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LEWIS B. ADAMS

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

Lewis B. Adams, who did not begin sailing with the purpose of becoming an engineer until he reached the age of twenty-one, soon attained a good position, and at the time of this writing is in charge of the machinery of the passenger steamer Mabel Bradshaw. He was born July 8, 1862, and is the son of Loren B. and Jane (White) Adams, the former a native of Battle Creek, Mich., the latter of Gloucestershire, England. Although both parents died when Lewis was quite young, he succeeded in acquiring a liberal education in the public schools of Saugatuck, Michigan.

It was in 1877 that Mr. Adams began sailing, his first experience being as second cook in the steamer R. C. Brittain, with Capt. Ralph Brittain, holding that berth two seasons. He then stopped ashore three years, and worked in James Houtcamp's meat market. In the spring of 1881 he shipped as fireman in the steamer J. S. Severns, coming out in the new passenger steamer Douglas the next season, remaining in her three seasons in that capacity, and in 1884 he received his engineer's license and was appointed second in the same steamer, holding that office four seasons. In the spring of 1888 Mr. Adams entered the employ of the Williams Transportation Company as second engineer in the steamer H. W. Williams, plying in the passenger trade between South Haven and Chicago, remaining in her until 1891, when he was advanced to the position of chief in the steamer Glenn, which ran between Michigan City and Chicago. This berth he also held two years, when he went to Lake Ontario and joined the passenger steamer Bon Voyage, which had been placed on the Thousand Islands route between Charlotte and Ogdensburg. In the spring of 1895 Mr. Adams was appointed chief engineer of the passenger steamer Mabel Bradshaw, and as he always gives good report of his machinery he is still in that position, his boat plying between Chicago, Montague, Whitehall and Pentwater. Socially he is a member of the Marine Engineers Beneficial Association No. 67, of Saugatuck, Michigan.

On December 2, 1886, Mr. Adams was united in marriage with Miss Johanna, daughter of Jacob and Anna Elhart, of Saugatuck, Mich., and the children born to this union are: Oscar Carol; Ethel Nettie, who died young; Loren B.; and Minnie Ella. The family residence is at No. 51 Allen street, Muskegon, Michigan.

CHARLES W. ADLER

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

Charles W. Adler, chief engineer on the fireboat George R. Potter, was born at Buffalo October 1, 1862, a son of Max and Caroline (Woodthrop) Adler, the former a German and the latter of English extraction.

Charles W. Adler was educated in the public schools of Buffalo and began the work of his life when about fourteen years as deckhand on the tug Dave & Mose. Later he became assistant engineer of steam canalboats and canal tugboats, following this occupation four years, and then ran a stationary engine for a year, and a half at Statts, manufacturer of billiard tables, etc. For the next three months be was second engineer on the steamer Joseph Farnham, and then held the same position on the Eber Ward. When about twenty-seven years of age he was made chief of the steamer A.A. Turner, afterward acting in the same capacity on the Huntress, and in 1890 went to Sault Ste. Marie and took charge of the tug Clara Heckler as captain for the season. Previous to going to the Sault Ste. Marie he was captain of the tub Comet, which blew up at Buffalo in 1889. In 1891 he went to Port Huron, and while there was captain of the tug Schriven, in the same year also serving as captain of the Huntress. For the season of 1892 he became engineer of the Niagara, of the International Ferry Company. He was next engineer of the Excelsior at Au Sauble, Mich., for part of the season, and then became engineer on the tug Waubun at Chicago. Since August 25, 1893, he has been chief engineer on the fireboat George R. Potter. Mr. Adler has been a member of the National Association of Masters and Pilots for one year, and a member of the Tug Pilots Association for six years, being a charter member of the Local Harbor and a charter member of the Tug Pilots Association. He has always taken quite an active interest in both of these associations.

On July 3,1880, Mr. Adler was married at Buffalo to Emma J. Griffith, and they have one child. Carrie.

CHARLES E. AGER

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

Charles E. Ager had his first nautical experience on the far-famed Hudson river. He was born at Burghill, Trumbull Co., Ohio, but grew to manhood in New York State, his parents having moved to a point on the Hudson river, in 1856, when he was but two months old. His father, Capt. Henry Ager, was a prosperous merchant and vessel owner, having a fleet of from fifty to seventy-five boats, which were engaged in trading up and down the Hudson.

When fifteen years of age Charles E. Ager shipped on the Newburg & Fishkill ferry-boat, with which he remained two and a half years, his next position being on the steamer Mary Powell, then known as the fastest boat in the United States, having a record of twenty-six and a half miles an hour. He remained on this vessel some time, and on leaving the river took up farming, at which he was employed five years. Removing to Erie, he shipped on the steamer Fred Kelley, and at the close of the season came to Cleveland, entering the works of J.H. Morley & Co., where he was employed as foreman for eighteen months. He afterward became fireman on the steamer David W. Rust, was employed in a similar capacity on the steamer Selah Chamberlin for a season, and as second engineer on the R.P. Ranney two seasons, at the close of his service in this boat finding employment with Strong & Sons in their marble works. Later he was engaged as engineer of the National Flour Mill one year, and then went back to steamboat life. After one season as second engineer of the Spokane, he became chief of the S.E. Sheldon, Oneida, Nahant and Queen of the West, in turn and then entered the employ of the Cleveland Ship Building Company. Mr. Ager has spent five years in their establishment and seven years with the Globe Iron Works Company, and for two years he was employed in the construction and operation of the first coal dump built in Cleveland. Two years ago he was chief engineer of the steamer Keystone.

On February 14, 1878, Mr. Ager married Miss Sadie E. Madison, of Cleveland. Their children are James E., Henry, Effie E. and Charles E. Jr.

JOHN ALEXANDER

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

John Alexander, a prominent engineer sailing out of Ogdensburg, N.Y., on the steamer William J. Averill, received engineer's papers as soon as they could be legally granted, that is, when he reached the age of twenty-one years, since when he has come rapidly to the front in the lines of promotion. He was born on Croil island, near Lewisville, N.Y., in American waters of the St. Lawrence river, and is a son of John and Susanna (Robinson) Alexander, natives of Osnabruck, Ont., who removed to the United States about 1855, but some years later returned to Osnabruck, where the father died in 1863, the mother passing away in 1878. Our subject's paternal grandfather, Henry Alexander, was a native of Scotland, while his maternal grandfather, William Robinson, was born in county Armagh, in the North of Ireland.

John Alexander, the subject of this sketch, attended the public schools in the villages of Lewisville and Waddington, making good use of his time there until he was seventeen years old. Two years later he shipped as fireman on the passenger steamer Island Dove plying between Waddington and Ogdensburg, and he held that berth three years. In 1882 he was granted a government license, and was appointed chief engineer of the passenger steamer Massena plying on the St. Lawrence river between Ogdensburg and Ft. Covington, running her successfully three seasons. His next berth was on the steamer Cresco, which traversed the same route as the Massena in the passenger, freight and excursion business. In the spring of 1888 he was appointed first assistant engineer on the St. Lawrence river tug Curlew, running between Ogdensburg and Montreal, and during the fore part of the season of 1889 entered the employ of the Ogdensburg Transportation Company, as first assistant onto the steamer Oregon, transferring later on the new steamer Governor Smith. In the spring of 1890 he transferred to the steamer Walter L. Frost, closing the year as engineer on the H.R. Clark, a pleasure yacht on the St. Lawrence river. The next six seasons he passed as assistant engineer of the steamers W.A. Hascall, William J. Averill and Henry R. James, respectively, remaining in the last named boat three seasons; all of these were operated by the Ogdensburg Transportation Company. In the spring of 1896 Mr. Alexander was appointed chief engineer of the steamer William J. Averill, and presided in her engine room up to 1898. He is a man of unusually fine physique, tireless in the performance of his duties; and his machinery is always found in first-class condition.

Socially, he is a Knight Templar, belonging to St. Lawrence Commandary No. 28, of Canton, N.Y.; St. Lawrence Chapter No. 132, R.A.M.; and Canton Lodge No. 111, F. & A.M. He is also a member of the Marine Engineers Beneficial Association of Ogdensburg, No. 87.

On January 4, 1887, Mr. Alexander married Miss Clara J. Boeffle, daughter of John and Ellen (Fisher) Boeffle, of Canton, N. Y., and they make their home at that place.

CAPTAIN CHRISTOPHER C. ALLEN

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

Captain Christopher C. Allen, one of the most prominent shipmasters sailing out of the port of Cleveland, and a man of fine physique and good presence, was born October 1, 1846, in Amherstburg, Ontario, a son of Christopher C. and Mary Julia (Burk) Allen. The father was a native of England and, coming to America, landed in New York, finally locating in Amherstburg, Ontario, where he met his future wife. When our subject was four years old his father died, and he passed under the guardianship of his uncle, who, although a kind-hearted man, believed in positive methods, and in 1856 bound young Allen out to learn the shoemaker's trade. Two years later the uncle died, and the nephew at once forsook the awl and last, and the marine interest gained a typical sailor and a future steamboat captain of the first class.

Located as he was at Amherstburg, witnessing the passing and repassing of vessels, the lakes and rivers, with their many voices, enchanted the youth, and he took ship and went out to their waters and their freedom. We therefore find him, at the age of twelve years, aboard the scow Idea in the humble capacity of cook. The crew consisting of but two men, he also took his turn at acting mate. His next birth was before the mast on the scow Mary Ann. In the spring of 1859 he shipped on the steamer Pearl, plying between Detroit and Amherstburg, as wheelsman and porter, holding this composite berth four years. His next berth was before the mast on the schooner C. N. Johnson, but on his arrival at Buffalo he left her, returned to Detroit and shipped on the schooner Radical, where he remained until the fall of 1865. The next season he went to Chicago and shipped in the schooner Traveler, transferred to the Lone Star, and made the last trip of the season in the J. F. Joy. In 1867 he went before the mast in the schooner St. Andrews, was promoted to the position of mate, and closed the season on the steamer Dove. The next spring he joined the tug Zouave as wheelsman, soon after transferring to the steamer Reynolds. He then entered the employ of the Northwestern Steamboat line as lookout on the steamer Colin Campbell, and in the spring of 1870 he came out on the new steamer R. J. Hackett as lookout; the following season he served as mate; and in 1873 was appointed master and sailed her continuously for fourteen years.

In the spring of 1887 Captain Allen entered the employ of the H. H. Brown Steamship Company as master of the steel steamer C. J. Sheffield, which he sailed until June 15, 1889, when his boat came into collision with the steamer North Star on Lake Superior, the Sheffield getting the worst of the encounter. The crew were all taken aboard the North Star as the Sheffield went down. Captain Allen then made a round trip between Saginaw and Marquette, as master of the steamer City of Cleveland, and was then recalled by the Brown Company to superintend the construction of the fine steel steamer Castalia, of which, on her completion, he was appointed master, and to which he has sailed successfully up to the present time, laying her up in Cleveland on December 22, 1898, and is billeted for next season. Captain Allen is recognized as one of the most skillful steamboat men on the lakes, and is possessed of good business qualifications. Socially he is a member of the Independent Order of Odd Fellows, the Ancient Order of United Workmen, and the Knights of the Maccabees. He also belongs to the Ship Masters Association and carries Pennant No. 577.

On September 20, 1870, Captain Allen was united in marriage with Miss Mary King, of Amherstburg, Ontario, and nine children, five sons and four daughters, have been born to them; two others died in infancy. The family residence is at No. 195 Taylor street, Cleveland, Ohio.

G. L. ALLEN

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

G.L. Allen is a young man whose life thus far has been mainly devoted to marine pursuits, and whose future in that line of work is one of promise. He was born August 14, 1869, at Cleveland, Ohio, where he has always resided, and attended the public schools of that place until he was sixteen years of age, when he began sailing. His first trip was made in the V. Swain as watchman, and after a year in that capacity he served on the Ira Owen, subsequently engaging a year each on the Manola, Progress, Saxon, and Norman as oiler; after which he became second engineer, holding that berth on the R.E. Schuck, Sitka, A.A. Parker and Griffin. At this time he went on the Joe Harris, of Cleveland, and remained one year as engineer, from her transferring to the Masoba as second engineer.

On May 31, 1895, Mr. Allen, while serving on the Norman, was shipwrecked on Lake Huron in a collision with the Canadian boat Jacks; he was on the Sitka when she collided with the tug Torrent on the St. Clair river; and was also on the Progress when she collided with the J. A. McBrier, in the Straits. In the face of these unfortunate experiences, however, he remains an ardent follower of the calling to which his father and other members of his family have devoted their lives.

GEORGE L. ALLEN

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

George L. Allen, second engineer on the Masaba, is a young man whose life thus far has been largely devoted to marine pursuits, and whose future in that line of work seems one of promise. He was born August 14, 1869, in Cleveland, where he always resided, and until sixteen years of age he attended its public schools. He then made his first trip on the V. Swain as watchman, and after a year in that capacity he served on the Ira Owen. He spent a year as oiler on the Manola, Progress, Saxon, Norman and Griffin, and was afterward second engineer on the R. E. Schuck, Sitka, A. A. Parker and Norman. He was then on the Joe Harris, of Cleveland, as engineer for one year, and in 1897 was second engineer on the Masaba, which berth he continues to hold.

On May 31, 1895, he was shipwrecked on the Norman, which collided with the Canadian vessel Jack on Lake Huron; was on the Sitka when she collided with the tug Torrent in the St. Clair river; and was also on the Progress when she collided with the J. A. McBrier in the Straits. Thus he has passed through many thrilling experiences in marine life, but remains an ardent devotee of the calling, to which his father and other members of the family have devoted their lives. Fraternally he is a member of the Marine Engineers Beneficial Association No. 2, of Cleveland.

NATHAN ELMER ALLEN

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

Nathan Elmer Allen, who is a young engineer of unusual excellence, as may be judged from the fact that he has attained to the responsible position of chief of the fine steel steamer L. C. Waldo, by force of his own merit, is a son of Samuel S. and Nora (Britton) Allen, and was born in Jefferson county, Wis., on March 9, 1866. His father, who was born in England, came to the United States about the year 1856, locating in Jefferson county, Wis., later removing to Idaho, where he died. The mother is now living in Dodge Center, Minn., with a family of two sons.

Nathan E. Allen acquired his public-school education in Lake Mills, Wis., attending until he was fourteen years of age, after which he worked two years at the barber's trade. In the spring of 1882 he went to Milwaukee and shipped as fireman in the lake barge Hilton, operating between Milwaukee and Manistee. The next season he fired the tug Annie L. Smith. In 1884 he shipped as fireman in the steamer Idea, and in 1885 he fired various steamers; and, taking out engineer's papers the next spring, he was appointed second engineer. In 1886 he was made second in the steamer Huron City with Capt. James Bennet. His next berth was on the steamer Marshall F. Butters as second, remaining with her until July, 1890. Mr. Allen was then appointed second engineer of the passenger steamer Flint & Pere Marquette No. 4, retaining that office two years. In the spring of 1893 he entered the employ of the Roby Transit Company, as assistant engineer of the steamer George W. Roby, Capt. John W. Duddleson being in command. After three years Mr. Allen was transferred to the steamer L. C. Waldo as second, and, after serving in that capacity two seasons, he was promoted in the spring of 1898 to be chief engineer. He has always had a good success with the machinery under his charge, and is deserving of the confidence and esteem in which he is held by the officers and the captain with whom he sails.

Socially Mr. Allen is a Master Mason, member of Covenant Lodge, Chicago, and is a member of the Marine Engineer's Beneficial Association. He makes his home in Chicago.

CAPTAIN S. C. ALLEN

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

Captain S.C. Allen was born January 1, 1867, in Cleveland, Ohio, where he still makes his home, and in the public schools of that place received his education. At an early age he had a strong inclination for marine life, with which his father had always been identified. The latter was Thomas Allen, a native of Ireland, who during his youth came to America, and made his home in Cleveland for forty-eight years. Our subject has four brothers who are also in the marine service: William being captain of the tug Joe Harris; George, second engineer on the Masaba; Charles, watchman on the Germanie; and John, who has served in minor positions on the lakes for years.

As a boy Capt. S.C. Allen first went on the William McGregor, where he served for some time, and then shipped as second cook on the Oscar Townsend. The following season he served in the same capacity on the Vienna, and was then wheelsman on the tug Constitution one season, after which he was on the V. Swain for two seasons, and later on filled a like berth on the John M. Glidden, and the Samuel Mather, and the Republic, now called the Marquette, on which boat he was promoted to second mate. Subsequently he was mate on the Secular, City of Glasgow, the John F. Eddy, the Gladstone and the Alva, of the Bradley line. In 1896 he was given command of the E.B. Hale, and this was followed by a season on the George H. Corliss, one of the large Bessemer barges; then came his promotion to another of their steamers, the Henry Cort, and he is still in their employ. He has never been shipwrecked, nor connected with a boat when it met with a serious accident, so that in many ways he has obtained the confidence of his employers.

The Captain is married, and resides at No. 127 Twenty-third avenue, Cleveland; socially he is a member of the A.A.M.P., No. 42, of that place, also of the Shipmasters Association, No. 4.

LEWIS ALLISON

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

Lewis Allison, president of the Chicago branch of the Marine Engineers Association, is one of the well-known marine engineers of the lakes. He was elected to that presidency in January, 1898, succeeding John Reif. The association now numbers 130, and Mr. Allison became a member in 1889.

He was born near South Bend, Ind., September 29, 1860, the son of David and Ruth (Springer) Allison, who were born and married in Ohio, subsequently removing to Indiana, thence to St. Joseph and to Benton Harbor, Mich., where they died, the father in 1895 and the mother in 1897. By trade David Allison was a carpenter. Lewis was reared and educated at Benton Harbor. He began sailing on the lakes in 1879 on the schooner Corey, and later in the same season on the propeller Skylark. The young man was then but nineteen years old, and in 1880 he came to Chicago and entered the machine shop of Robert Tarrant. Here he remained until 1883, and when he again entered into the lake navigation he was well-fitted for the branch with which he was to be connected.

After quitting the shops he first went to Geneva Lake, where he was on a pleasure boat until August, then became engineer of the tug W. H. Wood, owned by the Enterprise Stone Company. He remained on the Wood during the season of 1884. In 1885 he engaged as oiler on the steamer H. J. Jewett, and remained aboard this boat for two seasons. During the season of 1887 he was second engineer on the steamer St. Louis, from Buffalo, and the following season filled the same position on the steamer Roswell P. Flower, of Milwaukee, until the Northern King came out, when he finished the season as second engineer of that boat. In 1889 he assisted in putting the machinery into the steamer America, and was her second engineer for a time and later of the steamer Seneca, from Buffalo, and belonging to the Lehigh Valley line. In 1890 Mr. Allison became engineer of the Seneca, and continued in that capacity for two years. In 1892 he was appointed engineer in the Inter Ocean line, and is now in their employ.

Mr. Allison was married at Chicago, in 1890, to Miss Carrie Thorsen, daughter of T. Thorsen, a merchant of Chicago, who died in 1893. Two children have been born to Mr. and Mrs. Allison: Irene Ruth and Charlotte Marguerette. Mr. Allison is a member of the Independent Order of Foresters, and he is esteemed one of the successful and able engineers of the lakes.

JAMES N. AMES

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

James N. Ames, was born October 25, 1857, at Algonac, Mich., where he has resided all his life. He is the son of Washington and Priscilah (Cobbledick) Ames, who still reside at Algonac, the father having retired from active marine life twenty-four years ago.

James Ames began marine life by going on the Trader, as deckhand, one season. Soon after he served, respectively, as wheelsman on the I.U. Masters, Cadillac, and Sweepstakes, and then before the mast on the Boscobel, and Keepsake. After a period of two and a half years spent on the Salina as wheelsman, he served on the Missouri as mate for one season. He then went on the J.W. Westcott, T.S. Christie, and the John N. Glidden as wheelsman, and then joined the Ohio as second mate. Upon the S.E. Sheldon he then spent one season as second mate, and one as mate, where he remained two years. During the following season he acted as mate on the St. Lawrence, Norman, Macosta, Corsica, and in 1896 came to the Pioneer, transferring as mate to the Polynesia and Italia in 1897, and filling the same office on the Siberia in 1898.

Mr. Ames was married December 21, 1892, to Miss Edith Braddon, of Cleveland. Mr. Ames is a member of a family of eleven children, all of whom but three sisters are still living. George W. Ames, his brother, has been a sailor for many years, and is acting as mate on the V.H. Ketcham.

NIEL ANDERSEN

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

Niel Andersen is the son of John Nelson Andersen, of Denmark, where he was born January 25, 1865. Starting at the age of fourteen as boy on the bark Gentle Lagoon, out of his native town to Rotterdam, he has followed sailing ever since, his experience on salt water being more extensive than on fresh water. His rapid advancement in several cases and his steady employment are sufficient evidence of his proficiency in his chosen calling. After three months service on the Gentle Lagoon, Mr. Andersen was in several barks, among them the American ship Glory of the Sea, Rotterdam to Cardia, as ordinary seaman; on the Paul Revere, trading to San Francisco, as ordinary seaman; the Young American, San Francisco to Liverpool; the Helen Nanjoe, Scotland to Quebec, Canada; the Minnie M. Watts, New York to Wick, Scotland, and on the same boat to New Orleans, securing a load of cotton for Havre, France. Returning to New York he shipped before the mast on the schooner Dredner, New York to Boston, then on the American Eagle, Trenton, to the coast of China, and from there to Norfolk, Va. >From the latter place he proceeded by rail to Buffalo, where he shipped on the Canadian steamer Roanoke, from Port Edward, as deckhand, and after three weeks of such service was promoted to wheelsman, holding that position on her three years, until promoted to second mate's berth. A year later he became first mate, which position he held two years, after which he was in the Fred Pabst a short time, the Hiawatha a half season, and mate on the A.P. Wright and Tioga a half season each. During 1894 he was mate of the Tioga for four months, and the balance of the season served as second mate of the Pillsbury. He was first mate of the Pillsbury the next two seasons, 1895-96, and for 1897 mate of the St. Paul.

In February, 1894, Mr. Anderson(sic) was married to Miss Mary Gicling, of St. Paul's, Ont., and they have one son. Our subject is a member of the St. James Lodge No. 73, F. & A.M., of St. Mary's, Canada. He resides at Tonawanda, Erie Co., New York.

CAPTAIN ALEXANDER ANDERSON

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

Like many other prominent sailors on the Great Lakes, the career of Captain Anderson was preceded by an extended experience on the ocean. He is a born sailor and began his life on the ocean at the age of fourteen years.

Captain Anderson was born in Norrkoping, near Stockholm, Sweden, March 5, 1860, son of Daniel and Johanna Charlotte (Abeberg) Anderson. The father is a farmer, and both he and his wife are still living in Sweden. Alexander, our subject, was reared and educated in Sweden. In 1874, when fourteen years of age, he went before the mast, sailing on a Swedish coaster, coasting along the Baltic Sea. He was confirmed in 1875, and then sailed from Stockholm on the ship Maria, loading lumber on the Baltic for Lisbon, Portugal; and at Lisbon loading salt for Brazil, South America. At the later port the Maria loaded raw and dry hides for France. Here closing the season of 1875 young Anderson returned to Sweden. In 1876 he made a trip in the interest of the same trade, and at the age of eighteen years attended the school of navigation at Vesterwerk, Sweden. After leaving school he went to Liverpool and shipped to Galway, Ireland, on board an English bark, which sailed thence to New York. Our subject left the ship at New York, and shipped in an American full-rigged vessel, the Andrew Johnson, to Bremerhaven. On reaching port he left the vessel and shipped on the German Vessel, Von Berg, to Baltimore. They carried light ballast and kerosene barrels, and there loaded tobacco for Marseilles, France, and thence sailed to New York with a cargo of wine. The Von Berg returned to Hamburg with kerosene, and there Anderson left the vessel and shipped in an English full-rigged ship, Denbighshire, for the East Indies. A cargo of salt was carried to Rangoon, and thence she returned to Hamburg. Mr. Anderson next shipped on a German liner, plying between Hamburg and New York. On reaching the latter city he left the vessel and came to Chicago, this event transpiring in 1881.

Captain Anderson began sailing on the lakes from Chicago in that year on the schooner George A. King, remaining with her one season, she being engaged in the iron trade between Escanaba and South Chicago. In 1882 he sailed from Oswego, N.Y., on the schooner West Side, engaging in the grain trade from Chicago to Kingston, Ont., continuing his residence in the meanwhile at Chicago. The season of 1883 found him sailing on the schooner George C. Finney, which was lost five miles west of Oswego in a blinding snowstorm. He was on various vessels until 1884, and in that year he sailed on the schooner Winnie Wing, then engaged in the lumber trade, remaining with her one season.

In 1889 Captain Anderson purchased the schooner H.A. Richmond, a vessel engaged in the lumber trade, formerly of Grand Haven, but now sailing from Chicago, and of which he has been master for the past nine years.

In 1884 he was married in Chicago to Miss Dora Strahl, who was born in Holstein, Germany, daughter of Charles and Anna (Bull) Strahl. The parents remained through life in the old country, and the father died there just two months prior to the golden anniversary of his wedding. During the winter of 1891-92 Captain Anderson, wife and family took an extended trip to Europe, visiting the scenes of their youth in Sweden and in Germany. To Captain Anderson and wife have been born five children, namely: Anna, Arvid, Ludwig and Elmer, all living, and one deceased.

Captain Anderson is a member of the Waubansie Lodge No. 160, F. & A.M., and is also a member of the A.O.U.W. In politics he is a Republican. He is one of the well-known and highly esteemed masters of the Great Lakes.

ALEXANDER ANDERSON

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

Alexander Anderson is one of the substantial and enterprising citizens of Marine City, Mich., and has attained notable prominence among the builders of good, stanch steamers and sailing vessels of the present day. He was born in the township of Goderich, Huron county, Ontario, October 30, 1845, and is the fourth son of William and Mary (McGarvey) Anderson, the others being James, William and John. The parents were natives of Glasgow, Scotland, where they were married. They took passage to America in the year 1826, and first located in Toronto, residing there about two years, after which the family removed to Goderich township, where the father went into business. The mother's brothers were all sea captains, sailing out of Glasgow many years, and were fairly successful.

After attending the district schools Alexander Anderson engaged himself to learn the trade of carpenter and joiner, and when he had mastered all the details of the business became a contractor and builder, continuing eight years in that line. He then entered the employ of J.J. Hill and assisted in the construction of the barge Sol. Gardner, the Abercorn, N.K. Fairbanks and other vessels, until 1880, when he built the steamer J.P. Donaldson, 521 tons. In 1882 he constructed the passenger steamer R.J. Gordon, 186 tons; in 1883 the J.W. Westcott, 522 tons, and in 1884 hauled out and rebuilt the Sol. Gardner and the barge Brake, and overhauled various other vessels in the yard of Robert Holland. He then went to West Bay City and built the steamer William Stevens, in F.W. Wheeler's yard, engaging that fall in James Davidson's yard, on the construction of the Bulgaria. After the completion of that contract he returned to Wheeler's yard and started the schooner Frank D. Even. In 1889 Mr. Anderson returned to Bay City and built for Mr. Holland the steamer P.J. Ralph, 964 tons, in which he owns an interest, also hauling out and rebuilding the Edward H. Jenks. He then purchased the steamer Tempest No. 2, which had been burned on the St. Clair river near Algonac, took her to Marine City, hauled her out and gave her a thorough rebuild. His next steamboats were the Newaygo and Frank W. Fletcher, 936 tons and 495 tons respectively, built in 1890 and 1891; the Alexander Anderson, 738 tons, built for N. Mills and Capt. Harvey J. Kendall in 1892; the Wotan, 886 tons, built for Heard Holstein in 1893; the schooner Biwabik and speedy steamer Unique, 1401 and 381 tons respectively, the next year, followed by the steamer George Farwell, 758 tons; in 1896 be built the tug Thomas Thompson from the keel up. At this writing Mr. Anderson is constructing a steamer to be named the Isaac Lincoln, to the order of A.F. Pierce, of Fremont, and others, to ply in a special trade between Fremont, Ohio, and other ports.

Mr. Anderson was married in July, 1865, to Miss Mary McCann, daughter of John and Mary (Dunn) McCann, of Sacket's Harbor, N.Y., where her father was a well known shipbuilder. The children born to the union are Mary and Helen, the latter now the wife of Capt. John Jenkins, master of the steamer W.H. Sawyer. The family homestead is on Main street, in Marine City, Mich. Fraternally Mr. Anderson is a Master Mason and a member of the Ancient Order of United Workman.

AUGUST E. ANDERSON

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

August E. Anderson passed several years of his early marine life on salt water, visiting all latitudes. He is a son of Andrew Pierson and Anna (Johnson) Anderson, and was born in Oland, Calmer, Sweden, on September 23, 1854. His parents were natives of Sweden, and August attended public schools at Torslunda until he was fifteen years old, assisting his father on the farm until the spring of 1870, when he went to Mechlenburg, Germany, and there worked about fifteen months on a railway running into Berlin. In 1871 he went to Grimsby, England, and shipped as boy in the German brig Ludwig Capovis, on a voyage to Danzig and return to Plymouth, after which he took the berth before the mast in the full-rigged ship Bosphorus, to Shields, where he joined the bark Macedonia on a voyage to Cartagena, Spain, thence to London, which occupied seven months. In the fall of 1872 Captain Anderson shipped as ordinary seaman on a brig out of Bricksund, bound for Trieste, Austria, and Bahia, Brazil, returning to Liverpool. His next ship was the Seminole, full rigged, between Liverpool and New York, arriving in the United States in May, 1873, and has since made this country his home. This was an eventful year, as he shipped in two brigs during the period, was out in what is called the Cow bay gale, during the prevalence of which twenty-seven vessels were wrecked at Cow bay. The vessel on which the Captain sailed succeeded in reaching South Sidney, but lost her sails in the harbor. He was also in the schooner Early Bird, and had his foot frozen, off Lewiston, Del., and, as if this were not misfortune enough, he contracted typhoid fever and was taken to New York, where he lay in the marine hospital seven weeks.

In 1874 Captain Anderson shipped on a coasting brig, trading between Gloucester, Mass., and Savannah, Ga., after which he passed about five months on a fishing schooner, Sea Queen. He then came to the lakes by rail to Ashtabula, where he shipped on the schooner John Wesley, also passing some time on the scow Frank Crawford. After laying up his boat he went to Baltimore and joined a schooner hailing from Rockland, bound for New Haven with coal. On putting into Hampton Roads, she collided with the steamer Old Dominion, and was sunk three miles outside of Fortress Monroe. They reached Norfolk, where they were cared for by the Ladies Seamans Friend Society, and sent by them to Baltimore, where the Captain shipped in the Ironsides, of Belfast, Maine, for Genoa and Leghorn, Italy, thence to New York. His next berth was on a schooner from New York to Windsor, Nova Scotia, in the coasting trade, finally bringing up at New York, going by rail to Boston. In 1876 he shipped in the fishing smack Morning Star, followed by a term in the Daisy Hartwell and Commodore Foote, and here he ran into another gale off the Sable Islands in which nine New London smacks were lost and thirteen Gloucester fishing vessels lost or dismantled. The next year he went to Gloucester and shipped for a coasting voyage, his boat trading from Bath to Albany and to Boston. He then engaged in shore fishing and first became master of a small sail boat. Captain Anderson's next berth was in a coasting schooner trading out of New York for Key West and Pensacola, Fla., at which place he joined the schooner Hattie, of Saco, Maine. She was caught in a gale off Cape Hatteras, and her masts carried away; she became water logged, and the crew remained on her four days subsisting on crackers and gin, when they were taken off by a barkentine bound for New York. He then went on the yacht Dauntless for five months, when he joined a bark bound for Galveston, Texas, where he engaged with the Forbes Dredge Company, for ten months, and was then employed four months at rigging work. He also worked on the Santa Fe branch between Fort Worth and Galveston. In the spring of 1880 Captain Anderson went to Chicago, ad shipped as wheelsman on the steamer Maggie Marshall, holding that berth two seasons, when he was promoted to be mate, which office he held two years. In the fall of 1882 he sailed from New York to Liverpool in the steamship Arizona, returning the following spring on the ss. Order from Bremen to New York. In the spring of 1884 he was appointed mate and pilot of the steamer Nellie Torrent, of Manistee, and remained with her until August, 1885, when he transferred to the C. N. Hackley, George Naughton, and Annie O. Hanson as mate. That fall he again went to New York and sailed for the Old World, this time finding a berth on the steamship Urania, returning in the spring of 1886 with the ss. Fulda. At this time he saw the steamship Oregon sink about forty miles from New York; this unfortunate vessel had passed the Fulda two days before, and when sighted was six hours ahead. The Fulda reached her at noon, and fifteen minutes later she went down. The passengers and crew, numbering about 1,700 souls, were in boats, rafts, etc., and were transferred to the Fulda. The Fulda had of her own about 1,400 people aboard, so that the addition of 1,700 made quite a crowd. The weather was fine and the sea smooth, so that all reached land in safety. In the spring of the next year (1886) he was appointed master of the steamer Maggie Marshall, and has sailed her successfully twelve years, never having lost a man or boat by stranding or collision. He is a member of the order of Foresters.

On February 19, 1886, Captain Anderson was wedded to Miss Ottelia C. Larson in Sweden. The children born to this union are Annie Laurie, Gertrude M., Ella A., Mabel and Angus Edward. The family homestead is in Manistee, Michigan.

GEORGE H. ANDERSON

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

George H. Anderson was born December 1, 1848, in Cleveland, Ohio, where he attended the public schools until 1865. Soon after leaving school he entered the employ of the Globe Iron Works Company to learn the machinist's trade, remaining with them three years, and for one year following he worked at his trade in the shops of the Bourne & Knowles Nut Co. In the spring of 1872, to gratify his desire for the life of a sailor, he shipped as second engineer on the steamer New York, belonging to the Union Steamship line, of Buffalo, and remained on that boat two seasons. In 1874 he transferred to the steamer Jay Gould, in 1875 to the Canisteo, and in 1876 to the B. W. Blanchard. After this experience of five years as marine engineer on the lakes, Mr. Anderson worked at his trade ashore in different shops in Cleveland, fully qualifying himself as a first-class mechanic, on all classes of work. In June, 1888, he again turned to the lakes and shipped as second engineer on the steamer Northern Light, remaining until the close of the season. In the spring of 1889 he sailed as second engineer of the steamer Republic, and in that fall went to work for the Cleveland Spring Company, in whose employ he continued for five years. In the spring of 1895 he came out in the new steamer I. W. Nicholas as second engineer, holding that berth until the close of navigation, where he resumed work with the Cleveland Spring Company for the winter months. The following year he shipped as first assistant engineer on the steamer Chili, on which he served throughout the season. He has fifteen issues of license.

Mr. Anderson is a Knight Templar Mason, belonging to Oriental Commandery, and a member of the Marine Engineers Beneficial Association, of Cleveland. He has one son, George H. Anderson, Jr.

JAMES ANDERSON

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

James Anderson, one of the oldest and best known engineers on the Great Lakes, is a son of James and Nancy (Armour) Anderson, farming people, who were natives of the North of Ireland.

Our subject was born in County Antrim, Ireland, March 2, 1842, and spent his early life on his parent's farm. In 1861 he emigrated to the United States, and immediately commenced life on the lakes, on which water he has since been employed. His first work was as fireman on the Oneida, where he remained for two seasons, following with one season each on the Empire State, Nebraska, Comet, and Idaho. After this he was oiler on the last-named steamer six seasons, second engineer thirteen seasons, and chief engineer of her eight seasons, making a total of twenty-seven consecutive seasons on the one boat. This is undoubtedly the record for length of service on one steamer and speaks volumes for his steadiness and efficiency. For the season of 1896, the Idaho having been laid up, Mr. Anderson accepted second engineer's berth on the Niko, remaining on her all of that season, and the season of 1897 filled the same position on the Montana. He has been unusually fortunate, never having been in a wreck or collision of any consequence. He is a member of No. 1, M. E. B. A., of Buffalo, of Red Jacket Lodge, I. O. F.(sic), and of Lake Erie Commandery No. 161, F. & A. M.

Mr. Anderson was married, in February, 1873, to Miss Mary Armour, of his native place, and they have one daughter, who is the wife of Henry Turner, of Buffalo. The family reside at No. 25 Lowell Place, Buffalo, New York.

CAPTAIN JOHN ANDERSON

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

Captain John Anderson, now a prominent real-estate dealer of Chicago, and one of the aldermen of the Fifteenth ward, an important office which came to him unsolicited, is also one of the successful lake masters. Most of his active and eventful years were spent upon the lakes, and upon the high seas before he came to America. Upon the ocean he exerienced more than the ordinary danger and privation which come to the mariner, but the buffetings of adverse fortune did not change Captain Anderson one point from the course which he had undertaken, and therein perhaps is revealed one of the characteristics which have won for him a richly deserved sucess.

He was born in Norway in 1837, and after receiving a common-school education, such as the schools of his native land then offered, he at the early age of fourteen years began an adventurous life upon the sea by going aboard the schooner Habie, a fruit trader. A little later he shipped aboard the barkship Caloretus on a voyage to Central America, lasting twenty-two months. His next vessel was the barkship Oricall. While aboard this ship she was wrecked in the middle of the North Sea on a voyage from London to Norway, the catastrophe occurring December 19, 1856. The lad was picked up by the barkship Gangeralff and taken to Norway, arriving home on Christmas day. Soon after he entered the government school of navigation at Porsgrund, where he pursued his studies until the following spring. He then shipped aboard the barkship Augusta to the East Indies, on a voyage that lasted twenty-two months, serving as petty officer. On her return voyage the Augusta was wrecked on the east coast of Africa. She was loaded with coal oil, which expanded and burst the casks. Heavy storms blew away the canvas and the ship took water. They put into Angora bay, but a storm drove the boat to sea again. The crew by this time was terribly overworked, having been at the pumps for six weeks continuously. In their exhausted condition they demanded of the captain that he change course. After consultation it was decided to bear toward Madagascar, six hundred miles distant. The understanding was that every man should remain at his post, pumping constantly to keep afloat, until a favorable opportunity should present itself to abandon the ship. They made for the passage usually taken by vessels from Bombay, and one morning fell in with two vessels, one a Bremen bark, on which the crew were taken, the Augusta being abandoned. The crew was landed on the Island of St. Helena three weeks later. A part of the crew and the officers secured passage on a vessel leaving, but Mr. Anderson was left on the island with sixteen of the crew, over whom he had been placed in command with instructions to get away as best he could. While there he visited the tomb of Napoleon. Finally he and the remnant of the crew were taken off by the ship Calkedoyle and conveyed to London, arriving in October. Thence young Anderson returned to Norway on the ship Oscar, and upon arriving home resumed the study of navigation at the government school. He completed the prescribed course of study, and received his diploma the following year. The institution was known as the Freidericksweren Government Navigation School.

In 1857, while yet a boy of twenty, young Anderson started for America. He was one of 248 emigrants, comprising a colony under the leadership of a Mr. Tillis, sailing on the ship Schufna, destination Quebec. En route from Quebec to Chicago, Mr. Tillis, the interpreter, became ill, and the care of the emigrants devolved upon Mr. Anderson, who was both interpreter and business agent. The colony came by rail to Chicago, arriving June 9, 1857, and from that city Mr. Anderson sent the emigrants to the respective destinations.

That business dispatched, he began his career on the Great Lakes by shipping before the mast on the schooner Monsoon, Captain McGraw, engaged in the lumber trade. Later in the season he left the Monsoon and shipped as wheelsman aboard the steambarge C.C. Maris, thus completing the season of 1857. In 1861 he reached the position of master by being appointed to the command of the schooner Hercules. In 1862 the Hercules was sold, and Captain Anderson remained as mate, but the same year was made master of the schooner A. Frederick. Its owner a year later sold the Frederick and bought the Alba, Captain Anderson becoming part owner in the vessel. He fitted her out at Gibraltar, Mich., and commanded her for four years. Selling his interest, he then with others bought the brig Montezuma, and as part owner commanded her four years. Then disposing of that property Captain Anderson purchased the tug Magnolia in the spring of 1870, and began tugging on the river. Later that season the Towing Association was formed, and Captain Anderson became assistant superintendent. In the fall of 1870 he bought a half-interest in the schooner Anna O. Hanson, which he commanded for nine years. He then traded his interest for the G. & A. Stranach, which he commanded two years. He was caught in what is known as the Alpena storm, and for shelter ran his boat to the Manitou island, where with several others she was beached and badly used up. Selling his interests in this vessel, he bought the steambarge Daisy Day, and in this vessel Captain Anderson closed his active lake career; for four years he commanded her, and then sold out and quit the lakes.

In 1885, he entered the lumber-commission business in partnership with Jacob Johnson in Chicago. In 1886 he was appointed harbor-master for Chicago harbor, which position he held for two years. In 1888 he entered the service of Peabody, Houghteling & Co., loan bankers, as an appraiser of property on which loans were to be made, remaining with them two and one-half years. In 1890 Captain Anderson entered the real-estate and loan business at No. 120 North Center avenue, under the firm name of John Anderson & Co. He has in connection therewith erected a number of good, substantial buildings in that city, which he has subsequently sold. Without seeking the nomination, he was made the candidate on the Republican ticket for alderman of the Fifteenth ward, and was elected. Captain Anderson is a member of Our Savior's Lutheran Church, and for years has served as trustee of the Church. He is a member of the Tabitha Hospital Association, of which he has been president and secretary, and of which he is now for the ninth year serving as director.

On November 1, 1857, Captain Anderson was married to Miss Maria Olson, and to them have been born eight children, all of whom are living, as follows: Albert E.; Jennie M.; Martin J. (now in Klondike); Emma M., of Brooklyn, N.Y.; Henry C.; George W., of the battleship Oregon; Arthur L.; and Lester C. Captain Anderson is widely known as one of the successful lake masters. He is quiet and unassuming in manner, deliberate in judgment, and thorough in whatever he undertakes. He has acquired a competence by his own unaided efforts, and is not only prominent in marine circles but is, as well, one of the prominent and well respected citizens of Chicago.

CAPTAIN JOHN G. ANDERSON

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

Captain John G. Anderson is a native of Germany, having been born February 16, 1851, at Bremerhaven. At the age of eleven years he left his native country, however, and went to Newcastle, England, whence he sailed on a brig, running between France and England. After three years in this line of work he sailed out of Liverpool and came to America settling first in New York City. From this place he shipped on a schooner from Staten Island, running along the coast to Mobile, Galveston, and to Brazil. Here he served before the mast until 1871 when he went to New Orleans, coming soon after to Chicago, where he shipped on the lake schooner, Betsy Bold. Here he acted as seaman one year, and then shipped on the Fleet Wing as second mate, being given the position of mate after three months. In 1874 he acted as mate of the bark Acorn, and then after a time on the Misel, after which he was with Capt. John Morrison, on the schooner John Rice. Captain Jones then took the Rice, and with him he acted as mate three seasons, after which he served in the same capacity with Captain Vuths on the Columbian. He then commanded the Virginia, B.W. Ogden, Transfer, Little Jake, Monitor and in 1889 came to the Red Wing, where he has since remained.

Captain Anderson is the son of George and Dora Anderson, natives of Germany; and is a member of a family of nine children, six of whom are sailors. George Anderson, who is deceased, was a sailor until his seventy-fifth year, and during his marine career visited the principal ports of the globe.

On January 11, 1881, Capt. John G. Anderson was married to Miss Eliza Graveline, of Amherstburg. Their children are: Violet, who is attending school in Amherstburg; Lulu, who is deceased; George, who is in the Detroit schools; and Mary, still at home.

CAPTAIN JOSEPH ANDERSON

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

Captain Joseph Anderson, who has had a varied experience on both fresh and salt water, was born in 1832, in the city of Rio de Janeiro, where his mother was also born and raised. His father, A. Joseph Anderson, was a native of Scotland. Captain Anderson attended school in that city until he was thirteen years of age, when he commenced sailing as boy in the side-wheel steamer Sarah, in which he remained for two years, and then he went into the bark Anna Richardson, as boy. After she left it was reported that she was a slaver, and the brig Perry was sent after her and captured her, she and her crew being held for thirty-one days. The vessel was taken into custody by the United States frigate Columbia, which was lying in the harbor of Rio de Janeiro at the time the Richardson was there. After the men were released, nothing being proved against the vessel, young Anderson made three or four voyages in her and then embarked in the ship Flora, of Boston, which carried a cargo of grain from New York to the famine sufferers in Ireland. The Flora touched at Newport, Wales, to get a cargo for New York, and there the crew deserted her on account of her leaky condition. Anderson joining the Bremen ship Ocean, in which he remained thirty-two months. Then he shipped on the brig Pilot, which was taking a load of soldiers from Schlewsig-Holstein to Vera Cruz, leaving her at New York to become an American citizen. He sailed three years on a New York pilot boat, but gave up that life after having three narrow escapes, and joined the bark Elizabeth Livard, for a voyage to the Mediterranean. After returning to the United States he spent nineteen months in the coasting trade between New York, Philadelphia, and other ports, in the brig Swan, of Boston, and the Mayflower, from New Haven, Conn., and then became second mate of the ship Speedwell, of Boston, in which he remained over four years. After this he worked for some time in rigging and sail lofts in Boston, and then removed to Milan, Ohio, where he had his home for a long period of time.

Some time previous, in 1857, Mr. Anderson was married to Miss Mary Holland, of Bantry Bay, Ireland. Their children, all of whom were born in Milan, are Mary, who is now Mrs. Andre Seaman; Maggie, Mrs. John Walton; Gertrude, Mrs. Benjamin Turner; Annie, Mrs. Charles Evans; Joseph, and Charles William.

After removing to Ohio Mr. Anderson began sailing on the lakes, serving successively on the schooner Palmetto and Racine, the brig Montezuma and the schooners Fashion, Narragansett and Hyphen, after which he was master of the schooners Atmosphere for seven years, M. Stocker for seven years, and the J.E. Gilmore for one year. The year following he was mate and pilot of the steamer Everett, and he has since served as captain of the tug Joe Harris for three years, mate of the steamers Onoko, Smith Moore, Philip Minch, the schooners Tartar, of Milan, the Rainbow, of Detroit, and master of the Queen of the West, Andrew Johnson, Business and Westmore. For one season he was mate and pilot of the steamer George T. Hope.

M. M. ANDERSON

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

The life of this man, though he has not been continually in active marine service, has been and still is closely connected with the industry of the Great Lakes. He is a son of Henry and Elmire (McDonald) Anderson, both of whom were natives of Canada, and was born February 12, 1865, at Ogdensburg, N. Y. Henry Anderson came to the United States early in life and died in the year of 1884, in Cleveland, Ohio, at the age of ninety-two years. He spent the greater part of his life engaged in farming. His wife survived until 1891.

At his native place Mr. M. M. Anderson lived until he was seventeen years of age, having attended school up to that time. He now felt a strong inclination for marine life, which he gratified by shipping on the Albans, as fireman, and there he remained one season, going on the Champlain the following year to accept a similar position. He then acted as fireman on the Michigan one season, and the following year transferred to the Lawrence. He also served as fireman upon the Garden City, which was new at the time, on her first trip to Toledo, thence going to Ogdensburg, N. Y., and from the latter place he came to Cleveland, where he shipped on the tug Gregory when she was first brought to that port from South Frankfort. After one year's service as fireman he rose to second engineer and finally became chief. Until 1895 he was employed upon the tugs Allie May, Castle and Curtiss, and then accepted the position of stevedore with his brother, Capt. George Anderson, who was in the employ of C. H. Tucker, which he still retains.

Mr. Anderson was married, July 25, 1883, to Miss Nettie R. Madison, of Springfield, Mass. They have one child, Nellie May, who is attending the Rockwell school in Cleveland at the present time.

CAPTAIN MATHEW ANDERSON

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

Captain Mathew Anderson, of Cleveland, who was mate of the steamer T. S. Christy during 1896, claims Norway as his native land. There he was born in 1864, his father, Capt. Andros Olson, giving him his own Christian name for a surname, as is customary in that country. The father was a sailor nearly all his life and commanded vessels on every sea.

Mathew Anderson spent a year on a Norwegian bark when he was fifteen years of age, this experience in sailing being his first. After this he joined the brig Hope, on which he spent two years sailing between Baltic ports and Nova Scotia, and he was then on the bark Oscar II for some time, between Pensacola and North Carolina points, later serving on the bark Flint, between Nova Scotia and England. He attended a school of navigation in Christiania one winter, going aboard a brig at the opening of navigation the next season, and he subsequently went to England on the four-masted steel vessel Arethusa, in which he made a voyage to San Francisco, spending three months in that port. On the return voyage the Arethusa made Liverpool six months and two days after leaving the American port. Captain Anderson next spent three months on the passenger steamer Lord Clive, between Liverpool and Philadelphia, and he then abandoned the ocean for the Great Lakes, proceeding to Chicago, where he joined the schooner North Cape. He remained on her one season and afterward served on the steamer Horace A. Tuttle one season, working during the winter following on the fitting out of the steamer Henry J. Johnson, on which he sailed that year. During the succeeding years he has been engaged on board the steamer David W. Rust, was wheelsman of the steamer Wallula, watchman of the steamer Bulgaria, second mate of the steamer Waverly and second mate and then mate of the steamer Alcona. He sailed the schooner Alta for two seasons and during 1896 was mate of the steamer Christy.

CAPTAIN GEORGE ANGELL

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

Captain George Angell, who was one of the best known vessel masters on the Great Lakes in the first half of the present century, had a long and honorable sailing career, having spent twenty-eight years on the lakes and twelve years on the ocean, where the earlier portion of his nautical experience was gained. He began sailing at an early age, and was master of several different vessels before he left the ocean, commanding, among other salt-water craft, the Rhode Island. He also sailed on the steamer Cahawba. After coming to the Great Lakes he was master successively of the schooners Chesapeake, Reindeer and Palmyra; the brig Columbia; the steamer Lady Barry (which was originally built for a revenue cutter) and the steamer Thomas Jefferson. On reaching middle age the Captain purchased a farm in Jefferson county, N.Y., to which he retired, remaining there until his death, which occurred in 1877. He was then eighty-four years of age, his birth having occurred in 1793, at Otsego, New York.

Captain Angell married Miss Polly F. Harr, of Attleboro, Mass., and they had two children: Jesse L., who is a farmer at Kalamazoo, Mich.; and William G., a successful marine engineer, who resides in Cleveland.

WILLIAM G. ANGELL BYRNE, Maria (wife of William G. Angell)

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

William G. Angell, of Cleveland, Ohio, is an engineer who has sailed on the lakes and ocean for over forty years, and has had charge of the machinery in some of the best vessels on the lakes in their day. He was born in New York city in 1839, a son of George Angell. After leaving school, at the age of seventeen, he became cook of a schooner and after serving on her a short time shipped on another schooner, the Montebello, trading to the West Indies. A year later he joined the ship Palmyra, carrying timber for Richmond, Va., and after six months sailing in that boat shipped on the Susquehanna at Philadelphia for the lakes, completing that season on the lake schooner Kate Robinson. The next season he sailed on the schooner George Steele, and a year later he was fireman on the steamer Wanderer, on the St. Lawrence river. Following this he shipped on the schooner Eureka for a time. In 1861 he enlisted in the Eighty-first N. Y. V. I., and served through the war, participating in the McClellan campaign from the Peninsula until that general was suspended. He was wounded in the first engagement under Grant, at Cold Harbor, June 4, 1864, a ball passing through his right wrist. Up to this time he had never been in the hospital nor off duty.

When Mr. Angell returned to the lakes, in 1866, he became fireman on the steamer P. P. Pratt, and after two years he received his first papers as engineer, in which capacity he has been engaged ever since. He was on the steamer Fulton part of one season; the P. P. Pratt four seasons, the Oneida one season; the passenger steamer Kincardine one season; the City of Cleveland one season; the passenger steamer Oswego Belle one season; the steamer Saxon two year; and the S. S. Ellsworth four years. The Ellsworth was burned at the foot of Lake Ontario in 1879, and the thirty-three passengers were rescued with all their effects, but the members of the crew lost all they had on board. The machinery of the vessel was taken out a year later and placed in a new hull, Mr. Angell directing the work of overhauling the engines. He then ran the boat two years longer. After this he came to Cleveland and ran the tug Patrick Henry for a time, going to Alpena that winter to put machinery in the new tug Ralph, which he operated the following season. On his return to Cleveland he joined the fleet of Capt. Patrick Smith, with which he connected for three years, and he has since been engaged on the Bradley fleet. He was engineer of the tug Forest City four seasons, of the steamer S. E. Sheldon three seasons, of the Maurice B. Grover four and a half-seasons, and of the Superior two seasons. Mr. Angell did not sail in 1896 on account of his wrist, which was injured during the war, and which caused him much trouble.

On March 7, 1864, Mr. Angell married Miss Maria Byrne, of Oswego, N. Y. Their children are George L., who is a bookbinder in Pittsburg, Penn.; William R., a marine fireman; John A., an engineer in charge of a public building in Cleveland; Peter J., who is following the lakes; Lizzie; and James L.

Mr. Angell has had some very unpleasant and exciting experiences. He once made a trip in the fishing tug Butcher Boy as an accommodation to the regular engineer, and the boat was lost at Chagrin river on that trip. In 1878, while on the Ellsworth, before that vessel was burned, she was lost at Presque Isle with a load of barley. When the wreckers got her up and started with her for Oswego, a fresh breeze blew up, and the pumps choked so that they were obliged to make for the nearest harbor. When they arrived there the hull set so low in the water that she could not get in, and it was necessary to pump her out again; this time she was towed into the harbor and docked without further trouble. At one time the tug James Amadeus took fire and burned out on the inside while the craft was fifteen miles off shore. Mr. Angell and the rest of the crew being rescued by other tugs. He was also on the tug Forest City when she collided with the tug John Gregory while racing for a vessel and was lost of Avon Point in July, 1884. The Forest City sank and the crew were picked up by the other tug.

CAPTAIN CHARLES H. ANTHONY

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

Captain Charles H. Anthony, the subject of the following career of adventure, can be found any time, night or day, on the fireboat Clevelander, at the foot of Superior Street, Cleveland, Ohio.

He was born in 1843 at Cleveland, Ohio, and met his first experience on the lakes, in 1858, as porter, on the steamer Mendota, of the People's line, or the New York Central, with Captain Spencer, where he served one year, or until the engine fell down, when he went on the propeller Chicago, Captain Collins, of the same line, and in the same capacity. These two vessels belonged to the passenger line, plying between Buffalo and Chicago. In the following year, 1860, Captain Anthony was engaged in the fishing business on boats belonging to M. Johnson, out of Cleveland.

In 1861, the first year of the "late unpleasantness" with the South, Captain Anthony shipped on the Colonel Ellsworth, Captain W. B. Scott. The Ellsworth was built on the lake shore, east of Cleveland and named for Colonel Ellsworth, one of the first Unionists to lose his life in the Civil war. In 1862 the steamer Ontario was the scene of Captain Anthony's service at the wheel, plying in the interests of the American express line, between Lewiston and Ogdensburg, the boat being under command of Capt. M. Estes. During this time in his career Captain Anthony felt the rising of a roving disposition for ocean services, and went to New York, where he shipped as ordinary seaman on the full-rigged ship Sylvanus Blanchard, of Yarmouth, Maine, for a six-month's voyage, and after discharging her cargo, he shipped on the Frank Flint, of the Thomaston, Maine, line, which loaded at Cardiff, Wales, for Rio Janiero. Later on we find Mr. Anthony on board the ship Jennie Eastman for a passage around the Horn, where he met Neptune in all his glory, bound for Callao, Peru. At the latter port he found the ship Young Mechaic bound for Queenstown for orders to Bristol, England. Here he found his foreign service becoming distasteful, and desiring to take part in the struggle that was going on in the United States, he shipped on the Ashburton at Newport, Wales, for New York City; and in August, 1863, he shipped on the United States frigate Sabine. Captain Lowrie, at Portland, Maine, bound for Boston, where he was transferred to the monitor Monadnock.

On arriving at Boston Mr. Anthony was promoted to quartermaster, and transferred to the United States frigate Colorado, at the navy yard, Kittry, Maine, in charge of Lieutenant Schley, of the South Atlantic Squadron. After serving on this station some months, the Colorado was ordered into the waters, designated in naval parlance the North Atlantic, and Captain Anthony participated in the naval battles at Newbern, N.C., Half Moon and Fort Fisher; and his experience in the blockading fleet on the Atlantic coast, off Cape Fear river, and at other points, if placed in detail would make a historical romance in itself, and too lengthy for this work.

At the close of the Civil war, Captain Anthony accepted an appointment on the receiving ship North Carolina, at the Brooklyn navy yard. Shortly after the United States frigate Colorado was refitted as a flagship, and detailed to service in the European squadron, under command of Rear Admiral John M. Goldsboro. On this expedition Captain Anthony went as signal quartermaster. He was on the European station, and in the Mediterranean twenty-seven months, when Goldsboro was relieved by Admiral Farragut. Captain Anthony returned to the United States, and came back to Cleveland in 1867, after an absence of five years. His first service on the lakes was on the schooner King Sisters, Captain Pellet, in 1867, then the old schooner City, Captain Turton; and afterward as second mate on the schooner Ironsides, Captain Richardson. He then went as master on the sloop Gazelle, in the fish and limestone trade.

On August 10, 1871, Captain Anthony accepted an appointment in the Cleveland fire department, where he was remained ever since. He has been helpful in the rescue of many lives, and in this onerous service had had many narrow escapes, one especially at the burning of the Globe Iron Works shipyard, where he had his leg crushed, and, in a previous rescue of life, his foot broken.

Captain Anthony was appointed master of the fireboat Clevelander, vice Captain Hawley, resigned, November 19, 1891, on which vessel he still holds the fort.

THE ANTHRACITE COAL ASSOCIATION

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

The Anthracite Coal Association was formed in 1861 by the union of the Delaware, Lackawanna & Western Railroad Co., the Pittston & Elmira Coal Co. and J. Langdon & Co, and kept its organization until the withdrawal of the first-named in the spring of 1879, when J. J. McWilliams became the coal shipping agent of the company in the city of Buffalo.

Mr. McWilliams was appointed April 7, 1879, when the company was sending very little coal to Buffalo, or westward by any route, its line then being largely eastward of Syracuse, Binghamton and Oswego, though including these points. However, with the immense growth of the lake trade already beginning to be a fact, it soon threw a feeler to Buffalo, as a great tree throws a root to any deposit of rich soil within its reach. The road first entered the city in September, 1880, connecting at Black Rock with the Grand Trunk & Michigan Central railroad, and until the completion of its line through Ohio and Water streets in 1882, it sent all its coal consigned to its lake shipping trade via the New York Central, delivering it to that road at Syracuse. After this time the operations of the road became wonderfully active. The lake trestle had been built in 1880, and with an extensive system of receiving agencies at other lake ports, the shipments of the company were soon far in the lead of any other in the ports in the West. Being within a single day of its own mines, it was easy to keep up the supply for shipment or to meet an unlooked-for emergency in the way of demand. The western agents include The Rhodes & Beidler Coal Co. in Cleveland, S. C. Schenck in Toledo; also succeeding Robert Low in Chicago, and Hedstrom & Company in Chicago, also H. M. Benjamin Coal Company and the Northwestern Fuel Company in Milwaukee, which latter company also receives coal from the company in Green Bay, Duluth and Washburn, besides other alliances in the small ports, so that the concern is equipped for a trade that cannot very well be less than enormous. The company has made extensive improvements at its yard on lower Erie street, including the erection of a separate trestle specially adapted to the city trade that was opened for business on December 20, 1883, the same day of the opening of the Cantilever bridge across the Niagara River. There is a water frontage of 720 feet at its lake shipping trestle at the foot of Erie street. It has a pocket capacity of 4,500 tons, and though this is not large, the situation is so much the best in the harbor (at the mouth of the inner harbor) that it cannot be surpassed by any other.

Though the company handles no soft coal, it was early found that there was need of additional stocking room, and at an early date a great shed for storage of anthracite coal was built on the line of the road just beyond the city line beyond East Buffalo. It is the longest coal trestle in the world, 3,000 feet long, and has a capacity of 125,000 tons. From this trestle it is possible to load a whole train and send it down to the shipping yard at Erie street in a very short time, so that vessels need not be kept waiting for their cargoes. Soon after connecting it tracks to the Erie street yard the railroad company began to acquire water frontage by condemnation proceedings, and is now in possession of everything on the city side of the harbor from Commercial slip to the foot of Washington street. On a portion of this below Main street a continuous warehouse for the reception of lake freight has been built. This was the site of the old and much lamented Central wharf, which saw the early growth of the lake trade, and was practically the business home of the whole of that traffic, all lake traders occupying offices there. When the property passed into the railroad hands the marine interests scattered about the business part of the city. The Lackawanna Company also has an ore-receiving dock on the Erie basis side of the Erie street yard, where six Thornburg hoists transfer ore from vessels to cars direct. It also has a small iron dock on the upper Blackwell canal, but so little railroad iron now goes westward by lake that it is not much used. The company ships coal extensively by lake from Oswego, which, with the lake line of the company, is mentioned elsewhere.

ARTHUR ARMSON

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

Engineer Arthur Armson is one of the most prominent and best qualified engineers sailing out of Port Huron. He is very popular in the marine engineers' fraternity, having been a charter member of the Port Huron Association, which was organized in 1884, and was chosen its first chaplain; he has also filled the office of financial secretary, and is at this writing serving his seventh year as treasurer. He is a son of John and Amy (Camp) Armson, and was born at Attleborough, Warwickshire, England, January 11, 1857. His parents were natives of England, removing, in May, 1862, to London, Ont., thence in October, 1864, to the United States, locating in Port Huron, Mich., where both passed over the silent river, the father on May 31, 1874, at the age of sixty-six years, and the mother on May 30, 1887, aged sixty-eight years.

Mr. Armson, the subject of this sketch, attended the public schools at Port Huron, finishing his education during the winter months at a private school for young men. In 1872 he entered the employ of the Phoenix Iron Works as an apprentice, and served four years, thus laying a good foundation to become a skillful machinist and engineer. After the expiration of this period he went to Cheboygan, and worked about six months in Mr. Perry's machine shop. In 1878 he applied for a marine engineer's license, passed a successful examination before the local inspector, and shipped on the tug Wesley Hawkins, now the James Baird, for a short time, and the next spring was appointed second engineer on the steamer M. F. Merrick, followed by a season on the steamer Burlington. In the spring of 1881 he was appointed chief engineer of the steamer M. F. Merrick, and the next spring was appointed second engineer of the tug W. B. Castle. During the year 1883 he worked in the Phoenix Iron Works, followed by a season as second engineer on the steamer Ira Chaffee, passing the winter in the machine shops of Fitzgeralds and the Phoenix Iron Works. In 1885 and 1886 he engineered the Canadian tug Jessie, working the winter of 1886 and 1887 in the shop of Samuel F. Hodge, of Detroit, followed by a season on the ferry steamer Omar D. Conger, plying between Port Huron and Sarnia, working that winter in the shops of the Phoenix Iron Works.

In 1888 he put in the machinery and brought out the new steamer Miami, and as it was part of his duties while working for the Phoenix Iron Works, he turned her over to the purchaser and returned to the shop, and put in the machinery of the steamers Pawnee, P. J. Ralph, and brought the Aztec out new in 1889, for the Marine Transit Company. His next steamer was the Toltec, in which he put the machinery, and was her engineer for three years, and in 1893 brought out new the steamer L. R. Doty, owned by the Cuyahoga Transit Company, remaining on her the entire season. He then returned to the shop to fit out the steamer H. E. Runnell, owned by the Jenks Shipbuilding Company. In 1895 he brought out new the steamer Linden as chief, and retained that berth two seasons. By this time the company had another steamer ready, and in the spring of 1897 he brought out the Black Rock, named after the town of Black Rock, below Buffalo, to which her cargoes were consigned, and ran her engines during the seasons of 1897-98. As Mr. Armson is industrious and thrifty, he works each winter in the machine shops of the Phoenix Iron Works. Besides being a member of the Marine Engineers fraternity, he is a Royal Arch Mason and a Knight of the Maccabees.

October 7, 1878, Mr. Armson was united in marriage to Miss Mary E., daughter of Peter and Ellen Mullen, of Port Huron, Mich. Two children have been born to this union, Albert J. and Ella Maud. The son, who is ambitious to advance, after receiving a liberal education in the public schools of Port Huron, took a course at the commercial college. He has adopted the same profession so ably followed by his father, and in the spring of 1894 he shipped as watchman on the steamer H. E. Runnels, and in 1896 on the steamer Linden as fireman; the next season he was oiler on the steamer Centurion, followed by a season in the same capacity on the steamer Chili.

CAPTAIN WILLIAM ARMSTRONG

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

Captain William Armstrong takes rank among the oldest of the active steamboat masters on the lakes, and possesses many of the qualifications acquired only by long experience. A portion of his marine life was passed on the ocean, and it was during that time that he learned navigation.

Captain Armstrong was born in Palermo, Sicily, one of the Italian possessions, in 1833, the son of Anthony and Mary (White) Armstrong, the former of Irish extraction, the latter a native of Sicily. The father was a master of ocean vessels of the merchant marine and commander of a gunboat in the Italian navy, in which he served with distinction. The family removed to the United States in 1846, locating in New York City, where the parents died, leaving William an orphan while very young, to the care of an elder brother. As he grew up his regard for the life of a sailor developed, and in 1847 he shipped as decksweep on the steamer Bay State, plying on Long Island Sound between New York, Newport and Fall River, Captain Comstock being in command. He passed the season of 1848 on the lakes, shipping out of Buffalo in the new schooner C. B. Blair, returning to New York that winter. The next year he went to Baltimore and joined the full-rigged ship Atlas, a Baltimore packet, and made the voyage around Cape Horn to San Francisco, remaining on the Pacific coast about five years, serving on various vessels. In 1854 he purchased a small schooner, the Gray Eagle, and sailed her in the bay, becoming a good pilot. This was followed for a time on the full-rigged ship Neptune's Favorite, of Boston, in which he made the passage to Shanghai, thence to London, the voyage lasting about six months. He then went to Liverpool and shipped on the Wild Cat for Belfast, Maine, going thence to New Orleans on the ship Mary, and returning to New York, where he joined a bark bound for San Fuegos, Cuba, and return.

When Captain Armstrong again came on the lakes he shipped out of Chicago in the schooner W. B. Herburt with Captain Wilson, and after three months joined the brig Globe, with Capt. C. McGrew, as second mate. In 1858 he acted as second mate on the schooner Nightingale, followed by three seasons as mate on the schooner Palmetto, with Capt. Harry Brown. The next five seasons the Captain sailed as second mate on the schooners J. W. Oates, Lookout, Mary Brown, Robert Fulton, brig Pilgrim, bark John Sweeney and Reciprocity, and in 1866 he was appointed master of the last-named vessel, and sailed her three seasons. In the spring of 1869 he was appointed master of the barge Newhouse, and after sailing her one season was transferred to the schooner Contest, owned by the same company, and sailed her two seasons. In 1871 he sailed the schooner Willet. After the great Chicago fire he moved his family into the country. The next season he was master of the schooner Medbury; from 1873 to 1878, inclusive, he sailed as master and mate on various schooners, and then took out license and was appointed master of the steamer M. E. Thompson. In 1880 he became master of the schooner John Minor.

Captain Armstrong passed the next twelve years as master on the steamers Dunbar, New York, Milwaukee, two seasons, J. W. Westcott, and served as mate on the steamer Joys. In 1893, during the World's Fair in Chicago, he had command of the steamlaunch Richmond, with which he carried passengers to and from the grounds. The next season he passed ashore, it being the first for forty-six years. In the spring of 1897 he was appointed master of the steamer Joys, and during the season of 1898 he sailed the passenger steamer Mabel Bradshaw. Many of the winters, during this long career on the lakes, Captain Armstrong went to New York or New Orleans, and shipped on vessels trading to Liverpool, London or Havre, thus lengthening his period of service and rounding out more than half a century on the water. He is still hale and hearty, and in appearance and activity is much younger than his age implies.

On October 12, 1867, Captain Armstrong wedded Miss Margaret, daughter of William and Margaret Henry, of Roscommon, Ireland, and the children born to this union are Mary, a graduate of the Chicago high school, and for seven years a teacher, and who married Frank Blum, a custom house inspector; William A., who graduated from the bookkeeping department of the Metropolitan Business College, Chicago, is a first-class stenographer, and operates a private wire in a telegraph office; Margery N. is the next of the family; Arthur A. J., a student in the Chicago high school; and Harry R., the youngest. The family residence is situated at No. 756 Mozart street, Chicago, Illinois.

THEODORE F. ARNOLD

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

Theodore F. Arnold, the present foreman for Farrar & Trefts, machinists and boilermakers, was born February 5, 1849, at Buffalo, and received his education in that city. His parents, John and Amelia Arnold, were Germans, and they settled in Buffalo in 1845.

In 1868 the subject of this sketch began his practical life as an apprentice in Farrar & Trefts' shop, where he labored about four years. In 1874 he accepted the position of second engineer on the old steamer Chicago, on which he spent part of the season, the balance working on the Erie canal. In 1875 he returned to the machine shop of Ferrar & Trefts, and eight years later, in 1883, he was made foreman of the shop, still remaining there in that capacity. He was married April 25, 1877, and has three children.

WALTER O. ASHLEY

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

Walter O. Ashley, of the firm of Ashley & Dustin, vessel owners and agents, was born in Claremont, N. H. , October 26, 1835, and whatever educational advantages he enjoyed in his boyhood were those afforded by the New England schools of the period. He came of good old Puritan stock, his great-great-grandfather, Samuel Ashley, being a colonel of New Hampshire volunteers in the Revolutionary war, and a member of the personal staff of Gen. Horatio Gates. Colonel Ashley raised the regiment which he commanded, and furnished the money to men until such time as the State could reimburse him. Colonel Ashley's son Oliver was a captain of a volunteer company, and two sons, Samuel and Daniel, were lieutenants of volunteers at the same time.

Young Walter O. Ashley started for the west at the age of twenty-one, and after a brief stop in Detroit he went to Port Huron, where he secured a position as clerk in a general store, remaining in this employ for a year. He then came back to Detroit and went aboard the steamer Dart, owned by Capt. Selah Dustin, running on the Port Huron route. When the Philo Parsons began running to Sandusky in 1863, he became clerk of the boat, having purchased a small interest in the enterprise, and it was while thus employed that he passed through one of the most exciting experiences of his life, the boat being seized by Confederate refugees, with the hope of releasing the Rebel prisoners confined on Johnson's island in Lake Erie. The Parsons left Detroit on her usual morning run, September 19, 1864, and at Sandwich, Amherstburg and Kelley's island took on detachments of rough-looking men until the total number was thirty-five. These men had no baggage except a rusty-looking trunk tied together with ropes over which they seemed to exercise very careful supervision. At five o'clock in the afternoon, while the boat was near Kelley's island, the men opened the trunk, which was filled with hatchets and revolvers, and took possession. Mr. Ashley and his passengers were put ashore at Middle Bass island, Ohio. The gang also seized the Island Queen at Middle Bass island when she came in from Sanduky, towing her out into the lake and scuttling her. She drifted about ten miles and went on a reef nearly full of water, but was afterward recovered. It was their intention to capture the United States steamer Michigan, but after steaming around the lake for a few hours they decided not to make the attempt. The Parsons was finally headed for the Detroit river, and was abandoned at Sandwich after being badly damaged, much of the interior work of the boat having been wantonly destroyed.

About this time, or shortly afterward, Mr. Ashley became interested with John P. Clark, when the Jay Cooke was built, owned by Mr. Clark and Mr. Ashley, and was placed on route in 1868, which was about the beginning of the line between Detroit and Put-in-Bay island, the latter place having just begun to attract attention as a summer resort. The Cooke was a very fast boat, with very comfortable accommodations. She was succeeded by the Alaska in 1882. In 1889 she caught fire in Detroit and burned. The Pearl and Gazelle were then placed on route, alternating with each other. In June, 1890, the Frank E. Kirby came out new, owned by Ashley & Dustin and others, began daily trips and has proved a great success. The Kirby is a very fast boat, and in August, 1894, made a trip from Detroit to Put-in-Bay, a distance of about sixty-five miles, in two hours and fifty-four and three-quarters minutes. Shortly after the Jay Cooke was placed on route, Mr. Ashley associated himself with John Lewis and Horace Mitchell, forming the firm of Ashley, Lewis & Co., and engaged in the vessel agency and forwarding business now carried on at the foot of First street. In 1872 Mr. Lewis retired and the firm became Ashley & Mitchell. Mr. Mitchell died April 23, 1887, and Edward A. Dustin, who had been in the office for several years, was then associated with Mr. Ashley, the firm taking its present name of Ashley & Dustin.

Mr. Ashley was married January 2, 1889, to Florence M. Clark, daughter of the late John P. Clark.

CAPTAIN BARTON ATKINS

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

Captain Barton Atkins, one of the oldest lake men both in length of years and service now residing in Buffalo, was born in that city December 6th, 1826. His father, Samuel R. Atkins, died in 1839, up to which time young Barton attended the public schools quite regularly; but after that it was difficult for him to be satisfied in school. Every evening in the summer season, as soon as the children were dismissed, they were all in the habit of going down to the lake to watch the vessels going out of and coming into the harbor. Looking out over Lake Erie to the westward, there was a limit to the vision, and young Atkins was exceedingly anxious to see what lay beyond.

At length, in 1842, he went aboard the Chesapeake, Capt. D. Howe, master. Elisha Boyington, mate, Harry Watts and James Hathaway, wheelmen, and Albert Harris, engineer, Mr. Atkins being third engineer. Remaining on the Chesapeake that season and part of the next, he learned the compass and took great interest in the management of boats. While on this vessel he was placed at the wheel by mate Boyington, and felt very proud of this advancement. In 1844 he went on board the steamer Rochester as wheelsman, the Rochester being commanded by Capt. Thomas P. Folger. In 1845 he was on the Bunker Hill. In 1846 he went to Mackinaw on the steamer Superior, and then shipped as wheelsman on the steamer General Scott, running from Mackinaw to the Sault, carrying passengers and freight. Soon afterward he went on the Independence on Lake Superior, the captain of this boat being J. M. Averill, the mate James Moody. About the time of the last trip of 1846 he met a gentleman from New York named Cutting, the owner of a mine in the Lake Superior region, and made a bargain with him to go up to his mine and keep the time of the men working there, and an account of the provisions used. Remaining there until June 6, 1847, he went down to the mouth of Eagle River, where lay the schooner Algonquin, commanded by Capt. John Halloran, and Captain Atkins was on board of her the rest of the season. In 1848 he was on the steamboat Baltic, Capt. L. H. Cotton.

In 1849 he came out on the steamer Empire as second mate, Capt. Henry Randall, which steamer, on her first trip, grounded at Cheboygan light, lying there a week before she could be taken off. He then went on board the steamer Lexington, which had been chartered by the government to build a lighthouse in the Straits of Mackinac, five or six miles off St. Helena Island, at Point Waugoshance. Captain Canfield was the army officer in charge of the work. He had a small boat, in which Captain Atkins went out one day with a couple of men and caught an enormous trout, about five feet long, which he handed up to Captain Fred. Wheeler, of the steamer St. Louis, as that vessel passed. In 1850 Captain Atkins went ashore and remained on land until 1863, following various employments. In the year last named he built three tugs at Buffalo, the Red Jacket, the J. B. Dudley and the J. C. Morse, the latter a large river tug which he worked exclusively in the Sault River during 1867, 1868 and 1869. In 1865 he went to Marquette, Mich., and was there engaged in the towing business until 1869, in that year embarking on the Arctic, Captain Turner, on which he remained until she was laid up at the close of the season. In 1870 he went to Duluth as agent of the Union Steamboat line for S. D. Caldwell, and shipped the first bushel of wheat and first barrel of flour ever shipped from that port. In 1871, while engaged there as agent, he wrote a letter to the Buffalo Courier, which attracted a great deal of attention among business men, and which led to the establishment or extension of the Union Steamboat line between Duluth and Buffalo, and as a result a commerce was established which has since become immense in its proportions.

Captain Atkins continued at Duluth as agent until 1873, when he became a master of the steamboat Metropolis, which ran on what was known as the South Shore route, and which Captain Atkins was the means of establishing. The Metropolis was a sister boat of the Manistee, and he was on her during the seasons of 1873-74. In 1875-76 he was engaged as pilot for various vessels, a line of Canadian vessels running in connection with the Allan line, and carrying railroad iron from the lower lakes to Lake Superior ports for the Canadian Pacific railroad. While thus acting he had the following experience, which will be of interest to all lake men, as it was in reality a race between his vessel and the Europe, destined for the same port with a similar cargo. Captain Atkins shipped on board the California at Detroit (with a crew not one member of which had ever been to the great lake), being engaged as pilot to take her to Fort William, and thence to Duluth for a cargo of wheat, and return. The master of the California was an elderly, fat and jolly Nova Scotia "salty," very anxious to get under way and to overtake and pass the propeller Europe, which had passed up four hours before. The first boat to reach Fort William would of course be the first discharged, while the other would have to wait three or four days. But how was the California, her master admitting her to be the slower boat, to gain upon and pass the Europe? The old "salty" suggested that something might happen to detain the Europe, and he wanted to be in place to make the most of any such opportunity that might arise, promising Captain Atkins $50, in addition to his regular wages, if he should beat the Europe to Fort William. The California maintained a uniform speed of nine miles an hour Lake Huron, and it was about 7 P. M. when she entered Detour passage, where by hailing a down-bound boat Captain Atkins learned that it was an even chance if the Europe had succeeded in getting above the lock before dark; and as it was a clear, starlight night he determined to keep the California under way as long as it was safe to do so. Arriving at the Neebish rapids about dark, she went safely through by getting hold of the lower buoys. At the flats in Lake George the stakes could not be seen even with the glasses, but to overcome this difficulty a boat was lowered, and its crew instructed to pull in line of the windward stakes, holding a light in view, and in this manner the California passed through all right. Then Captain Atkins, being familiar with the river, felt assured that he could go through Lake Superior without a lay-over, and upon arriving at the Sault about 2 o'clock A. M., he learned that the Europe was tied up in the canal basin above the lock. The tenders being in bed he went to the superintendent, Mr. Carlton, who aroused them, and they, inspired with the promise of a ten-dollar note, silently and quickly locked the California up into the level of Lake Superior. Before three o'clock she slowly passed the Europe, and by daylight was abreast of Point Iroquois, with the Europe not in sight in her wake.

Taking bearings from the run from Iroquois to White Fish Point, Captain Atkins figured a course for the California from the latter light to the passage between the easterly end of Isle Royal and Passage Island. After rounding Point Iroquois she penetrated a dense fog, which did not lift for twenty-four hours, but she kept on her course at her best speed for about twenty hours, when she was stopped, still in the fog. The lead finding the bottom under deep water she was headed northerly and proceeded as slowly as possible, with steerage way, trusting to find shallow water or the loom of the land. Making her way thus for more than an hour, and not finding either land or a close bottom, Captain Atkins became anxious lest he was lost in the wilderness of waters and vapor; but his anxiety was soon dispelled by the sudden lifting of the fog, when it was found that the boat was on her way to Thunder Cape, fully two miles north of the narrow passage sought, having passed the two islands, about two miles apart, unawares. The California was then given her steam, and, being first to pass up the Kaministique River, was soon at her berth at Fort William, having her cargo whipped out by horsepower. Next morning the Europe came and moored at her stern, where she lay three days awaiting her turn to unload. The California went on up to Duluth, took on a cargo of wheat, and passed Detroit bound down, three days in advance of the Europe.

In 1876 Captain Atkins retired from the lakes for good. In 1877 he was appointed northwestern agent of the Wisconsin Central railroad, stationed variously at Ashland, Duluth and Houghton, Mich., retaining this position until 1879, and was then appointed contracting agent for the Chicago, Milwaukee and St. Paul. Railroad at St. Paul, and remained there until 1883. From 1883 to July, 1885, he was general agent for the Elmira, Cortland & Northern railroad at Elmira, N. Y., at the end of this time being appointed, by President Cleveland, United States marshal for Alaska, with headquarters at Sitka, and he held this position until 1889. Returning to Buffalo, he became agent there for the Reading system, having charge of the freight department, and occupied this position from 1890 until 1893, since which time he has lived at his home, No. 330 Linwood avenue, Buffalo, N. Y. Captain Atkins, although past seventy years of age, is wonderfully well preserved, has a remarkable memory in regard to all things pertaining to the lakes, and has written for the periodicals of the day many articles of interest to which this history is largely indebted. While in Alaska he made a valuable collection of Indian relics, which he presented to the Buffalo Historical Society, where they may be viewed by the public.

In 1852 Captain Atkins was married to Miss Eliza Russell, daughter of Washington Adams Russell, a farmer of Buffalo, whose former farm is now The Meadows, in Lake Park. She was born October 16, 1827, within eighty rods of where she now (1897) lives. Captain and Mrs. Atkins have had four children, as follows: Elizabeth, born in 1853, now the wife of Archibald Angus McLeod, formerly president of the Philadelphia & Reading railroad, and well known throughout the country; Russell B. Atkins, who was drowned at Marquette, Mich., July 21, 1866, when ten years of age, falling overboard from one of his father's tugs; Nellie, the third child who died of scarlet fever in February 1870; and Arthur R. Atkins, born in 1866, now a member of the Great Lakes Steamship Company, a partner with John Gordon, one of the ablest and most experienced men connected with lake shipping.

Captain Atkins belongs to a family of early lake navigators, his father having been supercargo of the Walk-in-the-Water in 1818 and 1819; his uncle, Guy J. Atkins, who was master of the Nautilus in 1819 and 1820, besides being an early lake navigator, was a valiant defender of the Niagara frontier during the war of 1812. He was one of Dr. Cyrenius Chapin's picked men for hazardous expeditions, and was at the side of that valorous citizen in the defense of the fated village of Buffalo on the memorable 30th of December, 1813. He died at his home, about twenty miles from Buffalo, in 1871, at the age of eighty-five years. Capt. A. R. Atkins, formerly of Cleveland and Chicago, but now deceased, was a relative of the subject of this sketch.

John Atkins, the great-great-grandfather of Capt. Barton Atkins, emigrated from Cheshire, a maritime county in the west of England, to Waterbury, Conn., in 1724. His son John was born at Waterbury in 1736. About 1750 John Atkins with fifty-nine others purchased a township in the "New Hampshire grant," a county was organized named Cheshire, a town established named Claremont, and there Samuel Atkins was born in 1761. Samuel Atkins' three elder brothers, David, Amos and Chauncey, joined the Continental army and were at the battle of Bunker Hill, serving throughout the war. At the battle of Saratoga they were joined by Samuel Atkins, then sixteen years old, and he served through the remainder of the war, being at Brandywine and Yorktown with LaFayette. After the war the three elder brothers settled at Cabot, Vt., while Samuel went to New Hampshire, where about 1782 he married Lucy Cady, who died within a year. In 1784 he married Anna Jones, a native of Colchester, Conn., whose mother's maiden name was Gardner, the last named family being closely connected with that of Oliver Hazard Perry, the hero of Lake Erie, whose mother's maiden name was also Gardner, and she and the mother of Anna Jones were either first cousins or sisters. In 1795 Samuel Atkins removed from New Hampshire to Fort Stanwix (now Rome), New York State, where Samuel Rodolph Atkins was born August 29, 1797. In 1801 he removed to Scipio, Cayuga Co., N. Y., living there until 1807, when he removed to Buffalo, where he died December 6, 1812; his widow carried on his farm and hotel until Samuel R. Atkins became of age in 1818, when she removed to a frame house in which she passed the remainder of her days, her death occurring in December, 1822. Samuel R. Atkins married Wealthy Drake, daughter of Elijah Drake, of Aurora, Cayuga Co., N. Y. Mr. Atkins died July 24, 1839. He and his wife were the parents of the following named children: Abby, born in December, 1820; Helen L., born in 1822; Mary L., born in 1824; Barton, born in 1826; and Eliza, born in 1833. The only ones now (1898) living are Barton and Eliza.

CAPTAIN J. W. AVERILL

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

Captain J.W. Averill, of Grand River, Ohio, was born in Richmond, Ohio, in December 1853, and is a son of John W. and Mary E. Averill, natives of Canadaigua, N. Y., and Fairport, Ohio, who were born in 1817 and 1821 respectively. The father was for several years a master and vessel owner on the Great Lakes, and in 1861 the desire for marine life also influenced the son, who went as boy on several vessels. Prior to this time he had attended school in his native town. The following years he served as mate or master on the Jones, Brooks, Barkalow, Sasco, Fred Kelley, M. R. Warner, Porter, James Couch, George Ely, King Sister, Orphan Boy, Frank Perew and Minnehaha. About 1883 he began the fishing business with gill nets and tugs. By 1885 the business had increased to such proportions that a shipping and packing house was engaged, and he began the use of pound-nets. Today he operates branch houses and fishing stations at Pittsburg, Penn., Fairport and Vermilion, Ohio, and Cheboygan and Munising, Mich. In 1883 Captain Averill built the Helene, the pioneer fishing steamer of the present fleet on Lake Erie, and with this boat the present system of cork and lead on gill-nets was brought to the notice of the home fisherman. The business was greatly increased of late years under the Captain's management, and at present he operates one of the best known fisheries in his vicinity.

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CAPTAIN JOHN W. AVERILL

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

Captain John W. Averill, deceased, was born at Canandaigua, N. Y., in 1817, the son of William and Polly Averill. During his boyhood he attended the public schools of his native city, remaining there until his twentieth year, when he commenced his marine life, going on the Black Hawk as boy with Capt. Daniel Green. He gradually passed the successive stages of a sailor's life until he became master, in which capacity he served for many years, being engaged thus the greater part of the time from 1837 until 1854. He then purchased a small coasting vessel, and followed this line of work in his own interest for several years. In 1862 he built the U. S. Grant, which he sailed for many seasons, also purchasing other small vessels until about 1874, when he retired. He made his home in Painesville, Ohio, where he died in December 1891.

In 1840 Captain Averill was married at Painesville, to Miss Mary E. Hall, and to them were born seven children: Clara J., Captain William L., Daniel M., Capt. John W., Mary J., Capt. Benjamin H. and James H.

WILLIAM W. AXE

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

William W. Axe comes of a patriotic family. He is a son of Lorenzo C. and Ellen P. (Philman) Axe, the former of whom enlisted, in 1861, in Company I, Seventy-eighth O. V. I. and served throughout the war of the Rebellion, participating in some of the most hotly contested battles of that struggle. Four of his mother's brothers, Joseph, Jonathan, John and William, also served with honor under command of General Sherman in his famous campaign through Georgia and the Carolinas. Jonathan and William were killed in action, and William and Able Axe died in the service. Joseph Philman, who is now very wealthy, lives at Silver Cliff, Cal., and John at San Francisco. Lorenzo Axe had two sisters, Mrs. Lydia Kinsey and Mrs. Mary Calhenn; Mr. Kinsey was wounded in action in the Civil War and subsequently died, and his widow is now postmistress at Georgetown Penn. Mrs. Calhenn's husband also died in the army; she is now teaching a select school in East Liverpool, Ohio.

William W. Axe was born December 9, 1859, in New Lisbon, Ohio. His parents later removed to New Garden, where he attended school until he reached the age of sixteen years, after which he went to Mount Union College for two terms. Mr. Axe is a genial and companionable man, and he is a born musician. In 1881 he accompanied Sells Brothers circus through the South in that capacity, remaining with the same two years, and in 1883 he accepted a position in the orchestra of the Statts Dramatic Company. In 1885 he went to Cleveland and entered the employ of John Schlitz as clerk in a hotel and restaurant, holding that place two years, and in 1887 going to work as clerk in the "Hollenden Hotel", where he also remained two years. In the spring of 1889 he was appointed police clerk in the city of Cleveland during Clem B. Hull's incumbency, later receiving the appointment to his present position, clerk of the extension ore docks of the New York, Pennsylvania & Ohio Railroad Company.

Mr. Axe was united in marriage to Miss Nellie L. Riley, of Cleveland, in 1888. Five children, Charles Edward, Eda Elizabeth, Eva Marie, Elmer Emmet and Willie, have been born to this union, and they are all vigorous and healthy. The family residence is at No. 41 Freeman Street, Cleveland, Ohio. Fraternally Mr. Axe is a member of the Knights of Pythias and the Knights of Khorassan, Jan Ben Jan Temple No. 27.