringer went to Erie to fit out the Philadelphia, as second engineer. He made one trip, and then ran a steamyacht up and down the river for a time, finishing as chief engineer on the Annie Young, and was with her the next season also. In 1885 he made two trips on her, then resigned to become chief engineer of the steambarge Nahant, was with her until September, and finished on the Fred McBrier. In the following season he went into the D.J. Foley, as chief engineer, and from September finished on the Waverly. During the seasons of 1888 and 1889 he was on the Newsboy, and on the Fountain City during 1890, while in 1891 he was chief engineer of the Gypsum. In 1892 he began work on the Lehigh line, then a part of the Northern Steamship line. For five seasons he has been on the Northern Light as chief engineer, the boat in which he commences service with this company, although at various times he has been in other vessels of the same line.

Socially, Mr. Harringer is a member of Lodge No. 1, M.E.B.A., and has been connected with the organization since 1882. He was married to Miss Mary E. Farrell, daughter of Patrick Farrell, who lost his life in the propeller Globe in Chicago. Mr. Harringer resides at No. 272 Front avenue, Buffalo. He is in every sense of the term a self-made man, and is one of the most successful engineers on the Great Lakes.

CAPTAIN HENRY HARRIS

Captain Henry Harris was born at Henderson, N. Y., and there received a common-school education. His father, Hiram Harris, was a pioneer of that place, where he had lived from the age of three years, coming from Vermont, in which State the family had lived for over a hundred years. The journey was made in a wagon drawn by oxen, and through sixty miles of the wilderness they had nothing to guide them but blazed trees. The grandfather, Caleb Harris, was born in Vermont served in the war of 1812, from which he came uninjured; he lived to be ninety-six years old.

Captain Harris went on the lakes in the spring of 1854 aboard the Trade Wind, as boy. He only remained on her one season, going next to the Chieftain as seaman, and for some years following he was man-before-the-mast on boats leaving Oswego, N. Y. In 1858 he was mate on the Daniel Webster, and in 1859 on the Troy, at the close of his service on this boat leaving the lakes and living on a farm till 1864. When he resumed sailing he went on the S. C. Lumgeford (sic) as mate, and the following season serving in the same capacity on the C. G. Mixer, later shipping in the Dashing Wave, Czar, Itasca, Hallaran and Newburgh. In 1870 he engaged as mate on the steamer D. M. Wilson, of which he was master for two seasons following. For the next five years he remained ashore, engaged in farming, and then returning to the lakes took command of the Minnehaha, on which he remained one season, during which he was shipwrecked on Lake Huron. In 1883 he again left the water, returning in 1891 as mate of the steamer Pioneer. In 1892 he took the Fontana, which he has since commanded.

On August 28, 1854, Captain Harris was married to Miss Louise Nutting, who died August 28, 1889. She had three brothers, Harrison, Alonzo and Simeon Nutting, who were all sailors on the Great Lakes. On April 13, 1893, our subject was married to Margaret Kelsey. He is the father of six children; Ellen, the wife of Henry Fuller; Henry, Jr., married to Ellen Lane; Jay, married to Carrie Place; Nora, Mrs. L. Filhart; Hally; Mrs. George Jenkins; and Linda, unmarried, who resides at home with her father. Henry has been on the lakes for six years, and is at present master of Barge No. 101. In 1872 Captain Harris removed to Woodville, N. Y., where he has lived ever since.

CAPTAIN WASHINGTON B. HARROW

Captain Washington B. Harrow, a prominent citizen and shipmaster of Fort Huron, Mich., and assistant manager of the Thompson line of tugs at Sault Ste. Marie, is a son of George and Lucretia (Peer) Harrow, and was born at Algonac, Mich., January 13, 1848. He is the grandson of Capt. Alexander Harrow, who was an officer in the British navy during the war of the Revolution, and in command of one of the vessels of that government. His grandmother was taken prisoner by the Indians, at Monroe, Mich., when but five years of age, and held by them ten years. She was released by Capt. Alexander Harrow, who sent her to school at Detroit, and some years later made her his wife. She lived to the advanced age of one hundred years, and died in Algonac, Mich., in 1865. Captain Harrow's father, George Harrow, was born on the banks of the St. Clair river in 1806, and owned and sailed the little schooner Pilot, in his own business. The members of the father's family were: Mary, who was drowned in the St. Clair river while young; George, who died at the age of eighteen; Mary Jane; Captain James P., master and part owner of the schooner Nelson Bloom; Lucy and Lucretia; John K., who has sailed on the lakes; Henry C., at times captain and engineer of the steamer M. F. Merrick; Charlotte; Catherine, now the widow of Capt. William Roberts; Capt. Washington B., the subject of this article; and Capt. William G., last master of the steamer W. W. Richardson.

Capt. Washington B. Harrow acquired a public-school education at Algonac, afterward attending a commercial college at Detroit. His lakefaring career began in 1858, when he shipped on the side-wheel steamer United, then engaged in towing on the St. Clair river, remaining with her until the fall of 1861. During the winter of 1861-62 his father built the side-wheel steamer Young American, and Washington sailed on her in different capacities until the fall of 1872, being made chief engineer in 1864, after taking out an engineer's license, and held that berth until 1868. The next season he took out master's papers and sailed her four seasons. In the spring of 1873 he was appointed master of the tug Ontario, and sailed her until July, 1877, transferring to the tug Peabody, and closing the season on the tug Miller. He then purchased the hull of the tug W. H. Pringle, converted her into a schooner, and sailed her until the fall of 1883, when he sold her and was appointed master of the barge Potter. In the spring of 1886 he entered the employ of Capt. B. B. Inman, as master of the tug Cora B., and took her up to Duluth. He was transferred to the tug J. L. Williams the next season, and sailed her until July, 1888, when he took the steamer Ossifrage, plying between Duluth and Port Arthur, until July 1889, closing that season in the tug J. L. Williams. In the spring of 1890 Captain Inman sent two tugs to operate at the Sault, Captain Harrow going with them as master of the O. W. Cheney until August when the tugs were sold. He then went to Port Huron and chartered the tug George Hand, and sailed her the balance of the season.

In the spring of 1891, Captain Harrow came out as master of the lake tug, A. J. Wright, and sailed her until July 4, when he purchased an interest in the lake tug M. F. Merrick, stationed at the Sault, and sailed her until the close of 1895, doing many notable wrecking jobs with her, among which may be mentioned the release of the steamers C. J. Kershaw, Ironton and Ketcham, all out high and dry on the beach, and the steamer America, which was sunk. In 1876 Captain Harrow acquired an interest by the purchase of stock in the Thompson Wrecking and Towing Association, and was chosen as super-intendent of the tugs of the association stationed at the Sault, and holds that position at this writing, sailing only as occasion requires.

Fraternally he is a Master Mason, and he is a member of the Ship Masters Association, holding Pennant No. 388.

CAPTAIN F. C. HART

Captain F.C. Hart who has been connected with marine interests from the age of fourteen years, has in his long and varied experience passed through all the successive stages of a sailor's life, now holding the position of superintendent for the J. Emery Owen Transportation Company at Detroit, he has always resided in that city, having been born there August 17, 1848, and he received his education at the public schools. His father, W. W. Hart, who is still living at Grand Rapids, was a shipowner, and had various marine interests several years ago, and to this occupation the son naturally drifted. He first shipped out of Detroit on the Gladiator, where he acted as boy one season, from this boat going to the brig Waurecan as ordinary seaman, and during the season following he acted in the same capacity on the Forest and the Rio Grande. His next berth was that of second mate on the schooner Supply, and in 1866 he was mate of the bark Winslow; in 1867 he was given command of the John P. Ward, after which he sailed the Mountaineer, L. L. Lamb, Wells Burt, Michigan, Emma L. Cayne, and E. A. Nicholson, returning from this boat to the schooner Michigan, on which he remained until 1888. He has since held the position of marine superintendent for the J. Emery Owen Transport-ation Company. Captain Hart's experiences on the water were uniformly fortunate, for he never suffered shipwreck or serious accident, a record which has given much satisfaction to those for whom he has sailed, and added to his own reputation as sailor and master.

Captain Hart was married in August, 1874, to Miss Adeline Gorden, of Port Colborne, Ont., and they have three children: John, who is employed at the Commercial Bank at Detroit; Alice; and Fred, who is attending high school at the present time.

ADAM HARTMAN

Adam Hartman, managing owner of Hartman's Tug Line, at Tonawanda, N. Y., is a native of Prussia, born in that country April 6, 1834. He is a son of Valentine and Katherine (Kuntz) Hartman, the latter of whom died when the subject of this sketch was but seven years old. There were seven children in the family, and two came to America besides Adam; Michael, now deceased, who was a tailor at London, Canada, and Katherine, wife of Nicholas Osman, a farmer residing at Tonawanda, New York.

Adam Hartman was reared on his father's farm, and attended school from the time he was seven until he became thirteen years of age. At the age of eighteen he came to America, in 1852 locating at LaSalle, on the Niagara river, near which place he worked on a farm three months. After that he lived a while in Tonawanda and then went to reside permanently at Grand Island, where he worked in the woods in the winter and sailed on the river in the summer. His first sailing was during the season of 1853, when he shipped as deckhand on the old side-wheel steamer Minas, commanded by Capt. Harvey Booth. The succeeding season he was with the same captain on the lake tug William Peck in the capacity of fireman, and for the next four seasons he was fireman on the old propeller Pittsburgh, of the Peoples line, owned by Ensign & Holt. During 1859 he acted in the same capacity on the propellers Acme, Mohawk and Free State, the latter owned by the Western Transportation Company, and during his service on her Peter P. Miller was chief engineer. In 1860 Mr. Hartman made one trip as fireman on the propeller Empire State, and then abandoned the lake service to engage in hauling wood from Grand Island to Buffalo, in which business he continued about twelve years. He then bought a one-third interest in the tug Allen M. O'Brian, ran her awhile and later sold her to parties on Lake Michigan. Next he purchased a half-interest in the tug Addie with Patrick Everett, and at the end of a year bought his partner's interest, and then owned and ran her about nine seasons in conjunction with the Idaho, ferrying the Niagara river between Tonawanda and Grand Island. In 1873 he abandoned the hull of the Addie and built the tug John Nice, fitting her out with the Addie's old machinery.

In 1879 Mr. Hartman moved to Tonawanda, and he has since confined himself exclusively to the tug business at that harbor. He has had several competitors, but has outlived them all, and is now considered the only tug man about the aforesaid harbor, excepting perhaps the owners of a couple of canal tugs. He is the sole owner of the tugs A. A. Balanger, William A. Gratwick and Tonawanda, and possesses a two-thirds interest in each of the tugs Charles S. Parnell, Michael Davitt and J. H. DeGraff. Mr. Hartman is a member of Local Harbor No. 41, of the American Association of Masters and Pilots, and also of the Buffalo Harbor Tug Pilots Association.

In 1860 Mr. Hartman was married at Buffalo to Miss Caroline Levi, by whom he has had five children, four now living, namely: Frank, master of the tug Tonawanda; Louis, master of the tug Gratwick; Caroline, wife of George Heneberger, a resident of Tonawanda; and Mary, one of the Sisters of St. Francis at the convent at Hamburg. The family residence is at No. 158 Morgan street, Tonawanda, New York.

FRED J. HARTMAN

Fred J. Hartman, of the fireboat Detroiter, is one of the younger engineers on the lake, whose devotion to their work has been the foundation for their present success. He was born May 9, 1873, at Baltimore, Mich., a son of John A. and Phillipine (Forber) Hartman, the former of whom has been connected with the lakes for about thirty-five years, twenty-seven of which he has held an engineer's license. Grandfather Hartman was a soldier in the Civil war and gave up his life for his country. His maternal grandfather was a soldier in the Mexican war, and also in the war of the Rebellion, and when, in 1898, war was declared against Spain, expressed his regret that his advanced years would prevent him again entering his country's service.

Fred Hartman was but one year old when his parents moved to Detroit and in the public school he obtained his literary training, but at the age of twelve years he left the school room and began to earn his own way. Previous to this he had carried daily papers. His first employment was in the hotels, and at the age of thirteen he went on board the City of Mackinaw as porter, and there remained one season. The next year he entered the employ of Alger, Smith & Co., going as stoker on the J.W. Wescott. He held similar positions on the T.W. Snook, Nellie, tug Parks, Orleans, Winslow and steamer Gettysburg. The summer he was eighteen he sailed on the Forest City, and the following year served as oiler on the steamer Fayette Brown. He held the same position on the Alex, Nimick, and at the age of twenty-one he took the government examination for engineer's license, on which he received 1,250 tons. He then went on the barge Toledo as assistant engineer, where he remained for one season, then going on the Henry Houghton for a like period. The C.H. Storkie was his next field of operations, and from there he passed to the fireboat Detroiter, where he still remains.

FREDERICK T. HATCH

Frederick T. Hatch was born at Henderson Harbor, N. Y., in 1859, a son of Thomas and Catherine Hatch. His father was a sailor, and for a long time served as mate on the Northern line of steamers. Mr. Hatch removed with his parents while very young to Gallop Island and later to Glen Haven, Mich. He attended school at Gallop Island and Sacket's Harbor. He passed his youth on the water principally as a fisherman until the spring of 1878, when he shipped on the steamer Arabia, of the Western Transit line, remaining in that employe three years. In the spring of 1881 he entered the life-saving service at the Cleveland station, where he remained until November, 1884. On the 22nd of the same month he was appointed assistant lighthouse-keeper in the old lighthouse on Water street, Cleveland. On October 20, 1885, he was transferred to the breakwater light, and on September 15, 1895, the lights were consolidated and Mr. Hatch was placed in charge, also having control of the foghorn machinery, which was established in 1890. He now has two assistants.

Mr. Hatch is an experienced and daring life-saver, and has to his credit thirty-two rescues, independent of those he participated in while a member of the life saving crew. The greater number of these rescues were made while he had charge of the pier light. Boats would capsize, and in other ways helpless people would fall in the lake. In October, 1890, the barge Wanapota struck the breakwater and sunk in three hours. Mr. Hatch ran out to her with a rowboat, but came very near losing his own life on account of the flying timbers. His boat was capsized, but he succeeded in reaching Mrs. Hazen, wife of the captain, and swam with her to the pier. The captain, mate and three men ran across the pilework to the pier, where they remained all night, the lifeboat taking them off the next morning. The following spring Mr. Hatch received from the government an additional bar to his United States lifesaving medal. Many instances are related of his hardihood in his efforts to save life, and he never seems to grow excited or lose his presence of mind.

During the time Mr. Hatch was surfman in the Cleveland life-saving station, he participated in all the rescues of that gallant crew. In the fall of 1883 four vessels went ashore off Cleveland harbor, among them the schooner Sophia Minch. The life-saving crew went out to her on a tug, and with great difficulty and danger boarded her. The schooner was drifting so fast toward the rocks that it was found necessary to scuttle her, and she sank with her own and the life-saving crew aboard, all of the men taking to the main rigging, except two who were in the after rigging. Lawrence Distel, the only one of the crew remaining ashore, threw a line into the main rigging and took off all the men there but Mr. Hatch, who volunteered to reach the men aft. To quote from the report of Captain Goodwin: "It was literally taking his life in his hands to make the attempt. The gallant Hatch set out along the swaying gaff and reached the two men, but it was utterly impossible for him to get back, which fact he signaled to Mr. Distel, who then went ashore in the breeches boy and informed Captain Goodwin. It was then found necessary to fire another line into the rigging aft, which Mr. Hatch made fast, and as soon as everything was ready they were drawn ashore, Mr. Hatch being the sixteenth and last man off the vessel." For this dangerous rescue Mr. Hatch, as well as all the other members of the crew, received the United States gold life-saving medal of the first class.

In 1883 Mr. Hatch was united in marriage with Miss Maggie Case, of Cleveland, and their children are Frederick T., Jr., May Adella, Nellie A., and Elsie A. The family residence is at No. 43 Water street, Cleveland. Socially he is a member of Lake Shore Lodge, Knights of Pythias.

FRANK HAUSBECK

Frank Hausbeck did not turn his attention to steamboating early in life, remaining on the farm until he reached the age of twenty-six years. He was born in Dansville, Livingston Co. N.Y., August 5, 1858, and is the son of Joseph and Rosalia (Coopler) Hausbeck. He removed with his parents from New York State about the year 1873, locating on a farm in Buena Vista township, Saginaw county, equi-distant between Bay City and Saginaw City, Mich. The farm which his father purchased is still the family homestead.

It was not until the spring of 1884 that Mr. Hausbeck began sailing, but he has come forward rapidly. He first shipped on the tug C.C. McDonald, as fireman, followed by a season in the tug Maud S., in the same capacity. In 1886 he secured his license as engineer, and was appointed to the tug Handy Boy. The next spring he went to Duluth in charge of machinery of a sand boat. In 1888 he engineered the fireboat Geyser at Bay City, and the three following seasons he was engineer of the tug Mundy. After one season as chief of the steamer Mary Groh, out of Port Huron, he again took charge of the machinery of the steamer Mundy. In the spring of 1894 Mr. Hausbeck was appointed chief engineer of the tug Witch of the West, and ran her three successive seasons, or until the fall of 1896, when he transferred to the steamer A.A. Turner, closing the season in her as second engineer. In the spring of 1897 he was appointed chief engineer of the steamer A.A. Turner, and held that berth again for the season of 1898. Mr. Hausbeck is an engineer with more than the ordinary ability and is highly esteemed by his employer, Mr. Bridges, of Bay City. Fraternally he is a Master Mason and a member of the Marine Engineers Beneficial Association.

Mr. Hausbeck is not a married man. He has a farm, managed by his sister, in Buena Vista township, Saginaw county, to which he retires during the winter months.

JEREMIAH HAVELICK

Jeremiah Havelick, one of the most prominent marine engineers of Milwaukee, Wis., received his first license in 1863, granted by inspector Guthrie of the Cleveland district, and but for a lapse of two years while he was working ashore, at a time when the United States Government charged the marine engineers a fee of $10 for permission to follow their profession, he would now have been able to number thirty-five issues. He also has Canadian license covering four years. Mr. Havelick, who was born October 1, 1835, near Sandusky, Erie Co., Ohio, is a man of great strength and endurance, and is in remarkable evidence of the blessings of a temperate and wholesome mode of life. He may be numbered among the patriarchs of the marine engineers fraternity, and is honored and esteemed as such. The blood of the brotherhood is brave in his veins, and his fine fellowship ever mingles with the free spirit of his generosity. He is the son of Americans for many generations, his forefathers being natives of Pennsylvania, as were also his parents, Malachi and Elizabeth Havelick, who became pioneers of Erie county, Ohio, away back in the early "forties," locating and improving a large tract of land. In 1857 the father moved still farther west, this time locating on the Little Wapposa river, in Chickasaw county, Iowa.

Very early in life, that is, when he was but nine years old, Jerry, as he is familiarly known, commenced to paddle his own canoe, and his opportunities to attend the public schools were therefore limited, as were also the number of schoolhouses. His first experience on the lakes was in 1845, in the little schooner Presto, and the captain, taking a liking to Jerry, kept him two seasons. Following this he was employed a season each in the schooner Echo and barkentine Naiad, and for four months the next season he filled the position of decksweep on the passenger steamer Western World. In 1849 he shipped before the mast in a schooner engaged in trading with the Indians as a coaster on Lakes Huron and Michigan, remaining in her two years, and as there were but three of a crew he was first mate the second season, being stronger than the other boy. He also sailed in the schooners Challenge and La Petite as second mate and mate, respectively, and as mate of the schooner Eveline Bates. He passed one summer in pound-net fishing near the Beavers for Ryan & Johnson. In the winter of 1852 Mr. Havelick walked from Sandusky to Columbus, Ohio, where he went to work in a blacksmith shop, afterward passing two years on a farm in Oxford township, Erie Co., Ohio. On his return to Sandusky he entered the employ of G.W. Olds as an apprentice to the machinist's trade, continuing thus for two and a half years, during which time he helped to build and set up the engine for the steamer Island Queen, a boat built of white cedar, which plied between Sandusky, Kelley's Island and Put-in-Bay; he ran this engine one summer. In the fall of 1861 he took up railroading on the Michigan Southern, from Cleveland to Toledo, and was locomotive engineer.

It was in the spring of 1863 that Mr. Havelick received his first license as marine engineer and was appointed chief of the side-wheel steamer Fort Sherman, plying between Sandusky, Fremont and contiguous ports. The next season he joined the propeller Mt. Vernon, as chief, following with a season each in the Morley and Saginaw, as chief. In 1867 he entered the employ of the Detroit & Cleveland Navigation Co., as second engineer of the old steamer Morning Star, holding that office when she was sunk by collision with the barkentine Kirtland; some of the passengers and crew were rescued by the barkentine and others by the steamer R.N. Rice, the next morning. Mr. Havelick was then transferred to the North West as second engineer. The next year he became second engineer of the steamer Huron, and in 1869 chief of the B.F. Wade, after which he went tugging on the Detroit river as chief on the Vulcan and for two seasons each on the tugs George B. McClellan and O. Wilcox. In the spring of 1874 he was appointed chief of the passenger steamer Evening Star, plying between Detroit and White Rock, the next season going as chief of the steamer John A. Dix. He then went to Chicago and entered the employ of the Goodrich Transportation Company as chief engineer of the Oconto, closing the season in the Menominee. In 1879 he joined the steamer Forest City as chief engineer and retained that office five seasons. During the winter of 1880-81 he went to Green Bay and took the engines and machinery out of a Fox river steamer, putting them into the George Burnham, which he brought out new and ran for the season. That winter he went to Natchez, Miss., as master mechanic in the interest of E.P. Allis, to superintend the erection of engines and test boilers, which occupied him until June, when he returned to Milwaukee and was appointed chief engineer of the steamer Columbia, commanded by Capt. J.D. Peterson. In the spring of 1883 he joined the steamer Burnham as chief and after laying her up at the close of navigation took charge of the engine and machinery in the "Plankinton Hotel" in Milwaukee. On January 17, 1884, Mr. Havelick was appointed to the responsible position which he has since held, chief engineer of the engines and machinery of the Manigold Milling Company, in Milwaukee. During the many years that Mr. Havelick has been in charge of marine and stationary engines he has gained the utmost confidence and given universal satisfaction, and he is rated as standing at the head of his profession.

Mr. Havelick and Miss Mary Pierce, daughter of Eliza Pierce, of Huron, Ohio, formerly of West Virginia, were united in marriage on January 28, 1857, and one son, Frank, has been born to them. The family homestead is at No. 443 Third avenue, Milwaukee, Wisconsin.

Socially Mr. Havelick is a Master Mason, and he is also a member of the Marine Engineers Beneficial Association, of Milwaukee Lodge No. 9, of which body he has been chosen treasurer for the last two terms.

HERBERT J. HAWTHORNE

Herbert J. Hawthorne is one of the most promising young engineers now sailing the lakes, and possesses a great fund of sound common sense and philosophical logic. He was born in Big Beaver, Mich., and acquired his education in the public schools of that town. He is a son of Robert and Catherine (Dunn) Hawthorne. His father was one of the patriots of the Civil war, having enlisted in 1861 in the 22nd Mich. Vol. Inf., and serving throughout the conflict. His regiment was in the Army of the Cumberland, and participated in all the hotly contested battles in which General Sherman's army was engaged, up to the fall of Atlanta. The regiment was then incorporated with General Thomas' army and returned to Nashville, Tenn., where they met and defeated General Hood. The father received a flesh wound in the left leg, at the battle of Chicamauga, but was soon ready for duty again. His father's two brothers, William and John, also enlisted and served the country faithfully. John being in the Army of the Cumberland and William in the 7th Mich. Vol. Cav., assigned to the Army of the Potomac. All are well-to-do farmers, and enjoy the privilege they have on winter's nights in coming together and recounting the different phases of their soldier life.

But to return to Herbert J., the subject of this sketch: After leaving school he went to Bay City, and entered the employ of the Folsome Arnold Milling Company, but he remained only one year on account of illness. After his recovery he went to Chicago and engaged in the milk business for two and one-half years. On the occasion of his visit to the World's Fair, his desire of becoming an engineer again came to the front, and on April 1, 1894, he shipped as fireman on the steamer Masaba. The next season he joined the steamer Cumberland in the same capacity until July 1, when he transferred to the steamer Alfred P. Wright. In the spring of 1896 he shipped on the steamer Pathfinder as oiler. In 1897 he was granted first assistant's papers, which covered steamers of 2,225 tons, which is considered exceedingly good for a first issue, and he was appointed second engineer of the steamer City of Genoa, the flagship of the J. C. Gilchrist fleet. Mr. Hawthorne is a member of the Marine Engineers Beneficial Association No. 53., of Marine City, Mich. When ashore he makes his home with his father in Big Beaver, Michigan.

JAMES C. HAY

James C. Hay was born in Scotland, December 23, 1841, and came to this country with his father in 1844, settling in Cleveland, Ohio, where he attended the public schools until 1857, when his health gave out. He then went to Michigan and lived on a farm, being located there when the Civil War broke out.

In July, 1861, Mr. Hay enlisted in Company I, 5th Mich. Vol. Inf., and served for three years. At the battle of Chancellorsville he was wounded, and at Gettysburg he received a wound in the chest that laid him up in the hospital at Philadelphia some months. While there, during his convalescence, he became acquainted with a marine engineer named Clark, and they conceived the idea of leaving the hospital and joining the steamer Keystone State, which was about to start on a cruise in search of the famous Alabama, which was creating great havoc among our merchant marine. The commander of the Keystone State, however, after the surgeon's examination, concluded that the wounds of Mr. Hay were too recent and of too serious a nature to permit his enlistment, and he was sent back to the hospital at Philadelphia, where he remained another thirty days, his wounds having re-opened.

In 1864 he returned to Cleveland and for some time was employed in the Eagle machine shop. In 1866 he went as second engineer on the steam Buckeye, in 1867 as chief of the Wisconsin, and then on the steamers Akron, City of Boston and Saint Albans, all of the Northern Transportation line. He remained in this employ seven years. In 1873 he went in the tug W.H. Pringle; in 1874, in the barge H.D. Coffinberry; in 1875, in the G.W. Rust; in 1876, in the wrecking tug J.W. Bennett; in 1879, in the steamer William Edward; in 1881, in the Progress; and in 1883 bought an interest in and engineered the tug Samson. In 1888 he was appointed engineer on the steamer North Wind, of the Northern Steamship company, and in 1890 he brought out the Castalia, upon which he remained until 1896, when he entered the employ of the Cleveland Dry Dock Company, where he is now giving good satisfaction. He is well know by all engineers on the lakes, and is held in great respect.

On December 14, 1869, Mr. Hay was married to Miss Sarah Landon, daughter of Solomon Landon, a Canadian, of English descent. Mr. Hay is a member of the Grand Army of the Republic.

ROBERT S. HAY

In this age of steam power upon the Great Lakes the equipment of the big freighters and passenger palaces with engines and machinery is a most important part of their construction. Perhaps no engineer could be found who has had a more extended experience in that delicate and skillful work than Mr. Hay, who for many years was an engineer upon the lakes, but since 1886 has had charge of large machine shops and as superintendent has fitted out a number of modern fleets.

Mr. Hay is a native of Scotland, born January 15, 1840, the son of Alexander Scott and Margaret (Cockburn) Hay, natives of the same country. The father was by occupation a farmer. After coming to America, Mr. Hay was engaged at his trade of machinist until 1861, when he began his nautical career as assistant engineer of the steamer Cataract. Subsequently he served as assistant engineer on the steamers Nile and Mary Stewart, and as chief engineer on the following vessels: Akron, Buckeye, Brooklyn, Champlain, Selah Chamberlin, E. B. Hale, Henry Chisholm and Republic. Mr. Hay's experience upon the lakes terminated in 1886, when he was called to a more important and lucrative position, having been appointed superintendent of the Globe Iron Works Company, of Cleveland. While thus engaged Mr. Hay placed the engines in several steamers for the Minnesota Iron Company - the Marina, Masoba, Maruba, Matoa, Manola, Maritana and Mariposa; in the following eight for the Northern Steamship Company: North Wind, Northern Wave, North Star, Northern King, Northern Queen and Northern Light, and the two passenger steamers North West and North Land. He fitted out in a like manner the passenger steamers Virginia and Atlanta, of the Goodrich line; the steamers Roman, Saxon, German, Briton, Norman and Grecian, of the Menominee line; the Castalia and the Charles Sheffield, for H. H. Brown; the Republic, for the Republic Iron Company; the Parks Foster and the Ira Owen, for the Owen line; the Olympia of the Wilson line; the two lighthouse tenders Lilac and Columbia; the revenue cutters W. Q. Gresham, Algonquin and Onondaga; the yacht Comanche; the Carolia, Corsica, Corona, Cambria and Globe, of the Mutual line; the Wilbur, Seneca, Saranac, Cuyahoga and Tuscarora, of the Lehigh Valley line, and the steamers R. Rhodes, James Pickands, Missoula and Yakima. Mr. Hay severed his connection with Globe Iron Works Company July 1, 1898, to take charge of the machine shop of the Cleveland City Forge Company, where he is at present serving as superintendent.

In 1863 Mr. Hay was married at Cleveland to Miss Mary J. McKnight, and they have had eight children, five daughters and three sons, all living but one son. Mr. Hay has excellent health, supplementing his mental vigor and activity with a robust constitution which has enabled him to accomplish a vast amount of work. He is interested deeply in marine affairs, and as an engineer and machinist is well known among lake men.

WILLIAM HAY

William Hay is one of the oldest and most prominent engineers sailing out of the port of Bay City. He was born in Banffshire, Scotland, July 29, 1835, a son of Peter and Mary (McConnachie) Hay. Mr. Hay's parents died in Scotland, when he was quite a young lad, and he was thus compelled to depend upon his own resources. He obtained but an elementary education in the public schools, and came to America in 1856, first locating in Guelph, Wellington Co., Ontario, where he secured employment as a teamster, engaging in kindred work until 1865, when he went to Wyandotte, Mich., and worked in a rolling mill. He then went to Tipton, Mo., on the Union Pacific railroad, returning to Grafton, Ill., where he stopped but a short time.

In the spring of 1867 Mr. Hay went to Bay City, Mich., and as the opportunity offered he shipped as fireman on the tug H. P. Smith. In 1869 as fireman of the tug Annie Moiles, finally becoming engineer, remaining in the employ of Mitchell & Boutell until the firm was dissolved. It was in the spring of 1874 that Mr. Hay was appointed engineer of the fine tug Laketon. He remained in her seven years, followed by four as engineer of the tug Music. In the spring of 1885 he was appointed chief engineer of the steamer A. Folsom. After assisting in putting in the machinery he brought her out new and ran her twelve consecutive seasons. Owing to the illness of his sister, a lady of advanced years, for whom he had provided a home, he did not join his steamer in the spring of 1898, the office, however, remaining subject to his convenience.

While he has been in the A. Folsom, he was concerned in the rescue of three people from a capsized yawlboat off Grand Marais, Lake Superior, and at the time of the foundering of the steamer California, between the island of St. Helena and the main land in a storm, he was instrumental in the rescue of four out of a crew of twelve. Mr. Hay is a member of the Order of St. Andrews. Notwithstanding the fact that he is a bachelor apparently beyond redemption, he has provided himself with a homestead, over which his sister presided until her death.

HUBERT G. HAYBARGER

Hubert G. Haybarger, a young pilot of the first class, and who possess more than the usual ability, received a liberal education in the public schools of Girard, Penn., where he was born January 8, 1872, a son of Joseph B., and Margaret A. (Brubaker) Haybarger, a grandson of John Haybarger, a wealthy farmer, of Mill Creek township, near Girard.

Mr. Haybarger's father died in 1874, at the age of forty-four years, leaving eight children (six of whom are still living) to the care of the mother, the oldest being twenty years of age. She proved equal to the responsible charge, and the result shows that all are prepared to take the different walks in life. Joseph B., the eldest son, is now an engineer on the Nickel Plate railroad; Levi E. is a prominent lawyer at Omaha, Neb.; Walter L. is a conductor on the Philadelphia & Erie railroad, stationed at Erie, Penn.; William and Winfield died young; Anna J. is now the wife of Mr. H.H. Seeley, an engineer on the Nickel Plate railroad, and resides at Conneaut; Mable L. is the wife of T.M. Titus, foreman in the Nickel Plate railroad shops at Conneaut; and Hubert G., the subject of this sketch. He commenced sailing as watchman in April, 1888, on the steamer Lehigh, of the Anchor Steamship line. The next season he was advanced to the berth of wheelsman, which he held four seasons, under the eyes of Capt. H.A. Sisson, a prominent lake master at the time. Captain Sisson, who died in 1893, after continuous service of a quarter of a century in the Anchor line, was always ready and desirous to help deserving young sailors to the front. And thus it was that, in 1893, Mr. Haybarger, after the death of Captain Sisson, found himself competent to do the duties of second mate on the steamer Codorus. In the spring of 1894 Mr. Haybarger shipped as second mate on the steamer E.B. Hale, and the latter part of 1895 was advanced to the position of mate.

He passed the winter months as fireman on the New York, Chicago and St. Louis railroad. In the spring of 1896 he came out as mate of the steamer Kaliyuga, transferring to the Samuel Mather, and on October 15 returned to Conneaut, where he was engaged as locomotive fireman until August 7, 1897, when he shipped as mate on the steamer Gladstone with Capt. H. Peterson, which position he now holds.

Mr. Haybarger is a thirty-second-degree Free Mason of Cleveland Consistory, his Knight Templar Commandery being Cache No. 27, located in Conneaut, Ohio, where he resides.

CAPTAIN JAMES B. HAYES

Captain James B. Hayes, of Detroit, Mich. was born in that city in the year 1863, and was raised in Amherstburg, Ontario. His father was a vesselman, and died in the marine hospital at Detroit several years ago. Captain Hayes first went on the lakes in the season of 1878 as deckhand on the Crusader; after three weeks he was watching and wheeling, and he remained on the Crusader four seasons in these capacities, next shipping as wheelsman on the steambarge Annie Smith for one season. He then entered the employ of Parker, Miller & Co., for whom he was wheeling one season on the steambarge Minneapolis, and his next berth was on the Osceola, of Ward's Lake Superior line. After wheeling for one trip, he became second mate, remaining in that position four years, and subsequently served as second mate of the Samuel F. Hodge, and sailed for one season on the William H. Stevens as first mate. He was also first mate for one season on the steambarge Annie Smith, which was lost that fall on Lake Huron off Forty Mile Point. The following season he was first mate on the steambarge Business, of Cleveland, and he then obtained employment with the Detroit, Belle Isle & Windsor Ferry Co., for whom he served two years as mate of the ferry Sappho, and for the same length of time as captain of the ferry Ariel, plying between Detroit and Walkerville. In the spring of 1895 Captain Hayes left the Ariel and went on the steamer Nipigon as second mate, after a short time becoming first mate, which position he still holds.

Captain Hayes was married, in 1886, to Miss Carrie Pascadden, of Kingsville, Ontario, and they have four children: Joseph W., James F., Ariel W. and Mary C. He has lived in Detroit for more than twenty years.

WILLIAM ARTHUR HAYES

William Arthur Hayes, who is one of the younger engineers sailing out of Buffalo harbor, was born in the city of Buffalo in 1870. He attended the public schools of his native city until reaching the age of sixteen years, after which he entered the employ of Messrs. Farrar and Treft, to learn the machinist's trade. After remaining with that firm four years, he went to work for W. Case & Co.

In the spring of 1892 Mr. Hayes shipped as oiler on the steamer Northern Wave, of the Northern Steamship Company, and continued as such one season, spending the following winter doing repair work for the same line, and going on board the Northern King in the spring, remaining on that boat two seasons. In the spring of 1895 he went as oiler on the North Queen, and in the spring of 1896 was advanced to the position of first assistant engineer of the same boat, laying up with his steamboat at the close of navigation. In 1897, he entered the employ of the Erie line, sailing on the steamer Owego as second assistant engineer, until November, when the crew was cut down, as well as a number of others, was laid off.

Mr. Hayes is a member of the Marine Engineers Beneficial Association of Buffalo. He resides at No. 350 Main street, Buffalo, New York.

JOHN B. HAYWARD

John B. Hayward is the son of Thomas Hayward, who lives in Pittsburg, Penn. He was born in Allegheny City, Penn., September 10, 1865, and at that place received an education in the public schools. At the age of fifteen years he went into the locomotive works and learned the machinist's trade, and, then coming to Cleveland, found employment in several shops, among which were those of the Globe Iron Works, City Forge Company, Standard Oil, Brush Electric Company, and the Cleveland Ship Building Company. In 1889 he shipped on the Northern King as oiler, and remained throughout the season. The following year he went on the Continental, of the Republic line, as second engineer, and spent the next season, upon the Frontenac, in the same capacity. Closely following this he was on the Republic, Fred Pabst and John Harper. He was then made chief engineer on the steamer Sitka, of the Wilson line, and remained one and a half years, when he became chief of the Sir William Fairbairn on which he has since remained, she being at this time the largest boat on fresh water.

On September 10, 1887, Mr. Hayward was married to Miss Flora M. Hodgeman, and they have two children: Blanche and Viola both in school. Mr. Hayward is a member of the Masonic order, the I. O. O. F. and the Marine Engineers Beneficial Association.

CAPTAIN WILLIAM H. HAZEN

Captain William H. Hazen, at present superintendent of the Rochester & Pittsburg Coal & Iron Co.'s dock, at the corner of Ganson and Michigan streets, Buffalo, N. Y., is a son of Capt. David D. Hazen, the present owner and master of the tug Puritan, and the oldest tug captain in Buffalo harbor. The Captain was born at Buffalo, October 26, 1854, and received his education in the public schools of that city. His being a marine man all his life was undoubtedly due to the fact that his father followed that calling, but he also seems to have had a special adaptation for marine work, for when handling tugs he was usually called upon to take hold of the difficult jobs. He began as deckhand on the Buffalo harbor tug Daniel Boone in 1867, and in 1868 became engineer of the tug Itaska, in which he remained three successive seasons. The following season, 1871, he became engineer of the tug R.R. Hefford, owned by O. W. Cheney, was with her a season and a half, becoming master during that time, and in 1873 went on the Jos. Ash, as engineer, with Capt. O. W. Cheny as captain and owner, and was in her four years. During the season of 1873 the boiler of the tug R. R. Hefford blew up just as she came out of Commercial slip into Buffalo river, with three canal-boats in tow. She belonged to what is now known as Hand and Johnson's line, but at that time was owned by Capt. O. W. Cheney and J. H. Jones. Her engineer, Edward Day, and master, James Hand, were both killed, the latter of whom was the only son of George Hand, an owner. A stranger named Wenheimer, who was enjoying a ride, was also killed, being blown over Brown's elevator.

In 1882 our subject was made master of the tug A. P. Dorr (O. W. Cheney, owner) for the six successive seasons following. At the close of the season of 1884 the Dorr was burned at the dock as she was being laid up. She was subsequently rebuilt, however, and a new boiler put in, but on November 26, 1888, was lost off Dunkirk in rough weather, having sprung a leak. In 1889 Captain Hazen, O. W. Cheney and Thomas Maytham built the tug H. B. Abbott. Our subject was master of same for about half of that season, and during the remainder thereof was in that capacity on the steamer Periwinkle, formerly the United States revenue cutter Commodore Perry. In 1890 the Abbott was sold, and the Captain and Mr. Cheney build the tug O. W. Cheney, Captain Hazen running her until the close of that year, when she was sold to Thomas Maytham. In 1891 Captain Hazen took charge of the dock belonging to Messrs. Bell, Lewis & Yates, coal dealers, and remained their superintendent four years consecutively. In 1894 he and Mr. Cheney built the tug Cascade, which was subsequently sold into Hand & Johnson's line. In all Captain Hazen has been engineer, master and owner of Buffalo harbor tugs for eighteen consecutive years. In 1895 he became superintendent of the Rochester & Pittsburg Coal & Iron Co.'s docks, and he still retains that position. He has been a member of the Ship Masters Association since 1890, and was one of the charter members; has been a member of the Buffalo Harbor Masters and Pilots Association since 1892.

Captain Hazen was married at Ransomville, Niagara Co., N.Y., February 14, 1877, to Miss Venelia D. Thompson, daughter of John Thompson, of Ransomville, and they have three children: Lina D., aged fifteen years; David D., aged thirteen, and Howard O., aged three years. Our subject has also several brothers, one of them, James S. Hazen, being master of the tug Byers; Charles is now assistant engineer in the Buffalo City Hall building; John, engineer on a fuel scow at the Rochester & Pittsburg Coal & Iron Co.'s docks; Frank, watchman at the freight depot of the Lehigh Valley railway, and Frederick, engineer of a scow. Capt. William H. Hazen has been more than ordinarily successful in marine work. He was known as a plucky captain, and never turned back. He is one of the self-made men of Buffalo harbor.

CAPTAIN TIMOTHY HEAGERTY

Captain Timothy Heagerty, despite the years of experience he has had, is a young tug master who has given undiminished satisfaction to his present employers, with whom he has been steadily engaged since 1890 as master of their tugs. He was born in Oswego, N. Y., on December 4, 1867, son of Cornelius and Johanna (Heagerty) Heagerty, his mother not changing her name when she married. The parents were born in County Clare, Ireland, and came to the United States about the year 1848, locating in Oswego, where they were married. Jerry Heagerty, an uncle of the Captain, was a master of schooners and lost his life while mate on a schooner which foundered on Lake Michigan.

Timothy Heagerty attended the public schools until he reached the age of eighteen years, when he shipped in the schooner Hattie L. Johnson, plying between Montreal and Oswego in the coal trade. In the spring of 1888 he shipped as lineman in the tug Charlie Ferris, holding that berth two seasons and during the following two years served in the Phineas Marsh and other vessels. On February 14, 1890, having received his license during the winter, he entered the employ of Carkin, Stickney & Cram, and was appointed master of the tug Ada Barrett, operating at the Sault and Hay Lake Channel, waiting on dredges and doing general towing. The next spring he was appointed master of the tug Pandora, engaged in towing at Ogdensburg, N.Y., and in the spring of 1892 he was given command of the tug Dragon, which he has retained six years. She is at this writing stationed at Ashtabula, Ohio, where Messrs. Carkin, Stickney & Cram have a contract for dredging.

Captain Heagerty is a man of pleasant address and gentlemanly bearing. On February 6, 1895, he married Miss Kittie Meagher, daughter of Patrick and Nora Meagher, of Oswego, N. Y., and one son, Francis, has been born to their union. They reside at No. 236 West Fourth street, Oswego, New York.

CAPTAIN C. M. HEARNES

Captain C. M. Hearnes will be recognized as perhaps one of the oldest masters now in active service on the lakes. He was born on the Isle of Tonto, Lake Ontario, in 1821, while his parents were traveling on the way to Oswego, N. Y., and for a number of years it was an undecided question with the Captain whether he was an American citizen or not. In order to remove any doubts he took out naturalization papers, which he still holds as curios. His school days were limited, as he commenced sailing when but eleven years old as cabin boy on the passenger packet Lord Byron, plying between Oswego and Kingston, Ont., and touching at intermediate ports, with his uncle, who was part owner of the boat. In the spring of 1833 he went as cook on the same packet, and the next season he was cook on the Charlotte, transferring from her to the schooner Adams.

His next berth was before the mast on the schooner Tom Willett and Cleopatra, and following this he was engaged in like service on the schooners Richmond and Albany, out of Oswego. He then removed to Cleveland, out of which port he shipped before the mast on the schooners Elizabeth A. Ward, Jenny Lind, Walter Joy and Havana, in turn, the next spring making one trip on the John Grant. The last named vessel capsized in Lake Erie, off Erie, and the crew were picked up by the captain of the schooner (on which Captain Hearnes' fellow townsman, Capt. George Warner, was sailing before the mast), and taken on to Buffalo. In the spring of 1847 Captain Hearnes sailed the Henry Ainsworth, and the next season was appointed mate of and fitted out the schooner Leland. The Trenton was his next boat, and from her he went to the Oneida, which was considered the smartest craft on the lakes. He was then appointed second mate of the brig Courtland, which went ashore in the Cut on the way up from Buffalo, but she was soon floated and continued her voyage. The Captain subsequently went as mate on the schooner General Harrison; before the mast on the Henry Crevolin and the brig Maryland, and the following season shipped as mate with Captain Cramer on the schooner Huron.

In 1848 Captain Hearnes remained ashore and engaged in the shipyard of Tisdale & Johnson, for whom he worked eight years. Having acquired some capital during this time he purchased the schooner Industry and sailed her four years in the grain trade between Cleveland, Buffalo and Oswego; she struck and went to pieces on the piers at Cleveland harbor, while Captain Fish was sailing her. He then bought the schooner Sergeant, which he sailed ten years. His next boat was the schooner J. R. Pelton, which he owned and sailed nine years, an