Introductory
 ANCIENT civilizations clustered around a great inland sea, and from its
 broad expanse of waters inhaled the breath of life and national dominion. Upon
 its fruitful shores thrived the hardy and courageous Phoenicians, whose fabulous
 riches were gathered from many climes by brave and daring mariners. There the
 refined luxury of Egypt basked in the light of many centuries. The imperishable
 brilliancy of Greece flashed upon the white-capped waves of the same great
 waters. There, too, uprose the might of Rome, breaking all previous
 civilizations beneath the resistless advance of her legions. Large fleets of
 stanchly built triremes, bristling with a soldiery that never knew defeat,
 sailed its billows and drew tribute from the nations of the earth. The great
 Mediterranean, "in the midst of the world," was the life and the pathway of all
 commerce.
 In the new world lies a cluster of inland seas, matchless in extent,
 about which has been growing for three centuries a new civilization, surpassing
 in splendor and in might the sea-girt empires of the past. Upon these Great
 Lakes are fleets that excite the wonder of the world. Commerce has here
 established a new domain, developing with marvelous rapidity in recent years,
 and the future of which no man dares measure by existing standards. Cities,
 peopled by a progressive and dominant race, have sprung up along the shores of
 these Great Lakes, and attained conspicuous eminence" and wealth.
 The third century since the eyes of white men first fell upon the broad
 expanse of inland waters is approaching its close. For two of these centuries
 the destiny of the Great Lakes, their ownership and control, and the tremendous
 factors for civilization that lay back of that ownership, hung trembling in the
 balance of unknown forces. For two centuries their vast extent was explored and
 the early voyageurs trafficked in the products of savage life. For two centuries
 the commerce possibilities of the favored region lay dormant, waiting for the
 coming of the conquerors. In 1615, Champlain, the intrepid French explorer,
 first looked out upon the restless sheen of Lake Huron. In 1815, two centuries
 later, the region of the Great Lakes was welcoming the earliest permanent
 pioneers. When the treaty of peace between Great Britain and the United States
 was under consideration at Ghent, in 1815, suggestions to the United States were
 made by the British commissioners that the waters of Lake Superior be withdrawn
 from the jurisdiction of the former country. The suggestion was declined; but
 the terms of peace, as there formulated, marked the close of the early and
 unsettled period of lake marine history and the dawn of modern commerce. All
 that belongs to the merchant marine, as now understood, is bounded within the
 years of the present century.
 The first two centuries of occupation and navigation by the white men
 are rich in stirring romance and heroic struggle. Stretching inland
 a thousand miles from the seacoast of a new-found continent, the lakes became
 the highway for adventurous explorers long before the American colonies had
 become firmly established. Upon the lakes the fervid zeal of religious devotees
 found expression in deeds of rarest heroism and self-sacrifice. Embassies of
 European sovereigns unfurled their banners, and when claims conflicted struggled
 for the mastery of the great waterways. Traders sought in the remote and
 desolate waters the rewards of daring venture. The compassionate ministrations
 of religion, the pompous acts and executions of kingly power, the dominant
 ambitions of individuals, mingled and composed the picturesque fabric which
 forms the background of modern lake history.
 Nor must there be forgotten the primitive races, found dwelling in this
 region. The aborigines were skillful navigators upon the inland seas, and in
 fleets of bark canoes sailed coastwise up and down the lakes. The fate of these
 Indian tribes was soon involved in the designs of the ambitious white invaders.
 Friendships were formed, and the fires of Indian hatred kindled. Back and forth
 rolled the tide of Indian supremacy upon the lakes -- just as it had rolled for
 centuries before -- as crowning victory or crushing defeat had marked these
 savage combats.
 Among all the Indian tribes that lived in the region of the Great Lakes
 none were so powerful, none so feared as the proud, relentless Iroquois, then
 seated in calm security and undisputed possession upon the southern shores of
 Lake Ontario. Almost at the first approach of European invasion, this haughty
 people was attacked by the French explorers, an aggression that proved to the
 latter a most fatal step. Aroused to implacable fury, the Iroquois, or Five
 Nations, for a century and a half became a terror to the settlers of Canada and
 to their Indian allies, wreaking vengeance with pitiless fury, exterminating
 whole tribes or driving them far and forever beyond the region of the Great
 Lakes.
 And when the English colonists, who had settled upon the Atlantic
 seacoast, finally reached out toward the lakes, they found willing allies among
 the Iroquois. For many years this spirited race, alone and unassisted, had
 withstood the repeated invasions of French troops, determined to crush all
 opposition to Gallic dominion upon the lakes. Slowly the Five Nations melted
 away, but they stubbornly held their ground until the advance of English
 colonization and claim gave them aid, and brought to a climax the supreme
 struggle for the mastery of the great lake waterways.
 France lost her Canadian provinces, and for a few years, save during
 the irruption of Pontiac and his confederates, the flag of St. George floated
 triumphantly from the head of Lake Superior to the mouth of the St. Lawrence.
 When revolution swept through the American colonies, and a new nation was
 created, most fateful among the issues of peace arising between it and the
 mother country was the disposition of the lake country. The genius of Franklin
 on this occasion rose superior to French and Spanish diplomacy, and gained for
 the United States and for Great Britain each a borderland upon the Great Lakes,
 and to each free access to their wide and commerce-bearing waters.
 Years passed away before the mutual rights, then outlined in the treaty
 of peace, became effective. Not in a day nor in a year could expire the fierce
 glow of animosity engendered by that struggle. Various stipulations remained to
 be fulfilled, and in their fulfillment there was mutual delay and irksomeness.
 English garrisons held possession of the southern shores of the lakes until
 1796. And when the smoldering embers of strife burst forth anew in the war of
 1812, the Great Lakes again became the scene of spirited engagement, adding
 fresh laurels to Anglo-Saxon bravery and seamanship. That contest happily ended,
 the free navigation of the lakes, as pledged at the close of the previous war,
 became cemented by national agreement substantially as now enjoyed.
 Then the dawn of modern commerce faintly limned against the eastern
 skies the hues of coming greatness. Bright and brighter grew the
 flush of morn, as fleets grew strong and powerful, as hardy pioneers pressed
 westward, possessed these favored shores and built prosperous cities, as
 bountiful crops were garnered in adjacent States and freighted eastward on the
 lakes to distant markets, as mineral resources were developed and grew to almost
 magic importance in the industrial economies of the world. The day is still
 sparkling in the freshness of morning dew. The. noonday splendor of the Great
 Lakes, as measured by the cycles of time, is far in the unexplored future.
 It is difficult to fully appreciate the debt which America owes to her
 inland seas. The destiny of the nation is now unfolding to a magnitude that was
 unsuspected a year ago. Large maritime enterprises will be undertaken. One of
 the great works of the immediate future will be the construction of the
 Nicaragua canal. It will unite the distant shores of the nation, and give
 insularity to her dominion. But more important far to the North American
 continent than even this stupendous enterprise has been the development of
 navigation on the Great Lakes.
 Piercing the heart of the nation, reaching the rich prairies, where
 grow the most bounteous crops, linking the rich iron ore of the West and the
 choicest fuel of the East, touching on every shore a verdure of forest growth of
 untold depth, it is little wonder that the lakes attracted a courageous and
 enterprising people, little wonder that cities and towns sprang up, and that
 white-winged ships appeared and multiplied to freight the commerce of this
 thrifty people.
 Agricultural wealth in the west owes its success to the Great Lakes.
 Washington perceived the need of transportation facilities to the interior of
 the country, as it existed more than a century ago, and he advocated and
 encouraged the construction of waterways; but for years the energies of the land
 proved unequal to the task. Farming languished beyond the Alleghanies until the
 completion of the Erie canal. Then was given an impetus to Western emigration
 which continued until the region of the lakes was populated; and when
 settlements penetrated still farther into the interior, railroads were
 constructed to unite the farms and the Great Lakes. To-day the western farmer
 with his teeming acres, located some fifteen hundred miles or more inland from
 the seacoast, owes to the cheap lake freights his ability to reach the markets
 of foreign lands.
 Manufacture, now rising as a formidable rival to agriculture in
 commanding the material prosperity of America, is to an even greater extent the
 beneficiary of lake navigation. Pittsburg, for many years the recognized iron
 center of the United States and now of the world, owes its supremacy to the ore
 traffic of the lakes. New England's many hives of industry maintain a close
 industrial relationship with the West by means of the freighters of the lakes.
 The diversified industries of populous Chicago are indebted for their prosperity
 to the same unexampled transportation facilities, and the same remark must be
 applied to the many other manufacturing ports upon the Great Lakes. Nowhere has
 the growth of American cities been more conspicuous than here. Nowhere has
 prosperity more benig-nantly smiled than upon the shores of America's great
 inland seas.
 The history of the Great Lakes is an interesting theme. It directly
 concerns many people -- those who sail the waters of the lakes, those interested
 in their tributary resources, those who dwell in their populous cities. Few,
 indeed, are the residents of America to whom there have not come benefits,
 direct or indirect, from the masterful influences radiating from their shores. A
 picturesque charm pervades the scenes of early traffic and adventure. The
 transformations from time to time in the size and construction of the lake
 craft, the forces that created fleets, the invincible spirit of enterprise that
 developed the tremendous resources of the region, the energies both of
 government and individuals put forth to overcome the obstacles to a more
 extended and efficient navigation of the lakes, a chronological review of the
 important marine incidents, sketches of the individuals whose lives have been
 devoted to the building of the lake marine; these and many other features teem
 with interest and come within the purview of this work.
 
 Geological
 
 
 
 How the Lakes were Formed -- Once a Table Land -- Buried River Beds
 -- Relics of Nature's Ancient Handiwork -- Ancient Rivers -- The Laurentian,
 Huronian and Erigan Rivers -- Lake Region
 Submerged -- Tilting up of the Land from the
 Northeast -- District Re-elevated -- Birth of the Great Lakes -- Processes by which They attained Present Beds -- Future Drainage into the. Mississippi -- Great Scientific Interest.
 
 
 WHERE the chain of Great Lakes now tosses its restless waters, there
 once stood a tableland, elevated many hundred feet above the prehistoric ocean,
 and drained by an ancient water-way, which is yet faintly outlined in the trend
 of the present lakes. Among the marvels of the present generation are the
 wonderful advances made in the science of geology. The vast movements of the
 universe have left their indelible records stamped on the face of nature, but
 visible only to those who have patiently studied and read these signs.
 It has been only during the past fifteen or twenty years that serious
 work has been attempted on revealing the geological history of the Great Lakes.
 The making of a continent is a work of ages. Through unnumbered centuries lands
 have slowly emerged from the vastness of the ocean, mountains have been built
 and valleys carved by the mighty forces of nature, forever active. Viewed from
 geological time the work is not completed, and looking alone to our Great Lakes,
 their present boundaries and trend are only transitory. To the northward the
 land is slowly rising at the estimated rate of several feet a century and slowly
 tilting the lakes to the southward, a matter of small importance in a century,
 but destined in the eons yet to come, to work important changes, should the
 terrestrial forces, now active, continue uninterruptedly along their present
 lines of energy.
 This is scientific speculation. But to go back from the present into
 the realms of the past is history, and in that direction the tracings of the
 ages are as wonderful as they are real. Dr. J. W. Spencer, one of the geologists
 who have made special study of the creation of the Great Lakes, says that the
 last touch in the completion of the North American continent has been the making
 of these lakes. He describes the ancient conditions. In very ancient times," he
 says, "the lake district formed a great plateau at a considerable altitude above
 the sea, with some bordering mountains or high lands." It was high enough to
 permit the excavation of deep valleys, many of which have long since been filled
 up with sand and drift and now lie beneath the lake waters. The sea was then
 farther distant from the present lake region than now.
 Ancient Rivers. -- The courses of these buried river beds
 have been traced with considerable detail during recent years. They are
 described by Mr. Spencer in an article in the Popular Science Monthly, on " How
 the Great Lakes were Built," from which the following account is by permission
 abridged: "In the lake district wells have been sunk for considerable depths for
 water, oil and gas. On the now level plains the borings have often penetrated
 great depths of loose rock and dirt deposits before reaching the solid strata,
 yet, perhaps, in proximity, the bedded rocks appear near the surface of the
 country. These depressions are portions of ancient valleys, which have been
 filled often to depths of 500 feet, and in some cases probably to 1,000 feet. By
 chains of borings the buried valleys may be traced; their general
 course is frequently shown by the surface features; but without the borings
 their great depth would not be suspected."
 Fig. 1. Map showing Course of the Ancient St.
 Lawrence and its TributariesFrom the northern portion
 of the Michigan basin the channel of the ancient Laurentian river is more or
 less buried beneath drift, and also submerged in extending by way of Mackinac
 straits to the Huron basin, across which its course is plainly marked at the
 foot of an escarpment from 3 50 to 450 feet high, and the whole somewhat further
 submerged. Again it passes through the narrows across the broken mountain ridge
 into Georgian Bay, where the deep channel skirts the foot of another high
 escarpment. The old waterway across these lakes is shown in the accompanying
 map. (Fig. 1.)
 From Georgian Bay, continues Doctor Spencer, the ancient channel is
 buried below drift deposits to a known depth of 700 feet, and almost certainly
 the drift reaches to a depth of 1,000 feet beneath the highest obstructing
 ridges. The course of the channel passes through Lake Simcoe and enters the
 Ontario valley about 20 miles east of Toronto, where i the deep trench is made
 known by the surroundings in the lakes. Throughout the Ontario valley the
 Laurentian river flowed at the foot of a high escarpment, now submerged. At the
 eastern end of Lake Ontario the channel turned toward the present outlet of the
 lake and then down what is now the modern course of the St. Lawrence to the
 sea.
 One of the great tributaries was the Huronian river, crossing the
 southern portion of Michigan, as shown upon the map, and extending
 through Saginaw Bay to join the Laurentian river farther north. The Superior
 outlet is supposed to have crossed the upper peninsula of Michigan and joined
 the branch, draining from the northern end of what is now Lake Michigan.
 The now shallow Erie basin was then a portion of a plain, across which
 the ancient Erigan river flowed in a valley 200 feet or more in depth. One of
 the buried and submerged tributaries at Cleveland was described by Dr. J. S.
 Newberry, others by Dr. T. Sterry Hunt, and those near Buffalo by Dr. J.
 Pohlrnan. From the Erie basin the Erigan river crossed by a channel about forty
 miles west of the Niagara river, which did not then exist, and passed down the
 Dundas valley into the head of the Ontario basin and farther eastward joined the
 Laurentian river. There were no great waterfalls, though rapids must have
 existed.
 In the highlands to the south of the lakes, the ancient streams were
 tributary to the Laurentian, in place of to the modern Ohio and Susquehanna
 rivers. The Alleghany flowed to the Erie basin, as did also the upper Ohio.
 These and other streams now reversed were tributaries of the Erigan river. In
 New York the upper Susquehanna and some tributaries descended through the
 "finger lakes" to the Laurentian river as it passed through the
 Ontario basin. The Laurentian valley and its tributaries were completed before
 the ice age. As for the modification of the ancient topography by glacial
 action, it could have been only slight, and does not appear to have been more
 than the sweeping of loose geological dust into the valleys, or on to the
 highlands to the south. It was this filling of the old channels with drift that
 closed the ancient drainage of the Laurentian valley, which at a later date gave
 rise to the lake basins.
 Lake Regions Submerged. -- After the obstruction of the
 valleys with drift, the whole lake region was submerged and coast lines were
 formed. These old shore lines may now be traced in the western and central
 portions of the lake regions, for toward the northeast the waters extended
 indefinitely. The embayment, called Warren Gulf, covered 200,000 square miles of
 the lake region. The greater portion of the modern elevation of the region has
 been recorded in the tilting of the beach lines, and this tilting must have
 occurred after the glacial epoch. At the head of Lake Erie the deformation of
 the old water planes is not over a very few inches in a mile. while it increases
 toward the northeast, so that it amounts to four feet per mile northeast of Lake
 Huron, and seven feet per mile near the outlet of Lake Ontario and north of the
 Adirondack Mountains, to which locality Mr. Spencer has traced the deserted
 shores all the way from the head of Lake Michigan.
 Fig. 2. Map of Warren Water Bounded by Forest
 Beach, and its Successors. Surveyed shores represented by solid lines;
 partly surveyed, by broken lines; modern lakes, by dotted
 lines.
 The District Re-elevated. -- When the lake district was re-elevated
 after the postglacial submergence, there were several water connections between
 Warren Gulf and the valleys to the south and west. The last stage of Warren Gulf
 is shown in Fig. 2 in the Forest beach line. As the land steadily rose the
 waters fell gradually 150 feet, and Warren Gulf was divided into two gulfs --
 Algonquin Gulf occupying the basins of Lakes Superior, Michigan and Huron, and
 Lundy Gulf occupying part of Lake Erie and the Lake Ontario region. There was
 free communication with the Atlantic ocean by way of the St. Lawrence and also
 southward of the Adirondacks. There was probably free communication also with
 Hudson Bay.
 Fig. 3. Map of the Early Lakes. Broken shading
 represents extension of the early lake epoch; solid shading, a lower
 stage of Iroquois Gulf before the birth of Lake Ontario; modern lakes,
 by dotted lines.Birth of the Great
 Lakes. -- The birth of the Great Lakes occurred when the waters fell
 some 300 feet below the Algonquin and Lundy Gulf planes, through the continued
 uprising of the land. There was an apparent rest in the subsidence when the
 waters reached the level of the Iroquois beach, shown in Fig. 3. The lands had
 then risen so high that much of the present basins had been drained, for there
 were no barriers. The waters of the upper lakes discharged by way of the narrow
 Nipissing strait.
 Lake Erie, as shown on the map, was very small. In the Niagara district
 was a strait or lakelet, at the first without a fall. The tilting of the land to
 the northeast continued and the head of Lake Ontario rose 363 feet above the sea
 level, the foot of Lake Ontario 730 feet and the northeast corner of the
 Adirondacks 1,500 feet. This warping up of the continent interposed a barrier to
 the free communication between the waters of the lakes and the sea, and now
 maintains Lake Ontario 247 feet above the ocean level. The upper lakes were the
 first to sink far within their basins (see Fig. 3), but later even the Iroquois
 Gulf was contracted so as not to occupy even the head of the present Ontario
 basin (see Fig. 3).
 The great deformation of the whole region since the close of the
 Iroquois episode has from that day to this been slowly raising the northeastern
 rims of the lake basin, so as to cause them to flood more and more the lowlands
 and valleys at their southwestern extremities, and even to raise the waters so
 high as to cover some of the deserted shores in those directions. At the same
 time the waters are leaving their old margins at their northeastern ends, as
 shown on the map (Fig. 3).
 It is estimated that the Iroquois Gulf sank below the Iroquois plane
 about fourteen thousand years ago; but that the waters of Lake Huron, which had
 been emptying by way of the Nipissing strait for twenty-four thousand years,
 were turned into Lake Erie only eight thousand years ago. Again, after the
 waters of the Ontario basin had sunk much below the present western margin of
 the lakes, they were rising again to near their present height only some three
 thousand years ago.
 Of the absolute amount of rise of the continent we do not know, for the
 axis of uplift has not been ascertained, but it is evidently in the interior of
 the continent. The differential rate of elevation varies, being about a foot and
 a quarter a century in the Niagara district, two feet northeast of Lake Huron,
 and nearly four feet north of the Adirondacks.
 Future Drainage into the Mississippi. -- With the land
 rising as at present, it will be only a matter of time until the northeastern
 rim of Lake Erie will be so high that the drainage must turn into Lake Huron,
 and thence by way of Lake Michigan and the Chicago canal into the Mississippi,
 and Niagara Falls will then end their life history. Some fifteen hundred years
 ago there was a barrier about a mile north of the present site of the Falls that
 had risen so high in the general regional uplift as to actually cause some of
 the waters of the upper lakes to overflow where the Chicago canal is now being
 built; but, owing to the peculiar buried valley just behind this ridge crossing
 Niagara river, when the falls had passed the barrier, before the change of
 outlet of the upper lakes from the Niagara to the Mississippi was completed, the
 upper lakes were rapidly lowered, and this re-established the life of the
 Niagara for some time longer. It is calculated that in five thousand
 years the change in outlet from the Niagara to the Mississippi will occur. The
 commencement of the Warren Gulf epoch is estimated to have been sixty thousand
 years ago.
 This story of the Great Lakes is arousing keen scientific interest. At
 the annual meeting of the American Association for the Advancement of Science,
 held at Detroit in August, 1897, papers on this subject were read by Prof. G. K.
 Gilbert and by Doctor Spencer, and at the meeting of the International Society
 for the Advancement of Science, held a few weeks later at Toronto, the same
 subject was exhaustively discussed. In geological time the formation of the
 Great Lakes is only an episode, but in human history an occurrence of stupendous
 significance.
 In his paper, alluded to above, Professor Gilbert concludes that Lake
 Ontario is increasing slowly in area by the rising of the outlet. He says: "Lake
 Ontario lies altogether southwest of the isobar of its outlet, and the water is
 encroaching on all its shores. The estimated vertical rise at Hamilton is six
 inches per century. The whole coast of Lake Erie is also being submerged, the
 estimated rate at Toledo and Sandusky being eight or nine inches per
 century."
 Professor Gilbert also says: "The slow changes of mean water level are
 concealed from ordinary observation by the more rapid and impressive changes due
 to variations of volume, but they are worthy of consideration in the planning of
 engineering works of a permanent character." He does not claim that his
 estimates of the rate of this movement are beyond question, although the
 probability of large error is small. He estimates that the rise of the lake
 level at Chicago is about one inch in ten years. The change of level, he
 computes, is such that along a line one hundred miles in length at right angle
 to the axis of tilting it would amount to five inches per century. On this basis
 he estimates that in five hundred years the lake would (without artificial
 interference) overflow through its old channel west of the city at high stages
 of the lake; that at ordinary stages it would overflow in a thousand years; that
 in two thousand years it would draw away half of the outflow of the lakes, the
 other half still following its present course; that in three thousand years the
 entire outflow of the upper lakes would be westward through the Chicago outlet.
 These computations of course proceed on the assumption that the movement will
 continue at the present computed rate. Whether it will so continue or not is
 beyond knowledge. The forces that are concerned in these great movements of the
 surface of the earth are not fully known at present. How long a given movement
 will continue can only be conjectured.
 
 Poetry of the Lakes
 
 
 The Picturesque and Sublime on the Great Lakes --
 Fascinations of Lake Superior -- Description written a Half Century Ago -- Schoolcraft's Account of the Pictured Rocks -- Constance Fenimore Woolson's Description -- Poetry of the Portage Canal -- St. Mary's River -- Beauteous Mackinac
 -- St. Clair Flats -- Beautiful
 Belle Isle -- Put-in-bay -- Niagara Falls -- The Thousand
 Islands.
 
 
 The Cove, Presque IsleTHAT
 sentiment of the human heart which experiences pleasure in the sublime and the
 beautiful in nature, can find on the waters of the Great Lakes and in their
 environment a wealth of enjoyment that is offered nowhere else on the globe. It
 was not for dazzling or inspiring scenery that the argonauts of the inland seas
 dared death or lingering privations, nor was it to feast the eye or fill the
 soul that the tide of emigration swept over and beyond the lakes. The presiding
 genius of the lakes to-day is materialistic rather than poetic. Its mission is
 the conquest of nature, through gigantic enterprises; and yet the business world
 pauses briefly each year and takes its outing; the summer resorts in the region
 of the lakes grow in the hearts of men.
 It has been only in recent years that the marvels and picturesque
 beauty of the lakes have begun to be properly appreciated. Thunderous Niagara,
 mighty and alone in its manifestation of power, has, it is true, attracted the
 tourist ever since its wonders have become accessible, but Niagara is only one
 of the many gems that sparkle in the sheen and ever-changing iridescence of
 these inland waters. From the beauteous cluster of the Thousand Islands,
 engemmed at the outlet of the lakes, where the imprisoned torrents break away in
 their final dash to the ocean, on up through the galaxy of lakes to the sublime
 and gloomy Superior, there is ever-varying scenery, from the restful and
 peaceful glades by river sides to types of nature that suggest titanic forces.
 It is fitting here to record the impressions which the more renowned of these
 scenes of wondrous beauty have inspired in all beholders. Lake Superior is
 perhaps the most fascinating and the least understood of all the lakes.
 Fascinations of Lake Superior. -- Lake Superior has at
 times, not only the varied interest, but the sublimity of a true ocean. Its
 blue, cold transparent waters, undisturbed by tides, lie, during a calm,
 motionless and glossy as those of any small, secluded lake, reflecting with
 perfect truth of form and color the inverted landscape that slopes down to its
 smooth, sandy beach. But when this inland sea is stirred by the rising tempest,
 the long sweep of its waves and the curling white caps that crest its surface,
 give warning, not only to the light bark canoe, but also to the schooner and
 lake steamer, to seek some sheltered haven.
 "To me," says Alice Wellington Rollins, in Lippincott's Magazine, "the
 Great Lakes will always mean Lake Superior. It is something unique in the
 geography of the world, and you have the consciousness of your actual height
 above the level of the sea as you rarely have on any elevated land that is not
 actually a mountain. There is something singularly impressive in the mere
 silence and vastness of our great northern solitudes."
 Julian Ralph is impelled to pay his tribute to the monarch of the
 inland seas in the following language. " How many who have not seen Lake
 Superior have ever allowed their fancy to estimate what it must be
 -- that great bowl which we, magnificent belittlers of the grandest of Nature's
 achievements, call a lake, yet which, were it in Europe, would have become one
 of the seas of the world, paraded by fleets of war and dividing empires? This
 lake is like a colossal diamond -- clear, pure, sparkling, lying like a
 heaven-lighted gem in a bowl of rich greenery fringed with a lace-work of
 chromatic rocks that take on the most weird and enchanting shapes. The
 transparency of the water is so remarkable that it is no uncommon thing to see
 the complete outlines of a boat as it moves through the water, and I have myself
 seen not only all the divisional lines in the hull of a lake propeller and her
 keel and rudder, but the screw itself, while it revolved slowly, was in plain
 sight, so that the vessel looked as it might do if it were moving through the
 air. This astonishing clearness is not peculiar to the great lake alone, but is
 a characteristic of all the bodies of water in the entire Lake Superior region,
 be they little lakes or big ones, be they rivers or rivulets. At Marquette or
 Mackinac, or wheresoever you journey in this paradise of the seeker for pure air
 and Nature unalloyed, you may count the pebbles in the water's bed at a depth of
 twenty-five feet.
 "I have come upon Superior at different points, and everywhere the
 imperial quality has impressed itself upon my mind. It is not merely big in
 itself, it is big in all its environments and details -- in what you might call
 all its features. In few parts of the coast of the Atlantic itself has Nature
 done such bold, majestic work as she scatters lavishly all around Lake Superior;
 indeed, south of New England the Atlantic is dependent upon the imagination of
 the beholder for the awe and respect it inspires, since what might be called its
 shore scenery-is everywhere tame. Very, very far from tame is the setting of
 this grand bowl of clearest water which our nation seems to be holding above its
 head, as if in a perpetual invitation for all the world to partake of our
 bounty. Massive stony walls, giant cliffs, fierce battlemented rocks, are the
 characteristics of Superior's shores; mighty fortifications against the still
 mightier water, for everywhere the eternal masonry of the land is torn and
 ragged."
 Charles Lanman describes in " Summer in the Wilderness," published in
 1847, a trip on Lake Superior. He says: "I am constrained to yield the palm to
 Superior. For weeks did I explore its picturesque bays and extended sweeps of
 shore, following the promptings of my wayward will and storing my mind with its
 unnumbered legends gathered from the lips of my Indian companions. I seldom took
 a paddle in hand, unless it were for exercise, but usually employed my time,
 when the weather was calm, by reading or sketching; and often, when the sunshine
 made me sleepy, have been lulled into a dreamy repose by the measured music of
 the oars mingled with the wild chanting of the voyagers. It was the custom with
 my companions, whenever they caught me in those lucid intervals of joy, to
 startle me by a piercing whoop, which invariably announced a race upon the
 watery plain. And then, indeed, was it a most exciting spectacle to witness the
 canoes gliding to the destined goal, almost as swift as ' an arrow from a
 shivering bow.' Whenever I expressed such a desire, the party came to a halt
 upon the shore, and then it was that I mounted the headlands to gather berries
 or obtain a bird's-eye prospect of the lake. At times the roar of a distant
 waterfall would fall upon the ear, and I was wont to beg an hour's furlough for
 the purpose of catching a dozen or two of trout in the waters of a nameless
 stream. But my chief employment, whenever we landed, was to gather agates and
 pebbles of loveliest hue. In many places the gravelly shores were completely
 covered with them; and often, when attracted by one of a particular color or an
 unusual size, and when deceived by the marvelous transparency of the water, have
 I found myself far beyond my depths in the sleeping waves, which event was about
 the only one that could bring me to my senses. Many a time and oft, like a very
 child, have I rambled along the beach for miles, returning to my canoe
 completely loaded down with my treasures, which I sometimes carried with me on
 my journeys for a hundred miles and then threw away to make room 
 for others which I thought still more beautiful. Delightful, indeed, were those
 summer days on the bosom of that lonely lake. They are associated with my
 treasured dreams, and I cannot but sigh when I remember that I may never be
 privileged to enjoy the like again. My reason would not stop the tide of
 civilization that is sweeping to the remote north and the far Pacific; but if
 the wishes of my heart were realized none but the true worshipers of nature
 should ever be permitted to mar the solitude of the wilderness with the song of
 Mammon.
 "But, if that were possible, the nights that I spent upon the shores of
 the great northern lake have made a deeper impression on my heart than those
 summer days. Never before has the ocean of the sky and the starry world appeared
 so supremely brilliant. Seldom would my restless spirit allow me an unbroken
 slumber from nightfall until dawn, and I was often in a wakeful mood, even after
 the camp fires were entirely out, and my rude companions were in the embrace of
 slumber. One of those wonderful nights I never can forget. I had risen from my
 couch upon the sand, and after walking nearly half a mile along the beach, I
 passed a certain point, and found myself in full view of the following scene, of
 which I was the solitary spectator: Black and death-like in its repose was the
 apparently illimitable plain of water; above its outline, on the left, were the
 strangely beautiful northern lights, shooting their rays to the very zenith; on
 the right was a clear full moon, making a silvery pathway from my feet to the
 horizon; and before, around and above me, floating in the deep cerulean, were
 the unnumbered and mysterious stars -- the jewels of the Most High. The only
 sound that fell upon my ear was the occasional splash of a tiny wave, as it
 melted upon the shore. Long and intently did I gaze upon the scene, until, in a
 kind of blissful frenzy, or bewilderment, I staggered a few paces, fell upon the
 earth, almost insensible, and was soon in a deep sleep. The first gleam of
 sunshine roused me from slumber, and I returned to our encampment perfectly well
 in body, but in a thoughtful and unhappy mood. In fact, it seemed to me that I
 had visited the spiritual world, and I wished to return hence once more. My
 friends had not wondered at my absence, when they awoke, for they supposed that
 I had gone merely to take my accustomed bath. But enough, enough! The voyager's
 life is indeed a romantic one, but it will not do for me to talk about it
 forever, and I therefore bring my description to a close."
 The same writer thus describes the topographical features of the
 northern shore: "The entire Canadian shore of Lake Superior might be denominated
 as bold and rocky, but there may occasionally be seen a line of the smoothest
 beach, as if for the very purpose of affording protection to the voyaging
 Indians when exposed to the dangers of sudden storms. The bluffs are generally
 of a green sandstone, and frequently rise to the height of five hundred feet
 above the water, like massive bulwarks which seem to have battled with the
 elements for many ages. * * *
 "The two most prominent peninsulas on this shore are called Thunder
 Cape and Cariboo Point. The former is about fourteen hundred feet high, and
 frowns upon the waste of waters, like a crouching lion, which animal it closely
 resembles in the form of its outline. When passing near its base, it looms
 against the sky in awful grandeur, the seeming lord and master of the boundless
 wilderness world around. Cariboo Point is less lofty, but far-famed on account
 of the hieroglyphics, which have been painted upon its brow in other years, by
 an Indian race now supposed to be extinct. In the vicinity of these bluffs are
 found the largest and most beautiful agates in the world.
 "The Canadian shore of this lake abounds in rocky islands. There is one
 deserving of particular notice. It lies in the northeastern part of the lake,
 and is unquestionably the greatest natural curiosity in this wilderness. I
 visited it with a party of Indians and miners. * * * It is found about twenty
 miles from the main coast, and is supposed to be about a dozen miles in
 circumference. The shores are of sandstone, and for the most part rise abruptly from the water to the height of four or five hundred feet.
 But the wonder is, that in the center of this island lies imbosomed one of the
 most beautiful lakes imaginable. It is about a mile long, and the perpendicular
 cliffs which look down upon it, are not far from seven hundred feet in height.
 It has an outlet which is impassible for a canoe on account of the rocks and
 trees that have blocked up the narrow chasm, and at the opening of this outlet
 stands a column of solid rock which we estimated to be eight hundred feet high.
 The base is probably one hundred feet in diameter, and it gradually tapers off
 to about twenty feet in thickness, while the summit of this singular needle is
 surmounted by one solitary pine tree. The waters of this inner lake are clear,
 but have a blackish appearance, and are very deep. It is so completely hidden
 from the surrounding world that the passing breeze scarcely ever ruffles its
 tranquil bosom, and the silence which reigns there, even at noonday, is intense
 and almost frightful. In some places the walls which surrounded the lake appear
 to have been recently rent asunder and partly demolished, as there were immense
 piles of broken rocks lying at their base; while in other places the upper
 points and edges are overgrown with moss, and from their brows occasionally
 depends a cluster of fantastic vines, drooping perpendicularly to the tranquil
 water, which reproduces this beautiful picture in its translucent bosom. The
 lake, so far as we could ascertain, is destitute of fish, and the island of
 animals; but when we were there gulls of every variety, and in immense numbers,
 were filling the air with their wild screams. The entire island seems to be
 composed of rocky materials, but is everywhere covered with a stunted growth of
 vegetation. I spent one day rambling over this singular spot, and one night
 slumbering by our watch-fire in the shadowy cove at the mouth of the ravine; and
 at dawn, on the following morning, we boarded our feathery canoes and were
 joyfully skimming ' over the deep waters of the dark blue sea.' "
 "It is computed" he continues, "that the American coast of Lake
 Superior extends to about twice the length of that which belongs to Canada. Our
 portion of the northern shore is skirted by a range of mountains which seem to
 be from two to three thousand feet in height. * * * On the southern shore of the
 lake is a range called the Porcupine mountains; their varying outlines, seen as
 you sail along the coast, are very beautiful, indeed. Point Keweenaw is also
 covered with hills, but less lofty and picturesque than those already mentioned.
 That portion of the coast lying between this point and the river Saint Mary, is
 low and, with the exception of the Pictured Rocks, uninteresting. Though our
 shores are not, generally speaking, what we should call rocky, yet they are
 distinguished for a variety of remarkable bluffs. Those alluded to above are
 found on the east of Point Keweenaw, and extend along the coast some nine miles.
 They have been striped with various colors by mineral allu-viations, and are
 about one hundred and fifty feet high. The most conspicuous of them is perhaps
 three hundred feet high, but its most superb feature was demolished by a storm
 in the year 1816. That feature, according to a drawing in my possession, was an
 arch or doorway, fifteen feet broad and one hundred high, through which the
 Indians were accustomed to pass with their canoes. In those days, too, from the
 crevices in these solid walls of whitish sandstone leaped forth beautiful
 cascades, and mingled their waters with those of the lake. Beautiful caverns
 meet the eye in every direction, and the water at their base is of a deep green,
 and in some places almost fathomless.
 "A cluster of rocks, similar to the above, is found westward of the
 Apostle Islands. These, however, are composed of a deep red sandstone, and are
 only about one hundred feet high, extending along the shore for about two miles.
 The arches here are almost numberless and exceedingly picturesque, and singular;
 and you may wind your way among them in a canoe without the least danger,
 provided you have a steady hand and sufficient nerve. And the caverns too, in
 these bluffs are also very numerous, and some of them are so deep and dark that the eye cannot measure their depths -- and from these gloomy
 recesses, even in a season of calm weather, always issues a sound like thunder,
 which must be perfectly terrific when a storm is raging. All these bluffs are
 covered with a stunted growth of Alpine and other trees."
 The Grand
 PortalSchoolcraft's Account of the Pictured
 Rocks. -- Schoolcraft, recounting his voyage made in 1820, thus
 describes the Pictured Rocks: " We reached the commencement of the Pictured
 Rocks (La Portaille of the French voyageurs), a series of lofty bluffs, which
 continue for twelve miles along the shore, and present some of the most sublime
 and commanding views in nature. We had been told by our Canadian guide of the
 variety in the color and form of these rocks, but were wholly unprepared to
 encounter the surprising groups of overhanging precipices, towering walls,
 caverns, waterfalls and prostrate ruins, which are here mingled in its most
 wonderful disorder, and burst upon the view in ever-varying and pleasing
 succession. The stupendous wall of rock, rising to the height of 300 feet,
 exposed to the fury of the waves, which are driven up by every north wind,
 across the whole width of Lake Superior, has been partially prostrated at
 several points, and worn out into numerous bays and irregular indentations. In
 some places the waves have lashed down the lower strata, while the upper ones
 hang in a threatening posture over the lakes; in others extensive caverns have
 been worn into the rock, and in this way rocky bluffs are nearly severed from
 the main, or left standing upon rude and massy pillars between which barges and
 canoes might with safety sail. Among many striking features two attracted
 particular admiration -- the Cascade La Portaille and the Doric Arch. The
 cascade is situated about four miles beyond the commencement of the range of
 bluffs and in the center of the most commanding part of it. It consists of a
 handsome stream, which is precipitated about seventy feet from the bluff into
 the lake at one leap. Its form is that of a rainbow, rising from the lake to top
 of the precipice. We passed near the point of its fall, upon the surface of the
 lake, and could have gone, unwetted, between it and the rocks, as it is thrown a
 considerable distance into the lake. The Doric Rock is an isolated mass of
 sandstone, consisting of four natural pillars, supporting a stratum or
 entablature of the same material and presenting the appearance of a work of art.
 On the top of this entablature rests a stratum of alluvial soil, covered with a
 handsome growth of pine and spruce trees, some of which appear to be fifty or
 sixty feet in height. The entablature between the pillars is excavated in the
 form of a common arch, giving it very much the appearance of a vaulted passage
 into the court yard of some massy pile of antiquated buildings."
 In Grand Portal -- Pictured
 RocksConstance Fenimore Woolson's
 Description. -- Constance Fenimore Woolson has written a charming
 description of the same region. She says: "The Pictured Rocks stretch from
 Munising harbor eastward along the coast, rising in some places to the height of
 two hundred feet from the water, in sheer precipices, without beach at their
 bases. They show a constant succession of rock-sculptures, and the effect is
 heightened by the brilliancy of the coloring -- yellow, blue, green and gray, in
 all shades of dark and light, alternating with each other in a manner which
 charms the traveler, and so astonishes the sober geologist that his dull pages
 blossom as the rose. It is impossible to enumerate all the rock pictures, for
 they succeed each other in a bewildering series, varying from differing points
 of view and sweeping, like a panorama, from curve to curve, mile after mile.
 They vary, also, to various eyes, one person seeing a castle with towers where
 another sees a caravan of the desert; the near-sighted following the tracery of
 tropical foliage, the far-sighted pointing out a storied fortification with a
 banner flying from its summit. There are, however, a number of the pictures so
 boldly drawn that all can see them near or far, even the most deadly practical
 minds being forced to admit their reality. Passing the Chimney's and the Miner's
 Castle, a detached mass, called the Sail Rock, comes into view; and so striking
 is the resemblance to a sloop with the jib and mainsail spread, that, at a short
 distance out at sea, anyone would suppose it a real boat at anchor
 near the beach. Two headlands beyond this, Le Grand Portal, so named by the
 voyageurs, a race now gone, whose unwritten history, hanging in fragments on the
 points of Lake Superior, and fast fading away, belongs to what will soon be the
 mystic days of the fur trade. The Grand Portal is one hundred feet high by one
 hundred and sixty-eight feet broad at the water-level; and the cliff in which it
 is cut rises above the arch, making the whole height one hundred and eighty-five
 feet. The great cave, whose door is the Portal, stretches back in the shape of a
 vaulted room, the arches of the roof built of yellow sandstone, and the sides
 fretted into fantastic shapes by the waves driving in during storms, and dashing
 up a hundred feet toward the reverberating roof with a hollow boom. Floating
 under the Portal, on a summer day, voices echo back and forth, a single word is
 repeated, and naturally the mind reverts to the Indian belief in grotesque imps
 who haunted the cavern and played their pranks upon rash intruders.
 A Bit of Surf"Farther toward
 the east is La Chapelle of the voyageurs. This rock-chapel is forty feet above
 the lake, a temple with an arched roof of sandstone, resting partly on the cliff
 behind, and partly on massive columns, as perfect as the columned ruins of
 Egypt. Within the rocks form an altar and a pulpit; and the cliff in front is
 worn into rough steps upward from the water, so that all stands ready for the
 minister and his congregation. The colors of the rock are the fresco, mosses and
 lichens are the stained glass; and, from below, the continuous wash of the water
 in and out through holes in the sides, is like the low, opening swell of an
 organ voluntary. A Manitou dwelt in this chapel -- not a mischievous imp, like
 the spirits of the Portal, but a grand god of the storm, who, with his fellow
 god on Thunder Cape of the north shore, commanded the winds and waves of the
 whole lake, from the Sault to Fond du Lac. On the chapel-beach the Indians
 performed their rites to appease him, and here, at a later day, the merry
 voyageurs initiated the tyros of the fur trade into the mysteries of their
 craft, by plunging them into the water-fall that dashes over the rocks near by,
 a northern parody on 'crossing-the-line.'
 Arch Rock, Presque Isle"The
 Silver Cascade falls from an overhanging cliff one hundred and seventy-five feet
 into the lake below. The fall of Niagara is one hundred and sixty-five feet, ten
 feet less than the Silver, which, however, is but a ribbon in breadth, compared
 to the 'Thunder of Waters.' The Silver is a beautiful fall and the largest among
 the pictures; but the whole coast of Superior is spangled with the spray of
 innumerable cascades and rapids, as all the little rivers, instead of running
 through the gorges and ravines of the lower lake country, spring boldly over the
 cliffs, without waiting to make a bed for themselves. Undine would have loved
 their wild, sparkling waters.
 Cave of the Winds, Pictured Rocks from the
 Interior"The coast of pictures is not yet half
 explored; nor its beauties half discovered they vary in the light and in the
 shade; they show one outline in the sunshine and another in the moonlight;
 battlements and arches, foliage and vines, cities with their spires and towers,
 processions of animals, and even the great sea serpent himself, who at last,
 although still invisible in his own person, has given us a kind of rock
 photograph of his mysterious self. In one place there stands a majestic profile
 looking toward the north -- a woman's face, the Empress of the lake. It is the
 pleasure of her imperial highness to visit the rock only by night, a Diana of
 the New World. In the daytime search is vain, she will not reveal herself; but
 when the low-down moon shines across the water, behold, she appears. She looks
 to the north, not sadly, not sternly, like the old man of the White Mountains,
 but benign of aspect, and so beautiful in her rounded womanly curves, that the
 late watcher on the beach falls into the dream of Endymion; but when he wakes in
 the grey dawn he finds her gone, and only a shapeless rock glistens in the rays
 of the rising sun."
 Poetry of the Portage Canal. -- It would scarcely be
 expected, perhaps, that the prosaic passage of a modern propeller through one of
 the narrow artificial canals, built for the convenience of commerce, would evoke
 the muse of poesy and sentiment.
 Describing the passage of the propeller Japan through
 Portage river a few years ago, Alice Wellington Rollins, in Lippincott's
 Magazine, 1885, says: "So narrow is the opening of the river that no trace of it
 is to be seen till we are close upon it; yet swift as the dove from far Palmyra
 flying, unerring as an arrow from the bow, the great ship sweeps across the
 lakes to exactly the right spot. The river is hardly the width of a canal, yet
 curves as no canal would ever curve, so that the captain in giving orders has to
 watch both ends of the vessel to see that neither runs aground.
 "Once in the river we experienced a most extraordinary transformation.
 Everyone knows what it is to pass in a day or two from northern snow to southern
 roses; but here, in five minutes, and remaining on precisely the same level, we
 passed from October to July. The cold lake breeze died away, and on the little
 inland river the sun was actually oppressive. Sealskins were cast aside and we
 sent hastily below for sun-umbrellas. The speed of the steamer was slacked to
 four miles an hour. You heard no click of machinery or swash of water against
 the sides; we were gliding on through a green and lovely marsh, with water
 lilies all about us and wild roses in the distance. Cattle stood knee deep in
 pleasant brooks, locusts hummed and buzzed in the warm air, all sweet summer
 sounds and scents encompassed us. There was even a little settlement of
 scattered houses, but the steamer created no excitement in the inmates. One man,
 painting the window-sashes of his house, with his back to the steamer, never
 even turned or paused from his work, though he was so near that he might have
 heard what was said about him on the deck."
 The writer then gives this picturesque description of the course
 through the canal: "At twilight we entered the canal. I have been up the
 Saguenay, I have been over the Marshall Pass and through the Royal Gorge of the
 Arkansas, and I have seen many noble scenes in Europe, but no scenery has ever
 impressed me with such solemity as the landscape on that canal in the twilight
 of an August afternoon; nor was it merely a personal impression. There were two
 hundred souls on board, with the usual proportion of giddy, young girls and
 talkative youths; the negro waiters, as we entered the canal, were singing and
 playing their violins; but in an instant, as the speed of the steamer was again
 checked to four miles an hour, every sound was hushed on board. During the hour
 that was occupied in going through the canal, it is a literal fact that not a
 sound was heard on the great steamer but the low impressive orders of the
 captain, and -- if you chanced to be on the captain's bridge -- the ticking of
 the clock in the wheel-house. People spoke in whispers, if they spoke at all,
 quite unconscious of it until they remembered it afterwards. What made it so
 impressive? I am sure I do not know. Certainly, there was nothing awful in the
 scenery, and we never were in less danger in our lives. We were moving
 peacefully through a long narrow sheet of perfectly calm water, stretching
 straight as a die, from the river to the upper lake. If anything had happened,
 we could have jumped ashore on either side, and another steamer from Buffalo
 would have come through in a day or two and picked us up. The only thing
 possible to fear was that we might ground in the shallow water. It was a
 perfectly clear evening after a most beautiful day. But on either side of us,
 far as the eye could reach, stretched an apparently unbroken forest. Through the
 narrow vista, cleared for our silvery pathway, a slow and stately twilight, came
 solemnly to fold us in its embrace, as we advanced solemnly and slowly from vast
 and awful solitudes to solitudes more vast and awful still. As we drew near the
 lake again a little lighthouse gleamed, and as we swept past it out into the
 broad expanse of limitless waters, the cheerful throb of the machinery quickened
 again upon the sea, the pleasant swish of the water against the ship greeted us
 once more; life, movement and gaiety sprang out again on board, and in an
 instant the entire steamer had burst into laughter and chat and song."
 St. Mary's River, which links this strange, mysterious
 upper sea with the lower lakes, is not devoid of charm and beauty. "We fully
 realize," says Schoolcraft, "the justice of the remark made by
 Carver that the entrance into Lake Superior affords one of the most pleasing
 prospects in the world. It presents a scene of beauty and magnificence which is
 rarely surpassed, even amidst the rugged scenery of the north. The river St.
 Mary's issues from a deep bay of the lake and passes out between two high
 promontories, called Point Iroquois and the Grand Cape." The St. Mary's is a
 noble and broad river, but the channel is narrow, crooked and beset with dangers
 to all but the most skillful pilots. Rocks that are visible and rocks that are
 hidden are both numerous. After the exciting part of the voyage is ended the
 river broadens into almost lake-like width, and innumerable beautiful islands
 deck its surface. The river ends in Potoganissing bay, and that, in turn, leads
 into Lake Huron. In the following verses John M. Talman beautifully records his
 impressions of "St. Mary's River."
 
 The workmanship of Nature's hand
 No rarer gem than this has shown; 
 The glamor soft of fairy land
 Upon this luring realm is thrown. 
 On boulder vast and current swift
 The first gleams of the morning quiver, 
 While in a dreary calm I drift
 Adown St. Mary's shining river.
 
 
 In power, in stateliness and pride,
 Majestic ships the waters brave, 
 As on and ever on they glide
 To crown with sail the Huron's wave. 
 The matin glow, the noontide blaze,
 The fiercely swirling eddies shiver; 
 The peace of old Arcadian days
 Surrounds St. Mary's beauteous river.
 
 
 The devious lines of tree-clad shore
 To shapes of wondrous grace are bent, 
 And flashing waters onward pour,
 With thickly verdured isles besprent. 
 Sweet messages of amity
 Shore, isle and stream to lake deliver; 
 A houseless Venice seems to be
 Upon St. Mary's mighty river.
 
 Beauteous Mackinac. -- The meed of praise and popularity
 has been bestowed by the traveler in a most eminent degree upon the isle of
 Mackinac, rich in historical associations, and ideal in beauty. A local poet
 thus sings:
 
 Beauteous isle! I sing of thee,
 Mackinac, my Mackinac; 
 Thy lake-bound shores I love to see,
 Mackinac, my Mackinac. 
 From Arch Rock's height and shelving steep 
 To western cliffs and Lover's Leap, 
 Where memories of the lost one sleep,
 Mackinac, my Mackinac.
 
 
 Thy shore once trod by British foe,
 Mackinac, my Mackinac; 
 That day saw gallant Holmes laid low,
 Mackinac, my Mackinac. 
 Now Freedom's flag above thee waves, 
 And guards the rest of fallen braves -- 
 Their requiem sung by Huron's waves -- 
 Mackinac, my Mackinac.
 
 Mackinac Island lies like a broken link between upper and lower
 Michigan. Around it meet the waters of the two great lakes, Huron and Michigan,
 whose level is 581 feet above the sea. The island has sufficient area to cause a
 journey of nine miles in skirting its shores, yet we may practically walk all
 over it in a day. It is shapen as if it had been made square, and then some
 giant force had pulled each of its corners a little away. It rises sheer above
 the translucent waters, a great plateau, 200 to 300 feet in height, wooded
 luxuriantly and framed with a broad white beach. Its sides are cliffs, and many
 of them have detached or semi-detached bits that take the form of pinnacles or
 half-ruined Gothic towers.
 "The natural scenery of the Island of Mackinac," says Julian Ralph, "
 is unsurpassed. Nature seems to have exhausted herself in the clustered objects
 of interest which everywhere meet the eye. The lover of Nature may wander
 through the shaded glens, and climb over the rugged rocks of this island for
 weeks, and even months, and never grow weary; for each day some new object of
 beauty and interest will attract his attention. As you approach the island it
 appears a perfect gem. A finer subject for an artist's pencil could not be
 found. In some places it rises almost perpendicularly from the very water's edge
 to the height of 150 feet, while in others the ascent is gradual.
 Parts of the island are covered with a small growth of hard-wood trees -- beach,
 maple, iron-wood, birch, etc. -- while other parts abound in a rich variety of
 evergreen, among which spruce, arbor-vitae, ground-pine, white-pine, balsam and
 juniper predominate."
 Henry R. Schoolcraft, who first visited the island in 1820, wrote that
 "Nothing can exceed the beauty of this island. It is a mass of calcareous rock,
 rising from the bed of Lake Huron, and reaching an elevation of more than 300
 feet above the water. The waters around are purity itself. Some of its cliffs
 shoot up perpendicularly, and tower in pinnacles, like ruined Gothic steeples.
 It is cavernous in some places; and in these caverns the ancient Indians, like
 those of India, have placed their dead. Portions of the beach are level, and
 adapted to landing from boats and canoes. The harbor at its south end is a
 little gem; vessels anchor in it, and find good holding. The little,
 old-fashioned French town nestles around it in a very primitive style. The fort
 frowns above it, like another Al-hambra, its white walls gleaming in the
 sun.
 "The whole area of the island is one labyrinth of curious little glens
 and valleys. Old green fields appear, in some spots, which have been formerly
 cultivated by the Indians. In some of these there are circles of gathered-up
 stones, as if the Druids themselves had dwelt here. There are walks and winding
 paths among its little hills, and precipices of the most romantic character. And
 whenever a visitor gets on eminences, overlooking the lake he is transported
 with sublime views of the illimitable and magnificent water prospect. If the
 poetic muses are ever to have a new Parnassus in America, they should fix on
 Michilimackinac. Hygeia, too, should place her temple here, for it has one of
 the purest, driest, clearest and most healthful atmospheres."
 The scenery is romantic in the extreme, and it has four natural
 curiosities, either one of which would give a reputation to any ordinary island.
 Arched Rock faces the north, and rises from the water to the height of nearly
 two hundred feet, presenting from the water a superb piece of wave-formed
 architecture; and appearing as you look through it from the summit, like the
 gateway to a new world. Robinson's Folly, also on the north shore, is a
 picturesque bluff, which obtained its name from a resident who erected a
 summer-house on the summit of the bluff in question. He was laughed at for his
 pains, and was warned by the cautious traders and Indians not to spend too much
 time on the cliff, and especially not to visit it when the wind was blowing. He
 scorned the advice, and, to show his independence, frequently spent the night in
 his eyrie. On one occasion, however, in the darkness of midnight, a
 thunder-storm passed over the island, and at sunrise on the following morning
 the "cabin on the cliff " and its unfortunate inmate were buried in the deep.
 Hence the name of Robinson's Folly. Another interesting spot is the Cave of
 Skulls. It lies on the western shore, and is mainly distinguished for its
 historical associations. More than a hundred years ago, according to one
 tradition, a party of Sioux Indians, pursued by the Ottawas, secreted themselves
 in this cave; and when they were discovered, which happened soon to be the case,
 the Ottawas built a fire before the entrance of the cave, which they kept up for
 several days, and when they finally entered the gloomy chamber, their enemies
 were all dead. Another Mackinac curiosity is called the Needle, a
 lighthouse-looking rock, which overlooks the entire island, and throws its
 shadow upon the ruins of Fort Holmes.
 St. Clair Flats. -- Another charming type of lake beauty
 is found in all perfection in Lake St. Clair. To the person making his first
 trip upstream the St. Clair ship canal has a strangely curious appearance. It is
 over a mile in length, and is lined on either side by a row of willows. On each
 end of the north bank a lighthouse is built. At some little distance out in the
 lake, to the north, are two more lighthouses, which mark another and older
 channel. All the tonnage passing through the chain of lakes makes use of this
 canal, so it is one of the most important points along the entire system.
 After slowly passing through the canal the steamer enters
 St. Clair river, with its famous Flats, composed of thousands of acres partly
 submerged land. No finer hunting and fishing grounds are to be found in the
 world than around here. There are three natural channels, all deep and wide
 enough to be navigable to the largest vessels, flowing through the Flats. From
 these radiate a myriad of tiny channels, along which only a row boat propelled
 by a skillful hand can go. The water is as clear as crystal everywhere, and what
 at first view might be taken for an unhealthy marsh, is, in fact, a
 sweet-scented, healthy meadow, over-abundantly suppled with pure rippling
 streams. Not so long ago a human habitation was unknown to the Flats. Then
 Detroit began to assume metropolitan airs, and the many wealthy citizens who
 wanted a summer resort and watering place right at their doors, built along the
 center or main channel pretty residences. The fame of the St. Clair Flats
 becomes more widespread every year.
 A few short years ago Nature reigned supreme, and the sedgy solitude of
 the rippling waters remained undisturbed save by the cry of the wild fowl or the
 splash of the leaping fish. The red man punted his canoe in wild abandon and
 hunted and fished un-trammeled by the march of commerce. The inventive genius of
 mankind changed the reign of Nature with a magic wand, and where the azure
 waters leaped and danced in reckless freedom there now rises in gorgeous beauty
 what has been appropriately called the Venice of America. Summer homes whose
 varied styles of architecture contrast pleasingly with one another and the
 romantic surroundings; commodious club-houses and hotels that adorn this
 rapidly-growing rival of the "Queen of the Adriatic," stretch the whole length
 of the route, and upon which the architect has lavished his skill in designing
 in rare and artistic fashion. The green-carpeted lawns are embellished with
 lovely flower beds, and under the rich-hued emerald foliage of spreading willows
 rest rustic couches where one may sit and drink deep draughts of invigorating
 ozone.
 The Beautiful Belle Isle on the broad bosom of the Detroit river, has
 been aptly called the playground of Detroit's people. It covers about seven
 hundred acres, and a few years ago was purchased by the city at a cost of about
 two hundred thousand dollars. It has been highly improved, and it is doubtful if
 any consideration would induce the people to part with it. At the upper end of
 the island is the stone lighthouse, erected by the government to mark the
 channel.
 Put-in-Bay, associated as it is with the battle of Lake
 Erie, possesses rare scenic beauty, besides its historic and other attractions,
 and about it cluster other isles of Lake Erie which make the locality a favorite
 haunt of the tourist. It is one of the best known and most attractive summer
 resorts on Lake Erie.
 
 NIAGARA FALLS.
 
 Niagara FallsThe marvels of
 Niagara Falls have excited the admiration and won encomiums from the world's
 great master minds in the fields of literature, science and art for generations
 past. It would be idle here to attempt a new description, but it is not
 inappropriate to cull a few expressions made by writers and thinkers whose names
 are hallowed in human history.
 Niagara Falls. Facsimile of first engraving.
 From Hennepin's "New Discovery, " published in
 1697Father Louis Hennepin, in his " New Discovery," published
 in 1697, gives this description: " Betwixt the Lakes Ontario and Erie there is a
 vast and prodigious cadence of water, which falls down after a surprising and
 astounding manner; insomuch that the universe does not afford its parallel. 'Tis
 true, Italy and Suedland boast of some such things, but we may well say they are
 but sorry patterns when compared with this of which we now speak. At the foot of
 this horrible precipice we meet with the river Niagara, which is not above a
 quarter of a league broad, but is wonderfully deep in some places. It is so
 rapid above this descent that it violently hurries down the wild beasts while
 endeavoring to pass it to feed on the other side, they not being able to
 withstand the force of its current, which inevitably casts them headlong, above
 six hundred feet high. This wonderful downfall is compounded of two
 great cross streams of water and two falls, with an isle sloping along the
 middle of it. The waters which fall from this horrible precipice do foam and
 boil after the most hideous manner imaginable, making an outrageous noise, more
 terrible than that of thunder, for when the wind blows out of the south their
 dismal roaring may be heard more than fifteen leagues off. The rebounding of
 these waters is so great that a sort of cloud arises from the foam of it which
 is seen hanging over this abyss, even at noon-day, when the sun is at its
 height. In the midst of summer, when the weather is hottest, they rise above the
 tallest firs and other great trees which grow on the sloping island which makes
 the two falls of water that I spoke of."
 Anthony Trollope, the famous English novelist, pays this tribute: "Of
 all the sights on this earth of ours which tourists travel to see -- at least of
 all those which I have seen -- I am inclined to give the palm to the Falls of
 Niagara. I know no other one thing so beautiful, so glorious and so
 powerful."
 William Cullen Bryant thus translated the lines of Jose Maria Heredia,
 a Cuban poet:
 
 Thou flowest on in quiet, till thy waves
 Grow broken midst the rocks; thy current then
 Shoots onward like the irresistible course
 Of Destiny. Ah, terribly they rage, -- 
 The hoarse and rapid whirlpools there! My brain
 Grows wild, my senses wander, as I gaze
 Upon the hurrying waters; and my sight
 Vainly would follow, as toward the verge
 Sweeps the wide torrent. Waves innumerable
 Meet there and madden, -- waves innumerable
 Urge on and overtake the waves before,
 And disappear in thunder and in foam.
 
 
 They reach, they leap the barrier, -- the abyss
 Swallows insatiable the sinking waves.
 A thousand rainbows arch them, and the woods
 Are deafened with the roar. The violent shock
 Shatters to vapor the descending sheets.
 A cloudy whirlwind fills the gulf, and heaves
 The mighty pyramid of circling mist
 To heaven.
 
 Terrapin Tower. (Built at Niagara Falls in
 1833, destroyed in 1873.)The pen of Nathaniel
 Hawthorne, eminent in American letters, thus records the vivid impressions of
 that author: "I sat upon Table Rock and felt as if suspended in the open air.
 Never before had my mind been in such perfect unison with the scene. There were
 intervals when I was conscious of nothing but the great river rolling calmly
 into the abyss, rather descending than precipitating itself, and acquiring
 tenfold majesty from its unhurried motion. It came like the march of Destiny. It
 was not taken by surprise, but seemed to have anticipated, in all its course
 through the broad lakes, that it must pour their collected waters down this
 height. The perfect foam of the river, after its descent, and the ever-varying
 shapes of mist, rising up to become clouds in the sky, would be the very picture
 of confusion, were it merely transient, like the rage of a tempest. But when the
 beholder has stood awhile, and perceived no lull in the storm, and considers
 that the vapor and the foam are as everlasting as the rocks which produce them,
 all this turmoil assumes a sort of calmness. It soothes, while it awes the
 mind."
 Bayard Taylor says: " I have seen the Falls in all weathers and in all
 seasons, but to my mind the winter view is most beautiful. I saw them first
 during the hard winter of 1854, when a hundred cataracts of ice hung from the
 cliffs on either side, when the masses of ice brought down from Lake Erie were
 together at the foot, uniting the shores with a rugged bridge, and when every
 twig of every tree and bush on Goat Island was overlaid an inch deep with a
 coating of solid crystal. The air was still, and the sun shone in a cloudless
 sky. The green of the fall, set in a landscape of sparkling silver, was
 infinitely more brilliant than in summer, when it is balanced by the trees, and
 the rainbows were almost too glorious, for the eye to bear. I was not impressed
 by the sublimity of the scene, nor even by its terror, but solely by the
 fascination of its wonderful beauty. With each succeeding visit Niagara has
 grown in height, in power, in majesty, in solemnity; but I have seen its climax
 of beauty."
 William C. Richards wrote for Harper's Magazine as follows: 
 
 Oh! I could gaze forever on thy face,
 Unwearied still thou matchless waterfall,
 Whose twining spells of majesty and grace 
 My ardent sense bewilder and enthrall. 
 
 
 *****
 
 
 I must go back where tides of Commerce flow, 
 And the dull roar of traffic cleaves the air;
 But in my heart sweet memories still shall glow, 
 And to my slumbers summon visions fair.
 
 
 Niagara! thou wilt freshen all my thought,
 And cool the breath of fervid hours for me;
 My days shall lapse with thy remembrance fraught, 
 Thy voices chant my nights' sweet lullaby.
 
 
 Great Torrent; speed thee to the lake and sea,
 With tireless smoke of spray and thunderous roar;
 I bless my God, for all thy joy to me,
 Though I should see thy marvelous face no more!
 
 In the writing of Nathaniel P. Willis is found this graphic
 description: "The Rapids are far from being the least interesting feature of
 Niagara. There is a violence and a power in their foaming career, which is seen
 in no phenomenon of the same class. Standing on the bridge which connects Goat
 Island with the Main, and looking up toward Lake Erie, the leaping crests of the
 Rapids form the horizon, and it seems like a battle-charge of tempestuous waves
 animated and infuriated against the sky. No one who has not seen this spectacle
 of turbulent grandeur can conceive with what force the swift and overwhelming
 waters are flung upwards. The rocks, whose soaring points show above the
 surface, seem tormented with some supernatural agony, and fling off the wild and
 hurried waters, as if with the force of a giant's arm. Nearer the plunge of the
 Fall, the Rapids become still more agitated; and it is almost impossible for the
 spectator to rid himself of the idea that they are conscious of the abyss to
 which they are hurrying, and struggle back in the very extremity of horror. This
 propensity to invest Niagara with a soul and human feelings is a common effect
 upon the minds of visitors, in ever part of its wonderful phenomena. The torture
 of the Rapids, the clinging curves with which they embrace the small rocky
 islands that live amid the surge, the sudden calmness at the brow of the
 cataract, and the infernal writhe and whiteness with which they reappear,
 powerless from the depths of the abyss, all seem, to the excited imagination of
 the gazer, like the natural effects of impending ruin, desperate resolution, and
 fearful agony, on the minds and frames of mortals."
 Edwin Arnold, the noted English critic, thus wrote of the Falls:
 "Before the balcony in which this is written, the great cataract of America is
 thundering, smoking, glittering with green and white rollers and rapids, hurling
 the waters of a whole continent in splendor and speed over the sharp ledges of
 the long, brown rock by which Erie, ' the Broad ' steps proudly down to Ontario,
 ' the Beautiful.' Close at hand on our left -- not, indeed, farther removed than
 some six hundred or seven hundred yards -- the smaller, but very imposing
 American Fall speaks with the louder voice of the two, because its coiling
 spirals of twisted and furious flood crash in full impulse of descent upon the
 talus of massive boulders heaped up at its feet. The resounding impact of water
 on rock, the clouds of water-smoke which rise high in air, while the river below
 is churned into a whirling cream of eddy and surge and backwater, unite in a
 composite effect at once magnificent and bewildering. But if you listen
 attentively you will always hear the profound diapason of the great fall -- that
 surnamed the Horse-shoe -- sounding superbly amid the loudest clamor and tumult
 of its sister, a deeper and grander note; and whenever for a time the gaze rests
 with inexhaustible wonder upon that fierce and tumultuary American fall, this
 mightier and still more marvelous Horseshoe steals it away again with
 irresistible fascination. Full in front lies that wholly indescribable spectacle
 at this instant. Its solemn voice -- an octave lower than the excited, leaping,
 almost angry cry of fervid life from the lesser cataract -- resounds through the
 golden summer morning air like the distant roar from the streets of fifty
 Londons all in full activity."
 President James A. Garfield visited the Falls, when a young man, in
 1853, and in the following letter to his brother voiced his impressions of the
 great masterpiece of nature: "I am now leaning against the trunk of
 an evergreen tree on a beautiful island in the midst of Niagara's foaming
 waters. I am alone. No breath of wind disturbs the leaves of evergreen which
 hang mute and motionless around me. Animated nature is silent, for the voice of
 God, like the 'sound of many waters,' is lifted up from the swathing clouds of
 hoary foam that rest upon the dark abyss below.
 
 'Oh, fearful stream,
 How do thy terrors tear me from myself
 And fill my soul with wonder.'
 
 "I gaze upon the broad green waters as they come placid and smooth,
 like firm battalions of embattled hosts, moving in steady columns, till the
 sloping channel stirs the depths and maddens all thy waters. Then with angry
 roar the legions bound along the opposing rocks, until they reach the awful
 brink, where, all surcharged with frantic fury, they leap bellowing down the
 fearful rocks, which thunder back the sullen echoes of thy voice, and shout
 God's power above the cloudy skies! O man! Frail child of dust thou art to lift
 thy insect voice upon this spot where the Almighty thunders from the swelling
 floods that lift to heaven their hoary breath, like clouds of smoking incense.
 O, that the assembled millions of the earth could now behold this scene sublime
 and awful, and adore the everlasting God, whose fingers piled these giant
 cliffs, and sent his sounding seas to thunder down and shout in deafening tones,
 ' We come from out the hollow of His hand, and haste to do his bidding.' "
 One more description will be reproduced, that of Charles Dickens. The
 popular novelist says: "Then, when I felt how near to my Creator I was standing,
 the first effect, and the enduring one -- instant and lasting -- of the
 tremendous spectacle was Peace. Peace of Mind, tranquillity, calm recollections
 of the Dead, great thoughts of Eternal Rest and Happiness, nothing of gloom or
 terror. Niagara was at once stamped upon my heart, an Image of Beauty; to remain
 there, changeless and indelible, until its pulses cease to beat, for ever. Oh,
 how the strife and trouble of daily life receded from my view, and lessened in
 the distance, during the ten memorable days we passed on that Enchanted Ground!
 What voices spoke from out the thundering water; what faces, faded from the
 earth, looked out upon me from its gleaming depths; what Heavenly promise
 glistened in those angel's tears, the drops of many hues, that showered around,
 and twined themselves about the gorgeous arches which the changing rainbows
 made! I think in every quiet season now, still do those waters roll and leap,
 and roar and tumble, all day long; still are the rainbows spanning them, a
 hundred feet below. Still, when the sun is on them, do they shine and glow like
 molten gold. Still, when the day is gloomy, do they fall like snow, or seem to
 crumble away like the front of a great chalk cliff; or roll down the rock like
 dense white smoke. But always does the mighty stream appear to die as it comes
 down, and always from its unfathomable grave arises that tremendous ghost of
 spray and midst, which is never laid; which has haunted this place with the same
 dread solemnity since Darkness brooded on the deep, and that first flood before
 the Deluge -- Light -- came rushing on Creation at the word of God."
 
 THE THOUSAND ISLANDS.
 
 The Thousand Islands of the St. Lawrence river begin near Kingston, and
 extend down the river a distance of about fifty miles. They form the most
 numerous collection of river islands in the world, the part of the river
 containing them being sometimes called the Lake of the Thousand Islands. The
 islands vary in size from a spot not larger than a good sized row boat to a
 tract of land several miles in circumference, the largest island being about
 eighteen miles in length. Many of these islands are guarded by rocks and crags
 of varied and even fantastic appearances, which rise to a considerable height
 above the level of the water. They number 1,692, and in the summer season their
 rich foliage hangs over the water, furnishing many nooks and corners and bays
 and open spaces of the greatest imaginable picturesqueness and 
 beauty. The intertwinings and intricacies of these waters are thus described by
 a traveler who descended the St. Lawrence river in 1819: " Loch Lomond, with her
 two dozen islands, has sheltered the manufacturers of ' peat reek' from the
 scent of the revenue officers; but this Lake of the Thousand Islands must be the
 very paradise of smugglers, should such a trade ever become profitable in Upper
 Canada -- and a hopeless business it will be for the excisemen who are sent to
 ferret them out."
 The trees on these islands are mostly cedar, with here and there a fir
 rearing its lofty head, and as these firs usually grow on rocks which are
 comparatively treeless, they present an unusually pecturesque appearance.
 Formerly water-fowl abounded in these then quiet haunts, and occasionally a
 majestic eagle was to be seen soaring aloft, looking down upon the earth as if
 attempting to determine on which side of the boundary line between the two
 countries he was in duty bound to alight. This boundary line was accurately
 determined by commissioners appointed for that purpose in 1818, and it was by
 them that the number of islands was accurately counted.
 In 1831-32, Henry Tudor, barrister-at-law, made a tour of this river,
 and in his published narrative gave the following description of the Thousand
 Islands: " Nothing can be imagined more lovely and picturesque than winding your
 constantly meandering course through this verdant labyrinth. All the endless
 varieties of shape, color, height, size and contour are exhibited in every
 changed appearance. Their forces, indeed, are as diversified as their numbers.
 Some of them, covered with a rich, green sward, repose on the stream so nearly
 level with it, as if floating down upon its bosom. Others elevate their summits
 in bold, perpendicular ascents, crowned with the most luxuriant foliage; and
 here and there is seen an islet formed of fantastic rocks piled on each other,
 and contrasting their rugged and barren surface with the smiling verdancy of the
 rest. On some few of these fairy islands you perceive a cottage, or a log house,
 rearing its simple structure amid this landscape of loveliness and silent
 beauty, and affording a relief in the symptoms of human existence which it
 offers to the otherwise unbroken that reigns around. On another side you see a
 natural terrace, or a glade, peeping forth from its half concealed position in a
 wood, while the transparent water casts back from its placid current the rocks
 and trees by which it is overshadowed."
 Xavier Marnier, in 1850, wrote as follows of the St.Lawrence: "There is
 probably no river on earth that has heard so many vows of love as the St.
 Lawrence, for there is hardly a Canadian boatman that has ever passed up or down
 the river without repeating, as the blade of his oar dipped into the stream and
 as it arose, the national refrain:
 
 Il y a longtempe que je 1'aime,
 Jamais je ne 1'oublierai! * 
 
 * I loved thee from the hour we met, And never can that love forget.
 "No, surely these can not be the Isles of Greece, with their mantle or
 light and their balmy fruits -- the poetic isles that inspired the song of Homer
 and crowned with flowers the brow of Anacreon -- -the voluptuous isles which
 bore the immortal Paphian beauty, the alma mater of Lucree that intoxicated to
 death the senses of Sappho. No, this is neither Rhodes that still appears before
 my eyes, nor Cyprus, that I long to see again, nor Lemnos. These are more
 captivating and sweeter still.
 "It seems as though a fairy, a friend of man, caught a Titania from the
 North, had in its sport with Ariel, scattered all these islands upon this mirror
 of the waves and these mysterious woods and mounts of verdure to awaken by their
 aspect thoughts of goodness with those who pass this way. What should be done in
 such a place of repose if not to dream? "
 This beautiful region is far renowned as a most pleasant summer resort,
 and thousands visit the Thousand Islands from all parts of Canada and the United
 States, on pleasure, picnic and sporting excursions. These parties hire an
 elegant yacht or boat built at Kingston, and sail about for hours with their
 friends from island to island, camp under the trees, shoot water
 fowl, catch fish, and amuse themselves in a thousand different ways.
 Dr. J. G. Kohl visited these islands in 1854, and thus writes of them:
 "I was told by a gentleman that in his youth they were inhabited by Indians,
 remnants of the Iroquois or Six Nations, to whom the whole north of the State of
 New York belonged. These islanders were called Mississagua, a name that still
 occurs in various localities on the St. Lawrence. Their chief resided on one of
 the principal islands, and the rest were scattered about on the others in bark
 huts or tents."
 An Indian Legend. -- These islands for more than two centuries have
 been the scene of many historic events and legendary tales. Perhaps the most
 beautiful and popular of all the legends connected with this locality is that of
 Hiawatha, so well known to all lovers of American poetry, though not located
 among the Thousand Islands by Longfellow. It relates to the origin of the League
 of the Iroquois, entered into at a time of which no record gives the date.
 "Hundreds of years ago, Ta-oun-ya-wat-ha, the Deity of the streams and
 fisheries, came down from his dwelling place in the clouds to visit the
 inhabitants of the earth. He had been deputed by the great and good Spirit,
 Ha-wa-ne-u, to visit the stream and to clear the channels from all obstructions,
 to seek out the good things of the country through which he intended to pass,
 that they might be the more generally disseminated among all good people of the
 earth -- especially to point out to them the most excellent fishing grounds, and
 to bestow upon them other acceptable gifts. About this time two young men of the
 On-ondaga nation were listlessly gazing over the same blue waters of the Lake of
 the Thousand Islands, and during their reverie they espied as they thought a
 single white speck, beautifully dancing over the bright, blue waters,and while
 they watched the object with the most intense anxiety, it seemed to increase in
 magnitude, and moved as if approaching the place where they were concealed, most
 anxiously awaiting the event of the visitation of so singular an object, for at
 this time no canoes had ever made their appearance in the direction from which
 this was approaching. As the object neared the shore it proved in semblance to
 be a venerable-looking man, calmly seated in a canoe of pure white, very
 curiously constructed, and much more ingeniously wrought than those in use among
 the tribes of the country. Like a cygnet upon the wide blue sea, so sat the
 canoe of Ta-oun-ya-wat-ha upon the Lake of a Thousand Islands.
 "As a frail branch drifts toward the rushing cataract, so coursed the
 white canoe the repelling waters, propelled by the strong arm of the god of the
 river. Deep thought sat on the brow of the gray-haired mariner; penetration
 marked his eye, and deep, dark mystery pervaded his countenance. With a single
 oar he silently paddled his light-trimmed bark along the shore, as if seeking a
 commodious haven of rest. He soon turned the prow of his vessel into the estuary
 of the ' double river,' and made fast to the western shore. He majestically
 ascended the steep bank, nor stopped till he had gained the loftiest summit of
 the western hill. Then serenely gazing around as if to examine the country, he
 became enchanted with the view, and drawing his stately form to its utmost
 height, he exclaimed in accents of wildest enthusiasm, Osh-wah-kee,
 Osh-wah-kee!
 Oswego, Oswego, meaning "I see everywhere and I see nothing."
 " Approaching the two hunters, Ta-oun-ya-wat-ha gained their
 confidence, and drew from them a knowledge of the difficulties under which they
 labored; disclosed to them his spiritual nature, and the object of his mission.
 In the passage of the three up the river, they witnessed many things which could
 only be considered as miracles, and described as the wonders of Indian
 mythology. They ascended to the smaller lakes, Ta-oun-ya-wat-ha, placing all
 things in order for the sustenance and comfort of man, taught them how to
 cultivate corn and beans, not before grown by them, made the fishing grounds
 free, and opened to all the uninterrupted pursuit of game. He removed all obstructions from navigable streams, and distributed the fruits of the
 earth among all mankind.
 " Pleased with his success, he assumed the nature and habits of a man,
 and received the name, Hi-a-wat-ha (meaning very wise man), and fixed his
 residence on the shores of the beautiful Cross Lake. Upon the occasion of a
 hostile invasion he summoned a council of all the tribes from the East and from
 the West, and urged upon them the importance of uniting themselves into a league
 for their common defense. Next day they adopted and ratified the league of union
 which he advised. Having brought his council to a close, he arose, and in a most
 dignified manner addressed them, recounting what he had done for them, advised
 them not to admit other people into their confidence, and said: 'Remember these
 words; they are the last which you will hear
 from the lips of Hi-a-wat-ha. Listen, my friends, the
 Great-Master-of-Breath calls me to go. I have patiently awaited his summons. I
 am ready. Farewell.'
 "Then were heard the joyful sounds of the most delightful singing
 voices, and amid the general confusion caused by the sweet melody of celestial
 music, and while all eyes were turned toward the heavens, Hi-a-wat-ha was seen
 seated in his white canoe majestically to rise higher and higher above the heads
 of the multitude until he was entirely lost to view, and the fascinating music
 became fainter, more plaintive and low, and died gradually away, as the wise
 man, Hi-a-wat-ha, the God-like Ta-oun-ya-wat-ha, vanished from their sight, in
 the same mysterious manner as that in which he had at first appeared, from the
 Lake of a Thousand Islands."
 
 Description
 
 
 Lake Superior -- Its
 Features -- Lake Michigan -- Lake Huron -- Lake Erie --
 Lake Ontario -- Niagara
 River -- Niagara Falls -- Its Recession -- Resume of United
 States Survey -- Magnitude of the Lakes
 -- Phenomena -- Changes in
 Levels -- Lake Undulations -- A Lake Michigan Seiche -- Thunderstorms -- Pellucid Waters -- Climate of the Great Lakes -- Temperatureof Lake Water -- Winds --
 Waterspouts -- Fogs --
 Aberration of Sound -- The
 Mirage -- Humors of the Wind -- Names of the Great Lakes, Etc. -- Length of the St. Lawrence System.
 
 
 
 The sea! the sea! the open sea!
 The blue, the fresh, the ever free.
 
 
 Bryan W. Procter.
 
 LAKE SUPERIOR is the largest body of fresh water on the globe, and is
 the highest and most western of the five Great Lakes. It is situated not far
 from the center of the continent of North America. The general form of this lake
 is that of a wide crescent with the outer curve toward the north. Its greatest
 length is from east to west, about 355 miles, and its greatest breadth is about
 160 miles. Its area is about 32,000 square miles. The depth is 1,000 feet, and
 the surface is very nearly 602 feet above the sea, hence the bottom is about 400
 feet below the level of the Atlantic ocean. The surface of this lake is about 23
 feet above that of Lake Michigan and Lake Huron, the greater part of this
 difference being in the river St. Mary's, which connects Lake Superior with Lake
 Huron. The largest river which empties into Lake Superior is the St. Louis, near
 its western end. Then from the north side may be encountered the Pigeon river,
 about three-fourths of the way to Port Arthur; the Nipigon, which
 drains the lake of the same name, and which, together with the lake, is about
 200 miles long; then Pie river, White river and Michipicoten. No rivers of large
 size enter it from the south.
 In Minnesota, one of the branches of the Mississippi river approaches
 to within twenty miles of the western extremity of Lake Superior, and a small
 lake near the head of Albany river, the waters of which flow into Hudson Bay, is
 only four miles from a bay opposite the State islands on the northern shore,
 forming a route of but little portage, which route was long used by the Hudson
 Bay Company for the conveyance of goods from Lake Superior to the northern
 country.
 There are not many islands in this lake, the largest being Isle Royale,
 forty-four miles long, the others being Michipicoten island, in the eastern
 part; Island St. Ignace, in the northern part, off the mouth of the Nipigon
 river; Grand island, between the Pictured Rocks and Marquette; Manitou island,
 east of Keweenaw Point, and the Apostle islands, a short distance north of
 Ashland. Keweenaw Point extends into the lake from the south side to a
 considerable distance.
 The country around Lake Superior is bold and hilly, with the exception
 of the peninsula between it and Lake Michigan; but few of these hills rise above
 1,000 feet. On the southern shore, 100 miles west of the Sault Ste. Marie, are
 the Pictured Rocks. These rocks are gray and red sandstone, from 100 to 200 feet
 high, in many places presenting fantastic figures, and marked by numerous
 stripes of yellow and red.
 The boundary between the United States and Canada starts from the
 outlet of the lake into the Sault Ste. Marie, and sweeps northward so as to
 include in the United States the Isle Royale, which is but thirteen miles from
 the Canadian shore, and strikes inland from the mouth of Pigeon river, on the
 northwest shore.
 The water of Lake Superior is remarkably pure, cold and transparent,
 and great waves sometimes arise with wonderful rapidity, for the reason that
 fresh water is more easily moved by the wind than salt water, and, on account of
 the coldness of the water, fogs are frequent at night, but vanish in the morning
 a short time after sunrise.
 The rocks around this lake are very ancient, being principally of the
 Laurentian and Huronian systems, though overlaid in some places by patches of
 the Lower Silurian. The Huronian rocks are composed of conglomerates, green
 stone, shale, quartz-ite and limestone, and it is in these rocks that the vast
 deposits of useful minerals, for which the Lake Superior region is noted, are
 found. These minerals are principally copper and iron on the south side of the
 lake. The richest copper mines are near Keweenaw Point. The metal occurs
 principally native, and sometimes in single masses of great size, one piece
 having been found in 1853, which was 40 feet long and was estimated to weigh 400
 tons.
 A rich vein in an islet in Thunder bay, British side of Lake Superior,
 yielded silver in 1870-72 to the amount of $1,230,000. Lead ore occurs in some
 places, but there is not much gold. The beds of red iron ore, or hematite, at
 Marquette, on the south side, are of remarkable extent.
 Lake Michigan is the second in size of the five Great
 Lakes, and is the only one lying wholly in the United States: It is 320 miles
 long, 70 miles in mean width, and has an area of 22,400 square miles. Its
 surface is on a level with that of Lake Huron, 580 feet above the level of the
 sea, and its depth is 868 feet, so that the bottom of the lake is 288 feet below
 the level of the sea. By careful observations it has been found to have a lunar
 tide of about three inches. It receives the waters from numerous rivers and is
 connected by a canal with the Mississippi river. The three principal harbors on
 this lake are Chicago, Milwaukee and Grand Haven. Its bold and dangerous shores
 are lighted by nearly thirty lighthouses, and its commerce is very
 extensive.
 Lake Huron at its northern extremity receives the waters
 from Lake Superior through the Sault Ste. Marie, and also those of Lake Michigan
 through the Straits of Mackinac. At the southern extremity its
 waters flow out through the St. Clair river, Lake St. Clair and the Detroit
 river into Lake Erie. Georgian Bay is separated from Lake Huron by the peninsula
 of Cabot's Head on the south and by the Manitoulin islands on the north, and
 north of these islands is Manitou bay, or the North channel. The entire width of
 Lake Huron, including Georgian Bay, is about 190 miles, and its length is about
 250 miles. Its area is about 21,000 square miles. The elevation of its surface
 above the sea is 580 feet, and its average depth is about 802 feet, which makes
 the bottom of the lake down to 22O feet below the level of the sea. The level of
 its surface fluctuates several feet, which is the case with all the other
 lakes.
 About 70 miles north of the outlet of this lake Saginaw bay sets back
 into the land a distance of about 60 miles, and behind its islands and shores
 vessels find a partial shelter from northwest and northeast storms. Thunder bay
 is a similar, but smaller, extension of the lake into the land on the west side
 and about 70 miles north of Saginaw bay. Twenty eight miles farther north is
 Presque Isle, and here is another harbor, where the land turns toward the
 northwest, and a straight course is then open to Mackinac, 70 miles distant.
 Mackinac island is famous as a trading post and fort in the history of the
 northwest for its fur trade, and it is still of great importance on the lakes,
 having become of late years a noted summer resort. The harbor on the south side
 of the island is deep and well sheltered.
 The shores of the Michigan side present few features of interest. The
 rock formations are sandstones and limestones from the Hel-derberg to the
 Carboniferous, but are of little importance. The forests are either a tangled
 growth of cedar, pine and spruce in swamps that it is difficult to penetrate, or
 a scattered growth of small trees on a sandy soil.
 The principal streams from Michigan, which flow into Lake Huron are the
 Thunder Bay river, the Au Sable and the Saginaw, and, from Ontario, the French,
 the Muskoka, the Severn and the Nottawasaga, all flowing into Georgian Bay, and
 the Saugeen, the Maitland and the Au Sable. The season of navigation on this
 lake is from about the first of May to December.
 Besides Manitoulin island in the north part of Lake Huron are the Duck
 islands, Cockburn island and Drummond island, the latter two separating the lake
 itself from the North channel. Some distance east of Mackinac island is Bois
 Blanc island, the latter being directly north of Sheboygan, Michigan.
 Lake Erie is the most southern of the five Great Lakes,
 which empty themselves by the St. Lawrence river into the Gulf of St. Lawrence.
 It separates Upper Canada on its north from New York, Pennsylvania, Ohio and
 Michigan on its east, south and west. At its southwest extremity it receives the
 waters of the three upper lakes, Superior, Huron and Michigan through the
 Detroit river, and at its northeast extremity it discharges its waters by the
 Niagara river into Lake Ontario. The Detroit is its largest tributary. Other
 rivers that empty their contents into it are the Grand river from the north; and
 from the west and south the Maumee, the Black, the Cuyahoga and the Grand,
 besides smaller streams. Lake Erie is 246 miles long, and varies from 30 to 60
 miles in width. Its area is about 10,000 square miles. The surface of the lake
 is 573 feet above the level of the sea, and it is 210 feet deep. The bottom of
 this lake is, therefore, 363 feet above the level of the sea. On account of the
 shallowness of this lake, its navigation is peculiarly dangerous.
 At its southwestern extremity it has several wooded and
 highly-cultivated islands, the largest of which is about 14 miles in
 circumference. One of its islands, opposite the city of Sandusky, was a noted
 prison for Rebel soldiers during the war of the Rebellion.
 There is a species of clay, called Erie clay, which is one of the
 Pleistocene formations of the Laurentian lakes, and which occupies lowlands
 about Lake Ontario, Lake Erie, and the southern parts of Lakes Huron and
 Michigan. Like the till on which it rests, it contains pebbles and boulers scratched and polished by glacial action; but unlike the till it is
 finely laminated. This Erie clay was deposited in a series of lakes which
 bordered the great Pleistocene ice sheet during its final retreat.
 Lake Ontario, the lowest and the smallest of the five
 Great Lakes, lies between New York and Canada. The name, Ontario, in the Indian
 language, means beautiful. The lake is about 180 miles long from east to west,
 and its average breadth is about 35 miles. Its surface is 247 feet above the
 level of the sea, and its depth is 509 feet, so that the bottom of this lake is
 262 feet below the level of the sea. The area of this lake is about 6,300 square
 miles.
 The boundary line between the United States and Canada runs through the
 central portion of this lake from the mouth of Niagara river to the outlet of
 the lake at its northeastern extremity into the St. Lawrence river. By reason of
 its great depth this lake is less disturbed by storms than is Lake Erie, and its
 navigation is much less obstructed by ice. From observations made by Professor
 Dewey it ap-pears that there is no periodical rise and fall of its waters, the
 various elevations the surface assumes depending on the rainfall and drainage.
 The greatest height usually occurs in February and the lowest in August, and the
 maximum difference is about four and a half feet.
 On the north side of this lake the land rises gradually from the shore,
 and spreads out into broad plains. A marked feature of the topography of the
 south side of the lake is what is known as the Lake ridge, or as it approaches
 the Niagara river, the Mountain ridge. This ridge extends from Sodus, in Wayne
 county, to the Niagara river, and it is distant from the lake from three to
 eight miles. Its elevation varies, being at its approach to the Niagara river
 about 350 feet above Lake Ontario. Sometimes the slope on each side toward the
 north and south is so gradual that the line of the ridge is not easily
 discernible.
 The Niagara river is of course the main feeder of this lake. Other
 rivers emptying into it are the Genesee, the Oswego, and the Black, from the
 south side, the Oswego being the natural outlet of most of the smaller lakes in
 Western New York. On the north side of Lake Ontario the rivers are the Trent,
 which after its passage through the hills, empties into the Bay of Quinte, a
 long inlet extending about 70 miles between the peninsula of Prince Edward, near
 the eastern extremity of the lake and the mainland, and a few smaller
 streams.
 The largest island in this lake is at its mouth, and is named Amherst
 island. It is ten miles long and six miles wide. Lake Ontario is connected with
 Lake Erie by the Welland canal.
 Cross-Section of Great
 LakesThe following profile shows the depths of the five Great
 Lakes, as compared with each other, and as compared with the level of the
 Atlantic ocean, as compiled by United States engineers.
 The length of the basin occupied by the chain of five Great Lakes and
 by the valley of the St. Lawrence river, their outlet to the Atlantic ocean, is
 about 2,000 miles. The amount of fresh water in all these lakes has been
 estimated at about 11,000 cubic miles, and is more than half of the entire
 amount of fresh water on the globe.
 Niagara Falls stands pre-eminent among the waterfalls of
 the world. Their former, present and prospective condition have engaged the
 attention of many noted scientists and philosophers, and the possible
 consequences of their entire reduction, and the resulting changes to the Great
 Lakes above them, have excited the speculations and the apprehensions of
 many.
 But Niagara flows on, as she has through unnumbered centuries. The
 thunder of her cataract still reverberates through her gigantic
 chasms, and her ocean of waters still flows from Lake Erie to Lake Ontario, as
 it has from beyond the long past point of time, when first seen by human eye. No
 mark or monument had been erected to indicate the rapidity of the recession of
 the cataract, yet from general observation it has been estimated that from 1790
 to 1840 this recession was about forty feet. Still this is only an
 approximation, and the precise rate of recession, except since 1842, remains
 unknown.
 The oldest authentic historical account of the Falls is probably that
 of Father Louis Hennepin, who visited them for the first time with La Salle, in
 1678. According to the rude sketch of the cataract as made by Hennepin, and his
 account and description of it, there was a projecting rock upon the west side of
 the river, which turned a portion of the water across the main fall. The
 language of Hennepin in describing the Falls is as follows:
 "From the end, then, of this island (Goat island), it is that these
 great falls of water, as also the third but now mentioned, throw themselves,
 after a most surprising manner, down into a dreadful gulph 600 feet and more in
 depth. I have already said that the waters which discharge themselves at the
 cascade to the east fall with lesser force; whereas those to the west tumble all
 at once, making two cascades; one moderate, the other violent and strong, which
 at last makes a kind of crotchet or square figure, falling from south to north
 and west to east."
 A copy of the sketch made by Father Hennepin is shown on another
 page.
 In 1750 a Danish naturalist named Kalm, visited the Falls, but
 according to his description of them there was not at that time any third
 cascade. He corroborates Father Hennepin's account by telling us that the
 projecting rock which caused the third cascade had fallen a few years before his
 visit.
 At the Falls at the present time the lower half of the rock is of soft
 shale, 80 feet in thickness, the limestone above being about the same thickness,
 while above is about 60 feet of thin bed limestone which form the rapids. These
 layers dip to the south at the rate of about 25 feet to the mile, and the
 declivity in the bed of the river is about 15 feet to the mile from the Falls to
 Lewiston. It therefore follows that as the Falls recede there has been a less
 and less amount of shale above water owing to the dip, and to this must be added
 the declivity in the river bed, both together making about 40 feet to the mile.
 So that when the Falls shall have receded one mile further the surface of the
 river below the fall will stand at a point one-half way between the present
 surface of the water and the bottom of the limestone. Going on in this way for
 another mile 40 feet more of the shale would be taken away, and the surface of
 the river at the bottom of the Falls would be at the base of the limestone. From
 this time on the river will have a solid wall of limestone to wear away, and,
 unless the upper layer of limestone should continue as at present to wear away
 faster and preserve the form of rapids, the Falls would increase in height at
 the top while they were decreasing in height from the bottom, and thus at the
 distance of about two miles from their present location, instead of being 160
 feet high as they are now, they would be only about 100 feet.
 From this time on the recession would be very gradual, because the rock
 that the water will have to wear away will be hard limestone, and when the Falls
 have receded about four miles from their present situation there will be nothing
 but hard rock above the surface of the water below them, and hard beds above
 them will form rapids as before. This kind of meeting between the surface of the
 river below the Falls and the dip of the thick bed of limestone will be about
 100 feet lower than the top of the present fall. The whole fall in the river at
 that time from Lake Erie to the point of junction between the limestone and
 water below the rapids will be about 160 feet. From this point to the outlet at
 Lake Erie the bed of the river will be occupied by nearly uniform soft layers,
 and after a portion of the limestone forming the rapids shall be worn away the
 descent will be equally distributed over the whole extent of sixteen miles,
 giving a uniform declivity of about 10 feet to the mile, unless,
 because of the stream having no heavy blocks of stone to remove as it nears the
 outlet at Lake Erie, there should still be a fall of a few feet at the outlet of
 the lake over the limestone which there lies above the Onondaga salt group.
 Thus Niagara river in the process of time will become either a
 continuous rapid stream from Lake Erie to Lewiston, or otherwise a rapid stream
 with a low fall at the outlet of Lake Erie; but whichever it may be there will
 be no difference in the great result. Lake Erie will be drained of a portion of
 its waters, the extent of the drainage depending more upon the wearing away of
 the layer of Helderberg limestone at its mouth than upon the recession and
 disappearance of Niagara Falls.
 The above estimates have been based upon the theory that Niagara river
 will continue the outlet of Lake Erie. Should the uplift of the land from the
 northeast continue, as discussed in a previous chapter, and a new outlet formed
 through Chicago to the Mississippi valley, there cession of Niagara river will
 be checked long before it reaches Lake Erie.
 In the year 1875 a survey of the crest lines was made by the corps of
 engineers of the United States army in connection with the United States lake
 survey, and in 1886 a survey of the crest was made by Prof. Robert S. Woodward,
 chief geographer of the United States geological survey. In 1890 the last survey
 was made under the direction of John Bogart, New York State engineer and
 surveyor, of the crest of the Falls as it was at that time. From these several
 surveys it has been possible to estimate with accuracy the recession of the
 Falls since the first survey made in 1842, by Prof. James Hall, then as now the
 State geologist of New York. The actual survey in 1890 was made by A. S. Kibbe,
 assistant engineer to Mr. Bogart.
 The following extract is from Mr. Bogart's report, dated December 2,
 1890: "The mean annual recession at both falls was much greater during the last
 four years than previously. This, however, was due to the fact that there was in
 January, 1889, a fall of considerable masses of rock. The general result of the
 comparison between the lines of 1842 and 1890 is, in my opinion, a substantially
 correct record of the mean annual recession. It shows that at the American Falls
 there has been a mean recession of sixty-four one-hundredths feet (768-100
 inches) yearly for forty-eight years, and at the Horseshoe Falls a mean
 recession of two and eighteen one-hundredths feet (2 feet 2 16-100 inches)
 yearly for forty-eight years.
 "The American Falls show a mean total recession of thirty and
 seventy-five one-hundredths feet in forty-eight years. The Horseshoe Falls show
 a mean total recession of 104 51-100 feet in forty-eight years. The length of
 the crest line of the American Falls was 1,080 feet in 1842, and is 1,060 feet
 in 1890. The length of the crest line of the Horseshoe Falls was 2,260 feet in
 1842, and is 3,010 feet in 1890. The total area of recession, or of rock which
 has disappeared, between 1842 and the present year, 1890, is, at the American
 Falls, 32,900 superficial feet, or seven hundred and fifty-five one-thousandths
 of an acre. The total area of recession between 1842 and the present year, at
 the Horseshoe Falls, is 275,400 superficial feet, or six and thirty-two
 one-hundredths acres."
 In 1818 a mass of rock and earth 160 feet long and 30 feet wide fell
 from Table Rock, and in 1828 and 1829 two smaller pieces also fell. In April,
 1843, a mass of earth and rock fell from Goat island, and in 1847 a slide of
 earth and gravel occurred just north of Biddle stairs, the area of the slide
 being 40 x 10 feet. The greatest downfall, however, occurred June 25, 1850, when
 the most of Table Rock itself fell into the abyss below, the portion falling
 being 200 feet long, 60 feet wide and 100 feet in depth. The noise caused by the
 fall was heard for many miles, and sounded much like distant thunder. The driver
 of an omnibus had just taken his horses for their midday feed, and was washing
 his vehicle on that part of the rock that fell. Hearing the preliminary cracking
 of the rock as it began to break loose, he hastened to sol-ider ground, and was
 just in time to save himself from a fearful fall to death.
 On February 7, 1877, an abrasion extended from the water's
 edge at Table Rock more than half the distance round the curve, about 1,500
 feet, the mass varying from 50 to 100 feet. The contour of Horseshoe Falls was
 greatly changed, and within three months another falling away occurred,
 extending about 200 feet toward Goat island.
 United States Survey. -- Accurate United States surveys of the Great
 Lakes were completed a few years ago. From these surveys it is shown that the
 elevation of the mean surface of Lake Ontario above the mean sea level is 246
 ½ feet, that of Lake Erie is 572 feet, that of Lake Huron and Lake
 Michigan 581 feet, and that of Lake Superior 601 feet. Lake Superior's greatest
 depth is 1,008 feet and its mean depth 475 feet. Lake Huron has a maximum depth
 of 750 feet and a mean of 250 feet. Lake Erie has a maximum depth of 210 feet
 and an average of 70 feet. Lake Ontario has a maximum depth of 738 feet and a
 mean of 300 feet. The channel of the rivers connecting the lakes seldom exceeds
 the depth of 50 feet.
 If the lakes could be drained to the level of the sea, Lake Erie would
 disappear, Lake Huron would be reduced to insignificant dimensions, Lake
 Michigan to a length of about 100 miles, with a width of 25 or 30 miles, while
 Lakes Ontario and Superior, with diminished areas, would still preserve the
 dignity of their present titles as Great Lakes.
 Analysis shows no salt in water from the deepest part of Lake Superior.
 The beds of the lakes are clay in all places where the depth is over 100 feet.
 Lake Superior water at a depth of 200 feet and more stands at 39 degrees
 Fahrenheit. The mean annual rain and melted snow deposits in the lake basins are
 29 inches in Superior, 30 inches in Huron, 32 inches in Michigan and 34 inches
 in Erie and Ontario, or 31 inches for the whole basin.
 Lake Superior at St. Mary's river discharges 86,000 cubic feet per
 second, Lakes Michigan and Huron at St. Clair river 225,000, Lake Erie at
 Niagara 265,000, and Lake Ontario at St. Lawrence river 300,000 cubic feet per
 second. The volume of water in the lakes is 6,000 cubic miles, enough to supply
 Niagara Falls for 100 years.
 Storm waves on the lakes range as high as 18 feet.
 Over 200 streams flow into Lake Superior, and 800 more flow into the
 other lakes. These lakes contain over half of the area of fresh water on the
 earth. The water surface of the Great Lakes, with the land draining into it,
 presents the total drainage basin of over 270,000 square miles, divided as
 follows: 
 AREA WATER SURFACE SQ.
 MILES.AREA WATERSHED, SQ. MILESAREA
 OF BASIN,SQ. MILES
 Lake Superior31,20051,60082,800
 St. Mary's River150800950
 Lake Michigan22,45037,70060,150
 Lake Huron & Georgian Bay23,80031,70055,560
 St. Clair River 253,8003,825
 Lake St. Clair 4103,4003,810
 Detroit River 251,2001,225
 Lake Erie 9,96022,70032,660
 Niagara River 15300315
 Lake Ontario 7,24021,60028,840
 __________________
 Total 95,275174,800270,075
 
 
 Magnitude of the Lakes-- In a lecture delivered before the
 Franklin Institute, at Philadelphia, in June, 1896, John Birkenbine, the
 well-known engineer, said: "We are familiar with the expression, Great Lakes,
 but do not appreciate their magnitude. If Lake Superior be superposed on
 Pennsylvania and adjoining States, its eastern extremity (Whitefish Bay) can be
 placed at Sandy Hook, N. J., and Duluth, at its western end, would be found
 beyond Wheeling, W. Va., the greatest width of the lake corresponding closely
 with the north and south boundaries of Pennsylvania.
 "If Lake Michigan be so placed that Philadelphia occupies this same
 relative position on its shores as Chicaog, the northern end of the lake would
 extend to Montpelier, Vt., its width being practically the distance between
 Philadelphia and New York. Treating Lake Huron in a similar manner, and placing
 its southern extremity at Philadelphia, it would extend in a northern direction
 beyond Albany and Troy, N. Y., the foot of Georgian Bay corresponding with New
 Haven, Conn., that of Saginaw Bay being at Pottsville, Pa., while
 the Straits of Mackinac would approach Rochester, N. Y., the distance from the
 foot of the lake to the straits being practically that between Philadelphia and
 Pittsburg. Assuming Philadelphia as occupying the same position on the shore of
 Lake Erie as Buffalo, Pittsburg would correspond with the mouth of the Detroit
 river, and the distance across Lake Ontario from Watertown, N. Y., on the east,
 to Hamilton, Ont., on the west, is equal to that from Philadelphia to
 Cumberland, Maryland."
 Phenomena. -- Scarcely a surface phenomenon exists on the
 ocean that is not duplicated, though in less degree, upon the lakes. There are
 tides, waterspouts, fogs and thunderstorms, mirage and even icebergs. Many of
 these are not yet thoroughly understood, especially those relating to variations
 of water levels.
 Emigrants from New England and New York destined for Cleveland and
 other points along the southern shore of Lake Erie, early in the century, found,
 after passing Buffalo, a clean beach of sand close to the water's edge. This
 they made use of as a road, and had but little difficulty in getting along,
 except in crossing the rivers and creeks. A few years later travelers along this
 route were surprised to find this sandy beach submerged by the waters of the
 lake, and they were again surprised, still later, to find this beach high and
 dry, the waters of the lake having receded. This was to the early emigrant a
 great mystery. It was due, in part, to the fact that in the rainy season the
 rivers carry more water into the lakes, than they do in a dry season. And the
 great chain of lakes may be regarded as one great river, the individual lakes
 being connected by short straits incapable of immediately discharging the
 surplus water, the surface of the lakes naturally rising in proportion to the
 amount of water discharged into them, and gradually falling as the dry season
 approaches. This is an annual movement, the rise occurring in June or July, and
 the low stage being reached in February or March. This annual rise and fall is
 comparatively easy to understand and to explain.
 Besides these annual fluctuations there is what is called the "secular
 fluctuation," covering a series of years, these cycles being of equal duration.
 The difference in the height of the water from the time it is the highest to the
 time when it is the lowest, is about six feet nine inches, which is a very
 important matter, when its effect upon rivers and harbors is taken into account.
 There was a very low stage of water in 1819, from which year on until 1838 the
 water gradually rose, and in this year in Cleveland warehouse cellars were
 flooded to the depth of a foot. From 1838 to 1851 there was a gradual fall,
 except that in 1841 there was a slight rise. In 1854 the water was as high for a
 short time as it was in 1838.
 The systematic observation of the level of the lakes commenced in 1859.
 At that time the water surface was 1.1 feet below the mean level for the months
 of June, July and August, 1838, and 3.4 feet above the mean level for June, July
 and August, 1847. The stage of water of 1859 has not been reached since then,
 but it has been approximated twice. In August, 1876, the water level reached a
 point only one-tenth of a foot below the level of August, 1859, and again in
 June, 1886, when it reached a point only one-twentieth of a foot below the level
 of August, 1859.
 From 1859 to the spring of 1869 the course of the water level was down.
 In May, 1869, the water temporarily reached a point one-tenth of a foot below
 the mean low water of the summer of 1847. This was followed by a rapid rise of
 the water until August, 1871, after which time there was an equally rapid fall
 of the water until November, 1872, when the water reached a point three-tenths
 of a foot below the summer level of 1847, where it remained for about a month
 and a half. From January 1, 1873, to the middle of 1876 the water rapidly rose,
 and this was followed by a general fall until February, 1880, when the water was
 only about one-tenth of a foot above the level of 1847. From 1880 to 1886 the
 water steadily rose, reaching in the summer of the latter year the highest point
 since 1859. Since 1886 there has been a general falling of the
 water. The level of the lakes depends in part upon the rainfall within the basin
 drained by them, and also upon the amount of evaporation and the outflow through
 the rivers. The rainfall and evaporation are seldom equal to each other in any
 given year, but yet the amount of rainfall is, of course, the principal factor
 in the lake level. The winter temperature is also an important factor in
 determining the height of water for the next summer, for if the snow that falls
 is melted throughout the winter and early spring the lakes are high at that time
 at the expense of the summer elevation, especially if the summer is a more than
 usually dry one. The outflow of the lake basin is slightly less than half the
 rainfall.
 Lake Undulations. -- For many years fishermen and sailors
 on the Great Lakes have noticed with interest and curiosity the peculiar, rapid
 changes in the water level at the head of shallow lagoons or bays. In order to
 investigate this phenomenon, F. Napier Denison, of the Toronto Meteorological
 Observatory, devised a simple instrument to record these movements and placed it
 at the mouth of the Humber river, near Toronto, in July, 1896, where interesting
 results have been obtained. Reference is made by Mr. Crosman in his valuable
 lake charts to these undulations as existing but not fully understood. In Europe
 the subject is by no means novel, having been observed as early as 1730, upon
 the Swiss lakes, where it obtained the name of "seiche," owing to the apparent
 "drying up," or recession of the water upon one side of the lake when rising at
 the other side.
 From a careful study of these lake records in conjunction with the
 synoptic weather charts and sensitive barograph traces, the following points
 have been deduced: When the lake undulations become large and rapid, so do the
 atmospheric waves as recorded upon the barograph. That the lake level is never
 stationary; the smallest movements recorded were from one-half an inch to one
 inch.
 The longitudinal and transverse " seiches," are due to great
 differences of atmospheric pressure between the extremities of the lake, which
 are doubtless augmented when the gale strikes the surface of the water. They
 occur shortly before during and for several days after the passage of a severe
 storm. The average time interval of these movements for Lake Ontario is about
 four hours and forty-nine minutes and forty-five minutes, respectively.
 The smaller undulations are due to the direct action of the atmospheric
 waves as they move over the surface of the lake, tending to form minute
 undulations upon the surface, and as they move further into a bay become
 magnified as they reach narrower and shallower portions of the bay, until
 finally they assume the proportions recorded on the instrument.
 These undulations become rapid and of great amplitude during fine
 weather many hours before the approach of a storm from the Southern States,
 while on the other hand they are at a minimum preceding and and during fine,
 settled weather.
 A Lake Michigan Seiche. -- The erroneously termed "tidal
 waves," encountered on Lake Erie especially, but upon all the lakes to a greater
 or less extent, are due to large and rapid atmospheric changes noticeable upon
 the barograph preceding or during thunder storms. One of the most violent
 seiches on Lake Michigan occurred on Friday morning, April 7, 1893, when the
 water in the port of Chicago suddenly rose four feet in a series of heavy waves.
 Great damage to the shipping resulted. Vessels were cast adrift without any of
 the headway necessary to make their rudders of service; there were many
 collisions. A heavy gale was blowing at the time, as is shown in the report of
 the event by H. C. Franken-field, then Chicago's weather man. At the time of the
 wave, 1:30 a. m., the wind was coming in from the north-northeast at the rate of
 forty-three miles an hour. A paragraph from the report reads as follows: "The
 wave occurred between 1:30 and 1:45 a. m., April 7, and its height was from four
 to six feet. "The damage done was principally to vessels anchored in the river.
 Several were torn from their moorings and carried toward the lake, causing
 numerous collisions with other vessels. Some were carried out into
 the lake. * * * The waves occur from time to time, and I have observed that they
 always occur at the time of a sudden and decided rise or fall in the barometer."
 This same wave was felt across the lake at St. Joseph, where it swept 700 feet
 back of the high-water mark.
 A more complex seiche took place June 13, 1872, at Oswego. A government
 report describes it in part as follows: "Its period was from twenty to thirty
 minutes, and during its continuance a white squall passed to the north over the
 lake, accompanied by a small waterspout. An employe of the survey, who happened
 to be out on the lake, reported that he heard strange noises, and the fish rose
 to the surface as if stunned."
 On September 28, 1895, Duluth experienced a sudden rise of about five
 feet. The event was spoken of as "a notable tidal wave." The real causes are to
 be found in the conditions which prevailed. A heavy gale was and had been
 blowing, varying in direction from northeast to southeast. Heavy rains had been
 falling over the greater part of Lake Superior. The barometer at Duluth was
 lower than that of the district to the east. It was inevitable, therefore, by
 virtue of all these causes, that the water should be forced toward the western
 end of the lake. Duluth is at the extremity of a narrow bay; the water came up
 as though through a mill race. Heavy property loss resulted.
 Inasmuch as the wave was due mainly to the storm, it should properly
 have been called a storm wave. Wind was the prime factor in the disturbance;
 rain, barometric conditions and the other conditions acted as supplementary
 causes. The action of any one of these forces is frequent, but usually it has
 one or more of the others acting against it. Equilibrium thus is preserved. The
 chances are so greatly against a complete union or co-operation of all the
 meteorological forces that such waves as that at Duluth are rare.
 "The fleet of vessels in winter quarters at Sheboygan, Wis.," said the
 Marine Record of January 27, 1898, "experienced a severe shaking up on Monday
 last, occasioned by a tidal wave, the third of the season. The wave was caused
 by the northeast gale, and the water swept up the river in such great volumes
 that the harbor was turned into a small whirlpool. Ice from 12 to 16 inches
 thick was ground into chunks, and vessels were torn from their moorings. The
 schooner Mason crashed into the steamer Seymour, demolishing the latter's after
 cabin and losing her own jibboom and forerigging. The schooner Duval jammed into
 the steamer Wetmore and three schooners. Other vessels parted their lines and
 were tossed about, but were secured before any serious damage was done."
 On Tuesday, April 25, 1854, says a newspaper account, a singular
 spectacle presented itself on Lake Erie, off Dunkirk, which was a convulsion of
 the waters, or great wave, preceding a storm on that lake, which was also
 noticed by several along the coast both above and below that harbor and on the
 high ground for some distance inland. It has been more extensively noticed on
 Lake Ontario than on Lake Erie, and is followed, almost immediately, by
 thunderstorms. Three of these convulsions had previously occurred, on September
 20, 1845; January 8, 1847, and July 5, 1850, all of which were attended with
 like results, as that of the 25th of April above noted. These sudden changes of
 levels have been frequently noticed on all the lakes from earliest historical
 records.
 A writer, in 1789, gives an account of a strange phenomenon which
 occurred that year at the Grand Portage: " The water withdrew, leaving the
 ground dry, which had never before been visible, the fall of the water being
 equal to four perpendicular feet, and rushing back with great velocity above the
 common mark. It continued thus rising and falling for several hours, the
 commotion gradually decreasing until it remained stationary at its usual
 height."
 "Sudden gusts of wind spring up on the lake, and hence the oldest
 voyageurs are most inclined to hug the shore. Instead of seeking for a solution
 of these phenomena by a resort to natural causes, they ascribe them, like the
 Scandinavians of old, to the freaks of a crazy old woman, who is
 endowed with ubiquity:
 Now here, now there, and everywhere.
 "Before the middle of September, a change in the elements becomes
 observable. The light and sportive breezes are succeeded by heavy gales, which
 sweep over the lake, and render coasting exceedingly hazardous."
 Thunderstorms. -- The storms which agitate the Lakes,
 though less violent than the typhoons of the Indian Ocean or perhaps than the
 hurricanes of the Atlantic, are still very dangerous to mariners; and, owing to
 the want of sea-room, and the scarcity of good harbors, shipwrecks are but too
 common, and frequently attended with much loss of life. A short, ugly sea gets
 up very quickly after the wind begins to blow hard, and subsides with equal
 celerity when the wind goes down.
 "In a storm," said Uncle John, as quoted by Constance Fenimore Woolson
 in one of her breezy sketches, "navigation is more dangerous on our western
 lakes than on the ocean; there is not space enough for safety, and the short
 waves and narrow channels require more skill than the broad sweep of the ocean.
 There is always a lee-shore near, and you cannot run away from it as you can at
 sea."
 "Thunderstorms of great violence are not unusual upon Lake Superior,"
 says one of the early writers. "October and November," remarks the Marine
 Review, "are the months in which severe storms most frequently occur on the
 lakes. On Lakes Erie and Ontario, the wind usually commences at the southeast
 and works round through south to west and northwest, and the time of the hardest
 blow is usually when the barometer begins to rise as the wind gets around to the
 west. On Lake Huron and in Georgian Bay, the wind, though for the most part
 changing as on the lower lakes, not unfre-quently changes with great suddenness,
 chopping after a lull from south-southeast to northwest, and blowing hardest, as
 a rule, from the northwest."
 Pellucid Waters. -- The waters of Lake Superior are
 marvelously clear, and even at mid-summer are exceedingly cold. "In passing
 along its rocky shores in my frail canoe," observes Lanman, "I have often been
 alarmed at the sight of a sunken boulder which I fancied must be near the top,
 and on further investigation have found myself to be upwards of twenty feet from
 the danger of a concussion; and I have frequently lowered a white rag to the
 depth of one hundred feet, and been able to discern its every fold or stain. The
 color of the water near the shore is a deep green, but off soundings it has all
 the dark blue appearance of the ocean. The sandy shores are more abrupt than
 those of any body of water I have ever seen; and within a few feet of many of
 its innumerable bluffs, it would be impossible for a ship to anchor.
 " The natural harbors of this lake are not numerous, but on account of
 its extent and depth it affords an abundance of sea-room, and is consequently
 one of the safest of the great lakes to navigate. The only trouble is that it is
 subject to severe storms which arise very suddenly. Often have I floated on its
 sleeping bosom in my canoe at noonday and watched the butterfly sporting in the
 sunbeams; and at the sunset hour of the same day have stood in perfect terror
 upon the rocky shore gazing upon the mighty billows careering onward as if mad
 with a wild delight, while a wailing song, mingled with the ' trampling surf,'
 would ascend to the gloomy sky."
 "An interesting, and very sad thing about Lake Superior," says W. S.
 Harwood in St. Nicholas, " is that it never gives up its dead. Whoever
 encounters terrible disaster -- happily infrequent in the tourist season -- and
 goes down in the angry, beautiful blue waters, never comes up again. From those
 earliest days when the daring French voyageurs, in their trim birch-bark canoes,
 skirted the picturesque shores of this noble but relentless lake, down to this
 present moment, those who have met their deaths in mid-Superior still lie at the
 stone-paved bottom. It may be that, so very cold is the water, some of their
 bodies may have been preserved through the centuries. Sometimes, not far from
 the shore, the bodies of people who have been wrecked from fishing-smacks or
 from pleasure boats overtaken by a cruel squall have been recovered,
 but only after the most heroic efforts with drag-net or by the diver. Once, on a
 trip down the lakes I met a clergyman who, as we passed a point of land some
 miles before entering the narrowing of the lake at the Soo, pointed out the
 place where the ill-fated 'Algoma' went down on the reef some eight years ago;
 and as he looked, he said slowly: ' I was at the funeral of one man who went
 down with her, and the only reason his body is not at the bottom to-day, with
 the other thirty-eight that were lost, is because it was caught in the timbers
 of the vessel and could not sink.'"
 
 CLIMATE OF THE GREAT LAKES.
 
 A bulletin prepared by Prof. Henry A. Hazen, under the direction of
 Willis L. Moore, chief of weather bureau, on "The Climate of the Great Lakes,"
 was issued in the fall of 1897. From the records of the weather service
 stations, extending back in many instances to November, 1870, a number of
 interesting meteorological tables have been compiled.
 The following table gives the mean temperature at lake stations by
 months: 
 Jan.Feb.March.AprilMayJuneJulyAug.Sept.Oct.Nov.Dec.Year
 Alpena18182437496065645745332541
 Buffalo24243042546570686250383046
 Chicago24273446566672716452383048
 Cleveland26283346586872706452403149
 Detroit24263246586872706351383048
 Duluth10152438485866655645301839
 Erie27273244576771696352413349
 Escanaba14152236496167645645322240
 Grand Haven24253041546469676150373046
 Green Bay15472744556770676047322444
 Marquette16172337495965645745312341
 Milwaukee19233043536369686149352645
 Oswego24243042546469686250392146
 Port Huron22232942536469676149672845
 Rochester24243044566670686250382947
 Sandusky27293447596973716553413250
 Toledo26283548607073716452393150
 Huron, S. Dak.7122847556771696047302043
 
 
 To the above table is added the mean monthly temperature at Huron for
 purposes of comparison, as it lies north of Milwaukee, but 500 miles from the
 lake. The lowest annual temperature is at Duluth and the highest at Sandusky.
 The lowest monthly temperature is in January,
 6°. 8 at Huron, and the lowest on the lakes is 10°. 3 at
 Duluth; the highest in January is 26°. 5 at Sandusky. These figures
 show only very slightly the influence of the lake water in moderating the
 temperature.
 Temperature of Lake Water. -- The following table gives
 the temperature of the lake water approximately. This temperature was measured
 near the land and at some depth below the surface, thus giving an idea of the
 temperature near the surface at the center of the lake. At Chicago there is
 added the value at the crib some four miles from shore: 
 Jan.Feb.MarchApr.MayJuneJulyAug.Sep.Oct.Nov.Dec.Year. 
 AlpenaFrozen395264696861493633
 Buffalo3536444963727167574336
 Chicago34343844546067716556423550
 Chicago Crib33333441495765686454443548
 Cleveland34343544556674726859453552
 Detroit34333642536471716756423650
 Duluth34343538405259635649393444
 EscanabaFrozen384658646560524235
 Grand Haven34485969737466554035
 Marquette34343437424756605649403444
 Milwaukee33343642495461656050413547
 Sandusky35353948606975736758433953
 Toledo3636395062 7377766957423654
 
 
 Among the deductions made by Professor Hazen is that the influence of
 lake water in lowering the temperature during the hottest part of the day is
 greatest at Chicago and Marquette. The tendency of the lake water to raise the
 lowest temperature of the day is particularly marked at Duluth, Escanaba,
 Marquette and Milwaukee. The deductions begin with March as the first month, the
 lake being frozen near the coast so as to prevent observations in January and
 February. It will be noted that the moderating effect of the lake temperature must be greatest to warm the air in
 January and February, though this effect in turn, is nearly nil on Lake
 Superior, as that body of water is entirely frozen over. There is a noteworthy
 effect at Grand Haven, where the mean lake temperature in each month is nearly
 as high as the highest air temperature; in fact, in August the lake 
 water is a very little warmer than the warmest during the day. A part of the
 warmth is owing to the shallowness of the east shore of the lake, thus
 permitting a stronger effect from the sun; also the current in the lake on the
 east shore is toward the north, which carries up the warmer waters of the south
 portion. In this connection it is noted that the general westerly winds over
 Lake Michigan moderate the temperature all along the center and south shores of
 Michigan. In fact, the climatic conditions are much more moderate than along the
 south shores of Lakes Erie and Ontario, though the latter are much farther
 south.
 It should also be noted that on the south shore of Lake Superior there
 is a harmful effect produced in the spring by the abundance of ice in the lakes.
 This causes numerous frosts and very low temperature, which prevent planting
 until too late to mature the crop. The table shows a mean water temperature at
 Marquette in June 25° colder than at Toledo and 22° colder
 than at Grand Haven.
 Winds. -- Next to the temperature the wind has the
 greatest influence upon the climate of the regions near the lake shores. As we
 have seen in the preceding discussion, a lake wind has a marked influence in
 raising the winter temperature, and in lowering the highest temperature of
 summer.
 In January the prevailing direction of wind is southwest at Buffalo,
 Chicago, Detroit, Duluth, Erie, Port Huron, Sandusky and Toledo. It is west at
 Alpena, Escanaba, Marquette, Milwaukee and Rochester; south at Cleveland and
 Oswego; special, or from all directions, at Grand Haven.
 In July the prevailing winds are southwest at Buffalo, Detroit, Grand
 Haven, Sandusky and Toledo; west at Alpena, Erie, Marquette, Oswego and
 Rochester; south and north at Cleveland and Escanaba; northeast and southwest at
 Chicago, Duluth and Port Huron; special, or from all directions, at
 Milwaukee.
 The following table shows the total number of miles per month at each
 station. The low velocity at Duluth is due to the fact that there are bluffs to
 the westward and southward which break the force of the wind. 
 TOTAL WIND MOVEMENT
 Jan.Feb.Mar.Apr.MayJuneJulyAug.Sept.Oct.Nov.Dec.Year
 Alpena71166973784369906623565557625576621568737203732880157
 Buffalo94258322857269146490573060475679635376368936990290006
 Chicago85808292944990608535687169406862766882768472856697571
 Cleveland84467605816670706639583457565606665077308600875086852
 Detroit72256865753069526543542654625176568266077064737677908
 Duluth50265236599662225366452848744919542257505337534263918
 Erie91668302861879296888597758965760680079639341981392453
 Escanaba69186410749569966546598359545765682676326953709080568
 Grand Haven88788207883081667829624262516033706085048883926094143
 Green Bay60726082668769046953550251445012562163226372643173102
 Marquette71886467701063266118516854305820686772927169753878393
 Milwaukee88188322929484207784633462676568722281778483891594604
 Oswego90978546871670886240513253405242602172588481894986110
 Port Huron83447851856780697779611162466100664076278294861490242
 Rochester84067781843173706-91579856515265585166727411795783484
 Sandusky.87808460955986717752677865226574720882888917880696335
 Toledo72206663770173246503557153775189564664547031730077979
 
 
 In the next table is given the highest wind in each month, with the
 direction from which it blew, as reported from each station. The highest
 velocity ever observed at any lake station in twenty-six years was ninety miles
 per hour from the southwest. This occurred at Buffalo, N. Y., on January 13,
 1890, at 11:55 A. M. during the prevalence of a very intense storm
 in Ontario with very steep gradients. The influence of topography upon the
 highest winds is clearly shown at Chicago and Duluth, where seven of the highest
 winds in each month are from E or NE direction. At most of the stations the
 direction of maximum wind is from some westerly point. 
 HIGHEST WIND VELOCITY AND DIRECTION
 
 Jan. 
 Feb. 
 March 
 April 
 May 
 June 
 July 
 August 
 Sept. 
 Oct. 
 Nov. 
 Dec. 
 
 Alpena 
 W. 48 
 S. E. 48 
 N. W. 50 
 N. W. 49 
 S. W. 43 
 W. 48 
 S. W. 60 
 N. W. 40 
 W. 48 
 N. W. 42 
 S. W. 50 
 S. W. 72 
 
 Buffalo 
 S. W. 90
 W. 64
 S. W. 60
 W. 54
 S. W. 58
 S. W. 56
 S. W. 60
 W. 48
 W. 57
 W. 66
 W. 72
 W. 78
 
 Chicago 
 S. W. 64
 N. E 84
 N. E. 68
 N. E. 72
 E. 62
 N. W. 72
 N. W. 52
 N. E. 50
 S. E. 60
 S. 62
 S. W. 60
 S. W. 60
 
 Cleveland 
 W. 54
 W. 61
 S. W. 53
 W. 56
 S. W. 60
 N. W. 51
 W. 66
 W. 58
 W. 54
 W. 62
 S. 73
 N. W. 48
 
 Detroit 
 S. W. 48
 S. W. 60
 S. W. 58
 N. E. 72
 S. W. 74
 N. W. 60
 N. W. 54
 N. W. 37
 S. W. 40
 N. W. 61
 S. W. 76
 S. W. 51
 
 Duluth 
 N. W. 56
 N. E. 52
 N. E. 60
 N. E. 58
 N. E. 60
 S. W. 48
 W. 42
 N. 36
 N. E. 78
 N. E. 55
 N. E. 46
 S. W. 62
 
 Erie 
 S. W. 56
 64
 S. 55
 S. E. 60
 S. 60
 S. W. 55
 W. 56
 W. 40
 S. W. 45
 W. 48
 W. 54
 52
 
 Escanaba 
 S. W. 44
 N. 49
 N. 52
 N. 48
 N. 38
 S. 40
 N. 33
 N. 44
 N. 40
 S. W. 45
 N. 60
 N. 54
 
 Grand Haven 
 N. W. 60
 W. 59
 W. 52
 N. W. 44
 S. E. 39
 N. W. 48
 N. E. 48
 N. W. 48
 N. W. 60
 S. W. 55
 S. W. 52
 S. W. 66
 
 Green Bay 
 N. 42
 N. E. 48
 N. 45
 W. 48
 N. 48
 N. E. 36
 S. W. 45
 S. W. 42
 N. W. 52
 N. W. 48
 N. 40
 S. W. 38
 
 Marquette 
 S. W. 54
 W. 48
 S. 52
 W. 49
 S. E. 52
 S. 43
 S. W. 44
 W. 48
 S. 61
 N. 46
 S. W. 48
 W. 54
 
 Milwaukee 
 N. W. 52
 W. 54
 W. 52
 S. W. 54
 S. E. 49
 S. W. 60
 S. W. 60
 W. 52
 W. 48
 S. W. 60
 N. W. 51
 S. W. 56
 
 Oswego 
 W. 52
 S. 48
 N. W. 50
 S. E. 54
 S. E. 40
 N. E. 36
 N. 38
 N. 51
 N. W. 51
 S. E. 56
 W. 42
 W. 52
 
 Port Huron 
 S. W. 72
 S. W. 52
 W. 54
 S. W. 60
 S. W. 54
 N. 44
 N. 56
 N. 52
 S. 46
 S. W. 54
 S. W. 58
 S. W. 67
 
 Rochester 
 S. W. 60
 S. 56
 W. 78
 W. 62
 W. 60
 W. 44
 N. W. 52
 N. E. 48
 W. 56
 S. W. 56
 S. 55
 W. 54
 
 Sandusky 
 N. W. 51
 N. E. 64
 N. W. 56
 N. W. 52
 N. W. 46
 N. W. 57
 N. 69
 N. E. 63
 N. E. 48
 N. 54
 N. W. 62
 N. W. 56
 
 Toledo 
 S. W. 55
 N. E. 60
 W. 72
 W. 60
 E 52
 W. 50
 N. W. 49
 S. W. 45
 S. 38
 S. W. 48
 S. W. 60
 S. W. 48
 
 
 
 Waterspouts. -- The waterspout is one of the most
 impressive of Nature's displays of power. A black tornado cloud comes whirling
 over the water; it stoops toward the surface; the water beneath it becomes
 violently agitated, and suddenly, as though magnetized, leaps aloft to meet the
 cloud. Then, trailing under it -- its whirling, frightful liquid pillar -- the
 black cloud continues its furious dance across the sky. It is a most impressive
 spectacle.
 A waterspout's effect upon a vessel with which it might collide can
 only be conjectured. There are reports of several vessels having encountered
 these monsters in earlier years.
 On Tuesday, July 8, 1897, a gigantic waterspout was seen at Sandusky,
 Ohio. It lasted somewhat longer than a quarter of an hour. The Marine Record
 describes the event: " Previous to this remarkable phenomenon the atmosphere was
 unusually clear, and far-away objects could be seen with a wonderful degree of
 distinctness. When this is the condition of affairs vessel-men forecast a heavy
 blow. The prediction proved true, as clouds were seen from apparently over
 Put-in-Bay. As they moved in a low east by south direction they
 took up large quantities of water and whirled it through the air at a terrific
 rate of speed. The dimensions assumed by the waterspout were approximately
 twenty-five feet in diameter and reached a height of several thousand feet. It
 was an awe-inspiring sight to witness the fall of the immense column of water
 when it broke away from the influence of the whirlwind which caught it up from
 the surface of Lake Erie."
 C. S. Martin, editor of the Times, Oswego, N. Y., wrote another
 description: "When the morning dawned the sky was overcast by dark, forbidding
 clouds, which denoted both wind and rain. The clouds over the lake were
 especially black and dangerous looking. A strong wind was blowing from the
 northwest, making a nasty, choppy sea. Suddenly out of the western horizon there
 could be seen sweeping down the lake a conical-shaped column. It looked like a
 huge serpent, twisting and revolving with the rapidity of lightning. The column
 reached from the dark, overhanging clouds to the surface of the lake. As it
 approached off this port it was seen to be five or six miles in the lake. As it
 whirled along it seemed to pick up large volumes of water and whirl it into the
 air. The water at its base was churned into a cauldron. When a mile or two below
 this port it burst. As it did so a vivid flash of lightning came out of the
 east, and a thousand tons of water which had been taken from the lake fell back,
 causing a mighty swell, which rolled shoreward. No sooner had this strange
 phenomenon disappeared than another was seen following in its course. It was
 larger than the first, and agitated the water more violently. It, too, broke at
 about the same place as did the former. There was a wait of perhaps half an hour
 when one of the grandest and most awe-inspiring sights ever witnessed on the
 lakes was seen.
 "Two of these whirling, writhing columns, standing obliquely from the
 lake to the sky, were seen coming down the lake. They were both larger than the
 two which had preceded them, and they raised a mountainous sea along their
 course. They were as black as black could be. On they came, picking up thousands
 of tons of water and whirling it into the air as if it was the lightest of
 feathers. The outside of the conical columns was one whirling black mass.
 Through the center could be seen a white streak, like a vacuum, through which
 the water was being drawn from the lake to the clouds in a steady stream. These
 waterspouts were out between six and seven miles in the lake; the smaller one
 burst, but the larger one remained intact and was whirled down the lake toward
 the mouth of the St. Lawrence river keeping intact until lost sight of. These
 wonderful formations of vapor and water are dreaded by seafaring men, for a
 vessel, no matter how stanch she may be, is but a plaything in the power of a
 well-developed waterspout. The largest which passed this port was apparently
 between 75 and 100 feet in diameter at the bottom, and had it struck a vessel
 would have sent her to the bottom."
 All five of the lakes are subject to these demonstrations. Erie,
 particularly, by reason of its shallowness.
 In a recent communication in the Marine Record, Charles Gale, of
 London, Ont., speaking of waterspouts, says: "In June, 1845, I was anchored off
 Port Burwell loading lumber when a waterspout struck the beach close to us.
 Sticks of timber were thrown on the bank 12 feet high, four schooners drove
 ashore, and lumber was scattered all over the country, for with the waterspout
 was a sort of a tidal wave. The steamer Constitution had her wheelhouse and
 upper deck stove in, as well as three hands killed, through getting near to a
 bursting waterspout some years previous to the time I speak of. At another time,
 or in September, 1861, I was lying under Long Point, when a waterspout bursted
 near us, and there was such a commotion in the water that my vessel walked away
 with her anchor."
 First Mate J. E. Reynolds of the Kittie M. Forbes was quoted by the
 Buffalo Courier in the description of several waterspouts encountered in August,
 1898, about 20 miles east of the Dummy. Capt. James Montgomery 
 corroborated the account and said: "I've heard a great many lake men tell of
 seeing waterspouts here, but I always gave them a grain of allowance. I counted
 seven of the waterspouts, and it was more than an hour and a half from the time
 we saw the first one, until the last had disappeared. They were of varying size,
 from that of a man's body to that of a house. They seemed to extend from the
 surface of the lake clear into the clouds. I must confess that I was a bit scary
 of the big fellow dead ahead of us. I think prompt action in sheering off to the
 nor'ard prevented a collision, and probably the fact that the wind eased up,
 aided our escape."
 Fogs are another common occurrence on the Great Lakes, and
 are often attended by considerable damage to shipping from grounding. One
 peculiarity and danger of fog is the occasional aberration of sound. The Marine
 Record of December 3, 1896, gives the following account of aberration on Lake
 Michigan: "The fog signal located at the lake entrance to the Sturgeon Bay Ship
 canal is inaudible and unreliable at certain distances therefrom during the
 prevalence of a fog, and according to observations made by Charles O. Chapman,
 keeper of the station, the area of inaudibility covers a space of four square
 miles. Straight out from the canal SE ½ E. (true) for nearly a mile the
 fog whistle can be distinctly heard, but beyond that the sound becomes muffled
 and is suddenly lost to all hearing; this occurs for the space of about a mile,
 when it becomes audible again. This remarkable phenomenon extends over a space
 of 2 ½ miles north of SE ½ E. (true), and about 1 ½
 miles south of SE ½ E. (true), and is about a mile in width, and has
 the same trend as that of the shore abreast of it, which forms an angle of about
 90° and from point to point trends north, northeasterly and south,
 southwesterly. Many instances are known where steamboat and vessel captains have
 noted the steam from the whistle over a fog bank, but were unable to hear any
 sound from the same.
 "Those of the steamboat captains and others that have been interviewed
 on the subject differ widely from one another as to the exact location of this
 obscured spot. Some claim it to be south of the canal and about four miles from
 shore, while others claim it to be north of the canal and about two miles out.
 The life-savers at that point, in patrolling the beach both north and south of
 the canal, report at times they are unable to hear the whistle at distances not
 more than 2 ½ miles. In speaking about the matter recently, Capt.
 Edward Cox, of the steambarge Seymour, says his experience has been that in
 coming down the lake in a fog and steering N. by E. the fog whistle is picked up
 near and off Ahnapee, and can be distinctly heard until at a point about six
 miles north of Ahnapee, and about four miles from shore when it becomes
 inaudible and remains so for about four miles, when it is again picked up and
 held.
 "The same phenomenon has been noticed at Poverty island recently by the
 officers of the lighthouse supply steamer Dahlia, Capt. Charles H. Hubbard. The
 Dahlia, during the prevalence of a fog, passed within a mile of the island and
 the officers on board were trying to pick up the fog whistle, but to no avail.
 Suddenly the fog lifted sufficiently to enable the officers to see the steam
 from the whistle, but they were unable to hear it until farther on. Another
 remarkable instance is the fog whistle at Kewaunee, which can be heard at the
 canal when it snows as plainly as though it were not more than 10 miles distant
 instead of 25; but in a fog it cannot be heard at the canal at all."
 The Mirage on the lakes is another curious phenomenon.
 Some of the occupants of the high buildings are aware of the mirage frequently
 to be seen on the lake. A straight line drawn from the top of the Masonic
 Temple, touching the horizon, and on toward St. Joseph, would pass over that
 town on a level considerably above its highest steeple. Yet St. Joseph is often
 seen from sixteenth floor windows, and sometimes from even less height. The aid
 of mirage is necessary to explain the apparent depression of the horizon. The
 mirage inverted, high in the air, is peculiar to the tropics. The mirage of this
 latitude, however, sometimes allows one to see objects at great
 distance. Duluth once was reported to be seen from a steamer 300 miles to the
 east. An explanation of the phenomenon involves tiresome technicalities. The sum
 and substance of it all is that the mirage actually makes a curve in the line of
 vision, to some extent counteracting the convexity of the horizon. The curve in
 the line of vision is produced by variations in the density of the layers of air
 between the object and the eye. The principle is aptly illustrated by dropping a
 cent into an empty bucket, shutting one eye, then ranging the bucket so that its
 near rim shuts off the view of all but the farther edge of the cent. Have the
 bucket filled with water and the entire cent becomes visible. Here the denser
 medium is water; in mirage it is a layer of denser air. [Chicago Times Herald.]
 One of these phenomena, occurring over forty years ago, is thus preserved in an
 old account: In the month of August, 1856, a beautiful sight presented itself on
 Lake Ontario, and was seen by those on board the steamer Bay State, while on the
 passage from Niagara to Genesee river. It was known as a lake mirage, and was of
 unusual splendor. It took place just as the sun was setting, at which time some
 twelve vessels were seen reflected on the horizon in an inverted position with
 surprising clearness. The sky was overcast with a thick haze, such as is seen
 before a storm, and of a color favorable to represent upon a darkened
 background, clearly outlined, rigging and sails as perfectly as if the vessels
 themselves were actually transferred to the canvas. This unusual phenomenon
 lasted until darkness ended the scene.
 Humors of the Wind. -- The wind has odd humors, sometimes.
 Captain Busse once sailed a schooner over to St. Joseph in good time, over a sea
 as smooth as glass. On deck it was dead calm. The lower sails didn't draw an
 ounce. The top-sails, however, were drawn stiff in a fresh breeze all the way
 over. The same phenomenon has been noted by others, but never has been
 satisfactorily accounted for. The Straits of Gibraltar have been said to be the
 only place where the wind indulges in the harmless whim of blowing in two
 directions at once. The statement is a mistake. Lieutenant Wilson, in the
 hydrographic office at Chicago, has seen the wind blow the smoke from steamers
 on the lake in four different directions at one time. The remarkable sight has
 been seen of two yachts, within a mile and a half of each other, running before
 the wind in opposite directions.
 Length of the St. Lawrence System. -- The St. Lawrence
 river system pierces inland a greater distance than the width of the Atlantic
 ocean, following the ordinary lines of navigation. The following table of
 distances from the Straits of Belle Isle to Port Arthur has been prepared by
 Canadian authorities. 
 FROMTOSECTIONS OF
 NAVIGATIONStatute
 miles
 IntermediateTotal
 Strts. of Belle IsleCape
 WhittleSt. Lawrence g.240240
 Cape WhittleWest Point" " "201441
 West PointFather PointSt. Lawrence r.202643
 Father PointRimouski" "6649
 RimouskiBic"
 "12661
 BicIsle Verte" "39700
 Isle VerteQuebec126826
 QuebecThree Rivers" "74900
 Three RiversMontreal" "86986
 MontrealLachineLachine Canal8 ½994 ½
 LachineBeauharnoisL. St. Louis15
 ¼1,009 ¾
 BeauharnoisSte. CecileBeauh's Canal11
 ¼1,021
 Ste. CecileCornwallL. St. Louis32
 ¾1,053 ¾
 CornwallDickinson'sCornwall Canal11
 ½1,065 ¾
 Dickinson'sFarran's PointSt. Lawrence r.51,070 ¼
 Farran's PointCroyle's
 IslandFarran's Point ¾1,071
 Croyle's IslandWilliamsburgSt. Lawrence r.10
 ½1,081 ½
 WilliamsburgRapide FlatRapide F. C'l.41,085 ½
 Rapide FlatPoint IroquoisSt. Lawrence r.4
 ½1,090
 Point IroquoisPresque IsleP't Iroq's C'l.31,093
 Presque IslePoint CardinalJunction C'l.2 5/81,095 5/8
 Point CardinalGalops RapidsGalops C'l.21,097 5/8
 Galops RapidsPrescottSt. Lawrence r.7
 3/81,105
 PrescottKingston" " "591,164
 KingstonPort DalhousieL. Ontario1701,334
 Port DalhousiePort ColborneWelland C'l.26
 ¾1,360 ¾
 Port ColborneAmherstburgLake Erie2321,592 ¾
 AmherstburgWindsorDetroit river181,610 ¾
 WindsorSt. Mary's IslandL. St. Clair251,635 ¾
 St. Mary's IslandSarnia" " "331,668 ¾
 SarniaSt. Joseph's Is.Lake Huron2701,938 ¾
 Foot St. Joseph'sFoot Sault
 Ste.River St. Mary471,985 ¾
 IslandMarie
 Sault Ste. MarieHead Sault
 Ste.Sault Ste. C'n'l11,986
 ¾
 Marie
 Head Sault Ste.Pointe aux
 PinsRiver St. Mary71,993 ¾
 Marie
 Point aux PinsPort ArthurLake Superior2662,259 ¾
 Pointe aux PinsDuluth"390
 
 
 Of the 2,259 ¾ miles from the straits of Belle Isle to the
 head of Lake Superior, or to Port Arthur, 71 miles are artificial navigation,
 and 2,188 ¾ open lake navigation. The total fall from Lake Superior to
 tidewater, at Three Rivers, is about 600 feet, a little more rather
 than less. The distance from Belle Isle to Liverpool, Eng., is 2,234 statute
 miles, or 1,942 geographical miles.
 
 NAMES OF THE GREAT LAKES.
 
 The early names bestowed upon the Great Lakes by the French navigators
 varied with different writers. In the final edition of Champlain's narratives,
 bearing date of 1632, is a great map of the lake region as Champlain pictured
 it, in which Lake Ontario is marked " Lake St. Louis," and Lake Huron as " Mer
 Douce." Lake Michigan was called the "Grand Lac," and the Sault Ste. Marie,
 which was known to be the outlet of a great lake, was named the " Sault du
 Gaston," in commemoration of a brother of Louis XIII. No Lake Erie appears on
 this map, but there is drawn a long river draining Lake Huron, and passing over
 a cataract into Lake Ontario. About this time Vimont gave the name " Onguiaahra
 Sault" to Niagara Falls.
 A map by Sanson (1656) shows all the five great lakes -- the Ontario,
 or " Lac de St. Louis"; Erie, or "Lac Du Chat"; " Ka-regnondi," or Lake Huron;
 "Lac de Puans," or Lake Michigan; and Lac Superieur.
 In 1660 a map was made by Creuxius which gives the fives Great Lakes
 under the following name: " Lacus Ontarius," " La-cus Erius seu Felis," "Mare
 Dulce seu Lacus Huronum," " Magnus Lacus Algonquin-orum seu Lacus Foetetium,"
 and "Lacus Superior."
 In a map from the Jesuit Relation of 1672, Lake Superior is called "
 Lake Tracy," and Lake Michigan, " Lac des Illinois. "
 Galinee made a map of the lake region in which Lake Michigan is set
 down as " Lac des Puants," and there also appears on his map a " Nation des
 Puants," on the west shore of this lake. Lake Huron is styled " Mer Douce," Lake
 Erie, " Lac du Chat," and Lake Ontario," Lac St. Louis," and it is made to
 appear by this map that the waters of Lake Huron pass down the Ottawa river
 instead of through Lake Erie and over Niagara Falls.
 Lake Michigan in 1679 was known as Lac des Illinois, because it gave
 access to the country of the Indians, so named. Three years before Allouez
 called it Lac St. Joseph, by which name it was often designated by early
 writers. Membre, Douay and others called it Lac Dauphin.
 Ontara in Iroquois means "lake," and Ontario, "beautiful lake."
 The greater part of the southern shore of Lake Erie was at one time
 occupied by a tribe of Indians from which the lake derived its name, the Eries.
 This name is always mentioned by the early French writers as meaning "cat." On
 Sanson's map, published in 1656, Lake Erie is called " Lac du Chat" or Lake of
 the Cat. The name must be attributed to the wild cat or panther. It may have
 been assumed by the tribe because its warriors thought themselves as valorous as
 are these animals; or it may have been applied to them by their neighbors
 because of the number of wild beasts and panthers in the territory occupied by
 the Eries. These are the suggestions as to the origin of the name made by early
 writers.
 A half century ago a writer, explaining a number of upper lake names,
 said: -- 
 Lake Superior (Lac Superieur, Fr., Kitchi-gumrni, Ch.). --
 The name upon the Jesuit map is "Lac Tracy ov Svperievr." Lac Superieur means
 simply Upper Lake. Lac Tracy seems to indicate a desire on the part of the
 Jesuits to perpetuate the name of M. de Tracy, by giving it to the largest sheet
 of fresh water on the globe. We need hardly add that the name of Lake Tracy was
 never adopted, and is quite unknown. Kitchi-gummi signifies Great-water or
 Great-lake, "gummi" being, in general, a collection of water, or lake.
 Michipicoten (Great sand) Bay. -- Not descriptive of the
 island, but of the river.
 Neepigon Bay. -- Neepi, or nipi, is water; neepigon, dirty
 water.
 Le Pate. -- Pie island; or pastry island, from its fancied
 resemblance to a French pie. The island rises from the water to the height of
 eight hundred feet, with regular and slightly sloping sides, like a hat; and the
 term "Hat island," would convey a better idea to the American
 reader, of its outline, than that now in use.
 Isle Royale. -- Isle Minong on Jesuit map. Minong is said
 to mean Great-island. Another explanation is that it means an island which is
 intersected in passing from one point to another. Thus one in voyaging down the
 north shore might pass from Pigeon river to Washington harbor, and, following
 along the shore of this island to its eastern extremity, make the traverse to
 Point Porphyry. It is very curious to observe that, on the map of the Great
 Lakes published in Charlevoix's Journal (1744), another large island of nearly
 the same size and shape as Isle Royal is inserted about half way between
 Keweenaw Point and Isle Royale. To this island, which is not on the Jesuit map,
 published sixty years before, the name of Isle Philippeaux is given, and it
 figures to this day on some of the European maps. This same error, if we
 recollect aright, is perpetuated in Henry's work, published in 1822.
 Montreal River. -- The name Montreal is one which is most
 frequently given by the voyageurs, in memory of their home, and the headquarters
 of the Hudson Bay Company. Indian Ka-wa-si-gi-mong-sipi, or River of the White
 Falls, alluding to the fine fall near the mouth of the river and visible from
 the lake.
 Ontonagon River. -- Nagon or nogon, signifies cup or dish,
 but whence the origin or what the meaning of the whole word, we have never been
 able satisfactorily to learn. Spelled on the Jesuit map Nan-tounagan.
 Keweenaw Point. -- On many maps Ke-weewaiwona.
 Kiouchounaning, Jesuit map. Pronounced by our Indians, Ki-wi-wai-non-ing, now
 written and pronounced as above; meaning a portage, or a place where a portage
 is made. The whole distance of some eighty or ninety miles around the point,
 being saved by entering Portage lake and following up a small stream, leaving a
 portage of only about a half a mile to Lake Superior on the other side.
 Manitou Island. -- Supposed to be one of the residences of
 the Indian goblin.
 Bete Grise Bay. -- Hardly any name on Lake Superior is
 written so many different ways, but never as actually pronounced. The invariable
 pronunciation in the Lake Superior region is as if written " Bay Degree." The
 name is said to have been given from some gray animal seen in that vicinity, and
 to be written correctly must be " Baie-de la Bete grise," or " Bete grise bay."
 The Indian name is Ba-ghi-da-wi-i-ning, a bay where nets are set; there being
 here excellent fishing ground.
 L'Anse. -- Anse is bay. It is applied to many indentations
 of the coast, but for the most part it has reference to the settlement, at the
 head of Keweenaw bay.
 Manistee River and Lake. -- This name has been generally
 spelled on the map, Manistique. The name is pronounced by those residing at the
 mouth of the river, Manistee. It is written also, by Charlevoix, la Manistei.
 The name, as explained by Indians, means, "A river at whose mouth are islands."
 There is, at least, one other river of this name emptying into Lake
 Michigan.
 Seul Choix Point. -- The only choice; in allusion to the
 few spots along the coast suitable for landing. Properly written Seule
 Choix.
 Menomonee River. -- Indian -- equivalent to Wild-rice
 river. On Jesuit map "Riviere des Oumalouminee, on de la folle avoine."
 Escanaba River. -- Flat-rock or Smooth-stone river. Name
 given in allusion to the geological peculiarities of the river.
 Hubbard, in his " Memorials of a Half Century," thus speaks of the
 naming of Lake St. Clair by La Salle: " The saint, whose name was really
 bestowed, and whose day is August 12th, is the female Sainte Claire, ' the
 foundress of the order of Franciscan nuns of the thirteenth century, known as
 Poor Claires.' Clara d'Assisi was a beautiful daughter of a nobleman of great
 wealth, who early dedicated herself to a religious life, and went to St. Francis
 to ask for advice. On Palm Sunday she went to church with her family, dressed in
 rich attire, where St. Francis cut off her long hair with his own hands, and
 threw over her the coarse penitential robes of the order. She
 entered the convent of San Damiano, in spite of the opposition of her family and
 friends. It is related of her that, on one occasion, when the Saracens came to
 ravage the convent, she arose from her bed, where she had been long confined,
 and placed the pyx, which contained the host, upon the threshold; she knelt down
 and began to sing, whereupon the infidels threw down their arms and fled. Sancta
 Clara is a favorite saint all over Europe, and her fame in the New World ought
 not to be spoiled -- like the record of the dead in a battle-gazette -- by a
 misspelt name."
 F. Way, in his work on Rome, published in 1875, says: "Sancta Clara has
 her tomb at the Minerva, and she dwelt between the Pantheon and the Thermae of
 Agrippa. The tenement she occupied at the time of her decease still exists, but
 is not well known. In a little triangular place on or near Via Tor, Argentina,
 lodged the first convent of the Clarisses. If, crossing the gate-way, you turn
 to the left of the court, you will face two windows of a slightly raised
 ground-floor. It was there Innocent IV visited her, and there, on August 12,
 1253, listening to the reading of the Passion, in the midst of her weeping nuns,
 died the first abbess of the Clarisses, and the founder of 4,000 religious
 houses."
 
 The Aborigines
 
 
 How The Lake Region Was Occupied By The Indians --
 Three Branches Of The Algonquins -- The Ottawas, Ojibwas And Pottawatomies -- The Warlike Iroquois On The Lower Lake -- Their Customs -- The Hurons
 -- The Neuters At Niagara Falls -- Legend Of Niagara Falls -- The
 Annual Sacrifice To The Great Spirit -- The
 Eries -- The Pottawatomies -- The Sacs And Foxes -- The
 Winnebagoes -- Bravery Of A Chippewa Band
 -- Indian Superstitions On Lake Superior -- Lake Superior A Divinity -- The
 Legend Of Sail Rock -- Navigation By The
 Indians -- Pre-historic Copper Mining --
 An Indian Naval Battle -- Black Hawk's War -- Indian Title To Lake
 Superior Ceded -- The Indians Of St.
 Mary's -- "Niagara," An Allegory.
 
 
 WHEN America was discovered by the bold European navigators, and the
 French possessions crept steadily up the St. Lawrence basin toward the Great
 Lakes, this region was occupied by several distinct and antaganistic aboriginal
 families, almost constantly at war among themselves or with other tribes and
 nations. The trend of Indian movement at that time was slowly but steadily
 westward. North of Lake Huron, through the Michigan peninsula and thence into
 northern Wisconsin, dwelt three branches of the Algonquin nation -- the Ottawas,
 the Ojibwas and the Pottawatomies. The Ottawas, shortly before the discovery of
 America, had occupied the Ottawa river district, but had retired to the region
 of the Manitoulin islands and the straits of Mackinac, where they were first
 known to the French. About the Sault Ste. Marie and along the southern shores of
 Lake Superior to Ontonagon lived the Ojibwas, who also pressed the northeast
 shores of Lake Superior, which were then the hunting grounds of the Crees. The
 Pottawatomies, the third branch of the Algonquins, were in a migratory state
 between Green Bay and the Mississippi, and were moving southward toward
 Chicago.
 West of the Great Lakes, near the headwaters of the Mississippi, and
 touching the head of Lake Superior, were seated the warlike Dakotas,
 between whom and the Ojibwas was a disputed territory. The region north of Lake
 Superior and extending to Hudson Bay, was occupied by the Crees or Kenistenaux.
 They were allied to the Algonquin tribes. It is supposed that the shores of Lake
 Superior had formerly been the central grounds of the Algonquin tribes, and that
 thence they had extended both east and westward till driven back by other
 tribes.
 The Fierce Iroquois. -- Another Indian group, more
 potential than any other in the making of American history, dwelt to the
 eastward. Its fiercest and most vital branch was the Iroquois nation, consisting
 of the Senecas, Cayugas, Onondagas, Oneidas and the Mohawks. Their earlier home
 had been on the banks of the St. Lawrence in the vicinity of Montreal, but when
 the French explorers came they possessed the lake region in New York State,
 south of Lake Ontario.
 William Smith, in his History of New York, written in 1756, thus speaks
 of the Iroquois: "No people in the world, perhaps, have higher notions than
 these Indians, of military glory. All the surrounding nations have felt the
 effects of their prowess, and many not only became their tributaries, but were
 so subjugated to their power, that without their consent, they durst not
 commence either war or peace. The French have tried all possible means to divide
 these republics, and sometimes have even sown great jealousies among them. In
 consequence of this plan they have seduced many families to withdraw to Canada,
 and there settled them in regular towns, under command of a fort and the tuition
 of missionaries.
 "The Five Nations, being devoted to war, every art is contrived to
 diffuse a military spirit through the whole body of their people. The
 ceremonies, attending the return of a party, seem calculated in particular for
 that purpose. The day before they enter the village, two heralds advance, and at
 a small distance set up a yell, which, by its modulation, intimates either good
 or bad news. If the former, the village is alarmed and an entertainment provided
 for the conquerors, who, in the meantime, approach in sight; one of them bears
 the scalps stretched over a bow, and elevated upon a long bow. The boldest man
 in the town comes out and receives it, and instantly flies to the hut, where the
 rest are collected. If he is overtaken he is beaten unmercifully, but if he
 outruns the pursuer, he participates in the honor of the victors, who, at their
 first entrance, receive no compliments, nor speak a single word till the end of
 the feast. Their parents, wives and children are then admitted, and treat them
 with the pro-foundest respect. After these salutations one of the conquerors is
 appointed to relate the whole adventure, to which the rest attentively listen,
 without asking a question, and the whole concludes with a savage dance."
 It has been conjectured by historians that the Iroquois were a branch
 of the Dakotas, who perhaps centuries earlier had migrated eastward through
 Michigan peninsula, to the valley of the St. Lawrence, where their traditional
 history began.
 The Hurons. -- Related to the Iroquois were the Hurons, or
 Wyandots, the Eries and other interior tribes. The Hurons were occupants of
 Canada, from Georgian Bay southward and eastward, around Lake Simcoe toward Lake
 Erie.
 When driven from their homes by the Iroquois, as will be noticed
 hereafter, the Hurons and Ottawas migrated to Green Bay. There, hearing that the
 Iroquois knew of their retreat and were preparing an expedition, the demoralized
 Hurons again retreated westward to the Mississippi and ascended the Upper Iowa
 river where the inhabiting tribes received them kindly. But the Hurons did not
 relish Buffalo hunting on broad prairies, and sought the timbered lands in the
 upper Mississippi valley above Lake Pepin. The neighboring Sioux were friendly,
 but the Hurons, armed with guns, conspired to drive away their hospitable
 neighbors. Repulsed by the Sioux they descended the Mississippi and established
 themselves on the Black river, near the present city of La Crosse,
 Wisconsin.
 While hunting west of Lake Superior the Hurons again became embroiled
 in war with the Sioux, and were forced to flee. They returned to
 their old grounds at Mackinaw, while the Ottawas repossessed the Manitoulin
 island in Lake Huron.
 Legend of Niagara Falls: The Maiden's
 SacrificeLegend of Niagara Falls. -- The
 Neuter nation of Indians, who were closely allied to the Eries, occupied the
 territory west of the Niagara river, and as it was the custom of the Indians
 everywhere to give their name to, or take it from, the chief natural feature of
 the country which they inhabited, they were called Onguiaahra, the name of the
 river. These Neuter Indians are said to have regarded the river with a feeling
 of awe and reverence, and considered the Great Spirit of Niagara as the
 embodiment of power. They heard in the thunder of the falls the voice of the
 Great Spirit, which they were taught to believe existed over all, and they
 regularly contributed a part of their crops and the fruits of the chase to him,
 and even went so far as to offer human sacrifice on their return from wars waged
 upon them. As an annual offering of good will and gratitude for the blessings
 they had received during the year, and for their deliverance from many evils
 which had threatened them, it is related that they offered up each spring the
 fairest maiden of their tribe, sending her over the falls in a white canoe
 filled with fruits and flowers, the canoe being guided by her own hand.
 Legend of Niagara Falls: The Maid of the
 MistThe honor of being selected for this sacrifice
 was eagerly sought after by the young women of the tribe, and that clan, which
 happened to be the one possessing the maiden selected, took great pride to
 itself for the honor thus conferred. What terminated this superstitious practice
 is said to have been the selection one spring of the daughter of the principal
 chief of the nation. Upon the day fixed for the sacrifice the father was
 perfectly self-composed and stoical, as became an Indian chief, and did nothing
 to show that he preferred the sacrifice should not be made; but as the canoe
 containing the maiden and the fruits and the flowers moved out over the rapids
 above the falls, another canoe containing the father shot rapidly out from the
 shore, and both disappeared over the great cataract almost at the same moment.
 The loss of their beloved chief was too great, and it is said from this time on
 the sacrifice in the spring of the fairest of the flock was discontinued. The
 reason given by others for the discontinuance of this custom was that the Neuter
 nation was exterminated by other Indians, and, that as the conquerors did not
 believe in the Great Spirit of Niagara, there was no reason for them to practice
 the rite. The Neuter nation is said to have always desired to be buried on the
 banks of or near the Niagara river. Many bones of the dead of former centuries
 have been found on the banks of this historic river, and also on Goat
 island.
 Modern fancy portrays the real spirits of the Indian maidens sacrificed
 to the spirit of Niagara in days gone by, as idealized into the Maiden of the
 Mist, a mythical and typical maiden dwelling at the base of the falls, and
 continuously, both by day and night, disporting herself in the ever-rising and
 never-failing clouds of mist or spray, awaiting and greeting the spirits of
 those victims who from time to time yield up their lives to Niagara, or as the
 Indians pronounced it. Two paintings, representing "The Maiden's Sacrifice" and
 "The Maid of the Mist " may be seen at the Cataract House, Niagara Falls.
 The Eries. -- On the southern shores of Lake Erie lived
 the Eries, or Cat nation, as they were called. Both the Neuters and the Eries
 were exterminated by the Iroquois in the fierce warfare of 1650 to 1655, and the
 Huron nation at the same time received its death blow from the same source. The
 Eries in 1654 were supposed to have 2,000 braves, excellent bowmen, with
 poisoned arrows. Along the southern shores of Lake Erie they had many towns, and
 cultivated the earth. But in 1655, when almost totally destroyed, the remnant
 was compelled to flee far to the westward.
 One hundred years ago the Indians who then dwelt in northern Ohio were
 accustomed to meet every autumn in Cleveland in great numbers, and pile up their
 canoes at the mouth of the Cuyahoga. From thence they scattered into the
 interior and passed the winter in hunting. In the spring they returned, disposed
 of their furs to traders, and launching their bark canoes upon the
 lake, returned to their towns in the region of the Sandusky and Maumee, where
 they remained until the succeeding autumn to raise their crops of corn and
 potatoes.
 The Pottawatomies, a subdivision of the Ottawas and
 Chippewas, lived formerly north of Lake Huron. In 1670 they were established at
 Green Bay. Later they migrated farther to the south. They were among the savages
 who participated in the massacre at Chicago in 1812. A portion of the tribe
 located in northern Michigan, another fragment in northern Ohio, and still
 another division in northern and western Illinois. They were described as being
 "tall, fierce and haughty," but were nomadic in habit. The name signifies, " we
 are making a fire." Of the 1,930 warriors of the Algonquin confederacy, who met
 Sir William Johnson at Niagara in 1763 to negotiate a treaty of peace, 450 were
 Pottawatomies.
 The Sacs and Foxes, two allied tribes known to the French
 as the Outagamies, had a village of 400 warriors near Green Bay in 1666. Father
 Allouez, who first described them, says: " They were very much disparaged, and
 reputed by other nations as penurious, avaricious, thievish and quarrelsome. The
 Sacs and Foxes alone of all the Algonquin tribes, with their kindred, the
 Kickapoos, resisted the blandishments and friendly overtures of the French
 traders and missionaries. Early in the eighteenth century they passed westward
 from the shores of the Great Lakes.
 The Winnebagoes. -- Occupying the forests near Green Bay
 another tribe of Indians was discovered by the explorers, the Winnebagoes, whose
 speech differed widely from the dialect of their neighbors, the Algonquins, and
 who were known to the French pioneers as the Puants. It is supposed that they
 descended, like the Iroquois, from a branch of the Dakota stock. They had the
 reputation of being good-natured, manly and uncouth.
 Bravery of a Chippewa Band. -- Many are the legends and
 stories of these aborigines associated with points of interest on the upper
 lakes. Presque Isle, the high headland, two miles north of Marquette, was once
 the site of a flourishing Indian village of the Chippewa tribe, and as these
 Chippewas were far removed from their enemies the Dakotas, many of the young
 braves had never drawn bow or tomahawk in combat. On this account they were
 tantalized and called squaws by their brethren on the frontier. After enduring
 this a long time a war party was organized to wash away with blood these
 imputations of cowardice. Before setting out in search of their enemies, the
 party, thirteen in number, appointed a young man as runner to accompany them,
 watch the result, and, in the event of their destruction, to hasten back with
 the tidings. They soon fell in with an enemy four times their number. Selecting
 their ground and directing the runner to take a position from which he could see
 the battle, they made their onset. They killed twice their own number, and then
 retreated to a place of entrenchment. Enraged at the loss, the enemy pursued,
 fell upon, and amidst great carnage, slew them all. The young Indian runner was
 seen by Governor Cass soon after his return, and the governor listened with much
 interest as he recounted the incidents of the thrilling adventure and chanted
 his requiem song in eulogy of the fallen.
 The Chippewas of Lake Superior were full of superstitious fear
 regarding Keweenaw Point. They believed that a demon resided there, and they
 dared not visit his domain to procure copper without first propitiating him with
 rites and gifts; then, trembling and in silence, they lighted fires around some
 exposed mass of the metal, and, when it was softened, they hastily cut off a
 small quantity and fled to their canoes without looking back. So strong was
 their dread that for years the explorers were unable to obtain from them
 information about the Point, neither would they act as guides, although tempting
 bribes were offered.
 Indian Superstitions on Lake Superior. -- In " The
 Relation for 1669-70 " Father Dablon relates a few of the Indian superstitions.
 He says: "We have learned from the savages some secrets which they did not wish
 at first to communicate, so that we were obliged to use some
 artifice. We do not, however, vouch for everything contained in the following
 account. After entering the lake, the first place met with containing copper is
 an island about forty or fifty leagues from the Saut, towards the north shore,
 opposite a place called Missipi-cooating (Michipicoten). The savages relate that
 it is a floating island, being sometimes near and at others afar off. A long
 time ago four savages landed there, having lost their way in a fog, with which
 the island is frequently surrounded. It was previous to their acquaintance with
 the French, and they knew nothing of the use of kettles and hatchets. In cooking
 their meals, as is usual among the savages, by heating stones and casting them
 into a birch-bark pail containing water, they found that they were almost all
 copper. After having completed their meal they hastened to re-embark, for they
 were afraid of the lynxes and hares, which here grow to the size of dogs. They
 took with them copper stones and plates, but had hardly left the shore before
 they heard a loud voice exclaiming in an angry tone, ' Who are the thieves that
 carry off the cradles and the toys of my children?' They were very much
 surprised at the sound, not knowing whence it came. One said it was the thunder;
 another that it was a certain goblin called Mis-sibizi, the spirit of the
 waters, like Neptune among the heathen; another that it came from the
 Memogovissivois, who are marine men, living constantly under the water, like the
 Tritons and Syrens, having long hair reaching to the waist; and one of the
 savages asserted that he had actually seen such a being. At any rate, this
 extraordinary voice produced such fear that one of them died before landing;
 shortly after, two others died, and one alone reached home, who, after having
 related what had happened, also died. Since that time the savages have not dared
 to visit the island, or even to steer in that direction."
 The father attempts to explain this superstition by supposing that they
 were poisoned by using the copper boulders in cooking their meat, and that the
 supernatural voice was an echo of their own, and that the vanishing and
 reappearing of the island was due to fogs and haze which hang about it. He
 concludes by adding that it is a common belief among the savages that the "
 island contains an abundance of copper, but that no one dare approach it."
 Lake Superior a Divinity. -- "The savages," says Father
 Allouez, " respect this lake as a divinity, and offer sacrifices to it because
 of its size, for it is two hundred leagues long and eighty broad, and also in
 consequence of its furnishing them with fish, upon which all the natives live
 when hunting is scarce in these quarters. It happens frequently that pieces of
 copper are found, weighing from ten to twenty pounds. I have seen several such
 pieces in the hands of savages; and since they are very superstitious, they
 esteem them as divinities, or as presents given to them to promote their
 happiness by the gods who dwell beneath the water. For this reason they preserve
 these pieces of copper wrapped up with their most precious articles. In some
 families they have been kept for more than fifty years; in others, they have
 descended from time out of mind -- being cherished as domestic gods."
 The Legend of Sail Rock. -- One of the old legends of Lake
 Superior, that of the " Sail Rock," was written in verse by Constance Fenimore
 Woolson, and published many years ago in Harper's Monthly. The beautiful poem is
 as follows:
 
 From the far Saut of Sainte Marie he wanders,
 On, ever on, the white foam on his track, 
 By night, by day, sails fleet before the wind,
 Until he sees the head of Fond du Lac; 
 Yet finds not there the rest he seeks with yearning;.
 From all the cliffs -- and he must wander forth 
 Over the waves again, by south winds driven,
 Past the dark palisades into the north.
 
 
 There stands the haunted arch of Spirit river;
 There, in the storm, is seen the misty shape 
 Of Manitou, who guards the great Superior,
 Rising above the heights of Thunder cape; 
 And seeing him, the guilty one, approaching,
 The voices of the surf rise in a roar 
 Below the porphyry cliffs, sounding a summons,.
 To call the spirits to the lonely shore.
 
 
 Down, down, they troop through the ravines of iron, 
 Over the rocks where virgin silver shines;
 Up, up, they roll the surf, a seething barrier, 
 And marshal on the beach their shadow lines.
 He cries, he weeps, he prays with arms extended; 
 "Have mercy upon me, a soul unblest -- 
 I come not for your stores of shining treasure, 
 I only beg -- I only pray for rest.
 
 
 "Aged am I, and worn with countless journeys,
 Over the lake forever must I stay; 
 In the whole south I cannot find a landing,
 Keweenaw's copper arm thrusts me away; 
 I sail, and sail, yet never find a harbor, -- 
 Stern is the east and sterner is the west; 
 Oh, grant me but one foothold on the north shore,
 So can I die at last and be at rest."
 
 
 But not! they drive him off with jeers and shouting;
 Before their ghostly glee the cursed one quails; 
 Forth from the silver rocks of haunted northland,
 Not daring to look back, away he sails; 
 And sails, and sails, yet never finds a landing,
 Though fairest coasts and isles he passes by; 
 And hopes, and hopes, yet never finds a foothold
 On any shore where he can kneel and die.
 
 
 Weary and worn, through many a redman's lifetime,
 Over the lake he wanders on and on; 
 Till up through Huron with red banners flying,
 Come white men from the rising of the sun. 
 The Saut they name from Sainte Marie with blessing,
 The lake lies hushed before their holy bell, 
 As landing on the shores of Rocky Pictures,
 They raise the white cross of la grande Chapelle.
 
 
 As the first white man's hymn on great Superior
 Sounds from the rocky church not made with hands, 
 A phantom boat sails in from the still offing,
 And at its bow an aged figure stands. 
 The worn cords strain, so full the sails are swelling,
 The old mast bends and quivers like a bow; 
 Yet calm the windless sky shines blue above them,
 And calm the windless waves shine blue below.
 
 
 The boat glides in still faster, faster sailing,
 Like lightning darting o'er the shrinking miles; 
 And, as he hears the chanting in the chapel,
 For the first time in years the lone one smiles. 
 At last, at last, his feet are on the dear shore,
 The curse is gone, his eyes to heaven rise; 
 At last, at last, his mother earth receives him, -- 
 At last, at last, with thankful heart he dies.
 
 
 The poor worn body, old with many lifetimes, 
 They find there lying on the golden sands;
 But, lifting it with wonder and with reverence, 
 It crumbles into dust beneath their hands.
 The poor worn boat grown old with endless voyages, 
 Floats up the coast unguided and alone,
 And stranding 'neath the cliffs, its mission over, 
 By the Great Spirit's hand is turned to stone.
 
 
 You see it there among the Rocky Pictures,
 The mainsail and the jib just as they were: 
 We never passed it with a song or laughter
 In the gay days when we were voyagers; 
 The best among us doffed our caps in silence;
 The gayest of us never dared to mock 
 At the strange tale that comes down from our fathers, -- 
 The pictured legend of the old Sail Rock
 
 Lake Navigation by the Indians. -- The Great Lakes were
 traversed by the aborigines for a long period prior to the arrival of the
 Europeans. Trips from the upper to the lower lakes were annual occurrences, and
 warfare was almost perpetual. Thus the Iroquois in September, 1680, with six
 hundred selected braves, attacked the Illinois in the western part of Illinois,
 killing one thousand two hundred, and driving the rest beyond the Mississippi.
 Again, on March 20, 1684, the Iroquois for seven days laid siege to the
 Illinois, but were finally repulsed with great loss. Iroquois Point is so named
 because on that bluff a band of Iroquois, who had ascended Lake Huron from Lake
 Ontario on a warlike expedition, were there utterly defeated and destroyed.
 To what extent the Indians engaged in commerce on the Great Lakes
 before the advent of the French colonists is not known. It is said that the
 Hurons, who dwelt on the banks of the St. Lawrence, made long journeys in their
 light canoes, on which they exchanged the copper implements and the agate
 arrow-heads of the Far West for the shells and commodities of the seashore.
 There may have been navigation of the Great Lakes before the Indians,
 for a people who preceded them in the occupancy of the Lake Superior region had
 engaged in copper mining quite extensively, and it is probable that they were
 also skilled mariners.
 Prehistoric Copper Mining. -- An early-writer, in
 describing the evidences of this prehistoric mining, says:
 "That this region was resorted to by a barbaric race for the purpose of
 procuring copper, long before it became known to the white man, is
 evident from numerous memorials scattered throughout its entire extent. Whether
 these ancient miners belonged to the race who built the mounds found so
 abundantly on the Upper Mississippi and its affluents, or were the progenitors
 of the Indians now inhabiting the country, is a matter of conjecture.
 "The evidence of the early mining consists in the existence of numerous
 excavations in the solid rock; of heaps of rubble and earth along the courses of
 the veins; of the remains of copper utensils fashioned into the form of knives
 and chisels; of stone hammers, some of which are of immense size and weight; of
 wooden bowls for boiling water from the mines; and numerous levers of wood used
 in raising the masses of copper to the surface.
 "The high antiquity of this rude mining is inferred from the fact that
 the existing race of Indians have no tradition, by what people or at what period
 it was done. The places, even, were unknown to the oldest of the band until
 pointed out by the white man. The character of the trees growing upon the piles
 of rubbish showed no perceptible difference from those forming the surrounding
 forest. From the mouldering state of the wooden billets and levers, and from the
 nature of the materials with which these excavations are filled, consisting of
 fine clay, enveloping half-decayed leaves, and the bones of the bear, the deer
 and the caribou, this filling up resulted, not from the action of temporary
 streamlets, but from the slow accumulations of years."
 Indian Naval Battle. -- Hunting trips and wars occasioned
 the Indian navigation of the Great Lakes rather than regular commerce, and not
 unlikely there has been many a primitive naval contest between warring tribes.
 The Buffalo Gazette, of March 17, 1818, contains the following account of what
 it calls "The First Naval Battle on Lake Erie."
 About 1600 the Wyandot Indians resided on the north shore of Lake
 Ontario and River St. Lawrence. Opposite to them on the south side of the waters
 resided the Senecas. A woman was the cause of a terrible war between them, which
 terminated in the expulsion of the former from the country. She was the wife of
 a Seneca chief, and appears to have been in high favor with him. A Wyandot
 prince became enamored of her, and by force carried her off to his own
 dominions. War immediately followed, and was prosecuted with great cruelty and
 slaughter for a long time. At last a final battle came on (in the northern
 territory) in which the Wyandots were worsted and obliged to flee with great
 haste.
 The greater part took a course to the west, and were followed by their
 antagonists until they came to Lakes Huron and St. Clair. The fugitives
 calculated to pass on the ice at the Straits, but they found it just broken up
 and floating downward.
 Their only alternative was to throw themselves upon it and leap from
 cake to. cake. In so doing they all reached the other shore in safety. Their
 pursuers, not choosing to encounter the risk, returned home.
 The nations among whom the Wyandots now found themselves --
 Pottawatomies, Ottawas and Chippewas -- received them with friendship and gave
 or lent them land to settle on. At the solicitation of the strangers they even
 went so far as to fit out a fleet of large and elegant birch canoes, with a view
 to meeting the Senecas, whom they expected with a fleet from the East. These
 canoes were chiefly built at the Straits and higher lakes, and came to a
 rendezvous about where Maiden is now located.
 The Senecas, not having as good materials, were obliged to make use of
 log canoes hollowed out of the trunks of trees. These were far more clumsy and
 unmanageable than the birch ones, the latter being equal in sea-worthiness to
 the finest skiffs of our day.
 The Wyandots set out from their rendezvous, coasting the north shore of
 Lake Erie, as far as Long Point. At this place they made a halt, deeming it wise
 to proceed no further until an investigation was made. For this purpose they
 dispatched a few men across the point, who happened to meet midway with about
 the same number of the enemy dispatched for a similar object.
 Every man returned to his own fleet, except one or two
 Wyandots, who remained a time to ascertain the number of their enemy and the
 nature of their craft.
 Soon a grand maneuver took place. The birch canoe party proceeded to
 the end of the Point, and in full view of the enemy put out directly into the
 lake. The Senecas immediately pursued, and when they had reached about midway of
 the lake, the birch canoes turned upon them and gave them a battle that could
 not be withstood. The Senecas were all slain but one man, who was allowed to
 return and report the catastrophe to his nation.
 Thus closed the war, after which the Wyandots remained in peace in
 their new station.
 The birch canoe of the Indian navigator is fully described in a
 subsequent chapter. It was the masterpiece of Huron handiwork, in the
 construction of which the Algonquins wore no less skillful. The Iroquois, in the
 absence of birch, were often forced to use bark of the elm, which was greatly
 inferior both in lightness and strength.
 The Indian character was not eliminated from Lake history for centuries
 after the white man appeared. He figured prominently in the fierce struggle for
 the supremacy of these great and important waterways, as is described in
 subsequent chapters, and it is a somewhat singular fact, as Hinsdale observes in
 "The Old Northwest," that whenever the St. Lawrence valley and the Atlantic
 slope have been arrayed against each other in deadly strife, the Western Indians
 have sided with the former -- in 1755, in 1775 and in 1812.
 Black Hawk's War. -- The Indian title to the lake region
 was gradually extinguished. Treaties with the savage Iroquois, or Five Nations,
 gave to the English possession of the shores of Lake Ontario during the last
 century; and as settlements extended westward the aborigines gradually
 disappeared. An event of some importance in lake history was Black Hawk's war,
 in 1832. In 1831 the Winnebagoes occupied the Wisconsin river region, and
 numbered 1, 500 braves. The Pottawatomies dwelt in northeastern Illinois, and
 mustered 3,000 men. The Sacs and Foxes, quite as numerous, occupied lands on the
 Mississippi. By the treaty of 1804, confirmed in 1822 and in 1830, the lands on
 the shores of Lake Michigan had been ceded to the United States by these tribes.
 But the Indians claimed the treaties had been violated, and Black Hawk, a chief
 of the Sacs and Foxes, aroused these tribes to revolt. Four steamers started
 with troops from the lower lakes for Chicago to suppress the rebellion. Cholera
 broke out aboard the vessels, and many of the soldiers perished. The Indians,
 however, were subdued, and their title to Lake Michigan effectually
 extinguished.
 Indian Title to Lake Superior Ceded. -- The lands
 composing the Lake Superior district were acquired from the Indians by the
 United States by virtue of the following treaties:
 First. -- With the Ottawas and Chippewas, concluded March
 28, 1836 -- ratified May 27, 1836 -- by which were ceded the lands bounded on
 the north by Lake Superior, on the east by the St. Mary's river, on the south by
 Lake Michigan, and on the west by the Escanaba and Chocolate rivers.
 Second. -- With the Menomonees, concluded September 3,
 1836 -- ratified February 15, 1837 -- by which was ceded a tract bounded on the
 east by the Escanaba river, on the south by Green bay, on the west by the
 Menomonee river, and on the north by an irregular line extending from the mouth
 of the Brule to the headwaters of the Escanaba.
 Third. -- With the Chippewas of the Mississippi and Lake
 Superior, concluded October 4, 1842 -- ratified March 23, 1843 -- by which was
 ceded the remainder of the district washed by Lake Superior on the north, and
 extending west from Chocolate to Montreal river, and southerly to the boundary
 between Wisconsin and Michigan. In this cession Isle Royal was also
 included.
 The Indians of St. Mary's. -- The aborigines linger in
 large numbers down to the memory of the present sailor. At the beginning of the
 century the lake Indians were numerous. Writing in 1801 of the Indian village at
 the falls of St. Mary, Mackenzie says: " At the foot of the fall on the south
 shore is a village, formerly a place of great resort for the
 inhabitants of Lake Superior, and consequently of considerable trade; it is now,
 however, dwindled to nothing, and reduced to about thirty families of the
 Algonquin nation, who are one half of the year starving, and the other half
 intoxicated, and ten or twelve Canadians, who have been in the Indian country
 from an early period of life, and intermarried with the natives, who have
 brought them families. Their inducement to settle there was the great quantity
 of white fish that are to be taken in and about the falls, with very little
 trouble, particularly in the autumn, when the fish leave the lakes and come to
 the running and shallow water to spawn. These, when salt can be procured, are
 pickled, just as the frost sets in, and prove very good food with potatoes,
 which they have of late cultivated with success. The natives live chiefly on
 this fish, which they hang up by the tails and. preserve throughout the winter,
 or at least as long as they last; for whatever quantity they may have taken, it
 is never known to last through the winter, which renders their situation very
 distressing. In the spring of the year they make a quantity of sugar from the
 maple tree, which they exchange with the traders for necessary articles, or
 carry it to Michilimackinac, where they expect a better price."
 
 NIAGARA, AN ALLEGORY.
 
 This chapter may be fittingly closed with an Indian allegory,
 "Niagara," which Schoolcraft turned into verse. It is as follows:
 
 An old grey man on a mountain lived,
 He had daughters four and one,
 And a tall bright lodge of the betula bark
 That glittered in the sun.
 
 
 He lived on the very highest top, 
 For he was a hunter free,
 Where he could spy on the clearest day, 
 Gleams of the distant sea.
 
 
 Come out! come out! cried the youngest one,
 Let us off to look at the sea, 
 And out they ran in their gayest robes,
 And skipped and ran with glee.
 
 
 Come Su,*come Mi, come Hu, come Sa,
 Cried laughing little Er, 
 Let us go to yonder broad, blue deep,
 Where the breakers foam and roar.
 
 
 And on they scampered by valley and wood,
 By earth and air and sky, 
 Till they came to a sleep where the bare rocks stood.
 In a precipice mountain high.
 
 
 Inya!| cried Er, here's a dreadful leap,
 But we are gone so far, 
 That if we flinch and return in fear,
 Nos. he will cry ha! ha!
 
 
 Now each was clad in a vesture light,
 That floated far behind, 
 With sandals of frozen water drops,
 And wings of painted wind.
 
 
 And down they plunged with a merry skip,
 Like birds that skim the plain; 
 And hey! they cried, let us up and try
 And down that steep again.
 
 
 And up and down the daughters skipped,
 Like girls on a holiday, 
 And laughed outright at the sport and foam
 They called Niagara.
 
 
 If ye would see a sight so rare,
 Where Nature's in her glee, 
 Go view the spot in the wild, wild West.
 The land of the brave and the free.
 
 
 But mark! their shapes are only seen
 In fancy's deepest play, 
 But she plainly shows their wings and feet
 In the dancing sunny spray.
 
 *Su -- Superior. Mi -- Michigan. Hu -- Huron. Sa -- St.
 Clare. Er -- Erie. Inya -- An exclamation of surprise. Nos -- My
 father.
 
 French Discovery and occupation
 
 
 Lake Huron Discovered By Le Caron And Champlain --
 Champlain's Voyage -- Lake
 Superior Discovered -- Nicolet First Navigates
 Lake Michigan -- A Down Trip On Lake Erie
 -- First Passage Through Detroit River -- Early Explorations On The St. Lawrence -- The Discoverer Of Lake Michigan -- The Career Of Nicolet -- The
 Discovery Of Niagara Falls -- The French
 Missions And Missionaries -- Iroquois Destroy
 The Huron Missions -- Missions On The Upper
 Lakes -- "Hiawatha" -- Character Of The Jesuit Fathers -- Parkman's
 Estimate -- The Fur Trade -- The Magnet Of Immigration -- The
 Coureur De Bois -- Explorations Of Trader
 Joliet -- Copper In The Lake Superior
 Regions.
 
 
 THIS is the order in which the Great Lakes were discovered by the
 French explorers: Huron in 1615, by Le Caron, the Recollect friar, and by
 Champlain, one of the greatest navigators in New France; Ontario, during the
 same year, by Champlain; Superior, about 1629, by Etienne Brule; Michigan, in
 1634, by Jean Nicolet; Erie, probably by Joliet, in 1669. It seems somewhat
 remarkable, from the positions of the lakes, that Erie should have been the last
 of the five to come under the dominion of the white men. The reason is this. It
 lay deep in the recesses of a hostile country, guarded by the "Romans of the
 West," the Iroquois or Five Nations. From Montreal the course of the French
 missionaries and traders westward was up the Ottawa river, the route to the
 upper lakes which was followed by the Hurons.
 Joseph Le Caron, the Franciscan friar, who first discovered Lake Huron,
 reached Quebec in May, 1615, with three other Franciscans. To Le Caron was
 assigned the district of the Hurons as his mission field. His garb was the
 customary rude garment of coarse, gray cloth, girt at the waist with a knotted
 cord, and surmounted by a peaked hood. He was shod with wooden sandals an inch
 or more in thick-He hastened at once to the site of language and resolved to
 winter in their villages. Accompanied by twelve Frenchmen he set out about July
 1, 1615, with the concourse of Hurons up the Ottawa river, and after many
 hardships reached the seat of the Huron nation, near the entrance of the bay of
 Matchedash. Here within an area of thirty or forty miles were many Huron
 villages, containing a population variously estimated at from 10,000 to 30,000
 inhabitants.
 Champlain's Voyage. -- Champlain, with two canoes, two
 Frenchmen and ten Indians followed Le Caron a few days later, and in his
 narrative describes the journey by way of Lake Nipissing, and thence down its
 outlet until along the western sky was traced the watery line of the
 "Fresh-Water Sea" of the Hurons, the Mer Douce or Lake Huron, and southward
 spread the shores of the Georgian Bay. For more than a hundred miles Champlain
 followed its dented outlines; thence following an Indian trail inland his eyes
 soon beheld a scene of cultivated fields, and palisaded villages, the ancient
 home of the Hurons. Here he met Le Caron, and from this center Champlain led the
 Huron braves the same year in an unsuccessful campaign against their enemies,
 the Iroquois, below Lake Oneida, probably crossing Lake Ontario en route from
 the mouth of the river Trent to a point of land west of Hungry bay.
 A controversy has arisen among historians as to the route
 which Champlain took in 1615 across Lake Ontario. Dr. John Gilmary Shea, of New
 York, and Gen. James S. Clark, of Auburn, N. Y., basing their opinions partially
 upon a map printed to the 1632 edition of Champlain's account of the expedition,
 say the starting point was from what is now Kingston. O. H. Marshall and others
 have contended that it started from the mouth of river Trent, opposite Point
 Pleasant. Champlain gives the distance across as fourteen leagues or thirty-five
 miles. He says they crossed the lake, and from this statement it is argued that
 they did not merely skirt its edges. This is the first recorded visitation of
 Lake Ontario by a white man. The Hurons had expected with the aid of Champlain
 and the few Frenchmen accompanying him, armed with terror-inspiring and
 death-dealing muskets, to utterly put to rout their ancient enemies, the
 Iroquois. They concealed their canoes in the forest on the shores of Lake
 Ontario, and proceeded cautiously inland. The village of Onondaga, near Lake
 Oneida, was attacked October 10, 1615. It was protected by palisades, and
 although the Frenchmen did execution with their firearms, the Hurons were
 undisciplined and fought in their own disordered and disconnected manner,
 disregarding the instructions of their French leader. Champlain was wounded, and
 the party finally retired. Finding their canoes unharmed, they re-crossed Lake
 Ontario, and Champlain passed the winter with the Hurons in the vicinity of Lake
 Simcoe. This attack upon the Iroquois fanned their hatred against the French. It
 smoldered for a generation, and then burst out in a fierce flame of
 destruction.
 Lake Superior Discovered. -- Etienne or Stephen Brule had
 served Champlain as an interpreter in his journey to Lake Huron, but did not
 return with him. Sagard mentions that Brule, with another Frenchman, Grenoble,
 made a long journey and returned with an ingot of red copper and with a
 description of Lake Superior. He said it required nine days to reach its upper
 extremity, and that it discharged itself into Lake Huron by a fall. This trip
 was made prior to 1629, and to Brule, the unlettered and adventurous voyageur,
 is probably due the credit for the discovery of the grandest of all the inland
 lakes.
 Raymbault and Jogues, two missionaries, made a voyage on Lake Superior
 in 1641 in search of a passage to China, and to them is often credited the
 earliest white navigation of Lake Superior.
 Nicolet First Navigates Lake Michigan. -- Jean Nicolet, an
 employe of the fur company, known as the "Hundred Associates," in the summer of
 1634 threaded his way in a birch canoe from Georgian Bay through the straits of
 Mackinaw, and thus discovered Lake Michigan. Turning southward, he reached Green
 bay, and was impressed with its length and vastness. Here dwelt the people of
 the salt or , bad-smelling water, neither Algonquin nor Huron, who said they had
 come from the shores of a far-distant sea in the West, whose waters were salt,
 and who called themselves "the people of the stinking water." Calling a council
 of these Winnebagoes and neighboring tribes, Nicolet arrayed himself in a robe
 of damask China, gorgeously worked with birds and flowers, and, firing pistols
 from both hands, declared that he had come among them for peace. He awed the
 rude savages, and was invited to a royal feast.
 A Down Trip on Lake Erie. -- Singular as it may appear,
 the first known trip on Lake Erie by white men was a down passage. Joliet had in
 1669 made a voyage from Montreal, via Lake Nipissing, to Lake Superior in search
 of copper, and to discover a more direct route from Lake Superior to Montreal.
 At Sault Ste. Marie he found among the Ottawas an Iroquois prisoner, and
 obtained permission to take him back to Canada. The Iroquois guided him from
 Lake Erie through the Grand river valley to Lake Ontario, where near Burlington
 bay he met La Salle and two Sulpitian priests. It was a strange and unexpected
 meeting. La Salle had started westward on a tour of extended exploration, and,
 doubtless, listened eagerly to the information imparted by Joliet. The latter
 must have descended the Detroit river, and sailed eastward along
 the north shores of Lake Erie. The latter body of water had been known to the
 French as early as 1640, but there is no record of its navigation by white men
 till this accidental meeting of Joliet and La Salle. What the conversation with
 Joliet was, is not known. It changed, however, the plans of La Salle. He was
 seeking a passage to the Pacific coast, and, doubtless, learning from Joliet of
 the connection between Lake Erie and the upper lakes, he resolved to explore the
 great river (Ohio) flowing westward to the south of the lakes, leaving the
 Sulpitian priests to pursue, unattended by him, their journey to the
 Pottawatomies on the shores of Lake Michigan.
 First Passage through Detroit River. -- The first recorded
 passage of white men through the Detroit river was made in 1670 by these
 Sulpitian priests. When they parted company with La Salle in September, 1669,
 and descended Grand river to Lake Erie, they found it tossed by an angry storm
 and wisely resolved to delay until the following spring their journey to the
 Potta-watomies. Building a log cabin and collecting a supply of nuts and fruits,
 they subsisted comfortably upon these and the game which they obtained. In early
 spring they proceeded up the lake, but encountered many trials. While encamped
 one night near Point Pelee, a storm suddenly arose and swept away much of their
 baggage, which had been carelessly left at the water's edge. Among the lost
 effects was their altar service, a misfortune ascribed to the malignity of the
 evil one. Entering Detroit river, they landed near where the city of Detroit now
 stands. Here they discovered a large stone, rudely featured like a human being,
 daubed with paint and worshiped by the heathenish Indians as a Manitou. The
 sight of the hideous idol aroused their anger. "After the loss of our altar
 service and the hunger we had suffered," writes Galinee, "there was not a man of
 us who was not filled with hatred against the false deity. I devoted one of my
 axes to breaking him to pieces; and then, having fastened our canoes side by
 side, we carried the largest piece to the middle of the river and threw it, with
 all the rest, into the water that he might never be heard of again. God rewarded
 us immediately for this good action, for we killed a deer and a bear that same
 day." Joliet had, doubtless, passed down the river previously on his return from
 the upper lakes, but the usual route of the Jesuits and fur traders was by way
 of the Georgian Bay. The enmity of the fierce Iroquois had closed the Niagara
 portage against them. The two Sulpitian priests, Galinee and Dollier, followed
 the eastern shores of Lake Huron, passed near the great mission of the Hurons,
 which had been destroyed twenty years before, passed the Manitoulins, and
 reached Sault Ste. Marie May 25, 1670. Here they found the Jesuits, Dablon and
 Marquette, living in a square fort and surrounded by a few Indians, some of whom
 they had baptized. The welcome was cold, and soon after, accompanied by a French
 guide, the Sulpitians started for Montreal, which they reached June 18.
 
 EARLY EXPLORATIONS ON THE RIVER ST. LAWRENCE.
 
 Having thus outlined the successive discoveries of the Great Lakes, it
 will perhaps be of interest to return and briefly relate the earlier exploration
 on the St. Lawrence.
 Columbus discovered America in 1492, and from that time on bold
 mariners at different times and places sought adventure and fortune in the New
 World. While the Spaniards were the energetic explorers of the southern part of
 the continent of North America, the French were the first to visit and penetrate
 the regions north and south of the Great Lakes. In 1508, it is claimed by
 Desmarquets and others, Thomas Aubert passed up the St. Lawrence river to a distance of eighty leagues. If this be
 correct it was the first exploration of that river by any European. The French
 had established a fishing station just within the Straits of Belle Isle, which
 they called Brest, early in the sixteenth century, but it is difficult to
 determine the date, and there is some evidence that the Portuguese explored the
 region of the mouth of the St. Lawrence early in the same century. And it is
 well known that the great volume of water flowing into the Gulf of
 St. Lawrence from the St. Lawrence river suggested to early explorers that an
 immense continent lay to the west. This supposition arose first from Verrazano's
 experience on the coast in 1524, which was the first decided and official
 manifestation of French activity in this region.
 King Francis I of France intended to follow up this voyage of
 Verrazano, but the political exigencies, in which he found himself involved at
 the time, caused considerable delays, and it was not until ten years afterward
 that he commissioned Cartier to visit and explore the country west of
 Newfoundland, and to add glory to the flag of France. Cartier left St. Malo in
 April, 1534, and arrived off Newfoundland, May 10. On May 27 he was at the
 opening of the Straits of Belle Isle, near which place he met a ship from La
 Rochelle, and some of the natives of the region. Turning south he followed the
 inner coasts of Newfoundland, and afterward steered westwardly, passed the
 Magdalene Islands to Prince Edward Island, whence he headed north, and on July 2
 reached the Bay of Chaleur, which he named from the excessive heat he
 experienced in that bay. After making the circuit of the gulf, he passed again
 out to sea, August 15, and early in September entered the harbor of St.
 Malo.
 Cartier started on his second voyage May 19, 1535, with three ships and
 110 men, reaching the little harbor of Blanc Sablon
 late in July. Not long afterward he entered, on the north shore between
 Anticosti island and the mainland, a harbor, which he named the St. Lawrence,
 the first appearance of this name, which was to be the name of the great gulf
 between Newfoundland and the mainland, and also of the great river draining the
 Great Lakes. He gave the name to Assumption island August 15; and passing on to
 the westward found himself at last in the St. Lawrence river. September 1 he was
 opposite the mouth of the Saguenay river, where he met some Indians in canoes,
 who were encouraged to come near his ships from the fact of his having two
 Indian interpreters on board. Leaving the Saguenay without exploring it, he
 continued up the main stream to the Isle aux Coudres, where he remained some
 time. On Sunday, September 7, religious services were conducted, though there
 was no priest in his party. At last the ship reached the island, which he named
 the Island of Bacchus, from the number of vines he saw festooning the forest
 trees. He found a wintering place a short distance above the St. Charles
 river.
 On September 19, Cartier started on up the St. Lawrence river in the
 Emerillon, one of his three ships, having along with him fifty men, and reaching
 Lake Angouleme on the 28th. Above this lake the current of the river was so
 strong that the Emerillon could not ascend, and so Cartier with a picked crew
 went forward in two boats. On October 2, he drew his boats up beside a piece of
 level land, and found he was but three miles below an Indian village named
 Hochelaga, where he was met by large numbers of Indians, offering food, and
 manifesting delight at the presence of the white strangers. This village of
 Hochelaga was a short distance below the eminence, to which Cartier gave the
 name of Mont Royale, and the capital town, which now occupies the site of
 Hochelaga, is a reminder of the first European who surveyed the site of
 Montreal. After remaining here a short time, he exchanged courtesies with his
 new found Indian friends, took his boats for his galley, which he reached
 October 4, and on the 11th was again in the Havre de Sainte Croix, as his
 station on the St. Charles had been named.
 Cartier made his third voyage to the St. Lawrence in 1541, and Roberval
 followed in 1542, but in each case with little result.
 After a futile attempt at colonization by Francis Grave, or Pontgrave,
 as he was more frequently called, in 1600, the most commanding figure in the
 early history of Canada and the St. Lawrence river, comes upon the scene in the
 person of Samuel de Champlain, who on March 15, 1603, with Pontgrave sailed from
 Honfleur, On June 7, Champlain started to explore the Saguenay, and on the 23d
 he saw the famous Falls of Montmorency. On the 29th he entered and
 named St. Peter's Lake. Failing to get beyond the Lachine rapids, he endeavored
 to learn from the Indians what lay beyond. They told him of the Ottawa river,
 and also told him that by following up the St. Lawrence and passing rapids and
 expansions of the stream, he would reach a large body of water flowing through a
 channel broken by a cataract, and above this cataract
 there was a salubrious lake. At the farther end of this lake it received a river
 through which the boatman could push his skiff into an immense sea of salt water.
 Champlain, from this description, in his fancy visited the waters of
 Lake Ontario, the Niagara river, whose falls he never saw, then Lake Erie, and
 thence the Detroit river to Lake Huron, which he afterward knew so far as
 Georgian Bay was concerned. Shortly afterward he returned to Tadoussac, and then
 to the mouth of the Saguenay, where he found the ships laden with furs and ready
 for the homeward voyage.
 The next expedition to this part of North America was that of Demonts
 and Champlain, in 1608, the latter of whom reached Tadoussac June 3, and there
 set to work to build a shallop of about fourteen tons, in which he soon
 afterward made his way up the St. Lawrence river, and almost immediately
 afterward founded the town of Quebec. Here he discovered a plot to murder him,
 and meted out punishment in the most summary manner to the ringleaders in the
 conspiracy, hanging one and putting three of them in irons. After making one or
 two voyages across the Atlantic, which resulted in but little of interest, he
 again set sail for the New World April 24, 1615, his ship being again commanded
 by Pont-grave. This time he was accompanied by six priests of the Recollect
 order, named Dennis Jamay, John d'Olbean and Joseph le Caron, and a lay brother
 named Pacificus du Plessis.
 The ship reached Quebec in May, and a chapel was at once erected, in
 which the priests said their first mass on June 15. Jamay remained at the
 settlement, D'Olbean went to the Montagnais, and Le Caron
 to the Hurons. The Iroquois Indians then occupied the region
 immediately south of the upper St. Lawrence and Lake Ontario, and further to the
 west and south were the Hurons, the Tobacco nation, the Neuters, the Eries and
 the Andastes. Champlain had previously incurred the hostility of the Iroquois.
 His voyage to Lake Huron and passage across Lake Ontario have been recited
 above.
 The Discoverer of Lake Michigan. -- Nicolet, the
 discoverer of Lake Michigan, was a young Norman, who came to this country first
 in 1618. He was sent, in 1634, by Champlain west among the Indians to further
 learn their language and customs. Having already been for about sixteen years
 among the Iroquois and Nipissings, he was well qualified for his new mission.
 Nicolet's peculiar mission at this time was to learn something definite about
 those distant western people, who had neither hair nor beard, and who journeyed
 in great canoes, and who lived by the great salt sea. His course lay up the
 Ottawa and by Lake Nipissing to Georgian Bay, and thence to the Huron villages.
 Here he renewed old acquaintances and secured seven guides from among the
 Hurons, and, launching their canoes at the head of Georgian Bay, they skirted
 the eastern and northern shores of Lake Huron until they found their progress
 checked by the rapids in the Sault Ste. Marie.
 From the Sault Nicolet retraced his steps, and, following the shore of
 the northern peninsula of Michigan, soon came to the Straits of Mackinac, just a
 century after Cartier reached the great northern gateway to the interior of the
 continent at the Straits of Belle Isle. From the Straits of Mackinac, Nicolet
 passed on to Green bay, and at length reached its southern extremity. Here he
 encountered the Winnebago Indians, who looked upon him as a strange spirit, as
 he stalked among them in his robe and carrying his pistols, which every little
 while belched forth fire and smoke.
 The Winnebagoes were the first Indians that he had met that were of the
 Da-kotah stock, and he could not well understand them, as he had
 not learned their language, the Algonquin and the Huron languages being the only
 ones that he had thus far acquired. Still he managed to make them understand
 that his message was one of peace and good will, in which spirit he was
 received, and the professions on each side were enforced and fortified with
 feast and speech.
 On his return down Green bay Nicolet exchanged friendly courtesies with
 the Pot-tawatomies, who were then scattered along the western shore of Lake
 Michigan, and passed on back toward Three Rivers by the way he had gone. At
 length he reached the Ottawa, and went on down that river to Three Rivers,
 reaching this place sometime in July. On December 25, 1635, Champlain died of
 paralysis at Quebec, he who has been appropriately styled the Father of
 Canada.
 Discovery of Niagara Falls. -- Many of the early explorers
 made references to the Niagara region and river, even before any white man had
 seen them, these writers having received their information from the Indians.
 Champlain, in his work published in 1603, mentions a fall which is believed to
 be Niagara Falls, and in his work published in 1613 he locates on a map a river
 which is believed to be the Niagara, and in that river he marks a Sault d'eau,
 or waterfall. Etienne Brule, who was with Champlain as interpreter, was in the
 vicinity of Niagara in 1615, and some think he may have seen the Falls, and if
 this be true he was probably the first white man to see these great wonders.
 In 1626 Joseph de la Roche Dallion was on the Niagara river engaged in
 a mission among the Neuter Indians. In 1632 Champlain locates a waterfall very
 high at the end of Lac St. Louis (Ontario). In the Jesuit Relations, published
 in 1642, L'Allement mentions the Neuter nation of Indians (Onguiaahra) as having
 the same name as the river on which they lived. In 1649 Ragueneau speaks of
 "Lake Erie which is formed by the waters of Lake Huron and which discharges
 itself into a third lake, called Ontario, over a cataract of fearful height." De
 Creuxius, mentioned elsewhere in this work as giving Latin names to the five
 Great Lakes, locates the Niagara region, and calls the Falls "Ongiara
 Cataractes."
 However, Galinee, who was with La Salle in 1669, at the western end of
 Lake Ontario, gives the first description that is known to exist of the Great
 Falls, but which he never saw. He says: "We found a river one-eighth of a league
 broad and extremely rapid, forming an outlet or communication from Lake Erie to
 Lake Ontario. The outlet is forty leagues long, and has from ten to twelve
 leagues above its embrochure into Lake Ontario the finest falls of water in the
 world; for all the Indians whom I have inquired about it say that the water
 falls at that place from a rock higher than the tallest pines, that is about 300
 feet."
 In 1678 Father Hennepin visited the Falls, and in 1683 he published his
 first work in which he places the height of the falls in the Niagara river at
 500 feet. In 1697 he published another work called the "New Discovery," in which
 he gives a description of the Falls, beginning as follows: "Betwixt the Lakes
 Ontario and Erie, there is a vast and prodigious cadence of water, which falls
 down after a surprising and astonishing manner, insomuch that the universe does
 not afford a parallel." In the same work he gives the height at 600 feet. From
 the time of this publication, which was translated into many of the languages of
 Europe, most Europeans became familiar at least with the name of this great
 natural wonder.
 In 1721 Charlevoix and Borassow, each independently of the other, made
 accurate measurements of the height of the Falls.
 While these early discoveries, thus related, are the records that have
 been preserved, it is far from improbable that the first explorers were
 fur-traders, trappers and voyageurs who had neither ability nor inclination to
 record their wanderings, nor would these prior journeyings be likely to be
 mentioned in subsequent writings, for they would detract from the latter
 explorations, and possibly jeopardize claims.
 By the close of Champlain's activity the forces in New
 France which were destined to affect for almost two centuries the history of the
 Great Lakes might all have been seen in embryo. The Jesuits were engaged in
 their heroic but ineffectual efforts to Christianize the savages. The fur trade
 had excited the cupidity of men, and Richelieu had already made it a monopoly by
 establishing the company of the "Hundred Associates." Copper to a lesser extent
 was an incentive to perilous exploration. The search for a route to China was a
 spur to the adventurous. France had laid claim to this vast territory. The deep
 hostility of the Iroquois had been incurred, and the great struggle with the
 English for the mastery of the lakes had been commenced.
 
 THE FRENCH MISSIONS AND MISSIONARIES.
 
 The missionary spirit was active in the Catholic Church in France when
 the early voyages of exploration were made to the New World, and side by side
 with the adventurer in search of gain or fame came the priest, who held it his
 highest duty to convert the savage nations to Christianity. The Jesuits were
 first in the mission field of Canada, but they were soon followed by the
 Recollects, a reformed branch of the Franciscan order. With Champlain, in May,
 1615, came four of the Gray Friars, and of these Joseph le Caron was appointed
 to labor among the Hurons on Georgian Bay. The Recollects invited the assistance
 of the Jesuit. These missions were scattered throughout New France, and quickly
 penetrated the region of the Great Lakes. Father Joseph de la Roche d'Aillon
 founded a mission among the neutral nations on the Niagara river, and urged the
 French to open up communication by way of Lake Ontario; but he spoke too
 soon.
 The mission of the Hurons, begun in 1615 by the Recollects, was
 continued by the Jesuits. The Hurons dwelt in palisaded villages. Diligently the
 advocates of the better life labored, and heroically they endured the hardships
 and privations of the forest life, yet in 1640 they could claim but 100
 Christians out of 16,000 Hurons. New stations were formed to the southward among
 the neutrals, and to the northward among the Algonquin tribes.
 Iroquois Destroy Huron Missions. -- In the mid-summer of
 1648 a band of Mohawks and Senecas entered the Huron country in the absence of
 the warriors, devastated one of their towns and scattered the inhabitants.
 During the following winter they fell on St. Ignace and made a still more
 dreadful havoc, and then one after another fifteen towns succumbed or were
 abandoned. The Hurons were in this way destroyed as a people, and the remnants
 of the tribe found lodgment in other tribes and nations, many of them being
 adopted by their conquerors. During the fierce irruption of the Iroquois, in
 1648, several of the missionaries became martyrs to their religion. The
 venerable Brebeuf was inhumanly tortured to death, and Father Daniel fell
 riddled with arrows at the front portal of his chapel. A few of the missionaries
 fled with the Hurons before the gathered storm, but the mission was broken
 beyond repair. It had engaged the services of twenty-nine missionaries, seven of
 whom yielded up their lives in the cause.
 Sated with the annihilation of their enemies, and harassed with fresh wars with the Eries and Susquehannas, the
 Iroquois, about 1654, sought peace with the French and requested that
 missionaries be sent to them. The zealous and fearless priests responded
 promptly. It was only a lull in the active warfare of the Five Nations.
 Embroilments quickly followed, and after a few years of moderate success the
 Jesuits were compelled to abandon the missions in 1687, when the clouds of war
 looked blackest.
 The route to Lake Superior was natural and easy from the missions on
 Lake Huron. In 1641 Fathers Jogues and Raymbault visited the Chippewas at Sault
 Ste. Marie. They found about two thousand Indians there encamped, a number of
 the Potta-watomies having joined the Ojibways, having been driven north by the
 Iroquois. From the Pottawatomies these priests heard of the tribe of Indians now
 known as the Sioux. Raymbault soon afterward died, and in reporting the event to
 his superiors in Paris, Vimont said that this good Jesuit father had intended to
 continue his course westward to China, but that God diverted him to
 Heaven.
 While returning to the St. Lawrence country the next year, Father
 Jogues was taken prisoner by the Iroquois, and he and his Huron companions soon
 found their canoes floating down toward Lake Champlain, and Jogues was thus the
 first European to see the wild beauties of Lake George. He was rescued in 1643
 by the Dutch. He afterward went to France, and in 1646, having returned to his
 missionary labors among the wild sons of the forest, was killed by the Mohawks
 while on an errand of peace to that tribe, being treacherously struck down as he
 was entering a tent, to which he had been invited to partake of a feast.
 Missions on the Upper Lakes. -- The destruction of the
 Hurons or Wyandots by the Iroquois cut off communication between the St.
 Lawrence and the Upper Lakes. In 1656 Garreau, while on his way to the Ottawa
 country with a flotilla of Indians, was ambushed by the Iroquois and killed.
 In August, 1660, the venerable Menard, a veteran of the Huron missions,
 set out with another Ottawa flotilla in search of the vanished tribe so broken
 in spirit that it concealed its habitations from even its friends. When he left
 Quebec, he took with him a scanty stock of necessaries, "for I trust," said he,
 "in that Providence which feeds the little birds of the air, and clothes the
 wild flowers of the desert." He was past the meridian of life, but possessed all
 the zeal of youth. He went forth with the presentiment that he was performing
 his last journey, for, in writing back to a friend, he remarked: "In three or
 four months you may add my name to the memento of deaths." Having arrived at the
 Sault, he proceeded to coast along the southern shore in a canoe, and October 15
 reached the head of Keweenaw bay, which he named St. Theresa -- the day of his
 arrival being the anniversary day of that patron saint.
 Deserted here by his Ottawa guides, the aged priest wrote: "Here I had
 the consolation of saying mass, which repaid me with usury for all my past
 hardships. Here I began a mission, composed of a flying church of Christian
 Indians from the neighborhood of the settlement, and of such as God's mercy had
 gathered in here."
 There he remained until the following spring, when he left, accompanied
 by a single Indian, for Chaquamegon bay, near the head of the lake. They took
 the route through Portage lake; and while the voyageur was conveying the canoe
 across the portage, the good Father wandered into the woods, and no trace of him
 was afterward obtained.
 Claude Allouez was the next Jesuit missionary assigned to this remote
 region. He set out in the summer of 1665 with a flotilla of canoes and about 400
 savages on their return from a trading voyage to Montreal, and reached
 Chaquamegon bay, on Lake Superior, October 1. At La Pointe du St. Esprit he
 began his first mission, and for thirty years afterward was a faithful apostle
 of Christ throughout the Lake Superior country. In his intercourse with the
 various tribes of the Algonquins, he heard of the "great water," which in
 Allouez's phonetic rendering took the form of "Mes-sipi," which river he was
 inclined to think entered Chesapeake bay. Here he fell in with a party of the
 Sioux nation, who represented their country as lying to the west of Lake
 Superior, and as being a prairie country.
 Leaving the Ottawa mission at La Pointe in charge of Marquette, he
 proceeded, in 1669, to Green Bay, where he established the mission of St.
 Francis Xavier among the Sacs and Foxes, Pottawatomies and Winnebagoes. With
 Marquette he founded the Illinois mission, and traveled extensively among the
 tribes westward from the Great Lakes. Other missionaries were sent out, but
 progress was slow; lay-brothers, who were skilled artisans and workers of metal,
 had the greatest success on account of the material services they could render
 their converts.
 In 1668 Marquette established the mission at the Sault Ste. Marie, the
 earliest in what is now the State of Michigan, where he was soon joined by
 Dablon, who, in September, 1669, was sent to La Pointe to relieve 
 Allouez, who from that place went to Green Bay to labor among the Indians and a
 group of coureurs de bois congregated there. In April, 1670, he ascended the Fox
 river, and found Indians on Lake Winnebago, mourning losses inflicted on them by
 the Senecas. On the Wolf river, an affluent of the Fox river, he founded the
 mission of St. Mark, and for some time ministered at both missions. Later he
 reached the head of the Wisconsin, and states that that river leads to the great
 river "Messisipi."
 At La Pointe, Marquette was not satisfied. He had the remnants of the
 Hurons and Ottawas about him, and bands of the Sioux came to visit him there. A
 war between the Hurons and the Sioux delayed Marquette in carrying out his plan
 to go south among the Illinois, to found a mission among them. He was also
 determined to go to the great river and descend to its mouth, in order to settle
 the great question as to the ultimate direction of its flow. But the difficulty
 between the Hurons and the Sioux drove the former tribe and the Ottawas away
 from La Pointe, and La-Salle went to the Sault, where Dollier found him in 1670.
 In 1671 he was among the Hurons on the north side of the Straits of Mackinac,
 where he founded the mission of St. Ignace. About the same time another priest,
 Louis Andre, who had joined Marquette at La Pointe, settled with the Ottawas on
 their retreat to the great Manitoulin island.
 Marquette died in the spring of 1675, by the side of a little stream,
 which enters the west side of Lake Michigan, and a few months later his remains
 were taken by some of the Ottawa Indians, who knew him and loved him well, to
 the mission at St. Ignace, and were there buried beneath the little mission
 chapel.
 When the Hurons fled from the wrath of the Sioux to Mackinaw, the
 mission there was in its most flourishing condition. Between 1670 and 1680 it
 included 500 Huron, and 1,300 Ottawas, and was then located at Point St.
 Ignace.
 When Canada became an English possession, the work of the Jesuits in
 that country was practically ended.
 The scene of Longfellow's beautiful poem, Hiawatha, is among the
 Ojibways, on the southern shore of Lake Superior, in the region between the
 Pictured Rocks and the Grand Sable. The poet, in the following verses, relates
 the coming of the missionaries:
 
 By the shores of Gitche Gumee,* *Lake Superior.
 By the shining Big-Sea-Water, 
 At the doorway of his wigwam, 
 In the pleasant summer morning,
 Hiawatha stood and waited.
 O'er the water floating, flying, 
 Something in the hazy distance, 
 Something in the mists of morning, 
 Loomed and lifted from the water, 
 Now seemed floating, now seemed flying, 
 Coming nearer, nearer, nearer.
 * * * *
 It was neither goose nor diver, 
 Neither pelican nor heron, 
 O'er the water, floating, flying, 
 Through the shining mist of morning, 
 But a birch canoe with paddles, 
 Rising, sinking on the water, 
 Dripping, flashing in the sunshine; 
 And within it came a people 
 From the distant land of Wabun, 
 From the farthest realms of morning 
 Came the Black-Robe chief, the Prophet, 
 He the Priest of Prayer, the Pale-face, 
 With his guides and his companions.
 And the noble Hiawatha, 
 With his hands aloft extended, 
 Held aloft in sign of welcome, 
 Waited, full of exultation, 
 Till the birch canoe with paddles, 
 Grated on the shining pebbles, 
 Stranded on the sandy margin, 
 Till the Black-Robe chief, the Pale-facer 
 With the cross upon his bosom, 
 Landed on the sandy margin.
 * * * *
 Then the Black-Robe chief, the Prophet, 
 Told his message to the people, 
 Told the purport of his mission, 
 Told them of the Virgin Mary, 
 And her blessed son, the Savior, 
 How in distant lands and ages 
 He had lived on earth as we do;
 How He lasted, prayed, and labored; 
 How the Jews, the tribe accursed, 
 Mocked him, scourged him, crucified him; 
 How He walked from where they laid him, 
 Walked again with his disciples, 
 And ascended into heaven.
 And the chiefs made answer, saying: 
 "We have listened to your message, 
 We have heard your words of wisdom, 
 We will think on what you tell us. 
 It is well for us, O brothers, 
 That you came so far to see us! "
 Then they rose up and departed 
 Each one homeward to his wigwam, 
 To the young men and the women 
 Told the story of the strangers, 
 Whom the Master of Life had sent them 
 From the shining land of Wabun.
 
 "The record of the Jesuit missionaries in French North America," says
 John Gil-mary Shea in the "Narration of Critical History of North America," "is
 a chapter full of personal devotedness, energy, courage and perseverance; none
 can withhold the homage of respect to men like Jogues, Brebeuf, Garmer, Allouez
 and Marquette. Men of intelligence and education, they gave up all that
 civilized life can offer to share the precarious life of wandering savages, and
 were the first to reveal the character of the interior of the country, its soil
 and products, the life and ideas of the natives and the system of American
 languages."
 Another historian pays them this tribute: "One of the noblest chapters
 of the Jesuits deals with the heroic devotion of its missionaries in the woods
 of America. They were appalled at no perils, shrank from no toils. Men educated
 in the learning of their time traversed the gloomy forest, and set up the cross
 at the farthest shores of the Great Lakes. They lived in the smoky huts and
 dined on the disgusting food of the savages; torture and burning only called out
 renewed devotions."
 "Allouez, Marquette and Jogues," says another writer, "were remarkable
 men, and had their lots been cast in a different sphere they would have left a
 more durable impress upon the age in which they lived. Their efforts to win the
 tribes of the northwest to the standard of the cross, prosecuted with great
 zeal, and under circumstances of privation and suffering, may be regarded as
 abortive. There is something impressive in the rites of the Catholic church --
 something in its mysteries calculated to overawe the wild men of the woods. So
 long as the missionary was in their midst and superintended their labors, they
 yielded to his guidance and adopted his recommendations, so far at least as
 conduced to their comfort; but when he withdrew, with equal facility they glided
 into their former habits. The superstructure raised with so much care fell to
 the ground the moment the sustaining hand was withdrawn."
 Speaking of the failure of the missionaries to attain the success which
 they deserved, Mackenzie, an English traveler, in 1801, remarks that the
 Canadian missionaries should have been contented to improve the morals of their
 own countrymen, so that by meliorating their character and conduct they would
 have given a striking example of the effect of religion to the surrounding
 savages. "The whole of their long route I have often traveled," he continues,
 "and the recollection of such a people as the missionaries having been there was
 confined to a few superannuated Canadians, who had not left that country since
 the cession to the English in 1763, and who particularly mentioned the death of
 some, and the distressing situation of them all."
 Parkman's Estimate. -- Parkman, in summing up the efforts
 of the Jesuits in Canada, says: "With the fall of the Hurons, fell the best
 hopes of the Canadian mission. They, and the stable and populous communities
 around them, had been the rude material from which the Jesuit would have formed
 his Christian empire in the wilderness; but one by one these kindred people were
 uprooted and swept away while the neighboring Algonquins, to whom they had been
 a bulwark, were involved with them in a common ruin. * * * The cause of the
 failure of the Jesuits is obvious. The guns and tomahawks of the Iroquois were
 the ruin of their hopes. Could they have curbed or converted those ferocious
 bands, it is little less than certain that their dreams would have
 become a reality. Savages tamed -- not civilized, for that would have been
 impossible -- would have been distributed in communities through the valleys of
 the Great Lakes and the Mississippi, ruled by priests in the interest of
 Catholicity and of France. Their habits of agriculture would have been
 developed, and their instincts of mutual slaughter repressed. True to her far
 reaching and adventurous genius, New France would have occupied the West with
 traders, settlers and garrisons, and cut up the virgin wilderness into fiefs,
 while as yet the colonists of the English were but a weak and broken line along
 the shore of the Atlantic; and when at last the great conflict came, England and
 Liberty would have been confronted, not by a depleted antagonist, but by an
 athletic champion of the principles of Richelieu and of Loyola.
 "Liberty may thank the Iroquois that, by their insensate fury, the
 plans of her adversary were brought to naught, and a peril and a woe averted
 from her future. * * * Meanwhile let those who have prevailed yield due honor to
 the defeated. Their virtues shine amidst the rubbish of error, like diamonds and
 gold in the gravel of the torrent."
 
 THE FUR TRADE.
 
 For a century and a half after the discovery of the Great Lakes their
 commerce was chiefly furs. It was a valuable trade. The lakes penetrated inland
 nearly a thousand miles, and by means of portages gave ready access to a still
 wider scope of country, inhabited only by roving bands of savages and wild
 animals. When the Canadian settlements were established, trade quickly sprang up
 with the natives, and the Indians made voyages from the upper lake region to
 Montreal to exchange furs and peltries for the weapons and cheap ornaments of
 the immigrants. For a long series of years Montreal was the center of a large
 and profitable trade. Thousands of Frenchmen of all grades of life came over to
 better their fortunes, and ships bearing the white banners of France crossed the
 Atlantic, carrying westward passengers and supplies and returning with a freight
 of peltry. The earliest demand was supplied by the Indians near by. As the
 helpless beaver, mink and otter became exterminated, the hardy "voyageurs"
 pushed and rowed their bateaux in all directions, yet made their home in
 Montreal, where they spent the winters in rioting on the savings of the summers.
 Still later it was necessary to establish frontier stations to serve as outposts
 for the merchants of Montreal, and this movement it was that stimulated
 exploration.
 The fur-trader, the wild, daring wood ranger, or coureur de bois, was
 the pioneer of New France; in his footsteps followed the priest. The trading
 post and the mission house are the twin types of the French occupation on the
 shores of the lakes.
 "The rich peltries of North America," said the late Frederick Gunther,
 of New York, in an article on the fur trade in "One Hundred Years of American
 Commerce," "were the magnet holding forth the promise of commercial gain, that
 drew hitherwards the pioneers and precursors of civilization. The Canadian
 provinces owe their first start on the road to prosperity to the fur trade. The
 French pioneers discovered that as the Indians were ignorant of the value of the
 furs which they accumulated, an enormous profit was possible to the successful
 trader in these articles. In the infancy of this industry there was absolutely
 no limit to the percentage of profit, as the Indians would exchange the most
 valuable peltries for European trinkets, that were worth nothing except the cost
 of transportation."
 The Indian fur trade is thus described by Colder in his memorial: "The
 Indians make a long narrow boat, made of the bark of the birch tree, the parts
 of which they join very neatly. One of these canoes, that can carry a dozen men,
 can be carried on the shoulders of two men, so that when they have gone as far
 by water as they can (which is further than is easily to be imagined, for their
 loaded canoes don't sink six inches into the water) they unload their canoes and
 carry both goods and canoes upon their shoulders overland, into the nearest
 branch of the river they intend to follow. Thus the French have an easy communication with all the countries bordering upon the river St.
 Lawrence and its branches, with all the countries bordering upon these inland
 seas, and can thereby carry their burdens of merchandise through all these large
 countries, which could not by any other means than water carriage be carried
 through so vast a tract of land. By means of the Mississippi river and the lakes
 there is opened such a scene of inland navigation, as cannot be paralleled in
 any other part of the world."
 The fur trade of Canada produced a class of men hardy, agile, fearless
 and in habits approximating the savage. Inured to toil, the voyageurs arose in
 the morning, "when it was yet dark," and, pushing their birch bark canoes into
 the water, swiftly glided away "like the shade of a cloud upon the prairie, and
 often did not breakfast till the sun had been for hours above the horizon."
 Halting for a short period they partook of their coarse fare, then re-embarking
 they pursued their voyage to the land of the beaver and buffalo, the woods
 echoing their chansons until the shades of night began to fall.
 Parkman thus described the traders: "The fur trade engendered a
 peculiar class of men, known by the appropriate name of bush rangers, or
 coureurs de bois, half-civilized vagrants, whose chief vocation was conducting
 the canoes of the traders along the lakes and rivers of the interior. Many of
 them, shaking loose every tie of blood and kindred, identified themselves with
 the Indians, and sank into utter barbarism. The borders of the English colonies
 displayed no such phenomena of mingling races. The English fur-traders, and the
 rude men in their employ, showed, it is true, an ample alacrity to fling off the
 restraints of civilization, but, though they became barbarians, they did not
 become Indians."
 The character of many of these voyageurs gave great offense to the
 missionaries, and in their estimations seriously jeopardized the success of
 religious labor among the natives. Complaints were made, and the Canadian
 Government finally decreed that no one should trade with the Indians unless
 provided with a license. These licenses were granted to officers and others, who
 had influence at court, but in prosecuting their privileges they often employed
 the voyageurs, who were objectionable to the missionaries, and thus defeated the
 object of the restrictions.
 Cardinal Richelieu afterward organized the company of the Hundred
 Associates to colonize and monopolize the fur trade of New France. Restrictions
 continued throughout the French regime. Henry, the English trader, says: "Under
 the French government of Canada, the fur trade was subject to a variety of
 regulations, established and enforced by royal authority; and, in 1765, the
 period at which I began to prosecute it anew, some remains of the ancient system
 were still preserved. No person could go into the countries lying northwestward
 of Detroit, unless furnished with a license; and the exclusive trade of
 particular districts was capable of being enjoyed, in virtue of grants from
 military commanders."
 Two of the most famous men among the early hunters and trappers were
 Nicholas Perrot and Daniel Greysolon Duluth, the latter of whom was a kind of
 Canadian Robin Hood, and like any other forest chieftain had his band of forest
 rangers. For years he wandered through the northwestern forests, founded posts
 at various important points, where the fur trade could be prosecuted with
 advantage, and was so fortunate as to have a city named in his honor.
 In 1654 two French traders went to the country west of Lake Michigan,
 and in August, 1656, they led back a flotilla with furs, reaching Quebec; but it
 is not known who these Frenchmen were. In 1658-59 Gros-seilliers went to the
 shore of Lake Superior, and there fell in with some of the Sioux, who told him
 of a great river far to the west. Being on the St. Lawrence in 1659, he was
 joined by Radisson, a new expedition was formed, and the two started west with
 an escort. They reached the Pictured Rocks, which Radisson claimed to have seen
 first of any Christian. They went on to La Pointe (now Ashland), and there remained for some time, while their Huron guides paid a visit south to
 some of their kinsmen. Where the two Frenchmen went from La Pointe is uncertain.
 Radisson says: "We went to the great river which divides itself into two parts
 where the Hurons had retired. The river is called the Forked, because it has two
 branches, one toward the south the other toward the west, the southern branch we
 believe reaching Mexico."
 If they really saw the Mississippi at this time, they saw it about a
 dozen years before it was visited by Joliet. Afterward they wandered around the
 western end of Lake Superior, and were the first to define its limits in that
 direction. Here they found themselves among the Dakotahs, in whose language they
 fancied they detected traces of the Chinese accent.
 In 1660 Grosseilliers and Radisson led a flotilla of sixty Lake
 Superior canoes back to Three Rivers, where the ships gladly received their
 complement of furs. In August following, Grosseilliers started west once more
 with a new outfit, accompanied by several Frenchmen, giving escort to the aged
 Jesuit missionary, Rene Menard, and passed the winter on the southern shore of
 Lake Superior, on Keweenaw bay, at a mission called St. Theresa's, among the
 Ottawas. These Indians proving rather intractable, Menard started with a single
 servant and a few companions to seek a remnant of the Hurons, who were living in
 what is now Wisconsin. The route was intricate, crossing many sluggish streams,
 tangled swamps and portages, in consequence of which the aged priest lost the
 trail of his companions, and was never heard of more.
 Radisson and Grosseilliers were unlicensed traders. It is related that
 their goods were seized by the French, which so enraged them that they went to
 England and induced the formation of the Hudson Bay Company, one of the early
 causes of friction between the French and English in the New World.
 Explorations of the Trader Joliet. -- Joliet, one of the
 most successful traders, was selected by Talon, intendant of Canada, to explore
 the "great water," of which there had been many reports, west of the lakes. He
 was calm and dispassionate in temperament and inflexible in purpose, well
 adapted to the mission for which he was chosen. In the spring of 1673 Joliet and
 Father Marquette, with five compatriots, started in two canoes on their journey
 through the wilderness, which stretched far beyond what is now called Green bay.
 Ascending the Fox river, they obtained Indian guides to lead them across the
 portage to the Wisconsin river, which flowed southwesterly and emptied into the
 great river, in search of which so many former explorers had failed of success.
 Upon the placid bosom of the Wisconsin they gently sailed down to the
 Mississippi, finding themselves upon this great water about a month after
 leaving St. Ignace. Going down the Mississippi,
 as far as the mouth of the Arkansas river, they became satisfied that the
 Mississippi did not, as had been for many years supposed, lead into the Gulf of
 California, but instead into the Gulf of Mexico. They therefore decided to
 retrace their steps, and coming to the mouth of the Illinois river they passed
 up that stream, followed the Des Plaines river, crossed the Chicago portage, and
 at last found themselves at the southern extremity of Lake Michigan. It was then
 the end of September, and Joliet did not reach Canada until the following
 summer, when, passing down the St. Lawrence in his canoe, just after running the
 La Chine rapids, his boat was capsized and he lost all the original notes of his
 journey. Count Frontenac, however, received from him a full verbal account of
 his explorations, which he sent to France.
 Copper in the Lake Superior Regions. -- Cartier, the
 daring navigator, when he reached the site of Montreal, in 1535, listened to
 descriptions of the country from which the Indians obtained red copper, reached
 by the Ottawa river.
 To the incentive of the fur trade a new impulse was added, when, in the
 spring of 1609, some Algonquins visited the trading post (Montreal), and one of
 the chiefs exhibited a sheet of copper one foot in length, of pure quality, and
 told how it came from the banks of a tributary of a great lake, and
 how it was their custom to melt the lumps and roll them into sheets with
 stones.
 The ingot of red copper which Brule, at some time prior to 1629,
 carried to Montreal, still further aroused interest in that metal.
 Pierre Boucher, in a little book published in Paris in 1663, wrote: "In
 Lake Superior there is a great island, which is fifty leagues in circumference
 in which there is a very beautiful mine of copper." He also stated that he had
 heard of other mines from five Frenchmen lately returned, who had been absent
 three years, and that they had seen an ingot of copper, which they thought
 weighed more than 800 pounds, and that Indians after making a fire thereon would
 cut off pieces with their axes. Father Allouez discovered pieces of pure copper,
 weighing from ten to twenty pounds. In 1669 Baron La Houton visited the lake and
 described the copper. Charlevoix passed through the region on his way to the
 Gulf of Mexico in 1721, and mentioned the mines in his "Journal of a Voyage to
 North America."
 Various explorations were made by the French in search of copper in the
 Lake Superior region, but the industry was not actually developed during their
 administration of the inland seas.
 
 Story of La Salle and the Griffin
 
 
 Character Of Lasalle, The Intrepid Explorer -- Seeks A Passage To China -- Early
 Life Of La Salle -- Starts For The West With
 Dollier -- Change Of Plan -- Fort Frontenac Is Built -- Receives A Royal Grant -- Builds The
 Frontenac -- The Great Voyage Begun --
 Building The Griffin -- She
 Is Launched -- The Griffin Sets Sail --
 Description Of The Voyage -- Storm On Lake Huron -- Touches At
 Michilimackinac -- Arrives At Green Bay
 -- Starts On Her Return Voyage -- Various Accounts Of Her Probable Fate -- La Salle's Subsequent Travels -- His Untimely Fate -- First Vessel On Lake
 Superior.
 
 
 OF ALL the names that shed luster upon French discovery in America that
 of La Salle alone ranks with Champlain. On the Great Lakes he is best known as
 the owner and master of the Griffin, the famous craft of about sixty tons, which
 was the first vessel to spread its sails on Lakes Erie, Huron and Michigan, and
 which excited the deepest emotions of the Indian tribes, then occupying the
 shores of these inland waters. The key to the character of La Salle has never
 been fully revealed. Conquest was his passion, and to this purpose he applied
 the energy and strength of a remarkable nature, accomplishing results few would
 have attempted. He was taciturn, trusted only himself, lacked sympathy and made
 enemies. Cavelier de la Salle, says Parkman, stands in history like a statue
 cast in iron.
 His aim in the western world was to discover a passage to far Cathay to
 oriental trade and wealth in China and Japan, the ignis fatuus that stimulated
 the exertions of many early American explorers. On reaching Canada he found an
 established order of things, missions that monopolized the spiritual interests
 of the natives, currents of Indian trade that centered at Montreal. His
 ambitions led him to override these settled institutions, and he aroused the
 antagonism of priests and merchants. The French colonists, however, had already
 begun to fear the English encroachments upon the lake fur trade,
 and lent a willing ear to measures that would check it. "With a fort at the
 mouth of Lake Ontario and a vessel on Lake Erie," wrote Governor Frontenac, in
 1673, after Fort Frontenac had been built, "the French could command all the
 upper lakes." La-Salle's dreams were far beyond these considerations. His
 thought spanned the globe, and the lakes were only a means to an end. But to
 accomplish his purpose, he recognized the need of a trade in Indian furs and its
 profit. Frontenac sympathized with his plans, and no doubt expected to share in
 the profits. And so the little schooner, Frontenac, plowed the waters of Lake
 Ontario, and the famous Griffin was constructed in the country of the hostile
 and powerful Iroquois, most of whom were absent at the time on a distant war
 expedition. Consent to the construction of the vessel was gained by La Salle,
 from the savages who remained at home, by methods and arguments known only to
 himself.
 When La Salle established Fort Frontenac, he removed the fur trade from
 Montreal to points west. He thereby antagonized both the merchants and the
 Jesuits at Montreal. The former complained of a loss of profits, the latter of
 the corruption of converts. La Salle had conceived the scheme of pushing the
 depot of trade into the heart of the continent, and shipping either via the St.
 Lawrence or the Gulf of Mexico, thus cutting off the English entirely.
 Early Life of La Salle. -- The name of La Salle in full
 was Rene Robert Cavelier, de la Salle. La Salle was the name of an estate near
 Rouen, France, belonging to the Caveliers. French burghers, owning considerable
 estates, often distinguished members of their families by designations borrowed
 from these estates.
 La Salle, though in his youth a Jesuit, could not remain a member of
 that society. He had a brother in Canada, the Abbe Jean Cavelier, a priest of
 St. Sulpice, which fact appears to have shaped his destiny, and thus to have
 been an antecedent to much of the early history connected with the navigation of
 the Great Lakes, as well as of discovery and exploration in the great
 Mississippi valley.
 He was born in 1643, and sailed for Canada in the spring of 1666 to
 seek his fortune, for having joined the Jesuits in his youth, he was, by French
 law, deprived of his share in his father's estate. However, when he left his
 native country, he had about 400 livres. He landed in Montreal, where was
 located the Seminary of St. Sulpice, the priests of which were granting out
 their lands to settlers upon easy terms. But La Salle was more fortunate than
 the ordinary settler, for Queylus, superior of the seminary, made him a
 gratuitous grant of a large tract of land at a place subsequently named La
 Chine, above the great rapids of that name, and about nine miles above Montreal,
 just at the foot of what has since been called the Lake of St. Louis.
 Certain Iroquois Indians told him of a great river, which they called
 the Ohio, but which was the Mississippi, far to the west, which La Salle thought
 must flow into the Gulf of California, and would thus give him a western passage
 to China. His resolution was immediately formed, and having expended all his
 money in the improvement of his grant at La Chine, and not being able to obtain
 any from Governor Courcelles or of the intendant, Talon, he sold a portion of
 his grant to the Seminary of St. Sulpice, and the remaining portion to Jean
 Milot, and with the funds thus received bought four canoes, with the necessary
 supplies, and hired fourteen men.
 Starts for the West with Dollier. -- But the priests of
 the Seminary of St. Sulpice had already formed a project, having for its object
 the exploration of the great Northwest, for the purpose of carrying the Faith to
 the benighted Indians in the upper Mississippi valley. Three years before they
 had established the mission at Quinte, on the northern shore of Lake Ontario,
 which was then in charge of two of their number, one of whom was the Abbe
 Fenelon, elder brother of the celebrated Archbishop of Cambray. The expedition
 fitted out by these priests was to be directed by Dollier, one of the priests of
 Quinte, and upon his going to Quebec to obtain his outfit, he was 
 prevailed upon by Governor Courcelles to act in concert with La Salle. Galinee,
 one of the brother priests of Dollier, became his colleague, because he was
 skilled in surveying, and could therefore make a map of their route. Dollier's
 party procured three canoes, and the two expeditions, Dollier's and La Salle's,
 were combined into one. They began their voyage July 6, 1669.
 The start was made from La Chine, twenty-four men embarking in seven
 canoes, on Lake St. Louis. In addition there was a party of Seneca Indians in
 two canoes, who went along as guides. They fought their way up through the
 rapids of the St. Lawrence river, then threaded their journey through the
 romantic channels of the Thousand Islands, and thence into Lake Ontario, landing
 at the great village of the Seneca Indians, near the banks of the Genesee. Here
 they remained about a month before they could find "another suitable Indian
 guide. Then an Indian from a village called Ganastogue, at the head of Lake
 Ontario, offered to conduct them to his village. Coasting along the southern
 shores of Lake Ontario they passed the mouth of the Niagara river, where they
 for the first time heard the roar of the Falls, soon afterward reaching
 Ganastogue.
 The inhabitants of this village were friendly, and presented La Salle
 with a Shawnee prisoner, who offered to guide them to the Ohio river, which he
 said could be reached in about six weeks. As related in a previous chapter, La
 Salle fell in with Louis Joliet, at Ganastogue. Talon had sent Joliet to
 discover and explore the copper mines of the Lake Superior region, and the
 explorer was returning without having accomplished his mission.
 Change of Plan. -- This first meeting between La Salle and
 Joliet caused a change in the plans of the former with reference to the course
 which he would pursue. On September 30, Dollier having said mass, and La Salle
 having received the sacrament, La Salle and the priests, who had accompanied him
 thus far, separated, the Sulpitians descending Grand river toward Lake Erie, and
 La Salle, as they supposed, returning to Montreal. But this was only supposition
 on their part. To return to Montreal was no part of La Salle's design. What he
 actually did, however, for two years thereafter is largely matter of conjecture,
 for it is involved in doubt and perplexity. But it would appear that he was
 engaged in exploring the country south and west of the Great Lakes, that he
 discovered the Ohio river and descended at least as far as Louisville or the
 Falls of the Ohio, and that he became convinced that the Mississippi river
 flowed into the Gulf of Mexico instead of the Gulf of California.
 Fort Frontenac is Built. -- La Salle, it is well known,
 was wedded to ideas, and he was determined to discover a passage to China and
 Japan across the American continent. It was also his intention to anticipate the
 English and the Spaniards in the occupation of the great West, and to establish
 a fortified post at the mouth of the Mississippi. On his return to Montreal,
 about 1671, Count Frontenac became his powerful friend, and determined to erect
 a fort on Lake Ontario, to this end issuing an order to the inhabitants of
 Quebec, Montreal and Three Rivers, and other settlements, to furnish him with a
 certain number of armed men, besides the requisite canoes.
 This fort, through the advice of La Salle, was located at the mouth of
 the Cataraqui, on the present site of Kingston, to which point Frontenac
 proceeded in 1673 with about 400 men and 120 canoes, besides two large
 flatboats, which he caused to be painted in red and blue with strange devices in
 order that he might dazzle the Iroquois Indians, and thus the more easily reduce
 them to subjection. Passing the rapids of the St. Lawrence and up through the
 Thousand Islands, he reached Lake Ontario. Here, in order to overawe the
 Indians, he arranged his canoes in order of battle, the first line being
 composed of four divisions. Then came the two flatboats, and after them
 Frontenac, his staff, his guards and general volunteers, with the canoes. Three
 Rivers was on his right and the Indians on his left. The rear line was brought
 up in two divisions, and the whole was for those times and that place a most formidable array. Crossing over the smooth and peaceful waters of
 Lake Ontario, he at length approached the village at the mouth of the Cataraqui,
 where he was received by the Iroquois, whom he subdued and conciliated, making
 them his friends. Having completed the palisades of his fort, he sent his party
 home by detachments, who found it much easier to go down the St. Lawrence than
 the upward voyage had been.
 Receives a Royal Grant. -- In 1674 Frontenac sent La Salle
 to France, where he obtained from the King a grant of Fort Frontenac and lands
 adjacent, agreeing to repay Frontenac for the expense of establishing the fort,
 and further agreeing to maintain a garrison there at his own expense. Returning to Canada, he strengthened Fort Frontenac
 in 1676, erected a strong stone wall on the land side, and made more secure the
 palisades facing the water. He brought cattle from Montreal, constructed barks
 to navigate the lakes (according to Margry i 334), keep the Iroquois in check
 and deter the English from trading on the lakes. In 1677 La Salle again visited
 France and obtained a permit dated May 12, 1678, allowing him to explore the
 western part of New France as far as Mexico, with the privilege of trading with
 the natives, but expressly excluding trade with the Ottawas and such tribes as
 already brought their beavers to Montreal. Governor Frontenac was to share in
 the proposed profits of the trade.
 As soon as he received his grant from Louis XIV, May 12, 1678,
 authorizing him to build as many forts as he might need, provided they be built
 within five years, and to explore the country, to secure it by means of these
 forts, and find a passage, if possible, to Mexico, he procured iron, cordage and
 anchors for two vessels, one of them to be built on the Great Lakes above the
 falls in the Niagara river.
 Builds the Frontenac. -- While in France securing the
 above grant and the means to carry out his enterprise, he became acquainted with
 Henry de Tonty, an Italian officer, a protege of Prince de Conti, who sent him
 to La Salle. They reached Quebec September 15, 1678, and upon their arrival at
 Fort Frontenac La Salle strengthened the palisades and built the little bark
 Frontenac, in which Tonty set sail for the Niagara river, November 18, 1678,
 with Father Hennepin and others. Tonty had instructions to build a fort "near
 the great cataract, by which the lakes of higher elevation precipitate
 themselves into Lake Frontenac (Ontario), for it is from there 500 leagues by
 water to the place where Fort Dauphin is to be begun." Fort Dauphin was
 afterward to be built on the Illinois river, but under another name. From this
 point it only remained to descend the great river of the Bay de St. Esprit to
 reach the Gulf of Mexico. This was La Salle's idea, he having been misinformed
 as to the Mississippi river discharging itself into Mobile bay, or Bay de St.
 Esprit.
 The Great Voyage Begun. -- Fort Conti was to have been
 built on the site afterward occupied by Fort Niagara. La Salle called Lake Erie,
 Lake de Conti. He sent forward fifteen men to Lake Michigan, and the Illinois to
 trade with the Indians and to collect provisions. On the trip the Frontenac kept
 close along the northern shore of Lake Ontario to escape the fury of the winds,
 which blew savagely from the northeast. Reaching the vicinity of the Indian
 town, Taiaiagon, not far from the present site of Toronto, the vessel ran for
 safety into a harbor, which Parkman thinks was probably the Humber, where they
 were shut in by ice, and they were forced to cut their way out with axes. On
 December 5 they attempted to cross to the mouth of the Niagara river, but
 darkness overtook them and they spent the night just outside on troubled waters
 five or six miles from shore.
 In the morning they entered the mouth of the Niagara river and landed
 on the eastern side of the river, where now stands Fort Niagara. From this point
 Hennepin, with several companions, ascended the river to the foot of the
 mountain ridge of Lewiston, "which, stretching on the right hand and on the
 left, forms the acclivity of the first plateau, rent with the mighty chasm,
 along which from this point to the cataract, seven miles above, rush, with the
 fury of an Alpine torrent, the gathered waters of four inland
 oceans."
 Hennepin landed on the west bank near the foot of Queenston Heights,
 and passed on up to the Falls, the height of which he gives at 500 feet, and
 later at 600 feet. Hennepin spelled the name, Niagara, as it now stands in
 literature; but by various writers, both before and after him, it was spelled in
 many different ways. In 1641 Lalemont wrote it, Onguiaahra, and Sanson wrote it,
 Ongiara. Dr. O'Callaghan discovered thirty-nine distinct forms of the word. It
 is of Iroquois origin, and in the Mohawk dialect pronounced Ny-ag-ar-ah.
 In order to conciliate the Senecas, and reconcile them to the
 prosecution of their enterprise, La Motte and Hennepin paid a visit to their
 chief village, near the present village of Victor, a short distance southeast of
 Rochester, which they reached December 31, 1678, after a march of five days.
 Their mission was not a success, and they set out upon their return.
 Building of the Griffin. (Hennepin, 1704)
 Cassier's MagazineBuilding the
 Griffin. -- La Salle arrived at the head of Lake Ontario in January,
 1679, and made the portage around Niagara Falls to Lake Erie, or rather to the
 upper Niagara river, stopping about six miles above the Falls on the American
 side. On this side of the river he built the schooner Griffin of, some say, 45
 tons, others, 60 tons burden. The precise location where this historic craft was
 built, has been a matter of much conjecture among the best American historians;
 but the best authorities now seem to have settled down on a point on Cayuga
 creek near its mouth, as the precise spot, which is in Niagara county, N. Y.,
 where the little village of La-Salle is now located.
 The work of building this vessel was carried on through the winter of
 1678-79 with vigor by the companions of La Salle, he being absent most of the
 time at Fort Frontenac, attending to his private affairs, which were in some
 confusion, and by which he was greatly embarrassed. Tonty and Hennepin had
 charge of the construction work. Although permission had been granted by the
 chief men of the Seneca tribe of Indians, yet there were many individuals of
 that tribe who did not approve of the building of the ship.
 She is Launched. -- These hostile Senecas formed a plan of
 burning the growing vessel, as she lay upon her stocks, but happily their
 designs were frustrated by the receipt of timely information, furnished by a
 squaw. -Still the strictest vigilance was constantly observed. Then, too, the
 workmen themselves became dissatisfied, and it was with great difficulty that
 they were held to their duties. However, through the persistent efforts and
 persuasion of Hennepin and Tonty, the work went on, and the vessel was nearly
 ready to be launched in May. The looming up of its formidable hull in the stocks
 continued to excite the jealousy of the Senecas, and they again threatened to
 burn the new vessel, and this led to an earlier launching than was at first
 intended. This was carried out with due ceremony, she easily sliding off into
 the Cayuga channel of the Niagara river. About this time a party of Iroquois
 Indians, returning from the chase, were greatly astonished at the spectacle they
 witnessed, and they could not repress their admiration for the Frenchmen, who
 had built such a large floating fort in so short a time. To these Frenchmen they
 gave the name of Ot-kon, meaning penetrating minds, the corresponding word in
 the Seneca language being Ot-goh, meaning supernatural beings or spirits; and
 the Seneca, notwithstanding their continued opposition to the enterprise as it
 progressed, attended the launching of the vessel, and partook freely of the
 brandy, which was distributed with a liberal hand on the occasion.
 The name selected by LaSalle for this pioneer of the Great Lakes was Le
 Griffon (The Griffin), in honor, some say, of Count Frontenac, whose coat of
 arms was ornamented with a figure of that mythical animal. Hennepin says she was
 named Le Griffon to protect her from the fire, with which she was threaten. The
 chimerical creature known as the griffin was most frequently represented as a
 cross between a lion and an eagle, having the body and legs of the former, and
 the beak and wings of the latter. In this form it appears on ancient coins, and as an ornament in classical architecture. And it was a figure,
 representing this imaginary creature, that Le Griffon carried on her prow, but
 which, even if it did save her from the fire of the Senecas, did not, about six
 weeks later, save her from the fury of the winds. Another account says: "The
 vessel was sixty tons burthen, completely rigged, and found with all
 necessaries, arms, provisions and merchandise; besides seven pieces of cannon,
 two of which were of brass. There was a griffin flying at the jib-boom and an
 eagle above, and the other ornaments that were used to grace a ship of war."
 The Griffin remained in the river for some time, and then, when her
 rigging was complete, sailed up on the easterly side of Grand island by means of
 the force of the wind alone. She dropped her anchor below Squaw island, in ten
 feet of water, and there remained for some time. At length, on August 7, 1679, a
 favorable northeast wind having sprung up, an attempt was made to sail up over
 the rapids, which was successfully accomplished by the aid of a dozen stalwart
 men tugging away at a tow line on the shore. In this way Le Griffon passed up
 into Lake Erie. She had ori board of her a battery of seven small cannon and a
 quantity of musketry, a flag at her mast head, bearing the device of an eagle,
 and as stated before a carved griffin on her prow. As she passed up into the
 lake a dozen Seneca Indians watched her from the banks of the Niagara, and
 looked upon her as a ship with wings.
 
 THE GRIFFIN SETS SAIL.
 
 The Griffin From an old
 cut.After the men who had towed the Griffin up
 through the rapids had embarked, her sails were again spread to the wind, a
 salute was fired from the cannon and musketry, and all on board joined in
 singing the "Te Deum Laudamus," and her prow was turned toward the great
 Northwest. The wished-for wind from the northeast arose, and the party, to the
 number of thirty-two souls, embarked, and, contrary to the predictions of the
 pilot, succeeded in ascending the rapids into the lake. It was a day of
 rejoicing and gratitude, religiously acknowledged by the happy voyagers, as the
 vessel floated on the bosom of the beautiful Lake Erie.
 The Griffin now spread her sails to the auspicious breeze, and
 commenced her adventurous voyage. The vast inland seas, .over which she was
 about to navigate, had never been explored, save by the canoe of the Indian,
 timidly coasting along their shores. Without chart to warn of hidden dangers,
 she boldly ploughed her way, the pioneer of the vast fleets of modern lake
 commerce. A moonless night and a thick fog settled on the lakes, so they
 cautiously felt their way, sounding as they went. They had been told that Lake
 Erie was full of shoals, fatal to navigation. Suddenly the sound of breakers was
 borne to the ears of the watchful crew. All but La Salle were sure it was the
 noise of the waves, occasioned by a change of wind. But he had seen the rude
 chart of Galinee, made ten years previous, containing a rough outline of the
 northern shore, showing Long Point, extending southeastward across the course of
 the Griffin. Suspecting they were approaching this danger, he ordered the pilot
 to change the course to east northeast. The little vessel proceeded
 on that course under a light breeze for two or three hours, hearing the same
 noise and sounding constantly without finding any bottom. An hour later the
 depth suddenly diminished to three fathoms. All hands were aroused and the
 course again changed. At length the fog lifted and Long Point lay directly
 before them.
 La Salle's conjectures proved correct. His caution and vigilance had
 saved his barque from probable wreck. On the next day they doubled the dangerous
 headland, which they named St. Francis, now known as Long Point. At sunset they
 had sailed forty-five leagues from the outlet of the lake. After another anxious
 night they reached the widest part of the lake, from the shores of which, on
 either hand, stretched illimitable forests, unbroken by the faintest sign of
 civilization.
 On the 9th of August, the winds being favorable and the lake smooth,
 Point aux Pins and Point Pelee were doubled on the starboard side, and on the
 10th, early in the morning, passing between Point Pelee and the Bass islands,
 they reached the mouth of the Detroit river. Here they found Tonty and his men,
 waiting for the bark. They had encamped on a narrow beach, at the mouth of the
 strait, with the river in front and a marsh in the rear. A fresh northeast wind
 had suddenly raised the water during the night at that end of the lake, and it
 surprised and threatened to wash them during their slumbers. At break of day the
 Griffin appeared, a welcome sight. They signaled her with three columns of
 smoke. She came to anchor at the summons and received them on board.
 On the 11th she entered the river and sailed up between Grosse Isle and
 Bois Blanc island. It is said that Hennepin was even more impressed with the
 beautiful scenery of the Detroit river than that of the Niagara. Following the
 official account, he describes the strait as "thirty leagues long, bordered by
 low and level banks, and navigable throughout its entire length; that on either
 hand were vast prairies, extending back to hills covered with vines, fruit
 trees, thickets and tall forest trees, so distributed as to seem rather the work
 of art than of nature." All kinds of game abounded, including many species new
 to the travelers. The awnings, which covered the deck of the Griffin, were
 garnished with carcasses of deer, killed by the crew. Abundance of all kinds of
 timber, suitable for building purposes, was growing on shore; also nut and
 fruit-bearing trees, and wild vines loaded with grapes. "The inhabitants," said
 Hennepin, "who will have the good fortune to some day settle on this pleasant
 and fertile strait, will bless the memory of those who pioneered the way, and
 crossed Lake Erie by more than a hundred leagues of an unknown navigation."
 Hennepin had failed to induce La Salle to found a colony on the banks
 of the Niagara. He now set forth the superior merits of the Detroit river for
 such an enterprise, pressing its commercial advantages, while his real object,
 as avowed in his narrative, was to advance the interests of his religion under
 cover of secular considerations. But he made no impression on the fixed purposes
 of La Salle, who resolutely pursued his way in the Griffin, intent on the
 accomplishment of the great enterprise he had inaugurated.
 On the 10th of August the festival of Saint Claire, they entered and
 crossed the lake, which they named after that saint. In attempting to pass from
 the lake into the river above, they encountered the same obstacles which, after
 a lapse of two centuries, confront the mariners of to-day. In describing it,
 Hennepin says: "We found the mouth of the St. Clair river divided into many
 narrow channels full of sand bars and shoals. After carefully sounding them all
 we discovered a very fine one two or three fathoms deep and almost a league wide
 throughout its entire length." Contrary winds delayed their progress through the
 St. Clair river for several days. At length they were enabled to approach Lake
 Huron, but the violent current, increased by a northerly gale, prevented their
 advancing. The wind shifting to the south, they succeeded, with the aid of a
 dozen men towing on shore, as at the outlet of Lake Erie, in surmounting the rapids, which were pronounced by Hennepin almost as strong as
 those of Niagara. They entered the lake August 23, the Franciscans chanting the
 "Te Teum" for the third time, and thanking the Almighty for their safe
 navigation thus far and for the sight of the great bay of Lake Huron, on the
 eastern shores of which their brethren had established one of the earliest
 missions in North America, sixty-four years before.
 As soon as they entered the lake a fresh wind drove them rapidly along
 its eastern shores until evening, when it changed violently to the southwest.
 The Griffin then tacked to the northwest, and, running on that course all night,
 crossed the Bay of Saginaw, thirty miles in width, and which penetrates twice
 that distance into the heart of the Michigan peninsula. When morning came they
 were running in sight of land on a northwesterly course, parallel with the
 western coast. This continued until evening, when they were becalmed in two
 fathoms of water, among the Thunder Bay islands.
 They sought under easy sail for an anchorage, during a part of the next
 night; but finding none satisfactory, and the wind increasing from the west,
 they steered north to gain an offing, sounding their way and waiting for the
 day. La Salle, having discovered evidence of negligence on the part of the
 pilot, took personal supervision of the lead during the remainder of the
 voyage.
 Storm on Lake Huron. -- On the 25th they were becalmed
 until noon, when, favored by a northerly wind, they started northwest. Suddenly
 the wind veered to the southwest. At midnight they changed their course to the
 north to avoid a cape, since known as Presque Isle, which projected into the
 lake. Hardly had they doubled this, when a furious gale compelled them to beat
 to windward under main and foresail, and then to lie-to until morning. On the
 26th the violence of the gale obliged them to haul down their topmasts, to lash
 their yards to the deck, and drift at the mercy of storm. At noon the waves ran
 so high, and the lake became so rough, as to compel them to stand in for land.
 At this juncture, as related by Hennepin, La Salle entered the cabin, in much
 alarm, exclaiming that he commended his enterprise to the Divine protection. "We
 had been accustomed," says Hennepin, "during the entire voyage, to fall on our
 knees, morning and evening, to say our prayers publicly, and to sing the hymns
 of our church. But the storm was now so violent that we could not remain on the
 deck. In this extremity each one performed his devotion is independently, as
 well as he could, except our pilot, who could never be persuaded to follow our
 example. He complained that the Sieur de la Salle had brought him thus far to
 lose in a fresh water lake the glory he had acquired by many successful voyages
 by sea."
 In this fearful crisis, La Salle was induced by the importunity of the
 Recollects to make a special vow, and, by taking St. Anthony de Padua, the
 tutelary saint of the sailor, for his patron, he promised that if God would
 deliver them from their present peril, the first chapel erected in Louisiana
 should be dedicated to the memory of that venerated saint. The vow seems to have
 met a response, for the wind slightly decreased. They were obliged, however, to
 lie-to, drifting slowly all night, unable to find either anchorage or shelter.
 On the 27th they were driven northwesterly until evening, when, under favor of a
 light southerly breeze, they rounded Point St. Ignace, and anchored in the calm
 waters of the bay of Michilimackinac, described as a sheltered harbor, protected
 on all sides except from the southeast. Here our voyagers found a settlement,
 composed of Hurons (Kis-ka-kons), Ottawas and a few Frenchmen.
 The safe arrival of the Griffin in this secure haven was the occasion
 of great rejoicing to the weary voyagers. A salute was fired from the deck, and
 thrice responded to by the firearms of the Hurons on the shore. Mass was
 gratefully celebrated by the Franciscans in the chapel of the Ottawas. La Salle
 attended, robed in fine clothes, including a scarlet cloak bordered with gold
 lace, his arms being laid aside in the chapel in charge of a sentinel. More than
 a hundred bark canoes gathered around the Griffin, attracted by the
 novel spectacle. La Salle found at Michilimackinac some of the fifteen men he
 had sent forward from Fort Frontenac to trade with the Illinois Indians, and
 whom he supposed were already among the latter. They had listened to reports on
 the way that the plans of La Salle were visionary, and that the Griffin would
 never reach Michilimackinac. La Salle seized four of the deserters, and learning
 that two more were at Sault Ste. Marie, he dispatched Tonty with six assistants
 to arrest them.
 Arrives at Green Bay. -- As the season was rapidly passing
 away he was unable to wait for Tonty's return, and gave orders for the departure
 of the Griffin. On September 12, five days before Tonty's return, she sailed out
 of the straits into Lake Michigan, then called Lake Illinois. A prosperous run
 brought her to an island, since called Washington island, forty leagues from
 Michilimackinac, inhabited by the Pottawatomies. It is situated at the entrance
 of La Grand Baie, now Green bay. Some of the party were found there, who had
 been sent forward by La Salle to the Illinois the year previous. They had
 collected a large quantity of furs, to the amount of twelve thousand pounds, in
 anticipation of the arrival of the Griffin. The navigators found secure shelter
 in a small bay, now known as Detroit Harbor, on the southerly side of the
 island, where they rode out at anchor, a violent storm of four days'
 duration.
 Griffin Leaves for Niagara. -- As winter was now
 approaching La Salle loaded the Griffin with the furs, which had thus been
 collected, intending to send them to the store house he had built above the
 Falls, from there to be transhipped to Fort Frontenac, in satisfaction of the
 claims of his creditors. His own purpose was to pursue his route by canoe to the
 head of lake navigation, and from there to the country of the Illinois. Being
 unable to obtain more than four canoes, which were wholly insufficient to
 contain all the merchandise and various articles destined for his southern
 enterprise, he was obliged to leave a portion of his goods in the Griffin with
 directions to the pilot to deposit them at Michilimackinac, until the vessel
 should call for them on the return voyage.
 The Griffin sailed for the Niagara September 18. A favorable wind bore
 her from the harbor, and with a single gun she bade adieu to her enterprising
 builder, who never saw her again. She bore a cargo, valued with the vessel at
 fifty or sixty thousand francs ($10,000 or $12,000), obtained at great sacrifice
 of time and treasure. She was placed under the command of the pilot, Luc,
 assisted by a supercargo and five good sailors, with directions to call at
 Mickili-mackinac, and from thence proceed to the Niagara. Nothing more was heard
 of her.
 
 FATE OF THE GRIFFIN.
 
 It was not until the following January that La Salle abandoned hope
 that the Griffin was safe. She had on board material, including rigging and
 anchors, for another vessel, which he had expected to build on the Illinois
 river, thence to descend the Mississippi river to the West Indies.
 Parkman says of the ill-fated Griffin: "Indians, fur traders, and even
 Jesuits, have been charged with contriving her destruction. Some say that the
 Ottawas boarded and burned her, after murdering those on board; others accuse
 the Pottawatomies; others affirm that her own crew scuttled and sunk her; others
 again that she foundered in a storm. As for La
 Salle, the belief grew in him to a settled conviction, that she had
 been treacherously sunk by the pilot and the sailors to whom he had entrusted
 her. La Salle, in a letter to Frontenac, written in 1683, said that a young
 Indian belonging to him, told him that three years before he saw a white man,
 answering the description of the pilot, a prisoner among a tribe beyond the
 Mississippi. He had been captured with four others on that river while making
 his way with canoes, laden with goods, towards the Sioux. His companions had
 been killed. Other circumstances which La Salle details at great length,
 convinced him that the white prisoner was no other than the pilot of the
 Griffin. The evidence, however, is not conclusive."
 Of the destruction of the Griffin, Hennepin says: "It came
 to anchor at the mouth of Lake Illinois, where it was seen by some savages, who
 told us that they advised our men to sail along the coast, and not toward the
 middle of the lake, because of the sands that make the lake dangerous when there
 are high winds. Our pilot, as I said before, was dissatisfied, and would steer
 as he pleased without hearing to the advice of the savages, who, generally
 speaking, have more sense than the Europeans think at first. But the ship was
 hardly a league from the coast when it was tossed up by a violent storm in such
 a manner that our men were never heard from since; and it is supposed that the
 ship struck on the sand, and was there buried. This was a great loss, for the
 ship and cargo cost 60,000 livres. The rigging, anchors and goods were brought
 by canoes from Quebec and Fort Frontenac, which is such a vast charge that the
 carriage of every hundredweight cost eleven livres."
 Among the Jesuits is a tradition that the Griffin was driven ashore
 during a gale, and the crew murdered and the vessel plundered. The Buffalo
 Commercial Advertiser of January 26, 1848, published a letter from James W.
 Peters, of East Evans, Erie county, referring to some interesting relics found
 near Buffalo, to substantiate this tradition: "Some thirty-five or forty years
 ago, on the Ingersoll farm, in Hamburg, below the Eighteen-mile creek, and on a
 high bank in the woods, was found by Mr. Ingersoll a large quantity of wrought
 iron, supposed to be 700 or 800 weight. It was evidently taken off a vessel, was
 of superior quality, much eaten by rust, and sunken deep in the soil. A large
 tree had fallen across it, which was rotted and mixed with the earth. There were
 trees growing over the iron from six to twelve inches in diameter, which had to
 be grubbed up before all the iron could be reached. About twenty-seven years
 since, a man by the name of Walker, after a heavy blow on the lake, found on the
 beach, near where the irons were found, a cannon, and immediately under it a
 second one. I was there not forty-eight hours after they were found; they were
 much defaced by age and rust, and filled up with sand. I cleared off enough from
 one to lay a number of letters bare. The words were French and so declared at
 the time. The horns or trunnions were knocked off." It is highly improbable,
 however, that these were the remains of the Griffin.
 Charlevoix gives this account of the loss of the Griffin: "No very
 authentic tidings were had of it after it left the bay. Some have reported that
 the Indians no sooner perceived this large vessel sailing over their lakes, than
 they gave themselves up for lost, unless they could succeed in disgusting the
 French with this mode of navigating; that the Iroquois in particular, already
 preparing for a rupture with us, seized this opportunity to spread distrust of
 us among the Algonquin nations; that they succeeded, especially with the
 Ottawas, and that a troop of these last, seeing the Griffin at anchor in a bay,
 ran up under pretext of seeing a thing so novel to them; that, as no one
 distrusted them, they were allowed to go aboard, where there were only five men,
 who were massacred by these savages; that the murderers carried off all the
 cargo of the vessel, and then set it on fire. But how could all these details be
 known when we are moreover assured that no Ottawa ever mentioned it." This is
 the account given by De la Potherie and adopted by Colden in his "History of the
 Five Nations." Hennepin says that it put in at the north of Lake Michigan, and
 that soon after it left some Indians saw it suddenly disappear. Tonty merely
 says it was never heard of afterward.
 La Salle's Subsequent Travels: -- After the loss of his
 vessel, La Salle went west and built Fort Creve Coeur, which was destroyed by
 some of his men in the absence of Tonty, who had been left in charge. In the
 meantime Father Hennepin, Michael Accaut and Du Gay, in obedience to orders from
 La Salle, had penetrated to the upper waters of the Mississippi, and had been
 taken prisoners by the Sioux. Under the Falls of St. Anthony, Hennepin met with
 Duluth, who was familiar with the Sioux, and who was then
 forming the design of exploring the entire region west of Lake Superior. Father
 Hennepin, who had been adopted by an aged Sioux chief, was free to follow Duluth
 back to the French post at the Straits of Mackinac, which he did, and this is
 the adventure, which is famous for Hennepin's attempt a few years later to make
 it appear that he had followed the Mississippi to its mouth, in the Gulf of
 Mexico.
 His Untimely Fate. -- La Salle, upon again venturing into
 the West, found that the fierce and savage Iroquois had been recently on the
 warpath, killing their enemies and destroying their villages, and owing to these
 difficulties that it was not until the next spring that he found his faithful
 Tonty at Mackinaw. In the spring of 1682 La-Salle in company with Tonty and
 Membre, the latter a priest of the Recollect order, which La Salle always
 preferred to the Jesuit order, made that famous voyage down the Mississippi
 river to the Gulf of Mexico, the same year that Count Frontenac was recalled
 from the governorship of Canada to France. In the wilds of Louisiana, not many
 years afterward, La Salle was killed, and his body left a prey to wild
 beasts.
 For over a half century French explorers had navigated the Great Lakes
 in frail canoes and bateaux, but none had attempted the construction of a craft
 till La Salle, with his dream of exploration and conquest, had fashioned the
 Griffin to aid him in the acquisition of western territory. In a brief year the
 Griffin had been built and lost, and for three-quarters of another century there
 were no vessels on the lakes above Niagara Falls.
 
 FIRST VESSEL ON LAKE SUPERIOR.
 
 The earliest builder of a vessel on Lake Superior, with sails larger
 than an Indian blanket, whose name has been discovered in the New Dominion
 archives at Ottawa, was La Ronde, a Frenchman, who, about 1731, had already
 constructed at his own expense a bark of forty tons, though he was obliged to
 transport the rigging and other materials as far as the Sault in canoes. His
 reward was the monopoly of the fur trade at La Pointe -- the only post on the
 south shore of the lake for a century afterward. He thus became an autocrat
 there. Made-laine island, on Bellin's map, issued at Paris in 1745, is printed
 "Isle de la Ronde." About 1766, Capt. Jonathan Carver spent a year in crossing
 Lake Superior. He states that "the French, while they were in possession of
 Canada, had kept a small schooner on this lake." In the Calendar of Canadian
 Archives there is a notice of the loss of this vessel, soon after the conquest
 of Canada, in 1763.
 
 Struggle for Possession
 
 
 France Fears English Encroachment Upon The Lakes --
 Formally Takes Possession -- The Panegyric Of Father Allouez -- Forts Are
 Erected -- Post Established At Detroit --
 Description Of French Forts -- The Implacable Iroquois -- Fort
 Frontenac Is Built -- Attempt To Crush The
 Iroquois -- English Traders Visit
 Michilimackinac -- French Capture Two Parties
 Of Englishmen -- Mutual Jealousies- --
 Senecas Defeat The French -- Fort Niagara Built And Abandoned -- Iroquois
 Continue Their Incursions -- Favorite Beaver
 Grounds -- War Is Continued -- Fort Frontenac Destroyed -- Rebuilt In 1694 -- English Claim Lake Ontario
 And Lake Erie -- English Trade With Canada
 Prohibited -- French Rebuild Fort Niagara
 -- English Erect A Fort At Oswego -- French Strengthen The Posts -- Final Struggle -- English Build War
 Vessels -- French Strengthen Defenses --
 Montcalm Captures Oswego -- Fall Of Fort Frontenac -- Fort Niagara
 Surrenders -- A French Vessel Founders --
 Conclusion.
 
 
 A CENTURY of warfare marks the history of the Great Lakes, prior to
 their conquest by Great Britain. Unlike the French colony in Canada, the English
 settlements on the Atlantic did not seek to penetrate the wilderness far beyond
 their habitations. There was no large water course like the St. Lawrence,
 extending from New England into the interior of a continent and inviting
 exploration, but mountainous regions barred the way. One exception must be
 noted. From the settlement of the Hollanders at New Amsterdam a natural route
 led up the Hudson and Mohawk valleys to the region of the lower lakes. The Dutch
 traders were not slow in developing a fur traffic with the Indians, and when New
 York, in 1664, became a dependency of Great Britain, there was for the first
 time an opportunity for the English-speaking people to approach the lake region.
 The route led through the heart of the Iroquois nation, and the enmity of that
 proud people toward the French traders greatly aided the English in attaining a
 share of the profitable fur trade. From that date until the fall of Canada, in
 1763, there were intrigues with Indian tribes, frequent outbursts of war,
 innumerable plottings and counter plottings, all growing out of the competition
 for lake commerce as it then existed, the wars in Europe between England and
 France fanning the hostilities on this side of the ocean. A few years after New
 York had become an English colony, France formally made her claim to the Great
 Lakes.
 
 FRANCE FORMALLY TAKES POSSESSION.
 
 The formation of the Hudson Bay Company in England, and the fear that
 the English would thereby gain a foothold in the trade of the Great Lakes, was
 another cause of anxiety to the Canadian Government. Tolon learned in 1670 that
 two English vessels were engaged in the fur trade on Hudson Bay. It was
 accordingly resolved to take formal possession of the lake regions and make a
 closer alliance with the tribes surrounding the lakes.
 So, during the summer of 1671, the Sault Ste. Marie was the scene of a
 memorable episode in the history of New France. Simon Francois Daumont, Sieur
 St. Lus-son, was commissioned by the Government of Quebec to go to Lake Superior
 to search for copper mines, and to take formal possession of the basin of the
 lakes and its tributary rivers. He took with him Nicholas Perrot
 and Louis Joliet, both of whom became more famous than did Daumont himself. On
 an elevation overlooking the rapids of St. Mary, around which have since been
 constructed two ship canals, St. Lus-son erected a cross and post of cedar with
 the arms of France. There were present the priests in their black robes, Indians
 and bushrangers. In the name of the "most high, mighty and redoubted monarch,
 Louis XIV, most Christian King of France and of Navarre," he declared France to
 be the owner of the Sault Ste. Marie, Lakes Huron and Superior, and "all the
 adjacent countries, rivers, lakes and contiguous streams."
 Tolon announced the result of the expedition as follows: "Sieur de
 Saint Lusson is returned, after having advanced as far as 500 leagues from here,
 and planted the cross and set up the King's arms in presence of seventeen Indian
 nations, assembled on this occasion from all parts, all of whom voluntarily
 submitted themselves to the dominion of his majesty, whom alone they regard as
 their sovereign protector. This was effected, according to the account of the
 Jesuit Fathers, who assisted at the ceremony, with all the display and formality
 the country could afford.
 "The place to which the said Sieur de Saint Lusson has penetrated is
 supposed to be more than 300 leagues from the extremities of the countries,
 bordering on the Ver-million or South sea. Those bordering on the West sea
 appear to be no farther from those discovered by the French. According to the
 calculations made from the reports of the Indians and from maps, there seems to
 remain not more than 1,500 leagues of navigation to Tartary, China and Japan.
 Such discoveries must be the work of either time or of the King. It can be said
 that the Spaniards have hardly penetrated farther into the interior of South,
 than the French have done up to the present time into the interior of North
 America."
 The Panegyric of Allouez. -- At this memorable assemblage
 Father Allouez pronounced the following panegyric on the King, which is worthy
 of being preserved:
 "It is a most important affair, which calls us together. Cast your eyes
 on that cross, which is so high above your heads. 'Tis there where the Son of
 God was willing to be attached and to die, in order to satisfy His eternal
 Father for your sins. He is the master of your lives and also of heaven, and
 earth, and hell. It is He of whom I have so often spoken, and whose name and
 word I have borne into these distant lands. But, at the same time, look upon
 that other column, to which are attached the arms of that great chief of France,
 whom we call King. He lives beyond the sea. He is the chief of chiefs, and has
 not his like in the world. All the chiefs whom you have seen and of whom you
 have heard, are but children compared with him. He is like a great tree, while
 they are mere shrubs which we tread upon. You know Onnontio (governor-general),
 the renowned chief of Quebec. You know that he is the terror of the Iroquois,
 and that his name is sufficient to make them tremble, since he has desolated
 their lands, and carried fire among their settlements. There are beyond the sea
 ten thousand Onnontios like him, who are but warriors of that great chief, our
 King, of whom I speak. When he says 'I go to war,' everybody obeys, and these
 ten thousand chiefs raise bands of warriors both for the land and for the sea.
 Some embark in ships, like those you have seen at Quebec. Your canoes will hold
 but four or five men -- twelve to the utmost. Our vessels carry four and five
 hundred, and even a thousand. Another portion go to war on land, but in such
 numbers that, when arrayed in double ranks, they would reach to Mississaquenk,
 which is twenty leagues from here. When he attacks he is more fearful than
 thunder. The earth trembles, and the air and the sea are on fire from the
 discharge of his cannon. He has been seen in the midst of his squadrons covered
 with the blood of his enemies; so many of whom has he put to the sword, that he
 does not number their scalps, but merely the rivers of blood which he has caused
 to blow. He carries such a number of captives with him that he does not value
 them, but lets them go where they please to show that he does not
 fear them. Nobody dare make war on him. All nations beyond the sea have sued for
 peace with great submission. They come from every quarter of the globe to listen
 to him and admire him. It is he who decides upon the affairs of the world. What
 shall I say of his riches! You think yourselves very rich when you have ten or
 twelve sacks of corn, and hatchets and kettles and other things of the kind. He
 has more cities than you have men, which are scattered over a space of more than
 five hundred leagues. In each city there are shops containing hatchets enough to
 cut all your wood, kettles enough to cook all your caribou, and sugar enough to
 fill all your wigwams. His house extends further than from here to the Sault, is
 higher than the tallest of your trees, and contains more people than the largest
 of your settlements ever contained."
 Forts are Erected. -- A rude fort was erected by the
 French at Mackinaw about 1671. Daniel Greysolon Deluth or de Lhut, was
 dispatched in 1678 to the lands of the Sioux and Assiniboines. He planted the
 King's army among the Isanti Sioux Indians, who dwelt at Mille Lacs (Minnesota),
 "lest the English and other Europeans, settled toward California, take
 possession of the country."
 In June, 1686, Duluth, then in command of the fort at Mackinaw,
 received orders from Governor Denonville of New France to establish a fort on
 the Detroit of Lake Erie. Accordingly, Fort St. Joseph, called Fort Duluth, was
 built on the St. Clair river, near the present Fort Gratiot, the same year. It
 was intended as a barrier to English traders, and was garrisoned by 58 men. Two
 years later Denonville, in order to allay the growing irritation of the
 Iroquois, ordered Fort St. Joseph abandoned. Accordingly, on August 27, 1688,
 the buildings were burned and the place deserted.
 Post Established at Detroit. -- The passage between Lakes Erie and
 Huron was then unguarded until 1701. Cadillac in that year erected a fort on the
 site of Detroit. Livingston at this time was urging the governor of New York to
 establish a fort there. In 1703 the French fort was partially de-
 stroyed by the Indians. In 1718 it was rebuilt by Tonty, and made one
 of the strongest in New France. In 1748 it was repaired with oak pickets fifteen
 feet long and a diameter of six inches at the small end. In 1749 a number of
 immigrants arrived from France, and the stockade was soon after enlarged.
 A post was also erected at Green bay to control the Fox-Wisconsin
 portage.
 The only known record of the fort, which during the French period
 occupied the site of Chicago, is a report made in 1718 by James Logan, an agent
 sent by Governor Keith, of Pennsylvania, to explore routes to the Mississippi.
 The report says: "From Lake Huron they pass by the Straits of Michilimackinac
 four leagues, being two in breadth and of great depth, to the Lake Illinois;
 thence 150 leagues to Fort Miamis, situated at the mouth of the river Chicago.
 This fort is not regularly garrisoned."
 These forts were palisaded trading posts the garrison of which was
 supported not by the Crown but by the profits of the fur trade. It was not
 French soil that was protected, but the management and control of the Indian
 trade.
 "It is surprising," says Schoolcraft, "to reflect upon the early
 enterprise and sound judgment of the French in seizing upon the points
 commanding all the natural avenues and passes of the lakes, particularly when it
 is considered that these selections must necessarily have been the result of an
 intimate acquaintance with the geographical features of the country. A number of
 posts and places which had been occupied by the French, but long since
 neglected, were subsequently re-fortified by the United States Government, while
 the Indians still held the Northwest.
 Description of French Forts. -- The French forts at Sault
 Ste. Marie and Mackinaw were described, in 1763, by Henry, the English trader.
 He said: "Being desirous of visiting the Sault de Sainte-Marie, I left
 Michilimackinac on May 15, in a canoe. The Sault de Sainte-Marie is distant from
 Michilimackinac thirty leagues, and lies in the strait which separates Lake
 Huron from Lake Superior. Having passed Le Detour, a point of land
 at the entrance of the strait, our course lay among numerous islands, some of
 which are twenty miles in length, We ascended the rapid of Miscoutinsaki, a spot
 well adapted for mill-seats, and above which is the mouth of a river of the same
 name. The lands on the south shore of this river are excellent. The lake is
 bordered by meadows, and, at a short distance back, are groves of sugar-maple.
 From this river to the Sault de Sainte-Marie is one continued meadow.
 "On the 19th I reached the Sault. Here was a stockaded fort, in which,
 under the French Government, there was kept a small garrison, commanded by an
 officer who was called the governor, but was in fact a clerk who managed the
 Indian trade here on government account. The houses were four in number, of
 which the first was the governor's, the second the interpreter's, and the other
 two, which were the smallest, had been used for barracks. The only family was
 that of M. Cadotte, the interpreter, whose wife was a Chippewa. The fort is
 situated on a beautiful plain of about two miles in circumference, and covered
 with luxuriant grass; and within sight are the rapids in the strait, distant
 half a mile. The width of the strait, or river is about half a mile. The
 portage, or carrying-place, commences at the fort. The banks are rocky and allow
 only a narrow foot-path over them. Canoes, half loaded, ascend on the south
 side, and the other half of the load is carried on men's shoulders. These rapids
 are beset with rocks of the most dangerous description; and yet they are the
 scene of a fishery, in which all their dangers are braved and mastered with
 singular expertness. They are full of white fish, much larger and more excellent
 than those of Michilimackinac, and which are found here during the greater part
 of the season, weighing in general from six pounds to fifteen.
 "Fort Michilimackinac was built by order of the governor-general of
 Canada, and garrisoned with a small number of militia, who, having families,
 became less soldiers than settlers. Most of those whom I found in the fort had
 originally served in the French army. The fort stands on the south side of the
 strait which is between Lake Huron and Lake Michigan. It has an area of two
 acres, and is enclosed with pickets of cedar-wood, and it is so near the water's
 edge that, when the wind is in the west, the waves break against the stockade.
 On the bastions are two small pieces of brass English cannon, taken some years
 since by a party of Canadians who went on a plundering expedition against the
 posts of Hudson Bay, which they reached by the route of the river Churchill.
 "Within the stockade are thirty houses, neat in their appearance and
 tolerably commodious, and a church, in which mass is celebrated by a Jesuit
 missionary. The number of families may be nearly equal to that of the houses,
 and their subsistence is derived from the Indian traders, who assemble here in
 their voyages to and from Montreal. Michilimackinac is the place of deposit and
 point of departure between the upper countries and the lower. Here the outfits
 are prepared for the countries of Lake Michigan and the Mississippi, Lake
 Superior and the Northwest, and here the returns, in furs, are collected and
 embarked for Montreal."
 The Implacable Iroquois. -- The Iroquois nation bore the
 brunt of the warfare which speedily followed. Their relations with the English
 were usually friendly, and with the French actively hostile. The Iroquois irrupt
 on in 1650 had swept commerce from the lakes. A writer in 1653 said: "The war
 with the Iroquois has dried up all sources of prosperity. The beaver are allowed
 to build their dams in peace. Crowds of Hurons no longer descend from their
 country with furs for trading. The Algonquin country is depopulated and the
 nations beyond it are retiring farther away, fearing the musketry of the
 Iroquois. The keeper of the company's stores here in Montreal has not bought a
 single beaver skin for a year." Peace was effected in 1654, and traders again
 appeared on the upper lakes. But the Iroquois continued to waylay their ancient
 enemies, the Ottawas. It was partially to place a barrier between these tribes
 that Governor Courcelles, in 1671, resolved to establish a post on Lake
 Ontario.
 Fort Frontenac is Built: -- Before it was
 accomplished Frontenac succeeded Courcelles as governor of New France. He
 approved the plan and visited the proposed site in 1673. The Iroquois interposed
 no serious objection. The construction of this fort, known as Fort Frontenac, on
 the site of Kingston, has been noticed in the chapter on "La Salle and the
 Griffin."
 Frontenac in 1678 sent Raudin, the engineer who had laid out Fort
 Frontenac, to the extremity of Lake Superior with presents to the Ojibways and
 the Sioux. He wished to retain their friendship, and prevent its alienation by
 the Iroquois or English traders.
 Attempt to Crush the Iroquois. -- In 1684 De la Barre,
 then governor of Canada, sent a messenger to Albany, N. Y., complaining that the
 Seneca Indian , a branch of the Iroquois, had interrupted the trade of the
 French with the more distant Indians, commonly known at that time as the far
 nations, who included the numerous tribes inhabiting the countries on both sides
 of Lakes Huron and Erie, and westward to the Mississippi. Colonel Dongan,
 governor of New York, communicated the message to the Senecas who admitted the
 charge and justified their conduct, alleging that the French supplied arms and
 ammunition to the Miamis, with whom they were then at war. De la Barre,
 determining to crush the Iroquois, proceeded to Lake Ontario with an army of
 1,700 men, and directed the far nations, his allies, to rendezvous at Niagara.
 Dongan promised the Iroquois his assistance. But an epidemic broke out among the
 French troops and De la Barre crossed the lake from Fort Frontenac to a place
 called, on account of the distress of his army, la Famine, and concluded a peace
 with three tribes of the Iroquois, the Oneidas, Onondagas and Cayugas, the
 remaining two tribes, Mohawks and Senecas, at the instigation of Colonel Dongan
 declining to attend the conference.
 In his speech to the braves, De la Barre said: "The far nations have
 robbed and abused all the traders that were passing to the Illinois and Miamis
 and other Indians, the children of my King. They have acted contrary to the
 former treaty of peace. They have conducted the English into the lakes, which
 belong to the King, my master, and brought the English among the nations that
 are his children to destroy the trade of his subjects. I am willing to forget
 these things, but if ever the like shall happen for the future I have express
 orders to declare war against you."
 Garrangula, an Onondaga chief, remarks an English historian (William
 Smith), heard these threats with contempt. He had learned the distressed state
 of the French army, and made answer: "We plundered none of the French but those
 that carried guns, powder and ball to the Miamis and Chictaghics (Illinois)
 because those arms might have cost us our lives. Herein we follow the example of
 the Jesuits, who stove all the kegs of rum brought to our castles lest the
 drunken Indians should knock them on the head. Our warriors have not beaver
 enough to pay for all these arms, that they have taken, and our old men are not
 afraid of the war. We carried the English into our lakes to trade with the
 Utawawes (Ottawas) and Ouatoghies (Hurons) as the Adirondacks brought the French
 to our castles to carry on a trade which the English say is theirs. We are born
 tree. We may go where we please, and carry with us whom we please, and buy and
 sell what we please."
 The Marquis Denonville succeeded De-la Barre in 1685, and, to wipe out
 the disgrace of the previous campaign, recommended the construction of a stone
 fort at Niagara, sufficient to contain 400 or 500 men, not only to exclude the
 English from the lakes but to subdue the Five Nations. Colonel Dongan protested,
 and said an attack on the confederates (Iroquois) he would consider a breach of
 the peace. To prevent the building of a fort at Niagara he claimed that country
 as dependent upon the Province of New York.
 Governor Dongan, of New York, although a Catholic, aggressively
 asserted the right of English traders to visit the Indians of the upper lakes.
 In 1685 he licensed La Fontaine Marion, a Canadian, and others to trade in the
 Ottawa country. Their successful trip created consternation at Quebec, and Governor Denonville wrote: "Michilimackinac is theirs. They
 have taken its latitude, have been to trade there with our Ottawas and Hurons,
 who received them cordially on account of the bargains they gave by selling them
 merchandise for beaver at a much higher price than we. Unfortunately we had very
 few Frenchmen there at that time."
 By a treaty between France and England, made at Whitehall in 1686, it
 was agreed that the Indian trade in America should be free to the English and
 French. As interpreted by the English, this gave them the right of passage and
 trade on the Great Lakes.
 English Traders Visit Michilimackinac. -- In 1686 a party
 of English traders reached Michilimackinac, who announced in advance that they
 would sell goods much cheaper than the French. They were well received, and
 conducted their trade with perfect liberty, for the commandant, De la
 Du-rantaye, was absent. He arrived just after the traders had departed, and
 wished to pursue them instantly, but the Hurons prevented him. "Nothing," says
 Charlevoix, "was fraught with greater danger than this opening of trade between
 New York and the nations, whom we had till then regarded as our most faithful
 allies."
 French Capture Two Parties of Englishmen. -- In the spring
 of 1687 a party of English traders, under Capt. Thomas Rose-boome, of Albany,
 consisting of twenty-nine whites and five Indians, were arrested by Durantaye,
 commandant at Mackinaw, twenty leagues from that post. A month later Durantaye.
 Duluth and a detachment of 170 French troops, together with about 400 Indian
 allies, while on their way to Niagara to assist in a movement against the
 Iroquois, met in St. Clair river a second party of twenty-nine English traders,
 accompanied by a few Indians in charge of Major Patrick McGregory, of Albany.
 They also were arrested. It a letter Governor Denonville expressed his pleasure
 at the capture of the two English parties, and adds: "It is certain that had the
 two English detachments not been stopped and pillaged, had their brandy and
 other goods entered Michilimackinac, all our Frenchmen would have had their
 throats cut by a revolt of all the Hurons and Ottawas, whose example would have
 been followed by all the other far nations, in consequence of the presents which
 had been secretly sent to the Indians."
 The English version of this affair, and of the complications with the
 Indians that preceded it, is presented by Cadwallader Golden, surveyor-general
 of New York, in his "Memorial of the Fur Trade." He says: "The art and industry
 of the French, especially that of their religious missions, has so far prevailed
 upon all the Indians of North America that they are everywhere directed by
 French councils. Even our own Five Nations (the Iroquois) who formerly were
 mortal enemies of the French, and have always lived in the strictest amity with
 the English, have of late been so far gained that several of the Mohawks, who
 live nearest the English, have left their habitations and are gone to settle
 near Montreal, in Canada; and all the rest discover a dread of the French
 power."
 After describing the value of the Indian trade on all the lakes, Colden
 continues: "It must naturally be objected that if these things are true, how is
 it possible that the traders of New York should neglect so considerable and
 beneficial trade for so long time ? In answering I shall give a short history of
 the country so far as it relates to this trade. When the Province of New York
 first came under the crown of Great Britain, our Five Nations of Indians were
 mortal enemies of the French at Canada, and were in a continued war with them
 and all the nations of Indians round the lakes, so that then it was not safe for
 the English to travel further than the countries of the Five Nations, nor would
 our Indians permit the far Indians (with whom they had constant war) to pass
 through their countries to Albany. Besides, the Five Nations were at that time
 so numerous (consisting of ten times the number of fighting men they now do),
 that the trade with them alone was very considerable for so young and small a
 colony. In the latter end of King Charles' reign the Governor of New York had
 orders to use all endeavors to make up a peace between our nations
 (the Iroquois) and the French; and that he should persuade the Five Nations to
 admit French priests among them in order to civilize them, the consequence of
 which was that the French thereby obtained a free commerce upon the lakes and
 obtained leave to build Cataraqui Fort (Frontenac) upon the north side of Lake
 Cataraqui (Ontario), and have two vessels of force upon the same lake. From this
 time, during all King James' reign, the French, whenever they had any
 differences with the Five Nations, threatened that the English of New York would
 join with them and destroy the Five Nations; by which our Five Nations became
 very much alienated in their affections from the English, and looked upon them
 as a people depending upon the French. The consequence of this appeared so
 dangerous to Colonel Dongan (the Governor of New York) that he again and again
 complained to his master. When the English had thus procured peace for the
 French, they thought they might justly reap some advantage from it, and it is
 hardly to be doubted that they had promises of that kind. They were, therefore,
 encouraged to send forty men, with great quantities of goods, into the lakes
 under the command of Major McGregory to trade with the far Indians. At this time
 Mr. Denonville, Governor of Canada, was gathering together all the forces of
 Canada and of the Indians (enemies of the Five Nations), in order to surprise
 the Five Nations and destroy them at the time they thought themselves secure by
 the peace so lately made. Major McGregory and his company were met by a French
 officer on Lake Erie coming with a great number of men to the general rendezvous
 of the French, and he, with all the English, were made prisoners. They were used
 with such severity as has never been practiced between Christian nations in open
 war, though the two Crowns at that time were not only at peace, but under the
 strictest ties of mutual friendship, for the French used these people as slaves
 in building Cataraqui fort, and a poor Frenchman that had conducted them was
 publicly shot to death as if he had brought an enemy into their country. Such
 was their apprehensions then of the English getting any footing among the
 Indians.
 Charlevoix defends the shooting of the French guide. He says: "This act
 the Baron de la Hontan denounces as unjust because, he says, we were then at
 peace with England, and the English pretended to be masters of the lakes. As
 though this chimerical pretension, never mentioned to my knowledge by anyone
 except this author, restored to innocence a deserter, who was serving another
 nation to the detriment of his sovereign." Charlevoix claimed that the trading
 expeditions of the English were in formal violation of the agreement between the
 two Crowns, as Colonel Dongan well knew.
 Denonville had resolved to crush the Iroquois on account of their
 harassment of Indian tribes friendly to the French, and on account of their
 instrumentality in giving the English access to the lakes. Accordingly, he, in
 1687, collected 2,000 troops and 600 Indians at Montreal, and directed the far
 nations to meet him at Niagara for an expedition against the Senecas. As
 narrated above, the French traders from up the lakes and the far nations were on
 their way to meet him, when they encountered and captured the English
 traders.
 Senecas Defeat the French. -- Marquis Denonville embarked
 his whole army in canoes, and set out from the fort at Frontenac June 23,
 one-half passing along the north side and the other along the south side of Lake
 Ontario, and both arrived the same day at Irondequoit. Setting out for the chief
 village of the Senecas, seven leagues distant, a battle resulted in which the
 French were worsted and driven to the banks of the lakes.
 Fort Niagara is Built and Abandoned. -- Here, on the site
 of La Salle's trading post, was erected a fort with four bastions, on the
 southeast side of the straits of Niagara. Here 100 men, under command of De la
 Troye, were left with eight months' provisions. They were besieged that winter,
 and all but seven or eight miserably perished through famine. The fort was
 consequently abandoned in 1688. Charlevoix recounts the building of
 the fort at Niagara in 1687 and its early abandonment, and continues: "Meanwhile
 the Governor of New York steadily pursued his plan, which consisted in
 endeavoring to debauch our allies and draw to himself all the trade of Canada,
 as well as render the Iroquois our irreconcilable enemies."
 The latter continued their hostile incursions up the lakes. Having no
 beaver in their own country, they were obliged to hunt at a great distance,
 which often occasioned disputes with their neighbors about the property of the
 beaver. The beaver was the most valuable branch of the Indian trade. Because of
 some interference of this kind from the Miamis, the Iroquois had in 1687 made an
 expedition against that tribe.
 Favorite Beaver Grounds. -- One of the best beaver grounds
 in the whole Northwest was the lower Michigan peninsula. Hubbard, in his
 "Memorials of a Half Century," says: "The region between Lake Erie and Saginaw
 was one of the great beaver-trapping grounds. The Hurons, the Chippewas, the
 Ottawas, and even the Iroquois, from beyond Ontario, by turns sought this region
 in large parties for the capture of this game, from the earliest historic times.
 It is a region peculiarly adapted to the wants of this animal. To a great extent
 level, it is intersected by numerous water courses, which have but moderate
 flow. At the headwaters and small inlets of these streams the beaver established
 his colonies. Here he dammed the streams, setting back the water over the flat
 lands, and creating ponds, in which were his habitations. Not only one or two,
 but a series of such dams were constructed along each stream, so that very
 extensive surfaces became thus covered permanently with the flood. The trees
 were killed, and the land was converted into a chain of ponds and marshes, with
 intervening dry ridges. In time, by nature's recuperative process, the annual
 growth and decay of grasses and aquatic plants, these filled with muck or peat
 with occasional deposits of bog-lime, and the ponds and swales become dry
 again."
 Fort Frontenac Destroyed. -- The war was continued in
 1688, and Canada was invaded by the Iroquois. The grasp of the French upon the
 lower lakes was lost. The garrison at Fort Frontenac set fire to two barks which
 had been built at Fort Frontenac, and then abandoned the fort. Smith, in his
 history of New York, says: "They left a match to twenty-eight barrels of powder
 designed to blow up the works. The soldiers went down the river in such
 precipitation that one of the bateaux and her crew were all lost in shooting a
 fall. The confederates in the meantime seized the fort, the powder and the
 stores. But for the uncommon sagacity and address of the Sieur Perot the western
 Indians would have murdered every Frenchman among them."
 The ascension of William of Orange to the throne of England in 1688 was
 followed by the war of the Palatinate (1689-97), and the hostilities between the
 French and English in America was increased in bitterness. Frontenac tried to
 capture New York, but failed. The Iroquois interposed an effectual barrier, but
 in the struggle the power of the Five Nations was broken.
 Rebuilt in 1694. -- The French rebuilt Fort Frontenac in
 1694, and two years later the Count raised one of the barks which had been sunk
 when the fort was deserted. He crossed Lake Ontario to Oswego river, and
 destroyed a village of the Onondagas.
 The peace of Ryswick was signed in. 1697, but was only a truce, for the
 war of the Spanish Succession was reflected in America by Queen Anne's war
 (1702-13). At Detroit a fort was erected in 1701. During much of this time peace
 prevailed on the Great Lakes, while fighting occurred in New England and Quebec,
 because the French traders did not wish to again provoke the Iroquois and
 disturb the trade in goods which had sprung up from Albany to Montreal and was
 carried on by neutral Indians. This trade a little later was the cause of great
 animosity. The peace of Utrecht, concluded in 1713, gave England Hudson Bay,
 Newfoundland and Acadia, and France continued to hold possession of the lakes
 and to fortify the interior.
 The Treaty of Utrecht contained this provision: "The
 subjects of France inhabiting Canada, and others, shall hereafter give no
 hindrance or molestation to the Five Nations subject to the dominion of Great
 Britain, nor to the other nations of America who are friendly to the same. In
 like manner the subjects of Great Britain shall behave themselves peaceably
 toward the Americans, who are subjects or friends to France, and on both sides
 they shall enjoy full liberty of going and coming on account of trade. Also the
 natives of these countries shall, with the same liberty, resort as they please
 to the British and French colonies for promoting trade on one side or the other,
 without any molestation or hindrance."
 English Claim Lake Ontario and Lake Erie. -- In
 consequence of this treaty the sovereignty of Great Britain, it was claimed,
 extended over the territory of the Iroquois or Five Nations, and as this
 territory was defined by Charlevoix and other French writers to extend to
 Niagara and to both sides of Lake Ontario, the British lay claim to Fort
 Frontenac and Niagara, and consequently the control of the trade of Lake
 Ontario. Fort Frontenac had been abandoned by the French in 1688, after the
 downfall of Montreal, and the Indians had demolished a great part of the works.
 The English also held that the destruction of the Erie or Cat Nation, then
 inhabiting both shores of Lake Erie, gave to the victors, the Iroquois, and
 through them, the English, possession of Lake Erie also. On the other hand, the
 French maintained, with great ardor, their own title to these waterways.
 The mouths of the Cuyahoga and the Sandusky had been trading points at
 least as far back as 1700. From that time on for about half a century they were
 points of great importance to the Indians and white men trading with the
 Indians. The French extended their trading posts to all points along the lakes,
 during the first half of the eighteenth century, one of these posts being at the
 mouth of the Cuyahoga, and another being at the mouth of Tinker's creek. From
 1750 to 1760 the French and British traders occupied the field together.
 Early in the eighteenth century trade with the Mississippi Valley
 increased, and the routes of travel became well defined. Three were especially
 used. One of these was by way of Lake Erie and the Maumee, Wabash and Ohio
 rivers; another was by way of Lake Michigan and the Chicago and Illinois rivers.
 The third was via Lake Michigan, Green Bay, and Fox and Wisconsin rivers. All
 these were independent of La Salle's route via the Kankakee and Illinois
 rivers.
 Governor Burnett of New York, in 1720, was impressed with the necessity
 of getting command of Lake Ontario as well for the benefit of trade and the
 security of the friendship of the Five Nations, as to frustrate the French
 designs of confining the English colonies to narrow limits along the sea coast,
 by a chain of forts on the great passes from Canada to Louisiana. To this end he
 began in 1720 the erection of a trading house at Oswego. This aroused the
 activity of the French. Fearing to lose a profitable trade, which they had
 almost entirely engrossed, and the command of Lake Ontario, they in 1726
 launched two vessels in it, and transported material for building a large
 storehouse and repairing the fort at Niagara. "The scheme," says Smith, "was not
 only to secure to themselves the entrance into the west end of the lake, as they
 already had the east, by the fraudulent erection of Fort Frontenac, many years
 before, but also to carry their trade more westerly, and thus render Oswego
 useless by shortening the travels of the western Indians nearly 200 miles."
 English Trade With Canada Prohibited. -- Acts were passed
 by the Legislative Council of New York in November, 1720, and in July, 1722,
 forbidding New York merchants supplying Canada with goods for the fur trade. The
 sale of these goods, it had been urged, enabled France to control the trade of
 the West, and to hem in the English colonies. The New York merchants, who had
 profited by this Canadian trade, protested, and were supported by the exporting
 houses in England, who supplied them.
 French Rebuild Fort Niagara. -- The purpose of these acts
 was to encourage English traders on the lower lakes. Doubtless
 with a view to checking this threatened English trade, the Governor of Canada in
 1725 rebuilt Fort Niagara of stone. Two years later the English erected a fort
 at Oswego, and renewed hostilities were threatened. Smith, in his "History of
 New York," says: "Charlevoix does honor to Mr. Burnet,' in declaring that he
 left no stone unturned to defeat the French designs at Niagara. Nor is it much
 to be wondered at. For, besides supplanting his favorite trade at Oswego, it
 tended to the defection of the Five Nations; and in case of a rupture, exposed
 the frontiers of our southern colonies to the ravages of the French and their
 allies. Mr. Burnet, upon whom these considerations made the deepest impression,
 laid the matter before the house -- remonstrated against the proceedings of
 Longuiel in Canada -- wrote to the ministry in England, who complained of them
 to the French court -- and met the Iroquois at Albany, endeavoring to convince
 them of the danger they, themselves, would be in from an aspiring, ambitious
 neighbor."
 English Erect a Fort at Oswego. -- "The French in the
 meantime completed their works at Niagara; and Mr. Burnet (Governor of New
 York), who was unable to do anything else, erected a fort in I727, for the
 protection of the post and trade at Oswego. This necessary undertaking was
 pregnant with the most important consequences, not only to this, but all our
 colonies; and though the Governor's seasonable activity deserved the highest
 testimonials of our gratitude, I am ashamed to confess, what I am bound to
 relate, that he built the fort at his private expense, and that a balance of
 about 56 pounds principal, though frequently demanded, remains due to his estate
 this very day.
 "Beauharnois, the governor of Canada, who superseded Longuiel, was so
 incensed at the building of the fort, that he sent a written summons, in July,
 to the officer posted there to abandon it; and, though his predecessor had done
 the same, a little before, at Niagara, in the country of the Senecas, the
 acknowledged subjects of the British Crown, yet with singular effrontery, he
 dispatched de la Chassaigne, a man of parts, and governor of Trois Rivieres, to
 New York, with the strongest complaints to Mr. Burnet upon that head. His
 excellency sent him a polite, but resolute answer, on the 8th of August; in
 which he refuted the arguments urged by the French governor-general, and
 remonstrated against the proceedings of the last
 year at Niagara.
 "The French, who eyed the important garrison at Oswego, and our
 increasing trade there, with the most restless jealousy, prepared, early in the
 spring following, to demolish the works. Governor Burnet gave the first
 intelligence of this design in a letter to Colonel Montgomerie, dated at Boston
 the 31st of March, 1729. The garrison was thereupon immediately reinforced by a
 detachment from the independent companies; which, together with the declared
 resolution of the Indians, to protect the fort, induced the French to desist
 from intended invasion. From that time to the year 1754 this garrison was
 guarded only by a lieutenant and five and twenty men. General Shirley's parting
 from the forces destined against Fort Duquesne, and proceeding with half the
 army to Oswego in 1755, was extremely fortunate to our colonies; the French
 being then determined and prepared to possess themselves of the post. Besides
 the vessels launched there, to secure the command of the lake, the general,
 before he returned to winter quarters, erected two strong square forts, with
 bastions, commanding as well the entrance into the Onondaga river, as the old
 fort; in the situation of which, little regard was had to any thing besides the
 pleasantness of the prospect.
 "Thus far our Indian affairs appeared to be under a tolerable
 direction; but these fair prospects were soon obscured by the King's repealing,
 on the 11th of December, 1729, all the acts which Mr. Burnet with so much labor
 and opposition, procured for the prohibition of an execrable trade between
 Albany and Montreal. To whose intrigues this event is to be ascribed, cannot be
 certainly determined. But that it was pregnant with the worst consequences, time
 has sufficiently evinced. Nothing could more naturally tend to
 undermine the trade at Oswego, to advance the French commerce at Niagara, to
 alienate their fidelity to Great Britain, and particularly to rivet the
 defection of the Caghnuagas (Cayugas). For these residing on the south side of
 St. Lawrence, nearly opposite Montreal, were employed by the French as their
 carriers; and thus became interested against us by motives of the most
 prevailing nature. One would imagine that after all the attention bestowed on
 this affair in the last administration, the objections against this trading
 intercourse with Canada, must have been obvious to the meanest capacity, and yet
 so astonishing has been our conduct, that from the time Mr. Burnet removed to
 Boston, it has been rather encouraged than restrained. * * * I cannot, in
 justice to my countrymen, help observing that, from the severest scrutiny I
 could make, our people are free from the charge of selling ammunition to the
 French, which has so unjustly exposed the inhabitants of Albany to the odium of
 all the colonies in New England."
 A letter, written at New York in 1740, thus describes the trade at
 Oswego: "Governor Burnett has succeeded far beyond expectations in redeeming the
 Indian trade from the hands of the French. The trading house is at Oswego, a
 very great trade is carried on with the remote Indians, who formerly used to go
 down to the French at Montreal, and then buy our English goods at second hand.
 The Indian trade is now divided into several hundred hands, and there have been
 for many years past upward of one hundred young men of this province, who have
 gone yearly among the Indians to supply them with our goods. By this means I am
 assured that the Indian trade of this province is now far above five times as
 much as when Governor Burnett began to put his scheme into execution."
 When the war of the Austrian Succession came on, America became
 involved in King George's war (1744-48), but the treaty of Aix la Chapelle
 restored the territory to its previous ownership.
 French Strengthen the Posts. -- In 1747 the governor of
 Canada, Conte de la Golis-soniere, proceeded to fortify the scattered posts from
 Lake Superior to Lake Ontario. In 1750 Little Fort Niagara, one and one-half
 miles above the Falls of Niagara, was completed, and was the upper terminus of a
 portage to Fort Niagara, on the site of the present village of Lewiston.
 
 THE FINAL STRUGGLE.
 
 Meanwhile the English colonies had pushed into the Ohio Valley, and
 sought land rather than trade. They were backed by compact colonies, and were
 breaking the chain of French communication between the Great Lakes and
 Louisiana. The Thirteen colonies numbered one million people and represented
 agricultural arid industrial civilization. Opposed to them were 80,000 French
 habitants and traders scattered through the continent, subjects of capricious
 dictation from Paris. The French habitants and voyageurs, thus held in vassalage
 without restraints or ambition, assimilated the more readily with the savages.
 The free life of the forest fur trade increased the number of the coureurs de
 bois, whose birch canoes skirted the clear waters of the Great Lakes to the tune
 of gay boating songs.
 The closing struggle was at hand, and during the seven years' war
 (1756-63) the French denizens of the West stirred the passions of the Indians to
 implacable fury by pointing to the steady encroachments upon their land by the
 English. The campaigns centered about the key points of the Indian trade.
 English Build War Vessels. -- In 1755 the English had
 built two sloops at Oswego, named the Oswego and Ontario, and in the same year
 General Shirley placed on the same lake a sloop and a schooner, each of 60 tons,
 besides a number of smaller boats.
 One of the English schooners on Lake Ontario, launched in the summer of
 1755, was of forty feet keel, and carried fourteen swivel guns. While she was
 provided with sails, she was also made to row when necessary. In the fleet,
 fitted out in Oswego, by the English in 1755, was a decked sloop of eight
 4-pounders and thirty swivels; a decked schooner of eight 4-pounders and twenty-eight swivels; an undecked schooner of fourteen swivels and
 fourteen oars, and an undecked schooner of twelve swivels and fourteen oars, all
 of which were unrigged late in the fall.
 French Strengthen Defenses. -- The French had strengthened
 Niagara, Toronto and Fort Frontenac, and their flag floated over Lake Ontario in
 almost undisputed sway. The Marquis de Vaudreuil opened the campaign in 1756 by
 sending de Lery with 250 French and 80 Indians to capture some small forts which
 had been constructed on the road to Oswego for the protection of convoys
 proceeding thither. Three hundred men were also despatched from Fort Frontenac
 under Captain de Villier, with instructions to establish themselves at some
 favorable point in the vicinity of Oswego, and if possible to capture the fort
 at that place. Captain Villier erected a stockade fort in a dense part of the
 forest, which was soon detected by the Iroquois Indians, who became much alarmed
 by such unauthorized occupation of territory, and sent, by the advice of Sir
 William Johnson, a deputation to Montreal to remonstrate with Vaudreuil and
 request him to demolish the fort. This he refused to do; but promised the
 Indians that if they would remain neutral he would protect them from every
 insult.
 No sooner had the Iroquois been dismissed with this promise and many
 rich presents, than Vaudreuil took measures to strengthen Villier and to prepare
 for the capture of the British vessels which then began to appear on Lake
 Ontario. Mont-clam approved the measures taken by Vaudreuil with respect to
 Oswego, and directed one of the other generals, Bourlemaque, to push forward to
 Villier's camp and to take command. From Montreal Montcalm hastened to Fort
 Frontenac to make further preparations for the capture of Oswego.
 Lieutenant-Colonel Bradstreet, of the British forces, was determined to
 reduce Fort Frontenac, or, as it is called in the narrative of his expedition, Fort
 Cataraqui, to destroy the enemy's shipping there and thus deprive
 them of the dominion of the lakes, which the French then held through their
 fleet. Colonel Bradstreet therefore led a detachment of raw Irish troops with a
 convoy of provisions from Albany to Oswego, and while he was descending the
 Onondaga river, Villier, with a force of 700 French and Indians, pushed forward
 to intercept him, but became lost in the dense forests and reached the river
 after Brad-street had safely passed down to Oswego. Fearing an attack, Colonel
 Bradstreet divided his canoes into three divisions, and advanced up the river.
 He was fiercely attacked by the French, July 3, 1756, and in the battle that
 ensued, completely defeated Villier. His loss amounted to 60 killed and wounded,
 while the French lost 100 killed and 70 wounded.
 Montcalm Captures Oswego. -- Montcalm then made
 preparations to lay siege to Oswego, and left Fort Frontenac on August 4, to
 carry out this design. He arrived in the evening of the same day at Sacket's
 Harbor, where he had more than 3,000 men. On the 9th of the month his vanguard
 was within one and a half miles of Oswego, and on the night of the 12th he
 opened his guns on Fort Ontario, which stood on the opposite side of the river
 from Fort Oswego. A spirited battle was fought in which the French were
 successful. The English lost 150 in killed and wounded during the siege and the
 French only 80. The French captured 1,600 prisoners, 120 cannon and mortars, 6
 sloops of war, 200 boats, a large amount of stores, ammunition and provisions,
 and œ18,000 in coin.
 This capture terminated the campaign of 1756 entirely in favor of the
 French, who were greatly astonished at their success at Oswego.
 When Oswego surrendered to the French in 1756 there was there quite a
 shipbuilding yard. Nine vessels were finished, one of them carrying eighteen
 guns, and there were others upon the stocks. But most of the vessels used on
 Lake Ontario during the war were bateaux.
 Fall of Fort Frontenac. -- For the next two years the war
 went on furiously in all parts of North America, but for some time no further
 operations were conducted on Lake Ontario. The French were for a 
 time constantly victorious, but William Pitt was placed at the head of affairs
 in England, and soon a great change was noticeable. General Amherst was sent to
 North America to take command, reaching Halifax May 28, 1758. Louisburg was
 captured. Colonel Bradstreet still pressed his plan of campaign against Fort
 Frontenac, and was soon on his way with 3,000 militia and forty-two of the
 Onondaga Indians, led by their chief, Red Head. Brad-street speedily crossed
 Lake Ontario, and, August 25, 1758, landed within a mile of the fort, and opened
 his guns at 500 yards. Finding this distance too great, he took possession of an
 old entrenchment near the defense, where his
 guns opened with effect. As the garrison consisted of only 120 soldiers and
 forty Indians it was impossible for it to hold out, and it surrendered on the
 morning of the 27th.
 This was a most important victory for the English, and a most
 disastrous loss to the French. The fort, which was a square stone one, was blown
 up, seven vessels were captured, which are described in the narrative of
 Bradstreet's expedition, written by a member of it, as "a snow, a brig, three
 schooners and two sloops." There was a great variety of Indian goods and
 provisions, the latter being "in prodigious quantity on the wharf, piled up
 against the storehouse along the whole length." There was judged to be 10,000
 barrels, and in the fort there were found sixty pieces of cannon, sixteen
 mortars and six brass patteraras, all of which were destroyed. The Indian goods,
 with which the stores were filled, were estimated to have cost in the first
 place 800,000 livres ($175,000). The greater portion of these goods were burned,
 Colonel Brad-street's bateaux being too deeply laden with provisions, etc., and
 too much crowded to admit of any considerable addition to their cargoes, without
 greatly endangering them on Lake Ontario.
 On the 31st the vessels, all but two of them, were set on fire and sent
 adrift on Lake Ontario. Furs were placed on board one of the two vessels not
 destroyed, and carried to Oswego.
 The dimensions of the vessels captured can not be accurately stated;
 they carried from nine to eighteen guns each.
 The French Fleet on the St. Lawrence and Lake
 Ontario 1758-60. The Marquise de Vaudrueil. Le Victort. La Huzalt. La
 Louise. The French Fleet -- Lake Ontario, 1757 -- from a map in British
 MuseumA map in the British Museum shows the French
 fleet on the St. Lawrence and Lake Ontario in 1758-60, and must have been a
 portion of the fleet captured at Fort Frontenac by Colonel Bradstreet, the names
 of the vessels portrayed being, Le Marquise de Vaudreuil, Le Victort, Le Huzalt,
 and La Louise.
 The names of the vessels comprising the English fleet on Lake Ontario
 at the same time were as follows: Le Montcalm (The Montcalm); Les Evive (The
 Lively), Le Vigilant (The Vigilant); Le George (The George), L'Ontario (The
 Ontario), and the Lactraguence. The accompanying illustration is a reproduction
 of a cut of these vessels, found by Hon. J. Ross Robertson, of Toronto, in the
 British Museum, and used here with his permission.
 The English Fleet on the St. Lawrence and Lake
 Ontario 1758-60. The Montcalm. Le George (The George). Les Evive (The
 Lively) *Lactagnuence La Vigilant (The Vigilant) L'Ontario (The Ontario)
 * Untranslateable -- printed as written. The English Fleet -- Lake
 Ontario, 1757 -- from a map in British MuseumOne
 historian of the period states that the two vessels of the fleet captured at
 Fort Frontenac, that were saved by Colonel Brad-street, were Le Marquise and a
 brigantine, the latter of which may have been Le Montcalm, which formed a part
 of the English fleet in 1758-60.
 In Cooper's "Pathfinder" occurs the following paragraph, which is
 interesting in this connection: "'We have made an awful run, Captain,' returned
 the man to whom this remark had been addressed. 'That is the French king's ship,
 Lee-my-calm (Le-Montcalm), and she is standing in for Niagara, where her owner
 has a garrison and a fort.' " This vessel is described by Cooper as a
 full-rigged ship, with no imperfection about her.
 Following is a translation of Montcalm's dispatch to his minister in
 France, announcing the capture of Fort Frontenac: "The enemy have taken Fort
 Frontenac, which, in truth, is immaterial, but, what is more aggravating, they
 have captured considerable supplies, quantities of merchandise, eighty cannon,
 large and small, and have destroyed the shipping which was a result of my taking
 Chouaguen (Oswego), as well as destroying five of our ships, and capturing two.
 That shipping assured us the supremacy on Lake Ontario, which we
 have lost in a moment."
 Fort Niagara Surrenders. -- In 1759, in order to prevent
 little Fort Niagara from falling into the hands of the English, the garrison
 destroyed it. This was by order of Joncaire, in command of the French. It was in
 this year that the English commander, General Prideaux, demanded the surrender
 of Fort Niagara from the French, and, being refused, he laid siege to it, and
 was killed in the attempt to capture it. He was succeeded by Sir William
 Johnson, who pushed the war forward with vigor, capturing Fort Niagara before
 re-inforcement could reach it from Venango on Lake Erie. When these
 re-inforcements reached Navy island, they heard of the fail of Fort Niagara,
 and, believing the two vessels that had brought them down would certainly fall
 into the hands of the English, they took them, together with some smaller ones
 that had been built on Navy island, to the northern end of Grand island, and
 there set them on fire. As late as 1850 the remains of these vessels could be
 seen at the bottom of the river, and it was from this circumstance that the arm
 of the river where they lay was named "Burnt Ship Bay."
 A French Vessel Founders. -- In the Maryland Gazette,
 August 23, 1759, is the following: "By a letter from Niagara of the 21st ult.,
 we learn that by the assistance and influence of Sir William Johnson there were
 upwards of eleven hundred Indians convened there, who by their good behavior
 have justly gained the esteem of the whole army; that Sir William, being
 informed that the enemy had buried a quantity of goods on an island about twenty
 miles from the post, sent a number of Indians to search for them, who found to
 the value of eight thousand pounds, and were in hopes of finding more; and that
 a French vessel, entirely laden with beaver, had foundered on the lake, where
 her crew, consisting of forty-one men, were all lost."
 
 CONCLUSION.
 
 In 1759 when M. Pouchot was sent by M. de Vaudreuil to Niagara he says
 that at La Presentation (Ogdensburg) bateaux were found that had been sent to
 meet them, that they embarked and that on the 4th they reached Point au Baril,
 three leagues above La Presentation. There two barques were being built, each of
 which was to carry ten pieces of 12-pound cannon. On the 9th one of the barques
 was launched and named the Iroquois, the other being launched on the 12th, and
 named the Outaouaise. On the 25th the French troops left for Niagara, arriving
 there on the 3oth. In June, 1759, M. Pouchot sent a troop of Indians from
 Niagara to Oswego to watch the English, they going on the Outaouaise. On the way
 this vessel was caught in a gale of wind, which was so fierce that it carried
 away the mainmast and bowsprit. They were, therefore, obliged to run down to La
 Presentation, and were thus prevented from cruising in front of Oswego to watch
 the English. These Indians had never before encountered a tempest in a vessel,
 and were so greatly frightened that they threw overboard their ornaments, arms
 and tobacco, in order if possible to appease the Manitou of the lake. There was
 on board a Canadian who was a mere dwarf in stature. The Indians had never
 before seen so small a man, and took him for a Manitou, and were with difficulty
 prevented from killing him and throwing him overboard.
 In writing of the attack on Oswego in 1760, Pouchot says that the
 English had built five great bateaux of thirteen oars on each side and with a
 cannon at the end. The two vessels mentioned above, the Iroquois and the
 Outaouaise, did valiant service for the French during the war on Lake Ontario,
 but they were at length captured by the English. There were two other vessels on
 this lake about the same time, named respectively the Seneca, of 22 guns, and
 the Oneida, of 18 guns.
 The fall of Fort Frontenac and Fort Niagara gave the British control of
 Lakes Ontario and Erie. The scepter of France had departed forever from the
 Inland seas. The eventful history of French possession had been concluded and
 the ensign of England floated unquestioned from the masts of the few ships that
 sailed the Great Lakes.
 
 Under English Rule
 
 
 Major Rogers Takes Possession Of Detroit -- The Remoter Posts Also Fall Under British
 Sovereignty -- Indians Are Hostile --
 Denunciation Of The Chippewa Chief -- Pontiac's Conspiracy -- Fall Of
 Fort Sandusky -- St. Joseph's Post Taken
 -- Massacre At Michilimackinac -- Garrison At Green Bay Escapes -- Presque Isle Surrenders -- Investment Of
 Detroit -- Massacre At Devil's Hole --
 Policy Of Pacification -- Possession Of The Lakes Regained -- Henry's
 Narrative -- Bradstreet's Disastrous Return
 Voyage -- England Discourages Emigration
 -- Copper Mining And Fur Trading -- Rival Fur Companies -- Early
 Vessels On Lake Superior -- Ships On The Lower
 Lakes -- Ship Building Prospects -- The Lakes During The Revolutionary War -- Spanish Flag On Lake Michigan Waters -- The Treaty Of Peace -- Arranging
 The Boundary Line -- The Line Finally
 Adopted -- The Treaty Of Paris -- Great Britain Retains Possession -- Jay's Treaty -- Posts
 Surrendered.
 
 
 
 A wet sheet and a flowing sea,
 A wind that follows fast, And fills the white and rustling sail,
 And bends the gallant mast, And bends the gallant mast, my boys,
 While like the eagle free Away the good ship flies, and leaves
 Old England on the lea.
 Allan Cunningham.
 
 MONTREAL having fallen and Canada having become an English dependency,
 Major Robert Rogers, in 1760, was assigned the task of taking possession of the
 few western outposts which dotted here and there the Great Lakes. Rogers was a
 native of New Hampshire, tall and strong in person and rough in feature. He left
 Montreal September 13, with 200 rangers in 15 whale boats, reached Lake Ontario,
 skirted its northern shores, amid rough and boisterous weather, and, crossing
 its western extremity, arrived at Fort Niagara October 1. Crossing the portage,
 the detachment remained a few days, while Rogers with a few attendants conveyed
 dispatches to Fort Pitt. Rejoining his command at Fort Presque Isle, about
 October 31, they proceeded along the southern margin of Lake Erie. The lake was
 rough and the wind chill. Reaching the mouth of a stream, called by Rogers the
 river Chogage, November 7, Pontiac and a party of Indian chiefs and warriors
 arrived and demanded his business in that country. It was farther than a body of
 troops under the English flag had ever before penetrated into the western
 country.
 After a parley lasting several days, Pontiac permitted the troops to
 proceed. They started again November 12, and a few days later reached the
 western end of Lake Erie. Four hundred hostile warriors, friendly to the French,
 lay in ambush at the mouth of the Detroit river, but the powerful influence of
 Pontiac enabled Rogers and his band to proceed. Slowly the whale boats of the
 rangers moved up between the low green banks of the Detroit river until the
 settlement came in sight. On the right were the wigwams of the Wyandots, and on
 the left the lodges of the Pottawatomies, while a little farther up the stream
 could be seen, above the weather-beaten palisades of the fort, the flag of
 France. Landing on the opposite side of the river, November 29, 1760, the
 rangers encamped in a meadow, while two officers were dispatched
 to the garrison, to demand its surrender. The colors were lowered, and the cross
 of St. George unfurled in its place.
 Rogers proceeded westward with a small party to relieve the French
 garrison of Michilimackinac. The storms and gathering ice of Lake Huron drove
 him back to Detroit. The next season, in 1761, a detachment of the 6oth regiment
 took possession of Michilimackinac, and the three remoter posts of St. Marie,
 Green Bay and St. Joseph, and the whole chain of the Great Lakes thereby fell
 under the sovereignty of Great Britain. A few feeble forts widely scattered,
 manned in all by 500 or 600 men, held the vast dominion of inland waters,
 destined within a century to become the highway of a marvelous traffic.
 The Indians are Hostile. -- But though the lakes had
 fallen, the Indians were un-appeased. Their friendship and their aid in battle
 had been given the French. Henry, an adventurous and daring English trader, had
 pushed on to Michilimackinac before the English garrison arrived, and found
 himself in deadly peril. He thus describes his situation in the midst of
 enemies:
 "The hostility of the Indians was exclusively against the English.
 Between them and my Canadian attendants there appeared the most cordial
 goodwill. This circumstance suggested one means of escape, of which, by the
 advice of my friend, Campion, I resolved to attempt availing myself; and which
 was, that of putting on the dress usually worn by such Canadians as pursue the
 trade into which I had entered, and assimilating myself, as much as I was able,
 to their appearance and manners. To this end, I laid aside my English clothes,
 and covered myself only with a cloth, passed about the middle; a shirt, hanging
 loose; a molton, or blanket cloak; and a large, red, milled worsted cap. The
 next thing was to smear my face and hands with dirt and grease; and, this done,
 I took the place of one of my men, and, when Indians approached, used the
 paddle, with as much skill as I possessed. I had the satisfaction to find that
 my disguise enabled me to pass several canoes without attracting the smallest
 notice.
 "On the island, as I had previously been taught to expect, there was a
 village of Chippewas, said to contain a hundred warriors. Here I was fearful of
 discovery, and consequent ill-treatment; but after inquiring the news, and,
 particularly, whether or not any Englishman was coming to Michilimackinac, they
 suffered us to pass uninjured. One man, indeed, looked at me, laughed and
 pointed me out to another. This was enough to give me some uneasiness; but,
 whatever was the singularity he perceived in me, both he and his friend retired,
 without suspecting me to be an Englishman."
 The thoroughness with which the French had imbued the minds of the
 Indians against the English, in the latter's attempt to gain possession of the
 upper lakes, is farther shown by the speech of the Chippewa chief Minavavana, to
 the trader Henry, who had thus daringly visited Michilimackinac in advance of
 the English garrison:
 "Englishman, it is to you that I speak, and I demand your
 attention!
 "Englishman, you know that the French king is our father. He promised
 to be such; and we, in return, promised to be his children. This promise we have
 kept.
 "Englishman, it is you that have made war with this our father. You are
 his enemy; and how, then, could you have the boldness to venture among us, his
 children? You know that his enemies are ours.
 "Englishman, we are informed that our father, the king of France, is
 old and infirm; and that being fatigued, with making war upon your nation, he is
 fallen asleep. During his sleep you have taken advantage of him, and possessed
 yourselves of Canada. But, his nap is almost at an end. I think I hear him
 already stirring, and inquiring for his children, the Indians; and, when he does
 awake, what must become of you? He will destroy you utterly.
 "Englishman, although you have conquered the French, you have not yet
 conquered us! We are not your slaves. These lakes, these woods, and mountains,
 were left us by our ancestors. They are our inheritance; and we
 will part with them to none. Your nation supposes that we, like the white
 people, cannot live without bread -- and pork -- and beef! But, you ought to
 know that He, the Great Spirit and Master of Life, has provided food for us, in
 these spacious lakes, and on these woody mountains.
 "Englishman, our father, the king of France, employed our young men to
 make war upon your nation. In this warfare many of them have been killed; and it
 is our custom to retaliate, until such time as the spirits of the slain are
 satisfied. But, the spirits of the slain are to be satisfied in either of two
 ways; the first is by the spilling of the blood of the nation by which they
 fell; the other, by covering the bodies of the dead, and thus allaying the
 resentment of their relations. This is done by making presents.
 "Englishman, your king has never sent us any presents, nor entered into
 any treaty with us, wherefore he and we are still at war; and, until he does
 these things, we must consider that we have no other father, nor friend among
 the white men, than the king of France; but, for you, we have taken into
 consideration, that you have ventured your life among us, in the expectation
 that we should not molest you. You do not come armed, with an intention to make
 war; you come in peace, to trade with us, and supply us with necessaries, of
 which we are much in want. We shall regard you, therefore, as a brother; and you
 may sleep tranquilly, without fear of the Chippewas. As a token of our
 friendship, we present you with this pipe to smoke."
 Henry's fears were dissipated by the opportune arrival next day of
 three hundred troops of the 6oth regiment, under the command of Lieutenant
 Leslie.
 
 PONTIAC'S CONSPIRACY.
 
 And though Canada had fallen, a treaty of peace had not yet been
 signed, and the English possession of the Great Lakes was not secure. Beyond, on
 the Mississippi, were French settlements engaged in the fur trade. The Indians,
 accustomed to French manners, resented the brusque English ways and listened to
 the tales of the French that the English were plotting Indian extermination.
 Pontiac's conspiracy followed, and all the forts on the Great Lakes held by the
 English were doomed to destruction and their occupants to massacre and torture,
 except Detroit, which withstood a vigorous and protracted siege.
 Fall of Fort Sandusky. -- Fort Sandusky fell May 16, 1763,
 seven treacherous Indian visitors seizing Ensign Paully, the commanding officer,
 while his garrison was massacred. Paully was taken prisoner to Detroit,
 expecting to be burned alive, but an old squaw, whose husband had recently died,
 wanted Paully for a substitute, and her whim was humored, Paully accepting the
 bride in preference to the stake.
 St. Joseph's Post Is Taken. -- The post at St. Joseph's,
 which stood at the mouth of St. Joseph's river, near the head of Lake Michigan,
 fell by similar treachery May 25, 1763. Ensign Schlosser was in command with
 fourteen men. On the morning of the fatal day, a large party of Pottawatomies
 had arrived from Detroit for the ostensible purpose of visiting relatives.
 Insolent savages crowded the fort, and when Schlosser called to his sergeant to
 get the men under arms, the Indians seized the sentinel and within two minutes,
 declared the officer, eleven men were killed and the three survivors, he among
 them, bound hand and foot. They were taken to Detroit and exchanged for Indian
 prisoners.
 Massacre at Michilimackinac. -- Still more horrible was
 the massacre at Michilimackinac. The fort stood on the south shore of the
 straits, close upon the margin of the lake. A cluster of French-Canadian houses,
 roofed with bark and protected by picketed fences, stood beyond. High palisades
 surrounded the fort, and within were barracks and other buildings. Captain
 Etherington, the commandant, had been several times warned that the Indians were
 plotting treachery, but he paid no heed. On June 2, or, according to the trader,
 Henry, June 4, a large band of Ojibways, encamped in the vicinity, invited the
 officers and soldiers to come out and see a grand game of ball, to be played
 between that nation and several bands of Sacs. Discipline was
 relaxed; the gates were wide open, and the soldiers were lounging carelessly
 about. Captain Etherington and Lieutenant Leslie stood near the door. Hundreds
 of half naked, athletic savages were leaping and running on the plain without,
 now massing and struggling for the ball, and again widely scattering. Suddenly
 the ball rose high in the air and fell near the pickets of the fort. Forward
 swarmed the yelling savages; a moment later they were at the gates. Snatching
 hatchets, which squaws had concealed beneath blankets, they raised the war
 whoop. The trader, Henry, had not gone to the fort, but was writing letters in
 one of the Canadian houses. He heard the war cry, and thus describes the scene:
 "Going instantly to my window, I saw a crowd of Indians within the fort,
 furiously cutting down and scalping every Englishman they found. In particular,
 I witnessed the fate of Lieutenant Jamette. I had, in the room in which I was, a
 fowling piece loaded with swan shot. This I immediately seized and held it for a
 few minutes, waiting to hear the drums beat to arms. In this dreadful interval I
 saw several of my countrymen fall, and more than one struggling between the
 knees of an Indian, who, holding him in this manner, scalped him while yet
 alive."
 Mr. Henry then recounts his own marvelous escape, his concealment in
 the garret of an adjoining house by an Indian servant, his surrender to the
 Indians by the Canadian Langlade. With about twenty other captives they were
 taken to the Isles du Castor. Here seven of the captives were slain. Henry was
 rescued by an Indian friend, Wawatam, who had adopted him. At the outset Captain
 Etherington and Lieutenant Leslie had been seized and made captives, together
 with a number of other soldiers. The Ottawas, who had not been invited by the
 Ojibways to participate in the massacre, demanded the prisoners as their share
 of the spoils, and the captors reluctantly surrendered them. The prisoners fared
 well, indeed, by the exchange. They were treated kindly, though not allowed
 their liberty. Captain Etherington, in a letter a few days after the massacre to
 the commandant of the post at Detroit, asking for aid, said: "They killed
 Lieutenant Jamette and fifteen rank and file, and a trader, named Tracy. They
 wounded two and took the rest of the garrison prisoners, five of whom they
 afterward killed. They made prisoners of all the English traders, and robbed
 them of every thing they had; but they offered no violence to the persons or
 property of any of the Frenchmen." Next to Detroit, Michilimackinac was the most
 important post on the upper lakes.
 The posts of Green Bay and Sault Ste. Marie escaped the fate of
 Michilimackinac. The fort at the Sault had been partially destroyed by fire the
 previous winter, and the garrison temporarily abandoned and removed to
 Michilimackinac, but here many of the soldiers perished.
 Garrison at Green Bay Escapes. -- At Green Bay were
 seventeen men, a portion of the 6oth regiment, commanded by Lieutenant Gorell.
 In the neighborhood were many powerful Indian tribes, including the Menomonies,
 the Winnebagoes, and the Sacs and Foxes; west of the Mississippi were the
 powerful Dakotas. Lieutenant Gorell won their friendship. June 15, 1763, an
 Ottawa Indian brought him a letter from Captain Etherington, dated
 Michilimackinac, June 11, in which he said: "This place was taken by surprise on
 the second instant by the Chippewas, at which time Lieutenant Jamette and twenty
 more were killed, and all the rest taken prisoners. But our good friends, the
 Ottawas, have taken Lieutenant Leslie and me and eleven men out of their hands,
 and have promised to reinstate us again." He asked Lieutenant Gorell to join him
 with his force. Lieutenant Gorell called a council of the Menomonies and related
 the news, saying he would march to the relief of Captain Etherington, and leave
 the fort at Green Bay in their good keeping. There was a slight stir of
 hostility, but a Dakota chief, who had just arrived, spoke in strong
 condemnation of their old enemies, the Ojibways, and this auspicious
 friendliness to the garrison won. Gorell's party, accompanied by
 ninety warriors in canoes, embarked in several bateaux and crossed Lake Michigan
 in safety, arriving at the village of L'Arbre Croche June 30. Captain
 Etherington and his men were detained as prisoners by the friendly Ottawas, who
 were reluctant to set them at liberty. After several councils, the English,
 escorted by a fleet of Indian canoes, reached the portage of the Ottawa river,
 and reached Ottawa August 13.
 The British had lost the upper lakes.
 Presqu'Isle Surrenders. -- Presqu'Isle surrendered June
 16. Ensign Christie was in command with twenty-one men. He had learned of
 Lieutenant Cuyler's defeat near the Detroit river from the returning survivors,
 six of whom remained with him. He expected and prepared for attack. Two hundred
 Indians from the vicinity of Detroit approached, June 15, and after a two-days'
 fight, during which the fort was a number of times set afire from blazing
 arrows, and extinguished with difficulty, the garrison surrendered on promise
 that their lives would be spared. They were carried prisoners to Detroit, where
 Christie soon after made his escape and gained the fort in safety.
 
 INVESTMENT OF DETROIT.
 
 Meanwhile the fort at Detroit was invested by an increasing force of
 savages, under the implacable and ambitious Pontiac. The garrison consisted of
 120 soldiers, under command of Major Gladwin, and about forty fur traders were
 at the post. The fort was nearly square, fronting on the river and surrounded by
 a palisade 25 feet high. At each corner was a wooden bastion, and a block house
 was erected over each gateway. Within were about one hundred small houses. Two
 small armed schooners, the Beaver and the Gladwyn, lay anchored in the stream.
 Major Gladwyn received information, May 6, that Pontiac was plotting treachery.
 The Indians were permitted to enter the fort, but the garrison was ordered under
 arms and the savages withdrew without using the short-barreled rifles concealed
 under their blankets. Three days later Pontiac was refused admission to the
 fort. His followers murdered several Englishmen living outside. Next day the
 fort was for six hours ineffectually attacked. The siege had commenced. The two
 vessels in the river gave material assistance in the work of defense. A supply
 of needed provisions and ammunition was on its way up the lakes for the use of
 Detroit and the other western posts. To hasten the expected convoy and to carry
 dispatches to Niagara, the schooner Gladwyn set sail for Niagara, and as she lay
 becalmed at the entrance of Lake Erie next day, a multitude of Indian canoes
 darted out from the shore to surround her. Fortunately a breeze sprang up at
 that moment, the schooner's sails filled and she moved onward.
 Lieutenant Cuyler left Fort Niagara May 13, and embarked from Fort
 Schlosser, just above the Falls, in about twenty boats with ninety-six men and a
 plentiful supply of provision and ammunition. Coasting along the northern shore
 of Lake Erie, he landed June 28, at Point Pelee, drew the boats up on the beach
 and prepared to encamp. They received a blaze of musketry from the woods, and
 the Indians rushed upon them. In a panic the men broke and ran for the boats.
 Cuyler in his report said: "Being abandoned by my men, I was forced to retreat
 in the best manner I could. I was left with six men on the beach, endeavoring to
 get off a boat, which not being able to effect, was obliged to run up to my neck
 in the lake, to get to a boat that had pushed off without my knowledge. When I
 was in the boat I saw five boats manned, and the Indians having manned two boats
 pursued and brought back three of the five, keeping a continued fire from off
 the shore, and from the two boats that followed us for about a mile on the lake;
 the wind springing up fair, I and the remaining boat hoisted sail and escaped."
 They rowed all night, and landed in the morning on a small island. Between
 thirty and forty men, some wounded, were crowded in the two boats. Making for
 Sandusky they were astonished to find the fort burned, and slowly rowed along
 the south shore of the lake to Niagara.
 When the gaunt garrison at Detroit, on the morning of May 30, saw the
 long line of boats rounding the wooded projection on the farther
 side of the river, then called Montreal Point, while from the stern of the
 foremost boat flew the red flag of England, three loud cheers rang out, and a
 cannon pealed its note of welcome. But joy turned to anguish, when from the
 boats grimacing savages emitted yells of defiance. In each were two or more
 captives. In the foremost boat it chances were four captives and only three
 Indians. When opposite the fort one bold soldier seized an Indian and threw him
 overboard, but was dragged down to death with him. The two remaining Indians
 leaped out, and the three prisoners seized the oars and pulled for the fort.
 Bullets flew about them, and the pursuing Indian canoes gained steadily.
 Suddenly a cannon ball from the anchored Beaver beat into foam the water close
 by, and the chase was checked. The prisoners reached the Beaver in safety. Their
 companions suffered a terrible fate of torture and death. The schooner Gladwyn
 had passed the Cuyler convoy on her way down, and continued on to Niagara. There
 she remained until Cuyler with the remnant of his party returned. With the
 survivors and a few other soldiers that could be spared, the Gladwyn set sail
 again for Detroit. She was making her way up the Detroit river late on the
 afternoon of June 23, with a gentle breeze between the main shore and the long
 extended margin of Fighting island. About sixty men were on board, but only ten
 or twelve in sight upon the deck. Just before reaching the narrowest part of the
 channel, the wind died away and the anchor was dropped. During the night moving
 objects appeared on dark the surface of the water. They quietly approached to
 within a few rods, when to the tap of a hammer upon the mast, cannon and
 musketry blazed forth. Several canoes were sunk, fourteen Indians killed and
 many wounded. The Indians quickly withdrew, and began firing from concealed
 breastwork of logs on Turkey island. The Gladwyn weighed anchor and dropped
 beyond reach. Several days later she made the ascent and, though the Indians
 fired constantly from the shore, sustained no loss. As she passed the Wyandot
 village, she sent a shower of grape among the yelping inhabitants, killing
 several. The schooner brought a much-needed supply of men, provision and
 ammunition, and also brought the important news that peace had been declared
 between England and France. The two armed schooners, anchored opposite the fort,
 annoyed and terrorized the besiegers. Gladwyn and several of his officers
 embarked aboard the Gladwyn one day, while a fresh breeze was blowing from the
 northwest. The Indians on the shore stood in amazement watching her as she
 tacked from shore to shore making way against wind and current. Making a long
 reach from the opposite shore, she came on directly toward the camp of Pontiac,
 her sails swelling, her masts leaning over till the black muzzles of her guns
 almost touched the river. Suddenly a shout of command was heard on board, she
 rose upright, and her sails flapped and fluttered as if tearing loose from their
 fastenings. Steadily she came round, broadside to the shore, then leaning once
 more to the wind bore away on the other tack. Soon was heard the hoarse rattling
 of her cable, as the anchor dragged it out, and her vast white wings were
 furling.
 As they looked unsuspectingly on, a puff of smoke came from her side.
 The balls flew through their camp and tore among the forest trees beyond. The
 startled warriors bounded away, the squaws snatched up their children and fled.
 Several similar attacks were made, and the Indians, by means of burning rafts,
 sought several times, but vainly, to destroy the dreaded boat. On the morning of
 July 29, Captain Dalzell arrived from Niagara with twenty-two barges, bringing
 two hundred and eighty men, several small cannon and a fresh supply of provision
 and ammunition. They had passed up the river on a foggy night, but when between
 the Wyandot and Potta-watomie villages, the savages, who had recently made a
 treaty of peace, fired upon the convoy, killing and
 wounding fifteen of the men. The besieging forces of Pontiac were again
 increased and now numbered over 1,000. The schooner Gladwyn was again dispatched
 to Niagara. On her return her crew consisted of Horst, her master,
 Mate Jacobs and ten men. Six Iroquois Indians, supposed to be friendly, were
 also aboard. They asked to be set ashore, on the night of September 3, as the
 schooner was entering the Detroit river, a request that was foolishly granted.
 The vessel was compelled to anchor about nine miles below the fort, as the wind
 was failing. As darkness set in, vigilant watchfulness began, but 350 Indians in
 canoes silently glided down the current and were close upon the vessel before
 they were seen. Only one cannon shot could be fired before they were beneath her
 bows and clambering up her sides. The crew gave them a volley of musketry, but
 still the savages swarmed over the sides. Flinging down their guns, the men
 seized spears and hatchets, and in a very short time killed more than twice
 their own number. But the_master and one sailor were killed and four seriously
 disabled. The assailants were leaping over the bulwarks when Jacobs, the mate,
 called out to blow up the schooner. Some Wyandots, who had gained the deck,
 caught the meaning of the order and gave the alarm to their companions. Every
 Indian leaped overboard to escape the threatened explosion, and dared not renew
 the attack. On the following morning the Gladwyn sailed for the fort and reached
 it in safety. Six of the gallant twelve had escaped unhurt.
 Massacre at Devil's Hole. -- Later in the year, while
 Detroit was still invested, the savages perpetrated another terrible outrage on
 the Niagara river. It occurred September 14, 1763, at Devil's Hole, three miles
 below Niagara Falls.
 A convoy of soldiers was returning to Fort Niagara from Fort Schlosser,
 situated above the Falls, to which post the previous day they had conveyed
 provisions An ambuscade of Seneca Indians destroyed the entire party and the
 twenty-four soldiers guarding them, except three, who almost miraculously
 escaped. A rescuing party of two companies was also cut to pieces.
 To Relieve Detroit. -- Soon after Major Wilkins left Fort
 Niagara with 600 regulars for the relief of Detroit. While forcing their boats
 through the swift current above the Falls, they were thrown into confusion by an
 Indian attack and retired to Fort Schlosser. Again setting out, they reached
 Lake Erie in safety. But as they approached their destination a fierce storm
 arose at night and drove ashore or wrecked a large number of their frail
 bateaux. About seventy men perished and all the ammunition and stores were lost.
 The shattered flotilla was forced back to Niagara.
 The siege at Detroit languished as the winter drew on and most of the
 savages scattered to remote regions for better subsistence.
 Policy of Pacification. -- In the spring of 1764 Sir
 William Johnson attempted the new policy of pacifying the savage hordes on the
 borders of the lakes, as well as the inland frontier, and for that purpose held
 at Fort Niagara a conference with many tribes. To render the scene more
 impressive, Col. Bradstreet had arrived from Albany with a body of troops to aid
 in regaining possession of the frontier. The boats and bateaux, crowded with
 men, crossed Lake Ontario from Oswego. A storm threw the flotilla into
 confusion, and it was several days before the troops landed at Fort Niagara. The
 meeting was only partly successful, but one of the conditions imposed by the
 treaty that was made, was the cession by the Indians to the British Crown of a
 strip of land, four miles in width, on each side of the Niagara river from Lake
 Ontario to Lake Erie.
 Bradstreet and his army left Fort Schlosser August 8, 1764, and with
 their boats and bateaux coasted along the southern shore of lake Erie. When near
 Presque Isle, on the 12th, a storm drove them ashore. After making futile
 treaties with the Delawares, Shawnees and other Ohio tribes, Bradstreet reached
 Detroit August 26, and was royally received by Gladwyn and his beleaguered
 troops. At Detroit he punished a few Canadians who had given aid to the Indians.
 Treaties of peace were signed with the chiefs of the neighboring tribes, except
 Pontiac, who had fled to the West to stir up additional strife
 against the English.
 From Detroit Bradstreet dispatched Captain Howard with a strong
 detachment to take possession of Michilimackinac, which had been abandoned since
 the massacre the previous year. Howard accomplished this mission without
 opposition, and also sent bodies of troops to reoccupy the deserted posts at
 Green Bay and Sault Ste. Marie. The flag of England thus again floated over all
 the great lakes, after having been lowered by a savage outburst that held sway
 for little more than a year.
 Henry's Narrative. -- Henry, the English trader, was a
 member of Bradstreet's expedition. He gives an interesting account of the
 voyage, as follows: "At Fort Niagara, I found General Bradstreet, with a force
 of three thousand men, preparing to embark for Detroit, with a view to raise the
 siege which it had sustained against Pontiac for twelve months together. The
 English in this time had lost many men; and Pontiac had been frequently on the
 point of carrying the place, though gallantly defended by Major Gladwyn, its
 commandant.
 "General Bradstreet, having learned my history, informed me that it was
 his design on arriving at Detroit, to detach a body of troops to
 Michilimackinac, and politely assured me of his services in recovering my
 property there. With these temptations before me I was easily induced to follow
 the general to Detroit.
 "But I was not to go as a mere looker on. On the contrary, I was
 invested with the honor of a command in a corps, of the exploits, however, of
 which I can give no very flattering account. Besides the sixteen Saulteurs, or
 Chippewas of the Sault de Sainte-Marie, with whom I had come to Fort Niagara,
 there were already at that place eighty Matchedash Indians, the same whose
 lodges we passed at the carrying-places of Lake aux Claies. These ninety-six
 men, being formed into what was called the Indian Battalion, were furnished with
 necessaries; and I was appointed to be their leader -- me, whose best hope it
 had been very lately, to live through their forbearance.
 "On the 10th of July, the army marched for Fort Schlosser, a stockaded
 post above the Great Falls; and I ordered my Indians to march also. Only ten of
 the whole number were ready at the call; but the rest promised to follow the
 next morning. With my skeleton battalion, therefore, I proceeded to the fort,
 and there waited the whole of the next day, impatiently expecting the remainder.
 I waited in vain, and the day following returned to Fort Niagara, when I found
 they had all deserted, going back to their homes, equipments and all, by the way
 of Toronto. I thought their conduct, though dishonest, not very extraordinary,
 since the Indians employed in the siege of Detroit, against whom we were leading
 them, were at peace with their nation, and their own friends and kinsmen.
 "For the transport of the army, on Lake Erie, barges had been expressly
 built, capable of carrying a hundred men each, with their provisions. One of
 these was allowed to me and my Indians. On the 14th we embarked at Fort
 Schlosser, and in the evening encamped at Fort Erie. Here the Indians, growing
 drunk, amused themselves with disorderly firing of their muskets, in the camp.
 On this, General Bradstreet ordered all the rum in the Indian quarters to be
 seized and thrown away. The Indians in consequence threatened to desert; and the
 general, judging it proper to assume a high tone, immediately assembled the
 chiefs (for among the fourteen Indians there were more chiefs than one) and told
 them, that he had no farther occasion for their services, and that such of them
 as should follow his camp would be considered as soldiers, and subjected to
 military discipline accordingly. After hearing the general's speech, the
 majority set out for Fort Niagara, the same evening, and thence returned to
 their own country, by the way of Toronto; and thus was my poor battalion still
 further diminished!
 "On our fifth day from Fort Schlosser, we reached Presque Isle, where
 we dragged our barges over the neck of land, but not without straining their
 timbers; and with more loss of time, as I believe, than if we had rowed around.
 On the twentieth day, we were off the mouth of the river, which 
 falls into Sandusky Bay, where a council of war was held, on the question,
 whether it were more advisable to attack and destroy the Indian villages, on the
 Miami, or to proceed for Detroit direct. Early the next morning, it having been
 determined that, considering the villages were populous as well as hostile, it
 was necessary to destroy them, we entered the Miami; but were promptly met by a
 deputation, offering peace. The offer was accepted; but it was till after two
 days, during which we had begun to be doubtful of the enemy's intention, that
 the chiefs arrived. When they came, a sort of armistice was agreed upon; and
 they promised to meet the general at Detroit, within fifteen days. At that
 place, terms of peace were to be settled, in a general council. On the 8th of
 August we landed at Detroit.
 "The Indians of the Miami were punctual, and a general peace was
 concluded. Pontiac, who could do nothing against the force which was now opposed
 him, and who saw himself abandoned by his followers, unwilling to trust his
 fortunes with the English, fled to the Illinois.
 "On the day following that of the treaty of peace, Captain Howard was
 detached, with two companies and three hundred Canadian volunteers, for Fort
 Michilimackinac, and I embarked at the same time. From Detroit to the mouth of
 Lake Huron is called a distance of eighty miles. From the fort to Lake Sainte
 Claire, which is only seven miles, the lands are cultivated on both sides of the
 strait, and appeared to be laid out in very comfortable farms. In the strait, on
 the right hand, is a village of Hurons, and at the mouth of Lake Sainte Claire,
 a village of Ottawas. We met not a single Indian on our voyage, the report of
 the arrival of the English army having driven every one from the shores of the
 lake. On our arrival at Michilimackinac, the Ottawas of L'Arbre Croche were sent
 for to the fort. They obeyed the summons, bringing with them some Chippewa
 chiefs, and peace was concluded with both.
 "The exclusive trade of Lake Superior was given to myself, by the
 commandant of Fort Michilimackinac; and to prosecute it, I purchased goods,
 which I found at this post, at twelve months credit. My stock was the freight of
 four canoes, and I took it at the price of ten thousand pounds weight of good
 and merchantable beaver. It is in beaver that accounts are kept at Fort
 Michilimackinac; but in defect of this article, other furs and skins are
 accepted in payments, being first reduced unto their value in beaver. Beaver was
 at this time at the price of two shillings and sixpence per pound,
 Michilimackinac currency; other skins at six shillings each; marten, at one
 shilling and sixpence, and others in proportion.
 "To carry the goods to my wintering ground in Lake Superior, I engaged
 twelve men, at two hundred and fifty livres, of the same currency, each; that
 is, one hundred pounds weight of beaver. For provisions, I purchased fifty
 bushels of maize, at ten pounds of beaver per bushel. At this place, specie was
 so wholly out of the question that in going to a cantine you took a marten's
 skin to pay your reckoning."
 Bradstreet's Disastrous Return Voyage. -- Bradstreet's
 return journey from Detroit was marked by incompetency and petulance, because
 the treaties he had made with the faithless Ohio savages had been broken by the
 Indians and rejected by the United States Government. Soon after leaving
 Sandusky early in October he encamped on an open exposed beach, on the south
 shore of Lake Erie, though there was close by a large stream "wherein a thousand
 boats could lie with safety." A tempest arose, which lasted three days; half the
 boats were dashed to pieces, and six pieces of cannon ammunition, provisions,
 arms and baggage were lost or abandoned. A detachment of the troops, and some
 Indians, about 150 in all, were ordered to make their way by land to Niagara,
 and many perished along the pathless borders of the lake, suffering from cold,
 fatigue and hunger, from wading swamps, swimming rivers and creeks, and forcing
 their way through rough and tangled thickets. The main body reached Niagara
 November 4. But on Lake Ontario, when near Oswego, a second storm arose and one
 of the schooners, crowded with troops, sank. Most of the men, however, reached
 the shore in safety.
 In an article in Lippincott's Magazine, Constance Fenimore
 Woolson fixes the scene of the wreck of the relief army in the fall of 1764, and
 of the disaster which befell General Bradstreet's fleet of bateaux, both at
 Rocky river, near Cleveland. From time to time after heavy storms portions of
 old bateaux have been thrown up on the Rocky river beach. In 1842, during a
 severe gale, the sandbar shifted its position at the mouth of the river, and
 quantities of gun flints, brass musket guards, musket barrels and bayonets were
 washed ashore. Along this beach many relics have been found; silver teaspoons,
 of antique design, heavily moulded and engraved with various initials, doubtless
 once the property of British officers, and an ancient and elaborately finished
 sword. The provincials who accompanied Bradstreet were from New York, New Jersey
 and Connecticut, and were commanded by Major Israel Putnam, afterward
 major-general of the United States army.
 
 ENGLAND DISCOURAGES EMIGRATION.
 
 But the acquisition of Canada and the Great Lakes by Great Britain did
 not result in any measures for the settlement of the lake region, or in any
 increase of commerce. On the contrary, the policy adopted discouraged
 emigration. By royal proclamation issued in 1763 it was decreed that "no
 governor or commander-in-chief of our other colonies or plantations in America
 do presume, for the present, and until our further pleasure be known, to grant
 warrants of survey or pass patents for any lands beyond the heads or sources of
 any of the rivers which fall into the Atlantic Ocean from the West or
 Northwest." A desire to conciliate the Indians, it has been said, was one of the
 motives for this prohibition. General Washington took that view. Writing in 1767
 to Colonel Crawford he said: "I can never look upon that proclamation in any
 other light (but this I say between ourselves) than a temporary expedient to
 quiet the minds of the Indians. "Whatever the cause, it was exceedingly
 unpopular among the American colonies. Several land companies were organized to
 people the Western country, but failed to receive the royal assent. Hinsdale
 says: "The facts show conclusively that in the years following the French war
 the Western policy of the British was not steady or consistent, but fitful and
 capricious; prompted by a solicitude for the Indians that was partially feigned,
 and partly by a growing jealousy of the shore colonies. The policy of
 restriction culminated in 1774 in the Quebec Act." This Act, among other
 provisions, extended the Province of Quebec on the north to Hudson Bay, and on
 the west and southwest to the Ohio and Mississippi. One aim was to propitiate
 the French population of Canada, the other to permanently sever the West from
 the Shore colonies. As defined by the proclamation of 1763 the Province of
 Quebec had been confined to territory east of Lake Nipissing and the St.
 Lawrence; but by the Act of 1774 it was extended to the Great Lakes region and
 Ohio Valley. To the American colonies the Quebec Act was extremely odious.
 
 COPPER MINING AND FUR TRADING.
 
 Two industries engaged attention on the upper lakes during the English
 dominion -- copper mining and fur trading. Capt. Jonathan Carver, in his "Three
 Years Travel Through the Interior Parts of North America," from 1766 to 1769,
 writes a glowing account of the copper mines in the Lake Superior region.
 The first attempt at extensive copper mining in the Lake Superior
 region, which occurred a little later, is described by Henry. It was instituted
 to mine gold, the yellow sand on the island of Michipicoten having been mistaken
 for the precious metal, but later the mining operations were turned to copper.
 Henry says: "In 1770, Mr. Baxter, who had sailed for England, returned, bringing
 with him papers, by which, with Mr. Bostwick and himself, I was constituted a
 joint-agent and partner in and for a company of adventurers for working the
 mines of Lake Superior. We passed the winter together at Sault Sainte-Marie, and
 built a barge fit for the navigation of the lake, at the same time laying the
 keel of a sloop of forty tons. Early in May, 1771, the lake becoming navigable,
 we departed from Point aux Pins, our shipyard, at which there is a
 safe harbor, and of which the distance from the Sault is three leagues. We
 sailed for the island of the yellow sands, promising ourselves to make our
 fortunes, in defiance of its serpents.
 "Hence we coasted westward; but found nothing until we reached the
 Ontonagan, where besides the detached masses of copper, formerly mentioned, we
 saw much of the same metal bedded in stone. Proposing to ourselves to make a
 trial on the hill till we were better able to go to work on the solid rock, we
 built a house and sent to Sault de Sainte-Marie for provisions. At the spot
 pitched upon for the commencement of our preparations, a green-coloured water,
 which tinged iron of a copper colour, issued from the hill; and this the miners
 called a leader. In digging they found frequent masses of copper, some of which
 were of three pounds weight. Having arranged everything for the accommodation of
 the miners during the winter, we returned to the Sault.
 "Early in the spring of 1772 we sent a boat-load of provisions; but it
 came back on the twentieth day of June, bringing with it, to our surprise, the
 whole establishment of miners. They reported that in the course of the winter
 they had penetrated forty feet into the hill; but that on the arrival of the
 thaw, the clay on which, on account of its stiffness, they had relied, and
 neglected to secure it by supporters, had fallen in; that to re-commence their
 search would be attended with much labor and cost; that from the detached masses
 of metal, which to the last had daily presented themselves, they supposed there
 might be ultimately reached some body of the same, but could form no conjecture
 of its distance, except that it was probably so far off as not to be pursued
 without sinking an air-shaft; and, lastly, that this work would require the
 hands of more men than could be fed in the actual situation of the country.
 "Here our operations in this quarter ended. The metal was probably
 within our reach; but, if we had found it, the expense of carrying it to
 Montreal must have exceeded its marketable value. It was never for the
 exportation of copper that our expedition was formed; but always with a view to
 the silver which it was hoped the ores, whether of copper or lead, might in
 sufficient quantity contain. The copper ores of Lake Superior can never be
 profitably sought for but for local consumption. The country must be cultivated
 and peopled, before they can deserve notice. The neighboring lands are good. I
 distributed seed-maize among the Indians here, which they planted accordingly.
 They did the same the following year, and in both instances had good crops.
 Whether or not they continued the practice, I cannot say. There might be much
 danger of their losing the seed; for their way was, to eat the maize green and
 save only a small quantity for sowing.
 "In the following month of August, we launched our sloop, and carried
 the miners to the vein of ore on the north side of the lake. Little was done
 during the winter, but, by dint of labor, performed between the commencement of
 the spring of 1773, and the ensuing month of September, they penetrated thirty
 feet into the solid rock. The rock was blasted with great difficulty, and the
 vein, which, at the beginning, was of the breadth of four feet, had in the
 progress contracted into four inches. Under these circumstances we desisted, and
 carried the miners back to the Sault. What copper-ore we had collected we sent
 to England; but, the next season, we were informed that the partners there
 declined entering into farther expenses. In the interim, we had carried the
 miners along the north shore, as far as the river Pic, making, however, no
 discovery of importance. This year, therefore, 1774, Mr. Baxter disposed of the
 sloop, and other effects of the company and paid its debts.
 "The partners in England were His Royal Highness the Duke of
 Gloucester, Mr. Secretary Townshend, Sir Samuel Tutchet, Baronet; Mr. Baxter,
 counsel of the Empress of Russia; and Mr. Cruickshank; in America, Sir William
 John, Baronet; Mr. Bostwick, Mr. Baxter and myself. A charter had been
 petitioned for, and obtained; but, owing to our ill success, it was never taken
 from the seal office."
 The failure of this enterprise is ascribed by the best
 authorities not to any mismanagement, but to the extreme difficulties of
 forwarding supplies, especially provisions, to the miners. But that the project
 was born out of due time would at all events have been soon demonstrated by what
 Carver calls "the distracted situation of affairs" -- meaning the outbreak of
 the Revolutionary war. No doubt the sloop fell into the hands of fur
 traders.
 
 RIVAL FUR COMPANIES.
 
 When the military possession of the Northwest passed from France to
 Great Britain in 1760, the Hudson Bay Company, which had been chartered by
 Parliament as early as 1670, acquired an almost exclusive monopoly of the fur
 trade. Its success excited the envy of other capitalists, and in 1783 the
 Northwest Fur Company was organized at Quebec, and established its posts at
 various points on the upper lakes and throughout the interior. The new company,
 contrary to the custom of the older one, employed voyageurs for its extended
 trade, and soon diminished the profits of the Hudson Bay Company. Other
 organizations were formed, among them an association of British merchants called
 the Mackinaw Company, which became a successful rival to the older
 companies.
 An interesting account of the fur trade under the English regime was
 written in 1801 by Alexander Mackenzie, who in 1789 and in 1793 made voyages
 from Montreal through the continent of North America "to the frozen and Pacific
 oceans." The fur trade from the earliest settlement of Canada, he says, was
 considered of the first importance to that colony. But the coureurs de Bois, or
 early fur peddlers, by their degenerate life so brought Christianity into
 disrepute that on the complaint of the missionaries trading with the Indians
 without a license was forbidden. These licenses, at first bestowed upon
 officers, gradually extended to others, and the proposed reformation of conduct
 was only temporary.
 The English fur trade began properly from Michilimackinac in 1766, and
 soon extended far up into the northwest, into territory into which the French
 had already penetrated. The rivalry was bitter, and the dissensions destroyed
 mercantile success for a number of years. In 1783-84 the merchants of Canada
 formed the Northwest Company, divided into sixteen shares, afterwards greatly
 increased. In 1788 its business amounted to $200,000; in 1799, $600,000. The
 produce during the latter year consisted of the following fur and peltries;
 106,000 beaver skins; 2,100 bear skins; 1,500 fox skins; 4,000 kitt fox skins;
 4,600 otter skins; 17,000 musquash skins; 32,000 marten skins; 1,800 mink skins;
 6,000 lynx skins; 600 wolverine skins; 1650 fisher skins; 100 raccoon skins;
 3,800 wolfskins; 700 elk skins; 750 deer skins; 1,200 deer skins, dressed; 500
 buffalo robes and a quantity of castoreum.
 The company employed fifty clerks, seventy-one interpreters and clerks,
 1,120 canoe men and thirty-five guides. The canoe men were of two descriptions,
 foremen and steersmen, and middlemen. The first two were allowed annually 1,200
 and the latter 400 livres each. The first class of people were hired at Montreal
 five months before they set out, and received their equipments and one-third of
 their wages in advance. The journey was commenced with eight or ten men in each
 canoe, and their baggage; and 65 packages of goods, 600 weight of biscuit, 200
 weight of pork, three bushels of peas, for the men's provisions, two oil cloths
 to cover the goods, a sail, etc., an axe, a towing line, a kettle and a sponge
 to bail out the water, with a quantity of gum, bark and watope to repair the
 vessel. "An European," says Mr. Mackenzie," on seeing one of these slender
 vessels thus laden, heaped up and sunk with her gunwale within six inches of the
 water, would think his fate inevitable in such a boat, when he reflected on the
 nature of her voyage; but the Canadians are so expert that few accidents
 happen."
 The route from Montreal was usually by way of Lake Nipissing, but the
 Northwest Company in 1799 had two vessels upon Lakes Erie and Huron, and one on
 Lake Superior of from 50 to 70 tons burden. The fleets of canoes
 which thus reached the St. Mary's river were placed in charge of half the crews,
 and the others were sent to Michilimackinac for additional canoes. The usual
 voyage from the Sault was up the north shores of Lake Superior to Grand Portage,
 whence the traders continued far up into the interior of what is now British
 North America.
 Narrating the gossip at the North West House, Sault Ste. Marie,
 December 28, 1822, Schoolcraft relates the following: "Conversation turned, as
 might have been expected, upon the topic of the fur trade, and the enterprising
 men who established, or led to the establishment of the Northwest Company. Todd,
 Mackenzie and M'Gillvray were respectively described. Todd was a merchant of
 Montreal, an Irishman by birth, who possessed enterprise, courage, address and
 general information. He paved the way for the establishment of the company, and
 was one of the first partners, but died untimely. He possessed great powers of
 memory. His cousin, Don Andrew Todd, had the monopoly of the fur trade of
 Louisiana; M'Gillvray possessed equal capacity for the trade with Todd, united
 in enjoying gentlemanly manners. He introduced that feature in the company which
 makes every clerk, at a certain time, a partner. This first enabled them to
 successfully combat the Hudson Bay Company. His passions, however, carried him
 too far, and he was sometimes unjust. Sir Alexander Mackenzie was at variance
 with M'Gillvray, and they never spoke in each other's praise. Mackenzie
 commanded great respect from all classes, and possessed a dignity of manners and
 firmness of purpose, which fitted him for great undertakings. He established the
 X. Y. Company in opposition to the Northwest."
 
 EARLY VESSELS ON LAKE SUPERIOR.
 
 In 1789, the Hudson Bay Company owned a vessel on Lake Superior called
 the Speedwell, and others on Lake Ontario.
 When the Northwest Fur Company was organized in 1783, one of their
 first endeavors was to secure a decked vessel on the chief lake. With this view,
 in 1784, they petitioned the military governor of Canada for permission to build
 a vessel at Detroit, to be sent early in the spring to the Sault for the purpose
 of getting her up the falls and to be employed on Lake Superior. Their petition
 was promptly granted and a schooner named the Beaver was constructed. Her
 dimensions were: Keel, thirty-four feet, beam thirteen, and hold four feet; cost
 œ1,843, 13 s., 2 d. She arrived at the foot of the Soo in May, 1785.
 For some unexplained reason, however, it proved impossible to bring her then
 over the portage.
 It is supposed that the Beaver was either taken over another season or
 that some similar craft was constructed on Lake Superior. The headquarters of
 the Northwest Company were established about thirty miles west of Port Arthur.
 The spot was called Grand Portage because by a land-carriage of nine miles from
 that point goods reached navigable water on Pigeon river. Through this stream,
 and others interlocking, they could be transported in canoes to many posts,
 intercepting Indian trade, which had before gone to Hudson Bay.
 Harmon, a Vermont boy, who had enlisted in the fur company's service,
 and had made his way to the Sault in thirty-three days from Montreal in May,
 1800, describes the company's vessel. At Pine Point he inspected the Lake
 Superior craft, and was informed by the captain that she would carry as many as
 ninety-five tons, and that she made four or five trips to Grand Portage every
 season. A sawmill at the Sault was preparing lumber for her to transport, and a
 canal had been cut on the Canadian side so that loaded canoes might need no
 portage for conveying their freight to the vessel. In 1798 the Northwest Company
 had had a British garrison for a decade at Grand Portage; they had in their pay
 1,205 employes; and as no crops were raised at their posts they were forced to
 carry food as well as other supplies over the lake. The Speedwell was afloat
 here in 1789, and flying the flag of their most formidable competitor, the
 Hudson Bay Company.
 The rivalry of the competing fur corporations was fierce. It could not
 have been long after the Hudson Bay men hoisted their banner on
 the Speedwell before a rival vessel had been constructed for the
 Northwesters.
 Fur trading was also conducted during the English period on the other
 lakes. During the latter part of the eighteenth century the fur trade was
 actively carried on on the Cuyahoga, one of the traders engaged therein being
 Joseph Du Shattar, who was for many years in the employ of the Northwestern Fur
 Company. After his marriage with Mary Pornay, of Detroit, he had a post of his
 own on the Cuyahoga river, nine miles above its mouth.
 In 1786 a Pittsburg firm named Duncan & Wilson, made a contract
 with Caldwell & Elliott, of Detroit, to deliver at their agency, at the
 mouth of the Cuyahoga river, a quantity of flour and dried meats, which was
 carried on the backs of ninety pack horses over that distance, the expedition
 being in charge of thirty men. This train forded the river Cuyahoga at Tinker's
 creek, and passed down the west side by a small log cabin which, according to
 Col. James Hillman, of Youngstown, had then lately been abandoned by a trader
 named Maginnis. Upon reaching the mouth of the Cuyahoga river they were met by
 an Englishman named Howder, who came forward to meet them and receive the goods.
 No one else was then anywhere to be found in this vicinity. A cabin was erected
 at a spring which emerged from the roots of a tree standing on the east side of
 the river by an Indian trail, near the present foot of Superior street,
 Cleveland. At that time some of the freight for Detroit went forward by land,
 and some by the vessel Mackinaw.
 
 SHIP BUILDING PROSPECTS.
 
 During the interval between 1774 and the Revolutionary war a few
 vessels appeared on the Great Lakes. The fur trade expanded and the English
 dominion, and the little fleet of sailing vessels was used mainly in the fur
 trade, in carrying stores to the military posts, and as ships of war.
 After the conquest of Canada, all the French vessels, that had not been
 sunk, were surrendered to the English. Two were destroyed in the small bay on
 the west side of Carlton's island in the St. Lawrence river, where their remains
 were visible until recently. While no regular sailing vessels were put on Lake
 Erie by the French, after the loss of the Griffin, yet many of their bateaux,
 particularly those built between 1750 and 1760, were of large size, capable of
 transporting troops, and they are sometimes spoken of as vessels in history.
 The two small vessels, Beaver and Glad-wyn, which proved so valuable to
 the besieged garrison at Detroit in 1763, are supposed to have been built by the
 English the year previous. It is related that through the refusal of her captain
 to take ballast aboard, the Gladwyn was caught in a squall on Lake Erie, and the
 entire crew lost.
 Carver relates that in June, 1768, he left Michilimackinac in the
 Gladwyn, a schooner of about 80 tons burden, and returned over Lake Huron to
 Lake St. Clair, where he left the ship and proceeded by boat to Detroit.
 The sloop Beaver was lost at Cat Fish creek, fourteen miles up Lake
 Erie. This vessel, in company with the Gladwyn, which was built in 1763, at the
 military post of Fort Erie, left Detroit August 13, 1763, to procure troops and
 supplies for the fort, then besieged by Pontiac, arriving at Fort Erie on the
 22d of the same month. The Beaver was wrecked August 28, with the loss of all
 her guns and also all of her cargo, except 185 barrels of provisions which were
 taken by the Gladwyn to Detroit, where she arrived September 3 with a cargo of
 160 barrels of pork, and 47 barrels of flour, which had come to Fort Erie from
 New York by way of Oswego and Niagara, being carried round the Falls by
 Stedman.
 In 1764 three new boats appeared on the lakes -- the Victory, the
 Boston and the Royal Charlotte. This year the Gladwyn made one trip to Mackinac,
 and the other three each made four trips between Fort Erie and Detroit,
 delivering at Fort Erie 1,464 bales of furs. In 1767 the Brunswick made her
 appearance on the lakes, and in 1769 the Enterprise was built at Detroit, by
 Phyn & Ellice, of Schenectady, and Sterling & Portens, of
 Detroit. In May, 1770, the Charity, of 70 tons, was launched at
 Niagara, and was for some years employed on Lake Ontario in conveying stores to
 Edward Pollard, sutler at Niagara, and flour for the use of the garrison at that
 point. In 1772 this vessel did not earn enough to pay her crew. In 1771, an
 addition was made to the vessels afloat by the appearance of the Chippewa and
 Lady Charlotte, and the Beaver (2nd), the latter being a new vessel belonging to
 Commodore Grant. In May of that year she was lost near Sandusky with her cargo,
 valued at $3,000, and her entire crew of seventeen men. The sloop Betsey was
 built a little earlier than this year, for it is said of her that in 1772 she
 had been on the lakes three seasons. There was one other vessel afloat at this
 time, named the Muska-nungee.
 In 1778 the British brig-of-war General Gage arrived at Detroit, after
 a four-days' passage from Buffalo. At that time, on account of the Revolutionary
 war, it is said that only government vessels were allowed on the lakes.
 From 1771 to 1779 nine vessels were built at Detroit by the English
 government. They were as follows: Schooner Hope, 81 tons, built in 1771; sloop
 Angelica, 66 tons, built in 1771; brig Gage, 154 tons, built in 1772; schooner
 Dunmore, 106 tons, built in 1772; sloop Felicity, 55 tons, built in 1774;
 schooner Faith, 61 tons, built in 1774; sloop Adventure, 34 tons, built in 1776;
 sloop Wyandotte, 47 tons, built in 1779. During the Revolutionary war the Gage
 carried 14 guns, and the Faith, 10 guns.
 During the Revolutionary war the English government built several
 vessels on Lake Ontario, one of the largest of which appears to have been the
 Ontario, built to carry 22 guns. This vessel was lost in a fearful gale on the
 lake about the year 1780, while proceeding from Niagara to Oswego with a
 detachment of the 8th King's Own Regiment, commanded by Colonel Burton, the
 commander and all his men, no less than 172 persons in all, being lost in the
 storm. In 1788 a survey of all the lakes and harbors from Kingston to Mackinac
 was made by the deputy surveyor-general, J. Collins, under instructions from
 Lord Dorchester, Mr. Collins in his report expressing his views as to the kind
 of vessels that should be built for service on the lakes. These views would
 hardly be accepted in full at the present day. He thought that for Lake Ontario,
 vessels should be from 80 to 100 tons burden, and on Lake Erie and Lake Huron
 they should be of about 15 tons if they were intended to communicate between
 these two lakes. But at the same time he thought they should be built upon the
 proper principles for burden as well as sailing.
 In 1793 Captain Bouchette had entire command of the naval forces on
 Lake Ontario, and it was his son, Joseph, that made the first survey of the
 harbor of Toronto in 1793. It was in May of this year that Lieut.-Governor
 Simcoe, accompanied by several military gentlemen, set out from Newark in boats
 for Toronto. In the evening of May 3, His Majesty's vessels, the Caldwell and
 Buffalo, sailed from Newark for the same destination. Returning, the
 lieutenant-governor and his party reached Navy Hall, at Newark, on May 13.
 There was then on the lake a vessel named the Onondaga, an armed
 schooner belonging to the British, also the Lady Dorchester and the Mohawk. It
 was upon the Mohawk that the Duke of Kent, father of Queen Victoria, was
 conveyed from Kingston to Niagara, the Mohawk being in command of Captain
 Bouchette. The Duke's party started in this journey up Lake Ontario from
 Ogdensburg, then called Os-wegatchen, and stopped at Kingston and Toronto, on
 their way to Navy Hall, at Newark, then the residence of his Excellency Sir John
 Graves Simcoe.
 It was in this year that the merchantman, named the York, constructed
 at York in 1792, first appeared on Lake Ontario, and there was also a vessel
 named the Miss-isaga, which aided in carrying the Queen's Rangers from Queenston
 to York in the latter part of July, 1793. In 1795 there was a quick-sailing
 vessel on Lake Ontario named the Sophia, which in May of that year accomplished
 the trip from Kingston to Niagara in eighteen hours.
 During the Revolutionary War the Great Lakes
 remained in the possession of Great Britain. The importance of Detroit was
 appreciated by the American statesmen, and several expeditions to attempt its
 capture were proposed. Washington wished its capitulation. In January, 1779,
 when an expedition under General Mclntosh was under consideration, he inquired
 of Colonel Broadhead the best time to make the attack, and suggested the winter,
 inasmuch as the British could not then use their naval force on Lake Erie. No
 attempt, however, was made. Governor Hamilton, in command at Detroit, made
 several expeditions against Colonial interests, and in one of them, against
 George Rogers Clark at Vin-cennes, was captured with his whole command. Hamilton
 was sent to Virginia, a prisoner of war.
 The French habitants throughout the lake region were lukewarm in their
 adherence to Great Britain during the struggle, but the Indians were easily
 aroused against the American cause.
 
 SPANISH FLAG ON LAKE MICHIGAN WATERS.
 
 One event of interest during the Revolutionary war was the capture of
 the English fort at St. Joseph. While the American colonies were struggling for
 their independence Spain made an attack in the rear, from the lower Mississippi
 Valley, which it then controlled. A military expedition was sent from St. Louis
 across the States of Illinois and Indiana to St. Joseph, Mich., a small post
 then held by British soldiers. The post quickly capitulated, and the flag of
 Castile waved unquestioned for a few days in the wilds of Michigan. By that act
 the prairies of Illinois became Spanish possessions, and the command of Lake
 Michigan fell from British hands to the mercies of the Dons.
 This interesting event occurred early in the year 1781. It had by that
 time become apparent to the powers of Europe that the American colonies would
 achieve their independence, and the very important question arose what territory
 should be transferred to the new nation born on the wild western continent.
 France was still smarting under the loss of Canada, and of the Great Lakes
 eighteen years earlier. Spain was yet an aggressive explorer, and both nations
 indulged hopes of territorial gain when the terms of the American treaty would
 be arranged.
 It was, doubtless, with this aim in view that the little Spanish post
 at the confluence of the Mississippi and Missouri rivers received instructions
 from the King of Spain to acquire some color of title to the fertile lands and
 the great inland waters lying west of the Alleghany Mountains. These
 instructions must have been urgent, for they were carried out in the dead of
 winter and in the face of great difficulties.
 The expedition, which left St. Louis January 2, 1781, consisted of
 sixty-five militia and sixty Indians. Of the militia thirty were Spaniards and
 thirty-five were probably French traders, whose sympathies and interests were
 then with Spain rather than with England. The Indians, according to Spanish
 authorities, were of the nations "Otaguis, Sotu and Putuami." In the last named
 may be easily recognized the Pottawatomies, whose children it was, perhaps, who
 massacred the American soldiers and settlers at Fort Dearborn thirty-one years
 later.
 Don Eugenio Purre had charge of the expedition. Don Carlos Tayon was
 second in command, and with them was Don Luis Chevalier, "a man well versed in
 the language of the Indians." This Chevalier was, doubtless, the Louis
 Chevelier, a French trader who narrowly escaped death when the savages, during
 Pontiac's war in 1763, captured the English post at St. Joseph and massacred
 eleven of its fourteen occupants. He was versed not only in the language of the
 Indians, but in their weaknesses, and was a master of diplomacy in negotiations
 with the unlettered tribes. His services were especially valuable, for the
 incursion to the lake country was to be made through the hunting grounds of
 Indians friendly to the English. Their neutrality must be purchased, for upon
 that neutrality hinged the success of the expedition. An inkling of the lavish
 hand with which this nonintervention was to be purchased is presented in the Spanish official account of the journey. Each of the
 militiamen was "obliged to carry provisions for his own subsistence, and various
 merchandises which were necessary to content, in case of need, the barbarous
 nations through whom they were obliged to cross. The commander, by seasonable
 negotiations and precautions, prevented a considerable body of Indians, who were
 at the devotion of the English, from opposing this expedition," Not only was
 there a liberal distribution of gifts among the Indians, but a share of the
 goods to the captured at the fort was promised in the event of success. "Two
 great chiefs, Elu-turno and Naquigen," were also members of the expedition.
 "The distance from St. Louis to St. Joseph was 220 leagues." The
 weather was severe and the party suffered "the greatest inconvenience from cold
 and hunger." It is a matter of some surprise that authorities do not agree upon
 the site of St. Joseph. La Salle, in 1679, had established a post at the mouth
 of St. Joseph river, and this location for Fort St. Joseph is given by Parkman,
 by Dillon's history of Indiana, 1843 edition, and by other historians.
 Charlevoix, who visited the post in 1721, places it about thirty miles up the
 river, near the present city of Niles, Mich. English and French maps also give
 the interior location. But whichever site was correct, it commanded lake
 Michigan for the puny craft that then sailed its stormy waters.
 The fort fell without resistance. There were only a few English
 soldiers present. They were perhaps surprised, through the golden sealing of
 savage lips, until it was too late to receive re-enforcements from Detroit. True
 to their promises -- for there was a return journey to be made -- the spoils of
 the fort were divided among the Indians who accompanied the expedition, and
 those through whose lands the Spaniards had marched. Commandant Purre unfurled
 the Spanish flag above the fort. It was the first and last time the gold and
 crimson banner waved in the region of the Great Lakes. And the time was brief,
 too. Fearing an attack from Detroit, Don Purre, after a few days' rest,
 destroyed all stores that had not been taken by his Indian allies, and began the
 return trip. It is conjectured that he took the same route by which he had
 advanced, crossing the portage from the St. Joseph to the Kankakee perhaps at or
 near South Bend, Ind., and retreating in a southwesterly course across the State
 of Illinois. He took with him the British flag which he had captured at St.
 Joseph, and presented it with fitting ceremonies to Don Francisco Cruvat,
 Spanish governor at St. Louis.
 Franklin and his confreres representing the American colonies at the
 peace deliberations then progressing at Paris proved equal to the situation.
 Spain and France were actively seeking to pen up the American colonies along the
 Atlantic seaboard, and to that end sought the co-operation of Great Britain. But
 the latter country judged that her claim upon the western domain between the
 Alleghanies and the Mississippi river would be better ceded to the colonies than
 left to the machinations of her European rivals, and quietly negotiated the
 basis for a treaty with the United States by which center lines through the
 Great Lakes and through the Mississippi river were made the respective northern
 and western boundaries of the new nation. And thus the shadow of Spain was by
 shrewd diplomacy removed from the prairies of Illinois and from the mastery of
 Lake Michigan.
 
 ARRANGING THE BOUNDARY LINE.
 
 One of the most important questions to be settled at the treaty of
 peace between Great Britain and the United States, negotiated at Paris in 1782,
 was the boundary lines of the liberated colonies on the north and west. The
 importance, so far as it relates to the Great Lakes, was almost infinitely less
 appreciated then than it would be now. Questions like the fisheries at
 Newfoundland received greater consideration.
 Various lines of boundary had been proposed. Congress, in 1779, in its
 instructions to John Adams, then on a mission to England to negotiate a treaty
 of peace, insisted upon a line passing from the St. Lawrence to the mouth of
 Lake Nipissing, and thence in a straight line to the source of the
 Mississippi. This would have given the United States the whole of Lakes Ontario,
 Erie, Huron, Michigan and a portion of the southern shores of Lake Superior.
 Adams' mission was unsuccessful, but when in 1782 negotiations were opened, the
 same boundary was proposed by Franklin, Adams and Jay, the American
 commissioners.
 Mr. Oswald, who represented Great Britain, was disposed at first to
 concede this boundary; but complications arose. The settlement of the boundaries
 became a European question. France and Spain at their own election became
 parties to the proceedings. Spain during the Revolutionary war had extended her
 Gulf of Mexico and Mississippi river possessions, by capturing several British
 outposts on its upper waters. She laid claim to the whole Mississippi river
 system. France aided her, and was desirous, for reasons best known to herself,
 to confine the western boundary of the United States to the Alleghany Mountains.
 Perhaps she had hopes of regaining from England the province of Canada, lost
 less than twenty years before. France had lent her valuable aid to the
 struggling colonies, not because she loved them, but because she hated England.
 By the treaty, negotiated in 1778 between France and the colonies, it was
 stipulated that neither should make peace with Great Britain except with the
 consent of the other. France was, therefore, in a position to closely follow,
 and in a measure influence the negotiations pending between the United States
 and Great Britain.
 Franklin suggested that Great Britain cede to the United States the
 whole of Canada. The proposition was at first not received with disfavor by Mr.
 Oswald, and he communicated it to the British ministers; but this proposition
 was not strenuously urged. Count de Aranda, the Spanish embassador at the French court, had been empowered to arrange a
 treaty with the United States; but his boundary lines, excluding the United
 States from territory west of Erie, Penn., and south of the chain of lakes,
 prevented for years a treaty of peace with that country. France supported Spain
 in its claims, and when negotiations were broken off with Spain turned attention
 to the English treaty, and sought to similarly influence Great Britain to limit
 the territory of the colonies.
 When other questions had been settled, the American commissioners made
 to England two alternative propositions, respecting the northwest country. One
 fixed the boundary at the forty-fifth parallel of latitude from the St. Lawrence
 westward, giving to the United States all of Lakes Ontario and Erie, and the
 southern portions of Lakes Huron and Michigan, and to Great Britain all of Lake
 Superior and the upper portions of Lakes Huron and Michigan.
 The other proposition was to make the boundary the middle of the chain
 of lakes, "through Lake Superior northward of the isles Royal and Philipeaux to
 the Long Lake." Either of these two lines was more favorable to Great Britain
 than that originally proposed via Lake Nipissing, and the alternative was
 offered as a recompense for conceding the Mississippi as the western boundaries
 of the colonies. Thus all British claims to the western country would be
 extinguished. Fortunately, perhaps, for both countries, the British ministers
 chose the line through the lakes. It gave Canada a water frontage on the four
 lakes, and perhaps Great Britain may have dreamed of regaining possession of the
 United States, and considered the western country more likely to be hers if left
 in possession of the colonies than if practically surrendered to Spain. But so
 certain was this western and northern boundary to receive strong opposition from
 France, and perchance delay the signing of the treaties, that the provisions
 were incorporated into a secret article, and were not communicated to France
 until after the treaties had been signed. "The game for despoiling the young
 Republic of one-half her territorial heritage was effectually blocked," says Mr.
 Hinsdale in the "Old Northwest." "Vergennes (the French commissioner) bitterly
 reproached Franklin for the course that he and his associates had followed, and
 Franklin replied, making such defense as he could, admitting no more than that a
 point of bienseance had been neglected. The American
 Congress and the Secretary for Foreign Affairs at first were also disposed to
 blame the commissioners; but so anxious was the country for peace, and so much
 more favorable were the terms obtained than had been expected that murmurs of
 dissatisfaction soon gave place to acclaims of gratification and delight. The
 preamble of the treaty contained the saving clause that it should not go into
 effect until France and England came to an understanding, a fact the astute
 Franklin did not fail to press upon the attention of the irate Vergennes.
 However, that condition was soon fulfilled and general peace assured."
 The Treaty of Paris was signed September 3, 1783. That portion of the
 secret article, defining the boundaries between the United States and Canada,
 which related to the Great Lakes, was as follows: By a line due west on the
 forty-fifth degree of north latitude "until it strikes the Iroquois or
 Cat-araquy (the St. Lawrence) river; thence along the middle of said river into
 Lake Ontario, through the middle of said lake until it strikes the communication
 by water between that lake and Lake Erie; thence along the middle of said
 communication into Lake Erie; through the middle of said lake until it arrives
 at the water communication between that lake and Lake Huron; thence along the
 middle of said water communication into Lake Huron; thence through the middle of
 said lake to the water communication between that lake and Lake Superior; thence
 through Lake Superior northward of the Isles Royal and Philipeaux to the Long
 Lake; thence through the middle of said Long Lake and the water communication
 between it and the Lake of the Woods to the said Lake of the Woods."
 By this treaty Great Britain acknowledged the United States to be free,
 sovereign and independent states, and the Crown relinquished for himself, his
 heirs and successors "all claims to the government, propriety and territorial
 right of the same and every part thereof."
 The island Philipeaux, referred to in this treaty, did not exist. It
 appeared erroneously on many of the old maps at that time, and from those maps
 the name was doubtless taken.
 
 GREAT BRITAIN RETAINS POSSESSION.
 
 In July, 1783, Washington sent Baron Steuben to Canada with a
 commission to receive from the British commander, General Haldimand, possession of Oswego, Niagara, Detroit, Mackinaw
 and other minor fortified posts. Haldimand replied
 that he had received no instructions to surrender these posts, and that he could
 not even discuss the question with his visitor.
 "The refusal of England to surrender so much of the northwest as
 remained in her hands at the close of the war," says Hinsdale in "The Old
 Northwest," "is a very striking proof of the reluctance with which she consented
 to the northwestern boundaries." When Baron Steuben went to Canada to receive
 this surrender, "there was no reason for retaining the posts consistent with
 national good faith; afterward the British government alleged as a reason the
 non-fulfillment by this country of certain stipulations of the treaty of peace.
 For thirteen years the northwestern posts were sharp thorns in the sides of the
 United States. No doubt England had some reason to complain of the United States
 for the imperfect fulfillment of the treaty of 1783; but her retention of the
 posts, so calamitous in results to the growing western settlements, was largely
 due to the lingering hope that the young republic would prove a failure, and to
 a determination to share in the expected spoil. The fact is, neither England nor
 Spain regarded the Treaty of Paris as finally settling the destiny of the
 country west of the Mountains."
 Other American Writers take the Opposite View. -- "It is
 not to be understood," said George T. Clark, of Oswego, " that Great Britain
 wilfully continued her possession of the posts. In November, 1792, Jefferson,
 then Secretary of State, formally opened the subject of the violation of the
 seventh article of the treaty by the retention of the posts, with Hammond, the
 English envoy to this country. The explanation came quickly that the King, his
 master, had suspended that article because of the failure of
 Congress to prevent the hindrance of British creditors in collecting their
 debts, and because estates confiscated from the Tories had not been restored.
 The charge was true. Massachusetts, New York, Pennsylvania, Virginia and South
 Carolina had everyone enacted statutes blocking the machinery of the law against
 English creditors. To the other charge of failure to restore the confiscated
 Tory estates, Jefferson replied that the only engagement had been to recommend a
 restoration of the estates, not to restore them. The claim was made at the time
 that English handlers of the profitable fur trade influenced the British
 ministry to delay a settlement whilst they were enjoying what was naturally the
 business of Americans. It was also charged that the well-known feebleness of the
 infant nation to enforce reprisals contented England with the situation in which
 things were. Still another cause assigned was the purpose of the British to
 compel the alliance of the Indians through the threat implied in the possession
 of the frontier posts."
 The relations between the United States and Great Britain were strained
 during the years following 1783. The British government retained armed
 possession of territory south of the boundary line on the shores of the lakes
 until 1796, maintaining forts and garrisons at Oswego, Lewiston, Schlosser, Fort
 Miami on the Maumee river ten miles south of Toledo, and at Detroit. The use of
 the Great Lakes was thus entirely prohibited to the United States and its
 people. To make an approach to the Niagara river as disagreeable and unsafe as
 possible, Indians, who were then under the influence of the British government,
 were instructed that if they found any strange men traveling over the country to
 treat them as deserters from the British army, to arrest them and bring them
 into the fort, unless they could show the commander's pass, a large wax
 impression on a card, which was distributed among the Indians.
 The Republicans in Congress April 21, 1794, moved to suspend all
 commercial intercourse with Great Britain until the frontier posts were given
 up. Washington resisted the popular clamor, and thus wrote to the Senate: "As
 peace ought to be preserved with unremitted zeal before the last recourse, which
 has so often been the scourge of nations, and cannot fail to check the advancing
 prosperity of the United States, is contemplated, I have thought proper to
 nominate, and I do hereby nominate John Jay as envoy extraordinary of the United
 States to his Britannic majesty." Jay knew the unpopularity of his mission, but
 accepted the personal sacrifice for the good of the country. He sailed May 12,
 1794. Affairs were rapidly approaching war, but the celebrated Jay's Treaty,
 signed at London November 19, 1794, averted a catastrophe. By its terms the
 United States undertook to compensate British creditors. British troops were to
 withdraw from all territories in the United States on June 1, 1796.
 When this treaty reached Congress for ratification a bitter and
 protracted discussion followed. Maritime affairs on the high seas and other
 coast matters formed the chief subjects for animated debate, but the Great Lakes
 were not entirely neglected. The treaty was finally ratified by a very close
 vote.
 Posts Surrendered. -- Two years later, in 1796, the
 stipulations of the treaty were fully acted upon, and on the 4th of July, 1796,
 the British troops were withdrawn from Fort Niagara, Lewiston and Schlosser, and
 it was just a week later that Capt. Moses Porter, with sixty-five men from Fort
 Miami, took possession of Detroit. Fort Mackinaw was surrendered a little
 later.
 In 1796, when Detroit was surrendered, twelve merchant vessels were
 owned in that city, also several sloops, brigs and schooners of from 50 to 100
 tons each.
 On the surrender of Fort Mackinac to the Americans, the British
 repaired to the island of St. Joseph, some twenty miles above Detour in the St.
 Mary's river. The fort which they here constructed was garrisoned, at the
 commencing of the war, by a small body of regulars under the command of Captain
 Roberts.
 The islands in the Niagara river were claimed and held by
 Great Britain until the making and signing of the Treaty of Ghent in December,
 1814, by which it was provided that a survey of the whole boundary line from the
 eastern end thereof to the northwestern corner of the Lake of the Woods should
 be made, and as it was determined that through the Niagara river the boundary
 should follow the deepest channel,
 most of the islands therein fell on the American side.
 The line from St. Lawrence to the foot of St. Mary's river was
 established in 1823 by joint commission under the Treaty of Ghent; the line from
 the foot of the St. Mary's to the northwesternmost point of the Lake of the
 Woods, by the Webster-Ash-burton Treaty in 1842.
 
 Beginnings of Lake Commerce
 
 
 Routes Of Western Immigration -- Lakes Neglected -- First American Boat On Lake
 Ontario -- Early Commerce On Lake Ontario
 -- Pioneer American Vessels -- Shipbuilding In Canada -- Steamers On The St.
 Lawrence -- The Portage At Niagara --
 Shores Of Lake Erie Settled -- Settlement Of Northern Ohio -- American Vessels Prior To 1812 -- Fort
 Dearborn Established -- Early Vessels On Lake
 Superior -- Commerce On Lake Erie -- Fur Trade -- American Fur
 Company.
 
 
 THE permanent settlement of the region of the Great Lakes was of a
 slower growth than that of the Ohio and Mississippi Valleys. One cause for this
 was the close relation between the lakes and the St. Lawrence political system,
 or Canada, and, until in 1796 Great Britain surrendered the posts commanding the
 lake trade, the American tide of emigration, which was moving over the
 Mountains, took a more southerly course.
 General Walker, the superintendent of the tenth United States census,
 has shown that the early emigration from the Atlantic states westward was along
 four main lines, as follows: (1) Through central New York, following the valley
 of the Mohawk river; (2) across southern Pennsylvania, western Maryland and
 northern Virginia, parallel to and along the course of the Upper Potomac; (3)
 southward down the valley of Virginia, and through the mountain-gaps into
 Tennessee and Kentucky; (4) around the southern end of the Mountains, through
 Georgia and Alabama.
 Prior to 1796 the last three were the channels almost exclusively. In
 that year no road had yet been cut through the wilderness of western New York to
 Lake Erie. Lake Ontario, the Niagara portage and Detroit were in possession of
 the English. Roads had been cut through to the Ohio Valley both from
 Philadelphia and from Virginia, and these were the routes traversed even by New
 England emigrants to the wilderness beyond the Mountains. The tide of emigration
 having started that way, it was some time before it was diverted to the lakes.
 Later the lakes became the chief channel of western emigration, the other routes
 dwindling to comparative insignificance.
 American emigration, however, was rapidly pushing westward towards the
 Great Lakes, while the English still held the fortified posts commanding them.
 This advancing wave of permanent settlement from the eastern interior had not
 yet dashed itself upon the shores of the lakes before the English surrendered
 possession in 1796. While still holding these posts the English prevented the
 few daring Americans who reached Lake Ontario from engaging in
 marine trade. At least one American circumvented the garrison at Oswego.
 First American Boat on Lake Ontario. -- James L. Barton in
 a lecture delivered some fifty years ago to the Young Men's Association, of
 Buffalo, gave an account of this enterprise, which produced the first American
 boat that ever floated on the waters of the Great Lakes. Mr. Barton said:
 "In 1789, John Fellows, of Sheffield, Mass., started from Schenectady
 with a boat, its cargo mostly tea and tobacco, with a design of going to Canada
 to trade. On reaching Oswego, the commanding officer refused him permission to
 pass that place. Fellows returned with his boat and cargo up the Oswego river to
 Seneca river, up that into the Canandaigua outlet, as far as where Clyde is;
 here he built a small log building (long known as the block-house) to secure his
 goods in, while he was engaged in bushing out a sled-road to Sodus bay, on Lake
 Ontario. He then went to Geneva, and got a yoke or two of cattle, hauled his
 boat and property across, and then in this frail conveyance embarked with his
 goods, and pushed across the lake. He met with a ready sale for his tea and
 tobacco, and did well. He crossed in the same boat, and landed at Irondequoit.
 The boat was afterwards purchased and used by Judge Porter in traveling the
 shore of Lake Ontario, when making the survey of the Phelps and Gorham
 purchase."
 Early Commerce on Lake Ontario.- -- Soon after 1796
 American commerce sprang up on Lake Ontario, and between that date and the
 opening of the war of 1812 it attained quite a respectable size. At the
 beginning of the century the trade of Lake Ontario exceeded that of the four
 upper lakes.
 During all this time, and on up to 1806, communication between New York
 City and the Western country was kept up by small boats, propelled by poles up
 the Mohawk river, wagoned with their contents round Little Falls, and also
 between Ma-hawk and Wood creek, taken down this creek into Oneida lake, and
 through that lake and river to Three River point, where the Oneida unites with
 Seneca river, and thence to Oswego on Lake Ontario, another portage having,
 however, to be passed at Oswego Falls. At Oswego this property or freight was
 loaded into vessels for Lewiston or Queenston, according to its destination.
 That destined for Lewiston or Schlosser was unloaded at Lewiston, while that
 destined for Detroit and other Western places was unloaded at Queenston and
 wagoned around the portage at Chippewa, where it was loaded into boats, carried
 to Fort Erie, whence it was distributed in vessels to the several places to
 which it was shipped.
 By 1810 the commerce of Lake Ontario had so grown that it furnished
 regular employment to a considerable number of coasting vessels, which were
 employed in carrying the Indian annuities, stores for Western military posts,
 the goods and peltries of the fur company, provisions and supplies for
 straggling and struggling Western settlements, fish, lumber, staves and also
 Onondaga salt for the Pittsburg market, then one of the principal articles of
 lake commerce.
 Pioneer American Vessels. -- Charles H. Keep, in his
 "Internal Commerce of the Great Lakes," says that the first American vessel
 placed on any of the Great Lakes after the Revolution was built at Hanford's
 Landing, three miles below Rochester, N. Y., in 1798. She was built by Eli
 Granger, was named the Jemima, and on July 22, that year, she was sold to
 Augustus and Peter B. Porter.
 The schooner Charles and Ann, built at Oswego, N. Y., in 1810,
 attracted considerable attention on account of
 her size. The following vessels were also engaged in commerce on this lake
 previous to the war of 1812: Geneva Packet, Capt. Obed Mayo; Diana, Capt. A.
 Montgomery; Fair American, Capt. Augustus Ford; Collector, Capt. Samuel Dixon;
 Experiment, Capt. C. Holmes; and Dolphin, Capt. William Vaughan. The captain of
 the Charles and Ann was named Pease. The Fair American is said to have been the
 first vessel built under the Government of the United States on
 Lake Ontario. She was launched at Oswego, and was built for the American Fur
 Company.
 One of the very first vessels to sail on the waters of Lake Ontario was
 the Washington, a schooner built at or near Erie, Penn., in 1797. During that
 season she navigated Lake Erie, and the next year she was sold to a Canadian,
 and carried on wheels around Niagara Falls to Lake Ontario, and in 1798 she
 sailed from Queenston to Kingston as a British vessel under the name of the Lady
 Washington.
 On Lake Ontario, prior to 1809, several vessels were engaged in
 commerce, and besides those already noted were the Island Packet, Lark, Eagle,
 Mary, Farmer, Two Brothers and Democrat; also the United States brig Oneida,
 commanded by Captain Woolsey. In 1809 the schooner Ontario was built at Lewiston
 for Porter, Barton & Co., and sold to the United States Government
 during the war of 1812. She was 70 tons burden. The same year the schooner
 Columbia was built on an island at the lower end of Lake Ontario, and brought in
 an unfinished state to Lewiston, where she was purchased and fitted out by
 Porter, Barton & Co. and her name changed to Niagara. In addition to the
 foregoing vessels were the sloops Marion and Gold Hunter in commission.
 Ship Building in Canada. -- Ship building was also active
 on the Canadian side of the waters. In 1797 the Governor Simcoe was built, or at
 least she was then sailing on the lake. She was constructed for the Northwest
 Company. In May of the same year there appeared on Lake Ontario a deck boat
 built and owned by Col. John Van Rensselaer, of Laningburg, on the North river.
 Colonel Van Rensselaer also built another vessel of the same capacity, "fifty
 barrels burden," both of which vessels plied between Niagara and Oswego and
 Kingston. In August authority was given to build a gunboat for service on the
 harbor at York.
 Toward the end of November, 1799, the York was wrecked on a rock off
 the Devil's Nose. The Genesee and the Peggy were schooners plying between Oswego
 and Niagara, the Peggy being owned in part by Thomas Berry, of York. There was
 also a boat named the Jemima, owned in part by Abner Miles. At the close of the
 last century there were, on Lake Ontario, the schooners Lady Dorchester,
 Governor Simcoe and York. There was a sloop building at Kingston, and the Polly
 was building on the Bay of Quinte. The Lady Dorchester and the Governor Simcoe
 were the largest of the entire fleet, being each of 87 tons burden.
 During the year 1800 the Prince Edward was built in the dock at
 Marysburg, a short distance west of the Stone mills, by Captain Murney, father
 of the late Hon. Edmond Murney, of Belleville. She ran upon Lake Ontario for
 many years, and was large enough to allow of the stowing underneath her deck of
 700 barrels of flour. During the same year a schooner of 100 tons was brought to
 Clifton, and in the following winter she crossed by the portage on immense
 runners down to Queenston, where she was launched in the Niagara river. In 1804
 this vessel was lost on Lake Ontario with all on board. On May 16, 1801, the
 Toronto reached York with the lieutenant-governor on board, and he opened
 Parliament on the 28th of the same month. The sloop Mary Ann and "Skinner's
 sloop" were then afloat.
 On May 10, 1803, the Canadian Government schooner Duke of Kent arrived
 at Little York from Kingston, with a detachment of troops on board. The Lady
 Washington, which had been built at Four-Mile creek, near Erie, Penn., in 1797,
 and which came down on Lake Ontario after one year's service on Lake Erie, was
 lost in a gale of wind near Oswego on her passage from Niagara, on November 24,
 1803.
 The Speedy, Capt. O. Paxton, left York October 7, 1804, for
 Presqu'Isle. She was descried off that island on Monday following just before
 dark, and great preparations were made for her reception and that of her
 passengers; but the wind coming round from the northeast with such violence as
 rendered it impossible for her to enter the harbor, she shortly afterward
 disappeared. A large fire was built on shore to guide her in case
 of necessity; but she was never seen afterward, and all on board were lost.
 Among her passengers were Justice Cochrane; Robert J. D. Gray,
 solicitor-general; Angus McDonell, advocate; John Fisk, high constable at York,
 and George Cowan, an Indian interpreter. They were proceeding to the district of
 Newcastle to hold the circuit, and for the trial of an Indian, also on board,
 indicted for the murder of John Sharpe, formerly of the Queen's Rangers. Besides
 the above there were also others on board, to the number of about twenty-four,
 all of whom were lost.
 During 1808 two vessels were built at Missisaga Point, at the mouth of
 the river Cataraqui. They were the Elizabeth and the Governor Simcoe, the latter
 being built to take the place of a former vessel of the same name. The yacht
 Toronto was wrecked early in the summer of 1812 off the island opposite York,
 and for many years portions of her hull were to be seen on the beach.
 Steamers on the St. Lawrence. -- It was about this time
 that steamers appeared on the St. Lawrence. A steamer called the Dalhousie was
 built in 1809 at Prescott, and was chiefly employed on the St. Lawrence, and
 also during the same period the Accommodation, which arrived at Quebec from
 Montreal, about November 5 of that year. Neither of these boats, however, come
 strictly within the province of the history of the Great Lakes. The latter boat,
 it may be stated, was 70 feet long. She had an open, double-spoked,
 perpendicular side-wheel on each side, without any circular band or rim. To the
 end of each double spoke was fixed a board, which entered the water and by the
 rotary motion of the wheel acted like a paddle. A mast was fixed in her, and a
 sail to be used when the wind was favorable. She was thirty-six hours performing
 the trip between the above named points.
 
 THE PORTAGE AT NIAGARA.
 
 By a statute passed by Congress March 5, 1805, the "Buffaloe Creek
 District" was established, for the collection of customs. The State of New York
 owned a strip of land one mile wide extending along Niagara river from Lake
 Ontario to Lake Erie, which was called the "Mile Strip." In 1803 and 1804 this
 strip was surveyed according to directions from the surveyor-general. A piece of
 land one mile square, where Fort Niagara was situated, was held for garrison
 purposes. The survey began one mile from Lake Ontario, and the mile strip was
 laid off into farm lands averaging from 160 to 175 acres to the plat. At
 Lewiston a village plat was reserved, one mile square. Here was the lower end of
 the portage round the Falls where the State owned a warehouse and dock. The
 upper end of the portage was on what was known as the Steadman farm, which had
 to be left intact, as also the two-mile square below, and adjoining Scajaquada
 creek, known as the Jones and Parrish tracts, on part of the latter of which
 North Buffalo was laid out and built. After crossing Scajaquada creek four more
 lots were surveyed, and then 100 acres higher up and adjoining, called the
 "Ferry lot." Then, with the exception of a triangular piece of land, the residue
 of the mile strip extending to the village of Buffalo, was surveyed into the
 village of Black Rock, afterward more generally known as Upper Black Rock.
 In 1805 all the surveyed lands, farms and village lots were put up for
 sale at Albany, and the docks and warehouses at Lewiston, Schlosser, together
 with the Steadman farm, were offered for lease. At the time of the sale,
 Augustus and Peter B. Porter, Benjamin Barton and Joseph Annin, who surveyed the
 mile strip, attended, for the purpose of purchasing lands along the river and of
 bidding for the lease. They agreed to form a partnership under the firm name of
 Porter, Barton & Co., bid for the portage lease and to make a purchase
 of lands. They obtained the lease for thirteen years, and purchased the land
 around the Falls and other farms and village lots. Four farm lots, containing
 over 700 acres and lying on the south side of Scajaquada creek, were purchased
 by the four gentlemen above named and Rev. John McDonald, of Albany, and in 1811
 they had these lots surveyed into a village plot by Apollos
 Stephens, and called it Black Rock, or afterward Lower Black Rock, to
 distinguish it from the State village of the same name.
 In 1806 Porter, Barton & Co. began the transportation business
 over the portage, boating up the river to Black Rock, and provided themselves
 with vessels to carry freight up the lakes. This was the beginning of the first
 regular and connected line of transportation on the American side that ever did
 business on the Great Lakes. The line was formed in this way. Mathew McNair was
 at Oswego, and Jonathan Walton & Co., at Schenectady. These two parties,
 together with Porter, Barton & Co., at Black Rock, formed a
 transportation line, and in forwarding freight this line of forwarders, the
 first that ever carried on such a business from tide water to Lake Erie, on the
 American side of the Niagara river, sent the property in boats up the Mohawk,
 down Wood creek and other waters to Oswego, from which point Mathew McNair
 carried it over Lake Ontario, and Porter, Barton & Co. took it from
 Lewiston to Black Rock and then sent it up the lakes. This latter firm built
 warehouses at Lewiston, Schlosser and Black Rock. They also sunk piers in the
 bay or eddy near Bird island, upon which piers they erected a warehouse at which
 vessels could receive and discharge freight. River boats were sometimes drawn up
 the Black Rock rapids to this warehouse by what was facetiously termed the "horn
 breeze," which consisted of from six to twelve yoke of oxen, kept by the company
 for the purpose. These oxen were attached to a hawser made fast at the other end
 to a mast of the vessel, and supported in the middle by small boats.
 On the portage the company generally kept three yoke of oxen, the load
 from Lewiston to Schlosser being twelve barrels of salt, or its equivalent in
 merchandise. Only one trip a day could be made. The company gave employment to
 all teamsters that offered themselves, who often used horses, carrying seven
 barrels of salt when the roads were good. They received from two shillings to
 two shillings and six pence per barrel, and from 15,000 to 18,000 barrels of
 salt were hauled up over the portage in a season. The charge on salt from
 Lewiston to Black Rock was seven shillings per barrel, and from Schlosser, three
 shillings. On freight the rate was six shillings per hundred weight from
 Lewiston to Black Rock, on down freight the rate being three shillings per
 hundred weight from Schlosser to Lewiston.
 The Hon. Alvin Bronson arrived at Oswego in the spring of 1810, and in
 connection with his partners, Jacob Townsend and Sheldon Thompson, established a
 warehouse and forwarding business on the lakes. For two years before the war of
 1812 and for two years afterward the firm of Townsend, Bronson & Co., in
 connection with Porter, Bronson & Co., conducted most of the transit
 business on the Great Lakes, comprising salt for the Pittsburg market, Indian
 annuities and military stores for frontier posts, the fur company's goods and
 peltries, and the merchandise and products of the lake region.
 In 1812 a commission appointed by the State Legislature arrived at
 Oswego to explore a canal route between tide water and the Great Lakes,
 consisting of DeWitt Clinton, Thomas Eddy and Peter B. Porter. This project,
 delayed by the war of 1812, was resumed in 1817, and the overland route for the
 canal was adopted.
 
 SHORES OF LAKE ERIE SETTLED.
 
 Settlement of Northern Ohio. -- Meanwhile emigration had
 extended westward along the shores of Lake Erie. The Connecticut Land Company,
 owners of the Western Reserve in Ohio, a tract of land about 120 miles in
 length, on the south shore of Lake Erie, in 1796 sent a surveying party of fifty
 persons to this tract. It assembled at Schenectady, and ascended the Mohawk to
 Fort Stannix. The majority of the surveyors proceeded thence with boats and
 stores via the portage to Wood creek, thence down that stream, Oneida lake and
 Oswego river to Lake Ontario. The British garrison, holding Fort Oswego, caused
 them some inconvenience, one of the surveyors observing, "such are the effects
 of allowing the British government to exist on the continent of
 America." A few of the party made their way by Canandaigua to Buffalo creek.
 From Buffalo the surveyors proceeded westward along the south shore of Lake Erie
 to the mouth of Con-neaut creek, where they established headquarters. A little
 later Gen. Moses Cleave-land, the agent in charge of the party, continued
 westward to the mouth of Cuyahoga river, which he reached July 22, 1796. Here he
 surveyed the city, which has since borne his name. The survey was not completed
 for several years, and New England settlers soon after appeared on the shores of
 Lake Erie, traversing the same routes as those taken by the surveyors. In 1800,
 twenty or thirty settlements had been commenced, and the population was 1,302.
 In 1810 there were 16,092 inhabitants on the Reserve. The full tide of
 emigration did not begin until after the war of 1812.
 
 AMERICAN VESSELS PRIOR TO 1812.
 
 At the close of the last century there were on Lakes Huron, Erie and
 Michigan the following schooners: The Nancy, 94 tons, Swan and Neagel; the
 sloops, Sagima, Detroit, Beaver, Industry, Speedwell and Arabaska; on Lake
 Superior, the sloop Otter.
 The little vessel of Capt. William Lee (name not known), propelled by
 sails and oars, was the only one on the south side of Lake Erie in 1795. Captain
 Lee had no crew, and made trips only when he could have "passengers enough able
 and willing to man his boat." He resided at Chippewa.
 The first vessel on Lake Erie to float the "stars and stripes" was the
 schooner Swan, owned by James May. It was hired to convey troops to Detroit in
 1796.
 The sloop Detroit, of 50 tons, was bought from a merchant by General
 Wayne, at Detroit, in 1796. She carried the General to Erie a short time before
 his decease, and was wrecked the following autumn near Erie.
 In 1796 the Erie Packet, built and owned at Fort Erie, sailed regularly
 to Presq' Isle (Erie), which was the chief place of trade on the south side of
 the lake, a road having been opened from thence to Le-Boeuf (now Waterford)
 during the French war.
 In 1797 the United States schooner Wilkinson, of 80 tons, was built at
 Detroit under direction of Captain Curry. She was sold in 1810, overhauled and
 renamed the Amelia. In 1812 she was repurchased by the government and formed
 part of Perry's squadron.
 In 1798 the Weazel, a small sloop, was employed to convey immigrants
 along the lake shore.
 In September, 1798, Eliphalet Beebe launched a sloop of 36 tons at the
 mouth of Four-mile creek (east of Erie), called the Washington. This was
 probably the first vessel built on the south side of the lake. It was built for
 the use of the Population Company, was sold in November, 1801, to Joshua
 Fairbanks, of Queenston, for land and salt, taken across the portage from
 Chippewa to Queenston, and lost on its first trip on Lake Ontario. In 1799 Capt.
 William Lee built the Good Intent, 30 tons, R. S. Reed part owner, at the mouth
 of Mill creek. She was lost at Port Abino in 1806 with all on board. In 1800
 Eliphalet Bee-be built the Harlequin, which was lost her first season, with all
 on board.
 In 1802 the United States Government built two vessels at Detroit,
 viz.: The brig Adams, of 100 tons, sailed by Captain Bre-voort, and the schooner
 Tracy, of 53 tons. The Tracy was stranded and lost on the reef off Fort Erie.
 The Adams continued in commission until the war of 1812, when she was
 surrendered by Hull to the British, at Detroit, and was called the Detroit. She
 was afterward recaptured at Fort Erie by Lieutenant Elliot, and stranded and
 burned on the outside of Squaw island, at Black Rock.
 In 1802-3 Porter, Barton & Co., contractors for the army, built
 at Black Rock the sloop Contractor, of 64 tons. Sill, Thompson & Co., at
 the same place, built the Catharine. These were both purchased by government in
 1812; the name of the former was changed to the Trippe, and the latter to the
 Somers. They participated in the battle of Lake Erie.
 In 1803-4 a small sloop, called the Niagara, was built at
 Cayuga creek on the Niagara river, by the United States Government, but was
 never commissioned. She was purchased by Porter, Barton & Co., in 1806,
 and her name changed to Nancy, and was sailed by Capt. Richard O'Neil.
 The schooner Mary was built at Erie in 1805, by Thomas Wilson, for
 trade between Buffalo and Erie. She was sold to the United States, and was
 included in the surrender of Detroit by General Hull. She was subsequently
 burned by the British, at the River Thames, on the approach of Harrison's army,
 in pursuit of Proctor, October, 1813.
 The first vessel built at Buffalo was the schooner Surprise, of about
 25 tons, which must have been built about 1805. In 1806 the schooner Ranger, of
 30 tons, was built at the river St. Clair, by Alexander Harrow, a half-pay
 British officer. The Ranger was at first commanded by Capt. Peter Curry, and
 afterward by Capt. Daniel Dobbins. She was purchased in 1808 by Porter, Barton
 & Co., from George Wilbur, and sailed by Captain Hathaway.
 In 1807 the Provincial Government of Canada built, at Amherstburg, the
 armed brig Caledonia, of 86 tons, which was captured in company with the Detroit
 (formerly the Adams), by Lieut. Jesse D. Elliott, October 8, 1812, while lying
 at Fort Erie. This vessel subsequently comprised one of Commodore Perry's
 squadron, and was commanded by Lieut. Daniel Turner. After the war of 1812 was
 over she was sold by the government to John Dickson, of Erie, Penn., was
 repaired and renamed by General Wayne, and commanded by Capt. James Rough.
 In 1808 the schooner Zephyr was built on the hill in the village of
 Cleveland, by Major Carter, and was hauled down to the river with oxen. She was
 of 45 tons burden. This was the first vessel built in Cleveland, and was
 commanded by Captain Cummings.
 In 1809 the Provincial Government of Canada built, at Amherstburg, the
 armed brig Queen Charlotte, which was commanded by Captain Finnis, of the royal
 navy, and was captured in the battle of Lake Erie.
 In 1809 the schooner Catharine was built at Moy, by Alexander Mclntosh,
 and was purchased by R. S. Reed and Capt. Daniel Dobbins, of Erie, Penn., who
 gave her the name Salina. She was commanded by Captain Dobbins up to the year
 1812, and arriving at Mackinaw in June of that year, with a cargo of merchandise
 and produce for the market, she was, together with the schooner Mary, commanded
 by Capt. James Rough, the sloops Erie (built at Black Rock in 1810), Captain
 Norton, and Friends Good Will, Captain Lee, captured when that place was taken
 by surprise by the enemy. Upon arriving at Detroit they were ordered by General
 Hull to stop, and they were again captured when that post was surrendered by
 General Hull to the British. By the British she was used the remainder of the
 season, and late into the fall as a transport. While on her passage from Maumee
 to Fort Maiden she was caught in the ice and abandoned. In 1813 a vessel was
 discovered in the ice off Erie, and Captain Dobbins and a party of men went out
 some ten miles to her where she lay. The vessel was found to be the Salina with
 some fresh beef and other provisions on board. She had drifted from the head of
 the lake to where she was found. A few days afterward Captain Dobbins stripped
 her, taking out such provisions and other materials as were of value, and then
 set her on fire. In 1811 the Salina had a remarkable cargo for value, which
 consisted of $120,000 worth of furs, at the Mackinaw valuation. At Montreal
 their worth would be doubled. The agent of the Northwest Company, to whom the
 furs belonged, was on board, and the furs were stowed upon deck as well as
 below.
 In 1810 the Provincial Government of Canada built the armed brig, Lady
 Prevost, 97 tons, at Amherstburg. She was captured in Perry's victory. In 1815
 she was sold by the government to R. S. Reed, of Erie, who subsequently sold her
 to parties in Canada. She was employed many years in the merchandise service,
 commanded by Capt. Robert Maxwell.
 During the same year the sloop Commencement, of 30 tons,
 was built at Buffalo creek, and was commanded by Capt. William P. Dexter, and
 also in the same year the sloop Erie was built at Black Rock, by Porter, Barton
 & Co., and was commanded, first by Capt. Richard O'Neil, and afterward
 by Capt. Walter Norton. As before stated, she was captured at Mackinaw. Also in
 1810 the sloop Friends Good Will, 60 tons, was built at Black Rock, by Capt.
 William Lee, who commanded her after she was launched. She was also captured at
 Mackinaw, fitted out as a man-of-war by the British, and re-named the Little
 Belt. She was captured in the battle of Lake Erie.
 In 1810 the schooner Ohio, of about 60 tons, was built at Cleveland,
 Ohio, by Murray & Bigsbey, and was commanded by Capt. John Austin. She
 was sold to the government at Black Rock in 1812, and was one of Perry's
 squadron, commanded by Captain Dobbins. In 1814 she was captured, together with
 the schooner Somers, at Fort Erie, being then commanded by Lieutenant Conckling,
 and the Ohio by Sailing Master McCulloch.
 In 1810 the schooner Chippewa, of 30 tons, was built at Maumee, by
 Capt. Bud Martin, and she was sailed by him. She was captured by the British,
 fitted out as an armed vessel, was a part of the British fleet in the battle of
 Lake Erie, and was there captured.
 In 1812, the schooner Sally, of 25 tons, was built at Cleveland, and
 was sailed by Capt. Abijah Baker.
 About this time several armed vessels were built by the British, viz.:
 the brig Hunter, in 1806, 10 guns; the Camden, of 100 tons, 1804, carrying 10
 guns; the sloop Hope, lost near St. Joseph's, Lake Huron; the flag ship Detroit,
 19 guns, in 1813.
 The British also had in the merchant service, at an early day, the
 sloop Nancy, 38 tons; the schooner Nancy, 94 tons; and schooner Thames, of 80
 tons. The schooner Eleanor is also mentioned as being on Lake Erie before the
 war of 1812.
 
 FORT DEARBORN ESTABLISHED.
 
 The United States Government maintained garrisons at Detroit, Mackinaw
 and other posts, and decided to establish one on Lake Michigan also. By the
 Treaty of Greenville, executed August 3, 1795, the Pottawatomie Indians ceded to
 the United States a tract of land six miles square at the mouth of the Chicago
 river. It was a favorite trading post of the Indians, and a French mission and
 fort had existed somewhere in the vicinity prior to 1700. In 1803-4 the United
 States built a fort on the south side of the river, naming it Fort Dearborn, in
 honor of the then Secretary of War. It had first been intended to establish this
 post at St. Joseph, on the east shore of the lake, but some difficulty arising
 in securing title from the Indians the site was changed to Chicago.
 Mrs. John H. Kinzie, daughter-in-law of John Kinzie, the first
 permanent settler at Chicago, says respecting the lake navigation for a few
 years after the fort was established there in 1804: "The vessels came in the
 spring and fall (seldom more than two or three annually) to bring the supplies
 and goods for the fur trade, and took the furs already collected to Mackinac,
 the depot of the Southwest and American Fur companies. At other seasons they
 were sent to that place in boats, coasting along the lakes."
 John Whistler, who had been a soldier in the British army that
 surrendered at Saratoga in 1777, and who afterward enlisted in the American
 army, was captain of the company which in 1804 was ordered from Detroit to build
 the fort at Chicago. Lieutenant Swearingen marched the company overland, 280
 miles, but Captain Whistler and family took passage in the United States
 schooner Tracy, Dorr master, bringing baggage and supplies. The schooner stopped
 first at St. Joseph, Mich., whence the passengers came to Chicago in a rowboat.
 The schooner, on arriving at Chicago, anchored half a mile from shore,
 discharging her freight by boats, for the river's mouth (then at Madison street)
 was not usually fordable, and was always far too shallow to admit any sailing
 vessel. Mrs. William Whistler, daughter-in-law of Captain Whistler, says that
 some two thousand Indians visited the locality during the vessel's
 stay, to see the "big canoe with wings."
 In 1809 Ramsey Crooks arrived at the fort on board the Salina. In 1814
 the first merchant brig, Union, was placed on the lakes, but being considered
 too large, 96 tons, she was laid up until the growth of trade called her again
 into service.
 
 EARLY VESSELS ON LAKE SUPERIOR.
 
 During the first years of the nineteenth century, several other decked
 vessels besides the Otter appeared on Lake Superior. At the beginning of the
 year 1812 the Northwesters reported to the Canadian Government that in case of
 war they would put at its disposal one vessel of 120 tons that could carry six
 or eight guns, and another of sixty tons. Nor were these two the whole of the
 Superior fleet, for in July, 1814, three others were captured by the Americans,
 namely: The Perseverance, of 85 tons, the schooner Mink, of 45 tons, and the
 sloop Nancy, of 38 tons. As an indemnity for two of them œ3,500 were
 paid the company by the British Government.
 There was yet another schooner on the uppermost lake before 1812. This
 was the Recovery, which through fear of American privateers was secreted in one
 of the deep water canyons at the northeast end of Isle Royale. Her spars were
 taken out, and being covered with brushwood she lay undetected until the
 termination of hostilities. Then, put again in commission, she was after a while
 run down the rapids, and under Captain Fellows she was engaged in the Lake Erie
 lumber trade. Wrecked at last near Fort Erie, opposite Buffalo, her skeleton
 there was long pointed out to strangers.
 Commerce on Lake Erie, between 1805 and 1812, consisted mainly in the
 transportation of salt from points on the Niagara river to Erie, Penn., whence
 it was conveyed to Pittsburg. Four or five vessels were owned by Porter, Barton
 & Co., of Black Rock, they being engaged in lake commerce. Each vessel
 carried from 125 to 150 barrels of salt. When the wind was blowing down the lake
 these vessels were frequently wind bound at Fort Erie for a long time, salt
 accumulating at such times to the extent of 500 or 600 barrels. Black Rock was
 then the salt exchange of the lakes.
 
 THE FUR TRADE.
 
 The trade of the upper lakes during these beginnings of American inland
 commerce was chiefly in furs. In 1808 John Jacob Astor established the American
 Fur Company, with its line of posts across the continent. He was born in
 Waldorf, Germany, July 17, 1763, sailed for Baltimore in 1783 with a quantity of
 musical instruments to sell on commission. One of his shipmates was a furrier,
 who filled his imaginations with stories of the large profits in trading with
 the Indians. He resolved to learn the details of the trade, and entered the
 establishment of a Quaker furrier. It was about 1809 that he conceived the idea
 of rendering American trade independent of the Hudson Bay Company, and in 1816
 secured the passage of an Act, forbidding British interests from trading in furs
 in American territory. Astor established a chain of trading posts to the Pacific
 coast. His fortune at his death, in 1848, was estimated at twenty million
 dollars.
 The American Fur Company was organized with a capital of two million
 dollars. It had no chartered right to a monopoly of the Indian trade, yet by its
 wealth and influence it virtually controlled that
 trade through a long series of years. The outposts of the company were scattered
 through the West and Northwest. Mackinac island was the great central mart. The
 goods were taken to the company's storehouses there from New York by way of the
 lakes, and from Quebec and Montreal by way of the Ottawa, Lake Nipissing and the
 French river, and from Mackinac they were distributed to all outposts, while
 from all the Indian countries the furs were annually brought down to the island
 by the company's agents, whence they were sent to New York, Quebec, or the
 various markets of the Old World. The traders and their clerks who went into
 "the countries" were employed by the company at a salary of from
 $400 to $600 a year, but the engages, or boatmen, who were engaged in Canada,
 generally for five years, received, besides a yearly supply of a few coarse
 articles of clothing, less than $100 per annum. Generally at the end of five
 years, the poor voyagers were in debt from fifty to one hundred and fifty
 dollars, which they must pay before they could leave the country; and the trader
 often took advantage of this, even encouraging the men to get in debt, that they
 might avoid the necessity of introducing new and inexperienced men into the
 country. The men were fed mainly on soup made from hulled corn, or sometimes of
 peas, with barely tallow enough to season it, and without salt, unless they
 purchased it themselves at a high price. The goods were put up in bales or packs
 of about eighty pounds each, to be carried into the countries. Upon setting out,
 a certain number of these packs were assigned to each boatman, which he must
 carry upon his back across the portages, some of which were fifty miles over.
 They performed the journeys over these portages by short stages, or by carrying
 the packs but a short distance at a time, thus never permitting their goods to
 be separated. The route of travel to the head waters of the Mississippi was by
 way of Lake Huron, St. Mary's river. Lake Superior, and such rivers as would
 take them nearest the particular points to which the various parties had been
 assigned. The valleys of the Mississippi and the Missouri were reached by Green
 Bay, Fox and Wisconsin rivers. The traders often occupied nearly the whole
 summer in the trip from their trading posts to Mackinac and back. Mr. Astor's
 principal agent at Mackinac island was Ramsey Crooks, to whom, with others, he
 sold out in 1834; but the company soon became involved. In 1848 the business was
 closed.
 
 War of 1812
 
 
 Early Advantages Of The British On The Great Lakes
 -- Fall Of Mackinac -- Preparations In Canada -- Surrender Of
 Hull -- Massacre At Fort Dearborn -- Elliott's Gallant Exploit -- Panic At Conneaut -- Events On The Niagara
 Frontier -- On Lake Ontario -- English Fleet Driven From Sacket's Harbor -- Captain Chauncey's Appointment -- American And British Naval Strength -- Chauncey's First Campaign -- Events On Lake
 Ontario In 1813 -- Toronto (York) Is
 Taken -- Descent On Fort George -- Fort George Captured -- Yeo On
 Lake Ontario -- Attack On Sacket's Harbor
 -- The Enemy Retires -- Black
 Rock Captured And Re-captured -- Toronto (York)
 Is Destroyed -- Schooners Julia And Growler
 Captured -- Other Minor Engagements --
 Expedition Against Montreal.
 
 
 
 Nail to the mast her holy flag,
 Set every threadbare sail, 
 And give her to the god of storms,
 The lightning and the gale.
 Old Ironsides.
 
 When hostilities broke out in 1812 between the United States and Great
 Britain the chain of Great Lakes were again the scene of strife, and their
 possessions became a matter of supreme importance. This importance was not
 realized at Washington, and the consequence was the speedy loss of the western
 frontier to the United States, and its control by Great Britain. In the two or
 three previous conflicts on the St. Lawrence system Quebec or Montreal had been
 the points of attack. In the war of 1812 the first blow fell in the West, and
 gave the British command of Lakes Erie, Huron, Michigan and
 Superior.
 Settlements along the lakes were few and scattering. The British had
 the advantage of holding the river approach to the Great Lakes, with
 comparatively easy access of supplies. For the United States the shores of Lake
 Erie were still on the extreme frontier. The American lake shore was wild,
 infested by fever during the summer months, destitute of roads, with no adequate
 population to furnish supplies, which had to be transported for long distances
 and at great expense, mostly on packhorses. The same difficulties had repelled
 many English attacks in previous years, when Canada was still a French
 possession.
 The United States aimed the first blow on the western frontier, but
 wholly by land force. General Hull, Governor of Michigan, was given 2,000
 troops, but no naval strength. The United States Government did not even take
 measures to fit out with a naval force the little government-armed vessel,
 Adams, which then lay at Detroit. Governor Hull insisted that control of Lake
 Erie, then possessed by two or three small British cruisers, should first be
 secured. He was on the remote frontier, menaced on all sides by hovering bands
 of Indians, with no communication by land to Urbana, 200 miles distant, the base
 of supplies. With the lakes also held by the enemy, his position he deemed very
 precarious. Governor Hull, knowing the condition of affairs in the Northwest,
 was opposed to an invasion of Canada, and he urged that a military force be sent
 to his territory ample for its defense, and for the third time called the
 attention of his government to the necessity of a small American fleet on the
 lake. To some extent his advice was heeded and acted upon, and Commander Stewart
 was ordered to Washington to receive the appointment of agent on Lake Erie, and
 orders concerning the building of a fleet on that lake. Governor Hull was
 persuaded against his own inclination and desire to accept the appointment of
 brigadier-general, and to take part in the war, and when he arrived at Dayton,
 Ohio, May 25, 1812, he found three regiments already organized, the command of
 which was surrendered by Governor Meigs to General Hull that morning.
 Hull immediately began his march to Detroit, and upon arriving at what
 is now Maumee City, Ohio, sent the Cuyahoga to Detroit with his baggage and that
 of most of his officers. A small vessel accompanied the Cuyahoga for the
 conveyance of army invalids, both sailing into Maumee bay, where Toledo now
 stands, July 1. On the same day the army moved toward Detroit by way of
 Frenchtown, now Monroe, Mich., on the River Raisin. Upon reaching Frenchtown
 General Hull was overtaken by a courier sent by postmaster Wai-worth, of
 Cleveland, Ohio, with a dispatch informing of the declaration of war against
 Great Britain, and ordering him to proceed with all possible expedition to
 Detroit, and there to await further orders.
 Next morning, July 2, while sailing past Maiden, unconscious of danger,
 the Cuyahoga was brought to by a gun shot from the shore, and schooner and cargo
 became a prize. The other vessel, containing the invalids, passed up on the west
 side of Bois Blanc island, and reached Detroit July 3.
 The Governor-General of Canada, Sir George Prevost, had been informed
 of the declaration of war on June 24, and on the 25th he sent a courier to Sir
 Isaac Brock, the lieutenant-governor, then at York (now Toronto), the courier
 reaching Sir Isaac at Fort George on the Niagara frontier, July 3. Colonel St.
 George, at Maiden, was informed of the declaration of war June 30, two days
 before General Hull received his dispatch from Cleveland.
 Hull's army spent the 4th of July in building a bridge across the Huron
 river near Brownstown, twenty-five miles from Detroit. Next morning they marched
 on, and in the evening encamped at the lower end of the Detroit settlement,
 opposite Sandwich, in Canada, where a British force was stationed, and not far
 from which place they were throwing up fortifications opposite Detroit.
 After some delay and impatience on the part of Hull's army, that
 general received orders justifying him in invading Canada, and
 accordingly July 12, 1812, General Hull, with a force of 2,200 men crossed over
 at Sandwich, planted the American standard and issued his proclamation to the
 people of Canada, assuring them that he was there not to injure but to protect
 them. The immediate object to be accomplished by this invasion was the
 prevention of the completion of fortifications on the Canadian side of the
 river.
 Fall of Mackinac. -- Early in the spring of 1812, before
 events had assumed a warlike aspect, General Brock had provided for the
 protection of Fort St. Joseph, a small post to the northward of the island of
 Mackinac, or Michilimackinac, and upon learning of the declaration of war by the
 Government of the United States, one of that general's first acts was to send a
 notification thereof to Captain Roberts, then in command of St. Joseph, with
 instructions to make, if practical, an immediate attack on Michilimackinac.
 The Secretary of the American Treasury franked the letter the messenger
 carried to Captain Roberts at St. Joseph, bearing the news of the declaration of
 war, together with the suggestion that as his best means of defending his own,
 he had better attack Mackinac. This was an enterprise of greater moment than
 Roberts cared to make, but he endeavored to carry out the request of his
 superior officer, and, securing the support of the agents of the two western fur
 companies, plans were quickly made. Two neighboring tribes of Indians, the
 Ottawas and the Chippewas, were invited to join him, and they flocked to his
 aid. The French, too, joined the English, and in eight days Captain Roberts had
 a force of more than one thousand men, and July 16 he embarked. The conduct of
 the Indians first aroused the suspicion of the little garrison at Mackinac that
 something was wrong. The red men in obedience to orders were all going to the
 Sault. Lieutenant Hanks made every effort to learn the cause of this sudden and
 unexplained movement. Seegeenoe, the chief of the Ottawas, was questioned, but
 he gave no satisfactory explanation.
 Captain Roberts landed his forces on the northwest side of the island,
 and began his march to the fort. They planted a gun in the road, only a few
 paces from the parade ground, and awaited the approach of day.
 The inhabitants of the town were gathered at the distillery, and, on
 discovering the overwhelming numbers of the enemy, surrendered. Lieutenant Hanks
 had received no intelligence that war had been declared, and was therefore
 unprepared to defend himself. The British were in a position which partially
 commanded the fort, and aided by a thousand Indian warriors. Accordingly
 Lieutenant Hanks surrendered the fort, and the men were sent on parole to
 Detroit.
 After the surrender of the fort, the citizens were assembled at the
 government house, and were asked to take the oath of allegiance to the British
 crown. This most of them did, but several refused. They were sent under guard,
 and kept away until peace was declared. Captain Roberts and his men were highly
 rewarded by the British government for the capture of the fort. Ten thousand
 pounds in prize money was distributed to the soldiers, and merchandise and arms
 to the Indians. Sir William Johnson, in "Old Mackinac," 1836, says he "examined
 the list or pay-roll for this prize money; the names for all those participating
 in the taking of Fort Mackinac were there enrolled, the money was divided
 according to rank, and each person receipted for his individual share."
 After the easy gaining of the important western military position, the
 English began to strengthen themselves at that point, and constructed a new
 fortification at the crowning point of the island, named in honor of their
 sovereign, Fort George.
 The capture of Mackinac island was of great importance to the British,
 as they obtained valuable stores and seven hundred packages of costly furs,
 secured the key to the fur trade of the vast region round about, and the command
 of the upper lakes was immediately transferred to them. Besides all this the bar
 that had previously secured the neutrality of the Indians of that vast region
 was removed.
 
 PREPARATIONS IN CANADA.
 
 When the declaration of war was made Major-General Brock was at York.
 He at once hastened to Fort George on the Niagara frontier, and there
 established his headquarters. Eight hundred of the militia of the peninsula
 between Lake Ontario and Lake Erie responded to his call, and 100 Indians on
 Grand river, under John Brant, came on and brought promise of of the speedy
 appearance of the rest. The American force on the east side of the Niagara was
 scattered along a line from Buffalo to Fort Niagara, and were estimated by
 General Brock to amount to 1,200 men.
 On the 2Oth of July, General Brock heard of the invasion of Hull; he
 dispatched Colonel Proctor of the 41st Regiment, and with such re-enforcements
 as he could spare, to take command at Amherstburg. General Brock himself
 hastened to York, leaving the Niagara frontier in charge of Lieutenant-Colonel
 Myers, and opened the Legislature in person. There was evidence also, he
 thought, of an alarming spirit of disloyalty among the people of Upper Canada.
 Five hundred of the militia of the western district had already sought the
 protection of Hull, the Norfolk militia refused to take up arms, and the Indians
 on the Grand river declared their intention to remain neutral.
 All this, however, was quickly changed by General Brock's proclamation
 of the 22nd of July, and the news of the fall of Mackinac and the reverses to
 the Americans on the Detroit river caused a complete reversal of public
 sentiment. On August 4, General Brock found that he could be spared, at least
 for a short time, from the seat of government. He embarked for Burlington bay,
 went thence by land to Long Point, where after receiving a promise from the
 Indians on the Grand river that sixty of their braves would join him on the
 10th, embarked his regulars and 300 militia in boats for Amherstburg, 200 miles,
 which place he reached after a rough passage of four days and nights.
 Much dissatisfaction was everywhere manifested among General Hull's
 soldiers at his inactivity and apparent incapacity for command, and there was
 much loud talking at headquarters, talk which startled the General and caused
 him to call a council of his field officers. The result of this council was an
 agreement to march early on Maiden. Every necessary preparation was made, but an
 order was issued to recross the river to Detroit, which meant to abandon Canada.
 This second order of General Hull was caused by General Brock's approach, with a
 considerable body of British and Indian troops.
 At Amherstburg General Brock saw Tecumseh, with whom he held a
 consultation. He pushed on, and began to prepare for offensive operations.
 Batteries were erected on an elevated part of the bank of the Detroit river,
 there about a mile wide, opposite Fort Detroit on the American side, General
 Brock resolving to strike an effective blow before General Hull could receive
 re-inforcements. On the 15th of August, therefore, from his headquarters at
 Sandwich, he sent a flag to General Hull, with a summons to surrender Fort
 Detroit immediately, stating that he was disposed to enter into such conditions
 as would satisfy the most scrupulous sense of honor, and intimating that the
 moment hostilities should commence the Indians would be entirely beyond his
 control. General Hull replied that he was ready to meet any force that General
 Brock might have at his disposal, and also any consequences that might result
 from the exertion of that force General Brock might see proper to make.
 
 SURRENDER OF HULL.
 
 The return of the messenger with General Hull's bold reply was the
 signal for the attack, and a galling fire was immediately opened upon the town
 and Fort Detroit. The Americans in their trenches outside of the fort were eager
 for battle, and stood with lighted matches awaiting the order to fire. But when
 the British were within 500 yards, to the amazement of both armies General Hull
 hoisted a small white flag over the fort. Not only the army in Detroit but all
 the force under Hull's command became prisoners of war. The number of troops under General Hull was probably about 2,000 men, while the troops
 marching to the attack were composed of 600 Indians and 770 soldiers with five
 pieces of artillery. The Queen Charlotte was in the river protecting the right
 flank of the little advancing army. During the whole of the morning previous to
 the surrender the batteries on the Canada side kept up a vigorous cannonade, and
 it was only toward the last that any casualty was the result. Then a ball came
 bounding over the officers' quarters, and a group of officers was almost
 annihilated. Captain Hanks, of Mackinac, Lieutenant Sibley and Dr. Reynolds were
 instantly killed, and Dr. Blood was seriously wounded. Almost immediately
 afterward two other soldiers were also killed by another ball. In his dispatch
 to the Secretary of War, General Hull takes upon himself the entire
 responsibility, as all of his officers and his soldiers were anxious to fight.
 The entire country of the United States was humiliated beyond measure at the
 surrender.
 The volunteers and militia made prisoners of war were permitted to go
 to their homes on parole, those of Michigan being discharged at Detroit, and
 those from Ohio being taken to Cleveland in vessels, and making their way home
 from that city. General Hull, with the regular soldiers, embarked at Maiden in
 the Queen Charlotte, Hunter, and other public vessels, were conveyed to Fort
 Erie, and thence marched to Fort George, where they were again placed on vessels
 and sent to Kingston, whence they were escorted to Montreal. On September 10,
 1812, together with eight American officers, General Hull left Montreal on
 parole for the United States.
 When the force of the blow to the American nation came to be realized
 by the people of that country, it was felt not only as a great disgrace but as a
 terrible disaster. The victory of General Brock inspired the timid and awed the
 disaffected inhabitants of the Province of Canada. The Indians of the West also
 became strongly attached to the British cause, many of whom would have united
 their fortunes with the United States had General Hull driven General Brock into
 the Detroit river, as there were many tribes undecided as to which party to
 join, until this battle was won for Canada. On the day of the surrender General
 Brock issued a proclamation to the citizens of the Territory of Michigan,
 assuring them of the protection of life, property and religious observances, but
 calling upon them to give up all public property in the Territory. Leaving
 Colonel Proctor in command at Detroit with a garrison of 250 men, he hastened to
 York, arriving there on the 27th of the month, and was received with great
 enthusiasm by the people, who regarded him as the savior of the province, as he
 undoubtedly was. General Brock's dispatches and the colors of the 4th United
 States Regiment reached London, October 6, the anniversary of his birth. A week
 later the gallant general was no more.
 
 MASSACRE AT FORT DEARBORN.
 
 Fort Dearborn, which stood on the site of Chicago, was blotted out
 August 15, 1812. It was a solitary post in the midst of a vast wilderness, and,
 in consequence of orders issued by Hull, was evacuated August 15. The retreating
 column of 70 soldiers, besides men and women, the rear covered by supposed
 friendly Miami Indians, was attacked two miles down the shores, near what is now
 Eighteenth street, Chicago, and a horrible massacre followed. When the force was
 reduced to twenty effective men, it surrendered. The captives were distributed
 among the savages, and most of them finally reached Michilimackinac, where they
 were ransomed by the British commander. The upper lakes were now in complete
 control of the British.
 
 ELLIOTT'S GALLANT EXPLOIT.
 
 Before the close of 1812 a brilliant naval exploit occurred at the
 lower end of Lake Erie. Captain Chauncey, in command on Lake Ontario, had sent
 Lieut. Jesse D. Elliott to purchase or build a fleet on Lake Erie. According to
 instructions, he reported to General Van Rensselaer, who was on the Niagara
 frontier, asking him as to the best position to build, repair and fit for
 service such vessels as might be required on Lake Erie. Black Rock
 was chosen as the place for the first navy yard on Lake Erie. Early in October
 Elliott learned that two British vessels had come down the lake and anchored
 under the British guns of Fort Erie. They were the brigs Adams and Caledonia,
 the former a prize captured at Detroit, when Hull surrendered, and the name of
 which was afterward changed to Detroit. Both were well armed and manned, and the
 Caledonia was loaded with a valuable cargo of furs. Elliott resolved to capture
 them. A body of seamen were on their way from Albany to the lakes, and when they
 were thirty miles distant, Elliott dispatched a messenger to hasten them.
 Footsore and tired, they arrived at noon. The commander had two small boats in
 readiness, but the entire arms mustered only twenty pistols, with neither
 cutlasses nor pikes. General Smyth, in command of the regulars, when applied to,
 furnished a few muskets and a detachment of fifty soldiers. At 1 o'clock in the
 morning, Elliott quietly pulled out of Buffalo creek with a crew of fifty in
 each of his two boats. The lake was calm, and the wearied seamen pulled the oars
 for two hours when the vessels loomed up before them.
 In ten minutes they were in complete control of the two prizes, and
 their crews were prisoners without the loss of a single man. The captors could
 not make sail for the wind was light. The rapid current drew the vessels
 sternward, and the British guns opened fire.
 The Caledonia, which was the lighter vessel of the two, picked her way
 out of the current, and beached herself on the American side near one of the
 American batteries at Black Rock. But Elliott was compelled to drop anchor
 within 400 yards of two British batteries. He transferred all his guns to the
 starboard side, and replied vigorously till his ammunition was exhausted. He
 then cut cable and drifted down the river. The pilot had taken French leave, and
 no one aboard knew the current. The Detroit drifted astern for ten minutes, then
 struck a cross current and brought up on the shore of Squaw island, near the
 American side. With difficulty the prisoners and crew were got to the American
 shore in the two small boats. About 11 o'clock in the morning a company of
 British soldiers rowed over and boarded the Detroit with the intention of
 burning her munitions. American volunteers drove them back before the match
 could be applied. But the ship was too badly grounded to get her off, and after
 taking her stores out, Elliott burned her. The little Caledonia was a valuable
 prize, having, beside her armament, a cargo of furs valued at $150,000. The
 little vessel did good service on the American side the next year in the battle
 of Lake Erie.
 Panic at Conneaut. -- The presence of a hostile fleet on
 Lake Erie naturally alarmed the settlers on the south shore. Howe in his
 Historical Collections of Ohio narrates an alarm at Conneaut. He says: "On the
 night of the 11th of August, 1812, the people of Conneaut were alarmed by a
 false report that the British were landing from some of their vessels. A
 sentinel, placed on the shore, descrying boats approaching, mistook them for the
 enemy. In his panic he threw away his musket, mounted his horse, and dashing
 through the settlement cried with a stentorian voice, 'turn out! turn out! save
 your lives, the British and Indians are landing and will be on you in fifteen
 minutes! ' The people aroused from their beds, fled in the utmost terror to
 various places of covert in the forest. Those of East Conneaut had sheltered
 themselves in a dense grove, which, being near the high road, it was deemed that
 the most perfect silence should be maintained. By that soothing attention
 mothers know how to bestow, the cries of the children were measurably stilled;
 but one little dog, from among his companions, kept up a continual unmitigated
 yelping. Various means having in vain been employed to still him, until the
 patience of the ladies was exhausted, it was unanimously resolved that that
 particular dog should die, and he was therefore sentenced to be hanged without
 benefit of clergy. With the elastics supplied by the ladies, for a
 halter, and a young sapling for a gallows, the young dog passed from the shores
 of time to yelp no more."
 
 EVENTS ON THE NIAGARA FRONTIER.
 
 Meanwhile events of extreme importance were in progress on Lake
 Ontario, the opposite shores of which were well settled by the contesting
 nations.
 General Brock, after arranging matters, civil and military, in the
 West, hastened to the Niagara frontier, leaving all the force he could spare at
 Detroit. When he was crossing Lake Erie in the schooner Chippewa he received
 intelligence of the armistice arranged between Sir George Prevost and General
 Dearborn, commander-in-chief of the American army. During the continuance of
 this armistice, the transport of American stores, provisions, etc., not being
 prohibited, was protected and facilitated on Lake Ontario and all along the
 Niagara frontier. This armistice was effected early in August, 1812. It lasted
 one month, owing to the difficulty and slowness of getting dispatches from one
 part of the country to another, and Sir George Prevost, as soon as possible,
 advised General Brock of the disallowance of the temporary truce. Col. Solomon
 Van Rensselaer, at the beginning of it, made an arrangement with General
 Sheaffe, commanding at Fort George, by which the navigation of Lake Ontario
 should be unrestricted for both parties, and thus restrictions upon the
 movements of troops, stores, etc., were confined to the lakes above Fort Erie.
 Lossing says this was of vital importance to the Americans, for the much-needed
 supplies for the army, ordnance and other munitions of war collected at Oswego
 could only be taken to the Niagara frontier by water, on account of the
 extremely bad condition of the roads, and, according to Colonel Van Rensselaer,
 "no sooner was the way open than an express was sent to Ogdensburg with an order
 for the removal of nine vessels from that place to Sacket's Harbor. To this
 movement was Commodore Chauncey indebted for the ascendancy which he for a time
 was enabled to maintain on the lake (Ontario), and without which the subsequent
 descent on Little York could not have been attempted." These vessels, thus
 released, were converted into vessels of war, and Colonel Fenwick, at Oswego,
 moved forward over the lake with a large quantity of supplies.
 But the armistice finally terminated, by order of General Dearborn, on
 the 29th of August, the order reaching General Van Rensselaer on the Niagara
 frontier, September 12. On the 26th of September General Dearborn wrote to
 General Van Rensselaer that he hoped he would not only be able to meet the
 enemy, but that he would also carry the war into Canada. General Van Rensselaer
 made arrangements October 10, 1812, to invade Canada and assail Queenston at
 three o'clock next morning. During the evening thirteen large boats, capable of
 carrying 340 fully-armed and equipped men, were taken down on wagons from Gill's
 creek two miles above the Falls, and placed in the river at Lewiston under cover
 of darkness. Col. Solomon Van Rensselaer was appointed to the command, which was
 not all relished by some of the regular army officers. A most remarkable
 circumstance occurred as the troops were ready to cross at Lewiston. Lieutenant
 Sims, who had been entrusted with the command of the flotilla, entered the
 foremost boat and quickly disappeared in the darkness and gloom. By mistake or
 otherwise he took with him all the oars, so that the rest of the men, ready to
 cross over, could not do so. Going far above the selected landing place, he got
 on dry land and ran away as fast as his legs could carry him. This was all in
 the midst of a storm of great violence, which continued for twenty-eight hours,
 and the troops that were so anxious to follow Lieutenant Sims were compelled to
 lie idle in their camp.
 When the storm had subsided, preparations were made for a second
 attempt to invade the enemy's country. The river was narrow, and every open
 movement on one side was visible on the other. Lieut.-Colonel Chrystie with 350
 men, regular soldiers, arrived at Four-mile creek late on the evening of the
 10th, and hastened to headquarters, offering the services of himself and his men; but as the boats could not carry over more than had been
 selected to go, Colonel Chrystie was detained at Four-mile creek. There was also
 a strong force at Fort Niagara, all of which tended to deceive the British
 general as to where the attack would be made.
 At an early hour in the evening of October 12, Colonel Chrystie marched
 with 300 men from Fort Niagara by an interior road, and reached Lewiston before
 midnight. Three regiments under command of Colonels Stranahan, Mead and Bloom,
 marched from Niagara and reached Lewiston in good time, and Lieut.-Colonel Scott
 also was soon in motion for Lewiston, reaching there at four o'clock in the
 morning. Thirteen boats filled with men crossed the river, three of them,
 however, losing their way in the darkness. Ten returned for more men. The
 British soon discovered the presence of the Americans, and opened fire upon
 them, killing Lieutenant Rathbone, who was by the side of Colonel Van
 Rensselaer; but the Americans scaled the Heights and proved themselves too
 strong for the British, who retired before the advance of the invaders. General
 Brock was then at Fort George, but hearing of the crossing of the Americans
 hastened to the point of invasion, and, in climbing the Heights, which Captain
 Wool had already taken possession of, was shot through the body and fell
 mortally wounded.
 The Heights had not been won without desperate fighting. Captain Wool
 and his men had fought three distinct and severe battles in five hours before
 they became masters of the situation; but their victory was complete, and they
 maintained themselves in possession of the Heights until the afternoon. There
 were still 1,200 American militia that had not crossed the river. Colonel Van
 Rensselaer urged them to cross and sustain those already in possession of the
 Heights, but this they refused to do. It was not long before those on the
 British side began to see that they would soon be attacked by a greatly superior
 force of soldiers, brought together from above and below. These troops were led
 by able men, among them John Brant, Captain Norton and General Sheaffe, the
 latter being in chief command. According to English authorities the attacking
 party numbered a little more than 1,000 men, while the Americans had in position
 about 300 men to defend the Heights they had captured. The attacking party
 proved too strong for the Americans, and at length Colonel Scott made his way
 toward the British general's position and waved a flag of truce, in token of
 surrender.
 The entire number of Americans surrendered on that occasion was 900,
 including all that had crossed the river, and largely more than were engaged in
 the conflict. The number of killed was 90 and the wounded about 100, so that the
 loss was about 1,100. The British loss was 130 killed, wounded and
 prisoners.
 Col. Solomon Van Rensselaer was wounded in five places during the
 battle, and for a time his life was despaired of, but he at length recovered.
 General Van Ren-sselear, disgusted with the conduct of some of the regular
 officers and with his own militia, resigned his command, and was superseded by
 Gen. Alexander Smyth.
 General Smyth unsuccessfully invaded Canada November 28. Arrangements
 were made for the expedition to embark at the navy yard, just below Black Rock,
 at reveille on the morning. Seventy public boats, five large private boats, and
 ten scows for the artillery, together with many smaller boats, were in
 readiness, enough to carry 3,000 men. At three o'clock in the morning the
 advance parties left the American snore. Colonel Winder's men were in 11 boats;
 Captain King's in 10, and all were under command of Lieut.-Colonel Boerstler.
 These crossed the river, and King's men were so warmly assailed by volleys of
 musketry and shot from a field piece that six of his ten boats were compelled to
 return. The other four landed, and the men in them made an impetuous attack upon
 the British and drove them away. But owing to mistakes of various kinds, after
 King had stormed and taken two British batteries above the landing place,
 captured and spiked the cannon and thrown them into the river, it became
 necessary for the attacking parties to recross the river as best
 they could, after exhibiting much bravery and excellent fighting qualities. In
 other words the expedition was defeated. The net result of the affair appears to
 have been a quarrel and a duel between Gen. Peter B. Porter and General Smyth,
 in which neither was hurt. General Smyth was deposed from his command.
 After the surrender at Queenston Heights an armistice was arranged
 between General Van Rensselaer and General Sheaffe. Of this armistice Christie,
 a Canadian writer, says: "This and the former armistice without affording any
 present advantage to the British, materially prejudiced their cause, especially
 on Lake Erie. The Americans availed themselves of so favorable an occasion to
 forward their naval stores from Black Rock to Presque Isle by water, which they
 could not otherwise have effected but with immense trouble and expense by land,
 and equipped at leisure the fleet which afterward lost us the command of that
 lake."
 
 ON LAKE ONTARIO.
 
 When the war began, the United States possessed small means on the
 northern frontier for either offensive or defensive operations. The first
 measure was the building at Oswego on Lake Ontario of the brig Oneida. She was
 commenced in 1808, and launched in 1809, and was designed to enforce the revenue
 laws on the frontier under the early embargo Acts. For a purpose similar to the
 above a company of infantry and some artillery were posted at Sacket's Harbor,
 which place during the war of 1812 was the principal military post on the lakes.
 In March, 1809, detachments of militia were stationed on the southern shores of
 the St. Lawrence, opposite Kingston, to prevent smuggling. In 1809 an arsenal
 was built at Watertown, where arms, ammunition and accoutrements and other army
 supplies were speedily gathered for use on the northern frontier, and when war
 was at length declared Brig.-Gen. Jacob Brown was charged with the defense of
 the frontier from Oswego to Lake St. Francis, distant about 200 miles.
 In May, 1812, the schooner, Lord Nelson, owned by parties at Niagara,
 Upper Canada, laden with flour and merchandise, sailed from Niagara for
 Kingston, and being found in American waters was captured by the Oneida and
 condemned as lawful prize for a violation of the embargo Act. About a month
 later another schooner, the Ontario, was captured at St. Vincent, but soon
 afterward discharged. About the same time still another British schooner, named
 Niagara, was captured and sold because of a violation of the revenue laws.
 These acts on the part of the Americans resulted in retaliation. When
 war was declared there were in the harbor at Ogdensburg eight American
 schooners, which attempted to escape to Lake Ontario, bearing away several
 families with their effects. An active Canadian, named Jones, raised a company
 of volunteers to capture them, giving chase in boats. Overtaking the fugitive
 flotilla at the foot of the Thousand Islands, a little above Brockville, he
 Captured two of the schooners, the Sophia and the Island Packet, emptied and
 burned them. The rest returned to Ogdensburg.
 From this latter enterprise the Americans inferred that more active
 operations were to follow on the part of the British; that the Thousand Islands
 were to be fortified, etc., and Governor Tompkins, of New York, ordered General
 Brown to call out reinforcements from the militia of Jefferson, Lewis and St.
 Lawrence counties, and to arm and equip them if necessary from the arsenal at
 Watertown, and at Russel Col. Benedict, of St. Lawrence, was ordered to guard
 the frontier from Ogdensburg to St. Regis. Measures were taken also to
 concentrate forces at Ogdensburg and Cape Vincent, in order to guard the
 frontier and to menace Kingston, that being the chief naval station of the
 British on Lake Ontario.
 English Fleet Driven From Sacket's Harbor. -- On July 29,
 1812, Commander Woolsey, of the Oneida, at early dawn, from his masthead saw a
 squadron of five British vessels off Stony Island, veering toward the harbor.
 This squadron was composed of the Royal George, 21 guns; the
 Prince Regent, 22 guns; Earl of Moira, 14 guns; Simcoe, 12 guns, and Seneca,
 four guns; all under command of Commodore Earle. This squadron captured a boat
 returning from Cape Vincent, and sent her crew to Bellinger with word that all
 they wanted was the Oneida and the Lord Nelson, and warning him, as commandant
 of Sacket's Harbor, that, if they were fired upon, the town would be burned.
 Commander Woolsey, perceiving the danger to which the Oneida was
 exposed, weighed anchor and attempted to gain the lake; but failing in this he
 returned and moored his vessel just outside of Navy Point, in such position that
 her broadside of nine guns might be brought to bear on the enemy. The remainder
 of her guns were taken out and placed in battery on land. An iron 32-pounder,
 designed for the Oneida, but found to be too heavy, had already been placed in a
 battery with three other guns on the shore. These cannon were to be in charge of
 Capt. Elisha Camp, together with two six-pounders fished out of the lake from
 the wreck of an English vessel, and composed all the artillery pieces, with
 which to oppose the enemy that was approaching. The militia was called in from
 all the surrounding country. But it turned out that the presence of the militia
 was not necessary, as the battle had been fought and won before their arrival.
 The bombardment of the place by the British was a failure, their balls for the
 most part falling short. One 32-pound ball, however, went over the bluff and
 struck the earth not far from Sacket's mansion. It was picked up by Sergeant
 Spier, and taken to Capt. William Vaughan, who sent it back at the enemy from
 his 32-pound cannon, and it struck the Royal George in the stern, raking her
 completely, killing 14 of her soldiers and wounding 18 more. As other vessels in
 the squadron had also been struck by the American balls, a signal of retreat was
 sounded, and the squadron put about and sailed out of the harbor.
 
 EVENTS ON LAKE ONTARIO IN 1813.
 
 In 1813 the Americans gained the first point, by being first to begin
 operations on Lake Ontario. They were building the Pike at Sacket's Harbor, a
 ship of 875 tons, a crew of 300 men, and carrying 28 long 24-pound guns. The
 British were building two ships, each about two-thirds the force of the Pike,
 one at Toronto, the other at Kingston. Orders were given by the Secretary of War
 to consolidate 4,000 troops at Sacket's Harbor and 3,000 at Buffalo and
 vicinity. The 4,000 men at Sacket's Harbor were to be embarked and transported
 under convoy of the fleet to Kingston, where they were to land, capture the
 place and destroy all the shipping found there. It was then to go to Toronto,
 seize the stores collected there and the two frigates then building, and then to
 move on Fort George and Fort Erie.
 Major Forsyth was ordered from Ogdensburg to Sacket's Harbor; General
 Brown was ordered to call out several hundred militia, and Col. Zebulon M. Pike,
 shortly afterward commissioned brigadier-general, was ordered to proceed from
 Plattsburg to Sacket's Harbor about March 1. It was then generally believed that
 Sir George Prevost had from 6,000 to 8,000 men at Kingston, engaged in active
 preparations for offensive operations; but, as Sir George did not appear at
 Sacket's Harbor, Commodore Chauncey determined to sail across the lake and
 ascertain the condition of affairs on the north side. Chauncey's squadron was
 ready for service April 19, and set sail on the 25th, having on board General
 Dearborn and a considerable force of troops. His squadron then consisted of the
 Madison, Oneida, Hamilton, Scourge, Tompkins, Conquest, Growler, Julia and Asp,
 the latter of 57 tons, a crew of 25 men and carrying one 24-pound gun; the Pert,
 the Fair American, the latter of 53 tons, a crew of 30 men and carrying one
 24-pound gun and one 12-pound gun; the Ontario, of 53 tons, a crew of 35 men and
 carrying one long 32-pound gun and one long 12-pound gun; the Lady of the Lake,
 of 89 tons, a crew of 15 men, and carrying one 9-pound gun, and the Raven, a
 transport.
 At this time the British squadron consisted of the following vessels:
 The Royal George, 21 guns; Earl of Moira, 14 guns; Prince Regent,
 16 guns; Duke of Gloucester, 14 guns; Simcoe, 12 guns, and Seneca, 4 guns.
 For the purpose of creating a fleet on Lake Erie Captain Chauncey sent
 Lieut. Jesse D. Elliott with orders for purchasing vessels similar to those
 given to Commander Woolsey.
 The command of Lake Ontario was considered an object of great
 importance by both contending parties. The British had then several armed
 vessels afloat, the Americans but one, and the only course the latter could
 pursue was to convert merchandise vessels into vessels of war. There were six of
 these vessels at Ogdensburg, but the British were determined that these six
 vessels should not be so converted. In order to capture them, they sent the Earl
 of Moira, 14 guns, and the Duke of Gloucester, 10 guns, down the river St.
 Lawrence to Prescott, opposite Ogdensburg, to seize them if possible. In order
 to save and arm them, the Americans sent the schooner Julia, with a 32-pounder
 on board and two long 6's and a rifle corps in a Durham boat. Sailing from
 Sacket's Harbor, on the evening of July 30, they passed on down the lake, and on
 the morning of August 1, after a battle in the St. Lawrence with the two British
 vessels, just named, they reached Ogdensburg. The armistice, which has already
 been mentioned, enabled the Julia, with the six schooners in her wake, to get
 into Lake Ontario.
 Captain Chauncey's Appointment. -- At this time the
 Government of the United States was putting forth efforts for the supremacy of
 the lakes, and transferred Capt. Isaac Chauncey, then at the head of the navy
 department at Brooklyn, N. Y., to Lake Ontario. Captain Chauncey arrived at
 Sacket's Harbor, October 6, 1812. The schooners Genesee Packet, Experiment,
 Collector, Lord Nelson, Charles & Ann, and Diana were purchased, manned
 and re-named, respectively, Conquest, Growler, Pert, Scourge, Governor or
 Tompkins and Hamilton. Adding to these the Oneida and the Julia and the Madison,
 the keel of which had then been recently laid, Captain Chauncey's squadron was
 as follows, together with their tonnage, crew and armament: 
 NAMESTONNAGECREWARMAMENT
 Madison59320024 short 32's
 Oneida24310016 " 24's
 Hamilton112501 long 321 " 248 "
 6's
 Scourge110501 " 328 short 12's
 Conquest82401 long 321 " 124 "
 6's
 Tompkins96401 " 32 1 " 126 "
 6's
 Julia82351 " 321 " 12
 Growler81351 " 321 " 12
 Ontario53351 " 321 " 12
 Pert50251 " 24
 
 
 Other vessels were afterward added to this fleet.
 Chauncey's First Campaign. -- Captain Chauncey first
 appeared on Lake Ontario as the commander of a squadron November 8, 1812, with
 his flag fluttering from the Oneida, and accompanied by six small vessels, bound
 on an expedition to intercept the entire British squadron on their return from
 Fort George on the Niagara river, whither they had gone from Kingston with
 troops and munitions of war. Taking his station near the False Ducks, small
 islands west of Sacket's Harbor, he, in the afternoon of the 9th, fell in with
 the Royal George headed for Kingston. Next morning he gave chase with most of
 his squadron, followed the Royal George into Kingston harbor, and there engaged
 her and five land batteries for nearly an hour. These batteries being more
 formidable than he anticipated, he withdrew. Next morning, the 11th, the
 Tompkins, Hamilton and Julia chased the Simcoe over a reef of rocks, and she
 sank before she could reach Kingston. Soon after the Hamilton captured a large
 schooner from Niagara, the prize being sent past Kingston under convoy of the
 Growler, hoping, but failing, to bring out the Royal George. On the 12th
 Chauncey gave chase to the Earl of Moira, but she escaped. He,
 however, captured her schooner convoy. During this short campaign Chauncey
 captured three merchant vessels, destroyed one armed schooner, and temporarily
 disabled the British flag ship, the Royal George, besides taking several
 prisoners, among them Captain Brock, a brother of General Brock, killed at
 Queenston Heights, himself losing one man killed and three wounded.
 This was practically the end of the campaign on Lake Ontario for the
 year 1812, though about its eastern extremity there was some fighting on land,
 and the British made an attack on Ogdensburg, which was repulsed.
 Toronto (York) is Taken -- According to most American
 authorities, there were on board Chauncey's fleet 1,700 men; but English
 authorities say there were from 2,500 to 3,000. After a boisterous passage
 across the lake this fleet appeared before Toronto (then York) on the morning of
 the 27th, the town being garrisoned by about 700 men, but at the time all but
 absolutely defenseless. James gives the following painful picture of the state
 of unprepared-ness: "The guns upon the batteries being without trunnions, were
 mounted upon wooden sticks, with iron hoops, and therefore became of very little
 use. Others of the guns belonged to the ship that was building, and lay on the
 ground partly covered with snow and frozen mud."
 The debarkation began about 8 A. M. The Duke of Gloucester was in the
 harbor undergoing repairs, and her guns furnished armament for the batteries;
 but the defense of the place had been sadly neglected. On account of a strong
 easterly wind, the small boats were driven half a mile further than they
 intended to go to the westward, and really beyond an effectual covering by the
 guns of the squadron; but Major Forsyth and his riflemen in two bateaux led the
 van, and when within rifle shot of the shore were assailed by a volley from a
 company (sixty men) of Glengary Fencibles, and some twenty-five Indians under
 Major James Givens, concealed in the woods, with which the lake shore to the
 west of Toronto was then completely covered. Major Forsyth halted his men, and
 was about to retreat, when General Pike, on board the Madison, seeing this halt,
 ordered his staff into their boat and with them was soon in the midst of the
 fight; for Forsyth's men were by this time returning the fire from the woods.
 The vanguard soon landed, and were immediately followed by Major King and a
 battalion of infantry. General Pike and the main body soon followed, and the
 entire column pressed forward into the woods, using their bayonets chiefly. The
 battle was sharp, and lasted some time; but the Americans had a larger number of
 soldiers, the British having in the fight only about 430 besides the Indians, to
 oppose the landing, and were compelled to retire. The firing from the garrison
 ceased, but no white flag appeared as a token of surrender. The British, as soon
 as they discovered that they could not hold the place, blew up their powder
 magazine, containing 500 barrels of powder, situated on the edge of the water,
 at the mouth of a ravine. The effect of the explosion was terrific, and
 fragments of timber and huge blocks of stone were scattered in every direction
 over a space of several hundred yards. When the smoke from the exploded powder
 had cleared away, the scene was actually appalling. Fifty-two Americans had been
 killed and 180 officers and men had been wounded. Forty of the British soldiers
 were also killed by the explosion. General Pike, two of his aids and a British
 sergeant, with whom the General was conversing, were mortally injured. The
 Americans lost, on board the fleet, four killed and 8 wounded, and in the army
 14 killed and 32 wounded, by the enemy's fire, to which, adding those killed and
 wounded by the explosion, the total loss was 288. The British regulars lost 130
 killed and wounded, including those killed by the explosion, and also about 50
 Canadians and Indians, besides 290 prisoners.
 The American troops were thrown into a panic by the explosion and
 scattered in dismay; but they were soon rallied by Major Hunt and
 Lieutenant-Colonel Mitchell. Upon hearing of the death of General Pike, General
 Dearborn went on shore to take charge of the capitulation; but during the panic General Sheaffe, collecting his regular force, left the
 civil authorities and the militia to their fate and hastened in the direction of
 Kingston. For his failure to defend the town of York, General Sheaffe was
 severely censured, and was soon afterward superseded by Major-General De
 Rottenburg.
 Descent on Fort George. -- Four days after the
 capitulation, or on the 8th of May, the troops were re-embarked preparatory to a
 descent on Fort George, where the British general, Vincent, was stationed with
 from 1,000 to 1,800 regulars, 600 militia and about 100 Indians. Crossing the
 lake and anchoring off Four-mile creek, four miles east of Fort Niagara, the
 troops were debarked, and Chauncey sailed for Sacket's Harbor with most of his
 fleet to obtain supplies and re-inforcements for the army. On the 22d the
 Madison sailed for Dearborn's camp with 350 troops, arriving at Four-mile creek
 on the 25th. There they met Commodore Perry, who had come down from Lake Erie to
 the great delight of Chauncey.
 On May 26, in company with Commodore Perry, Commodore Chauncey, in the
 Lady of the Lake, reconnoitred the place to be
 attacked, and urged upon General Dearborn the importance of making the attack on
 the next morning. The American troops, fit for duty, amounted then to about
 4,500 men, all under command of General Dearborn. The British force in the
 vicinity was composed of about 1,800 regulars under command of Brig.-Gen. John
 Vincent. After a brisk cannonading between Fort George and Fort Niagara, a large
 number of boats, which had been built at Five-mile Meadow, on the Niagara river,
 went down the river, reaching the American camp in safety. During the night all
 the heavy artillery and as many troops as possible were placed on the Madison,
 Oneida, and Lady of the Lake. Generals Dearborn and Morgan Lewis were both on
 board the Madison, and between 3 and 4 o'clock next morning the squadron weighed
 anchor, the troops all being embarked by about4 o'clock. When the heavy fog
 disappeared and the sun broke forth in splendor, a magnificent sight was opened
 to the view, the large vessels, filled with troops, being all under way, and
 scores of boats filled with soldiers, light artillery and horses advanced upon
 the enemy, who had been greatly perplexed by the fog.
 The Julia and the Growler took their positions at the mouth of the
 Niagara river, to keep in check or to silence a battery near the lighthouse; the
 Ontario took a position north of the lighthouse so as to enfilade the same
 battery; the Tompkins and the Conquest took positions near Two-mile creek so as
 to command a battery erected there, and the Hamilton and the Asp and the Scourge
 took stations near the other two, to cover the landing of the troops.
 Lieutenant-Colonel Scott, when made adjutant-general, stipulated that in any
 extraordinary event he should command his regiment, and, as this was to be an
 extraordinary occasion, he was placed in command of the vanguard of 500 men to
 make the first attack.
 The Tompkins, sweeping gracefully into position, opened fire upon the
 British battery with such precision that it was quickly silenced. The boats,
 under Scott and Perry, were covered completely by the heavy fire of grape,
 directed at the foe by the Hamilton, Asp and Scourge. Scott's men, in the face
 of the British regular troops, who opposed them with their bayonets, rushed up
 the bank, which was from six to twelve feet high, and after being repulsed three
 times, finally gained and held a position in a ravine near by.
 Fort George is Captured. -- After a severe and hard-fought
 battle of about twenty minutes, aided by the cannonade of the Hamilton and the
 well-directed fire of the American soldiers, the British broke and escaped in
 much confusion. The entire body of the British fled toward Queenston, pursued by
 Colonel Scott, General Vincent having blown up the small quantity of power still
 remaining at Fort George, except two small magazines, which were prevented from
 exploding by the American troops.
 The American loss in this battle was, according to Lossing, about 40
 killed and 100 wounded, while Roosevelt says that one sailor was killed and 17
 soldiers, and that two sailors and 45 soldiers were wounded, 
 making a total loss of 65. The British loss, according to Lossing, was 51 killed
 and 305 wounded, missing and prisoners; while Roosevelt says that the British
 loss was 52 killed, 44 wounded and 262 wounded and missing, in addition to about
 40 Canadians and Indians, hors de combat, and nearly 500 militia captured. But
 the British troops fought nobly. It was simply impossible for them to stand
 against the fire of the schooners.
 The effect of this victory was sweeping. The British evacuated the
 whole of the Niagara frontier, and left the river in complete possession of the
 Americans. By an order, issued by General Vincent on the afternoon of the 27th,
 Forts Chippewa and Erie, and all the public property from the latter down to
 Niagara Falls, was doomed to destruction, and in pursuance of that order Major
 Warren, in command of the batteries opposite Black Rock, opened fire upon that
 place, keeping it up all night until his troops should move off. In the meantime
 the magazine at Fort Erie was blown up, and magazines and storehouses all along
 the frontier were fired. In the evening of Friday, the 28th, Lieut.-Col. James
 P. Preston, commanding at Black Rock, crossed over with the 12th Regiment, and
 took possession of Fort Erie. Possession of this fort gave the opportunity long
 desired, of getting out of the Niagara river a fleet of five vessels into Lake
 Erie, Commodore Perry being despatched to take them out. These five vessels were
 taken up into Lake Erie, being hauled up by oxen against the stream. They
 afterward became a most important part of the American fleet on Lake Erie.
 General Vincent's orders to Colonel Bisshopp, of Fort Erie, and Major
 Ormsby, of Fort Chippewa, were to vacate their respective posts, and to move
 with as little delay as possible by Lundy's Lane to Beaver Dam, where they were
 met by the General. At Beaver Dam General Vincent was joined also by one flank
 and one battalion company of the 8th Regiment, and by Captain Barclay, R. N.,
 with a small body of seamen on their way to Lake Erie.
 After resting two or three days at Newark, Commodore Chauncey sailed
 for Sacket's Harbor, and General Dearborn sent General Winder in pursuit of
 General Vincent for the purpose of attacking him among the hills or of arresting
 his flight toward the west. General Winder took the lake road and marched with
 rapidity to Twenty-mile creek, where he learned that General Vincent-was in
 position at Burlington Heights, and that he had received re-inforcements. from
 Kingston. Halting and sending back to General Dearborn for re-inforcements, he
 was soon joined by General Chanler on June 5, and General Chanler, being the
 senior officer, took command of the entire force. The advance guard of Chanler's
 army pushed forward until they could see Vincent's camp at the head of
 Burlington bay, and then returned to a meadow through which a branch of Stony
 creek flowed, and there encamped for the night. General Vincent, learning of the
 presence of the Americans, sent Lieutenant-Colonel Harvey back to learn the
 position, disposition and number of the troops, and, being properly advised,
 ordered an attack upon them while they were in camp, which attack was made about
 2 o'clock on the morning of June 6, and a fierce battle ensued, lasting for some
 hours, during which General Chanler, General Winder and Major Van De Venter were
 taken prisoners, and General Vincent was thrown from his horse and lost in the
 darkness, his horse falling into the hands of the Americans. While this was
 practically a drawn battle, yet the Americans withdrew from the field, losing 17
 killed, 38 wounded and 120 prisoners, while the British loss was 23 killed, 146
 wounded and 55 missing. The Americans retired under command of Colonel Burns,
 upon whom the command devolved in the absence of General Chanler and General
 Winder in the enemy's camp. On June 7 the Americans were joined by Generals
 Lewis and Boyd, the former taking command.
 Yeo on Lake Ontario. -- Meanwhile Sir James Lucas Yeo had
 arrived from England to take command on Lake Ontario, and had infused new life
 into the Canadian forces, and had given an impetus to naval operations at
 Kingston. Soon after his arrival Sir George Prevost consented to
 the employment of the naval force at Kingston for a descent upon Sacket's
 Harbor, then weakened by the absence of Chauncey's fleet at the upper end of the
 lake, and also by the absence of a numerous army recently stationed there.
 Attack on Sacket's Harbor. -- On the evening of May 27,
 the Lady of the Lake came into Sacket's Harbor with the intelligence that a
 strong British squadron, under Sir James Lucas Yeo, had just put to sea from
 Kingston, and on the 28th all the troops in the vicinity were collected at the
 place. At midday the British squadron appeared off Sacket's Harbor, the squadron
 consisting of the Wolfe, Royal George, Earl of Moira, Prince Regent, Simcoe and
 Seneca, besides about 40 bateaux. Sir George Prevost was in command of the
 squadron, and was on the Wolfe with Yeo. This squadron lay to about six miles
 from the harbor, a large number of troops being embarked in boats with the view
 of landing them. But these troops were soon ordered to return to the squadron.
 This order is believed to have been caused by the discovery of a number of
 American boats, coming from Oswego to the assistance of Sacket's Harbor. But a
 number of Indians, not perceiving any reason for returning to the squadron, did
 not do so, and starting round Stony Point they discovered the troops on the
 shore, and boldly made an attack upon them. The American flotilla, coming from
 the direction of Oswego, consisted of nineteen boats, and when the Indians made
 their attack, Sir George sent several boats filled with armed men, to the
 assistance of the Indians, with the result that twelve of the Americans boats
 and 70 men were captured. The other seven boats reached the harbor in
 safety.
 The Enemy Retires. -- Next morning at dawn thirty-three
 boats filled with armed men put out from the British squadron and made for Horse
 island, where they landed under cover of two gunboats. As this flotilla reached
 the island, the pivot gun in Fort Tompkins hurled enfilading shots into their
 midst, and when they neared the shore they were welcomed by a scattering fire
 from the muskets of the militia. At the first approach of the enemy the militia
 fled, with some honorable exceptions, but General Brown sent word to the
 fugitive militia that a victory had been gained, and succeeded in rallying about
 300 of them, who made a most gallant and determined effort to drive the British
 back to their ships, which they accomplished in several hours. Notwithstanding
 the retreat of his soldiers, Sir George sent a flag on shore, and demanded the
 surrender of the place. This was of course refused, and then he sent another
 flag, asking permission to land surgeons to take care of the British; this being
 also refused, he sailed away for Kingston.
 As soon as the battle was ended, the attention of the soldiers was
 directed to the flames, that had been applied to the stores and the ships, Pike
 and the Duke of Gloucester, to keep them from falling into the enemy's hands,
 but the stores were destroyed, entailing a loss of about $500,000. No further
 attempt was made to capture Sacket's Harbor throughout the war, and it remained
 to the end, as it had been from the beginning, the most important depot for
 supplies on the northern frontier. Sir James Yeo was opposed to the retreat, but
 Sir George Prevost was his superior officer, and nothing but retreat could be
 done by the fleet, the order having been given; and from this cause there was
 strong animosity between these two officers during the rest of the war. The
 British loss was 50 men killed and 211 wounded, while the American loss was 157
 in killed and wounded.
 This was the last American success on Lake Ontario or the St. Lawrence
 during the year 1813. After this defeat Sir James Yeo went to the head of Lake
 Ontario to the aid of General Vincent. He sailed from Kingston June 3, with
 about 280 soldiers, belonging to the 8th Regiment, for General Vincent, to
 co-operate with him and to provoke Commodore Chauncey to reappear on the lake.
 At 6 o'clock in the evening of June 7, his fleet appeared in the distance from
 the American camp at Forty-mile creek, and in the morning of the 8th, in the
 absence of wind, the larger vessels could not get near the shore, so the armed
 schooners, Beresford and Sydney Smith, besides one or two
 gunboats, were towed in and got within reach of the American batteries.
 Lieutenant Totten, having constructed a temporary furnace for heating shot, a
 few hot shot were thrown at the British schooners, and they were quickly
 withdrawn.
 General Lewis then dispatched his camp equipage and baggage back to
 Fort George in bateaux, a dozen of which were captured by the British schooner
 Beresford, and the remaining five, being driven ashore, were abandoned. Sir
 James Yeo landed the detachment of the 8th Regiment, which he had brought for
 General Vincent, and uniting with Vincent's forces, they entered the abandoned
 camp of the Americans (who were following along after their bateaux toward Fort
 George), and there found, according to Auchinleck, 500 tents, 100 stand of arms,
 140 barrels of flour, and about 70 wounded soldiers, whom they took prisoners.
 The Americans reached Fort George, and Lieutenant-Colonel Bisshopp pressed
 forward and took position a little west of the present Port Dalhousie, and
 covered the distance from that point to the mountain passes at Beaver Dam.
 The British squadron in the meantime hovered along the lake coast, and
 greatly interrupted the delivery of supplies to the Americans in their camp.
 This squadron was then composed of the following vessels: 
 NAMETONNAGECREWARMAMENT
 Wolfe6372201 long 248 " 18's4 short
 68's10 " 32's
 Royal George5102003 long 18's2 short
 68's16 " 32's
 Melville2791002 long 18's 12 short
 32's
 Earl of Moira2621002 long 9's 12 short
 24's
 Sydney Smith216802 long 12's 10 short
 32's
 Beresford187701 long 24 1"9 6 short
 18's
 
 
 This squadron captured two vessels, laden with hospital stores, in the
 mouth of Eighteen-mile creek, eastward of the mouth of the Niagara river, and on
 the 15th made a descent upon the village of Charlotte, at the head of navigation
 in Genesee river. Sailing eastward, they appeared off Sodus bay on the 18th, and
 on the next day landed at Sodus Point for the purpose of destroying stores. But
 the stores had been concealed, and in attempting to find them they were met by
 Captain Turner, of Lyons, and after a sharp skirmish, in which each side lost
 two men killed, they fell back, and as they retired burned the public store
 house, five dwellings and the old Williamson hotel. From Sodus Point the
 squadron sailed eastward for Oswego harbor, but after deciding not to enter it,
 on the 21st they returned to the mouth of the Niagara river, where they remained
 some days.
 It was about this time that Lieutenant-Colonel Boerstler, with about
 700 men, was sent out from Fort George by General Dearborn to attack and
 disperse that portion of Lieutenant-Colonel Bisshopp's command then in position
 in a stone house near Beaver Dam. It resulted in the capture of
 Lieutenant-Colonel Boerstler by the force under Lieut. James Fitzgibbons, and
 led to the recall of General Dearborn, whose age and ill-health disqualified him
 from active and enterprising service.
 After General Dearborn's departure the command of the army devolved
 temporarily on General Boyd. Several skirmishes occurred, also considerable
 picket firing, and occasionally a raid on American territory. One of these raids
 was made on July 4, by Lieut.-Col. Thomas Clark, who crossed the Niagara river
 from Chippewa to Schlosser, captured the guard, a large quantity of provisions,
 one six-pound cannon, several stand of arms and some ammunition, returning
 safely with the spoils to the Canada side.
 Black Rock Captured and Re-Captured. -- The success of
 this expedition determined Colonel Bisshopp to put into execution a plan against
 Black Rock. Leaving his headquarters at Lundy's Lane July 10, with about 350
 men, he embarked at Chippewa, and before dawn next morning landed unperceived on
 the American shore a short distance below Black Rock. The blockhouse there was
 in charge of less than a dozen men, and they were taken completely
 by surprise. In the vicinity were about 200 militia, under Major Adams, who fled
 to Buffalo. General Porter, who was at Black Rock, narrowly escaped capture, but
 got away, and followed Adams, on foot, toward Buffalo, until he met Captain
 Cummings with 100 regulars, who, having heard of the invasion, was advancing
 toward Black Rock. General Porter took a horse from one of the dragoons,
 hastened to Buffalo, rallied about one half of Adams' militia, and with these
 and about fifty volunteer citizens rejoined Cummings. Then with the entire
 force, including about forty Indians, he hastened back to Black Rock and made an
 attack upon the invaders at three different points. After a short, but severe,
 contest, Colonel Bisshopp's force was routed and fled to their boats, leaving
 nine killed and nearly twenty wounded behind; but the greatest loss sustained by
 the British was inflicted on them after they had reached their boats, Colonel
 Bisshopp being mortally wounded; he died five days afterward at Lundy's
 Lane.
 During the remainder of the summer there were frequent skirmishes in
 the vicinity of Fort George, but no enterprise of importance was undertaken
 except an attempt to capture the British stores at Burlington Heights toward the
 latter part of July. Col. Winfield Scott, who had been recently placed in
 command of a double regiment, was eager to distinguish himself, and volunteered
 to lead any land force that might be sent to the head of Lake Ontario. Commodore
 Chauncey appeared at the mouth of the Niagara river about the 27th of July, and
 on the following day sailed for the head of that lake with 300 land troops under
 Colonel Scott.
 Toronto ( York) Destroyed. -- In the meantime Colonel
 Harvey was taking measures to prevent the British stores from falling into the
 hands of the Americans, and had collected so many reinforcements that Chauncey
 and Scott soon perceived that their force was too small; and being informed that
 York was in a defenseless condition, on account of troops having been withdrawn
 to defend the stores at the head of the lake, sailed away for that place,
 entering the harbor on the 31st. Colonel Scott landed his troops without
 opposition, and took possession of the place, burned the barracks, the public
 store houses and stores and eleven transports, destroyed five pieces of cannon,
 and bore away one heavy gun and a quantity of provisions. Chauncey and Scott
 then returned to the Niagara frontier, reaching there August 3. On this day 111
 officers and men were sent from the Niagara district to join Commodore Perry on
 Lake Erie.
 Schooners Julia and Growler Captured. -- On August 7, four
 days after Chauncey and Scott had reached the mouth of the Niagara river, Sir
 James Yeo appeared about six miles to windward. Commodore Chauncey went out to
 attack Sir James' fleet. The former's squadron then contained one corvette (the
 Pike), one ship sloop, one brig sloop, and ten schooners, manned by 965 men, and
 throwing a broadside of 1,390 pounds of shot. Yeo's squadron included two ship
 sloops, two brig sloops and two schooners, manned by 770 men, and throwing at a
 broadside 1,374 pounds of shot. All day through the 7th the wind blew light and
 variable, and the two squadrons went through a series of maneuvers, nominally to
 bring on an engagement. It was precisely the weather for Chauncey to fight in,
 if he had any intention of fighting. Next day a heavy gust struck the Hamilton
 and Scourge, two of Chauncey's squadron, carrying away the heavy guns through
 the careening of the vessels, and they both foundered and lost all of their men
 but 16.
 Two more days were spent in maneuvering, each leader apparently trying
 to avoid an engagement, nothing being accomplished by either. On the l0th the
 same tactics were pursued, when the two squadrons were quite near each other,
 Yeo to the windward. Roosevelt says: "Commodore Chauncey formed his force in two
 lines on the port tack, while Commodore Yeo approached from behind and to
 windward in single column on the same tack. Commodore Chauncey's weather line
 was formed of the Julia, Growler, Pert, Asp, Ontario and American, in that
 order, and the lee line, of the Pike, Oneida, Madison, Tompkins
 and Conquest. Commodore Chauncey formed his weather line of the smallest
 vessels, directing them, when the British should engage, to edge away and form
 to leeward of the second line, expecting Sir James Yeo would follow them down.
 At 11 the weather line opened fire at very long range; at 11:15 it was returned
 and the action became general and harmless. At 11:30 the weather line bore up
 and passed to leeward, except the Julia and Growler, which tacked. The British
 ship kept their luff and cut off the two that had tacked, while Commodore
 Chauncey's lee line edged away two points to lead the enemy down, not only to
 engage him to more advantage, but to lead him from the Julia and Growler. Of
 course the enemy did not come down, and the Julia and Growler were not saved.
 Yeo kept on until he had cut off the two schooners and tacked after them. Then,
 when too late, Chauncey tacked also and stood after him." The result was that
 the two schooners Julia and Growler were captured, through an amazing piece of
 maneuvering. The action was not in any way decisive. The small American
 schooners soon had to run into Niagara bay to keep from being upset in a strong
 gale that had sprung up, and Chauncey went with the rest of his squadron down to
 Sacket's Harbor, where he took on board provisions sufficient for five weeks,
 and left there on the 13th. Both parties were from that time on for about six
 weeks of about equal predominance on the lake, and afterward the British
 squadron was blockaded in port most of the time. The opinion of Roosevelt is
 that the British commander was determined to fight only in rough weather, while
 Chauncey was determined to engage only in fine weather, and that the party to
 leeward invariably ran away to avoid an engagement; and hence it was that each
 commander persistently represented the other as seeking to avoid a fight.
 Other Minor Engagements. -- The Americans were soon
 re-inforced by the Sylph, a schooner of 300 tons and 70 men, and carrying four
 long 32's and six long 6's. On September 11 a partial engagement was fought at
 very long range in very light weather near the mouth of the Genesee river. The
 Americans suffered no loss, while the British lost one midshipman killed and
 seven wounded. Yeo was too careful about engaging, preferring to steer away from
 Chauncey, but Chauncey had a great advantage on account of his long guns. He had
 ten vessels in this engagement, and 98 guns in all. The two squadrons came
 together again on the 28th of the month in York bay. The wind was fresh from the
 east. Yeo tacked and stood out into the lake, while Chauncey steered directly
 for the center. After considerable maneuvering and fighting, in which the
 Tompkins lost her foremast, and the Wolfe her main topmast and main yard,
 Commodore Yeo put dead before the wind, crowded all the canvas possible, and ran
 completely past all the other vessels, which followed him as fast as they could;
 but the Royal George under command of Captain Mulcaster, ably covered the
 retreat of the Commodore, and, while the American vessels pursued the fleeing
 foe, they did not overtake them. The Tompkins lost five men killed or wounded,
 all the losses that were sustained on the American side; but the British ships,
 Wolfe and Royal George, suffered heavy losses both in killed and wounded. A
 Canadian authority states that during the latter days of September an engagement
 took place near Burlington bay between Commodore Chauncey and Commodore Yeo. The
 former had five vessels under his command, the latter two, namely the Wolfe and
 Royal George. This engagement ended in the entire discomfiture of the Americans,
 and they again retired to Niagara.
 Yeo spent most of the remainder of the season blockaded in Kingston;
 but there was yet one more slight engagement on October 5, when Chauncey, while
 near False Duck islands, discovered seven British vessels transporting troops.
 All sail was made after them; one was burned, one escaped and five were
 captured, namely, the Mary, Drummond, Lady Gore, Confiance and Hamilton, the
 latter two being the Julia and the Growler under other names. The
 vessels captured had each from one to three guns, and they had on board in all
 264 men. Taken all in all, while the campaign had not been well managed on
 either side, yet the Americans on the whole had the advantage on Lake Ontario
 during the year 1813. York and Fort George had been captured, and the attack by
 the British on Sacket's Harbor had been repulsed. The Americans had lost two
 schooners, both of which had been retaken, while the British had one 24-gun
 ship, nearly ready for launching, destroyed, and one 10-gun brig taken. Other
 losses on the part of the British were greater than those of the Americans, the
 latter's heaviest loss being the destruction of the stores at Sacket's Harbor
 when that place was attacked May 28.
 Expedition against Montreal. -- Preparations were made by
 the Americans, in the fall of 1813, for an attack on Montreal, and many armed
 boats and transports were built at Sacket's Harbor. Orders were issued October
 12, and the troops embarked on the 17th, destined for the expedition. The course
 of the expedition was among islands where the currents were known to but few,
 and about midnight of that day a strong wind sprang up and scattered the
 flotilla in all directions. Many of the boats were wrecked and much of the
 property lost; but on the 2Oth the boats that were still whole, with a large
 portion of the troops, arrived at Grenadier island, where most of them remained
 until November I, though a portion of them had gone on in advance, October 29,
 to take position at French creek. Gen. Wade Hampton who was to move down
 Chateau-gay river toward the St. Lawrence, utterly failed to accomplish his part
 of the expedition, and Wilkinson's army had a severe battle at Chrysler's farm
 November 11, in which it was defeated, after which the expedition on Montreal
 was abandoned.
 
 War of 1812, Continued
 
 
 United States Government Builds Six War Vessels At
 Erie -- Equips Four Merchant Sail At
 Buffalo -- Captain Perry Appointed
 Commodore -- British Fleet Appears At
 Cleveland -- Perry Sails From Erie --
 Enemy Discovered Near Put-in-Bay -- Dr. Parsons' Account Of The Battle -- Thrilling Scenes Aboard The Flagship -- Diagrams Illustrating The Movements Of The Fleets --
 Perry's Official Report -- British Official Account -- Crews Of The Two
 Squadrons -- Conduct Of Captain Elliott
 -- Tribute To Perry -- Battle
 Heard At Cleveland -- Effects Of The
 Battle -- Canadian Account Of The Battle
 -- Destruction On The Niagara -- Final Disposition Of The Vessels.
 
 
 THE UNITED STATES GOVERNMENT was unwilling to concede to the British
 naval forces undisputed possession of the Upper Lakes, and, during the winter of
 1812-13, active preparations were made to equip a squadron for service on Lake
 Erie. Six vessels, two brigs and four schooners, were constructed at Presque
 Isle (Erie), and three merchant schooners and a sloop were purchased at Buffalo,
 where also lay the brig Caledonia, which had been captured by Captain
 Elliott.
 The construction of the gunboats was commenced by Capt. Daniel Dobbins,
 of Erie. He had been master and part owner of the merchant schooner Salina,
 which had been taken by the British at Mackinaw. Returning home at Erie, after
 many narrow escapes, he was immediately dispatched by General
 Meade to Washington, with the first official account of the surrender of
 Mackinaw and Detroit. Having navigated the lakes many years in trading-vessels,
 he was well acquainted with their shores and harbors, and the few inhabitants on
 both sides of the lakes.
 After a few days' examination before the Cabinet at Washington, in
 regard to the commerce and shipping, and the most suitable plan for a naval
 depot, the government, in accordance with his recommendation, selected Erie for
 its proposed shipyards. Captain Dobbins was tendered a sailing-master's warrant,
 and ordered to proceed to that port, and commence the construction of gunboats,
 and to apply to Commodore Chauncey, on Lake Ontario, for further
 instructions.
 On the 26th of September, he commenced the work with such
 house-carpenters and others as he could collect, being able to procure but one
 ship-carpenter for master-builder, Ebenezer Crosby, of Black Rock. The iron,
 cordage and other necessary materials had to be transported from Pittsburg, over
 bad roads. There were then no mills for sawing lumber, only the standing trees
 for material, a condition of things that would appall a modern ship builder.
 The vessels were built on Cascade creek, about a mile above Erie, where
 the depth of water was greater than at the village The place is now known as
 Reed's Dock.
 In December, Commodore Chauncey, accompanied by Henry Eckford, the
 naval architect, arrived at Erie, from Lake Ontario, and finished the draughts
 of the two twenty-gun brigs, and left instructions for getting out the timbers
 for them, and for more gunboats. Noah Brown, chief master-builder, arrived at
 Erie in February, 1813, from New York, with a gang of twenty-five carpenters. A
 month later the naval officer, who won undying fame on Lake Erie, arrived on the scene.
 Capt. Oliver Hazard Perry, of Rhode Island, was an active
 and zealous young officer during the war of 1812. In November of that year, he
 offered his services for the lakes, and was sent for by Commodore Chauncey, whom
 he met at Albany on the 28th of that month, and not long afterward he was
 ordered to proceed to Presque Isle, now Erie, and to hasten the equipment there
 of the little squadron, then in course of construction. The bay at Erie was
 completely landlocked, its only entrance being too shallow for large vessels to
 enter, but quite deep enough for gunboats to get out into the lake. Captain
 Dobbins was appointed sailing master in the middle of September, 1812, and was
 instructed by the government to begin the construction of gunboats at Erie. On
 December 12, he informed the department that he had two of the gunboats -- 50
 feet keel, 17 feet beam and 5 feet depth of hold -- on the stocks, and would
 have all ready by the time the ice was out of the lake.
 Commodore Perry arrived at Erie, March 27, 1813, much work having in
 the meantime been done. Forest trees had been felled and hewn, the keels of two
 twenty-gun brigs and a clipper schooner had been laid at the mouth of Cascade
 creek; two gunboats were nearly planked at the mouth of Lee's run, and a third,
 afterward named the Scorpion, had been commenced. Early in May the three smaller
 of these vessels were launched, and on the 24th of the same month the two brigs
 were afloat. On the 23d Perry left Erie to join Commodore Chauncey in the
 successful attack on Fort George, as related in the preceding chapter.
 In the meantime the little flotilla in the Scajaquada was being
 prepared for the coming engagement, under the eye of Master Builder Eckford.
 These vessels had been unable to get out because Fort Erie was in the possession
 of the British. They were laden with stores at the Black Rock navy yard, and on
 the morning of June 6, oxen, seamen and 200 soldiers with strong ropes commenced
 "tracking" them up over the rapids at the head of the Niagara river, a task of
 great difficulty, requiring six days for its performance. These vessels were the
 Caledonia; the schooner Somers, formerly the Catherine; the schooner Amelia,
 carrying one long 18-pound gun; the schooner Ohio, carrying one
 long 24, and the sloop Trippe, formerly the Contractor, carrying one long 18.
 This flotilla sailed from Buffalo on the 13th and reached Erie on the 18th, a
 portion of the time moving "at the rate of twenty-five miles in twenty-four
 hours," on account of head winds. They reached Erie just in time to avoid the
 little cruising squadron of the enemy under Captain Finnis of the Royal Navy, on
 the lookout for them. This cruising squadron consisted of the Queen Charlotte,
 17 guns; the fine schooner, Lady Prevost, 13 guns; the brig Hunter, 10 guns; the
 schooner, Little Belt, three guns, and the Chippewa, one gun.
 The six vessels built at Erie were the two twenty-gun brigs Lawrence
 and Niagara, and the schooners Scorpion, Tigris, Porcupine and Ariel. All the
 guns and a great part of the supplies had to be brought from New York and
 Philadelphia. The ship carpenters also came mostly from New York.
 British Fleet Appears at Cleveland. -- The British fleet
 continued to cruise in Lake Erie. Its only appearance at Cleveland has thus been
 related by an early historian of that city: The British fleet, consisting of the
 Queen Charlotte and Lady Prevost with some smaller vessels, appeared off
 Cleveland, June 19, 1813, and approached the mouth of Cuyahoga river with the
 apparent intention of landing. Major Thomas S. Jessup, of the regular army, who
 had been in charge of supplies there, had left, but expresses were sent out to
 rally the militia, and as soon as possible every man in the vicinity was
 hastening with musket on his shoulder toward the endangered locality.
 When the fleet had arrived within a mile and a half of the harbor, the
 historian of Cleveland relates, the wind sank to a perfect calm, and the vessels
 were compelled to lie there until the afternoon. Meanwhile, the little band of
 regulars made every preparation to defend their post, and a considerable body of
 militia was arrayed near by. There was a small piece of artillery in the
 village, but it was unmounted. Judge James Kingsbury, at that time a paymaster
 in the army, took the hind wheels of a heavy wagon, mounted the little cannon on
 them, after a fashion, and placed it in position to pour its volleys into the
 enemy's ranks if he should attempt to land. The vessels in the Cuyahoga; and the
 public stores, were all, as far as possible, moved to "Walworth Point," some two
 miles up the river.
 At length the calm ceased, but a terrific thunder storm sprang up in
 the west and swept furiously down the lake; the little fleet was driven before
 it far to the eastward, relieving the Clevelanders of all fear of an attack, at
 least for that day.
 When the storm abated, the fleet lay to, opposite Euclid creek, in the
 town of that name, where a boat's crew went ashore. They killed an ox, cut it
 up, hide and all, and took it on shipboard. With more courtesy than could have
 been expected, however, they left a golden guinea in a cleft stick at the place
 of slaughter, with a note apologizing, because in their haste they had to spoil
 the hide, and adding that, if it had not been for the thunder shower they would
 have eaten their beef in Cleveland. They sailed off down the lake, and their
 vessels never again appeared on the shore of Cuyahoga county, except as the
 captured spoils of the gallant Perry and his comrades.
 Commodore Perry's fleet was ready by July 10, but, as he had only men
 enough to man one of the brigs, he was compelled to remain idle in the Erie
 harbor for five or six days. His flag ship was named the Lawrence on the 12th,
 in honor of the commander of the Chesapeake, then recently captured by the
 Shannon on the Atlantic ocean. The British squadron, that blockaded Perry's
 fleet, was in command of Capt. Robert Heriot Barclay, who was having built at
 Amherstburg a 2O-gun ship, afterward named
 the Detroit. On August 2, Captain Barclay disappeared, and Perry at one hurried
 everything forward. On the 4th the Lawrence was towed to that portion of the
 bar, where the water was deepest. Her guns were taken out and placed on land,
 and, thus lightened, she was got over the bar by means of "camels." The Niagara was taken over the bar in the same way, and the smaller
 vessels were got into deep water without difficulty.
 Fleet Sails from Erie, -- Just as the Niagara was moving
 into deep water on the 5th, Captain Barclay's squadron re-appeared and the Ariel
 and Scorpion were sent out to engage and detain him. On the same evening Perry's
 fleet stood toward Long Point on its first cruise, and cruised between Erie and
 Canada two or three days searching for the enemy, who had gone to Maiden to
 await the completion of the Detroit. August 9, Capt. Jesse D. Elliott joined the
 squadron with about 100 men, manned the Niagara and took command of her.
 Commodore Perry then resolved to sail up the lake, all his vessels going up with
 him except the Ohio, the fleet soon afterward putting into Put-in-Bay. Perry
 from this time on until the memorable 10th of September, made reconnaissances in the western end of the lake,
 with the view of finding the enemy and bringing him to battle, but in vain; but
 at length on the 9th Commodore Barclay, becoming short of provisions, put out
 from Amherstburg, feeling that he must risk a
 battle, if necessary.
 The Ottawa, a small schooner, taken from the United States early in the
 war, at Maumee, was employed at Maiden as a tender or lookout vessel, while the
 British were preparing for a conflict with Perry. She took a peep into
 Put-in-Bay to reconnoitre, and unexpectedly found herself near the squadron.
 Captain Champlain chased her, in the Scorpion, and would have caught her, but
 his schooner ran aground and allowed the Ottawa to escape.
 On the morning of the 10th the stirring cry, "Sail ho!" rang out from
 the masthead of the Lawrence, this cry being soon followed by signals to the
 fleet: "Enemy in sight," and "Get under way!" At sunrise the British vessels
 were all seen upon the northwest horizon.
 The Two Fleets. -- Commodore Barclay's squadron, according
 to Roosevelt, was composed of the following vessels, with their tonnage, crew
 and armament: 
 NAMERIGTONNAGECREWARMAMENT
 LawrenceBrig4801362 long
 12's 18 short 32's
 Niagara4801552 long
 12's 18 short 32's
 Caledonia"18053 2 long
 24's 1 short 32
 ArielSchooner112364 long 12's
 Scorpion"8635 1 long
 82 1 short 32
 Somers"94301 long 24
 1 short 32
 Porcupine"83251 long
 32
 Tigris"96271 "
 32
 TrippeSloop60351 "
 24
 Nine Vessels1,67153254
 guns
 
 
 Commodore Perry's squadron, according to the same authority, in this
 battle was as follows: 
 NAMERIGTONNAGECREWARMAMENT
 DetroitShip4901501 long
 18 2 " 24's 6 " 12's 8 " 9's 1 short 24 1
 "18
 Queen Charlotte"4001261 long 12 2 " 9's 14 " 24's
 Lady PrevostSchooner230861 " 9 2 " 6's 10 short 12's
 HunterBrig80454 " 6's
 2 " 4's 2 " 2's 2 " 12's
 ChippewaSchooner70151 long 9
 Little BeltSloop90181 " 12 2 " 6's
 Six Vessels1,46044068
 guns
 
 
 Dr. Parsons' Account of the Battle. -- One of the best
 accounts of the battle, as seen from the flagship Lawrence, has been given by
 Dr. Parsons, surgeon's mate of the fleet and the only medical officer aboard.
 Dr. Parsons says: "At sunrise there was a cry from the masthead, 'Sail ho!' All
 hands sprang from their berths, and ere we could dress and reach the decks the
 cry was repeated again and again, until six sail were thus announced.' Signal
 was made to the fleet, ' Enemy in sight. Get under way,' and the hoarse voice
 and shrill pipe of the boatswain resounded through all the ships,
 'All hands, up anchor.'
 "The wind at this time was from the southwest, light and baffling,
 which prevented our weathering the island in our way, and it continued so until
 10 o'clock, when it veered to the southeast, which enabled us to clear the
 island and stand out upon the lake. We now discovered the English squadron, five
 or six miles to the leeward, hove to in a line, and equi-dis-tant about half a
 cable's length. The vessels were freshly painted, and, with the morning sun
 shining upon their broadsides, and their red ensigns gently unfolding to the
 breeze, they made a very gallant appearance. Our squadron bore down to engage
 them, with the wind on our larboard quarter. They were arranged with the
 Chippewa, of one long eighteen-pounder on a pivot head; the Detroit, of nineteen
 guns, bearing the broad pennant of the Commodore, next; the Hunter, of ten guns,
 the third; the Queen Charlotte, of seventeen guns, fourth; the Lady Prevost, of
 thirteen guns, fifth; and the Little Belt, of three guns, sixth.
 "Captain Perry immediately arranged his line of battle, with his own
 ship to fight the Detroit, broad pendant against broad pendant, Commodore
 against Commodore. Two gunboats, the Ariel and Scorpion, ranged ahead on our
 larboard bow, a little out of a straight line. The Caledonia, of three long
 twenty-four-pounders, came next, after the Lawrence, to encounter the Hunter;
 the Niagara next to fight the Queen Charlotte; and the Somers, Porcupine, Tigris
 and Trippe to encounter the Lady Prevost and Little Belt. Thus arranged, the
 fleet moved on to attack the enemy, distant at 10 o'clock about four or five
 miles. The Commodore next produced the burgee, or fighting flag, hitherto
 concealed in the ship.
 "It was inscribed with large white letters on a blue ground, that could
 be read throughout the fleet, 'DON'T GIVE UP THE SHIP,' the last words of the
 expiring Lawrence, and now to be hoisted at the masthead of the flagship bearing
 his name. A spirited appeal was made to the crew assembled upon the
 quarter-deck, who returned three hearty cheers, that were repeated along the
 whole line of our vessels, and up went the flag to the top of the
 fore-royal.
 "The Commodore brought me a package of papers, having a piece of lead
 attached to them, and gave orders, in the event of his falling, to throw the
 papers overboard; they were instructions from government and letters from Mrs.
 Perry. The grog ration being served out, drums and fife struck up the thrilling
 air, ' all hands, all hands, all hands to quarters,' calling all to their
 respective stations.
 "The Commodore was on the quarterdeck with two young officers, Thomas
 Breeze and his own brother, Alexander Perry, whose duty it was to run with his
 orders to every part of the ship, for in the din and uproar of battle no officer
 can be heard ten feet off. The hatches were now closed, excepting a small
 aperture ten inches square, through which powder cartridges were to be passed up
 from the magazine by boys, nimble of foot, during the battle, and through which
 light was admitted into the surgeon's room, where the wounded were to be
 brought. The floor of this apartment was on a level with the surface of the
 water outside, and consequently the wounded were as much exposed to the enemy's
 cannon balls as if they were on deck. Six men were directed to bring the wounded
 below, and to assist the surgeon in moving them.
 "Every preparation being made, and every man at his post, a profound
 silence reigned for more than one hour, the most trying part of the whole scene.
 It was like the stillness of the atmosphere that precedes the hurricane, while
 the fleet moved on steadily till a quarter before meridian, when the awful
 suspense was relieved by a cannon shot, aimed at us from the flagship Detroit,
 one mile distant. It was like an electric shock, and was soon followed by
 another. The two gunboats ahead of us now fired one or two long guns.
 "At this time the Ariel, Scorpion, Lawrence, Caledonia and Niagara were
 all in their respective stations in the order they are named, distant from each
 other about half a cable's length. The other vessels, not sailing
 quite so well, were a little out of their stations astern. At ten minutes before
 twelve fire was opened from all the long guns of the enemy. At five minutes
 before meridian the Lawrence, beginning to suffer, returned the fire from her
 long bow gun, a twelve-pounder, when the two gunboats ahead were ordered by
 trumpet to commence the action, and the Caledonia and Niagara astern opened
 their fire with their long guns. The sternmost vessels soon after opened also,
 but at too great a distance to do much injury.
 "Perry, finding himself not sufficiently near to do much execution with
 his carronades, made all sail again, and ordered the word to be passed by
 trumpet to the vessels astern. The order was responded to, and was transmitted
 along the line by Captain Elliott of the Niagara, whose vessel was stationed
 next but one astern of the Lawrence. But the Niagara did not make sail with the
 Lawrence and accompany her down into close action as ordered, but continued her
 long shot with two bow guns (having shifted the left one over to the starboard
 side).
 "Perry pressed on, and, supposing himself near enough, fired his
 forward carronades, but finding they did not tell, he pressed on still nearer,
 suffering terribly, and, getting near enough for execution, he opened a rapid
 and most destructive fire upon the Detroit. The Scorpion and Ariel ahead were
 not deemed worthy of the enemy's aim, yet those small vessels, having heavy
 cannon, fought nobly and with great effect. The Caledonia astern followed the
 Lawrence into close action against her antagonist, the Hunter. But the Niagara,
 which, when the battle began, was within hail of the St. Lawrence, did not
 follow her down toward the enemy's line, so as to encounter her antagonist, the
 Queen Charlotte, but hung back for two hours. The Queen was expecting it, but,
 as her antagonist did not come up, she shot ahead to fire upon the Lawrence, and
 in so doing she passed the Hunter, that had been ahead between her and the
 Detroit. After a lapse of two hours Elliott filled his sails and came up; the
 Caledonia moved on toward the Hunter, which had now dropped astern and to the
 leeward of the Queen. Elliott, in order to approach the Queen, must pass the
 Caledonia, which he did to the windward or outside of her, and was approaching
 the Lawrence, which, however, was crippled and was dropping astern, a perfect
 wreck. Elliott then, instead of passing directly down to engage the Queen,
 luffed to the windward, to go round and outside of the Lawrence, and while
 abreast of her larboard beam and nearly half a mile distant, Perry left the
 Lawrence for the Niagara, in a boat, and boarded her when she had reached a
 little ahead of the Lawrence on her larboard bow.
 "When Commodore Perry left the Lawrence there were but himself, his
 little brother and fourteen men alive and unhurt on board. He jumped into the
 boat with eight stout seamen at the oars, and put off at thirty minutes after
 two. He stood erect in the stern of the boat, and the British saw it as, with
 the zealous men at the oars, the little craft sprang away like a race horse. A
 shower of grape, cannister and bullets flew about him, but he heeded them not
 till, at the entreating tears of his crew, he finally sat down, and quickly the
 boat reached the Niagara.
 "His last words to Lieutenant Yarnall were ' I leave it to your
 discretion to strike or not, but the American colors must not be pulled down
 over my head to-day.' Soon after Perry left the Lawrence she fell astern.
 Yarnall consulted with Forest and Taylor. There were no more guns that could be
 used, and, if there had been, there were no men to handle them. To hold out was
 to expose life recklessly. Officers and men watched the progress of their
 commander, and soon after he had gained the new battleship the colors of the
 Lawrence were struck."
 The eminent American historian, George Bancroft, thus describes the
 reception of the Commodore on the Niagara: "Meantime, Perry climbed the gangway
 of the Niagara, and the superior officer, 'whom Elliott had thought to be dead,
 stood before him, radiant with the indomitable purpose of winning the day; with
 his fortitude unimpaired by the crowded horrors of his last two
 hours; black with the smoke of battle, but unscathed, with not so much as a
 wound of his skin; with not a hair of his head harmed. His quick eye glanced at
 the ship's rigging, at her hale crew that thronged the deck, and his buoyant
 nature promised him a harvest of glory as he beheld the Niagara 'very little
 injured,' even 'perfectly fresh,' its crew in the best condition, with scarcely
 more than three men hurt. Elliott's mind was stunned, and completely
 dumbfounded; he asked the foolish question: 'What is the result on board your
 brig?' though he had seen the brig was a disabled wreck, and had even thought
 that Perry had fallen. ' Cut all to pieces!' said Perry, whose mind had
 instantly condemned the course in which Elliott was steering, and was forming
 his plan for redeeming the day. ' I have been sacrificed!' he added; but he
 checked all reproach of Elliott, and blamed only the gunboats, which had been
 still further astern. It marks how ill Elliott was at his ease, how much he was
 struck with shame, how entirely he lost his self-possession, that he caught at
 the word which seemed to relieve him from censure, and at once offered to go and
 bring up the gunboats. ' Do so,' said Perry, for Elliott had anticipated his
 wish, and proposed what was best for both. At this Elliott, the second officer
 in the squadron, whose right it would be to take the chief command if Perry
 should be wounded, left his own brig, and went in the boat on the paltry errand
 fit only for a subordinate, to bear a superfluous message to the gunboats, which
 under their gallant officers, were advancing as fast as possible."
 Perry ran up his pennant and hoisted the signal for close action. Loud
 cheers resounded from every vessel in the squadron. It was now forty-five
 minutes after two o'clock. Under press of sail, the gallant Commodore bore down
 upon the British line, now half a mile distant. Commodore Barclay, of the
 Detroit, when he saw the new spirit animating the Niagara, and another contest
 imminent, attempted to veer around to give the new enemy a broadside, but in
 doing so he had fallen upon the Lady Charlotte.
 Breaking through the enemy's line between the Hunter and the Detroit at
 half pistol shot, Perry from all his guns, double shotted with round, grape or
 cannister, poured his broadsides into these devoted vessels, raking the Lady
 Prevost with his broadside port and the entangled Detroit and Queen Charlotte
 with his full starboard broadside. Commodore Barclay went down with a desperate
 wound. Many shrieks told of the destruction the guns had wrought. The decks of
 the Lady Prevost were swept, and Perry luffed athwart the bows of the Detroit
 and Lady Charlotte, now clear of each other. Meanwhile the Somers, in command of
 Elliott, with the Tigris and Porcupine, were pressing down upon the Lady
 Charlotte, which, finding herself exposed ahead and astern, was the first to
 strike. The Detroit, now unmanageable, also gave up, and the Lady Prevost and
 Hunter, both disabled, pulled down their colors. The Little Belt, at the head,
 and the Chippewa, at the rear of the line, made all sail and ran, but the
 Scorpion and Trippe pursued, and, after a close chase, took and brought them
 back. The victory was complete; not a sail of the enemy escaped.
 Scenes Aboard the Flagship. -- In describing his own part
 in the battle and the incidents in relation to his active duties Dr. Parsons
 says: "The wounded began to come down before the Lawrence opened her battery,
 and for one I felt impatient at the delay. In proper time, however, as it
 proved, the dogs of war were let loose from their leash, and it seemed as though
 heaven and earth were at logger heads. For more than two long hours, little
 could be heard but the deafening thunders of our own broad-sides, the crash of
 balls dashing through our timbers, and the shrieks of the wounded. These were
 brought down faster than I could attend to them, farther than to stay the
 bleeding, or support the shattered limbs with splints, and pass them forward
 upon the berth deck. Two or three were killed near me, after being wounded. I
 well remember the complaints that the Niagara did not come up. '
 Why does she hang back so, out of the battle?' Among those early brought down
 was Lieutenant Brooks, son of the late Governor Brooks, of Massachusetts, a most
 accomplished gentleman and officer, and renowned for personal beauty. A cannon
 ball had struck him in the hip; he knew his doom and inquired how long he should
 live; I told him a few hours. He inquired two or three times how the day was
 going, and expressed a hope that the Commodore would be spared. But new comers
 from deck brought more and more dismal reports until finally it was announced
 that we had struck. In the lamentations of despair among the wounded, I lost
 sight of poor Brooks for a few minutes, but when the electrifying cry was heard
 that the enemy's two ships had struck, I rushed on deck to see if it were true,
 and then to poor Brooks to cheer him, but he was no more -- he was too much
 exhausted by his wounds to survive the confusion that preceded this happy
 transition.
 "When the battle had raged an hour and a half I heard a call for me at
 the small skylight; and slipping toward it, I saw it was the Commodore, whose
 countenance was as calm and placid as if on ordinary duty. ' Doctor,' said he,
 'send me one of your men,' meaning one of the six that were to assist me, which
 was done instantly. In five minutes the call was repeated and obeyed, and at the
 seventh call I told him he had them all. He asked if any could pull a rope, when
 two or three of the wounded crawled upon the deck to lend a feeble hand in
 pulling at the last guns.
 "When the battle was raging most severely, Midshipman Lamb came down
 with his arm badly fractured; I applied a splint and requested him to go forward
 and lie down; as he was leaving me, and while my hand was on him, a cannon ball
 struck him in the side, and dashed him against the other side of the room, which
 instantly terminated his sufferings. Charles Pohig, a Narragansett Indian, who
 was badly wounded, suffered in like manner.
 "There were other incidents that were less painful to witness. The
 Commodore's dog had secreted himself in the bottom of the closet containing all
 our crockery. A cannon ball passed through the closet, and smashed crockery and
 door, covering the floor with fragments. The dog set up a barking protest
 against the right of such an invasion of his chosen retirement.
 "Lieutenant Yarnal had his scalp badly torn, and came below with the
 blood streaming over his face; some lint was hastily applied and confined with a
 large bandanna, with directions to report himself for better dressing after the
 battle, and he insisted on returning to the deck. The cannon balls had knocked
 to pieces the hammocks, stowed away on deck, and let loose their contents, which
 were reed or flag tops, that floated in the air like feathers and gave the
 appearance of a snow storm. These lighted upon Yarnal's head, covered with
 blood, and, on coming below with another injury, his bloody face, covered with
 the cat-tails, made his head resemble that of a huge owl. Some of the wounded
 roared out with laughter, that the devil had; come for us.
 "The hard fighting terminated about three o'clock. As the smoke cleared
 away the two fleets were found completely mingled., the small vessels astern
 having come up to the others. The shattered Lawrence, lying to the windward, was
 once more able to hoist her flag, which was cheered by a few feeble voices on
 board, making a melancholy sound compared with the boisterous cheers that
 preceded the battle.
 "After four o'clock a boat was discovered approaching the Lawrence.
 Soon the Commodore was recognized in her, who was returning to resume the
 command of his tattered ship, determined that the remnant of her crew should
 have the satisfaction of witnessing the formal surrender of the British
 officers. It was a time of conflicting emotions when he stepped upon deck; the
 battle was won and was safe, but the deck was slippery with blood, and strewn
 with the bodies of twenty officers and men, some of whom had sat at table with
 us at our last meal, and the ship resounded everywhere with the groans of the
 wounded. Those of us who were spared, and able to walk, met him at the gangway
 to welcome him on board, but the salutation was a silent one
 on both sides; not a word could find utterance."
 Diagrams of the Battle. -- The three diagrams, printed
 herewith, illustrate the successive stages of the battle. They are taken from
 Burges' "Battle of Lake Erie," with accompanying explanations.
 Diagram 1. Battle of Lake
 ErieDiagram I represents the position of the two fleets
 at the commencement of the action. The arrow indicates the course of the wind,
 which was from the southeast. The fleets were headed westward.
 AMERICAN SQUADRON.
 1. The schooner Scorpion, Sailing Master Champlin. 2. The schooner
 Ariel, Lieutenant Packett. 3. The Lawrence, Captain Perry. 4. The
 Caledonia, Lieutenant Turner. 5. The Niagara, Captain Elliott. 6. The
 schooner Somers, Sailing Master Almy. 7. The schooner Porcupine, Midshipman
 Smith. 8. The Tigris, Lieutenant Conklin. 9. The sloop Trippe,
 Lieutenant Stevens.
 
 BRITISH SQUADRON.
 a. Sloop Little Belt. b. The ship Detroit. c. The brig
 Hunter. d. The Queen Charlotte. e. The schooner Lady Prevost. f.
 The schooner Chippewa.
 
 Diagram 2. Battle of Lake
 ErieDiagram 2 represents the position of each ship at the
 moment when Perry left the Lawrence, in his boat for the Niagara,
 1 and 2 are the Scorpion of two guns, and Ariel of four guns,
 contending with the Little Belt of three guns, and the Hunter of ten guns. The
 Hunter, early in the action, had left her position in the line, between the
 Detroit and the Queen Charlotte, and pressed forward to the support of the
 Little Belt.
 3. The position of the Lawrence at the moment when Perry left her, in
 her disabled state, for the Niagara. The former lay in an unmanageable wreck,
 and as the fleet moved slowly forward, during the action, under easy sail, she
 dropped to windward, and, at the close of the engagement, was in the position in
 which she is represented in Diagram 3.
 4. The Caledonia of four guns, which had pressed forward to the aid of
 the Lawrence, in her unequal
 contest with the Detroit and the Queen Charlotte.
 5. The Niagara at the moment when Perry left the Lawrence to board her.
 The dotted line from 6 to 5, will show the course of her steerage from the time
 she left her place in the line till the command of her was assumed by Perry. The
 dotted line from her bow, through the line of the British fleet, will show her
 course after Elliott left her.
 6. The Somers, of which Captain Elliott took the command toward the
 close of the action, after leaving the Niagara and rowing down the Trippe.
 7, 8 and 9. The Porcupine, Tigris and Trippe.
 The dotted line from 5 to 9 and from 9 to 6, represents
 the route of Captain Elliott in his boat, after he left the Niagara to go down
 the line and bring up the small vessels to the windward. He passed down the line
 to the Trippe, thence along the line of schooners to the Somers, of which he
 took the command and brought her into action at near the close of the
 battle.
 The dotted line from 3 to 5, exhibits the direction of Captain Perry's
 boat in passing from the Lawrence to the Niagara. As the Lawrence fell to the
 rear immediately after he left her, his boat was exposed to the full broadside
 of the enemy.
 The other dotted line will exhibit the course of the Niagara while
 under the command of Elliott, and afterward under that of Perry, as explained
 above.
 BRITISH FLEET.
 a. The Little Belt. b. The Detroit. c. The Hunter, which had
 left her place in line, astern of the Detroit, and took station in advance of
 her. d. The Queen Charlotte, which had passed forward and united her force
 with the Detroit, for the destruction of the Lawrence, after she discovered the
 Niagara had avoided an encounter with her. e. The Lady Prevost, which had
 been injured in her rudder and fallen out of line. f. The Chippewa.
 
 Diagram 3. Battle of Lake
 ErieDiagram 3 represents the position of the vessels of
 both fleets at near the close of the action, while Perry, in the Niagara, was
 pressing through the enemy's line, pouring one broadside into the Hunter, on his
 larboard side, and the other into the Detroit and Queen Charlotte, from the
 starboard guns.
 1 and 2. The Scorpion and Ariel, in the position which they had
 maintained throughout the action.
 3. The Lawrence, which had dropped to the windward, after Perry left
 her.
 4. The Caledonia, which had pressed forward and taken the place of the
 Lawrence, after the latter had fallen out of the battle.
 5. The Niagara, under the command of Perry, bearing down through the
 enemy's line, and in this position, with all her guns double shotted, she raked
 the Detroit, Queen Charlotte and Lady Prevost with her starboard guns, and
 brought down the flags of the two ships; and with her larboard guns silenced the
 Hunter. She then rounded to, and silenced the Lady Prevost, and thus terminated
 the conflict.
 6. The Somers, under the command of Elliott, pressing up to close
 quarters, at near the termination of the action.
 7 and 8. The Porcupine and Tigris, which were unable to get into
 action.
 9. The Trippe, which had gallantly pushed forward with her single
 32-pounder, to the support of the Caledonia, after the latter had taken the
 place of the Lawrence.
 The dotted lines indicate the course of the Niagara, under the command
 of Perry. The wind remained in the same quarter as at the commencement of the
 action.
 BRITISH FLEET.
 a. The Little Belt, which, after the Hunter had struck, attempted to
 escape, but was pursued and taken by the Scorpion, Lieutenant Champlin.
 b. The Detroit, attempting to wear, to avoid the Niagara's raking
 broadside, and by that movement became entangled with the Queen Charlotte.
 c. The Hunter, which surrendered after receiving the raking fire of the
 Niagara, as she passed her.
 d. The Queen Charlotte afoul of the Detroit. In this situation both
 ships surrendered.
 f. The Chippewa, which, after the surrender of the other vessels,
 crowded all sail and fled, but was pursued and captured.
 Perry's Official Report. -- Immediately after the battle
 Perry wrote and dispatched the following message to General Harrison: "Dear
 General: -- We have met the enemy and they are ours; two ships, two brigs, one
 schooner and one sloop," adding in a postscript, "Send us some soldiers to help
 take care of the prisoners, who are more numerous than ourselves."
 To the Secretary of the Navy at the same time Perry addressed the
 following report, "It has pleased the Almighty to give to the United States a
 signal victory over their enemy on this lake. The British squadron, consisting
 of two ships, two brigs, one sloop and one schooner, have this moment
 surrendered to the squadron under my command, after a sharp conflict."
 Several days later he transmitted to Washington a detailed
 account of the engagement as follows:
 UNITED STATES SCHOONER ARIEL, PUT-IN-BAY 13th
 SEPTEMBER, 1813. 
 SIR:
 In my last I informed you that we had captured the enemy's fleet on
 this lake. I have now the honor to give you the most important particulars of
 the action. On the morning of the 10th inst, at sunrise, they were discovered
 from Put-in-Bay, where I lay at anchor with the squadron under my command. We
 got under way, the wind light at S. W. and stood for them. At 10 A. M. the wind
 hauled to S. E. and brought us to windward: formed the line and brought up. At
 fifteen minutes before 12, the enemy commenced firing; at 5 minutes before 12,
 the action commenced on our part. Finding their fire very destructive, owing to
 their long guns, and its being mostly directed to the Lawrence, I made sail, and
 directed the other vessels to follow, for the purpose of closing with the enemy.
 Every brace and bow-line being shot away, she became unmanageable,
 notwithstanding the great exertions of the Sailing Master. In this situation she
 sustained the action upwards of two hours, within canister shot distance, until
 every gun was rendered useless, and a greater part of the crew either killed or
 wounded. Finding she could no longer annoy the enemy, I left her in charge of
 Lt. Yarnall, who, I was convinced, from the bravery already displayed by him,
 would do what would comport with the honor of the flag. At half past 2, the wind
 springing up, Captain Elliott was enabled to bring his vessel, the Niagara,
 gallantly into close action; I immediately went on board of her, when he
 anticipated my wish by volunteering to bring the schooners, which had been kept
 astern by the lightness of the wind, into close action. It was with unspeakable
 pain that I saw, soon after I got on board of the Niagara, the flag of the
 Lawrence come down, although I was perfectly sensible that she had been defended
 to the last, and that to have continued to make a show of resistance would have
 been a wanton sacrifice of the remainder of her brave crew. But the enemy was
 not able to take possession of her, and circumstances soon permitted her flag
 again to be hoisted. At 45 minutes past 2, the signal was made for "Close
 action". The Niagara being very little injured, I determined to pass through the
 enemy's line, bore up and passed ahead of their two ships and a brig, giving a
 raking fire to them from the starboard guns, and to a large schooner and sloop,
 from the larboard side, at half pistol shot distance. The smaller vessels at
 this time having got within grape and canister distance, under the direction of
 Captain Elliott, and keeping up a well-directed fire, the two ships, a brig, and
 a schooner, surrendered, a schooner and sloop making a vain attempt to
 escape.
 Those officers and men, who were immediately under my observation,
 evinced the greatest gallantry, and I have no doubt that all others conducted
 themselves as became American officers and seamen. Lieutenant Yarnall, first of
 the Lawrence, although several times wounded, refused to quit the deck.
 Midshipman Forest (doing duty as lieutenant) and Sailing Master Taylor were of
 great assistance to me. I have great pain in stating to you the death of
 Lieutenant Brooks, of the marines, and Midshipman Lunt, both of the Lawrence,
 and Midshipman John Clarke, of the Scorpion; they were valuable officers. Mr.
 Hambleton, purser, who volunteered his services on deck, was severely wounded
 late in the action. Midshipman Claxton and Swartwout, of the Lawrence, were
 severely wounded. On board the Niagara, Lieutenants Smith and Edwards and
 Midshipman Webster (doing duty as sailing master) behaved in a very handsome
 manner. Captain Brevoort, of the army, who acted as a volunteer in the capacity
 of a marine officer on board that vessel, is an excellent and brave officer, and
 with his musketry did great execution. Lieutenant Turner, commanding the
 Caledonia, brought that vessel into action in the most able manner, and is an
 officer that in all situations may be relied on. The Ariel, Lieutenant Packett,
 and Scorpion, Sailing Master Champlin, were enabled to get early
 into the action, and were of great service. Captain Elliott speaks in the
 highest terms of Mr. Magrath, purser, who had been dispatched in a boat on
 service, previous to my getting on board the Niagara; and, being a seaman, since
 the action has rendered essential service in taking charge of one of the prizes.
 Of Captain Elliott, already so well known to the government, it would be almost
 superfluous to speak. In this action he evinced his characteristic bravery and
 judgment, and since the close of the action has given me the most able and
 essential assistance.
 I have the honor to inclose you a return of the killed and wounded,
 together with a statement of the relative force of the squadrons. The captain
 and first lieutenant of the Queen Charlotte and first lieutenant of the Detroit
 were killed. Captain Barclay, senior officer, and the commander of the Lady
 Prevost, severely wounded. Their loss in killed and wounded I have not yet been
 able to ascertain; it must, however, have been very great.
 Very respectfully, I have the honor to be, sir, your
 obedient servant, O. H. PERRY.
 THE HON. WILLIAM JONES, Secretary of the Navy.
 
 BRITISH OFFICIAL ACCOUNT.
 
 Following is the letter of Captain Barclay, the official British
 account of the battle:
 His MAJESTY'S LATE SHIP DETROIT, PUT-IN-BAY, LAKE
 ERIE, SEPTEMBER 12. 
 SIR:
 The last letter I had the honor of writing to you, dated the 6th
 instant, informed you, that unless certain intimation was received of more
 seamen being on their way to Amherstburg, I should be obliged to sail with the
 squadron, deplorably manned as it was, to fight the enemy (who blockaded the
 port) to enable us to get supplies of provision and stores of every description;
 so perfectly destitute of provisions was the port, that there was not a day's
 flour in store, and the crews of the squadron under my command were on half
 allowance of many things, and when that was done, there was no more. Such were
 the motives which induced Major-General Proctor (whom by your instructions I was
 directed to consult, and whose wishes I was enjoined to execute, as far as
 related to the good of the country) to concur in the necessity of a battle being
 risked, under the many disadvantages which I labored, and it now remains for me,
 the most melancholy task, to relate to you the unfortunate issue of that battle,
 as well as the many untoward circumstances that led to that event. No
 intelligence of seamen having arrived, I sailed on the 9th instant, fully
 expecting to meet the enemy next morning, as they had been seen among the
 islands; nor was I mistaken. Soon after daylight they were seen in motion in
 Put-in-Bay, the wind then at southwest and light, giving us the weather gage. I
 bore up with them, in hopes of bringing them to action among the islands; but
 that intention was soon frustrated by the wind suddenly shifting to the
 southeast, which brought the enemy directly to windward. The line was formed,
 according to a given plan, so that each ship might be supported against the
 superior force of the two brigs opposed to them. About ten, the enemy had
 cleared the islands and immediately bore up, under easy sail, in a line abreast,
 each brig being also supported by the small vessels. At a quarter before 12, I
 commenced the action by a few long guns; about a quarter past, the American
 commodore, also supported by two schooners, one carrying four long 12-pounders,
 the other a long 32 and 24-pounder, came close to action with the Detroit; the
 other brig of the enemy, apparently destined to engage the Queen Charlotte,
 supported in like manner by two schooners, kept so far to windward as to render
 the Queen Charlotte's 20-pounder carronades useless, while she was, with the
 Lady Prevost, exposed to the heavy and destructive fire of the Caledonia and
 four other schooners, armed with heavy and long guns, like those I have already
 described. Too soon, alas! was I deprived of the services of the
 noble and intrepid Captain Finnis, who soon after the commencement of the action
 fell, and with him fell my greatest support; soon after, Lieutenant Stokes, of
 the Queen Charlotte, was struck senseless by a splinter, which deprived the
 country of his services at this critical period. As I perceived the Detroit had
 enough to contend with, without the prospect of a fresh brig, Provincial
 Lieutenant Irvine, who then had charge of the Queen Charlotte, behaved with
 great courage, but his experience was much too limited to supply the place of
 such an officer as Captain Finnis, hence she proved of far less assistance than
 I expected.
 The action continued with great fury until half-past two, when I
 perceived my opponent drop astern, and a boat passing from him to the Niagara
 (which vessel was at this time perfectly fresh), the American commodore seeing,
 that as yet the day was against him (his vessel having struck soon after he left
 her), and also the very defenseless state of the Detroit, which ship was now a
 perfect wreck, principally from the the raking fire of the gunboats, and also
 that the Queen Charlotte was in such a situation that I could receive very
 little assistance from her, and the Lady Prevost being at this time too far to
 leeward, from her rudder being injured, made a noble, and, alas! too successful
 an effort to regain it, for he bore up, and supported by his small vessels
 passed within pistol shot, and took a raking position on our bow; nor could I
 prevent it, as the unfortunate situation of the Queen Charlotte prevented us
 from wearing; in attempting it we fell on board her; my gallant First Lieutenant
 Garland was now mortally wounded, and myself so severely that I was obliged to
 quit the deck. Manned as the squadron was, with not more than fifty British
 seamen, the rest a mixed crew of Canadians and soldiers, and who were totally
 unacquainted with such a service, rendered the loss of officers more sensibly
 felt, and never in any action was the loss more severe; every officer commanding
 vessels, and their seconds, were either killed or wounded so severely as to be
 unable to keep the deck. Lieutenant Buchan, in the Lady Prevost, behaved most
 nobly, and everything that a brave and experienced officer could do in a vessel
 armed with 12-pound carronades, against vessels carrying long guns. I regret to
 state that he was severely wounded. Lieutenant Bignal, of the Dover, commanding
 the Hunter, displayed the greatest intrepidity; but his guns being small (two
 four and six-pounders) he could be of much less service than he wished. Every
 officer in the Detroit behaved in the most exemplary manner. Lieutenant Inglis
 showed such calm intrepidity that I was fully convinced that, on leaving the
 deck, I left the ship in excellent hands; for an account of the battle after
 that, I refer you to his letter, which he wrote me for your information. Mr.
 Hoffmeinster, purser of the Detroit, nobly volunteered his services on deck, and
 behaved in a manner that reflects the highest honor on him. I regret to add that
 he is very severely wounded in the knee. Provincial Lieutenant Purvin, and
 military officers, Lieutenants Garden, of the Royal Newfoundland Rangers, and
 O'Keefe, of the 41st Regiment, behaved in a manner which excited my warmest
 admiration; the few British seamen I had behaved with their, usual intrepidity,
 and as long as I was on deck the troops behaved with a calmness and a courage
 worthy of a more fortunate issue to their exertions.
 The weather gage gave the enemy a prodigious advantage, as it enabled
 them not only to choose their position, but their distance also, which they did
 in such a manner as to prevent the carronades of the Queen Charlotte and Lady
 Prevost from having much effect; while their long guns did great execution,
 particularly against the Queen Charlotte. Captain Perry has behaved in a most
 humane and attentive manner, not only to myself and officers, but to all the
 wounded. I trust that, although unsuccessful, you will approve of the motives
 that induced me to sail under so many disadvantages, and that it may be
 hereafter proved that under such circumstances the honor of His Majesty's flag
 has not been tarnished. I enclose the list of killed and
 wounded.
 I have the honor to be, etc., (Signed) R. H.
 BARCLAY, Commander and late Senior Officer.
 The letter of Lieutenant Inglis, which completes the official
 narrative, is as follows:
 His MAJESTY'S LATE SHIP DETROIT, SEPTEMBER 10. 
 SIR: -- 
 I have the honor to transmit to you an account of the termination of
 the late unfortunate battle with the enemy's squadron.
 On coming to the quarter deck, after your being wounded, the enemy's
 second brig, at that time on our weather beam, shortly after took a position on
 our weather bow to rake us; to prevent which, in attempting to wear, to get our
 starboard broadside to bear upon her, a number of the guns on the larboard
 broadside being at this time disabled, we fell on board the Queen Charlotte, at
 this time running up to leeward of us. In this situation the two ships remained
 for some time. As soon as we got clear of her, I ordered the Queen Charlotte to
 shoot ahead of us, if possible; and then attempted to back our fore-topsail to
 get astern, but the ship lying completely unmanageable, every brace cut away,
 the mizen topmast and gaff down, all the other masts badly wounded, not a stay
 left forward, hull shattered very much, a number of the guns disabled, and the
 enemy's squadron raking both ships ahead and astern, none of our own in a
 situation to support us, I was under the painful necessity of answering the
 enemy, to say we had struck, the Queen Charlotte having previously done so. I
 have the honor, etc. 
 (Signed) GEORGE INGLIS.
 To CAPTAIN BARCLAY.
 Crews of the Two Squadrons. -- According to an American
 statement the British commander had 150 men from the Royal Navy, 80 Canadian
 sailors and 240 soldiers, mostly regulars, and some Indians, making with their
 officers a little more than 500 men, of whom at least 450 were efficient. The
 American crews -- of whom about one-fourth were from Rhode Island, one-fourth,
 regular seamen, American or cosmopolitan, about one-fourth raw volunteers from
 Pennsylvania, Ohio and (chiefly) Kentucky, and about one-fourth blacks --
 numbered on the muster roll 490; but of these 116 were sick with bilious or
 "lake" fever, nearly all of whom were too weak to come on deck, so that the
 efficient force of the squadron was a little less than 400.
 The American squadron suffered greatly, but more than two-thirds of the
 loss was on the Lawrence. She had 22 men killed and 61 wounded; the Niagara had
 2 killed and 25 wounded; the Caledonia had 3 wounded; the Somers 2, and the
 Trippe 3; the Ariel had 1 killed and 3 wounded; and the Scorpion had 2 killed.
 The total loss was 27 killed and 96 wounded, of whom 3 died.
 The British loss, which fell most heavily on the Detroit and the Queen
 Charlotte, amounted to 41 killed and 94 wounded.
 It was aboard the Lawrence, which had borne the brunt of the conflict,
 that Perry decided the surrender of the several British captains should be
 formally made, and as they came on board it was necessary for them to pick their
 way over and among the dead and wounded men who had so nobly contributed to the
 victory of the day. Perry received them at the stern of his ship, permitting
 each British officer to retain his sword.
 The capitulation having been completed, there was a sad duty to perform
 to the dead of the two squadrons. During the twilight of that day the bodies of
 the slain, except those of the officers, were wrapped in rude shrouds, and with
 a cannon ball at the feet of each were dropped one by one into the calm, blue
 and peaceful bosom of Lake Erie. Next day at 9 A. M. the two squadrons weighed
 anchor and sailed into Put-in-Bay harbor, and there, 24 hours afterward, on the
 margin of South Bass island, three American and three British officers were laid
 to rest. The American officers were Lieutenant Brooks and Midshipmen Lunt and
 Clarke, and the British officers were Captain Finnis and
 Lieutenants Stokoe and Garland.
 Mr. Hambleton, purser of the Lawrence, was chosen prize agent, and a
 board of officers from Lake Ontario, assisted by Henry Eckford, prized the
 captured squadron at :$225,000. Commodore Chauncey, commander of the vessels on
 the lakes, received of this sum $12,750; Perry and Elliott each received $7,140;
 each commander of a gunboat, sailing master, lieutenant and captain of marines
 received $2,295; each midshipman, $811; each petty officer, $447; and each
 marine and sailor, $200. Congress voted Perry $5,000 additional, and also voted
 thanks and a gold medal to Perry and Elliott, and a silver medal to each of the
 nearest male relatives of Brooks, Clarke and Claxton (Lunt), who were killed.
 Three months' extra pay was voted to each of the commissioned officers of the
 navy and army, who served in the battle, and a sword to each of the midshipmen
 and sailing masters.
 During the 11th of September, the next day after the battle, Commodore
 Perry visited the wounded Barclay on board his ship, the Detroit, and treated
 all .his prisoners with the greatest kindness, which was a great surprise to
 some, especially to a couple of Indians, who had hid themselves to keep out of
 his way. He then immediately prepared for the transportation of Harrison's
 troops to Canada, all the wounded Americans being first placed on the Lawrence
 and the wounded British on board the Detroit and Queen Charlotte. The Niagara
 and the lighter vessels were utilized as transports. On the 13th a furious storm
 swept over Lake Erie, during which the masts of the Detroit fell upon her deck,
 and the main and mizzen masts of the Queen Charlotte also fell. There were then
 three vessels all helpless, the Lawrence, the Detroit and the Queen Charlotte.
 All were converted into hospital ships. The Lawrence on the 21st sailed for
 Erie, and was soon followed by the other two. Arriving at Erie on the 23d, the
 Lawrence was greeted by a salute of seventeen guns.
 The conduct of Captain Elliott in the engagement has been
 the subject of severe criticism. In the desire to keep unblemished the American
 joy at the victory and in the generous impulses of his nature, Perry in his
 official report had passed lightly over the delinquency of Captain Elliott. But
 there was common complaint among the officers and men of the other vessels,
 which gradually reached the ears of the public, and in after years occasioned
 much controversy. Elliott had a few defenders, among them J. Fenimore Cooper,
 the novelist, who, in his history of the battle of Lake Erie, gave Elliott chief
 credit for the victory. But the great mass of writers and readers kept undimmed
 in their memories the luster of Perry's fame.
 The character of Elliott is thus portrayed by George Bancroft in his
 "Battle of Lake Erie": "Elliott was a young man, born the self-same year with
 Perry, his peer in rank as master-commandant, except that Perry, from having
 entered the navy in boyhood, was some years his senior in the service. How could
 he suffer the enemy undisturbed, to fall in numbers on one, whom he should have
 loved as a brother, whose danger he should have shared, in the brightness of
 whose glory he should have found new luster added to his own name ? Some
 attributed his delay to fear; but though he had so far one attribute of a timid
 man, that he was a noisy boaster, his conduct during the day, in the judgment of
 disinterested observers and critics, acquits him of having been spellbound by
 downright cowardice. Some charged him with disaffection to his country, from
 sympathy with family connections in Canada; but this is an imputation justified
 by no concurrent circumstances, or acts of his earlier or later life. Some
 thought him blinded by envy, which sews up the eyes with an iron thread, and
 leaves the mind to hover on an undis-cerning wing. He may, perhaps, have been
 disturbed by that unhappy passion, for a year before he had himself
 conspicuously won applause near Buffalo, and had then promised himself the
 command on Lake Erie, to be followed by a victory achieved under his own flag;
 that very morning, too, his first position had been in the van, but it had been
 very properly changed for the very purpose of placing him opposite
 to the Queen Charlotte. Elliott had inherent defects of character. He wanted the
 generous impulse, which delights in the fame of others; the delicacy of
 sentiment, which rejects from afar everything coarse and mean; the alertness of
 courage, which finds in danger an allurement; the quick perception, that sees
 the time to strike; the self-possessed will, which is sure to hit the nail on
 the head. According to his own account, he at first determined to run through
 the line in pursuit of the Queen Charlotte; and having a fair and sufficient
 breeze, he directed the weather braces to be manned for that purpose; but he
 changed his purpose when he observed the Lawrence was crippled and that her fire
 was slackening; and after a consultation with the purser, Magrath, who was an
 experienced seaman, he agreed: 'If the British affect the weather gauge, we are
 gone.' So he kept his place next in line to the Caledonia, which lingered
 behind, because she was a dull sailor, and, in the light wind, was, moreover,
 retarded in her movements by the zeal of Turner, her commander, to render
 service by his armament, which enabled him to keep up an effective fire from the
 distance. It was a part of Elliott's orders to close with the Queen Charlotte,
 but he held it to be his paramount duty to keep his place, a half-cable's length
 behind the Caledonia on the line as designated in the original order of battle,
 even though the flagship of the squadron might be cut to pieces. So Perry lay
 exposed to thrice his force, at the distance of fifteen hundred or a thousand
 feet, aided only by two schooners on his beam and the constant help of the
 Caledonia."
 The same distinguished historian pays this tribute to Perry: "The
 personal conduct of Perry throughout the 10th of September was perfect. His
 keenly sensitive nature never interfered with his sweetness of manner, his
 fortitude, the soundness of his judgment, the promptitude of his decision. In a
 state of impassioned activity, his plans were wisely framed, were instantly
 modified as circumstances changed, and were executed with entire coolness and
 self-possession. The mastery of the lakes, the recovery of Detroit and the far
 West, the capture of the British army in the peninsula of Upper Canada, were the
 immediate fruits of his success. The imagination of the American people was
 taken captive by the singular incidents of a battle in which everything seemed
 to have flowed from the personal prowess of one man; and wherever he came the
 multitude went out to bid him welcome. Washington Irving, the chosen organ as it
 were of his country, predicted his ever-increasing fame. Rhode Island cherishes
 his glory as her own; Erie keeps the tradition that its harbor was his shipyard,
 its forests the storehouse for the frames of his chief vessels, its houses the
 hospitable shelter of the wounded among his crews; Cleveland graces her public
 square with a statue of the hero, wrought of purest marble, and looking out upon
 the scene of his glory; the tale follows the emigrant all the way up the
 Straits, and to the head of Lake Superior."
 There is probably not to be found in the history of naval warfare an
 instance where the heroism of one man has shown with such transcendent luster
 over all others as that of Perry in the battle of Lake Erie. After fighting his
 own ship till 83 out of 101 were killed or wounded, he went to a fresh ship of
 the same size having only three men injured, took her into the thickest of the
 fight, and in seven minutes added 22 to the list, making 105 killed or wounded
 on the decks on which he stood.
 The sailors of the Lawrence and Niagara, after the battle, it is
 related, were never expected to meet peaceably. The following scene was often
 enacted: An "Elliott" champion would maintain that the wind was light and they
 could not get up; the "Lawrence" man would allude to "the main top sail to the
 mast, and the jib brailed up," and immediately a trial of muscle would ensue,
 and blood flow unless prevented by by-standers.
 Battle Heard at Cleveland. -- The distant boom of the
 cannon was heard at many points along Lake Erie. The Chronicler at Cleveland
 gives the following description of the scene at that little village: On the 10th
 of September, 1813, Levi Johnson and some of his hired hands were
 busy putting the finishing work on the rude court house, which he had contracted
 to build a year before. Some of them heard a noise in the distant west, which
 was at first supposed to be thunder. Looking up, they were surprised to see no
 clouds as far as the eye could reach, in every direction. The sounds continued.
 Suddenly Johnson exclaimed: "Its Perry's guns; he is fighting with the British."
 In a moment all the workmen by common consent threw down their hammers and
 nails, scrambled to the ground and hurried to the lake shore with their employer
 at their head. In a short time all the men of the village, with many of the
 women and the children, were gathered on the beach, listening to the sounds of
 battle. The scene of conflict was seventy miles distant, but the listeners could
 not only plainly hear the roll of the broadside, but when the fire slackened
 from time to time, could distinguish between the heavier and the lighter guns.
 At length there was only a dropping fire; one fleet had evidently succumbed to
 the other. Finally heavy shots were heard, and then all was silent.
 "Perry has the heaviest guns," exclaimed Johnson; "those are Perry's
 shots -- he has won the day -- three cheers for Perry!!" "Hip, hip, hurrah !"
 promptly responded the crowd, willing to believe the assertion; but yet
 separating with anxious hearts, uncertain what might be the result. In fact, the
 English had some as heavy guns as the Americans, but not so many of that
 class.
 Not only in Cleveland, but all along the lake shore, among the
 scattered inhabitants of Dover, Rockport, Brooklyn and Euclid, the sounds of
 battle were heard; the people soon divined that it was not thunder, and listened
 with mingled dread and hope to the deathnotes from the west. Nay, even as far
 east as Erie, Penn., a hundred and sixty miles from the scene, the sound of the
 conflict was heard, but merely as a low rumbling, which was supposed to be
 distant thunder. Soon the welcome news of victory was borne along the shore, and
 the people freely gave way to their exultation.
 Effects of the Battle. -- As to the consequences of the
 victory of Perry over Barclay they can hardly be overestimated. The British
 abandoned all hope of retaining their possessions beyond Lake Erie, and General
 Proctor was reduced to the necessity of taking immediate measures for a retreat.
 He at once set about the destruction of Forts Detroit and Maiden, and the public
 buildings in Detroit and Amherstburg, and also all stores that it was impossible
 to carry away. He then began his retreat toward the Thames, up which his boats
 had preceded him. On the 27th of the month the American fleet, composed of
 sixteen vessels of war and upward of 100 boats, received General Harrison's
 division, and on the same day landed them three miles below Amherstburg, there
 being probably about 5,000 men in his command. General Proctor had about 1,330
 soldiers, including 500 Indians. Harrison's army closely followed Proctor's
 retreating forces, and defeated them on the Thames.
 On October 22, 1813, the Ariel sailed into Erie with Harrison and Perry
 on board, after the battle of the Thames. The Niagara arrived on the same
 evening, and other vessels soon arrived.
 
 CANADIAN ACCOUNT OF THE BATTLE.
 
 To the above versions of the battle of Lake Erie is subjoined the
 following brief Canadian report, taken from a Toronto work: "On September 10,
 1813, took place the memorable battle on Lake Erie between the American and
 British squadrons. The former was under the command of Commodore Perry, U. S.
 N., the latter under that of Commander Barclay, R. N. Barclay's force consisted
 of the Detroit, flagship, of 19 guns (she was a new vessel, and had only just
 been put upon the lake); the Chippewa, carrying two swivel guns and one long
 18-pounder on a pivot; the brig Hunter, of 10 guns; the Queen Charlotte, 17 guns
 (she was under the command of Captain Finnis); the Lady Prevost, 13; and the
 Little Belt, of three guns. The United States fleet comprised nine vessels,
 namely: Perry's ship, the Lawrence, of 20 guns; the Scorpion, 2; the Caledonian,
 3 (this vessel had previously been captured from the Canadians);
 the Niagara, 20; the Ariel, 4; the Trippe, Tigris, Ohio and Porcupine, of one
 gun each. The Americans had fewer guns than the Canadians, but they were of
 heavier calibre. Their ships, too, were well manned by nearly 600 picked men of
 the American merchant service. The Canadians, on the other hand, had only 50
 experienced seamen among their six ships, while the rest of the crews were made
 up of 240 soldiers and 80 wholly untrained volunteer sailors.
 "The ships did not come to close quarters until about 11 o'clock in the
 morning, then for more than four hours the battle continued. For some little
 time during the earlier part of the engagement the advantage was wholly with the
 Canadians. The guns from Barclay's ship had not only silenced those of the
 Lawrence, but also disabled her. Of her crew of 103 men no less than 22 had been
 killed and 61 wounded. Perry, perceiving his ship was useless, determined to
 abandon her. Wrapping his commodore's flag around him, he, in an open boat, made
 for the Niagara, which he reached safely, and was received on deck by her
 astounded commander, Captain Elliott. The latter, acting upon orders from Perry,
 put off from his ship in a small boat to bring the other American vessels into
 action.
 "About this time the wind changed, and then was seen how lamentably
 deficient Barclay was in efficient seamen. His vessels from that cause soon
 became unmanageable. The Detroit and Queen Charlotte were entangled, and the
 Lady Prevost was wholly disabled. Barclay, commanding the Detroit, was seriously
 wounded. Finnis, the captain of the Charlotte, was killed, and all the other
 officers and three-fourths of the men were killed or wounded. It was not
 possible for Barclay to continue the fight with any hope of success, and at 3
 o'clock in the afternoon his flag was lowered on the Detroit, and the whole
 fleet capitulated. In this terrible encounter the Americans lost 27 killed and
 96 wounded; the Canadians lost 41 killed and 94 wounded. Barclay was paroled at
 first, then exchanged. Immediately this
 was effected he, by the rules of the service, was tried by
 court-martial for the loss of the ships, the result being that he was fully and
 honorably acquitted of all blame."
 
 DESTRUCTION ON THE NIAGARA.
 
 When General Vincent received intelligence of the defeat of the British
 on the Thames he concentrated his forces at the head of Lake Ontario, and
 Proctor with the remnant of his army joined him there, on the 10th. Colonel
 Scott then placed Fort George in command of General McClure, who sent out
 foraging parties, which greatly alarmed and annoyed the inhabitants, and General
 Vincent when appealed to for protection sent about 400 British troops under
 Colonel Murray and about 100 Indians under Capt. M. Elliott, to drive the
 foragers away. The Americans were soon driven within their own lines by the
 British, who took possession of Twelve-Mile Creek (now St. Catharines). General
 McClure, feeling that his little garrison was in too great danger, resolved to
 abandon the post and place his garrison in Fort Niagara. He attempted to blow up
 Fort George, and set fire to the little village of Newark, destroying all the
 houses in it but one, 150 in all, turning the women and children out into to the
 cold. This was on the 10th of December, and the ground was covered with snow.
 McClure's men crossed the icy flood of the Niagara while the town was being
 destroyed.
 The British resolved, on revenge. On December 18, a cold, black night,
 Colonel Murray crossed the Niagara with 1,000 men, British and Indians. With
 about half this force he went down to Fort Niagara, three miles below his
 crossing place, and there to his amazement found it unprepared for an attack.
 The fort was partially destroyed, but little resistance being possible.
 According to American historians Colonel Murray did not exercise any restraint
 over his troops, and they, in the fell spirit of revenge, put about 60 of the
 troops to the bayonet, some of whom were invalids. This work being performed on
 Sunday morning, December 19, Murray's force then plundered and destroyed the
 little village of Youngstown, near Fort Niagara. General Riall
 then crossed the Niagara river at Queenston Heights, sacked and destroyed the
 town of Lewiston, making it a perfect desolation, and killing at or near the
 place eight or ten of the inhabitants. His soldiers then pushed on to the little
 village of Manchester (now Niagara Falls), and then to Buffalo, destroying the
 entire American side of the river. The town of Buffalo was plundered and
 destroyed, only four buildings left standing in the place, one of them the jail,
 another Reese's blacksmith shop, a frame barn, and the residence of Mrs. St.
 John, who upon the approach of the Indians treated them with kindness. At Black
 Rock only one building escaped destruction, a log house in which the women and
 children had taken refuge.
 The Ariel, the Little Belt, the Chippewa and the Trippe, all of which
 had been in the battle of Lake Erie, were committed to the flames. The result
 was that the British destroyed six villages, many isolated country houses, and
 four vessels, and killed many soldiers and others who were in no way connected
 with the destruction of the village of Newark. The losses of the British under
 General Riall were, according to his report, 31 killed and 72 wounded and nine
 missing. He said that the Americans lost between 300 and 400 killed and wounded
 and 130 prisoners.
 
 DISPOSITION OF THE VESSELS.
 
 The following disposition was made of the vessels which participated in
 the battle of Lake Erie: the Lawrence was repaired, and, after making a cruise
 to Lake Huron, was sunk in Misery bay for her better preservation. Many years
 later her stern was elevated and a portion secured for memorials. The Niagara,
 after being kept at Lake Erie many years as a receiving ship, was sunk near the
 Lawrence. The Ariel, Little Belt, Chippewa and Trippe, as related above, were
 destroyed when Buffalo was burned. The Detroit was sunk in Misery bay, near the
 Lawrence. She was, in 1835, raised and rigged a bark, by Captain Miles, and
 navigated the lake some years; she was finally purchased by a hotel keeper at
 Niagara Falls with the view of making a spectacle for visitors there on a summer
 day. A live bear was placed on board, together with some other animals, and she
 was set adrift above the rapids. A great crowd of people watched her from the
 banks of the river, expecting to see her go over the Falls, but she caught on
 the rocks and went to pieces. This was the end of the Detroit.
 The Queen Charlotte was sunk in Misery bay, and afterward fitted out
 for the lake trade. The Lady Prevost was sold to R. S. Reed, and afterward
 resold to Grant & Kirby, merchants at Fort Erie, in Canada, who sailed
 her until she was worn out. The Hunter was sold and used in the merchant
 service. The Caledonia stranded below Erie, and was sold to John Dickson, who
 raised and rebuilt her and named her General Wayne. She was finally broken up at
 Erie. The Somers and Ohio were captured off Fort Erie, and used in Canadian
 merchant service. The Scorpion and Tigris were captured in 1814 on Lake Huron,
 and worn out there. The Porcupine was repaired and used until 1820, when she was
 transferred to the revenue service. Later she became a trading vessel, and
 eventually became the property of Barber & Mason, pioneer lumbermen on
 the Grand river, who used her in the lumber trade between Spring Lake, then
 called Mill Point, and Chicago. She was afterward sold to Ferry & Sons,
 who used her in their extensive lumber trade, until she became unseaworthy, and
 she was then sailed up into Spring Lake and allowed to sink in 1848. During her
 last year on the lakes her condition was such that Capt. Pat Mahoney was obliged
 to hire a new crew at every point, as it was a case of "pump ship" in order to
 keep afloat. Recently she was raised by E. C. Richards, principal of the
 Fruitport schools. The old condemned Amelia was taken to the little basin
 opposite Erie, and there went to decay.
 
 War of 1812, Concluded
 
 
 Opposing Fleets on Lake Ontario in 1814 -- Yeo Captures Oswego -- British
 squadron of Boats Taken At Salmon River -- Battle of Chippewa -- Battle of Lundy's
 Lane -- Fort Erie Invested -- British are Repulsed -- Schooners
 Somers and Ohio Lost -- Three-decker New
 Orleans -- St. Lawrence Launched -- Events on the Upper Lakes -- Expedition against Mackinac -- Schooner Mink
 Captured -- Schooner Perseverance
 Destroyed -- Fort Mackinac Invested --
 Schooner Nancy is Taken -- Tigris and Scorpion Taken by the British -- Peace Is Declared.
 
 
 DURING the winter of 1813-14 active preparations had been going on both
 at Kingston, Ontario, and Sacket's Harbor for the war on Lake Ontario during the
 summer of 1814. If there was any difference between the energy of the respective
 forces at the two places, Commodore Yeo had the advantage. He was ready for the
 campaign before Chauncey. The Prince Regent and the Princess Charlotte were
 launched on April 15, and his six original cruisers had all been renamed, some
 of them had been repaired, and his schooners had been converted into brigs. The
 Wolfe, Melville. Royal George, Earl of Moira, Beresford, and Sydney Smith had
 become the Montreal, Niagara, Star, Charwell, Netly and Magnet. Following is the
 list of his vessels, together with their rig, tonnage, crew and armament: 
 NAMERIGTONNAGECREWARMAMENT
 SuperiorShip1,58050030 long
 32's 2 short 24's 26 " 42's
 Mohawk"1,35035026 long
 24's 2 " 18's 14 short 32's
 Pike"87530026 long
 24's 2 short 24's
 Madison"5932002 long
 12's 22 short 32's
 JonesBrig5001602 long
 12's 20 short 32's
 Jefferson"5001602 long
 12's 20 short 32's
 Sylph"3001002 long
 12's 14 short 24's
 Oneida"2431002 long
 12's 14 short 24's
 Eight vessels5,9411,870228
 guns
 
 
 When Commodore Chauncey's squadron was ready for the lake, late in the
 year, comparatively speaking, it was composed of the following vessels: 
 NAMERIGTONNAGECREWARMAMENT
 Prince RegentShip1,45048512 long 24's 4 short 68's 22 long
 32's
 Princess Charlotte"1,21531526 " 24's 2 short 68's 14 long
 32's
 Montreal"637220 7 " 24's
 18 " 18's
 Niagara"510200 2 " 12's
 20 short 32's
 CharwellBrig279110 2 long
 12's 14 short 32's
 Star"262110 2 long
 12's 14 short 32's
 Netly"216100 2 long
 12's 14 short 24's
 Magnet"18780 2 long
 12's 12 short 24's
 Eight vessels4,7561,620209
 guns
 
 
 Yeo Captures Oswego. -- In the spring of that year there
 was a large quantity of stores and provisions at and near Oswego, a knowledge of
 which fact came into possession of Sir James Yeo. These stores and provisions
 Sir James determined to capture or destroy, and with this purpose in view he
 embarked 1,080 men on May 3, General Drummond embarking on the 4th. As before
 stated, Chauncey was not then ready for sea, and there was no one to defend
 these stores except the garrison at Oswego, which place is sixty miles from
 Sacket's Harbor. The fort at Oswego mounted only six guns, and there were about
 300 men there on duty, chiefly light artillery, with probably
 about fifty militia, all under command of Colonel Mitchell. The Growler was in
 the harbor, with seven guns on board, destined for Sacket's Harbor. This vessel
 her commander sank, but after the battle was over she was raised and carried
 away by the British. The attack was made on the 6th, the Princess Charlotte,
 Montreal and Niagara engaging the batteries, while the Star and Charwell filled
 the woods with grape in order to clear them of militia.
 The Montreal sustained nearly the entire fire of the forts, and was
 much cut up in her hull, masts and rigging. She was set on fire three times, but
 it was put out each time. Under cover of the cannonade 800 British troops
 landed, besides 200 seamen, who made an attack upon the fort and carried it by
 storm. Mitchell fell back to the fails of Oswego, twelve miles, where was the
 largest quantity of stores, and which Sir James might have captured had he known
 of their existence or cared anything about them. But instead of following
 Mitchell up the river he returned to Kingston, after capturing and destroying
 the guns of the fort, raising the Growler and taking away a considerable
 quantity of booty besides. In this battle the Americans lost 6 killed, 38
 wounded and 25 missing, while the British loss was 22 killed and 73 wounded, a
 total of 95, nearly a third of the American force engaged.
 On the 19th of the month, after being in Kingston about two weeks, Sir
 James again weighed anchor, and, crossing the lake, established a rigid blockade
 at Sacket's Harbor. Chauncey had been making strenuous efforts to get his fleet
 ready, having converted his schooners of the year before into transports, except
 the Sylph, and on February 2 had laid the keel of two 22-gun brigs, the
 Jefferson and the Jones, and had one large frigate, named the Superior, under
 way. The Superior was designed in the first place to carry 50 guns, but upon
 being informed that the British were building a very large war ship, he decided
 to enlarge the Superior to carry 62 guns. The Jefferson was launched April 7,
 and the Jones on the 10th, and the Superior on May 2, an attempt on the part of
 the British to destroy her by blowing her up having been frustrated some days
 before. Another frigate, the Mohawk, was at once begun.
 When Commodore Yeo appeared off Kingston, Chauncey was making strenuous
 efforts to get the Superior ready for sea, but the heavy guns and cables
 necessary to complete her equipment had not arrived, and as these could only be
 brought forward by water, and as the port was blockaded by the British squadron,
 it was dangerous to attempt to bring them forward at all. To get the guns
 forward must be undertaken at all hazards, and Captain Woolsey was entrusted
 with the task. They were at Oswego Falls, and Captain Woolsey undertook to get
 them to Stony Creek, three miles away from Sacket's Harbor.
 British Squadron of Boats Taken at Salmon River. -- At
 sunset on May 28, Woolsey left Oswego with nineteen boats carrying 21 long 32's,
 10 long 24's, 3 42-pound carronades, and 10 cables, one of the latter for the
 Superior, being a rope 22 inches in circumference and weighing 9,600 pounds. On
 the morning of the 29th at sunrise the boats were off Salmon river, and as it
 was unsafe to travel by daylight, Woolsey ran up into Big Sandy creek, eight
 miles from the Harbor, with eighteen of his boats, one of them getting out of
 line and running directly into the British squadron with its 2 long 24's. Sir
 James thus being informed as to what was going on immediately determined to
 capture the entire outfit, sending out for this purpose a squadron of boats
 containing 180 men -- one boat armed with one 68-pound gun and one 24-pound
 carronade, and the other armed with a long 32-pound gun. These two armed boats
 were accompanied by three cutters and a gig mounting between them two long 12's
 and two brass 6's. This force ran up Sandy creek on the morning of the 3Oth, but
 the force turned out to be wholly inadequate for the object they had in view,
 for Woolsey had been re-inforced by some Oneida Indians, a company of light
 artillery and some militia, so that he felt justified in not only attempting to
 repel any attack that might be made on him, but also in attempting
 to capture the entire expedition sent out against him. Sending Major Appling
 down the river with about 120 riflemen and some Indians to lie in ambush, he
 anticipated the approach of the British with some anxiety, but with hope of
 capturing them. When they approached Major Ap-pling's position, he opened fire
 upon them, with such a destructive effect that they were at once thrown into
 confusion and stampeded, the entire outfit being captured with but little
 resistance, as is shown by the number of lost on the American side, only one man
 slightly wounded, while the British loss was 18 killed and 50 wounded.
 On June 6, Sir James raised the blockade of Sacket's Harbor, and by
 July 31 Commodore Chauncey was ready to sail with his fleet. Sailing up to the
 head of Lake Ontario he intercepted the small brig Magnet. The Sylph was sent in
 to destroy her, but her crew ran her ashore and burned her. The Jefferson, Sylph
 and Oneida were then left to watch some other craft in the Niagara, and the
 Jones was kept cruising between Sacket's Harbor and Oswego, Chauncey at the same
 time with his four largest ships blockading Sir James' four largest ships in
 Kingston. The four American vessels were in the aggregate of 4,398 tons, were
 manned by 1,350 men, and presented 77 guns, firing a broadside of 2,328 pounds
 of shot, while the British fleet was in the aggregate of 3,812 tons, was manned
 by 1,220 men, presented in broadside 74 guns, firing 2,066 pounds of shot. It
 was because of the superiority of the American fleet that Sir James declined to
 come out to fight.
 General Brown, at the close of June, 1814, was on the east bank of the
 Niagara river, with his headquarters at Buffalo. In his judgment he had a force
 of sufficient strength to successfully invade Canada, and his plan was to
 threaten Forts George and Niagara, carry Burlington Heights and York, and then
 proceed to Kingston, provided Chauncey would co-operate with his fleet and keep
 him supplied with provisions. To this request Chauncey sent reply that he
 intended to seek and find the enemy's fleet, and that he should not be diverted
 from his purpose. Chauncey remained off Kingston harbor, blockading Yeo. On
 September 21 he transferred General Izard with 3,000 men from Sacket's Harbor to
 General Brown, and then returned to Kingston, where he remained until the large
 vessel, then being built at Kingston, a two-decker carrying 120 guns, and named
 the St. Lawrence, was completed. He then retired to Sacket's Harbor. Commodore
 Yeo came out of Kingston with his fleet October 15, and went down to the Niagara
 frontier, where he assisted the British army until the close of navigation,
 about November 21.
 General Brown made an attempt to invade Canada just below Fort Erie,
 and on the 2nd of July issued orders to cross the river from Black Rock. This
 force was under General Scott, and another force was ordered to cross above Fort
 Erie under General Ripley. Fort Erie was invested, and soon surrendered.
 Battle of Chippewa. -- General Riall in command on the
 British side, apprised of the danger impending at Fort Erie, immediately sent
 forward from below Chippewa five companies of the Royal Scots, to re-inforce
 that fort; but, when in front of Chippewa, they were met by the information that
 the surrender had already been made. General Riall then determined upon fighting
 the Americans on the Canada side of the river, the result being the battle of
 Chippewa, one of the most fiercely contested and important battles on the
 Niagara frontier, and indeed of the war. This battle was fought July 5 between
 about 1,700 British and 1,300 Americans, and after various fortunes and
 misfortunes on either side, was at length won by the Americans, though claimed
 by both sides as a victory. The fighting was severe on both sides, and was
 altogether creditable to the soldiers of the two opposing armies, as is fully
 attested by the losses, the Americans losing in killed 61, and in wounded 255,
 and 19 missing, while the British loss was 236 killed, 322 wounded, and 46
 missing.
 It was just after this success that General Brown wrote to Commodore
 Chauncey, as noted above, asking for his assistance. Failing to receive the
 assistance of Chauncey, General Brown returned to the battlefield
 of Chippewa, arriving there on the 24th, and there rested his army during the
 night and most of the next day. On the night preceding the 24th, Lieut.-Gen. Sir
 George Gordon Drummond landed at the mouth of the Niagara river, having come up
 the lake on the fleet from Kingston, bringing with him 800 men to re-inforce
 General Riall. Riall and Drummond formed a junction on the Niagara without being
 discovered by General Brown, and when General Scott, always active and eager for
 distinction in his country's service, asked permission to go down to the mouth
 of the river and attack the forts there, he was given 1,200 men, and started
 down. This was in the afternoon of the 25th, a day long to be remembered by both
 Canadians and Americans.
 Battle of Lundy's Lane. -- General Scott started down the
 river about 5 o'clock in the afternoon, and was surprised to find the enemy in
 superior force, drawn up to meet him at Lundy's Lane. As it was impossible to
 retreat without throwing the army in his rear into a panic, Scott instantly
 determined to fight and to make the British general believe he had the whole
 American army at his command. The battle was fought with great courage and
 determination on each side, until half-past ten that night, when the British
 were driven from the field, their commanding general, Riall, having been taken
 prisoner by accident about 9 o'clock. Not long afterward the Americans "retired
 also from the field," leaving the battery they had fairly captured in the
 position it had occupied during the battle. Next morning, when General Ripley
 moved forward to bring off the cannon, he found them again in possession of the
 British, and there was no more fighting. Both parties had lost heavily, and both
 claimed the victory. The Americans lost 171 killed, 571 wounded, and 110
 missing, a total loss of 852, while the British lost 84 killed, 559 wounded, and
 193 missing, besides 42 prisoners, a total loss of 878.
 Generals Brown and Scott being both severely wounded, the command
 devolved upon General Ripley, who determined to cross the Niagara with his army,
 and abandon Canada altogether. General Brown, then at Black Rock, promptly
 interfered, and by positive orders to General Ripley insisted that the army
 should take a strong position in Fort Erie, and should strengthen those works.
 Labor was continued on the fortifications from July 27 until August 2.
 Fort Erie Invested. -- General Drummond, re-inforced by
 about 1,100 men of General De Watteville's brigade, determined to invest Fort
 Erie, and, August 2, it was discovered that the British were approaching that
 fort. Besides the fortifications already thrown up, the Americans were protected
 by the schooners Porcupine, Somers and Ohio, formed in line on the water side of
 the fort, thus completing the inclosure of the American camp. Drummond's plan
 was first to capture the batteries at Black Rock, and then to capture or destroy
 the armed schooners, before laying regular siege to Fort Erie, and with this end
 in view he sent over Lieutenant-Colonel Tucker, with a detachment of troops in
 nine boats to attack the batteries. Landing about half a mile below the mouth of
 Scajaquada creek, he found himself confronted by Major Morgan with about 240
 riflemen, besides some volunteers and militia, and, after two unsuccessful
 attempts to land, was driven back across the river.
 General Drummond then had to content himself with laying siege to Fort
 Erie, which went steadily forward from that time until August 14, on which day,
 at midnight, an assault was made upon the works, which was kept up with terrible
 energy until daylight, the defense being equally brave and determined. The
 British had before then secured possession of one of the bastions of the fort,
 and it seemed impossible to dislodge them, until all at once a terrible
 explosion occurred directly beneath them, in which fragments of timber, stones,
 earth and men's bodies were thrown into the air about 200 feet, and they were
 enveloped in disaster. This was the final blow to the British in the
 contest.
 How this explosion occurred is differently explained. General Drummond
 said that it was through the accidental ignition of ammunition,
 unfortunately placed under the platform,
 which had caught fire from the firing of the guns in the rear; while Lossing
 presents evidence that it was because of the explosion of a magazine directly
 beneath the British, touched off purposely by the Americans. The loss to the
 Americans in this siege of Fort Erie was 17 killed, 56 wounded and II missing;
 while the British lost 221 killed, 174 wounded, and 186 prisoners.
 Schooners Somers and Ohio Lost. -- The Americans also lost
 the schooners Somers and Ohio, which on the night of the 12th had been captured
 and carried away, while the Porcupine drove off her assailants.
 British are Repulsed. -- Immediately after this siege both
 parties began preparations for another contest, and until the middle of
 September each was constantly re-inforced. By this time the Americans had 27
 guns in position and 3,000 men behind them. General Gaines was then in command,
 but on account of a shell falling through the roof of his tent, exploding at his
 feet and severely wounding him, he was compelled to retire and relinquish the
 command to General Brown, who though not fully recovered from the wounds
 received at Lundy's Lane, was yet able to assume this responsibility. On the
 17th General Brown planned a sortie on General Riall's position, and on the same
 day Gen. Peter B. Porter, who had for many years been a prominent citizen of
 Black Rock, was ready to co-operate with General Brown with 2,000 men. Brown's
 troops were soon in motion, divided into three separate corps, one of which was
 General Porter's. The sortie was in all respects a success, the British being
 driven from the position they had selected and occupied for some time in
 anticipation of another attack on Fort Erie, the Americans losing in the attack
 80 men killed, and more than 400 wounded and missing, while the British loss was
 about 500 in killed, wounded and missing, besides 385 taken prisoners. General
 Drummond then fell back to his old camp ground, behind Chippewa creek.
 General Izard's division, which had been ordered up to the lakes,
 reached Sacket's Harbor on the very day this sortie took place, and at once
 resolved to move westward. On the 21st he embarked in Chauncey's fleet 2,500
 infantry, and directed his dragoons and light artillery to move by land by way
 of Onondaga. Izard and his infantry reached Genesee river on the 21st, where
 they disembarked next day, and began their march toward the Niagara frontier on
 the 24th, reaching Lewiston on the 5th of October. Moving up to Black Rock, he
 crossed the Niagara river on the 10th and 11th, and took command of the forces
 there, General Brown retiring to Sacket's Harbor.
 Soon General Izard had nearly 8,000 troops under his command, and,
 leaving a sufficient garrison at Fort Erie, he moved with his army toward
 Chippewa, having a sharp engagement on the way at Cook's Mill on Lyon's creek,
 in which his troops were successful, the British losing about 150 in killed,
 wounded and missing, while his loss was 12 killed, 54 wounded and one prisoner.
 Drummond, perceiving that the American force was too strong for him, fell back
 to Fort George and Burlington Heights.
 Active operations then ceased for the season, winter rapidly coming on.
 General Winder led a portion of General Brown's forces to Sacket's Harbor, and a
 portion of them went to Greenbush, and still another portion to Erie, while
 General Izard ordered that Fort Erie be blown up, as it would be of no further
 use that season, the explosion occurring on November 5, 1814.
 The Three-Decker New Orleans. -- The building of the St.
 Lawrence at Kingston by the British in the summer of 1814 led to the
 construction at Sacket's Harbor of a vessel to match the British double-decker,
 which was intended to carry about 120 guns. This American was built under the
 supervision of Henry Eckford, and was named the New Orleans. Her construction
 was rushed forward with great rapidity, for according to Hough's History of
 Jefferson County, N. Y., she was built between the time of the signing of the
 treaty of Ghent, December 24, 1814, and the date of receiving the news of the
 treaty having been signed. She was to have been a three-decker,
 pierced for 110 guns below her upper deck, and to carry 120 guns in all, 18's
 and 44's. Her frame was completed, and her planks nearly all on when the glad
 tidings of peace caused work upon her to cease. She was never launched nor
 completed, but instead a spacious house was erected over her, and she was well
 taken care of until February 18, 1880, on which day a violent storm blew down
 her ship house, and on February 9, 1884, she was sold to Alfred Wilkinson, of
 Syracuse, and torn down.
 Her dimensions were as follows: Length over all, 214 feet; keel, 187
 feet; beam, 56 feet, and depth of hold, 47 feet, and she was designed to draw 27
 feet of water. She was of 3,200 tons burden. During the many years of her
 existence she was visited by many thousands of people, especially on public
 occasions, as a historic reminder of the times when Sacket's Harbor was the seat
 of war between the United States and Great Britain.
 Had the war lasted until the next year Chauncey would have had the
 advantage, for besides the New Orleans he had another vessel under course of
 Construction, to be called the Chippewa. This vessel was being built further up
 the bay at Storr's Harbor. This was to have been an 84-gun ship, of the same
 mold as the New Orleans, but not so large. The Chippewa was not housed as was
 the New Orleans, and was sold at auction many years before the larger vessel.
 Some have believed that these vessels were put together with copper bolts, but
 according to information sent the writer by W. B. Camp, of Sacket's Harbor, this
 was not the case. But Mr. Camp says that copper sheeting was found on the bottom
 of the frigate and the gunboats when the magazines were placed.
 St. Lawrence Launched. -- On the Canadian side the St.
 Lawrence was launched on October 2, 1814, and on the 15th of that month she
 sailed with Sir James Yeo on board and nearly 1,000 men. She was accompanied by
 four ships, two brigs and a schooner, and for the remainder of the season Sir
 James was lord of the lakes.
 
 EVENTS ON THE UPPER LAKES.
 
 In 1814 Capt. Arthur Sinclair was placed in command of the lakes above
 Niagara Falls, and active preparations were now put on foot to take Mackinac. An
 expedition for this purpose had been planned immediately after the battle of the
 Thames, but it was prevented by the delay in the arrival of the two boats, the
 Chippewa and Ohio, which had been sent for provisions. These vessels had
 encountered a storm, and were stranded off the lower end of the lake. Early in
 April, 1814, the expedition was again started, with the two-fold object of
 taking the fort and of destroying some boats the English were building in
 Gloucester bay. This too, was temporarily abandoned, partly because it was
 thought Great Britain would not endeavour to retain
 possession of the upper lakes, and partly because of a misunderstanding between
 General Harrison and Colonel Croghan, who commanded at Detroit, and the
 Secretary of War.
 Expedition Against Mackinac. -- But the plan was revived,
 and a squadron, consisting of the United States sloops of war Niagara and
 Lawrence, carrying twenty guns each, and the smaller schooners Caledonia,
 Scorpion, Tigris, Detroit, and others, and a land force of 750 men placed on
 board. Commodore Sinclair was the naval commander, and Lieut.-Colonel Croghan,
 who had gained distinction by his defense of Sandusky in 1812, was in command of
 the militia. Ambrose R. Davenport, who had refused to take the oath of
 allegiance to the British crown on the taking of Fort Mackinac, was chosen as
 quartermaster and guide. On July 3, the fleet set sail. High hopes of success
 and glory cheered both officers and men, but disappointment awaited them. They
 made every effort to gain Gloucester bay, and destroy the vessels supposed to be
 there, but the islands and sunken rocks in Lake Huron threatened destruction to
 the fleet, and dense fogs prevailed. Provisions were growing short, and the
 fleet pushed on to the head waters of the lake.
 Schooner Mink Captured. -- When near-ing their
 destination, a counsel was called to decide whether they invest
 Fort Mackinac, or attack St. Joseph. The latter course was pursued. On July 20
 they arrived at St. Joseph, but found the place deserted. They burned the fort,
 leaving the town and the Northwest Company's storehouses uninjured. While
 windbound at this point, Sinclair captured the Northwest Company's schooner
 Mink, from Mackinac to St. Mary's with a cargo of flour, and by this means
 received intelligence that the schooner Perseverance was lying above the Falls
 of St. Mary's, at the foot of Lake Superior, in waiting to transport the Mink's
 cargo to Fort Williams.
 Schooner Perseverance Destroyed. -- Sinclair immediately dispatched Lieutenant Turner to capture her
 and, if possible, get her down the falls. Colonel Croghan attached Major Holmes
 with a party of regulars to co-operate in the expedition, in which the capture
 of St. Mary's was included. The following is Lieutenant Turner's official
 report, dated U. S. Schooner Scorpion, off Michilimackinac, July 28, 1814.
 Sir: -- I have the honor to inform you, that agreeable to your orders
 of the 22nd inst., I proceeded to Lake Superior with the launches. I rowed night
 and day; but having a distance of sixty miles, against a strong current,
 information had reached the enemy at St. Mary's of our approach about two hours
 before I arrived at that place, carried by Indians in their light canoes;
 several of whom I chased, and by firing on them and killing some, prevented
 their purposes; some I captured and kept prisoners until my arrival, others
 escaped. The force under Major Holmes prevented anything like resistance at the
 fort, the enemy, with their Indians, carrying with them all light valuable
 articles, peltry, clothes, etc. I proceeded across the strait of Lake Superior
 without a moment's delay; and on my appearance, the enemy, finding they could
 not get off with the vessel I was in quest of, set fire to her in several
 places, scuttled and left her. I succeeded in boarding her, and by considerable
 exertions extinguished the flames and secured her from sinking. I then stripped
 her, and prepared for getting her down the falls. Adverse winds prevented my
 attempting the falls until the 26th, when every possible effort was used, but I
 am sorry to say without success, to get her over in safety. The fall in
 three-quarters of a mile is fifty-five feet, and the channel very rocky; the
 current runs from twenty to thirty knots, and in one place there is a
 perpendicular leap of ten feet between three rocks; here she bilged, but was
 brought down so rapidly that we succeeded in running her on shore below the
 rapids before she filled, and burned her. She was a fine new schooner, upwards
 of 100 tons, called the Perseverance, and will be a severe loss to the Northwest
 Company. Had I succeeded in getting her safe, I could have loaded her to
 advantage from the enemy's storehouses. I have, however, brought down four
 captured boats, loaded with Indian goods to a considerable amount; the balance
 contained in four large and two small storehouses, were destroyed, amounting in
 value from fifty to one hundred thousand dollars. All private property was,
 according to your orders, respected. The officers and men under my command
 behaved with great activity and zeal, particularly midshipman Swartwout.
 I have the honor to be, sir, with great respect, your obedient
 servant.
 (Signed) DANIEL TURNER.
 On the return to St. Joseph, the squadron at once proceeded to Fort
 Mackinac, arriving there on the 26th. Colonel McDonald, the British commander,
 had made the most of his opportunities in strengthening his fort, during the
 interval given him by the American tactics. All weak points in the
 fortifications had been strengthened, and Indian aid summoned.
 Fort Mackinac Invested. -- Sinclair went as near to the
 channel between the islands of Round and Mackinac as the batteries would permit
 and anchored on the eastern extremity of Round island, where he thought he would
 be out of range. Scarcely had the anchors reached the bottom when the whizzing
 balls warned them they were still too close, and they were compelled to move
 toward the island Bois Blanc, when Croghan dispatched an officer
 with a number of men, and Mr. Davenport as guide, to reconnoitre the enemy's
 position and find the most advantageous spot on which to erect the battery.
 Several landings of troops were made upon the island, but the numerous bands of
 skulking savages constantly harassed them with considerable loss, Major Holmes
 being among the slain. The attempt to wrest Fort Mackinac from the English by
 force, and the island upon which it stood, was finally abandoned.
 Having failed in the reduction of Fort Mackinac, which Sinclair
 denominated a perfect Gibraltar, measures were taken to starve it into
 submission, by cutting off its supplies. The troops, with the exception of three
 companies, were dispatched in two vessels to join General Brown on the Niagara,
 and the remainder of the squadron directed its course to the east side of the
 lake, to break up any establishment which the enemy might have in that quarter.
 They proceeded to the mouth of the Nottawasau-ga, in hopes of finding the
 enemy's schooner Nancy, which was thought to be in that quarter. On August 13
 the fleet anchored off the mouth of that river.
 Schooner Nancy is Taken. -- An old English author, James,
 in his "Naval History of Great Britain," gives this account of the capture of
 the Nancy: "The Nancy was lying about two miles up the Nottawasauga under the
 protection of a block house situated on the southeast side of the river. This
 enabled Captain Sinclair to anchor his vessels within good battering distance of
 the block house. A spirited cannonade was kept up between them and the block
 house, where, besides two 24-pounder carronades on the ground, a six pounder was
 mounted. The three American vessels outside, composed of the Niagara, mounted
 eighteen carronades (thirty two pounders) and two long twelve-pounders, and the
 Tigris and Scorpion mounted between them one long twelve and two long
 twenty-four pounders. In addition to this force, a five and a half inch
 howitzer, with a suitable detachment of artillery, had been landed on the
 peninsula. Against these twenty-four pieces of cannon and upward of 500 men were
 opposed one piece of cannon and twenty-three officers and seamen.
 "Further resistance was in vain, and just as Lieutenant Worsley had
 prepared a train, leading to the Nancy from the blockhouse, one of the enemy's
 shells burst in the latter and both the blockhouse and the vessel were presently
 blown up. Lieutenant Worsley and his men escaped in their boat up the river and,
 fortunately, the whole of the Northwest Company's richly laden canoes, bound
 across the lake, also escaped into French river. Having thus led to the
 destruction of a vessel which the American commander had the modesty to describe
 as ' His Britannic Majesty's schooner, Nancy,' Captain Sinclair departed for
 Lake Erie, leaving the Tigris and Scorpion to blockade the Nottawasauga, and, as
 that was the only route by which supplies could be readily forwarded, to starve
 the garrison at Michilimackinac into a surrender. After remaining at their
 station for a few days, the two American schooners took a trip to the
 neighborhood of St. Joseph. Here they were discovered, August 25, by some
 Indians on their way to Michilimackinac."
 After the destruction of the Nancy, her captain, with several of his
 men, proceeded to Fort Mackinac. Provisions were getting low; the men were
 subsisting on half rations, and had already been reduced to the necessity of
 killing several horses to ward off starvation. A long and dreary winter was near
 at hand. An expedition was at once fitted out by Colonel McDonald, consisting of
 a force of 150 sailors and soldiers, and 250 Indians, in open boats, to break
 the blockade, if possible.
 Tigris and Scorpion taken by the British. -- On September
 3, at 6 o'clock p. M. , they found the Tigris at anchor, and came within one
 hundred yards unobserved, when a smart fire of grape and musketry was opened
 upon them. They advanced, and, two boats boarding her on each side, she was
 carried, after a short contest, in which the British lost seven men killed and
 wounded, and the Americans, out of a crew of twenty-eight, had three killed and
 two wounded. The prisoners having been sent to Mackinac, the Tigris
 was got under way the next day, still keeping the American colors flying, and
 proceeded in search of the Scorpion. On the fifth, they came in sight of her,
 and, as those on board knew nothing of what had happened to the Tigris, were
 suffered to approach. At daylight the next morning, the Tigris was again got
 under way, and running alongside her late consort, the British carried her by
 boarding, after a short scuffle, in which four of the Scorpion's crew were
 killed and wounded, and one of the British wounded. The schooners had on board
 large quantities of arms and ammunition.
 Mackinac was left in the hands of the English until peace was declared.
 In the spring of 1815, the post was evacuated by the English, and a company of
 American troops, under Colonel Chambers, took peaceable possession.
 Peace is Declared. -- Peace was arranged between the two
 governments at Ghent, December 24, 1814, fifteen days before the battle of New
 Orleans. By this treaty provision was made for definitely determining the
 boundary line between the United States and Canada, from the point where the
 forty-fifth degree of north latitude strikes the "River Iroquois or Cataraguy"
 (St. Lawrence) to Lake Superior, in accordance with the intent of the Treaty of
 1783, and also from the water communication between Lake Huron and Lake Superior
 to the northwesternmost point of the Lake of the Woods; to decide to which party
 the several islands lying in the lakes, water communications and rivers
 respectively belong, and to particularize the latitude and longitude of the
 northwesternmost point of the Lake of the Woods.
 The commissioners of each government who met at Ghent were instructed
 by their respective governments to exclude, if possible, the other party from
 the lakes; but this was found impracticable, and the British commissioners,
 under instructions from their home government, gradually receded from this
 point, as from many other points, during the long summer and fall of 1814, and
 the treaty was concluded as noted above. It did not in any way touch upon the
 question of American and British naval forces upon the lakes.
 In April, 1817, an agreement was entered into at Washington to the
 effect that but one vessel of not more than 100 tons burden, and armed with one
 18-pound gun, should be maintained by each of the two nations on Lakes Ontario
 and Champlain. This agreement having been approved by each of the two
 governments, it was announced by a proclamation issued by President James
 Monroe, April 28, 1818. The Lady of the Lake with three pivot guns on deck, and
 the brig Jones, with 18 guns on deck, were kept up until this agreement was
 announced; the Pike, Jefferson, Mohawk, Madison, Superior and Sylph having been
 dismantled soon after peace was declared. The Jones and fifteen barges were, in
 1816, reported in good order. Most of these vessels were covered with a roof,
 but in the annual returns to the department were successively marked "much
 decayed," "sunk," "useless," etc., until March 3, 1824, when an Act was passed
 directing that all public vessels on Lakes Erie and Ontario, except the ships of
 the line, New Orleans and Chippewa, then on the stocks under cover, should be
 sold, and the avails should be applied to the repair and building of sloops of
 war. The Lady of the Lake continued to be kept up until the passage of this
 Act.
 
 Growth of Traffic
 
 
 Commerce Expands after the War of 1812 -- Character of Early Traffic -- Settlement of Michigan -- Illinois and
 Wisconsin -- Immigration by Lake -- Helped by the Erie Canal -- Early
 Commerce West of Detroit -- The Indian
 Trade -- First Steamboat on Lake Michigan
 -- From 1833 to 1840 -- Transportation by Land -- Early Lake Fares and
 Freights -- Growth of Passenger Traffic
 -- Travel from the South -- Growth of Population -- Benefits from the
 Canals -- National Extent of Lake
 Commerce -- Ruinous Effects of the
 Railways -- Ships that passed down to the
 Sea -- Modern Traffic -- Commerce Through Detroit River -- Commerce Through
 the St. Mary's Canals -- Coasting Trade of Ontario,
 Canada.
 
 
 ONE natural division of the history of the traffic on the Great Lakes
 is into two periods; the first, before railroad competition; the second, after
 railroad competition. Another division would be before and after the
 construction of the Sault canal, that important waterway exercising an important
 influence upon commerce. Again, the period of settlement on the shores of the
 lakes might be considered one phase of lake navigation, and the subsequent
 period another phase. Quite curiously, all these divisions arrange themselves
 and blend into much the same periods of time. The first of these two epochs has
 passed wholly into history. It had its marvelous growth, its prosperous
 maturity, and had commenced its decline, when the new, or modern, conditions
 caught up the halting commerce, and are to-day carrying it to a magnitude that
 can be but dimly discerned. In this chapter will be recorded a few of the
 features that characterized the first of these two periods.
 When peace was restored, after the war of 1812, and the energies of the
 lake dwellers were directed again to commerce, traffic on the Great Lakes was
 endowed with a new and vigorous growth. It first attained activity on Lake
 Ontario, where population was rapidly gaining the consistency and permanency of
 older settlements. Sail vessels multiplied, and the primitive steamer, Ontario,
 was launched in 1816. Two years later, the Walk-in-the-Water appeared as a
 strange and curious craft among the white-winged fleets of Lake Erie. The chief
 commerce of the lake vessels was in bringing household goods, provisions and
 various articles of domestic need. Wheat was not uncommonly an article of
 westbound lake traffic in the early years, following the war of 1812, not only
 to the few military posts in the distant Indian country, but to the early
 settlements of the white immigrants; and as this tide of immigration crept
 slowly and steadily westward, the commerce of the lake country grew more complex
 and important. But for nearly twenty years after the close of the war of 1812 it
 had scarcely grown beyond the confines of Lake Erie.
 The principal articles of shipment to Buffalo in 1830 were corn, fish,
 furs, whisky, lumber and shingles, and the points of traffic between Detroit and
 Buffalo and all ports on Lake Erie. The return cargoes were merchandise and
 passengers, while there was an occasional clearance from Lake Erie ports and
 Detroit for Mackinac and Chicago, and the freights thus transported were flour,
 whisky, beef and merchandise, with invariably small cargoes.
 The schooner Detroit cleared from Cuyahoga in 1830 with a full load,
 consisting of 91 barrels of flour, 101 barrels of whisky, 63
 barrels of pork, 51 barrels of dried fruit, 24 barrels of cider and 16 barrels
 of beef. Captain Robinson sailed her. Vessels plying to Canadian ports from
 Detroit traded to Goderich, Penetanguishene and Drummond island. Even at this
 early period Saginaw (Sagana) was not unknown, but was visited only by sail
 vessels. The schooner Eclipse, Capt. John Shook, during the season of 1830,
 visited Green Bay with supplies on three occasions. The schooner Cincinnati,
 Capt. Morris Tyler, made one trip to Grand River, Mich., with whisky, beer,
 plank boards, 350 bushels of potatoes and 87 cwt. of iron, returning in ballast;
 also three trips between Cuyahoga and Fort Erie, with dressed hogs for the
 Montreal market. Considerable traffic was carried on by vessels trading between
 Maiden and other Lake Erie-Canadian ports to Fort Erie, which was the terminus
 for all freights destined to eastern Canada. From this point it was conveyed
 down the Niagara river to Chippewa, thence a distance of nine miles by teams to
 Queenston.
 Sometime previous to 1819 the United States revenue cutter Fairplay
 arrived at Chicago, outside the bar, and then proceeded to enter the river. This
 task was successfully accomplished, and for the first time a sailing vessel,
 other than a yawl or Mackinaw boat, was anchored in the river just north of Fort
 Dearborn. A few years after the Walk-in-the-Water had been wrecked, various
 schooners, such as the Chicago Packet and the Virginia, plied in those waters.
 In 1829 an Ohio distiller, who had touched at Mackinaw, Detroit and Milwaukee,
 in a vain attempt to dispose of a load of whisky, reached Chicago in his boat.
 After ridding himself of all but ten barrels, he proceeded on his way to Grand
 River.
 Settlement of Michigan. -- The settlement of Michigan was
 made almost entirely by lake. It was delayed, in large measure, until Ohio had
 first been peopled. From 1800 to 1820 the population of Ohio increased fourteen
 fold, from 42,161 to 581,-295; that of Michigan scarcely more than doubled, from
 3,757 to 8,765. It has been remarked by Mr. Hinsdale that had the St. Lawrence
 originally fallen to England instead of to France, the Great Lakes might not
 have been explored so promptly, but the adjacent country would have been more
 quickly peopled. It was not until after the appearance of steamers on the lakes
 in 1818, and the opening of the Erie canal in 1825, that the lands of Michigan
 began to be occupied. The political inertia of the French inhabitants was also
 an obstacle to rapid advancement. They preferred the irresponsible condition of
 territorial authority to the duties and burdens of self government, and by a
 decisive majority in 1818 rejected statehood. Not till an influx of fresh
 citizenship did Michigan finally, in 1827, join the Union.
 Illinois and Wisconsin. -- After the war of 1812 was over,
 the northwestern territory was held by the United States Government by a kind of
 military occupation for some twenty years, when, the Indian title having been
 extinguished, white settlers began to occupy northern Illinois and Wisconsin.
 The Sacs and Foxes, having repented of their surrender of this fair country,
 re-entered it in 1832, but after a short contest were expelled and driven
 westward, and the working period commenced.
 The breaking out of the Black Hawk war, in 1832, first brought out a
 knowledge of the richness of the soil and salubrity of the climate of northern
 Illinois and Indiana, and the territory of Wisconsin, and exhibited the
 commanding position of Chicago (hitherto an isolated place) for commercial
 business. This war being closed that same season, and peace being re-established
 in all those parts, a strong emigration set in that direction the next year, and
 the rich prairies of that country began to fill with a vigorous, hardy and
 enterprising population.
 Immigration by Lake. -- Flint in his "History of the
 Mississippi Valley," published 1832, says: "On account of the universality and
 cheapness of steamboat and canal passage and transport, more than half the whole
 number of immigrants now arrive in the West by water. This remark applies to
 nine-tenths of those that come from Europe and the Northern
 States. They thus escape much of the expense, slowness, inconvenience and danger
 of the ancient, cumbrous and tiresome journey in wagons. They no longer
 experience the former vexations of incessant altercations with landlords, mutual
 charges of dishonesty, discomforts from new modes of speech and reckoning money,
 from breaking down carriages and wearing out horses. Immigrants from Virginia,
 Georgia and the two Carolinas still immigrate after the ancient fashion, in the
 Southern wagon. Perhaps more than half the Northern immigrants now arrive by way
 of the New York canal and Lake Erie. If their destination be the upper waters of
 the Wabash, they debark at Sandusky, and continue their route without
 approaching the Ohio. The greater number make their way from the lake to the
 Ohio, either by the Erie and Ohio, or the Dayton canal. From all points except
 those west of the Guyandot route, and the national road, when they reach the
 Ohio, or its navigable waters, the greater number of the families take
 water."
 Helped by the Erie Canal. -- The opening of the Erie
 canal, in 1826, was a great factor in promoting the growth of the lake business.
 It was not felt immediately, but in a few years both freight and passenger
 business attained tremendous proportions, compared with the previous feeble
 volume of traffic.
 On the Erie canal there were, in 1836, about 3,000 canal boats
 employed, leaving Albany almost every hour, affording facilities to emigrants to
 convey their families and property at a small expense. Between what was known as
 the packet and the line boat, there was but little choice, except that the
 former moved four miles per hour and the latter three miles per hour. The price
 of passage by the packet boat, including meals, from Albany to Buffalo, was
 $14.52; on a line boat, 1 ½ cents per mile for passage, or 2 ½
 cents a mile, including meals, making for a passage the whole route in the
 former case, $5.44; in the latter, including meals, $9.07. For light goods, from
 Albany to Buffalo, the freight was 75 cents per hundred weight; heavy, $1, and
 furniture 75 cents per hundred weight.
 Early Commerce West of Detroit. -- "Prior to the year
 1832," says James L. Barton, "the whole commerce west of Detroit was confined,
 almost exclusively, to the carrying up of provisions and goods for the Indian
 trade, and bringing back, in return, the furs and other matters collected by
 that trade for an Eastern market, and the freighting up of provisions and
 supplies for the troops at the different posts established around the upper
 lakes, all of which furnished a limited business for a few schooners.
 The Indian Trade. -- Of the Indian trade at
 Michilimackinac in 1820 Schoolcraft says: "The Indian trade is chiefly conducted
 by the American or Southwest Fur Company, under the direction of Messrs. Stuart
 and Crooks. The warehouses, stores, offices, boat yards and other buildings of
 this establishment occupy a considerable part of the town plat, and the company
 furnishes employment to a great number of clerks, engages and mechanics, and
 contributes very largely to the general business activity and enterprise of the
 town. The trade and operations of this company are confined principally to the
 northwestern territories of the United States.
 First Steamboat on Lake Michigan. -- "In 1826 or 1827,"
 says James L. Barton, "the first steamboat sailed on Lake Michigan. She made an
 excursion with a pleasure party to Green Bay. These pleasure excursions were
 annually made, by two or three boats, until the year 1832. This year, the
 necessities of the government requiring the transportation of troops and
 supplies for the Indian war then existing, steamboats were chartered by the
 government, and made their first appearance at Chicago, then an open roadstead,
 in which they were exposed to the full sweep of northerly storms, the whole
 length of Lake Michigan."
 Travel on the lakes was very flourishing in 1836. During May of that
 year there were 90 steamboat arrivals at Detroit, each one with passengers for
 Michigan and the West. The steamer, United States, which arrived May 23, carried
 over 700 people. It is said that the steamboat owners that year
 earned from 70 to 80 per cent, on the cost of their vessels.
 Trade from 1833 to 1840. -- In reviewing the trade of
 Lakes Erie, Huron and Michigan between 1833 and 1840, Mr. Barton says: "In 1833
 there were employed eleven steamboats, which cost the sum of $360,000: they
 carried to and from Buffalo, and other ports on the lakes, that summer, 61,485
 passengers. Of these, 42,956 were taken from Buffalo, bound west; the remaining
 18,529 were all landed at Buffalo, excepting some few distributed at the
 different ports along the lake. There were made, that season, three trips to the
 Upper Lakes, two to Chicago, and one to Green Bay; the amount of receipts for
 which was $4,356.
 "By way of contrasting the time employed in making trips to Chicago in
 those days and the present, I will state that one of the boats left Buffalo June
 23, at 9 P. M., and returned on July 18, at 10 P. M. The other left Buffalo July
 20, at 4 P. M., and returned August 11.
 "In 1834, the number of boats on the lakes was 48, of various sizes,
 from 150 to (one of them only) 750 tons, and cost in the construction
 $2,200,000. Some of these boats were run and others laid up. The business this
 year west of Detroit reached the sum of $201,838; this amount of business is
 made up (with the exception of some $12,000 or $14,000 paid by government for
 transportation of troops) by passengers, and freight of merchandise, going to
 the different towns (I cannot say ports, for there is none that a boat can enter
 with safety) on the borders of Lake Michigan; and passengers and produce, of
 which latter there was a good deal this year from the same quarter. In 1834 two
 trips were made to Green Bay, and three to Chicago, and the amount of business
 done was $6,272; the greatest part of this sum was for business west of Detroit,
 as the trips to Chicago were made by a boat running from that place to
 Chicago.
 "In 1835, as the spirit of land speculation had commenced west, the
 number of passengers crossing the lake was much increased, and, consequently,
 the aggregate
 business done must have presented a much enlarged margin over 1834.
 "As speculation was rife, and bank bills plenty, and everybody getting
 rich, a greatly increased business to the West took place in 1836, of
 passengers, merchandise and provisions.
 "A great revolution in the trade of the country had taken place, in
 1837, and a general suspension of specie payments by the banks occurred in May
 of that year. A less number, or, at least, no greater number of passengers
 crossed the lakes, in either 1837 or 1838, than in 1836; and a great decrease of
 goods going west also had a tendency to diminish the business of those years. In
 all probability, could the business of either of those years be ascertained, it
 would prove to be less than was done in 1836.
 "The increase of business to Chicago and ports west of Detroit, in
 1839, had become so large that a regular line of eight boats, varying in size
 from 350 to 650 tons each, was formed to run from Buffalo to Chicago, making a
 trip in every sixteen days. The increase in the business was by emigrants with
 their household furniture and farming implements, and others going west, and not
 from any freight from Lake Michigan, as the rapidly increasing population of
 that section of the country required provisions to be imported into rather than
 exported from it.
 "The boats were run in the same manner by association, in 1840, and in
 1841, with this exception: six boats of the largest class ran from Buffalo to
 Chicago, making fifteen day trips, and one to Green Bay a part of the season.
 The Chicago and Green Bay boats earned, in 1841, the sum of $301,803, from the
 increased quantity of agricultural productions brought from the shores of Lake
 Michigan this season, also a good many tons of lead and shot from the mines in
 that section of the country, now, for the first time, in any considerable
 quantity, seeking a market by the lake route. I estimate that three-fourths of
 the business done by the Chicago and Green Bay boats this year is made from
 legitimate business west of Detroit, and amounts to $226,352. 
 Business is found to have grown, in the short period of seven years, from 1834
 to 1841, from the trifling sum of $6,272 to the magnificent amount of
 $226,352."
 
 TRANSPORTATION BY LAND.
 
 The cost of travel and transportation in those days of early navigation
 was almost immeasurably greater by land than by water, and it was that fact that
 so greatly stimulated the early traffic on the Great Lakes.
 At the beginning of the present century the average cost of moving a
 ton of freight, by road, 300 miles, was $100, or 33 1/3 cents per ton per mile.
 This made utterly prohibitive the shipment of agricultural products from the
 lake region to the Atlantic seacoast.
 About the beginning of this century, freight designed for Lake Erie and
 the West was transported over a route leading from Lake Ontario, and from the
 mouth of the Niagara river to the head of the falls was a portage of 28 miles.
 The charge for transporting a bushel of salt for this distance, according to the
 report made by Mr. Geddes, in 1809, was 75 cents; and for a ton of general
 merchandise $10. This was at the rate of 35 5/7 cents per ton per mile.
 "Progress of Nations" says of the United States, in 1852, that "the
 average price for transporting by teams in this country a bushel of wheat, or
 corn, or 50 pounds of merchandise, 50 miles, has been about 20 cents, and 40
 cents for 100 miles, equal to about 15 cents per ton per mile for grain, and 18
 cents per ton per mile for merchandise.
 It is stated that previous to 1824 the cost of transporting a ton of
 merchandise, between Buffalo and New York, over earth roads, was $100, and that
 the time consumed was twenty days.
 
 EARLY LAKE FARES AND FREIGHT.
 
 Lake charges in early years were much higher than now, both in freight
 and passenger traffic, though far. below transportation charges by land.
 In 1815 and 1817 the trip between Buffalo and Detroit occupied about 13
 days, and the fare was $15.
 On the Walk in the Water, in 1818, the cabin passage between Buffalo
 and Detroit cost $18. On her first trip she carried 29 passengers, but later she
 sometimes carried 100 passengers.
 These are the rates of passage on the early steamboat for 1820, being a
 reduction from former prices: From Black Rock to Erie, $5; to Grand River, $7;
 to Cleveland, $10; to Sandusky, $13; to Detroit, $15. The most fastidious of
 present steamboat managers would be pleased with these rates for double the
 distance.
 The rates of passage on Lake Ontario during the steamer Ontario's
 latter years (to 1832) were: From Genesee river to Youngstown or Lewiston, $4;
 from Genesee river to Sacket's Harbor, $5; forward cabin passengers, with board,
 at three-quarters of the above prices.
 The charges for passage by steamboat on Lake Ontario in 1836 were as
 follows: From Ogdensburg to Lewiston, $8; from Sacket's Harbor or Oswego to
 Lewiston, $6; from Genesee river to Lewiston, $3. These charges were for cabin
 accommodations, while for those taking deck passage the rates were usually
 one-third less.
 The cost of down freight per ton from Buffalo to Albany, by Erie canal,
 including tolls, which made up about one-half the expense, was in periods of
 four years as follows: 1830, $8.84; 1834, $7.15; 1838, $6.94; 1842, $5.93; 1846,
 $5.90; 1850, $5.07; 1854, $4.86; 1858, $3.54; 1862, $4.66; 1866, $4.13.
 Sardis Burchard, of Sandusky, in connection with Richard Sears, of
 Buffalo, bought the schooner John Richard, 39 tons burden, for $4,000, and by
 her the first cargo of wheat was shipped from that port to Buffalo, the freight
 being 16 cents per bushel.
 Freight from Buffalo to Detroit, in 1836, by steamer, for heavy goods
 was 38 cents per hundred weight, and for light, 50 cents. The price of cabin
 passage from Buffalo to Cleveland was $6; to Mackinac or the Sault, $12; to
 Chicago, Green Bay or St. Joseph, $20; Buffalo to Detroit, $8; deck, $3, and so in the same proportion to all intermediate ports. The passage
 by sail craft was much less.
 Prices of down freights of Lake Erie, in 1836, from Detroit, Cleveland
 and all ports on Lake Erie: Flour, 25 cents, Buffalo charges 5 cents per barrel;
 rye, wheat, and all grain, 8 cents, Buffalo charges 2 cents per bushel; beef,
 pork, ashes, whiskey, 10 cents, Buffalo charges 3 cents per 100 pounds; skins
 and furs, 25 cents, Buffalo charges 6 cents per 100 pounds; staves from
 Cleveland, $5 per M., Buffalo charges $1.25 per M. net; staves from Detroit, $6
 per M., Buffalo charges $1.25 per M. net.
 Prices of freight, Buffalo charges of 10 cents per 100 pounds,
 included on Lake Erie and the upper lakes in 1837, were as follows per 100
 pounds. 
 Sail
 VesselsSteamers
 1837HeavyLightHeavyLight
 From Buffalo to Dunkirk28 c.36
 c.37 c.46 c.
 Grand River and Cleveland34 c.46
 c.44 c.60 c.
 Maumee River and Detroit38 c.50
 c.48 c.64 c.
 Green Bay and Mackinac95 c.100
 c.95 c.
 
 
 All goods for the upper lakes had to arrive at Buffalo by September
 15, and for ports on Lake Erie October 15.
 Following were the prices of down freight on the Erie canal in 1837:
 Flour, per barrel, 80 cents; ashes, provisions and whiskey, per 100 pounds, 50
 cents; grass seed, per 100 pounds, 60 cents; tobacco, per 100 pounds, 60 cents;
 corn and wheat, 25 cents per bushel of 60 pounds weight; feathers, furs, and all
 light articles per 100 pounds, $1.10; wool and hemp, per 100 pounds, $1.00.
 The rates of fare and transportation on the lakes by the steamboat
 combination company in 1839 were as follows: Buffalo to Cleveland, cabin fare,
 $4; steerage, $2. 50. Detroit, cabin, $8; steerage, $3. On freight to Chicago,
 light, per 100 pounds, 87 ½ cents; heavy, 62 ½ cents; barrel
 bulk, $1.50. Silver Creek, Dunkirk and Barcelona, 25 cents and 35 cents; Erie,
 Grand River and Cleveland, 27 cents and 40 cents; ports above Cleveland to
 Detroit, 30 cents and 46 cents.
 The price of passage and freight from Buffalo to Chicago, from 1838 to
 1840, was for cabin passage, found, $20; steerage passage, $10; and for freight,
 75 cents per 100 pounds for light, and 50 cents per 100 pounds for heavy goods,
 excepting for a month or so at the close of the season, when freights alone are
 usually higher. When the business first commenced westward of Detroit, the price
 of cabin passage and found, to any place on Lake Michigan, was $30, and freights
 in proportion.
 After 1840, the price of fare and freight by steamboats fell in a few
 years to, cabin passage and found, $12; steerage, $6; light goods, 35 cents, and
 heavy to 20 cents per 100 pounds, except late in the fall months, when an
 advance is usually made in freight alone.
 The passenger and freight arrangements in 1841 were published early in
 the season to continue until November 1. The passenger fare was as follows:
 Buffalo to Dunkirk, cabin $2, steerage $1.50, horses. $2 each. Erie, cabin $3,
 steerage $2, horses $3. To Conneaut and Ashtabula, cabin $4.50, steerage $3.50,
 horses $4. Fairport, cabin $5, steerage $2.50, horses $5. Cleveland, cabin $6,
 steerage $2.50, horses $5. Sandusky, cabin $7, steerage $3, horses $6. Maumee
 and Detroit, cabin $8, steerage $3, horses $6.
 The prices of freight were as here noted: From Buffalo to Dunkirk,
 heavy 25 cents, light 35 cents per barrel; bulk 38 cents. To Erie, Conneaut and
 Fairport, 27 cents, 40 cents and 50 cents; to Sandusky and Detroit, 30 cents, 43
 cents and 50 cents. Down freight as follows: Flour per barrel, 20 cents;
 provisions, etc., per 100 pounds, 10 cents; tobacco, per 100 pounds, 15 cents;
 grass seed, per 100 pounds, 15 cents; ashes, per 100 pounds, 10 cents; wood and
 peltries, 25 cents.
 Passenger rates from Buffalo to ports on Lake Michigan, as follows: To
 Mackinac, cabin $16, steerage $8, horses $10 each; to Milwaukee, cabin $20,
 steerage $10, horses $15 each; to Racine, Southport and Chicago, the same.
 Prices of freight from Buffalo to Mackinac, 100 pounds,
 heavy 50 cents, light 75 cents; to Milwaukee, heavy 62 cents, light 87 cents; to
 Racine, Southport and Chicago, the same; double wagons $7, single $5; furniture,
 heavy, $1.50. Down freight: Flour, per barrel, 40 cents; provisions, per barrel,
 60 cents; ashes, per 100 pounds, 20 cents; hides, each, 15 cents.
 There was a lake steamboat combination in 1843 consisting of two
 lines, one of which was between Buffalo and Detroit, calling at way ports, with
 daily arrivals and departures, and between Buffalo and Chicago on alternate
 days. The fares were slightly reduced from the previous season. Cabin passage,
 Buffalo to Chicago $15, steerage $7. Between Buffalo and Detroit, also Toledo,
 cabin $6. The basis of the combination was similar to that of former years.
 The combination line of boats met with strong opposition from outside
 boats, causing a reduction in fares, which, for a time, was reduced between
 Chicago and Buffalo to $5. Each steamer carried a band of music, with numerous
 dock runners at all the principal ports, all of which eventually broke up the
 old line.
 The cabin fare from Buffalo to Cleveland was fixed at $5, to Detroit
 $7, and to Chicago, 14; steerage to Detroit $3, to Chicago, $7. The price of
 freight was considered low upon the lakes. From Lake Erie ports to Buffalo,
 wheat at 4 to 5 cents; flour 16 to 18 cents; pork 25 to 28 cents per barrel;
 wheat to Oswego, via Welland canal, at 8 ½ cents; from the upper lakes
 to Buffalo, wheat, 11 to 12 ½ cents per bushel, flour, 35 to 37
 ½ cents per barrel according to circumstances.
 In 1846 the price of cabin passage from Buffalo to Detroit had fallen
 to $6, the reduction being due to competition, which not only affected the cost
 of fare but led also to frequent tests of speed.
 The steamers running from Buffalo to the upper lakes in the latter
 part of 1847 formed an association, regarding both passenger and freight rates,
 as follows: cabin fare to Chicago or any ports on Lake Michigan $10, steerage
 $5; to Erie, cabin $2,
 steerage $1; to Cleveland, cabin $3, steerage $1.50; Detroit, cabin
 $4, steerage $2; freight, 50 cents per 100 pounds and $1 barrel bulk.
 After the close of navigation in 1852 travel between Detroit and
 Buffalo was kept up by a line of stages via Chatham, London and Hamilton, the
 trip occupying usually three days; the fare was $12, which included all
 ferryage.
 The fare from Chicago to Buffalo was .$19.50. The mails were carried
 in a separate conveyance. On the opening of the Great Western railway, in 1853,
 this route was completely broken up, after an existence of twenty-five years.
 Lake freights from upper lake ports to Buffalo in 1855 commenced at 18
 cents on wheat, and afterwards came down to 16 cents. Quite a fleet of vessels
 were taken at the latter figure.
 
 GROWTH OF PASSENGER TRAFFIC.
 
 In 1845 there were three daily lines of large steamboats leaving
 Buffalo for Toledo, Detroit and Lake Michigan, as far as Chicago. A careful
 count of the business done that year makes an aggregate of 93,367 through
 passengers, 5,369 passengers from way ports, total 98,736. Including other vessels about 200,000 persons, independent of the
 crews of the steamboats and vessels, crossed these upper lakes in 1845. And to
 this great number may be added 50,000 more, passing and repassing on Lake
 Ontario in various ways, and including those taken to and from the upper lakes
 in the propellers and vessels which passed via the Welland canal; making the
 total aggregate of all the passengers passing, on all the lakes in 1845, about
 one-quarter of a million.
 Writing of the commerce on Lake Michigan in 1846, James L. Barton
 says: "I would here remark that so far as steamboats are concerned, owing to the
 entire want of harbors around Lake Michigan to afford them protection, their
 whole business is now confined to the western shore of that lake. During the
 past season, in midsummer, two or three boats touched at Michigan City and St.
 Joseph. With these exceptions, Milwaukee, Racine, Southport and
 Chicago, are the places where they have regularly done business."
 Travel From the South. -- While emigrants constituted the
 principal passenger business up bound, there was also a fair amount of travel
 down the lakes. Prior to 1840 there sprang up a considerable traffic between the
 Southern States and the Atlantic seaboard via Chicago. There was a very large
 increase of fashionable travel from New Orleans to the Northern States, during
 the hot season of the summer months early in the forties, this route being
 preferred in consequence of its being more speedy, less expensive, more healthy
 than the lower route, and affording the traveler a view of the magnificent
 scenery of the islands and shores of the Great Lakes.
 A writer gives this picture of passenger traffic on the steamboat
 Chesapeake, in 1842: "The Chesapeake posed as the bully boat with the bully crew
 of the period. She ran on the Chicago line, and in general was crowded with
 passengers, among whom were the bloods of the country, especially on her down
 trips. Capt. D. Howe in general spent his winter vacations in New Orleans, and
 mingled there with the Southerners who usually traveled with him on the lakes in
 summer. These Southerners would congregate in Chicago in time for the
 Chesapeake, this boat being well advertised in the South. On these occasions
 games of brag, where gold coins stood in columns on the saloon tables, were
 constant, and night suppers of prairie chicken were alike constant. Then was the
 heyday of passenger steamboating on the Great Lakes."
 
 GROWTH OF POPULATION.
 
 From 1830 to 1840 the population of Michigan increased from 31,639 to
 212,267 and in 1850 it reached 397,654. It came largely by way of the lakes.
 Wisconsin was peopled largely by a thrifty foreign population, during
 the decade between 1840 and 1850. The population in 1840 was only 30,945; in
 1850 it had reached 305,391. It received its citizenship almost exclusively via
 the lakes, but was obliged to wait until Michigan had been at least partially
 settled, just as Michigan in time had to wait until the shores of Lake Erie had
 first been peopled by the emigrants.
 The emigrant traffic from Fort Erie (Canada) to western ports was
 nearly equal to that on the opposite shore, which was chiefly of a foreign
 class. The tide of immigration rolling westward often caused the transportation
 facilities of the time to be stretched much beyond the point of safety. Pioneers
 who came west on the passenger boats of the early fifties and before tell of
 passengers being packed so closely that it was almost impossible for the crew to
 do their work. Every boat bound up carried from three to five hundred passengers
 in the cabins and steerage, while many more than this was not at all unusual.
 Pioneers tell of going down to the piers at points on the west shore of Lake
 Michigan to see steamers which brought up 1,300 to 1,500 passengers.
 In addition to the boats and lines run in 1845 there was, in 1846, one
 boat running from Buffalo to Green Bay, and two from Cleveland and Detroit to
 the Sault Ste. Marie, and one from Mackinac to the Sault for the accommodation
 of the business then commencing with the copper regions around Lake
 Superior.
 Mr. Barton estimated that on the Great Lakes, in 1846, the aggregate
 value of commerce was $81,000,000, distributed as follows: At Buffalo, to and
 from Erie canal, $28,000,000; other Buffalo and Black Rock commerce, $5,000,000;
 other coastwise commerce, including that to and from connecting canals and
 railroads, $33,000,000; commerce on Lake Ontario, $15,000,000.
 In 1846 the value of exports and imports at the principal cities on
 the lakes were reported as follows: Buffalo, $49,000,000; Cleveland,
 $12,549,000; Toledo, $9,519,000; Detroit, $8,705,000; Erie, $6,373,000; Chicago,
 $1,927,000.
 The traffic continued to grow until about 1855. There were in that
 year a large number of steam vessels engaged in coastwise traffic. Among the
 regular lines in that year was the large through service between Buffalo and
 Lake Michigan ports, with intermediate stops. There was a north
 shore line of five propellers between Buffalo and Detroit. Three propellers
 plied between Detroit and Dunkirk; three between Cleveland and Detroit; one
 between Sandusky and Detroit; two between Toledo and Detroit; one steamer
 between Detroit and Chatham; one between Buffalo and Green Bay; four between
 Cleveland and Lake Superior; two between Detroit and Port Huron; one between
 Detroit and Saginaw.
 
 BENEFITS FROM THE CANALS.
 
 Lake traffic was wonderfully stimulated by the streams of commerce
 which poured into it from the canals that had been constructed to various ports.
 First of all in importance, perhaps, was the Erie canal, completed in 1826. Its
 beneficial effects were not immediately felt, for in the earliest years of its
 operation its through east-bound traffic originated chiefly at Buffalo. But the
 percentage of commerce from Ohio ports grew steadily year by year. Ohio was well
 settled, but in the interior of the State there was no market for agricultural
 products; there was no means of transportation to distant Eastern markets.
 Public sentiment led to the undertaking of canal construction by the State, and
 three north and south canals soon joined the waters of Lake Erie and the Ohio
 river. Farming lands within easy access of the canals jumped in value
 immediately, for here was the desired outlet. Grain and other products began to
 start east, and a vigorous and growing trade was soon established. The greater
 part passed to the seaboard via Buffalo, but the Welland canal received a fair
 proportion of the early trade. The completion of the Illinois and Lake Michigan
 canal to Chicago in like manner added very materially for a few years to the
 traffic from Lake Michigan.
 "Much lake traffic," writes Mr. Barton, in 1846, "passes on the
 railroad between Buffalo and Albany; via Erie, through the Pennsylvania canal;
 Cleveland and Toledo, through the Ohio and Indiana canals, and Erie and
 Kalamazoo railroad; Monroe and Detroit, by the Michigan railroad; and yet more
 through the Welland canal to Canadian markets; and to New York via the Oswego
 canal. These canals and railroads not merely carry off the down commerce of the
 lakes, but, like the Erie canal, they furnish a very large amount of up
 commerce."
 
 NATIONAL EXTENT OF LAKE COMMERCE.
 
 The lakes constituted an important link in a trade that was national
 in extent. Just as the main current of emigration to the west was via the lakes,
 just as the most popular route for east-going travelers was also by way of the
 great inland seas, so, too, the mighty currents of freight traffic of the
 country was drawn to this great waterway. Its magnets of cheap transportation
 drew bulky freight from regions as far in the south as Louisiana, then on the
 verge of southwestern civilization, and from the east as far as the
 manufacturing cities of Massachusetts and of the other New England States. New
 England sent out to the lake regions her manufactures, and received in return
 the agricultural products and the minerals of the west. Louisiana won by virtue
 of the transportation facilities of the Great Lakes a rapidly increasing market
 for her sugar and molasses. Missouri in 1845 contributed 47,170 pounds of lard
 oil to the lake trade, Kentucky 610,415 pounds of hemp, via the Toledo canal;
 these and other Southern States, a diversified and expanding trade.
 
 RUINOUS EFFECTS OF THE RAILWAYS.
 
 Two systems of transportation struggled for recognition and supremacy
 in the years the United States was building itself into a nation -- the canals
 and the railways. The canals had the advantage of some slight history. The
 railroads were a complete innovation. The statesmen of the country, beginning
 with Washington, foreseeing the future magnitude of the growing nation, were
 earnest in their endeavors to devise and execute a plan for the vast inland
 commerce of which the country was evidently capable, but the struggling
 government, rent by contrary views, and engaged with other vital and momentous
 problems, could not give the subject its deserved consideration
 and support. It remained for the States to begin the vast undertakings.
 There were rivalries among the seaboard cities, each seeking to gain
 the Western trade. New York, within comparatively easy access of the
 magnificently proportioned inland seas, bent her energies to link the waters of
 the Hudson and Lake Erie. Baltimore, hemmed in by a mountainous background,
 resolutely adopted the railroad as a passage way across the high lands to the
 fertile regions beyond. For years the canals had the best of it, and the country
 was pierced with many water ways, joining the lakes and creating a wonderful
 commerce.
 But steadily the fleeter railroads en-crouched upon the canals, and
 when the struggle for survival came the latter were invariably defeated. There
 was no cessa-ation in the onward strides of the iron track. A maze of railway
 lines was completed to and beyond the Great Lakes, gridironing the whole
 inhabited land. The first effects were beneficial to the lakes -- they brought
 traffic and fed the lake tonnage.
 A sail vessel carried the first locomotive to Chicago, in 1837, and
 from that port railways rapidly extended westward through fertile prairies, and
 brought additional traffic to the lakes.
 But early in the fifties the lakes were paralleled by the iron tracks.
 The lines now forming that part of the Lake Shore road between Toledo and
 Buffalo, were completed in 1852. The Great Western, through Ontario, was
 finished in 1854. In a very few years traffic arrangements were so perfected on
 these new rail lines that the current of commerce was diverted from water to
 land.
 Passenger traffic went first, on account of the quicker time, and the
 business gained by the roads, when navigation was closed, helped them to develop
 an all-year traffic. Moreover, the tide of immigration had almost ceased. This
 diversion of commerce to the railroads was a severe blow to the lakes and to
 lake interests. Forces were already adjusting themselves to give ample
 recompense for the loss, and to direct in new channels the carrying capacities
 of the inland fleets. The opening of the Sault canal, in 1855, afforded relief.
 By it, the modern commerce of the Great Lakes began. But the revolution came
 slowly, and for a few years just prior to the war of the Rebellion the tonnage
 of the Great Lakes was excessive. Fortunately for this surplus there was an
 outlet. It was in the passing of vessels down to the sea.
 It is, therefore, fitting to note in this chapter upon the growth of
 traffic, during the period of settlement and until the railways proved
 successful competitors for the commerce of the West, a brief account of the
 ships that passed down to the sea.
 
 SHIPS THAT WENT DOWN TO THE SEA.
 
 Prior to 1856 few vessels had left the Great Lakes for river or ocean
 navigation. The schooner Dolphin, in 1843, passed down the Ohio canal from
 Cleveland to New Orleans, laden with white fish. The brigantine Pacific, in
 1844, took a cargo of wheat and flour from Toronto to Liverpool. The United
 States revenue cutter George M. Bibb left the lakes for New Orleans, in 1845,
 and the revenue cutter Dallas for New York, two years later. The barge Eureka,
 of 350 tons, was an Argonaut, sailing from Cleveland, in 1849, with 59
 passengers and a full crew for California, and reaching her destination in
 safety. The propeller Ontario, of 400 tons, in 1850, made a successful passage
 from Buffalo to San Francisco, and was the first steam vessel to leave the lakes
 for ocean navigation. Between 1850 and 1856 several sail vessels made successful
 voyages from Canadian ports on Lake Ontario to Europe.
 Modern Traffic. -- It was during the year 1856 that the
 first direct clearance was made from Lake Michigan for Europe. The consignor, C.
 J. Kershaw, of Montreal, hoped to ship a full cargo of wheat from Chicago; but
 there he could obtain only 5,000 bushels, and was forced to seek the balance
 (9,320 bushels) at Milwaukee. The steamer Dean Richmond (a new vessel) left
 Chicago about July 14, had her full cargo on the 18th, and sailed for Europe on
 the arriving in Liverpool September 29. The bark C. J. Kershaw,
 with a cargo of staves and lumber, left Detroit July 22, 1857, and reached
 Liverpool September 5. She returned to Detroit the following spring. The Madeira
 Pet, which had come to the lakes from Europe in 1856, sailed with merchandise
 from Chicago and staves from Detroit in 1857. In 1858 fifteen vessels with
 lumber, staves and wheat sailed from the lakes for England; of these eleven were
 from Detroit. In 1859 sixteen vessels left Detroit for Liverpool and London,
 besides many from other ports, the aggregate being forty-one. In 1860 at least
 thirty-nine lake vessels passed down the St. Lawrence to the sea coast. Dull
 business on the lakes, consequent upon the diversion of commerce to the
 railroads, encouraged this foreign trade. During the war of the Rebellion there
 was continued demand for lake vessels on the ocean, partially because much of
 the ocean tonnage had either been destroyed or was employed in the naval service
 of the government. With the close of the war this exodus of inland craft was
 checked. The new traffic on the Great Lakes was expanding and requiring greater
 tonnage.
 The traffic of the Great Lakes, as it is known to-day, is mainly a
 growth of the past thirty years, a growth that has been continuous, fluctuating
 for a series of a few years only to rise to a higher and broader level during
 the succeeding series. Trade is no longer of a local character. The Great Lakes
 belong no longer to the bordering States. They are a vital influence in the life
 of one nation, a growing and important influence in the life of another nation.
 They are rising above national lines and becoming one of the most powerful
 influences in the history of the world. They are giving cheap food to populous
 Europe, and are making possible an industrial expansion of the most momentous
 character. The Great Lakes are developing a manufacturing growth in America that
 is lifting the new continent to a commanding supremacy in the markets of the
 world. At no time in the history of their commerce has the future looked
 brighter than at the close of the season of 1898.
 The growth of modern traffic in lumber, in grain, in coal and in iron
 ore is shown in subsequent chapters devoted to those respective interests.
 In conclusion, here may be noted the present volume of lake traffic
 through the Detroit and St. Mary's rivers.
 Regarding the traffic between Lakes Superior and Michigan there are no
 statistics. Its largest item is the 1,500,000 tons of iron ore annually brought
 to South Chicago and Milwaukee. Neither are there any comprehensive statements
 showing the movements of freight between Lake Michigan and the lower lakes, save
 as it may be estimated from the Detroit passages.
 Commerce Through the Detroit River. -- The growth of
 commerce on the Great Lakes in recent years is reflected by the amount of
 traffic passing through the Detroit river. The following figures, taken from the
 reports of United States engineers stationed at Detroit, indicate this traffic
 in recent years: 
 YEARREGISTERED
 TONNAGEFREIGHT
 TONNAGE
 188117,572,240
 188217,872,182
 188317,695,174
 188418,045,949
 188516,777,828
 188618,968,065
 188718,864,250
 188819,099,060
 188919,646,00019,717,860
 189021,684,00021,750,913
 189122,160,00023,209,619
 189224,785,00026,553,819
 189323,091,899
 189426,120,00024,263,868
 189525,845,679
 189627,900,520
 189730,000,000
 
 
 The Coasting Trade of Ontario, Canada, which
 is mainly that of the Great Lakes, has grown rapidly during the past twenty
 years, as shown by the following statement of vessel tonnage: 1876, 3,360,-588
 tons; 1877, 3,491,763 tons; 1878, 5,205,538 tons; 1879, 6,158,529 tons; 1880,
 7,774,922 tons; 1881, 7,995,898 tons; 1882, 7,864,085 tons; 1883, 7,823,501
 tons; 1884, 7,157,144 tons; 1885, 6,460,929 tons; 1886, 6,581,088 tons; 1887,
 6,670,488 tons; 1888, 6,484,394 tons; 1889, 6,913,546 tons; 1890, 7,679,890
 tons; 1891, 9,679,403 tons; 1892, 9,701,471 tons; 1893, 9,832,803 tons; 1894,
 11,299,718 tons; 1895, 10,799,497 tons; 1896, 11,687,217 tons; 1897, 10,995,311
 tons.
 Vessels arriving at and departing from Canadian ports on inland waters
 between Canada and the United States in each year since 1867, have been as
 follows: 
 CANADIANUNITED STATES
 YEARNO.TONNAGE REGISTERNO.TONNAGE REGISTER
 186826,6824,826,78013,4323,836,724
 186922,9673,576,86711,0821,887,612
 187024,5584,030,76812,1122,300,229
 187126,5585,068,83115,1512,941,164
 187221,5053,798,13812,1643,063,318
 187322,4913.126,57913,9612,536,883
 187419,2792,814,65412,7332,533,842
 187515,3252,235,82911,8821,962,418
 187615,3922,184,79011,1921,815,645
 187715,4312,207,83213,5222,238,590
 187818,0032,955,33112,5082,415,175
 187918,1223,314,82912,7182,243,433
 188022,8584,985,75311,6481,805,378
 188120,4924,029,02712,1971,669,068
 188222,2523,830,10912,2301,613,211
 188320,0413,950,69213,2811,847,266
 188419,4644,058,73813,3491,815,987
 188518,9264,849,85611,0331,590,241
 188618,1534,116,67412,8041,807,987
 188718,0593,931,52313,7261,797,039
 188819,5674,320,40213,9291,699,103
 188921,5435,036,43814,9701,721,182
 189024,5276,000,19416,7742,117,621
 189122,0025,724,33916,0062,383,113
 189219,2245,546,24315,1582,393,238
 189319,6125,108,22616,0222,822,697
 189420,9895,917,14516,7273,155,400
 189516,8665,196,81115,5472,927,323
 189616,3555,967,91718,8274,443,732
 189714,1714,913,14319,1246,449,810
 
 
 
 Commerce Through St. Mary's Canals
 Commerce Through St. Mary's Canals. -- The commerce to
 and from Lake Superior has been tabulated with an accuracy, equal to that of the
 vessel reports, in the statement published herewith of the traffic through the
 Sault canals. It is a comprehensive table, showing in detail the growth of the
 more important articles of commerce since that traffic began, and also the
 passages and character of craft. It is the best and most satisfactory epitome of
 the commerce of the Great Lakes that can be compiled.
 
 
 STATEMENT OF THE COMMERCE THROUGH SAINT MARYS FALLS CANAL FOR EACH CALENDAR
 YEAR FROM ITS OPENING, JUNE 18, 1855.
 
 
 
 YearSailing
 vesselsSteamersUnregistered craftTotal
 passagesRegisteredActual freightPassengersCoalFlourWheatGrain, other than wheatManufactured and pig ironSaltCopperIron
 oreLumber B. M.Silver ore and bullionBuilding stoneUnclassified
 freight
 1855(a)(a)(b)(a)106,296(c)4,2701,41410,289(d).......1,0405873,1961,447126,000(d)(d)(e)
 1856(a)(a)(b)(a)101,458(c)4,6743,96817,686(d)33,90878l4645,72711,597395,000(d)(d)(e)
 1857(a)(a)(b)(a)180,820(c)6,6505,27816,560(d)22,3001,3251,5005,76026,184572,000(d)(d)(e)
 1858(a)(a)(b)(a)219,819(c)9,2304,11813,782(d)10,5002,5979506,74431,035185,000(d)(d)(e)
 1859(a)(a)(b)(a)352,642(c)....8,88439,459(d)71,7385,5042,7377,24765,769....(d)(d)(e)
 1860(a)(a)(b)(a)403,657(c).........50,2501(d)133,437...........9,OOO120,000.....(d)(d)(e)
 1861(a)(a)(b)(a)276,639(c)8,81611,50722,743(d)76,8304,1943,0147,64544,836394,000(d)(d)(e)
 1862(a)(a)(b)(a)359,612(c)8,46811,34617,291(d)59,0626,4382,4776,8ll113,014196,000(d)(d)(e)
 1863(a)(a)(b)(a)507,434(c)18,2817,80531,975(d)78,4806,6811,5061,044181,567l,l411,000(d)(d)(e)
 18641,045366(b)1,411571,438(c)16,98511,28233,937(d)143,5607,6431,7765,331213,7532,001,000(d)(d)(e)
 1865602395(b)997409,062(c)19,777....34,985(d)....7,3463,1759,935147,459822,000(d)(d)(e)
 1866555453(b)1,008458,530(c)14,06719,91533,603(d)229,92613,2354,4549,550152,102144,000(d)(d)(e)
 1867839466(b)1,305556,899(c)15,12022,92728,345(d)249,03120,6025,31610,585222,86l390,000(d)(d)(e)
 1868817338(b)1,155432,563(c)10,59025,81427,372(d)285,12322,7854,62412,222191,939l,l19,000(d)(d)(e)
 1869939399(b)1,338524,885(c)17.65727,85032,007(d)323,50123,8515,91018,662239,3681,260,000(d)(d)(e)
 18701,397431(b)1,828690,826(c)17,15315,95233,54849,700304,07742,95911,08911,301409,850722,000922,917(e)
 18711,064573(b)1,637752,101(c)15,85946,79826,0601,376,705308,82351,98436,19914,562327,46l1,072,0004645,228(e)
 18721,212792(b)2,004914,735(c)25,83080,815136,411567,134445,77486,19442,69014,591383,1051,742,0003065,213(e)
 18731,519968(b)2,5171,204,446(c)30,96696,780172,6922,119,997309,64544,92029,33515,927504,12l1,162,OOO5802,218(e)
 1874833901(b)1,7341,070,857(c)22,95861,123179,8551,120,015149,99931,74142,23l15,346427,658638,OOO44340l(e)
 18755691,464(b)2,0331,259,534(c)19,685101,260309,9911,213,788250,08054,38143,98918,396493,4085,391,OOO8472,978(e)
 18766841,733(b)2,4171,541,676(c)30,286124,734315,2241,971,549407,77264,09146,66625,756609,75217,761,0009852,l02(e)
 18771,4011,050(b)2,4511,439,216(c)21,80091,575355,1171,349,738343,54239,97163,18816,767568,0824,143,OOO9872,506(e)
 18781,0911,476(b)2,5671,667,136(c)20,39491,856344,5991,872,940264.67414,88263,52022,529555,75024,119,0006502,754(e)
 18791,4031,6181003,1211,677,071(c)18,979110,704451,0002,603,666951,49639,21892,24522,309540,07535,598,0OO3242,226(e)
 18801,7181,735503,5031,734,890(c)25,766170,501523,8602,105,9202,547,10646,79177,91621,753677,07344,539,000662,283(e)
 18811,7062,1171814,0042,092,7571,567,74124,678295,647605,4533,456,965367,83887,83065,89729,488748,l3l58,877,000....1,400129,031
 18821,6632,7393724,7742,468,0882,029,52129,256430,184344,0443,728,856473,12992,870176,61225,409987,06082,783,000225,428172,167
 18831,4582,6202374,3152,042,2592,267,10539,130714,444687,0315,900,473776,552109,91070,89831,024791,73287,131,OOO8142,405191,571
 18841,7093,6093715,6892,997,8372,874,55754,214706,3791,248,24311,985,791517,10372,428144,80436,062l,136,07l122,389,0009,74l6,047207,l73
 18851,6893,3543375,3803,035,9373,256,62836,147894,9911,440,09315,274,213422,98160,842136,35531,9271,235,122127,984,0003,6698,l89184,963
 18862,5344,5843067,4244,219,3974,527,75927,0881,009,9991,759,36518,991,488715,373115,208158,67738,6272,087,809138,688,0002,0099,449230,726
 18872,5685,9688259,3554,897,5985,494,64932,6681,352,9871,572,73523,096,520775,16674,919204,90831,8862,497,713165,226,00035013,40l344,586
 18882,0095,3054897,8035,130,6596,411,42325,5582,105,0412,190,72518,596,3512,022,30863,703210.43328,9602,570,5l7240,372,0003,38533,541345,854
 18892,6356,5014439,5797,221,9357,516,02225,7121,629,1972,228,70716,231,8542,133,24557,561168,25033,4564,095,855315,554,0005,94733,538312,410
 18902,8727,2684l710,5578,454,4359,041,21324,8562,176,9253,239,10416,217,3702,044,384116,327179,43l43,7294,774,768361,929,0003,43247,97337l,294
 18912,4057,33944710,1918,400,6858,888,75926,1662,507,5323,780,14338,816,6701,032,10469,831234,52869,1903,560,213366,305,0OO1,73144,080333,019
 18923,3248,73751912,58010,647,20311,214,33325,8962,904,2665,418,13540,994,7801,666,690101,520275,74064,9934,901,132512,844,OO01,93039,698459,l46
 18932,9558,37967412,0088,949,75410,796,57218,8693,008,1207,420,67443,481,6522,405,34489,452228,73087,5304,014,556588,545,0002,47019,4264l5,l8O
 18943,67610,20860714,49113,110,36613,195,85027,2362,797,1848,965,77334,869,4831,545,00860,659237,46199,5736,548,876722,788,00041221,417451,l85
 18954,79012,49567117,95616,806,78115,062,58031,6562,574,3628,902,30246,218,2508,328,694100,337269,919107,4528,062,209740,700,00010023,876463,308
 1896............. ......18,61517,249,41816,239,12137,0663,023,3408,882,85863,256,46327,448,071121,892237,515116,8727,909,250684,986,000240l7,731520,851
 1897 .................17,17117,619,93318,218,41140,2133,029,1728,921,14355,924,30620,989,688135,164285,449122,32410,633,715805,612,00056,249579,003
 18984,44912,46185117,76118,622,75421,234,66443,4263,776,4507,778,04362,339,99626,078,384250,170301,560124,22611,706,980895,485,000.....4,670623,146
 (a) No record kept until 1864. (b) No record kept until 1879.
 (c) No record kept until June, 1881. (d) None shipped from Lake
 Superior until 1870. (e) No record kept until 1881. * The statement
 includes the traffic of the Canadian canal since its opening in 1895. 
 
 Early Navigation on Lake Superior
 
 
 Commerce On Lake Superior Retarded -- The Fur Trader And Recovery Run Over The Rapids --
 The Astor, The First American Vessel Launched On
 Lake Superior -- Other Early Craft --
 Discovery Of Copper Attracts Settlers -- Vessels Hauled Across The Portage -- First Steamer On Lake Superior -- Speculative Fever -- First
 Shipments Of Copper -- The Fleets
 Increase -- Bar At Lake George -- Transferring Freight At The Portage.
 
 
 THE commerce of Lake Superior was developed long after that of the
 lower lakes had been established. Settlement was retarded, and the fall of St.
 Mary's was all but insuperable. In previous chapters the commerce of Lake
 Superior under French and English rule has been briefly considered. Its
 development under the isolating conditions which prevailed prior to the opening
 of the Sault canal in 1855, constitutes an entity which perhaps entitles it to
 separate review. Its progress has been well sketched by ]. T. Whiting, general
 agent of the Western Transit Company, Detroit, Mich., whose account was adopted
 by Charles H. Keep in the latter's "Internal Commerce of the
 United States," and which is quite largely followed in the brief account
 herewith.
 A vessel of some forty tons burden, named the Fur Trader, was built on
 Lake Superior for the Northwest Fur Company, in 1812. She was afterward run over
 the Sault rapids, but sustained such serious damage as to render her useless.
 She was the first craft that ever hazarded the attempt.
 During the season of 1809 the Recovery was built by the same
 company.
 A voyage was made to the Sault by the brig Wellington, in 1817,
 commanded by Capt. Alexander Mclntosh, and piloted by Capt. James Hacket, of
 Amherstburg. She took in tow a small vessel of 30 tons burden, named the
 Axmouth. On her arrival there, the Axmouth was hauled over the portage, on the
 Canada side, re-launched into Lake Superior, and delivered over to the Northwest
 Fur Company. She is said to have been the first vessel hauled over the
 portage.
 Another vessel, named the Mink, was on Lake Superior before the war of
 1812. She was the second vessel that successfully came over the Sault rapids, an
 event which took place in 1817. She sustained considerable damage, but was
 repaired and put into service on the lower lakes. She was a British craft, but
 was subsequently sold to American parties, and survived for many years
 afterward.
 It is possible that the Northwest Company had no sailing vessel on
 Superior after the war which closed in 1815. An Act of Congress in 1816, which
 forbade their doing business within the limits of the United States, led them to
 sell out to John Jacob Astor, who styled himself the American Fur Company. From
 1815 to 1822 Lake Superior was navigated by only one small schooner. In 1822 a
 schooner bearing the British ensign was sailing on Lake Superior. This vessel
 was commanded by Lieutenant Bayfield of the British navy, who in that year and
 the next made an excellent survey and chart of that lake. Bayfield at length
 became an admiral.
 "Point aux Pins, on the Canadian side of the river, six miles above
 the Sault," writes Schoolcraft in 1820, "was formerly noted as the site of a
 shipyard, and had a few buildings to accommodate the workmen, but only the
 vestiges of these remain. The width and depth of the river at this place must
 have rendered it a favorable spot for launching vessels. The current is very
 gentle, and the shore sandy and entirely free from rocks."
 The Astor is Launched -- About 1834 the American Fur
 Company decided to build what was then termed a large vessel, for the navigation
 of Lake Superior. Her timbers were got out at Black River, Ohio, and shipped to
 the Sault in the schooner Bridget. When completed in 1835, under the direction
 of Ramsey Crooks and Oliver Newberry, she was placed in command of Capt. Charles
 C. Stanard, who, in after years, became a very popular commander of steamers in
 the Buffalo, Detroit and Chicago trade. This vessel was named the John Jacob
 Astor, and was the first American vessel launched on Lake Superior. It was while
 in command of this vessel that Captain Stanard discovered the well-known rock
 afterward named "Stanard Rock," situated in Keweenaw bay, on which the United
 States Government has since built, though attended with great cost and
 difficulty, one of its first-class lighthouses for the protection of all
 mariners and passengers that have occasion to navigate Lake Superior. Captain
 Stanard remained master of the Astor until the season of 1842, after which
 Captain J. B. Angus, a well-known navigator of the lake, became master of her,
 and remained in charge until she was wrecked at Copper Harbor September 19,
 1844, while landing a quantity of material to be used in building Fort Wilkins.
 A storm came up in the night, and she went to anchor and remained for 15 hours,
 but finally broke loose and went ashore on a cliff of rocks. In this position
 she was unloaded, and then as the wind changed was blown back into the water
 again to be dashed against the rocks and broken to pieces.
 The American Fur Company built two smaller vessels in the years 1837
 and 1838, one of which, owing to faulty construction, was never
 launched, while the other, the Made-lina, was sailed by Captain Angus, and was
 employed in the fish trade.
 The schooner William Brewster,of about 70 tons, was launched in
 August, 1838, and in that fall, fearing she could not be kept profitably
 employed, she was run over the Sault rapids, and afterward engaged in general
 business on the lakes. The timbers of the Brewster were gotten out at Euclid,
 Ohio, carried to Sault Ste. Marie, carted across the Portage to the head of the
 rapids, where they were set up and the vessel finished.
 Discovery of Copper Attracts Settlers. -- Such was and
 continued to be the mercantile navy of the waters of Lake Superior until the
 supposed discovery of copper in working quantities on its shores, about the
 years 1843 and 1844. This increased the prospective richness of the Lake
 Superior country, to such an extent that capitalists and explorers began to turn
 their attention thereto, the principal objective points being in the vicinity of
 Copper Harbor, on Point Keweenaw, and in the interior some fourteen miles from
 the mouth of the Ontonagon river. The early pioneers were obliged to make the
 trip from Sault Ste. Marie to Copper Harbor and Ontonagon in birch-bark canoes,
 Mackinac boats or bateaux, the latter craft having been introduced on Lake
 Superior from the river St. Lawrence by the Hudson Bay Company, for the purpose
 of moving their supplies, furs, etc., from one extreme end of that lake to the
 other.
 These boats were all open, without decks of any kind, and were
 propelled by paddles, oars and sails, as circumstances required. They followed
 the coast and its indentations, made their landings upon the shores for the
 purpose of allowing crews and passengers to camp, sleep, and prepare their food,
 as well as to seek shelter by day or by night from the storms with which they
 were unfitted to cope, and which were frequently encountered.
 Vessels Hauled Across the Portage. -- This mode of
 traveling, however, was tedious and distasteful to the copper seeker, and in
 1844 and 1845 vessel owners began to seek employment and profit by hauling
 vessels across the Portage at Sault Ste. Marie, a distance of about one mile,
 and in July, 1845, the mercantile navy of Lake Superior was increased by several
 vessels, among which were the schooners Algonquin, 70 tons; Uncle Tom, 40 tons;
 Swallow, 70 tons; Ocean; Chippewa, 40 tons; Siskowit, 40 tons; Merchant, 70
 tons; Fur Trader, 40 tons, and White Fish, 50 tons, the latter being owned by
 the Hudson Bay Company. The Merchant was lost in June, 1847, while temporarily
 in command of Capt. Robert Brown, of the Swallow, with several passengers
 aboard.
 The propeller Independence, of about 260 tons burden, and commanded by
 Capt. A. J. Averill, of Chicago, was the first steam craft that ever disturbed
 the waters of Lake Superior. She was launched in 1845. The schooner Napoleon, in
 the neighborhood of 200 tons, built at Sault Ste. Marie for the account of
 Oliver Newberry, of Detroit, was also put in commission in the same fall (1845).
 This propeller's maximum speed in good weather is said to have been four miles
 an hour.
 As the business of the country demanded, after 1845, other craft were
 hauled across the Portage and added to the fleet.
 First Steamer on Lake Superior. -- Lewis Marvill, of
 Parkville, Mich., described in a newspaper article, published in 1882 and
 re-printed in the "Michigan Pioneer Collections," the first trip by steam to
 Lake Superior. It occurred in 1845. Mr. Marvill, in substance, said: "In the
 spring of 1845 a little tub of a sloop of about 15 tons was transformed at
 Detroit into a fore-and-aft, called the Ocean. The top-sail schooner Merchant,
 of about 75 tons, and the Ocean were both fitted out for the Lake Superior
 trade. I shipped on the Merchant and we took on board all the necessary material
 for taking both vessels over the rapids. We fell to and jerked the Ocean over in
 short meter, and then tackled the Merchant. Both were taken over on rollers, the
 same as buildings are sometimes moved. When we had the Merchant about half way
 across, the steamer Independence arrived from Chicago. A part of
 the crew of the Merchant quit and left her, and I secured the berth of porter on
 the Independence. In about seven weeks she was hauled over and launched in the
 river above the falls. There were many delays and it was quite late in the fall
 when we sailed. We steamed up the lake, and the first place we touched at was
 Copper Harbor, or Fort Wilkins, where we found a small garrison and several
 huts. The next in order was Eagle Harbor, where there were a few prospectors,
 and then on to Eagle River, where we discharged most of our cargo, but before we
 could throw off some 50 kegs of powder the wind raised from the northwest, and
 kicked up such a sea that we had to weigh anchor and leave. We shaped our course
 for La Pointe, but had to turn about and run before the wind. We made for the
 lee of Keweenaw point, and laid by for three or four days. We again set sail,
 reached Eagle River and steamed to La Pointe, where we gave the natives a
 dreadful scare with the appearance of our craft, and the noise of our steam
 whistle. We returned to the Sault, and laid up for the winter in company with
 the Ocean, 15 tons; the Chippewa, 20 tons; the Algonquin, 30 tons; the Swallow,
 40 tons; the Merchant, 75 tons; the Napoleon, 150 tons; and the Independence,
 365 tons. The first steamer that ever plowed Lake Superior thus ended her
 memorable trip. We found below the falls the steamer Baltimore, which was hauled
 over in the winter or early spring. The Napoleon was fitted up with engines the
 next summer. The Julia Palmer was not the first, nor second, and I doubt the
 third, steamer on Lake Superior."
 The Julia Palmer had often been named as the first or second steamer
 on Lake Superior. She was a remarkable boat in at least two ways. She was built
 by Ransom Palmer and named after his wife. She was the first steamer that went
 over the Sault, as the Independence was the first propeller. Mr. Palmer went to
 great expense in making perfect chains and anchors, with extra strong ground
 tackle. Many of Mr. Palmer's friends thought at the time that he was wasting
 money in thus making such expensive anchors and tackle, but his wisdom was fully
 justified by his subsequent experience with his schooner, for this extra
 strength in her chains and anchors saved her from being wrecked twice, once in
 the northern part of Lake Superior and once at Buffalo during the fearful storm
 of October 18, 1844, a full account of which maybe found in the chronology for
 that year.
 The Speculative Fever in the copper mining regions was
 thus described in 1847 by Charles Lauman: "The number of mining companies, which
 purport to be in operation on the American shore of Lake Superior and on our
 islands, is said to be one hundred; and the number of stock shares is not far
 from three hundred thousand. But notwithstanding all the fuss that has been, and
 is still made, about the mining operations here, a smelting furnace has not yet
 been erected, and only three companies, up to the present time, have made any
 shipments of ore. The oldest of these is the Lake Superior Company; the most
 successful the Pittsburg and Boston Company; and the other is the Copper Falls
 Company, all of which are confined in their operations to Point Keweenaw.
 "This point is at present the center of attraction to those who are
 worshiping the copper Mammon of the age. It is a mountainous district, covered
 with a comparatively useless pine forest, exceedingly rocky and not
 distinguished for its beautiful scenery. As to the great majority of the mining
 companies alluded to, they will undoubtedly sink a good deal more money than
 they can possibly make; and for the reason that they are not possessed of
 sufficient capital to carry on the mining business properly, and are managed by
 inexperienced and visionary men -- a goodly number of whom have failed in every
 business in which they ever figured, and who are generally adventurers,
 determined to live by speculation instead of honest labor. The two principal log
 cabin cities of Point Keweenaw are Copper Harbor and Eagle River. * * *
 "Altogether perhaps five hundred miners and clerks may be engaged on
 the whole Point, while about as many more, during the summer, are
 hanging about the general stopping places on the shore, or the working places in
 the interior. This brotherhood is principally composed of upstart geologists,
 explorers and location speculators. From all that I can learn, about the same
 state of things exists on the Canada side of the lake. Twenty companies are
 already organized for that section of country, the most promising of which is
 the Montreal Mining Company; but not a pound of ore has yet been smelted or
 taken to market." * * *
 The United States Government leased the lands, at that time giving a
 person a lease for three miles square, subject to paying 6 per cent. of the
 mineral taken out.
 First Shipments of Copper. -- John Hays, of Cleveland,
 Ohio, purchased three of these sections, one at Copper Harbor, one at Eagle Hill
 and one on Portage Lake. He formed what was called the Pittsburg &
 Boston Mining Co. Took nine men in the spring of 1844 and found the famous black
 oxide vein at Copper Harbor. Late in November, 1844, he found "Cliff Mine,"
 thirty miles west of Copper Harbor. In the spring of 1845 he opened the veins of
 mineral at Copper Harbor and took out 26 tons of black oxide, and shipped it to
 Roxbury, Mass., where it was converted into blue vitriol. In the same spring he
 opened at Eagle River a vein on the top of a mountain, two miles south of Lake
 Superior. He went to the base and removed the rock and found about six tons of
 pure metallic copper. One piece weighed 3,100 pounds. Digging down 14 feet they
 found one piece of copper which weighed 14 tons. Driving into the mountain 75
 feet they found a mass of pure copper, which weighed 81 tons. In the winter of
 1846 they took out $60,000 worth of copper. This mine was worked 12 years and
 declared $2,618,000, in dividends, making dividends eight years before any other
 mine.
 The Fleets Increase. -- At intervals prior to the opening
 of the Falls canal at Sault Ste. Marie in 1855, the propellers Manhattan and
 Monticello, the schooner George W. Ford, the propeller Peninsula, and the
 side-wheel steamers Baltimore and Sam Ward, were added to the Lake Superior
 fleet. In the meantime the schooner Napoleon had been converted into a
 first-class passenger propeller, about the year 1850. The foregoing sail vessels
 and steamers ranged from about 25 to 500 tons burden.
 One of the Lake Superior pioneers of 1845 made his first trip in July
 of that year on board the schooner Chippewa, 25 tons burden, commanded by Thomas
 Clark, sailed by himself and one man, who officiated in the capacity of mate,
 deck hand and cook. At the time there were some forty passengers on board the
 vessel, among whom was the late Hon. David Henshaw, of Boston, president of one
 of the first copper mining companies organized (the Boston and Lake Superior
 Mining Company), and formerly Secretary of the Navy. The passengers were obliged
 to feed themselves and sleep the best they could, Mr. Henshaw occupying the
 captain's berth in the cabin, while the balance of the passengers slept, as
 circumstances permitted, in the hold of the vessel or on deck.
 Coincident with the building of the Astor on Lake Superior, in 1834,
 the American Fur Company also built a brig, the Ramsey Crooks, as a connecting
 link in their trade between the waters of Lake Erie (Detroit being the principal
 point) and Lake Superior, via the Portage at the "Soo." That vessel, with the
 schooner General Warren, built about the same time and owned by the late Dr.
 John L. Whiting, of Detroit, with the exception of an occasional steamer going
 to Sault Ste. Marie with troops and government supplies for Fort Brady and Fort
 Wilkins, formed the only water connection between Lake Superior and the lower
 lakes until after the discovery of copper. This warranted the placing of the
 side-wheel steamer Detroit, owned by the late Capt. E. B. Ward (then of St.
 Clair, Mich.), on the route between Detroit and Sault Ste. Marie, and in 1845
 she commenced making regular weekly trips.
 In the spring of 1846 the steamer Ben. Franklin was put on the route,
 where she continued to run until 1850, when she was wrecked at
 Thunder Bay, Lake Huron. These were followed at intervals, as the exigencies of
 the trade required, by the steamers Northerner, London, Tecumseh, Albany,
 Illinois, E. K. Collins, North Star, and the propellers Goliah and Peninsular,
 as well as two small steamers, the Gore and Plow-boy, which were put on the
 Canadian route as between Owen Sound (Georgian Bay) and the Sault.
 Bar at Lake George. -- These as a rule were all
 light-draught vessels, and had comparatively little difficulty in navigating the
 St. Mary's river as it then was, the greatest obstacle being found on that part
 known as Lake George, where the channel ran in close proximity to the Canadian
 shore, and in which about two miles from the western end of the lake a bar
 existed that at all times caused serious trouble, so much so that the American
 Fur Company, after the building of the brig Ramsey Crooks, in the then absence
 of tugs or other steam assistance, was forced to build a crib on either side of
 the bar, for the purpose of heaving the vessel over it and at times lightering
 her, again transferring the freight by small boats or scows to the vessel after
 getting her over the bar into deep water.
 This same pier, being kept in repair, was used more or less for the
 same purpose by other vessels until the deepening of a more direct channel
 through Lake George by the United States Government after the opening of the
 Sault canal in 1855.
 Transferring Freight at the Portage. -- With a view to
 showing the extent of the transportation of freights, baggage, mining company
 supplies, etc., between Lake Huron, the Sault river, and Lake Superior, it may
 be here well to state that the late Sheldon McKnight, of Detroit, holding an
 official position from the government as connected with permits for the
 exploration of the copper lands of Lake Superior, and residing at Sault Ste.
 Marie, during the years 1844 and 1845, did all the transferring of such articles
 across the portage thereat by means of one old gray horse and cart.
 In the spring of 1846 the volume of business seemed to justify Mr.
 McKnight in building a warehouse and dock below the rapids of Sault Ste. Marie
 to better facilitate the handling of freights. During 1846 and 1847 this was
 done by the firm of L. W. Tinker & Co. (composed of L. W. Tinker and
 Sheldon McKnight). The volume of freight had so increased in the meantime that
 they were obliged to add to the old gray horse and cart two double teams.
 In the spring of 1848 the firm of L. W. Tinker & Co. having
 been dissolved, Mr. McKnight employed J. T. Whiting, then of Detroit, to take
 charge of the business. Mr. Whiting found himself again obliged to increase the
 teaming facilities by adding thereto two more two-horse wagons and the necessary
 horses.
 In 1850 the business had increased to such an extent that additional
 facilities for carrying freights in either direction across the portage induced
 Mr. McKnight to procure a charter for the formation of the Chippewa Portage
 Company, under which a light tram road was built, running across the portage,
 operated by horses, and connecting the warehouses and docks at either end
 thereof, which, with sundry changes in the location of the tram, in consequence
 of the building of the canal, continued in use most of the time by day and by
 night through each season of navigation until the completion of the canal of
 1855. By this tramway under favorable circumstances the company could move from
 300 to 400 tons of freight, including mass copper, every twenty-four hours.
 About 1851 the firm of Spaulding & Bacon, general merchants of
 Sault Ste. Marie, with a view of accommodating business, brought to them by the
 steamer Northerner, running from Cleveland and connecting with the propeller
 Manhattan, on Lake Superior (said two boats being owned by Samuel W. and A. A.
 Turner, of Cleveland, Ohio), placed teams on the route across the portage, but
 after some two years abandoned the same, and all such freights, as well as those
 carried by the steamer E. K. Collins on the Lake Huron route, and the sidewheel
 steamer Sam Ward, on Lake Superior, were diverted into the hands of the Chippewa
 Portage Company, and there remained until the opening of the canal.
 
 The Convention of 1847
 
 
 President Polk Vetoes the River-and-Harbor Bill --
 Lake Ports Suffer -- Indignation Throughout the West -- Convention
 at Chicago called to Express Disapproval -- Its Large Attendance -- Delegates from
 Nineteen States -- Distinguished
 Delegates -- Resolutions Adopted -- Address of John C. Spencer -- Horace Greeley's Report -- Thurlow Weed's
 Description -- Editor Debow's Review --
 Beneficial Results after Thirteen Years --
 Present Broad Policy of Improvements.
 
 
 PRESIDENT POLK, on the 3d day of August, 1846, vetoed the
 River-and-Harbor Bill, which, among other items, appropriated about a half
 million dollars for the improvement of numerous harbors and rivers lying within
 the region of the Great Lakes.
 In his message to Congress he set forth his reasons for his
 disapproval, as follows: "Some of the objects of the appropriation, contained in
 this Bill, are local in their character, and lie within the limits of a single
 State; and though in the language of the Bill they are called harbors, they are
 not connected with foreign commerce, nor are they places of refuge or of shelter
 for our navy or commercial marine on the ocean or lake shores. It would seem the
 dictate of wisdom under such circumstances to husband our means and not waste
 them on comparatively unimportant objects."
 The proposed appropriations included the following: 
 Huron harbor5,000
 Sandusky City14,000
 River Raisin13,000
 Lake Erie, dredge boat30,000
 St. Clair flats40,000
 Grand-River harbor, Lake Michigan10,000
 Mouth Kalamazoo river20,000
 St. Joseph harbor10,000
 Michigan City harbor40,000
 Racine, Little Fort, Southport, Milwaukee, Chicago, dredge
 boat80,000
 Hudson river75,000
 
 
 Indignation Throughout the West. -- This action by the
 chief executive created a profound sensation throughout the United States,
 especially in the region of the Great Lakes and in the Mississippi Valley, which
 had also suffered by the veto. Public disapproval was strongly expressed. It
 culminated in the River and Harbor Convention, held at Chicago, July 5, 1847.
 The St. Louis Republican, early in September, in commenting upon the public
 feeling in the West, urged that the men in office should be convinced by the
 moral force of the popular will "that this government was framed for the benefit
 of the people," and suggested, as the most effective means of obtaining and
 embodying the opinions of the great mass of people, that a convention be held at
 some convenient point. The Chicago and other papers quickly approved the
 suggestion. A preliminary meeting was held at Rathbun's Hotel, New York, Monday
 evening, September 28, 1846, at which William Duane Wilson, of Milwaukee,
 presided. Resolutions were adopted, approving the
 recommendation of the Western press for a convention, and proposing Chicago as
 the most suitable point. Committees were appointed to carry out the objects of
 the meeting. Subsequently citizens' meetings were held at Chicago, Buffalo, and
 many other cities, at which vigorous resolutions were adopted. Everything
 promised a great and successful convention.
 The Convention Opened. -- It opened at Chicago, July 5,
 1847. There were present, besides many others, 2,315 enrolled delegates
 representing the following 19 States: Connecticut, Florida, Georgia, Indiana,
 Illinois, Iowa, Kentucky, Maine, Massachusetts, Michigan, Missouri, New
 Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, South
 Carolina and Wisconsin.
 Of this great mass of delegates only 86 represented Chicago. A
 demonstration in the form of an immense parade was presented by Chicago, which
 at that time claimed a population of only 16,000. In its description of the
 event, the Chicago Evening Journal said: " At an early hour the streets were
 thronged with strangers, the gray-haired and the young, the matron and the maid,
 the hope and promise of a coming day, and the veteran of his three score and
 ten; flags were flying from every steamer and sail-vessel in port, blasts of
 martial music swelled ever and anon upon the air, and the deep notes of
 artillery boomed over the prairie and the lake. Joyous faces were everywhere,
 and heaven itself smiled upon the scene. At nine o'clock the roar of cannon and
 the roll of drums announced the hour for the formation of the procession. The
 Fort, Water, Lake and Washington streets were alive with the military, the
 fire-companies and the civic procession. Column after column and line after
 line, away they moved to the rendezvous; banner after banner, band after band,
 host after host. It was a glorious, almost a sublime, spectacle; worthy the
 times ere Babel left the world. Five thousand men -- five thousand freemen in
 solid column moving on, not to carnage, but to the expression of a great truth,
 the pleading of a great necessity, the arguing of a great cause. "Never was the
 birthday of our National independence more befittingly celebrated than on this
 day -- to give freedom and tone to the pulse of commerce -- to cheer the mariner
 on his airy shrouds -- to brighten the homes and the hopes of thousands. Is
 there, can there be a nobler cause under which freemen can rally in behalf, of
 the State? That vessel with sails all set and signals flying to the breeze,
 drawn by eight horses and manned throughout by sailors, bore a banner eloquent
 of the object of this convention. It was a sea roughened by storms, that lifted
 the waves to the very heaven in the distance; but hard by was a harbor where '
 the winds and the waves lay together asleep,' and a lighthouse lifting its star
 of joy and hope upon the rocky cliffs. Over all was inscribed the significant
 words, 'What we want.' Ah! It Was a display, such as the West has never before
 beheld; but we value it not for the badges, and banners, and pageantry -- not
 for its array of military or its blasts of music, but for the community of
 interest and of feeling that it indicated, thus gathering from every quarter of
 a Republic, wide as the New World and comprehended by two oceans."
 Distinguished Delegates. -- Escorted by this procession,
 the delegates proceeded to the court house square, where the convention, which
 lasted three days, was held. James L. Barton, of Buffalo, was temporary
 chairman, and Edward Bates, of Missouri, permanent chairman. Among the delegates
 were many distinguished statesmen. Abraham Lincoln was there as a delegate from
 Sangamon county, Illinois. Among others were Governor Bebb and Thomas Corwin, of
 Ohio, Schuyler Colfax, of Indiana, Horace Greeley and Thurlow Weed, of New York,
 a half dozen governors, congressmen by the score, almost every public-spirited
 man on the Great Lakes, regardless of party affiliations. Letters were read from
 Senator Thomas H. Benton, of Missouri, from Daniel Webster, from Henry Clay,
 from Martin Van Buren, from Thomas Cass and others, regretting
 their absence.
 Resolutions Adopted. -- Resolutions were adopted,
 submitting the propositions, which the convention believed should actuate the
 government, and among others the following:
 That the general government, by extending its jurisdiction over lakes
 and navigable rivers, subjecting them to the same laws which prevail on the
 ocean, and on its bays and ports, not only for purposes of revenue, but to give
 security to life and property, by the regulation of steamboats, has precluded
 itself from denying that jurisdiction for any other legitimate regulation of
 commerce. If it has power to control and restrain, it must have the same power
 to protect, assist, and facilitate; and if it denies the jurisdiction in the one
 mode of action, it should renounce it in the other. That, in consequence of the
 peculiar dangers of the navigation of the lakes, arising from the want of
 harbors for shelter, and of the western rivers from snags and other
 obstructions, there are no parts of the United States more emphatically
 demanding the prompt and continued care of the government to diminish those
 dangers, and to protect the life and property exposed to them; and that any one
 who can regard provisions for those purposes as sectional or local, and not
 national, must be wanting in information of the extent of the commerce carried
 on upon the lakes and rivers, and of the amount of teeming population occupied
 or interested in that navigation. That, having regard to the relative population
 or to the extent of commerce, the appropriations heretofore made for the
 interior rivers and lakes, and the streams connecting them with the ocean, have
 not been in a just and fair proportion to those made for the benefit of the
 Atlantic coast; and that the time has arrived when this injustice should be
 corrected, in the only mode in which it can be done, by the united, determined,
 and persevering efforts of those whose rights have been overlooked. That,
 independent of this right to protection of "commerce among the States," the
 right of "common defence," guaranteed by the Constitution, entitles those
 citizens inhabiting the country bordering upon the interior lakes and rivers to
 such safe and convenient harbors as may afford shelter to a navy, whenever it
 shall be rendered necessary by hostilities with our neighbors; and that the
 constructions of such harbors can not safely be delayed to the time which will
 demand their immediate use.
 Address of John C. Spencer. -- One of the notable
 addresses of the convention was made by John C. Spencer, of New York. It was
 delivered immediately after the reading of the report of the committee on
 resolutions. Quotations from the speech are as follows:
 The propositions submitted by the committee state that there are
 peculiar dangers in the navigation of the lakes from the want of harbors, and of
 many of our rivers from snags and other obstructions. To such an audience, and
 at such a place as this, it would be a mere waste of time to dwell on these
 dangers. But as these remarks may reach others not so well informed, allow me to
 make some brief quotations from a report of the brave, gallant, and lamented
 Captain Williams, who fell so nobly at the taking of Monterey, made by him in
 1842, to the chief of the Topographical Bureau: "Chicago," he says, " is the
 only harbor on that lake (Michigan), the shores of which comprise a development
 of coast of about nine hundred miles. Milwaukee affords no shelter for vessels
 during a storm, and even in calm weather it is difficult of access. At the mouth
 of Kalamazoo river, a large ship (the Milwaukee) was driven from its moorings,
 where it was taking in a cargo of wheat, and wrecked in the vicinity, with the
 loss of nine of her crew. Thus, from the time a vessel leaves Chicago, she has
 no place of shelter till she reaches the northern outlet of the lake at the
 straits of Mackinac, or by taking refuge under the lee of the islands at the
 northern part of the lake. After passing the straits of Mackinac, proceeding
 eastward, we enter Lake Huron, which extends two hundred and twenty miles in a
 southwesterly direction, yet upon the whole coast there is not a
 single harbor construction effected." We all know the difficulties of the flats
 in the St. Clair river, which so seriously impede navigation, and which can be
 so easily made navigable. From the head of Lake Erie to Buffalo, a distance of
 three hundred and thirty miles, there is but one place of security for vessels
 during a gale, and that is at Erie, where they may lie under the lee of the
 islands. All here know that vessels, during storms, have been driven back to
 this place for the whole distance from Buffalo, in consequence of the hazards of
 entering the nominal harbors on this lake.
 Captain Williams remarks that there is greater danger in navigating
 the lakes than the ocean, because "upon the lakes there is at all times a
 dangerous proximity of coast, upon which vessels are liable to be thrown in a
 long-continued gale, while on the ocean there is room to drift until the storm
 be over." The only remedy is obviously harbors with spacious entrances. Not
 having accurate information of the details, I can only allude in general terms
 to the immense losses of vessels and property, and the destruction of human
 life, which annually occur, particularly during the latter part of the season of
 navigation. I have heard it estimated that the value of property thus lost, in
 five years, would improve all the harbors on the lakes to the necessary extent.
 This is, in itself, sufficiently afflicting; but what shall we say of that
 neglect which consigns to watery graves the gallant sailors whose exposure to
 accidents is always so great and imminent? I will not trust myself to speak on
 this point, for fear that I may forget the decorum due the occasion. But I
 commend it to the consideration of all who have human sympathies. The amount of
 the trade carried on upon the lakes west of Buffalo has been the subject of some
 inquiry by Colonel Abert, the distinguished and very able chief of the
 Topographical Corps, in pursuance of a suggestion which I made to him when we
 were officially connected. In his last report on the subject, made November 1,
 1845, he estimates from returns made to him, that the import and export trade of
 the various ports on the lakes was one hundred million dollars. This estimate
 does not include Lake Ontario nor Lake Champlain.
 The President of the United States, in his message of December, 1846,
 states the value of all the exports of the United States at $102,141,893. It is
 by such comparisons only that we can form an idea of the vast amount of this
 portion of our internal commerce. Is it not an interest demanding, in tones
 which can not be disregarded, the equal and just protection of the government? A
 report of Colonel Abert, made to Congress in December last, of all the
 appropriations made since 1806 for roads and the improvement of harbors and
 rivers, shows an aggregate of $17,199,000, of which $2,861,964 were for the
 harbors of the lakes and the improvement of the rivers at the northwest -- about
 one-sixth of the whole. It is needless to speak of the gross inequality of this
 apportionment of common funds to those who know the vast and teeming population
 which is occupied or interested in the navigation of the Western lakes and
 rivers.
 Horace Greeley's Report. -- Horace Gree-ley reported the
 convention for the New York Tribune. He thus begins his interesting letters
 under date of July 5: "Chicago has been filling up with delegates to the
 People's Convention for the last ten or fifteen days, but it was not until
 Saturday that the pressure became burdensome. When we arrived on the Oregon, at
 sunrise, yesterday morning, there was scarcely a spare inch of room in any
 public house save in a few bedrooms long since bespoken. But the citizens had
 already thrown open their dwellings, welcoming strangers in thousands to their
 cordial and bounteous hospitality; the steamboats as they came in, proffered
 their spacious accommodations and generous fare to their passengers during their
 stay; and though four or five boats full freighted came in yesterday, and two
 more, with a thousand or fifteen hundred each, came in this morning, I believe
 there are none left in doubt as to their chance of shelter to-night at this
 present writing. At all events the people of Chicago have earned a noble
 reputation for hospitality and public spirit. The citizens had provided a spacious and beautiful tent, about 100 feet square, pitched in an
 open square near the center of the city, radiating from a tall pole in the
 centre, and well provided with seats. It holds about 4,000 persons comfortably.
 The rest of the gathering were constrained to look in over the heads of those
 seated."
 Mr. Greeley makes this mention of a then
 obscure congressman from Illinois: "In the afternoon, Hon. Abraham Lincoln, a
 tall specimen of an Illinoisan, just elected to Congress from the only Whig
 district in the State, was called out, and spoke briefly and happily in reply to
 Mr. Field. As he closed, the committee came in, and through its chairman, Hon.
 J. C. Wright, reported a series of fifteen resolutions, which were read by
 Charles King, of New Jersey, and advocated in a most able and interesting speech
 by Hon. John C. Spencer, of New York -- a constitutional argument, evincing deep
 research and great power."
 The distinguished journalist concluded his letter of the third and
 last day in this fashion: "Thus has met, deliberated, harmonized, acted, and
 separated, one of the most important and interesting conventions ever held in
 this or any country. It was truly characterized as a Congress of Freemen,
 destitute of pay and mileage, but in all else inferior to no deliberative body
 which has assembled within twenty years. Can we doubt that its results will be
 most beneficent and enduring?"
 Thurlow Weed's Description. -- Another noted newspaper
 writer in attendance was Thurlow Weed, editor of the Albany Evening Journal.
 Elsewhere in this volume liberal quotation is made from his description of the
 trip on the lakes to and from Chicago. A few brief extracts from his report of
 the convention are here added: "Let me here say that the firemen's display in
 this infant city to-day excited universal admiration. I never saw anything got
 up in better taste. The companies were in neat uniforms. Their machines were
 very tastefully decorated. There was also a miniature ship, manned and
 full-rigged, drawn by 12 horses, in the procession. While moving, the crew on
 board the Convention made, shortened and took in sail repeatedly. This is
 undoubtedly the largest deliberative body that ever assembled. In looking around
 the sea of faces turned toward the chair, I recognize, from various parts of the
 Union, men of distinguished talents. Among the most prominent are Senator Corwin
 and Governor Bebb, Ex-Governor Morrow, of Ohio, Andrew Stewart, Joseph R.
 Ingersoll, of Pennsylvania, Thomas Butler King, of Georgia. This convention was
 composed of enlightened, discriminating men. Its action was deliberate, but
 emphatic, and can not fail to be effective. I venture to predict that no more
 Harbor-and-River Bills will be vetoed or 'stolen.' The convention adjourned with
 more harmony, if possible, than it commenced. Never have we witnessed such a
 harmonious meeting, from beginning to end. Its proceedings have been worthy any
 people and any cause. And the interest of the public was continued throughout
 all the sittings. Up to the last hour the crowd was a dense one, and every
 delegate stayed to the end. This convention must rank as one of the most
 respectable, and we hope it will prove one of the most useful, ever assembled on
 the continent. This is a strong expression, we know. But we ask those who may be
 inclined to doubt it, to first hear before they judge."
 Editor De Bow's Review. -- Everywhere throughout the
 country the convention was ardently discussed. The power vested in the United
 States Government was still a mooted and vexatious question. The issue was
 largely argumentative, but the practical side had already appealed strongly to
 the common sense of the people. A good example of this public discussion was an
 article appearing in 1848 in De. Bow's magazine, a commercial monthly published
 at New Orleans. It is valuable as an index of advanced public opinion a half
 century ago, in matters relating to improvements on the Great Lakes, and is
 therefore liberally reproduced herewith:
 "The proceedings of the great convention at Chicago last summer of
 Friends to River and Harbor Improvements by the Federal Government have been
 fully spread before the country, and all who chose to become 
 acquainted with them will have done so ere this article is printed. The grounds
 of agreement and of difference among those who attended the convention, though
 not very clearly defined in the proceedings there had, are tolerably obvious to
 the practical observer. On the one hand, the bare assemblage of the convention
 -- especially when we consider how numerously it was attended, from what
 distances and what men -- affirms the duty of the Federal Government to do
 something in the premises, and the inference can hardly be deemed a forced or
 far-fetched one, if we say that it affirms farther, the duty of doing something
 more than has hitherto been done.
 "For, assuredly, the citizen who believes that our rulers have done
 and are doing all that is fairly incumbent on them with regard to Rivers and
 Harbors, will have slender temptation to spend time and money in attending a
 convention at a point remote from his residence to consider the subject of River
 and Harbor Improvements and memorialize Congress concerning them. For it is not,
 surely, to be presumed that honorable gentlemen would attend such a gathering
 with the sole purpose of embarass-ing its deliberations and distracting its
 councils.
 "The fact, then, that some five to eight thousand citizens, including
 many of the most eminent and the most worthy, many from localities more than a
 thousand miles distant, convened at Chicago on the 5th of July, 1847, to
 deliberate and act on the subject already stated, is in itself of decided
 significance, and the conclusions of a body so constituted can hardly fail to
 exert a palpable influence on the public sentiment and legislation of the
 country.
 "These conclusions are clearly and forcibly set forth in the
 resolutions of the convention, mainly drawn by the Hon. John C. Spencer, but
 agreed on first by an able committee of two persons from each State and
 Territory represented -- about thirty in all -- selected in nearly equal numbers
 from the two great political parties, and whose unanimous report was affirmed
 with nearly equal unanimity by the convention. The resolutions, so drawn and
 passed, embody an argument in support of the constitutionality and justice of a
 comprehensive and vigorous prosecution of river and harbor improvement which has
 rarely been excelled if ever equaled.
 "On the other hand, it cannot be denied, and need not be disguised,
 that differences of opinion with regard to the proper extent and limitations of
 national river and harbor improvement were developed at this convention; and
 these differences we now propose to consider.
 "On the side of a liberal and comprehensive appropriation of the
 public moneys to the improvement of rivers and harbors, there appears to be no
 disagreement, no hesitation. The resolutions of the convention state the views
 taken on that side more clearly and forcibly than we could express them in so
 few words. Briefly, however, it is maintained on that side, that the Federal
 Government ought to prosecute the improvement, for purposes of commerce, of the
 harbors which line our coasts (whether seaward or inland), and the more
 important rivers within our national limits, so fast as the state of its
 finances will permit, and so far as the common interest and general welfare of
 the whole people shall seem to demand. But to this end it is not deemed
 essential that each particular river or harbor improvement shall be essential to
 the well-being of the entire people, any more than that each ship-of-war
 constructed and maintained, or soldier employed and paid by the government,
 shall have been engaged in the defense of the whole country.
 "In the narrowest view, it may be said that the safe and easy
 navigation, even of the Mississippi, is of no moment to the people of Vermont;
 while there is a larger and truer aspect, wherein whatever increases production,
 diffuses wealth and facilitates intercourse in any section of the Union, is
 desirable and beneficent to every portion of it. But admit that the rendering
 navigable, so far as may be, of a single river like the Illinois, or making
 accessible and safe the single harbor of Chicago, may not be of obvious interest
 to the whole country; still, the simultaneous improvement of all such rivers and
 harbors, so far as a provident statesmanship and wise economy
 would justify, may be the clear dictate of National policy and public good. This
 regarded, each single improvement appears but a link in a golden chain of
 benefits and blessings, admirably calculated to bind together, indissolubly, the
 States composing this vast Republic.
 "On the other side, the agreement on any general principle -- much
 less on any clear line of policy -- is not obvious, as a brief glance at the
 indications afforded at Chicago will show. For example -- Colonel Benton, by
 letter, denounces vehemently the proneness to importune Congress to aid in the
 furtherance of ' local or sectional objects,' yet strongly affirms the
 constitutionality and propriety of a national canal, from Lake Michigan to the
 Mississippi; and, of course, of other works of like character and
 importance.
 "Governor Wright, by letter, has like fears of the diversion of the
 national funds to objects purely local, but is favorable to harbor improvements
 at those points ' where the convenience and safety of lake commerce ' demand
 them. River improvements afford to his mind a subject of far greater difficulty;
 yet he has no doubt at all that appropriations for some river improvements are
 constitutional, while others are not. The line of distinction he indicates,
 without positively affirming it, is this: ' Where commerce upon a river already
 exists, and is regularly carried on in spite of the obstructions sought to be
 removed,' there improvements may be deemed constitutional; in other cases, not.
 But finally, Mr. Wright concedes that 'this is not a sufficient dividing line
 for practical legislation,' but he favors us with no other.
 "Mr. David Dudley Field, of New York, in a speech before the
 convention, controverted what is termed the ' general welfare' or ' lax
 construction' doctrine with regard to internal improvement, and has, since his
 return, written out and published his remarks, being moved thereto, it appears,
 by a pressing note from the editor. Having listened to that speech when
 delivered, we regret our inability to identify the uttered remarks with the
 printed essay, and the more that the speech seems to have suffered in cogency
 without gaining in perspicuity in the transfer from Chicago to New York, and
 from living breath to inert metal. Mr. Field flatly contradicts Colonel Benton
 with regard to the power of the Federal Government to construct canals; he
 favors us with long and painstaking disquisitions on the nature and true
 character of our government, with very liberal citations from the ' resolutions
 of '98,' and many ponderous documents unheard of at Chicago; but when we have
 read them all we are nearly as much in the dark, as to the kind of a
 Harbor-and-River Bill that Mr. Field would vote for, as if he had not spoken at
 the convention. We hear quite enough of the ' difference between one who
 construes the constitution strictly, and another who construes it loosely,'
 'enlarging the incidental powers of Congress,' etc., etc., but little or nothing
 that is tangible on the material point. The burden of his speech is this same
 offensive and supercilious assumption, ' We who think as I do are the faithful
 upholders of the constitution, which you who differ from us would heedlessly and
 selfishly override and destroy,' but what projected improvements are
 constitutional, and what are not, in Mr. Field's opinion, it were a task indeed
 together from his deliberately written version
 of his Chicago speech. * * *
 "Let us, in closing, urge upon those on whom, in the approaching
 Congress, may devolve the duty of framing a River and Harbor bill, to discharge
 that duty patiently, liberally, justly, and with a single eye to the common
 good. Let them take care that no item that cannot bear its own weight, however
 trifling in amount, is allowed to creep in for the sake of securing a vote, or
 silencing an adversary. Let a bill be framed of which every item ought to pass,
 and we have strong hopes that it will pass. It is a deplorable truth, that
 appropriations for useless or pernicious ends -- to construct cumbrous
 fortresses and needless ships of war -- to pay and feed cormorant armies in
 times of profound peace, or rob an Indian tribe of lands which it needs, and we
 do not -- will pass in. a day, with hardly an opponent and never a
 constitutional scruple; but whenever a dollar is asked for any purpose of
 positive and enduring beneficence -- to promote directly the well being of our
 own people, rather than threaten or carry destruction to others -- there arises
 all manner of caviling, hair-splitting, scruple-devising, as if the mere purpose
 of the measure were (prima facie] evidence of intent to subvert the
 Constitution. In the apprehension of a formidable class of political
 philosophers, fidelity to the Constitution involves a vigorous adherence to
 every ledge and sand-bar which presented an abstract to navigation in 1787, and
 the fate of our institutions is bound up in the preservation of our overslaughs
 and rapids in rivers otherwise navigable. ' Snags, sawyers and the Constitution
 forever!' is virtually the war-cry of that school of expounders, who never
 scruple to stigmatize all who differ from them as ready to overthrow every
 bulwark of our freedom in their reckless pursuit of personal or local
 aggrandizement. Ought this style of argumentation to pass unrebuked ? Can it
 suffice to overbear the dictates of National progress and commercial necessity?
 "
 After Thirteen Years. -- An article appeared in "Harper's
 Magazine," in 1860, urging the improvements of the Great Lakes. The writer
 reviewed the difficulties encountered in securing from Congress appropriations
 for the benefit of lake commerce. He said: "The early advocates in Congress of
 these lake improvements had to encounter a very violent opposition from various
 quarters. First, the obstructionists of the Virginia school -- men who would
 cavil for the ninth part of a hair -- affirmed in general terms, that this
 Government was established with the view of regulating our external affairs,
 leaving all internal matters to be regulated by the States; and, then descending
 to particulars, declared, that, while Congress had the power to make
 improvements on salt water, it could do nothing on fresh; furthermore, they
 argued, that, to give the power of spending money, the water must ebb and flow,
 and that the improvement must be below a port of entry, and not above. Another
 refinement of the Richmond sophists was this:
 -- If a river be already navigable, Congress has the power to improve it,
 because it can 'regulate' commerce; but if a sand-bar at its mouth prevents
 vessels from passing in or out, Congress cannot
 interfere, because that would be 'creating' and not 'regulating.'
 "In July, 1847, a convention, composed of delegates from eighteen
 States, met in Chicago, to concert measures for obtaining from the Government
 the necessary improvements for Western rivers and harbors. This body sent an
 able memorial to Congress, and the result has been that larger appropriations
 have since been made. Still, however, much remains to be done and it appears by
 the last report of Colonel Graham, that his estimates for necessary work on lake
 harbors and roadsteads amount to nearly three millions of dollars, to which half
 a million should be added for the improvement of St. Clair Flats, making an
 aggregate of three and a half millions of dollars, which is much needed at this
 time for the safe navigation of the lakes."
 Present Broad Policy of Improvements. -- A broad national
 policy is now pursued in the development of traffic upon the inland waterways of
 the country. And from the standpoint of the magnificent results that have
 accrued to the nation, the heroic struggles of a half century ago to establish
 and develop that judicious and enlightened statesmanship can now be regarded
 only with gratitude and pride. The convention of 1847 must rank as a masterful
 event in the progress of national achievements.
 
 A Half Century Ago
 
 
 An Interesting Description of the Lakes in 1847 --
 Thurlow Weed's Enjoyable Trip -- He Describes Life on the Inland Seas, and Presents Vivid
 Pictures of Old-Time Steamboat Sailing.
 
 
 An interesting description of life on a lake passenger steamer a half
 century ago was written by Thurlow Weed in a series of letters to the Albany
 Evening Journal, of which he was editor. He took passage at Buffalo for Chicago
 on the steamer Empire to attend the River and Harbor Convention, and with many
 others made a more leisurely return trip, visiting a number of points en route.
 His prediction that in half a century, which would bring the time to the year
 1897, a quarter of a million people would be supported on the shores of the
 Great Lakes, shows that Mr. Weed's powers of description were of a much higher
 order than his prophetic vision. As a picture of passenger sailing back in the
 palmy forties these letters are very interesting. With slight abridgement they
 are as follows:
 "Steamboat Empire, June 30, 1847. - I am afloat, for the first time,
 on Lake Erie, in that magnificent steamer, the Empire. Captain Randall, who had
 steam up and was awaiting the arrival of the cars. In ascending to her beautiful
 saloon we found some three hundred ladies and gentlemen grouped around upon
 sofas, divans, etc., as luxuriously as on board of our own splendid Isaac Newton
 and Hendrick Hudson. Immediately Captain Randall commenced working his way, by
 slow and tortuous movements, out of Buffalo Harbor, the insufficiency of which,
 for the vast commerce of these inland oceans, forcibly impressed us with the
 importance of the convention about to assemble at Chicago. That convention will,
 by its deliberations, it is hoped, awaken not only the whole American people,
 but their Government, to the magnitude of an interest that has heretofore been
 almost entirely neglected, saving the people from their mortification and the
 Government from the disgrace of again seeing the implements and the materials
 prepared for the construction of lake harbors, sold at 'public vendue!'
 "At least two-thirds of our cabin passengers are delegates to the
 convention. These, however, are but the stragglers of an army of delegates that
 had left Buffalo earlier. The number of delegates, therefore, will be legion.
 Our great commercial metropolis, though deeply interested, will, I fear, be but
 feebly represented. The only delegates with us, from New York, are Mr. Brooks,
 of the Express, and Edwin Burr, Esq. a friend with whom I traveled in Europe,
 and with whom it is always pleasant to meet. Very few of the large number of
 delegates appointed have appeared. Albany has shown more spirit, though her
 delegation is not as large as was expected. Hon. John C. Spencer, Mr. Croswell
 and Thomas L. Greene are here, bringing up our rear guard. Gen. Davis is, I
 believe, the 'sole representative' of the city of Troy.
 "July 1, -- We have a calm, delightful night, and at sunrise was a few
 miles above Conneaut, Ohio, gliding rapidly along some six miles from the shore.
 At 8 o'clock nearly three hundred passengers were seated in the Empire's
 spacious saloon to an ample and well-served breakfast. During the forenoon our
 friend, Seth C. Hawley, of Buffalo, called our attention to a circumstance which
 was particularly unpleasant to American eyes, and which proved, far more
 conclusively than argument or even figures can prove, the impolicy
 and wretchedness of our 'Financial System of Forty-two.' The eye, at a single
 glance, took in a commercial fleet, consisting of 15 sail, all from Cleveland,
 and the neighboring ports, and all heading directly for the Welland canal. We
 reached Cleveland at 1 o'clock, where we lay an hour, which hour we improved by
 riding, first through its busy, bustling streets, and then along one or two of
 its broad avenues, adorned with tasteful mansions, surrounded by a profusion of
 fruit trees, shrubbery and flowers. Cleveland, as the outlet of the Ohio canal,
 is fortunate in possessing an accessible, safe and 'snug' harbor. The fact that
 since the opening of navigation 1,300,000 barrels of flour and 1,200,000 bushels
 of wheat have been shipped at Cleveland 'speaks for itself.'
 "Hon. John W. Allen, a former representative in Congress, and one of
 the most useful, as well as one of the most deservedly esteemed citizens of
 Cleveland, with several other delegates from that town, joined us. Mr. Allen,
 after completing his law studies at Oxford, Chenango county, came to Cleveland,
 in 1825, in a schooner of less burthen than an Erie canal-boat, and landed in a
 yawl on the beach, there being neither harbor nor dock there. In the afternoon
 we passed in view of the scene of Perry's sanguinary naval battle and glorious
 victory. It commenced only a few miles south of the mouth of the Detroit river,
 near a group of islands known as the Sisters, the respective fleets drifting,
 during the action, several miles toward Put-in-Bay. Gen. Proctor, with Tucemseh
 and several British officers, stood on a point at the mouth of the Detroit
 river, below Malden, watching the progress of the battle. We entered the river
 at half past 8 o'clock p.m., and at half past 10 was alongside of the wharf at
 Detroit, having traveled from Albany to Detroit (nearly 700 miles) in fifty-one
 hours! We were, they tell us, the only persons who ever performed the journey
 between Albany and Detroit in so short a time. We lay but an hour at Detroit.
 Mr. Corwin and Governor Bebb, of Ohio, left Detroit this morning for Chicago on
 the steamer Oregon. This evening, soon after tea the saloon was arranged for
 dancing, and the hours were passed very pleasantly in the mazes of the cotillion
 and the whirlings of the waltz.
 "July 2. - The officers of the boat held a council of steam yesterday,
 which resulted in a determination to attempt a moonlight flitting over the 'St.
 Clair Flats,' a point of navigation which corresponds with our 'Overslaugh,' in
 its worst state, before its obstructions were partially removed. This is a feat
 not attempted by large vessels by night, and bets were made against its success.
 An experienced lake captain maintained that we should go through, saying that
 whatever 'Bartholomew,' our sailing-master, 'does not know of that channel is
 not worth learning.' The difficult passage was reached about 2 o'clock p.m. The
 boat felt her way carefully along the winding channel until all the worst points
 were passed, when, just before reaching deep water, where two stakes had
 disappeared, she struck, and lay 'hard aground' until 6 o'clock this
 morning.
 "At 8:30 o'clock this morning we came alongside a dock upon the Canada
 shore, to wood. An hundred-and-six cords of wood (hickory, maple, beech and oak)
 were seized by the deck hands, steerage passengers, etc., and soon transferred
 from the dock to the boat, and at 12 o'clock we were under way. I learn that the
 Empire, in a single trip, consumes over 600 cords of wood. This requires for
 each trip the clearing up of over ten acres of well-wooded land. The wood which
 was taken on board to-day cost $1 per cord.
 "The St. Clair river is the trunk through which the waters of Lake
 Huron discharges itself into Lake Erie. It is a broad, beautiful river, looking
 out on either side upon a rich, fertile soil, and most of the way, on the
 British side particularly, the water and the land presenting a surface so even
 that another puncheon of water would apparently overflow the land. There is a
 current of something less than four miles an hour running through this outlet
 for the mighty Huron. The country along the St. Clair river strikes me as a most
 desirable residence. To-day, at any rate, everything looks bright
 and smiling. St. Clair is the principal village. Here commences the pine-timber
 region, for the sawing of which steam-mills are numerous. Here, too, is the
 gigantic frame-work of a steamer, building by Captain Walker, that is to be the
 Leviathan of the lakes. Early this morning we passed the steamer Illinois,
 Commander Blake. She is owned by my old friend, Oliver Newberry, whose
 intelligence and enterprise is associated with all the improvements of this New
 World.
 "Passing out of St. Clair river into the broad and deep Huron, and
 stretching along an arm of the State of Michigan which helps to form Saginaw
 Bay, you begin to comprehend something of the vastness of the West. Visions of
 the coming greatness and grandeur, and of the ultimate destiny of this
 continent, fill the mind with amazement. That America is to be the seat of
 empire, and that, too, at no distant day, is a fixed fact. A wisdom above that
 of man has prepared for the inhabitants of worn-out, impoverished and
 over-burthened Europe, a fresh, fertile, primeval land, whose virgin soil and
 graceful forests will wave over millions of people. Those who are here are but
 the seeds of an emigrant population which are destined to multiply indefinitely.
 * * *
 "July 3 -- We had another calm, beautiful night, and Lake Huron, this
 morning, is scarcely moved by a ripple. The evening was again passed in
 conversation and dancing. And here, let me say a word about the mode of 'killing
 time'. I had heard much about gambling on the lakes. But if this habit
 continues, the Empire's passengers form an exception to the rule. The time, so
 far, has been most rationally appropriated. Many volumes of 'cheap literature'
 have been devoured. Lakes, harbors and river improvements have been freely
 discussed. But cards seem to have gone out of fashion.
 "We reached Mackinaw at 12 o'clock M. Here is an old town with four or
 five hundred inhabitants and a well-constructed fort, from which you have a fine
 view of Lakes Huron and Michigan. Having added some fifty cords to our supply of
 wood, and replenished our larder with an abundance of salmon-trout and
 whitefish, we are again under way, passing from Lake Huron into Lake Michigan,
 whose waters present an unrippled surface. From Mackinaw our course is south,
 the westerly or north-westerly course leading to Lake Superior. At 7 o'clock
 this evening we touched at one of the Manitou islands for wood. At this point
 all the steamers 'wood'. This island, some three miles by ten in extent, is only
 inhabited by the few persons employed in cutting and hauling wood. It is not
 even inhabited by animals. I saw none of the feathered race. Reptiles are seldom
 seen. And in the absence of all these, mosquitoes, finding no one to torment,
 come not to the Manitou island.
 "July 4 -- This is the 71st anniversary of the Declaration of American
 Independence. Its sun dawns upon us in the middle of Lake Michigan, 'the blue
 sky above and the blue waters beneath us', but no land in sight. It is a bright
 day. We are steaming onward rapidly, headed for Milwaukee, yet some seventy
 miles distant. The great and good men who, seventy years ago, carved out a
 republic, could have had but imperfect conceptions of its even yet unappreciated
 magnitude. They did not dream that in territory then unknown to them there would
 now be a population greater than that of the old thirteen colonies. They could
 not, in their wildest imaginings, have supposed that on these then unexplored
 lakes there would now be a commerce exceeding, in tonnage and value, that of our
 Atlantic States. Yet these things are more than realized. And in reference to
 the population and resources of the West, we have only seen 'the beginning of
 the end'.
 "The works of nature away out here, where 'the sun sinks to rest', are
 indeed upon an extended scale. Here are a succession of mighty lakes, emptying
 themselves one into another, until, nearly three thousand miles from their head,
 their waters mingle with those of the Atlantic. And upon the shores of these
 lakes is an extent of country capable of supporting and destined to receive, in
 the course of half a century, at least a quarter of a
 million of inhabitants. At 10 o'clock today our steamer's bell was
 tolled for the purpose of assembling the passengers in the saloon for divine
 service. The Rev. Mr. Stimpson, of Greenbush, officiated. The services were
 impressive -- the audience large and attentive. During the services a bird 'on
 weary wing' flew into the saloon, hovered around among the congregation, and
 then passed out to find a resting place upon the shoals. We have now been nearly
 four days 'at sea' and everything has gone just right. The steamer is well
 managed. Though nearly three hundred passengers draw around the table, the fare
 continues as abundant and extensive as it could be if Fulton Market was at hand
 every morning. The Empire was built at Cleveland three years ago. She is over
 1,200 tons burthen, and extremely well arranged for freight, steerage and cabin
 passengers. Captain Randall is himself the largest owner. He was formerly
 engaged upon the Hudson river, and came here twelve years ago. His enterprise,
 industry and energy promise him the reward which such qualities deserve. We are
 now, at 1 o'clock P.M., approaching Milwaukee, only seven miles off. My first
 view of Wisconsin is a very pleasant one. I come prepared to believe it a most
 desirable residence. That within a few years it will become an important member
 of the confederacy there is no doubt."
 "Steamboat St. Louis, July 9 -- Soon after leaving Chicago, on
 Wednesday evening, a meeting of the passengers was called to determine our
 route. The chair was taken by Philip Hone, of New York. After an expression of
 views and wishes by the passengers, a committee, consisting of Hon. Mr. Schenck,
 of Ohio, Hon. William Mosley, of Buffalo, and another individual, was appointed,
 to obtain information from Captain Wheeler, whom we regretted to find ill in his
 berth. Upon learning from the Captain how much time would be consumed in the
 excursion, and what points were most attractive, we reported to the meeting,
 when it was determined that the boat should, after touching at Milwaukee and
 Sheboygan, proceed to Green Bay, for the purpose of cruising for a day among its
 picturesque islands. There is a much larger number of passengers than was
 expected. Several hours before leaving Chicago, the officers of the boat refused
 to promise staterooms or even berths. But the interest of the excursion, and the
 reasonableness of the fare, combined, were irresistible. The boat goes where the
 passengers direct, and remains as long as they choose, for $2 per day, including
 board. * * *
 "I had not the opportunity I desired at seeing Milwaukee leisurely, as
 our boat remained there but two hours. Next to Chicago, it is to be the great
 city of the Far West. Mr. Hone, one of whose daughters accompanies him, left us
 at Sheboygan, where he owns property that is becoming very valuable. This place,
 like all that I have seen of Wisconsin, is delightful. The Sheboygan river is
 navigable for the largest vessels two miles, but for the want of a few thousand
 dollars to improve its mouth, all its usefulness is lost. But this state of
 things cannot last. We left Sheboygan at 7 o'clock last night and at 6 this
 morning were at 'Death's door', a narrow strait, with several reefs (where it is
 said a large tribe of Indians, endeavoring to escape from a hostile tribe in
 canoes, were all drowned), which forms the entrance to a group of wild,
 picturesque islands, around which we have been coasting for eight hours. The
 weather is delightful. Our captain and mate are familiar even with this
 out-of-the-way and seldom-visited region. These waters are seldom traversed, and
 human footsteps are rarely set upon these islands. A single lighthouse, with an
 occasional land-mark, is all that we have seen, indicating that our government
 has recognized the existence of this most interesting portion of our common
 country.
 "Having completed our run through these islands, our boat was headed
 for the North-Manitou Island, which, being only thirty-five miles distant, we
 reached long before sunset. On the northwest side of this island the sand-banks
 rise, in some places, full two hundred feet above the surface of the lake, and,
 what is singular, this island of sand is without its 'sand beach'. 
 The shore is almost as bold, where the banks are high, as that in our Highlands.
 We were told that there is a large lake upon the summit of this island,
 abounding with trout, but on landing I found that this lake was upon the level
 part of the island, and even with the surface of Lake Michigan. This sand soil
 produces nothing but wood, though I do not understand why a soil that sustains a
 maple and a beech forest should not bear wheat, corn, and vegetables. There are
 some forty men employed here in cutting and hauling boat-wood, for which $1.75
 per cord is paid. The only family here is from Granville, Washington county.
 Among the privileges they regret is that of voting a Whig ticket. From the last
 of October until May, they know nothing of what is passing in the world.
 "Saturday, July 10 -- We left the Maniton (sic) Island at 8 o'clock
 last evening, and were called at five this morning to take a view of the
 beautiful approaches to Mackinac, or 'Michilimackinac,' that 'hard word,' the
 spelling of which has so severely tried the patience of some teachers, and has
 cost so much birch with others. 
 "The early part of the night was rendered anxious by the severe
 illness of our friend, Trumbull Cary, of Batavia, who, I am happy to say, is
 much better this morning. Mr. Colt, of New Jersey, has been quite ill for three
 days. He leaves us here, for the benefit of repose and the healthful atmosphere
 of this island.
 "The steamboat Baltic, leaving Chicago 15 hours after us, was here
 when we arrived, she having come direct. I observe, among her passengers, a
 number of the Albany and Troy delegates. Here our party separates for the day.
 Most of the ladies and two-thirds of the gentlemen go on shore to enjoy a
 'picnic,' for which ample provision had been made by Mr. Bloomer, our
 indefatigable steward. At 10 o'clock the steamers got under way for the Carp
 river, a distance of 12 miles, where there is said to be excellent trout
 fishing. We now lay at anchor at the mouth of the river, and some forty
 gentlemen, 'armed to the teeth, with rod, reel, line, hook, fly, angleworm,
 etc., etc., are intent upon beguiling and capturing the wary trout. We shall see
 with what success.
 "Our boat rides at anchor in a broad bay, from which we look out upon
 a broader wilderness, apparently as unbroken and fresh as it was the day that
 Columbus discovered this continent. Solitude -- vast and sublime solitude -- is
 the striking feature of these mighty waters and these boundless woods. Lake
 Michigan occupies more surface than the State of New York, and the productive,
 unoccupied lands bordering it would sustain a population greater than that of
 all the New England States. And yet there are hundreds of miles of coast, upon
 this lake, whose waters float hundreds of vessels burdened with millions of
 dollars, where the government has not yet expended the first dollar for a
 harbor! There is a lighthouse, to be sure, on Washington Island in Green Bay,
 which warns the mariner of that danger, but if he is in a gale, or needs a
 harbor, he may run over an hundred miles without finding one. 
 "4 o'clock P.M. -- The boats have just returned from the Carp river.
 The enterprise was not all that was expected. The party were beset by merciless
 mosquitoes, and, if possible, still more ferocious flies. Trout were abundant,
 but fastidious. They were probably not acquainted with, or possibly objected to,
 the city mode of being caught. An hundred and fifty were taken, of which Mr.
 Clinton caught 39. But though the fish were shy, the mosquitoes and flies bit
 magnificently, as is apparent in the stung, swollen, and blood-besmeared faces
 of the anglers. We are now preparing to return to Mackinac to receive our
 'picnic' friends on board, then to depart for Sault Ste. Marie. 
 "July 10, -- The 'picnic' realized all the enjoyment that was
 anticipated. A delightful spot, with a natural bower, had been selected. Mr.
 Bloomer had taken care to provide a dainty repast, having with him, also, the
 cook, waiters, etc. After visiting the 'Sugar Loaf,' 'Arch Rock,' and other
 points of interest, the band being in attendance, dancing upon the green
 commenced. Other rural exercises and sports were resorted to, and
 kept up with spirit, until dinner was announced. The 'chowder' as one or two
 Bostonians affirm, was one over which Mr. Webster, without loss of culinary
 character, might have presided. After dinner, the sports of the day were
 concluded by a grand 'steeple-chase,' in which ladies and gentlemen
 participated. The ground selected for the chase, though apparently on an even
 surface, proved to be undulating! The consequence was that several gentlemen who
 left the starting-post with spirit confidence, were either down, or distanced by
 ladies. One gentleman attributed his fall to the circumstance that Mr. Bloomer,
 in compounding his 'lemonade,' had substituted champagne for water! For the
 offence, the steward was immediately arraigned, but Mr. Corwin, who undertook
 the defence, obtained a verdict of acquittal, not so much upon the merits of the
 case as by showing that the services of the steward were indispensable to the
 continued enjoyment of all parties. The party returned, greatly delighted with
 their evening, a large party of ladies and gentlemen were rowed about the
 harbor, for the purpose of hearing the 'Canadian Boat-Song,' from voyageurs.
 "At Mackinac we learned that Governor Seward and family, who were to
 have been with us, passed up the night before. His attendance as a delegate to
 the convention was prevented by professional engagements at Canandaigua. The
 fort here is garrisoned by a detachment of the 'Brady Guards,' from Detroit. The
 other members of this corps are in charge of the fort at the Sault.
 "Sunday, July 11 -- We left Mackinac at sunrise this morning. The day
 is calm and intensely hot. At breakfast, this morning, the trout taken yesterday
 in Carp river were served. They were done to a turn; and larded, as they were,
 with delicate slices of salted pork broiled to a crisp, I need not say that the
 repast was a delightful one. At nine o'clock we found ourselves gliding through
 and around an apparently interminable group of islands. We were in a broad bay,
 with no land except that of islands in sight. These islands, thickly wooded with
 hemlock, cedar, and spruce, presented a deep evergreen foliage. They were of
 various dimensions and in all forms. While some contained 1,000, 500, 300, 200,
 100, 50, and 25 acres, others were but a few rods square, and several were mere
 tufts, all, however, covered with trees and foliage. This splendid bay forms the
 head of Lake Huron. The islands are all uninhabited. They stand up amid these
 mighty waters, silently but impressively teaching the wonders of Nature to the
 children of man -- having been spoken into existence by an all-wise and
 omnipotent Creator. 
 "At 10 o'clock, the passengers were summoned to attend Divine service.
 The Rev. Mr. Allen officiated. During the service our boat had passed through
 this magnificent archipelago and entered St. Mary's river. This river, you know,
 is the outlet for Lake Superior. It is something more than forty miles long,
 with a current of three miles to the hour. Its banks are low and thickly wooded.
 Midway between the mouth of this river and the Sault, is St. Mary's Lake. Upon
 the shores of the river and lake we saw numerous Indian lodges, whose
 inhabitants seemed enjoying the repose of the Sabbath. The smoke from these
 wigwams curled very gracefully through the forest. But one white family was seen
 along the river, until we approached the Methodist Mission house, which is in
 the vicinity of the Sault. Our pilot having but an imperfect knowledge of this
 river, it was not deemed prudent to proceed very near the Sault with a vessel
 drawing so much water as the St. Louis. An anchor was cast nearly 30 miles from
 the Sault, shortly after which the St. Clair, a boat that plies between the
 Sault and Mackinac, on her way to the latter place, came along side, received
 our passengers, and put back, landing us at 5 o'clock P.M. So large a number of
 visitors had never before landed here in a body. A rush for apartments ensued.
 The Van Anden House and the St. Clair Hotel were filled to an over-flow. Mr.
 Corwin and several other gentlemen found quarters in the fort. Those who were
 unable to get accommodations at the hotels remained on board the
 St. Clair, Mr. Van Anden gave us up his family room. At 9 o'clock, we (some
 fifty) supped upon deliciously broiled whitefish that we caught after our
 arrival.
 "Monday, July 12. -- We were astir at sunrise this morning. An hour
 was consumed in walking about the town, which has a population of 1,000 or
 1,200, chiefly French and half-breeds. After breakfast, three of us started for
 the head of the rapids, where a bark canoe, in charge of three voyageurs, had
 been engaged for the day. Above the rapids lay three fine schooners that had
 been moved by land over this carrying place. Here is a broad and beautiful bay,
 out of which you pass into Lake Superior. The Julia Palmer (formerly the ship
 Julia Palmer), a steamer that had been moved on ways from the river St. Clair
 into Lake Superior, was off for Copper Harbor, nearly two hundred miles up the
 lake. We seated ourselves in the bottom of our canoe, upon mats, and glided up
 and across the bay some three miles above the rapids, into Her Majesty's
 dominions.
 "In consequence of a painful occurrence in running the rapids, some
 three weeks since, when a boat was dashed against the rocks and three visitors
 drowned, we were told that the voyageurs would not take us over, and many, who
 promised themselves the excitement of running through these boiling waters,
 relinquished the enterprise. But in returning, our crew headed directly for the
 rapids, through which we passed pleasantly and safely, avoiding the rocks over
 which the water bubbled, on either side of us, by a dexterous and graceful use
 of the paddles. The distance is three- quarters of a mile, over which the
 current swept us in seven minutes. After this several other parties chartered
 canoes and came down in the same manner. Arrangements were then made for trout
 fishing. Ladies and gentlemen supplied themselves with tackle, and more than a
 hundred anglers sailed forth. But the day was so clear and bright that the trout
 rose reluctantly, and but few were taken. While others were fishing, we rambled
 about on the Canada shore, visiting the establishment of the Hudson Bay Fur
 Company, etc.
 "There is nothing at the Sault which strikes a visitor so forcibly as
 the fact that our Government has neglected to construct a ship-canal around
 these rapids, connecting the waters of the mighty Superior with those of the
 lower lakes, and thus perfecting a chain of lake-and-river navigation more than
 three thousand miles in extent. It is not possible to select a point more
 favorable to a ship-canal. The distance is but three-quarters of the mile! The
 elevation is but 22 feet! This great work might be completed for less than a
 quarter of a million dollars. And yet it has not been done. I shall be
 disappointed if Messrs. Corwin, Butler, King and Schenck, who are with us, do
 not press this improvement in the next Congress. Large quantities of copper,
 some in masses and some in barrels, lay upon the wharves here. I observed much
 virgin copper blocked out from the mines in pieces weighing from one to two
 thousand pounds. I was happy to learn that a copper mine, in which our friend
 Greeley has a large interest, is promising to be very valuable.
 "Tuesday, July 13. -- We turned our faces homeward this morning. The
 passage down the St. Mary's river, and again through the Bay of Islands into
 Lake Huron, was truly magnificent. Presque Isle, upon the Michigan side of the
 lake, is the first landing. Here we took in wood, ice and fish. Along here is a
 coast of nearly two hundred miles almost wholly uninhabited. Upon an uninhabited
 island, some fifty miles from Presque Isle, a son of Senator Backus, who resides
 at Saginaw, Michigan, has a fishing station, where he is now engaged with a
 dozen fishermen, and where he expects to put up 3,000 barrels of white fish
 during the season.
 "Wednesday, July 14 -- We came out of Presque Isle last evening with a
 breeze which promised to freshen into something lively, but before 11 o'clock
 the wind subsided, and the lake became as it has been for a fortnight, calm and
 unruffled. At 2 o'clock this afternoon, we passed Fort Gratiot, at the outlet of
 Lake Huron, and soon entered the beautiful St. Clair river, for
 which my admiration is, if possible, increased. I have never seen a
 water-and-land view combining so much that is rich and beautiful. They tell me
 that the winters here are long and severe. But the wheat, corn, vegetables,
 etc., look vigorous and healthy, and are well advanced. We reached the St. Clair
 Flats at 4 o'clock. This spot, as I have remarked, reminds an Albanian of the
 Overslaugh. Here vessels arriving in the night are detained until morning, as
 there are no lights or beacons to enable them to discern the channel. And
 vessels other than steamers are compelled to lay here for a favorable wind.
 "There are now over 700 steamboats, propellers, brigs, and schooners
 navigating these lakes. In July, 1846, as Captain Mills, who had charge of the
 dredge, reports; 71 steamboats, 37 propellers, 59 brigs, 128 schooners, and 81
 coasting craft passed the St. Clair Flats. Thirty-one of these vessels were
 compelled to employ lighters in crossing, and all were more or less obstructed
 and delayed. And yet, though a few hundred thousand dollars would remove these
 obstructions, Jackson, Van Buren and Polk have opposed, resisted and defeated
 appropriations!
 "Time has passed very pleasantly upon the St. Louis since we left
 Chicago. Though the number of passengers was too large for a pleasure excursion,
 yet the efforts of the officers to accommodate and please, and the disposition
 of passengers, generally, to be pleased, has been successful. The passengers
 breakfast, as at the Astor House, whenever they please, between the hours of 7
 and 11 A.M. There is a lunch at 12. At half-past 2 we dine. A substantial tea is
 served at 7; and at 10 the supper-table is spread. And the fare is not only
 uniformly abundant, but the cooking excellent. The table is loaded with meats,
 viands, delicacies, etc., all served in good taste. Our evenings are uniformly
 gay and joyous. Immediately after tea, the tables are removed from the saloon,
 the band appears and 'the ball opens.' Of our party, which numbers about two
 hundred, nearly one-third are ladies -- agreeable and accomplished ladies, whose
 conversation, music, and accomplishments invest the excursion with an interest
 which ladies only can impart to society, and without which it would have been
 robbed of half its enjoyment. Dancing commences at 8 and continues till 11
 o'clock, with much spirit, not only by the young ladies and gentlemen, but by
 many of the elder and graver personages, to whom the occasion has brought back
 something of the freshness and inspiration of youth.
 "The St. Louis left Buffalo on the 29th ultimo, expressly for a
 pleasure excursion, taking the Chicago Convention in its way.
 "Thursday, July 15 -- We reached Detroit last evening in season to get
 a view of the harbor, which is an admirable one, and to walk before dark through
 its principal avenues, which present a broad, pleasant, and business-like
 appearance. The U. S. steamship Michigan is lying off the city, and I regretted
 that we had not time to accept Capt. Champlain's invitation to go on board. This
 veteran is worthy of his command. He, it will be remembered, was the
 sailing-master who took Com. Perry's fleet so handsomely into the battle of Lake
 Erie, and who conducted himself with marked coolness and courage through the
 fight.
 "We reached Sandusky at 7 o'clock this morning. Its harbor, though
 requiring improvement, is one of the broadest, most secure, and commodious, that
 I have ever seen. The city, after struggling for twenty-five years with
 formidable difficulties, is overcoming them all, now looks prosperous, and is no
 doubt flourishing. The Mad-River railroad, which owes much of its success to the
 efforts of the late Governor Vance, is nearly completed. Running, as it does,
 from Sandusky to Cincinnati, it is destined to become one of the great
 thoroughfares of the Union. Already much of the travel of the Southwest comes
 over this road. We called early upon Oran Follett, Esq., editor, many years ago,
 of the Buffalo Journal, and now a member of the Ohio Board of Public Works. He
 has a splendid mansion, embowered with rose, honey-suckle, etc.,
 and surrounded with delicious fruit. May he live in the enjoyment of these
 luxuries 'a thousand years.' 
 "I learn here that the produce speculators from the East have been
 making wild purchases of flour, wheat, and corn, in anticipation of more
 favorable news by the steamer that is now due. They will be sadly disappointed.
 It is strange how entirely the judgments of men are clouded by their cupidity.
 Nothing is more certain than that the next intelligence from England will show a
 further decline in breadstuffs.
 "Friday, July 16. -- We arrived at Cleveland before sunset last
 evening, and enjoyed another view of this thriving city. Among its striking
 features is the 'Weddell House,' one of the most magnificent hotels in America.
 This building looms up like the Astor House, and is furnished with every
 attainable luxury. The furniture would compare favorably, in value and beauty,
 with that of the drawing-rooms of our 'merchant princes.' The house was built by
 Mr. Weddell, who had accumulated a large fortune in business at Cleveland. When
 returning from New York, last spring, where he had been to purchase furniture
 for this house, he took a severe cold, from the effects of which he died. The
 house is well kept by Mr. Barnum, who was formerly with his uncle in 'Barnum's
 Hotel' at Baltimore.
 "We are now approaching Buffalo, after an absence of sixteen days,
 having traversed Lakes Erie, St. Clair, Huron, Michigan and St. Mary's; run
 through the Detroit, St. Clair and St. Mary's rivers, and looked into Lake
 Superior. The distance from Buffalo to Chicago is 1,054 miles. From Chicago to
 the Sault, via Green Bay, the distance is about 800 miles. From the Sault to
 Buffalo the distance is over 700 miles. We have journeyed, therefore, more than
 2,500 miles upon lakes and rivers whose waters are whitened with the canvas and
 blackened with the smoke of vessels and steamers greater in number and exceeding
 in value the vessels and commerce of any one of the nations of northern Europe.
 And yet our government refuses to recognize this great interest as a part of the
 commerce of the Republic!
 "The weather, during this long excursion, has been most auspicious.
 There has not been wind enough to disturb the most sensitive stomach. Nor has
 the slightest accident occurred. The steamboat Empire, in going up, and the St.
 Louis, in going the rounds, behaved admirably. Captain Wheeler and his officers
 were constant and untiring in their efforts to render the excursion, what it
 really has been, one of instruction and enjoyment. Mr. Bloomer, who acts as
 clerk, steward, 'chief cook,' and 'headwaiter' (for he makes himself generally
 useful), is just the man to take charge of these various departments.
 "The St. Louis, though not one of the fastest, is among the best
 built, stanchest, and most commodious steamers on these lakes. She is owned by
 the Messrs. Hollister, a family of brothers and sons, who have been long known
 at Buffalo, and up the lakes, as enterprising and liberal merchants,
 public-spirited and useful citizens, and efficient, reliable Whigs.
 "Niagara Falls, July 17, 1847. -- We arrived at Buffalo last evening
 just in time to take the cars for Niagara Falls. The railroad from Buffalo to
 the Falls, since I was here last, has, much to the advantage of the public and
 the stockholders, changed hands. Instead of the rickety rail over which we were
 then drawn by horse-power, we were now taken through upon a substantial road in
 an hour and ten minutes. Much has been done, since I was last here, to adorn
 Goat Island, to facilitate access to the Falls, and to enhance, if possible, the
 grandeur and sublimity of the views. General Whitney has enlarged and improved
 his magnificent hotel. Mr. White, in the 'Eagle,' presents every possible luxury
 and enjoyment that 'mine inn' can furnish to visitors. Mr. Hooker, who has been
 here almost as long as the cataract, is still on hand, in no otherwise changed
 than that instead of 'Hooker, Guide to the Falls,' upon his hat, it is now
 'Hooker & Sons, Guides to the Falls.' The 'Indian-curiosity,' business,
 which, twenty-five years ago, was in its infancy, has grown into a large, and,
 from the price asked for the first article we looked at, a
 profitable trade. For a cigar-case intrinsically worth twenty-five cents, but
 for which we were prepared to pay fifty, as a fancy piece, the 'Injun' (as they
 spell the word at Mackinac) Bazaar man had the modesty to demand $2.50! As our
 'curiosity' was not quite sharp enough for such a bite, we left the bargain open
 for the next fool.
 "But the grand new feature here is the steamboat Maid of the Mist,
 that runs, three times a day, from the rapids, a mile below the cataract, up
 that wild, fierce, whirling current, to and along the base of the mighty column
 which rushes from the summit 'down below.' This was a bold and expensive
 enterprise. The steamer was placed under the Falls last year, but without
 sufficient power to stem the current. This discouraged some of the proprietors.
 But John Fiske, of Rochester, went to work this season with indomitable energy,
 to overcome all obstacles, and he has succeeded triumphantly.
 "You are taken in carriages, nearly two miles to the steamer. The road
 down the bank starts from the point on the American side, which has been fixed
 upon for a terminus to the Suspension Bridge. As the Rapids and Whirlpool, in
 the former of which a boat would be torn to pieces preparatory to being
 swallowed up by the latter, are just below the Maid's wharf, this voyage has a
 nervous look. But the precautions and guards against accident are so well and
 carefully provided as to inspire full confidence. The steamer has two engines,
 so that if one fails the other can be put in gearing in a minute and a half. She
 is found with two anchors and chain-cables. She has also a small boat, by means
 of which a strong line can be run ashore the moment a necessity for doing so
 exists. The Maid of the Mist is commanded by Captain Filkins, who, like his
 engineer and pilot, keeps both eyes open and all their wits about them. Without
 this excursion upon the Maid of the Mist, a view of the Falls of Niagara is
 incomplete.
 "Steamboat Cataract, Lake Ontario, July 18. -- We intended to have
 returned to Buffalo, for the double purpose of visiting friends and seeing the
 extent of the commercial, manufacturing, and mechanical wonders that
 intelligence and enterprise have wrought in a youthful city which is destined to
 be second only in the Empire State, to its great commercial emporium, since
 1840. But learning that our old friend VanCleve was at Lewiston with his new
 boat, the Cataract, that temptation was irresistible. At 4 o'clock this
 afternoon, therefore, having come over the Niagara Falls and Lewiston Railroad,
 passing a succession of wheat fields whose waving straw, bristling beard, and
 well-filled heads, all 'fully ripe,' and inviting the embraces of the reaper,
 resembles the gold which is far less intrinsically precious, we found ourselves
 seated upon the beautiful promenade deck of the Cataract, viewing Brock's
 Monument upon the heights which American valor conquered; the spot where
 VanRensselaer fell, seriously wounded; and the sanguinary field in which Scott
 and Wool so gallantly fleshed their maiden swords.
 "The Cataract was built at Ogdensburg, under the immediate
 superintendence of Captain VanCleve, whose experience, judgment, and taste
 enabled him to correct many defects and suggest many improvements. She is 225
 feet long, 28 feet beam, and eleven feet hold. Her main saloon is 170 feet long.
 She has 51 spacious, airy state-rooms, with doors opening into the saloon and
 out upon the guards. She has also 190 large, commodious berths. Her ladies'
 saloon and dining cabins are in excellent keeping with the accommodations in
 other respects. There is a neatness and beauty in the furniture, hangings,
 tapestry, etc., etc., of the Cataract, which cannot fail to strike and charm
 passengers. Everything is arranged with an eye, as well to fitness and
 propriety, as to enjoyment and ease. The rooms are all richly, but not gaudily,
 furnished. And every part of the boat is arranged with a view to the comfort and
 quiet of passengers. When summoned to tea, the table, its furniture, and the
 repast itself, excited general admiration. Innumerable delicacies were served
 with most appetizing taste. The Cataract runs with less noise and
 motion than I have ever known. In her model, the line of nautical beauty has
 been preserved, and in her consturction, arrangements and finish, she seems as
 nearly perfect as science and art combined with experience and taste, could make
 her.
 "Captain Van Cleve, though yet a young man, is a veteran on Lake
 Ontario, where he has been in command of steamers for more than twenty years. He
 is a capable, vigiland, and efficient officer, possessing, in an eminent degree,
 all the other qualities which make men respected and popular. Lake Ontario has
 its full share of perils. Its navigation is often rough, difficult and
 dangerous. But Captain VanCleve, during his long career, through all seasons and
 all weather, has never met with an accident which seriously damaged his boat or
 injured his passengers.
 "Among the passengers on board, I noticed Hon. Alvin Bronson, of
 Oswego, and Hon. Myndert Van Schaick, of New York. These gentlemen were former
 members of our State senate, where by their business habits and practical
 knowledge, especially in reference to the various questions of finance, they
 rendered valuable public service. They are both of another political faith, but
 I do them no more than justice in saying that they discharged their duties, as
 representatives of the people, upon all questions not political, with an
 intelligence and integrity which senators, in all coming time, may imitate with
 great advantage to the people. We are now, at 10 o'clock, gliding up the Genesee
 river, having run down from Lewiston (over 80 miles) in six hours, showing a
 speed of nearly 15 miles to the hour."
 
 Lake Canals
 
 ERIE CANAL.
 Why the Canal was needed -- Early Projectors -- Gen. Washington Favored
 It -- First Legislation -- To Seek Aid in Europe -- War of
 1812 Kills the Plan -- Bill of 1815
 Passes -- Chancellor Kent Changes his
 Vote -- Canal Fund Created -- First Boat -- Contest between
 Buffalo and Black Rock for the Western Terminus -- Celebration at Buffalo -- Efforts to Enlarge the Canal -- Zenith of
 Prosperity -- Tolls Abolished -- Vote of 1895 to Improve -- Brief Review of the Commerce of the Canal -- Steam on Erie Canal, etc.
 
 
 
 WELLAND CANAL
 Earliest Legislation in 1821 -- Trying to Select a Route -- Course via Burlington Bay Abandoned -- Private Company Organized -- Arousing Public
 Interest -- Canal is Completed -- Government Loan Secured -- Dimensions of Original Canal -- Tonnage on
 the Canal -- Enlargement is Planned --
 The Problem of Feeders -- Rivalry between Welland and Erie Canals -- Rapid Growth of the Size of Vessels -- Harbors at Port Colborne and Port Dalhousie -- Present Size of Canal -- Statistics of Canal's Commerce -- Refunding
 of Tolls.
 
 
 In the next generation the Great Lakes district will control the iron
 and steel trade of the world. In the proper distribution of the manufactured
 product, therefore, the question of deep waterways is all important. More than
 all things else would a deep channel from the Great Lakes contribute to putting
 America in its proper place as the first steel producer of the world. -- Arthur
 J. Moxham.
 MUCH artificial work has been necessary to obtain from the Great Lakes
 their maximum service. Separated from each other, in two instances, by water
 falls, and in another by a shallow channel, cut off from the commerce of the
 world by many impassable rapids, surrounded by other important waterways that
 might be reached by intervening channels, the lakes have attained
 their present commercial power and prestige only by herculean human effort. Vast
 enterprises have been successfully prosecuted; others, still more important, are
 yet under way, and will doubtless be completed. The wild lakes have been
 humanized, and the various steps by which this has been accomplished composes
 one of the most important departments of lake history.
 The canals touching the Great Lakes have a combined length of about
 1,200 miles. Many of these have sunk into obscurity, but the deepening of
 channels has quite recently assumed a most important phase of inland navigation.
 Sketches of the principal lake canals are herewith presented.
 
 ERIE CANAL.
 
 The Erie Canal is one of the great waterways of the world. It was
 constructed when the State of New York was in its infancy, and it is remarkable
 that such a work of engineering and commercial importance should have then been
 successfully carried through. The necessity for such a waterway lay partly in
 the fact that the interior of the State of New York was beginning to supply
 trade that was in danger of being diverted from its legitimate channels. The
 settlements of that State were for the most part along the inland rivers and
 upon the borders of the interior lakes. And the trade between the city of New
 York and these interior settlements was rapidly being destroyed by the
 competition of French-Canadian traders, who, having their headquarters at Quebec
 and Montreal, found easy communication with Oswego, at the mouth of Oswego
 river, by way of the St. Lawrence river and Lake Ontario; and from Oswego into
 the interior regions of the State.
 It was to provide, therefore, for easy and direct communication
 between the Eastern markets and the interior settlements, that the first step in
 the final construction of this great waterway was taken. France, Holland and
 Great Britain had all constructed canals, and it was known that much of the
 prosperity of those countries was attributable to these inland, artificial water
 communications.
 Early Projectors. -- Among those who first thought of
 this project and predicted that such a canal would ultimately be built were
 Cadwallader Colden, Sir Henry Moore, George Washington, George Clinton, and
 Gouverneur Morris. It is well known that the Father of his country was in a
 large measure indirectly responsible for the final construction of the
 Chesapeake & Ohio canal, through having been directly interested in the
 securing of the old Potomac canal, which from the necessities of the case was a
 failure.
 The first suggestion published to the world was made almost precisely
 one hundred years before the completion of the canal. This suggestion was made
 in 1724 by Cadwallader Colden, then surveyor-general of the State of New York,
 to William Burnet, the governor of the province. In an elaborate report
 concerning the fur trade of the province, and upon the superior advantages of
 the city of New York over Montreal and Quebec, occurs the following paragraph:
 "But besides this passage" (by means of the Mohawk and Oswego rivers), "there is
 a river which comes from the country of the Senecas, and flows into the Onondaga
 river, by which way can an easy carriage into that country be obtained, without
 going to Lake Ontario. The head of this river goes near to Lake Erie, and
 probably may give a very near passage into that lake, much more advantageous
 than by the Falls of Niagara."
 Gov. Sir Henry Moore, in 1768, called the attention of the Legislature
 to the great delays and expense of transporting goods over these various
 portages, and suggested that if these evils were not removed commerce might be
 diverted into such channels as would deprive the colony of all the advantages
 resulting therefrom, and earnestly urged the improvement of inland
 navigation.
 General Washington Favors It. -- In 1783 General
 Washington made a tour through the central part of the State of New York, and
 expressed himself as greatly in favor of improving its great
 inland navigation.
 In March, 1786, Jeffrey Smith, a member of the Assembly, brought in a
 bill for improving the navigation of the Mohawk river, Wood creek and the
 Onondaga river, with the view of opening up inland navigation to Oswego. Gov.
 George Clinton, in January, 1791, made recommendations along the same line, and
 Gen. Philip Schuyler was instrumental in procuring the incorporation of the
 Western Inland Lock Navigation Company, in 1792, and was made president of the
 company. In 1797, when upon a tour of exploration through the central part of
 the State, General Schuyler and the engineer of the company, William Weston, an
 Englishman, talked of water communication by means of canals as far west as Lake
 Erie, provided the face of the country would admit of it.
 However, the first man who succeeded in concentrating public attention
 upon the project was Jesse Hawley. In April, 1805, he suggested an overland
 canal from the foot of Lake Erie at Buffalo to Utica, and thence down the Mohawk
 to the Hudson. He wrote a series of articles, which were published in the
 Genesee Messenger, the first appearing in October, 1807, advocating this
 canal.
 First Legislation. -- But little was done, however, in a
 practical way until the winter of 1810, when a joint resolution was passed by
 both houses of the State Assembly, appointing seven commissioners to explore the
 whole route from the Hudson river to Lake Erie. These seven commissioners were
 as follows:- Gouveurner Morris, Stephen Van Rensselaer, De Witt Clinton, Simeon
 De Witt, William North, Thomas Eddy and Peter B. Porter. These commissioners
 entered upon their duties July 1, 1810, taking with them Mr. Geddes as engineer,
 the essays of Mr. Hawley, the survey made by Mr. Geddes in 1808, and a map and
 report made in the same year by Joseph Ellicott.
 To Seek Aid in Europe. -- To the next Legislature these
 commissioners recommended the overland route to Lake Erie as practical and
 beneficial, and that measures be taken to secure the construction of such a
 canal. These commissioners in accordance with authority furnished by the State,
 attempted to interest President Tames Madison and Congress in the project, but
 without success, and hence they reported that "now sound policy demands that the
 canal should be made by the State of New York alone, and for her own account."
 In June, 1812, a law was passed authorizing the commissioners to borrow
 $5,000,000 in Europe, for the work, but the war with England prevented that
 scheme from being carried out. In 1814 the law authorizing this loan was
 repealed.
 Bill of 1815 Passes. -- In 1815 De Witt Clinton reported
 a memorial to the Legislature urging the construction of the Erie canal to Lake
 Erie. This memorial had great influence throughout the State; and
 notwithstanding a strong opposition was made, a bill was at length passed
 directing the work on the middle section of the canal to be commenced, limiting
 the annual expenditure to $250,000, and the entire expenditure to $2,000,000.
 The commissioners under this bill were: De Witt Clinton, Stephen Van Rensselaer,
 Joseph Ellicott, Samuel Young and Myron Holley.
 Chancellor Kent Changes His Vote. -- The bill providing
 for the construction of the canal finally passed both houses of the Assembly
 April 14, and the next day became a law in a most remarkable manner. After it
 had passed both houses of the Legislature it had to be approved by the board of
 revision, which was composed of five gentlemen, as follows: Lieutenant-Governor
 Taylor, Chancellor Kent, C. J. Thompson, and Judges Yates and Platt. Chancellor
 Kent and the two judges, Yates and Platt, finally voted in favor of the bill.
 Three of these gentlemen were opposed to the bill and had so voted when
 Vice-President Tompkins walked into the room. He said he was opposed to the
 canal, because there would be another war with England within two years, and the
 country would need all its resources to carry on that war. Chancellor Kent asked
 Mr. Tompkins if he meant what he said, that there would soon be another war with
 England, and upon receiving an affirmative and emphatic reply, Mr.
 Kent said, if that were to be the case he would change his vote and favor the
 bill.
 "The accidental coming into the room of the council of the
 Vice-President of the United States, to oppose a measure already lost, by using
 for his purpose an unfortunate argument, made no less a man than the great
 lawgiver of this continent change his vote, and through this change the fortunes
 of the bill were changed."
 The first meeting of the commissioners to receive propositions and to
 make contracts was held at Utica, June 3, 1817, commissioners Young and Holley
 having charge of the work in the middle section, which it was deemed advisable
 to construct first. The work began on the 4th of July, as a celebration of the
 day, at the village of Rome, Judge Richardson, the first contractor, casting up
 the first spadeful of earth, amid the booming of artillery and the acclamations
 of the people. Thus the great work was begun.
 To De Witt Clinton is due great credit for the success of this stupendous enterprise. The completion of the middle
 section extending from Utica to Montezuma, was appropriately celebrated July
 4th, 1820. The completion of the eastern section was celebrated at Albany
 October 8, 1823, and of the western section October 26, 1825. At the precise
 time of its completion the message was sent over the line of the "artillery
 telegraph," which announced the welcome news from Lake Erie to the Atlantic
 Ocean. Thus in eight years and four months was the great work accomplished.
 Canal Fund Created. -- The law, as thus passed by the
 casting vote of Chancellor Kent, created the board known as the "Commissioners
 of the Canal Fund," which consisted of the Lieutenant-Governor, the Comptroller,
 the Attorney-General, the Surveyor-General, the Secretary of State and the State
 Treasurer. The duty of this board was to manage all matters pertaining to the
 canal fund with advantage to that fund and with economy.
 This fund was created by imposing a duty of twelve and a half cents
 per bushel upon all salt manufactured in the western district of the State: a
 tax of $1 on each passenger that should make a trip of over one hundred miles on
 any steamboat on the Hudson river, and half that amount on each passenger that
 should make a trip of less than one hundred miles and over thirty miles: the
 proceeds of all lotteries that should be drawn in the State of New York, after
 the sums then granted in them had been paid: all the net proceeds from the
 Western Inland Navigation Company's property which was to be purchased: all
 donations made or to be made: all the duties upon sales at auction after
 deducting the sum of $33,500 annually, which was to be appropriated to the
 hospital and other public institutions. In addition to these several sums there
 was to be raised $250,000 by levying a tax on all lands and real estate lying
 along the route of the canal on either side and within twenty-five miles, such
 assessment to be made by the canal commissioners according to the benefits which
 in their opinion would be derived from the canal.
 This financial scheme proved eminently successful. The salt duties
 alone paid toward the canal more than $3,000,000, and by September, 1833, the
 salt and auction duties had paid $5,812,621. The tax on steamboat passengers was
 suspended the next year after it was imposed, for the reason that the Supreme
 Court of the United States decided that the grant to Livingston and Fulton of
 the exclusive right to navigate the waters of the State by steam, was invalid.
 The tax on lands along the canal was never collected, and the lottery tax never
 yielded anything.
 The length of the canal from Buffalo to the Hudson river is 363 miles,
 the entire distance from Buffalo to New York being 513 miles. The width of the
 canal as first constructed was 40 feet on the surface, and 28 feet at the
 bottom, the depth of water being four feet. It could pass boats of only 76 tons.
 There were 83 locks, built of massive stone, the chambers of which were 90 x 15
 feet, and they were capable of containing boats of about 100 tons burden. Upon
 arriving at Albany a boat which had passed through this canal had descended 553 feet: but her total ascent and descent in the course of her
 voyage was 662 feet.
 First Boat. -- The first boat that went down from Buffalo
 was the Seneca Chief. She left Lake Erie at 10 o'clock A. M.October 26, 1825,
 for Albany and New York, and was scheduled through to Albany, where she arrived
 November 2, at 1 o'clock p. M. The first gun of the grand salute was fired at
 Buffalo at the precise moment of boat's starting, and minute guns were fired all
 along the canal down to Albany, the gun being fired at Albany at 11 A. M. The
 salute then ran down the Hudson river to New York, the last gun being fired at
 Sandy Hook at 11:21 A. M. The return salute began at 11:32 A. M., and was
 continued through Albany to Buffalo, the last gun being fired at Buffalo 1 hour
 and 20 minutes later.
 The committee of Buffalo citizens that went down on the first boat to
 Albany and New York was as follows: Hon. Samuel Wilkeson, Capt. Thaddeus Joy,
 Maj. David Burt, Dr. H. R. Stagg, Mr. Hernon B. Potter, Capt. M. M. Dox and Mr.
 Samuel Wells.
 
 CONTEST BETWEEN BUFFALO AND BLACK ROCK FOR THE WESTERN TERMINUS.
 
 During the progress of the construction of the canal, that which most
 interested the people living in the vicinity of its proposed terminus was the
 question of the precise location of that western terminus. This question was
 whether it should be at Buffalo or Black Rock. A fierce rivalry existed between
 the two places, and a heated controversy was waged for several years. The
 disadvantage of Black Rock was its location at the foot of the rapids of the
 Niagara river, which would render it difficult for sailing vessels to ascend the
 river. The great disadvantage of Buffalo was that Buffalo creek was only a small
 stream and had a sand bar at its mouth, which would render it difficult to
 construct a harbor into which vessels of any size could make entrance.
 The commissioners upon investigation at once decided that it would be
 expedient to commence the canal at or near the mouth of Buffalo creek, in order
 to sustain the highest possible level at the highlands, instead of descending
 into the Niagara river at Black Rock, by which they would lose four feet of
 head, and consequently be subject to the expense of so much additional depth of
 excavation across the Mountain ridge.
 This important question was not fully settled, however, until the
 spring of 1819, when the Legislature, in consequence of urgent applications from
 citizens of Buffalo, for the grant or a loan of a sum of money sufficient to
 construct a harbor, passed a law directing the canal commissioners to examine
 the entrance of Buffalo harbor.
 Gen. Peter B. Porter, in behalf of the people of Black Rock, presented
 a memorial to the Legislature, which closed with a proposition that a
 competition should be entered into between the people of Black Rock and the
 people of Buffalo, by offering to the people of Buffalo the sum of $12,000 for
 opening the mouth of Buffalo creek, and a like sum to the people of Black Rock
 for forming a larger harbor.
 In compliance with this memorial a law passed providing that in case
 the Buffalo Harbor Company should on or before January 1, 1824, open or complete
 a passage across the sand bar of sufficient depth and breadth to admit at all
 seasons of the year vessels drawing eight feet of water, it should be the duty
 of the canal commissioners to allow all reasonable expenses up to $12,000, and
 also authorized the citizens of Black Rock to construct a harbor at an expense
 not to exceed $12,000, in such a way as to allow vessels drawing eight feet of
 water to have a safe harbor down to the upper end of Squaw island.
 The first work on the Erie canal, in Erie county, was performed on the
 spot where the village of Tonawanda now stands, this village having been built
 as a result of the construction of the canal, and named after Tonawanda creek,
 which in the early days was spelled Tonewanta. The last work done on the western
 section was the canal cut through the mountain ridge at Lockport.
 Celebration at Buffalo. -- On October 25, 1825, Governor
 Clinton and other distinguished gentlemen from Albany arrived in 
 Buffalo, and the next morning came the grand ovation. After the Seneca Chief
 started down the canal with its Buffalo delegation on board, the procession of
 citizens returned to the court house, where an eloquent oration on the benefits
 the canal was to confer on the State was delivered by Sheldon Smith, a prominent
 lawyer of Buffalo, and then there were public dinners at the Eagle Hotel and the
 American House, the celebration winding up with a grand ball at the Eagle Hotel.
 The cost of the canal by the time of its completion, on October 25, 1825, was
 $7,600,000.
 A Gift of the Gods. -- Thomas L. Kenny in his tour to the
 lakes, while making a trip over the Erie canal in a cabin boat, soon after its
 opening, wrote as follows: "It is not possible for me to convey any adequate
 idea of the wealth which flows upon the canal; nor of the advantages which are
 experienced from it by the people who live upon its borders, and those more
 remote settlements throughout the entire region of the Northwest. The truth is,
 the canal is in everybody's mouth. The yeomanry, the bone and muscle of these
 regions, make you see in their countenances that they esteem it to be little
 short of a gift of the gods. The fact is that the canal is nothing more nor less
 than a great sluice of wealth; and the hardy settlers of all these regions are
 getting rich by the facilities that it affords them."
 The Question of Enlargement. -- It would be difficult to
 estimate the benefits to the prosperity of the great Northwest and the effect on
 the commerce of the Great Lakes conferred by the construction of this canal, the
 longest in the world, with the exception of the one in China. By 1835 the
 traffic on the canal had become so great that its enlargement was authorized by
 the Legislature, and was begun by the commissioners; but the panic of 1837 so
 seriously crippled the finances of the State that after several years of embarrassment the work was discontinued in 1843.
 The constitution adopted in 1846 forbade the Legislature to incur a debt of more
 than $1,000,000. When the Whigs came into power they sought to continue the work
 of the enlargement of he canal, and in order to avoid the restriction imposed by
 the constitution, attempted to pledge the income of the canal in advance on the
 ground that this would not be incurring a debt. A heated controversy resulted,
 the Democratic members of the Senate, most of them, resigned in order to break a
 quorum, and at a special election held to fill the vacancies most of those who
 had resigned were repudiated by the people, enough senators being elected to
 enact the law, which was afterward declared unconstitutional by the court of
 appeals.
 But when a constitutional amendment was submitted to the people,
 authorizing an increase of the debt beyond $1,000,000, they adopted it by a
 large majority. This enlargement was in process from 1850 to 1862, when it was
 completed. During this process of enlargement the canal was made shorter, and
 was at the end of the work only 350 ½ miles long, instead of 353. The
 width at the surface was increased from 40 feet to 70 feet, and at the bottom
 from 28 feet to 56 feet, and the depth of water in the canal was increased from
 4 feet to 7 feet. The capacity of the canal was thus increased, according to to
 the statement of one of the engineers engaged in the work, five times. The size
 of boats was also increased, from about 70 tons burden to 210 tons, the maximum
 size of boat used in this enlarged canal being 240 tons. The locks in the
 enlarged canal were increased in number to 72, and increased in size to 110 feet
 in length and to 18 feet in width.
 The expense of the enlargement was, of course, much greater than the
 cost of the original canal. Down to 1866 the amount expended on this and on the
 Champlain canal was $46,018,234, but a small portion of which was expended on
 the latter canal. In this sum nothing was included but the cost of construction,
 enlargement and improvement. Repairs and maintenance had cost up to the same
 time $12,900,333, making the total amount expended on the canal up to 1866
 $58,918, 567. The receipts from tolls on the two canals had then reached the sum
 of $81,057,168, and hence the balance to the credit of the canal was then
 $22,138,601. 
 Zenith of Prosperity. -- But at this time the canal
 system of the State appeared to have reached its highest prosperity. When the
 constitutional convention of 1867 was in session some of the members proposed
 the sale of the canals of the State to private individuals; but this suggestion
 was not carried into effect. The stimulus of the war on the railroad systems of
 the country had been so great, and their competition had become so strong, that
 the tolls of the canal were reduced as low as compatible with the constitutional
 provisions.
 Tolls are Abolished. -- Still later it became evident
 that the canal could not by its tolls pay for its repairs and maintenance; hence
 if the canals of the State were to continue of use to commerce the tolls would
 have to be abolished altogether, and in 1882, when the question of making them
 free to commerce came up and of maintaining them at the expense of the State,
 the people voted for such a constitutional amendment by a large majority.
 Vote of 1895 to Improve. -- The abolition of the tolls
 resulted in a considerable increase in the business of the canals for several
 years, but still the railroads continued to wage a sharp competition for trade,
 and at length on the 6th of March, 1895, a law was approved by the governor of
 the State, providing that bonds should be issued to the amount of $9,000,000 tor
 the improvement of the Erie, Champlain and Oswego canals.
 Steel Canal Boats on Erie
 Canal.The election occurred November 5, 1895 ; the vote
 in Buffalo was -- for the bonds, 40,007, and against them, 3,124. In the entire
 State the vote for the bonds was 595,828, and against them, 322,001. In Erie
 county the vote stood, for the bonds, 46,713, against them, 6,378, and there
 were cast 10,076 blanks.
 The attitude of the State at the present time toward its canals may
 here be stated. The constitution provides that: "The Erie canal, the Champlain
 canal, the Oswego canal, the Black River canal, and the Cayuga and Seneca
 canals, shall not be sold, leased or otherwise disposed of; but shall remain the
 property of the State and under its management forever."
 This amendment to the constitution was adopted in order that the
 canals of the State might perform the work of attracting the commerce of the
 West and East through New York, and that it might also be the great regulator of
 the rates charged upon such commerce. The great difficulty of later days in
 connection with this great waterway has been that rates of freight have been
 constantly descending, and boatmen could not possibly carry freight at a loss.
 This it was that led to the idea that enlargement was a necessary step in its
 development, and hence the $9,000,000 appropriation.
 A review of the commerce of the canal will show the
 reasons for the various movements made for the enlargement and improvement of
 this great waterway. Up to 1850 the canal had but little competition to contend
 with in the carrying trade. This competition was supplied by the New York
 Central railroad, which in 1850 earned only $717,702 in carrying freight. But by
 1856 there were four great railroad lines running into the interior of the
 country, as follows: The New York & Erie, which that year earned
 $4,545,781; the New York Central, which earned $4,371,387; the Baltimore
 & Ohio, which earned $3,712,952, and the Pennsylvania Central, which
 earned $3,744,291. The total value of the through freight thus carried by the
 four railroad lines was more than $200,000,000, while the value of that carried
 by the New York Central in 1850 could not have been over $10,000,000.
 In 1853 the value of exports from Buffalo by the canal was
 $22,652,408, and of imports, $64,612,102. During this year, on account of the
 many breaks in the canal, caused by the process of enlargement then going on,
 the railroads gained upon it more largely than they would otherwise have done,
 over previous years. Most of the business done on the canal then was by the
 forwarding association, the extent of the business of which is indicated by the
 fact that in up tolls it paid $450,195, and in down tolls, $774,440. In this
 forwarding association sixteen of the principal forwarding houses in Buffalo
 were interested. They represented 554 boats, each boat worth, on
 the average, $900. And besides these there were about 100 "wild" boats, each
 worth about $400.
 By 1855 it became evident to business men generally that the canal was
 in reality losing ground, as compared with the railroads. The secretary of the
 Buffalo board of trade said in his report for that year: "The time has now
 arrived in the history of our canals when their revenue fails to meet the
 requirements of the constitution. There is now a large deficit which will
 probably have to be made up by a direct tax. This is to be attributed to the
 railroads, and to them only." The railroads were then diverting sufficient
 commerce from the canal to more than pay the interest on the entire cost of
 enlargement, that is provided tolls were collected on what was thus
 diverted.
 The value of exports from Buffalo by the canal in 1855 was
 $30,054,283, and of imports, $89,218,036, while the total value of imports into
 Buffalo was $195,604,444, and of exports, $165,180,920. In 1858 the value of
 exports by canal was $24,267,171, and in 1859, $16,226,911.
 Since 1873, omitting the years 1875 and 1876, for which no statistics
 could be found, the imports into Buffalo, by way of the Erie canal, have been as
 follows:
 
 
 
 1873
 $19,568,226
 
 
 1874
 $8,646,610
 
 
 1877
 $12,310,455
 
 
 1878
 $14,500,274
 
 
 1879
 $43,554,185
 
 
 1880
 $33,602,510
 
 
 1881
 $41,048,980 
 
 
 1882
 $24,297,952
 
 
 1883
 $20,547,078
 
 
 1884
 $29,417,448
 
 
 1885
 $19,435,053
 
 
 1886
 $41,659,625
 
 
 1887
 $30,617,728
 
 
 1888
 $20,290,109
 
 
 1889
 $30,336,636
 
 
 1890
 $19,726,584
 
 
 1891
 $27,942,213
 
 
 1892
 $51,503,177
 
 
 1893
 $35,915,030
 
 
 1894
 $24,760,803
 
 
 1895
 $30,299,568
 
 
 1896
 $35,636,664
 
 
 1897
 $37,166,685
 
 
 
 The value of exports from Buffalo by way of Erie canal, during the
 same years has been as follows: 
 1873$49,772,070
 187446,244,875
 187738,229,716
 187843,466,806
 187948,142,030
 188050,139,048
 188134,782,568
 188235,222,430
 188335,866,394
 188443,012,050
 188528,453,110
 188648,857,116
 188739,191,827
 188830,700,182
 188925,687,232
 189030,076,784
 189136,978,035
 189237,656,565
 189353,474,254
 189437,865,302
 189520,279,881
 189631,608,123
 189718,402,447
 
 
 Steam on the Erie Canal. -- The question of propelling
 canal boats on the Erie canal by steam attracted attention early in its history,
 as was the case on other canals in the country. In October, 1823, it was
 announced in the newspapers that a steamboat had been built at Pompey, which was
 observed to pass Onondaga, and it was thought by some that she bid fair to be a
 success. Still earlier than this, however, the question was raised as to how to
 do away with horses and mules on the tow path, and it was gravely asserted that
 a tread mill had been put into a boat, which, worked by two men, gave a speed of
 five miles per hour.
 A canal boat to be propelled by steam was built in Buffalo in 1858,
 and named the Charles Wack. She had two propellers, one on each side of her
 rudder. This boat, however, did not prove a success. From time to time efforts
 continued to be made to secure some motive power on the canal, other than animal
 power. As late as April, 1871, the Legislature of the State of New York passed
 an Act offering a reward of $100,000, for the successful introduction of
 steamboats, which, with the simple and economical machinery, would carry not
 less than 200 tons of cargo eastward on six feet draught of water, and make an
 average speed of three miles per hour in the canal, and would fully satisfy the
 canal commissioners, appointed by the State to practically test and examine
 boats and devices submitted to them, that the boats and devices and inventions
 would tend to lessen the cost of transportation and would increase the capacity
 of the canal.
 By the passage of this Act inventive genius was greatly stimulated,
 and in 1872 there were several boats of different styles equipped with steam
 machinery designed to navigate the Erie canal. Among these boats were the
 Eureka, an iron boat of 122 ½ tons; the Charles Hemje, of 123
 ½ tons; the cable boat, Hercules, designed to be operated by the Belgian cable system, which was maintained for several years between
 Buffalo and Lockport; the Cathcart, the Andrew H. Dawson, the George A. Feeter,
 the William Baxter, the William Newman, and the John Durston, all propellers,
 and in addition the paddle-wheel boats Port Byron, Montana, Fountain City and
 the Success, No. 1, of 116 tons.
 After the test of the commissioners showed that none of the boats
 fully met the requirements of the Act of the Legislature, which called them into
 existence, they left the entire matter open for another trial the next season.
 Of all the boats entered only three of them made the three round trips required
 under the Act, the William Baxter, the Port Byron and the William Newman. The
 Baxter was 6 days and 15 hours; the Port Byron, 5 days and 11 hours, and the
 Newman, 5 days and 6 hours, the distance between Buffalo and Troy being 345
 miles.
 The next trial came off on October 15 and 16, 1873, between Syracuse
 and Utica. The boats taking part were the William Baxter, the William Newman,
 the C. C. Pope, the Port Byron and the Central City. The commissioners still
 thought that the requirements of the Act had not been met; but recommended that
 the passage of a law giving $35,000 to William Baxter, on condition that he
 place on the canal seven boats similar to the William Baxter, and also
 recommended that $15,000 be paid Capt. D. P. Dobbins on condition that he place
 on the canal three boats similar to the William Newman, during the season of
 1874.
 Two steam canal boat companies were organized during 1873, the Baxter
 Company and the Dobbins Company, which two companies were afterward combined
 into one, named the Baxter Steam Canal Boat Company, which company was awarded
 the sum of $50,000. Since that time the use of steam on the canal has become
 quite common.
 
 WELLAND CANAL.
 
 It is not easy to state the precise date when a canal to connect the
 waters of Lake Erie with those of Lake Ontario was first thought of, nor by
 whom; but it is altogether probable that it was about the time of the war of
 1812. It was several years after the close of that war before any practical
 measures were put in operation looking to the construction of such an important
 waterway.
 Earliest Legislation in 1821. -- At length, however, in the year 1821,
 the Provincial Parliament of Upper Canada passed an Act, entitled: "An Act to
 make provision for the Improvement of the Internal Navigation of the
 Province."
 Under this Act commissioners were appointed, called commissioners of
 internal navigation, who were to "explore, survey and level the most practicable
 routes for opening a communication by canals and lakes between Lake Erie and the
 eastern boundaries of this Province." These commissioners were James Macauley,
 Robert Nichol, James Gordon and Charles Jones. Their attention was chiefly
 occupied in exploring two great lines of navigable communication -- one between
 Lake Erie and Lake Ontario, and the other between Lake Ontario and the Rideau
 and Ottawa rivers.
 Trying to Select a Route. -- In selecting the course of
 the waterway between Lake Erie and Lake Ontario, the commissioners had in mind what appeared to them the importance of
 keeping as far as was practicable in the interior of the country, and of
 providing good harbors at either end of the canal. As soon as practicable after
 organization of the board at Kingston, a deputation of two of their members was
 sent into the State of New York, where by conference; with the canal
 commissioners of that State,. and by a personal inspection of the work then
 going on on the Erie canal, they gained, much valuable information. While in the
 State of New York they endeavored to engage the services of an experienced and
 skillful engineer, but without avail. These two commissioners returned from
 their tour of observation October 8, 1821, and reported to the board their
 failure to find a competent engineer, and it then became necessary to make a
 selection from among those at home with whom they had been in correspondence.
 After examining the testimonials as to ability submitted to them
 by Valentine Gill, they decided to accept the tender of his services, as soon as
 it could be done.
 Benjamin Wright, of New York, whose fame is deservedly high among the
 early engineers of the United States, agreed with the commissioners that the
 canal, connecting the waters of Lake Erie with those of Lake Ontario, should be
 on such a scale as to admit sloops and schooners of moderate dimensions to
 proceed direct from Lake Erie to the sea without unloading their cargoes.
 The route preferred by these commissioners for the canal from Lake
 Erie to Lake Ontario commenced on the River Ouse (Grand River), or any other
 convenient point on Lake Erie, and leading to Burlington bay, at the head of
 Lake Ontario, the considerations being that this route began at a point, which
 at all seasons of the year had plenty of water to feed the canal, that it was
 sufficiently remote from the frontier, and that it was free from ice from three
 weeks to a month earlier than a point near Fort Erie. Burlington bay was
 preferred for the outlet of the canal, because it was a fine basin, large and
 deep, capable of sheltering the whole Royal Navy of Great Britain, that it also
 was sufficiently remote from the frontier, had a strong military position, was
 surrounded by a populous and highly cultivated country, and seemed destined by
 nature to be the center of a flouring trade.
 The outlet from Burlington bay into Lake Ontario, suggested by the
 commissioners, was undertaken at the public expense, and although it was not
 intended as a part of the project of the canal, yet, as it would render the port
 accessible, it was considered a work of great value to the tract of country
 lying to the west.
 The survey of the route between Grand river and Burlington bay was
 made by Samuel Clowes, assisted by his son, James, and by John Harris, a land
 surveyor. They began operations about June 1, 1822. The estimate for the canal
 was as follows: 40 feet wide at bottom; 62 feet wide at the surface of the
 water; and seven feet deep.
 The locks were to be 100 feet long and 22 feet wide in the clear. A
 canal of these dimensions, it was thought, would accommodate vessels of 80, or
 even 100, tons, and by enlarging the locks to the proper size the large class of
 gun brigs light might go through, and even steam vessels in emergencies. In
 connection with this project the commissioners said:
 "The superior advantages attending such a canal, as is here proposed,
 would destroy the hopes and defeat the calculations of the commissioners of the
 American canal; as our being enabled to ship commodities on the Ouse three weeks
 before the lake opens at Fort Erie and Buffalo, with a certainty of their being
 transferred without removal direct to Montreal, would give a preference to that
 route, and our trade with much of that from the south shore of Lake Erie would
 thereby be secured to us."
 Valentine Gill, above referred to as being engaged on the survey, in
 his report to the commissioners, made use of the following language: "With
 diffidence I take a retrospective view of the seemingly insurmountable barrier
 nature has obstinately opposed to a canal navigation between the two lakes (Erie
 and Ontario). It certainly requires deliberation; but, considering the great
 national good, the incalculable public and private advantages that will arise
 from so vast a navigation as this short cut will open, also, that otherwise our
 neighbors will engross the trade of this province by their extensive inland
 navigation, I feel confident these difficulties can be surmounted without
 hazardous innovation, and with comparatively small expense."
 The commissioners of internal navigation, having this entire subject
 in charge, estimated that the canal from the River Ouse to Burlington bay, would
 cost L***206,554.
 Private Company Organised. -- It is altogether probable
 that the great original cost of this project, that is, the cost that would be
 incurred in constructing the canal along this route, led to the construction of
 the present Welland canal. The committee, whose labors have been outlined above,
 made its report in 1823, the result of which report was the incorporation of a
 private company, which was organized in 1824 and named the Welland
 Canal Company. This company proposed to establish the necessary communication
 between the two lakes by means of a canal and railroad. They intended running up
 the Welland river, passing across the township of Thorold, tunneling through the
 high ridge of land about a mile and a half, then proceeding directly by a canal
 to the brow of the hill or highland, and then by a railway down to the lowland,
 and connecting by another canal with the navigable waters of Twelve Mile creek,
 so as to afford the desired egress to Lake Ontario. The canal was to be of a
 capacity to accommodate "boats of not less than 40 tons."
 Public meetings were held, surveys made, and other steps taken to
 excite public interest in the enterprise; but notwithstanding all this, upon the
 day of breaking ground for the beginning of the work, November 30, 1824, not
 half a dozen gentlemen of capital and influence in the district attended the
 ceremony. By 1825 the scheme as above outlined was deemed objectionable, and a
 new one was adopted by which the canal was to be large enough to admit schooners
 and sloops. It was then determined to have the entrance to the canal at Port
 Dalhousie, and the upper end at the Welland river, whence the supply of water
 for the canal was to be drawn. It was also proposed to have at an early day
 communication between the Welland river and Lake Erie, and to have certain locks
 no feet long by 22 feet wide, the cross section to be 26 feet at the bottom and
 58 feet wide at the surface of the water, except through the deep cut, which was
 to be only 15 feet wide at the bottom for two miles of the length, the depth of
 water to be eight feet.
 In the summer of 1825 the company began to carry out this project with
 an ostensible capital of $800,000. In 1826 they obtained a loan of $100,000 for
 three years from the Government of Upper Canada, and the promise of one-ninth of
 the estimated cost of the enterprise from the Imperial Government, the locks to
 be 22 feet wide and all government property to pass free. In 1827 the Government
 of Upper Canada took stock in the undertaking to the amount of $200,000, and the
 Government of Lower Canada to the extent of $100,000. The Imperial authorities
 made a grant of 13,000 acres of land in the vicinity of the canal, and
 subsequently made a loan of $200,000 for ten years, at four per cent,
 interest.
 Canal is Completed. -- In 1828 a slide of earth occurred
 in the excavation of the "deep cut," adding greatly to the embarrassments of the
 company, for it compelled them to abandon the Welland river as a feeder. They,
 however, carried on the work with considerable energy, for water was let into
 the canal in the fall of 1829, and in November of that year, exactly five years
 after the commencement of the work, two schooners, the largest of 85 tons,
 ascended the canal to the Welland river. These two schooners were the Ann and
 Jane, and the R. H. Boughton.
 For the construction of this canal greater credit is due to Hon.
 William Hamilton Merritt than to any other individual. Mr. Merritt was, in 1818,
 a young merchant at Shipmans Corners. Besides his store he was the proprietor of
 a mill, and in 1818 a scarcity of water for his mill led him to put into
 operation a plan which he had cherished for some years, viz.: the connecting of
 Chippewa river and Twelve Mile creek by means of a canal. He made a rough survey
 of the ground with a common water level.
 This first survey thus made was in due course of time followed by the
 present Welland canal. Mr. Merritt had often expressed himself as anticipating
 such an internal improvement being made, connecting Lake Erie and Lake Ontario
 by a navigable canal.
 Mr. Merritt next presented to the Legislature a memorial, asking that
 an appropriation be made for a survey of the route. Nothing, however, was done
 during the year 1818, all the available funds having been wasted upon the route
 mentioned above from the mouth of the Grand river to Burlington bay, which was
 finally determined to be impracticable and abandoned.
 Largely through Mr. Merritt's efforts the Welland Canal
 Company was organized with œ40,000 capital early in 1824. Mr. Merritt
 secured subscriptions at Quebec to the amount of $50,000, and later in New York
 city to the same amount. In 1828 he went to England to raise money with which to
 prosecute the work on the canal, subsequently making two other visits for the
 same purpose. On Friday, November 27, 1829, the schooners Annie and Jane, of
 York, and the R. H. Boughton, of Youngstown, N. Y., passed up through the canal,
 being the first vessels on the canal. Reaching Buffalo on December 2, these
 vessels were received with a salute, and they passed down again on the 3rd of
 that month. Passing from Lake Ontario to the summit these vessels ascended
 thirty-two locks, then locked down in to the Welland river, sailed down that
 river to the Niagara river, and up that river to Buffalo, the British schooner
 Annie and Jane in advance. The Welland canal was now an accomplished fact.
 Subsequently the company proposed to extend the canal over the Welland
 river to Port Colborne, by enlarging about five miles of the feeder and
 excavating a new canal for the remaining distance to Gravelly bay.
 Government Loan Secured. --
 In 1831 the government approved of this project, and granted a loan of $200,000
 for the completion of the work, which was immediately commenced and completed in
 1833. At that time the locks were exclusively of wood, and much smaller than at
 present. In 1837 the government took the step of converting all of its loans
 into stock, and was authorized to subscribe $980,000 new stock, the capital of
 the company was declared to be $1,195,200, and the directors were limited to the
 expenditure of $400,000 per annum. In 1839 an Act was passed in Parliament, by a
 vote of 26 to 9, to authorize the government to purchase all the private stock,
 so that the work would become public property, but no steps were taken to carry
 out this design until 1841, when the works were placed under the control of the
 Board of Works. The total expenditure of the government on the canal up to this
 time was $1,851,428, but, as the work was inadequate to the requirements of
 commerce, it was decided to enlarge the canal and to rebuild all the locks with
 stone, making them 120 feet long, 24 feet wide and 8 ½ feet deep on the
 sills. And also that the aqueduct should be rebuilt with stone, and that the
 feeder should be converted into a navigable canal, the harbors at Port Colborne
 and Port Dalhousie should be improved, and the first two locks at Port Dalhousie
 and the one at Port Colborne should be made 200 x 45 feet in size with a
 nine-foot depth of water on the sills.
 When the improvements above outlined had been made, the Welland canal
 was of the following dimensions: Length of canal from Lake Erie to Lake Ontario,
 27 miles and 1,099 feet; pairs of guard locks, 3; number of lift locks, 27;
 dimensions of locks, two of them 200 x 45 feet, twenty-four 150 x 26 ½
 feet, and one 230 x 45 feet; total rise of lockage, 330 feet; and two locks each
 8 feet high, making 16 feet, into the Grand river feeder, making the total
 lockage 346 feet. Welland river branches -- Port Robinson cut to Welland river,
 2,622 feet; Welland canal to Welland river, 300 feet; Chippewa cut to Niagara
 river, 1,202 feet; two locks, one at aqueduct and one at Port Robinson, each 150
 x 26 ½ feet; from Welland canal down to Welland river, 17 feet. Grand
 river feeder, 21 miles long; two locks, one of them 150 x 26 ½ feet,
 and one 200 x 45 feet. Port Maitland branch, 1 ¾ miles long; one lock,
 185 x 45 feet; total rise of lockage, 8 ½ feet. Total cost of the canal
 up to July 1, 1867, $7,638,240.
 Canada constructed several other canals for the purpose of increasing
 commercial facilities, but none of them was so successful, in a commercial
 sense, as the Welland. This canal is the connecting link between the upper lakes
 and Lake Ontario, and had drawn to it a considerable share of the Western trade.
 Through this canal the products of the British territory on Lakes Huron, Erie
 and Superior, in great part, at least, found their way to the larger cities on
 Lake Ontario and on the St. Lawrence, and shippers of Toledo, Milwaukee and
 Chicago and other Western cities of the United States sent forward a portion of
 their goods through this canal to Oswego and to Montreal for
 transshipment to Europe.
 Tonnage on the Canal. -- From 1849 to 1869 the tonnage of
 the canal more than doubled; in 1849 the aggregate tonnage was only 820,000, in
 1869 it was 2,500,000. In 1849 the revenue from the canal was but $113,968,
 while in 1869 it was $230,000, and, when the returns were all in, it was found
 that the greater portion of the tolls were collected from United States vessels.
 The number of United States steamers passing through this canal in 1870 was 878,
 while the number of Canadian steamers was 1,199, but the tonnage of the United
 States steamers was in the aggregate more than double that of the Canadian
 steamers.
 In 1852 the tonnage on this canal from and to United. States ports was
 as follows: Up tonnage, 133,330, down tonnage, 275,691; in 1853 the up tonnage
 was 163,031, and the down tonnage, 318,919; in 1854 the up tonnage was 162,593
 tons, while the down tonnage was 247,100; in 1855 the up tonnage was 188,864,
 and the down tonnage, 256,901; in 1856 the up tonnage was 200,373, and the down
 tonnage, 341,225.
 For the year ending June 30, 1868, the total tonnage that passed
 through the canal was 2,316,000 tons, and the tolls thereon amounted to
 $222,860. The number of passengers was 7,536, and they paid tolls amounting to
 $679. For year ending June 30, 1869, the tonnage amounted to 2,462,201, and the
 tolls amounted to $236,648, while the number of passengers was 6,611, the tolls
 paid by them being $648.
 In 1868 there passed through this canal 3,225 Canadian vessels, their
 tonnage amounting to 548,197, and the number of United States vessels was 2,932,
 their tonnage amounting to 692,169 tons. The Canadian tolls amounted to $10,664,
 and the United States tolls were $16,954. In 1869 the number of Canadian vessels
 passing through the canal was 3,278, having a tonnage of 548,019, and the number
 of United States vessels passing was 2,791, their tonnage being 719,432. Tolls
 paid by Canadian vessels amounted to $11,044, and the amount paid by United
 States vessels was $17,387.
 Enlargement is Planned. -- In 1870 it began to be evident
 that the Welland canal was comparatively losing ground in its commercial value.
 During the preceding ten years statistics appeared to prove that it was
 practically at a stand still, that is, had been at a standstill from 1860 to
 1869 inclusive. In 1860 its commerce amounted to 2,182,593 tons, or in other
 words this was the tonnage of the vessels passing through; while in 1869 this
 tonnage was 2,462,201, an increase of only 118,680 tons, and in 1867 it had been
 only 1,927,198. One of the principal reasons for this lack of growth was that
 Buffalo had made great and successful efforts to increase her trade and that of
 the Erie canal, and another reason was that the vessels built on the upper lakes
 were increasing in size, so that there was constantly a diminishing proportion
 of them that could pass through this canal, and in point of fact the number of
 those that could pass through was actually decreasing. It had become evident,
 then, that the larger the vessel the cheaper could she carry freight, and as
 soon as it became evident that three-fourths of the vessels on the upper lakes
 could not pass the Welland canal, it at the same time became equally clear that
 the enlargement of that canal was necessary, or that it must constantly lose a
 greater proportion of the trade and commerce of the Great Lakes, which Canada
 very naturally disliked to see go to the Erie canal, desiring it to go down to
 and through the St. Lawrence canals. The only way, therefore, for Canada to
 compete for the lumber, iron, copper and grain trade of the upper lakes, was to
 enlarge the canal. There were then but four great through routes from the West
 and North to the seaboard -- First, the several railroad lines; second, the
 Great Lakes and the Erie canal; third, the Great Lakes, the Welland and the
 Oswego canal, and fourth, the Great Lakes, the Welland and the St. Lawrence
 canals. To the prosperity of the latter two routes the Welland canal was
 essential, and both Oswego and Kingston would be immediately benefited the
 moment the Welland should be enlarged. An elaborate compilation of statistics
 was made to show that the natural waterway, the St. Lawrence, must
 eventually compete successfully with the artificial waterway, the Erie canal,
 for the commerce of the upper lakes.
 "Into our hands must come, sooner or later," says the report, "the
 carriage of the great bulk of the produce required by Great Britain, who now
 chiefly receives her supply from Russia, Germany, the United States, Turkey, the
 Danubian Provinces, Chili and Egypt.
 "When the propellers mostly in use in Western waters can come directly
 to Montreal or Quebec, and there transfer their cargoes to larger vessels
 necessary for European traffic, or go on to Boston through the Gulf of St.
 Lawrence and the ' Bay Verte canal' (which must shorten the distance to Portland
 and Boston about 500 miles), then freights on Western produce will be reduced to
 a minimum, and New York will acknowledge what it now fears, that the success of
 the Erie canal is a thing of the past, and that the Western trade has followed
 the universal law, which must obtain sooner or later everywhere, which no
 legislation can alter, no enterprise balk, that commerce always seeks the
 cheapest and most expeditious channels of communication with its markets."
 From the above and other similar considerations it was determined to
 enlarge the canal. Up to that time the Grand river had been relied upon as the
 feeder. This river rises in the southern part of Grey county, within thirty
 miles of Georgian Bay, and after a circuitous course of 130 miles through
 Wellington, Waterloo, Wentworth, Perth, Oxford, Brant and Haldimand counties,
 draining an area of 2,600 square miles, flows into Lake Erie. It was estimated
 that if one-half of the water that fell within the limits of its watershed could
 be stored and utilized as required it would furnish 275,000 cubic feet of water
 per minute, or about nine times as much as would be required by the enlarged
 canal; but this could not be accomplished, and only a mere fractional part of
 this supply could be used. In fact, ever since 1833 the Grand river had afforded
 only a precarious supply of water, and it had been for years foreseen that as
 the country drained by the Grand river became cleared of its forests and settled
 it could not be depended on as a feeder, and hence the plans for the enlargement
 of the canal also contemplated the making of Lake Erie the summit and feeder of
 the canal.
 Tonnage and Tolls for Two Decades. -- The following table
 shows the tonnage and tolls on freight and passengers passing through all the
 Canadian canals from 1850 to 1870 inclusive:
 
 
 
 YEAR
 TONNAGE
 TOLLS
 
 
 1850
 1,037,390
 239,898
 
 
 1851
 1,416,794
 279,229
 
 
 1852
 1,497,614
 314,114
 
 
 1853
 1,805,709
 355,194
 
 
 1854
 1,687,304
 293,286
 
 
 1855
 1,714,642
 302,152
 
 
 1856
 2,007,268
 359,597
 
 
 1857
 1,837,007
 319,302
 
 
 1858
 2,335,480
 274,898
 
 
 1859
 2,447,766
 196,222
 
 
 1860
 2,583,701
 286,434
 
 
 1861
 2,614,892
 369,681
 
 
 1862
 8,113,728
 438,702
 
 
 1863
 3,052,275
 337,697
 
 
 1864
 812,496
 91,371
 
 
 1865
 2,537,897
 258,493
 
 
 1866
 2,955,386
 279,157
 
 
 1867
 3,235,754
 293,495
 
 
 1868
 3,599,043
 332,174
 
 
 1869
 3,605,039
 320,773
 
 
 1870
 4,276,820
 389,179
 
 
 
 During the fiscal year, ending June 30, 1870, there passed through the
 Welland canal the following number of vessels: 
 CanadianSteamers1,199of104,100
 tons
 Sailing vessels2,657of487,474
 tons
 Total3,856591,574 tons
 United StatesSteamers878of271,243
 tons
 Sailing vessels2,006of494,300
 tons
 Total2,884765,543 tons
 Tolls collected on Canadian vessels$11,828
 Tolls collected on United States vessels18,937
 
 
 In 1871 the tons of freight that passed through this canal was
 3,002,925, the tolls on which amounted to $286,228. The number of Canadian
 vessels was 4,270 and their tonnage amounted to 625,788; and the number of
 United States vessels was 3,459, having a tonnage of 928,330. 
 The rivalry between the Welland canal and the canals through the State
 of New York for the carrying trade to the seaboard begins at the foot of Lake
 Erie. If, therefore, vessels of a very large carrying capacity could pass
 downward through the Welland canal and proceed thence to the side of ocean bound
 ships, a great object would be accomplished, and a route established which might
 reasonably be expected to compete with the Erie canal, and with the railroads
 passing through New York State. In 1845 all the vessels engaged in the grain
 trade on the upper lakes could pass through this canal, but in 1855 there were
 at least twenty propellers that could not use the canal on account of their
 size. In 1872 there were at least sixty propellers that could not pass through
 the Welland canal, and since that time the number has steadily and very largely
 increased, In 1871 the average load carried through the canal in United States
 vessels was 392 tons, while that carried down by Canadian vessels was 424 tons.
 And it was then evident that the requirements of trade rendered it imperative
 that the cost of transportation of freight should be reduced to the lowest
 possible rates. This reduction in the cost of transporting freight has since
 then been constantly in progress, and now (1897) the rates of freight on the
 Great Lakes are lower than ever before.
 This reduction has been largely secured by the greatly increased
 carrying capacity of single vessels on the lakes, for while at one time 500 tons
 was considered a large cargo, it is now becoming common for vessels to carry
 nearly and sometimes upward of 5,000 tons, a number of cargoes of grain carried
 during the summer of 1897 exceeding 6,000 tons. It was the foreseen necessi-sity
 of larger boats, and the desire to pass them through the Welland canal, that led
 to the enlargement and improvement of that waterway in 1873.
 At that time the Lake Erie entrance to the canal at Port Colborne was
 formed by means of piers extending into the lake -- that on the westerly side
 being 1,600 feet long beyond the shore line, and that on the eastern side being
 500 feet long. At the shore line these piers were 150 feet apart, and from that
 point to the head of the lock the distance was 2,390 feet. The basin then had an
 area of about nine acres, being 1,475 feet in length and of an average width of
 265 feet. But the work of enlarging the basin 725 feet in a southerly direction
 to a depth of eighteen inches below the miter sill of the lock, together with
 that of making the entrance channel at other places fully two feet under the
 level of the lock sills, was then under contract. And at the completion of the
 work the basin was 2,200 feet long, and had an area of eleven and a half
 acres.
 The harbor had a good width at the entrance, and there was no danger
 to be apprehended in approaching it from the west, but from the southeast by
 east, at a distance of 800 feet from the lighthouse at the head of the west
 pier, there was a reef, on a portion of which at low water there was a depth of
 but eight and a half feet of water. It was, therefore, proposed to construct a
 breakwater alongside of this reef throughout its entire length, about 2,000
 feet, and in this way not only greatly reduce the danger from the reef itself,
 but at the same time procure a harbor containing about forty acres. This it was
 thought would furnish a harbor of refuge for such vessels as had need to run
 into such a place in rough weather. The total cost of this improvement was
 estimated at $2,200,000.
 At this same time the Lake Ontario harbor to the Welland canal was
 situated at the natural outlet at Twelve Mile creek, near the village of Port
 Dalhousie. Its entrance was formed by means of two parallel piers running in a
 north and south direction nearly 2,100 feet into the lake, the space between the
 piers being equal to about nine and a half acres, and the usual depth at
 original low water being from 11 ½ to 12 feet. Between the inner end of
 the entrance piers and the first lock in the Welland canal, the basin had an
 area of seven acres, which it was thought easy to increase to seventeen acres at
 any time, and the work connected with deepening the entrance channel to 14 feet
 and the basin to 13 ½ feet at the inner end of the piers, and to 13
 feet at the lock over an area of about ten acres, was then under
 contract.
 It was in 1872-73 that these two harbors, at Port Dalhousie and at
 Port Colborne, were enlarged and deepened, and a contract was entered into for
 enlarging the entire canal. Elaborate surveys were made and the estimates
 reduced to the nearest approximation. The enlargement of the canal also required
 the enlarging of the feeder from Grand river by two feet from the junction to
 Port Maitland branch at Broad creek, and thence upward to Dunnville, where an
 additional depth of eighteen inches was obtained, thus increasing the supply of
 water to the canal. About this time W. F. Biggar succeeded S. D. Woodruff as
 superintendent of the canal.
 One of the most difficult problems in connection with the success of
 the Welland canal was the instability of the banks at the "Deep Cut," an
 excavation through the highest ridge of land on the line near the northern end
 of the summit of the level. This cut is nearly two miles in length, and there
 the extensive slides and movements of the banks that would occur on that part
 first led the Welland Canal Company, in 1828, to abandon their original design
 of drawing the water from the Welland river, and to use the Grand river as a
 feeder.
 But the Grand river has sometimes threatened to fail, or at least
 partially fail, as a source of supply. In the early part of June, 1871, the
 water in the feeder canal between Dunnville and the Welland junction declined
 below its original height, and Grand river, whence the supply is obtained, fell
 so low as seriously to lessen the depth at the summit level; and while
 navigation was not interrupted yet it was found necessary to shut off the water
 from the mills above Al-lanburg. It was noted at the time that the Grand river
 during dry seasons was every year falling more and more, and was consequently
 failing to furnish the required supply of water, and at the same time the
 tonnage of the canal was continually increasing from year to year, thus
 requiring an increased supply of water. The canal commissioners therefore
 recommended that the rock walls, waste weirs and banks from Allanburgh to Port
 Dalhousie be raised in a permanent manner, so as to admit of vessels drawing 12
 feet of water, and also that the canal locks be enlarged to 270 feet in length,
 and to a proportionate width. At that time the smallest locks on the canal were
 150 feet long by 26 ½ feet wide, and the largest vessel that could pass
 through were 142 ½ feet long by 26 ¼ feet wide, and drew 10
 feet of water. Such a vessel would carry only about 400 tons. On July 21, 1871,
 John Page, chief engineer of public works, estimated that to obtain a depth of
 12 feet of water throughout the entire length of this canal, would cost
 $1,924,000.
 But a more comprehensive plan of improvement than merely to increase
 the depth of the canal was determined on, and in 1873 the work was carried on,
 costing, from Port Colborne to Thorold, $4,060,000, and from Thorold to Port
 Dalhousie, $5,180,000, or in all $9,240,000. The scheme adopted for the width of
 this canal was that it should be 100 feet wide at the bottom and slope up on
 each side one foot in two. The locks were enlarged to 270 feet in length, and
 between the quoins the width was made 45 feet, with a depth of 13 feet.
 From Thorold, at the head of the old system of locks, the channel was
 made to diverge so as to make a circuit past St. Catharines, emerging at Port
 Dalhousie and thus to give two outlets into Lake Ontario.
 Since the above enlargement took place in this canal its dimensions
 have been as follows:
 
 
 MAIN LINE FROM PORT DALHOUSIE, LAKE ONTARIO, TO PORT COLBORNE, LAKE
 ERIE.
 
 
 OLD CANAL
 NEW CANAL
 
 
 Length of canal
 27 ½ miles
 26 ¾ miles
 
 
 Pairs of guard-gates (formerly 3)
 
 2
 
 
 Number of lift locks
 26
 lift 25
 
 
 Number of guard locks
 1
 guard 1
 
 
 
 
 
 
 
 Dimensions
 1 lock 200x45
 270 feet x 45 feet
 
 
 
 1 lock 200x45
 
 
 
 
 1 (tidal) 230x45
 
 
 
 
 24 locks 150x45
 
 
 
 Total rise, or lockage
 236 ¾ feet.
 326 ¾ feet.
 
 
 Depth of water on sills
 10 ¼ feet
 14 feet
 
 
 
 
 WELLAND RIVER BRANCHES
 
 
 
 Length of canal--
 
 
 Port Robinson cut to river Welland
 2622
 feet
 
 
 From the canal at Welland, to the river, via lock at
 aqueduct
 300
 "
 
 
 Chippewa cut to river Niagara
 1,020
 "
 
 
 Number of locks -- One at aqueduct and one at Port Robinson
 2
 
 
 
 Dimensions of locks
 150
 x 26 ½ feet
 
 
 Total lockage from the canal at Welland down to the river
 Welland
 10
 feet
 
 
 Depth of water on sills
 9
 feet, 10 inches
 
 
 
 GRAND RIVER FEEDER
 
 
 
 Length of canal
 21
 miles
 
 
 Number of locks
 2
 
 
 
 Dimensions of locks
 1
 of 150 by 26 ½ feet
 
 
 
 1
 of 200 by 45 "
 
 
 Total rise of lockage
 7
 to 8 feet.
 
 
 Depth of water on sills
 9
 feet.
 
 
 
 PORT MAITLAND BRANCH
 
 
 
 Length of canal
 1 ¾
 miles
 
 
 Number of locks
 1
 
 
 
 Dimensions of locks
 185
 by 45 feet
 
 
 Total rise or lockage
 7
 ½ feet
 
 
 Depth of water on sills
 11
 
 
 
 
 The Welland Canal, between Lake Ontario and
 Lake ErieThe Welland canal has two entrances from
 Lake Ontario, at Port Dalhousie, one for the old, the other for the new canal.
 From Port Dalhousie to Allanburgh, 11 ¾ miles, there are two distinct
 lines of canal in operation, the old line and the enlarged or new line. From
 Allanburgh to Port Colborne, a distance of 15 miles, there is only one channel,
 the old canal having been enlarged.
 In 1883 the canal was opened to vessels drawing twelve feet of water,
 and in May, 1887, to vessels drawing fourteen feet of water.
 During the year 1873 there passed up and down this canal 6,205
 vessels, with an aggregate tonnage of 1,397,388, and the tonnage collected
 amounted to $277,144. The number of passengers for the year was 7,620.
 During the year 1891 the number of vessels passing through this canal,
 together with their nationality and classification, were as follows:
 Canadian -- Steam, 81, with an aggregate tonnage of 29,290; sailing,
 113, with an aggregate tonnage of 23,680; United States -- steam,
 80, with an aggregate tonnage of 46,537; sailing, 97, with an aggregate tonnage
 of 31,918.
 The following table shows the number of loaded vessels and their
 tonnage, passing down through the Welland canal from 1882 to 1896. inclusive. 
 YEARCANADIANUNITED
 STATES
 STEAMSAILSTEAMSAIL
 NO.TONSNO.TONSNO.TONSNO.TONS
 188217462,K65432121,1504117,40232997,257
 188318068,850468130,84411168,609417127,610
 188417368,25028573.0579967,63736497,794
 188519967,04134780,8288135,613350106,873
 188626195,928426123,29711886,937358108,344
 188725086,344372101,74510194,02916346,152
 188824286,83833H93,450114104,50521960,500
 1889317106,048427118,071208172,873ana92,442
 1890342110,056443117,400202204,54214250,622
 1891256107,57517368,061241241,31713050,063
 1892239100,32418673,140245248,83713452,087
 1893193100,10714358,652390375,682236122,326
 1894199104,64911257,688287279,62114463,770
 1895209108,77615173,895205223,74310141,327
 1896224122,52118182,543343337,98316396,506
 
 
 The following statement shows the amount of money expended on the
 construction, renewals, staff and repairs of this canal from the beginning of
 its history down to the present time: 
 YEARCONSTRUCT1ONRENEWALSSTATEREPAIRS
 IMPERIAL GOVERNMENT$2,222,220
 PRIOR TO CONFEDERATION7,416,020
 SINCE CONFEDERATION
 186812,098$37,679$38,853
 186943,48630,06150,773
 1870$22,17440,34065,099
 187148,56942,38353,381
 187253,6806,02234,08550,277
 187382,28247,87645,38366,551
 1874746,42350,966103,667
 18751,047,12052,59588,540
 18761,569,47870057,26381,376
 18772,199,96359,96349,784
 18782,138,39360,13966,394
 18791,552,69759,94256,756
 18801,252,92563,19876,535
 18811,242,9436,59356,39869,241
 1882603,40213,66574,64284,375
 1883549,4335,979109,70772,708
 1884432,336113,27790,927
 1885$ 463,505$6,150$112,670$
 91,535
 1886215,3811,359111,66069,507
 18871,071,0743,825109,37277,441
 1888420,72110,741100,80686,519
 1889225,91043,804113,58777,548
 1890117,63351,848109,20212,686
 189136,37119,768107,66382,548
 189229,5419,009104,67473,772
 18938,26025,103104,92765,017
 18941,57213,430102,01953,054
 18953,80924,24590,43848,271
 18961,67818,76987,98862,543
 18972,28222,28388,09541,248
 Total$23,771,636$401,716$2,352,983$2,066,842
 
 
 The following table shows the aggregate number of vessels, and the
 total quantity of freight, passed through the Welland canal, and also the
 quantity passed between United States ports during the years from 1867 to 1895,
 both inclusive:
 
 
 
 FISCAL YEAR
 AGGREGATE NUMBER OF VESSELS
 TOTAL QUANTITY TRANSPORTED
 BETWEEN UNITED STATES PORTS
 
 
 1867
 5,405
 933,260
 458,386
 
 
 1868
 6,157
 1,161,821
 641,711
 
 
 1869
 6,069
 1,231,903
 688,700
 
 
 1870
 7,356
 1,311,956
 747,567
 
 
 1871
 7,729
 1,478,122
 772,756
 
 
 SEASON OF NAVIGATION
 
 
 1872
 6,063
 1,333,104
 606,627
 
 
 1872
 6,425
 1,506,484
 656,208
 
 
 1874
 5,814
 1,389,173
 748,557
 
 
 1875
 4,242
 1,038,050
 477,809
 
 
 1876
 4,789
 1,099,810
 488,815
 
 
 1877
 5,129
 1,175,398
 493,841
 
 
 1878
 4,429
 968,758
 373,738
 
 
 1879
 3,960
 865,664
 284,043
 
 
 1880
 4,104
 819,934
 179,605
 
 
 1881
 3,332
 686,506
 194,173
 
 
 1882
 3,334
 790,643
 282,806
 
 
 1883
 3,267
 1,005,156
 432,611
 
 
 1884
 3,138
 837,811
 407,079
 
 
 1885
 2,738
 784,928
 384,509
 
 
 1886
 3,589
 980,135
 464,478
 
 
 1887
 2,785
 777,918
 340,501
 
 
 1888
 2,647
 878,800
 434,753
 
 
 1889
 2,975
 1,085,273
 563,584
 
 
 1890
 2,885
 1,016,165
 533,957
 
 
 1891
 2,594
 975,013
 553,800
 
 
 1892
 2,615
 955,554
 541,065
 
 
 1893
 2,843
 1,294,823
 631,667
 
 
 1894
 2,412
 1,008,221
 592,267
 
 
 1895
 2,222
 869,595
 469,779
 
 
 1896
 2,766
 1,279,987
 653,213
 
 
 
 The following table shows the tonnage of grain, vegetables, coal and
 ores passing through the Welland canal during a series of
 twenty-five years, ending with December 31, 1895 (grain includes flour, wheat,
 corn, barley, oats and rye): 
 YEARGRAINVEGETABLES, FRUITS, ETC.COALORES
 TONSTONSTONSTONS
 1869501,9231,937103,12658,781
 1872535,4022,745186,93298,605
 1873576 1033,777339,016118
 685
 1874638,7208,677323,50356,825
 1875411,5996,337321,30643,683
 1876406 5903198288,21181
 654
 1877461,8262355323,86942,758
 1878401,1012,302295,31815,229
 1879436,1202444192,95719164
 1880440,7021,480109,98634,139
 1881267,3092,086128,11318,785
 1882306,079403237,55923,700
 1883362,34310983307,05831
 785
 1884296,5669,168274,47153,205
 1885271,9931,912248,27226,728
 1886400,15514657271,35627
 447
 1887382,43812,533145,19313866
 1888406,17813,608223,87116,872
 1889523,49118,552268,3052,435
 1890498,42520,876202,3848138
 1891339,13528,042224,6443,415
 189249461132815211,616355
 1893768,37236981233,096
 1894530,73660,673203,608
 1895441,95846,463158,8661,140
 1896832 42756591223,4451
 158
 
 
 Refunding of Tolls. -- The refunding of tolls on the
 Welland canal has been a question of great interest to the people of both Canada
 and the United States. In 1882 tolls were abolished on the Erie canal, which
 gave to commerce passing to the seaboard through that canal a great advantage
 over that by way of the Welland canal and the system of St. Lawrence river
 canals. Application was therefore made to the Governor-general of Canada for a
 system of refunding of tolls on export grain, passing down through the Welland
 canal. For the year 1884, and up to June, 1885, the refunding of tolls on grain
 amounted to 10 cents per ton; from July 1, 1885, to December, 1891, it amounted
 to 15 cents per ton, and for 1892 it was 18 cents per ton, the tolls during this
 time being 20 cents per ton.
 During the season of 1892 there passed down the Welland canal, and
 were transshipped at Canadian ports for Montreal, 195,224 tons of grain, which
 was exported out of the country, upon which the rebate of 18 cents per ton was
 made, the refund amounting to $35,140.
 President Harrison, of the United States, issued a proclamation August
 20, 1892, under authority of an Act of Congress, approved by him July 26, 1892,
 imposing a toll of 20 cents per ton on all freight passing through St. Mary's
 canal in transit to any port of Canada, whether in vessels of the United States
 or of other nations. The proclamation recited the 20 cent per ton toll on grain
 passing through the Welland canal, and the rebates made by the Government of
 Canada on grain shipped to Montreal or any port east of it for export, but
 allowing no rebate when the grain is shipped to a port of the United States, or
 when carried to Montreal and thence shipped through the United States. He
 declared this a discrimination against citizens of the United States in the use
 of the Welland canal in violation of the treaty of 1871.
 The result of this proclamation by the President of the United States
 was that, in 1893, by an Order-in-Council dated February 13, 1893, the tolls
 were reduced to 10 cents per ton on grain passing through the Welland canal,
 irrespective of its destination, and the same rates of toll were allowed for
 1894, by Orders-in-Council of April 16, 1894. The rate of toll on the St.
 Lawrence canals, only, was ten cents per ton. Goods having paid full tolls on
 the Welland canal were allowed to pass down through the St. Lawrence canals free
 of toll. Since 1894 the toll or duty on grain passing through the Welland canal
 has been 10 cents per ton, and there has been no refunding of tolls.
 
 Lake Canals, Concluded
 
 
 United States Sault Ste. Marie Canal. -- Large Donations of Michigan Land By Congress To Build The
 Canal -- Eastern Capitalists Undertake And
 Complete The Work -- First Passages --
 Subsequent Improvements -- New Lock Opened In 1896.
 
 
 
 
 Canadian Sault Ste. Marie Canal. -- Why It was Constructed -- Its
 Cost -- Various Schemes -- Opening -- First Vessel to Pass
 Through, Etc.
 
 
 
 Other Canals, etc. Improvement Of The Waters Connecting
 the Great Lakes -- System of the St. Lawrence
 River -- Hay Lake Channel -- St. Clair Flats Canal -- Detroit River -- Canals of the St. Lawrence
 River -- Canal System of Ohio -- Portage Lake Ship Canals -- Ship Canal Companies -- Purchased by
 Government -- Sturgeon Bay and Lake Michigan
 Ship Canal -- Improvement of the Illinois
 River -- Illinois and Mississippi Canal
 -- Chicago Drainage Channel -- Deep Water-way to Ocean Tide -- Project to
 Connect Georgian Bay And Lake Ontario -- Ottawa and Georgian Bay Canal -- Pittsburgh
 Ship Canal.
 
 
 
 UNITED STATES SAULT STE. MARIE CANAL.
 
 THE desirability of connecting by navigation the waters of Lake
 Superior with those of the lower lakes must have suggested itself to every
 active mind interested in the great lakes a half century ago. Copper mining was
 beginning to attract settlers in that region, and increased lake traffic to and
 from Lake Superior demanded the construction of a ship canal.
 American Lock -- Sault Ste.
 MarieSays C. H. Keep, in his "Internal Commerce of the
 United States:" "A preliminary survey and estimate for the building of the St.
 Mary's Falls ship canal was undertaken. In the enterprise the Hon. O. D. Conger
 (afterward a member of Congress and senator from Michigan) took an active part,
 although we think the late John Burt, of Michigan, was director of the survey.
 The reports thereof, as submitted, induced the Congress of the United States to
 pass an Act donating to the State of Michigan 750,000 acres of the public lands
 within its borders for the purpose of building a ship canal around the falls,
 stipulating, however, that the canal should be not less than 100 feet in width
 and 12 feet deep, with two locks not less than 250 feet long and 50 feet
 wide."
 Charles T. Harvey, of Nyack, N. Y., was largely instrumental in
 drafting the State law to govern the prosecution of the projected work. It was
 at his instigation that the size of the locks was increased to 350 feet in
 length and 75 feet in width, with a lift of 18 feet to overcome the difference
 between the levels of the lower St. Mary's river and the waters of Lake
 Superior.
 Filling American Lock -- Sault Ste.
 MarieThe proper legislation on the part of the State
 of Michigan having been secured, Mr. Harvey brought the subject to the attention
 of some of the wealthy men of the country, among whom were the Hon. Erastus
 Corning, of Albany, N. Y., then president of the New York Central Railroad
 Company, Governor Horatio Seymour, of Utica, N. Y., and Hon. Joshua Fairbanks,
 of St. Johns-bury, Vt. These men, with others, formed a syndicate and agreed to
 build the canal and locks complete, and to take in full payment therefor the
 750,000 acres of land donated by the government. This proposition was accepted
 by the State of Michigan, and a formal contract was awarded them.
 Under a charter obtained in New York the St. Mary's Falls Ship Canal Company was
 organized. Mr. Harvey was appointed general agent, and about June 1, 1853, he
 landed at Sault Ste. Marie with a force of 300 or 400 men, and the work was duly
 commenced.
 Prior to the commencement of actual work on the canal, Capt. Augustus
 Canfield, of the United States Engineer Corps, had been designated on the part
 of the general government to superintend the work on its behalf, while Colonel
 Glenn, of Niles, Mich., a civil engineer, was designated as the resident
 engineer on behalf of the State of Michigan (the latter subsequently selected as
 his assistant Mr. Nichols, who had more or less experience with canal building
 by a long supervision of the Erie canal and its branches between Buffalo and
 Albany, N. Y.). They encountered many difficulties and serious obstacles in the
 undertaking.
 In the winter of 1853 and 1854, the managers of the syndicate being
 somewhat discouraged as to the reported progress of the work, which was due in
 part to the in-frequency of the transmission of the mails between Sault Ste.
 Marie and the East, and Mr. Harvey being unable to leave the work as then
 progressing for the purpose of visiting the managers, J.T. Whiting, who had
 become a prominent business man at Sault Ste. Marie, undertook to visit and give
 to the managers of the syndicate a personal statement as to the actual condition
 and prospective progress of the undertaking. The journey was duly accomplished,
 although it involved a walk on snow shoes from Sault Ste. Marie to Saginaw, a
 distance of about 400 miles.
 The result of the trip proved highly satisfactory in stimulating the
 directors of the canal company to have the work pushed with renewed energy from
 and after the opening of navigation in the following spring. All obstacles and
 perplexities were conquered in such a manner that the canal was completed April
 19, 1855; but, owing to a leak in the north bank, no boats were passed through
 until June 18, following, when the steamer Illinois, commanded by Capt. Jack
 Wilson, passed through it bound up, en route for the then generally used ports
 of Lake Superior. She was followed the same evening by the steamer Baltimore,
 commanded by Capt. John Reed, bound down for Buffalo. From this date the canal,
 with its locks, was brought into general use.
 Sheldon McKnight and the Chippewa Portage Company, prior to the
 completion of the canal, had placed the following named propellers and
 side-wheel steamers on the route between Cleveland, Detroit, Sault Ste. Marie
 and the various ports on Lake Superior, viz.: The Monticello, Baltimore,
 Peninsular, Ben Franklin, London, Albany, and Illinois, the Monticello,
 Baltimore and Peninsular having been hauled across the portage as the business
 required.
 The construction company was organized with a capital of $1,000,000.
 The actual cost of building the canal was something less than $900,000.
 New Administration Building. For the use of the
 officials of the U. S. canal and locks at Sault Ste. Marie,
 MichiganThe canal, under the grant of land for its
 building by the Act of Congress being held in trust by the State of Michigan for
 the benefit of all concerned, was placed in the hands of the State Board of
 Control, consisting of the governor, State treasurer, and auditor-general who,
 by virtue of their authority, appointed John Burt resident engineer and
 superintendent of the same. They also had the power to fix and establish the
 rate of toll that should be charged on the registered tonnage of all vessels
 passing through the canal; and this was done, taking effect with the first boat
 passing through and continuing in force until the State of Michigan ceded all
 its right, title and interest in the canal back to the general government in the
 spring of 1881, when the toll system was abolished, and the canal became a free
 waterway, open to the navigation and commerce of all who desired to use it.
 Scene at the American Canal. Three tugs raising
 the water in the lock, by the working of their wheels, to lift a barge
 too deeply loaded.This canal was a little over a mile
 in length, 100 feet in width at the water line, and with an available depth of
 12 feet. There were two locks, each 350 feet long and 70 feet wide, with 12 feet
 of water on the sill, and a total lift of 18 feet. The increase in size of lake
 vessels soon made it apparent that this canal was entirely inadequate for the work it had to do. In 1870 the United States Government
 made its first appropriation for improving the canal so as to obtain a 16-foot
 navigation. The canal was made 3 ½ feet deeper. Its sloping walls were
 removed and a timber revetment was substituted. A new lock was built to take the
 place of the two old ones. This Lock is a magnificent piece of work, with a
 chamber 515 feet in length and 80 feet wide, and a lift of 18 feet. These
 improvements were completed, and the new lock was open for business in 1881. The
 entire cost of this improvement was $2,404,124. The additional depth of water
 thus provided was followed by an enormous increase in the amount of commerce.
 The wonderful growth of the traffic of the St. Mary's Falls canal is shown by
 tables in another chapter.
 Only five years after these improvements on the canal were completed
 the development of the commerce of Lake Superior was such as to show that
 further facilities would be needed as soon as they could be obtained. The
 River-and-Harbor Act of August 5, 1886, appropriated the sum of $250,000 for
 beginning the work of enlarging the canal and the construction of a new lock and
 approaches. Following the passage of that Act a general project for the work of
 enlargement was submitted. The purpose was to give a navigation of 20 feet in
 depth. The traffic could no longer be subjected to the risk of interruption
 through an accident to a single lock. A new lock 800 feet long and 100 feet wide
 throughout, with 21 feet of water on the sills and a lift of 18 feet, forms part
 of a proposed improvement. The prism of the canal was deepened so as to
 correspond with the available draft of water in the lock. The estimated cost of
 this improvement was $4,738,685. Two years of valuable time were lost through
 the failure of Congress to make proper appropriations for the work, but the
 River-and-Harbor Act of 1890 contained an appropriation of $900,000 therefor,
 which was followed by a further appropriation of $600,000 in the sundry civil
 bill of March 3, 1891. The River-and-Harbor Act of 1890 also contained a
 provision authorizing the Secretary of War in his discretion to contract for the
 entire work, thus committing Congress definitely to sufficient appropriations
 for its rapid and continuous prosecution. The opening of this new lock occurred
 August 1, 1896.
 
 CANADIAN SAULT STE. MARIE CANAL.
 
 In the year 1887 it began to be evident that the United States Sault
 Ste. Marie canal, large as it is, was rapidly becoming too small for the
 increasing demands that were being made upon it. Vessels were not uncommonly
 compelled to wait twelve hours, and in some cases thirty-six hours, for their
 turn to lock through it. The Canadian Pacific railroad steamers were among those
 that had at times to wait. Besides these considerations, the Government of the
 Dominion of Canada could not ignore the fact that differences might arise
 between England and the United States, which would close the United States canal
 to Canadian commerce and vessels. For these reasons it appeared the part of
 prudence that a canal, independent of the United States canal at all times,
 should be constructed, and the result was the Canadian Sault Ste. Marie
 canal.
 This canal is constructed through St. Mary's island, on the north side
 of the rapids of St. Mary's river. The length of the canal across the island is
 3,500 feet, and as a considerable amount of excavation was required to form
 channels of approach both at the upper and lower ends of the canal, the total
 length of the canal and its approaches is 18,100 feet.
 The first money appropriated for the construction of this canal was
 $8,145, in 1888, and in 1889 the sum of $34,019 was voted for the construction
 of this great work. For contract purposes the work on this canal and its
 approaches was divided into three sections, and contracts entered into as
 follows for the performance of the work: For the lower approach, January 30,
 1889; for the upper approach, March 26, 1889, and for the canal and lift lock,
 November 20, 1888.
 The scheme covered by these contracts contemplated a lift lock with a
 chamber 600 feet long and 85 feet wide, the depth of water on the
 sills to be 16 ½ feet at the lowest stage of water known. The width of
 the gate entrance to the lock was to be 60 feet, the lock being designed to pass
 two vessels at a lockage. The prism of the canal was to be 18 feet below the
 lowest known water level of the river above St. Mary's island. Afterward,
 however, a supplemental agreement was entered into, June 19, 1891, by which the
 following dimensions were to be given to the lock: length of lock chamber, 650
 feet; width, 100 feet; depth of water on the sills, 19 feet; and the time of
 completion was extended from May 10, 1892, to May 10, 1893. A second
 supplemental contract was therefore made with the contractor April 5, 1892, by
 which it was agreed that the lock should be 900 feet long and 60 feet wide, and
 that the water should be 20 feet, 3 inches on the sills at the lowest stage of
 water in the river below the lock. The date for the completion under this
 agreement was fixed for December 31, 1894.
 Still later a further supplemental agreement was made by which the
 date of completion was fixed at July 1, 1894, and in this agreement it was
 stipulated that the water should be 22 feet deep below the lowest known water
 level.
 By the changes thus agreed upon, the lock, when completed, would be
 able to pass three vessels at a time, one of the regular lake type, 320 feet
 long, and two others of the Welland-canal type, each 255 feet long. The canal
 proper has a width of 152 feet at the water level, and at the bottom of 145
 feet, and the depth is such that vessels drawing 20 feet of water can pass at
 the time of extreme low water.
 The water was let into this canal October 15, 1894, and the steam tug
 Rooth, was locked through by hand. But it was not until Saturday, September 7,
 1895, that the canal was formally opened to navigation by passing through the
 new Canadian passenger steamer Majestic, under command of Capt. Peter M.
 Campbell, commodore of the Great Northern Transit Line, with some 700 passengers
 on board. On Monday, September 9, 1895, the canal was formally opened to public
 business, the first lockage consisting of the American steamers Uganda and City
 of London, with a tonnage of 3,383, loaded with 146,000 bushels of wheat, on a
 draught of water of fourteen feet, four inches. The first day's work of nine
 hours consisted of the passing through the lock of forty-one vessels; with an
 aggregate tonnage of 44,469 tons, with green hands and not a mishap. Up to the
 close of navigation for that season, December 6, 1895, the canal was operated
 only during the day, the range lights at the entrances not having been
 erected.
 The canal was opened for the season of 1896, May 7, and up to the
 close of the fiscal year, June 30, 1896, there were 1,640 lockages, passing
 through 2,938 vessels, with an average time of twenty minutes to a lockage. The
 registered tonnage of vessels passing the canal for the year was 2,398,715
 tons.
 During 1895 an electric light plant was put in, which supplies 33 arc
 lamps of 2,000-candle-power each, spread along both sides of the canal.
 Following is a statement of the amount of money spent on this canal
 project from 1872 down to the close of the fiscal year, 1896: In 1872, $949;
 1888, $8,145; 1889, $34,018; 1890, $176,568; 1891, $325,336; 1892, $341,474;
 1893, $589,801; 1894, $1,316,529; 1895, $466,151; 1896, $189,986. With the
 exception of the amount spent in 1872, the above sums were expended on the
 construction of the canal. The entire amount of money expended on this canal up
 to June 30, 1896, was $3,471,118, of which sum there was spent for construction
 the sum of $3,448,011.
 
 OTHER CANALS, ETC. SHIP CANAL.
 
 The improvement of the waters connecting the Great Lakes is the most
 important part of the work undertaken by the Government of the United States in
 connection with the aid it has extended to navigation and commerce thereon; for,
 as a chain is no stronger than its weakest link, so the navigable depth of the
 Great Lakes is no greater than that of their shallowest part. The object in view
 in the work being done is to secure a ship channel through rivers
 and straits connecting the lakes with each other between Chicago, Duluth and
 Buffalo. Before improvements commenced under the project for this work the
 available depth of water for navigation in the waters connecting the Great Lakes
 was about 16 feet. An available depth of 20 feet having been provided for at St.
 Mary's Falls canal, Hay Lake channel and at Lime Kiln Crossing in the Detroit
 river by previous Acts of Congress, the remaining shallows in the connecting
 waters of the lakes were grouped into one project, with the exception of Detroit
 river between the City of Detroit and Lake Erie.
 The Act of July 13, 1892, provided for a ship channel having a
 navigable depth of
 20 feet in the shallows of the connecting waters of the Great Lakes,
 between the three great cities of Chicago, Buffalo and Duluth. The estimated
 cost of this work was $3,340,000, and this amount was appropriated from 1892 to
 1897, the last ap-priation, that of June, 1897, being for $1,091,000.
 The work was divided into eight sections according to the locality, as
 follows: Section 1.--A channel 21 feet deep and 300 feet wide at Round Island
 shoals, St. Mary's river. Section 2.--A channel 21 feet deep and 300 feet wide
 in Little Mud lake, St. Mary's river, between the lower end of Sugar island and
 the lower end of the "Dark Hole." Section 3.--A channel 21 feet deep and 300
 feet wide through a reef in St. Mary's river, abreast of Sailors' Encampment
 island. Section 4..--A channel 21 feet deep and 300 feet wide through a shoal in
 Mud lake, St. Mary's river, a mile and a half below Sailors' Encampment island.
 Section 5.--A channel 21 feet deep and 2,400 feet wide at the foot of Lake
 Huron. Section 6.--A channel 20 feet deep from deep water in St. Clair river
 through St. Clair Flats canal to deep water in Lake St. Clair, with a width
 above St. Clair Flats canal not greater than 650 feet; thence gradually
 narrowing to the canal; thence for the full width of the canal for its entire
 length; thence gradually widening to a width of 800 feet at deep water in Lake
 St. Clair. Section 7.--A channel 20 feet deep and 800 feet wide through
 Grosse-point flats, Lake St. Clair. Section 8.-- A channel 21 feet deep and 800
 feet wide through the bar at the mouth of the Detroit river.
 To obtain a navigable depth of 20 feet a depth of 21 feet is required
 where the excavation is through solid rock or through shoals infested with
 boulders, and a depth of 20 feet where the cut is through soft material.
 Contracts were entered into December 31, 1892, for the eight sections.
 The time originally set for the completion, November 30, 1895, was extended one
 working season by the terms of the contracts themselves, owing to the exhaustion
 of available funds in October, 1895. All the contractors, however, preferred to
 continue the work, notwithstanding no payment could be made until further
 appropriations were made.
 On June 30, 1895, Sections 1, 4 and 6 were practically completed, and
 Section 5 was dredged to about 20 feet over a width of 1,800 feet, and was used
 by vessels during 1895. During the year 1896 Sections 2, 3, 5 and 8 were
 practically completed, and the lower 20,000 feet of Section 7 completed and
 thrown open to navigation.
 According to the report of Lieut.-Colonel Lydecker, engineer in charge
 of the work, while it is difficult to estimate with accuracy the effects upon
 commerce of these improvements, yet to them was due the increase of traffic
 through St. Mary's and Detroit rivers, which in the former case amounted to 14
 per cent., or 1,886,720 tons, and in the latter case to 7 per cent., or
 1,582,800 tons.
 The amount expended on this work up to June 30, 1897, was
 $2,507,121.
 
 HAY LAKE CHANNEL.
 
 Before improvements were commenced here the channel through Hay lake
 was restricted in depth at Sugar Island rapids and at Middle Neebish to an
 available draft of about 6 feet, and the course was very irregular and
 dangerous. In addition to these obstructions, there were other shoals in Hay
 lake requiring removal to make the channel available for any
 considerable increase in draft.
 The original project of improvement of 1882 provided for a channel 300
 feet wide and to a depth of 17 feet, leaving the then navigable channel in St.
 Mary's river at Sugar Island rapids (about 2 ½ miles below the canal),
 through these rapids into Hay lake, and then by the way of Middle Neeb-ish,
 rejoining the navigable channel at the foot of Sugar island; thus saving a
 distance of 11 miles, and obtaining a route which can be so marked by lights as
 to be navigable at night, a condition impracticable by the old channel, except
 by the use of a great number of lights. Afterward the project was so modified as
 to require a channel from 20 to 21 feet deep.
 The estimated cost of the improvement as so modified was $2,659,115.
 On June 30, 1895, the entire channel had been dredged to a width of 300 feet,
 and to a depth of 20 and 2! feet, and the entire commerce of St. Mary's river
 with some unimportant exceptions was using this channel, which was practically
 opened for traffic June 7, 1894.
 The amount of commerce benefited by this improvement is practically
 all that passing through the St. Mary's river, as only a few of the small
 vessels still use the old Lake George channel. The two important points
 connected with this improvement are the saving of 11 miles in distance, and the
 rendering of these waters navigable at night. They are considered of inestimable
 value to commerce.
 The appropriations made for this improvement to June 30, 1898, were
 $2,165,000. Expenditures to that date were $2,037,440.
 
 ST. CLAIR FLATS CANAL.
 
 This canal was made necessary from the fact that originally the St.
 Clair river emptied into Lake St. Clair through seven principal mouths or
 passes, the channel used by vessels, previous to the construction of the present
 canal, being known as the North channel of the South pass. This was improved in
 1855-1858 to a depth of 11 feet. Before any improvement was made there was a
 depth of about 6 feet over the bar at the mouth of this pass. The present St.
 Clair Flats canal was projected in 1866 with the view of obtaining a straight
 channel 13 feet deep and 300 feet wide across the flats east of the mouth of the
 old channel. The work as thus designed was completed in 1871. In carrying on the
 work it was considered sufficient to obtain a depth of 18 feet and to postpone
 obtaining a depth of 20 feet until the general project for a continuous depth of
 20 feet along the entire length of the route should be in a more advanced stage.
 It was estimated that the 18-foot channel would cost $365,000, and that a
 2O-foot channel would cost $513,559. Total appropriations are $764,810, and the
 expenditures to June 30, 1898, $761,751.
 At the present time there is a channel 2ofeet deep from deep water in
 St. Clair river through the canal to deep water in Lake St. Clair. The commerce
 benefited by this improvement is the same as that passing through the Detroit
 river, which, in 1895, amounted to about 25,850,000 tons, and had an estimated
 value of $275,000,000. The amount expended on the improvement up to June 30,
 1896, was about one-third of one per cent of the commerce for a single
 season.
 
 DETROIT RIVER.
 
 Night Scene at Ballard's Reef, Detroit River. A
 narrow channel of about 17 ½ feet depth at this point in the
 Detroit river, dug through solid rock and boulders in most parts, is
 lighted by three gas buoys. Over 30,690,572 tons of cargo was carried by
 this point in 1897.Before work was commenced on the
 improvement of this river the channel at Limekiln Crossing could not be depended
 on for more than 13 feet in depth of water, the depth being much affected by the
 direction of the wind. The original project of 1874 provided for a curved
 channel 300 feet wide and 20 feet deep through the Limekiln Crossing; but in
 1883 this project was modified to secure a channel of a minimum width of 300
 feet; in 1886 the project was again modified so as to secure a channel 400 feet
 wide by removing an additional 100 feet from the United States side, and in 1888
 this project was modified to secure a width of 440 feet by removing 40 feet more
 from the west, or United States side. It was estimated that this channel, 440
 feet wide and 20 feet deep, would cost $1,374,500. The present
 project, adopted in 1892, contemplates the removal of such shoals in Detroit
 river, between the city of Detroit and Lake Erie, as obstruct navigation. The
 approved estimate under which the work is carried on provides for a channel 800
 feet wide and 20 feet deep from the head of Ballard's reef to the head of
 Limekiln Crossing, at an estimated cost of $180,000.
 The first appropriation for this improvement was made in 1874. The
 total amount appropriated is $793,000, and
 expenditures have been the same amount.
 
 CANALS OF THE ST. LAWRENCE RIVER.
 
 The canals of the St. Lawrence river, while not strictly a part of the
 navigation of the Great Lakes, are yet so intimately connected therewith that a
 brief reference is made. In descending the St. Lawrence river from Lake Ontario,
 the first canal encountered is the Galops canal, on the north side of the St.
 Lawrence river. It is divided into three divisions, called the Galops, the
 Junction and the Point Iroquois divisions. The Galops division was opened for
 traffic in 1846, and was the original Galops canal. The new Galops locks are the
 most westerly on the St. Lawrence river. This division extends upward from the
 village of Cardinal about two miles to the head of the Galops rapids, which
 commences about seven miles east of Prescott.
 Point Iroquois Canal was opened for traffic in 1847, commences at the
 village of Iroquois and extends to Presque Isle, a distance of three miles,
 overcoming the Iroquois rapid, and other stretches of swift water above the
 point. The lockage is five and one-half feet.
 The Junction Division connects the other two divisions, commencing at
 Presque Isle, and extends to Cardinal, about two and one-half miles. It was
 opened for traffic in 1856. It is simply an embankment, and the fall in this
 portion of the works is one and six-tenths feet.
 Next in descending the St. Lawrence river is the Rapide Plat Canal,
 which extends upward from Morrisburg, and is the government point on the entire
 system of canals on this river. This canal was opened for traffic in 1847, and
 it is about three and three-quarter miles in length.
 Farran's Point Canal overcomes a short, swift rapid above the village
 of Farran's Point, about five miles west of Dickinson's Landing, at the head of
 the Cornwall canal. Farran's Point canal is about three-fourths of a mile in
 length.
 Cornwall Canal surmounts the Long Sault rapids, has a total lockage of
 48 feet, and was opened for traffic in 1843. It extends westward from Cornwall
 to Dickinson's Landing, a distance of 11 ½ miles. It is on the north
 side of the St. Lawrence river.
 Soulanges Canal is also on the north side of the river St. Lawrence.
 It is a most important work, the construction of which was commenced in 1892,
 and is still in progress. It extends from Lake St. Francis down to Lake St.
 Louis. Up to June 30, 1896, the amount of money expended in the construction of
 this canal was $1,950,596.
 Beauharnois Canal is on the south side of the river St. Lawrence,
 directly opposite the Soulanges canal. St. Anne's lock is at the west end of
 Montreal island.
 Lachine Canal is on Montreal island, connecting Lachine with Montreal.
 Up to June 30, 1896, there had been spent on this canal for all purposes the sum
 of $12,207,949. During the fiscal year ending June 30, 1896, the lowest water in
 this canal occurred in November, 1895, when, in the Old Lock, at the upper sill
 it was eight feet one inch. During the same year the highest water occurred in
 April, 1896, in New Lock, No. 1, on the lower sill, 39 feet 8 inches.
 The largest locks on this system of canals are 270 x 45, and the
 smallest 200 x 45, the depth of water varying from nine feet to 14 feet. When
 the present work of enlargement is completed, the canals here will be of much
 greater service to lake and ocean navigation, and their use will be
 correspondingly increased.
 Rideau Canal connects the river Ottawa, at the city of Ottawa, with
 the eastern end of Lake Ontario, at Kingston. The total length of the canal is
 126 ¼ miles. The number of locks ascending is 35, those
 descending being 14, and the total lockage is 446 ¼ feet--282
 ¼ feet rise and 164 feet fall. The dimensions of the locks are 134 feet
 in length, and 33 feet in width, the depth of the water on the sills being 5
 feet, the navigable depth through the several reaches being 4 ½ feet.
 The Imperial Government spent on this canal $3,911,701.47, and the entire amount
 expended by the government prior to June 30, 1895, was $4,084,156.87 for
 construction purposes; for renewals, $245,478.84; on staff, $776,509.36, and for
 repairs, $506,113.62. Thus the entire amount expended on this canal up to the
 end of the fiscal year, 1895, was $5,612,258.
 Murray Canal extends through the isthmus of Murray, and connects the
 waters of Lake Ontario with those of the Bay of Quinte, thus enabling vessels to
 avoid the open lake navigation. The dimensions of the canal are as follows:
 Length between the pier heads, 5 1-6 miles; breadth at bottom, 80 feet; depth
 below lowest known lake level, 11 feet. The works comprise a cut through the
 isthmus 4 ¼ miles long, and improvements in the way of dredging and
 other work to the entrance channels at either end to a total distance of 9
 ½ miles. There are four swing bridges across the canal. Near its
 western terminus is the village of Brighton, in the harbor of Presqu' Isle, from
 which point to Port Dalhousie the distance is 120 miles. On the Murray canal the
 government spent in capital, or in the construction proper of the works,
 $1,247,470.
 The present Government of Canada is engaged in improving the canal
 system, connecting Lake Ontario and the lower St. Lawrence, so as to provide for
 a minimum depth of 14 feet. It hopes to accomplish this work within two years,
 and thereby increase the navigation of this route to the seaboard.
 
 THE CANAL SYSTEM OF OHIO.
 
 In November, 1817, the year in which the Erie canal was begun, De Witt
 Clinton, president of the board of canal commissioners of the State of New York,
 addressed a letter to the governor of Ohio, soliciting such aid as the State of
 Ohio could give toward the construction of the Erie canal. This letter,
 accompanied by a special message, was transmitted by the governor of Ohio to the
 Legislature, and was considered by a joint committee of the two houses. This
 committee submitted a report and a resolution setting forth the advantages to
 Ohio of the proposed Erie canal, and offering such aid as the State could
 give.
 This report does not appear to have been further considered: but it
 led to the further consideration of the question which was of much more
 immediate interest to the people of Ohio, viz.: that of extending the proposed
 line of navigation from Lake Erie to the Ohio river, by which means a continuous
 line of navigation would be obtained from the Hudson river to the Mississippi
 river.
 The canal question became a prominent one in every Legislature, and in
 1822 a board of canal commissioners was created. This was the official beginning
 of the Canal System of Ohio.
 From 1822 to 1825 several canal routes across the State were surveyed.
 An Act in 1825 authorized the construction of a canal from Lake Erie to the Ohio
 river, along the Muskingum-Scioto route (the Ohio canal), and another canal from
 Cincinnati to Dayton in the Miami valley. Work was begun on both canals--on the
 Ohio canal, July 4, 1825, and on the Miami canal on the 21st of the same month.
 The construction was carried forward with energy during the next eight years, by
 which time the original system was practically completed. The continuation of
 the Miami canal from Dayton to Lake Erie was resumed under Acts of December 31,
 1831, and March 3, 1834. It was carried on largely by the aid of congressional
 grants of land to the State of Ohio, and the canal was finally completed to Lake
 Erie in 1845. This canal was known successively as the Miami canal, Miami
 Extension canal, the Wabash & Erie canal and the Miami &
 Erie.
 The Ohio canal route extended from Cleveland, Ohio, at the mouth of
 the Cuyahoga river in Lake Erie, to Marietta, on the Ohio river at the mouth of
 the Muskingum river. The total length of the route is 246 miles,
 and the total lockage is 793 feet. This route is now in part occupied by a
 section of the Ohio canal from Cleveland to Dresden, a distance of 154 miles,
 and from the head of the Zanesville pool to Marietta by the slackwater
 improvement of the Muskingum river, a distance of 83 miles.
 The Ohio canal is a State work, but the Muskingum river improvement,
 which was originally a State work, is now the property of the United States, and
 is maintained in good condition and operated free of tolls. The Ohio canal is 40
 feet wide at the surface of the water, 26 feet wide at the bottom, 4 feet deep,
 and has locks that admit boats carrying 90 tons. The Muskingum improvement is 6
 feet deep, and has locks 160 feet long and 36 feet wide, admitting boats
 carrying 500 tons of freight.
 The western route, which is occupied by the Miami & Erie
 canal, extends from Cincinnati to Toledo, on Lake Erie. This entire route is 249
 miles long.
 The central route is that extending from Sandusky bay, on Lake Erie,
 to Portsmouth, on the Ohio river. From Columbus to Sandusky bay, with the
 exception of 17 miles in Sandusky river, the central route is not now
 navigable.
 In the early day, when Ohio was sparsely settled, and when the State
 was comparatively poor, she could not afford to build a canal on each of the
 three routes above described, and still riot one of the routes could satisfy all interests. The result was that when it became a
 question as to the construction of a public highway by water the local
 requirements of the population were taken into consideration and the early
 efforts of the State were directed to satisfying their demands. It was,
 therefore, decided that as the State was unable to construct canals on all the
 routes named, she would compromise by constructing a canal entering the lakes at
 as near as might be the northeastern corner of the State, at Cleveland, and
 terminating it as near as might be at the southwest corner of the State at the
 Ohio river.
 It was found practicable to carry a canal across the divide between
 the Scioto and Miami rivers; but the engineers employed by the State concluded
 that one with sufficient water supply could be carried over the divide between
 the Muskingum and the Scioto valleys, via the Licking summit, and it was,
 therefore, decided to build the Ohio canal from Cleveland to the Tuscarawas and
 Muskingum valley, thence from the Wal-honding across the Licking divide to the
 Scioto at Lockburn, and thence to the Ohio river at Portsmouth. A canal from
 Cincinnati to Dayton was decided on at the same time in order to satisfy public
 clamor.
 Later the western route was completed to Toledo, and the improvement
 of the Muskingum river was also undertaken and completed from Marietta to
 Dresden. Meanwhile the competition of railroads, which were introduced into Ohio
 in 1839, began to tell on the receipts of the canals. Popular opinion on the
 subject of public control of waterways changed, and in 1861 the State canals
 were leased to private parties for seventeen years, with disastrous results so
 far as the maintenance and repair of the mechanical structures were concerned.
 The canals were returned to the State at the expiration of the lease in a
 deplorable condition, and since then have been repaired and maintained at an
 annual expense of from $5,000 to $40,000.
 But notwithstanding all their misfortunes the canals of Ohio have
 conferred great benefit upon the State. They reach nearly every city and town of
 importance, and their influence in building up these cities and towns, as well
 as the interior settlements and agriculture, can not be estimated nor conceived
 of by the receipts, cost and expenditures.
 As actually constructed the Ohio canal extended from Cleveland, Ohio,
 across the Cuyahoga-Tuscarawas divide to the Muskingum valley at Walhonding;
 thence across the Licking divide to the Scioto river at Lockburn, and thence
 down the Scioto valley to Portsmouth. This canal is 308 miles long, with two
 summits, and lockage amounting to 1,206 feet. It cost the State $7,904,971. The
 receipts from tolls and privileges have been $10,300,215, and it has cost to
 operate and maintain it $6,460,451. 
 The Miami and Erie canal cost the State for original construction
 $8,062,680. It has produced in earnings $6,682,356, and its operating and
 maintaining expenses have been $4,938,368. The present value of these canals is
 estimated at $15,000,000. The State of Ohio, therefore, in them has on hand a
 property valued at nearly its original cost, which has repaid nearly one-third
 of the expense of maintenance and operation.
 The Ohio canal made Cleveland what it is. This will be apparent when
 the effect of locating the canal through the Grand river valley is contemplated,
 instead of through the Cuyahoga valley. There would have been no city of
 Cleveland to-day, although there might have been a great city at the mouth of
 the Grand river.
 
 PORTAGE LAKE SHIP CANAL.
 
 This waterway, from the western shore of Keweenaw point to Keweenaw
 bay, on the eastern side of Keweenaw point, is a most important one, and its
 improvement was commenced many years ago by private enterprise. Better
 facilities for transportation were made necessary first by the copper interests
 centering in Portage lake as early as 1859. At that time there was at the mouth
 of Portage river a depth of about 4 feet, ranging from 3 feet to 5, over the
 bar, and consequently vessels arriving there anchored in the offing, transferred
 their freight by means of lighters over the bar, the lighters transferring it to
 scows upon which it was towed to the mines, a distance of 11 miles at a cost of
 about $4 per ton.
 These numerous annoyances, delays and expenses led those interested to
 attempt a remedy by dredging the river and bar and constructing a breakwater.
 The parties interested were the Quincy, Pewabic, Franklin, Mesnard, Pontiac, St.
 Mary's, Albany and Boston, and Isle Royale mining companies, and Messrs. Sheldon
 and Douglas, two merchants and land owners. John H. Forster was employed as
 engineer, and a contract was made with W. W. Williams for securing a channel 10
 feet deep and 80 feet wide at the bottom. Instead of using the original river
 mouth Mr. Forster selected a point further to the east where he laid out a
 breakwater and a canal leading to it through a tamarack swamp, the length of the
 cut being 1,200 feet. The object of the breakwater was to prevent the sand moved
 by northeast storms from filling up the mouth of the canal. The one pier that
 was considered necessary was built during the winter of 1859-60, and in June,
 1860, the first lake steamer was piloted through the canal and river up to the
 docks at Hancock.
 In the following year the Michigan legislature passed an Act to
 provide for the formation of a company to construct and to improve canals and
 harbors, and under this law the Portage Lake & River Improvement Company
 was incorporated, composed of the persons who began the improvement.
 Considerable sums were expended annually in maintaining and deepening the
 channel and straightening the river, and in placing buoys and beacons.
 Still greater facilities were called for, and in 1874 extensive
 additional dredging was begun, the object being to obtain a channel 13 feet
 deep. In 1875 the old pier was widened and a new superstructure added. The
 income from tolls which were charged upon all vessels drawing more than 5 feet
 of water, the rates being fixed by Houghton county, steadily increased, enabling
 the company to provide for the expenses of the works and also to realize a
 handsome profit.
 About 1880 pressure was brought to bear upon the company to reduce the
 tolls, and in 1885 they were reduced nearly fifty per cent, below what they had
 been from 1863. The opening of Portage lake enabled vessels to go within about
 two miles of Lake Superior on the west side of Keweenaw point, and it soon
 became obvious that it would be greatly to the advantage of commerce if the
 waterways were made continuous from the east to the west side of Keweenaw point.
 To construct the necessary canal, 2.1 miles long, involved an expense which the
 persons immediately interested could not sustain, and besides this it was
 perfectly clear that the benefit of cutting a canal through to
 Lake Superior would be national rather than local.
 The Portage Lake and Lake Superior Ship Canal Company was
 organized under the law of Michigan in 1864, and by a joint resolution of the
 State of Michigan, Congress was asked to aid the enterprise by a grant of land.
 Minnesota passed a similar resolution February 24, 1865, and Congress responded
 by granting to the State of Michigan 200,000 acres of land by an Act approved
 March 3, 1865. But as the plan of construction adopted involved an expense
 larger than was at first contemplated, Congress was again appealed to to further
 aid the enterprise, by the Governor and Legislature of Michigan, the
 Legislatures of Wisconsin and New York, and by several of the large cities, and
 again Congress responded by granting an additional 200,000 acres of land by an
 Act approved July 3, 1866.
 The canal was designed to be 13 feet deep and 100 feet wide, and to be
 provided with a breakwater at its Lake Superior end. Several years were spent in
 preliminary work, the original surveys being made by I. N. Green. In 1868 a
 small amount of excavation was made, and in the spring of 1869 work was resumed
 with great activity, and pushed through during that year and 1870. In 1871 the
 work was embarrassed for want of funds, and in this year the company failed, its
 name in the meantime having been changed to the Lake Superior Ship Canal,
 Railroad & Iron Co. But the work went on, and on October 18, 1873, Mr.
 Forster, who on June 1, 1869, had succeeded Mr. Greene as State engineer,
 certified that the works were completed according to law.
 In May, 1877, after protracted litigation the works were sold under
 decree of foreclosure, being purchased by Mann & Wilson for the
 bondholders and creditors of the old company, who organized the Lake Superior
 Ship Canal, Railroad & Iron Co. The consideration mentioned in the deed
 to Mann & Wilson was $800,000. They sold the works to the new company
 for $100, subject to prior incumbrances amounting to $1,636,385, and accrued
 interest at 10 per cent.
 The ship canal, as stated above, is 2.1 miles long. It was built under
 the grants made by Congress. At first it was 14 feet deep throughout its whole
 extent, and its least width at the surface was 100 feet. It widened out at Lily
 Pond to 200 feet, and thence again maintained a width of 100 feet nearly to
 Portage Lake. Throughout the whole extent of the canal its revetments consist of
 a front row of piles generally about six feet apart from center to center,
 capped a few inches above the water surface to support a single row of sheet
 piling; a row of anchor piles is driven about seven feet back and connected with
 the front row by timber braces.
 The entrance of the canal at Lake Superior was formed by two
 practically parallel piers of substantial crib work. These two piers are 1,000
 and 850 feet long. They are 100 feet apart at the shore line and widen to 240
 feet at the lake entrance. The entire route from Lake Superior to Keweenaw bay
 is somewhat more than 24 miles long. Of this distance 16 miles traverse Portage
 lake, a long and narrow sheet of water with a depth varying from 30 to 40 feet,
 and with a width rarely less than 1,000 feet. The banks are usually high, and
 thus afford perfect protection against gales. It is a most excellent harbor of
 refuge when vessels are once inside.
 Portage lake is connected with Keweenaw bay by a river about five
 miles in length, and through it runs a channel affording over 100 feet in width
 with a minimum depth of 14 feet. From the harbor entrance at Keweenaw bay a
 single pier was built.
 Purchased by the Government.--The River-and-Harbor Act of
 September 19, 1890, provided for the purchase by the United States Government
 "of the two canals known as the Portage Lake & River Improvement canal
 from Keweenaw bay to Portage lake, and the Lake Superior Ship Canal, Railway and
 Improvement Company's canal from Portage lake to Lake Superior, being the water
 communication across Keweenaw point, Lake Superior, from Keweenaw bay to Lake
 Superior in the State of Michigan by way of Portage lake and
 river, and the artificial cut made by said companies to render them available to
 commerce and navigation, together with the works of improvement on Portage lake,
 the harbor works upon Lake Superior and Keweenaw bay, with all the lands and
 franchises connected therewith, free from all incumbrances, $350,000."
 From Sault Ste. Marie to Duluth a direct distance of about 375 miles,
 the southern shore of Lake Superior conforms in general to the 46 [degrees ***]
 30' parallel of north latitude; but midway between these two cities the rocky
 promontory of Keweenaw point projects northeast into the lake, compelling
 vessels engaged in the coasting trade to make a wide detour. The shores of this
 promontory, sometimes called the Cape Horn of Lake Superior, are bold with
 outlying reefs dangerous to navigation, and with no good harbor to afford refuge
 in storms. The great value to commerce of the waterway across Keweenaw point at
 its western end, is therefore readily apparent. About two-thirds of the length
 of this waterway was made many centuries ago, no one knows when, by nature in
 one of her convulsions, and vessels of the largest draft readily float in its
 waters. No locks were required throughout its entire length.
 At the time of the purchase by the United States there was a poor
 13-foot navigation; the channel was narrow and crooked; it was poorly marked and
 lighted; the entrance piers were in bad condition; the revetments were rotten or
 entirely gone; and there was a heavy tax upon commerce in the form of tolls.
 Since then all of these difficulties have been removed.
 The project upon which the Government of the United States commenced
 the improvement of this waterway adopted in 1886, was as follows; to obtain a
 depth of 16 feet throughout the entire channel from lake to bay with a width of
 at least 70 feet at bottom; to renew the canal revetments; to reconstruct the
 piers at the Lake Superior entrance, and to continue them to 30 feet depth of
 water in the lake; to extend the pier at the Keweenaw entrance to 2O-foot depth
 of water in the bay, and at the proper
 time in the future to increase the depth of the entire channel to 20
 feet and its width to not less than 120 feet.
 Appropriations from 1892 to 1898 were $1,030,000.
 The number of vessels passing through the Portage Lake Ship canal was
 2,931 in 1897; net tonnage 1,025,375; total freight, 1,020,723 tons, The total
 valuation of freight in 1897 was $34,044,269.
 
 STURGEON BAY AND LAKE MICHIGAN SHIP CANAL.
 
 This is a waterway cut through the neck of land which separates Green
 bay from Lake Michigan, the canal connecting Sturgeon bay with Lake Michigan.
 The neck of land thus cut through is about one and three-eights of a mile wide,
 and has a maximum elevation of about 28 feet above the level of the lake. The
 canal was cut through by the Sturgeon Bay & Lake Michigan Canal Company,
 from 1872 to 1881, and is an open cut without locks or gates. It is 7,200 feet
 long, 100 feet wide at the surface of the water, about 65 feet wide at the
 bottom and 14 feet deep. Of the 14,400 feet of canal banks 8,437 feet were
 provided with pile revetments, and in continuation of the canal a channel was
 dredged into Sturgeon bay for a distance of 6,100 feet of about the same
 dimensions of the canal.
 This canal is of great value to commerce, affording as it does a
 shortening of distance for many vessels over the natural outlet of Green bay
 into Lake Michigan of about fifty miles to the north, the avoidance of the
 dangers of the natural route, and makes Sturgeon bay available and accessible as
 a harbor of refuge for vessels on Lake Michigan. The main object in constructing
 this canal was to form a more direct water way from Menominee, Peshtigo and
 other ports in the southern part of Green bay to Milwaukee, Chicago and other
 ports in the southern part of Lake Michigan.
 The United States Government, having purchased this canal, took
 possession of it April 25, 1893. The original project of improvement adopted in
 1894, provided for building 6,000 linear feet of revetment, being
 an extension of the original revetment to Sturgeon, offsetting 30 feet on each
 side, so as to make this portion of the canal 160 feet wide at the surface of
 the water; and to obtain a depth of 15 feet.
 The first appropriation made July 13, 1892, was for $81,833, and was
 for the purchase of the canal. There was appropriated in 1894, $20,000, and in
 1896, $30,000.
 During the closed season of navigation in Sturgeon bay and Green bay
 the canal was made the northern terminus of the Goodrich line of steamers,
 plying along the western shore of Lake Michigan, and large quantities of freight
 were landed at and taken from the Merchants' warehouse, which is situated near
 the lake end of the canal.
 During the season of 1895 3,949 vessels passed through the canal. The
 total freight tonnage was 810,970. In 1896, 4,031 vessels, with a registered
 tonnage of 1,558,148, passed through; tons of freight 831,370. In 1897, 2,131
 vessels passed up with 860,606 tons of freight; 2,283 vessels passed down with
 87,999 tons of freight.
 Nine regular transportation lines, with 44 vessels, use the canal. In
 addition a large number of steam barges, sail vessels and scows engaged in the
 general freighting business, use the canal continually, going both ways during
 the season of navigation, and a large local business is done by tugs in
 assisting sail vessels, scows, etc., through the canal.
 
 IMPROVEMENT OF THE ILLINOIS RIVER.
 
 This has been undertaken with a view of ultimately securing in
 connection with an enlargement of the Illinois & Michigan canal, of a
 deep waterway from the southern end of Lake Michigan to the Mississippi river,
 of sufficient capacity to accommodate large sized Mississippi river steamboats
 and for military and naval purposes.
 The present project, adopted in 1880, contemplates the extension of
 the slack water improvement begun by the State of Illinois from the mouth of
 Copperas creek to the Mississippi river, a distance of 135 miles. The project
 includes the construc tion of two locks, 350 feet long, 75 feet wide, with a
 depth of seven feet of water over sills at low water of 1879, and dredging the
 channel where necessary to secure seven feet at low water in the pools thus
 created. The two locks have been completed and are in use. One of them is
 situated at Kampsville, 31 miles above the mouth of the Illinois river, and the
 other at La Grange, 79 miles above the mouth of the river.
 In aid of the object aimed at the State of Illinois, aided by the
 United States Government, has constructed two locks of the dimensions above
 stated--one at Henry and the other at Copperas creek. In the construction of
 this work the United States had expended up to June 30, 1897, $1,344,096. The
 State of Illinois had spent an additional amount on the two locks of
 $747,747.
 From the construction in 1889 of the La Grange lock the amount of
 business of the Illinois river up to June 30, 1896, increased over 200 per cent.
 The largest boat navigating the Illinois river was the Cherokee, 631 tons. The
 La Grange lock was opened for navigation October 21, 1889, and the Kampsville
 lock August 29, 1893. During the year ending June 30, 1896, the passages of
 steamboats and barges at La Grange lock numbered 504, with a tonnage of 129,297,
 and at Kampsville lock the number of steamboats and barges passing through was
 592, with a tonnage of 165,686.
 
 ILLINOIS AND MISSISSIPPI CANAL.
 
 After much discussion, in which all the local engineers opposed it,
 this canal has been located on the Rock Island route, approved by the Secretary
 of War October 27, 1888, as directed by the Act of Congress of August 11, 1888.
 The object of the improvement is to furnish a navigable waterway from Lake
 Michigan to the Mississippi river, at the mouth of Rock river, in connection
 with the upper Illinois river, and the proposed enlarged waterway along the
 present line of the Illinois & Michigan canal. It proceeds from the
 Illinois river at its great bend one and three-fourths miles above
 the town of Hennepin; thence via Bureau Creek valley and over the summit to Rock
 river; thence by slack water in Rock river and canal round the lower rapids of
 Rock river to the mouth of that river. It is to be at least 80 feet wide at the
 water line, 7 feet deep, and to have locks 170 feet long and 35 feet in width in
 the lock chambers.
 The first work was begun in July, 1892, near the mouth of Rock river
 on the construction of a canal round the lower rapids of that river, and since
 that date was carried on up to the close of the fiscal year ending June 30,
 1897. There was expended on this improvement $1,203,887.
 The canal was formally opened April 17, 1895, to navigation. Its
 traffic has been confined to passenger business for the most part, and to small
 craft.
 
 CHICAGO DRAINAGE CHANNEL.
 
 A history of the Great Lakes would be incomplete without mention of
 the Chicago drainage canal, one of the grandest feats of sanitary engineering in
 the world. Its purposes for navigation are secondary, and how important they may
 become, time only will demonstrate. The enterprise is an old one, and was born
 of absolute necessity. A fall of 6 ½ inches of rain, September 2, 1885,
 causing a tremendous flood from the Des Plaines river to sweep down the Chicago
 river into the lake, contaminating beyond all precedent the water supply of the
 city, gave impulse to the movement, which was followed by achievement. Bills for
 adequate drainage passed the State Legislature in 1886 and 1887. The sanitary
 district was organized and approved by popular vote November 5, of that year.
 The district is 18 miles long and from 9 ½ to 15 miles wide. The
 Chicago drainage board was soon after organized, and work was commenced in
 September, 1892. The total length of the Chicago drainage canal is 28.05 miles,
 extending from its connection with the south branch of the Chicago river at
 Bridgeport, Chicago, to Lockport.
 The dimensions are: for 14.9 miles through the rock-cut, 160 feet wide
 at bottom, 162 feet wide at top; and in the glacial drift for 13.15 miles, 202
 feet wide at bottom, and 290 feet at the water-line when the channel is carrying
 22 feet of water. The channel at the junction of the Chicago river is 24.45 feet
 below datum; at the Lockport end, 30.1 feet below datum.
 There will be let in from Lake Michigan, it is expected, a constant
 volume of 300,000 cubic feet of water a minute, at a current not exceeding three
 miles an hour. The grand total of excavation involved in the construction of
 main channel and river diversion was 40,000,000 cubic yards. The estimated cost
 of all the elementary work under contract is about $21,000,000. Of this,
 $2,600,000 was spent in acquiring right of way, and $18,700,000 in construction.
 The completion of the work, with extra right of way, unexpected litigations,
 etc., will bring the whole expenditure up to nearly $31,000,000.
 Reports have been made by government engineers as to the possible
 effect of the Chicago drainage canal upon the lakes. It is fairly well
 established that the canal would lower the upper lakes from three to nine inches
 within two years, and reduce the flow of water over Niagara fully five per cent,
 and ultimately possibly even ten per cent.
 This lowering of the lakes, and hence curtailing of draught to all
 lake vessels, may reduce the carrying value nearly a million dollars per annum.
 On the other hand an engineer of some repute has asserted that by obstructing to
 a certain degree the flow of water above Niagara Falls (at but small expense)
 the depth of all waters above could be increased from one to two feet.
 
 DEEP WATERWAY TO OCEAN-TIDE.
 
 The Chicago drainage channel is the greatest project on the Great
 Lakes, now in course of completion. The greatest project, not yet undertaken,
 but actively canvassed by the nation, and by a multitude of business interests,
 is the deep waterway from lakes to sea. Much has been written about its
 advantages and its disadvantages, whether it should be constructed and at public
 expense, as a government work, or by private capital. Its route to the ocean has
 invited animated discussion, for the waterway, if constructed, it
 is agreed, must exert a momentous influence upon commercial values and
 activities.
 In pursuance of an Act of Congress, President Cleveland in 1895
 appointed a commission, consisting of Lyman E. Cooley, of Chicago, James B.
 Angell, of Michigan, and J. E. Russell, of Massachusetts, to join with a similar
 Canadian commission, consisting of Oliver Howland, Thomas Keefer and Thomas
 Munro, in a preliminary inquiry respecting the project. It was pronounced
 feasible by both commissions. Taking a broad and far-reaching view of the matter
 it is recommended that a channel of not less than 28 feet navigable depth be
 constructed throughout. In their opinion the completion of the entire system as
 quickly as the work can be prosecuted with economy is fully justified. The route
 proposed contemplates the use of all the Great Lakes, between which and the sea
 there are mentioned several terminal routes which are feasible. The
 determination of one among the alternative routes from Lake Ontario to the
 Hudson river is made subject to information to be obtained from complete surveys
 and a full investigation of economic considerations.
 In July, 1897, President McKinley appointed a second commission,
 consisting of Lyman E. Cooley, of Chicago, G. Y. Wisner, of Detroit, and Major
 James Raymond, of the United States Army, to investigate and report upon the
 several routes.
 Subsequent to the appointment of the above commission, in 1895,
 Congress made another provision for the investigation of the same project. By
 its River-and-Harbor Act of 1896 the Secretary of War was authorized to
 ascertain the cost of a ship canal from the Great Lakes to the Hudson river, and
 the results of this investigation have just recently been made known in the
 report of Major Thomas W. Symons, of the United States corps of engineers. Major
 Symons' report is exhaustive, and adverse to the project.
 As a result of his investigation Major Symons finds the most suitable
 route for a ship canal to be by way of the Great Lakes, Oswego, Oneida lake and
 the Mohawk and Hudson rivers. The route by way of the St. Lawrence river and
 Lake Champlain to the Hudson, considered also by the commission, was by him
 reported impracticable, owing to the longer distance and the difficulty of
 providing for its defense in the event of war. He concluded that the present and
 prospective conditions of lake, intermediate channels and harbor limitations
 would not justify a depth of ship canal greater than twenty feet draft, and that
 the cost of carrying out an undertaking of this kind would reach approximately
 $200,000,000. It is estimated that the cost of operation and maintenance of the
 same would amount to $2,000,000 per year. The possible amount of tonnage
 tributary to a ship canal is put at 24,000,000 tons annually, 18,000,000 tons of
 which would be transported eastward and 6,000,000 westward.
 It is estimated that improvements on the Erie canal of sufficient
 magnitude to permit the use of 1,500 ton barges can be made for $50,000,000. For
 the highest economy in water transportation it is found that different types of
 vessels are required for ocean, lake and canal commerce, respectively. It is
 stated that ocean vessels could not, as a rule, engage profitably in business
 requiring passage through a ship canal of the kind under consideration, and that
 lake vessels are not fitted for use upon the ocean. If, therefore, either of
 these two classes of vessels were to engage in foreign commerce to and from the
 lakes, their unsuitability to the conditions pointed out would require the
 transfer of their cargoes at the seaboard. In consideration of these findings it
 is concluded that the construction of a ship canal is not advisable.
 Project to Connect Georgian Bay and Lake Ontario.--For several years,
 beginning as early as 1854, citizens of Canada indulged in the hope of acquiring
 a sufficient appropriation from the British Government for the construction of a
 canal, between Georgian Bay and Lake Ontario, the terminus to be at or near
 Toronto.
 The proposed canal would be about eighty miles long, penetrating from
 Nottawasauga bay, through the valley of the same, thence to the Humber river at
 Toronto. The proposed canal, however, aroused strong
 opposition, both on account of its great cost and on account of large railroad
 interests, which might have suffered from this new competition. At various
 times, since 1854, the same enterprise has been urged upon the Canadian and
 British Governments.
 In fall of 1897 ex-Mayor McLeod Stewart, of Ottawa, visited London,
 England, to enlist British capital in a project to unite by a waterway the
 headwaters of the Ottawa river and Georgian Bay near Parry Sound, in which
 connection it may be stated a company was recently organized in England, with a
 capital of seventeen million dollars, to construct the proposed Ottawa and
 Georgian Bay canal, under certain provisos.
 
 PITTSBURGH SHIP CANAL.
 
 In 1894 the city of Pittsburgh was deeply interested in a project to
 connect by a ship canal the waters of Lake Erie and the Ohio river. At that time
 an important steel plant had just decided to remove from the Pittsburgh district
 to the shores of Lake Erie, and the reason assigned for the change of location
 was that the Lake Erie ports constituted the district where iron and steel could
 be most cheaply produced. These economic conclusions were widely heralded, and
 occasioned some apprehension that Pittsburgh might lose her prestige as the
 chief iron center of America. Moreover, about that time, Alabama pig iron was
 selling freely at Pittsburgh at the expense of the home product. The outlook for
 the Smoky city was not unclouded, and a number of her public spirited business
 men advocated the construction of a ship canal which might bring lake ore to
 Pittsburgh at a low cost, and enable the city to maintain its ascendancy. Time
 passed, and no immediate and serious loss of trade followed. Pittsburgh regained
 her equanimity. Large furnaces were built, the largest in the world; the
 heaviest steel producer built a new railroad from Conneaut to Pittsburgh and
 reduced the transportation cost of ore. Various other economies were put into
 effect, and the city still holds an indisputed
 supremacy in iron production. This ship canal project is not wholly dead, but
 interest has waned.
 
 Harbors
 
 
 Early Harbor Appropriations -- The Great Lakes Not Favored -- An English
 Opinion In 1833 -- Dangers To Navigation From
 Lack Of Harbors -- Early Improvements On Lake
 Erie -- Annual Appropriations From 1824 To
 1845 -- Later Government Support More
 Generous -- Lake Ontario Harbors -- Lake Erie Harbors -- Lake St.
 Clair Harbors And Connecting Rivers -- Lake
 Huron Harbors -- Lake Michigan Harbors
 -- Lake Superior Harbors -- United States Engineers -- Hydrographic
 Department.
 
 
 Seas do not divide; they connect. -- Emperor William II of
 Germany.
 A great ship must have deep water. -- Maxim.
 Every increase in the depth of our Great Lakes channels enlarges the
 mineral output, cheapens transportation, lowers prices, and benefits the whole
 people. -- Capt. Joseph Sellwood.
 AN appropriation for the support and maintenance of harbors was made
 in 1791 by the first Congress of the United States under the present
 constitution, and no subsequent Congress has failed to make similar
 appropriations. Commerce has always been considered a subject of vital interest to the nation. But prior to 1824 the harbors on the lakes
 had received no attention direct from the government. Up to that time but little
 benefit was received from the natural advantages presented by the Great Lakes.
 The mouths of the rivers were usually so obstructed by sand that they prevented
 the entrance of vessels except in the early part of the season for a short
 period. On this account, wheat, flour and other produce did not pay for shipping
 to the Atlantic cities. After much effort, a law was passed in 1826 making
 appropriations and providing for the examination, survey and improvement of the
 harbors on the northern lakes.
 But for many years the improvements made were small and inadequate.
 There seemed little opposition to the maintenance of seacoast harbors, but the
 expenditure of large sums of money for the development of a new inland country
 did not appeal so strongly to the representatives of seacoast States, where lay
 the balance of legislative power, and valiant service had to be rendered by the
 Western congressmen to secure even small appropriations for lake harbors.
 Commerce on the Great Lakes, nevertheless, expanded to a wonderful degree
 without corresponding aid from the government in providing adequate harbors.
 An English author of considerable repute, Charles Joseph Latrobe,
 wrote as follows, in 1833, of the southern shores of Lake Michigan: "The total
 absence of harbors round this southern extremity of the lake has caused the
 wreck of many a vessel, as the action of the storm from the northward upon such
 a wide expanse of fresh water is tremendous; and from the great height and
 violence of the surf, which then thunders in upon the base of the sand hills,
 and the utter solitude of this coast, lives are seldom if ever saved." The same
 statement applied, with little modification, to all the lakes.
 In his annual report for 1837, Henry Smith, general superintendent of
 public works for Lake Erie, said: "Until the commencement of the system of
 improvement of the lake harbors by the Government of the United States, the
 immense extent of country occupying the south shore of Lake Erie, or dependent
 on it for commercial facilities, was a wilderness. The navigation of the lake
 was attended with the utmost delay, difficulty and danger. The mouths of the
 several streams emptying themselves into the lake were uniformly obstructed by
 sand and vegetable matter, creating stagnant bodies of water, which overflowed
 the lowlands for miles, generating an atmosphere which rendered the country
 nearly uninhabitable from disease, at the same time that the streams themselves
 were entirely inaccessible as a refuge for vessels, and in all respects an evil
 rather than a benefit to the surrounding country. It is almost unnecessary to
 say that the judicious improvements made under the Acts of Congress have
 entirely changed all this, and many millions of acres of land of the most
 fertile description, embracing the western portion of the State of New York, the
 northern part of Pennsylvania, Ohio, Indiana and Illinois and the whole of
 Michigan, owe their present settlement and improvement in a very great degree to
 this cause. The mouths of the Huron, Black river, Cuyahoga, Grand river,
 Ashtabula and Conneaut (across the sand), and of the Raisin, in Michigan, were
 opened and kept open by piers and other improvements. Beacon lighthouses have
 been erected, and these streams, as well as other works at the east end of the
 lake, now afford secure harbors, accessible at all times to vessels navigating
 the lakes. These works, originally but experiments, were built of perishable
 material. Unless this work is made permanent, the elements will speedily render
 useless all that has been found of such vast benefit to the commerce of the
 West. This has been done at Buffalo heretofore, and is fairly commenced at
 Cleveland. By using the old work as a foundation, permanent works may be erected
 at comparatively small cost, sufficient to delay the action of the elements for
 ages; but I beg leave to urge again that the commencement should not be delayed
 a moment."
 Lake Erie ports were more fortunate than those located on the upper
 lakes. Writing as late as 1846, Thomas L. Barton said: "With the
 exception of Lake Erie, which is partially furnished with harbors, constructed
 by individual enterprise and appropriations by Congress, the upper lakes are
 almost entirely destitute of these indispensable requisites for the safety of
 commercial interests engaged in that great and growing trade. With here and
 there a lighthouse above Detroit, everything remains almost in the same state it
 was found by the commercial pioneers when they first broke their way through
 Lake Michigan." He continues: "Within ten years many thriving cities and towns,
 besides Chicago, have sprung into existence on Lake Michigan. Amongst the most
 prominent may be mentioned Navarino, Sheboygan, Milwaukee, Racine, Southport and
 Little Fort, containing an active and busy population from 1,000 to over 8,000
 each, and annually increasing. On the eastern side the St. Joseph's and Grand
 river towns, and others, are pushing forward with great zeal, and adding largely
 to their numbers yearly."
 The scantiness of appropriations for lake harbors from 1839 to 1847
 and the veto of the river and harbor bill by President Van Buren led to the
 great convention at Chicago, in 1847, which is made the subject of another
 chapter. Congressional appropriations for lake harbors up to that time were as
 follows: 1824, $20,000; 1825, $1,000; 1826, $49,620; 1827, $52,326; 1828,
 $83,982, 1829, $107,531; 1830, $80,130; 1831, $130,438; 1832, $121,300; 1833,
 $107,400; 1834, $221,978; 1836, $115,194; 1837, $300,415; 1838, $680,673; 1843,
 $80,000; 1844, $375,000; 1845, $15,000 -- Total, $2,861,964.
 Most of the lake towns are built upon rivers which empty into the
 lakes, and these rivers are usually obstructed at their mouths by bars of sand
 and clay. The formation of these bars is due largely to the fact that the
 currents of the rivers are constantly bringing down with them an amount of soil,
 which is deposited at the point where the current meets the still waters of the
 lake. Another cause, as we are told by Col. Graham, in his Report for 1855, is
 the following:
 "Although the great depth of Lake Michigan prevents the surface from
 freezing, yet the ice accumulates in large bodies in the shallow water near the
 shores, and is driven by the wind into the mouths of the rivers. A barrier being
 thus formed to the force of the lake waves, the sudden check of velocity causes
 them to deposit a portion of the silt they hold in suspension upon the upper
 surface of this stratum of ice. By repeated accumulations in this way, the
 weight becomes sufficient to sink the whole mass to the bottom. There it rests,
 together with other strata, which are sunk in the same way, until the channel is
 obstructed by the combined masses of ice and silt. In the spring when the ice
 melts the silt is dropped to the bottom, which, combined with that constantly
 deposited by the lake-shore currents, causes a greater accumulation in winter
 than at any other season." These bars at the natural river-mouths had frequently
 not more than two or three feet of water; and some of them have entirely closed
 up the entrance, although, at a short distance inside there might be a depth
 from twelve to fifteen feet, or even twenty feet of water.
 The channels of these rivers have also a tendency to be deflected from
 their courses, on entering the lake, by the shore-currents, which, driven before
 the prevailing winds, bend the channel off at right angles, and carrying it
 parallel with the lake-shore, form a long spit of sand between the river and the
 lake.
 Thus in constructing an artificial harbor at one of these
 river-mouths, the first object aimed at by the early engineers was to prevent
 the further formation of a bar; and the second, to deepen and improve the
 river-channel. The former is attained by running out piers into the lake from
 the mouth of the river; and the latter, by the use of the dredge-boat to cut
 through the obstructions.
 Harbors of this kind were constructed prior to 1856 at Chicago,
 Waukegan, Kenosha, Racine, Milwaukee, Sheboygan, Manitowoc, Michigan City and
 St. Joseph, on Lake Michigan; at Clinton River, on Lake St. Clair; at Monroe,
 Sandusky, Huron, Vermilion, Black River, Cleveland, Grand River, Ashtabula, Conneaut, Erie, Dunkirk and Buffalo, on Lake Erie; at Oak Orchard,
 Genesee River, Sodus Bay, Oswego and Ogdensburgh, on Lake Ontario.
 For Lakes Huron and Superior no appropriations had yet been made, the
 scanty population of their shores not seeming to demand it.
 Besides these river-harbors, Colonel Graham, in 1855, recommends to
 the government the construction, at certain points on the lakes, of sheltered
 roadsteads, or harbors of refuge, to which vessels might run for shelter in bad
 weather, when it might be difficult or dangerous to enter the river-mouths.
 These were proposed to be made by building breakwaters of crib-work, loaded with
 stone, and extending along the shore in a sufficient depth of water to admit
 vessels riding easily at anchor under the lee.
 Generous appropriations are now made by Congress for the maintenance
 and improvement of lake harbors and river. The total from 1824 to 1890 reached
 $37,247,993, and subsequent appropriations bring the aggregate to about
 $50,000,000. This national aid has been invaluable to the magnificent expansion
 of lake commerce in recent years, and in consequence the region of the Great
 Lakes has enjoyed a prosperity unequalled elsewhere
 in the United States. On the following pages are presented the harbor
 improvements that have been made at the various ports on the Great Lakes.
 
 LAKE ONTARIO HARBORS. CANADIAN SIDE.
 
 Kingston, a leading Canadian port on Lake Ontario, is
 also the oldest. It is situated at the foot of the lake. Here, in 1673, at the
 mouth of Cataraqui creek, was established a French fort in the territory of the
 fierce and unfriendly Iroquois. It was called Fort Frontenac, in honor of the
 Count de Frontenac, who was governor of New France from 1672 to 1682, and from
 1689 until his death in 1698. This post had varying fortunes at first, but was
 held to be of the first strategic importance. It was here, in 1678, that the
 first vessel on the
 Great Lakes was built, the little schooner Frontenac, of about ten
 tons, in which La Salle and Father Hennepin sailed up Lake Ontario a few months
 before the Griffin was built. One or two other small schooners were launched at
 Frontenac soon after, but their names have not been preserved. During the French
 and English war, from 1756 to 1762, or shortly before, a small fleet of war
 vessels was built at Frontenac. Seven vessels fell into the hands of the British
 when, during that war, Frontenac was taken by Colonel Bradstreet. Under English
 dominion the marine interests of Lake Ontario were developed, and quite a fleet
 appeared in the government service. Merchant vessels followed. In 1795 there was
 running between Kingston, Oswego and Niagara the schooner Sophia, described as a
 fast sailor. In May, 1795, she accomplished her journey from Kingston to Niagara
 in eighteen hours. The Simcoe Gazette, in 1799, thus describes Kingston harbor:
 "Kingston, at the mouth of the St. Lawrence, being the best harbor for the
 shipping at this end of the lake, and the place where the bateaux from Montreal
 resort, must be a town of some consequence, though it is incapable of defense.
 It cannot under present circumstances be of great importance. It has
 astonishingly increased since the establishment of the government." The first
 Canadian steamboat on the Great Lakes, the Frontenac, was built at Finkle's
 Point, Ernestown, now within the corporation of Bath, eighteen miles from
 Kingston. She was commenced in October, 1815, and launched September 7, 1816.
 Before the advent of the railways, and during the period of steam navigation,
 Kingston was a most important port of travel and trade, being the terminus of
 both lake and river navigation. It is now a flourishing city of about 20,000
 people.
 Kingston harbor is one of the best natural
 harbors on the lake; but the approach to it is dangerous. There are three
 channels by which it may be reached: 1. -- The Batteau channel, between Wolfe
 and Gage islands, which is generally used by vessels of small draft; 2. -- The
 South channel, between Gage island and Snake island; and 3. -- The
 North channel, between Snake island and the main land, which, in 1857, was by
 far the deepest, having from four to ten fathoms of water.
 This is a very important harbor. It is 172 miles west of Montreal.
 During the seasons of 1874-75-76 Carruthers shoal was being dredged so as to
 obtain a depth of 13 feet of water at low water. The total expenditure from July
 1, 1867, to June 30, 1882, was $14,814.
 In 1882 there was voted for the harbor here $12,500 for the removal of
 the top of Point Frederick shoal, so as to obtain a depth of 15 feet at low
 water in Lake Ontario. In 1883 $12, 500 more was voted by Parliament for
 continuing this work.
 At the session of 1884 $7,000 was voted to continue the work of
 removing the top of the above-mentioned shoal, so as to give 15 feet of water.
 The work was continued in following years.
 In March, 1889, a contract was entered into for the construction of a
 dry dock here, an admirable site being selected in the center of the harbor.
 This dry dock was to be entirely of stone, and of the following dimensions:
 Length of floor, 280 feet; width of floor, 40 feet; width at coping level, 70
 feet; depth from coping to floor, 26 feet; depth of water on sill, at low water
 in the lake, 15 ½ feet; width of entrance, 48 feet. The entrance was to
 be closed with an iron caisson, and centrifugal pumps were to be used in
 emptying the docks.
 On June 19, 1890, the corner stone of this dock was laid by Right Hon.
 Sir John A. McDonald, assisted by the Minister of Public Works.
 The lights in the vicinity of Kingston are the following: At
 Barriefield Common two lights, the front light 370 feet east from the end of
 bridge to Kingston, established in 1892, and a light 1,500 feet northeast from
 the front light, and established in 1892. These two lights are headlight
 lanterns, which show over a small arc on each side of alignment, which leads
 inside Carruthers and Point Frederick shoals.
 The Kingston light, on City Hall clock, is a fixed white light.
 Snake Island light, on pier, on bar north side of channel, 5 miles
 west of Kingston, established in 1858.
 Nine Mile, or Gage Point light, on the southwest point of Simcoe
 island, nine miles west of Kingston, established in 1833. There is here also a
 steam fog horn, blasts 8 seconds, silent intervals 22 seconds.
 Pigeon Island light, four miles from the head of Wolfe island, every
 70 seconds, established in 1871.
 Outer Drake, or False Ducks light, on the east point of Wolfe island,
 established in 1828.
 South Bay Point light, on Point Traverse, established in 1881.
 Prescott is an incorporated town on the St. Lawrence
 river, 13 miles east of Brockville. The cuts vary from 9 to 15 feet below low
 water.
 The lighthouse here is at Windmill Point, about one and one-half miles
 below Prescott. Cole Shoal lighthouse is situated on a pier five miles west of
 Brockville, three-fourths of a mile from north shore. It was established in
 1856. Grenadier Island lighthouse is on the southwest point of the island, on
 the north side of the channel, two miles below Rockport. It was established in
 1856. Lindow Island lighthouse is on the northwest point of the island, on the
 south side of the channel, five miles west of Rockport. It was established in
 1856.
 Gananoque harbor is in the county of Leeds, at the mouth
 of the. Gananoque river. It is eighteen miles northeast of Kingston. In 1881
 there was expended here $245 in dredging the Gananoque river, in order to permit
 the larger class of vessels to enter the harbor.
 The lighthouses in the vicinity of Gananoque harbor and above it on
 the St. Lawrence river are the following: Gananoque Narrows, on the northeast
 end of Little Stave island, on the south side of the channel, five miles below
 Gananoque. It was established in 1856. Jackstraw Shoal, on the north side of the
 channel in the river, two miles below Gananoque. It was established in 1856.
 Spectacle Shoal, on the north side of the channel in the river St. Lawrence,
 one-fourth of a mile west of Gananoque. It was established in 1856. 
 Red Horse Rock, at the head of Buck's island, on the southeast side of
 channel, and one mile above Spectacle Shoal. It was established in 1856. Burnt
 Island, on the southeast part of the island, north side of channel, one-half
 mile above Red Horse Rock light, was established in 1856. Wolfe Island
 lighthouse is on Quebec or East Point. It was established in 1861. Brown's or
 Knapp's Point lighthouse, was established in 1874.
 Portsmouth harbor is situated on Portsmouth bay, two
 miles from Kingston. Dredging in 1882-84 resulted in a depth of 13 feet of water
 at low water in Lake Ontario. The government has done little work here since the
 latter date.
 Napanee harbor is situated on the right bank of the
 Napanee river, about five miles above its discharge into the Bay of Quinte, Lake
 Ontario. In 1861 the government spent $1,078 in excavating a channel one-half a
 mile in length to a depth of nine feet through a shoal, over which there had
 been previously a depth of only six feet.
 At the Session of 1882 there was voted to continue the work here the
 sum of $5,000, and a dredge was engaged a portion of the year in opening a
 channel 15 feet deep through two shoals below the town of Napanee. Since 1884
 but little has been done here by the government.
 Picton harbor is on the south side of the Bay of Quinte,
 36 miles southwest of Kingston, and eight miles east of Belleville. Prior to
 Confederation the government expended $8,424 in dredging the channel to a width
 of 140 feet, and to a depth of nine feet from the wharves at the head of the bay
 to deep water outside. Later, in securing a depth of 10 feet of water, the sum
 of $5,684 was expended. The total expenditure of the government under
 Confederation up to June 30, 1882, was $13,488, since which time but little has
 been done.
 Consecon harbor is at the head of Weller's bay. During
 October and November, 1881, dredging was done on the shoals which obstructed the
 harbor, affording partial relief, and subsequently continued. From Confederation
 to this time there was spent here $8,178. But little has been done since that
 time.
 There are two range lights on Weller's bay; one of them at the
 southwest end of Quinte Carrying place, established in 1876, and one 508 feet
 northeast, from the front light, established in 1876.
 Shannonville harbor is situated on the Salmon river,
 about nine miles from Belleville, and about 40 miles west of Kingston. It is two
 miles from the mouth of the river, which has a deep channel leading to the
 wharf, but at the mouth of the river there was a bar composed of sand and
 sawdust. In 1874-82 there was dredged a channel through the bar of 1,700 feet in
 length, 40 feet wide and 8 feet deep. The total expenditure from the time of
 Confederation to June 30, 1882, was $4,906. Considerable work has since been
 done.
 Belleville harbor is situated at the mouth of the river
 Moira, which flows into the Bay of Quinte, 40 miles west of Kingston and 113
 miles east of Toronto. This harbor is naturally well sheltered, but was
 originally obstructed by several shoals partly formed by sawdust and mill refuse
 brought down by the river. The municipality first took up the work of dredging
 here, and in 1874 the department spent $10,000 in continuing the work thus
 commenced. From 1875 to 1882 there was spent in this work the further sum of
 $12,688, of which the municipality contributed $3,000. From the time of
 Confederation to June 30, 1882, there was spent $22,688, besides that spent by
 the municipality.
 In 1886, $10,000 was voted toward dredging the mouth of the Moira
 river, so as to afford an outlet for the waters during freshets. Progress was
 very slow because of the hardness of the material to be removed. The contract
 was completed in July, 1889.
 The work done here was of great value, preventing the recurrence of
 floods, which caused the river to overflow its banks. A number of cuts have been
 made up the river, varying in depth from 7 to 9 feet.
 The lighthouses in the vicinity of Belleville, the Bay of Quinte and
 the Murray canal, are as follows: One on the northern-most point
 of Centre Brother island, established in 1890. One on Point Pleasant, or Indian
 Point, at the entrance to the Bay of Quinte, established in 1866.
 One at Deseronto on the railway wharf, established in 1885. One on
 Telegraph island, in the Bay of Quinte, established in 1870. The Belleville
 lighthouse, on the southeast edge of the shoal at the entrance to the harbor,
 450 feet west from the end of the railway wharf, established in 1881. One at the
 Bay of Quinte bridge, immediately west of Belleville, established in 1891. One
 on Nigger Island shoal, in 11 feet of water on the north side of the steamboat
 channel, established in 1894. One on the north pier 30 feet from the outer end,
 east entrance to Murray canal, established in 1891. One above the center of the
 swing pier of the Carry Place Highway bridge, 4,725 feet from the preceding,
 established in 1891. One above the center of the swing pier of the Central
 Ontario railway bridge, 1,500 feet from the preceding, established in 1891. One
 above the center pier of the Smithfield bridge, 6,600 feet from the preceding,
 established in 1891. One above the center of the swing pier of Lovatt's bridge,
 7,700 feet west from the preceding, and 6,490 feet from the west entrance to the
 canal, established in 1891. One on the north pier 30 feet from the outer end,
 west entrance to Murray canal, established in 1891. Brighton range light, No. 3,
 on the north side of the channel on the prolongation of the axis of the Murray
 canal, 7,200 feet from the end of canal piers, and 3,920 feet from Brighton
 wharf, Presqu' Isle bay, established in 1891. Brighton range light, No. 2, 5,360
 feet from Brighton range light No. 3, and 1,440 feet from Brighton wharf,
 established in 1891. Brighton range light, No. 1, 1,420 feet S. E. by E. N. E.
 from Brighton range light, No. 2, and 1,000 feet from Brighton wharf,
 established in 1891. Salt Point, on extremity of sand spit, established in
 1851.
 Trenton harbor is at the head of the bay of Quinte, 60
 miles above Kingston, and 12 miles from Belleville. In 1878-79-80 dredging
 operations were carried on to obtain a channel 150 feet wide and 10 feet deep,
 at low water. Up to June 30, 1882, there had been spent here the sum of
 $6,418.
 Various cuts have been dredged to a depth of 10 feet below low water
 mark and to a width of 25 feet.
 Presqu' Isle Harbor. -- Twenty-four miles east of
 Cobourg, is the west point of Presqu' Isle, which has 90 feet of water within a
 short distance of the shore. A lighthouse was erected here in 1856, five miles
 northeast by east of the point, and 67 feet high. It was lighted for the first
 time in September, 1856, and had a fixed bright light visible from 12 to 15
 miles. There had then also just been completed a lighthouse on Egg island, or
 the Scotch Bonnet, which was one mile south-southwest of Nicholas island, the
 light from which was visible 13 miles. This harbor of refuge, when once entered,
 was perfectly secure, as it had plenty of water with good holding ground.
 Prior to the Confederation the government had placed buoys to mark the
 harbor. A channel varying from 220 feet to 160 feet, and having a depth of 12
 feet of water, has been dredged through the shoal, known as the "Middle Ground,"
 and up to June 30, 1882, the government had expended here the sum of
 $26,981.
 Presqu' Isle lighthouse is on the east point of the peninsula. It was
 erected in 1840. Point Peter lighthouse is on the point established in 1833.
 Salmon or Wicked Point lighthouse is on the extremity of the point, established
 in 1891. Scotch Bonnet, or Egg island, lighthouse, is on a small island one mile
 southwest of Nicholson's island, established in 1856.
 Colborne harbor is about eight and one half miles east of
 Grafton, and had a wharf for the accommodation of vessels in the early days. The
 vessels in this part of the lake were exposed because there was no shelter for
 them to occupy, particularly when the wind was off shore. The harbor here is
 entered only by small schooners, carrying wood or produce of different kinds in
 the fall of the year.
 Grafton harbor is situated about eight miles east of
 Cobourg, and in 1857 had a wharf which extended into the lake to
 the 10-foot contour.
 Cobourg harbor is seven miles east of Port Hope, 96 miles
 west of Kingston, and 72 miles east of Toronto. The work of forming a harbor
 here was commenced in 1829, by a company organized under an Act of Parliament
 passed that year. The works were assumed by the government in 1842, and held
 until May 27, 1850, when they were sold to the town company or council of
 Cobourg for $16,000. Prior to the union of the provinces in 1841, the government
 had spent on this harbor $20,010; after the union the sum of $41,999.98 was
 advanced as a perpetual loan at six per cent. interest.
 At the time of Confederation, July 1, 1867, the works consisted of two
 piers, the united length of which was 2,047 feet, and they were 190 feet apart
 at the entrance of the harbor, and inclosed an area of about I2 ½
 acres, the depth of water within this area being at the outer end of the east
 pier, 14 feet, and decreasing to about 8 feet in the center of the basin. In
 1873 a survey of the harbor was made and an agreement entered into with the
 harbor commissioners for the improvement of the harbor, the commissioners to pay
 one-third of the cost and the government two-thirds. Under this agreement a
 contract was entered into in September of that year for the construction of a
 pier 1,500 feet long and 30 feet wide from the foot of Hibernia street. In
 1881-82 an arm was placed under contract extending 150 feet in a southeasterly
 direction, but at the close of the fiscal year ending June 30, 1892, it was not
 completed. Up to that time the entire amount expended by the government on the
 improvements here was $92,161.
 In 1882, $12,000 was appropriated toward extending the piers. In 1883
 Parliament appropriated $20,000 more, for the extension of the eastern pier. The
 expenditures from Confederation to 1884 were, $116,861. The basin has since been
 deepened inside to 16 feet along the wharf, and along the breakwater to 17 feet,
 and a channel through the center of the basin was dredged to 16 feet. In 1888
 the harbor
 was deepened to 13 feet, and in 1889, 150 feet of superstructure was
 built to the western pier by Mr. Dinwoodie.
 The lighthouses in the vicinity of Cobourg are the following: One on
 the east pier, established in 1844, and maintained by the municipal corporation.
 One on the east pierhead, 409 feet south by west one-half west, outside of the
 corporation light, established in 1886. One on the west pier at the elbow, 190
 feet from the extremity, established in 1883, and moved to its present location
 in 1887. It is visible from all points seaward.
 One on Peter Rock, or Gull Island, four miles west by south from
 Cobourg, a fixed white light, supported by an octagonal stone structure,
 established in 1844.
 Port Hope harbor is seven miles above Cobourg and
 twenty-three miles east one-half north of Darlington. The Port Hope Harbor
 & amp; Wharf Co. was incorporated in 1829, and in 1832 obtained a loan
 from the government of $8,000. In 1852 this company sold the harbor to the town
 commissioners of Port Hope for $46,000. In 1864 authority was given to the Port
 Hope, Lindsay & amp; Beaverton Railroad Co. to acquire and hold the
 harbor.
 In 1857 two rows of piers were extended into the lake to the 13-foot
 contour, and a basin was thus formed at their inner or northern extremity. The
 harbor was perfectly safe for vessels from any wind northeast or west, but not
 from wind from any other direction, because of the swell that then entered the
 basin. A lighthouse was erected on the east pier.
 Prior to Confederation the amount expended on this harbor by the
 government was $58,680, the works consisted of two piers, the eastern one
 extending 600 feet into the lake, and the western one 480 feet. The width of the
 entrance was 104 feet, the piers reaching to the 13-foot contour, at low water.
 There was a depth of 9 feet at the entrance to the harbor, which had an area of
 about three acres. In 1875 -- 76 the western pier extended 150 feet, and the
 eastern pier 120 feet, and the entrance was dredged to a depth of 13 feet.
 During the summer of 1882 the work of extending the eastern pier
 100 feet more was commenced, and considerable dredging also done. Up to June 30,
 1882, the government had expended here $30,401.
 In 1882 the east pier was completed, and a contract was entered into
 for the construction of a breakwater from the west pier for $11,261. The west
 pier was completed by September, 1883.
 The light here is called the Port Hope light, and is about 110 feet
 from the extremity of the east breakwater, established in 1868.
 Port Britain is situated in the center of the township of
 Hope in the county of Durham, about 60 miles to the eastward of Toronto, four
 miles west of Port Hope, and nearly opposite Rochester, N. Y. The harbor here
 was constructed in 1857 by the Port Britain Harbor Company, of which J. Morrell
 was the president. It was constructed as a harbor of refuge, and its great
 advantages were derived from the fact of the splendid anchorage afforded by a
 blue clay bottom entirely free from boulders. It is protected to the east and
 west by bluffs, which form an excellent shelter. The inner harbor is formed by
 the natural basin, having an area of about fifteen acres, with 12 feet of water;
 and the outer harbor is formed by piers extending about 700 feet into the lake
 300 feet apart at the entrance, with 14 feet of water and an area of 6 acres.
 Lights were placed on both piers. This harbor was ready for vessels in June,
 1857, the inner harbor being ready by the fall of the same year.
 New Castle harbor is 47 miles east of Toronto, and four
 and one-half miles east of Darlington. In 1857 the harbor consisted of a wharf
 running out into the lake to the one-foot contour. But it was then little used,
 as it could not be approached except in fine weather. Four miles east of this
 port there is a large boulder some distance out in the lake, called the "Peach
 Stone," and four miles east of the Peach Stone there was a reef of boulders
 about 300 yards out in the lake in a southerly direction.
 In 1878 the government granted $5,000 to obtain a depth of water in
 the harbor of 10 feet.
 The lighthouse, on the outer end of the east breakwater pier, was
 established in 1847, rebuilt in 1890, and is maintained by the Newcastle Harbor
 Company.
 Port Darlington is forty miles east of Toronto, the
 harbor consisting of two piers, one of which is 1,180 feet long, and the other
 1,620 feet long. They were built by the municipality. In 1875-76 the government
 dredged the harbor to a depth of 10 feet.
 The harbor company in 1857 had much improved this little port by
 extending the piers into 12 feet of water, and dredging the basin within. Raby
 Head is one and one-half miles west of Darlington, and is a high, perpendicular,
 clay bluff. Darlington is the port of Bowmanville, two miles distant. A
 lighthouse was early erected here. Up to June 30, 1882, the government had
 expended in the improvement of this harbor but $5,000. The Darlington lighthouse
 is located on the pierhead.
 Oshawa harbor is six miles east of Whitby, in the bend of
 a small bay, and consisted in 1857 of a well-constructed wharf running out from
 the mainland, into the lake, to a depth of ten feet of water. At the south end
 of the wharf there was then a small store house painted red, and under the angle
 formed by the roof there was a large lamp, intended to benefit sailors when in
 the vicinity. The town of Oshawa is on Warren's creek, in Ontario county. The
 harbor is about a mile and a half from the Grand Trunk station, and in 1875 the
 government granted $5,000 toward enlarging the pier mentioned above, and
 dredging the harbor; the harbor trust at the same time expending $9,968. This is
 all that was spent on the improvement of this harbor, except that spent in
 earlier days by the municipality. The Oshawa lighthouse, located on the
 pierhead, was established in 1863.
 Whitby harbor, formerly Windsor harbor, is about thirty
 miles east of Toronto. It is one of the best on the north side of the lake,
 standing near the center of a deep bay, between Raby Head on the east and
 Scarborough Heights on the west. The harbor is formed of a string
 breakwater of riprap work stretching across the head of the bay, by which it is
 separated from the lake and includes a spacious basin, the entrance to which is
 at the eastern extremity between piers running south a considerable distance
 into the lake, 250 feet apart, and with a depth of about 14 feet of water in the
 channel. A strong current sets in and out of this harbor, and in 1857 there was
 a lighthouse built on the end of the pier to the west.
 The breakwater mentioned was built in 1843-46, and the harbor was
 dredged in 1847-50, the total expenditure up to October, of the latter year,
 being $178,703. By an Order in Council, dated August 13, 1850, this harbor and
 the road leading from it to Lake Scugog was sold for $80,400, to the Port Whitby
 & amp; Lake Scugog, Simcoe & Huron Road Company, which company
 defaulting in its payments, the government resumed possession in 1863. On March
 21, 1864, the harbor was sold to the Port Whitby Harbor Company for $35,150, and
 the road to another company for $10,000.
 During the latter part of the year 1890, dredging was carried on to
 the extent of removing 9,930 cubic yards of material. The dredge Nipissing was
 engaged here from September 16 to October 1, 1894, removing a shoal. In 1894 the
 government made two cuts of 578 feet long, 44 feet wide on the shoal, extending
 beyond the piers, and one cut in the harbor alongside the east pier 116 feet
 long, 22 feet wide, all to a depth of 12 feet, removing 3,780 cubic yards of
 material. The lighthouse at Whitby is on the west pier, and was established in
 1844. It is not under the Marine Department.
 The Port of Liverpool, or Pickering, is
 situated 26 miles east of Toronto. It is formed by a deep bay, formerly known as
 Frenchman's bay, running into the land, and it is separated from the lake by a
 gravelly beach, through which the harbor company previous to 1857 cut a channel
 100 feet wide. The average depth of water inside the bay was then 9 feet, at the
 outer mouth between the piers 11 feet and at the inner mouth 7 feet. Through
 this channel a current runs in and out of the bay with great regularity once in
 about four minutes. The harbor is completely land locked, and is therefore well
 sheltered. In 1857 there was a lighthouse on the east pier, but the light could
 scarcely be seen five miles into the lake. Two piers were built here by the
 local authorities in 1878 and 1879, and the government extended the western pier
 60 feet, and dredged between the piers so as to give a depth of 11 feet of
 water.
 In 1894 two cuts were made between the piers, 708 feet in length, and
 45 feet wide, by 11 feet deep. In 1895 one cut 800 feet long was made, 25 feet
 wide and 10 feet deep.
 The lighthouse here is known as Frenchman's Bay or Pickering, and is
 situated on the east pierhead. It was established in 1863, and rebuilt in
 1880.
 Toronto has the best natural harbor on Lake Ontario. It
 is bounded on the north by the mainland, and by a long, low, narrow strip of
 land on the east, south and southwest, formerly a peninsula, but now an island.
 This peninsula or island extends in a southwest direction from the highlands in
 the township of Scarboro, and terminates in a point which suddenly turns to the
 north opposite the old garrison. Upon this island there have been trees growing
 ever since it was first mentioned in history, and it has been said that from the
 mainland these trees appeared to be standing on the water, the Indian name for
 which appearance is "To-ran-to."
 On Gibraltar Point, the southwest extremity of this island, stands the
 lighthouse, 66 feet high. The lighthouse was built in 1800.
 Toronto harbor is 333 miles southwest of Montreal, 169 miles from
 Kingston, and 39 miles northeast from Hamilton. At the northeast corner it
 receives the river Don, and the eastern side is bounded by marshy land many
 acres in extent, which separates it from Ashbridge's bay. The island was
 separated from the mainland in 1858, when a small breach was opened by the water
 through the beach, the opening continually increasing in size until now it is
 about 2,000 feet wide, when the lake is at its lowest level. The
 island has been constantly changing its shape, becoming narrower at its eastern end and wider at the western end, so much so
 that for some years previous to 1882 dredging had to be extensively carried on
 in order to maintain a width of 300 feet in the channel entrance to the harbor,
 and to a depth of 14 feet. It was found necessary, from 1874 to 1880, to blast
 into the solid rock in order to obtain a depth of 16 feet.
 Prior to Confederation the sum of $22,965 had been expended in
 connection with this harbor, and from 1867 to 1882 the additional sum of $70,589
 was expended.
 The first official mention of this harbor in history was made in 1788
 by J. Collins, deputy surveyor-general, in a report presented to Lord
 Dorchester, Governor General, on the military posts and harbors on Lake Ontario,
 Lake Erie and Lake Huron. Mr. Collins said that the harbor was "near two miles
 in length from the entrance on the west to the isthmus between it and a large
 morass on the eastward. The breadth of the entrance is about half a mile, but
 the navigable channel for vessels is only about 500 yards, having from three to
 three and one half fathoms of water. The north or main shore, the whole length
 of the harbor, is a clay bank from twelve to twenty feet high, and gradually
 rising behind. Apparently the land is fit for settlement. The water is rather
 shoal near the shore, having but one fathom depth at one hundred yards, and when
 I sounded here the waters of the lake were very high."
 The first actual survey of the harbor was made by Bouchette in 1793,
 in which year the site upon which Toronto now stands presented but one solitary
 Indian wigwam; but notwithstanding this limited population it was, in the spring
 of 1794, selected by Lieutenant-Governor Simcoe as the seat of government for
 Upper Canada.
 Mr. Bouchette in his work on the "British Dominions in North America,"
 published in 1832, describes the harbor of Toronto (York) as follows: "The
 harbor of York is nearly circular, and formed by a very narrow peninsula,
 stretching from the western extremity of the township of Scarborough in an
 oblique direction for about six miles, and terminating in a curved point nearly
 opposite the garrison, thus including a beautiful basin about a mile and a half
 in diameter, capable of containing a great number of vessels, and at the
 entrance of which ships may remain with safety during the winter. The formation
 of the peninsula itself is extraordinary. Upon a narrow slip of land in several
 places not more than sixty yards in breadth, but widening toward its extremity
 to nearly a mile, it is principally a bank of sand, lightly overgrown with
 grass. It is in its widest part very curiously intercepted by many large ponds
 that are the natural resort of large numbers of wild fowl; a few trees scattered
 upon it greatly increase the singularity of its appearance; it lies so low that
 the wide expanse of Lake Ontario is seen over it; the termination of the
 peninsula is called Gibraltar Point, where a block house has been erected. A
 lighthouse at the western extremity of the point has rendered the access to the
 harbor safely practicable by night. The eastern part of the harbor is bounded by
 an extensive marsh through which the river Don runs before it discharges itself
 into the basin."
 With the growth of population, and the resulting clearing and
 cultivation of the surrounding lands, and the disappearance of Scarboro Heights
 to the eastward, whence was derived the material forming the peninsula, changes
 soon became apparent in the state of the harbor; and the necessity of its
 preservation early attracted attention. The changes which had taken place in the
 dimensions of the peninsula and the encroachment of the shoal from Gibraltar
 Point northward, to the great detriment of the entrance, made it necessary that
 steps be taken to check these tendencies, if the harbor were to be preserved and
 to remain of value to commerce.
 In 1850 the harbor was placed in commission. Numerous reports and
 recommendations were made by different persons, but little work was done for
 many years. The western entrance, however, appears to have been maintained at
 the width of about 400 feet, and to the depth of 13 feet. Kivas Tully, engineer
 to the harbor board, reported that during 1866 an additional arm
 had formed which tended in a northerly direction about 300 yards west of the
 island, making another bay. This arm, now known as Hanlan's Point, kept
 increasing up to 1880, and extended north beyond Gibraltar Point, until it
 narrowed the western entrance down to 230 feet.
 In 1882 $100,000 was voted for the construction of extensive works for
 the protection of the eastern portion of this harbor, and a contract was entered
 into for the construction of 13,130 feet of protection works on the eastern side
 of the island and the eastern side of the harbor, the aggregate of the two
 contracts amounting to $203,385. In 1885 only the eastern portion of the work
 had been undertaken, a total length of 6,550 feet. From the Confederation to
 1884 there had been spent the sum of $376,894.
 At the close of the year 1884 the work at Toronto island was virtually
 completed, and the channel at the western entrance materially improved. In 1885
 and subsequent years the work on the breakwater was carried on, and the work
 done consisted in placing large stones on the exposed portions of the outer
 breakwater. In 1888 more large stones were placed on the eastward side of the
 protection works to the island. In 1889 a contract was made for dredging the
 channel to a width of 300 feet at the eastern entrance to the bay, to a depth of
 12 feet, and the work of making good the stone slope in front of the island
 works continued. During the year a channel 250 feet wide and 12 feet deep was
 dredged through the gap, and a large quantity of heavy stones was placed in the
 talus in front of the breakwater at the island, a total length of 3,700 feet
 being thus protected. In 1891 additional talus was constructed, enough to bring
 the total length up to 4,900 feet. During the year 1892 two rows of crib work
 were put in, one row on either side of the channel.
 During the fiscal year ending June 30, 1894, eight cribs were sunk on
 the west side of the channel, making 54 cribs in all in position, 1,105 feet of
 superstructure was constructed, making a total of 3,760 feet completed.
 During the fiscal year ending June 30, 1896, two cribs were sunk on
 the west side of the channel completing the west pier. During the year 1897 the
 dredge was kept at work on the eastern channel, in maintaining its depth and
 width, as that channel is now used more than the western one.
 At Toronto there are two range lights, the front one being 37 feet
 from west end of the Queen's wharf, established in 1856,
 and a back range light on extension of wharf shoreward established in 1838.
 The main light is on Gibraltar Point, one and three-quarter miles
 south of Toronto, established in 1820.
 During 1897, 2,988 vessels arrived at Toronto, as against 2,820 in
 1896, with a tonnage of 954,597 as against 909,146 in 1896. Receipts of coal by
 water totaled 128,217 tons against 153,146 tons in 1896.
 Port Credit resembles Oakville, the piers running out to
 deep water, and the basin within being large and capable of accommodating a
 large number of vessels. It is twelve miles southwest by west of Toronto. The
 lighthouse is on the east pier. Two small ports are situated between Oakville
 and the Burlington canal, their wharves running out into the lake to the 10-foot
 contour; but because of their exposed situation they are seldom visited, except
 by the smallest class of vessels, and by them only in fine weather.
 The lighthouse at Port Credit is at the outer end of the north
 breakwater pier, established in 1863 and rebuilt in 1882. It is visible from all
 points of approach.
 Oakville harbor is situated 22 miles west by south of
 Toronto, and 14 miles northeast by north of Burlington canal. The piers here run
 nearly north and south into the lake to the 12-foot contour, and are 100 feet
 apart. Within them is a basin capable, when properly dredged, of accommodating a
 large number of vessels. The lighthouse is on the east pier, and carries a light
 visible about seven miles into the lake.
 Hamilton harbor is at the extreme west end of Lake
 Ontario. It is separated from the lake by a long, low beach of sand and gravel.
 This beach stretches across from the northern to the southern shore in a south-southeast direction, converting that portion which lies to
 the west into a large bay, named Burlington bay, the entrance to which is by a
 canal about one-half a mile long and 200 feet wide. During the year 1856 several
 changes were made in this canal, additional crib work was added to the eastern
 or lower end of the south pier 300 feet in length, and considerably higher than
 the old work. The old lighthouse, which stood near the center of the canal on
 the isthmus, was destroyed by fire, and a new one erected on the east end of the
 south pier. Burlington bay is upward of five miles in length, and about three
 miles wide, with from 20 to 40 feet of water, and there is good holding ground
 immediately inside of the canal.
 During 1895-96 Burlington channel was dredged to a depth of 14 feet at
 low-water level.
 There are two lighthouses in the vicinity of Burlington bay, the main
 light being on the middle of the south pier at the entrance, 1,570 feet from the
 front light; it was established in 1838. The front lighthouse is near the outer
 end of the south pier. It was established in 1845.
 Port Dalhousie is at the outlet of the Welland canal, and
 the harbor was originally capable of being made safe in any weather or in any
 wind. The piers run north and south to the bend, and then to the lock northeast
 and southwest. They are about 3,000 feet long and 200 feet apart.
 There are two lighthouses near Port Dalhousie. The main lighthouse is
 on the east pier 324 feet from the outer end. It was established in 1852. The
 other light is near the outer end of the east pier, 298 feet from the main
 light. It was established in 1879. There is also the Niagara Bell Buoy, in 20
 feet of water off the west side of the Niagara river.
 
 UNITED STATES.
 
 Ogdensburg. -- Near where the Oswegatchie river mingles
 its waters with those of the St. Lawrence, at the site of Ogdensburg, Francis
 Picquet, a Sulpitian, in 1749 erected a stone habitation and a small fort,
 called Le Presentation. The French at that time were seeking to convert the
 Iroquois, and the fort was added as a protection against English encroachments.
 It was a few years later dismantled, and the English occupied the site in 1760.
 They are believed to have maintained the fort as a protection to their fur
 trade. Permanent settlement was made here under Samuel Ogden, the proprietor, by
 Nathan Ford, his agent, in 1796. Settlement would have begun several years
 earlier, but the British retained possession. A gristmill was built in 1798 and
 another in 1799, and lumber interests were quickly developed. Ogdensburg was
 named from Samuel Ogden. During the Revolutionary war all his brothers except
 Abram, also his father David Ogden, adhered to the Royal cause. Samuel married a
 sister of Gouverneur Morris, and was the father of David B. Ogden. In 1804 only
 four families lived at Ogdensburg. The schooners Experiment and Collector were
 launched here in 1809. In 1810 the third schooner, the Genesee Packet, was
 launched and rigged. One of her owners, Mr. Rosseel, wrote in 1810, "We have
 renounced the project of building boats, since with them we could not enter into
 competition with the Kingstonians, in the line of transporting produce down the
 St. Lawrence, a rival ship which we are solicitous to maintain, though we work
 for glory; we have therefore resolved to combine building arks." At the breaking
 out of the war of 1812 the vessels belonging to the port of Ogdensburg had
 become the principal carriers on the lake, and the commerce was growing more
 rapidly than that of any port on the lake. The approach of the war checked the
 growth of the village, and the embargo stopped commerce. Ogdensburg was taken by
 the British in February, 1813, and partially destroyed. The construction of Fort
 Oswegatchie had been commenced here, but was not completed. The village of
 Ogdensburg was incorporated in 1817. The completion of the Oswego canal
 conferred a benefit upon Ogdensburg, and the construction of the Northern
 railroad, in 1850, gave it an impulse toward prosperity; but the advantage of
 the port as the natural limit of lake navigation by sail vessels
 has contributed perhaps more than any other factor to the commercial importance
 of the city.
 Ogdensburg harbor is at the mouth of Oswegatchie river, which here
 flows into the St. Lawrence river. The object of the improvement here has been
 the formation of a channel of adequate width and depth along the wharf frontage
 of the port of Ogdensburg and up the Oswegatchie river to the bridge, with
 entrances connecting this channel with deep water in the St. Lawrence river, and
 as the wharf line is very crooked a variable width is required with a minimum
 width of 150 feet.
 The first appropriation for this improvement was made August 30, 1852,
 and the last on June 3, 1896, the entire amount appropriated being $282,356.
 There was expended to July 1, 1898, the sum of $282,206. The various
 appropriations have been as follows: 1852, $3,000; 1867, $40,000; 1870, $15,000;
 1871, 25,000; 1872, $10,000; 1873, $6,000; 1874, $6,000; 1875, $5,000; 1879,
 $300; 1880, $50; 1882, $10,000; 1884, $15,000; 1886, $10,000; 1888, $15,000;
 1890, $42,000; 1892, $40,000; 1894, $20,000; 1896, $20,000.
 During the year 1896 the foreign receipts by river at Ogdensburg
 amounted to 97,952 net tons, of which 81,606 tons were lumber. Foreign shipments
 were 209,875 tons, included in which were coal, 115,286 tons, and cereals,
 69,880 tons. Of coastwise trade 516,102 tons were received, including grain,
 217,181; coal, 181,156; lumber, 46,478 tons, bran and feed, 35,079 tons.
 Coastwise trade shipped aggregated 62, 509 tons. Total freight tonnage for
 1896.
 In 1897 the total freight received and shipped was 866,035 tons,
 including 412,883 tons of grain, 162,929 tons of coal, and 162,218 tons of
 lumber. There were 1,938 arrivals and 1,929 clearances; registered tonnage, 1,173,021.
 Shoals Between Ogdensburg and the Foot of Lake Ontario.
 -- In its original condition the channel of the St. Lawrence, for 11 miles,
 extending from Sister islands light down to the head of Brockville narrows, 15
 miles above Ogdensburg, was obstructed by 12 shoals (ledges) in the track of
 vessels, on which the depth was 9 ½ to 16 feet at low water. The
 original project, Act of September 19, 1890, was to remove to 18 feet below the
 zero of the Ogdensburg gauge, Blind bay, Dark island and Haskell ledges, between
 Sister islands and Crossover light, at an estimated cost of $43,305- In 1893 the
 project was amended to include the removal of outlaying spurs of Haskell shoal,
 increasing the cost of the project to $54,772.
 The Acts of August 18, 1894, and June 3, 1896, authorized expenditure
 for improving shoals in the St. Lawrence between Ogdensburg and the foot of Lake
 Ontario, and on October 25, 1894, the project was extended to include the
 removal of certain smaller shoals. The removal of Dark island shoal and Blind
 bay shoal to the depth of 18 feet below the zero of the Oswego gauge was
 included in the improvements April 13, 1897. To June 30, 1898, $47,763 had been
 expended, and appropriations amounting to $48,000 had been made.
 Alexandria Bay was selected by Cadwallader Child in 1804
 while surveying a road to the St. Lawrence, as an eligible site for a fort, and
 a village site one mile square was reserved by Mr. Le Ray, the land owner. The
 village was surveyed in 1818. For many years a thriving lumber trade was carried
 on, continuing as long as the timber supply lasted. The lower wharf was built in
 1823 by Fuller & Walton, and the upper wharf in 1840 by Walton &
 Hamblin. In early years the port was an important wooding station for
 steamboats, about 12,000 cords having been sold annually about 1852. A custom
 house was established in 1828. The population in 1850 was 164, in 1890, 1,123.
 The name Alexandria was derived from Alexander, a son of J. D. Le Ray.
 Alexandria bay lies opposite the Thousand Islands, and presents the most
 delightful scenery. As early as 1844 it began to attract the attention of
 fishing parties and tourists. For romantic scenery it has scarcely a
 parallel.
 Clayton. -- Near this pleasantly situated port of about
 2,000 inhabitants commences the head of the Thousand Islands, and
 directly opposite is Grindstone island, one of the largest of the group. Clayton
 was named in honor of Hon. John M. Clayton, United States Senator from Delaware.
 An ancient Indian fort had been located here, but in 1799 there was a solitary
 log cabin, which had probably been occupied by timber thieves. A sawmill was
 built here in 1803. Lumbering was very active in and about French Creek bay in
 subsequent years. Clayton was surveyed in 1824, but in 1830 contained only about
 30 people. In 1835 there were 426; in 1854 about 1,000; in 1890, 1,748. Ship
 building was commenced at Clayton in 1832 by Smith & Merrick, the
 schooners Jesse Smith and Horatio Gates coming out that year. During the next
 twenty years the following schooners were built at Clayton: Franklin, Jefferson,
 Willet, Monroe, Madison, Cleopatra, Morgiana, D. Webster, Robert Wood, E. G.
 Merrick, Oneida, Western, St. Lawrence, John Oades, D. N. Barney, Niagara,
 Superior, Invincible, New York, Quebec, Manchester, Utica, Reindeer, Oneida,
 Chief, America, Flying Cloud, Sovereign of the Lakes, Northern Light, White
 Cloud, White Squall, and Thousand Islands. There were also built the steamers
 Niagara, 473 tons; Cataract, 577 tons; Ontario, 832 tons; Bay State, 900 tons;
 and New York, 994 tons. The principal builder in 1850 was John Oades, who also
 owned a shipyard at the foot of Wolf or Grand island, five miles distant, and on
 Canadian soil. There were built the steamers British Queen, 279 tons; British
 Empire, 330 tons; the brigs Quebec and Manchester and other craft. Lumbering
 interests were large from about 1825 to 1850.
 Cape Vincent. -- This village is delightfully located on
 a plain that rises by a gentle slope near the head of the St. Lawrence. Cape
 Vincent was named from Vincent Le Ray, son of the landholder, who owned, at an
 early day, the town and many others in Jefferson county, N. Y. Carlton island
 had been occupied by a British fort for a long period before the adjacent land
 had been purchased and colonized. In 1801 Abijah Putnam, from Rome, N. Y.,
 located two miles below Cape Vincent at a place early known as Port Putnam,
 where he established the first ferry to Wolf island. In the summer of 1809 Eber
 Kelsey, with a force of 20 men, cleared for LeRay at Cape Vincent a tract of 50
 acres, erected a wharf and a number of buildings. A village was platted two
 years later. The lumbering business was established here in 1809, the timber
 being exported as staves and square timber. In 1810 about 200,000 staves were
 imported in vessels from the Genesee and Niagara countries. The business of
 building arks for the Montreal trade was developed to some extent; but the war
 of 1812 stopped it. There were then only about a half dozen families permanently
 located at Cape Vincent, but the transient population had been much larger.
 During the war the place was much exposed; and several minor but thrilling
 episodes occurred in that vicinity. After the war lumbering was resumed. The
 Cape Vincent custom house district was organized in 1818, including, beside Cape
 Vincent, the ports of Alexandria Bay, Clayton, Millen's Bay, Grenadier Island,
 Three Mile Bay, Chaumont Bay and Point Peninsula. Ship building began about 1819
 The following vessels were built at Cape Vincent from 1819 to 1853: Schooners
 Henry, V. Le Ray, Lafayette, Ainsworth, Hannah, O. P. Starkey, L. Goler, Victor,
 Free Trader, Chief Justice Marshall, Henry Crevolin, John E. Hunt, Napoleon,
 Merchant, Amelia Roscoe, Potomac, Montezuma, Troy, Allenwick, Globe, Charles
 Smith, Algoma, Silas Wright and Port Henry; brigs Merchant, Iowa and Patrick
 Henry; sloop Elizabeth Goler; and propeller St. Nicholas.
 The village was incorporated in 1853, at which time its population was
 1,218. In that year it possessed a railroad, a wharf about 3,000 feet long, a
 grain elevator and a line of steamers, consisting of the Champion, Mayflower and
 Highlander, running daily, in connection with trains, to all Canadian ports from
 Kingston to Hamilton. The population in 1890 was 1,324. In Lake Ontario,
 opposite Cape Vincent, is Grenadier island.
 The harbor of Cape Vincent has as yet been but little
 improved. But in compliance with the River-and-Harbor Act of 1888, a preliminary
 examination was made for the purpose of establishing a breakwater. The local
 engineer reported the harbor worthy of improvement; but the chief engineer in
 his annual report for 1889 stated that "Having carefully considered the report
 made by the local engineer, in my opinion this locality is not at present worthy
 of improvement, and no instructions were therefore given for the survey
 proposed."
 At this point the seas produced by northerly winds, having a sweep of
 five miles up a reach of the St. Lawrence river, surge directly against the
 wharf front of this harbor, and seas brought in by southwesterly winds from Lake
 Ontario surge along the harbor directly into the anchorage.
 It was finally determined to improve the harbor here, the first
 appropriation made therefor being $25,000 in the Act of 1896, to build a
 breakwater, 1,600 feet long, parallel to and 600 feet from the railroad dock, at
 an estimated cost of $320,000. During the two years ending June 30, 1898, only
 $247 was expended, leaving a balance of $24,754 of the first appropriation.
 Commercial statistics show a lake traffic of 9,933 net tons in 1896,
 including grain, 3,515 tons; coal, 1,552 tons; hay, 1,443 tons; lumber, 1,926
 tons, etc. Passengers carried were 21,374.
 During the year 1896 there were 836 arrivals with a registered tonnage
 of 128,760, and of these 84 vessels sought the harbor for refuge; 409 vessels
 were American owned and 427 Canadian owned. Departures were 828, registered
 tonnage 124,801. Greatest draft of vessel was 15 ½ feet; greatest
 registered tonnage of vessel 2,127; greatest load of vessel 933 net tons.
 During 1897 there were 680 arrivals, 679 departures, registered
 tonnage 151,431. The freight received and shipped in 1897 amounted to 5,885
 tons, of which, grain composed 693 tons; coal, 240 tons; hay, 510 tons; lumber
 and posts, 2,060 tons; general merchandise, 1,052 tons.
 Three Mile Bay, situated in Jefferson county, N. Y., was
 in early years a shipbuilding station of some importance. From the yard of Asa
 Wilcox were launched the following: In 1835, schooners Florida and Eton Bronson;
 1836, schooners Pennsylvania and Kentucky; 1837, schooner Missouri; 1838,
 schooner Patriot; 1841, schooners Asa Wilcox and Havana; 1842, schooners D. D.
 Calvin and Rocky Mountains; 1843, schooners Cambridge and Neptune, and brig
 Empire; 1844, schooners Cuba and Oregon, and brig Ontario; 1845, schooner Milan
 and brig Hampton; 1846, propeller Clifton, brig Iroquois and schooners Champion
 and Rio Grande; 1847, schooners Palmetto, Seminole, Portland and Acadia, and
 brig H. R. Seymour; 1848, brigs Saxton and Ocean; 1848, schooner D. J. Schuyler;
 1852, schooner Melrose; 1853, three-master Hungarian.
 Brownville is a village of about 700 people; situated in
 Jefferson county, N. Y., on the right bank of the Black river, three miles from
 its mouth and at the head of navigation. The river has a fall of 24 feet, and
 manufacturing has been active for many years.
 Sacket's Harbor is situated on the southwest side of a
 deep inlet, known as Black river bay, at about eight miles distance from the
 lake. The harbor was early regarded as by far the best on Lake Ontario for ship
 building, and as a naval and commercial depot. Its early commerce suffered when
 rival ports received railroad and canal facilities of trade. Settlement was
 commenced here in 1802 by Judge Augustus Sackett, who migrated from New York,
 and was agent for the owners of the land.
 The first mercantile operations at Sacket's Harbor, on a large scale,
 were commenced in 1808 by Samuel F. Hooker. A trade in potash had sprung up with
 Canada, but the embargo of 1808 prohibited this commerce. The embargo was evaded
 at Sacket's Harbor and various Lake Ontario and St. Lawrence river ports. The
 difficulty of exporting this great staple of commerce directly from Atlantic
 ports to Europe led to extensive and systematic measures by traders for
 forwarding from the interior and southern counties of New York large quantities
 of potash by lake and river to Montreal, where it was valued
 at from $200 to $320 per ton. To check the contraband trade, two companies of
 United States regulars were, in 1808 and 1809, stationed at Ogdensburg and
 Sacket's Harbor.
 During the war of 1812 Sacket's Harbor was twice attacked by the
 British without success. It was the station from which were fitted out the
 expeditions against Toronto, Fort George, etc., and the disastrous enterprise of
 General Wilkinson in 1813.
 A prominent and attractive relic of the war at Sacket's Harbor for
 many years was the hull of the frigate New Orleans, which had a keel of 187
 feet, beam 56 feet, hold 30 feet and a measurement of 3,200 tons. She was
 pierced for 110 guns, and could have carried 120. The vessel was commenced by
 the United States Government to match the St. Lawrence, a three-deck man-of-war
 of 120 guns, built by the British, but the New Orleans was not completed when
 the war closed, and was never launched. The hull was covered by a house and
 preserved at considerable expense for many years. The Chippewa, a vessel of like
 size, had been commenced at Storr's Harbor, further up the bay, but had not
 advanced so far as the New Orleans when peace was declared.
 The first appropriation for the improvement of Sacket's Harbor was
 made in 1826 and was for $3,000.
 The harbor at Sacket's Harbor is formed and preserved by a tongue of
 land known as Shiphouse Point, which projects about 800 feet into the water of
 Black River bay. During the years of 1826 and 1828, inclusive, there was
 expended the sum of $6,000 in deepening this harbor, and when its improvement
 was resumed in 1882 its use was limited to vessels drawing from six to nine feet
 of water.
 The project adopted in 1882, which was from a survey made in 1881, was
 to deepen the harbor to twelve feet. In 1884 the project was again extended to
 build a wall of stone in about six feet of water parallel with the beach at
 Shiphouse Point to arrest its erosion; but by the authority of the chief
 engineer this project was modified in 1896 to build two low groins of stone
 perpendicular to the line of beach, instead of a wall parallel with it. In 1897
 an area of about five acres in the harbor was redredged to the depth of twelve
 feet.
 To June 30, 1898, $20,000 had been expended, the total appropriations
 leaving no balance. Appropriations: 1826, $3,000; 1828, $3,000; 1882, $7,000;
 1888, $2,000; 1894, $5,000.
 The traffic of 1896 included 8,591 net tons, an increase of 109 tons
 over 1895; of this total 5,600 tons were coal and 1,780 tons hay. The traffic in
 1897 was about 5,000 tons.
 Oswego is the most important city on the United States
 side of Lake Ontario. It abounds in stirring historical associations. As early
 as 1615 Champlain in his first trip across Lake Ontario passed through or near
 it. Between 1690 and 1696 its site was made the base of operations by Frontenac,
 Governor of Canada, in his expeditions against the Iroquois. In 1722 Gov.
 William Burnet, of New York, built a trading house at Oswego, and thereby gave
 the English their first hold upon the Great Lakes. The following year 57 canoes
 went from Oswego to Albany with 738 packs of beaver and deer skins. In 1727
 Governor Burnet built here a masonry redoubt, loop-holed for musketry, to
 protect his trading post. It was thirty feet by sixty feet and forty feet high,
 and was known as Fort Oswego. The French called it Fort Chouaguen and, later,
 Fort Pepperell. The fort was strengthened, and in 1743 a traveler thus described
 it: "On the point formed by the entrance of the river stands the fort or trading
 castle; it is a strong, stone house, encompassed with a stone wall, near twenty
 feet high and 120 paces round, built of large, square stones, very curious for
 their softness. I cut my name in it with my knife. The town consisted of 70 log
 houses, of which one-half are in a row near the river, the other half opposite
 to them." Parkman says that no English establishment on the continent was of
 such ill omen to the French as Oswego. Fort Ontario was built here in October,
 1755, a substantial fortification, 180 feet on each side, built of
 pickets 18 inches in diameter, rising nine feet from the ground, and surrounded
 by a ditch eighteen feet wide and eight feet deep. A third and inferior fort,
 called Fort George, was also built. In August, 1756, soon after hostilities
 opened, Oswego, containing a force of 1,800 men, divided among the three forts,
 was invested by Montcalm with a force variously estimated at from 3,000 to 5,000
 men. The post soon capitulated and 1,500 men, seven vessels, 139 guns and large
 stores of provisions and ammunition were captured. Among the captives was
 Francis Lewis, afterward a signer of the Declaration of Independence. The forts
 were demolished, and the loss in England was regarded as a national calamity.
 The French evacuated Oswego soon after, and the English crept back into
 possession. In 1758 General Bradstreet crossed Lake Ontario from Oswego with
 3,000 men, and captured Fort Frontenac, now Kingston. The following year the
 French attempted in vain to retake Oswego. In that year Fort Ontario was
 rebuilt, and became the English base of operations against Montreal. After the
 peace of 1760, the post of Oswego was garrisoned by a regiment of
 Highlanders.
 During the Revolutionary war two grand councils of the red men were
 conducted by the British at Oswego to organize and lead them against the
 Colonists. In July, 1777, Colonel St. Leger set forth from Oswego with 2,000
 Canadians and Indians, and besieged Fort Schuyler on the Great Carry. There was
 fought the bloody battle of Oris-kany, and the relief of Arnold turned the tide
 against the British, who fled to Oswego and thence dispersed, leaving Fort
 Ontario unoccupied. Between 1780 and 1782 the British reoccupied and partly
 rebuilt the fort. Perhaps the last military movement of the Revolution was
 directed against Fort Ontario. Washington recognizing its importance in January,
 1783, before news of the signing of the treaty of peace had been received,
 instructed Colonel Willett, with a small force to surprise and capture Fort
 Ontario. Owing to the snow and the severity of the weather, the expedition was
 unsuccessful. Willett reached the fort, but failed to surprise it.
 Fort Ontario remained garrisoned by the British until July, 1796, when
 the detachment there stationed gave possession to American troops. For some time
 prior to 1812 Fort Ontario was unoccupied. A British fleet of eight vessels,
 carrying 220 guns and 3,000 men, appeared before Oswego May 5, 1814, and
 bombarded it. The post fell the following day. The British leveled the
 fortifications and abandoned the place. In 1839 Congress voted an appropriation
 to restore the fort, and since then Fort Ontario was continuously garrisoned by
 United States troops until 1894, when the historic fort was abandoned.
 In 1840 Oswego contained about 600 dwellings. The coastwise imports at
 Oswego in 1851 amounted to $6,083,036; coastwise exports, $11,471,071; foreign
 commerce, $4,992,223; total, $22,546,330.
 Oswego harbor comprises the inner harbor, the outer harbor, and the
 Oswego river up to the lower end of the basin of the Oswego & Erie canal
 at the first bridge, 3,200 feet above the entrance through the inner breakwater.
 The first appropriation, which was of only $200, looking toward the improvement
 of this harbor, was made March 20, 1826, and the improvement was begun in 1827,
 a further appropriation having been made in 1827 of $33,349. At this time the
 harbor was an open roadstead between widely receding shores at the mouth of
 Oswego river, which latter could be entered only by vessels of light draft.
 The project adopted that year was to build a breakwater of timber
 cribs filled with stone, on a chord joining the receding shores, inclosing about
 forty acres, and consisting of an arm 720 feet long from the east and 1,430 feet
 long from the west shore, and separated by an opening of 350 feet forming the
 entrance to the harbor and river. This project was afterward enlarged at
 different times, in 1896, to build an east breakwater of 1,435 feet long, also
 by the rebuilding of about 100 feet of breakwater to reduce to about 75 feet the
 width of the breach 175 feet long which had been made in the outer breakwater by
 a storm in 1884. The amount expended on this improvement to June
 30, 1898, was $1,882,192.
 The commerce of the port of Oswego is quite extensive. In 1895 it
 amounted to about $4,300,000, of which seventy-two per cent. was coal shipped
 from the port in vessels, and eighteen per cent. was lumber received, and five
 per cent. general merchandise received and shipped, all by vessel.
 The dredging done in this harbor, previous to 1881, was by private
 enterprise and by the city of Oswego. In 1847 there was some work of this kind
 done in dredging a gravel bar which had formed across the channel 1,000 feet
 inside the inner harbor, and in 1855 the city of Oswego deepened the channel
 near the head of the upper islands.
 Under a provision of the River-and-Harbor Act of March 3, 1881,
 dredging was commenced in the river by the Government of the United States.
 The outer harbor has a rocky and sandy bottom, and consequently has
 poor holding ground. When vessels are driven from their moorings at the outer
 breakwater they seek refuge in that part of the river which is being widened and
 deepened by this rock excavation. This part of the river is much better
 sheltered, being above the two islands and about 1,800 feet above the entrance
 through the inner breakwater.
 Appropriations. -- 1826, $200; 1827, $33,348; 1828, $9,583; 1829,
 $7,472; 1831, $22,015; 1832, $19,000; 1833, $8,400;1834, $30,000; 1836, $20,000;
 1837, $15,000; 1838, $46,067; 1844, $20,000; 1852, $40,000; 1860, $30,000; 1864,
 $25,000; 1866, $45,000; 1867, $60,000; 1868, $20,000; 1869, $28,270; 1870,
 $50,000; 1871, $100,000; 1872, $100,000; 1873, $100,000; 1874, $75,000; 1875,
 $90,000; 1876, $90,000; 1878, $90,000; 1879, $90,000; 1880, $90,000; 1881,
 $50,000; 1882, $80,000; 1884, $80,000; 1886, $71,250; 1888, $100,000; 1890,
 $30,000; 1892, $40,000; 1894, $37,000; 1896, $60,000. Total, $1,902,613.
 Commercial statistics show for 1896 a total net tonnage of 783,972, an
 increase of 34,397 tons over 1895. Of this lake traffic 600,335 tons were coal;
 131,146 tons, lumber; 31,915 tons, grain; and 13,130 tons, posts and wood.
 Arrivals in 1896 were 1,642, registered tonnage, 441,112; departures,
 1,637; registered tonnage, 440,936. Of the vessels arriving 663 were American
 and 979 Canadian. The greatest draft of vessels was 14 feet; greatest registered
 tonnage of vessels 2,166; greatest load of vessels, 2,032 net tons.
 Arrivals in 1897 were 1,520, clearances 1,518, registered tonnage
 787,876. The total freight received and shipped in 1897 was 706,805 tons, of
 which 528,552 tons were coal; 114,426, lumber; 44,101, grain.
 At Sodus Point, on Great Sodus bay, was a thriving
 village a half century ago. The settlement had been formed prior to the war of
 1812. The British fleet appeared before Sodus June 18, 1813, to capture
 provisions known to have been stored there, but a regiment of militia, hastily
 assembled, prevented a landing. The enemy withdrew, but reappeared the following
 day, when the militia had been discharged. The public stores had in the meantime
 been removed from the water's edge to the adjacent forest, and the militia,
 again summoned, saved them from the enemy, who had landed and found the
 storeroom empty. The fleet moved up the lake the following morning.
 The main part of Great Sodus bay is two and one-half miles long,
 one-half a mile to one mile wide, six to seven fathoms deep, has a muddy bottom,
 good holding ground, is land-locked from Lake Ontario, and is the most capacious
 and secure anchorage on its New York shore. It has an arm a mile long and
 one-quarter of a mile wide, permitting a draft of 14 feet to be carried 3
 ½ miles from the entrance. The bay was used during the war of 1812 as
 one of the bases of supply for the army operating on the Niagara frontier.
 The Northern Central Railroad Company has a track to the mouth of the
 bay, where it delivered to vessels, during the calendar year 1895, 42,669 tons
 of coal, which was 98 per cent of the entire commerce of the bay in tons during
 the year.
 In 1829, when the United States Government began to improve this
 harbor, its entrance to Lake Ontario was closed to vessels drawing
 more than 8 feet of water by a bar that stretched entirely across it at a
 distance of 1,150 yards,
 The project then adopted by the government was to improve this
 entrance, wide and shallow, as it was, by building from its opposite sides two
 breakwaters following the crown of the bar until their ends should be about 500
 feet apart; and second, from the approaching ends of the breakwaters to build
 into the lake two parallel piers to form and confine the entrance channel
 through the bar.
 The construction of these four structures under this project of 1829
 was begun that year, and completed in 1835. The two breakwaters, having a total
 length of 3,636 feet, were completed in 1834, the east one being 1,436 feet
 long, and the west one 2,200 feet long, and the ends being 1,473 feet apart. The
 2,355 feet of piers completed in 1835 embraced an east pier 940 feet long
 outside the east breakwater, with a return of 150 feet long from the breakwater
 into the bay, and a west pier 1,265 feet long extending 200 feet further into
 the lake than the east pier. In October, 1829, the depth of water on the bar was
 reported to be only eight feet.
 In 1881 the project was to obtain a depth of water by dredging to 12
 feet, and to protect this depth by extending the piers to the 12-foot curve in
 the lake. In 1882, when $361,772 had been expended, the project was to obtain a
 channel 15 feet deep and to extend the two piers an aggregate of 1,100 feet to
 the 15-foot curve, at an estimated cost of $100,000, so as to provide for
 vessels the draft which could pass through the Welland canal, when deepened to
 14 feet, which that canal attained in 1887.
 Up to June 30, 1898, there had been expended upon this improvement
 $474,250, and at that date the channel had shoaled to about 14 ½
 feet.
 Appropriations: -- 1828, $400;1829, $12,500; 1829, $15,280; 1831,
 $17,450; 1832, $17,000; 1833, $15,000; 1834, $15,000; 1835, $11,790; 1836,
 $12,600; 1837, $12,000; 1838, $10,000; 1844, $5,000; 1852, $10,000; 1866,
 $53,151; 1867, $80,000; 1870, $5,000; $1872, $15,000; 1874, $15,000; 1875,
 $10,000; 1876, $5,000; 1878, $5,000; 1879, $2,000; 1880, $3,000; 1881, $5,000;
 1882, $25,000; 1884, $10,000; 1886, $16,875; 1888, $24,000; 1890, $10,000; 1892,
 $15,000; 1894, $15,000; 1896, $8,000. Total -- $475,647.
 Coal is transported from various Pennsylvania mines to Great Sodus,
 whence, in 1896, 34,540 tons were shipped by lake, 46 per cent. down the St.
 Lawrence river and 54 per cent. to Canadian ports on Lake Ontario.
 For the calendar year 1896, 180 vessels with a tonnage of 24,387
 arrived at Great Sodus harbor; of these 113 were American and 67 Canadian. Total
 departures were 181, with a tonnage of 23,463.
 For 1897, 220 vessels arrived, and the same number cleared; total
 registered tonnage, 71,814. The freight received and shipped amounted to 53,548
 tons, of which 53,129 tons consisted of coal.
 Fair Haven, situated on Little Sodus bay, contains a
 population of about 700. It is the northern terminus of the Southern Central
 railroad, and does considerable shipping of coal and grain, and receives lumber
 and other articles by lake. In 1828 Congress appropriated $400 for a survey of
 the shores of Lake Ontario between the Genesee and Oswego rivers. Little Sodus
 was deemed of secondary importance, but its improvement was recommended. The
 entrance of the bay was then closed by a gravelly beach except at two narrow
 openings, and in 1845 when a re-survey was made the same conditions prevailed.
 The first government appropriation of $10,000, was made in 1852, and some pier
 work was made by the Ontario Bay Harbor Improvement Company a few years later.
 The present lake traffic is due chiefly to the Southern Central railroad, a coal
 line, completed in 1869.
 Little Sodus Bay Harbor. -- This bay extends two miles in
 length due north from the shore of Lake Ontario, has a greatest and least width
 of five-eighths and one-fourth of a mile, bold shores, a clay bottom, and is
 from four to six fathoms deep.
 When the United States began to improve the entrance to
 this bay, in 1854, the bar of sand and gravel extending across was cut through
 by a narrow channel only fifteen inches deep. When the improvement of this bay
 was begun, it was with the view of deepening the harbor by building two parallel
 piers commencing on the shore and extending into the lake to a depth of fifteen
 feet of water.
 In 1854 there was built 240 feet of the west pier. A channel of eight
 feet depth was also excavated between the bay and the lake. It is believed that
 the improvement commenced with the appropriation of $10,000 made in 1852; but in
 1856 the work was suspended from want of funds, and it was not resumed until
 1867, in which year the project was extended so as to extend the west pier to I
 5 feet of water, to build a short east pier, to dredge a channel to the depth of
 12 feet, and to close the openings between the shore and the piers.
 In 1882 the project was again enlarged to obtain a depth of 15 feet at
 the extreme low water by extending both piers a total length of 1,500 feet to
 the 15-foot curve, at a total cost of $80,000. Up to June 30, 1898, there had
 been expended on this improvement $329,188, at which date the minimum depth in
 the channel was 15 feet at extreme low water.
 Appropriations: -- 1852, $10,000; 1864, $4,012; 1866, $33,840; 1867,
 $50,000; 1869, $1,500; 1870, $5,000; 1871, $15,000; 1872, $15,000; 1873,
 $15,000; 1871, $15,000; 1875, $10,000; 1876, $5,000; 1878, $10,000; 1879,
 $5,000; 1880, $20,000; 1881, $20,000; 1882, $25,000: 1884, $10,000; 1886,
 $12,500; 1888, $16,000; 1890, $13,000; 1892, $6,000; 1894, $8,000; 1896, $8,000.
 Total, $332,942.
 The lake traffic for 1896 was 65,418 tons, an increase of 1,710 tons
 over 1895. The coal tonnage was 63,501, or 97 per cent. During 1896 the total
 arrivals were 205; registered tonnage, 42,174; departures, 206; registered
 tonnage, 42,082; greatest draft of vessel, 12 feet; greatest registered tonnage,
 567; greatest load of vessel, 882 net tons.
 Arrivals at Little Sodus bay in 1897 were 258; clearances, 259; total
 registered tonnage, 110,876. Freight received and shipped, 68,888 tons, of which
 67,950 tons were coal.
 Pultneyville is a small village of about 500 people,
 located on the shore of Lake Ontario in Wayne county. It was attacked by the
 British squadron May 15, 1814. Peaceable surrender was demanded, and as the
 defensive forces were inadequate the reply sent offered to surrender 100 barrels
 of flour stored in a building at the water's edge. The enemy was proceeding to
 further depredations, when they were fired upon by the Americans in the
 adjoining woods. The British shelled the village for a short time and
 withdrew.
 Pultneyville harbor comprises Salmon creek, Wayne county, N. Y. ,and a
 cove at its outlet into Lake Ontario, and is sheltered by a point of land on the
 west, but is exposed to the north and east. The creek is from 40 to 60 feet
 wide, and is navigable for small light-draft boats for about 900 feet from its
 mouth, where it ends abruptly in a small brook. The village of Pultneyville
 stands on the shore of the cove.
 The United States Government began the work of improvement here in
 1871. At that time there had been built by private enterprise a pier 171 feet
 long, and there had been some dredging done, the amount of money expended being
 $30,000.
 The project adopted by the government was to extend the pier already
 built 470 feet, so as to form a west pier 641 feet long; to build an east pier
 425 feet long 200 feet from the north arm of the west pier, to shelter and
 preserve the approach to the cove and creek, and to dredge between the piers a
 channel 10 feet deep.
 The amount expended on this improvement up to the close of the fiscal
 year ending June 30, 1897, was $77,000.
 Appropriations: 1870, $5,000; 1871, $5,000; 1872, $10,000; 1873,
 $10,000; 1874, $10,000; 1875,$10,000; 1876, $3,000; 1878, $5,000; 1879, $4,000;
 1880, $3,000; 1881, $2,000; 1882, $4,000; 1890, $2,000; 1892, $1,000; 1894,
 $1,500; 1896, $1,500.
 Charlotte harbor is a safe and commodious one at the
 mouth of Genesee river, seven miles below the city of Rochester.
 The United States Government began the work of improvement in this harbor in
 1829. At that time there was a bar extending nearly half a mile into the lake,
 through which ran a channel allowing vessels to pass, drawing eight feet of
 water. But this channel was so tortuous that it could not be followed except in
 fair weather.
 The project adopted by the government then was to construct parallel
 piers 360 feet apart, and scour a channel through the bar by confining and
 directing the action of the spring freshets. By 1834 a depth of 11 feet of water
 was obtained. By 1863 the work was in bad condition, but from 1864 to 1871 it
 was restored, and a depth obtained of 12 feet at extreme low water. The amount
 of money expended up to this time was $127,784.
 In 1882, on account of the deepening of Welland canal, the project was
 extended to obtain a depth of 15 feet of water at extreme low water in the lake
 by extending the two piers an aggregate length of 3,250 feet to the 15-foot
 curve, and by dredging.
 In 1896, the piers having been extended a total of 1,444 feet, the
 project was amended to preserve the depth by dredging without further extension
 of the piers, at least for the present, and in 1897 it was altered to obtain a
 depth of 16 feet at extreme low water. The amount expended to June 30, 1896, was
 $520,854. At that date the depth in the channel across the bar between the piers
 and in advance of them was 14 feet at extreme low water.
 With the amount expended during the fiscal year ending June 30, 1897,
 the depth has not been increased, but the depth of 14 feet has been
 preserved.
 Besides the transport of coal the passenger transport in and out of
 the harbor amounts annually to about 50,000 excursionists from the city of
 Rochester, situated on the river at the crest of the Genesee Falls, about seven
 miles from the mouth, with which it is connected by a line of electric cars on
 each bank.
 The approach to Charlotte harbor is so well protected under the lee of
 Braddock Point in the prevailing northwesterly winds and gales, it is a very
 good harbor of refuge near the middle of the American shore of the lake, or
 about midway between the Niagara and St. Lawrence rivers. A survey made in
 January, 1898, showed that there was a channel 16 feet deep, at zero of the
 Oswego gauge, 125 feet wide. Another survey made June 28, 1898, shows that there
 is now a channel 150 feet wide and 15 ½ feet deep at same stage.
 Appropriations: 1828, $300; 1829, $13,335; 1831, $16,670; 1832,
 $16,000; 1833, $15,000; 1834, $20,000; 1835, $2,390; 1836, $20,000; 1837,
 $10,000; 1838, $25,000; 1844, $10,000; 1852, $20,000; 1853, $176; 1864, $25,000;
 1866, $75,607; 1868, $1,100; 1869, $1,000; 1870, $12,000; 1871, $10,000; 1875,
 $5,000; 1878, $1,000; 1879, $1,000; 1880, $5,000; 1881, $2,500; 1882, $35,000;
 1884, $20,000; 1886, $26,250; 1888, $45,000; 1890, $25,000; 1892, $25,000; 1894,
 $15,000; 1896, $12,000. Total -- $521,328.
 The total commerce at this port during the year 1897 was 385,981 tons,
 of which 372,713 tons were coal brought by rail from the mines in Pennsylvania
 to Charlotte; 81.1 per cent. of it was shipped down the St. Lawrence, 17.3
 percent, to Canadian ports on Lake Ontario, and 1.6 per cent. through the
 Welland canal.
 Oak Orchard harbor is at the mouth of Oak Orchard creek.
 The original plan for its improvement was adopted in 1836, and consisted in
 constructing two breakwaters, one on each side of the creek, in such a way as to
 reduce its width to 200 feet, the channel extending from the 12-foot curve in
 the lake to the same depth in the creek. In 1892 the piers extended to the
 12-foot curve in the lake, and the shore protection was 91 feet long. The
 channel had a depth of 13.5 feet at mean lake level for the whole of the width
 between the piers with the exception of 10 feet alongside of each pier. Nothing
 has been done here since then except to keep the works in repair. The entire sum
 appropriated is $205,000.
 Olcott harbor is at the mouth of Eighteen-mile creek. The
 first project of improvement of this harbor was submitted in 1846, but it was
 not executed. The next project was adopted in 1866, and has since
 been substantially in vogue. It provided for two piers extending into the lake
 with a channel between them of about 200 feet in width and nearly parallel with
 each other. The east pier was 850 feet long, and the west one 873 feet long.
 Between the piers the channel was 180 feet wide in 1892, the limiting lines
 being ten feet from the pier on each side. The width decreased to 98 feet at the
 Main-street bridge. In 1894 the channel was in good condition, and nothing has
 been done since that time, except to keep the works in repair. The total amount
 appropriated up to September 19, 1890, was $163,000.
 Wilson harbor is at the mouth of Twelve-mile creek, a
 small stream flowing into Lake Ontario. In its original condition there was a
 depth of water inside the mouth sufficient for ordinary sized lake craft, but it
 was closed by a bar upon which there was ordinarily but about one foot of
 water.
 The present project was submitted in 1873, and proposed to extend
 piers to the 12-foot curve in Lake Ontario, and to dredge a channel 12 feet deep
 between the piers and from the shore end of the piers to the deep water in the
 creek. The original estimated cost of the work as made in 1873 was $90,000. This
 was increased in 1877 to $100,000.
 There had been built two piers at the harbor entrance, and a shore
 protection. The piers are prolongations of piers built by private parties in
 1846. At present the west pier is 832 feet long and the east pier 850 feet long.
 There is also a shore protection for the east pier. This is 360 feet long.
 The channel is dredged to a minimum depth of about 12 feet. The total
 expenditures to June 30, 1898, was $69,963; appropriations have been
 $70,000.
 The commerce of Wilson by water is small, amounting in 1896 to 1,296
 tons, chiefly lumber, and in 1897, to the single item of "beer, 12 dozen
 bottles." In 1889 126 vessels of 27,996 registered tonnage arrived; in 1896, 42
 vessels, tonnage 9,850; 1897, 14 vessels (passenger steamers), tonnage
 3,840.
 Youngstown is a small port of delivery of about 500
 inhabitants on the Niagara river, about one mile above Lake Ontario.
 
 LAKE ERIE HARBORS. UNITED STATES SIDE.
 
 Lake Erie harbors, on the American side, are among the most highly
 developed on the chain of Great Lakes. They are the receiving ports for most of
 the immense ore traffic, and also for the grain trade of the Northwest. They are
 important factors in the lumber trade, and practically all the coal traffic on
 the lakes originates here. The cities along the southern shores are prosperous
 and growing rapidly.
 Port Day is the inlet to the old hydraulic power canal at
 Niagara Falls. It has never been a port of commerce, owing to shallow water and
 its proximity to the rapids at the head of Niagara Falls.
 From Port Day up the river in front of Niagara Falls City is very
 shallow, and has a rock bed until Conners island is reached. Between Conners
 island and the main shore is a snug little harbor of about five acres, with a
 depth of 12 feet at mean river stage, and with a maximum depth of about 18
 feet.
 The project for the improvement of the Niagara river from Tonawanda to
 Port Day, as it now stands, is to make a channel 200 feet wide and not less than
 12 feet depth at mean water level, by excavating through the shoal at the head
 of Conners island and through the shoal above Cayuga island.
 The total cost of the work contemplated by the project will be
 $95,000. Up to June 30, 1898, there had been expended on the project $44,389. At
 this time the channel through the shoal at the head of Conners island had been
 completed to its full width of 200 feet, and a depth of I 2 feet or more at mean
 river level. Total appropriations are $45,000.
 There is practically no use made of this channel of the Niagara river
 below Tonawanda, except by excursion boats running to resorts along the shore of
 Grand island. At Niagara Falls 19 steamers and tugs arrived in 1897 with a
 tonnage of 964. At Schlosser's dock there were no receipts by 
 river in 1897. At the foot of Grand island there were unloaded from vessels and
 rafted to Port Day 36,000 tons of pulpwood in 1896, and 70,764 in 1897.
 Tonawanda. -- The first settler in the vicinity of this
 port was Henry Anguish, who located here in 1808. Improvement was slow. The
 construction of the Erie canal in 1823 gave the place a start, for about that
 year a company of Buffalonians laid out a town here. In 1827 there were three
 small stores doing business at Tonawanda. It is now an ore-receiving port of
 considerable importance, and in 1890 had a population of 7,145.
 Originally the navigation of Niagara river was obstructed by several
 reefs and hummocks, which materially limited the draft of vessels. The water in
 the harbor between Tonawanda island and the main shore was shoal, and the river
 had in some places a rapid current.
 The object of the improvement undertaken early in the history of
 navigation on this river was to provide a navigable channel from the head of
 Niagara river at Lake Erie to the north end of Tonawanda harbor, and to dredge
 that harbor to such a depth that vessels drawing 16 feet of water could enter
 it.
 The project adopted in 1888 was to remove obstructions so as to make a
 channel 400 feet wide and 18 feet deep, which included work at the following
 places: 1. -- On the Horse Shoe reef at the entrance to Niagara river. 2. -- On
 the shoal at the head of Strawberry island. 3. -- At a few shoal places abreast
 of the lower end of Rattlesnake island. 4. -- The full width of the river
 between Tonawanda island and the mainland, along the entire front of
 Tonawanda.
 By the terms of the River-and-Harbor Act of June 3, 1896, the project
 was extended so as to include the river to the north line of the village of
 North Tonawanda. The cost of the work, as estimated in 1891, was $1,152,988, but
 the present estimate is considerably less. Appropriations have been $350,000,
 all of which has been expended.
 The results of operations during the year ending June 30, 1897, were
 the completion of the 18-foot channel for a width of 180 feet through the whole
 length of the Strawberry island reef; the excavation of a channel 18 feet deep
 and 200 feet wide through the shoal at the foot of Tonawanda island, and the
 removal of the most troublesome ridges from Tonawanda harbor.
 The commerce of Tonawanda is large and increasing, and it is in a high
 degree desirable that all impediments be removed which interfere with vessels
 drawing 16 feet of water reaching the docks. An appropriation of $250,000 is
 estimated as the amount which can profitably be expended during the next fiscal
 year under the project.
 Receipts by lake at Tonawanda in recent years have been as follows:
 1890, 2,001,209 tons; 1891, 901,997 tons; 1892, 996,370 tons: 1893, 860,142
 tons; 1894, 838,267 tons; 1895, 894,408 tons; 1896, 1,015,396 tons; 1897,
 1,242,495 tons. Lumber was the chief import, with iron ore second in importance.
 Of the receipts in 1897, lumber comprised 1,014,232 tons; iron ore, 172,187
 tons. Shipments in 1897 were only 1,628 tons. In 1896 1,311 vessels entered, and
 1,281 cleared; in 1897, 1,355 entered, and 1,373 cleared; total registered
 tonnage, 1,116,559.
 Black Rock. -- In 1800 the sole inhabitant at Black Rock
 was an Irishman named O'Niel, who kept the ferry and charged $2. 50 for the
 ferriage. Porter, Barlow & Co. built a store here a little later. There
 were only a few houses at Black Rock during the war of 1812, but they were
 shelled by British batteries, and in December, 1813, burned by the enemy. It was
 in this vicinity that Lieutenant Elliott, in October, 1812, captured the Adams
 and Caledonia. Here in Scajaquada creek, were secreted four vessels which later
 formed part of Perry's fleet. Fort Erie stood opposite Black Rock, and stirring
 incidents were frequent in that locality during the war of 1812. The steamer
 Walk-in-the-Water was built at Black Rock in 1818, and her owners had to use the
 "horn breeze," or a dozen yoke of oxen, to get her up the rapids. Black Rock is
 memorable for its contest with Buffalo to secure the terminus of
 the Erie canal. It had at that time the only harbor at the foot of Lake Erie,
 and flourished for ten years after the war of 1812. It was, in 1853, included in
 the city of Buffalo.
 Buffalo harbor was the first constructed on the Great Lakes, and was
 at first built by private enterprise. The village was made a port of entry by
 Act of Congress March 3, 1805. In the spring of 1820, when Buffalo had less than
 2,000 inhabitants, when there were in reality no harbor facilities, and when
 there was not yet sufficient business on the lakes to be dignified by the name
 of commerce, a plan was projected by Hon. Samuel Wilkeson for the improvement of
 the harbor. In order to raise the necessary funds for this improvement a
 subscription paper was circulated among the citizens, to which was finally
 appended the names of sixty-two subscribers, the total amount subscribed being
 $1,361. The largest sum subscribed by any one individual was $110, and there
 were four others who subscribed not less than $100. The entire sum collected was
 but $110.
 This small sum of money, no matter how economically expended, could
 not effect much of a change in the condition of the mouth of Buffalo creek; but
 it showed that the people were alive to the necessity of doing something to lead
 to the building up a city, and that small beginning has resulted in one of the
 largest commercial cities in the world. When it was decided by the canal
 commissioners to locate the western terminus of the canal at Buffalo creek,
 there were only three or four small vessels owned in Buffalo, and these three or
 four received and discharged their cargoes at Black Rock. A better harbor was,
 therefore, a necessity to the terminus of the canal, for, unless a harbor at the
 mouth of Buffalo creek were constructed, that terminus might be located at Black
 Rock, and this would destroy Buffalo's chances of becoming a port of entry or a
 city, at all, instead of becoming the port for commerce at the lower end of Lake
 Erie.
 The people of Buffalo therefore resolved on having a harbor, and made
 application to the Legislature at Albany for a survey of the mouth of Buffalo
 creek. On April 10, 1818, an Act was passed authorizing and directing the
 supervisors of Niagara county to pay $3 per day to a surveyor to survey the
 mouth of this creek. This survey was made gratuitously in the following summer
 by Hon. William Peacock. Then a public meeting was held to consider the question
 as to how the money was to be raised. This meeting sent Hon. Charles Townsend to
 Albany to obtain a loan, and on April 17, 1819, an Act was passed authorizing a
 loan to certain parties in Buffalo of $12,000 for twelve years, to be secured by
 bond and mortgage in double the amount, the State reserving the right to cancel
 the securities, and to take possession of the harbor when it should be
 completed.
 The next difficulty was to secure signatures to the securities. Every
 one refused to execute them except Judge Charles Townsend, Judge Oliver Forward
 and Judge Samuel Wilkeson, each of whom gave his several bond and mortgage for
 $8,000. An "experienced harbor builder" was employed at $50 per month, a
 contract was made for 100 cords of flint stone at $5 per cord, and 400 hemlock
 piles from twenty to thirty feet long at 31 cents each. An agent was dispatched
 to the nearest furnace, which was in Portage county, Ohio, for a hammer and
 machinery for a pile-driver and scow.
 The engineer that was receiving $50 per month was discharged on the
 ground of incompetency, and as no one else could be found who had any practical
 experience in such matter, Judge Samuel Wilkeson was at last prevailed upon to
 take charge of the work. The harbor was therefore constructed under his
 supervision, and completed as well as could be expected with the money at
 command.
 An incident in connection with this work is worthy of note: On the 7th
 of September, 1820, after the timber work had been completed, and while the pier
 was but partially filled with stone, two vessels came into the lee of the pier
 and made themselves fast thereto. Toward evening a storm appeared in the
 horizon, and while the superintendent of the construction of the 
 harbor and the captains of the two vessels were considering the question as to
 whether the pier was in danger from the two vessels being fast to it, the storm
 came on, and it was agreed that if necessary to save the pier the vessels should
 be cut loose and permitted to drift upon the beach. The pier and the vessels
 remained uninjured, and this was regarded as no mean test as to the strength of
 the work. The pier then extended out into the lake about fifty rods, and was
 afterward entirely filled with stone. The names of those two vessels appears not
 to have been preserved, but the names of their captains were Austin and Fox.
 The harbor was constructed in 221 days, not including Sundays, as the
 laborers rested on that day, and when completed for that season it was about
 eighty rods in length. At its extremity the water was twelve feet deep. It was
 begun, carried forward to completion and completed principally by three private
 individuals, though they received material assistance from George Coit.
 Even after the completion of this work the mouth of the creek was
 still obstructed by sand, and vessels could not get in and out without running
 aground. The schooner Hannah, of 49 tons, could not get over the bar at the
 mouth of the harbor, and had to unload her cargo, pass over the bar, anchor
 outside in the lake, and there be reloaded. This, however, was the only vessel
 under 50 tons that was compelled to discharge her cargo in order to get out of
 the harbor; though the schooner Beaver, of 37 tons, stuck fast on the bar, and
 remained there for some time before being got off; the schooner Red Jacket, of
 53 tons, remained thus fast for about half a day, and the schooner Erie, of 78
 tons, was on the bar for twenty-four hours.
 All of these difficulties were to the people of Black Rock
 unimpeachable evidence that a harbor could not be made at the mouth of Buffalo
 creek.
 Buffalo and Black Rock were strong rivals at that time. In February,
 1822, the canal commissioners resolved to carry the canal to the mouth of
 Buffalo creek, the Legislature having made the loan to citizens of Buffalo to
 enable them to construct a harbor. This resolution, however, did not touch the
 question of harbors, the commissioners having no authority over matters of that
 kind. In April of this year the State Legislature relinquished all claim to the
 $12,000 loan provided the people of Buffalo should construct their harbor by
 January I, 1824, and the Legislature also gave the canal commissioners
 discretionary power to contract with the people of Black Rock for a much more
 spacious and splendid harbor. The commissioners, therefore, advised the people
 of Black Rock to erect a portion of the mole required to raise the water in the
 river sufficiently to form a harbor, in order to test the question as to whether
 it would withstand the ice in the winter time, and, in case of success, to
 recommend to the Legislature the construction of the harbor, or the refunding of
 the cost of the experiment.
 In October, 1824, during a severe storm, several of the cribs of the
 Black Rock pier were raised by the force of the waters and carried off down
 stream, leaving a break of about eighty feet. This misfortune seemed to prove
 that the work was not stable, and could not be depended upon. It was largely on
 account of this break in the pier that the attempt to build a harbor at Black
 Rock was finally abandoned.
 But it took a long time and much hard labor to so clear the mouth of
 Buffalo creek that vessels could enter and leave without difficulty. It was the
 knowledge of this fact that in 1822 led the owners of the steamer Superior to
 hesitate about building her within the harbor at Buffalo, and they were only
 induced to do so by the guarantee on the part of prominent citizens of this
 place that they should be paid the sum of $150 per day for every day that she
 was delayed beyond the first of May, provided she should be ready to leave the
 harbor on that day. The Superior did get out of the harbor without difficulty
 when empty, but after coming back and taking on her load of passengers for an
 excursion on the lake, she had considerable difficulty in getting over the
 bar.
 Since 1826 this harbor has been very greatly improved by the United
 States Government. At first it was determined to construct piers
 on the north and south sides of Buffalo creek, and the work has been so carried
 forward that at the present time the water in the creek for a mile from its
 mouth is from 12 to 14 feet deep, and its average width is 200 feet. The harbor
 is protected by a substantial stone pier and sea wall jutting out into the lake,
 and at the end of the pier is a lighthouse 46 feet high and 20 feet in
 diameter.
 There is also a ship canal 700 yards long and 80 feet wide and 13 feet
 deep, running nearly parallel with the creek, and nearly midway between the
 creek and the lake.
 The works projected by the United States Government for the
 improvement of this harbor consist of a masonry sea wall along the lake shore
 for nearly a mile, running south from the shore end of the south pier, and a
 channel pier of about 650 feet in length.
 The great storm of October 18, 1844, wrought great injury to the south
 pier, and it became necessary to rebuild the parapet wall. The old wall was but
 two feet thick. In 1845 it was determined to rebuild in a much more substantial
 manner. The new wall was of heavy stone averaging four feet in length, and
 weighing from one to three tons, dressed on the bottoms and joints and having a
 rough face, and they were laid in hydraulic cement. This wall is eight feet
 thick at the bottom and gradually becomes thinner until it is only four feet
 thick at the top, and was crowned by a heavy coping one foot thick.
 This work was begun in 1845, suspended in 1846, and resumed in 1853,
 an appropriation having been made of $14,000 in 1852. During the years 1853 and
 1854, there were constructed about 1,000 feet of exterior slope, averaging
 twelve feet, the top being covered by a broad flagging, over 400 feet of parapet
 wall raised 5 ½, feet being completed. Some 300 feet of the old wall
 were removed, excavations made and a new wall built, completing the parapet
 within the appropriation made for this purpose.
 Subsequently the government made appropriations for the Buffalo harbor
 as follows: August 23, 1866, $100,000; March 2, 1867, $100,000; May 11, 1869,
 $89,000; July 11, 1870, $80,000, and March 3, 1871, $100,000.
 In 1868 a detached breakwater about 2,500 feet outward into the lake
 from the lighthouse, and extending south a distance of 4,000 feet, was
 adopted.
 In 1874 it was determined to extend this breakwater to a total length
 of 7,609 feet, which was completed in 1893. In 1874 it was also proposed to
 build a shore arm to the breakwater, the inshore end to consist of pile work
 near shore and crib work in deeper water. Upon reaching the 16-foot contour line
 in the lake this shore arm was planned to continue in a direction making an
 angle of about 45 degrees with the shore and to overlap the south end of
 breakwater, leaving an opening of 150 feet. In 1886 a project was approved for
 replacing the superstructure with concrete as fast as it decayed.
 In 1895 a new project for improving the harbor was adopted, consisting
 of the abandonment of the shore arm and the extension of the breakwater to Stony
 Point, leaving the necessary openings for the convenience of commerce, and also
 to extend the sand-catch pier to the established pierhead line.
 Appropriations made for improving harbor at Buffalo, from May 26,
 1826, to the present time have been as follows: 1826, $15,000; 1828, $34,206;
 1830, $15,488; 1831, $12,900; 1832, $10,300; 1833, $31,700; 1834, $20,000; 1838,
 $68,500; 1844, $40,000; 1852, $14,000; 1853, $349; 1855, $452; 1864, $15,000;
 1864, $37,500; 1866, $131,000; 1867, $100,000; 1869, $89,100; 1870, $80,000;
 1871, $100,000; 1872, $75,000; 1873, $75,000; 1874, $20,000; 1874, $75,000;
 1875, $100,000; 1877, $85,000; 1878, $80,000; 1879, $100,000; 1880, $90,000;
 1881, $90.000; 1882, $125,000; 1884, $100,000; 1886, $112,500; 1888, $225,000;
 1890, $300,000; 1892, $300,000; 1894, $70,000; 1897, $481,250; 1898, $489,746;
 total, $3,808,991.
 The total amount expended by the United States on the improvement of
 Buffalo harbor up to June 30, 1898, was $2,896,190, with the result of obtaining
 and maintaining a very good harbor. The principal features of the
 harbor work are a north and south pier at the mouth of Buffalo creek, protecting
 the entrance to the creek, and Blackwell Ship canal, in which the principal part
 of the business of the port is done; also an outer breakwater, 7,608 feet long,
 built of timber and stone. The superstructure on 3,879 feet of this length has
 been replaced with concrete. A seawall 5,400 feet long was also built along the
 lake shore south of the harbor entrance, and a sand-catch pier of piles and
 stone built out from the shore 870 feet long. The maximum draft that can be
 carried June 30, 1898, at mean low water over the shoalest part of the locality
 under improvement is 20 feet.
 The commerce of Buffalo is enormous. It depends almost entirely upon
 the work of harbor improvements done by the United States.
 By the Sundry Civil Bill of 1897, $483,000 was appropriated, and was
 available July 1, 1897, for the extension of the breakwater southeastward to
 Stony Point, in according to the contract which is now in existence, a distance
 of 12,500 feet. In this extension there are to be two openings, one called the
 Middle entrance and the other the South Harbor entrance. The work is to be
 completed by January 1, 1901. The estimated cost is $1,765,451. The fiscal years
 ending in 1897 and 1898 must be considered largely as experimental and
 preparatory periods, and the next two fiscal years ending in 1899 and 1900 as
 the seasons of greatest activity, when the work will progress in all its
 branches at the maximum rates.
 The lake commerce of Buffalo is phenomenally large. Some details of
 the traffic are given in other chapters. In 1897 5,374 vessels entered at
 Buffalo, and 5,404 cleared; total, 10,778; tonnage, 11,299,091, an increase of
 245,885 tons over 1896. About 7,500,000 tons of freight are now received each
 year. Of this 80 per cent., approximately, consists of grain; 10 per cent. ore;
 10 per cent. lumber and miscellaneous. Shipments by lake approximate 3,000,000
 tons, consisting chiefly of coal. The total freight received and shipped by lake
 in 1897 was 10,748,204 tons.
 Receipts by lake in 1893 were 6,447,730 tons; 1894, 5,506,402 tons;
 1895, 5,581,428 tons; 1896, 6,864,097 tons; 1897, 8,062,151. Of the receipts,
 6,517,347 tons consisted of grain, flour, malt and seed products; 787,157 tons
 iron ore: 550,496 tons lumber and lumber products; 207,150 tons miscellaneous.
 Shipments by lake in 1897 were 2,686,053 tons, of which 2,234,329 tons were
 coal.
 By canal, receipts of freight at Buffalo, in 1896, were 398,191 tons;
 in 1897, 377,679 tons. Shipments of freight by canal in 1896 were 1,172, 552
 tons, and 830,285 tons in 1897.
 Dunkirk, now a city of over 10,000 inhabitants, was first settled in
 1805. Seth Cole was the pioneer. At the home of his widow, at the mouth of the
 creek, in July, 1812, was stationed a company of militia to protect the small
 commerce of the lake, salt boats and other small craft occasionally touching
 here. A salt boat, during the above mentioned month, was chased by a British
 cruiser, and entered the mouth of the creek. The cruiser anchored 500 yards from
 shore and lowered a boat with thirteen men to capture the salt boat. It was
 fired upon by the militia, and put back with a loss of ten men killed and
 wounded, it was claimed, but that report was never confirmed. A vessel is said
 to have entered the harbor as early as 1810. In 1818 a company, composed of
 Isaiah and John Townsend, DeWitt Clinton and others, bought 1,008 acres of land
 on the site of Dunkirk, surveyed a village, built a wharf and warehouse and made
 other improvements. The village in 1825 contained 50 people, and in 1830 the
 population was increased to 1,000. Dunkirk was originally called Chadwick's Bay,
 after Solomon Chadwick, one of the early settlers. The village was incorporated
 in 1837. There was considerable traffic here in the early years of the century,
 but the railroads drew off the trade. Dunkirk is now a manufacturing point of
 some importance.
 Dunkirk harbor -- The harbor at Dunkirk is naturally a
 simple indentation of the south shore of Lake Erie. It lies between point
 Gratiot on the west and Battery Point on the east, Between the two points is a
 distance of about 9,600 feet, and the maximum breadth of the bay behind the line
 of the two headlands is 3,600 feet. The general natural depth of water in the
 bay is about 10 feet. The bay is underlaid with rock at an average depth of 15
 or 16 feet.
 The original project of improvement was adopted in 1827, and provided
 for the construction of a pier running out from the west shore of the bay and a
 detached breakwater parallel with the pier and about 2,000 feet distant from the
 city. An opening between the two structures provided an entrance to the
 harbor.
 In 1870 a plan was recommended which provided for a detached
 breakwater 2,860 feet long, of which 2,300 feet was to be nearly parallel with
 the shore, the other 560 feet to be nearly parallel with the axis of the channel
 entrance. This breakwater and the pier previously built were to form a harbor,
 the channel of which was to be enlarged to a width of 170 feet, and made 13 feet
 deep.
 The project adopted by Congress, and provided for by the
 River-and-Harbor Act of June 3, 1896, consists of completing the breakwater as
 before planned by the addition of 360 feet to its eastern end, and adding the
 channel arm 560 feet long.
 Appropriations for improving the harbor at Dunkirk from 1827 to the
 present time have been as follows: 1827, $3,000; 1828, $6,000; 1829, $9,812;
 1830, $1,342; 1831, $7,102; 1832, $10,200; 1834, $4,000; 1835, $10,988; 1836,
 $11,000; 1837, $15,000; 1838, $10,000; 1844, $5,000; 1852, $30,000;
 1867,$100,000; 1869,$2,000; 1870, $25,000; 1871, $25,000; 1872, $25,000; 1873,
 $48,133; 1874, $35,000; 1875, $35,000; 1876, $18,000; 1879, $2,500; 1880,
 $10,000; 1884, $10,000; 1886, $20,000; 1888, $15,000; 1890, $20,000; 1892,
 $20,000; 1894, $20,000; 1896, $10,000; 1897, $398,258. Total, $962,337.
 Expenditures to June 30, 1898, were $820,518.
 The commerce of Dunkirk by water is quite limited at the present time.
 During the year 1895 the arrivals and departures of vessels numbered 69, with a
 total tonnage of 15,650 tons. The receipts by lake were 9,918 tons, of lumber,
 and there were no shipments. In 1896 arrivals were 21, tonnage 6,080. In 1896
 9,968 tons of lumber (5,692,000 feet b. m.) were received. There were no
 exports. In 1897, 101 vessels arrived and 96 cleared. The registered tonnage was
 14,745. Freight received in 1897 amounted to 25,498 tons, of which 10,664 tons
 were lumber and 14,826 tons stone. There were no shipments in 1897.
 Erie is one of the important harbors on Lake Erie, its progress in
 lake traffic in recent years being rapid. It is also one of the oldest ports on
 the lakes.
 The Bay of Presque Isle, forming the harbor of Erie, is a beautiful
 body of water about four and one-half miles long and from one and one-fourth to
 one and one-half miles in width. The long and narrow sand bank which divides it
 from the lake is known as the peninsula, or in French as Presque Isle, "almost
 an island." Misery bay is a small sub-division of the bay proper at its
 northeastern extremity. It was so named by Lieutenant Holdup during the war of
 1812, when the vessels of the Lake Erie squadron were anchored there. Here were
 sunk the Lawrence and the Niagara, of Perry's fleet. The former was raised and
 taken to the Centennial Exhibition in 1876; the latter still lies at the bottom
 of the bay on the east side. The peninsula is a low sand formation about six
 miles long and varying in width from 300 feet at the head, where it joins the
 mainland, to one and one-half miles at its widest part. It is covered with trees
 and bushes. Several breaks have occurred through the narrow points, and constant
 vigilance is exerted by the government to prevent storms from breaking through
 the narrow neck.
 The site of Erie was a prominent spot during the French and English
 struggle. A fort was erected at Presque Isle by the French in 1753, and another
 at Le Boeuf (now Waterford). These forts were surrendered to the English in
 1760. During Pontiac's war in 1763, both forts fell into the hands of the
 savages, that at Presque Isle surrendering June 22, five days
 after the fall of Le Boeuf. At Presque Isle in August, 1764, General Bradstreet,
 on his return from Detroit, made a treaty with the Delaware and Shawnee Indians.
 In April, 1792, a bill for the laying out of a town at Presque Isle was passed
 by the Legislature of Pennsylvania, but on account of Indian troubles it was not
 until 1795 that 200 men from Wayne's army landed at Presque Isle under command
 of Capt. Russell Bissell, and erected two block houses on the bluff overlooking
 the entrance to the harbor just east of the mouth of Mill creek. The town was
 laid out the same year and troops remained at the post until 1806. The first
 vessel launched at Erie was the Good Intent, built at the mouth of Mill creek in
 1799 by Capt. William Lee, Rufus S. Reed and others. She was sunk at Point Abino
 in 1806, with all on board. The Harlequin was built at Erie in 1800 by Eliphalet
 Beebe, and was lost the first season with her entire crew. About 1801 the
 Wilkinson, of 65 tons, was owned at Erie, and another early Erie vessel was the
 schooner Mary, of 100 tons, built in 1805.
 Erie is memorable for the fitting out of the fleet with which
 Commodore Perry, in 1813, won the battle of Lake Erie. Here were built, in that
 year, the sloops of war Niagara and Lawrence, the schooner-rigged pilot boat
 Ariel, and the gunboats Porcupine and Tigris. The other five vessels comprising
 the fleet, the brig Caledonia, sloop Trippe and schooners Ohio, Amelia and
 Somers were brought up from Black Rock. The new vessels crossed the bar early in
 August and on the morning of the 12th sailed up the lake to meet the enemy.
 Commodore Perry, at a dinner given him by the citizens of Erie, just before his
 departure, expressed a desire to return a victor or in his shroud. The badly
 wounded in the battle were taken to Erie, September 23, thirteen days after the
 battle. Here a portion of the squadron wintered.
 The first steamboat launched at Erie was the William Penn, of 200
 tons, May 18, 1826. She was the sixth on Lake Erie, and was built by the Erie
 & Chautauqua Steamboat Company. Gen. C. M. Reed built at Erie the
 steamboats Pennsylvania, in 1832, Thomas Jefferson, in 1834, and the James
 Madison, in 1836. The Madison is said to have cleared $30,000 on her first trip.
 The ill-fated steamboat Erie was built here in 1837 and the Missouri in 1840,
 all large, elegant, rapid and popular boats. In 1826 three steamboats and from
 two to ten schooners entered and cleared from Erie harbor each week. Lake
 traffic was stimulated in 1845 by the completion of the canal from Erie to the
 Ohio river. It continued until, by the completion of the Lake Shore road to
 Toledo in 1853, the tide of emigration was turned.
 The United States steamer Michigan was built at Erie in 1843-44, hers
 being the first iron hull ever set afloat on the Great Lakes. Until recently
 Erie was the station for the United States revenue cutters in service on the
 lakes. The first cutter was the Benjamin Rush of 30 tons, built at Erie, about
 1827. The second was the Erie of 62 tons, launched in 1833. She was succeeded in
 1846, by the iron steamer Dallas, which was removed to the Atlantic coast in
 1848. Six steam cutters were built in 1857.
 The first lighthouse upon the Great Lakes was erected at Erie in 1818
 on the bluff overlooking the entrance to the harbor. A new brick structure was
 built in 1858, and replaced in 1866 by a third building of stone. The light was
 discontinued in 1880, but restored in 1882.
 In its earliest traffic lake freight was landed at Erie on the sand
 beach near the mouth of Mill creek. Rufus S. Reed, one of the pioneers in the
 lake trade, constructed the first dock near the foot of Sassafras street, which
 has ever since been known as Reed's dock. The pier reached out from the shore to
 eight feet of water, which was all the depth then required to float any vessel
 on the lakes. The business at Reed's dock was greatly increased by the opening
 of the Erie Extension canal early in the forties. The opening of the canal led
 to the building of a series of docks, extending from the foot of State street
 east and west, later known as the public dock. The water lots, now occupied by the Anchor line and the Philadelphia & Erie docks, were
 utilized in 1866 by David Burton & Sons, the pioneer shippers of
 anthracite coal at Erie. The Anchor line commenced doing business at Erie in
 1868 with one small grain elevator. Its business has since grown to great
 magnitude. At Erie it has forty acres of dock property. The Pittsburg docks,
 Nos. 1 and 2, were opened in 1865, and soon developed an iron ore and bituminus coal trade. The Carnegie Company operates
 three wharves, and transacts a large business in iron ore. Several other docks
 add to the facilities of this port.
 The population of Erie in 1820 was 635; in 1830, 1,465; in 1840,
 3,412; in 1850, 5,858; in 1860, 9,419; in 1870, 19,646; in 1880, 27,737; in
 1890, 40,634.
 In its original condition the harbor of Erie was landlocked, the only
 entrance being to the east; the channel leading in and out was narrow and
 tortuous, variable in position, and with a depth of only about six feet.
 The project for the improvement of the harbor, as originally prepared
 in 1823, provided for closing the eastern end of the harbor by means of a
 breakwater, in which should be left an opening 200 feet wide, and for extending
 to deep water in the lake two parallel piers, one on each side of the opening.
 This project is substantially in force at the present time, excepting that the
 piers are 350 feet apart.
 The total amount expended upon the work for the improvement,
 preservation and maintenance of Erie harbor and its entrance to June 30, 1898,
 was $915,640.
 The results obtained were to establish and maintain a good entrance
 channel to Erie harbor, fixed in position and of a depth of 18 feet and at least
 275 feet wide, and a commodious deep harbor inside.
 Appropriations made for improving harbor at Erie from 1823 to the
 present time: 1823, $150; 1824, $20,000; 1826, $7,000; 1827, $2,000; 1828,
 $6,223; 1829, $7,390; 1831, $1,700; 1832, $4,500; 1833, $6,000; 1834, $23,045;
 1835, $5,000; 1836, $15,122; 1837, $15,000; 1838, $30,000; 1844, $40,000; 1852,
 $30,000; 1864, $15,000; 1866,
 $36,961; 1867, $25,000; 1868, $40,000; 1869, $22,275; 1870, $20,000;
 1871, $29,000; 1871, $10,000; 1872, $15,000; 1874, $20,000; 1875, $80,000; 1876,
 $40,000; 1878, $25,000; 1879, $25,000, 1880, $25,000; 1881, $20,000; 1882,
 $20,000; 1884, $50,000; 1886, $37,500; 1888, $83,000; 1890, $40,000; 1891,
 $4,716; 1892, $40,000; 1894, $10,000; total, $946,584.
 Receipts at Erie by lake in recent years have been as follows : 1891,
 917,763 tons; 1892, 1,399,103 tons; 1893, 1,175,732 tons; 1894, 1,240,748 tons;
 1895, 1,397,517 tons; 1896, 1,719,785 tons; 1897, 2,422,041 tons. Iron ore
 receipts increased from 441,669 tons in 1891 to 1,442,756 tons in 1897. Flour
 and grain constitute most of the remaining receipts. Shipments increased from
 756,452 tons in 1891 to 873,910 tons in 1897. The shipments are mainly coal, 70
 per cent, of which is anthracite and 30 per cent, bituminous.
 Vessels arriving and departing in 1887 were 1,221, with a tonnage of
 1,451,767; in 1897, 3,133, with a tonnage of 4,051,984.
 Presque Isle Peninsula forms the harbor at Erie, which is a landlocked
 bay about five miles long and of a maximum width of one and one-half miles. The
 peninsula is a low sand formation about six miles long, and varying in width
 from 300 feet at the neck, which unites the main body of the peninsula to the
 mainland, and is nearly two miles long, to one and one-half miles at its widest
 part. The preservation of this peninsula is of vital importance to the
 preservation of Erie harbor, and the preservation of the peninsula resolves
 itself into the preservation of the neck at the western end of the
 peninsula.
 In a report upon the examination of Erie harbor made in 1885, it was
 recommended that the neck of this peninsula be protected by a breakwater, and
 that the movement of sand around the eastern end of the peninsula, which
 threatened to close the entrance to the harbor, be arrested by the construction
 of jetties perpendicular to the shore of the peninsula, at an estimated cost of
 $173,044.
 Work on this project was, in October, 1889, discontinued because it
 was found that structures built could not withstand the violence
 of the storms. In the spring of 1896, a plant growth was started on the more
 exposed portions of the neck to catch the drifting sand, and thus increase the
 width and height of the neck, rendering it less liable to a breach from the
 waves, and to increase its resistance to erosion.
 There were planted in 1896 1,000 Carolina poplars, 200 Wisconsin
 willows, 200 yellow locusts, and 200 Scotch pines, besides grass seed of
 different kinds. At the close of the fiscal year an examination of the trees
 planted was made, when it was found that all the Carolina poplars were growing
 vigorously except six, which had been destroyed by tramps; the locusts were all
 growing vigorously; the Wisconsin willows were all doing well, except seven that
 had been destroyed by tramps; but the Scotch pines were not doing so well,
 fifty-two out of the 200 having died. The experiment was successfully extended
 in 1897 and in 1898. In the spring of 1898 2,000 honey-locust trees were planted
 and 200 willow cuttings. The preservation of the neck of the peninsula by the
 utilization of plant growth is confidently expected, thereby causing the
 peninsula to become higher and wider.
 Conneaut, the Lake Erie harbor, which has risen to great importance as
 an iron ore and coal port during the past year or two, was the Plymouth of the
 Western Reserve. Here, at the mouth of Conneaut creek, the first surveying party
 landed July 4, 1796. The party numbered fifty-two, led by Moses Cleveland, agent
 for the company. The next day a large log building was erected on the sandy
 beach and named "Stowe Castle" after one of the party, Joshua Stowe, the
 commissary. The name Conneaut in the Seneca language signifies "many fish," and
 was originally applied to the river. One of the party, Amzi Atwater, described
 the spot as a "mere sand beach overgrown with timber, some of it of considerable
 size." The mouth of the creek was frequently choked up with a sand bar so that
 no visible harbor appeared for several days. This would only happen when the
 streams were low and after a high wind, either down the lake or directly on
 shore for several days. As soon as the wind had subsided, and the water in the
 streams had sufficiently risen, they would often cut their way through the bar
 in a different place and form new channels. Thus the mouths of the streams were
 continually shifting until the artificial harbor was built.
 Judge James Kingsbury arrived soon after the surveying party, and
 wintered with his family at this place. He was compelled by business to return
 to New York that fall, and was delayed by illness from rejoining his family. He
 arrived in the dead of winter to find a child born in his absence, dead from
 starvation, and his wife almost on the point of death from the same cause. The
 first permanent settlement was made in Conneaut in 1798. Some thirty Indian
 cabins were then standing at the mouth of the stream.
 In 1846 Conneaut harbor was an important shipping point. It had a pier
 with a lighthouse upon it, two forwarding houses and eleven dwellings. It was a
 frequent stopping place for steamers. Its recent growth has been the result of
 railway traffic. The Nickel Plate railroad shops are located here, and when the
 Pittsburg, Bessemer & Lake Erie road was completed to the great furnaces
 of the Carnegie Steel Company, the assurance of an immense ore traffic was
 possible.
 Soon after the first government appropriation for the improvement of
 Conneaut creek, the marine fraternity began to develop an ambition to make it a
 ship building center, and in 1830 a small schooner was built and launched under
 the name of Farmer. She was lost during a great freshet or flood in Chicago
 river. The schooner New Connecticut was the next vessel built there, followed by
 the commercial steamers Lady of the Lake and Conneaut Packet, schooner J. B.
 Skinner, sloops Humber and Red River, schooner North America, steamers Wisconsin
 and Constitution, brigs Sarah C. Walbridge, Lucy A. Blossom Banner (the largest
 vessel on the lakes at the time), schooners Dan Marble, Telegraph, Traveler, and
 bark Stambach, brig Belle, and schooner J. W.
 Brown, all constructed previous to 1850. Since that year
 there were many vessels constructed, notably the schooners Nightingale,
 Snowdrop, brig Greyhound, schooners Mary M. Scott, Henry M. Kinney, scows
 Seabird and Times, schooner Ann Maria, schooner Zouave, barks Rosenberry,
 Oga-ritta, Monitor, scows Indianola, Tom Swayne, May Guthrie, schooners T. B.
 Rice, Valentine, Kate Gillett (now the Horace Badger), Conneaut and M.
 Capron.
 Conneaut harbor is at the mouth of Conneaut creek, 13 miles east of
 Ashtabula harbor, and within a short distance of the boundary line between Ohio
 and Pennsylvania. It was known early in the century as Conneaut creek, and has,
 from time to time, received government aid, but developed little business prior to 1892. Originally the channel over
 the bar was but two feet in depth. The first appropriation was made March 2,
 1829, of $7,500 for the improvement of the navigation of Conneaut creek, "by
 removing the bar at the mouth of the same." Under this appropriation
 improvements were commenced, and were continued at intervals until 1880, the
 amount appropriated and expended during this time being $112,629. As a result of
 these improvements the channel increased its depth from two feet to a usual
 depth of eight feet, and in favorable circumstances the depth was sometimes 11
 feet. From 1880 to 1892 the business of the port did not justify further
 expenditure, and the work already done was permitted to go to decay and
 ruin.
 In 1892 a project was adopted for extending parallel piers 200 feet
 apart to a depth of 17 feet in the lake, the estimated cost being $500,000.
 There had been expended by June 30, 1896, the sum of $79,819, out of a total of
 $120,000 appropriated. During the year 1896 there was completed a part of the
 east pier 600 feet in length, and an extension 526 feet long was made from the
 inner end to form a substantial revetment to the channel bank.
 The Pittsburg, Shenango & Lake Erie Railroad Company, now the
 Pittsburg, Bessemer & Lake Erie, has within the past few years made this
 harbor a terminus on the lake, and has expended a large amount of money in
 improving the harbor by dredging and construction, by which means the commerce
 of the port has largely increased. This harbor is well situated with reference
 to the transfer of ores by water and rail from the mines to the furnaces, as
 well as for return freights of coal. This harbor enjoys one great advantage over
 most others on the south shore of Lake Erie, and that is the water here is more
 uniformly of the same depth throughout the season than elsewhere, because the
 high west winds do not lower it here as they do in harbors further to the
 west.
 It was in 1892 that commercial interests again began to develop at
 Conneaut harbor. Early in the year Capt. Erastus Day, of Cleveland, went there
 in the interest of the Pittsburg, Bessemer & Lake Erie Railroad Company,
 and began the work of deepening the channel and building docks. This proved to
 be a labor of many difficulties as there was no railroad laid to the harbor upon
 which to transport timber and piles, necessitating the alternative of floating
 all material to be used down the river by means of raft or scow. Before the
 close of the season, however, the river was dredged, dock room completed and
 three Brown hoists erected. On November 3, 1892, the
 first cargo of ore, 1,130 tons, arrived on the steamer C. J. Kershaw. Since that
 time, under Captain Day's industry and supervision, Conneaut harbor has been
 provided with the best modern appliances for the speedy handling of ore, coal
 and railroad iron, the latter being handled by means of an ingenious patent
 invented by Captain Day.
 The machinery for loading and discharging ore and coal comprise nine
 Brown hoists, six King hoists and conveyors, twelve hoists of the McMyler fast
 plant for transferring from vessels into cars, ten whirlers and one coal car
 dump of an improved type. The railroad company is about to dredge a new slip
 1,200 feet long on the east side of the river, and construct docks upon which
 will be erected twelve additional hoisting and conveying machines, and the river
 spanned by a railroad bridge at its intersection with 
 slip No. 1. The new slip will have double berths, beside two thousand
 feet of dock front on the river.
 The railroad from Conneaut to the coal and iron districts near
 Pittsburg, Penn., has recently been greatly improved, both in curves and grades,
 and equipped with the patent hopper cars, which greatly add to the speedy
 transport of ore. It may be said that some of the largest industries in the
 country are developing Conneaut harbor as a port for the transfer of coal and
 iron.
 Appropriations for improving Conneaut Harbor. -- 1829, $7,500; 1830,
 $6,135; 1831, $6,370; 1832, $7,800; 1836, $2,500; 1837, $5,000; 1838, $8,000;
 1844, $5,000; 1852, $10,000; 1866, $20,513; 1867, $10,000; 1869, $8,910; 1870,
 $6,000; 1873, $400; 1874, $1,500; 1875, $1,000; 1880, $6,000; 1892, $40,000;
 1894, $40,000; 1896, $40,000. Total, $232,629. Expended to June 30, 1898,
 $231,643.
 Vessels entering the harbor in 1896 were 582, with a tonnage of
 761,634; vessels entering in 1897, 668; tonnage, 939,173. During 1897 560,198
 tons of freight were received and 29,700 tons shipped, a total of 589,368, as
 compared with 443,031 tons for 1896. Of the receipts in 1897 551,417 tons were
 iron ore, and of the shipments 29,170 tons were coal.
 Ashtabula harbor. -- In the year 1796 a surveying party was sent out
 from the colony of Connecticut for the purpose of discovering desirable points
 on Lake Erie for the location of harbors and for early settlement. That was the
 date when the first craft under the control of white men entered the harbor
 where the prosperous commercial city of Ashtabula now stands, and sailed up the
 river. A good report relative to this locality was made by this expedition, but
 no further decisive steps were taken relative to its improvement for several
 years. In 1801 Judge Austin, an adventurous frontier settler, sailed into the
 harbor from Buffalo in a small boat, and located. He was followed a year later
 by the Rev. Joseph Badger, who, after shoveling a channel through the bar at the
 mouth of the river, succeeded in landing a boat load of goods, and quite a
 flourishing settlement soon sprang up. For the next twenty years small crafts,
 owned and manned by settlers frequented the port, but there was no general
 commerce.
 Congress, in 1826, made the first appropriation for the improvement of
 Ashtabula harbor, $12,000 being the sum granted for that purpose. This was
 expended under the direction of M. Hubbard, a dike being built and the east pier
 commenced in the following year. From this time until railroads were built, in
 1872, no considerable growth or enterprise attached to Ashtabula, and even the
 small business of the port declined from 1845 to 1872, and the harbor began to
 present the appearance of a decaying village. The cause of this decline was the
 opening of railroads.
 In 1853 the Ashtabula & New Lisbon railroad was incorporated
 and work commenced, but was not opened for traffic until 1873. One year later it
 was leased to the Pennsylvania Company for ninety-nine years. In 1872 the Lake
 Shore built the Jamestown and Franklin division from Ashtabula to Oil City and
 Youngstown, reaching the iron and coal regions so that Ashtabula harbor became
 the terminus on the lake of two southern railroads almost simultaneously. The
 effect was instant. The shipping, which had before amounted to little, assumed
 good proportions, and the harbor began a wondrous growth. The small village of a
 few hundred inhabitants became a prosperous city of from 12,000 to 14,000.
 With the advent of the southern railroads began the receiving of iron
 ore and the shipping of coal which have since made the harbor famous. The
 Pennsylvania Company at first built about two hundred feet of docks on the west
 side of the river and the Lake Shore company the same on the east side. Ore was
 then discharged from vessels by buckets raised by tackle and horse power, and
 coal was loaded by use of the wheelbarrow. This process being necessarily slow,
 vessels were detained, and it was soon found necessary to introduce improvements
 to facilitate the handling of cargoes. This was done gradually, until Ashtabula
 harbor possessed the latest improvements for loading and discharging cargoes of coal and ore, respectively. It is during the past nine years
 that the harbor has made her great record as a receiving and shipping port.
 Ashtabula has never been noted as a shipbuilding port although there
 are two ship yards located there, the one owned and managed by Capt. John P.
 Devney, succeeding his father, Capt. James Devney, who died in 1894. The other
 yard, on the west side of the river, is owned by J. G. Laird & Sons.
 Both yards do general repair work and are kept comparatively busy, owing to the
 great amount of tonnage entering and clearing at the harbor. The last vessels
 built for commerce were launched in 1868, but a number of tugs have been built
 since then, the last one constructed at Devney's being the Sunol, while Laird
 launched the William D., in 1892.
 Previous to 1826 the natural conditions at the mouth of this creek
 varied from time to time. In the summer of that year the depth of water over the
 bar was but two feet, and the rock bottom was nine feet below the surface of the
 water. Improvements were that year commenced by confining the channel over the
 bar between piers of timber cribs filled with stone. The appropriation of May
 20, 1826, was $12,000, and was made for removing obstructions at the mouth of
 Ashtabula creek. The work has since been continued by repairing, extending and
 modifying as the increase of commerce made necessary. The piers were 168 feet
 apart.
 In 1891 a new and enlarged project was adopted to widen the outer part
 of the channel 45 feet, so as to make the distance between the piers 213 feet;
 to extend the piers to a depth of 22 feet in the lake; to remove the rock bottom
 to a depth of 20 feet, and to rebuild the superstructure of part of the west
 pier at an estimated cost of $325,000.
 At the end of the fiscal 1897 year work was in progress constructing a
 section of west breakwater, shore end, 432 feet long and 30 feet wide. The
 effect of the small section of breakwater, both upon the bar and upon the seas
 in westerly winds, is already apparent and beneficial, although it was hardly
 anticipated that so small an amount by itself would produce any appreciable
 effects.
 Appropriations for improving Ashtabula harbor have been as follows:
 1826, $12,000; 1828, $2,404; 1829, $6,940; 1831, $7,015; 1832, $3,800; 1833,
 $3,400; 1834, $5,000; 1835, $7,591; 1837, $8,000; 1838, $8,000; 1844, $5,000;
 1852, $10,000; 1853, $43; 1866, $24,709; 1867, $54,000; 1871, $15,000; 1872,
 $15,000; 1873, $16,000; 1874, $35,000; 1875, $25,000; 1876, $5,000; 1878,
 $12,000; 1879, $9,000; 1880, $20,000; 1881, $20,000; 1882, $20,000; 1884,
 $22,500; 1886, $30,000; 1888, $25,000; 1890, $40,000; 1892, $70,000; 1894,
 $75,000; 1896, $50,000; total, $662,402. Expended to June 30, 1898,
 $661,147.
 During 1897, 1,715 vessels, with a registered tonnage of 2,280,771,
 arrived at Ashtabula; 1,720, with a tonnage of 2,329,828, departed. Freight
 received during 1897 was 3,381,107 tons, of which 3,365,699 tons were iron ore.
 Shipments were 935,564 tons, including 926,904 tons of coal.
 The growth of the iron ore traffic at Ashtabula is shown in the
 chapter devoted to iron ore.
 Madison dock was a pier built out into the lake in front of the town
 of Madison, about 18 miles west of Ashtabula and 12 miles east of Fairport, for
 the shipment of staves, lumber and produce from that neighborhood.
 Fairport harbor. -- The mouth of Grand river, or Kichisibi (big
 river), as the Indians termed it, is 28 miles southeast by east of Cleveland. At
 that spot Fairport, one of the great ore depots of Ohio, is located. Fairport
 was a growing settlement in 1818, and in 1820, in point of size and enterprise,
 it ranked second to none in the northern part of Ohio, and bid fair to distance
 its competitors for commercial honors along the shores of Lake Erie in the race
 for supremacy.
 With the lapse of time Fairport became quite an important ship
 building point, many good vessels having been launched there. It is now the
 "port of hail" of many of the large vessels owned in Cleveland and
 in other contiguous ports, it is thought, on account of tax considerations.
 A few years ago representative ore men of Pittsburg, headed by Henry
 W. Oliver, a well-known ore dealer, actively engaged in an enterprise to develop
 the harbor facilities at that port.
 Two years later these representatives purchased a valuable tract of
 land fronting on Grand river, and in 1887 commenced dredging, constructing docks
 and making other general improvements. They also continued for a number of years
 in putting up machinery for handling ore and coal.
 The "narrow gauge" Painesville & Youngstown railway was, in
 1886, rebuilt from Fairport to Niles, a distance of fifty-two miles, with all
 bridges, trestles, water-tanks and sidetracks, and had a standard-gauge train
 running between the two points forty-five days after commencing work.
 Attention was turned to the making and dredging of an ore and coal
 slip in 1890. It is 1,000 feet long and 300 feet wide, and with its machinery is
 considered one of the most convenient slips on the lakes. It is capable of
 accommodating six vessels at one time. Since its first projection a continuous
 line of dockage extends from the government pier 6,000 feet inland along the
 eastern front of the river, at the terminus of which is the slip mentioned
 above. The company has five sets of Brown hoists on their docks, and can put a
 rig into a vessel at any point. It has thirty-seven McMyler hoists, two steam
 shovels, two locomotives, a large machine shop and an electric-light plant -- in
 fact, it is one of the best equipped plants for the purpose on the lakes. A
 large gas well furnishes light and fuel for the coal dock, which is equipped
 with six McMyler hoists, besides a patent dumping machine. Their ample dock room
 for ore makes extra labor unnecessary, and insures good despatch for
 vessels.
 Ore is also handled by the Pennsylvania & Lake Erie Dock
 Company; and coal by the Pittsburg, Fairport & Northwestern Dock
 Company, both of which are controlled by Pittsburg capitalists, with their
 general offices in that city.
 Statistics show that since the docks have been in operation about a
 million tons of ore and three hundred thousand tons of coal ore handled
 annually. Coal and ore are not the only industries of this point. On the west
 side of the river, about one-half mile from its mouth, in Richmond, has been
 erected a grain elevator of one million bushels capacity, fully equipped with
 steam and electrical appliances. Adjacent to this, and erected at the same time,
 are two large freight houses built entirely of steel, each fronting on the river
 for a distance of 460 to 500 feet. These buildings were erected by the Baltimore
 and Ohio managers for service in their lake trade. Manufacturing interests are
 increasing rapidly.
 Grand river is navigable for small vessels for a distance of two miles
 above its mouth. Previous to 1825 the mouth of this river was more or less
 obstructed by sand bars which occasionally closed the mouth entirely during the
 summer months when the outflow was small. In 1825 this sand bar was so hard and
 dry that it was used as a roadway for crossing the river; but in that year plans
 were made to protect the channel and confine the current by parallel piers of
 timber work filled with stone extending across the bar.
 By Act of Congress of March 3, 1825, an appropriation was made of
 $1,000 for "completing the pier at the mouth of Grand river," from which it is
 inferred that this pier was begun by private enterprise; and from that time on
 up to July 1, 1892, the plans were modified and extended. At that time a project
 was adopted to extend the piers out into the lake to a depth of 18 feet. The
 width between these piers varies from 200 feet at the extreme end of the old
 piers to 185 feet, which is the general distance they are apart. The
 construction of a breakwater was authorized in 1896, and since commenced.
 The situation of Fairport is such that bars form around and between
 the piers nearly every spring and fall, and while the amount of material thus
 collected is not large, yet its removal has to be made when the difficulty of
 doing so is the greatest, on account of the continuous winds. It is confidently
 believed that the construction of the breakwaters will entirely
 prevent the formation of bars by the action of winds and waves, though it will
 of course not effect any reduction of material which may be brought down the
 river.
 Appropriations for improving Fairport harbor have been as follows:
 1825, $1,000; 1826, $5,620; 1828, $9,135; 1830, $5,563; 1831, $5,680; 1832,
 $2,600; 1834, $10,000; 1836, $6,000; 1838, $10,000; 1844, $10,000; 1852,
 $10,000; 1864, $24,453; 1866, $24,072; 1867, $60,000; 1874, $20,000; 1875,
 $15,000; 1876, $5,000; 1878, $5,000; 1880, $3,000; 1881, $10,000; 1882, $10,000;
 1884, $10,000; 1886, $18,750; 1888, $10,000; 1890, $20,000; 1892, $35,000; 1894,
 $20,000; 1896, $30,000. Total, $405,873. Expended to June 30, 1898, $377,384.
 Balance unexpended July 1, 1898, $28,489.
 Fairport harbor is an important one, being the third in handling iron
 ore, and the fifth in amount of water freights. The draft of the largest vessels
 using this harbor is 20 feet. In 1895 the number of vessels entering and leaving
 this port was 1,532, and the total registered tonnage was 2,184,982 tons. In
 1897, 523 vessels with a registered tonnage of 887,543 arrived; 492 vessels with
 790,006 registered tons cleared. Freight received in 1897 reached 1,565,906
 tons, of which 1,128,198 tons were iron ore; 268,098 tons, grain; and 169,610
 tons merchandise. Shipments were 185,318 tons of coal.
 Cleveland. -- The city of Cleveland originally comprised lands
 purchased by the Connecticut Land Company, and formed a portion of what was
 termed the Western Reserve.
 On July 22, 1796, Gen. Moses Cleveland entered the mouth of the
 Cuyahoga river from the lake. At that period the passage was very uncertain by
 reason of shifting sand bars, which were driven across the mouth by currents
 from the east. At times it was possible for persons to cross from shore to shore
 without the aid of boats.
 In 1805 the west side of the Cuyahoga was ceded to the State by
 treaty, and the same year Cleveland harbor was made a port of entry and classed
 within the Erie,
 Penn., district. It was at this time that Hon. Gideon Granger said:
 "In fifty years this will be the site of an extensive city, and vessels will
 sail directly from this port to seaports on the other side of the Atlantic
 ocean." This prophecy has been fully verified as to both salient points, the
 growth of a great city and the departure of the vessels. The first vessel to
 depart for the ocean from the port of Cleveland was the brigantine Eureka, Capt.
 William Monroe, in the spring of 1849, with passengers bound for San Francisco,
 Cal., and the first vessel to leave this port for Liverpool was the schooner
 Vanguard, Capt. A. Davis, with staves, in 1859, both of which reached their
 destination.
 The first vessel built at Cleveland was the Zephyr, 30 tons, by
 Lorenzo Carter, in 1808. She was destroyed by fire at Con-gocketa creek, near
 Black Rock, N. Y. The next was the Ohio, 60 tons, in 1810. She was one of
 Commodore Perry's gunboats, but did not take part in the battle of Lake Erie
 September 10, 1813. The Pilot was built by Philo Johnson, in 1821; the Prudence
 by P. Taylor, in 1821; the Macedonia, 60 tons, by John Blair, in 1826; and the
 Lake Serpent, 40 tons, by Captain Burtiss, who sailed her that year.
 On July 31, 1818, the first steamboat entered the harbor of Cleveland,
 the Walk-in-the-Water, sailed by Captain Fish. Her advent was greeted by salvos
 of artillery.
 From the above chronological sequence has grown one of the most
 important harbors on the lakes, when it is considered in the light of its
 commercial enterprise and ship-building industry. It was not until artificial
 changes were made at the mouth of the Cuyahoga river, that Cleveland gained any
 manifest advantage of location. The first government appropriation, March 3,
 1825, of $5,000, was exhausted in the construction of a single pier from the
 east shore of the river; but no reliable entrance was obtained, as the water in
 the river was frequently so shallow that it was customary for vessels to lie off
 in the lake and transfer their cargoes to the docks by means of flatboats. In
 1827 Mr. Walworth, who was harbor master and collector of customs, 
 was sent to Washington, and succeeded in having an additional sum of $10,000
 granted for harbor improvements. A channel was then dredged and the river made
 to flow on the east side of the first or east pier, and another pier was run out
 on the east side of the new or straight channel. In 1854, during which year Ohio
 City, on the west side of the river, was annexed to Cleveland, a project, on a
 small scale, was commenced for widening the river.
 The next new improvement of consequence was the construction of the
 west breakwater, for the commencement of which Congress, in 1875, appropriated
 $50,000, in addition to $3,000 which had been provided in 1870 for a survey. The
 appropriations previous to the adoption of the project for a harbor of refuge
 reached the sum of $346,882, and subsequent to that time $1,756,750, making a
 total of $2,103,632.
 Appropriations for improving Cleveland harbor have been as follows:
 1825, $5,000; 1827, $10,000; 1829, $12,179; 1830, $1,786; 1831, $3,670; 1832,
 $6,600; 1834, $13,315; 1836, $15,006; 1837, $10,000; 1838, $51,856; 1844,
 $25,000; 1852, 30,000; 1853, $146; 1864, $20,000; 1866, $59,806; 1868, $17,000;
 1869, $13,380; 1870, $20,000; 1871, $636; 1873, $1,000; 1874, $30,500; 1875,
 $50,000; 1876, $58,000; 1878, $100,000; 1879, $100,000; 1880, $125,000; 1881,
 $200,000; 1882, $175,000;1884, $100,000; 1886, $93,750; 1888, $100,000; 1890,
 $75,000; 1892, $100,000; 1894, $50,000; 1896, $30,000; 1897, $350,000; 1898,
 $294,000. Total of appropriations, $2,397,631.
 The shore arm of the west breakwater was built from 1876 to 1881, and
 is 3,130 feet long; the main or lake arm, 4,030 feet long, from 1881 to 1887,
 and the east breakwater, 2,490 feet long, from 1888 to 1893. An extension of the
 east breakwater has been asked for by the manufacturing and kindred interests as
 far east as Wilson avenue, thence to lead in to the shore line. A light was
 placed on the east pier in the year 1869, and one on the west breakwater in
 1885.
 The Supreme Court of Ohio has granted to the city of Cleveland
 permission to issue bonds in the sum of $500,000 for the purpose of widening and
 deepening the channel of the river. Part of this work has been done, that is,
 between the viaduct and the Main street bridge. Relative to Colonel Smith's
 project for widening the river entrance, it is his purpose to remove the old
 pier on the west side and build a solid concrete structure 100 feet west 6f the
 present line, with a box-filled foundation, in every respect like the east
 pier.
 Nature has done much for Cleveland harbor, and with the completion of
 the breakwater east and west of the entrance to Cuyahoga river it will become
 one of the best harbors of refuge on Lake Erie. There is no harbor on this lake
 to which a vessel captain will as readily make for during the prevalence of a
 living gale. It is free from the maximum force of the tempests which sweep
 without hindrance along the other lake harbor entrances. It is in a shallow
 "bight" and when vessels are inside the protecting arms of the U they ride with
 comparative safety.
 Cleveland has a lake frontage of eight miles, and a river frontage of
 sixteen miles. More than a mile of this is taken up in passenger and freight
 boat landings, warehouses and grain elevators, the balance being devoted to
 furnaces, limekilns, and the handling of immense
 quantities of iron ore, coal and lumber, which products are the backbone of the
 city's commercial prosperity. There are four large ore-receiving docks, and
 numerous coal docks, all equipped with the best modern machinery for loading and
 discharging cargo. These are owned by the Cleveland & Pittsburg Railroad
 Company, New York, Pennsylvania & Ohio, Messrs. Corrigan, McKinney
 & Co., and the Cleve-laud Rolling Mill Company.
 Cleveland, during the last ten years, has been the greatest
 shipbuilding center on this continent. More vessel property is also owned there
 than in any other city, and thousands of tons of vessel property owned in
 Cleveland ostensibly hails from other ports. The principal shipbuilding firms of
 Cleveland during later years were Thomas Quayle's Sons, Presley & Co.,
 both of which built wooden boats, and the Globe Iron Works Company
 and the Cleveland Ship Building Company, builders of iron and steel vessels. The
 latter company recently removed its plant to Lorain, leaving but the steel plant
 of the Globe Iron Works in Cleveland.
 The total freight tonnage of Cleveland in 1895 was 5,282,599; in 1896,
 5,522, 111; in 1897, 6,118,731 tons. Total registered tonnage of vessels
 entering and departing in 1895 was 5,649,537; in 1896, 5,991,656; in 1897,
 6,556,455.
 During the season of 1897, 3,379 vessels arrived at Cleveland, having
 a registered tonnage of 3,257,492; 3,852 vessels departed, registered tonnage,
 3,298,963. Freight received in 1897 aggregated 3,739,281 tons, including
 2,770,265 tons of iron ore, 465,115 tons of lumber, and 213,007 tons of stone.
 Shipments for the season aggregated 2,367,592 tons, including 2,028,243 tons of
 coal.
 In recent years the Great Lakes have been represented in journalism by
 two able weekly newspapers, both published in Cleveland, the older of these two
 being the Marine Record. It was established in 1878, and for many years was
 published and edited by A. A. Pomeroy. It is now published by the Marine Record
 Publishing Company, of which George L. Smith is president. C. E. Ruskin is now
 manager, Captain John Swainson being editor.
 The publication of the Marine Review was commenced in
 1890, the initial number appearing March 6 of that year. John M. Mulrooney and
 F. M. Barton were the publishers, Mr. Mulrooney filling the position of editor,
 Mr. Barton being business manager. The partnership continued until July, 1898,
 when Mr. Mulrooney became sole proprietor by purchasing the half-interest of his
 partner.
 The lakes also have two annual publications: Beeson's Marine
 Directory, which has been published by Harvey C. Beeson, Chicago, since 1890,
 and the Blue Book of American Shipping, published since 1896 by Mulrooney
 & Barton, Cleveland, Ohio.
 Lorain has been a promising port for many years. Its
 nucleus, Black River, was of some importance as early as 1818, and in 1828 a
 great ship-building industry was carried on there, the brig Globe having been
 built that year. Many good vessels have been turned out since that date. It was
 also a noted place for the shipment of staves, etc., and numerous cargoes of
 Black River staves found their way to the European markets, in vessels built at
 that port.
 The excellent natural harbor attracted vesselmen, and in 1871 the
 Cleveland, Lorain & Wheeling Railroad Company, then known as the
 Tuscarawas Valley road, reached the lake at Lorain. This road has a dock
 frontage of almost a mile in extent besides numerous sidings and storage tracks
 on the water front, and its facilities for handling coal and ore have been
 increased during the last year by the erection of improved machinery, so that
 the capacity in that way equals about 12,000 tons per day. The location at
 Lorain of the Johnson steel plant, on June 10, 1894, at which time the site was
 decided upon and stakes driven, greatly brightened the future for the little
 port. The site selected is about two miles from the mouth of the river, and
 about 4,000 acres of land was secured, 1,700 of which was set aside for
 manufacturing purposes, one-third being on the north bank of the river, the
 remaining 1,200 acres comprising a continuous tract bounded on two sides by the
 river, and a third by the Cleveland, Lorain & Wheeling railroad. The
 total river frontage, therefore, is about six miles, half of which is navigable
 water.
 The sole request made of the town of Lorain by the Johnson Company to
 justify this immense outlay of capital was that the municipality should take
 such action as would provide for the immediate and future improvement of the
 river. This was promptly acceded to, and by ordinance harbor and dock lines were
 at once adopted which should straighten the river channel; to dredge immediately
 a channel sufficient to accommodate the largest lake vessels for a distance of
 four miles from the river mouth, and thereafter, as rapidly as was
 consistent with financial conditions, proceed with the widening of the channel
 to the dock lines. This promise has assured for Lorain one of the finest harbors
 on Lake Erie, and its fulfillment to the letter is already assured in a very
 short time. Already a channel ninety feet in width and sixteen feet deep has
 been opened for a distance of three and a half miles from the mouth of the
 river.
 Another important factor of the growth of Lorain as a port is the
 removal of the Cleveland Ship Building Company of its large and complete steel
 ship-building plant to that port. It has constructed two dry docks, capable of
 accommodating the largest vessels on the lakes. The transfer of the plant took
 place in 1897, the James Watt being the last steamer constructed by the company
 while the plant remained in Cleveland.
 Harbor improvements at Lorain were commenced, in 1828, by the
 construction of parallel piers of wooden cribs filled to protect and confine the
 channel over the bar. As the demands of navigation increased the plans for the
 improvements here were modified and extended. By 1892 the piers had been
 extended to a depth of 16 feet in the lake, and the channel ordinarily had the
 same depth in the middle between the piers.
 Appropriations for improving Black River harbor have been as follows:
 1828, ,$7,500; 1830, $8,559; 1831, $9,275; 1832, $8,000; 1833, $2,400; 1834,
 $5,000; 1835, $4,400; 1836, $6,660; 1837, $6,410; 1838, $5,000; 1852, $5,000;
 1864, $20,000; 1866, $10,000; 1872, $20,000; 1873, $20,000; 1874, $20,000; 1875,
 $10,000; 1876, $6,000; 1878, $1,000; 1880, $1,000; 1881, $7,000; 1882, $7,000;
 1884, $10,000; 1886, $10,000; 1888, $10,000; 1890, $12,000; 1892, $20,000; 1894,
 $10,000; 1896, $30,000. Total, $292,204. Expended to June, 1898, $292,202.
 Balance unexpended July 1, 1898, $2.
 During the season of 1897, 779 vessels, having a registered tonnage of
 495,085, arrived, and 818 vessels, with 460,426 registered tons, cleared.
 Freight received by lake in 1897 amounted to 435,357 tons, of which 394,511 tons
 were iron ore; 21,908 tons lumber, and 13,440 tons limestone. Shipments were
 207,224 tons, consisting of 195,000 tons of coal, 2,480 tons of steel billets,
 and 9,744 tons of steel rails. The shipments of steel products will doubtless
 greatly increase in the near future. The total freight tonnage in 1897, 642,581,
 is an increase of 77,362 over 1896.
 Vermilion harbor is near the mouth of Vermilion river,
 which flows into Lake Erie about 20 miles east of the entrance to Sandusky bay.
 When improvements were commenced here in 1836 there was less than two feet of
 water over the bar at the mouth of this river. The first work done was to
 construct parallel piers 125 feet apart over the bar and into the deeper water.
 These piers were repaired from time to time until 1874, when the east pier had
 obtained a length of 1,075 feet and the west one of 1,125 feet, a total length
 of 2,200 feet, and they extended to a depth of 12 feet into the lake. The
 channel had also been deepened occasionally by dredging.
 Since 1874 no additional length has been given to the piers, but the
 rock and other material between them and on into the lake has been dredged to
 give a depth of 14 feet of water. This was previous to 1879. Up to this time the
 work for construction, repair and maintenance had been carried on under eleven
 appropriations, amounting to $113,701, and since 1879 the money spent has been
 for repairs. From June 14, 1880, to June 30, 1898, the appropriations amounted
 to $19,000. Total appropriations since 1836 have been $132,701; expenditures,
 $132,681.
 Vermilion harbor is not a commercial port, but it is used to a small
 extent by boats engaged in fishing, and vessels often lay up there for the
 winter or for repairs. The draft of the largest vessels using this harbor is
 eleven feet. There is a lighthouse of the fifth order on the west piers.
 The freight tonnage of 1895 was 3,668 tons; 1896, 3,482 tons; 1897,
 3,826 tons. Receipts are chiefly lumber, and shipments fish.
 Huron. -- In 1709 French traders selected 
 Huron, on Lake Erie, as a site for the location of one of their trading posts.
 It is one of the best natural harbors on the lake. Huron was one of the first
 towns on the Western Reserve, but although well situated has never attained to
 anything like importance.
 No sooner was the site on which Huron stands recognized, than the
 river with its great depth of water brought to its banks those interested in
 marine business, and quite an extensive traffic sprung up in many commodities of
 trade and commerce. Early in the thirties there were engaged in the forwarding
 business at this point a number of business men who later became well-known lake
 mariners. In the earlier days of navigation Huron was a general stopping place
 for the large carriers of the lakes, but that custom does not, to any great
 extent, obtain at the present date, the railroads having deflected the passenger
 and freight traffic
 In 1828, and subsequent thereto, Huron was noted as an important ship
 building point and many fine vessels were turned out. Among the earliest vessels
 constructed at Huron were the steamer Thomas Sheldon, built by Capt. F. Church,
 followed soon after by the United States, and the Columbus, built by Wickham,
 Walker & Co., in 1836; the same year Capt. William Squire built the
 DeWitt Clinton and Little Erie. In 1837 the Cleveland and in 1838 the Great
 Western, the latter the first upper cabin steamer on the lakes, were built.
 In order to show the profits on handling freights in the early days,
 the following instance may be cited: In 1836 Wickham, Walker & Co., the
 senior member of which firm was John W. Wickham, built the steamer Columbus, at
 a cost of $37,000. The vessel more than paid the expenses of her cost the first
 season, leaving the boat, as good as new, a net gain. Capt. F. D. Ketcham built
 quite a number of vessels and steamers at Huron, as did also Capt. John F.
 Squier, the latter constructing about thirty. In 1874 the steamer Ohio, the
 first four-masted boat on the lakes, was built by Ryan & Johnson, and in
 1883 the steamer Sakie Shepherd was launched by her owner, R. Shepherd. These,
 with Valentine Fries' fleet, the Wm. Edwards, Golden Age, Charles W. Foster, and
 Marvin W. Paige, built in the seventies, closed the shipbuilding industry in
 Huron.
 In 1839 the Milan canal, connecting that town with the lakes, was
 completed, thus inflicting a severe blow on Huron, and dividing the great wheat
 industry usually done at the latter port. Sandusky also soon began to outstrip
 her competitors, and this continued until the building of railroads from
 Sandusky to the southern portion of the State, rendering the canal useless, the
 railroads rapidly pushing Sandusky into prominence.
 During these years the fishing industry at Huron assumed respectable
 proportions, various firms investing in the business to the amount of many
 thousands of dollars, and hundreds of tons of fish were caught annually and
 shipped to foreign cities, New York City being the principal market. An army of
 men and many tugs and boats were in demand.
 In 1882 the Wheeling & Lake Erie railway entered Huron by a
 branch from Nor-walk, and a slip 1,000 feet in length was built by that road and
 the Huron corpora-ation jointly to be used by vessels loading or discharging
 cargoes. This road enters the prolific coal fields of Ohio, and places Huron
 well to the front as a port of shipment of coal.
 Some five or six years ago the docks passed into the hands of a
 corporation known as the Huron Dock Company, the incorporators being men of
 large vessel interests, who have equipped the plant with four hoists at an
 expense of $50,000, and seven derricks, costing $20,000 additional.
 In 1826 the mouth of Huron river was closed by a sand bar, and a plan
 of improvement was adopted with the view of confining the currents by two
 parallel piers which should extend into the lake 140 feet apart. From time to
 time, as the necessities of the case required, the plan was modified until 1890.
 By this time twenty-two appropriations had been made and expended on this
 harbor, amounting in the aggregate to $123,273. The piers had been 
 extended to a depth of 14 feet in the lake, and the channel had a depth of 15
 feet. Appropriations were then made for this improvement as follows; September
 19, 1890, $16,000; July 13, 1892, $15,000; August 17, 1894, $10,000, and June 3,
 1896, $8,000, a total of $49,000. Total expenditures to June 30, 1898, were $172,261.
 The east pier was extended 80 feet and the west pier 160 feet, the
 total length of the former pier under the latest project being required to be
 720 feet, and of the east one 760 feet, and the channel had been dredged to a
 full depth of 16 feet. Receipts of freight by lake at Huron in 1896 were 262,796
 tons, mainly iron ore, shipments 255,971 tons, consisting entirely of coal. In
 1896, 198 vessels, of 182,121 tons, entered, and 203 vessels, of 168,191 tons,
 departed. In 1897 freight receipts were 233,482 tons, including 228,182 tons of
 iron ore; shipments consisted of 211,543 tons of coal.
 Sandusky harbor. -- The city of Sandusky has a brilliant
 past. Its magnificent harbor is measured by miles in every direction, and its
 encircling shores insure security to craft of all sizes and descriptions.
 The history of Sandusky as a port dates back to 1805, when by Act of
 Congress Sandusky bay was declared to be a port of entry, and was included
 within the customs district of Miami. Seven years later, in the year 1812, the
 customs district of Sandusky was created, with the seat thereof located at
 Danbury, across the bay from the present city. In 1821, the collector's office
 was removed to Sandusky, where it has since remained.
 The glory of Sandusky harbor culminated during the '40s, when the
 city, then the northern terminus of the only north and south railway reaching
 the lakes, was also the terminus of the "floating palaces," plying between
 Buffalo and Sandusky and carrying all the travel to the southwest. The
 importance of this traffic is a tradition among the older navigators of the
 lakes.
 For many years it has been an important entrepot for iron ore,
 thousands of tons of which pass over its docks each season, bound inland for the
 furnaces of eastern Ohio and western Pennsylvania, while the vessels which bring
 this ore to the docks are laden in return with coal, which is brought north to
 the lake over the Baltimore & Ohio, the Big Four, and the Columbus,
 Sandusky & Hocking Valley railroads for the upper lake ports.
 While the draught of vessels on the lakes did not yet exceed ten feet,
 this harbor compared in importance with the harbor of any city; but as the
 vessels improved in size the shoalness of the water precluded the entrance of
 the great freighters until recent years, or until the government improvements,
 referred to below, were made, and which are a source of gratification to all
 persons interested in shipping and commerce to and from this port.
 While Sandusky is out of the way of through traffic of the larger
 class of freighters, a large commerce is carried on in the more important
 commodities, and fast and elegant pleasure and passenger steamers ply regularly
 semi-weekly between this port and Detroit and Cleveland.
 The harbor of Sandusky is in the lower part of Sandusky bay. The bay
 is formed in two parts, partially separated by points on opposite sides, and by
 the railroad bridge and embankments which cross the bay at the narrowest place.
 The waters of both upper and lower bays are shallow, being in general but 8 to
 12 feet deep. The lower bay is separated from the lake by points of land a
 little more than 1 ½ miles apart; a sandy bar with 4 to 6 feet depth of
 water extends between the points, except over a small distance near Cedar point,
 where a concentration of the waters which ebb and flow as the surface level is
 varied has maintained a deep channel about one mile in length. The deep channel
 is separated from the lake by the "Outer bar," and from the city front by the
 shallow water of the bay.
 Improvements of the channel were first contemplated in 1826, when an
 appropriation of $400 was made for a survey. The first improvement was made
 under the appropriation of June 11, 1844.
 Previous to the expenditure of appropriation of August 17, 1894,
 twenty appropriations had been made and expended, aggregating
 $406,792.
 Previous to 1888 the improvements consisted mainly of dredging in the
 natural channels of greatest depth, but it was then considered better to make a
 straight channel 17 feet deep and 200 feet wide inside of Cedar Point to east
 side of city front. When the channels were completed the other channels were 13
 to 15 feet deep and 30 to 90 feet wide.
 The present plan of improvement contemplates a permanent channel of 18
 feet or more depth and not less than 400 feet wide over the outer bar, the
 channel to be partly formed and wholly maintained by scour of the currents which
 will be directed by a jetty of stone and brush from Cedar Point and a dike on
 the opposite side. Channels on inside to and along city front to be made 200
 feet wide and 17 feet deep by dredging.
 Dredging in the channels has been carried on under appropriations of
 August 17, 1894, in conformity to latest project.
 The River-and-Harbor Act of June 3, 1896, required "a survey to be
 made of the bar at the mouth of the harbor and the cost of improvement to be
 estimated, with a view to securing and maintaining a permanent channel of
 sufficient depth next to Cedar Point." Total appropriations to June 30, 1898,
 were $476,792, and total expenditures $476,435.
 The city of Sandusky is a thriving place, and is exceptionally well
 situated for shipments by water from the coal fields of Ohio. The commerce of
 the place has been increasing both in freight and registered tonnage, and its
 great increase in tonnage during the last few years has been made possible only
 by the improvements which have been made under the appropriation of August 17,
 1894. Besides the freight steamers which carry about 800,000 tons of freight to
 and from this port in a year, these are several passenger steamers.
 The total freight tonnage of 1894 was 600,454; 1895, 761,208; 1896,
 1,383,455; 1897, 991,974.Receipts in 1896 were 967,245 tons, of which 637,017
 tons were iron ore; shipments were 416,610 tons, of which 379,487 tons were
 coal; receipts in 1897 were 577,889 tons, of which 91,486 tons were iron ore;
 shipments in 1897 were 414,085 tons, of which 367,951 tons were coal. Vessels
 arriving in 1896 were 3,248, with a tonnage of 530,866; departing 3,213, tonnage
 515,466; vessels arriving in 1897, 4,191, tonnage 706,475; departing 4,176,
 tonnage 704,736.
 Port Clinton. -- -The harbor of Port Clinton is not a
 commercial port, though there are many tugs and other small vessels, mostly
 engaged in fishing, which frequently visit the place. A passenger steamer also
 runs regularly between Port Clinton and Put-in-Bay, during the season.
 Improvements in this harbor were not commenced before 1867. In that
 year an examination was made with a view to its improvement. The channel was
 narrow and crooked, with a depth of not to exceed five feet over the bar.
 In 1872 and 1873 the improvement was commenced by dredging a channel
 eight feet deep through the bar, and constructing a fence to stop the sand which
 drifted into the channel. In 1875, after $10,000 had been expended, and when it
 had become apparent that the channel could not be maintained without piers, a
 plan was adopted to confine and direct the channel over the bar by piers on each
 side. In 1883 these piers had been extended as far it was thought necessary, a
 depth of 10 feet having been reached. The place is not exposed to heavy storms
 and seas, and the commerce of the port is small, so that a cheap class of work
 was thought sufficient, the estimated cost of this work being $90,000.
 The entire length of these two piers is about 4,000 feet. The east
 pier has, at its outer end, a pierhead about 12 feet square of piling, with
 timber superstructure filled with stone. A similar construction occurs at two
 other places between the outer end and the shore; otherwise the east pier is
 simply a row of oak pilings driven in the bottom and secured with walling pieces
 which support a sheet piling.
 About 720 feet of the west pier at the outer end is a
 substructure of piles, with a superstructure of crib work 14 feet wide, filled
 with stone. Inside of this end this pier is similar to the east pier, with small
 riprap protection.
 The channel which is deemed ties of the place.
 Total appropriations from July 10, 1872, to June 30, 1897, were
 $88,000, and expenditures $80,285. Receipts from outside the district in 1895
 were 4,165 tons; 1896, 3,275 tons, mostly lumber. In 1896, 29 vessels entered
 with a tonnage of 2,245; in 1897, 36 with a tonnage of 2,570. Receipts in 1897
 were 5,457 tons; shipments 769 tons. The total freight tonnage in 1897 was 6,226
 against 3,257 in 1896.
 Toledo. -- It was but natural that the pioneers of the
 northwestern counties of Ohio, guided in their choice by the small size of the
 vessels then in use, and the military importance of Fort Miami, should have
 decided that the future metropolis of Ohio should be near the site upon which
 Perrysburg was built, and that its sister village of Maumee should be the
 Brooklyn of the future Gotham. This would have placed the port about six miles
 up the river from where Toledo now stands. Perrysburg advanced rapidly for
 several years.
 The turning point came with the completion of the Miami and Erie
 canal, which instead of finding its terminus at Maumee, was continued down the
 river until its waters were emptied almost into the bay itself. Here a town
 sprang up bearing the name of Manhattan. Good docks and great warehouses were
 rapidly built. To off-set the shallowness of the bays the warehouses were built
 upon piling, and extended almost to the center of the river, so that the deepest
 laden boats could enter the river and touch at the warehouses without
 literage.
 This changed the base of operations by a distance of nearly nine
 miles, and resulted in a bitter war between Perrysburg and Manhattan. Influences
 were at work to again change the terminus of the canal, and abandoning several
 miles of its old bed, it found a new outlet with its last lock upon Swan creek,
 near the point where it enters the Maumee river. In the absence of railroads,
 the canal was the great feeder for lake business, and in what was then the
 newly-founded town of Toledo.
 The commodities mostly dealt in by Toledo shippers are grain, coal and
 lumber. The four largest coal docks are controlled by the Hocking Valley, the
 Cincinnati, Hamilton & Dayton, the Ohio Central, and the Wheeling
 & Lake Erie railroads, and the coal is handled directly by the coal
 companies in connection with the railroads and boats.
 The Wabash and Clover Leaf lines of steamboats, the former now known
 as the Lake Erie Transportation Company, are important factors in the commercial
 growth of Toledo. The boats of these lines ply regularly to this port, and
 transport vast quantities of merchandise of all descriptions.
 The elevators in Toledo handle a large quantity of grain which reaches
 them by rail, and is transported to other lake ports by the numerous vessels
 engaged in that trade.
 The channels through Maumee bay previous to 1866 were very indirect,
 and in shoalest places the depth did not exceed 8 ½ feet at mean lake
 level. A project for deepening the channel by dredging was adopted in 1866,
 pursuant to the requirements of the River-and-Harbor Act of June 23, 1866. The
 original project was to secure a depth of 12 feet. The plan was amended from
 time to time until the old channel had been dredged to a depth of 16 feet. In
 1892 the midchannel depth in old channel was but 15 ½ feet, since which
 time it has not been surveyed.
 In 1887 a project for a straight channel 17 feet deep and 200 feet
 wide on the bottom was adopted in compliance with previous Acts of Congress.
 Upon the basis of protecting the channel by piers or other type of
 revetment, the cost was estimated to be $1,875,000.
 The project was subsequently modified by increasing the width proposed
 for outer section of channel, about three miles in length, to 300 feet, and by
 including the dredging of "The Crossing" and "Lake Shore Shoals" in the Maumee
 river, each about 4,000 feet long, to a depth of 18 feet and width
 of 400 feet.
 The dredging of the straight channel had been practically completed
 200 feet wide before the close of the season of 1892, but a large amount of
 filling was subsequently found to obtain from various causes which have since
 been made a subject of careful observation. Dredging has been continued not only
 for the purpose of removing the material filled into the channel, but for
 increasing its depth to such extent that a shoaling might occur in places, or
 even throughout, without seriously interfering with navigation.
 The Sundry Civil Act of June 4, 1897, required" a survey and estimate
 of cost of deepening and widening the straight channel in Maumee river and bay,
 with a view to obtaining and permanently securing a channel of uniform width of
 400 feet and 20 feet deep at low water."
 Appropriations have been made for old channels as follows: 1866,
 $20,000; 1867, $20,000; 1869, $29,700; 1870, $50,000; 1871, $50,000; 1872,
 $15,000; 1873, $100,000; 1874, $75,000; 1875, $75,000; 1876, $60,000; 1878,
 $50,000; 1879, $20,000; 1880, $30,000; 1881, $40,000; 1882, $50,000; 1884,
 $20,000; 1886, $9,632; 1888, $5,000; 1890, $5,000. Total for old channel,
 $724,332.
 Appropriations have been made for straight channel as follows: 1884,
 $15,367; 1886, $112,500; 1888, $150,000; 1890, $200,000; 1892, $200,000; 1894,
 $70,000; 1896, $150,000. Total for straight channel, $897,867. Total of all
 appropriations for Toledo harbor, $1,622,200. Total expended to June 30, 1898,
 $1,611,821. Total for straight channel to June 30, 1898,
 The total lake freight tonnage of Toledo in 1895 was 2,037,500; 1896,
 2,154,728; 1897, 2,409,594. Receipts in 1896 were 1,049,891 tons, of which
 314,000 was iron ore and 230,000 sand and gravel; shipments 1,104,837 tons, of
 which 706,500 tons were coal. Receipts in 1897 were 940,002, of which 417,721
 consisted of ore; 98,432, sand; 149,107 lumber; 89,305 coal. Shipments in 1897
 were 1,469,592 tons, including 935, 534 tons of coal; 226,030 tons of wheat,
 130,118 tons of corn. Vessels entering in 1896 were 2,379, with a tonnage of
 1,121,964; departing, 2,381, tonnage 1,130,430; vessels entering in 1897, 2,409,
 tonnage, 1,251,241; departing, 2,407, tonnage, 1,240,803.
 Monroe. -- The village of Monroe was established in 1817,
 but before that time it had been occupied by fur traders, and was known as
 Frenchtown, occupying both banks of the River Raisin. Monroe became a city in
 1837, but the population in 1838, including Frenchtown, was only about 1,800. At
 that time Monroe was struggling with its great rival, Toledo, and was in the
 ascendancy until the Wabash & Erie canal was completed, when Toledo
 gained rapidly. Monroe struggled valiantly against its fate, but in vain. A line
 of steamers was established in 1852 and 1853 between Buffalo and Monroe,
 including the Southern Michigan, the Northern Indiana and the City of Buffalo,
 the largest and most sumptuous steamboats on the lakes, but a little later the
 railroad was completed along the southern shore of Lake Erie, and the
 magnificent steamers could not compete with the new carriers. Situated midway
 between Detroit and Toledo, Monroe lost in the great race. The population of the
 city in 1874 was 5,782; in 1890, 5,618.
 Monroe harbor is on the Raisin river about two and one-half miles
 above the mouth of the dredged canal, which forms the outlet into the lake. The
 mouth is protected by two piers, the one on the north side being a crib work
 built with stone, and the one on the south side being a construction of piling
 and crib work. In 1834 the Raisin river emptied into the lake at the southerly
 end of a low marshy peninsula lying between the channel and the lake. The water
 at the mouth of this river was very shallow, being over a bar on which the
 deepest soundings were but five feet. From 1835 to 1882 improvements were made,
 consisting in part of a canal 4,000 feet long, 100 feet wide and 10 feet deep,
 across the neck of the peninsula at a point one and a half miles above the mouth
 of the river. The total cost of construction and maintenance to
 June 30, 1897, was $240,534. The result has been a mid-channel depth of nine
 feet or more from the lake to the wharves, where the depth is eight to nine
 feet, with a bottom of solid rock.
 The commerce of Monroe is small, because of the shallowness of the
 water, and also because of the location between Toledo and Detroit. It is almost
 entirely limited to receipts of telegraph poles, most of which are brought in
 rafts with tugs of light draft to tow the rafts in the river. During the warm
 season of summer several small steamers carry passengers to the small resorts
 near the mouth. The steamers land at the piers and do not generally run to the
 Monroe wharves.
 Daring the season of 1897, 245 vessels, having a registered tonnage of
 11,180, arrived, and the same number departed. Receipts in 1897 were 425 tons,
 shipments 1,300 tons.
 
 ON CANADIAN SIDE.
 
 Port Colborne harbor. -- At the Lake Erie terminus of the
 Welland canal lies the village of Port Colborne, of about 2,000 inhabitants, the
 interests of which centers about that important waterway.
 The lighthouses in the vicinity of Port Colborne are the following:
 Port Colborne main lighthouse, at the Lake Erie entrance to the Welland canal,
 on the west pierhead. It was established in 1852 and rebuilt in 1890.
 Port Colborne rear range light is on the east side of the entrance on
 a crib, 2,030 feet from the main light; it was established in 1878 and rebuilt
 in 1887.
 Mohawk Island light is between Port Colborne and Port Maitland, one
 mile southwest of the mainland; built in 1848.
 Port Maitland light is on the west pier, established in 1846 and
 rebuilt in 1875. It is at the entrance to Grand river.
 Port Dover harbor is on the north shore of Lake Erie.
 Work was begun here as early as 1832, and continued, as necessary, from year to
 year. On November 5, 1894, an agreement was entered into between the United
 States, the Ontario Steam Navigation Company and the Department of Public Works
 of the Dominion of Canada, for the performance of certain work at the entrance
 to the harbor of Port Dover, the company to receive a subsidy of $15,000 when
 the work was completed to the satisfaction of the department. The company,
 having expended $45,200 in dredging and constructing the works necessary to
 operate the lake ferry boats, a certificate was given November 5, 1896; stating
 that the company was entitled to receive the $15,000. Afterward the company went
 on improving the harbor, deepening the approach to the piers and also the space
 used by the ferry boats.
 The light in this vicinity is the Port Dover light, no feet from the
 outer end of the west pier, established in 1846.
 Port Rowan is situated on the north shore of Lake Erie, .in Long Point
 bay, 21 miles from the town of Simcoe. There having been appropriated the sum of
 $6,000 toward the construction of a landing pier here, a contract was made in
 1892 for the construction of a pier 1,060 feet long, the structure to consist of
 a shore approach 535 feet in length, of stone and gravel, and the remaining 525
 feet to consist of 12 cribs, with spans between them covered over. The work was
 completed in June, 1894, at a cost of $9,498.
 In this vicinity there are two lighthouses, one named Long Point, or
 North Foreland, on the eastern extremity, established in 1843. The other
 lighthouse is on the west end of Long Point, on the east side of the new
 channel, established in 1879.
 Port Burwell is situated at the mouth of Big Otter creek,
 20 miles to the eastward of Port Stanley, and 37 miles west of the extremity of
 Long Point. In 1832 a company was chartered for the construction of a harbor at
 this place, and in 1837 Parliament granted œ3,000 to aid the
 enterprise; but notwithstanding this, in 1843 the works were in a dilapidated
 condition, and the channel between the piers had, to a great extent, been silted
 up.
 In 1849 a new charter was granted authorizing the company to raise
 œ20,000 for the purpose of reconstructing the harbor,
 and from that time on for several years a large amount of money was expended in
 extending the piers and deepening the channel between them. For a few years
 immediately prior to 1870 important improvements were made. Originally the
 entrance to the harbor was formed by two piers placed 175 feet apart, each pier
 having a direction nearly due south; but about 1869 the west pier was extended,
 so that it was fully 730 feet long, and the east pier was made 419 feet
 long.
 The light in this vicinity is the Port Burwell or Big Otter Creek
 light. It is 1,000 feet inshore; established in 1840.
 Port Stanley. -- A survey of the north shore of Lake Erie
 was made by Patrick McNiff, who, in his report made to Patrick Murray,
 commandant at Detroit, and dated June 16, 1790, said: "From Point aux Pins to
 the portage at Long Point, no possibility of making any settlement to front on
 this lake, being all the way a yellow and white sand bank from 50 to 100 feet
 high, covered with chestnut and scrubby oak, and no harbors where even light
 boats may enter except River Tonty and River a la Barbue (Kettle and Catfish
 creeks). In consequence of this unfavorable report, townships were directed to
 be laid out on the Thames river, instead of the lake shore.
 Col. Thomas Talbot, in 1803, settled at Port Talbot some ten miles
 west of Port Stanley. At that time the nearest settlement on Lake Erie was at
 Turkey Point, 60 miles distant. During the war of 1812 the settlement was
 visited by Americans or their sympathizers, and considerable property destroyed.
 Colonel Talbot controlled, under a grant, most of the land lying along the north
 shores of Lake Erie. Port Stanley was named after Lord Stanley, afterward Earl
 Derby. Lord Stanley was visiting Colonel Talbot about the time the place was
 named.
 Port Stanley harbor is at the mouth of Kettle creek on the north shore
 of Lake Erie about 85 miles from the entrance to the Welland canal and Port
 Colborne. It is the terminus of the London & Port Stanley railway, by
 which road the distance to London, Ontario, is 24 miles. In the early day it was
 believed that the mouth of this stream possessed facilities for the construction
 of a harbor that would accommodate the trade of an extensive agricultural region
 lying to the north, of which region the flourishing city of London now forms the
 center.
 In 1827 an Act was passed by the Parliament of Upper Canada,
 appointing commissioners to construct a harbor, and authorizing the expenditure
 of œ3,000 for the erection of the necessary piers. This sum was
 supplemented by further grants before the union of the provinces. When the union
 was formed, the control of the harbor was transferred to the then
 newly-estab-lished Board of Works, which made extensive improvements. The total
 sum expended up to Confederation was $230,531. In 1853 the trade of the place
 had so much increased that it ranked as one of the most important ports in
 Western Canada. In 1856 railroad communication was established between Port
 Stanley and London with the view of benefiting the trade of this port; but the
 hopes of the projectors were not fully realized, as it was shortly afterward
 found that the bulk of the commerce was carried by the Grand Trunk railway, and
 the Port Stanley line acted for years at least as an outlet for the overflow of
 the traffic of the main trunk line.
 By an Order-in-Council, dated September 1, 1859, the control of this
 harbor was transferred to the London & Port Stanley Railway Company, on
 condition that the tolls collected should be applied to the maintenance of the
 works. For several miles before entering the lake the creek here has a tortuous
 course through a deep, clay valley, is subject to heavy spring freshets, which
 bring down a large amount of detritus and frequently cause considerable damage.
 The entrance to the harbor is formed by two lines of piers that have a direction
 nearly south, and are from 82 feet apart at the inner end to 86 feet apart at
 the outer end. In 1870 the western pier was 1,456 feet long while the eastern
 pier was 1,150 feet long. The narrow space between the piers, together with the
 bar at the entrance, rendered it difficult for a vessel to enter
 the harbor during stormy weather; but when once inside the basin she was
 perfectly safe. This inner basin was 850 feet long by 280 feet wide, and thus
 contained nearly five and a half acres, a small portion of which was from 7 to
 11 feet deep, but the greater portion was only from one to five feet deep. Much
 work has since been done.
 The lighthouses here are the following: Port Stanley lighthouse, on
 the west pierhead, established in 1844 and rebuilt in 1882, the light being
 visible from all points eastward, and the Port Bruce or Catfish Creek
 lighthouse, established in 1876.
 Morpeth harbor, on the northern shore of Lake Erie, is 10
 miles east of Rondeau. In 1883 there was voted $4,000 toward location of the
 pier 500 feet long, the water to be 12 feet deep at the outer end. At the
 session of 1884 there was voted the further sum of $12,000 toward continuing the
 pier.
 Rondeau harbor is 42 miles northeast from Point Pelee,
 and 92 miles west by south from the lighthouse at Long Point. Its eastern side
 is formed by a low, sandy ridge running along it fully 7 miles in a direction
 nearly due south from the mainland, and terminating in an angular point covered
 with a growth of pine trees. Hence its name, "Point aux Pins." From this point
 the ridge has a westerly course for 2 ½ miles, when it becomes a flat,
 low ridge, but little above the water surface, and continues in that direction
 until it unites with the main shore at a point 7 miles distant from the Point.
 Within the triangular space thus bounded lies what is called the "Rondeau," a
 sheet of water 6 miles long, with a width of from one to two miles, and
 containing an area of about 6,000 acres of open water. The average depth of the
 water in the "Eau" was at first from 7 to 9 feet, the bottom being generally
 soft, thick mud, into which a pole could be thrust from 4 to 6 feet.
 Attention was early drawn to this point as being favorable for a
 harbor, and in 1843-44 certain works were projected and carried out, which it
 was thought would be likely to effect the object. There were three openings
 through the low portion of the ridge, the eastern and deepest one being 2,170
 feet wide. Nearly in the center of this opening were placed the entrance piers,
 parallel with each other and 150 feet apart, and extending to the length of
 about 700 feet. They had a direction nearly due south, and were flanked by
 breakwaters running at right angles to them, the western breakwater being 1,000
 feet long, and the eastern one 800 feet long.
 This harbor was sold July 1, 1851, to the Rondeau Harbor Company for
 the sum of œ2,000.
 On March 21, 1853, a petition, addressed to the Governor-general of
 British North America, asked government aid in establishing a steamship line
 from Rondeau harbor to the city of Cleveland, which is nearly opposite this
 point. The petitioners stated that the leasing of the harbor in 1851 to a
 private company had not been attended by the great public benefits that had been
 expected; but that on the contrary since the transfer of the harbor to this
 private company the lighthouse had been a mere decoy, and several wrecks with
 loss of life and property had been the result. No light had been kept in the
 lighthouse during the entire season of 1852.
 In consequence of these representations D. Brown was sent to Rondeau
 harbor in 1853, to examine and report upon the condition of the works there. In
 his report of January 1, 1854, Mr. Brown stated that the piers were two in
 number, running north and south, each pier being about 732 feet long. They
 appeared to be about as they were in the fall of 1849, and in quite good repair.
 The depth of water between them was about 16 ½ feet, and in the harbor
 it was about 9 ½ feet. The breakwater at the east pier was 833 feet
 long, and in good condition, and the western breakwater was about the same
 length, and in the opinion of Mr. Brown, far too short. The lighthouse stood as
 erected, but no attempt had been made to keep a light in it for two years.
 December 30, 1857, a report was made to Thomas A. Bigby, Secretary of
 Public Works, by William Scott, C. E., in which he described the
 works at the harbor as being in a state of almost utter dilapidation, except
 that the eastern breakwater was entire and nearly as good as when built. The
 lighthouse had been burned down accidentally in the spring of 1857 by two
 fishermen who had gone into it for shelter. The tower burned to the water's
 edge, but there had been no light in it for six years. Mr. Scott said that
 Rondeau harbor had advantages unequalled by any
 place on Lake Erie for affording shelter to vessels in distress, and for doing a
 large trade, if the entrance were permanently improved and a good lighthouse
 erected. He made recomenda-tions for the improvement of the harbor and submitted
 an estimate of the cost, which was $13,500. The government had resumed
 possession of the works, but all that was done up to 1870 was comparatively
 valueless. At the village of Shrewsbury on the northwest side of the "Eau," and
 two and a half miles from the entrance, a wharf was built 2,000 feet long, but
 by 1870 it was so completely destroyed by ice that scarcely a vestige was to be
 seen.
 In 1872 a contract was signed for building piers at this place and
 enlarging the channel, deepening the basin, and for other improvements required
 at this harbor of refuge.
 At Rondeau harbor there are two range lights, one on the outer end of
 the east breakwater pier at the entrance to the harbor, established in 1876, and
 one on the east breakwater, 780 feet from front light, also established in
 1876.
 Pelee Spit lighthouse is one and three-fourths miles from extreme end
 of Pelee Point. It is 76 feet above high water, and was established in 1861.
 Pelee Island light, on the northeast point of Pelee island, was
 established in 1840.
 Middle Island light, between Pelee and Kelley islands, was built in
 1872.
 Leamington light is on shore near the pier. It was 48 feet above high
 water and was erected in 1880.
 Kingsville harbor is on the north shore of Lake Erie, about midway
 between Point Pelee and the mouth of the Detroit river. In 1883 there was
 granted for the improvement of the harbor here the sum of $32,500 and for the
 construction of a harbor of refuge, which was dredged
 to the depth of 12 feet at low water. The harbor of refuge was completed during
 1886, the total expense up to that time having been $47,609.
 The two lighthouses here are located as follows: One on the outer end
 of the east breakwater pier, ten feet from water's edge, established in 1886;
 and the other, also established in 1886, on top of bank at head of east pier,
 1,060 feet from front light, both lights being visible from all points
 seaward.
 There is a lighthouse on Colchester reef, near its southeast edge,
 established in 1885.
 
 LAKE ST. CLAIR AND CONNECTING RIVERS.
 
 Detroit. -- Perhaps no city on the Great Lakes is so
 intimately associated with the history of the Great Lakes as Detroit. It is the
 oldest on the lakes, one of the oldest in the country. The name is the French
 term for strait. Indian villages flourished on its site and in its vicinity in
 prehistoric times. Antoine Cadillac, founder of the city, received from the
 French king prior to 1704 a grant of an extensive tract at Detroit and vicinity.
 A French fort had been built here in 1701, but was partially destroyed by the
 Indians two years later. It was rebuilt in 1718 and made one of the strongest in
 the country. Cadillac had been appointed French commandant at Michillimackinac
 in 1694. He returned to Quebec in 1699, and in 1701 he established the post at
 Detroit. He was at Detroit in 1711, but in 1713 became Governor of Louisiana.
 While at Detroit he induced many French families to settle along the strait. In
 1709 the population was about 200, and in 1760, when surrendered by the French
 to the English, the population exceeded 2,000. The gallant defense of Detroit
 during Pontiac's conspiracy is narrated elsewhere in this volume.
 During the Revolutionary war the English feared an attack on Detroit
 by the colonists. The Indians were rallied to the defense of the British, and
 Capt. Henry Hamilton was, in 1775, appointed Lieutenant-Governor at
 Detroit. Several expeditions against the colonists were sent out from Detroit
 during the war, and in one of them Governor Hamilton was captured by the
 colonists at Vincennes. An expedition against Detroit was planned by General
 Washington, but had not been undertaken when peace was declared. After August
 10, 1776, and during the war, no vessels were permitted on the lakes except such
 as were enrolled at Detroit and armed and manned by the Crown.
 A few English and Scotch settlers arrived a little later, but the post
 had not grown materially when surrendered to the United States in 1796. Settlers
 from the Eastern States began to arrive about 1805. Until about 1830 the growth
 of the young city was slow, but steady. In 1812 the population was stated to
 have been only Soo. Hull's surrender of Detroit, in that year, was a crushing
 blow to American supremacy on the upper lakes, retrieved only by the success of
 Perry on Lake Erie the following year.
 The population of Detroit in 1830 was 2,222; 1840, 9,192; 1850,
 21,019; 1860, 45,619; 1870, 79,577; 1880, 116,342; 1890, 238,264.
 Two wharves are shown on the map of Detroit for 1796. In 1819
 permission was granted to H. Berthelot to build a wharf at the foot of Randolph
 street, and other wharves soon followed. At present good and substantial docks
 over five miles in length line the river along the city front. The harbor formed
 by the Detroit river is larger than the harbors of Buffalo, Erie, Cleveland,
 Milwaukee and Chicago combined. There has been no need of government work, since
 the magnificent harbor is the work of nature.
 During the period of early steamboat navigation Detroit was the
 principal western post for many years, and the interests of the city were
 chiefly marine in nature. Vessel interests have always been large. The first
 craft known to have been built at Detroit was the Enterprise, launched in 1769.
 Many sail vessels were subsequently constructed during the period of English
 rule. When steam navigation followed, Detroit maintained her interests. Of the
 thirty-seven steamers plying on the lakes in 1837, seventeen were owned in
 Detroit. The growing city maintained an unrivaled supremacy in lake navigation
 until the railroads usurped the western passenger traffic. The city now contains
 many prominent lake men. One of the best ship-building plants on the Great Lakes
 is tributary to Detroit.
 No other city can boast of such a magnificent water front as Detroit
 possesses. Deep enough to allow vessels of the heaviest draught to its docks,
 the river is also wide enough, and of sufficient length to afford anchorage room
 for the combined navies of the world; in fact it is questionable whether there
 is another spot on the continent similarly favored by nature with so many
 advantages.
 Rouge River, in Michigan, flows into the Detroit river.
 Originally it had a channel depth of about 10 feet or 17 feet, for a distance of
 about three miles from its mouth. Its improvement was commenced in 1888, under a
 project for securing a regular channel depth of 16 feet, with a width of 240
 feet for a distance of 800 feet from its mouth, and thence with a width of 100
 feet to the Wabash railway bridge, 2 2/3 miles further up. The work or
 improvement was completed in 1892. The appropriations made for this improvement
 up to June 30, 1896, amounted to $41,690. The commerce of this river is rapidly
 increasing with the establishment of large interests dependent upon reliable
 water communication. Receipts by vessels for 1896 were 120,590 tons, of which
 57,030 tons consisted of lumber, and 47,500 tons logs. Shipments were 2,905 tons
 of lumber. Vessel receipts in 1897 were 115,987 tons, of which 51,345 tons were
 lumber, and 43,750 tons logs. Shipments were 9,386 tons.
 Clinton River, in Michigan, is a navigable stream
 emptying into Anchor bay in the northwesterly part of Lake St. Clair. It had
 originally a channel depth of 10 feet, except at shoals over which there was but
 5 or 6 feet of water, and there was a broad flat at the mouth of the river where
 the water was not over 3 or 4 feet deep. 
 In 1870-1871 a channel of 9 feet in depth, 60 feet wide and 2,700 feet
 long was dredged through this flat, but as it was left without works of
 protection it soon refilled. In 1885 a general project of improvement was
 adopted which provided for a through channel 8 feet deep to Mount Clemens, eight
 miles up stream. Up to June 30, 1897, there had been expended $67,673.
 Appropriations to that date were $75,064. Receipts by vessel in 1897
 were 29,077 tons, including coal, gravel, lumber, logs, stone, etc.
 Algonac, one of the oldest settlements of Michigan, is
 located at the head of St. Clair flats. Its population is about 1,000.
 Pine River, Michigan. -- The project for the improvement
 of Pine river at St. Clair is for dredging the river from its mouth to Belknap's
 brick-yards, a distance of about 5,800 feet, to dredge the channel to a width of
 100 feet with a navigable depth of 14 feet up to the "ship yard," and thence 75
 feet wide and with a navigable depth of 12 feet. The estimated cost of this work
 is $10,560.
 The lake commerce of Pine river is small. In 1896, 455 tons of
 limestone were received, and 2,228 tons of brick shipped. In 1897 350 tons of
 limestone were received, and 6,470 tons of brick and lime shipped.
 Marine City. -- Situated on St. Clair river, near Lake
 St. Clair, is a pleasant little city devoted largely to marine interests. It was
 formerly known as Newport. Here Captain Samuel Ward settled about 1819, and the
 year following a little schooner, the St. Clair, of 30 tons, was built for
 Captain Ward. She was shaped like a canal boat, full ends, with rudder "out
 doors." In this boat Captain Ward gained his start, trading in general
 merchandise. The Captain made several extensive trips in this little boat, one
 of which was from Green Bay to New York. The schooner Grampus was built by Henry
 Robertson and Isaac Pomeroy soon after. About 1831 Captain Ward built the
 schooner Marshal Ney, of 75 tons, the first boat built in Ward's shipyard
 proper. About 1835 the schooner Harrison, of 100 tons, came out. She was
 somewhat long and narrow, and somewhat crank, but a good sailor. E. B. Ward,
 afterwards one of the most prominent marine men of the lakes, sailed in her as
 mate. In 1839 he built the hull for the steamboat Huron No. 1, but had not the
 means to complete it. His nephew, Eber B. Ward, took the matter in hand and
 developed a rare business sagacity. The Huron was placed on Lake Erie and run in
 opposition to a line of steamers at great profit. In 1841 the Wards bought out
 the steamer Champion, and two years later the steamer Detroit. In 1848 the
 Franklin Moore was built, and the steamer Sam Ward the same year. Shipbuilding
 was active in subsequent years. In 1851 four side-wheel steamers were built
 here, the Arctic, Ruby, Pearl and Caspian. Marine City still contains several
 shipyards, and has a population of 3,500. Many lake vessels are owned by
 residents of the village.
 Belle River, Mich. -- The improvement of this river was
 commenced in 1880, the object being to obtain a channel 50 feet wide, 13 feet
 deep to the first bridge, and 12 feet deep thence to the second bridge, the
 prime object being to provide a winter harbor for vessels. The work was
 completed in 1885 according to the above project at a total cost of $14,000, and
 gave satisfaction until 1892, when the width and depth of channel became
 insufficient to accommodate the increased number and size of vessels seeking
 refuge during the winter months. The plan adopted in 1896 provided for a
 navigable depth of 15 feet. Arrivals in 1896 were 482, with a tonnage of
 101,967.
 Port Huron. -- In 1686 M. Du Lhut (Duluth), in command of
 the French post at Mackinaw, was directed to establish a fortified trading post
 on the straits between Lakes Huron and Erie. He accordingly erected Fort St.
 Joseph on the present site of Fort Gratiot. It was abandoned two years later.
 The place was a favorite settlement for Indians, and within the memory of those
 now living as many as 3,000 Indians have at one time been encamped there. During
 the summer of 1790 seven Frenchmen with their families settled on the spot,
 built shanties and dwelt amicably with the Indians. The settlement was called
 Desmond for a time, but more commonly Delude. Black river was then
 known as la Riviere Dulude. A village was platted in 1835 by the Hon. Daniel B.
 Harrington, and the name Port Huron given to it. Fort Gratiot had been built by
 the United States in 1814. It was garrisoned in 1817-18 by Maine troops, many of
 whom at the expiration of their enlistment located in the vicinity. About 1839
 the last of the Indians left the vicinity. A village was organized in 1849, and
 the city government was formed in 1857. It has a population of 18,147. Port
 Huron is a lively manufacturing city, and is pleasantly located on ground well
 elevated above the river level. The current of the river is swift and is not
 obstructed by ice oftener, on an average, than once in ten years.
 The mouth of Black River, in its natural condition, had
 an extensive bar and shoal in the St. Clair river adjoining it. This bar, lying
 close to the American side, obstructed the approach to the Port Huron docks,
 while the shoal, known as the "middle ground," comprised an area of nearly 50
 acres, crowded the main channel into a sharp curve close to the Canadian side.
 The vast through commerce of the lakes was thereby exposed to the dangers
 attending upon passing the narrow and crooked channel with a swift current. In
 1871 a project was adopted for dredging the bar and middle ground to a uniform
 depth of 15 feet. The work commenced in 1873 and was completed in 1878, and in
 1886 a deposit of about six inches had been made, but no further work was done
 until 1889, when a new project was adopted for dredging to a uniform depth of 16
 feet. This project was carried out and completed in 1892. It is very important
 that the channel at this place should be kept in the best possible condition.
 The entire amount of appropriations made for this improvement, including that of
 June 3, 1896, was $94,500.
 Black river passes through the city of Port Huron, and empties into
 St. Clair river. In its natural condition it had a depth of about 10 feet,
 reduced to 8 ½ at several shoals. By the River-and-Harbor Act of
 September 19, 1890, an appropriation was made of $25,000 for dredging this
 channel to a depth of 16 feet. The total appropriations to June 3, 1896,
 inclusive, were $43,000.
 Receipts by lake at Port Huron, in 1896, were 186,987 tons; shipments,
 2,598 tons; in 1897 receipts were 96,925 tons; shipments, 1,455 tons. During
 1896 628 vessels, with a tonnage of 72,950, entered and cleared; during 1897
 1,612 vessels, with a tonnage of 578,489.
 
 CANADIAN PORTS, ETC., ON CANADIAN SIDE.
 
 Amhertsburg [sic: Amherstburg] harbor is situated five
 miles above Lake Erie. Amhertsburg is a port of entry and a coaling station.
 Beginning at Mullen's new dock and continuing down the Detroit river, the
 Canadian Government has made cuts of 75, 130, 140, 350, 400, 550 and 800 feet in
 length, all of them adjoining, having a width of 25 feet, and being dredged to a
 depth of 18 ½ feet at the lowest stage of water in the river.
 The lights in the vicinity of Amherstburg are the following:
 Bois Blanc light, on the foot of Bois Blanc island, below and opposite
 Amherstburg. Established in 1837 and rebuilt in 1880.
 Amherstburg range lights, the front range light being on the east bank
 of the Detroit river, 80 feet from the edge of the water, and 2,300 feet north
 of Fraser's dock, established in 1889; and rear range light, 475 feet north,
 1,630 east from front light, established in 1889; both these lights being
 maintained by the Lake Carriers Association.
 Head of Bois Blanc island range, front light being 300 feet from the
 extreme north point, established in 1875, rebuilt in 1892; and the rear light,
 450 feet from front light, established in 1875 and rebuilt in 1892.
 Limekiln Crossing range, the front light being on a pier on shoal at
 the foot of the dredged channel, opposite Fort Maiden, above Amherstburg,
 established in 1886 and and rebuilt in 1891; and a rear light, on a pier 899
 feet from front light, established in 1886 and rebuilt in 1891. 
 Fort Maiden range, the front light being on the edge of the bank of
 the east side of the Detroit river, about 2,000 feet east of the railway
 station, and abreast of the lower end of Limekiln Crossing cut, established in
 1889, and a rear light, on the east side of the street, 646 feet from the front
 light, 108 feet above high water, established in 1889; both lights being
 maintained by American vessel owners.
 Texas Dock range, front light on lower end of railway transfer slip, a
 fixed red light, reflector, lantern on a mast, with day beacon attached, and a
 rear light, 375 feet from front light, on the bank above Texas dock; both these
 lights being maintained by Duff & Gatfield, pilots, at the head of the
 dredged channel.
 Little Bear Creek empties into the Chenal Ecarte, on the
 eastern side of St. Anne's island, Lake St. Clair, about 10 miles from Chatham
 and seven miles from Wallaceburg. At the Session of 1883 the sum of $5,000 was
 voted toward dredging a channel 40 feet wide and having a depth of eight feet,
 from the Chenal Ecarte to the highway known as the "Bear Line," a distance of
 about a mile. In 1884 the sum of $5,000 was voted for the construction of a pier
 at this place, 150 feet long. In 1885 there was voted $2,250 more.
 Sydenham River has its outlet into Chenal Ecarte, which
 is a passage between St. Anne's island and the mainland of Lake St. Clair. The
 river is navigable from its mouth to Wallaceburg, above which place it divides
 into two branches, one north to Wilkesport, 14 miles, and the other east to
 Dresden, 15 miles. These branches were so obstructed as to be unnavigable until
 1883, at which time $5,000 was voted toward clearing them of logs, etc., this
 work being steadily carried on during the year, at the close of which the east
 branch had been cleared to a distance of 11 miles, and the north branch to a
 distance of six miles, the expense up to this time was $14,869, from the time of
 Confederation.
 In 1884 the sum of $2,500 was granted to continue the work of removing
 sunken logs and other obstructions from the north branch of this river. The work
 of sheet piling the northwest side of the turning basin at the town of Dresden
 was completed in 1889, and vessels were then enabled to turn without disturbing
 the banks.
 Thames River empties into the Lake St. Clair, and is
 navigable as far as Chatham. Some work has been done to enable vessels to enter
 the river without difficulty.
 The lights in the vicinity of the mouth of the Thames river are the
 following: One at the mouth of the river on the south shore, established in
 1837, and a range light, 300 feet from main light, established in 1845.
 In the St. Clair river there are two lights, called the Corunna range,
 the front light being in the village of Corunna, on ground 10 feet above the
 water, at the foot of Fane street, established in 1890; and a rear light, on the
 west side of Beresford street, 568 feet south, established in 1890, and rebuilt
 in 1892.
 
 LAKE HURON HARBORS. ON UNITED STATES SIDE.
 
 "Lake Huron is ill provided with natural harbors," writes Mr. Andrews
 in his report on lake commerce in 1852, "having none on the eastern shore,
 except that afforded by the entrance of a small river at Goderich. The western
 shore has only two or three safe places of shelter in heavy weather, the
 principal and best of which are Thunder bay and Saginaw bay, the latter of which
 contains several secure and commodious havens."
 Sand Beach, located 60 miles above Port Huron, is a
 prosperous village of 1,400 inhabitants, and was first settled in 1837. Not
 until recent years has it made any considerable improvements. In marine circles
 it is best known for its harbor of refuge.
 The Harbor of Refuge at Sand Beach is believed to be of as great
 importance to commerce as any harbor of the kind on the Great Lakes. The site
 was selected after careful consideration in 1872, an appropriation having been
 made for the purpose of establishing a harbor March 3, 1871, of 
 $100,000, and the artificial harbor built there is the only safe refuge on that
 coast from the foot of the lake to Tawas bay, 115 miles above. The work of
 construction was commenced in 1873, and by 1885 the breakwaters were completed.
 The project under which this work was carried on provided for three sections of
 breakwater so located as to shelter a water area of some 650 acres, and for
 deepening this area by dredging where necessary. The sheltering breakwaters were
 completed in 1885 at a cost of $975,000, and since that time the expenditures
 have been directed to keeping them in repair, dredging and supervising the
 burthen of vessels entering the harbor for refuge.
 The harbor comprises three separate breakwaters so located as to cover
 and shelter the area on the north, northeast and east sides. The northerly
 breakwater, called the west pier, starts in shallow water 750 feet from the
 shore line and extends about east-southeast for a distance of 1,503 feet. The
 main pier commences 300 feet eastward of the end of the west pier, extends in a
 southeasterly direction 4,675 feet and bears the brunt of the northeasterly
 gales. The south pier commences 600 feet south of the southerly end of the main
 pier and extends 1,956 feet on a due north and south line. This arrangement
 provides an entrance 300 feet wide from the north, and 600 feet wide from the
 east. The original estimate of the coast of this work was $1,442,500. The amount
 of money appropriated up to and including June 3, 1898, was $1,336,000, and up
 to June 30, 1898, the amount expended was $1,201,350. During 1877, 493 vessels
 were sheltered in the Sand Beach harbor of refuge; in 1880, 1,317 vessels; in
 1890, 1,575 vessels; in 1896, 1,073 vessels; in 1897, 1,205 vessels.
 Port Austin, at the mouth of Saginaw bay, is an
 attractive summer resort, and has a population of about 600.
 Grindstone City is situated five miles east of Port
 Austin, and has a population of 500. It was established in 1862.
 Sebewaing River flows into the eastern part of Saginaw
 bay. The project for its improvement adopted by the River-and-Harbor-Act of June
 3, 1896, provides for dredging the entrance channel for a distance of about
 15,000 feet to a width of 100 feet and to a depth of 8 feet, at an estimated
 cost of $37,000. Three appropriations from 1875 to 1896 aggregate $20,000, of
 which $15,000 has been expended.
 The lake commerce of the river is about 50,000 tons annually. The
 village of Sebe-waing, of 1,400 inhabitants, is near the mouth of the river.
 The Saginaw Valley was claimed 30 years ago by its inhabitants to be
 the largest and most valuable tract of timbered country in the world. The head
 of Saginaw was famed for its fur trade in early times, and its earliest white
 inhabitants were two Indian traders, Louis Campau and John B. Cushway. It was
 first settled by agricultural emigrants about 1836, and lumbering advancement
 began about 1850 under the enterprise of Charles Little and others. Buena Vista,
 afterward called East Saginaw, was incorporated in 1859, and speedily became a
 shipbuilding port. The salt manufactures of Saginaw have been an industry of
 some importance.
 In early days it was difficult to navigate the Saginaw river above Bay
 City. The Governor Marcy was the first steamboat to enter the river. She visited
 the place in 1836. The sloop Mary was the first trading vessel on the river.
 Capt. B. F. Pierce arrived in 1839 and built the first steam tug on the river.
 He also built the first dock. Many sawmills were erected along the river and the
 lumber interest grew rapidly. The first lake vessel built at Bay City was the
 schooner Essex, launched in 1860. The first regular river steamer was the old
 Buena Vista.
 West Bay City, located on the west banks of Saginaw
 river, four miles from its mouth, is an important shipbuilding port. The F. W.
 Wheeler Company owns a large plant, where, for many years, both wooden and steel
 vessels have been constructed. James Davidson, also located at West Bay City, is
 one of the largest builders of wooden hulls on the lakes. The yards of these two
 builders employ about 2,500 men. West Bay City has a population of about 16,500
 and comprises within its boundaries the old villages of
 Wenona, Banks and Solzburg.
 Bay City, on the opposite side of the river, is one of
 the most important lumber ports on the lakes, exporting, annually, large
 quantities of manufactured lumber. It was formerly known as Lower Saginaw.
 Saginaw, situated on the Saginaw river, twelve miles
 above Bay City, is a populous city of 65,000 people, and was formed in 1890 by
 the union of Saginaw City and East Saginaw. It has large manufacturing
 interests, and is reached by several lines of river steamers.
 Saginaw river originally had a navigable depth of about 8
 feet, being limited to this depth by the bar at its mouth, and by several shoals
 between its mouth and the City of Saginaw. Its improvement was begun by the
 Government of the United States in 1867, by dredging a straight channel through
 the bar at the mouth to a depth of 13 feet, which channel was completed by 1869
 with a width of 195 feet. In 1882 a more comprehensive scheme of improvement was
 reported for the entire river, its purpose being to obtain a channel 200 feet
 wide and 14 feet deep from Saginaw Bay to and along the front of Bay City, and
 thence a channel of the same width and 12 feet deep to the head of navigation.
 The results of the work done are a channel 14 feet deep and mainly 200 feet wide
 from Saginaw Bay to South Bay City, and from there up to the head of navigation
 a channel 12 feet deep. An examination was made in April, 1898, to ascertain the
 condition of the channel between Saginaw and deep water in Saginaw bay, and it
 was found that the available depth at many places between Saginaw and Bay City
 had become reduced to 10 feet, the least depth found in the channel before Bay
 City, being 13 feet. A large amount of dredging is therefore necessary to regain
 the depths required for commerce on this stream. The appropriations for
 improvement began in 1866, and the aggregate amount is $748,750. The entire
 amount expended up to June 30, 1898, was $708,420.
 Entrances and clearances in Saginaw river, in 1897, were 1,034;
 tonnage, 330,031.
 Receipts by vessel at Saginaw and Bay City were 995,960 tons,
 including 382,852 tons of logs; 278,856 tons of grain; 162,500 tons of gravel;
 67,498 tons of lumber, 54,741 tons of coal. Shipments in 1897 were 354,860,
 including 124,000 tons of coal; 133,690 tons of lumber, and 59,285 tons of
 salt.
 Tawas City, located at the mouth of Ta-was river,
 possesses a fine natural harbor, and has a population of 1,600.
 Au Sable harbor is at the mouth of Au Sable river. Before
 any improvement was made here the Au Sable river was 150 feet wide and 5 feet
 deep over the bar. Above the mouth for about a quarter of a mile there were from
 7 to 10 feet of water, and above this stretch there was only about 5 or 6
 feet.
 The project of improvement for this harbor adopted in 1879 was to
 obtain a channel of not less than 10 feet in depth for a width of 100 feet from
 Lake Huron to the State road bridge at Au Sable. While the shipments from this
 port were large and important, they were made principally from private piers
 built into the lake entirely outside the harbor, and in 1892 Gen. O. M.. Poe,
 who had charge of the improvements did not feel called on to recommend
 appropriations for further improvement by the United States Government, for the
 reason that he could see no fair prospect of securing permanent improvement. At
 that time there had been appropriated $114,970.
 The village of Au Sable has a population of 1,600. It was first
 settled in 1849 and was incorporated as a city in 1889.
 Oscoda is a village of 1,300 inhabitants, and is situated
 near the mouth of Au Sable river. It has a good dock.
 Alpena, situated at the head of Thunder bay and at the
 mouth of Thunder Bay river, was first occupied by transient fishermen, who began
 to arrive in the early thirties. Jonathan Birch visited the site in 1836 for the
 purpose of erecting a sawmill; but the Indians discouraged the enterprise and he
 withdrew. The village of Fremont was surveyed on the site of Alpena in 1856. A
 small house was built by A. F. Fletcher in 1857. In November, 1858, a small schooner, the J. S. Minor, entered Thunder Bay river, having on
 board a number of prospective settlers. The first lumbering began in the winter
 of 1858-59. Up to that time communication between Alpena and lower lake ports
 had been by means of an occasional sail boat, or the upper lake steamers would
 land passengers on Thunder Bay island, to be conveyed to Alpena by some
 fisherman; but the steamer Forest Queen then began to make occasional trips to
 Alpena, and the little steamer Columbia soon after made regular trips to and
 from Bay City. The steamer Huron followed the Columbia. The population in 1860
 was 290; in 1864, 674;in 1870, 2,756. In July, 1872, fire swept 15 acres of the
 business district, occasioning a loss of $175,000. It was quickly rebuilt, and
 the population in 1874 had reached 3,964. The lumbering interests expanded
 rapidly, and in 1890 the population numbered 12,139 souls. It is now 15,600. In
 1861 the name was changed by Act of Legislature from Fremont to Alpena. A
 government fish hatchery is located at Alpena, and there are large fishing
 interests.
 Alpena harbor has been the subject of improvement by the
 Government of the United States since 1876. All appropriations prior to that
 date were in the name of Thunder Bay harbor or Thunder Bay river. The original
 depth of water over the bar at the mouth of the river was but 7 feet; but in
 1871 when the first improvement by the government was made this depth had been
 increased by local enterprise to 12 feet. The work of improvement by the
 government has resulted in increasing the channel to 13, 14 and 16 feet under
 successive projects, and was completed in 1893. The dredged channel has a total
 length of about 7,000 feet. Total appropriations from 1876 to 1897 were $51,500,
 of which $41,697 was expended.
 The number of vessels entering and clearing at Alpena in 1893 was 940;
 tonnage, 247,278; in 1896, 1,040, tonnage 272,921; 1897, 1,245, tonnage 353,982.
 Lake receipts in 1896 were 94,067 tons, chiefly lumber and coal; shipments,
 255,687 tons, mainly lumber. In 1897 receipts were 78,378; shipments,
 293,161.
 Cheboygan has for many years been a lumber center of
 considerable importance. Its first impulse toward growth was given by this
 interest. The name Cheboygan is said to be a corruption of the Indian word
 Chab-wa-e-gun, meaning a place of ore. Its population in 1870 was about 800; in
 1890, 6,956.
 Cheboygan harbor is at the mouth of Cheboygan river, which in its
 original condition had a depth of six feet. In 1870 the first survey was made.
 The project was to dredge a channel 200 feet wide and 14 feet deep. The first
 appropriation for this work was made March 3, 1871, the total reaching $160,000
 June 3, 1896. To June 3, 1897, $148,254 was expended.
 Receipts of lake freight in 1896 were 163,362 tons, of which 107,236
 were logs and 13,000 tan bark. Shipments were 362,011, of which 330,126 were
 lumber, ties, poles, etc. Receipts of lake freight in 1897 were 147,259 tons;
 shipments; 193,077 tons.
 
 CANADIAN SIDE.
 
 One circumstance may be noted in regard to storms on Lake Huron. The
 prevailing winds are from the west, the Canadian shores of Lake Huron being
 peculiarly open to their influence; and as the heaviest storms are from the
 northwest the central portion of the east coast receives the full sweep of the
 sea from the Straits of Mackinac, a distance of 170 miles, and the lower part of
 Lake Huron is open to storms from the Bay of Saginaw, a distance of 80
 miles.
 The only rivers which flow into Lake Huron on its eastern side are the
 Saugeen and Maitland, the former of which drains
 an area of about 1,400 square miles, and the latter an area of about 600 square
 miles; but owing to the nature of the soil through which they flow, they are not
 overloaded with debris as they enter the lake. Some of the rivers which flow
 into the northern side of Lake Erie carry down into that lake more detritus than
 do either of those entering Lake Huron from the east. This fact is 
 important in connection with harbor improvements on these lakes.
 The Saugeen river is liable to heavy floods in the spring, that
 generally carry with them large masses of driftwood and great quantities of ice,
 which, in the earlier day, from the narrowness of the outlet, sometimes formed a
 dam that raised the water to an unusual height, and threatened the destruction
 of warehouses in the vicinity. In the spring of 1868 the water rose about 15
 feet above its usual level.
 At the village of Southampton the banks of the river are nearly 50
 feet high, and the river from 300 to 400 feet wide, and from 1,000 feet within
 the piers the water varies from 3 to 7 feet; but higher up there were boulders
 that in times of low water became dry. At that time a pier had been carried out
 600 feet parallel with the stream on the north side, and on the south side a
 pier had been built 350 feet long, and of a curved form, and placed diagonal to
 the current.
 The amount expended in improving this harbor up to and including 1882
 was $8,559. During 1882 700 feet of the breakwater across the mouth of the river
 was reconstructed, the flooring of the west breakwater was laid; 500 cubic feet
 of stone on the lake side of this breakwater at its junction with Chantry island
 were laid, and a small breakwater was constructed, 155 feet long, opposite the
 lighthouse, in order to protect the island at that point.
 Bayfield harbor is situated at the mouth of Bayfield
 river, which empties into Lake Huron 12 miles south of Goderich. Immediately
 north of this river the clay banks are 100 feet high, and south of it they are
 from 60 to 70 feet. The entrance as originally constructed by the municipality
 were each about 620 feet long and 200 feet apart at the renewed part, and 330
 feet apart at the inner end. In 1874 an appropriation was made by Parliament of
 $34,000 for the improvement of the harbor, the municipality of Stanley
 contributing $10,000. The improvements consisted of a prolongation of the
 northern pier, 105 feet on the outer side, with an arm of 156 feet in length
 turned to the southwest, and of a pier on the south side generally parallel with
 the main line of the opposite pier, 180 feet distant, and 553 feet in length,
 with a return to the coast line of 153 feet. The total amount expended here from
 Confederation to June 30, 1886, was $68,049.
 Goderich, the county seat of the west riding of Huron
 county, Ontario, and "the healthiest and prettiest town in Canada," enjoys the
 distinction of being the only Harbor of Refuge on the east coast of Lake
 Huron.
 Goderich was founded, about 1825, by William Dunlop and John Galt,
 agents for the Canada Company, and was named after Lord Goderich. Situated 130
 feet above the level of the lake, with two sides falling abruptly toward the
 lake and the Maitland river, the location of Goderich is readily distinguished
 at a considerable distance by vessels passing or seeking to make the port; and
 many a mariner in a storm or heavy gale has welcomed the sight of its towering
 bluffs and bright lights, knowing that in the bay, which may be said to be
 crescent-shaped, no better or safer anchorage can be found along the entire
 coast. The river, which flows into the bay on the north side of the harbor, was
 originally called by the Indians "Minnesetung" (i. e. river with islands in it),
 which name was changed by 1830 to Red river, and still later to Maitland river,
 in honor of Lieut.-Governor Maitland. The spot was in early times a well-known
 rendezvous for white people, in search of trade and barter with the Indians. The
 date of the first arrival of any sailing vessel, with pretensions to the title
 of "schooner," is not precisely known, although it is on record that Carver had
 voyaged in Huron waters during the year 1768, in the schooner Gladwyn, which
 vessel without doubt anchored near the Minnesetung (Maitland river). And still
 farther back in history it is recorded that in 1618 Champlain landed at the
 mouth of that, then, magnificent stream.
 Huge canoes were for a long time used in bringing supplies from
 Detroit and taking in return pelts and furs secured from the Indians, and many
 amusing as well as tragic tales have been told of their voyages. In 1818, for
 the first time, Goderich was visited by a steam packet, the
 Walk-in-the-Water, and some time in the twenties the British gunboat Bee touched
 at Goderich, when on an exploring expedition with John Galt and Dr. Dunlop,
 In an excellent work on Canada recently published, entitled "In the
 Days of the Canada Company, 1825-1850," we read: "In 1828 the 'Castle' and some
 half-dozen log cabins constituted Goderich. French and half-breeds, Indians, and
 a few Europeans belonging to the Canada Company, made up the inhabitants. * * *
 Gooding's big canoe was in the harbor, and Crabb's schooner, the Mary Anne, rode
 at anchor there. * * * The pioneers preferred the canoe called a 'dug-out.'
 There were three kinds of these vessels made by the Chippewas on the Flats (at
 Goderich) -- the birch-bark, the dug-out and the elm canoe. * * * One famous
 dug-out was a pine tree 26 feet long and 3 feet 9 inches in the beam. It could
 easily carry nine barrels of pork, and four or five men to paddle. * * * The
 squaw invariably steered, and did her duty admirably. One enormous Indian canoe
 emerged from the fog one morning and made for the harbor, the people ashore
 mistaking it for a schooner. It had crossed from Saginaw Bay with 25 Indians
 aboard, and a load of bales of furs. There were main and top sails, with an
 ingenious contrivance for hoisting and lowering them instantaneously, a good
 precaution for stormy weather. On dark nights they fixed a bark torch in a cleft
 stick in the bow."
 In 1827 a survey of the lake, and of the rivers running into it, was
 made by Captain (then Lieutenant) Bayfield, in the Gulnare surveying schooner,
 and his charts made from these surveys were in use upon the lakes until 1884,
 and are even yet considered fair authorities.
 From "In the Days of the Canada Company "we again quote: "The bar
 formed at the entrance to the river by the action of the northwest wind caused
 the swamping of four schooners which attempted to cross. The Canada Company
 applied to the Legislature for permission to levy tolls on incoming vessels, in
 order to obtain interest on the expenditure necessary on the harbors. The bill
 was thrown out, the bar increased, and the summer of 1835 saw the Minnese-tung
 [the first vessel built in Goderich] laid up within, to the great cost of the
 company as well as the inconvenience of the settlers. Flour, in consequence, was
 eight or nine dollars per barrel. The company got a lease afterward of the whole
 harbor, and charged wharfage to those landing goods. They had the water's edge,
 but the river being navigable could not be made over to them. * * * The second
 Minnesetung made her first round trip July 20, 1834. * * * Her sailing life was
 short, as she was run into by a United States vessel near Fort Maiden and blown
 up."
 To Capt. T. N. Dancey, a veteran lake mariner, since deceased, we are
 indebted for the following graphic account of the stranding, on the night of
 November 24, 1864, of two American schooners, Newhouse and Curtis Man, behind
 the north pier: "It was one of the worst nights of the year, fearfully cold and
 freezing very hard. There was a crew of twenty on the two vessels, and they came
 within 100 feet of the beach, the water being bold to the shore. The only way we
 could save the sailors was to tie lines round our waists, rush out into the surf
 and pick them up as they fell or were washed overboard. The vessels both filled
 as soon as they struck the beach, leaving thereby no place but the deck for the
 sailors, who were so benumbed with cold that they could help themselves but very
 little; and it is certain that, if they had not received assistance, there would
 not have been a man of them living in the morning. The coast line from Cape Hurd
 to Sarnia is over 150 miles, and if these two vessels had stranded one-quarter
 of a mile either north or south from where they did, they would not have been
 seen or helped, and that would have been the last of the crews of those
 ill-fated schooners. We were five hours in the water before we got them all
 rescued."
 Between the years 1827-35 Goderich harbor was constructed and piers
 built, and the harbor has been enlarged twice since -- in 1868 and 1878
 respectively. The entrance into the harbor is between two piers.
 On the west end of the north pier there is a red light, and on the east end
 there is a green light. On the south pier there is no light. The first
 lighthouse (a small- one) was built about 1830-31, and the present lighthouse,
 which stands on the "Castle " hill (now known as "Lighthouse Point"), was
 erected about 1847; it has a fixed white light. The next lighthouse north is at
 Point Clark, 22 miles distant, and the next one south is at Sarnia, 60 miles
 distant. The mean depth of the water in the harbor is 17 feet, fully that at the
 entrance. The anchorage, as already stated, both inside and outside the bar, is
 excellent, and well sheltered inside.
 The Canadian Government has, since the above was written, concluded to
 put the harbor in a condition second to none upon the Great Lakes. A contract
 has been awarded for building a new breakwater, turning the waters of Maitland
 river out to the lake farther north than formerly. The government dredge Arnoldi
 is now cutting out the harbor basin, their contract being to make a uniform
 depth of 22 feet of water from the entrance and between the piers through the
 basin to the new elevator. When completed, the bottom of the basin will be rock,
 and from the harbor construction no sediment or drift can ever enter to fill any
 part of it. At present the largest vessels can enter with safety, and when the
 entire work is completed (in 1899) this will undoubtedly be the safest and
 deepest water harbor upon these lakes. The new elevator of the "Goderich
 Elevator and Transit Co." is now completed, and is ready to receive grain. It is
 considered one of the best yet constructed, having all the most approved modern
 appliances. The capacity is nearly 600,000 bushels, and the marine leg is
 capable of moving easily 18,000 bushels per hour.
 Some correspondence is now going on with western cities with a view of
 working this port all winter, of which there will be no difficulty if the
 Straits of Mackinac can be kept open all the year round.
 Of the vessels built at Goderich the following are still sailing the
 lakes: 
 PROPELLERS AND
 STEAMERS.
 NAME.TONNAGE.
 A. Chambers23
 Clucas28
 Evelyn32
 Elite22
 Juno28
 J. H. Jones (passenger boat)152
 Orcadia23
 R. B. McPherson30
 Susan C. Doty26
 Seagull19
 Sea King26
 Tommy Wright12
 W. H. Seibold22
 SAILING VESSELS.
 NAME.TONNAGE.
 Annexation91
 A. Shade72
 J. N. Scott20
 Nemesis82
 Ontario150
 Sephie261
 Tecumseh207
 
 
 Of the vessels built at Goderich the following are "dead": 
 PROPELLERS AND
 STEAMERS.
 NAMETONNAGE.
 Minnesetunk (side-wheel steamer, built in 1832)175
 Bruce (side-wheel steamer)150
 William Seymour (propeller)175
 Adelaide Horton125
 SAILING VESSELS.
 NAME.TONNAGE.
 Agnes Ann96
 Sailor's Bride40
 Emily50
 Mary Watson (lost behind the north pier)90
 Brothers (wrecked by ice)64
 William Wallace40
 Lily Dancey (wrecked at Port Elgin)125
 Maitland (a barkentine; met with a collision at Mackinaw and went
 to the bottom)280
 Jennie Rumball (wrecked about forty miles north of
 Goderich)110
 
 
 Names of some of the oldest lake captains belonging to Goderich: Capt.
 Thomas N. Dancey*; Murray McGregor; Colin Munro; John McPherson; Finlay
 McPherson; John Spence; David Hay*; Duncan Rowan; Angus McLeod* ; John Murray;
 Andrew Bogie; Donald McLeod; Neil McNeil; Henry Marleton*; Christopher Crabb*;
 Hugh Donnelly; Frank Tranch; Murdoch McLeod; Thomas Marks; Edward Marleton;
 Charles Mclntosh; Peter Campbell; Alexander Campbell*; William S. McKay*;
 William McKenzie; James Bogie*. [Those marked with a * are deceased.] 
 Port Albert harbor is located about nine miles north of
 Goderich, at the mouth of Nine Mile Creek. A small pier was constructed here
 early by the municipality, and in 1875 the department built an arm to the pier
 fifty feet long at a cost of $6,000. In 1881 and 1882 a row of close piling 300
 feet long was driven from the eastern corner of the pier eastwardly, and the
 basin thus formed dredged to a depth of 10 feet. The total expenditure from
 Confederation up to 1884 was $11,712. Repair work and extensions have since been
 completed.
 Kincardine harbor is situated at the mouth of the
 Penetangore river, about 27 miles south-southwest from the Saugeen river, and 31
 miles north of Goderich. The coast here is remarkably uniform. The banks are
 chiefly high and bluff, but at many places they recede from the shore with a
 quick slope through which the streams that drain the interior have cut deep
 channels, with ravines as they approach the lake. The Penetangore is one of
 these rivers, and although it is not a large one, yet it furnishes in its
 winding course a rapid descent through the village power sufficient to drive
 several mills.
 The harbor consists of an inner basin and two lines of piers 100 feet
 apart, which extend out from the shore, the northern pier being, in 1856, 540
 feet long, and the southern one 290 feet. The cost to the government, up to
 Confederation, was $19,044, and in 1868 the sum of $4,500 was appropriated to
 aid the municipality to complete the southern pier. The municipality also
 expended about $23,000 in improving the harbor.
 In 1869 a survey was made by which it was found that the depth of
 water at the entrance was from 7 to 10 feet, except for a short distance within
 the south pier, where it was only from 5 to 7 feet. The depth in the basin
 varied from 7 to 10 feet. From 1872 to 1877 the whole of the inner basin was
 dredged to a depth of 12 feet, and the entrance to a depth of 13 feet. Afterward
 dredging was continued until a depth of 14 feet was given in the basin, and 15
 feet at the entrance. In November, 1881, a contract was entered into for the
 construction of 790 feet of pile protection work on the south side of the south
 pier. The work was completed in 1882. The total amount spent, from Confederation
 to 1884, was $90,921. A depth of 16 feet at low water, between the piers, was
 obtained in 1888, and the harbor was deepened to 15 feet below low water in Lake
 Huron.
 In 1890 the northern pier was extended to a distance of 200 feet
 northwardly. In 1896 two cuts were dredged through the channel and along the
 north pier to a depth of 12 feet.
 The lights in this vicinity are the following: The main light in the
 town on the hillside, established in 1881. One on the north pier 1,185 feet from
 main light, a fixed red light, reflector, established in 1874.
 Port Elgin harbor is situated 24 miles from Kincardine
 and four from Southampton, about five miles south of the mouth of the Saugeen
 river. It is formed by an indentation in the shore, the bay thus formed being
 about three-fourths of a mile across, and is about one-fourth of a mile deep. A
 wharf was constructed here in 1857. This pier was 380 feet long and extended to
 13 feet of water. There was a breakwater constructed 420 feet long, at right
 angles to the pier, and out from it about 650 feet. During the summer of 1882 a
 pier 600 feet in length was commenced with the view of making a harbor of
 refuge. Total expenditures by the Government up to 1883 from the time of
 Confederation were $23,336.80. In 1888 and 1889 dredging on the bar at the
 entrance to the harbor was carried on to the extent of enabling vessels with a
 draught of 12 feet to enter. A channel 760 feet long, 75 feet wide and 13 feet
 deep, was opened in line with the public wharf out to deep water.
 In 1890 a channel 800 feet long and 175 feet wide was dredged from
 inside the harbor to deep water outside, and a berth opened for vessels on the
 east side of the wharf.
 The lighthouse is called the Port Elgin, and stands on the outer end
 of the Government wharf. It was established in 1884.
 Chantry Island is a small rocky island lying one and
 three-quarter miles from the mouth of the Saugeen river and about
 three-fourths of a mile from the mainland. It is about half a mile long, and
 contains an area above ordinary high water of about nine and one-half acres. The
 island is surrounded by reefs on the north, south and west sides. In the center
 of this island the government in 1839 erected a lighthouse 80 feet high, which
 in 1870 had a lenticular apparatus of the second order, and was visible from the
 deck of a vessel to a distance of about eighteen miles in clear weather.
 Directly east of this island and between it and the mainland there was
 an area of about 267 acres, and of this space there was about 140 acres in which
 the depth of water was from 5 to 20 feet, the bottom of which was generally
 covered with boulders, yet in a few places good accommodation was furnished for
 vessels which enabled them to ride out gales of considerable force. In 1870 Mr.
 Page recommended Chantry island for a harbor of refuge. A contract was signed
 and the work began in 1871.
 In 1856 there was constructed a breakwater, 650 feet long and having a
 depth of 18 feet of water at its outer end. This work was raised in 1865, and
 prior to Confederation there had been spent here $31,910. The work carried on
 under the contract of 1871 consisted of a breakwater 1,600 feet long, extending
 in an easterly direction from the old breakwater at the northern end of the
 island. A breakwater 2,000 feet long on a curved line from the mainland to
 within 400 feet of the end of the pier taken out from the island, and a landing
 pier, were built, and a quantity of boulder stone was removed from a shoal
 adjoining the anchorage.
 An octangular structure of timber, carried up 40 feet above the water
 line, was placed in 16 feet of water on the extreme point of the shoal, running
 southwest from the island, and a light placed upon it.
 The total expenditure, from the time of Confederation to 1882, was
 $235,469.
 The Chantry Island lighthouse situated about two and one-half miles
 west from Saugeen, 86 feet above high water, was established in 1859.
 Inverhuron harbor is situated 23 miles from Southampton
 and 114 miles from Sarnia. It is about four-fifths of a mile across in a
 southeast direction from the north point to the opposite shore, and from this
 line extends inland about one-third of a mile. In 1856-57 a pier was built here
 about 450 feet long, the total expenditure up to Confederation being $15,125.
 The pier was maintained by the municipality, and some addition made to its
 length. In 1874-75 the old pier was thoroughly repaired, and in 1881 additional
 work was done. The total amount spent was $21,377.
 Southampton harbor is at the mouth of the Saugeen river
 on Lake Huron, 143 miles from Sarnia. At the session of 1883 there was voted the
 sum of $10,000 toward the extension of the pier to a length of 250 feet and to a
 depth of 14 feet of water.
 In July, 1887, the pier at the mouth of the Saugeen river was
 completed, and the outer end of the landing pier was rebuilt.
 In this immediate vicinity there are three lighthouses, the first
 named Saugeen, situated on the breakwater on the north side of the mouth of the
 river, established in 1883 to guide fishing boats into Saugeen river. It is a
 lantern on a mast. The other two lights are in the harbor of Southampton, one
 being on the east end of the west breakwater, 2,799 feet from Chantry Island
 light, established in 1877. The other light, established the same year, is on
 shore south of landing pier, 6,300 feet from former light.
 Other lighthouses in the vicinity of the Saugeen river are the
 following: The Pine Tree range, each of which is a fixed white light and a
 lantern on a mast. They are not under the Marine Department. Lyal Island
 lighthouse is on the west side of the island. It was established in 1885, and is
 a coast light and guide to Stokes' bay, and to small boat harbor near by. Isle
 of Coves lighthouse, at the north point of Cove island, at the entrance to
 Georgian Bay, was established in 1859.
 Lion's Head is on Georgian Bay, 35 miles northeast of
 Wiarton. . In 1884 the extension of the pier at this place was directed. By
 dredging, a channel cut was made 175 feet long, 130 feet wide, to a depth of 14 feet, through a shoal behind the breakwater.
 Wiarton harbor is situated on an inlet or arm of Georgian
 Bay, about 20 miles northwest of Owen Sound. Most of the work of improvement
 done here has been in recent years. In 1882 there was voted for the improvement
 of this harbor the sum of $35,000, the corporation of Wiarton, and the Grand
 Trunk, Georgian Bay and Lake Erie Railroad Company agreeing to contribute $7,500
 each. On the 26th of September, 1882, a contract was entered into for the
 construction of a wharf, 1,040 feet long, with from 14 to 18 feet of water along
 its face, the contract price being $42,500. From Confederation down to 1883
 there had been spent $55,232.
 In 1889 a contract was made for the construction of a breakwater 380
 feet long and 25 feet wide, near the head of the harbor. In 1890 this breakwater
 was extended 220 feet.
 The lighthouse, named Wiarton, and situated near the outer end of the
 breakwater, was established in 1891.
 Colpoy's harbor is situated on the west side of Colpoy's
 bay, three miles north of Wiarton. In 1880 the inhabitants of the village built
 a pier 123 feet long, with a depth of 9 feet of water at the outer end, and in
 1893 the municipality built an additional 118 feet to the pier. During the
 fiscal year ending June 30, 1894, the government further extended the pier at
 the outer end.
 Owen Sound harbor is on the Sydenham river, which flows
 into the head of Owen Sound, an arm of Georgian Bay. This town is the terminus
 of the Toronto, Grey & Bruce railway, and the center of an extensive
 agricultural district. The harbor here was formed by the municipality of Owen
 Sound prior to Confederation, and in 1856, and also in 1866, small grants were
 made by the government to assist in improving the channel of the Sydenham river
 from its mouth up to the town of Owen Sound.
 In 1874-75 there was expended $10,367 in making a generally straight
 channel, 150 feet wide, from the wharf at the foot of Peel street, to the outer
 light, a distance of three-fourths of a mile. The depth of water obtained was 10
 feet at low water. In 1876 and 1877 a channel was dredged from the dry dock a
 length of about 2,000 feet, to a point just outside the outer light. This
 channel had a width of 150 feet and a depth of 12 feet, and cost $6,589. In 1879
 a narrow channel, 65 feet wide and 14 feet deep, was dredged. In 1882 there was
 voted the sum of $8,000, and in 1883 $5,000 to dredge the harbor to a depth of
 16 feet. The total sum expended, from Confederation to 1884, was $74,710. Of
 this amount the town of Owen Sound contributed, according to agreement, $13,000,
 in order that there might be obtained a depth of water sufficient to accommodate
 the largest vessels navigating Lake Huron.
 At the session of 1884 a depth of 16 feet was obtained. Dredging was
 done later to the extent of 2,400 feet in length to a width of 60 feet, and to a
 depth of 16 feet 5 inches at low water.
 The construction of sheet-pile revetment work in front of the
 Esplanade, on the west side of the harbor, a distance of 1,550 feet, was
 completed in 1896.
 The lights on Owen Sound are the following: Griffiths Island light, on
 the northeast side of the island, 17 miles from the town of Owen Sound,
 established in 1859. Presqu' Isle light, near McKenzie's wharf, Owen Sound.
 Front range light, on pile work on east side of the mouth of Sydenham river,
 established in 1883, and removed to its present location in 1895. Rear range
 light, on pile work 915 feet from front light, established in 1895.
 There is another light considerably farther north, called the Cabot
 Head light, on top of the cliff, Cabot Head, about half a mile eastward from the
 entrance to Wing-field basin. Surprise Shoal bell buoy, in 36 feet of water, is
 just north of the nine-foot patch at the west end of Surprise shoal, between
 Cabot Head and Cape Croker, a red iron buoy surmounted by an open frame holding
 bell, which is rung by the action of the waves.
 Meaford harbor is on the southwest side of Georgian Bay,
 18 miles from Collingwood and 20 miles from Owen Sound. Prior to 
 Confederation there was constructed a pier 500 feet long, and having a depth of
 14 feet of water at its outer end. This was built by the local authorities,
 aided by the government. During the years 1874 and 1875 this pier was extended
 600 feet and an arm 200 feet was built in a northeasterly direction. The total
 harbor expenditures from Confederation to 1885 were $45,485. A channel 675 feet
 long, 50 feet wide and 15 feet deep was obtained in 1892.
 The lighthouse at Meaford, located on the outer end of the pier, was
 established in 1878.
 Thornbury harbor is situated at the mouth of Beaver
 river, which empties into Georgian Bay, 13 miles from Collingwood. Work done
 there in earlier years by residents of the locality was later permitted to fall
 into decay. In 1881 Parliament voted $7,000 to reconstruct the pier and to
 dredge a basin 100 feet wide and 10 feet deep on the eastern side. The town of
 Thornbury also voted $7,000 to carry on the work, which was placed under
 contract. Up to 1884 there had been spent here $21,286. A channel has been
 dredged through the hard pan and stones at the harbor entrance to a depth of 13
 feet. In May, 1893, the landing pier was greatly damaged by a severe storm.
 In 1895 a cut was made 900 feet long, between the piers and into the
 harbor, leaving a depth of 15 feet for a distance of 700 feet, and 10 feet the
 remaining 200 feet, the width of the cutting varying from 100 feet at the
 entrance to 50 feet in the harbor.
 The lighthouse at Thornbury, situated on the outer end of the west
 breakwater pier, was established in 1887.
 Collingwood harbor is on Nottawasaga bay, which is on the
 southern shore of Georgian Bay, 94 miles from Toronto. It is an important town,
 the terminus of the Northern and Hamilton & Northwestern railways. The
 trade is principally in grain and lumber. The lighthouse erected here prior to
 Confederation was completely swept away in a storm, in 1872. The pier was also
 swept away by the same storm. In August, 1873, the work of reconstruction was
 commenced, and was completed in 1874, at a cost of $57,468, one-half of which
 was paid by the government, one-fourth by the Northern Railway Company, and
 one-fourth by the town of Collingwood.
 The work consists of a breakwater and pierhead 700 feet long, and a
 lighthouse, all of unusual strength. The cribs recede to 19 feet six inches at
 water-line, the point where the slope commences, to five feet below water-line,
 and the angle is protected by boiler plate. The portion above water is carried
 up to the height of six feet, and is 12 feet and six inches on the top. The
 eastern end terminates in abroad pier-head, 60 feet long by 80 feet wide, on
 which is erected the lighthouse. The depth of water in the harbor was 11 feet,
 but as vessels navigating Lake Superior required deeper water, it was dredged in
 1879 and following seasons to a depth of 14 feet.
 In 1882, with the view of accommodating the largest vessels on the
 lakes, a contract was entered into for the construction of 600 feet of
 breakwater extending northward from the north wharf. In November, 1883, a
 contract was entered into for a further extension of 600 feet. The total
 expenditure from Confederation to this time was $139,371. In March, 1885, a
 contract was made for building the final length of breakwater for $101,000. At
 the Session of 1885 $24,000 more was voted for the breakwater extension of 600
 feet.
 The lighthouses in this vicinity are the Nottawasaga Island
 lighthouse, two miles northwest of Collingwood harbor, established in 1859.
 Collingwood breakwater lighthouse is on the outer end of the west breakwater
 pier, established in 1858. Collingwood Lighthouse, located at the turn of the
 dredged channel in the harbor, was established in 1884 and rebuilt in 1894.
 Penetanguishene harbor is situated on the north end of
 the eastern peninsula of Georgian Bay, formed by the waters of the Nottawasaga
 bay and the Severn river. During the summer of 1880 dredging was done at the
 western point south of the Reformatory wharf, and to the north of the wharves at
 the village, to give a depth of 16 feet in the channel. In 1888 -- 89 a pile structure was constructed 850 feet long and 12 feet wide, at
 an average depth of 12 feet of water. Behind this structure an embankment was
 formed with brush, stone and earth, giving to the wharf, so completed, a width
 of 42 feet. In addition to this wharf a similar structure 350 feet long was
 built at the foot of Barrie street. This harbor is the terminus of one of the
 branches of the Grand Trunk railway, on Georgian Bay, and a large amount of
 lumber is shipped to this point for distribution. In August, 1889, the harbor
 improvements were completed, dredging being carried on during the year with the
 view of securing a greater depth of water, which is now 16 feet.
 The lights in this vicinity are the following: Penetanguishene, on the
 outer end of Reformatory pier, established in 1876. Whisky Island light, at the
 entrance to Penetanguishene harbor, established in 1882. Gin Island, on the west
 side of Beausoleil island, established in 1875. Giant's Tomb, established in
 1893. Hope Island, established in 1884. Christian Island, on Bar Point,
 established in 1859, and Western Islands, on Double Top rock, established in
 1895. The Gin Island light is for guiding vessels into Penetanguishene and
 Midland harbors.
 Midland harbor is at the head of Gloucester bay, an arm
 of Georgian Bay, Midland being the Georgian Bay terminus of the Grand Trunk
 railway. In 1883 $10,000 was voted toward dredging to the depth of 17 feet at
 low water, in front of a proposed new railroad wharf. In 1890 there was
 completed 2,000 feet of wharf front. A shoal of hardpan and boulders was dredged
 out at the entrance to the harbor, seven adjoining cuts being made, 96, 175,
 225, and four, each of 300 feet in length, each cut being 24 feet wide and 17
 feet deep. The dredge also made four cuts in front of Play-fair's mill, 200,
 250, 325 and 400 feet long, 20 feet and 10 feet deep.
 In 1896, in front of the Grand Trunk Railway wharf, a cut was made 300
 feet long, and on the west side of the wharf, a cut 150 feet, each 25 feet wide
 and to a depth of 15 feet, at low water. Alongside the Esplanade a cut was made
 300 feet long and to a depth of 14 feet. In front of Thew's mill a cut was made
 of 450 feet long by 40 feet wide, and to a depth of 9 feet.
 Parry Sound Narrows are situated respectively seven miles
 and two miles south of Parry Sound, and form a portion of the channel called the
 North or Inner channel of Georgian Bay, usually taken during heavy weather and
 in autumn by steamboats plying between Midland, Penetanguishene and Parry Sound.
 At low water both these channels were formerly impracticable for boats drawing
 more than 5 feet of water, and it often happened that regardless of the weather
 they were obliged to take the outer channel. To obviate this difficulty the
 government in 1892 began the work of improving them, so that there might be a
 depth of 8 feet at low water in Lake Huron. This work was commenced in June,
 1891, and it was found exceedingly difficult at Two Mile Narrows, the shoals
 consisting of the hardest kind of conglomerate granite. Hand drills were found
 useless, and so steam drills were procured and put to work June 30, and a
 channel procured 67 feet wide and 8 feet deep. A channel was also obtained at
 Seven Mile Narrows 50 feet wide and 7 feet 9 inches to 8 feet deep.
 Red Rock lighthouse is at the entrance to Parry Sound, and was
 established in 1870.
 In Parry Sound are the following lighthouses: Snug Harbor range, one
 on the westernmost Walton island, established in 1894, and the other on the
 southern extremity of the island on the north side of the entrance to Snug
 harbor, 3,100 feet from the preceding. It was established in 1894.
 Jones Island range consists of two lights, one on the summit of the
 northernmost Gordon rock, established in 1894, and the other on the southwest
 point of Jones island, 8,700 feet from the preceding, established in 1894.
 Hugh Rock light is on the summit of the rock at the junction of Albert
 channel with the main channel. It was established in 1894.
 Besides the above Parry Sound lights there are the following on
 Georgian Bay, in the vicinity of Parry Sound. Point Au Baril 
 lights, two in the range; front range light is on the southern extremity of the
 point, close to the water. It was established in 1889. The other, or rear range
 light, is on the summit of the island, 4,800 feet from the preceding, and was
 established in 1889. Gereaux Island light is on the south side of the entrance
 to Byng inlet. It was established in 1870, but moved to its present location in
 1885. Lone Rock Bell buoy is 300 feet from the rock, Wabuno channel. It was
 established in 1889.
 Byng Inlet range lights are two in number, the front range light being
 close to the south side of the channel, three-fourths of a mile from Gereaux
 Island light. It was established in 1890. The rear range light is 1,520 feet
 from front light. It was established in 1890. Bustard Rocks main light is on a
 rocky islet two and one-half miles southwest of the entrance to French river. It
 was established in 1875, the building being rebuilt in 1893. Bustard Rocks Inner
 range light, front, is 229 feet from the preceding. It was established in 1875.
 Bustard Rocks Outer range light, front, on the rocks 193 feet from Bustard Rocks
 (main) light. It was established in 1893.
 The French River lights are two in number, the first being on Lefroy
 island, on the west side of the mouth of the river. It was established in 1875.
 The other light is near the creek on the east side of the river, 4,300 feet from
 light in Lefroy island. and was established in 1875. Lonely Island lighthouse is
 on the summit of the north bluff, at the north side of the channel leading into
 Killarney harbor from the eastward. It is 195 feet above high water, and was
 established in 1870.
 Killarney East, or Red Rock Point, lighthouse, is one mile east of
 Killarney. It was established in 1866. Killarney West, or Partridge Island,
 lighthouse is one mile northwest of Killarney, and was established in 1866.
 Wilson's Rock is in Georgian Bay, about 35 miles from the
 Sault Ste. Marie, and eight miles above Neebish Rapids. A block of crib work
 with a beacon thereon was completed in 1884.
 Clapperton channel is obstructed by Robinson's Rock,
 which is situated in the main passage between Clapperton and Crocker islands, 17
 miles northward from Little Current, and about a mile from Clapperton light. The
 rock is a red granite reef, having an area of about 600 feet, the whole of which
 had to be blasted and removed. Work began June 1, 1892. There is a light on the
 north point of Clapperton island, established in 1866.
 Little Current is the channel between La Cloche and the
 Great Manitoulin islands, and is on the direct route from ports on Georgian Bay
 to Sault Ste. Marie, 140 miles from Collingwood. Owing to the existence of a
 rocky ledge the navigable channel was much narrowed and intricate of navigation,
 so much so that heavily-laden vessels were obliged to take the outside passage
 through Lake Huron, which in the fall of the year is very dangerous.
 In May, 1881, the work of removing this rocky ledge was commenced. The
 rock removed was deposited between Manitoulin and Spider islands, reducing the
 current in the steamboat channel, the water afterward running northeast of
 Spider island where the water is wide and deep. The channel was, in 1893, made
 200 feet wide, and an average depth of 13 feet was secured.
 In the vicinity of Little Current there are two range lights -- the
 south light being close to shore, between docks in the village, established in
 1866, and the north light, on the eastern extremity of Spider island, 1,350 feet
 north, three-fourths west of the south light, established in 1866.
 Narrow Island light, located on the west end of the island, was
 established in 1890.
 Besides the lighthouses already mentioned as being in the North
 Channel, there are the following: Manitowaning lighthouse, on the hill in the
 village, Grand Manitoulin island, established in 1885. Strawberry Island
 lighthouse, on the northernmost point of the island, established in 1881.
 Kagawong lighthouse, at the foot of Mudge bay, 75 feet back from shore, and 100
 feet west from the dock, established in 1888. Boyd Island lighthouse, on a small rock near Boyd island, 1 ¾ miles from the Spanish
 River Lumber Company's mill, on Aird island, established in 1885. Gore Bay
 lighthouse, on Janet head, established in 1879. Cape Robert lighthouse, on the
 northern extremity of the cape, established in 1885. Mississauga Island
 lighthouse, on the south end of the island, established in 1884,
 Mclnnis Bank, Mudge bay, lies directly in the course of
 vessels taking either the inside or outside channel of Clapperton island, the
 shoal consisting of a nest of boulders covering a space 300 feet long and 100
 feet wide. Work was commenced in 1892.
 Thessalon is located on the north side of North channel,
 Lake Huron, in the Algoma district. On April 3, 1895, a contract was entered
 into for the construction of a landing pier at this place. The superstructure
 was to be 325 feet in length, and to have an approach of stone work 80 feet
 long, the whole length thus to be 405 feet.
 The light station here, Thessalon River, is located on the east side
 of the mouth of the river. It has a fixed white light, reflector.
 Other lights in this vicinity are the following: Sulphur Island light,
 on the south end of the island, established in 1869. Bruce Mines light, on the
 outer end of the wharf. North Sister Rock light, east side of the channel,
 established in 1885. Bamford Island light, on the eastern extremity of the
 island, one-half a mile southwest of Wilson's channel, established in 1885.
 Richards Landing light, on the outer end of wharf, established in 1894. Shoal
 Island light, on the northern extremity of the island, and south side of the
 channel, established in 1885.
 
 LAKE MICHIGAN HARBORS.
 
 Lake Michigan alone of all the Great Lakes lies wholly within the
 United States. At the Straits of Mackinac, which separate the lake from Lake
 Huron, lie two historic points, Mackinaw and St. Ignace.
 Mackinaw City has a population of 700, and is well known
 as a summer resort. It is seven miles distant from the picturesque Mackinac
 island.
 At Point St. Ignace, across the strait from Mackinaw City
 was founded a mission by Marquette in 1671, and two years later the French built
 a fort there. In 1714 a fort was built at "Old Mackinaw" on the south side of
 the straits, the post at St. Ignace having been abandoned several years earlier.
 The village of St. Ignace was organized in 1882. It now has a population of
 1,000. A railroad transfer ferry connects Mackinaw and St. Ignace during both
 summer and winter.
 Petoskey is one of the best known summer resorts in
 Michigan. It bears the name of an old Indian chief, who once held sway in that
 vicinity. Petoskey was incorporated as a city in 1896 and has a population of
 3,700.
 Petoskey harbor is situated on the southeast shore of
 Little Traverse bay, and its water front is wholly exposed to winds coming from
 the west and northwest, and when high gales with a sweep of more than 100 miles
 across Lake Michigan blow from that quarter it is dangerous to attempt to make a
 landing in that vicinity. The question of improving this condition of affairs
 was first provided for in the River-and-Harbor Act of July 5, 1884, which
 directed an examination to be made with a view of constructing a harbor of
 refuge there. While the conclusion arrived at was that a harbor of refuge was
 not needed there, yet it was necessary to provide a safe landing for vessels
 engaged in an extensive local commerce. Work with this object in view was
 commenced in 1895. The object in view was the construction of an outer and
 detached work so designed as to shelter the landing and if possible to furnish
 additional area within which vessels could take shelter on occasion. The work
 comprises the west breakwater, commences 220 feet from the shore in about eight
 feet of water, extending 600 feet and terminating in about 29 feet of water; the
 north breakwater commencing at a point 150 feet easterly from the outer end of
 the west breakwater, and extending a distance of about 500 feet.
 By the close of the fiscal year ending June 30, 1898,
 the work as above described was nearly completed. The appropriations made, four
 in all, amounted in the aggregate to $53,000; and expenditures to June 30, 1898,
 were $51,731.
 The total number of vessels entering and leaving this harbor during
 the year 1895 was 4,360, with a tonnage of 28,000; 1896, 3,156 vessels, 24,000
 tons; 1897, 4,362 vessels, 91,600 tons; tons of freight received by vessel in
 1896, 14,608; shipments, 7,412 tons; receipts by vessel in 1896, 13,670 tons;
 shipments, 15,486 tons; 1897, receipts, 15,643; shipments, 4,690 tons.
 Charlevoix, which commemorates one of the early French
 missionaries on the Great Lakes, is a flourishing summer resort containing 2,500
 inhabitants.
 Charlevoix harbor is situated on Round lake, which originally
 connected with Lake Michigan by a narrow stream about one-third of a mile long
 and named Pine river, through which boats drawing from 2 to 3 feet of water
 could pass. Local enterprises aided by a land grant from the State had improved
 the natural conditions prevailing here to the extent of obtaining a depth of 11
 feet of water and building short piers at its outlet into Lake Michigan, and an
 entrance had been obtained which was 6 feet deep. This was the condition of
 things when the Government of the United States took hold of the work in 1877
 under an Act which appropriated $10,000 to the work. The project was to obtain a
 dredged channel 100 feet wide and 12 feet deep through Pine river to Round
 lake.
 The total appropriations to June 30, 1898, amounted to $140, 500. The
 amount expended on the work up to June 30, 1898, was $127,340. The year 1894 was
 a remarkable one for the commerce of Charlevoix harbor, there having been 1,701
 vessels enter and leave there, with a total tonnage of 338,015 tons. In 1895 the
 number of vessels entering and leaving was but 528, and their total tonnage was
 92,387; 1896, 420 vessels, tonnage 75,265; 1897, 545 vessels, tonnage 110,474.
 Receipts by vessel in 1896 were 8,137 tons; shipments, 175,641 tons; receipts,
 in 1897, 24,011 tons; shipments, 110,225 tons.
 Traverse City, situated at the head of the west arm of
 Grand Traverse bay, at the mouth of Boardman river, is a city of 9,000
 inhabitants, and is a popular summer resort. The site was a favorite camping
 point for Indians, and permanent white settlers arrived in 1851. The city was
 incorporated in 1895.
 Manistee was first settled about 1846, and was
 incorporated as a city in 1869. The name is of Indian origin, signifying "river
 at whose mouth there are islands."
 Manistee harbor is at the mouth of Manistee river, to which local
 enterprise had opened an entrance for vessels drawing seven feet of water, by
 the construction of slab piers on each side of the mouth of the river. This was
 also the limit of depth that could be carried over the bars of the river until
 deep water was reached in Manistee lake, about one and three-quarters miles from
 Lake Michigan. Systematic work was commenced here by the Government of the
 United States in 1867, to construct two parallel piers of crib work extending
 about 960 feet into Lake Michigan to the 12-foot curve. In 1890 the scope of
 operations was extended to include dredging a channel 15 feet deep throughout
 the length of Manistee river, a distance of about 8,000 feet from Lake Michigan
 to Lake Manistee, and to extend the north and south piers respectively, to the
 18- and 14-foot curve in Lake Michigan, with a view of maintaining that depth of
 water at the entrance to the harbor.
 Appropriations for improving the harbor at Manistee have been as
 follows:
 1867, $60,000; 1870, $20,000; 1871, $9,000; 1872, $10,000; 1873,
 $10,000; 1874, $10,600; 1875, $25,000; 1876, $14,000; 1878, $15,000; 1879,
 $10,000; 1880, $10,000; 1881, $10,000; 1882, $15,000; 1884, $10,000; 1886,
 $10,000; 1888, $10,000; 1890, $50,000; 1892, $50,000; 1894, $12,000; 1896,
 $15,000; total, $375,000.
 The entire amount of money appropriated was $375,000; expended,
 $361,858. The number of vessels that entered and left this harbor during the
 year 1895 was 3,054, with a tonnage of 930,645; freight received
 by water, 78,761 tons; shipped, 596,846 tons; vessels arriving and clearing in
 1896, 2,355; tonnage, 643,048; 1897, 2,371; tonnage, 666,000. Freight receipts
 in 1896, 32,800 tons; 1897, 24,542 tons; freight shipped in 1896, 495,444 tons;
 1897, 551,066, of which 338,913 consisted of lumber and 196,027 of salt.
 Frankfort. -- Charles Burmeister, of Frankfort, in a
 "Short History of Benzie County," has related how the first sail craft entered
 Frankfort harbor. He said: "A rather peculiar incident brought Frankfort to the
 notice of ' outsiders.' Mr. George W. Tifft, a wealthy vessel owner of Buffalo,
 sent his vessel on a trip to Chicago in the season of 1854. We cannot ascertain
 the name of the craft, but she was commanded by Captain Snow. The craft was
 caught in a terrible gale abreast of this place, and became nearly unmanageable
 and was drifted towards the beach. The mouth of the Betsey river was seen
 between the green timber growing on both sides, and knowing that his craft was
 fated anyway, Captain Snow ordered all sail hoisted, and headed her for the
 mouth of the river, taking his chances of grounding on the bar. Fortunately the
 water was of sufficient depth to float his craft, and she sailed safely into the
 river. This was the first vessel to enter Frankfort harbor. Mr. Tifft, learning
 of the splendid location, bought land extensively in 1859, and settlement soon
 after began."
 Previous to 1867, when the United States Government took up the work
 of improving this harbor of Frankfort Lake (Lake Aux Becs Scies) the natural
 outlet of this lake had been slightly improved by local enterprise, and a narrow
 channel had been obtained with a depth of from three to four feet. The first
 appropriation for this improvement was made under the River-and-Harbor Act of
 June 23, 1866, and was $88,541. The project was to dredge a straight channel
 from lake to lake 750 feet south of the old outlet, and to protect it by
 revetments and piers 250 feet apart and extending to the 12-foot curve in Lake
 Michigan, the object being to establish a reliable entrance channel with a
 navigable depth of 12 feet. This project was afterward modified, and in 1892
 work was proceeded with by which the crib work in the north pier would be 1,002
 feet long, and, in the south pier, 1,250 feet long. The total number of
 appropriations made for this work up to and including that of June 3, 1896, was
 23, and the aggregate amount appropriated was $348,659. In addition to the pier
 extensions made by the United States Government the Toledo & Ann Arbor
 Railway Company, under authority of the Secretary of War, issued January 10,
 1896, added 400 feet to the south pier extension at its own expense for the
 protection of its translake car-ferry service.
 The number of vessels entering and leaving this harbor during the year
 1895 was 1,182, with a tonnage of 412,951; in 1896, 1,374 vessels, tonnage
 509,277; 1897, 1,714 vessels, tonnage 706,546. During 1897 freight receipts by
 vessel were 25,367 tons, shipments 556,450 tons. The car ferries between
 Frankfort, Mich., and Kewaunee, Wis., also carried, in 1897, 16,639 freight
 cars, weighing 224,627 tons.
 Harbor of Refuge at Portage Lake. -- The necessity for a
 harbor of refuge at this point had long been recognized before work was begun
 upon the project. The peculiar adaptability of Portage lake led to its selection
 for this purpose as early as 1878. The River-and-Harbor Act of June 18, of that
 year, directed that a survey and estimate of the cost should be made with this
 end in view. The conditions then existing were a dangerous coast line extending
 175 miles from Grand Haven to Traverse Bay, Mich., with no intermediate harbor
 into which vessels could safely attempt an entrance for shelter from gales on
 Lake Michigan. Upon survey Portage lake was found to include nearly four square
 miles where the water was from four to seven fathoms deep; it was landlocked
 except where it was connected with Lake Michigan by an artificial ditch, in
 which the water was only four feet deep; but the distance between the 18-foot
 depths in the two lakes was only 2,000 feet. The project thereupon adopted was
 to dredge a channel 18 feet deep from Lake Michigan to Portage lake, and to
 project it by parallel piers and revetments 300 feet apart. The
 first appropriation for this work was made March 3, 1879, and the aggregate
 amount is $150,000. Expenditures to June 30, 1898, $141,223.
 At the close of the fiscal year ending June 30, 1897, the north pier
 was 1,493 feet long, of which length 1,342 feet were of pile work, and 151 feet
 of crib work. This pier projected 560 feet into Lake Michigan. The south pier
 and revetment had a total length of 1,380 feet, and projected 350 feet into Lake
 Michigan. The harbor is very much needed for the general commerce frequenting
 that portion of Lake Michigan; but this can not be obtained until the harbor
 piers reach the 2O-foot curve in Lake Michigan, and they now end at the 10-foot
 curve. The work done during the past two years has simply restored the piers to
 the condition in which they were more than ten years ago, and unless they are
 now prolonged to deep water the whole expenditure of nearly $150,000 will have
 been useless.
 Ludington was known in earlier years as Pere Marquette.
 Under that name it was incorporated in 1867, but became the city of Ludington in
 1874. Its population in that year was 2,177. It was 8,242 in 1890, and is now
 about 9,000. It is the eastern terminus of the F. & P. M. car ferry
 line. At this place private enterprise undertook to improve the harbor by making
 a narrow channel seven feet deep from Lake Michigan to Pere Marquette lake, and
 maintained it for several years. The United States Government commenced work in
 1867, with the view of enlarging the channel to a width of 200 feet and to a
 depth of 12 feet, and protecting it by piers projecting into Lake Michigan, at
 an estimated cost of $270,682.
 In 1885 a project was adopted for establishing a harbor of refuge here
 with a depth of 18 feet and by replacing the south pier by a new one 200 feet
 farther south, so as to increase the width of the channel between the piers to
 400 feet. But this harbor-of-refuge plan was in 1890 transformed into one which
 contemplated a channel 18 feet deep and 250 feet wide at the entrance without
 changing the existing width between piers already built. Work thereon was
 promptly commenced, and in 1891 500 feet was added to the north pier and 700
 feet to the south pier. A depth has been maintained at from 14 ½ to 16
 ½ feet.
 The first appropriation for this work was made in 1867. The aggregate
 amount appropriated was $388,435; total expenditures to June 30, 1898,
 $380,880.
 The work here June 30, 1898, was as follows: North pier, 1,452 feet
 long, projecting 930 feet beyond the shore line; south pier, 2,381 feet,
 projecting 1,550 feet.
 Receipts by lake in 1896 were 356,676 tons, chiefly flour and grain;
 shipments 375,687 tons, including 188,450 tons of salt. Receipts in 1897 were
 454,860 tons; shipments 497,744 tons.
 Pentwater. -- The early industrial activity of Oceana
 county, Michigan, of which Pent-water is the port, consisted chiefly of
 lumbering. The branches of Pentwater river were used to transport millions of
 feet of logs to the mills, thence to be carried by lake to distant markets. The
 lumbering interests are passing away, but Pentwater lies in the fruit belt, and
 horticulture flourishes in that vicinity.
 Originally there was an unnavigable connection between Lake Michigan
 and Pentwater lake, which was improved by local enterprise in such a way as to
 afford a narrow 4-foot channel. Work commenced in 1867, and the project of
 improvement then adopted has been followed without modification until the
 present time, and has aimed at increasing in the channel the depth of the water
 to 12 feet, and to a width of 150 feet.
 The first appropriation was made in 1867. The total amount
 appropriated has been $248,820; expenditures, $241,668.
 The works here on June 30, 1898, were as follows: North pier, with a
 total length of 2,223 feet, the pier projecting 610 feet beyond the shore line;
 south pier, 2,115 feet, and projecting 610 feet beyond the shore line. The depth
 of water in the channel was 9 ½ feet.
 Vessels entering and leaving the harbor during 1895 were
 500, with a tonnage not reported. The year 1891 appears to have been the most
 prosperous for this harbor, as during that year 1,140 vessels entered and left
 the harbor with a total tonnage of 71,260. The freight received by vessel during
 1895 was 628 tons, and the freight shipped 17,719 tons, of which 11,200 tons
 were lumber. In 1896 740 tons of freight were received and 16,350 tons shipped,
 and in 1897 1,945 tons were received and 28,820 shipped.
 White Lake harbor is at the outlet of White lake into
 Lake Michigan. Originally there was only a narrow and crooked outlet which was
 improved by private enterprise so as to permit vessels drawing about 5 feet of
 water to enter; but the government abandoned this channel and a straight cut was
 dredged from lake to lake.
 The first appropriation for this work was made in 1867. The aggregate
 amount appropriated is $289,550. The work done up to 1898 was a north pier 1,515
 feet long, projecting beyond the shore line 365 feet, and a south pier of 1,854
 feet, projecting 630 feet beyond the shore line.
 The total number of vessels that entered and left the harbor during
 1895 was 281, with a tonnage of 34,574 tons; 1896, 245, tonnage, 27,962; 1897,
 247, tonnage, 33,409. Receipts by vessel in 1896 were 9,158 tons; shipments,
 62,412 tons. Receipts in 1897, 84,528 tons; shipments, 81,701 tons.
 Muskegon. -- In 1812 John Baptiste Recollect occupied the
 mouth of Bear lake as a trading post, and other trading posts soon followed in
 the vicinity. The land was brought into market in 1839, and a village plat was
 made ten years later. The first sawmill on Muskegon lake was built in 1837 by
 Benjamin H. Wheelock. The harbor at the mouth of Muskegon river and lake
 remained in its natural condition until 1863, when improvement was begun by the
 Muskegon Harbor Company. The water had previously ranged from 4 to 6 feet. The
 current of the river is so strong that the channel never freezes over. The city
 was incorporated in 1869. Its population in 1874 was 8,505, and in 1890, 21,141.
 Muskegon is an Indian word which signifies "marshy river" or "wet prairie."
 Muskegon harbor is at the outlet of Muskegon Lake into Lake Michigan.
 Private enterprise began improvements here, and improved the natural outlet of
 Muskegon Lake by building revetments and slab piers extending into Lake
 Michigan, whereby a depth of 13 feet was obtained is the channel so protected;
 but entrance was obstructed by a bar, over which the best channel was originally
 from 6 to 7 feet in depth.
 The United States Government commenced operations in 1867 with a view
 of remodelling the old piers and extending them to deep water beyond the bar.
 Afterward the piers were prolonged as became necessary by the steady lakeward
 progress of the bar. In that way a channel 12 feet deep was maintained between
 the piers, but it was only 180 feet wide, and considered dangerous.
 In 1882 this difficulty was remedied by building extensions on the
 north pier in a line 300 feet from the south pier, and connecting the old and
 new lines by an oblique wing of crib work 330 feet long. In 1892 the project of
 improvement provided for a channel with a navigable depth of 15 feet.
 The first appropriation was made in 1867, and the aggregate amount
 appropriated is $464,000.
 Lake receipts at Muskegon in 1896 were 186,046 tons; shipments,
 109,795 tons. In 1897 receipts were 245,721; shipments, 278,733- During 1897 a
 new car-ferry line was established between Muskegon and Milwaukee.
 Grand Haven. -- The commerce of Grand Haven began in
 1825, in which year Rix Robinson, agent of the American Fur Company, established
 a trading post at the mouth of Grand river. The first dock was built in 1835. In
 1836 the Gilberts built a large scow to supply the Buffalo steamers occasionally
 calling for cord wood. The first vessel employed regularly in the lumber and
 passenger business between Grand Haven and Chicago was the schooner St. Joseph,
 which arrived in 1836 from Buffalo. Grand Haven was the gateway by which the
 early pioneers entered the country. It was incorporated in 1867.
 Its population in 1874 was 4,363, and in 1890, 5,260. Grand Haven was formerly
 known as Ottawa, an Indian name signifying "traders," and applied to the
 powerful tribe that once occupied northwestern Michigan. The name was changed to
 Grand Haven in 1863.
 Grand Haven harbor is at the mouth of Grand river, which in its
 natural condition has a shifting channel with a depth of nine feet at its mouth.
 The first steps toward the improvement of this harbor were taken by the Detroit,
 Grand Haven & Milwaukee Railway Company, but systematic work was not
 undertaken until the United States Government took hold in 1867. The operations
 of the government have resulted in the establishment of a harbor that not only
 satisfies the necessities of an extensive local commerce, but gives to general
 commerce its only harbor of refuge from westerly gales on this coast south of
 Grand Traverse bay.
 The project adopted by the United States Government had in view the
 protection of the entrance of the harbor by piers projecting into the lake. The
 outflow of Grand river has done much toward keeping this necessary depth between
 the piers, and it also carries sand out into the lake until its velocity is
 sufficiently reduced to permit this sand to be deposited in the open lake, and
 to form a bar in advance of the entrance.
 The first appropriation for this improvement was made in 1852, and the
 aggregate amount appropriated to 1898 was $759,366. At this time the works here
 were as follows: North pier and revetment, with total length of 3,538 feet, and
 projecting beyond the shore line 1,512 feet; south pier and revetment, with a
 total length of 5,774 feet, and projecting 1,680 feet beyond the shore line. The
 available channel depth was 17 feet.
 The year 1888 appears to have been the most prosperous one experienced
 by this port, there having been that year a total of 1,508 entrances and
 clearances, with a total tonnage of 1,405,600 tons. In 1897 1,151 vessels
 arrived and departed, having a tonnage of 1,018,805. In 1896 receipts were
 141,972 tons; shipments, 31,197 tons. 1897, receipts, 102,550 tons; shipments,
 25,063 tons.
 Grand River. -- From 1881 to 1884 $50,000 was
 appropriated for Grand river, and expended in excavating a channel four feet
 deep through the shoal crossings below the city of Grand Rapids. The channels
 dredged have maintained themselves, but the work did not extend a sufficient
 distance down the river to materially improve navigation.
 The existing project, adopted by Congress in the River-and-Harbor Act
 of June 3, 1896, provides for dredging a channel from Grand Haven to Grand
 Rapids with a depth of ten feet and bottom width of 100 feet. The distance by
 river from the piers at Grand Haven to the foot of Ganoes canal in Grand Rapids
 is 40 miles.
 The estimated cost of this work is $670,500. An appropriation of
 $50,000 by the River-and-Harbor Act of June 3, 1896, is being expended in
 excavating a channel way with a minimum depth of five feet and bottom width of
 30 feet.
 During 1896, 282 vessels, with a tonnage of 46,750, entered Grand
 river. Receipts were 39,738 tons of pig iron. Expenditures, 7,110 tons of brick,
 wood, pig iron, etc.
 Holland was first settled in 1847 by a band of religious
 pilgrims from Holland. The colonization was led by Rev. A. C. Van Raalte. The
 village was incorporated in 1867. It was visited by a disastrous fire October 8,
 1871, the date of the Chicago fire. The flames originated in the adjoining
 timber tracts, and a fierce gale from the south drove the conflagration into the
 city. Three hundred and fifty-eight buildings and several vessels were burned.
 The loss reached $900,000, and there was scarcely any insurance. The work of
 rebuilding began at once, but recuperation for many years was slow. The
 population of Holland in 1874 was 2,469, in 1890, 6,307. It is now estimated at
 7,000.
 The first steps toward the improvement
 of Holland harbor, situated on Black lake, about five miles from the present
 harbor, were taken by the citizens of Holland by opening a channel
 having a navigable depth of about 5 feet from Black lake into lake Michigan, and
 by protecting this channel by piers and revetments made of brush and stone. The
 improvement was taken in hand by the United States Government in 1867, the
 structures then existing being strengthened by piles and crib work, and being
 extended until in 1880 the north pier and revetment had attained a length of
 1,850 feet, and the south pier a length of 1,675 feet.
 The first appropriation for this work was made in 1852. The aggregate
 amount appropriated is $304,615.
 The condition of the work June 30, 1898 was as follows: North pier,
 1,137 feet long in pile work and 713 feet of crib work, and projecting into the
 lake a distance beyond the shore line of 480 feet; the south pier comprised 993
 feet of pile work and 698 feet of crib work, and projected beyond the shore line
 705 feet.
 Receipts by vessel in 1896 were 114,982 tons; shipments, 65,973 tons;
 in 1897 receipts, 124,238 tons; shipments, 59,928 tons.
 Saugatuck is an Indian word meaning the mouth of a river.
 William G. Butler was the pioneer white man, settling on the site of the village
 in 1830. The village of Saugatuck was organized in 1868. For many years
 lumbering has been its chief industry, but fruit culture is succeeding it.
 Shipbuilding commenced here about 1837, when James McLaughlin built the Crook, a
 lumber vessel. Quite a number of vessels have since been constructed, among the
 earlier being the Octavia, and the C. C. Trowbridge, a flat-bottomed steamboat,
 intended for river navigation. Prior to 1846 flatboats ran from Kalamazoo to
 Saugatuck, but the completion of the Michigan Central road killed the business.
 River steamboats plied between Allegan and Saugatuck from 1858 to 1869, among
 them being the Mayflower, Adelaide, Helen Mar and the Aunt Betsey, the last
 three having been built at Allegan. The propeller Ira Chaffee was the first boat
 put on the Chicago line. She was followed by the steam barge G. P. Heath. The
 brig Milwaukee was lost off Saugatuck harbor November 17, 1842, and the crew of
 nine perished.
 Saugatuck harbor is at the mouth of Kalamazoo river, which originally
 had a depth of not over five feet. Its condition was first improved by a private
 company which obtained a depth of seven feet of water in the channel. Its
 further improvement was commenced by the United States Government in 1869, from
 which time to the year 1882 the piers were extended and interior channel
 revetments constructed until they had a total length of 1,907 feet on the north
 and 3,863 feet on the south side, all of pile work. Since 1882 appropriations
 have been too small to keep these structures in repair, and they have largely
 gone to decay. The navigable channel which has been opened up from time to time
 by dredging fills up again very soon after the dredge disappears.
 The aggregate amount appropriated to June 30, 1898, was $167,439.
 The port of shipment out of this harbor is the town of Saugatuck,
 three miles above the entrance of the Black river into Lake Michigan, and the
 natural difficulties in the way of making and maintaining a reliable navigation
 by the present line of water travel are exceedingly great. The abandonment of
 the present improvement is probable.
 The receipts by vessel in 1896 were 35,392 tons; shipments, 12,343
 tons; 1897, receipts, 2,468 tons; shipments, 2,548 tons.
 Saugatuck has a population of 900, and among its industries is a
 shipyard and boatbuilding plant.
 South Haven is pleasantly located at the mouth of Black
 river, and is a village of 2,000 inhabitants. It is a well-known summer resort,
 and has a daily steamship line to Chicago. There is a safe and commodious harbor
 for shipping.
 Improvements were commenced hereby the citizens of South Haven, and
 they had obtained a channel into Lake Michigan of from six to seven feet in
 depth. The improvements were taken up by the government in 1867 on a plan that
 provided for increasing the channel to a width of 120 feet between piers
 extended far enough into Lake Michigan to obtain and hold a depth
 of 12 feet. The original project was subsequently modified to make the entrance
 width between the piers 177 feet, and to extend the navigable channel up stream
 to the highway bridge, about one-half a mile. The total length of piers and
 revetments built up to 1888 aggregated 3,145 feet, since which time no further
 extensions have been made.
 The total appropriations made up to June 30, 1898, was $252,000. The
 north pier has a total length of 1,594 feet, and projects 650 feet beyond the
 shore line, and the south pier has a total length of 1,554 feet, and projects
 470 beyond the shore line; the depth of water is about 12 feet.
 Receipts by vessel during 1896 were 29,113 tons; shipments, 51,770
 tons, of which 29,895 tons were fruit. Receipts in 1897 were 32,115 tons;
 shipments, 30,245 tons.
 St. Joseph. -- The St. Joseph river was discovered by
 Father Allouez about 1669. Father Marquette four years later visited and named
 the river the Miami. About 1775 a trader named Burnett established a post near
 the mouth of the St. Joseph river. In 1830 St. Joseph was first permanently
 settled. There was then on the brow of the hill overlooking the mouth of the
 river a cleared spot of ground of about one acre, formerly an Indian burying
 ground. Captain Hinkley in 1830 visited the mouth of the river in the sloop
 Savage. A gale was blowing, and the captain anchored. The sloop turned round and
 the heavy seas carried her over the bar stern first, as the captain cautiously
 paid out the cable. That was the first vessel arrival in the river.
 The population is now 5,000, and the beautiful little city is one of
 the most popular summer resorts upon the eastern shore of Lake Michigan,
 especially among Chicago and Milwaukee residents, with which city St. Joseph is
 connected by daily lines. St. Joseph is the center of a famed fruit-growing
 Michigan belt, and exports a large product. In recent years about 1,000 vessels
 have entered annually. Freight receipts by lake in 1896 were 350,659 tons, and
 shipments, 274,981 tons; in 1897, receipts, 267,752, shipments, 128,017 tons. In
 addition to the above, car ferries in 1897 carried 39,625 freight cars, weighing
 832,125 tons.
 St. Joseph river is now navigated from its mouth at St. Joseph, to
 Berrien Springs, a distance of about 25 miles by river, though not much more
 than half that by. land. It is very crooked, obstructed by numerous shoals and
 rapids, over which the water flows in thin sheets, and with channel depth of
 from 2 feet to 2 ½ feet, the intervening pools being from 4 to 6 feet
 deep, and occasionally from 6 to 8 feet deep. The approved plan for the
 improvement of this river provides for the removal of sunken rocks and snags,
 and the maintenance of a depth of 3 feet at low water navigation over the
 obstructed shoals and bars.
 The first appropriation was made in 1888. The entire amount
 appropriated has been $5.500. The river has been increased in depth of channel
 from its original depth of about 2 feet to a depth of 3 feet at most of the
 worst places. The largest boat plying on this river during 1895 was the May
 Graham, 95 tons, with a loaded draft of 30 inches. She carried during the year
 5,860 tons of freight, and many passengers.
 The outlet of St. Joseph river was originally a shifting channel with
 a depth fluctuating between 3 and 7 feet. The object of the government
 improvement undertaken was to provide a channel 16 feet deep and 270 feet wide,
 from Lake Michigan to the upper limits of St. Joseph harbor, and 13 feet deep
 from there to Benton Harbor, about one mile above, via the Benton Harbor
 canal.
 Work was begun on the improvement about 1836, and from July 4, 1836,
 up to June 30, 1898, there had been appropriated for carrying it on a total
 amount of $493,113. The entire amount expended up to June 30, 1898, was
 $490,614. The result of the work done is as follows: North pier and revetment,
 comprising a total length of 2,013 feet, projecting 1,300 feet beyond the shore
 line; south pier, comprising a total length of 819 feet, and projecting 550 feet
 beyond the shore line. The navigable depth at the entrance is but little more
 than 12 feet, but after getting inside the depth it is about 13 feet up to
 Benton harbor. Benton Harbor canal is a long, narrow slip, wholly
 artificial, dredged from the upper end of St. Joseph harbor to Benton harbor,
 for local benefit. It is from 85 to 100 feet wide, over 4,000 feet long, and its
 navigability is maintained by repeated dredgings, once or twice a year, made
 necessary by want of revetment.
 Michigan City. -- In 1831 Isaac Elston, of
 Crawfordsville, Ind., purchased from the government the land on which Michigan
 City is now located, and in October, 1832, he laid out a town. The town site was
 uninviting, but it was believed a good harbor could be made here for the State
 of Indiana. Trail creek made its way over the sands to the lake, winding around
 the foot of Hoosier Slide, and a bar at its mouth was so shallow that one could
 cross afoot without difficulty. The first settlers arrived in 1833, Jacob Furman
 and B. F. Bryant building the first cabin. In 1834 there was only an Indian
 trail between Michigan City and La Porte, and for several years the best
 communication with the outside world was over the waters of Lake Michigan by
 means of the occasional arrival and departure of a boat. Only the smallest craft
 could reach the wharf, and cargoes were discharged by means of lighters. This
 continued until the government began to make improvements. The growth was rapid
 between 1834 and 1836, and in the latter year it was estimated that the city
 numbered over 3,000 inhabitants. The government began the work of improving the
 harbor in 1836. From that year to 1840 valuable improvements were made. Piers
 were built into the lake until a depth of 18 feet was reached, and the channel
 was dredged so that vessels of 200 tons could enter the harbor. But through the
 failure of appropriations the work was not completed and fell into ruinous
 decay. In 1865, the citizens determining to have a good harbor, organized the
 Michigan Harbor Company, to which Congress ceded the old harbor. After an
 expenditure of over $100,000 the government again took up the work. The first
 cargo of wheat shipped from Michigan City was hauled through the woods in 1836
 and loaded on the steamer Post Boy. It consisted of 1,500 bushels, and was
 shipped to Buffalo. This was the commencement of a grain trade which grew
 rapidly. From 1837 to 1844 grain arrived at Michigan City from points as far
 south as the central part of Indiana. It was not uncommon for 300 or 400 teams
 to arrive in one day, and the vessel movement was correspondingly large. The
 railroads subsequently killed the trade. The present population is about
 12,000.
 The mouth of Trail creek originally had a depth of from three to four
 feet under favorable conditions. The improvements date from 1836 and supplied an
 inner harbor for local commerce, and partly completed an outer harbor designed
 to facilitate entrance to the inner harbor and to serve as a harbor of
 refuge.
 The inner harbor has been made by deepening
 the entrance to Trail creek, and protecting the channel by pier extension to
 deep water in Lake Michigan, and prolonging the entrance channel up the creek.
 The work done from 1836 to 1869 gave a good entrance channel with a depth of 12
 feet at the mean stage of water in Lake Michigan.
 In 1882 the project of operations was modified to provide for
 extending the harbor up stream by dredging as far as the local authorities or
 property owners might build substantial revetments of approved design. In this
 way the total length of inner harbor has grown to be 9,159 feet. The channel
 depth at the entrance was 14 feet, and above the entrance from 11 to 12 feet.
 The total length of piers and revetments built by the United States Government
 was 3,572 feet, the width of the channel way between them being 225 feet at the
 entrance and narrowing down to 100 feet about 500 feet above. There are turning
 tables 350 feet wide at suitable intervals. The total amount appropriated for
 the inner harbor from July 4, 1836, to June 30, 1898, was $431,763.
 The outer harbor comprises an outer basin of some 40 acres, and is
 located to the east of the inner harbor, and an exterior detached breakwater to
 the westward, designed to give increased safety to vessels entering the harbor
 during stress of weather, and to provide sheltered outside anchorage where vessels near this portion of Lake Michigan might find refuge against
 all northerly gales. The structures, including the basin, comprise a pile pier
 1,225 feet long, extending in a northerly direction from the shore and closing
 the basin on the east; a crib breakwater 30 feet wide and 1,215 feet long, and a
 breakwater pier 30 feet wide and 500 feet long; in all 2,940 feet. These
 breakwaters were all completed from 1870 to 1885.
 The exterior breakwater projected in 1882 is to be 2,000 feet long,
 comprised in two equal arms making an interior angle with each of 135 degrees.
 The total amount appropriated was $841,875. The importance of this work as a
 harbor of refuge in this part of Lake Michigan is well recognized.
 Receipts by vessel in 1896 were 121,036 tons; in 1897, 130,970 tons.
 Arrivals in 1896 were 437, registered tonnage, 106,543; 1897, 249, registered
 tonnage, 60,645. No record is kept of traffic between Michigan City and
 Chicago.
 Chicago. -- The fame of Chicago has spread beyond the
 boundaries of America. Its growth has been surpassingly swift. The memories of
 living men go back to the time when the prosperous city that now shelters
 2,000,000 human souls was the home of less than 100 people. The development of
 Chicago is without a parallel in history.
 To account for this phenomenon there is but one explanation. Chicago
 is the favored child of the Great Lakes. In the struggling days of first
 municipal existence, sagacious men predicted for both Milwaukee and Michigan
 City a more flattering future than they were willing to yield to Chicago. The
 neighbors of the future metropolis were more comely in appearance, more decently
 garbed, but the matchless location of Chicago as the point of greatest distance
 for lake traffic towards the growing West, gave it a power that outweighed all
 other considerations.
 The city had thrived on lake commerce, and had started well upon its
 future career of greatness when the railroads lent their second aid. The fact
 deserves prominent mention that Chicago's first locomotive, the "Pioneer," for
 use on the Galena & Chicago Union road, now part of the Chicago
 & Northwestern system, arrived at this city by boat. It was transported
 from Buffalo to Chicago in the brig Buffalo, and arrived in October, 1848. The
 railroads added to the city's growth by stretching out in various directions,
 and bringing to this port traffic for transportation by lake eastward or by rail
 eastward at rates which were made necessarily low by virtue of lake competition.
 The first and chief cause of the city's greatness is the Great Lakes.
 In the days of the French traders and explorers Chicago was the seat
 of the powerful Miamis. The word Che-cau-gou was originally applied to the
 Illinois river, and the present Desplaines river was also known by that name.
 The origin of the name is in dispute. It was spelled in various ways, as
 Chikagu, Chikagou, and Chicaqu. One of the meanings is said to be "great" or
 "strong," from Ka-go something, and chi, from gitchi, great. Another explanation
 is that the term means skunk weed or onion, and was given to the Chicago river
 on account of the abundance of this bulbous plant throughout the country.
 Marquette is usually mentioned by historians as the first white man to
 visit Chicago, crossing the portage to the Illinois river in 1674. A trading
 post in the eighteenth century existed for some time at the site, and in Wayne's
 Indian treaty of 1795 a piece of ground "six miles square at the mouth of the
 Chicago river, where a fort formerly stood," was ceded by the Indians to the
 United States. Fort Dearborn was erected there in 1803, the garrison arriving in
 the schooner Tracy from Detroit. The massacre of the garrison in 1812 is related
 elsewhere. There were then five houses in Chicago. The fort was rebuilt in 1816,
 and garrisoned for some years later. Fur traders had engaged in business here,
 and annually transported many furs by lake. Prior to 1830 there was no town at
 Chicago, only a few scattered buildings around Fort Dearborn. A village was
 platted in 1830, and the population then was less than 100. The next year Cook
 county was organized, and Chicago became the county seat. Black
 Hawk's war, in 1832, brought General Scott and his troops to Chicago, and also
 the cholera.
 The commerce of Chicago may be said to have commenced in 1832,
 although schooners had occasionally touched here previously. Two steamers
 arrived during the Black Hawk war, and trade grew rapidly during the remainder
 of that decade. From the year 1832, different steamboats made occasional trips
 to Chicago, the Daniel Webster, Monroe, Columbus, Anthony Wayne, Bunker Hill,
 and others. In the year 1833, three brothers, Leonard C., Peter D. and Hiram
 Hugunin, sailed a yacht named the Westward Ho from Oswego to Chicago. After a
 voyage of nearly three months, they in August arrived outside the sandbar, went
 ashore, hired eight yoke of oxen, and hauled their vessel over the barricade
 into the river. The Westward Ho may, therefore, be considered the first lake
 boat belonging to private parties to fairly enter the river. The next year, when
 immigration to Chicago was active, the vessel interests received added impetus.
 Early in April a schooner arrived from St. Joseph, Mich., and two vessels
 cleared for that port.
 The most noted of early steamers was the old Michigan, built by Oliver
 Newberry, of Detroit, who for many years was largely engaged in the commerce of
 the lakes. This was the first steamboat which entered the river below Dearborn
 street, arriving in June, 1834. The appearance of the first schooner as it
 sailed up the river to Wolfe Point was greeted with even more enthusiasm than
 hailed this craft. She was the Illinois, a vessel of nearly 100 tons, launched
 during the spring at Sacket's Harbor, N. Y., and commanded by Captain Pickering.
 Her topmast was covered with streamers, and her canvas was spread to invite the
 gentle breeze, the banks of the river were crowded with a delighted crowd, and
 as she reached the wharf of Newberry & Dole, where she stopped, she was
 greeted with loud and repeated cheers. On her passage up the river more than 200
 visitors were on board. Two days after the arrival of the Illinois, came the
 Philip. In the fall of 1834 the Illinois made her return trip from Cleveland,
 bringing provisions to the settlers at Chicago and Milwaukee. The old steamer
 Michigan made one or more pleasure trips around Lake Michigan, and she with her
 veteran commander, Captain Blake, were great favorites with the traveling
 public. In 1834 three steamboats landed at Chicago.
 The heart of the growing town was at last connected with the navigable
 heart of the great Northwest. Soon afterward a large class of steamers commenced
 making regular trips from Buffalo, touching most of the intermediate ports.
 Among the number was the James Madison, owned by Charles M. Reed, of Erie, and
 built with particular reference to the upper lake trade. Her capacity for
 freight and passengers was the largest upon the lake at that time. Still later,
 in 1837, came the steamer Illinois, owned and built by Oliver Newberry, and
 designed for the Chicago trade.
 The work of improving Chicago harbor was commenced by the United
 States Government in 1833. Previous to this time Chicago river made a sharp bend
 southward, near the present depot of the Illinois Central railroad, and had its
 outlet into the lake fully half a mile from the bend, leaving between the river
 and the lake a long sandbar showing above water, formed by the action of the
 northeasterly gales. The work of improvement was inaugurated by giving the river
 a straight outlet by cutting through this bar, and the construction of a pier on
 the north bank. The direction of this pier was east by south, and its length
 about 1,000 feet, beginning at the shore line as formed at that time. A pier was
 also constructed on the south side of the river, running parallel to the pier
 above mentioned, through which subsequently cuts were made by the Illinois
 Central railroad for the purpose of forming ship basins in connection with other
 improvements. In 1837 the north pier was extended 400 feet, and its direction
 changed to about east by north. This change, however, proved unfavorable, as a
 sand bar soon formed in the channel south of the east end of the pier, which
 necessitated a return to the direction given to the first part of the pier, and in the construction the change was made gradually by
 building the pier in the form of a crescent, to which the old pier would be a
 tangent, and ending in the direction desired. This work was done in 1838-40, and
 in 1852 a pier head was built at the outer extremity, to be used as a
 lighthouse. The lighthouse, however, was constructed on piles at a point about
 fifty feet further north. The depth of water in the harbor at that time was
 about eight feet, and as the vessels were of small dimensions, this was
 sufficient for the largest class.
 Chicago harbor is at the mouth of Chicago river, and consists of an
 inner and an outer harbor, the inner harbor being within the mouth of the river,
 and the outer harbor being a portion of Lake Michigan to the south of the
 entrance to Chicago river. The project for the improvement of this harbor was
 adopted in 1870, and since modified.
 The original project contemplated: The formation of an outer harbor or
 basin by inclosing a portion of Lake Michigan just south of and adjoining the
 Chicago river, and the construction of an exterior breakwater north of the
 entrance to Chicago river, and about one mile distant.
 The outer basin originally covered 455 acres of the area of Lake
 Michigan, of which 270 acres lie seaward of the dock line established by the
 Secretary of War September 22, 1890, and 185 acres west of this dock line. The
 dock line is about 1,300 feet east of the right of way of the Illinois Central
 railroad, and 2,000 feet distant from, and parallel to, the easterly breakwater
 of the basin.
 Under authority granted by the Secretary of War July 24, 1895, a
 bulkhead has been constructed along the dock line, and the area shoreward of the
 dock line is now being filled in for a public park.
 At the northern end of the basin are several slips and docks now in
 possession of the Illinois Central Railroad Company, but title is in litigation.
 In view of the restricted capacity of Chicago river these outer slips and docks
 become more important to the commerce of the city, and the wisdom of dredging
 the outer basin to 20 feet depth becomes apparent. The northern part is now in
 use for commercial purposes, and the entire basin would be useful as a safe
 roadstead for large vessels if dredged.
 The breakwater is 5,413 feet in length, 30 feet wide, and constructed
 in water varying from 18 to 32 feet in depth. All of it, except 1,200 linear
 feet, which is on a foundation of riprap stone, has been built upon the natural
 sand and clay bottom. The work was begun in 1880 and completed in 1890.
 Appropriations made by Congress for the improvement of the Chicago
 harbor from 1870 to 1896, inclusive, were $1,860,000, as follows:
 1870, $100,000; 1871, $100,000; 1872, $90,000; 1873, $90,000; 1874,
 $75,000; 1875, $78,000; 1876, $5,000; 1878, $75,000; 1879, $75,000; 1880,
 $145,000; 1881, $150,000; 1882, $200,000; 1884, $100,000; 1886, $75,000; 1888,
 $200,000; 1890, $100,000; 1892, $72,000; 1894, $80,000; 1896, $50,000; total
 appropriated $1,860,000.
 The extended project of 1896 contemplated the dredging of Chicago
 river from its mouth to the stock yards on the south branch, and to Belmont
 avenue on the north branch as far as existing docks would permit, to admit the
 passage of vessels drawing 16 feet of water. Appropriations to June 30, 1898,
 amounted to $563,000 and expenditures to $112,127.
 The dredging to 17 feet from the mouth of the river to the stock
 yards, on the south branch, was completed in July, 1898.
 On the north branch dredging has been carried from the forks of the
 river to Fuller-ton avenue.
 Prior to the passage of the Sundry Civil Act of July 1, 1898, no money
 was available to pay expenses of acquiring title to lands needed for widening
 the river at certain points under the adopted project; but much preliminary work
 has been done, viz.: Maps, plats and descriptions of all lots of land required
 have been made, areas computed, and forms of proposals for purchase and sale
 made out and printed. The general project, showing approximately the lots
 required and the estimated cost of the same, has been approved by
 the Secretary of War.
 The following extract is from the report of Major W. L. Marshall, of
 the Corps of Engineers, U. S. A., on the use and commerce of the Chicago river:
 The capacity of Chicago river is insufficient to accommodate the largest sized
 modern vessels, which require a channel 225 feet in width, 20 feet deep, and
 nonobstructive bridges with spans exceeding 60 feet in width. The largest
 vessels that can now use Chicago river are about 325 feet in length, 45 feet
 beam, and 16 feet load draft.
 To accommodate vessels 450 to 500 feet long, 19 feet or more draft,
 and 50 feet beam will require changes in many of the bridges, widening the river
 at many points, the removal or lowering of three tunnels, and the practical
 rebuilding of one-half of the docks and wharves along Chicago river. Under
 existing laws the larger part of this work must be performed by and at the
 expense of the city of Chicago or the owners of the obstructive bridges, docks
 and tunnels.
 The commerce of the river amounts to from 10,000,000 to 11,000,000
 tons per annum. Of this probably 70 per cent. originates in the form of
 manufactured articles in the Chicago district, or lodges permanently within the
 city limits and is consumed by its population or put in other forms by
 manufacture. The remaining third or fourth is freight simply handled at Chicago,
 or in transit at Chicago, such as grain, salt, coal, lumber, especially the two
 first named.
 The lumber and coal and salt in transit at Chicago river is growing
 less. The western plains now in great measure get their lumber from Lake
 Superior ports or from the Upper Mississippi Valley. The coal trade as shown by
 the Sault Ste. Marie records is largely going to Duluth and Superior, and the
 grain, coal, and salt now handled at Chicago is appreciably going to South
 Chicago.
 The Chicago river has been improved, docked, dredged, and bridged by
 the city of Chicago and by the riparian owners, as the city grew to keep pace
 with their requirements for commerce primarily and for sewage disposed for
 convenience incidentally, without aid from the Federal Government, until it has
 grown to be a great artificial waterway, without public landings or docks,
 defiled and putrescent with sewage and filth, but one of the most important
 waterways (measured by its commerce) on the globe. The adoption by Congress of
 the project for a comparatively deep waterway, 20 to 21 feet, to replace the
 15-foot channel between Duluth, Chicago, and Buffalo, has been followed by such
 a revolution in the lake marine as to make the Chicago river, as limited by
 docks, by bridges, and by tunnels, utterly inadequate in capacity to accommodate
 the great vessels of to-day, and at once make necessary either (1) a complete
 remodeling of the river, (2) a new harbor at Chicago for largest vessels, or (3)
 a loss of commerce as far as may relate to heavy commodities "in transit" at
 Chicago, which require the lowest rates of transportation and, therefore, the
 most capacious vessels and commodious channels.
 The fact that Chicago river can accommodate vessels of 16 feet draft
 only, and for but a small part of its length can admit vessels not exceeding 325
 feet length and 42 feet beam, when large modern vessels now being rapidly added
 to the fleets of the Great Lakes are 432 feet in length, 48 feet beam, and
 designed for a draft of water of 19 to 20 feet, is disquieting and hampering to
 all interests at Chicago dependent upon commerce by water, and the demand for
 better accommodations in Chicago river is growing in intensity.
 The extent to which Chicago river may be improved without undue cost
 in view of its commerce, and without undue sacrifices on the part of
 individuals, corporations, or the community, is a question that should appeal to
 the people of Chicago, and they should take the initiative and practically
 decide the matter.
 Calumet River courses its way from Indiana through a
 portion of Illinois into the southern end of Lake Michigan. The original depth
 of water in this river was from 6 to 10 feet, and the project for its
 improvement, adopted by Congress in 1883, contemplated a channel 200 feet wide
 at bottom from the mouth of the river to a point one and one-half
 miles east of Hammond, Ind., to a depth of 16 feet below the harbor datum at
 ordinary low water in Lake Michigan, in order to increase the facilities for
 handling the commerce of this region and in this way to give relief to the
 overcrowded port of Chicago. This object was afterward modified so as to
 provide, so far as it was practicable, for a channel for 2 miles southward from
 the mouth of the river to be dredged to a depth of 20 feet.
 June 30, 1898, there was a channel of 20 feet from the harbor to One
 Hundred and Sixth street, a distance of 2 miles.
 It is proposed to maintain the 2O-foot channel, re-dredge the 16-foot
 channel from One Hundred and Sixth street to One Hundred and Eighteenth street,
 and to extend the channel southward under the original project.
 The appropriations for this work from July 5, 1884, to June 30, 1898,
 inclusive of both dates, amounted to $350,000.
 Calumet harbor, at the mouth of Calumet river, is known
 throughout the region of the Great Lakes as the South Chicago harbor.
 The object of the improvement here is to provide a safe and
 practicable entrance to Calumet river and the port of South Chicago, by means of
 parallel piers 300 feet apart extending from the shore to deep water in the
 lake. The work was commenced in 1870, and by June 30, 1896, there had been
 constructed 2,020 feet of the south pier, and 3,640 feet of the north pier,
 which completed the project as far as authorized, giving a channel 16 feet deep,
 instead of one seven feet deep, as originally. A supplementary plan contemplated
 an outer breakwater to shelter the entrance to the Calumet river and to the
 Illinois Steel Company's harbor, and to form a sheltered roadstead to be dredged
 to a depth of 20 feet. The appropriations from 1870 to 1896 amounted to
 $537,400. At present there is a good channel 20 feet deep at present stage of
 water between the piers, but storms have somewhat filled the channel seaward of
 the piers with drifting sand. Vessels, however, of the largest size and draft
 that can use the so-called 2O-foot channel between the upper Great Lakes can
 freely enter and leave the harbor.
 The tonnage of this harbor has increased very materially since 1894,
 and is now about one-third that of Chicago, the main articles of freight being
 iron, grain, salt and coal. Iron is nearly two-thirds of the total tonnage, and
 the loads of iron vessels can now carry is limited only by their capacity and by
 the depth of the Calumet river.
 The average steam vessel trading at South Chicago is larger than at
 any port on the globe, the reason for which is that the trade is almost entirely
 in the bulky, heavy freights; the more valuable freights, merchandise, package
 freight, etc., as well as pleasure, passenger and excursion traffic go to
 Chicago river and harbor, and the smallest vessels are in sufficient number to
 reduce the average tonnage.
 This harbor is now the finest on Lake Michigan, capable of receiving
 and accommodating the largest vessels yet afloat or projected on the Great
 Lakes, as long as the bar at its mouth may be kept dredged. The construction of
 an exterior breakwater, now so urgently needed, will leave but little to be
 desired at the present stage of development of wharfage at South Chicago.
 Chicago has many establishments closely related to marine interests,
 prominent among which are the works of the Chicago Shipbuilding Company, located
 on the Calumet river at South Chicago. The lake commerce of the city is growing
 steadily. In 1897 the total shipments of grain by lake aggregated 168,131,000
 bushels. Receipts of lumber aggregated 906,241,000 feet, and iron ore receipts
 were 1,820,000 tons.
 There are only two ports in the world which outrank Chicago in the
 volume of tonnage handled, and, with only one exception, the margin of
 difference by which they maintain a lead is inconsiderable. These ports are
 London and New York. In this connection the following statistics from the United
 States Treasury Department, showing the details of tonnage for 1897, will
 furnish a forcible illustration of the high rank held by Chicago: New York,
 15,333,398; London, 14,433,580; Chicago, 12,965,832; Hamburg,
 12,447,706; Liverpool, 10,489,578; Cardiff, 10,478,394; Antwerp, 10,083,228.
 The arrival of vessels at Chicago in recent years have been as
 follows: 
 YEARVESSELSTONNAGE
 18627,4171,931,692
 186510,1122,106,859
 186913,7303,123,400
 187012,7393,049,265
 187112,3203,096,101
 187212,8243,059,752
 187311,8583,225,911
 187410,8273,195,633
 187510,4883,122,004
 18769,6213,089,072
 187710,2333
 274,332
 187810,4903,608,534
 187911,8593,887,095
 188013,2184,616,969
 188113,0484,583,558
 188213,8514,849,950
 188311,9673,812,464
 188411,3543,756,973
 188510,7443,653,936
 188611,1573,926,818
 188711,9504,328,292
 188810,9894,393,768
 188910,8045,102,790
 189010,5075,138,253
 189110 2245,524,852
 189210,5565,966,626
 18938,7545,456,637
 189482595,181,260
 18959,2126,329,702
 18968,6636,481,152
 18979,4567,209,442
 18987,6245,285,559
 
 
 In 1897 the lake receipts included 1,820,212 tons of iron ore and
 1,301,288 tons of coal, besides a large amount of miscellaneous freight. The
 shipments are mainly grain, the volume of which for many years past is presented
 in the chapter on grain. The lake traffic of the port is steadily increasing,
 the decrease in the number of arrivals being much more than overcome by the
 larger tonnage of the vessels.
 Waukegan is a manufacturing city of 7,000 inhabitants,
 situated on the west shore of lake Michigan, about 35 miles north of Chicago.
 Among its industries is a large boat factory.
 Waukegan harbor is situated near the mouth of a little stream which
 was and is of no importance for harbor purposes. The shore line is practically
 continuous. The only natural feature favorable to harbor construction is in the
 existence of low ground between the shore line and bluff, composed of sand or
 other material easily removed, by which means an artificial basin of any desired
 extent could be dredged.
 The project adopted here in 1852 was to provide a harbor for vessels
 engaged in commerce with the city of Waukegan, by the construction of a
 breakwater parallel with the shore in 2O feet of water. One crib was placed in
 position, but it was carried away by a storm, and the work was then abandoned. A
 new project was adopted in 1880, providing for the construction of an exterior
 basin large enough for local trade by inclosing a portion of Lake Michigan, with
 pile piers, the entrance channel between the piers and the enclosed area to be
 dredged to a depth of 13 feet.
 In 1882 the project was modified to locate the south pier 850 feet
 south of the shore end of the north pier, and extending the north pier easterly
 from its outer end as it then stood. This diminished the area of the harbor
 considerably, and for this reason additional room was to be obtained by dredging
 an interior basin in the low ground between the shore and bluff, connected by a
 narrow channel with the exterior basin. The piers are now completed.
 The first appropriation was made in 1852, and the total appropriations
 have reached $230,000.
 Imports by water in 1896 were only 1,685 tons, less than 1 per cent.
 of imports by rail. Vessel receipts in 1897 were also quite small.
 The subject of new docks at Waukegan has been agitated for two years,
 with bright prospects that this port will soon become important in Lake Michigan
 traffic.
 Kenosha, known in its earlier years as Southport, was
 first settled in 1835 by John Bullen, William Bullen and E. C. Hart, who had
 reached Chicago in a schooner from Grand Haven, Mich., and thence journeyed by
 land up the shores of Lake Michigan. The year following the two Bullens
 purchased at Oswego the schooner Martin Van Buren, of about 100 tons burden, and
 dispatched her with seeds, provisions, implements, etc., to
 Southport, and brought home from Chicago a drove of cattle which they disposed
 of at great profit. The first cargo landed at Southport consisted of lumber from
 Sheboygan. It was thrown into the lake and floated ashore in rafts. Schooners
 ventured within a mile of the shore, and small craft went nearer shore. Captain
 Robinson, of the schooner Hiram, brought lumber in 1835, and the schooner Fly
 brought potatoes from Michigan the same year. In 1836 the steamer Detroit landed
 passengers and provisions. In 1837 the Daniel Webster touched here and arrivals
 then became more numerous. In October, 1837, the steamboat Detroit was wrecked
 off Kenosha. An outside pier was built from 1840 to 1842 by B. P. Cahoon. It was
 said to be the first of its kind on the lakes, and was greatly ridiculed at
 first. It is related that the captain of the steamboat Wisconsin, wishing to
 demonstrate the fragile character of the pier, made fast his best lines and
 started the boat. The engines caused no perceptible motion to the pier, but the
 lines parted. Considerable expenditures were made by the village for harbor
 improvements.
 Kenosha harbor is at the mouth of Pike creek, which
 discharges into what is called "The Basin," the southerly section of an
 extensive bayou trending northward, and separated from Lake Michigan by a point
 of sand. In the basin the original depth of water was about six feet, and the
 original depth at the mouth of Pike creek varied from absolute closure to four
 feet.
 The original plan of improvement, adopted in 1852, was directed to the
 securing of a channel 13 feet deep by constructing parallel piers. This plan was
 modified in 1866 to secure 16 feet of water. A further modification, in 1889,
 provided for the extension of the north pier 300 feet and the south pier 600
 feet.
 The first appropriation was made in 1844. The aggregate amount
 appropriated has been $299,307.
 The condition of the improvements in 1898 was as follows: North pier,
 1,750 feet long, projecting 800 feet beyond the shore line into the lake; south
 pier, 1,366 feet long projecting 1,170 feet beyond the shore line. The least
 distance between the piers is 150 feet.
 The total number of vessels arriving at this harbor during the year
 1896 was 221, with a tonnage of 38,267; in 1897, 278 vessels arrived. The
 exports by water in 1896 were 21,151 tons, valued at $125,000, and of imports,
 50,046 tons, valued at $8,000,000. In 1897, 13,766 tons of freight, valued at
 $400,000, were shipped, and 70,206 tons, valued at $1,500,000, received.
 Racine. -- The first permanent settlement at Racine was
 made in 1834, one year after the Indians by treaty ceded to the United States
 all the land now lying in southeastern Wisconsin. The first settler was Gilbert
 Knapp, a sea captain, who had for a number of years been in the government
 service on the Great Lakes. The settlement of the place was made by land, and
 the village grew slowly. The name Racine is of French derivation. It signifies
 root, and was applied to the Root river by the early missionaries. In 1835 the
 first vessel arrived with provisions from Chicago. It was a small craft, and the
 settlers pulled it up stern foremost on the shore, and safely landed the cargo.
 During the early years of settlement about three steamers touched here from
 Buffalo or Chicago. There was no harbor, and the shore was given a wide berth.
 Passengers and freight were landed by means of a scow and a large yawl-boat,
 called the Peacock, owned by the people of Racine. Lumber was frequently thrown
 overboard and allowed to drift ashore, where it was gathered up. In 1842 there
 were 800 inhabitants. A great event was the arrival of the propeller Racine,
 June 8, 1844, when a stand of colors was presented to the new vessel. Thomas
 Wright delivered an address, and Captain Hawkins responded in a felicitous
 manner. Piers were commenced here by the residents in 1842, but a large
 limestone rock in the middle of the stream at the entrance to the harbor was
 several years an annoying obstruction. The Root river is navigable for about one
 and one-half miles. In the early years of its history Racine was an important
 point for receiving emigrants, and for shipping grain and flour.
 Many vessels were built here, the first of which was the schooner Diamond. The
 first steamboat to enter the harbor was the Chesapeake, July 14, 1844. The
 Goodrich Transportation Company established an agency at Racine in 1862.
 Racine harbor is located at the mouth of Root river, the natural depth
 of which was never more than 7 feet, and usually much less, a northeasterly
 storm closing the mouth to such an extent that scows drawing 18 inches of water
 could not get in or out.
 The original project of improvement, adopted in 1842 or 1843,
 contemplated a channel 13 feet deep from Lake Michigan into Root river, between
 parallel piers 160 feet apart, the distance from the shore to 13 feet of water
 in the lake being 800 feet. In 1866 provision was made for a channel 16 feet
 deep, and, in 1889, for a channel of 17 feet.
 The first appropriation was made in 1844. The aggregate amount
 appropriated has been $336,785.
 The works at this harbor June 30, 1898, had reached the completion of
 the 1889 project. The north pier is 1,760 feet long, projecting into the lake
 beyond the shore line 1,150 feet; south pier, 1,470 feet long, projecting into
 the lake beyond the shore line 1,350 feet. The width between the piers at the
 entrance is 265 feet.
 The total number of vessels arriving at this harbor during the year
 1896 was 1,470, with a tonnage of 1,772,795; arrivals in 1897 were 1,707,
 tonnage 1,115,637.
 Exports by lake in 1896 were 56,448 tons, valued at $4,280,460;
 imports, 308,400 tons, valued at $8,410,208. Exports in 1897 by all ways of
 transportation were 331,839 tons; imports, 568,701 tons.
 Milwaukee is the second port in importance on Lake
 Michigan, and one of the most important upon the Great Lakes. The site of the
 city had been occupied by an Indian village, and Father Membrau, the missionary,
 passed through or near Milwaukee in 1679 on his way from Mackinaw to "Chicagu."
 Father Pierre Marquette had also visited the place in 1674. During the French
 and Indian wars, or as early as 1757, there were traders at Milwaukee. The
 English trader stationed here in 1760 is said to have been so objectionable to
 the Indians, on account of the high prices he demanded, that they journeyed to
 Mackinaw and asked that another trader be sent to them. After the war of 1812
 James Kinzie was sent to Milwaukee to represent the American Fur Company. Prior
 to the year 1800 a dozen or more cabins had been built by the traders, and there
 are evidences that in the early French days quite a village flourished here.
 Jean Baptiste Mirandeau, a Frenchman, settled at Milwaukee about 1790, married a
 Chippewa woman, and died here in 1820, leaving a large family. Solomon Jeneau
 became a permanent settler in 1818. The first Anglo-Saxon settlers arrived
 November 18, 1833. They were Albert Fowler, Quartus G. Carley, Andrew J. Lansing
 and Robert J. Currier, the Indian title to the land having been extinguished in
 September previous. Settlers came in rapidly, and the land craze of 1836 sent
 prices of lots to $500 or $1,000. After the panic of 1837 many of these lots
 were sold for a barrel of flour or a suit of clothes.
 The schooner Chicago Packet, of 30 tons, anchored off Milwaukee in
 1823, and received a cargo of furs. The schooner Virginia, of 130 tons, visited
 the river the same year, and the Aurora arrived from Green Bay. There was a
 demand for a harbor as early as 1835, and in 1836 a survey was made by
 Lieutenants Center and Rose. During that year 314 vessels are said to have
 arrived at Milwaukee.
 The schooner Solomon Juneau, of 90 tons burden, was built at Milwaukee
 in the winter of 1836 by Capt. George Barber. She was lost on Lake Ontario. The
 sloop Wenona, of 30 tons, had been built earlier, but was used only as a
 lighter. The steamer James Madison arrived May 26, 1837, "with 1,000 passengers
 and 4,000 barrels of freight." In 1837 the steam scow Badger, of 50 tons, was
 built. She was wrecked the same year, and the little steamer Menomonee was built
 in 1838 to take her place as a harbor steamboat.
 A lighthouse was built at the foot of Wisconsin street in 1838.
 According to J. S. Buck, writing in 1876: "There have been four
 changes in the mouth of the river in the last 50 years. In 1822 it debouched
 near the present elevated ore tracks, opposite Wolf & Davidson's ship
 yard; in 1836 it was at the old harbor; in 1837 it cut for itself a new channel
 near where the present harbor is, where it discharged all the summer, when it
 returned to its old mouth;" and then the present artificial mouth. A
 pre-historic outlet was evidently at Deer creek. At the date of settlement a
 narrow stream flowed from near the quarter-line of Section 33, southward for
 more than half a mile, reunited with the main stream, which ran to the westward
 and curved to the east again, forming an island of 40 acres or more. For more
 than half a mile a narrow strip of land only a few rods in width, separated the
 river from the lake. The East-siders demanded that a cut be made at the head of
 the island, which is practically the site of the present harbor, by which means
 two-thirds of a mile might be saved in the run of vessels up the river. The
 curved stream, filled with grass, was almost impassable from the head of the
 island to the outlet. Congress was slow to make the appropriations for
 improvements, and in 1842 an indignation meeting was held by citizens, and
 committees were appointed to secure local subscriptions for the harbor
 improvements. The imports at Milwaukee had grown from $588,950 in 1835 to
 $1,805,277 in 1841. Exports in 1835 were valued at $26,145, and in 1841
 $286,777. The first propeller to visit Milwaukee was the Vandalia, in 1842. The
 first propeller built at Milwaukee was the Allegheny, in 1856. In 1843 the first
 pier was built by Tafts & Kendall. It was the second pier on the lake,
 the first having been built at Southport (Kenosha) in 1840. Finally, in 1843, an
 appropriation of $30,000 was made for harbor construction "at or near"
 Milwaukee. The harbor was made at the mouth of the river. An appropriation of
 $15,000 was made in 1852 to construct the "straight cut," an improvement which
 the city greatly desired.
 Prior to 1860 the number of vessels of all classes built in Milwaukee
 was about 70, the largest of which were the Hans Crocker, measuring 496 tons,
 and the propeller Allegheny, of 593 tons. The Wolf & Davidson shipyard
 was started in 1858 by William H. Wolf and Theodore Lawrence. The Milwaukee
 Shipyard Company was organized in 1874 with a working capital of $51,000. The
 Milwaukee Tugboat line was incorporated in 1872 with a capital of $80,000.
 The first cargo of grain was shipped from Milwaukee in 1841. The
 exports of wheat in 1845 were 95,510 bushels; in 1846, 213,448 bushels; in 1849,
 1,148,807 bushels. Statistics of Milwaukee's grain traffic are given in another
 chapter.
 Milwaukee harbor is at the mouth of Milwaukee river, the natural
 entrance of which had a channel not over 4 ½ feet deep. This river for
 the latter 3,000 feet of its course flowed parallel to and a short distance from
 the lake shore, separated from it only by low land, mostly sand drift. Inside
 the mouth of the river its natural depth was about 11 feet.
 The first improvements made looking to the formation of a harbor here
 were directed to the opening of the natural mouth of the river, and extended
 over the period from 1836 to 1846. The principal work was done in 1845 and 1846,
 when the original mouth was dredged, and protection piers built on the sides of
 the channel to the line of 11 feet of water.
 The first really valuable project for the improvement of the harbor
 was adopted in 1852, and was to provide for a channel 260 feet wide and 13 feet
 deep, by dredging across the point which overlapped the mouth of the Milwaukee
 river at the distance of 3,000 feet to the northward of its original outlet, and
 by the construction of parallel piers of crib work, each 1,120 feet long, for
 the protection of the sides of the channel thus formed. In 1868 this project was
 modified to secure a channel 19 feet deep by extending the piers 600 feet and
 dredging.
 The first appropriation for the improvement of the original mouth of
 the river, made July 4, 1836, was of $400. Two other appropriations were made
 for this improvement, one on March 3, 1843, of $30,000, and the
 other on June 11, 1844, and of $20,000. The first appropriation for the
 straight-cut improvement was made in 1852, and to the present the appropriations
 have aggregated $353,425, the total amount appropriated from July 4, 1836, being
 $403,825.
 Appropriations: 1836, $400; 1843, $30,000; 1844, $20,000; 1852,
 $15,000; 1853, $164; 1866, $48,283; 1869, $35,640; 1870, $40,000; 1871, $38,000;
 1873, $10,000; 1874, $10,000; 1875, $25,000; 1876, $26,000; 1878, $15,000; 1879,
 $7,500; 1880, $10,000; 1881, $8,000; 1882, $10,000; 1886, $4,736; 1888, $10,000;
 1890, $6,100; 1890, $6,000; 1892, $14,000; 1894, $7,000; 1896, $7,000. Total,
 $353,425.
 In addition to the amount spent by the United States Government, the
 city of Milwaukee spent, on the project of 1868, the sum of $321,355.
 The harbor piers were completed during the past year to the length
 projected in 1872. The depth of water is 18.5 feet.
 The number of arrivals of steam and sail craft at Milwaukee in 1853
 was 1,483; passengers landed at that port during the season, 25,222; tons of
 merchandise landed, 33,700; barrels of salt, 48,709; lumber, 15,000,000 feet;
 lath, 5,000,000; shingles, 9,100,000; railroad iron from England via Canada,
 2,228 tons. Exports: Wheat, 1,048,064 bushels; barley, 325,866 bushels; rye,
 80,375 bushels; flour, 225,000 barrels; brick, 2,367,000; pork, 6,519 barrels;
 beef, 2,621 barrels; departures of steam and sail vessels during the season,
 1,458.
 Arrivals of vessels in 1895 were 5,261, registered tonnage 3,550,217;
 1897, 5,983, tonnage, 4,657,539.
 Freight received by lake in 1895 was 1,940,218 tons; 1896, 2,122,878
 tons; 1897, 2,656,889 tons. Of the receipts in 1896, coal comprised 1,487,483
 tons, and in 1897 1,493,528 tons. Wood, tanbark, lumber, iron and iron ore are
 other large imports. Freight shipped in 1895 aggregated 732,516 tons; in 1896
 1,096,350 tons; in 1897 1,093,457 tons. The exports of grain and mill products
 exceed 80 per cent. of the whole.
 The Harbor of Refuge at Milwaukee is in Milwaukee bay, which, while
 protected from storms from all directions except from the northeast to the
 southeast, was exposed to gales from these directions. And while the anchorage
 ground was good, vessels seeking shelter in the bay during storms were in danger
 of dragging their anchors or of failing to effect an anchorage at the proper
 place during a gale from an easterly direction.
 The project for the improvement of this harbor of refuge was adopted
 in 1881, and contemplated the formation of an artificial harbor by inclosing
 that portion of Lake Michigan which formed Milwaukee bay within a breakwater of
 crib work on a stone foundation. This harbor thus improved furnishes a safe
 mooring ground of 417 acres outside the 19-foot curve in the lake, and of about
 double that area outside the 13-foot curve.
 The first appropriation for this improvement was made in 1881, and the
 total appropriations have been $800,000. Work was begun in 1881, and up to June
 30, 1898, there had been constructed a crib breakwater on stone foundation 4,650
 feet long, and from 20 to 30 feet wide.
 The Harbor of South Milwaukee is at the mouth of Oak creek. The depth
 of water at the mouth of this creek in its natural condition varied from 3 feet
 to nothing, and a depth of 21 feet was to be found in Lake Michigan at a
 distance of 1,350 feet.
 In 1896 it was determined to secure a navigable channel from Lake
 Michigan into Oak creek, 200 feet wide and 18 deep, the least distance between
 the piers to be 250 feet.
 At the present time there are two piers at this harbor, which were
 built by private enterprise, as follows: North pier, 600 feet long, 16 feet
 wide, projecting 450 feet into the lake beyond the shore line, built in
 1891-1892; south pier, 300 feet long, 16 feet wide, projecting 275 feet into the
 lake beyond the shore line, built in 1891-1892.
 For this improvement the first appropriation made by the United States
 Government was$5,000, made June 3,1896. Freight shipped in 1897 amounted to
 16,153 tons, chiefly iron; freight received, 110,837 tons, largely
 coal, railroad ties, iron and steel and general merchandise.
 Port Washington. -- Wooster Harrison, the first permanent
 settler of Washington county, Wis., and of Port Washington, had been a trader up
 and down the shores of Lake Michigan, and in 1835 entered the land covering the
 present site of Port Washington. Here he laid out a town and called it Wisconsin
 City. The financial crash of 1837 wiped it out, and not until 1842 was any
 attempt made to revive the deserted village. Port Washington lies in a beautiful
 little bay, and in the early steamboat days vessels touched here regularly. The
 passenger steamer Niagara burned four miles off Port Washington pier in August,
 1856, with great loss of life, and the propeller Toledo was lost with many lives
 near the pier a little later. The present population is 3,500.
 Port Washington harbor is at the mouth of the Sauk river,
 the natural channel of which at the mouth was narrow and at the shoalest point
 had a depth of only one foot. The volume of water discharged is inconsiderable,
 and the stream was entirely valueless for the formation of a harbor; but, on
 account of the large amount of alluvium brought down in freshets, it would be a
 positive detriment were it allowed to empty in the harbor. It is, therefore,
 shut out of the harbor by a pile revetment and an artificial bank.
 The original project for the improvement of a harbor here was adopted
 in 1869, and provided for two parallel piers 150 feet apart, extending from the
 shore line to 11 feet of water in the lake, and excavating a basin 600 feet long
 and 200 feet wide inside the shore line. A second basin to the northward and
 nearly at right angles with the first, and extending the piers to the 15-foot
 curve in the lake has been excavated. The two interior basins have a combined
 area of about 5| acres and a depth of 13 feet.
 The first appropriation for this improvement, made in 1870, was of
 $15,000. The total appropriations to 1897 were $194,536.
 The north pier is 920 feet long, projecting 830 feet beyond the shore
 line; south pier 1,326 feet long and projecting 725 feet beyond the shore line.
 The object of the improvement is practically accomplished, the depth of water in
 the basins being, for the most part, 13 feet.
 The total number of vessels arriving at and departing from this harbor
 during the season of 1895 was 994, with a total tonnage of 161,950 tons; 1896,
 1,847, tonnage, 125,050; 1897, 1,088, tonnage, 87,300. Lake imports in 1896 were
 33,232 tons; exports, 38,196 tons. The imports of freight in 1897 were 54,185
 tons; exports, 27,282 tons.
 Sheboygan. -- The early history of Sheboygan was much
 like that of other ports on the Wisconsin shores of Lake Michigan. The land was
 open for settlement in 1835. The land craze of 1836 sent values enormously high.
 The panic of 1837 wiped out all semblance of value. There had been squatter
 occupation in the vicinity as early as 1818. Charles D. Cole came in 1836. There
 were about 20 buildings in the following year, when the financial crash came.
 All business stopped and the population was reduced to one family. A few years
 later came recuperation. For a number of years connection with the outside world
 was maintained only by means of boats on the lake, which occasionally touched at
 Sheboygan. About 1840 a lighthouse was built on Sheboygan Point, and in 1860 the
 present lighthouse was erected. A lighthouse was placed on the north pier of the
 harbor in 1873. The first pier was built in 1841 by William Farnsworth, and four
 years later it was extended out 800 feet. In 1847-48 Kirkland's pier south of
 the river was built, and in 1852 a fierce gale swept away both these
 improvements. They were rebuilt, and lasted till the harbor made them
 unnecessary. In a memorial presented to Congress in 1849 it was recited that
 every vessel owned at that port had been stranded or wrecked, and a list was
 given of nine vessels wrecked in the bay. The catching of white fish has been an
 important industry at Sheboygan since an early day. The population of Sheboygan
 is 25,500.
 Sheboygan harbor is situated at the mouth of Sheboygan
 river, which previous to the commencement of improvements never had a depth of
 more than seven feet, the width being about 150 feet during freshets, and
 running down to about 40 feet with a depth of three feet. The first improvement
 made was by commissioners appointed by the city and county of Sheboygan, and
 consisted of two parallel piers, the north one being 900 feet long, and the
 south pier being 780 feet long.
 The first appropriation for this improvement was made in 1852. The
 entire appropriation up to 1898 aggregated $394,448.
 The result of the work done here is as follows; North pier, 2,370 feet
 long, projecting into the lake beyond the shore line 1,600 feet; south pier
 2,487 feet long, projecting in the lake 2,100 feet. The least distance between
 the piers is 170 feet, and the distance between them at the entrance to the
 harbor is 275 feet; depth 19 feet.
 The arrivals at and departure of vessels from this harbor in 1895 were
 2,012, with a tonnage of 1,047,187; 1896, 2,101, tonnage, 1,228,916; 1897,
 2,183, tonnage, 1,159,112. The imports by water during 1895 were 275,105 tons,
 and of exports, 7,725 tons; 1896, imports, 362,817 tons; exports, 236,749 tons.
 In 1897 tons of freight received by all ways of transportation were 509,930;
 shipped, 277,519.
 Manitowoc. -- An Indian village flourished at the mouth
 of the Manitowoc river as early as 1822, and travelers frequently tarried there.
 Between 1835 and 1837 the first permanent settlement began. Speculation was wild
 in those times, and to offset the reputed gold resources of Kewaunee, the
 promoters of Manitowoc, in 1836, proposed building a railroad to the Pacific.
 William and Benjamin Jones, of Chicago, organized the Manitowoc Land Company,
 and lots were sold as high as $1,000. Benjamin Jones reached the village on the
 schooner Oregon in July, 1837. The panic came about this time and killed the
 ambitious little lake port. Commencing about 1846 a tide of settlers poured in,
 and the village took a fresh start, its lumber interests developing rapidly.
 Ship building has been an active industry of Manitowoc. The Citizen, a small
 sailing craft, of 61 tons, was built in 1847 by Capt. Joseph Edwards. From that
 year to 1881, 123 vessels with a tonnage of 34,214 were built at Manitowoc. This
 list includes 9 side-wheel steamers, one of which was the Northwest, built in
 1866 for the Goodrich Transportation Company by G. S. Rand & Co. She was
 of 1,100 tons burden, cost $120,000, and was then considered the finest craft of
 her kind on Lake Michigan. Manitowoc was the center of the shipbuilding
 interests of Wisconsin. The population is now estimated at 12,000. The city has
 made large appropriations for harbor improvements.
 Manitowoc harbor is on Lake Michigan at the mouth of
 Manitowoc river which was originally obstructed at its mouth by a bar with a
 depth of about 4 feet of water. In the river inside the bar the water was about
 11 feet deep.
 The first government appropriation was made in 1852. The total
 appropriations aggregate $400,480.
 The result of the work up to June 30, 1898, is as follows: North pier
 1,970 feet long, from 20 to 24 feet wide, and projecting into the lake beyond
 the shore line 1,650 feet, built in 1854-1885; south pier, 2,400 feet long, from
 20 to 24 feet wide, projecting beyond the shore line 1,950 feet, and a
 breakwater 400 feet long and 24 feet wide; depth of channel projected is 20
 feet.
 The importance of this harbor was materially increased in 1896 by the
 action of the Wisconsin Central Railroad Company and the Chicago &
 Northwestern Railroad Company, the former building a short section of railroad
 that gives them a connection with existing railroads and a car-ferry across Lake
 Michigan, a short through line between the East and the West. The latter company
 also established a car-ferry line across Lake Michigan from this point in
 connection with lines of railroad already built.
 The arrivals and departures of vessels from this port during 1895 were
 1,876, with a tonnage of 930,787; 1896, 2,205, tonnage, 1,220,062; 1897, 3,320,
 tonnage, 4,205,414. The imports, in 1896, consisted of 301,698
 tons, chief of which was coal and coke, 220,000 tons; exports were 121,578
 tons.
 In 1897, receipts by lake were 370,341 tons, of which 250,000 tons
 were coal; shipments were 401,781 tons, largely grain and mill products.
 Two Rivers, at the junction of East and West Twin rivers,
 7 miles north of Manitowoc, was in early days the center of a flourishing lumber
 district. Oliver Louguire, a French Canadian known as "Alon-zo," was the first
 permanent settler. The first sawmill was erected in 1836, but not until 1845 was
 much progress made. Since the timber has disappeared other industries have
 appeared. The population in 1880 was 2,052, and is now 4,100.
 Two Rivers harbor is situated near the junction of the
 east and west branches of Twin rivers, which unite a short distance from the
 lake shore, the water flowing into the lake through a channel or outlet which
 originally had a depth of from three to four feet.
 The project of improvement of this harbor, adopted in 1870, provided
 for the formation of a channel of navigable width, and not less than thirteen
 feet in depth below the plain of reference in coast charts for Lake Michigan,
 viz.: 3.06 feet below the high water level of 1838, by the construction of two
 piers extending from the mouth of two rivers lakeward to the 19-foot curve line
 in Lake Michigan, and an entrance channel between them, the piers to be 270 feet
 apart. This work was completed during the past year. The actual depth June 30,
 1898, was 12.5 feet.
 The first appropriation was made in 1871. The total appropriation
 aggregated $214,500.
 In 1897, 1,644 vessels arrived with a registered tonnage of 255,713.
 In 1896, 47,506 tons of freight, including 45,000 tons of logs, were imported,
 and 2,593 tons exported; in 1897, 51,281 tons were exported and 10,919 tons
 imported.
 Kewaunee once aspired to become the rival of Chicago and
 Milwaukee. Early in the thirties the report gained circulation that rich gold
 deposits had been found in that locality. Preparations were made in 1836 to lay
 out a city of magnificent proportions. Capitalists became interested. Lots in
 the swamps sold for $1,000 per acre. There was a serious decline before the
 village was fairly started. In 1843 the first. cargo of lumber was taken from a
 mill on Kewaunee river. Navigation was very difficult on account of shallow
 water. Business improved when, in 1851, a pier was built out into the lake. The
 population in 1860 was 1,050, and is now estimated at 500.
 Kewaunee harbor is situated at the entrance to Kewaunee river, the
 natural entrance to which had in August, 1880, a channel 25 feet wide and three
 feet deep. This entrance was obstructed by submerged boulders. For the last
 2,000 feet of its course the river flowed nearly parallel with and a short
 distance from the lake shore. Inside the bar at its mouth the river bad a depth
 of about 11 feet.
 The first appropriation, made in 1881, was $5,000; the total
 appropriations are $150,014. By the local authorities there was appropriated
 $8,042.
 The result of work is as follows: 1,900 feet of north pier from 16 to
 20 feet wide, and projecting beyond the shore line 1,825 feet; the south pier
 being 1,850 feet long and from 16 to 20 feet wide, and projecting beyond the
 shore line 1,575 feet. The depth is 14.5 feet.
 Vessel arrivals in 1897 were 925, registered tonnage 476,187. Freight
 received by lake in 1896, 109,557 tons; 1897, 32,772 tons; freight shipped in
 1896, 33,065 tons; 1897, 276,671 tons, mainly flour.
 Ahnapee. -- In 1834 Joseph McCormick, of Manitowoc,
 visited Ahnapee, and bore back an enthusiastic report of the richly timbered
 country. But it was not until after 1851 that Ahnapee was permanently settled.
 Edward Tweeddale and John Hues located there in 1851, and other pioneers soon
 after followed. In 1856 the first steamboat, the Cleveland, of Manitowoc, landed
 at Ahnapee. The north pier was built the same year. The village in 1860
 contained 948 inhabitants, and has now 1,600. 
 Ahnapee harbor is near the mouth of Wolf river, which was originally
 obstructed by a bar with a depth of about 4 feet of water. Inside the bar in the
 river there was a depth of about 8 feet. The first appropriation, made in 1872,
 was for $25,000. The entire appropriations aggregate $183,220.
 The result of the work here up to June 30, 1898, was as follows: Two
 piers, the north one being 1,102 feet long, and the south one, 1,125 feet long.
 The depth of water at the entrance was about 16 ½ feet and 11 feet at
 the shore end of the piers. The distance between the piers is 205 feet.
 In 1897, 716 vessels arrived with a tonnage of 472,642. Freight
 received by lake in 1896 was 8,258 tons; in 1897, 11,090 tons. Freight shipped
 by lake in 1896, 213,570 tons; 1897, 27,158 tons.
 Sturgeon Bay came into prominence with the construction
 of the Sturgeon Bay ship canal. This enterprise was agitated as early as 1860 by
 Joseph Harris, who four years later, when State senator, secured the passage of
 an act of incorporation. Land grants were secured, but not until 1872 was the
 first shovelful of earth thrown. In 1880 light draft vessels passed through, and
 the canal has since been greatly improved. By the construction of this canal the
 passage through Death's Door has been avoided, and a large traffic built up
 between Green Bay and Chicago.
 Sturgeon Bay Canal Harbor of Refuge is at the Lake Michigan end of the
 canal leading through into Sturgeon bay from Lake Michigan. In its natural
 condition the shore line was continuous, there being no protection from storms
 raging from northeast to southwest.
 The project of constructing a harbor here was adopted in 1873. As
 completed in 1884, it consists of two piers, each 1,344 feet long and 850 feet
 apart on the shore line, converging in such manner as to form a harbor entrance
 of about 335 feet in width. The inclosure is about 17 feet deep.
 The total number of appropriations aggregate $183,182.
 Green Bay is one of the oldest historical points on Lake
 Michigan. Jean Nicollet, the discoverer of Lake Michigan, visited Green Bay in
 1639. Here Father Allouez, in 1669, established an Indian mission, which
 remained for many years. La Salle and the Griffin arrived at Green Bay September
 2, 1679. Father Charlevoix, who visited Green Bay in 1721, says the French
 posts, which had been built many years earlier, stood on the west side of the
 Fox river, half a league from its mouth. The first permanent settlement was made
 here in 1745 by Augustine De Langdole, an Indian trader from Mackinaw. A
 detachment of British troops took possession October 12, 1761, but abandoned the
 post two years later, during Pontiac's war. In 1815 a United States trading post
 was established at Green Bay, and in 1816 Fort Howard was erected there by the
 government. In 1820 there were over sixty dwellings and 500 inhabitants at Green
 Bay. The Walk-in-the-Water arrived with troops and passengers August 5, 1821. A
 line of steamboats was established, a few years later, between Detroit and Green
 Bay. In 1834 John P. Arndt built the first schooner in Green Bay, the Wisconsin.
 Tail Point light was established in 1848, five and one-half miles
 north-northeast from the mouth of Fox river. A new lighthouse was built in 1859.
 The population is 22,000.
 Green Bay harbor is near the mouth of Fox river, the river discharging
 into the southern end of Green bay. In its original condition direct entrance to
 the harbor was blocked by Grassy island, situated in Green bay about one and a
 half miles from the mouth of the river, and the channel was intricate and
 tortuous with a minimum depth of about 11 feet.
 The project of improvement for this harbor was adopted in 1886, the
 object being to provide a dredged channel 200 feet wide, 15 feet deep and two
 miles long, in place of the natural channel, with a revetted cut across Grassy
 island to the 13-foot curve in Green bay. The project was modified in 1892 so as
 to increase the depth of the channel to 17 feet, and extend it in a direct line
 through the bar off Sable point, making its total length 16,500 feet.
 Appropriations made up to June 30, 1898, amounted to
 $372,602, when the condition of the work was as follows: Pile revetments at
 Grassy island 220 feet apart, the east revetment being 705 feet long and the
 west revetment 620 feet long. The channel for a width of 200 feet is 16.5 feet
 deep, and is used by the largest vessels on the lakes. The location of Green Bay
 is favorable for a large local trade, being the terminus of two railroads and of
 a transportation line from the lower lakes. The arrivals of vessels at this
 harbor, in 1896, were 591, tonnage 233,004; 1897, 589, tonnage 239,313. Imports
 for 1896 were 352,097 tons, of which 170,311 were coal, and 149,276 general
 merchandise; exports were 211,196 tons.
 The Improvement of Fox River. -- Fox river rises in
 Columbia county, Wis., and empties into Lake Winnebago, which is about 35 miles
 long and 15 miles wide. From Lake Winnebago it flows northward into Green Bay,
 an arm of Lake Michigan.
 At Portage City the Fox river is separated from the Wisconsin river by
 a distance of only two miles, and these two rivers were the early route from the
 Great Lakes to the Mississippi river. From Portage City to Lake Winnebago the
 distance is 110 miles, and the fall is about 30 feet; from Lake Winnebago to
 Green bay the distance is 35 miles, and the fall is 170 feet.
 The upper Fox river flows through extensive marshes and lakes, and its
 flow is inconsiderable. Near Lake Butte des Morts it unites with the Wolf river,
 the latter having a larger discharge than the Fox. The lower Fox carries off all
 the water brought down by the Upper Fox, the Wolf and other small streams, and
 discharges about 900,000 cubic feet per minute when at the maximum flow. A
 low-water discharge of 2,320 cubic feet per minute has been given. But the
 average high and low water discharges have as yet not been accurately
 ascertained. From Lake Winnebago to De Pere the river was obstructed by rapids,
 and at places portages had to be made.
 When Wisconsin was admitted into the Union, in 1846, Congress granted
 it a quantity of land for the purpose of improving the navigation of the Fox and
 Wisconsin rivers, and for the construction of a canal to unite these two rivers
 at or near the portage. To carry out the object of this Act of Congress the
 State of Wisconsin, in 1848, established a board of public works, which began
 the improvement and carried it forward until 1853, when all the property and
 franchises were transferred to the Fox & Wisconsin Improvement Company.
 After various vicissitudes, financial and otherwise, the entire property was
 sold in 1866 to the Green Bay & Mississippi Canal Company, and finally
 by this company to the United States in 1872 for $145,000, with reservations,
 somewhat indefinite in terms.
 In 1872 there were on the upper Fox river four locks, four dams and
 one canal; on the lower Fox 18 locks, nine dams and eight canals.
 When the United States Government purchased the works there was but
 one stone lock, the others being temporary structures and in bad condition.
 There was no low-water navigation and the lower Fox navigation was
 uncertain.
 The project of the government for the improvement of this river
 contemplated the replacing of the temporary structures with permanent works, the
 construction of five additional locks on the upper river, and widening and
 deepening the channel throughout the river and canal to a depth of six feet and
 to a width of 100 feet. The estimate for both rivers made in 1874 and 1879 was
 $3,745,663. To carry out this project required the deepening of Fox river by
 rock excavation, and dredging from Portage City to Montello to four feet, and
 from Montello to Green Bay to six feet, the widening of the river channel to 100
 feet throughout; dredging the channel in Neenah river, and the removal of the
 bar at the mouth of Fond du Lac river.
 The appropriations made by Congress from 1867 to 1898, inclusive, for
 the improvement of the Fox and Wisconsin rivers were $3,071,250.
 The works at the close of the year ending June 30, 1898, were as
 follows: On the upper Fox river, nine locks, seven dams and four canals; on the
 lower Fox river, 18 locks, nine dams and eight canals. Of the
 locks 15 were of stone, 14 of them built by the United States Government, and
 one by the canal company, the latter repaired by the United States in 1878. The
 remaining 12 locks are of wood.
 During the year 1895 there were transported on Fox river 229,109 tons
 of freight, 140,675 tons of which were of logs; 1896, 148,110 tons, of which
 58,159 were logs; 1897, 191,236 tons, of which 97,342 tons were logs. Of the
 boats navigating the river, in 1895, 25 were steamboats (6 of the steamboats
 being pleasure yachts), 6 sailing vessels and 6 tows.
 Pensaukee was the site of the earliest settlement in what
 is now Oconto county, Wis. A sawmill was built on Pensaukee river, two miles
 from its mouth, in 1829. In 1860 Pensaukee had 295 inhabitants, but the number
 is now less than 100.
 Pensaukee harbor is situated at the mouth of Pensaukee river, Green
 Bay, and in its natural condition it had a depth of water of but three feet.
 Private enterprise undertook the improvement of this harbor, and when the United
 States Government took hold of it the depth had been increased to from eight to
 ten feet to a width of 30 feet, and there had been constructed 1,600 feet of
 pile and slab pier.
 The project adopted in 1883 was the construction of a single slab pier
 2,650 feet long, in continuance of the pier previously built, and dredging a
 channel 100 feet wide on the south side of the pier to a depth of 11 feet,
 connecting the deep water of the river with the deep water in Green bay. The
 three appropriations made aggregate $16,000.
 The slab and pile pier, built by private enterprise, was nearly
 destroyed by a storm in 1885, and this destruction left the portion of the pier
 built by the United States Government a detached work. During the seasons of
 1895, 1896 and 1897 there were no arrivals of vessels reported at this
 harbor.
 Oconto, situated at the mouth of Oconto river, on Green
 bay, has been prominent in the development of the lumber interests of that
 region. Settlements began, and mills were erected as early as 1836. Growth was
 slow, and in 1860 there were only 889 people in the village. The present
 population is 7,000.
 Oconto harbor is situated at the mouth of the Oconto river, which
 empties into Green bay some miles southwest of Menomonee harbor. In its natural
 condition the channel at the entrance to this river was obstructed by a bar with
 less than three feet of water over it. Private interests increased this depth to
 four and one-half feet. The first appropriation made by the government for this
 improvement was in 1881, and the aggregate amount appropriated has been
 $78,000.
 The project of improvement adopted in 1882 proposed to secure a
 nine-foot channel from Green bay to the city of Oconto, a distance of two miles,
 at an estimated cost of $150,000, the piers to be parallel and 150 feet apart.
 The north pier is 1,603 feet in length and the south pier 2,151 feet long.
 In 1898 the depth of water was about 8.5 deep. The north pier has been
 partially burned, and the south pier injured by the movements of ice.
 In 1897 630 vessels arrived; freight received, 53,570 tons; shipped,
 62,683 tons.
 Menominee, Mich., and Marinette, Wis., lying
 on opposite sides of Menomonee river, Green bay, may properly be considered as
 one port. Menominee is known chiefly as a shipping port for iron ore from the
 Menomonee range. An Indian trader, Louis Chappee, came to Menominee in 1796 as
 the agent of the American Fur Company. William Farnsworth and his intelligent
 wife, Marinette, granddaughter of a Menominee chief, also engaged here in the
 fur trade in 1822, dispossessing their French predecessor by strategy.
 Farnsworth & Brush built the first sawmill on the Menominee river in
 1832. The New York stopped at Menominee in 1836, and from that time the marine
 interests of the port gradually improved. In 1869 the Goodrich Transportation
 began making regular trips. In 1871 the Chicago & Northwestern railroad
 was extended from Green bay to Menominee, and the next year to Escanaba. The
 Wisconsin & Michigan road was built a few years later. Menominee has a
 population of 15,000 and Marinette has 16,000 people. The present
 lumber interests are very large.
 The improvement of Menominee river by the United States Government was
 begun in 1891 under the provisions of the River and Harbor Act of September 19,
 1890. At this time there had been dredged by private enterprise a tortuous
 channel with a governing width of 50 feet, and a depth of 14 feet, extending up
 the river for a distance of about two miles. The original approved project was
 for dredging a channel 200 feet wide and 17 feet deep from Green bay up the
 river as far as the funds available would allow, the object being to create a
 navigable channel 17 feet up to N. Ludington Company's mill. The project was
 modified by reducing the upper 2,600 feet to a width of 100 feet. In 1896 the
 project of 1890 was modified by the formation of a turning basin 600 feet long,
 250 feet wide and 17 feet deep, and extending the channel 425 feet to the west
 line of Wells street with a width of 75 feet and a depth of 17 feet.
 Up to June 30, 1898, there had been expended upon this improvement
 $95,427.
 Menominee harbor, or Marinette, is situated at the mouth of Menominee
 river. Previous to the commencement of improvements here the depth of water at
 the mouth of this river was about. 5 feet, and the river was navigable for boats
 of that draft for a distance of 2 miles above its mouth.
 A survey of this harbor was made in 1871, and a project was adopted,
 providing for a channel entrance 200 feet wide and of a depth of not less than
 15 feet. This project as modified has been completed, and all the necessities of
 commerce are fully met by the present condition of the harbor.
 The total appropriations from 1871 to 1898 were $229,212. The two
 piers are 400 feet apart, the north pier being 1,854 feet long, and the south
 pier, 2,710 feet long, with a dredged channel 3,000 feet long, 200 feet wide and
 17 feet deep from the 17-foot curve in Green bay to the lower end of the
 Menominee river.
 Lumber is the principle article of exports by lake, shipments being,
 in 1896, 252.752 tons out of a total of 254,157 tons, and in 1897, 544,500 tons
 out of a total of 612,926. Receipts by lake were 7,534 tons in 1896 and 16,337
 in 1897. In 1897, 798 vessels arrived, having a registered tonnage of
 227,696.
 Cedar River, Mich., is at the mouth of Cedar river,
 thirty miles northeast of Menominee. A bar gave a depth of about 4 feet of
 water, while in the river above the water was about 9 feet deep. The width of
 the river at its mouth was about 175 feet. A channel about 9 feet deep and 50
 feet wide extending through the bar was dredged by private enterprise before the
 United States Government took up the work of improvement. The first
 appropriation by the government, made in 1882, amounted to $15,000, and a like
 amount, was appropriated in 1884.
 The project of improvement was to secure a channel of 15 feet from
 Lake Michigan into Cedar river, and the construction of two parallel piers, 200
 feet apart, extending from the mouth of the river to the 17-foot curve in Green
 bay.
 The village of Cedar River has a population of 400, and its chief
 industry is lumbering.
 Escanaba. -- For many years the peninsula that forms the
 site of Escanaba was known as Sand Point. The first house was built in 1852 by
 Sinclair & Ludington, who operated a sawmill at Flat Rock. This dwelling
 stood alone until 1863, when the Chicago & Northwestern Railroad Company
 broke ground for the construction of a line between Negaunee and Escanaba. Two
 years later the road was completed. In the meantime dock No. 1 had been
 constructed by the company, and the shipment of ore began at once. Escanaba has
 grown steadily, and is the chief iron ore shipping port of Lake Michigan.
 Besides iron ore, it carries on a fair lake traffic in lumber and other
 commodities. The population in 1890 was 8,124, and is now estimated at
 9,000.
 Escanaba is situated on a point of land dividing Green bay from Little
 Bay de Noquette, and the latter forms one of the best harbors on
 the lakes. The entrance is three miles in width and its depth sufficient for the
 largest vessels. The port has four enormous iron ore docks, fitted with all
 modern improvements.
 These docks have a capacity of 95,000 tons of ore, and can load 36
 vessels simultaneously. There are also large merchandise docks, and the coal and
 fish trades are also important.
 Manistique was formerly known as Epsport. Lumbering is
 its principal industry. Its population in 1881 was 600, in 1890, 2,100, at
 present 3,500. It is situated at the mouth of Manistique river, and is one of
 the oldest towns of the upper peninsula. It has lumber, iron and lime interests,
 but is also winning an enviable reputation as a summer resort.
 Originally the depth of water at this place was but eight feet. There
 had been built by the Chicago Lumbering Company about 3,200 feet of slab piers
 at the mouth of the river, and a channel had been dredged to a depth of 11 feet,
 the piers being each about 1,600 feet long and 350 feet apart. Little work has
 been done by the government.
 
 LAKE SUPERIOR HARBORS.
 
 Equal to its name, this great body of water may be called a lake of
 magnificent distances. Its harbors as compared with those of the other lakes are
 few. Its shores for long and uninterrupted stretches are often desolate, though
 charming in scenic effect. In the measure of industrial life its years are few,
 and for its age it promises best of them all.
 
 UNITED STATES SIDE.
 
 Sault Ste. Marie. -- In point of historic interest Sault
 Ste. Marie is, perhaps, unsurpassed on the lakes. As the crucial point in the
 magnificent commerce to and from Lake Superior its value is unequaled. It was
 visited by the early missionaries. It was here that St. Lusson, in 1671,
 formally took possession of the region of the Great Lakes. It was a favorite
 resort for the migratory aborigines on account of its most excellent fishing.
 The construction of the Sault canals have immortalized the locality. The village
 was organized in 1874, and is now a city of 9,000 inhabitants.
 White Fish Point, a village of 200 people, is situated on
 Whitefish bay, 45 miles north of Sault Ste. Marie. It has small fishing
 interests.
 Grand Marais, Michigan, lies between White Fish Point and
 Marquette, south shore of Lake Superior. It was first permanently settled in
 1879. The village contained a small sawmill and headquarters for two lumber
 companies. The sawmill shut down in 1884, and the village gradually died out
 until 1892 there were only about 100 inhabitants and one store. The only
 industry is fishing.
 In the fall of 1893 the Manistique railroad was completed to Grand
 Marais, and a vigorous growth at once started up. The old mill was
 reconstructed, and enlarged to three times its former capacity, and fitted with
 all the latest improvements in machinery.
 The harbor is seldom entirely empty. Frequently twelve or fourteen
 vessels are to be seen at once loading lumber for other lake ports, or timber
 for Liverpool market. The population has increased to about 2,000, and as soon
 as the projected improvements on the harbor are completed there will be further
 industries established.
 The present lumber company occupies all the water front on the west
 end of the harbor, and until the dike closing the east end of the harbor is
 completed there can be no further industries requiring a water front
 established.
 The supply of hard wood tributary to Grand Marais is almost unlimited,
 and a large supply of hemlock is waiting for a market.
 The harbor of refuge at Grand Marais was originally accessible only
 for vessels drawing less than nine feet of water, but within the bay there is
 ample depth to float the largest vessels. As a harbor of refuge it is of
 pressing importance to the shipping navigating the lakes in its vicinity, as the
 many wrecks in that neighborhood bear testimony. 
 The project for the improvement of this harbor was adopted in 1881,
 and has for its object the creation of a safe entrance into the bay for vessels
 of the largest size. This object is attained by the construction of parallel
 piers projecting into the lake and dredging out a channel between them,
 connecting the deep water in the lake with the deep water in the bay, and by
 closing up the natural entrance, some 5,700 feet in width, by a solid pile dike
 driven with a slope toward the waves and strongly braced. The proposed length of
 the east pier is 1,800 feet, and the west pier had attained a length of 1,656
 feet, and the east pier a length of 1,153 feet. A channel 150 feet wide and 17
 feet deep had been dredged between them in 1889, but it shoaled, and in 1891 it
 was again dredged, this time to a width of 175 feet, and to a depth of at least
 17 feet. The entire amount expended on this project up to June 30, 1898, was
 $299,160. A very safe and commodious harbor of refuge now exists for vessels
 drawing 13 feet of water. The total appropriations for this work from 1880 to
 1898 were $305,250.
 The traffic is rapidly increasing. In 1892 155 vessels arrived; in
 1896, 328; in 1897, 404. In 1887 freight received and shipped was 1,910 tons;
 1890, 9,405 tons; 1895, 56,208 tons; 1896, 90,497 tons; 1897, 142,536 tons.
 Exports in 1897 were 128,536 tons, of which all, but 600 tons of fish, consisted
 of logs and lumber products; imports were 14,000 tons.
 Munising is located on Munising bay, within three miles
 of the Pictured Rocks. Lumbering interests have been active. The population is
 about 3,000. The harbor is formed by Grand island, and is one of the finest on
 the lakes.
 Marquette. -- This thriving city and iron ore shipping
 port is located on Iron harbor, an inlet of Lake Superior. The coming of the
 white men in 1844-45 changed the scene from a picturesque wilderness to an
 active mining camp. Progress, however, was comparatively slow until the Sault
 canal was opened in 1856. In the following year the Iron Mountain railroad was
 completed from the mines to the harbor. In 1856 the Jackson company completed an
 ore dock. Shipments of ore have been advancing since, with comparatively few
 interruptions. In 1867 the Peninsular division of the Chicago &
 Northwestern road was completed from Negaunee to Escanaba, which partially
 destroyed the monopoly enjoyed by Marquette up to that year. The early name of
 the village was Worcester. A charter was received from the Legislature in 1859,
 and a city government was established in 1871. The population in 1890 was 9,724,
 and has since increased.
 Marquette has been the metropolis of the mining regions of Lake
 Superior. It now possesses immense ore docks, and is connected by rail with
 large iron ore mines in the Marquette and Gogebic ranges. There are large
 manufacturing interests located in the city, and in addition to its magnificent
 business advantages Marquette has all the attractions of a cool and delightful
 summer resort.
 The harbor at Marquette was originally entirely unprotected from east
 or northeast storms. In 1866 a project was approved for the construction of a
 breakwater extending from the shore into the bay a distance of 2,000 feet. This
 breakwater was completed in 1875, but in consequence of the increased shipments
 of ore from this port it became necessary to extend the breakwater. The
 construction of a concrete breakwater was begun in June, 1895, 470 feet being
 built that season, and in 1898 1,000 feet were completed.
 The cross section of this superstructure, designed by Major Sears, is
 at variance with the established practice both in this country and abroad,
 inasmuch as it presents a slope to the waves of 45 degrees, the intention being
 in the adoption of this slope to lessen the shock by leading the waves to slide
 over the top without impact and to fall onto a cushion of water inside, where
 they produce no disturbance. The admirable adoption of the new work is in the
 estimation of the engineer in charge justifying the construction.
 The total appropriations for this harbor from 1867 to 1896 are
 $533,230.
 During the fiscal year ending June 30, 1872, there were 390 arrivals
 of vessels, with a registered tonnage of 185,000 tons. In 1896
 there were 1,032 arrivals with a registered tonnage of 793,092; in 1897, 731
 vessels, tonnage 788,556. In twenty years the commerce of the port has amounted
 to at least $73,000,000. The exports in 1896 were 1,645,467 tons, of which
 1,565,227 were iron ore. Imports were 186,590 tons, chiefly coal. Exports in
 1897 were 2,381,756, including 2,282,556 tons of iron ore; imports, 147,765
 tons.
 The harbor of refuge at Presque Isle Point, Marquette bay, is a new
 work ordered by Act of Congress of June 3, 1896. Marquette bay is a small
 semielliptical one, which makes in from Lake Superior just north of Marquette
 harbor, proper. The shore of this bay is within the city limits of Marquette,
 and the bay is a little over one and a half miles across the channel which
 subtends the opening. The greater portion of this area has a depth of from 18 to
 40 feet of water, with a hard sand and rock bottom. The project is a
 construction of 1,000 feet of breakwater, of which 500 feet were completed in
 1897.
 Up to 1896, there was no commerce for this bay except in connection
 with a lumber mill at the mouth of Dead river, a small, clear stream with fine
 water power several miles back. This mill has a dock from which to ship its
 lumber. Recently the Lake Superior & Ishpeming Railroad Company has
 constructed a railroad for the shipment of ore from the mines near Ishpeming,
 Mich., and this road has its harbor terminus on Marquette bay. It has built a
 large ore dock and commercial dock. Arrivals of vessels in 1896 were 207; in
 1897, 555. Shipments of freight in 1896 were 339,258 tons; 1897, 1,067,330 tons,
 chiefly iron ore. Receipts in 1896 were 8,523 tons; in 1897, 27,913 tons.
 L'Anse is located at the head of L'Anse bay, and at the
 mouth of Fall river. The M. H. & O. R. R. Company's docks were built
 here in 1872. The village was platted in 1871, it had a speculative boom and
 lots sold for $1,000 to $2,000. The panic of 1873 necessarily killed the boom.
 The village is the center of a large lumber district and has a population of
 1,100.
 Copper harbor, near the extreme end of Keweenaw point,
 was an excellent harbor, and during the mining excitement in 1846 was thronged
 with adventurers and speculators. It was named Copper harbor on account of the
 copriferous veins outcropping there and plainly visible. The once thriving town
 has since fallen into decay.
 Eagle harbor, sixteen miles west of Copper harbor, was
 first occupied about 1844. In that year the first piers were built by Edward
 Taylor. Additions were made from time to time, forming the present pier dock,
 dock. Eagle harbor was opened with a channel 13
 ½ feet deep, in 1877, and is a good refuge for vessels, except in a
 severe northwest wind. The present population of Eagle harbor is several
 hundred.
 Eagle harbor has been improved so as to form one of the
 harbors of refuge for the south shore of Lake Superior. Before improvements
 commenced here the entrance to the small bay, which forms the harbor, was
 protected by a rock ledge having but 8 ½ feet of water over it at the
 shoalest point.
 The project for its improvement was adopted in 1866, and as modified
 it provided for a channel through the rocky ledge 130 feet wide and 14 feet
 deep, marked by two guiding cribs, one on each side of the channel. The work was
 completed in 1879, and appears to meet the present demands of commerce. The
 amount expended on the work up to June 30, 1896, was $95,992. Traffic is
 small.
 Eagle River is located some 10 miles west of Eagle
 harbor, and at the mouth of Eagle river. Early mining operations were carried on
 in the vicinity, and a dock was built at the mouth of the river.
 Ontonagon. -- In 1847-48 the Ontonagon district came to
 the front as a producer of mass copper, and overshadowed the older Keweenaw
 district. The village of Ontonagon at the mouth of the river grew rapidly, and
 became for a time the leading town on the lake. The mines were situated in the
 interior 14 miles up the river. In 1843 James K. Paul had preempted a claim,
 where Ontonagon now stands, and the same year erected a cabin, but settlement
 was slow until the mining activity started up several years later.
 One of the first water crafts that arrived at Ontonagon from below was the
 Napoleon. Improvements of the harbor were commenced in 1856 by C. F. Harvey
 under a contract with the county, but not until the work was undertaken, in
 1867, by the government did it progress satisfactorily. The population in 1880
 was 780. It is now about 1,200.
 The harbor at Ontonagon is at the mouth of Ontonagon river. In 1867,
 before the improvement of the mouth of this river commenced, it had a depth of
 but 7 feet of water. At that time the project for securing 12 feet of water was
 adopted.
 The west pier was built to the length of 2,675 feet, and the east pier
 to the length of 2,315 feet. This brought the outer end of the west pier very
 nearly to the 18-foot curve; but this curve has since advanced out into the
 lake, because of the very considerable amount of sand carried into the lake by
 the river. This sand is deepest during the spring freshets, and the subsidence
 of each flood is attended by a deposition of material in the upper part of the
 harbor above and below the bridge. This port therefore needs dredging every
 year, while the part between the piers needs it on the average only every other
 year.
 The total cost of this improvement up to June 30, 1898, was $336,205.
 The commerce of this port has been roughly estimated at about $1,000,000 per
 year. The appropriations from 1867 to 1898, for the improvement of this harbor,
 were $345,100. The total number of vessels entering and departing from this
 harbor in 1895 was 986, with an aggregate tonnage of 296,490 tons. A fire in
 August, 1896, almost obliterated the town, destroying all its commercial
 industries, and wiping out most of the business and residence portions. The
 great fire destroyed the principal commercial industry, the plant of the Diamond
 Match Company, and it has not been rebuilt.
 Ashland, one of the important ports of Lake Superior,
 marks the site that was visited by the earliest French traders. Allouez in 1665
 found at Ashland, or Che-quamegan bay, the Hurons, who had fled from the
 vindictive Iroquois, and sought refuge at almost the extremity of Lake Superior.
 Here he established a mission, which, however, was afterwards to La Pointe on
 Madeline island, and for almost two centuries Ashland's fine harbor facilities
 were neglected. In 1854 Asaph Whittlesey and George Kilborn left La Pointe in a
 row boat to select a town site near the head of the bay. They selected the
 plateau where Ashland now stands, and erected a cabin. An excursion from La
 Pointe visited the pioneers in the steamer Sam Ward, which thus became the first
 Ashland marine arrival. For six years the struggling settlement was known as
 Whittlesey, but in 1860 the name became Ashland. Martin Beaser built a dock in
 1855. It was swept away in 1856. The steamer Superior came into the bay soon
 after, saw the fragments of the dock, and instead of landing put back to La
 Pointe. In 1872 the Wisconsin Central railroad began work on the bay. In that
 year S. S. Vaughn also built a dock extending about 1,000 feet into the bay. The
 docks of Ashland are now quite efficient, and a large iron ore traffic from the
 Gogebic range here seeks a lake outlet. The population of Ashland in 1890 was
 12,310, and is now 16,000. Besides the large ore traffic there is a considerable
 lumber trade at Ashland.
 The harbor at Ashland originally had no protection from the waves
 which rolled into the bay nor from the waves generated within the bay itself by
 storms. The length of this bay is considerable, and it was therefore necessary
 to protect the wharves from the waves.
 The approved project is for the construction of a breakwater, 8,000
 feet long, and for a channel of 16 feet of water. In July, 1898, the pier had
 attained a length of 7,363 feet, the total amount expended up to that date being
 $237, 503. The aggregate amount appropriated from 1886 to 1898 was $239,500.
 The commerce of this port during this period has increased from 892
 arrivals and clearances, with cargo tonnage of 1,400,000 tons, in 1887, to 5,164
 arrivals and clearances, with cargo tonnage of 2,400,000 tons, in 1896. During
 this period the commerce of this port is roughly estimated at a
 valuation of $300,000,000. In 1896 estimated imports were 355,000 tons, and
 exports 2,036,337 tons, of which 1,566,337 tons were iron ore.
 La Pointe was an important mission station under French
 occupation, and was also a port of some influence during the period of active
 fur trading. The American Fur Company, in 1835, established headquarters at La
 Pointe. Warehouses and docks were built, and the population at that time was
 about 2,000, composed of Indians, voyageurs, traders and half breeds.
 Bayfield is located on the site of an Indian trading
 post. Alexander Henry built a house there in 1765. A few score of half-starved
 Indians dwelt at the place, the wars for several years having ruined the fur
 trade. The first permanent settlement was made in 1856 by a party of nine men
 under charge of John C. Henley. A dock was built the same year. Bayfield was
 made a port of entry in 1858, and in 1859 the revenue cutter John B. Floyd was
 stationed there. The harbor is formed by islands, which shelter it from winds
 and make unnecessary any engineering works. It has attained prominence as a
 summer resort, and its fishing industries are large.
 Portwing is situated on Flag lake about three-quarters of
 a mile within the entrance to Flag river, which latter lies on the south shore
 of Lake Superior, nearly due east from Duluth and distant therefrom about 34
 miles. A preliminary examination of a harbor at Portwing, Wis., was made in 1896
 by Major Clinton B. Sears, with a recommendation that it is worthy of
 improvement by the general government.
 Duluth. -- If Chicago is indebted to Lake Michigan and
 connecting waters for its marvelous growth, in like manner Duluth is the
 masterpiece of civilization in the Lake Superior region, younger in years than
 Lake Michigan's metropolis, but rich in prospects and promises. Duluth is
 geographically located to command a fabulous trade. It is an iron-ore shipping
 port of commanding importance; but not to iron ore alone, or chiefly, does it
 owe its power. It is a grain-shipping port of wonderful prominence, tapping with
 its feeding rail lines the immense productive regions of the northwest, but not
 to grain alone or chiefly does it owe its greatness. It receives a vast tonnage
 of coal by lake, to supply the great northwest with cheap and desirable fuel;
 but not to coal alone or chiefly is due the supremacy of Duluth. Each of these
 factors contribute to the upbuilding of the Zenith city, these and many
 others.
 Minnesota point, a peculiar natural formation of land, quite narrow
 and over six miles in length, forms the natural breakwater protecting the harbor
 of Duluth and Superior from the waters of the great lake, and through which, in
 1870, a canal as an entrance to the harbor was cut, thus greatly facilitating
 the approach of large vessels to St. Louis and Superior bays.
 In the winter of 1855-56 steps were taken for platting Duluth. The
 founders of the city were George E. and William Nettleton, and J. B. Culver and
 O. W. Rice, all of whom then lived in Superior, and Robert E. Jefferson, who
 resided as a squatter on Minnesota point. These gentlemen, after considering
 several names presented to them, decided to bestow the name of an early French
 explorer upon their foundling and called it DuLuth, and in May, 1857, it was
 incorporated as a town by an act of territorial legislation. Duluth has to this
 day absorbed six separate towns, -- Portland in 1870, Lakeside in 1893, West
 Duluth and Oneota in 1894, and New Duluth and Fond du Lac in 1895.
 The schooner Algonquin was the first sailing vessel to appear at
 Duluth, in 1855, owned and commanded by a captain named Davidson, and two years
 later she was chartered by Capt. J. J. Hibbard to carry supplies to Burlington
 bay on the north shore. In the fall of 1858 she was towed to the shore on the
 easterly side of Quebec pier at Superior, when
 the upper part of her hull was consumed by fire. The next boat owned at the head
 of the lakes was the small propeller Seneca. She was the property of Thomas G.
 Barnes, of Superior, and plied on the bays until 1861, when she was taken to
 Ashland, by Captain Walling, thence to Detroit, where her boiler exploded,
 scalding to death the captain and another man. In 1860 the
 schooner Neptune, scow built, engaged in the lumber trade between Oneota,
 Milford, Portage Lake and Marquette. On her first trip that year she was met by
 a northeaster and driven back, and in trying to
 make the entry ran ashore on the lower end of Minnesota point. She was released,
 however, and continued in the lumber trade until 1865, when she was wrecked near
 Eagle river while in command of Captain Mathews. Then followed the schooners
 Pierrepont and Ford. In 1868 R. G. Coburn chartered the tug Agats, of
 Onton-agon, and used her in towing scows in the stone trade from Fond du Lac for
 the construction of the government piers at the entry. She is yet in commission
 at Duluth and known as John H. Jeffrey, Jr., and owned by Captain Jeffrey. The
 first steam ferry boat to ply between Duluth and Superior was the side-wheel
 steamer Kasota, commanded by Captain George D. Greenfield, his brother, Charles
 T., being engineer. The steamer J. C. Frost was also used as a ferry boat the
 same year.
 The harbor of Duluth, which was formerly attached to the Marquette
 district, was erected into a port of entry on May 23, 1871, but the first vessel
 enrollment, the schooner Charlie, was made in April, the same year.
 Before the commencement of the building of the Lake Superior railroad
 in 1869, to connect the head of Lake Superior and St. Paul, Duluth was but a
 village of 100 inhabitants, some of whom had lived there for 15 years, awaiting
 the destiny which they believed would come. Within four years after this road
 was built the population was 5,000. The city has grown rapidly ever since. The
 construction of the Northern Pacific & Great Northern gave connection
 with the Pacific ocean, and stimulated the growth of the city to a wonderful
 degree. The population of Duluth is now about 60,000.
 Duluth harbor is one of the best in the world. Its ore docks are among
 the largest and best equipped. Its traffic in 1897 reached the enormous tonnage
 of 4,776,080, while that of Superior was 3,699,144 tons, a total of 8,475,224
 tons. The receipts of Duluth in 1897 were 885,623 tons, of which 682,274 were
 coal. The shipments were 3,890,457 tons, including 2,342,679 tons of iron ore,
 1,062,208 tons of flour and grain and 454,856 tons of lumber.
 Duluth harbor originally consisted of two parts, that upon the open
 lake exposed to storms, and that on the land-locked bay of Superior and St.
 Louis, where there was no water over eight feet in depth except in the St. Louis
 river, which touched the dock front at one point only, and to reach deep water
 in the lake required a detour of six miles to get through the natural
 entrance.
 The original project for the improvement of this harbor, adopted in
 1871, consisted of a breakwater in Lake Superior outside of Minnesota point, in
 continuation of one already commenced by the Northern Pacific Railroad Company.
 This breakwater was destroyed by a storm in 1872 and abandoned. In 1873 Congress
 provided for maintaining the canal through Minnesota point, which had been
 constructed by the city of Duluth, and for dredging channels in Superior bay to
 the docks at Duluth.
 Work under this project was continued until 1881, when the piers of
 the canal had been repaired and somewhat extended, the harbor basin dredged of
 moderate capacity, and a narrow channel dredged in Superior bay from Duluth to
 deep water at Connor's point. The amount expended under this project was
 $270,651.
 The present project was adopted in 1881, and was modified in 1884 and
 in 1888. The project is to preserve the piers bordering the canal, to dredge an
 inner harbor to accommodate vessels drawing 16 feet of water, to make a channel
 parallel with the Bark Point dock line 100 feet wide, a channel east of Rice's
 point 200 feet wide and 16 feet deep, and a channel along the north shore of St.
 Louis bay 200 feet wide and 16 feet deep.
 The total amount expended on this harbor up to June 30, 1898, was
 $893,218. The result is a good harbor basin to an extent of 104 acres, dredged
 to a minimum depth of 16 feet, the maintaining of the channel piers and channels
 east and west of Rice's point and on the north shore of St. Louis
 bay, and the carrying of the 16-foot depth to New Duluth, not far from the head
 of navigation on the St. Louis river.
 The city of Duluth has deeded to the United States all its remaining
 landed interests in and adjacent to the Duluth canal, and condemnation
 proceedings for the balance of the land needed have been begun.
 The lake commerce of this port, Duluth and Superior, during the last
 season of navigation amounted to over $118,000,000, as a very conservative
 valuation, and since the United States took charge of this harbor this commerce
 has amounted to over $1,100,000,000.
 The Sundry Civil Act of June 4, 1897, appropriated $437,500, all of
 which will be expended under existing contracts for dredging and in purchasing
 land for the Duluth canal; for the land under and adjacent to the southerly pier
 of the Wisconsin entrance, and in executing contracts to be made this fall and
 winter for the Duluth canal piers.
 Superior. -- This city is situated across the bay from
 Duluth, and shares in its greatness.
 The opening of the Sault canal in 1855 gave speculative values to
 prospective harbors at the head of Lake Superior. Lands on the site of Superior
 City had been surveyed in 1853, and in the fall of that year G. R. Stuntz, B.
 Brunson, E. F. Ely and associates made a town site settlement at the head of the
 bay, and named it Endion. The site was that of an old French trading post. Other
 tracts were pre-empted, and in 1854 W. W. Corcoran and others organized the town
 of Superior. The propeller Manhattan visited the head of the lake in 1855, and
 the same year the steamer Sam Ward brought emigrants and freight. But the
 vessels engaged in the Lake Superior trade seldom sailed to the head of the
 lakes, and the settlers obtained their supplies very largely in small boats from
 Ontonagon. Many improvements were made, including a wharf. Between 1854 and 1857
 over 2,000 lots were sold. Ten railroads were projected, and vast enterprises of
 various character flourished in prospectu. The panic of 1857 almost depopulated
 the rapidly-growing port. The city has grown rapidly in recent years. In 1890 it
 contained 26,168 inhabitants and the present population is 31,000.
 Superior possesses nine extensive coal docks, including two modern
 bee-hive docks, the largest on the lakes, several merchandise docks, five grain
 elevators, ore docks 2,400 feet long on the Duluth & Winnipeg railway. The American Steel Barge Company has
 at at West Superior a large steel ship-building plant, where the construction of
 the whale-back type of propellers and barges has been carried on very
 extensively. The plant includes a mammoth dry-dock, machine shops, etc. The
 company owns and operates 31 propellers and barges.
 The harbors at Superior and St. Louis Bay consisted originally of a
 natural entrance protected by shifting bars with a scant 9-foot navigation, of
 the St. Louis river cutting diagonally through Superior bay and touching the
 dockage front at one point only, and of Superior, St. Louis and Allouez bays,
 with an average of eight feet of water only.
 The United States Government began the work of improving the harbor in
 1867, by building two parallel piers, which are 350 feet apart, and a good deal
 of dredging was done in order to obtain the required depth of water between
 them, and in the channels leading from Connor's point, and the Quebec dock, and
 the new connecting channel in St. Louis bay. The original project has been
 modified from time to time to meet the necessities of the rapidly-increasing
 capacities of lake vessels, the last modification being made by Act of Congress
 approved August 5, 1886, which added the improvement of the channel in St. Louis
 bay. The work done has resulted in giving 16-foot navigation at the entrance
 through the natural channel, through an artificial channel leading to the Quebec
 dock, and from there along the dock line to "the Gate," and an artificial
 channel along the dock line in St. Louis bay clear through to the natural
 channel at Grassy point.
 The appropriations for improving the harbor at Superior Bay and St.
 Louis Bay have been as follows: 1867, $63,000; 1869, $45,000;
 1870, $40,000; 1871, $60,000; 1872, $50,000; 1873, $64,284; 1876, $3,000; 1878,
 $3,000; 1879, $5,000; 1880, $5,000; 1881, $10,000; 1882, $40,000; 1884, $45,000;
 1886, $22,500; 1888, $50,000; 1890, $65,000; 1892, $70,000; 1894, $50,000;
 total, $695,833.
 By Act of June 3, 1896, the two harbors of Duluth and Superior were
 unified under the name of the former.
 In 1897 $437,500 was appropriated for improving the unified harbor,
 and in 1898 $770,138 was appropriated. Continuous contracts amounting to
 $3,080,553 have been placed for further improvements. This harbor consists now
 of the Duluth canal, the Wisconsin entrance, Superior bay, Allouez bay, St.
 Louis bay, and St. Louis river to the limits of the cities of Duluth and
 Superior, about twenty miles from the original natural entry.
 Following is a comparative table of vessel commerce of the principal
 ocean and lake ports of the United States, as compiled from the annual report of
 the United States chief of engineers for 1897.
 [R., Register; F., Freight.] 
 
 NAME
 TONNAGE
 VALUATION
 
 
 New York
 a 19,303,721 R
 b $l,103,752,509
 
 
 Philadelphia and Delaware River
 a 15,268,305 F
 a 623,896,493
 
 
 Chicago, South Chicago and Michigan City c
 a 14,394,736 R
 d 120,000,000
 
 
 Duluth-Superior
 a 13,353,068 R
 111,676,900
 
 
 Buffalo
 a 11,053,206 R
 d 100,000,000
 
 
 Baltimore
 a 6,868,120 R
 b 97,029,363
 
 
 New Orleans
 b 3,774,688 R
 b 116,304,668
 
 
 Boston
 a 3,578,190 R
 a 194,765,282
 
 
 Portland, Oreg.
 a 696,796 R
 b 8,346,824
 
 
 Savannah
 b 577,016 R
 b 23,038,848
 
 
 Mobile
 
 a 10,131,288
 
 
 
 a Foreign and domestic.
 b Foreign only. 
 
 c Chamber of commerce report.
 d Estimated. 
 
 
 
 Two Harbors, situated at Agate bay, 29 miles northeast of
 Duluth, is one of the largest ore shipping ports on Lake Superior. The entire
 product of the Vermillion range and a portion of the Mesaba output is shipped
 from this port. It contains a population of about 2,100, and has five good
 docks.
 The harbor at Agate bay is semi-circular, of 2,000 feet radius. When
 breakwater piers are built it will form a harbor of refuge. There is is a good
 navigable depth throughout the harbor, or at least the greater part of it, but
 it is exposed to storms from the southwest, and from reverse swells of hard
 storms from the northeast.
 Because of the rapid increase of commerce at this port, Congress, in
 1886, made an appropriation of $22, 500 for its improvement, and the project
 approved in 1887 was to construct two breakwater piers on a line toward each
 other from the eastern and western points of the bay, to be 1,000 feet and 900
 feet long, respectively, leaving an opening between the two piers of 1,340 feet,
 and enclosing an area of 109 acres. Work upon the east pier was begun in 1887,
 and by the close of the season of 1891 there had been built 750 feet of it. Of
 the west pier 550 feet have been completed. There had been expended on the work
 in July, 1898, $156,389. Total appropriations to 1898 were $172,500.
 There is not yet perfect security from southwest storms for vessels
 lying at the merchandise dock, but it is no longer necessary to leave the harbor
 and seek security elsewhere. The favorable results already obtained with the
 portions of the breakwater now built are much greater than anticipated, and
 emphasize the advisability of speedily completing the remainders of the
 projected piers.
 Vessels arriving and departing at Agate bay, the year, number of
 vessels and respective estimated tonnage being given: 1885, 174, 295,800; 1886,
 263, 460,000; 1887, 465, 697,500; 1888, 749, 1,436,000; 1889, 1,255, 2,400,000;
 1890, 1,050, 2,625,000; 1891, 1,250, 2,915,000; 1892, 1,330, 3,101,600; 1893,
 1,178, 2,386,200; 1894, 1,618, 3,236,000; 1895, 2,494, 4,900,000; 1896, 1,982,
 4,360,000; 1897, 2,064, 6,192,000.
 Grand Marais harbor is the only harbor of refuge on the
 north shore of Lake Superior between Agate bay and the international boundary
 line. It is an elliptical bay of about half a mile by one-fourth of a mile in
 area. It has an opening on the south side, which was originally about 1,000 feet
 wide; but it was not of sufficient depth nor was it sheltered sufficiently
 either fo[r] commercial purposes or for a harbor of refuge. Before
 improvements commenced here there was a maximum depth over a limited area of 14
 feet, but the average depth was not over 9 feet.
 The improvement of this harbor commenced in 1880, and in July, 1898,
 there had been completed 350 feet of the breakwater, and the 16-foot average
 depth was 25 acres in extent. Total appropriations are $133.350.
 Rich mineral deposits are alleged to exist in the back country. Should
 these be opened up and connected with the lake by railroad, the harbor may
 become of some importance for the shipment of ore.
 In 1878, 4 tugs and 5 schooners entered and departed from this harbor,
 with a total business of 60 tons, valued at $6,000. In 1897, 185 vessels entered
 the harbor. Lake receipts in 1897 were 1,719 tons; shipment, 58 tons.
 
 ON CANADIAN SIDE.
 
 The harbors on the northern shore of Lake Superior are few and
 comparatively unimportant.
 Sault Ste. Marie harbor is near the eastern end of the
 Sault Ste. Marie canal. At the session of Parliament of 1884 there was voted the
 sum of $4,000 for dredging the shoal of sandstone rock off the wharf so as to
 give a depth of 16 feet. In 1885 there was voted the sum of $4,000. At the
 session of 1886 $4,000 more was voted to continue dredging. The work was
 successfully carried forward to completion in June, 1889, the depth of water
 outside the face of the wharf varying from 14 feet 6 inches to 18 feet.
 The lights in St. Mary's river are as follows: Sailors' Encampment,
 lower range light, on the west shore of St. Joseph's island, one half mile below
 Ross wharf, established in 1892, and a light 64 feet east from shore line and
 246 feet from front light, a lantern on a mast, established in 1892. Rains Wharf
 range, one light on shore north of wharf, established in 1892, and another
 light, 436 feet from front light, established in 1892. Sailors' Encampment,
 upper range lights, one 640 feet from shore, established in 1892, and another
 light 260 feet from front light, a lantern on a mast, established in 1892. East
 Neebish, upper range, one light 150 feet from east shore, established in 1892,
 and another, 302 feet from front light, a lantern on a mast, established in
 1892. Sault Ste. Marie light is on the Government wharf 25 feet from the
 southeast corner, established in 1894, to indicate the Government wharf. Footes
 Dock light is at the shore end of the dock near the bank of the river,
 established in 1890. Point aux Pins light, on the outer end of a low sand point,
 wooden structure, established in 1873.
 Starting from the Sault Ste. Marie canal and passing toward the
 westward on this northern shore the lighthouses are as follows: Corbay Point
 lighthouse, on Batche-wan bay, established in 1889. Not far from this lighthouse
 is the Pancake Shoal Bell Buoy, in 30 feet of water on the southwest edge of
 Pancake shoal, established in 1894. This shoal is of considerable extent, and
 has only from 4 to 6 feet of water on it. Gargantua lighthouse is on the summit
 of a small island in the mouth of the harbor, established in 1889. Caribou
 Island lighthouse is on a small island southwest of Caribou island, established
 in 1886. Michipicoten Island lighthouse is on a headland on the east side of
 entrance to Quebec harbor, established in 1872. Agate Island lighthouse is in
 Quebec harbor, Michipicoten island, established in 1872. Peninsula harbor
 lighthouse is on the south end of the island at the entrance to the harbor,
 established in 1891. Battle Island lighthouse is at the eastern entrance to
 Ne-pigon bay. It is the farthest north of any lighthouse on the lakes. It was
 established in 1877. Porphyry Point lighthouse is at the entrance to Black bay,
 Edward island, Algoma, and was established in 1873.
 Lamb Island lighthouse is at the west entrance to Nepigon bay, and was
 established in 1877.
 Port Arthur, situated on Thunder bay, is an important
 Canadian shipping port. It is on the line of the Canadian Pacific railroad,
 which controls a connecting lake line of steamers. It is the shipping port for
 the large grain crops transported from the farms of Manitoba by
 the Canadian Pacific road. The population of Port Arthur is 3,000.
 In 1883 there was voted $50,000 toward the construction of a
 breakwater and the dredging of the mouth of the Kaministiquia river. In 1884
 there was voted $150,000 toward the construction of a breakwater, and $25,000
 was contributed by the town of Port Arthur. At the close of 1884 1,000 feet, or
 one-half the work, was completed, the amount expended during the year being
 $84,832.
 The contract for dredging for a channel 3,700 feet long, 100 feet wide
 and 18 feet deep through the center, and 14 ½ feet deep at the sides,
 dredged through the shoal off the mouth of the river, was for the sum of
 $20,000. During the summer of 1885 dredging was completed, a channel 15 feet
 deep being provided up the river for more than a mile, which proved of great
 benefit to the trade of Fort William.
 In 1885 the sum of $70,000 was voted for continuing the work of
 building the breakwater, and at the session of 1886 the sum of $16,000 more was
 granted. This sum added to the $70,000 and the $25,000 which Port Arthur had
 previously contributed, made a sum available of $111,000 for the work. In 1886
 there was voted the further sum of $10,000 for the breakwater, which was carried
 eastwardly 1,600 feet.
 In 1888 a contract was made for the construction of 1,500 feet more of
 the breakwater, with piers at each end. To the westwardly the work was
 practically completed, an opening 350 feet wide being left for vessels to enter,
 between the old work and the new. Work commenced again on this contract in 1889,
 and 300 feet built that year. The work done was very substantial, and the harbor
 was scarcely equalled by any on Lake Superior.
 In 1890 considerable progress had been made on the 1,500 feet of
 breakwater, and a large amount of stone was placed on the talus in front of the
 wood work then under construction. During this same year considerable dredging
 was done on the shore line off the mouth of the river, in order to accommodate
 the large vessels that then were calling at Fort William to load with grain.
 The lighthouses in the vicinity of Port Arthur are as follows: Two
 Kaministiquia lighthouses, one on the north shore of the river near Fort
 William, established in 1873 and rebuilt in 1876; the other 879 feet from the
 above, established in 1873 and rebuilt in 1895. Port Arthur, on crib work, 31
 feet from west end of breakwater, established in 1882. Pie Island, about 400
 feet from wharf, west extremity of island and west entrance of Thunder bay,
 established in 1895. Victoria Island, near the western end of the island,
 established in 1881 and rebuilt in 1887. Thunder Cape, at the entrance to
 Thunder bay, established in 1874.
 
 UNITED STATES ENGINEERS.
 
 The harbor work of the Great Lakes, on on the U. S. side, was in 1898
 in charge of the following members of the U. S. corps of engineers: Lake
 Ontario, east of Oak Orchard, N. Y., Major W. S. Stanton, Oswego, N. Y.; Lake
 Ontario at Oak Orchard, N. Y., westward to Lake Erie at Erie, Pa., Major Thomas
 W. Symons, Buffalo, N. Y.; harbors on Lake Erie west of Erie, Lieut.-Col. Jared
 A. Smith, Cleveland, O.; Detroit river to and including Lake Huron, Lieut.-Col.
 G. J. Lydecker, Detroit, Mich.; eastern shore Lake Michigan to and including
 Michigan City, Ind., Lieut.-Col. G. J. Lydecker, Detroit, and Capt. C. McD.
 Townsend, Grand Rapids, Mich.; Chicago harbor and river and Calumet river, Major
 W. L. Marshall, Chicago, Ill..; west shore Lake Michigan, north of Chicago,
 Capt. George A. Zinn, Milwaukee, Wis ; Lake Superior, Major Clinton B. Sears.
 Duluth, Minn. The river and harbor work is in charge of the War Department at
 Washington.
 
 HYDROGRAPHIC DEPARTMENT.
 
 In recent years the Navy Department became domiciled on the Great
 Lakes by the establishment of a hydrographic office at Chicago in 1893. Lieut.
 George B. Blow, of the United States navy, had been in charge of the naval
 exhibit at the World's Fair, and near its conclusion the Chicago
 Board of Trade and a number of prominent citizens petitioned the Naval
 Department for a permanent representation at this city. As a further inducement
 free office rent for five years was tendered by a prominent building management.
 As a result the hydrographic office was opened, with Lieutenant Blow in charge.
 At Cleveland in 1895 a second hydrographic office on the Great Lakes was
 established, and since then other similar offices at Buffalo, Duluth and St.
 Mary's. The officers in charge in the spring in 1898 were all transferred to
 active naval service, and the hydrographic work temporarily left in charge of
 nautical experts, except at Chicago, where Lieut. W. J. Wilson, formerly
 assistant, was assigned to full control. The Hydrographic Department constructs
 charts, locates reported shoals, issues monthly bulletins to mariners and in
 various other ways has made itself valuable to the lake marine. It is the only
 harbor representation of the naval department on the Great Lakes, except the
 officers in the lighthouse service, which is conducted by the Treasury
 Department with officers from both army and navy, the former in charge of
 buildings and the latter of buoys and other beacons.
 
 Lighthouses
 
 
 Antiquity Of Beacons -- Beacons Used By The Colonists -- First
 Lighthouse In America -- First Lighthouse On
 The Great Lakes -- Generous Appropriations By
 Congress -- Districts Are Organized --
 Lighthouse Board Appointed -- First Apparatus Used -- Change
 In Apparatus -- Experiments With
 Illuminants -- Description Of Lights --
 How Far Lights May Be Seen -- Fog Signals -- Number Of
 Lighthouses In The World -- Old Cleveland
 Lighthouse -- Modern Lighthouse, Etc. , At
 Cleveland -- Light On Spectacle Reef --
 Stannard Rock Light -- Number Of Light Stations -- Lists Of United
 States Lighthouses -- Canadian Lighthouse
 System.
 
 
 
 * * * * and then he took the shield, 
 Massive and broad, whose brightness streamed as far 
 As the moon's rays, and as at sea the light 
 Of beacon, placed in some lonely spot, 
 By night, upon a mountain summit shines 
 To mariners, whom the tempest's force has driven 
 Far from their friends across the fishy deep; 
 So from that glorious buckler of the son 
 Of Peleus, nobly wrought, a radiance streamed 
 Into the sky, *****
 
 -- Bryant's Translation of the Iliad.
 THE description above of a beacon light upon a mountain summit is so
 definite that it is impossible to believe that the father of poetry did not, in
 penning the original of these lines, have aids to navigation in his mind
 It may, therefore, be set down as certain that the lighting of the
 seacoast is practically as old as the commerce of the world, and this fact is in
 strange and strong contrast with the establishment of life-saving stations and
 the invention of life-saving apparatus, which are scarcely more than a century
 old. Lighthouses are not only aids to commerce, but they are the inducers or
 breeders of commerce, for where they are there come ships. The guide-boards to
 commerce at the present time are lighthouses, bell-buoys, whistling buoys, fog
 signals, steam whistles, trumpets and sirens, many of which are of very recent
 origin. But the lighthouse was undoubtedly the first of the guides set up for
 the purposes for which all are designed.
 It is claimed by some that the famous Colossus of Rhodes,
 erected three hundred years before Christ, held a signal lamp in its uplifted
 hands, but the famous lighthouse on the northeast point of Pharos, a rocky islet
 off the coast of Egypt, commenced by Ptolemy I, and finished about 280 B. C.,
 was looked upon as one of the wonders of the world. It appears to have been
 about 400 feet high, and to have lasted 1,600 years. The fire constantly kept
 lighted on its summit was said to be visible for forty miles. This is the first
 light of undoubted record.
 Beacons by the Colonists. -- The lighthouse system of
 this country is almost coeval with its commerce, and it is altogether likely
 that the early colonists established beacons on prominent headlands to guide
 boats returning from the dangers of the sea and liable to encounter the danger
 of the coast. The first authentic record of this having been done at the public
 expense is that of the general court of the Province of Massachusetts Bay. On
 March 9, 1673, a petition was presented to this court from the citizens of
 Nantasket (now Hull), Massachusetts, for a diminution of their taxes because of
 the material and labor they had expended over and above their proper proportion,
 in the building of a beacon on Point Allerton, the most prominent headland near
 the entrance to Boston harbor. There is evidence also that bills were made out,
 and paid out of the public funds for making and furnishing "fier-bales of pitch
 and ocum for the beacon on Allerton Point," which "fier-bales" were burned in an
 iron grate or basket on top of the beacon, for the building of which Nantasket
 had contributed 400 boat-loads of stone.
 First Lighthouse in America. -- The first lighthouse on
 the American continent was erected on Little Brewster island at the entrance to
 Boston harbor in 1715 -- 16, and cost œ2,385. It was supported by
 light-dues, of 1d. per ton on all outgoing and incoming vessels, except
 coasters. Other colonies followed the example of Massachusetts, and when the
 United States by the Act of August 7, 1789, accepted the title to the
 lighthouses on the coasts they were eight in number, and extended from
 Portsmouth harbor, N. H., to Charleston, S. C.
 The First Lighthouse on the Great Lakes was built at Erie
 in 1818. By an Act passed April 2, 1811, "the occupancy and use of certain lands
 near Presqu'ile, not less than two or more than four acres are ceded to the
 United States, for the purpose of erecting a lighthouse." The "Presqu'ile" light
 was rebuilt in 1857.
 The first lighthouses on Lake Superior were built as follows: At
 Whitefish Point, in the season of 1847; Copper Harbor, in 1848; Eagle Harbor, in
 1850; Ontonagon, in 1852, and Marquette, in 1853.
 From the time the General Government took possession of the
 lighthouses they have been, with the exception of a brief period, under the
 direction of the Secretary of the Treasury; but from 1820 to 1852 they were in
 immediate charge of the fifth Auditor of the Treasury, who was during all that
 time Stephen Pleasanton, and who was generally known as the general
 superintendent of lights. During his administration of the system, the
 establishment was increased from 55 lighthouses and a few buoys to 325;
 lighthouses, 35 light ships, numerous buoys, and monuments and other aids to
 navigation, most of which were on the
 Atlantic coast.
 
 UNITED STATES LIGHTHOUSE SYSTEM.
 
 Generous Appropriations by Congress. -- It is somewhat
 remarkable that Congress, which for many years was exceedingly conservative in
 its appropriations for the benefit of many branches of the public service,
 should be so profuse in its support of this particular branch, so much so that
 it was seriously questioned whether the money appropriated could be wisely
 expended. In 1837 this question was raised in connection with the proposed
 erection of certain lighthouses, for which appropriations had been made. In the
 Act of March 3, that year, the proviso was introduced that the board of naval
 commissioners should cause an examination to be made in order to ascertain
 whether the safety of navigation required additional facilities. The report of
 these commissioners made to the next session of Congress was such
 that the erection of thirty-one of the proposed lighthouses for which $168,700
 had been appropriated was postponed, the report concluding with the following
 language:
 "When the great importance of the lighthouse system is considered in
 relation to the safety of human life and of the vast amount of property, to the
 facilities and rapidity of communication which is given between different parts
 of our Atlantic and Lake coasts, and to the cost of establishing and supporting
 it, the board would respectfully suggest whether some additional measures may
 not be desirable for obtaining the necessary information to secure the greatest
 public advantage for the expenditures which may hereafter be authorized for this
 purpose."
 Considerable discussion was had as to the most economical methods of
 expending the moneys appropriated by Congress, the result being that in the Act
 of July 7, 1838, clauses were incorporated providing among other things that the
 Secretary of the Treasury should import two sets of lenticular apparatus and one
 set of reflector apparatus, all of the most improved kinds, and have them set up
 and their merits tested by careful experiment, and in order that Congress might
 have more accurate information than it was thought it had previously, and upon
 which it had been legislating, the President of the United States was required
 to divide the Atlantic and Lake coasts into districts, and to appoint a naval
 officer to examine each district and to report upon the condition of his
 district.
 Districts Are Organized. -- Under this Act the President
 divided the Atlantic coast into six districts, and the Lake coasts into two
 districts, and in August, 1838, an officer was detailed to each, a revenue
 cutter or a hired vessel was assigned to each officer, and he was instructed by
 General Superintendent Pleasanton on August 4, 1838, to make his examination and
 report as soon as possible, in order that the result might be submitted to
 Congress. The reports made to the general superintendent showed that the
 administration of the lighthouse system could be greatly improved, and continued
 to be the subject of discussion in the department and in Congress until 1845,
 when Hon. Robert J. Walker, Secretary of the Treasury, sent Lieuts. Thornton A.
 Jenkins and Richard Bache abroad to procure information which might tend to
 improve the system. Lieuts. Jenkins and Bache spent the greater part of a year
 in Great Britain, and June 22, 1846, recommended the reorganization of the
 system by the appointment of an engineer and optician and a number of district
 superintendents to assist the general superintendent under the direction of the
 Secretary of the Treasury. They also earnestly recommended the substitution of
 the French lenticular apparatus for the reflectors then in use.
 Lighthouse Board Appointed. -- The Secretary of the
 Treasury submitted this report to Congress, and asked for authority to organize
 a board to consist of the fifth auditor of the Treasury, the superintendent of
 the coast survey, two naval officers, two engineers (one military, one
 topographical) and a secretary. On March 3, 1851, an Act of Congress was
 approved which authorized the Secretary of the Treasury to put the Fresnel
 illuminating apparatus into the lighthouses as rapidly as he thought best, and
 to appoint a board of proper persons to inquire into the condition of the
 establishment.
 This board on January 30, 1852, made a full and exhaustive report of
 the condition and methods of the lighthouse system, and recommended that the
 lights be classified into orders; these orders running from 1 to 6, indicating
 the magnitude and intensity of the light, the first order being the largest, on
 the same principal as that used by astronomers in classifying the stars. It
 recommends the use of the Fresnel lenticular apparatus in place of the old
 system of Argand lamps and parabolic reflector. The plans and suggestions of
 this report were embodied in an Appropriation Bill which became a law August 31,
 1852.
 This Act constituted the lighthouse board, as it exists to-day, and
 required the President to appoint two officers of the navy, of high rank, two
 engineer officers of the army, two civilians, an officer of the 
 engineers of the navy, and an officer of the engineers of the army, who should
 be secretary, who should constitute the lighthouse board. On October 9, 1852,
 the board was organized by the election of Commodore Shubrick as chairman.
 Upon investigation this board found that the lenticular apparatus
 could be managed by the average lighthouse keeper after instruction by an
 expert, and came to the conclusion that its use was more economical in oil than
 the reflector apparatus. They therefore pressed its substitution for the old
 apparatus with the result of a diminution in the cost of oil. Sperm oil had been
 used then for a long time, but when it became too expensive the board began to
 cast about for a substitute, and after much experiment adopted lard oil at a
 large saving of cost and without any diminution of light. Twenty years later it
 tested mineral oil and substituted this for lard oil, proper lamps having in the
 meantime been invented for its use. So far gas has not been found well adapted
 to use as a lighthouse illuminant. This board has also organized and built up by
 degrees a competent and intelligent corps of lighthouse keepers, whose tenure of
 office is practically during good behavior, and whose physical and mental
 welfare are carefully looked after, in order that they may feel some degree of
 contentment in their isolated situations.
 The parabolic reflector was first used somewhere between 1763 and
 1777, by Mr. Hutchinson, dockmaster of Liverpool, England. The object aimed at
 in the adoption of the parabolic reflector was to prevent the deviation of the
 rays of light above and below the horizontal plane by reflecting them downward
 and upward to the horizontal, and at the same time to permit them to diverge in
 all directions in azimuth. This object, however, could not be fully secured,
 because the flame of a lamp, whether the wick be flat or circular, is of
 magnitude, not a mere mathematical point. And even if the light were a mere
 point a cone of rays would still escape beyond the edges or lips of the
 reflector, and thus be lost to the mariner above or below his line of
 vision.
 Changes in Apparatus. -- There have been many and
 important changes in the illuminating apparatus used in lighthouses. From the
 "fier-bales of pitch and ocum" used on Allerton point in 1673 to tallow candles
 used in the first lighthouse on the continent, the country went next to the
 spider lamp, and in 1812 the United States Government bought of Winslow Lewis
 the patent for his "magnifying and reflecting lantern," consisting of a lamp, a
 reflector and a magnifier. The lamp was constructed on the principle of the
 Argand fountain lamp, and burned from 30 to 40 gallons of oil per year. The
 principal merit of this lamp appears to have been its economy, as Mr. Lewis, who
 had fitted thirty-four lighthouses with his apparatus, contracted to maintain
 the lights for one-half of the oil previously consumed. This system, as
 improved, remained in use until 1852, when the lighthouse establishment was
 turned over to the lighthouse board, and then the reflectors were replaced by
 the lenticular apparatus of Fresnel, the adoption of which made it possible for
 a lighthouse keeper to keep a good light, and although the first cost of the
 lens was quite large the saving in oil was so great that the expenses of making
 the change was saved in a few years, and at the same time the light was greatly
 improved, the board reporting that at least four times as much light for the use
 of the navigator was obtained as the best system of reflector lights furnished
 that had ever been devised, and at the same time at the consumption of not more
 than one-fourth the quantity of oil.
 The lenticular apparatus consists of a central powerful lamp emitting
 luminous beams in every direction, around which is placed an arrangement of
 glass so formed as to refract these beams into parallel rays in the required
 direction. A first order lenticular apparatus is a most beautiful object. It
 stands nearly twelve feet high, is six feet in diameter, and involves in its
 structure some of the highest principles of applied science. The cost of the
 lenses alone varies from $4,250 to $8,400.
 Experiments with Illuminants. -- When the lighthouse
 board came into power, one of its first efforts was directed toward securing a
 more economical illuminant than sperm oil, the price of which had
 been gradually rising because of the yearly diminution of the catch of whales.
 The board called to their assistance certain noted scientists who made analyses,
 quantitive and qualitive, of sperm, whale, shark, fish, seal, colza, olive, lard
 and mineral oils. It was found that colza, the oil expressed from the seed of
 several plants, especially that of the wild cabbage, was largely used in France;
 and that it complied with all the required conditions, except that it was
 produced abroad. The board therefore stimulated the production of this plant in
 this country, and the manufacture of the oil from its seed at home. In 1861 the
 board purchased and used over 5,000 gallons of colza oil at $1.10 per gallon,
 and in 1862 it purchased 10,000 gallons at $1.10 per gallon, and 2,000 gallons
 at $1 per gallon, sperm oil at the same time selling at $1.64 ½ per
 gallon.
 In the meantime the board was
 experimenting with lard oil, and found that it gave equally as good light, was
 more certain in quantity and more economical in price. From 1867 to 1881,
 inclusive, the board purchased from 44,000 gallons in 1881 to 113,000 gallons in
 1875, or during the fifteen years 1,269,000 gallons. The cost per gallon varied
 from an average price of 52.646 cents in 1879 to $1.871 in 1880, the highest
 price being $2.27 per gallon, and the lowest 48 ½ cents per gallon.
 The great danger attending the use of mineral oils has been known ever
 since they have been used, and hence their use as an illuminant for lighthouses
 has been adopted only in recent times, and with great caution. In 1864 the
 keeper of a lighthouse on Lake Michigan substituted a lamp burning kerosene oil
 for one burning lard oil. Soon after commencing its use he attempted to
 extinguish the light by blowing down the chimney; an explosion occurred, and set
 his clothing on fire. He had scarcely reached the bottom of the stairs when
 another explosion took place which blew the entire lantern from the tower and
 destroyed the lenticular apparatus. But as mineral oil had been successfully
 used in Europe for a number of years the board set about the solution of the
 problems connected with its use and transportation, and after some years of
 experiment and litigation over a certain patent, succeeded in obtaining or
 producing a mineral oil lamp, which consumed all of its carbon. This lamp was
 introduced into the lighthouses. In 1881 mineral oil was used throughout the
 lighthouse establishments with the exception of seventy-three lighthouses of the
 highest powers, in which this mineral does not burn to so great an advantage as
 lard oil. It was claimed at that time by the board that five gallons of mineral
 oil was equal in light giving quality to four gallons of lard oil, while lard
 oil cost 75 cents per gallon and mineral oil only 14 cents per gallon.
 While gas has not, in this country, been found well adapted to use in
 lighthouses, yet it is occasionally used near large cities, as at Cleveland,
 Ohio, where it has been used for some years.
 "There is a class of lights shown on the heads of long piers built out
 into lakes and sounds to make harbors," observes Arnold Burgess Johnson in his
 "Modern Lighthouse Service," "the outer ends of which piers are difficult and
 dangerous to reach in heavy weather, especially as they are often swept by waves
 as well as winds. Hence it has been found necessary to build elevated walks on
 trestles, often at a cost far exceeding the cost of the lighthouses themselves.
 This is now no longer done, as a burner has been invented on the constant-level
 principle, which will keep a light burning four, six, and even eight days and
 nights, so that the light need only be visited in safe weather. Still the
 lighthouse board requires that its keepers shall visit these lights daily, when
 possible, that they may keep them clean and bright, and that they may put the
 automatic machinery in thorough working order. These burners are used at some
 twenty places on the east and west coasts and on the lakes. The combination gas
 machine is used to furnish light at some of the stations on the northwestern
 lakes, among others that at the Maumee range lights, Lake Erie, Ohio; at the
 Marquette breakwater pierhead, Lake Superior, Michigan, and at the St. Louis
 river pierhead, Lake Superior, Minnesota. This combination
 gas-machine works automatically, making the gas from gasoline and furnishing a
 light which can burn, according to the size of the machine, from thirty to
 ninety days without attention."
 Gas buoys have in recent years been successfully introduced, and are
 gaining in use and popularity.
 Description of Lights. -- A first order lenticular
 apparatus stands nearly twelve feet high, is six feet in diameter, and, as
 already stated, involves in its structure some of the highest principles of
 applied science. A second order light apparatus is four feet, seven inches in
 diameter, the lens costing from $2,760 to $5, 530. A third order light apparatus
 is three feet, three and three-eighth inches in diameter, and costs for lenses
 alone from $1,475 to $3,650. A fourth order, or harbor light apparatus, is
 nineteen and five-eighth inches in diameter, and costs from $350 to $1,230 for
 the lenses alone. A fifth order harbor light is fourteen and one-half inches in
 diameter, and costs for lenses alone $230 to $840. A sixth order, or the
 smallest size in use, is eleven and three-fourths inches in diameter, and costs
 for lenses alone, $190 to $315.
 How Far Lights May be Seen. -- The following is a table
 of elevation of objects above lake level with their corresponding distances of
 visibility: 
 
 H'GHTS IN FEET
 DISTANCES IN STATUTE MILES
 H'GHTS IN FEET
 DISTANCES IN STATUTE MILES
 H'GHTS IN FEET
 DISTANCES IN STATUTE MILES
 
 52.967011.0725020.92
 104.187511.4630022.91
 155.128011.8335024.75
 205.928512.2040026.46
 256.619012.5545028.06
 307.259512.8950029.58
 357.8310013.2355031.02
 408.3711013.8760032.40
 458.8712014.4965033.73
 509.8513015.0870035.00
 559.8114015.6580037.42
 6010.2515016.2090039.69
 6510.6720018.711,00041.83
 
 
 The distances of visibility given in the above table are those from
 which an object may be seen by an observer whose eye is at the lake level; in
 practice, therefore, it is necessary to add to these a distance of visibility
 corresponding to the height of the observer's eye above lake level.
 Twin River Point light seen just at the horizon, what, under ordinary
 conditions of the atmosphere, for example, is its distance from the observer
 ?
 
 
 
 Height 110 feet, distance visible (according to table)
 13.87 statute miles.
 
 
 Add distance corresponding to to height of observer's eye above
 lake level, 15 feet
 = 5.12 statute miles.
 
 
 Distance of light
 18.99 statute miles.
 
 
 
 Fog Signals. -- In addition to lights the lighthouse
 board has from time to time introduced different kinds of fog signals, as sound
 will penetrate a dense fog or blinding snowstorm when a light cannot be seen.
 The principal fog signals are the trumpet, the steam whistle, the automatic
 whistling buoys, the bell buoys, the bell boat and the siren, and bells run by
 machinery impelled by clock work. The trumpet was for a number of years
 preferred to any other form of fog signal; but now the siren is used to a
 greater extent than formerly, and would be to a still greater extent than it is
 but for the cost. A first-class steam siren can be heard under ordinary
 circumstances to a distance of 20 miles, and when the air is quite still to a
 distance of 30 miles.
 A siren of the first-class consists of a huge trumpet with a wide
 mouth and narrow throat, and is sounded by driving compressed air or steam
 through a disk placed in its throat. In this disk are twelve radial slits; back
 of the fixed disk is a revolving plate containing as many similar openings. The
 plate is rotated 2,400 times a minute, and each revolution causes the escape and
 interruption of twelve jets of air or steam through the openings in the disk or
 revolving plate. In this way 28,800 vibrations are given during each minute that
 the machine is operated; and, as the vibrations are taken up by the trumpet, an
 intense beam of sound is projected from it. It is made of various sizes and
 classes, the number of slits in the disk in its throat diminishing with its
 size. The dimensions above given are of the largest size. "Its density, quality, pitch and penetration render it dominant over such other
 noises after all other signal sounds have succumbed."
 The steam whistle comes next to the siren, and is largely used with
 satisfactory results where great intensity of sound is not needed. The trumpet
 comes next to the steam whistle. The machine that makes the most noise consumes
 the most fuel.
 One of the most curious and useful signals known to this branch of the
 public service is Courtenay's automatic whistling buoy. It was invented by J. M.
 Courtenay, of New York, was first used in the United States, and afterward
 generally adopted in Great Britain. It consists of an iron pear-shaped bulb,
 about 12 feet in diameter, with a tube 20 inches in diameter and 40 feet long,
 extending through the bottom. The water in this tube acts by its inertia as a
 piston to draw in air through an orifice supplied with a retaining valve, and to
 expel it through a ten-inch whistle in the top of the buoy. It is not now made
 so large as at first, and serves every purpose equally as well. Its action
 depends on the undulations of the water at the surface, and it is necessarily
 moored in deep water. On July 1, 1880, the board had 25 of these buoys in
 position, and they were found satisfactory in some places where a lighthouse
 would otherwise have to be erected.
 Number of Lighthouses in the World. -- The whole number
 of lighthouses in the world is somewhat more than 6,000, of which Europe has
 about 3,400, North America about 1,400, Asia about 500, and the rest of the
 world about 1,000. The United States has a little more than one-eighth of the
 whole number.
 The old Cleveland lighthouse was established in 1829. The
 brick tower was rebuilt in 1872. Its height from the stone foundation was 83
 feet, but as it stood on high ground the light was 157 feet above the level of
 Lake Erie. The fixed white light shone out for a distance of about 21 miles over
 the lake, but it was discontinued in 1892 as being no longer needed. The cost of
 establishing this station was $55,775; it consumed 301 gallons of mineral oil
 per annum, and it had two keepers, one of whom received $560 per year, the other
 $450. The tower and house connected with it stood on the corner of Water and
 Main streets.
 The modern lighthouse at Cleveland was erected on the
 east end of the breakwater in accordance with a contract made in 1884, the
 building up of the foundation being deferred, however, until July 1, 1885, in
 order to allow time for the crib to settle. When the station was ready, the iron
 tower at Genesee station, N. Y., was removed to Cleveland.
 Congress, by Act of March 3, 1889, appropriated $5,200 for
 establishing a steam fog signal at this point, placing it on the breakwater.
 Later it became necessary to build in the rear of the signal a reflector in
 order that the citizens of Cleveland would not be annoyed by the sounding of
 this signal, the reflector tending to throw the most of the volume of sound
 lakeward, where it was a welcome one to mariners.
 At the present time there is OH the east pier at Cleveland, Ohio, a
 pyramidal wooden tower, 30 feet high, square in plan, and an elevated walk along
 the pier to the shore.
 On Spectacle Reef. -- One of the most famous lighthouses
 in the United States, and there are many of them, is on Spectacle reef, which
 stands on a limestone reef at the northern end of Lake Huron, near the Straits
 of Mackinaw, the work for which was prepared at Scammon's harbor, sixteen miles
 distant. There is an open stretch of water to the southeastward of 170 miles,
 but the ice fields, which are here moved by a current and which are many
 thousands of acres in extent and often two feet thick, had to be specially
 provided against, their momentum being overcome by a structure, against which
 the ice is crushed; its motion is so impeded by this structure that it grounds
 on the shoal, on which there is but seven feet of water, and there it forms a
 barrier against on-coming ice fields.
 The tower of this lighthouse is 32 feet in diameter at the base and 18
 feet at the spring of the cornice, 80 feet above the base. The focal plane is 86
 feet, 3 inches above the water. The work on this lighthouse was begun in May,
 1870, and the light was first exhibited from the finished tower in
 June, 1874. When the keeper returned to this tower on May 15, 1875, he found the
 ice piled against it to a height of thirty feet, or seven feet above the
 doorway, and had to cut his way through this iceberg in order to effect an
 entrance to the tower. The cost of this fine structure, including the steamer
 and apparatus, was $375,000.
 Stannard Rock Light. -- In 1877 the lighthouse board
 began the construction of a lighthouse on Stannard rock, similar to the one on Spectacle reef. Stannard's rock is in Lake
 Superior, 23 miles southeast of Manitou island lighthouse. Here the rock rises
 from two and one-half to three feet above the surface of the water, and is 15 or
 20 feet in diameter. For many years its exact locality was known only to a few
 of the navigators of the lakes, and it was the most dreaded obstacle, the
 existence of which was known to them. From 1866 down to the erection of this
 lighthouse they were in constant dread of running on to it in the night or in
 foggy weather. In 1867 Congress made an appropriation of $10,000 for the
 erection of a day beacon upon the rock, and in 1877 an appropriation of $50,000,
 with which to begin the work of erecting the lighthouse. In 1882 the lighthouse
 was completed, and the light shone out over the wide expanse of waters for the
 first time on July 4, 1882.
 
 NUMBER OF LIGHT STATIONS.
 
 Following are the numbers of light stations and other aids to
 navigation in the three Lake districts:
 Ninth District: Lighthouses and beacon lights, 96; light
 ships in position, 4; fog signals operated by steam, 23; fog signals operated by
 clock work, 7; buoys in position, 93.
 Tenth District: Lighthouses and beacon lights, 72;
 lightships in position, 4; fog signals operated by steam, 6; fog signals
 operated by clock work, 3; buoys in position, 146.
 Eleventh District: Lighthouses and beacon lights,
 including 18 post lights, 165; lightships in position, 3; day or unlighted
 beacons, 1; fog signals operated by steam, 24; fog signals operated by clock
 work, 4; bell buoys in position, 2; other buoys in position, 322.
 
 LIST OF LIGHTHOUSES.
 
 Following is a list of the lighthouses in the Ninth
 District, with date of establishment:
 Old Mackinac point, '90, flash red light.
 McGulpin point, '69, fixed white light.
 St. Helena, '73, fixed red light.
 Simmon's reef light vessel, No. 55, '91, fixed red light; 6-in.
 whistle.
 White shoal light vessel, No. 56, '91, fixed white light; with 6-in.
 steam whistle.
 Gray's reef light vessel, No. 57, '91, fixed white light on one mast,
 red on other, with 6-in. st. whistle.
 Waugoschance, '51, fixed white light varied by white flash, 10-in.
 steam whistle.
 Skillagalee, '51, fixed w. lt., 10-in. steam whistle.
 Beaver island harbor, '56, re-built '70, fixed r. light.
 Beaver island, '51, re-built '58, fixed white light varied by white
 flash.
 Little Traverse, '84, fixed red light.
 Charlevoix pierhead, '85, fixed red light.
 South Fox island, '67, fx'd r. lt. varied by r. flash.
 Grand Traverse, '52, re-built '58, fixed white light.
 Mission point, '70, fixed white light.
 South Manitou, '40, re-built '72, fixed white light, 10-in.
 whistle.
 Point Betsey, '58, flashing w. lt., 10-in. whistle.
 Frankfort pierhead, '73, fixed red light.
 Portage lake pierhead (front), '91, fixed red light.
 Portage lake pierhead, '91, fixed red light.
 Manistee pierhead, '94, fixed r. lt., 10-in. whistle.
 Manistee, '70, re-built '73, fixed white light varied by red
 flash.
 Grande Pointe au Sable, '67, fixed white light.
 Ludington north pierhead, '90, fixed red light.
 Ludington pierhead (front), '90, fixed red light.
 Ludington pierhead, '70, re-built '77, fixed red light, 10-in.
 whistle.
 Pentwater pierhead (front), '90, fixed red light.
 Pentwater pierhead, '73, fixed red light.
 Petite Pointe au Sable, '74, fixed white light varied by white
 flash.
 White river pierhead, '72, fixed red light.
 White river, '75, fx'd w. lt. varied by a r. flash.
 Muskegon pierhead, '71, fixed red light.
 Muskegon pierhead (front), '90, re-built '94, fixed red light.
 Muskegon, '52, re-built '70, fixed white light.
 Muskegon lake beacon, '95, re-built '96, fx'd r. lt.
 Grand Haven pierhead, '71, fixed white light.
 Grand Haven, '39, re-built '55, fixed white light.
 Holland pierhead (Black lake, front), '90, fx'd r. lt.
 Holland pierhead (Black lake), '70, fixed red light
 
 Kalamazoo pierhead, '94, fixed red light.
 Kalamazoo, 39, re-built '59, fixed white light.
 South Haven pierhead, '72, fixed red light.
 St. Joseph, '32, re-built '59, fixed white light.
 St. Joseph pierhead, '46, re-built '85, fixed r. light.
 St. Joseph pierhead (front), '90, re-built 94, fx'd r. lt.
 Michigan City, '37, re-built '58, fixed white light.
 Calumet pierhead (South Chicago), '73, re-built '76, fixed red
 light.
 Chicago breakwater (south), '76, fixed red light.
 Chicago breakwater (north), '76, fixed white light.
 Chicago pierhead (front), '91, fixed red light.
 Chicago pierhead, '69, fixed white light.
 Chicago harbor, '93, flashing alternately r. and w.
 Chicago outer breakwater (n. w. end), '90, re-built '92; fixed white
 light.
 Grosse point, '73, fixed white light varied by red flash, 10-in.
 whistle.
 Waukegan, '40, re-built '60, fixed white light.
 Kenosha (Southport), '48, re-built '66, fixed white light, varied by
 white flash.
 Kenosha pierhead (front), '94, fixed red light.
 Kenosha pierhead (rear), '56 rebuilt '83, fxd r. lt.
 Racine pierhead, '72, re-built '96. fixed red light.
 Racine (Root river), '39, rebuilt '86, fxd. white lt.
 Wind point, (Racine point) '80, fixed red light.
 Milwaukee pierhead, '72, fixed red light, 10-inch whistle.
 Milwaukee, '38, re-built '88, fxd. w. light varied by w. flash.
 Port Washington pierhead, '89, fixed red light.
 Port Washington, '50, re-built '60, fxd. w. light.
 Sheboygan pierhead, '73, rebuilt '80, fxd r. lt., 10-inch whistle.
 Sheboygan, '39, re-built '60, fixed white light.
 Manitowoc breakwater, '95, fxd. r. lt., 10-in. whis.
 Manitowoc pierhead, '40, re-built '92. fxd. r. lt.
 Two Rivers pierhead, '86, fixed red light.
 Two Rivers point, '53, re-built '94, fxd. w. lt. varied by w.
 flash.
 Kewaunee pierhead (front), '91, re-built '95, fixed red light.
 Kewaunee pierhead (rear), '89, fxd. r. lt., 10-in. whistle.
 Ahnapee pierhead (rear), '93, fixed red light.
 Ahnapee pierhead (front), '93, fixed red light.
 Sturgeon bay canal pierhead, '82, fxd. r. lt., 10-in. whistle.
 Sturgeon Bay canal, light to be established in the near future.
 Sturgeon Bay canal (s. e. entrance, No. 1), '96, fixed white
 light.
 Sturgeon Bay canal (n w. entrance, No. 2),'96, fixed white light.
 Sturgeon Bay canal (n. w. entrance, No. 3), '96, fixed white
 light.
 Bailey harbor (front), '70, fixed white light.
 Bailey harbor (rear), '53, re-built '70, fxd. w. lt.
 Cana island, '70, fixed white light.
 Porte Des Mortes (Pilot island), '50, re-built '58, fixed white light
 varied by white flashes.
 Plum island (front), to be established.
 Plum island (rear), to be established.
 Pottawottamie, '74, fixed white light.
 Poverty island, '74, flashing r. lt., 10-in. whistle.
 Seul Choix Pointe, '92, re-built '95, fxd. w. light.
 Squaw island, '92, fxd. r. lt. varied by red flash.
 Point Peninsula, '65, fixed white light.
 Eleven Footshoal light vessel No. 60, '93, fxd. w. lt., 6-in. steam
 whistle.
 Escanaba, '68, fixed red light.
 Squaw point, to be established.
 Cedar river, '89, fixed white light.
 Cedar river (front), '91, fixed red light.
 Cedar river (rear), '91, fixed red light.
 Eagle bluff, '68, fixed white light.
 Chambers island, '68, fxd. w. lt. varied by w. flash.
 Menominee pierhead, '77, fixed red light.
 Green island, '63, fixed white light.
 Sherwood point, '83, fixed w. lt. varied by r. flash.
 Dunlap reef (front), '81, fixed white light. 
 Dunlap reef (rear), '81, fixed white light. Tail point, '48, re-built
 '59, fixed white light. 
 Grassy island (lower and upper), '72, fxd. w. lts.
 Following is a list of the lighthouses in the Tenth
 District, with date of establishment:
 Erie, '19, re-built '67, fixed white light.
 Presqu' Ile Pierhead, '19, rebuilt '58, fix. r. light.
 Galloup island, '20, re-built '67, fixed white light.
 Marblehead, '21, fixed white light.
 Oswego, '22, re-built '69, fixed white light.
 Genesee, '22, re-built '84, fixed red light.
 Fort Niagara, '23, re-built '72, fixed white light.
 Fairport, '25, re-built '71, fixed white light.
 Dunkirk, '27, re-built '76, fixed white light.
 Sacket's Harbor, '31, re-built '71, fix. white light.
 Cleveland, West Pier, '31, re-built '75, fix. w. light.
 Turtle island, '31, re-built '67, fixed white light.
 Port Clinton, '33, re-built '96, fixed red light.
 Ogdensburg, '34, re-built '71, fixed white light.
 Ashtabula (front), '34, re-built '76, fixed white light varied by
 white flashes.
 Conneaut, '35, re-built '75, fixed white light.
 Fairport pierhead, '35, re-built '75, fix. w. light.
 Huron, '35, re-built '57, fix. white light.
 Black river, '36, re-built '75, fixed white light.
 Big Sodus,'37, re-built '71, fixed w. light varied by white flash.
 Dunkirk pierhead, '37, re-built '96, fixed red light.
 Stony ,Point, '38, re-built '70, fixed white light varied by white
 flash.
 Cedar Point, '39, re-built '62, fixed white light.
 Vermilion, '47, re-built '77, fixed red light.
 Cross-Over island, '48, re-built '82, fixed w. light.
 Sunken rock, '48, re-built '82, fixed white light.
 Rock island, '48, re-built '82, fixed white light.
 Monroe, '49, re-built '84, fixed red light.
 Mamajuda, '49, re-built '66, fixed red light.
 Grassy island, '49, re-built '81, fixed white light varied by white
 flash.
 West Sister island, '48, fixed white light.
 Cedar Point, '53, re-built '67, fixed red light.
 Green island, '54, re-built '65, fixed white light varied by white
 flash.
 Tibbett's point, '54, fixed white light.
 Horseshoe reef, '56, fix. w. lt. varied by w. fl.
 Erie range, No. 1, '56, re-built '96, fixed w. light.
 Erie range, No. 2, '56, re-built '82, fixed w. light.
 Big Sodus bay, '58, re-built '70, fixed w. light.
 Big Sodus bay (inner light), '58, re-built '95, fixed red light.
 Cleveland east pier, '69, re-built '75, fixed r. light.
 Sister islands, '70, fixed white light.
 Oswego breakwater, '72, re-built '77, fxd. r. light.
 Oak Orchard, '71, fixed white light.
 Fair Haven, '72, fixed white light.
 Buffalo breakwater, '72, fixed red light; 10-in. steam whistle.
 Olcott, '73, fixed white light.
 Presqu' ile, '73, flashing red and white alternately.
 Thirty-Mile point, '76, flashing light.
 Fair Haven range light, '84, fixed white light.
 Maumee bay (front), '84, fixed white light.
 Maumee bay (east), '84, fixed white light.
 Maumee bay (south), '84, fixed white light.
 Detroit river (Bar Point), '85, fxd. w. light varied by w. flash.
 Cleveland west breakwater,
 '85, flashing red and white alternately; 10-in. steam whistle.
 Niagara river (front,), '85, re-built '94, fxd. w. lt.
 Niagara river (rear), '85, re-built '90, fix'd w. light.
 Lake Ontario Lighthouse -- Braddock's
 PointCharlotte harbor, '89, light red, white and
 red.
 Grosse isle (front), '91, fixed white light.
 Grosse isle (rear), '91, fixed white light.
 Limekiln Crossing light vessel (south), No. 64, '93, fixed white
 light.
 Limekiln Crossing light vessel (north), No. 65, '93, fixed white
 light.
 Ballard reef light vessel, No. 63, '93, fix'd red light.
 Ashtabula pierhead (rear), '93, fixed red light.
 Fairport pierhead (rear), '93, fix'd r., w. and r. lights.
 Black river pierhead (rear), '93, f. r., w. and r. 1'ts.
 Bar Point light vessel, No. 59, '93, fixed white light; 6-inch steam
 whistle.
 Grosse isle (front), '94, fixed white light.
 Grosse isle (rear), '94, fixed white light.
 Mamajuda (front), '94, fixed red light.
 Ecorse (Grassy island, front), '95, fixed red light.
 Ecorse (Grassy island, rear), '95, fixed red light.
 Erie harbor Gas buoy, No. 8, '95, fixed white light.
 Manhattan (rear), '95, fixed red light.
 Sandusky bay (front) '96, fixed white light.
 Sandusky bay (rear). '96, fixed white light.
 Grassy island (front), '96, fixed white light.
 Following is a list of the lighthouses in the Eleventh
 District:
 Belle isle, '82, fixed red light.
 Windmill point (front), '91, fixed red light.
 Windmill point (rear), '91, fixed red light.
 Windmill point, '91, fixed white light with red flash.
 Grosse Point beacon, discontinued.
 Grosse point light vessel, '87, fixed white light.
 St. Clair flats (front), '59, re-built '75, fix'd w. light.
 St. Clair flats (rear), '59, fixed white light.
 St. Clair Flats canal (lower), '71, fixed red light.
 St. Clair Flats canal (upper) '71, fixed red light.
 On Lower reach, s. e. bend, Herson isl. and Russell isl., are 12 lts.,
 forming ranges, all estab. in '89.
 At Fort Gratiot is a range established in '91.
 Port Sanilac, '86, fixed red light.
 At Harbor of Refuge, east entrance, two lights, and at north entrance
 Sand Beach, two lights.
 Point Aux Barques, '47, re-built '57, flashing white.
 Port Austin reef, '78, fixd. white varied with flashes; 10-in.
 whistle.
 At mouth of Saginaw river are two lights forming ranges, fixed red,
 estab. '76.
 Charity island, '57, fixed white light.
 Tanas, '53, re-built 76, f. w. 1., varied by r. flashes.
 Au Sable pierhead, '73, fixed red light.
 Sturgeon point, '70, fixed white light.
 Alpena, '77, re-built '88, fixed red light.
 Thunder Bay island, '32, flashing white.
 Presque Isle harbor, '70, two f. w. 1. forming range.
 Presque Isle, '40, re-built '71, f. w. 1., 10-in. whis.
 Forty-Mile point, to be established.
 Spectacle reef, '74, flashing r. and w. alternately
 Detour, '48, re-built '61, f. w. 1., 10-in. whistle.
 Round island, 189(5, fixed white light varied by red flash, 10-in.
 whistle.
 Bois Blanc, 1829, re-built 1867, fixed white light.
 Poe Reef light vessel, No. 62, '93, fxd.w. lt., 10-in. whistle.
 Cheboygan, '52, re-bit. 59, fxd. w. lt. varied by w. flash, 10-in
 whistle.
 Cheboygan crib, '84, fixed red light.
 Cheboygan river (front), 1880, fixed red light.
 Cheboygan river, (rear), 1880, fixed red light.
 Frying Pan island, 1882, fixed red light.
 Pipe island, 1888, fixed red light.
 Sweets point, 1892, fixed white light.
 Round island, '92, fxd. w. lt. with fxd. red sector.
 Pilot island, '94, re-bit. '95, two fixed white lights forming
 range.
 Winter point, '92, re-built '94, two fixed white lts. forming
 range.
 Encampment crib, '92, fixed red light.
 Dark Hole, '92, re-built '95, two fxd w. lts., forming range.
 Point of Woods, '92, re-bit. '95, two fxd. r. lts. forming range.
 Hen and Chickens, '92, two fxd. r. lts. form. rng.
 Harwood point, '92, two fxd. w. lts. forming range.
 East Neebish, '92, two fxd. r. lts. forming ranga.
 Indian point, '92, re-bit. '95, two fxd. w. lts. forming range.
 Duck island, '92, two fxd. r. lts. forming range.
 Lower Lake George, '92, re-bit. '95, fxd. w. lt.
 Middle Lake George, '92, fixed red light.
 Upper Lake George, "92, fixed red light.
 Church point, '92, re-built '96, fixed white light.
 Churchville point, '94, fixed white light.
 Manhattan shoal, '92, fxd. w. lt. bet. two r. sectors.
 Catholic mission, '92,two fxd.w. lts. forming range.
 Payment, '92, two fxd. r. lts. forming range.
 Palmers point, '92, fxd. w. lt. bet. two red sectors.
 Farmers ridges, '92, two fxd. r. lts. forming range.
 Partridge point, and Topsail island, 92, three fixed red lights
 forming range.
 Bayfield rock, '92, two fxd. w. lts. forming range.
 Sault, '92, two fixed red lights forming range.
 St. Mary's river, Hay Lake channel, Middle Neebish cut, '95, eight
 lights, two forming range.
 Hay lake channel Junction No. 8, '95, fxd. r. lt.
 Lower Hay lake cut, '95, six lts., two forming rag.
 Hay Lake channel, Nine Mile Point, '95, fxd. r. It.
 Middle Hay lake, '95, two fxd. w. lts. forming rng.
 Frechette point, '95, two fxd. w. lts. forming rang.
 Six Mile point, '95, two fxd. w. lts. forming a range.
 Little Rapid cut, '95, five Its. forming a range.
 St. Mary's Falls canal (north pier), '82, fixed white light.
 St. Mary's Falls canal (south pier), fixed red light.
 St. Mary's Falls canal (lower range), two fxd. r. lts.
 St. Mary's Falls canal (up. range), '87, two fxd. w. lts.
 Point Iroquois, '55, re-bit. '71, flashing white.
 Whitefish Point, '49, re-bit. '61, flashing white.
 Grand Marais harbor of refuge, '95, fxd. w. lt., one yet to be
 established form a range.
 Big Sable, '74, fixed white light.
 Grand Island, '56, re-bit. '67, fxd. w. lt. varied by white flash.
 Grand Island harbor, '68, fixed white light.
 Grand Island harbor, '68, two fixed white lights forming a range.
 Marquette, '53, re-bit. '66, fixed white light.
 Marquette breakwater, '75, re-built '90, fxd. r. lt.
 Granite island, '69, fixed w. lt. varied by r. flash.
 Big Bay point, to be established.
 Huron island, '68, fxd. w. light, 10-in. whistle.
 Stannard rock, '82, flashing white light.
 Sand point, '78, fixed red light.
 Portage river, '56, re-built '70, fixed white light varied by red
 flash.
 Portage (front), '68, fixed white light.
 Portage (rear), '68, fixed white light.
 Portage river, south light, '94, fixed white light.
 Portage river, north light, '94, fixed white light.
 Portage Lake ship canals (front), '94, fxd. w. It.
 Portage Lake ship canals (rear), '94, fxd. r. lt.
 Mendota, '70, re-built '95, fxd. w. lt. varied by w. fl.
 Manitou, '50, re-built '61, fxd. w. lt. varied by w. fl.
 Gull rock, '67, fixed red light.
 Copper harbor, '49, re-built '67, fixed white light.
 Copper harbor (rear), '65, re-built '69, fxd. w. lt.
 Eagle harbor, '51, re-built '71, fixed white .light varied by white
 flash.
 Eagle harbor (front), '77, fixed white light.
 Eagle harbor (rear), '77, fixed white light.
 Eagle river, '58, fixed white light.
 Portage Lake ship canal, '74, fixed white light.
 Portage Lake ship canal pierhead, '79, re-built 95, fixed red
 light.
 Fourteen-Mile point, '94, fxd. w. lt. varied by r. fl.
 Ontonagon, '52, re-built '66, fixed white light.
 Ontonagon pierhead, '75, re-built '93, fxd. r. lt.
 Outer island, '74, flashing white light.
 Michigan island, '57, fixed white light.
 La Pointe, '58, fixed red light.
 Chequamegon point, to be established.
 Raspberry island, '62, fxd. w. lt. varied by w. fl.
 Devils island, '91, fixed red light.
 Sand island, '81, fixed white light.
 Superior pierhead, '85, re-built '93, fixed w. light.
 Superior bay entrance (front), '93, fixed w. light.
 Superior bay entrance (rear) '93, fixed w. light.
 Superior bay (front), '93, fixed white light.
 Superior bay (rear), '93, fixed white light.
 Quebec channel post light, '93, fixed red light.
 Superior bay channel (lower), post light, '93, rebuilt '95, fixed
 white light.
 Superior bay channel (lower middle) post light, '93, fixed white
 light.
 Superior bay channel (upper middle) post light, '93, fixed white
 light.
 Superior bay channel (upper) post light, fxd. w. lt.
 Connors point (front) post light, '93, fxd. w. lt.
 Connors point and Rice point post light (rear for both), '93, fixed
 red light.
 Rice point (front) post light, '93, fixed white light.
 Ohio Central coal dock post light, '93, re-built '96, fixed red
 light.
 North channel (front) post light, '93, fxd. w. lt.
 North channel (rear) post light, '93, fxd. w. lt.
 North channel (front) post light, '93, re-built '95, fixed white
 light.
 North channel and South channel post light (rear for both), '93, fixed
 white light.
 South channel (front) post light, '93, fxd. w. lt.
 Duluth (front), '74, fixed red light.
 Duluth (rear), '80, light flashing red.
 Two Harbors, '92, fixed red light.
 Two Harbor breakwater, '95, fixed white light.
 Grand Marias, '85, fixed white light.
 Isle Royale (Menagerie island), '75, fxd. w. lt.
 Passage island, '82, fixed red light.
 A few additions and changes are being made to these aids to navigate
 each year. On the Great Lakes a multiplicity of lights is necessary to their
 safe navigation, for the reason that there is but little sea room, in case of a
 storm, there are numerous islands and straits in and
 connected with them, and the compass cannot be relied upon as it can upon the
 ocean. In many places its variations are considerable, while in all places its
 variation is constantly changing, and the changes it undergoes depend not only
 upon the regular law of changes, which may be quickly learned, but also upon the
 proximity of masses of ore, particularly on Lake Superior, on which lake the
 compass varies according to the quantity of ore in the vicinity of which it may
 be, but also according to the distance from the ore the vessel may be, which is
 constantly changing when the vessel is in motion, the only time when the compass
 is of use. So that a thorough lighting of the shores of the lakes, of their
 straits, rivers, islands and reefs, is of vital necessity to their commerce.
 Storms are of frequent occurrence at certain seasons of the year, and fogs
 prevail to such an extent as to greatly endanger the lives and property that may
 be on board of vessels. Then, too, the depth of water is so nearly uniform that
 a vessel may, while in several fathoms of water, suddenly and without the least
 warning, encounter steep and rocky cliffs, and in other places the bottom of the
 lake may be so irregular that the sounding line is entirely useless. Every
 appliance, therefore, and aid to navigation that has been devised is not only a
 necessity, but is also an economy, for the unnecessary loss of a modern
 freighter, to say nothing of one of the passenger boats, would be as expensive
 as the establishment of many lights, sirens,, steam whistles and whistling
 buoys.
 
 CANADIAN LIGHTHOUSE SERVICE.
 
 The lighthouse service of the Province of Ontario, Canada, in 1897,
 included 184 light stations, 235 lights, 177 keepers, 3 light ships, 2 fog
 whistles, 11 fog horns, 3 fog bells, 5 bell-buoys and 2 gas buoys. Most of the
 lights in the Province are located on the Great Lakes. The progress that has
 been made in Canada in lighthouse improvement is shown by the fact that in 1868
 the number of lights in the entire Dominion was 198; in 1897 it had increased to
 635. During the same period the number of lighthouses in Canada increased from
 227 to 783. Mention of individual Canadian lighthouses on the Great Lakes is
 made in. the chapter on Harbors.
 
 Life Saving Service
 
 
 First Lifeboat Station In The United States --
 Congress Slow To Act -- Favored By Appropriations -- Improvements In
 The Service -- Stations In The Three Lake
 Districts -- Instances Of Brave Rescues
 -- A One Hundred And Ten Mile Run -- How Captain Clemons Won His Medal -- Statistics Of Service Rendered The Merchant Marine
 -- Life-saving Service In Canada -- Instances Of Brave Rescues -- Sons Of England Naval Brigade -- The "Grace
 Darling" Lifeboat At Toronto.
 
 
 The first movement in this country to afford organized assistance to
 those whose lives are in peril from shipwreck was made by the Massachusetts
 Humane Society, which was organized in 1786. It erected huts on the
 Massachusetts coast for the shelter of such sailors as should escape from the
 sea, its first hut for this purpose being erected on Lovell's island, near
 Boston, in 1807. Later it equipped these with boats and life-saving
 appliances.
 The Massachusetts Humane Society established the first lifeboat
 station at Cohasset, and subsequently erected a considerable number of other
 boat stations and huts of refuge. The efforts of this society were necessarily
 limited by reliance upon volunteer crews, and by the conditions of extemporized
 service. An appropriation was made by Congress in 1847 of $5,000 "for furnishing
 the lighthouses on the Atlantic coast with the means of rendering assistance to
 shipwrecked mariners;" which appropriation, for the next two years, lay in the
 treasury, but which in 1849 was permitted to be expended by this society.
 Besides this Massachusetts Humane Society there were three or four other similar
 societies along the Atlantic coast, all of them ephemeral in their nature, with
 the exception of the life-saving Benevolent Association of New York.
 In August, 1848, William A. Newell, of New Jersey, made a vigorous and
 victorious appeal in the United States House of Representatives, the result
 being an appropriation of $10,000, approved August 14, 1848, "for providing surf
 boats, rockets, carronades and other necessary apparatus for the better
 preservation of life and property from shipwreck on the coast of New Jersey
 lying between Sandy Hook and Little Egg Harbor," etc. In 1853-54 Congress
 appropriated $42,500 for the uses of this service. With this money fourteen new
 stations were added to those already on the coast of New Jersey, eleven on the
 coast of Long Island, and twenty-three lifeboats were placed at points on Lake
 Michigan.
 Favored by Appropriations. -- Chaos, however, continued
 to reign until 1871, when Congress appropriated $200,000 for the use of this
 service, and authorized the Secretary of the Treasury to employ crews of surfmen
 at such stations and for such periods as he might deem necessary. In February,
 1871, Sumner I. Kimball took charge of the Revenue Marine service, and the
 life-saving stations became the subject of his consideration. The lamentable
 condition of life-saving affairs at once arrested his attention. The various
 stations were found in anything but a satisfactory condition, being in all
 stages of dilapidation and decay, some of the keepers being disabled by age and
 other infirmities, and many of them having no special fitness for the work
 entrusted to them. A vigorous campaign of reform was at once set in motion.
 Nearly all the stations were manned by carefully selected surfmen
 without regard to political affiliations.
 In 1872 the selection of the best available apparatus engrossed
 attention. In May of that year a commission met at Seabright, N. J., to examine
 and test various life-saving appliances, and reported in favor of a modification
 of the New Jersey cedar surf-boat, an eprouvette mortar, for throwing life
 lines, the India rubber life-saving dress and the Coston night-signal. In March,
 1873, a Bill was passed appropriating $100,000 for new life-saving stations on
 different portions of the Atlantic coast, and calling for a report of points for
 others upon the sea and lake coasts.
 Congress passed an Act in 1874, authorizing the classification of
 stations under three groups, designated respectively as complete life-saving
 stations, life-boat stations and houses of refuge, and establishing a number of
 new stations upon the Southern Pacific and Lake coasts. In 1874 a life raft was
 added to the apparatus at several of the stations. In 1876-77 four new districts
 were organized, three of them on the lake coasts. This period marks the
 beginning of the Lake Service as it now exists. The five lakes comprise three
 life-saving districts, the Ninth, Tenth and Eleventh -- the Ninth being located
 upon the coasts of Ontario and Erie, and having at the present time 12 stations,
 including one at the Falls of the Ohio river, Louisville, Ky.; the Tenth on the
 coasts of Huron and Superior, having 16 stations; and the Eleventh on the coast
 of Lake Michigan, having 26 stations.
 The pay of the keepers of the stations was raised from $200 to $400
 per annum by the Act of 1870, and a similar relief was effected by settling the
 volunteer lifeboat service on the lakes upon a proper footing. Previously these
 men had never been paid for days spent in drill and exercise necessary to
 perfect them in the use of lifeboats and apparatus; nor were they compensated
 for their services at wrecks, no matter what the hardships and dangers might be,
 unless there was actual saving of life. The new Act gave the volunteers $3 per
 day for each day spent in drill, and $10 per man for each occasion of wreck
 service. All keepers were created inspectors of customs, thus enabling them to
 protect revenue interests and the interests of owners in relation to stranded
 property. The Act created numerous new stations, ten of them being on the
 lakes.
 The principal danger to navigation on the lakes is lack of sea room,
 which leads vessels to run for shelter in a storm and to seek entrance into
 artificial harbors, which they are liable to miss and to strike upon the piers
 at the entrance to them. They are also liable to meet sudden and violent gales,
 which raise the seas so high as to sweep anchored vessels fore and aft, often
 forcing crews into the rigging or causing the craft to founder. In such cases as
 these, if the vessel is beached the lifeboat capable of being let down into the
 water between the piers, at the inner edge of one of which the station is
 situated, can readily slip out to the relief of imperiled crews, and being very
 powerful and able to stand the shock of the rudest seas, and the keepers being
 very skillful, the boats can readily be taken out to vessels laboring in
 distress at long distances from the shore.
 There is an inspector of lifesaving stations for the entire service,
 who is stationed in New York, and in each of the twelve districts there is an
 assistant inspector. Each district is in charge of a superintendent, appointed
 after an examination, an inhabitant of the region for which he is appointed, and
 familiar with the coasts, with the action of the surf, with the use of the
 surfboats and other life-saving appliances. He is responsible for the condition
 and conduct of his district, makes requisitions upon the management for all
 repairs, outfits and supplies necessary therefor, pays the crews, keeps the
 accounts and conducts the correspondence. The compensation of the
 superintendents range from $1,500 to $1,800 per annum.
 Each station has a keeper, the best that can be obtained from the
 athletic race of beachmen, a master of boat craft, and the art of surfing, and
 skilled in wreck operations. The keeper selects his own crew, who are, however,
 subject to the decision of the examining board. He is by law an
 inspector of customs, having authority for the care of stranded property and
 against smuggling. He preserves inventories of all property belonging to his
 station, and journalizes daily the life at the station, sending weekly
 transcripts of his journal to the general superintendent for his information. He
 keeps the station and equipments in order, commands the crew, steers the boat to
 wrecks, conducts all the operations, and governs his station precincts.
 At the present time the compensation of the keepers of stations is
 $900 per annum, and the surfmen receive $60 per month when enlisted for a term
 of active service exceeding eight and one-half months, and $65 per month when
 enlisted for a term of eight and one-half months or less. Keepers of houses of
 refuge receive $600 per annum, no crews being employed at such stations.
 
 STATIONS IN THE THREE LAKE DISTRICTS.
 
 Ninth District. -- Following is a list of the life-saving
 stations in the Ninth district, embracing Lakes Ontario and Erie, with year of
 establishment:
 Big Sandy, N.Y., north side mouth Big Sandy creek, Lake Ontario,
 1876.
 Salmon Creek, N.Y., east side mouth Salmon creek, Lake Ontario, 1876;
 destroyed by fire 1892, not rebuilt.
 Oswego, N.Y., east side entrance Oswego harbor, Lake Ontario,
 1876.
 Fort Niagara, N.Y., east side entrance Niagara river, Lake Ontario,
 1892.
 Charlotte, N.Y., east side entrance Charlotte harbor, Lake Ontario,
 1876.
 Buffalo, N.Y., south side entrance Buffalo harbor, Lake Erie,
 1877.
 Erie, formerly called Presque Isle, Pa., north side entrance Erie
 harbor, Lake Erie, 1876.
 Ashtabula, Ohio, west side entrance Ashtabula harbor, Lake Erie,
 1894.
 Fairport, Ohio, west side entrance Fairport harbor, Lake Erie,
 1876.
 Cleveland, Ohio, west side entrance Cleveland harbor, Lake Erie,
 1876.
 Point Marblehead, Ohio, on Marblehead island, Lake Erie, 1876.
 Tenth District, embracing Lakes Huron and Superior, there
 are the following life-saving stations, with year of establishment.
 Sand Beach, Mich., inside Sand Beach harbor, Lake Huron, 1881.
 Point aux Barques, Mich., near lighthouse, Lake Huron, 1876.
 Grindstone City, Mich., two miles northwest of Grindstone City, Lake Huron,
 1881.
 Ottawa Point, Mich., near lighthouse, Lake Huron, 1876.
 Sturgeon Point, Mich., near lighthouse Lake Huron, 1876.
 Thunder Bay Island, Mich., west side of island, Lake Huron, 1876.
 Middle Island, Mich., north end Middle Island, Lake Huron, 1881.
 Hammond's Bay (formerly Forty-Mile Point), Hammond's Bay, Lake Huron,
 1876.
 Bois Blanc, Mich., about midway east side of the island, Lake Huron,
 1891.
 Vermillion Point, Mich., ten miles west of Whitefish Point, Lake
 Superior, 1876.
 Crisps, Mich., eighteen miles west of Whitefish Point, Lake Superior,
 1876.
 Two-Heart River, Mich., near mouth of Two-Heart river, Lake Superior,
 1876.
 Muskallonge Lake (formerly Sucker river), Mich., near mouth of Sucker
 river, Lake Superior, 1876.
 Marquette, Mich., near lighthouse, Lake Superior, 1891.
 Ship Canal, Mich., near mouth of Portage Lake and Lake Superior ship
 canal, 1884.
 Duluth, Minn., on Minnesota point, Upper Duluth, 1895.
 Eleventh District, embracing Lake Michigan, there are the
 following life-saving stations:
 Beaver Island, Mich., near lighthouse, 1876.
 North Manitou Island, Mich., near Pickard's wharf, 1876.
 Point Betsey, Mich., near lighthouse, 1876.
 Frankfort, Mich., on the south side of the entrance to the harbor,
 1887.
 Manistee, Mich., on the north side of the entrance to the harbor,
 1879.
 Grand Pointe au Sable, Mich., one mile south of lighthouse, 1876.
 Ludington, Mich., north side of entrance to harbor, 1879.
 Pentwater, Mich., north side of entrance to harbor, 1887.
 White River, Mich., north side of entrance to White Lake, 1887.
 Muskegon, Mich., north side of entrance to harbor, 1879.
 Grand Haven, Mich., north side of entrance to harbor, 1876.
 Holland, Mich., in harbor on south side, 1886.
 South Haven, Mich., north side of entrance to harbor, 1887.
 St. Joseph, Mich., in harbor on north side, 1876.
 Michigan City, Ind., on east side of entrance to harbor, 1889.
 South Chicago, Ill., north side of entrance to Calumet Harbor,
 1890.
 Chicago, about seven miles south by east of the Chicago River
 lighthouse, 1893.
 Old Chicago, in Chicago harbor, 1876.
 Evanston, Ill., on Northwestern University Grounds, 1876.
 Kenosha, Wis., in Kenosha harbor, on Washington island, 1879.
 Racine, Wis., in the harbor, 1876.
 Milwaukee, Wis., near entrance to harbor, on south side, 1876.
 Sheboygan, Wis., side entrance to harbor, 1876.
 Two Rivers, Wis., north side entrance to harbor, 1876.
 Kewaunee, Wis., north side entrance to harbor, 1894.
 Sturgeon Bay Canal, Wis., north side east entrance to canal, 1886.
 _______
 
 INSTANCES OF BRAVE RESCUES.
 
 The bravery and daring of individual members of the life-saving crews
 have long since become proverbial. When the lives of their fellow-men are in
 danger they forget the risk to their own lives in efforts to save the lives of
 others, and many are saved through this forgetfulness who would otherwise
 perish. A few instances will illustrate the nature of the duties performed and
 the great utility to mariners of the life-saving service.
 On the 3d of September, 1879, about 10 o'clock at night, the steamer
 J. Bertschey was wrecked off Grindstone City, Lake Huron, seven miles from the
 nearest life-saving station, which was located at Pointe aux Barques. The wreck
 was not discovered by the citizens at Grindstone City until the next morning,
 when a mounted courier was dispatched to the life-saving station, which he
 reached a little past 7 o'clock. A pair of strong and spirited horses, which
 were at one(sic) procured, drew the boat wagon with the boat and crew to the
 scene, where 500 people of the vicinity were gathered in helpless inaction
 watching the wreck. The life-savers launched without delay, a volunteer crew in
 another boat setting out at the same time, but soon putting back, while the
 surfmen kept on. Against an ugly sea and heavy wind, but with strong arms and
 resolute hearts, they soon reached the disintegrating craft. Two surfmen were
 soon on the steamer's deck, and had lowered into the surfboat eleven women and a
 little boy. These were at once carried safely ashore. Three more trips were
 made, and within little more than an hour the entire ship's company was saved,
 44 persons in all.
 In the series of "Heroes of Peace" there is an article in the
 Century on "Heroes of the life-saving Service," by Gustave
 Kobbe. Mr. Kobbe says: District Superintendent Jerome G. Kiah, with headquarters
 at Sand Beach, Mich., is one of the heroes of the life-saving service. He holds
 the gold medal, the highest award the United States Government can bestow for
 heroism in saving life. His name is associated with what was both one of the
 most daring attempts at rescue, and one of the greatest tragedies of the
 service-a tragedy which wiped out an entire crew with the exception of this sole
 survivor.
 "Mr. Kiah was at the time keeper of the Point aux Barques life-saving
 station on Lake Huron. A vessel struck too far out to be reached with the shot
 and line. The peril of attempting a rescue with the surfboat was only too
 apparent; but Keeper Kiah mustered his men and made the launch. For a while
 their strength and skill enabled them to surmount or push through the tumultuous
 seas; but, once in the open lake beyond the shoals, where the storm was free to
 riot at will, the real danger began. It was a test beyond human powers. The
 keeper remembers that twice the boat capsized and was righted. After that he has
 a vague recollection of the boat capsizing and righting herself several times,
 and of the crew clinging to it until, one by one, the surfmen, perishing of
 cold, let go their hold and vanished beneath the waves. He has a dim remembrance
 of the boat, with himself clinging to it, grating over the shoal, and then being
 flung up on the shore.
 "He was found by two men, standing, with one hand on the root of a
 fallen tree, steadying himself with a lath in the other, and swaying as if
 walking, but not stirring his feet -- a dazed, tottering wreck of his former
 self, murmuring in an incoherent way: "Poor boys! Poor boys! They are all gone
 -- all gone!" Temporarily shattered in mind and body, he was obliged to resign
 from the service. He was long in recovering, but finally it was possible
 practically to reward his bravery with the appointment to his present
 position."
 The difficulties which frequently confront the life-saving crews on
 the lakes are illustrated by the circumstances attending the wreck of the
 schooner J. H. Hartzell near Frankfort, Lake Michigan, October 16, 1880.
 The vessel anchored off Frankfort at 3 o'clock in the
 morning, the captain deciding to wait for daylight before attempting to enter
 the harbor, but at about 6 o'clock the wind suddenly shifted to the south-west
 and began to blow a whole gale, accompanied with fierce squalls of rain, snow
 and hail. The captain's belated effort to run into the harbor proved futile, and
 his vessel refused to mind her helm. Both anchors were dropped but she was soon
 borne down by the gale to the middle bar where she grounded, about 300 yards
 from shore and directly in front of a range of precipitous sand bluffs known as
 Big and Little Bald Hills. The seas began to crash over her, and two hours later
 all hands had found refuge in the rigging -- six men and one woman cook.
 A little boy in Frankfort observed the vessel plunging in the
 breakers, and informed several persons, who ran to the bluff. They were
 powerless to render aid, but a messenger had been dispatched for the life-saving
 crew, and to encourage the shipwrecked people, they built a fire, and lay large
 pieces of driftwood upon the face of the cliff, so as to form in huge black
 letters upon the white sand the comforting words "LIFEBOAT COMING."
 The Point Betsey life-saving station was 10 miles distant. It received
 information of the disaster at eight o'clock, and a few minutes later was on its
 way to the scene. The way to reach the wreck was by a circuit through the woods,
 crossing the river in the rear of Frankfort, and thence on to the beach. The
 beach when reached was found to be submerged by a swashing flood that beat
 against the bluffs, and carried on its surface a mass of crashing logs, stumps
 and trees, making that route wholly impassable. Another way led through thick
 woods, along deep winding ravines, and over steep, soggy sand hills. The load
 which the horses and men had to draw weighed over 1,000 pounds. At about half
 past ten the life-savers reached the base of the ridge of high hill which
 separated them from the point where the Hartzell lay. The rugged way led up the
 precipitous hills amid dense woods so steep that the men and horses had almost
 to climb and hoist the cart after them. A number of citizens joined the
 life-savers, and with their aid, making a total of 27 men, it was all that they
 could do to reach the summit, getting ahead only about 20 feet at a time. 
 New obstacles rose at every turn. They found themselves in a heavy,
 unbroken wood, filled with underbrush and fallen trees half buried in the sand.
 Axes and hand spikes came into play, while groups of men with bare hands tore
 away the underbrush and heaved at the prostrate trees. The bluff, finally
 reached, was nearly 300 feet high, composed of loamy sand, which was driven into
 the faces of the men at intervals, almost blinding their eyes, and away below
 them and far from the shore, which was lashed by the awful sea, lay the forlorn
 wreck, her hull submerged and her swinging masts reeling, while in and below the
 cross-trees were to be seen the storm-swept sailors with the one woman in their
 midst.
 From the place where the life-savers stood, rescue was plainly
 impossible. Below them at the foot of the almost perpendicular bluff was the
 dashing surf with not an inch of standing room. Two hundred and fifty feet
 below, the keeper thought he could perceive a little shelf-like place where the
 apparatus might be worked. The lines were instantly attached to the apparatus
 cart, and the crowd begun to lower away, the surfmen plunging their heels into
 the soft sand and sliding down with it, some going head-foremost and all covered
 with sleet and sand and mud. Once on the little plateau, the gun was fired and
 the rescue began.
 About noonday the line was in possession of the sailors, and a little
 later the lifecar was run out to the wreck. When nightfall was at hand, the
 entire crew were rescued, except the woman, who, it was asserted by the rescued
 men, had perished.
 A One Hundred and Ten Mile Run. -- One of the most
 remarkable instances of life-saving occurred November 18, 1886. On the morning
 of that day two vessels in distress were discovered off Marquette. The storm was
 one of great intensity. During the night it had overthrown the lighthouse on the pier, and was still raging with relentless fury. There was
 no life-saving station at Marquette, and the people of the vicinity devoted the
 entire day to every effort to reach the mariners. Boats and steamtugs were
 tried, a mortar and life-line were invoked, but all without avail.
 The nearest life-saving station was at ship canal one hundred
 and ten miles away. A telegram was sent. There was not a moment of
 hesitation at ship canal. A special train was ordered, and the crew and
 apparatus embarked in the midst of one of the heaviest storms of the year. It
 was a famous run. Before midnight the life-savers reached the scene of disaster,
 and after eight hours of effort, stung with cold and covered with ice, they
 safely landed the two crews, twenty-four persons.
 Another instance of the loss of life by members of a life-saving crew
 occurred November 29, 1886. The schooner A.J. Dewey had started the previous
 night from Pierport to Manistee in tow of a tug; but when within three miles of
 that harbor the towing hawser parted, and the tug getting the line into her
 propeller wheel was blown ashore, the crew being rescued by the life-saving crew
 of the Manistee station. The schooner hoisted some head sails and ran before the
 gale, a strong north wind. At baybreak(sic) the mate attempted to set a signal
 for a tug; but when the signal was part way up the halliards became fouled in
 the truck, suspending the ensign at half-mast, the indication of distress, and
 notwithstanding the exertions of the crew it was nearly half an hour before the
 ropes could be sufficiently cleared of snow and ice to admit of the signal being
 hoisted to the masthead.
 While the signal was involuntarily at half-mast the life-saving crew
 above mentioned discovered it, and thinking the vessel to be in distress lost no
 time in manning the surf-boat and starting out on their errand of deliverance.
 One of the surfmen, glancing over his shoulder, saw that the ensign had risen to
 the masthead, and said to the man nearest to him: "She is all right; the flag is
 way up." But this remark passed unheeded, and the boat kept on her course; A
 heavy incoming sea broke directly across the bow of the boat, causing her to
 ship a large amount of water. Before she could be brought head on again another
 comber struck her amidships, throwing the keeper to the bottom of the boat,
 which capsized. Three of the crew lost their lives.
 Keeper William Clark, of the Erie station, was lost June 4, 1891.
 While attempting with his crew to render assistance to the stranded steamer,
 Badger State, he was drowned in an attempt to reach land, his boat having been
 upset. In the afternoon of May 17, 1893, two young men were drowned in the outer
 harbor of Cleveland, Ohio, and also four members of the life-saving crew at that
 place. The two young men were carelessly making their way down the river, then
 swollen and dangerous. At length, realizing their danger, they made frantic
 efforts to stem the torrent. One of the oars broke, and the frail craft went
 down the stream with the speed of a race horse. As they approached the
 life-saving station Surfman Servas hurled a life buoy to them, and Keeper Distel
 ordered his crew to put on their life-belts and man the lifeboat. This boat was
 gotten into the water quickly, but the skiff was nowhere to be seen. As a large
 number of people on the east pier kept pointing to the lake, the keeper pulled
 outward until the lifeboat was half way between the pier and the break-water.
 The crew were about to pull under the lee of the west breakwater for shelter,
 when the keeper saw a monstrous wave approaching the boat. In order to meet and
 pass it before it should comb he ordered his men to pull hard; but just at the
 critical moment the stroke ore(sic) on the port side snapped in two, and the
 comber smashed over the starboard bow, turning the boat upside down and hurling
 its occupants into the surf with great violence. Four perished.
 How Captain Clemons Won His Medal -- Capt. Lucian M.
 Clemons, who has just retired as keeper of the life-saving stations at this
 point, was the first man to receive a gold medal from the United States
 Government for the rescue of shipwrecked persons.
 The circumstances leading to this substantial recognition of heroism
 by Uncle Sam were as follows: The schooner Consuelo, a stanch
 craft of 450 tons burden, which had made a voyage across the Atlantic to
 Liverpool in the early sixties, and outridden fierce tempests on that stormy
 ocean, was caught in a fierce gale about twelve miles from Sandusky, and three
 miles north of the rock shores of Marblehead. She was loaded with block stone.
 Between Kelley's island and Marblehead the water is nowhere deeper than thirty
 feet, and consequently, in nautical parlance, "a nasty sea" comes up very
 quickly in a gale.
 The Consuelo's cargo had been hastily and improperly stowed, and
 either through carelessness or to facilitate unloading, rollers had been left
 under some of the massive blocks of stone in the hold. The vessel pitched and
 tossed so violently that these blocks and the whole cargo shifted, and suddenly,
 almost without warning, the boat gave a lurch and foundered. The captain, three
 men and the cook were lost, but Mate Donahue and one of the sailors succeeded in
 clinging to the spars, where they were sighted from Marblehead by Captain
 Clemons and his brothers, A. J. and Hubbard, who went to their rescue. They
 started out in an open rowboat and battled heroically with the raging elements.
 Time and time again it seemed as if their frail craft must certainly swamp, but
 they kept steadily on, and, just as they were about exhausted, reached the two
 sailors, who were clinging to the wreckage, and picked them up. But the danger
 was by no means past, as the strength of the two men was entirely spent, and the
 storm was increasing in its merciless fury. It is likely that none of the
 occupants of that little boat would ever have reached shore alive had not the
 tug Winslow come to their assistance and landed them safely on Kelley's
 island.
 In due time the daring feat of the Clemons brothers was brought to the
 notice of the proper authorities at Washington, and after many necessary
 formalities had been complied with, Captain Clemons and each of his two brothers
 received from the Treasury Department the first gold medals ever awarded for
 such service. They were accompanied by letters of commendation. The medals are
 of handsome design and very heavy and valuable, each containing $200 worth of
 gold and $50 worth of alloy. They are three inches in diameter, while those now
 given by the government for like services are but two inches in diameter, and
 correspondingly thinner and less valuable intrinsically.
 On September 9, 1876, the life-saving station at Marblehead was
 established, and Captain Clemons was appointed its first keeper as a further
 recognition of his gallantry. This position he resigned in 1897, and now lives a
 life of retirement and ease within sound of the dashing billows he has so often
 braved. The Captain is advanced in years, but still hale and hearty and much
 more active than many younger men.
 
 STATISTICS OF SERVICE RENDERED THE MERCHANT MARINE.
 
 The following table has been compiled from the reports of the
 lifesaving service in recent years. It shows the good work done for the lake
 marine.
 
 
 
 YEAR 
 DISASTERS 
 LIVES IMPERILED 
 LIVES SAVED 
 PROPERTY INVOLVED 
 PROPERTY SAVED 
 VESSELS LOST 
 
 
 
 
 
 1882
 140
 1082
 1080
 $1,723,720
 $1,380,790
 12
 
 
 1883
 187
 1508
 1496
 $1.796,715
 $1,525,150
 11
 
 
 1884
 157
 1072
 1071
 $2,451,295
 $1,995,445
 15
 
 
 1885
 138
 902
 900
 $1,393,150
 $1,296,325
 7
 
 
 1886
 161
 1091
 1087
 $1,624,650
 $1,466,670
 11
 
 
 1887
 186
 865
 865
 $2,013,990
 $1,748,195
 12
 
 
 1888
 234
 1253
 1252
 $3,081,575
 $2,634,160
 8
 
 
 1889
 213
 1320
 1313
 $2,928,930
 $2,665,115
 9
 
 
 1890
 188
 1388
 1380
 $2,766,175
 $2,336,610
 11
 
 
 1891
 205
 1121
 1109
 $2,961,350
 $2,647,070
 11
 
 
 1892
 217
 1157
 1149
 $3,031,785
 $2,694,490
 5
 
 
 1893
 228
 1752
 1744
 $3,577,355
 $3,285,950
 15
 
 
 1894
 265
 1509
 1508
 $3,165,700
 $2,717,900
 26
 
 
 1895
 232
 2489
 2479
 $4,142,432
 $3,616,522
 11
 
 
 1896
 248
 2093
 2092
 $4,075,150
 $3,649,150
 11
 
 
 1897
 276
 1530
 1525
 $2,394,830
 $2,257,750
 7
 
 
 
 _______
 
 LIFE-SAVING SERVICE IN CANADA.
 
 Previous to 1882 the Government of the Dominion of Canada had done but
 little toward the establishment of a life-saving service; but during that year
 and the next considerable loss of life occurred both on the Atlantic coast and
 in Canadian waters on the Great Lakes, which caused a general feeling and
 conviction that some steps should be taken with regard to
 providing means for saving the lives of persons wrecked in Canadian waters.
 In 1882 the number of lives lost in these waters was 226; in 1883, it
 was 157; and in 1884, 160. Of the latter number 124 were lost at one time by the
 wreck of the steamship Daniel Steinman on the Atlantic coast, near Halifax. In
 November, 1882, the schooner Henry Folger was wrecked at Salmon Point, Lake
 Ontario, and eight persons drowned, all of whom, it was said, could have been
 saved had a lifeboat and crew been available. The Hon. A. W. McLelan, who was
 then the Minister of Marine and Fisheries, and William Smith, the then Deputy
 Minister of Marine and Fisheries, both took a very active part in the matter,
 and succeeded in organizing the nucleus of the present service under the
 authority of the government. Mr. Smith was most strenuous in his efforts, making
 use of his Departmental staff and officers to get the several stations
 established and put in readiness to render service when required.
 The first station equipped was that at Cobourg, which was established
 November 7, 1882. Daniel Rooney was the coxswain, and had a crew of six men. His
 salary was $75 per annum, and he was also paid $1.50 for each drill, the drills
 taking place twice each month during the season of navigation. The crew were
 each paid $1.50 for each drill. This station was and is equipped with a
 self-righting and self-bailing boat of the Dobbins pattern, which is 25 feet
 long over all, and eight feet beam. It cost $575, and was made at Goderich,
 Ontario. Mr. Rooney has been the coxswain ever since the establishment of the
 station. He was paid, as a reward for saving the lives of two fishermen April 4,
 1890, $22.
 The station at Toronto was next established, March 1, 1883, William
 Ward being the coxswain appointed, who has held his position ever since.
 However, previous to the establishment of this government station there had been
 a voluntary life-saving crew on the island.
 The next station established was that at Wellington, Ont., in 1883,
 with Hugh McCollough, coxswain. The station at Poplar Point, Prince Edward
 county, Ont., was next established with Leroy Spafford as coxswain. Port Rowan,
 Ont., was the next point at which a station was established, October 19, 1883,
 with J. W. McCall as coxswain.
 During the year 1885 it was decided by the government to invite
 tenders for the supply of twelve lifeboats, of a similar description to the
 self-righting and self-bailing boats placed in 1883 at Poplar Point and
 Wellington. Six of these twelve boats were built at Goderich, by William
 Marlton, and six at Dartmouth, N. S., by John Williams, at a cost, including
 outfit, of $575 each. These twelve boats, when completed, were located as
 follows: Two on Sable island; and one each at Devil's island, Duncan's cove,
 Yarmouth and Scatarie, and one each at Cobourg, Collingwood, Goderich, Port
 Stanley, Toronto and Pelee island, the latter six being in the Province of
 Ontario.
 After this action the first station established was that at Port
 Stanley, Ont., June 25, 1885, with William Berry, coxswain. The station at
 Collingwood was established September 2, 1885, with P. Doherty as coxswain. The
 station at Goderich was established October 21, 1886, with William Babb as
 coxswain. The station at Port Hope was established November 6, 1889, with C. R.
 Nixon as coxswain and a crew of six men.
 
 INSTANCES OF BRAVE RESCUES.
 
 The crews, of six men each, at these several stations have frequently
 done excellent service to mariners in distress. A few instances of their bravery
 are presented in this connection.
 The crew of the lifeboat station at Port Rowan rendered assistance to
 the schooner Erie Wave, of Port Burwell, which was stranded on the shore of Lake
 Erie, a mile below Clear creek, Ont., September 30, 1889, and were rewarded by a
 present of $21. Hugh McCullough, coxswain, and the crew of the life-saving
 station at Wellington, were presented with a purse of $43 for
 services rendered in rescuing the crew of the wrecked schooner Kate, September
 26, 1889. William Ward, coxswain, and the crew of the Toronto life-saving
 station, were presented with a purse of $32 for rendering assistance to a
 wrecked vessel at Port Credit, November 27, 1889.
 L. Spafford, coxswain, and the crew of the life-saving station Poplar
 Point, were presented with a purse of $108.50 for services rendered to the
 schooner Juria, October 27, 1889; to the schooner Parthian, November 22, 1886;
 to the schooner Glenora, November 19, 1887, and to the barge Valencia, May 28,
 1890.
 William Babb, coxswain, and the crew of the lifeboat at Goderich,
 Ont., received $46.50 for attempting the rescue of the Parisian, April 9, 1890.
 The total expense incurred by the Dominion Government on account of this service
 is about $3,000 per year.
 The Sons of England Society is a beneficiary order. Connected
 therewith is the Sons of England Naval Brigade, which was organized in 1889 for
 the purpose of patrolling Toronto bay and saving life when possible. For several
 years the brigade had a metallic boat, but in 1892 they had built for them the
 lifeboat Grace Darling, one of the largest boats of the kind on the lakes. She
 is 35 feet long, 9 feet 2 inches wide and 3 feet 10 inches deep. This boat was
 christened and launched August 24, 1892, by Mrs. Kirkpatrick, wife of the
 Lieutenant-Governor, assisted by the Lieutenant-Governor, by the Bishop of
 Toronto, Alderman Lamb representing the Mayor of Toronto, and others. The number
 present on this occasion was estimated at from 3,000 to 5,000. The ceremony was
 under the supervision of Capt. George Tyler, of the lifeboat crew.
 The first lookout on duty was W.G. Pritchett. The present boathouse
 was built in 1897; at the foot of the east approach to the York-street viaduct.
 It cost about $950. The Grace Darling has two water-tight bulk heads, and air
 tanks around the sides, so that it is practically impossible to sink her. She is
 self-righting, but not self-bailing.
 Besides these several rescues, this crew has been very useful in
 saving property that would otherwise have been lost. At the present time there
 are 48 men connected with the brigade, of whom 29 constitute the permanent crew
 of the lifeboat, the others being auxiliaries.
 
 Development of Lake Vessels
 
 
 Indian Canoes -- Many
 Interesting Descriptions By Early Voyageurs And Others -- The Bateau -- Early Sail
 Vessels -- Early Steamboats -- The Ontario And Frontenac Built On Lake Ontario In
 1816 -- The Famous Walk-in-the-water Of
 1818 -- Advent Of The Propeller -- The Vandalia And Other Propellers -- The Modern Side-wheel Steamer -- Iron And Steel Vessels -- Development Of The Barge -- The
 Whalebacks -- Other New Types Of Vessels
 -- Car Ferries -- Early Ferry
 Boats -- A Horse Ferry Boat -- The Old Ferry Boat At Black Rock -- Ferries At Detroit -- Evolution
 Of The Lake Carrier -- Canada's Merchant
 Marine -- Ship Building -- Early Ship Building Of Chicago -- The Iron Ship Building Industry -- Short History Of Lake Dry Docks -- Growth Of Tonnage.
 
 
 Ships fear fire more than water. -- Italian Maxim.
 Vessels large may venture more, But little boats should keep near
 shore.
 -- Poor Richard's Almanac.
 She walks the waters like a thing of life And seems to dare the
 elements to strife.
 -- The Corsair.
 With clashing wheel and lifting keel, And smoking torch on high,
 When winds are loud and billows reel, She thunders foaming by; When seas
 are silent and serene, With even beam she glides, The sunshine glimmering
 through the green That skirts her gleaming sides.
 -- The Steamboat.
 - the forest's life was in it, All its mystery and its magic,
 All the lightness of the birch tree, All the toughness of the cedar,
 All the larch's supple sinews; And it floated on the river 
 Like a yellow leaf in autumn, Like a yellow water lily.
 In beautiful imagery Longfellow describes the birch canoe of Hiawatha.
 The Indian bark canoe is the earliest known form of lake vessel, and many of the
 pioneer navigators have written of its marvelous lightness and other
 qualities.
 One writer, describing the bark canoes of the Iroquois Indians, says
 they were from twelve feet in length, with sufficient capacity to carry two men,
 to forty feet, with capacity for 30 men. Another writer speaks of a canoe
 capable of carrying 50 men. The standard was about two tons. Birch bark was
 preferred because it was not liable to warp, but some tribes were obliged to use
 elm and other barks.
 Father Charlevoix, who traveled extensively over the lakes and their
 approaches, gives the following description of the birch canoe, which he says
 was then used by the French missionaries and by all the Indians he visited
 except the Iroquois:
 "They lay the bark, which is very thick, on flat and very thin ribs
 made of cedar; these ribs are confined their whole length by small cross bars,
 which separate the seats of the canoe; two main pieces of the same wood, to
 which these little bars are sewed, strengthen the whole machine. Between the
 ribs and the bark they thrust little pieces of cedar, which are thinner still
 than the ribs, and which help to strengthen the canoe, the two ends of which
 rise by degrees and insensibly end in sharp points that turn inwards. These two
 ends are exactly alike; so that to change their course and turn
 back the canoe men need only change their heads. He who is behind steers with
 his oar, working continually; and the greatest occupation of him who is forward
 is to take care that the canoe touches nothing to burst it. They sit or kneel on
 the bottom, and their oars are paddles of five or six feet long, commonly of
 maple; but when they go against a current that is pretty strong, they must use a
 pole and stand upright. One must have a good deal of practice to preserve a
 balance in this exercise, for nothing is lighter, and of consequence easier to
 overset, than these canoes, the greatest of which, with their loading, does not
 draw more than a half a foot of water. The bark of which these canoes are made,
 as well as the ribs and the bars, are sewed with the roots of fir, which are
 more pliable and dry much less than the ozier. All the seams are gummed (or
 pitched) within and without, but they must be viewed every day to see that the
 gum is not peeled off. The largest canoes carry twelve men, two upon a seat, and
 4,000 pounds weight. Of all the savages the most skillful of canoes are the
 Outaouais (Ottawas), and in general the Algonquin nations succeed herein better
 than the Hurons. Few French as yet can make them even tolerably; but to guide
 them, they are at least as safe as the savages of the country; and they practice
 this exercise from their childhood. All the canoes, even the smallest, carry a
 sail, and with a good wind can make twenty leagues a day. Without sails they
 must be good canoe men to make twelve leagues in a dead water." Father
 Charlevoix does not give the origin of using sail; this may have been suggested
 by the French.
 Shooting the Rapids in St. Mary's
 RiverCatlin, who visited the Indians of the Northwest
 before white settlements were common, has recorded this picturesque description:
 "The bark canoe of the Chippewas (whose main subsistence was fish) is perhaps
 the most beautiful and light model of all the water craft that ever were
 invented. They are generally made complete with the rind of one birch tree, and
 so ingeniously shaped and sewed together, with roots of the tamarack, which they
 call wat-taps, that they are water-tight and ride upon the water as light as a
 cork. They | gracefully lean and dodge about, under the skillful balance of an
 Indian, or the ugliest squaw; but like everything wild, are timid and
 treacherous under the guidance of a white man; and if he be not an experienced
 equilibrist, he is sure to get two or three times soused, in his first endeavors
 at familiar acquaintance with them." Henry, the English trader, on his return
 trip to Montreal from Michilimackinac in 1764, thus describes the construction
 of birch canoes: "Next morning, at ten o'clock, we reached the shores of Lake
 Ontario. Here we were employed two days in making canoes, out of the bark of the
 elm-tree, in which we were to transport ourselves to Niagara. For this purpose,
 the Indians first cut down a tree; then stripped off the bark, in one entire
 sheet, of about eighteen feet in length, the incision being lengthwise. The
 canoe was now complete, as to its top, bottom and sides. Its ends were next
 closed, by sewing the bark together; and a few ribs and bars being introduced,
 the architecture was finished. In this manner, we made two canoes, of which one
 carried eight men, and the other nine."
 The same trader gives in another part of his travels the
 following description: "The canoes, which I had provided for my undertaking,
 were, as is usual, five fathom and a half in length, and four feet and a half in
 their extreme breadth, and formed of birch-tree bark, a quarter of an inch in
 thickness. The bark is lined with small splints of cedar-wood; and the vessel is
 further strengthened with ribs of the same wood, of which the two ends are
 fastened to the gunwales; several bars, rather than seats, are also laid across
 the canoe, from gunwale to gunwale. The small roots of the spruce tree afford
 wat-tap, with which the bark is sewed; and the gum of the pine-tree supplies the
 place of tar and oakum. Bark, some spare wat-tap and gum, are always carried in
 each canoe, for the repairs, which frequently become necessary.
 "The canoes are worked, not with oars, but with paddles; and,
 occasionally with a sail. To each canoe there are eight men; and to every three
 or four canoes, which constitute a brigade, there is a guide or conductor.
 Skillful men, at double the wages of the rest, are placed in the head and stern.
 They engage to go from Montreal to Michilimackinac, and back to Montreal again:
 the middle men at one hundred and fifty livres, and the end men at three hundred
 livres, each. The guide has the command of his brigade, and is answerable for
 all pillage and loss; and, in return, every man's wages is answerable to him.
 This regulation was established under the French Government.
 "The freight of a canoe, of the substance and dimensions of which I
 have detailed, consists in 60 pieces, or packages, of merchandise, of the weight
 of from 90 to 100 pounds each; and provisions to the amount of 1,000 weight. To
 this is to be added, the weight of eight men, and of eight bags, weighing forty
 pounds each, one of which every man is privileged to put on board. The whole
 weight must therefore exceed 8,000 pounds; or may perhaps be averaged at four
 tons."
 In his work, "The Red and the White Man," George E. Ellis says: "The
 Indian canoe seems to need an Indian for its most facile use and its safest
 guidance. The best position for the occupant was to be flat on his back, if he
 trusted to floating, or to rest still on bended knees, if he plied the single
 paddle with strokes on either side. All uneasy, restless motions, all jerks and
 sidelings, were at the risk of passenger, canoe and freight. Count Frontenac,
 when first, as Governor of Canada, for Louis XIV, he began his experience as a
 voyageur, with the natives, expressed in strong terms his disgust at the cramped
 and listless position to which he was confined in the birch canoe; and the
 Jesuit missionaries, the most patient and heroic of all Europeans, as they met
 every cross and hardship, were very slowly wonted to it. They gave us many
 piteous narrative touches of the constant risks and the need of steady eye and
 of a stiff uniformity of position in the buoyant but ticklish vehicle of
 transport. When needed, they had in it their own precious sacramental vessels,
 requiring an ever nervous watchfulness against disaster. Till the passengers had
 learned to adapt themselves to the exacting conditions, their timidity and
 anxiety furnished a constant source of ridicule and banter to their native
 pilots. The merriment was loud and unsympathizing, when the passenger tipped
 himself into the waters, still or foaming, unless at the time he swamped the
 canoe with a valuable cargo."
 Gourley, in writing upon inland navigation, says: "From Lachine the
 canoes employed by the Northwest Company in the fur trade take their departure.
 Of all the numerous contributions for transporting heavy burdens by water these
 vessels are perhaps the most extraordinary; scarcely anything can be conceived
 so inadequate from the slightness of their construction to the purpose they are
 applied to, and to contend against the impetuous torrent of the many rapids that
 must be passed through in the course of a voyage. They seldom exceed thirty feet
 in length and six in breadth, diminishing to a sharp point at each end, without
 distinction of head or stern; the frame is composed of some small pieces of very
 light wood; it is then covered with the bark of the birch tree, cut into
 convenient slips, that are rarely more than an eighth of an inch in thickness;
 these are sewn together with threads made from the twisted fibers
 of the roots of a particular tree, and strengthened where necessary by narrow
 strips of the same material applied on the inside; the joints on the fragile
 planking are made watertight by being covered with a species of gum that adheres
 firmly and becomes perfectly hard. No iron work of any kind, not even nails are
 employed in building these slender vessels, which, when completed, weigh only
 about 500 weight each. On being prepared for the voyage they receive their
 lading, which, for convenience of carrying across the portages, is made up in
 packages of about three-fourths of a hundred weight each, and amounts altogether
 to five tons or a little more, including provisions and other necessaries for
 the men, of whom about eight or ten are employed on each canoe; they usually set
 out in brigades, like the bateaux, and in the course of a summer upward of fifty
 of these vessels are thus dispatched."
 In "Schoolcraft's Travels" occurs the following picturesque
 description: "We were struck with the difference, both as to the form and
 materials of construction, between the canoe by which the savages formerly
 navigated the Hudson, Connecticut and Delaware, and that which is at present
 employed by the northern tribes. The former, as still remaining among us, is
 merely a log which has been scooped out and is in every respect analogous,
 according to Mr. Pennant, to the monoxyla of the ancient Germans and Gauls, and
 to the pine canoe of the savages of Nootka Sound, except that the latter is
 supposed to exceed the ancient European canoe in the elegance of its form. The
 old Europeans, says Mr. Pennant, were content if they could but float. The
 northwest canoe is, on the contrary, constructed wholly of bark, cedar splints,
 the roots of the spruce, and the pitch of the yellow pine, productions which are
 common, from the frozen ocean, situated within the arctic circle, to the
 parallel of the forty-second degree of north latitude; and these articles are
 fabricated in a manner uniting such an astonishing degree of lightness,
 strength, and elegance and with such a perfect adaptation to the country, and
 the difficulties of northern voyages, as to create a sentiment of mixed surprise
 and admiration.
 "Those of the largest size, such as are commonly employed in the fur
 trade of the north, are thirty-five feet in length and six feet in width at the
 widest part, tapering gradually toward the bow and stern, which are brought to a
 wedge-like point and turned over from the extremities, toward the center, so as
 to resemble in some degree the head of a violin. They are constructed of the
 bark of the white birch tree, (betula papyracca), which is peeled from the tree
 in large sheets and bent over a slender frame of cedar ribs confined by
 gunwales, which are kept apart by slender bars of the same wood. Around these
 the bark is sewed by the slender and flexible roots of the young spruce tree,
 called 'wattap,' and also where the pieces of bark join, so that the gunwales
 resemble the rim of an Indian basket. The joinings are afterward luted and
 rendered water-tight by a coat of pine pitch, which, after it has been thickened
 by boiling, is used under the name of 'gum.' In the third cross-bar from the bow
 an aperture is cut for a mast so that a sail can be employed when the wind
 proves favorable. Seats for those who paddle are made by suspending a strip of
 board with cords from the gunwales in such a manner that they do not press
 against the sides of the canoe.
 "The fur companies have lately introduced the use of oars in
 propelling the canoe, but the natives employ the cedar paddle, with a light and
 slender blade. In either case, they are steered with a larger paddle, having a
 long handle and a broad blade. A canoe of this size, when employed in the fur
 trade, is calculated to carry sixty packages of skins, weighing ninety pounds
 each, and provisions to the amount of one thousand pounds. This is exclusive of
 the weight of eight men, each of whom is allowed to put on board a bag or
 knapsack, of the weight of forty pounds. In addition to this every canoe has a
 quantity of bark, wattap, gum, a pan for heating the gum, an axe, and some
 smaller articles necessary for repairs.
 "The aggregate weight of all this may be estimated at
 about four tons. Such a canoe, thus loaded, is paddled by eight men, at the rate
 of four miles per hour, in a perfect calm -- is carried across portages by four
 men -- is easily repaired at any time and at any place, and is altogether one of
 the most eligible modes of conveyance that can be employed upon the lakes, while
 in the interior of the Northwest, for river navigation, where there are many
 rapids and portages, nothing that has been contrived to float upon water, offers
 an adequate substitute. Every night the canoe is unloaded, and with the baggage
 carried ashore, and if, during the day, a storm should arise, such is the
 activity of the Canadian voyageurs, that ten minutes time is sufficient to
 effect a landing and secure both vessel and cargo. 
 "Recommended by these advantages, we felt an avidity to test them by
 experience; and after a long voyage in which we have had occasion to complain of
 the confined posture of sitting, and of the frequency of injuring the canoes by
 striking against hidden rocks and logs of wood, we have nevertheless returned
 with an unaltered opinion of their superior utility and adaptation for northern
 voyages. Such is the vessel in which Europeans, adopting the customs of the
 savages, first entered the great chain of American lakes, and in which they have
 successfully discovered the Mississippi, the Columbia, and the Arctic sea; and
 the coincidence is deserving of remark that it has been employed by every
 traveler of the region from the time of Father Marquette, the Jesuit, to the
 discoveries of Sir Alexander McKenzie. The order of traveling in this region is
 as follows: Father Marquette, LaSalle, Hennepin, LaHontau, Charlevoix, Henry,
 Carver, McKenzie."
 The Bateau. -- Soon after the advent of the French
 missionaries in the lake region the skiff or bateau began to displace the Indian
 canoe. The bateau was a light boat, long in proportion to its breadth and wider
 in the middle than at the ends. When military expeditions were to be sent up the
 lakes bateaux were usually constructed for that purpose, if the services of
 white mechanics, or boat builders, could be procured. If recourse upon the
 Indians was the only resource, canoes were employed. The Indian preferred his
 canoe, but the white man had a predilection for his own build of water
 craft.
 A traveler who made a trip up the St. Lawrence and lakes during the
 closing years of the eighteenth century says: "Three men are found sufficient to
 conduct an empty bateau of about two tons burden up the St. Lawrence, but if the
 bateau be laden, more are generally allowed. They ascent the stream by means of
 poles, oars and sails. When the current is very strong they make use of the
 former, keeping as close as possible to the shore, in order to avoid the
 current, and to have the advantage of shallow water to pole in. The men set
 their poles all together at the same moment, and all work at the same side of
 the bateau. The steersman, however, sheers his pole from side to side, in order
 to keep his vessel in an even direction. The poles commonly used are about eight
 feet in length, extremely light, and headed with iron. On coming to a deep bay
 or inlet, the men abandon the poles, take up their oars, and strike, if
 possible, directly across the mouth of the bay, but in many places the current
 proves so strong that it is absolutely impossible to stem it by means of oars,
 and they are obliged to pole entirely round the bays. Whenever the wind is
 favorable they set their sail, but it is only at the upper end of the river, or
 on the lakes, or broad parts of it, where the current is not swift, that the
 current by itself is sufficient to impel them forward. The exertion it requires
 to counteract the force of the stream by means of poles and oars is so great
 that the men are required to stop very frequently to take breath. The places at
 which they stop are regularly ascertained. Some of them, where the current is
 very rapid, are not more than half a mile distant, one from the other; others
 one or two, but none of them more than four miles apart."
 Another writer says: "The bateaux were a different kind of boat, and
 were, like the birch-bark canoes, largely used on the lakes,
 before the 'canoes with wings' made their appearance after the advent of the
 white man. They were used for the same purpose as the canoes, that is, the
 transportation of goods and passengers. Some of them would accommodate five or
 six families, and would carry a large amount of baggage. They were divided into
 brigades of twelve boats, each bateaux having a guide or conductor with five or
 six men under him and serving the same purpose as a captain of the present day.
 After the bateaux came the Schenectady and Durham boats. These boats were in use
 for many years, and in the war between the French and English, which resulted,
 in 1759, in the conquest of Canada by the English, many of them were in use, on
 Lake Ontario especially."
 A variation of the bateau, used later in the fur trade, is alluded to
 by a Chicago writer as follows: "The next navigating craft which should be
 dignified by the name of the 'Marine of the Lakes,' were suggested by the
 requirements of the fur trade, which called for a heavier vessel than the light
 bark canoe of the early explorers and missionaries. The Mackinaw barge,
 therefore, appeared upon the lakes and with it the voyageurs. These barges and
 sailors were known at Chicago for many years; but about the year 1830 both boats
 and voyageurs ceased to visit the settlement, as the sloops and schooners then
 introduced monopolized the lake trade."
 Early Sail Vessels. -- J. Collins, deputy
 surveyor-general of Canada in 1788, in an official report, expressed the opinion
 that for Lake Ontario vessels should be of 80 to 100 tons burden, and for Lake
 Erie about 15 tons, if intended to communicate between lakes; "but they should
 be built on proper principles for burden as well as sailing."
 The first sailing vessel built upon Lake Ontario was a small schooner
 of about 10 tons burden, the Frontenac, constructed at the "Cabins," where
 Kingston is now. Upon this vessel, on November 18. 1678, La Salle sailed from
 Cataraqui, his destination being the mouth of the river Niagara, as elsewhere
 related.
 The early sail vessels, from the Griffin down to the sloops and
 schooners of the opening decades of the present century, were usually quite
 small, and built after the fashion of the times.
 The brig Union, 93 tons, the first merchant brig built on the lakes,
 was owned by Jonathan Sidway and Elihu Pease. She was built at Huron, in 1814,
 and was afterward laid up for the reason that she was too large for doing
 business.
 In the summer of 1793 there appeared on Lake Ontario, for the first
 time, the premier merchantman, built in Canada. She was named the York, and had
 been constructed on the river Niagara in the previous year, 1792.
 Regarding the carrying capacity of sail vessels in 1839, the following
 shipments were made at Michigan City in the course of one week: Schooner Huron,
 Capt. John Kline, 4,746 bushels of wheat; schooner Marengo, Capt. W. W. Allen,
 2,100 bushels of corn; brig Neptune, Capt. John Sims, 250 barrels of flour and
 700 bushels of oats; brig Queen Charlotte, Capt. C. Whitmore, 1,420 bushels
 wheat; schooner Detroit, Capt. R. Cochran, 3,386 bushels wheat; schooner Western
 Trader, Capt. H. McHarry, 750 bushels oats and 175 barrels pork; schooner
 Savannah, Capt. Owens, 3,400 bushels corn; brig John Kenzie, Capt. John
 Thompson, 3,800 bushels corn, 2,000 barrels bacon and 100 barrels pork; schooner
 Missouri, Capt. Dunham, 3,600 bushels wheat.
 The United States revenue cutter Alexander J. Dallas, built at Erie in
 1816, and commanded by Captain Keith, has been thus described by Francis A.
 Dewey, of Cambridge, Mich. She was "a trim built vessel with black hull, painted
 ports, long raking masts and black yards. Her cabin was ornamented and decorated
 on all sides with cutlasses and swords, and around her masts were boarding
 pikes. On her main deck was the monitor gun, on the quarter deck was the swivel
 gun. The complement of men in uniform was 16."
 Sail vessels declined steadily in importance as steam navigation
 improved. They are now small in tonnage as compared with propellers, and those
 in service are used mainly as tows. Many of the types of sail
 vessels prevalent prior to 1860 have long since disappeared.
 Full-rigged brigs became extinct in 1869 with the loss of the Robert
 Burns, in the straits, together with ten souls, a sad ending to this style of
 rig. Those in service were called brigantines, and in many instances were base
 counterfeits.
 The number of scows gradually lessened as they were only useful in
 shoal waters, such as creeks and other places where vessels of greater draft
 dare not approach.
 A veteran among lake captains contributed, last year, an article to
 the Detroit Free Press about some of these ships, of which he had personal
 knowledge. "One of the best of them all," he says, "was the bark North West, of
 which Capt. George McLeod, now so prominent in marine insurance circles, was
 master. From her he went into the South West, also a fast one, Arthur Atkins
 taking the other. Then there was the Champion, Capt. Calvin Carr. These three
 led all the fleets in the seventies. I had more faith in the sailing ability of
 McLeod than the others gave me. He was always on deck, quick, alert, with his
 sail all up and drawing whenever there was a chance for it, and quite popular.
 So keen was the rivalry between these three vessels that their masters, if they
 were together, did not hesitate to take the first tug when approaching the mouth
 of the Detroit river or the entrance to the St. Clair, and tow behind alone
 through to destination. Of course it cost the owner considerable in tow-bill,
 for the tug captain would demand extra compensation for being obliged to let all
 other vessels go by to other tugs. The North West passed out long ago; the South
 West, owned by Bradley, of Cleveland, and the Champion, owned by Crosthwaite, of
 Buffalo, are still afloat. Other rapid ones, that could at least make it
 interesting for the foregoing, were the Golden Fleece, Capt. Jesse Hurlbut;
 Clara Parker, Capt. C. W. Elphicke; Lotus, Capt. Al. Fitch; Chicago Board of
 Trade, Capt. R. H. White; Newsboy, Capt. Orr; J. Wells, Capt. John Bowman; J. G.
 Hasten, Capt. Bob Todd. All of these were good vessels, and the men in them
 could not be surpassed in their time so far as daring and skill and knowledge of
 the lakes were concerned. The Golden Fleece is rotting away on the shores of
 Lake Erie, near Dunkirk. She is the property of Jim Reid, the wrecker, but he
 finds that the cost of releasing her is more than she is worth; so she is
 doomed. The Clara Parker went ashore near Grand Haven during a terrific gale in
 November, 1883. Her crew were all rescued in the breeches-buoy. The Lotus is now
 a lumber hooker on Lake Michigan. The Chicago Board of Trade is owned by Inman,
 of Duluth, or Hawgood & Avery, but not much has been heard of her
 lately. Captain Elphicke we have all heard of through an extensive marine
 insurance and vessel brokerage business which he conducts in Chicago. Captain
 White lives in Detroit, retired after many more years in command of various
 steam vessels.
 "A little later on the Bertha Barnes, Porter and Scotia became noted
 for their speed. The latter was in her time one of the largest schooners on the
 lakes. She was commanded by Capt. J. J. H. Brown, last year president of the
 Lake Carriers' Association, and one of the best known vessel agents on the
 lakes. She was a beauty, and Brown was the right kind of a man to sail her. Of
 course, my tale would be incomplete without some mention of the Wells Burt,
 which went down near Chicago with all hands in the spring of 1883; the F. W.
 Gifford, still sailing and owned by Captain Elphicke; the M. S. Bacon, Annie M.
 Peterson, J. I. Case, F. A. Georger, Nellie Redington, M. W. Page, Lizzie A.
 Law, Moonlight and Alice B. Norris. All of these are still afloat, but with
 topmasts off and towing wearily behind some steamer. In the sixties the City of
 Buffalo, City of Milwaukee and City of Chicago were trim and fast vessels of the
 same model. As I have said, I have my choice as to the fastest vessel in the
 seventies, but some will be inclined to dispute me. Many consider the Unadilla,
 long owned in Detroit, as about the best. She was certainly a
 handsomely-modeled, fast boat, and many a time has she paid for herself. She is
 still in commission after some thirty-five years of age. Other
 smart ones in her time were the P. C. Sherman, Sam Flint and Invincible. The
 Flint is afloat, but the others have passed out. All these were square-rigged
 and carried royals. I remember once when the Lotus came out with a varnished
 bottom, the captain having the idea that it would not only preserve the wood,
 but make her more slippery. Soon the bolt-heads began to drip rust, and then she
 was painted black. The James Couch, now the Tasmania, had trim-boards on the
 sides. The Ogarita was flat-bottomed, beamier than anything then afloat, and the
 largest carrier on the lakes for her inches. The big Michigan, now owned by the
 Owen estate, of Detroit, was the first double-decked schooner on the lakes. She
 was sailed for many years by Capt. Fred Hart, now the manager of the fleet."
 "The branches of the river contain many vessels which will never know
 another fitting-out time," said a Chicago writer in 1897. "Sailors will point to
 them as the crack boats of their time. When they came out they were the pride
 and wonder of marine men. Their races to the straits with cargoes of grain were
 more exciting than any yachting regatta. When the wind went to the southward
 they started out fifty strong and headed proudly straight for South Manitou
 island. Their sails were new and white, their masts were scraped, their decks
 were scoured, and as they drove past Grosse Point they made a beautiful marine
 picture. The first man to reach the ice was as proud of his ship as of himself.
 Those were the days when a captain was a captain, for he generally owned his own
 boat and sailed it as he willed."
 Canal schooners, so-called because they were built of light draft to
 permit passage through the Welland canal, have been rapidly passing away during
 the past several years, and the extinction of this type of vessel will decrease
 the relative importance of Lake Ontario navigation until a larger passage way is
 provided. Many went down during the fall gales because they were overloaded.
 They were built for 14 feet draft, and at that depth were safe, but when
 channels were deepened and freights were high the mortality among the canal
 schooners became almost an epidemic.
 In a recent article published in the "Nautical Magazine," London, a
 writer describes the transition from sail to steam, especially as applied to
 navigation through the Welland canal. He says: "The type of vessels originally
 used for freighting throughout this lake system was a three-masted schooner
 carrying fore-and-aft sails -- rarely a foretop sail and topgallant sail-limited
 in draft to the depth in the old canals, 9 feet, but borrowing improved beating
 power by the use of a centerboard. Next, propellers were introduced, of a
 hideously ugly type, literally built to fit the canal locks, and having their
 draught limited first to 9 and after the enlargement of the Welland canal to 14
 feet, and their length to 270 feet, or 200 feet for the River St. Lawrence
 canals. Keenness of competition soon taught the lesson that the larger vessel
 was the cheaper carrier; and from that conclusion an abandonment of the Welland
 canal route, and the selection of ports on Lake Erie which would permit the use
 of vessels larger than the docks would accommodate as eastern termini of the
 great lake freight traffic, was a logical step. Gradually the type has changed,
 the wants of shipping have forced the government to spend more and more on the
 improvement of connecting channels and harbors, and to-day it is literally true
 that with every inch of additional draft gained, so larger steamers and barges
 are built to take advantage of the improvement. Owners and agents are kept
 thoroughly posted on every little fluctuation in level, and load down to the
 last inch that can be wriggled over the shoalest spots to be navigated, while
 they are ever demanding still deeper channels that they may build still bigger
 boats."
 Early Steamboats. -- Prior to 1816 steamboats had not
 been introduced on the Great Lakes, although it is on record that a steamer
 called the Dalhousie was built in 1809 at Prescott, Ontario, and was chiefly
 employed on the St. Lawrence river. It is also a matter of record that during
 the same year the steamer Accommodation passed down the St. Lawrence, arriving
 at Quebec from Montreal about November 5. The Quebec Mercury of
 November 5, 1809, said: "On Saturday morning at 8 o'clock arrived here from
 Montreal, being her first trip, the steamboat Accommodation with ten passengers.
 This is the first vessel of the kind that ever appeared in this harbor. She is
 continually crowded with visitants. She left Montreal on Wednesday at 2 o'clock,
 so that her passage was 66 hours. She has at present berths for twenty
 passengers, which, next year, will be considerably augmented. No wind or tide
 can stop her. She has 75 feet keel and is 85 feet on deck. The price for a
 passage up is $9 and $8 down, the vessel supplying provisions. The great
 advantage attending a vessel so constructed is that a passage may be calculated
 on to a degree of certainty in point of time, which cannot be the case in any
 vessel propelled by sails only. The steamboat receives her impulse from an open
 double-spoked perpendicular wheel on each side, without any circular band or
 rim. To the end of each double spoke is fixed a square board, which enters the
 water and by the rotary motion of the wheel acts like a paddle. The wheels are
 put and kept by steam operating within the vessel. A mast is to be fixed in her
 for the purpose of using a sail when the wind is favorable, which will
 occasionally accelerate her headway." The construction of the steamers Ontario
 and Frontenac on Lake Ontario in 1816, and of the Walk-in-the-Water on Lake Erie
 is described elsewhere in this volume.
 With reference to steamboat history no allusion has been made to those
 built at Montreal aside from the Accommodation. It is not out of place to make
 mention of others built there, as follows: 1812, steamer Swiftsure; 1814,
 steamer Malsham; 1816, steamer Car of Commerce; 1817, steamer Lady Sherbrooke;
 1817, steamer Caledonia; 1817, steamer Telegraph; 1818, steamer New Swiftsure;
 1818, steamer Quebec 1st.
 On Lake Ontario following the steamboat Ontario was the steamboat
 Sophia, of 75 tons, built at Sacket's Harbor. Her career was a brief one, and
 eventually she was broken up. At Kingston, in Canada, the steamer Charlotte, of
 150 tons burden, was built in 1818. She was the first steamer to ply on the Bay
 of Quinte, going from Prescott to the head of that bay. The Dalhousie, built in
 1819, was the third steamer built on the Canada side of Lake Ontario, at
 Kingston, by Henry Gildersleeve, ship carpenter, and plied on the same route as
 the steamer just noted. The Martha Ogden, the fourth steamer built on the United
 States side of Lake Ontario, commenced plying in 1825.
 The monopoly for steam navigation on the waters of New York State,
 granted by repeated Acts of the Legislature, to Robert Fulton and Robert R.
 Livingston, gave rise to much litigation, and in a suit of Ogden vs. Gibbons,
 commenced in the Court of Chancery, September 27, 1819, and involving the rights
 of the steamboat Ontario, it was decided in favor of the grant. An appeal was
 made to the Court of Errors, and the case was finally carried to the Supreme
 Court of the United States, which decided in February, 1824, that the Act was
 "repugnant to the clause of the Constitution of the United States which
 authorized Congress to regulate commerce, so far as the said Acts prohibited
 vessels licensed according to the laws of the United States, for carrying on the
 coastwise trade, from navigating the said waters by means of fire or steam."
 In 1820 there were only four steamers on the Great Lakes, against
 seventy-one on Western rivers and fifty-two on the Atlantic coast.
 During the next decade eight steamers were built on the Great Lakes.
 The Superior, measuring 346 tons, came out in 1822 at Buffalo; the Martha Ogden,
 of 49 tons, at Sacket's Harbor, in 1823; the Pioneer, measuring 125 tons, at
 Buffalo, in 1825; the Niagara, measuring 157 tons, and the Henry Clay, same
 place, in 1826; the Enterprise, measuring 219 tons, at Cleveland, in 1826; the
 William Penn, measuring 215 tons, at Erie, in 1826; and one small craft of 94
 tons.
 The steamer Sheldon Thompson came out in 1830, and carried three
 masts, the first of that rig on the lakes. Then during the
 succeeding years came out the following steamers, many of which were historic:
 The William Peacock, the North America, the W. F. P. Taylor, the Charles
 Townsend, the Daniel Webster, the Thomas Jefferson, the General Porter, the
 Oliver Newberry, Washington No. 1, Washington No. 2, the Pennsylvania, the
 Barcelona, the United States, the Wisconsin, the Milwaukee, the Illinois No. 1;
 most, if not all of them, prior to 1836. Then from that time on until 1840 came
 out the following: The James Madison, the DeWitt Clinton, the Buffalo, the
 Robert Fulton, the Commodore Perry, the General Wayne, the New England, the
 Sandusky, the Constellation, the Rochester, the Bunker Hill, the Cleveland, the
 Chesapeake, the Red Jacket, the Waterloo, the Cincinnati, the Caroline, the
 Governor Marcy, the last two of which came up through the Erie canal; the New
 York, the James Monroe, the Constitution, the Columbus, the Chautauqua, the
 General Scott, the General Harrison, the Julia Palmer, the Great Western, the
 Julius D. Morton, the Arrow, the Baltimore, the Boston, the Baltic, the Albany,
 the Ben Franklin, the Erie, the Little Erie, the Detroit, the Fairport, the
 Troy, the Empire, the Empire State, the Champion, the Globe, the G. P. Griffith,
 the Indiana, the Keystone State, the Lexington, the Louisiana, the Michigan, the
 May Flower, the Missouri, the Nile, the Niagara, the New Orleans, the Ohio, the
 Oregon, the Saint Louis, the Star, the Swan, the Sultana, the Southerner, the
 Saratoga, the Superior No. 2, the Tecumseh, the Vermillion, and the Queen
 City.
 The Nile had a low-pressure beam engine, which had been in the
 Milwaukee, and which was afterward in the Orion. The Julia Palmer also had a
 low-pressure beam engine. She was commanded by Capt. T. J. Titus in 1844 and
 1845, and ran on Lake Erie in opposition to the Constitution, the James Monroe
 being detailed to run along side of her, which she did from port to port,
 carrying passengers for almost nothing.
 Steamboat Michigan. Built at Detroit, Mich., in
 1833. Length 156 feet; two beam engines of 80 horse power each. From
 "American Steam Vessels" Copyright 1895, by Smith &
 StantonIn his history of Detroit, Silas Farmer thus
 describes the Michigan: "When the steamboat Michigan was launched at Detroit
 April 27, 1833, she was the largest then on the lakes, and the second built at
 Detroit, the first being the Argo. The deck of the Michigan was 156 feet long;
 breadth of beam 29 feet; extreme width 53 feet; and depth of hold 11 feet. The
 gentlemen's dining room contained 30 berths aloft the engines and six staterooms
 forward with three berths each. The intermediate space between the engines
 formed a part of the dining cabin, and was richly paneled and gilded. The
 ladies' cabin on deck contained 16 berths, and was elegantly furnished. The
 forward cabin contained 44 berths. She was propelled by two low-pressure,
 walking-beam engines, with cylinders of seven feet, three inches stroke and 40
 inches in diameter. She sailed on her first trip October 11, 1833, under the
 command of Captain Blake."
 The Michigan was built and owned by Oliver Newberry, of Detroit, who
 for many years was associated with and largely engaged in the commerce of the
 lakes. This boat made one or more annual trips for pleasure, generally making
 the circuit of Lake Michigan. She was a fine specimen of a steamer, far in
 advance of most boats of her time. Though her model was by no means comely, her
 speed was quite equal to others, having powerful low-pressure beam engines. Her
 fine finish, splendid fixtures and furniture, which were quite superior to any
 other in that day, together with her veteran commander, Captain Blake, rendered
 her a favorite with the traveling public. The Michigan was a most unique
 specimen of naval architecture, inasmuch as she had two engines, one on each
 side, and each wholly independent of the other. This arrangement worked very
 well in calm weather and in smooth water, but in rough weather, when the waves
 rolled high, one of the wheels would be deep in the water while the other would
 be partly or wholly out of it, and while the one in the water would be laboring
 with great difficulty the one out of the water would fly around like lightning.
 This had the bad effect of jerking the boat about from side to side, making her
 navigation both difficult and unpleasant. The two independent
 engines were in all probability only an experiment, and so far as known this
 experiment has not since been imitated.
 The steamer Cleveland came out in 1837, she was built at Huron, and
 sailed by Capt. Asa E. Hart, and was low pressure. She first carried her boilers
 on her guards which caused her to be over crank, and they were subsequently
 placed below decks. She first carried two smoke stacks, wide apart, but on the
 removal of her boilers only one was used. It was on board the Cleveland that the
 first steam whistle was placed in use on the lakes.
 Prior to the advent of the steam whistle, bells were in universal use
 on steamboats, and they were generally placed so as to surmount the projection
 of the engine above decks. In the spring of 1844 the steamboat Rochester came
 out with a general overhaul, the addition of an upper cabin being a prominent
 feature. William McGee, a practical machinist, was chief engineer, and he during
 the preceding winter had constructed a steam whistle from plans illustrated in
 the "Scientific American." This whistle he attached to the boiler of the
 Rochester, merely as an experiment and for the novelty of the thing.
 The Rochester left Buffalo for Chicago early in May, and when on Lake
 Huron, nigh unto Bobolo light, she overhauled the propeller General Porter,
 Capt. Charles L. Gager, between whom and engineer McGee there had long existed a
 bitter enmity. The Rochester approached directly in the wake of the propeller,
 and when close up to her McGee gave his whistle vehement voice, ostensibly to
 "shoo-fly" the General Porter and her master. The defiant whistle continued to
 blow while the Rochester forged ahead of the slow-going propeller, and soon
 after the steamboat landed at Mackinac, where also in due time came the General
 Porter. Captain Gager, unaware of the fact that McGee was the culprit, hastened
 to the landing place of the Rochester, and in a loud voice demanded the presence
 of the man that had so insultingly "squawked" at him; whereupon McGee shouted:
 "Here he is," and landed on the dock at a bound. Then nothing but the determined
 intervention of mutual friends prevented a serious encounter between the two
 stalwart men, each of whom was brave and weighed nearly 200 pounds.
 McGee's steam whistle was one of the first on a lake steamboat, and
 proving itself of great utility, the steam whistle soon thereafter relegated the
 alarm bell to the rear, not only from steamboats but from factories on shore as
 well.
 The James Madison, owned by Charles M. Reed, of Erie, was built with
 particular reference to the upper lake trade. Her capacity for freight and
 passengers was the largest upon the lakes at that time. She was also a popular
 boat, and was a source of large profit to her owner. She was first under the
 command of Capt. R. C. Bristol, and for many years afterward was commanded by
 Captain McFadden.
 In 1837 the steamer Illinois was built by Oliver Newberry. She was
 also designed for the Chicago trade. In this boat were combined many qualities,
 both in her size, symmetry, beauty of model, style of finish, speed, and
 seaworthiness, which placed her in the foremost rank of steamboats, and enabled
 her to receive a most liberal patronage for many years. She was brought out
 under the command of Captain Blake.
 From year to year the immigration to Illinois and Wisconsin continued
 to increase until a daily line of boats was established between Buffalo and
 Chicago; while at the same time the public demands were such as to require a
 still further advance and a different class and style of boat -- one with better
 accommodations and increased facilities, suited to the condition and
 circumstances of a large class of the more refined and wealthy, who were then
 emigrating and settling in Illinois and the adjoining States. Hence the
 necessity for introducing the upper cabin boat.
 When the Great Western first made her appearance upon the lakes, and
 during the two years in which she was being built, many who claimed to be judges
 expressed doubts of the practicability and seaworthiness of that class of boats.
 But in a few trips she became a favorite with the public, and
 notwithstanding the opinions and prejudices of the few, was the means of
 bringing about an entire revolution in the construction of our steam marine upon
 the lakes, causing all the boats in commission and contemporary with her to
 convert their lower cabins into steerages and freight holds, and substitute the
 upper cabin. Probably no three boats contributed so largely to the settlement of
 Illinois and Wisconsin as the steamers James Madison, Illinois and Great
 Western.
 The steamer Great Western was commissioned in 1839, and owned and
 commanded by Capt. Augustus Walker. Her dimensions were: Length, 183 feet;
 breadth of beam, 34 feet 4 inches; across the guard, 60 feet; depth of hold, 13
 feet; custom house tonnage, 781 tons, being greater than any craft that floated
 on fresh water up to that period. She was propelled by a high-pressure engine,
 made at Pittsburg and said to be the largest engine of that description ever
 made in the United States. The cylinder was 30 inches in diameter, stroke, 10
 feet, and rated at 300 horse power. Her paddle wheels had a radius of 13
 ½ feet and 12 feet in breadth. The entire hull was occupied by the
 boilers, with holds for freight and wood. On the main deck aft was the ladies'
 cabin and staterooms, while on the hurricane deck the main cabins extended
 almost the whole length of the boat. On this deck there was also a ladies'
 saloon aft, the dining cabin next and the saloon or bar-room forward. State
 rooms, sixty in number, were arranged on either side of these cabins, the whole
 length, with three berths in each, making in all about 300 berths.
 The upper cabin of the Great Western was the first on the lakes. Other
 steamers then came out in rapid succession with upper cabins, when it was found
 that an upper cabin caused a steamer to run more steadily in a storm. Those that
 came out so equipped were as follows: the Niagara, the Empire, the Empire State,
 the Saint Louis, the Louisiana, the Indiana, the Western World, the Plymouth
 Rock, the City of Buffalo, the Chesapeake, the DeWitt Clinton, the General
 Wayne, the Bunker Hill, the Illinois, the Wisconsin, the James Madison, the
 Cleveland, the Constellation, the Robert Fulton, the General Harrison, the
 Commodore Perry, the Missouri, the Columbus, and the United States, together
 with a few others, the Rochester being the last of the old-style boats to adopt
 the improvement. Afterward the following new boats came out with upper cabins:
 the Nile, the Empire, the Sultana, the Indiana and the Superior No. 2.
 The Saint Louis was built in 1842 in Buffalo for Mr. Hollister, and
 was commanded by Capt. George W. Floyd. She had a low pressure, upright, square
 frame engine, which had been in the Sandusky, and she was subsequently commanded
 by Capt. Fred Wheeler. This style of engine was then much used on the lakes and
 on the Hudson river; but before 1870 it had gone entirely out of use. The
 following steamers had this style of engine: the Thomas Jefferson, the Sandusky,
 the Buffalo, the Constellation, the Keystone State, the New England, the
 Illinois, the Sultana, the Wisconsin, the Saint Louis, the Rochester, the
 General Wayne, the Queen City, and others.
 Until the Chesapeake came out in 1840 all lake steamers had two
 smokestacks, she being the first single pipe boat on the lakes. When the
 Missouri appeared she brought out another innovation, having her boilers on the
 deck, after the style of the boats on the Hudson river, her smoke stacks being
 set wide apart. She belonged to General Reed, of Erie, and together with the
 Jefferson, Madison and Buffalo, constituted the famous Reed line. The Niagara,
 Louisiana, Queen City and Keystone State were later additions to this line.
 The Missouri and Madison ran to Chicago, and were for this reason
 called "upper lakers." The steamboat Erie also belonged to General Reed. She was
 built in 1838-39, and ran in the Chicago line.
 Early in the winter of 1844 G. W. Jones, shipbuilder at Cleveland,
 laid the keel of a mammoth steamer, to be constructed for D. N. Barney &
 Co., of that port, of the following dimensions: Length of keel,
 254 feet; on deck, 265 feet; and of 1,200 tons burden. Her dining cabin on the
 upper deck was 230 feet long, with staterooms on either side, and a ladies'
 saloon at the end of the dining cabin. Her engine was 500 horse power, wheels 30
 feet in diameter, with buckets of 12 feet. The steamer was launched in the fall,
 and christened the Empire. She came out the following season, commanded by O.
 Howe, formerly master of the Chesapeake.
 "In the early days of steamboat building," said J. F. Holloway, in
 "The Engineering Magazine," "there was much experimenting as to what was the
 best kind of machinery to be employed; indeed, so distinctly different were the
 types of engines used that persons familiar with the different steamers could
 readily distinguish them, when, to an unpracticed eye, they were but dots upon
 the horizon, and so varied was the drumming of their revolving wheels, and the
 extent and sharpness of their escaping exhaust steam, that in the darkness of
 the night, or when hidden under a heavy fog, they could be named. Some of the
 boats were propelled through the medium of a walking beam, which projected above
 the cabin, and to which there was attached sometimes the figure of a galloping
 steed, whose alternate rising and plunging forward was perhaps intended to
 indicate not only the taste of the owner or builder and the speed of the boat,
 but to some extent the horse-power of the mechanism to which it was attached.
 Other boats had what were known as 'square engines,' which also projected in
 part above the cabin, but which had, in place of the tumbling beam, a
 vertically-moving cross-head, with swinging connecting-rods on each side,
 attached to the cranks on the paddle-wheel shaft, and which, when in motion,
 were not unlike a pair of crutches under a lame man, and seemingly for the same
 purpose of getting ahead. Others were driven by what are known as horizontal
 engines, which, while they took up considerable space on the main deck, left the
 cabin above them a long and uninterrupted saloon which, while adding to the
 comfort of passengers, gave greater opportunity to the decorative artists to
 show their ingenuity and skill. Many an old-time traveler can doubtless recall
 the bits of scenic painting displayed on the panels of the long row of stateroom
 doors, on either side of the cabin, the subjects of which ranged from the ducal
 palace of a prince on the banks of the Rhine to the rustic ruin of a hunter's
 camp in the wild West."
 The capital invested in steamboats at Buffalo in 1836 was $1,000,000.
 The expense of running these boats at that period, performing regular trips
 through the lakes, including wages of men, wood, provisions and ordinary
 contingencies, was from $100 to $150 per day each.
 The amount of wood consumed by a steamboat during a trip through the
 lakes and back was from 100 to 300 cords, averaging probably 150 cords. Each
 boat performed from thirty to thirty-five trips in a season, and of course
 consumed 5,000 cords of wood. The whole amount consumed by 24 boats, the number
 usually engaged, great and small in regular trips through, would be 120,000
 cords. The smaller boats, and those employed upon the river, used probably
 30,000 cords, which would make the total of 150,000 cords of woods consumed in
 one season. The price of wood varied in different ports from $1.50 to $2 per
 cord, making the average cost of wood consumed in one season by steamboats, over
 $250,000 a year. The number of hands employed on steamboats running through the
 lakes was from 20 to 30 each. The smaller boats employed from 8 to 15 each. The
 entire lot of men engaged in steamboat navigation, in 1836, numbered about one
 thousand.
 "The actual number of steamboats on the lakes in 1847 compared with
 1841," says a writer in the former year, ''is not much, if any, increased; but
 those which have gone off have been supplied by others of double and quadruple
 in capacity. At that day there was but one boat over 700 tons, and one other
 above 600 tons burden. The new ones range from 600 to 1,200 tons. At that time
 the business from Buffalo to Chicago could be done by six or eight of the then largest size boats; in 1847 it required fifteen, of more
 than double capacity, to do it, aided by about twenty steam propellers of more
 than 300 tons each, and an almost endless number of large brigs and schooners,
 many of which can carry from 10,000 to 15,000 bushels of wheat.
 "About 1850 was the height of steamboat prosperity on the lakes. There
 was at that time a line of sixteen first-class steamers from Buffalo to Chicago,
 leaving each port twice a day. The boats were elegantly fitted up, usually
 carried a band of music, and the table was equal to that of most American
 hotels. They usually made the voyage from Buffalo to Chicago in three or four
 days, and the charge was about ten dollars. They went crowded with passengers,
 four or five hundred not being an uncommon number, and their profits were large.
 The building of the trunk line railroads from east to west soon took away the
 passenger business, and the propellers could carry freight at lower rates than
 the expensive side-wheel boats, so they gradually disappeared. In 1860 their
 number was very small, compared with what it was ten years earlier, while the
 number of screw-propellers increased steadily."
 Steamboat Western World. Built at Buffalo in
 1854. Length 348 feet; beam 45 feet; engines vertical beam, 1,500 horse
 power; 2,002 tons; Western World and Plymouth Rock, duplicates, two of
 the finest side-wheel steamers ever built on the lakes; each cost
 $250,000; hull timbers diagonally braced with iron; four water tight
 compartments; ran only a few years. From "American Steam Vessels,"
 Copyright 1895 by Smith & Stanton.The largest
 steamer on the lakes in 1859 was the Western World, 2,002 tons. There were 9
 others beside, over 1,000 tons each, 21 measuring over 400 tons, 58 measuring
 over 200 tons, 70 measuring over 100 tons, 63 measuring over 20 tons, and 61
 measuring under 20 tons.
 In May, 1863, the steamers Western World, Plymouth Rock and
 Mississippi were taken from Detroit to Buffalo to have their machinery removed,
 and otherwise to be dismantled. These fine steamers were commissioned in 1855,
 plied but three seasons, and were among the largest and finest floating palaces
 ever put upon the lakes, and like everything else earthly they had their time;
 so had the railroads which scooped them, and there was no further use for them.
 An extravagant outlay of money to a very small purpose, as they never realized
 one dollar over expenses.
 Advent of the Propeller. -- John Ericsson, the famous
 engineer, brought the screw propeller to perfection. Patents had been granted to
 other inventors in America as early as 1791, and a screw propeller had been
 operated on the Hudson from 1802 to 1806 by Col. John Stevens. But not until 30
 years later did the inventions prove a success. Ericsson made his first
 experiments with the screw propeller in England in 1836, associating with him
 Francis B. Ogden then United States consul at Liverpool. A model was built and
 tested in a public bath at Liverpool. Then a boat, 40 feet long, was launched on
 the Thames. It was propelled by a double screw and attained a speed of 10 miles
 an hour. The Lords of the Admiralty were towed up and down the Thames in their
 barge by this primitive propeller, and they were asked to adopt it for the
 British navy service. But the lords decided that no vessel could be steered, if
 the power was applied at the stern, for had not previous experiments with
 paddles too near the stern proved that fact?
 But Robert F. Stockton, a friend of Ericsson, and an officer in the
 United States navy, believed in the new application of power. He ordered a small
 propeller, which was named after him, and sent it across the Atlantic under
 sail. Ericsson came to America in 1839 and tried to interest the United States
 Government in his invention. He succeeded in 1844, when the steam frigate
 Princeton was built with submerged wheels, but before this time Ericsson's screw
 had been applied to 41 commercial vessels, running on the lakes and along the
 coast. The first of these was the Vandalia, of 138 tons. She was contracted for
 in December, 1840, and made her first trip from Oswego to the head of Lake
 Ontario in November, 1841.
 The First Screw Steamer, Propeller
 VandaliaThe Vandalia was sloop-rigged. She had cabins
 on deck, fitted up for passengers. She made her trial trip on Lake Ontario in
 November under command of Capt. Rufus Hawkins. In the spring of 1842 she passed
 through the Welland canal to Buffalo, where she attracted great attention and
 awakened great interest among lake men. The total weight of her machinery was
 fifteen tons, and ten cords of wood were sufficient to run her
 each day. Subsequently the Vandalia was enlarged to 320 tons and her name
 changed to Milwaukee.
 The Vandalia was followed by the propeller Oswego, of 150 tons, in
 1842. In 1843 seven propellers were built as follows: The Hercules, 273 tons, at
 Buffalo; Samson, 250 tons, at Perrysburg; the Emigrant, 275 tons, at Cleveland;
 the Racine, 150 tons, at Oswego; New York, 150 tons, at Oswego; Chicago, 150
 tons, at Oswego; and the Independence, 262 tons, at Chicago. In 1844 the Porter,
 of 310 tons, was built at Buffalo, and in 1845 the Syracuse, at Oswego; the
 Princeton at Perrysburg, and the Phoenix, at Cleveland. Up to 1850 there had
 been built 50 propellers, measuring 16,427 tons. They have since largely
 supplanted the side-wheel steamers, except for elegant passenger service.
 The propeller Hercules was 135 feet long, 25 feet beam, 8 feet hold,
 and was built in the strongest manner. She had 14 staterooms, 6 feet square,
 with sufficient additional space for the erection of 46 berths more, thus
 affording ample accommodations for families who were emigrating.
 Her space below for storage was large, having almost the entire hull
 of the vessel appropriated for that purpose. The principal feature, however, of
 the Hercules was her engine and its auxiliaries. The engine was simple and very
 small, being close upon the keelson, and filling a space of six feet, and
 weighing 15 tons with the entire steam apparatus. It was one of Ericsson's
 patents made at Auburn, and was 50 horse power. The paddles were made of boiler
 iron 3/8 inch thick, 18 inches broad by 30 long, and were placed on two long
 wrought-iron shafts protruding from either side of the stern post. The diameter
 of the paddles was 6 feet, 4 inches. She was owned by the Messrs. Hollister, of
 Buffalo, and cost $20,000, being intended for the freight and passenger trade on
 the upper lakes.
 In July, 1843, the Independence, the first propeller built on Lake
 Michigan, was launched at Chicago. She was a large vessel for those days, being
 of 262 tons burden. Abaft the cabin in the after-run was placed an engine with
 which to run a propeller wheel, in case of head winds. The Independence was for
 years a successful sailing vessel, and it is claimed that she was the finest
 steam barge of the lakes. She was wrecked on Lake Superior in 1853.
 James Averill, a shipbuilder from Maine, had opened a shipyard at
 Chicago, and built the Independence. She was 112 feet keel, 25 feet beam, and 9
 ½ feet hold. She was ready for running in June of that year. The Samson
 performed the round trip between Buffalo and Chicago in 15 days, which in those
 days was considered remarkable speed.
 The Hercules made the down trip from Chicago to Buffalo in six days,
 her cargo consisting of 2,100 barrels of flour besides sundries consigned to
 Waring, Stocton & Co. and Beecher & Co., Buffalo.
 The old side-wheel steamer General Porter was converted into a
 propeller season of 1843 by Capt. C. S. Gager, at Buffalo. The propeller
 Emigrant, which came out that year, was 275 tons burden, built at Cleveland at a
 cost of $15,000. The propeller Racine, 150 tons, came out at Oswego the same
 season, plying from that port to Chicago. She was subsequently converted into a
 sailing vessel, and lost on Lake Erie in 1849. The propeller New York, built at
 Oswego, 150 tons, and the Chicago 150 tons, from the same port, were also
 commissioned in 1843, and were all the new American boats that season. They
 plied in connection with the New York, Oswego & Chicago line, carrying
 merchandise and passengers westward, and produce to the
 east.
 On the Canada side of Lake Ontario, the propeller Adventure came out,
 and was the first of that class of steamers in those waters, and was 158 tons
 burden She astonished vessel men by making the
 run from Toronto to Quebec in three days!
 It was the propeller that inaugurated steam navigation on Lake
 Superior. In the fall of 1845 the Indpendence was taken to the Sault Ste. Marie
 by Capt. J. M. Averill, and preparations made to take her over the portage.
 During the winter following and the succeeding spring, this was accomplished,
 and the Independence cast her anchor above the rapids in May, 1846. This
 propeller doubled White Fish Point, June 27, 1846, with Capt. Barton Atkins at
 the wheel. At that time the only ports on Lake Superior were Copper Harbor,
 Eagle Harbor, Eagle River and Ontonagon, landings being made at these in small
 boats from the steamer at anchor in open water. The only lighthouses then on
 Lake Superior were on White Fish point and Manitou island. Navigation was
 dangerous because there were no reliable charts, and the compass varied so much
 that it could not be depended on.
 The modern side-wheel steamer is a palatial craft,
 embodying the perfections of the shipbuilder's craft. Among the best examples
 are the North West and the North Land, twin steamers, brought out in 1894 and
 1895, respectively, for the Northern Steamship Company.
 Passenger Steamer North
 WestIn these steamers a radical change was made from the old
 styles of treatment. The time-honored pine woodwork, finished in white enamel
 paint, with a superabundance of gilding, has given way to a rich mahogany
 finish, spirited carving, soft coloring and a judicious use of gold, producing a
 symphony of brown, bronze-green and gold with the delicate carving and relief
 work, repeated through an imposing length of space.
 The grand saloon, situated on the deck, has long, sweeping lines of
 beauty, lofty roof, mellowed light, highly polished carved mahogany, tinted
 panels with relief work picked out in gold, luxuriously upholstered furniture,
 sumptuous carpets, and a finely designed balcony in antique brass. There is also
 a complete library, a very cosy cafe and a smoking room for card playing, etc. 
 The keynote of the North West's system of decoration is a modified
 rococo, and this motive is followed up through all her fittings and furnishings.
 The grand staircase leading from the spar deck to the dining-room below is very
 rich in design, and of solid mahogany. From the landing, about half way down,
 the stairs take on both sides a half turn and lead directly into the
 dining-room. To the right and left of the stairs are the sideboards, fine
 examples of cabinet work and carving. These sideboards are duplicated at the
 other end of the dining-room, on either side of a mantel and fireplace. The
 ceiling is panelled and enriched by ornaments in relief. The cove is decorated
 with paintings of festoons of fruits and flowers. There are finely modelled
 ornaments in the panels and on the pilasters, finished in burnished gold that
 adds to the scheme of color -- a low-toned old ivory -- and sparkle in the
 brilliant illumination of the many incandescent lights that stud the ceiling and
 sides of the boat.
 Steamer CoronaBesides the
 ordinary staterooms, which are light and airy, the North West has several suites
 of apartments which boast of luxury and comfort. They are situated forward on
 the hurricane deck, and are finished in white mahogany and furnished with
 full-sized brass bedsteads in special designs. Rich rugs, beautiful lace
 spreads, tables, and lastly, elegant private bathrooms, secure a luxurious
 comfort. The staterooms are lighted by 16 candle-power lamps, enclosed in
 ground-glass globes; these lamps are lighted and extinguished by a switch placed
 adjacent to the berth.
 The dynamo room is located forward and occupies a place by itself. The
 ships are equipped with electric signal lights of 100 candle-power each,
 connected with an automatic alarm attachment located in the pilot house. In case
 a lamp is extinguished by accident or otherwise, it rings an alarm bell in the
 pilothouse, also lights a lamp immediately, thus notifying the
 officers in charge that a lamp has been extinguished.
 About 1,500 tons of steel and 145 tons of iron entered into the
 construction of the hull; the two largest castings, not counting engine
 castings, two cylinders of which weighed 15 tons each, were at the stern and
 weighed 5 ½ tons each. The boilers, 28 in all, have been subjected to a
 pressure of 800 pounds per square inch and are operated at a pressure of 275
 pounds. They contain 4,032 separate tubes, with a combined length of about four
 and a half miles. They drink 70 tons of water per hour, enough to fill a tank 50
 feet long, 5 feet wide, and 9 feet deep. In a round trip the boat would turn
 into steam a quarter of a mile of water, 25 feet wide and 9 feet deep.
 Her regular and auxiliary engines employ 65 steam cylinders, 26 pump
 cylinders and 6 centrifugal pumps. The propellers turn 120 times a minute, and
 at each revolution send the ship forward 17 feet, that is at the rate of 22
 miles per hour, which under pressure may be increased to 27 miles an hour, the
 speed of an ordinary passenger train.
 Nearly 26 miles of electric wire are used, conducting fluid for 1,200
 16-candle-power lights. The lamps exceed by 300 the number on the largest ocean
 steamship. The electric search light on deck has 100,000 candle power, and was
 used on the Liberal Arts building at the World's Fair in Chicago.
 The average commissary order for a round trip of about five days
 includes 3,000 pounds of beef, 5 ½ barrels of flour, 450 pounds of
 butter, 350 pounds of sugar, 500 gallons of milk, 40 gallons of cream, 430 dozen
 eggs, etc.
 Passenger Steamer City of
 BuffaloAnother instance of the best type of the modern
 sidewheel steamer is the City of Buffalo, built in 1895 by the Detroit Dry Dock
 Company for the Cleveland & Buffalo Transit Co. She is 308 feet over
 all, 298 feet on water line, 75 feet over guards, and 17 feet 4 inches deep. The
 hull is 5/8 inch steel and is divided into eleven water-tight compartments. The
 engines are compound beam, the cylinders being 52 inches by 8 feet stroke and 80
 inches by 12 feet stroke. The paddle wheels are 30 ½ feet diameter, and
 of the Clyde feathering type. There are six Scotch boilers, 12 ½ feet
 diameter by 12 feet long, tested to 175 pounds and working at 125 pounds. The
 main deck will carry 800 tons of general merchandise. There are 160 commodious
 staterooms, six sumptuous parlors and 150 single berths, a total sleeping
 capacity in berths for 640 people. The grand saloon is 250 feet long. The
 diningroom, furnished in oak, will seat 150 people, and adjoining the spacious
 day cabin, at the extreme stern, are two cozy private diningrooms.
 Iron and Steel Vessels. -- The propeller Onoko, built at
 the Globe works, Cleveland, in 1882, is usually regarded as the prototype of the
 modern steel propeller. Previous to that time, however, there had been a number
 of iron vessels constructed.
 The steamer Alert was an iron steamer, built at Buffalo for the
 topographical service, and launched December 21, 1843. She was of small
 dimensions and designed exclusively for the survey service of the lakes. She was
 built entirely of sheet iron, on Lieutenant Hunter's plan, horizontal submerged
 wheel, and of light draught, about three feet. She had two common high-pressure
 engines, which gave her great speed.
 The United States iron propeller Jefferson was launched early in 1844
 at Oswego. The material for her construction was prepared at Pittsburg, whence
 the iron was conveyed to Oswego, ready for fitting together. The Jefferson was
 360 tons burden, and pierced for 26 guns, but carried only one gun amidships.
 Her engine was one of the Ericsson model of 120-horse power.
 The United States steamer Michigan, of 538 tons, was launched in 1843.
 She was built entirely of iron, excepting the spar deck, which is of
 three-and-a-half-inch pine plank; draws 8 feet when ready for a cruise. She is
 pierced for 12 guns (32-pounders).
 Propeller Merchant. First iron propeller on
 Great Lakes. Built at Buffalo in 1862; length 200 feet; beam 29 feet;
 tonnage 861; wrecked at Racine, 1875. From "American Steam Vessels"
 Copyright 1895, by Smith & StantonIn the fall
 of 1861, Edwin T. Evans, of the Anchor line, contracted with the veteran
 shipbuilder, David Bell, for an iron propeller, 190 feet long, 29
 feet beam, 14 feet hold, and 650 tons burthen to be built at Buffalo. This was
 the first iron merchant boat built on the lakes, and cost about $60,000. This
 vessel, the Merchant, was a screw steamer of about 200 feet length, and her
 dead-weight ability equalled about 700 tons. After a successful career of about
 twenty years, the Merchant was wrecked on Racine reef, Lake Michigan, and became
 a total loss. Her machinery was recovered and placed in the steam barge A. L.
 Hopkins, built at Marine City.
 In 1868 the Anchor line built at Buffalo the steamer Philadelphia, of
 about 1,600 tons capacity, which was lost by collision with the steel steamer
 Albany off Point aux Barques, Lake Huron, in 1893, both steamers going to the
 bottom in deep water. Other steamers built by the Anchor line between 1871 and
 1873 were the Alaska, Arabia, India, China, Japan, Java, Cuba, Russia and
 Scotia. All of these were built at Buffalo. The Java, Cuba, Russia and Scotia
 were twin-screw steamers.
 The steamer Onoko, 282 feet long, is one of the most remarkable
 steamers on the lakes, notwithstanding she is of the canal-boat style of naval
 architecture. She has run on the lakes for sixteen seasons, and has earned money
 enough to load her down. For ten of the sixteen years that she has run she
 carried the largest cargoes of any boat afloat on fresh water, and has had
 business in ore at $3 per ton, and wheat from Port Arthur at 14 cents per
 bushel. She was the first of the modern iron freighters.
 Less than ten years ago the iron steamer Onoko was pointed out by
 marine men as being a marvel. She carried the largest cargo of any ship on the
 lakes -- 110,000 bushels of corn. In 1897 the schooner Amazon carried out of
 South Chicago 230,000 bushels of corn, and nothing was thought of it. Every year
 has seen an average growth of from ten to twenty feet in the length of vessels,
 with a corresponding increase in the beam and depth. At every advance vesselmen
 said the boats were as big as they could be economically handled, but generally
 the next contract showed them to be mistaken. In 1897 it was announced that the
 Zenith Transportation Company, of Duluth, had given an order for a steamer 450
 feet long to the Cleveland Shipbuilding Company; old-time vesselmen again said
 it was the limit of size for a successful lake carrier. The Bessemer Steamship
 Company has since added 25 feet.
 The prediction that within ten years 600-foot vessels will be built on
 the lakes is made by the Detroit Free Press. Experiments are being made with a
 central arch of steel running fore and aft, as it is in the length not width
 that weakness is shown in a seaway. Then it is thought that girders will be. so
 changed in position and composition as to give greater strength, and that
 strakes will not only be made stronger but better fastened as the method
 improves with experiment. The limit as to depth is certainly reached now, though
 fifty-five feet, and even a little greater, may be attained in width. Therefore
 it would be necessary to introduce the arch and other means of strengthening.
 Not only the seas but the action of the engine gives the long hull the
 snake-like motion that is plainly perceptible if one stands at the after end and
 look towards the bow. A steel arch, running amidships the length of the vessel,
 and well braced, would so strengthen the modern steel vessel hull as to allow of
 the 550-foot length and greater, and at the same time not handicap the vessel
 with dead weight, giving it great draught when with light cargo.
 For ten years past it had been impossible to get a strictly modern
 boat on the lakes. Size and style changed between the laying of the keel and the
 launching of the ship. Nowhere in the world has the progress in marine
 architecture been so pronounced as on the Great Lakes, where a greater tonnage
 was launched in 1896 than in all the rest of the United States.
 Three years ago the biggest load ever carried on the lakes was about
 4,000 tons, and it was a year before such loads became common. Two years ago
 came the first 5,000-ton vessel, and it was supposed the limit had been reached.
 In a year the lakes were dotted with vessels that carried over
 5,000 tons, and this season there are half a dozen that load over 6,000 tons.
 Six years ago the 2,500-ton freighters of the Great Northern road were leaders
 in size and equipment. To-day such ships are back numbers, though most efficient
 vessels. There never has been a time when nor a waterway where progress has been
 so rapid as in the past half dozen years on the Great Lakes.
 Development of the Barge. -- In a recent address,
 President Richmond of the Buffalo Board of Trade said: "No longer ago than 1850
 the most spacious propeller on the Great Lakes could carry only 600 tons.
 Gradually the size has been enlarged. In 1861 the modern and economical system
 of transportation in barges on the Great Lakes is said to have been first
 introduced. Its result has been a wonderful reduction in the cost of freightage.
 It was first used in the lumber trade, where it was highly successful, and now
 nearly all the lumber brought to Buffalo and Tonawanda is carried in barges, in
 lines of four, five and six, towed by propellers or steam tugs. Thus a million
 and a half or two million feet are brought in one tow. It was not until 1871
 that the use of a propeller with one barge attached for the carriage of grain on
 the Great Lakes was first introduced. It may be said to have revolutionized the
 business. Large numbers of tows, each consisting of propeller and its consort
 and carrying from 100,000 to 120,000 bushels, were subsequently employed."
 Steel Barge No. 103The
 Whalebacks. -- About 1889 a new style of vessels began to make its
 appearance on the Great Lakes, and quite a number of them have since been built.
 They are known as the "whale-backs." About nineteen were turned out during the
 seasons of 1889 and 1890 by the American Steel Barge Company, and eleven were
 built in 1891. The construction of this type of vessel has been less rapid
 during the past several years.
 The greatest whaleback ever designed was launched June 25, 1898, for
 the American Steel Barge Company, at the West Superior (Wis.) shipyard. She is
 430 feet long, 414 feet on the keel, 50 feet beam, and 27 feet deep, with a
 capacity of about 8,000 tons, on 18 feet draught. It embodies all the latest
 ideas of its owners.
 One of the features of the latest whale-back is deck lighting, by
 means of arc lights similar to those used in lighting the streets. Another is
 the building of a pilothouse near the bows, abaft the turret. The original plan
 in the whaleback was to build the pilothouse above the engineroom, just in front
 of the smokestack.
 The largest boat ever constructed for the lake service is the Moose,
 for the Bessemer Steel Company, built this year, at West Bay City, Mich., in the
 yards of F. W. Wheeler & Co. It is 475 feet long, 452 feet keel, 50 feet
 beam, and 28 feet deep. All of the latest steam appliances have been placed in
 this steamer; but, as is the case with the rest of the steamers of the Bessemer
 fleet, nothing in the shape of luxury of appointments will be provided. These
 boats are made without regard for beauty of line, but are built for carrying
 large cargoes.
 Other new types of vessels have recently been built for
 special purposes. Car ferries on Lake Michigan, ice crushers at the straits,
 steel canal boats on Lake Erie have been among the number.
 The appearance of the first fleet of steel canal boats on the Great
 Lakes and the Erie canal was due to an investigation by the Cleveland Chamber of
 Commerce, which revealed the fact that the poor showing by the manufacturers of
 that city in the East was due to their inability to compete in Eastern markets
 on account of the heavy freight charges. It was found that the reason Buffalo
 had better freight rates was due to the competition of the Erie canal from that
 city to New York. Charles E. Wheeler, the Superintendent of Transportation of
 the Chamber of Commerce, suggested the building of a fleet of steel boats to
 take freight through without transfer, from Cleveland to New York. Great
 prejudice was found along the canal against such a project, as it was claimed
 that the rocky bottom would seriously injure the steel vessels, and that no
 canal boat could weather the storms of Lake Erie. The first fleet, constructed
 in 1895, set at rest all doubts as to the fitness of steel boats for the service. This fleet consisted of a steamer and five consorts, all being
 98 feet long, 17 feet 10 inches wide, and 10 feet deep. The steamer is driven by
 a fore-and-aft compound engine of 120 horse-power, and carries 125 tons of
 freight, while the consorts carry 230 tons each. The first trip was made in
 August, 1895, with a cargo of rails for the New York street railways.
 In January, 1896, a further addition to this steel fleet was
 contracted for, consisting of three steamers and ten consorts. They were the
 same breadth and length as the first ones, but were made two feet deeper with a
 view to utilizing the increased depth of two feet of water in the canal.
 During the season of 1897 the company brought to Cleveland 90,000
 barrels of sugar, their cargoes east-bound consisting of grain, nails and
 miscellaneous merchandise, and in 1897 including the four large rudder frames
 for the United States men-of-war Kearsarge, Alabama, Kentucky and Illinois. It
 is not the intention of the company at any time to operate west of Lake Erie, as
 manifestly there is a point where the large tonnage of the big boats, plus their
 speed, will be more remunerative than the use of the small boats in spite of the
 advantage of non-transfer. The theory of the company has been that this service
 could be successfully operated from points on the south shore of Lake Erie as
 far west, probably, as Detroit. During 1897 the canal boats went to Toledo, and
 the company would not hesitate to inaugurate a service from Toledo or Detroit,
 were not abundant business offered to them at Cleveland.
 The boats in general outline resemble the ordinary wooden canal boat,
 and the first fleet was constructed by the Globe Works of this city, and the
 rest of the boats by the Crescent Ship Yard of Elizabethport, New Jersey.
 Steel Car Ferry Pere Marquette. Capacity 30
 Loaded Freight Cars.Car Ferries. -- In
 recent years the volume of winter business in grain, flour and general
 merchandise conveyed across Lake Michigan on car ferries has grown to very large
 proportions. In the winter of 1895-96 there were 10 steamers engaged in this
 traffic. In the winter of 1896-97 18 steamers and car ferries. There are now in
 operation on the lakes 23 car ferries, most of them on Lake Michigan. Of these,
 14 are high-power steam ice crushers, and two of these, the Ignace at the
 straits of Mackinaw, and the Marquette, owned by the F. & P. M. Ry., are
 of the largest craft of the kind in the world. These car ferry lines are owned
 chiefly by the connecting railroads.
 The Ann Arbor road operates two steamers with 48-cars capacity, from
 Frankfort, Mich., to Gladstone and Menominee, Mich., and to Kewaunee and
 Manitowoc, Wis.; the F. & P. M. Transportation Company operates one
 steamer with 30-cars capacity, from Ludington to Manitowoc; the Chicago
 & West Michigan Railway one of 26-cars capacity, from Milwaukee to
 Muskegon; the Lake Michigan C. F. Transportation Company operates 9 floats and 3
 tugs, with a capacity 117 cars, from South Chicago to Peshtigo, and from
 Manitowoc to Benton Harbor; the Michigan Central 3, the Grand Trunk 2, and the
 Canadian Pacific 2, between Detroit and Windsor; the Michigan Central 2, between
 Mackinaw and St. Ignace; the Michigan & Ohio C. F. Transportation
 Company 2 floats between Sandusky and Detroit; the United States &
 Ontario Steam Navigation Company 1 between Conneaut Harbor, Ohio, and Port
 Dover, Ontario.
 The combined capacity of the 14 steam vessels is 287 cars, while the 9
 barges or floats, which are towed by large tugs, can move 145 cars. The capacity
 of the 23 ferries is 432 cars.
 The Marquette, operated by the F. & P. M. Transportation
 Company, was built in 1896 by W. F. Wheeler & Co., of West Bay City, and
 cost $300,000. Her length between perpendiculars is 331 feet, her overall length
 350 feet, beam 56 feet, depth below main deck 19 ½ feet, depth from
 upper deck to floor 37 feet. The steel frames and plating extend from bilge to
 upper deck, and the main and upper decks also are of steel. Over 2,700 tons of
 steel were used in her construction. The bow of the new steamer is double-plated
 with ¾-inch plates for a distance of 30 feet abaft the stem, and this double plating extends three feet above the load line. To
 resist the great pressure of ice shoves, channel beams thoroughly secured both
 vertically and horizontally span the hull at close intervals about midway
 between the floor and main deck. The hull has six water-tight compartments but
 no water-bottom. A shield of forged steel affords protection for the rudder, and
 the shafting of the two after wheels is housed in.
 The steamer has three fore-and-aft compound engines of equal power
 each, with 24-and 48 inch cylinders and 36-inch stroke. One of these engines
 works the bow wheel, the other two the stern wheels. Steam is furnished by four
 boilers, each 13 ½ feet in diameter and 12 feet long. The wheels are of
 steel, the two aft of 11 feet and the forward one 9 ½ feet diameter.
 The upper works embrace a cabin with accommodations for twenty-five passengers
 in connection with the pilot house, texas, etc., and a house abaft the
 smoke-stacks to provide quarters for the crew. The steamer carries thirty loaded
 cars and 200 tons of coal on a draught not to exceed 13 feet.
 Steel Canal Boats. -- A new type of vessel, which first
 appeared on the lakes in 1895, was a fleet of six steel canal boats, one
 propeller and five barges. They were built at Cleveland for service between that
 port and New York via the Erie canal. In general outline they resemble the
 ordinary wooden canal boat. They have been frequently caught in gales on Lake
 Erie, and their efficiency has often been demonstrated. In November, 1896, the
 fleet encountered a storm off Dunkirk, and anchored 10 miles from shore in the
 teeth of a gale blowing 72 miles per hour. The company's fleet now numbers 4
 propellers and 15 consorts. They averaged during 1897 one trip more per season
 through the Erie canal than any of the boats running between Buffalo and New
 York. The boats are 98 feet long, 17 feet 10 inches wide and 10 feet deep. One
 vessel and three consorts carries about 1,000 tons of freight.
 A Horse Ferry Boat. -- In 1844 the Privat Brothers, at
 Toronto, purchased a vessel, which had been running on the Niagara river below
 the Falls, to ply for passengers between Toronto and the Island. This vessel
 they named the Peninsula Packet, and placed in command of Louis Joseph Privat.
 But few if any of those who took passage upon this vessel ever knew or cared for
 its name, every one calling it the "horse boat ." She was 60 feet long and 23
 feet wide, and was a side-wheeler. These wheels were made to revolve by two
 horses, which trod on a circular table, set flush with the deck in the center,
 and revolved upon rollers, which being connected with the shaft set the wheels
 in motion. The horses remained stationary on the deck, the table on which they
 trod revolving under them, and being furnished with ridges of wood, radiating
 like spokes from the center, and which the horses caught with their feet, thus
 setting the tables in motion. After two years an alteration was made in the
 construction of the propelling apparatus, and instead of two horses there were
 five placed on the revolving table, except that the table itself did not now
 revolve, the horses going round and round the deck, in precisely the same manner
 as in the old-style threshing-machine horse power. This vessel served the
 purpose of a ferry boat until 1850, when she was taken off the route.
 At this time Louis Joseph Privat built a steamer called the Victoria,
 having an engine of twenty-five horse power, and ran her as a ferry boat from
 Robert Maitland's wharf at the foot of Church street, every hour from 10 A. M.
 to 7 p. M. , until the end of the season of 1853, when he
 sold her to George Tate, then superintendent of the Grand Trunk railroad, who
 ran her until the fall of 1855; this was in Toronto, Canada.
 The Old Ferry at Black Rock. -- Historical reading
 furnishes information that a ferry was maintained over the waters of Niagara
 river at Black Rock at quite an early date, even in the days of the Revolution.
 This is believed to have been the first ferry established on western waters
 above the great cataract, unless there was one earlier on the Detroit river, a
 locality early in evidence. For a ferry landing on the American side of the
 river was the historic "black rock," whale-like projecting its
 sable back above the sand surface on shore, and then penetrating its flat top,
 100 feet wide, into the river 100 feet or more, with its surface 4 feet above
 the water, thus constituting an excellent landing place for the bateaux of the
 early voyagers, and subsequently an enduring wharf, the first in lake commerce
 and one never out of repair.
 Here in 1679 was that intrepid explorer of unknown lands and waters,
 amid savage life, described as a "blue-eyed, fair faced, ringletted cavalier,
 fitted to grace the salons of Paris," Robert de La Salle, with his well-formed
 little vessel, Le Griffon, with 33 Frenchmen and one Italian and seven little
 brass cannon on board, making repeated attempts to stem the rapids that he might
 proceed -- he didn't know where.
 In 1800 one O'Neil ran the ferry, making landings at the rock, and
 living in a log hut standing adjacent thereto, and serving a double purpose, or
 paying a double debt, being both a ferry-house and a residence. The boats were
 scows, propelled by sweeps in 1806, when Major Frederick Miller, father of the
 deceased navigator of that name, took the ferry and operated it until 1812, when
 for a time it was discontinued in deference to the war. Then the ferry boats
 were seized and taken to Canada by a raiding party of the enemy, but were soon
 retaken by the Americans, and before the end of 1813 they were again on duty,
 managed by an American, named Lester Brace. Mr.
 Brace retained an interest in the ferry until 1821, except for an interval when
 it was run by Asa Stanard, father of the former lake captains, Charles C. and
 Benjamin Stanard. In 1826 the ferry was operated by Lester Brace and Donald
 Fraser, who placed a horse-power boat on the service. Asa Stanard was an early
 builder of lake shipping, having a yard at Block Rock prior to 1812. The
 machinery of the horse boat consisted of a horizontal wheel the width of the
 boat, the horsetreading at the sides. This was the second horse-power boat ever
 operated, the first being on the Hudson river at Albany. The horse boat was
 continued until 1840, when James Haggart placed a steamboat in service.
 Ferries at Detroit. -- The following account of the car
 ferries at Detroit appeared in the Marine Review. It was in the
 year 1825 that the first boat was put on the river to ply regularly between
 Detroit and Windsor. She was a scow-constructed craft named Olive Branch. She
 had been purchased in Cleveland by D. C. McKinstry and Capt. John Burtiss, and
 had formerly been propelled by horses. An advertisement published at the time
 cited that she would be used for the purpose of "transporting wagons, horses,
 cattle and passengers across the Detroit river." Her landing on the American
 side was at Dorr & Jones' dock, and on the Canada side at a wharf built
 by McKinstry & Burtiss, directly opposite. Prior to this the traffic
 across the river had been carried on by small boats and scows. This mode of
 conveyance continued until 1830, when Captain Burtiss had a steamer constructed
 named the Argo, the hull being a large dug-out, or canoe, which was severed in
 twain fore and aft, spread apart and decked over, side wheels being added. She
 was built by Shadrack Jenkins, and continued to ply in the ferry service until
 1834, when a rival made her appearance, named Lady of the Lake. The Argo fell
 into the hands of Louis Davenport in 1832, and in 1836 he brought out the
 high-pressure steamer United, a craft of 71 tons burden. It is said that her
 exhaust gave out such a peculiar sound that it could be heard for miles in clear
 weather. The United continued on the route until 1853, when she was enlarged and
 converted into a wood barge, in which trade she remained until 1879, when she
 was sunk by collision near St. Clair Flats, after having been in service 43
 years.
 The Alliance came on the route in the spring of 1842, and a few years
 later her name was changed to Undine. The steamer Argo No. 2 followed in 1848,
 but soon after her advent she exploded, killing her master, Captain Foster, and
 several others. After being rebuilt she was under the command of Capt. W.
 Clinton (father of Capt. W. R. Clinton), for several years, and later was sailed
 by Capt. James Forbes, until 1872, when she was taken off the route, having
 plied in that service twenty-four years. In 1852 Dr. Russell, of
 Detroit, had the steamer Ottawa built. She was of 300 tons burden, and was first
 sailed by Capt. W. R. Clinton and afterward by Capt. A. H. Mills, the veteran
 tug man. She was sold to parties in Toledo, where she again served as a ferry
 steamer and spent the residue of her days on the Maumee.
 The side-wheel steamer Gem, which was built for W. P. Campbell, of
 Detroit, came out in 1856. She was only 50 tons burden and was of less size than
 nearly all that had preceded her on the route. After plying a short time between
 Gibraltar and Detroit, she was placed on ferry service between Detroit and
 Windsor. A short time prior to this period the steamer Mohawk had been engaged
 and was sailed on the route by Captain Chilvers. This boat had something of a
 history. She was built of iron at Kingston in 1842 for the British Government
 service as a lake revenue steamer. She was finally changed to a passenger boat,
 and was lost on Lake Huron in 1868. The Windsor, 223 tons, was built in 1856,
 and was put into the ferry service. In the spring of 1866 she was chartered by
 the Detroit & Milwaukee Railroad Company for the purpose of conveying
 passengers and freight to and from Windsor. On the morning of April 23 she took
 fire and thirty lives were lost. She was so badly damaged in hull and machinery
 as to render her unfit for further use as a ferry boat. Subsequently she was
 rebuilt, the machinery taken out and the hull made a tow barge. She was finally
 taken to Lake Michigan.
 The steamer Essex was built in 1859 at Walkerville, above Windsor. She
 plied on the ferry route for several years. She lay submerged at Walkerville for
 some time, and was finally purchased by parties on the river St. Clair and used
 as a ferry between Courtwright and St. Clair. Other boats that served on the
 route for transient periods were built for other purposes. The Detroit was built
 at Algonac in 1864. In September, 1875, she was destroyed by fire at Sandwich.
 The Hope was built and came on the route in 1870. She was later changed into a
 screw propeller.
 Up to this time the ferry boats had been of the side-wheel class, and
 during severe winter weather were incapable of forcing a passage through the
 ice, and consequently were compelled to lay up at intervals. Early in 1872 Capt.
 W. R. Clinton designed and built the Victoria, which, as he expressed it, "would
 go through or over the ice, irrespective of thickness," to be propelled by a
 screw wheel. When put to the test the Captain's expectations were realized. As a
 ferry steamer she was a success and of remarkable speed. Not infrequently has
 she gone to the relief of the large railway steamers when ice-bound. The
 Victoria is of 192 tons burden, and is now owned by the Detroit, Belle Isle
 & Windsor Ferry Company. In 1875 Capt. W. P. Campbell had the steamer
 Fortune built. She was 199 tons burden, cost $25,000, and was constructed much
 after the style of the Victoria.
 After the incorporation of the present ferry company, operating
 between Detroit and Windsor, the Excelsior, 229 tons, was constructed, followed
 in 1880 by the Garland, 246 tons. The Victoria, Fortune, Excelsior and Garland
 were built by the Detroit Dry Dock Company.
 Evolution of the Lake Carrier. -- An interesting address
 on "The Lake Marine" was delivered early in 1897 by B. L. Pennington, of
 Cleveland, before the Ohio State Board of Commerce. Mr. Penning-ton sketched the
 marvelous evolution of the lake carrier, and the effect of the increased
 capacity upon freight rates, as well as upon commerce generally. Speaking of the
 lake vessel he said: "The growth of the lake tonnage, for the most part, has
 kept pace with the industrial development of that vast region, and this
 development has expanded with the increase of population throughout the United
 States -- the augmentation of capital -- the growth of manufacturers -- the
 multiplying wants of a higher and yet higher civilization and the enlargement of
 our trade with foreign countries.
 "For the foregoing reasons the gradual growth of the lake marine, from
 the time the first little sail craft was put afloat, is shown to have been an
 inevitable and natural evolution. The lake marine had its simple
 and primitive beginning in the 17th century, though but little development
 accrued until the I9th, after the advent of steam navigation. Lake Ontario was
 first to be honored. From the birch bark canoe of the savage to the small sloop
 or schooner with canvas, there was simple evolution.
 "In 1818 the marine fleet of Lake Ontario numbered sixty vessels --
 fifty-nine sail vessels and one steamer. In 1816 the whole tonnage of vessels at
 all Lake Erie ports, including Detroit, was only 2,067 tons -- only about half
 of the register of some of our largest modern steamers. These vessels ranged in
 size from ten to 134 tons register.
 "The subsequent growth of the lake tonnage was more rapid, as well in
 the size as in the number of crafts put afloat. In 1849 it aggregated about
 160,000 tons -- value nearly eight million dollars. In 1862 there were 1,502
 vessels, 383,000 tons. In 1886 there were 1,997 vessels, 635,000 tons. In 1891
 there were 2,125 vessels, 871,000 tons. In 1896 there were about 3,400 vessels
 and about 1,250,000 tons, value eighty million dollars. So from 1849 to 1896 the
 value of the fleet increased tenfold. About two-thirds of the present fleet are
 of steam. Sail vessels have decreased with the increase of steamers and of
 towing. Most of the craft carrying sails are regularly towed by steamers.
 "The greatest evolution has been caused by the metal steamers --
 largely during the last decade when measures for deeper channels and harbors
 were inaugurated. The limit to the size of wooden boats had been reached, and
 metal had grown cheaper.
 "The lake marine from its infancy kept pace with the improvements of
 harbors and the deepening of channels until the advent of metal boats, when the
 latter set the pace, and are being built in length and loaded draught much
 beyond the immediate ability of most of the narrow and shoal harbors and
 antiquated cargo-handling plants to properly care for them. Improvements of
 these are projected and are coming slowly.
 "As a majority of the lake craft, however, are small, comparatively
 speaking, and
 are able to carry full loads into all the harbors as they now are, the
 incentive for immediate improvements will not be so moving. Meanwhile the
 smaller craft will continue a necessity and remain an important minority of the
 lake marine."
 
 CANADA'S MERCHANT MARINE.
 
 City of CollingwoodThere has
 been a slow but steady growth in the number and tonnage of the Canadian vessels
 upon the Great Lakes system. Nearly all the Canadian vessels engaged in the lake
 trade are owned in the Province of Ontario. The following statement shows the
 number of vessels and number of tons on the registry books of the Dominion of
 Canada for the Province of Ontario on December 31 in each year from 1873 to
 1897, both inclusive, and therefore fairly represents Canada's merchant shipping
 on the lakes.
 
 
 
 YEAR
 VESSELS
 TONS
 
 
 1873
 681
 89,111
 
 
 1874
 815
 113,008
 
 
 1875
 825
 114,990
 
 
 1876
 889
 128,947
 
 
 1877
 926
 131,761
 
 
 1878
 958
 135,440
 
 
 1879
 1,006
 136,987
 
 
 1880
 1,042
 137,481
 
 
 1881
 1,081
 139,998
 
 
 1882
 1,112
 137,061
 
 
 1883
 1,133
 140,972
 
 
 1884
 1,184
 142,387
 
 
 1885
 1,223
 144,487
 
 
 1886
 1,248
 140,929
 
 
 1887
 1,275
 139,548
 
 
 1888
 1,330
 139,502
 
 
 1889
 1,352
 141,839
 
 
 1890
 1,312
 138,738
 
 
 1891
 1,345
 138,914
 
 
 1892
 1,347
 141,750
 
 
 1893
 1,370
 146,665
 
 
 1894
 1,480
 148,525
 
 
 1895
 1,508
 148,669
 
 
 1896
 1,525
 146,522
 
 
 1897
 1,424
 135,349
 
 
 
 The tonnage of 1898 was apportioned among the ports as follows:
 Amherstburg, 121; Belleville, 893; Bowmanville, 752; Brockville, 203; Chatham,
 1,518; Chippewa, 153; Cobourg, 311; Collingwood, 5,483; Cornwall, 162; Cramahe,
 278; Deseronto, 1,412; Dunnville, 57; Goderich, 1,825; Hamilton,
 5,095; Kingston, 23,393; Morrisburg, 382; Napanee, 122; Oakville, 323; Ottawa,
 25,411; Owen Sound, 4,332; Picton, 2,054; Port Arthur, 2,004; Port Burwell, 450;
 Port Colborne, 681; Port Dover, 691; Port Hope, 5,512; Port Rowan, 491; Port
 Stanley, 739; Prescott, 6,175; Sarnia, 7,091; Saugeen, 328; Sault Ste. Marie,
 970; St. Catharines, 13,427; Toronto, 14,655; Wallaceburg, 2,032; Whitby, 514;
 Windsor, 5,309.
 New Canadian Vessels. -- New vessels built and registered
 in the province of Ontario from 1874 to 1897, inclusive, have been as follows: 
 YEARNO.TONNAGE
 18745010,797
 1875537,760
 1876475,397
 1877283316
 1878302409
 1879422462
 1880443610
 1881545111
 1882554369
 1883344311
 1884584446
 1885454509
 1886522075
 1887662993
 1888625095
 1889453259
 1890414917
 1891442662
 1892343684
 1893494126
 1894643137
 1895523732
 1896381757
 1897503850
 
 
 RosedaleAmong the Canadian
 shipbuilders may be mentioned the Hamilton Bridge Company, of Hamilton, Ont.,
 the Bertram Engine Works Company and the Polson Iron Works, of Toronto -- all
 builders of steel vessels; the Collingwood Dry Dock Company, of Collingwood; A.
 W. Hepburn, of Picton, Ont.; Montreal Transportation Company, of Kingston, Ont.;
 John Simpson, of Owen Sound, Ont.; and Melancthon Simpson, of Toronto.
 The Polson Iron Works were established in 1883 by William and F. B.
 Polson, but did not begin shipbuilding until 1889 when on Owen Sound they
 constructed for the Canadian Pacific railroad the steel steamer Manitoba. Later
 they built other vessels at Owen Sound, and in 1894 moved their plant to
 Toronto.
 MajesticL. Shickluna was at
 one time one of the most prominent shipbuilders on Lake Ontario. He was located
 at St. Catharines, where for many years he carried on a successful business.
 
 SHIP BUILDING.
 
 An extended sketch of ship building will not be attempted in this
 connection, nor would it be desirable; but brief allusion may properly be made
 to the successive stages by which the construction of the merchant marine of the
 Great Lakes has advanced. In early times, when the demand for vessels existed,
 ship yards sprang up in various parts of the Great Lakes system. During the
 early part of the war of 1812 there was no merchant ship building carried on on
 the lakes. The British had the entire control of these waters. After the battle
 of Lake Erie goods were shipped to some extent in government vessels, when that
 could be done. Then afterward when commerce again became safe and free there
 were but few points along the southern shores of Lake Erie where vessels could
 go into winter quarters, or where they could be fitted out or repaired for the
 next season's business. There were, however, a few points, such as Con-ja-qua-da
 creek, below Black Rock, and River Rouge, below Detroit, on the United States
 side, and Moy, Amherstburg and Chippewa creek on the Canadian side. The former
 of these places was, however, the most popular, as it was easy of access, and
 such material as was needed could be there most easily obtained. In 1812 it had
 been made a temporary naval station, and so remained until the arrival of
 Commodore Perry, when all the supplies, vessels and stores were removed to
 Erie.
 United EmpireIn later years
 ship and boat building was carried on at Buffalo, Erie, Conneaut, Ashtabula,
 Fairport, Cleveland, Charleston (Ohio), Vermilion, Huron, Sandusky, Miami,
 Monroe, Detroit, Mt. Clemens, on the St. Joseph, and several points on the
 eastern and western shores of Lake Michigan.
 Ship building was commenced at Clayton, on Lake Ontario, in 1832, on
 Washington island by Smith & Merrick, and for several years was carried
 on briskly, not unfrequently five vessels being on the stocks at
 one time, giving employment to 150 or 200 men, and the only limit to the size of
 the vessels were the locks in the Welland canal. The first vessels built there
 were the Jessie Smith and Horatio Gates, for Smith & Merrick.
 The Union Dry Dock Company, of Buffalo, is famous for possessing and
 operating the yard where the side-wheel steamer Walk-in-the-Water was built in
 1818. At that time the name of the firm was Bidwell & Banta, after which
 it was changed to Mason & Bidwell, and afterward and until the Union Dry
 Dock Company was incorporated, in 1870, business was carried on under the name
 of Taylor & Jewett. This shipyard has been closely identified with the
 advancement in every stage of vessel building for the inland seas. The
 predecessors of the Union Dry Dock Company, between 1840 and 1860, constructed
 many famous and historical craft. The Southern Michigan, Northern Indiana,
 Western Metropolis, City of Buffalo -- all flyers -- were built here. The
 propeller Hercules, built in 1843, was one of the first on the lakes. Between
 1844 (when the famous Indian Queen, a noted boat in her day, came out) and 1862,
 eighteen large side-wheel steamers were built here. At this place, in 1887-88,
 were constructed the famous steel steamships Owego and Chemung. These two
 magnificent crafts, each 350 feet in length, are among the largest running on
 our inland seas. The Tioga, built in 1885, was the first steel steamer
 constructed on the lakes. The terrific naphtha explosion on board this vessel,
 at Chicago in 1890, and which would probably have sunk an iron vessel, and
 certainly burned a wooden one, was confined wholly to the hold aft of the
 engine.
 The Union Dry Dock Company, of Buffalo, was incorporated in 1870, and
 the yards have been managed under this name ever since. The company has built
 many fine boats, the first of which was the New-burg, 216 feet in length, built
 in 1870.
 The shipyard of this company originally fronted on Buffalo creek and
 the City Ship canal, 450 feet on the former and 400 feet on the latter. The
 fronting on Buffalo creek has been used for the past fourteen years for the
 construction of their iron and steel vessels, while their wooden vessels have
 been built on the canal. In 1892 an exchange was made between this company and
 the Pennsylvania Coal Company, by which the former secured possession of
 property up to that time belonging to the latter adjoining their south line, and
 having a frontage on Buffalo creek of 615 feet. By this exchange the company had
 in all a frontage on Buffalo creek of nearly 1,100 feet, and here since 1893
 their entire shipbuilding plant has been located.
 The officers of this company since 1870 have been as follows:
 Presidents -- S. S. Guthrie, Washington Bullard, John King and E. B. Thomas;
 superintendents -- M. M. Drake, W. I. Babcock and Edward F. W. Gaskin; secretary
 -- A. R. McDonough; treasurers -- J. H. Bartow, A. C. Cordes, Arthur Turnbull,
 A. Donaldson and Edward White.
 One of the best known shipbuilders at Cleveland, when wooden ships
 were constructed, was Thomas Quayle, sometimes called the father of Cleveland
 shipbuilders. He was born on the Isle of Man, May 9, 1811, and came with his
 parents to Cleveland in 1827. He finished his apprenticeship as shipbuilder in
 Cleveland, and then started in business in 1847, with James Cody as partner, the
 firm continuing for three years. Luther Moses was a partner later, and they had
 sometimes seven boats on the stocks at once. John Martin succeeded to the firm,
 and boats built by Quayle & Martin have still a high reputation on the
 lakes. In one year they built thirteen vessels. In 1874 Mr. Martin died, and the
 firm was reorganized under the name of Thomas Quayle & Sons, George L.
 and Thomas E. Quayle being made partners. They built the steamers E. B. Hale,
 Sparta and the Commodore, the latter being at that time the largest vessel on
 the lakes. In 1878 they built two boats for the Anchor line, and two, the
 Buffalo and Chicago, for the Western Transit Company. In 1882 Mr. Quayle retired
 from business, and the firm was continued as Thomas Quayles' Sons, William E.
 entering the firm. This firm continued as long as the wooden
 shipbuilding industry survived in Cleveland.
 Early Ship Building at Chicago -- Ship building,
 according to Capt. Peter F. Flood, was commenced in Chicago in 1835. The
 Clarissa was begun in the spring of 1835, by Nelson R. Norton, but was not
 completed, or launched, until May 18, 1836. The Detroit, Capt. John Crawford,
 was built at Milwaukee in 1836-37 for the Chicago trade, at a cost of $50,000.
 This vessel was lost off Kenosha in November, 1837, after only six months
 service. About this time (1836) an association of the then young, energetic and
 enterprising citizens was formed, and they commenced the building of the steamer
 James Allen. It was completed in 1838, Capt. C. H. Case having charge of its
 construction. The shipyard was on "Goose Island." The Allen was built to be
 fast, and to run across Lake Michigan from St. Joseph to Chicago, in connection
 with the stage and mail line. Her hull was narrow and sharp in form, and light
 in material. Two powerful, low-pressure, horizontal engines were put on the
 guards, on the main deck. The boilers were small, and, on trial, proved to be
 insufficient. When the Jim Allen had steam up and started on her trial trip for
 St. Joseph, she went out of Chicago at a speed that pleased, as well as
 astonished, her owner and designer. The first fourteen miles were run inside of
 an hour. Then the engines began to "slow up," and the voyage took about ten
 hours. Every effort was made to keep up the supply of steam to the two large
 engines, but the result was the same as experienced during the outward trip. To
 use the expression of her commander, she would run the first thirty minutes
 "like a skeered dog," then her speed would gradually slacken to about seven
 miles an hour, and nothing could coax her to do any better. For two seasons,
 notwithstanding the utmost exertions taken, there was no improvement in the
 Allen's average rate of speed, and she was then sold and taken to the lower
 lakes.
 The George W. Dole was also built by Captain Case, soon after the
 completion of the James Allen, and the two ran together over the St. Joseph and
 Michigan City route. The former was sunk at Buffalo, in 1856, having previously
 been changed into a sailing vessel. These were the first and only steamers built
 in Chicago previous to 1842.
 In 1842 Capt. James Averell established a shipyard, on the North side,
 just below Rush street bridge, and very soon after Thomas Lamb commenced
 business near the same place.
 The shipyards of Chicago were now beginning to present unusual signs
 of activity. In 1845 there were constructed the schooners Maria Hilliard, J.
 Young Scammon, and Ark; in 1846 the barque Utica, brig Ellen Parker, and
 schooner N. C. Walton. In 1847 eighty schooners had been, or were being, built,
 in Chicago, one brig and one propeller -- the A. Rosseter -- a total tonnage of
 4,833. Nineteen schooners, one propeller and one brig owned by Chicago people.
 The leading ship-builders at this time were Jordan, Miller & Conners.
 The latter afterward formed a partnership with Riordan & Dunn, on the
 South side, near Van Buren-street bridge. From 1850 the building of vessels at
 Chicago, and for the Chicago trade, became an important industry.
 The iron ship-building industry had in 1872 become fairly
 established at Cleveland and Detroit. The price of iron had fallen sufficiently
 to make previous experiments successful business enterprises. Buffalo and
 Milwaukee followed a little later, though with feebler energy. Chicago has
 developed large steel-ship producing capacity. West Superior has turned out a
 heavy tonnage, and West Bay City has become one of the most important
 ship-building plants on the Great Lakes.
 "For about four or five years, "writes Joseph R. Oldham in ''
 Cassier's Magazine," in 1897, "the mean standard dimensions of steamers
 constructed on these lakes were: length 295 feet, breadth 40 feet, depth 25
 feet, and it is remarkable how long shipowners and shipbuilders hovered about
 these dimensions; but it was the same elsewhere not many years ago. I remember
 well when but two types of steamers were generally constructed in
 European yards over a period of four or five years. The 'well-deck ' type was
 usually about 250 feet in length, and the flush-deck type was about 300 feet
 long. The former vessels carried about 2,000 tons, and the latter about 3, 500
 tons dead weight. Steamers of just about these dimensions kept the seacoast
 builders engaged for several years.
 "The first drastic departure in the building of lake steamers of
 largely increased dimensions was taken by a young, but enterprising and
 farseeing, shipowner and merchant of Cleveland. The victory was the result of a
 careful and courageous calculation of financial probabilities and physical
 possibilities, and from that inception may the immediately modern evolution in
 naval architecture on these Great Lakes be dated. So passing over small and
 timid advances in the way of increased capacities of ships, let us see what the
 absolute and comparative increase of tonnage amounts to since the season of
 navigation preceding the advent of the victory.
 "If time permitted it might be interesting to many if the large lake
 fleets of oak steamers and sailing vessels were dwelt upon, for amongst the best
 of these may readily be found some of the strongest cargo vessels afloat, and
 their aggregate tonnage largely exceeds that of the iron and steel steamers; but
 there is no disguising the fact that metal is rapidly superseding wood as the
 material of which both large and small craft are being constructed. The
 paramount reason for this is the rapidity with which wooden vessels decay,
 whereas iron ships, if kept clean and properly painted, do not rust to a
 dangerous extent before they become obsolete in design, and valueless as
 commercial commodities.
 "Five years ago there was not a vessel on these lakes that displaced
 5,000 tons when floating on the St. Mary's river. Today there are not fewer than
 twenty high-powered steel screw steamers which displace about 8, 500 tons on the
 same draft of water. This represents an average increase in the carrying
 capacity of no less than 70 per cent., and the percentage increase in register
 tonnage is still higher. Steel cargo steamers, 415 feet in length, and 48 feet
 in breadth, are now being constructed.
 "These dimensions are greater than those of the average modern ocean
 steamer, though several British cargo steamers are about one hundred feet longer
 and their depth and draft of water is much greater. The carrying capacity of
 this new lake fleet will equal 3,500,000 tons of ore, transported from the head
 of Lake Superior to Lake Erie in one season of navigation."
 Early in 1895 the first of the 400-foot vessels, the Victory and the
 Zenith City, appeared. In 1897 the Bessemer Steamship Company placed contracts
 with F. W. Wheeler & Company for a steel steamer and two consorts,
 larger than anything previously built. The steamer is 475 feet over all, 455
 feet keel, 50 feet beam and 29 feet deep. She has quadruple expansion engines,
 cylinders 28, 40, 59 and 85 inches, with 42-inch stroke. Steam is furnished by
 four Scotch type boilers, allowing 200 pounds working pressure to the square
 inch. Her water bottom is six feet deep. The schooners are larger than any
 steamer that has been turned out on the lakes up to the present time, and are
 the greatest carriers on fresh water. The schooners are 450 feet over all, 435
 feet between perpendiculars, 50 feet beam and 28 ½ feet deep. They have
 5 ½ feet water bottoms, and 2,600 tons of metal were used in the
 construction of each of the boats. They carry 7,000 gross tons of ore on 17
 feet, which makes the carrying capacity of the three boats over 20,000 tons to
 the trip. The schooners have very heavy towing machines and stock-less anchors,
 fourteen hatches with 24-foot centers. While the new boats are great carriers,
 they are made as strong as possible without using any unnecessary material.
 W. B. Morley and J. J. Hill constitute the shipbuilding firm known as
 Morley & Hill, located in Marine City, Mich. They have a wide reputation
 for the construction of stanch, seaworthy vessels, as they build on honor and
 use the best of material. Messrs. Morley and Hill first associated together for
 the purpose of shipbuilding at Sodus Point, New York, in the year 1866, when they rebuilt the schooner S. P. Johnson, her name being then
 changed to Grace Sherwood. Their next boat was built in Marine City, where they
 rented the yard of David Gallagher, with a frontage on Belle river. They soon
 acquired the yard by purchase. It is 330 feet front on Belle river by 300 feet
 deep. In 1871 they built the steamer D. W. Powers, 303 tons register, and the
 following year they launched the steamer Jarvis Lord, 938 tons. This was the
 second double-deck steamer ever built on the lakes, and proved to be a good
 business boat. In 1873 they laid the keel for the steamer N. K. Fairbanks, 980
 gross tons, but owing to the financial panic of that year she was not completed
 and launched until August, 1874, and did not go into commission until the spring
 of 1875.
 Then followed the steamer Morley, 870 tons register, built in 1879;
 steamer A. L. Hopkins, 757 tons, in 1880; steamer S. J. Macy, 548 tons, in 1881;
 steamer J. H. Osborne and the well-known passenger steamer Mary, noted for her
 speed and other good qualities in 1882; steamer New Orleans, 1,169 tons, in
 1885; steamer Louisiana, 1,259 tons, in 1887; steamer W. B. Morley, 1,469 tons,
 in 1888, her name being changed to Caledonia when sold to Capt. James Corrigan
 in 1890; steamer Italia, 2,036 tons, built to the order of Capt. James Corrigan;
 steamer St. Lawrence, 1,437 tons, in 1890; steamer J. J. Hill, 974 gross tons,
 in 1892. This boat was built for saltwater service, but is still on the lakes.
 The steamer W. B. Morley was the last vessel built by the firm. She was launched
 in 1892, and is 1,747 gross tons register. The firm owns controlling interest in
 the steamers St. Lawrence, J. J. Hill and W. B. Morley, which are managed by
 Capt. C. T. Morley.
 There are now on the Great Lakes six immense plants where steel
 vessels are constructed exclusively, and several others where steel ship
 building is conducted in connection with other work.
 The shipyard of the Detroit Dry Dock Company, at Wyandotte, Mich., is
 the oldest of the steel plants on the lakes now in operation. It was formed in
 July, 1872, with a capital of $300,000. For 20 years before ship building had
 been conducted on the Wyandotte site of the company's plant. Campbell &
 Company, in 1852, launched the first large vessel there. Mr. Owen ten years
 later became a partner, and in 1870 Capt. S. R. Kirby succeeded to the Campbell
 interest. In 1877 a small plant at Wyandotte which for five years had been
 operated by Capt. Eber Ward, was absorbed by the Dry Dock Company.
 During the 26 years of its existence the Detroit Dry Dock Company has
 constructed about 125 vessels, with a tonnage aggregating 140,000. In 1880 the
 company began the construction of iron steamers. It has built many of the finest
 passenger boats on. the lakes. The present officers of the company are: Hugh
 McMillan, president; Alexander McVittie, vice-president; Gilbert N. McMillan,
 secretary and treasurer; Frank E. Kirby, engineer.
 The Globe Iron Works Company grew from a small beginning. In 1869
 Robert Wallace, John F. Pankhurst, John B. Cowle and Henry D. Coffinberry became
 interested in a machine shop and foundry on Center street, Cleveland, then known
 by the firm name of Sanderson & Co. In time the foundry burned down and
 was replaced with a brick building. The wooden buildings which housed the
 machine shops became gradually unfit for use, and a fine three-story brick
 building was erected to take their place. This structure, much enlarged and
 extended, remains standing.
 About this time Stevens & Presley, who had for many years
 operated a marine railway on the Old River bed, were induced to commence the
 construction of a dry dock on their property. Because of financial difficulties
 they were unable to finish the work, and the proprietors of the Globe Iron Works
 purchased a half-interest in the uncompleted enterprise. This concern is now
 known as the Cleveland Dry Dock Company, and has proved a highly successful
 venture.
 The Globe Iron Works gradually embarked in the business of ship
 building. They constructed a number of steam and sailing vessels and tugs, being
 the first firm in Cleveland to contract to deliver a vessel ready
 for sea. Previous to this time it had been customary for one contract to be made
 for the hull of a vessel, one for the cabin, one for the rigging, another for
 the fittings, etc. The first contract for a complete vessel was made with the
 Republic Iron Company for a steamer which was named the Republic, two other
 steamers, the Colonial and the Continental, and three consorts being
 subsequently built for the same company.
 The demand for vessels from this yard became so brisk that the
 original shipyard, near the Globe works, became inadequate, and a new yard was
 started near the head of the Old River bed. This has grown until to-day it is
 nearly a quarter of a mile in length, and has stock room for four modern lake
 carriers at one time.
 The market for iron ships expanded, and preparations were made to meet
 the demand. The new yards were fitted up for the construction of steel boats,
 and in 1880 the Globe Ship Building Company was organized, with the original
 partners, Messrs. Wallace, Pankhurst, Coffinberry and Cowle, and John Smith, who
 was to be the superintendent of the new concern, as incorpora-tors. When
 everything was ready, there was still lacking the requisite order. A company was
 formed to build and own the first iron ship to be constructed in Cleveland. The
 principal stockholders in the company were Philip Minch, I. W. Nicholas, John N.
 Glidden, George Washington Jones, Capt. William Pringle and the Globe Ship
 Building Company. The result of this experiment was the stanch steamer Onoko,
 which is still sailing, and has been very successful.
 The first engineer of the Globe Ship Building Company was Norrnan
 Wheeler, inventor of the direct acting steam pump. When Mr. Wheeler left the
 company, J. F. Pankhurst took his place. In 1890 Mr. Wallace, Mr. Coffinberry
 and Mr. Cowle disposed of their interest in the Globe Iron Works, and a
 reorganization took place. The new formation left at the Globe Iron Works, as
 officers, H. M. Hanna, president; John F. Pankhurst, vice-president and general
 manager; Luther Allen, secretary and treasurer.
 In July, 1886, the Globe Iron Works became incorporated under the
 title of the Globe Iron Works Company with a capital stock of $500,000, and at
 the same time absorbed the Globe Shipbuilding Company. Since the organization of
 this company its facilities have been more than quadrupled, so that it now
 stands second to but one firm in this country.
 The yards of the Globe Company are fully equipped with the most modern
 appliances for rapid work, one of the notable appliances being a three-legged
 derrick of 100 tons capacity, steam-driven, for placing boilers and machinery in
 the new hulls.
 From its organization, in 1886, the Globe Iron Works Company has
 launched about 45 large steel freight steamers; also the handsome twin-screw
 passenger steamer Virginia, for the Goodrich Transportation Company, of Chicago,
 to ply between Chicago and Milwaukee; the auxiliary ocean-going yacht Comanche;
 two lighthouse tenders, one for Portland, Maine, and the other for Portland,
 Ore.; the revenue cutter Walter Q. Gresham, and the large and magnificent
 twin-screw steamers North West and North Land for the Northern Steamship
 Company, for service between Buffalo and Duluth. The total output of vessels
 built by this company reaches the valuation of over ten million dollars.
 One of the highly prosperous institutions along the Old River bed in
 Cleveland is the Ship Owners Dry Dock Company, with facilities ample for docking
 the largest vessels on the lakes.
 This company was formed in March, 1888, largely through the efforts of
 the late William H. Radcliffe, whose big shipyards occupied the site now
 occupied by the dry docks, and who was the first manager of the enterprise. The
 original officers were Capt. Thomas Wilson, president; M. A. Bradley,
 vice-president; H. D. Goulder, treasurer; Gustave Cold, secretary, and William
 H. Radcliffe, manager. George L. Quayle succeeded Mr. Radcliffe as manager.
 Shortly after the company was formed the construction of the first dry dock was
 commenced in the spring of 1888. It was completed May 1, 1889, at a cost of $100,000. It is 330 feet long by 48 feet wide, and supported by a
 massive bed of concrete. This dock was extended in 1895 to a total length of 430
 feet, the new work being 54 feet wide.
 The first dock proving insufficient for the business of the company,
 the construction of a second dock was begun in September, 1890. This dry dock is
 300 feet by 45 feet in dimensions, and also cost $100,000. There are two 22-inch
 submerged centrifugal pumps, which will clear Dock No. I in two and one-half
 hours, and Dock No. 2 in 45 minutes. In 1897 this extensive plant was sold to
 the Globe Iron Works Company, which also controlled the Cleveland Dry Dock
 Company. These two large dock properties were consolidated under one management
 in 1898.
 Superior City -- Before Launching. First vessel
 launched from the Lorain shipyard of the Cleveland Ship Building
 Co.The Cleveland Ship Building Company
 was organized in 1886. The company was brought into existence through the
 efforts of Robert Wallace and Henry D. Coffin-berry, who had been active in the
 management of the Globe Ship Building Company. Among those principally
 interested in the new concern were Messrs. Wallace and Coffinberry, William
 Chisholm, J. H. Wade, Valentine Fries, Captain Philip Minch, Mrs. Alva Bradley,
 Robert R. Rhodes, Mrs. William B. Castle, William M. Fitch, Quincy Miller, Omar
 N. Steele and Thomas W. Bristow. The establishment of the Cuyahoga Steam Furnace
 Company, of which the late William B. Castle had been president, was purchased,
 and operations were commenced on the site of the works of that company, with the
 yards and works on the Cuyahoga river, and with its general offices on the
 Superior-street viaduct.
 Superior City -- After Launching. First vessel
 launched from the Lorain shipyard of the Cleveland Ship Building
 Co.In 1893 H. D. Coffinberry retired from active
 control, and Robert Wallace was elected to succeed him as president, and James
 C. Wallace was made vice-president and manager. The board of directors are H. D.
 Coffinberry, Robert Wallace, James C. Wallace, M. A. Bradley, J. H. Wade, R. R.
 Rhodes and Valentine Fries. William M. Fitch has been secretary of the company
 since its organization.
 Since August, 1887, when the shipyard was equipped and made ready for
 business, it has turned out nearly 30 large steel freighters, besides a number
 of other craft.
 The management of this company began some years since to consider the
 advisability of enlarging the plant. After careful consideration it was
 determined to accept a proposition of the citizens of Lorain to donate the
 company a tract of land comprising about 22 acres, situated on the east side of
 the Black river, with a water front of 800 feet. Immediately upon the acquisition of this property, steps were taken to
 put it in the best possible shape for the use to which it was to be devoted.
 The facilities which have been created at Lorain, taken in connection
 with the engine and boiler works at Cleveland, place this company among the
 largest ship builders of their time. Full preparation for the construction and
 repair of steel ships have been made. The introduction of electricity and
 compressed air, and the substitution of locomotives and traveling cranes, does
 away with much unskilled labor, and at the same time decrease the cost and saves
 valuable time in the prosecution of work. The water front has been largely
 increased by dredging two slips, each 500 feet long by 125 feet in width. A dry
 dock, the largest on the lakes, has been constructed and has been in operation
 since the winter of 1897-98; its dimensions are: length 560 feet by 102 feet in
 width, with gates 66 feet and depth of water in sill 17 feet. The large amount
 of work done at this yard since its opening assures its proprietors that it is
 to be a business as well as a mechanical success.
 The American Steel Barge Company of West Superior
 constructs the peculiarly original type of vessel known as the "whaleback" or
 monitor invented by Capt. Alexander McDougall. In January, 1889, he interested
 capitalists, after a life-size model had demonstrated the practical side of the
 theory. The 101, the first of the monitors, was launched in Duluth, in June,
 1887, the ends having been built in Wilmington, Del., and the plates for
 amidships prepared in Cleveland. All were shipped to the yard in Duluth, and put
 together by Robert Clark. After the organization of the company in
 New York City, a site for a shipyard was secured on Railroad street, near
 elevator D, in Duluth, and six other whalebacks followed in quick succession,
 among them the first steamer Colgate Hoyt.
 To accommodate the rapid growth of the shipbuilding industry, in the
 spring of 1890 the yard at West Superior was established on ground voted to the
 company by the Northern Steam-ship Company for that purpose. The entire business
 was transferred to the new yard, and improved plant purchased and work continued
 on a large scale. The first whaleback launched at the new yard was the steamer
 Joseph L. Colby. The most famous of the whalebacks constructed at the West
 Superior yard is the passenger steamer Christopher Columbus. Her keel was laid
 on September 6, 1892, and she was launched December 3, occupying less than three
 months in construction. She was taken to Chicago, put into the passenger
 business, and at once became a favorite with the visitors at the World's Fair in
 1893, carrying nearly two million people without the loss of a single life.
 During the ten years the American Steel Barge Company has been in
 existence, it has built fifty vessels of all classes, two of which were built at
 Brooklyn, N. Y., for the Atlantic coasting trade, one steamer at the company's
 yard at Everett, Wash., and named in honor of that city, which was put into the
 trade on the Pacific coast, one in England now running to the Black Sea, the
 others being built at Duluth and West Superior. The steamer Alexander
 Mc-Dougall, launched June 25, 1898, is the largest of the whaleback type. She is
 430 feet over all, 414 feet keel, 50 feet breadth of beam, and 27 feet molded
 depth, with a carrying capacity of about 8,000 tons on 18 feet draught. A
 straight stem has taken the place of the spoon bow or pig nose of the other
 vessels constructed at this yard. Her engines are quadruple expansion, the
 cylinders being 19, 28 ½, 28 and 66 by 40 inches stroke.
 The company has constructed fifty vessels of all classes, with a total
 carrying capacity of 143,650 tons on 16 feet draught. In a season the fleet
 could carry 2,585,700 net tons, or 86,976,648 bushels of wheat.
 The shipyard is equipped with the best modern steel plant, including
 hoisting and conveying machinery for the heaviest class of work, a machine shop
 for the construction of the largest marine engines, power being furnished by
 steam, electricity and compressed air. There are five slips with double berths,
 enabling the company to construct twelve ships at one time, and give employment
 to from 700 to 1,500 workmen. The dry dock is the largest on the lakes, and will
 accommodate vessels of 540 feet, and a new dock is under consideration to
 accommodate vessels of 600 feet. Colgate Hoyt is president of the company.
 F. W. Wheeler & Co. have for years conducted at
 West Bay City, Mich., one of the most important shipbuilding plants on the Great
 Lakes. The firm name was established in 1876 by a partnership formed between F.
 W. Wheeler and his father Chesley Wheeler, who had formerly for many years
 engaged in ship building in New York State and at Saginaw, Mich. The enterprise
 was modest in its inception, devoted largely to repair work. In 1877 the first
 boat was launched, the passenger steamer Mary Martini. In 1889 the firm of F. W.
 Wheeler & Co. was incorporated with a capital stock of $500,000, and
 with the following officers: F. W. Wheeler, president; H. T. Wicks,
 vice-president; John S. Porter, treasurer; C. W. Stiver, secretary. Additional
 frontage was secured on the Saginaw, and a modern steel plant was erected. The
 passenger steamer, City of Chicago, was the first steel vessel constructed. She
 was launched in June, 1890. Both wood and steel vessels were built until 1896
 when the entire facilities of the yards were applied to steel vessel
 construction, giving the company a continuous front of 2,500 feet on the Saginaw
 river, and permitting the simultaneous construction of seven 5oo-feet steel
 vessels. The yards are equipped with modern appliances, including hoists,
 cranes, etc. In 1891 there was added a fully-equipped plant for the construction
 of modern marine engines and machinery. Daring the past 21 years 126 vessels have been built by F. W. Wheeler & Co., many of them of the
 largest size and most modern type.
 The Chicago Shipbuilding Company is the most recent of
 the large steel shipbuilders. It was organized in 1889, and purchased on the
 Calumet river, South Chicago, a tract of 21 acres, upon which a thoroughly
 equipped modern plant was constructed, consisting of a large plate mill, a
 bending mill equipped with furnaces, blacksmith shops, molding loft, channel and
 angle shop, fully equipped carpenter shop, paint shop, rigging loft, boiler
 plant and engine builders, office building, store room, etc. The works were
 completed in 1891, and in that year the company began to turn out modern steel
 freighters. The first vessels constructed were the propellers Marina and Masoba,
 each of 2,432 gross tons.
 The first officers of the company were J. F. Pankhurst, president;
 Luther Allen, vice-president and treasurer; W. I. Bab-cock, manager; J. H.
 Craig, secretary. In 1892 Messrs. Pankhurst, Allen and Craig retired. Emmons
 Blaine was elected president; W. F. Cobb, vice-president and O. R. Sinclair,
 secretary. After the death of Emmons Blaine, W. L. Brown was elected president.
 There have since been no official changes. The present board of directors
 consists of president W. L. Brown, vice-president W. F. Cobb, manager W. I.
 Babcock, H. H. Porter, Norman Williams, C. W. Hillard and Harvey H. Brown.
 In 1894 a thoroughly equipped dry dock was added. It is 550 feet in
 length, and is one of the two largest docks on the lakes. In 1897 there was
 completed one of the largest machine shops in the West. It is equipped with
 lathes and various machine tools capable of doing an unusually large class of
 work. Since its construction the company has built some of the largest engines
 on the lakes, including the quadruple expansion engines of the Crescent City and
 W. R. Linn. The plant is provided with steel shears, capable of lifting 80
 tons.
 At the plant there are three slips 400 feet or more in length, each
 100 feet in width, so that the company has facilities for building at one time
 six large vessels. At the close of 1898 34 vessels had been launched and three
 were on the stocks. At its organization the company had a capital stock of
 $350,000, which was increased to $450,000 when the dry dock was constructed. To
 its capital stock the company has added a comfortable surplus.
 The Union Dry Dock Company and Mills Dry Dock Company of Buffalo, the
 Craig Shipbuilding Company of Toledo, and the Milwaukee Shipyard Company, of
 Milwaukee, are other prominent establishments.
 Short History of Lake Dry Docks. -- The following brief
 sketch of lake dry docks is from the Marine Review, of April 23, 1896: The first
 dry dock constructed on the American side of the Great Lakes was built at
 Buffalo. In 1836 there was a ship railway at Ohio street, Buffalo, built by
 Bidwell & Banty. A capstan turned by horses was the power used. In the
 same city, about the same time, another ship railway was constructed, where the
 Union dry dock is now located, and operated by steam power. This last was
 replaced in 1838 by a dry dock large enough to dock any vessel then navigating
 the lakes. The depth of water on the sill was 8 feet. This dock was enlarged in
 1844 and again in 1848 in order to accommodate vessels of increased size.
 A ship railway was built in Cleveland, in 1844, by Tisdale &
 Johnson; a floating dock in 1847, and in 1870 a dry dock was built by Stevens
 & Presley. This dock was 250 feet long on the blocks with 10 ½
 feet of water on the sill. In 1876 this dock was lengthened to 290 feet, and in
 1892 the old dock was taken out and the present Cleveland Dry Dock Company's
 dock built. This dock is 360 feet in length, and has 20 feet of water on the
 sill. In 1888 the Ship Owners Dry Dock Company, of Cleveland, was organized. The
 same year they built a dry dock at the head of the old river bed, 340 feet on
 the blocks with 16 feet of water on the sill. This last dock the company are now
 lengthening to 440 feet on the blocks, the depth of the entrance remaining the
 same. This company also owns and operates a dock built in 1890, having an
 effective length of 300 feet, with 13 ½ feet of water on
 the sill. The same pumping plant discharges the water from both these docks. [In
 1898 the ownership of the Cleveland dry docks was consolidated into one
 company.]
 At Detroit in 1851, Lew, John and Hiram Ives built a dock at a point
 now known as the foot of Swain avenue. Particulars as to the size of the dock
 are not available. The second and third docks at Detroit were constructed by
 John Clark in 1855 and 1857, respectively. These last two docks are still in
 use. Campbell & Wolven built a dock in 1859, and Campbell & Owen
 another in 1866. This last mentioned dock was removed, and the principal dock
 now owned and operated by the Detroit Dry Dock Company was built on its site in
 1892.
 Port Huron has three docks. The largest, owned by Dunford &
 Alverson, was built in 1891. At Bay City, Mich., Church & Co. converted
 the hulk of the once famous passenger steamer Western World into a dry dock in
 1871. This dock was operated until 1877, when a ground dry dock was constructed;
 it having been found that the clay upon which the old hulk rested was firm
 enough to withstand the pressure of the water, a slip was dug 250 feet long and
 a gate-way constructed, but no sides or foundation were put in. The only dry
 dock on the American side of Lake Ontario is located at Oswego. The dock was
 built in 1865 by George Goble. It is 175 feet long and has ten feet of water
 over the sill.
 The dock of the American Steel Barge Company at West Superior, Wis.,
 was built in 1891, and is the only one on Lake Superior. It is the longest dock
 on the lakes, being 500 feet on the blocks.
 At Chicago, Conner in 1848 had a set of ways at Van Buren street,
 where vessels could be pulled up. In 1848-49 Doolittle & Miller built
 boxes to raise boats of 300 to 400 tons register. The first dry dock in Chicago
 was built in 1854-55. George Wicks started the work in 1854, but he sold his
 interest to Doolittle & Miller, and the dock was completed by them in
 1855. This dock is still in use. It is known as Miller Bros.' Dock No. 1, and is
 located at North Halsted street bridge. Its length is 275 feet and water on sill
 8 feet. Miller Bros., successors to Doolittle & Miller, constructed a
 dock in 1871 -- 72, located alongside their No. I dock. This dock is 310 feet in
 length, and will admit vessels drawing 14 feet of water. A dock was built at
 Polk street in 1863, 250 feet long. This dock was lengthened in 1870 to 305 feet
 and abandoned and filled up about 1888. E. M. Doolittle constructed a dock at an
 early day on the West side. This dock, now abandoned, was 235 feet long, and
 would admit boats drawing 12 feet. The dock of the Chicago Ship Building Company
 at 101st street and Calumet river is one of the latest docks built on the lakes,
 and is among the largest.
 Murphy's dry dock, situated on the Erie canal and the Murphy dry dock
 slip, Buffalo, was established immediately after the opening of the Erie canal
 in 1825 by Van Slack & Gillson. Upon the death of the latter in 1858,
 Mr. Nutter became a member of the firm, and the name became Van Slack &
 Nutter, which lasted until 1868, when Mr. Van Slack died. His son, John Van
 Slack, and the bookkeeper of the firm, Albert Haight, then formed a partnership
 and ran the business until 1875, when Baker & Sons effected a lease of
 the property and ran the business until 1884, when the present proprietor,
 William Murphy, leased the property, and has conducted the business ever since.
 The principal business is the repairing of boats that run on the Erie canal,
 railroad docks being used for taking the boats out of the water. Mr. Murphy has
 built a number of canal steamers and consorts.
 The Milwaukee Dry Dock Company was formed November 1, 1891, by the
 consolidation of the Wolf & Davidson Dry Dock Company and the Milwaukee
 Shipyard Company. In 1897 the docks owned by the company were increased in size
 as follows: South yard dry dock to 455 feet on keel blocks; west yard dry dock
 to 312 feet on keel blocks; rudder pits in each dock to unship rudders. In the
 same year (1897) the efficiency of the plant was further increased by the
 addition of a plant for the repairing and building of steam 
 vessels. This company now has one of the largest repairing plants on the lakes,
 and its entire plant also is one of the largest. The officers of the company are
 W. E. Fitzgerald, president; Fred C. Starke, vice-president; A. M. Joys,
 secretary and treasurer; W. A. Starke, John B. Merrill, A. M. Joys, Fred C.
 Starke, C. H. Starke, George C. Markham and W. E. Fitzgerald, directors.
 
 GROWTH OF TONNAGE.
 
 In sketching the growth of navigation on Lake Erie for the first half
 of the century. James L. Barton said: "In 1810, on Lake Erie, there were about
 10 vessels, averaging 60 tons each. In 1820, 30 vessels, of 50 tons each, and
 one small steamboat. In 1831, 100 vessels, averaging 70 tons each, and 11
 steamboats, with an aggregate capacity of 2,260 tons. In 1836, there were owned,
 on Lake Erie, 45 steamboats, of 9,119 tons, and 217 ships, brigs and schooners,
 of 16,645 tons. In 1847, there were 67 steamers, 26 propellers, 3 barks, 64
 brigs and 340 schooners.
 "The sail vessels owned on Lake Erie and the Upper Lakes, in 1847,
 vary in size from 30 to 350 tons; the largest one being an old steamboat
 converted into a sail craft. The smaller sized ones are employed in wood, lumber
 and stone business, and confine their operations principally to rivers and short
 trips, while the larger ones are employed in freighting produce, merchandise and
 other property, the whole length of the lakes.
 "The cost of these vessels varies from $1,000 to $14,000. * * * These
 vessels will earn annually from $500 to $6,500 each. I average them all at
 $3,000."
 The tonnage of 1846 was 106,830 tons, having nearly doubled in five
 years, showing an average yearly increase, during that time, of 18 per cent. The
 total amount of merchandise transported in 1846 was 3,861,098 tons. British
 tonnage on the lakes was 30,000 tons. The total cost of lake tonnage in 1846 was
 estimated at $5,341,800. The total number of passengers carried in 1846 was
 250,000. The number of mariners was 6,972. The steam tonnage was 60,825; sail
 tonnage, 46,011.
 Above the Falls of Niagara there were, in 1846, 62 steamboats,
 averaging 101 tons; 18 propellers, averaging 328 tons; 59 brigs and barks,
 averaging 230 tons; 319 schooners, averaging 152 tons. Below the Falls, on Lake
 Ontario, there were 8 steamers, averaging 277 tons; 10 propellers, averaging 275
 tons; 186 sailing vessels, averaging 114 tons.
 The annual expense for wages, fuel, repairs, provisions, etc., in 1846
 was $1,750,000.
 In 1848, a half century ago. there were on the entire chain of lakes
 the following numbers of the different kinds of vessels: 95 steamers with a
 tonnage of 38,942; 45 propellers, tonnage 14,435; 5 barks, ton-1,645; 93 brigs,
 tonnage 21,330; 548 schooners, tonnage 71,618, and 128 sloops and scows, tonnage
 5,484, making a total tonnage of 153,454.
 In 1855 the numbers had grown to the following: 110 steamers, tonnage
 57,961; 97 propellers, tonnage 33,732; 33 barks, tonnage 12,839; 101 brigs,
 tonnage 25,901; 639 schooners, tonnage 97,641, and 216 sloops and scows, tonnage
 9,760, total tonnage 237,834.
 In 1858, there were on the lakes: United States vessels, 1,194,
 tonnage 399,443; Canadian vessels, 321, tonnage 59,580. Value of United States
 tonnage on the lakes, $16,000,000; value of lake commerce, imports and exports,
 $600,000,000; number of seamen employed, 13,000,
 In 1860 there were on the lakes 1,122 sail vessels with a tonnage of
 252,125; 138 steamers, tonnage 69,150; propellers, 197, tonnage 66,550 -- total
 1,459, with a tonnage of 377,825.
 On the northern lakes, at the close of the census year 1880, there
 were 947 steamers, measuring 222,290 tons, and valued at $13,918,925. They gave
 employment to 9,143 men, and were paid an average of $360, exclusive of shore
 help. There were 926,250 regular and excursion passengers carried, and 429,760
 ferry passengers.
 The freight movement was 4,368,171 tons, exclusive of
 318,889,000 feet of lumber. Of the 947 steamers, 141 were passenger steamers,
 average tonnage 400; 28 ferry steamers, average tonnage 129; 202 freight
 steamers, average tonnage 689; 426 towing steamers, average tonnage 48; and 150
 yachts, average tonnage 18. In 1851 the average tonnage of steamers was 437; in
 1880 it was reduced to 235, owing to an increase in the number of tugs and
 yachts.
 The growth of tonnage on the Great Lakes is shown in the following
 table of the number and tonnage of sail vessels, steam vessels and barges in
 commission for the years named: 
 YEARVESSELSTONNAGE
 181010600
 1820505,585
 18311119,260
 183626225,765
 1845493132,000
 18551,196237,830
 18601,457377,825
 18702,455485,152
 18802,555557,943
 18902,853995,489
 18972,8691,372,125
 18982,8721,397,044
 
 
 
 
 THE NUMBER AND GROSS TONNAGE OF SAILING VESSELS, STEAM VESSELS, CANAL
 BOATS AND BARGES, ON THE NORTHERN LAKES, FROM 1868 TO 1898, AS COMPILED
 BY THE COMMISSIONER OF NAVIGATION, HAVE BEEN AS FOLLOWS:
 
 YEAR
 SAILING
 STEAM
 CANAL BOATS
 BARGES
 TOTAL
 
 
 
 No.
 Tons
 No.
 Tons
 No.
 Tons
 No.
 Tons
 No.
 Tons
 
 
 1868
 1,855
 293,977
 624
 144,117
 2,822
 241,552
 64
 15,956
 5,365
 695,604
 
 
 1869
 1,752
 277,892
 636
 146,236
 2,384
 215,164
 103
 22,072
 4,875
 661,366
 
 
 1870
 1,699
 264,608
 642
 142,973
 2,894
 249,553
 114
 27,569
 5,349
 846,704
 
 
 1871
 1,662
 267,153
 682
 149,467
 3,037
 264,198
 132
 31,208
 5,513
 712,027
 
 
 1872
 1,654
 270,051
 708
 162,522
 2,814
 254,056
 161
 37,863
 5,337
 724,493
 
 
 1873
 1,663
 298,002
 802
 180,250
 2,934
 267,600
 177
 42,559
 5,576
 788,412
 
 
 1874
 1,698
 336,801
 876
 198,121
 2,812
 261,135
 216
 46,323
 5,600
 842,381
 
 
 1875
 1,710
 339,786
 891
 202,307
 2,702
 250,657
 193
 45,139
 5,496
 837,891
 
 
 1876
 1,643
 331,497
 921
 201,742
 441
 34,386
 188
 45,584
 3,193
 613.211
 
 
 1877
 1,604
 324,394
 923
 201,085
 472
 37,473
 192
 47,207
 3,191
 610,160
 
 
 1878
 1,546
 315,908
 918
 201,550
 519
 41,902
 183
 45,295
 3,166
 604,656
 
 
 1879
 1,473
 307,077
 896
 203,298
 548
 44,774
 170
 42,226
 3,087
 597,376
 
 
 1880
 1,459
 304,932
 931
 212,045
 572
 47,159
 165
 40,965
 3,127
 605,102
 
 
 1881
 1,417
 306,436
 988
 260,114
 640
 55,379
 162
 41,452
 3,207
 663,382
 
 
 1882
 1,412
 313,651
 1,101
 292,256
 702
 62,455
 164
 42,905
 3,379
 711,269
 
 
 1883
 1,373
 310,454
 1,149
 304,641
 725
 65,241
 156
 43,574
 3,403
 723,911
 
 
 1884
 1,333
 307,932
 1,165
 322,456
 756
 68,581
 126
 34,099
 3,380
 733,069
 
 
 1885
 1,322
 313,128
 1,175
 335,859
 771
 70,150
 111
 30,810
 3,379
 749,948
 
 
 1886
 1,235
 282,319
 1,280
 381,907
 789
 72,201
 101
 26,131
 3,405
 762,560
 
 
 1887
 1,286
 315.078
 1,225
 390,397
 549
 56,487
 84
 21,757
 3,144
 783,721
 
 
 1888
 1,277
 314,765
 1,342
 480,138
 593
 61,005
 78
 18,193
 3,290
 874,102
 
 
 1889
 1,285
 325,082
 1,455
 575,307
 628
 64,607
 44
 7,274
 3,412
 1,972,271
 
 
 1890
 1,272
 328,655
 1,527
 652,922
 657
 67,574
 54
 13,910
 3,510
 1,063,063
 
 
 1891
 1,243
 325,131
 1,592
 736,751
 703
 72,515
 62
 20.472
 3,600
 1,154,870
 
 
 1892
 1,226
 319,617
 1,631
 763,063
 731
 75,580
 69
 25,321
 3,657
 1,183,582
 
 
 1893
 1,205
 317,789
 1,731
 828,702
 743
 76.843
 82
 37,731
 3,761
 1,261,067
 
 
 1894
 1,139
 302,985
 1,731
 843,239
 386
 41,961
 85
 39,214
 3,341
 1,227,400
 
 
 1895
 1,100
 300,642
 1,755
 857,735
 406
 44,073
 81
 39,081
 3,342
 1,241,459
 
 
 1896
 1,044
 309,152
 1,792
 924,630
 416
 45,109
 81
 45,175
 3,333
 1,324,067
 
 
 1897
 993
 334,104
 1,775
 977,235
 361
 37,978
 101
 60,785
 3,230
 1,410,102
 
 
 1898
 960
 333,704
 1,764
 993,644
 384
 40,456
 148
 69,696
 3,256
 1,437,500
 
 
 
 
 
 
 In a letter to the publishers, Eugene T. Chamberlain, commissioner of
 the Bureau of Navigation, says that prior to 1868 collectors of customs reported
 vessels as sailor steam, classing barges and canal boats under the head of
 sailing vessels. The above table includes only documented vessels. The large
 decrease of canal boats from 1875 to 1876 is due to the exemption of such
 vessels from documents by Act passed April 18, 1874, and its effects became
 appreciable in the following fiscal year.
 Up to 1822 the statistical system of the government was most
 inaccurate. It is very difficult to find any figures concerning Great Lakes
 craft before 1816. The statistical report for that year shows that at Genesee
 there were 127 tons of sailing vessels registered for trade with Canada; at
 Champlain 800 tons of the same description; and at Oswego a total of 927 tons,
 part of which was in trade with Canada and part coastwise, making a total for
 the Great Lakes, reported, of 1,914 tons for that year.
 The tonnage of vessels built in the United States and on the Great
 Lakes from 1857 to 1897, inclusive, is shown in the following table: 
 YEAR ENDING JUNE
 30TONNAGE BUILTTOTAL IN THE UNITED STATES
 NO.TONSNO.TONS
 185751,4981,434378,805
 185831,6421,225244,713
 18596,180870156,602
 186011,9921,071214,798
 186123,4671,143233,194
 186253,804864175,076
 186367,9721,823311,046
 186449,1512,366415,741
 186536,6411,788383,806
 186633,2041,888336,147
 186739,6791,519303,529
 186856,7981,802285,305
 186949,4601,726275,230
 187032037,2581,618276,953
 187127443,8971,755273,227
 187225244,6111,643209,052
 187344592,4482,271359,246
 187441791,9862,147432,725
 187517729,8711,301297,639
 187614016,1241,112203,586
 1877898,9031,029176,592
 187810111,4381,258235,504
 18799515,1351,132193,031
 188013722,899902157,410
 188121573,5041,108280,459
 188225458,3691,371282,270
 188317128,6381,268265,430
 188413530,4311,190225,514
 188511726,826920159,056
 18868520,40071595,453
 188715256,488844150,450
 1888222101,1031,014218,087
 1889225107,0801,077231,134
 1890191108,5261,051294,123
 1891204111,8561,384369,302
 189216945,9691,395199,633
 189317599,271956211,639
 189410641,985838131,195
 18959336,353694111,602
 1896117108,782723227,097
 1897120116,937891232,233
 18988754,084952180,458
 
 
 Annual Construction of Vessels. -- The following table,
 compiled from the records in the office of the Register of the Treasury, shows
 the number and tonnage of steamboats built on the Northern lakes -- 1816 to
 1867: 
 YEARNO.TONNAGE
 18161232
 1817
 18183690
 1819
 1820
 1821
 18221346
 1823149
 1824
 18251125
 18264892
 1827
 1828
 1829
 1830194
 1831131
 18324753
 183371,563
 1834102,158
 183531,189
 18362414
 183761,905
 1838123,105
 183992,505
 184061,114
 18413814
 184251,398
 18433532
 184461,476
 184552,242
 1846155,862
 1847197,659
 1848137,378
 184919*11,140
 18508†3,351
 185195,347
 1852198,601
 18532913,330
 18543116,565
 185521‡28,110
 185626§13,654
 18574116,728
 18583712,917
 1859162,544
 1860205,011
 1861202,377
 1862419,308
 18637313,578
 186415770,669
 1865486,425
 1866454,761
 1867368,595
 *9 sailing vessels
 included.
 †3 sailing vessels
 included.
 ‡107 sailing vessels
 included.
 §8 sailing vessels
 included
 
 
 
 
 
 THE CLASS, NUMBER AND GROSS TONNAGE OF VESSELS BUILT AND DOCUMENTED ON
 THE NORTHERN LAKES FROM 1868 TO 1898 ARE COMPILED AS FOLLOWS BY THE
 COMMISSIONER OF NAVIGATION:
 
 FISCAL YEAR.
 SAILING VESSELS
 STEAM VESSELS
 BARGES
 TOTAL
 
 
 
 NO.
 TONS
 NO.
 TONS
 NO.
 TONS
 NO.
 TONS
 
 
 1868
 129
 22,490
 64
 11,282
 28
 4,238
 221
 38,010
 
 
 1869
 83
 14,462
 77
 13,339
 35
 5,458
 195
 33,259
 
 
 1870
 69
 10,322
 49
 7,196
 9
 3,289
 127
 28,807
 
 
 1871
 60
 13,839
 46
 12,293
 19
 3,795
 125
 29,927
 
 
 1872
 57
 12,962
 60
 15,926
 15
 4,019
 132
 32,907
 
 
 1873
 112
 40,840
 105
 21,418
 23
 6,818
 240
 69,076
 
 
 1874
 130
 43,851
 99
 24,487
 22
 4,733
 251
 73,071
 
 
 1875
 62
 12,269
 70
 12,490
 11
 1,620
 143
 26,379
 
 
 1876
 35
 2,507
 79
 8,972
 6
 2,469
 120
 13,948
 
 
 1877
 29
 2,686
 39
 3,802
 4
 551
 72
 7,039
 
 
 1878
 33
 1,505
 55
 8,644
 2
 130
 90
 10,279
 
 
 1879
 30
 1,173
 44
 11,542
 5
 579
 79
 13,294
 
 
 1880
 48
 5,447
 65
 14,306
 8
 1,356
 121
 21,109
 
 
 1881
 52
 12,936
 109
 49,080
 14
 3,111
 175
 65,127
 
 
 1882
 66
 16,164
 130
 34,100
 5
 1,988
 201
 52,252
 
 
 1883
 34
 6,437
 100
 17,253
 3
 1,158
 137
 24,848
 
 
 1884
 29
 7,667
 80
 20,206
 1
 10
 110
 27,883
 
 
 1885
 30
 3,861
 64
 20,229
 5
 768
 99
 24,858
 
 
 1886
 15
 5,232
 47
 12,648
 5
 412
 67
 18,292
 
 
 1887
 35
 4,991
 75
 47,183
 8
 378
 118
 52,552
 
 
 1888
 48
 9,131
 140
 87,459
 2
 468
 190
 97,058
 
 
 1889
 32
 8,098
 145
 93,707
 5
 678
 182
 102,483
 
 
 1890
 36
 12,803
 116
 86,023
 12
 6,739
 164
 105,565
 
 
 1891
 30
 7,240
 123
 93,323
 11
 6,853
 164
 107,416
 
 
 1892
 41
 3,474
 93
 34,129
 8
 5,449
 142
 43,053
 
 
 1893
 21
 9,277
 126
 76,161
 11
 11,867
 158
 97,305
 
 
 1894
 18
 5,473
 71
 34,889
 6
 429
 95
 40,791
 
 
 1895
 22
 8,166
 58
 26,516
 2
 446
 82
 35,128
 
 
 1896
 19
 21,825
 75
 75,744
 14
 10,185
 108
 107,754
 
 
 1897
 26
 39,151
 43
 61,787
 26
 12,722
 95
 113,660
 
 
 1898
 11
 9,151
 37
 33,241
 20
 9,409
 68
 51,801
 
 
 
 In 1898 there were also constructed 19 canal boats having a tonnage of
 2,383.
 
 The Lake Carriers
 
 
 The First Vessel Owners -- Before The Railway Era -- Early
 Transportation Companies -- Association Of
 Steamboat Owners -- Packet Boat And Other
 Lines -- Michigan Central And Lake Shore
 Lines -- Association Of Lake Lines --
 Iron Ore Companies And Vessels -- Present Line Companies -- Lake
 Carriers Association -- Lumber Carriers
 Association -- Canadian Transportation Lines,
 Etc. -- The Canadian Pacific Railway
 Lines -- The Canadian Marine
 Association.
 
 
 THE owners of the earliest vessels on the lakes were usually
 individuals or companies of large financial resources. Lake commerce began in
 the prosecution of vast enterprises, of which transportation by water was only a
 part. The Griffin was built, partly for the fur trade, partly to advance the
 great scheme of territorial conquest, which burned in the breast of the
 ambitious and indomitable La Salle. The early fur trading companies, extending
 operations far beyond the lake region, built pioneer vessels.
 Next, in the progress of lake fleets, came government ownership.
 Squadrons sprang up at the command of nations, contending for mastery of the
 Great Lakes, and, when peace finally followed, the individual lake carriers
 began years flourished in ever-increasing numbers. During the first half of the
 pres-ent century, masters were usually owners or part owners of the craft they
 commanded, especially of the sailing vessels. 
 Side-wheel Steamer
 OntarioCorporations were also early on the waters. The first
 steamboat on the lakes, the Ontario, was built by a company which sought to
 obtain a monopoly of steam navigation on Lake Ontario. The courts decided
 against their claims, as related in another chapter, and when that momentous
 issue was settled by the supreme judiciary of the land, individual enterprise
 was directed to the extension of the new kind of navigation. Larger means were
 required to build steamboats, but commerce was free. Forwarders and landsmen
 united their means with practical mariners in keeping the tonnage of the lakes
 up to the growing needs of commerce. There was associated effort in maintaining
 freights, but it was often imperfect, because all carriers could not be induced
 to work in harmony.
 These were practically the conditions when railroad construction
 modified lake traffic. No sooner had the iron tracks reached port, than the
 railway company began to organize lake lines to co-operate with them in land
 transportation; thus the first period of lake commerce closed.
 Modern conditions then took shape. The iron companies of
 the Lake Superior region in time began to build vessels and to engage in the
 lake transportation of their ore. A recent question of grave concern to lake
 carriers is the probable degree to which the latest organized ore-carrying
 company, the Bessemer Steamship Company, will influence that trade.
 There are two large and distinct corporate interests at present on the
 Great Lakes, the line companies, affiliating with the railways, and the
 ore-carriers, identical in interest with the operators of iron ore mines.
 Vast coal interests exist on the Great Lakes, but the coal operators
 are not vessel owners, and there is no prospect that they will be. As lake
 commerce is now constituted, the up freight is comparatively unimportant. No
 vessel property would prove profitable, engaged primarily in coal
 transportation. There is usually more tonnage than cargoes for coal. A few coal
 operators own vessels, but it is because they have still larger interests in
 ore.
 The grain traffic also, from its very nature, is wholly distinct from
 vessel ownership. Lumber interests have partially ownership in vessel property.
 The individual vessel owners, having no affiliations with traffic interests,
 constitute a numerous class and still possess a large proportion of lake
 tonnage.
 Early Transportation Companies. -- Reference, somewhat
 more extended, may properly be made to the more important of the earlier
 transportation companies, one of which was the Steam Transportation Company on
 Lake Ontario and the St. Lawrence river.
 This company advertised, in 1826, to "transport all property delivered
 to their agents at the different ports on the lakes, and forward the same to any
 other port, and, if required, to New York, Montreal, and any ports on the
 western lakes on the most liberal terms." The agents were S. Dennison, at
 Rochester; C. Hotchkiss, Lewiston; O. Hathaway, Youngstown; Alvin Bronson and
 Matthew McNair, Oswego; P. Butterfield, Sacket's Harbor; Ainsworth &
 Lee, Cape Vincent; A. Chapman & Co., Morristown; John C. Brush,
 Ogdensburg.
 The steamer Ontario, which, during the first few years of her
 existence, had been sailed by Captains Maloy and Robert Hugin-son, was
 advertised, in 1827, by the Ontario Steamboat Company, to ply between Ogdensburg
 and Lewiston, calling at various landings. She was commanded by Capt. P.
 Ingalls, with the same agencies as above cited, and on June 20 the steamer
 Martha Ogden, owned by the same company, commenced plying between Cape Vincent
 and Morristown.
 Association of Steam Boat Owners. -- Soon after steam
 became established as a motive power, the vessel owners began to form
 associations for mutual advantage. James L. Barton, of Buffalo, one of the most
 prominent marine men of a half century ago, was closely identified with these
 early efforts at co-operation. In describing them he says:
 "It is well known that the steamboats navigating these waters have
 very frequently consolidated their interests and made returns of all the
 earnings to one office, where their accounts have been annually settled. In
 1833, the first association was formed by the steamboat owners, and, as I was
 then engaged in commercial business, I was appointed secretary to the company;
 and, as such, kept all the books and received the returns from each boat.
 "In 1834 the boats kept up the association, which was composed of 18
 boats, costing $600,000, some new ones having come out that season. The same
 mode of keeping and settling accounts was adopted. In 1836 the steamboat
 association was dissolved; the number of steamboats increased; so did the
 business. In 1839 another association was formed by the owners of the different
 steamboats, and a line of eight boats ran between Buffalo and Chicago."
 In 1840 the steamboat association was kept up, and embraced more boats
 than the one of 1839. The total was 48 boats, valued at $2,200,000, and the
 business done that year by the boats of the association amounted to
 $201,838.
 In 1841 the same arrangement existed among the
 steamboats, and was continued for some years afterward. There were a few boats
 which usually kept out of the association.
 
 PACKET BOAT AND OTHER LINES, ETC.
 
 The Ohio Canal Packet Boat Company had a line of packet boats running
 between Cleveland and Portsmouth on the Ohio river, a distance of 300 miles,
 leaving either point daily, and these boats connected with lake vessels on
 through traffic.
 Bronson & Crocker, in 1839, were the proprietors of the Troy
 & Oswego line of canal boats at Oswego. The Western Transportation
 Company had a line of canal boats running between Albany and Buffalo in
 connection with the steamboats Thomas Jefferson, James Madison, Erie, Buffalo,
 Pennsylvania; brigs Neptune and Rocky Mountains; schooners Platina, Dayton,
 Wyandotte, Major Oliver, and the Ohio line on the Ohio canal.
 The various lines of transportation grew rapidly between 1840 and
 1850. The railroad companies were reaching lake ports and began to organize lake
 transportation companies to operate in connection with their roads.
 A line of steamers was formed in 1848 to ply between Monroe and
 Buffalo, consisting of the steamers Southerner, Baltimore, DeWitt Clinton, Ben
 Franklin and the Julius. The line was to ply in connection with the Michigan
 Central railroad.
 In March, 1853, daily communication was established between Chicago
 and Milwaukee by a line of boats, and in July two vessels of Ward's line were
 put on. An opposition line started the steamer Garden City, August 1, and a few
 clays later direct weekly communication was opened between Chicago and Sault
 Ste. Marie.
 The Northern Transportation Company was formed in 1851 with a line of
 first-class propellers plying between Oldenburg and Chicago, and intermediate
 points, Crawford & Chamberlain, proprietors. In 1852 the Northern
 Transportation line was composed of the propellers Ogdensburgh, Boston, Prairie
 State, Michigan, Wisconsin, Vermont, New Hampshire, Cleveland, J. W. Brooks,
 Lady of the Lakes and Louisville. New boats were added in the course of years,
 their tonnage ranging from 280 to 300 tons. The company continued in existence
 for upward of 24 years, during the latter part of which it was clearly
 demonstrated that owing to the fall in lake freights, in connection with so long
 and extended a route, the business did not pay, and gradually the steamers were
 disposed of and converted into steam barges. They proved well adapted for heavy
 weather, and equally so with those of the larger class. During the latter years
 of the above corporation it was almost exclusively under the management of Philo
 E. Chamberlain.
 The principal commercial lines in operation on the lakes in 1853 were
 the American Transportation Company, Western Transportation Company, New York
 and Lake Erie line, Northern Transportation Company, composed of twelve
 steamers; Troy and Western line; Lake Superior line, between Cleveland and the
 Sault, and Detroit and the Sault, three different lines; Detroit and Sandusky,
 steamer Bay City; Detroit and Port Huron, steamers Pearl and Ruby, E. B.
 & S. Ward, proprietors; also a line of boats between Buffalo, Detroit
 and Chicago.
 In Farmer's history of Detroit appears the following account of the
 Michigan Central line: From the time the Michigan Central became a private
 corporation passenger traffic from the East was especially sought for, and in
 order to obtain it the company in 1847 began building a boat to run between
 Buffalo and Detroit. Their first boat, the Mayflower, built at Detroit, was
 completed May 28, 1849, and from that date formed with the Atlantic a regular
 Michigan Central railroad line between Buffalo, Cleveland and Detroit. The
 Mayflower was the finest boat that had thus far appeared on the lakes. She had
 85 staterooms and could carry 300 cabin and from 300 to 500 steerage passengers.
 In the season of 1850 and 1851 the line to Buffalo consisted of the Mayflower,
 the Atlantic and the Ocean; and in the same year the steamboats
 Southerner and Baltimore ran to Cleveland.
 The Mayflower stranded on December 16, 1851, near Erie, but no lives
 were lost. She was recovered in the spring of 1852 and again took her place in
 the line. In the same year the Forest City and the May Queen were running to
 Cleveland.
 On August 20, 1852, the propeller Ogdensburgh collided with the
 Atlantic on Lake Erie off Long Point, and 131 lives were lost. The Buckeye State
 took the place of the Atlantic, and in 1853 ran in connection with the Ocean and
 the Mayflower. In 1854 and 1855 the Michigan Central railroad line was made up
 of the Buckeye State, the Plymouth Rock and the Western World. The two boats
 last named went into service July 7 and 10, 1854, and were much the largest and
 finest ever placed on the lakes. They were nearly alike in size, build and
 finish. The Plymouth Rock was 363 feet long. The Mississippi, an equally fine
 boat, was added in 1855, and with the Plymouth Rock formed the line for that
 year. After the completion of the Great Western railroad through Canada in 1854,
 their occupation was nearly gone. They were laid up in the fall of 1857, and
 year after year remained at the Central wharf. In 1862 the Western World and the
 Plymouth Rock were sold to Capt. George Sands, of Buffalo. Their engines were
 taken out and placed in boats to be used on the coasts of China. Their hulls and
 also that of the Mississippi afterwards served as dry docks at Bay City, Port
 Huron and Cleveland or Buffalo.
 Another railroad company, operating on Lake Erie nearly a half century
 ago, was the Michigan Southern, now part of the Lake Shore and Michigan Southern
 road. This company's road was opened from Monroe to Adrian, Mich., in 1840, and
 by extension westward and its connection with the Northern Indiana road, now
 also a part of the Lake Shore system, a road between Toledo and Chicago was
 completed in 1849.
 Auditor R. H. Hill, of the L. S. & M. S. Ry. Co., in a letter
 to the publishers of this history gives the following account of boats operated
 by the Michigan Southern Company: "In 1852 the Michigan Southern Co. operated
 six boats -- the Baltic, Golden Gate, Southern Michigan, Northern Indiana,
 Empire and Empire State. The four boats first named were chartered. The Empire
 State was owned by the Michigan Southern Co., and I think the Empire was owned.
 In 1853 the Michigan Southern Company operated three boats: the Southern
 Michigan, Northern Indiana and Empire State. In 1854 and 1855 the Michigan
 Southern Co. operated four boats; the three last named and the Empire. On May 1,
 1855, the Michigan Southern Railway Co. and the Northern Indiana Railway Co.
 were consolidated. In 1855 and 1856 this new company (the M. S. & N. I.)
 built two large and handsome steamers -- The Western Metropolis and the city of
 Buffalo. In the year 1856 they also built the propeller Euphrates. While I have
 no positive information about it, I believe that in 1852, 1853 and 1854 the old
 Michigan Southern Company ran two of their boats between Buffalo and Monroe,
 Mich. [Monroe was the eastern terminus of the Michigan Southern Company.] I
 believe that in 1855 they abandoned the line between Buffalo and Monroe and ran
 their boats between Buffalo and Toledo.
 "A report of the M. S. & N. I. Co., dated October 12, 1855,
 states: 'The company own four steamboats on Lake Erie, three of which run in a
 line between Toledo and Buffalo, and one between the former and Dunkirk. A new
 boat is to be built the ensuing winter, in the place of the Empire State, of the
 Buffalo line, using her engine, and which will be ready to take her place in the
 line early next season.' I have been informed by persons who were somewhat
 acquainted with the matter that the M. S. & N. I. Co. found it was
 decidedly unprofitable for them to operate this marine equipment, and therefore
 determined to abandon the operation of their steamers after the close of the
 season of 1857."
 
 IRON ORE COMPANIES AND VESSELS.
 
 Many of the iron ore mining companies on the upper lakes have in
 recent years through auxiliary companies purchased modern vessels,
 and transported their own ore to lower lake ports. Representative companies are
 herewith briefly sketched.
 The Cleveland Iron Mining Company was organized in 1849
 and was chartered by the Legislature of Michigan in April of 1850. The
 incorporators named in the Act were as follows: John Outhwaite, M. L. Hewitt, C.
 D. Brayton, Benjamin Strickland, Samuel L. Mather, John W. Allen, Aaron Barker
 and E. M. Clark. M. L. Hewitt was made president of the company, Samuel L.
 Mather, secretary and treasurer. This company was one of the first to mine iron
 ore in the Lake Superior district. It was organized for the purpose of mining
 ore in Marquette county, Michigan, where they owned about 3,000 acres of land.
 The ore was transferred from the mines near Ishpeming to the port of Marquette,
 where it was loaded on vessels, and then brought down to Lake Erie ports,
 Cleveland, Ohio, being one of these ports.
 The first cargo of iron ore ever shipped from the Lake Superior region
 was transported by the steamer Ontonagon for the Cleveland Iron Mining Company
 in 1856, and consisted of 269 tons. The steamer left the port of Marquette about
 June 18, of that year, and arrived at Cleveland June 24. This company, then, has
 the distinction of shipping the first iron ore, and the Ontonagon of
 transporting the first cargo in an industry that has grown to great magnitude.
 The shipments of this company during the first year were 6,343 tons. For many
 years the Cleveland Iron Mining Company kept on developing its mines, bringing
 its ores down in wild tonnage, until 1867, at which time, although elected
 president of the company in 1869, Samuel L. Mather was still secretary and
 treasurer and its real moving spirit. At this time they made their first
 purchase of an interest in vessel property, buying a half interest in the bark
 George Sherman, of about 550 tons burden. The other half of the vessel was owned
 by H. J. Webb, the pioneer vessel broker of Cleveland. This interest remained in
 this company for about three years, at the end of which time it was sold. Some
 of the individual stockholders in this company about this time organized the
 Cleveland Transportation Company, owning the steamer Geneva and consort Genoa,
 steamer Havana and consort Helena, steamer Sparta and consort Sumatra, and
 steamer Vienna and consort Verona. This company continued to be thus interested
 for about fifteen years, when they disposed of their holdings. At the time when
 the company became interested in the fleet mentioned above, Samuel L. Mather was
 president, John Outhwaite, vice-president, and F. A. Morse, secretary.
 In 1889 W. G. Mather was vice-president, and mainly through his
 influence the company began the building of steel steamers, on account of their
 lasting qualities. The Pontiac and Frontenac were built this year for this
 company, by the Cleveland Ship Building Company. The Pontiac is 320 feet over
 all, 40 feet beam and 25 feet deep, has a gross tonnage of 2,298, and a net
 tonnage of 1,788. The Frontenac is 289 feet over all, 39 ½ feet beam
 and 24 feet deep; has a gross tonnage of 2,003, and net tonnage, 1,676. Here
 again this company showed its progressive spirit by being the first iron ore
 company to construct steel tonnage for the transportation of its product on the
 Great Lakes.
 In 1890 the principal stockholders of the Cleveland Iron Mining
 Company acquired a controlling interest in the stock of the Iron Cliffs Company,
 a corporation which owned in Marquette county, Mich., some 55,000 acres
 adjoining that of the Cleveland Iron Mining Company, on which there were located
 several rich mines. After this purchase a new corporation was formed, taking a
 controlling interest in the stocks of the two companies, and was named The
 Cleveland-Cliffs Iron Company. In October, 1890, Samuel L. Mather died, and
 thereupon W. G. Mather was elected president of the Cleveland-Cliffs Iron
 Company, J. H. Wade, vice-president, and J. H. Sheadle, secretary, positions
 which each officer retains.
 In 1893 the Cleveland-Cliffs Iron Company built the steel steamers
 Pioneer and Cadillac. The Pioneer was constructed by the Detroit Dry Dock
 Company. She is 241 feet over all, 35 feet beam and 17 feet deep.
 She has a net tonnage of 774 and a gross tonnage of 1,124. This vessel is
 equipped with three hoisting cranes on the spar deck, for the purpose of
 handling pig iron. The Cadillac was constructed by the Chicago Ship Building
 Company; she is 244 feet over all, 37 feet beam and 19 feet deep. Her net
 tonnage is 1,068 and gross tonnage, 1,264.
 Early in 1890 some of the principal stockholders in the above company
 acquired a controlling interest in the St. Clair Steamship Company, which owned
 the steamer Kaliyuga and the schooner Fon-tana. The Kaliyuga was built at St.
 Clair, Mich., in 1887, is 288 feet over all, 40 feet beam and 24 feet 8 inches
 deep; her gross tonnage is 1,941, and net tonnage, 1,581. The Fontana was built
 at St. Clair, Mich., in 1888; has a gross tonnage of 1,163 and a net tonnage,
 1,105. Her keel is 230 feet long.
 These wooden boats, together with the small wooden vessels, viz.,
 steamer E. S. Pease and schooner Planet, employed for carrying up the coal used
 in the mines and ore down, are operated in connection with the Cleveland-Cliffs
 Iron Company's fleet. The Lake Superior Iron Company was organized in 1853, with
 the following board of directors: Herman B. Ely and Anson Gorton, of Marquette,
 Mich., and Samuel P. Ely, George H. Ely and Alvah Strong, of Rochester, N. Y.,
 and with the following officers, Herman B. Ely, president; Anson Gorton,
 secretary, and Samuel P. Ely, treasurer. It was incorporated under the laws of
 Michigan, with a capital stock of $300,000, which has since been increased to
 $2,500,000. The purpose for which it was organized was the mining of iron ore,
 the smelting of the same, and the manufacture of iron for market, the selling of
 the products of their mines and manufactories, and the acquiring, holding,
 selling and conveying all property, real and personal, necessary for the purpose
 of carrying on its business.
 Its first vessels, built in 1890 by the Cleveland Ship Building
 Company, were the Joliet and the La Salle, both steel steamers. Their dimensions
 were the same, 266 feet keel and 38 feet beam. Their tonnage is 1,921. In 1891
 the Cleveland Ship Building Company built for the Lake Superior Iron Company the
 steel steamers Griffin and Wawatan. These were also of the same dimensions with
 each other, viz.: 266 feet keel and 38 feet beam. Their tonnage was 1,856.
 In 1892 this company had built the steel steamers Andaste and Choctaw.
 They were of a peculiar type, called the monitor type, a cross between the
 regular steamboat and the whaleback. They were intended to be of the same
 dimensions, but differ slightly from each other in size. The Andaste is 267 feet
 keel and 38 feet beam, and has a tonnage of 1,574 gross tons, while the Choctaw
 is 266 feet keel and 38 feet beam, and has a tonnage of 1,573 gross tons.
 Hanna, Garretson & Co. began business in 1851,
 and boat building in 1857. This firm was composed of Dr. Leonard Hanna, Hiram
 Garretson and Robert Hanna. They came to Cleveland from New Lisbon (now Lisbon),
 Columbiana Co., Ohio, for the purpose of organizing a bank and establishing a
 wholesale grocery business. They were accompanied by Mr. Snodgrass, who was to
 have charge of the bank, but, owing to the death of Mr. Snodgrass, the bank part
 of the project was abandoned. Hanna, Garretson & Co. was the first
 grocery firm to handle sugar to a large extent in Cleveland. They also became
 interested in Lake Superior copper mines, and in 1857 built a twin-screw
 propeller, named the City of Superior, being intended for the Lake Superior
 trade, and running between Cleveland and Superior City, then an important point,
 Duluth not having been thought of.
 In 1858 this firm built the Northern Light to take the place of the
 City of Superior, which had been lost. The Northern Light continued to run until
 1874, when she was dismantled, her engines being placed in new boats. In 1865
 Hanna, Garretson & Co. built the Lac-La-Belle, a much larger and far
 superior boat to any then on the lakes. The Lac-La-Belle was sunk in St. Clair
 river by coming in collision with the steamer Detroit, the sunken
 steamer being afterward raised and repaired and again put into commission.
 In 1874 Marcus A. Hanna and H. M. Hanna organized the Cleveland
 Transportation Company in connection with the Cleveland Iron Mining Company, and
 in that year built two steamers and two schooners. The steamers were the Geneva
 and the Vienna. The schooners were the Genoa and the Verona. The Geneva was
 commanded by Capt. George P. McKay, and was lost on Lake Superior during her
 first year. The Vienna was lost in 1893. In 1874-75 this company built four more
 vessels, two schooners and two steamers. The steamers were the Sparta, which had
 a gross tonnage of 1,017, was 202 feet long and 34 feet beam; and the Havana,
 which had a gross tonnage of 1,041, was 205 feet long and 34 feet beam. The two
 schooners were the Sumatra, 845 tons, and the Helena, 894 tons, and which was
 afterward re-built and named the Amboy.
 This line of boats ran for many years, engaged in carrying the
 products of the Cleveland Iron Mining Company under contract with the Cleveland
 Transportation Company. This company went out of existence in 1889, and the
 boats were sold to the Orient Transit Company, which was closed out in 1893, and
 during its existence the Vienna was sunk in a collision with the steamer Nipegon
 on Lake Huron, no life being lost. The Helena was sunk and one life lost.
 The present firm of M. A. Hanna & Co. is the successor of
 Rhodes & Co., which was the successor of that of Rhodes, Card &
 Co., the latter being the great pioneer coal and iron firm of Cleveland. The
 Hanna brothers have for nearly half a century been closely identified with the
 development of lake commerce, and during all of this time they have kept on
 increasing their interests in vessel property. In 1873-4, as narrated above,
 they built a line of eight wooden vessels, known as the "Black Line," these
 eight vessels being the first to run on the lakes that were painted black. They
 were built to carry ore from Marquette to Cleveland, at $3 and $3.50 per ton, a
 very high price when compared with the price paid for this same transportation
 at the present time, fifty cents per ton. These black boats were as follows:
 Steamers -- Sparta, Havana, Geneva and Vienna, and schooners -- Sumatra, Helena,
 Genoa and Verona.
 These were all wooden vessels, and because of the short life of
 vessels constructed of this material, and also because of the reduction in the
 price of steel, the above line of boats were succeeded by others made of steel.
 The great interests of mines, docks, furnaces, etc., owned by the Hanna
 brothers, were in part acquired through the relations which the lake trade bears
 to the iron and steel business.
 L. C. Hanna, youngest of the three brothers, has for several years
 past had charge of the iron and vessel business, and as a natural consequence
 has given more attention to the details of the business than either of the
 others. And like his elder brothers he has steadily pursued the wise policy of
 building up and keeping up a strong organization by placing in charge of the
 various departments over which he is superintendent, men of ability, and paying
 them liberal salaries. It is probably not too much to say that L. C. Hanna is at
 least as well informed as to the iron industry as any man connected with lake
 transportation, especially that part relating to mining and transporting
 ore.
 The Minnesota Steamship Company was organized September
 3, 1889, for the purpose of doing a general freighting business, but more
 especially for freighting the ores of the Minnesota Iron Company on the Great
 Lakes. Its incorporators were J. H. Hoyt, C. A. Neff, H. S. Sherman, A. C.
 Dustin and J. M. Shallenberger. Its first board of directors were: Jay C. Morse,
 C. P. Coffin, C. W. Hillard, James Pickands, J. H. Chandler, H. H. Porter and
 William R. Stirling. The first officers were: President, J. C. Morse;
 vice-president, James Pickands; secretary and treasurer, C. P. Coffin; executive
 committee: Messrs. Morse, Porter and Stirling. The capital stock when organized
 was $500; now $300,000 (authorized capital $5,000,000). The names
 of present officers of the company are: Samuel Mather, president; J. H.
 Chandler, vice-president; C. P. Coffin,
 secretary and treasurer.
 The vessels owned by the company are the propellers Manola, 310 feet
 in length, 2,325 net tons, built in 1890; Mariska, 310 feet, 2,325 net tons,
 built in 1890; Maruba, 310 feet, 2,311 net tons, 1890; Matoa, 310 feet, 2,311
 net tons, 1890; Marina, 308 feet, 2,431 net tons, 1891; Masaba, 308 feet, 2,431
 net tons, 1891; Maritana, 330 feet, 2,957 net tons, 1892; Mariposa, 330 feet,
 2,831 net tons, 1892; Maricopa, 400 feet, 3,669 net tons, 1896; barges Malta,
 302 feet, 2,237 net tons, 1895; Marcia, 302 feet, 2,237 net tons, 1895; Manda,
 352 feet, 3,121 net tons, 1896; Mariba, 352 feet, 3,121 net tons, 1896; Magna,
 352 feet, 3,124 net tons, 1896.
 The Minnesota Iron Company is perhaps the largest ore mining company
 on the lakes, its only rival being the Rockefeller-Carnegie interests. It was
 organized fifteen years ago to develop the Vermillion iron range of Minnesota,
 and its capital stock is $16,500,000. Its holdings in mining property, now
 extended to the Mesabi range, covers hundreds of acres. It also owns and
 operates about 154 miles of standard-gauge railroad; five ore docks, equipped
 with 743 pockets of a capacity of 120,900 gross tons of iron ore, and nine steel
 steamers and five barges with a combined capacity for a single trip of about
 50,000 tons. The railroad is operated by the Duluth & Iron Range
 Railroad Company, and the vessels by the Minnesota Steamship Company, both of
 which are controlled by the parent organization. Its seven mines, representing
 the developed property, have a producing capacity of 3,000,000 tons annually,
 and the railroad and docks can handle 3,500,000 tons.
 The number of employes of the company in its raining operation varies
 from 1,500 to 3,000. In thirteen years which have elapsed since the first
 shipments from the Vermillion range the original hard-ore mines of this company
 have produced 5,169,071 gross tons of ore; the Chandler, another of its leading
 properties, has sent out 3,793,007 tons; and its Mesabi mines, the largest known
 of which was discovered five years ago, and which have been shipping but three
 seasons, have produced 1,842,504 tons, making a total tonnage of 10,804,582
 gross tons, or more than 12,000,000 net tons of iron ore handled by a, concern
 only fifteen years of age. Not all of this ore, which represents a very heavy
 annual output, is moved by the fleet of nine steel steamers and five barges
 owned by the Minnesota Steamship Company. These vessels are capable of moving
 probably close to 1,000,000 tons in a season of navigation. The balance of the
 product is provided for by charter of vessels in which stockholders of the
 company are interested, and by the engagement of vessels also in the general
 market.
 The five ore-shipping docks of the company at Two Harbors, Lake
 Superior, are fifty-seven to eighty-six miles from the mines. The railway system
 (Duluth & Iron Range Company) between mines and shipping docks is
 standard gauge, with 154 miles of main line and 60 more of side tracks, laid
 with 8o-pound rails. At the ore shipping docks vessels frequently load and
 depart with a cargo of 3,500 or 4,000 tons within two hours from the time they
 reached port. One record has been made of 2,350 tons of ore loaded in 45
 minutes. From 15,000 to 40,000 tons of ore are handled daily at Two Harbors.
 The Republic Iron Company was organized in 1870 under the
 laws of the State of Michigan, with a capital of $500,000, which has since been
 increased to $2,500,000. The incorporators were as follows: Edwin Parsons,
 Jonathan Warner, John C. McKenzie, Edward Breitung and Samuel P. Ely. The
 purpose for which this company was organized was to handle the iron ore of the
 company at Republic, Mich., and the shipping of the ore to Lake Erie ports. The
 first boat loaded by this company reached Cleveland in 1872, and the business
 was carried on in this way, the ore being carried to market in other people's
 vessels until 1881, when they brought the schooner Grace Holland, and built the
 steamer Republic, the latter being now known as the steamer
 Marquette. The Grace Holland is 189 feet long and 33 feet wide, and has a
 tonnage of 629. She is still owned by this company. The Marquette is 235 feet
 long, and 35 feet wide, and has a gross tonnage of
 1,343. She was sold to J. W. Moore and others in 1892.
 In 1882 this company built the steamers Continental and Colonial, the
 latter of which has a tonnage of 1,501 gross, and the former, 1,506. At the same
 time they built the consorts, Specular and Magnetic. Each of these vessels is
 264 feet long and 38 feet wide, and has a gross tonnage of 1,676, except that
 the Specular is now a steamer and has a tonnage of 1,741. The company next, in
 1890, built the steel steamer Republic, which has a gross tonnage of 2,316, is
 291 feet long and 40 feet wide. The Colonial was sold, in 1892, to J. W. Moore
 and others.
 The board of directors of this company at the present time are: H. B.
 Perkins, Peter White, G. W. R. Matteson, J. V. Painter, Samuel Mather, A. Hart,
 W. D. Rees, N. M. Kaufman and W. F. Dummer. The officers are as follows: W. D.
 Rees, president and treasurer; H. B. Perkins, vice-president; and W. D. Castle,
 secretary. The wooden boats of this company have all been built in Cleveland, by
 Presley & Co., with the exception of the Grace Holland, which was built
 at Bay City, Mich. The steel steamer Republic was built by the Globe Iron Works
 Company.
 The Menominee Transit Company was organized in 1890 by
 Ferdinand Schlesinger, M. A. Hanna and H. M. Hanna, being incorporated under the
 laws of Ohio. Mr. Schlesinger was the controlling owner of the Chapin Mining
 Company, of whose ores M. A. Hanna & Co. were the sales agents. The
 Menominee Transit Company was organized with the view of building about ten
 steamers for the purpose of carrying the ores of the Chapin mine, and of
 carrying on outside business, when there should not be ore enough to be handled
 to keep the steamers busy. An order was at once placed with the Globe Iron Works
 Company for the building of six steel steamers, the first of which steamers, the
 Norman, came out in the fall of 1890. She made six or seven trips that fall, and
 was lost in collision with the steamer Jack, on Lake Huron, May 30, 1895.
 The other steamers were all ready for business and all in commission
 by August 1, 1891. These steamers were, in the order in which they were
 completed, the Saxon, German, Briton, Grecian and Roman. They were all built on
 the same model and dimensions, and were 312.5 feet long, 40 feet beam and 24
 ½ feet deep, or, according to custom-house measurement, 296.2 feet
 long; 40.4 feet beam, and 21.1 feet in depth; gross tonnage of each 2,348 tons,
 net or registered tonnage, 1,875 tons. These boats continued to carry the ores
 of the Chapin Mining company until the failure of that company in 1893, when the
 Menominee Transit Company and its six steamers went into the control of the
 builders of the boats. The boats have since been managed by M. A. Hanna
 & Co. They are all of steel, and at the time they were built were of the
 largest class. The carrying capacity of each, which all vessel men understand,
 differs from the registered capacity, is 3,100 gross tons and fuel in addition,
 on a draught of seventeen feet of water. Mr. Schlesinger, after the failure of
 his company, went to Mexico, purchased a silver mine, which he operated a few
 years, and is now the owner and operator of a mine on Lake Superior.
 The officers of the Menominee Transit Company are as follows: Leonard
 C. Hanna, president; George P. McKay, general manager, H. M. Hanna, treasurer,
 and J. J. Purcell, secretary.
 The Bessemer Steamship Company is one of the most recent
 and is the most powerful transportation company on the lakes. It represents the
 Rockefeller interests, is closely affiliated with some of the largest
 iron-mining properties in the Northwest, and with the Carnegie Steel Company,
 the largest producer of steel in the world. The Bessemer Steamship Company was
 organized in 1896. Its officers are: F. T. Gates, president; George D. Rogers,
 treasurer; L. M. Bowers, general manager. The capital invested was originally
 $3,000,000, and $1,000,000 has since been added. The number of
 vessels owned is 21. Their actual carrying capacity per trip is about 100,000
 gross tons. They average 20 trips per season between Duluth, Chicago and Lake
 Erie ports, and will, therefore, carry annually about 2,000,000 gross tons. As a
 rule they do not carry cargoes up the lakes. This magnificent fleet is named
 from 21 famous inventors, as follows:
 Largest Vessel on the Lakes -- Propeller Samuel
 F. B. Morse Steamers -- Henry Cort, James B. Neilson,
 Sir Henry Bessemer, Sir William Siemens, James Watt, John Ericsson, Sir William
 Fairbairn, Robert Fulton, George Stephenson, Samuel F. B. Morse. Barges -- Sir
 Joseph Whitworth, John Scott Russell, George H. Corliss, Sir Isaac Lothian Bell,
 Alexander Holley, James Nasmyth, Alfred Krupp, Sidney G. Thomas, Wm. Le Barren
 Jenney, John Fritz, John A. Roeb-ling.
 The propeller Morse is the largest vessel on the lakes. She is 476
 feet in length, over all, 50 feet beam and 30 feet deep, with quadruple engines,
 3,000 h. p.
 Her capacity is 7,500 net tons on a mean draft of 17 feet, 2 inches.
 Her capacity is exceeded by the barges Fritz and Roebling, each of which is 456
 feet over all, 50 feet beam, 29 feet deep, and has a capacity of 8,000 net tons
 on a draft of 17 feet, 2 inches.
 
 THE LINE COMPANIES, ETC.
 
 Sketches are herewith presented of the principal line companies now in
 operation:
 The Union Steamboat Company. -- The history of the Union
 Steamboat Company dates back to the year 1851, in which year the New York
 & Erie railroad was completed to Dunkirk. At that time the management of
 this railroad began to take into consideration the advantages to be derived from
 facilities upon the Great Lakes in its interest, and in 1852 this management had
 under charter certain side-wheel steamers, to-wit: Keystone State, Niagara,
 America and Empire. These steamboats were used, however, for only a short time,
 for the reason that screw steamers were better suited to the service, and the
 vessels of this type, including the California, Genesee Chief, Paugasset,
 Princeton and Oregon were taken into service. In subsequent years the fleet was
 largely extended and steamers of the same type were chartered, among them being
 the Owego, Portsmouth, Susquehanna and Indiana.
 The first screw ship which the company built was the Jersey City,
 built in Cleveland and coming out in 1854. She was followed by the building at
 the same point of the Olean and the Almira, completed in 1856, and the New York,
 built the same year in Buffalo. The Canisteo and the Passaic were built in
 Buffalo in 1862, and in the same year the Tioga was built in Cleveland. These
 were all wooden steamers, and of the first class for their times, ranging from
 550 to 600 tons capacity, the two former being slightly the larger. The Wabash,
 launched in 1863, was the last steamer built by the Erie Railway Company
 previous to the organization of the Union Steamboat Company. About the same time
 the Governor Cushman and Marquette were in the company's fleet by charter, and
 were of the same type of steamer and about the same size of the other screws
 named. These steamers up to 1869 were used in the traffic of the Erie Railway
 Company upon Lake Erie only, and constituted lines to Cleveland, Toledo and
 Detroit.
 Early in 1869 a combination was made of different lines of lake
 steamers and the organization of a corporation under the laws of the State was
 made, which constituted "The Union Steamboat Company," the purpose of which was
 to create a forwarding lake line and feeder to the Erie Railway Company, and to
 extend the operations of such line to Lake Michigan and Lake Superior. It has
 fulfilled that purpose in a most efficient manner, and has been a powerful
 instrument and ally of the railway company. At first the stock was not wholly
 owned by the Erie Railway Company, but subsequently that company acquired the
 whole property.
 At the time of the organization the fleet consisted of sixteen
 steamers, all of which have since gone out of the possession of the company, or
 gone out of existence, mainly the former by sale to outside parties, so that not one of the original fleet of the company is now its
 property.
 In 1869 the company completed its first steamer after its
 organization. This was the steamer Jay Gould, with a carrying capacity of 1,000
 tons. In 1870 it built two steamers, the B. W. Blanchard and the James Fisk,
 Jr., each having a carrying capacity of 1,200 tons. In this same year the
 company purchased the steamers Galena, Winona and Mendota. These steamers
 carried 600 tons each. In 1871 the steamer Newburgh, with a carrying capacity of
 1,350 tons, was completed. The Dean Richmond, a steamer with a capacity for
 1,500 tons, was purchased in 1870, burned in 1871, and thoroughly rebuilt and
 put in commission in the spring of 1873. The steamer Waverly was built in 1874.
 She had a carrying capacity of 1,200 tons. In 1875 the steamer Starrucca was
 built, with a carrying capacity of 1,500 tons. This steamer was stranded on Lake
 Superior in November, 1888, and became a total wreck. In 1875 the steamer
 Portage, with a carrying capacity of 1,900 tons, was built, and in 1878, the
 steamer Avon, with a carrying capacity of 2,100 tons. Also in 1878 the steamer
 Nyack, a very fine passenger steamer, with a tonnage capacity of 1,250, and
 accommodations for 150 passengers, was completed. In 1879 the steamer New York,
 with a carrying capacity of 2,200 tons was built. In 1880 the steamer Rochester,
 with a capacity of 2,400 tons, was built, and in 1882 the first metal steamer
 built by the company was completed. This was the H. J. Jewett, which has a
 carrying capacity of 2,400 tons. In 1885 the Tioga, the next metal steamer, was
 completed, with a carrying capacity of 2,650 tons, and in 1888 the twin steamers
 Owego and Chemung were built, each having a carrying capacity of 2,550 tons.
 Some of the names of the earlier steamers have been duplicated in naming later
 steamers of the fleet.
 In 1872 the Union Steamboat Company became interested in the Union Dry
 Dock Company by the purchase of one-fourth of the stock of that company.
 Subsequently it became the owner of the entire stock, and all the steamers built
 by the company since 1872 have been built in the yards of that company.
 In the year 1869, in which the company was organized, the following
 lines were maintained: One between Buffalo, Chicago and Milwaukee, of seven
 steamers; one between Buffalo, Cleveland and Toledo, of six steamers; one
 between Buffalo and Detroit, of six steamers; and one between Buffalo and Lake
 Superior ports of two steamers. Several of these steamers were under charter,
 and not the property of the company. In the following year, 1870, the line
 between Buffalo and Chicago was increased to twelve steamers. The Buffalo and
 Toledo line remained the same, as did the line from Buffalo to Detroit, and that
 from Buffalo to Lake Superior.
 In 1871 the Buffalo and Lake Superior line was increased to five
 steamers, the other lines being continued with the same number of steamers as
 the year before. The same arrangement was continued in 1872, with the exception
 of the Detroit line, which was diminished by the withdrawal of three
 steamers.
 In 1872 the Union Steamboat Company, and the Atlantic, Duluth
 & Pacific Lake Company, the latter an institution organized by the Erie
 & Western Transportation Company, made a coalition to run a joint line
 between Buffalo and Lake Superior. This line consisted of 11 steamers, mainly
 contributed by the two interests named, though several steamers owned by outside
 parties were taken into this fleet. This arrangement was maintained for one
 season only, both of the parties in interest abandoning Lake Superior for the
 year 1873, to be renewed again in 1874, though the line was largely reduced and
 consisted of but three steamers, two of which, the Arctic and the Pacific, were
 contributed by the Union Steamboat Company, and the Winslow, by the Erie
 & Western Transportation Company. In the year 1873 the Union Steamboat
 Company, by contract with the Green Bay & Minnesota Railroad Company,
 ran a line to Green Bay in connection with that road, which contract was for a
 term of years; but was terminated before the expiration of the
 contract in 1877, by the bankruptcy of the railroad company in question, and the
 line was withdrawn. In 1875, 1876 and 1877 the Lake Superior arrangement
 continued with the same fleet, except the addition of one steamer, making four
 in all.
 In the winter of 1877-78 a new arrangement for doing Lake Superior
 business was perfected, and an organization was incorporated under the laws of
 the State of New York, entitled "The Lake Superior Transit Company," the parties
 to which were the Union Steamboat Company, the Erie & Western
 Transportation Company, and the Western Transportation Company. This
 organization owned no steamboats, but provided that each of the institutions
 interested should charter to the Lake Superior Transit Company such of its
 steamers as were fitted for the business. This arrangement continued until the
 winter of 1889-90, when the Union Steamboat Company withdrew from it entirely,
 selling its stock to the other parties in interest.
 In 1878 distinctive and separate lines were discontinued to Cleveland,
 Toledo and Detroit. For some years afterward business to Lake Erie ports was
 done by through lines, but latterly none of the steamers of the through line to
 Chicago and Milwaukee has stopped at any way ports.
 The present fleet of the Union Steamboat Company consists of the
 following named steamers with capacity as stated: Ramapo, 4,000 tons; H. J.
 Jewett, 2,400 tons; Chemung, 2,600 tons; Rochester, 2,400 tons; Owego, 2,600
 tons; New York, 2,200 tons; Tioga, 2,600 tons -- making the aggregate capacity,
 18,800 tons.
 The Union Steamboat Company was organized February 3, 1869, and was
 merged into the Erie Railroad Company June 30, 1896. The following officers of
 the company from the organization to the present time, have been as follows:
 Presidents -- Jay Gould, February 4, 1869, to April 3, 1872; A. S. Diven, April
 3, 1872, to January 30, 1873; P. H. Watson, January 30, 1873, to January 13,
 1875; G. R.Blanchard, January 13. 1875, to February 2, 1876; S. S. Guthrie,
 February 2, 1876, to December 4, 1884; John King, December 4, 1884, to June 14,
 1895; E. B. Thomas, June 14, 1895, to the present. Treasurers -- E. A. Buck,
 February 4, 1869, to April 3, 1872; William Watts Sherman, April 3, 1872, to
 January 30, 1873; William Pitt Shearman, January 30, 1873, to June 14, 1878; C.
 G. Barber, June 14, 1878, to March 29, 1881; B. W. Spencer, March 29, 1881, to
 February 3, 1885; Edward White, February 3, 1885, to the present. General
 Managers -- S. D. Caldwell, 1869 to 1873; Washington Bullard, 1873 to October
 30, 1896; Charles Paine, appointed assistant general manager September 1, 1896.
 Washington Bullard died October 30, 1896, and on November 4, 1896, the office of
 assistant general manager was abolished, and Charles Paine was appointed general
 manager.
 The Western Transit Company was incorporated in 1855 as
 the Western Transportation Company, with a large capital, and soon afterward had
 a full line of boats running both on the Great Lakes and on the Erie canal. They
 had twenty propellers, six sailing vessels and 200 canal boats. Ever since its
 incorporation it has been engaged in carrying freight and passengers on the
 lakes, and freight upon the Erie canal, its vessels running in connection with
 the New York Central & Hudson River railway. In 1864 it had the
 following vessels: Empire State, Badger State, Oneida, Mohawk, Plymouth,
 Tonawanda, Free State, Potomac, Racine, Neptune and Mayflower.
 The boats of this company, one or more of them, leave Buffalo daily
 through the season of navigation, for Milwaukee, Chicago, Cleveland, Detroit,
 Port Huron, Mackinac, Port St. Ignace, Sheboygan and all other principal points
 on the lakes. Through bills of lading are made out for European ports, and a
 general forwarding and transportation business is carried on.
 In 1880 John Allen, Jr., was president and general manager of this
 company, and John L. Williams, secretary and treasurer. The presidents of this
 company have been G. L. Douglass, John Allen, Jr., John H. Rutter, and Sherman
 S. Jewett, the latter of whom died in the month of February, 1897, S. D.
 Caldwell, who had been general manager of the company since 1883,
 resigned that position in January, 1896, and was succeeded by G. L. Douglass,
 the present general manager. The secretary and treasurer of the company since
 the reorganization, or since the organization of the Western Transit Company, in
 1883, has been E. B. W. Rossiter.
 This company now owns fifteen steamboats, all engaged in the freight
 business, and charters two others for the same business. Those owned by the
 company are as follows: Arabia, an iron boat built at Buffalo, in 1873, net
 registered tonnage 1,203; Badger State, a wooden steamboat, built in Buffalo in
 1862, and of 917 net registered tons; Boston, an iron steamboat built in 1880,
 at Wyandotte, Mich., and of 1,669 net registered tons; Buffalo, a wooden
 steamboat, built at Cleveland, in 1878, and of 1,662 net registered tons;
 Chicago, a wooden steamboat, built in Cleveland, Ohio, in 1879, and of 1,721 net
 registered tons; Commodore, a wooden steamboat, built in Cleveland, in 1875, and
 of 1,927 net registered tons; Empire State, a wooden steamboat, built in
 Buffalo, in 1862, and of 962 net registered tons; Harlem, an iron steamboat,
 built in Wyandotte, Mich., in 1888, and of 1,858 net registered tons; Hudson, an
 iron steamboat, built in Wyandotte, Mich., in 1888, and of 1,853 net registered
 tons; Idaho, a wooden steamboat, built in Cleveland in 1863, and of 906 net
 registered tons; Milwaukee, a wooden steamboat, built in Cleveland in 1879, and
 of 1,571 net registered tons; Mohawk, a steel steamboat, built in Wyandotte,
 Mich., in 1893, and of 1,616 net registered tons; Montana, a wooden steamboat,
 built at Port Huron, Mich., in 1872, and of 1,382 net registered tons; Syracuse,
 a steel steamboat, built at Wyandotte, Mich., in 1884, and of 1,677 net
 registered tons; and the Vanderbilt, a wooden steamboat, built at Port Huron in
 1871, and of 1,157 net registered tons. The two chartered boats are the
 Kearsarge, a steel steamboat, built at Chicago in 1894, and of 2,721 net
 registered tons, and the W. H. Gilbert, a steel steamboat. Freight connections
 are made with all the principal points on the lakes.
 The Erie & Western Transportation Company, of
 which the Anchor Line is the sub and better-known title, is the lake connection
 of the Pennsylvania railway. It was incorporated under the laws of Pennsylvania
 June 21, 1865, the first board of directors being James S. Swartz, George S.
 Bonnell, George B. McCulloch, A. P. Hepburn and W. I. Gayley, the election
 taking place February 5, 1867. The capital stock was at first $500,000, which
 was increased to $2,000,000 in April, 1872, and to $3,000,000 in June, 1881. On
 July 1, 1892, it issued $750,000 in five per cent. mortgage bonds, which are
 still outstanding.
 The company has a large fleet of freight and passenger steamers on the
 lakes, and owns or controls docks, warehouses and elevators at Buffalo, Erie,
 Chicago and Milwaukee, besides doing a large business in Duluth. Among its
 eastern connections are the Pennsylvania, Baltimore & Ohio and West
 Shore railways. It also has an important connection in the Erie canal. Formerly
 a large canal line was operated in direct connection with the line, but it was
 not found to be profitable, and was sold early in the nineties.
 The line maintains agents at all important points connected with the
 lake trade, and issues through bills of lading to and from foreign ports. The
 principal office is in Philadelphia, but the management is in Buffalo. Following
 are the vessels of the line that are now lost, sold or out of commission: Metal
 steamers, Philadelphia, Merchant; wooden steamers, Salina, Thos. A. Scott,
 Winslow, Arizona, Prindiville, Annie Young; tug Erie; schooners, Gardner,
 Keepsake, Annie Sherwood, Schuylkill, Allegheny, C. H. Weeks. The Winslow was
 burned October 3, 1891; the Annie Young October 20, 1890; the Arizona was
 partially destroyed by fire November 17, 1887, but was rebuilt next year, having
 passed into other hands. The Scott was lost October 29, 1880, after having been
 changed to sail; the Merchant was lost in October, 1875. The Philadelphia was
 lost in collision with the Albany of the Western Transit line November 7, 1893,
 the greatest accident in the decade, as 16 of her crew and eight
 of the crew of the Albany were drowned. The other vessels mentioned above were
 sold at various times. The only marine disasters sustained by the line were in
 the loss of the Philadelphia and the Annie Young, nine of the latter's crew
 having been lost in a boat by which they sought to reach shore.
 The present fleet of the line is composed of the metal passenger and
 freight steamers India, China and Japan, now in the Lake Superior trade; the
 metal freight steamers Alaska, Lehigh, Clarion, Susquehanna, Co-dorus,
 Schuylkill and Mahoning; and the wooden steamers Gordon Campbell, Wissa-hickon,
 Delaware, Conestoga, Juniata, Ly-coming and Conemaugh. It is the established
 policy of the company to maintain its vessel property in the best possible
 condition by frequent rebuilds of the hulls and upper works and the replacing of
 the machinery.
 The presidents of the line were James S. Swartz, elected February 5,
 1867; Joseph D. Potts, elected February 20, 1869; and Frank J. Firth, elected
 June 7, 1872, the present incumbent. The other officers are E. T. Evans, Western
 manager; John E. Payne, Eastern manager; P. R. Perkins, treasurer; Frank Staley,
 secretary; F. Hoffman, auditor, and John A. Miller, assistant auditor. The
 management of this line was first placed in the hands of John E. Payne, who was
 succeeded as Western manager by E. T. Evans on April 21, 1873, having been the
 manager of the Atlantic, Duluth & Pacific Lake Company.
 The Northern Steamship Company was incorporated in 1888,
 under the laws of the State of Wisconsin, with a capital stock of $2,000,000,
 James J. Hill, of St. Paul, becoming president, and W. P. Clough, of St. Paul,
 vice-president, while John Gordon took charge of the company's affairs at
 Buffalo. This company at once began business upon the completion of its fleet of
 steel freight steamships. Through this line Buffalo became directly connected
 with Duluth, and through this line four great Eastern railroad lines became
 directly connected with the Great Northern railroad, which runs thence to
 Everett and Seattle on the Pacific coast, thus forming a closely connected
 through line for freight from the Atlantic seaboard to the Pacific.
 This fleet of freight steamers was completed and placed in commission
 in 1889, and consists of the following propellers: North Wind, North Star,
 Northern Queen, Northern King, Northern Wave, and Northern Light. They were all
 built by the Globe Iron Works Company, of Cleveland, Ohio, and are each of about
 2,500 tons burden. They are strong, substantial, steel vessels, of fine model,
 fast and seaworthy. A description of one of them is a description of all, for
 they are all built on the same model. Each is of 2,476 gross tons; 299.5 feet
 long; 40.8 feet beam, and 21.6 feet depth of hold. The estimated horsepower of
 each is 1,200.
 At Buffalo the company's regular trunk line connections are the Lehigh
 Valley and Erie railroads at the Delaware, Lacka-wanna & Western dock;
 it has also fine clocks at Cleveland, West Superior and Duluth. In the fall of
 1896 the company completed at Buffalo a lake freight house 1,000 feet long.
 While John Gordon was in charge of the company's business at Buffalo,
 he was assisted by the following gentlemen: Stewart Murray, general freight
 agent; Capt. J. H. Killeran, marine superintendent; Duncan Frazer,
 superintending engineer; W. J. Stewart, auditor, succeeded by A. M. Thomas; T.
 P. Carpenter, general passenger agent, succeeded by A. A. Heard; and W. S.
 Canright, purchasing agent. Mr. Gordon retired from his position in the fall of
 1895, and was succeeded by W. C. Far-rington, vice-president. Francis B. Clarke
 is now general traffic manager. The other officers of the company in Buffalo and
 elsewhere are as follows: Stewart Murray, of Buffalo, general freight agent
 since 1892; I. M. Bortle, general passenger agent; Capt. W. C. Brown, of
 Buffalo, marine superintendent, succeeded by James Brodie; Howard James, of
 Duluth, purchasing agent; F. C. Cruger, of Duluth, assistant auditor; L. H.
 Wood, of Duluth, cashier.
 To the traveling public the greatest interest attaches to the two fine
 passenger steamships, built for this company by the Globe Iron
 Works Company of Cleveland, and named the North West and the North Land. The
 determination to build these steamers was reached in the spring of 1892, and in
 August of that year the keel of the North West was laid. Not long afterward the
 construction of the North Land was begun. The object in building this line of
 steamers was to give to the passengers thereof a rapid voyage from Buffalo to
 Duluth, free from the delays and annoyances incident to the loading and
 unloading of freight. This has been successfully accomplished, and on these fine
 steamers passengers enjoy all the conveniences and comforts to be found on any
 of the great Trans-Atlantic liners.
 The North West and the North Land are built exactly alike, and a
 description of one answers for a description of the other. Each is 383 feet long
 over all; 360 feet long between perpendiculars; 44 feet beam, and 34 feet 5 feet
 inches deep to spar deck. The load draft is 14 feet, and the load displacement
 4,482 tons. The gross registered tonnage of each is 4,244, and the net
 registered tonnage 2,340. The main engines of each boat have eight steam
 cylinders, two high pressure ones, each 25 inches in diameter; two first
 intermediate, 36 inches in diameter; two second intermediate, 51 ½
 inches in diameter, and two low pressure, 74 inches in diameter, the stroke in
 each case being 42 inches. The indicated horse power is 7,000, and the steam
 pressure 195 pounds. At 120 revolutions the speed is calculated at twenty miles
 per hour.
 When the builders and owners of the North West decided to adopt the
 quadruple expansion type of engine, this type of engine had up to that time
 throughout the world been confined to yachts and other small craft of high
 power, and this vessel was the first of large tonnage to be thus equipped. Since
 then the Cramps of Philadelphia have adopted them in American line ships.
 There are 28 boilers in each vessel, of the Belleville type, with an
 aggregate heating surface of 25,760 square feet. To sum up, there are on each
 boat 65 steam cylinders, 26 pump cylinders, 6 centrifugal pumps, 6 fan blowers,
 3 dynamos, 1 electric elevator, and 1 hand steerer, the steamers being, of
 course, under ordinary circumstances steered by steam. The refrigerating
 machinery is of 8 tons capacity in 24 hours, and is so arranged as to cool all
 compartments in which perishable provisions are kept. The machine is arranged to
 manufacture 1,000 pounds of ice daily for use on shipboard, and the system for
 cooling the provision rooms is known as the direct expansion system. Of all
 systems in use it is considered the most economical and efficient.
 There are three decks to each vessel -- main, saloon and spar -- and
 the total capacity of each ship is 540 passengers. The distance is 1,000 miles,
 and the schedule time from Buffalo to Duluth, including stops at Cleveland,
 Detroit and Mackinac island, was, in 1896, from 9:50 P. M. on Tuesday or Friday
 to 5 P. M. on Friday or Monday. The fastest time between the two cities so far
 made by either of these boats is 63 hours, including stops, and excluding stops,
 59 hours and 30 minutes. The fastest time has been made on Lake Superior, within
 a fraction of 22 miles per hour, which is very fast when it is considered that
 the draft is about 16 feet.
 The Great Lakes Steamship Company was organized for
 business in the spring of 1896, by Gen. John Gordon and A. R. Atkins. At that
 time they purchased the steel steamer Globe, which was built at Cleveland, Ohio,
 in 1894. This fine vessel is of 2,996 gross tons burden, and 2, 279 tons; is
 330.4 feet long, 42 feet beam and 24.3 feet deep. She is valued in Lloyds at
 $195,000. In the spring of 1897 three other first-class steamers were put into
 service: the J. W. Moore, of 2,500 tons; the Olympia, of 2,500 tons; and the
 Char-legagne Tower, Jr., of 2,200 tons.
 During the season of 1896 the Globe operated between Buffalo and
 Cleveland, and Manitowoc, and the entire fleet of four steamboats run in
 connection with the Wisconsin Central lines at Manitowoc, Wis., and they make
 connections with various trunk lines on Lake Erie. The Great Lakes Steamship
 Company is not a member of the lake pool, and it is the design to
 run its boats independently. The office of the company is in Buffalo.
 The Lehigh Valley Transportation Company is owned by the
 Lehigh Valley Railroad Company, and was organized in 1881, in which year the
 following boats were purchased and put into service: The R. A. Packer, of 1,300
 tons; the Oceanica, of 2,000 tons; the Clyde, of 1,800 tons; and the Tacoma, of
 2,200 tons. In 1882 the following boats were added: The H. E. Packer, of 1,700
 tons; and the F. Mercur, of 1,700 tons. In 1888 the following were added: The E.
 P. Wilbur, of 3,000 tons; in 1889 the Seneca, of 3,000 tons; and in 1890 the
 Saranac, of 3,000 tons, and the Tuscarora, of 3,000 tons. These boats run
 regularly between Buffalo and Chicago and Milwaukee, and occasionally one of
 them goes up to Lake Superior. Capt. W. P. Henry is the manager of the line,
 with his office in Buffalo.
 The dockage of the Lehigh Valley Railroad Company, which owns the
 Lehigh Valley Transportation Company, is at the present time 52 per cent. of the
 dockage of the entire Buffalo harbor. The length of its canal excavation is
 8,100 feet, made at a cost of $325,000. It has constructed 1,600 feet of canal
 to connect the the system of canals on the Tifft farm property with the city
 ship canal, and 1,700 feet of additional canal outside of the Tifft farm to make
 connection with Buffalo creek, a total of 11,400 feet of canal.
 It has completed 9,280 feet of dock on the Tifft farm, at a cost of
 $200,000, and 1,935 feet on the city ship canal, at a cost of about $75,000. In
 addition to this it has constructed 2,700 lineal feet of freight houses on the
 docks at a cost of $140,000, and in addition to this, 1,880 feet of dock are
 used as a coal trestle, which cost $235,000; 3,575 feet of lumber docks, which
 cost about $225,000, and 1,000 of ore docks, which cost about $175,000, and it
 has spent $110,000 in hoisting machinery on the ore docks. It also has 6,213
 feet of feet of frontage on Lake Erie proper, adjoining the Tifft farm, which
 lake frontage has been riprapped at a cost of $49,000. Every dock has railroad
 facilities to an aggregate of 20.6 miles of road, owned by the Lehigh Valley
 Railroad Company, and which cost about $10,000 per mile, exclusive of the cost
 of the land.
 The freight exchanged on the docks of this company during the season
 of 1896, which closed November 30, was as follows: With the Lehigh Valley
 Transportation Company, east bound, 169,868 tons, west bound, 58,705 tons. The
 total amount exchanged with all the transportation companies with which it
 connects, was 372,230 tons of east bound freight, and of west bound, 90,719
 tons. The transportation companies included in this exchange were the Lehigh
 Valley, the Union Transit company, the Northern Transit Company, the Lake Erie
 Transportation Company, the Clover Leaf Line, the Soo Line and a few
 miscellaneous lines. The increase in the amount of freight handled in 1896 over
 1895 was 85,887 tons.
 The ore movement in 1896 amounted to 74,585 tons, and the grain
 freight for the season was something phenomenal, greater than ever before in the
 history of lake commerce, 37,000,000 bushels. The total number of boats that
 loaded and unloaded at the docks of the Lehigh Valley Railroad Company during
 the year 1896 was 853, of which 463 were east bound, and 390 west bound.
 The Clover Leaf Steamboat Line is operated in connection with the
 Toledo, St. Louis & Kansas City railroad, which has its termini at St.
 Louis and Toledo. For some years before the establishment of this steamboat line
 the railroad company had been aware of the fact that in order to compete
 successfully with other roads on east and west bound through traffic it was
 necessary that a lake line be established and operated by them for the
 transportation of freight between Buffalo and Toledo, which would practically
 extend their mileage about 250 miles, and enable them to interchange business
 with all the trunk lines at Buffalo.
 With this object in view the railroad company chartered
 two package freight steamers to ply between these two points, and designated the
 lake line, the "Clover Leaf Steamboat Line." A representative of this leaf was
 used in every possible way in order to attract the attention of the public. All
 stationery was stamped with that leaf, and all its freight cars showed it upon
 their sides, the same sign being painted on the smoke stacks of its
 steamers.
 The steamboat line was established April 11, 1890, and it has been
 found very profitable, both for the railroad and for the steamboat line.
 Business has increased every year, and each season the company has been obliged
 to charter steamers outside of the regular ones. These steamers run in
 connection with the West Shore railroad, the Lehigh Valley railroad, the Erie
 railroad, the Delaware, Lackawanna & Western railroad, and the New York
 Central. The line occupies docks at the foot of Mississippi street, 178 feet on
 Buffalo river, and about 80 feet on the Clark & Skinner canal, with
 offices in the Marine building.
 In 1890 the company chartered the propellers Dean Richmond and
 Roanoke. On her first trip for this company, the Roanoke took fire and was
 considerably damaged, and for the rest of the season the Osceola was chartered
 instead. In 1891 the Dean Richmond and the John Pridgeon, Jr., were chartered;
 in 1892, the John Pridgeon, Jr., and the B. W. Blanchard; in 1893 the same two
 as in 1891, and also the A. A. Parker and the B. W. Blanchard; in 1894 the John
 Pridgeon, Jr., and the B. W. Blanchard; in 1895 the same two boats regularly and
 the J. S. Richards and Norwalk for occasional trips; in 1896 the B. W. Blanchard
 and the F. & P. M. No. 5, owned by the Flint & Pere Marquette
 Railroad Company.
 On October 14, 1893, the Dean Richmond, with an east-bound cargo of
 merchandise, foundered off Dunkirk in a gale blowing 65 miles per hour, and was
 lost, together with her entire crew of 18 men. She was at the time commanded by
 Capt. George W. Stoddard, of Toledo, Ohio, a most competent master, who had
 sailed the lakes nearly his whole life, who had commanded some of the finest
 boats on the lakes, and who intended to retire at the close of that season. The
 first mate was Walter W. Goodyear. The vessel and cargo were a total loss, the
 latter being insured for $40,000 and the former for $46,000.
 The Union Transit Company in the spring of 1892 purchased
 the steamers Avon and Portage, from the New York, Lake Erie & Western
 Railroad Company, for the purpose of organizing a line from Buffalo to Duluth,
 stopping at Cleveland, Detroit, Port Huron, Sault Ste. Marie, and all the south
 shore ports on Lake Superior. In addition to the above named steamers they
 chartered the steamers J. C. Ford and Nyack, making a line of four steamers,
 which are operated during the season in connection with the New York, Lake Erie
 & Western railroad, the Lehigh Valley railroad, and the Delaware,
 Lackawanna & Western railroad, at Buffalo, and the Eastern Minneapolis
 railroad at Duluth. During the seasons of 1893 and 1894 the company chartered
 several other steamers to run in its line.
 In the spring of 1895 the steamers John M. Nicol, John T. Moran. Eber
 Ward, W. H. Stevens, and James Fisk, Jr., were chartered for a term of years
 from the Crescent Transportation Company, the line thus having a line of seven
 steamers, the rail connection at Buffalo being the same as when the company was
 first organized, but arrangements were perfected with the Chicago, St. Paul,
 Minneapolis and Omaha railroad and the Northern Pacific railroad as well as the
 Eastern Minnesota and the Great Northern railroad, for the interchange of
 traffic at the head of the lakes.
 During the month of September, 1895, the Union Transit Company was
 incorporated under the laws of the State of New York, with a paid up capital of
 $200,000, and H. C. French was elected president and general manager of the
 company, with Theodore H. Myers, secretary and treasurer. Since February, 1896,
 Alvin S. French has been vice-president. During the spring of 1896 the company
 purchased from the Crescent Transportation Company the five steamers which they
 had under charter from that company, paying therefore $230,000. 
 The present fleet of the company consists of the following steamers: Avon, 2,100
 tons; John V. Moran, 1,500 tons; John M. Nicol, 2,000 tons; William H. Stevens,
 1,500 tons; Portage, 1,900 tons; Eber Ward, 1,500 tons; James Fisk, Jr., 1,400
 tons; aggregate capacity, 12,000 tons.
 The railroad connections of the Union Transit Company at Buffalo are
 the Erie, Lehigh Valley, and Delaware, Lackawanna & Western, and at
 Duluth and West Superior, the Chicago, St Paul, Minneapolis and Omaha, St. Paul
 and Duluth, Eastern Minnesota, Northern Pacific and Great Northern railroads. In
 Buffalo the company's offices are in the Ellicott Square building.
 The Lake Erie Transportation Company, commonly known to
 marine men as the Wabash Lake Line, is owned and operated by the Wabash Railroad
 Company. A. W. Colton, of Toledo, is president and general manager, and R. H.
 Hebard, agent at Buffalo. This company was organized about 20. years ago. Its
 principal trade, east, consists of grain and flour; and west, of general
 merchandise, connecting at Buffalo with the Erie, Lehigh and Lackawanna
 railroads.
 The Wabash line own and operate the steamers: Geo. J. Gould, S. C,
 Reynolds, Russel Sage, and John C. Gough. When the steamer Gould was built in
 1893, the A. L. Hopkins, formerly owned by the company, was taken in trade by
 the Union Dry Dock Company, of Buffalo. The steamer Morley, also one of its
 boats, went ashore at Grand Marie, Lake Superior, in 1887. She was recovered the
 following spring, taken to Detroit, and there sold to Grand Traverse parties,
 who rebuilt and christened her the Grand Traverse. Some time afterwards she was
 bought by the Lackawanna Transportation Company, and put in the Green Bay
 service. In this line she ran until the fall of 1896, when she was sunk by
 collision at Bar Point.
 The Minneapolis, St. Paul & Buffalo Steamship
 Company, commonly known as the "Soo Line," is incorporated at
 Minneapolis, and was organized in 1890. The company at the present time operates
 four steamers, running between Gladstone and Buffalo. At the latter port they
 connect with the Erie, Lackawanna, and the Le-heigh railroads. East bound the
 principal trade consists in grain and flour, while westbound boats stop at
 Cleveland and carry general merchandise. The general offices of the company are
 in Buffalo, and R. H. Hebard is general manager.
 Cleveland and Buffalo Transit Company. -- For many years
 prior to 1892 Lake Erie was without a daily line of steamers between Cleveland
 and Buffalo; while passenger boats on routes between Buffalo and Lake Michigan
 and Lake Superior ports occasionally stopped at Cleveland, their stops at
 intermediate ports precluded anything like rapid movement, and with a heavy
 through traffic there was no particular desire on the part of such lines to care
 for the local traffic. Thus the desire of many people to take advantage of the
 restfullness found only by water travel was frustrated. Fast lines of steamers
 skirting the American shores of the Great Lakes have not only become a luxurious
 mode of travel but a necessity to take some of the vast army of people and large
 consignments of freight which must be moved.
 This fact became so patent to a number of Cleveland's wealthy men that
 in the year 1892 it was decided to establish a daily line of fast steamers
 between Cleveland and Buffalo, which should touch at none of the intermediate
 ports, but to constitute a through line without interruption in order to afford
 better facilities for the constantly growing passenger and freight traffic
 between these two great cities on Lake Erie. Accordingly the Cleveland &
 Buffalo Transit Company was organized and incorporated, and has since become
 widely known as the C. & B. Line, "connecting Cleveland and Buffalo
 while you sleep." M. A. Bradley, one of the largest individual vessel owners on
 the Great Lakes, was chosen president, and T. F. Newman, who for many years past
 had been in charge of the Cleveland interests of the Detroit & Cleveland
 Navigation Company, was selected as general manager. These gentlemen, with the
 Hon. George W. Gardner, ex-mayor of Cleveland; Harvey D. Goulder,
 proctor in admiralty, J. K. Boles, D. Shurmer and R. C. Moody, constituted the
 executive department, of the company. Only one change has taken place in the
 executive department caused by the death of J. K. Boles, who was succeeded by
 George W. Avery. H. R. Rogers, for years connected with the Detroit &
 Cleveland Navigation Company, was placed at the head of the traffic department,
 as general freight and passenger agent, with W. F. Herman as assistant, under
 the title of traveling passenger and freight agent. Mr. Rogers remained with the
 company until the spring of 1896, when he resigned to accept a responsible
 position with the B. & O. R. R. He was succeeded by W. F. Herman, with
 John J. Nieding as assistant general freight agent. H. S. Fisher, formerly
 purser of the City of Cleveland, of the Detroit and Cleveland Line, was made
 passenger and freight agent at Cleveland, and John C. Fitzpatrick, a veteran in
 the vessel business, was appointed passenger and freight agent at Buffalo. In
 the year 1894, Mr. Fitzpatrick resigned his position and was succeeded by H. S.
 Fisher, as general agent, with headquarters at Buffalo.
 After details of organization had been completed, the company
 purchased from the Detroit & Cleveland Navigation Company two steamers
 to ply between Cleveland and Buffalo nightly, reaching their destination the
 following morning. While these steamers were large and fast, they were still
 found, after their first year's operation, to be inadequate in some respects,
 and immediate action was taken toward the building of a steamer fully adapted to
 the requirements of the route. Accordingly, in the spring of 1895, an order was
 placed with the Detroit Dry Dock Company for a new side-wheel steamer, which
 should be the largest and fastest of that type on the Great Lakes with
 corresponding superiority in finish and speed. In the spring of 1896. its new
 steamer, City of Buffalo, was placed on the route. She has a capacity, under the
 rules of the United States steamboat inspection service, of 3,000 people, this
 number being fully 500 greater than the next largest passenger steamer on the
 lakes. With this complement of passengers aboard, the steamer has room still for
 800 tons of freight. She is beyond all doubt the fastest steamer of her class
 ever constructed, and has proved so entirely satisfactory, and has shown such
 excellent results after two years operation, that in the fall of 1897 the
 company awarded another contract to the Detroit Dry Dock Company for a sister
 ship, the City of Erie, which, it is expected, will be placed on the route early
 in June, 1898. With this steamer on the route, the service between Cleveland and
 Buffalo is promised, and beyond all question will be, the best night service
 between any two cities on the continent. The distance from Cleveland to Buffalo,
 183 miles, will be made in nine hours.
 The company will also make tri-weekly trips between Buffalo and Erie.
 This company, in conjunction with the Detroit & Cleveland Navigation
 Company, operate a nightly line of steamers between Cleveland and Toledo,
 stopping at the intermediate ports of Lorain and Sandusky, also a day line of
 steamers between Cleveland and Toledo, stopping at historic Put-in-Bay island in
 both directions. Thus it will be seen that passengers or shippers of freight can
 avail themselves of the finest of water service between Buffalo, Erie and
 Cleveland; Cleveland, Lorain, Sandusky and Toledo; Toledo, Put-in-Bay islands
 and Cleveland, and similar service in the opposite direction during the season
 of navigation, which is from about April 1 to December 1, each year.
 The Detroit & Cleveland Navigation Company, of
 Detroit, was originally established by Capt. Arthur Edwards in 1850, and
 operated by him until 1852. running two boats, the Southerner and the Baltimore,
 between Detroit and Cleveland.
 In 1852 the late Hon. John Owen and his associates built the new
 steamer Forest City, and in connection with E. B. Ward & Co., of
 Detroit, operated the line, which was run by individual owners until 1868, when
 it was incorporated under the laws of Michigan, and under the title of The
 Detroit & Cleveland Steam Navigation Company, with a
 capital of $300,000. Mr. Owen was president of the company from 1868 until a few
 years before his death.
 The present officers consist of Hon. James McMillan, president; Hugh
 McMillan, vice-president; W. C. McMillan, treasurer; and David Carter, secretary
 and general manager. The company has now a capital of $1,500,000.
 In 1882 the Lake Huron division was inaugurated between Detroit and
 Mackinac island and St. Ignace, and the steamers City of Alpena and City of
 Mackinac placed upon the routes. These two steamers were sold in 1892 to the
 Cleveland & Buffalo Transit Company and replaced by new and larger
 steamers. The Cleveland & Buffalo Company changed the names of these
 boats to the State of New York and State of Ohio.
 The following is a complete list of the steamers owned and run by this
 company on its various routes since the line was established. In 1850 the
 steamers Southern and Baltimore, which ran for two years; in 1852 the Forest
 City was built for the route and the St. Louis and Sam Ward were added. In 1853
 the May Queen was built for the route, and the Cleveland, built the previous
 year, was put on, these two steamers carrying the business until 1865, when the
 Ocean was put on and ran that season and part of the next. In 1856 the steamer
 City of Cleveland was added, it being the intention to operate a morning and
 evening line with the three boats. This proved unre-munerative. During 1856 the
 owners of the May Queen purchased the steamer Ocean, and these two boats filled
 the route until 1862, when the Morning Star came out new and displaced the
 Ocean, the Cleveland that year running on the line for part of the season. From
 1864 until 1867 the City of Cleveland and Morning Star did the work, and in the
 latter year the company built the R. N. Rice, which, with the Morning Star, ran
 until 1868, when the latter boat was lost by a collision with the bark Cortland
 on June 20, 26 persons losing their lives. In 1868 the Northwest took the place
 of the Morning Star.
 In May, 1868, the new corporation took charge of the business under
 the name of the Detroit & Cleveland Steam Navigation Company, with a
 capital stock of $300,000, and to run for thirty years. The R. N. Rice and the
 Northwest were on the line until 1877. In 1876 the Northwest was rebuilt at an
 expense of $86,000, and in 1877 the R. N. Rice was partially burned, the Saginaw
 taking her place during the season of 1877. The City of Detroit came out new in
 1878, being a composite steamer costing $175,000, and she, with the Northwest,
 took care of the traffic on the Cleveland route until 1883. The new iron steamer
 City of Cleveland came out in 1880, a duplicate as to size and cost of the City
 of Detroit, the former boat running on a route to Houghton, Mich., in connection
 with the Lake Superior Transit Company, for a period of two years, when she was
 placed on the Mackinac route, which steamer was supplemented in 1883 by the new
 iron steamer City of Mackinac, costing $160,000. The capital stock was increased
 that year to $450,000, and in the season of 1884-85 the same boats ran on the
 same route as in 1883.
 In 1886 the new steel steamer City of Cleveland, the third of that
 name and costing $300,000, came out. The name of the old City of Cleveland was
 changed the same year to City of Alpena. The City of Mackinac and the City of
 Alpena were on the Lake Huron division until the close of 1892, when they were
 sold, as stated above, and were replaced by the two magnificent steel steamers
 of the same names, which came out at the opening of the season 1893, and are now
 running on the Lake Huron division.
 From 1885 to 1889 the City of Detroit and the City of Cleveland were
 on the line between Cleveland and Detroit, and in 1889 the new steel boat City
 of Detroit No. 2 was placed on the Lake Erie division, taking the place of the
 first City of Detroit. The cost of the new steamer was $350,000. During the
 season 1889 the City of Detroit No. 1 was put on the route between Chicago and
 St. Joseph, Mich., as an excursion steamer, but the route was abandoned at the
 end of the season. Her name was changed, in 1893, to the City of the Straits,
 and the "No. 2" was dropped from the new City of Detroit. The
 City of the Straits was, at the opening of season 1890, put on the excursion
 route between Cleveland and Put-in-Bay, where she continued until the close of
 the season 1895. Early in 1896 the company, in connection with the Cleveland and
 Buffalo Transit Company, established a daily line between Cleveland and Toledo,
 consisting of the City of the Straits and the State of New York, the latter boat
 having been superseded on the Buffalo route by the new steamer City of
 Buffalo.
 The losses sustained by the company, during the 42 years of its
 existence, were those referred to above, since when, through a mishap to her
 steering gear, the new City of Detroit sunk the steambarge Kasota in July, 1890,
 and the same steamer ran on Dougal rock at the Lime Kiln Crossing in the latter
 part of March, 1891, which is a remarkable record of freedom from accidents.
 The Detroit and Cleveland Company's steamers are among the finest
 passenger vessels on our Western waters, and the boats are surpassed by but few
 in the world. In their design and construction they embrace everything that
 experience and money can provide for safety, comfort and speed, and the
 thousands who annually travel on them are living evidence of the wide-spread
 popularity of this great line.
 
 THE ASSOCIATION OF LAKE LINES.
 
 This association is organized under the general plan governing the
 various traffic associations of the railroads, of which there are now several
 controlling the freight and passenger traffic in different sections of the
 United States. Its purposes, in common with such other associations, are the
 economical and orderly conduct of all traffic for which its members compete, the
 establishment and maintenance of uniform reasonable rates, rules and regulations
 to prevent unjust discrimination in charges and facilities, and the co-operation
 with connecting carriers and adjacent transportation associations.
 Prior to 1895 no formal organization governing the lake lines existed.
 It was, however, the custom each year for the several lines to co-operate with
 respect to all matters of common interest. This cooperation was secured through
 informal meetings from time to time as occasion required and by delegating to a
 joint agent, temporarily appointed for the season of navigation, the power to
 promulgate such regulating action as determined upon by the interested
 parties.
 At the opening of the season of navigation of 1895 the association was
 formally organized under the title above indicated, and the compact then entered
 into was one of continuing duration. At that time the membership comprised the
 following lines: The Western Transit Company, Union Steamboat Line, Erie
 & Western Transportation Company, Northern Steamship Company, Lehigh
 Valley Transportation Company, Lackawanna Transportation Company, Union Transit
 Company, and Minneapolis, St. Paul & Buffalo Steamship Company. These
 lines are what are known as the regular lake lines, being thus designated by
 reason of their corporate ownership and affiliation with connecting railroads
 with which their business is interchanged, and in contra-distinction from the
 numerous independently-owned steamers having no alliance with the railroads and
 operating between any or all ports as business may seem most attractive. This
 distinction has also attached to the regular lines by reason of the general
 character of their business; under close traffic relations with Eastern and
 Western railroads they form a connecting link between the Eastern and Western
 lake ports, and thereby become a part of through routes for the carrying of
 merchandise, flour, grain, coal and other general traffic between the seaboard
 and western points.
 The association as at present organized is under the direction of a
 commissioner. A board comprising the managers of the various lines meet at
 frequent intervals, and pass upon all questions properly within the scope of the
 association. Subordinate to this board are various committees, comprised of
 agents of the lines and located at the different lake ports, such as Buffalo,
 Cleveland, Chicago, Milwaukee and Duluth. Through these
 committees the affairs of the association are directed with respect to the
 business at the particular points such committees are located.
 The traffic under the jurisdiction of the association is all
 merchandise traffic passing eastward and westward between the lake ports carried
 by the associated lines. The west-bound traffic is merchandise of the heavier
 class received at the eastern lake termini from connecting rail carriers, and
 the Erie canal, destined to Lake Superior, Lake Michigan or Lake Erie ports, or
 points beyond, as well as traffic originating at the eastern lake ports and
 destined to the western points. The westward bound traffic from New York via the
 Erie canal is carried by organized lines, such lines being owned by or operating
 directly in connection with the lake lines members of the association of Lake
 lines, and such canal traffic is accordingly within the jurisdiction of the
 association.
 Covering the westward-bound traffic received at the lake ports both
 from eastern rail connections and the canal, the regular lake lines form part of
 the through routes to western points, and are recognized by the eastern
 connecting carriers and the public as regular connections, and covering the
 through routes so formed tariffs are published by the eastern rail lines as well
 as the canal lines, and bills of lading issued which have the same commercial
 standing as bills of lading issued by routes comprised of rail lines.
 The eastward-bound traffic, to which the jurisdiction of the
 association extends, is all package freight tendered to the regular lake lines
 for shipment at Lake Michigan or Lake Superior ports and destined to Lake Erie
 ports, or through such latter ports for delivery to the connecting eastern rail
 carrier. This traffic is mainly flour and grain products, a certain class of
 packing house products, pig lead, copper, glucose and lard. Covering this
 traffic, through tariffs are issued by the lake lines from western lake ports to
 the seaboard in connection with the eastern rail lines, and through tariffs are
 also issued by the roads west of the lake ports in connection with the lake
 lines covering shipments of the traffic described that may originate at points
 beyond the western lake ports. On all such traffic bills of lading are issued by
 the regular lake lines, and carry the same commercial responsibility as bills of
 lading of the railroads.
 It will be noticed from the foregoing that a very large proportion of
 the traffic carried on the Great Lakes is not under the supervision of this
 association. Bulk grain, iron ore, lumber and coal are extensively carried by
 vessels, independently owned and operated between the lake ports only, and not
 as part of through routes between eastern and western points. The traffic of
 such vessels is secured at rates from time to time prevailing, and are usually
 determined with regard to the supply of traffic and the demand for vessel
 space.
 During the season of 1896, 80 steamers were in the employ of the
 associated lines, having a tonnage carrying capacity of 175,595 tons. As the
 close of the season approached, this number was increased to meet the demands of
 increased traffic.
 Beginning with the season of 1897 the Cleveland & Buffalo
 Transit Company and the Detroit & Cleveland Steam Navigation Company
 became members of the association, thus practically extending the jurisdiction
 of the association to all carriers engaged in the package freight service.
 
 LAKE CARRIERS ASSOCIATION.
 
 The primary movement of looking toward the association of vessel
 owners had its inception in Cleveland, and on September 1, 1880, the nucleus was
 formed of the Cleveland Vessel Owners Association, which became strong as the
 years passed, and new tonnage was added. There was talk in other ports of a
 general association, local meetings being held from time to time, and on
 December 18 the Cleveland vessel owners decided to meet with those of other
 cities on February 16, 1881, in Chicago. Articles of association in the form of
 resolutions were adopted, the most pertinent article setting forth that: "The
 object of this association shall be for the purpose of devising
 and discussing plans for the protection of the interests of lake tonnage (steam
 or sail), and for the better operation of local associations with each
 other."
 At a meeting held March 12, 1887, the Cleveland Vessel Owners
 Association organized with Capt. Alva Bradley as president, H. M. Hanna as
 vice-president, and B. L. Pennington as secretary. The Cleveland association
 subscribed to the articles and resolutions adopted at Chicago in February, and
 held strongly to the principles thus set forth (but the general association
 languished, and lost all energy), and from that time until 1892 the Cleveland
 association maintained its organization, and labored faithfully for the objects
 expressed in the article quoted above.
 Captain Bradley continued to fill the office of president until his
 death. He was succeeded by H. M. Hanna, who was maintained in that office until
 the amalgamation of the society into the present Lake Carriers Association in
 1892. B. L. Pennington was also continued as secretary until private business
 interests caused him to resign. He was succeeded by Capt. George P. McKay, who
 continued in office until the union of the two associations in 1892.
 The Cleveland Vessel Owners Association, at first acting with other
 local bodies, and later by its own force, with a tonnage membership of over
 300,000 net tons, registered, established shipping offices in Cleveland,
 Ashtabula and other contiguous ports, sent delegations to Washington, on
 important matters, such as reciprocity in wrecking privileges, the load line
 tradition, the establishment of aids to navigation, including lighthouses,
 lightships, improvement of channels, establishment of life-saving stations,
 removal of obstructions, and other matters of like nature.
 The association outlined a system for prompt and accurate reports of
 new obstructions, which were from time to time found as the draught of vessels
 increased. It took successful measures in opposing the bridging of the Detroit
 river, on more than one occasion; it established and maintained, by private
 subscription, a system of range lights, which have become essential to the safe
 navigation of the Detroit and St. Clair rivers. In connection with its shipping
 offices the association established a rate of wages for seamen, and, after some
 conflict, asserted the right of seamen to seek employment where they would.
 In 1885, on account of the weakness of the vessel owners to establish
 a general vessel owners association under the plan adopted at the Chicago
 convention in 1881, the Lake Carriers Association was organized at Buffalo, its
 purpose being, as was explained in its constitution, "To consider and take
 action upon all general questions relating to the navigation and carrying
 business of the great lakes and the waters tributary thereto, with the intent to
 improve the character of the service rendered to the public, to protect the
 common interests of the lake carriers, and to promote their general
 welfare."
 It was the further purpose, as set forth in the constitution, of this
 organization to deal only with general questions affecting the lake carrying
 marine, and membership was invited from all lake ports. This organization
 secured a membership of about 300,000 tons. It also dealt with the question of
 private lights, that is, lights needed in navigation and supported by private
 subscription, until the government could be induced to supply and maintain such
 lights; the establishment of better channels, the removal of obstructions, and
 opposition to the bridging of the Detroit river, holding that the latter would
 be a general calamity to lake interests; it interested itself in all legislation
 affecting the Great Lakes; aided in securing the improvement of Hay lake
 channel, and in all similar work, but did not establish shipping offices. S. D.
 Caldwell was the first president of the Lake Carriers Association, and Francis
 Almy secretary, the latter, however, being superseded by Charles H. Keep, all of
 Buffalo. No praise would be too great for these officers, and the association
 itself, in the attention given and the success attained in their efforts to
 carry out the policy of the association.
 It was soon discovered that the two associations were operating
 largely in the same fields. In December, 1889, a bill was
 introduced in Congress known as the "load line bill." It applied only to lake
 vessels, and its peculiar provisions threatened to interfere with the carrying
 capacity of many classes of lake craft. By the united efforts of the Lake
 Carriers Association and the Cleveland Vessel Owners Association, through
 delegations which visited the committees of both Houses of Congress the bill was
 reported adversely and never came up again. Previously the two associations had
 united in a successful protest against the bridging of the Detroit river, and in
 other matters of a like nature, and so closely allied were they that in the
 report of the president of the Lake Carriers Association, in the spring of 1891,
 reference was made to a specially important feature of the work of the past year
 in the establishment of close relations between the association and other
 organized vessel interests. The two societies acting with the same general
 purpose, occasionally found themselves at cross purposes. Therefore, the impetus
 given to lake commerce, and the great increase in the number of large and costly
 vessels, demanded the union of the two associations, to the end that in all
 matters of common interest the vessel owners of the lakes should be able to act
 promptly, as a unit. Conferences were held at Buffalo and Cleveland, at Chicago
 and Detroit, which culminated in a meeting on April 28, 1892, at Detroit, which
 was very largely attended by vessel owners from all sections of the lake
 regions. At that meeting it was decided, with the consent of both associations,
 to reorganize the Lake Carriers Association, to amalgamate the Cleveland Vessel
 Owners Association with it, and invite all vessel owners on the lakes to come
 into the general organization, which was to have shipping offices wherever
 required about the lakes. Officers were elected and standing committees chosen,
 and authorized to carry on the work of the reorganized association.
 Slight changes were made in the objects of the new association, which
 were to include in its operations all matters upon which vessel owners were
 accustomed to act in common. The first year the total number of vessels entered
 was: steamers, 360, with a net registered tonnage of 430,800; and schooners,
 255; net registered tonnage, 149,039 tons, making a total of 615 vessels and a
 tonnage of 579,919.
 In order that the association should not again degenerate into a mere
 local organization, it was provided that the president should hold his office
 but for one year; that the board of managers should include a fair
 representation of every port on the lakes; that the members of the standing
 committee should be selected from the various ports in fair proportion to
 membership. Under this ruling M. A. Bradley was chosen president for the first
 year; Charles H. Keep, secretary; Capt. George P. McKay, treasurer; and Harvey
 D. Goulder, counsel.
 The new association at once began efforts to secure the establishment
 of government range lights in the Detroit and St. Clair rivers. The association
 had assumed the payment for private lights amounting to about $6, 500 a year. By
 continued efforts the government has been prevailed upon to establish lights
 wherever required on the American side, leaving the vessel owners to pay only
 for private lights established in Canadian waters.
 The law relative to wrecking had been that American wreckers might not
 conduct operations upon an American vessel in Canadian waters without a special
 permit, Considering the limited facilities in Canada for such work, and the
 great disproportion of American to Canadian tonnage, this frequently resulted in
 great hardship. There existed similar provisions in our laws against Canadian
 wreckers. The passage of a law was obtained authorizing Canadian wrecking
 operations in our waters whenever the Canadians would permit our vessels to
 conduct similar operations in theirs. This privilege was obtained, and
 reciprocity of wrecking privileges established.
 The interest in the reorganized Lake Carriers Association from the
 outset was very general. The conduct of its affairs has been exceptionally wise.
 While it has at times been compelled to deal with questions which were not of
 interest to each member, yet all of its work has been along the
 general lines of the purpose for which it was organized. With the exception of
 the office of president, no change has been made in the official staff of the
 association, but in accordance with the provisions of the constitution, the
 office of president can be held but one year by the same man, and each year a
 new presiding officer has been chosen.
 Formerly, there was no system for reporting newly discovered shoals
 and obstructions to navigation, or for securing their marking or removal;
 efforts for securing lighthouses, fog signals, life-saving stations and aids to
 navigation were local, and it was in consequence of this that it was so
 difficult to secure necessary attention at Washington, which the commerce of the
 Great Lakes warranted, and their necessities were comparatively unknown, while
 other localities united in pressing their wants upon Congress. But now that
 association has made the vessel owners strong and of one mind, the necessary
 attention is paid to all their requirements as they are brought before
 Congress.
 As has been said, the first president of the association was M. A.
 Bradley, who served as presiding officer in 1892. He was followed by Capt.
 Thomas Wilson in 1893, Capt. James Corrigan in 1894, William Livingston in
 1895.
 The annual meeting of the Lake Carriers Association in 1896 was held
 January 15, at Detroit. Capt. J. J. H. Brown, of Buffalo, was elected president
 to succeed William Livingston, of Detroit. The secretary, treasurer and counsel
 were re-elected. The annual report showed the chief features of interest for the
 year just closed to have been as follows:
 An abuse in overcharging vessels for fuel at the port of Buffalo, and
 in compelling all vessels to fuel with the parties who chartered them for coal
 cargoes. The association had determined to put an end to such extortion and
 discrimination. An agreement was entered into by the members of the Lake
 Carriers Association not to take fuel during the season of 1895 from the
 shippers of hard coal. This agreement was faithfully adhered to, and fuel was
 obtained at Buffalo in 1895 at much lower prices than in former years. At the
 annual meeting in 1896 the officers of the association were able to report that
 the old abuses had been stamped out and would probably never re-appear.
 An important contract was entered into by the Lake Carriers
 Association whereby all grain shoveling at the port of Buffalo should be done by
 one contractor instead of by separate gangs at the different elevators. The
 contractor's price showed a marked reduction from prevailing figures. The
 officers of the association were able to report that this contract had been in
 successful operation, with important results, both in the saving of time to
 vessels and economy in unloading.
 Two other very important matters came up at the annual meeting in
 1896. The first was a proposition to regulate navigation in the St. Mary's river
 by Act of Congress, and a committee was appointed to prepare such rules as they
 thought advisable to secure greater safety in navigating the river, and to ask
 Congress to pass a law authorizing the Secretary of the Treasury to adopt
 regulations for the navigation of the river, which regulations should have the
 force of law. Subsequently the Act of Congress was obtained, the rules prepared
 by the committee of the Lake Carriers Association were submitted to the
 Secretary of the Treasury, and approved by him, and in the season of 1896 they
 went into operation with the force of law.
 The other important matter referred to was the project of the Michigan
 Central railroad to build a bridge with two large piers in the channelway of the
 Detroit river opposite the city of Detroit. A resolution was adopted at the
 annual meeting that the Lake Carriers Association should oppose this project
 with all its power, and a very active contest between the vessel interests and
 the railroad interests subsequently took place. This contest was continued all
 through the year 1896, and it was announced that the Bill introduced for the
 proposed bridge would be withdrawn from further consideration by the present
 Congress.
 The annual meeting in 1897 was held at Detroit January
 12, and the following officers for the ensuing year were elected: President,
 James W. Millen, of Detroit; vice-presidents, J. S. Dunham, Chicago; C. E.
 Benham, Cleveland; David Carter, Detroit; S. D. Caldwell, Buffalo; George
 Berriman, Erie; Howard Shaw, Bay City; F. J. Firth, Philadelphia; L. S.
 Sullivan, Toledo; W. H. Wolf, Milwaukee; W. C. Farring-ton, Duluth; M. J.
 Cummings, Oswego; secretary, Charles H. Keep, Buffalo; treasurer, George P.
 McKay, Cleveland; counsel, Harvey D. Goulder, Cleveland.
 The annual report showed the association to have an active membership
 on its rolls of 722,863 net registered tons, an increase of more than 100,000
 tons over the previous year, by far the largest tonnage ever enrolled in the
 association. The proceedings of the annual meeting in 1897 were largely taken up
 with matters relating to the business operations of vessels rather than to
 matters of legislation. Chief among the matters discussed were the price to be
 paid for shoveling grain at the port of Buffalo, and a certain proposed improvement in bills of lading, and various
 economies in loading and unloading charges upon different kinds of freight.
 The annual meeting for 1898 was held at Detroit January 19. The report
 of the secretary showed a tonnage of 687,237 for 1897, a decrease of about
 37,000 tons from 1896, caused by the withdrawal of several fleets, which,
 however, have since reunited with the association. The tonnage for 1898 will be
 larger than ever before. During 1897 the association was able to reduce the
 expense for private lights in the Detroit river to a smaller sum than ever
 before expended. Perhaps the most important feature of the work of the Lake
 Carriers Association during the year in the legislative field was the success in
 the efforts of the committee on navigation in securing the lighting of lake
 channels and waterways on a very considerable scale by gas buoys. The officers
 and managers of the association having this matter in charge have been working
 for several years to secure the appropriation for a considerable number of gas
 buoys on the lakes. After a number of disappointments, they succeeded last
 season, with the powerful assistance of Senator McMillan, of Michigan, in
 securing a substantial appropriation for gas buoys, with a distinct provision in
 the appropriation bill that the buoys should be sent to the Great Lakes. Forty
 of these gas buoys were sent by the lighthouse board to the various lake
 lighthouse districts, and during the season of 1897 twenty-nine of these were in
 actual service, in addition to the two Canadian gas buoys in Point Pelee
 passage. There are seventeen other points on the lakes where gas buoys are still
 needed, and where their establishment has been recommended by the lighthouse
 officials in charge of the various lake districts. The board of managers hopes
 that a moderate appropriation can be obtained from Congress at this session
 which will provide part if not all of these additional gas buoys.
 Capt. J. S. Dunham was elected president, with the following as
 vice-presidents: H. H. Hawgood, Cleveland; David Vance, Milwaukee; C. W.
 Elphicke, Chicago; A. A. Parker, Detroit; G. L. Douglas, Buffalo; G. A.
 Tomlinson, Duluth; Chas. A. Eddy, Bay City; F. J. Firth, Philadelphia; Lean-der
 Burdick, Toledo; M. J. Cummings, Oswego; Alvin Neal, Port Huron; James Mc-Brier,
 Erie; J. H. Westbrook, Ogdensburg; F. W. Gilchrist, Alpena; G. E. Tener,
 Fairport. The secretary, treasurer and counsel were re-elected.
 The association award the contract for shoveling grain at Buffalo at
 $2.95 per 1,000 bushels. Resolutions were adopted recommending changes in the
 rules for navigating the St. Mary's river, favoring the enlargement of Erie
 Canal locks, and urging both the American and Canadian Governments to establish
 better aids to navigation on the Great Lakes and the St. Lawrence river.
 
 LUMBER CARRIERS ASSOCIATION.
 
 At Detroit in February, 1898, there was organized a Lumber Carriers
 Association for the purpose of fixing minimum rates for carrying. Officers of
 the new association were elected as follows: President, A. W. Comstock, Detroit;
 vice-president, Alvin Neal, Port Huron; secretary, A. M.
 Carpenter, Port Huron; treasurer, E. J. Reis-ter, Tonawanda, N. Y. The minimum
 rates for carrying lumber were fixed as follows:
 Lake Huron and Georgian Bay to Ohio ports, $1.25; Lake Michigan ports
 to Ohio ports, $1.37 ½; above Whitefish point to to Portage to Ohio
 ports, $1.50; above Portage to Ohio ports, $1.62 ½. Rates to Buffalo
 and Tonawanda to be 12 ½ cents in advance on rates to Ohio ports. Rates
 on hard-wood lumber were fixed at 75 cents advance over pine minimum. Rates were
 also adopted as to minor lumber products. No steamer owned by a member is to be
 permitted to tow a vessel not belonging to the association. Assessments of 5 to
 10 cents per net ton annually is authorized to be levied upon members.
 Very few owners of lumber vessels are members of the Lake Carriers
 Association. A circular letter, sent to owners of small vessels by a Michigan
 owner who has a large number of vessels engaged in the lumber trade, thus
 explained the needs of the organization: "The lumber carriers for several years
 past have been running at ruinously low rates on account of the strong
 competition of the vessel owners themselves. I think this could be easily
 overcome, providing enough of the owners would get together and form a lumber
 carrying association and fix a minimum rate of freight, whereby it would show a
 reasonable return on the investment; and also attempt to remedy some of the many
 evils which we are subjected to."
 Dull times in July, 1898, caused the Lumber Carriers Association, like
 some of the vessels enrolled on its books, to go into ordinary. The rates of
 freight on lumber and cedar were suspended for the season. The organization is
 maintained in hopes of making it effective at a later day. With two or three
 boats after every possible load, it was impossible to maintain the agreed rates.
 Bills of lading have been made for the association rates, but the ves-elman is
 said to have granted a substantial rebate to the shipper. "The fleet is
 decreasing rapidly each year," said a vessel-
 man, "but the business seems to fall off even faster than the boats.
 There is but little left except loading cedar off the beach, and even that trade
 goes to the railroad."
 
 CANADIAN TRANSPORTATION LINES, ETC.
 
 Among the principal Canadian transportation companies may be mentioned
 the Canadian Navigation Company, of Toronto; Canadian Pacific Steamship Line, of
 Owen Sound; Northwest Transportation Company, of Sarnia; North Shore
 Transportation Company, of Collingwood; Great Northern Transportation Company,
 of Collingwood; Montreal Transportation Company, of Kingston; Merchants Line and
 G. E. Jacques & Co., Montreal and Hamilton; Mathews Line, of Toronto;
 and the Kingston & Montreal Forwarding Company, of Kingston.
 One of the companies running lines of boats from Lake Ontario and Lake
 Superior in 1870 was the Lake Superior Royal Mail Line. The boats of this
 company ran from Collingwood to Fort William, and were the Algoma and the
 Chicora. These boats ran every week from port to port, calling at Owen Sound,
 Sault Ste. Marie, Michipicoten and intermediate points, carrying both passengers
 and freight. The Algoma was formerly the City of Toronto, afterward the Racine
 and at last the Algoma. She was wrecked in a fearful storm which swept Lake
 Superior in November, 1885, and a portion of her passengers was lost; but those
 who obeyed the orders of Captain Moore were saved. This accident occurred near
 Port Royale, and was caused by the vessel striking on a rock, just when the
 captain was turning round to take to the open lake.
 The Canadian Navigation Company was organized in 1857,
 succeeding the Royal Mail Line, which ceased to exist about 1857. In 1875 the
 Canadian Navigation Company and the Richelieu Navigation Company, of Montreal,
 combined their interests and formed the Richelieu and Ontario Navigation
 Company. At the time of the union of the two companies the Richelieu had the
 following steamers: The Passport, Magnet, Kingston, Champion, Grecian, Spartan,
 Corsican, and Bohemian. The Kingston was wrecked, but subsequently repaired and
 called the Algerian. The Champion, a wooden vessel, became
 unseaworthy in 1880, and was broken up. The Grecian was wrecked in 1870 on Split
 rock, above the Cascade rapids in the St. Lawrence river, and became a total
 loss. The Passport and Magnet have been in use since 1847. The boats of this
 line run between Toronto and other points on upper Lake Ontario, and ports on
 the St. Lawrence. The Spartan was built in 1864, and the Corsican in 1870. They
 all connect with the Hamilton Steamboat Company's vessels, and with those on the
 Niagara line.
 The Merchant's Line was established in 1872 by George E.
 Jacques & Co., of Montreal, a firm which had then been in existence for,
 perhaps, 25 years under different names, but which has always had a George E.
 Jacques connected with it, the present individual of this name being a grandson
 of the founder of the firm. In 1872 a daily line began running between Montreal
 and Chicago under this name, and also another line was confined to points on the
 St. Lawrence river and Lake Ontario. Originally the line running to Chicago was
 composed of some twenty-five steamers, among them the Osprey, the Colonist, the
 Indian, the Huron, the Bristol, the America, the China, the Scotia, the Prussia,
 the Europe, the Asia, the Cuba, the Alma Munro, and the Magnet. The Osprey and
 the Huron were the largest of these vessels. At first the business of the line
 was confined chiefly to the carrying of freight; only a few passengers being
 taken; but later the line developed into a passenger-carrying line mainly.
 At the present time this line comprises the steamers Cuba, Melbourne,
 Persia, Ocean, Arabian (an iron boat), the Lake Michigan, the Sir L. Tilley, the
 latter being the largest in the line, and being 180 feet long. 32 feet wide and
 ten feet deep. She is of 804 tons register. The principal owners of this line
 are Capt. J. B. Fairgrieve and R. O. and A. B. Mackay, of Hamilton, W. A.
 Geddes, of Toronto, and George E. Jacques & Co., of Montreal.
 The Niagara Navigation Company was organized in 1878, and
 established a line between Toronto, Niagara and Lewiston. Their first vessel was
 the Chicora, a large steel side-wheel steamer, 230 feet long and 52 feet wide.
 This boat ran alone on this line until 1888, when the Ongiara, formerly the
 Queen City, was put on the Niagara river, plying from Niagara-on-the-lake to
 Lewiston.
 The Cibola came next, 260 feet long by 28 feet 6 inches wide, and 11
 feet 6 inches deep. She was built of Dalzell steel, said then to be the best
 known to ship builders, the plates having been sent over from Scotland by the
 Dalzell Company. The hull was divided into five water-tight compartments. Her
 construction was commenced May 24, 1887, and she was launched November 21, same
 year. The engines were from the establishment of Rankin, Black-man &
 Co., of Greenock, Scotland, and were of the direct action, diagonal compound
 type, having two cylinders, 47 x 85 inches, and a stroke of 5 feet 6 inches.
 This vessel was burned at Lewiston, July 15, 1895, the third engineer losing his
 life.
 The Chippewa made her first trip July 26, 1893. She is 311 feet long,
 and 67 feet wide by 13 feet 6 inches deep. She was built by William Hendrie, of
 the Hamilton Bridge Company. This vessel was named after a famous man-of-war of
 1812.
 The Canadian Pacific Railway Company run one excellent
 steamship from Windsor, Ontario, opposite Detroit, to Fort William, at the
 northwest extremity of Lake Superior, leaving Windsor every Saturday at 3 p. M.,
 throughout the summer season, commencing June 26, and continuing to August 28.
 The steamer on this line is the Alberta, a steel steamship built on the Clyde.
 She starts on her return trip on Tuesday, and reaches Windsor about noon on
 Thursday. The Alberta is a fine vessel, having all the modern improvements. She
 is 270 feet long, 38 feet wide, 23 feet deep, and has a registered tonnage of
 2,300.
 Besides this steamship the Canadian Pacific Railroad Company run two
 steamers from Owen Sound on Georgian Bay, to the head of Lake Superior, these
 boats being the sister steel steamships Athabasca and Manitoba. 
 From Fort William a night's ride carries one to Rat Portage on the Lake of the
 Woods, from which place steamers run regularly to Fort Frances, at the head of
 navigation on Rainy river, through picturesque stretches of water which rival in
 beauty the Thousand Islands of the St. Lawrence.
 The Canadian Marine Association was organized February
 18, 1885, for the purpose of protecting the mutual interests of Canadian vessel
 owners. At first the membership was composed of the principal steamboat lines
 and vessel men, the membership being about forty. The first officers were John
 H. G. Hagarty, president; Capt. J. B. Fairgrieve, vice-president, and W. A.
 Geddes, secretary-treasurer. The present officers are R. O. Mackay, of Hamilton,
 Ont., president; W. A. Geddes, of Toronto, Ont., vice-president, and Capt. J. V.
 Trow-ell, of Toronto, Ont., secretary-treasurer. The membership at the present
 time is about fifty. The original vessel-men members gradually permitted
 themselves to drop out of the association.
 
 The Sailor
 
 
 French Voyageurs -- Fur
 Traders -- Moore's Canadian Boat Song --
 An Early American Sailor -- An Independent Canadian Skipper -- An Intrepid Lake Erie Captain -- Early Steamboat Masters -- Scandinavians -- The Early Navigators on Lake
 Superior -- John Maynard, The Hero of the
 Ocean Queen -- Opposition to Non-Navigators
 Having a Command -- How the American Sailor
 "Goes" -- A Romantic Marine Elopement --
 The Typical Jack has Vanished -- Crew of a Line Freighter -- Philosophy of a Tug-Boat Hand -- "De Look and
 See" -- Pilot Duties -- Opportunities for Advancement -- Ho! For the Straits -- Seamen's
 Wages -- The Western Seamen's Friend
 Society -- The Floating Bethel -- Marine Hospitals -- Ship
 Masters Association -- Masters and Pilots of
 Steam Vessels -- Marine Engineers Beneficial
 Association.
 
 
 Anyone can hold the helm when the sea is calm.
 - Maxim.
 The good seaman is known in bad weather.
 A smooth sea never made a skillful mariner.
 - Dutch Proverb.
 While the hollow oak our palace is, our heritage the sea.
 - Allan Cunningham.
 The best pilots have need of mariners, besides sails, anchor and other
 tackle.
 - Ben Jonson.
 The winds and waves are always on the side of the ables navigators. 
 - Gibbon.
 I was never on the dull, tame shore, But I loved the great sea
 more and more.
 - Proctor.
 I love the sailor; his eventful life - His generous
 spirit - his contempt of danger, His firmness in the gale, the wreck, and
 strife.
 - Colton.
 How cheery are the mariners- Those lovers of the sea; Their
 hearts are like its yeasty waves, As bounding and as free.
 - Park Benjamin.
 I'm on the sea! I'm on the sea! I am where I would ever be,
 With the blue above and the blue below, And silence wheresoe'er I go.
 - Proctor.
 A strong nor-wester's blowin' Bill! Hark! Don't ye hear it roar
 now? Lord help 'em, how I pities them Unhappy folks on shore now.
 - The Sailors Consolation
 From the days of the French Voyageurs down to the present time the
 sailors of the Great Lakes have always been an interesting and picturesque type
 of men, varying with the changing conditions under which they sailed, but ever
 wearing the badge of courage and fidelity, and every displaying the sturdy
 character that is demanded of their eventful vocations. The sailor of today is
 unlike the sailor of 50 years ago, because navigation has been revolutionized
 during that period. Much more is he unlike the first white man, who tempted
 these unknown seas, and who only skirted cautiously the extended shores of the
 Great Lakes.
 The first white sailors on the lakes were engaged almost exclusively
 in the fur trade. They were canoemen, and sailed from one end of the lakes to
 the other.
 "A wild looking set were these rangers of the woods and waters," says
 Hubbard in his "Memorials of a Half Century." "Their weirdness was often
 enhanced by the dash of Indian blood. Picturesque, too, they were in their red
 flannel or leather shirts, and cloth caps of some gray color, finished to a
 point, which hung over on one side with a depending tassel. They had a genuine
 love for this occupation, and muscles that seemed never to tire at the paddle
 and oar. From dawn to sunset, with only a short interval, and sometimes no
 midday rest, they would ply these implements, causing the canoe or barge to fly
 through the water like a thing of life; but often contending against high-winds
 and gaining but little progress in a day's rowing. But how sweet was the rest,
 when a favoring breeze sprung up, enabling the little craft to carry sail. Then
 in came the oars, down lopped each, and in a few minutes all were in the
 enjoyment of a sound snooze. The morning and evening meal consisted, almost
 universally, and from choice, of bouillon, a soup made from beans, peas or
 hulled corn, with a piece of pork boiled in it, and hard bread, or sea biscuit.
 To the Northern voyageurs rations were generally served out of one quart of
 hulled corn and half a pint of bear's grease or oil, this being the daily and
 only food."
 Plain Fare of the Fur Traders. - Henry, the English
 trader, thus describes the food of the Canadian voyageurs: "The village of
 L'Abre Croche supplies the maize, or Indian corn, with which the canoes are
 victualled. This species of grain is prepared for use by boiling it in a strong
 lye, after which the husk may be easily removed; and it is next mashed and
 dried. In this state it is soft and friable, like rice. The allowance, for each
 man on the voyage, is a quart a day; and a bushel, with two pounds of prepared
 fat, is reckoned to be a month's subsistence. No other allowance is made, of any
 kind; not even of salt; and bread is never thought of. The men, nevertheless,
 are healthy and capable of performing their heavy labor. This mode of
 victualling is essential to the trade, which being pursued at great distances,
 and in vessels so small as canoes, will not admit of the use of other food. If
 the men were to be supplied with bread and pork, the canoes could not carry a
 sufficiency for six months; and the ordinary duration of the voyage is not less
 than fourteen. The difficulty which belong to an attempt to reconcile any other
 men than Canadians to this fare, seems to secure to them, and their employers,
 the monopoly of the fur trade.
 "After supper, pipes were lighted and, seated on logs or squatted
 around the campfires, they chatted until bed-time. This came early and required
 little preparation. To wrap a blanket around the person, placing coat or
 shoe-packs beneath the head, and a little greasy pillow - the only bed that was
 carried - constituted the whole ceremony; and speedy and sound was the sleep,
 beneath the watchful stars. The labor of the oar was relieved by songs, to which
 each stroke kept time, with added vigor. The poet Moore has well caught the
 spirit of the voyaguers' melodious chant in his "Boat-song upon the St.
 Lawrence." But to appreciate its wild sweetness one should listen to the melody,
 as it wings its way over the waters softened by distance, yet every
 measured cadence falling distinct upon the air. These songs, usually half ballad
 or ditty, and love, of course, the main theme, express the natural feelings of a
 people, little governed by the restraints of civilization." 
 Moore's Canadian boat song is supposed to be sung by those voyageurs,
 who go to the Grand Portage by the Ottawa river. It is as follows:

 
 A CANADIAN BOAT SONG,
 
 
 Faintly as tolls the evening chime,
 Our voices keep tune and our oars keep time,
 Soon as the woods on the shore look dim, 
 We'll at St. Ann's our parting hymn, 
 Row, brothers, row, the stream runs fast, 
 The Rapids are near, and the daylight's past!
 
 
 Why should we yet our sail unfurl?
 There is not a breath the blue wave to curl!
 But when the wind blows off the shore,
 Oh! Sweetly we'll rest our weary oar.
 Blow, breezes, blow, the stream runs fast.
 The rapids are near, and the daylight's past.
 
 
 Utawas' tide! This trembling moon
 Shall see us float over thy surges soon.
 Saint of this green Isle! Hear our prayers,
 Oh! Grant us cool heavens and favoring airs.
 Blow, breezes, blow, the stream runs fast.
 The Rapids are near, and the daylight's past.
 

 "I wrote these words" says Thomas Moore, "to an air, which our boat-
 man sung to us frequently. The wind was so unfavorable that they were obliged to
 row all the way, and we were five days in descending the river from Kingston to
 Montreal, exposed to an intense sun during the day, and at night forced to take
 shelter from the dews in any miserable hut upon the banks that would receive us.
 But the magnificent scenery of the St. Lawrence replays all these
 difficulties.
 "Our voyageurs had good voices, and sung perfectly in tune together.
 The original words of the air, to which I adapted these stanzas, appeared to be
 a long incoherent story, of which I could understand but little.
 "I ventured to harmonize the air, and have published it. Without that
 charm which associated gives to every little memorial of scenes or feelings that
 are past, the melody may perhaps be thought common and trifling; but I remember
 when we have entered, at sunset, upon one of these beautiful lakes, into which
 the St. Lawrence so grandly and unexpectedly opens, I have heard this simple air
 with a pleasure which the finest compositions of the first masters have never
 given me; and now there is not a note of it which does not recall to my memory
 the dip of our oars in the St. Lawrence, the flight of our boat down the Rapids,
 and all those new and fanciful impressions to which my heart was alive during
 the whole of this very interesting voyage.
 Describing the passage of a canoe through the breakers at the mouth of
 Twin river, Lake Superior, a writer in 1823 says: "Nothing can exceed the skill
 of these voyageurs in places of difficulty. The steersman, his eye on the motion
 of the waters, and the relation the canoe bears, at each moment of time, to the
 surge, give the word, and the paddles are applied with redoubled energy, and
 before a breaker reaches the canoe, she is past it, or, by retarding her
 movements, it rolls over and sinks before it reaches her.
 "One of the more prominent traits of the voyageur's character," writes
 Charles Lauman from Lake Superior in 1847, "is his cheerfulness. Gay and
 mirthful by nature and habit - patient and enduring at labor - seeking neither
 ease or wealth - and, though fond of his family, it is his custom to let the
 morrow take care of itself, while he will endeavor to improve the present hour
 as he thinks proper. He belongs to a race, which is entirely distinct from all
 others on the globe. It is a singular fact, that when most troubled, or when
 enduring the severest hardships, they will joke, laugh, and sing their uncouth
 songs - the majority of which are extemporaneous, appropriate to the occasion,
 and generally of a rude and licentious character."
 But with the conquest of the Great Lakes by England, and the subs-
 equent independence of the American colonies, and the colonization of the region
 of the Great Lakes, the voyageurs faded away, and a new type of seaman appeared
 on the scene. They were sturdy, restless Americans, who migrated
 from the Atlantic seashore. A brief sketch of one of these pioneers is here
 presented:
 An Early American Sailor: -- Uncle Davy Johnson, of
 Cleveland, when 94 years old related to a correspondent of the New York Tribune
 about 1884 some of his early experiences on the Great Lakes, which he sailed for
 50 years. He said: "When I was a chunk of a youngster I was apprenticed to a
 cooper at Bridgeport, Conn., and for five years I hammered away with adze and
 driver, and hauled a draw knife for just what I put in me and on me. We used to
 think that western New York State or western Pennsylvania was away out west. In
 1809 I put a 32-pound bundle on my back and started on foot to Buffalo. I made
 the journey to Albany, N.Y., about 320 miles in 16 days. That journey was
 nothing remarkable, as I had three dollars in money and a bundle of food. Many a
 poor fellow started on the same journey with nothing but an axe. When I arrived
 at Buffalo, I found a very small town. Cleveland, Sandusky and Erie were ports
 of entry. There were only two lighthouses on the lakes, one at Buffalo, first
 one built, and the other at Erie. Buffalo was then called Fort Erie and was a
 struggling little town till the war of 1812 gave it a start.
 "My first trip as sailor was made from Buffalo to Erie, which was then
 considered quite a trip. From Buffalo to Detroit was looked upon as a long
 voyage, and a vessel of 32 tons burden was considered the largest sailing on the
 lakes. In 1813 I was one of a crew of four, Capt. Dick O'Neil in command, that
 left Buffalo in the sloop Commencement, with a cargo of whiskey for Erie. While
 beating along the shore the English frigate Charlotte bore down upon us and
 captured us. Two boat-loads of red coats boarded our vessels and took us
 prisoners. We were immediately paroled, and a small vessel placed at our
 disposal to reach shore. We disliked to leave the sloop and whiskey at their
 mercy, and asked to be allowed to remain in the vicinity of the vessel, and were
 told by the British commander that if it was any consolation to us we could do
 so. We thereupon concocted a scheme to get the guard drunk and run the vessel
 ashore. This scheme was found out, and we were packed in a boat and rowed
 ashore, with orders not to return. After Perry's victory the owners of the
 Commencement were indemnified. I saw Commodore Perry often at Erie. In 1813 I
 settled in Cleveland. It was then a little, poverty-stricken huddle of not more
 than a dozen or fifteen houses. The first vessel I sailed as captain was the
 Perseverance, in 1816. The first trip I made in her was from Maumee to Mackinaw
 with a cargo of beer for Vance and Meeker. Vance was afterward governor of Ohio.
 From that time I sailed the lakes for 50 years."
 An Independent Canadian Skipper. -- In the autumn of
 1826, in one of the occasional gales of Lake Erie, a Canadian steamer, named the
 Dauntless, of Walpole, ran into Buffalo harbor for safety. The marshal of the
 district was notified to arrest the captain for some misdemeanor. He went on
 board the vessel to take the captain into custody. The skipper said he had some
 orders to give to his men before he left. He went up the rigging masthead; he
 then gave orders to his men, and the close-reefed job and the double-reefed
 foresail were hoisted in sailor style, the lines were cast off right in the
 teeth of that fiercely blowing gale of 40 miles an hour. The vessel gracefully
 careened on her side and headed for the lake. The marshal, not being a sailor,
 gladly gave twenty-five dollars to be landed on the breakwater of the harbor,
 and the wily skipper held his course for the British possessions.
 An Intrepid Lake Erie Captain. -- In a recent number of
 the Marine Record, C.G. Calkins, now of Berkeley, Cal., related some early
 reminiscences on Lake Erie. The sterling qualities of the old-time lake captains
 are shown following incident: "October, 1833, I was a passenger on the schooner
 Minerva, Captain Siles, from Buffalo. There had been a hard blow, and the wind
 was still heavy down the lake. We were not making much progress, and the captain
 decided to anchor inside Long Point. The anchor was hardly down when a boat came
 off shore to the vessel, and in it were the famous Captain Walker,
 the equally famous "Walker's Mary," and a man and wife, passengers on Walker's
 fine steamboat Washington, which had gone ashore and to pieces outside of the
 Point. Only one passenger was lost; the rest, about 40, had started to walk
 toward Buffalo.
 "Captain Walker insisted on being taken to Erie, and forthwith. So we
 were again on the open lake, with night and a violent storm to encounter.
 Captain Walker kept the deck all night, and showed himself a good sailor in
 heavy weather. I was in ignorance some of the time as to whether we were already
 half way to the bottom, and did not care if it was so. 
 If Captain Walker had not exercised his seamanship and muscular
 qualities, we should, no doubt, have gone down. All the canvas the wind could
 snatch was torn to shreds, but Walker was lively and saved most of it. If he had
 not been aboard we were lost with no chance in our favor, but if he had not been
 on board we should not have been here, but safely swinging to anchor behind the
 Point. In the morning we made Dunkirk, and Walker and the others, including the
 hatless passengers, proceeded to Erie by stage."
 Early Steamboat Masters. -- The successful navigation of
 the lakes by the early steamboats promoted western travel and immigration and
 led to the construction of the small fleet of steam vessels placed in commission
 from 1825 to 1830. With this fleet was inaugurated that magnificent boom,
 "steamboating on the Great Lakes," which continued until that majestic autocrat
 of the rail, the locomotive, relegated to inactivity the passenger steamboat on
 Lake Erie during the decade of the fifties. This illustrious boom was at its
 zenith during the decade of the forties, developing a large and magnificent
 fleet of passenger steamers, luxurious in appointments, officered by skilled
 lake navigators, distinguished for their affability, picturesque in ruffled
 shirts, and otherwise exquisite attire.
 There was no dearth of patronage, including fair women and brave men;
 there were bands of music galore, and a holiday air from the opening to the
 close of navigation.
 "The captains of the early and 'magnificent' steamers," says one
 writer, "were quite a distinct class of citizens. They were recruited mostly
 from the ranks of the successful masters of sailing vessels. The lake captain,
 as he walked his deck, was a man not readily approached. * * * In the village
 graveyards that line the shores of these inland seas, lie many of the men to
 whom were entrusted the comfort and safety of the great number of persons, who,
 in those early days, sought in the then far west a home for themselves and their
 children. As one who knew something of the lives of these men, and of the
 hardships and perils to which they were exposed, and of the responsibilities
 that rested upon them as captains, engineers and officers of the early
 steamboats on the lakes, the writer desires to testify to their many good
 qualities, and to say that as a class they were rarely excelled in the
 conscientious performance of their duties. Often unlearned as to the courtesies
 of life, or in the refinements of social usages, they had in them the stuff of
 which heroes are made, and when occasions required, as it often did, they
 displayed an unselfish heroism, which, more widely known, would have brought to
 them the recognition and fame they well deserved but rarely received."
 Among the early settlers of Wisconsin were large numbers of
 Scandinavians, descendants of the old northern sea kings. They had inherited a
 taste for the water, and proved as hardy and adventurous in their new homes as
 their ancestors did on the North sea, for thousands of these Danes, Swedes and
 Norwegians sailed the lakes for many years. Some of them bought land in the
 wilds of Wisconsin, and followed the lakes until the savings from their wages
 had paid for their homes. Others continued to sail through choice, and made
 efficient crews for the fleets of sail a generation or two ago.
 "The early navigators of Lake Superior," says Charles H.
 Keep, in his "Internal Commerce of the United
 States," "are entitled to credit for the great skill manifested in
 successfully navigating its unknown waters, unaided by any reliable charts,
 lighthouses, or other governmental aids to navigation. It may be truthfully said
 they builded better than they knew, for they in connection with the early
 explorers and the successful investors and seekers for mineral wealth on the
 shores of Lake Superior, first gave birth to the thought that that lake might be
 made a part of one of the great highways of commerce between the Atlantic and
 Pacific oceans. They traversed unknown and unexplored waters with a success that
 was worthy of the enterprise, energy, watchfulness, care, and skill manifested
 in their vocation, for, as we now recall, there was but one fatal catastrophe
 occurring among them, from the opening of navigation on Lake Superior in 1844 to
 the opening of the canal in 1855. This was the loss of the schooner Merchant,
 commanded by Captain Brown, sailing from Sault Ste. Marie for Copper Harbor and
 other ports in the season of 1847. Neither she nor any of her crew or passengers
 were ever heard from."
 The changes of masters of sail vessels in the early forties were of
 rare occurrence, and many grave derelictions which would not be tolerated now
 were seemingly overlooked. But, though independent, the old-time sailor was
 usually fearless and faithful. 
 The loss of the Ocean Queen, says an old newspaper, evoked the
 following poem from the pen of Kate Weaver. The disaster is not located, but the
 verse no doubt typefies the bravery and devotion to duty of the sailor of the
 Great Lakes.
 
 JOHN MAYNARD
 
 
 Twas on Lake Erie's broad expanse,
 One bright midsummer day,
 The gallant steamer Ocean Queen
 Swept proudly on her way. 
 Bright faces clustered on the deck,
 Or, leaning o'er the side, 
 Watched carelessly the feathery foam,
 That flecked the rippling tide. 
 
 
 Ah! who beneath that cloudless sky,
 That smiling bends serene, 
 Could dream that danger, awful, vast,
 Impended o'er the scene -- 
 Could dream that ere an hour had sped,
 That frame of sturdy oak 
 Would sink beneath the lake's blue waves,
 Blackened with fire and smoke? 
 
 
 A seaman sought the captain's side,
 A moment whispered low, 
 The captain's swarthy face grew pale,
 He hurried down below. 
 Alas! too late! Though quick and sharp
 And clear his orders came, 
 No human efforts could avail
 To quench the insidious flame. 
 
 
 The bad news quickly reached the deck,
 It sped from lip to lip, 
 And ghastly faces everywhere
 Looked from the doomed ship. "
 Is there no hope -- no chance of life?"
 A hundred lips implore; 
 "But one," the captain made reply,
 "To run the ship ashore." 
 
 
 A sailor, whose heroic soul
 That hour should yet reveal -- 
 By name John Maynard, Eastern born --
 Stood calmly at the wheel. 
 "Head her south-east!" the captain shouts,
 Above the smothered roar, 
 "Head her south-east without delay!
 Make for the nearest shore!" 
 
 
 No terror pales the helmsman's cheek,
 Or clouds his dauntless eye, 
 As in a sailor's measured tone
 His voice responds "Aye, Aye!" 
 Three hundred souls -- the steamer's freight --
 Crowd forward, wild with fear, 
 While at the stern the dreadful flames,
 Above the deck appear. 
 
 
 John Maynard watched the nearing flames,
 But still, with steady hand, 
 He grasped the wheel, and steadfastly
 He steered the ship to land. 
 "John Maynard," with an anxious voice,
 The captain cries once more, 
 "Stand by the wheel five minutes yet,
 And we will reach the shore!" 
 
 
 Through flames and smoke that dauntless heart
 Responded firmly, still 
 Unawed, though face to face with death,
 "With good God's help I will." 
 
 
 The flames approach with giant strides,
 They scorch his hands and brow, 
 One arm disabled seeks his side,
 Ah, he is conquered now! 
 
 
 But no, his teeth are firmly set,
 He crushes down the pain, 
 His knee upon the stanchion pressed, 
 He guides the ship again. 
 
 
 One moment yet! one moment yet!
 Brave heart thy task is o'er! 
 The pebbles grate beneath the keel,
 The steamer touches shore, 
 Three hundred grateful voices rise
 In praise to God, that He 
 Hath saved them from the fearful fire,
 And the ingulfing sea. 
 
 
 But where is he, that helmsman bold?
 The captain saw him reel-- 
 His nerveless hands released their task,
 He sank beside the wheel. 
 The wave received his lifeless corpse,
 Blackened with smoke and fire, 
 God rest him! Hero never he
 A nobler funeral pyre!
 
 Opposition to Non-Navigators Having a Command. - In
 earlier navi- gation of the Great Lakes, that is prior to about 1852, when they
 passed under national jurisdiction, there was a class of lake navigators, who
 were self-reliant and jealous of innovation or intrusion on their professional
 domain by landsmen assuming a command, by virtue of ownership. The first case in
 point was that of the steam- boat Constitution, about the year 1843. This vessel
 was owned by Mahlon Kingman, and for two seasons past had been commanded by
 Capt. Gilman Appleby, who for a serious offense, was relieved of his command.
 Then Amasa Kingman, son of the owner, who had sailed as clerk of the boat, but
 who was not a navigator, was placed in command, with Capt. Bob Wagstaff as first
 officer and sailing master. Owing to the popularity of the owner and his son
 among lake men, and also that of Bob Wagstaff, this innovation was overlooked,
 but it was not approved of, and the general sentiment was, "Don't let it happen
 again." 
 Another instance of the kind was that in connection with the steam-
 boat Wisconsin, which came out prior to 1840, under command of Capt. Henry
 Randall, with William Pincheon, second officer. She was a tub built boat, having
 a wide beam, much disproportionate to her length. About 1843 she changed
 ownership, and was re-built, being materially lengthened in the process. A man
 named William Chard was her control- ling owner. Mr. Chard had been a captain on
 the Erie canal, had prospered and had become manager of a canal transportation
 line, but had no experience on the lakes. However he assumed command of the
 re-built boat with the orthography of her name changed to "Wiskonsan." Then the
 trouble began. The idea of a canal-boat captain in command of a prominent lake
 steamboat was an innovation not to be condoned, and the shipmasters in general
 put burrs on the coat tails of Captain Chard. One of the most indignant of these
 shipmasters was Capt. Fred Wheeler, then sailing the propeller Hercules. Captain
 Fred procured a lengthy tin horn, and set of whiffletrees , and when meeting the
 "Wisconsan" outside in command of Captain Chard, he would send the whiffletrees
 to the foretop of the Hercules and sound the tin horn, the loud-mouthed emblem
 of canal navigation, from the foremost head. One season's command sufficed for
 Captain Chard. The tin horn and the whiffletrees were too much for him.
 How the American Sailor "Goes!" -- Silas Farmer, in his
 history of Detroit, gives this instance of recklessness during the palmy days:
 "some times high prices for transportation tempted the owners of boats to start
 them on their trips earlier than prudence justified. On one occasion, in the
 spring of 1851, as the ice had gone out of the Detroit river, and the upper end
 of Lake Erie was reported clear, the owner of a steamboat gave notice that she
 would sail the next day. As the lower part of the lake was covered with floating
 ice, there was much discussion with regard to the safety of the proceeding; and
 the boat started out from a dock which was thronged with spectators, who
 expressed much anxiety concerning her safety. The next day towards evening, the
 well-known Joseph Campau met A.B. Wood, the manager of the Telegraph Company,
 near the Campau residence, and said, 'Does ye hear anything from de boat -- de
 boat went out yesterday mor'n' "Oh yes, she has just reached Erie.
 She got into the ice and floundered about, tearing her paddle wheels to pieces,
 but she is in Erie harbor all safe.' 'Well,' said Mr. Campau, 'I to't so. Now,
 when de Inglishmon he want to go anywhere, he set down and tink how he get dar,
 and de Frenchmon, he want to go, and he stop and tink how he get dar; but de
 American, de Yankee, he want to go, and be-gar, he go. He go heaven, he go hell,
 he go anyhow.'"
 A Romantic Marine Elopement. -- Sailing on the Great
 Lakes was not without its romance during the palmy days of 1840. An affair of
 the heart occurred in March, 1838, which at that time occasioned wide comment
 and lead to a famous trial at Pittsburg, Pa. It immediately concerned Capt.
 Richard C. Bristol, who was afterwards a vessel owner, but at the time was
 sailing the James Madison, one of the first steamers of the regular line between
 Buffalo and Chicago. The captain was, early in 1838, the accepted suitor of Miss
 Josephine Hamot, the lovely daughter of a wealthy Frenchman, a resident of Erie,
 Pa. On the eve of his wedding, Captain Bristol was rudely forbidden
 communication with his intended by the stern and unrelenting parent, and a
 little later he learned, much to his distress, that the young lady was to be
 married to a Mr. Walker, an old roommate of his. Stories prejudicial to the
 character of Captain Bristol had been related to the old gentlemen. The repulsed
 suitor, smarting under the wrongs that had been done his good name, in vain
 sought a reconciliation with the family of his once affianced bride. The young
 lady's affections clung to her first love, and, when the latter planned on the
 evening of the last ball of the season a romantic elopement, she gave
 acquiescence. A coach, a word and a rapid drive, and the pair and a few friends
 were aboard the James Madison at an early hour in the morning. 
 The moorings were slipped and the steamer glided through the tortuous
 channels of the bay, and out into the lake, but heavy ice fields barred the way
 toward the New York ports, where marriage licenses were not required. 
 It was resolved to head the steamer up the lake, and so she steamed
 her way through great masses of floating ice, and at daybreak lay off Ashtabula,
 short of fuel and with the small crew exhausted from their excessive labor.
 After a hurried consultation it was resolved to land at Ashtabula, take on a
 fresh supply of fuel, and if there were legal obstacles to a speedy marriage to
 steer for Detroit.
 Captain Bristol went up to the town to see how the land lay, and in
 his absence a large steamer was observed in the offing, black with people and
 evidently bent on mischief. It was the Jefferson, sister ship of the Madison,
 both owned by Col. Seth Reed, of Erie. Captain Bristol had dispatched a boy to
 Jefferson, the county seat, for a marriage license. When he saw the pursuing
 steamer he resolved to take Miss Hamot ashore, and to direct his crew to put off
 up the lake, and thus deceive the "Jefferson party." This would give him time to
 procure his license and be married. The bride went ashore, but before the
 Madison got away the Jefferson was under her stern, and Captain Dobbins of the
 revenue cutter ordered the ship to return to Erie under penalty of seizure, as
 she had no ship's papers aboard. The pursuers had spoiled the romantic
 elopement. They had observed the landing of Miss Hamot, and followed her to the
 hotel, where by dint of much persuasion they induced her to return with them to
 Erie. 
 Excitement ran high at that little city, and the people arrayed
 themselves on opposite sides. Some of the officers of the Madison were arrested.
 Captain Bristol was charged with criminal abduction, and committed to prison at
 Pittsburg for trial. His trial proved a farce, and the courtroom during its
 progress was the scene of great interest and merriment. Captain Bristol was
 triumphantly acquitted, the United States court holding that it had no
 jurisdiction. The captain soon after married, and under the patronage of his
 good friend, Gen. Charles M. Reed, of Erie, became later a wealthy and
 successful grain dealer of Chicago, where he has been identified with various
 marine interests.
 The Typical Jack Has Vanished. -- What was written a few
 years ago by William L. Alden in reference to the ocean sailor may apply in a
 measure to the lake sailor also. He says: "The sailor is not yet totally
 extinct, and it may be safely prophesied that he never will be. To say, as is
 often said, that there are no longer any sailors, is to assert a broad general
 principle, which, like other general principles, is partly true and partly
 false. There exists what we might call a domesticated breed of sailors, such as
 the quartermasters, who steer our steamships, and the occasional veterans who
 are found among the crews of our men-of-war. The typical Jack of the
 pre-propeller age -- the 'Jacketarian' and the able seamen of the clipper-ship
 fleet -- has, however, utterly vanished. He was essentially a wild man.
 Civilization, in its most condensed expression, the steam engine, has driven him
 from the ocean."
 In the Cabin of a Liner. -- Describing in "Harper's
 Magazine" a trip on the steamer Columbia, in 1872, Constance Fenimore Woolson
 thus referred to the evening festivities: "The tables had been rolled away, and
 the colored waiters, with their guitars and banjos, formed a vocal and
 instrumental band.
 
 'Old Huron's long, old Huron's wide,
 De engine keep de time;
 Leabe de ladies on de side,
 And balance in a line,'
 
 sang these lake minstrels in their melodious voices. The floor was
 crowded with dancers, all formality was laid aside, strangers danced with
 strangers, and even that relic of the past, the slow waltz, had its devotees. A
 Virginia reel brought us close upon Sunday morning, and we all retired."
 Crew of a Line Freighter. -- A writer in the "Midland
 Magazine" recently described the crew of a lake-line freighter, and the
 following is his description somewhat abridged: "The crews consist of a captain
 or master, a mate, second mate, two wheelmen, two lookouts, two watchmen, an
 engineer and assistant engineer, three oilers, three firemen, cook, second cook,
 porter, and five deck hands or 'jacks of all trades,' in all 25 men.
 "The captain of a line-freighter renders full value for the salary he
 receives. I have met but one who claimed to be entirely satisfied, and I suspect
 that he mistook me for a new officer of the company. Captains generally will
 stoutly maintain that a sailor's life is a dog's life, and that they would never
 allow a son of theirs to go on the water. Still, some of them wax fat and
 jolly.
 "The captain of an ocean steamer has the same amount of detail port
 work and ship routine to perform as has the lake navigator; but his ports are
 fewer and his runs are so much longer that in fair weather he has an easy time
 of it. Not so the lake mariner. He is making one port and sometimes two ports a
 day. He has long stretches of rivers with narrow channels, and perhaps a hundred
 vessels to meet and pass, during which time he is on the bridge in fair weather
 and foul. He takes his vessel into and out of every port. He has to see to and
 prepare his manifests, his clearings and other custom-house rigamarole; look
 after his freight bills and attend to the constant loading and unloading at
 every port. He must see that this is done scientifically, so as to keep an even
 keel.
 "A salt-water captain, who is majestically piloted into his dock at
 New York, there to remain until it is time for him to be borne out in the same
 manner for his return trip, has little idea of the tribulations of his lake
 brother, who must poke around in perhaps a dozen different docks, pass 20
 drawbridges and dispute the right of way with as many if not twice that number
 of vessels. His harbor cares are so numerous and weighty that I have known of
 devoted husbands, whose ships have been at their home port for days at a time
 twice a month, but who could not get home more than once in an entire season - I
 said that they are devoted husbands, too!
 "Another delicate task is threading the narrow channels in the St.
 Clair and St. Mary's rivers. These are much-buoyed and lighted, yet a hundred or
 two hundred feet and even three hundred of 'roadway' for a vessel
 measuring forty feet wide, having wind and current to contend with, and meeting
 others of similar width, is not what might be termed comfortable driving.
 "In dense fogs and stormy weather this 'guiding genius of the deep'
 frequently puts in twenty-four to thirty hours steady watch. The latter end of
 the season, October and November, when for weeks continuously 'the mad winds
 blow and the billows roar,' is the time when one can best judge of the
 responsibilities, cares and physical strain on a lake mariner.
 "Imagine yourself standing in a little coop, perhaps eight feet
 square, with no shelter other than a canvas fence chin-high, with a bleak,
 howling wind, and the snow, sleet and spray encasing you in a rigid frozen mold;
 there to be tossed up, down and sideways. You are unable to see a distance of
 over a hundred feet. You must keep head to the wind. You know your whereabouts
 by the blindest reckoning only. You have your vessel, many thousand dollars'
 worth of cargo, and perhaps passengers to think of. You realize that another
 vessel may crash into you at almost any moment or that something about your
 steering apparatus or running gear may give out at the wrong time, and I'll
 wager that you would go down upon your knees and implore Heaven to bear you
 safely back to your cozy library.
 "Many of the minor cares about a steamer are shouldered by the first
 and second mates. The first mate is usually an elderly man. He attends to the
 hiring of deck-hands -- a task which recurs at nearly every port and always at
 the end of a round trip; to the cleaning, painting and burnishing of the ship;
 keeping things in place and having an eye on the stores and supplies, besides
 being on six hours watches twice out of every twenty-four. He is the mouthpiece
 of the captain; transmits all his orders 'aft' and looks after things
 generally.
 "The second mate is usually young and ambitious (perhaps only lately
 promoted from the wheelhouse, and with his gaze steadily fixed upon the beacon
 light of a captaincy), he does everything the captain and mate impose upon him.
 He watches the other double six hours of the twenty-four; does the fine work
 about the boat; attends to everything aft when entering and leaving port; never
 sleeps and always looks pleasant -- except to the deck hands.
 "The wheelmen are to the lakes what the quartermasters are on salt
 water. Theirs is a tedious though not physically hard task, particularly on
 ships having steam steering gear which requires really but an infant's touch to
 turn the wheel. The wheelman is learning to be a pilot, receives orders to steer
 a certain course and must follow that to a dot -- a most wearying job to stand
 there for six long hours looking for land marks and alternately watching that
 needle point that will wabble, and better had he never been born if, through
 drowsiness or other weakness of nature, he steers a quarter point off, or if in
 a channel he be too slow to obey instantly the order from above to
 'Port-a-little,' -- 'E-a-s-y,' 'Nothing to starboard' or 'S-t-e-a-d-y.' He keeps
 the 'log,' noting every point passed, time, and direction of wind and steering
 course and rings the bells for the other watch to go on duty.
 "The lookout's post is forward at night and in fogs where he peers
 ahead and informs the officers on watch that there is a white light ahead, or a
 red light on the port bow, or gives other seemingly useless information. At
 other times he scrubs, paints, washes, makes rope fenders and haughtily shows
 the lowly deck hands how to polish brass. The watchmen do mostly the same thing
 except that instead of looking out for lights ahead they tend lights and prowl
 around looking for possible fires within.
 "The engineer, with his assistant, his oilers and his firemen form a
 department by themselves; they control the heart of the monster. The chief,
 though obedient in taking orders from the captain about maneuvering the ship,
 obeys instructions from headquarters only as to speed, consumption of coal and
 such matters, and is a good deal like a civil service government employe, under
 the captain but in a sense independent of him.
 "The ship's crew generally stick to her for a season anyway. The deck
 hands pass the 25 or more tons of coal a day from the bankers to the fire room,
 shift freight, wash and polish everlastingly at the brass work, scrape spars and
 decks, remove from the latter the blisters of some 20 odd coats of paint, and
 apply a fresh coat. Though some stick and climb even to the bridge, most of them
 go on when particularly desirous of reaching some other port. There is an
 occasional fire drill when everyone makes a wild rush for his alloted position,
 some by the boats, some with the hose and others with axes. There is great
 commotion, and everyone seems satisfied that it was well done. "Jack has some
 fun aft of the enginehouse after supper. You hear some good jokes and
 considerable horse-laugh and play; and I suspect that there is often a quiet
 game in the kitchen galley where dimes and quarters change owners."
 
 PHILOSOPHY OF A TUGBOAT HAND.
 
 Down to the poorest paid stevedore, the sailor of the lakes is usually
 a happy individual, contented with his life and its pleasant associations. The
 poet of the Chicago Record has caught and expressed this spirit, in
 the "Philosophy of the Tugboat Hand," which is here reprinted:

 
 "Yes, sir, home is where the heart is; which is words that I have read.
 In a book wrote by a party that I understand is dead; 
 'Home, Sweet Home's' a tune I whistle often of these summer nights, 
 When the smell rolls up the river follerin' the steamer lights. 
 
 
 "In the heart of ev'ry human is a feelin', kinder soft. 
 Fer the bidin' place he's uset to, even if it's just a loft, 
 An' a-settin' on the towpost when we're docked here, all alone, 
 I feel sorry fer the man that has no place to call his own. 
 
 
 "With my pipe lit an' a-puffin', with the bridge lamps shinin' red, 
 An' the black smoke hangin' heavy in the air just overhead, 
 An' the garbage in the river bobbin' up an' down, you see 
 There's a heap o' satisfaction to a homebody like me, 
 
 
 "Other men may have their millions an' their houses, big an' grand, 
 But I ain't got any envy fer them people of the land; 
 Twenty years I've bunked down forrard in the old Rebecca Nye -- 
 She has been my home an' will be, if I'm lucky, till I die. 
 
 
 "Home -- yes, home is where the heart is, an' the old Rebecca's mine; 
 I blowed up with her in '80, sunk with her in '89. 
 Ev'ry plank an' rope an' rivet, ev'ry bolt head is a friend 
 True an' firm an' tried an' trusted, on the which I can depend. 
 
 
 "Twenty years I've slept down forrard in the same familiar bunk. 
 With exception of occasions when it happened I was drunk. 
 With exception of occasions of a sorry kind when I 
 Let the wicked city tempt me from the old Rebecca Nye. 
 
 
 "This is home -- the greasy water an' the sulphur an' the smoke, 
 An' the smell that comes a-floatin' up the river till you choke, 
 An the tootin' o' the whistle, an' the crashin', splashing sound 
 As the whizzin' old propeller swings some passin' boat around. 
 
 
 "This is home -- the steward callin' like a voice out of the tomb, 
 Tellin' us to come to supper down there aft the engine room. 
 This is home -- with us a-groanin' up the river, pullin' slow, 
 An' as we go chasin' outside nosin' 'round to find a tow. 
 
 
 "Let them kings who live in castles be as proudish as they please; 
 Let them wade around in carpets that reach up to their knees. 
 That an' such like things may be their idy of a home, but I 
 Druther have my bunk down forrard in the old Rebecca Nye."
 

 The humorous phases of lake sailing are preserved in a number of
 dialect poems, which have appeared in the press from time to time. One of these,
 entitled "De Look an' See," was recently reprinted in the Marine
 Record. It is as follows: 
 
 A skow kom sailing down Lak St. Claire
 Shingal an cord hood her deck load ware; 
 De win blew fresh an de win blew free, 
 An speed her way dat "Look an See." 
 Out she sail from de creek of de Bear, 
 Over de waters of Lak San Claire. 
 
 
 De win increase till he blew a gale, 
 De "Look and See" she reel her sail; 
 De water joomp rite o'er de boat 
 An way tree stick of cord hood flote; 
 From gail to hurricain blow de wind, 
 Four bench of shingal flote behind. 
 
 
 De captain she can't stan dat no more, 
 All de profit gone from dat trip sure; 
 If all shingal an de cord hood go; de sheriff he seeze 
 An sell dat skow, den no more whiskey, 
 No more bread, no more cabin to cover de head.
 
 
 So de mate she yell in de gail, 
 Batise stan by and let go dat sail; 
 Haul in de peek halyard when I luff de boat, 
 De peek haul in de halyard gon, 
 An under de gib day scoot along. 
 
 
 Dey reach de river, dey pass de lite, 
 Dare stopping place soon com in site; 
 De captain jomp rite roun and roun; 
 Parblue Batise, why doan you haul down? 
 Can't do it captain, de mate reply, 
 If you tink you can, you bess com try.
 
 
 Trow in de hank so quick you can, 
 De Captain cry as he forward ran; 
 Trow in de hank, and we make tings snug, 
 Better do dat dan hire a tug. 
 But Captain, de hank ain't got no string on,
 Never mind, trow her in, may stop her som.
 
 Pilot Duties. -- J. R. Oldham, in a recent article in
 "Cassier's Magazine," touches upon the different pilot duties of the lake
 masters. He says: "As to navigation on the lake region rivers, imagine a narrow
 waterway, say, with not more than 600 feet of channel, 15 feet deep, and picture
 two or three steamers, with or without barges in tow, going down the steam at
 ten or twelve miles an hour, when suddenly, at a bend in the river where a sharp
 turn of about 90 degrees has to be made, another steamer, or perhaps two, close
 together, with a string of tow barges, are encountered at the acute turn of the
 channel. I say, imagine being placed in the situation both day and night, and
 the steamerthat you have charge of being 50 per cent. larger than the average
 steamer passing the Suez canal. This is just the ordinary work of American lake
 captains, or it has been for many years. But now the speed in the "Soo" river is
 happily limited to nine miles an hour in narrow or shallow reaches, and its
 navigation is not quite so difficult or hazardous. A sailor who has never seen
 the "Soo" navigated would probably say that the turns the descending vessels
 frequently have to make in the face of such obstacles as I have endeavored to
 show, are more suitable for one of the picturesque Indians, who navigates the
 St. Mary's rapids with his facile canoe, than for a steel steamer, 435 feet in
 length and of 8,500 displacement, yet the task is generally accomplished with
 safety and precision."
 To the charge, sometimes made, that lake masters are only pilots, the
 additional reply can now be made that many captains are thoroughly fitting
 themselves for all the duties of thorough seamanship. And for this progress the
 representative of the Navy Department on the Great Lakes by means of the
 hydrographic bureau is properly credited. A navigation school has been conducted
 at Chicago during the past two winters by Lieut. C. L. Wilson, the assistant
 hydrographer at the Chicago office, and many of the captains of this port have
 taken great interest in the opportunities thus afforded, and acquired the tech-
 nical nautical instruction, which is making them superior in seamanship to ocean
 navigators, for in addition to the training and ability of the latter they
 possess the knowledge and experience of piloting vessels through the most
 intricate and extensive system of channels to be found in the world.
 It has been the assertion of the manager, who has in charge the newest
 and the largest fleet of ore freighters on the lakes, that he would attract to
 the service the best men on the lakes. This special effort to secure the most
 competent mariners, no doubt, has its basis in the fact that the best seamanship
 is the cheapest. The investments in this fleet are so large, the quick dispatch
 and careful sailing so essential to the full and complete success of the
 enterprise, that, simply as a business proposition, the question
 of efficient seamanship has received a new consideration. The result must be to
 directly or indirectly benefit all lake mariners. It is one of the plans of this
 management to induce the crews to remain aboard these vessels year after year,
 and to seek advancement by meritorious services. The quarters provided for the
 men have been made equal to those on a line freighter. The tendency will be to
 still farther improve the character and ability of the lake mariners.
 Opportunity for Advancement, - There is abundant
 opportunity for the lake sailor to rise in the world, not only to the better
 positions in marine service, but in other honored vocations of life. Both the
 past and the present afford numerous examples of men, eminently successful, who
 have been schooled by a course of lake navigation. Ex-Congressman Jerry Simpson,
 of Kansas, was an ordinary lake sailor. In February, 1895, the Marine Review
 briefly noticed the career of many eminent marine men, who had in early life
 filled lowly positions on the lakes or elsewhere. Capt. James Davidson, of West
 Bay City, began life as a ferry boy at Buffalo. H.A. Hawgood, of Cleveland, was
 a marine engineer. James Corrigan, of Cleveland, sailed before the mast with
 Capt. William S. Mack and many others. Ex-Congressman W.J. White, the Cleveland
 millionaire, sold pop corn to grocers, and is credited with having done some
 sailing. W.C. Richardson and J.C. Gilchrist both saw the rough side of life
 aboard small vessels. Harvey Goulder sailed before the mast, and gained a
 practical knowledge of navigation which has proved of great value to him as an
 admiralty lawyer. Capt. George Bone, of Buffalo, was keeper of the Erie beacon
 lighthouse before the war. Capt. John W. Moore, of Cleveland, at a tender age
 shipped as cook on a scow for $5 a month. Capt. Frank Perew also sailed the
 lakes as a cook, shipping on a bluff, on a passing schooner that was without a
 cook. L.C. Hanna, of the firm of M.A. Hanna & Co., was a steamboat
 clerk, and John Pankhurst, Robert Wallace, Tom Coe, Thomas Fitzpatrick, and
 other shipbuilders and vessel owners were lake engineers. The list might be
 extended indefinitely. The biographies of prominent lake mariners teem with
 instances of self-made men.
 Head for the Straits! - The opening of navigation is a
 great event for the thousands of sailors who have been wintering at the various
 lake ports. A Chicago newspaper writer described, a few days before the fleet
 got away in the spring of 1897, the scenes of activity on the Chicago river, and
 throughout the marine circles in anticipation of the eventful opening. He said:
 "There is a little stretch of ice around the Straits of Mackinaw, a little more
 in Lake St. Clair, and some large floes in Lake Erie. This is now all that keeps
 the 600 vessels, which comprise the lake fleet, still snug in their winter
 quarters. The coming week crews will begin to gather. The machinery of the big
 steamers, taken apart last fall and scattered around the engine rooms so that
 water would not freeze in the pipes, will come together again. Sails will be
 pulled down from a hundred lofts. From numberless sailors' lodging houses will
 come forth the men who will sail the ships.
 "Every pleasant day the vanguard is already at work painting the sides
 or patching up the decks. Many craft, deep-laden with grain, are being moved
 down the river to be nearer the harbor entrance when the news comes the 'straits
 are open.'
 "The solitary sentinel of the numberless vessels and cargoes which
 will be afloat the coming season now scans the expanse of ice at the straits
 from Lake Marine News station at Mackinaw City. To many thousands his reports on
 the 'condition of the ice' are more important than the latest news from the
 Mediterranean.
 "A few steamers have been kept running all winter between Chicago and
 points along the Wisconsin shore. A big business has been done by car ferries
 across the lake from Milwaukee; but all this does not count with the mariners
 who are now getting ready for work. The only navigation they recognize is that
 which begins with the opening of the straits.
 "Down along the river it is safe to call almost any man
 these days, who looks well fed, has a hale and hearty appearance, and who wears
 a big coat, 'Captain,' 'How are you, Captain? What kind of a winter have you
 had? What have you been doing?" This is a salutation one hears a dozen times in
 a block.
 "California seems to have been attractive to many lake faring men the
 last winter. A score or more have been to Cripple Creek and succeeded in putting
 away the savings of last season into holes in the ground. Gold mines absorb more
 of the earning of lake navigators than any other class of men who depend on
 wages for support. Some the last winter have been up in British Columbia, and
 have invested there. Now they are coming back. Ship keepers are being paired off
 and let go until another winter comes around. Tales of fabulous wealth made in
 gold mines are relegated to the time for rest after a hard day's work in getting
 the ship into shape once more for service.
 "It will be a great day for the keepers of the sailors' lodging-
 houses when navigation opens. The money of the average sailor disappeared long
 ago. He has had the same thing happen every winter since he can remember, and
 the fact that his money is gone, does not worry him in the least. The keeper of
 the lodging-house is not troubled by this little circumstance either, for he
 knows as soon as the 'boys' get to work this spring the winter bills will be
 paid. Year by year the number of real sailors grows less on the lakes. The
 musical 'heave-ho' is becoming the lost chord. Even on vessels which use sail an
 engine lifts the canvas.
 "A long night of enforced idleness for a great army of stevedores and
 longshoremen is also showing the dawn of morning. There are said to be over
 2,000 men who earn their living during the summer by loading and unloading
 merchandise from the liners. In the winter a great many of them are employed in
 cutting and stowing away ice. Such occupation, however, is beneath the notice of
 the men who unload coal and lumber, and they do not expect to do anything after
 the last vessel if unloaded until the next one comes the following spring.
 "In the old times the first boat through the straits was a marked
 craft for the season, and its captain took front rank among his fellow
 navigators. It was nothing to go up to the straits and buck ice for a week in
 trying to get through in achieving that honor. But with the coming of
 corporations and consolidations of capital in large fleets, much of the early
 honor has gone. The managing owner directs his movements. The captain, once the
 proud commander free to sail when he deemed best, now awaits a telegram ordering
 him to go. The manager wots not of honor, but in coal bills he is an adept. Thus
 another romance has given way before the logic of double-entry bookkeeping."
 Seamen's Wages vary considerably from year to year, for
 they are subject to the same influences that regulate other wages. Seamen's
 wages in 1818 were $15 per month; mates' wages from $25 to $30 per month; and
 captains' wages from $40 to $50 per month.
 The wages of men in 1836 ranged as follows: The captain received from
 $600 to $1,000 for the entire season; the first mate from $36 to $40 per month;
 second mate, from $18 to $28 per month; steward, from $25 to $35 per month;
 engineer, from $50 to $90 per month; wheelsman, from $15 to $20 per month;
 fireman, $18 per month; sailors, $16 per month; first cook, $25 per month;
 second cook, $18 per month; third cook, $10 per month; and other hands from $10
 to $15 per month. 
 The following table shows the rates of seaman's wages at different
 periods during the season of 1859. Vessels in the lake shore trade usually
 paying the highest wages given: April 1 to August 15, $12 to $14 per month;
 August 15 to October 1, $16 per month; October 1 to November 1, $18 to $20 per
 month; November 1, to the close of the season wages were from $1.00 to $1.50 per
 day. Seamen's wages during the fall of 1863 were $2.00 per day.
 For the census of 1890 statistics were prepared showing the number of
 all employees constituting the ordinary crews of 1,072 reporting
 steamers on the Great Laes and St. Lawrence river, together with their average
 monthly wages. The statement is as follows: 
 EMPLOYEENUMBER EMPLOYEDAVERAGEMONTHLYWAGES
 Captains1069$109.15
 First mates577$71.56
 Second mates339$58.00
 Clerks117$66.25
 First engineers1067$87.34
 Second engineers597$62.24
 Wheelmen1040$36.01
 Lookouts565$33.77
 Watchmen503$32.97
 Cooks720$51.54
 Assistant cooks306$20.98
 Seamen52$35.96
 Deck hands2278$23.70
 Firemen1463$36.51
 Stewards75$59.43
 Waiters215$20.44
 Boys30$18.30
 Chambermaids49$22.39
 Porters89$25.22
 Musicians8$65.00
 
 
 Another statement shows the number of all employes constituting the
 ordinary crews of 758 reporting sailing vessels on the Great Lakes and St.
 Lawrence river, together with their average monthly wages: 
 EMPLOYEENUMBER EMPLOYEDAVERAGEMONTHLYWAGES
 Captains757$77.18
 First mates632$52.14
 Second mates132$50.31
 Cooks660$35.68
 Seamen2354$38.39
 Boys4$18.25
 Watchmen2$25.00
 
 
 In recent years the Lake Carriers Association has from time to time
 established a schedule of wages, which has not been generally accepted. The
 custom has been to advance wages from $3 to $10 per month about October 15, and
 to also make a further advance in November if conditions justify it.
 The following are the wages adopted by the executive committee of the
 association for 1898.
 ON STEAM VESSELSWAGES PER MONTH
 FIRST CLASSSECOND CLASSTHIRD
 CLASS
 Chief engineer$105$90.00$60 to $75
 Second engineer$70$65.00$50
 First mates$75$65.00$50 to $60
 Second mates$50$40.00
 Cooks$50$45.00$40
 Helpers to cooks$15$12.00
 Firemen$30$30.00$25 to $30
 Wheelsmen$30$30.00$25 to $30
 Lookouts$30$30.00$25 to $30
 Deck hands$15$15.00$15
 Oilers$39
 ON CONSORTS AND SAILING
 VESSELS
 First mates$45$30 to $40
 Second mates$35
 Cooks$30$25.00
 Seamen$30$20
 to $25
 NOTE: -- Firemen engaged in fitting out vessels are to
 be paid $1.25 per day.
 
 
 In the division of classes, the first class on steamers is supposed to
 represent all steel freighters, excepting the older ones that have only compound
 engines; these latter are included in the second class with the larger wooden
 steamers. The third class is designed to cover small wooden steamers, such as
 are engaged in lumber trade. The point of tonnage where a line is to be drawn
 between first and second class in barges and sailing vessels is left to the
 owner.
 The Western Seamen's Friend Society. -- The Bethel Union,
 of which the Western Seamen's Friend Society is a component part, was organized
 in 1867, to carry on the wider benevolent work, into which the activities of the
 latter had developed. The Bethel Union is now the owner of valuable property at
 the corner of Spring and Superior streets, Cleveland, occupied by the Associated
 Charities and the Western Seamen's Friend Society. The Western Seamen's Friend
 Society has had an unbroken existence since 1830, when the society was
 organized. A complete chapel and institutional work is now conducted by the
 chaplain, Rev. J. O. Fall. Cleveland is the chief office of the society in the
 West.
 The Seamen's Friend Society maintains a Bethel home. Its
 efforts are in the line of intellectual, social and religious care, but it is
 wholly non-sectarian. It employs, as means allow, missionary agencies on the
 interior highways of commerce; establishes missions and Sunday-school stations
 at isolated settlements; it has, during its sixty-seven years of existence
 organized Bethels and port societies at Cleveland, Cincinnati, Pittsburg and
 Erie, Ashtabula Harbor, Toledo, Sandusky, Milwaukee, Detroit, Chicago, St.
 Louis, Onarga, Ill., St. Paul, Duluth and Washington Island. Many of these
 Bethels have had a continuous existence. Several own valuable property, and have
 work of national reputation.
 Local boards of control contain about 145 of the most influential
 business men of the interior cities, ladies' auxiliaries, nearly two hundred
 women workers. More than four hundred volunteer men and women workers aid in the
 educational features of the work.
 In the early days of its history the work was limited to sailors and
 men directly connected with the lake, river and canal navigation. The evolution
 of methods and of the highways and carriers of commerce, propelling machinery on
 the water, and vast railway systems on the land, with the potent moral
 interests, connected with the industrial and social status of this carrying
 trade, has compelled broader scope, both as to beneficiaries and appliances for
 work.
 Among the many objects of the Western Seamen's Friend Society, it
 would be well to mention, preaching the Gospel to seamen, boatmen, railway
 operatives, lumbermen, fishermen, longshoremen, etc.; Bethel chapels and reading
 rooms; floating Bethel missions; Snug Harbor stations for the care of aged and
 disabled men of the transportation line service; Bethel congregations, with
 neighborhood household sections. The society is dependent for support
 principally from private contributions.
 The Floating Bethel. -- In July, 1879, Chaplain J. D.
 Jones purchased the schooner Union and founded the Floating Bethel Mission at
 Cleveland. This long, low-water craft, through the windows of which bright
 lights gleamed and the sound of hymn song floated out upon the air, was moored
 alongside the wharf at the foot of St. Clair street, Cleveland. A house was
 built the entire length and breadth of the little schooner, and she was
 transformed into a Bethel chapel and reading room. A few ladies and children
 were present at the dedication of this floating Bethel, but the greater part of
 the audience was composed of seafaring men, representatives of many
 nationalities.
 Twelve years previous to the organization of this work Chaplain Jones
 had devoted much of his time to independent, unpaid mission labor, holding
 meetings on the docks, in the jails, police stations, and the marine hospital;
 distributing tracts, food and clothing; officiating at funerals and carrying the
 word of God into the enemies' camp in many and diverse ways.
 In September, 1879, the Floating Bethel and City Mission was
 organized, with a board of directors. Captain Thomas Wilson was chosen president
 of the board and has filled that office ever since. The object of the Floating
 Bethel is to do missionary work among the sailors, to visit the shipping in the
 harbor and the homes of the poor and sick, and as far as means would allow,
 provide for their wants; to visit the inmates and do missionary work in
 hospitals, infirmaries and prisons. In the course of time the little floating
 Bethel became too small to accommodate the growing mission, and in 1886 the land
 and two-story brick building at No. 165 River street was purchased. This
 building answered the purposes of the Floating Bethel for several years, but
 finally it, too, proved inadequate.
 In 1895 the purchase of the four-story building next door was
 completed, and the new floating bethel building dedicated December 22.
 Two meetings are held in the chapel, every Sunday and Thursday
 evenings. The register shows that 23,233 people were present at divine services
 during the year 1893, and during 1897 there were 50,593 in attendance. The
 expenses in 1883 were $3,336, and the annual expense since 1890 has been about
 $6,000.
 In the reading-room, which is free to all, English,
 German and Scandinavian lake port papers are kept on file. Writing material is
 also furnished free to sailors.
 The officers of the Floating Bethel follow: Capt. Thomas Wilson,
 president; Capt. George Stone, vice-president; Stiles H. Curtiss,
 vice-president; C. O. Scott, treasurer; H. F. Lyman, secretary; J. D. Jones,
 chaplain and superintendent.
 
 MARINE HOSPITALS.
 
 United States Marine Hospital at Cleveland. -- Unusual
 interest attaches to the history of the United States Marine Hospital at
 Cleveland from the fact that it was the first institution of its kind to be
 built along the chain of Great Lakes, and also because of the many vicissitudes
 through which it has passed. The agitation for the construction and maintenance
 of a marine hospital on the inland waters of the United States began in. the
 year 1835, the Ohio Legislature at that time adding its influence to efforts
 made elsewhere, and in time Congress appointed a commission to look into the
 matter. This commission visited Cleveland and chose the site at present occupied
 by the hospital, a tract of 8.57 acres belonging to Levi Johnson, the price of
 which was $12,000. Five years after the report of this board, during which time
 efforts had been made to have another site selected, Congress appropriated the
 money needed to purchase the tract. This was done August 29, 1842. Two years
 later $20,000 was appropriated for the building, and the foundations were laid,
 after which several years passed without further action on account of the
 quicksand underlying the site. On April 30, 1856, Congress appropriated the sum
 of $8,000 for completing the hospital, with $5,000 "for grading and piling the
 lake front." This was speedily seen to be insufficient for the purpose, and
 other appropriations followed, the building being sufficiently completed to
 allow of the admission of patients in 1852. The total cost of the hospital
 proper was $87,703.66, while the grounds, fence, enclosing walls, etc., brought
 the grand total to $119,291.84.
 The first physician and surgeon of the hospital was Dr. Charles R.
 Pierce, who was superseded before being allowed to serve by Dr. Morgan L.
 Hewitt, November 4, 1851. Dr. Hewitt was in command when patients were admitted
 for the first time, in 1852. During the next nine years the physicians in
 charge, with the date of their appointments, were as follows: Dr. H. A. Ackley,
 April 4, 1893; Dr. Jonathan I. Todd, July 1, 1857; Dr. R. S. Strong, October 26,
 1859; Dr. William A. Capener, August 24, 1860; Dr. Martin Luther Brooks, March
 11, 1861.
 While the Civil war was in progress, the Soldiers Aid Society of
 Cuyahoga county occupied one wing of the hospital building, on authority of the
 United States Government. Dr. N. B. Prentice was appointed to take charge of the
 hospital in 1865, being followed four years later by Dr. George H. Blair, who in
 turn was succeeded by Dr. J. F. Armstrong in 1873.
 On October 1, 1875, the Cleveland City Hospital Association, which
 later became the Lakeside Hospital Corporation, after diligent effort succeeded in obtaining a twenty years' lease of the
 hospital property from the government, at the nominal rental of $1 per year,
 agreeing to care for marine hospital service patients for 64 cents each per day.
 This arrangement continued until the expiration of the lease, when an extension
 of six months was granted by the government to enable the Lakeside Hospital
 Corporation to complete its group of magnificent new hospital buildings which
 adjoin the Marine hospital. The lessees made a number of permanent improvements
 during their occupancy of the grounds. A large brick structure east of the main
 building was constructed with an amphitheater for clinical lectures, and rooms
 for the laundry and servants' quarters. At the west of the main building a frame
 cottage for a children's ward was also constructed. A pest house was also
 built.
 Dr. Proctor Thayer was appointed to command of the hospital in 1887,
 being followed by Dr. Guy B. Case, as acting assistant-surgeon, until 1889, when
 Passed Assistant-Surgeon S. T. Armstrong took charge. The officers in charge
 from that time up to the present have been as follows: Passed
 Assistant-Surgeon P. M. Carring-ton, assigned February 15, 1890;
 Assistant-Surgeon A. W. Condict, April 15, 1890; Passed Assistant-Surgeon S. D.
 Brooks, May 24, 1890; Assistant-Surgeon Emil Prochazka, April 5, 1894; and
 Passed Assistant-Surgeon R. M. Woodward, from June 15, 1894, to the present
 time.
 On April 1, 1896, the lessees of the hospital vacated and the marine
 hospital service resumed control. In addition to Dr. Woodward, the officers in
 charge are Dr. L. P. H. Bahrenburg and Dr. H. L. Gilchrist, internes, and L. W.
 Richardson, steward. There are eleven attendants.
 During its existence, the hospital has cared for a very large number
 of patients, all of whom, except during the period of occupancy by the Lakeside
 Hospital Corporation, have been sailors belonging to the merchant marine of the
 Great Lakes. All such are considered wards of the government to the extent that
 they are provided medical attendance and nursing free of charge. To afford an
 idea of the extent of the work performed in the institution, the figures
 covering the number of patients treated during the three years ending with 1895
 are given. During the fiscal year 1893, 319 hospital patients and 1,688 office
 patients were treated. In 1894, the numbers respectively were 253 and 1,170, and
 in 1895, 297 hospital patients and 1,082 out patients received the benefit of
 medical treatment and advice.
 The marine hospital service of the United States dates from the year
 1798 and celebrated its centennial in 1898.
 United States Hospital at Detroit. -- A reservation at
 the corner of Jefferson and Mount Elliott avenues, Detroit, was ceded to the
 United States by the Legislature of Michigan in 1853 for hospital purposes. The
 construction of a commodious and suitable building was commenced here by the
 government and completed in 1857 at a cost of $109,526. It is a solid and
 substantial structure, three stories in height and capable of providing for from
 50 to 60 patients. Dr. Zenas Pitcher was appointed physician in charge, in 1857,
 and served until 1861. Since then the surgeons in charge have been as follows:
 Drs. Louis Davenport, 1861 to 1866; James A. Brown, 1866 to 1879; W. H. H.
 Hutton, 1879 to 1882; W. H. Long, 1882 to 1885; H. W. Sawtelle, 1885; W. H.
 Long, 1885 to 1889; W. G. Stoner, 1889 to 1893;W. H. H. Hutton, 1893 to 1897;
 John Godfrey, 1897, and now in charge. A fine residence for the medical officer
 was erected in 1895, and arrangements have been made here for the building of an
 isolation ward.
 U. S. Hospital at Chicago. -- A meeting of citizens was
 held at Chicago in 1846 for the purpose of inducing the general government to
 establish here a marine hospital for the benefit of sick and disabled seamen. A
 petition was drafted and received many signatures. It was presented to Congress
 and was successful, for an Act was passed in 1848 appropriating $10,000 for the
 erection of a hospital. It was built on the east side of Michigan avenue, near
 the site of the old Fort Dearborn, and completed in 1851 at a cost of $50,000.
 This hospital was destroyed in the fire of 1871, and the ground was then sold to
 the Michigan Central Railroad Company. Four years earlier, or September 18,
 1867, work had been commenced on a new hospital, the present commodious
 structure on the shores of Lake Michigan, five miles north of the court house,
 on North Halsted street, near Grace-land avenue. A ten-acre tract had been
 purchased at $1,000 per acre, but work progressed slowly until after the fire.
 The building was completed in November, 1873. It has a capacity of \ 50
 patients. Its staff now consists of Drs. Henry W. Sawtelle, surgeon; M. H.
 Foster, assistant-surgeon; C. Ramus, acting assitant-surgeon; Percy Barnesby,
 interne, and two stewards. About 3,000 patients are treated annually. There is a
 city office of the hospital in the Rand-McNally building.
 
 SHIP MASTERS ASSOCIATION.
 
 Two Captains sink the Ship. -- Turkish maxim.
 On March 2, 1886, through the efforts of Martin Niland, William
 Dickson, Parian McFarland, Edmund Condon, John H. Dis-sette, and other
 well-known lake captains, there was formed at Buffalo, N. Y., the
 organization known as the Ship Masters Association, having as a nucleus the
 Excelsior Marine Benevolent Association. The present membership consists of
 between 700 and 800 of the better class of lake masters. Since its organization
 the association has paid death claims amounting to over $70,000.
 In addition to the social and beneficial advantages, through
 discussions at their meetings, the association has been instrumental in securing
 needed legislation on raft-towing, lights, fog signals and the regulation of
 speed in narrow channels. The discussions and lectures on compasses, affairs in
 admiralty, and other subjects, which are features of the regular weekly
 meetings, held when navigation is closed, has been of great benefit to the
 members. The key note of the organization is that every member is bound to do
 something to benefit the fraternity at large, and is recognized as one of the
 fundamental principles of the organization. All that remains for the
 organization to do is to point out to the members the application of this truth,
 and enforce its importance, that they may assist the grand officers in carrying
 it to a successful issue.
 The membership is made up of men who, by uniting energy and close
 application to their duties, have worked up to a good position in their calling,
 men who have been compelled to stand a thorough examination by an appointed
 government expert, whose duty it is to investigate character and habits and the
 ability to keep cool and clear headed in moments of great danger. They are also
 examined on the geography of the whole lake system, and are expected to
 recognize at once, even though glimpses only can be caught through the fogs or
 snow, the headlands of any portion of the continuous shores, wherever they may
 be. The direction and exact location of any submerged rock or shoal, -- and
 these are numbered by the thousands in this great water area -- must be
 accurately given in these examinations. To become a master of a lake steamer is
 no easy matter. It means during a large portion of a lifetime the closest
 attention to duty in the different positions, as step by step advancement is
 made. In few, if any, callings are there so many vicissitudes. This vocation
 requires almost absolute accuracy. Among lake masters are men who, after a
 decade of untiring labor, have met with slight accidents, and lost all they have
 gained by many years of hard labor, but, like the courageous men they must be to
 follow their vocation, they start out again at the bottom and work up.
 The history of the formation of the Ship Masters Association is full
 of interest. Its first meeting was held in a coal-shed by a few masters, not for
 secrecy but because it was the most convenient place. From this place the great
 good that has been brought about has emanated, and it makes a shipmaster feel
 proud of being a member.
 One of the causes which led to the formation of the association was
 the position taken by the line managers at Buffalo, that their masters should
 attend a nautical school. But the men asserted that they had, by actual
 experience of half a lifetime on the deck of a steamboat, served their
 apprenticeship, and had demonstrated their thorough competence to handle their
 vessels in all weather. Some of the more thoughtful masters, however, saw that a
 means to the end sought by the owners, would be the formation of an association
 for mutual improvement and that by meeting together socially a better feeling
 would be created.
 To this end a hall on Seneca street, Buffalo, was rented, about March
 2, 1886, an organization formed and officers elected. The association was called
 the Excelsior Marine Benevolent Association, and its aims and purposes were set
 forth in the shape of a constitution which bears the handmarks of careful and
 well-balanced minds. A clause in the constitution recites that "The efforts of
 this association shall be to improve and elevate the character of its members,
 create sociability and brotherly feeling; render assistance to those of our
 calling in sickness or death; to assist in providing a fund in case of death, to
 be given to the widow or orphan; to discuss matters of benefit to
 those in our calling, so as to make us more desirable to the owners of the craft
 we navigate; in fact to bring us closer together for mutual benefit."
 The Ship Masters Association is now on a solid and substantial basis,
 and has a safe and reliable organic law, whereby its business interests may be
 conducted by business methods. To quote President Clark, who, perhaps more than
 any one of the members, is entitled to credit in making the association
 deserving of confidence, "although the past years have been peaceful and
 pleasant sailing for the order in its voyage of life, it must not be thought
 that the ship will always sail upon peaceful waters and under pleasant skies. A
 sharp lookout must be kept in fine as well as in rough weather. Prosperity leads
 to carelessness, and carelessness leads to ruin."
 The clubrooms of the association are places where the membership can
 resort and always find the most congenial companionship, and a sufficient
 variety of amusement to while away their idle hours; a place where they can meet
 on an equality and have the same proprietary
 rights. Past Grand President Clark says, in his annual report: "The success of
 any fraternity is based upon the number of its members, and, this being
 conceded, how can the members expect to receive the benefits they anticipate,
 without endeavoring to earn them by securing new members. Many new certificates
 are issued to masters every year, and an effort should be made to induce those
 to whom they are issued, to join the Ship Masters Association."
 The first grand president, Alexander Clark, was initiated January 5,
 1887, under the old local organization, and was instrumental in calling a
 convention of the local lodges. Lyman Hunt was initiated March 16, 1889, and W.
 A. Collier on January 31, 1890. The convention met in Buffalo in January, 1891,
 an organization of a grand lodge on a broad basis was effected, and officers
 were elected, as follows: Capt. Alexander Clark, grand president; Capt. Lyman
 Hunt, grand treasurer; Capt. W. A. Collier, grand secretary. These officers were
 continued until 1894, when Capt. C. E. Benham was elected grand president. He
 served one year; Capt. George McCul-lough was next chosen grand president.
 Capt. Martin Niland, Pennant No. 1, was very active in securing the
 organization, but positively refused to accept office.
 Nine months in the year the affairs of the association are conducted
 by three men, the grand president, the grand treasurer and the grand financial
 secretary. Grand Secretary Collier and the executive board should receive great
 credit in making the paid matter in the annual directory, since 1893, meet much
 of the current expense, that is, the printed matter, the salaries of the
 officers, the expenses of conventions, and the postage of the secretary, and no
 assessment has been made for per capita tax. At this writing there is over
 $2,000 in the treasury.
 The grand secretary collects assessments to pay death claims direct
 from each individual member, and the secretary of local lodges collects the
 annual dues from his own lodge.
 Buffalo Lodge No. 1. -- After organizing and adopting a
 constitution, Buffalo Lodge No. 1, at its next meeting elected the following
 officers: William Dixon, president: Edward Condon, vice-president; and John
 Dissette, secretary. The charter members were Messrs. Niland, Green, Condon,
 Carlisle, Drake, Williams, McFarland, Halli-gan, Sked, Byrne, Smith, Ivers,
 Camish, Dunn, Jones, Gillies, Dissette, Dickson, Gardner, Provort, Hogg and
 O'Neil. In the fall following, a larger hall in Washington street was rented;
 and after the election of Alexander Clark to the presidency they secured better
 quarters in the parlors of the Hesper. Seeing the pleasant and comfortable
 quarters, the captains commenced to enroll themselves as members and the lodge
 began to fill rapidly. Interesting subjects were discussed at the meetings, and
 the social phase of the movement began to manifest itself. At this time
 President Clark was ably assisted by Frank Welcome, vice-president, and J. M.
 Todd, secretary. In the winter of 1887 President Clark and F. D. Welcome started
 on a tour of organization and succeeded in forming a number of 
 lodges. Two years ago the lodge established its quarters at 55 Main street in
 light and airy rooms, and with chart tables, a good library and other
 accessories to a club room, including billiard and card tables. The place is
 attractive to masters seeking information or amusement.
 Port Huron Lodge No. 2. -- Masters residing at Port
 Huron, Mich., were the first to enroll themselves and extend the hand of
 fraternity to the Buffalo Lodge. The Port Huron Lodge was organized in February,
 1888, and met in temporary quarters until 1891, when the increased membership
 encouraged a permanent meeting place and, in 1893, a large hall in the Jenkins
 block was leased and No. 2 fitted up apartments, consisting of lodge room and
 reading room, newly furnished throughout. The first officers of Port Huron Lodge
 were: F. H. Dauger, president; George Febo, first vice-president; William
 Curtis, second vice-president; W. Hutchinson, secretary; and Thomas Cuvan,
 treasurer. This lodge has a large and active membership, including in its ranks
 as honorary members some of the best business men of Port Huron.
 Chicago Lodge No. 3. -- Chicago was the next port to take
 up the interest, and a lodge was organized January 25, 1890, by Captains Clark,
 Welcome and Young. It was a tedious matter to enthuse the masters of Chicago in
 the movement, but after a time, with the assistance of Capt. James Hogan, 25
 applicants were secured, the number necessary to hold a charter. The first
 meeting was held in the sail loft of H. Channon & Co. Fifteen members
 were enrolled at this meeting. After organizing, they adjourned to a small hall
 on the West Side, and Capt. James Hogan was elected president; William
 Chamberlain, first vice-president; James M. Comstock, second vice-president;
 William Turney, treasurer, and A. J. Connolly, recording secretary. At a
 subsequent meeting Capt. James Higgie was initiated as a member, and installed
 as the financial secretary of the lodge. In 1891, 50 new members were admitted.
 This lodge now has a large and commodious club room and lodge room in La Grand
 Hall, corner of Wells and Kinzie streets.
 Cleveland Lodge No. 4. -- After establishing the Chicago
 lodge, the organizers visited Cleveland, and without much delay succeeded with
 the aid of Capt. Ed. Kelley and Capt. John Nelson (both now deceased), in
 getting together a sufficient number of masters for a preliminary meeting in Van
 Tassel's hall on Detroit street. This meeting was called to order by Capt.
 William Cummings. The constitution was read, reciting that the aims were for
 mutual improvement, and could not become a labor organization. Captain Cummings
 was the first to endorse the project. The Cleveland lodge was then organized,
 and Capt. Ed Kelley was chosen president; Capt. John Hall, first vice-president;
 Capt. William Cummings, second vice-president; John Nelson, treasurer; Capt.
 William Collins, financial secretary, and Capt. Edward Mooney, recording
 secretary. In the winter of 1891 more commodious quarters were desired, and
 rooms in the old board of trade building, at No. 122 Water street, were secured,
 consisting of lodge room, reading room and club room. These were newly
 furnished, in 1895, including a valuable library, chart table, and mariners'
 globe, two billiard tables, card, whist, and checker tables, desks and all
 necessary furniture. The drawers of the chart table contain all the charts
 published of fresh-water localities, and the most important of the charts
 relating to salt-water navigation.
 The Cleveland lodge has perhaps the largest membership of the
 association, and its pleasant rooms are well occupied by the members during the
 winter months.
 Bay City Lodge No. 5. -- Bay City mariners were the next
 to adopt the course of the larger cities, and a lodge was organized at that port
 in February, 1890. The first meeting in Bay City was held in the office of Capt.
 C. T. Weeks, and an election of officers resulted in choosing Capt. D. M. Pierce
 for president; Henry Bennett for vice-president; George H. Lester, second
 vice-president; Joseph G. Souer, treasurer; Herman Bennett, secretary. This
 lodge continued to grow and prosper, and the following year large rooms were
 secured in the Watson block and furnished with all things 
 necessary for the pleasure and comfort of the members.
 Milwaukee Lodge No. 6. -- In February, 1891, the
 attention of the organizers was turned toward Milwaukee, where they were met
 with much enthusiasm; a charter was granted in response to a petition of 37
 names, and rooms were secured on Reed street. At the first election of officers,
 Capt. James Leisk was chosen president; F. C. Maxon, first vice-president; W. F.
 McGregor, second vice-president, and R. L. Vance, secretary. The Milwaukee lodge
 has grown strong in numbers as years have passed, and has now perhaps the most
 valuable library in the order. The lodge was assisted in collecting this library
 by wealthy and influential citizens, who contributed $600 for that purpose,
 adding $500 more for furnishing the lodge rooms. The lodge has a full set of
 charts, chart table, sextant, globes, etc., maps, pictures, models, drawings,
 and furniture of a total cash value of $1,600, including the library. The
 property is in charge of three trustees. Owners find it good policy to encourage
 this order; they consider that a vast amount of good is springing from it.
 Detroit Lodge No. 7. -- Detroit mariners, who had been
 labored with in the spring of 1890 without result, now expressed a desire to
 form a lodge, and in March, 1891, Grand President Clark responded, accompanied
 by the father of the order, Capt. Martin Niland, who acted as grand marshal.
 This lodge was organized with 34 charter members, and Capt. George McCullough
 was elected president; Capt. Charles L. Wilson, vice-president, and Capt. John
 C. Shaw, secretary. By April the membership had increased to 90. In the
 following fall the members rented a large hall at the foot of Woodward avenue,
 and fitted it up in elegant style. In the new quarters are a library well
 stocked with useful books, a reading room, club room and meeting room.
 Marine City Lodge No. 8. -- The Marine City masters were
 the next to take up the line, and on February 10, 1892, a lodge was organized at
 that point by Grand Secretary W. A. Collier and Capt. R. E. Gain. Twenty-five
 names were recorded as charter members, and the organization was perfected by
 the election of Capt. T. S. Walker as president, Capt. Ed. Allum as
 vice-president, and W. H. Scott as secretary. While there are many lake masters
 resident at Marine City, the lodge cannot be as strong in number as some of the
 others on account of many of the contiguous ports coming under the jurisdiction
 of Port Huron on one side and Detroit on the other. The lodge rooms are located
 in Hermann's hall, and meetings are held every Tuesday evening. While the lodge
 has a small membership, the prospects are now brighter than at any time since
 its organization.
 Toledo Lodge No. 9. -- The Toledo lodge was the last to
 organize. The organization was effected in 1892 by Grand President Clark,
 assisted by Capt. George Stoddard, of Toledo, who was lost on the Dean Richmond
 in the fall of 1893. Captain Stoddard was elected president, and E. G. Ashley,
 secretary. Under Captain Stoddard's administration this lodge grew rapidly; he
 was recognized as one of the ablest officers in the association. The lodge has
 elegant and comfortable quarters in the Marine Building, the meetings are well
 attended, and great interest is shown in the movement.
 _______
 The first convention of the association was held in Buffalo, N. Y.,
 January 8, 1891. Each lodge was entitled to two delegates for every 25 members.
 What is designated as the Grand Lodge was then formed, and the officers were
 selected from the different local lodges.
 The second meeting of the Grand Lodge was held in Cleveland, January
 21, 1892; seven lodges, with a membership of 800 masters, were represented. The
 growth of the association during the year was great, showing an increase of 120
 per cent. The treasurer's report showed that during the year $9,000 had been
 paid out in death benefits. The old officers were re-elected.
 The third meeting of the Grand Lodge was held at Port Huron, Mich.,
 January 17, 1893. Nine lodges, with a membership of 900, were represented. The
 reports showed that $11,840 had been paid in death benefits. At
 this convention the constitution was amended to some extent, and the name
 changed to Ship Masters Association. The old officers were again chosen.
 On January 16, 1894, the fourth annual convention was held in Chicago.
 The report showed that the association had been prosperous in both numbers and
 finance, and that the new or amended constitution was working well. The report
 of the president showed that there were 1,000 members enrolled in the order, out
 of 1,086 masters of steam craft reported by the commissioner of navigation, thus
 making it evident that most of the licensed masters on the lakes had been
 members of the association. The secretary's report showed that during the year
 $12,500 had been paid to widows and orphans of departed members. The first
 officers were again elected, as they had shown themselves diligent and active in
 their efforts to bring the association to a successful and prosperous
 condition.
 The fifth annual meeting was held in Detroit, January 15, 1895. The
 president's report recited that, although the season had been a bad one, the
 order was in a flourishing condition. During the year thirteen assessments were
 made, and $13,000 was paid out for death claims. New pilot rules were thoroughly
 discussed and carefully revised, and the Bill known as the White or Goulder Bill
 was indorsed by the convention. The provisions and details of this Bill had been
 advanced by experienced members of the association. At this meeting the mantle
 of presidency fell upon the shoulders of Capt. C. E. Benham, of Cleveland Lodge,
 the other officers being re-elected.
 The sixth annual session of the Ship-Masters Association was held in
 Washington, January 21, 1896, and was presided over by Grand President C. E.
 Benham. This meeting of the Grand Association, according to custom, occupied
 most of its time not only in the consideration of purely technical and
 beneficial objects, but sought to come more in touch with the heads of bureaus
 and departments of the government. It was considered desirable to become
 personally acquainted with members of Congress, in order that those whom they
 wished to influence toward supporting and advancing wise legislation for the
 benefit of the lake districts might see what manner of men these lake steamboat
 masters are. That is, it was the purpose of the association to present to the
 lawmakers a body of men, sober, honest, intelligent and respected.
 A resolution was adopted citing the great danger of collisions in the
 Sault Ste. Marie river, and asking for a committee to devise some means to make
 this artificial channel safer.
 That a section of the Bill presented by Representative Payne, of New
 York, asking for a change in the present good system of fog signals on the lakes
 should be objected to.
 That one of the menaces to lake pilots is the great size of sac rafts
 that are towed through the rivers. A committee was asked for to draft
 resolutions protesting against this custom, and request a change in the present
 raft regulations.
 That a committee be appointed to take measures strenuously objecting
 to the placing in Detroit river of a bridge with great stone pier abutments,
 which would be a continual menace to numerous craft passing up and down that
 river.
 That the attention should be called to the insufficient width of draw
 in the Lake Shore railroad bridge across the Maumee river at Toledo, and steps
 taken to have the draw widened.
 The report of the grand financial secretary, W. A. Collier, shows the
 membership and finances of the association to be in good condition, the
 membership being in round numbers 500, being a slight increase over 1894.
 The grand treasurer, Lyman Hunt, reports cash on hand in the endowment
 fund December 31, 1895, $10,608; paid death claims, $10,000; in the general
 fund, $3,651; expenditures, $1,662; balance on hand $1,989; cash account,
 $24,259;expenditures, $11,662; balance in bank December 31, 1895, $2,596.
 The seventh annual convention of the association was held in
 Washington, January 20, 1897. The president's report called 
 attention to the fact that notwithstanding the business depression prevailing
 upon the lakes, the Ship Masters Association has had a steady growth, and that
 it was being upheld under adverse circumstances. He also urged the members to
 fly their pennants at all times, and that the next meeting should be held in a
 lake port city.
 The grand financial secretary's report set forth the fact that the
 association was stronger in membership and funds than at any time since its
 organization, there being 525 masters in good standing, and that eleven death
 claims had been paid, which represent the loss of that number of members from
 the fraternity.
 The grand treasurer's report shows the condition of the finances to be
 good, the cash on hand and received during the year being $16,884, from all
 sources; death claims paid, etc., $13,780, and balance in bank at the end of the
 year over $3,000.
 Some amendments were made to the constitution, and many pertinent
 resolutions adopted, among them urging the addition of gas buoys at different
 localities on the lakes; protesting against the Niagara river bridge as
 proposed; favoring a lighthouse instead of a lightship in the channel of the
 Maumee river at Toledo; and many others of a general nature of benefit to the
 lake navigator.
 The officers elected were George McCul-lough, grand president; W. E.
 Rice, grand vice-president; W. A. Collier, grand financial secretary; Lyman
 Hunt, grand treasurer.
 Great good is being done by the Ship Masters Association, both from a
 fraternal and business point of view. Since its organization it has paid to
 widows and orphans for the loss of their protectors in a benefi-cient way
 $70,000. If for no other reason it desires the confidence and support of all the
 masters on the lakes. The members are making notable efforts for their own
 advancement in the knowledge and science of their calling.
 The eighth annual meeting of the grand lodge was held in Milwaukee,
 Wis., January 25 to 27, 1898. Perhaps the most important work of the convention
 was the adoption of resolutions, asking the attention of the government to the
 importance of the inter-lake commerce, and suggesting that an office be created
 which should have charge of intro-State maritime commerce, and the official to
 be invested with the dignity and portfolio of a cabinet officer, to promote and
 control the maritime commercial interests of the nation.
 Other suggestions made were for a thorough survey of the St. Lawrence
 river, and the establishment of range lights, lightships, lighthouses and fog
 signals at various places on the lakes.
 The reports of the grand secretary and grand treasurer show that,
 during the last year, nine death claims, amounting to $9,000, have been paid,
 and that the endowment fund shows a balance of $2,477, $1,500 of which was
 transferred from the general fund, which was, previous to the transfer,
 $4,168.95, leaving a balance in the general fund after the expenses of the grand
 lodge were paid of $693.43.
 The officers elected at the eighth annual meeting of the Ship Masters
 Association, which was held in Milwaukee, January 25 to 28, 1898, are: Grand
 president, William E. Rice, of Port Huron; grand vice-president, Henry Leisk, of
 Milwaukee; grand secretary, W. A. Collier, of Cleveland; grand treasurer, Lyman
 Hunt, of Buffalo.
 
 MASTERS AND PILOTS OF STEAM VESSELS.
 
 The American Association of Masters and Pilots of Steam Vessels, which
 has now become national in its character and scope, was organized in New York
 City, January 17, 1887, on board the side-wheel steamer Minnehanneck, by 28
 masters and pilots. The names of the men who took the initial measures to make
 the first voyage of this great association a successful one are as follows:
 Captains Luther B. Dow, David Bird, Jesse Q, Hoffman, Jr., John McCarty, Wm. H.
 Rightmeyer, Andrew Hart, John Bradley, Frank H. Ward, Henry Cattermot, John W.
 Taxter, Wm. H. Booker, Richard Graham, Robert Russell, Christopher Riley, Neil
 Neilson, David M. Manning, Andrew P. Sandeau, Frank J. Risedorf, Wm. Walcott,
 Wm. H. Foraker, John Brightson, Wm. Kain, Samuel Townsend, Luther
 Holmes, John R. Denmary and Geo. W. Dunn.
 At this first voyage, Alpha Harbor No. 1 was organized under the title
 of the American Brotherhood of Steamboat Pilots. A hall was rented at No. 207
 Third avenue, New York City, for the next voyage. Harbor No. 1 prospered from
 the date of its first voyage, and from it was organized Enterprise Harbor No. 2,
 of Camden, N. J.; Mariners Harbor No. 3, of Rondout, N. Y.; Volunteer Harbor No.
 4, East Boston, Mass.; Excelsior Harbor No. 5, Brooklyn, N. Y.; Jersey City
 Harbor No. 6, Jersey City, N. J.; Capital City Harbor No. 7, Albany, N. Y.
 All these harbors were established by September 1, 1887. It was then
 determined by Harbor No. 1 to request each harbor to send delegates to New York
 City, to meet in convention October 2, 1887, for the purpose of establishing a
 grand harbor. Every harbor except No. 3, of Rondout, N. Y., responded to the
 call, and sent three delegates each. After a voyage of two days, the Grand
 Harbor was established, by adopting a grand harbor constitution and by-laws for
 its own government and the government of the subordinate harbors. The following
 named Grand Harbor officers were chosen: Frank W. Ward, No. 1, G. C.; Geo. S.
 Tuthill, No. 5, G. F. P.; Wm. S. Durker, No. 4, G. S. P.; Wm. J. Hutton, No. 6,
 G. P.; Benj. F. Perkins, No. 2, G. C. C.; Jonathan Chase, No. 4, G. chaplain;
 Jas. Gallaher, M. F. Lindle, No. 2, G. S. Q. M.; Samuel F. Felver, No. 6, Frank
 J. Risedorf, No. 1, G. P. Q. M.; U. Cummisky, No. 4, G. S. W.; Thos. A.
 Bassender, No. 5, G. F. D. W.; U. Cummisky, No. 4, Wm. Hulings, No. 5, Jonathan
 Chase, No. 4, G. T.
 The annual voyages of the Grand Harbor was held in several cities
 until the Grand Harbor voyage held in Brooklyn, N. Y., January, 1892, when it
 was ordered that all future voyages of the Grand Harbor should be held in
 Washington, D. C., in that they might be in touch with those in authority when
 offering suggestions as to the changes of the steering and sailing rules and the
 revised statutes. The results obtained from the change has proven the move to
 have been wise. During the Grand Harbor voyage held in Washington, D. C., in
 January, 1893, the title was changed to '' The American Association of Masters
 and Pilots of Steam Vessels."
 The beneficial features of the association are similar to other
 organizations in which it provides for its members and their families. It has a
 mutual life insurance attached to it on the assessment plan, which has proved to
 be a success from its inception. The assessment is 25 cents on each member
 belonging to the insurance -- upon death or a total disability. No officer
 having charge of the insurance, either in the Grand or Subordinate Harbor,
 receives any salary. Every cent collected from the 25 cent assessment is paid to
 the beneficiary.
 The association does not interfere in any manner with the wage
 question, believing that the law of supply and demand with good sense of equity
 will regulate all differences of this kind, should any exist.
 The association has prospered far beyond the expectations of those who
 established it eleven years ago in New York City. It now has several thousand
 members on its rolls, and is increasing its membership every year. From its
 inception it has always endeavored to enlist the owners of steamboat lines; also
 superintendents, to affiliate with it, that they may know that this association
 has been established in their interests, and that the interests are
 identical.
 It is claimed that since the association has been established a better
 feeling prevails among pilots and masters, and that collisions are less
 frequent; and that when a collision does occur it is an unavoidable accident
 that could not be forseen. Many thousands of dollars of property have been saved
 by the timely aid given by members of this association to a brother in distress,
 and nothing charged for the service rendered.
 It seeks to elevate the profession of a master and pilot in all its
 particulars, that those who may command shall be educated up to the highest
 standard in the profession, and that he shall be an honorable 
 gentleman in all the word implies. There is no class of skilled labor in any
 profession who give a more exhaustive service, or who have as grave
 responsibilities resting upon them as the masters and pilots. Few people who
 travel in steamers realize the grave responsibility of the solitary man in
 command, whether he be a master of a steamship or pilot of an inland steamer. A
 slight error in judgment on his part would send many into eternity without a
 moment's warning.
 This association has become popular on the lakes during the last two
 or three years, and there have been organized Harbors No. 42, at Cleveland,
 Ohio; No. 43, at Toledo, Ohio; No. 44, at Duluth, Minn.; No. 45, at West Bay
 City, Mich.; No. 46, at Port Huron, Mich.; No. 47, at Detroit, Mich.; No. 33, at
 Chicago; No. 34, at Saugatuck, Mich.; and No. 41, at Buffalo.
 The annual convention of the American Association of Masters and
 Pilots of Steam Vessels for 1898 was held at Washington January 17. One of the
 lake representatives, Capt. Albert S. Fitts, of Toledo, was elected to the
 position of grand second pilot. It was resolved that the next convention should
 take place in 1900. Annually the national officers will meet to confer, but the
 regular delegate gathering has been made biennial. The association is in a
 prosperous condition, having several thousand names on the rolls.
 The following officers were elected to serve two years: William Van
 Keuren, Rondout, N. Y., grand captain; William S. Durkee, Boston, grand first
 pilot; Albert S. Fitts, Toledo, grand second pilot; Benjamin F. Perkins, Camden,
 N. J., grand captain's clerk, and Luther B. Dow, Brooklyn, grand purser; the
 only change being that of second pilot.
 The work of the convention was confined largely to a discussion of
 legislative matters. Senate Bill 95, introduced by Senator White, of California,
 and providing for the protecting of American seamen from harsh treatment by
 masters of vessels, was indorsed. Several Bills have been introduced into
 Congress relative to the steamboat inspection service, to the widening of
 drawbridges at various points, to lighthouses, etc. These will receive the
 attention of the legislative committee, and this same committee will also look
 after routine matters that will require attention throughout the year.
 The Buffalo Harbor Tug Pilots Association was organized
 in the early spring of 1892, for the purposes indicated by its name. The
 principal movers in effecting the organization were Capt. Luman P. Cole and
 Capt. Benjamin F. Sutter. At first there were 27 members in the association, but
 the objects for which it was established quickly became so popular that the
 membership rapidly increased, and in 1897 there were 167 members enrolled. The
 jurisdiction of this association extends from Erie, Pa., to Charlotte, N. Y., at
 the mouth of the Genesee river, and this territory is named the Buffalo Creek
 District.
 The first officers of the association were as follows: Capt. Luman P.
 Cole, president; past president, Capt. Michael Carr, elected; Capt. Patrick
 Lynn, vice-president; John R. Glover, secretary; Capt. Benjamin F. Sutter,
 treasurer; Joseph Lawson, senior master of ceremonies; Joseph Green, junior
 master of ceremonies; Timothy Higgins, inside guardian, and Thomas Higgins,
 outside guardian.
 A list of the officers of this association is as follows:
 Presidents--Capt. Luman P. Cole, 1892 to 1895; Harley Vroman, 1895; Capt.
 Richard Lamphier, 1896; Capt. Luman P. Cole, 1897-98. Vice-presidents --Capt.
 Patrick Lynn, 1892 to 1895; John Farrell, 1895; Harry Larkin, 1896; Thomas
 Doyle, 1897; Robert Johnson, 1898. Treasurers--S. M. Sloan, 1895 to 1897; A. G.
 Gilbert, 1898. Financial secretaries--A.
 G. Gilbert, 1895 to 1897; J. M. Green, 1898. Corresponding secretaries
 -- James P. Fontaine, 1895; Joseph Green, 1896 and 1897; William G. Fox, 1898.
 Senior master of ceremonies--Henry Hart, 1895; Thomas Doyle, 1896, and Joseph
 Lawson, 1897. Junior master of ceremonies--Frederick Ferguson, 1895; Edward
 Smith, 1896, and Timothy Higgins, 1897. Outside guardian--John Hardie, 1895 to
 present time. Inside guardian--Timothy Higgins, 1895; Thomas Higgins, 1896, and
 W. J. Smith, 1897. Chaplain -- Adam Hartman, 1892 and 1893; James
 Burns, 1897; Michael Burns, 1898.
 
 MARINE ENGINEERS BENEFICIAL ASSOCIATION.
 
 Since steam was introduced on the Great Lakes about eighty years ago
 the evolution of the marine engineer has been remarkably rapid. He is the one
 class of marine craftsmen that, above all others, has been obliged to keep pace
 with the developments of this fast speeding age, and he perhaps stands today the
 most finished mechanic of a century, that has created more new types and more
 new occupations than any that has preceded it. His importance is not always
 recognized by the non-seafaring man, as his identity is concealed from the view
 of those who travel in steamers. Down in the bowels of the vessel he controls
 not only the propulsion, but the steering, lighting, pumping, anchoring and
 ventilation of the modern marine structure, and on the great warship he is even
 responsible for the maneuvering of heavy guns. The eyes that steer the ship are
 those of the officer of the watch, but the brain that forces the steamer to her
 destination and regulates her internal economy is that of the marine
 engineer.
 The class of men chosen to take charge of the steamboat possess more
 than ordinary intelligence, courage and resource, and in case of disaster to
 steamboats, involving loss of life, the engineer is among the doomed. He stands
 to his post as long as duty and humanity require.
 Owing to the great demand for steamboats on the lakes, many
 first-class machinists fitted themselves for the responsible duties of the
 marine engineers over a quarter of a century ago, and in time they became so
 numerous that it was advisable to form associations for self-protection and
 advancement in knowledge and competency. Several of these associations were
 formed in the great lake ports, but it was not until February 21, 1875, that a
 national body was organized. On that date delegates from different brotherhoods
 on the oceans, lakes and rivers met in Cleveland and completed an organization
 on a broad basis, now known as the Marine Engineers Beneficial Association. This
 delegation was composed of Garret Doun and James V. Hayes, of Buffalo; R. Doty,
 William Kennedy and James L. Lord, of Cleveland; Thomas Buchanan, of Detroit; J.
 W. Shea, of St. Louis; William Shaffer and A. L. Foote, of Baltimore; and
 William Ponson-by, of Chicago. These engineers adopted a constitution and
 arranged a system of secret work, each member of this convention being empowered
 to institute subordinate associations.
 From this small beginning the number of associations has multiplied
 until the marine engineer is now represented by an association in every maritime
 district of the United States, by 100 subordinate lodges on the lakes, the
 rivers and oceans.
 The objects of the association are very conservative. It does not
 encourage strikes, nor support any conflict between vessel-owners and individual
 engineers; but it does claim the right to demand equitable compensation for the
 skill of its members and the hourly danger inseparably connected with their
 profession. It claims that only by mutual acquaintance and combination can
 injustice be prevented. By constant devotion to the objects of their
 organization do the engineers encourage the younger members especially to
 advance, with the rapid strides now being made in marine engineering, so that by
 bestowing close attention to the exercise of their duties, combined with an
 intelligent zeal in mastering the higher branches of
 their profession, they may reach the enviable and worthy positions gained by
 many of their fellow-craftsmen. They hold that by a thorough and steady
 application of the principles inculcated by the association the members shall
 raise themselves in their calling, and thus increase the demand for their skill
 by employers, who seldom fail to appreciate sterling qualities.
 The association is not controlled by any section of the country, nor
 by any particular class of marine engineers. It aims to dissipate
 misunderstanding and prejudice throughout the land, the members holding each
 other as brothers, in fact as well as in name. It is the common desire to
 elevate the character, social standing and qualification of every
 marine engineer.
 While advocating these precepts, the marine engineers as a body hold
 that they are made to observe and conform to the laws governing the steamboat
 inspection service, they feel justified in demanding the protection of that
 department of the United States Government, and that they can do this in no
 better way than to see that those laws are administered and executed, as it was
 intended they should be. If they find in any instance that the laws are
 violated, they feel it their duty to report the offenders to their national
 president, so that he may lay the matter before the proper authority for
 investigation. In this they are not governed by a feeling of malice or
 persecution, and are thus enabled to command the consideration of the officers
 of the steamboat inspection service.
 Owing to the rapid growth and magnitude of the order, the office of
 national president was a few years ago made a salaried one, which enables him to
 devote his entire time to the interests of the subordinate associations. The
 present presiding officer has held the position five terms. The officers of the
 National Marine Engineers Beneficial Association for the year ended December 31,
 1898, are: National president, George Uhler, Philadelphia, Pa.; national
 vice-president, F. A. Jones, San Francisco, Cal.; national secretary, Thomas F.
 Dowd, Chicago, Ill.; national treasurer, J. J. A. Williams, New Orleans, La.
 The subordinate associations on the lakes, with their numbers, are
 located as follows: No. 1 -- Buffalo, New York. No. 2 -- Cleveland,
 Ohio. No. 3 -- Detroit, Michigan. No. 4 -- Chicago, Illinois. No.
 9 -- Milwaukee, Wisconsin. No. 27 -- Bay City, Michigan. No. 37 --
 Toledo, Ohio. No. 39 -- Erie, Pennsylvania. No. 43 -- Port Huron,
 Michigan. No. 44 -- Manistee, Michigan. No. 46 -- Clayton, Jefferson
 Co., New York. No. 47 -- Sault Ste. Marie, Michigan. No. 48 --
 Sandusky, Ohio. No. 51 -- Muskegon, Michigan. No. 53 -- Marine City,
 Michigan. No. 54 -- Charlevoix, Michigan. No. 55 -- Cheboygan,
 Michigan. No. 67 -- Saugatuck, Michigan. No. 72 -- Oswego, New
 York. No. 73 -- Fort Howard, Wisconsin. No. 75 -- Alexandria Bay, New
 York. No, 76 -- Grand Haven, Michigan. No. 77 -- Manitowoc,
 Wisconsin. No. 78 -- Duluth, Minnesota. No. 85 -- Alpena,
 Michigan. No. 86 -- Menekaune, Wisconsin. No. 87 -- Detroit,
 Michigan. No. 88 -- Sturgeon Bay, Wisconsin. No. 89 -- Ogdensburg, New
 York. No. 90 -- Ludington, Michigan. No. 91 -- Ashtabula, Ohio.
 No. 92 -- East Saginaw, Michigan. No. 95 -- Port Clinton, Ohio. No. 96
 -- Houghton, Michigan. No. 102 -- South Haven, Michigan.
 
 Navigation
 
 
 Early Perils, Etc. -- Danger
 Points On Lake Erie -- Proposed Double Track
 On Lake Huron -- Recent Wrecks -- Navigation Rules -- Period Of
 Navigation -- Opening At The Straits Of
 Mackinac; At The St .Mary's River; At Buffalo; And Through The Welland
 Canal -- Marine Post Office At Detroit
 -- Towing Sail Vessels Through The Rivers -- Harbor Tugs, Etc.
 
 
 Ships that pass in the night, and speak each other in passing,
 Only a signal shewn, and a distant voice in the darkness.
 -- Tales of a Wayside Inn.
 A mack'rel sky and mares' tails Make lofty ships carry low
 sails.
 Sometimes we ship a sea, Sometimes we see a ship.
 A rainbow towards night, Fair weather in sight.
 Rainbow at night, Sailors' delight.
 Rainbow in morning, Sailors, take warning.
 Oft-times I have seen a tall ship glide by against the tide as if
 drawn by some invisible towline with a hundred strong arms pulling it. Her sails
 hung unfilled, her streamers were drooping, she had neither side wheel nor stern
 wheel; still she moved so stately, in serene triumph, as if with her own life.
 But I knew that on the other side of the ship hidden beneath the great hulk that
 swam so majestically, there was a little, toiling steam tug with a heart of fire
 and arms of iron, that was hugging it close and dragging it bravely on; and I
 knew that if the little steam tug untwined her arms and left the tall ship, it
 would wallow and roll about, and drift hither and thither, and go off with
 refluent tide, no man knows whither.
 
 Oliver Wendell Holmes.
 
 The navigation of the Great Lakes has been considered incidentally in
 many of the preceding chapters, and is also intimately connected with much of
 the history that follows this chapter. Navigation, in fact, is practically the
 whole of this history. It is purposed in this chapter merely to collect a few of
 the more notable facts and transformation scenes which have reference to the
 history of sailing upon the Great Lakes. 
 Before government improvements began there were many perils to
 navigation, now happily ended. Of harbors, there were none, and shifting sand
 bars closed the mouths of rivers. Channels and reefs were unmarked. Wreck was
 the common fate of the venturesome schooner or steamboat during the first half
 of the present century. The comparative loss to human life, to hull and to
 cargo, was much greater than now. It was largely this growing and tremendous
 loss which led to the inauguration of those many aids to navigation which the
 tide of human progress now demands. Harbors were built, sand bars removed,
 channels cut through intermediate waterways, lighthouses erected to guide and
 direct, lifesaving stations established to succor in time of tempest and danger,
 weather signals created to warn of coming storms, danger points carefully and
 thoroughly marked by buoys.
 In the early days of lake navigation there were but few conveniences
 for repairing vessels. There were no dry docks nor railroads. To caulk a
 vessel's bottom or to repair below the water line, she had to be hove down, and
 to have a thorough repair she had to be placed on ways and hauled out of the
 water. Harbors were not to be found, except in the shape and form that nature
 herself had provided. There were no charts, no land marks, nor
 lighthouses. The lead was about the only guide the sailor had. The blue pigeon
 was kept constantly on the wing in a dark night, or in making a port, or in
 dangerous waters. Besides all this the ground tackling was quite inferior to
 what is now in use. Toward the latter part of the seasons, when freezing weather
 was present, it was no easy matter to handle the big hemp cable while riding out
 a gale on a lee shore. When the cable would freeze almost as soon as it was
 drawn out of the water, it was next to impossible to bend it round the
 windlass.
 After a Trip late in the
 Fall In those days the hawse pipes were made of lead and
 kept smooth to prevent chafing, and when an anchor was let go and a scope of
 cable given, parcelling was put upon the cable in the wake of the hawsehole, to
 keep it from chafing, and was renewed every watch in heavy weather by putting on
 fresh parcelling and surging or paying out more cable until the new parcelling
 came into the hawse, when the old one was taken off inside.
 The vessels built in those days were much inferior to those built at
 the present day, both in size and model. And sailing on the lakes was much more
 dangerous. Not only have vessels been improved in their sea- going qualities,
 but the harbors have been made more commodious and safer in every way, and
 lighthouses have been erected wherever necessary all round the lakes. In
 addition to all this the lifesaving service has been established and brought to
 a high state of perfection and usefulness. Modern methods have been perhaps as
 fully applied to every phase of lake navigation as to any feature of civilized
 life upon the land.
 The early difficulties of navigation on Lake St. Clair were thus
 described by a writer 40 years ago:
 "Another very important work to the navigation of the lakes is the
 deepening of the channel in Lake St. Clair, a shallow sheet of water some twenty
 miles in length, through which all the trade of the Upper Lakes is obliged to
 pass. At the mouth of the river, which connects this lake with Huron, there is a
 delta of mud flats, with numerous channels, which in their deepest parts have
 not more than ten feet of water, and would be utterly impassible were not the
 bottom of a soft and yielding mud, which permits the passage of vessels through
 it under the impulse of steam or a strong wind."
 James L. Barton, a gentleman long connected with the lake commerce,
 thus wrote some years ago upon this subject to the Hon. Robert McClelland, then
 chairman of the house committee on commerce:
 "These difficulties are vastly increased from the almost impassible
 condition of the flats in Lake St. Clair. Here steamboats and vessels are daily
 compelled in all weather to lie fast aground and shift their cargoes, passengers
 and baggage in lighters, exposing life, health and property to great hazard, and
 then by extraordinary heaving and hauling are enabled to get over. Indeed, so
 bad has this passage become that one of the largest steamboats, after lying two
 or three days on these flats, everything taken from her into lighters, was
 unable, with the powerful aid of steam and everything else she could bring into
 service, to pass over; she was obliged to give her freight and passengers to a
 smaller boat, abandon the trip and return to Buffalo. Other vessels have been
 compelled not only to take out all their cargoes, but even their chains and
 anchors have been stripped from them before they could get over. To meet this
 difficulty as far as possible, the commercial men around these lakes have
 imposed a tax upon their shipping, to dredge out and deepen the channel through
 these flats."
 A few sailing craft still "go it alone." Steam propellers with their
 tows of one, two and often three schooners, do a large propor- tion of the
 carrying, particularly in the lumber trade. Of late a tendency has developed to
 enlarge and perfect this system of towing. A heavy shipper in Cleveland
 maintains that it takes a steamer and consort but three days longer to make the
 round trip than a steamer alone; that the crew of a schooner is very small as
 compared to that of a steamer, and that the coal used in increased power to tow
 is no more than what would be used for the high speed of a steamer
 alone. The steam whalebacks often have tows of three steamless and sailess
 whalebacks. They carry enormous cargoes of coarse freights. The question of tows
 or no tows is not yet definitely settled, many changing conditions enter into
 the problem.
 Danger Points on Lake Erie. -- Many vessels, large and
 small, are lost each year on the Great Lakes. Our maps show the points of
 greatest danger in Lake Erie. The wreck map is based upon the annual charts
 issued by the Weather Bureau, and shows the location of the wrecks in Lakes Erie
 and St. Clair. The period covered is long enough to provide a basis for correct
 deductions.
 The most dangerous place in Lake Erie is in the neighborhood of Point
 Pelee, near the western extremity of the lake. Off the point lies, like a
 satellite, Point Pelee island; between the two is a shoal. Point, shoal and
 island cause many wrecks each year. Long Point comes next in respect of danger.
 Its location, as a long spit of land running out nearly half way across the
 lake, is what constitutes its chief peril. The water is deep enough around it,
 but the point lies in the way of vessels an obliges them to take a roundabout
 course.
 The deepening of the channels, and the consequent increase in the size
 of the boats, have had much to do with the number of wrecks off Point Pelee. The
 captains of the big boats are finding shoals that the little vessels passed over
 in safety. This new peril is a recent development - an event of the last few
 years.
 One of the greatest sources of danger, in lake navigation, is the
 number of vessels, all traveling the same road. They are all running up and down
 the lakes, on parallel lines. Collision constitutes one of the chief causes of
 loss upon the Great Lakes.
 Car Ferry Steamer Sainte Marie. Passing through
 36 inches of ice.Proposed Double Track on Lake
 Huron. - The suggestion has recently been urged that navigation may
 be made safer and easier by the adoption of a double track on Lake Huron. Capt.
 J.S. Dunham, of Chicago, refers to the great number of collisions that have
 occurred in the vicinity of Presque Isle, Lake Huron, and is credited with the
 idea of providing means to have up-bound vessels take a course some distance out
 from the west shore of Lake Huron, while down-bound vessels would pass closer to
 land. "The scheme" says the Marine Review, "has its advantages, but
 it would be very difficult to enforce rules that would make it effective. The
 time is not far off, however, when the growing commerce of the lakes will demand
 the adoption of measures of this kind. One course on Lake Huron, according to
 Capt. Dunham's idea, would be for all up- bound boats in leaving St. Clair river
 at Port Huron to keep out in the lake until they were from eight to twelve miles
 outside the course they now follow. They would maintain this course all the way
 to Presque Isle. When bound for Lake Superior they would continue the same
 distance to the eastward, finally returning to the old course at Detour. When
 bound for Lake Michigan they would cross over above Presque Isle and come back
 to the old course there. All boats bound down would keep close to the shore,
 following the present course. Vessels from Lake Superior bound down would cross
 the courses of Lake Michigan boats bound up. Thus, only at one point the entire
 length of Lake Huron would boats running in opposite directions meet. As soon as
 that point was passed captains would be certain that however thick the fog they
 were safe, for no boats would be coming in the opposite direction. All they
 would have to look after would be boats bound the same way, and it would be an
 easy matter to avoid them. The objection of having two courses - that some time
 might be lost on the up trip by boats keeping out in Lake Huron - is met by the
 statement that while a little time might be lost in pleasant weather, yet the
 gain of being free to run at a fair speed notwithstanding foggy weather would
 far more than overcome the loss. This is not taking into account the great
 increase in safety. Down-bound boats would not lose any time either from Lake
 Michigan or Lake Superior. They would keep along the course they have always
 followed, free to run, with nothing ahead of them. To make the two
 courses effective, vessels should be required to keep on them in all weather,
 for with the fickleness of the Lake Huron fog there is never any telling when
 the surface of the water will give forth a cloud."
 
 
 TABLE OF WRECKS AND CASUALTIES ON THE GREAT LAKES IN RECENT YEARS,
 COMPILED BY E.T. CHAMBERLAIN, UNITED STATES COMMISSIONER OF
 NAVIGATION.
 
 YEAR
 VESSELS WRECKED
 TOTAL WRECKS
 PARTIAL WRECKS
 VESSELS TOTALLY LOST
 VESSELS DAMAGED
 LOSSES TO VESSELS
 LOSSES TO CARGOES
 PASSENGERS
 CREWS
 LIVES LOST
 
 
 
 
 
 
 
 Tons
 
 
 Tons
 
 
 
 1878
 263
 63
 200
 13,455
 72,582
 $648,470
 $300,155
 224
 2,156
 38
 
 
 1879
 208
 36
 172
 8,961
 60,618
 468,035
 147,790
 526
 1,754
 14
 
 
 1880
 341
 53
 288
 10,896
 110,704
 750,575
 455,085
 481
 2,908
 29
 
 
 1881
 354
 68
 286
 16,298
 111 693
 973 725
 447,875
 1 088
 3,021
 127
 
 
 1882
 321
 39
 282
 10,291
 117,403
 933,990
 265,605
 298
 2,839
 
 
 
 1883
 295
 51
 244
 11,977
 109,183
 749,005
 124,030
 209
 2,472
 55
 
 
 1884
 323
 63
 260
 16,940
 112 267
 1 158 625
 470 265
 381
 2,863
 91
 
 
 1885
 239
 37
 202
 8,232
 95,301
 814,645
 211,790
 179
 2,232
 18
 
 
 1886
 220
 51
 169
 12,706
 88,706
 824,845
 148,445
 184
 1,969
 78
 
 
 1887
 339
 64
 275
 15,852
 131,378
 1,048,150
 371,060
 1,069
 3,150
 103
 
 
 1888
 319
 75
 244
 19,147
 126,874
 1,074,200
 418,545
 448
 2,940
 83
 
 
 1889
 264
 50
 214
 32,690
 149,535
 1 039 725
 189,355
 66
 2,742
 26
 
 
 1890
 298
 40
 258
 15,665
 191,578
 1 434 055
 263,085
 1,149
 3,300
 8
 
 
 1891
 337
 63
 274
 17,453
 214,600
 1 339 805
 243,490
 1 607
 3,556
 50
 
 
 1892
 367
 68
 299
 18,001
 261,172
 1 740 825
 544,425
 164
 8,887
 38
 
 
 1898
 325
 51
 274
 20,540
 206,741
 1,763,320
 445,220
 376
 3,352
 102
 
 
 1894
 334
 79
 255
 31,653
 222,608
 1 970 070
 482 240
 696
 3,538
 110
 
 
 1895
 265
 41
 224
 20,524
 210,716
 1 835 075
 401,515
 801
 3,112
 76
 
 
 1896
 358
 66
 292
 23,694
 828,188
 1 581 695
 443,850
 1,359
 4,051
 31
 
 
 1897
 229
 35
 194
 13236
 295,389
 1,087 405
 195,475
 1,018
 2,970
 18
 
 
 
 _______
 Navigation Rules. -- The following aids to memory,
 written by Thomas Gray, have been reprinted by the Bureau of Navigation:
 TWO STEAMERS MEETING END ON OR NEARLY END ON. Meeting steamers do
 not dread When you see three lights ahead! Port your helm and show
 your Red.
 TWO STEAMERS PASSING. For steamers passing you should try 
 To keep this maxim in your eye. Green to Green -- or Red to Red -- 
 Perfect safety -- go ahead.
 TWO STEAMSHIPS CROSSING. THIS IS THE REAL POSITION OF DANGER. THERE IS
 NOTHING FOR
 IT BUT GOOD LOOK-OUT, CAUTION AND JUDGMENT. If to Starboard Red
 appear, 'Tis your duty to keep clear; Act as judgment says is
 proper. Port, or Starboard back, or stop her! But when on your port
 is seen A steamer with a light of Green, There's not so much for you
 to do -- The Green light must keep clear of you.
 ALL SHIPS MUST KEEP A GOOD LOOK-OUT, AND STEAMSHIPS MUST STOP AND GO
 ASTERN, IF NECESSARY. Both in safety and in doubt, Always keep a good
 look out; Should there not be room to turn, Stop your ship and go
 astern.
 Period of Navigation. -- The general
 navigation of the lakes opens with the opening of the Straits of Mackinac. These
 straits open on the average about the 20th day of April. The close of navigation
 is largely influenced by the practices of the insurance companies. The following
 table shows the dates of the opening of the Straits of Mackinac since 1854: 
 YEAROPENED
 1854April 25
 1855May 1
 1856May 2
 1857May 1
 1858April 5
 1859April 3
 1860April 13
 1861April 25
 1862April 18
 1863April 17
 1864April 28
 1865April 21
 1866April 29
 1867April 23
 1868April 19
 1869April 28
 1870April 18
 1871April 2
 1872April 28
 1873May 1
 1874April 29
 1875April 28
 1876April 28
 1877April 18
 1878March 15
 1879April 22
 1880April 4
 1881May 3
 1882April 3
 1883April 28
 1884April 25
 1885May 5
 1886April 21
 1887April 24
 1888May 4
 1889April 6
 1890April 8
 1891April 20
 1892April 3
 1893April 17
 1894April 2
 1895April 11
 1896April 16
 1897April 9
 1898April 2
 
 
 The following table shows the opening and closing of St. Mary's Falls
 canal since its completion in 1855: 
 YEAROPENEDCLOSED
 1855June 18Nov. 23
 1856May 4Nov. 28
 1857May 9Nov. 30
 1858April 18Nov. 20
 1859May 3Nov. 28
 1860May 11Nov. 26
 1861May 3Nov. 14
 1862April 27Nov. 27
 1863April 28Nov. 24
 1864May 2Dec. 4
 1865May 1Dec. 3
 1866May 5Dec. 3
 1867May 4Dec. 3
 1868May 2Dec. 3
 1869May 4Nov. 29
 1870April 29Dec. 1
 1871May 8Nov. 29
 1872May 11Nov. 26
 1873May 5Nov. 18
 1874May 12Dec. 2
 1875May 12Dec. 2
 1876May 31Nov. 26
 1877May 2Nov. 30
 1878May 8Dec. 3
 1879May 2Dec. 3
 1880April 28Nov. 15
 1881May 7Dec. 5
 1882April 21Dec. 3
 1883May 2Dec. 11
 1884April 23Dec. 10
 1885May 6Dec. 2
 1886April 25Dec. 24
 1887May 1Dec. 20
 1888May 7Dec. 4
 1889April 15Dec. 4
 1890April 20Dec. 3
 1891April 27Dec. 8
 1892April 15Dec. 7
 1893May 5Dec. 9
 1894April 17Dec. 6
 1895April 25Dec. 11
 1896April 16Dec. 8
 1897April 22Dec. 12
 1898April 13Dec. 14
 
 
 The opening and closing days of canal navigation at Buffalo since
 1850, together with the opening of lake navigation, are shown in the following
 table: 
 YEARLAKE OPENEDCANAL
 OPENEDCANAL CLOSEDDAYS OPEN
 1850March 25April 22Dec.
 11233
 1851April 2April 15Dec.
 11240
 1852April 26April 20Dec.
 16240
 1853April 14April 20Dec.
 20244
 1854April 29May 1Dec.
 3217.
 1855April 21May 1Dec.
 10224
 1856May 2May 5Dec.
 4213
 1857April 27May 6Dec.
 15223
 1858April 15April 28Dec.
 8224
 1859April 7April 15Dec.
 12241
 1860April 17April 15Dec.
 22251
 1861April 13May 1Dec.
 16230
 1862April 5May 1Dec.
 7221
 1863April 7May 1Dec.
 18232
 1864April 12April 30Dec.
 6221
 1865April 26May 1Dec.
 12226
 1866April 28May 1Dec.
 12226
 1867April 27May 6Dec.
 10218
 1868April 11May 6Dec.
 7215
 1869May 2May 6Dec.
 10218
 1870April 16May 10Dec.
 10214
 1871April 1April 24Dec.
 1221
 1872May 6May 13Dec.
 1202
 1873April 28May 15Nov.
 20190
 1874April 18May 5Dec.
 5214
 1875May 2May 18Nov.
 27194
 1876May 4May 4Dec.
 1211
 1877April 17May 8Dec.
 7213
 1878March 16April 15Dec.
 7237
 1879April 24May 8Dec.
 6212
 1880March 19April 20Nov.
 20215
 1881May 1May 17Dec.
 6204
 1882March 26April 11Dec.
 7241
 1883April 28May 7Dec.
 1207
 1884April 25May 6Dec.
 1208
 1885May 3May 11Dec.
 1204
 1886April 17May 1Dec.
 1214
 1887April 17May 7Dec.
 1207
 1888April 28May 10Dec.
 3207
 1889April 10May 1Dec.
 1214
 1890March 31April 28Dec.
 1216
 1891April 12May 5Dec.
 5214
 1892April 7May 1Dec.
 5219
 1893April 15May 3Nov.
 30212
 1894April 1May 1Nov.
 30214
 1895April 16May 3Dec.
 5217
 1896April 19Mav 1Dec.
 1215
 1897April 17May 5Nov.
 30210
 1898April 4May
 7
 
 
 The dates of the opening and closing of Welland canal since 1866 have
 been as follows:
 
 YEAROPENEDCLOSEDYEAROPENEDCLOSED
 1866April 17Dec. 16
 1867April 17Dec. 19
 1868April 15Dec. 6
 1869April 20Dec. 11
 1870April 19Dec. 18
 1871April 6Dec. 1
 1872April 22Dec. 10
 1873April 11Nov. 29
 1874April 9Dec. 10
 1875May 3Dec. 14
 1876April 17Dec. 15
 1877April 17Dec. 5
 1878May 7Dec. 14
 1879May 5Dec. 5
 1880April 20Nov. 30
 1881May 2Nov 19
 1882April 30Dec. 5
 1883April 5Dec. 12
 1884April 23Nov. 30
 1885May 7Dec. 9
 1886April 19Dec. 1
 1887May 3Dec. 10
 1888April 23Dec 8
 1889April 16Dec. 1
 1890April 15Dec. 10
 1891April 20Dec. 16
 1892April 19Dec. 12
 1893April 24Dec. 11
 1894April 19Dec. 10
 1895April 20Dec. 12
 1896April 27Dec. 15
 1897April 20Dec. 11
 1898April 22
 
 Marine Post Office at Detroit. -- The project of a marine
 postal delivery in connection with the Detroit post office was advocated for
 several years before the system was finally put in operation, the advantageous
 position of Detroit river, through which all vessels must pass in going to and
 from the upper and lower lakes being repeatedly pointed out. Its establishment
 was ordered June 19, 1895.
 The details of the introduction of this service were worked out by
 Postmaster John J. Enright, of Detroit. The report of the service for the year
 1896, which began April 16 and ended December 16, was as follows: Receipts of
 letters at post office -- 137,798; telegrams, 181; specials, 48; registers, 59;
 total pieces, 138,086. Receipts from boats -- Letters. 37,303; telegrams, 442;
 specials, 19; total, 37,764. Total receipts from both sources -- Letters,
 175,101; telegrams, 623; specials, 67; registers, 59; grand total, 175,850
 pieces.
 Mail was delivered to passing boats during the season as follows:
 Letters -- April, 1,600; May, 13,994; June, 19,876; July, 21,639; August,
 19,549; September, 17,865; October, 17,693; November, 16,772; December, 2,085;
 total, 131,073. Telegrams, 181; specials, 48; registers, 59; total mail
 delivered, 131,361 pieces. Mail forwarded, 3,776; mail returned, 2,949; total
 6,725 pieces.
 During the season the number of vessel passages at Detroit was as
 follows: Day, 11,215; night 8,172; total 19,387; average number of pieces
 handled for each vessel, 9; stamps sold at station during season of 1896,
 $175.30.
 As affording a comparison showing the growth of the service over the
 first year the following figures are given: Mail received from main office and
 boats from June 19 to December 16, 1895, 46,994 pieces. Mail received from main
 office and boats from April 16 to December 16, 1896, 175,850 pieces, an increase
 over 1895 of 128,856 pieces.
 The Detroit service is the only marine post office in the world, where
 every branch of the post office department of the government is carried on
 precisely as though the work was done on land. The mail for passing boats, many
 of them being the fast freight liners plying between Buffalo and Duluth, is
 handled by the carriers in row boats, the latter being towed out into the track
 of the vessels by a fast steam launch. By means of the launch the carriers are
 enabled to hail every passing boat, no matter how fast she may be going, and
 hence the service brings the humblest employe as well as the officers of a boat
 into communication with those ashore.
 The business of the marine post office at Detroit in 1898 was more
 than 100 per cent greater than that of 1897. In that year there were handled
 approximately 240,000 pieces of mail on the river. For 1898 to November 20, with
 three or four weeks of navigation still to hear from, the figures were 487,300.
 The business is increasing so that a second small steam vessel will undoubtedly
 be required for the service before another season is at an end.
 The service of what is known as river tugs was inaugurated in 1845 by
 the sidewheel steamer Romeo, of 180 tons. She was followed by the Tecumseh, the
 Little Erie, the Telegraph No. 2, and the propeller Odd Fellow, in 1848. In 1868
 32 tugs were employed in transferring vessels through rivers from Lake Erie to
 Lake Huron.
 Towing Sail Vessels Through the River. -- Before the
 practice of towing sail vessels through Detroit river from Amherstburg to Port
 Huron became general some thirty years ago, the marine scenes at
 Detroit were unequalled for picturesqueness. "A
 stiff northerly wind, blowing continuously for two or three days, making
 progress up-river against wind and current impracticable for sailing vessels,"
 says Henry A. Griffin in the "Engineering Magazine," "not infrequently caused the gathering of a fleet of
 100 or 200 white-winged craft at the head of Lake Erie. Then at the first
 impulse of a favoring breeze they would up-sails and away all together, crowding
 the channel of the Detroit river to its full capacity. There would be stately
 brigs and two- and three-masted schooners, interspersed with the ' musquito
 fleet' -- the stone and lime and wood carriers of the river routes -- taking the
 wind out of each other's sails so that the best sailors had little advantage in
 the race. The whole mass, compact and beautiful, and reaching for miles, moved
 slowly forward with the wind, but against the tide, creating a marine picture of
 vivid interest, never to be forgotten. But the exigencies of traffic began to
 require quicker time and larger hulls. Towing through from Lake Erie to Lake
 Huron became practically universal, so that the lake-carriers were no longer
 assembled in great fleets by adverse winds, but passed up and down the rivers
 regardless of the force or directions of the breezes, and wrecked and decaying
 said vessels were replaced by great steam barges with consorts in tow. There are
 many fine sailing craft still on the lakes, and occasionally a new one is
 launched, but by far the greater part of new tonnage is propelled by steam, and
 the day of the sailing vessel on the lakes is rapidly passing.
 
 HARBOR TUGS.
 
 The towing of vessels to and from harbors and their various
 intricacies has long been an important branch of lake navigation. At every lake
 port of any prominence tugs are now used, the number employed varying from one
 to 30 or 40.
 Among the principal tug companies now doing business on the Great
 Lakes are the following: Miles E. Barry, Independent Tug Line, Chicago, 2
 steamers, 8 tugs. Williams, J. R., Duluth, 5 tugs. Inman Tug Line,
 Duluth, 6 tugs. Singer, W. H., Duluth, 6 tugs. Gilchrist, F. W.,
 Alpena, 4 tugs and other vessels. Boutell & Smith, Bay City, 18
 tugs. Carkin & Stickney, Detroit, 5 tugs and other ves- Parker
 & Millen, Detroit, 3 tugs and other vessels. Thompson Tug Line,
 Port Huron, 6 tugs. Smith, John, Manistee, 5 tugs. V. O. Towing Co.,
 Cleveland, 16 tugs. Cleveland Tug Co., Cleveland, 14 tugs. Maytham
 Tug Line, Buffalo, 8 tugs. Hand & Johnson, Buffalo, 8 tugs.
 The Dunham Towing and Wrecking Company, of Chicago,
 represents a business which is nearly half a century old. This company was
 incorporated in December, 1884, but it is controlled and almost wholly owned by
 Capt. J. S. Dunham, its president, who has been actively engaged in towing since
 1862.
 Captain Dunham came to Chicago in 1854 from Troy, N. Y., as engineer
 of the tug A. B. Ward, a vessel which is still afloat. Those were the happiest
 days of his life. He had worked his way up to the position of engineer on the
 Ward, and felt that life was a success. In 1857 he became a part owner of two
 tugs, and took them to New Orleans via the Illinois canal. He returned in the
 spring of 1862 with the tug Little Giant, built in Philadelphia. This tug was
 taken in 1863 by the United States Government for service in the South. Captain
 Dunham, however, purchased another and continued the towing business at Chicago.
 There were about a half dozen tugs in operation here when he came. The number
 steadily increased until in about fifteen years it reached 40. These tugs were
 owned by individuals, who held from one to a half dozen or more each. The towing
 fleet of Captain Dunham had in 1884 increased to eight, when he incorporated the
 company with $100,000 capital. It was about that time that individual ownership
 of tugs was succeeded by incorporated. Of the four then
 established, the Dunham Towing & Wrecking Company is the sole survivor.
 The Chicago Towing Company and the Vessel Owners Towing Company retired from
 business about two years ago.
 The Dunham Towing & Wrecking Company has increased its capital
 stock to $200,000, and now owns and operates at Chicago the following 14 tugs:
 T. T. Mor-ford, Perfection, O. B. Green, Mollie Spencer, Jas. McGordon, Mosher,
 G. W. Gardner, J. H. Hackley, Chicago, Robert Tar-rant, L. B. Johnson,
 Protection, W. L. Ewing and A. Miller. The present officers of the company are
 Capt. J. S. Dunham, president and treasurer; R. J. Dunham, secretary; Capt. J.
 R. Sinclair, superintendent; Capt. Thomas Johnson, chief engineer and wrecking
 master. The same stockholders own the four tugs of the Haus-ler & Lutz
 Towing & Dock Company at South Chicago, namely: The T. C. Lutz, M. G.
 Hausler, Chas. Hulladay and C. W. Elphicke. The number of tugs now in service at
 Chicago is less than 15 years ago, but they are of much greater capacity, and
 tow vessels of much larger tonnage, so that the actual business has steadily
 increased. Besides being engaged in towing, the company conducts a wrecking
 business, owning, a full complement of wrecking appliances. It also operates a
 vessel repair department. Several years ago the company started machine,
 blacksmith and carpenter shops at the foot of North Market street, for the
 purpose of making its own repairs, but since then the business has steadily
 grown.
 The only other towing business at Chicago is conducted by Barry Bros.,
 who have been so engaged for about six years, and whose fleet now consists of 10
 tugs.
 The Hand and Johnson Tug Line, Buffalo, was established
 in 1871 by Capt. George R. Hand and others, the company that year putting in the
 tug G. W. Gardner, which Captain Hand had owned for some years. In addition to
 the G. W. Gardner they built the tugs Compound, James, Ash, C. W. Jones, and
 George R. Hand, and continued as at first organized until the death of Captain
 Hand in 1884. At this time Capt. John Johnson became manager of the line, and
 Mrs. Hand gradually sold off her deceased husband's interests in the several
 tugs. For about eight years Captain Johnson was managing owner of most of the
 tugs and manager of the entire line.
 In 1892 the company was incorporated with a capital of $50,000. The
 first board of directors were as follows: James Ash, Capt. John Johnson, A. C.
 Adams, Charles Beatty, Daniel Mahoney, Thomas Mellen, Thomas Levett and Lewis
 Laudenslager. The first officers of the company were as follows: James Ash,
 president; Capt. John Johnson, manager; A. C. Adams, secretary and treasurer;
 George W. Johnson, assistant bookkeeper, and Lewis Laudenslager, superintendent.
 These officers have retained their positions ever since.
 From time to time the company has sold tugs and built new ones, until
 at the present time it owns the following: Cascade, Robert H. Hebard, Townsend
 Davis, Conneaut, W. I. Babcock, Grace L. Dan-forth, James Byers, and the Erastus
 Day of Conneaut. The latter is commanded by Capt. Austin Hand, a nephew of Capt.
 George R. Hand, founder of the line. All of the above tugs, with the exception
 of the James Byers, are equipped with steam-steering apparatus. In 1895 this
 company sold the John Johnson to other parties, so that at the present time they
 own but seven tugs.
 In 1893 the Grace L. Danforth, which was built in 1890, in trying to
 pull the steam barge Curtis off the rocks in Niagara river, was caught broadside
 in the swift current just above the rapids, tipped over and rolled her boiler
 out. In repairing her for further service a new boiler was put in; a new frame
 given her, new planking and a new deck, at a cost of something over $6,000, so
 that then she became practically a new tug.
 Besides the tugs mentioned above this company owns a rotary steam pump
 for wrecking purposes, which they purchased in 1893, and which they have used on
 several occasions. They employ about 33 men and carry on a successful
 business.
 The Owens Tug Line, Buffalo, was established by Capt.
 John Owens several years ago. Captain Owens lived as a boy upon
 several canals, driving the teams, working on various boats, and owning numerous
 boats, on canals in the Eastern Middle States. He went to Buffalo in 1877. On
 the Erie canal his first boat was the Samuel J. Tilden, his next the Walter O.
 Callaghan, and his third the Dr. R. V. Pierce. These three boats he afterward
 sold to other parties, and established a canal tug line in 1883, his first tug
 being the Lone Star. The next year he bought the George Donaldson, and in 1888
 the E. D. Beach, a tug which had been in existence for about thirty years, and
 which is still in active service. In 1891 he bought the Robert Dunham, which had
 formerly been a ferry boat between North Tonawanda and Grand Island, and which
 he sold in 1893 to parties in Saginaw, Mich. Next he bought the Trenton, which
 came out in 1893. In 1896 he bought the E. E. Frost, which was built in Oswego
 in 1885, and which came to Buffalo in the spring of 1896. The Frost is his
 largest tug. The Owens Tug Line now consists of the following tugs: The Lone
 Star, the Trenton and the E. E. Frost. During the season of navigation they are
 engaged in towing on the Erie canal, in the harbor of Buffalo, on the foot of
 Lake Erie and up and down the Niagara river.
 The Maytham Tug Line, Buffalo, was established in 1871,
 at which time Thomas, George and E. C. Maytham dissolved partnership with George
 R. Hand and founded their own line. Thomas Maytham made his first venture in
 marine business in 1862 when he purchased a one fourth interest in the tug G. W.
 Gardner, which he afterwards brought with him to Buffalo, from Cleveland. He
 made his first purchase of a sailing vessel in 1863, when he became one of the
 owners of the schooner Nonpareil, a canal vessel of about 300 tons. This vessel
 started light from Cleveland, where Captain Maytham was then living, for
 Escanaba for a cargo of ore, the freight on which was to be $4 per ton. Having
 taken on board the ore the Nonpareil sailed for Cleveland, but encountering a
 storm on Lake Huron went down and became a total loss. He next purchased an
 interest in the Lily Pratt, which was lost some years later in the Bay of
 Biscay. Captain Maytham subsequently owned interests in the following schooners:
 John Breden, which he purchased in 1875, and which is still afloat, engaged in
 the lumber trade between Buffalo and the upper lakes; American Giant, now a
 lighter at Windsor, Canada; Queen City, lost in a storm on Lake Michigan in
 1894; L. W. Drake, built at Bay City, Mich., in 1881, which is still engaged in
 the lumber trade; C. O. D., which was lost in 1886; Seaton, lost about the same
 time; and in the Maxwell, now engaged in the lumber trade.
 Captain Maytham was also interested in the following steamers: Araxes,
 lost on Lake Huron in 1888; Nevada, lost about the same time; Queen of the West,
 built in Bay City, Mich., in 1881, now engaged in carrying coal and iron ore;
 Oregon, built in West Bay City, Mich., in 1882, and now engaged in the coal and
 iron trade; New-burgh, lost in a snow storm on Long Point, Lake Erie, in 1890;
 Northerner, which was burned on Lake Superior in the fall of 1891; the Gilcher,
 which was lost on Lake Superior with all hands on board, eighteen in number. She
 was a sister ship to the Western Reserve, elsewhere mentioned as lost on Lake
 Superior in 1892; Waverly, still afloat; Mascot, a pleasure boat, lost by fire;
 R. A. Packer, built in West Bay City, Mich., and sold to the Lehigh Valley
 Railroad Company; The Periwinkle, formerly the Commodore Perry, built
 immediately after the close of the Civil war, lately converted into a pleasure
 boat, and now plying between Toledo and Detroit.
 Upon the establishment of the Maytham Tug Line in Buffalo its success
 was immediate and rapid, and had so increased that in 1891 it was deemed
 advisable to form an incorporation. This was effected under the laws of New
 York, the capital of the company at the time being $35,000. The first officers
 of the company were as follows: Thomas Maytham, president; E. C. Maytham,
 superintendent; G. W. Maytham, secretary and treasurer; and E. H. Maytham,
 assistant superintendent. This line has had phenomenal success in its business,
 and now employs therein about $100,000. Its officers at the
 present time are: Capt. E. C. Maytham, president; G. W. Maytham, secretary and
 treasurer; Capt. Charles Maytham, superintendent, and E. C. Maytham, chief
 engineer.
 During its existence this line has had built for it some 35 or 40
 tugs, mostly by Grady & Marr, of Buffalo. These tugs have for the most
 part been sold, and may now be found in nearly every lake port, and also in
 Boston, New York and Baltimore, on the Atlantic coast. The last tug they have
 had built is the Acme. In the spring of 1895 they sold the Ingram to parties in
 Port Huron, and about the same time they sold the Excelsior, which is a larger
 tug than any now in Buffalo harbor, and which is owned by parties in Toledo,
 Ohio. The engine of the Excelsior is 24x28 inches in size.
 The tugs owned by the Maytham Line at the present time are the
 following: Fabian, E. C. Maytham, Alpha, the only iron tug in Buffalo, S. W.
 Gee, O. W. Cheney and Acme. All these tugs have steam-steering apparatus except
 the Maytham, Alpha and Kelderhouse. All the lake tugs in the harbor of Buffalo,
 including those belonging to the Hand & Johnson Line as well as those
 belonging to the Maytham Line, are noted for their seaworthiness.
 Besides the above described tugs this company owns an excursion line
 of steamers, as follows: The Niagara, the Union and the Hope, each of which has
 a capacity of about 600 passengers. These excursion boats run under the name of
 the International Line, and ply between Buffalo and Fort Erie.
 The Maytham Tug Line also owns the steel steamers Thomas Maytham,
 Brazil and America; schooner H. W. Sage, which the company purchased as a wreck
 in 1890 at the straits of Mackinac, raised, repaired and placed in commission;
 the lighters Niagara and British Lion; and two Worthington wrecking pumps. The
 company employs 116 men in their various lines of business. Capt. E. H. Maytham
 also owns an interest in the steel steamer Chili.
 The White Star Tug Line, Buffalo, was established in 1877
 by the following gentlemen, each of whom was interested to a greater or less
 extent in various tugs previously: George M. Swan, M. R. Swan, Theodore E.
 Cowles, J. B. Blake and A. C. Vroman. These gentlemen united their individual
 interests in a co-partnership, thus forming the present line. At the present
 time the officers of this line are as follows: George M. Swan, superintendent;
 Joseph B. Blake, assistant superintendent; and Theodore C. Cowles, secretary and
 treasurer. The tugs owned at the present time are as follows: Adam Homer,
 Hudson, W. N. Peckham, F. A. Bird, Albany, Leo Lennox, Bill Morse, H. L.
 Fairchild, S. M. Sloan, Post Boy, Puritan and Ella B. The company also owns
 considerable interest in the canal business. Their tugs ply upon the Erie canal,
 to all points as far eastward as Albany and New York, in the harbor of Buffalo,
 on Lake Erie and up and down the Niagara river.
 This line also has owned ever since their establishment three wrecking
 pumps and three lighters, which are brought into frequent requisition, and are
 of great value to the harbor of Buffalo.
 The Vessel Owners Towing Association, of Chicago, was
 organized in 1871, nearly all the important owners of sailing craft taking stock
 in the enterprise. The original tugs composing the line were the Black Ball,
 Satisfaction, Rebel, James L. Higgie and Willie Brown, all constructed by Mr.
 Notter, of Buffalo, for the new company. The incorporators of the company were:
 Capts. James L. Higgie, who became manager; Thomas L. Parker, A. G. Van Shaak,
 Jesse Spaulding and H. Whitbeck. The tugs at their completion were received at
 Buffalo and taken to Chicago under the pilotage of Capt. Frank B. Higgie, and
 began doing a general towing business out of Chicago harbor. The capital stock
 was $60,000, and the company declared a dividend each year for fifteen years,
 sufficiently large to reimburse the original stockholders, and succeeded in
 correcting the evil owners of vessels complained of. In 1895 the company
 discontinued business and sold out the tugs.
 Many other references to tug lines, some of them extended, appear
 elsewhere in this history.
 
 Lumber Traffic
 
 
 The Early Forests -- First
 Lumbermen- -- Early Lumber Vessels --
 Lake Lumber Districts -- When The Maximum Production
 Was Reached -- Rapid Denudation -- Present Sources Of Supply --
 Lumber Tows -- Vessels In
 The Lumber Trade -- Decline In The Trade
 -- Receipts At The Principal Lake Ports -- Freight Rates -- Lumber Trade
 Of Canada -- Preservation Of Canadian
 Forests -- Exports To The United States.
 
 
 WHEN the first settlers appeared on the Great Lakes the shores around
 them and the entire region to the north, south and west of the St. Lawrence
 river, Lake Ontario, Lake Erie, Lake Huron and Lake Michigan were covered with a
 dark, mysterious forest, with what then appeared to be an inexhaustible supply
 of timber and lumber. This region has since supplied to Canada and the United
 States an immense amount of both, for great and multifarious purposes. It is
 probable that eighty-five per cent. of the territory bordering on these four
 lakes, and also a large portion of that bordering on Lake Superior, was covered
 by forest trees of many useful kinds. And southwest to the Gulf of Mexico, and
 also westward along the Ohio river to the western boundary of what is now the
 Indian Territory, was a forest more magnificent than can be found at the present
 time outside of tropical regions. The present States of Michigan and Wisconsin
 were covered with what has since been the most profitable forest area of the
 country if not of the world. The rapidity with which this immense area has been
 denuded of its growing timber is one of the most remarkable of the phenomena of
 the industrial development of the United States.
 It would be a matter of extreme difficulty to ascertain who were the
 first lumbermen in each part of the timber region surrounding the Great Lakes.
 The lumber business began at least as early as 1830, and lumber and timber were
 shipped down the lakes from Ohio, Pennsylvania and Ontario, in sailing vessels
 that in returning carried immigrants westward with their farming implements,
 furniture and provisions. In 1834 Harvey Williams, one of the pioneers of
 Michigan, built the first steam sawmill in the Saginaw valley. The lumber trade
 of Chicago began about 1830, and soon assumed considerable importance, for the
 city grew apace, and all branches of trade were developed with the growth of the
 place. In 1833 David Carver established a lumber yard in Chicago, bringing the
 sawn lumber across Lake Michigan, and being thus the first importer of lumber
 into the Chicago market. He owned a schooner named the David Carver, which was
 probably the first vessel engaged in the" lumber trade between St. Joseph
 (Mich.) and Chicago. In this vessel Mr. Carver brought his first cargo of lumber
 to Chicago in the summer or fall of 1833. It was a cargo of pine, and in some
 way got into the Chicago river and unloaded between LaSalle and Wells streets.
 The lumber was used in the construction of St. Mary's Catholic church, the first
 edifice of that denomination in Chicago.
 For many years following 1837 the lumber firm of Taylor &
 Spaulding received lumber shipped to them upon a vessel known as the Commerce.
 The firm bought this vessel from Oliver Newberry, and soon after rebuilt it,
 changing the name to Hiram Pearson.
 About this time Kinzie, Hunter & Co. and Jones, Clarke
 & Co. were here engaged in the lumber business, employing a fleet of vessels in the trade. Prior to 1839 vessels loaded with lumber
 would tie up close to the bank of the river and deposit their cargoes in a
 promiscuous pile, from which builders would make their purchases, assorting the
 lumber themselves. One of the vessels engaged in the lumber trade during those
 early years was the General Harrison, a little schooner, which plied between
 Chicago and points of the lake in Michigan, and brought in considerable
 quantities of white-wood lumber. This vessel could not get into the river on
 account of the bar across its mouth, and for this reason her cargoes were
 unloaded onto boats, scows and rafts, floated southward around the end of the
 bar, and then headed for deep water in the river.
 Later, after the bar was removed, the General Harrison sailed up the
 river with her cargoes, which she brought from St. Joseph. In later years lumber
 began to be brought down to Chicago from Manitowoc, Wis.; Peshtigo, Wis.;
 Menominee, Grand Haven, Muskegon, and even from the Saginaw valley, Mich. The
 first cargo of Saginaw valley lumber which reached Chicago entered that port in
 1847 or 1848, and it was also the first cargo of lumber reaching that port that
 had been cut with a circular saw, attracting much attention on this account.
 Among those who owned vessels and were early engaged in the lumber
 trade on the lakes was George Smith, one of the prominent citizens of Chicago
 then, whose vessel plied between Chicago and Buffalo.
 In 1840 about 50 sail vessels, varying from 50 to 250 tons, were
 engaged in the fish and lumber trade on the upper lakes. The "lumber trade," in
 that year, as a newspaper then remarked, meant the carrying of pine plank, etc.,
 from Canada and Green Bay to Chicago and its vicinity; and not the stave trade
 through the Welland canal, a branch which became very extensive.
 Early in the season of 1844 there was a brisk demand for vessels
 wanted in the lumber trade on the upper lakes. Chicago, Racine and other leading
 points were improving so fast, and the demand for building material was so
 great, that good prices were offered for vessels to trade between Green Bay,
 Kalamazoo, etc., to the above points. Several crafts were chartered, while not a
 few old craft were transferred to that region.
 Lake Lumber Districts. -- The Great Lakes lumber region
 for statistical purposes was long ago divided into districts, as the Georgian
 Bay district, the Lake Erie district, the Lake Huron district, the Saginaw
 Valley district, &c. As the lumber began to diminish in quantity from
 the districts bordering on the Great Lakes, other regions further to the
 northwestward were opened, and for years the Great Lakes region and the regions
 of the great Northwest have been classified as follows: The West of Chicago
 district, the Chicago district, the Railroad and Interior Mills district, the
 Saginaw district, and the Lake Erie district. The West of Chicago district is
 subdivided into the Duluth district, and eleven other districts, each traversed
 by a river or a railway; the Chicago district is subdivided into the Green Bay
 district, the Cheboygan district, the Manistee district, the Ludington district,
 the White Lake district, the Muskegon district, the Grand Haven district, and
 the Miscellaneous Mills district. The Railroad and Interior Mills district
 comprises the interior portion of the lower peninsula of Michigan. The Saginaw
 district is subdivided into the Saginaw valley district and the Lake Huron
 shore.
 Without such a division as the above it would be exceedingly difficult
 to form reliable estimates of the amount of timber standing at any particular
 epoch, and of the amount of lumber cut and shipped by lake or railroad. About
 twenty years ago there was considerable excitement and discussion over the
 question as to how rapidly the timber was being cut away, and as to how long the
 forest supply would last. It was not difficult to ascertain the amount of the
 annual cut of timber, and if the amount still standing in the forest could be
 ascertained with anything like similar closeness of approximation, then it would
 be but a simple question of division to ascertain the number of years during
 which the supply would hold out. This was the method pursued by some very able writers on this question, and in 1876 these writers informed the
 world that twenty years more of such rapid destruction of timber as had then
 been going on since the close of the Civil war would pretty much exhaust the
 supply. For six years after these predictions were made the rate of lumber
 production steadily increased, reaching a maximum in 1882 in most of the
 districts into which the Great Lakes region was divided.
 In the Saginaw valley, in 1865, there was cut lumber to the amount of
 250,639,340 feet, which amount steadily increased with some fluctuations until
 1880, when the amount sawn was 862,453,223 feet. In the West of Chicago district
 in 1873 the cut was 1,353,000,000 feet, while in 1884 it reached 3,448,646,757
 feet. In the Chicago district in 1873 there was cut lumber to the amount of
 1,220,819,000 feet, the maximum in this district being reached in 1889, when it
 was 2,481,358,356 feet. In the Railroad and Interior Mills district the cut in
 1873 was 621,603,000 feet, and the output or product here remained quite uniform
 for several years, reaching its maximum in 1882, when it was 922,409,230 feet.
 In the Saginaw district, which includes the Saginaw valley and the Lake Huron
 shore, the cut in 1873 was 792,358,000 feet, and here the maximum was reached in
 1888, when the product was 1,497,989,140 feet. The Lake Erie district began to
 be noticed in Chicago statistical tables in 1882, in which year the product was
 54,528,380 feet, and in this district the maximum was reached in 1890, when it
 was 76,250,000 feet. In the Georgian Bay district in 1880 there were cut
 505,756,488 feet of lumber, which was a little more than five-sixths as much as
 was cut in the Muskegon district, the amount here being then 591,201,649
 feet.
 The maximum product for the different districts was reached in
 different years. In the West of Chicago district it was reached in 1892; in the
 Chicago district in 1889; in the Railroad and Interior Mills district in 1882;
 in the Saginaw district in 1888, and in the Lake Erie district in 1890. The
 maximum total product of lumber for all these districts was reached in 1892,
 when it was 8,902,748,423 feet.
 In the West of Chicago district the cut declined from the maximum of
 4,688,840,186 feet in 1892,10 3,351,445,913 feet in 1896; in the Chicago
 district the decline was from the maximum of 2,481,358,356 in 1889, to
 1,513,231,561 in 1896; in the Railroad and Interior Mills district the decline
 was from 922,409,230 feet in 1882, to 387,925,069 feet in 1896; in the Saginaw
 district the decline was from 1,497,989,140 feet in 1888, to 513,585,298 feet in
 1896, and in the Lake Erie district the maximum was reached in 1896, when it was
 71,925,107 feet. But in the entire region under discussion the decline in the
 product was from 8,902,748,423 feet in 1892, to 5,538,112,948 feet in 1896,
 which was the smallest total output since 1879, when it was only 4,806,943,000
 feet.
 Thus it will be seen that in all the districts which are wholly or in
 part connected with the Great Lakes, the product has been for several years
 gradually diminishing from year to year. But in the districts wholly in the
 Great Lakes region this decrease is made more evident by taking individual
 sub-districts. For instance, in the Saginaw Valley district the shipments of
 lumber decreased from 284,794,922 feet in 1882 to 68,773,117 feet in 1896, while
 the shingle output decreased from 304,925,590 in 1881 for the entire Saginaw
 Valley district to 38,180,750 in 1895. At one time Muskegon shipped about
 800,000,000 feet per year, while at the present time as a lumber producer it is
 practically wiped off the map. The same is the case almost, but not quite to the
 same extent, with the Pere Marquette and the Manistee regions. The Menominee
 region is on the decline, and Marquette and Ontonagon now furnish little but
 pickings. And it will not be long before the Saginaw Valley and the Lake Huron
 shore will be practically dependent on Canada for their lumber. At the present
 time the Duluth district is the mainstay of the lake shipments, with Chequemagon
 Bay rapidly declining. The lower Chippewa and the Black river regions are nearly
 denuded of pine, and the same is true of the St. Croix. The White
 Lake, Ludington, Traverse Bay, Cheboygan, Manistique, St. Ignace, Marinette,
 Ontonagon and Wolf River districts are each either sliding down the scale or
 have become practically extinct as factors in the lumber market. As just stated,
 the supply for the Great Lakes lumber trade now comes principally from the Lake
 Superior region, and operations on the Wisconsin river, the Chippewa and the St.
 Croix and even on the upper Mississippi river are noticeably diminishing. And
 one by one the mills which derived their stocks from the territory around the
 Great Lakes and from the valleys of the streams falling into them, are dropping
 out, being dismantled or burned down. Such places as Muskegon, Ludington,
 Manistee, Traverse City, Alpena, Menominee, Marinette, Green Bay, Oshkosh and
 Escanaba, at the end of from five to ten years to come, will cease to be lumber
 centers, and the lumber trade of the Great Lakes, so far as they are concerned,
 may be practically extinct. Alpena, Osceola, Cadillac and Big Rapids are all in
 the metamorphic state, as will soon be the case with Cheboygan. Old Saginaw and
 Bay City have got past the change, and are entering on a period of prosperous
 manufacturing and trade. The handwriting is on the wall for Ashland, Wisconsin,
 as it was some time since for Escanaba and Ontonagon; but Duluth will be for
 years a large lumber center, for she has back of her yet immense resources in
 the forests of the Northwest. But all the cities of the Northwest must, in the
 course of a few years at most, cease to look to lumber as the main source of
 their prosperity, and turn their attention to agriculture and manufacturing.
 Until within a few years the white and norway supply for Ohio markets
 largely came from Saginaw valley and Huron shore mills. But those resources are
 rapidly diminishing, and soon will be gone, except as the supply shall be
 lengthened out by logs from the north shore of Georgian Bay, in Canada. For five
 years the Lake Erie markets have increasingly resorted to the Green Bay and Lake
 Superior mills for lumber, and have also taken some hemlock from the northern
 ports of the lower Michigan peninsula. The norway of the Huron shore, which for
 years was the main dependence for dimension, or bill stuff, as it is called on
 Lake Erie, has been nearly exhausted. This forces the wholesalers of Toledo,
 Sandusky and Cleveland to go further up the lakes for bill stuff, and is one of
 the factors which is causing an increasing stress in the market for that class
 of product. The fact that Ohio and the further east is increasingly dependent on
 the Lake Superior country for pine is a reason why the supply will be wiped out
 sooner than many imagine. The whole distributing field eastward is now mainly
 dependent on upper Michigan and Lake Superior districts, while only a few years
 ago the chief supply came from lower Michigan.
 The state forestry commission of Wisconsin has taken hold of the
 matter of reforestation and forest
 preservation in an energetic and practical way. The pine kings have promised to
 replant their lands, which have been despoiled, with pine trees a year old. It
 is estimated that they will cost $3 per thousand, and that that number is
 sufficient to cover an acre of land. The lumbermen have agreed to this providing
 the State will see that the fire law pertaining to forests is strictly
 enforced.
 Lumber Tows. -- A remarkable feature of lake navigation
 is the system of towing barges, and, perhaps, the tows are not surpassed on any
 navigable waters in the world. A tow, extending over one mile in length, 5,480
 feet, was in 1872 made up at Buffalo, consisting of the steamer Antelope, Capt.
 R. Valentine, and eight large lumber barges. The tow navigated Lake Erie during
 violent weather. After loading over 6,000,000 feet of lumber at the Saginaws the
 barges were towed back to Buffalo by the same steamer. Considering the violent
 state of the weather much skill must have been exercised to keep the tow in hand
 and from breaking up.
 Vessels in the Lumber Trade. -- It is not possible to
 state the number of vessels engaged in the lumber trade on the lakes for the
 years that that trade has existed; but this number gradually increased from the
 beginning of the trade, when there were but few and all sailing
 vessels to about 1884 or 1885, when there were nearly 500 steamers and sailing
 vessels thus engaged, handling probably 8,000 cargoes per year. Of late years
 sailing vessels have been gradually giving place to steam vessels in this trade,
 as in most others, because steam is a more reliable motive power than wind, and
 a steam vessel is able to reach her destination either for lumber or with it,
 almost on schedule time. A steam vessel can also be much more easily managed
 during a storm, and can often enter a harbor without a tug. During 1871 there
 were about 10,000 arrivals of sailing vessels in Chicago to 1,000 arrivals of
 steam vessels, and it is altogether probable that the vessels bringing in lumber
 arrived in about the same proportion.
 In 1882 the number of cargoes of lumber brought into Chicago in steam
 vessels was 1,994, and the number brought in in sailing vessels was 5,169. In
 1889 the number of cargoes of lumber brought in in steam vessels was 2,168, and
 the number brought in in sailing vessels was 2,755. In 1896 the number of
 cargoes brought in in steam vessels was 1,021 and the number in sailing vessels
 was 1,079. The per cent. of steam vessels to the whole number in 1882 was a
 little less than 28, while that of sailing vessels was a little more than 72. In
 1889 the proportion of cargoes brought in by steam vessels was 44 per cent., and
 of sailing vessels 56 per cent., while in 1896, the last year for which
 statistics for the entire year could be obtained, the proportion of cargoes
 brought in by steam vessels was 48.6 per cent., and of sailing vessels, 51.4 per
 cent.
 Thus it will be seen that as the number of cargoes brought in in steam
 vessels increases the total number of cargoes decreases, from which it may be
 inferred that the size of the cargoes increases. In 1882 the average cargo
 amounted to 262,000 feet; in 1889 it was 294,000 feet, while in 1896 it was
 371,000 feet.
 Even of steam vessels there have been but few that have carried more
 than 1,000,000 feet of lumber at one cargo. Among these have been the Colin
 Campbell, which on May 12, 1882, brought into Chicago a cargo of 1,025,000 feet;
 the Brockway, which brought in a cargo of 1,466,000 feet, three days later, and
 on the 13th of July of the same year a cargo of 1,400,000 feet. Besides the
 Colin Campbell, in 1889, the propeller M. F. Butters, the propeller A. D.
 Hayward, the propeller Frank Woods, each brought in cargoes of more than
 1,000,000 feet. In 1896 the propeller Madagascar, the propeller Norwalk, the
 propeller W. P. Ketchum and the propeller Linden each brought into Chicago
 cargoes of more than 1,000,000 feet.
 Civilization has made and is making great and wonderful changes in the
 face of nature as well as in the face of man. It has driven the Indian from the
 east, south and north into the far west and northwest, and it is compelling the
 lumberman to follow in the footsteps of the Indian, by demanding of him the
 forests in which the red man made his home. Not many decades hence the great
 body of the lumbermen will be found in the far northwest and in Alaska, while
 only a few scattered ones will be engaged in their present occupation where
 there were many of them a decade ago, in the lumber regions of the Great
 Lakes.
 Dr. George G. Tunell discusses as follows in his "Statistics of Lake
 Commerce, " the lumber traffic:
 The decline in the movement of forest products on the Great Lakes is
 largely due to the destruction of forests of white and norway pine on the shores
 of the lakes and on the banks of the logging streams flowing into the lakes. The
 enormous drafts that have been made during half a century upon the once
 seemingly unlimited supplies of Michigan, Wisconsin and Minnesota have in recent
 years well nigh exhausted the forests near the lakes and on the banks of the
 streams capable of floating logs. Stream after stream has sent down its last
 logs. The mills at Saginaw and other points on the Huron shore of the lower peninsula of Michigan are now in a large measure supplied with
 logs rafted from the Georgian Bay district of Ontario. The Kalamazoo, the Grand,
 the Betsie, and the Bear Rivers of western Michigan have ceased to be logging
 streams, and the White, Muskegon, and the Pere Marquette will soon join them.
 The Wolf river, of Wisconsin, that once carried down large quantities of good
 factory pine, will soon float no logs, and the cut of timber in the Green Bay
 shore district is on the decline.
 With the depletion of the forests of white and norway pine contiguous
 to the lakes and near the rivers flowing into the lakes, the transportation
 situation has been radically altered. As the lumbermen have been forced to go
 farther and farther into the interior, the railroads have found it
 correspondingly easier to compete with the lake carriers. This has followed
 because in a great many cases it has not paid to haul the logs to the logging
 streams flowing into the lakes or to transport them directly to the mill at the
 lake side. The former plan has also been growing in disfavor for other reasons.
 Logs in some districts now have considerable value, and a good many are lost in
 floating them to the mills. Then, too, there may be delays in driving the logs
 because of ice or a lack of water. Now, as the cost involved in moving the logs
 from the remote districts to the lake shore is often sufficient to prevent such
 movement, the logs are sawed at mills located at interior points. From these
 interior mills the lumber generally goes to market by rail, for the cost of
 shipping by the combined rail-and-water route with its charges for transshipment
 is greater than that by the all-rail lines.
 Altered methods of doing business at the mills also in part explain
 the greater rail movement. It is becoming the custom to sort lumber where it is
 sawed, and it is therefore possible to fill orders of consumers and country
 dealers directly from the mills. These consignments generally go by rail.
 Formerly the sorting was done by the wholesalers at the great distributing
 centers about the lakes, who bought supplies by the cargo and often made a large
 portion of their profits by a nice manipulation of the mixed stocks received.
 This revolution in handling lumber has worked itself out very fully on the
 Saginaw river, and a description of the change, in the words of E. D. Cowles,
 will be inserted: "A few years ago the manufacturer, with hardly an exception,
 sold his product by the cargo, and it was shipped by water to other cities,
 where the finer manipulation of the stock made business for large capital and
 armies of mechanics and laborers. Now the manufacturer sorts his stock, and
 sells it in car lots as wanted by the consumer. In other words, he combines the
 business of wholesaler with that of the retailer, and this accounts in large
 measure for the falling off in lake shipments. Local dealers who do not operate
 manufacturing plants also have established yards and buy lumber at interior
 points in the State and on this river, sort it up or convert it into box
 material or plain stock, and ship it out by rail to their consumers." The extent
 of the change in the kind of transportation employed in moving the lumber of the
 Saginaw river to market is made clear by the subjoined table: 
 YEARRAILLAKE
 FeetFeet
 1885149,672,900659,565,000
 1886176,500,000591,013,100
 1887261,900,000486,285,000
 1888304,862,500451,391,000
 1889352,500,000432,130,000
 1890401,847,000409,972,000
 1891408,258,000404,577,000
 1892427,490,000347,866,091
 1893369,000,000173,154,000
 1894381,450,000182,600,000
 1895393,527,000136,120,632
 1896280,572,50068,743,000
 1897379,000,00089,137,511
 
 
 The lumber the Saginaw river is a narrow strip of land less than half
 a mile wide and 18 miles long. Within this area there has been manufactured a
 larger amount of lumber than in any other district of equal area in the world. Since 1851, 22,943,072,900 feet of lumber have been cut.
 The rail shipments for 1897 are estimated. The table was compiled by E. D.
 Cowles, and is worthy of confidence.
 Perhaps the ultimate destination of the lumber has in part changed
 during the period covered by the table, so that the lake carriers are not in so
 favorable a position to compete for it as formerly. Upon this point no
 information is at hand.
 In some of the great lumbering districts the mills are now kept
 running during a large portion of the year on hard wood. The total output of the
 districts about the Great Lakes is in part maintained in this way. During 1897,
 464,380,000 feet of hard-wood lumber were produced.
 The change from pine to hard wood is of great significance, for
 hard-wood logs are so heavy that they do not float, and are therefore generally
 sawed at interior mills. It has already been pointed out that the lake carriers
 are at a disadvantage in competing with the railroads from the interior mills,
 for the local rail rates to the shipping ports are high and the lumber must be
 transshipped.
 Many of the small vessels on the lakes are in the lumber business.
 They can navigate the rivers that are too shallow for the large vessels. Most of
 the vessels of the old schooner fleet have been transformed into barges, and are
 now engaged in the lumber traffic. Towing originated in the lumber trade. John
 S. Noyes, of Buffalo, was the pioneer who made this important departure. When
 the railroads were pushed westward to the principal lake ports, in the early
 fifties, the fine passenger and general cargo steamers that were then numerous
 upon the lakes lost a profitable business. In 1861, Mr. Noyes transformed two of
 these ships, which had long been idle, into barges. These vessels were the
 Empire and the Sultana. In 1862, he changed another vessel (the St. Lawrence)
 into a barge. These barges were towed by the tug Reindeer. Mr. Noyes' venture
 proving successful, towing increased rapidly, and about 1870 another important
 innovation was made; the tugs were supplanted by a propeller, which also carried
 a cargo.
 It has already been stated that the movement of lumber on the lakes
 has been declining. Before many years it may be expected to fall off rapidly.
 Pine must continue to be, as it has been in the past, the main reliance of the
 vessel owners. The supplies that can be drawn upon are about as follows: 
 White and norway pine:Feet.
 Lower peninsula of Michigan3,000,000,000
 Upper peninsula of Michigan4,000,000,000
 Wisconsin10,000,000,000
 Minnesota12,000,000,000
 Province of Ontario19,404,000,000
 
 Mr. Andrews, chief fire warden of Minnesota, estimates that there are
 20,266,475,000 feet of pine still standing in Minnesota, and others have raised
 his estimate. The authorities also differ on the amount of standing timber in
 Wisconsin and Michigan, but their estimates do not vary so widely as in the case
 of Minnesota. This is to be expected, for the resources of Michigan and
 Wisconsin are well known, while those of Minnesota are comparatively
 unknown.
 As the output of pine lumber from logs cut in Michigan, Wisconsin and
 Minnesota during 1897 was nearly 6.000,000,000 feet, and in prosperous years has
 exceeded 8,000,000,000, it will readily be seen that the timber resources of
 these States will soon be exhausted. With the depletion of the timber supplies
 of Michigan, Wisconsin, Minnesota, and the Province of Ontario, the movement of
 lumber on the lakes will lose its present importance.
 In addition to the pine, there is a vast amount of hemlock and hard
 wood standing in Michigan and Wisconsin, and a limited quantity in Minnesota. A
 portion of. the lumber sawed from this timber will be carried to market by
 water.
 A prediction as to the inroads that will be made into this supply
 during five years of active demand has been ventured by the Northwestern
 Lumberman, and is here inserted: "The pine of lower Michigan and 
 the upper peninsula of that State will be well nigh gone [in five years]. A few
 of the old-mill concerns at Menominee-Marinette will still be sawing pine, but
 the majority will either have dismantled their mills or will be keeping them
 alive by cutting hemlock and the hard woods and working up cedar for shingles.
 The mills at the lesser points will not be cutting pine five years from now.
 Pine production will have been driven back to the west end of Lake Superior and
 into northern Minnesota. The red oak of Wisconsin will have been about cleared
 out. Scattering mills throughout the northern country from the Mississippi to
 the Soo will be pounding away on maple, elm, bass wood, hemlock, etc., with such
 overlooked groups of pine as may be encountered in scraping the land of timber.
 * * * Five years of prosperity, with the enormous demand which will result, will
 cause such a melting away of the northern forest resources as can scarcely be
 realized."
 This picture may be somewhat overdrawn; but if the predictions made be
 verified forest products, which rank second among the commodities received at
 the lake ports during the last census year, will fall out of the first rank and
 be classed with the minor commodities five years hence.
 What may be hoped for from attempts to reforest the pine lands can not
 be answered satisfactorily, for on this point the authorities differ. Some hold
 that pine does not grow at once upon land from which pine has just been removed,
 and some admit that pine will grow, but that the first growths will be low,
 scraggy, and full of knots, and therefore unfit for the manufacture of lumber.
 Other authorities insist that good pine can at once be reproduced if (1) forest
 fires are prevented and (2) the young sprouts be preserved from the depredations
 of live stock.
 
 RECEIPTS AT THE PRINCIPAL LAKE PORTS.
 
 The Chicago receipts of lumber by lake and rail since 1858, as
 compiled by the Chicago Board of Trade, have been as follows: 
 RECEIPTS BY LAKERECEIPTS BY RAILTOTAL
 RECEIPTS
 M feetM feetM
 feet
 1859299,301
 1860254,4997,995262,494
 1861235 66813,640249 308
 1862295,27010,404305,674
 1863392,80020,501413,301
 1864480 16521,42750] 592
 1865614 02033,125647,145
 1866687,85142,206730,057
 1867830,03552,626882,661
 1868965 86062,6341,028,494
 1869967,89729,839997,736
 1870979,75939,2391,018,998
 1871984,75854,5701,039,328
 18721,017,319166,3401,183,659
 18731,020,638102,7301,123,368
 1874993,75166,3371,060,088
 18751,080,59966,5941,147,193
 1876971 41668,3691,039,785
 18771,002,50163,9511,066,452
 18781,093,08887,4981,180,586
 18791,351,149118,7291,469,878
 18801,419,974141,8051,561,779
 18811,657,823221,0991,878,922
 18821 872 976244,5692,117,545
 18831 685 719224,1911,909,910
 18841,610,166212,1491,822,315
 18851,504,186240,7061,744,892
 18861 427,795315,1891,742,984
 18871,457,173422,9951,880,168
 18881 626 408440,5192,066,927
 18891 447,399462,0441,909,443
 18901,359,921581,4711,941,392
 18911 359 315686,1032,045,418
 18921,443,769760,1052,203,874
 1893955,280645,3971,600,677
 18941 075,763486,7641,562,527
 18951 073,847564,2831,638,130
 1896779,292507,3511,286,643
 1897917,212489,3681,406,580
 
 
 The Milwaukee Receipts for the same period, as shown by
 the Milwaukee Chamber of Commerce statements, are as follows : 
 BY LAKEBY RAILTOTAL
 M feetM feetM
 feet
 186030,12431,897
 186156,55456,554
 186238,85838,858
 186329,19596330,158
 186434,2361,31235,548
 186533,3728,68442,056
 186648,61210,28758,899
 186764,80422,59587,399
 186894,023
 186972,383
 187079,491
 187185,892
 187291,303
 1873128 3687,649136,017
 1874123,64517,815141,460
 1875106,06726,309132,376
 1876113 82231,188145,010
 1877118,67523,208141,883
 1878118,09614.894132,990
 1879156 12524,597180,722
 1880132 61457,824190,438
 1881135,59081,450217,040
 1882171 67486,147257,821
 1883145,80779,661225,468
 1884135,92194,241230,162
 1885149 15689,101238,257
 1886131,787113,768245,555
 1887151,751147,368299,119
 1888173,665139,169312,834
 1889148,201161 509309 710
 1890140 273236,957377,230
 1891176,184184,942361,126
 1892192,448206,659399,107
 1893167,360137,976305,336
 1894144,85841,726186,584
 1895145,80951,773197,582
 1896119,02544,477163,502
 1897150,33239,045189,377
 
 
 The receipts of lumber at the more important Lake Erie
 ports for a series of years are presented below.
 The Buffalo receipts by lake and rail have thus been
 compiled by Knowlton Mixer, secretary of the Buffalo Lumber Exchange: 
 BY LAKEBY RAILTOTAL
 M feetM feetM
 feet
 1876119,146
 1877141,572
 1878176,312
 1879202,443
 1880214,169
 1881240,802
 1882248,196
 1883233,433
 1884248,196
 1885240,637
 1886279,493
 1887264,612
 1888279,493
 1889242,525
 1890287,334
 1891262,729
 1892298,980636,344935,324
 1893286,751587,482874,233
 1894239,525410,000649,525
 1895231,257398,448629,705
 1896201,277409,095610,372
 1897221,302426,870648,172
 
 
 Receipts at Tonawanda by lake were as follows: 
 M feet
 1887501,536
 1888569,522
 1889676,017
 1890717,650
 1891505,512
 1892498,000
 1893430,248
 1894406,907
 1895421,372
 1896469,246
 
 
 Cleveland Lumber Receipts. -- The imperfect details of
 this traffic at Cleveland from statistics accessible since 1865 are as follows: 
 BY LAKEBY LAKE [RAIL?]TOTAL
 M feetM feetM
 feet
 186583,038
 1866120,911
 1867142,445
 1868158,220
 1869180,000
 1870158,866173,866
 1871220,584
 1872191,079
 1873192,448
 1874167,768
 1875140,980
 1876102,609
 1877154,144
 1878119,817
 1879208,393
 1880231,263
 1881321,130
 1882317,810
 1883350,696
 1884329,791
 1885
 1886
 1887
 1888
 1889
 1890495,984
 1891564,222
 1892714,476
 1893210,636
 1894247,078130,545377,623
 1895351,883153,750505,633
 1896244,765187,275432,040
 1897229,971174,225404,196
 
 
 Toledo has received by lake, from 1880 to 1897,
 inclusive, lumber as follows, as shown by the reports of the Toledo Produce
 Exchange: 
 
 M
 FEET
 1880197,011
 1881225,350
 1882218,000
 1883224,000
 1884216,000
 1885230,000
 1886160,000
 1887182,000
 1888335,000
 1889168,000
 1890192,000
 1891178,000
 1892173,000
 1893156,000
 1894144,000
 1895159,000
 1896127,000
 1897122,000
 
 The freight rates on lumber per 1,000 feet by lake from
 the ports named to Chicago have been compiled as follows from the weekly rates
 published by the Northwestern Lumberman: 
 ALPENAMANISTEEMENOMINEEASHLAND
 1877$1 31$1.27
 18781 141
 34$1.46
 18791
 771 87
 18802 222
 122 27
 18812
 182 17
 18821 921
 781 80
 18832 011
 851 85
 18841 741
 701 59
 18851 641
 461 54
 18861 891
 581 66$2.12
 18872 531
 942 113
 15
 18881 901
 491 572
 73
 18891 591
 421 402
 42
 18901 741
 581 662
 51
 18911 691
 591 592
 44
 18921 811
 621 672
 91
 18931 611
 461 482
 36
 18941 411
 321 332
 00
 18951 361
 221 272
 18
 18961 161
 141 201
 85
 18971 181
 131 101
 67
 
 
 The rates from Duluth, Superior and the other ports at the head of
 Lake Superior are almost always the same as those from Ashland.
 
 LUMBER INTERESTS OF CANADA
 
 The policy of Canada, from the time of the organization of the present
 Dominion Government, has been directed toward the preservation of the forests,
 its method of procedure being to treat timber as a crop to be harvested when
 ripe, instead of before maturity or of being suffered to advance to
 over-maturity and decay.
 Running from east to west across the Province there is an elevated
 region which is shown on the maps and generally spoken of as the "Height of
 Land," which forms the watershed between the St. Lawrence system and Hudson Bay.
 The principal variety of timber along this ridge is the white pine, the greatest
 of the timber trees of Canada. Northward is a vast forest of valuable timber
 extending around Hudson Bay and away to the arctic circle. This great extent of
 land, like that along the ridge, or "Height of Land," is for the most part
 unfitted for agriculture, but it is well fitted for the growth of successive
 crops of the variety of timber with which it is now covered, and is the
 principal source of the supplies for the manufacture of paper for the years to
 come. In order to protect this great source of wealth from wanton and accidental
 destruction it is only necessary to guard against fires, and to dispose of the
 timber as it matures; the principal requisite being to protect the cleared
 portions against being swept by forest fires, nature being abundantly competent
 and willing to do the rest.
 With proper government supervision this great source of wealth will
 continue for generations, if not for centuries, to provide for the necessities
 of mankind, as well as to furnish a very large revenue to the government, a
 portion of whose policy consists in setting aside from settlement, as a
 permanent reserve, a portion of the Crown lands. "The Algonquin National Park"
 is a noted example of this kind, which comprises an area of 1,733 square miles,
 150 miles from Toronto in a direct line, on the watershed which separates the
 streams flowing into the Ottawa river on the east and those flowing into
 Georgian Bay on the west.
 It can not be stated how much timbered land still belongs to the Crown
 in Ontario, but according to a return made to the House, in 1893, there were
 about 21,000 square miles of pine lands under license and 24,410 square miles of
 pine lands still unsold, besides about 89,000 square miles of land more or less
 timbered, much of it well timbered, with a variety of trees, pine and spruce and
 other woods. According to the report of the commissioner of Crown
 lands, for 1894, the amount of timber of all kinds cut on the Crown lands for
 lumbering purposes was 60,695,250 feet for that year; and it was also stated
 that the natural increment of growth, taking the estimate of the United States
 forestry bureau (60 cubic feet per acre per year), as a correct basis for
 calculation, was about five times this amount, so that there was no danger to
 the timber reserve so long as the cut was not largely increased.
 The white pine pervades the valleys of the Ottawa river and its
 tributaries, the valley of the Trent and the streams running into the Georgian
 Bay and Lake Huron, though in all these valleys it has been greatly diminished
 by lumbering and forest fires. The spruce abounds in Ontario, and its use is
 growing, especially in the manufacture of wood pulp, largely for export, and
 great inroads are being made upon it. The same remark applies to the hemlock,
 which like the tamarack, cedar and balsam fir, is plentiful and much used
 locally.
 Of the hardwoods those of greatest commercial importance are the oak,
 elm, maple, beech, birch, butternut, hickory, cherry, but much of the hardwood
 forest has been cleared and used. The black walnut, white-wood, the buttonwood,
 the chestnut, the coffee tree, and some of the hickories, have become almost
 extinct.
 George Johnson, in "The Forest Wealth of Canada," published in 1895,
 says: "The value of forest products consumed per capita may be estimated
 approximately. The value of our forest products, calculated from the census
 returns of 1891, was$80,071,415. For the fiscal year 1890-91 our imports of
 wooden articles amounted to $3,132,516, while for the same year our exports were
 $27,207,547, leaving for consumption in Canada $55,996,384, or a value of $15.59
 per head. With respect to the quantities used the census returns show an
 aggregate of 2,045,073,072 cubic feet as the total cut for the year, of which 30
 per cent. was exported, leaving 1,431,551,150 cubic feet for the annual home
 consumption. This is equal to 296.2 cubic feet per head of the population. B. E.
 Fernow, chief of the forestry division of the United States department of
 agriculture, estimates that the per capita consumption in the United States is
 350 cubic feet annually.
 There was originally in Canada one unbroken forest from Nova Scotia to
 the Lake of the Woods, a distance of 2,000 miles, covering an area of
 315,000,000 acres. Through this great forest there ran the rivers Miramichi, St.
 John and the St. Lawrence, with its chain of Great Lakes, and its and their
 tributaries, the Saguenay, the St. Maurice, the Ottawa and others, and for 250
 years, or ever since the settlement of Montreal in 1642, the axe, torch, the
 accidental fire have been making havoc in this vast region. It is probable that
 50,000,000 acres have been in these several ways cleared of their timber, which
 has for the most part been wasted. And while the remainder is for the greater
 part under forest, it has been "deviled" by the lumbermen in search of
 merchantable timber; and besides this, there was at one time a great fire in the
 Miramichi valley, which swept with the fiercest energy over an area of more than
 3,000,000 acres, leaving behind it blackened giant pines as a reminder of its
 destructive power for more than half a century; so that throughout the
 260,000,000 acres not occupied by the settler, much has been thinned out. And
 after allowing for the areas occupied by the lakes and streams, there is
 probably 150,000,000 acres of timbered land, or about 45 per cent of the area of
 the Eastern Provinces still under forest.
 With reference to the amount of pine territory in Canada, the Hon.
 James Skead, of Ottawa, estimates the total area north of the St. Lawrence and
 east of the Nepigon river as 311,711 square miles, or thereabouts. He divides
 the entire area in square miles as follows: 1. The Saguenay district, 27,000; 2.
 The City of Quebec, 8,000; 3. The St. Maurice, 21,000; 4. The Bout de l'Isle,
 9,600; 5. The Valley of the Ottawa, 87,761; 6. The Rideau river, 2,350; 7. The
 Trent river, 6,200; 8. The Georgian Bay, 12,800; 9. The French and Pigeon river,
 48,000; 10. The Saguenay and Blanc Sablon, 65,000; 11. The Ontario peninsula,
 24,000.
 No. 1 is rich in white and red pine, spruce, birch and
 tamarack; No. 2 in white and red pine, birch, white cedar, spruce and tamarack;
 No. 3 contains large quantities of white, red and yellow pine, spruce, birch,
 maple, elm, ash and tamarack; No. 4 possesses a good deal of white, red and
 yellow pine, spruce, tamarack and some ash; No. 5 "is the principal seat of the
 lumber industry, and has been since 1806, when the first raft left the mouth of
 the Gatineau"; it possesses white and red pine, both of the largest and best on
 the continent, also tamarack, spruce, ash, white oak, elm, birch, and all
 varieties of maple; No. 6 furnishes white pine; No. 7 contains white and red
 pine, ash, oak, birch, and tamarack; No. 8 supplies a choice quality of white
 and red pine, some oak, elm, maple and birch; No. 9 furnishes white pine of
 small size but of good quality; No. 10 furnishes a large quantity of timber fit
 for shipbuilding, and a quantity of birch, maple, oak, ash and elm, and No. 11
 produces all the varieties of the hardwoods, such as oak, elm, black walnut, all
 the kinds of maple, chestnut, hickory, sycamore, basswood and ash.
 Following are values of the exports of forest products from the
 Province of Ontario and the Province of Quebec to the United States for 1867 and
 1868, and for the Province of Ontario alone since that date. It is assumed that
 most of the lumber exported from Ontario was exported by means of the Great
 Lakes, and the tables in the government reports, from which these statistics
 were compiled, show plainly that the great proportion of the forest products
 exported from Ontario was to the United States. Hence it is that the placing of
 a tariff (by the Dingley tariff bill) of $2 per thousand feet on lumber imported
 into the United States created a great sensation among Canadian lumberman: For
 1867, $13,948,048; 1868, $14,471,697; 1869, $4,484,679; 1870, $5,115,157; 1871,
 $6,107,733; 1872, $6,109,642; 1873, $8,889,468; 1874, $7,322,611; 1875,
 $4,472,720; 1876, $3,657,410; 1877, $3,439,143; 1878, $3,496,311; 1879,
 $3,253,734; 1880, $5,033.975; 1881, $6,572,315; 1882, $8,009,934; 1883,
 $7,821,885; 1884, $7, 595,049; 1885, $7,336,387; 1886, $6,481,298; 1887,
 $7,002,762; 1888, $7,560,814; 1889, $8,396,799; 1890, $7,821,387; 1891,
 $8,954,582; 1892, $8,254,857; 1893, $9,861,890; 1894, $9,312,702; 1895,
 $7,872,920.
 During the latter year the grand total of value of the exports of the
 products of the forests of Ontario to all countries was $7,927,235, as against
 $7,872,920 exported to the United States, and the same proportion or nearly that
 held good for the entire period covered by the above statistics. In 1870 there
 were exported in pine logs 18,034,000 feet, valued at $85,022.
 The following are the exports of the products of the forest from
 Ontario to the United States for 1895, showing the details of the traffic: Logs,
 oak, 199,000 feet, value, $3,737; pine, 211,745,000 feet, value, $1,859,369; all
 other logs, 3,683,000 feet, value, $24,044; laths, number, 76,272,000, value,
 $109,320; lumber palings, 29,000, value, $469; pickets, 3,848,000, value,
 $18,763; planks and boards, 331,977,000 feet, value, $4,154,032; scantling,
 148,000, value, $3,204; staves, 44,000, value, $370; other lumber, 621,675,000
 feet, value, $999,787; all other forms of lumber, value, $103,366; hop poles,
 value, $2,058; hoop poles, $140; telegraph poles, value, $6,798; other poles,
 value, $8; cedar and tamarack poles, value, $65,739; shingles, value, $152,062;
 sleepers and railroad ties, value, $27,340; stave bolts, value, $64,232; shooks,
 value, $3,190; square timber, value, $182; wood for pulp, value, $203,666; other
 articles, value, $71,044; total value, $7,872,920.
 The quantity of timber, in the shape of logs, exported to the United
 States from Canada, has been more or less affected by the export duty imposed by
 the Dominion Government from time to time, that export duty having been imposed
 for the two purposes of limiting the amount of timber cut in the forests and of
 affecting tariff legislation in the United States. The Trade and Navigation
 returns show that from 1884 to 1893, inclusive of both years, logs were exported
 from Canada to the following extent: During the fiscal year ending June 30,
 1884, 974,000 feet; 1885, 380,000 feet; 1886, 2,869,000 feet;
 1887, 6,350,000 feet; 1888, 468,000 feet; 1889, 10,839,000 feet; 1890,
 32,144,000 feet; 1891, 36,699,000 feet; 1892, 73,963,000 feet; 1893, 127,084,000
 feet.
 According to the Ontario Crown Lands reports for 1893 there were
 exported to the United States logs of all kinds to the amount of 210,682,802
 feet, of the cut of that year. Of the cut of the previous year there were
 exported 24,250,000 feet, and from Indian reserves about 10,000,000 feet, making
 a total for the calendar year, 1893, of 244,932,802 feet, exclusive of that cut
 on and exported from private property.
 On the eastern coast of the State of Michigan there are many important
 centers of the milling industry, many of them situated on Saginaw bay, just
 across Lake Huron from Georgian Bay, and thus within convenient distance of the
 forests of the Georgian Bay lumbering district, especially for rafting purposes.
 Those interested in
 the sawmill industry in the State of Michigan, at Saginaw City, Tawas
 City, and other places, purchase timber limits in the Georgian Bay region, and
 cut and raft the logs across Lake Huron to the Michigan side, and it is
 interesting to note the comparative dependence of the Michigan lumbermen upon
 the Georgian Bay region for their logs. According to the best statistics
 available Saginaw City and Tawas City in 1892 required a total of 793,184,159
 feet of such logs. They were obtained from Michigan and from Georgian Bay, as
 follows: From streams in Michigan, 234,114,329 feet; from upper lake points in
 Michigan, 63,500,000 feet; hauled in by railways, 311,069,830 feet, a total from
 the American side of 608,684,159 feet, leaving only 184,500,000 feet to come
 from the Georgian Bay region, about one-fourth of what was required. These logs
 are made up into rafts and towed across Lake Huron to the mills of Michigan.
 
 Grain Traffic
 
 
 Earliest Grain Traffic Westward -- Erie Canal Changes The Current -- First Shipments From Lake Michigan -- How Early Cargoes Were Handled -- First Grain Elevator At Chicago -- Growth Of The Trade -- Railway
 Competition -- Shipments From Chicago --
 Shipments From Milwaukee -- The Grain Belt -- Freight
 Rates -- Grain Commerce At Buffalo --
 A Canadian Grain Route -- Grain Elevators At Duluth, Etc. -- At
 Chicago -- At Buffalo -- At Erie And Elsewhere.
 
 
 IN point of tonnage the grain traffic on the Great Lakes for the year
 1897 exceeded all previous records. In round numbers, it may be stated that
 fully 20 per cent. of the entire lake trade is included in the cereals, which
 are transported from the fertile and almost boundless grain fields of the
 Northwest to the crowded marts of the Atlantic seacoast and of Europe.
 The earliest grain traffic on the Great Lakes was westward. In the
 early decades of the present century the west-bound emigration crowded so
 swiftly upon the heels of time that sustenance, save that afforded by the
 wilderness, was insufficient. It was not long after the completion of the Erie
 canal that an east-bound traffic in grain set in, which finally encompassed the
 entire lake region. The Erie canal grain trade, at first, originated on the
 banks of the canal. In 1835 all the grain arriving at Buffalo came from Ohio
 ports and amounted to 112,000 bushels. From that date, as shown by the
 statistics published on another page, the grain trade of Buffalo
 grew steadily.
 First Shipments from Lake Michigan. -- The first shipment
 of grain from Lake Michigan was made in 1836. In that year 3,000 bushels of
 wheat were shipped from Grand river, Michigan, on the brig John Kenzie, owned by
 Dorr & Jones, of Detroit, and commanded by Capt. R. C. Bristol. This
 cargo arrived at Buffalo.
 In 1838, the steamer Great Western carried from Chicago to Buffalo 39
 bags of wheat, which were consigned to parties in Otsego county, N. Y. This was
 the first grain shipped from Chicago. In October, 1839, the brig Osceola carried
 down from Chicago to Kingman & Durfee, of Black Rock, 1,678 bushels of
 wheat, this being the first shipment of grain in bulk from that port. In 1840 a
 small schooner named the General Harrison, of about 100 tons, was loaded at
 Chicago with 3,000 bushels of wheat for Buffalo. The same year the schooner
 Gazelle carried from Chicago to Buffalo 3,000 bushels of wheat; the brig Erie,
 2,000 bushels; and the schooners Major Oliver and Illinois, each a small cargo.
 From that time, down to the opening of the Illinois and Michigan canal in 1848,
 shipments of grain from Chicago advanced but slowly, though in 1844 Charles
 Walker, of Chicago, had at one time five vessels, all loaded with wheat, afloat
 at the same time between Chicago and Buffalo. This was considered business of
 great magnitude. In October and November, 1856, there were frequently reported
 to be as much as 650,000 bushels of wheat afloat at the same time from Chicago
 to Buffalo. In July of that year there were reported to be 650,000 bushels of
 corn afloat at one time, all from Lake Michigan ports. Most of the grain shipped
 from the upper lakes for Buffalo, up to 1848, was wheat, but in the latter year
 corn began to be carried down in large quantities.
 The Older Type of Schooners, Grain
 CarriersHow Early Cargoes Were Handled.
 -- In 1825, and for many subsequent years, all the grain cargoes were handled in
 buckets, and from three days to a week were consumed in discharging a single
 cargo, during which time the vessel would, on an average, lose one or two fair
 winds.
 The improvements in the way of handling grain up to this period, over
 the old way, by buckets, was an increase of elevators at all the principal ports
 of shipment. The first of these important inventions on the lakes was
 constructed at Buffalo by Joseph Dart during the winter of 1842-43. It was
 located on the north side of Buffalo creek, and was burned in 1862. The first
 vessel which unloaded there was the schooner Philadelphia, Capt. Charles Rogers,
 a vessel of about 123 tons burden, and having on board 4,515 bushels of wheat
 consigned to Kinney & Davis. The first cargo of corn was discharged
 there by the schooner South America, Capt. A. Bradley, which had on board a
 trifle over 3,145 bushels; the schooners H. M. Kinne, Capt. M. Capron, and Wm.
 Brewster, Captain Wood, arrived and discharged soon after. Beside these there
 were 70 others, consisting of barks, brigs and schooners, which discharged at
 the same elevator during the first season.
 The first grain elevator at Chicago was built by Newberry
 & Dole in 1839. It was located at the north end of Rush street bridge.
 The wheat was brought from farmers' wagons, and hoisted to an upper story by
 old-style pulley blocks and rope, by hand power. The problem of loading grain
 from this elevator to the big Osceola, in 1839, was solved by fixing a spout in
 one of the upper doors, and making it gradually narrower till it reached the
 deck, where the wheat was discharged into boxes holding four bushels, weighed
 and transferred to the hold of the vessel. From the bins holding the wheat in
 the upper story a row of men was formed to the spout and the wheat was passed in
 buckets. The same firm soon after built another elevator, and horse power
 succeeded man power, a bucket-belt being used to elevate the grain. Improvements
 rapidly followed, and in 1848 Capt. R. C. Bristol erected the first steam
 elevator. In 1857 there were twelve elevators in Chicago, with a combined
 storage capacity of 4,095,000 bushels, but in 1855 the whole storage capacity in
 the city, it was estimated, did not exceed 750,000 bushels. The
 storage capacity of the twenty-one Chicago elevators, in 1897, was 32,150,-ooo
 bushels.
 Chicago early acquired the ascendancy in the exportation of grain. A
 writer, in 1860, thus compares the trade of Chicago with that of the chief
 European grain-shipping ports: "When we say that Chicago exports thirty millions
 of bushels of grain, and is the largest market in the world, many persons
 doubtless believe that these are merely Western figures of speech, and not
 figures of arithmetic. Let us, then, compare the exports of those European
 cities, which have confessedly the largest grain trade, with those of Chicago: 
 1854Bushels
 of Grain.
 Odessa, on the Black Sea7,040,000
 Galatz and Brailow, on the Black Sea8,320,000
 Dantzic, on the Baltic4,408,000
 Riga, do.4,000,000
 St. Petersburg, Gulf of Finland7,200,000
 Archangel, on the White Sea9,528,000
 40,496,000 
 Chicago, 186030,000,000
 or three-quarters of the amount of grain shipped by the seven largest
 markets in Europe; and if we add to the shipments of those European cities by
 ten to twenty millions of bushels, will any one doubt that the granary of the
 world is in the Mississippi Valley."
 Railway Competition. -- The advent of the railroads made
 quite a difference in the transportation of the early grain crops of the West.
 In his recent report to the Treasury Department on Lake Commerce, Dr. George G.
 Tunnell says: "In the early sixties the railroads began to make serious inroads
 into the flour traffic from Chicago, and during the eighth decade secured the
 lion's share of this business. Flour was the first heavy commodity of
 comparatively low value that the railroad carried in competition with the water
 lines. The railroads gained this traffic partly because shipment by lake to
 points not accessible to lake craft involved a transshipment, and flour could
 not be transferred with the same ease and facility that grain could be
 transshipped; partly because expeditious delivery is frequently demanded, the
 element of time being of much greater importance in the movement of flour than
 that of grain, and, finally, because flour cannot be stored without considerable
 loss, so it would not be held during the winter for the opening of navigation to
 so large an extent as grain. To these causes may be added a fourth -- the cost
 of marine insurance. From the opening of the seventh decade the railroads
 rapidly monopolized the business, and continued to do so until the year 1886.
 Since 1885 the relative importance of the rail lines has diminished. In 1885
 they carried almost seven-eighths of the flour shipped eastward from Chicago,
 while in 1896 they carried but a little more than three-fifths.
 "In the spring of 1872 the railroads entered the field for a part of
 the grain traffic, and secured a liberal portion of it throughout the season of
 navigation. In the following year the struggle was continued, the railroads
 securing a large share of the business. Since 1873 the contest has been
 maintained. In some years the railroads have made great encroachments into the
 traffic, and in other years the lake carriers have almost monopolized the
 business. Shipments by rail exceeded those by lake in 1881, and again in 1885.
 Since the latter year the lakes have more than held their own, and in some years
 have captured nearly all the wheat.
 In the years previous to 1873, with some exceptions, most of the wheat
 taken from Chicago by the railroads was secured in the winter months, when lake
 navigation was closed. Since 1873 the largest rail shipments have often been
 made after the navigation season had fully opened.
 In a general way it may be said that the corn traffic has followed the
 same course as the wheat traffic. The railroads appear, however, to have secured
 a considerable share of this business at an even earlier time than they obtained
 a large part of the wheat traffic. During the years 1868, 1869 and 1870 the
 railroads carried considerable quantities of corn, and then for five years
 transported but little of this commodity. In the movement of this important crop
 the year 1876 was the decisive turning point. The crop of corn
 grown in 1875 was large and of good quality, and the export demand was steady
 and strong, so the grain was moved rapidly forward by rail. Throughout 1876 the
 rail routes competed vigorously with the lake lines and obtained a large share
 of the traffic. During the months of May and June 6,208,706 bushels of corn were
 shipped from Chicago by lake, and 5,588,830 bushels by rail. The amount of corn
 carried by rail during the year 1884 was almost equal to that transported by
 lake. During the following year the shipments by rail again almost equaled those
 by lake, the amounts being, respectively, 28,682,864 and 29,382,591 bushels.
 Since 1885 the lakes have regained much of the east-bound traffic lost in the
 earlier years. In 1896 they carried more than six times as much corn as the
 railroads.
 The statistics of the movement of oats show that the railroads carry a
 larger proportion of this than of other grains. This is surprising, for oats is
 a commodity of comparatively low value and large bulk, and it is generally held
 that this class of goods is best adapted to water transportation. The
 explanations of the larger rail movements of oats are not far to seek; one of
 them, however, runs counter to long-established opinion. Oats take up moisture
 more readily than other grains, and as a very small amount will cause oats to
 become musty and thus unfit for horse feed, it is sometimes found advantageous
 to ship this grain by rail. But there is another and far more potent cause for
 the surprisingly large rail movement of oats. It is the lake rates; these are
 fixed more upon the basis of bulk than of weight, and as oats is a bulky
 product, the freight per hundred pounds is considerably higher than on wheat and
 corn.
 Enough oats can not be stowed away in the hold of a ship to secure a
 cargo equal in weight to that of the same ship loaded with wheat, and therefore
 it is necessary to fix a higher rate per hundred pounds upon oats than upon
 wheat. The grain car, on the other hand, is so large that there is no difficulty
 in loading it to its full carrying capacity with the bulky product oats, and as
 a consequence the rail rates on oats are no more per hundred pounds than those
 on wheat and corn. The larger lake movement of oats in recent years is perhaps
 in part explained by the fact that since the agitation for deeper channels began
 vessels have been constructed to draw more water when fully loaded than the
 existing channels would permit. This being the situation, many vessels, so to
 speak, would have extra cargo room or unoccupied space when transporting heavy
 commodities. These vessels, to a certain extent, would suffer no loss in
 carrying the bulky product of oats, for if they carried wheat or corn a part of
 the hold would remain empty.
 Shipments from Chicago. -- The following table of
 east-bound shipments of flour and wheat from Chicago from 1860 to 1897, compiled
 from the Chicago Board of Trade reports, shows the relative lake and rail
 shipments: 
 FLOUR
 (BARRELS).WHEAT
 (BUSHELS)
 LAKERAILTOTALLAKERAILTOTAL
 Year ending December 31 --
 1860218,741408,082626,82311,817,476377,64712,195,123
 1861542,9271,001,6181,544,54515,005,735730,87315,736,608
 18621,057,803672,9611,730,76413,466,325175,32213,641,647
 1863
 Year ending March 31 --
 18641,207,343270,8551,478,19810,646,05239,76810,685,820
 18651,034,793208,7471,243,5409,983,567114,07510,097,642
 1866646,356721,0681,367,4246,502,5751,147,5107,650,085
 1867481,4911,585,7762,067,2675,827,8463,605,6189,433,464
 1868650,3671,187,5821,837,9498,492,1871,072,0789,564,265
 1869774,5561,749,9732,524,5298,896,6472,114,30011,010,947
 Year ending December 31
 --
 1870574,393989,1601,563,55313,429,0692,621,69916,050,768
 1871488,705694,2741,182,97912,120,923576,64812,697,571
 1872223,4571,022,9681,246,4258,831,8702,363,81011,195,680
 1873428,3211,773,4672,201,78815,528,9848,149,20923,678,193
 1874555,1521,672,0372,227,18916,974,1499,725,25126,699,400
 1875328,2831,872,9432,201,22616,061,0545,956,60922,017,663
 1876236,5912,309,5302,546.1117,396,3695,378,79212,775,161
 1877148,7792,229,7292.378,50810,345,9832,957,25013,303,233
 1878321,6482,371,6232,693,27112,903,48110,018,88022,922,361
 1879330,2572,675,4023,005,65917,622,79612,232,32329,855,119
 1880527,8732,264,8862,792,75916,685,0464,742,34321,427,389
 1881159,4154,235,5594,394,9747,688,0727,728,12415,416,196
 1882792,7642,887,6033,680,36714,944,2582,920,52617,864,784
 1883801,0993,067,2753,868,3747,067,6572,696,0719,763,728
 1884753,3573,930,5764,683,93311,518,8846,322,49317,841,377
 1885652,3734,450,0515,102,4245,436,4615,496,54410,933,005
 18861,391,2352,244,3763,635,61110,513,1262,462,91812,976,044
 18871,544,1964,682,5466,226,74217,313,3516,893,50424,206,855
 18881,711,3703,613,9225,325,2925,895,3793,998,9989,894,377
 18891,811,4671,951,2743,762,74110,330,6754,814,97815,145,653
 18901,757,7452,172,7613,930,5066,965,8342,953,8269,919,660
 18911,640,7382,244,2803,885,01831,102,8885,470,33336,573,221
 18922,455,0063,123,5535,578,55933,498,5476,792,28440,290,831
 18931,471,0602.493,2063,964,26619,720,7752,618,32722,339,102
 18941,630,3451,926,2853,556,63015,016,804940,20215,957,006
 1895791,6201,597,4952,389,11513,258,4405,666,99718,925,437
 18961,006,9511,666,7392,673,69013,232,8189,845,11723,077,935
 18971,060,7341,557,3422,618,07618,449,6285,511,77423,961,402
 
 
 A similar statement of corn and oats shipments from Chicago is as
 follows: 
 CORN
 (BUSHELS)OATS
 (BUSHELS)
 LAKERAILTOTALLAKERAILTOTAL
 Year ending December 31 --
 186013,063,043577,61113,640,654605,304242,580847,884
 186123,987,240352,04424,339,2841,422,77669,7311,492,507
 186229,248,677125,16229,373,8392,470,745357,4512,828,196
 Year ending March 31 --
 186424,749,400120,69424,870,0945,696,8002,213,0587,909,858
 186511,998,475616,07712,614,55212,098,0002,922,79215,020,792
 186624,421,600674,05325,095,6538,719,9001,538,38310,258,283
 186731,457,8551,452,16232,910,0177,395,1131,911,6649,306,777
 186819,940,1721,612,85121,553,0239,745,205388,11410,133,319
 186921,671,0713,367,71825,038,78912,755,9292,004,19114,760,120
 Year ending December 31 --
 187013,598.3874,018,47917.616,8666,339,2202,064,3338,403,553
 187134,200,8762,435,22036,636,0968,797,5993,312,42112,110,020
 187241,589,5085,388,40246,977,9106,370,7845,853,31912,224,103
 187334,487,2052,194,36136,681,5665,985,9549,559,63515,545,589
 187430,242,3112,364,83332,607,1444,741,0885,674,13710,415,225
 187521,850,6524,321,55926,172,2114,579,2485,512,81210,092,060
 187628,104,26517,299,23245,403,4972,997,3358,166,15511,163,490
 187738,607,6117,657,51146,265,1225,013,2787,424,78812,438,066
 187846,368,65313,504,45859,873,1116,255,00310,149.38616,404,389
 187941,561,33619,711,61561,272,9511,589,93911,880,71913,470,658
 188072,400,76921,100,84993,501,6182,139,47318,402,99620,542,469
 188144,164,57129,625,34873,789,9194,807,58117,844,01722,651,598
 188231,494,26116,965,70648,359,9673,633,63818,966,51322,600,151
 188347,738,11722,766,74570,504,8624,938,54626,372,64931,311,195
 188427,360,92424,526,51751,887,4415,444,88927,780,31733,225,206
 188529,382,59128,682,86458,065,4551,572,48129,925,78431,497,265
 188640,956,17713,903,05154,859,2283,219,83327,756,00530,975,838
 188738,710,85610,674,78149,385,63710,215,11224,612,44834,827,560
 188847,759,70820,520,59968,280,30713,764,33625,761,20439,525,540
 188963,200,75420,070,03283,279,78624,948,45924,814,10449,762,563
 189057,255,46631,834,55889,090,02418,522,88450,604,57569,127,459
 189140,069,78625,282,93865,352,72417,832,97548,518,06466,351,039
 189243,920,57019,900,59663,821,16619,127,51544,567,51063.695,025
 189362,967,95515,055,01578,022,97022,563,29441,425,30063,988,594
 189437,148,71916,171,14453,319,86313,913,76132,719,78846,633,549
 189547,857.55010,384,62358,242,17317,694,34546,472,68664,167,031
 189674,379,20612,063,39086,442,59623,798,40955,992,54979,790,958
 189785,250,76011,482,00496,732,76450,192,98253,340,236103,533,218
 
 
 Shipments from Milwaukee. -- From Milwaukee the
 percentage of lake shipments is larger, probably on account of the longer rail
 haul. From the reports of the Milwaukee Chamber of Commerce the following tables
 of east-bound shipments from that city have been compiled: 
 FLOUR
 (BARRELS)WHEAT
 (BUSHELS)
 RAILTRANSIT LINESLAKETOTALRAILTRANSIT LINESLAKETOTAL
 186011,454118,307327,782457,5438,29827,7567,532,5547,568,608
 186176,371224,632373,471674,47498,78013,201,71513,300,495
 186210,183260,947440,275711,4056,773.....14,908,90714,915,680
 18633,439127,468472,619603,5261,75612,835,86412,837,620
 18645,26552,251357,317414,8333,7128,1698,980,5988,992,479
 186569,66247,958449,961567,576310,4952,28910,166,99310,479,777
 1866242,68183,812393,872720,365695,18863,17010,876,39111,634,749
 1867324,048111,535486,080921,663322,46129,5439,246,4489,598,452
 1868359,721104,882552,9951,017,598455,81010,4019,411,8889,878,099
 1869340,493188,864690,7011,220,058312,51519,53613,940,74814,272,799
 1870233,540209,201783,2001,225,941282,06179,75215,766,02516,127,838
 1871127,722362,606719,9211,210,249302,39924,07813,082,99013,409,467
 1872306,076421,757507,1681,235,001785,557168,04310,616,97511,570,575
 1873757,805257,608789,7871,805,2001,702,326489,24722,802,69324,994,266
 1874854,584330,2711,032,7242,217,5793,172,1651,193,78617,889,42922,255,380
 1875990,038353,300819,0472,162,3852,820,257374,14019,474,27022,668,667
 18761,289,147719,268643,9772,652,3922,265,3741,751,21112,754,98716,771,572
 1877102,675555,700493,0261,151,401568,572930,68716,098,52517,597,784
 1878170.084533,439734,5431,438,0661,937,1102,330,79510,510,01714,777,922
 1879333,118821,728728,6391,883,4851,841,8881,205,2299,955,08513,002,202
 1880230,415859,666938,5752,028,6561,021,490286,4627,025,9598,333,911
 1881473,340668,825717,7071,859,872793,962403,0625,000,5896,197,613
 1882218,241971,3691,540,5492,730,159174,110189,548825,5761,189,234
 1883162,6781,236,9321,402,1812,801,791123,7008,7801,871,9952,004,475
 1884200,3981,272,8601,581,9973,055,2051,446,66366,2092,083,8173,296,689
 1885530,636883,4761,370,9222,785,0342,107,94041,7573,228,9345,378,631
 1886153,6091,495,5002,344,6733,993,782507,6954,1464,205,4704,717,311
 1887328,5381,306,7911,663,9143,299,243543,60098,4634,213,9064,855,969
 1888413,4181,167,6601,820,1233,401,201682,49035,1151,759,5082,477,113
 1889268,8191,114,4461,836,3083,219,573436,84591,382973:0351,501,262
 1890196,3891,379,3891,613,7283,189,504203,875122,3951,389,7141,715,984
 1891407,9121,543,1201,858,0273,809,0591,158,678165,9191,247,7242,572,321
 1892467,7281,525,0352,312,6734,305,4361,299,699454,1011,833,9943,587,794
 1893417,405962,6941,677,0333,057,1321,303,82047,5911,971,7763,823,187
 1894336,525928,0001,889,6863,154,211224,85013,565231,227469,642
 1895416,1721,149,7811,790,6533,356,6061,519,350262,305858,6002,640,255
 1896410,7102,164,0161,975,1654,549,8911,084,900370,350797,8732,253,123
 1897449,3301,395,3552,077,1453,921,830756,700166,5451,106,6042,028,849
 
 
 Shipments of corn and oats: 
 CORN
 (BUSHELS)OATS
 (BUSHELS)
 RAILTRANSIT LINESLAKETOTALRAILTRANSIT LINESLAKETOTAL
 18602,25734,94737,2044,59911,70448,37964,682
 18611,4851,4851,2001,200
 18629,4899,4893,17375,92179,094
 186388,98988,98814,089817,511831,600
 186431,846132,940164,78677,2524,058730,324811,634
 18651,19535,65734,35171,20322,406304,066326,472
 186629,661450,747480,4083,50616,7981,616,3911,636,695
 186763069,299196,320266,24913,72451,178557,567622,469
 186865056,707285,360342,7175,19544,533486,811536,539
 18692,10642,57949,12193,80610,49029,350311,928351,768
 187018,99036,90547,278103,1733,27084,458122,459210,187
 18711,26126,774391,128419,16310,52447,458714,947772,929
 18725,45830,2401,522,2551,557,953103,86069,8311,149,5931,323,284
 18732,508740194,672197,920144,7423,630842,153990,525
 18747,0513,280546,232556,563173,65115,513536,871726,035
 187532,4408,583185,872226,895450,1866,868703,3961,160,450
 187625,5097,67863,37196,558579,22130,909767,4301,377,560
 187721,03418,943246,830286,807291,22522,285464,666778,176
 18783,9702,744274,152280,866287,80869,942910,5341,268,284
 18795,8841,854805,998813,736232,7187,286806,6641,046,668
 188073,51459,8131,402,8481,536,175533,625148,229670,9781,352,832
 188128,81869,903255,613354,334390,977135,042373,870899,989
 188269,05528,481284,403381,939395,66043,656263,289702,605
 1883108,20018,2981,364,3751,490,873253,00018,5661,633,8491,905,415
 188461,9009,97033,806105,676149,15913,697109,634272,481
 188536,0003
 64,551100,551478,55087,554566,104
 188649,4401,89431,11582,449244,8003,400123,111371,311
 188773,8409,73526,687110,262258,2052,150154,011414,366
 188892,06080,84927,454200,363325,855100,652127,672354,179
 188943,68073,35051,231168,261344,000188,616212,020744,636
 18908,00051,249215,33584,5841,112,533112,325424,3451,649,103
 189159,640103,13264,253227,025948,000371,736632,5371,952,273
 1892296,22091,70728,933416,8601,042,000686,4552,579,9384,308,393
 1893172,29021,8607,200201,350562,0001,578,9133,520,8695,666,782
 1894105,9503,217109,167300,0001,133,0424,732,9636,166,005
 189526,6505403,30030,490270,0003,671,8544,042,8817,984,735
 189677,600299,278376,878618,0001,820,41610,470,81212,909,228
 1897139,30017,3001,719,9811,876,581926,0001,965,1685,993,1388,884,306
 
 
 The grain belt of North America, especially
 that of the wheat grower, has been gradually moving to the Northwest during the
 past thirty years. Lake Superior traffic, largely in consequence of this
 movement, has been steadily gaining upon the wheat and flour trade of Lake
 Michigan. The tremendous increase of the Lake Superior grain trade is shown
 accurately in the statistics of the commerce of the St. Mary's canal, published
 on another page of this volume.
 For much of the Western grain trade the ports of Lakes Michigan and
 Superior are active rivals. Both recognize as a common enemy the diversion of
 the currents in the recent years to gulf ports, and to meet this menace
 improvements have within the past two years been made in the elevator service of
 the Great Lakes. Large shippers have built independent elevators at Erie and at
 Buffalo with the view of reducing transfer charges at the lake terminals. The
 effect of this added capacity and cheapened cost must necessarily stimulate the
 lake carriage of cereals.
 Freight Rates. -- The average annual freight rates on
 wheat per bushel by lake from Chicago to Buffalo for forty-two years has been as
 follows: 
 CENTS
 18579.89
 18583.76
 18595.08
 18609.89
 186111 53
 186210.49
 18637.51
 18649.58
 18659.78
 186612.34
 18676.67
 18687.14
 18696.81
 18705.88
 18717.62
 187211.46
 18737.62
 18744.03
 18753.42
 18762.90
 18773.72
 18783.07
 18794.74
 18805 76
 18813.44
 18822.50
 18833.41
 18842.18
 18852.02
 18863.68
 18874.13
 18882.56
 18892.51
 18901.96
 18912.38
 18922.19
 18931.66
 18941.27
 18951.92
 18961.63
 18971.56
 18981.53
 
 
 Freight rates on wheat from Duluth to Buffalo since 1885 have been as
 follows: 
 CENTS
 18851 ½ to 5
 18863 ¼ to 8
 18872 to 8
 18882 to 5
 18899 to 5
 18902 to 5
 18911 ¾ to 9
 ½
 18922 ¼ to 4
 18931 ¼ to 3
 ½
 18941 ¼ to 3
 18953.50
 18962.12
 18971.75
 18981.80
 
 For the last four years the figures represent average of daily rates
 for the full season, as compiled by the Marine Review.
 The grain commerce of Buffalo has steadily grown ever
 since the city was finally established, or rather ever since the harbor was
 established at the mouth of Buffalo creek. From the table following it will be
 noticed that the year 1839 was the first during which the receipts of grain
 reached 1,000,000 bushels; that the year 1880 was the first in which those
 receipts reached 100,000,000 bushels, and that in 1897 reached 200,000,000
 bushels.
 The following is a statement showing in bushels the receipts of wheat,
 corn, oats, barley and rye for the years from 1836 to 1897, both years
 inclusive: 
 GRAIN TRADE OF BUFFALO FOR 61 YEARS.
 YEARSWHEATCORNOATSRYE
 1836304,990204,35528,6406,376
 1837450,35994,4902,5333,260
 1838933,11734,1486,577909
 18391,117,262
 18401 004 56171,337
 18411,635,000201,03114,1442,150
 18421,555,420453 5205,978
 18431,827,241223,9662,4891,332
 18442,174,500137,97818,0172,073
 18451,770,74054,20023,300
 18464,744,1841,455,258218,30075,780
 18476,489,1002,862,800446,00070,787
 18484,520,1172,298,000560,00017,789
 18494 943 9783,321,651362,384
 18503,681,3472,593,378357,5803,627
 18514,167,1215,988,7751,140,430153,725
 18525,549,7785,136,7462,596,231610,164
 18535,420,0438,065,7931,580,655508,250
 18545,510,78210,108,9834,401,739490,823
 18558,022,1269,711,4302,693,222361,895
 18568,465,6719,633,2771,733,382292,137
 18578,334,1795,713,6111,214,76086,880
 185820,671,5506,621,6882,275,231433,588
 18599,234,6523,113,653394,502486,243
 186018,502,61511,386,2171,209,594342,980
 186127,105,21921,024,6571,797,905651,479
 186230,435,83124,388,6272,624,9821,219,688
 186321,240,34820,086,9126,322,1871,063,749
 186417,677,51910,478,68111,682,6371,098,784
 186513,437,88819,840,9018,494,7991,698,239
 186610,479,69427,894,79810,227,4722,851,869
 186711,879,68517,873,63810,933,1662,813.291
 186812,555,21516,804,06711,492,4721,584,447
 186919,228,54611,549,4035,459,347877,432
 187020,556,72219,410,1286,846,9832,447,308
 187122,606,21726,110,7699,006,4093,037,967
 187214,304,94234,643,1806,050,6453,389,734
 187330,618,37228,550,8285,972,3462,148,484
 187429,778,57224,974,5485,396,7811,322,249
 187532,987,65622,593,8918,494,1241,139,015
 187619,324,61220,939,8532,397,2573,376,876
 187723,284,40533,362,8664,279,2292,707,571
 187835,419,13635,133,8535,122,9723,510,191
 187937,788,50132,990,9931,101,7942,485,542
 188040,510,22962,214,417649,3501,079,376
 188118,495,32034,434,8303,565,737304,720
 188226,050,03021,664,5301,620,1701,468,860
 188324,105,42034,975,0403,226,9003,414,630
 188432,469,71018,538,3403,174,7302,781,190
 188527,130,40021,028,230767,580886,600
 188641,430,44029,155,3701,014,670914,360
 188748,111,18030,199,4904,656,2801,763,960
 188827,548,11036,422.2707,897,3101,355,810
 188926,051,60047,127,15014,309,8003,381,330
 189024,868,63044,136,66013,860,7806,445,730
 189176,945,96029,616,39012,454,1509,976,520
 189278,243,56032,377,78016,500,2505,917,500
 189368,243,75040,539,97020,700,1506,436,050
 189450,194,13029,078,52015,560,2309,126,285
 189546,848,51038,244,96021,943,68011,037,780
 189654,411,20747,811,01040,107,49920,002,098
 189756,142,71857,941,74165,482,92522,283,896
 
 
 The receipts of flour at Buffalo did not reach 2,000,000 barrels until
 1883, when the aggregate was 2,071,000 barrels. In 1886 they were 4,582,000
 barrels; in 1890, 6,245,000 barrels; in 1893, 10,562,000 barrels; 1894,
 11,488,000; 1895, 8,971,740; 1896, 10,384,184; 1897, 12,638,725, the largest on
 record. Reducing the flour to bushels of grain, or 63,193,635 bushels, the
 receipts of grain and flour in bushels at Buffalo in 1897 reached the grand
 total of 264,844,905 bushels.
 A Canadian Grain Route. -- A new route for the grain
 trade of the Great Lakes extends from upper lakes ports to Midland, on
 Matchedash bay, a portion of Georgian Bay. Grain, in small quantities, has been
 shipped to Midland for many years. The receipts there for 1897 were 2,295,203
 bushels, exceeding any previous annual record. In 1898 the receipts of grain
 were about 6,000,000 bushels. A large elevator was completed at Midland in
 October, 1898, and greatly adds to its facilities for handling grain. The harbor
 at Midland is excellent, and some of the largest grain carriers on the lakes
 made that port during 1898, both from Lake Superior and Lake Michigan. There is
 also a large elevator at Goderich, on Lake Huron, built in 1898-99, which also
 greatly adds to the facility of handling grain en route through Canada.
 
 GRAIN ELEVATORS AT DULUTH, ETC.
 
 The following is a list of grain elevators at Duluth, Superior and
 West Superior, giving name of each elevator and capacity in bushels: 
 LOCATION OF PLANTNAME OF ELEVATORCAPACITY
 (BUSHELS)
 SuperiorBelt Line Elevator M
 750,000
 SuperiorBelt Line Elevator N1,750,000
 DuluthConsolidated Elevator
 E800,000
 DuluthConsolidated Elevator F
 1,500,000
 DuluthConsolidated Elevator
 H* 1,300,000
 DuluthConsolidated Warehouse No.
 3700,000
 DuluthConsolidated Elevator Co.
 B* 1,000,000
 DuluthConsolidated Elevator Co.
 C1,300,000
 DuluthConsolidated Elevator Co.
 D1,250,000
 DuluthConsolidated Elevator Co.
 G1,750,000
 DuluthConsolidated Elevator Co.
 I1,750,000
 W. SuperiorGlobe Elevator Co., Elevator
 No. 11,000,000
 W.SuperiorGlobe Elevator Co., Elevator
 No. 2 2,000,000
 W. SuperiorGlobe Elevator Co., Elevator
 No. 32,000,000
 W. SuperiorGreat Northern Elevator
 A1,800,000
 W. SuperiorGreat Northern Elevator
 X1,500,000
 SuperiorTerminal Elevator K750,000
 SuperiorTerminal Elevator L.1,750,000
 Total capacity24,650,000
 * Private Warehouses.
 
 ELEVATORS AT CHICAGO.
 
 Mouth of the Detroit River from Bois Blanc
 IslandIn 1871 the storage capacity of the 17 grain
 elevators then built at Chicago had reached 11,375,000 bushels. The great fire
 of that year destroyed six of these elevators, having a storage capacity of
 2,475,000 bushels, leaving 11 elevators, with a capacity of 8,900,000 bushels.
 Of the elevators burned, three -- the Galena, Hiram Wheeler's and Munger
 & Armour's -- were located on the Chicago & Northwestern road; Central elevator A was on the Illinois Central tracks; the
 National on the Chicago & Alton, and Lunt's stood near the canal. The
 storage capacity had increased from 4,095,000 bushels in 1857, or a gain of
 nearly 300 per cent.
 Since the fire of 1871 the increase has been uninterrupted, and in
 1898 the 22 elevators of the city had a capacity of 32,550,000 bushels. These
 elevators are as follows, as shown by the 1898 report of the Chicago Board of
 Trade: 
 NAMEOPERATORCAPACITY (BUSHELS)
 Santa Fe El ASanta Fe El. & Dock
 Co .1,500,000
 Chi. & St. L. El. and AnnexKeith
 & Co.2,000,000
 Alton ElGeo. A. Seaverns1,350,000
 Alton B ElGeo. A. Seaverns500,000
 St Paul ElChi. Ry. Terminal El.
 Co900,000
 City ElChi. Ry. Terminal El.
 Co1,000,000
 Iowa ElChi. Ry. Terminal El.
 Co1,500,000
 Union ElChi. Ry. Terminal El.
 Co2,000,000
 Fulton ElChi. Ry. Terminal El.
 Co400,000
 Rock Island El BC. Counselman &
 Co800,000
 Indiana ElChicago El. Co1,500,000
 Wabash ElChicago El. Co1 500 000
 South Chi. El. B and AnnexSouth Chi. El.
 Co.2,000,000
 Nebraska City Packing Co.'s ElNeb. City
 Packing Co2,500,000
 Armour El. AArmour El. Co1,250,000
 Armour El. BArmour El. Co1,250,000
 Armour El. B AnnexArmour El.
 Co3,000,000
 Armour El. D and AnnexArmour El.
 Co3,000,000
 Armour El. FArmour El. Co800,000
 Central ElCentral El. Co1 000 000
 Central El. B and AnnexCentral El.
 Co1,800,000
 National ElNat. El. & Dock
 Co1,000,000
 Total 22.32,550,000
 
 
 
 GRAIN ELEVATORS AT BUFFALO.
 
 Modern Steel Grain Elevator at
 BuffaloA sketch of the growth and present capacity of
 the grain elevators at Buffalo will in this connection be interesting. The first
 Buffalo elevator was erected in 1843 by Joseph Dart, the object of its erection
 being the storing and transferring of grain.
 This elevator was equipped with steam power, the first in the world to
 be so equipped, and of course had to overcome a great amount of prejudice, as is
 the case with most improvements. It had a capacity of 55,000 bushels, and a
 transfer capacity of 15,000 bushels per day. While both the storage and transfer
 capacities of this elevator were very small when compared with the capacities of
 elevators of the present day, yet the facilities it afforded were far in advance
 of those previously known to commerce.
 Oliver Evans, a noted genius of his day, invented in 1780 a grain
 elevator, which was used for many years in the handling of grain in flour mills.
 That he was far in advance of his age is amply proven by the fact that the
 application of this elevator to commerce was not discovered and made practical
 until 1843, and it was in Buffalo that it was first adapted to the transshipment
 of grain from lake vessels to warehouses and to canal boats. Previously to this
 adaptation the method in universal use was to raise the grain from the hold of
 the vessel in barrels by means of tackle and block, to weigh it with hopper and
 scales, swung over the hatchway of the small boat, and to carry it on the
 shoulders of men to the warehouse.
 So great were the advantages to commerce of this elevator that it was
 not long after its erection by Mr. Dart that Hon. David S. Bennett, one of the
 leading business men of Buffalo at that time, in company with George W. Tifft,
 built an elevator on Ohio street, and subsequently Mr. Bennett, in company with
 A. Sherwood & Co., erected still another on Coit slip, which was burned.
 In 1862 Mr. Bennett built an elevator on his own private account, which was
 completed in 1866, and since that time the growth of the elevator business in
 Buffalo has been rapid.
 Mr. Dart, in March, 1865, read a paper before the Buffalo Historical
 Society with reference to the facilities afforded by this great improvement, in
 which he said:
 "My experiment from the very first working was a decided and
 acknowledged success. Within a month after I started, a leading
 forwarder, who had confidently predicted that shippers could not afford to pay
 the charges of elevating by steam, came to me and offered double rates for
 accommodation, but my bins were full. The great saving of time by the use of the
 elevator was immediately seen. To give an instance that occurs to my mind, the
 schooner John B. Skinner came into port with four thousand bushels of wheat,
 early in the afternoon, and was discharged, received ballast of salt, and left
 the same evening; made her trip to Milan, Ohio, brought down a second cargo and
 discharged it, and on her return to Milan went out in company with the vessels
 that came in with her on her first trip down, and which had but just succeeded
 in getting rid of their freight in the old way."
 The growth of the elevator business, in Buffalo, was slow between 1848
 and 1857, the number of elevators increasing only from one to three. If the
 capacity of each of the three, which is a very low estimate, was only equal to
 the first one built, there could be stored in them 165,000 bushels, and their
 daily transfer capacity was 45,000 bushels. Since 1857 the increase in the
 number and size of the elevators in Buffalo has kept pace with the growth of the
 country's commerce. In 1897 there were 34 elevators in use and 7 not in use,
 making 41 in all, the aggregate capacity of the 34 being 20,920,000 bushels.
 Besides these there are 6 transfer towers, and also 8 floaters. The names of
 these elevators, together with their several capacities, are as follows:
 
 
 
 Evans
 400,000
 
 
 Exchange
 500,000
 
 
 Export
 1,000,000
 
 
 Frontier
 650,000
 
 
 Great Northern
 2,500,000
 
 
 Husted
 75,000
 
 
 International
 650,000
 
 
 Kellogg
 600,000
 
 
 Lyon (unused)
 
 
 
 Marine
 650,000
 
 
 National
 65,000
 
 
 National & Globe Mills
 100,000
 
 
 N. Y. L. E. & Western
 720,000
 
 
 Niagara A
 800,000
 
 
 Niagara B
 1,200,000
 
 
 Niagara C
 200,000
 
 
 Ontario
 450,000
 
 
 Queen City, A. B. & C
 450,000
 
 
 Richmond
 250,000
 
 
 Schreck (unused)
 
 
 
 Sternberg (unused)
 
 
 
 Sturges (burned)
 
 
 
 Swiftsure (unused)
 
 
 
 Union
 130,000
 
 
 Watson
 600,000
 
 
 Wheeler
 350,000
 
 
 Wilkeson
 400,000
 
 
 William Wells (unused)
 
 
 
 Total, 41 elevators
 20,920,000
 
 
 
 The following is a brief sketch of some of the principal elevators in
 Buffalo:
 The Swiftsure Elevator was built in 1844 as the Sterling
 Elevator, by Captain Kingman, of Buffalo. For a year or two the grain in this
 elevator was hoisted by horse power, and then steam engines were put in by David
 Bell. In 1862 it was burned down, the same fire destroying the Evans elevator
 and David Bell's machine shops. It was rebuilt in 1863. This elevator stands on
 the Evans Ship canal. Its transfer capacity is about 85,000 bushels per day of
 twelve hours. The last time it was in use was in 1889.
 The Marine Elevator is located on Buffalo creek and
 Hatch's slip. The original Marine elevator was built by Hon. Israel T. Hatch, in
 1853, and was burned in 1879. It was rebuilt, in part as it now stands, by C.
 Lee Abell, who, in 1894, added another portion. This elevator has a receiving
 capacity of 22,000 bushels per hour. It has two legs, a portable tower, a
 vertical engine, thoroughly modern cleaning machinery usually not
 found in transfer elevators, and in short all the necessary modern improvements.
 It is owned at present by the Marine Elevator Company.
 The Wheeler Elevator was built originally in 1860 by C.
 J. Wells, but was purchased afterward by Joel Wheeler, his son A. J. Wheeler and
 the Scroggs estate. It was burned in the fall of 1887, and rebuilt in the winter
 of 1888-89. It has one leg, and is capable of transferring 100,000 bushels in a
 day of twelve hours. A. J. Wheeler is manager of this elevator and Albert Hall
 is superintendent.
 The Exchange Elevator was built in 1862 by William
 Rankin, Alfred Ely and Ashley H. Ball. In December, 1889, this elevator burned,
 and in 1890 was rebuilt. A stock company, with a capital of $150,000, under the
 name of the Exchange Elevator Company, limited, is the present owner. The
 transfer capacity of this elevator is about 10,000 bushels per hour.
 The Bennett Elevator was erected in 1862-63 at the
 intersection of Water street and Buffalo river and the City Ship canal. It has a
 frontage of 150 feet on the river, and a depth of 98 feet. The bins are 52 feet
 deep, but vary in capacity from 3,000 to 7,000 bushels.
 The Wells Elevator, which stands on Ohio street, between
 Indiana and Illinois street, was erected by C. J. Wells. As first built this
 elevator had a capacity of 350,000 bushels, but it was burned November 6, 1890,
 and rebuilt in 1891, the new elevator having a capacity of 500,000 bushels.
 The Richmond Elevator was built in 1864. It occupies
 premises about 410 feet fronting on the Buffalo river through to the City ship
 canal. The elevator itself is 125 feet square and 125 feet high, the transfer
 capacity being about 300,000 bushels per day.
 City Elevators A and B. -- City Elevator A was built in
 1866, on the ruins of the City elevator which had been built about 1860, and
 which burned six years later. City Elevator A, from the time of its erection to
 1890, handled in the neighborhood of 225,000,000 bushels of grain. In 1890 City
 Elevator B was built, and from that time to the close of the season of 1896 the
 two elevators handled 186,000,000 bushels of grain. The transfer capacity of
 both elevators working together in the same vessel is 340,000 bushels in
 twenty-four hours, and they have taken in 6,600,000 bushels in a month. The two
 can load 320 cars of 1,000 bushels each in a day. In the spring of 1897 an
 additional tower was erected to Elevator A, for the purpose of enabling it to
 handle the extremely long boats that have recently been and which are still
 being built.
 The Union Elevator was built in 1867. It is 40 x 45 feet
 in size, and the bins are 52 feet deep. This elevator, together with the
 Bennett, was managed for many years by David S. Bennett.
 The Niagara Elevator was built in 1868 by the Niagara
 Elevating Company, at the corner of Ohio and Chicago streets. In 1871 this plant
 was purchased by Thomas Clark, who in 1881-82 built the Niagara elevator B. In
 1887 the Niagara malt house was changed over into Niagara elevator C, with a
 capacity of 200,000 bushels, and the transfer capacity of the three elevators is
 100,000 bushels per day.
 The Evans Elevator was built by Charles W. Evans and
 George W. Tifft. This elevator was built of wood and had a dry kiln connected
 with it, which took fire in 1862, resulting in the destruction of the elevator.
 In 1863 it was re-built of brick and slate. It stands on the Evans Ship canal,
 has two elevator legs and is capable of transferring 150,000 bushels in 12
 hours.
 The Connecting Terminal Elevator was built in 1882 by a
 stock company. It is located on Blackwell island, has a storage capacity of
 about 1,000,000 bushels, and a transfer capacity of about 250,000 bushels in 24
 hours, when operating with both its legs. During the season of 1896 this
 elevator received 17,500,000 bushels of grain. This elevator is distinguished by
 having been the first in Buffalo, if not in the country, to have connected with
 it a portable tower, which is moved along the dock to a distance of about 30
 feet, for the purpose of adapting the elevator to different
 lengths of vessels.
 The International, Lake Shore and Dakota Elevators were
 all erected about the same time, and with special reference to the receipt of
 grain by rail. Previously to that time all of the elevators in Buffalo had been
 erected with reference to the receipt of grain by water. Previously cars loaded
 with grain had been kept standing on side tracks scattered along the lines of
 the various railroads entering the city for distances of from ten to
 seventy-five miles. The International elevator stands on two blocks of ground
 bounded by Niagara, Wayne and Dearborn streets, the New York Central &
 Hudson River railroad and Scajaquada creek, and the Lake Shore upon land
 fronting on the Hamburg canal and Alabama and Scott streets, occupying 97,000
 square feet of ground. These two elevators were built in 1886-87. The combined
 storage capacity is 1,000,000 bushels, the International receiving from the
 Canadian roads, and the Lake Shore from the Lake Shore, Nickel Plate, "Nypano,"
 and the B. N. Y. & P. railroads.
 The Dakota Elevator was begun March 16, 1887. It is
 located on the Buffalo Ship canal and Hatch's slip, and has a frontage on the
 former of 162 feet and on the latter of 335 feet. It connects with the Buffalo
 Creek railroad, and so through that with all the railroads entering the city of
 Buffalo. It has six canal deliveries, and a transfer capacity of about 175,000
 bushels per day.
 The Frontier Elevator was erected in 1886. It is located
 at the intersection of Hatch's slip and the City Ship canal. The plan upon which
 it was built was then a novel one, comprising great capacity with economy in
 space and power. The building is 72 x 267 feet; the height of the transfer
 department is 111 feet; height of marine tower, 127 feet; height of elevator
 above storage warehouse, 77 feet; number of bins, 126, each bin being 8 x 18 x
 52 feet. The Chase system of low bins is in use, elevators of this kind being
 considered much safer than the old style, and the insurance is considerably
 lower. The location of this elevator is convenient for the unloading of lake
 vessels and for the loading of cars, and its transfer capacity is 15,000 bushels
 per hour.
 The Coatesworth Elevator, located on South Michigan and
 Ganson streets, and on Buffalo creek and Hatch's slip, was originally built in
 1886 by Thomas Coatesworth. It was burned in 1893, and rebuilt in the winter of
 1893-94. It can take in 22,000 bushels per hour. It can load onto canal boats
 about the same quantity and onto cars about 10,000 bushels per hour.
 The Ontario Elevator stands on Erie street and the Evans
 Ship canal. It was built in the winter of 1889 -- 90. This elevator has two legs
 and is capable of transferring 200,000 bushels per day.
 The Kellogg Elevator stands on the south side of Buffalo
 creek, and is on the Pratt & Wadham slip. It was built in 1892 by the
 Spencer Kellogg Elevator company. It has a transfer capacity of about 10,000
 bushels per hour.
 The Raymond Elevator was started in 1893 as a floating
 elevator built on a canal boat by A. M. Kalbfleisch, of Brooklyn, and G. H.
 Raymond. To build such an elevator had not before been thought possible, but it
 was a success from the first. Later it was merged into a transfer tower which
 has since been operated. These gentlemen, Mr. Raymond and Mr. Kalbfleisch, built
 in the spring and summer of 1897 a grain elevator which has a storage capacity
 of 600,000 bushels. It stands at the foot of West Genesee street, Buffalo, N.
 Y., and between West Genesee and the Erie Canal slip, No. 2.
 The use of iron and steel in the construction of grain elevators, was
 first suggested by George H. Raymond, of Buffalo, one of the owners of the
 Raymond elevator. Mr. Raymond arranged with Robert J. Reidpath, the well-known
 structural engineer, to inquire into their possibilities, and after several
 months of study and investigation Mr. Reidpath designed a system of construction
 which has been acknowledged by the most practical and eminent engineers in the
 country to be the most economical and practical adaptation of these materials
 for that purpose, bringing the cost of the bin construction down
 to about that of wood, and at the same time making it absolutely fire proof.
 The outer walls and partitions are only six inches thick, and they are
 composed of a net work of light steel channels and bar iron, no single piece
 above the bottom of the bins weighing more than seventy-five pounds. This net
 work is covered with expanded metal lath on both sides, and the space between is
 filled in solid with concrete and the laths are protected on the outside of the
 partition with cement plaster. The exterior walls have an open air space the
 full height of the sides, giving a free passage for the air between the outer
 wall and the sides of the bins, keeping the bins free from severe atmospheric
 changes and the penetration of moisture.
 With this system of construction the entire building can be erected
 without the use of staging, and owing to the lightness of the various parts, it
 can all be set without the use of a derrick.
 The first of the series of elevators erected of this material was the
 Raymond elevator in Buffalo. It is 50 x 200 feet in plan, divided into 32 bins,
 each about 12 x 24 feet in size, with an average height of 73 feet. The grain is
 moved by the belt-conveyor system.
 The Eastern Elevator was built in 1893 by the Eastern
 Elevating Company, with a paid-up capital stock of $1,000,000. The elevator is
 situated between the Sturges elevator on the west and the Kellogg Linseed Oil
 Works on the east. It has a wharf front of 303 feet, a depth of 180 feet and is
 150 feet high. The crib is divided into 211 bins, and above it are four stories,
 in which all the machinery for elevating, weighing, etc., is placed. It has
 three marine towers and a transfer capacity of 45,000 bushels per hour.
 The Buffalo Transfer Elevator is located on the Abbot
 road at the crossing of the Lake Shore road. It was built, in 1895, by the
 Buffalo Transfer Elevator Company. The storage capacity of this elevator is
 90,000 bushels. It was built, in part, for cleaning grain, and has a transfer
 capacity of from 25,000 to 30,000 bushels in ten hours.
 The Electric Grain Elevator Company, in the spring of
 1897, began the erection of an elevator on Buffalo creek, 500 feet east of the
 Ohio street swing bridge. This elevator is a unique structure, and is all of
 steel above the foundation. It is considered so thoroughly fire-proof that no
 insurance is carried upon it. Not only the frame, but also the beams, floors and
 stair-plates are all of steel, and it has a pneumatic elevating process, which
 was used in this elevator for the first time in Buffalo. The capacity of the
 elevator is 1,000,000 bushels, but the company owns lands adjoining so that if
 it should ever be necessary to increase the capacity even to 4,000,000 they can
 do so. It is supplied with nineteen hermetically sealed, air-tight and fireproof
 tanks, seven of which have a capacity of 100,000 bushels each, while the other
 twelve have a capacity of 25,000 bushels each. Each of the several tanks is so
 divided into compartments that shipments can be kept separate, and all of the
 compartments have hopper-bottoms, so that they are self-cleaning. The main
 building is 130 feet by 40 feet on the ground, and is 146 feet high. The
 building and its tanks are built on solid rock, which is here only seven feet
 below water level.
 The Erie Canal Elevator was originally the Clinton Mill,
 and was converted into an elevator in 1890. In 1894 Thomas M. Ryan, then part
 owner, bought the Floating elevator, since known as the Ryan Floating elevator,
 and in the ownership of this Stephen C. Clark became a partner. These two
 elevators were destroyed by fire in 1897, and immediately afterward Ryan
 & Clark began the erection of two new elevators on the same site, near
 the foot of Ferry street, on the Erie canal and Niagara river. The new Erie
 Canal elevator has a capacity of 150,000 bushels, and the Floating elevator has
 a transfer capacity of transferring 10,000 bushels per hour.
 The Northern Elevator, which stands on Ganson street and
 the City Ship canal, was erected during the spring and summer of 
 1897. It is opposite the docks of the Union Dry Dock Company, and is undoubtedly
 the greatest structure of its kind in the world. It is a part of the Great
 Northern railway system, on the railroad lines of which one-sixth of the wheat
 crop of the United States is said to be raised, and which includes four
 elevators at Minneapolis, St. Paul and Superior of about 6,500,000 bushels
 aggregate capacity. This elevator has a frontage on the Blackwell canal of 296
 feet, a depth of 120 feet, and a height of 167 feet from the level of the dock.
 The entire building is composed of steel and brick. In all the frame rafters,
 roof, floors, bins and machinery, there is nothing whatever that will burn. The
 circular steel tanks, which are the greatest feature of the structure, are
 placed in three ranks of ten each, with two inner rows of smaller tanks to
 utilize the spaces between the large ones. The capacity of the thirty large
 tanks is 85,000 bushels each, a total of 2,555,000 bushels; and of the eighteen
 smaller tanks, 18,000 bushels each, a total of 324,000 bushels, making a grand
 total of 2,874,000 bushels. There are also smaller shipping, storage and other
 bins, in the elevator, sufficient to bring the entire capacity to something more
 than 3,000,000 bushels. These forty-eight bins, as well as the smaller ones, are
 of steel, from one-fourth to a half inch in thickness, the material weighing
 6,000 tons.
 The equipment includes two conveyor belts 60 inches wide and 740 feet
 long; ten legs inside the elevator, and one in each of the three movable towers
 on the water side; twenty-seven garners and ten scales with a capacity of 1,400
 bushels each, and twenty-two shipping bins of 1,400 bushels each. The three legs
 on the river side of the elevator can each be moved so as to be suited to
 different vessels unloading at the elevator. Each leg is provided with its own
 motor. The motors are stationary in the marine towers and are connected with the
 marine legs by rope drive wheels, the electric current reaching the motor by a
 system of trolley wheels that take up the current after the fashion of electric
 cars. These legs are each capable of elevating 20,000 bushels of grain an hour
 from a vessel, or 600,000 bushels in ten hours, altogether.
 The discharging capacity of the elevator, is 300 cars a day, of ten
 hours, and 50,000 bushels an hour to canal boats. The entire floor of the
 structure that has been built on the top of the upright system of circular steel
 bins, is filled with garners, scale bins and machinery for handling the grain,
 prominent among the many others being the motors for transforming the electric
 current into power. There are in all four 100 horsepower motors, eleven 50
 horse-power, and two 20 horse-power, making a total of seventeen motors,
 exerting 940 horse-power. Steel bulkheads divide each of the large circular bins
 into three compartments, making it possible to store three sorts of grain in
 each bin at a time. The cost of construction was $4,000,000.
 The Western Elevating Association, which has its offices
 at the southwest corner of West Seneca and Pearl streets, and which for
 thirty-seven years of its existence was known as the Western Elevating Company,
 was organized in 1857. The name was changed, in 1894, to the Western Elevating
 Association.
 At the time of the establishment of this association there were but
 three elevators in Buffalo. There are now forty-one.
 The association was organized to secure co-operation among the
 elevator owners. Its active operation was suspended in 1897, the Great Northern
 elevator declining to cooperate with the other elevators. It is stated that the
 association may be revived at any time. In 1887 the officers of this association
 were as follows: C. A. Bloomer; president; R. R. Buck, vice-president; P. G.
 Cook, secretary and treasurer. In 1896 and 1897 they were as follows: George F.
 Sowerby, president; William Meadows, vice-president; P. G. Cook, secretary and
 treasurer.
 At Erie and Elsewhere. -- One of the largest and finest
 elevators on the Great Lakes was recently constructed at Erie by Counselman
 & Co., of Chicago, and at this and at other Lake Erie ports there are
 grain elevators of varying capacities.
 
 Coal Traffic
 
 
 Beginnings Of Coal Traffic On The Great Lakes --
 Extent Of The Coal Traffic A Half Century Ago
 -- Erie And Cleveland The Chief Shipping Ports --
 Competition Between Lakes And Railroads --
 Facilities For Loading Coal -- Improvements In Coal Docks -- Modern Car Unloaders -- Improvements At
 Receiving Docks -- Receipts At Lake Michigan
 And Lake Superior Ports -- Shipments From Lake
 Erie Ports -- Freight Rates -- Future Of The Coal Trade.
 
 
 THE beginning of the coal traffic on the Great Lakes dates from the
 completion of canals and railroads from mines to shipping ports on Lakes Ontario
 and Erie, prior to 1850. Occasional cargoes, or partial cargoes, were freighted
 from port to port as trade might demand, but growth was not rapid. The early
 steamers on the lakes burned wood as fuel, and at harbors that fuel also was
 universally used when navigation began. The substitution of coal was a slow
 process.
 Statistics of the early coal traffic are meager and unsatisfactory.
 Shipments to Lake Superior, however, have been recorded in the St. Mary's canal
 passages, and the traffic, as shown thereby, was for many years quite
 unimportant. The movement of coal through the canal in 1855 was 1,414 tons. In
 1861, for the first time, it reached 10,000 tons; in 1875, 100,000 tons; in
 1883, 500,000 tons, and in 1886, 1,000,000 tons. The total lake traffic is now
 about 10,000,000 tons annually.
 Extent of the Coal Traffic a Half Century Ago. --
 Glimpses of the coal traffic of the Great Lakes a half century ago are afforded
 in the report of J. D. Andrews on lake commerce, to Congress, in 1852.
 The imports of coal at Ogdensburg in 1847 were 3,000 tons; 1848, 3,054
 tons; 1849, 2,500 tons; 1850, 490 tons; 1851, 371 tons. The decrease was due to
 the construction of the Ogdensburg railroad.
 From the district of Oswego 3,213 tons of coal were exported in 1851
 and 799 tons imported. The exports were anthracite; the imports bituminous.
 Coming to Lake Erie the tonnage is somewhat more imposing in volume.
 Thus Buffalo, in 1848, imported 12,950 tons of coal; in 1849, 9,570 tons; 1850,
 10,461 tons; 1851, 17,017 tons. Of the coal received in 1851, 16,229 tons
 arrived from Erie and 788 tons from Cleveland. Dunkirk, in 1851, received by
 lake 766 tons of coal.
 Erie became an early exporter of coal. Mr. Andrews, writing in 1852,
 said, "A canal from Erie to Beaver connects it with one of the finest coal
 regions of Pennsylvania, and this coal being bituminous and of fine quality, is
 used by nearly all the lake steamers. This causes many of them to put in here,
 when they would otherwise continue on the direct route, for Erie is from 15 to
 20 miles off the direct course from Buffalo to Cleveland. The exports of coal
 from Erie, in 1845, were 8,507 tons; 1846, 21,534 tons; 1851, 86,000 tons."
 Cleveland was slightly behind Erie in the early shipment of coal. A
 little coal arrived at that port via the Ohio canal, and the construction of a
 railroad making rail connection with Pittsburg added to its coal resources. In
 1847, 8,242 tons of coal were exported from Cleveland; in 1848, 11,461 tons;
 1851, 81, 500 tons.
 The total shipments of coal from Lake Erie in 1851 were 86,000 tons
 from Erie and 81,500 tons from Cleveland, or 167,500 tons. This was distributed
 generally throughout the lake region. The receipts at Buffalo and
 Dunkirk were noted above. Sandusky received by lake in 1851, 2,745 tons of coal;
 Toledo, 1,829 tons of bituminus coal and 770 tons of Lehigh (from Oswego) ;
 Detroit, 30,106 tons; Milwaukee, 2,177 tons; Chicago, 30,000 tons.
 Coal Unloader at Ashtabula
 Competition Between Lakes and Railroads. -- Between the railroads
 and the lake carriers there is now active competition for the coal traffic, to
 supply the great northwestern country with fuel. The border land between the two
 is shifting from year to year. The low lake freights and the vastly improved
 facilities for loading and unloading vessels are throwing a heavy tonnage to the
 lakes. Chicago receives, practically, all its bituminous coal by rail, the
 supply coming mainly from Indiana and Illinois mines, with a smaller tonnage
 from West Virginia, Ohio, Pennsylvania and Kentucky. For vessel fueling purposes
 a few cargoes of bituminous arrive by boat from Lake Erie ports. Most of the
 anthracite handled at Chicago arrives by boat. At Milwaukee and other Lake
 Michigan ports northward and on Lake Superior the coal traffic is almost wholly
 monopolized by the lakes. But the territory supplied by those ports is
 contingent upon rail conditions. The railroads are pushing their trade, and
 during the past year West Virginia coal has been hauled in considerable quantity
 by rail from mines to St. Paul, Minn., for the marvelously low freight of $2 per
 ton.
 Facilities for loading coal on vessels have undergone a
 wonderful revolution in the past three or four years. The wheelbarrow gang of
 the old times has passed away. The improved bucket system which succeeded the
 primitive method has also gone into oblivion. All Lake Erie shipping ports are
 now provided with from one to four rapid-car unloaders. There are several types
 of these machines, and all perform a service more or less satisfactory. Their
 efficiency was amply demonstrated in 1897. During that season perhaps 80 per
 cent, of the lake coal was loaded on vessels after October 1, on account of the
 prolonged coal miners' strike during the summer months of that year. By these
 car dumping machines a speed has been obtained which approximates the loading of
 iron ore.
 It is claimed that the cost of operating a complete car-dumping plant
 of a kind that is now in use, including the wages of the men, the necessary
 fuel, oil waste, etc., and allowing for depreciation, does not exceed $40 a day.
 The plant is guaranteed to load from cars, holding not less than 24 tons each,
 3,000 tons in ten hours, and it is claimed that with the ordinary run of
 gondolas and hopper-bottom cars, the capacity will easily reach 4,000 tons, or
 in other words the cost is reduced to one cent per ton. A record of 4,700 tons
 in 12 hours was made at Toledo in 1897.
 Improvements in coal docks at upper lake ports can
 scarcely be said to have kept pace with the car-dumping machines at shipping
 ports, but work in that direction is steadily in progress. The dock of the Ohio
 Coal Company at Duluth, was improved in 1897, and is a good illustration of
 recent progress. It is a sand-filled structure, 1,560 feet in length by 300 feet
 in width on which both hard and soft coal are handled. Two water fronts, one on
 each side, are available for docks. Double railroad tracks run through the
 center. These tracks are straddled by a high trestle. On top of this rest two
 single-rail tracks, on which are run the large conveyor trusses.
 Most of the coal receiving docks on Lakes Michigan and Superior may be
 described as having a hoisting arrangement, to lift the loaded buckets from the
 vessel's hold sufficiently high to drop their contents into cars, which run back
 on trestles and dump automatically, although in some cases the packets are
 carried over the stock pile. One impressive plant has immense dome-shaped
 storage sheds, into which the ore is delivered and from which it is discharged
 by mechanical conveyors. Another interesting feature is a battery of coke ovens
 at West Superior, in which coal brought from the lower lakes is coked.
 Lake Coal Shipments in 1897. -- In his annual report for
 the calendar year 1897, R. M. Haseltine, chief mine inspector of Ohio, presents
 a table showing the amount of coal, anthracite and bituminous, delivered at all Lake Erie ports for shipment to upper lake points. Mr.
 Haseltine figures out a total of 7,997,248 tons (2,000 pounds) of anthracite and
 bituminous shipped from all Lake Erie ports in 1897. Anthracite shipments
 aggregate 2,745,130 tons and bituminous 5,252,118 tons, or a decrease as
 compared with 1896 of 430,592 tons in the former and 513,487 tons in the
 latter.
 Of the bituminous coal forwarded from mines to the lake ports,
 3,326,814 tons were from the mines of Pennsylvania, as against 4,337,815 tons
 during 1896. From the Ohio fields there was forwarded to lake ports 1,355,138
 tons, or an increase of 88,103 tons as compared with the preceding year. The
 Ohio figures represent 25 8-10 per cent. of all bituminous coal forwarded to
 lake ports, as compared with 21 9-10 per cent. during 1896, 32 2-10 per cent, in
 1895, 28 8-10 per cent. in 1894, 46 per cent. in 1893 and 45 per cent. in 1892.
 From the State of West Virginia there was received at Lake Erie ports 565,166
 tons, a gain of 406,449 tons over 1896. This represents 10 ¾ per cent.
 of the year's lake coal, as compared with 3 6-10 per cent. in 1896, 6 ½
 per cent. in 1895 and 5 3-10 in 1894.
 Coal Trade in 1898. -- The feature of the coal trade in
 1898 was the additional heavy gains made in the lake shipments of West Virginia
 coal at the expense of Ohio and Pennsylvania fields. The shipments were made via
 ports in Ohio. West Virginia had the advantage of a much lower mining rate than
 the union scale paid in Ohio and Pennsylvania. Large contracts for West Virginia
 coal for 1899 delivery by lake have been made. During the season of 1898 lake
 coal crowded back traffic from western mines by rail in Wisconsin and Minnesota.
 making substantial gains for the season.
 Regarding this present coal traffic Dr. George G. Tunell in his
 "Statistics of Lake Commerce" says:
 "Most of the anthracite coal consigned by lake is shipped from
 Buffalo. Erie, Charlotte, Oswego and Ogdensburg are the other ports shipping
 large quantities of this coal. But very little bituminous coal is shipped from
 Buffalo; in 1896 shipments amounted to but 21,000 tons. Bituminous coal is
 shipped from the Lake Erie ports west of Buffalo -- Erie, Conneaut, Ashtabula,
 Fairport, Cleveland, Lorain, Huron, Sandusky and Toledo. Cleveland has been the
 chief shipping port of this form of coal. "In the coal business the ports of
 destination are much more numerous than the ports of origin. The small ports
 about the lakes receive not only their own supplies of coal, but to some extent
 those of the surrounding country as well. The aggregate receipts of the small
 ports are not very large, however, and so the growth of the receipts of the
 large ports shows pretty accurately the increase of the business and the
 shifting of the great distributing centers. Fortunately we have statistics of
 the receipts at the great distributing ports for a long period of years. Chicago
 and Milwaukee, at the head of Lake Michigan, and Duluth and Superior, at the
 head of Lake Superior, are the centers from which the West and Northwest receive
 their coal."
 Receipts of coal at Chicago by lake and rail since 1871
 have been as follows: 
 ANTHRACITEEASTERN BITUMINOUS
 LAKERAILLAKERAIL
 TonsTonsTonsTons
 1872495,76590,820
 1873538,837199,107
 1874404,383257,200
 1875474,812273,894
 1876373,146338,426
 1877446,046358,713
 1878325,553404,447
 1879464,360282,469
 1880457,317288,987
 1881545,312288,161
 1882663,785447,636287,794390,212
 1883738,723506,688214,488630,914
 1884820,002627,806243,188612,462
 1885741,866613,054206,817790,169
 1886768,164616,997166,762888,771
 1887853,158845,386123,2211,196,324
 18881,242,044702,737115,8621,049,372
 18891,283,811408,51453,684803,552
 18901,236,021346,10140,766780,249
 18911,310,347543,538976,816
 18921,475,237649,8261,218,616
 18931,424,853668,7671,393,614
 18941,277,191528,3511,061,211
 18951,269,512519,685872,198
 18961,319,693641,000913,311
 18971,233,771542,6291,174,231
 
 
 Bituminous receipts by rail since 1890 include receipts
 by both lake and rail of Pennsylvania, Ohio, West Virginia and Kentucky coal;
 lake receipts are now very small and are not kept separate by the Chicago bureau
 of coal statistics. Receipts for 1896 and 1897 were furnished directly by this
 bureau.
 Receipts of coal at Milwaukee by lake and rail since 1860
 are shown in the following table: 
 LAKERAILTOTAL
 TonsTonsTons
 186131,608
 186224,860
 186342,31390243,215
 186444,503
 186536,369
 186666,616
 186774,568
 186892,992
 186987,690
 1870122,865
 1871175,526
 1872210,194
 1873229,784
 1874177,65511,082188,737
 1875228,67415,962244,636
 1876188,44411,957200,401
 1877253,64011,144264,784
 1878237,3323,658239,667
 1879325,28125,559350,840
 1880300,42568,323368,568
 1881450,005100,022550,027
 1882510,49383,349593,842
 1883550,86161,723612,584
 1884623,01881,148704,166
 1885710,73665,014775,750
 1886714,24245,439759,681
 1887724,594118,385842,979
 1888961,164161,9891,123,153
 1889907,74372,935980,678
 1890903,65992,999996,658
 18911,006,656149,3771,156,033
 18921,210,865163,5491,374,414
 18931,117,448132,2841,249,732
 18941,229,310107,7361,337,046
 18951,336,603109,8201,446,423
 18961,487,483100,3121,587,795
 18971,492,2789,2991,501,577
 
 
 Receipts of coal at Duluth and Superior since 1877 has
 been as follows: 
 ANTHRACITEBITUMINOUSTOTAL
 TonsTonsTons
 187831,000
 1879
 188060,000
 1881163,000
 1882260 000
 1883420 000
 1884372,000
 1885592 000
 1886736 000
 1887912,000
 18881,535,000
 18891,205,000
 18901,780,000
 18911,776,000
 1892531,5471
 281,0141,812,561
 1893571,9151,554,8662,126,781
 1894562 2221
 448 5092,010,731
 1895489 4951,165,3871 654 882
 1896496 1691
 279 5231 775 712
 
 
 Lake shipments of coal from Buffalo since 1872 are given
 below, from data furnished by William Thurstone, secretary of the Buffalo
 Merchants' Exchange. The statement includes bituminous and Blossburg coals,
 varying from 4,500 to 105,000 tons per year, but the great bulk of the trade is
 anthracite: 
 TONS
 1873570,443
 1874384,500
 1875439,720
 1876361,455
 1877455,074
 1878331,172
 1879580,646
 1880589,670
 1881825,240
 18821,027,500
 18831,467,778
 18841,431,081
 18851,448,086
 18861,541,210
 18871,912,766
 18882,527,358
 18892,168,343
 18902,188,682
 18912,404,961
 18922,881,446
 18932,703,673
 18942,485,255
 18952,617,268
 18962,400,068
 18972,334,329
 
 
 Shipments from Lake Erie Ports. -- The following table,
 prepared by R. M. Hazeltine, chief inspector of mines of Ohio, shows the
 shipments of coal from Lake Erie ports from 1890 to 1896, inclusive: 
 
 1890189118921893189418951896
 TonsTonsTonsTonsTonsTonsTons
 Buffalo, N. Y.2 044 1342,365,8952,852,3302,703,6732,485,2552,620,7683,565,622
 Erie, Pa.129,304586,990567,028625,023711,928727,184677,095
 Conneaut, Ohio23,18489,023166,073291,178
 Ashtabula, Ohio452,394386,375726,267787,653669,735998,7721,037,242
 Fairport, Ohio63,36066,914114,738234,089300,923325,064410,307
 Cleveland, Ohio922,5361,016,4871,728,8311,512,308997,5131,055,4801,576,583
 Lorain, Ohio227,181288,811351,168526,405303,690277,660137,235
 Huron, Ohio150,000200,000240,000227,444213,595208,000257,059
 Sandusky, Ohio271,540157,571157,515195,276261,363223,134281,351
 Toledo, Ohio940,000947,288858,935938,533836,232716,099707,655
 Total5,200,4496,016,3317,596,8127,773,5886,869,2577,318,2348,941,327
 
 
 Freight Rates. The average of daily lake rates on
 anthracite coal from Buffalo to Chicago and to Duluth since 1885 have thus been
 prepared by the Marine Review:
 
 CHICAGODULUTH
 1886$ .87$
 .62
 18871.05.70
 1888.86.65
 1889.52.41
 1890.62.43
 1891.56.29
 1892.59.43
 1893.49.29
 
 1894.46.25
 1895.59.24
 1896.36.24
 1897.29.26
 1898.28.23
 
 The average wild rates on bituminous coal from Ohio ports to the ports
 named have been compiled as follows by the same publication: 
 MILWAUKEEESCANABADULUTHGREEN BAYMANITOWOC
 1886$0.83$0.60$0.87
 18871.06.72.89
 1888.84.61.66
 1889.544952
 1890.64.45.49
 1891.61.52.49
 1892.58.43.43$0.55$0.49
 1893.48.40.38.50.41
 1894.485.39.375.495.48
 1895.54.39.365.50.51
 1896.335.27.295.325.32
 1897.28 ½ .28 ½.26.30.31
 1898.28.26
 ½.23.28
 ½.28 ½
 
 
 Future of the Coal Trade. -- There is no reason to doubt
 that the coal traffic of the Great Lakes will continue to increase. The needs of
 the Northwest are growing steadily, and nowhere in the West are there local
 coals available equal in value to the products of Ohio, Pennsylvania and West
 Virginia. The mining operations of the last named State are developing
 wonderfully, and the coal supplies are practically inexhaustible. Rail
 competition, fierce as it is at present, must yield to the cheaper cost of
 transportation by lake.
 It was a feature of the Western fuel trade of 1898, that lake coal
 displaced rail shipments to many points in Wisconsin and territory beyond.
 During the winter of 1898-99, shipments of Illinois and Indiana coal crept
 northward into regions tributary to the lake commerce; but this mid-winter
 invasion was due solely to the inadequacy of lake supplies. There is perhaps no
 one fact that augurs more brightly for the future commerce of the Great Lakes
 than this bountiful resource of cheap and splendid fuel tributary to the lakes.
 After the iron ore deposits of the Northwest pass the zenith of their greatness,
 however remote that time may be, there will be treasures of coal transported
 upon the lakes in ever increasing quantities and the development of many
 important future industries upon the shores of the upper lakes will be the
 heritage of this growing commerce.
 
 Iron Ore and Iron Industries
 
 
 Pre-eminence Of The Iron Ore Trade -- The Marquette Range -- The
 Menominee Range -- The Gogebic Range --
 The Vermilion Range -- The
 Mesaba Range -- the First Shipments Of Ore To
 Lake Erie -- Shipping Docks -- Unloading Ore At Conneaut -- The Iron Regions Of Lake Erie And At Chicago -- How Iron Ore Is Sold -- Consolidation Of Interests -- Investments In
 Ore Property -- Shipments From Each
 Range -- Statistics Of Shipping And Receiving
 Ports -- Price Of Ore -- Vessel Rates -- Future Of The
 Iron Trade.
 
 
 PRE-EMINENCE in the traffic of the Great Lakes must be given to the
 iron ore. It comprises almost one-third of the entire trade of the lakes. Ore
 shipments date back to the opening of the Sault canal, and traffic has risen
 steadily in importance ever since, but only in recent years has it attained its
 present matchless proportions.
 The Marquette Range. -- Iron ore was known to exist in
 the Marquette range, which lies wholly within the upper peninsula of Michigan,
 as early as 1830, but the white fur traders and the Indians, who saw the
 outcroppings, paid little heed to the mineral. A. W. Burt, a surveyor, in
 September 1844, while engaged in running the east line of township 47 north,
 range 27 west, in Michigan, observed "remarkable variations in the magnetic
 needle, amounting to 87 degrees from the normal." An Indian chief in 1846
 piloted P. M. Everett, of Jackson, Mich., to the Jackson Mountain and to what is
 now the Cleveland mine. A few hundred pounds of ore were packed down the lakes.
 In the same year Mr. Everett and others incorporated the Jackson Company, which
 erected a forge on the Carp river, about three miles east of Negaunee, and
 operated it for eight years. Several other forges were erected in Michigan and
 supplied with ore from the Jackson mine.
 Little progress, however, was made in mining until 1856, when regular
 shipments commenced by lake from Marquette to Ohio ports. The ore was at first
 carried by wagon from the mines over a plank road to the company's dock, and
 there conveyed by wheelbarrow to the hold of the vessel, which in those days
 carried from 150 to 500 tons.
 The county of Marquette, Mich., includes nearly all the iron-mines
 that have been worked on the Marquette range, which stretches in a generally
 western direction from the mines at Negaunee, 10 miles from Lake Superior, to
 those beyond Michi-gamme, some thirty miles further. The geographical position
 of this range, nearer to eastern ports than the other iron-ranges, and its ready
 access from the lake, gave it for a long time a controlling advantage. The
 country in which the mines are situated is from 800 to 1,000 feet above the
 level of the lake, and is for the most part broken by steep hills, which rise
 from 100 to 200 feet; between these the land is rolling or swampy. The eastern
 part is on the water-shed between Lakes Superior and Michigan, affording good
 drainage.
 Previous to 1846 the War Department issued warrants leasing mineral
 lands at a royalty, and a great number of such warrants were taken out. So far
 as is now known, the only work done on the Marquette range under these permits,
 previous to the discovery of iron, was the sinking of shafts on a small vein of
 silver-lead, in what is now Presque Isle park in the city of Marquette.
 President Martin Van Buren was interested in this enterprise.
 The first attempts at mining in this district were made
 to supply ore for the Catalan forges erected near the mines and also in
 Marquette, the expense of shipment and the portage at Sault Ste. Marie
 preventing any but trial-lots of ore being sent away. Considerable iron was made
 at these forges, but always at a loss to those concerned.
 In 1850 five tons of ore were sent to A. L. Crawford, of Newcastle,
 Pa. This was the first shipment of Lake Superior iron-ore to Lake Erie ports. In
 1852 seventy tons of Jackson ore were sent to Sharon, Pennsylvania.
 The locks at Sault Ste. Marie were completed in June, 1855, and at the
 same time a plank road was constructed from Marquette to the mines, and regular
 shipments were begun. In the following year the construction of a railway was
 begun, and it was completed in 1857.
 This railway was the nucleus of the present Duluth, South Shore
 & Atlantic railway system; and extensions to Champion and Republic
 followed the discovery of these mines, the extension to L'Anse being built in
 1872.
 The first stimulus to the ore trade was the Civil war. There had been
 no returns to any of the capital invested in the district previous to 1862, when
 the Jackson Company declared its first dividend. From this time the yearly
 shipments increased from 124,169 tons to 1,162,458 tons in 1873 -- after which
 they gained slowly until 1890, when they reached the highest point, namely,
 2,993,664 tons.
 During the comparatively high prices that obtained until 1890, an
 enormous amount of exploring was done on the range; but since the opening of the
 Republic mine in 1872, there have been few profitable undertakings in new
 territory.
 It was not until 1870 that the soft hematite ores of the district were
 considered to have any value, all the previous work having been done in the hard
 ores. But in the next few years a large number of pits were opened at the east
 end of the range in this grade of ore. After the discovery of the Menominee and
 later of the Gogebic, Vermilion and Mesaba ranges, the number of explorers on
 this Marquette range gradually diminished. Beginning in 1880, a number of pits
 in limonite ore were opened near Champion and also near Michigamme. This ore,
 which was apparently quite shallow, and in no case very clean or regular, could
 be mined with profit only while prices were higher than usual. But a short time
 after the abandonment of Catalian forges for smelting the ore, the building of
 charcoal blast-furnaces began.
 The Menominee Range lies near the center of the upper
 peninsula of Michigan, with a few mines extending over into Wisconsin. The range
 is about 50 miles in length, 20 of which are east and 30 west of the Menominee
 river. Mining was first attempted in 1866 near Waucedah by the Breen brothers,
 but was unsuccessful. In 1872 Dr. N. P. Hulst, of the Milwaukee Iron Company,
 began to develop the range, but the panic of 1873 stopped operations. In the
 latter year the Breen, West Vulcan and Metropolitan mines were found.
 The principal mine in this range is the Chapin, discovered in 1879. It
 has had a phenomenal record.
 The Gogebic Range was discovered in 1883. Rumors were
 current that year that soft red hematite ore existed near the western boundary
 of the upper peninsula, and prospectors were soon at work near Ashland, Wis.
 Beneath the roots of a tree upon a hill south of Bessemer, Mich., were found
 signs of ore that led to the discovery of the wonderful Colby mine. Soon after
 A. Lanfear Norrie, of New York City, secured an option on lands near by, and the
 still more wonderful Norrie mine was discovered. These and other properties were
 rapidly developed.
 The story of Mr. Norrie's success is most interesting and illustrates
 the hazards of the explorer's life: When Langfear Norrie first landed at
 Marquette, Mich., in the summer of 1882, he was about 22 years old. He had been
 for some time the recipient of an annual allowance of $10,000 from his father,
 Gordon Norrie, a New York millionaire. He decided to risk his annual allowance
 at the rather elusive game of mining, with nothing less than
 $1,000,000 as the stake for which he played.
 In 1882 there was considerable excitement in the upper peninsula of
 Michigan over the big deposits of iron ore that were then being developed at the
 Chapin and other mines on the Menominee range, then in a fair way to rival the
 older Marquette iron range, where large fortunes had been made during the
 previous twenty-five years by explorers and mining investors. Norrie did his
 first exploratory work on the Menominee range, but the holes he caused to be
 sunk on various properties secured by him did not pan out well in pay dirt.
 About that time reports began to reach Iron Mountain and other mining
 camps on the Menominee range of fair prospects for the discovery of deposits of
 iron ore about 50 miles to the northeast, west of Lake Gogebic and in the hills
 of the Penokee range, about 30 miles south of Ashland. Langfear Norrie was one
 of the first to start for the new district, which has since become known to fame
 among iron men as the Gogebic range.
 Looking the country over for a few weeks, the young New Yorker decided
 to try his luck about a mile east of the Montreal river, the boundary line
 between Wisconsin and the western extremity of the Michigan peninsula. Norrie
 first secured an option for a lease on 160 acres of ground directly east of a
 piece of ground penetrated by the Montreal river, which at this point uncovered
 a formation of rock containing traces of iron. His option gave him the privilege
 of exploring the property, and provided that he should be given a lease thereof
 for thirty years in the event of his discovering a mine. No railroad penetrated
 the district at this period, and exploratory work was conducted under great
 difficulties.
 After a year's work in the wilderness the outlook for winning
 $1,000,000 from the Norrie exploration was not very favorable. A large number of
 holes, or test pits, had been sunk at various points on the property, and the
 best prospects to be found was a mixture of slate with a low grade of iron ore,
 or a conglomeration of hard quartite and chunks of iron ore.
 Just when young Norrie was discouraged over the prospects near the
 Montreal river a number of distinguished scientists visited the Gogebic range in
 the interest of a Pennsylvania iron company which contemplated the purchase of
 the Colby. The geologists and mineralogists condemned the entire country. They
 said that the small body of ore found at the Colby prospect was merely a
 "pocket" and could not possible extend to any great depth. They furthermore
 declared that no paying deposits of iron ore could possibly exist in the
 formation of rock to be found east and west of the Colby.
 Ordinarily the judgment of these scientific men would have a
 disheartening effect upon a person of Norrie's training and disposition. It was
 otherwise with him, however. He had been thrown among many veteran explorers and
 had imbibed some of their habits of thought. According to the explorer most
 bonanza mines have been discovered in defiance of all known rules prescribed by
 geologists.
 Langfear Norrie looked at matters though the eyes of an explorer, and
 decided to continue the work of exploration. Several shafts were sunk at a
 considerable distance to the south of those which had penetrated the earth when
 the exploratory work was first begun. The first went down in a mixture of rock
 and iron ore, and the immense volume of red water which impeded the work of
 sinking was taken as indication of the existence of a body of pure iron ore
 somewhere in the immediate neighborhood.
 A shaft was then sunk about 100 feet to the east and a little further
 to the south, and after a month's work this exploratory hole landed on top a
 deposit of fine merchantable iron ore, that was almost without an equal for
 quality in the Lake Superior country. It was a body of fine, soft ore, and it
 did not require many weeks of sinking to a further depth to determine that a
 mine had at last been discovered which was likely to net the discoverer the
 $1,000,000 he had started out to win from the hills of the Lake Superior
 country.
 A drift or tunnel was extended along the course of the ore body, at no
 great depth from the surface, and it was driven in a merchantable
 quality of ore up to within a foot of the hole which had been sunk in rock just
 prior to the sinking of the one in which the lucky strike was made. This merely
 indicates the uncertainty of all mining ventures and the phenomenal luck which
 accompanied the efforts of Langfear Norrie.
 As the Norrie mine began to blossom out as a prospective bonanza
 Solomon S. Curry visited the wilds of the Gogebic range in the interest of the
 Metropolitan Iron and Land Company, composed of a number of Milwaukee men. Curry
 was a practical iron mining man and president of his company. He saw at once
 that the Norrie was destined to become a great property, and he entered into
 negotiations with young Norrie for its purchase. The New York boy was not at all
 solicitous to sell the property unless assured a fair share of its future
 profits. He finally disposed of the mine to the Metropolitan Iron and Land
 Company for a snug sum in cash, a large number of shares in the stock of the
 corporation and a percentage of the net profits of the company in addition to
 whatever dividends he might be entitled to. Langfear Norrie realized much more
 than $1,000,000 from his venture in the course of the next few years.
 Control of this mine passed, during the summer of 1897, to individuals
 who were largely interested in the Carnegie Steel Co., and this valuable ore is
 now consumed by that company.
 Excitement ran high in Gogebic mining circles during the early stages
 of development. Many mining companies were organized, and a craze spread
 throughout the lake cities to buy stock. Most of the companies proved worthless,
 and the reaction, which followed in due time, turned the properties over to
 practical men, under whose judgment and energies the range prospered, and, in
 1892, became the chief ore producer on the lakes, a supremacy, which it held,
 however, for only one year, returning to the Marquette range for two seasons and
 then passing to the young Mesaba.
 The Vermilion Range, lying wholly in Minnesota, was
 developed simultaneously with the Gogebic. Explorations had been undertaken as
 early as 1875 near Tower, Minn., by Mr. Stuntz, of Duluth, but although a seam
 of hard, clean hematite, 13 feet wide, was exposed, no practical results
 followed. Search was renewed in 1880 and 1881 under the direction of C. Tower
 and Mr. Munson, of Utica, N. Y. Black magnetite was discovered, and the ore is
 now the property of the Minnesota Company. The Chandler, Zenith and other mines
 were uncovered, 100 miles of railroad were built and docks constructed at Two
 Harbors.
 The Mesaba Range, youngest and most lusty of the five,
 dates its existence from November, 1890, when soft hematite was discovered upon
 land now known as the Mountain Iron mine. Ore had been found in this range as
 early as 1875, but it was lean or banded with jasper, and experts pronounced
 against the field. Persevering explorers, however, in time unearthed two
 commercial ores, the soft hematite and the gothite or yellow ore, rich in
 metallic iron and low in phosphorus. The Mesaba range has been explored from the
 Mississippi river eastward to the Canadian boundary, a distance of 140 miles.
 Following the discovery at the Mountain Iron mine came those of the Biwabic,
 Cincinnati, Hale and the group surrounding the town of Virginia.
 In a paper read at the Lake Superior meeting of the American Institute
 of Mining Engineers on the "Mining Methods on the Mesaba Range," C. E. Bailey,
 of Virginia, Minn., said :
 "The ore-bodies of the range lie in a blanket formation varying in
 width from 200 or 300 feet to over half a mile, and in length from 500 feet to
 over two miles. It is practically horizontal in bedding, but in places has a dip
 of as much as seven feet in 100 for a quarter of a mile. The top of the ore is
 in most cases nearly level, although local rolls make the back (or top of the
 ore) vary to the extent of 10, or in rare cases 20 feet, and very frequently
 there is a general slope at the top of the ore, as well as the bottom, which
 makes it impossible to mine it all from one level. Taking the average of long
 stretches, the side-walls may be described as quite regular; but
 local deflections make it necessary to prospect for the wall-rock, and in
 drifting underground it is common to drive along the side-walls, uncovering them
 almost continuously, and thus making sure that no large pockets of ore are
 missed. The dip of the side-walls varies greatly, but an average is probably
 between 45 and 60 degrees, sloping inward at the bottom, making the general
 shape of the ore-body not exactly a basin, but more nearly a trough, usually
 with a longitudinal trend and sloping sides, and ore much the deepest at the
 center.
 "The depth or thickness of the ore varies from a few feet to over 300
 feet, but in rare instances exceeds over any large area 150 feet of continuous
 high-grade ore. As a general rule, the top-ore is poorer in quality, being
 especially high in phosphorus; and the same may be said of that near the
 side-walls, bottom and ends of the deposit, except that in these cases the
 percentage of iron is usually low as well. The best ore is in the heart of the
 deposit, and this mode of occurrence has led to a comparison with a
 watermelon.
 "The ore is a soft hematite, but varies greatly in hardness in the
 different districts. The Hibbing district (especially at the Mahoning end) has a
 remarkably soft ore, capable of being drilled with an augur or loaded with the
 steam shovel without blasting. The Mountain iron-ore is but slightly harder;
 while the Virginia deposit has ribs of very hard ore, and the Eveleth formation
 is by far the hardest on the range.
 "The surface consists of glacial drift from 10 to 150 feet in
 thickness. It is clay, well filled with granite boulders, except the last few
 feet above the ore, which is sand and gravel with some small boulders. It is an
 exceedingly hard material to handle. Most of it would be classified as
 hard-pan.
 "The two systems of operating are the stripping or open-pit and the
 underground system. The stripping-mines are worked either by steam-shovel or the
 milling process.
 "In underground work, the Fayal record of 57,000 tons in a month
 surpasses any single shaft-record I have happened to hear of. This was hoisted
 with skips holding a little over three tons. A milling mine, the Auburn, with a
 6-ton skip, hoisted 67,000 tons a month. In steam-shovel work, the Mountain Iron
 records of 5,800 tons in 10 hours and 164,000 tons in a month, are unsurpassed,
 but will probably be exceeded very soon.
 "Regarding costs, it is unwise to say more than that the
 milling-system probably puts ore on cars for about 55 per cent, of the
 underground cost, if stripping is included, while the total steam-shovel cost is
 probably nearer 33 per cent. of the underground. Regarding the future, it seems
 unsafe to predict much cheapening in mining cost, as economy is already
 practiced on every hand, the mines are equipped in a thoroughly business-like
 way, and the wage-scale ought to rise rather than fall. A few improvements can
 be made; but costs are about as low as ought to be expected, and managers may
 take some pride in having reduced them to the point they have reached."
 The destination of the first considerable shipments of Lake Superior
 ore to the lower lakes was Cleveland, for this port was connected by railroad,
 the present Mahoning division of the Erie system, with the Mahoning and Shenango
 valleys, where small iron furnaces were then melting the black and iron ores
 found in that locality. It was a serious question for a while whether the Lake
 Superior ores could be successfully worked in these furnaces.
 The Iron Trade Review, of April, 1897, contained the
 following historical account of the first use of Lake Superior iron ore in the
 Mahoning valley, in Ohio. It had previously been used in the Shenango valley, in
 Pennsylvania.
 The first shipment of Lake Superior ore into the Mahoning valley was
 made by the Cleveland Iron Mining Company, next in age to the Jackson Mining
 Company. This was in 1856. Some inquiries recently made by J. H. Sheadle,
 secretary of the Cleveland-Cliffs Iron Company, successor to the Cleveland Iron
 Mining Company, have brought out some of the particulars of this first use of
 Lake Superior ores in Ohio. It is established that the first
 shipment of Cleveland ore was made in the steamer Ontonagon, in 1856, and
 consisted of 269 tons. The steamer left Marquette on June 18 of that year and
 arrived at Cleveland on June 24. The first shipment of this ore to the Mahoning
 valley was made in 1857 and Charles T. Howard was the purchaser. The officers of
 the Cleveland Iron Mining Company, with whom Mr. Howard made his contract, were
 Samuel L. Mather, H. B. Turtle, W. J. Gordon and Dr. Hewitt. Mr. Howard is now
 living at Jamestown, Pa., and is 76 years old. Among other correspondence, Mr.
 Sheadle has the following letter from Mr. Howard, which gives interesting
 details concerning the particular matter under inquiry, and as well concerning
 the status of ironmaking in Northeastern Ohio at that early day:
 "In 1847 or 1848 a company of Welshmen built a furnace in Summit
 county, Ohio, not far from a place known as the Old forge, near Akron, Ohio, and
 expected to get the coal from a mine that was being worked a little near
 Tallmadge, five miles from Akron. They put up a good stack and good machinery,
 but after several trials found out that the Tallmadge coal would not do for
 smelting, so they quit, gave up the whole thing as a failure, leaving machinery
 and everything standing there. I bought the whole thing for a small sum, took it
 down and moved it to Youngstown, built the Falcon furnace, and used the
 Welshmen's machinery and everything else I could use. I had saved up $700 from
 my salary with Captain Ward, and I thought I was rich enough to be an ironmaster
 on my own account. I found out later on that $700 was not anything like enough
 money to build and run a blast furnace; so after running one year I sold out to
 James Wood & Co., of Niles, Ohio, went to Massillon, Ohio, and built the
 first Massillon furnace for Marshall Wellman, who was president of the Massillon
 Bank.
 "In 1854 I returned to Youngstown and built the Phoenix furnace in
 company with Lem. Crawford, of Cleveland. The firm was Crawford &
 Howard, and everything went along smoothly and would have continued so but Mr.
 Crawford had a son that represented him at the furnace. I could not get along
 with him, so I sold my interest to Mr. Crawford and bought back the Falcon from
 Wood & Co. I rebuilt the stack and made improvements of different kinds,
 but the iron made from the lean ores about Youngstown was not just what was
 altogether suitable for the Pittsburgh rolling mills in making iron and nails.
 That being the principal market, ore that would mix with the native ore and
 improve the quality of the pig iron was much desired and sought for. So, in
 1857, when I saw a notice in the Cleveland Herald that the Cleveland Iron Mining
 Company had received a cargo of Lake Superior ore, and was prepared to supply
 blast furnaces and rolling mills on reasonable terms, I made a trip to Cleveland
 in order to see the ore and get some idea of what it would yield and what it
 would cost delivered in Youngstown. I met the president and Mr. Tuttle, who was
 secretary, and found them to be anxious to have the furnaces commence the use of
 their ore. They said they were prepared to furnish a steady supply; so I made
 arrangements with them to send me a few carloads at once. Let me say that the
 idea prevailed at that time amongst the furnacemen that Lake Superior ore could
 not be smelted with raw coal; that the ore would have to be roasted first and
 the coal made into coke before using. But there was nothing of this necessary.
 It worked nicely from the start, improving the quality of the iron by giving it
 body, and very much increasing the output of the furnace per day and making the
 cost per ton for labor less and the iron more salable as well.
 "And from year to year,in watching the advance in the manufacture of
 iron in Northern Ohio, and how much it has added to the building up of the Lake
 City, all this growth being in a great measure owing to Lake Superior ore, it is
 pleasant to look back to the day the first cast was made from it at the Falcon
 furnace in Youngstown, and to know that it has continued in use through all
 these years."
 Shipping Docks. -- For the shipment of the iron ore mined
 in the Lake Superior region, more than a score of docks, fitted with pockets,
 have been erected at a cost of nearly $7,000,000. Some of the older docks have
 been abandoned, and the newer ones embody improvements as to construction,
 heights, handling, appliances, etc., and although the details have been
 carefully studied out the cost is sufficiently great to make an appreciable
 charge for interest and maintenance on each ton of ore handled. The following
 figures will give an idea of one of the later constructions.
 Iron Ore Shipping Docks, Duluth, Minn. Length
 of each 2,304 feet; total capacity 100,000 tons; time required to load
 5,000 tons of ore into a vessel, one hour.The dock of
 the Duluth, Mesaba & Northern railroad at Duluth extends into the bay
 2,850 feet, its surface being 52.8 feet above the water level, and is equipped
 with 384 pockets, each with a capacity of 135 tons when trimmed, so that the
 storage of the dock may be taken in round numbers at 50,000 tons. These pockets
 are reached by four tracks on the deck of the dock, on which cars with drop
 bottoms are ran. The dock and its approach required 9,250,000 B. M. feet of
 lumber, and cost $436,000. Twelve boats can be loaded at a time, and 43,000 tons
 of iron ore have been sent forward from this dock in one day.
 The dock at Marquette, with 270 pockets and very short approach, cost
 $237,000, and in round numbers a dock proper may be estimated at $1,000 per
 pocket, or $10 per ton capacity.
 The ore shipping docks, although differing in length, width and
 height, are constructed upon one general plan, viz.: a series of pockets,
 supported on framing, which rests on piles, the pockets each terminating in a
 door to control the flow of ore into a steel spout weighing 2,500 pounds, which
 is let down so as to discharge the ore into the hatches of vessels. Over these
 pockets are the railroad tracks, on which ore is carried by drop-bottom
 cars.
 There are now on Lakes Superior and Michigan twenty-two ore docks.
 These twenty-two ore shipping docks have a total of 4,624 pockets, with an
 aggregate capacity of 633,804 gross tons, which have cost $6,849,529. They are
 located as follows: Two Harbors, five docks, 729 pockets of 109,150 gross tons
 capacity, cost of construction, $1,650,000; Duluth, two docks, 576 pockets of
 72,160 tons capacity, $860,021; Superior, one dock. 250 pockets of 37,500 tons
 capacity, $413,619; Ashland, three docks, 782 pockets of 101,776 tons capacity,
 $942,576; Marquette, including St. Ignace and L'Anse, six docks, 1,083 pockets
 of 125,000 tons capacity, $1,733,304; Escanaba, four docks, 810 pockets of
 100,000 tons capacity, $800,000; Gladstone, one dock, 120 pockets of 17,000 tons
 capacity, $128,009.
 The length of the iron ore shipping docks, independent of approaches,
 varies from 559 feet to 2,304 feet, the aggregate of all being about 27,000
 feet, or, say, 5 miles.
 The methods of unloading ore from vessels at the receiving docks were
 until early in the eighties very primitive, the ore being hoisted in wooden
 buckets by horsepower, placed in wheelbarrows, wheeled back on the dock and
 dumped upon stock piles. A revolution has been wrought in recent years, so that
 now all the docks are equipped with costly hoisting and conveying machinery for
 rapid unloading, and the largest vessels can be unloaded in twelve to fourteen
 hours.
 Steamer Unloading at Conneaut, Ohio. This plant
 is used for unloading from the steamer and loading directly into the
 cars.Unloading Ore at Conneaut. --
 Machinery for rapid unloading of ore from vessels exists at all the receiving
 docks. One of the most recent is that of the Pittsburg & Conneaut Dock
 Company, at Conneaut. The ore unloading plant will unload 6,000 ton cargoes
 easily within a working day, and under pressure will complete the task in seven
 hours. The removal of this freight by ordinary methods usually takes from 14 to
 17 hours. The machine operates over five railroad tracks, two being spanned by
 the machine and three being under the boom or cantilever.
 There are four groups of three machines each in the plant. Each group
 is entirely separated and self-contained. The operators are in position to see
 all movements of the bucket except when it is under the hatch. Each group of
 three legs is self-propelling.
 Each leg in this plant will handle from sixty to eighty buckets an
 hour under favorable conditions. With twelve legs the extreme
 capacity of the plant would therefore be nearly 1,000 tons an hour, but if only
 900 tons an hour is figured on the total of seven hours' work would be 6,300
 tons.
 The iron-producing region tributary to Lake Erie has for years been
 the greatest center in the manufacture of this industrial metal in the country,
 and is now the greatest in the world. The second in the vastness of its product
 is the Chicago district, where the Illinois Steel Company is the great factor in
 this industry. The inception of the company dates back to May, 1857, when Capt.
 Eber B. Ward, of Detroit, a well known and wealthy vessel owner, resolved to
 construct, with the aid of a few friends, what was then known as Ward's rolling
 mill, on the north branch of the Chicago river. The capital provided was
 $225,000. All material for the operators was received by water, there being then
 no rail connection with the plant. A steamer was built to run on the Chicago
 river, somewhat after the model of a Mississippi river boat, with clear decks
 and a carrying capacity of 150 gross tons. The fuel used was delivered by
 sailing vessels in about 500 ton cargoes from Lake Erie ports, and the scrap
 iron consumed came from the various docks of the Chicago railways. Iron rails
 were rolled here in 1858 and the plant grew, becoming, in 1864, the Chicago
 Rolling Mill Company, with $500,000 capital. In 1869 two blast furnaces were
 added, other improvements made and the North Chicago Rolling Mill Company
 incorporated with $1,000,000 capital. In 1878 the Milwaukee Iron Company was
 absorbed, works were built at South Chicago in 1880, consolidation was formed
 with the Union Steel Company and by the purchase of the Joliet Steel Company,
 the Illinois Steel Company was created in 1889. It has now an authorized capital
 of $50,000,000, of which $18,650,635 has been issued. The output of Ward's
 rolling mill the first year was 4,500 tons of rerolled iron rails. The present
 output of the Illinois Steel Company exceeds 1,000,000 tons of iron annually.
 Nearly 2,000,000 tons of iron ore are consumed each year at Chicago.
 How Iron Ore is Sold. -- The vast iron ore interests are
 handled by very few companies. A half dozen of the latter control, practically,
 the entire output. In early times the mining companies had headquarters in
 Cleveland, and sold ore by samples, which they kept for that purpose in their
 offices. Several of these old companies, including the Cleveland Cliffs Iron
 Company, the Jackson Company, still dispose in this way of the product of their
 mines, but most of the ore is now sold through agents, who have become the
 controlling factors in the vast commerce.
 Whaleback Barge unloading under Conveyor. The
 tramways are 309 feet long, and this plant is used for storage as well
 as unloading into cars.The acquisition, during the
 past two or three years, of large iron ore mining properties by the chief
 consumer in the Pittsburg district, the Carnegie Steel Company, has greatly
 modified this method of bringing the ore producer and ore consumer together in
 trade, and the present tendency is for the two interests to unite, thus
 revolutionizing the practice which existed prior to 1895.
 Consolidation of Interests. -- The various forms of
 property, essential to the production and transportation of iron ore from mine
 to furnace, have united under practically one management -- mines, railways to
 shipping ports, vast storage docks, immense freight carriers on the lakes, docks
 and machinery at receiving ports, railroads thence to furnaces, and lastly
 extensive iron works.
 This consolidation of interests applies to the Carnegie Steel Company,
 which consumes about 40 per cent, of the iron ore now reaching Lake Erie ports,
 and to the Illinois Steel Company, which consumes, with the exception of ore for
 one furnace, the entire receipts at Chicago and Milwaukee.
 A whaleback
 towInvestments in Ore Property. --
 Statistics show that the capital invested in the Lake Superior iron ore mines
 and their equipment amounts to about $125,000,000; in iron ore shipping and
 receiving docks, with approaches, etc., $16,000,000; in railroad transportation
 for iron ore exclusively to ports on the lakes above mentioned, $40,000,000; in
 vessels which are chiefly engaged in the iron ore traffic, $50,000,000; in docks
 on Lake Erie between Toledo and Buffalo, for receiving and shipping iron ore,
 and on Lake Michigan, $20,000,000; and in railroad
 transportation of the ore from lower lake ports to furnaces $35,000,000. The total amount of capital invested in the
 Lake Superior iron ore trade exclusively is nearly $300,000,000.
 Shipments from Each Range. -- The following table shows
 the amount of ore shipped from each range from the time mining operations began
 to the present: 
 MARQUETTEMENOMINEEVERMILIONGOGEBICMESABA
 18543,000
 18551,449
 185636,343
 185735,646
 185865,878
 185968,832
 1860124,401
 186149,909
 1862124,169
 1863203,055
 1864243,127
 1865236,208
 1866278,796
 1867473,567
 1868491,449
 1869617,444
 1870830,940
 1871779,607
 1872900,901
 18781,162,458
 1874919,557
 1875891,257
 1876992,764
 18771,010,4944,593
 18781,033,08278,028
 18791,130,019245,672
 18801,384,010524,735
 18811,597,834727,171
 18821,829,8941,136,018
 18831,305,4251,047,415
 18841,548,034895,63462,1241,022
 18851,480,422690,435225,484119,860
 18861,627,380880,006304,396753,362
 18871,851,4141,193,343394,2521,322,878
 18881,923,7371,191,101511,9531,437,096
 18892,642,8131,796,754844,6822,008,394
 18902,993,6642,282,237880,0142,847,810
 18912,512,2421,824,619894,6181,839,574
 18922,666,8562,261,4991,167,6502,971,9914,245
 18931,835,8931,466,197820,6211,329,385613,620
 18942,049,1071,137,949948,5131,809,4681,793,052
 18952,097,8381,923,7981,077,8382,547,9762,781,587
 18962,604,2211,560,4671,088,0901,799,9712,882,079
 18972,715,0351,937,0121,278,4812,258,2364,280,873
 
 
 The total shipments from the Marquette range to the close of the
 season of 1897 were 49,253,222 tons; Menominee, 24,931,441 tons; Vermilion,
 10,498,716 tons; Gogebic, 23,047,023 tons; Mesaba, 12,355,456 tons; grand total,
 120,088,178 tons.
 
 STATISTICS OF SHIPPING AND RECEIVING PORTS.
 
 The destination of ores in recent years is shown by the following
 table, compiled by the same authority: 
 TOLEDOSANDUSKYHURONLORAINCLEVELANDFAIRPORTASHTABULACONNEAUTERIEBUFFALOTONAWANDATOTALRECEIPTS OF OTHER LAKE
 P'TS
 1880758,983298,594
 1881826,419377,976
 1882993,046598,037
 188327,61758,82525,794723,12940,334670,000106,78740,2031,692,689
 18842,444166,54030,156904,85023,100650,000116,0278,7601,841,877548,728
 188515,000142,18013,180589,28431,992582,000122,2237,1601,503,969924,517
 188626,960157,97044,02199,7441,034,650112,000672,00091,25031,8692,270,5541,222,632
 188761,729160,60021,288134,7641,216,423501,3681,103,83920,48828,6993,439,198959,659
 188875,601154,9244,351197,000971,775611,1401,288,530240,338240,0003,783,659838,288
 188982,961186,082680280,0001,742,415849,1211,963,490373,595298,0005,856,344948,167
 1890164,295174,5961,200280,4501,945,4921,096,4082,176,730487,493548,0006,874,6641,188,403
 1891191,105106,90714,910266,0091,256,775699,4341,599,785393,759410,0004,939,6841,504,756
 1892139,98749,73665,000190,4001,950,224866,6112,555,4161,130645,230197,0006,660,7341,884,580
 1893145,5154,464137,700165,6671,260,716792.5171,845,738203,207469,299308,2385,333,061548,153
 1894158,38423,043172,775150,4241,624,573976,2221,987,722237,905624,438395,3396,350,8251,279,004
 1895260,73012,361146,442214,2192,312,370914,6172,474,791244,967811,989719,7428,112,2282,121,682
 1896301,79458,667226,515191,4452,313,170941,4462,272,822327,623847,849545,1018,026,4321,631,489
 1897416,43879,792198,231355,1882,456,7041,008,3403,001,914495,3271,311,526797,44610,120,9062,094,739
 1898414,012136,200126,755536,0862,645,398912,8792,684,5631,404,1601,092,3621,075,97511,028,3212,622,467
 
 
 The receipts "of other lake" ports were mainly at South
 Chicago. The iron ore receipts at South Chicago in 1897 were 1,731,014 tons; at
 Chicago, 89,198 tons; total for the city, 1,820,202 tons. In 1898 receipts of
 iron ore at South Chicago were 2,212,032 tons; at Chicago, 63,934 tons; total
 2,275,966 tons.
 Shipments of Lake Superior iron ore by ports in recent years have thus
 been compiled by A. I. Findley, editor of the Iron Trade Review:
 
 MARQUETTEESCANABAST.
 IGNACEL'ANSEASHLANDTwo HARBORSGLADSTONESUPERIORDULUTHTOTAL
 1884918,4891,356,58751,10964,4202,390,605
 1885750,0471,219,77793,58820,027119,563225,4842,428,486
 1886853,3961,538,82174,590721,983304,3963,493,186
 1887803,4112,072,70891,5541,040,727390,4674,398,857
 1888844,6942,202,965107,3991,016,414450,4754,621,947
 18891,376.3353,003,63251,8531,484,802819,63968,2506 804,511
 18901,307,3953,714,6622,123,856826,06391,0918,063,067
 18911,056,0273,058,5901,261,658890,299177,8666,444,440
 18921,026,3384,010,0852,223,6841,165,076115,8864,2458,545,314
 18981,086,9342,041,9811,117,520903,329203,58580,273440,5925,881,214
 18941,424,8501,644,7761,738,5901,373,25379,2081,369,2527,629,829
 18951,079,4852,860,1722,350,2192,118,156109,211117,8841,598,78310,233,910
 18961,578,6002,321,9281,566,3361,813,992220,888167,2451,988,9329,657,921
 18971,945,5192,302,1212,067,6372,651,465341,014531,8252,376,06412,215,645
 18982,245,9782,803,5132,391,0882,693,245335,956550,4032,630,61013,630,788
 
 
 The rapid growth of the iron interests of the Great Lakes relatively
 to the total output in the United States is shown by the subjoined figures,
 giving by years the total production of ore in the lake region and in the United
 States, and the per centage of of the former to the latter: 
 TOTAL IN U. S.LAKE REGIONPER
 CENT.
 18501,579,3185,700.4
 18602,873,459119,9105.0
 18705,302,952908,61317.1
 18807,120,3621,985,33426.5
 18857,600,0002,485,85532.6
 189016,036,0439,003,72556.2
 189114,591,1787,071,05348.4
 189216,296,6669,072,24155.6
 189311,587,6296,065,71652.3
 189411,879,6797,748,31265.2
 189515,957,61410,429,03765.3
 189616,005,4499,934.82862.1
 189717,811,93712,469,63870.0
 
 
 
 PRICE OF ORE.
 
 The following table of the price of ore at Lake Erie ports from 1856
 to 1897, inclusive, was prepared by James E. Jopling, of Marquette: 
 BESSEMERNON-BESSEMER
 DollarsDollars
 1854
 1855
 18568 008
 00
 18578 008
 00
 18586 506
 50
 18596 006
 00
 18605 255
 50
 18615 255
 00
 18625 255
 37
 18637 507
 50
 18648 508
 50
 18657 507
 50
 18669 509
 50 to 14 00
 186710 508
 00 to 11 50
 18688 258
 25
 18698 259
 50
 18708 508
 50 to 9 50
 18718 008
 00
 18729 007
 50
 187312 009
 00
 18749 007
 00
 18757 005
 50
 18766 754
 40
 18776 504
 25
 18785 504
 25
 18796 254
 75
 18809 258
 00
 18819 007 00
 18829 006
 25
 18836 255
 00
 18845 764
 50
 18855 504
 25
 18865 504
 75
 18877 255
 25
 18885 504
 75
 18895 504
 50
 18906 755
 75
 18916 004
 75
 18925 504
 85
 18984 253
 00 to 3 50
 18942 752
 15
 18952 75 to 3 502 15 to 2 30
 18964 002
 45 to 2 85
 18972 652
 00 to 2 60
 
 
 Speaking of the present low price of ore D. H. Bacon, of Soudan,
 Minn., in a recent paper said: "As illustrating the cheapening that has been
 effected, ore is to-day sold at Lake Erie ports for one dollar per ton less than
 in early times it actually cost to mine it; and this is done without loss, and
 further economies may be expected. Young men remember sales of ore in Pittsburg
 at $18 per ton, or about the present price of rails." -- The Iron Trade Review
 adds: "It is within the recollection of gentlemen connected with one of the
 oldest iron mining companies, that a few small sales of Marquette ore, for mill
 fix, were made early in 1873, just before the opening of navigation, at $18,
 Cleveland. It is also a matter of memory that a small lot of Republic ore for
 fix, was sold early in the '70s at $16.25, Cleveland, the freight to Pittsburg
 being $1.50. The highest season's average we have found was $12.17, that being
 the record of the Cleveland Iron Mining Co. for 1873."
 
 VESSEL RATES.
 
 The following table of vessel rates per ton from Marquette and
 Escanaba from the time the Sault canal was opened down to the present year is
 from a paper on "The Marquette Range," read in the summer of 1897 by James E.
 Jopling, of Marquette, Mich., at the Lake Superior meeting of the American
 Institute of Mining Engineers: 
 MARQUETTEESCANABA
 DollarsDollars
 1854
 1855
 18563.0
 18573.0
 18582.00 to 2.5
 18592.00 " 25
 18602.00 " 2.5
 18612.00 " 3.0
 18622.25 " 4.5
 18633.00 " 4.0
 18643.00 " 5.0
 18652.50 " 5.0
 18662.75 " 6.52.50 to 5.75
 18672.00 " 4.01.50 " 3.50
 18682.25 " 3.21.60 " 2.60
 18692.75 " 4.11.50 " 2.50
 18702.50 " 3.21.65 " 2.50
 18712 25 " 4 01 50 " 2 50
 18722 85 " 6 62 00 " 5 25
 18738.25 " 4.02.30 " 3.00
 18741.60 " 2.51.30 " 1.40
 18751.30 " 1.51.10 " 1.30
 18761 25 " 2.20.70 " 1.45
 18771.25 " 2.00.65 " 1.50
 18781.00 " 1.50.60 " 1.15
 18791.25 " 3.00.70 " 2.10
 18802.00 " 2.71.50 " 2.00
 18812.00 " 2.31.00 " 1.60
 18821.25 " 2.00.90 " 1.40
 18831.30 " 1.70.90 " 1.50
 18841.00.65
 18851.41.00
 18861.71.35
 18872.11.75
 18881.10 to 1.10.90 to 1.45
 18891.10 " 1.20.90 " 1.25
 18901.00 " 1.20.85 " 1.05
 18910.70 " 1.40.55 " 1.25
 18920.80 " 1.10.65 " 1.00
 18930.50 " 0.90.45 " 0.80
 18940.50.40
 18950.60.45
 18960.60.52
 18970.50.45
 
 
 A table of average rates of freights on iron ore to Ohio ports during
 the past twenty-two years has been prepared by the Marine Review. The averages
 of daily rates, or rates on wild cargoes, was made up by collecting from several
 shippers and vessel brokers their lists of charters during the season, from
 which a general list was prepared, that includes in nearly all cases actual
 charters for every day of the season. The sum of these daily rates divided by
 the number of days gives the average quoted. These averages are what may be
 termed daily averages, and not the figures at which the entire tonnage of either
 coal or grain was moved.
 
 
 
 
 
 ESCANABA
 MARQUETTE
 ASHLAND AND OTHER PORTS AT THE
 HEAD OF LAKE SUPERIOR
 
 
 
 WILD OR DAILY RATE
 CONTRACT RATE
 WILD OR DAILY RATE
 CONTRACT RATE
 WILD OR DAILY RATE
 CONTRACT RATE
 
 
 1876
 $ 86
 $1 20
 $1 35
 $1 50
 
 
 
 
 1877
 98
 1 00
 1 41
 1 40
 
 
 
 
 1878
 81
 90
 1 22
 1 30
 
 
 
 
 1879
 1 25
 90
 1 83
 1 40
 
 
 
 
 1880
 1 70
 1 85
 2 26
 2 75
 
 
 
 
 1881
 1 36
 1 75
 2 05
 2 45
 
 
 
 
 1882
 1 04
 1 40
 1 26
 1 75
 
 
 
 
 1883
 1 22
 1 00
 1 40
 1 20
 
 
 
 
 1884
 87
 1 10
 1 08
 1 35
 
 
 
 
 1885
 78
 90
 98
 1 05
 $1 25
 $1.15
 
 
 1886
 1 28
 1 05
 1 51
 1 20
 1 78
 1 20
 
 
 1887
 1 59
 1 40
 1 87
 1 63
 2 23
 2 00
 
 
 1888
 1 05
 90
 1 30
 1 15
 1 43
 1 25
 
 
 1889
 1 01
 1 00
 1 19
 1 20
 1 34
 1 25
 
 
 1890
 89
 1 10
 1 07
 1 25
 1 17
 1 35
 
 
 1891
 84
 65
 1 02
 90
 1 11
 1 00
 
 
 1892
 74
 1 00
 98
 1 15
 1 15
 1 25
 
 
 1893
 56
 85
 71
 1 00
 77
 1 00
 
 
 1894
 46
 60
 60
 80
 78
 80
 
 
 1895
 73
 55
 92
 75
 1 13
 80
 
 
 1896
 52
 70
 66
 95
 77
 1 05
 
 
 1897
 45
 45
 55
 66
 57
 70
 
 
 1898
 51
 45
 60
 60
 62
 60
 
 
 
 
 FUTURE OF THE IRON TRADE.
 
 The year 1897 was remarkable in many ways, but perhaps in none more
 notably than in the unprecedentedly large iron ore traffic, accompanied as it
 was by the remarkably low freights. The many additions to the large freighters,
 and the completion of the deep water channel to Lake Superior combined to make
 this possible. But what of the future? Has the advent of the monster steel
 carrier crushed the life out of this trade of first importance to the lake
 marine? It depends upon the future of iron production in this country. For the
 first time in history the United States is entering the iron markets of the
 world. There is scarcely a limit to the extent to which iron may be used during
 the coming years. It is questionable if the domestic consumption can keep pace
 with the powers of production in the region tributary to the Great Lakes, though
 there is room for tremendous expansion even here. But the United States is
 developed in many ways far beyond other countries. It contains over 40 per cent.
 of all the railways of the world,
 and as modern civilization is rapidly penetrating the dark continent
 of Africa, subduing the ancient civilizations of Asia, and rising to a new
 elevation in Europe the demand for iron and steel from all quarters of the globe
 is destined to increase amazingly. It is the plain mission of America to supply
 these needs. Already she is crowding the iron makers of Europe.
 A recent English writer says: "At the present time there is no
 individual influence that is causing more apprehension as to the future of the
 iron trade of Great Britain than the growth of American competition. As yet, the
 danger does not appear to be serious -- not at any rate in its actual extent.
 Probably a large majority of those who have not had the opportunity of studying
 the conditions have hardly realized that there is any danger. The Carnegie
 Company alone produces nearly two million tons of pig iron per annum, which is
 almost as much as the total joint output of Germany, France and Belgium thirty
 years ago, and more than the total iron output of the United States up to the
 year 1872. The same works produce annually about a million tons of
 Bessemer steel ingots and 650, 000 tons of rails -- figures which exceed the
 annual output of all the works in Great Britain up to 1880 -- and the same firm
 has lately made arrangements to produce at Homestead about a million tons of
 open-hearth steel annually, which is more than the total open-hearth steel
 output of France, Belgium and Germany combined, and considerably more than the
 total output of this description of steel in the United States, as a whole, up
 to 1894. And this gigantic corporation does not stand alone. The Illinois Steel
 Company has also much larger resources of production than any concern in Europe.
 Of corporations in the second rank, but still important and formidable, the
 number is legion."
 There is every assurance that the supply of iron ore in the Lake
 Superior region will be adequate to all needs for many years to come, even at a
 much more rapid rate of mining than that of the present.
 D. H. Bacon, in June, 1897, thus expressed in general terms his faith
 in the future:
 "A look at the past may tickle our vanity, but our interests are in
 the future. Can we maintain the present output ? Can we increase it ? For how
 many years can buyers depend upon Lake Superior for their supply? The discovery
 and quick development of the Mesaba profoundly affected the iron and steel
 industry of this country, and the effect may extend beyond our shores. The
 opening of the Mesaba does not mean idleness on other ranges, but does mean for
 them greater economies and smaller profits. The new range competes with itself
 as well as with others. But each era of depression brings a reward in the better
 methods which are forced upon us, and which, continued into days of prosperity,
 increase the volume of business and to that extent the profits. With the low
 prices that are here to remain, it is more than ever difficult to estimate the
 annual consumption. Speaking of the several ranges as one, the acreage of known
 ore is but a small part of the area that may contain ore. Discoveries are still
 being made in the Marquette district, the exhaustion of which was expected
 twenty years ago. And I may say, in passing, that the known ore under the bed of
 Lake Angeline is four times as great as was all the known ore in all of the
 mines of that county at any time prior to 1887. The past few years have not been
 such as to encourage prospecting; but given favorable conditions, we may
 confidently depend upon important discoveries. For forty years this region has
 met all demands; its resources are to-day, as compared with demand, greater than
 at any time past; and I believe that those who are now active will have stepped
 aside and will perhaps have been forgotten before this region will fail as an
 adequate source of supply."
 
 Miscellaneous
 
 
 International Fishery Relations -- Fish Culture -- Work of State
 Fish Commission -- The Fish Industry in
 Canadian Waters -- Aids to Navigation in the
 Province of Ontario -- Canadian Department of
 Marine And Fisheries -- Reciprocity
 Treaty -- International Fishery
 Relations -- Meteorological
 Observations.
 
 
 
 INTERNATIONAL FISHERY RELATIONS.
 
 UNDER the treaty of 1783 American fishermen enjoyed the liberty of
 fishing in the territorial waters of the British colonies; but in the treaty of
 1818 this liberty was
 surrendered by the United States. A subsequent treaty restored the
 privilege for the period of ten years.
 The President of the United States, in 1885, recommended to Congress
 the appointment of a joint commission for the settlement of the
 entire fishery question. This recommendation was not favorably entertained by
 the committee on Foreign Relations of the Senate of the United States, which
 committee reported April 14, 1886, that "in the opinion of the Senate the
 appointment of a commission in which the governments of the United States and
 Great Britain shall be represented, charged with the consideration and
 settlement of the fishing rights of the two governments, on the coasts of the
 United States and British North America, ought not to be provided for by
 Congress." This report was agreed to by a vote of 35 to 10.
 The Canadian Government then had no recourse but to fall back on its
 rights secured by the convention of 1818, and steps were taken immediately to
 equip a fishery protection force; but the convention of 1818 did not provide for
 the protection of fishing interests on the Great Lakes.
 For some time there was in force a fishery regulation fixing the close
 season for Whitefish and salmon trout in Ontario from November 1 to November 10;
 but this short time was found inadequate to the full protection of the fish
 during the spawning season. An Order-in-Council was therefore issued, April 20,
 1885, establishing the whole month of November as a close time.
 As to the closed seasons it may be further stated that an
 Order-in-Council was passed May 16, 1879, fixing the close season for pickerel,
 bass and maskinonge, which was found defective, and a new regulation was passed
 in 1885, making the close time for pickerel from April 15 to May 15, and for
 bass and maskinonge from April 15 to June 15.
 Fish Culture. -- According to the best information
 obtainable the credit for the discovery of fish culture must be given to Stephen
 Ludwig Jacobi, of Hohenhausen, in Westphalia, who, as early as 1748, carried on
 successfully experiments in breeding salmon and trout, and in 1771, George III
 granted to Jacobi a life pension. Upon the estate of Jacobi, by him and by his
 sons the artificial propagation of fish was carried on as a branch of
 agriculture, from 1741 to 1825.
 In 1850 the French Government established at Huningen the first
 fish-breeding station, which marks the beginning of public fish culture. The art
 was introduced into the United States in 1853 and into Canada about 1863.
 The first successful attempt to rear Whitefish in America by
 artificial means was made by Samuel Wilmot at Newcastle, Ont., in 1867; large
 numbers were hatched out, and the young fry were reared in ponds until many of
 them weighed a pound and upward. Many fish culturists in the United States soon
 after entered into the business of breeding whitefish.
 All the experiments were carried on by the use of pure spring water,
 as the medium in which the ova were hatched out; but notwithstanding the success
 met with in the use of this element Mr. Wilmot was impressed with the conviction
 that original river water should be used in rearing fish artificially, because
 the fish preferred to deposit their eggs in this kind of water. And as the
 Detroit river was the great natural spawning ground of Whitefish, and the Petite
 Cote fisheries upon it were a point where a great number of Whitefish were
 usually found during the spawning season, Mr. Wilmot selected that point as the
 proper place upon which to erect an extensive government establishment for the
 artificial propagation of Whitefish.
 The building erected was a large, commodious one, somewhat after the
 Gothic style of architecture. It was 90 x 32 feet in size, the first floor being
 adapted to fish-breeding purposes, and the second floor to dwelling apartments
 and store rooms.
 For some years before 1870 the attention of the governments of Canada
 and the United States had been directed to the diminution in the quantity of
 fish in the waters bordering on both countries, as in Lake Erie and Lake Huron.
 In 1872 the observation was made in the report to the minister of marine and
 fisheries that while within Canadian jurisdiction established rules controlled
 the dates and methods of fishing, there were practically no restrictions on the
 other side, and it was suggested that the States of Michigan and Ohio, New York
 and Vermont should unite with Canada to prevent, if possible,
 the destruction of the fish industry.
 But in 1873 it became evident that the the Federal and State
 governments were co-operating to prevent the destruction of the fish industry,
 and to restore it where partially destroyed.
 In 1875 the Dominion had in practical operation seven establishments
 devoted to the artificial propagation of fish. These establishments were at
 Newcastle, Gaspe, Restigouche, Miramichi, Sandwich, Tadousac and Bedford, the
 latter being on the Sackville river near Halifax.
 The trade in fish varies largely. The lake fisheries are a source of
 considerable wealth. In Sandusky bay, Maumee river, Monroe bay, Detroit river,
 St. Clair lake and river, and Lake Huron from Port Huron to Port Aux Barques, in
 Au Sable river, in Thunder bay, including Sugar island, in Saginaw bay and river, in Tawas bay, between Thunder bay
 and Mackinac, including Hammond's bay, in and about Mackinac, at Beaver island,
 between the Detour and the Sault, along the western shore of Lake Michigan and
 Green bay, at Presque Isle, and in Lake Superior numerous bays and islands, are
 the principal fish grounds of the Great Lakes. In value they are second only to
 the cod fisheries of the Atlantic coast, and in 1865 the amount of the catch was
 100,000 barrels, valued at about $800,000.
 It was only through the scientific work of the State fish commission that the utter extinction of Whitefish
 has been prevented; but although that commission made heroic efforts to make
 good the decimation continuously carried on, yet they could not keep pace with
 the destruction caused by reckless fishing. Nearly 3,000 miles of nets are in
 use in the commercial fisheries of Michigan, and nearly 5,000 men are employed,
 taking from the several fisheries of the State 35,000,000 pounds of fish, which
 has a market value of more than $1,000,000.
 The State fish commission has done much good work since its
 organization. Previous to that time few of the streams in the lower peninsula
 furnished any brook trout below a line running from Petoskey to Saginaw; while
 now in this peninsula there are considerably more than 1,000 streams distributed
 through 56 counties which have been stocked by the commission, and in these
 streams this most valuable of all game fishes may be found in great
 abundance.
 The laws of Ohio with reference to the preservation and propagation of
 fish appear to be not much better, if any, than those of Michigan. The great
 difficulty at the present time is with the gill net. A bill was introduced into
 the Ohio Legislature and passed, which was intended to prohibit gill net fishing
 in Lake Erie except where the water is 50 feet deep or more; but the word
 "except" is not now in the statute, and hence fishermen are at liberty to employ
 gill nets anywhere in the lake. The effect of the error was for a time
 demoralization in the fish market and competition from Pennsylvania and New
 York. Besides this a law passed by the Ohio Legislature in the winter of 1895 --
 96 stipulated that twenty-five cents should be paid into the State treasury for
 every ton of fish caught; but it was stated that fishermen from outside the
 State ignore the law, at the same time disposing of their fish in the markets of
 Ohio. But the great necessity is the enactment of a law prohibiting fishing with
 gill nets, and stringent laws governing the propagation and preservation of fish
 in Lake Erie.
 Even down to 1897 certain wholesale fish dealers in Cleveland, Ohio,
 were greatly incensed at the needless and wanton slaughter of small fish, the
 majority of fish sold in the market being smaller than allowed by law, and yet
 the law was not being enforced.
 By the fishermen and dealers all along the southern shores of Lake
 Erie from Erie to Toledo the work of the various commissions above mentioned was
 believed to be of great value to the fish industry, and was hence highly
 approved.
 Even down to 1895 unrestricted fishing was still permitted on the
 American side of the Great Lakes. Still the efforts of the 
 Canadian Department of Marine and Fisheries to improve the fishing industry by
 means of certain restrictions upon the fishermen and by enforcing the closed
 seasons, met with approval. But the enforcement of the regulations affected both
 Canadian and American fishermen, and with the wanton destruction of fish on the
 American side of the boundary line there was an increasing tendency to poaching
 by Americans in Canadian waters. These encroachments made it necessary to
 maintain an expensive patrol system, leading to the punishment of the guilty
 parties according to law.
 In 1896 the number of vessels and boats and their value, etc.,
 belonging to the Province of Ontario were as follows: For the Lake Superior
 division -- vessels, 11; tonnage, 230; value, $20,700; boats, 87; value,
 $14,000; gill nets, fathoms, 199,900; value, $32,150; total value of fish
 caught, $206,151. For the whole of Lake Huron -- vessels, 43; tons, 727; value,
 $133,200; boats, 442; value, $49,685; gill nets, fathoms, 1,584,770; value,
 $187,040; pound nets, 85; value, $23,090; hoop nets, 45; value, $475; total
 value of fish caught, $699,730.60. For Lake St. Clair -- boats, 71; value,
 $1,850; seines, fathoms, 3,450; value, $3,490; pound nets, 4; value, $700; hoop
 nets, 19, value, $330; total value of fish caught, $20,879.40. For the whole of
 Lake Erie -- vessels, 19; tonnage, 566; value, $56,900; boats, 239; value,
 $20,185; gill nets, fathoms, 55,850; value, $9,230; seines, fathoms, 4,400;
 value, $1,535; pound nets, 204; value, $78,280; value of fish taken in the lake,
 $303,086.20. For the whole of Lake Ontario -- vessels, 4; tonnage, 133; value,
 $10,800; boats, 306; value, $2,825; gill nets, fathoms, 173,225; value, $20,165;
 seines, 1,650; value, $1,195; pound nets, 3; value, $1,000; hoop nets, 267;
 value, $5,640; value of fish caught in this lake, $137,529.60.
 The total value of the fish caught during 1896 in the lakes was
 $1,367,376.
 
 AIDS TO NAVIGATION IN THE PROVINCE OF ONTARIO.
 
 The report of the Canadian Department of Marine and Fisheries for 1897
 shows that in that year there were the following aids to navigation in the
 Province of Ontario: light stations, 184; lights, 235; lightships 3; fog
 whistles, 2; fog horns, 11; fog bells, 3; bell buoys, 5; gas buoys 2. Besides
 the above there are four pairs of range lights on the Detroit and St. Clair
 rivers, maintained by American vessel owners, and 12 wharf lights, maintained by
 municipalities or corporations.
 Gas buoys were in 1896 placed to mark Pelee passage in Lake Erie, and
 gave great satisfaction to mariners.
 Between Point Colborne and Long Point in 1897 some very dangerous and
 little known shoals and banks were chartered by the Canadian hydrographic
 surveyor.
 The annual expenditures of the Marine Department of Canada increased
 from $371,071 in 1868 to $867,773 in 1897. The largest annual expenditure was
 $1,029,901 in 1885. The smallest, $360,900, in 1869. Only a small proportion of
 this is applied to the Great Lakes.
 
 CANADIAN DEPARTMENT OF MARINE AND FISHERIES.
 
 An Act was passed by the Canadian Legislature in 1868, establishing
 the Department of Marine and Fisheries. The duties of this department extend to
 the following subjects: 1. Seacoast and inland fisheries. 2. Trinity houses and
 trinity ports, pilots and pilotage, and decayed pilots funds. 3. Beacons, buoys,
 lights and lighthouses. 4. Harbors, ports, piers and wharves, steamers and
 vessels belonging to the government, except vessels of war. 5. Harbor
 commissioners and harbor masters. 6. Classification of vessels and the granting
 of certificates to masters and mates. 7. Shipping masters and shipping officers.
 8. Inspection of steamboats and ports of steamboat inspection. 9. Inquiries into
 the causes of shipwrecks. 10. The establishment and management of seamen's
 hospitals.
 An Act was also approved the same year in regard to lighthouses and
 lights, which had been previously acquired by the government, which Act placed
 all such lighthouses and lights, and beacons and buoys under the
 control and management of the Minister of Marine and Fisheries.
 Another Act provided that the governor might appoint fishery officers.
 The Minister of Marine and Fisheries was authorized to issue leases and licenses
 for fisheries situated and carried on where the exclusive right of fishing did
 not exist; but leases or licenses for any term exceeding nine years were to be
 issued only under authority of an order of the governor in council.
 Vacant public property might be used by any subject of Her Majesty,
 such as by law was common and accessory to public rights of fishery and
 navigation for the purpose of landing, salting, curing and drying fish, and such
 subject might cut wood thereon for such purpose; and no other person should
 occupy the same property or site unless it had been abandoned by the original
 occupant for one year. This same law also provided that salmon should not be
 fished for, caught or killed between May 1 and July 31, in the Province of
 Ontario or Quebec, and in the river Restigouche; but the proviso was added that
 it should not be unlawful to fish for, catch or kill salmon with a rod and line
 in the manner known as fly-surface-fishing, between the 3Oth day of April and
 the 31st day of August in the Province of Ontario or Quebec. The meshes of nets
 used for capturing salmon were required to be at least five inches in
 extension.
 This department manages the marine police force, and such vessels as
 are equipped and commissioned for the purpose of protecting the valuable
 in-shore fisheries, and as the vessels engaged in this service require constant
 care and supervision.
 In 1872 there were managed by the department 251 lighthouses. There
 was also a lightship at Colchester reef in Lake Erie, which was maintained
 principally by private subscriptions from owners and masters of vessels.
 The division of this department having charge of the lighthouse above
 Montreal extended from the lighthouse at Lachine on Lake St. Louis to the
 lighthouse at St. Ignace on Lake Superior, and at that time included 75
 lighthouses and four lightships, besides the one at Colchester. And in addition
 to the lights managed by the department there was quite a number of harbor
 lights maintained by the municipal authorities.
 The total number of light stations, lightships, and fog alarm stations
 in the Dominion, June 30, 1895, was 632, and the lights shown were 768 in
 number. The number of steam whistles and fog horns was 81. In the Province of
 Ontario the number of lighthouses, lightbeacons, and lightships maintained by
 the Dominion Government was 224, located at 182 different stations. There were
 two fog whistles, 11 steam fog horns, and three fog bells, all located at light
 stations, and four bell buoys.
 In addition to the lights, etc., above mentioned, there were also the
 following aids to navigation in Ontario: Two lights on swing bridges; a system
 of lights on Murray canal maintained by the Department of Railways and Canals;
 four pairs of range lights in the Detroit and St. Clair rivers, maintained by
 American vessel owners; thirteen wharf lights maintained by the municipalities
 to which the wharves belonged, and two range lights established at Pine Tree
 harbor, on the west coast of North Bruce.
 For the accommodation of the car ferry boats, running the entire year
 between Port Dover and Conneaut, a second light was established at Port Dover in
 June, 1897, which in range with the light on the outer end of the west
 breakwater pier leads to the railway wharf through the best channel.
 To increase the safety of large and fast steamers entering Georgian
 Bay a lighthouse and fog bell was, in 1897, established on the north-easternmost
 point of Flower Pot island.
 
 RECIPROCITY TREATY.
 
 The Reciprocity Treaty between the United States and Great Britain was
 signed June 5, 1854, by Lord Elgin on the part of the United Kingdom and by
 William L. Marcy, Secretary of State of the United States under President
 Pierce. This treaty was negotiated by Lord Elgin, and it went into operation by
 proclamation of the President of the United States, on March 16,
 1855. It consisted of seven articles, the first two relating to the fisheries,
 the third to reciprocal trade, and the fourth to the navigation of the St.
 Lawrence, the fifth to the duration and abrogation of the treaty, the sixth to
 the extension of its provisions to Newfoundland, and the seventh to the
 ratification of the treaty itself.
 Article three enumerated the articles which
 might pass from one country to the other without the payment of any duty, such
 as grain, animals of all kinds, fruits, fish, peltry, eggs, stone, marble,
 timber, lumber, &c., and the fourth provided that the citizens and
 inhabitants of the United States should have the right to navigate the river St.
 Lawrence and the canals of Canada as fully and as freely as the subjects of Her
 Britannic Majesty, the British Government retaining the right to suspend this
 article on giving due notice.
 Lord Elgin had been at work ever since 1849 to bring about this
 treaty. Previously it was feared that the tariff of the United States upon
 imports from Canada was the cause of that feeling in the breasts of Canadians in
 favor of annexation to the United States. It was in part to counteract this
 desire that the treaty was procured.
 During the operation of the treaty, commerce between the two countries
 was very largely increased. The increase in the total trade during the decade
 from 1851 to 1861 was $31,701,755, and the increase during the first year of the
 treaty was $22,142,050.
 The object of Canada in granting to the citizens of the United States,
 in the Reciprocity Treaty of 1854, the privilege of navigating the St. Lawrence
 river and her canals on the same terms as this privilege was granted to the
 people of Canada was partly to enlarge the carrying trade of the Provinces, by
 diverting as large a part of it as possible from American canals and railroads
 to her own canals and railroads. While American vessels were permitted to
 navigate the canals of Canada on the same terms as Canadian vessels, yet to
 American vessels there was no part of the tolls refunded, while to Canadian
 vessels a considerable portion of the tonnage duties were refunded, in some
 cases as high as ninety per cent. So that the net result was largely favorable
 to Canadian vessels. In further aid of this movement the tolls on the St.
 Lawrence canals were abolished in 1860 and reduced on the Welland canal, but
 this did not have the effect desired.
 The effect of the abrogation of the Reciprocity Treaty of 1854 upon
 Canada was very great. It caused first the federation of the Provinces, and
 second the building of the Intercolonial railroad. Then the dispatch of
 commissioners to the West India islands and to the countries of South America to
 promote the extension of direct trade with them, and next came the enlargement
 of the canals of the lakes and of the St. Lawrence river, the construction of
 the Bay Verte canal to connect the Bay of Fundy with the St. Lawrence river, the
 subsidizing of ocean and river steamships and the promotion of ship building and
 the fishery interests.
 The following statements show that there was much more of the commerce
 that passed eastward through the Welland canal destined to American ports than
 was destined to Canadian ports: In 1861, to Canadian ports, 217,892 tons;
 American ports, 427,521 tons; in 1862, to Canadian ports, 285,192 tons, and to
 American ports, 471,521 tons; in 1863, to Canadian ports, 298,436 tons, and to
 American ports, 441,862 tons.
 In the case of the tonnage passing westward the disproportion was
 during those same three years, much greater: In 1861, to Canadian ports, 10,185
 tons, to American ports, 116,240 tons; in 1862, to Canadian ports, 14,908 tons,
 and to American ports, 171,673 tons; in 1863, to Canadian ports, 67,478 tons,
 and to American ports, 323,244 tons.
 During these three years a very small portion of the commerce passing
 through the Welland canal found its way through the St. Lawrence canals.
 Following are the statistics showing the tonnage passing up and down through
 these canals: In 1861, 16,537 tons; in 1862, 22,691 tons, and in 1863,
 22,118.
 Such considerations as these were used in the United
 States to secure the abrogation of the Reciprocity Treaty of 1854, and, together
 with other considerations, finally secured their object, soon after the close of
 the war of the Rebellion.
 
 METEOROLOGICAL OBSERVATIONS.
 
 In 1870 it was proposed to establish in the United States a system of
 meteorological observations and telegraph signals between the lake ports at
 opening of navigation. The number of disasters in 1868 and 1869 largely exceeded
 the average, and loudly called for a system of this kind, which had been in
 existence in England and France for some time. The practical operation of
 weather signals had been observed with great care, and it was believed that much
 property and many lives had been saved. Under this system the direction of
 storms was noted, the laws of the winds were becoming known, atmospheric
 pressure was being recorded, and storms, fine weather, etc., were being
 predicted with considerable success. Useful maps were publicly shown that had on
 the height of the barometer, the direction and force of the wind, etc., which
 were gradually increasing in usefulness, and rising in the appreciation of the
 people.
 By 1874 the Weather Bureau had become an institution of the land, and
 great reliance was placed on the predictions of "Old Probabilities." The growth
 of the system had been steady, and its reports of the state of the atmosphere
 were usually correct.
 Until late in the decade of the sixties there was no organized
 government system of taking meteorological observations and tabulating them for
 publication in Canada. In 1869 Professor Kingston called the attention of the
 Hon. Peter Mitchell, Minister of Marine and Fisheries, to the subject,
 suggesting to him the advisability of taking the steps necessary to obtain from
 the observatories under his department and the lighthouses at distant stations,
 such as Sable island, St. Paul's island, Belle Isle, and other exposed places,
 on the seaboard as well as on the lakes, a record at stated times of the state
 of the weather, rain, etc., and to have those records forwarded to him for the
 purpose of inaugurating a system of meteorological observation, and of rendering
 the data thus obtained of service to men of science and of the sea. On the
 recommendation of Hon. Peter Mitchell, Parliament voted $5,000 for the purpose
 indicated, and the necessary instruments, records and forms were distributed to
 the stations suggested as proper ones by Professor Kingston.
 Early in June, 1871, Professor Kingston, with the sanction of the Hon.
 Peter Mitchell, Minister of Marine and Fisheries, opened correspondence with the
 Weather Bureau at Washington, D. C., offering to procure the transmission of
 weather intelligence from various stations in the Provinces in exchange for
 similar intelligence to be sent to Canada by the department at Washington. This
 offer was cordially met, and at length arrangements having been made, was acted
 upon by both departments.
 In 1875 there were 36 stations to which storm warnings were sent, from
 Toronto, whenever it was thought necessary to send out such warnings. What was
 meant by a storm warning was this: The publication of an opinion that shortly
 after a time specified or implied a storm would probably occur in some portion
 of a certain region within a radius of 100 miles of the port warned. In 1875 80
 per cent, of the predictions of storms were verified by the occurrence of storms
 as predicted.
 Since September, 1894, in addition to the original weather forecasts a
 bulletin has been telegraphed each morning at 10:15 o'clock, to harbor masters
 and other suitable persons, at the principal ports on the Great Lakes, and in
 the Maritime Provinces, these bulletins containing a forecast of the force and
 direction of the wind for the next 36 hours, and also at times when it was
 thought advisable a general statement of the
 probable movement of storms. These bulletins have since been posted up at Port
 Arthur, Sault Ste. Marie, Collingwood, Owen Sound, Sarnia, Amherstburg, Port
 Colborne, Port Dalhousie, Hamilton, Toronto, Kingston, and in numerous places
 in the Maritime Provinces. They are recognized as of great use
 to navigators, preventing them often from going out of port in immediate advance
 of a storm.
 The year 1876 marked a new era in the meteorological service in
 Canada, for previous to this time no daily forecasts had been issued, the
 service depending as stated above on the signal office at Washington for all
 storm warnings. Early in 1876 arrangements were made with the chief signal
 officer at Washington, by which a considerable number of telegraphic reports
 were handed three times each day to an agent of the Toronto office at Buffalo,
 New York, and telegraphed by this agent to Toronto. Later in the year, after an
 interview with the chief signal officer at Washington, arrangements were
 completed by which additional reports were furnished daily, and forwarded direct
 from New York. Daily forecasts of the weather, based on these reports, together
 with those from stations in Canada were issued by the Toronto office, and also
 storm warnings when considered necessary.
 
 CHRONOLOGY.The Beginnings
 
 [Introduction]
 
 Brief Review Of Events From The Period Of French Discovery To The Close
 Of The War Of 1812.
 
 
 Cease, rude Boreas, blustering railer!
 List ye landsmen, all to me; 
 Messmates, hear a brother sailor
 Sing the dangers of the sea.
 
 
 The Storm.
 
 IN preceding chapters the chief events of lake history, from the
 period of French discovery to the beginning of modern commerce, succeeding
 the war of 1812, have been narrated. The chronology of the lakes becomes a
 matter of greater detail as this inland traffic gradually expands, and the
 following pages will chronicle the more important events which have occurred
 since the lakes became the highway for great commercial purposes.
 Preliminary to this chronology, a brief review of the earlier history is
 presented.
 In the sixteenth century the St. Lawrence river was discovered and
 navigated by French adventurers. In the seventeenth century the system of
 the Great Lakes was discovered and occupied by the same nation. During the
 eighteenth century there was a constant struggle for the control of these
 vast inland seas, and, when the war of 1812 ended, their shores were rapidly
 populated. Commerce properly began with that permanent settlement. Briefly,
 then, the preparatory events were as follows:
 
 
 Sixteenth Century
 1520 -- Brest established by the French as a fishing station on
 the straits of Belle Isle; about this year Portuguese also explored the
 region of the mouth of the St. Lawrence river.
 1524 -- Verrazano, a French explorer, visited the region of the
 St. Lawrence river and concluded that an immense continent lay to the
 west.
 1534 -- May 10, Cartier, sent by King Frances I of
 France, arrived off Newfoundland. May 27, Cartier reached the straits of
 Belle Isle. July 2, Cartier reached and named the Bay of Chaleur.
 1535 -- Cartier, on his second voyage, reached and named
 Assumption island, August 15, and discovered the mouth of the St. Lawrence
 river. September 1, reached the mouth of the Saguenay river. October 2,
 reached Hochelaga, near Mont Royale, now Montreal.
 1541 -- Cartier made his third voyage to the St. Lawrence
 river.
 1600 -- Pontgrave attempted colonization and failed.
 
 
 Seventeenth Century
 1603 -- June 7, Champlain started on an exploration of the
 Saguenay river. About this time he first heard of the "Immense Sea of Salt
 Water" to the west.
 1615 -- Lake Huron discovered by Le Caron, the Recollect friar,
 and by Champlain, the great navigator. Lake Ontario discovered later in the
 same year by Champlain.
 1629 -- Lake Superior discovered by Champlain's interpreter,
 Etienne Brule, during this year or earlier.
 1634 -- Lake Michigan discovered by Jean Nicolet, an employe of a
 French fur trading company. He visited Green Bay.
 1641 -- Raymbault and Jogues, two missionaries, traversed Lake
 Superior in search of a passage to China.
 1648 -- Iroquois destroyed Huron missions near Lake Huron.
 1660 -- Menard, the missionary, searched for the Hurons on the
 Lake Superior region.
 1665 -- Allouez established an Indian mission at La Pointe.
 1668 -- Marquette established an Indian mission at Sault Ste.
 Marie.
 1669 -- Lake Erie probably discovered by Joliet. Allouez
 established an Indian mission at Green Bay.
 1670 -- First recorded passage through Detroit river, made by
 Sulpitian priests.
 1671 -- Marquette founded the mission of St. Ignace at the Straits
 of Mackinac. Rude fort erected at Mackinac. St. Lusson, in behalf of Louis
 XIV, of France, takes formal possession of the Great Lakes at St. Mary's
 Falls.
 1673 -- Joliet and Marquette discovered the Mississippi. Fort
 Frontenac erected by LaSalle on the present site of Kingston, Ontario.
 1678 -- La Salle built the little bark Frontenac, on Lake Ontario,
 the first vessel on the Great Lakes.
 1679 -- Schooner Griffin, the first vessel on Lake Erie, launched
 on the Upper Niagara river in June, entered Lake Erie August 7, encountered
 a severe storm on Lake Huron, reached Green Bay early in September. Loss of
 the Griffin on her return trip.
 1684 -- Governor De la Barre, of New France, attempted to crush
 the Iroquois.
 1686 -- Duluth built a French fort at St. Joseph, on the St. Clair
 river, the site of Fort Gratiot. English traders visited Mackinaw.
 1687 -- French capture two English trading parties on Lake Huron.
 French expedition against the Iroquois met with defeat. Fort Niagara built
 by the French.
 1688 -- Fort St. Joseph burned and abandoned by the French. Fort
 Niagara abandoned by the French. Fort Frontenac destroyed. French
 temporarily lost command of the Great Lakes.
 1694 -- Fort Frontenac rebuilt by the French.
 
 
 Eighteenth Century
 1701 -- French fort erected at Detroit by Cadillac.
 1703 -- French fort at Detroit partially destroyed by Indians.
 1718 -- French fort at Detroit rebuilt by Tonti.
 1720 -- Governor Burnett, of New York, began the erection of a
 trading post at Oswego. New York Legislature prohibited New York merchants
 from trading with Canada for furs.
 1725 -- French rebuilt Fort Niagara.
 1726 -- English launched two vessels at Oswego.
 1747 -- French fortify scattered posts from Lake Ontario to Lake
 Superior.
 1750 -- Little Fort Niagara, one and one-half miles
 above Niagara Falls, completed by the French.
 1755 -- English built two sloops, the Oswego and the Ontario, at
 Oswego, besides several other boats. French fortify and strengthen their
 lake forts.
 1756 -- French captured Oswego, six sloops of war, 100 boats and
 large munitions of war.
 1758 -- Colonel Bradstreet captured Fort Frontenac, and with it
 seven vessels.
 1759 -- Fort Niagara surrendered to the English, who thereby
 secured control of Lakes Erie and Ontario.
 1760 -- Major Rogers took possession of Detroit.
 1761 -- English took the French posts at Mackinac, St. Mary's,
 Green Bay and St. Joseph's and gained control of the entire lake region.
 1762 -- English built at Detroit the schooners Beaver and
 Gladwyn.
 1763 -- Pontiac's conspiracy against the English. Fall of Fort
 Sandusky, May 16, Indians captured St. Joseph's Fort, May 25. Massacre at
 Mackinaw, June 4. English post at St. Mary's and at Green Bay abandoned.
 Presqu'Isle surrendered, June 17. Detroit invested by Pontiac's Indians.
 Gallant service aboard the small armed schooners Beaver and Gladwyn. Beaver
 wrecked at Cat Fish creek, 14 miles from Buffalo, August 28. Massacre at
 Devil's Hole, Niagara river, September 14.
 The New York Mercury of 1763 says: ''There are five
 brigs from 30 to 80 tons, and 18 armed flush-decked cutters on Lake Ontario.
 The navigation of that lake will soon equal for trade that of the Caspian
 Sea."
 1764 -- Sir William Johnson attempted to pacify the savages.
 Bradstreet relieved Detroit. Captain Howard regained Mackinaw, and English
 detachments reoccupy Green Bay and St. Mary's. Great Britain again in
 complete control of the lakes. Three new vessels built, the Victory, the
 Boston and the Royal Charlotte.
 1766 -- English fur trade at Mackinaw began, and extended
 rapidly.
 1767 -- The Brunswick launched.
 1769 -- The Enterprise built at Detroit. Sloop Betsey
 launched.
 1770 -- The Charity, of 70 tons, launched at Niagara.
 1771 -- The Chippewa, Lady Charlotte and Beaver 2nd launched.
 Beaver 2nd lost near Sandusky in May with her entire crew of 17 men.
 Schooner Hope, 81 tons, built at Detroit; Sloop Angelica, 66 tons, built at
 Detroit.
 1772 -- Sloop launched on Lake Superior by the English trader
 Henry and others in an attempt to develop copper mining. British brig-of-war
 General Gage, 154 tons, built at Detroit. Schooner Dunmore, 106 tons, built
 at Detroit.
 1774 -- The Lake Superior sloop sold by Henry to fur traders.
 Sloop Felicity, 55 tons, and Schooner Faith, 61 tons, built at Detroit.
 1776 -- Sloop Adventure, 34 tons, built at Detroit.
 1779 -- Sloop Wyandotte, 47 tons, built at Detroit.
 1780 -- British schooner Ontario, probably built several years
 earlier, lost during a fearful gale between Niagara and Oswego, with 172
 English soldiers. The Ontario carried 22 guns, and was commanded by Captain
 Andrews. The soldiers lost were a detachment of the King's Own Regiment,
 commanded by Colonel Burton.
 1781 -- Spanish detachment from St. Louis captured St. Joseph (the
 British garrison retreating to Detroit), and fly the flag of Spain over Lake
 Michigan. The Spaniards, fearing an attack from Detroit, retired to the
 Mississippi a few days later.
 1783 -- By treaty the boundary between Canada and the United
 States established along the middle of the chain of Great Lakes. Northwest
 Fur Company organized at Quebec, and established posts at various points on
 the upper lakes.
 1784 -- Northwest Fur Company built at Detroit the schooner
 Beaver, 34-feet keel, 13-feet beam and 4-feet hold.
 1785 -- Unsuccessful attempt to take the Beaver up St. Mary's
 Falls.
 1789 -- Hudson Bay Company owned a vessel called the Speedwell on
 Lake Superior, and others on Lake Ontario. John Fellows, of
 Massachusetts, crossed Lake Ontario in the first American boat on the Great
 Lakes, with tea and tobacco.
 1792 -- English merchantman, the York, constructed at York. A
 vessel named the Missisaga, sailed on Lake Ontario that year.
 1793 -- English vessels on Lake Ontario included the armed
 schooner Onondaga, the Lady Dorchester, 87 tons, Mohawk, Caldwell and
 Buffalo.
 1795 -- The Sophia was a quick-sailing vessel on Lake Ontario.
 Captain Lee, of Chippewa, owned the only boat on the south side of Lake
 Erie, a small vessel, name unknown.
 1796 -- Great Britain surrendered to the United Slates the posts
 at Oswego, Lewiston, Schlosser, Miami, Detroit and Mackinaw. At Detroit this
 year there were owned 12 merchant vessels, and several sloops, brigs and
 schooners of from 50 to 100 tons each. British built a fort on the island of
 St. Joseph, 20 miles above Detroit. Schooner Swan first vessel to float the
 stars and stripes on Lake Erie. Erie Packet sailed on Lake Erie.
 1797 -- Canadian vessel, Governor Simcoe, 87 tons, owned by the
 Northwest Company, sailed on Lake Ontario. Sloop Detroit wrecked near Erie.
 American schooner Wilkinson, 80 tons, built at Detroit.
 1798 -- The Jemima built at Hanford's Landing, below Rochester.
 Sloop Weazel sailed on Lake Erie. Sloop Washington, 36 tons, launched near
 Erie.
 1799 -- The York wrecked in November, on a rock off the Devil's
 Nose. Genesee and Peggy sailed between Oswego and Niagara. Good Intent, 30
 tons, built at Mill Creek.
 1800 -- This year there sailed on Lakes Erie, Huron and Michigan
 the schooners Nancy, 94 tons, and Swan, and the sloops Sagima, Detroit,
 Beaver, Industry, Speedwell and Arabaska; on Lake Superior, the sloop Otter.
 The Harlequin built at Erie was lost during her first season with all on
 board.
 
 
 Nineteenth Century.
 
 1801 -- 1810.
 
 1802 -- The United States Government built at Detroit the brig
 Adams, 100 tons,
 and the schooner Tracy, 53 tons. The Tracy was stranded and lost
 on the reef off Fort Erie.
 1803 -- The Lady Washington built near Erie in 1797, lost in a
 gale near Oswego, November 24.
 1804 -- The Canadian schooner Speedy left Niagara for Presque Isle
 October 7, and was wrecked in a fierce gale the next day with all on board,
 about 20 souls, including a number of passengers. Fort Dearborn built at
 Chicago.
 1805 -- Niagara portage established at Black Rock by Porter,
 Barton & Co. Schooner Surprise, the first vessel built at Buffalo,
 constructed about this year.
 1806 -- The Good Intent lost at Point Abino with all on board.
 1808 -- Act for the construction of a lighthouse on Gibraltar
 Point, Lake Ontario, passed by the Upper Canada Assembly. Schooner Zephyr,
 45 tons burden, built at Cleveland. John Jacob Astor established the
 American Fur Company.
 1809 -- Dalhousie, first steamer on the St. Lawrence, built at
 Prescott, Canada.
 1810 -- Schooner Charles and Ann, built at Oswego, attracted
 considerable attention on account of her size.
 
 1811.
 
 September 30 -- Schooner Salina arrived at Buffalo in command of
 Captain Dobbins, with a cargo of furs valued at $150,000. October 11 --
 Capt. Oliver Luther, Captain White and Nathan Pitney drowned from the
 schooner Ranger, bound from Detroit to Black Rock. October 20 -- A severe
 storm on the St Lawrence river resulted in great damage to shipping
 interests of the lakes. November 1 -- Sloop Commencement damaged during a
 storm on Lake Erie. Schooner Amelia ashore near the mouth of the Cuyahoga
 river. Schooners Catherine and Mary sustain injuries on Lake Erie. December
 24 -- Ships Gates and Ann ashore at Governor's island.
 
 1812.
 
 March 14 -- Severe storm on Lake Erie, doing much damage to
 shipping at several ports. May -- British schooners Lord Nelson, Ontario and Niagara captured on Lake Ontario. American schooners Sophia
 and Island Packet captured and burned. July 2 -- American schooner Cuyahoga
 captured at Maiden. July 13 -- Schooners Salina and Mary in command of
 Captain Dobbins and Captain Rouff, respectively, captured by the British at
 Mackinac. Fall of Mackinac. July 29 -- British fleet driven from Sacket's
 Harbor. August 15 -- Massacre at Fort Dearborn. August 16 -- Hull
 surrendered Detroit. Schooner Lady Murray (British) captured by the United
 States schooner Lady of the Lake on Lake Ontario. September 9 -- Capt.
 William Brown, aged 28 years, killed on his boat, lying off Buffalo creek.
 October -- Lieutenant Elliott captured the British brigs Detroit and
 Caledonia at Black Rock. Schooner Lady Murray captured by the Royal George
 near the Genesee river. October 20 -- Captain Dobbins, of Erie, received
 orders from the government to build four gunboats on Lake Erie. November 11
 -- British vessel Simcoe sunk on Lake Ontario. Schooner James Madison
 launched, November 26, at Sacket's Harbor. British vessels Earl Moira and
 Prince Regent captured by the Americans on Lake Erie.
 
 1813.
 
 June 6 -- United States vessel Caledonia collided with a small
 boat near Black Rock, resulting in the drowning of five men. Ship General
 Pike launched June 13 at Sacket's Harbor. August 8 to 11 -- Naval
 engagements on Lake Ontario between Chauncey and Yeo. Schooners General
 Hamilton and Scourge, the latter in command of Captain Osgood, lost on Lake
 Ontario, during a severe gale. Many lives lost. British capture the American
 schooners Julia and Growler on Lake Ontario. September 10 -- Battle of Lake
 Erie. September 11 and 28 -- Two partial engagements on Lake Ontario between
 Chauncey and Yeo. October 7 -- Commodore Chauncey captured on Lake Ontario
 the five British schooners, Mary, Drummond, Lady Gore, Confiance and
 Hamilton, with from one to three guns on each. The last two were the Julia
 and Growler, renamed. October 12 -- Schooner Chippewa, in command of Capt.
 R. S. Tateun, ashore near Buffalo creek. She was captured from the British
 September 10, and was engaged in bringing the baggage of the 27th and 28th
 Regiments United States Infantry from Put-in-Bay. October 25 -- Sloop Little
 Belt ashore near Buffalo during a storm. October 26 -- Schooners Ariel and
 Trippe ashore on the south shore of Lake Erie. October 27 -- Snow one foot
 deep at Erie, greatly obstructing navigation. December 19 -- The British
 capture Niagara and burn the Ariel, Little Belt, Chippewa and Trippe.
 
 1814.
 
 April 15 -- Prince Regent. 1,450 tons, and Princess Charlotte,
 1,215 tons, launched at Kingston. April 19, ice disappeared on Lake Erie and
 navigation opened. May--Yeo captured Oswego. Americans captured a squadron
 of 19 British boats on Lake Ontario. June -- American brig Magnet burned by
 her crew near the head of Lake Ontario, to avoid capture. July -- Fleet
 sailed from Detroit against Mackinaw. Northwest Company's schooner Mink
 captured. Schooner Perseverance captured at the foot of Lake Superior, and
 scuttled. August -- British schooner Nancy captured in the Nottawasaga river. September 3 -- British
 captured the Tigress and September 5 the Scorpion, both near the Sault.
 October 2 -- St. Lawrence launched at Kingston. December 5 -- Navigation
 closed at most lake ports. December 26 -- Frigate Psyche launched at
 Kingston.
 
 
 After the War of 1812
 
 [Introduction]
 
 Building Of War Vessels In 1815 -- The Building Of The Frontenac, A
 Canadian Steamer -- Other Events Of 1815 - The First Steamer On Lake
 Ontario -- A Monopoly Of Steam Navigation On Lake Ontario - Warehouse At
 Black Rock -- Other Events Of 1816 -- Steam Navigation Begins, 1817 --
 First Trip Of The Frontenac -- An Adventure On Lake Erie -- Other Events
 Of 1817 -- The Memorable Walk-In-The-Water, 1818 -- Wreck Of The
 Hercules - Other Events Of 1818 -- Walk-In-The-Water In 1819 - Other
 Events Of That Year - Schoolcraft's Trip In 1820 -- The Governor Cass
 Expedition -- Other Events Of 1820.
 
 Soon after the close of the war of 1812 the straggling and
 struggling commerce of early years was revived, and speedily attained a
 vigorous growth. Shipbuilding sprang up at many ports, vessels multiplied,
 trade grew proportionately, and modern lake history may be said to have had
 a commencement. In the following pages are noted chronolog- ically the
 principal events of the Great Lakes, gleaned from many sources.
 
 
 1815
 Last Year of the War. -- At the beginning of 1815,
 war was still active in the region of the Great Lakes. At Sacket's Harbor,
 January 5, six hundred ship carpenters were at work on boats under the
 direction of Mr. Brown.
 In 1815 Porter, Barton & Co. built a warehouse at Black
 Rock, nearly opposite where the Queen City mills afterward stood.
 The building of the Frontenac, a Canadian steamer,
 was begun in October, 1815, advertisements having been published asking for
 tenders to build the boat. These advertisements were answered by two parties
 -- one a Scotchman named Bruce, of Montreal, the other being Henry Teabout,
 of Sacket's Harbor. After some little delay in considering the propositions,
 that of the latter was accepted. Mr. Teabout, who was making a bid for a
 company of which he was a member, after a couple of days spent in looking
 around for a proper site, selected Finkle's Point in consequence of the
 gravelly nature of the shore. Mr. Teabout was thoroughly qualified to build
 this boat, having served his apprenticeship with that remarkable man, Henry
 Eckford, who built the American fleet of vessels at Sacket's Harbor during
 the war of 1812. The other members of his company were James Chapman and
 William Smith. This shipbuilding firm had then recently built at Sacket's
 Harbor a vessel named the Kingston, which was the only craft plying between
 Kingston and Sacket's Harbor, and they had also built a fine schooner named
 the Woolsey.
 Other Events of 1815. -- May 23: Waters of Lake Erie
 the highest ever reported. July 17: Brig Caledonia and schooner Amelia go to
 Erie for rebuild. August 10: Schooner Lady of the Lake ashore near Cleveland
 during a gale. Cargo seriously damaged. Boat condemned for repair, and towed
 to Cleveland for rebuild. September 2: Schooner Tecumseh severely damaged
 during a storm near Point Albino. October 25: Schooner Julia in command of
 Captain Wilkinson, and owned by Capt. O. Coit, ashore while attempting to
 enter Buffalo creek in a storm. Schooner Weazel ashore near Buffalo.
 November 10: Schooner Experiment in command of Captain Lovejoy, ashore near
 Long Point. December 31: Sixty-four arrivals and clearances at
 Buffalo harbor during the season.
 
 
 1816
 The First Steamer on Lake Ontario. -- In the summer
 of 1816, the side- wheel steamer Ontario was build at Sacket's Harbor, but
 did not go into service until April of the following year. This was the
 first steamer on the lakes, the Frontinac coming out, at about the same
 time, on the Canadian side. The Ontario measured 232 tons and had beam
 engines and 34-inch cylinders of a 4-foot stroke.
 According to the Kingston Gazette: "On Saturday,
 September 7, 1816, the steamboat Frontenac was launched at the village of
 Ernettstown. A numerous concourse of people assembled on the occasion; but
 in con- sequence of an approaching shower a portion of the spectators
 withdrew before the launch actually took place. The boat moved slowly from
 her place and descended with majestic sweep into her proper element.
 "The length of the keel of this boat was 150 feet, the length of
 her deck, 170 feet, and her tonnage about 700 tons. Her proportions struck
 the eye very agreeably, and good judges pronounced her to be the best
 specimen of naval architecture that had ever proceeded from an American
 [Canadian] shipyard."
 After giving the above account the Gazette says: "A steamboat was
 lately launched at Sacket's Harbor. The opposite sides of the lake, which
 not long ago vied with each other in building ships of war, seem now to be
 equally emulous of commercial superiority." From this it would appear that
 the Frontenac was the second steamboat built on the Great Lakes, the one
 built at Sacket's Harbor, named the Ontario, and mentioned above, being the
 first.
 The application of steam to navigation had already assumed
 importance on the Hudson and other waters.
 A Monopoly of Steam Navigation on Lake Ontario. --
 The subject having been investigated in the summer and fall of 1815,
 articles of agreement were drawn up early in 1816, between Harriet Fulton
 and William Cutting, N. Y., executors of Robert Fulton and Robert R.
 Livingston, and Edward P. Livingston, of Clermont, owners of the right and
 privilege of steam- boat navigation in the State of New York, by special Act
 of the Legis- lature, on the one hand, and Charles Smyth, Joseph C. Yates,
 Thomas C. Duane and David Boyd, on the other hand, by which the latter
 acquired the sole right to navigate boats or vessels (steamships and vessels
 of war excepted) by steam on all or any of the waters of Lake Ontario,
 within the State of New York, and the full and entire and exclusive right of
 employing in the navigation of the same waters such inven- tions and
 improvements in the navigation of boats by fire or steam, to which the
 grantors or any of them had or thereafter might have right or title by
 patent.
 It was provided and stipulated that but one boat should be
 employed at a time on any route to be established on the said waters by
 virtue of this contract without the consent in writing of the grantors, and
 until the net proceeds of the same should or said one boat should exceed 20
 per cent. per annum. One boat was required to be built within two years. The
 grantees paid $10 on the execution of this agreement, and covenanted to pay
 annually on the 1st of January (deducting $1,500 from the gross receipts of
 each year, and the current expenses of running the boat) one-half of all
 moneys received above 12 per cent. on the investment. The $1,500 was to be
 withdrawn annually until it should amount to $12,000, which sum was to
 consti- tute a sinking fund for re-building the boat. Should the grantees
 acquire from the British Government any privileges for the navigation of the
 lake, these privileges were to be shared equally between the contracting
 parties, and these privileges were not to be transferred. Application was to
 be made for the incorporation of an association to be styled the Ontario
 Steamboat Company with a capital of $200,000.
 In February, 1816, a petition from Charles Smyth, David Boyd, Eri
 Lusher, Abraham Santvrood, John J. De Graff and their associates was
 granted, in which the essential facts above stated were given,
 and an Act of incorporation solicited. A Bill was prepared and passed the
 House by a vote of 76 to 40, but did not become a law in consequence of the
 early adjournment of the Legislature. On the 16th of August, same year, Eri
 Lusher and Charles Smyth became by assignment of DeGraff and Boyd, partners
 in the enterprise, and a boat was commenced at Sacket's Harbor the same
 summer, after the model of the Sea Horse, then running in the Sound near New
 York. She was 110 feet long, 24 feet wide and 8 feet deep, and of 237 tons
 burden. The boilers are said to have been 17 feet long and 3-½ feet
 in diameter, with a cross-head engine. The cylinder was 20 inches in
 diameter and 3-feet stroke; the wheels were 11 feet 4 inches across, and the
 engine was of 21-horse power.
 Warehouse at Black Rock. -- In March, 1816, the
 forwarding and commission house of Sill, Thompson & Co., took
 possession of the warehouse built the previous year at Black Rock. This one
 warehouse furnished ample storage for all property required to be put under
 shelter, going to or coming from the West, during all that time; and the
 company owning it and transacting all the business was called an "overgrown
 monopoly." As much business is transacted in a single day now as was then
 transacted in an entire season.
 Other Events of 1816 -- May 14: Ice disappears at
 several Lake Erie ports. Navigation open at Ogdensburg. June 11: Schooner
 Erie, 80 tons, launched at Black Rock. Owned by Col. J. Thomas and William
 Miller, and built by Capt. Asa Stanard. July 23: Brig Union, in command of
 Capt. James Beard, aground near Grosse Isle; released July 24. July 24:
 Captain Alien drowned at Erie. September 7: Steamboat Frontenac launched at
 Ernettstown, Lake Ontario. Keel 150 feet long; deck 170 feet long. December
 31: Eighty arrivals and clearances at the port of Buffalo during the
 year.
 The schooner Washington, in command of Capt. Daniel Dobbins, made
 a voyage in 1816 to Green Bay, as a government transport to convey troops to
 establish Ford Howard. At this time Captain Dobbins discovered and anchored
 in Washington harbor at the entrance of the bay, the schooner Washington
 being the first vessel that ever entered it.
 During the year 1816, and the three following seasons, there were
 plying on the British side of Lake Ontario, between Fort George (now
 Niagara) and York (Toronto) the schooners Crazy Jane, Catherine and Asp,
 transporting passengers and freight.
 
 
 1817
 Steam Navigation Begins. - The steamer Ontario made
 her first trip in April, 1817. The Ontario was the first steam vessel ever
 placed on water subject to a swell, and hence the real meaning of her being
 built to "test the power of steam against wind and wave." She was built
 under a grant from the heirs of Robert Fulton, and marks an important era in
 steam navigation. Previous to her construction steam navigation had been
 confined to rivers, and the mere weight of the paddle wheels and shaft was
 relied on as sufficient to deep them in place on their bearings. It was on
 this plan that the Ontario was constructed, because it was not known that
 any other plan would be necessary; but on her first trip she encountered
 considerable sea, and the waves lifted her paddle wheels off their bearings,
 causing the revolving wheels to tear away their wooden coverings. The
 Ontario was taken back into port disabled, but her repairs included a proper
 device for securely holding the shaft in its place.
 Early in 1817 the steamer Ontario was completed and started on her
 first trip, being everywhere greeted with the most lively demonstrations of
 joy. Bonfires, illuminations, and mutual congrat- ulations of friends
 expressed the satisfaction with which this achievement was regarded, and the
 event was hailed as the opening up of a new era in commerce on the lakes.
 Weekly trips from Ogdensburg to Lewiston were at first attempted, but on
 July 1, 1817, the owners of the steamboat advertised that, finding the trip
 of above 600 miles too extensive to be performed within that time, it would
 be changed to once in ten days. The fare through was fixed at
 $15. Capt. Francis Mallaby, U. S. N., was her first master. The Ontario
 continued to run until 1832, seldom exceeding five miles per hour. In the
 year last named she was broken up in Oswego.
 First Trip of the Frontenac. - On June 5, 1817, the
 Frontenac left Kingston for her first trip to the head of the lake. She was
 500 tons burden, and the first Canadian steamer on the lakes. She had no
 guards, except at her wheels. She carried three masts, was painted black and
 presented much the appearance of an ocean steamer, but carried no yards. Her
 deck was 170 feet long, her breadth being 32 feet. She cost in the
 neighborhood of £20,000. Capt. James McKenzie, a retired officer of
 the Royal Navy, was her commander. She began her trips in 1817. At first
 Captain McKenzie was not over-confident of his vessel, for advertisements
 were thus qualified: "The steamer, Frontenac, will sail from Kingston for
 Niagara, calling at York, on the 1st and 15th days of each month, with as
 much punctuality as the nature of lake navigation will admit of." But, later
 on, becoming familiar with his boat, he became more confident, and announced
 his days of departure with greater precision.
 An Adventure on Lake Erie. - The adventure of Salmon
 Sweatland, of Conneaut, who crossed Lake Erie in an open canoe, in
 September, 1817, is one of unusual interest. He had been accustomed, with
 the aid of a neighbor, Mr. Cousins, and a few hounds, to drive deer into the
 lake, where, pursuing them in a canoe, he shot them with but little
 difficulty. The circumstances which took place at this time, are vividly
 given in the annexed extract from the records of the Historical society,
 published in Howe's "Historical Collections of Ohio":
 "It was a lovely morning in early autum(sic), and Sweatland, in
 anticipation of his favorite sport, had risen at the first dawn of light,
 and without putting on his coat or waistcoat left his cabin, listening in
 the meantime in expectation of the approach of the dogs. His patience was
 not put to a severe trial ere his ears were saluted by the deep baying of
 the hounds, and on arriving at the beach he perceived that the deer had
 already taken to the lake, and was moving at some distance from the shore.
 In the enthusiasm of the moment he threw his hat upon the beach, his canoe
 was put in requisition and shoving from the shore he was soon engaged in
 rapid and animated pursuit. The wind, which had been fresh from the south
 during the night and gradually increasing, was now blowing nearly a gale,
 but intent on securing his prize, Sweatland was not in a situation to yield
 to the dictates of prudence. The deer, which was a vigorous animal of its
 kind, hoisted its flag of defiance, and breasting the waves stoutly showed
 that in a race with a log canoe and a single paddle he was not easily
 outdone.
 "Sweatland had attained a considerable distance from the shore and
 encountered a heavy sea before overtaking the animal, but was not apprised
 of the eminent peril of his situation, until, shooting past him, the deer
 turned towards the shore. He was, however, brought to a full appreciation of
 his danger when, on tacking his frail vessel and heading towards the land,
 he found that with his utmost exertions he could make no progress in the
 desired direction, but was continually drifting further to sea. He had been
 observed in his outward progress by Mr. Cousins, who had arrived immediately
 after the hounds, and by his own family, and as he disappeared from sight,
 considerable apprehensions were entertained for his safety.
 "The alarm was soon given in the neighborhood, and it was decided
 by those competent to judge that his return would be impossible, and that
 unless help could be afforded he was doomed to perish at sea. Actuated by
 those generous impulses that often induce men to peril their own lives to
 preserve those of others, Messrs. Gilbert, Cousins and Belden took a light
 boat at the mouth of the creek and proceeded in search of the wanderer, with
 the determination to make every effort for his relief. They met the deer
 returning toward the shore nearly exhausted, but the man who was the object
 of their solicitude was nowhere to be seen. They made stretches off shore
 within probable range of the fugitive for some hours, until
 they had gained a distance of five or six miles from land, when meeting with
 a sea in which they judged it impossible for a canoe to live, they abandoned
 the search, returned with difficulty to the shore, and Sweatland was given
 up for lost.
 "The canoe in which he was embarked was dug from a large
 white-wood log for a fishing boat; it was about fourteen feet in length and
 rather wide in proportion, and was considered a superior one of the kind.
 Sweatland continued to lie off, still heading toward the land, with the
 faint hope that the wind might abate, or that aid might reach him from the
 shore. One or two schooners were in sight in course of the day, and he made
 every signal in his power to attract their attention, but without
 success.
 "Fortunately Sweatland possessed a cool head and a stout heart,
 which, united with a tolerable share of physical strength and power of
 endurance, eminently qualified him for the part he was to act in this
 emergency. He was a good sailor, and as such would not yield to despondency
 until the last expedient had been exhausted. One only expedient remained,
 that of putting before the wind and endeavoring to reach the Canadian shore,
 a distance of about fifty miles. This he resolved to embrace as his forlorn
 hope.
 "It was now blowing a gale, and the sea was increasing as he pro-
 ceeded from the shore, and yet he was borne onwards over the waters by a
 power that no human agency could control. He was obliged to stand erect,
 moving cautiously from one extremity to the other, in order to trim his
 vessel to the waves, well aware that a single lost stroke of the paddle or
 tottering movement would swamp his frail bark and bring his adventure to a
 final close. Much of his attention was likewise required in bailing his
 canoe from the water, an operation which he was obliged to perform by making
 use of his shoes, a substantial pair of stoggies, that happened fortunately
 to be upon his feet.
 "Hitherto he had been blessed with the cheerful light of heaven,
 and amidst all his perils could say, 'The light is sweet, and it is a
 pleasant thing for the eyes to behold the sun;' but to add to his distress,
 the shades of night were now gathering around him, and he was soon enveloped
 in darkness. The sky was overcast, and the light of a few stars that
 twinkled through the haze alone remained to guide his path over the dark and
 troubled waters. In this fearful condition, destitute of food and the
 necessary clothing, his log canoe was rocked upon the billows during that
 long and terrible night. When morning appeared he was in sight of land, and
 found that he had made Long Point, on the Canada shore. Here he was met by
 an adverse wind and a cross sea, but the same providential aid which had
 guided him thus far still sustained and protected him; and after being
 buffeted by the winds and waves for nearly thirty hours, he succeeded in
 reaching the land in safety.
 "What were the emotions he experienced on treading once more 'the
 green and solid earth' we shall not attempt to inquire, but his trials were
 not yet ended. He found himself faint with hunger and exhausted with
 fatigue, at the distance of forty miles from any human habitation, whilst
 the country that intervened was a desert filled with marshes and tangled
 thickets, from which nothing could be obtained to supply his wants. These
 difficulties, together with the reduced state of his strength, rendered his
 progress towards the settlement slow and toilsome. On his way he found a
 quantity of goods, supposed to have been driven on shore from the wreck of
 some vessel, which, although they afforded him no immediate relief, were
 afterwards of material service.
 "He ultimately arrived at the settlement and was received and
 treated with great kindness and hospitality by the people. After his
 strength was sufficiently recruited, he returned with a boat, accompanied by
 some of the inhabitants, and brought off the goods. >From this place he
 proceeded by land to Buffalo, where, with the avails of his treasure, he
 furnished himself in the garb of a gentle- man, and finding the Traveler,
 Capt. Charles Brown, from Conneaut, in the harbor, he shipped on board and
 was soon on his way to rejoin his family. When the packet
 arrived off his dwelling, they fired guns from the deck, and the crew gave
 three loud cheers. On landing he found his funeral sermon had been preached,
 and had the rare privilege of seeing his own widow clothed in the
 habiliments of mourning."
 Other Events of 1817. -- January 1: Seven vessels
 enrolled in Buffalo district for navigation of the season. April 1: A
 steamer put on the route between Ogdensburg and Niagara, touching at
 Sacket's Harbor and Oswego. April 29: Ice leaves Lake Erie ports. August 19:
 Schooner Tigress sustains damages during a storm on Lake Erie. Her cargo of
 furs considered the most valuable ever floated on the lake. December 31:
 Fishing interests near Sacket's Harbor cleared $6,000 during the season. One
 hundred arrivals and clearances during the season at Buffalo. The first
 bridge connecting Goat Island, Niagara Falls, with the mainland was built in
 1817 by Judge Porter.
 In 1817, very soon after Fort Dearborn had been reconstructed, at
 Chicago, the schooner Heartless arrived off the lake shore. Attempting to
 run up the Chicago river she was beached in the sand. Efforts to float her
 proved unavailing, and there she remained, a complete wreck, the first one
 which occurred within sight of Fort Dearborn.
 
 
 1818.
 Steamboat Walk-in-the-Water. First steam
 vessel on Lake Erie. Built at Black Rock, N. Y., 1818; wrecked 1821.
 From "American Steam Vessels" Copyright 1895. Smith &
 Stanton.The Memorable
 Walk-in-the-Water. -- The year 1818 is memorable for the
 construction of the Walk-in-the-Water, the first steamboat on Lake Erie.
 During the winter of 1817-1818 the following named persons associated to
 build a steamboat to navigate Lake Erie: Joseph B. Stuart, Nathaniel Davis,
 Asa H. Curtis, Ralph Pratt, James Durant and John Meads, of Albany, and
 Robert McQueen, Samuel McCoon, Alexander McMuir and Noah Brown, of the City
 of New York. Of these, Mr. McQueen, a machinist, built the engine, and Mr.
 Brown, a shipwright, super- intended the construction of the hull.
 Early in 1818 Mr. Brown laid the keel at the mouth of Scajaquada
 creek. There, May 28, 1818, he launched a boat of the following dimensions:
 Length, 135 feet; width, 32 feet; depth, 8 feet 6 inches; 338 tons, with two
 masts, carrying mainsail, foresail and foretopmast staysail. On August 25,
 the Walk-in-the-Water departed on her first passage over the waters of Lake
 Erie, with twenty-nine passengers on board, bound for Erie, Grand River,
 Cleveland, Sandusky and Detroit. Her license and enrollment were dated
 August 22, 1818. She reached Detroit, over this course, in 44 hours and 10
 minutes running time, developing a speed of about seven and a half miles per
 hour. She was commanded by Capt. Job Fish, who had sailed the lakes for
 several years, master of a trading schooner. 
 The scene presented when the boat was ascending the Niagara from
 Black Rock was picturesque. The primitive steamboat struggled with the rapid
 current, aided by several yoke of oxen on the beach, tugging at the end of a
 long towline. This was the historical "horn breeze" prevalent on Niagara
 river, when the current was stronger than the applied steam power.
 According to Capt. Barton Atkins, of Buffalo, the origin of the
 name was as follows: "When Fulton first steamed his boat, the Clermont, up
 the Hudson, in 1807, an Indian standing on the river bank, gazing long and
 silently at the boat moving up stream without sails, finally exclaimed:
 'Walks in the water.' The man in the forest saw the boat stemming the
 current unaided by any power known to him. He observed the paddle wheels
 slowly revolving, and intuitively comprehended that when a paddle struck the
 water there was a step forward."
 It may be here stated briefly that the name, "Walk-in-the-Water,"
 being so long, was not generally used, either in conversation or in print.
 As she was the only one of her class on Lake Erie she was usually designated
 as "The Steamboat."
 The arrival of the steamboat at Cleveland is thus chronicled by a
 local historian: "On the first day of September, 1818, an entire novelty --
 the like of which not one in 500 of the inhabitants had ever before seen --
 presented itself before the people of Cuyahoga county. On the
 day named the residents along the lake shore of Euclid saw upon the lake a
 curious kind of a vessel, making what was then considered very rapid
 progress westward, without the aid of sails, while from a pipe near its
 middle rolled forth a dark cloud of smoke, which trailed its gloomy length
 far into the rear of the swift-gliding mysterious traveler over the deep.
 They watched its westward course until it turned its prow toward the harbor
 of Cleveland, and then returned to their labors. Many of them doubtless knew
 what it was, but some shook their heads in sad surmise as to whether some
 evil powers were not at work in producing such a strange phenomenon as that,
 on the bosom of their beloved Lake Erie. Meanwhile the citizens of Cleveland
 perceived the approaching monster, and hastened to the lake shore to examine
 it. 'What is it?' 'What is it?' 'Where did it come from?' 'What makes it
 go?' queried one and another of the excited throng. 'It's the steamboat,
 that's what it is,' cried others in reply.
 " 'Yes, yes, it's the steamboat; it's the steamboat,' was the
 general shout, and with ringing cheers the people welcomed the first vessel
 propelled by steam which had ever traversed the waters of Lake Erie. The
 keel had been laid at Black Rock, near Buffalo, in November, 1817, and the
 vessel had been built during the spring and summer of 1818. It had received
 the name of 'Walk-in-the-Water,' from a Wyandot chieftain, who was formerly
 known by that appellation; which was also extremely appropriate as applied
 to a vessel which did indeed walk in the water like a thing of life.
 "The harbinger of the numerous steam-leviathans of the upper
 lakes, and of the immense commerce carried on by them, was of 300 tons
 burden, and could carry a hundred cabin passengers, and a still larger
 number in the steerage. Its best speed was from eight to ten miles an hour,
 and even this was considered something wonderful. All Cleveland swarmed on
 board to examine the new craft, and many of the leading citizens took
 passage in it to Detroit, for which place it soon set forth."
 In the Detroit Gazette is found an account of her
 first passage to that city: "The Walk-in-the-Water left Buffalo at one and a
 half P.M., and arrived at Dunkirk 35 minutes past six on the same day. On
 the following morning she arrived at Erie, Captain Fish having reduced her
 steam in order not to pass that place, where he took in a supply of wood."
 [The boat was visited by all the inhabitants during the day, and had the
 misfortune to get aground for a short time in the bay, a little west of
 French street.] "At half-past seven P.M. she left Erie, and arrived at
 Cleveland at eleven o'clock, Tuesday; at twenty minutes past six P.M.
 sailed, and reached Sandusky bay at one o'clock on Wednesday; lay at anchor
 during the night, and then proceeded to Venice for wood; left Venice at
 three P.M. and arrived at the mouth of Detroit river, where she anchored
 during the night.
 "The whole time of this first voyage from Buffalo to Detroit
 occupied 44 hours and 10 minutes -- the wind ahead during the whole passage.
 Not the slightest accident happened during the voyage, and her machinery
 worked admirably.
 "Nothing could exceed the surprise of the 'sons of the forest' on
 seeing the Walk-in-the-Water move majestically and rapidly against wind and
 current, without sails or oars. Above Malden they lined the shores and
 expressed their astonishment by repeated shouts of 'Taiyoh nichee'! [An
 exclamation of surprise.]
 "A report that had circulated among them that a 'big canoe' would
 soon come from the 'noisy waters,' which, by order of the 'great father of
 the Chemo Komods' [Long Knives or Yankees] would be drawn through the lakes
 and rivers by a sturgeon. Of the truth of the report they were perfectly
 satisfied."
 Her second arrival at Detroit was on September 7, of the same
 year, having on board 31 passengers, including the Earl of Selkirk and
 suite, destined for the far Northwest.
 The cabins of the Walk-in-the-Water were fitted up in a neat,
 convenient, and elegant style, and a trip to Buffalo was considered not only
 tolerable, but truly pleasant. She made an excursion from
 Detroit to Lake St. Clair, with a party of ladies and gentlemen, and
 returned to Buffalo in time to be again at Detroit the following week.
 Tradition has it that Captain Fish was not particularly pleased
 with the lake, and returned in a short time to his former command on the
 Hudson, the Firefly, running between Poughkeepsie and New York. Capt. John
 Davis being a thorough and accomplished seaman (which Captain Fish did not
 profess to be) amused himself by exciting his fears and magnifying the
 dangers of lake navigation. Captain Davis had been master of the schooner
 Michigan, had command of the Walk-in-the-Water after Captain Fish resigned,
 and previous to the appointment of Capt. Jedediah Rogers.
 The fleet on Lake Ontario in 1818 numbered 60
 vessels. There was a considerable commerce in timber and staves, picked up
 on the south shore of the lake. But as there were then no harbors on the
 lake the timber was floated out to the vessels, and the staves carried out
 in scows. These articles were carried by vessels down to Cape Vincent and
 Carlton's island, and other points at the head of the St. Lawrence river,
 where they were unloaded, made into rafts, and floated thence down the St.
 Lawrence to Montreal and Quebec.
 On April 22, 1818, a second steamboat was launched at Ernettstown,
 named the Queen Charlotte. This vessel ran twice each week from Wilkin's
 wharf to Prescott. Up to the time this vessel commenced running the stage
 coach had run between Kingston and Prescott, but it now ceased to make its
 trips.
 Wreck of the Hercules. -- Late in October, 1818, the
 schooner Hercules was wrecked in Lake Michigan between the two Calumet
 rivers, and all on board perished. The first intelligence of the fatal
 catastrophe was communicated by the finding of the wreck of the vessel, and
 the bodies of the passengers strewed along the shore. Several days, however,
 had elapsed before this discovery was made, and the bodies were so beaten
 and bruised by the spars of the wreck that the deceased could not be
 recognized by their features. Among these was Lieut. William S. Evileth, an
 intelligent and promising young officer of engineers, whose death was much
 lamented. He had been employed in the rebuilding of Fort Dearborn at
 Chicago, and had embarked, the day previous to the shipwreck, at Chicago, to
 return to his friends, after a summer spent in arduous and useful service.
 When the unfortunate young man was found his face had been so gnawed by
 wolves that he would not have been identified, had it not been for the
 military buttons of his clothes.
 The marine interests of Chicago during these early years were
 centered in the Mackinac trading-boats, which belonged to the American Fur
 Company, and an occasional craft which stopped at the fort on government
 business.
 Other events of 1818 -- March 6: Capt. John Mach dies
 at the age of 58 years at Chattaraugus Creek. April 15: Navigation opened at
 Sacket's Harbor by the sloop Arcadia, cleared for Niagara. April 21: Ice
 leaves many Lake Erie ports. April 25: Schooner Nancy, in command of Captain
 Fairbanks, of Putneyville, ashore near Eighteen Mile creek. July 16:
 Steamboat Sophia launched at Sacket's Harbor; built by Mr. Roberts, to play
 between Sacket's Harbor and Kingston. August 18: Lighthouse completed at
 Erie. August 23: Steamer Walk-in-the-water leaves Buffalo for Detroit, on
 her fist trip, in command of Captain Fish. September 27: Steamboat
 Walk-in-the-water sustains injuries by running aground near Erie. October
 10: Capt. Daniel S. Dexter, commandant of the Naval Station on Lake Erie,
 dies at Erie. October 21: Schooners Eagle and Commodore Perry ashore near
 Buffalo creek during a storm. November 3: Schooner Hercules in command of
 Captain Church, wrecked on Lake Michigan during a violent gale. Several
 lives lost. November 15: Schooner Independence, commanded and owned by Capt.
 John Brooks, capsized and wrecked off Black river; crew drowned and cargo
 lost. November 15: Schooner Paulina, loaded with salt, ashore
 near Grand River. Crew saved; cargo lost. Schooner Boxer sustains serious
 injuries at Grand River during the storm. Schooner Wasp, dismasted and
 driven ashore at Cunningham's creek; crew saved; cargo lost. British brig
 Lord Wellington, wrecked at Point Albino; crew saved; cargo lost. November
 18: Schooner General Brown driven ashore and severely damaged, at Black
 river; crew saved. December 26: Schooner Dolphin wrecked by the ice at
 Putneyville, Lake Ontario. December 31: Ninety-six arrivals and clearances
 at Buffalo during the season.
 
 
 1819.
 Walk-in-the-Water Visits Green Bay. -- The
 Walk-in-the-Water this year made a trip to Mackinaw and Green Bay, and was
 thus the first steamboat on the waters of Lake Michigan.
 The New York Mercantile Advertiser, of May -- , 1819,
 contained the following notice:
 "The swift steamboat Walk-in-the-Water is intended to make a
 voyage early in the summer from Buffalo, on Lake Erie, to Michilimackinac,
 on Lake Huron, for the conveyance of company. The trip has so near a
 resemblance to the famous Argonautic expedition in the heroic ages of Greece
 that expectation is quite alive on the subject. Many of our most
 distinguished citizens are said to have already engaged their passage for
 this splendid adventure.
 "Her speed may be judged from the fact that it took her ten days
 to make the trip from Buffalo to Detroit and back, and the charge was
 eighteen dollars. The Walk-in-the-Water made this trip to carry up the
 American Fur Company's goods."
 This advertisement appeared in the Buffalo papers in 1819: "Notice
 -- Sealed proposals will be received by Harry Thompson for supplying 600
 cords of basswood for the steamboat Walk-in-the-Water, the wood to be
 delivered on the river bank adjoining the steamboat wharf. Payment will be
 made one-fourth on the delivery of the wood, the remainder on the first day
 of May next. Dated Black Rock, October 19, 1819." To make steam for a modern
 lake steamer, basswood would be considered rather thin. With such fuel it is
 doubtful if one of them could maintain a speed of seven and a half miles per
 hour, the boasted achievement of the Walk-in-the-Water.
 An advertisement in the Kingston, Ont., Chronicle of
 April 30, 1819, reads as follows: "The steamboat Frontenac, James McKenzie,
 master, will in future leave the different ports on the following days:
 Kingston, for York, on the 1st, 11th and 21st of each month; York, for
 Queenston, on the 3rd, 13th and 23rd days of each month; Niagara, for
 Kingston, on the 5th, 15th and 25th of each month. Rates of passage, from
 Kingston to York and Niagara, L.3; from York to Niagara, L1; children under
 three years of age, half price, above three and under ten years of age,
 two-thirds price. Passengers are allowed 60 pounds of baggage. Gentlemen's
 servants can not eat or sleep in the cabin. Deck passengers will pay 15
 shillings, and may either bring their own provisions or be furnished by the
 steward. For each dog brought on board, 5 shillings."
 Other Events of 1819. -- February 1: Ice leaves
 several Lake Erie harbors. October 24: Snow at Buffalo obstructs navigation
 to and from that harbor. November 6: Schooner Kingbird, with a cargo of salt
 for Portland, ashore near Buffalo creek. Sloop General Huntington sustains
 losses on Lake Erie during a storm. British schooner Elizabeth in command of
 Captain Fellows, with a cargo for Malden, ashore near Point Albino. December
 8: Navigation closed at most lake ports. Ninety-six arrivals and departures
 at Buffalo during the season. The Dalhousie, built in 1819, was the third
 steamer built on the Canada side of Lake Ontario, at Kingston, by Henry
 Gildersleeve. She plied on the same route as the steamer Charlotte.
 
 
 1820.
 Schoolcraft's Trip. -- Henry R. Schoolcraft took
 passage on the Walk- in-the-Water in 1820 while on his trip up the lakes.
 "On the sixth of May" he writes, "I embarked on board the steam boat, which
 left Black Rock at 9 o'clock in the morning, and reached
 Detroit on the eighth at 12 o'clock at night. We were favored with clear
 weather, and a part of the time with a fair wind. The boat is large, uniting
 in its construction a great degree of strength, convenience and elegance,
 and is propelled by a powerful and well-cast engine, on the Fultonian plan,
 and one of the best pieces of workmanship of the original foundry
 (McQueen's, New York). The accomodations of the boat are all that could be
 wished, and nothing occurred to interrupt the delight which a passage at
 this season affords. The distance is computed at 300 miles; the time we
 employed in the voyage was sixty-two hours, which gives an average rate of
 traveling of five miles per hour. The first two miles after leaving Black
 Rock, a very heavy rapid is encountered, in ascending which the assistance
 of oxen is required. In passing through Lake Erie the boat touches at the
 town of Erie, in Pennsylvania, at the mouth of Grande river and at the towns
 of Cleve- land and Portland, in Ohio, the latter situated on Sandusky
 bay."
 "While detained at Bois Blanc," writes Schoolcraft, "a vessel
 bound for Michilimackinac passed up through the narrow strait which separ-
 ates the island from the main shore. It is interesting to contemplate the
 progress of commerce through regions which at no remote period were only
 traversed in bark canoes."
 The Governor Cass Expedition. - In 1820 General Cass,
 under the authority of the Secretary of War, directed an exploring
 expedition of Lake Superior and crossed over to the Mississippi. This
 expedition had among its principal objects that of investigating the
 northwest- ern copper mines, and was accompanied by H. R. Schoolcraft, in
 the capacity of mineralogist and geologist. His observations are recorded in
 his "Narrative Journal of Travels from Detroit northwest, etc.," from which
 the following account is condensed:
 Schoolcraft, from Grosse Point, was a member of a party of 38
 persons, all embarked in three canoes. It included, besides himself, Gov.
 Lewis Cass, of Michigan Territory, his staff and officers numbering seven,
 ten Canadian voyageurs, seven United States soldiers, ten Indians, an
 interpreter and a guide. Only enough provisions were taken to serve the
 party to the island of Michilimackinac, to which place the stores, arms,
 Indian goods and other principal outfits had been sent by vessels in order
 to facilitate their passage through Lake Huron. The three canoes were moved
 wholly with paddles, but a sail provided to each, as well as a small
 standard, bearing the arms of the United States. Each canoe had also a tent
 or marque and an oil cloth, together with the necessary gum, bark and
 apparatus for mending canoes. "From Port Huron," says Schoolcraft, "it is
 necess- ary, in order to strike the mouth of St. Clair river and to save a
 tedious voyage round the shore, to traverse across a large bay, or arm of
 the lake, but before we had reached half the distance the wind arose and
 continued to blow with such violence that with every exertion little headway
 could be made, while the waves were fre- quently breaking across our canoes,
 which rendered it necessary for one man to be continually employed in
 bailing out the water. On the fourth day from Detroit, or May 26, 1820, Fort
 Gratiot, at the foot of Lake Huron, was reached. In ascending St. Clair
 river nine vessels, detained by head winds, were passed. They were laden
 with merchandise, military stores and troops for Michilimackinac, Green Bay
 and Chicago. They also passed a number of Indian canoes, in each of which
 were generally one family with their blankets, guns, fishing apparatus and
 dogs.
 In order to cross Saginaw bay with safety in a canoe, says
 Schoolcraft, it is necessary to pass up the eastern shore from Point aux
 Barques to Point aux Cheves, a distance of 18 miles. Here, if the lake be
 calm, the voyageur crosses by a stretch of 20 miles to the opposite shore,
 with the advantage of landing on the island of Shawangunk, should a storm
 overtake him in the center of the bay, which is frequently the case. On
 gaining the opposite shore, it is necessary to pass down the bay about the
 same distance that was formerly ascended, before the open lake
 is again reached. The entire crossing can easily be performed in one day if
 the weather is favorable, but this does not always happen, and the fatal
 accidents that have formerly befallen those who were too venturesome have
 operated as a severe caution to voyageurs and canoe travelers of the present
 day, so that it is difficult to induce the former to attempt it, unless the
 weather be perfectly clear and the bay calm.
 At Presque Isle, three days later, the party carried their canoes
 and baggage across the portage, which is about 200 yards, over a low, sandy
 neck of land, connecting the peninsula with the mainland. By this portage
 they saved a voyage of six or eight miles around a point of land which
 projects into the lake. 
 The next day, the fourteenth from Detroit, they reached Mackinac.
 "Nothing can present a more picturesque or refreshing spectacle to the
 traveler, wearied with the lifeless monotony of a canoe voyage through Lake
 Huron," exclaims the traveler, "than the first sight of the island of
 Michilimackinac, which rises from the watery horizon in lofty bluffs,
 imprinting a rugged outline along the sky, and capped with two fortresses,
 on which the American standard is seen conspic- uously displayed. A compact
 town stretches along the narrow plain below the hills, and a beautiful
 harbor, checkered with Americana vessels at anchor, and Indian canoes
 rapidly shooting across the water in every direction," The distance from
 Detroit to Mackinac is computed at 300 miles by those who perform the route
 in vessels of a large size, but is about 360 miles when all the indentations
 of the shore are followed. 
 Mackinac, in 1820, had a permanent population of about 450, but is
 sometimes swelled by the influx of traders, voyageurs and Indians to one or
 two thousand.
 "During our detention here," says Schoolcraft, "vessels have been
 constantly entering or leaving the harbor, giving the town an appear- ance
 of bustle and business, which was not expected. This appearance of trade
 has, perhaps, recently assumed a partial activity by the concentration of a
 considerable military force on the frontier, which has furnished employment
 to a number of vessels in the transportation of troops, military stores and
 provisions."
 The provisions and stores shipped from Detroit reached Mackinac
 several days later, and June 13 the party, now reinforced to 42, embarked
 for Sault Ste. Marie in four canoes, escorted by a detachment of 22 soldiers
 in a 12-oared barge, under command of Lieut, Pierce, for the Indians were
 reported to entertain a spirit of hostility to the United States, and might
 stop the passage through to Lake Superior.
 Other Events of 1820 -- April 1: The Lake Erie
 Steamboat Company incorporated at Buffalo. April 5: Navigation open at
 Cleveland. May 6: Navigation open at Buffalo, by the Walk-in-the-Water bound
 for Detroit. August 4: Schooner Commodore Perry, bound from Sacket's Harbor,
 filled and sank off Putneyville; crew saved. Vessel recovered by the Lady of
 the Lake. September 4: Lighthouse at Galo island near Sacket's Harbor,
 lighted first time. October 11: Schooners Commodore Perry and Wolf driven
 ashore during a severe gale near Buffalo. Schooner Franklin, in command of
 Captain White, of Erie, and owned by Peter S. V. Hamot, with cargo valued at
 $3,500, sunk at Grand River; crew lost. Schooner Zephyr, in command of
 Captain Napier, wrecked; ten lives lost. October 26: Schooner Asp, in
 command of Captain Prossey, wrecked near the Salmon river, Lake Ontario;
 several lives lost. October 23: Schooner Lavantia, in command of Captain
 Stonburner, bound from Oswego to the Genesee river, wrecked off Little Sodus
 bay; crew saved; cargo lost. November 12: British schooner Owen, in command
 of Captain St. Clair, bound from Kingston to Niagara, ashore at Long Point,
 during severe snow storm; crew saved; cargo lost. November 26: Schooner
 Erie, bound from Black Rock to Detroit damaged, during a storm. November 11:
 Schooners American Eagle, William, and Washington driven ashore at Cleveland
 during a gale. During a heavy storm and fall of snow, the schooner Triumph went ashore at the head of the Genesee river, schooner
 Swallow ashore near Braddock's Point, schooner Minerva ashore near Oswego,
 the British Wellington ashore at the head of Lake Ontario. The Kingston
 Packet and the Cornet aground near the Niagara river. November 24: Schooner
 Eagle, in command of Captain Manchester, sunk off Long Point. November 28:
 Schooner Lady Prevost driven from her moorings at Fort Erie, and beached
 near Bird Island.
 During the autumnal storms 18 vessels were lost on Lake
 Ontario.
 The enrollment of the Walk-on-the-Water for 1820 shows that Mary
 A. Gillespie and Elizabeth H. Post were part owners.
 In 1820 the John Watkins, a Canadian schooner, was afloat, and the
 schooner Lady Sarah Maitland, named after one of the "fair women," mentioned
 by Lord Byron as being present at the celebrated ball, given at Brussels by
 the Duchess of Richmond, on the eve of the battle of Waterloo. In July,
 1820, there was launched at York the sloop Richmond, 100 tons burden, which
 sailed between York and Niagara.
 
 
 1821-1830
 
 [Introduction]
 
 Wreck Of The Walk-In-The-Water, 1821 -- Steamer Superior Is Built And
 Launched, 1822 -- Other Happenings In 1821-1822 -- Commerce Gradually
 Improves, 1823 -- Some Events In That Year -- the Construction Of The
 Erie Canal In 1824 -- Other Events - Opening Of The Erie Canal. 1825 --
 Valuable Fur Cargo -- Severe October Gale -- Steamer Niagara Built At
 Toronto -- Other Early Steamships -- Other Events Of 1825 -- First Lake
 Vessel On The Erie Canal -- Steamer Henry Clay, 1826 - New Steamer
 Canada -- Erie's First Steamboat, Etc. -- McKenney's Trip Up The Lakes
 -- Other Events Of 1826 -- Trip To Green Bay, 1827 -- Other Events Of
 1827 -- The Schooner Canadian -- Other Events Of 1828 -- First Passage
 Through The Welland Canal, 1829 -- Other Events Of 1829 -- First
 Steamboat Explosions, 1830 -- First Three-Masted Steamboats --
 Remarkably Late Season -- First Marine Reporting -- Other Events Of
 1830.
 
 
 
 1821
 Wrecking of the Walk-in-the-Water, November
 1, 1821. From an oil painting by Mr. Matthies, made for Thomas and
 Mary A. W. Palmer, of Detroit, who were on the boat at the time of
 the disaster, returning home from their wedding trip. The wreck
 occurred just above the old lighthouse, or nearly opposite the foot
 of Main Street, Buffalo before daylight. Copy of painting obtained
 from C. M. Burton, Detroit.The year 1821 was
 notable for the wreck of the first steamer on Lake Erie -- The
 Walk-in-the-Water. The principal Buffalo newspaper devoted but a single
 paragraph to the disastrous event. The article reads as follows: "It is with
 extreme regret that we have to announce that the steamboat was beached about
 100 rods above the lighthouse on Thursday morning last, and is so badly
 damaged that she cannot be repaired. The boat was heavily laden, and on her
 last trip for the season. The crew are now removing her machinery. We
 understand that the machinery might be used in another boat. The boat owned
 by a company in Albany and New York, and we have not been able to learn
 whether she is insured or not."
 The published communication of a passenger on the fated boat gives
 additions particulars and incidents of the historical wreck. It is as
 follows: "On Wednesday, October 31, the Walk-in-the-Water left Black Rock at
 4 p.m., on her regular trip to Detroit. The weather, though somewhat rainy,
 did not appear threatening. After proceeding a short distance up the lake,
 she was struck by a severe squall, which continued to blow
 through the night with extreme severity. The lake became rough to a
 terrifying degree, and every wave seemed to threaten destruction to the boat
 and passengers. To proceed up the lake was impossible. To attempt to return
 to Black Rock amid the darkness and howling tempest would be certain
 destruction. She was then anchored, and for a time held fast. The casing in
 her cabin moved at every roll, and the creaking of her joints and timbers
 was appalling. She commenced leaking, and her engine was devoted to the
 pumps, but the water increased to an alarming extent, and the wind increased
 to an alarming degree. The wind blew more violent as the night advanced, and
 it was discovered that she was dragging her anchors. The passengers were
 numerous and many of them were ladies, whose fears and cries were truly
 heartrending. In this scene of distress and danger all the passengers feel
 the warmest gratitude to Captain Rogers for the prudence, coolness and
 intelligence with which he performed his duty. The boat was now at the mercy
 of the waves until 5 o'clock in the morning, when she was beached a short
 distance above the light- house, and we all debarked. Some idea may be
 formed of the fury of the storm from the fact that, though heavily laden,
 the boat was thrown entirely on the beach."
 The following account of the disaster, and of a subsequent tedious
 voyage from Buffalo to Detroit in November, was written by Mrs. Welton, one
 of the passengers: "The steamboat 'Walk-in-the-Water' left Black Rock the
 evening of October 31, 1821, bound for Detroit, with the following list of
 passengers: The Rev. Alanson W. Welton and family, Jedediah Hunt, William
 Lattimore, Thomas Palmer, Orlando Cutter, William Bercry, Silas Meriam, Mary
 A. W. Palmer, Rhoda Lattimore, Catharine Palmer, Marthy Bearey, Chauncey
 Barker, George Williams, Thomas Gray, E. N. Berge, John Hudson, F. Martin
 and George Throop. For the first few hours after leaving Black Rock, we had
 fair weather, but about eight o'clock in the evening, and while we were at
 supper, a terrific gale commenced, which lasted throughout the night. The
 boat, being unable to make headway against the gale. Captain Rodgers gave
 orders to cast anchor. We were then a few miles above the old Buffalo
 lighthouse. Here we lay until nearly daylight. During all this time, the
 creaking of her timbers throughout her whole length warned us of the
 probable fate in store for us all. The joints in her timbers opened in a
 frightful manner. At daylight, her anchors dragging, the captain gave orders
 to cut her cables and let her drift ashore, and the passengers were advised
 of the possible fatal result. Tired out with anxious watching, I had taken
 my berth with my children, keeping my own and their clothes on. My husband
 was still on deck. When the captain's summons came to the cabin passengers
 to turn out, as the boat was going ashore, the floor of the cabin was ankle
 deep with water. The passengers were strangers to each other, only a few
 hours having elapsed since leaving Black Rock. I will not attempt to
 describe the anxious, prayerful, tearful upturned faces that were grouped
 together in the cabin of the 'Walk in the Water' on that terrible, cold
 morning as we looked into each other's faces for probably the last time.
 "The boat struck the beach in a fortunate spot for the safety of
 the passengers and crew -- near the lighthouse -- and all were saved. The
 warm fireside we gathered around at the lighthouse was comfortable to our
 chilled limbs, and our hearts warmed with gratitude to God for deliverance
 from our peril. Monday, November 5, we embarked on the schooner Michigan,
 from Black Rock, determined to reach Detroit, our destined home and field of
 missionary labors. The weather was favorable until Tuesday, when opposite
 Cleveland another gale broke over us, before which we were driven like a
 feather, and came to anchor under Long Point, Canada, only 16 miles from
 Buffalo. On the morning of the 8th of November, we again got under way, with
 a fair wind, reaching a point opposite Cleveland, when another storm met us,
 from which we sought shelter in Erie Harbor, Pennsylvania. Here we were
 obliged to remain eleven days, the storm was so severe and
 continued, having, during this time, made three efforts to get on our way to
 Detroit and as often being driven back to Erie. Our fourth trial was
 successful, and although the weather was still what the sailors called
 rough, we reached the harbor of Put-in-Bay island. We spent the Sabbath on
 shore, and on Monday again set sail for Detroit. At evening we dropped
 anchor at the mouth of Detroit river. Here we lay, unfavorable winds
 detaining us for a whole week, but we finally arrived at Detroit on Saturday
 evening, December 1, 1821. Of all the passengers who were on board the
 'Walk-in-the-Water' on the last day of October, 1821, our little family were
 the only ones that ventured upon the waters of Lake Erie again that season,
 and I was the only female passenger throughout this tiresome voyage. The
 other passengers took the wagon route through Canada and arrived at Detroit
 before we did. We were 32 days on steamer and sailing vessel between Buffalo
 and Detroit."
 When the Walk-in-the-water stranded on the beach at Buffalo, she
 had aboard eighteen passengers and a full and valuable cargo, resulting in a
 loss to her owners of $10,000 or $12,000. Her engine was afterward placed in
 the Superior, which was built by a chartered company, and had an exclusive
 privilege in the navigable waters of New York. This privilege was abandoned
 after a decision of the Supreme Court of the United States.
 A citizen of Detroit, writing to Schoolcraft, November 17, 1821,
 thus deplores the wreck of the Walk-in-the-water: "This accident may be
 considered as one of the greatest misfortunes which have even befallen
 Michigan, for in addition to its having deprived us of all certain and
 speedy communication with the civilized world, I am fearful it will greatly
 check the progress of emigration and improvement. They speak of three new
 boats on Lake Erie next season; I hope they may be erected, but such reports
 are always exaggerated."
 Steamer Superior is Built and Launched. -- The hull of the
 Walk-in- the-Water was damaged beyond repair, and, having been a financial
 success, her owners determined to replace her, and during the following
 winter the Superior was built on the bank of Buffalo creek, by Noah Brown,
 "master carpenter." She was not quite as long nor as wide as her
 predecessor, but was two feet deeper. She was owned by the Lake Erie
 Steamboat Company, and was launched April 13, 1822. She was the first vessel
 of any size built at Buffalo. Some slight work had to be done in the mouth
 of Buffalo creek in the way of cutting through the sand bars, so as to
 deepen the waters, in order that the Superior might get out into the lake.
 The shallowness of the water there had caused the owners of this boat to
 hesitate about building her on Buffalo creek, but, as they were assured that
 the spring freshets would clear the mouth of the creek, and a guarantee of
 $100 per day was given by responsible citizens for each day that she was
 delayed in the creek, after she was ready to go out, they decided to built
 her there.
 When she was nearly ready to go out there was great anxiety lest
 this guarantee would have to be made good, and the citizens assembled every
 day in large numbers, merchants, lawyers and laborers alike, with teams,
 scrapers and shovels, and other necessary tools, and labored most
 assiduously to remove as much of the bar as was necessary to permit the
 Superior to pass out and to return to the harbor, and those who could not
 work sent down provisions of all kinds to those at work, in order to help
 the good work along. All felt that success in getting this vessel out of the
 harbor into the lake was vital to the future of that harbor.
 The fateful day arrived, and after some little difficulty in
 touching the bar, the Superior got out into the lake, being aided by her
 engine, around the shaft of which a cable was wound and attached to an
 anchor carried ahead. After making a few miles run on the lake to try her
 machinery, she returned to the harbor, and everybody concerned breather more
 freely, for it then seemed certain that had the Superior failed to get out
 over the bar at the mouth at Buffalo creek, the harbor for commerce at the
 lower end of the lake would have been established at Black Rock. 
 The Superior went into commission in May, 1822,
 under command of Capt. Jedediah Rogers, and until 1826 was the one steamboat
 of Lake Erie. This boat also made voyages to Mackinac, which was then the
 Ultima Thule of western navigation.
 "The Superior, being the second steamer built on the lakes, had
 proved herself a staunch boat," says Schoolcraft, who in 1822 was a
 passenger on her trip to Sault Ste. Marie. He narrates that the steamer came
 to anchor from an apprehension that the bar of Lake George could not be
 crossed. Its depth of water was then stated to be but 6 feet 2 inches. The
 journey was completed in the ship's yawl, Captain Rogers of the steamer
 taking the helm.
 Other Happenings in 1821-22. -- April 19: Schooner
 Prudence, owned by Philo Taylor, launched at Cleveland. May 13: Navigation
 open at Buffalo and other Lake Erie ports. May 29: Schooner Ariadne launched
 at Sacket's Harbor. November 1: Steamboat Walk-in-the-Water wrecked on Lake
 Erie near the lighthouse at Buffalo. October 31: Capt. Henry I. Guest washed
 overboard from his schooner, the Wolf, during a severe storm. December 21:
 Lake Erie frozen over. March 26, 1822: Navigation opened at Cleveland by the
 schooner Lake Serpent, which cleared for Detroit, in command of Captain J.
 Burtis. March 16: Navigation opened at Detroit. April 13: Steamboat Superior
 launched at Buffalo Creek, owned by the Lake Erie Steamboat Co., and the
 successor of the Walk-in-the-Water. April 15: Schooner Ariadne, owned by
 Dennison & Kimball, of Sacket's Harbor, wrecked during a severe gale
 on Lake Ontario. May 14: Steamer Superior leaves Black Rock on her first
 trip to Detroit. August 14: Steamer Superior disabled near Cleveland;
 passengers transferred to a schooner, and steamer brought to Buffalo for
 repairs. December 10: Schooner General Huntington sustains injuries during a
 storm near Buffalo; 15, schooner Hannah sustained injuries on Lake Erie; 31,
 two hundred arrivals and departures at Buffalo during the season.
 
 
 1823.
 Commerce Gradually Improves. -- The year 1823 was
 without any lake incidents of exceptional importance. The Superior continued
 to ply on Lake Erie, and commerce gradually improved.
 Some Events in 1823. -- The Richmond, packet, in
 command of Captain Oats, opened navigation at Buffalo, March 6, bound for
 New York. April 27: Navigation opened at Buffalo by the departure of the
 schooner Huntington, in command of Captain Naper, for Detroit. June 26:
 Schooner Eclipse, 58 tons, launched at Vermillion. September 20: Severe gale
 on Lake Erie. The pier at Bird island badly damaged. September 27: Steamboat
 Superior damaged during a storm on Lake Erie. September 29: Snow storm at
 Buffalo delays navigation. October 2: Schooner Erie, packet, 33 tons burden,
 launched at Erie. November 20: Schooner Micator ashore at the mouth of Rocky
 river. November 22: Schooner Erie, packet, ashore near Grand river.
 
 
 1824.
 The Construction of the Erie Canal, which was in
 progress this year and was rapidly approaching completion, aroused
 considerable interest in lake circles, especially at the lower end of Lake
 Erie.
 Other Events. -- About 1824 a sailing vessel named
 the Heartless undertook to enter the Chicago river, but ran ashore and was
 beached on the sand. Navigation opened at Buffalo, April 29, by the
 steamboat Superior, which cleared for Detroit. May 12: Severe storm on Lake
 Erie. Schooner Sylph in command of Captain Haskin, and bound for Detroit
 from Sandusky, wrecked at North Bass island; several lives lost including
 Captain Haskin. July 22: Ship Columbus launched near Quebec, 300 feet long.
 October 29: Pier at Black Rock badly damaged during a storm. There were 286
 arrivals and departures at the port of Buffalo during the season.
 
 
 1825.
 Opening of the Erie Canal. -- The year 1825 was
 notable for the formal opening of the Erie canal, an event described
 elsewhere in this volume. In the celebration of that event a simultaneous
 discharge of cannon took place throughout the entire distance between Albany
 and Buffalo at intervening points, during which a line of canal boats were
 en route on the passage westward.
 Valuable Fur Cargo. -- The schooner Mariner, Captain
 Blake, August, 1825, landed at Buffalo a cargo of furs worth $267,000,
 belonging to the American Fur Company. Usually the finer furs were conveyed
 to Montreal by an inland route. From Mackinaw they were taken to the mouth
 of Canadian river, which communicated by portage with Grand river, and
 thence down to the St. Lawrence in bark canoes. The skins and coarser
 portions were taken in vessels to Fort Erie, and by boats to Chippewa;
 across the portage to Queenston, and by vessels to Kingston; thence down the
 St. Lawrence in boats.
 Severe October Gale. -- The schooners Minerva and
 General Huntington were caught in a severe gale near Cleveland in October
 1825. The former let go her anchors off the port, while the latter was
 driven down the lake and went ashore ten miles above Erie. She was freighted
 with ashes. In the same storm the steamboat Pioneer and the schooner Phoebe
 went ashore at Grand River, but were got off. The schooners Mercatur,
 William, Neptune and Prudence went ashore in the same gale at Cleveland, and
 the William became a total loss. The schooner John Q. Adams went ashore at
 Buffalo.
 The Steamer Niagara was built at Toronto about 1825
 as a sailing vessel, owned and commanded by Captain Mosier, and at first
 called the Union, of Wellington Grove. She capsized in the St. Lawrence
 river near Prescott, and, being righted, she was cut in two, about 30 feet
 added to her length, and she was then converted into a steamer, and named
 the Niagara. After this transformation had taken place she was described as
 a handsome and well-built boat, with a powerful engine and excellent
 accommodations for passengers. She once made the trip from York to Prescott
 and back again in less than four days.
 In 1825 there was built at Queenston the steamer Queenston, of 350
 tons, owned by Hon. R. Hamilton, which ran between Queenston and Prescott,
 by way of York. The steamer Caroline, 75 tons, was built at Kingston in
 1825, and ran from the head of the bay of Quinte to Prescott. The steamer
 Toronto was built in 1825 at the foot of Church street, Toronto, and ran a
 few years; proving, however, at last a failure, she disappeared.
 Other Events of 1825. -- January 1: About 60 sail
 craft registered for the season's service on the lakes. March 20: Navigation
 opened at some ports on Lake Erie. May 11: Schooner Superior in command of
 Captain Sherwood, ashore at Cedar Point, while attempting to enter Sandusky
 during a gale. June 9 -- Steamer Henry Clay, 300 tons burden, launched at
 Black Rock. August 6: Schooner Bolivar, in command of Captain Miles, and
 schooner Commerce, in command of Captain Gillett, arrive at Buffalo on their
 maiden trips. August 17: Steamboat Pioneer in command of Captain Pease,
 makes her maiden trip. September 20: Schooner Commodore Perry ashore near
 the mouth of Fox river after springing a leak. September 28: Schooner
 Mariner in command of Captain Blake, arrives in Buffalo from Green Bay with
 30 tons of maple sugar, made by the natives of that place. The canal-boat
 Troy, of the Merchants line, in command of Captain Stillwell, arrives at
 Buffalo via the Erie canal November 12, being the first boat from the
 Atlantic ocean. December 9: Schooner Good Intent, bound for Sandusky, and in
 command of Captain Talbott, wrecked on Lake Erie off Dunkirk. Schooner Milan
 damaged during a gale off Point Albino; 20, navigation closed at several
 ports.
 First Lake Vessel on the Erie Canal. -- Capt. Sam
 Ward, of Newport, Mich., built at that place, in 1824, a schooner of 30 tons
 burden, called the St. Clair. He loaded her with skins, furs, potash and
 black walnut lumber for gun-stocks in June, 1826, and started
 for New York city. He arrived at Buffalo, took out her spars, and towed her
 through the canal to Albany with his own horses. She was then towed by steam
 down the Hudson river to New York, and returned the same way to his home,
 making the voyage in eight weeks. This was the first vessel that passed from
 the lakes to the ocean via the Erie canal.
 
 
 1826
 The Steamer Henry Clay, of 1,300 [sic] tons burden,
 commenced plying between Buffalo and Detroit, in connection with the
 Superior, in 1826, their order of sailing being every fourth day from either
 port, leaving Buffalo at 9 o'clock A.M. and Detroit at 4 P. M., calling at
 Dunkirk, Portland, Erie, Grand River, Cleveland and Sandusky. If bad weather
 intervened the two first ports were omitted. The Clay was the first arrival
 at Detroit from Buffalo on the opening of navigation in 1826, which was May
 8, and is thus announced by the press at the time:
 "The first arrival from Buffalo the present season is the new and
 elegant steamboat Henry Clay, Capt. Walter Norton. This vessel is worthy of
 the name of the great Western orator and statesman, and we have no doubt the
 enterprise and liberality of her owners will be amply remunerated. The Henry
 Clay is of 301 tons, and has an engine of 60-horse power. Her model is
 highly approved, and her cabins are elegantly and expensively fitted up. The
 well known politeness of Captain Norton, his experience and skill as a
 seaman, together with a circumstance that considerable of her stock is owned
 in Detroit, will insure to the Henry Clay a profitable business".
 New Steamer Canada. - In 1826 Joseph Dennis was
 engaged in ship- building at Toronto. The Loyalist of June 3,
 that year, speaking of a new steamer just built by Mr. Dennis, said: "The
 new steamer Canada was towed into port this week from the mouth of the
 Rouge, where she was built during the past winter. She will shortly be
 fitted up for her end route, which we understand will be from York to
 Niagara, around the head of the lake, and will add another to the increasing
 facilities of conveyance in Upper Canada. Six steamboats now navigate the
 St. Lawrence and Lake Ontario. In this Province, besides the Canada, they
 have one nearly ready for launching at Brockville".
 The Loyalist of August 12, 1826, thus announces the
 first trip of the Canada across from York to Niagara: "The new steamboat
 Canada, Captain Richardson, made her first trip to Niagara on Monday last
 (August 7), and went into the harbor in fine style. Her appearance reflects
 much credit on her builder, Mr. Joseph Dennis, and the machinery,
 manufactured by Messrs. Ward Brothers, of Montreal, is of superior
 workmanship. The combined excellence in model and machinery of this boat is
 such as will render her what is usually termed a 'fast boat.'" The trip to
 Niagara was made in a few minutes over four hours.
 Erie's First Steamboat. -- The first steamboat
 launched at Erie was the William Penn, of 200 tons, May 18, 1826. She was 95
 feet keel, 25 feet beam, and 8 feet hold, being the sixth American steamboat
 on the lake, and was built by the Erie & Chatauqua Steamboat
 Company. The company was incorporated April 10, 1826.
 The new steamboat William Penn, of 200 tons burden, and sailed by
 Capt. John F. Wright, arrived at Detroit August 22. She was described as a
 powerfully built boat, and well calculated for lake navigation. She had a
 low-pressure engine, with walking beam of cast iron. On her arrival salutes
 were exchanged with the steam brig Superior. Simultaneously the good
 schooner Marion, Captain Blake, arrived from Bay City.
 McKenney's Trip up the Lakes. -- An interesting
 series of letters describing a trip up the lakes during the summer of 1826,
 was written by Thomas L. McKenney, of the Indian Department, while on his
 way to Fond du Lac to negotiate a treaty with the Chippewa Indians. Writing
 from Detroit, June 16, 1826, he says: "I arrived at this place this morning,
 after an agreeable passage from Buffalo of 37 hours, exclusive of the time
 lost in stopping at Grand river, Cleveland, Sandusky, etc., to
 put out and take in passengers -- distance, about 330 miles. It is due to
 the Henry Clay, in which I made my first lake voyage, that I should speak of
 her as being one of the first class. She is schooner rigged, and has depth
 and beams suited to the use of sails, when these are needed, and her timbers
 are stout and well put together, that she may endure the shocks of this
 inland sea, and the stormy route, for which she was built.
 "In this fine boat I left Buffalo in company with some 30 cabin
 and perhaps 40 deck passengers, the latter chiefly emigrants from New York
 and the New England States, to this Territory, and three Indians. A word
 about Lake Erie. I knew its length, its breadth and depth, and yet I confess
 I had no more correct conceptions of the lake as it appeared to me than if I
 had never had the slightest acquaintance with its dimensions. All my
 previous conception of a lake fell so far short of its actual vastness and
 ocean-like appearance, as to be wholly absorbed in the view of it. I could
 but wonder what my opinion of lakes will be, after I shall have seen and
 navigated Huron and Superior. Lake Erie, though considerably smaller than
 either, is a vast sea, and often more stormy, and even dangerous, than the
 ocean itself.
 "It is hardly possible for anything to exceed in beauty the river
 Detroit, and its shores and islands. The British schooner, the Wellington,
 was lying at Malden, full of British soldiers destined, we were informed, to
 Drummond's island.
 "The steamboats Superior and Henry Clay are surpassed by few, if
 any, either in size, or beauty of model, or in the style in which they are
 built and furnished. But there is business for more; and three or four, it
 is believed are now in a state of forwardness, to run also between Buffalo
 and Detroit. I should infer from what I have seen that they all may do a
 profitable business. * * * I have just returned from the Governor's, where I
 have spent the evening, and most agreeably, notwithstanding a most furious
 gust of wind and rain, accompanied by vivid and frequent flashes of
 lightning, and the most appalling thunder. Great fears are entertained for
 the steamboat, the Superior, which was expected up about and hour before the
 gust arose, and has not yet arrived. I have this moment heard the signal
 gun, announcing the arrival of the Superior. She is several hours out of her
 usual time, no doubt in consequence of the gust."
 When Mr. McKenney next writes, he is aboard the schooner Ghent,
 Captain Hinkley, bound up from Detroit. While becalmed on St. Clair river he
 says: "At 2 o'clock the John Quincy Adams came down from Michilimackinac,
 and, on nearing us, anchored. We heard of the Young Tiger, with our
 provisions and stores. The J.Q.A. passed her about 100 miles ahead. At
 sundown the wind shifted to the southwest, but did not blow strong enough to
 force us through this current. How invaluable are steamboats felt to be by
 persons thus circumstanced."
 At Drummond's island the party left the schooner Ghent, and with a
 total of 43 persons embarked for the Sault in four large barges, each
 capable of carrying 40 barrels, and propelled some of them by 12 oars, and
 from Sault Ste. Marie the journey was continued up Lake superior to Fond du
 Lac in barges and canoes.
 While on his return trip from Fond du Lac, Mr. McKenney says:
 "Heard that the Ghent, in which we came to Drummond's Island, had returned
 to Detroit, was condemned and sunk. Her bottom was entirely decayed, so much
 so as to yield to the slightest pressure. She went from the Detour, after we
 parted from her, to Michilimackinac, took in part of a cargo, returned to
 Detroit and, while in the act of receiving her return cargo, sunk. Our
 escape was indeed narrow."
 Mr. McKenney made the trip down Lake Huron in the little revenue
 cutter, Captain Knapp. He says: "The deck of this little cutter is made of
 the masts of the Lawrence, Perry's ship. In one of the planks immediately
 under the tiller is the bruise of a shot. Whatever can be made into
 convenience and fitness for the duties of a cutter for the lake service,
 Captain Knapp has most ingeniously effected in this, now ten-years-old boat. But, after all, the thing is too small. These lakes and
 their commerce, and the thousand offices of accommodation to officers
 charged with the government business, besides the duties, for the execution
 of which this boat was provided, demand a vessel of other dimensions; and
 when a suitable one can be provided for $2,000, as I am told it can, it is
 not unreasonable to expect that, if requested, authority will be instantly
 granted to build one."
 Embarking at Detroit on the steamer Superior, Mr. McKenney pays
 this tribute to her worth: "The Superior is a fine boat, 140 feet long and
 30 feet broad in the widest part, with ladies' apartments on the deck. She
 is schooner rigged, and in all respects a boat of the first class. Her
 commander is active and intelligent, and adds to his vigilance, in the
 conduct of his charge, the polish of the gentleman."
 Other Events of 1826. -- In 1826 a sailing vessel,
 the Young Tiger, when visiting Chicago, undertook to enter the river, but,
 failing, anchored out in the lake. She slipped her cable and went ashore. In
 1826 the American steamer Martha Ogden was placed on the line between York
 and Niagara. The Canadian sloop Richmond was wrecked near Brighton, on
 Presque Isle bay. The schooner General Brock, of Toronto, is mentioned for
 the first time in 1826. May 15: Congress appropriated $15,000 for improving
 Buffalo harbor, being the first appropriation ever made for that purpose.
 July 17: Lighthouse at Dunkirk began by Garnsey & Dox. August 1:
 Steamer Henry Clay damaged on Lake Erie by the breaking of her shaft; 16,
 steamboat Wm. Penn, 217 tons burden, in command of Capt. J. F. Wright,
 arrives at Buffalo on her maiden trip. November 7: Sloop Ohio ashore near
 Buffalo during a severe storm; 26, piers at Black Rock severely damaged by a
 storm. Black Rock severely damaged by a storm. In November, 1826, the
 Canadian steamer Niagara struck on a reef of rocks off Poplar Point, about
 50 miles from Kingston, but all her passengers were saved and most of her
 cargo.
 
 
 1827.
 Trip to Green Bay. -- The steamer Henry Clay made a
 trip to Green Bay in June, 1827, and was the third steamer to visit Lake
 Michigan waters. On her return voyage she had as passengers Generals Scott
 and Brady, with other U. S. officials. In that year the line of boats plying
 between Detroit and Buffalo was increased by the Niagara, of 180 tons, built
 at Black Rock and sailed by Capt. W. Pease, and in the arrangements thus
 completed there was one to leave either port on alternate days.
 Over the Falls. -- In 1827 the schooner Michigan,
 having been condemned as unseaworthy, was sent over Niagara Falls. The event
 was announced in sensational handbills, which proclaimed that "the pirate
 ship, Michigan, with a cargo of furious animals, will pass over the Falls of
 Niagara on the 8th of September, 1827." Entertainment was promised for all
 who might visit the Falls on that occasion, which would "for its novelty and
 the remarkable spectacle which it will present, be unequaled in the annals
 of infernal navigation." The Michigan was 136 tons burden. The event was
 witnessed by several thousand people.
 Other Events of 1827. -- February 23: Lake Erie free
 from ice at Cleveland. April 19: Navigation opened at Buffalo by the
 schooner Marie Antoinette, in command of Captain Whittaker. May 2: Congress
 appropriates $4,000 for a foundation to a lighthouse at Buffalo; 18,
 Congress appropriates $33,348 for the construction of two piers at the north
 of Oswego harbor; 8, schooner Young Lion, 50 tons burden, launched at Black
 Rock. Owned by Norton & Bliss and Captain Burnett, and built for the
 Canada lumber trade. June 22: British schooner Surprise wrecked on Lake
 Erie. Schooner Nucleus ashore at Sandusky. Steamboat Ontario ashore at
 Oswego. August 10: Steamer William Penn, bound for Buffalo, damaged on Lake
 Erie, by breaking of her machinery. September 8: Schooner Michigan, 136
 tons, sent over Niagara Falls, and witnessed by several thousand people.
 October 3: Steamboat Pioneer disabled near Buffalo. November
 6: Schooner America, loaded with salt, ashore at Long Point. Steamboat
 Superior aground at Sandusky bay: released November 3; 5, schooner Ann
 wrecked at Long Point; several lives lost. Schooner Young Farmer ashore at
 Long Point; greater part of cargo lost; 17, schooner Columbus, in command of
 Captain Naper, bound for Ashtabula, ashore, while attempting to enter
 Dunkirk harbor. December 31: Nine hundred and seventy-two arrivals and
 departures at Buffalo during the season.
 
 
 1828.
 The Schooner Canadian, built at York, was launched
 about the middle of April, and a day or two afterward the schooner George IV
 was launched. The steamer Alciope, built at Niagara, by Hon. Robert Hamilton
 and Andrew Heron, arrived on her first trip at York, June 26, 1828.
 The Benjamin Rush, a revenue cutter of 35 tons, was launched
 September 13, 1828, at Erie. She was intended for the upper lakes.
 Other Events of 1828. -- January 10: Schooner Dewitt
 Clinton arrives at Buffalo from Grand River. May 19: Congress appropriates
 $34,206 for Buffalo harbor. July 3: Steamer William Penn arrives at Buffalo
 from Green Bay, having made the trip in four and one-half days, the quickest
 time ever made between the two places. October 13: Schooner Louisa Jenkins
 ashore at Grand River: cargo damaged to the extent of $1,000. Schooner
 Columbus ashore at Grand River: principal part of cargo lost. Schooner Young
 Lion ashore at Otter Creek, U. C. British schooner Susan ashore at Otter
 Creek: 19, schooner Lady Washington, with cargo valued at $10,000, wrecked
 at Sturgeon Point; crew saved. December 4: Capt. James Rough, a native of
 Scotland, aged 67 years, dies at Black Rock; probably the oldest navigator
 then on the upper lakes, having commanded a vessel since 1790.
 
 
 1829.
 First Passage Through the Welland Canal. -- A notable
 event took place late in the year 1829, that of communication between the
 upper and lower lakes, by the passage of an American and British vessel from
 Lake Ontario to Lake Erie. These were the Jane and Ann, British, and the R.
 H. Boughton, American. The Welland canal at this period was completed as far
 as Port Robinson on the Chippewa river, through which they passed to the
 Niagara river, and were thence towed by horses to Lake Erie. A party of
 gentlemen were on either vessel with music and artillery to celebrate the
 event. They arrived at Black Rock December 2.
 Other Events of 1829. -- There was built at Bath, on
 the Bay of Quinte, the steamer Sir James Kempt, which attained a speed of
 about 12 miles per hour. March 28: Ice thickest at Buffalo since 1806. April
 23: Ice leaves the lake at Erie. May 14: Navigation opened at Buffalo by the
 steamboat Pioneer, cleared for Dunkirk: 20, steamboat Wm. Peacock, in
 command of Captain Hanson, arrives at Buffalo on her maiden trip: 24,
 steamboat Pioneer disabled on Lake Erie. June 1: Steamboat Winnebago Chief
 launched at Green Bay. October 4: Steamboat Pioneer in command of Capt. J.
 Naper, sunk at Black Rock, by collision with an icebreaker. November 23:
 Schooner Dunkirk, in command of Capt. G. Patterson, wrecked above
 Cattaraugus creek; vessel and cargo a total loss; packet Conneaught, Captain
 Appleby, ashore above Erie; Schooner Fair Play, Captain Fitch, totally
 wrecked near Cattaraugus creek; schooner Young Lion, Captain Burnet, ashore
 at Portland: schooner Morning Star, Captain Tubbs, wrecked on Lake Erie: 23,
 schooner Gueriere, Captain Wadsworth, sustained injuries near Port Albino:
 schooner Detroit, damaged during a storm on Lake Huron: schooner Liberty,
 Captain Macaby, ashore at point on Plait island, finally drifted and sank:
 schooner Maria Antoinette, aground near Sandusky, losing greater part of
 cargo: steamboat Wm. Penn, disabled, and taken to Fairport: schooner
 Macedonian, Captain Foster, wrecked at East Sister island: crew rescued by
 the schooner Minerva, and brought to Cleveland. November 12: Lighthouse pier
 at Buffalo destroyed by a severe storm; 31, eighteen
 hundred arrivals and departures at Buffalo during the season.
 
 
 1830.
 Fire Steamboat Explosions. -- In September, 1830, the
 boilers of the Peacock exploded soon after her departure from Buffalo, which
 resulted in the loss of 15 lives, mostly emigrants. Capt. John Fleeharty was
 in command. This is recorded as the first explosion on the American side of
 the lakes. The steamer Adelaide, Capt. Christie, which was also running this
 year between Chippewa and Amherstburg, exploded in June, killing three
 persons. She was 230 tons burden, and low pressure.
 The Newberryport, of 75 tons burden, built at Erie in 1829, was
 designed to ply on the St. Joseph river, between there and White Pigeon, and
 there served her time.
 First Three-Masted Steamboat. - The steamer Sheldon
 Thompson, Capt. Augustus Walker, came out in 1830, but was not associated
 with the regular line, and made her first trip to Mackinac and Green Bay,
 August 1, of that year. She was built at Huron, was of 242 tons burden, low
 pressure, and carried three masts, the first of that rig on the lakes.
 Remarkably Late Season. - The last steamer to leave
 Detroit, at the close of navigation in 1830, was the Ohio, which cleared
 November 30, for Buffalo. Sail vessels, however, continued to navigate the
 western part of the lake until the early part of January, as it was an
 uncommon season for navigation. The schooner Napoleon arrived at Detroit
 from Buffalo, December 15, and the schooner Antelope, from Miami, on the 4th
 of January.
 First Marine Reporting. - Marine reporting at Detroit
 took its rise in 1830. J. B. Vallee was a pioneer marine reporter and the
 records show that he was faithful in the discharge of his duty.
 Other Events of 1830. - March 8: Navigation opened at
 Cleveland by the sloop Express, cleared for Maumee. Navigation was opened
 April 6 at Buffalo. The first boat, the William Penn, did not, however,
 arrive at Detroit until the 15. April 10: Navigation opened at Buffalo by
 the schooner Napoleon, from Detroit. May 3: Steamboat Superior, at one time
 the only boat on the upper lakes, rebuilt and again put in commission; 23,
 steamboats William Penn and Pioneer collide near Dunkirk, and sustain
 injuries; two men drowned; 22, steamboat Sheldon Thompson, 220 tons burden,
 launched at Milan, Ohio. August 14: La Fayette packet, owned by Benjamin A.
 Naper, of Ashtabula, wrecked at Put-in-Bay island; crew rescued by a sloop
 from Sandusky; 19, steamboats Sheldon Thompson and William Peacock damaged
 by collision near Erie. September 16: Steamboat William Peacock, Captain
 Fleeharty, explodes, about four miles from Buffalo, Fifteen lives lost.
 First serious accident in the history of steam navigation on the lakes; 18,
 steamer Sheldon Thompson damaged by collision with the steamer Enterprise,
 on Lake Erie. October 25: British schooner Free Trader, of Otter Creek,
 U.C., seized at Black Rock for violation of revenue laws. November 15:
 Schooner Emily wrecked on Lake St. Clair; seven persons, including the
 master, drowned. December 31: Two thousand and fifty-two arrivals and
 departures at Buffalo during the season.
 
 
 1831-1840
 
 [Introduction]
 
 Growth Of Traffic On Lake Ontario, 1831 - Traffic Between Buffalo And
 Port Robinson - Steamer Ohio Comes Out - The Superior Goes Over The
 Falls - Other Events Of 1831 - Blackhawk's War, And Cholera, 1832 -
 Wreck Of The Ogden - Troubles Of The Schooner Supply - Evergreen From
 Green Bay - Old Hulks At Kingston, Etc. - Some New Vessels - First
 Lightship At Head Of Mackinaw Straits - Other Events Of 1832 - A
 Remarkable Deliverance - New Vessels - Other Events Of 1833 - Trip Of
 The Illinois To Chicago, 1834 - First Steamer On St. Joseph River - Some
 New Vessels - Other Events Of 1834 - Terrific Storm Of November, 1835 -
 Other Events Of 1835 - Loss Of The Steamboat Delaware, 1836 - Launch Of
 The Canadian Rebellion, 1837 - Niagara Falls Runs Dry - Other Events Of
 1837 - The Canadian Rebellion Of 1838 - Steamer Sir Robert Peel
 Plundered And Burned - The Affair At Prescott - Burning Of The Steamer
 George Washington - The Terrific Storm Of November, 1838 - Other Events
 Of 1838 - Indignities To The Crew Of The Girard - Seizure Of The Weeks -
 Attempt To Burn The Great Britain - Loss Of The Neptune And Victor -
 Some Fast Runs - Other Events Of 1839 - Steamer General Harrison Built,
 1840 - First Suspension Bridge Over Niagara - Other Events Of 1840.
 
 
 
 1831.
 On January 28, 1831, an Act of the Legislature was passed,
 constit- uting Joseph Denison and his associates a corporate body under the
 name of The Ontario and St. Lawrence Steamboat Company, with a capital of
 $100,000 and limited to May 1, 1850. The owners of the Martha Ogden and the
 Ontario, theretofore engaged in navigating the lake and river, were entitled
 to the amount of the appraised value of those boats, and the affairs of the
 company were required to be managed by fifteen directors. The stockholders
 were jointly and severally liable for the contracts of the company, and
 persons having demands against the corporation might sue any stockholder or
 director for the recovery of the same. The place of business of the company
 was to be fixed at Oswego and its transactions were limited solely to Lake
 Ontario and the river St. Lawrence. The company built at Ogdensburg the
 steamer United States, which for size and amount of accommodation far
 exceeded any boat that had previously been run by an American on Lake
 Ontario. She was launched in November, 1831, and came out on her first trip
 July 1, 1832, under command of Elias Trowbridge. Her dimensions were as
 follows: length, 142 feet, beam 26 feet, and she was 55 feet wide over all.
 Her depth of hold was 10 feet. Her engines were low pressure, with a 40-inch
 cylinder and 8 feet stroke. Her cost was $50,000.
 Traffic between Buffalo and Port Robinson. - For
 several years considerable traffic was carried on between Buffalo and Port
 Robinson via Chippewa, commencing in 1831, by steamboats. Of those thus
 early employed were the Perseverance, sailed by Capt. Sam Vary; the Victory,
 Capt. John Hibbard; Caroline, Capt. James Ballantine; Emerald,
 Captain Van Allen; and Clifton, Captain Willoughby. The construction of a
 railroad on either side of the Niagara river in later years, made it no
 longer a paying business, when it was discontinued.
 Steamer Ohio Comes Out. - In 1831 the steamer Ohio,
 187 tons, built at Sandusky, was added to the Buffalo and Detroit line, and
 was commanded by Capt. W. Cahoon. The Thompson also came over to the
 majority. The Peacock was withdrawn from this line, and was trans- ferred to
 a shorter route between Buffalo and Erie.
 Superior Goes Over the Falls. - A rather unusual
 event transpired in September, 1831, by the fitting out and sending over
 Niagara Falls of an old hulk called the Superior, which had served well her
 time on the lakes. A large concourse of people were attracted from all
 parts. She struck an island a short distance above the precipice and there
 remained for one month, when high water floated her.
 Other Events of 1831. - March: Congress appropriated
 $25,412 for Buffalo harbor improvements. April: Schooner Henry Clay, in
 command of Captain Brown, driven ashore at Maumee bay; schooner Prescott
 driven from her moorings, and foundered at the mouth of York bay; schooners
 George the Fourth, Lady Colborne and Lady Hillier driven ashore at York bay;
 steamboat Wm. Peacock driven from the wharf at Erie, and went ashore. May:
 Navigation opened at Buffalo by the schooner Gen. Cass departing in command
 of Captain Whitaker. June: Steamboat Sheldon Thompson damaged by collision
 with the steam- boat Ohio, near Ashtabula. July: Schooner Henry Clay, bound
 from Oswego to Cleveland, capsized near Port Dalhousie; several lives lost.
 October: Sloop Olive Branch, bound for Ashtabula, wrecked at the mouth of
 Grand river; crew saved; valuable cargo lost; schooner Marshall, of
 Conneaut, wrecked on Lake Erie. December 31: Two thousand, four hundred
 arrivals and departures at Buffalo during the season.
 
 
 1832.
 Blackhawk's War, and Cholera. - The year 1832 was
 notable in lake history for the transportation of troops to Chicago to quell
 Blackhawk's war, and for the simultaneous and destructive breaking out of
 cholera. In 1832 the first steamboat visited Chicago. There were few traces
 of civilization after passing the Straits of Mackinac, not a single village,
 town or city being in the whole distance. Four steamers, the Henry Clay,
 Superior, Sheldon Thompson and William Penn, were chartered by the United
 States Government for the purpose of transporting troops, provisions, etc.,
 to Chicago during the Black Hawk war; but owing to the fearful ravages made
 by the breaking out of the Asiatic cholera among the troops and crews on
 board, two of these boats, the Henry Clay and the Superior, were compelled
 to abandon their voyage, proceeding no farther than Fort Gratiot. On the
 Henry Clay nothing like discipline could be maintained. As soon as the
 steamer came to the dock each man sprang on shore, hoping to escape from a
 scene so terrifying and appalling. Some fled to the woods, some to the
 fields, while others lay down in the streets, and under the covert of the
 river bank, where most of them died, unwept and alone.
 On the Sheldon Thompson, commanded by Capt. A. Walker, with
 General Scott aboard, 88 deaths occurred from the pestilence. Not one
 officer of the army nor any officer of the boat was attacked with such
 violence as to result in death, though nearly one-fourth of the crew fell a
 prey to the disease while on the passage from Detroit to Buffalo. 
 The Thompson reached Chicago, July 10, 1832, also the Asiatic
 cholera. At that time there was a fleet of vessels at anchor in the offing.
 Some eight days after the arrival of the Sheldon Thompson, the William Penn
 appeared in Chicago harbor, with troops and supplies.
 The first visitation of cholera to this country made its
 appearance in 1832, first at Quebec, June 11, on which date 34 deaths
 occurred, principally among emigrants just landed; many had
 died on the passage. Its next appearance was in New York City, Albany and
 Buffalo the forepart of July, and it gradually worked westward.
 The steamboat Henry Clay, on her arrival in Cleveland had five
 deaths on board, and the steamer Superior two deaths. The schooner Benjamin
 Rush also arrived with three dead on board, and like instances were not
 unfrequent on the lakes.
 Wreck of the Ogden. - The Martha Ogden, built at
 Sacket's Harbor, in 1819, was wrecked at Stony Point November 12, 1832.
 William Vaughan was her Captain. She left Oswego for Sacket's Harbor, but
 having sprung a leak, her fires were put out, and her sails spread, but the
 wind, which in the afternoon was southwest, veered to west- northwest, then
 to the northwest, and finally to the north, and pre- vented her from
 doubling Stony Point. Both anchors were thrown in eight and a half fathoms
 of water, and they held her fast from 4 P.M. to 11 P.M., when they were
 successfully parted, and she soon struck and bilged in ten feet of water.
 The crew consisted of six hands, and there were 22 passengers on board. With
 much peril a man succeeded in reaching the shore, eight rods distant,
 aroused the inhabitants, built fires, and in the morning a line was passed
 to the shore, and the whole company on board was safely drawn ashore in a
 three-bushel basket rigged upon a line with a Dutch harness. Captain Vaughan
 was the last man to leave the vessel, which went to pieces during the day.
 She was owned by S. and L. Denison, of Sacket's Harbor, and she was wrecked
 at Nutting's bay, on the coast of Henderson.
 Troubles of the Schooner Supply. - The schooner
 Supply, Captain Campbell, owned by the mission at Mackinac, was wrecked in
 the month of November, this year, by getting ashore on a bar at or near
 Gorse island, where she bilged and sunk. Her cargo, consisting of supplies,
 was saved, except 150 barrels of salt. A short time prior to her loss she
 was driven ashore on the Canada side of Lake Huron, and was with difficulty
 rescued. She had on board a quantity of furs, which were saved in a damaged
 condition. The cause of her troubles, which were several that season, was
 attributed to the inefficiency of the crew, who had but little or no
 experience.
 Evergreen from Green Bay. - Steamers visiting the
 upper lakes during this period of navigation, and more especially Green Bay,
 would, on the return voyage, arrived decked out with evergreen, tied to
 flag- staff, masthead and bowsprit, as an indication of the far-off regions
 they had visited.
 Old Hulks at Kingston, Etc. - In 1832 there were yet
 several hulls of vessels at Kingston that had been begun during the war of
 1812, but never completed, on account of the closing of the war. One 74-gun
 ship was sold for L26, and some time later, during the same year, a heavy
 rainstorm accompanied by thunder and lightning occurred, and split the St.
 Lawrence down the center; the props giving way, she broke into a thousand
 pieces and fell to the ground in heaps of ruins. This year there were built
 three new Canadian steamers: the John By, of 100 tons, at Kingston; the
 William IV, of 450 tons, at Gananoque; and the Transit, of 350 tons, at
 Oakville, the latter having at first been named the Constitution.
 Some New Vessels. - On Lake Ontario the new steamer
 Great Britain (Canadian) was commissioned, commanded by Capt. Joseph Whitney
 and plied between Prescott and Niagara, calling at way landings and
 occasionally at Oswego. She had two low-pressure, walking-beam engines of
 90-horse power each. The steamer Canada, Capt. Hugh Richardson, was also
 plying in Canadian waters during that period and previously, but was finally
 wrecked near Oswego by going ashore and breaking up. On the American side,
 beside others previously noted, the steamer United States commenced plying
 in July, 1832, commanded by Capt. Elias Trowbridge. She had two beam
 engines, 40-inch cylinders, 8 foot stroke, with boilers on the guards.
 The First Lightship. - Located at the head of
 Mackinaw Straits, was the Louis McLean, of 60 tons, built at Detroit in
 1832. She served as a beacon to warn vessels of the dangers of
 Waugoschance.
 During this year there were a hundred vessels
 navigating Lake Erie and westward with a total of 2,740 tons.
 Other Events of 1832. - Navigation opened April 11 at
 Erie, by departure of schooner Mary of Milan, Capt. Z. Phillips, Detroit.
 Schooner Buffalo, 161 tons burden, launched at Huron, Ohio. Navigation
 opened April 27, at Buffalo, by schooner Gov. Cass, cleared for Sandusky.
 Schooner Atlanta, 100 tons burden, launched at Fairport; owned by Geauga
 Iron Company and H. Phelps. May: Schooner John Q. Adams, Capt. B. Stanard,
 capsized off Grand river; crew rescued by schooner Comet. Schooner Guerierre
 capsized at the mouth of the Detroit river; five lives lost. July: Steamboat
 Pennsylvania, launched at Erie; owned and built by Col. Charles M. Reed;
 largest boat on the lakes. Schooner Jesse Smith, of Oswego, filled and sunk
 in the Niagara river, near Black Rock. September: Steamboat General Brady
 launched at Detroit; intended to ply on the Detroit river. Schooner Elisha
 Whittlesey, Capt. William Hecox, capsized and sunk off Salem, Ohio; eight
 passengers and two of the crew drowned; captain and remaining members of the
 crew rescued by the schooner Huron, Captain Perkins. November: Schooner
 Andrew, owned by Captain Belden, of Cleveland, stranded near Buffalo.
 Canadian schooner Lord Nelson ashore at Dunkirk. Schooner Supply ashore at
 Goose island, near Detroit. 12, steamboat Martha Ogden, Captain Vaughn,
 wrecked at Stony Point; crew and passengers saved; boat owned by L. and S.
 Denison. Steamboat New York launched at Black Rock. Schooner Governor Cass
 aground near Detroit river. December: Schooner Caroline capsized between the
 Ducks and Galoe islands; crew saved.
 
 
 1833.
 A Remarkable Deliverance. - Capt. W. Jones, of
 Cleveland, in 1878 related the following wonderful deliverance in 1833 of a
 passenger from a wrecked schooner New Connecticut, and the facts were then
 remembered and vouched by a number of the older vessel men. Said Captain
 Jones: 
 "In the autumn of 1833 Capt. Gilman Appleby, of Conneaut, Ohio,
 was captain and part owner of the schooner New Connecticut. A steamboat was
 then being built at Conneaut (the North American), of which Captain Appleby
 had charge and was for many years her master. An aunt of his then residing
 at Black Rock, below Buffalo, was visiting a brother at Erie. The lady went
 to Conneaut in company with a nephew to visit a brother there. After
 remaining there some time she became exceedingly anxious to get home.
 Captain Appleby, who was busy with the steamboat, endeavored to dissuade her
 from taking the home journey until he should be going out with his vessel,
 when he would take her home. His efforts, however, in that direction were
 unavailing, and he had her taken on board the schooner to go to Buffalo in
 charge of the crew. Everything passed off quietly until after the vessel
 passed Erie, when a sudden squall struck her and roller her over on her
 side. She nearly filled with water, but continued to float. The crew,
 lowering the vessel's yawl, jumped in and pulled for the shore, leaving the
 woman in the cabin, as they supposed, drowned. The party landed at or near
 Portland, Chautauqua Co., N.Y., and made their was as best they could to
 Conneaut.
 "Three days after the accident Captain Wilkins, of the steamboat
 William Peacock, in coming down from Detroit, was besought by Captain
 Appleby to board the wreck if he saw it, and if possible get the body of his
 aunt out of the cabin and convey it to Buffalo. Captain Wilkins discovered
 the disabled vessel drifting down the lake, and, after coming alongside,
 Capt. Wm. Henton (then first mate of the Peacock) boarded the wreck and made
 search. The schooner lay upon her side, and, to all appearances, was full of
 water. A pole was employed, and it was supposed every part of the cabin was
 touched, and as no object in the shape of a human body was reached, the
 conclusion was, that the body had floated out of the cabin into the lake;
 hence further search was given up. Two days afterward Captain Appleby came
 down with a vessel with facilities to right the schooner and tow her into
 the nearest port.
 "When the vessel had nearly reached a level position,
 the woman walked through the water and came up the stairs to the deck. She
 was caught by Captain Appleby and supported, while her son, who was present,
 wept and the sailors screamed. Five days and nights had she been in the
 water, a portion of the time up to her armpits. She could not lie down, and
 what sleep she obtained was while standing. All the food she had was a
 solitary cracker and an onion, which floated on the water. She stated that
 after the vessel capsized, and was abandoned by the crew, she found herself
 alone in water waist deep. The cabin door was open, but the water was two
 feet above it, and the sea made constant changes in her position. While
 Captain Wilkins stopped, she could hear the boarding party talk, and walk on
 the vessel, and although she used her voice to the utmost to attract
 attention she could not make them hear. She saw the pole thrust into the
 cabin door by Captain Henton, and asked if she should hold on it and be
 pulled out, but no answer came.
 "This event occurred 45 years ago," continued Captain Jones, "and
 I never heard of a parallel case, either on the lake or other waters, and
 her salvation from drowning may be regarded as little less than a
 miracle."
 New Vessels. -- The new steamer Uncle Sam commenced
 plying between Detroit and Buffalo, calling at intermediate landings, early
 in the spring of 1833, commanded by Capt. L. Stiles. She was 280 tons
 burden, low pressure, with walking-beam engine. 
 In 1833, the steamer Britannia, of 200 tons, was built at
 Kingston, Canada, and launched, as were also the Cobourg, of 500 tons, the
 Kingston, and the Brockville, each being named after the place at which she
 was built.
 Some Events of 1833. -- The first steamer that
 arrived at Saginaw is said to have been the Governor Marcy, of 161 tons,
 commanded by Capt. R.G. Mackenzie. She went upon a regular route to that
 port about 1837. In March, 1833, a revenue cutter of 62 tons was landed at
 Erie, and the Collector gave it the name of Lewis McLane, but the Secretary
 changed it to Erie. 
 Other Events of 1833. -- April: Navigation open at
 Cleveland April 7. Congress appropriates $31,700 for the improvement of
 Buffalo harbor. July: Schooner John Q. Adams, Capt. B. Stanard, struck by
 lightning near Fort Gratiot; three lives lost. September: Schooner New
 Connecticut capsized on Lake Erie and sunk; one life lost. October:
 Steamboat George Washington, Captain Walker, wrecked near Long Point; loss
 about $60,000; no insurance. Steamboat Governor Marcy launched at Black
 Rock. Schooner Utica, of Detroit, capsized near Erie, and drifted ashore at
 Elk creek. Schooner Alert, Captain Randall, ashore near Buffalo. Schooner
 Eagle, Captain Wilkinson, aground at Buffalo. Schooner Louisa Jenkins, Capt.
 Royal Pember, wrecked at Point Albino. Schooner America, Captain Foster,
 lost deck- load during a storm on Lake Erie; 17, schooners Young Amaranth,
 Bolivar and Recovery damaged during the storm on Lake Erie. Oswego packet
 ashore near Point Frederick. Schooner John C. Spencer launched at Buffalo.
 November: Steamboat General Porter launched at Black Rock. Steamboat Oswego
 launched at Oswego. December: 2,975 arrivals and departures at Buffalo
 during the season.
 
 
 1834
 Trip of the Illinois, to Chicago. -- In the winter of
 1833-34 Augustus Pickering, of Sacket's Harbor, N.Y., built a schooner as
 large as could be gotten through the Welland canal -- length 80 feet. It was
 called the Illinois, and sailed from Sacket's Harbor May 12, 1834, with 104
 passengers, George L. Dickinson and his young wife, of Muskegon, Mich.,
 being among the number. The cargo consisted of the household goods and
 farming implements of the passengers. The Illinois arrived off the mouth of
 the Chicago river about June 14, but it could neither land nor enter the
 "harbor," for there was no harbor, only a formidable bar across the mouth of
 the river. There were no docks, no lights, no tugs, and the passengers and light goods were put ashore by means of the vessel's
 yawls, the heavier goods going by raft, as the weather would permit.
 After the cargo of the little schooner had been discharged, the
 people told Captain Pickering that, as he had been gallant enought to name
 his vessel after their State, they wished to acknowledge the compliment in
 some fitting manner, and proposed to take his schooner over the bar, which
 showed but four feet of water. After due con- sultation, the idea was
 decided to be feasible. Accordingly her anchors were carried out, a purchase
 rope to windlass and with vigorous shouting, rolling of the schooner's
 booms, and heaving at the windlass, the deed was done, and the Illinois
 floated proudly in the port of Chicago, the first vessel of its size that
 ever graced the harbor.
 With regard to the Illinois, W.B. Camp says: "I remember seeing
 her equipped with farming and household effects from the deck to masthead.
 Wagon wheels were so locked to shrouds that men could climb to topmast on
 them. Captain Pickering was so highly esteemed that our pioneers felt secure
 and in the hands of a capable navigator and watchful guardian, who could be
 trusted to lead them to their new homes, not yet made. We repeat now a
 reminiscence of that period. A very 'perlite' young gentleman had visited
 the outgoing vessel, and gave to a lady his descripton of the animated and
 picturesque scene, as follows: 'I have just seen Captain Pickering on board
 the Illynoize. The cabing is full of wimming, the rigging full of waggings,
 and the Capting says they are going out immediately.'
 "Pickering was a terrible man, embued with a spirit of adventure
 and enterprise that charged his whole nature. His next vessel, called the
 Niagara, was much larger than the Illinois. This he built with a rounding
 stern, to better fit the locks. She, too, was loaded with passengers for the
 West. When his vessel reached the Welland canal, he discovered that the
 locks would not receive her, she being about one inch too wide amidships. He
 agreed with his brother-in-law, Winslow, that it was feasible to take that
 much from her sides, and began the work. Neither rest nor sleep came with
 the mortification of this event, till death came by his own choice, and
 before his vessel made her successful exit from the canal."
 First Steamer on St. Joseph River. - A steamer
 commenced in 1834 on the St. Joseph river, created quite a sensation on her
 first trip. The banks of the river were, in many places, crowded with
 spectators, whose loud acclamations manifested the joy they experienced in
 wit- nessing the first attempt to introduce a steamboat on that beautiful
 river. She was called the Matilda Barney, and on her first trip had upward
 of a hundred passengers aboard, besides 10 or 12 tons of merch- andise. Her
 draught of water was 13 inches. Another steamer was soon after placed on the
 route, and property along the river was much en- hanced in value.
 Season Opens at Mackinaw. - "About 8 o'clock this
 morning," writes Schoolcraft, at Michilimackinac, under date of March 14,
 1834, "a vessel from Detroit dropped anchor in the harbor, causing all
 hearts to be gay at the termination of our wintry exclusion from the world.
 It proved to be the Commodore Lawrence, of Huron, Ohio, on a trip to Green
 Bay. Our last vessel left the harbor December 18." Under date of April 17 he
 adds: "The schooners Lawrence, White Pigeon and President left the harbor
 this morning on their way to various ports on Lake Michigan, and we are once
 more united to the commercial world on the great chain of lakes above and
 below us. The Lawrence entered the harbor March 14, and has waited 32 days
 for the harbor to open."
 Some New Vessels. - The Mazeppa, 130 tons, high
 pressure, was built at Buffalo, in 1834, and the Little Western, of 60 tons,
 high pressure, at Chatham, in the same year, both for the Detroit and
 Chatham route. The Sandusky, of 377 tons, low presure, was also built that
 year at Sandusky and completed at Buffalo.
 Steamboat Thomas Jefferson. Built at Erie,
 Pa., in 1834. Crosshead engine, 150 horse power, placed in the
 steamboat Louisiana in 1846, and lost with her in 1858. From
 "American Steam Vessels." copyright 1895 by Smith &
 Stanton.The Jack Downing, built at Carthage, in
 1834, by Paul Boynton, was drawn over to Sacket's Harbor on
 wheels. She was afterward used as a ferry boat. The steamer Victory, a small
 high pressure vessel, came out new this year and plied between Buffalo and
 Niagara Falls, commanded by Capt. John Hebard, who was also engineer. The
 steamboat Thomas Jefferson, 428 tons, low pressure, was built at Erie, and
 finished at Buffalo. The Michigan, built for O. Newberry, came out new this
 season, and made a grand excursion tour of 2,000 miles, visiting Mackinac,
 Green Bay, and all other ports on either shore of Lake Michigan; she was
 absent from Detroit 13 days.
 The steamer Oswego was built at Oswego by William Young, ship
 carpenter. On her first trip in May, 1834, she was driven ashore some three
 or four miles west of Oswego, in a snow storm, while in command of Captain
 Macy. She was got off, but proved a failure. Her engines were taken out and
 placed in the new steamer St. Lawrence. The steamer Black Hawk was built at
 Clayton, N.Y., and not long after her name was changed to Dolphin.
 Other Events of 1834. -- The Steamboat Association
 that year was composed of 18 boats, costing $600,000, seven new ones having
 been added. Three trips were made to Chicago, and two to Green Bay.
 Navigation opened at Buffalo, April 6. The first clearance at Detroit was on
 February 15. The aggregate tonnage at Detroit in 1834 was 4,009 tons.
 Arrangements were perfected in 1834 by proprietors of steamboats, whereby
 one steamboat a week visited Chicago. The steamer Uncle Sam was the first to
 lead off. The steamer Pioneer was taken from Lake Erie to Chicago, to ply
 between that port and St. Joseph, beside four or five sail vessels that were
 employed carrying passengers and freight. July: Steamboat New York damaged
 by bursting her steampipes near Erie. Schooner Lady of the Lake foundered on
 Lake Erie; several lives lost. Steamboat Pioneer wrecked at the mouth of St.
 Joseph river; crew and passengers rescued by the schooner Marengo, Captain
 Dingley. August: Steamboat Daniel Webster damaged by breaking of machinery
 on Lake Erie. September: Schooner Nancy Douseman arrives at Buffalo with a
 cargo of furs valued at $265,000. November: Steamboat Chas. Townsend
 launched at Buffalo, owned by Townsend, Coit & Co., Schooner Prince
 Eugene wrecked near the mouth of St. Joseph river. December: Steamboat
 Kingston sunk on Lake Ontario.
 
 
 1835
 Terrific Storm of November, 1835. -- The season of
 1835, wound up with one of the most terrific gales that ever visited the
 lake region, and, in proportion to the number of vessels employed, caused a
 greater destruction of life and property than ever before. It occurred
 November 11. The wind was west-southwest and, it is said, announced its
 approach like the sound of an immense train of cars. At Buffalo the creek
 rose to a height of 20 feet, floating steamers and vessels into some of the
 main streets, crushing canal boats under bridges, while on the west side of
 the harbor dwellings were swept away and the occupants drowned.
 A vessel called the Free Trader, with 13 passengers on board
 beside the crew, took her departure from Fort Burwell, Canada, for
 Cleveland, and was struck by the gale and twice capsized, righting each
 time. After the storm she was discovered drifting off Dunkirk, and was taken
 into that port with one sailor still alive and clinging to the tiller. Among
 the passengers was Mr. Richardson, owner of the cargo.
 The schooner Comet, of Buffalo, left Madison dock, below Fairport,
 with fifteen tons of iron and five tons of ashes. The crew consisted of six
 sailors, and there was one passenger. She is supposed to have foundered off
 Dunkirk as two topmasts were afterward seen in that locality, and several
 articles, recognized as belonging to them, floated ashore.
 The steamboat North America was driven on the beach at Erie. She
 was commanded by Capt. G. Appleby. The steamers Sandusky, Henry Clay and
 Sheldon Thompson were floated on the bank in Buffalo harbor and seriously
 damaged. The North America, prior to going ashore, had let go her anchors
 and attempted to ride out the gale at Erie, but the wind, increasing in its fury, soon parted her cables, while the passengers and
 crew gave themselves up as lost, but it was suggested to scuttle the boat to
 prevent her jumping over the pier, and to this action the salvation of the
 boat may be ascribed. The schooner Two Brothers was landed on top of the
 Buffalo pier and became a total loss.
 Vessels which were outside, as soon as the cyclone set in, tried
 to reach the nearest port, and when forced to Buffalo, on entering the
 harbor an immense amount of damage was done, as the creek at that time was
 crowded with vessels. Boats were run into and sunk, while the whole extent
 of the loss of life ranged far into the hundreds. Among the schooners ashore
 at Buffalo were the Tecumseh and the Col. Benton. The flood was the highest
 known since 1816 and the most destructive. Wharves and piers at various lake
 ports were demolished, and scarcely a vestige left. At Portland harbor two
 persons were drowned from the pier on account of the sudden approach of high
 water. The schooner Godolphin, freighted with salt, was wrecked at Fairport
 and crew lost.
 The schooner Lagrange, a fine vessel, commanded by Captain
 Chanchois, with a full cargo of merchandise from Buffalo for Detroit, was
 capsized near Point Pelee and sunk about seven miles from shore. All
 perished except a man and boy, who were taken off the mast next morning,
 nearly frozen to death. The vessel was never recovered.
 The storm on Lake Ontario was very severe, and the casualties
 large. On that lake the schooner Robert Bruce, which left Kingston, Canada,
 for some port up the Bay of Quinte, in ballast, was wrecked and all on board
 were lost. The wreck, after the storm, drifted ashore on Henderson Point,
 and the coat of a passenger, Elias Everett, was found hanging to a nail, and
 his wallet, containing $719, was recovered. The schooner Medora, owned in
 Oswego, from up the lake, laden with wheat and walnuts, went ashore at the
 mouth of Big Sandy creek, and all hands were lost.
 Among the vessels lost on Lake Michigan during that storm were the
 schooners Chance, Bridget, Sloan and Delaware. On the Chance seven lives
 were lost; on the Bridget, 16; on the Sloan, six. The Bridget was wrecked
 near St. Joseph.
 Schoolcraft bears testimony to the skill of the old-time captain
 during this storm. He embarked November 2, 1835, at Mackinac for Detroit,
 "on board a schooner under command of an experienced navi- gator (Captain
 Ward) just on the eve, unknown to us, of a great tempest, which rendered
 that season memorable in the history of wrecks on the Great Lakes. We had
 scarcely well cleared the lighthouse, when the wind increased to a gale. We
 soon went on furiously. Sails were reefed and every preparation made to keep
 on our way, but the wind did not admit of it. The captain made every effort
 to hug the shore, and finally came to anchor in great peril, under the
 highlands of Sauble. Here we pitched terribly, and were momently in peril of
 being cast on shore. In the effort to work the ship, one of the men fell
 from the bowsprit, passed under the vessel and was lost. It was thought that
 our poor little craft must go to the bottom, but owing to the skill of the
 old lake mariner we eventually triumphed. He never faltered in the darkest
 exigency. For a day and night he struggled against the elements, and finally
 entered the strait at Fort Gratiot, and he brought us safely into the port
 of our destination."
 Other Events of 1835 -- On July 21, 1835, at a
 meeting of the directors of the Grand River Navigation Company, it was
 ordered that the first steamboat of not less than 15-horse power that should
 ply on the Grand river from Dunnville to the head of navigation when opened,
 should be allowed to pass toll free through the locks of this canal as long
 as she should ply thereon. The steamboat Commodore Perry exploded twice at
 Buffalo and on Lake Erie, killing six persons. Business gradually increased,
 emigration continued to assume a lively aspect, moving to the Far West,
 while sail vessels as well as steamers carried a fair share of that class of
 travelers. Five steamers were added to the lake tonnage. January: Steamboat
 Daniel Webster damaged by fire to the extent of $8,000, at
 Buffalo; owned by Pratt, Taylor & Co. March: Steamboat General
 Porter sunk at Black Rock. April: Navigation opened between Detroit and
 Cleveland. April 1: schooner Agnes Barton launched at Buffalo, 110 tons
 burden, owned by J. L. Barton: schooner La Porte launched at Buffalo, 150
 tons burden, owned by A. Eaton: steamboat Susquehannah launched at Oswego:
 steamboat Great Britain driven ashore near Toronto during a storm. June:
 Steamer Wm. Peacock ashore during a severe gale near Dunkirk: steamboat
 Commodore Perry disabled by explosion of steam pipes near Buffalo.
 September: Steamboat Commodore Perry disabled by bursting her boiler near
 Detroit, taken in tow by steamboat Daniel Webster; five lives lost:
 steamboat Michigan stranded at mouth of Detroit river, released; sloop
 Express, Capt. Wm. Cornwall, wrecked at Dunkirk during a severe gale.
 November: Steamboat Columbus, Captain Walker, ashore near Erie: steamboat
 Daniel Webster damaged by collision with piers at Grand River. 
 
 
 1836.
 Loss of the Steamboat Delaware. -- Lake casualties in
 1836 were less numerous than during the previous season. The most important
 loss was that of the steamboat Delaware. The Delaware was owned by Capt.
 George J. King, who had purchased her a short time previous to the wreck.
 She was lost on Lake Michigan in June, during a violent storm. The Delaware
 took her departure from St. Joseph for Chicago, was caught in the storm,
 sprung a leak, and was driven ashore about 10 o'clock at night, eight miles
 from where she cleared, and soon became a total wreck. The passengers and
 crew were all saved. The ship Milwaukee was out in the same storm, but
 arrived at Chicago with the loss of her foretop-gallant-mast. The Owanungah,
 a three-masted schooner, and the first on the lakes, in the same gale
 slipped her cable, about 30 miles from Chicago, went ashore and bilged. She
 was commanded by Capt. Augustus Todd, and had on board a full cargo of
 merchandise. She was released, however, and was in service many years
 afterward. The schooner Agnes Barton lost her foremast, and the schooner Sea
 Serpent was driven ashore at Michigan City, but subsequently got off. The
 steamer Colonel Crocket was lost in a gale at St. Joseph, and the steamer
 Don Quixote in a gale on Lake Huron. The steamboat W. F. P. Taylor took fire
 near the mouth of Cataraugus creek, Lake Erie, and was partially destroyed,
 but afterward rebuilt.
 Launch of the Manhattan. -- There was launched at
 Detroit, August 20, the brig Manhattan, the largest square-rigged vessel
 then on the lakes. A description of this launch, occurring over sixty years
 ago, may not be uninteresting. A newpaper account is as follows: At 10
 o'clock in the morning of August 20, 1836, a large number of people gathered
 at the shipyard of Oliver Newberry, of Detroit, to witness the launching of
 the brig Manhattan, the largest square-rigged vessel on the lakes. At the
 appointed time the steamboat Michigan, on her return trip from Chicago, hove
 in sight, loaded with passengers and a fine band of music, which gave
 additional life to the scene. A pause was made to give her time to come in
 and take her place for the witnessing of the spectacle, after which strains
 of lively music proceeded from her decks. About half-past 10 o'clock the
 blocks were knocked away, and the noble brig descended to her destined
 element amid the shouts of hundreds of citizens. The morning was pleasant,
 and the large number of people, the playing about of numerous small craft
 upon the river, the lying at anchor of sister schooners crowded to the
 mast-heads with spectators, the arrival of the Michigan at the timely
 moment, all blended, making the appearance one of heartiest cheer. When
 newly launched the Manhattan was pronounced by all connoiseurs in the art of
 shipbuilding to be the best in point of model and strength ever committed to
 the western waters. Her length of keel was 93 feet, depth of hold 12 feet
 and breadth of beam 28 feet.
 A Trip to Chicago. -- A Chicago pioneer, J. M.
 Hannahs, describing a trip to Chicago in 1836, said: "At Buffalo we went on
 board the steamboat Oliver Newberry for Detroit.
 Steamboats in those days only ran through to Chicago about once in three
 weeks. At Detroit we took passage on the schooner Edward Bancroft, which
 proceeded to Black River, now Port Huron, and there loaded with lumber for
 Chicago. On the Canada side of the river above Detroit were many windmills,
 and above Lake St. Clair, on the same side, for many miles were little log
 houses of uniform construction, which were built by the British Government
 for their Indian friends. From Port Huron we ran through stormy Lake Huron
 and anchored at Mackinaw. On the high bluffs stood the fort, manned by
 soldiers, and there were various missionary stations, and hundreds of
 Indians having a fleet of beautiful bark canoes, which, together with the
 wild scenery on the island beyond the fort, were objects of great interest.
 Those bark canoes were an important part of navigation in those days on the
 Great Lakes. From Mackinaw through the straits to the eastern shore of the
 territory of Wisconsin we coasted along for hundreds of miles in full view
 of the dark, uninhabited, and forbidding forests of that now great State,
 until we came within about 100 miles of Chicago, where we found ourselves
 scudding before a northeast gale with a heavy sea, which pursued us into
 Chicago; or, rather, to the bar at the end of the piers, which were then
 under construction, and where we stuck fast. We were nineteen days on the
 passage to Chicago."
 West of Lake Erie, in 1836, there were but two collectors'
 districts -- Detroit and Mackinac -- but the coasting trade was principally
 connected with the former.
 Other Events of 1836. -- April: The pier at Black
 Rock severely damaged by floating ice: 15, navigation opened at Buffalo:
 brig Illinois sustains injuries on Lake Erie: steamer Oliver Newberry leaves
 Cleveland for Detroit April 13, thus opening navigation on Lake Erie:
 Welland canal opened April 22, and Oswego harbor clear of ice: schooner
 Chicago launched at Grand Island Company's shipyard, at White Haven, 140
 tons burden. May: schooner James G. King launched at Dunkirk. Owned by Col.
 W. Smith and built by Captain Jones, of Black River, 170 tons burden:
 intended expressly for trade on the upper lakes, and first commanded by
 Capt. C. Stillman, schooner Julia Palmer launched at Buffalo: dimensions:
 100 ft. x 26-½ ft. x 10 ft., and 300 tons burden. Owned by Col.
 Alanson Palmer, and first commanded by Capt. Robert Wagstaff. Ship Milwaukee
 launched at Grand Island: 300 tons burden: built for Chicago and Buffalo
 trade: first commanded by Captain Dickinson. Steamer United States ashore
 near Erie. Steamer William Penn ashore below Erie. Sloop Clarissa launched
 at Chicago: first vessel built at that port. June 17: Schooner John
 Richards, owned by Sears & Ruden, capsized and sunk in attempting to
 enter Buffalo during a severe gale. Schooner Hudson launched at Oswego, 125
 tons burden. Schooner Toledo launched at Buffalo, 220 tons burden. July:
 Schooner Young Lion, in command of F. T. Moran, wrecked and sunk near Erie.
 August: Steamer Sheldon Thompson severely damaged by collison with the
 steamer Monroe on Lake Erie. Keel of steamboat Buffalo laid by John Carrick,
 of Buffalo. Schooner Philadelphia, 120 tons burden, launched at Erie.
 Schooner President, bound from Buffalo to Cleveland, capsized during a gale:
 four lives lost. Schooner White Pigeon, in command of Captain Newhall,
 capsized and sunk near St. Clair Flats: no lives lost. September: Steamboat
 Daniel Webster disabled on Lake Erie, and towed to Cleveland for repairs.
 Steamboat Commodore Perry, in command of Captain Wilkison, damaged by
 collison with the steamboat Uncle Sam near Sandusky. Steamboat Gen. Porter
 sunk at Dunkirk by collision with a rock. October: Schooner Florida wrecked
 near Black Rock during a storm. Schooner North America capsized on Lake Erie
 during a severe storm. December: Steam packet James Madison launched at
 Erie: 700 tons: built by Captain Richards, and owned by Col. C. M. Reed:
 built for trade between Buffalo and the upper lakes. Ship Milwaukee ashore
 near the entrance of Sandusky bay. Schooner Texas ashore near Cedar Point.
 
 
 
 1837.
 The Canadian Rebellion broke out toward the latter
 part of 1837. It was a result of dissatisfaction among the people of Canada
 with the British Government. This discontent was not confined to the people
 of Upper Canada, but what existed in the Lower Province was quickly
 suppressed. It was a time of great excitement, and false rumors rapidly
 spread. There was then no telegraph in the country to circulate either
 falsehood or truth, and the latter was slower even than now in overtaking
 the former.
 The "patriots" collected their forces on Navy island, about two
 miles above Niagara Falls, and from their headquarters issued proclamations
 which caused prompt action on the part of the Canadian Government. A call
 for 2,500 troops was issued by Governor Sir Francis Bond Head, for the
 purpose of putting down the Rebellion. The rebels were led by William Lyon
 Mackenzie, an ex-member of the Provincial Parliament, who after an
 unsuccessful outbreak a short distance north of Toronto, had fled to Buffalo
 dressed in woman's clothes. In Buffalo, in December, 1837, meetings were
 held, at which addresses were made by him and by Thomas Jefferson
 Sunderland, and others, all calculated to awaken sympathy for the "patriots"
 on the island. They had collected on Navy island, because of the convenience
 of access to the landing of Schlosser, or Schlosser's dock, as it was
 called. On this island there were assembled from 300 to 400 men, a
 considerable portion of whom were Americans. Their commander was Gen.
 Rensselaer Van Rensselaer, a son of Solomon Van Rensselaer, who was wounded
 at Queenston Heights.
 In response to the call of Sir Francis Head the 2,500 men
 assembled on the banks of Niagara river near the mouth of Chippewa creek,
 opposite Navy island. In Buffalo the United States marshal appointed 30
 deputies to prevent violations of the neutrality laws. The winter was an
 unusually mild one, and the steamer Caroline, belonging to William Wells, of
 Buffalo, went down to Navy island and ran back and forth between that island
 and Schlosser's dock, carrying men and supplies. The steamer Caroline had
 been built in Charleston, S. C., in 1822, of live oak, and was of about 45
 tons burden. She had made two trips, and had tied up at the dock for the
 night, during which a force of Canadians cut her out, set her on fire and
 sent her over Niagara Falls. The trips of the Caroline had been watched by
 the British from their camp near the mouth of Chippewa creek, and Col. Allan
 McNab determined to cut off this method of supplying the "patriots" on Navy
 island. It was an extremely hazardous undertaking, owing to the fact that
 Schlosser's dock was so near the Falls that almost any mishap might
 precipitate the expedition itself over, instead of the steamer Caroline.
 Captain Drew, however, obtained permission from Colonel McNab to organize an
 expedition for the purpose of destroying the Caroline, and secured a company
 of young men to form it. In all seven boats were manned. This expedition
 proceeded up the river a short distance before crossing, and after passing
 the middle of the stream they were given orders as to the disposition of the
 Caroline. Two of the boats lost their way, but the other five kept together
 and pulled up to the wharf at Schlosser's.
 Steamer Caroline, burned and sent over
 Niagara Falls in 1837. Cassier's MagazineThe
 sentry on the deck of the Caroline challenged the approaching party, but
 received no reply, either to his first or to his second challenge, hence he
 fired upon them and then ran ashore. By the noise of the shots the people on
 board the steamer and those on shore were aroused from their slumbers, a
 brief battle ensued, in which Amos Durfee, an American, fell to the ground
 shot through the brain. The attacking party secured possession of the
 Caroline, took her out into the middle of the river, set her on fire and
 sent her over the Falls, after making sure there was no one on board. Ablaze
 as she was, she attracted great attention, lighting up both sides of the
 river, and presenting a scene never to be forgotten by those who witnessed
 it. As she went down to her final plunge she was a most fascinating
 sight.
 The steamer Caroline had been added to the tonnage of Lake Ontario
 in 1824, and in various records of her history there is a wide
 difference as to her origin. Her birthright is claimed both at Kingston and
 Ogdensburg. She was built, however (as already related), at Charleston, S.
 C., of Norway pine, copper fastened. She came to Buffalo in 1835, and
 commenced running between that port and Port Robinson, on the Welland canal
 via Chippewa, commanded by Capt. James Ballentine. She was 46 tons burden,
 low pressure, with cross-head engine. At the commencement of the Canadian
 rebellion in December, 1837, she was chartered to transport supplies from
 Buffalo and Navy island, some three miles above Niagara Falls, which was the
 head- quarters of the Canadian refugees.
 Niagara Falls Runs Dry. -- A circumstance occurred on
 the opening of navigation in 1837, that, so far as is known, never before
 took place. The Niagara river, between Fort Erie and Buffalo, was so wedged
 in with ice that the waters of the lake in consequence rose several feet,
 while the Niagara river fell so low that numerous rocks and islands, before
 invisible, made their appearance. The water of Chippewa creek were also
 lowered several feet.
 Other Events of 1837. -- The steamer James Madison,
 Capt. R. C. Bristol, commenced plying between Buffalo and Chicago in 1837,
 and was the first boat to pass through Mackinaw straits on the opening of
 navigation that season. January: Schooner John Hollister fast in the ice on
 Lake Erie and abandoned by the crew. February: Steamer New England launched
 at Black Rock. March: Steamer Tiskillwa sunk by collision with the steamer
 Wisconsin near the Illinois river: several lives lost. May: Steamer Monroe
 ashore above Point Albino. Schooner Commodore Laurence damaged by lightning
 at Huron. Steamer New England damaged by collision with the piers at
 Buffalo. June: Schooner Tom Lemen launched at Cleveland: 90 tons burden.
 Steamer Cleveland launched at Huron: 600 tons burden. July: Steamers Niagara
 and Pennsylvania collide near Huron: 19, the Milwaukee launched at Grand
 island. Steam lighter The Badger launched at Milwaukee. Steamers New York
 and New England collide at Dunkirk. August: Steamer Buffalo launched at
 Buffalo Creek: 670 tons. Brig North Carolina capsized on Lake Michigan:
 several lives lost. Steamer Manhattan launched at Buffalo. Schooner Western
 Trader capsized and sunk off Cleveland. Schooner Adelaide launched at
 Ashtabula: 150 tons. Brig Rocky Mountains launched at Green Bay: 280 tons.
 The schooner Union, of Port Hope, totally wrecked, but none of her crew was
 lost. Schooner Henry Roop damaged by lightning at Ashtabula. Schooner
 Rainbow driven ashore and wrecked at Put-in-Bay island. Schooner Ceres sunk
 off Chagrin river. September: Steamer Illinois launched at Detroit: 755
 tons: the largest boat on the lakes. Schooner Tippecanoe ashore near
 Cleveland. October: Schooner E. Jenny ashore near Cleveland. Steamer Erie
 launched at Erie. Steamer Boynton wrecked at Kingston. Steamer Com. Barrie
 damaged during a storm on Lake Ontario. Steamer Utica ashore at Presque
 Isle. Schooner Massachusetts wrecked near the Niagara river. November:
 Steamer Wisconsin launched at Conneaut. Schooner Toledo ashore at Gravelly
 bay. Schooners O. P. Starkey, Brandywine and Texas ashore at Buffalo.
 The navigation of 1837 wound up with a very destructive gale, such
 as is rarely recorded, raging throughout the entire lake region. It came
 from west-southwest and at Buffalo much property and many lives were
 lost.
 
 
 1838.
 The Canadian Rebellion (Continued). -- Immediately
 after the destruction of the Caroline, in December, 1837, a meeting was held
 at Buffalo, at which speakers denounced the outrage, and on January 3, 1838,
 the grand jury at Lockport, N. Y., indicted Sir Allan N. McNab and his
 companions for what they called "the Schlosser murder," viz: Sir Allan
 Napier McNab, speaker of the House of Assembly: John Mosier, formerly
 captain of the steamer Niagara: Thomas McCormack, and others making an
 attack on the Caroline. Martin Van Buren, President of the United States,
 made a demand for redress "for the destruction of property and
 the assassination of citizens of the United States on the soil of New York
 at Schlosser's."
 Meanwhile General Thomas Jefferson Sutherland went to the upper
 end of Lake Erie with the view of invading Canada across the Detroit river,
 and Colonel Worth went up the lake on the steamer Robert Fulton to prevent
 such a movement. But Colonel Worth's expedition could get no further than
 Erie, because cold weather came on and the lake became frozen over.
 On February 12, 1838, there was a meeting of citizens in Buffalo
 presided over by Dyre Tillinghast, which asked Congress "that there be a
 redress for the Caroline massacre." On April 15, 1838, a Mr. Dawson, of
 Niagara, was arrested in Youngstown, and a warrant issued by Justice Race,
 upon which Mr. Dawson was committed to Lockport jail for trial.
 On the other hand, at the annual meeting of St. George's Society
 the flag of the Caroline hung as a trophy behind the chair of the president,
 and the officers of the government present applauded. Captain Marryat, the
 novelist, proposed as a volunteer toast the following: "Captain Drew and his
 brave comrades, who cut out the Caroline," which toast was received with
 great applause.
 Steamer Sir Robert Peel Plundered and Burned. -- In
 retaliation for the burning of the Caroline, on the night of May 29 - 30,
 the British steamer Sir Robert Peel was plundered and burned at Well's
 island. She was built at Brockville, at a cost of $44,000, and first came
 out in June, 1837. She was 160 feet long and 30 feet beam, and was commanded
 by John B. Armstrong. She was on her way from Prescott to Toronto, carrying
 nineteen passengers, and had left Prescott in the evening, which was dark
 and rainy. She arrived at McDonell's wharf on the south side of Well's
 island at midnight for the purpose of taking on wood. The passengers were
 asleep in the cabin, and the crew had been engaged about two hours in taking
 wood, when a company of 22 men, disguised with paint as savages, and armed
 with muskets and bayonets, rushed on board, yelling and shouting "Remember
 the Caroline!" They soon drove the passengers and crew on shore, allowing
 but a hasty opportunity for them to remove a small portion of their baggage.
 Toward morning having cast off the boat into the stream to the dist- ance of
 about 30 rods they set her on fire. 
 The scene of confusion and alarm, which was caused by this
 midnight attack, can be imagined. Some of the passengers fled on shore in
 their night clothes, a considerable portion of their baggage being lost.
 After the boat was fired in several places, the party, including Thomas
 Scott (a surgeon who had remained to dress a wound), got into two long boats
 and steered for Abel's island, four miles from Well's island, where they
 arrived about sunrise. Dr. Scott stated that there were 22 persons besides
 himself and the wounded man in the two boats. These brigands were known to
 each other by such fictitious names as Tecumseh, Sir William Wallace, Judge
 Lynch, Captain Crocket, Nelson, Captain Crocker, Bolivar, and Admiral Benbo.
 Several thousand dollars in one package, and also smaller sums, were taken
 from the boat, together with various articles of clothing. The only house in
 the vicinity of the wharf was the woodman's shanty. Here the passengers
 found shelter until 5 o'clock in the morning, when the Oneida, Captain
 Smith, came down on her regular trip and found the passengers in their
 distressed situation and took them on board, carrying them to Kingston.
 It was said to have been the intention of the captors of the Peel
 to capture the steamer Great Britain, the next day, and to cruise in these
 two steamers on the lake, transporting troops and supplies to the "patriot"
 bands. The acknowledged leader of these infamous outlaws was William
 Johnston, better known then as "Bill" Johnston, who, since the war with
 Great Britain, had been known on the lakes as a fanatical enemy of Canada,
 and who was, at a moment's notice, ready for any broil that would afford him
 an opportunity for mischief and injuries he claimed to have received from
 that government. He was born at Three Rivers, L. C., February 1, 1782, and from 1784 to 1812 lived at Kingston, where he was engaged
 as a grocer, and at the outbreak of the war was connected with a military
 company. He was seized on a charge of insubordination and lodged in jail,
 from which he escaped and fled to the American side. He acted as a spy, and
 on one occasion robbed the British mail, containing important official
 dispatches, which he safely conveyed to the military commandant at Sacket's
 Harbor.
 Upon learning of the outrage of the burning of the Sir Robert
 Peel, Governor Marcy immediately hastened to the county of Jefferson, and on
 June 4 offered a reward of $500 for William Johnston, $250 each for David
 McLeod, Samuel C. Frey, and Robert Smith, alleged to have been concerned in
 the destruction of the vessel, and $100 each for others who might be
 convicted of the offense, and, in a letter to the Secretary of War of the
 United States, he invited the co-operation of the government with that of
 Canada in pursuing the offenders.
 On June 2, the Earl of Durham, captain-general of the British
 mili- tary force in Canada, issued from Quebec a proclamation offering a
 reward of $1,000 for the conviction of any person actually engaged in or
 directly aiding or abetting this outrage. His Excellency, Lieut.- Col. Sir
 John Colborne, arrived at Brockville, on the 5th of June, to direct any
 measures that might be deemed necessary to take.
 Several arrests were made, all being charged with having taken
 part in this affair. On June 23, the trial of these prisoners began at
 Watertown with that of William Anderson, who was indicted for arson on six
 counts. This trial was conducted before John P. Cushman, one of the circuit
 judges, Calvin McKnight, Benjamin Wright and others, and excited
 extraordinary interest. When the case was submitted to the jury they, after
 a deliberation of two hours, brought in a verdict of not guilty.
 Soon after the news of the burning of the Sir Robert Peel reached
 Washington, Major-General Macomb was sent to Sacket's Harbor to take such
 measures as he might deem necessary and proper. On June 20, General Macomb
 sent word to Sir John Colborne, or the officer in command at Kingston,
 inviting his cooperation in a search among the Thousand Islands for the
 persons who had plundered and burned the Peel. About one week afterward
 Colonel Dundas, of the British army, commandant at Kingston, and Captain
 Sandom, of the Royal Navy, crossed over to hold an interview, which
 interview resulted in an agreement for a joint effort to be made July 2 to
 arrest the parties. After a search of several days their retreat was
 discovered, but in attempting to capture them, all but two escaped, the gang
 consisting at the time of eight men, of whom Johnston was one.
 The Affair at Prescott. - On the 11th of November the
 steamer United States touched at Sacket's Harbor, having on board 150 male
 passengers, who carried with them but little baggage. At Sacket's Harbor
 they were joined by 20 or 30 more, and at Cape Vincent 10 or 11 more got on
 board. A little below Millen's Bay the United Stated overtook the Charlotte,
 of Oswego, and the Charlotte, of Toronto, two schooners which had left
 Oswego on the 10th, while the United States was in port. Taking them both in
 tow and proceeding down the river, all with plenty of munitions of war on
 board, and all destined for Prescott, the battle of Windmill Point followed.
 Many "patriot" prisoners were taken by the British, and they were conveyed
 to Fort Henry, at Kingston, where they were tried by court martial, which
 began its session November 26, 1838. The rule adopted by this court was to
 execute all the officers that were known to be such, try and sentence the
 rest, reprieve the minors and punish the remainder by banishment to the
 penal colony at Van Dieman's Land.
 The court was induced to mitigate somewhat the rigor of their
 original intentions, possibly by the feeling which had arisen in the United
 States with regard to the expedition. Meetings were held in various parts of
 the country, at which prominent men made speeches declaratory of their
 permanent opposition to all acts of violence, and expressing the friendship
 they felt for Great Britain and Canada, with whom they desired 
 to live at peace. The grand jury of Jefferson county, at its December term,
 published a short manifesto deprecating the continuance of secret
 associations, and a public meeting was held December 18, 1838, to promote
 peace and harmony on the frontier. At this meeting a series of resolutions
 was adopted, in which the sentiment of the people was declared to be
 strongly in favor of peace and friendship, and which called upon the
 inhabitants of the American side of the line to exert themselves to the
 utmost in their power to prevent all hostile invasion of the Province of
 Canada.
 Delegations were also sent from various places on the American
 side to Kingston to secure, if possible, some mitigation of the fate of the
 prisoners. Ten of the convicted prisoners were hanged; 18 were released; 58
 were pardoned; 60 were transported; 4 turned Queen's evidence; 3 were
 acquitted, and the fate of 10 was not ascertained.
 On April 8, 1839, the British steamer Commodore Barrie, under
 orders from Col. A. McDonell, sheriff of Midland District, U.C., arrived at
 Sacket's Harbor with 22 prisoners, pardoned by the lieutenant-governor. On
 the 27th of April, 37 more prisoners arrived at Sacket's Harbor.
 Burning of the Steamer George Washington. - The new
 steamboat George Washington, in command of Captain Brown, took fire on her
 downward passage below Dunkirk about 2 o'clock Saturday morning, June 16,
 1838. In spite of every exertion to save passengers and crew, over 30
 persons were burned or drowned. The bulkhead between the boilers and
 gentlemen's cabin was in flames when the dreadful condition of the boat was
 discovered. The engine was stopped for the purpose of lowering the yawl,
 into which the frightened passengers quickly crowded. When ready to be let
 down, the fastenings at one end gave way and all occupants were precipitated
 into the lake. Much time was lost in rescuing the persons thus plunged into
 the water, detaining the only boat that could take them to land. The yawl
 was dispatched to shore as soon as possible, but did not return in time to
 take off a second load, though several persons were picked up, having
 struggled for a time on floating boxes and planks.
 The North American was about 15 miles ahead of the Washington, and
 as soon as the flames were discovered, came back to her aid, but not in time
 to do more than pick up several persons struggling in the water; and to tow
 the burned hull to Silver Creek. The hull was scuttled and sunk at the
 wharf, nothing but the blackened timbers of the wheelhouse being visible. No
 property was saved from the boat. After stopping the engine to lower the
 yawl, the Washington became unmanageable and could not be got under way
 again. The tiller ropes parted and cut off all access to the engine.
 Up to this time few serious accidents had only occurred in the
 navigation of Lake Erie by steam, and none to compare with this in
 destruction to human lives, although the lake was perfectly calm and
 everything pointed to a prosperous trip at the time of departure.
 The fire is said to have caught from the boilers when the boat was
 about three miles from shore.
 The Washington was wholly new, and was on her maiden trip, having
 been completed but three or four days. She was built at Ashtabula, and was
 valued at $40,000, being owned largely by M. Kingman, of Buffalo, and Mr.
 Hubbard, of Ashtabula.
 Howe's Account. - The following account of the
 disaster appears in Howe's "History of Ohio:" The prosperity of Ashtabula
 received a severe shock in the loss of the steamer Washington, destroyed by
 fire on Lake Erie, off Silver Creek in June, 1838, by which misfortune about
 40 lives lost. This boat was built at Ashtabula harbor, and most of her
 stock was owned by persons of moderate circumstances in this place. She was
 commanded by Capt. N.W. Brown. A passenger who was on board, a few days
 after, published the following account of this disastrous event: "The
 Washington left Cleveland on her passage down from Detroit, June 14th, at 8
 A.M., proceeded on her way until Saturday, 2 o'clock A.M., when she arrived
 in the vicinity of Silver Creek, about 31 miles from
 Buffalo. The boat was discovered to be on fire, which proceeded from beneath
 the boilers. The passengers were alarmed, and aroused from their slumbers;
 such a scene of confusion and distress ensued as those only of my readers
 can imagine who have been in similar circumstances. Despair did not,
 however, completely possess the mass, until it became evident that the
 progress of the flames could not be arrested. From that moment the scene
 beggars description. Suffice it to say that numbers precipitated themselves
 from the burning mass into the water; some of them with a shriek of despair,
 and others sunk silently beneath the waves; others moment- arily more
 fortunate swam a short distance and were drowned; others still, on pieces of
 board and wood, arrived on the beach; yet some even of them sank into a
 watery grave. The small boat had by this time put off loaded with about 25
 souls for the shore. Those arrived safe, picking up one or two by the
 way.
 "The writer of this article was one of the number. Other small
 boats came to our assistance, which, together with the Washington's boat,
 saved perhaps a majority of the passengers on board. There is reason to
 believe that as many as forty perished. It is impossible to compute the
 precise number. Many remained on the boat until it was wrapped in one sheet
 of flame. Of these there is reason to believe that numbers perished in the
 conflagration; while others half burned precipitated themselves into the
 watery element, thus suffering the double agency of death by fire and water.
 Most of the crew were saved, the captain among the number, who, during the
 awful calamity, acted with the utmost decision and intrepidity. Indeed, no
 blame, so far as the writer has been informed, has been attached to any
 officer or hand on the boat. The utmost exertion was used to move her on to
 the shore, until it became necessary to stop the engine to let down the
 small boat, which having been done, the fire had progressed so far as to
 render it impossible to again start the machinery. I give a few particulars
 of the losses of the passengers. Mr. Shudds is the only survivor of his
 family of seven. A lady passenger lost three children, a sister and a
 mother. Mr. Michael Parker lost his wife and parents, sister and her child.
 But I will not further continue the cases of individual bereavement."
 The Terrific Storm of November, 1838, was more severe
 and disastrous in its effects to the lake shipping than was ever before
 experienced. The entire lake coast presented a most melancholy appearance,
 and between Erie and Buffalo was literally strewn with wrecks, some 25
 vessels going ashore with serious damage to cargo and hull, among them the
 schooners Agnes Barton and Toledo, with others belonging to Lake
 Ontario.
 The steamer New England, Captain Burnett, went ashore seven miles
 below Fairport. She had on board 1,500 barrels of flour and several tons of
 butter, of which she threw overboard 500 barrels of flour and six tons of
 butter. She was finally released with total damages of $10,000. The schooner
 Toledo, 130 tons burden, Captain Scoville, went ashore one mile below
 Fairport, and became a total loss. Her cargo consisted of dry goods, worth
 $150,000, of which a greater portion was saved, though badly damaged. 
 The schooner Benjamin Barton went ashore one mile below Conneaut,
 with a full cargo of merchandise for Chicago. She was 115 tons burden, and
 commanded by Capt. Augustus Heeler. She was a total loss, but most of her
 cargo was saved. 
 The brig Virginia, 115 tons, Captain Douglass, went ashore near
 Madison dock laden with merchandise; the damage was over $25,000; the vessel
 was finally released. The schooner Ralph Granger, 90 tons burden, Capt. D.H.
 Green, went ashore two miles from Fairport. She was got off with slight
 damage. The schooner Hiram, 60 tons burden, Captain McKinty, was beached
 between Madison dock and Ashtabula. The schooner Lodi, 50 tons burden, owned
 by Oliver Newberry, of Detroit, went ashore in the same locality, but
 finally got afloat. The schooner Cleveland, of Lake Ontario, went ashore
 near Ashtabula. The schooner Sandusky, 110 tons, Captain Davidson, went ashore near Erie, and was got off. The schooner Colonel
 Benton, cargo of dry goods, went ashore at Dunkirk, and was released without
 serious damage; the schooner Eagle, Captain Davidson, went ashore five miles
 below Erie, with no cargo, and became a total loss. The vessel was owned by
 the captain. 
 The schooner Lady of the Lake, Captain Shephard, of Vermilion,
 Ohio, went ashore near Buffalo, and went to pieces. She had a partial cargo
 of wheat and flour. She was owned by the captain, who, upon finding at Erie
 that she was leaking, transferred 1,500 bushels of wheat and 40 barrels of
 flour to another vessel. She was an old vessel and uninsured. 
 The brig Manhattan, at that period the noblest craft on the
 western waters, laden with merchandise, was beached near Point Albino, and
 became a total loss. She was bound for Chicago, sailed by Capt. John
 Stewart, and owned by O. Newberry, of Detroit. She was a full-rigged brig of
 splendid finish and design. The greater portion of her cargo was ruined. The
 schooner Saratoga went ashore near Conneaut.
 Other Events of 1838. - January 6: Navigation opened
 at Sandusky by steamer Cincinnati. March: Steamer Osceola was launched at
 Grand Island; steamer James Allen launched at Chicago, built by Captain Case
 and engine manu- factured by William H. Stow. April: Steamers Buffalo and
 Commodore Perry collide near Erie; steamer New England aground in Detroit
 river; the General Brady aground in the River Raisin. May: Steamer Cleveland
 disabled on Lake Erie; steamers Cincinnati and Milwaukee collide near
 Cleveland; steamer Lawrence launched at Fairport, 300 tons. June: Schooner
 Reindeer capsized between Sandusky and Huron, crew rescued by steamer
 Sandusky; schooner M. Kingman capsized near the mouth of the Detroit river,
 crew rescued by the steamer Pennsylvania. July: Schooner Leander launched at
 the Peninsula, 130 tons; steamer Great Western launched at Huron, Ohio, 250
 tons. August: Steamer Vermillion launched at Vermillion; schooner Black Hawk
 capsized off Chagrin, crew rescued by steamer Robert Fulton. September:
 Steamer Lexington disabled on Lake Erie near Buffalo; steamer W.F.P. Taylor
 ashore near Michigan City; steamer Erie aground between Buffalo and Black
 Rock. October: The schooner Citizen beached near Buffalo; brig Manhattan
 ashore at Point Albino; schooner Michigan ashore near Michigan City;
 schooners Buckner and Ottawa ashore on Lake Michigan. The steamers Perry and
 Rochester were damaged by collision near Dunkirk; steamer New England ashore
 near Fairport; schooners Toledo and Ralph Granger beached near Fairport;
 schooners Swan, Barton, Hiram and Sandusky ashore on Lake Erie; schooner
 Eagle ashore at Elk Creek. November: Schooner Saratoga ashore near Conneaut;
 schooner Robert Burns damaged by collision with schooner Bancroft at
 Ashtabula; schooner S.B. Ruggles ashore near Erie; schooner Shark wrecked
 near Fairport. 
 
 
 1839.
 Indignities to the Crew of the Girard. - The
 excitement consequent upon the Canadian rebellion of 1837 had not yet wholly
 subsided during the navigation of 1839, and vessels passing through the
 Welland canal from American ports were frequently subjected to annoyance
 from the militia stationed along that waterway. The schooner Stephen Girard,
 Capt. John C. Hugurin, left Oswego April 15, for Cleveland. She passed
 through unmolested to the last lock at Gravelly Bay. On her arrival there
 she was assailed by about 150 soldiers in uniform, under mounted officers.
 The ordered the captain to haul down the stars and stripes. The captain made
 no reply, when one of the officers ordered soldiers to cut the halyards,
 which order was obeyed, but in hauling the colors down they got foul in the
 cross-trees. The captain was then ordered to send one of his men aloft and
 haul down the flag. He obeyed. The sailor threw it on deck, and the master
 under command sent it ashore. He then attempted to get his vessel out of the
 lock, and when she was nearly through the officer ordered his men to shut
 the gates upon her, in which attempt they caught the small
 boat, hanging upon the davits, and stove it in. The captain succeeded in
 making sail, and after receiving a good pelting from stones got away. The
 soldiers manned a boat and followed the vessel, but did not overtake her.
 The flag was torn in strips, amid the yells of the soldiers. Subsequently a
 new flag was sent the master by the Canadian authorities to Cleveland, with
 a letter denouncing the outrage and deploring its occurrence. The officer
 and soldiers taking part in the affair were placed under arrest and a court
 of inquiry instituted. This letter of apology was signed by C. J. Baldwin,
 the colonel commanding the forces.
 Seizure of the Weeks. -- Another exciting episode was
 the seizure of the schooner G. S. Weeks, of Oswego, by the Canadian
 authorities at Brockville. The Weeks had merchandise for that port, and was
 seized immediately after discharging her freight, under pretext, it was
 said, of her having on board one piece of State ordnance for a company of
 State artillery at Ogdensburgh. As soon as informed of the seizure, Colonel
 Worth left Sacket's Harbor in the steamer Oneida for Brockville, with a
 company of United States troops on board. Colonel Young, the commander, at
 Brockville, demanded the surrender of the schooner to her owner, but the
 militia, who had possession, refused to give her up. Aid was sent for to
 Kingston, and two companies of the 83rd were dispatched to Brockville by
 steamboat. After the arrival of the troops from Kingston the schooner was
 surrendered to her officers, upon the formal demand of Colonel Worth.
 Attempt to Burn the Great Britain. -- On June 6,
 1839, an attempt was made to burn the British steamer Great Britain, by
 conveying on board a trunk filled with explosive materials. The explosion
 designed occurred, but the flames caused thereby were soon extinguished.
 Lett and Defoe, two Canadian refugees, were arrested, charged with the
 outrage, confessed to the design of burning the vessel, with the hope of
 renewing the difficulty between the two governments. For a year or two
 afterward a steamer was kept in commission on the lake, and troops were
 stationed at Madison barracks, for some time after the boat went out of
 commission. However the troubles came to an end, and there has been no
 further difficulty between the United States and Canada.
 Loss of the Neptune and Victor. -- A distressing
 casualty was the loss of the brig Neptune, Capt. John Sims, of Cleveland, at
 Point au Sable, Lake Michigan, in November. Eleven passengers, comprising
 four families, were drowned. Five beside the captain reached shore, where
 they soon after perished. The captain had both feet badly frozen, one of
 which was subsequently amputated. His mate, John W. Webster, had both legs
 badly frozen, and they were afterward amputated. The Neptune had on board a
 general cargo, including iron, liquor, leather, wagons, etc. In the latter
 part of November, the same season, the schooner Victor, laden with 4,000
 bushels of wheat, shipped from Michigan City, was lost with all hands on
 Lake Erie. These were the two most serious disasters of that season.
 Some Fast Runs. -- The steamer St. Lawrence was the
 fastest boat plying on Lake Ontario during the season of 1839. In a heavy
 gale, with the sea continually breaking over her, the St. Lawrence made the
 run from Oswego to Lewiston in 12 hours and 7 minutes, and passengers by
 her, who took tea in the evening at Oswego breakfasted the follow- ing
 morning in Buffalo. She was long, sharp and narrow, and was propelled by two
 powerful, low pressure engines.
 During the season there was considerable rivalry in regard to
 speed, and not unfrequently in company a high pressure of steam was carried.
 The steamer Cleveland claimed to be the fastest boat, without the necessity
 of racing, a statement which was inserted in her bills. She claimed to make
 the run between Cleveland and Buffalo in 14 hours, and from Detroit to
 Buffalo on one occasion, with a fair freight and 100 passengers, in 21 hours
 and 38 minutes, the distance being 300 miles. Not long after this, however,
 the steamer Buffalo, Capt. Levi Allen, made the distance 
 between Detroit and Buffalo in 19 hours, and carried the broom for the
 remainder of the season.
 Other Events of 1839. -- The schooner Globe, Captain
 Rosseter, was capsized in a squall six miles off Cleveland. She was from
 Buffalo, with a small quantity of pig iron on board. The crew was picked up
 by the schooner Agnes Barton. She was subsequently righted and towed into
 port with no serious damage. The steamer Great Western, which came out in
 1839, was burned in Detroit in September. She had been in Chicago, and on
 returning took fire while crossing Lake St. Clair. The flames were
 apparently extinguished until reaching Detroit, when they burst forth anew,
 and consumed the boat almost to the water's edge. She was subsequently
 rebuilt at almost her original cost, which was $80,000. The steamer
 Minnitunk, a Canadian craft, was sunk by the steamboat Erie on Detroit
 river, above Malden. She was afterward, raised, enlarged, and had her name
 changed to Goderich. The old barkentine Detroit, captured by Commodore
 Perry, in the memorable engagement of 1813, but later on converted into a
 merchant craft for service on the lakes, was condemned at Buffalo as unfit
 for further wear. Business on the Erie canal was unusually active, emigrants
 and merchandise arriving hourly at Buffalo, and creating quite a stir among
 lake craft. The steamer Michigan, which up to this time had been propelled
 by two low-pressure engines, had one taken out, and was run by only one,
 making slower time. On the evening of October 11, while the steamboat DeWitt
 Clinton was lying to off Milwaukee, on her passage down, a tremendous gale
 swept over the lake and capsized her. Four lives were lost. The steamer Lord
 Syndenham ran down the St. Lawrence rapids that season, the first to attempt
 such a feat. The first vessel to leave Chicago for Buffalo was the schooner
 James G. King, April 19, with 57 passengers. January: Steamer Cincinnati
 leaves Cleveland for Detroit: 16, first departure of the season: returns
 17th, being unable to enter Detroit river on account of ice. March:
 Navigation opened 16th between Detroit and Cleveland by steamer Erie. April:
 Welland canal opened 1st for the season. Steamer Cincinnati ashore near the
 mouth of Sandusky bay. The Chautauqua launched at Buffalo. Steamer Oliver
 Newberry sunk by collision with a rock in the Maumee river. Schooner S.
 Juneau ashore near Milwaukee. The Western trader ashore near Chicago.
 Steamer Columbus first boat to arrive at Chicago this season from lower
 ports. May: Schooner Atlas, of Dexter, in command of Captain Westcott, sunk
 in a gale near Oswego: seven lives lost. Schooner Globe capsized near
 Cleveland: crew rescued by schooner Agnes Barton. July: Schooner Queen
 Victoria launched at Garden island. September: Steamer Great Western, of
 Huron, burned at the dock in Detroit: 800 tons: cost over $80,000. Steamer
 Erie damaged by collision with the Daniel Webster in Detroit river. Severe
 storms on Lakes Ontario and Erie Sept. 12. Schooner New York wrecked on Lake
 Ontario: wreck went ashore near Port Hope: six lives lost. Schooner Matilda,
 in command of Captain Cameron, ashore on Canada side of Lake Ontario: the
 captain and three men perished. October: Steamer Illinois disabled on Lake
 Erie and towed to Fairport by the steamer Rochester. Schooner Kingston
 ashore on the Isle of Tonti. Schooner Welland, ashore at Point Misery,
 released by steamer Cobourg. Severe storm on Lake Michigan. Schooner
 Milwaukee ashore near Little Fort. Steamer New England sustains injuries
 during a storm on Saginaw bay. The Virginia, John Kinzie and White Pigeon
 ashore near Michigan City. November: Schooner Buffalo sunk by running on a
 reef in the Niagara river. Steamer Brothers, in command of Captain Eberts,
 of Chatham, burned. Schooners Caroline and Essex collide off Sodus, by which
 the former was severely injured. Schooner Norton damaged during a storm on
 Lake Erie. Schooner Bolivar wrecked near Presque Isle: 25, Brig Neptune
 wrecked at Little Point au Sable: many lives lost, among whom were eight
 members of the crew. December: Toll-fees at Welland canal during the season,
 $27,241.67.
 The population in 1839, at certain lake ports was
 given as follows: Buffalo, 20,000; Erie, 3,500; Cleveland, 8,400, Sandusky
 3,500, Lower Sandusky, 1,500; Perrysburg, 1,600; Maumee, 2,000; Toledo,
 2,000; Detroit City, 6,500, Monroe, 3,500; Chicago, 5,000; Milwaukee, 3,500;
 Michigan City, 1,000; Huron, 1,500, Dunkirk, 1,300. It had quadrupled in
 eight years time.
 
 
 1840.
 The Steamer General Harrison was built at Perrysburg,
 Ohio, in 1840, during the height of the Presidential campaign of that year.
 Her first trip to Buffalo was heralded long in advance, and when she was
 sighted the long wharf began to fill with enthusiastic partisans of the old
 hero, after whom she was named. Several hundreds were soon assembled to
 greet the steamer and her passengers, who like those on the wharf were
 composed mostly of Whigs. A miniature log cabin was hoisted to the foretop,
 while a live raccoon was perched upon the crosstree. As the General Harrison
 touched the wharf the multitude broke out singing:
 
 I've been a loco foco these dozen long years,
 Spending my money for rum and strong beers.
 But now will lay by my money in store,
 Resolved for to play the loco foco no more.
 
 First Suspension Bridge over Niagara. - In 1840
 Charles Ellet erected the first suspension bridge over the chasm below
 Niagara Falls. He began by offering a prize of $5 to the person who would
 first get a string across the rapids, and soon afterward hundreds of kites
 were in the air. Before night a boy landed his kite on the Canadian side,
 and secured the reward. To this cord was attached a wire cable, seven-eights
 of an inch in diameter. From this cable was suspended a wire basket with
 room for two persons to be seated. The basket was attached to an endless
 rope worked by a windlass on either side.
 A Fire at Kingston, April 18, destroyed the steamer
 Cataraqui, the schooner Dora Nelson, and an immense quantity of stores,
 including 10,000 barrels of flour, pork and other produce, the fire being
 supposed to have originated from sparks thrown out of the smoke stack of the
 American steamer Telegraph.
 Other Events of 1840. -- The Michigan Central
 railroad ran cars as far west as Ann Arbor, two trains daily and the United
 States mail passed from Detroit to Chicago in 48 hours. In August, the
 steamboat Erie, Captain Titus, exploded on the Detroit river, killing six of
 her crew. In 1840 there were 48 steamers on the lakes of various sizes, from
 150 to 750 tons, and costing in their construction $2,200,000. Navigation
 opened at Buffalo, April 24, the steamer Chesapeake, Capt. D. Howe, arriving
 at that date. The Erie canal opened April 20. The steamer Star, Capt. Cliff
 Belden, arrived at Detroit March 8, first boat. The Straits of Mackinaw
 opened April 16, the steamer Chesapeake being the first boat through. March:
 Navigation open between Detroit and Cleveland. March 7: steamer Missouri
 launched at Vermillion, 700 tons. April 16: Fifty-four vessels lying at
 Gravelly Bay waiting for a passage through the ice. May Schooners: Memee,
 Drift and Victory damaged during a storm on Lake Michigan; steamer Champlain
 ashore near St. Joseph; crew rescued by the schooner Minerva Smith; steamer
 Gov. Mason totally wrecked at the mouth of the Muskegon river. August:
 Schooner Iowa sunk by collision with the Erie near Dunkirk. September:
 Schooner Atlantic, bound from Sandusky to Buffalo, run down by steamer
 Buffalo near Cleveland; schooner owned by Captain Scoville, who was in
 command; crew escaped with difficulty. October: Severe storm on Lake Erie
 October 3; steamers Michigan and Vermilion ashore near Buffalo; schooners
 Bancroft and Martha Freme damaged on Lake Erie; schooners Lexington and
 James King stranded below Buffalo; during the storm near Buffalo, the
 schooners Commodore, Florida, Bucknor, Tippecanoe, Ruggles, Alps and
 Mitchell, brig North Carolina, and steamer Fulton sustain injuries; schooner
 Wyandot damaged on Lake Erie; the S.B. Chautaque damaged near Dunkirk; on
 account of the storm, there were 113 vessels for shelter at
 Buffalo, the greatest number ever there at one time; steamer Constellation
 disabled near Point du Chien; taken in tow by the steamer Huron; steamer
 Chesapeake damaged by a whirlwind on Lake Erie, near Ashtabula; schooner
 Celeste ashore at Barcelona. November: Schooner Major Oliver ashore below
 Grand River; steamer Rochester damaged on Lake Erie by the detachment of one
 of her tiller- chains; schooner Wm. Cayley, 140 tons, launched at Chippewa;
 steamer Traveller sustains injuries during a gale on Lake Ontario.
 
 
 1841-1850
 
 [Introduction]
 
 The First Propeller On The Lakes, 1841 - An Appalling Catastrophe -- The
 Theft Of The Milwaukee -- Progress Of Settlement -- Loss Of The Post Boy
 -- Other Events Of 1841 -- The Storm On November 18, 1842 -- Charles
 Dickens On The Lakes -- Early Propellers -- Wreck Of The Reindeer --
 Other Events Of 1842 -- Oil Consumed In 1843 -- Iron Government Vessels
 -- A Dull Season -- A Most Deplorable Disaster -- Other Events Of 1843
 -- The Flood Of 1844 In Buffalo -- Copper Rock Is Removed -- Steamer
 Empire Built -- Other Events Of 1844 -- Loss Of The Kent, 1845 -- A
 Round Trip Each Month During The Winter -- The Geo. M. Bibb Goes To New
 Orleans -- First Propeller With Upper Cabin -- Boisterous Weather --
 Other Events Of 1845 -- Ice Jam At Buffalo, 1846 -- Thrilling Rescue Of
 The Helen Strong's Passengers -- A Memorable Storm -- Wreck Of The
 Schooner Lexington -- How The Chesapeake Went Down -- Other Events Of
 1846 -- Appalling Loss Of The Phoenix, 1847 -- Drowned At The Sault --
 Loss Of The Schooner Daun -- A Large Mineral Cargo -- Disaster On Lake
 Superior -- Other Events Of 1847 -- The Gale Of April, 1848 -- Explosion
 Of The Goliah -- Chicago's First Locomotive -- Niagara Falls Dried Up --
 Other Events Of 1848 -- Vessel Sails For California From Cleveland, 1849
 -- Cholera Breaks Out -- Fatally Scalded On The Passport -- Other Events
 Of 1849 -- Burning Of The Griffith, 1850 -- Wreck Of The Anthony Wayne
 -- Many Lives Lost On The Troy -- Extent Of The Losses In 1850 -- Other
 Events Of 1850.
 
 
 
 1841
 The year 1841 was made notable by the appearance of the Vandalia,
 the first propeller on the lakes, and the first screw steamer ever built for
 business purposes. A Canadian ship owner at Brockville, Ontario, hearing
 that Ericsson's steamer wheel was on exhibition at the iron works of Hogg
 & Delameter, in New York, asked an Oswego friend, then visiting in
 New York, to inspect this model. The Oswego gentleman had no particular
 knowledge of machinery, and asked Capt. James Van Cleve, of Lewiston, N.Y.,
 a lake navigator, to go with him to see Ericsson's new wheel. Van Cleve
 examined the model carefully, and, after a two-hours' conversation with the
 inventor, became a convert to the new method of propulsion. Ericsson offered
 Van Cleve a half interest in his patent for the northwestern lakes if he,
 Van Cleve, would place on Lake Ontario, within a year, a steam vessel
 equipped with the new wheel. Van Cleve assented to this proposition, and a
 written contract was drawn up on the spot.
 This interview took place in December, 1840, and Van
 Cleve returned to Oswego, where he interested several other gentlemen with
 him, and in 1841 they built the propeller Vandalia, of 138 tons. She made
 her first trip in November, 1841, and proved a success in all weathers.
 An Appalling Calamity. -- The most appalling calamity
 occurring during the season of 1841 was the burning of the steamboat Erie on
 the night of August 9, off Silver Creek, Lake Erie, and in the same waters
 where the steamer Washington 2nd, had burned in 1838. The Erie had come out
 in that year, was of 497 tons burden, and was commanded by Capt. T. J. Titus
 up to the time of her loss. She had been in ordinary at Buffalo for a few
 days to receive fresh painting, and started out at about four o'clock in the
 evening for Chicago; although the wind was blowing fresh, everything
 promised a pleasant and prosperous voyage. When about 33 miles from Buffalo,
 off Silver Creek, a slight explosion was heard and almost immediately the
 whole vessel was enveloped in flames. Some cans of turpentine, it was
 conjectured, had ignited.
 Captain Titus, who was in command, rushed from the upper deck to
 the cabin where the life preservers were kept, but flames hindered his
 progress, and he quickly gave orders to the engineer to stop the boat.
 The passengers, driven by the flames, plunged madly into the
 water, catching at anything which might lend assistance in floating. Many
 went down immediately and were seen no more.
 The steamer DeWitt Clinton, 20 miles astern, discovered the fire
 and came up, reaching the Erie at about 10 P. M. She was instrumental in
 saving many lives, but in spite of all efforts over 100 persons were
 drowned.
 The steamer Lady from Dunkirk and the steamer Chatauque also came
 up soon after and together they towed the burned hull of the Erie to within
 four miles of the shore where she sank in eleven fathoms of water.
 The loss of property was heavy. She had on board the first large
 invoice of merchandise of the season, amounting to 30 tons, worth at least
 $20,000. Immigrants on board had about $180,000 of specie, and the boat cost
 over $75,000; making in all a loss of nearly $300,000. The Erie was owned by
 C. M. Reed, of Erie, and was one of the finest steamers afloat on the
 northern lakes.
 The Theft of the Milwaukee. -- During the later
 thirties the steam- boat Milwaukee came out. She was built mainly for speed,
 and had a powerful low-pressure engine, the first on the lakes. She was
 owned jointly by parties in Buffalo and Milwaukee, between whom in course of
 time arose a fierce legal controversy regarding their several interests.
 Arriving at the port of Buffalo, this boat was taken up the river as far as
 possible and laid up in ordinary under the watchful care of a trusty ship
 keeper. The Milwaukee people kept quiet for a time, in the meantime
 concocting a scheme by which they expected to surprise their Buffalo
 friends. They employed Capt. Lester H. Cotton to secure possession of the
 boat, and he organized a small and trusty crew, which on a summer's night in
 1841 got on board the boat, seized the keeper, gagged him and confined him
 where he could give no alarm, got up steam, cast off the moorings, and
 quietly passed down the river and out into the lake. Once in the lake, they
 gave the Milwaukee all the steam she could carry, and away she went, at a
 speed too great for any other boat on the lakes to overtake her. At Silver
 Creek pier they released their prisoner, made straight for Put-in-Bay, where
 they took on plenty of wood for fuel, and passed on rapidly up to Milwaukee,
 where they ran her hard into the bar inside the mouth of the river. Here she
 lay for a few years, until purchased by Oliver Newberry, of Detroit, who
 placed her engine in a new steamboat called the Nile, built by himself, and
 that was the last of the Milwaukee.
 Progress of Settlement. -- In 1841, the country
 bordering on the lower lakes was already pretty well settled, and works for
 the improvement or formation of harbors had been commenced at most of the
 important points on Lakes Erie and Ontario. The upper lake
 region was but thinly settled, and there were no good harbors on Lake Huron,
 and but one, the harbor of Chicago, on Lake Michigan. Settlers were,
 however, pouring in rapidly, and there was even then a large and constantly
 increasing commerce between the lake ports, especially from Buffalo to
 Detroit and Chicago. Communication with Lake Superior could only be had by
 portage around the Sault Ste Marie, but the great mineral wealth of the Lake
 Superior country was attracting attention, and a survey for a ship canal had
 been made in 1840.
 Loss of the Post Boy. -- The schooner Post Boy with
 ten persons, including passengers and crew, was lost with all on board, in
 Lake Michigan, in October, 1841. She had left Chicago, where a keg of powder
 was shipped, and it is supposed must have exploded. The victims of this
 disaster were all citizens of Michigan.
 Over Niagara Falls. -- Three men in a small boat went
 over Niagara Falls. The names of two were Jehiel Kenney and John York. They
 had started to cross over from Schlosser to Hudson's tavern, two miles above
 Chippewa. Soon after they left, their cries were heard, but they were beyond
 rescue. The boat was loaded with six barrels of whisky, and being struck by
 a squall, she sunk. Kinney had kept a tavern eight miles below the
 Falls.
 An Unknown Wreck. -- Capt. Jacob Francisco, of the
 schooner De Witt Clinton, reported finding the wreck of a vessel 20 miles
 south of Port Stanley, with both masts gone and the bow sprit badly sprung.
 Her spars and sails hung over the side, and both davits were gone. An anchor
 weighing 700 pounds was taken on board the Clinton. The name could not be
 ascertained, but all hands were, beyond a doubt, lost.
 Other Events of 1841. -- In November the steamboat
 Rochester, when about 40 miles from Buffalo, en route from Cleveland, was
 overtaken by a storm and sprung a leak. She put back for the latter port, on
 her arrival had two feet of water in the hold, which the constant use of the
 pumps could not gain upon. Had she remained out a short time longer she
 would have gone to the bottom. The steamer New England was out in the same
 storm, but by good seamanship on the part of Captain Oliver, she arrived
 safely at Buffalo. The schooner Amerlica, of 60 tons, which loaded with
 produce at St. Joseph, went ashore 20 miles from that port, and with her
 cargo became a total loss. She was quite an old vessel, and had sailed for
 many years on Lake Erie. March 27: Schooner Margaret Helm leaves Cleveland,
 the first departure of the season: Steamer Burlington burned at Queen's
 wharf, Toronto. April 28: Schooner Eliza Ward in command of Captain
 Nicholas, ashore in a severe storm near Chicago: schooner Victory sustains
 injuries during a storm on Lake Michigan. August 9: Steamer Erie burned near
 Silver Creek, Lake Erie. Over a hundred lives lost. September 10: Schooner
 J. A. Barker ashore near Sandy Town: schooner Louisa Jenkins, in command of
 Captain Travers, wrecked at Dunkirk: schooner Savannah, of Silver Creek,
 sunk near Conneaut. October 14: Schooner Havre in command of Capt. H. B.
 Hawley ashore near Conneaut. Owned by C. Deming & Co: 17, schooner
 Dolphin, in command of Captain Morgan, ashore at Death's Door. Crew rescued
 by the Yankee, in command of Captain Wells: schooner Britannia, 100 tons
 burden, foundered on Lake Ontario: owned by Calvin Cook & Counter
 and T. Dodge & Co., of Kingston, and freighted with staves from
 Hamilton to Montreal: schooner Savannah, sunk on Lake Erie, raised and towed
 to Conneaut: schooner Maria, in command of Captain Goldsmith, totally
 wrecked on a rocky reef 20 miles from Mackinac: owned by Mr. Kinney, of
 Buffalo. November: Steamer Odd Fellow wrecked on a reef two miles east of
 Gravelly Bay: owned by William Baker, and had been on a trading trip to
 Canada, having on board a cargo of chestnuts valued at $500: 17, schooner
 Onondaga ashore near Manistee river. Had on board 6,000 bushels of wheat for
 Oswego: 25, brig Richard Winslow in command of Captain Beckwith, ashore near
 Chicago. Insured for $4,000. Brigs Oceola and Illinois wrecked on Lake
 Michigan. December 3: Severe storm on Lake Michigan. Schooners
 McFarlan and Harrison ashore at Racine; brigs Wave and H. Pearsons ashore
 near Southport.
 
 
 1842.
 The Storm of November 18. -- The wind, which had been
 blowing from the west, turned to the southeast November 15, from which
 quarter it blew until November 17. At 7 P. M., November 17, the wind veered
 again to the west and began to blow with great force. At Buffalo the gale
 was accompanied by snow, which fell to the depth of 12 inches. The loss of
 property and life was great. The number of persons killed was estimated at
 100, while about 50 wrecks were scattered over the Great Lakes. Eighteen
 vessels were driven ashore on the Canadian side of Lake Erie, and many more
 on the shores of Lake Michigan and Lake Ontario. Many of the boats were
 total losses, with their cargoes, while some sustained only a partial loss
 or serious injury.
 On November 16, the steamer Chicago passed Erie, just before the
 change of wind. November 18 she was a helpless wreck.
 The ship Milwaukee was loading flour at Kalamazoo during the fore-
 noon of November 17. At 2 o'clock the next morning she went ashore and only
 six persons out of 15 were saved. She was a total wreck, but her cargo,
 consisting of 2,000 barrels of flour, was saved.
 Up to this point in the history of lake navigation, no storm had
 swept with greater violence and destruction to the shipping interests, and
 with a greater sacrifice of human lives. A partial list of the disasters
 which occurred November 17, is as follows: Steamer Chicago ashore at
 Cattaraugas. Schooner Buckeye ashore at Conneaut. Schooners B. Franklin and
 Allegan ashore at Fairport. Steamer Macomb ashore at Point Mouille;
 passengers rescued by the Brothers, which also went ashore a short time
 afterwards. Brig Francis Mills and schooner Jenny ashore on north side of
 Lake Erie. Schooner Bancroft ashore near St. Josephs. Schooner Mariner
 ashore at Point Pelee; taken in tow by the steamer General Scott. The
 Indiana wrecked near Gravelly Bay. The Mississippi wrecked near the Indiana.
 The M. Kingman ashore on the Canadian side near Gravelly Bay. The Florida,
 of Buffalo, ashore at Point Albino. Severe storm over all the lakes, with
 heavy losses at all important ports.
 Charles Dickens on the Lakes. -- Charles Dickens, the
 great novelist, took passage on the steamboat Constitution at Sandusky en
 route eastward. The Constitution called at Cleveland, April 25, and thence
 proceeded to Buffalo. In his American Notes Dickens thus speaks of the
 Constitution: "She was a large vessel of 500 tons, and handsomely fitted up,
 though with high-pressure engines, which always conveyed that kind of
 feeling to me, which I should be likely to experience, I think, if I had
 lodgings on the first floor of a powder-mill. She was laden with flour, some
 casks of which commodity were stored upon the deck. The captain coming up to
 have a little conversation, and to introduce a friend, seated himself
 astride one of these barrels, like a Bacchus of private life, and pulling a
 great claspknife out of his pocket, began to whittle it as he talked, by
 paring thin slices off the edges, and he whittled with such industry and
 hearty good-will, that but for his being called away very soon, it must have
 disappeared bodily, and left nothing in its place but grist and
 shavings."
 Early Propellers -- In the spring of 1842 the
 Vandalia passed through the Welland canal to Buffalo, where she was visited
 by large numbers of people who were curious to see this new departure in
 steam navigation. The firm of Hollister Bros., of Buffalo, seemed to have
 become satisfied that the new method was an entire success, for in the year
 1842 they built two new propellers, the Sampson and the Hercules. The
 Vandalia was commanded by Capt. Rufus Hawkins, and arrived at Cleveland
 April 23. On leaving that port she ran into the steamboat Livingston, doing
 considerable damage. She arrived at Detroit the day following. The propeller
 Oswego was built at Oswego in 1842, and was the second on the lakes.
 Wreck of the Reindeer -- On October 21, 1842, there
 was a terrible storm on the lake, in which the Canadian steamer Reindeer was wrecked off Point Sauble. Nineteen of her crew found
 watery graves, and her two passengers. Two of the crew were washed ashore
 unconscious, and were saved. Next day the steamer was broken to pieces and
 her cargo strewn along the beach for miles. The Reindeer was owned by
 Holcomb & Henderson, of Montreal, was a side-wheel steamer, and
 sailed from Chicago October 16, with 13,000 bushels of wheat, 61 barrels of
 tallow, and some flour.
 Other Events of 1842. -- April 20: Schooner
 Caledonia, of Cleveland, in command of Capt. John Gardner, ashore at Bass
 Island; released April 21 by steamer Clinton: 12, Capt. William Thorn, aged
 93 years, dies at St. Clair. It is believed that he was the first man to
 sail a vessel on Lake Superior. He served as pilot to the unfortunate
 expedition against Michilimackinac, and was the first settler of St. Clair
 county: 27, Canadian steamer Western burned at the wharf in Detroit. May:
 Schooner John Richards capsized on Detroit river, one mile below Sandwich,
 and six of her crew drowned: British steamer Com. Barrie lost in Lake
 Ontario, bound from Niagara to Kingston with a cargo of flour: crew and
 passengers rescued by schooner Canada: 6, schooner Lewis Goler, of Oswego,
 bound to Hamilton, ashore near the mouth of the Genesee river. June:
 Schooners Thomas Hart, of Oswego, and Detroit, of Cleveland, ashore at
 Sodus: the captains of both boats thought they were making the harbor at
 Oswego when they went ashore: both vessels a total loss, estimated at
 $8,000. July: Schooner Essex, loaded with merchandise, from Oswego to
 Toledo, sunk near Turtle island, by collision with a sunken vessel: steamer
 Shamrock sunk by the explosion of her boiler, near Pointe Claire, St.
 Lawrence river: several lives lost: schooner Starkey stranded while
 attempting to enter Grand river. August: Steamers Illinois and Great Western
 collide, near Manitou light, by which the latter was seriously damaged:
 schooners Emily and Acorn, in command of Captain Chase and Captain Cobb,
 collide, by which the Acorn was sunk: she was a new boat, owned by William
 Walker, of Amherst, Ohio. September: Steamers Chicago and Commerce collide
 on Lake Erie, by which each sustained injuries: during a gale on Lake Erie
 the schooners Dolphin and Martha Freme, in command of Captain McCloy and
 Captain McKinty, collide, by which the former is sunk, near Erie. October:
 Schooner Kinne severely damaged by collision with the steamer Wisconsin, on
 Lake Huron: steamer Chatauque collides with the schooner Lodi, in command of
 Captain Hubbs, near Sturgeon Point, by which the latter is sunk. November:
 Steamer Vermillion burned at Huron, with a loss of five lives: steamer
 Wisconsin ashore near Chicago: 9, schooner H. Norton ashore at Buffalo:
 schooner Leander, in command of Captain Whelan, sustains severe injuries
 during a storm on Lake Erie: 17, steamer Chicago ashore at Cattaraugus
 during a gale: steamer Milwaukee wrecked near the mouth of the Kalamazoo; of
 the officers and crew, numbering fifteen persons, only six were saved.
 Schooner Josephine ashore near Oswego: the Nile, owned by Mr. Hulbert, of
 Presque Isle, wrecked at Coburg: steamer St. David ashore at Howe island,
 with five barges which she had in tow heavily laden with flour. The
 passengers left the boat during a terrific storm of wind and snow, and after
 wandering in the woods for some time found a log hut, where they remained
 two days: they were brought back to Kingston by the steamer Prince of Wales:
 steamer Erie sunk off Port Huron by collision with ice on Lake St. Clair:
 owned by William T. Pease and others of Detroit. December 5: Steamer
 Trowbridge ashore near Milwaukee harbor: 12, schooner Flamboro ashore near
 the mouth of the Genesee river, owned by Gunn & Brown, of
 Hamilton.
 
 
 1843.
 A Dull Season. -- The season of 1843 was a dull one,
 and not a few boats had small margins at the close. The steamer Thomas
 Jefferson was laid up in August for the season: steamer Missouri lay by two
 months: the Buffalo was hauled off the upper lake route to fill the place of
 the Jefferson between Buffalo and Detroit. 
 A Most Deplorable Disaster - The
 schooner South America, Captain Brady, left Buffalo, November 4 with a cargo
 of salt for Toledo, and was never heard of afterwards. This was the most
 deplorable disaster of the season; six lives lost.
 Oil Consumed in 1843. - There were upon the lakes in
 1843 44 light- houses and beacons, consuming annually 10,000 gallons of oil.
 The contract for furnishing oil for the United States lighthouses was let at
 53 cents for winter and 51 cents for spring oil. These 44 light- houses and
 beacons had 430 lamps, each requiring 27 gallons of oil annually. Each
 steamboat consumed 100 gallons, or three barrels, a month for her machinery,
 lights, etc., which was 750 gallons for the season, and an aggregate for
 steamers of 18,750 gallons. The number of sail craft in commission at that
 time was about 300, which consumed 6,000 gallons, making a total used on the
 lakes, including lighthouses, etc., of 33,930 gallons.
 Iron Government Vessels. - An iron revenue cutter was
 built for the United States Government this year at Oswego, of the following
 dimensions: Length, 150 feet; beam, 23 feet; depth, 8 feet. The United
 States steamer Michigan was in the process of construction at Erie, Penn.,
 this season, of iron, the plates of which were transported from Pittsburg,
 via Cleveland, at a cost of $6,000 between the latter port and Erie. Also an
 iron survey steamer for the United States Government at Buffalo, which was
 launched in the fall and named the Colonel Abert. She was 97 feet long, 18
 feet 3 inches beam, and 8 feet hold. She was propelled by one of Hunter's
 submerged water wheels and two engines, 16 inches diameter and 26-inch
 stroke, with a draft of 40 inches; nothing visible above the deck except the
 smokestack.
 Other Events of 1843. - Outside of the steamboat
 combination there were several independents, which established rates to
 their own liking, resulting in the reduction of fares. The following extract
 is taken from the Cincinnati Atlas November, 1843; "We noticed at the upper
 landing the two-masted schooner Dolphin, Captain Doyle, from Buffalo, N.Y.,
 loaded with white fish and bound for New Orleans. She entered the Ohio
 via Cleveland, through the Ohio canal, and is probably the
 first schooner that has ever floated from Lake Erie to the Ohio." The
 steamer General Wayne, Captain Perkins, made the voyage from Chicago to
 Buffalo in three days 11-½ hours; the schooner Sandusky, Capt. J.P.
 Davidson, from Buffalo to Detroit and back with cargo, in four days and a
 half; schooner Windham, Capt. O. Shephard, from St. Joseph to Buffalo in
 five days and three hours. The last link of the railroad from Buffalo to
 Albany was finished in the winter of 1843, and the Michigan Central extended
 to Jackson. In February the steamboat Sandusky, laid up at Buffalo, was set
 on fire by some unknown miscreant, and almost totally destroyed. In the
 spring she was rebuilt and converted into a full-rigged bark, with Capt.
 Charles Marsh in command. April 1: Ice 30 miles around Nine Mile Point
 lighthouse, averages a thickness of 20 inches; 25, sloop Erie, flour,
 floundered on Lake Michigan; six lives lost. May: Steamer Illinois leaves
 Detroit for Chicago with the largest load of passengers ever carried on the
 lakes; the number of persons aboard was over 700. Schooner Troy lost near
 Manitou Isle during a storm. July: Schooner Hudson damaged by lightning
 while at anchor near Peshtigo. August 2: The Columbus damaged by collision
 with the Great Western on Lake Erie near Conneaut. September: Schooner
 Equator sunk by collision with the steamer Rochester near Conneaut; loaded
 with 1,200 barrels flour from Detroit consigned to Waring, Stockton
 & Co. Steamer Kent disabled on Lake Erie, and towed to a Canadian
 port; passengers transferred to the steamer Huron. October 1: Severe storm
 on Lake Erie. Brig Rebecca damaged by collision with the steamer Cleveland
 near Silver Creek. Propeller Porter damaged during a gale on Lake Erie,
 while making her first trip. Steamer Constitution sustains injuries during
 the storm. Schooner Albany, cargo of salt and 123 passengers, in command of
 Capt. Jacob Imson, wrecked near Mackinaw. Schooner Wyandot struck a pile and
 sunk at the dock in Detroit; flour cargo damaged. Schooner
 Alabama, cargo of wheat, sunk in attempting to make Fairport harbor; total
 loss. Steamer Missouri struck on Point Aux Barques; on reaching St. Clair
 river, sunk at St. Clair. Steamer Bunker Hill and propeller Independence
 damaged by collision south of Milwaukee. Ship Superior, in command of
 Captain Munson, ashore at Michigan City; total loss. The C.A. Van Slyke sunk
 at Black Rock; loaded with merchandise for American Transportation company.
 Schooner J.C. King, loaded with groceries from Detroit, ashore near
 Conneaut; total loss. November: Propeller Chicago damaged by running on a
 reef near Mackinaw. Brig Osceola a total wreck at Southport.
 
 
 1844.
 The Flood of 1844 in Buffalo. - This flood occurred
 October 18, 1844. It was the most disastrous that has ever occurred since
 the city was founded. It came without warning, an avalanche of waters upon a
 sleeping community, many of whom were drowned and many of whom had narrow
 escapes from a similar fate.
 For several days before the occurrence of the flood a strong
 north- east wind had been driving the water up the lake, but on the evening
 of the 18th a sudden shift of the wind took place, and it blew from the
 opposite direction with a tremendous force, never before or since known to
 the inhabitants of Buffalo. It brought with it immense volumes of water,
 which overflowed the lower districts of the city and vicinity, demolishing
 scores of buildings, and spreading ruin along the harbor front, playing
 havoc with shipping, and causing an awful destruction of human life.
 The municipal rooms over Terrance market were filled with agonized
 people scanning dead bodies, fearfully expectant of finding the familiar
 forms of relatives and friends. A similar situation existed at the court
 house on Washington street, where the dead bodies were laid in windrows
 awaiting identification. At Huff's hotel, at the corner of Main and Scott
 streets, the water was six feet deep, and there the bodies of several young
 women, in their night clothes, were fished out of the basement windows. They
 were hotel waiters, drowned in their beds. In the lower districts there were
 many harbor craft and canal boats left by the receding waters, many canal
 boats being out on the commons, on Division, Eagle and Clinton streets.
 South Buffalo was strewn with miscellaneous wreckage of all kinds. At the
 corner of Main and Ohio streets the water was six feet deep and at Michigan
 and Exchange streets it was five feet deep. The onrush of waters made a
 break in the south pier, through which a schooner leaped without injury and
 ran aground at the foot of Ferry street.
 In the evening before the storm the steamers St. Louis, Robert
 Fulton, Indian Queen and Julia Palmer left the port of Buffalo, for the
 upper end of the lakes with a full complement of passengers. When the St.
 Louis was opposite Dunkirk she broke her shaft, and when paying out into the
 trough of the sea four of her passengers were swept overboard and lost. With
 the power of one wheel aided by a jib and staysail together with good
 seamanship, she reached the Niagara river at daybreak next morning, and was
 blown into the river without regard to channel, the river being all channel
 on account of the height of the waters. She went in with her side and end
 alternately to the front. Capt. James Haggart came out with his steam ferry
 boat, which he had then been running four years, and brought in the disabled
 St. Louis to the foot of Ferry street.
 The Indian Queen, the smallest of the four that went out into the
 lake on the evening before, was the only one able to reach the port of
 Buffalo on her return. The Robert Fulton, after losing two or three
 passengers, who were washed overboard, was piled upon the sand beach above
 Sturgeon point.
 The Julia Palmer, with 300 passengers on board, was driven help-
 lessly down the lake into Buffalo bay, but when she was opposite the foot of
 Main street her anchors caught and held her fast, and there she rolled and
 pitched in a manner fearful to behold all the next day. On the morning of
 the 20th, the sea having gone down sufficiently, a relief boat
 went out and brought her safely into port, much to the relief of the
 passengers and the worn-out crew.
 Among the other damages were the following: Schooners Potomac, G.
 H. Walker and Brandywine ashore at Erie. Schooner John Grant ashore at Erie.
 Schooner Henry Clay ashore near Erie. Schooner Lodi disabled and taken in
 tow by the Missouri. Schooner John Marshall wrecked near Mexico bay.
 Schooners Maria Hilliard, Wyandot, Mariam and Georgiana sustain injuries off
 Erie. The iron steamer Abert driven upon the beach at Buffalo and got off.
 Steamer Commodore Perry arrived at Buffalo in a shattered condition, losing
 one man, and ran into the steamers Great Western and Wayne. Steamer
 Chautauque ashore on her beam's end near Black Rock. Steamer Columbus driven
 into a pasture 200 feet from the creek. Brig Europe reached Buffalo damaged
 in her hull and outfit. Brig Uncle Sam, Capt. John Vail, and schooner
 Marion, Capt. Jerry Oliver, arrived at Buffalo during the gale with outfit
 badly damaged. Schooner Robert Wood, Captain Miner, of Oswego, damaged a
 cargo of merchandise in the gale on Lake Erie. The amount of merchandise,
 books and papers on the docks damaged and lost was over $10,000. A horse
 swam ashore from the Julia Palmer with a letter attached to its mane stating
 that they had burned all the wood and were "now burning the furniture."
 Fifty canal boats went ashore between Buffalo and Black Rock. Schooner
 Ashland beached near Erie street, Buffalo; got off. Steamer G. W. Dale was
 floated across Ohio street, Buffalo. Steamer Bunker Hill high and dry up the
 creek. Schooner Hannah, of Oswego, with merchandise for Detroit, wrecked 20
 miles below Malden and went to pieces, crew saved. Schooner Ottawa lost
 anchor and sails on Lake Erie, arrived at Detroit. Schooner Marengo arrived
 at Detroit from Lake Erie with the sails gone. Schooner Big Z ashore on Hog
 island, Detroit river; got off. Schooner Congress went ashore two miles
 below Malden. Brig John Dougall, Canadian, bilged on Peach island, Lake St.
 Clair. Schooner Pacific wrecked and went to pieces near Dunkirk. Propeller
 Emigrant sustained serious damage on Lake Erie. 
 The gale was terrific, blowing from northwest, followed by cold.
 At Buffalo the loss of life and property was greater than all other ports
 combined, the water rising within the space of two hours to 22 feet. On Lake
 Ontario the schooner Charlton, owned by Fitzhugh & Company, while on
 the passage from the Welland canal, made Sodus harbor during the night,
 stranded on the bar, bilged, and filled with water. The mate of the schooner
 Nicholas Biddle was lost overboard in Lake Erie. Schooner Pennsylvania was
 wrecked on the north shore of Lake Erie and all lost, ten lives. A Canadian
 craft, name unknown, founded in Lake Erie with loss of thirteen lives. The
 small schooner Governor Marcy was wrecked near Point Albino with five lives
 lost. The schooner United States, laden with merchandise for Detroit, was
 driven ashore on Point Monyea, near Detroit river.
 The number of lives lost at Buffalo were fifty-three and those on
 the lake twenty-five. The Fulton was a high-pressure boat, of 308 tons, and
 had been nine years in service. She had a large load of passengers on board
 and a full cargo of freight. The total number of casualties was
 eighty-five.
 Copper Rock is Removed. -- The celebrated rock of
 pure copper on Lake Superior, and which caused so much speculation among
 scientists, arrived at Buffalo, in October, 1844, on board the revenue
 cutter Erie, Capt. Gilbert Knapp. It was brought from the shore of Lake
 Superior through the enterprise of Julius Eldred, of Detroit, to be placed
 in the National Institute at Washington. It was first shipped on board the
 schooner Algonquin, and transported over 300 miles to the head of the falls
 of Sault Ste. Marie. It was then transferred to a Mackinac boat, and after
 passing through the canal around the rapids, it was shipped on board the
 schooner William Brewster for Detroit, where it arrived October 11. At
 Detroit it was placed on board the revenue cutter and taken to Buffalo as
 above stated. Thence it was transferred on cars to its destination. It was
 pure native copper without alloy. The weight of the rock was
 never definitely ascertained, but was estimated at 2,200 pounds. Its
 dimensions were 3 feet 4 inches broad by 3 feet 8 inches long. It was the
 largest specimen of native copper in the world.
 Passenger Steamboat Empire. Built at
 Cleveland, O., in 1844. First steamboat in the United States to
 measure over 1,000 tons, and when she came out was 200 tons larger
 than any other steam vessel in the world; length over all 260 feet;
 engines inclined low pressure, below deck; 600 horse power; later
 converted into propeller. From "American Steam Vessels." Copyright
 1895, by Smith & Stanton.Steamer
 Empire Built. - The steamer Empire, built at Cleveland in 1844,
 was the first steamboat constructed in the United States to measure over
 1,000 tons, and when she came out was over 200 tons larger than any steam
 vessel in the world. She measured 260 feet over all. She was of excellent
 model, sharp at both ends, instead of the round bluff bow and square stern,
 the usual build of lake vessels at that time. She was also the fastest boat
 on the lakes, and her first year sailed from Detroit to Buffalo in 20 hours
 and 25 minutes, and from Cleveland to Buffalo in 12 hours and 44 minutes.
 Later she was made a propeller. 
 Other Events of 1844. - In 1844 a new departure was
 made in the management of certain lines, for the "new and fast sailing
 packet Prince Edward carried reverend gentlemen of all denominations free."
 However it appears that accommodations on board of passenger vessels were
 not always of the best, for Bonnycastle complains that the charge for wine
 "was shameful, 7s 6d per bottle, and stuff of most inferior quality." The
 first sad casualty of the season was the loss of the schooner Wave, on Lake
 Michigan, with 13 lives, followed about the same time by the foundering of
 the Victor and loss of 8 lives on that lake. Three vessels were
 simultaneously wrecked near St. Joseph, Lake Michigan, during a severe gale
 March 27, the schooner Jefferson, Captain Dougall; Ocean, Captain Davis, and
 brig Rosa, Captain Whiting. The two former had cargoes of stone, the latter
 no cargo. During this storm the wreck of the ill-fated schooner Wave drifted
 ashore at Racine, and three bodies were recovered. A party from Buffalo in
 search of sunken wrecks in Lake Erie discovered the schooner Young Sion,
 laden with railroad iron, off Walnut creek, also the steamer Erie, six miles
 off Silver creek, but were unsuccessful in raising them. On May 4 the
 schooner Freedom, Captain Ward, capsized 15 miles above Fort Gratiot
 lighthouse and 3 miles off shore. There were six persons on board, three of
 whom were drowned. The vessel was loaded with lumber and shingles. On the
 18th of the same month the schooner Nicholas Biddle, lying under bare poles,
 capsized about two miles above Cleveland; the crew was all saved and the
 vessel subsequently recovered. The schooner Shamrock, laden with pork and
 flour from Toledo, capsized eight miles above Gravelly bay, and one man was
 lost; the vessel was recovered a few days afterward. The new survey steamer
 Colonel Abert made her trial trip at Buffalo May 18, and gave the utmost
 satisfaction. January 1: Steamer St. Clair left Cleveland for Detroit, the
 first clearance of the season; 4, scow Flat Foot ashore at Madison, Lake
 Erie. May: Schooner Smead capsized off Port Stanley; schooner Aurora
 capsized on Lake Ontario during a storm; two lives lost. June 5: The Empire
 launched in Cleveland from the shipyard of G.W. Jones, 1,200 tons
 burnen;(sic) schooner Edwin Jenny sunk on Lake Erie by collision. July:
 Schooner Argyle, in command of Captain Teal, damaged during a storm near
 Gravelly bay; saved from being wrecked by the schooner Tom Corwin, in
 command of Captain Cannon; 15, british schooner Kent ashore near Grand
 River. August: Schooner Daniel Whitney, from Kalamazoo, in command of
 Captain Crooker, wrecked on Lake Michigan and all hands lost. September:
 Steamer Perry sustains injuries from collision with piers at Huron harbor
 during a severe storm; equinoxial storm accompanied with snow at Cleveland.
 October: Steamer Fairport burned at the dock in Newport, St. Clair river;
 barge Sandusky ashore at Cattaraugus creek, becomes a total wreck; schooner
 Hannah wrecked near Malden; propeller Emigrant, with 9,000 bushels of wheat
 from Chicago, ashore at Goderich; brig Alert, in command of Captain Scovill,
 ashore at Point Wabashanks; 29, schooner Philadelphia, in command of Captain
 Conner, ashore at Cleveland; schooners Ainsworth, Juliet and Cambridge
 ashore at Huron during a gale on Lake Erie; schooner Pennsylvania wrecked at Point Albino; schooner Highlander, in command of
 Captain Jacques, wrecked on Lake Erie. November: Brig Clarion and schooner
 Wabash ashore near Buffalo; 20, schooner Essex with cargo of wheat from
 Sandusky, ashore at the mouth of the Niagara river; owned by Doolittle,
 Mills & Co.; 24, steamer Rochester ashore near Oswego; passengers
 taken off by the Telegraph; schooner Gates ashore near Oswego; 23, schooner
 Charleston ashore and full of water, Sodus harbor. December 6: Schooner H.
 M. Kinne ashore near Goderick, after running on Point Wabashank reef;
 schooner W. Foster ashore near Ft. Gratiot; schooner Champion ashore near
 Point Wabashank; schooner Jenny wrecked at Buffalo; crew saved; schooner
 Richmond lost on Lake Michigan.
 
 
 1845.
 Loss of the Kent. - A sad casualty was the loss of
 the steamer Kent on Lake Erie by collision with the steamboat London, about
 five miles below Point Pelee. The Kent was in command of Captain Laing, and
 was owned by Messrs. Eberts, of Chatham. She was en route to Buffalo with
 about 75 passengers. The London was sailed by Capt. H. Van Allen, from
 Buffalo for Detroit. The reputed cause of the collision was an error of the
 pilot on board the Kent, who attempted to pass on the wrong side of the
 London, which brought her directly across the bows of the latter. Both
 steamers were owned by Canadian parties. The Kent went down in deep water,
 with nearly all of the baggage, also her books and money; eight passengers
 were drowned; the London sustained no injury.
 A Round Trip Each Month During the Winter. -
 Navigation commenced at Buffalo April 3, the steamer United States, Capt. H.
 Whittaker, clearing on that date, and it may also be noted as never before
 recorded that the same steamer performed one round trip each month during
 the winter. The feat was never before or since accomplished. The Erie canal
 was ready for business April 15. The Straits of Mackinac were clear April 4,
 the propeller Hercules, Capt. F. S. Wheeler, the first to pass through,
 bound westward.
 The Geo. M. Bibb Goes to New Orleans. - The United
 States revenue propeller Geo. M. Bibb (iron built), the material for which
 was gotten out at Pittsburg and put together at Oswego, left the lake region
 for New Orleans. On her arrival at Cincinnati she was placed in the dry
 dock, where her submerged propellers were removed and side wheels
 substituted. She was en route to serve on the seacoast. In 1881 she returned
 to Lake Ontario.
 Propeller Princeton. Built at Perrysburgh,
 O., in 1845. First propeller on Great Lakes that had an upper cabin;
 two twin screw engines; 24-inch cylinder by 24-inches stroke. From
 "American Steam Vessels." copyright 1895, by Smith &
 Stanton.First Propeller with Upper
 Cabin. - In 1845 the propeller Princeton was built at Perrysburg,
 Ohio. She was 185 feet in length, and was the first propeller on the Great
 Lakes that had an upper cabin. For many years she ran between Buffalo and
 Chicago.
 Boisterous Weather. - In the fall of 1845, after the
 close of navigation, there were put in construction on the upper lakes, 7
 steamboats, 9 propellers, 14 brigs and schooners, all of the largest
 class.
 The extremely boisterous weather was very destructive to lives and
 vessels, amounting to, as nearly as a careful account can make it, sixty
 lives lost; thirty-six vessels driven ashore. Twenty of these became total
 wrecks, four foundered at sea, with entire loss of crews and cargoes,
 producing a loss of property in the aggregate over $200,000. In the five
 years ending in 1845 more than 400 lives were lost, and destruction and
 damage to steamboats, vessels and cargoes amounted to more than
 $1,000,000.
 Other Events of 1845 - The schooner Chapman, Capt.
 Charles Gale, of Port Burwell, laden with lumber, bound for Cleveland, was
 wrecked a short distance above Long Point, Lake Erie, and was a total loss.
 On the morning of June 3, the steamer St. Louis, Capt. G. W. Floyd, met with
 a bad smash-up to her engine off Thunder Bay, Lake Huron, by the crosshead
 giving way. She had on board 300 passengers for Milwaukee and Chicago. Sail
 was hoisted and a signal of distress set, and soon after the brig Robert
 Hunter came alongside and took her in tow. The schooner Havre,
 laden with merchandise, was wrecked on Middle island, Lake Huron; nothing
 saved. The schooner Essex, of Oswego, cargo of wheat, was wrecked near the
 mouth of the Niagara river, Lake Ontario. She was owned by Doolittle, Mills
 & Co. One thousand bushels of the cargo, shipped from Sandusky, were
 saved. The schooner H. N. Yates, from Youngstown, with 1,500 barrels of
 flour and 1,000 bushels of wheat, taken from the Essex, went ashore near the
 fort at Oswego, and damaged the whole cargo. During the same storm three
 canal boats, together with the steamer President, were driven from their
 moorings in Black Rock harbor; the Suavity, with 1,800 bushels of wheat, was
 also driven ashore. The schooner Ocean was wrecked on Lake Michigan, and
 Captain McGregor; Mr. Russell, mate; J. Quinn, second mate, and the cabin
 boy were all lost. The steamboat Indiana, Captain Roby, struck a snag in
 Maumee bay, and sunk. Steamer Ben Franklin, Captain Edmunds, struck, on
 entering Cleveland harbor, and a heavy sea lifted her on the west pier. One
 wheel was entirely carried away, and the wheelhouse and guards shattered,
 and her false sides stove in. March: Schooner Brothers wrecked on Lake
 Ontario. Steamer Columbia, in command of Captain Peck, damaged by explosion
 of boiler on Lake Erie. April 1: Brig T. W. Maurice and sloop Geneva ashore
 at Conneaut and Ashtabula, respectively; one life lost on the Geneva; 2,
 brig T. W. Maurice, in attempting to reach Conneaut harbor during a severe
 gale, runs ashore. May: Schooner John Grant capsized near Erie; crew rescued
 by the schooner Kinne, in command of Captain Davidson; schooner Texas sunk
 and total loss near Put-in-Bay island. June: Schooner Henry Hubbard capsized
 on Lake Huron; crew saved. August 1: Brig Indiana, in command of Capt. T. L.
 Parker, ashore at New Buffalo. October: Scow Sweden sunk at Buffalo,
 damaging 1,000 bushels of wheat taken from the schooner Howard; 21, schooner
 Maryland, during a gale, struck a pier and was sunk at Fairport; cargo of
 7,500 bushels wheat seriously damaged; the Maryland was raised and repaired;
 23, schooner Mountaineer, after springing a leak, ran ashore at the mouth of
 Cattaraugus creek. November: Schooner Caledonia, of Kingston, ashore at
 Cleveland, while attempting to make the harbor; total loss; brig Francis
 Mills and schooner Aurora Borealis ashore at Huron; subsequently released;
 5, schooner Henry Clay ashore at Erie; brig Owanungah ashore at Madison
 Rock; both subsequently released; 8, schooner J. A. Barker, in command of
 Captain Shelby, ashore at the head of Lake Michigan; 9, schooner Commodore,
 in command of Captain Dorrett, ashore at Cleveland in attempting to enter
 the harbor during the gale; the revenue cutter ashore at Conneaut; brig Maj.
 Oliver ashore a half mile south of Chicago; cargo of wheat damaged and
 vessel a complete wreck; schooner Amazon, laden with dry goods and whiskey;
 sunk at Milwaukee; raised November 10, sloop James K. Polk wrecked near
 Michigan City; crew of seven lost; schooner Maryland sunk at Fairport,
 raised and towed to Cleveland; 11, brig Algomah, laden with grain, wrecked,
 and the schooner Victoria ashore at Dalhousie; 10, brig Preble ashore at
 Buffalo in attempting to enter the harbor; 14, schooner St. Regis ashore at
 the mouth of the Genesee river, Lake Ontario; schooner Elizabeth Ward, in
 command of Captain Crowl, capsized on Lake Erie; crew saved; boat owned by
 Russell & Crowl, of Cleveland; schooner Texas capsized near Long
 Point; the vessel and crew of six were lost; 22, schooner North Carolina,
 wheat laden, ashore at Ashtabula; schooner Western Trader, in command of
 Captain Barton, ashore at Buffalo; schooner Bluebell beached below Wind Mill
 Point; schooner Sylph damaged by collision with the schooner Milan, on Lake
 Erie; schooner Wilcox driven against the pier and sunk at Cleveland; 25,
 schooners Niles, Mahala and Boliver ashore on Lake Michigan. December:
 Schooner E. Jenny sunk at the pier in Buffalo; schooner Favorite frozen in
 and sunk near the mouth of the Maumee river; steamer Lexington damaged by
 fire on Lake Erie; 14, schooner Pilot ashore and full of water near
 Mackinaw; schooner Kent, wrecked at Thirty-Mile creek.
 
 
 1846
 Ice Jam at Buffalo. - The elements were terribly
 destructive to life and property, commencing in the month of March, before
 the opening of navigation; an ice blockade in Buffalo harbor, March 14, was
 without a precedent in lake annals. During this ice jam at Buffalo the
 Chatauque, Rochester, St. Louis; brigs Empire, Toledo, Maryland, Illinois,
 Hoosier, Osceola, Globe and Toledo; and schooners Marengo, Woodbridge,
 Kinnie, Convoy, G.H. McWorter, H. Colvin, Barcelonia, Dayton, Jane Louisa,
 Rainbow, Superior, Dolphin and Velocity sustained serious injuries. The
 schooners Avenger, Milan, United States, Emlin, Baltic, Daniel Webster,
 Vermont, Adair, Huron and Stranger were damaged; steamer Dole sunk.
 Thrilling Rescue of the Helen Strong's Passengers. -
 The loss of the steamer Helen Strong, a boat in her second year, was a most
 thrilling event. She left Buffalo for Toledo, November 20, about noon, with
 a large number of passengers and a heavy freight of merchandise, mostly for
 Erie. When in sight of that port she was struck by a heavy beam sea, which
 parted her rudder chain. The after cabin was being cut away in order to ship
 a tiller, when one of her steam pipes burst, and let all her steam escape,
 but no one was injured by the explosion. Her anchor was dropped, to which
 she swung for half an hour, when the chain parted, and at about 10 o'clock
 at night she struck a rocky shore which arose perpendicularly some 30 feet
 above her hurrican(sic) deck. After striking two or three times she broke in
 two places, and settling in the sand, remained stationary under the cliff.
 The first sea that struck her after she settled, carried away the whole
 weather- side of her cabins, making a clean breach through and through her.
 Every light had been extinguished by the sea, and the night being very dark,
 no one, unassisted, could scale the cliff, and to remain on the wreck seemed
 quite impossible. At this critical moment it was ascertained that at the
 first time the boat struck the rock and when she was high upon the wave, one
 of the wheelsmen and the second engineer, Mr. Munson, with a small cord had
 made the fearful leap against the rock, and fortunately without knowing
 anything of the place and not able to see anything for the darkness, they
 caught the root of a tree that had run far below the surface, by the aid of
 which they scaled the heights. The wheelsman went immediately in search of
 help and lights, and the engineer dropped his rope on the deck of the wreck,
 directing it to be made fast to some light man. It was done, and the man
 from the top drew up the man from the wreck, and the two drew up the third,
 and so on until the 60 men, women and children were taken up. Many of the
 passengers, especially the women, were badly lacerated, by being hauled up
 so rapidly over those pointed crags. The rope was thrown down and no one
 seized it, and after frequent and loud calls from the people on the cliff,
 it was presumed that all were saved who were alive, but on visiting the
 wreck the next morning several were found alive and taken off. The number of
 passengers on the boat was not known, and of the dead bodies of those washed
 off the wreck none were ever found. One woman perished during the night, and
 was washed overboard. B. Joy, of Sylvania, was seriously injured by the
 breaking of the rope when being drawn up. His leg and collar bone were
 broken, but he fell on the deck and was again drawn up and saved. The cliff
 against which the boat struck was 50 feet high.
 In the above fearful night the schooner Lexington, Captain Peer,
 cleared from the port of Cleveland for Port Huron, freighted with 110
 barrels of whiskey, 53 tons of coal and two boilers. The schooner foundered
 in the vicinity of the islands, when portions of the wreck were discovered.
 The crew, including the captain, consisted of six persons, all of whom found
 watery graves.
 A Memorable Storm. -- Among other disasters on the
 memorable November 19, 1846, were the following: Schooner Racine, in command
 of Captain Dorchester, and owned by T. Richmond & Co., ashore near
 Madison dock; insured for $7,500. Brig Osceola ashore and total wreck at
 Silver creek; four lives lost. Schooner Swan ashore near
 Barcelona. Schooner Harwich ashore near Barcelona. Sloop Bayona, of
 Conneaut, capsized off Barcelona; three lives lost. Steamer Indian Queen
 ashore near Silver creek. Schooners Pilot, Merrill, Vieau Savannah and Black
 Hawk ashore between Manitowoc and Twin Rivers. The Charles Howard, schooner
 United States, J.H. Lyon, of Toledo, Huron, of Cleveland, ashore, the
 Dayton, of Black River, sunk at Erie. Brig H.H. Sizer and schooner Alps
 ashore near Erie. Schooner Ainsworth, of Cleveland, wrecked at Oswego.
 Canadian schooner Grampas wrecked on Lake Ontario. Schooner Minerva ashore
 at Braddock's point. Schooner W.H. Merritt ashore near the Minerva. Schooner
 Western, in command of Captain Bassett, ashore on the bar at Irondequoit
 bay, Schooner Missouri ashore at Braddock's bay.
 Wreck of the Schooner Lexington. -- The schooner
 Lexington, of Algonac, owned by and in command of Capt James L. Pier, left
 Cleveland November 17, for Port Huron. She was freighted with 110 barrels of
 whiskey, 53 tons of coal and two boilers. When off Huron, Ohio, she was met
 by the terrific gale of the 19th, and soon foundered, with all on board,
 numbering 13 persons, among whom were the captain's wife, and the mate, Will
 Landon, also of Algonac. When the wreck was discovered the masts were
 visible and the sails were still up.
 How the Chesapeake Went Down. -- The steamer
 Chesapeake, while in command of Capt. N.H. Warner, collided with the
 schooner John A. Porter, Capt. John A. Thomas, one morning in June about
 half past twelve o'clock, some five miles off Conneaut, with the loss of
 about 13 lives. It was some two hours after the collision, when every
 possible effort had been put forth to pump her out, that she was brought to
 anchor, and gradually went down in 40 feet of water. The passengers numbered
 between 40 and 50, an unusual proportion being women and children. Captain
 Warner's wife managed to reach the mast- head, and remained there after the
 steamer sunk and until rescued by the Harrison. While the Chesapeake was
 lying at anchor, gradually sinking, and just before she went down, a
 gentleman sought his wife who was standing on the hurricane deck, and thus
 accosted her: "Well, wife," said he, "that long mooted question will very
 soon be settled with us." "What do you mean?" inquires the wife; "to what
 question do you refer?" "Why," he said, "the question whether that old Red
 Dragon had seven heads and ten horns, or ten heads and seven horns." " Oh,
 husband," responded the lady, "how can you jest at such a time as this?" In
 about ten minutes the boat went down, and as luck would have it, this jester
 was saved. He was the editor of the Cincinnati Sunday paper, and his name
 was G.W. Bradbury.
 A touching incident was the death of Daniel A. Folsom. When the
 engineer ceased to work, the yawl boat was manned and sent ashore in charge
 of Mr. Shepherd, the clerk. Ten men were put on board and four women, among
 the latter being Mrs. Folsom. She at first refused to go without her
 husband. He knew it was no time to debate the question and seizing their
 child put it a board. She immediately followed, and the husband took an
 affectionate leave of her at the gang plank as the boat departed. He
 afterward joined a friend in making a raft on which they floated for some
 time, but, supposing they could do better by separating, he took his plank
 alone and was never heard of afterward; his friend was saved.
 Other Events of 1846. -- There was one steamer less
 on the lower lakes by the removal of the steamer Julia Palmer to Lake
 Superior. She was hauled over the portage at the Sault in the fall of 1845,
 and in 1846 placed in command of Capt. Benj. A. Stanard. The Boston, a fine
 new steamer of 775 tons burden, built at Detroit, commenced plying early in
 1846, in command of Capt. W. Tease, who had for several years been in the
 forwarding business at Detroit. The Boston, during a gale, was wrecked at
 Milwaukee in November, the same year she came out. From some cause much more
 than the usual sickness prevailed among seamen throughout the lake region,
 chiefly chill fever. The schooner General Houston arrived
 at Cleveland with the entire crew sick, and it was with great difficulty
 that the vessel was navigated into port. Another vessel's arrival was noted
 with five of the crew sick, two of them so badly that they had to be carried
 ashore for medical treatment. George Mills, in charge of the government
 dredge at St. Louis flats, registered the number of vessels passing both
 ways for the month of July, 1846, as follows: Steamboats, 71; propellers,
 37; brigs, 59; schooners, 128, and coasters, 81; total for the month, 384.
 There were 31 of all classes grounded, and had to be lightered over. In the
 month of June a greater number passed over, and a greater number stranded
 than in the month of July. In the spring of 1845 Lake Superior was navigated
 by only three small schooners, which were reinforced this season by a
 steamboat, a propeller and ten schooners. The steamer General Scott,
 commanded by Capt. John Scott, early in the season burst her boiler, near
 Mackinaw, killing one man and badly scalding two others. The steamer Bunker
 Hill collided with the brig Fashion, on Lake Erie, near Fairport. The
 steamer towed the brig into that port in a sinking condition. The steamer
 had a hole stove in her bow, and a part of her larboard wheelhouse and a
 portion of her cabin carried away. The brig was freighted with 3,000 bushels
 of wheat besides a quantity of flour. In 1846 the Maid of the Mist was built
 in the eddy below Niagara Falls, just above the railroad suspension bridge.
 She was run up to the cataract, and was a success in every way but
 financially. In 1846 Chicago became a port of entry, having previous to that
 time been included in the collection district of Detroit. The sloop
 Brandywine capsized off Barcelona and was a total loss; three men perished.
 Steamboat Waterloo, Capt. Midmer, was wrecked in Georgian Bay. Steamboat
 Boston was wrecked at Milwaukee, a total loss. Steamboat Brothers sunk in
 the river Thames, below Chatham. The steamer John Owen, Capt. Ira Davis, was
 the first arrival at Buffalo in the spring of 1846, on April 4, followed
 soon after by the propeller Phoenix and steamers General Harrison and Ben
 Franklin. The steamer Lexington, Capt. G. Appleby, which left Buffalo on
 that date, was the first to arrive at Detroit. January 12: Steamer Helen
 Strong, in command of Captain Capron, arrives at Conneaut, the first arrival
 of the year on Lake Erie. April: Steamers Sovereign and Transit disabled by
 collision at Toronto; passengers taken from both boats by the Queen; 16,
 brig Virginia on a reef near Buffalo; 14, schooner Savannah ashore during a
 storm near Twin Rivers; brig Europe and schooner Wyandot collide at Silver
 Creek, by which the latter sustains serious injuries. May: Steamer Madison
 disabled on Lake Michigan; passengers transferred to the steamer Missouri.
 June: Schooner H. H. Sizer capsized east of Southport; several lives lost;
 survivors rescued by the schooner Knickerbocker. September: Steamer Oregon,
 owned by Mr. Phillips, of Buffalo, provided with two iron lifeboats, capable
 of holding 100 persons the first boats of the kind on the lake. Propeller
 Goliath wrecked off Black river; owned by M. Truesdell, of Detroit; loaded
 with 9,000 bushels of wheat and 1,000 barrels of flour, thus being the
 heaviest wreck of breadstuffs ever known on the lakes. Propellor California
 wrecked at Point Pelee; released September 23 by steamer Dewitt Clinton.
 October: Schooner Mary Elizabeth wrecked, bound from Green Bay to Cleveland.
 19, Schooner Ainsworth ashore at Ashtabula; Schooner Rainbow ashore at Erie;
 22, brig Ellen Parker, with 14,000 bushels of wheat, and schooner
 Westchester, with 8,500 bushels of wheat, ashore near Buffalo; 20, schooner
 Malcolm sunk at the wharf at Oswego; November: Schooner Marshall Ney sunk in
 20 feet of water at Cleveland by collision with the propeller Cleveland.
 
 
 1847.
 Appalling Loss of the Phoenix. -- The season of 1847
 closed with one of the most terrible disasters that ever visited the lake
 region, the destruction by fire of the propeller Phoenix on Lake Michigan
 with the loss of 190 lives. The Phoenix was commanded by Capt. B. G. Sweet.
 While upward bound, on Sunday, November 2, at about 4 o'clock, some 15 miles
 north of Sheboygan, and several miles from the shore, a
 fireman on duty discovered flames on the under side of the deck above the
 boiler. Mr. House, who was then on duty as engineer, discovered it at the
 same moment, when to all appearances the fire covered but a small space. It
 rapidly spread along the under side of the deck. Three pumps and several
 lines of water buckets were put in operation immediately, but it was found
 impossible to check the flames. A scene of the most terrible confusion
 ensued. The propeller was crowded with Holland emigrants, some of whom
 jumped overboard without support. Others ascended the shrouds, clinging in
 masses to the ratlines, up to the very crosstrees, from which as the fire
 reached the combustible material they were soon precipitated into the
 burning mass beneath. There were about 250 souls (passengers and crew) on
 board, of whom 25 were cabin passengers, 5 American steerage passengers, and
 160 Hollanders.
 The propeller Delaware arrived at the scene of disaster about two
 hours after the fire was discovered, and rendered all the assistance in her
 power to rescue those in the water. Captain Sweet had been confined to his
 berth for several days. He was saved in the small boat, with several others
 of the crew and one or two of the passengers. The burning hull of the
 Phoenix was towed to the shore near Sheboygan. The engineer, Mr. House,
 saved himself on one of the fenders.
 Two Misses Hazelton, of Sheboygan, were on their return home from
 the East, where they had been attending school. When all hope of being saved
 was gone, they joined hands and jumped overboard together and immediately
 disappeared from sight.
 An extra from the Sheboygan Mercury stated the loss
 of life at 250 and over, and that the fire originated from the boilers not
 being filled with water, and becoming heated so as to ignite the wood lying
 adjacent, and was not discovered until the flames burst forth instantly
 enveloping the whole boat.
 The Phoenix was built at Cleveland, was 350 tons burden, had been
 running two seasons, and was owned by Pease & Allen, of that city.
 At the time of her destruction she had a full cargo of merchandise.
 Drowned at the Sault. - In the month of June a
 distressing accident occurred at the Sault Ste. Marie. A party of citizens
 and visitors procured a yawl in which to "shoot the falls," a feat at times
 considered hazardous, yet, hitherto, without serious accident. The party on
 this occasion was nine in number, consisting of Capt. John Stanard, Capt.
 Robert Brown, Messrs. E. G. Seymour, Thomas Riches, John Parker and William
 Flynn, of the Sault; Dr. Hugh T. Prouty, of Monroeville, Ohio, and Mr.
 Wales, clerk of the steamboat St. Clair.
 When about half way down the rapids the boats shipped a breaker.
 Bailing was commenced, but a moment later the boat, having reached what is
 called the "big leap" (being some eight or ten feet in descent), was by a
 reaction thrown on end, after descending, and all were precipitated into the
 foaming rapids. The catastrophe was witnessed by many citizens on shore.
 Boats were immediately procured and put out to render assistance. Messrs.
 Stanard, Brown, Wales, Spafford and Parker succeeded in sustaining
 themselves until picked up by an Indian chief who was fishing. Mr. Seymour
 was discovered floating at the bottom of the river, and was rescued only by
 means of a spear, in which the chief succeeded in entangling his coat and
 then raising him to the surface. The other three, Dr. Prouty and Messrs.
 Riches and Flynn, were drowned.
 Loss of the Schooner Daun. - One of the sad events
 during navigation was that of the schooner J. C. Daun, which was capsized by
 a squall on Lake Erie while off Conneaut. The Daun was from Sacket's Harbor,
 and was sailed by Capt. Lyman Miner. The crew consisted of 11 persons, 8 of
 whom were lost. Captain Miner, his cousin, Edward Miner, Paul Dever and
 Dexter Whipple succeeded in getting upon the bottom of the vessel. During
 the night Whipple died from fatigue. About six o'clock on the following
 morning the brig Uncle Sam took the remaining three off, and
 landed them at Ashtabula.
 A Large Mineral Cargo. - The propeller Goliah, Capt.
 M. H. Esterbrook, came down from the Sault with the largest cargo of
 minerals of this season, for the Pittsburgh & Boston Company. Of the
 cargo 164 tons were native copper in rock, 80 tons being in masses weighing
 from 500 lbs. to 2,900 lbs., and estimated by many to be worth 80 percent.
 of the pure metal.
 Disaster on Lake Superior. - The schooner Merchant,
 Capt. Robert More, with a crew of seven beside seven passengers, was lost,
 with all on board, in June, on Lake Superior, with a cargo of supplies. She
 was formally owned at Buffalo by Barker & Holt, but at the time of
 her loss was owned by Coe & Colt. A furious gale prevailed at the
 time, and it was supposed she foundered.
 Other Events in 1847. - Steamer Chesapeake sunk by
 collision with schooner John F. Porter, off Conneaut. Total loss with 11
 lives. Schooner Porter, cargo of corn and pork, total loss also. Schooner
 Aurora Borealis on a reef near Malden and sunk; cargo of staves; raised.
 Brig Francis Mills, cargo of staves; sunk off Erie. Steamer London sunk a
 vessel, name unknown, near Malden. The season of 1847 was more eventful in
 the loss of life and property than any preceeding it. Navigation was resumed
 at Buffalo, April 23, the steamer Chesapeake, Captain Warner, arriving on
 that date, the first boat in. The Straits of Mackinac were clear April 28,
 the steamer Louisiana, Captain Davenport, the first boat through the Erie
 canal May 1. April 22: Steamers Nile, Lexington, Rochester and schooners
 Hudson, Trenton and Massachusetts and brig Winslow blocked in the ice near
 Buffalo, from which they sustained injury. May: Schooner Marshall Ney sunk
 by collision with a reef near Bird island. Schooner C. J. Darlie wrecked off
 Conneaut, Lake Erie. Schooner New Brunswick left Chicago with 18,000 bushels
 of wheat for Liverpool via Welland canal and St. Lawrence; this was the
 first clearance of the kind ever made from the waters of the Great Lakes for
 an European port. June: The brig Santillo sunk by collision with the
 propeller Manhattan on Lake St. Clair; vessel new, first trip. July: Steamer
 Constitution sunk at Sandusky, at the dock. September: Schooner Courier sunk
 by collision with the brig Monteith, in command of Capt. M. Dimmick, between
 Erie and Conneaut. Schooner Wisconsin totally wrecked at Death's Door.
 Propellers Pocahontas and Racine damaged by collision on Lake Erie. The
 revenue cutter damaged by lightning near Mackinaw. October: Schooner Acorn
 damaged by collision with the schooner Speedwell at Cleveland. Schooner
 Charles Walker damaged by lightning, in the Straits of Mackinac. Schooner
 Adair capsized near Dunkirk. Schooners J. W. Brown, N. C. Baldwin, convoy,
 and brig St. Louis damaged by collision at Buffalo. Propeller Monticello,
 launched at Fairport, owned by Col. D. Russell and Geauga Iron Company; the
 finest boat of the kind ever built at that port. November: Schooner E.
 Morgan damaged by collision with the schooner Ontonagon on Lake Michigan.
 Schooner Lawrence wrecked at Stony Island. Schooner Margaret Allen ashore
 and wrecked near Death's Door.
 
 
 1848.
 The Gale of April, 1848. - Soon after navigation was
 resumed one of the most violent northeast gales swept over the entire lake
 region, causing the destruction of half a million of property, beside
 numerous lives. The steamer Oregon, Captain Chapman, bound westward from
 Buffalo, when off Fairport, had both smokestacks swept overboard. Her anchor
 was let go with a full scope of chain, and while swinging to her anchor an
 immense sea boarded her and swept her cabin from the main deck, baggage
 rooms and baggage, all on board having previously fled to the upper cabins.
 In this dilemma she dragged until the day following, when off Cleveland, the
 steamer Diamond went to her rescue and towed her into that port. The storm
 set in April 18, and came more in the shape of a cyclone, and gradually
 settled into a gale of two days' duration.
 The steamer Niagara, on Lake Ontario, belonging to
 the Ogdensburg line, was driven ashore at the mouth of the Genesee river and
 was wrecked. Five vessels went ashore at Sandusky peninsula, and, in short,
 wrecks were scattered promiscuously on all the lakes. The brig General
 Worth, built by Mr. Treat, had just been launched the day previous at
 Euclid, below Cleveland, met the full force of the storm, but was by
 superhuman efforts protected and saved from destruction.
 Explosion of the Goliah. - The saddest of the
 season's casualties was the destruction of the propeller Goliah, by fire and
 explosion, on Lake Huron, with the loss of 18 lives. The Goliah left St.
 Clair river September 13, with a very heavy cargo, consisting in part of 200
 kegs of powder, 20,000 bricks, 30,000 feet of lumber, 40 tons of hay, and
 about 2,000 barrels of provisions and merchandise, destined for the Lake
 Superior mining companies. On Thursday morning, soon after daylight, she was
 seen about eight miles from shore, with her mast and smokestack overboard,
 the wind blowing southeast by east, and the steamer drifting toward shore.
 It was evident, from the large volume of smoke that issued on her that she
 was on fire. She drifted to within 10 miles of the shore, the surf being
 very high and the wind subsiding. About 9 A.M. the wind shifted to
 southwest, and the burning hull receded from the shore, and when about three
 miles out exploded with a tremendous noise, throwing fire and fragments to a
 great height. Efforts were made by a Mr. Whitcomb and others to launch a
 boat, with a view of rendering assistance, but the heavy breakers prevented
 getting a boat beyond the surf. It was ascertained that about 18 persons
 were on board; Captain Cottrell, Captain Beckley and Lieutenant Schwartz
 were of the number. There were not less than 15 persons on shore who saw the
 burning and explosion of the propeller. The schooner Spartan, Captain
 Fuller, left the St. Clair river three hours behind the Goliah, and after
 several hours' sail, saw, heard and distinctly felt the explosion, though
 many miles distant.
 The charred upperworks of the ill-fated craft were discovered at
 Pine Point, above Goderich, the mast coming ashore at Kincardine. Among the
 articles that came on shore were two or three hundred barrels of flour and
 corn meal. No bodies were ever found.
 Chicago's First Locomotive. - The first locomotive at
 Chicago, the "Pioneer," used on the Chicago & Galena road,
 afterwards the North- western, arrived in Chicago from Buffalo October 10,
 1848, on the brig Buffalo.
 Niagara Falls Dried Up. - The winter of 1847-48 had
 been an exceptionally severe one, and ice of unusual thickness had formed on
 Lake Erie. The warm spring rains loosened this congealed mass, and March 29,
 1848, a brisk east wind drove the ice far up into the lake. About sunset the
 wind suddenly veered round and blew a heavy gale from west. This naturally
 turned the ice in its course, and, bringing it down to the mouth of the
 Niagara river, piled it up in a solid, impenetrable wall.
 So closely was it packed and so great was its force, that in a
 short time the outlet to the lake was completely choked up, and little or no
 water could possibly escape. In a very short space of time the water below
 this frozen barrier passed over the Falls, and the next morning the people
 living in the neighborhood were treated to a most extraordinary spectacle.
 The roaring, tumbling rapids above the Falls were almost obliterated, and
 nothing but the cold, black rocks were visible in all directions. The news
 quickly spread, and crowds of spectators flocked to view the scene, the
 banks on each side of the river being lined with people during the whole
 day. At last there was a break in the ice. It was released from its
 restraint, the pent-up wall of water rushed downward, and Niagara was itself
 again.
 Steamboat Indiana. Built at Toledo, O., in
 1841. Ran between Toledo and Buffalo until burned at Conneaut, O.,
 in 1848. From "American Steam Vessels." Copyright 1895, by Smith
 & Stanton.Other Events of
 1848. - During the month of October the Canadian schooner
 Adventure, laden with stone, foundered off Grand river, Canada, and all on
 board, three lives, were lost. She was in company with the T. B. Ruggles at
 the time, and both were standing on the same tack. The brig H. G. Stambach,
 of Conneaut, Ohio, capsized off Fairport, August 28, drowning three of the crew. An incident of fast sailing in 1848 is related of
 the propeller St. Joseph, Capt. H. Squier, which performed the trip to
 Buffalo from Detroit in 29 hours and 45 minutes. On her return by way of
 Cleveland the run was made in 30 hours and 20 minutes; the time from
 Cleveland to Detroit, 11 hours and 30 minutes. January 24: Propeller
 Cleveland arrives at Cleveland from Black river. Navigation opened at
 Buffalo March 30; the steamer United States the first boat out. The straits
 of Mackinaw were clear April 28; the steamer Louisiana, Capt. I. J.
 Richards, the first boat through going west. April: Schooner Algomah,
 wrecked at Racine; schooner Eleanor, engaged in the lumber trade on Lake
 Ontario, wrecked at Burlington Beach; schooners Sciota and Mary A. Myers
 capsized near Silver creek. May: Schooner Porter sunk by collision with the
 piers at Conneaut. July: Steamer Empire sunk at Kingston by the force of the
 wind. August: Steamer St. Nicholas sunk by collision at Fairport;
 passengers, numbering 150, transferred to the Catilina. October: Steamer
 Scott sunk in Lake St. Clair by collision with the schooner Star; brig
 Sandusky sunk at Long Point. November: Brig Amazon ashore near Buffalo;
 schooner Marion sunk at the dock at Buffalo; steamer Fashion damaged by
 collision with sunken remains of the steamer Columbus near Dunkirk; schooner
 Jessie Smith wrecked on Lake Michigan; schooner Scotland, ashore at Port
 Stanley, becomes a complete wreck; schooner Ottawa wrecked at Port Stanley.
 December: Steamer Indiana burned and sunk at Conneaut; loss $20,000.
 The following craft also passed out of time during the navigation
 of 1848: Steamer Columbus wrecked on Dunkirk pier; steamer Kingston wrecked
 in St. Lawrence river; propeller Goliah exploded on Lake Huron, 18 lives
 lost; barque Eleanora wrecked at Hamilton; bark Buffalo wrecked on Manitou
 island; brig Empire sunk by collision in Lake Erie; brig Iowa wrecked on
 Point Albino, Lake Erie; schooner Josephine wrecked at Dunkirk; schooner
 Tribune foundered in Lake Michigan, 10 lives lost; schooner J. Y. Scammon
 wrecked near Calumut, 2 lives lost; schooner Eagle capsized on Lake
 Michigan, all lost, 7 lives; schooner Pilgrim wrecked at Port Maitland, Lake
 Erie; schooner Gallinipper capsized on Lake Michigan, crew saved; schooner
 Jessie wrecked on Long Point, Lake Erie; schooner Essex wrecked on Bass
 island, Lake Erie; schooner Constitution wrecked on Long Point, Lake Erie;
 schooner Ellen wrecked at Wellington, Lake Ontario, 8 lives lost; schooner
 Jessie Smith wrecked on Lake Michigan; schooner Uncle Tom wrecked on Long
 point, Lake Erie; schooner "76" wrecked on Lake Michigan; schooner Robinson
 wrecked on Presque Isle, Lake Ontario; schooner Oneida wrecked on Lake
 Michigan, near Chicago, schooner Martha Freeme wrecked at Port Burwell;
 schooner Ottawa wrecked near Port Stanley; scow Rainbow wrecked near
 Barcelona.
 
 
 1849.
 Vessel Sails for California from Cleveland. - One of
 the most notable occurrences during the season of 1849 was the departure
 from Cleveland of the bark Eureka for California via the river and Gulf of
 St. Lawrence, and with two or three exceptions, the first experiment of
 sending lake vessels on sea voyages. The Eureka was owned by W. A. Adair,
 and took her departure in May, having on board 59 passengers. The captain
 was William Monroe, and first mate F. H. Freeman. The voyage was a success,
 and all were landed in safety.
 Cholera Breaks Out. - The cholera was alarmingly
 prevalent in 1849 at nearly all the lake ports, and many deaths occurred on
 ship board. Among those carried off was Captain Chesley Blake, long in the
 employ of Oliver Newberry, Detroit. This veteran sailor, who had been on the
 lakes since 1818 and was well known as an able commander, died at the
 American House, Milwaukee, October 3. He was taken with cholera on board of
 the steamer St. Louis, on her trip up to Chicago, while on Lake
 Michigan.
 Fatally Scalded on the Passport. - In 1849 there was
 a terrible accident to the Canadian steamer Passport, on her trip up the St. Lawrence from Montreal to Kingston, by which 44 of her
 passengers were severely scalded by escaping steam from the engine. About 14
 of the scalded died from the effect of their wounds.
 Other Events of 1849. - The season was an unusually
 dull one, both in freight and passenger traffic, owing chiefly to the
 epidemic which prevailed. The steamer Oregon was burned at Chicago early in
 the season; loss $15,000. The schooner Outward Bound, Capt. John Church,
 foundered; eleven lives lost. In 1849 there were afloat upon the northern
 lakes, craft of every description, a total of 914 vessels as follows: Of
 side-wheel steamers, there were 95, with a total of 38,492 tons; 45
 propellers, 14,435 tons; 15 barques, 1,645 tons; 93 brigs, 21,330 tons; 548
 schooners, 71,618 tons; 128 sloops and scows, 5,484 tons, with a total
 valuation of $7,868,000. January 27: Sloop Speedwell, in command of Captain
 Ackeron, leaves Cleveland for Vermilion, the first clearance of the season.
 March 20: Scow Diana, in command of Captain Dayton, arrives at Cleveland
 from Black River; first arrival of the season. May 26: Sloop Planet, built
 at Geneva, Ohio, launched; afterward on her trial trip capsized and Capt.
 Chas. Bogrand drowned. June: Schooner Merchant lost at Point aux Barques;
 five men drowned. Steamers Saratoga and Hendrik Hudson collide below Erie,
 by which the latter sustains serious injuries. Steamer New Orleans wrecked
 at Thunder Bay island; passengers rescued by the Nile, in command of Captain
 Pierce. July: Sloop Morning Star, in command of Captain Miesel, sunk at
 Sandusky bay. Loss $600. Schooner Acorn sunk by collision with steamer Troy
 near West Sister island. Steamer Empire State ashore near Sleeping Bear;
 passengers transferred to the Delaware. The Empire State was the largest
 boat on the lakes, owned by Montieth, Hazard & Co., and valued at
 $180,000. Brig Stambach capsized near Fairport; three lives lost. September:
 Schooner Big Z, of Silver Creek, sunk at Cleveland. Propeller Detroit and
 schooner William and brig Rocius and schooner Breeze collide at Cleveland.
 Steamer Ben Franklin sustains severe injuries on Saginaw bay. Schooner La
 Salle capsized near Racine. October: Schooner W. G. Buckner capsized off
 Milwaukee; crew rescued by the schooner Erwin. Lighthouse burned at
 Cleveland. Schooner Milan, in command of Captain Richardson, sunk off Oak
 Orchard. October: Propeller Globe sunk near Point Albino. December 27:
 Navigation still open between Buffalo, Cleveland and Chicago.
 
 
 1850.
 Burning of the Griffith. - The navigation season of 1850 was long
 remembered as the most disastrous in loss of life that had yet been
 recorded. By the burning of the steamer G. P. Griffith of Chagrin, 20 miles
 east of Cleveland, June 17, 286 lives were lost, one of the greatest
 casualties that has ever occurred on the lakes.
 The Griffith had just been purchased by Capt. C. C. Roby and W.
 Studdiford, his brother-in-law, of Detroit, and took her departure from
 Buffalo on Sunday morning, the day before the fire, for Chicago. There were
 256 in the steerage, 45 in the cabin, and a crew of 25. Not a woman or child
 was saved except the barber's wife. The steamer was about three miles from
 shore when she took fire, at four o'clock in the morning. When the first
 alarm was given the passengers were cool and collected. It was thought that
 the boat could reach land, for which she was steering, and that thus all
 would be saved. But the steamer struck upon a sand-bar half a mile off shore
 and then panic reigned. The passengers became wild with despair and a great
 number of them plunged madly into the water. Captain Roby, his wife, two
 children, and mother were of the lost. As soon as the boat struck he gave
 the command "overboard all," threw his wife overboard and then jumped after
 her, when both were drowned together. The mate swam ashore and obtained
 boats, by means of which several of the survivors escaped, but over 100 of
 the passengers were drowned soon after jumping overboard.
 A searching party set out at once for the bodies of the lost, and
 in a short time the beach was strewn with 100 of them. So 
 closely had they sunk that at one time 8 bodies were recovered by drawing
 one to the surface with a hook. The boat was insured in Buffalo for $27,775.
 The propeller Delaware reached the burning wreck and towed it ashore.
 Wreck of the Anthony Wayne. - The explosion of the
 boilers of the steamer Anthony Wayne, early on the morning of April 28,
 resulted in the complete destruction of the vessel and in the loss of many
 lives. The vessel left Toledo the previous morning with 25 passengers, and
 reached Sandusky the same day, - there adding about 40 to the list. At 10
 P.M. she left Sandusky and after about two and a half hours, when about 8
 miles from Vermilion, met with the disaster, which resulted in the drowning
 of eleven members of the crew, and a large number of the passengers.
 Fortunately the hurricane deck aft was cleft in two so that it
 floated, allowing several people to stand upon it. It was kept stationary by
 the tiller ropes, which still hung to the rudder and the forward part of the
 foremast. But a short time after the explosion, most of the passengers were
 seized with fright and jumped into the water, having just caught hold of
 anything that might lend an aid in floating. The night was clear and the sea
 not rough, but all who were wet suffered intensely with the cold, and they
 who had been scalded made piteous moans, crying for help and for water.
 The captain, the clerk, H.D. Vance, one fireman and two passengers
 launched the lifeboat and drifted ashore, and started two sail vessels from
 Vermilion, which brought aid to some who had thus far remained afloat.
 It was the two starboard boilers that exploded, throwing them into
 a perpendicular position, tearing away the steerage cabin above, and
 shattering the hull badly. The steamer sunk in 15 minutes, going down head
 first, and carrying away the steerage cabin and the foremast, on which were
 six persons. The yawl was launched and 12 persons reached the shore in it.
 The lifeboat half filled on launching and leaked badly, but with its six
 occupants got ashore after six hours constant bailing. The stateroom of the
 captain, next to the steerage, was blown to pieces and his bed blown upside
 down, but he was unhurt. When the steamer went down she was on fire.
 Three-fourths of the boat was owned by Charles Howard, of Detroit, and
 one-fourth by Capt. E.C. Gore, who was in command. She was valued at
 $20,000, and insured in part. She had but little freight on board, but 300
 barrels of high wines and whiskey from Sandusky. The Anthony Wayne was built
 in 1837, and rebuilt in the winter of 1849. The number of lives lost has
 been variously estimated and has been placed as high as 69.
 Many Lives Lost on the Troy. - The steamer Troy,
 commanded by Capt. Thomas Wilkins, exploded her boiler on her way to Black
 Rock and opposite Bird island pier, near that place, on March 23. A number
 were killed outright, while others jumped overboard and were drowned,
 besides several who died from injuries. Twenty-two perished.
 Extent of the Losses in 1850. - The loss in value on
 steamboats in 1850 was $265,7000, on propellers $30,444 and on sail vessels
 $262,782, making a total loss of property of $558,926. Ten steamboats,
 including two tugs, 21 sail craft, and one propeller, the Petrel, passed out
 of existence. The loss on propellers was exceedingly light, but on sail
 vessels large in proportion to the value and number of the craft; the
 aggregate loss was the largest and accidents most frequent among
 steamboats.
 The loss of life aggregated 431; 29 on the steamer Troy, 65 on the
 steamer Anthony Wayne, 38 on the steamer Commerce, 280 on the steamer G.P.
 Griffith, 11 on the steamer America, one on the steamer Canada, one on the
 Calumet, one on the scow H.M. Eddie and one on the scow which capsized at
 the wreck of the Griffith.
 Other Events of 1850. - January 19: Steamer Oregon
 burned at Chicago. March 2: Navigation opened at Cleveland by the steamer
 Arrow; 25, navigation opened at Buffalo, the steamer Southerner, Capt. J.L.
 Edmunds, being the first boat to leave. April: Schooner Lawrence sunk near
 St. Helena by collision with the pier. May: Canadian steamer
 Commerce a total loss by collision with the steamer Despatch off Grand
 River, Canada, and about 40 lives were lost; the Commerce had aboard a
 detachment of the 23d Regiment; steamer America considerably damaged by fire
 on Lake Erie, near Buffalo. June: Brig Flora collides with steamer Baltic
 near Buffalo, and sustains severe injuries. July: Steamer America damaged by
 explosion of her boilers, and towed to Erie by the Alabama; several lives
 lost. August: Steamer Lexington sunk on Lake Erie near Conneaut by collision
 with the propeller Allegheny; schooner Neckeck capsized on Lake Ontario and
 towed to Cape Vincent; propeller Globe sunk near Point Albino, last fall
 sold to Messrs. Nott, of Cleveland, for $9,000; schooner Howard sunk at
 Racine; brig Maurice wrecked at Wind Point; schooner Thornton wrecked on
 Lake Michigan; several lives lost. October: Brig Europe wrecked on an island
 in Green bay, a total loss; brig S.F. Gale collides with and is sunk by the
 schooner Telegraph on Lake Huron. December: Brig Henry Clay sunk in the
 Straits of Mackinac; schooner Columbia ashore near the Henry Clay; schooner
 Sea Bird sunk on Lake Erie off Black River. The steamer Southerner was
 during this season put between Detroit and Cleveland, in connection with the
 steamer Baltimore, which was the inauguration of that route.
 
 
 1851-1860
 
 [Introduction]
 
 WRECK OF THE HENRY CLAY, 1851 - OTHER EVENTS OF THAT YEAR - A FRIGHTFUL
 COLLISION, 1852 - LOSS OF THE STEAMER CASPIAN - LOSS OF THE ONEIDA -
 OTHER LOSSES - OTHER EVENTS OF 1852 - GROUND BROKEN FOR THE SAULT SHIP
 CANAL, 1853 - LOSS OF THE OCEAN WAVE - INDEPENCE WRECKED BY EXPLOSION -
 TESTS OF SPEED - DISASTERS OF 1853 - OTHER EVENTS OF THAT YEAR - STEAMER
 E.K. COLLINS BURNED, 1854 - GRADUAL CHANGE IN LAKE CRAFT - CHICAGO
 HARBOR DREDGED - OTHER EVENTS OF 1854 - OTHER DISASTERS OF THE SEASON -
 SAULT CANAL COMPLETED, 1855 - IMPROVEMENT OF ST. CLAIR FLATS - WRECK OF
 THE OREGON - WRECKS AT CHICAGO - SHIPBUILDING ACTIVE - THE QUEEN
 CHARLOTTE BURNED AT TORONTO - HULL OF THE ERIE RAISED - OTHER EVENTS OF
 1855 - OTHER VESSELS PASSED OUT OF EXISTENCE IN 1855 - VOYGAGE OF THE
 DEAN RICHMOND, 1856 - LAKE SUPERIOR LINE - BURNED UNDER FULL STEAM -
 LOST WITH NEARLY FIFTY SOULS - MANY LIVES LOST ON LAKE SUPERIOR - OTHER
 DISASTERS IN 1856 - OTHER EVENTS OF THAT YEAR - THE FINANCIAL PANIC OF
 1857 - DEPARTURES FOR EUROPE - MANY STEAMERS DISMANTLED - HOLOCAUST
 ABOARD THE STEAMER MONTREAL - MANY OTHER STEAMERS BURNED - RAILWAY
 DISASTER AT THE DESJARDIN CANAL, CANADA - OTHER EVENTS OF 1857 - FEW
 VESSELS BUILT, 1858 - VESSELS LEFT FOR OCEAN VOYAGES - STATISTICS -
 OTHER EVENTS OF 1858 - TRADE STILL BACKWARD, 1859 - LARGE ICE TRADE -
 PASSAGES OF VESSELS AT DETROIT - OPENING OF NAVIGATION - OTHER EVENTS OF
 1859 - WRECK OF THE LADY ELGIN, 1860 - TOTAL LOSS OF THE DECOTAH - THE
 SAULT CANAL - OTHER EVENTS OF 1860.
 
 
 
 1851
 The most disastrous event of the season of 1851 was the total
 wreck of the propeller Henry Clay, which rolled over near Long Point, Lake
 Erie, with a loss of sixteen lives. The Henry Clay left Detroit, October 24,
 for Buffalo, and in a severe gale off Long Point, a part of the deck load
 shifted and was thrown upon the engine, breaking it and making the vessel
 unmanageable. The high waves tore the deck from the hull and
 it floated off with ten of the crew, all of whom were lost except one deck
 hand, picked up by a passing schooner. The hull was beached near Long Point.
 The Henry Clay was commanded by Capt. George Callard. She was loaded with
 flour and wool. Of the crew of 17 only one was saved.
 Other Events of 1851. - There were 263 disasters
 during the season (1851) with a loss of hull and cargo amounting to
 $730,537, and 79 lives. Navigation opened at Buffalo, April 2, the steamer
 Canada being the first to depart. The Straits of Mackinaw were clear April
 3. The first notable incident of the season was the explosion of the
 Canadian steamer Comet, at Oswego, with the loss of eight lives. She was
 afterward rebuilt, and her name changed to Mayflower. The Champion,
 Highlander and Mayflower in 1851 formed a line between Niagara and Montreal,
 touching at intermediate points, and the Maple Lead, Arabian and New Era
 were added to the line the next year. April: Steamer Southerner disabled
 near Point Pelee; loss $5,000. Schooner Moses and Elias wrecked on Bass
 island; loss $4,000. Schooner E. Bowen ashore at Grosse Point. Schooner
 Wabash totally wrecked at Port Dover. Schooner Atlanta wrecked near Dover.
 Schooner Brewster wrecked near Port Dover. British brig Beaver sank at
 Rondeau; 20, steamer Comet exploded and sunk in Oswego harbor, eight lives
 lost. Propeller Allegheny damaged to the extent of $4,700, by collision with
 the propeller Ohio, on Lake Huron. Schooner Palmyra wrecked at Gull island.
 Schooner Rush filled and capsized by collision with propeller Paugassett on
 Lake Erie. May: Schooner Ellen Stuart sunk at Long Point cut. Steamer
 Sultana damaged to the extent of $4,000 on Lake Erie. Schooner Dawn sustains
 a loss of $4,740, during a storm on Lake Erie. Brig Mayflower disabled on
 Lake Erie. Brig Ramsey Crooks disabled, and jetted deckload. Brig
 Constellation disabled. Schooner D. D. Bogart sunk at Dunkirk. Steamer
 Dewitt Clinton sunk at Dunkirk. Schooner O. V. Brainard ran ashore on Lake
 Ontario and burned; loss $6,590. Schooner Gallinipper sunk in Milwaukee
 harbor. Schooner Clay lost off Ashtabula. Schooner Marvin Henry totally lost
 off Grand Haven, nine lives lost. June: Schooner Mackinaw sunk off Cleveland
 by propeller Princeton; schooner Welland sunk in St. Lawrence river; steamer
 Atlas sunk in St. Lawrence river. July: Schooner Gallinipper capsized and
 lost on Lake Michigan; schooner Rose, Canadian, wrecked on Georgian Bay.
 Lake Huron; schooner Acorn loses deck-load in a gale on Lake Ontario; scow
 Sacramento capsized off Buffalo; propeller Manhattan sunk by collision with
 the propeller Monticello on Lake Superior; schooner Ontanagon capsized off
 the Twin rivers; schooner Chicago, Canadian, founded on Lake Michigan.
 August: Schooner John Ward wrecked on Erie Basin pier at Buffalo; schooner
 H.N. Gates disabled on Lake Erie; brig Ramsey Crooks capsized near Point
 Pelee; schooner Big Z sunk in Grand river; schooner Arcadia ashore at Point
 Pelee; cargo lost, valued at $2,000. September: Steamer Bunker Hill burned
 at Tonawanda; schooner T. P. Handy burned at the same place; steamer Empire
 State loses a tow valued at $2,400; steamer Geo. Clinton, with two boats in
 tow, lost near Genesee, Lake Ontario; schooner Monson sunk at Port Hope,
 Canada; schooner Oneida disabled on Lake Ontario; propeller Ottawa sunk by
 propeller Reindeer near Kingston, Canada; schooner Kentucky wrecked at
 Presque Isle; schooner D. D. Bogart total wreck at Erie. October: Schooner
 Christina capsized on Lake Ontario, 11 lives lost; schooner Osceola wrecked
 on Lake Erie; schooner Erie sunk by collision near Sandusky; propeller
 Monticello totally wrecked on Lake Superior; schooner Abby Wrecked near
 Cleveland; schooner Hannah Counter wrecked on the Canada shore; brig Chicago
 capsized near Long Point; eight lives lost; schooner Wm. Penn capsized on
 Lake Ontario; three lives lost; schooner E. G. Merrick wrecked at Vermilion;
 brig Fashion stranded on Lake Michigan; brig Wabash sunk near Chicago;
 schooner Cambria sunk at Ashtabula; schooner Illinois wrecked on Lake Erie;
 steamer Queen Victoria abandoned on the rocks at the head of
 Niagara river; schooner Billow, lumber, wrecked on Long Point; schooner
 Grace Amelia wrecked; schooner Helena wrecked near Kalamazoo; schooner
 Saratoga sunk by collision with the Buckeye State; loss estimated at $8,500;
 four men drowned; steamer Atlas wrecked near Grand river; schooner Prince
 Albert (Canadian) wrecked on Long Point; propeller Vandalia wrecked by
 collision with schooner Fashion on Lake Erie; loss $14,000. November:
 Propeller Ireland sunk in the St. Lawrence river; schooner Home wrecked near
 Dunkirk; schooner Texas wrecked at Rondeau; schooner Caledonia wrecked on
 Lake Erie; scow Flying Dutchman wrecked at Long Point; schooner Luther
 Wright sunk at Oswego; schooner Meg Merrilies wrecked at Manistee; steamer
 St. Lawrence sunk in the St. Lawrence river; steamer Seneca burned at
 Chicago; schooner W. G. Talcott total loss on Lake Erie; brig S. B. Ruggles
 lost near Buffalo; loss on cargo and boat $27,000; schooner Eudosa wrecked
 at Dunkirk; schooner Sciota sunk by collision with the brig Quebec near
 Ashtabula; brig Empire wrecked at Oswego; schooner Huron wrecked at Sandy
 creek; brig L. A. Blossom sunk by steamer Niagara in Detroit river; loss
 $10,000; brig Clarion lost two locomotives off deck, valued at $16,000;
 schooner California wrecked near Barcelona; schooner Whip ashore near Erie.
 December: British schooner Rachel sunk in the Welland canal; steamer Sultana
 sunk at Sandusky; scow Anawan total loss off Huron; five men drowned.
 
 
 1852.
 Steamboat Atlantic. Built at Newport,
 Mich., in 1848. Length 267 feet; 1,155 tons; in her day unsurpassed
 in elegance and convenience; in 1852 run down off Long Point, by
 propeller Ogdensburg, and sunk; 150 lives lost. From "American Steam
 Vessels," Copyright 1895, by Smith &
 Stanton.A frightful collision occurred
 between 2 and 3 o'clock in the morning, Friday, August 20, between the
 steamer Atlantic and the propeller Ogdensburg, about six miles above Long
 Point, Lake Erie, resulting in an estimated loss of life of from 250 to 350,
 making it one of the most terrible events of lake history. The steamer ran
 across the bows of the propeller, and was struck forward of her wheel on the
 larboard side. The weather was slightly hazy, but the stars were visible,
 and the wind was almost a dead calm. The liberty cap of the propeller
 extended over the deck of the steamer, the wood work of the baggage room
 breaking inward. As the two vessels parted the propeller rounded to and
 pursued her course, and the Atlantic kept on without losing a stroke of her
 engine, until her fires were extinguished by the rapidly rising water. Soon
 after the collision it was attempted to launch one of the small boats of the
 Atlantic from the starboard side, but the bow was allowed to descend faster
 than the stern, throwing the weight forward. The bows broke, pitching the
 men, with which it was crowded, into the lake. Panic prevailed, and many of
 the passengers and crew jumped overboard without making any preparation.
 Survivors asserted that there was an entire lack of authority to prevent
 passengers, especially women, from throwing themselves wildly into the lake.
 Captain Pettys was injured by a fall into the yawl soon after the collision,
 and was unable afterwards to render assistance or to take command. The
 Atlantic continued to float some distance, and when she sank her stern
 continued to float after the bow had struck bottom, buoyed up by air in the
 after hold. All who clung to the steamer were saved.
 The propeller kept on her course two miles or more, when she
 rounded to and returned to the steamer. She rescued those who were still
 upon the wreck, and picked up many who were floating about on wreckage or
 life-preservers. About 250 were thus rescued by the Ogdensburg and carried
 into Erie. It was impossible to accurately determine the loss of life. The
 clerk did not save his trip sheet, but judged there were between 500 and 600
 passengers aboard. There were about 150 cabin passengers and some 426 deck
 passengers, most of whom were emigrants. The early estimates of loss were
 about 325, but later figures reduced the number to 131.
 The Atlantic was built at Newport, Mich., in 1848. She was 267
 feet in length, 33 feet beam and measured 1,155 tons. In 1849 she had made
 the trip from Buffalo to Detroit in 16-½ hours, the quickest
 passage up to that time.
 Loss of the Steamer Caspian. - Another 
 serious disaster was the loss of the new steamer Caspian, valued at $90,000,
 wrecked during a sudden storm while lying at a pier outside of Cleveland
 harbor. The Caspian was owned by Capt. E. B. Ward.
 Loss of the Oneida. -- A terrible storm swept over
 the lakes November 10 and 11, resulting in the complete or partial loss of
 55 vessels. The most disastrous wreck was that of the propeller Oneida,
 which capsized on Lake Erie with the loss of 17 lives.
 Other Losses. -- Among the other losses during this
 storm were the following: Schooners Lady Bagot, total loss at Grand river.
 Schooner Somerset ashore at Cattaraugus creek, and released. Schooner
 Abigail ashore near Ashtabula. Schooner Marengo on the rocks at Gravelly
 Point. Schooner Mobile wrecked near Toronto. Schooner Arkansaw ashore and
 wrecked near Toronto. Steamer Michigan disabled and towed to Cleveland.
 Schooner Gold Hunter wrecked at Sleeping Bear. Steamer Diamond damaged to
 the extent of $1,000 at Dunkirk. Schooner New Haven ashore at the "Cut," C.
 W. Propeller Bacchus beached at the same place. British schooner Albion
 ashore at Toronto. Schooner G. T. Williams ashore near the mouth of the
 Detroit river.
 Of the 229 disasters that occurred during the season of 1852,
 seven occurred in April, 19 in May, 24 in June, 15 in July, 16 in August, 21
 in September, 27 in October, 85 in November (55 in the gale of the 11th and
 12th), and 15 in December. Five steamers, six propellers and 28 sail vessels
 went out of existence during the season of 1852. The total valuation of
 losses for 1852 was $992,659, and 296 lives were lost.
 Other Events of 1852. -- March 13: Several Lake Erie
 ports clear of ice. April 22: Lake Erie again frozen over. May: Five
 propellors, two steamers and many vessels frozen in near Buffalo: 10,
 steamer Northerner collided with the brig Caroline in St. Clair river,
 resulting in serious damage to the latter: 20, schooner Meridian sunk by
 collision with a wreck near Malden. June: Schooner Vermont capsized on Lake
 Erie off Conneaut. Forest City explodes her boiler, resulting in the loss of
 three lives. Schooner Anawan capsized on Lake Erie off Painesville.
 Propellor Montezuma sustains severe injuries and loses her cargo during a
 storm. Propeller Republic lost much of her cargo during a storm. July:
 Severe storm on Lake Michigan: brigs Shakespeare and Lowell damaged. Brig
 Helfenstein sunk at Chicago. August: Steamer Swan burned at Toledo: loss
 estimated at $18,000: 20, steamer Atlantic collides with the propellor
 Ogdensburg near Long Point, by which the former was sunk: many lives lost.
 October 7: Propeller Independence ashore near Ontonagon during a gale.
 Propellor Vermont burned while lying at the dock at Grand River, Canada.
 November: Steamer St. Louis wrecked at Kelly's island: bark Rochester sunk
 at Erie, a total wreck, seven lives lost: schooner M. Douseman sunk at
 Dunkirk: schooner R. O. Mead goes to pieces on Lake Erie: bark Myers, of
 Cleveland, lost during a storm: schooner Eagle total loss at Sandusky: 17,
 schooner Serena ashore: 15, schooner Twin Brothers, of Milwaukee, and
 schooner Roberts, of Chicago, ashore at Muskegon: 23, propeller Oregon
 ashore near Put-in-Bay: steamer Sam Ward disabled on Lake Erie and towed to
 Detroit by the propeller Buffalo: schooner A. Wilcox wrecked on Lake
 Michigan, three lives lost: brig Robert Burns wrecked near Grand River:
 schooner Hamlet and brig Pawhattan ashore: schooner Star wrecked on Georgian
 Bay, six lives lost. At the close of navigation, and during a heavy gale,
 the propeller Samson, one of the first built above the Falls, was wrecked at
 Buffalo with a cargo of flour, involving a loss on hull and cargo of
 $20,000. Other vessels which passed out of existence during the season of
 1852, with the loss on hull and cargo, were as follows: Steamer Belle,
 wrecked in Georgian Bay, loss $15,000: steamer Telegraph No. 2 burned at the
 head of Lake Erie, $6,000: propeller City of Oswego sunk by steamer America
 in Lake Erie, $70,000: propeller Ireland burned in St. Lawrence river:
 propeller Samson wrecked near Buffalo: propeller Oneida capsized in Lake
 Erie, 19 lives lost: propeller James Wood, wrecked at
 Ashtabula, loss $19,000: propeller Vermont, burned at Grand River: barque
 Rochester wrecked near Erie, seven lives: barque Buckeye State wrecked at
 Milwaukee, loss $14,000: brig Annie Winslow wrecked on Duck island, Lake
 Michigan: brig E. H. Scott wrecked on Lake Michigan, loss $14,000: brig
 Breeze wrecked on Lake Ontario: brig John Hancock wrecked at Rondeau: Marion
 wrecked at Buffalo, four lives. The following named vessels were all
 schooners: Schooner Clyde wrecked at Toronto, $4,000: Oregon, foundered in
 Lake Erie, 10 lives lost, $16,000: Buffalo wrecked on Long Point, six lives
 lost: Tom Benton wrecked near Chicago: Mariner wrecked near same place:
 Lavinia wrecked near Kenosha, Lake Michigan: Emily wrecked at Grand River,
 C. W.: A. H. Newbold wrecked on Buffalo pier: Eagle wrecked near Grand
 River: Severn wrecked near Grand River: Gold Hunter wrecked on Sleeping Bear
 island, Lake Michigan: H. B. Bishop wrecked in Georgian Bay. Lowland Lass
 sunk by steamer Superior, in Lake Erie: Green Bay wrecked at Michigan City:
 R. C. Smead wrecked at Barcelona, Lake Erie: George Watson sunk by propeller
 Ohio, in Lake Michigan: A. Wilcox wrecked on Lake Michigan, three lives
 lost: Brewster wrecked at Fairport, seven lives lost: Star wrecked in
 Georgian Bay, six lives lost: Elizabeth burned at Oakville, Lake Ontario:
 Gazette sunk off Cleveland, crew saved.
 
 
 1853.
 Ground Broken for the Sault Ship Canal. -- In this
 year ground was broken for this canal, which was not opened until two years
 later, and which was destined to exert a tremendous influence in future
 years upon lake traffic.
 Loss of the Ocean Wave. -- One of the most
 distressing accidents that ever occurred on Lake Ontario happened April 30,
 near the Ducks, small islands near the Canadian shore, about 40 miles above
 Kingston. The upper cabin steamer Ocean Wave, built in Montreal in 1851,
 took fire about one o'clock in the morning, while on her way from Hamilton
 to Ogdensburg. The boat was newly painted, the flames spread rapidly and the
 boats could not be got out. Within five minutes the vessel was enveloped in
 flames. The light attracted the schooners Georgiana and Emblem which, with
 some fishing boats, saved 21 persons out of a total of 44 who were aboard.
 Of the lost, 15 were members of the crew and 13 were passengers.
 Independence Wrecked by Explosion. -- One of the most
 deplorable disasters during the navigation of 1853 was the explosion of the
 boilers of the propeller Independence, Captain John McKay, at or near Sault
 Ste Marie, on the morning of November 22. She left the dock at the head of
 the portage about midnight with a heavy freight of winter supplies for
 Ontonagon and La Pointe, and a number of passengers. She had not proceeded
 over a mile before her boiler burst, literally tearing three- fourths of the
 boat to atoms, killing four persons -- the first engineer, one passenger and
 two firemen -- and badly injuring the second engineer and several
 passengers. The boat, with the exception of 25 feet of her bow, was blown to
 atoms. Her engine and boiler, with the exception of a small piece of the
 latter, was beyond discovery in a search that was made within 100 feet of
 the wreck, and a large portion of her 2,700- barrel bulk cargo was scattered
 in every direction, altogether making the escape of 30 lives miraculous.
 Steamboat Mississippi. Built at Buffalo, N.
 Y., in 1853. A floating palace; length 335 feet; tonnage 1,829; one
 beam engine, 82-inch cylinder, 12-feet stroke; three boilers, each
 50 feet long by 11 feet diamete; dismantled in 1863, hull remodeled
 into a dry dock.Tests of Speed. --
 During the season of 1853 quite an exciting race took place with the
 steamers Queen of the West, Captain McBride, and the Mississippi, Captain
 Hazard, between Buffalo and Cleveland. The latter turned the light at
 Buffalo at 9:20 A. M. and the former at 10:20 A. M., the Mississippi being
 one hour and fifteen minutes ahead. Both steamers arrived at Cleveland at
 9:10 P. M., the Queen of the West being about half a length ahead, having
 run from Fairport to Cleveland (30 miles) in one hour and ten minutes.
 The steamers Empire State and Atlantic had a trial of speed on
 Lake Erie, the former proving the victor. The steamer Ocean had a tilt with
 the Empire State also, both claiming the superiority. A trial
 of speed also took place between the steamers Queen City and Alabama, from
 Buffalo to Cleveland, the former performing the distance in 12 hours and 10
 minutes, and coming in the victor. The distance between the two ports is 151
 nautical miles, or 173 statute miles. Placing the Queen City's time at 12
 hours gave her a speed of 14 5-12 miles per hour.
 Disasters of 1853. - Of 266 disasters during the
 season of 1853, 19 occurred in April, 30 in May, 17 in June, 11 in July, 28
 in August, 30 in September, 39 in October, 80 in November, and 12 in
 December. Sixty steamers, two propellers and thirty sail vessels passed out
 of existence. The number of disasters exceeded those of 1852 by 37, while
 the loss of property was less by $118,516. The great decrease in the loss of
 life and property by collision and explosion, as shown by comparison, was
 the result of the first year's operation of the new law relating to vessels
 propelled by steam, and their improved system of lights. With the one
 exception, the Ocean Wave on Lake Ontario, no lives were lost on any of the
 regular passenger steamers by any accident whatever.
 Other Events of 1853. - In this year navigation was
 resumed at Buffalo April 2, the steamer Mayflower being the first to arrive.
 The Straits of Mackinac were clear April 17, the propeller Forest City being
 the first to pass through going west. The steamers Wisconsin, Southerner and
 Albany, which had been plying many years, passed out of existence this year,
 fortunately without the loss of any lives. Their places were filled by
 several new boats of much larger tonnage, including the Mississippi, 1,829
 tons; Crescent City, 1,740 tons; Queen of the West, 1,852 tons; Northern
 Indiana, 1,470 tons; and others of larger tonnage. The steamer Albany, owned
 by Mr. McKnight and commanded by Capt. H.J. Jones, was wrecked near Presque
 Isle, Lake Huron, and proved a total loss. Over 200 passengers were on
 board, and safely landed the day following the disaster. The schooner
 Saltillo, owned by J.R. Huguinn, of Chicago, and laden with the coal and
 iron, was sunk by running into the schooner Trade Wind, in St. Clair river,
 and was never recovered. On the morning of October 8 the steamer Ben
 Franklin, Capt. H.J. Jones, while en route to the Sault, went ashore at
 Thunder Bay island, Lake Huron, and became a total wreck. She was built at
 Algonac, Mich., in 1842, and was 231 tons burden. During the same month the
 steamer A.D. Patchin, commanded by Capt. H. Whitaker, and partly owned by
 him, struck on Skillagalee and became a total loss. The Patchin was built in
 Truago, Mich., in 1849, was of 870 tons burden, and one of the stanchest
 built boats on the lakes. She was propelled by the engine formerly in the
 steamer Missouri. The steamer Commerce (Canadian) came in collision with the
 steamer Dispatch, off Grand River, Canada, sinking the former and 38 persons
 were drowned. The brig Crispin stranded on Point aux Barques, and became a
 total loss. Fifty feet of the table rock at Niagara Falls became dislodged
 and plunged into the abyss below. During the latter part of the season the
 steamer Canada was transferred, and taken to Lake Michigan to ply between
 Chicago and New Buffalo. The wreck of the steamer Nile was burned at
 Milwaukee. She was driven ashore in a gale at that point in the fall
 previous. May: Steamer Superior and schooner Signal collide near Buffalo.
 Steamer London sunk near Sault Ste. Marie. On May 5, the Cherokee, an iron
 vessel, commanded by Captain Gaskin, left Toronto direct for Liverpool,
 arriving there June 16. Schooner Citizen ashore above Waukegan. Schooner
 John Grant ashore at New Buffalo. May 25: Schooner Texas ashore near the
 mouth of the St. Clair river. Schooner Mary Margaret capsized near Grand
 river; four lived lost. June: Steamer Admiral burned at Toronto. Brig
 Iroquois damaged by collision with the steamer Reindeer, near the Kingston
 lighthouse. July: Steamer Queen of the West burned at Hamilton, Ontario.
 August: Steamer Wisconsin sunk by collision with the propeller Brunswick
 near the West Sister lighthouse. September: Schooner Herald capsized near
 Chicago. Steamer Fashion damaged by lightning near Racine. 
 Propeller Nile ashore near Chicago, sustaining several injuries. October:
 Steamer Queen City sunk in the harbor at Erie; 25, schooner Whip ashore at
 Cleveland. Schooner G.H. Walker wrecked on Lake Erie, near Madison; total
 loss; 26, schooner Rocky Mountain ashore near the mouth of the Kalamazoo
 river. November: Schooner Susanna burned at Port Dover.
 
 
 1854.
 The steamer E.K. Collins burned in the Detroit river,
 a short distance below Malden, on the night of October 8. Ten passengers and
 thirteen of the crew perished in the flames or were drowned in the river.
 The E.K. Collins was a new steamer, owned by the Wards, of Detroit, and had
 come out the previous autumn at Newport, now Marine City. She was bound from
 the Sault for Cleveland. The fire originated on the boiler deck, and was
 supposed to have been caused by the steerage passengers emptying their
 pipes, filled with burning tobacco in the light wood work of the deck. It
 spread with great rapidity. The fire engines were in readiness, the hose was
 quickly screwed on, but the smoke and fire drove every person from the
 engines. Within two minutes, it was stated, the whole boat was aflame. An
 attempt was made to launch the lifeboats, but the flames forbade. There was
 an abundance of life preservers and floats, but in their fright many persons
 jumped into the river without any support. The vessel was turned toward the
 shore, and her headway beached her. There she burned to the water's edge.
 The propeller Fintry, Captain Langley, arrived at a timely moment and saved
 a number who were struggling in the water. The Collins had 24 passengers
 aboard, and her crew numbered 43. She cost $103,000.
 There were 384 disasters during the navigation of 1854, with a
 valuation of property lost amounting to $2,187,825.
 Gradual Change in Lake Craft. - There were in 1854
 few side-wheel steamers on the lakes in comparison with former times, while
 the class of vessels known as barks and brigs had almost entirely passed
 out, and were known only in history. Propellers in the meantime had largely
 increased, and were doing the great bulk of freighting business on the
 lakes, being better adapted for that service.
 Chicago Harbor Dredged. - The Chicago harbor was
 dredged during the season to 12 feet, deep enough for the safe passage of
 any sail vessel not more than 800 tons, and any steamer not over 1,500 tons,
 which placed it in better condition than for the past ten years. At this
 time Chicago had no lifeboat, but was obliged to depend, in the time of
 storm, when vessels were grounded on the bar and the lives of the crews in
 peril, upon such boats as steamers or propellers then in the harbor might be
 able to send out.
 Other Events of 1854 - Navigation commenced at
 Buffalo April 2, the steamer Buckeye State, Capt. Jacob Imson, being the
 first to depart, and the straits of Mackinac opened April 25, the brig Globe
 being the first to pass through, bound west. April 18: Propeller Forest
 Queen ashore near Thunder Bay; schooner Samuel Strong damaged by lightning
 on Lake Michigan; 29, propeller Paugassett ashore near Grand River. May 1:
 The following boats wrecked on Lake Michigan: Olive Richmond, Rocky
 Mountain, Merchant, Arrow, P. Hayden, Lizzie Throop and Maine. May: Schooner
 Tom Corwin sunk by collision with the piers at Cleveland; brig Globe damaged
 by lightning at Chicago; contract for making the "straight cut" at Milwaukee
 let for $48,000; schooner Buttles sunk in Detroit river; steamer Garden City
 wrecked on a reef near Mackinac; propeller H.A. Kent burned on Lake Erie;
 cargo valued at $200,000; steamer Detroit sunk in Saginaw bay by collision
 with the brig Nucleus. June: Scow Juno sunk at Cleveland. Schooner Australia
 damaged by lightning near Turtle island. July 29: Schooner Lapwing goes
 ashore near St. Joseph; propeller Boston sunk by collision off Oak Orchard.
 August: Steamer Alabama sunk near Buffalo. Steamer Lady Elgin sunk at the
 pier at Manitowoc. September: Schooner Navigator sunk at Michigan Harbor;
 schooner E.C. Williams sunk by collision with the Western
 World at Buffalo; 19, schooner Isabella ashore near Dunkirk; 28, schooner A.
 Buckingham ashore at Long Point; 23, steamer Lady Elgin and the Baltic
 ashore at the Flats; steamer Saratoga sold as she lay sunk in the harbor at
 Port Burwell, Canada, to William H. Scott for $4,000. October 1: Propeller
 Westmoreland ashore at Windmill Point; propeller Troy damaged by explosion
 of her boiler near Chicago; steamer Fashion sunk at Kewaunee; 8, steamer
 E.K. Collins burned at Malden, owned by Capt. E.B. Ward; 10, bark France
 ashore near Goderich; bark Fame wrecked on Lake Huron; schooner W.W. Brigham
 sunk in Dunkirk harbor; schooner Ocean burned at Port Dalhousie; schooner
 Alwilda burned; 22, schooner Virginia Purdy ashore at Milwaukee; schooner
 Waterwitch ashore at Kincardine; schooner Defiance sunk by collision with
 brig Audubon near Port aux Barques. November: Schooner Mary Margaret
 capsized off Milwaukee; crew rescued by the schooner Magic. Propeller
 Bucephalus sunk in Saginaw bay; ten lives lost. Schooner Little Belle ashore
 at Grand River, Canada. British bark Globe ashore at Port Burwell. Schooners
 Wm. Black and Forwarder ashore at Port Burwell. Schooner Josephine Lawrence
 sunk in Detroit river. Propeller Saginaw on the rocks at Gilbraltar. The
 O.Q. Melzar ashore near Shushwaw point. Propeller Edith collides with the
 schooner Charley Hibbard off Long Point. Brig Northampton ashore total loss
 at Thunder Bay. Schooners Lizzie Throop, Twin Brothers, Ino and Ellen
 Stewart ashore near Grand River. Bark Utica sunk at Buffalo. Steamer May
 Queen collides with the Wm. Buckley on Lake Erie, resulting in sinking the
 latter. Steamer Mayflower wrecked on a reef near Point Pelee; loss $40,000.
 December: Over 50 vessels aground at the St. Clair flats. Schooner Omah,
 laden with salt, wrecked at Cleveland; three lives lost. Bark Wm. Sturgess
 ashore at Black River. Propeller Paugassett sunk at Cleveland from injuries
 sustained while rescuing the crew of the Omah. Schooner Virginia ashore near
 the Omah. Steamer Fremont frozen in at Sandusky bay. Schooner Ireland,
 aground near Windmill point, goes to pieces. Schooner Florence wrecked near
 Kelley's island. Schooner Franklin Pierce wrecked near Duck Pond. Steamer
 Albion frozen in at the mouth of Clinton river. Schooner Suffolk ashore near
 Port Burwell. Propeller Westmoreland sunk near Sleeping Bear, Lake Michigan;
 17 lives lost. Schooner Western Star wrecked near Goderich, Ontario.
 Other Disasters of the Season. - The following
 steamers and sail vessels passed out of existence in 1854: Steamer America
 wrecked at Point Pelee, Lake Erie; steamer Garden City wrecked near Detour,
 Lake Erie; steamer Detroit sunk by bark Nucleus in Saginaw bay; steamer
 General Harrison wrecked near Chicago.
 The schooner K. R. Johnson, laden with wheat, foundered with all
 hands off Fairport. Captain Snell, who commanded her, was seen in the
 rigging by his wife on shore, waving his coat, but finally fell off in sight
 of home and friends, and was drowned. The vessel was owned by Solomon Snell,
 brother of the captain; the schooner Ontario, with 200 tons of merchandise,
 was wrecked on Nicholas island, Lake Ontario; steamer Alabama sprung a leak
 and sunk near Buffalo; steamer E.H. Collins burned at the mouth of Detroit
 river with loss of 23 lives; steamer Bruce Mines foundered in Lake Huron;
 steamer Mayflower wrecked on Point Pelee; propeller Princeton sunk by ice
 off Gravelly Bay, Lake Erie; propeller H.A. Kent burned off Gravelly Bay,
 Lake Erie; propeller Boston sunk by collision in Lake Ontario; propeller
 Bucephalus foundered in Saginaw bay, ten lives lost; propeller International
 burned a the head of the Niagara river; propeller Westmoreland foundered
 near the Manitous, seventeen lives lost; bark Utica wrecked on Buffalo
 breakwater; bark Trade Wind sunk by brig Sir C. Napier in Lake Erie; bark
 Globe (C) wrecked at Point Bruce, Lake Erie; brig O. Richmond wrecked near
 Chicago; brig Wm. Monteith wrecked at Fairport; brig Audubon sunk by
 schooner Difiance in Lake Huron; brig Ashland wrecked on Long Point, Lake
 Erie; brig Burlington wrecked at Port Bruce, Lake Erie; brig Odd Fellow
 wrecked near Mackinaw; brig Halifax wrecked on Lake Ontario;
 Adelia foundered in Lake Ontario with loss of five lives. The following
 named were all schooners: Robert Wood lost off Dunkirk, Lake Erie; Petrel
 lost on Lake Michigan, with four lives; Duke sunk in Lake Ontario and four
 lives lost; Hudson sunk off Conneaut, Lake Erie; Navigator wrecked near St.
 Joseph, Lake Michigan; Roanoke wrecked near Muskegon, Lake Michigan and four
 lives lost; Nautilus wrecked near Chicago; Sophia wrecked in Georgian Bay;
 Energy wrecked in Traverse bay; J.B. Wright wrecked on east shore of Lake
 Michigan; Ocean burned at Port Dalhousie, Lake Ontario; Defiance sunk by
 brig Audubon in Lake Huron; Cayuga wrecked on Lake Ontario; Western Star
 wrecked near Goderich, Ont.; Luther Wright wrecked at Gravelly Bay; Norfolk
 wrecked on Lake Ontario with two lives; Ocean wrecked at Cleveland, four
 lives lost; Birmingham wrecked near Buffalo; R.R. Johnson wrecked at
 Fairport, eight lives lost; Conductor wrecked at Long Point; Lewis Cass
 wrecked at Conneaut; Wing and Wing wrecked at Michigan City; Convoy
 foundered in Lake Erie and eight lives lost; Florence wrecked at Kelley's
 island; Mansfield wrecked at Euclid, Lake Erie; Mary Margaret wrecked on
 Lake Michigan.
 Of the 384 disasters in 1854 one occurred in January, 46 in April,
 25 in May, 11 in June, 14 in July, 21 in August, 58 in September, 61 in
 October, 83 in November and 64 in December. Eight steamers, six propellers,
 three barks, eight brigs and 30 schooners passed out of existence during the
 season. Owing to the sudden closing up of the season a number of vessels,
 with cargoes on board, were frozen up outside, sustaining more or less
 damages, which could not at that time be included in the above amount. The
 season closed December 10; number of lives lost during the year, 119; amount
 of loss by jettison, $78,550; loss by collision, $270,000; loss by fire,
 $264,000; total loss of property by steamboats, $1,143,500; loss of property
 by sail vessels, $1,046,325.
 
 
 1855.
 Sault Canal Completed. - The Sault canal was
 completed this year, opening up communication with the Lake Superior region.
 The steamer Illinois, 927 tons, Capt. Jack Wilson, was the first boat to
 pass through the canal, the passage occurring June 18, 1855. She was
 followed by the steamer Baltimore, Capt. John Shook, the Sam Ward, Capt.
 B.G. Sweet, respectively, the same month. The Baltimore continued plying
 there, changing eventually between Chicago and Lake Superior, until the fall
 of the same year, when she was wrecked at Sheboygan, on Lake Michigan,
 freighted with supplies.
 The Improvement of St. Clair Flats. - A convention
 was held early in the season of 1855, at Buffalo, by commercial men and
 vessel owners, to take measures for the improvement of St. Clair flats,
 which was attended from all the principal United States lake ports, also
 from Canada. The plan proposed was to dredge a channel 900 yards long and
 100 yards wide, at a probable cost of $36,000; driving 1,000 piles, costing
 $2,000, making a total outlay of $38,000. This improvement was to be carried
 out in the south channel which was the main line of St. Clair river, the
 boundary line between Canada and Michigan, and about nine miles shorter than
 the northern route. Nothing was accomplished, however, until the improvement
 was undertaken by the United States Government.
 Wreck of the Oregon. - The most lamentable accident
 of the season occurred at or near Belle Isle, opposite the upper end of
 Detroit. The propeller Oregon left Detroit early in April for the St. Clair
 river, carrying in addition to her own crew the crews of the brig U.M.
 Standart and schooner Flying Cloud, which vessels wintered above.
 When near the head of Belle Isle, and close to the Canada shore,
 her boiler exploded, scattering death and destruction all around. The after
 part of the propeller was blown completely off, and sank almost immediately.
 Nine men were killed instantly, and several others were badly wounded. Those
 who were saved clung to the bow of the boat, and were taken off by small
 boats. The Oregon was in command of Capt. John Stewart, who at
 the time of the explosion, was leaning against the pilot house. He was
 thrown high in the air, and as he came down fell through the deck, breaking
 one of his legs. The captain of the brig U.M. Standart was also leaning
 against the pilot house at the time, and was thrown some distance, but
 escaped with a sprained ankle. In all there was a loss of ten lives. The
 propeller was owned by G. W. Jones, and was valued at $8,000, with no
 insurance on her, and being in such a shattered condition nothing of value
 was saved. The engine was blown completely out of the boat. The Oregon was
 built at Cleveland in 1846, and was 346 tons burden.
 Wrecks at Chicago. -- The season for navigation for
 1855 was disastrous, the storms raging with unusual fierceness during
 September and November. Among the casualties of concern at Chicago were the
 wrecking of the brig Tuscarora and the explosion of the steam tug Seneca.
 The Tuscarora went to pieces in the storm of September 18, just outside the
 harbor, but all the crew were saved. The Seneca blew up while passing
 Randolph street bridge, October 16, 1855. The explosion tore the upper works
 of the boat to pieces, and killed the captain and engineer. The Seneca was
 an old boat, having been in use since 1847. During October the schooner Mark
 H. Sibley and the bark Pathfinder were sunk in the outer harbor.
 Shipbuilding Active. -- Shipbuilders were by no means
 idle at this period of lake commerce, there being no less than 170 craft of
 all classes, launched at various lake ports, stimulated by good freights,
 which prevailed throughout the season.
 The Queen Charlotte burned at Toronto. -- On January
 22, the steamer Queen Charlotte, formerly the Lady of the Lake, was
 discovered to be on fire at the Queen's wharf in Toronto. She was taken out
 into the bay by two other steamers, in order to save other shipping, and in
 an hour and a half not a particle of her wood work was to be seen.
 Hull of the Erie Raised. -- The emigrants aboard the ill-fated
 steamer Erie, burned in 1841, had a large amount of specie with them, and
 this fact led to attempts to raise the hull, which was eventually done about
 1855. The hull was towed into Buffalo harbor, and large amounts of specie,
 mostly in form of five-franc pieces, were recovered, paying the operators
 well for their enterprise.
 Other Events of 1855. -- April 18: In a great storm
 on Lake Ontario, the schooner Defiance was lost with all on board, eleven
 lives; steamer Emerald sunk at the Flats by collision with an anchor. May:
 Propeller Buckeye State collides with the Belle Sheridan near Long Point;
 schooner Visitor sunk near West Sister Island; Canadian steamer Huron sunk
 near Oswego; schooner Hurricane and brig Tuscarora, collide on Lake Huron.
 June: Schooner J.W. Blake capsized near Sturgeon Point; schooners C.P.
 Williams, Australia, and Orient ashore on the west side of Lake Michigan;
 schooner E.M. Lyon sunk by collision with the propeller Delaware on Lake
 Erie; propeller Cataract sunk near the Foxes, on Lake Michigan. July:
 Schooner Palmetto ashore at White Fish Bay; schooner Dawn sunk off Madison
 Dock, Lake Erie; afterwards raised and towed to Buffalo: schooner Lewis C.
 Irwin capsized on Lake Michigan; schooner Clifton struck by lightning near
 Monroe; schooner Octavia ashore at the mouth of Grand river, Canada; steamer
 Ottawa sunk near Brookville by collision with the steamer Tibbett; scow Oak
 capsized off Avon Point; schooner Home ashore at Grand Haven. August;
 Schooner Agnes Barton sunk on Lake Erie; schooner Mary Williams capsized
 near Buffalo; brig Paragon and schooner Robinson collide at Chicago; steamer
 Baltimore aground on the rocks in the Nevish channel; schooner Pacific sunk
 near the mouth of Chippewa creek; scow Elmina sunk at Erie; bark L.M. Hubly
 capsized on Lake Michigan; ten lives lost. September: Schooner Augustus
 Handy damaged by lightning near Port Huron; steamer Sebastopol lost on Lake
 Michigan during a storm and seven lives lost; schooner Young America sunk by
 collision with the schooner Black Hawk, near Racine. October: Schooner
 Ivanhoe wrecked on Lake Erie, by collision; propeller
 Allegheny ashore near Milwaukee, during a gale; brig Racine capsized and
 lost near Milwaukee; crew rescued by the brig Hutchinson; schooner Antares
 severely damaged during a storm off Cleveland, steamer Minnesota sustains
 injuries from collision with the piers at Cleveland; scow Leo capsized on
 Lake Erie; propeller Charter Oak lost near Erie; ten lives lost; schooner
 Jacob Stranoch capsized at Milwaukee; schooner H. Wheaton sunk at Long
 Point; schooner Sam Strong ashore at Pere Marquette; Schooner Kitty Grant
 capsized on Lake Michigan; four lives lost; schooner Steinhart capsized on
 Lake Michigan; the Liverpool totally wrecked at Grand Haven; at the same
 place the schooner Falcon, William Tell, Francis, Lady Jane, and Two
 Charlies are ashore; brig Sebastopol and schooners Spencer and North Cape
 are ashore, and the Speed sunk at Muskegon. November: Brig Hessian ashore at
 Mackinaw; schooner Pride sunk at Sandusky; schooner Emblem sunk at Long
 Point; propeller Delaware completely wrecked near Sheboygan; the Omar Pacha,
 Rocky Mountain and Queen of the Lakes ashore near the same place; schooner
 Mary Jane sunk at Toronto; schooner Pearl totally wrecked at East Sister
 reef; schooner Conquest ashore near Rondeau; schooner Herald sunk in Oswego
 harbor; schooner J.M. Hughes ashore at Point Water; schooner Traveler sunk
 at Port Burwell; schooner Crescent City ashore at North Fox; schooner
 Arkansas ashore at Sheboygan; schooner Mary Watson ashore at Gravelly Bay;
 schooner Hope ashore at Beaver island.
 Other Vessels Passed Out of Existence in 1855. -- The
 following craft also passed out of existence during the season of 1855:
 Steamer Baltimore wrecked at Sheboygan; steamer Queen City burned at Toronto
 dock; steamer Porcupine burned at Prescott, Lake Ontario; steamer Sebastapol
 lost at Milwaukee, seven lives lost; propeller Oregon exploded above
 Detroit; ten lives lost; propeller Rossiter wrecked on Lake Michigan;
 propeller Charter Oak foundered in Lake Erie, ten lives lost; propeller
 Delaware wrecked at Sheboygan, 11 lives lost; propeller Fintry exploded and
 sunk in Lake Erie, and eight lives lost; bark L.M. Hulby lost on Lake
 Michigan, eleven lives lost; bark North Star wrecked on Long Point; bark
 Pathfinder lost near Chicago; bark Black Maria wrecked near Chicago; bark
 Halliwell wrecked at Long Point cut; brig Josephine wrecked at Port Burwell;
 brig Allegheny sunk by brig Young America in Lake Erie; brig Tuscarora
 wrecked at Chicago; brig Baltic, wrecked at Port Stanley; brig Julia Dean
 wrecked on Skillagalee; brig H. Wheaton wrecked at Long Point cut; brig John
 Irwin wrecked at Two Rivers, Lake Michigan; brig Virginia lost off Long
 Point, Lake Erie. The following named were all schooners: Sylph lost near
 Oswego; Saratoga lost near Chicago; Defiance foundered in Lake Ontario, ten
 lives lost; Visitor sunk near West Sister, one life lost; Cygnet sunk by
 steamer Western World on Lake Erie, and one life lost; E.M. Lyons sunk by
 propeller Delaware in Lake Erie; Mansfield sunk by schooner Telegraph in
 Lake Michigan; Napoleon sunk off Erie; Julia burned; Asia sunk by propeller
 Forest City in Lake Michigan; Sparrow wrecked near Buffalo; Britain lost on
 Long Point; Ivanhoe sunk by schooner Arab in Lake Erie; Wiman lost at Point
 aux Barques; G. W. Weeks lost at Pere Marquette, Lake Michigan; H. David
 sunk in Lake Ontario; St Clair sunk off Point aux Barques; Dean Richmond
 wrecked near Racine; Sam Strong wrecked at Pere Marquette; Liverpool lost at
 Grand Haven; Koefer wrecked at Erie; Reindeer lost near Chicago; Belle sunk
 off Sodus, Lake Ontario; Pearl wrecked on East Sister; Lodi lost at Grand
 Haven; Hope lost at Beaver island; James Hughes wrecked near Muskegon;
 Crescent wrecked on North Fox island; DeWitt Clinton lost near Kalamazoo;
 J.B. Skinner lost on east shore of Lake Michigan; Vermont lost at Grand
 Haven; Rockwell wrecked near Muskegon; Steinhart foundered in Lake Michigan;
 Knickerbocker lost on Lake Michigan, and one life lost.
 Total loss of property during the season of 1855, $2,797,830.
 Number of lives lost, 118. Steamers 4, propellers 6, barks 5, 
 brigs 8, schooners 31. The machinery and other parts of the steamer
 Mayflower, which was wrecked at Point Pelee in the fall of 1854, were
 recovered by the steamer Huron during the season of 1855, which came near
 being also wrecked while engaged in the undertaking.
 
 
 1856.
 Voyage of the Dean Richmond. -- The season of 1856
 witnessed the first departure of a sail vessel from the upper lakes for an
 ocean voyage to Liverpool. The pioneer was the schooner Dean Richmond, with
 a cargo of wheat taken on at Milwaukee in July, and commanded by Capt. D. C.
 Pierce. She had a prosperous voyage over, demonstrating that lake vessels
 were adapted for sea voyages. Other vessels had superseded the Richmond in
 making sea voyages from Lake Ontario, the first of these being the
 brigantine Pacific, from Toronto, in 1844, with a cargo of wheat and flour
 for Liverpool, commanded by Capt. George Todd. From that period up to the
 time of the Richmond's departure, in 1856, there were nine departures for
 salt-water voyages, all bound for Liverpool, save the revenue cutter Dallas
 to New York, in 1847, and the bark Eureka from Cleveland bound for San
 Francisco, in 1849. The others sailing during this interval for Liverpool
 were the schooner Lillie, Captain Hunter, from Kingston, in 1848; the
 schooner Sophia, Captain Gaskin, from Kingston, in 1850: schooner Cherokee,
 400 tons, Captain Gaskin, from Toronto, in 1853: bark Arabia, 450 tons,
 Capt. John Calder, from Kingston, in 1854; schooner Cataraqui, 550 tons,
 Capt. Robert Gaskin, from Kingston, in 1854; schooner Eliza Mary, 850 tons,
 Capt. R. Gaskin, from Kingston, in 1854; bark Reindeer, from Toronto, in
 1855. The propeller Ontario went to California from Buffalo in 1850.
 Lake Superior Line. -- The line of steamers which
 were put upon the route to Lake Superior in 1856 through the Sault canal,
 then in the second year of its opening, were as follows: Steamer Illinois,
 926 tons, Capt. John Wilson; steamer North Star, 1,106 tons, Capt. B. G.
 Sweet; steamer Planet, 1,154 tons, Capt. Joseph Nicholson; propeller
 Manhattan, 320 tons, Capt. John Spaulding; propeller Mineral Rock, 560 tons,
 Capt. John Frazer; propeller General Taylor, 462 tons, Capt. Redmond S.
 Ryder; propeller B. L. Webb, 862 tons, Capt. C. K. Dixon. The Webb had been
 rebuilt, and did not come out until late in the fall, and on her first trip
 was burned in Waiska bay, with the loss of one life, and the boat a total
 loss.
 Burned Under Full Steam. -- The passenger steamer
 Northern Indiana burned to the water's edge Thursday morning, July 17, off
 Point Pelee, Lake Erie, while on her passage from Buffalo to Toledo. The
 passengers and crew numbered about 150, and of these 15 were lost. The water
 was smooth, and only a light wind was blowing. Captain Pheatt had been
 detained by sickness at Buffalo, and the first mate, named Wetmore, was in
 command. The officers were taking tickets when the alarm of fire was given.
 The steamer Mississippi was about five miles astern, the propeller Republic
 at a greater distance, and a schooner near by. The mate rang the bell to
 stop the engine, but the engine room was apparently deserted, for no
 attention was paid to the signal, and the machinery remained in motion,
 carrying the burning boat rapidly away from the schooner, and driving the
 flames aft. Life preservers, consisting of pieces of plank, with two ropes
 attached to each, were hastily taken from the hurricane deck till the flames
 drove back the men. The forward deck was then cut to pieces with axes and
 the fragments thrown overboard, and about one-half the passengers at
 intervals jumped into the water and clung to the floats. When the engines of
 the Northern Indiana finally stopped, the Mississippi and the Republic came
 up and rescued the survivors.
 Lost With Nearly Fifty Souls. -- The propeller Toledo
 went down at night during a storm, October 22, about a half mile off Port
 Washington. She had come to anchor, and the captain was trying to get up her
 anchors and beach her as a last resort, but the chains got foul, the seams
 opened and the propeller soon settled to the bottom. Three deck hands were
 saved: the remainder of the crew and the passengers, between
 40 and 50 souls in all, were lost. The Toledo was a first-class propeller of
 the American Transportation line, and was in command of Captain Densham. She
 was bound up with a full cargo of merchandise for Milwaukee.
 Many Lives Lost on Lake Superior. -- The steamer
 Superior was lost near Grand Island, Lake Superior, October 29, 1856, during
 a violent storm. Her rudder was carried away and the boat fell into the
 trough of the sea. She commenced making, the fires were put out and she
 struck the rocks, soon after going to pieces. Thirty-five lives, including
 11 passengers, were lost, and 16, including five passengers, were saved.
 Capt. Hiram J. Jones was among the lost. The Superior was considered one of
 the best sea boats in the trade, and had lived through many a storm. She
 left Chicago October 25, loaded principally with supplies for miners.
 Other Disasters of 1856. -- The propeller J. W. Brook
 foundered in Lake Ontario in a heavy gale, and all on board lost, 22 lives.
 The loss on cargo and hull in this instance was $90,000. The bark J. V.
 Ayer, laden with wheat, foundered in Lake Michigan, and ten lives found
 watery graves. She was commanded by Capt. Thos. McClelland. The schooner
 Mary Maria was wrecked on Presque Isle, Lake Ontario, and seven lives lost.
 The schooner Iowa foundered in Lake Michigan with nine lives lost: loss on
 hull and cargo $33,000. Steamer Niagara burned off Port Washington, Lake
 Michigan, and 60 lives lost: $70,000. Propeller Tinto burned on Lake
 Ontario, and 18 lives lost, $31,000. Steamer Northerner sunk by steamer
 Forest Queen in Lake Huron with 12 lives; $23,000.
 Other Events of 1856. -- In this year one boat was
 running direct through from Montreal to Chicago, a freight steamer, owned by
 Jones & Co., and stopping at many intermediate points. The number of
 craft owned by Canadians in 1856 was 47 steamers, 17 propellers, and 171
 schooners, aggregating a total of 42,000 tons and a valuation of $3,500,000.
 On Lake Ontario during the season of 1856 there were six steamers plying on
 the America side controlled by the Ontario & St. Lawrence Steamboat
 Co., of which E. B. Allen, of Ogdensburg, was president, and Capt. James Van
 Cleve, secretary and treasurer at Lewiston. The steamers made daily trips,
 calling on the downward passage at Charlotte, Oswego, Sacket's Harbor,
 Kingston, thence to Ogdensburg, and returning by the way of Cape Vincent,
 Toronto, thence to Lewiston. On May 9, the boiler of the propeller Inkerman
 exploded as that vessel was backing away from Upton & Browne's
 wharf, Toronto, her entire crew being either instantly killed or badly
 wounded. The only passenger on board, Miss Eliza McGill, was dreadfully
 injured. The boat was a complete wreck, and most of the cargo was lost.
 March 26: Navigation opened on Lake Michigan by the steamer Huron, which
 left Chicago for Milwaukee. April 11: Schooner Sea Witch leaves Cleveland
 for Huron, the first clearance of the season at that port; 18, schooner
 Pride capsized near Venice. Steamer Northerner sunk in Lake Huron by
 collision with the steamer Forest Queen, twelve lives lost. June: Schooner
 Fulton collides with the schooner Lookout off Bar Point. July: Brig Cuyahoga
 capsized off Point Pelee; five lives lost. October: Schooner Kenosha wrecked
 at Chicago. Schooner Dean Richmond sold in Liverpool, England, for $27,000.
 Steamer Hudson sunk near Cedar Point. Schooner Tempest sunk at Cleveland.
 Schooner Royal Oak sunk at Port Stanley. Schooner Etna abandoned at Point
 Albino. Schooner Wyandotte wrecked at Buffalo. Canadian steamer New Era sunk
 in St. Lawrence river. The Mary wrecked on Lake Erie. Propeller M. P.
 Spaulding burned in Buffalo. Propeller Nicol sunk near Montreal. November:
 Bark American Republic wrecked at Buffalo. Schooner Ellen Gillmore lost on
 Lake Erie. Schooner Forest Queen sunk in Genesee harbor. Schooner Industry
 total loss at Port Colborne. Schooners Hamlet and McKay sunk at Chicago.
 Scow Brant sunk at Sandusky bay; raised and towed into port. Schooner
 Belmont lost near North Manistee. The City of Hamilton sunk near Hamilton.
 Propeller Northern Michigan sunk near Genesee river; raised.
 Steamer Mazeppa a total loss at Saugeen. Schooner Ellen sunk in Thunder bay.
 Steamer Superior lost on Lake Superior during a storm. Propeller B. S. Webb
 burned on Lake Superior. Bark Norman lost near Simcoe. Schooner Cherokee
 lost on Lake Michigan; ten lives lost. Propeller Manhattan sunk by collision
 in Cleveland. Steamer Golden Gate goes to pieces near Erie; one life lost.
 December: Schooner Storm King and brig Algomah sunk at Milwaukee. Schooner
 Chas. Howard wrecked at Chicago. Scow Falcon sunk off Kelly's island.
 Steamer Lord Elgin totally wrecked off Long Point. Schooner Crevola sunk at
 Milwaukee. Schooner Odd Fellow sunk at Toronto. Schooner Cordelia sunk near
 Ashbridge's bay. Schooner Belvidere capsized and crew lost.
 Other complete losses of the season were as follows:
 Steamer British Empire sunk by steamer Fashion in the St. Lawrence; steamer
 Monarch wrecked near Toronto; steamer Brunswick sunk in Lake Michigan and
 one life lost; steamer Welland burned at Port Dalhousie, Lake Ontario
 ($50,000); steamer Brothers wrecked on Thames river; steamer Fashion lost at
 Bayfield, Lake Huron; propeller Paugassett burned at Dunkirk; propeller
 Protection sunk by steamer Boston in the St. Lawrence; propeller Falcon
 burned at Chicago; propeller Sandusky wrecked at Conneaut; propeller M. B.
 Spalding burned at Buffalo; propeller Louisville burned in the St. Lawrence
 river ($30,000); propeller St. Joseph wrecked near Fairport ($46,000);
 propeller Lord Elgin lost on Lake Ontario; brig Oxford sunk by propeller
 Cataract in Lake Erie, and five lives lost; brig Sandusky lost in the
 Straits, and seven lives lost; brig Seneca wrecked at Kalamazoo; brig A. R.
 Cobb wrecked near Chicago; brig Nebraska sunk by propeller Oriental in Lake
 Michigan; brig F. C. Clark wrecked at Manitowoc; brig Arabian wrecked on
 Lake Huron; brig Cumberland wrecked on Lake Huron at Bayfield.
 The following named were all schooners: Wm. Penn wrecked at Point
 Pelee; Marengo sunk off Middle Sister, Lake Erie; Kate Hayes lost on
 Spectacle reef, Lake Huron; Signal wrecked at Oswego; Maid of the West lost
 on Lake Michigan; J. E. Shaw lost in the straits; Ohio lost off Dunkirk with
 one life lost; Colonel Camp sunk by propeller Plymouth in Lake Michigan;
 Caledonia lost on Lake Michigan with six lives; Defiance sunk by brig W.
 Treat in Lake Michigan; J. W. Ross wrecked at Buffalo; War Eagle wrecked at
 Ashtabula; Maria Hilliard wrecked at Death's Door, Lake Michigan; Europe
 wrecked at Chicago; General Taylor wrecked near Chicago; Bohemia wrecked at
 Port Washington, Lake Michigan; Magnolia lost on Gull island, Lake Michigan;
 St. Anthony wrecked at Goderich; Canadian foundered in Lake Erie and 11
 lives lost; J. G. King wrecked at Kalamazoo; Trenton lost on Lake Michigan;
 Egyptian lost at Point Pelee; George M. Chapman wrecked at Oswego; Perry
 lost on Lake Ontario; Industry wrecked near Port Colborne; A. J. Brown
 wrecked at Presque Isle, Lake Ontario, with two lives lost; Orion lost at
 Point aux Barques; Kansas foundered in Lake Michigan with 11 lives lost;
 Cherokee foundered in Lake Michigan and ten lives lost; Montgomery wrecked
 on Lake Ontario; Robert Bruce lost at Port Burwell; Thomas Bradley lost near
 St. Joe; Allegan wrecked on Lake Ontario; J. T. Williams lost on Lake
 Ontario.
 Losses on hull and cargo during the season of 1856, $3,126,744;
 lives lost 407; number of disasters 597.
 
 
 1857.
 The Financial Panic of 1857.-- A panic struck the
 lake region in 1857 and commercial interests suffered greatly. Vessels in
 large numbers were laid up at the various ports, freight was down to the
 lowest margin, owners were despondent, and everything short of first or
 second class was without a calling. Two or three vessels had started out on
 European voyages, and were reported to have made fair returns. This was
 sufficient inducement for others to venture the experiment. Some reached the
 European coast of the Atlantic, and remained there for a time coasting,
 having become satisfied that there was no encouragement to return and repeat
 the venture; and thus the season of 1857 continued until its
 close.
 Departures for Europe. - The bark C. J. Kershaw,
 Capt. D. C. Pierce, took a cargo of staves at Detroit and departed for
 Liverpool. The schooner Madeira Pet, which came over from Europe, also
 loaded with staves at Detroit and left August 10.
 Three Heavy Storms. - There were three heavy gales
 during the season of 1857 entailing heavy losses. The first occurred April
 11 from the northeast, causing much damage, especially on Lake Michigan, no
 less than five vessels being wrecked at Milwaukee. The next storm arose on
 May 3, from northwest, destroying much property on the lakes. The third and
 last storm set in October 7, continuing three days, which were the most
 memorable days, known for many years, with losses aggregating $100,000, and
 many lives.
 The rates for towing through the Welland canal varied from $12 to
 $30 according to the capacity of the vessel.
 Many Steamers Dismantled. - The three mammoth
 steamers Western World, Plymouth Rock and Mississippi, which for three
 seasons plied between Detroit and Buffalo, were not commissioned this
 season, but were laid by at Detroit until the latter part of the year, when
 they were towed to Buffalo, their engines removed, and then taken to New
 York City. The Western World's engine was placed in a new steamship named
 the Fire Queen, and the Mississippi's engine in the steamship Guiding Star.
 The large steamers City of Buffalo, Crescent City, Queen of the West,
 Southern Michigan and St. Lawrence, which plied along the south shore of
 Lake Michigan, were also discontinued and thrown out of service. The City of
 Buffalo's engine was placed in the steamship Moro Castle at New York, the
 Queen of the West's in the steamship Evening Star, the St. Lawrence engine
 in the steamship Fokkian, and the Southern Michigan's was shipped to the
 North river. All of the above steamers were comparatively new, and
 consequently short lived. The through railroad lines were the cause of their
 removal, and it may be doubted if they ever made enough to pay for their
 original cost.
 Holocaust Aboard the Steamer Montreal. - The most
 deplorable disaster of the season was the destruction of the steamer
 Montreal by fire on the St. Lawrence river and the loss of 264 lives. She
 was valued at $41,000, and was comparatively a new boat.
 Many Other Steamers Burned. - In September the
 propeller Louisville, of 366 tons, with a valuable cargo, took fire on Lake
 Michigan, near Chicago, and was totally destroyed, fortunately without the
 loss of a life. She had been in service five years, and plied the upper and
 lower lakes.
 In the month of October the propeller Sandusky was burned at
 Sandusky, and proved a total loss. She was of 460 tons burden, and was nine
 years old. The steamer J. C. Morrison burned on Lake Simcoe. The steamer
 Free Trader was burned at Port Stanley with a loss of $23,000.
 Railway Disaster at the Desjardin Canal, Canada. - It
 would be foreign to the scope of this work to more than refer to this sad
 event, as the railways of the Province are only indirectly connected with
 its marine; but it may be mentioned that two prominent owners of lake
 vessels perished, and another well-known owner narrowly escaped with his
 life. Those who were killed were Samuel Zimmerman, after whom one of the
 best known steamers on the lakes was called (since burned); the second being
 Captain Sutherland, well-known as captain and owner of lake vessels. Another
 victim was Edward Duffield, who had been for some time an officer on board
 the Europa. The late Thomas C. Street was the prominent ship owner who
 though injured, was happily preserved.
 Other Events of 1857. - The total loss on hull and
 cargo in 1857 was $1,387,935; lives lost, 490; tonnage, 15,439 tons; number
 of disasters, 481. Six revenue cutters were built during the season of 1857.
 The ship City of Toronto sailed for Liverpool from Toronto with staves, and
 the bark Reindeer for the same destination during August with a like cargo.
 In November the propeller City of Superior, of 700 tons 
 burden, which came out new and was commanded by Capt. John Spaulding, was
 wrecked at Eagle Harbor, Lake Superior, after three months' service. The
 loss amounted to $47,000, and not a vestige was saved. The number and
 valuation of steamboat engines lost on the lakes up to 1857 was estimated at
 $8,000,000. None were recovered. There were several breaks in the Erie
 canal, which delayed traffic from eight to ten days. February 17: Navigation
 opened at Cleveland. March 27: Steamer Huron sunk at Chicago by collision
 with the submerged wreck of the schooner McKay. April 27: the season opened
 at Buffalo, the propeller Comet being the first boat to leave. The Straits
 of Mackinac were open May 1, the steamer Lady Elgin being the first through,
 going west. May 4: Bark Empire wrecked at Marblehead Point; eleven lives
 lost. May 2: Schooner Pilot sunk at Chicago. May 19: Schooner Cataract sunk
 by collision on Lake Erie. Schooner Tom Dyer sunk at Port Colborne. On July
 4, an excursion was made from Buffalo to Niagara Falls, on the occasion of
 the practical completion of the hydraulic canal, in the Cygnet, the first
 steam vessel that ever landed within the corporate limits of the village of
 Niagara Falls, above the cataract. August 19: Scow Duncan Stewart capsized
 near Point Avon; crew saved by the schooner Ariel. September: Steamer Belle
 burned at Perrysburg, damaging her to the extent of $1,000. Government
 schooner Lamplighter driven on the rocks at Isle Royal, and totally wrecked.
 November: Schooner D. Newhall sunk at Buffalo. Schooner Malakoff sunk near
 Goderich, Ont. Brig Constellation ashore and total loss at Waukegan.
 Schooner Kossuth sunk near Chicago. Schooner C. C. Trowbridge sunk off Bar
 Point by collision with the schooner Fortune. Schooner C.J. Roeder frozen in
 the ice near Turtle island. Schooner Scott frozen near Toledo. December 9:
 Propeller Napoleon a total wreck at Saugeen.
 Other vessels which passed out of existence in 1857 were as
 follows: Steamer Louisiana wrecked at Port Burwell. Propeller Inkerman
 exploded at Toledo and three lives lost. Propeller Oliver Cromwell sunk by
 the schooner Jessie in the Straits; was raised fifteen years afterward.
 Propeller Napoleon lost at Saugeen, Lake Huron. Propeller St. Nicolas
 wrecked at Sleeping Bear, Lake Michigan. Bark Empire wrecked at Marble Head
 with eleven lives lost. Bark Peerless wrecked at Dunkirk. Bark Oliver See
 wrecked in Straits of Mackinac. Bark Great West lost at Sleeping Bear. Brig
 David Stuart wrecked near Chicago with loss of seven lives. Brig Iceberg
 foundered with all hands in Lake Ontario; seven lives lost. Brig J.R.
 Giddings lost on Lake Michigan. Brig Jas. McBride lost near Sleeping Bear.
 Brig H.G. Stambach wrecked at North Manitou. Brig Constellation lost on Lake
 Michigan.
 The following named were all schooners: Wide Awake wrecked near
 Oswego. Bell Atkins lost near same place. George Hanson lost on Lake
 Michigan with four lives. Emily foundered in Lake Michigan with loss of five
 lives. Temperance wrecked at Racine. Cataract sunk by propeller Kentucky in
 Lake Erie. Northern Star sunk by propeller Ontonagon in Lake Huron.
 Elizabeth sunk in Lake Ontario. Sarah A. Green wrecked at Dunkirk. Everett
 wrecked at Port Burwell. Dahlia wrecked on Hat island, Lake Erie. Isaac
 Buchanan burned at Port Stanley. Leander lost in Mackinac straits. Flying
 Cloud wrecked near Chicago and seven lives lost. Antelope lost near St.
 Joseph with five lives. Europa lost on Lake Ontario. Lark lost on Lake
 Michigan. Radiant foundered in Lake Michigan. Radiant foundered in Lake Erie
 and ten lives lost. Mars lost near Port Washington, five lives lost. Welland
 lost in Lake Michigan with eight lives. Oriental wrecked on Lake Ontario.
 Kossuth wrecked near Chicago. Forest lost near Goderich, Lake Huron.
 Brilliant lost near Sheboygan.
 
 
 1858.
 Few Vessels Built. - Owing to the pressure of the
 times but few vessels were built on the lakes in 1858, and these mostly of
 the smaller class. On Lake Ontario there were commissioned four side-wheel
 steamers, one bark and 13 sail vessels. On the upper lakes one
 side-wheel boat, eight propellers, one bark and 25 sail craft.
 Vessels Left for Ocean Voyagers. - During the
 navigation of 1858 there were 15 vessels which left the lakes on voyages on
 the Atlantic, chiefly bound for ports in England: Schooner Queen, 375 tons
 burden, loaded at Toronto with staves for Liverpool, but did not return.
 Bark Chieftan, 375 tons, Capt. Benjamin Wolvine, loaded at Detroit with a
 like cargo for same destination. Bark H.E. Howe, Captain Day, oak lumber at
 Detroit for London, England. She was sold at that port in 1860 for $7,500.
 Brig Black Hawk, 384 tons, Captain Alexander, lumber at Detroit for
 Liverpool. She returned to the lakes and was lost at Point Betsey, Lake
 Michigan, in 1862, with a cargo of 19,000 bushels of corn. Schooner Colonel
 Cook, 327 tons, Captain Humphrey, lumber and staves at Detroit for
 Liverpool. On arriving in the Gulf of St. Lawrence she was wrecked, and
 became a total loss with her cargo. She was owned by George W. Bissell at
 Detroit. Schooner O.B. Sexton, 345 tons, Capt. Thos. A. Burke, staves, at
 Detroit for London, England. The Sexton was wrecked in the Straits of
 Gibraltar in 1862. Schooner Correspondent, 294 tons, Capt. J. Morris, wheat,
 Detroit for Liverpool. Schooner C. Reeve, 299 tons, Capt. G.M. Hall, staves
 at Detroit for Liverpool. The Reeve with a cargo of 13,500 bushels of corn,
 sunk off Oak Orchard, Lake Ontario, in 1862 while in command of Capt. Thos.
 Donahue. Schooner Harvest, 309 tons, Capt. Harvey Rummage, staves at Detroit
 for London, England. Bark E.S. Adams, 407 tons, Captain Nelson, sailed from
 Lake Ontario with lumber for Liverpool. Bark D.C. Pierce, 396 tons, Capt.
 Thomas Kidd, staves from Detroit, same destination. Schoooner R.H. Harmon,
 343 tons, Captain Huntoon, staves at Detroit same destination. Schooner J.F.
 Warner, 341 tons, Capt. A.R. Manning, staves at Detroit for Greenock. Bark
 Parmelia J. Flood, 383 tons, Captain Anderson, from Green Bay with lumber
 for the West Indies.
 Statistics. - In the spring of 1858 there were in
 commission, on all the lakes, 130 side-wheel steamers with a total tonnage
 of 72,108 tons, and a valuation of $3,953,800; 182 propellers, 65,271 tons,
 valuation $3,537,900; 57 barks, 22,817 tons, valuation $707,500; 99 brigs,
 27,121 tons, valuation $628,900; 974 schooner and sloops, 200 - 300 tons,
 valuation $6,383,900; total number of craft, 1,442, tons 387,740, valuation
 $15,212,000.
 Other Events of 1858. - Navigation commenced at
 Buffalo April 15, and Mackinac straits were clear April 3. The schooner Fred
 Hill was the first to pass through, bound west. April 5: Propeller Forest
 City burned at Port Stanley; 7, brig John G. Deshler sunk at Cleveland; 10,
 scow Wave capsized off Cedar Point during a storm; 12, steamer Europa sunk
 at Toronto. May: Bark Lemuel Crawford wrecked at East Sister island.
 Schooner Arcadian wrecked by collision with schooner Lucy J. Latham, off Big
 Sodus. Scow-schooner Traveler wrecked at Point Pelee. Schooner Rainbow
 damaged by lightning in St. Clair river. Propeller Montgomery struck by
 lightning on Lake Michigan. June: Steamer Fremont burned at Sandusky.
 Propeller Indiana sunk near White Fish Point. Schooner William Foster
 capsized on Lake Michigan. Steamer Lady Elgin wrecked on Lake Superior;
 insured for $32,000; released from rocks July 4. July: Propeller North
 America destroyed by fire at the Flats. Scow George Neville water-logged and
 disabled on Lake Erie. Scow Liberator capsized on Lake St. Clair. Schooner
 Andromeda sunk on Lake Michigan, near Manitowoc. Schooner Ellen Pike
 capsized near St. Joseph, Lake Michigan. August 3: Canadian bark E.H. Rae
 capsized on Lake Ontario; Canadian schooner Premier sunk at mouth of Evans
 Ship canal; schooner Blue Belle capsized near Chicago; schooner Fame
 capsized near the head of the St. Clair river; Canadian schooner Hamilton
 sunk on Lake Ontario, total loss; propeller Stockman disabled and towed to
 Buffalo; bark Ontario water-logged off Long Point; scow
 Nimrod sunk near Port Stanley; the New Brunswick sunk near Point Pelee and
 five lives lost; steamer Telegraph sunk on Lake Erie by the schooner
 Marquette, valued at $7,000. The Telegraph was a passenger boat plying
 between Cleveland and Port Stanley, and was on her return home to Port
 Stanley when run down. She had been built at Detroit, and was owned and
 commanded by Capt. Richard Barrows. September: Schooner Col. Cook wrecked
 near the mouth of the St. Lawrence; total loss. October: Schooner Coquette
 sunk at Put-in-Bay; propeller Garden City ashore at Little Point Sable;
 released October 17 and sunk in 20 fathoms of water. November: Tug Petrel
 wrecked by explosion of her boilers; tug Hamilton Morton sunk in the Detroit
 river after being severely damaged by fire; propeller Prairie State collides
 with the schooner Invincible in St. Clair river.
 The following craft also passed out of existence: Steamer Trenton
 burned at Picton, Lake Ontario; tug Kossuth wrecked at Grand Haven; tug
 Hercules exploded on the St. Lawrence and seven lives lost; bark Canada,
 formerly a passenger steamer plying between Buffalo and Detroit, lost near
 Chicago; brig Shakespeare wrecked on Pilot island, Lake Michigan; brig
 Ontario lost in Green bay.
 The following named were all schooners: Emily C. wrecked in
 Georgian Bay; Watchman wrecked near Dunkirk; Calvin Snell sunk in Lake
 Ontario; Arkansas wrecked at Kenosha; Com. Chauncey lost on Point Albino;
 Lavinia wrecked at Port Washington; Caledonia wrecked on Lake Michigan;
 Osprey wrecked at Oswego with three lives lost; Java lost at Dunkirk; Albion
 foundered in Lake Erie and eight lives lost; Mary Watson wrecked at
 Goderich; Wave lost at Inverhuron, Lake Huron, two lives lost; Minerva Cook
 sunk by bark Clayton in Lake Ontario; Zenobia lost at Point Betsey; Roman
 foundered in Lake Erie and nine lives lost; Harwich wrecked at False Presque
 Isle, Lake Huron, and seven lives lost; London lost at Sodus, Lake Ontario;
 Home sunk by schooner Wm. Fisk in Lake Michigan; John Oades wrecked at
 Muskegon; Rockaway lost near Goderich; City of Toronto wrecked near Oswego;
 Hope (Canadian) lost on Hope Island, Georgian Bay; J.A. Hope wrecked at Port
 Burwell; Farmer lost near St. Joseph, Lake Michigan.
 The following names vessels were all scows: Ida and Mary foundered
 in Lake Ontario and two lives lost; Pilot foundered near Chicago with two
 lives lost; Globe lost on Lake Michigan with seven lives lost; Maine,
 wrecked at Point aux Barques; total number of disasters 362; lives lost 122,
 amount of losses, hull and sail, $732,232.
 
 
 1859.
 Trade Still Backward. - The backward state of lake
 business in 1859 limited the construction of vessels, and consequently but
 few were commissioned.
 Large Ice Trade in April. - During the month of
 April, owing to a failure of the ice crop at various lower ports, notably
 Cleveland and Detroit, quite a number of sail craft embarked in the trade to
 points on Lake Huron. The propeller Mineral Rock brought 400 tons of ice
 from Frying Pan island. This traffic was kept up until the middle of
 May.
 Passages of Vessels at Detroit. - Bound up; Steamers,
 194, propellers 492, barks 273, brigs 293, schooners 1,811 - total 3,065;
 downward passages: steamers 195, propellers 503, barks 284, brigs 314,
 schooners 1,825 - total 3,121; grand total both ways 6,186. Greatest number
 passing up in one day 85, down 73.
 Opening of Navigation. - Scow California leaves
 Cleveland for Black River February 2. Lake business commenced at Detroit,
 March 10, the steamer Island Queen, Captain Orr, arriving at that port; at
 Port Colborne, April 1, and Buffalo April 7, the propeller Equinox the first
 to depart. The Straits of Mackinac were clear April 4, the propeller Prairie
 State being the first craft through bound west. The first boat through the
 Sault canal was the steamer Lady Elgin, Capt. Jack Wilson, May 3.
 Other Events of 1859. - March: Canadian 
 schooner Linnie Powell wrecked near Buffalo; Captain McManus, who was in
 command, drowned; propeller Lady of the Lake wrecked on Lake Erie, by the
 explosion of her boiler; two lives lost. April: Schooner Fulton sunk near
 Mackinaw with a cargo valued at $22,000; brig Manchester totally wrecked at
 Madison, Ohio. May: Schooner Euphemia wrecked off Black Lake, Lake Michigan;
 six lives lost. June: Schooner General Houston totally wrecked at Fairport,
 Ohio. July: Bark B.A. Standart capsized near Rondeau; bark Sunshine capsized
 off Fairport, Lake Erie; several lives lost; schooner T.G. Colt capsized on
 Lake Erie. September: Propeller Manhattan wrecked near Grand Sauble;
 schooner Ethan Allen driven on the rocks at Copper Harbor; brig Buffalo a
 total loss at Grand Haven. October: Propeller Troy foundered off Point aux
 Barques, 23 lives lost; Canadian schooner Burton sunk at Buffalo; schooner
 Dawn sunk by collision with propeller New York near Port Stanley; five lives
 lost; Canadian schooner Harriet Ann lost near Nine Mile Point; propeller
 Oriental ashore near Skillagalee; a total wreck; brig Roscius sunk at the
 Flats; schooner Sarias Burchard sunk at Bay City; schooner Valeria arrives
 at Cleveland from Liverpool. November: Tug Experiment sunk at the Flats;
 schooner Cleopatra sunk by collision with the schooner Adriatic off Port
 Maitland; schooner Dispatch sunk in Welland canal; schooner Bay City
 abandoned at East Sister reef; propeller Milwaukee and schooner J.H. Tiffany
 sunk by collision in the Straits of Mackinac; five lives lost; brig N. M.
 Standart sunk by collision with the propeller Racine at the North Manitou.
 December: Schooner Australia a total loss at Port Colborne; scow Brant sunk
 on Lake Huron.
 The following craft passed out in 1859: Steamer Asa R. Swift
 exploded on St. Clair river. Minor lost at Ontonagon, Lake Superior.
 Propeller Ohio exploded and sunk off Erie and two lives lost. Brig Portland
 wrecked at Grand Haven. Columbia lost in Green Bay. Buffalo wrecked at Grand
 Haven. Greyhound lost near Sheboygan and one life lost. Cumberland wrecked
 at Milwaukee. Missouri wrecked at Kalamazoo.
 The following named were all schooners: Big Z lost near Sheboygan,
 Lake Michigan. Virginia Purdy wrecked at Point Pelee. Forest sunk by brig
 Arcadia in Lake Erie and one life lost. Dawn sunk by propeller Milwaukee in
 the Straits and five lives lost. Twilight lost on Lake Ontario. California
 lost at Port Clinton, Lake Erie. White Pigeon lost on east shore on Lake
 Michigan. Sodus wrecked on east shore of Lake Michigan. Coaster wrecked on
 Lake Superior. Island Queen wrecked in the Straits. C.L. Burton wrecked at
 Ashtabula. A. Scott wrecked at Vermilion. Constitution lost at Port Spruce,
 Lake Erie. Ada lost at Lakeport, Lake Huron. E. Creamer wrecked at
 Chicago.
 The following named were all scows: Antelope lost at Point Pelee.
 William wrecked at Fairport. Stanley lost in Georgian Bay. Sea Witch wrecked
 at Fort Erie, Ont. Geneva lost at North Manitou. Loss of steam vessels,
 $351,535; loss by sail vessels, $668,565; lives lost, 105; disasters, 440.
 The fall of 1859 was attended with more heavy gales than had been known in
 many years.
 
 
 1860.
 Wreck of the Lady Elgin. - One of the greatest marine
 horrors on record was the loss of the steamboat Lady Elgin, on Lake
 Michigan, September 8, 1860. She was struck by the schooner Augusta, and
 sank in twenty minutes in 300 feet of water. She had on board 300
 excursionists, 50 ordinary passengers, and a crew of 35 officers and men, a
 total of 385. Of these only 98 were saved. Among the lost was Herbert
 Ingram, of the "Illustrated London News".
 Steamer Lady Elgin. Wrecked off Winnetka,
 September 8, 1860, by collision with schooner Augusta. 400
 passengers on board -- only 98 saved. From a photograph taken as the
 steamer lay in the Chicago river, between Clark and La Salle
 streets, September 7, 1860, the day before the disaster. Copy
 obtained from Capt. James S. Dunham, Chicago.The
 schooner Augusta, Capt. D.M. Malott, reached Chicago early Saturday morning,
 Sept. 8, and reported that on the night previous, about midnight, she had
 collided with a large steamer. The Augusta had a full cargo of lumber, which
 had shifted in the collision. She had struck head one, suffered the loss of
 her headgear, and was leaking badly. The captain knew nothing
 of the extent of the disaster to the other vessel.
 The steamer Lady Elgin had left Milwaukee early Friday morning
 September 7, for Chicago with 300 excursionists, largely members of the
 Independent Union Guards, and their friends. She left Chicago in the evening
 between 10 and 11 o'clock on her regular trip to Lake Superior, taking about
 50 passengers for Mackinaw and other northern points in addition to the 300
 Milwaukee excursionists. The evening set in with a wind moderately high. A
 heavy thunder storm came up about midnight, and the wind grew to a perfect
 gale. The sea ran high and so continued throughout the night and
 Saturday.
 At the time of the collision the Lady Elgin was steaming northward
 against the wind. The Augusta was sailing south by east under all sail
 except the gaff topsail. The steamer had all her lights set, the schooner
 had none. A half hour before the collision the second mate of the Augusta,
 on watch, saw the steamer's lights, and for 20 minutes no orders were given.
 Evidence taken before the coroner's inquest showed that the captain of the
 Augusta, who had come forward, seemed bent on passing to the starboard of
 the Lady Elgin instead of on the larboard side, according to rule. Shortly
 before the collision he ordered his helm head up, but she came straight on
 the steamer's larboard side, knocking a hole in her side.
 It was about 2:30 o'clock on Saturday morning when the collision
 occurred. The Lady Elgin was about 10 miles from shore, off Winetka, 16
 miles north of Chicago. The schooner struck the steamer at the midships
 gangway on the larboard side, tearing off the wheel, cutting through the
 guards and into the cabin and hull. The two separated instantly, and the
 Augusta drifted by in the darkness. At the moment of collision there was
 dancing in the forward cabin, but most of the passengers had retired for the
 night. In an instant all was still. Captain Wilson ordered a lifeboat to be
 lowered on the starboard side, to be rowed around and discover the extent of
 the injury. It dropped astern and did not regain the steamer. The latter was
 headed west in order to reach shore if possible. But the vessel began to
 fill rapidly and to list. Freight was rolled to starboard and passengers
 were provided with life-preservers. The Elgin began to settle and reel, and
 many passengers threw themselves overboard. Just when the vessel took the
 final plunge, a sea struck her upper works and they parted from the hull and
 floated off in several pieces. The night was intensely dark, lighted up at
 intervals by flashes of vivid lightning, and wreckage was scattered about
 profusely.
 Two boats had been lowered, and in these 18 persons reached shore.
 Fourteen were saved on a large raft, and many others on parts of wreckage.
 It was estimated that 393 (another statement says 385) souls were aboard the
 vessel, and of these 98 were reported saved.
 A survivor named Bellman, after describing how he and others with
 the captain got upon a raft, says: "On this extempore raft not less than 300
 persons were collected, the majority of whom clung to their places until
 nearly daylight. The raft was mostly under water from the weight of its
 living burden, and very few who clung to it but were above the waist in the
 turbulent sea. The captain was constantly on his feet, encouraging the
 crowd, and seems to have been the only man who dared to stir from his
 recumbent position, which was necessary to keep a secure hold upon the
 precarious raft. He carried a child which he found in the arms of an
 exhausted and submerged woman, to an elevated portion of the raft, and left
 it in charge of a woman, when it was soon lost. He constantly exhorted the
 crowd to keep silent, and not only to make no noise, but to refrain from
 moving, in order that the frail framework might last the longer." Bellman
 further states that during the time which elapsed while the raft kept
 together there was scarcely a sound from man, woman or child. They clung to
 their places in silent terror, and neither groans nor prayers were audible;
 no voice, save that of the captain raised aloud in encouragement and good
 cheer, being heard amidst the roar of the wind and the
 ceaseless splash of the combing waves. Finally the constant action of the
 water broke up the raft, and large parties floated off on detached pieces,
 and gradually the multitude melted away by couples and solitary individuals
 until but a tithe of the whole number remained. The swell tumbled the light
 rafts about like feather-weights, and a weary struggle the hopeless
 survivors had during the long drift of ten miles intervening to the shore.
 Bellman was ten hours on his raft, and says that he was capsized and thrown
 into the sea, with his two companions, every third minute. When they reached
 the shore they were dashed about hopelessly in the surf, and more fortunate
 than their companions, were lifted upon the beach by the breakers and
 rescued. The heroic captain was among the lost.
 The Lady Elgin was rated a first-class steamer, and had been a
 favorite with the traveling public. She was built in Buffalo in 1851 by
 Bidwell & Banta at a cost of $96,000. For several years she ran
 between Buffalo and Chicago, then between Chicago and Collingwood, but for
 many seasons had constituted the line between Chicago and other Lake
 Michigan ports and Lake Superior. The Augusta was owned by Capt. G. W.
 Bissell, of Detroit, who not long after had her name changed to Col. Cook.
 She was the second vessel of that name, the first Col. Cook having been
 wrecked in the St. Lawrence.
 Total Loss of the Dacotah. - The season of 1860, as
 regards the loss of life and property was the most disastrous on record, and
 the loss of life the most deplorable since known. During the terrific gale
 in November, occurred the destruction of the propeller Dacotah, Capt.
 William Cross, on Sturgeon Point in Lake Erie, with 24 lives, not a soul
 being saved. It was a fearful night, and the suffering among vessels was
 above description. The Dacotah was 688 tons burden, and had been but three
 years in commission. She left Buffalo in the evening freighted with
 merchandise for Chicago, with no passengers. Nothing but fragments were ever
 seen afterward, so complete was her destruction. She was built by Luther
 Moses at Cleveland, and was valued at $33,600. She was owned by James F.
 Clark, of the New York Central railroad.
 Jersey City Meets Her Fate. - In the same storm the
 propeller Jersey City met her fate on Long Point, Lake Erie, with 19 lives,
 and freighted from Cleveland with a miscellaneous cargo. She was of 633 tons
 burden, and commanded by Captain Monroe, a man of large experience on the
 lakes. Portions of her cargo drifted ashore on the south shore of the lake,
 and her lifeboat was found near Buffalo.
 Hurricane Goes Down. - In the same storm the schooner
 Hurricane, with a cargo of rye, foundered in Lake Michigan with nine lives.
 The bodies all drifted ashore near St. Joseph. She was sailed by Capt.
 William Welch, who resided in Buffalo. She was owned by Sears &
 Clark, of that city.
 The loss of property on the lakes by disasters in 1860 was
 $1,200,000, and of lives 578.
 The Sault Canal. - A writer describing a trip made up
 the lakes in 1860, thus speaks of the Sault: "We reached the Sault Saint
 Marie about 4 P.M. of the 2d of August. Here the river St. Mary on the
 eastern outlet of Lake Superior, after a wide course of fifty miles, gathers
 the multitude of its waters into a narrow channel of less than a mile in
 width and length, of swift and impassable rapids.
 "The grand ship canal, with its stone banks of about 80 feet
 width, and three locks, transports the largest tonnage around these rapids.
 This great work was completed in 1857 by the contractors Erastus Corning, of
 New York, Fairbanks and others, for a contract price of 750,000 acres of
 land, chiefly mineral, in the State of Michigan. During our steamer's canal
 passage of about two hours, we were interested by the picturesque scenery,
 untenanted save by the wigwam and the bark canoe. As usual, upon the arrival
 of the steamer, the long canoe, steadily held by a single boy and paddle in
 a current swift as the Niagara, shoots out into the Sault, while the Indian,
 standing erect in the canoe, posing his harpoon and scrap net, strikes or
 swoops in the large and delicious white fish, assured of a
 capacious basketful and more, before the steamer leaves the canal."
 Other Events of 1860. -- March 23: Channel staked out
 at The Flats; 26, C. J. Kershaw, in command of Captain Mayne, sails for
 Constantinople. Navigation of 1860 opened at Buffalo on April 17, the
 propeller Equinox being the first boat to leave, followed the same day by
 the propeller Araxes. The Straits were open April 12, the propeller Buckeye
 being the first craft through, bound east. Steamers on Lake Superior passed
 through the Sault canal May 11, the propeller Fountain City, Capt. E. M.
 Peck, being the first boat through. The Erie canal opened April 15, and
 closed December 12. May: Bark American Republic abandoned. Cleveland brig,
 J. G. Deshler, sails for Liverpool. Schooner Fidelity abandoned. Steamer
 Prairie State sunk in the Straits of Mackinac. Steamer Arctic is wrecked on
 Huron island, Lake Superior; total loss. June: Schooner Rebecca sunk near
 Detour. Propeller Portsmouth disabled. Boiler of propeller Kenosha exploded
 in Sheboygan; clerk and engineer killed. Boiler of propeller R. H. Foss
 exploded. July: Steamer Ohio, of Reid's line, towed to Buffalo and burned
 for her iron. The schooner Washington Irving lost between Erie and Buffalo;
 six lives lost. August: During 36 hours, 100 sail vessels passed Detroit,
 besides 17 propellers and several steamers, carrying cargoes valued at a
 quarter of a million dollars. Schooner Wyandotte damaged on Lake Michigan by
 lightning. Price on wheat from Chicago to Kingston, 15 cents per bushel;
 from Chicago to Buffalo, 10 cents. September: Schooner A. L. Hazelton, of
 Buffalo, capsized on Lake Erie; crew rescued by propeller Marquette. The
 Prince of Wales, eldest son of Queen Victoria, arrived in Toronto from
 Cobourg on the steamer Kingston. Canadian schooner W. H. Davis sunk in storm
 on Lake Erie. Steamer Gazelle, of Detroit, lost on Lake Superior near Eagle
 harbor. Schooner A. E. Marsilliot, of Cleveland, capsized off Port Bruce;
 Captain Burger drowned. Schooner Silas Wright wrecked near Dunkirk; total
 loss. During the latter part of September, a severe storm occurred on Lake
 Erie, which caused the loss of a number of vessels, among them the schooner
 Champion, of Oakville; the brig Ocean, of Chatham; the Antelope, of Morpeth,
 and the J. G. Scott, of Port Burwell. The captains of the Ocean and the
 Antelope were also lost besides many others. October: Propeller Mt. Vernon
 sunk at Point Pelee from explosion, and two lives lost. Scow Ottaca sunk in
 Point Pelee passage. November: Brig J. G. Deshler sunk in Sheboygan river;
 bark T. F. Park, bound for Europe, ran ashore at Stony island; propeller
 Mohawk, of Western Transportation Co., exploded on St. Clair flats, two
 firemen killed; propeller Globe exploded at Chicago, 16 men killed; steamer
 Chippewa Valley sunk near Trempealeau, Wis.; schooner Kyle Spangler sunk off
 Presque Isle, Lake Huron; scow E. S. Taylor goes to pieces near the mouth of
 the Detroit river; schooner Industry goes to pieces; schooner Zadoc Pratt
 sunk in Point Pelee passage on the wreck of the propeller Mt. Vernon;
 propeller Wabash Valley, valued at $28,000, wrecked at Muskegon; propeller
 Dacotah lost with crew; schooner Hurricane goes ashore and all hands lost.
 December: Bark T. F. Park sails for Europe; brig John H. Harmon, recently
 wrecked, raised and sold to parties in Prince Edward Island.
 The following craft also passed out of existence in 1860: Steamer
 Troy during a freshet drifted out of Goderich and sunk. Steamer John Owen
 burned at Port Huron. Steamer Hendrick Hudson burned at Cleveland; $10,000.
 Steamer Jacques Cartier sunk by steamer Magnet in St. Lawrence. Propeller
 Globe exploded at Chicago and 16 lives lost. Tug A. S. Fields exploded at
 Detroit and five lives were lost. Bark Superior wrecked at Gull bar, Lake
 Ontario. Brig St. Louis lost near Erie, Lake Erie. Brig Belle wrecked near
 Bailey's Harbor. Brig Clarion lost on Lake Michigan. Brig Mineral wrecked
 near Oswego. Schooner Mary lost near Cleveland with three lives.
 The following named were all schooners: Gertrude wrecked near
 Manitowoc. W. H. Davey sunk near Middle Sister. T. P. Handy
 lost near Kenosha, Lake Michigan. St. Mary foundered in Lake Michigan and
 seven lives lost. Rocket sunk off Point aux Barques. Circassian lost near
 Mackinaw. Spartan lost near St. Joseph. Total amount of losses, $1,156,015;
 loss of life, 578; number of disasters, 382.
 
 
 1861-1870
 
 [Introduction]
 
 Revenue Cutters Ordered To New York, 1861 -- Steamer Peerless --
 Foundering Of The Keystone State -- Statistics -- Opening Of Navigation
 -- Other Events Of 1861 -- Navigation Of 1862 -- Struck By Lightning --
 Opening Of Navigation -- First Iron Propeller Built -- Sailed For Europe
 -- Other Events Of 1862 -- Sunbeam Lost On Lake Superior, 1863 --
 Destruction Of The Lewiston Suspension Bridge -- The Largest Tow --
 Government Requisition For Tugs -- Arrivals From Norway -- Other Events
 Of 1863 -- Johnson Island Conspiracy, 1864 -- Casualties Of 1864 -- Lake
 Freights Improve -- Bark Western Metropolis Lost -- Other Events Of 1864
 -- Loss Of The Pewabic, 1865 -- Freight Rates Remunerative -- Many
 Disasters -- Fast Sailing -- Other Events Of 1865 -- A Craze For Lake
 Craft, 1866 -- High Speed Exjoined -- Tugs Engaged In Towing -- Fenian
 Raid Into Canada -- Other Events Of 1866 -- Ship Building Active, 1867
 -- Successful Voyage Through Niagara Rapids -- European Voyages --
 Disasters During 1867 -- Burned On The St. Lawrence -- Other Events Of
 1867 -- Increase Of Mortality On The Lakes, 1868 -- Burnings, Wrecks,
 Etc. -- From Steamer To Barge -- Other Events Of 1868 -- Great Storm Of
 November, 1869 -- Classified List Of Vessels Lost In That Storm --
 Summary Of Disasters During 1869 -- Decline Of Side-Wheel Steamers --
 Other Events Of 1869 -- Losses During 1870 -- Departures For Europe --
 Other Events Of 1870.
 
 
 
 1861.
 Five of the six revenue cutters on the lakes, all schooners of
 about 60 tons burden, were ordered to New York City. These were the Jacob
 Thompson, Capt. T. S. Thompson: A. V. Brown, Capt. D. Ottinger; Isaac Toney,
 Captain Brown; J. S. Black, Captain Lanagan; and the Howell Cobb, Captain
 Williams. They were all built at Milan, cost a good round sum, and were
 valueless for the purposes intended, owing to their small size and mode of
 propulsion.
 Steamer Peerless. -- The history of the steamer
 Peerless, of Toronto, is somewhat interesting. About the beginning of May,
 1861, she was purchased by J. T. Wright, of New York, from the Bank of Upper
 Canada, for $36,000. On May 10 she left Toronto, under command of Capt.
 Robert Kerr. On reaching Montreal she had to be dismasted in order to enable
 her to pass under the Victoria bridge, and on May 27 she reached Quebec,
 where it was ascertained that under British laws she could not sail for a
 foreign port without an Imperial charter, which the officer at Quebec could
 not give, as she was owned by an American. Mr. Wright thereupon made
 application to the American consul at Quebec for a sailing letter; but this
 was declined on the ground that the vessel might be destined for service in
 the navy of the Confederate States. Mr. Wright was finally enabled to get
 his vessel out of port by giving heavy bonds that the Peerless
 should not be used for war-like purposes, and he was allowed to clear her on
 condition that Captain McCarthy, a native of Nova Scotia, but a naturalized
 citizen of the United States, should command her. She at last formed one of
 the Burnside expedition, and was lost off Cape Hatteras, Mr. Wright
 receiving for her about $100,000 on account of her loss and $6,000 for her
 services in the war.
 Foundering of the Keystone State.--The steamer
 Keystone State foundered on Lake Huron about November 20, with all on board,
 some 33 persons. She had left Detroit for Milwaukee, and when last seen was
 off Port Austin, Lake Huron, encountering a severe storm and apparently
 unmanageable. Floating pieces of wreckage, seen off Point aux Barques, were
 supposed to be vestiges of the ill-fated vessel. She was a large old
 steamer, and had plied for years between Buffalo and Chicago. She was not
 provided with boats, and was in command of Capt. Wilkes Travers, of
 Buffalo.
 Statistics. - In 1861 there were in commission on the
 northern lakes 147 side-wheel steamers, aggregating 64,669 tons, valuation
 $2,668,900; 203 propellers, 69,051 tons, valuation $2,804,900; 62 barks,
 25,118 tons, valuation $626,800; 36 brigs, 24,871 tons, valuation, $57,100;
 989 schooners, 204,900 tons, valuation, $5,284,900; 15 sloops, tonnage,
 2,800 tons, valuation $11,850. Total number of all classes, 1,502; total
 tonnage, 383,309 tons; total valuation $11,862,450.
 Opening of Navigation. - Navigation between Detroit
 and Port Huron commenced March 11. The steamer Ruby, Capt. C. F. Moore,
 reached the latter port on that date. The propeller Cleveland arrived at
 Port Colborne April 10, from Buffalo; April 13 the propeller Queen of the
 Lakes sailed for Lake Superior. The Sault canal was clear May 3, and the
 steamer Michigan, Capt. Albert Stewart, was the first boat through. The
 Straits of Mackinac were open April 25, the propeller Prairie State being
 the first boat through, bound eastward.
 Other Events of 1861. - February 25: Cleveland
 schooner Twin Brother, owned by W. N. Bates, lost at sea. March: Sailboat
 Martin Johnson lost on Lake Erie. Bark Quebec, wrecked at Nine Mile Point,
 Lake Ontario, released; 10, work of Cleveland shipyards during the past
 winter amounted to $120,000. Contracts given for three lighthouses on the
 coast of Lake Superior, lights to be of the third order, and to cost
 $45,000. April: Detroit ship-masters fix seamen's wages at $20 per month.
 May: Bark Berlin capsized off Beaver island. Tug Uncle Ben, of Detroit,
 chartered by the government for coast service. Schooner Freeman lost near
 Buffalo, five of the crew drowned. Schooner A. Handy, sunk near Spectacle
 reef, Lake Huron. Schooner Sir Edmund Head, sunk at Allanburg, Welland
 canal. Steamer Saginaw burned near the St. Lawrence river. Tug Rapid, of
 Buffalo, leased by the government. Bark Pierce, of Cleveland, in command of
 Capt. Chas. Gale, sunk by Rebels; cargo valued at $50,000. June: Bark
 Ravenna sails for Liverpool in command of Captain Maloit. Propeller Michigan
 and schooner Storm King collide; Storm King sunk. Schooner Adriatic returns
 to the lakes after a long ocean trade. July: Steamer Bowmanville left
 Toronto with a large number of excursionists on board to see the famous
 steamship Great Eastern, which had just arrived at Montreal from England.
 Propeller L. B. Britton lost near Calumet, Lake Michigan. Hull of the old
 steamer Sultana, sunk a year ago at Hog island, raised and rebuilt. Schooner
 Andover abandoned at Point aux Barques; built at Black River, Ohio, in 1844.
 Schooner Pilot, sunk in Detroit river, raised. Schooner Lone Star struck by
 lightning and sustained considerable injury. August: Barge Etheland sunk at
 Kingston. Schooner Muskegon arrives at Chicago direct from the West Indies.
 Schooner Eveline Bates struck by lightning, resulting in serious injuries.
 Scow Frolic sunk at Cleveland. Raft of timber, valued at $35,000 in tow of
 the tug Magnet, lost on Lake Erie. Schooner Orion sunk near St. Joseph.
 Steamer Huron sunk at Port Austin. Steamer Albion ran on the rocks near Sandwich Point, and sank soon after. September: Schooner
 E. P. Dorr sustains serious injuries from coming in contact with a
 watersport. Propeller Banshee sunk near Timber island, Lake Ontario. Barge
 Cato sunk on St. Lawrence river with 10,000 bushels of wheat. Elevator
 completed at Grand Haven, owned by Detroit & Milwaukee R. R. Co. New
 lighthouse at Point Pelee. October: Scow Frank Brown sunk by propeller
 Montgomery. Tug McQueen purchased by government to be converted into a
 gunboat. Steamer Minnesota abandoned at Summer island, Lake Michigan.
 Steamer Ruby and scow R. G. Allen collide in Lake St. Clair; Allen sunk.
 Propeller Oregon, sunk last year, raised. Schooner Echo, of Toronto, lost at
 Gull Bar. December: Scow Mathews sunk at Kelley's island. The following
 craft also passed out of existence in 1861: Steamer St. Peters burned on the
 ways at Sorel; steamer Saginaw burned in Lachine canal; steamer Comet, sunk
 by schooner Exchange in Lake Ontario, and three lives lost; steamer
 Minnesota wrecked on Summer island, Lake Michigan; steamer Keystone State,
 foundered in Lake Huron and thirty-three lives lost; propeller Cataract
 burned on Lake Erie with loss of four lives; propeller S. S. Britton wrecked
 near Calumet, Lake Michigan; propeller Oshaw wrecked at South Bay, Lake
 Ontario; tug George Notter, burned on Lake Michigan; bark Northerner wrecked
 on Long Point, Lake Erie; scow Plough Boy wrecked at Black River, Lake
 Erie.
 The following named vessels were all schooners: Schooner Freeman
 wrecked near Buffalo and five lives lost; E. C. Williams wrecked near Erie;
 Margarette wrecked near Sodus, Lake Ontario; E. Henderson lost at Waukegan,
 Lake Michigan; J. M. Jones lost on Lake Michigan; Sorel wrecked twelve miles
 from Oswego; Beaver wrecked at Nine Mile Point, Lake Ontario; C. L. Abbell
 wrecked on Point Wawgochance; Calcutta lost at Kalamazoo, Lake Michigan;
 Metcalf lost near the Ducks, Lake Ontario; L. M. Mason wrecked at Presque
 Isle, Lake Ontario; W. S. Nelson and the Dardanelles lost in same locality.
 Total loss of steam and sail vessels: $867,347; loss of life, 116.
 
 
 1862.
 The navigation of 1862 commenced with the freights
 ruling firm and remunerative. Tugs received from $25 to $35 per vessel for
 towing from Lake Huron to Lake Erie. The tug E. M. Peck carried the broom on
 the rivers, claiming a superiority of speed over all others. The barks
 Northwest and Oneonta had a trial of speed between Chicago and Buffalo. Both
 vessels passed through the rivers in the same tow, but the latter succeeded
 in reaching Buffalo first. The bark Sleipner from Bergen, Norway, Captain
 Waage, arrived at Detroit, August 24, en route to Chicago with 105
 passengers on board. The schooner Oriole, Captain McAdam, laden with ore,
 collided with the steamer Illinois, and sunk with the loss of twelve lives,
 including the captain, his wife and mother-in-law. The bark British Lion
 arrived at Detroit wire-rigged, the first with a wire fitout on the lakes,
 Capt. R. Gaskin master and owner. A freshet took place in the Genesee river,
 forcing the steamer Maple Leaf from her winter moorings into Lake Ontario
 with only her captain on board. The schooners Col. Cook and Minnesota shared
 a like fate, but all soon after got into port again little harmed. The
 propeller Stockman, built for the fishing trade and for a time on passenger
 routes, was this season converted into a brig.
 Struck by Lightning. - A singular fatality occurred
 on board the schooner Fortune on the night of May 1, on Lake Erie. The crew
 were engaged in making sail immediately after a heavy thunder squall. John
 Corbett, first mate, with the crew, were at the fore halliards on one side
 of the mast, and Neil Duncan, second mate, was on the opposite side, also
 aiding in making sail. A bolt of lightning killed both mates, but the rest
 of the crew were unharmed. The mates were not more than three feet
 apart.
 Opening of the Navigation. - Navigation opened at
 Buffalo March 28, the propeller Eclipse, Captain Crosby, being
 the first boat to leave for Toledo, arriving at that port the following day.
 The Welland canal did not open until April 10, although some vessels which
 were laid up at Port Colborne sailed from there April 4. The Sault canal was
 in readiness for business April 27, the steamer City of Cleveland, Capt.
 George Ryder, being the first boat through; the Straits of Mackinac, April
 19, the propeller Prairie State, coming eastward, the first to pass
 through.
 First Iron Propeller Built. -- In 1862 the propeller
 Merchant was built at Buffalo, the first iron propeller on the lakes. Her
 iron hull was 192 feet keel measurement, and 200 feet over all, afterward
 lengthened 30 feet. She engaged in the freight and passenger service between
 Buffalo and Chicago, developing a speed of 14 miles an hour.
 Sailed for Europe. -- The schooner Sirius, laden with
 oil, took her departure from Detroit September 11 for Liverpool, and was
 wrecked at Farther Point October 20. The bark Thomas F. Park, Capt. William
 McLeod, departed from Detroit for Liverpool, laden with oil, October 22, but
 on reaching Quebec her way was obstructed by ice, and there she went into
 winter quarters.
 Steamboat North Star. Built at Cleveland in
 1854. Length 274 feet; 1,106 tons; splendidly furnished for Lake
 Superior line; speed 16 miles an hour; burned at Cleveland in 1862.
 From "American Steam Vessels." copyright 1895, by Smith &
 Stnton.Other Events of 1862. - The
 tugs Magnet and G. H. Parker conveyed from Lake Huron to Buffalo, passing
 Detroit September 4, a raft which contained 4,000,000 feet, and was
 successful throughout in the transfer. The lights of St. Clair flats were
 extinguished December 1, and navigation closed December 20. January 1:
 Propeller Montgomery leaves Buffalo for Chicago. February 22: Steamer North
 Star burns in Cleveland. March 29: Propeller Portsmouth fast in the ice on
 Lake Erie. Navigation opens between Cleveland and Detroit March 31. April:
 Seamen's wages $1.00 to $1.25 per day. Schooner North Star, sunk at Point
 Pelee island in the fall of 1861, raised. Propeller Mary Stewart sunk at
 Buffalo. Schooner Antares, first sail vessel of the season, leaves Buffalo
 on 9th. Schooner H. B. Hubbard sunk in Cleveland. Tug E. C. Blish sunk at
 Detroit: 22, scow Hayes sunk at Sandusky. May: Brig Saxon and propeller
 Missouri collide and the former sunk. Propeller Euphrates sunk at Sandusky.
 Schooner Rapid sunk on Lake Erie by collision with the Narragansett; one
 life lost. June: Propeller Chicago sustains damages from collision with the
 wrecked tug Zouave at Lake St. Clair. July: Bark Wm. Sturgis and schooner S.
 H. Lathrop collide in Point Pelee passage; Lathrop sunk in seven fathoms of
 water. Schooner Australia capsized; Captain Jackson and crew rescued by bark
 Naomi. Bark Sam Ward collides with schooner Convoy on Lake Erie, sinking the
 latter. August: Schooner Lucy Anchard struck by lightning near Welland
 canal. Propeller B. F. Bruce burned off Port Stanley on Lake Erie. Propeller
 Globe sunk at Buffalo. Schooner S. J. Lathrop sunk on Lake Erie, raised.
 Steamer Kaloolah lost at Sanguin, Lake Huron. Schooner C. C. Trowbridge sunk
 in St. Clair river by collision with tug Turner. September: Steamer Little
 Nell explodes at Saginaw City. October: Schooner Kirk White sunk. Barge St.
 Lawrence sunk at Buffalo. Schooner Lady of the Lake lost near Manitowoc.
 November: Brig Black Hawk wrecked at Point Betsey. Schooner Monarch lost
 near the mouth of the Sandusky bay; six lives lost. Schooner Lucy Raab a
 total wreck at Middle island reef. Bark Ogontz wrecked at Chicago. Schooner
 C. Reeve sunk by collision with the schooner Exchange at Oak Orchard.
 The following craft also passed out of existence, and were total
 losses during the season of 1862: Steamer Bay City, formerly the Forest
 City, wrecked at clay banks, Lake Erie; propeller Pocahontas lost on Long
 Point, Lake Erie; propeller Moira sunk off the Ducks, Lake Ontario;
 propeller General Taylor lost at Sleeping Bear; propeller California wrecked
 on Mohawk reef, Lake Erie; propeller Bay State foundered in Lake Ontario,
 and twenty-two lives lost; tug Zouave exploded in Lake St. Clair, and four
 lives lost; tug Union exploded off Chicago, and three lives lost; tug Tom
 Cochrane, wrecked on Point Albino; bark Northern Light wrecked at Port
 Barwell; brig Ocean Eagle wrecked at Sheboygan. The following
 named vessels were all schooners: Pacific lost at the Humber, Lake Ontario;
 Souvenir foundered in Lake Michigan, and four lives lost; Cadet foundered in
 Lake Erie, with loss of six lives; Zephania foundered in Lake Ontario, crew
 saved; Sirius wrecked at Father Point, St. Lawrence; Christiana wrecked on
 Lake Ontario; Flora Watson sunk by schooner H. Ross, in Lake Erie; Ontonagon
 wrecked near Oswego; Chief Justice Marshall wrecked near Barcelona; Post Boy
 lost near Dunkirk; A. Moulton wrecked in Lake Ontario; Mary Ann wrecked in
 Lake Ontario; Condor lost on Lake Michigan; Bridget wrecked on Long Point,
 Lake Erie; Helen Mar wrecked at Oak Orchard, Lake Ontario; Mary foundered in
 Lake Ontario, with loss of five lives; Excelsior lost at Port Stanley, Lake
 Erie; Huntress wrecked at Port Maitland, Lake Erie; A. Stowell lost near
 Sodus, Lake Ontario; Stephen A. Douglass went down in Lake Michigan. The
 following named vessels were all scows: Rugby lost on Lake Erie, with seven
 lives; Forest Chief wrecked at Cleveland; Lily lost off Vermilion, with one
 life.
 Total loss on hull and cargo, $1,162,173; number of disasters,
 300; lives lost 154.
 
 
 1863.
 Sunbeam Lost on Lake Superior. -- The steamer Sunbeam
 was lost in a hurricane on Lake Superior August 28, 1863, with all on board,
 except John Frazer, the wheelsman. She was a passenger steamer, plying
 between Superior and Portage lake. She left Superior August 26. The story of
 the sole survivor is substantially as follows: When the Sunbeam came out
 from Ontonagon, the wind was blowing fresh from the north. A gale struck
 them several hours later, the wind shifting to north-northeast. She rode the
 storm till next morning, when the captain attempted to put her about to face
 the gale, as she had become unmanageable and all hopes of reaching Copper
 Harbor, 24 miles east, had failed him, and as there was no harbor west that
 could be entered in such a storm nearer than Bayfield. The sea was so rough
 that it was only occasionally they could see the steamer Michigan, less than
 two miles distant. Before attempting to turn around, the boat headed two
 points north of east, the wind, a little east of north, striking her
 quarter. When they put her about she fell into the trough of the sea and
 rolled terribly. Unable to move her by machinery, they ran up her jib, but
 she failed to come up or pay away and the jib was hauled down. Her engine
 was in motion but doing no good. The jib was hauled up a second time to try
 for the shore but she could not be made to right up into the wind. About
 this time she careened, her pilot house lying flat with the water. She was
 held in that position by the gale; the successive waves beating against her
 with such force as to break her to pieces, and she soon filled with water,
 and sank. It was conjectured that the water had got between her side and her
 false side, waterlogging her and rendering her unmanageable.
 The captain had told Frazer to stick to the wheel and do what he
 could to turn her if she righted again, but when Frazer saw no hopes of her
 coming up again, and the mad waves running over her he broke the window on
 the upper side of the pilot house and made his way to the small boats. Of
 these there were three, two lifeboats and a yawl, but one of the lifeboats
 had disappeared. The two remaining boats were filled with passengers and
 crew. Frazer got into the yawl where he had only standing room, but just
 then a woman, he thinks the chambermaid, begged to be taken aboard. Frazer
 jumped out upon a piece of the hurricane deck, and the woman was taken
 aboard. The self-sacrificing wheelman lashed himself to the fragment of deck
 with the signal halyards of the flagstaff, floating near, and soon after
 picked up a demijohn, which he secured with the ends of the rope.
 When Frazer left the wreck the upper cabin had been swept off, and
 she soon after gradually settled and sank, bow downward. He thinks that
 there were still some passengers below. Frazer saw the yawl go down, and
 also saw the lifeboat upside down, and two men lying crosswise
 upon it, swept out of sight. He was on the raft from 8 o'clock Friday
 evening until 2 o'clock Saturday afternoon. He neared the shore where the
 red sandstone rocks rose in an almost perpendicular cliff. The waves dashed
 his raft to pieces against the rocks, cutting his forehead and bruising his
 knees and shoulder. He fell back into the water, but the next wave dashed
 him against the rocks, where he caught upon a shelving projection and
 crawled into a small cavern. Here he remained about eight hours waiting for
 the wind to subside and the sea to go down. Then, weak and benumbed from
 cold, he crawled up on shore. He was about 35 miles above Eagle river and 12
 or 15 miles from Portage, across the country. He remained on the shore till
 Monday afternoon, when he signaled to a party coasting along the shore in a
 small boat from Ontonagon, and was rescued. The crew numbered 21 persons,
 and there were six or eight passengers aboard. Frazer was the only
 survivor.
 The Sunbeam was a stanch boat of 400 tons burden, built in 1861 at
 Manitowoc. She had five water-tight compartments, was elegantly furnished,
 and was a favorite with the lake-traveling public.
 Destruction of the Lewiston Suspension Bridge. - The
 first suspension bridge thrown across the Niagara river at Lewiston,
 commenced in 1848 and completed in 1850, at a cost of $60,000, the largest
 bridge of the kind in the world, and the only one in this country, was
 wrecked by a severe storm in 1863. Describing this incident the Lockport
 Journal said a day or two afterward: "During the day upon which the Lewiston
 bridge was carried off by wind, a boy whose parents resided in Canada, but
 who was at work in Lewiston, went over to Canada to visit his parents. Just
 before the bridge went down the boy proposed starting back for his place of
 business in Lewiston. His father accompanied him. As they reached the bridge
 it was swaying to and fro over the boiling waters far beneath. The boy
 hesitated a moment, but as this motion was not unusual he stepped upon it,
 his father still with him, and proceeded to cross. They both went to about
 the middle, when the rapid and unusual motion of the bridge greatly
 increased their fear. The father turned about and the boy went on, both
 running at their fastest speed for the opposite shore. They had just time to
 reach the shore on each side before the structure was blown away." This
 bridge was never replaced, owing to the change of the trend of travel from
 the emigrant overland roads to the railroads farther south. The long cables,
 the gray stone towers and parts of the frame construction suspended from the
 cables still remain, and are all that remain of this first historic
 suspension bridge in the United States and Canada.
 The Largest Tow. - On July 14 the tug Kate Williams,
 Capt. George King, towed from Detroit to Lake Erie ten loaded vessels, which
 was the largest tow ever before taken from the river to the lake.
 A requisition for four tugs was made at Chicago by the United
 States Government to serve on the Mississippi river and they were ordered
 instantly into the service. Those taken were the Little Giant, Dina W. S.
 Ramsey and G. S. Sturges.
 Arrivals from Norway. - A sloop named the Skjoldoman,
 from Bergen, Norway, arrived at Detroit July 14, en route to Chicago, and
 returned on her homeward voyage, passing Detroit, August 1, freighted with
 provisions. The barge Sleipan, also a Norwegian vessel, arrived at Detroit
 June 27, with 100 passengers en route to Chicago. She passed there on her
 return voyage August 23, with a cargo of wheat.
 Other Events of 1863. - Early in the season of 1863
 the brig J. G. Deshler took on a part of a cargo of copper at the Bruce
 mines for Liverpool, and on returning took a few staves at Detroit, and left
 the latter port for her ocean voyage May 27, in command of Capt. R.
 Stimgleman. On her return she arrived at Detroit October 14, having been
 sold during her absence in Liverpool to Cunningham, Shaw & Co., and
 her name changed to Cressington. She brought back salt and pig iron. She
 loaded at Detroit with staves, and again sailed for Liverpool in command of
 Capt. John Jennings, and on reaching salt water was never
 afterward heard from. The bark Western Metropolis, formerly the mammoth
 steamer of that name, passed Detroit on her first trip from Chicago with
 73,000 bushels of oats and 1,000 barrels of pork, the largest cargo which up
 to that period had ever passed through the rivers. She was commanded by
 Capt. Charles P. Morey. Of the lake and ocean vessels the bark Ravenna,
 Captain Marlotte, made two voyages to Liverpool during the season of 1863.
 Her first departure from Detroit was on June 2, freighted with copper and
 staves. She arrived back at Detroit September 14 with salt, and sailed
 oceanward again four days later loaded with staves. The experiment was
 unprecedented. The whole number of vessels employed on the lakes during the
 navigation of 1863 may be classified as follows: Side-wheel steamers 135;
 propellers and tugs 258; barks 195; brigs 80; schooners 1,040; sloops and
 barges 62, total 1,770. The navigation of 1863 commenced at Detroit February
 28, the steamer Clara arriving at Detroit on that date, and on March 26 the
 propeller Dubuque arrived at Detroit from Buffalo via Cleveland. The steamer
 May Queen left for Detroit March 27, going by way of the south passage and
 returning the day following by the north passage. The propeller New York
 left Buffalo March 27 for Toledo, arriving there on the 29th. The schooner
 Traveler arrived at Detroit from the Welland canal April 5, on which date
 navigation was free and unobstructed on either shore of Lake Erie. The
 Straits of Mackinac were clear April 19, the propeller Maine, bound
 eastward, the first through, and the propeller Buckeye on same date, bound
 westward. The propeller Mineral Rock, Capt. Thomas Wilson, passed through
 the Sault canal into Lake Superior April 28, the first boat of the season.
 In 1863, the loss of property on the lakes was $1,480,000, and of lives 123.
 February: Propeller Dubuque leaves Buffalo for Detroit: schooner Ellen Pike
 wrecked on Lake Michigan. March: Five hundred and fifty men employed in
 Cleveland at ship building; 27, navigation opens at Dunkirk, New York.
 April: Steamers Western World and Mississippi converted into sailing craft;
 engines sold to New York parties for steamers being built for the Emperor of
 China; schooner Island City first vessel through river St. Clair this
 season; Morning Star and May Queen fast in the ice on Lake Erie. May:
 Schooner Isabella, of Toronto, struck by lightning on Lake Erie, and
 sustained several injuries; boiler of propeller Tioga explodes; two men
 killed and three wounded; scow P. J. Perris wrecked at Rondeau in a severe
 storm. July: Schooner Mary A. Hulburt sold to the government for $2,700.
 August: Schooner Fleet Wing capsized on Lake Ontario; three lives lost. One
 of the most terrific storms ever experienced on Lake Huron; 21, bark Col. H.
 S. Fairchilds, schooners S. E. Hudson and Nightingale, and brig Saxon suffer
 by the storm. The steamer Zimmerman was burned at Niagara, and two of the
 crew were burned to death. Schooner Matt Root sunk on Lake Michigan during a
 storm. Steamer Buckeye, sunk in Detroit river, raised. Barge Queen City goes
 to pieces near Point aux Barques. Steamer Planet foundered on Lake Superior
 near Eagle river; thirty-five lives lost. September: Propeller Detroit sunk
 in Saginaw bay. October: Steamer Olean, owned by the Erie R. R. Co., sunk in
 Dunkirk harbor. Propeller Eclipse and schooner Hudson collide near Buffalo,
 resulting in sinking of the latter. November: Bark Torrent sunk near Port
 Stanley; insured for $10,000. Propeller Vermont sunk by collision with the
 propeller Marquette. Bark Parana wrecked near Saginaw bay.
 The following craft also passed out of existence in 1863: Steamer
 Fox burned at Newport, St. Clair river. Propeller Waterwitch foundered in
 Lake Huron; twenty-eight lives lost. Tug Phoenix burned on Lake Ontario. Tug
 St. Mary burned at Grand Haven, Lake Michigan. Bark Success foundered in
 Lake Michigan and ten lives lost. Bark B. S. Shephard wrecked at Point
 Pelee; $30,000. Bark E. S. Adams sunk by bark Constitution, Lake Erie; one
 life lost. Bark Colorado wrecked on Racine point, Lake
 Michigan. Bark Adriatic sunk by bark Two Fannies in Lake Huron. Sloop
 Messenger wrecked on Bar point, Lake Erie. Scow Granger wrecked at Sandusky.
 Barge Sultana lost on Lake Huron.
 The following named vessels were all schooners: Farmer lost on
 Lake Michigan. Lady Jane wrecked on Big Point au Sable, Lake Michigan. W. H.
 Stevens lost on Lake Huron. Sarah E. Hudson sunk by propeller Eclipse, Lake
 Erie; one life lost. Cairo lost on Lake Michigan. Dan Slausson wrecked on
 Pilot island. Crevola wrecked at Port Bruce, Lake Erie. Kate Norton
 foundered in Lake Erie; eight lives lost. Major Anderson lost in Lake
 Michigan. Eliza Wilson wrecked near Toronto. Return wrecked on Long point,
 Lake Erie. Gulielma wrecked on Buffalo piers. Rebecca Foster wrecked on Long
 point. Henry Norton wrecked on Pilot island. George Davis wrecked at Port
 Burwell. Arian burned in Welland canal. Syracuse sunk off Forty Mile point.
 Frank Stewart wrecked at Oswego. Bay of Quinte wrecked on Lake Ontario.
 Annie C. Raynor wrecked on Lake Huron. Alliance wrecked at Oswego.
 Total losses on hull and cargo $2,600,517; number of lives lost,
 123; whole number of disasters, 310.
 
 
 1864.
 Johnson Island Conspiracy. - An interesting war
 incident on the Great Lakes, in 1864, was the capture of the steamer Philo
 Parsons and of the Island Queen by Confederates, and the attempted capture
 of the United States steamship Michigan. A plot had been formed to liberate
 3,200 Confederate officers imprisoned on Johnson island, Sandusky bay. While
 the Parsons was making her regular trip between Sandusky and Detroit,
 Confederate passengers, led by Major C. H. Cole, a Confederate spy,
 compelled the officers and crew to surrender. Cole then headed the boat for
 Put-in-Bay. Lying at the wharf at Put-in-Bay was the steamer Island Queen,
 bound for Cleveland, with 300 unarmed soldiers aboard on their way to be
 mustered out. Quickly running along side the Parsons made fast and captured
 her. The two vessels were steered to Fighting island, where the soldiers
 were compelled to land. The boats then steamed rapidly for Sandusky, and
 when within a short distance of the Michigan, then on guard duty at Johnson
 island, Cole, who was known to the officers of the Michigan as a wealthy oil
 speculator of Sandusky, and who had arranged to dine aboard the Michigan,
 was rowed to her in a small boat in order to keep his engagement. His plan
 was to drug the wine, and by the aid of Confederates seize the ship. Just as
 he was about to attempt the seizure the plot was discovered through the
 betrayal of the plans by a Colonel Johnson, who had on the wharf at Malden,
 where the Parsons had stopped, dropped a note, outlining the plans. Cole was
 arrested aboard the Michigan. John Y. Beale, a Confederate left in charge of
 the Island Queen, when he learned of the turn of affairs, scuttled her in
 sight of the Michigan, and ran the Parsons over to the Canadian shore, where
 she was sunk. Beale was executed on Governor's island, N. Y., February 24,
 1865. Cole was condemned, but escaped a similar fate through subsequent
 pardon.
 Casualties of 1864. - During the navigation of 1864
 there were 599 marine casualties on the northern lakes, involving a loss on
 hull and cargo amounting to $654,100. Of this number eight were caused by
 explosion, seven capsized, 123 went ashore, 151 sprung a leak, four suffered
 by fire, 202 damaged in hull and outfit, nine foundered, 47 collided and 45
 passed out of existence.
 Lake Freights Improve. - There was an improvement in
 lake freights over the previous season, with an average ruling of 9 cents on
 wheat, and the highest rates on that cereal, 18 cents. The gradual
 improvements in freights occasioned the construction of quite a number of
 lake carriers.
 Steamboat Western Metropolis. Built at
 Buffalo in 1856. Length 340 feet; tonnage 1,860; one beam engine,
 cylinder 76 inches diameter; 12 feet stroke; easily made 21 miles an
 hour between Buffalo and Toledo; made a bark in 1862, carrying 5,000
 yards of canvas, and never beaten by any sail craft; lost on lake
 Michigan in 1864. From "American Steam Vessels." Copyright 1895, by
 Smith & Stanton.The bark Western
 Metropolis was this year lost on Lake Michigan. She was formerly
 the side-wheel steamer of the same name, built at Buffalo in 1856, to run
 between Buffalo and Toledo in connection with the Michigan
 Southern & Northern Indiana railroad. In 1862 she was dis- mantled
 and made a bark. As such she was able to carry 65,000 bushels of grain, and
 with her 5,000 yards of canvas could outsail anything then on the lakes.
 Other Events of 1864. - March 2: Navigation opens at
 Sandusky; 18, navigation between Detroit and Port Huron unobstructed; 29,
 navigation open between Detroit and Cleveland. April 13: Opening of Welland
 canal for the season; 23, navigation open at the Straits of Mackinac; 25,
 brig Seminole and schooner Tartar collide at Toledo. May 10: Terrific gale
 on Lake Michigan; 14, propeller Nile a total wreck at Detroit, caused by the
 explosion of her boilers, six lives lost; money loss, $45,000. June:
 Propeller Prairie State sunk on Lake Erie. Scow Phoenix sunk at Avon Point.
 July: Side-wheel steamer Seabird, sunk near Milwaukee last November, raised
 at an expense of $10,000. Schooner Star wrecked near Conneaut. Bark D. M.
 Foster and schooner Oneida Chief collide in St. Clair river. August:
 Propeller Mears burned on Lake Michigan. Propeller Racine lost at Point
 Pelee, twelve lives lost; insured for $25,000; raised and towed to Buffalo
 September 5. Schooner Storm Spirit sunk on Lake Huron by collision with the
 bark City of Milwaukee. Bark Chenango and propeller Wenona collide on Lake
 Huron. Schooner Mayflower capsizes off Black River, Ohio; eight lives lost.
 Tug General Lyon sunk at Point Pelee. September: Propeller Scotia sunk on
 Lake Erie near Dunkirk by collision with the propeller Arctic; nine lives
 lost. Schooner E. C. Blish lost at the Lake Huron fisheries with all on
 board. Brig Sultan sunk off Euclid on Lake Erie; seven lives lost. Propeller
 Ogdensburg sunk on Lake Erie by collision with schooner Snowbird. October:
 Propeller Montgomery collides with schooner T. Y. Avery, near Skillagalee.
 Steamer Northern Light collides with scow N. G., resulting in serious damage
 to the latter. Tug Winslow disabled and dashed against the piers in
 Cleveland, proving a total loss; five lives lost. Brig Iroquois ashore on
 Lake Huron. Bark Fontanille raised and brought into port at Cleveland. Bark
 Danube and schooner Arab collide near Erie. Propeller Kenosha burned at
 Sarnia. Scow Ida H. Bloom capsizes on Lake Erie. November: Steamer Cleveland
 wrecked at Two Hearts river, Lake Superior. Schooner Almeda sunk at Buffalo.
 Schooner James Coleman totally wrecked on Poplar Point, Lake Ontario.
 Schooner Ketchum sunk at Milwaukee. Steamer Geo. Moffatt sunk at Presque
 Isle bay. Schooner Geo. Wilson went to pieces on Lake Ontario. December:
 Schooner C. G. Alvord released from a reef by tug Mayflower, but immediately
 sunk. Canadian schooner Mountaineer ashore at Georgian Bay; vessel a total
 loss. Canadian Government authorizes O. Bartley of Windsor, Ont., to make a
 survey of Bois Blanc island with a view to constructing defenses.
 Other losses of the season were as follows: Steamer Pontiac
 exploded at Grand Haven and three lives lost. Steamer Almighty wrecked on
 Long point. Steamer Alexander burned on Lake Ontario. Tug Winslow wrecked at
 Cleveland and five lives lost. Bark Mojave foundered in Lake Michigan and
 ten lives lost. Bark B. A. Stannard wrecked at Point Betsey. Brig Amazon
 wrecked at Point Edward. Brig Mohawk sunk by a tug in Lake Erie.
 The following named vessels were all schooners: Horace Greeley
 wrecked at St. Joseph. Emma Jane foundered in Lake Erie and seven lives
 lost. Storm lost on Lake Michigan with one life. Union wrecked near
 Milwaukee. A. B. Williams foundered in Lake Huron. Storm Spirit sunk by
 collision in Lake Huron. Mayflower foundered in Lake Erie and eight lives
 were lost. Opechee foundered in Lake Erie with loss of six lives. Isabella
 wrecked on Lake Huron. Cattaraugus foundered in Lake Ontario. Comely wrecked
 at Point Albino. James Coleman wrecked on Lake Ontario. A. J. Rich wrecked
 at Kincardine. Forwarder wrecked at Kincardine. Amelia wrecked near
 Goderich. Altair wrecked at Chantry island. Queen City wrecked
 near Marquette. Fortune wrecked on Lake Huron. J. C. Wheeler lost on Lake
 Ontario. Experiment wrecked at Manitowoc. Carrier Dove lost on Lake Ontario.
 Sardinia wrecked at Oswego. Jennie Lind wrecked on Long point, Lake Erie.
 Belle lost at Long point. Newark lost on Lake Huron. Perserverance sunk by
 schooner Grey Eagle in the straits.
 
 
 1865
 Loss of the Pewabic. - The most serious disaster of
 the season of 1865 was the loss of the Pewabic August 9, by collision with
 the propeller Meteor, both of the Lake Superior line. The Pewabic was bound
 down, laden with a valuable cargo of copper. She had a large passenger list.
 The accident occurred on Lake Huron, about six miles off Thunder bay light.
 It was about 8:30 o'clock in the evening, and twilight still lingered over
 the lake. The approaching vessels saw each other when miles apart. They kept
 their course until near each other, when the Pewabic put her helm aport, and
 had just commenced to swing when she was struck in the vicinity of the pilot
 house by the Meteor, cutting her down to the water's edge. A number of men
 were killed in the terrible crash, both vessels going at full speed.
 Confusion followed aboard both vessels. The Pewabic had on board
 about 175 passengers. Many were below, but others were forward to see the
 Meteor pass. When it became evident that a collision was inevitable they ran
 for safety to the after part of the vessel. Before the vessels separated a
 few of the passengers on the ill-fated Pewabic jumped aboard the Meteor.
 Captain McKay of the Pewabic remained cool and collected, doing his utmost
 to save the passengers by preventing a panic. The boats were at once
 lowered, but within five minutes of the crash the Pewabic went down. Captain
 McKay was one of the last upon the wreck. Many had thrown themselves
 overboard, and others were still below when the heavily laden vessel
 disappeared from sight. The boats of the Meteor were lowered and Captain
 Wilson and his crew picked up many of the men, women and children struggling
 in the water. As the Pewabic went down her hurricane deck was forced up and
 floated upon the water with pieces of wreckage of all kinds. The Meteor
 remained in the vicinity all night, and in the morning signaled the passing
 propeller Mohawk, which came alongside and took the survivors to Detroit.
 The loss of life was about seventy.
 The Meteor was slightly injured, but proceeded on her way to the
 Sault. There fire was discovered in her hold, caused by the wetting of a
 quantity of lime which she carried as freight. To save her from total loss
 by fire she was scuttled and sunk in the pool of the upper lock of the
 canal. The Pewabic had come out at Cleveland in October, 1863, and was
 valued at about $100,000.
 This collision was ruinous to the owners of the vessels. In a
 letter to the Marine Review John M. Croneweth, of Detroit,
 said: "J. T. Whiting & Co. were among pioneers in vessel business of
 Lake Superior. In the early sixties they controlled about two-thirds of this
 trade. In those days all contracts ended on the first of October, and for
 the balance of the fall vessels could charge what they saw fit. I have seen
 $22 a ton paid for carrying copper from Ontonagon to Detroit, and $6 a ton
 paid as freight on pig iron from Marquette to Detroit. On our way up the
 estimated value of every square foot of room was $1, and there was always
 enough freight left on dock when we were leaving to load another boat. Often
 the mate would have a $10 bill slipped into his hand by an anxious shipper
 who wanted a jag of freight moved at once and would not wait for the next
 boat. But the ups and downs of life were with us then as now, and the
 steamboat business lacked stability. Take the case of J. T. Whiting
 & Co. In the spring of 1864 they owned seven boats, namely, the
 steamer Illinois and propellers Meteor, Pewabic, Detroit, Mineral Rock, Gen.
 Taylor and Skylark. Not needing all of them, they sold the Detroit, Gen.
 Taylor and Skylark, and during the summer they laid up the Mineral Rock for
 a rebuild. A short time before the Meteor-Pewabic collision, the Illinois broke down and made a complete wreck of her engine. Then, with
 the Pewabic sunk and the Meteor tied up, the company was without a single
 vessel. They were forced to charter vessels to fulfill their contracts, and
 as a result of the collision the firm was practically ruined. * * *
 "Among officers of the Pewabic who were lost was Mr. Jackson, the
 chief engineer. His young wife, who was making a trip with him, was also
 lost. He was a noble fellow, a good engineer, and he had many friends. No
 doubt, he might have saved himself had he made the effort, but he stood at
 his post of duty like a true 'knight of the throttle' and went down with the
 ship, his wife with him. He died as he had lived, unselfish to the end. In
 early days of steamboats on the lakes it was customary, when boats were
 meeting in the day time (not at night) to check down and pass close
 together, so as to give an opportunity to throw a bundle of newspapers from
 one to the other. At this particular period, during the late internal war,
 passengers were particularly anxious to get war news from the papers. There
 were no railroads and no telegraph connections, even with the upper Michigan
 peninsula."
 Freight Rates Remunerative. - The lake navigation of
 1865 was fairly remunerative, freight ruling at good figures throughout the
 season, the lowest on wheat, Chicago to Buffalo, was six cents, and the
 highest 19 cents. Business commenced at the usual period, with but limited
 new tonnage. In consequence of the boom in freights in 1865 early in the
 season and its continuance later on, there was considerable activity in the
 exchange of vessel property. But, notwithstanding the high freight rates
 prevailing during the season, many lake vessels entered the foreign
 trade.
 Many Disasters. - There were 421 disasters during the
 season on all the lakes and rivers, distributed as follows: Lake Michigan,
 107; Lake Huron, including Georgian Bay, the Straits and St. Clair river,
 98; Lake Superior, 12; Lake Erie, including Detroit river and the Welland
 canal, 134; Lake St. Clair, 22; Lake Ontario, 48. The total loss on hull and
 cargo were not estimated, though netting upward of $1,300,000.
 Fast Sailing. - Special mention is made of some fast
 sailing. Tugs, in quest of tows, did not then extend their visits far
 outside the rivers, and vessels oftener than otherwise neared the rivers
 before throwing out the tow line; it accordingly behooved every captain to
 make time with his competitors, or he would soon be displaced. 
 Among the quick trips was that of the schooner Bonnie Doon, a
 fore- and-aft rig. This vessel made the passage from Milwaukee to Detroit in
 56 hours, sailing the entire distance to the St. Clair river, where a tug
 met her soon after entering.
 She started on her voyage from Milwaukee in the afternoon at about
 3 o'clock, at which time the owners telegraphed to Detroit, to be advised of
 her passing that point, as one of them wished to meet her at Buffalo, and in
 this manner facts were learned. It was afterward learned that she had a
 wholesale breeze the entire distance, and did not have occasion to make or
 shorten sail while en route.
 Other Events of 1865. - March 19: Navigation opened
 in Cleveland, by the arrival of schooner W.L. Manning. June 24: Brig
 Canapus, 386 tons, sunk on Lake Erie by collision with the bark Republic.
 July: Schooner Illinois, 110 tons, sunk on Lake Erie near Vermilion, and
 abandoned. Barge Empire breaks in two during a storm off Buffalo. Tug Samson
 totally destroyed by fire at Bar Point, Lake Erie. A new sailing vessel,
 named the Jacques de Molay, arrived in Toronto, one of the finest vessels
 that has ever appeared on Lake Ontario. She was 148 feet long and 600 tons
 burden. She was built in Liverpool, and was the first of the Templar line of
 packets, to run from Liverpool to the northwestern lakes. August: Steamer
 Traveller, 603 tons, burned on Lake Superior; cargo a total loss. September:
 Tug Stockton destroyed by fire at Bear Creek. Schooner Chas. Y. Richmond
 sunk in Cleveland harbor. Schooners Eclipse, B.F. Davy, Ketchum, and Ethan
 Allen sustain damage from collision on the Flats. Steamer Buckeye strikes a
 rock near Brockville in the St. Lawrence river, and sinks in 
 70 feet of water. Schooner Wm. O. Brown, 400 tons, and bark A.P. Nichols
 collide at Bar Point, Lake Erie; the Brown is sunk in 24 feet of water.
 October: Scow Lake City sunk in Detroit river. Schooner Rambler, of Chicago,
 137 tons, driven on Cooley's pier on Lake Michigan; total wreck. Schooner
 Genoa sunk at Erie, a total loss. A new harbor called Lac La Belle opened on
 Lake Superior. One of the severest storms on Lake Erie in memory of old lake
 men. Schooner Garibaldi lost on Georgian Bay; four persons drowned.
 Propeller Marquette sunk at Bear Point. November: Schooner Algerine sunk at
 Port Colborne, Lake Erie. Propeller Mineral Rock sunk at Ottawa Harbor.
 Schooner Wanderer sunk at Port Stanley. Propeller Her Majesty sunk at Port
 Colborne. Bark J.P. Mack sunk at Port Bruce on Lake Erie. Schooner Alvin
 Bronson sunk at Oswego. Brig Standish and bark S.V.R. Watson collide off
 Port Wawgochance. Propeller May Flower sunk at Detroit. Schooner Driver went
 to pieces on Lake Michigan. Tug Volunteer's boiler exploded. Tug Pilot
 burned at Algonac. Schooner Flight, 249 tons, abandoned at Bois Blanc
 island. Propeller Dunkirk and schooner C. Amsden collide near Malden.
 Schooner Fish Hawk went to pieces at Sheboygan. Scow L.P. Fortier, 167 tons,
 wrecked near Grand Haven; five lives lost. December 4: Schooner Knight
 Templar sunk on the Flats. Propeller Magnet sunk at Cornwall at the head of
 Long Sault, St. Lawrence river. Other losses for the season were as follows:
 Steamer J.P. Ward, 160 tons, burned at Bay City; steamer Watertown, 22 tons,
 burned at Cape Vincent; steamer Canada, 165 tons, wrecked at Bar Point;
 propeller Illinois, 525 tons, wrecked at Point Pelee; propeller Brockville,
 398 tons, wrecked in Lake Michigan; tug P.F. Barton, 40 tons, burned on the
 St. Clair river; tug F. Spafford, 35 tons, exploded at Chicago; tug Monitor,
 40 tons, burned at Muskegon; bark S.A. Marsh, 340 tons, wrecked at Port
 Maitland, Lake Erie; brig Ocean, 240 tons, wrecked on Lake Huron; brig R.
 Hollister, 273 tons, wrecked near Chicago.
 The following named were all schooners: Whip, 40 tons, wrecked at
 St. Joseph. L.D. Cowan, 165 tons, wrecked at Point aux Barques. Fremont, 288
 tons, sunk by bark American Union, Lake Michigan. Mary Frances, 157 tons,
 wrecked at Rondeau. Frederick, 61 tons, foundered in Lake Michigan.
 Susquehanna, 270 tons, sunk off Conneaut. Willard Johnson, 400 tons, wrecked
 at Point aux Barques. Eugenie, 38 tons, wrecked on Peche island. Lochiel,
 223 tons, foundered in Lake Ontario. Triumph, 120 tons, wrecked near
 Chicago. Lewis Cass, 191 tons, wrecked at Bailey's Harbor. W.O. Brown, 400
 tons, sunk by bark A.B. Nicols in Lake Erie. Homeward Bound, 106 tons,
 wrecked on Lake Ontario. Frontenac, 152 tons, wrecked at Port Burwell.
 Palmetto, 240 tons, wrecked on Lake Huron. Rambler wrecked on Lake Michigan.
 H.L. Lansing, 364 tons, wrecked near Chicago. Cornwall, 148 tons, wrecked on
 East Sister. Flight wrecked in the Straits. Fancy, 143 tons, wrecked on Lake
 Michigan. International, 389 tons, wrecked on Lake Ontario. Heligoland, 84
 tons, wrecked at Muskegon. Mary, 84 tons, wrecked at same place. Lillie
 Danay, 120 tons, wrecked at Kincardine.
 
 
 1866.
 A Craze for Lake Craft. - Grain freight rates
 throughout the season were the best ever recorded, wheat ruling at the
 commencement, from Chicago to Buffalo at 12 cents, and gradually advancing
 to 23 cents, while other commodities were proportionately high. As a
 consequence there was a good demand for all classes of floating craft, which
 amounted to a craze. Many mortgaged their homesteads to secure a timberhead
 of anything afloat. During the season 11 side-wheel steamers, 24 propellers,
 33 tugs, 16 barks, 15 brigs and 158 schooners changed ownership, some at
 fabulous prices. There were 71 new vessels commissioned during the season,
 as follows: Twelve side-wheel steamers with a total of 8,043 tons; six
 propellers, 6,900 tons; six tugs, 420 tons; 19 barques, 1,006 tons; and 48
 schooners, 14,170 tons, making a grand total of 35,539 tons.
 High Speed Enjoined. - Owing to the high
 freights prevailing during the season of 1866, vessel masters were enjoined
 to make all possible dispatch in getting around with their respective craft,
 and these orders were carried out with a uniformity never previously
 recorded. There was seldom an arrival in any port, in case any thing speedy
 had been accomplished, that was not set forth in nearly all the papers.
 Tugs Engaged in Towing. - There were 23 tugs engaged
 in towing through the rivers and lakes, proceeding down on Lake Erie to
 Point Pelee, and on Lake Huron, a distance of about 60 miles, to Sand
 Beach.
 Fenian Invasion of Canada. - Early on the morning of
 June 1, 1866, the City of Toronto left her moorings in Toronto, for Port
 Colborne, having on board a regiment of volunteers who were suddenly called
 to arms for the purpose of defending the Province against an invasion from
 United States territory by the Fenians. On June 5, 120 sailors from H. M. S.
 Aurora arrived in Toronto by Grand Trunk railway from Quebec. A portion of
 them took possession of the steamer Magnet, which by order of the Canadian
 Government was being fitted up as an armed cruiser. The gunboat Heron,
 intended for service on Lake Ontario, arrived from the East. She was a trim
 little craft, and carried two 112-pound Armstrong guns. She was stationed at
 Port Dalhousie. Other movements on the lakes were made about this time, but
 as the invasion was soon quelled and put an end to, quiet was very speedily
 restored.
 Other Events of 1866. - March: Navigation opened
 March 2, between Detroit and Malden, when the propeller Clara commenced
 plying. Steamer May Queen commenced to ply on Green bay, and burned at
 Milwaukee after 13 years service. April: Heavy northeast gale, April 23, and
 much damage done to shipping. Steamer Windsor burned at Detroit, and 30
 lives lost. May: A tug association was formed at Detroit; schooner Argo goes
 to pieces near Chicago; schooner Wings of the Wind sunk by collision with
 bark Baldwin near Chicago; heavy northwest gale, May 26, with much damage to
 shipping. June: Schooner Ellen M. Baxter departed from Toledo for Boston,
 Mass., June 4, with a cargo of walnut; bark Thermutis arrived at Detroit
 from Liverpool with merchandise; bark Wiralite arrives at Detroit from
 Liverpool with merchandise; bark Jennie P. King was wrecked on Long Point,
 Lake Erie, and 14 lives lost; the United States revenue steamers W. P.
 Fessenden and Commodore Perry had a trial of speed from Cleveland to
 Detroit, and the former arrived 45 minutes ahead; the United States revenue
 steamers W. P. Fessenden and John Sherman exchanged names at Detroit; scow
 A. Howes capsizes on Lake Erie; terrific storm on Lake Erie; schooner Alice
 Grover wrecked off Cleveland, one life lost; bark Arabian sunk on Lake Erie,
 four lives lost; propeller Cuyahoga sunk at Sarnia; brig C. P. Williams sunk
 in Cleveland; brig Sarah C. Walbridge wrecked at Euclid Creek, Lake Erie;
 schooner Rosina ashore at Madison, Lake Erie; schooner Josephine capsized
 off Fairport; schooner J. M. Lee lost near Buffalo; tug Red Jacket explodes
 and sinks at Chicago; propeller Cleveland sunk by collision off Bar Point.
 July: The schooner Saranac, Captain Wraight, arrived at Detroit from
 Liverpool en route to Chicago. Brig Vidar arrived at Detroit from Norway, en
 route for Chicago. The schooner Coquette foundered with all hands on Lake
 Michigan. Propeller City of Buffalo, formerly a side-wheel boat, was burned
 at Buffalo after nine years' service. Bark Jacques de Molay, Capt. D. M.
 Tucker, arrived at Detroit from Liverpool with merchandise. Schooner Oliver
 Culver collides with the schooner Clayton Belle, of Clayton. Schooner Wild
 Rover sunk off Brockville. Schooner Dan Marble sunk on St. Clair river.
 August: Schooner Nonpareil ashore at Middle island, Lake Huron, and
 abandoned. Scow Lone Star a total wreck on the shore of Lake Erie, near
 Conneaut. Bark Etowah arrived at Detroit from Liverpool with merchan- dise.
 Schooner Ringgold, a wrecking vessel, arrived at Detroit from Pawgasset,
 Mass. Schooner Saranac departed from Detroit for Liverpool with 450 tons of
 iron ore from Bruce mines. British gunboat Britomarte arrived
 at Windsor, Ontario, from Liverpool. Bark Jacques de Molay left Detroit for
 Liverpool with a cargo of copper. Schooner Geo. C. Drew went to pieces at
 Charity islands, Saginaw bay. September: Schooner Junias, of Oswego, sunk at
 Long Point, Ontario. October: Schooner George Goble damaged by collision
 with the Wm. Crosswright at the Flats. Revenue cutter John A. Dix ashore on
 Lake Superior. A heavy northwest gale of three days' duration on all the
 lakes began Oct. 22, resulting in much damage to shipping and great loss of
 life. The schooner Alma with all hands foundered in Lake Erie. Propeller
 Trader exploded on Lake Huron and three persons were killed. Propeller Mary
 Stewart, 442 tons, was wrecked at Grand Haven. November: Schooner Darien
 lost on Lake Erie; several members of the crew perished. Propeller F. W.
 Backus, 289 tons, was burned at Racine, Wis., after 20 years' service.
 Schooner Mary Ballard, Capt. John Coyne, foundered in Lake Ontario and nine
 lives were lost. Propeller Mary total wreck on the eastern shore of Lake
 Michigan. Scow N. G. lost in Pigeon bay, during a storm. Propeller Lac La
 Belle collides with the steamer Milwaukee near the Flats, resulting in the
 sinking of the former; two lives lost. Barges Experiment and Sheridan lost
 on Lake Huron. December 9: Schooner Gary Owen sunk with all hands near Port
 Colborne; 26, Tug T. W. Notter sunk in Cleveland.
 Other casualties of the season were as follows: Steamer Forest
 Queen dismantled and made a barge; steamer Planet dismantled at Manitowoc;
 steamer R. R. Elliott dismantled at Detroit; steamer Ranger lost near Port
 Stanley, Lake Erie; steamer Clifton dismantled at Owen Sound; propeller City
 of Buffalo burned at Buffalo; tug O'Brien exploded in Niagara river; bark
 Ocean Wave wrecked in Green bay; bark Great West wrecked on Racine reef;
 bark John Sweeney wrecked at Muskegon; brig E. W. Cross wrecked at Chicago;
 brig Alex. Mitchell lost in a gale on Lake Michigan; scow Pacific wrecked at
 Port Burwell; barge Ark wrecked on Lake Huron, and four lives lost. The
 following named vessels were all schooners. L. C. Butts, No. 1, wrecked at
 Forest bay, Lake Huron; Elm City burned at Erie; Thilena Mills wrecked below
 Cleveland, and three lives lost; Autocrat sunk by collision in Lake
 Michigan; America lost on Lake Michigan; Elmira lost on Lake Ontario; George
 C. Drew wrecked on Charity island, Lake Huron; Puritan wrecked on Buffalo
 breakwater; M. S. Scott wrecked at Racine; Hiawatha sunk by collision in
 Lake Michigan; Louisa wrecked at Big Sodus, Lake Ontario; Roanoke wrecked at
 Pentwater, Lake Michigan; Pioneer wrecked near Grand Haven, Lake Michigan;
 O. V. Brainard wrecked at Port Hope, Lake Ontario; Bay Queen wrecked at Port
 Colborne; Tom Wrong wrecked at Port Burwell.
 There were 621 disasters on the lakes during the season of 1866.
 The losses on hull and cargo, however, were not definitely computed,
 although varying not far from $1,300,000; the loss of life was 175.
 
 
 1867.
 Shipbuilding active. - Throughout the season of 1867
 lake freights were not discouraging, the average on wheat being 6 cents, 8
 cents, and the highest, 15 cents, and although the times had not improved
 since the rush of 1865, there were not a few who felt hopeful of a
 repetition of the former scenes, and to this end shipbuilding, with a large
 increase of tonnage, began during the early winter of the year, and, ere
 navigation had fairly resumed, 14 propellers, 16 barkentines and 69
 schooners were ready to float, beside nine tugs.
 Successful Voyage Through Niagara Rapids. - In 1867
 the new Maid of the Mist, which had been built in 1854, and could not be
 made a success financially, was sold for about half her cost to be delivered
 in Niagara, opposite Fort Niagara. Joel R. Robinson, her captain, undertook
 to pilot the vessel down the river, and a large number of persons collected
 on the banks to witness the attempt to pass through the rapids. She started
 on her dangerous voyage June 15, 1867, and her smoke stack was carried away
 almost immediately. She listed badly in the beginning of her voyage, and after reaching the whirlpool she showed an even keel, and
 thus this first voyage through the rapids was success- fully made.
 Only two European voyages were made this season by
 lake vessels. The bark Celia, Captain Hunter, sailed from Toronto for
 Liverpool, April 16, with a cargo of plaster; the schooner Naragansett,
 Captain Murphy, November 6, with petroleum. The schooners Chenango and
 Dreadnaught were also chartered, but did not depart.
 Disasters During 1867. -- Nine hundred thirty-one
 disasters were reported during year of navigation on the lakes, and 211
 lives lost. Total tonnage, 13,344 tons; total valuation, $675,000.
 Burned on the St. Lawrence. -- The steamer Wisconsin
 burned on the evening of May 21, on the St. Lawrence river, six miles from
 Grenadier island, with a loss of life reaching 23 or more. When the fire was
 discovered the boats were gotten ready, and the vessel was headed for the
 shore. Considerable confusion existed. The Wisconsin had about 70 passengers
 aboard. She was the property of the Northern Transportation Company, and
 plied on Lakes Ontario and Erie, touching at Ogdensburg, Oswego, Cape
 Vincent, Cleveland, Toledo and Detroit. She was built in 1852, and was 552
 tons burden.
 Other Events of 1867. -- February 23: Navigation
 opened between Detroit and Amherstburg, the steamer Pearl plying. March 25:
 Navigation opened on the Saginaw river; 26, steamer Sea Bird commenced
 plying on Lake Michigan. April 8: Navigation opens between Detroit and
 Cleveland by arrival in Cleveland of the steamer Morning Star; 17, scow
 Reindeer capsized on Lake St. Clair, sustaining injuries by which she sank
 near Hog island. Navigation opens to Chicago April 22d. Schooner Antares
 sunk near Manistee. Schooner Helen Kent, 144 tons, ashore and abandoned at
 Brown's Pier, Mich. Severe storm on Lake Huron April 25th. Schooner Hope, of
 Sheboygan, sunk on Lake Huron. Schooner Merrimac No. 2, 269 tons, foundered
 off Long point, Lake Erie; five men drowned. May 1: Ship carpenters and
 caulkers receive $4.50 per day at Chicago for eight hours' work; 5, Buffalo
 harbor blockaded with ice for several days and a large fleet delayed
 outside; 9, second opening of Buffalo harbor and vessels departed; 21, heavy
 northeast gale throughout the lake region with much loss to shipping:
 schooners M. F. Merrick and Wellington collide in straits of Mackinac. June:
 Tug Tempest arrived at Detroit from Philadelphia. Steamer Admiral Porter
 passed up from the seaboard. Steamer Washington passed Detroit en route to
 Lake Michigan from the seaboard. Tug Relief exploded on Saginaw river. Tug
 Waters W. Brayman burned at Point Pelee; a total loss. July: Brig Orkney
 Lass, lost on Lake Erie with all hands. Tug Balize, formerly the Mary
 Grandy, arrived at Detroit from New York City. Tug H. Johnson exploded on
 the Saginaw river, and four persons were killed. The U. S. lighthouse
 steamer Haze arrived at Detroit from New York for lake service. Propeller
 Gen. E. H. Paine passed Detroit en route to Lake Michigan from New York
 City. August: Tug Dispatch, burned at Sandusky. Propeller Granite State
 damaged by collision on Lake Erie. Bark Mary Stockton sunk in Cleveland
 harbor. Propeller Magnet sunk by collision with steamer Bay State in Lake
 Ontario. September: Schooner Yankee Blade sunk in St. Clair river. Propeller
 Saginaw and bark Oneonta collide off Clay Banks. Tug Clematis, formerly the
 Mary Love, arrived at Detroit from New York City. Tug W. R. Muir exploded in
 the St. Clair river, killing seven. Schooner Light Guard with 19,902 bushels
 of wheat passed through the Welland canal, the largest cargo on record; 26,
 violent northeast gale throughout the lake region. October: Schooner
 Sacramento, of Cleveland, wrecked at Gull island reef. Bark Portsmouth and
 scow Frankie Wilcox collide at Point Pelee, resulting in damage to both.
 Propeller Oswego and schooner Grace Murray collide at Cleveland, resulting
 in slight damage to each. Scow Free Mason capsizes and sinks in Detroit
 river; three lives lost. Schooner Mary Elizabeth, 187 tons, foundered in
 Lake Erie, and all hands, seven in number, lost. November: Propeller Acme,
 762 tons, of Northern Transportation Co. line, sunk near
 Dunkirk. Brig General Worth, wrecked off Barcelona; 3, schooner Admiral, 167
 tons, went to pieces near Toronto, during a storm. Brig St. Joseph collides
 with the barge Alpha in the St. Clair river, resulting in damage to the
 latter. Schooner W. B. Hibbard, ashore at Southampton, Ont., total loss.
 Propeller Oswego wrecked near Dunkirk; five lives lost. Propeller North
 burned in St. Clair river. Propeller Antelope burned at Buffalo. Propeller
 Portsmouth, 525 tons, becomes a total loss at Middle island, Lake Huron.
 December 10: Navigation closes between Detroit and Cleveland.
 Other Casualties. -- Propeller Sunnyside, 113 tons,
 lost at Pine river, Lake Michigan. Bark O. Stevens, 320 tons, wrecked in
 Georgian Bay. Bark R. G. Winslow, 499 tons, wrecked on Spectacle reef, Lake
 Huron. Bark Tubal Cain, 226 tons, lost at Two Rivers, Lake Michigan. Brig
 Fox, 405 tons, lost on North Harbor reef, Lake Erie. Brig Mayflower, 219
 tons, lost on Lake Huron.
 The following named vessels were all schooners: Rose Dousman, 133
 tons, lost near Buffalo with three lives. Byron, 180 tons, sunk by the
 schooner Canton in Lake Michigan. Commerce, 183 tons, wrecked at South
 Haven, Lake Michigan. Isabella, 180 tons, wrecked on Long Point, Lake Erie.
 Wellington, 198 tons, lost on Skillagalee. Barney Eaton, 166 tons, lost with
 three lives on Lake Michigan. Carrie Woodruff, 127 tons, lost on Lake
 Michigan. W. A. Glover, 162 tons, lost near Toronto. John Thursby, 360 tons,
 lost at Grand Traverse. Grape Shot, 369 tons, wrecked on Plumb island. Maple
 Leaf, 299 tons, wrecked on Detroit island. Kate Doak, 146 tons, lost at Pere
 Marquette with two lives. Wave, 180 tons, lost at Nine Mile Point, Lake
 Ontario. Portland, 394 tons, wrecked at False Presque Isle, Lake Huron.
 Chieftain, 303 tons, wrecked on Lake Michigan. J. Dresden, 116 tons, wrecked
 at St. Joseph. Hanover, 237 tons, lost in Green bay. Gold Hunter, 386 tons,
 wrecked at Point Pelee. Albemarle, 270 tons, lost in Mackinac Straits.
 Snowbird, 180 tons, foundered in Lake Erie. Queen of the Bay, 73 tons,
 wrecked near Oswego. H. B. Steele, 118 tons, lost in Sturgeon bay. Commodore
 Foote, 180 tons, sunk by schooner Kilderhouse in Lake Huron. Carthagenian,
 374 tons, lost on Lake Ontario. B. F. Davy, 459 tons, wrecked at Port
 Colborne. M. A. Rankin, 126 tons, wrecked near Buffalo. Corinthian, 368
 tons, lost on Long Point. Baltic, 369 tons, wrecked at Oswego. C. G. Alvon,
 308 tons, wrecked on Lake Ontario.
 
 
 1868.
 Increase of Mortality on the Lakes. -- The mortality
 during this year (1868) was 331 lives, an increase over 1867 of 120. The
 greatest loss at any disaster was involved in the burning of the steamer Sea
 Bird, near Waukegan, Lake Michigan, early in April, and 72 men, women and
 children went to death. The vessel was a total loss.
 The Sea Bird was on the Goodrich line, and had left Milwaukee for
 Chicago April 8, with about 75 souls on board. When nearly opposite Waukegan
 fire was discovered in the hold. The steamer was at once headed for the
 shore, but the wind was blowing from the northeast and sent the flames
 forward. An explosion followed, destroying or cutting adrift the four
 lifeboats. In two hours the vessel had burned to the water's edge and soon
 after took its final plunge. There were only two survivors.
 The second most appalling disaster was the loss of 32 lives by the
 sinking of the steamer Morning Star by collision with the bark Cortland, on
 Lake Erie; then came the foundering of the propeller Hippocampus in Lake
 Michigan, carrying down 26 lives; followed by the burning of the propeller
 Perseverance, on Lake Ontario, with a loss of 14 lives. The loss of the
 unknown during the season was 150.
 While leaving Buffalo for Port Colborne May 1, the propeller Gov.
 Cushman exploded, instantly killing 11 of her crew. The entire stern of the
 propeller was blown away. The Cushman was loaded with grain from Milwaukee,
 and had run for three winters in connection with the Detroit and Milwaukee
 line. She was built in 1857, re-built in 1865, and the
 explosion made her a complete wreck.
 From Steamer to Barge. - Early in the season of 1868
 the side-wheel steamer Illinois, 826 tons burden, and built in 1854, was
 dismantled of her machinery and converted into a barge, towed through the
 lakes by the propeller Iron City, in the lumber trade. The engine she had in
 her was formerly in the Illinois No. 1.
 Steamer Milwaukee. Built at Buffalo in
 1859. Length 247 feet; tonnage 1,100; wrecked at Grand Haven, Mich.,
 in 1868. From "American Steam Vessels." copyright 1895, by Smith
 & Stanton.Other Events of
 1868. - March: The first marine disaster of the season occurred
 at Cleveland. The schooner Eliza Caroline was forced out of the harbor by a
 freshet and badly damaged; 10, Ship Owners Convention in Cleveland; tug
 Niagara, built in 1849, sank in Cleveland harbor; navigation on Lake Erie
 opened to Dunkirk; also between Detroit and Port Huron; 20, Lake Erie
 entirely free from ice; sailors' wages fixed at $1.25 per day in Chicago;
 steamer Empress burned at Kingston, Ontario; 31, navigation opened on Lake
 Huron ports. Bark Sunrise passed Detroit, March 15, the first sail vessel of
 the season, from Chicago, en route to Buffalo. Schooner E.M. Peck, with
 eight lives, foundered during a fearful storm on Lake Michigan. The outfit
 of the propeller Genesee Chief, schooners Republic and J.H. Hartzell, burned
 at Clark's dry dock, Detroit. Straits of Mackinac cleared March 19, the
 propeller Montgomery, Capt. J. Nicholson, being the first boat through, west
 bound. Schooner Erie, formerly a revenue cutter, and 35 years in the
 service, was wrecked at St. Joseph. April: Schooner Arcturus sunk by
 collision with bark James F. Joy, Schooner Gertrude sunk by collision with a
 cake of ice. Tug C.Y Richmond lost on Lake Huron. May: Propeller River Queen
 burned at Marine City. A violent northeast gale throughout the lake region
 May 7, causing much damage to the shipping. Schooner Free Democrat capsized
 in Lake Michigan, and four lives lost. Propeller Oneida, laden with
 merchandise, stranded and sunk at Sandusky. Vessels passed Detroit May 28,
 having been sixteen days on the passage from Chicago. Sailors' wages fixed
 at $1.50 per day at Chicago. Schooners Mary Collins and Sweepstakes collide
 near Bar Point, Lake Erie. Steamer River Queen, sunk after burning at Marine
 City, raised Schooner Minnie Proctor total wreck at Oakville, Ont. Propeller
 St. Louis and schooner B. Parsons collide on St. Clair Flats. Bark Newsboy
 collides with and sinks schooner Illinois near Grand Haven. Bark Bentley
 damaged by collision with a locomotive at the C.B. & Q.R.R. bridge
 in Chicago. Tug Relief capsized near Sorel, Canada; two lives lost. June:
 Schooner King Fisher took on 900 tons of coal at Cleveland, inside of ten
 hours. Propeller Concord sailed from Lake Superior to Detroit, with a mass
 of copper weighing 19,556 pounds. Steamer Morning Star and Bark Cortland
 collided between Cleveland and Point Pelee, both vessels going to the
 bottom; 32 lives lost with the steamer, and ten with the bark; the steamer
 was en route to Detroit from Cleveland, in command of Capt. E.R. Viger. Bark
 Clayton lost on Lake Huron by collision with schooner Corning. Schooner
 Thornton, sunk in the Sault canal, raised. Bark American Union collides with
 and sinks the Forest. July: Propeller City of Detroit struck an obstruction,
 coming into Detroit river, and sunk, damaging cargo of corn. Schooner
 Dunderburg, laden with 40,000 bushels of corn, was sunk by the propeller
 Empire State in Lake Huron; one life lost. At Oswego 5,247,000 feet of
 lumber were received during 48 hours. Propeller New York collides with brig
 C.P. Williams near Turtle island, Propeller Rapid, sunk at Sarnia, raised.
 Schooner Africa, sunk in the Sault river, raised by tug Satellite. Wreck of
 propeller North, which was burned and sunk a year before at Baby's point,
 River St. Clair, sold for $1,500. Detroit & Cleveland Steamboat
 Company purchase the side-wheeler Northwest for $115,000. August: Schooner
 Arcutrus, sunk at Long point, raised and taken to Buffalo. Bark Acorn and
 schooner Telegraph collide at Buffalo. Severe storm on Lake Erie 18th,
 Schooner Elbe sunk on Lake Michigan by collision with schooner Frank Perew.
 Schooners Ketchum and Neshotah collide near Two Rivers. Schooner Little
 Albert sunk off Little Sodus, Lake Ontario. Scow C.G. Williams
 sunk at Muskegon. Propeller Empire State seized by the U.S. marshal on a
 libel in Admiralty procured by the owners of the Dunderburg, sunk by
 collision on the 15th inst.; damages place at $60,000. September: Propeller
 Hippocampus, laden with fruit, foundered in Lake Michigan between St. Joseph
 and Chicago, 26 lives going down with her. A heavy northeast gale prevailed
 on this date throughout the lake region, with much damage to vessels. The
 steam barge Illinois, formerly a side-wheeler, and the first of that name of
 the lakes, was lost on Lake Huron. Bark Clough wrecked above Cleveland; loss
 of seven lives. Schooner Hyphen, ore laden, raised by wreckers near Point
 Pelee, went down again, with loss of three lives. Schooner Persian, laden
 with wheat, was sunk by the schooner E.B. Allen off Forty Mile Point, Lake
 Huron, and ten lives lost. Bark Etowah sailed from Cleveland for Liverpool
 with a cargo of petroleum. Schooner Albemarle abandoned at Mackinaw.
 Schooner J.A. Davis capsized off Grand Haven. Scow Hanson sunk at Monroe.
 Bark Emma L. Coyne wrecked at Rocky island passage. Schooner Live Oak
 wrecked at Chicago. Severe storm on Lake Michigan. Schooner Ruby ashore at
 Sheboygan and total loss. Schooner America capsized near Chicago. Scow J.A.
 Traves capsized near Grand Haven; two lives lost. October: Schooner Forfar
 total wreck at Muskegon. Schooner A. Ford sunk in Welland canal. Scow Iona
 collides with schooner Wm. Grandy off Silver creek. Paragon a total wreck at
 Sarnia. Schooner R.T. Barney sunk by collision with schooner T.J. Bronson in
 the Straits. Schooner F.L. Wells wrecked off Port Bruce. Schooners Swallow
 and Scoville collide at Chicago. Bark Elizabeth Jones and propeller Roanoke
 collide at Buffalo. Schooner Andes sunk on Lake Erie off Madison, Ohio.
 Schooner Hattie Johnson sunk at Hammond's bay, Lake Huron. 17, heavy
 northwest gale on all the lakes. Bark L.H. Colton, laden with petroleum for
 Liverpool, took fire soon after leaving Cleveland and was a total loss.
 Propeller Congress, formerly the Detroit, laden with merchandise, was
 stranded at Thunderbay and became a total loss. Propeller perseverance was
 burned on Lake Ontario while en route to Oswego, and 14 lives were lost.
 Heavy southwest gale on all the lakes. Steamship Milwaukee went upon the
 beach at Grand Haven and became a total loss. Propeller Merchant, grain
 laden, struck near Malden and sunk. November: Schooner Gazelle wrecked at
 Centreville. Brig C.P. Williams wrecked near Port Austin. Schooner Maria F.
 Johnson sunk on Lake Erie. Schooner E.K. Gilbert sunk at Point Pelee. Barge
 Michigan, formerly a side-wheel steamer, was lost in Lake Erie with a cargo
 of lumber. Barge City of Cleveland, formerly the steamer of that name, lost
 at the same time and place. Propeller City of Boston, laden with flour and
 grain, was sunk by the propeller Milwaukee, near the Straits, a total loss.
 Erie Railway Steamboat Company sell to Jay Gould, trustee of New York and
 Erie railway, the following: Propellers Elmira, $27,000; Tioga, $45,000;
 Canisteo, $50,000; Olean, $38,000; Passaic, $50,000; New York, $30,000;
 Wabash, $60,000; Schooner Walrus lost on Gray's reef. 
 
 
 1869
 Great Storm of November. - One of the most severe and
 destructive storms in history of lake navigation occurred in the month of
 September, 1869. Its especial violence was not felt at any parti- cular
 place, but with a fearful widespread gust it swept the chain of lakes,
 leaving in its pathway of destruction a number of wrecked craft of all
 descriptions. The large steamer and propeller escaped its violence no less
 than the small scow and schooner engaged in shore- trading; all were piled
 in a wrecked mass along the beach or sunk in the engulfing waves. There was
 scarcely a lake port that did not feel the effects of the storm, and
 scarcely a ship-owner of importance who did not suffer some loss of
 property. 
 The wind began to blow in a gale from the northwest on the evening
 of September 16(sic), accompanied by a blinding snow-storm at the Straits of
 Mackinac and other points. The storm spread rapidly, and continued to blow
 to the eastward and to the westward for four days. All craft
 upon the lakes sought shelter at once when the indications became so
 unfavorable for safe passage; but fortunate were they who were near a
 harbor. During the first hours of the storm several boats went ashore on
 Lake Michigan, some on Lake Erie and Lake Huron; and this number constantly
 increased until the shore lines were strewn with wreckage. Vessels of all
 descriptions to the number of 97 were stranded or foundered during the rough
 weather. Their aggregate tonnage was 27,026, valued at $1,267,800. The
 number of total losses was 35, aggregating 16,954 tons burden, with a
 valuation of $468,600. The list comprises one steamer, six propellers, one
 tug, eight barks, four brigs, 18 scows, three barges and 55 schooners. Of
 the total losses there were two propellers, two barks, four brigs, 19
 schooners, six scows and two barges. Among those list was the bark Naomi, a
 fine vessel, Capt. James Carpenter, which was wrecked at Manistee, Lake
 Michigan, and, under the circumstances, was most distressing. Captain
 Carpenter had himself and wife lashed to the mizzen-gaff, and she breathed
 her last with her head resting on his shoulder. After saying to a member of
 the crew "Mother is dead," he rolled off and disappeared in the waves. He
 had been many years on the lakes, was a man of strict integrity, and had
 lived a Christian life. He was a resident of Painesville, Ohio.
 The Odgensburg Daily Journal of December 3, 1869,
 contained the following paragraph: "On the night before Thanksgiving, a
 little daughter of L.W. Houghton, of this city, awoke the young woman
 sleeping with her, and demanded to have a lamp lighted, saying that she had
 seen her grandfather standing by the bedside. Mr. Houghton's wife is a
 daughter of Captain Disbrow, lost on the Volunteer. This incident, told to
 Mrs. Disbrow Thanksgiving morning, cast a gloom over her, from which she had
 not recovered, when the startling news of the loss of the Volunteer came to
 hand. This is certainly a remarkable incident."
 Classified List of Vessels Lost in that Storm. - A
 classified list of steamers, propellers, schooners, brigs, barks, tugs,
 scows and barges lost on the lakes during the storm of November 16-19, is as
 follows: 
 NAMETONNAGEVALUE 
 Steamers 
 City of Sandusky452$42,000
 Propellers
 Equator(total loss)62021,000
 Granite State35126,000
 H. Howard35422,000
 H. Warrington34325,000
 Toledo62160,000
 Thomas A. Scott(total loss)1,15980,000
 Tug
 George Hand325,000
 Barks
 Alice Richards50020,000
 Cream City76725,000
 Fontanelle37013,000
 George Thurston(total loss)32415,000
 Invincible(total loss)43715,000
 John Miner37520,000
 Oneota59923,500
 P.S. Marsh66137,000
 Brigs
 Supply (total loss)39612,500
 Concord (total loss)23410,000
 Racer (total loss)37713,000
 Robert Burns (total loss)3079,000
 Schooners
 Arrow (total loss)39612,000
 Alice Craig653,000
 Azof23914,000
 Anna O. Hanson25020,000
 Adell (total loss)20900
 A.E. Hart (total loss)44512,000
 Bahama43318,000
 Bermuda (total loss)39412,500
 Carlingford63040,000
 Columbian45618,000
 C.A. King39418,000
 Eagle Wing (total loss)35612,000
 Eliza White1358,000
 Echo411,700
 Eclipse2306,000
 E. Harmon37020,000
 Excelsior (total loss)1368,000
 Fayette Brown72341,000
 Garibaldi23411,000
 G.J. Whitney38323,000
 Grand Turk (total loss)32711,000
 George H. Waud39417,000
 Harvest Home39515,000
 H.C. Potter40025,000
 Island302,000
 J.E. Sutherland991,000
 Julia603,000
 John F. Warney34112,000
 Jennie and Annie40012,000
 Kate Kelley (total loss)35020,000
 Kate Robinson28316,000
 Lincoln Dall92818,000
 L.S. Hammond (total loss)32025,000
 L.C. Irwin (total loss)1133,500
 Minot Mitchell1944,500
 Monteagle (total loss)29612,000
 Melvina (total loss)39317,000
 Mary O'Gorman1257,000
 Nomad402,500
 Ocean Wave (total loss)30810,000
 Plymouth Rock29312,000
 Portage26010,000
 Quickstep25512,000
 Ringgold603,000
 Southwest (total loss)28021,000
 Souvenir793,000
 Sam Amsden702,500
 Shook (total loss)36112,500
 Scotland1877,000
 St. Peter1277,000
 Traveler1093,000
 Union408,000
 Volunteer25812,000
 Wyndotte45215,000
 Wild Rover (total loss)29011,000
 William Fiske (total loss)40120,000
 Scows
 Alexander704,000
 Aleck (total loss)702,000
 R.H. Braman1025,500
 George Neville (total loss)842,000
 Home914,000
 H.R. Becker1408,000
 Iris (total loss)823,500
 John Lillie953,000
 J.C. Hill1355,000
 Milton1085,000
 Mona502,500
 Rockaway1689,000
 Spanker (total loss)452,700
 Sarah Olow (total loss)2884,500
 Sutler Girl702,000
 Sea Bird (total loss)1023,500
 South Haven804,500
 Wm. Bates763,000
 Barges
 David Smoke5936,000
 J.A. Hatton (total loss)1822,000
 Niagara (total loss)2955,000
 
 
 Summary of Disasters During 1869. - During the
 navigation of 1869 no less than 138 vessels of every description passed out
 of existence, with an aggregate loss of 33,920 tons. There were commissioned
 during the season 67 new vessels, with an aggregate of 19,293 tons, thus
 showing a decrease for the year of 14,627 tons.
 Decline of Side-wheel Steamers. - During the
 navigation of 1869 there were variously employed on the northern lakes 121
 side-wheel steamers, 140 propellers, 247 tugs, 175 barks, 50 brigs, 904
 schooners, and 223 scows, making a grand total of all craft employed 1,860.
 At this epoch of lake history, side-wheel steamers began to decline, the
 scow class having already gained the ascendancy, and there was no
 indications that a full-rigged ship had ever been on these waters, for they
 had long since disappeared and were almost entirely forgotten.
 Other Events of 1869. - The barkentine Golden Fleece
 was converted into a three-masted schooner, as were also the Bridgewater and
 Sunrise. The number of vessel sales which took place amounted to about 335
 as far as the records show. The propeller Saginaw, after 19 years' service,
 was converted into a tow barge at Detroit. The steamer Rothesay Castle, a
 former blockade runner, took her departure from Lake Ontario for ocean
 service. March: Vessels commenced plying on Lake Michigan, March 26, and
 between Detroit and Port Huron. 27, navigation opens at Cleveland by the
 clear- ance of the schooner Fannie L. Brooks. April: Barks Geo. Sherman and
 J.P. Marsh collide in the Straits. Schooner W.S. Lyons sunk at Malden.
 Schooner Mr. Vernon sunk at Keweenaw. Steamer Manitowoc damaged by collision
 with schooner Jefferson, near Chicago. Schooners L.C. Irwin and Sea Gem
 collide near Chicago. Canalboat Gen. McClellan sunk at Chicago. Bark Wm. T.
 Graves collides with the schooner Metropolis, damaging the latter. One
 hundred vessels took their departure from the Welland canal, April 30, bound
 for western ports. May: The propeller Dean Richmond, Capt. Ben. Wolvin, was
 the first boat to leave Buffalo; 1, propeller Dominion damaged by collision
 with the schooners E.W. Head and Bigelow, off Point Pelee. Bark H.P. Bridge
 lost on Lake Huron. Schooner Lucy J. Latham sunk at Chicago; raised May 19.
 Schooner Ringgold capsized near Michigan City. Steamer Grecian sunk at the
 heard of Long Sault rapids. Schooner Comet sunk near Charity island; raised
 and brought to Bay City. Schooner Columbia and bark Tanner collide in
 Buffalo, damaging the latter to the extent of $500. Schooner Spaulding
 damaged by collision in Saginaw bay. Severe storm on Lake Michigan May 14.
 Scow Storm sunk at Chicago. Bark City of Painesville collides
 with schooner Monterey at Thunder Bay island. Schooner Sarah sunk at Port
 Hope, raised. Propeller Tonawanda collides with propeller Equinox at Clay
 Banks. On May 25 the bark Etowah, Capt. W.F. Campbell, arrived at Cleveland
 from Liverpool with merchandise and June 17 sailed from Cleveland for
 Liverpool with a cargo of oil. June: Scow Hirondelle sunk near Kalamazoo.
 Schooner Zephyr sunk off Long Point. Schooner J.S. Wallace sunk at Holland,
 Michigan. Bark Garry Owen sunk off Geneva, Ohio. Schooner Bermuda damaged by
 collision with scow Seit. Steamer Lizzie May capsized by collision with a
 lumber craft. Schooners Sinai and Frank Perew collide near Grand Haven,
 resulting in serious damage. Schooner Tom Downey burned near Ogdensburg.
 Schooner Consuelo sunk at Toledo. Tug Armstrong sold by Barse & Co.,
 of Bay City, for $2,500. Schooner Lady Moulton sunk on Lake Ontario by
 collision with bark Sir Edmund Head. Tug Asa Covell explodes her boilers in
 Cleveland. Schooner Reed Case, a new vessel, failed to pass through the
 Welland canal, having one inch too much beam, and was obliged to transfer
 her cargo. Propeller Arctic damaged by collision with the bark Sherman.
 Propeller Queen of the Lakes burned at Marquette. Tug Goodnow sunk by
 collision with the bark Sunnyside. Bark Nucleus sunk at Marquette. July:
 Schooners J.F. Card and Rosa collide at Black River. Tug Harrison sunk at
 Chicago. Schooner Lee damaged by lightning at Chicago. Scow Supply sunk off
 Port Washington. Tug F.A. Crawford sunk at Chicago. Propeller Nebraska
 collides with the tug Wilcox at Detroit. Schooners Whirlwind, Adirondack,
 Ellen Williams and Onward damaged by collision at Chicago. Schooner J.G.
 McCullough sunk near Bailey's Harbor by collision with bark Pensaukee.
 Propeller John Barber sunk at St. Joseph. Tugs Louis Dole and Evans collide
 at Chicago, sustaining injuries estimated at $400. Severe storm on Lake Erie
 July 10. Schooner Dolphin sunk and abandoned in the Straits of Mackinac.
 August: The bark Thumutis, Capt. Robert Dick, sailed from Cleveland for
 Liverpool with a cargo of oil. The iron side-wheel steamer Helen Brooks,
 arrived at Detroit from Baltimore, Md., en route to the Mississippi via
 Chicago. Steamer Lac La Belle sunk November 23, 1866, raised and brought to
 Detroit. Tug Robert Tarrant, barge East Saginaw, bark J.G. Masten, brig
 Lowell and schooner Catchpole damaged by collision a Chicago. Schooner L.E.
 Calvin sunk on Lake Ontario. Schooner Arab sustains injuries during a storm
 on Lake Michigan. Scow Selma and schooner Leo damaged by lightning. Tug J.E.
 Eagle burned near Bay City. Tug Dragon severely damaged by collision with
 the bark Ogarita at Buffalo. Steamer Silver Spray sunk by collision with the
 propeller Comet in the St. Clair river. Schooner Ellington sunk near Toledo
 by collision with a lumber raft. Scow William Tell burned at St. Joseph.
 Schooner Gov. Hunt lost on Lake Erie. September: The propeller Boscobel
 burned on the St. Clair river with the loss of three lives. The steam barge
 S. Clement dismantled of her machinery at Detroit and made a tow barge. The
 screw steamer Washington left the lakes for the ocean, where she had
 formerly plied. Schooner Commencement lost on Lake Michigan. Bark Nucleus
 sunk at Whitefish Point, Lake Superior. Schooner Golden Rule sunk at
 Cleveland. Steam barge Prindeville sunk at Bay City. Severe storm on Lake
 Erie September 8. Propeller Young America and schooner Theodore Percy
 collide in Welland canal. Schooner Jaspon sunk in Cleveland harbor by
 collision with a lumber barge. Propeller Elmira and schooner E. Kanter
 collide at Buffalo. Schooner Echo capsized off Charlotte. Schooner J.L.
 Gross sunk in Sault Ste. Marie river. October: Tug Traffic burned at
 Saginaw. Schooner Son & Heir total loss at Georgian Bay. Schooner
 Norway sunk at Sheboygan. Schooner Raleigh total loss at Portage bay.
 Schooner Titan a total wreck at Pentwater, Mich. Bark Water Witch sunk at
 Timber island. Barge Three Bells lost on Lake Michigan. Schooner Zephyr
 capsized near St. Joseph. Bark Favorite and schooner John
 Weeden collide near Sheboygan. Scow Ferris a total wreck on Lake Michigan.
 Schooner Sea Gull wrecked at Grand Haven. Scow Falcon total wreck on Lake
 Erie. Tug Preston Brearley sunk on Lake Michigan by collision with steamer
 Sheboygan. Propellers Hunter and Comet sunk by collision. Bark Forest King
 totally wrecked on Georgian Bay. Steamer Omar Pasha burned at Muskegon.
 Schooner Kate Buley capsized off Point au Sable. Tug Witch sunk at Saginaw.
 Schooner Comely sunk at Point Albino. Bark City of Milwaukee and bark C.K.
 Nims collide near Point Albino. November: Schooner Melvina wrecked on White
 shoal. Schooner Alfred Allen goes to pieces on Mohawk reef. Tug Kate Gerlach
 burned on Lake Erie. Schooner Eliza White sunk off Port Dover. Schooners
 White Oak and Magdalia collide on Lake Ontario. Schooner Emma lost near Blue
 Point. Live Yankee wrecked at High island. Steamer Excelsior burned at
 Portsmouth. Schooner Nora sunk near Sheboygan by collision with the schooner
 Sweepstakes. Sloop Eureka wrecked at Au Sable. Schooner Alfred Allen
 abandoned at Mohawk island. Barge Illinois sunk near Lakeport. Brig Wm. Fisk
 went to pieces at Devil river. Propeller Wenona collides with the schooner
 Fremont, resulting in sinking the latter. Bark Naomi wrecked near Manistee.
 Schooner Jessie McDonald sunk at Consecon, Ontario. The barque Wirralite
 arrived at Cleveland from Liverpool with a cargo of merchandise. December:
 Steam barge M. Groh wrecked in Sandy bay. 
 
 
 1870
 Losses During 1870. - During 1870 the total loss on
 hull and cargo amounted to $760,700; other loss $210,700; total for the
 season $971,400.
 The steam barge Empire, noted among the lost at Long Point, Ont.,
 was formerly the famous side-wheel steamer, built by Capt. G.W. Jones at
 Cleveland in 1844, and was first commanded by Capt. D. Howe. She was of
 1,220 tons burden and was the pride of the lakes, both in accommodation and
 speed. She met with but few mishaps during her career until her remains were
 cast upon a foreign shore. 
 The steamer T.F. Parks, which is enumerated among the total
 losses, was originally the Plough Boy, built at Chatham in 1851 by the
 Eberts Brothers, and was 450 tons burden. Her first route was between
 Chatham, Detroit and Malden, and afterwards between Detroit, Windsor and
 Goderich. Later she was sold to T.F. Parks, of Malden, who had her name
 changed, and in whose hands she remained up to the time of her des- truction
 by fire as she lay anchored in the stream at Detroit. 
 Departures for Europe. - On July 27, the bark
 Thermutus departed from Cleveland on a voyage to Liverpool with a cargo of
 oil and staves. She and the Wirralite, which sailed earlier in the season,
 were the only vessels to make European voyages during this season. 
 Other Events of 1870. - January 21: Navigation opened
 at Cleveland by the schooner Varnie M. Blake. April: Steamer Magnet collides
 with the schooner Commodore Perry at Detroit. Schooner Allie Thiel wrecked
 at Chicago. Schooner E.B. Ward capsized on Lake Michigan. May: Schooner
 Sanborn damaged by collision at Chicago. Bark Alice and steam barge Saginaw
 collide near Milwaukee. Bark Glenbeulah damaged by collision with the bark
 Woodruff near Long Point. Steamer Haliburton burned at the wharf at
 Haliburton, Ontario. Steamer Vampire capsized at Pigeon bay during a storm.
 Propeller Toledo disabled near Point Pelee and taken in tow by the propeller
 Olean. Scow Adair sunk at Point Pelee. June: Schooner Honest John and scow
 Skidmore collide at Chicago. Schooner Kate Bully abandoned near Sleeping
 Bear Point. Schooners Hattie Johnson and White Squall collide on Lake
 Michigan. Schooner Juliet sunk at Port Burwell. Propeller Bruno sunk near
 Welland. July: Schooner Eagle capsized on Lake Ontario and was taken in tow
 by the tug Alida. Schooner Marquette sunk by collision with the bark H.P.
 Baldwin. Propeller B.F. Wade and schooner Gertrude collide at Chicago.
 Schooner Phalarope damaged by lightning at Milwaukee.
 Propeller Guiding Star explodes her boilers at Point Maitland; seven lives
 lost. Schooner Edith sunk by collision with the propeller Bristol. Brig
 Roucius damaged by collision with the schooner Aetna near Chicago. Tug W.H.
 Wood cap- sized in Mud Lake. Barge B.C. & Co. sunk at Saginaw.
 Propeller St. Joseph and schooner E.C.L. collide at Oconto. Schooner Falcon
 damaged by collision at Kewaunee. Scow Mary Ann wrecked at Marblehead. Scow
 Henry Young wrecked on Lake Erie. Brig Marie Julie foundered near the
 Magdalen islands. Barge Schuyler Colfax sunk from injuries sustained from
 lightning. Scow Mary Eden capsized on Lake Michigan. August: Schooners
 Cambridge and Ketchum collide in Straits of Mackinac. Schooner Hippogriffe
 and bark Cleveland damaged in Chicago river. Schooners W.W. Brigham and
 Radical collide at Manistee. Propeller St. Louis injured by collision with
 schooner Atlanta at Buffalo. Schooner E.B. Gannett sunk near Oswego.
 Propeller Plymouth, schooner Barbarian and scow Ravenna collide at Chicago.
 Schooner Ralph Campbell and propeller James Fisk, Jr., damaged by collision.
 Tug Magnolia and schooner J.E. Gilmore damaged by collision at Chicago.
 Schooner Thornton sunk. Brig Helfenstein collides with propeller Mohawk in
 the Straits. Tug Nellie Mayo burned near Saginaw. Bark F. Morell collides
 with the schooner Mary Morton on Lake Huron. Schooner Oriental collides with
 three schooners in tow of the tug Murbur near Point Pelee. Tug Faranda
 explodes her boilers at Oswego. Propeller Ontonagon sunk on Lake Superior
 near the Sault canal. Propeller Free State and scow C.G. Messel collide near
 Malden. Schooner Jennie Kimball damaged by collision with piers at
 Kincardine, Ont. August: Scow Gould sunk off Cedar Point. Schooner G.L.
 Seaver and scow M.I. Wilcox collide at Chicago. September: Schooner S.V.R.
 Watson collides with the Mary Morton at Buffalo. Schooners E.S.J. Bemis sunk
 at Long Point Cut; 22, propeller Dominion sunk at Gananoque. Bark Indiana
 sunk near Erie. Scow Venture capsized at Sturgeon bay. Steamer Manitowoc and
 scow Hunter collide at Milwaukee. The steam-barge Jennie Briscoe sunk by
 collision with propeller Free State near Grosse Isle. Scow Meisel sunk at
 Detroit. Barks Board of Trade and Butcher Boy collide at Chicago.
 Scow-schooner Ellen White burned on Lake Erie. October: Barge Mohawk lost at
 Point aux Barques. Scow Union wrecked at St. Joseph. Schooner Carrington
 sunk in Green bay. Schooner Mary Ann Rankin wrecked at Port Colborne.
 Schooner Nellie Brown capsized near Sacket's Harbor. Schooner Northern Belle
 and bark City of Buffalo collide at the Straits. Schooner Buckingham sunk at
 Saginaw bay. Propeller Sun collides with the bark Levi Rawson at Chicago.
 Tug Diamond explodes her boiler at Michigan City. Propeller Shickluna burned
 at Port Colborne. Schooners Advance and Flying Cloud abandoned on Lake
 Ontario. Barge Lyre sunk at foot of Beauharnois canal. Scow Silver Cloud and
 schooner Gem damaged by collision. Brig Fannie Gardner and schooner Charley
 Hibbard collide at Chicago. Scow Emma Blake totally wrecked near the Duncan.
 Tug Ontario burned at Algonac. Wreck of the Guiding Star sold for $5,000 to
 Capt. J.N. Nicholson. Schooner Anna Henry lost near Little Point Sable.
 Canadian schooner Annie Mulvey damaged by lightning off Pt. Betsey.
 Propeller Day Light partially burned at Grand Haven. November: Schooner
 Dauntless a total wreck at St. Martin's reef. W.R. Hanna capsized on Lake
 Michigan. Schooner Ariel wrecked near Collingwood. Tug Union burned at
 Saginaw bay. Tug Allen burned at Toledo. Scow Windsor sunk at Benton Harbor.
 Schooner Dreadnaught wrecked at Grand island, Lake Superior. Schooner Darien
 wrecked on Lake Huron. Schooner Jessie wrecked at Salmon Point. Brig Mohegan
 lost at Point aux Barques. Schooner Glad Tidings lost on Lake Ontario. Scow
 Kitty wrecked at Painesville, Lake Erie. Bark Sweetheart and brig Lucy J.
 Clark collide at the Straits. Schooner A.B. Ward a total loss at Grand
 Haven. Schooner Swift a total loss at Wolf island, Lake Ontario. Propeller
 G. J. Truesdell damaged by explosion of her cylinder head.
 Scow John Lilly went to pieces at Grand Haven. Bark Badger State a total
 loss at Sleeping Bear point. Tugs Tiger and C.W. Armstrong burned at Bay
 City. Schooner Dolphin capsized near Milwaukee. December 1: Schooner Tartar
 abandoned at Point Pelee.
 Other losses for the season were as follows: Steamer Orion wrecked
 at Grand Haven. Propellers: Wabash sunk by propeller Empire State at Port
 Huron. Tonawanda foundered off Point Albino. Tugs: Stag, Challenge, Active,
 Kate Fletcher and Harrison. Bark: Sir E.W. Head wrecked in Lake Erie and
 four lives lost. Brig: Michigan wrecked at Point aux Barques. Schooners:
 Ellen Teal wrecked near Chicago. Illinois sunk by collision in Lake
 Michigan. Azoo sunk by propeller Bristol in Lake Ontario. Flora Temple
 wrecked at Racine. Norwegian lost near Oswego. Bermuda wrecked on Lake
 Superior. Joseph Cochran lost at Bailey's harbor. Britannia wrecked at Erie.
 Elyria wrecked at Erie; two lives lost. William John wrecked on Lake
 Ontario. Leviathan wrecked at Port Burwell. Jefferson wrecked on Lake
 Michigan. C.T. Richmond wrecked at Dunkirk. H.B. Steele wrecked at Point
 Betsey. Comet wrecked at Point Betsey. Horned wrecked at Good Harbor, Lake
 Michigan. Norway lost at Muskegon. Mary Morton wrecked on Long point.
 Hemlock burned on the St. Lawrence. Kelley wrecked at Windmill point, Lake
 Erie. Ben Flint wrecked on Lake Michigan. Afria wrecked on Round island,
 Lake Superior. Ostrich wrecked on Green bay. Kate wrecked near Coburg, Lake
 Ontario. D.R. Braman wrecked at Black river. Sardis Burchard wrecked at
 Point aux Barques. Hercules (barge) wrecked at Point aux Barques. Joseph A.
 Holland lost in Lake Huron with three lives.
 
 
 1871-1880
 
 [Introduction]
 
 The Great Chicago Fire, 1871 - Smoke And Disaster - Loss Of The Coburn -
 Telegraphic Communication - From The Lakes To The Mississippi - Other
 Events Of 1871 - Shipbuilding Active, 1872 - Phenomenon On Lake Ontario
 - Foundered In Mid-Lake - Old Wreck Discovered - Severe September Storm
 - Other Events Of 1872 - Loss Of The Propeller Ironsides, 1873 - Lost On
 Lake Superior - Terrible Snowstorm - Other Events Of 1873 - Destruction
 Of Steamer Brooklyn, 1874 - Other Events Of That Same Year - Loss Of The
 Equinox, 1875 - Other Fatal Losses In The Same Storm - Propeller Comet
 Sunk By Collision - Persian Burned On Lake Erie - Other Events Of 1875 -
 Burning Of St. Clair, 1876 - Other Events Of That Year - Adrift On Lake
 Michigan, 1877 - Lost On A Reef - Two Total Losses - The Lake Carriers -
 Other Events Of 1877 - Events Of 1878 - Scow Fleet Meets Disaster, 1879
 - Memorable Storm, 1880 - Loss Of The Alpena - Disaster On Detroit River
 - Foundered On Lake Huron - Other Events Of 1880.
 
 
 
 1871.
 The great Chicago fire, in which several vessels and much shipping
 and dock property were destroyed, together with elevators, etc., will long
 be remembered on the lakes. The fire broke out about 11 o'clock on the 8th
 of October, and raged without abatement until the entire business portion of
 the city was laid in ruins. From Harrison street (south) to Division street
 (north), and from the river to the lake, and four miles long
 by one wide, the flames swept everything before them, besides burning away
 into the outskirts of the city, rendering homeless 100,000 people and
 destroying $300,000,000 worth of property. About 2,500,000 bushels of grain
 in elevators were destroyed.
 On October 9 the new propeller Navarino, while lying alongside the
 North pier at Chicago, was destroyed by the great conflagration; no lives
 lost; value of steamer, $75,000. She was owned by the Goodrich
 Transportation Company. Other vessels destroyed on this date by the Chicago
 fire were the schooner Glenbula, owned by Magill and others; schooner
 Eclipse; the barkentine Fontanella, owned by Beckwith, J. D. Bothwell and
 others; the schooner Butcher Boy, owned by John Murray and others, partially
 destroyed; the Canadian bark Valetta, owned by Captain Larkin, and the
 schooner Alnwick.
 This great fire and forest fires at the same date, which ravaged
 the lake region, caused a dense smoke to overhang the lakes for a number of
 weeks, made navigation exceedingly hazardous, and many vessels went ashore.
 On October 10 the tug Despatch ran into Point aux Barques reef with five
 barges in tow. The tug was a total loss. The schooner Seneca Chief, 150
 tons, was burned to the water's edge while a fire was raging at Manistee a
 few days after the Chicago fire. She was built at Buffalo in 1846. The bark
 Major Anderson went ashore October 12 and proved a total wreck. She was
 owned by Capt. John Prindiville, of Chicago, who suffered great loss by the
 fire in that city. The Anderson for several years belonged to the Winslow
 line, and came out in 1861. She was 568 tons burden.
 Smoke and Disaster. -- The navigation upon the lakes
 during the year 1871 was attended with unusual difficulty, and rendered
 extraordinarily dangerous by the prevalence of dense smoke caused by fires
 in the forests of Wisconsin, Michigan and Ontario, which with frequent and
 severe gales, rendered disasters to shipping in that region frequent and
 destructive both to life and property.
 There were many casualties for the year, and while a great
 proportion of the number of disasters for the year occurred to sailing
 vessels, and to persons and property connected therewith, a few also fell
 upon the steam marine, with terrible severity to life and property.
 Loss of the Coburn. -- One of the greatest disasters
 of the season was the loss of the propeller Coburn, Captain Demont, of E. B.
 Ward's Lake Superior line, October 18, in Saginaw bay, whereby 16
 passengers, the captain and 15 of the crew, including every officer, except
 the second mate, were lost. There were upward of 70 persons on board, about
 40 passengers, and a crew of 35. Among the passengers were eight women and
 five children, and two families in the steerage. The Coburn was bound from
 Duluth to Buffalo with wheat and flour. Shortly after passing Presque Isle
 harbor, the wind commenced blowing from the north- east, and there was so
 much smoke on the lake that the engine was checked down, and the steamer
 held head to the wind. A few hours later the wind veered to the southwest
 and blew a terrific gale. The Coburn labored heavily, but shipped no water
 of consequence until her rudder was torn off when she drifted into the
 trough of the sea, making her roll heavily, shifting her cargo. Holes were
 cut in her bulwarks, and the crew set to work throwing her cargo overboard,
 but the waves washed over her, tore off her smokestacks, and she began
 settling. Soon the fireman's gang was stove in and the water rushed into the
 hold in immense volumes. Ten men got into one of the yawls and seven into
 the other, leaving the life-boats bottom side up, untouched. When the Coburn
 went down Captain Demont stood just aft of the texas with his hand on the
 rail. There were quite a number of persons on the hurricane deck when it
 floated off, but they were seen only a short time. The Coburn was a fine,
 stanch, new propeller of 867 tons burden, well found in every department,
 having come out in June, 1870.
 Telegraphic Communication. -- In June a matter of
 great importance to all branches of business was the
 establishment of telegraphic commun- ication between Marquette and Sault
 Ste. Marie. By this enterprise a through circuit was established between the
 iron ore regions and the lower lake ports.
 From the Lakes to the Mississippi. -- Quite a
 sensation was caused by the passage of the steamer Wisconsin from Oshkosh,
 Wis., to Prairie du Chien, via Fox and Wisconsin rivers. The trip was made
 in 60 hours, and good weather was reported the entire distance. This
 occurrence gave life to the project of connecting the waters of the
 Mississippi river and Lake Michigan by ship canal.
 Other Events of 1871. -- The propeller Raleigh
 brought down in August 51,500 bushels of corn from Chicago to Buffalo; this
 was reported to be the largest cargo of grain ever carried by a steam vessel
 on the lakes. The old Canadian propeller Cromwell, sunk by collision in the
 Straits near Mackinac island, in 1857, was raised August 28. The barge
 Marquette, which was sunk in the fall of 1870 in the Straits, was raised and
 converted into a three-masted schooner. The renowned tug Winslow took down
 from Saginaw the champion tow; it consisted of 11 lumber-laden barges, and
 against a hard wind. Freights at the close of this season were quoted as
 follows; Coal, Buffalo to Green Bay, 75 cents; ore, Escanaba to Cleveland,
 $2.75; lumber, Bay City to Lake Erie ports, $5.00 per M. March 12: Schooner
 Union sunk at Milwaukee. April 5: The Welland canal opened, and the Sault
 canal on the 6th. The steamers Olean and Orontes were the first boats out of
 Buffalo; 4, the propeller W. T. Graves was the first through arrival at
 Buffalo. By collision between the steambarge Jaques Cartier and the little
 schooner St. Joseph, in April, near Fighting island, the latter sunk; 8, the
 schooner Kingsford, bound down, sprang a leak and sunk near Waugachance
 light. The Kingsford was built at Oswego in 1856, and was owned by Chicago
 parties; 25, the towing boat S. V. R. Watson struck by schooner S. G.
 Simmons and capsized near Chicago harbor; three lives lost; 27, schooner
 Pearl wrecked at Napanee. Schooner Lucy J. Latham damaged by collision at
 Buffalo. May: Bark Lottie Wolf sunk at Milwaukee. The tug B. B. Jones
 exploded her boiler while lying at the railroad dock at Port Huron,
 instantly killing seven of the crew and injuring three. June: Tug W. A.
 Moore sunk in Saginaw bay. Schooner Resolute sunk at Erie. The propeller
 Alexander Weston caught fire at Lambton, Ont., and was burned to the water's
 edge. The Weston was a new boat of 150 tons burden, and was built at
 Wallaceburg in 1870. July: Brig Lucy J. Clark badly damaged by collision
 with the propeller St. Joseph at Chicago. Schooner Wanderer sunk at Port
 Huron. Scow Fairy capsized off Cleveland. Schooner Sweepstakes damaged by
 collision with the propeller City of Concord at Chicago. Schooner Castalia
 wrecked on Georgian Bay. Scow Advance sunk by collision with the U. S. Grant
 at Put-in-Bay. Bark St. Lawrence severely damaged by collision at Chicago.
 Bark Harvey Bissell sunk at Point Pelee. Schooner J. S. Newhouse burned off
 Grand Traverse bay; she was built in Cleveland in 1856 and measured 381
 tons. She was raised and rebuilt. The propeller J. Barber, while on her
 passage from St. Joseph to Chicago, was destroyed by fire about ten miles
 off Michigan City, Ind.; two lives were lost. While the steamer Maine was on
 her west-bound voyage from Ogdensburg, she collapsed one of the main flues
 of her boiler, at or near Brockville, on the St. Lawrence river, causing
 thereby the death of six persons. August: Schooner San Jacinto wrecked and
 sunk in Sheboygan harbor. Scow Emma Young sunk at Algonac by collision. City
 of Montreal disabled on Lake Michigan. Scow Scottish Chief wrecked on Lake
 Michigan. Propeller Tonawanda, sunk last fall near Buffalo, raised. Schooner
 Winfield waterlogged off Spider island. Schooner Winfield Scott capsized
 near Death's Door; crew taken off by the propeller G. S. Truesdell. Schooner
 St. Joseph waterlogged on Lake Huron; taken in tow by steamer Galdna.
 Schooner Geo. M. Abell wrecked at Port Burwell. Tug Swan sunk at East
 Saginaw. The Canadian scow Dunham, coal-laden, was lost on
 Lake Erie. She sailed from Cleveland August 19, in command of Captain
 Wright, with a crew of five men, all of whom were lost. The wreckage was
 washed ashore at Point Pelee. The steamer Akron, while lying at the wharves
 at Ogdensburg, was discovered to be on fire in the hold. To prevent a total
 loss of the vessel and cargo, she was scuttled and sunk; she was
 subsequently raised. The hull of the capsized schooner Stella was towed into
 Manistee by the tug Caroline Williams. She hailed from Racine, and was bound
 for Pentwater when she was overtaken by the gale. Her captain and
 half-owner, J. M. Raemunson, and crew of three were drowned. The schooner
 Winfield Scott, Capt. H. Faith, sprung a leak near Death's Door and soon
 capsized. The crew clung to the wreck 24 hours until rescued by the schooner
 Ethan Allen. The Winfield Scott was built in Cleveland, and was of 118 tons
 burden. September: Schooner New Lisbon capsized off Fairport. Bark Sunrise a
 total loss at lower end of Lake Huron. Propeller Michigan sunk opposite
 Sister islands in Alexandria bay. Schooner Clyde ashore and wrecked at Big
 Sodus. Schooner Grace Murray sunk at Erie. Schooner North Star a total loss
 on Lake Michigan. Propeller Dictator sunk by the Jay Gould at Manitou
 islands. Schooner Union sunk near Sheboygan. Schooner Miranda abandoned at
 Port Austin. Scow Duncan waterlogged and capsized near Cleveland. Schooner
 S. J. Layton sunk by the schooner Brooklyn in Welland canal. Schooner Lucy
 J. Latham sunk in Welland canal. Tug Little Rebel explodes her boiler at
 Chicago. Propeller Pacific sunk in Sault river. Barge Robin sunk at Galoo
 Rapids, St. Lawrence river. Barges Ruby and Regulator, ladened with baled
 hay, took fire in the Detroit river near Fighting island, and were entirely
 consumed with their cargoes. Propeller Dictator, while lying at the dock at
 Manitou island, was run into by the propeller Jay Gould, causing her to sink
 immediately. She was subsequently raised and taken to Buffalo for repairs.
 Steamer Free State, 949 tons burden, of Buffalo, while on her voyage down
 from Chicago to Buffalo, and during the prevalence of thick weather, struck
 on Gray's reef, Lake Michigan, and was totally lost together with her cargo.
 The Canadian scow Maggie went ashore near Goderich and proved a total loss.
 She was built in Cleveland by Sanford & Moses in 1847. Propeller
 Michigan of the Northern Transportation Line, sunk opposite Sister island,
 six miles below Alexandria bay. She was raised and repaired at the company's
 dry dock at Ogdensburg. The schooner J. L. Hurd was struck by a gale near
 the Manitous, sprung a leak and sunk; all hands were lost except the
 captain, W. O. Harrison, who saved himself by clinging to a broken spar. The
 Hurd sailed from Chicago to Buffalo on the 21st with a cargo of 28,000
 bushels of corn. Captain Harrison's wife and child were on board. October:
 Schooner Montezuma sunk by the Hattie Johnson off Saginaw bay. Schooner
 Groton stranded in the St. Lawrence river. Schooner Major Anderson total
 loss at Two Rivers Point. Bark Fontanelle burned at Chicago. Schooner Levant
 wrecked off Sheboygan; six men drowned. Schooner Alnwick burned at Chicago.
 Schooner La Petite lost on Lake Huron. Schooner Geo. J. Whitney sunk at
 Sugar island reef. Schooner John Burt sunk at Leland Rock, Lake Michigan.
 Bark H. C. Winslow wrecked on Lake Michigan. The brig Mechanic, Capt. Henry
 McKee, bound for Chicago coal laden, was struck by a squall and foundered
 with all hands on Lake Michigan. Bark J. C. King sunk at Buffalo. Steamer
 Dean Richmond burned at St. Mary's river. Tug Eclipse burned at Lakeport,
 Lake Huron. Schooner Maggie Thompson sunk at Port Huron. Schooner R. P.
 Mason in tow of the tug Leviathan, capsized and five lives lost. Schooner
 Plover, of Cleveland, which left Duluth October 7, with 18,000 bushels of
 wheat, when abreast of Whitefish Point struck and sunk. Schooner La Petite,
 Capt. O. B. Smith, of Huron, Ohio, was overtaken by a gale on Lake Huron.
 She was bound from Alpena to Huron with a cargo of lumber. The storm drove
 her from her course and the seas swept her entire deck-load
 overboard, after which she sprung a leak and capsized. Schooner Olivia,
 Captain Bradbeer, from Mill Point to Oswego, capsized on Lake Ontario. The
 crew hung to the sides of the schooner until they got the small boat loose,
 when they all got in and drifted ashore seven miles down the lake; the
 schooner sunk. Schooner R. P. Mason while being towed to Little Traverse by
 the tug Leviathan, capsized and five lives were lost. The sea was so rough
 that the tug cut her loose, after which she immediately capsized and drifted
 ashore. Steamer Dean Richmond, 1,416 tons burden, of Buffalo, while on her
 voyage from Lake Superior to Buffalo, and at the time lying at anchor in Mud
 lake, a part of the Sault Ste. Marie river, was totally destroyed by fire.
 The vessel was valued at $75,000 and the cargo lost at $44,480, making a
 total loss of $119,480. By this disaster but one life was lost; the
 passengers and crew reached the shores in the small boats. November:
 Schooner Kate Brainard ashore and wrecked at Kincardine, Ont. Propeller
 India sunk at Lake George. Schooner Juliette sunk on Lake Erie. Scow H. G.
 Williams capsized and foundered at Cleveland; two lives lost. Schooner M.
 Courtright abandoned near Racine. Schooner R. P. Mason capsized and drifted
 on a reef in Little Traverse bay. Propeller Roanoke disabled at Long Point.
 Scow Curlew wrecked at Port Hope. Bark Twilight went ashore near Port
 Sanilac, Lake Huron, November 18, and all hands except two perished.
 Schooner Wm. Sanderson sunk on Lake Ontario. Schooner E. M. Portch went
 ashore on Beaver island, Lake Michigan, and was pulled off, but sunk when
 about two miles away. The crew escaped in the small boats. Steamer Meteor,
 while making Put-in-Bay, struck a boulder near Gibralter Point, and sunk in
 seven fathoms of water. By collision between the schooner E. B. Allen and
 bark Newsboy off Thunder Bay light, the former was sunk. Schooner Eli Bates,
 which cleared at Cheboygan with a cargo of wheat consigned to G. S. Hazard,
 foundered in Lake Erie, between Conneaut and Ashtabula, and nine persons
 perished. The Canadian schooner Pearl, 97 tons, went ashore at Napanee; she
 was subsequently named the Absalom Shade. Schooner Almeda, Capt. Charles
 Hanscom, of Buffalo, bound for Toledo with 200 tons of hard coal, went
 ashore near Manson dock; the force of the waves was so great that the vessel
 was thrown high and dry upon the beach, and the crew walked ashore. Steamer
 Evergreen City, 797 tons burden, of Buffalo, while on her westward-bound
 voyage from Buffalo, November 18, went ashore in a gale on Long Point, Ont.;
 the vessel and cargo considered a total loss. Bark P. C. Sherman was driven
 ashore at Long Point and rolled over. The crew left the vessel in a small
 boat and were driven out into the lake, where they lost their lives. Brig
 Frontier City went ashore near Kincardine, Ont., and proved a total loss.
 She was constructed on the hull of the brig Canton in 1860; the crew were
 saved. Schooner Charger, which was supposed to have gone down on the night
 of the Coburn disaster, was over four weeks in making the passage from
 Oswego to Milwaukee. Schooner Nomad sunk off Presque Isle. Schooner Dominion
 sunk by collision with propeller Dromedary at Hamilton. Schooner E. B. Allen
 sunk by collision with bark Newsboy off Thunder Bay. Schooner Jessie
 Anderson sunk at Long Point cut. December: Schooner Myra sunk on Lake Erie.
 Schooner Challenge sunk at Sheboygan. Schooner Dacotah abandoned on Lake
 Erie; cargo valued at $60,000. Schooner Guide lost with all hands. Other
 losses of the season were the schooner Pioneer, barge Transport, bark
 Mainland, brig Lowell, schooner Dan Tindell, barge J. T. Warner, schooner H.
 T. Fairchild, schooner Gear, schooner Victoria, schooner Rosa Sterns,
 schooner W. S. Lyons, schooner Skylark, bark Excelsior, schooner J. S.
 Miner, schooner Wm. Fisk, brig Saxon, tug Ram Lewis, schooner E. Blake,
 schooner Phoebe, scow American Eagle, schooner Dane, scow Gold Hunter,
 schooner Loring, scow George Goble. The number of disasters during the
 season of 1871 on the lakes were 1,167. Of this number 225 were caused by
 collision, 280 vessels went ashore, 31 were burned, 26
 capsized, 19 foundered, 132 sprung a leak, 65 were water logged, 60 were
 dismasted, 110 lost deck loads, and 10 exploded boilers. There were many
 other disasters of a minor character which are not enumerated in the above.
 Compared with other years the record stands as follows: 1868, total number
 of disasters, 1,164; 1869, 1,914; 1871, 1,167. During the season 214 persons
 were drowned on the lakes.
 
 
 1872.
 Shipbuilding Active. - The abundant and profitable
 freight that prevailed during the season of 1871 on the lakes had a tendency
 to stimulate shipbuilding in 1872, and many large, fine vessels went into
 commission, and there was general activity in shipping circles early in
 March.
 Phenomenon on Lake Ontario. - A phenomenon of the
 most unusual kind occurred on Lake Ontario June 13, between 3:30 and 5
 o'clock. There was but little wind, and that from the southeast, and the
 surface of the lake was quite smooth. The water would rise with great
 rapidity by successive little swells for 15 or 20 minutes, remain stationary
 for a short time, then fall with the same rapid, silent, imperceptible
 manner. This occurred five or six times, and then remained stationary at the
 lowest ebb until a gale in the afternoon came up, after which it found its
 normal condition.
 The shipments of oil to the seaboard by way of the
 Erie canal, were begun in June in canal boats in tow of tugs. The experiment
 was closely watched by oil men. While it did not prove the best or most
 economical means of transfer, a great quantity of oil has passed through the
 canal since that date.
 A convention of steamboat owners Met at Cleveland,
 Sept. 24, in pursuance to an invitation issued by Cleveland vessel owners,
 and in conformity with a resolution of the executive committee of the
 Steamboat Men's National Convention, held at Washington on June 11. Thomas
 Sherlock, of Cincinnati, chairman of the committee, called the meeting to
 order and was afterward chosen president; John T. Whiting, of Detroit, and
 David I. Smith, of New York, vice-presidents; B. S. Osbon, formerly
 publisher of the Nautical Gazette, New York, corresponding
 secretary; W. L. James, of Pennsylvania, recording secretary. The convention
 met for the purpose of taking action to right certain abuses under which
 steamboat men were laboring, and resolutions were passed condemning the
 action of the supervising inspectors at their annual meetings in foisting
 upon steamboatmen certain patents and so-called improvements. Capt. J. T.
 Whiting produced evidence wherein it was shown that steamers had been
 arrested for not carrying Ashcroft's register. Mr. Whiting held that the
 courts were not inclined to impose these burdens on the shipping of the
 country, and that the Act of February 28, 1871, recommended by the
 supervising inspectors, should be repealed.
 Capt. B. S. Osbon believed that if the executive committee of the
 convention should go to Washington, make a plain statement of the facts in
 the matter, they could do much toward having the grievances remedied. These
 views were adopted by resolutions and a committee appointed.
 Foundered in Mid-Lake. - The loss of the schooner
 George F. Whitney, in September, was a peculiar one. She must have foundered
 in mid-lake, as not one of the crew of eight men were ever heard of, nor has
 the manner of her loss ever been known. Captain Carpenter was in command. A
 strange fatality seems to have hung over the Whitney for more than a year.
 She had been wrecked on Sugar island, on a trip from Buffalo to Chicago in
 1871; was released in the spring of 1872, and reconstructed, and on her
 first trip she was wrecked again at Vermilion. During the next voyage she
 was lost with all on board. It was said that while lying at dock at Chicago,
 Captain Carpenter displayed all his flags at halfmast, the American ensign
 with union down. Upon inquiry why he did this the captain explained that it
 was merely an invitation for the tugs to transfer him up the river.
 Old Wreck Discovered. - Capt. Paul Pelkey, of the tug
 Ida Stevens, on the 21st of July, discovered the wreck of the
 Westmoreland, sunk in the winter of 1855, near Manitou island. Being
 extremely cold weather, early in December, she had foundered with the
 accumulation of ice, in 12 fathoms of water. Captain Pelkey was mate on the
 Westmoreland at the time, and one of the survivors. On reaching shore he
 took bearings and followed the beach via Mackinaw to civilization. She was a
 new boat and measured 800 tons.
 Severe September Storm. - During the storm on the
 lakes, September 29 and 30, five propellers, one tug, two barks, one brig,
 18 scows, 19 barges and 47 schooners were damaged.
 Other Events of 1872. - April: Schooner William Jones
 water-logged at Grosse point. Schooner Liberty wrecked at Milwaukee.
 Schooner Eva M. Cone ashore and total loss near Port Ulao. Bark Graham
 capsized on Lake Huron. Schooner Speed ran on some piles in Kenosha harbor,
 stoving a large hole in her bottom, causing her to sink. May: Barge
 Enterprise sunk by collision at East Saginaw. Tug-steamer Compound exploded
 her boiler and sunk at Buffalo. Scow Forest Maid damaged by collision with
 the propeller Granite State. Schooner Star of the North capsized near Point
 Pelee. Barge Somerset wrecked off Monroe. Propeller Chicago water-logged at
 Buffalo. Tugboat H. P. Smith totally destroyed by fire on Saginaw river
 while towing a raft. Propeller Manistee, on her passage from Pentwater to
 Milwaukee, wind southwest, weather thick, struck and sunk the schooner
 Samuel Robinson, bound for Buffalo with a cargo of corn. The Robinson was
 sixteen years old. June: Tug Odd Fellow sunk by collision with the Mystic at
 Sandusky. Tug J. C. Ransom capsized near Tonawanda. Propeller Maine, bound
 from Ogdensburg to Chicago, with merchandise, sunk at Goose bay, six miles
 below Alexandria bay. The schooner Jamaica, Capt. David Bothwell, which
 sailed from Milwaukee June 15, was caught in a whirlwind or tornado on Lake
 Huron and immediately capsized. The crew clung to the vessel until a small
 boat from the schooner Starlight went to their rescue. The Starlight had met
 the same kind of accident a year or two before at that same place. The
 Jamaica came out in 1867 and was 318 tons burden. July: Schooner G. J.
 Whitney, wrecked at Sugar island last season, raised and taken to Detroit.
 Schooner D. L. Couch sprung a leak within 15 miles of Long Point and sunk.
 The crew were rescued by the schooner Citizen. August: Scow Snowbird sunk at
 Detroit. Steamer Ajax burned while at anchor in Saginaw bay. Propeller
 Riverside damaged by fire in the Detroit river. By the foundering of the
 schooner Louis Meeker, on Lake Huron, the captain and four of the crew lost
 their lives. The Meeker was a new vessel, and had a cargo of 22,000 bushels
 of wheat. Propeller Annie Laurie collides with a bridge at Chicago and
 sustains serious injuries. Tug Danforth was burned at the dock, Duluth. Brig
 Ocean sunk on Lake Ontario. Schooner Day Spring was struck by lightning off
 Ahnapee, and a sailor instantly killed. Schooner Black Duck foundered in
 deep water; crew saved. Schooner Fearless, Captain Speed, spring a leak off
 Whitefish Point, waterlogged and capsized. Propeller Bertachy, Captain
 Vance, took fire at the pier at Depere, August 25, and was partially
 consumed. The schooner Erie sunk at her anchor off Marblehead during the
 gale of August 30. She was owned and commanded by Capt. John Andre; crew
 escaped in the small boat. The Erie was one of the old timers, having been
 built in 1833 at Buffalo. For many years she served as a revenue cutter, and
 was afterward taken to Lake Michigan and run in the lumber trade. September:
 Tug Bemis burned near Alpena. Barges Elliott and Foster lost at Port
 Burwell. Scow Louisa waterlogged at Kingston. Barge Iron City sunk at
 Sturgeon Bay; cargo and vessel valued at $36,000. Barge Table Rock lost at
 Tawas Point. Barge Ontario waterlogged at Tawas bay. Schooner Neshoto, Capt.
 B. Gray, foundered off Sturgeon Point light, Lake Huron, in eight fathoms of
 water. Four men and one woman were drowned. The schooner Summit went ashore
 at Tawas Point; two lives lost. By collision between the propeller City of
 Fremont, Captain Jones, and the B. R. Lummis, near Northport,
 Lake Huron, the latter was sunk, the crew all being lost with the exception
 of one man, who got on board the City of Fremont just as she struck.
 Propeller Dalhousie, bound from Montreal to Chicago with pig iron and
 merchandise, was burned, September 26, forty-five miles below Niagara river,
 in Lake Ontario. The crew were taken off by the propeller City of Concord.
 The Dalhousie was owned by the Welland Railway Company. Schooner Rapid
 capsized in Lake Erie during a gale, and seven men were drowned. The Rapid
 had a cargo of 5,000 railroad ties. The schooner Orion was one of the
 victims of the storm of September 1, on Lake Erie. She was built in 1853 and
 was owned by E. Zealand, of Hamilton, Ont. The small tug Ada was burned at
 her dock on the east side of Grand island. She had been used in light work
 on the Niagara river; she was rebuilt. The passenger steamer Galena, bound
 from Alpena to Chicago, ran on to North Point reef, Lake Huron, September
 25, and became a total loss. She had a cargo of lumber, which was saved. The
 following were also lost in September: Tug: Advance. Bark: Butcher Boy.
 Brig: Montezuma. Schooners: Corsair, Lydia Case, Matthew McNair. Scows: Ned
 Robinson, Hirondelle, Granville. Barges: John H. Drake, Hunter. October: The
 tugboat L. H. Boale, while towing a vessel into the piers at South Haven,
 Lake Michigan, got the tow-line foul of her propeller wheel, which disabled
 her, and she drifted ashore, becoming a total loss. The passenger steamer
 Lac la Belle foundered about 20 miles off Racine. She sprung a leak after
 leaving Milwaukee, and the water gained so rapidly on the pumps that the
 fires were put out, leaving the steamer at the mercy of the waves. Five
 boat-loads of passengers and crew left the wreck and all reached shore;
 eight men went down with the steamer. Schooners Phalarope and Cortland
 abandoned near Rondeau. Schooner Narragansett abandoned at Hammond bay.
 Propeller China burned on Lake Ontario and sunk. Propeller Alaska, sunk at
 Malden, raised. Schooner Bessie Boalt went ashore at St. Joseph, Mich.,
 broke in two and became a total wreck. Barges Baltic and Adriatic, in tow of
 the tug Moore, parted lines in a gale and both went down with their entire
 crews off Long Point, Lake Huron. Schooner Mary Nau, Capt. S. Gunderson,
 foundered in a gale between Detroit and Pilot island. The schooners Libbie
 Nau and White Squall collided in Saginaw bay and the latter was sunk. The
 crew of the Squall, finding that all efforts to save her were of no avail,
 took to the small boat, in which for three hours they strove to reach shore,
 and on nearing it the boat capsized in the breakers and seven were lost.
 November: Barge Forest Queen lost on Lake Erie with all hands. Schooner
 Willis sunk by collision with the bark Elizabeth Jones near Point Pelee.
 Scow Idaho, sunk in Sandusky bay, raised November 22. Schooner Columbian
 damaged by collision with the schooner Smith & Post. Scow Forwarder
 sunk at Black River. Schooner Griswold lost on Lake Superior. Steamer Arctic
 frozen in at Portage lake. Steamer W. S. Ireland collides with the steam
 barge Trader at the Flats. Steamer Reynolds burned at Bay City. Propeller
 Carlington sunk below Bar Point. Schooner J. W. Sargeant abandoned. 
 
 
 1873.
 Propeller Ironsides. Built at Cleveland,
 O., in 1864. Length over 231 feet; tonnage 1,123; an elegant
 passenger propeller built for the Lake Superior line; transferred to
 Lake Michigan and lost at Grand Haven in 1873 with twenty-four
 lives.Loss of the Propeller
 Ironsides. - The propeller Ironsides sank in a furious gale near
 Grand Haven September 15, 1873. She had been built in 1864, and had been
 overhauled in the spring of 1873. The Ironsides lost control of her
 machinery, and a flag of distress was run up, but no aid was near. The last
 lifeboat left the vessel shortly before she sank, but the occupants were
 lost in plain sight of those on shore. Twenty- eight lives were lost.
 Lost on Lake Superior. - The schooner Gilbert
 Mollison was lost with all hands near the South Manitou in October. She
 sailed from Chicago October 25, and two days later, just prior to a terrible
 storm, was seen near the Manitou by the schooners Montblanc and Margaret
 Muir. The Mollison was 305 tons burden, and had come out in 1871. A small
 boat belonging to the Mollison was found at Good Harbor
 November 3. The oars were lashed, and from appearances the painter had been
 cut.
 A terrible snowstorm swept the upper lakes November
 11, doing great damage to shipping and driving all craft back to harbor.
 Fortunately the loss of life was small.
 Other Events of 1873. - In 1873 the steamers Manitoba
 and the City of Montreal formed a line between Montreal and Winnipeg, the
 Persia being also placed on the line the same year. May: Propeller Arizona
 sunk by collision with the propeller Blanchard near St. Clair Flats. June:
 Tug G. W. Farrar explodes her boiler at Port Huron and sustains injuries
 thereby. Steam barge Petronolia sunk at Sister island. July: - Canadian
 propeller Georgian damaged by fire at Ogdensburg. Propeller Philadelphia
 sunk by collision with a rock at the head of Lake Erie. Scow Alpena
 waterlogged at Cleveland. Schooners Madeira and Prince Albert damaged by
 collision in Welland canal. Schooner City of Milwaukee damaged by lightning
 at Cleveland. Schooner Northern Belle sunk by collision with schooner Annie
 Vought near Skillagalee. Schooner Ida struck by lightning at Manistee and
 injured. Tug W. B. Aldrich burned at Ludington. August: Steamer Atlantic,
 sunk in 1851 off Long Point, raised. Schooner A. Rust waterlogged by
 collision with a rock at Alpena. Propeller Meteor, sunk in Detroit river,
 raised and towed to Detroit. Schooners Flying Mist and Mary A. Wand collide
 in St. Clair river. Scow H. G. Williams ashore at Cedar Point and abandoned.
 Barge J. D. Morton lost on Lake Erie. Brig Sunbury waterlogged at Point
 Pelee. Schooners Aetna and Gifford collide off Thunder Bay island. Barges
 Sunshine and St. Clair waterlogged on St. Clair river. Schooner Maggie McRae
 sunk at Detroit. September: Propeller Passaic and bark Richard Winslow
 damaged by collision. Schooner Conquest sunk at Milwaukee. Schooner Etta
 Belle sunk off Sodus. Propeller John A. Dix damaged by collision with the
 propeller Russia. Bark Erastus Corning damaged by collision with a boulder
 at Bar Point. Bark City of Painesville damaged by collision with the
 propeller Merchant at Chicago. Prince Alfred and schooner Oriental collide
 in Welland canal. Scow-schooner Dacotah sunk at Beaver Harbor. Bark Cecelia
 sunk by collision with the schooner Oriental at Point Pelee. Schooners
 Skidmore and Argo collide near Racine. Schooners Annie Sherwood and Alva
 Bradley collide at Buffalo. Barge Juno sunk in St. Lawrence river. Scow
 Whittlesey abandoned on the piers at Cleveland. Schooners John Burt and Two
 Friends damaged by collision on Lake Erie. October: Tug Monitor sunk at
 Muskegon. Schooner Hartzell and propeller Vanderbilt collide at Chicago.
 Propeller Asia sunk at Port Colborne. Tugs Frank Moffatt and River Queen
 collide near Port Huron. Schooner Mary wrecked on Lake Ontario near
 Charlotte. Schooner T. B. Rice and Grace Whitney collide at Cleveland.
 Schooner New York wrecked at Oswego. Tug L. P. Smith damaged by collision
 with the propeller Benton. Severe storm on Lake Huron. Barge Ocean lost at
 Tawas bay. Propeller City of Boston disabled at Mackinaw. Propeller St.
 Lawrence burned at Kingston. Bark Frank Perew foundered near the South Fox.
 Steamer Vienna foundered on Lake Superior. Schooner Hippogriff and Josephine
 collide at Chicago. Schooner J. M. Nicholas sunk at Pigeon Bay. Barge David
 Morris wrecked at Leamington. Barge Globe wrecked at same place, and barge
 Saginaw sunk. Schooner Sultan wrecked at Port Hope. Schooner Champion
 damaged by collision on Lake Erie. Propeller Buckey damaged by collision
 with scow Franklin Wilcox at Cleveland. Schooner Pulaski damaged by colli-
 sion at Cheboygan. Tug May foundered on Lake Michigan. Schooner Annabella
 Chambers wrecked near Toronto. Tug Kate Reid burned in Saginaw river.
 November: Schooner R. J. Sanborn wrecked at Manitowoc. Scow E. F. Gain
 severely damaged by collision with the J. P. March. Schooner Challenge sunk
 at Milwaukee. Schooner Hamilton wrecked at South Harbor. Schooner M. D.
 Cardington sunk off Au Sable. Propeller City of Boston abandoned at
 Frankfort. Scow Rosa Ann capsized at the Flats; crew rescued by City of
 Dresden. Tug Anthony explodes her boiler at Milwaukee. Bark
 Canada, of St. Catherines, bound for South America, burned near Quebec.
 December: Schooner Granada a total loss at Mackinaw. Tug Hector wrecked at
 Sugar Loaf Point. Steam barge Cormorant stranded at Fox Point Reef.
 
 
 1874
 Destruction of Steamer Brooklyn. -- The steamer
 Brooklyn, of the Northern Transportation line, Capt. Harvey Brown, bound
 from Ogdensburg to Chicago, exploded her boilers near Fighting island, ten
 miles below Detroit, October 22. The explosion tore her apart, and she sunk
 imme- diately. Five of the steamer's nine passengers were killed, and eight
 of a crew of 21 also perished. Many of the survivors were severely injured.
 The steamer sank in about 25 feet of water, only about 6 inches of her pilot
 house remaining above water. To this nine persons clung for safety till
 released by the propeller Cuba. Eight others were picked up from the water
 by fishing yawls from the shore. The shock of the explosion threw from their
 feet all who were aboard, and most of those on deck were injured by flying
 missiles hurled in all directions. The Brooklyn was one of the fastest boats
 on the line, and could make from 13 to 15 miles per hour. She was built at
 Cleveland in 1866, and was valued at $45,000.
 Other Events of 1874. -- April: Propeller Granite
 State seriously damaged by collision with ice in St. Lawrence river. Scow
 Snowball capsized in Detroit river. May: Steam barge A. A. Turner sunk near
 Cape Vincent by collision. Schooner R. P. Mason sunk by collision near
 Manistee. Schooners J. K. Benson and M. L. Breck collide at Port Colborne.
 Tug E. M. Miller burned at Willow island. Tug Tawas explodes her boiler at
 Port Huron killing several of the crew. Schooner John J. Hill sunk near
 Lewiston. Tug Aldrich burned at Ludington. Steambarge Mary Groh sunk at
 Cleveland. Schooner Octavia abandoned at Kewaunee. June: Barge D. V. Bell
 sunk on Lake St. Clair. Schooner Enterprise capsized off Racine. Scow Dan
 Baker sunk near Cedar Point. Schooner Dolphin sunk by collision with a scow
 at Ludington. July: The S.V.R. Watson sunk at Point Pelee. Schooner James
 Platt abandoned at the Straits. Tug Ransom sunk at Sandwich Point by
 collision with the tug Urania. Propeller Merchant sunk near Milwaukee. Scow
 Maria capsized and ashore near Lexington. Tug J. F. Belin explodes her
 boiler at Buffalo. August: Schooner Wm. Hunter, sunk at Dunkirk, raised and
 towed to Buffalo. Schooner Fostoria sunk near the Detour light. Schooner S.
 V. R. Watson, sunk at Point Pelee, raised and towed to Buffalo. Scow Shaw
 wrecked at Grand River. October: Barge H. H. Brown sunk at Malden by
 collision with rocks. Barge Sherman waterlogged on Lake Erie. Schooner T. P.
 Sheldon sunk off Bar Point. Steamer Latta Bernard foundered on Lake
 Superior. Tug Favorite sunk on Lake Erie. November: Schooner Osborne
 abandoned near Port Colborne. December: Propeller Rocket sunk by ice at
 Toledo.
 
 
 1875.
 Loss of the Equinox. -- In a gale of great fury that
 swept over Lake Michigan September 10, 1875, that propeller Equinox, with
 all on board, about 25 persons, including three young ladies, was engulfed
 near Port au Sable. The Equinox left Saginaw September 5, for Chicago, with
 the schooner Emma A. Mayes in tow, loaded with salt. The gale struck them
 off Point au Sable about 11 o'clock on the night of September 10, blowing
 furiously from the northeast. The crews of both vessels were on deck. The
 Equinox began reeling from side to side, but kept making steam and going
 ahead. The gale increased. The night was pitch dark, and through the roar of
 the wind and waves Captain Lusk, of the Mayes, stated that he heard the
 sudden cry, "Cut that line," It was immediately loosened and a moment later,
 without sign of distress, the propeller careened over to the leeward side
 and went down to the depths, leaving no trace behind. The schooner ploughed
 onward and reached Chicago with the tidings Saturday morning. Two days later
 the Schooner Havana arrived at Chicago with Reuben Burr, a
 survivor of the Equinox. He had been picked up Saturday morning 80 miles
 south-southwest of Manitou island. He was floating on the pilot house and
 had been thirty-one hours on the water. Burr said the sea had been
 frightfully rough. The Equinox began to leak aft, and all efforts to keep
 out the water were in vain. The water rose rapidly, and calls were made to
 the schooner to come alongside. Burr thinks the schooner could not have
 heard the cries, as the schooner was astern several hundred feet and the
 noise was great. Some of the men started to lower the boat on the port side,
 which was down in the water. The passengers and remainder of the crew were
 aft on the fantail. Eleven of the men had entered the boat when the vessel
 went down. Burr had been forward, and, with the captain, ran to the
 starboard side to lower the boat, when the ship went from under them. The
 captain caught the gangway, and Burr and the second cook managed to climb on
 the pilot house. The sea kept washing over them, but they held on. The next
 day the cook became exhausted and slipped away. Several schooners passed by,
 and it was not until Saturday morning that Burr was discovered by the Havana
 and rescued. The Equinox belonged to the Grand Trunk and Sarnia line.
 Other Fatal Losses in the Same Storm. -- The
 propeller Mendota and one of her consorts, the Evening Star, foundered in
 the same storm on Lake Michigan, with a loss of 12 lives. The Mendota and
 two barges, Morning Star and Evening Star, loaded with coal at Buffalo for
 Chicago, and left September 1. There were twenty persons aboard the
 propeller, including the captain's wife and the steward's wife. Early Friday
 morning, September 10, 1875, the Morning Star broke adrift. The arches of
 the propeller broke away, and she began to make water. About eight miles
 east of Point Sable they let go the other barge. The sea was running so high
 that the two life-boats could not be launched, and when the propeller went
 down eight of the crew reached one of the boats and were saved, among them
 Captain Fairbanks. William Crossthwaite, son of the owner, had a miraculous
 escape. He clung to a fragment of the hurricane deck, and after he had been
 in the water nearly 50 hours was picked up Sunday afternoon by the bark
 Naiad. When the Mendota let go the barge Evening Star, the latter was
 leaking. Two pumps were started, but when eight hours later Capt. James
 Bennett found that in spite of the vigorous pumping there were seven feet of
 water in the hold, he called all hands and told them they would have to
 abandon the barge. Up to this time she had answered to her helm, but now
 became unmanageable. The one boat, fifteen feet long, was launched and the
 entire crew of seven got away. Though the seas ran high, and the water had
 to be constantly bailed out, the boat was kept afloat till she reached
 shore, 27 hours later, at Amsterdam, Wisconsin.
 Propeller Comet Sunk by Collision. -- The propeller
 Comet was struck by the Canadian steamer Manitoba near Whitefish Point, Lake
 Superior, August 26. The collision happened about 8:40 o'clock in the
 evening. The Manitoba struck the Comet about 15 feet from her stern on the
 port side, and the shattered vessel sank within three minutes. During the
 excitement several of the crew of the Manitoba jumped aboard the Comet, but
 luckily returned quickly to their own vessel. Of the Comet's crew of 20, ten
 were lost. The Manitoba, which was bound up, returned with the survivors to
 the Sault. The Comet was owned by Hanna & Co., of Cleveland, and was
 valued at $25,000. She was 18 years old, having been built in Cleveland in
 1857.
 Persian Burned on Lake Erie. -- The fine four-masted
 propeller Persian, laden with grain from Chicago to Buffalo, burned and sank
 10 miles east of Long Point, Lake Erie, August 26. She was built at
 Cleveland in 1874 at a cost of $125,000, and was registered 1,630 tons.
 There was no loss of life.
 Other Events of 1875. -- April: Steamer Eighth Ohio
 sunk at Detroit. Schooner Granada, wrecked at Oswego, sold. Steambarge East
 Saginaw sunk off Harrisville. Lighthouse at Port Maitland destroyed by fire.
 May: Steambarge Swallow severely damaged by collision with the
 Fred Kelley at Toledo. Barge H.G. damaged by lightning off the Charities.
 Scow Maria sunk at Nine Mile Point. Schooner D.B. Wright capsized off South
 Haven. Schooners Scotia and Ontario collide near Forestville. Schooner Nina
 sunk on Lake Huron. June: Scow Hugh Caine sunk at Cleveland. Schooner Spray
 capsized off South Haven. Bark Cleveland abandoned at Pilot island. Steamer
 City of Sandusky collides with the barge Trader at Cleveland and sustains
 injuries. Severe storm on Lakes Erie, Michigan and Huron. Schooner C.
 Hillson disabled near Point Pelee and taken in tow by the steambarge St.
 Clair. Schooners Seaton and Morning Light collide at Point Albino. Schooner
 Petrel and scow Magdalene collide off Racine. Schooners Emmeline and R.
 Simmons collide off Grand Haven. July: Schooner Q.A. Gilmore sunk at
 Cleveland. Propeller Winslow disabled on Lake Superior and taken in tow by
 the tug Wilcox. Scow Juno sunk on Lake Erie. Schooner Elva capsized near
 Milwaukee. Scow Dixie burned on St. Clair river. Schooner Dan Marble sunk at
 Long Point. Schooner Sasco damaged by collision with schooner Hutchinson.
 Schooners Emma Mayes and Woodruff collide at Chicago. Steamer Northwest
 disabled on Lake Erie by accident to her engines. Scow Morning Lark capsized
 and sunk near Detroit. Steamer Dominion burned near Buffalo. Tug Cygnet
 totally wrecked near East Saginaw by explosion of her boiler. August: Barge
 Braley, in tow of propeller Allegheny, wrecked on Lake Erie. Schooner Pride
 of America waterlogged at Point Pelee. Barge D.K. Clint and propeller
 Pacific collide at Port Huron. Schooner Rosa Belle capsized near Grand
 Haven. Schooner J.F. Card wrecked at Vermilion Point. Schooner Dick Somers
 damaged by lightning to the extent of $1,000. Scow C.G. Meisel waterlogged
 at the Charity islands. Schooners Toledo, Buena Vista and Conquest wrecked
 near Milwaukee. Schooner Niacaragua, sunk near Chicago in 1864, raised.
 Canadian steamer Algerian sunk at Split Rock; several lives lost. Tug
 McClellan damaged by fire to the extent of $5,000. Schooner Mariner sunk
 near Centreville. Scow Mayflower sunk off Kelley's island. September: Barge
 Globe waterlogged near Dunkirk. Schooner Ottawa sunk in Sarnia bay by
 collision with propeller Annie L. Craig. Tug U.S. Grand burned at Fox
 island. Schooner Onondaga sunk near Chicago. Schooner Wm. Young sunk in
 Detroit river. Commodore Perry's flag ship Lawrence, sunk at Erie 62 years
 before, raised. Bark City of Buffalo sunk at Port Huron. Schooner Marion
 Egan sunk by collision with schooner E.R. Williams. Schooner Emeu sunk at
 Tawas bay. October: Schooner St. Andrew sunk near Ranney's Bend. Schooner
 Grace Sherwood sunk at Port Burwell. Tug Miller explodes her boiler and
 sinks in Thunder Bay. Schooner Jennie Graham sunk in the Welland canal.
 November: Schooner Geo. Worthington sunk near St. Helena. Tug Swan burned at
 East Saginaw. Schooner City of Milwaukee sunk in Lake Huron. Schooner
 Wacousta waterlogged near the Manitous. Propeller Mohawk burned at Buffalo.
 Schooner A.M. Beers sunk at Manistee. Schooner Parana waterlogged and
 abandoned by the crew on Lake Michigan. December: Steamer Phil Sheridan
 burned near Buffalo. 
 
 
 1876
 Burning of the St. Clair. - The steamer St. Clair
 burned to the water's edge while off Fourteen Mile Point, between Ontonagon
 and Portage Lake Ship canal, about 2 o'clock Sunday morning, July 9. She had
 a crew of 15, and 16 passengers were aboard. Of this total 26 were lost. The
 fire was first discovered in the steamer's hold, and the flames spread so
 rapidly that the engineers were driven from their posts before the hose
 could be attached. The fire enveloped all the boats except a large yawl. As
 it touched the water, there was a rush for the boat, and it immediately
 capsized. It was righted and capsized six times, and, when finally kept
 right side up, contained only four of the crew. They ripped up the seats and
 used them for paddles and cruised about in reach of the unfortunate
 passengers. Only two were picked up, one of whom was dead.
 Among the saved was Capt. Robert Phineas. When the fire broke out the St.
 Clair was five miles from shore. Most of the passengers put on life
 preservers, but the water was extremely cold and they soon perished. The St.
 Clair was brought out as a steambarge in 1866 at Algonac, and had been
 transformed into a steamer in 1875. She belonged to Ward's Detroit &
 Lake Superior line, and was on her down trip from Duluth. 
 Other Events of 1876. - January 4: Navigation still
 open at some Lake Erie ports. February: Propeller Depere disabled on Lake
 Michigan. April: Tug S.S. Coe burned at Port Austin and sunk in eleven feet
 of water. May: Schooner Thomas C. Street capsized near Long Point; crew
 rescued by the propeller Vanderbilt. Tug Enterprise sunk by collision with
 the Colossal. Schooner Young America struck by lightning at Cleveland.
 Propeller Calabria sunk near Port Maitland. Schooner Mary Grover sunk at the
 same place. Schooner Belle McPhee sunk off Collingwood. Schooner Australia
 sunk at Muskegon. Schooner Mediterranean sunk at Niagara river. Propeller
 Gordon Campbell and schooner Jane Bell collide off Thunder bay. Schooner
 Falcon sunk at Detroit. June: Tug Thos. A. Tillinghast burned near Erie.
 Schooner Libbie Nau waterlogged off Menominee. Bark Great West sunk at
 Chicago. July: Schooner Florence a total wreck at Free Soil. Schooner
 Eveline waterlogged near Girard. Steamer R.N. Rice and schooner E.M.
 Carrington collide near Cleveland. Lighthouse at Port Dalhousie burned.
 August: Tug Standard severely damaged by fire at Cleveland. Schooner Laura
 sunk near Oswego. September: Barge Wyoming sunk at Port Huron. Tug C.M.
 Farrar sunk at Port Huron. Schooner C.H. Walker foundered on Lake Huron.
 Barge Rio Grande waterlogged at Sand Beach. Steamer Lady Franklin burned at
 Amherstburg, Ont. Schooner T.B. Rice waterlogged at Sand Beach. October:
 Schooner Acorn sunk at Sand Beach. Schooner Mockingbird a total loss at Long
 Point. November: Scow Perry White, sunk at Fairport, sold. Schooner S.F.
 Gale sunk near Cleveland. 
 
 
 1877
 Adrift on Lake Michigan. - During a severe storm
 November 8 and 9, the bark Great West, bound from Caseville for Chicago with
 lumber, became waterlogged off Waukegan. She lost her deck-load and yawl
 boat, and in that condition drifted along at the mercy of the winds. A raft
 was built on the evening of the 10th, and the crew of seven, who had been
 two days without food, boarded it and pushed away for the purpose of making
 land. But the wind shifted and the frail raft drifted northeast under a
 stiff breeze. All night they drifted and in the morning land was out of
 sight. Relief fortunately came from a fishing tug, the Black Maria, which
 had gone out to set nets. 
 Lost on a Reef. - The schooner Berlin, of Buffalo,
 struck the reef one mile above Grindstone City in the gale of November 8,
 and went to pieces. Four of the crew of six perished; two were drowned and
 two died from exposure while clinging to the wreckage. The Berlin was loaded
 with lumber from Marblehead to Bay City.
 Two Total Losses. - Two losses which created
 considerable discussion during the closing of the season of 1877 were those
 of the schooners Kate L. Bruce and the Magellan. The Bruce and two other
 schooners were cut off from the tug Johnson off Four Mile Point, Lake Huron,
 during the storm of November 8. The Bruce was never heard of again, except
 that her yawl boat was picked up off Thunder Bay. The Magellan went down in
 Lake Superior, and it was suspected she had been struck by some unknown
 vessel.
 The Lake Carriers. - The season of 1877 was a better
 one for the carriers than 1876. A few large owners made good margins, but no
 one was known to have cleared any large sum on sail craft. The long ice
 blockade in the Straits was a hindrance, and the up freights were
 unprofitable. 
 Other Events of 1877. - March 18: Steamer Powerful
 burned at Quebec. April: Tug Belle King sunk at Peach Point. 
 Schooner Velocipede capsized and broken in two near Racine. May: Schooners
 R. J. Gibbs and Pelican sunk by collision with propeller Colorado in St.
 Clair river. Schooner Francis Berriman sunk on Lake Huron by collision with
 propeller David W. Rust. Schooner J. P. Chapin sunk at Chicago. Tug Wm. H.
 Pringle burned near Port Huron. June: Schooner Skylark sunk in Alexandria
 bag, St. Lawrence river. Propeller City of New York collides with the
 schooner America on Lake Superior. Propellers Maine and Commodore collide in
 St. Clair Flats canal. July: Scow Grand Army capsized near Kelley's island.
 Barge Dart burned at Sandwich, Ont. Steamers Cutler, Jr., and Centennial
 damaged by fire at Grand Haven. August: Schooner Bolivia sunk at the Harbor
 of Refuge. Schooner Lillie Parsons, sunk in the St. Lawrence river,
 abandoned. September: Steamer Francis burned near Sorel. British schooner
 China, sunk at Rondeau, is raised. scow Lydia Mac sunk near Port Stanley.
 October: Schooner Nettie Weaver wrecked near Kincardine. Scow St. Joseph
 sunk in Lake St. Clair by collision with schooner America. Schooner Eliza
 Turner wrecked at Long Point. Propeller Badger State and schooner Helen
 Blood collide in a fog off Port Huron. Propeller Tioga burned off Point
 Pelee. Propeller City of Toledo sunk near Alexandria bay. Steamer Chief
 Justice Waite damaged by collision at Put-in-Bay. November: Bark City of
 Tawas ashore and a total loss at St. Joseph. Barge Hickory sunk off
 Leamington, Ont. Schooner Ben Franklin ashore and total loss at Canby reef.
 Schooner Alma sunk at Port Hope. Lady Dufferin sunk at Erie, raised.
 Schooner C. North waterlogged at Chicago. Seventh Ohio wrecked at Chicago.
 Schooner Empire State ashore and total loss at Thunder Bay. Schooner Berlin
 ashore off Grindstone City; several lives lost. Schooner J. T. Miner a total
 loss at Caseville. Tug Thomas Thompson burned on Lake Erie.
 
 
 1878.
 Events of 1878. - The season of 1878 was a good one
 for the regular propeller lines on account of the large amount of
 merchandise shipped from Eastern cities by canal and lake. For sail craft it
 was an unsatis- factory year. March: Schooner G. C. Breed sunk off
 Manitowoc. April: Brig Express sunk by collision with the steamer John A.
 Dix on Lake Michigan. Schooner Eagle Wing sunk off Bar Point by collision
 with a rock. May: Barge Lathrop sunk by collision with a tug at Lime Kiln
 Crossings. June: Schooner Tuscola wrecked near Glencoe. Schooners Peshtigo
 and St. Andrew sunk near Cheboygan. Propeller Montgomery burned at Point
 Edwards. July: Schooner Portage sunk off Port Rowan. August: Propeller Java
 sunk off Point au Sable. October: Scow Mary Garrett severely damaged by
 collision with propeller Blanchard. Schooner Daniel Lyons sunk on Lake
 Michigan by collision with schooner Kate Gillett. Steam barge Oakland sunk
 at Ashtabula. Schooner J. G. McGrath foundered off Long Point. The schooner
 Correspondent wrecked off Dunkirk. November: Barge J. H. Ritter wrecked near
 Ludington. Schooner D. R. Owen ashore and sunk at Manistee. Bark Woodruff
 went to pieces at Whitehall. Barge Erie total loss at Hamburg. Barge
 Isabella went to pieces at Put-in-Bay. Tugs Peck and Mystic went to pieces
 at Cockburn island. Schooner James R. Bentley foundered on Lake Huron, and
 the Schooner Aetna foundered on Lake Michigan.
 
 
 1879.
 A Scow Fleet Meets Disaster. - Serious disaster
 overtook a fleet of four tugs, three dredges and 18 scows, which left Cape
 Vincent November 17, for Buffalo. They encountered a terrific gale on Lake
 Ontario. Most of the tugs cut loose from their tows and many were beached or
 sunk. They were near Oswego when the snow storm reached its height. About 12
 lives were lost. One dredge, two derricks and ten scows were wrecked.
 Loss of the Waubuno. - The most serious disaster of
 1879 was the loss of the Canadian steamer Waubuno, which foundered on
 Georgian Bay in November, with a loss of thirty lives. The
 manner of her destruction is unknown. Other loss of life during the season
 brings the total up to about 50.
 The series of storms which swept over the lake from
 November 15 to November 24, 1870, proved unusually destructive to vessel
 property and life. Within those dates no less than 65 vessels met with
 disaster exclusive of the dredging fleet. With one or two exceptions the
 mishaps were all due to heavy weather.
 From the shipowner's standpoint the season of 1879 was generally a
 good one.
 Other Events of 1879. - March 7: Scow Restless, of
 Racine, wrecked at Ludington. May 21: Schooner Kate Richmond raised and
 taken to Cleveland. June 21: Tug Satellite sunk off Whitefish Point. July:
 Scows Butcher Boy and S. B. Conkling damaged by lightning at Cleveland.
 September: Steamer Bertschy wrecked off Port Austin reef; steamer Geo. S.
 Frost burned at Erie. October: Tug Starkweather sunk on Lake Erie, near
 Cleveland; schooner Wm. B. Ogden sunk at Goderich, Ontario; schooner O. M.
 Bond sunk at Sand Beach; schooner Eliza Garlach, sunk on Lake Erie, raised
 and towed to Cleveland. November: Schooner Gold Hunter, ashore at Thunder
 Bay reef, went to pieces; schooner C. G. Breed capsized near Point Pelee;
 several lives lost, among whom was Capt. Harry Rose, of Detroit; schooner
 Sumatra wrecked off Cleveland; schooner Wacousta stranded at Presque Isle;
 schooner W. B. Phelps ashore near Glen Arbor and a total wreck; five of crew
 drowned; schooner Two Fannies went to pieces at Elk Rapids; steamer City of
 New York waterlogged at Ludington; steamer John A. Dix sunk at Manistee.
 
 
 1880.
 A Memorable Storm. - One of the storms that have
 great cause to be remembered in lake-shipping circles swept over Lake
 Michigan October 16, 1880. The weather on October 15 was warm and pleasant,
 the thermometer ranging from 60° to 70°. Light northerly
 winds prevailed over Lake Superior and southerly over Lake Michigan. The
 storm began about midnight on the 16th with easterly shifting to
 southwesterly winds at the Straits of Mackinac, and southwesterly from Grand
 Haven southward. Violent southwesterly gales on Lake Michigan raged all day
 of the 16th and part of the 17th. The temperature dropped from 65°
 to the freezing point, and snow fell as far south as Chicago. The loss of
 life was very great, nearly 100 souls going down on the Goodrich liner
 Alpena, Grand Haven to Chicago. This vessel was last seen about 30 miles
 from Chicago. In all about 90 vessels were wrecked or badly damaged, and 118
 lives were lost as the result of this storm.
 Loss of the Alpena. - The greatest lake disaster of
 1880 was the loss of the Goodrich line steamer Alpena, which went down on
 Lake Michigan October 16, during the severe storm alluded to above. the
 Alpena left Muskegon and Grand Haven on the evening of the 15th for Chicago
 with a fair passenger list. She had been sighted several times up to the
 following morning. Then, after several days of uncertainty and suspense as
 to her fate, wreckage drifted ashore near Holland. The Alpena was in command
 of Capt. Nelson Napier, who had a crew of about 22. The passenger list was
 about 35. A number of bodies were recovered, and the wreckage was strewn
 along the shore for a distance of 70 miles.
 Disaster on Detroit River. - The new pleasure steamer
 Garland came in collision with the elegant steamyacht Mamie just below
 Grassy Island light on the Detroit river July 22. The bow of the Garland
 struck the Mamie just back of the wheelhouse and rode right over her
 amidships. There was some delay in launching a lifeboat from the Garland,
 and, before it had cleared, the Mamie went down; of the 24 persons aboard 17
 were lost. On the Mamie was a party consisting of Rev. Father Bleyenberg, of
 Holy Trinity Church, Detroit, 16 lads, who acted as acolytes or altar boys
 of the church, and a few friends. She was returning to Detroit from a trip
 to Monroe. On the Garland was a large party of Detroit Stove Works
 employees.
 Foundered on Lake Huron. - The Canadian propeller
 Simcoe left Chicago November 19 bound for Collingwood and sank
 on Lake Huron during a gale about noon, November 24. The decks were
 constantly flooded and the fires were extinguished at 9 o'clock on the fatal
 day. It was impossible to make sail, and the crew worked manfully at the
 pumps and at lightening the vessel. When she commenced to founder an attempt
 was made to launch the lifeboat, but before it got free the propeller went
 down stern foremost. The upper deck and pilot house floated, but were
 quickly broken into fragments. The mate and two of the crew succeeded in
 freeing a yawl and rescued two floating sailors. They were benumbed by the
 cold and water, but succeeded in rowing ashore, a distance of 15 miles,
 landing at Providence bay. They were badly frozen when they reached shore. A
 number of lives were lost.
 Other Events of 1880. - Barge Emerald sank in Saginaw
 river. Schooner Athenian totally wrecked at Oscoda. Schooner Z. G. Simmons
 sunk at Manistee by collision. Canadian schooner New Dominion filled with
 water and sank at Buffalo. May: Schooner Albatross sunk in the Welland
 canal. Propeller Maine burned at Port Huron. July: The Propeller Cleveland
 took fire off Charity islands and became a total loss. The canal schooner
 City of Green Bay returned to the lakes after being absent on salt water for
 several years. During that time she visited various ports in Europe and in
 South America. August: Schooner Consuelo, sunk at Kelley's island,
 abandoned. Tug D. McFarland sunk near Port Maitland. Barge Saginaw wrecked
 on Lake Erie. Steamer Henry Chisholm launched at Cleveland; said to be the
 largest boat on the lakes. Steamer Marine City burned near Alcona.
 September: Schooner Hetty Taylor, sunk near Sheboygan, abandoned. Schooner
 Ida Bell waterlogged on Lake Erie off Cleveland. Schooner Abbie L. Andrews
 severely damaged by collision with the dock at Port Huron. Schooner Jane
 Bell wrecked near Geneva, Ohio. Tug Jerome sunk by explosion at Grand Haven.
 Schooner Harvest Queen foundered on Lake Huron. Tug Katie sunk by collision
 at Black Rock harbor. Tug Challenge burned at East Saginaw. Schooner America
 sunk by collision at Two Rivers. October: Propeller Wm. J. Livingston
 foundered near entrance to Sturgeon bay. Schooner Ardent a total loss at
 Hedgehog harbor, Green bay. Steambarge Trader waterlogged and towed to Grand
 Haven by the steambarge S. C. Hall. Tug Toledo sunk at Bay City. Schooner
 David A. Wells foundered in 50 feet of water near Chicago. Schooner Melvina
 sunk in St. Clair canal. Steamer Alpena wrecked on Lake Michigan. Scow Iasco
 sunk at Ashtabula. Propeller Canisteo sunk by collision with the George
 Murray off Waugoshance. Schooner Tranchemontague totally wrecked at Oswego
 by collision with the piers. Schooner Sweetheart sunk near St. Clair river.
 November: Schooner Willard wrecked at St. Joseph by collision with the
 piers. Schooner Norway foundered near Belleville. Barge Orontes sunk at
 Toledo by collision with barge McGilver. Propeller Jarvis Lord sunk near
 Toledo. Barges Eldorado, Wesley and Bay City foundered near Erie. Schooner
 Falmouth foundered at Buffalo. Barge Dictator sunk on Lake Erie. Schooners
 Annie Wright, American and Mont Blanc frozen in at Maumee bay. Tug Uncle Sam
 sunk at East Saginaw. Tug Annie, of Chicago, sunk on Lake Michigan.
 
 
 1881-1890
 
 [Introduction]
 
 Fatal Collision, 1881 - Other Events Of That Year - Appalling Casualty,
 1882 - Loss Of The Clayton Belle - Burning Of The Manitoulin - Loss Of
 The Collingwood - Other Events Of 1882 - Season Of 1883 - Three Great
 Storms - Most Disastrous Loss - Loss Of The Wells Burt - The Ackley Goes
 Down - Barge Austin Founders - Other Events Of 1883 - Loss Of The New
 Dominion, 1884 - Other Events Of That Year - Wreck Of The Agoma, 1885 -
 Belle Isle - Cost Of Winter Navigation - Improvement Of Niagara Falls -
 Orphan Boy Lost - Casualties Of 1885 - Record Of The Onoko - Other
 Events Of 1885 - Great Storms In 1886 - Other Events Of That Year -
 Terrible Gale Of October 3, 1887 - Greatest Disaster Of The Season -
 Thrilling End Of The Arizona - Steamer Champlain Burned - Loss Of The
 Walters - Sinking Of The Theodore Perry - Loss Of The Niagara - Accident
 At A Launch - Statistics - Other Evens Of 1887 - The First Whaleback,
 1888 - Loss Of An Unlucky Vessel - Wreck Of The St. Clair - An Old Timer
 Disappears - Season Free From Disasters - Statistics - Other Events Of
 1888 - Schooner Merrick Sunk, 1889 - Capsized For Third Time - A
 Prosperous Year - Encountered A Waterspout - Other Events Of 1889 -
 Shipbuilding Record Surpassed, 1890 - Many Vessels Stranded - Loss Of
 The Annie Young - Steamer Mackinac Goes To The Atlantic - Other Events
 Of 1890.
 
 
 
 1881.
 A fatal collision occurred early on the morning of November 12,
 this year, about 12 miles off Dunkirk. The new iron steambarge Brunswick
 with coal, Buffalo to Duluth, ran into the schooner Carlingford, loaded with
 wheat, Duluth to Buffalo. The Carlingford was struck on the port side just
 opposite the foremast, and sank head foremost in about 20 minutes. One of
 its crew, having run back just as the vessel sank, was lost. The others
 escaped in the boats. The Brunswick burst in her bows, broke in tow and went
 down about eight miles off Dunkirk. The crew of 15 took to the two boats,
 but one capsized and three of its occupants were lost. The Carlingford was
 built at Port Huron in 1869. The Brunswick was only a few months old; she
 was valued at $150,000, was 1,100 tons and had been built by the Detroit Dry
 Dock Co.
 Other Events of 1881. - June: The St. Albans sunk on
 Lake Michigan off Milwaukee. April: Steamer Desoronto sunk near Chicago.
 Steambarge Hilton water- logged off Point au Sable. Schooner A. F. Gay sunk
 at Ottawa Point. Schooner May Richards sunk at Lime Kiln Crossing. Scow
 Kittie sunk at Cleveland. May: Barge Tecumseh sunk near Port Huron, Scow
 Mollie sunk at Sarnia. June: Schooner Sunnyside, sunk at Port Huron last
 fall, raised and towed to Cleveland. July: propeller Oceanica launched at
 Bay City; cost complete $110,000; larger than any boat previously built on
 the Saginaw river. Steambarge B. T. Burroughs burned near Chicago. July:
 City of Winnipeg burned at Duluth. August: Schooner Monsoon sunk at Chicago.
 Tug A. B. Ward exploded at Chicago. September: Towbarge Northern Light
 abandoned at Harrisville. Steamer Westover sunk at Au Gres river. Steamer Columbia foundered on Lake Michigan. Schooner Victor
 sunk in Detroit river by collision with steambarge Macy. Schooner Minnie
 Blakely sunk near Point Ann. Schooner M.L. Canfield foundered off Barr
 Point. Tug Martin Swain sunk in Detroit river by collision with the J.
 Gould. Tug Jerome sunk near Baby's Point. Schooner Thomas Kingsford sunk at
 Wellington, Ont. Schooner Ontario sunk off Port Porter. Schooner Regina
 foundered off Cove island. Schooner C.K. Nims sunk off Barr Point. Wreck of
 schooner Sweetheart sold to Capt. O. Hill. October: Propeller Clarion sunk
 at Lime Kilns. Schooner Erie Queen sunk at Oswego. Tug Minnie Morton sunk at
 Bois Blanc island. Tug Toronto Belle sunk at Toronto. Schooner Jennie Bell
 capsized and sunk near Chamber's island. November: Schooner A. Plugger
 ashore and sunk near South Haven. Steamer Brunswick collides with schooner
 Carlingford near Dunkirk and both sunk; seven lives lost. Schooner E.P.
 Boyce waterlogged at Kenosha Point. Schooner Comanche sunk in Welland canal.
 Schooner H.A. Lamars capsized off Fairport. Schooner Wm. B. Ogden sunk at
 Oscoda. Propeller Middlesex burned at Piquamery Point. Barge Cyclone sunk at
 Tonawanda. Barge H.M. Baker waterlogged at Cleveland. Barge Joseph
 waterlogged on Lake Erie. Schooner G.D. Norris waterlogged at Beaver Harbor.
 Steamer Northern Queen wrecked at the mouth of Manistique river. Propeller
 Lake Erie sunk by collision with propeller Northern Queen off Poverty
 island. December: Schooner De Dondres sunk Omena. 
 
 
 1882
 Appalling Casualty. - The most appalling casualty of
 the season of 1882 was the loss of the Canadian steamer Asia, of the
 Northwestern Transportation Company. She had taken the place of the
 Manitoulin, burned in May, and was a "canaler" of 350 tons burden, built in
 1873. She had been sunk in 1881, but was raised and repaired. The Asia left
 Collingwood September 13 for French river and the Sault. Of the passengers
 and crew aboard only two were saved -- a young passenger, D.A. Tinkis, of
 Manitowaning, and Miss Christy Ann Morrison, from near Owen Sound. The loss
 of human life was estimated to have exceeded 100. Tinkis, who was 17 years
 of age, says he had gone aboard the Asia at Owen Sound about midnight,
 September 13. At 11 o'clock the next morning the storm broke. Panic soon
 seized the passengers, and the vessel slowly foundered. All who could
 climbed on the hurricane deck. Three overcrowded boats were shoved off, and
 young Tinkis was in one of them. Thinking it overfilled he swam to the
 metallic boat, in which were Capt. J. Savage, the mate and others. He
 managed to get in at one end and Miss Morrison sat at the other end. Tinkis
 let go every time the lifeboat rolled over, but always caught on again. Miss
 Morrison was equally fortunate. They thus clung to the boat till it drifted
 ashore, 20 miles distant. An Indian was given the young man's watch to pilot
 the two survivors to Parry Sound. 
 Loss of the Clayton Belle. - The schooners Clayton
 Belle and Thomas Parsons collided on Lake Huron, ten miles from Port Huron,
 April 10, and the former sank to the bottom in seven minutes, carrying down
 four of the crew. Three of the crew escaped by leaping aboard the Parsons.
 Capt. Fred Colvin and three others were below when the Parsons struck her on
 the quarter. They rushed up and launched a boat, but it became entangled in
 the wreck and sank. The Clayton Belle was bound from St. Ignace to Erie with
 pig iron. She was built at Clayton in 1863, and was 300 tons burden. The
 Parsons, bound up with coal, was injured and towed into Port Huron.
 Burning of the Manitoulin. - The Canadian passenger
 steamer Manitoulin burned with great loss of life off Shoal Point, Georgian
 Bay, May 18. Captain Campbell was at the dinner table when the fire was
 discovered, and immediately ran up to the hurricane deck and ordered the
 wheelsman to "hard starboard" and steer for shore, two miles distant. The
 first engineer at the great risk of his life, jumped down into
 the engine room and put on all steam. The fire had made great headway below
 deck, and the passengers becoming panic-stricken many jumped overboard and
 were lost. A boat was lowered, but it was so overcrowded that the davits
 gave way and plunged the occupants into the bay. The Manitoulin had by this
 time almost reached the shore, and was quickly beached. The loss of life was
 estimated at between 25 and 40.
 Loss of the Collingwood. - The schooner Collingwood,
 loaded with cedar posts and going from St. Helena to Chicago, encountered a
 gale November 23, and becoming waterlogged, went over on her beam ends and
 kept that way for about an hour. The deck finally burst up, and she went
 down head first. The crew of eight clung to the taffrail, and after the boat
 went down four succeeded in getting upon a raft, Captain Willits and three
 of the crew perishing in the water. One of the survivors became a maniac and
 died. After enduring exposure and hunger upon the raft for 31 hours, the
 three survivors were picked up in an almost exhausted condition by the
 propeller Wisconsin and taken to Milwaukee.
 Other Events of 1882. - The new steamer H.J. Jewett,
 in November, made the run from Buffalo to Milwaukee in 2 days, 14 hours and
 15 minutes then said to be the fastest trip between those ports on record.
 The Montreal & Kingston Company reported the season of 1882 the
 poorest in 14 years. The autumn of 1882 was generally conceded among old
 vesselmen to have been the best for navigation that they had known for many
 years previous. A furious gale swept over the lakes November 23-24. The big
 schooner J.W. Doane went to pieces at Buffalo, and many other vessels were
 wrecked or seriously injured. March: Steambarge Grace Patterson ashore at
 Twin River Point; total loss. Schooner Christie totally wrecked near
 Ludington. Tug Uncle Sam destroyed by ice in the Straits. April: Little
 schooner Queen of the West totally wrecked at Bailey's Harbor. Steam Yacht
 Angelique a total loss at entrance to Dunkirk harbor. Schooner Espinola
 totally wrecked at Chicago. Schooner Nellie Teresa totally wrecked at Big
 Sandy, Lake Ontario. Schooner Gallatin foundered off Point Pelee. Schooner
 May Queen totally wrecked at South Haven. May: Steambarge Prindiville
 wrecked near Oscoda. Schooner J.J. Hill waterlogged at Detroit. Steamer
 American Eagle explodes her boiler near Kelley's island; three men killed.
 Schooner Rocket capsized and water- logged off Frankfort. June: Schooner
 Industry wrecked in a storm off South Haven June 3, and crew of three were
 lost. Schooner J.P. de Coudres totally wrecked at Milwaukee. Barge
 Vanderbilt burned in Georgian Bay, and beached on Serpent island. Tug Colton
 sunk by collision at Marine City. Steam barge Araxes sunk near Prentiss bay.
 Tug Ben Drake sunk at Peshtigo. Propeller Hickox sunk at Chicago by
 collision with propeller Albert Soper. July: Scow Champion sunk by the
 schooner W.L. Higgie near Marine City. Schooner L.B. Wilson sunk near Racine
 by collision with the steambarge Campbell. Schooner Sam Cook ashore in
 Jones' Narrows, Lake Erie; total loss. August: Steambarge Thomas Kingsford
 sunk at Belleville, Ont., by collision with the steambarge Saxon; total
 loss. Schooner Mountaineer ashore at Tyrconnell; total loss. Canadian
 schooner Florida sunk in Lake Erie. Propeller Chicago No. 1 burned to the
 water's edge off North Fox island, Lake Michigan. Steambarge Albert Miller
 burned off Point Sable. Tug Mockingbird sunk by collision with tug Gladiator
 in Detroit river. September: Schooner Russell sunk in St. Mary's river by
 collision with propeller Northerner; three lives lost. Tug Mary Anna totally
 wrecked at Owen Sound; captain and engineer lost. Schooner St. Andrews sunk
 on Lake Erie. Schooner Mockingbird totally wrecked near Charvoix. Canadian
 schooner Nellie Sherwood foundered in Georgian Bay; all on board, five in
 number, lost. Steamer Picton totally wrecked off Rondeau Point. Steamer
 Richelieu explodes her boiler near Montreal, three persons killed and seven
 badly injured. Schooner C.H. Barton ashore on Fisherman's shoal. October:
 Barge George H. Ely sunk near Detour; total loss. Little
 steamer Grace ashore on Whitefish Point; two lives lost. Schooner Little
 Georgie burned off Milwaukee. Schooner Contest ashore on at Whitehall; total
 wreck. Tug Wetzel, of Racine, explodes her boiler ten miles from Milwaukee,
 total loss; all on board lost. Schooner Frank Crawford ashore at Parent's
 bay; total loss. November: Propeller Josephine Kidd burned on Georgian Bay.
 Schooner Canada wrecked off Colchester reef; total loss. Barge City burned
 by incendiary fire at Toledo, no one aboard. Small schooner Lady Elgin
 capsized near Chantry islands, Lake Ontario; all on board, three in number,
 lost. Propeller Dromedary totally destroyed by fire in Burlington bay, Lake
 Ontario. Tug Cygnet burned to water's edge at Cheboygan. Schooner Skinner
 ashore at Grand Haven; total loss. Schooner Tom Sims a total wreck at
 Pierrepont. Schooner Enterprise a total loss at West Point, Ont. Schooner
 Morning Light total wreck on clay banks south of Ludington. Schooners
 General Sigel, Eclipse and J. O. Moss ashore at Big Point Sable; total
 wrecks, two lives lost. Schooner Montauk total wreck on North Manitou
 island.
 
 
 1883.
 The season of navigation for 1883 was disastrous, both in loss of
 life and property. Fully 100 craft of all descriptions became total losses,
 while the aggregate damage to shipping reached $3,000,000. About 200 lives
 were lost.
 Three Great Storms. - At the opening of navigation in
 this year, and for several months after, dense fogs prevailed and many
 collisions and other mishaps occurred. There were three great storms. The
 first began May 20 and lasted three days. It was confined chiefly to Lakes
 Michigan and Huron. On the former fully 100 vessels were damaged and four
 totally demolished. An equinoctial gale swept over the lower lakes September
 25, causing many disasters. The most fearful storm of the season began
 November 11, and lasted nearly two weeks. During that season the loss to
 shipping exceeded the combined losses of the entire seasons of 1881 and
 1882. The actual damage to vessel property was estimated at $1,150,000.
 About 100 lives were lost.
 Most Disastrous Loss. - The most disastrous loss to
 life for the season resulted from the foundering of the passenger propeller
 Manistee, which went down in mid-lake on Lake Superior, November 16, with 23
 lives. The Manistee was engaged in the Lake Superior trade, running between
 Duluth and Portage and touching at all intermediate mining ports. She left
 Duluth Saturday, November 10, and laid at Bayfield all through the northwest
 gale from Sunday until Thursday at midnight, when she left. She is supposed
 to have been struck by a southwest gale between the Apostle islands and
 Ontonagon. Wreckage of the boat was found several miles from the latter
 harbor. All aboard perished, consisting of the crew of nineteen and four
 passengers.
 Loss of the Wells Burt. - During the fierce gale of
 May 20 the schooner Wells Burt was wrecked off Evanston and her entire crew
 of 10 perished, including Capt. Thomas Fountain. The Burt was built in 1873
 and was of 756 tons burden. She was a full-rigged, three-masted schooner,
 and was loaded with coal for Chicago.
 The Ackley Goes Down. - One of the most serious
 November disasters was the loss of the large and substantial steamship H. C.
 Ackley, which foundered on Lake Michigan, nine miles from Holland, Mich.,
 November 12. Of her crew of 17, six, including Capt. Edward Stretch and the
 first mate, John Kingston, were lost. She had left Chicago with grain for
 Buffalo, and encountered severe weather, which carried away her sails. She
 had discovered the tug Protection in distress off Racine and gave her a
 line, but later the tug slipped the line. The Ackley began to fill and
 settled rapidly. When she sank the crew jumped. The schooner Driver, five
 miles distant, bore down on the wreckage and picked up the survivors. The
 Ackley measured 1,187 tons, and was built in 1881.
 Barge Austin Founders. - The barge Austin, of
 Wallaceburg, 200 tons register, foundered at Port Austin, Saginaw bay, November 20, while on a voyage from Sarnia to Port Arthur with
 a cargo of railroad supplies. Seven lives were lost by this casualty. The
 vessel had been ashore, and was being towed to port for repairs when she
 suddenly sank.
 Other Events of 1883. - April: Schooner Speed, 104
 tons, built in 1848, ashore and totally wrecked near Racine. Schooner S.
 Bates, 139 tons, built in 1857, total loss near Winnetka. Schooner Arrow, 65
 tons, built in 1855, total loss at Two Rivers. May: Schooner Allen, 155
 tons, built in 1862, struck by lightning and burned at Muskegon. Schooner
 Jennie Lind, 110 tons, built in 1848, wrecked with lumber near Chicago; four
 lives lost. Schooner H. B. Burger, 181 tons, built in 1875, ashore and
 totally wrecked with lumber cargo near Chicago. Schooner Sailor Boy, 76
 tons, built in 1866, ashore and wrecked with lumber cargo at Milwaukee. Tug
 Gardner, 108 tons, built in 1872, burned on Lake Ontario. Schooner Benica
 sunk by collision at Cape Vincent, Lake Ontario. Schooner B. Everleigh, 137
 tons, built in 1866, ashore and total wreck with coal cargo, at Point Pelee.
 Barge Orontes, 557 tons, built in 1856, ashore and totally wrecked with
 lumber cargo at Point Edward, Lake Huron. Barge Clematis, 179 tons, built in
 1863, ashore with lumber cargo and wrecked at Point Edward. Tug W. H. Doan
 sunk at Cleveland. Schooner Corsican abandoned. Steambarge Westford sunk by
 collision with schooner Grace Holland in Detroit river. Scow S. B. Conklin
 sunk at Black River. Steamtug Mary Ann, of Goderich, 6 tons register,
 foundered 12 miles east of Tobermory, Georgian Bay; two lives lost. Schooner
 Kate Howard capsized near Evanston. Schooner Eliza Quinlan, ashore near
 South Bay Point, abandoned. Scow H. Hyde a total loss at Point aux Barques.
 Schooner J. Boyce burned at North Muskegon. Schooner John Tibbetts sunk at
 Fairport. Schooner Eliza capsized near Milwaukee. Barge C. G. Meisel
 waterlogged and abandoned off Lexington. Schooner Mary Ellen Cook
 waterlogged near Chicago. Propeller Shickluna sunk near Algoma Mills. June:
 Tug Vulcan, 249 tons, built in 1868, burned in midlake on Lake Erie.
 Schooner Escanaba, 414 tons, built in 1866, foundered on Lake Erie with
 cargo of ore. Schooner J. R. Benson, 370 tons, built in 1873, foundered on
 Lake Erie. Steamer Meteor sunk at Spanish river. Tug Crawford sunk in St.
 Clair river. Tug Alert burned at Milwaukee. Propeller Canada sunk near
 Rockport. Schooner Tempest sunk at Ahnapee. Steamer Spartan abandoned at
 Caribou island, Lake Superior. Barge Tuscarora sunk at Fair Haven. July:
 Schooner Emma, 110 tons, built in 1853, sunk on Lake Michigan. Schooner A.
 Piffany foundered on Lake Michigan near Chicago. Schooner Parsons, 217 tons,
 built in 1856, foundered with coal near Charlevoix. Schooner McClelland, 29
 tons, built in 1877, foundered with stone cargo on Lake Huron; four lives
 lost. Propeller M. Jarecki, 645 tons, built in 1867, ashore and totally
 wrecked at Point au Sable, ore cargo. Schooner Seabird, 139 tons, built in
 1857, foundered in Lake Michigan with her entire crew of nine persons.
 Schooner Wanderer sunk at Kincardine. J. B. Spaulding sunk at Rondeau.
 Steamer Oregon severely damaged by fire at Cleveland. August: Schooner
 Sunnyside, 563 tons, built in 1863, foundered with ore cargo at Fox island.
 Canadian propeller Glenfinlas, 447 tons, built in 1851, burned at St.
 Catharines; total loss. Schooner Dot, 300 tons, built in 1865, sunk with ore
 cargo at Grand Morais. Scow Finch sunk in Lake Erie. Schooner Edith Sewell
 sunk off Wolf island. Steambarge Nellie Torrent sunk on Lake Michigan.
 Steamer Mary explodes her boiler. Steamer Charmer sunk off Chicago. Ferry
 Beatrice burned on St. Clair river. September: Schooner Yankee Blade, 256
 tons, built in 1855, foundered with ore near Skillagalee. Schooner Spy, 74
 tons, built in 1858, wrecked on Lake Michigan. Canadian schooner Picton, 181
 tons, built in 1867, wrecked on Lake Ontario while laden with ore. Canadian
 schooner Pearless, 256 tons, built in 1855, sunk with ore cargo at Picton,
 Lake Ontario. Barge Baldwin sunk with stone cargo on Lake Erie. Steamer
 Queen Victoria, 349 tons, built in 1868, burned at Chatham, Lake Erie.
 Propeller Oakland, 311 tons, built in 1867, sunk with lumber
 on Lake Erie. Schooner W. H. Vanderbilt, 520 tons, built in 1867, foundered
 with ore cargo at Long Point. Schooner Explorer foundered with salt cargo on
 Georgian Bay, five lives lost. Barge William Raynor, 227 tons, built in
 1862, ashore with lumber and total loss, near Lexington, Lake Huron.
 Schooner Starlight, 307 tons, built in 1856, lost on the rocks in Georgian
 Bay. Propeller Ontonagon, 682 tons, built in 1856, burned on Detroit river.
 Propeller East Saginaw, 350 tons, built in 1866, foundered and total loss at
 Sand Beach. Barge William Treat, 389 tons, built in 1856, ashore with lumber
 cargo, and total loss at Point Albert, Lake Huron. Schooner Laura Belle
 ashore and wrecked with coal cargo near Marquette. Schooner Peerless sunk
 near St. Peter. Barge Frontenac sunk near Kingston by collision with barge
 Senator. Schooner Pilot sunk by collision with schooner Hallaran off Port
 Washington. October: Schooner N. Church, 123 tons, built in 1868, sunk with
 lumber near Sheboygan, Mich. Schooner Petrel, 151 tons, built in 1847, sunk
 with wood cargo near Sheboygan. Schooner Dart ashore and total wreck, near
 Two Rivers. Schooner Mary Nau, 136 tons, built in 1864, total wreck at Grand
 Haven. Schooner Ketchum, 177 tons, built in 1855, wrecked with lumber near
 Gill's Pier, Lake Michigan. Canadian barge John Marsh sunk on Lake Ontario.
 Propeller Oneida, 1,070 tons, built in 1862, sunk near Clayton, Lake
 Ontario. Steamer City of Toronto, 512 tons, built in 1865, burned at Point
 Dalhousie. Propeller J. Davidson, 1,456 tons, built in 1874, ashore and
 totally wrecked with coal cargo at Thunder bay, Lake Huron. Schooner Nellie
 Gardner wrecked on Thunder bay. Canadian schooner Julia sunk on Lake
 Ontario. Schooner Mary Ann wrecked at Grand Haven. November: Schooner
 Monitor, 323 tons, built in 1864, ashore and totally wrecked with ore cargo
 at Seul Choix, Lake Michigan. Schooner L. J. Clark, 293 tons, built in 1863,
 total wreck at Cross Village, Lake Michigan; three lives lost. Schooner
 Banner, 72 tons, built in 1864, sunk near Sturgeon Bay. Schooner Guiding
 Star, 324 tons, built in 1869, totally wrecked on rocks with coal at Point
 Vilas, Lake Michigan. Schooner Maria, 104 tons, built in 1866, lost on rocks
 near Hedgehog. Schooner Ashtabula, 75 tons, foundered near Milwaukee.
 Schooner E. Jones, 646 tons, built in 1867, wrecked with corn cargo near
 Racine. Propeller Norman, 389 tons, built in 1864, wrecked near Pentwater.
 Schooner Potomac, 208 tons, built in 1842, wrecked with lumber at Frankfort.
 Schooner Arab, 158 tons, built in 1854, foundered on Lake Michigan; one life
 lost. Schooner Clara Barton, 403 tons, built in 1867, wrecked with corn
 cargo at Grand Haven. Schooner Flying Mist, 316 tons, built in 1861, sunk
 with ore near Frankfort. Barge Monitor, 307 tons, built in 1862, wrecked
 with coal at Manitou. Schooner Gipsy, 131 tons, built in 1882, wrecked at
 North Bay, Lake Michigan. Canadian barge Milwaukee, 385 tons, built in 1872,
 foundered on Lake Ontario with coal cargo; total loss. Schooner F. Howard,
 126 tons, built in 1859, wrecked with barley at Salmon Point, Lake Ontario.
 Canadian schooner Eureka, 211 tons, built in 1858, foundered on Lake Ontario
 with coal cargo. Propeller Mayflower, 415 tons, built in 1852, wrecked with
 lumber at Long Point. Schooner Consuelo, 145 tons, built in 1851, wrecked by
 collision at Sandusky. Schooner Leadville, 343 tons, built in 1879, wrecked
 at Long Point with coal cargo. Schooner J. Wade, 273 tons, built in 1873,
 foundered with wheat cargo at Long Point; seven lives lost. Schooner H. F.
 Merry, 230 tons, built in 1869, wrecked with wheat cargo at Silver island.
 Schooner E. Fitzgerald, 297 tons, built in 1870, wrecked with wheat at Long
 Point; seven lives lost. Schooner Maple Leaf, 141 tons, built in 1867,
 wrecked with coal near Buffalo. Steamer Eclipse, 74 tons, built in 1878,
 foundered while towing on Lake Erie; 7 lives lost. Schooner Nemesis, 78
 tons, built in 1870, wrecked at Bayfield. Schooner Starlight, 307 tons,
 built in 1856, foundered on Lake Huron; four lives lost. Canadian tug Erie
 Belle, 292 tons, built in 1862, exploded boiler at Kincardine;
 four lives lost. Canadian schooner Cecilia, 298 tons, built 1865, wrecked on
 Lake Superior. Schooner Wabash, 315 tons, built in 1873, wrecked with coal
 cargo at Pictured Rocks. Tug Ontario burned at Port Huron. Tug Thomas
 Coleman burned at Amherstburg. Steambarge I. W. Snook sunk at Grand Haven.
 Schooner China wrecked on Georgian Bay. Propeller St. Paul sunk at Detroit.
 December: Tug Castle damaged by fire at Port Huron. Steambarge Enterprise
 sunk on Lake Huron; several lives lost.
 
 
 1884.
 Loss of the New Dominion. - One of the most
 disastrous events of the season in loss of life was the foundering of the
 schooner New Dominion in Lake Erie October 26. She carried down to death six
 of her crew.
 The steamer Massachusetts discharges 1,618 tons of ore at Chicago
 in six hours, September 22, which was considered a notable performance at
 that time.
 During the season of 1884 a large quantity of grain was damaged,
 including 126,800 bushels of wheat, 111,500 bushels of corn, 57,565 bushels
 of oats, 11,000 bushels of barley and 6,700 bushels of rye, making a total
 of 313,565 of all kinds.
 Other Events of 1884. - April: Navigation opened
 April 3, between Cleveland and Detroit. Tug P. Smith explodes her boiler at
 Vermilion; three men killed. Steamer Business damaged by collision with
 schooner I. N. Foster at Cleveland. Tug Caroline Williams burned and sunk at
 Big Point Sable. The railway steamers Great Western and Michigan Central
 collide on Detroit river. May: Tug Alanson Sumner burned at Oswego.
 English-built steamship Alberta arrived at Detroit en route to Owen Sound.
 Steamer Argyle sunk during a severe storm. Schooner M. J. Cummings severely
 damaged in a storm on Lake Ontario. Steambarge Alcona severely damaged by
 explosion of her boiler at Detroit. June: Yacht Verve arrived at Chicago
 from Scotland. A raft containing 3,000,000 feet of logs broken up on Lake
 Erie, which caused much annoyance to vessels. Schooner Nellie P. Downey sunk
 near Oswego. Steamer Imperial sunk at Chicago. Steambarge S. C. Hall sunk at
 Sand Beach. Steamer Prince Edward burned on Lake Ontario. July: Tug N. P.
 Sprague, 27 years old, sunk off Point Pelee. Steamship Alberta and steamer
 J. M. Osborn collide on Lake Superior; the latter was sunk; three lives
 lost. Revenue Cutter Fessenden sunk near Prentiss Bay. Steambarge J. M.
 Osborne sunk by collision with the Alberta near Owen Sound. Tug Relief
 burned at Sandusky. Steamer Daisy burned at Hamtranck. August: Schooner
 Eugenia capsized on Lake Michigan. Schooner Alaska aground at Bois Blanc
 island. Schooner Defiance sunk at Port Dalhousie. Propeller Chicago exploded
 her boilers at Buffalo. Tug Pacific exploded boilers at Ashland, Lake
 Superior, the engineer losing his life. September: Barge W. R. Taylor sunk
 at Huron Bay, Lake Superior. Steam- barge Henry Howard burned off Herson's
 island. Propeller Potomac sunk at Buffalo. Tug Black Ball sunk by collision
 with the barge A. E. Wilds at Chicago. Tug Myrtle sunk near Put-in-Bay. Tug
 Bartlett sunk at Bay City. Schooners Thomas Howland and Eliza Gerlach
 collide at the Sault. Schooner Capella wrecked at Chicago. Steamer Saguenay
 burned on the St. Lawrence river. Schooners John T. Mott and Monticello
 collide in Pigeon bay, Lake Erie. The former was coal laden and proved a
 total loss. Heavy northwest gale on the lakes, September 24, doing much
 damage to shipping. Schooner Golden Rule capsized in Lake Superior; the
 captain and one man drowned. October: Steamyacht Pastime arrived at Detroit
 from New York City. Steamer Onoko made the trip from Chicago to Buffalo,
 discharged 100,000 bushels of corn and took on a cargo of coal in four days
 and three hours. Schooner King Sisters, built in 1862, wrecked on Gull
 island, Lake Erie; she had on a cargo of wheat. Propeller Scotia (iron)
 wrecked at Keweenaw Point, Lake Superior. Golden West, corn laden, was
 wrecked on Snake island, Georgian Bay, after 23 years of service. Schooner
 Christine Neilsson wrecked at Bailey's Harbor; she was 13
 years in service. Propeller City of St. Joseph was destroyed by fire at
 Benton Harbor, Lake Michigan. Schooner Arabia, built in 1852, was wrecked at
 the entrance to Georgian Bay with a cargo of corn. Schooner Kittie Grant
 wrecked on Lake Michigan, involving a loss of four lives. Scow Bedford sunk
 in Detroit river. Schooner Westside wrecked near Port Colborne by collision.
 Propeller B. W. Blanchard severely damaged by fire at Milwaukee. Schooner
 Shandon sunk in Georgian Bay. Steambarge Victoria sunk at Kettle Point, Lake
 Huron. Propeller Georgian sunk in Georgian Bay. Steamer Olive sunk after
 burning to the waters edge at Toledo. November: Steamer N. Bowlin sunk off
 Washburn. Propeller Peerless damaged by fire to the extent of $500 at
 Chicago. Barge Plymouth Rock burned at Detroit. Canadian propeller Cuba sunk
 in Alexandria bay. Tug Phoenix burned at Detroit. Steamer Grace Grummond
 burned at South Haven, Lake Michigan. Low water in Welland canal caused
 frequent delays. Schooner L. Van Valkenburg arrived at Milwaukee after a
 passage of 36 days from Buffalo. December 6: Navigation closed at all
 points, and ice in large quantities running in Detroit river; 31, tug
 Admiral explodes her boiler at Chicago, by which all hands lose their lives.
 The Flint and Pere Marquette steamer, No. 1, carried against the piers in
 Ludington in a gale, breaking off her check valve, scalding a fireman
 fatally and another seriously. The boat sunk in 14 feet of water, involving
 a total loss of cargo; the vessel was subsequently raised.
 
 
 1885.
 Wreck of the Algoma. - The Algoma, one of the
 splendid steamships owned by the Canadian Pacific Railway Company, left Owen
 Sound November 5, 1885, and on the 6th a heavy gale sprang up. On the 7th
 the Algoma struck on Isle Royale, shortly afterward becoming a total wreck.
 Thirty- eight of the passengers and crew were drowned. The sister ship,
 Athabaska, picked up part of the crew and two passengers on Isle Royale in a
 perishing condition. The steamer, which cost $250,000, proved a total loss. 
 Belle Isle, situated at the head of the Detroit
 river, and which for many years bore the appellation of Hog island, was in
 1885 laid out into a beautiful park, and before navigation fairly set in it
 was in shape for pleasure seekers. A few years previous it was purchased by
 the city of Detroit from the heirs of an old French family at a cost of
 $200,000.
 Cost of Winter Navigation. - It was estimated that it
 cost the Grand Trunk Railroad Company $720,000 to keep up their lake
 connections between Grand Haven and Milwaukee during the winter of 1884-85.
 This amount is made up of the following items: Loss of steamer Michigan,
 $150,000; injury to the Wisconsin, $40,000, cost of delay in business,
 $500,000; expense of dynamite and keeping the channel open, $25,000; loss by
 idle laborers on docks, $5,000.
 Improvements at Niagara Falls. - The grounds about
 Niagara Falls were at one time very romantic and beautiful, but that was
 when they were in a state of nature. Finally by the destruction of the
 timber and the building of manufacturing establishments they lost much of
 their attractiveness. Lord Dufferin, Governor-general of Canada in 1878,
 conferred with Governor Robinson, of New York State, with reference to the
 forming of an international park about Niagara Falls. Governor Robinson the
 next year urged the Legislature of the State to investigate the
 question.
 An Act of the Legislature providing for the appropriation of the
 necessary land was defeated in the State Senate in 1880; but a society was
 organized to take charge of the question. Through their efforts a Bill was
 passed in 1883. A commission was empowered to condemn the lands needed, this
 commission adopting, in the main, the plans which had been previously
 adopted. The lands selected were surveyed and appraised at a value of
 $1,433,529, and this amount was appropriated in a Bill passed in 1885. This
 Bill declared that the lands are purchased by the State, that they may be
 restored and kept in a state of nature, and that every part of them shall
 forever be free to all mankind. The lands were with great form
 and ceremony transferred to the State, July 15, 1885, in the presence of
 many distinguised officials from both Canada and the State of New York and
 other portions of the United States.
 Orphan Boy Lost. - The schooner Orphan Boy, loaded
 with lumber, was caught out late in the season of 1885 by a severe storm
 December 17, and went down in Lake Michigan with her crew of twelve.
 Casualties of 1885. - Involved in the 228 casualties
 recorded during the season of 1885 are 138 schooners, barges and scows, 62
 propellers, ten steamers and 18 tugs. A notable cause of disaster when
 compared with previous seasons, is that of fire on tugs and other small
 steam- propelled vessels. The list of total losses comprised 77 vessels. The
 loss of life, by the several casualties is 85, the single disaster most
 fatal to the greater number being that of the wrecking of the Canadian
 Pacific railroad steamship Algoma.
 Record of the Onoko. - The iron propeller Onoko, the
 largest steamer on the lakes, arrived at Buffalo with 87,400 bushels of
 wheat. This was 9,000 bushels more than were ever taken out of a Duluth
 elevator in one bottom. The Onoko with the largest net cargo of ore, 3,073
 tons, Escanaba to Athtabula(sic), reached the latter port June 19th, without
 experiencing any trouble from lack of water. The Onoko passed through Sault
 Ste Marie canal in September with 92,013 bushels of wheat, 2,760 tons. It is
 officially notd that that is the largest cargo ever carried through the
 canal in one bottom since its construction.
 Other Events of 1885. - Daniel F. Miller and P.H.
 Daily received gold medals, and David Miller a silver medal, for bravery in
 rescuing the crew of the schooner H.C. Ackley in November, 1883. Lake
 Ontario, which was never before within the recollection of man frozen
 entirely over, was a frozen sea in March, 1885. The preliminary steps in the
 organization of a vessel owners association were taken at Buffalo May 25.
 The title selected was The Lake Carriers Association. The dull times among
 vessels resulted in a large number of vessels leaving the lakes for the
 seaboard. March: Captain Prindiville reached Grand Haven March 22 and
 reported the loss of his propeller Michigan of the Grand Trunk line. The
 steamer sank, but her crew were taken off by the tug Arctic, which was near
 at the time. The Michigan had been locked in the ice nearly four weeks. She
 was an iron steamer, built in 1882, and of 1,183 tons burden. May: Schooner
 City of Toledo sunk at Milwaukee by collision with the propeller Chicago.
 Tug Carrington burned at Keweenaw bay. Barge Peck sunk at Sand Beach.
 Schooner Houghton stranded at Hog Island reef. Steambarge Annie Laurie and
 steamer City of Milwaukee collide off Grand Haven. The Canadian barge
 Sylvester Neilon arrived at Frankfort with square timber, destined for
 Liverpool for ship-building purposes. The tug Kate Moffat was burned May 30
 near Presque Isle, Lake Huron, and proved a total loss. The crew were
 rescued by the crew of the schooner Metropolis, which she had in tow. June:
 The barge Buckeye was burned near Georgian Bay. Steamer Peerless burned at
 Montebello. Schooner John J. Hill sunk at Fairport. Schooner J.G. Masten
 stranded at South Fox island. Schooner Grant sunk on Lake Ontario. Tug
 American Eagle burned at Cleveland. Schooner Mont Blanc sunk near Stag
 island by collision. Barge Williams sunk on Lake Ontario. July: Schooners
 White Star and Polynesia damaged by collision at Grosse Point. Schooner S.J.
 Tilden sunk at Beaver Harbor. Tug E.L. Anthony burned at Chicago. Tug C.E.
 Bolton sunk at Cleveland. Steamer Isle Royal sunk near Susick island. The
 Canadian steamship Alberta, with troops returning from the Indian troubles
 in the Northwest, arrived at Sarnia July 24. Barge Antelope burned at
 Saginaw. The schooner Jane capsized off Little Point Sable. The captain was
 the only person on deck, and his sons were asleep in the cabin. The captain
 was thrown into the lake, but he clambered on the wreck, opened the door,
 dived into the cabin and brought the boys out. The Canadian propeller Quebec
 struck a rock near the mouth of the Sault river and sunk in 125 feet of
 water. She had a cargo of flour and a large passenger list. 
 The passengers and crew were taken off in the lifeboats; both vessel and
 cargo were a total loss. August: Schooner Camden damaged by collision with
 the schooner Crossthwaite. Tug Stickney and steambarge Abercorn damaged by
 collision in St. Clair river. Propeller Jarvis Lord sunk at the Manitous.
 Schooner John Bean, Jr., sunk at Muskegon. Schooners A. Mulvey and Maple
 Leaf burned at Toronto. Schooner Lily Hamilton sunk at Cana island, Lake
 Michigan. The steamer George L. Hope made the run from Duluth to Buffalo
 with 75,400 bushels of wheat in 103 hours and 50 minutes, including all
 stops. This was the quickest trip between these points ever made by a
 freight steamer. When 30 miles off Milwaukee, August 14, the walking beam of
 the City of Milwaukee broke above the hurricane deck, and the connecting rod
 crashed through from the hurricane to the main deck, a distance of 30 feet
 abaft the engine room, smashing furniture and everything it came in contact
 with in the cabin. The disabled steamer was towed into Milwaukee by the
 propeller William Edwards. September: The schooner Advance was lost with all
 hands off Sheboygan in a heavy gale. Capt. M. Paulson was master and owner.
 The steamyacht Sybilla, a salt-water boat owned in Philadelphia, arrived in
 the lakes. She had on board a pleasure party who made a cruise on Lake
 Superior. The Canadian propeller Prussia burned and sunk on Lake Superior.
 Her crew reached Bayfield, Wis. The barge Cyclone went ashore at Alabaster,
 Lake Huron, and proved a total loss. She was formerly the propeller
 Pittsburg, and was built by Morris at Cleveland in 1857. The schooner
 Blazing Star saved the schooner Jane McLeod from total shipwreck on Lake
 Ontario in a storm by towing her to Charlotte. Schooner Susan Ward wrecked
 at Oscoda. Schooner Erie Wave capsized off Port Colborne. Schooner Raven
 wrecked at Menominee. Schooner H.M. Scove damaged by collision with
 propeller United Empire off Keewenaw Point. Schooner Floretta sunk near
 Manitowoc. Schooner New Church wrecked at Two Rivers. Schooner Little Willie
 foundered near Chicago. Steamer City of Rome damaged by fire at Duluth.
 Schooner Frank W. Wheeler sunk on Lake Superior. October, Scow Annie Tomine
 capsized off Grand Haven. Barge Seminole sunk at Rondeau. Barge C.N. Pratt
 burned at Windsor. Tug Thomas Quayle burned at Ontonagon. Schooner George B.
 Sloan wrecked at Oswego. Schooner Ida Walker sunk near Ameliasburg. Schooner
 Ada Membray sunk and went to pieces near Oswego. Schooner Tuscarora wrecked
 at Oswego. Schooner J. C. Harrison wrecked at Hedgehog Harbor. November: The
 tug Frank Moffat burst her boiler near Sombra, Ont., killing William Ward,
 chief engineer, and three others of the crew. The steamer John Spry burned
 to the water's edge. The schooner R.B. King, Capt. James Dunbar, struck the
 north pier at Muskegon in a heavy gale and capsized. Two seamen were
 drowned. Schooner Addie wrecked at South Haven. Schooner Highland Maid
 capsized on Lake Erie. Tug Kelly burned near Herson's island. Steamer Algoma
 wrecked off Port Arthur, Lake Superior; many lives lost. December: Tug St.
 Mary burned at Glen Haven. Schooner Corsican water- logged and sunk near
 Monroe. Tug Resolute burned at Green Bay. The old schooner Caledonia was
 reconstructed at the shipyard of Capt. J.M. Kelly at Racine. The Caledonia
 was built in 1842, and was the oldest craft in service on the lakes.
 
 
 1886.
 Great Storms. - It is recorded that the worst gale
 since 1844 visited the Lake Erie region October 14. The water from the lake
 rushed into the Buffalo harbor, filling to overflowing Buffalo main creek
 and Blackwell canal, and making a clean breach across the canal in places
 for more than a mile east of the South Michigan street bridges. All the
 houses located on the beach from Michigan street east were demolished to the
 number of 30 occupied by families, leaving scarcely a vestige of houses or
 furniture. The people narrowly escaped with their lives.
 A terrible storm which occured on the lakes November
 17 and 18 caused the loss of 29 vessels and 39 lives.
 A New Year's Trip. - On New Year's day the ferry
 steamer Excelsior went to Put-in-Bay island from Detroit and returned with
 the schooners Grace Amelia and William Case after being absent 24 hours.
 The scow Magruder arrived at Port Huron from Oscoda with a cargo
 of lumber on January 4, the first time a like occurrence has happened in 30
 years.
 Other Events of 1886. - April: Barge Vanetta totally
 wrecked near Point Pelee. The steamer Africa, of Kingston, 404 tons
 register, was almost totally destroyed by fire while in winter quarters at
 Owen Sound. Steambarge Josephine sunk at Sandusky by collision with a
 bridge. The barge Star of Hope, 267 tons, went ashore at Point Pelee and
 proved a total loss. May: Schooner L.J. Conway wrecked at Michigan City.
 Schooner Lafriner stranded at the head of the Beavers. June: Schooner Thomas
 P. Sheldon sunk in Lake George by collision with the propeller Russia.
 Steambarge Adriatic sunk at Chicago. Lighthouse burned at East Tawas.
 Schooner O.M. Bond sunk at Port Dalhousie. Schooner David Vance sunk at
 Amherstburg. The largest towed log raft up to this time was that towed by
 the tug Mocking Bird, from Grand Island, Lake Superior, to Bay City,
 measuring 4,000,000 feet. July: Steamer Oconto wrecked in St. Lawrence river
 near Rock Island. Schooner Edward Blake sunk at Bar Point. Schooner Selkirk
 and tow barge Favorite collide and sustain injuries at Lime Kiln Crossing.
 Steambarge Milwaukee sunk by collision with the C. Hickox on Lake Michigan.
 Schooner Hercules capsized off Sheboygan. Steamer Passport sunk at the
 Cornwall canal. August: Steambarge Anna E. Thompson sunk at Grand Haven.
 Steamer Ingwersen burned near Toledo. Steamer Welcome sunk at Chicago. Tug
 A. Booth sunk on Lake Superior. September: Tug Anna Dobbins sunk near the
 Charities. Schooner Dread- naught sunk by collision with tug Cheney off
 Point au Gres. Schooner Honora Carr foundered on Lake Erie. Barge Ferguson
 sunk at East Tawas. Steamer General Wolseley burned near Cape Croker. The
 Escanaba collides with the schooner Thos. L. Parker at the Sault. Schooner
 F.J. King sank in Lake Michigan. Schooner Reindeer sank at Fairport.
 October: Schooner Belle Mitchell lost on Lake Erie; eight lives lost.
 Steambarge Selah Chamberlin sunk by collision with the John Pridgeon on Lake
 Michigan; five lives lost. Steamer L.G. Mason burned at Bay City. Tug Lizzie
 Sutton burned on Lake Superior. Schooner Rathbone wrecked near Goderich.
 Propeller W.L. Brown sunk off Peshtigo. The schooner G. M. Case, of Chicago,
 327 tons register, foundered on Lake Erie six miles from Port Colborne,
 during a heavy gale, while on a voyage from Chicago to Buffalo, with a cargo
 of corn; three lives were lost. Steamer A. Neff wrecked at Edward island.
 Schooner John Bentley sunk off Cabbage Head, Georgian Bay. Schooner Ella
 Murton wrecked near Port Dalhousie. Barge Eureka foundered on Lake Superior.
 Steambarge Wm. Randolph burned on Lake St. Clair. Schooners S.J. Tilden sunk
 by collision with propeller Arabia near Port Huron. Schooner Lady Dufferin
 sunk at entrance to Georgian Bay. November: Propeller Myles sunk near
 Kingston. The M. Stalker sunk by collision with the Waubashene near
 Cheboygan. Schooner Sea Star wrecked at Ahnapee. Schooner City of Cheboygan
 sunk near Detour; one life lost. Schooner Ellen Spry sunk on Lake Michigan.
 Tug A.C. Waters burned on Lake Michigan. Steamer Northerner burned at
 Kelley's island. Schooner Detroit sunk near Death's Door. Barges Dickeson
 and Emerald lost off Kewaunee; eight lives lost. Steambarge Robert Wallace
 and consort David Wallace wrecked near Marquette. Schooner L.J. Conway
 wrecked near Fowler Creek, Mich.; five lives lost. Schooner Florida a total
 loss at Marquette. Schooner Lucerne wrecked near Chequamegon Point; ten
 lives lost. Barges Menekaunee and Marinette wrecked near Frankfort, Mich.;
 14 lives lost. Steamer Oregon sunk by collision with steamer
 Alaska near Bois Blanc island. Schooner North Star sunk off Stony island.
 Schooner Helen sunk near Muskegon, carrying down the crew of seven.
 December: Schooner Ariadne ashore in Mexican Bay; total loss; four lives
 lost. Tug George B. Dickinson sunk at Bay City. Barge Matilda sunk on
 Saginaw bay. While the number of casualties to vessels has not been so great
 as during the season of 1885, the loss of life has been larger. Fifty-eight
 hulls passed out of existence this year, approximating 30,000 tonnage,
 involving a money loss of about $1,000,000. The lost tonnage comprises 13
 steam-propelled vessels and 45 schooners and barges. The list of partial
 losses will swell the total to about $1,500,000; much of this property was
 not insured. The total loss of life aggregates 138, while the previous
 season it was but 85. The close of the season found the carriers of the
 lakes very much scattered. No less than 35 boats were caught by winter in
 Lake Superior ports, and many of them were compelled to ship even after
 being loaded. 
 
 
 1887.
 The Terrible Gale of October 3. - The schooner City
 of Green Bay, of Chicago, went to pieces in a terrible gale that swept
 across Lake Michigan, October 3. During the prevalence of this storm six
 vessels were totally lost and six stranded or otherwise disabled. Out of a
 crew of six men on the City of Green Bay only one survived. Capt. William
 Costello was among the lost. The schooner was bound for St. Joseph from
 Escanaba with a cargo of ore, and sprung a leak. The crew let go the anchors
 and drifted all night, and at daylight were about two miles northwest of
 South Haven, from which place her distress signals were sighted, her anchor
 having caught in the meantime, with the crew in the rigging. The life-saving
 crew went to her assistance, and succeeded in putting a line aboard. The
 vessel broke in two amidships, and the line parted. A second line was hauled
 aboard and secured, but she soon went to pieces, her spars toppling over,
 carrying with them three of the crew, all of whom were drowned. Mr. Slater,
 the surviving sailor, was washed off the wreck, and was fortunate enough to
 seize a piece of floating deck, to which he clung and reached shore. The
 life-saving crew launched their surfboat and made a heroic attempt to reach
 the wreck. Captain Costello with a life buoy, dropped into the water, but
 did not live two minutes. His body was picked up by the life-savers. The
 captain of the lifeboat was swept overboard and came near losing his life.
 The City of Green Bay had quite an interesting history. She was 329 tons
 burden, and built by L. Nau in 1872. In the year 1873 she made a voyage from
 Chicago to Scotland ports, returning to Montreal with coal, thence to South
 American ports. She then made the passage to Liverpool, and started for
 Cuba, but encountered a hurricane and put into a Spanish port disabled.
 After two years on the ocean she returned to the lakes. 
 The Canadian propeller California, of Montreal, left Chicago for
 Montreal October 3 with 26 persons aboard, including five passengers.
 Captain J.V. Trowell in command. She encountered a heavy gale near the
 Beavers, which put out the fires, when the vessel swung around in the sea
 and commenced breaking up. She soon went to pieces, and all were left
 struggling in the water. The captain and engineer succeeded in getting a
 yawl boat out of the wreckage, the mate and several men having put off
 earlier in the only boat that could be launched. The two officers picked up
 the second engineer, cook, and a lady passenger. The boat drifted down
 alongside the propeller A. Folsom, anchored under St. Helena, and was picked
 up. Nine lives were lost and 17 saved.
 The tug Orient with all hands sunk off Point Pelee, October 4,
 having sprung a leak in the stern. Her fires were put out, and she carried
 down with her Captain Daniel and a crew of five.
 The schooner Venus, Capt. James Thompson, foundered in Thunder
 bay, October 4, carrying down with her the entire crew of six men.
 Greatest Disaster of the Season. - The wreck of the
 passenger propeller Vernon on Lake Michigan with a crew of 22
 and many passengers, October 29, involved a greater loss of life than any
 previous disaster during the season of 1887. She was at one time one of the
 finest furnished passenger boats on the lakes, and took the place on the
 Northern Michigan line of the steamer Champlain, burned early in the season,
 and was in command of Capt. George Thorpe. Captain Moran, of the steamer
 Superior, imparted the first details of the sad event. He saw three or four
 rafts with men clinging to them, and also a small boat containing a woman
 and three men. Though he made effort to rescue them, the high seas running
 prevented, as the Superior was herself disabled. The wreckage was scattered
 in all directions. Sections of the pilot house were found 18 miles apart,
 and a life-raft, without an occupant was picked up 12 miles northeast of
 Sheboygan. The entire loss of life is placed at thirty-six.
 The month of October showed an aggregate of 285 accidents and
 disasters on all the lakes, which was 115 more than in the same month in
 1886. The loss of life during the month was 135 persons, 126 of whom were
 drowned from vessels.
 Thrilling End of the Arizona. - The steamer Arizona
 left Marquette November 17, for Portage lake on her last trip. She was
 compelled to put back by a furious storm from the northeast. While laboring
 heavily in the high seas five or six miles from Marquette a carboy of acid
 was broken, filling the space between decks with dense and stifling fumes
 and setting fire to the steamer. The poisonous fumes made it impossible to
 fight the fire, and the engineers and firemen were soon driven from the
 engine room. The chief engineer was the last man to leave his post, and only
 when nearly suffocated. He turned on a full head of steam and joined the
 rest of the crew on the upper deck. There were 900 barrels of oil and acid
 in the cargo. Capt. George Glaser stood with the man at the wheel. As the
 burning steamer drew near to port and swept around the breakwater, the fire
 blazed out from her sides, creating a general alarm and the steamers of the
 docks began sounding their whistles. The China and Nyack lowered boats to
 pick up the Arizona's crew. 
 Although the captain and crew had escaped death on the open lake
 they were in almost as great peril in the harbor, in charge of a burning
 ship, which was rushing on at full speed without a man at the engine.
 Sweeping around in a broad circle Captain Glaser headed the burning steamer
 square toward the breakwater, determined to land the men there. The burning
 steamer's engines still working held her nose up to the dock until the
 rudder swung her stern around, and the abandoned steamer shot along the pier
 into the slip by the waterworks. The crew, chased by the steamer, had to run
 for their lives along the breakwater to keep from being suffocated by the
 clouds of smoke and fumes of burning acid. The Arizona finally buried her
 nose in the sand and found her last resting place. She was built in
 Cleveland in 1865, and was owned by the Anchor line.
 Steamer Champlain Burned - The steamer Champlain, of
 the Northern Michigan line, was burned at midnight June 16, between Norwood
 and Charlevoix. In ten minutes from the time the fire was discovered by the
 chief engineer, the entire vessel was in flames, and was headed for
 Fisherman's island. She grounded about a mile from shore, and the pass-
 engers were forced into the water, many of them in the excitement jumping
 overboard. Twenty-two lives are known to have been lost. Those saved floated
 around an hour before they were rescued by a yawl and fish boats from shore.
 Many were badly burned.
 Loss of the Walters. - A heavy squall struck the
 steambarge P.H. Walters, shortly after leaving Marblehead for Cleveland with
 a cargo of stone, June 20, and capsized her instanter(sic), the vessel
 filling with water through the hatches. She sunk with twelve persons aboard,
 but four of whom were saved. As the boat sunk Capt. J.G. Gillespie seized
 his wife with one arm and a child with the other, and jumped into the lake,
 followed by the mate, who jumped through the window of the
 wheelhouse. Despite the efforts of the gallant captain his wife slipped from
 his grasp and was drowned. The captain secured a floating fender, as did
 also the mate and George, the captain's eldest son.
 Sinking of The Theodore Perry. -- The sinking of the
 schooner Theodore Perry, July 22, involved the loss of five lives. Captain
 McCormack, who had gone forward, noticed that the barge was laboring hard in
 the heavy sea, and that she was opening up on the starboard side just under
 the deck beams. He sung out to the crew that the boat was sinking, and to
 save themselves. In less than three minutes she was under the surface. When
 the vessel went down the captain sprang on the cabin, and the mate, Hugh
 Deeving, on the forecastle deck, where they clung eleven hours before they
 were rescued. The two portions broke apart and drifted about near each
 other. They were picked up by the propeller Alaska.
 Loss of the Niagara. -- The schooner Niagara was
 overtaken by a fierce gale on Lake Superior August 7, and foundered in seven
 fathoms of water. Captain Clements and the entire crew of ten men were
 drowned. The Niagara left Ashland in tow of the steamer Australasia, with
 1,400 tons of ore. After weathering Keweenaw Point the wind freshened up
 until it increased to a furious gale, both boats laboring heavily. When ten
 miles above Whitefish Point the tow line parted, and with no canvas to
 steady her, the schooner fell off into the trough of the sea. For an instant
 she lay on her starboard side with the lee sail under water, the waves
 sweeping over her. She was then lifted on the crest of a mighty wave. As she
 righted there was a great crash, her spars toppled over, tearing up the deck
 and crushing the bulwarks as they fell into the sea.
 Accident at a Launch. -- The steamer William H. Wolf,
 1,791 net tons, was built at Milwaukee by Wolf & Davidson. Her
 length of keel is 284 feet, length over all 308 feet, breadth of beam 41
 feet on deck, molded depth 24 ½ feet. The launch occurred on the
 eve of Mr. W. H. Wolf's 59th birthday, and was attended by a deplorable
 accident, resulting in the death of three persons; several others were
 fatally injured, about 20 badly hurt, and many others less seriously.
 Directly opposite the vessel to be launched was a large coal dock of the
 Northwestern Fuel Company. Upon the roof of this coal shed about 100 people
 had assembled to witness the event. The water displaced by her hull rose
 like a tidal wave and swept over the coal dock and up towards its roof, the
 supports of which gave way and fell with its living freight, many being
 precipitated into the river, and others crushed.
 Statistics. -- The season of 1887 opened with great
 activity in ship- yards on the lakes. During the season of 1887 204 lives
 were lost on the lakes, and not less than $2,500,000 worth of property
 destroyed. Seventy-three vessels, aggregating 20,687 registered tons, ceased
 to exist. The total losses comprised 16 steamers, 43 schooners, six tow
 barges and eight tug boats, representing a financial loss of $792,000 on
 hulls and $408,000 on cargoes. Despite this large destruction of vessel
 property, the tonnage that passed out of existence was much less than
 one-half of the new tonnage built at the lake shipyards during the year and
 placed in commission.
 A summary of the new tonnage gives the number of the various rigs
 as follows: Steamers, 55; tugs, 14; steamyachts, 9; steam piledrivers, 2;
 schooners and schooner yachts, 20; total, 100.
 Other Events of 1887. -- April: Steambarge G. P.
 Heath burned on Lake Michigan, Schooner Louis O'Neil sunk on Lake Erie by
 collision with schooner Thos. Parker. May: Schooner Carrier sunk at
 Pentwater. Schooner Consuelo wrecked at Bailey's Harbor. Schooner L. Van
 Valkenberg sunk in Thunder bay by collision with the Lehigh. June: Schooner
 Sunrise wrecked near Chicago. Tug James A. Reed burned at Sturgeon bay.
 Steambarge Good Hit burned off Grosse Isle. Scows Toboggan and Hunter
 capsized and sunk near Milwaukee. July: Barge Geo. Worthington sunk by
 collision with schooner Geo. W. Davis off Colchester reef. August: Steamer
 City of Ashland burned near Ashland. Tug Patrick Henry
 foundered off Vermilion. Scow Clara wrecked near Miller's Station. Tug Frank
 Geel burned at Muskegon. Tug Fawn foundered in Lake Michigan. September:
 Scow Bluebell wrecked at Sheboygan. Schooner Mona totally wrecked near Point
 aux Barques. Schooner W. H. Hawkins sunk at South Haven. Schooner Ole Olson
 lost on Lake Michigan. Steambarge Ada Allen burned at Amherstburg. Schooner
 Pulaski wrecked in Good Harbor bay. October: The barge Oriental of Kingston,
 Ont., 328 tons register, left the Port of Charlotte, N. Y., with a cargo of
 coal, 650 tons, in tow of the tug Scotia. When about three miles off Port
 Dalhousie the tow line parted on account of a gale that had sprung up, and
 the Oriental went down with the crew of five. Schooner Jessie Scarth
 foundered on Lake Michigan. Schooner Manzanilla sunk on Lake Erie. Schooner
 Polynesia sunk on Lake Michigan. Schooner Havana sunk on Lake Michigan;
 three lives lost. Schooner James F. Joy sunk at Ashtabula. Schooner C. H.
 Hutchinson sunk on Lake Erie. Propeller Delaware wrecked at Hammond's bay.
 Schooner L. D. Bullock foundered on Lake Ontario. City of Owen Sound wrecked
 near Clapperton island. Schooner Marie Victoire wrecked at Sand Point.
 Schooner Dolphin sunk on Lake Huron. Schooner L. Seaton sunk on Lake Erie.
 Canadian schooner Rob Roy sunk at Sandusky. November: Schooner Commerce sunk
 at Racine. Steamer J. W. Westcott sunk in Lake Michigan. Propeller Egyptian
 sunk by collision at Lorain. Schooner Myosotis wrecked near St. Joseph.
 Schooner Blazing Star wrecked at Fisherman's shoal. Steamer B. F. Ferris
 sunk at Marblehead. Schooner White Star wrecked at Point Pelee. December:
 Steamer C. H. Merritt burned at Chatham, Lake Ontario.
 
 
 1888.
 The First Whaleback. -- Steel barge 101, 412 tons,
 was the first whaleback vessel on the lakes built under the patents of Capt.
 Alexander McDougall, at Duluth, Minn. She was brought out by Capt. Wilbur
 Holbridge. This was a radical departure in construction of lake craft. When
 loaded, the boat is hermetically sealed and presents an oval appearance
 above water. The work of steering and managing is done from turrets. The
 following account of this novel tow barge is taken from the Marine Record of
 June 28, 1888: "This cigar-shaped barge, which has been named 101, was
 launched on June 23, in the presence of 3,000 incredulous people. She is
 built of steel and her extreme length is 187 feet, 25 feet beam, and 18 feet
 3 inches molded depth of hold. The bottom of the barge is nearly flat, with
 a shallow keel of bent steel plates; about 20 feet from either end the
 bottom slopes upward and both bow and stern come to a point on the line of
 the upper deck. It is especially above the load line where the new type of
 lake barge shows the great variance from accepted models, and here the
 difference is in her favor as a coarse freight carrier. The curve of her
 sides is carried up and around so that all that will show above water when
 she is loaded is about five feet of the surface of a long steel cylinder.
 Twenty feet abaft the bow, and the same distance forward of the stern,
 turrets are raised, each 8 feet in diameter and 7 feet high. Within the
 after turret is the barge's steering wheel. Above the turret aft is raised
 an oaken pilot house 10 by 12 feet in size, and in this as well as on the
 forward turret is a Providence capstan. The molded ends are divided from the
 cargo hold by tight bulkheads. In the forward compartment is placed the
 apparatus for working the vessel, while the after one forms the cabin and
 accommodations for a small crew. Her cost is about $40,000."
 Loss of an Unlucky Vessel. -- The schooner Walter H.
 Oades collided, August 20, with the schooner R. Halloran, two miles from the
 Dummy, Lake Erie, and sank in half an hour. There was no loss of life. The
 captain, his daughter and the crew reached the lighthouse and were cared
 for. The Oades was built in Detroit by Capt. John Oades, in 1869, and
 measured 219 tons. She was one of the most unlucky vessels on the lakes.
 While she was under construction a fire broke out on her, and one side was
 almost consumed. When nearly ready to launch the ways settled
 and she fell three feet, necessitating heavy expense in getting her into the
 water. Then she ran ashore at Rondeau point, after which she was sold by her
 builders. Later, while she was at anchor in St. Clair river, she was ran
 into by a big steamboat. She went on the bank in shallow water, and while
 the wreckers were at work she slipped off into deep water. She was repaired
 and while waiting settlement with the insurance companies she was ran into
 and lost her jibboom. At one time she was thrown upon the Buffalo breakwater
 by a heavy sea, and her minor mishaps would fill a book. When she was lost
 there was no insurance on her as the agents refused to take the risk because
 she was "unlucky."
 Wreck of the St. Clair. - The Sand Beach life-saving
 crew, Captain Plough, took the crew off the barge St. Clair, wrecked October
 1 near the harbor of refuge. The crew found both anchors down and Capt. C.H.
 Jones disposed to stay with the vessel. The life-savers then left her, and
 after a long and tedious pull dead to the windward in the teeth of the gale
 made the dock, thoroughly drenched and nearly exhausted. They had only been
 ashore a few moments when a torch was shown from the St. Clair, and they
 immediately started back and got every soul into the lifeboat, as the vessel
 was fast going to pieces. By this time it was impossible for the life-savers
 to pull back to the harbor, and it was decided to run before the gale, so
 they squared away for Port Sanilac. Heavy seas came aboard several times
 during the night, one carrying away the rudder, and two surfmen had their
 hands full steering with oars. At dawn the rescued crew were almost
 perishing, and it was decided to land south of the dock at Port Sanilac. As
 they were rounding the dock a heavy sea struck the boat and she rolled down
 on her beam ends, and throwing all but two seamen and three surfmen out of
 the boat, which beached immediately. Captain Plough and the rest of the
 surfmen were washed ashore. Capt. C.H. Jones and four of the crew were
 drowned.
 The schooners Cromwell, Branden and Tim Baker and the propeller
 Matawan were wrecked in this same storm, but in widely different
 localities.
 An Old Timer Disappears. - The barge Banner after 42
 years' service on the lakes, succumbed to a northeast gale November 11, and
 was wrecked near Fish Point. She was owned and sailed by Captain Webb, of
 Mt. Clemens. His wife and a crew of five sailors were aboard. The captain
 lashed his wife and then himself to the rigging. Night came on and the gale
 increased, but at last help came. A number of local sailors manned a yawl
 and went to the rescue. After much difficulty the entire company were taken
 off the wreck, which soon after broke up.
 Season Free From Disaster. - The season of 1888 will
 be memorable in the history of lake navigation for many reasons, not the
 least of which is the light loss of life and property from shipwreck. Old
 mariners fail to recall the time when the season, as a whole, has been so
 free from disastrous storms. October and November, the months most dreaded
 and usually attended with great material losses, passed without a blow
 worthy of being designated as a gale. The list of lost tonnage foot up 48
 boats, of which 10 were destroyed by fire, with a carrying capacity
 aggregating but 17,700 tons, and total valuation of $439,000. These figures
 represent barely half the losses of 1887. Only 16 lives were lost from
 actual shipwreck during 1888.
 Statistics. - The tonnage constructed and launched
 upon the lakes during the year 1888 included 64 large steamers, 48 of which
 were built of wood, 11 of steel and 5 of composite construction, all of
 which classed high in Lloyd's register.
 Other Events of 1888 - April: Tug Paddy Murphy burned
 off Dover bay. May: Dredge General Gilmore sunk off Fairport. Barge Pacific
 sunk at Sandusky. Tug John F. Whitelaw sunk at Cleveland. Barge Brooklyn
 sunk by collision with schooner C.N. Johnson. Schooner Maggie McCrea sunk
 off Thunder Cape. Steambarge Georgian sunk near Owen Sound. Tug Maud S. sunk
 near Cheyboygan. Schooner Monguagon sunk at Milwaukee. June: Scow Venture
 sunk by collision with schooner Ford River, near Two
 Rivers. Steambarge Point Albino sunk at Marysville. Schooner H.F. Church
 sunk at Cleveland. July: Steamer Cumberland damaged by fire to the extent of
 $40,000 at Fairport. Schooner M.C. Upper sunk at Toledo. Schooner Alva
 Bradley sunk at Bois Blanc island. Schooner Willie Keller sunk near Au
 Sable, by collision with the Robert Mills. Schooners Bay Trader and John
 Tibbetts wrecked at Cedar Creek. Schooner Maggie Thompson capsized off Port
 Washington. Steamer Leander Choate burned at Northport. Barge Old Concord
 sunk off Lion's Head. August: Schooner Delos DeWolf collides with barge
 Roanoke, damaging the latter to the extent of $10,000. Steambarge Belle
 Wilson sunk off Harrisville. Schooner D. Freeman wrecked at Ford's Shoals.
 Morey sunk at Escanaba. Barge Arcturus sunk in Saginaw bay. Barge Sweetheart
 sunk at Marquette. Schooner Isaac Munson wrecked near Loosemore's Point.
 Steambarge Wm. Crossthwaite sunk at the Sault. September: Tug Forest City
 sunk off Cleveland. Steambarge Handy Boy burned at Sandusky. Steambarge
 Kincardine wrecked and sunk at French River. October: Schooner Australia
 wrecked near Holland. Schooner Delos DeWolf severely damaged by collision
 with Racine piers. Propeller A.M. Foster foundered off Point aux Barques.
 Schooner Henry W. Sage sunk in St. Clair canal. Steamer City of Montreal
 wrecked at Michipicoten island. Schooner Pensaukee sunk at the Flats.
 Schooner Swallow sunk at Fairport. Tug A.W. Laurence explodes her boiler on
 Lake Michigan. November: Steamer Robert Noble burned at Green Bay. Schooner
 Huron waterlogged at Tonawanda. Steamer Don Dickinson burned near Belle
 Isle. Schooner Helena wrecked at Fox island. Steambarge Leland burned at
 Huron. Steambarge C.H. Plummer burned at Kelley's island. Tug Anna P. Dore
 sunk near Dunkirk.
 
 
 1889
 Schooner Merrick Sunk - The collision between the
 steamer R.P. Ranney and the schooner M.F. Merrick, off Presque Isle, May 18,
 resulted in the sinking of the schooner and the loss of five of the crew of
 seven. The schooner was struck just aft of the fore rigging, and sunk under
 the bows of the steamer. The crew on deck took to the rigging, and went down
 with her about 30 seconds after the collision. Three of the crew were below
 when the vessel sunk. The captain was saved by a line thrown to him from the
 Ranney, and William Goodfellow was picked up by the steamer's yawl boat. The
 Merrick was built in 1877 at Clayton, New York.
 The worst disaster on Lake Ontario for many years was
 that of the foundering of the schooner Bavaria. The steamer D.C. Calvin, of
 Kingston, with the schooners Norway, Valencia and Bavaria in tow, was struck
 by a furious gale off Long Point. The tow line parted, and the three
 schooners were at the mercy of the sea. The Norway and Valencia managed to
 come to anchor after being waterlogged, and were picked up by the Calvin and
 Armenia, and towed to Kingston. The crews had been perched on the roofs of
 the cabins for 24 hours without food, and suffered from the cold of the
 drenching waves. The Bavaria went ashore on Gallou island, 16 miles from
 Kingston, and the entire crew of eight perished. The captain of the schooner
 Cavalier reports that he saw Captain Marshall clinging to the bottom of the
 upturned yawl and another man on the floating timber, but could render them
 no assistance on account of the raging gale. 
 Capsized for the Third Time. - The Canadian schooner
 Erie Wave capsized between Port Rowan and Clear Creek, Ont., and eight
 persons were drowned. She was in command of Captain Stafford. The vessel had
 been ashore for some days, and had an extra crew aboard to assist in
 releasing her. A sudden squall struck her. Two of the crew reached shore.
 This was the third time the Erie Wave has capsized. The first time, two of
 the crew was lost, and, the next, two passengers went down.
 A Prosperous Year. - The season of 1889 was fairly
 prosperous. The demand for tonnage was large and steady, and while freight
 rates did not rule high, owners made good profits. The total
 volume of business was in excess of that of 1888. The losses for the season
 aggregated about $1,000,000. Sixty vessels, averaging 2,000 gross tons, were
 launched. Within two years more than $12,000,000 worth of new vessels had
 been placed upon the lakes, and within three years the tonnage of lake
 vessels had doubled, and their carrying capacity increased in
 proportion.
 During the season of 1889 collisions and gales abounded throughout
 the entire lake region. The losses to both vessels and cargoes were very
 great. The total loss on vessel property was 14,086 net tons, and the
 aggregate amount of total and partial losses reached in round numbers
 $1,800,000. 
 Encountered a Waterspout. - The two-masted schooner
 George C. Finney, with a cargo of wheat from Toledo, encountered a
 waterspout while off Port Colborne, October 1, and when it left here she was
 barely afloat. The foremast was gone to the deck, the mainmast was broken
 off half-way down, and the jibboom was twisted out. Of the sails only the
 mainsail was saved; it was furled at the time. The crew of the Finney were
 reported saying they had escaped four waterspouts that day, but the fifth
 one came up under the stern and tossed her about like an egg shell. The
 propeller Parnell witnessed the casualty.
 Other Events of 1889. - April: Schooner Nellie
 Hammond sunk near Racine. Propeller Seymour sunk at Otter Creek. Steambarge
 John Otis scuttled at Sturgeon bay. May: Steambarge Tempest burned at Marine
 City. Steamer E.S. Pease wrecked near Port Hope. Schooner G.C. Finney sunk
 at White Rock. Tug Sea Gull sunk in Saginaw bay. June: Steambarge Alice
 Strong sunk by collision with a scow at Cleveland. Steambarge Anglin sunk in
 the Rideau canal. Steamers North Star and Chas. J. Sheffield collide near
 Whitefish point, resulting in the sinking of the latter. Schooner Keeweenaw
 sunk near the Neebish rapids. Steambarge D.W. Powers collides with schooner
 America off Chicago. Transfer steamer Armstrong sunk on the St. Lawrence
 river, near Brockville. July: Schooner Driver sunk at Ludington. Steambarge
 Joseph P. Farnham burned off South Haven. Schooner Mockingbird wrecked near
 Middlesex. August: Schooner A. Vickery sunk near Rock island. Steamer
 Liberty burned on Green bay. Steamer C. Hurlbut burned at West Superior.
 September: Schooner Annie M. Foster sunk by collision with the yacht Siesta.
 Steambarge Commerce sunk on Lake Erie. Steambarge Leland scuttled near Pelee
 island. Steamer Tourist burned at Ashland. Steam- barge Philip D. Armour
 sunk by collision with the Steambarge Marion. Steamer R.A. Seymour sunk at
 Port Washington. The Folger burned in St. Clair river. The passenger steamer
 Rothesay, 22 years old, and 528 tons register, collided with the tug Myra,
 about a mile above Prescott, on the St. Lawrence river, sinking the tug; two
 of the crew of the Myra were lost. Steamer A.Y. Gowan burned at Cleveland.
 The steam yacht Leo, with a party of Lorain business men aboard, exploded
 some miles off Cleveland harbor resulting in the deaths of eight souls.
 October: On the steamer Quinte of Deseronto, a fire broke out on the lower
 deck and spread with great rapidity; the vessel was beached and burned down
 to the hull; four lives were lost. Schooner George C. Finney damaged by a
 waterspout on Lake Erie. Ferryboat Lady May burned at Sault Ste. Marie.
 Steamer Bessemer and schooner Schuylkill wrecked at Portage lake. Tug Col.
 Davis burned at Port Huron. Schooner Dauntless sunk in Sarnia bay. Schooner
 Imperial sunk at Georgian Bay. Barge W.C. Bell severely damaged by collision
 with the Minneapolis at St. Clair Flats. November: Steambarge Massachusetts
 collided with the steamer Seneca at Chicago. Tug W. Batchelor burned near
 Red river. Tug Peter Dalton burned at Muskegon. Schooner David Dow wrecked
 near Chicago. December: Schooner Clara White burned at Grenadier island.
 
 
 
 1890
 Shipbuilding Record Surpassed. - With the advent of
 1890 the ship- building industry assumed greater activity, and many large
 high-class steel steamers, exceeding 3,000 tons carrying capacity, were constructed, notably at the shipyard of the Globe Iron Works
 Company in Cleveland, which launched ten modern steel steamers, one each
 month of the year with the exception of March and September. The registered
 tonnage of these new boats is 23,366.16 gross tons, surpassing the output of
 any other yard on the lakes. The skill of lake shipbuilders seems to be
 amply proven in the symmetrical proportions retained in the largest
 carriers. Some steel barges were built calculated for through traffic to
 Montreal, and others built at West Bay City, Michigan, for the Atlantic
 coasting trade. The number of vessels built in 1890 was 236, the gross
 tonnage aggregating 170,870 tons and the net 145,584, which is the larges
 output on record to this date. 
 Many Vessels Stranded. - For the season of 1890,
 occurred a large number of strandings, which in nearly every case is due to
 the lack of the ordinary aids to navigation usually granted in other waters. 
 The greatest financial loss on Lake Erie was the propeller
 Chenango, through fire, and later the steel-built steamer O.C. Reynolds from
 the same cause. The total loss of the steamer Nevada through foundering in
 Lake Michigan was the heaviest in that lake for the season, though it is
 somewhat singular that the fatal Gray's reef, which cost the lake mariners
 nearly a quarter of a million dollars the previous season, only caught one
 vessel this year.
 The low rates of freight throughout the entire season left the
 owners small margins to figure on, and there were some men of keen
 commercial intelligence who asserted that the building of floating property
 was being overdone. Notwithstanding this about 80,000 tons of new vessel
 property was added to the tonnage market for the next season.
 Loss of the Annie Young. - The steamer Annie Young,
 owned by the Anchor Line Steamship Company, burned to the water's edge and
 sunk in about six fathoms of water, 20 miles off Port Huron. She left that
 port and steamed a few miles up Lake Huron, when she was discovered to be on
 fire. Every effort was made to extinguish the flames, but they spread with
 such rapidity that the captain ordered one of the yawl boats lowered in
 readiness to take the crew off when it should become necessary to leave the
 steamer. Against the captain's orders 12 of the crew got into the boat.
 Three of them, however, subsequently returned to the steamer. The yawl being
 towed alongside in the heavy sea, soon filled and the nine men left in the
 boat were drowned. In the meantime the flames were steadily and rapidly
 gaining possession of the steamer. The steamer Edward Smith was a few miles
 astern of the Annie Young. When the captain of the Smith saw the fire he cut
 off his tow and hastened to the rescue. The wind was fresh from the
 northwest. The engine of the Young was working and she was rolling in the
 trough of the sea, and it was an extremely difficult matter for the Smith to
 take off the men without catching fire herself; but finally all on board,
 thirteen in number, were rescued and taken to Port Huron by the Edward
 Smith.
 Steamer Mackinac Goes to the Atlantic. - In the fall
 of 1890 the steel steamer Mackinac, 4,000 tons, was sent to the Atlantic
 coast from the shipyard at West Bay City, Mich., she being one of two sister
 ships built by Wheeler & Co., for ocean trade. The Mackinac was
 launched at Bay City, towed to Buffalo, cut in two sections, taken in this
 shape through the Welland canal, and the St. Lawrence river canals, and put
 together at Montreal, the additional expense of this work being about
 $10,000.
 Arrival of whaleback at Cleveland in the
 Fall.Other Events of 1890. - April:
 Propeller Chenango burned off Erie; was built at a cost of $60,000 in 1887.
 Tug McArthur burned at Kingston. Schooner Magnetic sunk off Bar Point.
 Dredge Munson foundered on Lake Ontario. May: Steamer C. Liken sunk on Lake
 Huron. Schooner Curlew sunk on Lake Michigan. Tug Wales sunk off Tonawanda
 island by propeller Canister. Propeller Roanoke burned on Lake Erie. Tug Tom
 Matham sunk by collision with the steamer Cumberland on Lake Erie. Scow
 Alice Strong sunk by collision with propeller Glidden. Schooner Jessie H.
 Breck lost near Nine Mile Point. Steambarge Ohio sunk by
 collision with steambarge Siberia near Mud Lake. Barge O. J. Hale sunk near
 Point Sanilac, by collision with the steamer Neshota. June: Steambarge Ryan
 foundered off Port Stanley. July: Steamer D. J. Foley burned and sunk near
 Charlotte. Schooner Huron sunk on Lake Erie. Steambarge Sea Gull burned at
 East Tawas. Steamer Fred Pabst struck by lightning near Fairport. Tug
 Mocking Bird burned at Cheboygan. Barge Norma burned at Sandusky. Tug John
 Martin foundered in Georgian Bay. Steamer Tioga explodes her cargo at
 Chicago; many lives lost; boat damaged to the extent of $20,000. Tug Mollie
 Spencer burned off Chicago; Tug Isaac May severely damaged by fire near Long
 Point. Schooner Verona sunk at Ashtabula by collision with the steamer
 Cambria. Schooner Charger sunk by collision with the steambarge City of
 Cleveland. The steamer St. Lawrence collided with the pleasure yacht
 Catherine on the St. Lawrence river near Alexandria bay. Of a party of 12 in
 the yacht, five were drowned. While coming across Detroit river the
 passenger steamer City of Detroit collided with the steamer Kasota just off
 Revere Range. The Kasota was struck just abreast of the mainmast, and before
 the headway of the City of Detroit was stopped she had cut her way nearly to
 the smokestack. In less than two minutes the Kasota was on the bottom, the
 cook going down with the vessel. The collision was said to be caused by
 defective steering gear on the City of Detroit. August: Steamboat Corsica
 sunk at Ashtabula. The wreck of the Chenango sold to James Davidson for
 $17,000. Schooner Two Fannies sunk on Lake Erie. Tug Annie Watt sunk near
 Barrier island by collision with steamer Alderson. Steambarge Monitor
 foundered off Milwaukee. Schooner Tasmania sunk in Lake George by the J. H.
 Wade. Steamer Massasauga destroyed by fire at Gibraltar. The schooner Fannie
 L. Jones, heavily laden with stone from Kelley's island, foundered in a
 heavy sea a half mile from Cleveland harbor. Capt. Thomas Raferty, who was
 part owner of the boat, was drowned. The crew of three men were rescued by
 the Cleveland life-savers. September: Schooner M. E. Tremble sunk by
 collision with steamer W. L. Wetmore near Fort Gratiot. Steamer Lady
 Washington foundered on Lake Superior. Barge Ben Brink wrecked at Eagle
 Harbor. Schooner Comrade sunk in Lake Superior. Barge Genesee Chief
 waterlogged off Thunder Bay. Schooner Delos Dewolf sunk at Sturgeon Bay.
 Scow I. A. Johnson severely damaged by collision with the Lincoln Dall.
 October: Barge Wahnapitae, in tow of the propeller John M. Nicol, went to
 pieces on the end of the breakwater at Cleveland and became a total wreck.
 Orlo W. Smith, of Oswego, New York, was lost. The remainder of the crew were
 rescued after much peril. Steambarge Fred McBrier sunk by collision with the
 Progress at Mackinaw. Steamer Ionia damaged to the extent of $18,000 by
 collision with the Monteagle off Waugashance. Schooner Boody sunk at Port
 Huron. Tug Red Cloud sunk at Ashtabula. Barge J. F. Warner wrecked near
 Alpena. Tug A. J. Piper burned at Sturgeon Bay. Schooner Clara waterlogged
 at Green island. Barge Cohen wrecked at Port Hope. Steambarge Mackinaw
 burned at Black river, Lake Huron. Tug Cora B. burned at Duluth. November:
 the schooner Caroline Marsh, one of the old-time lake craft, was driven
 ashore at Oswego during a gale and became a total loss. Schooner S. C.
 Reynolds burned near Colchester. Steambarge Bruno and consort Louisa wrecked
 on Marquette reef. Scow R. H. Becker capsized near Ahnapee. Schooner Jessie
 aground at Bois Blanc island. Steamer Messenger burned at Rogers City.
 Steamer Nevada sunk near Two Rivers; valued at $55,000. Barge Boscobel
 waterlogged at Sand Beach. Steambarge Cowie burned at Cheboygan. Barge 107,
 sunk by collision with a boulder at Sault Ste. Marie. Schooner David
 Wagstaff foundered off North Fox. The Canadian freight steamer, Lake
 Ontario, built at Port Dalhousie in 1872, was burned at Clayton, in
 1890.
 
 
 1891-1898
 
 [Introduction]
 
 Foundering Of The Perew, 1891 -- Loss Of The Hattie A. Estelle --
 Disappearance Of The Hume -- Other Events Of 1891 -- Western Reserve
 Goes Down, 1892 -- Terrific October Storm -- Disappearance Of The
 Gilcher -- Foundering Of The Nashua -- Loss Of The John Burt -- Other
 Events Of 1892 -- Fatal Collision Of The Albany And Philadelphia, 1893
 -- Destructive October Gale -- Curious World's Fair Visitors: Spanish
 Caravels And Norwegian Viking -- Statistics -- Other Events Of 1893 --
 Loss Of The Cummings, 1894 -- Other Events Of That Year -- Loss Of The
 Chicora, 1895 -- Loss Of The St. Magnus -- Foundering Of The Africa --
 Low Water -- Five Fatal Disasters -- Loss Of The Missoula -- Other
 Events Of 1895 -- Statistics Of Marine Losses, 1896 -- Loss Of The Ayer,
 Sumatra And Waukesha -- Other Events Of 1896 -- Wreck Of The Idaho, 1897
 -- Safe To Sail The Lakes -- Wreck Of The Pewabic Found -- Losses Of
 Vessels From 1890 To 1897 -- Other Events Of 1897 -- The Mild Winter Of
 1897-98 -- From The Lakes To The Atlantic -- Severe Storms, 1898 -- Loss
 Of The Doty -- Loss Of The Thol And Other Vessels -- Wreck Of The St.
 Peter -- Foundering Of The Churchill -- Good Year For Lake Craft --
 Large Cargoes -- Caught In The Ice -- Other Events Of 1898.
 
 
 
 1891.
 Late in September of this year the schooner Frank Perew foundered
 off White Fish Point, Lake Superior. From the account of the only survivor
 (Charles Larrabee, of Buffalo) of a crew of seven, all told, it is learned
 that on September 25 the steamer N. K. Fairbanks, which had the schooner in
 tow, cast her off, she being bound for Marquette with coal. The next day a
 severe storm was encountered, and on Tuesday, when about 15 miles off
 Vermilion Point, the hatch cloths were washed off and the schooner filled
 through her hatchways. The crew stuck to her until it was evident that she
 would soon go to the bottom, when they took to the yawl, and for six hours
 struggled with the waves. They passed within two miles of White Fish Point,
 and made for Parisienne island. When within 40 rods of the beach the yawl
 capsized in the shoal water. Twice all hands caught on to the boat, but were
 washed off again, and all hands drowned with the exception of Larrabee, who
 reached shore and wandered around until he met two fishermen, who returned
 with him. They recovered the bodies of Capt. J. M. Marquey, of Bay City, and
 the rest of the crew.
 Loss of the Hattie A. Estelle. -- The schooner Hattie
 A. Estelle, of Chicago, bound for Buffalo with a cargo of wheat, went ashore
 at the entrance to Manistee, Lake Michigan, and became a total loss. James
 Stern reached the shore by swimming, and the life-saving crew rescued three
 of the crew. Captain Estelle and two of the crew were drowned. The schooner
 was owned by the Captain, who was an active, energetic man. She was only 295
 tons burden, and was built in 1873 by Hanson & Co., at
 Manitowoc, Wis., for Capt. J.L. Higgie, who gave her the name of Mary L.
 Higgie after his little daughter. Shortly after she went into commission she
 took a load of deals from Green Bay to Liverpool, England, returning to
 Quebec with a cargo of coal. After discharging cargo she left Quebec for
 Cape Town, Africa, with a load of deals. Leaving there she went to Natal during the African war and returned to Cape Town with
 some prisoners.
 Disappearance of the Hume. -- One of the most
 singular cases on record for the year was the loss of the schooner Thomas
 Hume, which left Chicago on the evening of May 21, light, for Muskegon.
 Neither the vessel nor any member of her crew was ever since heard of, and
 while she is listed as foundering on Lake Michigan, uncertainty existed for
 many weeks after her disappearance. That a vessel in first-class condition,
 in charge of a skilled navigator and well manned, should have been so
 totally obliterated seemed remarkable.
 Walebacks in winter quarters at West
 SuperiorOther Events of 1891. -- The
 loss of the stanch schooner Atlanta through foundering on Lake Superior was
 another disaster, as the entire crew perished after abandoning the sinking
 vessel. Three lives were also lost through the foundering of the tug Tempest
 in Cleveland harbor. The Canadian schooner E. G. Benedict stranded in the
 harbor of Port Stanley November 19, and the crew were compelled to take to
 the rigging. The life-saving crew at Port Stanley rescued the captain, mate
 and four seamen from their perilous position, a heavy sea continually
 breaking over them until Coxswain Berry and his crew reached them. Each
 member of the crew received $5 for this gallant exploit as a reward for
 their services. The two fastest boats in 1891 were probably the Owego and
 the Chemung, both built for the Union Steamboat Company to engage in the
 package freight business between Buffalo and Chicago, and each costing about
 $330,000. The Owego in 1891 held the record between Chicago and Buffalo,
 running the entire distance, 889 miles, in 54 hours and 15 minutes, an
 average speed of 16.4 miles per hour. Most of the steel freighters made only
 about 12 ½ to 14 miles per hour. Two whaleback propellers were sent
 to the Atlantic coast, and three remained on the lakes. One of those sent to
 the Atlantic coast, the C. W. Wetmore, attracted great attention by carrying
 a cargo of wheat in the summer of 1891 from Duluth to Liverpool. This,
 however, was not done without breaking bulk at Kingston, running the rapids
 in the St. Lawrence river, reloading at Montreal, and proceeding thence to
 Liverpool. She then crossed the Atlantic to Philadelphia, there took a cargo
 of machinery for Puget Sound, reaching her destination in safety. March:
 Steamer City of Detroit No. 2 severely damaged by collision with McDougall's
 rock. April: Schooner Samana damaged by collision with steambarge C. H.
 Green at Port Huron. Scow Mammoth sunk at Cleveland. Propeller Josephine
 damaged by fire at Ogdensburg to the extent of $5,000. May: Steamer R. J.
 Gibbs waterlogged at Port Austin. Tug Eleanor sunk off Pigeon island.
 Schooner Minerva severely damaged by collision with the schooner Magdalena.
 Schooner W. C. Kimball lost off Point Betsey. Barge Baker sunk at St. Clair
 canal. June: Scow Mayflower sunk on Lake Superior. Schooner Fayette Brown
 sunk by collision with the Northern Queen. Tug Mockingbird and raft of
 4,500,000 feet of lumber ashore near Bay City. Tugs Alva B. and American
 Eagle collide on Lake Erie, sinking the latter. The Starke sunk by collision
 with the schooner Chas. Wyman near Port Washington. Schooner Topsey
 foundered at Sand bay. Propeller Bay City burned in Detroit river. July:
 Steambarge Ira Chaffee burned at Sault Ste. Marie. Propeller Pontiac sunk by
 collision with the steamer Athabasca near Wilson's Bend. Schooner Colonel
 Cook sunk at Sandusky. Burned steamer Annie Young sold to John W. Thomson
 for $150. Schooner Silver Cloud capsized near Port Washington. Scow Hero
 sunk off Starve island. Schooner Gearing burned at Trenton. Steamer Mike
 Davis burned at Osceola, Wisconsin. Steamer B. F. Ferris burned at
 Caseville. Schooner Helena sunk by collision with the steamer Mariska at
 Black Hole, Little Mud lake. Schooner Michigan broke in two at the dock at
 Chicago. August: Schooner S. B. Pomeroy burned off Oak Orchard harbor.
 Steamer William Alderson burned near Port Dover. Schooner Dawn capsized off
 Port Washington. The James Sawyer capsized near Waugashance. Barge Genesee
 Chief waterlogged at Cheboygan. Schooner Millard Fillmore sunk
 near Roger's City. Tug Florence sunk at Cleveland. Steambarge Edward H.
 Jenks sunk by steamer Marley near Ballard's reef. September: Schooner Persia
 foundered off Point Petre. Tug Danforth sunk near Buffalo. Barge Thos.
 Parsons sunk at Fairport. Schooner Mediter- ranean foundered in Lake
 Michigan. Schooner Frank Perew foundered off Whitefish point. October:
 Steamer Winslow burned at Duluth. Barge W. L. Peck sunk on Lake Erie.
 Steamer Susan E. Peck sunk by collision with the schooner George W. Adams at
 Lake George flats. Barge Mary Birckhead sunk by collision with the steamer
 Roman at Lime Kiln Crossing. Tug Oswego burned in Detroit river. Schooner
 Lottie Wolf wrecked off Hope island. Steamer Conemaugh sunk by collision
 with the schooner New York near Detroit. Steambarge Oscar Townsend burned on
 Lake Huron. Propeller Sovereign foundered on Lake Superior. Steambarge
 Alpena burned on Lake St. Clair. November: Steambarge J. S. Ruby burned near
 Stag island. Schooner Montcalm wrecked near Long point. Schooner Ellen
 Severlson wrecked at Grand Haven. Propeller Oswegatchie foundered on Lake
 Huron. Schooner George C. Finney foundered on Lake Erie. Propeller Samuel
 Mather sunk by collision with the steamer Brazil in Whitefish bay; valued at
 $95,000. Tug Page burned near Fairport. Pasaic foundered on Lake Erie. Tug
 Leviathan burned at Cheboygan. December: Steamer Scranton wrecked at Bar
 point. Steamer Ogemaw sunk at Big Bay de Noc. Steamer Jeanie burned at
 Toledo.
 
 
 1892.
 Western Reserve Goes Down. -- On Tuesday, August 30,
 the new steel steamer Western Reserve, 2,392 tons burden, commanded by Capt.
 Albert Meyer, bound from Cleveland to Two Harbors, foundered during a fierce
 gale on Lake Superior, about 60 miles above Whitefish Point, resulting in
 the drowning of six passengers and a crew of 25, Harry W. Stewart,
 wheelsman, of Algonac, being the sole survivor. The Western Reserve had
 sheltered behind Whitefish Point for a time, but finally, feeling confident
 of her ability to reach her destination in safety, the captain headed her
 into the lake, and all went well until about 9 P. M., when she was about 60
 miles above the point, when the first warning of impending danger was a
 terrible crash, caused by the steamer breaking in two, the main mast going
 by the board, and weakening at other points well forward. She shipped water
 fast from the start, and the yawl boats were lowered. Capt. P. G. Minch,
 owner, with his family, and the officers and crew of the steamer to the
 number of seventeen, got into the wooden boat, the others taking to the
 metallic yawl. A few moments later the great steel hull sank in deep water,
 but before she had disappeared the metallic lifeboat capsized.
 The Western ReserveThe
 other boat went to the assistance of those struggling in the water, but only
 succeeded in rescuing two of the unfortunates, Captain Meyer's son Carl, and
 the steward. The 19 survivors now in the yawl headed for Whitefish Point, 60
 miles away. The wind was northeast when they started, but veered to the
 north, making considerable sea. The small boat weathered it, however, until
 7 o'clock Wednesday morning when, about ten miles from Life-saving Station,
 No. 12, and about a mile from shore, it capsized, and all lost their lives
 except Mr. Stewart. The captain's son Carl bore up for a time, but, becoming
 exhausted, gave up the struggle, and Mr. Stewart, who was a strong swimmer,
 reached the shore alone, ten miles from the life-saving station, where he
 lay unconscious for a time. He then walked and crawled to the station and
 reported the calamity. Captain Minch was accompanied on this disastrous
 voyage by his wife and two children, and his wife's sister, with her
 daughter. W. H. Seaman, the chief engineer, was a son-in-law of George Eddy,
 a former manager of the old Northern Trans- portation Line at Ogdensburg, N.
 Y. The bodies of Captain Minch and his sister-in-law were recovered.
 Terrific October Storm. -- On Friday, October 28, the
 weather, which had been acting unsteady for 24 hours previously, veered to
 the north-west, and by midnight a 60 to 70 mile gale was blowing over the
 several lakes, resulting in a loss of a number of lives
 and a million dollars worth of vessel property. The principal casualties at
 Cleveland were the sinking of the steamers Pontiac, Maruba and Ketchum in
 about 20 feet of water; schooners Samana, Colonel Cook, and Glad Tidings
 total losses, and the yacht Matt B. sunk, all inside the breakwater.
 The schooner Nellie Hammond, while seeking shelter, became a total
 wreck on the south pier at Muskegon, and her master, Louis Michelson, was
 drowned. The barge Mishicott piled herself up south of Manistee, and the
 crew saved only by heroic efforts of life-savers. The schooner Zach
 Chandler, loaded with lumber, parted her tow line near White Fish Point, on
 Lake Superior, and went ashore four miles east of the Deer Park life-saving
 station with the loss of one man, the schooner becoming a total loss. The
 barge Sunshine was waterlogged and abandoned on Lake Erie, the crew being
 rescued by the propeller Hadsen. The Sunshine was eventually picked up and
 towed into port. The schooner A.P. Nichols dragged ashore on Pilot island at
 Death's Door entrance to Green Bay, and filled with water. The schooner H.P.
 Baldwin was driven ashore, and filled near Colchester, Lake Erie. The
 steamers Canisteo, with consorts S.B. Pomeroy and Stewart, stranded twelve
 miles below Chiboygan(sic), and the scow Essex on Lighthouse Point, near the
 same place. The schooner Lillie Pratt drove ashore near Frankfort, the
 steamer City of Naples stranded on False Presque Isle, and the tug Onward
 was driven against the piers and sunk at Traverse City, Michigan. 
 Disappearance of the Gilcher. - There were many other
 casualties, but the most calamitous page in the chapter was the
 disappearance of the large new steel steamer W.H. Gilcher with all hands,
 and the schooner Ostrich on Lake Michigan laden with 3,000 tons of coal.
 Capt. Lloyd H. Weeks, who was in command of the Gilcher, was a master of
 undoubted seamanship and experience, and had a capable crew of 16 all told,
 none of whom escaped to verify any of the theories that were formed to
 account for her disappearance. The most acceptable view regarding the loss
 of the Gilcher is that she was in collision with the schooner Ostrich,
 Captain McKay, owner and master, with a crew of six. In support of the above
 theory, Captain Stuffelbaum, master of the Steambarge Hattie B. Perene,
 reported that he had examined some wreckage on High island, Lake Michigan,
 consisting of the "string backs," which held the canvas covers of the
 Gilcher's lifeboats. They had been cut into with an axe, which clearly
 indicated that the crew had rushed to the life- boats in great haste and did
 not have time to pull off the awning in the ordinary way. From the fact that
 the lifeboats were never found, it seems probable that the steamer went down
 before they could be freed from the davits. Wreckage of the schooner Ostrich
 and Gilcher lay on the beach not 100 feet apart. 
 Foundering of the Nashua. The propeller Nashua, laden
 with lumber from Georgian Bay to Toledo, foundered on Lake Huron, October 4,
 with all hands, 14 souls in all. Wreckage drifted ashore between Bayfield
 and Goderich.
 Loss of the John Burt. On September 26, the schooner
 John Burt, of Detroit, was wrecked three and one-half miles south of the Big
 Sandy life-saving station on Lake Ontario. Two persons were drowned. The
 John Burt was a three-masted schooner, built in Detroit in 1871, of 348
 gross tons. She was bound from Chicago to Oswego, and had almost reached her
 port of destination when her rudder head gave way in a furious gale from the
 northwest, and she became unmanageable and was driven past her port down the
 lake. She was sighted from the Big Sandy station under a reefed foresail and
 two head sails drifting toward the shore, heavy rain squalls prevailing.
 When the weather again lighted up, Keeper Fish, of the station, and judging
 that she was powerless to contend with the storm, launched the lifeboat in
 the creek and pulled across, landing just as the schooner came up in the
 wind and let go her anchors two miles to the southward, but dragging her
 anchors toward the shore until the cables parted and she stranded, the waves
 leaping completely over her, and the crew in the mizzen
 rigging.
 The life-savers fired a line squarely through the main rigging.
 The crew, however, did not seem disposed to use the line thus sent them. Two
 abandoned their places of refuge in the shrouds and leaped into the
 boisterous waves. Four surfmen, with life lines attached to their bodies,
 reached the struggling sailors and assisted them to land. The mizzen mast
 soon went by the board, followed by the main mast a moment later,
 precipitating the hapless crew into the lake. The life-saving men then, with
 lines attached, entered the water and rescued three more of the sailors. 
 Other Events of 1892. - April: Schooner John B.
 Merrill sunk by collision with the steamer Mercur at Bar Point. Schooner
 Mystic Star sunk at Fair Haven. Schooner Sophia J. Luff wrecked in Georgian
 Bay. Schooner Annie Sherwood wrecked off Eagle river. May: Steamer Celtic
 sunk by collision with the Russia off Point Rondeau. Steambarge Yosemite
 burned at Emerson. Tug Saginaw burned at Windsor. Schooner Hattie Perew
 waterlogged near Milwaukee. Tug Spinney sunk at Toledo. Propeller Mayflower
 sunk at Sandusky. Steambarge W.P. Thew burned off Chicago. Barge Brooklyn
 waterlogged at Alpena. Schooner Josephine sunk at Lake George Flats by
 collision with the Aloha. Steamer Kalamazoo sunk by collision with the
 Pilgrim on Lake Michigan. June: Steamer Progress sunk by collision with the
 steamer Briton in Detroit river. Schooner Persia wrecked at Racine Reef.
 Schooner Magnet sunk in Detroit river by collision with the Glencora. Tug
 Winslow sunk near Point Pelee. Steamer A.E. Wilds sunk by collision with the
 Douglass off Milwaukee. Tug Danforth sunk at Duluth. Schooner Fred A. Morse
 sunk by collision with the John C. Pringle at Thunder Bay. July: Barge C.H.
 Davis waterlogged at Buffalo. Steamer Island Belle destroyed by lightning at
 Grand Island. Barge H.S. Walbridge destroyed by fire in Detroit river.
 Schooner General Burnside sunk on Lake Erie. Steambarge Nelson Mills wrecked
 off Nanbenmay. Steamer R.P. Flower wrecked near Waugashance. Schooner Cheney
 Ames sunk at Muskegon. Schooner Mary D. Ayer waterlogged off Whitefish
 Point. Tug Chicago sunk by collision with the steamer City of Concord off
 Chicago. August: Steamer Princess Louise sunk by collision off Thompson's
 Point. Steamer Remora sunk at St. Ignace. Steambarge S. Neff sunk at
 Cleveland. Schooner City of Toledo capsized on Lake Michigan; several lives
 lost. Steamer Kitty M. Forbes sunk at Cleveland. September: Tug John A.
 Paige burned on Lake Superior. Schooner Guiding Star abandoned at Big Bay
 Point. Schooner Fanny Campbell waterlogged off Goderich. The Dan Kunz sunk
 at Sandusky by collision with the steamer Roland, afterwards raised.
 October: Steambarge Richard Martini sunk by collision with a schooner at Bar
 Point. Tug McVea burned in River St. Clair. Steambarge Canada burned at Port
 Huron. Barge Jupiter waterlogged off Black river. Schooner J.E. Gilmore
 wrecked at Garrett's bay. Steambarge Roland sunk near Green Island. Barge
 Samona wrecked at Cleveland. Schooner Zack Chandler ashore and wrecked at
 Deer Park. November: Tug James Amadeus sunk near Point Pelee. Canadian
 schooner Marquis a total loss at Forest bay. Schooner Minnie Davis sunk by
 collision with the schooner Hunter Savidge near Point Mowia. Tug C.J.G.
 Monroe burned at Port Colborne. Schooner Nelson sunk at Lime Kiln Crossing
 by collision with the Susan D. Peck. Schooner Grace Murray sunk at Bar
 Point. Schooner Annie Vought, ashore at the Manitous, goes to pieces.
 December 12: Steamer Notherner burned at her dock at L'Anse. Valued at
 $50,000.
 
 
 1893
 Fatal Collision of the Albany and Philadelphia. - The
 steel steamer Albany of the Western Transit Company and the iron steamer
 Philadelphia of the Anchor line collided on Lake Huron off Point aux Barques
 early on the morning of November 7, in a dense fog. Both vessels went down
 and twenty-four lives were lost. The Philadelphia caught the Albany just
 forward of No. 2 gangway, smashing in the steel plates and
 pushing her nose several feet into the Albany's body. The Philadelphia's
 nose was smashed flat, but for a few minutes after backing away seemed to
 make but little water. The Philadelphia threw out a line, took the Albany in
 tow and headed for Point aux Barques, 12 miles distant. The Albany filled
 rapidly. Within 30 minutes the men took to the yawl, and soon after the
 Albany went down stern first in 200 feet of water. The Philadelphia took
 aboard the Albany's crew, and under full steam made for shore. She soon
 began to settle, and at the same time the wind began to blow stiffly from
 the north, lifting a choppy sea. Captain Hoff, of the Philadelphia, decided
 to take to the yawls. Twenty-two men, including Captain Hoff and Capt. A. J.
 McDonald, of the Albany, and 20 men entered the smaller yawl and 24 men the
 larger. The former made shore without trouble. The latter capsized, and all
 on board were lost. The fog was so dense that the two boats soon parted
 after leaving the sinking steamer. Eleven bodies, all wearing life
 preservers, were recovered, and the missing boat was found bottom up.
 Loss of the Eddy. -- The total loss with all hands of
 the stanch well- informed schooner Newell A. Eddy, Captain Barton, at the
 Lake Huron entrance to the straits, was one of the most serious losses for
 this season. The stern of the Eddy was washed up near Bois Blanc light.
 During the life of this storm, which did not blow itself out for several
 days, 23 vessels were victims of its violence, 12 stranding, four
 foundering, three disabled, four damaged in hull, two by collision. Had Lake
 Superior been open to navigation there would no doubt have been other
 serious losses to add to that terrible storm.
 Destructive October Gale. -- The northwest gale that
 prevailed over the lakes on October 14 and 15 was the most destructive to
 life and property that had been experienced for many years, the gale
 registering as high as 60 miles an hour. A careful record places the loss of
 life at 41; two vessels were totally wrecked and 29 stranded. The steamer
 Dean Richmond, valued at $115,000, foundered off Dunkirk, Lake Erie, Capt.
 G. W. Stoddard, Chief Engineer Evans and 13 others going down with her. The
 steamer Wocoken, valued at $65,000, foundered on Lake Erie. Capt. Albert
 Meswald, who was in command, Michael Hinekelman, chief engineer, and a crew
 of twelve found watery graves. Captain Meswald was part owner. He had
 enlisted and served in a Michigan regiment during the war of the Rebellion,
 and three years after the close of the war he began sailing the Genesee
 Chief, owned by Capt. S.B. Grummond, of Detroit. His wife is a sister of
 Captains John and Alfred Mitchell, of Cleveland.
 The schooner Minnehaha, valued at $48,000, stranded at Onekena.
 Captain Parker, who was sailing her, was the only survivor out of a crew of
 seven.
 The schooner Annie Sherwood went ashore waterlogged 30 miles above
 White Fish Point, Lake Superior, and Capt. Louis Guthrie, of Chicago, and
 one seaman perished from exposure.
 The schooner Pelican, Capt. Barney Gray, foundered off Ashtabula
 in about eight fathoms of water May 16, taking down with her the mate and
 three seamen. The schooner R. J. Gibbs also foundered while riding at anchor
 off Bar Point, Lake Erie. The crew was rescued by the steamer Iron Chief.
 She was built in Vermilion by Squires in 1855.
 The Canadian steamer Byron Trerice was destroyed by fire at
 Leamington September 12, with a loss of three lives. The Trerice had been
 plying on the Cleveland-Rondeau route, and put in at Leamington for
 shelter.
 Curious World's Fair Visitors. -- An interesting
 event of 1893 was the arrival of three Spanish caravels, the Santa Maria,
 the Pinta and the Nina, constructed in Spain in close imitation of the
 Spanish fleet in which Christopher Columbus, four centuries earlier, had
 made his first and successful voyage of discovery to America. These antique
 models were manned in Spain and crossed the ocean in safety. They were among
 the most interesting spectacles at the World's Fair, and are now passing
 into decay in the lagoons at Jackson Park, Chicago.
 Another curious foreign arrival in 1893 was the
 little Viking, a Scandinavian craft, of ancient build, which won unbounded
 admiration at the World's Fair, and then with the typical restlessness of
 the old Norse Kings left the strange waters of the Great Lakes and returned
 to the Fatherland.
 Statistics. -- During the season 53 vessels passed
 out of existence, involving a loss of tonnage of 24,258, valued at
 $1,040,000; the partial losses, $1,072,180; making a total of
 $2,112,588.
 Of the casualities 59 occurred on Lake Erie; 33 on Lake Huron; 10
 on Lake Superior; 12 on Lake Michigan; 4 on Lake Ontario; and 5 on Detroit
 river.
 The total loss of life during the season aggregated 123, against
 99 for the previous year. It is notable that of the immense number of
 passengers carried on the various pleasure boats in commission at Chicago
 during the World's Fair but one passenger was lost, James M. Cutler, a
 real-estate dealer of Chicago, who fell overboard from the steamer City of
 Toledo, near Jackson park.
 Other Events of 1893. -- April: Schooner Tuxbury sunk
 near Turtle Light. Steamer City of Naples collides with and sinks the
 schooner City of Cheboygan at Lighthouse pier. Schooner Keewaunee wrecked at
 Racine. Tug Sea Gull burned in the straits of Mackinac. Steamer Ohio
 severely damaged by a gale on Lake Huron. Barge E. F. Gould waterlogged near
 West Sister island. Schooner R. B. Hayes foundered off Chicago. Schooner
 Lumberman capsized off Racine. May: Schooner Vienna wrecked at Manitou
 beach. Dredge Continental sunk at Conneaut; five men drowned. The barge M.
 R. Goffe sunk by collision with the schooner Iron Cliff, below Stag island.
 June: Schooner Corsican sunk by collision with the steamer Corsica off
 Thunder Bay island. Steamer Arcadia sunk in the Cornwall canal. Tug Osborne
 burned at the Ottawa river. Steambarge S. C. Clark burned off Port Sanilac.
 July: Steamer Tom Maytham sunk by collision with rocks at Cedar point.
 Schooner John Rice capsized off Thunder Bay island. Dredge Lorain foundered
 at Sandusky. Tug C. C. McDonald burned near Saginaw. Steamer Skater burned
 at Manistee. August: Barge Oneonta sunk at Cleveland. Steambarge Josephine
 burned at Johnson's island. Tug Louis Wallace burned at Onekama. Steambarge
 Mary Pringle burned at Port Huron. Schooner Laura sunk on Lake Ontario. Tug
 Annie Laurie burned at the Sault. Steambarge Oneida burned on Lake Erie.
 Steambarge Ellida sunk at Duluth by collision with the steamer Lucille. Tug
 O. Wilcox foundered on Lake Huron. Barge McDougall waterlogged off Erie. The
 Jennie Mathews, H. J. Mills and William Wheeler lost on Lake Ontario.
 September: Steamer Arctic sunk off White Rock. Schooner L. D. Bullock
 stranded at Braddock's Point; abandoned. Barge Huron sunk near Cardinal,
 Ontario. Schooner Hattie Earl wrecked near Michigan City, Ind. Barge
 Michigan foundered on Lake Superior. Barge Samuel Bolton wreck near
 Richmondville on Lake Huron. Schooner D. R. Martin waterlogged at Milwaukee.
 Steamyacht Tallahoosa burned off Long river. Schooner Margaret A. Muir
 foundered off Ahnapee. Tug Mystic burned at Ransom's Landing. Schooner
 Louisa E. Glade sunk at Manitowoc. Tug Maggie Carrell burned at West
 Superior. October: Schooner Windsor wrecked at Cana island reef. Schooner
 David Stewart foundered at Pigeon bay. Steamer Ida M. Torrent burned at
 Cross Village, Mich. Tug Acme foundered near Black River. Steambarge S. C.
 Clark burned on Lake Huron; sold for $205. Schooner George wrecked at
 Pictured Rocks. Schooner Amboy wrecked off Buffalo. Schooner Riverside lost
 on Lake Erie. Schooner C. B. Benson lost in Gravelly bay. November: Steamer
 Burlington sunk near Sand Beach. Steamer C. B. Lockwood sunk by collision
 with the E. A. Nicholson at the Lime Kilns; valued at $130,000. Steambarge
 Lowell burned at Port Huron. Tug Day capsized near Toledo. Tug M. I.
 Cummings burned at Cape Vincent. Tug George Douglas burned off Griffith
 island. Tug Beebe burned to the water's edge at Put-in-Bay and sunk.
 December: Tug W. R. Crowell foundered near Michigan City. Steamer Waldo A. Avery burned at the Straits. Steamer City of Concord
 burned at Toledo. Steamer Mascotte burned at her dock at New Baltimore.
 
 
 1894.
 Loss of the Cummings. - The schooner M. J. Cummings,
 Capt. John McCulloch, foundered in the storm of May 18 on Lake Michigan,
 near Milwaukee, in 18 feet of water, forcing the crew of six into the
 rigging, where they clung many hours exposed to the fury of the gale. The
 lifesaving crew made a courageous but futile effort to rescue them with the
 lifeboat. In the afternoon the keeper and two of the crew of the Racine
 station and one of the crew of the Milwaukee station fell in with and
 assisted a party of volunteers in the attempt to rescue the survivors and
 surfman Gurdes, of the Milwaukee station, who had gained a footing on the
 wreck when the lifeboat was capsized the first time. Three of the crew of
 the vessel had drowned and two perished from exposure while lashed to the
 rigging. The last effort was made with the lifeboat of the steamer Nebraska,
 astern of a heavy scow in tow of the tug Hagerman. The tug took its tow well
 to windward of the wreck, but the boat came into collision with the scow and
 knocked a hole in her bow. She was slacked down without sending any crew to
 the rigging in which the three survivors were stationed. The mate lost his
 footing was drowned, but the other two embarked safely. They reached the
 beach without further accident. Six of the seven persons composing the crew
 of the Cummings were lost.
 Other Events of 1894. - During the fierce gale of May
 18, the schooner Myrtle carried away her rudder and drifted foul of two
 other schooners near Chicago harbor, causing her masts and bowsprit to go by
 the board, and leaving her helpless in the seaway. The life-saving crew made
 an attempt to tow out to the schooner, but the life-boat was capsized by the
 breakers and the crew narrowly escaped drowning. Shortly afterward the
 Myrtle stranded off Twenty-fifth street, and went to pieces, drowning all
 hands, comprising six men. The schooner Myrtle M. Ross caught fire early in
 the morning of July 10, near South Haven, Mich. Four of her crew were
 imprisoned in the cabin by the flames, the escape scuttle being obstructed
 by a cargo of cord wood. The life savers at the station took the fire
 apparatus to the steamer uncovered the scuttle and saved two of the crew,
 and with the assistance of the city fire department saved the vessel and
 cargo. As a result of this casualty four lives were lost. The schooner
 Hartford was overtaken by a storm on October 11, and went to anchor six
 miles south of Big Sandy station, Lake Ontario, when she foundered, drowning
 a crew of seven people. April: Steamer William H. Barnum sunk at the
 Straits. Steamer Minneapolis sunk by ice at the Straits. Schooner H. D. Root
 sunk near Put-in-Bay. Schooner Lottie Cooper wrecked off Sheboygan; one life
 lost. Schooner Island City sunk on Lake Michigan; two lives lost. Steambarge
 Burlington burned in Detroit river. Tug Truant burned on Georgian Bay, near
 Burnt island. May: Steamers S. S. Curry and A. D. Thompson seriously damaged
 by collision at Little Lake George. Schooner William Shupe waterlogged near
 Port Huron; several lives lost. Tug Pacific sunk at Upper Portage Lake Canal
 by collision with the H. C. Richards. Schooner Lem Ellsworth foundered on
 Lake Michigan; seven lives lost. June: Steamer Ocean and barge Kent sunk by
 collision near Alexandria bay. Steambarge W. P. Thew destroyed by fire at
 Bay City. Tug Giant sunk in Saginaw river. Tug Geo. B. McClellan sunk at her
 dock in Chicago. Dredge General Meade foundered on St. Clair Flats. July:
 Steamer White Star burned at Cheboygan. Schooner Glad Tidings sunk by the
 steamer Pathfinder near Grassy island; four lives lost. August: Steamer
 Roanoke burned off Fourteen Mile Point. Tug True sunk at Sandusky. Ferry
 Richmond sunk by collision with the steamer Puritan at St. Joseph. City of
 Nicollet sunk at Sandusky. Schooner Cobb sunk by collision with the steamer
 America. Tug Cheney crushed and sunk by the steamer Fayette Brown at Sault
 Ste. Marie. September: Steamer Robert Mills severely damaged
 by collision with the H. J. Jewett in the Straits. Schooner Mabel Wilson
 sunk by collision in St. Clair canal. Schooner William Howe sunk near
 Seulchoix Point; six lives lost. Schooner American sunk near Stony Point.
 Steamer Ohio and schooner Ironton sunk by collision on Lake Huron; five
 lives lost. October: Schooner John Wesley waterlogged on Lake Huron.
 Schooner Alva Bradley foundered in Lake Michigan. Steamer D. M. Wilson
 foundered in Lake Huron. November: Steamer Seattle wrecked near Rondeau
 harbor. Steamer S. C. Baldwin sunk by collision with the Iron King at Marine
 City. Tug Mary and Norman burned at Vermilion. Tug C. H. Lamb sunk at
 Sandusky. Schooner John Shaw foundered at Au Sable. Schooner Antelope
 capsized off Grand Haven. Schooner D. S. Austin wrecked at Ludington.
 Schooner N. P. Barkalow sunk at Toledo. Steamer Ida Keith sunk in Niagara
 river. December: Tug C. G. Curtiss sunk at Cleveland. Tug Isabel sunk at
 Alpena. Capt. John Pridgeon, at one time the largest vessel-owner on the
 lakes, died at his home in Detroit.
 The following vessels also passed out of existence during the
 season of 1894; Steamer: James Pickard. Tugs: A. L. Smith, Crusader and
 Joseph Heald; all burned. Schooners: American Union, Col. Cook, Lottie
 Cooper, Lincoln Dall, Evening Star, Moses Gage, Prince Alfred, H. B. Moore,
 J. L. McLaren, Mercury, C. G. Mixer, Rainbow, Jack Thompson, Ida, Wyandotte,
 Jeannie Mullen, Baltic, D. G. Fort, L. M. Guthrie, Julia Miner, Silver Lake,
 Lulu Whiting, Gazelle, Speed, Magnolia, St. Catharines, and Ada; all
 stranded except the Lottie Cooper, which foundered.
 
 
 1895.
 Loss of the Chicora. - In a terrible mid-winter storm
 the steamer Chicora, of the Graham & Morton Transportation Company's
 line, was lost January 21 between Milwaukee and St. Joseph with her crew of
 23 and her only passenger. The steamer left Milwaukee for St. Joseph about 5
 o'clock on the morning of January 21 while the weather was mild and the lake
 smooth, shaping her course directly for her destination. The barometer was
 unusually low, but Capt. Edward George Stines, her commander, nevertheless
 left port promptly on time. President Graham at his home in St. Joseph that
 morning discovered the alarming atmospheric conditions, and hastily notified
 the commander of the steamer Petoskey, then lying at St. Joseph, not to sail
 till the storm had passed. He wired the same instructions to Captains
 Stines, of the Chicora, but a little later learned that the vessel had
 already departed. The storm burst upon the lake as the day advanced, and no
 tidings to this day have come from the ill-fated Chicora, save that her
 spars and other wreckage drifted ashore between South Haven and Saugatuck,
 some days later. The Chicora was due at St. Joseph at 12:30 in the
 afternoon, and for a day it was believed she might have sought shelter in
 some neighboring port; but hope fled as rescuing vessels plowed their way in
 vain through thick fields of ice and in zero weather which followed and
 continued for several weeks. It is believed she went down a few miles off
 South Haven.
 Propeller Chicora. Built at Detroit in
 1892. Foundered during a gale in Lake Michigan, January 21, 1895;
 all on board perished. From "American Steam Vessels." Copyright
 1895, by Smith & Stanton.The Chicora was
 built in Detroit in 1892. She was 217 feet long, 35 feet beam and 15 feet in
 depth. She was built for the heavy freight traffic of the Graham &
 Morton line, but the passenger quarters were luxuriously furnished. Her
 guaranteed speed was seventeen miles an hour. As she was engaged in
 mid-winter service, there was no insurance. The loss of vessel and cargo was
 $175,000.
 Nixon Waterman wrote the following versus, "Song and Sigh," in
 commemoration of this disaster:
 
 Here's a song for the Chicora, for the beautiful Chicora;
 Proudly as a swan rides rode she o'er the undulating seas,
 Dancing o'er the gentle billows gracefully as bend the willows - 
 Bend the lithe and happy willows to the breath of every breeze.
 From the bold and busy babble of a city's rush and
 rabble
 To the fields of fruit and flowers went she ever to and fro;
 Like a seabird flitting over to the land of soft, sweet clover,
 To the bloom wreathed vales of gladness, to the hills of "Old St.
 Joe!"
 * * * *
 Oh, the hearts that watched her going, ever smaller, smaller growing,
 Out upon the seeming shoreless waste of waters glad and free,
 Growing dimmer, dimmer, dimmer, in an irredescent shimmer, 
 Until a speck she faded 'tween the blue of sky and sea. 
 Here's a sigh for the Chicora, for the broken, sad Chicora;
 Here's a tear for those who followed her beneath the tossing wave.
 Oh, the mystery of the morrow! From its shadows let us borrow
 A star of hope to shine above the gloom of every grave.
 
 Wreck Scenes. Propeller St. Magnus; [lower
 left] A Whaleback collision;. [center] Propeller Corsica after a
 collision; St. Magnus keeled over at Cleveland; [lower right]
 Schooner Samana on the beach.Loss of the
 St. Magnus. - One of the singular disasters of the season was the
 fate of the Canadian line propeller St. Magnus, of Hamilton, Ont. While
 lying at dock at Cleveland on the evening of June 7, she listed and quietly
 sank. At great expense she was raised some weeks later and towed to Port
 Dalhousie. While on dry dock there, September 5, she took fire and was
 totally destroyed; one life was lost. 
 Foundering of the Africa. - The steamer Africa, of
 Owen Sound, having in tow the barge Severn, both being loaded with coal,
 from Ashtabula, Ohio, to Owen Sound, Ont., encountered a severe gale on Lake
 Huron. The tow line parted and the Africa fell into the trough of the sea
 and foundered, all hands on board, 13 in number, being lost. The Severn went
 ashore in the vicinity of Lyal island, and went to pieces, though her crew
 were all saved.
 Low Water. - The influence of low water upon cargoes
 was shown by a table compiled by the Marine Review. It gives the first
 cargoes of 43 vessels for the season of 1894 at 90,769 tons. For the season
 of 1895 the first cargoes of the same vessels were only 83,467 tons, an
 average loss of 8 percent. The average draft at the Sault canal was about 13
 feet 8 inches, or about 10 inches less than the draft of 1894.
 Five Fatal Disasters. - The tug Pearl B. Campbell
 became heavily encompassed with ice in a heavy northeast gale and blinding
 snowstorm on Lake Superior, December 27, and foundered off Huron islands,
 carrying down her crew of seven. The schooner Kate Kelley foundered, May 14,
 off Racine Point, during a heavy gale of wind; the entire crew of seven were
 lost. Two lives were lost from the schooner Naiad, dismasted during a sudden
 squall, in July, off Charlevoix. The schooner Nellie Duff foundered off
 Lorain, in October, with the loss of three lives out of the crew of four.
 The steamyacht Gitana foundered near Tibbett's light, St. Lawrence river, in
 June; the crew of three were drowned. 
 Loss of the Missoula. - The steamer Missoula broke
 her shaft in a heavy southwest gale on Lake Superior, November 1. She
 broached to, foundered and became a total loss of Caribou island. The crew
 took to the small boats, and finally reached the Canadian shore after great
 suffering. Several days elapsed before they reached an inhabited
 district.
 Other Events of 1895. - April: Steambarge Sakie
 Shepard foundered off Turtle island. Barge Fostoria waterlogged at Port
 Huron. Steamer A. Everett sunk off Point aux Barques. Barge Bahama sunk at
 Alpena. May: Steamer N.K. Fairbank burned at Morgan's Point. Steamer Guide
 burned and sunk at Oswego. Schooner S.H. Kimball sunk off Point aux Barques
 by collision with steamer George Stone. Steamer Cayuga sunk near Skillagalee
 light by collision with steamer Joseph L. Hurd; damage to both vessels and
 cargoes about $300,000. Quickstep wrecked at St. Clair. Schooner Reindeer
 stranded at Black River. Steamer Niagara sunk at Port Colborne. Steamer
 Norman sunk on Lake Huron by collision with the Canadian steamer Jack;
 valued at $200,000; insured for $175,000; three lives lost. June: Tug John
 Evanson sunk by collision with the schooner Watson, near
 Ahnapee. Steamer Salina sunk by the Lizzie A. Law, near Bay City. July:
 Canadian passenger steamer Cibola burned at Lewiston; the boat was launched
 at Deseronto, in 1887, and cost $200,000; one life lost. Steamer Nyanza sunk
 by collision with the Northern King at the foot of Sugar island; valued at
 $110,000. Schooner Republic sunk off Lorain. Schooner Ida May Brown capsized
 on the beach at Michigan City, and became a total loss. August: Steamer Alva
 sunk by collision with whaleback barge 117 at the Sault. Steamer Burlington
 burned in Weldrum bay. Steamer Britanic sunk by the steamer Russia, near
 Upper Grosse Isle: one man drowned. Tug Siskiwat burned at Port William.
 Steamer Idlewild collides with and sinks the schooner Ferret, at Toledo.
 Steamer John Otis damaged by lightning, on Lake Michigan. Canadian steamer
 Daisy, of Port Hope, totally destroyed by fire. September: Steamer C.A.
 Forbes burned near Bay City. Schooner Evaline capsized near Kewaunee. Tug
 Ella Smith sunk near French river, Georgian Bay. Schooner J.H. Magruder
 wrecked near Harrisville. Schooner Arctic sunk by collision with the
 propeller Clyde near Point aux Barques. Tug W.F. McRae sunk near Marine
 City. Schooner Queen City wrecked at Hog island reef. Schooner A.W. Comstock
 foundered off Standard rock during a 70 mile gale. Schooner E.R. Williams
 sunk on Green bay. Schooner C.H. Johnson went to pieces at Groscap. Steamer
 Mark Hopkins sunk by the steamer Vanderbilt in Hay lake. Steamer Montana
 sunk in the Portage Lake canal. Steamer Gracie Barker burned at Harbor
 Springs. Steamer Robert L. Fryer sunk in Hay lake by collision with the
 steamer Corsica; subsequently raised. Steamer Mark Hopkins sunk in the Sault
 passage. Schooner Odd Fellow stranded at Sauk's Head. Schooner Phantom
 foundered off Little Sable Point. Schooner C.A. King foundered off Point aux
 Barques. Barge R.J. Carney wrecked at Shelldrake. Schooner Elma wrecked on
 Lake Superior; one life lost. Steamer C.J. Kershaw stranded at Chocolay reef
 during a heavy northeast gale; the vessel broke in two and sank in deep
 water, becoming a total loss; the schooners H.A. Kent and Moonlight, in tow
 also wrecked. October: Schooners Itasca and Mary sunk above Port Huron by
 the steamer Parks Foster; Schooner Otter wrecked near Sturgeon Bay. Schooner
 Hanlon burned off Bushy island. Schooner C.N. Johnson sunk near Amherstburg.
 Steel steamer America sunk by the steamer W.H. Gilbert at Rains island.
 Schooner B.F. Bruce sunk at Sailors Encampment. Steamer John Craig sunk at
 Ballard's reef. Schooner H.C. Richards foundered off Little Point Sable.
 Steamer Alexandria sunk in St. Lawrence river. Canadian steam yacht Sea Gull
 burned at Port Perry. Schooner G.W. Davis foundered near Point Maitland,
 Lake Erie. November: Schooner Columbia sunk in Niagara river. Steamer
 Missoula foundered on Lake Superior. Canadian schooner Dauntless wrecked
 near Fort Gratiot. Tug Elk sunk by steamer Syracuse at Buffalo. Steamer
 Michael Groh totally wrecked off Pictured Rocks. Schooner Mattie Bell
 stranded at Big Summer island. Propeller J.M. Almendinger stranded and lost
 at Fox Point. Barge Nicholson stranded and lost near Lakeside, Lake
 Michigan. December: Tug Wright sunk at Green Bay. Schooner Geo. W. Adams
 sunk by ice near Colchester. Tug Erwin sunk at Sandusky. Tug Roy sunk by ice
 on Lake Erie. Schooner Julia Willard sunk near Middle Sister island. 
 
 
 1896
 Statistics of Marine Losses. - The losses during the
 season of 1896 were confined almost exclusively to the old-time grade
 vessel. Hence it was a prosperous season for lake underwriters, as in most
 cases there was no insurance of any nature. The summary shows a total of 35
 vessels with 21,425 net tons that passed out of existence, involving a money
 loss of $386,500. The list includes but one really valuable vessel, the
 Australasia, which was destroyed by fire on Lake Michigan in October. The
 City of Kalamazoo, a passenger steamer of 728 tons was burned
 at South Haven, November 30, but not totally destroyed.
 Loss of the Ayer. -- The schooner Mary D. Ayer
 collided on Lake Michigan, May 17 with the steamer Onoko during a dense fog.
 The schooner drifted some distance after the collision, and was taken in tow
 by the steamer City of Duluth. She was afterwards abandoned, and foundered
 with the loss of five lives.
 Four Lives Lost. -- In a heavy north gale the barge
 Sumatra, of 1,400 tons, in tow of the steamer B. W. Arnold, was disabled and
 foundered off Milwaukee. Two of the crew were rescued by the harbor tug and
 one by the life-saving crew. The remaining four of the crew perished.
 The schooner Waukesha foundered at her anchorage off
 Muskegon, Nov. 7, in a heavy gale of wind, and became a total loss. Six of
 the crew of seven were lost. The Waukesha was of 600 net tons capacity.
 Other Events of 1896. -- April: Barge 104 sunk by
 collision with steamer Philip Minch at Lake St. Clair; afterwards raised.
 Tug Wisconsin foundered in Lake Erie; afterwards raised. Tug Peter Dalton
 sunk in Lake Huron. Canadian tug Eva destroyed by fire at Lindsay. May:
 Steamers L. C. Waldo and Choctaw collide at the Sault by which the latter
 was sunk; afterwards raised. Schooner Sunrise sunk by collision with barge
 133 on Lake Michigan. Barge Transfer sunk at Lorain; after- wards raised.
 Barge Arthur sunk in St. Lawrence river. Steamer Grace Williams sunk in Lake
 Michigan. June: Barge Mikado waterlogged off St. Joseph. Steamer Samuel T.
 Hodge burned and sunk near Oak Orchard. Schooner R. Canters stranded at
 Pilot island. July: Capt. Hugh Chisholm died at Meaford, Ont.; he built the
 first center-board schooner on the lakes. Schooner Little Wissahickon
 foundered near Rondeau; Capt. George McKay and two of the crew drowned.
 Schooner Walbridge total wreck at Long Point. Steamer Samoa sunk in the St.
 Lawrence river; afterwards raised. Canadian steamer Maganetawan, of
 Collingwood, ran on a shoal near Byng inlet and went to pieces. August:
 Schooner yacht Hawthorne sunk near Chicago by collision with the steamer
 Iowa; afterwards raised. Schooner Emeline, capsized near Death's Door,
 released. Steamer Ogden sunk at Duluth. Schooner Phineas S. Marsh foundered
 in Lake Superior; crew rescued by life-savers. Steamer Harvey Watson, burned
 at Holland, Mich., rebuilt. Schooner Granger driven ashore at Seul Choix
 Point, Lake Michigan, and became a total loss. Schooner City of the Straits
 burned at Ontonagon. Canadian tug James Clark burned at Owen Sound. Canadian
 tug Verbena May totally wrecked near Stokes bay. Canadian steamer Victoria
 foundered in Georgian Bay. September: Schooner Colonel Ellsworth sunk at the
 Straits by collision with the Emily B. Maxwell. Schooner Bertha Winnie
 capsized in Lake Erie. Steamer Harry Cottrell foundered near Bar Point.
 Steamer Northland sunk at the dock at Duluth; afterwards raised. Schooner
 Wm. Crosthwaite sunk by collision with the passenger steamer City of
 Mackinac; after- wards raised. Barge Sovereign capsized in the Bay of
 Quinte. Schooner Sweepstakes stranded on Lake Erie; lost. Schooner Gilbert
 Knapp ashore at Good Harbor bay, Lake Michigan, and a total loss. Canadian
 steamer Baltic burned at Collingwood. Schooner J. R. Pelton stranded on Lake
 Erie; lost. Schooner David Macy sunk by collision on Lake Erie. October:
 Propeller Loretta burned at Lorain. Steamer Grand Traverse sunk by collision
 with the Livingstone near Colchester. Schooner T. Y. Avery sunk at Chicago;
 afterwards raised. Steamer Mariska sunk at Buffalo; afterwards raised.
 Schooner Samuel P. Ely lost near Two Harbors. Steamer Australasia, of 2,200
 net tons, burned on Lake Michigan. Schooner Transfer and steamer Alleghany
 stranded on Lake Michigan. November: Tug L. B. Johnson capsized near
 Chicago. Steamer Wallula, driven ashore and burned near Conneaut, released.
 Schooner Brenton wrecked at Cleveland. Steamer B. W. Arnold burned and
 ashore near Salmon Trout river. Canadian steamer Acadia fatally stranded on
 Lake Superior. Schooner Success stranded on Lake Michigan. City of Kalamazoo
 burned at South Haven; rebuilt. December: Steamer L. R. Doty
 burned at Chicago; rebuilt.
 
 
 1897.
 Wreck of the Idaho. -- The wreck of the steamer Idaho
 off Long Point, on the night of November 5, was the most serious disaster of
 1897 on the Great Lakes. This is true as regards both the number of lives
 lost and the monetary loss. The vessel sank, and with her went down 19 of
 the 21 men who constituted the ship's company. The two survivors were Louis
 LaForce, second mate, and William Gill, a deck hand. The steamer herself was
 old, and was insured for not more than $10,000 or $15,000; but the amount of
 property aboard is estimated at from $75,000 to $100,000.
 The Idaho left Buffalo with package freight for Milwaukee on the
 afternoon before the wreck. A November gale caught her before she reached
 Long Point. Her captain, Alexander Gillies, made the unfortunate decision to
 push on, leaving astern the safe shelter behind the Point. Twelve miles
 beyond Long Point the Idaho began to ship water, and part of the crew was
 ordered to the pumps. After a little while the water got into the engine
 room, and then in the fire hold. Then the captain attempted to head the
 steamer around to get back under Long Point. As she veered a great roller
 swept over her, throwing her into the trough of the sea and washing half a
 dozen of the crew off the deck into the lake.
 All hands were at once ordered to the pumps except the watchman
 and a wheelman. One of the pumps broke, and the captain organized a line of
 fire buckets. Inch by inch, however, the water crept up until it was
 bubbling around the edge of the fires. In ten minutes the fires were
 quenched and the ship was at the absolute mercy of the sea.
 All then went on deck to lower the anchors in the hope that the
 ship would right herself. While the men were giving more line to the port
 anchor the stern began to sink and every wave slopped over it. Suddenly the
 moon broke through the clouds and the crew got the first light they had seen
 since the engine fires were extinguished. Gill saw the captain running
 forward, when a wave swept him far from the ship and as it passed the clouds
 closed over the moon and the night was black again. 
 Gill and LaForce found themselves on the end of the deckhouse, and
 scrambled into the rigging as the Idaho went down. They scrambled to the
 crow's nest, and there the Mariposa found them in the morning.
 While working at the pumps Gill and LaForce had stripped
 themselves to shirt and trousers, and there they clung, sprayed by every
 wave. Others of the crew tried to launch one of the small boats and were
 swamped with it. Looking about them Gill and LaForce saw that all their
 companions had been lost.
 LaForce, who was above Gill, sighted a vessel just at daybreak and
 signaled frantically for it, but it steamed by, and LaForce temporarily went
 mad with despair. He beat his head against the mast, prayed, sang and
 threatened Gill, whose position was less secure, and who was lost if he let
 go with one hand. To add to their misery, hail began to fall and cut their
 faces.
 It was past noon when the Mariposa came in sight. The men were too
 stiff to signal her. They saw the Mariposa change her course, and Captain
 Root bring her alongside. He lowered a small boat, but it was wrecked
 instantly. Three times he tried it. Finally he brought the Mariposa right up
 against the spar, and her crew lifted the men aboard. Gill was so cold that
 he could not unfasten his hands.
 LaForce says he was in he hold when the stern began to sink. The
 crew made a frantic dash for the deck, and one of the men was trampled to
 death by his companions, madly eager to escape.
 Resolutions adopted by the Buffalo Merchants Exchange, commending
 Capt. Frank Root of the Mariposa for his skill and courage in rescuing the
 two survivors, contained this paragraph: "In bringing a great steel steamer
 nearly 350 feet long, in such a heaving sea, alongside the spar to which the
 two unfortunate men were clinging for their lives with a skill and nicety
 which enabled the rescue to be successfully made. Captain
 Root and his officers and crew not only proved themselves possessed of the
 highest skill and discipline as seamen, but showed a courage, coolness and
 nerve which belong only to the truly brave. Their seamanship and their
 courage were both brought to a supreme test, and both proved unsurpassed."
 The owners of the Mariposa also commended Captain Root for his exploit, and
 thus gave precedence to humanity over the danger to which the steamer was
 necessarily subjected in approaching the sunken Idaho.
 In a letter to Captain Root, President Mather of the Minnesota
 Steamship Company, owners of the Mariposa, said: "I wish to express to you,
 and through you to all your brave crew, my sincere appreciation of the
 unusually skillful seamanship, coolness, nerve and bravery displayed by you
 all in rescuing the two poor survivors of the Idaho, and to say further that
 notwithstanding the risk thereby involved to the safety of the steamer, your
 act has the hearty commendation of this company and of myself. In some
 recognition I wish you to give your first mate and your chief engineer an
 extra month's salary each, and to all the other members of your crew an
 extra half-month's salary each, for which draft is inclosed herewith; and as
 for yourself, will you please call at our office upon your arrival down and
 receive in person from us a testi- monial of our regard and esteem." When,
 in answer to this letter, Captain Root called at the office of Mr. Coulby,
 manager of the trans- portation department of the company, he was presented
 with a beautiful gold watch.
 The Idaho was one of the oldest steam vessels on the lakes. She
 was built in 1863. A few years ago the Western Transit Company, which owned
 the boat, took her out of commission and she lay idle at Buffalo until a
 month or so before her loss. She was 220 feet long, with a net tonnage of
 906. During the G. A. R. Encampment the Idaho was used by the naval veterans
 as a lodging place.
 Safe to Sail the Lakes. - Not a single passenger was
 lost by accident during the season of navigation on the great lakes for
 1897. 68 sailors lost their lives. This is about the average for the past
 two seasons. The only craft in disaster was the Idaho, lost on Lake Erie,
 when 19 lives were sacrificed. The remainder of the 68 were lost one at a
 time from accident. Falling into the hold caused the death of a dozen.
 Forty-six were drowned and three committed suicide. The season was
 remarkable for the large number of narrow escapes of crews from wrecked
 vessels, but the lifesaving crews everywhere made daring rescues.
 Vessel Earnings in 1897. - Instead of having to make
 good a deficit vessel owners found a balance to their credit. It was not
 large, but under the circumstances a little is as good as a feast. One local
 owner figures that his property earned at least 5 per cent. on its insurance
 valuation, or about 10 per cent. on what he considers its actual market
 value at present, although there is apparently no market for it. Another
 owner claims that the earnings of vessels of 2,500 tons carrying capacity
 have been about 3 per cent. on their insurance valuation, or 6 per cent. on
 a supposititious market value. And this he considers a fair result for one
 of the most unsatisfactory seasons ever experienced on the lakes. In regard
 to the steel steamers and towbarges carrying anywhere from 4,500 to 6,000
 tons it is learned from outside sources that they have earned about 6 per
 cent. upon the capital invested in them. While this is not a satisfactory
 return by any means, it is sufficient to demonstrate their superiority as
 money makers in ordinary seasons, and serves to explain why only vessels of
 this description are now being placed under contract at all of the large
 ship-building plants on the lakes. True, there will always be a good demand
 for medium-sized carriers, but the presence of these leviathans in a
 competitive market will tend to keep freight rates down to such a low notch
 throughout future seasons that they can no longer be looked upon as
 gilt-edged property. So firmly, in fact, has this belief become fixed in the
 minds of the most discerning owners that some of them have recently
 expressed a willingness to dispose of their holdings at a
 heavy sacrifice in order that they be enabled to put the proceeds into great
 carriers such as are now being rapidly introduced.
 Wreck of the Pewabic Found. - The wreck of the
 long-lost steamer Pewabic was located after a casual search extending over
 thirty years. The wreck was found by a wrecking expedition from Milwaukee in
 the steamer H. A. Root. It lies six miles southeast from Thunder Bay island,
 Lake Huron, in 27 fathoms of water, and is in the regular course of
 steamers, on almost an even keel. The upper works are entirely gone, but
 portions of the bulwarks are standing, and the main deck appears to be
 intact. The American Wrecking and Salvage Co., of Milwaukee, under a
 contract with the underwriters, worked for the recovery of the wreck and
 cargo, consisting largely of copper in barrels, recovering copper to the
 value of $7,000. For several years from one to four expeditions had been
 sent out to locate the Pewabic, and several lives have been lost in the
 search. There was always a belief that the safe of the steamer contained a
 large amount of money. The Pewabic was lost by collision with the steamer
 Meteor in 1865.
 Losses of vessels from 1890 to 1897 are shown in the
 following table: 
 NO. OF
 VESSELSCAPACITYVALUE
 18903416,306$757,000
 18915227,496$564,800
 18925728,708$1,014,250
 18936541,625$1,172,200
 18945431,415$522,750
 18956348,975$1,290,100
 18963521,425$386,500
 18973521,450$372,900
 
 
 Wrecking Scene on Lake Michigan. Propeller
 Keystone and consort J. G. Masten, ashore on Twin River Point, near
 Two Rivers, Wis. A wrecking tug of Sturgeon Bay released the
 propeller promptly. The schooner slid off into deep water,
 foundering very quickly.Other Events of
 1897. - April: Steamer Massena, sunk near Maitland, raised.
 Schooner I. M. Forest stranded at Pentwater. Schooner C. N. Ryan stranded at
 Ludington; crew saved with difficulty. Schooner Wollin wrecked off
 Sheboygan. Schooner Lookout wrecked near Two Rivers. Steamer Florida sunk by
 collision with the steamer George W. Roby between Middle island and Presque
 Isle. Steamer Lewis Shickluna sunk off Long Point by collision with the
 steamer Tecumseh. Schooner Coral sunk near Death's Door. June: Canadian
 Pacific car-ferry steamer Southeastern burned at Prescott. Tug Wells sunk by
 collision with the Monohansett at Ballard's Reef. Schooner Sunshine sunk in
 the Soo river by collision with the rocks; afterwards raised. Excursion
 steamer Periwinkle burned at Toledo. July: Steamers Mariposa and Selwyn Eddy
 collided off Manitou island during a dense fog, causing serious damage to
 both vessels, the former being cut to the water's edge. Schooner F. M. Smith
 fatally stranded at South Haven. Tug J. W. Eviston burned at Duluth. August:
 Schooner Emma Banner capsized in Lake Michigan. September: Schooner Henry A.
 Kent, iron ore laden, spring a leak during a gale, and foundered eight miles
 off Standard Rock; crew saved with difficulty by towing steamer J. C.
 Gilchrist. Schooner Alert wrecked at St. Joseph. Steamer C. B. Wallace
 burned at Toledo. October: Schooner Antelope, coal laden, foundered off
 Michigan island; crew saved by towing steamer H. W. Sibley. Schooner Ella
 Stevenson foundered 40 miles off Holland; crew reached shore in lifeboat.
 Schooner Kate Winslow, with pig iron, broke from towing steamer and
 foundered near Seul Choix Point. Schooner F. W. Gifford foundered on Lake
 Michigan. Steamer E. B. Hale foundered in Saginaw bay. Schooner Presto
 fatally wrecked at Sand Beach. Schooner Nellie Hammond stranded at White
 Lake Harbor. Tug C. W. Wells burned at Amherstburg. Tug Com. Jack Berry
 burned at Duluth. November: Schooner Groton foundered at anchor 12 miles
 west of Port Stanley; crew rescued with difficulty. Steamer Dove burned at
 Toledo. Steamer Nahant burned at Escanaba. Tug E. G. Ashley burned at
 Toledo. December: Schooner Joseph Paige wrecked 12 miles west of Whitefish
 Point. Steamer Rosedale driven ashore on East Charity shoals; abandoned to
 underwriters. Steamer Egyptian burned on Lake Huron. Schooner J. G. Masten
 stranded at Two Rivers. Steamer G. W. Morley burned at Chicago. Schooner
 Mishicott stranded at South Haven. Tug Fishing Queen foundered
 in Lake Erie.
 
 
 1898
 The Mild Winter of 1897-98. - Capt. Tony Everett, who
 is the oldest master sailing out of Chicago in point of years of service,
 said the Marine Review in February, 1898, shipped for the first time from
 that port in 1848, has been a master since 1856, and he is still at the
 business. Captain Everett says this winter beats anything in his 50- years'
 experience on the chain of lakes. "I have been all over 'em, up and down and
 back again," said Captain Everett, "but I never before saw a winter as open
 as this one at this time of the year. I never knew the St. Clair river to be
 open in the latter end of January. Of course there is ice in the lake, lots
 of it; but the winds keep it off shore and we don't see much of it. But the
 lake could be sailed all winter if we had the insurance. I remember one very
 bad winter, that of 1862, when a fleet of schooners was frozen in for months
 in Lake Erie. The Badger State was one of them, and the crew had to live on
 oats and corn all winter. They were loaded with grain, and when the
 provisions ran out they had to tackle the cargo. That was a bad winter. The
 ice was so thick they couldn't move, and it was not solid all the way in, so
 they couldn't go ashore if they wanted to; so they had to stay aboard and
 eat oats until the ice broke up.
 "I have seen the 36 miles of St. Clair river open until Christmas,
 but it usually freezes up and sticks that way about that time. This winter
 we have wonderful fine weather."
 From the Lakes to the Atlantic. - One of the most
 notable events of the season was the chartering of about forty of the
 old-time vessels for service on the seaboard. The Atlantic Transportation
 Company, of New York, was the principal charterer of the craft. The vessels,
 it was stated, were intended largely for the coast wise trade; especially
 from Newport News. The Atlantic Transportation Company had said that when it
 wanted tonnage, additional to that which it controlled, the carrying rate
 was forced sharply upward, and it was to prevent this increased cost of
 transportation that the large chartering of lake vessels was made. The
 chartering began early in September, and before the close of the season most
 of the vessels had reached the seaboard, though a few were detained by
 insufficient water in the St. Lawrence canals. The Marine Review, in its
 issue of September 22, presented this list of lake vessels chartered to the
 Atlantic Transportation Company: 
 CAPACITY NET
 TONSINSURANCE
 VALUATION
 STEAMERS
 Aragon2,500$100,000
 Lindsay1,70068,000
 Katahdin2,200100,000
 Murphy, S.J.2,200100,000
 BARGES
 Foster, Chas2,00025,000
 Georger, F.A.1,70018,000
 Alverson, H.D.1,50018,000
 Moonlight1,50017,000
 Crosthwaite, W.S.1,40014,000
 Sheldon, T.P.1,30014,000
 Bacon, M.S.1,30018,000
 Watson, S.L.1,20012,000
 Foster, S.H.1,30016,000
 Verona1,40015,000
 Camden1,40015,000
 Halloran1,50016,000
 Massasoit1,20014,000
 Sage, H.W.1,50020,000
 Redwing1,50016,000
 San Diego1,50016,000
 Iron State2,00030,000
 Iron City1,20022,000
 Watson, S.V.R.1,00010,000
 Parker, Thos. L.1,20020,000
 Wadena2,10033,000
 Becker, W.D.2,10048,000
 Ash, Annie M.2,50046,000
 Checotach1,40016,000
 Wallace, David1,80027,000
 Wall, Charles1,2009,000
 O'Neill, John1,20010,000
 Brunette1,40012,000
 Shawnee1,20010,000
 Hawgood, H.A.2,30042,500
 Ewen, F.D.1,90032,500
 Fitzpatrick, J.C.2,40055,000
 Metacomet1,50018,000
 Rutter, J.H.1,80025,000
 McGregor, Wm.1,50017,000
 Brown, H.H.1,50017,000
 Porter1,50016,000
 Helvetia1,60018,000
 Page, M.W.1,40016,000
 Total69,500$1,184,500
 
 
 The carrying capacity of this fleet is estimated at
 more than 1,250,000 tons for the season, and the withdrawal had an immediate
 strengthening effect upon freights that were affected by this tonnage. 
 Largest Vessels on the Lakes. - There was launched at
 the Wheeler shipyard at West Bay City this season the largest freighter on
 the Great Lakes, the steel propeller Samuel F.B. Morse, owned by the
 Bessemer Steamship Company. She started for Duluth for her first cargo in
 August. The Morse is 476 feet over all, 456 feet keel, 50 feet beam and 29
 feet depth. Engines are of the quadruple expansion type, with cylinders of
 26-½, 37, 54-½ and 89 inches diameter, and a common stroke
 of 42 inches. There are four Scotch boilers, each of 13 feet 4 inches
 diameter and 11 feet 6 inches length, and allowed 200 pounds working
 pressure. The vessel has fourteen hatches, two smoke stacks and two steel
 masts. Probably the most distinctive characteristic of the vessel is the
 exceptionally heavy construction throughout. Her displacement on a draught
 of 17 feet will be 10,500 tons. She was built to move 6,000 gross tons on
 the present Lake Superior draught, and she had done that. She was not built
 with a view to putting into her every ton of cargo that could possibly be
 moved in a hull of her dimensions. She was intended to tow a steel barge,
 the largest on the lakes, and probably two such barges, and the indications
 are that she will eventually tow two big barges at a rapid rate. On her
 second trip to Lake Superior with a towing wheel she made 14-½
 miles for a time, going up light, and when returning with ore she made
 13-½ miles all the way down. The chief engineer of the line was of
 the opinion, he said, that with another wheel suited to fast running the
 Morse would attain a speed of 17 miles.
 The Bessemer Steamship Company has contracted for a propeller to
 duplicate the Morse, also for a barge to be 465 feet in length, or 10 feet
 longer than the Roebling, the present largest barge.
 Heavy Marine Losses. - An unusually large number of
 losses occurred on the lakes during the season of 1898. The loss to the
 underwriters is estimated at $2,600,000, and the season is said to have been
 the most disastrous in the history of the lakes. The number of boats which
 passed out of existence was 58, with an aggregate tonnage of 29,194 tons.
 Total and partial losses amounted to 569, and the causes assigned were as
 follows: Ashore, 123; aground in protected channels, 126; fire, 40;
 collisions, 90; ice, 16; storm-beaten, 96; foundered, 8; miscellaneous
 causes, 116.
 Severe Storms. - There were three severe storms late
 in the season. The first began October 25 and continued 36 hours. The second
 occurred November 9, and the third November 18. 
 Loss of the Doty. - The most disastrous event of the
 season, in loss of life, was the foundering of the steamer L.R. Doty, on
 Lake Michigan, with her entire crew of 17. The Doty left Chicago, Monday,
 October 24, with the Olive Jeanette in tow, both loaded with corn, for
 Midland, Georgian Bay. They encountered a furious gale the following day.
 The towline parted, and the manner of her loss remains unknown. Indications
 were that she drifted a considerable distance before she went down in
 midlake. Her wreckage was picked up 25 miles off Kenosha. The Jeanette was
 sighted on the 27th and towed to Chicago, in a crippled condition. The Doty
 was a stanch wooden propeller, built at West Bay City, in 1893. She was in
 command of Capt. Christopher Smith. The crew of the Jeanette could throw no
 light on the fate of the Doty. The vessels were struck by the northeast gale
 on Monday, when below Milwaukee. Tuesday afternoon the steamer parted from
 her consort.
 Forecaster Cox, of the Chicago weather bureau, says the storm was
 not at all remarkable for the violence or the continuance of the wind, and
 yet it was remarkable for the damage it did on sea and land. He accounts for
 this by the fact that the storm center moved so rapidly across the lake, so
 that there was not only the gyratory force of the cyclone but a rectilinear
 motion to the northeast. It was this combination of forces, he says, which
 lashed Lake Michigan into fury and produced such devastating
 effects on the lake and on the shore. Chicago, he says, had a wind, August
 16, that blew seventy-two miles an hour. Tuesday, October 25, the greatest
 velocity was forty-eight miles, and that only from 7:50 to 8:15 P. M.
 Loss of the Thol and Other Vessels. -- during a
 fierce gale November 10, the schooner S. Thol, laden with Christmas trees
 for Chicago went down off Glencoe with all on board, a crew of five men.
 During the same storm the schooner Iron Cliff sank off Chicago harbor. Her
 crew of seven men were with great difficulty rescued by the Chicago
 life-saving crew. The schooner Sophia J. Luff was waterlogged off Gross
 Point, and the schooner Lena M. Neilson went ashore at Lakeside, Mich. The
 schooner Fossett was stranded at Sand Beach, Lake Huron, and the schooner
 Minnehaha was broken up at Sheboygan.
 Wreck of the St. Peter. -- The Canadian schooner St.
 Peter, bound from Oswego to Toledo with coal, sank about five miles
 northwest of Sodus, on Lake Ontario, October 27. She had shown signs of
 distress and the tug Proctor started to her assistance. When a mile away the
 crew of the tug saw the distressed vessel sink. The crew of nine all
 perished except Captain John Griffin, who was picked up in an unconscious
 condition.
 Foundering of the Churchill. -- The schooner
 Churchill, laden with ore, foundered off Waukegan October 13 during a fierce
 gale. She was in tow of the propeller Majestic. The lines parted, and the
 crew of the schooner had just taken to the yawl when the vessel went down.
 Captain Cain sank with the ship and another seaman was lost. The Majestic
 picked up the remaining members of the crew, five in number.
 Good Year for Lake Craft. -- A striking feature of
 the year was the enormous volume of traffic and the moderate margin of
 profits, considering the heavy business. It is estimated that average
 earnings of 4 to 5 per cent. were paid. A few vessels faced an actual loss.
 On the largest and best managed there was a net profit of about 10 per cent.
 During the earlier part of the season carrying charges reached the lowest
 point in the history of the lake marine. For a long stretch corn has been
 carried from Chicago to Buffalo at three-quarters of a cent, and even
 touched five-eighths. Ships went begging for cargoes, and yet nearly all
 were kept in service. Finally, along in August, a boom began, which
 continued until the middle of October, when the high- water mark in all
 important lines of commerce was reached. Corn went to 3-½ cents,
 iron ore to $1, and coal to 50 cents. Vessels were then making big money
 every trip, but November was not old before the boom collapsed, and vessel
 men went hunting for cargoes again. At the close of the season vessel men
 were more hopeful of profitable business for the next year than they have
 been at any close of navigation for three years past. They base their hopes
 upon the enormous sales of rails and other steel products for 1899 delivery.
 The consumption of ore for 1899, it is almost assured, will reach the
 greatest proportions ever known.
 Large Cargoes. -- In 1898 the propeller Superior
 City, loaded at South Chicago a cargo of 266,500 bushels of corn, weighing
 7,463 net tons, on a draft of 18 feet 2 inches. The same vessel carried from
 Escanaba to South Chicago 6,823 gross tons, or 7,642 net tons, of iron ore.
 On 16 feet of water the schooner Polynesia carried from Cleveland to Duluth
 5,654 net tons of bituminous coal. The propeller Siemens, with two barges in
 tow, carried 17,000 tons of ore to Lake Erie. The Maruba and her tow, the
 barges Martha and Constitution, carried 15,000 tons. The lake carriers
 expect that soon a propeller and her tow will be able to transport in one
 trip 20,000 tons of ore.
 Caught in the Ice. -- The close of the season of 1898
 was made memorable by the imprisonment of many vessels in the ice at the
 head of Lake Erie about December 10. A fleet of 35 boats was ice-bound, but
 by the aid of ferries and tugs from Detroit, a shifting of the wind and
 warmer weather the vessels gradually got away.
 Night scene on Lake
 ErieOther Events of 1898. -- The iron
 ore shipments by lake for 1898 were 13,650,788 gross tons, the
 largest traffic ever known. Cargoes of 7,000 tons were a feature of the
 year, and account for the low freights. The opening of the Canada-Atlantic
 line from Chicago and Duluth to Georgian Bay dampens the hopes of an
 extensive grain trade to Montreal when the St. Lawrence canals are completed
 in 1899. All-rail routes made a contest for the grain trade to the seaboard,
 and were not altogether unsuccessful. There were rafted to the Saginaw river
 this season from the Georgian Bay 154,997,171 feet of pine logs. In 1897 the
 quantity received at Saginaw was 147,280,000 feet of saw logs. The number of
 vessels totally lost was greater than for many years past. Receipts of grain
 and flour at Buffalo surpassed those of any previous year. The Canadian
 authorities expect to have the enlargement of the Galops, Morrisburg,
 Farrans Point, Cornwall and Soulanges canals completed by about midsummer
 1899, so as to be able to pass vessels of 2,000 tons through from the lakes
 to the sea. Two United States revenue cutters, the Gresham and the
 Algonquin, started for the seaboard in June to join the auxiliary naval
 fleet. The Algonquin was built at Cleveland in 1898, the Gresham in 1897.
 The latter was cut in two and one half sank at Ogdensburg. The vitality of
 the wooden vessel ship-building industry was exemplified by the building of
 four large wooden freighters at the Davidson yards at West Bay City during
 the winter of 1897-98 and the spring of 1898. These vessels, however, are
 not in active demand. April: Steamer Servia, loaded with corn, from Duluth
 for Kingston, burned about 30 miles west of Whitefish Point, Lake Superior;
 for 9 hours the crew ineffectually fought the fire; she was then abandoned
 and sank. Steamer Maine burned at Buffalo; raised. Schooner Northwest sunk
 by ice in Straits. Propeller J. H. Outhwaite and schooner H. A. Barr ashore
 on False Presque Isle; afterwards released. May: Tug Agnes Arnold burned in
 Green bay. June: The Canadian steamer Tecumseh struck on Ripley's rock, at
 Marquette, and sank. Tug Record sunk at Duluth, drowning three of the crew;
 she was afterwards raised. Steamer Sakie Shepherd burned at St. Clair. Barge
 American burned at St. Clair. July: Schooner S. B. Paige ashore, Green bay;
 total loss. August: Schooner Dan Hayes sunk, 10 miles north of Milwaukee.
 Steamer Superior went to pieces on Gull island, Lake Michigan; she was
 loaded with ore from Escanaba for Toledo. Tug R. F. Goodman burned, Lake
 Superior. Schooner F. A. Fitch ashore and lost, Lake Michigan. September:
 The tug Ira O. Smith burned and sank, near Lake View crib, Chicago.
 Propeller Maud Preston burned, near Toledo. Schooner J. H. Mead ashore,
 Keweenaw Point. Schooner Mediator ashore, Keweenaw Point. Propeller Colorado
 ashore, Keweenaw Point. Schooner R. Winslow foundered in Straits. Steamer
 Tourist burned, St. Joseph. Schooner Forrester ashore and lost at Sanilac.
 Steamer Wenona ashore and lost at Portage. Schooner Keepsake foundered, Lake
 Erie. Canadian schooner Jonas sunk by collision, Georgian Bay. Steamer
 Keystone burned, Lake Michigan. Steamer Queen of the Lakes burned, South
 Manitou. Schooner Southwest ashore and lost, Lake Superior. Schooner Monitor
 sunk in St. Mary's river. Steamer Toledo wrecked at Portage. October:
 Schooner Barbarian abandoned off Milwaukee. Schooner A. J. Rogers ashore and
 lost on Lake Michigan. Canadian schooner Augusta sunk on Lake Ontario with
 crew of 7 men. Tug Leo wrecked at Milwaukee. The Canadian tug Walker sunk
 near Nicholson's island, Lake Ontario, and her barges, the Kildonan and
 Hector, coal laden, were beached above Wellington. Schooner Ed. Blake burned
 on Lake Huron. Schooner L. B. Shephard, lumber-laden, capsized in Lake
 Michigan. Tug Rebel foundered on Lake Superior. Schooner C. P. Minch ashore
 at Pier Cove, Georgian Bay. Propeller H. A. Tuttle total loss, Michigan
 City. Propeller Republic ashore near Alpena. Schooner Aloha abandoned off
 Chicago. Schooner D. L. Filer abandoned off Racine. Steamer E. F. Gould lost
 near Oscoda. Schooner George Steele broken up near Oscoda. Propeller Henry
 Chisholm wrecked, Lake Superior. Schooner Bavaria ashore and lost, Georgian
 Bay. Schooner A. Dall ashore and lost, Lake Michigan.
 November: Passenger steamer Pacific burned at Collingwood, Ontario. Schooner
 Aberdeen beached at Grand Haven. Schooner D. S. Austin wrecked near
 Ludington. Canadian steamer Northern Bell destroyed by fire on Lake Huron.
 Propeller Lloyd S. Porter sunk below Quebec, while on her way to the sea.
 Schooner Iron Cliff wrecked off Chicago. Schooner Minnehaha lost at
 Sheboygan. Propeller Tampa a total loss at Beaver bay, Lake Superior.
 Propeller Arthur Orr abandoned, Lake Superior. Schooner N. C. West wrecked
 by collison, St. Clair river. Schooner L. M. Neilson ashore and wrecked,
 Lake Michigan. Barge 104 sunk on Lake Erie. Schooner C. Harrison ashore,
 Sturgeon bay. Steamer Corona burned at Tonawanda. Steamer H. W. Sibley
 wrecked on Lake Erie. Schooner Maria Anetta ashore on Lake Ontario. Steamer
 St. Lawrence ashore, Point Betsey. Steamer Harlem ashore on Isle Royale.
 December: Steamer Aurora, with wheat cargo, burned to water's edge while
 plowing through Lake Erie ice. Tug George B. McClellan burned, Michigan
 City. Tug Swain burned St. Mary's river. This year witnessed the arrival
 from Denmark, on the Great Lakes of the sailing yacht Dove (Duen), owned by
 Countess Schimmelman. The Countess fearlessly crossed the Atlantic in her
 little vessel in order to extend the philanthropic work (toward which she
 has humanely consecrated her life and fortune) among all classes, chiefly,
 however, among the sailors and others employed about the lakes. The Dove
 arrived in Chicago in the fall of 1898, and is wintering there.
 
 
 List of Lake Vessels
 
 Past and Present
 The compilation of a complete list of all vessels that have sailed
 the Great Lakes is, perhaps, impossible, for many early records have been
 destroyed, and those remaining are sometimes incomplete. The following
 directory has been prepared with great care, and no available source of
 information that might add to the accuracy or to the number has been
 neglected. Few if any prominent vessels on the lakes, it is believed, have
 been omitted, and the list is by far the most complete that has ever been
 compiled. It contains with comparatively few exceptions the names of all
 lake craft from the earliest historical times to the present
 The abreviations used usually self-explanatory. Those most
 commonly employed are as follows: b., for built. bge., barge.
 c., composite. Can., Canadian. col., collision. com.,
 commission. cfy., car ferry. g.t., gross tons. Hur.,
 Huron. l., lake. Mich., Michigan. n.t., net tonnage; or
 sometimes, when applied to Canadian vessels, new tonnage. prop.,
 propellor. r., river.
 rev. cut., revenue cutter. straits, Straits of
 Mackinac. Sup., Superior. stmr., steamer. sty.,
 steamyacht. stcb., steam canal boat. stpd., steam pile
 driver. stl., steam lighter. std., steam dredge. schr., sail
 vessels or barges. slp., sail sloop. sly., sloop yacht. U.S.
 Gov., United States Government. v., vessel. '98, 1898 etc..
 By steamer is usually meant side-wheel steamer, but it includes
 also many propellers among the Canadian vessels and sometimes American
 propellers, old vessel lists not always maintaining the distinction between
 side-wide steamers and propellers:
 
 
 A
 Aaron, Can. schr., 144 g. t., b. '81, Montreal, in com.
 Abbell, C. L., schr., wrecked L. Mich., '61.
 Abbey, J. P., Can. scow, 120 g. t., b. '63, Port Robinson, in
 com.
 Abbey, Olivia, Can. scow, '90 g. t., b. '84, Port Robinson, in
 com.
 Abbie, Schr., 87 g. t., b. '86, Ludington, in com.
 Abbott, H. B., tug, 56 g. t., b. '89, Buffalo, in com.
 Abbs, James, Can. schr., 15 g. t., b. '69, Port Credit, in
 com.
 Abby, schr., wrecked near Cleveland,
 A. B. C. F. M., schr., 143 g. t., formerly J. & A.
 Stronach, b. '54, Milwaukee, in com.
 Abell, Geo. W., slp., 12 t., b. Buffalo, wrecked Port Burwell,
 '71.
 Abeona, Can. sty., 46 g. t., b. '89, Toronto, in com.
 Abercorn, prop., 260 g. t., b. '74, Marine City, in com. 
 Aberdeen, schr., 1,046 g. t., b. '92, West Bay City, beached Grand
 Haven, '98.
 Aberdeen, Can. prop., 181 n. t., b. '94, Picton, in com. 
 Aberdeen, Can. stmr., 674, g. t., b. '94, Paisley, in com. 
 Aberdeen, Can. tug, 13 g. t., b. '94, Westport, in com. 
 Aberdeen, Can. s. tug, 121 n. t., b. '95, Sorel, in com.
 Abert, Col., U. S. i. survey stmr., b. Buffalo, '43.
 Abiah, brig., in com., '51.
 Abigail, schr., b. '49, Black River, O. 
 Abino, Can. prop., 8 g. t., b. '94, Fort Erie, in com.
 Abrecht, H. C., schr., 237 t., b. Manitowoc, '70.
 Abyssinia, schr., 2,037 g. t., b. '96, West Bay City, in com. 
 Abyssinia, sty., 13 g. t., b. '93, in com.
 Abysinnian, Can. stmr., 450 g. t., b. '65, Montreal.
 Acacia, Can. schr., 227 n. t., b. '73, Smith's Falls, in com.
 Acacia, Can. cfy., 107 n. t., b. '93, Hamilton, in com.
 Acadia, schr., b. Three Mile bay, L. Ont., '47.
 Acadia, Can. prop., 806 g. t., b. '67, Hamilton, lost L. Sup.,
 '96.
 Acadia, Can. bge., 370 n. t., b. '73, Quebec, in com.
 Acadia, Can. prop., 520 g. t., b. '80, Chester, Pa., in com. 
 Accommodation, Can. stmr., b. Montreal, '09. First steamer on
 waters connected with the Great Lakes.
 Ackley, H. C., bge., lost off Grand Haven, '78.
 Ackley, H. C., stmr., 1,187 t., b. '81, foundered L. Mich., '83, 6
 lives lost.
 Acme, prop., 762 t., sunk near Dunkirk, '67.
 Acme, prop., 320 g. t., b. '74, New Jerusalem, O., foundered near
 Black River, '93.
 Acme, slp., 45 g. t., b. '89, Buffalo, passed out, '95.
 Acme, stcb., 128 g. t., b. '91, Lockport, in com.
 Acme, tug, 58 g. t., b. '93, Buffalo, in com.
 Acontias, schr., 251 t., b. Oswego, '56, wrecked L. Hur., '87.
 Acorn, schr., 110 t., b. Charleston, O., '42.
 Acorn, schr., sunk L. Erie, '49.
 Acorn, schr., sunk Sand Beach, '76.
 Active, Can. schr., 32 g. t., b. '64, Port Dover, in com.
 Active, schr., 50 g. t., b. '69, Sheboygan, in com.
 Active, tug, wrecked '70.
 Active schr., 335 g. t., b. '71, Trenton, Mich., in com.
 Active, Can. tug, 284 n. t., b. '73, Montreal, in com.
 Active, Can. bge., 64 g. t., b. '87, Wallaceburg, in com
 Active, tug, 34 g. t., b. '94, Port Clinton, O., in com. 
 Activity, Can. prop., 24 n. t., b. Levis, in com.
 Actor, schr., 21 g. t., b. '90, Manitowoc, in com.
 Ada, schr., lost L. Huron., '59.
 Ada, schr., lost at sea, '61.
 Ada, Can. tug, 45 n. t., b. '86, Montreal, in com.
 Ada, tug, 23 g. t., b. '87, Silver Creek, in com.
 Ada, schr., 15 t. b. '88, South Arm, Mich., wrecked '94. 
 Ada, prop., 161 g. t., later the Peter Smith.
 Ada Alice, Can. prop., 41 n. t., b. '78, Pt. Dalhousie, in
 com.
 Ada E., schr., 18 g t., b. '87, Fairport, O., passed out, '97.
 Adain, schr., 62 g. t., b. '64, Trenton, Mich., passed out,
 '97.
 Adair, schr., 82 t. b., b. Buffalo, '47.
 Adair, scow, sunk Point Pelee, '70.
 Adair, W. A., schr., 61 t., b. Black River, '45, capsized L. Erie,
 '47.
 Adams, brig., 100 t., b. Detroit, 1802, by U. S. Gov., surrendered
 by Gen. Hull in 1812 to British and called Detroit, captured by Lieut.
 Elliott 1811, and stranded and burned at Black Rock.
 Adams, A. C., tug, 41 g. t., b. '81, Buffalo, in com.
 Adams, E. S., bark, 407 t., sailed Liverpool, '58, sunk by col.,
 L. Erie, '63, 1 life lost.
 Adams, H. H., slp., 90 g. t., b. '85, Champlain, in com. 
 Adams, James, tug, 40 g. t., b. '82, Buffalo.
 Adams, John, b. 1799.
 Adams, John Q., schr., ashore Buffalo, '25, capsized off Grand
 river, '32, struck by lightning, '33, 3 lives lost.
 Adams, Geo. W., schr., 1,443 g. t., b. '75, Toledo, passed out,
 '96.
 Adams. Tom, prop., 1,181 g. t., b. '88, West Bay City, in com.
 Addie, schr., wrecked South Haven, '85.
 Addie, schr., 30 g. t., b. '72, Benton Harbor, wrecked Frankfort,
 '97.
 Adelaide, stmr., 230 t., b. Chippewa, Ont., '30, afterwards the
 Eclipse, changed in '37 to Champlain, wrecked '47, L. Mich.
 Adelaide, schr., 150 t., b. Ashtabula, '37.
 Adelaide, stmr., on river at Saugatuck, '56 to '69.
 Adele, tug, 9 g. t., b. '89, Mt. Clemens, in com.
 Adele, sty., 36 g. t., b. '90, Milwaukee, in com.
 Adelia, schr., foundered L. Ont., '54, 5 lives lost.
 Adell, schr., 20 t., total loss, '69.
 Adirondack, schr., 389 t., b. Clayton, '62, lost '93, L. Mich.
 Adirondack, schr., 60 t., b. '66, Port Douglass, N.
 Y., in com.
 Administrator, Can. stmr., 400 t., on lakes, '42. 
 Admiral, Can. schr., 400 g. t., b. '43, Niagara. 
 Admiral, Can. stmr., seized Rochester, '43, for smuggling. 
 Admiral, stmr., burned Toronto, '53. 
 Admiral, schr., 167 t., wrecked near Toronto, '67. 
 Admiral, schr., 48 t., b. Port Sarnia, '70. 
 Admiral, Can. stmr., 9 g. t., b. '80, Petersville, in com. 
 Admiral, tug, boiler exploded, Chicago, '84, all hands lost. 
 Adrelexa, Can. prop., 15 g. t., b. '86, Port Robinson, in com. 
 Adriatic, bark, b. Clayton, sunk by col., L. Hur., '68. 
 Adriatic, schr., 129 g. t., b. '57, Ashtabula, in com. 
 Adriatic, schr., returned to lakes '61 after long ocean trade. 
 Adriatic, bge., sank with all hands off Long Point, '72. 
 Adriatic, schr.,915 g. t., b. '89, West Bay City, in com. 
 Adrienne, tug, 63 g. t., b. '84, South Haven, in com. 
 Advance, Can. tug, 41 g. t., b. '62, Bedford Mills, in com. 
 Advance, Can. schr., 400 g. t., b. '62, Port Dalhousie. 
 Advance, schr., 366 g. t., b. '71, Trenton, in com. 
 Advance. bark, 397 t., b. St Catharines. 
 Advance, schr., abandoned L. Ont., '70. 
 Advance, scow, sunk by col., '71, Put-in-Bay. 
 Advance, tug, lost, '72. 
 Advance, schr., 179 t., lost with all hands off Sheboygan, '85. 
 Advance, Can. prop., 72 g. t., b. '86, Windsor, in com. 
 Adventure, English sloop, 34 t., b. Detroit, 1776. 
 Adventure, Can. prop. 158 t., b. L. Ont., 43. 
 Adventure, Can. schr., foundered off Grand river, Can., '48, 3
 lives lost. 
 Adventure, scow, lost, '69. 
 Adventure, schr., 148 g. t., b. '75, Detroit, passed out, '97. 
 Adventurer, prop., 16 g, t., b. '95, Two Harbors, in com. 
 Aeolius, sty., 15 g. t., formerly Floss, b. '88, City Island, N.
 Y., in com. 
 Aerial, schr., ashore Collingwood, '69, 
 Aetna, schr., ashore L. Mich., '45. 
 Aetna, schr. abandoned Pt. Abino, '56. 
 Aetna, schr., foundered L. Mich., '78. 
 Africa, schr., wrecked L. Sup., '70. 
 Africa, Can. stmr., 404 t., b. Owen Sound, '76, burned Owen Sound,
 '86. 
 Africa, Can. prop., 482 t., b. Kingston, '87, foundered L. Hur.,
 '95, 13 lives lost. 
 Agate, schr., passed out. 
 Aggie, Can. sty., 13 g. t., b. '87, Oakville, in com. 
 Agnes, schr., 101 g. t., b. '74, Sheboygan, in com. 
 Agnes, Can. tug, 35 n. t., b. '84, Meatord, in com. 
 Agnes, schr., 404 g. t., b. '80, Oscoda, in com. 
 Agnes Ann, Can. schr., 96 t., b. Goderich, passed out. 
 Agnes, C., tug, 15 g. t., b. '87, Green Bay, in com. 
 Aid, Can. bge., 367 n. t., b. '85, Montreal, in com. 
 Aid, Can. stmr., 35 n. t., b. '86, Ottawa, in com. 
 Aikens, W. J., Can. tug, 57 n. t., b. '74, Buffalo, in com. 
 Aileen, Can. sail yt., 25 g. t., b. '82, Toronto, in com. 
 Ainslie, Adam, Can. tug, 84 n. t., b. '92, Owen Sound, formerly
 tug R. S. King, in com. 
 Ainsworth, schr., 110 t., b. Cape Vincent. 
 Ainsworth, schr., wrecked Oswego, '46. 
 Ajax, stmr., burned Saginaw bay, '72. 
 Ajax, schr., 39 g. t., b. '86, Ogdensburg, passed out, '95. 
 Akron, prop., ashore Long Point, '61. 
 Alabama, schr., b. '36, total loss, Fairport, '43. 
 Alabama, stmr., 600 t., b. Detroit, '48, sunk on bar Buffalo,
 '48.
 Alabama, stmr., 1,200 t., b. Sandusky, '48.
 Alarm, Can. sail yt., 23 g. t., b. '74, Goderich, in com.
 Alaska, prop., s., 1,288 g. t., b. '71, Buffalo, in com.
 Alaska, prop., 340 g. t., b. '78, Detroit, in com.
 Alaska, Can. prop., 53 n. t., b. '84, Buffalo, in com.
 Alaska, stm. yt., 13 g. t., b. '93, Chicago, passed out, '95.
 Albani, Can. sty., 75 n. t., b. '93, Sorel, in com.
 Albania, sty., 14 g. t., b. '93, Chicago, in com.
 Albans, stmr., in com. about '82.
 Albany, schr., wrecked near Mackinaw, '43.
 Albany, schr., 148 t., b. Milan, '45.
 Albany, stmr., 669 t., b. Detroit, '46,wrecked at Presque Isle, L.
 Hur., '43.
 Albany, schr., 283 g. t., b. '72, Trenton, in com.
 Albany, prop., 917 g. t., b. '84, Wyandotte, sunk by col., L. Hur,
 '93, 24 lives lost.
 Albany, tug, 19 g. t., b. '90, Buffalo, in com.
 Albatross, schr., 235 t., b. Ohio City, '47.
 Albatross, schr., 152 t., b. Oakville, '67.
 Albatross, Can. schr., 370 n. t., b. '71, Port Dalhousie, in com.,
 formerly barge.
 Albatross, tug, 29 g. t., b. '76, Chicago, passed out, '94. 
 Albemarle, schr., 270 t., lost in Straits, '67.
 Albemarle, schr., b. Buffalo, '69.
 Alberta, Can. bge., 378 n. t., b. '76, Quebec, in com.
 Alberta, Can. prop., 2,105 n. t., b. '83, Glasgow, in com.
 Alberta, prop., 89 g. t., b. '85, Cape Vincent, in com.
 Alberta, slp., 46 g. t., b. '85, Cape Vincent, passed out,
 '91.
 Alberta, Can. stmr., 70 n. t., b. '88, Deseronto, in com. 
 Albicore, Can. schr., 337 n. t., b. '72, Port Dalhousie, in
 com.
 Albina, Can. bge., 187 n. t., b. '87, Sorel, in com.
 Albion, Can. schr., 200 g. t., b. '40, Brockville.
 Albion, stmr., 132 t., b. Maumee City, '48, broken up, '65.
 Albion, stmr., 132 t., b. Detroit, '54.
 Albion, schr., foundered L. Erie, '58, 8 lives lost.
 Albion, stmr., sunk Sandwich Point, '61.
 Albion, Can. stmr., 380 t., b. '63, wrecked L. Hur., '87. 
 Albion, schr., 34 g. t., b. '68, Pentwater, passed out, '91. 
 Albion, Can. schr., 148 g. t., b. '88, Rockland, in com. 
 Albion, schr. 5 g. t., b. '95, Saugatuck, passed out '96. 
 Alcedes, yt., passed out.
 Alciope, Can. stmr., 450 g. t., b. '28, Niagara.
 Alcona, prop., 990 g. t., b. '78, Gibraltar, Mich, in com. 
 Alcyone, sty., 40 g. t., b. '90, Detroit, in com.
 Alderson, Ivy, Can. tug, 25 n. t., b. '85, Port Dover, in com.
 Alderson, Wm., stmr., burned near Port Dover, '91.
 Alderson, W. M., Can. prop., now the A. J. Tyinon.
 Aldrich, B. W., tug, burned Ludington, '73.
 Aldrich, B. W., tug, 49 g. t., b. '68, Milwaukee, in com. 
 Aldrich, Wm., schr., 191 g. t., b. '56, Two Rivers, in com.
 Aleck, scow, 70 t., total loss, '69,
 Alert, schr., ashore Buffalo, '33.
 Alert, brig., 126 t., b. Charleston, O., '42.
 Alert, U. S. stmr., 133 t., b. Buffalo, '44.
 Alert, schr., 360 g. t., b. '71, Trenton, in com.
 Alert, tug, 23 g. t., b. '74, Chicago, in com.
 Alert, tug, burned Milwaukee, '83.
 Alert, schr., 17 g. t., b. '79, South Haven, wrecked L. Mich.,
 '97.
 Alert, Can. tug, 54 n. t., b. '86, Pt. Robinson, in com. 
 Alert, Can. prop., 49 n. t., b. '86, Morrisburg, in com.
 Alert, sty., 13 g. t., b. '89, Clayton, N. Y., in com.
 Alert, sty., 99 g. t., b. '96, Buffalo, in com.
 Alexander, bark, b. '57, condemned Chicago, '84.
 Alexander, Can. schr., 3.51 g. t., b. '57, Port
 Dalhousie, in com.
 Alexander, stmr., 1,116, g. t., b. '62, in com.
 Alexander, stmr., burned L. Ont., '64. real, in com.
 Alexandria, Can. stmr., 350 n. t., b. '83, Montreal
 Alfred, Can. bge., 120 g. t., b. 170, Kingston, in com.
 Algeria, prop., 13 g. t., b. '93, Chicago, passed out, '95. 
 Algeria, schr., 2,038 g. t., b. '96, West Bay City, in com. 
 Algerian, Can. stmr., 456 n. t., formerly Kingston, b. '55,
 Montrea1, in com.
 Algerian, Can. stmr., sunk Split Rock, '75, several lives
 lost.
 Algerine, schr., sunk Port Colborne, '65, raised.
 Algoma, Can. stmr., originally City of Toronto, then Racine, lost
 '85, 38 lives lost.
 Algomah, stmr., 100 t., b. St. Joseph r., '45.
 Algomah, brig., 335 t., b. '45, Cape Vincent, sunk Milwaukee,
 '56.
 Algoma, schr., wrecked Racine, '48.
 Algomah, prop., 486 g. t., b. '81, Detroit, in com.
 Algona, prop., 92 g. t., b. '80, Buffalo, in com.
 Algonquin, schr., 70 t., b. '39, Black River, O., added L. Sup.
 fleet, '45, went into decay, Superior.
 Algonquin, Can. prop., 1,907 n. t., b. '88, Glasgow, in com.
 Algonquin, U. S. rev. cut., b. Cleveland, '98, transferred to
 seaboard and renamed Acamac.
 Alhambra, stmr., 1,115 g. t., b. '62, in com.
 Aliber, John A., tug, 32 g. t., b. '97, Saugatuck, in com. 
 Alice, Can. schr., 163 g. t., b. '74, Ottawa, in com.
 Alice, bark, damaged '64 by col.
 Alice, schr., 8 g. t., b. '79, Sand Beach, passed out '97. 
 Alice, schr., 307 g. t., b. '81, Manitowoc, in com.
 Alice, tug, 40 g. t., b. '91, Grand Haven, in com.
 Alice, Can. s. tug, 80 n. t., b. '94, Sorel, in com.
 Alice C., slp., 20 g. t., b. '90, Clayton, passed out, '95.
 Alice Ethel, Can. prop., 72 g. t., b. '89, Lindsay, in com. 
 Alida, tug, passed out.
 Allanwick, schr., b. Cape Vincent, before '53.
 Allegan, schr., 100 t., b. Chaumont, N. Y., '35, wrecked L. Ont.,
 '56
 Alleghany, prop., 402 t., b. '56, Milwaukee, wrecked L. Mich.,
 '56.
 Alleghany, schr., 663 g. t., b. '73, Erie, in com.
 Allegheny, brig., 267 t., sunk by collision, L. Erie, '55. 
 Allen, schr., 155 t., b. '62, burned Muskegon, '83.
 Allen, tug, burned Toledo, '70.
 Allen, Ada, prop., burned Amherstburg, '87.
 Allen, Alfred, schr., wrecked Mohawk Reef, 69.
 Allen, A. S., tug, 14 g. t., b. '78, Chicago, in com.
 Allen, E. B., schr., 275 t., b. Ogdensburg, '64, sunk by col. off
 Thunder Bay, '71.
 Allen, E. F., schr., b. '62, Black River, O. 
 Allen, Eliza, Can. schr., 150 n. t., b. '75, Port Dover, in
 com.
 Allen, Ethan, driven on rocks L. Sup., '59.
 Allen, James, stmr., 258 t., b. Chicago, '38, broken up, '43.
 Allen, Margaret, schr., 80 t., wrecked near Death's Door, '47,
 Allen, R. G., scow, sunk L. St. Clair, '61, by col.
 Allen, W. B., schr., b. '66, passed out.
 Allen, W. F., schr., b. '53, Black River, O. 
 Alliance, stmr., Det. ferry boat, '42, name changed to Undine.
 Alliance, Can. schr., 400 g. t., b. '56, Oshawa
 Alliance, schr., wrecked Oswego, '63.
 Alliance, Can. schr.,;33 g. t., b. '67, Port Dover, in com. 
 Alliance, stmr., 50 t., broke moorings and went over Niagara
 Falls, '69.
 Allie, Can. prop., 11 g. t., b. '90, Brockville, in com. 
 Allie C., slp., 20 g. t., b. '90, Clayton, in com. 
 Allies, bark, damaged, '59. 
 Allie T., slp., 7 g. t., b. '94, in com. 
 Allison, James L., std., 54 g. t., b. '90, Saginaw, passed out,
 '93. 
 Alma, schr., foundered with all bands, L. Erie, '66. 
 Alma, schr., sunk Port Hope, '77. 
 Alma., schr., lost 92, L. Mich. 
 Alma C., tug, 12 g. t., b. '95, Detroit, in com. 
 Alma Munro, Can. stmr., liner in '72. 
 Almeda, schr., 260 t., ashore Port Glasgow, sunk Buffalo, '64. 
 Allmedinger, J. M., prop., 183 g. t., b. '83, Benton Harbor, lost
 Fox Point, '95. 
 Almenia, schr., 211 t., b. Port Burwell, passed out. 
 Almeron, Thomas, schr., 3.5 g. t., b. '91, Bay City, passed out,
 '95. 
 Almighty, stmr., wrecked Long Point, '64. 
 Almira, scow, b. '49, Black River, O. 
 Alnwick, schr., burned Chicago, '71. 
 Aloha, schr., 522 g. t., b. '88, Mt. Clemens, Mich., abandoned L.
 Mich '98. 
 Alpena, stmr., 617 t., b. Marine City, '66. Alpena, stmr., wrecked
 L. Mich., '80. 
 Alpena, schr., 63 t., b. Alpena, '68. 
 Alpena, prop., 369 g. t., b. '74, Gibraltar, Mich., burned L. St.
 Clair, '91. 
 Alpha, schr., 66 t., b. Ohio City, '47. 
 Alpha, stmr., 73 t., b. Detroit, '70. 
 Alpha, tug, 43 g. t., formerly Shaurgaum. 
 Alpha, tug, i., 43 g. t., b. '82, Buffalo, in com. 
 Alpha, tug, i ., 87 g. t., b. '81, Chicago. 
 Alpha, Can. tug, 55 n. t., b.88, Meaford, in com. 
 Alpha, prop., s., 132 g. t., b. '95, Cleveland, in com. 
 Alps, schr., 108 t., in com., '40, lost on L. Erie, '51. 
 All Talk, slp., 12 gn t., b. '92, Conneaut, in com. 
 Alta, schr., 539 g. t., b. '84, West Bay City, in com. 
 Altair, schr., wrecked Chantry island, '64. 
 Altana, 316 t., b. Detroit, '33. 
 Altha, stmr., 7 g. t., b. '93, in com. 
 Alva, prop., s., 2,420 g. t., b. '93, Cleveland, in com. 
 Alva B., tug, 84 g. t., b. '90, Buffalo, in com. 
 Alverson, Homer D., schr., 760 g. t., b. '85, Port Huron,
 chartered seaboard and sunk St. Lawrence r., '98. 
 Alvin, schr., 282 t., b. Maumee, passed out. 
 Alvina, schr., 95 g. t., b. '71, Fair Haven, Mich in com. 
 Alvon, C. G., schr., 308 t., wrecked L. Ont., '67. 
 Alwilda, schr., burned '54. 
 Alzara, Can. schr., 33 g. t., b. '82, Port Burwel1, in com. 
 Alzora, Can. scow, 43 g. t., b. '90, Belle River, in com. 
 Amadeus, James, tug, 44 g. t., b. '74, Cleveland, sunk L. Erie,92. 
 Amadis, sty., 85 g. t., b. '94, Searsport, Me., in com. 
 Amaranth, schr., 272 g. t., b. '64, Milan, O., in com. 
 Amazon, schr., 200 t., ashore L. Mich., '41. 
 Amazon, brig., wrecked Point Edward, '64. 
 Amazon, stmr., ashore L. Mich., '73. 
 Amazon, s. bge., 3,599 g. t., b. '97, South Chicago, in com. 
 Amazonas, prop., 1,931 n. t., b. '98, West Bay City, in com. 
 Amboy, schr., 894 g. t., formerly Helena, b. '74, Cleveland, in
 com. 
 Amelia, schr., 80 t., one of Perry's squadron, b. 1797, as the
 Wilkinson went to decay at Erie. 
 Amelia, schr., b. Clayton, passed out. 
 Amelia, schr., wrecked near Goderich, '64. 
 America, schr., ashore Long Point, '27.
 America, schr., 60 t. (old v.), wrecked L. Mich.,
 '41.
 America, stmr., b. before '34 as the Chas. Carroll.
 America, stmr., 300 t., b. Niagara, '39.
 America, Can. schr., 300 g. t., b. '40, Niagara, tow boat. 
 America, stmr., 130 t., b. St. Clair, '47, wrecked Point Pelee,
 '54.
 America, stmr., 600 t., b. Port Huron, wrecked Dunkirk, '54.
 America, schr., 271 g. t., b. '49, Clayton, in com.
 America, Can. schr., 700 g. t., b. '54, Niagara.
 America, Can. prop., 636 g. t., b.63, St. Catharines, in com.
 America, schr., lost L. Mich., '66.
 America, schr., 281 g. t., b. '70, lost.
 America, s. prop., 2,171 g. t., b. '89, Buffalo, in com.
 America, Can. tug, now the Can. tug Monarque.
 America, stmr., 13 g. t., b. '93, in com.
 America, sty., 13 g. t., b. '93, Chicago, sunk by col., Rains
 island, '95.
 America, slp., 6 g. t., b. '94, in com.
 America, Can. stmr, 240 n. t., b. '95, Kingston, in com. 
 America, s. tug, 123 g. t., b. '97, Buffalo, in com.
 America, bge., burned St. Clair, '98.
 America, s. stmr., b. '98, Detroit, in com.
 American, schr., 288 t., b. '70, Three Mile Bay.
 American, schr., 600 t., foundered, '94.
 American Eagle, schr. '48 t., b. Cleveland, ashore at Cleveland,
 '20.
 American Eagle, tug, 34 g. t., b. '65, Buffalo, sunk L. Erie by
 col., '91.
 American Eagle, tug, burned Cleveland, '85.
 American Eagle, scow, lost, '71.
 American Eagle, prop., 161 g. t., b. '80, Sandusky, in com.
 American Eagle, stnir., boiler exploded near Kelley's island, '82,
 3 lives lost.
 American Giant, schr., 365 g. t., b. '68, Bay City, passed out,
 '97.
 American Republic, bark, 459 t., abandoned L. Mich., '60.
 American Union, bark, 764 t., b. Cleveland, '62,wrecked L. Hur.,
 '94.
 Ames, Cheeny, schr., 298 g. t., b. '73, Youngstown, N. Y., in
 com.
 Ames, J. C., prop., 537 g. t., b. '82, Manitowoc, in com. 
 Ames, S. P., schr., 43 g. t., b. '79, Mount Rose, Mich., passed
 out, '95.
 Amethyst, tug, lost, '88.
 Amherst, scow, b. '47, Black River, O. 
 Amiot, Lilly, schr., 25 g. t., b. '73, Cheboygan, in com.
 Amily, stmr., 217 t., b. Chatham '56, wrecked Long Point, '67.
 Amoskeage, stmr., 268 g. t., later the Horace Taber.
 Ampere, Can. sty., 5 g. t., b. '94, Hamilton, in com.
 Amsden, C., schr., 184 g. t., b. '63, Fremont, O., passed out,
 '97.
 Amsden, Sam, schr., 70 t., in com., '69.
 Anabel, prop., 48 g. t., b. '92, Manitowoc, in com.
 Anawan, schr., stranded Cleveland, '49.
 Anawan, scow, 43 t., b. '47, lost on L. Erie, '51.
 Ancbard, Lucy, schr., struck by lightning, '62.
 Andaste, prop., s., 1,574 g. t., b. '92, Cleveland, in com. 
 Andes, schr., 360 t., sunk L. Erie, '68.
 Anderson, Can. prop., 16 t., b. '88, Midland, in com. 
 Anderson, Alex, schr., 738 g. t., b. '92, Marine City, in com.
 Anderson, Bob., tug, 118 g t., b. '62, Cleveland, in com.
 Anderson, C., Can. tug., 60 n. t., b. '78, Buffalo, in com. 
 Anderson, Francis R., tug, 31 g. t., b. '85, Chicago, in com.
 Anderson, Jane, schr., 16 g. t., b. '78, Cleveland, in com. 
 Anderson, Jessie schr., 252 t., b. Sandusky, '61.
 Anderson, Jessie, schr., sunk Long Point, '71
 Anderson, Major, bark, 568 t., b. '61, Cleveland, total wreck,
 '71.
 Anderson, Major, schr. 143 t., b. Oswego, '61, lost L. Mich.,
 63.
 Anderson, S., stmr., 282 g. t., later the Quickstep
 Anderson, W. M., Can. prop., 121 g. t., b. '84, Port Burwell, in
 com.
 Andover, schr., 190 t., b. Black River, O., '44, abandoned L.
 Hur., '61.
 Andress, Bertha, Can. tug, 21 n. t., b. '76, Two Rivers, in
 com.
 Andrew, schr., stranded Buffalo, '32.
 Andrews, A., Jr., tug 35 g. t., b. '73, Toledo, in com.
 Andrews, Abbie L., schr., 278 g. t., b. '73, Toledo, in com.
 Andrews, David, schr., ashore near Oswego, '80.
 Andrews, S. G., schr., 197 t., ashore Port Scott, '85.
 Andromeda, schr., 207 t., b. Madison, O., '48.
 Andromeda, schr., sunk L. Mich., '58.
 Andy, tug, 53 g. t., b. '96, Benton Harbor, in com.
 Angelica, English sloop, 66 t., b. Detroit, 1771.
 Angeline, schr., 10 g. t., b. '82, Egg Harbor, Wis., in com.
 Angelique, sty., total loss, Dunkirk, '82.
 Angler, tug, 19 g. t., b. '80, Detroit, in com.
 Anglesea, Can. stmr., 290 n. t., b. '70, Levis, in com.
 Anglin, Robert, Can. stbge., 105 n. t., b. '69, Kingston, in
 com.
 Anglo Saxon, Can. schr., 200 g. t., b. '64, St., Catharines.
 Anglo Saxon, bge., 314 t., b.64, wrecked straits, '87.
 Anglo Saxon, Can. schr., 446 g. t., b. '64, Port Dalhousie, in
 com.
 Anglo Saxon, Can. prop., 69 g. t., b. '68, Lindsay, in com.
 Ann, schr., b. '21, Black River, O., wrecked Long Point, '27,
 several lives lost.
 Anna, tug, 13 g. t., b. '69, Buffalo, passed out, '91.
 Anna, Can. tug, 14 n. t., b. '83, Cardinal, in com.
 Anna, tug, 25 g. t., b. '92, Grand Haven, in com.
 Anna Maud, schr., ashore L. Ont., '65.
 Annandale, Can. schr., 204 n. t., b. '68, Kingston, in .com.
 Anna R., schr., 41 g. t., b. '86, Bass Island, Wis., in com.
 Ann Arbor, No. 1, prop., 1,128 g. t., b. '92, Toledo, in com.
 Ann Arbor, No. 2, prop., 1,145 g. t., b. '92, Toledo, in com.
 Ann Arbor, No. 3, prop., 1,677 g. t., b. Cleveland, '98, in
 com.
 Ann Maria, schr., 256 g. t., b. '64, Conneaut, in com.
 Ann Ruth, schr., 36 t., passed out.
 Anne and Jane, Can. schr., one of first two vessels to pass
 through Welland canal, '29.
 Annette Marie, Can. schr., 290. n. t., b. '67, Quebec, in com.
 Anne Mc., Can. y., 11 t., b. Port Arthur, '97, in com.
 Annex, schr., '98 g. t., b. '85 Ogdensburg, passed out, 95.
 Annexation, Can. schr., 91 g. t., b. '50, Goderich, in com.
 Annie, tug, sank L. Mich., '80.
 Annie, Can. schr., 30 g. t., b. '77, Snow Creek, in com.
 Annie, Can. bge., 70 g. t. b. '83, Dresden, in com.
 Annie, stpd., 64 g. t., b. '87, Bay City, in com.
 Annie, prop., 79 g. t., b. '89, Lorain, in com.
 Annie D., tug, 20 g. t., b. '86, Saugatuck, in com.
 Annie Maria, schr., ashore Stony Island, '69.
 Anspach, tug, 1.5 g. t., b. '79, Detroit, in com.
 Ant, schr., 120 t., b. Montreal, '70.
 Antares, schr., sank near Manistee, '67.
 Antelope, schr., 75 g. t., b. '28, Perrysburg, O. 
 Antelope, Can. schr., 180 g. t., b. '54, Port Dalhousie, in
 com.
 Antelope, schr., 220 t., b. Port Robinson, '54. Lost near St.
 Joseph, '57, 5 lives lost.
 Antelope, scow, lost L. Erie, '59.
 Antelope, Can. brig., lost L. Erie, '60.
 Antelope, schr., 523 g. t., b. '61, Newport, foundered '97.
 Antelope, prop., burned at Buffalo, '67, made a steam barge.
 Antelope, Can. schr., 378 n. t., b. '74, Port Dalhousie, in com.,
 formerly bge.
 Antelope, bge., burned Saginaw, '85.
 Antelope, prop., 14 g. t., b. '77, Rocky river, O., passed out,
 '95.
 Antelope, schr., 32 g. t., b. '78, Muskegon, capsized L Mich.,
 '94.
 Antelope, Can. tug, 102 n. t., b. '87, Montreal, in com.
 Antelope, schr., lost '94, L. Mich., 4 lives lost.
 Anthony, E. L., tug, 14 t., b. '69, burned Chicago, '85.
 Antrim, S., schr., 3,20 g. t., b. '97, Cleveland, in com.
 Appomattox, prop., 2,643 g. t., b. '96, West Bay City, in com.
 Apprentice Boy, schr., 208 g. t., b. '67, Milwaukee, in com.
 Arab, schr., 158 t., b. Buffalo, '54, foundered L. Mich., '83.
 Arabaska, slp. on Lake Erie in 1800.
 Arabella, schr., 66 t., b. Ohio City, '47.
 Arabia, schr., b. '52, wrecked Georgian Bay, '84.
 Arabia, Can. bark, 450 t., sailed Kingston to Liverpool, '54.
 Arabia, prop., i., 1,395 g. t., b. '73,Buffalo, in com.
 Arabia, sty., 14 g. t., b. '93, Chicago, in com.
 Arabian, Can. schr., 350 g. t., b. '51, Kingston.
 Arabian, brig., 350 t., b. Niagara, '53, wrecked on L. Huron,
 '56.
 Arabian, bark, sunk L. Erie, '66, 4 lives lost.
 Arabian, Can. s. prop., 709 n. t., b. '92, Hamilton, in com.
 Aragon, prop., 1,450 g. t., b. '96, Wyandotte, chartered ocean
 service, '98.
 Araxes, prop., 569 g. t., b. '56, Buffalo, passed out, '95.
 Arbuckle, W. M., schr., 170 t., passed out
 Arbutus, Can. tug, 60 n. t., b. '87, Wallaceburg, in com.
 Arcadia, prop., 230 g. t., b. '88, Milwaukee, in com.
 Arcadian, schr., wrecked by col., L. Ont., '58
 Arctic, stmr., 857 t., b. Newport, '51, stranded on L. Sup.
 Arctic, schr., 185 g. t., b. '53, Ashtabula, sunk by col., '95, L.
 Hur.
 Arctic, Can. schr., 172 g. t., b. '58, Port Dalhousie, in com.
 Arctic, prop., 596 g. t., b. '64, Cleveland, sunk L. Hur.,
 ,93.
 Arctic, tug, 53 g. t., b. '81, Manitowoc, lost.
 Arctic, tug, 23 g. t., b. '91, Sandusky, in com.
 Arctic, prop., 94 g. t., b. '93, Grindstone Pt., N. Y., in
 com.
 Arcturus, bge., 275 t., sunk Saginaw bay, '88.
 Arcturus, schr., 300 g. t., b. '53, Huron, O., passed out,
 '95.
 Ardent, schr., total loss. Green bay, '80.
 Arenac, schr., 521 g. t., b. '88, St. Clair, Mich., in com.
 Arendal, schr., 207 g. t., b. '73, Sheboygan, in com.
 Argenta, stmr., b. Wyandotte, '72, passed out.
 Argentina, prop., 13 g. t., b. '93, Chicago, passed out, '95.
 Argo, stmr., b. Detroit, '27.
 Argo, stmr., b. '30, Detroit, first steam ferry boat at Detroit,
 '30 to '34.
 Argo, stmr., 111 t., b. '48, Detroit, ferry boat, exploded,
 rebuilt, sailed to '72.
 Argo, schr., wrecked near Chicago, '66.
 Argo, bge., 168 g. t., b. '68, in com.
 Argo, sty., 14 g. t., b. '73, in com.
 Argo, schr., 14 g. t., formerly Lizzie R. Davis, b. '75, Bath,
 Me., passed out, '92.
 Argo, sty., 48 g. t., formerly Lelia, b. '78, Bristol, R. I.,
 passed out, '97.
 Argo, prop., 721 g. t., b. '95, Detroit, in com.
 Argonaut, prop., 1,118 g. t., b. '73, Detroit, in com.
 Argosy, bge., 168 g. t., b. '68, in com.
 Argus, Can. prop., 27 g. t., b. '84, Lockport, in com.
 Argyle, schr., 109 t., damaged L. Erie, '44.
 Argyle, stmr., sunk, '84.
 Argyle, tug, 41 g. t., b. '91, Buffalo, in com.
 Ariadne, schr., b. Sacket's Harbor, '21, wrecked, '22.
 Ariadne, schr., in com., '32.
 Ariadne, schr., 172 t., wrecked Mexico bay, '96.
 Ariadne, Can. tug, 36 n. t., b. '85, Wallaceburg, in com.
 Arlam, schr., burned Welland canal, '63.
 Ariel, U. S. schr., 112 t., 4 guns, b. Erie, '13, in battle Lake
 Erie, burned by British at Buffalo, '13.
 Ariel, stmr., 165 t., b. Sandusky, '53, burned Detroit r.,
 '68.
 Ariel, Can. schr., 162 g. 't., b. '67, Quebec, in com.
 Ariel, schr., wrecked near Collingwood, Ont., '70.
 Ariel, prop., 202 g. t., b. '81, Detroit, in com.
 Ariel, sty., 19 g. t., b. '91, Champlain, N. Y., passed out,
 '95.
 Arizona, prop., sunk L. St. Clair, '73.
 Arizona, stmr., 810 t., b. Cleveland, '65, burned Marquette,
 '87.
 Arizona, prop., 765 g. t., b. '68, Cleveland, in com.
 Ark, schr., 50 t., b. Chicago, '45.
 Ark, bge., wrecked L. Hur., '66, 4 lives lost.
 Ark, Can. schr., 521 g. t., b. '75, Port Dalhousie, in com.
 Arkansas, schr., wrecked near Toronto, '52. 
 Arkansas, schr., wrecked Kenosha, '58. 
 Arlington, Can. prop., 30 n. t., b. '78, Harwood, in com.
 Armada, schr., 235 t., passed out.
 Armada, bge., lost, '69.
 Armenia, Can. prop., 593 n. t., b. '73, Chatham, in com.
 Armenia, Can. prop., 127 n. t., b. '76, Picton, in com.
 Armenia, Can. schr., 142 g. t., b. '81, Ottawa, in com.
 Armenia, schr., 2,040 g. t., b. '96, West Bay City, in com.
 Armour, Philip D., prop., 1,991 g. t., b. '89, Detroit, in
 com.
 Armstrong, stmr., sunk St. Lawrence r., '89.
 Armstrong, Chas. E., Can. tug, 81 n. t., b. 194, St. Catharines,
 in com.
 Armstrong, C. W., tug, burned Bay City, '70.
 Armstrong, J., Can. tug, now the A. Seaman.
 Armstrong, Thos., schr., 89 g. t., b. '88, Isle-La-Mott, Vt., in
 com.
 Armstrong, Wm., prop., 181 g. t., b. '76. Ogdensburg, in com.
 Arno, Can. schr., 152 g. t., b. '81, Montreal, in com.
 Arnold, Agnes, tug, 30 g. t., formerly Bob Mills, b.64, Buffalo,
 burned '98, Green Bay.
 Arnold, B, W., prop., 944 g. t., b. '85, West Bay City, burned
 '96.
 Arnold, Fanny, Can. prop., 73 g. t., b. '82, Owen
 Sound, in com.
 Arnold, John R, Can. std., 116 g. t., b. '84,Tonawanda, in
 com.
 Arnold, S. D., tug, 90 g. t., b. '71, De Pere, Wis., passed out,
 '94.
 Arnold, W. W., schr., 426 t., lost with all hands L. Sup.,
 '69.
 Arnott, Mary, Can. prop., 8 g. t., b. '86, Midland, in com.
 Arrow, stmr., 350 t. b. Trenton, '48, condemned in Green Bay, '63. 
 Arrow, schr., 65 t., b. '55, total wreck Two Rivers, '83. 
 Arrow, schr., 281 t., total loss, '69. 
 Arrow, schr., 39 g. t., b. '79, Oshkosh, in com. 
 Arrow, S., stmr., 365 g. t., b. '95, Wyandotte, in com. 
 Arthur, schr., 3M g. t., formerly G. C. Trumff, b. '73, Manitowoc,
 in com. 
 Arthur, tug, 37 g. t., b. '89, Milwaukee, in com. 
 Arthur, tug, 25 g. t., b. '90, Saginaw, in com.
 Arthur, Can. stmr., 64 n. t., b. '91, Sorel, in com. 
 Arthur, Can. bge., now the Balmoral. 
 Arthur D., tug, 22 g. t., b. '89, Buffalo, in com. 
 Artie, chr., lost '94, L. Mich. 
 Arundel, i., prop., 339 g. t.p b. '78, Buffalo, in com. 
 Arundel, schr., 207 g. t., b. '73, Sheboygan, passed out, '92. 
 Ascension, tug, in com., '63. 
 Ash, Annie M., schr., 1,258, g. t., b. '88, Cleveland, chartered
 ocean service, '98. 
 Ash., James, tug, 22 g. t., b. '73, Buffalo, in com. 
 Ashford, stcb., 132 g. t., b. '83, Buffalo, in com. 
 Ashland, brig., 220 t., b. Cleveland, '44, wrecked Long Point,
 '54. 
 Ashland, schr., 991 g. t., b. '86, Trenton, M ch., in com. 
 Ashley, E. G., tug, burned T oledo, '97. 
 Ashtabula, schr., 75 t., foundered near Milwaukee, '83. 
 Ashton, Maggie, tug, 14 g. t., b. '71, Buffalo, in com. 
 Asia, schr., b. '48, Black River, O., sunk L. Mich., '55. 
 Asia, Can. stmr., 350 t., b. '73, sunk, '81, raised, burned '82, L
 Hur., 100 lives lost. 
 Asia, sty., 14 g. t., b. '93, Chicago, in com. 
 Asilda, Can. tug, 32 n. t., b. '84, Buffalo, in com. 
 Asp, U. S. armed v. on L. Ont., '13. 
 Asp, Can. schr., b. Toronto, on L. Ont, '16. 
 Asp, schr., lost L. Ont., '20, several lives lost. 
 Astor, stmr., '200 t., b. Green Bay, '45, condemned. 
 Astor, John Jacob, first American ves. launched in L. Sup. in '35,
 wrecked Copper Harbor, 44. 
 Atalanta, schr., in com. '33. 
 Ataunto, schr., 308 g. t., b. '61, Buffalo, passed out, 
 Athabaska, Can. prop., 2,105, n. t., b. '83, Glasgow, in com.
 Athene, schr., 7 g. t., b. '92, in com. 
 Athenia, Can. prop., 18 g. t., b. '94, Hamilton, in com. 
 Athenian, schr., total wreck Oscoda, '80. 
 Athens, schr., 2,073 g. t., b. '97, West Bay City, in com. 
 Atkins, Bell., schr., lost L. Ont., '57. 
 Atlanta, schr., 100 t.p b. Fairport, '32. 
 Atlanta, schr., wrecked near Dover, Ont., '51. 
 Atlanta, schr foundered L. Sup., '91, entire crew lost. 
 Atlanta, prop., 1,129 g. t., b. '91, Cleveland, in com. 
 Atlantic, schr., 119 t., sunk by collision L. Erie, '40. 
 Atlantic, stmr., 1,155 t., b. Newport, '49, sunk at Long Point by
 col., '52, 250 lives lost, raised '73. 
 Atlantic, prop., 656 g. t., b. '63, Cleveland, in com. 
 Atlantic, s., ligh'r, 253 g. t., b. '80, Detroit, in com. 
 Atlantic, Can. prop., 391 n. t., b. '82, Owen Sound. in com,
 formerly the Manitoulin. 
 Atlantis, prop., 138 g. t., b. '87, Mt. Clemens, Mich., in
 com.
 Atlas, schr., b. Dexter, '36, sunk near Oswego '39.
 Atlas, stmr., wrecked Grand River, Ont., '51.
 Atlas, stmr., sunk in St. Lawrence r., '51.
 Atlas, Can. stmr., b. Montreal, broken up.
 Atmosphere, schr., 275 g. t., b. '63, Milan, O., in com.
 Attrill, H. Y., schr., stranded L. Mich., '53.
 Atwater, S. T., schr., 322 g. t., b. '66, Irondequoit, N. Y.,
 wrecked '95, Manitoulin island.
 Audubon, brig., b. '54, Black River, O., sunk on L. Hur., '54.
 Auger, Charles H., tug, 25 g. t., b. '89, Grand Haven, in com.
 Augusta, Can. bge., 391 n. t., b. '71, St. Catharines, in com,
 sunk in L. Ont., '98, with crew of 7.
 Augusta, Can. tug, 57 n. t., b. '82, Port Robinson, in com.
 Augustus, schr., 54 g. t., b. '85, Spoonville, Mich., in com.
 Augustus, Can. bge., 958 n. t., b.93, Garden Island, in com.
 Aunt Betsey, stmr., on river at Saugatuck, '56 to '69.
 Aunt Ruth, scow, 111 g. t., b. '63, Globeville, O., in com.
 Aurania, s. schr., 3,113 g. t., b. '95, Chicago, in com.
 Aurelia, Can. tug, 40 n. t., b. '89, Buffalo, in com.
 Aurora, schr., 32 t., b. Huron, O., '16, capsized L. Ont., '44, 2
 lives lost.
 Aurora, Can. schr., 295 n. t., b. 167, Quebec, in com.
 Aurora, prop., 2,282 g. t., b. '87, Cleveland, burned L. Erie,
 '98.
 Aurora Borealis, schr., b. Averill, sunk Detroit r.47.
 Ausable, prop., 19 g. t., b. '96, Long Island City, N. Y., in
 com.
 Austerlitz, schr., 134 t., in com. '32, passed out.
 Austin, Can. bge., 200 t., foundered Saginaw bay, '83, 7 lives
 lost.
 Austin, D. S., schr., 281 g. t., b. '72, Toledo, wrecked
 Ludington, '98.
 Austin, J. C., stcb., 135 g. t., b. '86, Lockport, N. Y., in
 com.
 Austin, J. S., schr., 300 g. t., b. '63, Ryerse, Ont., in com.
 Australasia, prop., 1,829 g. t., b. '84, West Bay City, burned L.
 Mich., '96.
 Australia, schr., lost, Port Colborne, '59.
 Australia, schr., capsized, '62.
 Australia, schr., 300 t., wrecked near Holland, '88.
 Australia, sty., 14 g. t., b. '93, Chicago, later the Gov.
 Morton.
 Australia, s. bge., 3,745 g. t., b. '97, South Chicago, in
 com.
 Austria, schr., b. Buffalo, '56.
 Austria, sty., 14 g. t., b. '93, Chicago, passed out '97.
 Autocrat, schr., sunk by col. L. Mich, '66.
 Avenger, schr., 78 t., b. Cottersville, '45, stranded '61.
 Averill, Wm. J., prop., 1,603 g. t., b. '84, Detroit, in com.
 Avery, H. M., schr., 33 g. t., b. '87, South Haven, in com.
 Avery, Maggie M., schr., 12 g. t., b. '88, South Arm, Mich.,
 passed out '94.
 Avery, Newell, tug, 26 g. t., b. '75, Muskegon, in com.
 Avery, T. Y., schr., 256 g. t., b. '55, Oswego, in com.
 Avery, Waldo A., prop., 1,294 g. t., b. '84, West Bay City, burned
 at Straits, '93.
 Avery, Waldo A., tug, 70 g. t., b. '80, Bay City, later the
 Phenix.
 Avery, Wm., stmr., b. before '34, formerly the Brownville.
 Avery, Wm., tug, 9 t., b. '69.
 Avoca, schr., stranded near Cleveland, '50.
 Avon, prop., 1,702 g. t., b. '77, Buffalo, in com.
 Avon, Can. prop., 847 t., sunk L. Hur., '69.
 Avoset, slpy., 31 g. t., b. '93, Cleveland, in com.
 Avrill, James, schr., 67 g. t., b. '64, Champlain, passed out,
 '92.
 Axford, Wm. L., schr., 33 g. t., b. '70, New Baltimore, Mich., in
 com.
 Axmouth, 30 t., hauled over Sault Portage, '17, relaunched in L.
 Sup.
 Ayer, J. V., bark, foundered L. Mich., '56, 10 lives lost. 
 Ayer, Mary D., schr., 336 g. t., formerly Jesse Hoyt, b. '54,
 Saginaw, foundered L. Mich., '96, 5 lives lost.
 Aylmer, Can., prop., 26 g. t., b. '79, Aylmer, in com.
 Ayr, Can. schr., 312 g. t., b. '58, Port Dalhousie, in com. 
 Azalea, sty., 74 g. t., b. '95, Detroit, passed out, '97.
 Azof, Can. schr., 202 n. t., b. '66, Wellington Sq., in com. 
 Azoo, schr., sunk by col., '70, L. Ont.
 Aztec, prop., 834 g. t., b. '89, Marine City, in com.
 
 
 B
 B. & B., stcb., 99 g. t., b. '76, Lockport, in com.
 Babcock, D. L., tug, 215 g. t., b. '613, New Baltimore, Mich.,
 passed out, '95.
 Babcock, W. L., tug, 64 g. t., b. '88, Buffalo, in com.
 Babineau, schr., ashore, '77, Showinaga bay.
 Baby, sty., in com., '84.
 Bacchus, schr., stranded, '52.
 Bacon, F. W., tug, 37 g. t., b. '91, Buffalo, in com.
 Bacon, Melvin S., schr., 614 g. t., b. '74, Vermilion, O.,
 chartered ocean, '98.
 Backus, F. W., prop., 289 t., b. '46, burned Racine, '66. 
 Badger, stl., b. Milwaukee, '37.
 Badger, schr., 65 g. t., b. '81, Fort Howard, Wis, in com. 
 Badger, Horace H., schr., 263 g. t., formerly Kate Gillett, b.
 '67, Conneaut, in com.
 Badger State, prop., 864 t., in com, '60.
 Badger State, prop., 1,115 g. t., b. '62, Buffalo, in com. 
 Badger State, bark, total loss, L. Mich., '70.
 Bahama, schr., 333 g. t., b. '63, Oswego, in com.
 Bailey, Caroline E., schr., passed out.
 Bailey Daniel E., schr., 648 g. t., later the Iron City. 
 Bailey, H., tug, 22 t., b. '69.
 Bailey, J. E., schr., wrecked L. 'Mich., '84.
 Baine, Jessie, prop., 44 g. t., b. '88, Clayton, in com.
 Baird, Harry, Can. schr., 36 g. t., b.87, Kincardine, in com.
 Baker, B. M., schr., 186 g. t., b. '69, Charlotte, N. Y., passed
 out, '96.
 Baker, Dan., scow, 196 t., b. '69, sunk Sandusky, '74.
 Baker, E. C., prop., i., 154 g. t., b. '89, Philadelphia, in
 com.
 Baker, Fannie L., tug, 43 g. t., b. '88, Detroit, in com.
 Baker, Nettie, sty., 13 g. t., b. '93, Buffalo, n com.
 Baker, T im., schr., 325 t., wrecked, '88.
 Baker, Timothy, stmr., hard aground Windmill Point, '71.
 Baker, W. L., schr., 19 g. t., b. '83, Ashtabula, passed Out,
 '91.
 Balcon, stmr., 51 g. t., b. '82, Oshkosh, in com.
 Baldwin, bge., sunk L. Erie, '83.
 Baldwin, H. P., schr., 495 g. t., b. '66, Detroit, in com. 
 Baldwin, Mary, Can. schr., 7 g. t., b. '76, Sacket's Harbor, in
 com.
 Baldwin, N. C., schr., 145 t., in com., '44.
 Baldwin, S. C., prop., 412 g. t., b. '71, Detroit, in com. 
 Balize, tug, 250 g. t., b. '63, Cleveland, in com.
 Balize, tug, formerly Mary Grandy, arrived Detroit, from New York,
 '67.
 Ball, O. M., Can., tug, in com. about '66.
 Ballantyne, Can. prop., 14 g. t., b. '92, Simcoe, in com. 
 Ballard, Mary, schr., foundered L. Ont., '66, 9 lives lost.
 Ballentine, David, prop., 1,395 g. t., later the Quito.
 Ballentine, H. A., tug, 87 g. t., b. '67, East Saginaw, later the
 J. S. Blazier.
 Ballou, H. M., Can. schr., 80 n. t., b. Oak Orchard, in com.
 Balmoral, Can. bge., 231 n. t., b. '73, Quebec, in com., formerly
 Arthur.
 Baltic, schr., 96 t., b. Birchielle, '42.
 Baltic, stmr., 825 t., b. Buffalo, '47, made a bge. in '63. 
 Baltic, schr., 120 t., b. Milwaukee, '46.
 Baltic, brig., wrecked Port Stanley, '55.
 Baltic, Can. stmr., 640 t., b. Owen Sound, '67.
 Baltic, schr., 369 t., wrecked Oswego, '67.
 Baltic, bge., sank with all hands off Long Point, '72.
 Baltic, Can. prop., 1,324 t., b. Collingwood, '88, burned
 Collingwood, '96.
 Baltic, schr., 915 g. t., b. '90, West Bay City, in com.
 Baltic, schr., lost, '94, L. Mich.
 Baltimore, schr., b. '36.
 Baltimore, stmr., hauled over Sault Portage, '46, to L. Sup.
 Baltimore, stmr., 500 t., b. Monroe, '47, wrecked at Sheboygan,
 '55.
 Bancroft, schr., 112 t., b. Point Peninsula, L. Ont., '36.
 Bancroft, E., slp., in com., '46.
 Bangalore, Can. bge., 395 n. t., b. '77, Kingston, in com. 
 Bangs, C. W., Can. schr., 152 g. t., b. '86, Ottawa, in com.
 Banks, Louis, tug, 19 g. t., b. '97, Buffalo, in com.
 Banner, bge., 282 t., b. '46, wrecked near Fish Point, '88.
 Banner, brig., 4,31 t., b. Ohio City, '47.
 Banner, schr., '12 t., b. '64, sunk near Sturgeon bay,
 Banner, Emma schr., 92 g. t., b. '89, Onekama, Mich., capsized L.
 Mich. '97.
 Bannockburn, Can. prop., 1,735 n. t., b. '93, Middlesbro, in
 com.
 Banshee, Can. schr., 450 g. t., '56, Montreal.
 Banshee, prop., 400t., b. Portsmouth, '54, sunk off South Bay, L.
 Ont., '61.
 Bapst, Frank L., tug, 42 g. t., b. '95, Buffalo, in com.
 Barbarian, schr., 2197 t., b. '55, Oswego, wrecked L. Mich.,
 98.
 Barber Geo., schr., '98 g. t., b. '57, Milwaukee, passed Out,
 '94.
 Barber J., prop., burned L. Mich., '71 5 lives lost.
 Barcelona, stmr., 102 t., b. Dunnville, Ont., '36, formerly
 Princess Victoria, made into a schr.
 Barkalow, M. P., schr., 121 t., b. '71, Perry, O., in com.
 Barker, F. D., schr., 290 t., b. Clayton, '67, wrecked L. Mich.,
 '87.
 Barker, Gracie, prop., 73 g. t., b. '79, Grand Haven, burned
 Harbor Springs, '95.
 Barker, J. A., schr., b. '36, stranded L. Mich., '45.
 Barker, S.B., prop., 177 g. t., b. '82, Grand Haven, Mich., in
 com.
 Barker, Thos. L., schr., b. Manitowoc, '81.
 Bark Swallow, Can. schr., 14 g. t., b. Port Credit, in com.
 Barney, T. T., stmr., sunk.
 Bartlett, tug, sunk Bay City, '84.
 Bartlett, Col., prop., 11 g. t., b. '86, Fremont, O., in com.
 Bartlett, E. B., s. prop., 1,400 g. t., b. '91, West Superior, in
 com.
 Barton, Agnes, schr., 110 t., b. Buffalo, '35, sunk L. Erie,
 '55.
 Barton, Benj., schr., 115 t., b. '36, wrecked L. Erie, '38,
 released.
 Barton, Clara, schr., 403 t., b. '67, wrecked Grand
 Haven, '83.
 Barton, P. F., tug, 40 t., b. Buffalo, '53, burned St. Clair r.,
 '65.
 Barwick, Bessie, Can. prop., 460 t., b. St. Catharines, '65,
 wrecked L. Sup., '87.
 Barlett, A. F., tug, 10 g. t., b. '71, East Saginaw, passed out,
 192.
 Barlum, John J., schr., 1,184 g. t., b. '90, Toledo, in com.
 Barmer, Emma, schr., 92 g. t., b. '89, Sheboygan, passed out,
 '91.
 Barnes, Bertha, schr., 330 g. t., b. '72, Sheboygan, in com.
 Barnes, Burt, schr., 134 g. t., b. '82, Manitowoc, in com.
 Barnes, C. C., schr., 582 g. t., b. '73, Manitowoc, in com.
 Barnes, Frank C., tug, 46 g. t., b. '92, Manistee, in com
 Barnes, Jim, slp., 10 g. t., b. '70, Grand Haven, in com.
 Barnes, Joe, stcb., 135 g. t., b. '78, Havana, N. Y., passed out,
 '92.
 Barney, F. T., schr., sunk by col. in Straits, '68.
 Barney, D. N., schr., 156 t., b. Clayton, L. Ont., before 49.
 Barney, Matilda, first stmr., St. Joseph r., '34.
 Barnhurst, Harry G., tug, 37 g. t., b. '85, Erie, in com.
 Barnum, Wm. H., prop., 1,212 g. t., b. '73, Detroit, sunk in
 Straits, '94.
 Barons, Sam'l. H., prop., 33 g. t., later the Florence Yates.
 Barr, tug, in com., '70.
 Barr, H. A., schr., 119 g. t., b. 193, West Bay City, in com.
 Barrett, Ada, tug, 21 g. t., b. '95, Buffalo, in com.
 Barrett, Wm. H., stmr., 118 g. t., b. '74, Grand Rapids, in
 com.
 Barrie, Commodore, Can. schr., 275 g. t., b. '34, Kingston,
 wrecked L. Ont., by col., '42.
 Barrington, Can. schr., 81 g. t., b. '87, Shelburne, in com.
 Barry, Jack, schr., 25 t., b. '62, burned Muskegon, '87.
 Baskatongue, Can. schr., '94 g. t., b. '73, Ottawa, in com.
 Bass, Can. schr., 96 g. t., b. '79, Montreal, in com.
 Batchelder, tug, burned Green bay, '90.
 Bate, Harry, Can. prop., 150 n. t., b. '73, Brewers' Mills, in
 com., formerly the Gatineau.
 Bates, Eli, schr., foundered L. Erie. '71, 9 lives lost.
 Bates, Eveline, schr., 233 g. t., b. '58, Huron, passed out,
 '97.
 Bates, S., schr., 139 t., b. '57, total loss near Winnetka,
 '83.
 Bates, Wm., scow, 76 t., in com., '69.
 Baud, C., stcb., 99 g. t., b. '76, in com.
 Bauer, John C., schr., 158 g. t., formerly Planet, b. '55, Black
 River, O., in com.
 Bavaria, Can. schr., 361 t., ashore L. Ont., '89, 8 lives
 lost.
 Bavaria, Can. schr., 410 n. t., b. '78, Garden Island, lost
 Georgian bay, '98.
 Baxter, Edward, Can. scow, 198 g. t., b. '75, Wellandport, in
 com.
 Baxter, Ellen, schr., 283 t., b. West Squaw, '61, sailed Toledo to
 Boston, '66.
 Bay City, stmr., 479 t., formerly Forest City, b. Trenton, '51,
 wrecked at Clay Banks, '62.
 Bay City, schr., 306 g. t., b. '57, Saginaw, in com.
 Bay City, bge., foundered near Erie, '80.
 Bay City, schr., burned Detroit, '69.
 Bay City, prop., 371 g. t., b. '77, Marine City, burned Detroit,
 '91.
 Bay City, stpd, 65 g. t., b. '87, Bay City, in com.
 Bay Queen, schr., wrecked Port Colborne, '66.
 Bay of Quinte, Can. schr., 200 t., b. Kingston, '53.
 Bay of Quinte, Can. schr., 250 g. t., b. '61, Bay of Quinte.
 Bay of Quinte, schr., wrecked L. Ont., '63.
 Bay State, stmr., 900 t., b. Clayton, '49.
 Bay State, prop., foundered L. Ont., '62, 22 lives lost.
 Bay State, schr., 249 g. t., b. '55, Buffalo, passed out '93.
 Bay State, schr., b. Buffalo, '52.
 Bay State, stpd., 60 g. t., b. '74, Saginaw, in com.
 Bay Trader, Can. schr., 173 g. t., b. '73, St. Williams, in
 com.
 Bayfield, Can. prop., 221 n. t., b. '64 Buffalo, 'n com.
 Bayona, slp., b. Conneaut, capsized '46, 3 lives lost.
 B. C. & Co., bge., sunk Saginaw, '70.
 Beach, E. D., stmr., 10 g. t., b. '64, in com.
 Beach, Ed., tug, 10 g. t., b. '70, Troy, N. Y., passed out,
 '95.
 Beals, E. P., schr., 373g. t., b. '73, Buffalo, in com.
 Bean, John, Jr., schr., 156 t., sunk Muskegon, eb.
 Beard, James, prop., '87 g. t., formerly Wesley Hawkins, b. '73,
 Au Sable, Mich., in com.
 Beard, Joshua, Can. schr., 400 g. t., b. '56, Oshawa.
 Bearse, Owen, schr., b. Cleveland, '63, wrecked Atlantic coast,
 '67.
 Beaubocage, Can., prop., 129 g. t., b. '78, Bobcaygeon, in
 com.
 Beauport, Can. bge., 400 n. t., b. '73, Quebec, in com.
 Beaver, small armed English slp., b. Detroit about 1762, wrecked
 at Catfish creek, fourteen miles up Lake Erl e, 1763.
 Beaver, b. 1771, lost with crew of seventeen near
 Sandusky,1771.
 Beaver, schr., b. Detroit in 1784 for the Lake Superior fur
 trade.
 Beaver, Can. schr., 200 g. t., b. '48, Kingston, wrecked L. Ont.,
 '61.
 Beaver, Can. scow, 111 g. t., b. '63, Port Robinson, in coin
 Beaver, Can. prop., 18 g. t., b. '83, Gores Landing, in com.
 Beaver, Can. tug, 294 n. t., b. '84, Quebec, in com.
 Beaver, Can. prop., 53 n. t., b. '92, Belleville, in com.
 Beaver, Can. prop., 13 g. t., b. '93, Simcoe, in com.
 Beatrice, Can. prop., 30 g. t., b. '77, Collingwood, in com.
 Beatrice, ferry, burned St. Clair r., '83.
 Beatrice, sly., 9 g. t., b. '88, in com.
 Bebee, Jordan, Jr., 16 g. t., b. '85, Bay City, burned Put-in-Bay,
 '93.
 Beck, Nlary, Can. tug, 16 g. t., b. '76, Penetang, broken up
 '97.
 Becker, Philip, tug, lost L. Ont.
 Becker, R. H., 140 g. t., b. '67, Dover Bay, O., in com.
 Becker, William D., schr., 1,047 g. t., b. '92, Bay City,
 chartered ocean, '98.
 Beckett, Thos., Can. schr., 151 g. t., b. '81, Hull, in com.
 Beckman, W. R., tug, 12 g. t.p b. '82, Erie, in com.
 Beckwith, J. L., prop., 104 g. t., b. '73, Buffalo, in com.
 Bedford, Can. bge., 107 g. top b. '63, Kingston, in com.
 Bedford, scow, sunk Detroit r., '84.
 Bedford, Mary, Can. bge., 70 g. t., b. '88, Bedford Mills, in
 com.
 Beers, Alice M., schr., 154 g. t., b. '66, Algonac, in com.
 Beers, A. M., schr., sunk Manistee, '75.
 Behn, J. F., tug, 16 g. t., b. '74, Buffalo, in com.
 Behrman, Agnes, schr., 110 g. t., b. '83, Detroit, passed out
 '97.
 Behrn, Lena, schr., 33 g. t., b. '86, Grand Haven, in
 com.
 Belknap, Can. bge., 46 g. t., b. '74, Port Huron, in com.
 Bell, D. V., bge., sunk L. St. Clair, '74.
 Bell, Cora, schr., 268 t., b. '74, Detroit in com.
 Bell, Gracie, schr., 36 g. t., b. '85, Sand Beach, passed out
 '94.
 Bell, Ida, Can. tug, 7 n. t., b. '90, Clear Creek, in com. 
 Bell, Jane, bark, 447 t., b. Detroit, sunk near Chamber's island,
 '81.
 Bell, Laura, schr., 269 t., b. Toledo, '70.
 Bell, Mary, stmr., 75 t., b. Buffalo, '55.
 Bell, Mary, tug, 39 g. t., b. '70, Buffalo, in com.
 Bell, Mattie C., schr., 769 g. t., b. '82, Saginaw,wrecked,
 '95.
 Bell, M. L., tug, 84 t., b. '70.
 Bell, Sir Isaac Lothian, s. schr., 3,418 g. t., b. '96, West Bay
 City, in com.
 Bella, Can. bge., 484 n. t., b. '71, Garden Island, in com. 
 Bella Gore, Can. schr., b. '09, York, wrecked.
 Belle, brig., b. before 1850, Conneaut.
 Belle, stmr., b. Buffalo, wrecked Georgian Bay, '52.
 Belle, schr., sunk L. Ont., '55.
 Belle, scow, b. '56, Black River, O. 
 Belle, schr., 104 g. t., b. '56, Manitowoc, in com.
 Belle, Can. schr., 101 g. t., b. '57, Oakville, in com
 Belle, brig., wrecked near Bailey's Harbor, '60.
 Belle, schr., lost Long Point, '64.
 Belle, prom, 109 t., b. '60, burned L. Mich., '69, 2 lives
 lost.
 Belle, Can. prop., 7 g. t., b. '76, Meaford, in com.
 Belle., tug, 37 g. t., b. '85, Benton Harbor, 'n com.
 Belle, Can. tug, 23 n. t., b. '96, Port Burwell, in com.
 Belle, Eva, Can. prop., 10 g. t., b. '90, Midland, in com. 
 Belle of Epoufette, schr., 11 g. t., b. '97, Epoufette, .Mich., in
 com.
 Bellinger, A. A., tug, 15 g. t., b. '80, Buffalo, in com.
 Belmont, Can. stmr., 139 n. t., b. '41, Montreal, in com.,
 formerly Richelieu.
 Belmont, schr., lost near North Manistee, '56.
 Belmonte, schr., b. Ohio City, '47.
 Beloit, schr., stranded White Lake, '68.
 Belvidere, schr., capsized '56, crew lost.
 Bemis, A. S., tug, 49 t., b. Buffalo, '59, burned near Alpena,
 '72.
 Benedict, E. G., Can. schr., 154 t., b. '69, stranded Port
 Stanley, '91.
 Benham, C. E., tug, '95 g. t., formerly E. M. Peck, b. '63,
 Cleveland, O., in com.
 Ben Hur, schr., 314 g. t., b. '74, Dunville, Ont., passed out,
 '91.
 Benica, schr., sunk by col. L. Ont., '83.
 Beniteau, Maud, schr., 6 g. t., b. '79, Detroit, in com.
 Bennet, P., Can. schr., '98, g. t., b. '69, Port Rowan, in
 com.
 Bennett, J. W., tug, 81 g. t., b. '76, Huron, O., in com. 
 Bennett, M. A., Can. tug, 53 n. t., b. '80, Port Robinson, in
 com.
 Bennington, schr., wrecked L. Erie, '51
 Benson, C. B., schr., 298 g. t., b. '73, Port Clinton, O., lost
 Gravelly bay, '93, with crew.
 Benson, H., Can. bge., 370 n. t., b. '71, Quebec, in com. 
 Benson, H. A., schr., 13 g. t. b. '82, Sebawaing, in com. 
 Benson, J. R., Can. bge., 370 t., b. '73, foundered L. Erie, '83,
 raised, in com.
 Bentley, John, schr., 518 t., sunk Georgian Bay, '86.
 Bentley, J. R., schr., 771 t., b. Fairport, '67.
 Bentley, James R., schr., in com., '68, foundered L. Hur.,
 '78.
 Benton, schr., damaged L. Hur., '49.
 Benton, prop., 304 g. t., b. '67, Buffalo, in com.
 Benton, Col., schr., 209 t., b. Racine, stranded L. Erie, '38.
 Benton, J. J., b. Cleveland, '63.
 Benton, Tom, schr., wrecked near Chicago, '52.
 Beresford, 187 t., Brit. v. L. Ont., '13, 8 guns.
 Berlin, schr., 260 t., b. Milan, '54, wrecked L. Hur., '77, 4
 lives lost.
 Bernard, Lotta, stmr., foundered L. Sup., '74.
 Bermuda, schr., 394 t., wrecked L. Sup., '70.
 Bermuda, prop., 1,312 g. t., b. '97, West Bay City, in com. 
 Berrien, prop., 114 g. t., b. '64, Detroit, passed out, '95.
 Berriman, Francis, schr., sunk by col. L. Hur., '77.
 Berry, com. Jack, tug, burned, Duluth, '97.
 Bertha, Can. prop., 16 n. t., b. '91, Kingston, in com. 
 Bertha May, Can. prop., 20 g. t., b. '86, Gravenhurst, in com.
 Berthier, Can. stmr., 417 n. t., b. '70, Sorel, in com.
 Bertie, schr., 43 g. t., b. '96, Mt. Clemens, Mich., in com. 
 Bertie, sty., 15 g. t., later the Gossoon.
 Bertschy, Jacob, stmr., in com., '72, wrecked off Port Austin
 reef, '79.
 Berwick, tug, 24 g. t., b. '94, Saugatuck, in com.
 Bessemer, prop., 440 t., b. '75, wrecked L. Sup., '89.
 Bessemer, Sir Henry, prop., s., 4,321 g. t., b. '96, Cleveland, in
 com.
 Bessie, prop., 89 g. t., b. '80, New Baltimore, Mich., in com.
 Betsey, English slp., b. 1769.
 Betsey, Can. schr., 19 g. t., b. '68, Toronto, in com.
 Betts, Lizzie P., 268 g. t., formerly Miami Belle, b. '56, Toledo,
 in com.
 Beyer, Prowet, Can. tug, 27 n. t., b. Toronto, in com.
 Bibb, Geo. M., i. U. S. rev. cut., 333 t., went New Orleans '45,
 returned L. Ont. '81, later the Pentagoet.
 Biddle, Nicholas, schr., passed out.
 Bielman, C. F., prop., 2,056 g. t., b. '92, West Bay City, in
 com.
 Big B., 60 t., b. Eighteen Mile Creek, '45.
 Big, Burlington, 144 t., b. Cleveland, '43.
 Big Z., schr., 120 t., in com. '44, lost near Sheboygan, '59.
 Bigler, J., schr., b. '66, aground at Flats, '79.
 Bigelow, H. P., prop., 46 g. t., b. '93, Baldwinsville, N. Y., in
 com.
 Biggar, W. F., Can. scow, 11 g. t., b. '73, Port Colborne, in
 com.
 Billingsley, F., Can. schr., 150 g. t., b. '80, Hull, in com.
 Billow, schr., wrecked Long Point, '51.
 Birckhead, L., tug, 33 g. t., b. '83, Toledo, in com.
 Birckhead, P. H., prop., 568 g. t., b. '70, Marine City, in
 com.
 Bird, Charles E., tug, 14 g. t., b. '80, Saugatuck, passed out,
 '95.
 Bird, Francis A., tug, 15 t., b. '93, Buffalo, in com.
 Birdie, schr., 12 g. t., b. '71, Sheboygan, passed out, '93.
 Birdie, schr., 11 g. t., b. '95, White Lake, Mich., in com.
 Birkhead, Mary, schr., 226 g. t., b. '67, Sandusky, sunk by col.,
 '91.
 Birmingham, schr., 138 t., b. Vermilion, '43, wrecked near
 Buffalo, '54.
 Bishop, Anna R., schr., 448 g. t., b. '80, in com.
 Bishop, H. B., schr., 264 t., b. Buffalo, '46, wrecked Georgian
 Bay, '52.
 Bismarck, tug, name changed '84 to justice Field.
 Bismark, Can. schr., 26 g. t., b. '76, Port Dalhousie, in com.
 Bismark, Can. bge., 365 n. t., b. Port Dalhousie, in com.
 Bissel, Arthur D., stcb., 137 g. t., b. '81, Lockport, N. Y., in
 com.
 Bissell, George W., schr., 278 g. t., b. '63, Marine
 City, Mich., in com.
 Bissell, Harvey, schr., 496 g. t., b. '66, Toledo, O., in com.
 Biwabik, schr., 1,401 g. t., b. '94, Marine City, Mich., in
 com.
 Black Ball, tug, sunk by col., Chicago, '84.
 Black Ball, No. 2, tug, 37 g. t., b. '71, Buffalo, in com.
 Black, Clarence A., s. prop., 4,521 g. t., b. '98, Lorain, in
 com.
 Black Diamond, bge., 296 g. t., b. '75, Clayton, N. Y., in
 com.
 Black Diamond, bge., 553 g. t., b. '82, Ludington, in com.
 Black Duck, schr., foundered, '72.
 Black Hawk, schr., capsized L. Erie, '38.
 Black Hawk, strnr., b. Ogdensburg, '34, sold to Canadians and
 named Dolphin.
 Black Hawk, brig., 384 t., b. Ohio City, '54, sailed Detroit to
 Liverpool, '58, wrecked Point Betsey, '62.
 Black Hawk, schr., 172 g. t., b. '61, Saginaw, in com.
 Black, J. S., U. S. rev. cut., b. Milan, O., ordered New York.
 Black, L., schr., 70 t., b. Manitowoc, '81.
 Black Maria, bark, wrecked near Chicago, '55.
 Black Rock, prop., 1,640 g. t., b. '97, Port Huron, in com.
 Black Rover, scow, b. '55, Black River, O. 
 Black Snake, schr., 21 t., passed out.
 Black Swan, scow, b. '54, Black River, O. 
 Black, William, schr., stranded Port Burwell, '54.
 Blade, slpy., 6 g. t., b. '97, in com.
 Blair, C. B., brig., passed out.
 Blaine, James G., schr., 555 g. t., formerly Pensaukee, b. '67,
 Little Sturgeon, in com.
 Blaine, J. G., prop., 97 g. t., b. '85, Toledo, passed out,
 '94.
 Blake, E., schr., lost, '71.
 Blake, E., Can. tug, 19 n. t., b. '84, Port Robinson, in com.
 Blake, Edward, Can. schr., 407 n. t., b. '72, Port Burwell, in
 com., formerly bge.
 Blake, E. R., schr., 201 g. t., b. '67, Port Washington, burned L.
 Hur., '98. 
 Blake, Emma, scow, total wreck, '70.
 Blake, J. W., schr., capsized near Sturgeon Point, '55.
 Blake, Vernie M., schr., 34 g. t., b. '68, Black River, O., passed
 out, '92.
 Blakely, Minnie, Can. schr., Ill g. t., b. '73, Port Credit, in
 com.
 Blanchard, B. W., prop., 1,143 g. t., b. '70, Cleveland. in
 com.
 Blanchard, J. B., Can. schr., 150 g. t., b. '82, Hull, in com.
 Blanchard, Kirk S., stcb., 112 g. t., b. '87, Rochester, in
 com.
 Blanche, Can. schr., 210 t., lost '88.
 Blandford, Can. stmr., 53 n. t., b. '93, Quebec, in com.
 Blandina, Can. sty., 46 g. t., b. '83, Bronte, in com.
 Blazier, J. S., tug, 88 g. t., formerly H. A. Ballentine, b. '67,
 East Saginaw, in com.
 Blazing Star, schr., 265 t., b. '73, Manitowoc, wrecked
 Fisherman's Shoal, '87.
 Blish, E. C., schr., lost Lake Hur., '64, with all hands.
 Bliss, A. T., schr., 437 g. t., b. '81, East Saginaw, in com.
 Bloecker, Emma, tug, 31 g. t., b. '89, Grand Haven, in com.
 Blood, Senator, schr., 230 g. t., b. '63, Oswego, in com.
 Bloom, Harry, prop., 31 g. t., b. '93, Detroit, in com.
 Bloom, Ida H., scow, capsized L. Erie, '64.
 Bloom, Nelson, schr., 549 g. t., b. '63, Cleveland, in com.
 Bloom, Nelson, schr., lost '94, L. Mich.
 Bloomer Girl, prop., 95 g. t., b. '94, Ludington, in com.
 Blossom, Lucy A., brig 258 t., b. Conneaut, sunk Detroit r.,
 '51.
 Blossom, Nancy A., brig., 225 t., b. Conneaut, passed out.
 Blue Bell, schr., beached Wind Mill Point, '45.
 Blue Bell, schr., capsized near Chicago, '58.
 Blue Bell, bge., 122 t., b. '67, wrecked Sheboygan, '87.
 Blue Bell, Can. prop., 12g. t., b. '88, Kingston, in com.
 Blue Lodge, stcb., 40 g. t., b. '87, Defiance, in com.
 Blue Rock, schr., 9 g. t., b. '78, Bay City, passed out, '97.
 Blue Wave, prop., 8 g. t., b. '82, South Haven, passed out,
 '91.
 Blume, Nelson, schr., 550 g. t., formerly Meteor.
 Bly, Nellie, Can. tug, 13 n. t., b. '94, in com.
 Boole, L. H., tug, total loss South Haven, '72.
 Boalt, Bessie, schr., 173 t., b. Wolf River, '68, total wreck L.
 Mich., '72.
 Boaz, schr., 127 g. t., b. '69, Sheboygan, in com.
 Bob O'Link, Can. schr., 15 g. t., Blt. '70, Toronto, in com.
 Bobolink, slp., 5 g. t., b. '97, Clayton, in com.
 Bock Isolda, schr., 70 g. t., b. '81, Manitowoc, in com.
 Bogart, D. D., schr., 80 t., b. Three Mile Bay, L. Ont., '43,
 wrecked near Erie, '51.
 Bohemia, schr., wrecked L, Mich., '56.
 Bohiemia, Can. stmr., liner in '75.
 Bohemian, Can. stmr., 413 n. t., b. '73, Montreal, in com.
 Bold, Betsey, schr., passed out.
 Bolivar, schr., 46 t., b. Racine, '25, wrecked L. Erie, '39.
 Bolivia, schr., 353 g. t., b. '74, Oswego, in com.
 Bolton, Charles E., tug, 20 g. t., b. '82, Lorain, in com.
 Bolton, Samuel, schr., 330 g. t., b. '67, Bay City, wrecked L.
 Hur., '93.
 Bon Ami, prop., 226 g. t., b. '94, Saugatuck, in com.
 Bon Voyage, prop., 500 g. t., b. '91, Saugatuck, in com.
 Bond, Hiram R., prop., 230 g. t., b. '88, Milwaukee, in com.
 Bond, Nelson, 22 g. t., b. '91, Algonac, in com.
 Bond, O. M., schr., 299 t., sunk Port Dalhousie, '86.
 Bonesteel, schr., 150 t., b. Milwaukee, '45.
 Bonita, sty., 74 g. t., b. '92, Detroit, in com.
 Bonito, Can. prop., 17 g. t., b. '79, Hull, in com.
 Bonnie Boat, stmr., 125 t., b. Huron, O., '59, wrecked Kincardine,
 '69.
 Bonnie Doon, abandoned Bois Blanc, island, '68.
 Bonnie Maggie, stmr., 125 t., wrecked L. Hur., '69.
 Bonnechere, Can. prop., 13 g. t., b. '93, Simcoe, in com.
 Boody. A., American schr., now the Can. schr. E. A. Fulton.
 Boody, A., schr., 287 g. t., b. '63. Toledo, in com.
 Boone, Daniel, tug, burned Buffalo, '66.
 Booth, Can. prop., 235 g. t., b. '85, North Bay, in com.
 Booth, A., prop., 26 t., sunk L. Sup., '86.
 Booth, J. R., Can. tug, 138 n. t., b. '82, Ottawa, in com.
 Boothe, Maria, schr., b. Buffalo, '55.
 Bortschay, Jacob, prop., 318 t., b. Sheboygan, '67.
 Boscohel, prop., 919 t., b. Chicago, '67, burned St. Clair r.,
 '69, 3 lives lost.
 Boscobel, schr., 503 g. t., b. '76, Algonac, in com.
 Boscobel, prop., 611 g. t., b. '81, Chicago, in com.
 Boston, English v., b. 1764.
 Boston, brig., 165 t., b. Milan, '42.
 Boston, stmr., 775 t., b. Detroit, '45, wrecked at Milwaukee,
 '46.
 Boston, prop., 259 t., b. Ohio City, '47, sunk by col. L Ont.,
 '54.
 Boston, schr., 236 t., b. Ashtabula, '61.
 Boston, i. prop., 1,829 g. t., b. '80, Wyandotte, in
 com.
 Boston, sty., 11 g. t., b. '93, Chicago, in com.
 Boswell, F. J., Can. schr., 153 g. t., b. '80, Hull, in com.
 Bothnia, Can. prop., 738 n. t., b. '95, Garden Island, in com.,
 formerly the Jack.
 Bottom, J. W., schr., in com., '49.
 Bottsford, E., bge., 563 t., b. Saginaw, '82.
 Bottsford, Ida, tug, b. '66, passed out.
 Botsford, R., schr., 500 g. t., b. '82, Lorain, in com.
 Bourgeois, Can. stmr., 106 n. t., b. '92, Sorel, in com.
 Bourke, Mary N., schr., 920 g. t., b. '89, Baraga, Mich., in
 com.
 Boughton, R. H., schr., one of first two vessels through Welland
 canal, '29.
 Boutin, N., tug, 47 g. t., b. '82, Buffalo, in com.
 Bowen, Dennis, Can. tug, now the Nora.
 Bowen, Erastus, schr., 52 t., stranded Grosse Point, '51.
 Bowlin, N., stmr., sunk off Washburn, '84.
 Bowmanville, Can. schr., 400 g. t., b. Bowmanville, wrecked.
 Boxer, schr., 16 t., passed out.
 Boyce, G. J., schr., 319 g. t., b. '84, Manitowoc, in com.
 Boyce, Isabella J., prop., 386 g. t., b. '89, Manitowoc, in
 com.
 Boyce, J., schr., burned North Muskegon, '83.
 Boyce, Jessie L., schr., 196 g. t., formerlv Milan, b. '61, Milan,
 O., in com.
 Boyce, Mary H., prop., 932 g. t., b. '88, Grand Haven, in com.
 Boyd, Harry H., tug, 36 g. t., b. '95, Buffalo, in com.
 Boyd, Robert, tug, 34 g. t., b. '82, Saginaw, in com.
 Boynton, Can. stmr., wrecked Kingston, '37.
 Boynton, C. L., tug, 103 g. t., b. '94, Port Huron, Mich., in
 com.
 Brace, Can. prop., 9 g. t., b. '84, Hamilton, in com.
 Brackett, Col., schr., 186 g. t., b. '69, Charlotte, N. Y., lost,
 '90, L. Huron.
 Bradbury, Y. M., prop., 445 t., b. Cleveland, '55.
 Bradley, A., schr., 158 g. t., b. '57, Vermilion, O., in com.
 Bradley, A. F., 371 t., b. '69, passed out.
 Bradlev, Alva, schr., 934 g. t., b. '70, Cleveland, lost L. Mich,
 '94.
 Bradley, Charles H., prop., 804 g. t., b. '90, West Bay City, in
 com.
 Bradley, Thos., schr., lost near St. Joe, '56.
 Bradshaw, Mabel, prop., 332 g. t., b. '89, Benton Harbor, in
 com.
 Bradwell, stmr., b. Manitowoc, '98.
 Bradwell, Hattie, slp., 26 g. t., b. '92, Chicago, in com.
 Brady, Geo. N., tug, 131 t., b. Detroit, '61.
 Brady, Gen., stmr., 100 t., b. Detroit, '32, made sail vessel,
 '44;
 Brady, George N., tug, 165 g. t., b. '65, Marine City, Mich.,
 passed out, '93.
 Brainard, Kate, schr., wrecked Kincardine, Ont., '71.
 Brainard, Katie, schr., 412 g. t., b. '71, Marine City, in
 com.
 Brainard, O.V.,schr., 90 t., b. Sacket's Harbor, burned L. Ont.,
 '51.
 Brainard, O. V., schr., wrecked L. Ont., '66.
 Brake, William, schr., 318 g. t., formerly Gardner, b. '67, Marine
 City, in com.
 Braley, bge., wrecked L. Erie, '75.
 Braman, D. R., wrecked Black River, '70.
 Braman, R. H., scow, 102 t., in com., '69.
 Brand, Michael, tug, 34 g. t., b. '78, Chicago, later the
 Relief.
 Brandon, Can. schr., 450 t., wrecked '88.
 Brandon, Jas., No. 7, prop., 51 g. t., b. '79, Lockport, passed
 out, '91.
 Brandywine, schr., stranded Buffalo, '37.
 Brandywine, slp., lost off Barcelona, '46, 3 lives lost.
 Brant, scow, sunk L. Hur., '59.
 Brantford, Can. prop., 404 t., b. St. Catharines, '51.
 Brayman, Waters W., tug, burned Point Pelee, '67, total loss.
 Brazil, i. prop., 2,187 g. t., b. '90, Buffalo, in com.
 Brearley, Preston, tug, sunk L. Mich., '69, by col.
 Breck, J. H., Can., schr., now the H. M. Stanley.
 Breck, Jessie H., schr., lost near Nine Mile Point, '90.
 Breck, M. L., Can, schr., 350 n. t., b. '58, Garden Island, in
 com., formerly the William Penn.
 Breden, John, schr., 319 g. t., b. '62, Port Dalhousie, in
 com.
 Breed, C. G., schr., 451 t., b. Milwaukee, capsized off Point
 Pelee, '79, several lives lost.
 Breeze, schr., 100 t., b. Three Mile Bay, L. Ont., '45, wrecked L.
 Ont., '52.
 Brenton, schr., 50 g. t., b. '82, Gibraltar, in com.
 Brewer, W. H., prop., 32 g. t., b. '82, Cliarlotte, in com.
 Brewster, William, schr., 70 t., b. L. Sup., '35, run over rapids
 same year, sunk Fairport, '52, seven lives lost.
 Bride, schr., 800 t., b. Detroit, '46.
 Bridge, H. P., bark, 400 t., b. Detroit, '64, lost L. Hur.,
 69.
 Bridget, schr., lost L. Mich., '35, 16 lives lost.
 Bridget, Can. schr., wrecked Long Point, '62.
 Bridgewater, bark, b. '66, converted into schr., '69, stranded
 Waugashance, '75.
 Brigham, W. W., schr., b. '48, lost L. Mich., '84.
 Bright, John, Can. schr., 96 g. t., b. '70, Ottawa, in com.
 Brightie, schr., 600 g, t., b. '68, Cleveland, in com.
 Brilliant, schr., lost L. Mich., '57.
 Brilliant, prop., 67 g. t., b. '68, Philadelphia, in com.
 Brink, Ben, schr., 317 g. t., b. '88, Detroit, in com.
 Brink, Ben, bge., wrecked Eagle Harbor, '90.
 Briscoe, Jennie, stm.bge., sunk by col., '70, near Grosse
 Isle.
 Bristol, Can. stmr., b. '62.
 Britain, schr., lost oft Long Point, '55.
 Britannia, Can. schr., 120't., b. York about '19, foundered L.
 Ont., '41.
 Britannia, Can. schr., 200 g. t., b. '33, Kingston, wrecked Erie,
 '70.
 Britannic, prop., 1,121 g. t., b. '88, West Bay City, lost L.
 Mich., '94.
 British Empire, Can. stmr., b. Long Island, Ont., '46, sunk St.
 Lawrence r, '56.
 British Lion, English bark, 322 t., arrived Detroit, '62, from
 England.
 British Lion, Can. scow, 80 g. t., b. '83, Pike Creek, in com.
 British Queen, Can. stmr., b. Long Island, L. Ont., '46.
 British Queen, Can. schr., 117 g. t., b. '63, Marysburg, in
 com.
 Briton, s. prop., 2,348 g t., b. '91, Cleveland, in com.
 Britton, L. B., prop., lost L. Mich., '61.
 Britomart, Can. gunboat, b. England.
 Brittain, R. C., prop., 200 g. t., b. '77, Saugatuck, in com.
 Brock, Sir Isaac, schr., 70 t., in com., '41.
 Brockville, Can. stmr., 350 g. t., b. '33, Brockville.
 Brockville, prop., 398 t., wrecked L. Mich., '65, 3 lives
 lost.
 Brockway, Geo. E., tug, 164 g. t., b. '67, Port Huron, in com.
 Bronson, schr., 300 t., lost, '88.
 Bronson, Alvin, schr., sunk Oswego, '65.
 Bronson, Eton, schr., b. Three Mile Bay, L. Out., '35.
 Bronson, E. H., Can. schr., 158 g. t., b. '78, Hull,
 in com.
 Bronson, H. F., Can. tug, 102 n. t., b. '70, Montreal, in com.
 Bronson, Tracy J., schr., 277 g. t., b. '57, Cleveland, in
 com.
 Brooklyn, schr., 319 g. t., b. '64, dayton, in com.
 Brooklyn, stmr., b. Cleveland, '66, boiler exploded Detroit, '74,
 13 lives lost, stmr. sank.
 Brooks, Alice, Can. prop., 17. g. t., b. '82, Port Elgin, in
 com.
 Brooks, H. G., tug, 13 g. t., b. '88, Buffalo, in com.
 Brooks, James N., tug, 10 g. t., b. '72, Milwaukee, in com.
 Brooks, J. W., prop., 312 t., b. Detroit, '51, foundered L. Ont.,
 '56, 22 lives lost.
 Brooks, LeRoy, prop.,41 g. t., b. '91, Toledo, in com.
 Brothers, The, Can. schr., 100 t., b. York, '20.
 Brothers, stmr., 150 t., b. Chatham, Ont., '39, sunk in River
 Thames, '56.
 Brothers, stmr., 220 t., burned '39.
 Brothers, schr., wrecked L. Ont., '45.
 Brothers, Can. schr., 64 t., h, Goderich, wrecked.
 Brothers, Can. schr., 32 g. t., b. '69, Bronte, in com.
 Brothers, Can. schr., 14 g. t., b. '77, Ashfield, in com.
 Brothers, Can. tug, 18 g. t., b. '86, Port Arthur, in com.
 Brothers, Can. stnir., 244 n. t., b. '80, St. Nicholas, in
 com.
 Brothers, tug, 24 g. t., b. '64, Brooklyn, N. Y., passed out
 '95.
 Brower, Henry F., tug, 30 g. t., b. '82, Grand Haven, in com.
 Brown, A. J., schr., wrecked with 2 lives, L. Ont., '56.
 Brown, A. V., U. S. rev. cut., b. Milan, O., ordered New York,
 '61.
 Brown, Fayette, schr., 553 g. t., b. Cleveland, '68, sunk by col.,
 ''91.
 Brown, Fayette, prop., s. 2.050 g. t., b. '87, Wyandotte, in
 com.
 Brown. Frank, scow, sunk, '61.
 Brown, Gen., schr., 31 t., passed out.
 Brown, Harvey H., schr., 834 g. t., b. '73, Port Huron, chartered
 tor ocean service, '98, wrecked coast of Maine.
 Brown, Harvey H., prop., s., '2,674 g. t., b. '94, Wyandotte, in
 com.
 Brown, Ida May, schr., 20 g. t., b. '84, Charlevoix, wrecked L.
 Mich., '95.
 Brown, J. W., schr., 239 t., b. Conneaut, '47.
 Brown, Mary, schr., 291 t., b. Buffalo, '61.
 Brown, Nellie, schr., capsized, '70, near Sacket's Harbor.
 Brown, O. W., bark, in com., '61.
 Brown, R H., Can. schr., 51 g. t., b. '82, Marine City, in
 com.
 Brown, Tom, tug, 38 g. t., b. '70, Chicago, in com.
 Brown, William H., tug, 43 g. t., b. '68, Grand Haven, passed out,
 '95.
 Brown, William H., prop., 470 t., b. '97, West Bay City, sold U.
 S. gov., '98, became Piscataqua.
 Brown, W. L., prop., 225 t., sunk off Peshtigo, '86.
 Brown, W. O., schr., 400 t., b. Buffalo, sunk L. Erie by, col.,
 '65.
 Brown, Willie, tug, 19 g. t., b. '71, Buffalo, in com.
 Browne, Belle, schr., 217 g. t., b. '73, Chicago, in com.
 Brownville, stmr., b. '33, Black river, L. Ont., burned St.
 Lawrence river, rebuilt and name changed to William Avery, dismantled,
 '35.
 Bruce, stmr., 100 t., b. Goderich, '62, broken up.
 Bruce, Can. tug, 30 n. t., b. '82, Thorold, in com.
 Bruce, tug, 50 g. t. b. '83, Grand Haven, in com.
 Bruce, B. F., prop., burned L. Erie, '62.
 Bruce, Benj. F., schr., 729 g. t., b. '73, East Saginaw, in
 com.
 Bruce, B. F., tug, 35 g. t., b. '73, Buffalo, in com.
 Bruce, E. K., schr., passed out.
 Bruce, Frank, schr., b. '66.
 Bruce, Kate L., schr., b. Manitowoc, '72, foundered L. Hur., '77
 with all hands.
 Bruce Mines, stmr., foundered L. Hur., '54.
 Bruce, Robert, schr., lost L. Ont., with all on board, '35
 Bruce, Robert, Can. schr., lost L. Erie, '56.
 Bruin, Can. scow, 104 g. t., b. '81, Gravenhurst, in com.
 Brunette, schr., 738 g. t., b. '71, Gibraltar, chartered for
 ocean, '98.
 Brunette, M., prop., 65 g. t., b. '81, Fort Howard, passed out,
 '97.
 Bruno, prop., wrecked Marquette reef, '90.
 Bruno, H. M., tug, 12 g. t., b. '85, Saginaw, in com.
 Brunswick, English v., b. 1767.
 Brunswick, prop., 512 t., b. Buffalo, '53, foundered on L. Mich.,
 '56, one life lost.
 Brunswick, L. steam bge., b. Detroit, '81, sunk by col., '81, off
 Dunkirk, 3 lives lost.
 Brush, E. A. stmr., 35 t., b. Detroit, '64.
 Brydges, C. J., Can. tug, 60 n. t., b. '74, Buffalo, in com.
 Bucephalus, prop., sunk Saginaw bay, '54, 10 lives lost.
 Buchanan, Isaac, schr., burned Port Stanley, '57.
 Buchanan, James, sty., 32 g. t., b. '86, in com.
 Buckeye, schr., 127 t., b. Sandusky, '41.
 Buckeye, bge., burned Georgian Bay, '85.
 Buckeye, stmr., sunk St. Lawrence r., '65.
 Buckeye Belle, sty., 10 g. t., b. '95, Toledo.
 Buckeye State, bark, b. '52, Black River, O., wrecked Milwaukee,
 '52.
 Buckeye State, stmr., 1,274 t., b. Cleveland, '51, burned Buffalo,
 dismantled, '57.
 Buckeye State, schr., 518 g. t., b. '73, Saginaw, in com.
 Buckhout, B. B., schr., 351 g. t., b. '73, Saginaw, in com.
 Buckingham, schr., sunk Saginaw bay, '70.
 Buckingham, A., schr., ashore Long Point, '54.
 Buckley, Edward, prop., 414, g. t., b. '91, Manitowoc, in com.
 Buckley, Win., schr., 112 t., b. Point Peninsula, L. Ont. '34,
 sunk by col., '54.
 Buckly, Jas., Can. bge., 557 n. t., b. '84. Quebec, in com.
 Bucknor, W. G., schr., 107 t., lost L. Mich., '48.
 Buell, schr., 192 t., b. '57, ashore L. Ont., '86.
 Buell, Chas. C., schr., 192 g. t., formerly Erie Queen, b. '74,
 Port Rowan, Ont., passed out, '97.
 Buell, F. R., prop., 1,438 g. t., b. '88, Mt. Clemens, in com.
 Buena, sty., 16 g. t., b. '92, Benton Harbor, in com.
 Buena Vista, schr., 174 t., b. '47, wrecked L. Mich., '75.
 Buena Vista, stmr., first stmr. in Saginaw river.
 Bues, H. F.,tug, 24 g. t., b. '73, Milwaukee, in com.
 Buffalo, English v. on L. Ont. in 1793.
 Buffalo, schr., 161 t., b. Huron, '32, sunk Niagara r., '39.
 Buffalo, stmr., 613 t., b. Buffalo, '38, made a bark in '48, lost
 L. Mich.
 Buffalo, slp., 30 t., b. New Buffalo, '45.
 Buffalo, brig., b. before '48, total loss Grand Haven, '59.
 Buffalo, prop., 689 t., b. Buffalo, '56, condemned, '70.
 Buffalo, schr., wrecked Long Point, '52, 6 lives lost.
 Buffalo, Can. scow, 88 g. t., b. '65, Port Robinson, in com.
 Buffalo, prop., 1,763 g. t., b. '78, Cleveland, in com.
 Buffalo, tug, 60 g. t., b. '87, Buffalo, in com.
 Buffalo, bge., 308 g. t., b. '90, in com.
 Buffalo Packet, schr., 30 t., passed out.
 Bugbee, Sarah, schr., 160 t., b. Silver Creek,
 '41.
 Bulgaria, prop., 1,889 g. t., b. '87, West Bay City, in com.
 Bull, Daniel, stmr., passed out.
 Bullock, L. D., Can. schr., 241 n. t., b. '74, Mill Point, in
 com.
 Bully, Kate, schr., abandoned L. Mich., '70.
 Bunker Hill, stmr., 457 t., b. Black R iver, O., '37, burned
 Tonawanda, '57.
 Burch, A. W., sty., 38 g. t., b. '82, Jamestown, in com.
 Burchard, Sardis, wrecked L. Hur., '70.
 Burger, H. B., schr., 181 t., b. '75, total wreck L. Mich.,
 '83.
 Burgoyne, schr., in com., '68.
 Burke, Harry, schr., 11 g. t., b. '79, in com.
 Burlington, Can. schr., b. Kingston, '10.
 Burlington, Can. stmr., 150 g. t., b. '37, Oakville, burned
 Toronto, '41.
 Burlington brig., 117 t., b. Cleveland, '42, wrecked at Port
 Bruce, '54.
 Burlington, prop., 3ri4 t., b. Buffalo, '57.
 Burlington, prop., 276 g. t., b. '79, West Bay City, burned
 Weldrum bay, '95.
 Burnham, George, prop., 338 g. t., b. '80, Green Bay, in com.
 Burns, James, tug, 22 g. t., b. '93, Buffalo, in com.
 Burns, Robert, 307 t., last full-rigged brig on lakes, lost in the
 Straits with 10 souls in '69.
 Burnside, Gen., tug, on rivers, '68.
 Burnside, Gen., schr., 307 g. t., b. '62, Wolf Island, Ont., sunk
 L. Erie, '92.
 Burroughs, G. T., steam bge., burned near Chicago, '81. 
 Burroughs, Geo. T., prop., 130 g. t., Chicago, in com.
 Burrows, Ella, stmr., in com., '59.
 Burstall, J., Can. schr., 152 g. t., b. '80, Hull, in com.
 Burt, John, schr., 348 g. t., b. '71, Detroit, lost L. Ont., '92,
 2 lives lost.
 Burt, Wells, schr., 756 t., b. '73, wrecked off Evanston, '83,
 crew of 10 lost.
 Burt, Wellington R., stmr.,253 g. t., b. '77, Saginaw, in com.
 Burton, Can. schr., sunk Buffalo, '59.
 Burton, schr., 16 g. t., b. '91, Onekama, Mich., passed out,
 '96.
 Burton, A., tug, 25 g. t., b. '71, Chicago, passed out, '93.
 Burton, Charles A., schr., 514 g. t., b. '73, Bangor, Mich., in
 com.
 Burton, F. H., Can. schr., 195 n. t., b. '54, Dundas, in com.,
 formerly the Great Western.
 Burton, Ida, prop., 42 g. t., b. '73, Rockwood, Mich., in com.
 Burton, I.oinieA., schr., 204 g. t., b. '73, Chicago, in com.
 Burton, R. A., Can. tug, in com.
 Burton, R. A, bge., b. Buffalo, '98.
 Burton, S. S., tug, 33 g. t., b. '88. Erie, in com.
 Buscoe, Jennie, stmr., 83 t., b. Detroit, '71.
 Business, prop., 986 g. t., b. '81, Milwaukee, in com.
 Butcher Boy, schr., partially burned in Chicago fire, '71.
 Butcher Boy, bark, lost, '72.
 Butcher Boy, schr., 359 g. t., b. '68, Depere, Wis., in com.
 Butcher Boy, Can. slp., 146 g. t., b. '79, West Bay City, in
 com.
 Butler, Frank S., tug, 39 g. t., b. '65, Chicago, in com.
 Butman, Myron, schr., 424 g. t., b. '85, Gibraltar, in com.
 Butterfield, Justin, schr., 43 t., passed out.
 Butters, Marshall E., prop., 376 g. t., b. '82, Milwaukee, in
 com.
 Buttironi, Kate, prop., 865 g. t., b. '81, Marine City, in
 com.
 Buttles, schr., sunk, Detroit, '54.
 Butts, E. C., No. 1, wrecked E. Hur., '66.
 Butts, E. C., schr., 769 g. t., b. '72, South Saginaw, lost L.
 Mich., '91.
 By, Colonel, Can. tug, 20 n. t., b. '81, Ogdensburg, in com.
 By, John, Can. steam., 100 t., b. Kingston, '32.
 Byers, James, tug, 54 g. t., b. '88, Buffalo, in com.
 Byron, schr., 180 t., sunk by col. E. Mich., '67.
 Bytown, Can. schr., 150 g. t., b. '35, Kingston, wrecked.
 
 
 C
 Cadet, schr., 72 t., b. Cleveland, '45, foundered E. Erie '62, 6
 lives lost.
 Cadet, brig., b. Aslitabula, '47.
 Cadillac, prop., s., 1,264 g. t., b. '92, Cleveland, in com.
 Cahoon, Thomas H., schr., 431 g. t., b. '81, Saginaw, in com.
 Cain, Tubal, bark, b. '66, passed out.
 Caine, Hugh, scow, sunk Cleveland, '75.
 Cairo, schr., 355 t., b. Buffalo, '54, lost L. Mich., '63.
 Calabria, prop., sunk Port Maitland, L. Erie, '76.
 Calcutta, schr., lost L. Mich., '61.
 Calcutta, schr., ashore L. Mich., '68.
 Caldwell, English v. on L. Ont. in 1793.
 Caldwell, S. D., prop., 757 t., b. Cleveland, '62.
 Caledonia, Can, armed brig., 86 t., b. Amherstburg by Can. gov.
 1807, captured near Fort Erie, 1812, by Lieut. Elliott, became one of
 Perry's fleet, afterward sold and renamed Gen. Wayne, broken up at Erie.
 Caledonia, Can. schr., 129 g. t., b. '42, Port Credit, in com.
 Caledonia, schr., b. '42, rebuilt Racine '85.
 Caledonia, schr., wrecked E. Erie, '51.
 Caledonia, schr., b. Cleveland, lost with 6 lives, L. Mich.,
 '56.
 Caledonia, schr., wrecked L. Mich., '58.
 Caledonia, Can. schr., 52 g. t., b. '61, Saugeen, in com.
 Caledonia, prop., 1,847 g. t., formerly Wm. B. Morley, b. '88,
 Marine City, in com.
 Calhoon, T. H., bge., 431 t., b. Saginaw, '82.
 California, prop., 420 t., b. Buffalo, '47, wrecked L. Erie,
 '62.
 California, schr., wrecked near Barcelona '51.
 California, schr., lost E. Erie, '59.
 California, Can. prop., 586 t., b. '73, wrecked L. Mich., '87, 9
 lives lost.
 California, prop., 716 g. t., later the Edward S. Pease.
 Calkins, Bertie, schr., 256 g. t., b. '74, Two Rivers, in com.
 Callister, J. W., tug, 36 g. t., b. '90, Grand Haven, in com.
 Calumet, tug, 50, g. t., b. '83, Chicago, in com.
 Calumet, Can. schr., 154 g. t., b. '89, Grenville, in com.
 Calumet, stmr., lost '89, E. Mich.
 Calumet, tug, 63 g. t., b. '92, Milwaukee, in com.
 Calumet, sty., 35 g. t., formerly Lancet.
 Calvin, D. D., schr., b. Three Mile Bay, E. Ont., '42.
 Calvin, D. D., Can. prop., 813 n. t., b. '83, Garden Island, in
 com.
 Calvin, H., brig., 144 t., b. Buffalo.
 Calvin, H. A., Can. tug, 309 g. t., b. '68, Garden Island, in
 com.
 Calvin, E. E., schr., 311 t., sunk E. Ont., '69.
 Cambria, Can. prop., 404 t., b. Owen Sound, '78.
 Cambria, Can. stmr., 404 n. t., b. Port Levis, in com.
 Cambria, schr., sunk Ashtabula, '51.
 Cambria, prop., 1,878 g. t., b. '87, Cleveland, O., in com.
 Cambria, Can. slp., 937 g. t., b. '87, Eevis, in com.
 Cambria, sty., 48 g. t., b. '94, Oshkosh, in com.
 Cambridge, schr., b. Three Mile Bay, L. Ont.,
 '43.
 Cambridge, schr., 100 t., b. Monroe, dismasted L. Erie, '47.
 Camden, Can. armed v., 100 t., b. '04, 10 guns.
 Camden, schr., 694 g. t., b. '72, Cleveland, chartered ocean,
 '98.
 Camelia, schr., 10 g. t., b. '79, in com.
 Cameron, Carrie, stcb., 124 g. t., b. '80, Irving, N. Y., passed
 out, '91.
 Cameron, M. C., schr., in com., '78.
 Camila, Can. prop., 54 g. t., b. '90, Roaches Point, in com.
 Camp, Col., schr., sunk by col., L. Mich., '56.
 Camp, Myrtle, schr., 49 g. t., b. '92, Manitowoc, in com.
 Camp, T. H., tug, 58 g. t., b. '76, Cape Vincent, in com.
 Campana, Can. stmr., 1,287 t., b. Glasgow.
 Campbell, Alice M., tug., 30 g. t., b. '73, Muskfgon, in com.
 Campbell, Ben., prop., 59 g. t., b. '94, Charlevoix, in com.
 Camphell, Colin, prop., 373 g. t., b. '69, Gibraltar, Mich., in
 com.
 Campbell, Fanny, Can. schr., 404 n. t., b. '68, St. Catharines, in
 com.
 Campbell, Gordon, prop., 1,101 g. t., b. '71, Detroit, in com.
 Campbell, Pearl B., tug, 22 g. t., b. '83, Saugatuck, foundered
 with crew L. Sup., '95.
 Campbell, P. M., Can. prop., 49 g. t., b. '89, Collingwood, in
 com.
 Campbell, Ralph, schr., 226 g. t., b. '55, Cleveland, in com.
 Campbell, Robert B., schr., in com., '68, ashore L. Mich.,
 '74.
 Canada, Can. stmr., 250 t., b. Rouge river, '26, wrecked near
 Oswego.
 Canada, Can. schr., 450 g. t., b. '41, Prescott, tow boat.
 Canada, stmr., 800 t., b. Chippewa, '46, made a bark, and lost L.
 Mich, '55.
 Canada, Can. schr., 700 g. t., b. '54, Niagara.
 Canada, stmr., 143 t., b. Detroit, '58,wrecked Bar Point, '65.
 Canada, schr., 477 t., b. St. Catharines, '61.
 Canada, Can. stnir., 790 n. t., b. '70, Sorel, in com.
 Canada, Can. stnir., 392 g. t., b. '72, Hamilton, burned, 92,
 re-built, '93.
 Canada, Can. bark, burned near Quebec, '73.
 Canada, schr., wrecked off Colchester reef, '82.
 Canada, prop., sunk near Rockport, '83.
 Canada, schr., 338 g. t., later the Schilde.
 Canada, bark, formerly a passenger stmr., lost near Chicago.
 Canadian, Can. schr., 70 g. t., b. '28, York.
 Canadian, schr., foundered L. Erie, '56, 11 lives lost.
 Canadian, stmr., 389 t., b. Chatham, '53, broken up, '68.
 Canadian, Can. stmr., 230 t., b. Toronto, '82.
 Canadian, schr., 17 g. t., b. '89, Bay City, passed out, '97.
 Canadian, Can. prop., 20 n. t., b. Sorel, in com.
 Canadian, Can. stmr., now the Can. stmr. Thistle.
 Canadian Atlantic Transfer, Can. prop., 619 g. t., b. '84, Conteau
 Landing, in com.
 Canapus, brig., 386 t., sunk L. Erie, by col., '65.
 Canastota, prop., 51 g. t., b. '88, Canastota, passed out,
 '91.
 Canestoga, prop., 1,726 g. t., b. '78, Cleveland, passed out,
 '91.
 Canfield, Frank, tug, 48 g. t., b. '75, Manistee, in com.
 Canfield, M. L., schr., foundered off Bar Point, '81.
 Canisteo, prop., about 600 t., b. Buffalo, '62, sunk L. Mich.,
 '80.
 Canisteo, prop., 595 g. t., b. '86, Mt. Clemens, in com.
 Canning, George, Can. schr., 80 g. t., b. '28, York.
 Cannington, schr., aground Point Pelee, '62.
 Canton, Can. prop., 350 g. t., b.,64, Montreal.
 Canton, brig., later the Frontier City.
 Canton, schr., 320 g. t., formerly China, b. '73, Trenton, in
 com.
 Cap Blanc Boy, Can. tug, 19 n. t., b. '81, Quebec, in com.
 Cape Horn, schr., 202 g. t., b. '57, Huron, in com.
 Capella, schr., 24, g. t., b. '59, Algoma, passed out, '95.
 Capital, Can. schr., 103 g. t., b. '67, Ottawa, in com.
 Caponaning, Can. prop., 88 g. t., b. '88, French River, in
 com.
 Caprice, sty., 20 g. t., formerly Henry Douglas, b. '85, New York,
 passed out, '96.
 Capron, M., schr., 169 g. t., b., '75, Conneaut.O., in com.
 Car of Commerce, Can. gunboat, b. '15, Montreal, broken up.
 Carbonate, schr., 94 g. t., b. '96, Buffalo, in com.
 Cardington, M. D., schr., sunk off Au Sable, '73.
 Card, J. F., schr., 276 g. t., b. '64, Vermilion, O., in com.
 Carey, Lyman, schr., 396 t., b. Toledo, '67.
 Caribou, Can. prop., 133 n. t., b. '88, Montreal, in com.
 Carkin, W. S., tug, 15 t., b. '75, wrecked L. Hur., '87.
 Carkin, W. S., tug, 64 g. t., b. '88, Saginaw, in com.
 Carl, tug, 33 g. t., b. '89, Milwaukee, in com.
 Carlton, Can. prop., 8, g. t., b. '78, Westport, in com.
 Carleton, slp., 30 g. t., b. '83, Cape Vincent, in com.
 Carleton, Can. prop., 68 g. t., b. '93, Carleton Place, in
 com.
 Carlingford, schr., 630 t., b. Port Huron, '69, sunk by col. Erie,
 '81.
 Carlyle, Can. prop., 128 g. t., b. '70, Bedford Mills, in com.
 Cannona, Can. stmr., 524 n. t., formerly Manitoba, b. '71, Port
 Robinson, in com.
 Cannona, Can. prop., 75 n. t., b. '90, Sorel, in com. formerly
 Dan.
 Carnegie, Andrew, prop., c., 4,300 g. t., b. '96, Cleveland, in
 com.
 Carney, Fred, schr., 361 g. t., b. '83, Milwaukee, in com.
 Carney, Richard J., schr., 397 g. t., b. '73, wrecked Shelldrake,
 '95.
 Carolina, Can. stnir., 1,075 n. t., b. '77, Wilmington, Del, in
 com.
 Caroline, stmr., 80 t., b. Charleston, S. C., '22, captured,
 burned and sent over Niagara Falls in '37.
 Caroline, Can. schr., 75 g. t., b. '25, Kingston.
 Caroline, schr., capsized near the Ducks, '32.
 Caroline, stmr., 46 t., b. Ogdensburg, '24.
 Caroline, schr., 50 g. t., b. Perrysburg, O. 
 Caroline, brig., sold London, Eng., '60.
 Carpenter, A. A., tug, 38 g. t., b. '80, Buffalo, in com.
 Carpenter, A. A., schr., 540 g. t., b. '81, Manitowoc, in com.
 Carpenter, George, schr., 10 g. t., b. '64, Bay City, passed out,
 '93.
 Carpenter, O. O., prop., 364 g. t., b. '91, Port Huron, in
 com.
 Carr, Honora, schr., 107 t., formerly Canadian schr. Maple Leaf,
 foundered L. Erie, '85.
 Carrie L., schr., 9 g. t., b. '95, Port Clinton, in com.
 Carriella, Can. prop., 35 g. t., b. '69, Barrie, in com.
 Carrier, schr., 187 g. t., b. '65, Marine City, in com.
 Carrier, tug, 21 g. t., b. '81, Buffalo, burned West Superior,
 '91.
 Carrier, schr., sunk L. Mich., '87.
 Carrier Dove, schr., lost L. Ont., '64.
 Carrington, schr., sunk Green bay, '70.
 Carrington, tug, burned Keweenaw bay, '85.
 Carrington, s. schr., 3,180 g. t., b. '97, South
 Chicago, in com.
 Carrington, E. M., schr., b. '66.
 Carrington, E. T., tug, 58 g. t., b. '76, Bangor, Mich., in
 com.
 Carrington, M. D., tug, 64 g. t., b. '75, Buffalo, in com.
 Carroll, Charles, stmr., built South Harbor, N. Y., '34, rebuilt
 at Sacket's Harbor, name changed to America.
 Carroll, Maggie, tug, 15 g. t., b. '83, Marquette, burned West
 Sup., '93.
 Carter, Clara M., tug, b. Port Colborne, '69.
 Carter, W. J., prop., 235 g. t., b. '86, Milwaukee, in com.
 Carter, Libbie, schr., 33 g. t., b. '82, Benton Harbor, in
 com.
 Carthagenian, schr., 374 t., lost L. Ont., '67.
 Cartier, Can. tug, 115 n. t., b. '94, Sorel, in com.
 Cartier, J., prop., 60 t., b. Detroit, '70.
 Cartier, Jacques, Can. stmr., sunk by col., St. Lawrence r.,
 '60.
 Cartier, Jacques, Can. stmr., 180 n. t., b. '88, Port Levis, in
 com.
 Carver, David, schr., probably first Chicago lumber boat, brought
 lumber cargo '33 from St. Joseph.
 Carveth, Flora, Can. schr., 240 n. t., b. '73, Mill Point in
 com.
 Carvoy, brig., 204 t., b. Detroit.
 Cascade, schr., 226 g. t., b. '53, Black River. O., in com.
 Cascade, tug, 77 g. t., b. '92, Buffalo, in com.
 Cascade, tug, 72 g. t., b. '95, Buffalo, in com.
 Case, Belle, Can. schr., 37 g. t., b. '64, Marysburg, in com.
 Case, G. M., 327 t., foundered L. Erie, '86, 3 lives lost.
 Case, J. I., schr., 827 g. t., b. '74, Manitowoc, in com.
 Case, Lydia, schr., 326 t., b. Racine, lost '72.
 Case, Reed, schr., 330 t., b. '69, lost '88.
 Case, William, schr., 266 g. t., b. '55, Cleveland, in com.
 Casey, Lyman, schr., 291 g. t., b. '67, Toledo, in com.
 Cashier, prop., in com., '73.
 Caspian, stmr., 1,050 t., b. Newport, '51, wrecked Cleveland pier,
 '52.
 Cass, Gov., schr., 30 t., in com., '32.
 Cass, Lewis, brig., 191 t., b. Buffalo, '47, wrecked at Conneaut,
 '54, wrecked Bailey's Harbor, '65.
 Castalia, brig., 242 t., b. Sandusky, '47, wrecked Georgian Bay,
 '71.
 Castalia. prop., c., 2,512 g. t., b. '90, Cleve and, in com.
 Castle, Chas., tug, in com., '73.
 Castle, Rothesay, Can. stmr., 400 t., b. Glasgow, '64.
 Castle, Rothesay (2nd), Can. stmr., 450 t., b. Niagara, '75.
 Castle, W. B., schr., abandoned at sea, '(ll.
 Castle, W. B., tug, 173 g. t., b. '62, Cleveland, in cum.
 Caston, brig., damaged by collision, '55.
 Castor, Can. prop., 54 g. t., b. '81, Ayliner, in com.
 Cataract, stmr., 577 t., b. Clayton, '37.
 Cataract, prop., sunk L. Mich., '55.
 Cataract, schr., sunk by col., L. Erie, '57.
 Cataract, prop., burned L. Erie, with loss of 4 lives, '61.
 Cataract, Can. schr., 210 n. t., b. '74, Robinsons Mills, in
 com.
 Cataract, tug, 130 g. t., b. '89, Sheboygan, in com.
 Cataraqui, Can. schr., 550 t., sailed Kingston to Liverpool,
 '54.
 Cataraqui, schr., sank L. Ont., '64.
 Catchpole, schr., stranded Long Point, '58.
 Cathcart, Earl, Can. v., 363 t., b. Maiden, '46.
 Catherine, schr., 94 t., b. Black Rock about 1803, bought by U. S.
 govt., renamed the Somers, one of Perry's fleet.
 Catherine, Can. schr., b. May, 1809, sold to Erie vessel-men,
 renamed Salina, captured at Mackinaw June, '12, by British, caught in ice
 and abandoned, drifted down lake and burned near Erie.
 Catherine, Can. schr., 97 g. t., b. '57, Amherst Island, in
 com.
 Catherine, sty., 47 g. t., b. '92, Detroit, in com.
 Catherine, C., sty., 83 g. t., b. '93, in Wyandotte, in com.
 Catlin, E. S., 372 t., b. '69.
 Cato, bge., sunk St. Lawrence r., '61.
 Cattaraugus, schr., foundered L. Ont., '64.
 Cavalier, Can. bge., 366 n. t., b. '67, Quebec, in com.
 Cayley, Wm., schr., 140 t., b. Chippewa, '40.
 Cayuga, schr., 60 t., b. Kenosha, wrecked L. Ont., '54.
 Cayuga, schr., 360 t., b. Garden Island, ,70.
 Cayuga, tug, 27 g. t., b. '72, Buffalo, in com.
 Cayuga, i. prop. 2,669 g. t., b. '89, Cleveland, sunk by col.
 Skillagalee, '95.
 Cecebe, Can. prop., 11 g. t., b. '86, Burke Falls, in com.
 Cecelia, Can. schr., 298 t., b. '65, Pt. Dalliousie. wrecked L.
 Sup., '83.
 Cecelia bark, sunk by col. L. Erie, '73.
 Cecelia, schr., 175 t., ashore Jacksonport, '85.
 Cecelia, Can. schr., 290 g. t., b. '86, Port Dalhousie, in
 com.
 Cecelia B., sty., 11 g. t., b. '95, Superior, in com.
 Celeste, schr., ashore Barcelona, '40.
 Celia, bark, sailed Toronto to Liverpool, '67.
 Celia, schr., 17 g. t., b. '70 Mencininee, passed out, '95.
 Celina, Can. scow, 39 g. t., b. '84, Stony Point, in com.
 Celt, schr., 11 g. t., b. '67, La Pointe, in com.
 Celtic, Can. prop., 500 t., b. Hamilton, '75, wrecked.
 Celtic, schr., 716 g. t., b. '90, Bay City, in com.
 Centennial, Can. scow, 66 g. t., b. '76, Port Robinson, in
 com.
 Centennial, sty., 29 g. t., b. '76, Grand Haven, in com.
 Centennial, schr., 8 g. t., b. '79 Marine City, passed out,
 '96.
 Centurion, prop., s., 3,402 g. t., b. '93, West Bay City, in
 com.
 Ceres, schr., sunk off Chagrin river, '37.
 Ceres, stcb., 131 g. t., later the M. J. Galvin.
 Ceres, Can. prop., 102 g. t., b. '77, Prescott, in com.
 Ceres, stcb., 131 g. t., b. '80, Ithaca, passed out, '95.
 Ceylon, Can. bge., 1,079 n. t., b. '91, Garden Island, in com.
 Chaffee, Ira, prop., 193 g. t., b. '67, Allegan, burned Sault,
 '91.
 Chaffey, Can. prop., 50 n. t., b. '91, Portsmouth, in com.
 Challenge, schr., 87 g. t., b. '52, Manitowoc, in com.
 Challenge, schr., 150 t., b. Rochester, '53, sunk Sheboygan,
 '71.
 Challenge, tug, 17 g. t., b. '70, Bay City, passed out, '91.
 Challenge, tug, burned East Saginaw, '80.
 Chamberlain, C. W., Can. prop., 368 n. t., b. '91, Walkerville, in
 com.
 Chamberlin, Selah, prop., 964 t., lost by col. '86, L. Mich., 5
 lives lost.
 Chamberlin, Selah, tug, 34 g. t., b. '84, Lorain, in com.
 Chamberlin, H. L., tug, 56 g. t., b. '89, Buffalo, in com.
 Chamberlin, Porter, prop., 279 g. t., b. '74, Marine City, in
 com.
 Chambers, Alf, Can. tug, 34 n. t., b. '88, Goderich, in com.
 Chambers, Annabella, schr., wrecked near Toronto, '73.
 Chambers, Chas., schr., 90 g. t., b. '95, Grosse Isle, Mich., in
 com.
 Chambers, Kate, Can. schr., 116 g. t., b. '83, Sault Ste Marie, in
 com.
 Chambly, Can. stmr., 270 n. t., b. '71, Sorel, in
 com.
 Champion, schr., b. Grand River, '14.
 Champion, stmr., 270 t., b. Newport, '43, broken up.
 Champion, schr., b. Three Mile Bay, L. Ont., '46.
 Champion, brig., 2101., b. '47.
 Champion, Can. stmr., 250 g. t., b. '50, Montreal, broken up,
 '80.
 Champion, Can. schr., lost L. Erie, '60.
 Champion, schr., 585 g. t., b. '63, Cleveland, O., in com.
 Champion, tug, 263 g. t., b. '68, Detroit, in com.
 Champion, Can. prop., 142 g. t., b. '68, Lindsay, in com.
 Champion, Can. scow, 50 g. t., b. '72, River Puce, in com.
 Champion, schr., 14 g. t., b. '91, Fort Howard, Wis., in com.
 Champlain, Can. schr., b. Kingston, '16.
 Champlain, prop., 835 g. t., later the Charlevoix.
 Champlain, stmr., 356 t., b. '70, burned L. Mich., '87, 22 lives
 lost.
 Champlain, prop., 437 t., b. Ogdensburg, '70.
 Champlain, Adelaide, 230 t., b. '30, wrecked '49.
 Chance, schr., lost L. Mich., '35, 7 lives lost.
 Chandler, Zach., schr., 726 g. t., b. '67, Detroit, wrecked L.
 Sup., '92.
 Chang, bge., b. East Saginaw, '74.
 Chapin, J. P., schr., sunk Chicago, '77.
 Chapman, schr., b. Port Burwell, wrecked Long Point, '45.
 Chapman, prop., 77 t., b. Buffalo, '53.
 Chapman, George M., schr., wrecked Oswego, '56.
 Chapman, Win. H., schr., 73 g. t., b. '65, Black River, O., passed
 out, '96.
 Chappell, W. T., schr., 39 g. t., b. '77, Sebewaing, in com.
 Charger, schr., 277 g. t., b. '68, Sodus, passed out, '91.
 Charity, English v., 70 t., b. Niagara, 1770.
 Charlemagne, Can. tug, 106 n. t., b. '91, .Montreal, in com.
 Charles and Ann, schr., 96 t., b. Oswego, '10, bought by U. S. in
 1812, armed and renamed Gov. Tompkins.
 Charles, Henry, tug. 22 g. t., b. '80, Cleveland, in com.
 Charleston, schr., passed out.
 Charleston, stcb., 141 g. t., formerly Carrie Stewart, b. '90,
 Buffalo, in com.
 Charley, schr., ashore Prentiss bay, '90.
 Charlotte, Can. stmr., 150 t., b. Kingston, '18, first stmr. on
 Bay of Quinte.
 Charlotte, schr., captured by patriots, '38.
 Charlotte, sty., 49 g. t., b. '80, Rochester, in com.
 Charlotte, tug, 74 g. t., b. '96, Rochester in com.
 Charlotte, Can. prop., 64 n. t., b. '68, Montreal, in com.
 Charlotte, R., slp., 6 g. t., b. '90, Chicago, in com.
 Charlotte, R., slpy., 18 g. t., b. '95, Chicago, in com.
 Charlton, schr., sunk L. Ont., '44.
 Charlton, Can. prop., 288 n. t., b. '62, Chicago, in com.
 Charm, tug, 26 g. t., b. '85, Chicago, in com.
 Charmer, tug, 17 g. t., b. '78, Chicago, in com.
 Charmer, stmr., sunk Chicago, '83.
 Charney, C. M., tug, 84 g. t., b. '82, Manitowoc, in com.
 Charter, stmr., 350 t., b. Detroit, '48, made prop., lost L. Erie,
 '54.
 Charter, prop., 241 t., b. Buffalo, '53.
 Charter Oak, schr., 350 t., b. Detroit, '48, made prop., lost L.
 Erie, '55, 10 lives lost.
 Charwell, Brit. brig., 279 t., 16 guns, L. Ont. '14. formerly
 Melville.
 Chase, Belle, tug, 12 g. t., b. '67, Buffalo, in com.
 Chassell,John,prop.,17g. t., b. '78,Sault Ste Marie, passed out,
 '94.
 Chauncey, schr., 80 t., b. Silver Creek, '43.
 Chauncev, Commodore, schr., lost L. Erie, '58.
 Chautauqua, stmr., 200 t., b. Buffalo, '39, sunk at Buffalo,
 '48.
 Chautauqua, stmr., 214 t., b. Maumee, '47.
 Chateauguay, Can. stmr., 165, n. t., b. '94 Montreal, in com.
 Chateaugay, stmr., s., 742 g. t., b. '88, Shelburne, Vt., in
 com.
 Chattanooga, schr., 5,000 n. t., b. West Bay City, '98.
 Chauncey, Corn., schr., lost Pt. Abino, '58.
 Checotah, schr., 658 g. t., formerly Geo. P. Russell, b. '70,
 Toledo, chartered for ocean, '98.
 Cheemaun, sty., 8 g. t., b. '95. in com.
 Chemung, S. prop., 2,615 g. t., b. '88, Buffalo, in com.
 Chenango, bark, 384 t., b. Cleveland.
 Chenango, prop., 938 g. t., b. '87, Detroit, wrecked L. Hur.,
 '91.
 Chenango, prop., 691 g. t., later the Lizzie Madden.
 Cheney, O. W., tug, 41 g. t., b. '81, Buffalo, sunk by col. Sault,
 '94.
 Cheney, O. W., tug, 57 g. t., b. '90, Buffalo, in com.
 Cheny, tug, 46 g. t., b. '95, Sault Ste Marie, in com.
 Cherokee, Can., stmr., 700 t., b. Kingston, '43, as cruiser, taken
 to Halifax.
 Cherokee, schr., 204 t., b. Racine, '49, foundered L. Mich., '56,
 10 lives lost.
 Cherokee, Can. schr., 4001.,sailed Toronto to Liverpool, '53.
 Cherokee, Can. prop., 179 g. t., b. '67, Windsor, in com.
 Cherokee, Can. bge., 405 n. t., b. '76, Garden Island, in com.
 Cherokee, prop., 1,305 g. t., b. '89, Marine City, in com.
 Cherub, Can. gunboat, England.
 Chesapeake, stmr., 412 t., b. Maumee, '38, sunk L. Erie, by col.,
 '46, 13 lives lost.
 Cheswell, Can. gunboat, b. '13, Kingston, broken up.
 Chetopa, slp., 6 g. t., b. '90, in com.
 Chicago, stmr., 166 t., b. St. Joseph, Mich., '35, wrecked
 '42.
 Chicago, schr., 140 t., b. White Haven, '36.
 Chicago, prop., 150 t., b. Oswego, '43.
 Chicago, Can. schr., foundered, L. Mich., '51.
 Chicago, brig., capsized, Long Point, '51, 8 lives lost.
 Chicago, prop., 758 t., b. Buffalo, '55.
 Chicago, Can. bge., 352 n. t., b. '72, Montreal in com.
 Chicago, slp., 7 g. t., b. '75, Chicago, passed out, '97.
 Chicago, stmr., 747 g. t., b. '74, Manitowoc, in com.
 Chicago, prop., 1,847 g. t., b. '79, Cleveland, in com.
 Chicago, tue, 80 g. t., b. '82, West Bay City, in com.
 Chicago, sty., 11 g. t., b. '93, Chicago, in com.
 Chicago, No. 1, prop., burned L. Mich., '82.
 Chicago Board of Trade, schr., 432 g. t., b. '63, Manitowoc, in
 com.
 Chicago Packet, schr., 30 t., in L. Mich. trade, '23.
 Chickamauga, schr., 5,000 n. t., b. West Bay City, '98, in
 com.
 Chickluna, Louis, Can. prop., 14 g. t., b. '78, St. Catharines, in
 com.
 Chickluna, Louis, Can. prop., 626 g. t., b. '70, Port Dalhousie,
 in com.
 Chicora, Can. stmr., 518 n. t., b. '64, Liverpool, in com.
 Chicora, prop., 1,123 g. t., b. '92, Detroit, lost L. Mich., '95,
 with 23 lives.
 Chicoutimi, Can. stmr., 110 g. t., laid up '97.
 Chief, schr., b. Clayton, L. Ont., before '52.
 Chief, tug, 10 g. t., b. '96, Duluth, in com.
 Chieftain, bark, 375 t., sailed for Europe, '58.
 Chieftain, schr., 303 t., wrecked L. Mich., '67.
 Chieftain, Can. v., 394 t., b. Garden Island,
 '73.
 Chieftain, Can. stmr., 404 n. t., b. '77, Port Levis, in com.
 Childs, Asa, bark, b. '66, passed out.
 Chili, prop., 2,584 g. t., b. '95, Cleveland, in com.
 China, prop., 82 g. t., b. '73, Maumee City, passed out, '91.
 China, schr., wrecked Georgian Bay. '83.
 China, schr. 321 g. t., later the Canton.
 China, prop., 129 g. t., b. '71, Buffalo, in com.
 China, prop., burned and sunk L. Ont., '72.
 Chinook, ywl., 10 g. t., b. '93, in com.
 Chipman, Susie, prop., 216 g. t., b. '85, Milwaukee, in com.
 Chippewa, English vessel, b. 1771.
 Chippewa, Can. schr., 400 g. t., b. 1794, Kingston, wrecked.
 Chippewa, schr., 70 t., b. Maumee, '10, captured by British,
 re-captured in battle L. Erie, burned by British at Buffalo, '13.
 Chippewa, frigate, 3,200 t., commenced by U. S. Gov. Storr's
 Harbor, L. Ont., '14, never completed.
 Chippewa, stmr., 100 t., b. Buffalo, '14, broken up, '25.
 Chippewa, schr., 25 g. t., b. '37, Maumee, O. 
 Chippewa, schr., 40 t., added L. Sup. fleet, '45.
 Chippewa, Can. scow, 165 g. t., b. '68, Wellandsport, in com.
 Chippewa, Can. slp., 132 g. t., b. '74, Muskoka, in com.
 Chippewa, schr., 1,291, g. t., b. '90, Marine City, in com.
 Chippewa, Can. stmr., 1,370 n. t., b. '93, Hamilton, in com.
 Chisholm, Henry, prop., 1,775 g. t., b. '80, Cleveland, wrecked L.
 Sup., '98.
 Chisholm, Wm., prop., s., 1,581 g. t., b. '84, Cleveland, in
 com.
 Chitley, Frank, Can. scow, 140 g. t., b. '66, Port Dalhousie, in
 com.
 Choate, Leander, stmr., burned North Port, '88.
 Choctaw, prop., s., 1,574 g. t., b. '92, Cleveland, in com.
 Chow Chow, sty., 6 g. t., b. '85, Detroit, passed out, '92.
 Christian, Samuel J., prop., 56 g. t., b. '68, Kaighn's Point, N.
 J., in com.
 Christiana, schr., capsized L. Ont., '51, 11 lives lost.
 Christiana, schr., wrecked L. Ont., '62.
 Christiana, schr., 32 g. t., b. '74, Chicago, in com.
 Christie, schr., 146 t., b. '69, lost Ludington, '82.
 Christie, T. S., prop., 769 g. t., b. '85, West Bay City, in
 com.
 Chub, Can. prop., 65 n. t., b. '94, Bronte, in com.
 Church, schr., 326 g. t., b. '74, Detroit, in com.
 Church, Frank T., scow, b. '68, Black River, O. 
 Church, H. F., schr., sunk, Cleveland, '88.
 Church, Nellie, schr., 123 g. t., b. '67, Fort Howard, Wis., in
 com.
 Churchill, schr., 1,010 g. t., b. '90, Toledo, foundered, L.
 Mich., '98, 2 lives lost.
 Churubusco, schr., afloat '53 and '65.
 Cibola, Can. stmr., 962 g. t., b. Deseronto, '88, burned Lewiston,
 '95.
 Cigar Boat, Can. stmr., b. Toronto, '49, broken up.
 Cincinnati, schr., on L. Erie in '30.
 Cincinnati, stmr., 116 t., b. Sandusky, '36, made into vessel,
 called the John F. Porter.
 Cincinnati, stmr., 500 t., b. Maumee, '47.
 Cincinnati, prop., ashore, Point aux Barques, '54.
 Cinda, sty., 14 g. t., b. '83, Chicago, in com.
 Cinderella, slpy., 29 g. t., b. '86, Patten Beach, N. Y., in
 com.
 Circassian, schr., lost near Mackinaw, '60. 
 Circassian, Can. prop., 8 g. t., b. '86, Aylmer, in com. 
 Ciscoe, sty., 16 g. t., b. '89, Chicago, in com.
 Ciscoe, sty., 16 g. t., b. '91, Cleveland, in com.
 Ciscoe, prop., 25 g. t., b. '95, Grand Haven, in com.
 Citizen, schr., beached, Buffalo, '38.
 Citizen, schr., 61 t., b. Manitowoc, '47.
 Citizen, brig., 180 t., b. Erie, '47.
 Citizen, Can. fy., 350 g. t., b. '53, Toronto.
 City, schr., b. '53, Black River, O. 
 City, bge., burned, Toledo, '82.
 City, schr., 41 g. t., b. '87, Marinette, in com.
 City of Alpena, i. stmr. 1,222 Ft., formerly City of Cleveland,
 later the State of Ohio.
 City of Alpena, stmr., 1,735 g. t., b. '93, Wyandotte, Mich., in
 com.
 City of Ashland, stmr., burned, L. Sup., '87.
 City of Bangor, prop., 3,690 g. t., b. '96, West Bay City, in
 com.
 City of Belleville, Can. prop., 98 n. t., b. '78, St. Catharines,
 in com.
 City of Berlin, prop., 2,051 g. t., b. '91, West Bay City, in
 com.
 City of Boston, prop., abandoned, L. Mich., '73.
 City of Buffalo, stmr., 2,026 t., b. Buffalo, '57, made prop.
 burned, Buffalo, '66.
 City of Buffalo, schr., 455 t., b. Cleveland, '61.
 City of Buffalo, bark, sunk, Port Huron, '75.
 Clty of Buffalo, stmr., 2,398 t. b. '96, Detroit, in com. 
 City of Charlevoix, prop., 835 g. t., formerly Champlain, b. '70,
 Cleveland, in com.
 City of Chatham, Can. prop., 296 n. t., b. '88, Toronto, in
 com.
 City of Cheboygan, schr., 246 t., sunk near Detour, '86.
 City of Chicago, schr., 327 g. t., b. '61, Cleveland, in com.
 City of Chicago, stmr., 1,164 g. t., b. '90, West Bay City, in
 com.
 City of Cleveland, stmr., 788 t., b. Buffalo, '57, made a barge,
 '67, lost, L. Erie, '68.
 City of Cleveland, stmr., 918 t., b. Detroit, '80, name changed to
 City of Alpena, '85.
 City of Cleveland, prop., 1,610 g. t., b. '82, Cleveland, O., in
 com.
 City of Cleveland, stmr., 1,924 g. t., b. '86, Wyandotte, in
 com.
 City of Collingwood, Can. prop., 835 n. t., b. '93, Owen Sound, in
 com.
 City of Concord, prop., 385 g. t., b. '68, Cleveland, in com.
 City of Detroit, prop., b. '66.
 City of Detroit, stmr., 1,095 g. t., b. Detroit, '78, later City
 of the Straits.
 City of Detroit, stmr., 1,919 g. t., b. '89, Wyandotte, in
 com.
 City of Dresden, Can. prop., 124 n. t., b. '72, Dresden, in
 com.
 City of Duluth, prop., 1,310g. t., b. '74, Marine City, passed
 out, '97.
 City of Erie, schr., 220 g. t., b. '62, St. John's Island, Can.,
 passed out, '95.
 City of Erie, s. stmr., 2,398 g. t., b. '98, Wyandotte, in
 com.
 City of Fremont, prop., 706 g. t., b. '66, Cleveland, in com.
 City of Genoa, prop., 2,110 g. t., b. '92, West Bay City, in
 com.
 City of Glasgow, prop., 2,003 g. t., b. '91, West Bay City, in
 com.
 City of Grand Haven, schr., 200 g. t., b. '72, Grand Haven, in
 com.
 City of Grand Rapids, schr., 187 g. t., b. '73, Grand Haven, in
 com.
 City of Grand Rapids, prop., 336 g. t., b. '79, Grand Haven, in
 com.
 City of Green Bay, schr., 329 t., b. '72, sailed
 ocean, wrecked L. Mich., '87, 5 lives lost.
 City of Green Bay, prop., 257 g. t., formerly M. C. Hawley, b.
 '80, Fort Howard, Wis., in com.
 City of Guelph, Can. stmr., 11 g. t., b. '80, Barrie, in com.
 City of Hamilton, Can. schr., 250 g. t., b. '51, Hamilton, sunk
 near Hamilton, '56.
 City of Henry, stcb., 95 g. t., b. '75, Chicago, in com.
 City of Holland, prop., 439 g. t., b. '93, Saugatuck, in com.
 City of Kalamazoo, prop., 728 g. t., b. '93, South Haven, in
 com.
 City of Kingston, Can. stmr., 400 g. t., b. '43, Kingston.
 City of Kingston, Can. bge., 107 g. t., b. '74, Kingston, in
 com.
 City of London, Can. prop., 450 t., b. St. Catharines, '65.
 City of London Can. prop., 191 n. t., b. '88, Kingston, in com.,
 formerly Kathleen.
 City of London, prop., 2,006 g. t., b. '91, West Bay City, in
 com.
 City of Louisville, prop., 452 g. t., formerly R. C. Reid, b. '89,
 Saugatuck, in com.
 City of Ludington, prop., 842 g. t., b. '80, Manitowoc, passed
 out, '97.
 City of Mackinac, i. stmr., 807 g. t., b. '83, Wyandotte, later
 State of New York.
 City of Mackinac, stmr., c., 1,750 g. t., b. '93, Wyandotte, in
 com.
 City of Marquette, prop., 19 g. t., b. '82, Marquette, passed out,
 '93.
 City of Marquette, prop., 341 g. t., b. '90, 'Manitowoc, in
 com.
 City of Midland, Can. prop., 536 n. t., b. '90, Owen Sound, in
 com,
 City of Milwaukee, schr., 437 t., b. Cleveland, '61, sunk L. Hur.,
 '75.
 City of Milwaukee, stmr., s., 1,149 g. t., b. '81, Wyandotte, in
 com.
 City of Montreal, Can. stmr., 220 g. t., b. '7 3, Chatham,
 wrecked, '81.
 City of Montreal, Can. stmr., 525 t., wrecked L. Sup., '88.
 City of Mt. Clemens, Can. prop., 104 n. t., b. '82, Chapote, in
 com.
 City of Mt. Clemens, prop., 133 g. t., b. '84, Mt. Clemens, in
 com.
 City of Naples, prop., 2,109 g. t., b. '92, West Bay City, in
 com.
 City of New Baltimore, prop., 80 g. t., b. '75, Marine City, in
 com.
 City of New York, prop., 301 g. t., b. '63, Cleveland, in com*
 City of Nicollet, prop., 167 g. t., b. '86, Nicollet, passed out,
 '97.
 City of Ogdensburg, bark, damaged by col., Toronto, 65.
 City of Oswego, prop., sunk by col. L. Erie, '52.
 City of Owen Sound, Can. prop., 732 g. t., b. '75, Owen Sound, in
 com.
 City of Owen Sound, Can. tug, now the Can. tug Saturn.
 City of PainesviIle, bark, 600 t., b. '69, stranded Escanaba,
 '72.
 City of Paris, prop., 2,062 g. t., b. '91,West Bay City, in
 com.
 City of Parry Sound, Can. prop., 229 n. t., b. '89, Meaford, in
 com., formerly Favorite.
 City of Port Huron, bge., ashore, '71.
 City of Racine, 1,041 g. t., b. '89, Manitowoc, in com.
 City of Rochester, stmr., 87 g. t., b. '76, Rochester, now the J.
 D. Scott.
 City of Rome, prop., 1,908 g. t., b. '81, Cleveland, in com.
 City of St. Catharines, prop., 334 g. t., later the Otego.
 City of St. Joseph, prop., burned Benton Harbor, 84.
 City of St. Joseph, prop., 303 g. t., later the S. K. Martin.
 City of Sandusky, stmr., 432 t., b. Sandusky, '66.
 City of Sandusky, stmr., 414 g. t., formerly Jay Cooke, b. '68,
 Detroit, Mich., passed out, '97.
 City of Sheboygan, schr., 259 g. t., b. '71, Sheboygan, in
 com.
 City of Superior, prop., 700 t., b. Cleveland, 57, wrecked, '57,
 L. Sup.
 City of Tawas, bark, wrecked St. Joseph, '77.
 City of the Bay, Can. stmr., 200 t., in com., '56.
 City of the Lakes, schr., 16 g. t., b. '67, Erin, Mich., in
 com.
 City of the Straits, schr., 392 g. t., b. '67, Detroit, burned
 Ontonagon, '96.
 City of the Straits, stmr., 1,094 g. t., formerly City of Detroit,
 b.78, Wyandotte, in com.
 City of Toledo, stmr., 262 t., b. Toledo, '65.
 City of Toledo, prop., sunk L. Ont., '77.
 City of Toledo, schr., 245 g. t., b. '65, Toledo, in com.
 City of Toledo, stmr., 1,003 g. t., b. '91, Toledo, in com.
 City of Toronto, stmr., 500 g.t b. Niagara, '39, christened the
 Racine, later sold to Canadian parties and renamed the Algoma.
 City of Toronto, Can. schr., b. Toronto, 55, lost Straits of Belle
 Isle, '57.
 City of Toronto, stmr., 416 t., b. Detroit, '63.
 CitY of Toronto, Can. stmr., 400 g. t., b. '64, Niagara, burned
 Port Dalhousie, '83.
 City of Toronto, Can. stmr., 291 n. t., b. '95, Owen Sound, in
 com.
 City of Traverse, prop., 1,153 g. t., b. '71, Cleveland, in
 com.
 City of Venice, prop., 2,108 g. t., b. '92, West Bay City, in
 com.
 City of Windsor, Can. prop., 291 n. t., b. '83, Detroit, in com.,
 formerly E. R. Roberts.
 City of Winnipeg, burned Duluth, '81.
 City of Woodstock, schr., 164 g. t., later the R. Kanters.
 Clara, prop., 105 g. t., b. '60, Detroit, passed out, '96.
 Clara, slp., 11 g. t., b. '65, Essex, N. Y., in com.
 Clara, schr., 40 g. t., b. '75, Sheboygan, passed out, '94,
 Clara, 232 g. t., b. '74, Chicago, in com.
 Clara L., Can. sty., 12 g. t., b. '77, Barrie, in com.
 Clara, slp., 8 g. t., b. '82, St. Ignace, in com.
 Clara, schr., 7 g. t., b. '87, Bay City, in com.
 Clara, scow, wrecked near Miller's Station, '87.
 Clara, schr., 200 t., lost '88.
 Clara Bell, prop., 46 g. t., b. '76, Saginaw, in com.
 Clara L., Can. scow, 45 g. t., b. '85, Black Creek, in com.
 Clara S., prop., 15 g. t., b. '96, Monroe, in com.
 Clare, bge., 143 g. t., b. '89, in com.
 Clarence, Can. schr., 139 g. t., b. '81, Rockland, in com.
 Claribel, tug, 39 g. t., b. '91, Benton Harbor, passed out,
 '97.
 Clarion, brig., 250 t., b. Erie, '44, lost L. Mich., '60.
 Clarion, prop., 1,711 g. t., b. '81, Wyandotte, in com.
 Clarissa, schr., afloat in '22.
 Clarissa, sloop, b. Chicago, '36, first vessel b. there.
 Clark, Alvin, brig., 220 t., b. Detroit, '47.
 Clark, Annie, Can. tug, 73 n. t., b. '84, Collingwood, in com.
 Clark Bros., Can. prop., 10 n. t. b. '90, Toronto, in com.
 Clark, C. J., Can. prop., 98 n. t., b. '65, Marine
 City, in com.
 Clark, F. C., brig., 270 t., b. St. Clair r., '49, wrecked
 Manitowoc, '56.
 Clark, James, Can. tug, 48 t., b. Goderich, '83, burned Owen
 Sound, '96.
 Clark, J. P., tug, 80 g. t., b. '67, Detroit, in com.
 Clark, Lucy J., schr., 293 t., b. '63, wrecked L. 'Mich., '83, 3
 lives lost.
 Clark, Stephen C., prop., 276 g. t., b. '74, Clayton, N. Y.,
 burned '93.
 Claude, tug, 42 g. t., b. '79, Grand Haven, in com.
 Claude, S., tug, 13 g. t., b. '85, Ogdensburg, in com.
 Clausson, Dan, schr., wrecked Pilot Island, '63.
 Clay,Henry, stmr., 348 t., b.Black Rock, '25,broken up.
 Clay, Henry, schr., capsized near Port Dalhousie, '31, several
 lives lost.
 Clay, Henry, brig., 163 t., b. Huron, '42, sunk Straits, 150.
 Clay, Henry, prop., 315 t., b. Dexter, '45, wrecked near Long
 Point, '51, 16 lives lost.
 Clay, Henry, prop., b. '51, Black River, O. 
 Clay, Henry, schr., 59 t., lost off Ashtabula, '51.
 Clay, J. A., schr., 12 g. t., b. '85, Toledo, in com.
 Clayt, tug, 10 g. t., b. '87, Indian River, '.Mich., in com.
 Clayton, Can. prop., 18 g. t., b. '89, Snyder, in com.
 Clayton, bark, 381 t., b. Clayton, '54, lost L. Hur., '68, by
 col.
 Clayton Belle, Can. schr., 300 t., b. Clayton sunk by col., L.
 Hur. '84, 4 lives lost.
 Clayton Belle, slp., 14 g. t., b. '85, Clayton, in com.
 Cleary, Wm. E., stcb., 140 g. t., b. '87, Lockport, in com.
 Clematis, tug, formerly Mary Love, arrived Detroit from New York,
 '67.
 Clematis, bge., 179 t., b. '63, wrecked Point Edward, 183.
 Clement Stephen, stmr., 602 t., b. Newport, '63, made a barge '69,
 in com.
 Cleveland stmr., 580 t., b. Huron, O., '37, burned Tonawanda,
 '54.
 Cleveland, schr., b. before '44.
 Cleveland, prop., 343 t., b. Cleveland, '46.
 Cleveland, stmr.,579 t., b. Ashtabula, '47.
 Cleveland, stmr., .574 t., b. Newport, '52, wrecked L. Sup.,
 '64.
 Cleveland, prop., 286 g. t., b. '60, Cleveland, in com.
 Cleveland, Can. bge., 343 n. t., b. '72, Quebec, in com.
 Cleveland, bark, abandoned Pilot island, '75'.
 Cleveland, Prop., burned off Charity island,
 Cleveland, H. G., schr., 264 g. t., b. '67, Black River, O., in
 com.
 Cleopatra, schr., b. Clayton, L. Ont., before '52, sunk by col.
 off Pt. Maitland '59.
 Cleopatra, schr., 104 t., b. Kenosha, passed out.
 Cleopatra, schr., 67 g. t., b. '90, Chicago, passed out '91.
 Cleopatra, Can. prop., 104 g. t.p b. '93, Hamilton, in com.
 Clifton, schr., on L. Erie, '31.
 Clifton, prop., 100 t., b. Sacket's Harbor, '41'.
 Clifton, stmr., 247 t., b. Chippewa, '54, dismantled, '66. 
 Clifton, Can. prop., 236 a. t., b. '85, Chippewa, in com.
 Clint, D. K., schr., 729 g. t., b. '72, Saginaw, in com.
 Clinton, Can. prop., 398 n. t., b. '74, St. Catharines, in
 com.
 Clinton, De Witt, schr., afloat '28, lost near Kalamazoo, '55.
 Clinton, De Witt. stmr., 493 t., b. Huron, O., '36, sunk at
 Dunkirk, '51.
 Clinton, De Witt, stmr., 413 t., b. Buffalo, '47.
 Clinton, George, stmr., b. Oswego, '42, wrecked L. Ont., '51.
 Clinton, H. P., tug, in com., '68.
 Clinton, W. R., schr., 259 g. t., b. '66, Marine City, in com.
 Clipper City, schr., 126 g. t., b. '54, Manitowoc, passed out,
 '97.
 Clough, schr., 300 t., b. Black River, '67, wrecked L. Erie, '68,
 7 lives lost.
 Clover, slp., 15 g. t., b. '88, Alexandria Bay, in com.
 Clow, Sarah, scow, 288 t., b. Green Bay, lost, '69.
 Clucas, Can. tug, 49 n. t., b. '82, Goderich, in com.
 Clyde, schr., 120 t., b. Chippewa, '41, wrecked Toronto, '52.
 Clyde, schr., wrecked L. Ont., '71.
 Clyde, prop., 1,306 g. t., b. '81, West Bay City, in com.
 Clyde, Can., prop., 29 g. t., b. '88, Baie des Piere, in com.
 Clytie, stcb., 130 g. t., b. '80, Ithaca, passed out, '97.
 Coaster, stmr., 400 t., b. Newport, '59, name changed to
 Comet.
 Coaster, schr., wrecked L. Sup., '59.
 Coaster, schr., 85 t., ashore Chicago, '86.
 Coaster, prop., 91 g. t., formerly Fred Tank, b. '89, Toledo, in
 com.
 Coates, L. B., schr., 189 g. t., b. '74, Saugatuck, in com.
 Coates, Peter, prop., 32 g. t., b. '86, Grand Haven, in com.
 Cobb, Ahira, schr., 945 g. t., b. '712, Cleveland, in com. 
 Cobb, A. R., brig., b. '41, Black River, O. 
 Cobb, A. R., brig 226 t., b. Albany, '47, wrecked near Chicago,
 '56. 
 Cobb, Howell, U. S. rev. cut., b. Milan, O., ordered New York,
 '61.
 Coboconk, Can. prop., 103 g. t., b. '76, Fenelon Falls, in
 com.
 Cobourg, Can. stmr., 500 g. t., b. '33, Cobourg, passed out.
 Coburn, prop., 86 t., b. Marine City, '70, lost with 32 lives,
 '71, Saginaw bay.
 Cochran, Joseph, schr., lost Bailey's Harbor, '70.
 Cochrane, Tom, tug, wrecked Point Albino, '62.
 Cockell, Bertha L., tug, 22 g. t., b. '84, Pentwater, in com.
 C. O. D., schr., 274 t., b. '73, wrecked L. Erie, '87.
 Codorus, prop., s., 2,166 g. t., b. '92, Buffalo, in com.
 Coe, S. S., tug, b. '66, burned and sunk Port Austin, '76.
 Coe, S. S., tug, 31 g. t., b. '68, Buffalo, in com.
 Coffinberry, H. D., prop., 858 g. t., b. '714, East Saginaw, in
 com.
 Cohen, Barney, tug. 17 g. t., b. '91, Huron, O., in com.
 Cohen, E., schr., 205g. t., b. '67 Black River, wrecked L. Hur.,
 '90.
 Colborn, A. R., prop., 275 g. t., b. '82, Saugatuck, in com.
 Colborne, Can. bge., 1337, n. t., b. '74, Montreal, in com.
 Colby, Joseph L., prop., s., 1,245 g. t., b. '90, West. Superior,
 in com.
 Colchester, schr., wrecked, '82.
 Cole, Darius, s. stmr., 538 g. t., b. '85, Cleveland, in com.
 Coleman, prop., 100 t., b. '69.
 Coleman, James, Can. schr., in com., '42, total wreck L. Ont.,
 '64.
 Coleman, Thos., tug, burned Amherstburg, '83.
 Colerine, 212 t., b. Oswego, '54.
 Colfax, Schuyler, prop., 73 t., b. St. Joseph, '67.
 Colfax, Schuyler, bge., sunk '70.
 Colgate, James B., s. prop., 1,713 g. t., b. '92, West Superior,
 in com.
 Collector, schr., .50 t., on L. Ont. before '12, bought by U. S.
 Gov., armed and renamed Pert.
 Collier, S. & J., Can. schr., 150 n. t., b.
 '72, South. Bay, in com.
 Collingwood, schr., Sunk L. Mich., '82, 4 lives lost.
 Collins, E. K., stmr., 950 t., b. Newport (Marine City), '53,
 burned, '54, Malden, 23 lives lost, rebuilt and named Ark.
 Collins Mary, schr., 261 g. t., b. '57, Ashtabula, in com.
 Collins, Mayron J., slp., 63 g. t., b. '60, Ithaca, in com.
 Collins, M. L., schr., 231 g. t., b. '54, Toledo, wrecked L.
 Mich., '93.
 Colonial, prop., 1,501 g. t., b. '82, Cleveland, in com.
 Colonist, prop., sunk L. Hur., '69.
 Colonist, Can. stmr., liner in '72.
 Colorado, schr., 503 t., b. Cleveland, '61.
 Colorado, bark, wrecked L. Mich., '63.
 Colorado, Can. scow., 226 n. t., b. '66, Fairport, in com.
 Colorado, bark, 1,075 g. t., b. '64, in com.
 Colorado, prop., 1,470 g. t., b. '67, Buffalo, ashore L. Sup.,
 '98.
 Colton, A. W., tug, 92 g. t., b. '81, Buffalo, in com.
 Colton, L. H., bark, total loss by fire, L. Erie, '68.
 Colt, Thomas G., schr., b. '46, Black River, O., capsized L. Erie,
 '59.
 Columbia, schr., b. L. Ont., '09, name changed to Niagara.
 Columbia, brig., 177 t., b. Sandusky, '42, lost Green Bay,
 '59.
 Columbia, stmr., 520 t., b. River Raisin, '47.
 Columbia, stmr., 167 t., b. Fairport, '48, wrecked L. Hur.,
 '66.
 Columbia, Can. stmr., 380 g. t., b. '72, Hamilton, wrecked
 '84.
 Columbia, stmr., sunk L. Mich., '81.
 Columbia, prop., 1,373 g. t., b. '81, Cleveland, in com.
 Columbia, Can. bge., 84 g. t., b. '85, Bedford, in com.
 Columbia, stcb., 130 g. t., b. '89, Lockport, in com.
 Columbia, prop., 140 g. t., b. '92, Grand Haven, in com.
 Columbia, prop., 399 g. t., b. '92, Buffalo, in com.
 Columbia, prop., 26 g. t., b. '96, Clayton, in com.
 Columbian, schr., 365 g t., b. '64, Green Bay, in com.
 Columbian, Can. prop., 488 n. t., b. '92, Chester, in com.
 Columbian, Can. prop., 271 g. t., b. '92, Lindsay, in com.
 Columbus, Can. ship, b. near Quebec, '24.
 Columbus, stmr., 391 t., b. Huron, O., '35, wrecked Dunkirk,
 '48.
 Columbus, Chris, schr., 29 g. t., b. '73, Erin, Mich., in com.
 Whaleback passenger steamer Christopher
 ColumbusColumbus, Christopher, s. prop., 1,511 g.
 t., b. '93, West Superior, in com.
 Colwell, George L., prop., 454 g. t., formerly schr., b. '80, Bay
 City, in com.
 Coman, L. D., schr., 165 t., wrecked L. Hur., '65.
 Comanche, schr., 322 g. t., b. '67, Oswego, later the Thomas
 Dobbie.
 Comanche, schr., sunk Welland canal, '81.
 Comanche, schr., 306 t., wrecked L. Ont., '86.
 Comanche, sty., 357 t., b. Cleveland, '92, sold U. S. gov., '98,
 became Frolic.
 Combine, stmr., 25 g. t., b. '91, Saugatuck, in com.
 Comely, schr., 243 t., sunk Point Albino, '69.
 Comet, schr., aground near Niagara river, '20.
 Comet, schr., foundered with all on board, L. Erie, '35.
 Comet, Can. stmr., 300 t., b. '49, boiler exploded '51, killing 8
 people; stmr. rebuilt and named Mayflower.
 Comet, schr., b. Buffalo, '56.
 Comet, prop., b. Cleveland, '57, sunk by col. L. Sup., '75 with
 loss of 10 lives.
 Comet, stmr., 389 t., b. Newport, '60.
 Comet, stmr., sunk by col. L. Ont., '61, 3 lives lost.
 Comet, schr., wrecked Point Betsey, '70.
 Comet, stmr., formerly Coaster.
 Comet, tug, 30 g. t., b. '72, Buffalo, passed out, '95.
 Comet, Can. prop., 22 g. t., b. '76, Chatham, in com.
 Comet, tug, 32 g. t., b. '81, Muskegon, passed out, '97. 
 Comet, Can. prop., 20 g. t., b. '87, Milford Bay, in com. 
 Commencement, slp., 30 t., b. Buffalo Creek, 110.
 Commencement, schr., lost L. Mich., '69.
 Commerce, Can. stmr., b. Montreal, '15, collided with stmr.
 Dispatch, L. Erie '53, and sunk with 38 persons.
 Commerce, schr., b. '25.
 Commerce, schr., in lumber trade at Chicago, '37, name changed to
 Hiram Pearson.
 Commerce, stmr., 80 t., b. Sandusky, '37, broken up, '47. 
 Commerce, Can. stmr., b. before '43, later the Eclipse. 
 Commerce, schr., 327 g. t., b. '57, Sandusky, in com.
 Commerce, schr., 183 t., wrecked South Haven, L. Mich., '67.
 Commerce, prop., 112 g. t., b. '78, Milwaukee, in com. Commerce,
 schr., sunk Racine, '87.
 Commerce, prop., sunk L. Erie, '89.
 Commodore, schr., wrecked, Cleveland harbor, '45.
 Commodore, tug, 40 g. t., formerly O. B. Green, b. '65, Chicago,
 in com.
 Commodore, Can. prop., 175 g. t., b. '67, Lindsay, in com. 
 Commodore, prop., 2,082 g. t., b. '75, Cleveland, in com. 
 Commodore, schr., 586 g. t., b. '80, Saginaw, in com.
 Companion, prop., 196 g. t., b. '88, Toledo, in com.
 Compeer, slpy., 7 g. t., b. '90, Cleveland, passed out, '93. 
 Compound, tug, 40 g. t., b. '68, Cleveland, in com.
 Comrade, schr., 880 t., foundered L. Sup., '90.
 Comstock, A. W., schr., 1,700 n. t., foundered, '95, L. Sup.
 Comstock, J. B., schr., 326 g. t., b. '91, Algonac, in com.
 Concord, brig., 234 t., b. '46, Black River, O., lost, '69, off
 Port Bruce.
 Concord, prop., 552 t., in com., '66.
 Condor, schr., lost L. Mich., '62.
 Condor, schr., 30 g. t., b. '71, Sheboygan, in com.
 Condor, Can. bge., 633 n. t., b. '88, Montreal, in com.
 Conductor, schr., wrecked Long Point, '54.
 Cone, Eva M., schr., total loss, '72.
 Conemaugh, prop., 1,609 g. t., b. '80, Bay City, in com. 
 Conestoga, prop. 1,726 g. t., b. '78, Cleveland, in com. 
 Confiance, Brit. schr., 82 t., originally Julia, captured by U S
 on L. Ont., '13.
 Confiance, Can. schr., b. Kingston, '16.
 Conger, Omar D., prop., 199 g. t., b. '82, Port Huron, in com.
 Congress, schr., ashore L. Erie, '44.
 Congress, brig., 206 t., b. Buffalo, '47.
 Congress, prop., formerly Detroit, wrecked L. Huron, '73.
 Conkin, S. B., schr., 200 t., b. Vermilion, '67, sunk Black River
 isle, '83.
 Conlon, Maggie, Can. scow, 196 g. t., b. '71, Port Dalhousie, in
 com.
 Conneaut, schr., 239 g. t., b. '73, Conneaut, in com.
 Conneaut, tug, 62 g. t., b. '93, Buffalo, in com.
 Conneaut Packet, schr., b. before 1850, Conneaut.
 Connell, tug, 43 g. t., b. '94, Buffalo, in com.
 Connelly Bros., schr., 751 g. t., b. '96, Marine City, in com.
 Connelly, Dan, tug, 36 g. t., b. '87, Cleveland, in com. 
 Conqueror, Can. stmr., 328 n. t., b. '71, Renfrew, Scot., in
 com.
 Conqueror, Can. prop., 36 n. t., b. '86, Toronto, in com. 
 Conquest, schr., 82 t., originally Genesee Packet, U. S. schr., L.
 Ont., '12, 6 guns.
 Conquest, schr., 151 g. t., b. '53, Olcott, N. Y., in
 com.
 Conservative, Can. prop., 6 g. t., b. '86, Port Burwell, in
 com.
 Constance, Can. prop., 185 g. t., b. '91, Owen Sound, in com.
 Constellation, stmr., 483 t., b. '37, broken up.
 Constellation, brig., total loss L. Mich., '57.
 Constitution, Can. stmr., 350 t., b. Oakville, '32, later the
 Transit.
 Constitution, stmr., 443 t., b. Conneaut, '37, broken up at
 Sandusky.
 Constitution, stmr., 440 t., b. Buffalo,47, sunk Sandusky, raised
 and engine placed, '47, on new hull, the J. D. Morton.
 Constitution (1st), brig., 92 t., b. Buffalo, '47.
 Constitution, schr., wrecked Long Point, '48.
 Constitution, schr., lost L. Erie, '59.
 Constitution, schr., 422 g. t., b. '61, Milwaukee, in com. 
 Constitution, tug, 96 g. t., b. '64, Clayton, in com.
 Constitution, s. schr., 3,231 g. t., b. '97, Superior, I n com. 
 Consuelo, schr., 145 t., b. '51, wrecked Baileys Harbor, 187.
 Consuelo, schr., 450 t., wrecked off Marblehead.
 Contaluta, sty., in com., 975.
 Contaluta, sty., 38 g. t., b. '93, Detroit, in com.
 Contest, schr., 96 g. t., b. '63, Holland, passed out, '97.
 Contest, schr., wrecked Whitehall, '82.
 Contest, sty., 14 g. t., b. '94, Chicago, in com.
 Continental, prop., 1,506 g. t., b. '82, Cleveland, in com. 
 Continental, dredge, sunk Conneaut, '93, 5 lives lost.
 Contractor, slp., 64 t., b. Black Rock, 1802-3, bought by U. S.
 Gov., re-named Trippe and became one of Perry's squadron.
 Convoy, schr., 210 t., b. Elk Creek, '44, foundered L. Erie, '54,
 8 lives lost.
 Convoy, schr., sunk L. Erie, '62, by col.
 Conway, L. J., schr., 186 t., wrecked near Fowler Creek, Mich.,
 '86, 5 lives lost.
 Conwell, schr., 148 t., wrecked L. Erie, '65.
 Coo, M., schr., ashore Long Point, '51.
 Cook, A. B., Can. prop., 36 n. t., b. '85 Pt. Robinson, in
 com.
 Cook, Col., schr., 266 g. t., b. '55, Oswego, stranded, '94. 
 Cook, E. P., stcb., 135 g. t., b. '81, Havana, N. Y., in com.
 Cook, Lafayette, brig., ashore Port Stanley, '72.
 Cook, Mary Ellen, schr., 132 g. t., b. '75, Grand Haven, in
 com.
 Cook, Minerva, schr., sunk by col. L. Ont., '58.
 Cook, Robert H., prop., s., 157 g. t., b. '82, Buffalo, in
 com.
 Cook, Sam, schr., lost L. Erie, '82.
 Cooke, Jay, stmr., 415 g. t., b. Detroit, '68, later the City of
 Sandusky.
 Cooney, John R., tug, 13 g. t., b. '87, Erie, in com.
 Cooper, Emily, schr., lost, '94, L. Mich.
 Cooper, Geo. G., schr., 401 t., b. Madison.
 Cooper, George, tug, 53 t., b. '91, Manitowoc, in com.
 Cooper, Lottie, schr., 252 g. t., b. '76, Manitowoc, wrecked
 Sheboygan, '94.
 Cooper, Ralph M., tug, 27 g. t., b. '93, Manitowoc, in com.
 Cooper, R. W., Can. schr., 161 g. t., b. '80, Ottawa, in com.
 Copley, Mary, schr., 275 g. t., later the Madeline T. Downing.
 Coquette, schr., sunk L. Erie, '58.
 Coquette, schr., foundered with all hands L. Mich., '66.
 Cora, slpy., 23 g. t., b. '73, Pamrapo, N. J., in com.
 Cora, schr., 44 g. t., b.79, Benton Harbor, in com.
 Cora, tug, 14 g. t., b. '92, River Rouge, Mich., in com.
 Cora, slp., 6 g. t., b. '96, Clayton, in com. 
 Cora A., schr., 381 g. t., b. '89, Manitowoc, in com.
 Cora B., tug, 30 g. t., b.74, East Saginaw, burned Duluth,
 '90.
 Cora B., tug, now the Walton B.
 Cora Belle, schr., 126 t., b.74, Detroit, passed out, '96. 
 Coral, Y., b. Clayton, N.Y.
 Coral, schr., 105 g. t., b. '65 Ogdensburg in com. 
 Coral, prop., 127 t., b. '70, ashore, L. Erie, '86.
 Coral, Can. schr., 26 t., b. '74, Oakville, in com.
 Coralia, prop., s., 4331 g. t., b. '96, Cleveland, in com. 
 Cordelia, schr., sunk near Ashbridge's bay, '56. 
 Corinthian, Can. stmr., 350 t., b. Kingston, 64. 
 Corinthian, schr., 368 t., lost Long Point, '67. 
 Corisand, Can. schr., 292 n. t., b. '72, Detroit, in com.
 Corkin, W. S., tug, 63 g. t., b. '73, Cleveland, passed out,
 '91.
 Corliss, George H., s. bge., 3,259 g. t., b. '96, Chicago, in
 com.
 Cormorant, prop., 977 g. t., b. '73, Cleveland, in com. 
 Corn Crib, Can. bge., 330 n. t., b. '68, Montreal, in com. 
 Cornelia, slp., 55 g. t., b.78, Essex, N. Y., in com. 
 Cornelia, schr., 101 g. t., b. '80, Clayton, in com. 
 Cornelia, tug, 38 g. t., b. '82, Buffalo, in com.
 Cornell, May, schr., lost, '94, L. Mich. 
 Cornell, Mary, schr., 8 g. t., b. '82, Manistee, in com. 
 Cornell, S. Douglass, tug, 20 g. t., b. '84, Buffalo, in com.
 Cornett, stmr., 385 t., b. Newport, '59. 
 Corning, E., bark, 978 t., b. Tonawanda, '67. 
 Corning, Ida, schr., 444 g. t., b. '81, Saginaw, in com. 
 Cornwall, Can. bge., 666 n. t., b. '90, Kingston, in com.
 Cornwallis, bge., b. Toronto, '90. 
 Cornwell, A. A., schr., stranded, '65. 
 Corona, stmr., 470 t b. '70, Manitowoc, in com.
 Corona, prop., 2408 g. t., b. '88, Cleveland, in com. 
 Corona, tug, 28 g. t., b. '92, Duluth, in com.
 Corona, Can. stmr., 1,052 n. t., b. '96, Toronto, in com. 
 Corona, stmr., burned Tonawanda, '98. 
 Cornet, Can. schr., 24 g. t., b. '87, Port Credit, in com.
 Correspondent, schr., 294 t., sailed Detroit to Liverpool,
 '58.
 Correspondent, schr., wrecked off Dunkirk, '78.
 Corry, Mike, schr., 380 g. t., formerly J. O. Thayer, b. '74, Two
 Rivers, Wis., in com. 
 Corsair, schr., lost, '72.
 Corsair, sty., 36 g. t., b. '87, Buffalo, in com. 
 Corsica, stmr., 500 t., b. Montreal, '70. 
 Corsica, prop., 2,364 g. t., b. '88, Cleveland, in com.
 Corsican, schr., 210 g. t., b. '62, Alcott, N. Y., sunk by col.,
 L. Hur., '93, 6 lives lost.
 Corsican, Can. stmr., 478 n. t., b. '70, Montreal, in com.
 Cort, Henry, prop., s., 2,234 g. t., formerly Pillsbury, b. '94,
 West Superior, in com. 
 Cortens, H. and G., in com., '69 
 Cortez, schr., b. '66, ashore, Oswego '80.
 Cortland, bark, sunk L. Erie, '68 by col., 2 lives lost.
 Cortland, schr., abandoned L. Erie, '72. 
 Corwin, Tom, schr., 25 g. t., b. '40, Maumee, O. 
 Corwin, Tom, brig 103 t., b. '47. 
 Cossack, schr., 401 g. t., b. Oswego, '67. 
 Costello, Dan, tug, 27 g. t., b. '74, Milwaukee, in com. 
 Cotton, L. H., schr., 395 t., b. Cleveland, '61. 
 Cotton, Nellie, tug, 37 g. t., b. '67, Buffalo, in com. 
 Cottrell Harry, prop., 76 g. t., b. '86, Marine City, foundered,
 '97. 
 Couch, D. L., schr., sunk, '72, near Long Point. 
 Couch, James, schr., 979 g. t., b. Port Huron, '71, later the
 Tasmania
 Couch, John C., schr., aground St. Clair Flats,
 '82.
 Counter, Hannah, schr., wrecked L. Erie, '51.
 Countess, schr., ashore, '83.
 Countess, sty., 10 g. t., b. '91, Detroit, in com.
 Courier, brig., 219 t., b. Cleveland, '47, sunk L. Erie, '47.
 Courtright, M., schr., 389 t., abandoned near Racine, '71.
 Cousin Mary, scow, b. '53, Black River, O. 
 Covell, Mark B., prop., 261 g. t., b. '88, Manitowoc, in com.
 Covill, A. J., i. schr., 200 g. t., later the Vega.
 Coville, Almeda, Can. prop., 9 g. t., b. '68, Buffalo, in com.
 Cowan, John, tug, lost, '88.
 Cowie, Wm., prop., 208 g. t., b. '68, Marine City, burned
 Cheboygan, '90.
 Cowles, Henry, schr., 94 g. t., b. '81, South Haven, in com.
 Coyne, Emma L., schr., 497 g. t., b. '67, Detroit, in com.
 Craftsman, Can. schr., 370 n. t., b. '73, Port Burwell, in
 com.
 Craftsman, Can. bge., 65 g. t., b. '83, Kingston, in com.
 Craig, Alice, schr., 65 t., damaged, '69.
 Craig, Alice, schr., 41 t., b. '77, wrecked L. Sup., '87.
 Craig, Annie L., prop., 889 t., b. Gibraltar, '70.
 Craig, John, prop., 2,044 g. t., b. '88, Trenton, 'Mich., n
 com
 Craig, Janet, Can. prop., 12 g. t., b. '84, Bristol, in com.
 Craig, Mary D., schr., 64 g. t., b. '67, Essex, N. Y., passed out,
 '97.
 Cram, Roys J., tug, 19 g. t., b. '82, Saginaw, in com.
 Cramer, schr., 200 t., b. Milwaukee, '471.
 Cranage, Thomas, prop., 2,219 g. t., b. '93, Bay City, in com.
 Crandall, Lizzie, stcb., 135 g. t., b. '89, Lockport, in com
 Crandall, Orville A., stcb., 122 g. t., b. '93, Lockport, in
 com.
 Crandella, Can. prop., 266 g. t., b. '91, Lindsay, in com.
 Crane, Frank R., tug, 16 g. t., b. '78, Chicago, in com.
 Crane, Willard, Can. schr., 155 g. t., b. '87, Hull, in com
 Crannell, Levi, Can. schr., 157 g. t., b. '84, Hull, in com.
 Crawford, tug, 36 t., b. '80, Milwaukee, in com.
 Crawford, A. V., Can. tug, 78 n. t., b. '91, Goderich, in com.
 Crawford, Charlie, schr., 298 g. t., b. '73, Caseville, Mich., in
 com.
 Crawford, Frank, schr., 310 t. Parent's bay, '82.
 Crawford, J. A., tug, 38 g. t., now the Pathfinder.
 Crawford, Lemuel, bark, b. '55, Black River, O., wrecked L.
 Erie,58.
 Crawford, R. C., schr., 310 g. t., now the Capt. Geo. W.
 Naughtin.
 Crazy Boy, slp., 18 g. t., b. '89, Fisher's Landing, N. Y., in
 com.
 Crazy Jane, Can. schr., on L. Ont., '16.
 Crazy Jim, schr., 23 g. t., b. '83, Drummond's Isle, Mich., passed
 out, '93.
 Cream City, bark, 769 t., b. Milwaukee, damaged, '69.
 Creamer, E., schr., wrecked Chicago, '59.
 Creig, Annie, Can. prop., 80 g. t., b. '80, Port Dover, in
 com.
 Creole, Can. tug, 21 g. t., b. Midland, '96.
 Crescent, schr., wrecked North Fox island, '55.
 Crescent, prop., 71 g. t., b. '90, Grand Haven, in com.
 Crescent City, stmr., 1,740 t., b. Buffalo, '53, dismantled,
 '59.
 Crescent City, s. prop., 4,213 g. t., b. '97, South Chicago, in
 com.
 Cresco, prop., 62 g. t., b. '82, Ogdensburg, in com.
 Cressington, brig., formerly J. G. Deshler.
 Crete, schr., 2,040 g. t., b. '97, West Bay City, in com.
 Crevola, schr., wrecked L. Erie, '63.
 Crevolin, Henry, schr., 117 t., b. Cape Vincent before '49.
 Crippin, William, prop., 365 g. t., later the Maggie Marshall.
 Crispin, brig., 154 t., b. Sacket's Harbor, '45, wrecked Pt. aux.
 Barques, '53.
 Crispin, brig., Al t., b. Detroit, '47.
 Crocker, Hans, schr., 496 t., b. Milwaukee before '60.
 Crocker, L. B., schr., damaged by col., '65.
 Crockett, Col., schr., 18 t., b. Brunersburgh, '36.
 Crockett, Col., stmr., lost St. Joseph, '36.
 Croghan, schr., 40 t., passed out.
 Crombie, W. A., Can. schr., 155 g. t., b. '87, Ottawa, in com.
 Cromwell, Oliver, Can. prop., sunk in Straits by col., '57,
 raised, '71.
 Cromwell, schr., 450 t., wrecked, '88.
 Crook, lumber v., b. Saugatuck about '37.
 Crook, schr., 50 t., b. Milwaukee, '47.
 Crook, W. T., schr., 64 g. t., b. '64, Essex, N. Y., passed out,
 '97.
 Crooks, Charles, schr., ashore, '55.
 Crooks, Ramsey, brig., 170 t., b. '36, Black River, O., capsized
 L. Erie, '51
 Crosby, tug, 35 g. t., b. '89, Benton Harbor, in com.
 Crosby, E. G., tug, 85 g. t., b. '92, Grand Haven, in com.
 Cross, Belle P., schr., 299 g. t., b. '70, Trenton, Mich., in
 com.
 Cross, E. W., brig., wrecked Chicago, '66.
 Crossman, C. W., prop., 18 g. t., b. '91, Alexandria Bay, in
 com.
 Crosthwaite, Wm., schr., 371 g. t., b. '66, Bay City, in com.
 Crosthwaite, W. S., schr., 673 g. t., b. '73, Saginaw chartered
 ocean, '98.
 Crothers, Lyman, bge., 107 g. t., b. '73, in com.
 Croton, prop., b. Cleveland, '46.
 Crow, stmr., aground Stony island, '72.
 Crowe, J. R., Can. prop., 77 g. t., b. '70, Chatham, in com.
 Crowell, Wm. R., tug, 56 g. t., b. '75, Buffalo, foundered L.
 Mich., '93.
 Crowley, Dennis, tug. 23 g. t., b. '72, Cleveland, in com.
 Crowley, Hon. Richard, b. Lockport, '80.
 Croze, James W., tug, 22 g. t., b. '82, Houghton, Mich., in
 com.
 Cruiser, Can. prop., 55 g. t., b. '77, Portsmouth, in com.
 Crusader, tug, 198 g. t., b. '74, Port Huron, burned, Sault, '94,
 2 lives lost.
 Crusader, schr., 27 g. t., b. '94, Chicago, in com.
 Crysler, Walter, sty., 27 g. t., b. '82, Buffalo, in com.
 C. S. C. Co., Beta, prop., s., 151 g. t., b. '96, Elizabethport,
 N. J., in com.
 C. S. C. Co. No. 1, cb., 133 g. t., b. '95, Cleveland, in com.
 C. S. C. Co. No. 2, cb., 133 g. t., b. '95, Cleveland, in com.
 C. S. C. Co. No. 3, cb., 133 g. t., b. '95, Cleveland, in com.
 C. S. C. Co. No. 4, cb., 133 g. t., b. '95, Cleveland, in com.
 C. S. C. Co. No. 5, cb., 133 g. t., b. '95, Cleveland, in com.
 C. S. C. Co. No. 6, s. schr., 164 g. t., b. '96,
 Elizabethport, N. J., in com.
 C. S. C. Co. No. 7, s. schr., 164 g. t., b. '96, Elizabethport, N.
 J., in com. 
 C. S. C. Co. No. 8, s. schr., 164 g. t., b. '96 Elizabethport, N.
 J., in com.
 C. S. C. Co. No. 9, s. schr., 163 g. t., b. '96, Elizabethport, N.
 J., in com.
 C. S. C. Co. No. 10, s. schr., 163 g. t., b. '96, Elizabethport,
 N. J., in com.
 C. S. C. Co. No. 11, s. schr., 162 g. t., b. '96, Elizabethport,
 N. J., in com.
 C. S. C. Co. No. 12, s. schr., 164 g. t., b. '96, Elizabethport,
 N. J., in com.
 C. S. C. Co. No. 13, s. schr., 164 g. t., b. '96, Elizabethport,
 N. J., in com.
 C. S. C. Co. No. 14, s. schr., 163 g. t., b. '96, Elizabethport,
 N. J., in com.
 C. S. C. Co. No. 15, s. schr., 168 g. t., b. '96, Elizabethport,
 N. J., in com.
 Cuba, brig., 135 t., b. '47.
 Cuba, schr., 190 g. t., b. '56, MiIan, O., passed out, '94.
 Cuba, prop., s., 1,526 g. t., b. '72, Buffalo, in com.
 Cuba, Can. prop., 522 n. t., b. '75, Kingston, in com.
 Cuba, stcb., 132 g. t., b. '78, Buffalo, in com.
 Cultivature, Can. stmr., 343 n. t., b. '75, Sorel, in com.
 Culver, Oliver, schr., ashore, '82.
 Cumberland, brig., 200 t., b. Cleveland, '47, wrecked L. Hur.,
 '56, wrecked Milwaukee, '59.
 Cumberland, stmr., 750 t., b. Port Robinson, '71.
 Cumberland, Can. v., b. L. Huron, '75.
 Cumberland, prop., 1,601 g. t., b. '81, Cleveland, in com.
 Cumberland, schr., 18 g. t., b. '84, Milwaukee, passed out,
 '94.
 Cummings, M. J., schr., 330 g. t., b. '74, Owego, foundered L.
 Mich., '94, 6 of crew lost.
 Cummings, Lou A., prop., 62 g. t., b. '83, Grand Haven, in
 com.
 Cunningham, Jas., Can. schr., 76 g. t., b. '77, Hull, in com.
 Cupid, prop., 14 g. t., formerly Lida, b. '74, Buffalo, in
 com.
 Curlew, schr., 80 g. t., b. '66, Port Huron, sunk L. Mich.
 '90.
 Curlew, tug, 63 g. t., b. '67, Ogdensburg, in com.
 Curlew, Can. prop., 158 g. t., b. '92, Owen Sound, in com.
 Currens, tug, 9 g. t., b. '90, Two Rivers, Wis., in com.
 Currie, R. W., tug, 36 g. t., b. '82, Algonac, in com.
 Steel steamer S. S.
 CurryCurry, S. S., s. prop., 3,260 g. t., b. '93, Bay
 City, in com.
 Curtis, Alice, schr., b. '58, Black River, O. 
 Curtis, C. F., prop., 691 g. t., b. '82, Marine City, in com.
 Curtis, H. C., Can. tug, 38 n. t., b. '78, Quebec, in com.
 Curtis, S. E., tug, 64 g. t., b. '80, Fort Gratiot, in com.
 Curtiss, Charles G., tug, 17 g. t., b. '84, Buffalo, in com.
 Cushing, W. D., tug, 39 g. t., b. '68, Cleveland, in com.
 Cushman, Gov., prop., b. '57, rebuilt '65, wrecked by explosion,
 '68, L. Ont., 11 lives lost.
 Cushy, scow, ashore Manistee, '81.
 Cuthbert, Annie, Can. slp., 36 g. t., b. '74, Cobourg, in com.
 Cuthbert, Nellie, Can. prop., 45 n. t., b. '81, Belleville, in
 com.
 Cutler, Dwight, Jr., tug, 24 g. t., b. '75, Grand Haven, passed
 out, '95.
 Cuyler, George W., tug, 46 g. t., b. '80 Bay City, in com.
 Cuyler, Glen, schr., 49 g. t., b. '59, Pultneyville, in com.
 Cuyahoga, schr., captured by British at Malden, '12. 
 Cuyahoga, brig., capsized L. Erie, '56.
 Cuyahoga, prop., sunk Sarnia, '66.
 Cuyahoga, schr., 242 g. t., b. '25, Cleveland, O., passed out,
 '95.
 Cuzner, John, Can. schr., 46 g. t., b. '93, Ottawa, in com.
 Cyclone, bge., b. Cleveland, '57, lost L. Huron, '85, formerly
 prop. Pittsburg.
 Cyclone, tug, 29 g. t., b. '66, Vermilion, O., passed out,
 '96.
 Cyclone, prop., 122 g. t., b. '83, Cleveland, in com.
 Cyclone, Can. tug, 44 g. t., b. Ahmic Harbor, '96.
 Cygnet, schr., sunk by collision L. Erie, '55.
 Cygnet, stmr., 150 t., b. Buffalo, '57.
 Cygnet, tug, wrecked by explosion near East Saginaw, '75.
 Cygnet, tug, burned Cheboygan, '82.
 Cygnet, Can. sail yt., 27 g. t., b. '79, Buffalo, in com.
 Cygnet, tug, 12 g. t., b. '78, Buffalo, in com.
 Cynthia, stmr., burned Malden, '38.
 Cynthia, sty., 103 g. t., b. '95, Detroit, in com.
 Cynthia, Can. tug, 35 g. t., b. Collingwood, '96.
 Cyprus, Can. sail yt., 6 g. t., b. '79, Fairlee, in com.
 Czar, schr., 441 t., b. Oswego, stranded False Presque Isle,
 '75.
 
 
 D
 D, Can. bge., 221 n. t., b. '68, Batiscan, in com.
 Dacotah, prop., 688 t., b. '57, lost L. Erie, '60, with all on
 board, 24 souls.
 Dacotah, scow schr., sunk Beaver Harbor, '73.
 Dacotah, schr., 281 g. t., b. '67, Fairport, in com.
 Dahlia, schr., 210 t., b. Ashtabula, '47, wrecked Port Burwell,
 '57.
 Dahlke, Bertie, tug, 23 g. t., later the Sprite.
 Darley, Kate, bark, 547 t., b. '62 Cleveland, passed out.
 Daisy, prop., 25 g. t., b. '81, New Baltimore, Mich., in com.
 Daisy, sty., 21 g. t., b. '84, South Haven, in com.
 Daisy, stmr., burned Hamtramck, '84.
 Daisy schr., 41 g. t., b. '85, Ludington, passed out, '97.
 Daisy, Can. tug, 18 n. t., b. '89, Port Frank, in com.
 Daisy Can. prop., 11 g. t., b. '93, Port Frank, in com.
 Daisy, Can. stmr., burned, '95.
 Daisy, sty., 18 g. t., b. '96, Vermilion, O., in com.
 Dakota, Can. bge., 564 n. t., b. '85, Garden Island, in com.
 Dale, stcb., 133 g. t., b. '80, Havana, N. Y., in com.
 Daley, Sarah, tug, 18 t., b. '69, passed out.
 Dalhousie, Can. schr., 350 g. t., b. '19, Prescott, broken up.
 Dalhousie, Can. prop., b. St. Catharines, '69, burned L. Ont.,
 '72.
 Dall, Annie, schr., 149 a. t., b. '83, Chicago, ashore L. Mich.,
 '98.
 Dall, David, schr., 120 t., b. Green Bay, '65, passed out.
 Dall, Lincoln, schr., 206 g. t., b. '69, Chicago, wrecked '94, L.
 Mich., 1 life lost.
 Dall, Margaret, schr. 150 g. t., b. '67, Michigan City, in
 com.
 Dallas, Alex. J., U. S. rev. cut., b. Erie, '16.
 Dallas, i. stmr., U. S. rev. cut., b. Erie, '46, removed to
 Atlantic coast, '48.
 Dalton, Peter, tug, 49, g. t., b. '80, Grand Haven, in com.
 Dama, Can. sty., 60 n. t., b. '89, Sorel, in com. 
 Dan, Can. prop., now the Carmana. 
 Dana, George, bge., stranded L. Hur., '76. 
 Dana, Major, schr., 21 g. t., b. '57, Albany, N. Y., in com.
 Dana, Major, tug, 52 g. t., b. '91, Grand Haven, passed out,
 '96.
 Danay, Lillie, schr., 120 t., wrecked Kincardine,
 '65.
 Dancey, Lily, Can. schr., 125 t., b. Goderich, in com., '56,
 wrecked at Port Elgin.
 Dandy, Can. tug, 65 n. t., b., '65, Buffalo, in com.
 Dandy, Can. slp., 50 g. t., b. '94, Seeley's Bay, in com. 
 Dane, schr., lost, '71.
 Danforth, F. L., tug, 60 t., b. Buffalo, '67.
 Danforth, F. L., Can. schr., 813 n. t., b. '72, Tonawanda, in
 com., formerly an American vessel.
 Danforth, Grace, tug, 65 g. t., b. '88, Buffalo, in com.
 Danube, schr., 278 g. t., b. '53, Oswego, passed out, '95. 
 Danube, stcb., 90 g. t., b. '61, Chicago, passed out, '95. 
 Dardanelles, Can. schr., in com., '57, lost L. Ont., '61.
 Darien, schr., in com., '58, lost L. Erie, '66, several of crew
 lost.
 Darien, schr., wrecked L. Hur., '70.
 Darley, Kate, schr., 388 g. t., b. '62, Cleveland, in com. 
 Darlie, C. J., schr., wrecked L. Erie, '47.
 Darling, Grace, Can. tug., 29 n. t., b. '84, Wallaceburg, in
 com.
 Darling, Grace, Can. prop., 28 g. t., b. '86, Collingwood, laid
 up, '97.
 Darling, Sam, tug, passed out.
 Dart, slp., in com., '33.
 Dart, stmr., 297 t., b. Trenton, '50, dismantled, '66.
 Dart, schr., 50 t., b. Green Bay, '67.
 Dart, bge., burned Sandwich, Ont., '77.
 Schooner Dart on beach near Manitowoc
 Harbor, Lake Michigan.Dart, schr., total wreck
 near Two Rivers, '83.
 Dart, Russell, schr., 222 g. t., formerly Josephine, b. '57,
 Milan, passed out, '96.
 Dashing Wave, schr., 269 g. t., b. '62, Clayton, in com. 
 Dash, John A., tug, 13 g. t., b. '86, Erie, in com.
 Daun, schr., capsized L. Erie, '47, 8 lives lost.
 Dauntless, Can. schr., 156 g. t., b. '67, Oakville, in com. 
 Dauntless, Can. schr., 72 g. t., b. '68, Port Severn, in com.
 Dauntless, schr., total wreck St. Martin's reef, '70.
 Dauntless, Can. tug. 128 n. t., b. '71, Levis, in com.
 Dauntless, schr., 20 t., b. '74, stranded L. Erie, '86.
 Dauntless, Can. schr., 143 g. t., b. '75, Port Dover, in com.
 Dauntless, Can. prop., 8 g. t., b. '84, Gravenhurst, in com.
 Dauntless, schr., sunk Sarnia bay, '89.
 Dauntless, schr., 8 g. t., b. '91, Chicago, passed out, '92. 
 Dauntless, Can. schr., wrecked near Fort Gratiot, '95. 
 Dauntless, schr., 15 g. t., b. '96, Alpena, in com.
 Davey, W. H., schr., sunk Middle Sister, '60.
 Dave & Mose, tug, 10 g. t., b. '73, Buffalo, in com.
 David, H., schr., sunk L. Ont., '55.
 Davidson, Can., schr., 150 g. t., b. '85, Hull, in com.
 Davidson, Fred, Can. tug, 50 n. t., b. '87, Penetang, in com.
 Davidson, James, scow, b. Buffalo, '52.
 Davidson, J., prop., 1,456 t., b. '74, wrecked L. Hur., '83.
 Davidson, Josie, prop., 28 g. t., b.84, Chicago, in com. 
 Davidson, Thomas, prop., 2,226 g. t.p b. '88, Milwaukee, in
 com.
 Davis, Annette, schr., damaged, '72.
 Davis, Charles, prop., 390 g. t. b. '81, Saginaw, in com. 
 Davis, C. J., schr., 63 t., b. Sheboygan, '70.
 Davis, Col., tug, burned Marine City, '90 
 Davis, Edward, Can. prop., 37 g. t., b. '87, Quoin, in com.
 Davis, Geo., schr., 245 t., b. Milan, '46.
 Davis, George, schr., wrecked Port Burwell, '63.
 Davis, Geo., schr., 15 g. t., b. '82, Sebewaing, in com.
 Davis, Geo. W., schr., 298 g. t., b. '72, Toledo, foundered L.
 Erie, '95.
 Davis, J. A., schr., capsized off Grand Haven, '68.
 Davis, J. H., schr., 46 g. t., b. '84, Gibraltar, lost L. Hur.,
 '93. 
 Davis, John, schr., 125 t., b. Milwaukee, passed out. 
 Davis, L. D., sty., 17 g. t., b. '88, Erie, in com. 
 Davis, Lizzie T., schr., 15 g. t., later the Argo. 
 Davis, Lyman M., schr., 195 g. t., b. '73, Muskegon, in com.
 Davis, Mike, stmr., burned Osceola, '91. 
 Davis, Minnie, schr., 173 g. t., b. '62, Dover, Ont., sunk by
 col., '92. 
 Davis, Nettie, schr., ashore Cleveland, '66. 
 Davis, P. M., Can. prop., 21 n. t., b. '79, Lachine, in com. 
 Davis, R., tug, 28 g. t., later the Fritz Karste. 
 Davis, Townsend, 67 t., b. '90, Buffalo, in com. 
 Davis, U. S., 63 t., b. '94. 
 Davis, W. H., Can. schr., sunk L. Erie, '60. 
 Davis, W. L., Can. tug, 46 g. t., b.82, Detroit, in com. 
 Davitt, Michael, tug, 24 g. t., b. '85, Buffalo, in com. 
 Davy, B. F., schr., 40 t., wrecked Port Colborne, '67. 
 Dawn, Can. prop., b. Montreal, '52. 
 Dawn, schr., 202 t., b. Milan, sunk by col. L. Erie, '59, 5 lives
 lost. 
 Dawn, Can. prop., 20 g. t., b. '88, Lakefield, in com. 
 Dawn, schr., 26 g. t., b. '88, Milwaukee, in com. 
 Dawn, sty., 9 g. t., b. '89, Bristol, R. I., in com. 
 Day, Daisy, prop., 146 g. t., b. '80, Manistee, wrecked L. Mich.,
 '91. 
 Day, Eliza, schr., 139 g. t., b. '69, Green Bay, in com. 
 Day, Erastus, tug, 69 g. t., b. '93, Buffalo, in com. 
 Day, Lewis, schr., 381 t., b. Chambres Island, '68. 
 Day, Mary A., Can. tug, 45 g. t., b. '77, Buffalo, in com. 
 Day Spring, schr., 87 g. t., b. '60, Milan, O., in com. 
 Dayton, schr., 85 t., sunk Erie, '46. 
 Dayton, prop., 336 t., b. Buffalo, '53. 
 Dayton, schr., 462 g. t., b. '71, Marine City, in com. 
 Dean, sty., 11 g. t.p b. '97, Clayton, in com. 
 Dean, J. C., schr., 67 g. t., b. '69, Essex, N. Y., in com.
 Dean, Julia, brig., wrecked Skillagalee, '55. 
 Decatur, Can., schr., 49 t., passed out. 
 De Coudres, J. P., schr., wrecked Milwaukee, '82. 
 Decunick, Chas. L., tug, 41 g. t., b. '72, East Saginaw, passed
 out, '92. 
 De Dondres, Can. schr., sunk Owena, '81. 
 Deer, tug, 48 g. t., b. '92, Grand Haven, in com. 
 Defender, S., prop., 88 g. t., b. '95, Baltimore, Md., in com.
 Defiance, Can. schr., 26 g. t., b. '45, Etobicoke, in com. 
 Defiance, schr., lost with 11 lives L. Ont., '55. 
 Defiance, schr., sunk by col. L. Mich., '56. 
 Defiance, schr., sunk L. Ont., '84. 
 Defiance, Can. schr., 161 n. t., b.59, Port Hope, in com. 
 DeGraff, J. H., tug, 15 g. t., b. '82, Tonawanda, in com. 
 DeGrote, bge., stranded Whitefish Point, '71. 
 Deland, stcb., 136 g. t., b. '87, Lockport, in com. 
 Delaware, stmr., 170 t. b. Huron, O., '33, wrecked near Chicago,
 '36. 
 Delaware, prop., 356 t., b. Charleston, '46, wrecked Sheboygan,
 '55, 10 lives lost. 
 Delaware, prop., b. '47, Black River, O. 
 Delaware, prop., wrecked Hammond's bay, '87. 
 Delaware, schr., 546 g. t., b. '68, Detroit, in com. 
 Delaware, Can. schr., 165 n. t., b. '72, South Bay in com.
 Delaware, prop., 1,731 g. t., b. '78, Cleveland, in com. 
 Delaware, sty., 5 g. t., b. '90, in com. 
 Deliah, tug, 16 g. t., b. '88, West Bay City, passed out, '96. 
 Delight, schr., in com., '62. 
 Delight, Can. prop., 26 g. t., b. '90, Bruce Mines, in com. 
 Delisle, Can. tug, 50 n. t., b. '69, Buffalo, in com. 
 Della, schr., 8 g. t., b. '90, Rogers City, Mich., in com
 Dell, Nancy, schr., 106 g. t., b. '79, Port Sheldon,
 Mich., in com.
 Delta, tug, 47 g. t., b. '83, Saugatuck, in com.
 Delta, schr., 269 g. t., b. '90, Algonac, in com.
 Delta, s. prop., 145 g. t., b. '96, Elizabethport, N. J., in
 com.
 Democrat, schr., 7 g. t., b. '77, Au Gres, Mich., in com.
 DeMolay, Jacques, sail v., b. Liverpool, arrived Toronto, '65.
 Denessen, John, tug, 24 g. t., b. '83, Fort Howard, Wis., in
 com.
 Denessen, Nettie, prop., 33 g. t., formerly Schiller, b. '84, Fort
 Howard, Wis., in com.
 Denis Brothers, tug, 45 g. t., b. '81, Green Bay, in com.
 Denis, C. W., Can. tug., 34 n. t., b. '74, Buffalo, in com.
 Denmark, Can. bge., 340 t., b. '63, Garden City, in com.
 Denmark, schr., 230 t., b. '66.
 Denver, schr., 33 g. t., b. '87, Sacket's Harbor, in com.
 Denver, prop., 1,295 g. t., b. '90, Milwaukee, in com.
 Depere, prop., 736 g. t., b. '73, Manitowoc, later the State of
 Michigan.
 Depuy, Capt. M., stcb., 136 g. t., b. '87, Buffalo, passed out,
 '91. .
 Derrick, stpd., 70 g. t., b. '88, Saginaw, in com.
 Deseronto, Can. prop., 44 n. t., b. '80, Deseronto, in com.
 Deshler, J. G., brig., 373 t., b. Cleveland, '54, sailed Europe,
 '63, and on return name changed to Cressington, sailed again and lost.
 Desmond, prop., 456 g. t., b. Port Huron, in com.
 Desmond, Jennie A., tug, 14 g. t., b. '87, Buffalo, in com.
 Despatch, Can. stmr., 200 g. t., b. '42, Hamilton.
 Despatch, tug, lost Point aux Barques reef, '71.
 Despatch, Can. tug, 49 n. t., b. '73, Buffalo, in com.
 Despatch, sty., 11 g. t., b. '90, Buffalo, in com.
 Dessault, D., stmr., 56 t., b. '86.
 Detroit, slp., 50 t., on L. Erie in 1796, wrecked, 1797, first
 vessel with American flag on L. Erie in 1796.
 Detroit, British flag-ship in battle L. Erie, b. Amherstburg, '13,
 480 t., 19 guns, sunk in Misery Bay, raised condemned '39, sent over the
 Niagara Falls.
 Detroit, Ist, stmr., 240 t., b. Toledo, '.33, wrecked on L. Mich.,
 '36.
 Detroit, schr., b. 'Milwaukee, '37, lost same year off
 Kenosha.
 Detroit, 2d, stmr., 350 t., b. Newport, '40, sunk, Saginaw bay by
 col., '54.
 Detroit, schr., wrecked L. Ont., '42.
 Detroit, prop., 290 t., b. Detroit, '45, condemned '63, made
 barge.
 Detroit, stmr., 1,113 t., b. Buffalo, '59, made prop., '71.
 Detroit, prop., 397 t., b. Cleveland, 61, sunk Saginaw bay,
 '63.
 Detroit, stmr., b. Algonac, '64, Det. f. b., burned, '75.
 Detroit, Can. bge., 364 n. t., b. 173, Montreal, in com.
 Detroit, prop., later prop. Congress.
 Detroit, schr., 300 t., sunk near Death's Door, '86.
 Detroiter, tug, 138 g. t., b. '93, Toledo, in com.
 Devereux, J. H., prop., 1,618 g. t., b. '85, Cleveland, in
 com.
 Devney, James P., tug, 9 g. t., b. '90, Ashtabula, in com.
 Dewer, John D., prop., 52 g. t., b. '85, Ludington, in com.
 Dewey, A. J., schr., 237 g. t., b. '75, Chaumont, N. Y., passed
 out, '96.
 DeWitt, W. H., schr., damaged by col., '62.
 DeWolf, Delos, schr., 307 g. t., b. '56, Oswego, in com.
 Dexter, tug, 36 g. t., b. '66, Buffalo, in com.
 Dexter, tug, b. Milwaukee, '73.
 Dey, D. P., Can. tug, 21 n. t., b. Buffalo, in com.
 Diamond. schr., 68 t., first v. b. Racine, about '40.
 Diamond, stmr., 336 t., b. Buffalo, '47, broken up.
 Diana, schr., 112 t., on Lake Ont. before 1812, bought by U. S.
 gov., armed,and renamed Hamilton.
 Diana, scow, b. '50, Black River, O. 
 Diana, schr., 12 g. t., b. '95, Chicago, in com.
 Dickenson, bge., 371 t., lost off Kewaunee, '86, 3 lives lost.
 Dickenson, D. O., schr., 384 t., b. Milwaukee, '54, lost Green
 Bay, '69.
 Dickenson, F. M., bge., wrecked near Kewaunee, '85, 3 lives
 lost.
 Dickinson, Dan, prop., 475 t., burned near Belle Isle, 188.
 Dickinson, Geo. B., tug, sunk Bay City, '86.
 Dickinson, Wm., tug, 78 g. t., b. '93, Benton Harbor, in com.
 Dickson, George B., tug, 32 g. t., b. '76, Buffalo, later the
 Henry.
 Dictator, prop., b. Buffalo, '64.
 Dictator, bge., sunk L. Erie, '80.
 Die Vernon, schr., wrecked '57, in com. '59.
 Diligence, schr., 32 t., b. L. Erie, '14.
 Dime, stmr., 47 t., b. Buffalo, '55.
 Dimick, Lorenzo, tug, 42 g. t., b. '83, Buffalo, in com.
 Dimmers, C. H., stcb., 133 g. t., b. '82, Buffalo, in com.
 Dimmers, George W., stcb., 126 g. t., b. '90, Buffalo, in com.
 Dina, tug, bought by U. S. gov., '63, for Mississippi river
 service.
 Dispatch, stmr., 225 t., b. Detroit, '48, later a tug and broken
 up Chatham, '60.
 Dispatch, tug, burned, Sandusky, '67.
 Dixie, scow, burned St. Clair R., '75.
 Dixie, Can. tug, 32 n. t., b. '88, Port Robinson, in com.
 Dixie, sty., 14 g.,t., b. '89, Detroit, in com.
 Dixie, schr., 8 g. t., b. '93, South Haven, in com.
 Dix, John A., stmr., 529 g. t. b. '65, Tonawanda, in com.
 Dixon, C. K., 149 t., b. '69.
 Dixon, David, schr., 26 g. t., b. '92, Detroit, in com.
 Dixon, Hiram R., prop., 329 g. t., b. '83, Mystic, Conn., in
 com.
 Dixon, Marion, schr., in com. '68.
 Dixon, S. O., tug, 29 g. t., b. '92, Manitowoc, in com.
 Doak, Ella, schr., 75 t., b. Pentwater, 68.
 Doak, Kate, schr., 146 t., lost Pere Marquette, with 2 lives,
 '67
 Doak, Lizzie, schr., 63 g. t., b. '68, Menekaunee, wrecked L.
 Mich., '92.
 Doane, J. W., schr., 11 g. t., b. '81, Lorain, in com.
 Doan, W. H., tug, 11 g. t., b. '81, Lorain, in. com.
 Dobbins, Anna, tug, sunk near Charities, '86.
 Dobbins, D. P., schr., 448 g. t., b. '63, Cleveland, in com.
 Dobbie & Manwaring, tug, in com., '54.
 Dobbie, Thomas, schr., 322 g. t., formerly Comanche, b. '67,
 Oswego, in com.
 Dole, Geo. W., stmr., b. Chicago '38, changed to schr., sunk at
 Buffalo, '56.
 Dollie M., schr., 38 g. t., b. '93, Escanaba, in com.
 Dolphin, schr., on L. Ont. before '12, wrecked L. Ont., '18.
 Dolphin, schr., 75 t., b. Milwaukee, '41, sunk L. Erie, '42.
 Dolphin, schr., 322 t., b. Milwaukee, sunk by col., Straits,
 '69.
 Dolphins, stmr., formerly Black Hawk, b. Clayton, '34.
 Dolphin, schr., passed down Ohio canal, Cleveland to
 New Orleans, '43.
 Dolphin, stmr., 42 t., b. Detroit, '49.
 Dolphin, schr., 139 t., b. '55, sunk L. Huron, '87.
 Dolphin, slp., 26 g. t., b. '66, Canada, in com.
 Dolphin, schr., capsized near Milwaukee, '70.
 Dolphin, Can. tug, 20 n. t., b. '71 England, in com.
 Dolphin, schr., sunk by col., Ludington, '74.
 Dolphin, Can. tug, 102 n. t., b. '81, Montreal, in com.
 Dominion, Can. stmr., 221 t., b. Wallaceburg, '63.
 Dominion, Can. prop., 370 n. t., b. '68, St. Catharines, in
 com.
 Dominion, Can. schr., sunk Hamilton, '71, by col.
 Dominion, stmr., sunk near Buffalo, '75.
 Dominion, Can. prop., 46 g. t., b. '84, Lindsay, in com.
 Dominion, Can. sail yt., 6 g. t., b. '82, Cobourg, in com.
 Dominion, Can. prop., 118 n. t., b. '90, in com.
 Don, stmr., 40 g. t., b. '92, in com.
 Donaldson, schr., 420 g. t., b. '67, Buffalo, in com.
 Donaldson, B., Can. schr. 162 g. t., b. '81, Hull, in com.
 Donaldson, George S., tug, 13 g. t., b. '83, Buffalo, in com.
 Donaldson, Jas. P., prop., 521 g. t., b. '80, Marine City, in
 com.
 Donnelly, Horace, Can. schr., 1,58 g. t., b. '79, Hull, in
 com.
 Don Quixote, stmr., 80 t., b. Toledo, '36, wrecked L. Hur.,
 '36.
 Door, G. J., tug, 26 g. t., formerly Gertrude.
 Dora, Can. prop., 48 g. t., b. '89, Openican, in com.
 Dora, slp., 14 g. t., b. '93, Michigan City, in com.
 Doran B., schr., foundered L. Ont., '68.
 Dorchester, Can. bge., 427 g. t., b. '73, Quebec, in com.
 Dormer, Grace, prop., 65 g. t., b. '68, Buffalo, in com.
 Dorothy, Can. prop., 10 g. t., b. '88, Kingston, in com.
 Dorr, Anna P., tug, 44 t., b. '70, sunk near Dunkirk, '88.
 Dorr, E. P., schr., 293 t., b. Chicago, '61, injured by water
 spout, '61.
 Dorr, E. P., tug, sunk by col. Saginaw bay, '56.
 Dorr, G. J., tug, 26 a. t., b. '85, Saugatuck, in com.
 Dortha, Can. prop., 53 n. t., b. '94, Hamilton, in com., formerly
 Lizzie.
 Dot, schr., 300 t., b. '65, sunk Grand Marais, '83.
 Doty, L. R., prop., 2,056 g. t., b. '93, West Bay City, foundered
 L. Mich., '98, with entire crew.
 Doty, Susan C., Can. tug, 40 n. t., b. '88, Goderich, in com.
 Doud, Reuben, schr., 324 g. t., b. '713, Winneconne, Wis., in
 com.
 Dougall, John, Can. brig., bilged L. St. Clair, '44.
 Douglas, E. T., stcb., 137 g. t., b. '95, Buffalo, in com.
 Douglas, George, Can. prop., 42 g. t., b. '80, Thorold, in
 com.
 Douglas, Sir James, Can. prop., 163 g. t., b. '84, Victoria, in
 com.
 Douglass, Henry, sty., 20 g. t., b. '85, New York, later the
 Caprice.
 Douglass, prop., 278 g. t., b. '82, Saugatuck, in com.
 Douglass, tug, 97 g. t., b. '88, Toledo, in com.
 Douglass, E., stmr., 107 g. t., b. '96, in com.
 Douglass, Stephen A., schr., 360 t., b. Sacket's Harbor, '59, lost
 L. Mich., '62.
 Dousman, G. D., schr., 276 g. t., b. '57, Cleveland, passed out,
 '94.
 Dousman, M., schr., 86 t., b. Milwaukee, '43, sunk Dunkirk,
 '52.
 Dousman, Nancy, schr., 130 t., b. '33, Black River, O., wrecked
 Mackinaw, '34.
 Dousman, Rose, schr., 133 t., lost near Buffalo, '67, with 3
 lives.
 Dove, Can. gunboat, b. '14, York, broken up.
 Dove, stmr., 440 g. t., b. '67, Trenton, burned Toledo, '97.
 Dover, stmr., 81 t., b. Port Dover, '50, wrecked near Port Dover,
 '55.
 Dow, George, Can. schr., 155 g. t., b. '75, Port Rowan, n com.
 Dowling, Tom, tug, 36 g. t., b. '73, Cleveland, in com. 
 Dow, Neal H., prop., 10 g. t., b. '89, Buffalo, in com.
 Downey, Nellie P., schr., sunk L. Ont., '84.
 Downey, Robert, tug, 25 g. t., b. '93, Buffalo, in com.
 Downey, Tom, schr., burned L. Ont., '69.
 Downing, Jack, stmr., 80 t., b. Sandusky, '34, into vessel.
 Downing, Madeline T., schr., 274 g. t., formerly Mary Copley, b.
 '73, Chaumont, N. Y., in com.
 Downing, Major Jack, stmr., 45 t., b. Erie, '34.
 Downs, Kittie, tug, 34 g. t., b. '90, Ashtabula, in com.
 Dows, David, schr., 1,481 t., b. Toledo, '82, wrecked near
 Chicago, '89.
 Doyle, Tim, Can. tug, 20 n. t., b. '76, Buffalo, in com.
 Dragon, tug, 28 g. t., b. '66, Buffalo, in com.
 Drake schr., b. '55, Black River, O. 
 Drake, Ben, tug sunk, Peshtigo, '82.
 Drake, John H., schr., 350 t., wrecked L. Mich., '69, lost
 '72.
 Drake, L. W., schr., 456 t., b. '81, Bay City, in com. 
 Drake, M. M., tug, 13 t., b. '79, Buffalo, in com.
 Drake, M. M., prop., 1,102 g. t., b. '82, Buffalo, in com. 
 Dreadnaught, schr., 59 g. t., b. '67, Detroit, passed out,
 '93.
 Dreadnaught, schr., wrecked Grand Island, L. Sup., '70.
 Dreadnaught, schr., 104 g. t., b. '77, dismantled.
 Dreadnaught, schr., 10 g. t., b. '77, Saginaw, in com.
 Dreadnaught, schr., 104 g. t., b. '77, Ticonderoga, passed out,
 '97.
 Dreadnaught, tug, 31 g. t., b. '81, Cleveland, in com.
 Dreadnaught, schr., sunk by col. off Point au Gres, '86.
 Dreadnaught, schr., lost '93, L. Mich.
 Dream, schr., 80 t., b. Cleveland, '59.
 Dream, Can. prop., 12 g. t., b. '86, Kingston, in com.
 Dresden, Josephine, schr., 84 g. t., b. '52, Michigan City, in
 com.
 Drew, George C., schr., b. before '50, wrecked L. Hur. '66.
 Drew, Susan, schr., passed out.
 Drift, schr., ashore, Manitowoc, '43.
 Driver, schr., 137 g. t. b. '56 Milwaukee, in com.
 Dromedary, prop., burned L. Ont., '82.
 Druld, Can. prop., 239 g. t., b. '56, Glasgow, in com.
 Druid, slpy., 16 g. t., b. '85, Chicago, in com.
 Drummond, Brit. schr., captured by U. S., L. Ont., '13.
 Drummond, Jesse, Can. prop., 292 g. t., b. '65, St. Catharines, in
 com.
 Dubuque, prop., 384 t., b. Buffalo, '57.
 Duchess, tug, 30 g. t., b. '87, Geneva, N. Y., in com.
 Duchess of York, Can. stmr., 347 n. t., b. '95, Montreal, in
 com.
 Dude, sIp., 5 t., b. L. 0nt., '85.
 Dudley, F., Can. schr., 154 g. t., b. '79, Hull, in com.
 Dudley, Herbert, Can. schr., 283 n. t., b. '61, St. Catharines, in
 com.
 Dudley, Joe D., tug, 38 g. t., b.65, Buffalo, in com.
 Duff, Nellie A., schr., 54 g. t., b. '85, Port Clinton, lost off
 Lorain, '95, 3 lives lost.
 Du Fond, Amable, Can. sty., 17 g. t., b. '94, Arnprio in com.
 Duke, schr., lost L. Ont., '54, 4 lives lost.
 Duke of Gloucester, Brit. v., 14 guns, L. Ont., '12.
 Duke of Kent, Can. gunboat, b. about 1776, Navy
 Point.
 Duke of Kent, Can. gov. schr., b. L. Ont., before 1803. 
 Duke of Wellington, Can. schr., 133 t., b. '20.
 Duluth, Can. bge., 364 n. t., b. '73, Quebec, in com.
 Duluth, prop., 247 g. t., b. '90, Cleveland, in com.
 Dunbar, C. F., Can. tug, 40 n. t., b. '89, Erie, in com.
 Dunbar, C. F., tug, b. Buffalo, '98.
 Dunbar, Geo., tug, 238 g. t., b. '67, Allegan, in com.
 Dunbar, Robert, tug, 11 g. t., b. '67, Buffalo, in com.
 Duncan City, schr., 325 t., lost, '88.
 Duncan City, tug, 179 g. t., b.83, Manitowoc, in com. 
 Duncan, John, prop., 1,267 g. t., b. '91, Green Bay, in com.
 Duncan, Maggie, prop., 535 g. t., b. '90, Fort Howard, in com.
 Dundee, Can. schr., 262 n. t., b. '70, St. Catharines, in com.
 Dundee, schr., 1,043 g. t., b. '93, West Bay City, in com. 
 Dunderburg, schr., sunk L. Hur.,68, by col.
 Dune, tug, b. Buffalo, '55.
 Dunford, Fred J., schr., 273 g. t., b. '73, Port Huron, in
 com.
 Dunham, Can. scow, lost L. Erie, '71, with all hands. 
 Dunham, M. M., schr., 106 g. t., b. '69, St. Joseph, in com.
 Dunham, Robbie, tug, 34 g. t., b. '81., Chicago, in com. 
 Dunham, Wm. H., schr., 184 g. t., b. '73, Eastmanville, Mich., in
 com.
 Dunkirk, schr., wrecked Cattaraugus creek, '29.
 Dunlap, Geo. L., stmr., 358 t., b. Green Bay, '64.
 Dun, Mary, schr., 31 g. t., b. '86, Menominee, in com.
 Dunmore, English schr., 106 t., b. Detroit, 1772.
 Dunmore, Can. bge., 675 n. t., b. '95, Kingston, in com. 
 Dunn, S. H., Can. schr., 535 n. t., b. '77, South Bay, in com.,
 formerly W. R. Taylor.
 Durant, stcb., 132 g. t., b. '79, Havana, N.Y., in com.
 Durham, M. L., 116 t., b. '69.
 Durkee, G. R., schr., 25 g. t., b. '87, Sebewaing, in com. 
 Duro, stpd., 11 g. t., b. '94, Cleveland, in com.
 Durr, May, prop., 583 g. t., b. '88, Milwaukee, later the John
 Spry.
 Dussault, D., tug, 56 g. t., b. '86, Sandusky, in com.
 Dutton, A. P., schr., foundered L. Mich., '69, 4 lives lost.
 Duvall, J., 131, g. t., b. '74, Manitowoc, in com.
 Dyer, George H., prop., 1,372 g. t., b. '88, Milwaukee, in
 com.
 Dyer, Tom, schr., sunk L. Erie,57.
 Dykes, Mary E., schr., 44 g. t., b. '97, Eastmanville, Mich., in
 com.
 
 
 E
 Eagan, Wiley M., prop., 1,677 g. t., b. '87, Cleveland, passed
 out, '91.
 Eagle, on L. Ontario before 1809.
 Eagle, schr., sunk off Long Point, '20.
 Eagle, schr.; 130 g. t., b. '27, Perrysburg, O. 
 Eagle, schr., wrecked L. Erie, '38.
 Eagle, schr., total loss Sandusky, '52.
 Eagle, schr., capsized L. Mich., '48, 7 lives lost.
 Eagle, J. E., tug, burned near Bay City, '69.
 Eagle, Can. bge., 344 n. t., b. '72, Quebec, in com.
 Eagle, Can. prop., 14 g. t., b. '75, Buffalo, in com.
 Eagle, tug, 21 g. t., b. Onekama, Mich., '87, in com.
 Eagle, Can. prop., 12 g. t., b. '97, Collingwood, in com.
 Eagle Wing, schr., 356 t., total loss, '69.
 Eagle Wing, schr., sunk off Bar Point, '78.
 Eagle Wing, schr., 11 g. t., b. '89, Bay City, passed out,
 '97.
 Eagle Wing, schr., 265 g. t., b. '56, in com.
 Earl, Can. tug, 35 n. t., b. '93, Wallaceburg, in com.
 Earl, Hattie, schr 100 g. t., b. '69, South Haven, wrecked L.
 Mich., '93.
 Earl of Cathcart, Can. prop., b. Malden, '46.
 Earl of Cleveland, schr., ashore Kelley's Island, '67.
 Earl of Moira, 262 t., Brit. v., 14 guns, on L. Ont., '12, later
 the Star.
 Early Bird, schr., 28 g. t., b. '74, Eastmanville, Mich., passed
 out, '97.
 Early, Margaret, schr., 11 g. t., b. '79, St. James, Mich., in
 com.
 Earnest, J. R., s. lighter, 50 g. t., b. '82, Berlin, O., in
 com.
 Earnshaw, F. O., tug, 33 g. t., b. '86, Saugatuck.
 Earny, schr., 35 g. t., b. '97, in com.
 Eason, Sarah J., schr., ashore Long Point, '52.
 East, prop., in com. '68.
 Easton, Hiram, Can. tug, 40 n. t., b. '80, Merrickville, in
 com.
 Easton, R. P., prop., 19 g. t., b. '96, Saugatuck, in com.
 Easton, R. P., tug, 12 g. t., b. '75, Muskegon, passed out,
 '96.
 East Saginaw, prop., 350 t., b. '66, lost L. Hur., '83.
 Eaton, A., tug, 14 g. t., b. '72, Milwaukee.
 Eaton, Barney, schr., 166 t., lost with 3 lives L. Mich., '67.
 Ebenezer, schr., 157 g. t., formerly Watts Sherman, b. '47,
 Buffalo, in com.
 Ebenezer, schr., 39 g. t., b. '90, Ephraim, Wis., in com.
 Eccles, Katie, Can. schr., 122 g. t., b. '77, Deseronto, in
 com.
 Eccles, Maud, in com. '79.
 Echo, Can. schr., lost L. Ont., '61.
 Echo, schr., 41 t., capsized off Charlotte, '69.
 Echo, Can. schr., 78 n. t., b. '54, Port Nelson, in com.
 Echo, schr., 253 t., b. Milan, '54.
 Echo, Can. prop., 6 g. t., b. '82, Brockville, in com.
 Echo, prop., 15 g. t., b. '92, Benton Harbor, in com.
 E. C. L., bark, damaged at Cleveland, '55.
 Eclipse, schr., 58 t., b. Vermilion, '23.
 Eclipse, stmr., b. '37, formerly the Adelaide.
 Eclipse, Can. schr., 400 g. t., b. '43, Niagara changed to
 schooner.
 Eclipse, prop., 620 t., b. Buffalo,57.
 Eclipse, Can. stmr., formerly Commerce.
 Eclipse, schr., burned in Chicago fire, '71.
 Eclipse, tug, burned Lakeport, L. Ont., '71.
 Eclipse, schr., wrecked L. Mich., '82.
 Eclipse, tug, 74 t., b. '78, foundered L. Erie, '83, 7 lives
 lost.
 Eddie, schr., 30 g. t., b. '92, Mt. Clemens, in com.
 Eddy, Charles A., prop., 2,075 g. t., b. '89, Detroit, in com.
 Eddy, E. B., Can. tug, 137 n. t., b. '81, Hull, in com.
 Eddy, Edwin, tug, 36 g. t., b. '78, Buffalo, passed out, 195.
 Eddy, Ella Clarissa, Can. schr., 141 g. t., b. '81, Hull, in
 com.
 Eddy, John F., prop., 1,678 g. t., b. '86, Detroit, in com.
 Eddy, Lulu, sty., 19 g. t., b. '88, West Bay City.
 Eddy, Newell A., schr., 1,270 g. t., b. '90, West Bay City, lost
 L. Hur., with all hands, '93.
 Eddy, Selwyn, s. prop., 2,846 g. t., b. '93, Wyandotte, in
 com.
 Eden, Mary, scow, capsized L. Mich., '70.
 Edith, prop., 545 t., in com. '52, passed out.
 Edith May, Can. prop., 45 g. t., b. '87, Port Sandfield, in
 com.
 Edmond, Can. tug, 39 n. t., b. '79, Bedford Mills, in com.
 Edmonds, Thomas, sty., 23 g. t., b. '88, Buffalo,
 passed out, '97.
 Edna, schr., 53 g. t., b. *62, New Baltimore, Mich., in com.
 Edna G., prop., 154 g. t., b. '96, Cleveland, in com.
 Edson, C. R., tug, 29 g. t., b. '89, Cleveland, in com.
 Edson, John M., stpd., 20 g. t., b. '89, Sandusky, in com.
 Edwards, D. F., tug, in com., '75.
 Edwards, Frank, tug, 39 g. t., b. '90, Grand Haven, in com.
 Edwards, J. R., schr., 435 g. t., b. '83, Marine City, in com.
 Edwards, J. T., tug, b. '66.
 Edwards, Stewart, tug, 15 g. t., b. '76, Grand Haven, in com.
 Edwards, W. C., Can. schr., 154 g. t., b. '80, Ottawa, in com.
 Edwards, William, prop., 1,272 g. t., b. '79, Abbots Bridge, O.,
 in com.
 Effie B., tug, 51 g. t., b. '96, Ashtabula, in com.
 Effie L., tug, 36 g. t., b. '75, Cleveland, in com.
 Effort, schr., 55 t., b. Erie.
 Effort, Can. bge., 51 g. t., b. '89, Wallaceburg, in com. 
 Egan, Marion, schr., sunk by col., '75.
 Egan, Wiley M., prop., 1,677 g. t., b. '87, Cleveland, in com.
 Eggers, John, 25 g. t., b. '87, Milwaukee, in com.
 Egyptian, schr., lost Pt. Pelee, L. Erie, '56.
 Egyptian, Can. stmr., 350 g. t., b. '73, Montreal, sold to U. S.
 owners.
 Egyptian, prop., sunk by col., L. Erie, '81.
 Egyptian, prop., 1,429 g. t., b. '73, Black River, O., burned L.
 Hur., '97.
 Eighth Ohio, prop., 106 g. t., b. '67, Sandusky, in com. 
 Eileen, Can. sty., 11 g. t., b. '93, Moose Creek, in com. 
 Elbe, schr., 57 t., b. Cleveland, '45, sunk L. 'Mich., '68. by
 col.
 Elbe, schr., damaged by col., '83.
 Eldorado, bge., foundered near Erie, '80.
 Eldorado, 96 g. t., b. '93, Buffalo, in com.
 Eldredge, Addie, schr., 30 t., sunk South Haven, '85.
 Eleanor, schr., b. L. Erie before '12.
 Eleanor, schr., wrecked, L. Ont., '48.
 Eleanor, tug, sunk off Pigeon island, '91.
 Eleanor, schr., 421 g. t., b. '85, Mt. Clemens, in com.
 Eleanor, sty., 20 g. t., b. '95, Rochester, in com.
 Eleanor, schr., 225 g. t., b. '96, Buffalo, passed out, '97. 
 Eleanor, tug, 17 g. t., b. '97, Saugatuck, in com.
 Electric, Can. prop., 23 g. t., b. '87, Toronto, in com.
 Elenora, bark, wrecked Hamilton, '48.
 Elfin, Can. prop., now the Can. prop. Julia.
 Elfin Mere, prop., 1,054 g. t., b. '87, West Bay City, in com.
 Elfrida, s. prop., 122 g. t., b. '89, Wilmington, Del., in
 com.
 E. L. G., schr., 13 g. t., b. '90, Charlotte, N. Y., in com. 
 Elgin, Can. schr., 330 g. t., b. '74, St. Catharines, in com. 
 Elgin, Can. schr., name changed to Oakland, '85.
 Elgin, Can. tug, 16 n. t., b. '90, Port Elgin, in com.
 Elgin, Can. tug, 16 g. t., broken up, '97.
 Elgin, Wm., schr., 275 t., lost, '88.
 Elida, schr., 192 g. t., b. '63, Milwaukee, in com.
 Elida, Can. sty., 53 n. t., b. '91, New Glasgow, in com. 
 Elite, Can. tug. 22 t., b. '94, Goderich, in com.
 Eliza, schr., 22 t., b. prior to '34.
 Eliza, schr. capsized near Milwaukee, '83.
 Eliza, schr. 30 g. t., b. '68, Spring Lake, Mich., passed put,
 '91.
 Eliza, schr., 170 g. t., 4. '68, Bangor, Mich., passed out, '93. 
 Eliza, prop., 15 g. t., b. '92, Grand Marais, in com.
 Eliza Caroline, schr., ashore L. Erie, '71.
 Elizabeth, Can. v., b. Missisaga Point. '08.
 Elizabeth, schr., lost near Conneaut, '20, several lives lost.
 Elizabeth, schr., 27 t., burned L. Ont., 152.
 Elizabeth, schr., sunk L. Ont., '57.
 Elizabeth, schr., 24 g. t., b. '67, Erin, Mich., in com,
 Elizabeth, bge., b. Smith's Falls, '69.
 Elizabeth, sty., 9 g. t., b. '79, Buffalo, passed out, '94. 
 Elizabeth, tug., 9 g. t., b. '79, in com.
 Elizabeth, schr., 9 g. t., b. '87, Milwaukee, in com.
 Elizabeth, schooner, 25 g. t., b. '87, Sturgeon Bay, in com.
 Elizabeth G., tug, 25 g. t., b. '92, Manistee, in com.
 Eliza May, Can. schr., 850 t., sailed Kingston to Liverpool,
 '54.
 Elk, Can. schr., 180 g. t., b. '56, Port Robinson, in com. 
 Elk, tug, 57 g. t., b. '92, Grand Rapids, in com.
 Elk, sty., 9 g. t., b. '93, in com.
 Ella, prop., 15 g. t., b. '74, Poughkeepsie, in com.
 Ella B., tug, 9 g. t., b. '82, Buffalo, passed out, '95.
 Ella G., prop., 116 g. t., b. '82, Pt. Clinton, O., in com. 
 Ella H., sty., 26 g. t., b. '84, Buffalo, in com.
 Ellen, schr., 61 t., wrecked L. Ont., '48, 8 lives lost.
 Ellen, schr., sunk, Thunder bay, '56.
 Ellen, prop., 349 g. t., b. '93, Milwaukee, in com.
 Ellen, schr., 37 t., b. '96, Pinconning, Mich., in com.
 Ellen G., schr., 86 g. t., b. '54, Detroit, in com.
 Ellen Gertrude, prop., 15 g. t., b. '96, Harbor Springs, Mich., in
 com.
 Ellida, prop., sunk by col., Duluth, '93.
 Ellington, schr., 190 t., b. Vermilion, sunk near Toledo by col.,
 '69.
 Ellinwood, Ella, schr., 157 g. t., b. '69, East Saginaw, in
 com.
 Elliot, R. R., stmr, 321 t., b. Newport, '54, dismantled '66, made
 a bge.
 Elliott. bge., 184 t., lost off Port Burwell, '72.
 Elliott, Clara A., tug, 21 g. t., b. '82, Saugatuck, in com.
 Elliott, Kittie, schr., 12 g. t., b. '90, Au Sable, Mich., passed
 out, '97.
 Ellis, Mary, Can. schr., 59 g. t., b. '55, Bronte, in com. 
 Ellis, O. A., tug, 39 g. t., b. '86, Oconto, Wis., in com.
 Ellsworth, Col., schr., 318 g. t., b. '61, Euclid, wrecked
 Whitefish Point, '95.
 Ellsworth, Lem, schr., 340 g. t., b. '74, Milwaukee, foundered L.
 Mich., '94, 7 lives lost.
 Ellsworth, S. S., 113 t., b. '69.
 Elm, Can. bge., 146 g. t., b. '73, Kingston, in com.
 Elma, schr., 400 g. t., b. '73, Marine City, wrecked L. Sup., '95,
 1 life lost.
 Elma, sty., 30 g. t., b. '97, Buffalo, in com.
 Elm City, schr., burned Erie, '66.
 Elmer, Can. tug, 45 n. t., b. '77, St. Catharines, in com. 
 Elmer, tug, 31 g. t., b. '82, Mt. Clemens, in com.
 Elmira, scow, b. '52, Black River, O., sunk Erie, '55.
 Elmira, schr., lost L. Ont., '66.
 Elmira, schr., 296 t., b. Sacket's Harbor, '68.
 Elmira, prop., about 600 t., b. Cleveland, '56.
 Elphicke, C. W; prop., 2,058 g. t., b. '89, Trenton, Mich., in
 com.
 Elphicke, C. W., tug, 43 g. t., b. '89, Saugatuck, in com.
 Elsa, tug, 33 g. t., b. '95, Sandusky, in com.
 Elsa M., tug, 14 g. t., b. '93, Oshkosh, in com.
 Elsie, I. C., Can. tug, 33 g. t., b. '93, Waubaushene, in com.
 Elva, schr., 69 g. t., b. '62, Port Huron, in com.
 Elva, sty., 81 g. t., b. '89, Chicago, in com.
 Elvina, schr., 296 g. t., b. '68, Sacket's Harbor, in
 com.
 Ely, Geo. H., bge., total loss., near Detour, '82.
 Elyna, schr., 100 t., b. Black River, O., '67, wrecked Erie, '70,
 2 lives lost.
 Ely, Samuel P., schr., 627 g. t., b. '69, Detroit, wrecked L.
 Sup., '96.
 Emary, Can. schr., 79 g. t., b. '67, Ticonderoga, in com.
 E. M. B. A., tug, 4 g. t., in com.
 E. M. B. A., tug, 99 g. t., b. '91, Grand Haven, Mich., in
 com.
 Emblem, schr., sunk Long Point, '55.
 Emeline, schr., 127 g. t., b. '64, Detroit, wrecked L. Alich.,
 '96.
 Emeline, prop., 52 g. t., b. '90, Wenona, Mich., passed out,
 '91.
 Emerald, schr., on L. Erie, '31.
 Emerald, stinr., 2,50 t., b. Chippewa, '44, sunk Bear Creek,
 '58.
 Emerald, brig., b. '44, Black River, O. 
 Emerald, stnir., sunk, St. Clair flats, '55.
 Emerald, bge., Sunk Saginaw r., '80.
 Emerald, bge., 272 t., lost off Kewaunee, '86, 5 lives lost.
 Emerald, Can. schr., 394 n. t., b. '72, Port Colborne, in com.
 Emerald, tug, 215 g. t., b. '62, Algonac, in com.
 Emerald, schr., 286 g. t., b. '69, Saginaw, in com.
 Emerillion, Can. tug, 15 nt., b. '83, Three Rivers, in com
 Emerson, Geo., tug, 35 g. t., b. '84, Buff alo, in com.
 Emery, H. A., schr., 67 g. t., b. '87, West Bay City, in com.
 Emery, Temple, tug, 155 g. t., b. '86, West Bay City, in com.
 Emery, W. Y., Can. schr., 234 n. t., b. '67, Port Burwell, in
 com.
 Emeu, schr., 550 t., sunk Tawas bay, '75, lost, '88, L. Hur.
 Emigrant, prop., 275 t., b. Cleveland, '43, altered to a brig.,
 '45, lost Avon Pt., same year.
 Emila, stmr., 15 g. t., b. '83, in com.
 Emile, Can. prop., 25 n. t., b. '92, Ottawa, in com.
 Enillie, H. N., schr., 37, g. t., b. '91, Grand ~larals, in
 com.
 Emily, schr., lost L. St. Clair, '30, 7 lives lost.
 Emily, Can. schr., 50 t., b. Goderich, passed out.
 Emily, schr., 109 t., wrecked Grand River, Ont., '59.
 Emily, schr., foundered L. Mich., '57, 5 lives lost.
 Emily, Can. scow, 29 g. t., b. '90, Belle River, in com.
 Emily and Eliza, schr., 63 g. t., b. '74, Oak Harbor, O., in
 com.
 Emily, C., schr., wrecked Georgian Bay, '58.
 Emily May, Can. stmr., 362 t., b. '61, Belle Ewart, in com.
 Emily May, Can. schr., b. '61, Orillia.
 Emily May, Can. slp., 36 t., b. '79, Dog Lake, in com.
 Emily, Rhoda, prop., .570 t., b. '84, Trenton, in com.
 Emlin, schr., in com. '46, passed out.
 Emma, slp., 42 t., b. Ashtabula, '43.
 Emma, schr., 110 t., b. '53, sunk L. Mich., '83.
 Emma, schr., lost near Blue Point, '69.
 Emma, stcb., 135 t., b. '78, Havana, N. Y., passed out, '97.
 Emma, schr., 10,r. t., b. '82, Sand Beach, passed out, '96.
 Eninia, schr.,57 t., b. '82, Chaumont, N. Y., in com.
 Eninia, Can. sty., 6 g. t., b. '94, Hamilton, in com.
 Emma, Can. sty., 75 t., b. '94, Collingwood, in com.
 Emma D., slp., 21 g. t., b. '90, Oak Point, N. Y., in com.
 Emma Jane, schr. foundered L. Erie, '64, 7 lives lost.
 Emma V., sty., in com., '89.
 Emmanuel, schr., 23 g. t., b. '90, Fish Creek, Wis., in com.
 Emmett, Robert, schr., 246 t., b. Buffalo, '47.
 Emmett, Robert, tug, 32 t., formerly Col. Graham, b. '63, Racine,
 in com.
 Empire, brig., b. Three Mile Bay, L. Ont., '43, wrecked Oswego,
 '51.
 Empire, stmr., 1,136 t., b. Cleveland, '44, made prop., lost, '70,
 Long Point.
 Empire (2d), stmr., 100 t., b. Grand Rapids, '45.
 Empire, Can. stmr., b. about '47, Montreal.
 Empire, bark, wrecked L. Erie, '57, 11 lives lost.
 Empire, prop., 265 g. t., b. '61, Cleveland, passed out, 1914.
 Empire, 704 t., b. Detroit, '62. 
 Empire, schr., 73 g. t., b. '89, Saratoga, passed out, '95. 
 Empire City, s. prop., 4,118 g. t., b. '97, Cleveland, in com.
 Empire State, stmr., 1,700 t., b. St. Clair, '48, made drydock at
 Buffalo, '58.
 Empire State, schr., 298 g. t., b. '54, Buffalo, in com.
 Empire State, schr., total loss, Thunder bay, '77.
 Empire State, prop., 1,116 g. t., b. '62, Buffalo, in com.
 Empire State, stmr., 379 g. t., formerly Sylvan Stream, b. '63,
 New York, in com.
 Empress, stmr., burned Kingston, '68.
 Empress, Can. stmr., 410 n. t., b. '75, Montreal, in com.,
 formerly Peerless.
 Empress, Can. slp., 71 n. t., b. '76, Seeley's Bay, in com.
 Empress, Can. prop., 36 g. t., b. '91, Sturgeon Falls, in com.
 Empress of India, Can. stmr., 425 n. t., b. '76, Mill Point, in
 com.
 Empress Victoria, Can. stmr., 106 g. t., b. '94, Huntsville, in
 com.
 Emulator, Can. prop., 25 g. t., b. '90, Maganetawan, in com.
 Endeavour, Can. bge., 79 g. t., b. '81, Wallaceburg, in com.
 Endora, schr., b. '43, Black river, O. 
 Endress, C. W., tug, b. Manitowoc, '98.
 Endress, Bertha, Can. tug, 32 t., b. '76, Two Rivers, in com.
 Endress, Richard R., tug., 31 g. t., b. '85, Manitowoc, in
 com.
 Energy, schr., wrecked, Traverse bay, '54.
 Energy, Can. prop., 99 n. t., b. '83, Wallaceburg, in com.
 Eng, bge., b. East Saginaw, '74.
 England, Can. bge., 341 g. t., b. '63, Brockville, in com.
 England, Can. bge., 448 n. t., b. '66, Brockville, in com.
 Engle, Fred, tug, 21 g. t., b. '75, Milwaukee, in com.
 Englesbe, Loretta, prop., 31 g. t., b. '87, Geneva, N. Y., passed
 out, '97.
 Englesbe, Loretta, prop., 62 g. t., b. '87, Erie, passed out,
 '95.
 Enola, sly., 6 g. t., b. '92, in com.
 Enos, Jess, tug, 13 g. t., b. '88, Ashtabula, in com.
 Enquirer, s. sty., 140 g. t., b. '96, Buffalo, in com.
 Enterprise, schr., b. Detroit, 1769, first craft known to have
 been built in that city.
 Enterprise, 1st stmr., 250 t., b. Cleveland, '26, wrecked.
 Enterprise, Can. schr., 200 g. t., b. '34, Kingston, broken
 up.
 Enterprise, slp., 19 t., b. Detroit, '43.
 Enterprise, brig., 207 t., b. Grand Rapids, '45.
 Enterprise, stmr., 100 t., b. Green Bay, '45
 Enterprise, scow, lost L. Hur., '61.
 Enterprise, Can. scow, 136 g. t., b. '63, Port Robinson, in
 com.
 Enterprise, Can. prop., 620 t., b. St. Catharines, '64, wrecked,
 L. Hur., '94, now the Norseman.
 Enterprise, Can. schr., 16 g. t., b. '64, Long Point, in com.
 Enterprise, Can. prop., 60 g. t., b. '69, Carleton Place, in
 com.
 Enterprise, Can. prop., 148 g. t., b. '69, Rama, in com.
 Enterprise, Can. schr., 105 g. t., b. '71, Port Hope, in com.
 Enterprise, schr., capsized off Racine, '74.
 Enterprise, stcb. 120 g. t., b. '75, Buffalo, passed out, '94.
 Enterprise, Can. schr., 14 g. t., b. '80, Kincardine, in com.
 Enterprise, schr., total loss, West Point, Ont., '82.
 Enterprise, prop., sunk L. Hur.,83, several lives lost.
 Enterprise, tug, 21 g. t., b. '88, Cleveland, in com.
 Enterprise, prop., 80 g. t., b. '88, Erie, lost, '94, L. Hur.
 Enterprise, Can. tug, 30 n. t., b. '92, Port Bruce, in com.
 Equator, schr., 132 t., b. Charleston, sunk off Conneaut, '43.
 Equator, prop., 620 t., b. Buffalo, '57, wrecked North Manitou,
 '69.
 Equinox, prop., 620 t., b. Buffalo, '57, sunk L. Mich. with 25
 persons, '75.
 Steel whaleback steamer John
 Ericsson.Ericsson, John, s. prop., 3,201 g. t.,
 b. '96, West Superior, in com.
 Erie, sloop., b. Black Rock, '10, captured Mackinaw, '12, by
 British.
 Erie, schr., 80 t., b. Black Rock, '16.
 Erie, schr., 62 t., b. Buffalo, '33, as U. S. rev. cut. Lewis
 McLane, sunk off Marblehead, '72.
 Erie, brig., b. '36, Black River, O. 
 Erie, stmr., 497 t., b. Erie, '37, burned off Silver Creek, '41,
 250 lives lost.
 Erie, stmr., sunk off Port Huron by collision with ice, '42.
 Erie, slp., foundered L. Mich., '43, 6 lives lost.
 Erie, schr., sunk by col. near Sandusky, '51.
 Erie, tug, 57 g. t., b. '76, Buffalo, in com.
 Erie, bge., total loss at Hamburg, '78.
 Erie, Can. bge., 307 n. t., b. '71, Quebec, in com.
 Erie, tug, 21 g. t., b. '88, Sandusky, in com.
 Erie, tug, 43 g. t., b. '97, Detroit, in com.
 Erie Belle, Can. tug, 292 t., b.62, boiler exploded Kincardine,
 '83, killing 4 persons.
 Erie Belle, Can. schr., 354 n. t., b. '73, Port Burwell, in
 com.
 Erie Packet, b., Fort Erie, 1796.
 Erie Packet, schr., 33 t., b. Erie, '23.
 Erie Queen, schr., sunk Oswego, '81.
 Erie Queen, schr., 192 g. t., later the Chas. C. Buell.
 Erie Queen, Can. schr., 217 g. t., b. '74, Port Rowan, in com.
 Erie Stewart, Can. schr., 303 n. t., b. '74, Port Dover, in
 com.
 Erie Wave, schr., 263 t., capsized L. Erie, '85.
 Erie Wave, Can. schr., capsized L. Erie, '89, 8 lives lost.
 Erin, Can. schr., in com., '52.
 Erin, Can. prop., 551 n. t., b. '81, St. Catharines, in com.
 Erna, tug, 14 g. t., b. '94, Benton Harbor, in com.
 Erwin, schr., in com., '49.
 Erwin, tug, 16 g. t., b. '86, Lorain, in com.
 Erwin, Bessie B., bark, b. '66.
 Erwin, John, schr., b. '45, Black River, O. 
 Escanaba, schr., 414 t., b. '66, foundered L. Erie, '83.
 Escanaba, stmr., lost '94, L. Hur.
 Escanaba, prop., 1,160 g. t., b. '81, Gibraltar, Mich., in
 com.
 Eschbacher, Frank P., tug, 14 g. t., b. '89, Fairport, in com. 
 Escort, stmr., 21 g. t., b. '92, in com. 
 Escort, Can. tug, 55 n. t., b. '94, Port Colborne, in com. 
 E. S. G., Can. bark, b. Port Stanley, '77.
 Espendola, schr., 50 t., b. Manitowoc, '69. 
 Esperanza, Can. sail yt., 17 g. t., b. '76, Buffalo, in com. 
 Espinola, schr., total wreck Chicago, '82. 
 Essen, s. lighter, 335 g. t., b. '92, Cleveland, in com. 
 Essex, schr., b. before '39, wrecked on Bass island, '48. 
 Essex, schr., b. Bay City, '60. 
 Essex, Can. prop., 142 g. t., b. '60, Walkerville, in com. 
 Essex, slp., 45 g. t., b. '66, Essex, N. Y., in com. 
 Essex, schr., 25 g. t., b. '76, Port Huron, in com. 
 Estalla, Can. prop. 9 g. t., b. '91, Parry., Sound, in com. 
 Estell, Hattie A., schr., 310 g. t., b. '72, Manitowoc, lost L.
 Mich., '91, 3 lives lost. 
 Estelle, tug, 34 g. t., b. '74, Watkins, N. Y., in com. 
 Esturion, Can. prop., 118 g. t., b. '84, Bobcaygeon, in com.
 Ethel, slpy., 14 g. t., b. '75, Jersey City, in com.
 Ethel J., prop., 21 g. t., b. '84, Fairport, in com.
 Ethel, Can. tug. 20 n. t., b. '87, Collingwood, in com.
 Ethel, Can. s. tug, 107 n. t., b. '95, Sorel, in com.
 Etheland, bge., sunk Kingston, '61.
 Etna, schr., 90 t., b. Silver Creek, '43. 
 Etoile, Can. stmr., 245 n. t., b. '80, Sorel, in com.
 Etowah, bark, arrived Detroit from Liverpool, '66, sailed
 Cleveland, b. Liverpool, '68.
 Etta Belle, schr., sunk L. Ont., '73.
 Eudora, schr., 133 t., b. Charleston, O., '43, wrecked Dunkirk,
 '51.
 Eugene, schr., lost L. Hur.
 Eugene, schr., wrecked L. Ont.
 Eugene, schr., 40 g. t., b. '65, Fair Haven, passed out, '95. 
 Eulenia, schr., capsized L. Mich., '84.
 Eugenie, schr., 38 t., wrecked Peche island, '65.
 Euna, Can. tug, 12 n.t, b. '78, Mt. Clemens, in com.
 Euphemia, schr., wrecked L. Mich., '59, 6 lives lost.
 Euphrates, prop., b. Buffalo, '56.
 Euphrates, prop., sunk Sandusky, '62.
 Eureka, brig., 373 t., b. '47, Black River, O. 
 Eureka, bark, 3,50 t., sailed '49, Cleveland to California. 
 Eureka, Can. schr., 211 t., b. '58, foundered L. Ont. '83. 
 Eureka, slp., wrecked au. Sable, '69.
 Eureka, bge., 314 t., foundered L. Sup., '86.
 Eureka, schr., 338 g. t., formerly Schilde, b. '72, Hamilton, in
 com.
 Europa, Can. schr., 600 t., b. Hamilton, '54, lost L. Ont.,
 Europe, brig., 237 t., wrecked Green bay, '50.
 Europe, schr., wrecked Chicago, '56.
 Europe, Can. prop., 300 t., b. St. Catharines, '70.
 Europe, Can. prop., now the Can. bge., Regina.
 Eurydice, Can. stmr., 286 n. t., b. '68, Montreal, in com.,
 formerly the Hastings.
 Eustaphieve, A. A., tug, 23 g. t., later the McCormick.
 Eva, Can. sty., 12 g. t., b. '74, Brockville, in com.
 Eva, Can., schr., 16 g. t., b. '81, Kingsville, in com.
 Eva, Can. tug, 33 t., b. Bobcaygeon, Ont., '81, burned Lindsay,
 Ont., '96.
 Eva, Can. scow, 14 g. t., b. '91, Montebello, in com.
 Eva, stmr., 7 g. t., b. '96, in com.
 Eva Belle, Can. sty., 10 g. t., b. '92, Kingston, in com.
 Evaline, schr., 235 g. t., b. '61, Blendon Landing, Mich., in com. 
 Evans, tug, 31 g. t. b. '82, in com.
 Evans, J. C., tug, b. Chicago, '98.
 Evans, J. J., tug, 14 g. t., b. '81, Tonawanda, in com.
 Evelyn, schr., 40 g. t., b. '57, Chicago, in com.
 Evelyn, stmr., 150 g. t., b. '83, Oshkosh, in com.
 Evelyn, Can. tug, 98 n. t., '92, Sandwich, in
 com.
 Evelyn, Can. tug, 40 n. t., b. '93, Goderich, in com.
 Evening Star, stmr., 381 g. t., b. '66, East Saginaw. in com.
 Evening Star, schr., 214 t., b. '69, Sheboygan, foundered near
 Chicago, '94.
 vening Star, schr., foundered L. Mich., '75, with loss of
 life.
 Evening Star, Can. schr., 50 t., b. Ashfield, Ont., '82, wrecked
 L. Hur., '94.
 Evenson, J., tug, 32 g. t., b. '84, Milwaukee, sunk by col. near
 Ahnapee, '95.
 Even Tide, Can. schr., 15 g. t., b. '66, Port Dover, in com.
 Everett, schr., wrecked Port Burwell, '57.
 Everett, A., prop., 1,088 g. t., b. '80, Cleveland, sunk L. Hur.,
 '95.
 Everett, Mary, Can. schr. 249 n. t., b. '65, Shannonville, in
 com., formerly the Serepta.
 Evergreen, schr., 86 t., b. Holland, Mich., '68.
 Evergreen City, prop., in com.,64.
 Evergreen City, prop., 797 t. ., lost Long Point, '71.
 Everleigh, B., schr., 137 t., b.66, wrecked Point Pelee, ,83.
 Eviston, J. W., tua, 16 g. t., b. '72, Milwaukee, burned Duluth,
 '97.
 Ewen, Frank D., prop., 882 g. t., b. '88, West Bay City, chartered
 ocean service, '98.
 Ewing, W. L., tug, 43 g. t., b. '68, Chicago, in com.
 Excelsior, schr., lost Port Stanley, '62.
 Excelsior, bark, 552 t., b. Buffalo, '65, lost, '71.
 Excelsior, schr., 136 t., b. Green Bay, '617, burned Saginaw r.,
 '69.
 Excelsior, stmr., burned Portsmouth, L. Ont., '69.
 Excelsior, prop., 229 g. t., b. '76, Detroit, in com.
 Excelsior, stcb., 92 g. t., b. '82, Lockport, in com.
 Excelsior, tug, 73 g. t., b. '92, Buffalo, in com.
 Exchange, schr., 27 g. t., b. '71, Sheboygan, in com.
 Execution, schr., ashore at Sodus, '62.
 Exilda, schr., 56 g. t., b. '89, Mt. Clemens, in com.
 Exile, schr., 387 g. t., b. '67, Milan, in com.
 Exit, stcb., 136 g. t., b. '81, Lockport, passed Out, '91.
 Experience, schr., ashore Saugatuck, '83.
 Experiment, schr., 81 t., on L. Ont. before '12, bought that year
 by U. S. Gov., armed and re-named Growler.
 Experiment, schr., 30 t., b. Black Rock, '13.
 Experiment, Can. schr., 150 g. t., b. '37.
 Experiment, schr., 123 t., b. Detroit, '58.
 Experiment, bge., 400 t., b. Pigeon River, '63, lost L. Hur.,
 '66.
 Experiment, schr., wrecked Manitowoc,
 Experiment, stmr., broken up on Detroit r., before
 Experiment, schr., 49 g. t., b. '54, St. Joseph, Mich., in
 com.
 Explorer, schr., foundered Georgian Bay, '83, 5 lives lost.
 Explorer, Can. schr., 33 g. t., b. '66, Chatharn, in com.
 Express, slp., wrecked Dunkirk, '35.
 Express, stmr., 150 t., b. Pultneyville, '38, broken up '50.
 Express, schr., 244 t., b. Sheboygan, '64.
 Express, brig., sunk by col. L. Mich., '78.
 
 
 F
 F. X., schr., 96 g. t., b. '66, Detroit, in com.
 Fabian, tug, 71 g. t., b. '94, Buffalo, in com.
 Fabiola, Can. schr., 171 n. t., b. 's 6, Portsmouth, in com.
 Fair American, on L. Ont. before '12, bought and armed by U. S.
 Gov., 2 guns.
 Fair American, in com. '16, afterwards called Porcupine.
 Fairbairn, Sir Wm., s. prop., 4,220 g. t., b. '96, Wyandotte, in
 com. 
 Fairbank, N. K., prop., 980 g. t., b. '74, Marine City, burned,
 '95.
 Fair Bella, Can. prop., 7 g. t., b. '81, Bobcaygeon, in com.
 Fairchild, H. T., schr., 223 t., lost '71.
 Fairchilds, Col. H. S., bark, damaged, '63.
 Fairfield, schr., 223 t., in com. '61, wrecked Bailey's Harbor,
 '69.
 Fairlina, Can. schr., 17 g. t., b. '81, Kincardine, in com. 
 Fairplay, U. S. revenue cutter, visited Chicago before '19,
 wrecked Cattaraugus Creek, '29.
 Fairport, stmr., 250 t., b. Fairport, '38, burned Algonac, '44,
 rebuilt and called Tecumseh.
 Fairy, prop., 20 g. t., b. '75, Hancock, Mich., passed out,
 '92.
 Fairy, Can. prop., 23 g. t., b. '78, Harwood, in com.
 Fairy, scow, capsized off Cleveland, '71.
 Faith, English schr., 61 t., b. Detroit, 1774, carried 10 guns
 during Rev. war.
 Falcon, schr., ashore Manistee, '53.
 Falcon, prop., 563 t., b. '53, Detroit, burned Chicago, '56.
 Falcon, schr., wrecked Chicago, '66, 4 lives lost.
 Falcon, scow, total wreck L. Erie,69.
 Falcon, Can. tug, b. Kingston '74.
 Falcon, i. sty., 82 g. t., b. '87, Buffalo, in com.
 Falconer, Annie, Can. schr., 201 n. t., b. '67, Kingston, in
 com.
 Falmouth, schr., foundered Buffalo, '80.
 Fame, bark, 428 t., wrecked L. Hur., '54.
 Fame, schr., capsized L. Erie, '58.
 Fanchon, tug, 13 g. t., b. '79, Grand Island, N. Y., in com.
 Fancy, schr., 143 t., wrecked L. Mich., '65.
 Fannie H., sty., 15 g. t., formerly Magna, b. '75, Chicago, in
 com.
 Fanny, Can. prop., 5 g. t., b. '78, Owen Sound, in com. 
 Fanny and Floy, schr., in com., '68.
 Fanny H., prop., 16 g. t., b. '90, West Bay City, in com. 
 Fargo, schr., 20 g. t., b. '80, Sand Beach, in com.
 Farmer, on L. Ont. before '09.
 Farmer, schr., b. '30, Conneaut.
 Farmer, schr., b. '44, Black River, O. 
 Farmer, schr., lost near St. Joseph, '58.
 Farmer, schr., lost L. Mich., '63.
 Farmer Boy, schr., 13 g. t., b. '89, Sebewaing, 'Mich., in
 com.
 Farmer's Daughter, schr., in com. about '16.
 Farnham, Joseph P., prop., burned L. Mich., '89.
 Farr, Ray S., schr., lost '86, L. Mich.
 Farragut, tug, 14 g. t., b. '68, Buffalo, in com.
 Farrar, C. M., tug, 17 g. t., b. '70, sunk Port Huron, '76. 
 Farrington, G. B., prop., 9 g. t., b. '79, Clayton, passed out,
 '91.
 Farwell George, prop., 978 .t., b. '95, Marine City, in com.
 Farwell, Jesse H., prop., 1,200 g. t., b. '81, Gibraltar, Mich.,
 in com.
 Farwell, L. J., schr., 265 g. t., b. '56, Black River, O., in
 com.
 Fashion, stmr., 324 t., in com. '46.
 Fashion, schr., 282 t., b. Huron, '46.
 Fashion, stmr., 360 t., b. Algonac, '47, lost L. Hur., '56. 
 Fashion, stmr., sunk Kewaunee, '54.
 Fashion, prop., 48 g. t., b. '89, St. Joseph, in com.
 Fashion, prop., 29 g. t., b. '93, West Bay City, in com. 
 Fassett, Theodore S., schr., 548 g. t., b. '81 Marine City in
 com.
 Faugh-A-Ballagh, schr., 61 g. t., b. '89, Port Clinton, O. 
 Favorite, Can. prop., now Can. prop. City of Parry
 Sound.
 Favorite, schr., 150 g. t., b. '37, Perrysburg, O. 
 Favorite, schr., sunk L. Erie, '45.
 Favorite, tug, 409 g. t., b. '64, Fort Howard, Wis.
 Favorite, schr., 451 g. t., b. '63, Newport, Mich., in com. 
 Favorite, tug, 41 g. t., b. '69, Detroit, passed out, '97.
 Favorite, Can. prop., 51 g. t., b. '74, Buffalo, in com.
 Favorite, tug, 31 g. t., b. '79, Chicago, in com.
 Favorite, Can. prop., 491 g. t., b. '89, Meaford, in com. 
 Favorite, tug, 9 g. t., b. '94, Vermilion, O., in com.
 Fawn, schr., 30 t. b. Sheboygan, '67, lost L. Mich., '88. 
 Fawn, tug, foundered L. Mich., '87.
 Faxton, T. S., prop., 153 g. t., b. '74, Clayton, in com.
 Fay, Joseph S., prop., 1,220 g. t., b. '71, Cleveland, in com.
 Fayette, prop., 322 g. t., b.72, Cleveland, in com.
 Fayette, Kitty, slp., 24 g. t., b. '68, Northport, Mich., passed
 out, 97.
 Fearless, schr., 165 g. t., b. '67, Ferrysburg, Mich., in com.
 Fearless, schr., capsized Whitefish Point, '72,
 Fearless, stcb., 101 g. t., b. '78, Lockport, in com.
 Fearless, Can. tug, 30 n. t., b. '86, Iroquois, in com.
 Fearless, prop., 28 g. t., b. '93, Manitowoc, in com.
 Fedora, prop., 1,848 g. t., b. '89, West Bay City, in com. 
 Felicitous, schr., 216 g. t., b. '73, Manitowoc, in com.
 Felicity, English slp., 55 t., b. Detroit, 1774.
 Fellow Craft, schr., ashore Bar Point, '73.
 Fellowcraft, Can. schr., 209 g. t., b. '75, Port Burwell, in
 com.
 Fenian Girl, ferry boat, passed out.
 Ferguson, Can. schr., 36 g. t., b. '68, Port Credit, in com.
 Ferguson, David, schr., 223 g. t., b. '53, Port Huron, in com.
 Fern, prop., 48g. t., b. '92, Algonac, in com.
 Ferret, schr., 73 g. t., b. '64, Bay City, sunk by col.,95,
 Toledo.
 Ferret, tug, 74 g. t., b. '64, Bay City, in com.
 Ferris, B. F., stmr., 168 g. t., b. '71, Sandusky, burned, '93,
 Keweenaw Point.
 Ferris, Charley, tug, 54 g. t., b. '84, Oswego, in com.
 Ferris, E. G., scow, lost'69, L. Mich.
 Ferry, Col., tug., 17 g. t., b. '82, Lake Harbor, Mich., in
 com.
 Ferrv, E. P., tug, 36 g. t., b. '73, Chicago, in com.
 Ferry, Major N. H., schr., 171 g. t., b. '67, Ferrysburg,
 Mich.
 Ferry, Thomas W., schr., b. Cleveland, '72.
 Ferry, T. W., tug, 27 g. t., b. '75, Grand Haven, in com.
 Fessenden, rev. cut., in com., '71.
 Fiat, schr., 38 g. t., b. '80, Ellisburg, N. Y., in com.
 Fick, C. L., schr., 89 g. t., b. '67, Trenton, Mich., wrecked L.
 Mich., '94.
 Fick, Wm., schr., lost, '71.
 Fidelia, Can. sty., 9 g. t., b. Kingston, '97, in com.
 Fidelity, schr., abandoned, '60.
 Field, Justice, tug, formerly Bismark, 285 g. t., b. '71,
 Sheboygan, now the Traveler.
 Field, O. M., tug, 29 g. t., formerly Cora Fuller, b. '82,
 Muskegon, in com.
 Fields, A. S., tug, 115 t., b. Buffalo, '53, exploded, Detroit, 5
 lives lost.
 Filer, D. L., schr.,357 g. t., b. '71, Manistee, abandoned L.
 Mich., '98.
 Filer, Grace M., schr., 237 g. t. b. '74, Chicago, in com. 
 Filgate, Can. stmr., 291 n. t., b. '79, Montreal, in com.
 Fillmore, Clarence J., schr., 410 g. t., b. '89, West Bay City, in
 com.
 Fillmore, Millard, schr., b. Buffalo, '56, passed out.
 Fillmore, Millard, schr., 291 g. t., b. '64, Buffalo, sunk
 191.
 Finch, scow, sunk L. Erie, '83.
 Finch, William, schr., 49 g. t., b. '78, South Haven, in com.
 Finney, Geo. C., schr., 300 g. t., b. '66, Oswego, sunk Erie,
 '91.
 Fintry, prop., 590 t., b. Detroit, '55, exploded off Port Stanley,
 '56, 10 lives lost.
 Fire Fly, Can. fry., 24 t., b. '55, Toronto.
 Fire Fly, sty., 7 g. t., b. '87, Buffalo, passed out, '93.
 Fire Proofer, tug, 9 g. t., b. '88, Pullman, Ill., in com.
 Fire Queen, stmr., passed out.
 Fire Queen, tug, 20 g. t., b. '91, Chicago, in com.
 Fish, E. P., tug, 11 g. t., b. '69, Buffalo, in com.
 Fish Hawk, schr., wrecked Sheboygan, '65.
 Fish, Wm., brig., wrecked Devil river, '69.
 Fisher, Eliza, Can. schr., 160 n. t., b. '67, Portsmouth, in
 com.
 Fisher, Eliza, schr., 130 t., b., Portsmouth, '67.
 Fisher, George E., tug, 20 g. t., b. '83, Detroit, in com. 
 Fisher, Hattie, schr., 80 g. t., b. '72, Ventura, Mich., in
 com.
 Fisher, Max., tug, 8 g. t., b. '81, Pentwater, passed out,
 '93.
 Fisher, S. M., tug, 628 g. t., b. '96, Toledo, in com.
 Fisherman, tug, 18 g. t., b. '80, Detroit, in com.
 Fishing Queen, stpd., 15 g. t., b. '89, Fairport, foundered L.
 Erie, '97.
 Fisk, James, Jr., prop., 1,095 g. t., b. '70, Buffalo, in com. 
 Fiske, Edward, tug, 43 g. t., b. '83, Buffalo, in com.
 Fiske, Wm., schr., 401 t., total loss, '69.
 Fitch, F., schr., 13 g. t., b. '91, Onekama, Mich., lost L. Mich,
 '98.
 Fitzgerald, E., schr., 297 t., b. '70, wrecked Long Point. '83, 7
 lives lost.
 Fitzgerald, R. P., prop., 1,681 g. t., b.87, Detroit, in com.
 Fitzhugh, Henry, schr., 315 .t., b. '66, Oswego, in com. 
 Fitzpatrick, John C., schr., 1,271 g. t., b. '92, West Bay City,
 chartered for ocean, '98.
 Fiamboro, Can. schr., stranded, L. Ont., '42.
 Flat Foot, scow, stranded, L. Erie, '44.
 Fleet Wing, schr., 41 g. t., b. '77, Charlevoix, in com.
 Fleet Wing, schr., capsized, L. Ont., '63, 3 lives lost.
 Fleet Wing, Can. schr., 218 n. t., b. '63, Wilson, in com. 
 Fleet Wing, schr., 426 t., b. Manitowoc, '67.
 Fleet Wing, schr., 250 t., lost, '88.
 Fletcher, tug, wrecked, '70.
 Fletcher, Emory, schr., b. Fairport, '31.
 Fletcher, F. W., prop., 495 g. t., b. '91, Marine City, in
 com.
 Flight, schr., 249 t., abandoned Bois Blanc island, '65. 
 Flight, Can. sty., 37 g. t., b. '75, Portsmouth, in com.
 Flint, Ben., schr., wrecked L. Mich, '70.
 Flint, Oscar T., prop., 823 g. t., b. '89, St. Clair, in com. 
 Flint, Sam., schr., 499 g. t., b. '68, Toledo, in com.
 F. and P. M. (1), stmr., 769 g. t., b. '82, Milwaukee, in com.
 F. and P. M. (2), stmr., 771 g. t., b. '82, Saginaw, in com.
 F. and P. M. (3), stmr., 924 g. t., b. '87, Saginaw, in com. 
 F. and P. M. (4), stmr., 941 g. t., b. '88, Saginaw, in com. 
 F. and P. M. (5), stmr., 1,722 g. t., b. '90, Saginaw, in com.
 Floe, stcb., 87 .t., b. '82, Chicago, in com.
 Flood, Parmella. J., bark, 384 t., sailed Green Bay for West
 Indies, '58.
 Flora, brig., damaged '50, near Buffalo.
 Flora, stmr., 561 g. t., b. '75, Milwaukee, in com.
 Flora, Can. schr., 76 g. t., b. '80, Bath, in
 com.
 Flora, tug, 24 g. t., b. '85, Blue Island, I U., in com.
 Flora, schr., 5 g. t., b. '86, Naubinway, Mich., in com.
 Flora, tug, 18 g. t., b. '89, Saugatuck, in com.
 Flora, Emma, Can. schr., 154 g. t., b.72, Picton, in com.
 Flora, V., schr., 8 g. t., b. '86, Menekaunee, in com.
 Florence, tug, 19 g. t., later the Milton.
 Florence, schr., b. '48, Black River, O., wrecked at Kelley's
 island, '54.
 Florence, Can. scow, 32 .t., b. '62, Belle river, in com.
 Florence, sty., 26 g. t., b. '69, Baltimore, Md., in com.
 Florence, schr., b. Detroit, '69.
 Florence, schr., 11 g. t., b. '78, Pentwater, in com.
 Florence, schr., total wreck, '76.
 Florence, Can. tug, 95 n. t., b. '81, Rockland, in com.
 Florence, Can. prop., 27,g. t., b. '84, Huntsville, in com.
 Florence, Can. tug, 147 n. t., b. '95, Levis, in com.
 Florence, sty., 15 g. t., b. '91, Charlotte, in com.
 Florence, sty., 10 g. t., b. '95, Geneva, O, in com.
 Florence B., prop., 25 g. t., b. '92, Detroit, in com.
 Floretta, schr., 320 t., b. Detroit, '68, sunk L. Mich., '85.
 Florida, schr., b. '34, Black River, O. 
 Florida, schr., b. Three Mile Bay, L. Ont., '35.
 Florida, schr., wrecked near Buffalo, '36.
 Florida, schr., 299 t., b. Oswego, '68, lost L. Sup., '86.
 Florida, Can. schr., sunk L. Erie, '82.
 Florida, stmr., lost, '94, L. Mich.
 Florida, prop., 2,103 g. t., b. '89, Buffalo, sunk by col.,
 97.
 Floss, sty., 15 g. t., later the Aeollus.
 Floss, sty., 14 g. t., b. '88, in com.
 Flotilla, schr., 12 g. t., b. '91, Washington Isl., Wis., in
 com.
 Flower, Roswell P., prop., 1,593 g. t. b. '87, Milwaukee, in
 com.
 Flower, R. P., Can. prop., 16 n. t., b. '81, Watertown, in
 com.
 Fly, schr., in L. Mich. trade, '35.
 Fly, Nettie, schr., 18 g. t., b. '68, Erin, Mich., in com.
 Flying Cloud, slp., 10 g. t., b. '92, Thousand Island Park, N. Y.,
 in com.
 Flying Cloud, schr., b. Clayton, L. Ont., before '52, wrecked L.
 Mich., '57, 7 lives lost.
 Flying Cloud, schr., abandoned L. Ont., '70.
 Flying Cloud, schr., lost, '92, L. Mich.
 Flying Dutchman, schr., 74 t., b. Madison, O., '45, wrecked Long
 Point, '51.
 Flying Mist, schr., 316 t., b. Cleveland, '61, sunk L. Mich.,
 '83.
 Flying Scud, 63 t., b. '69.
 Foam, schr., 42 g. t., b. '82, Menekaunee, in com.
 Foam, bge., 129 g. t., b. '85, in com.
 Foley, D. J., prop., 348 t., burned L. Ont., '90.
 Folger, F. A., Can. tug, 64 g. t., b. '81. Kingston, in com.
 Folsom, A., prop., 940 g. t., West Bay City, in com.
 Folsom, Oscar, tug, 11 g. t., b. '73, Buffalo, in com.
 Fond du Lac, schr., 11 g. t., b. '78, Green Bay, passed out,
 '93.
 Fontana, schr., 1,163, g. t., b. '88, St. Clair, in com.
 Fontanelle, bark, 370 t., burned Chicago, 71 .
 Foote, Bob, Can. tug, 43 n. t., b. '88, Collingwood, in com.
 Foote, C. H., stcb., 143 g. t. later the Zenobia.
 Foote, com., schr., 180 t., b. Oswego, '62, sunk by col. L. Hur.,
 '67.
 Foote, Gen., schr., sunk Cleveland, '64.
 Foote, George, schr., 316 t., b. Detroit, '59.
 Foote, Henry C., 66 g. t., b. '63, Essex, N. Y., in com.
 Forbes, Christina A., tug, .51 g. t., b. '78, West Bay City,
 passed out, '96.
 Forbes, Kittie M., prop., 968 g. t., b. '83, West Bay City, in
 com.
 Ford, Augustus, schr., 183 g. t., b. '53, Dexter, N. Y. passed
 out. '95.
 Ford, Frank, 156 t., b. Detroit, '71.
 Ford, J. C., prop., 710 g. t., b. '89, Grand Haven, in com. 
 Ford, George W., schr., on L. Sup., before '55.
 Ford River, schr., 289 g. t., b. '79, Milwaukee, in com.
 Forest, schr., lost L. Hur., '57.
 Forest, schr., 113 g. t., b. '57, Newport, passed out, '91. 
 Forest, schr., sunk by col., L. Erie, '59, 1 life lost.
 Forest Chief, scow, wrecked Cleveland, '62.
 Forest City, stmr., b. Trenton, '51, later the Bay City.
 Forest City, prop., sunk L. Mich., by col. '55.
 Forest City, prop., burned Port Stanley, '58.
 Forest City, schr., b. '60.
 Forest City, prop., 1,236 g. t., b. '70, Cleveland, in com. 
 Forest City, tug, sunk off Cleveland, '88.
 Forest, Ingeborg M., schr., 152 g. t., b. '71, Fort Howard, Wis.,
 wrecked L. Mich., '97.
 Forest King, bark, 400 t., wrecked Georgian Bay, '69. 
 Forest Maid, scow, b. '53, Black River, O. 
 Forest Queen, stmr., 462 t., b. Newport, '55, dismantled '66, made
 a barge.
 Forest Queen, schr., sunk Genesee harbor, '56.
 Forest Queen, prop., 467 t., sunk Clay Banks, '69.
 Forest Queen, schr., 167 t., wrecked Indian Point, '86. 
 Forest Queen, barge, lost L. Erie, '72, with all hands. 
 Forester, Can. schr., 250 g. t., b. '45, Rice Lake.
 Forester, schr., ashore Straits, '46.
 Forester, stmr., 504 t., b. Newport, '53, dismantled '65, made
 barge, lost '69.
 Forester, schr., 55 g. t., b. '68, Erin, 'Mich., lost at Sanilac,
 '98.
 Forester, L. B., schr., 21 g. t., b. '86, Port Huron, in com.
 Forfar, schr., total wreck, Muskegon, '68.
 Fort, Daniel G., schr., 339 g. t., b. '67, Tonawanda, wrecked,
 '94, L. Ont.
 Fortier, L. P., scow, 167 t., wrecked L. Mich., '65, 5lives
 lost.
 Fortune, schr., wrecked L. Hur., '64.
 Fortune, prop., 199 g. t., b. '75, Detroit, in com.
 Fortune's Friend, 10 t., b. '69.
 Fortune's Trial, 10 t., b. '69.
 Forward, Jessie, Can. prop., 6 g. t., b. Mill Haven, Ont. '97, in
 com.
 Forwarder, schr., wrecked Kincardine, '64.
 Forwarder, scow, sunk Black River, '72.
 Foss, Robert M., stmr., 260 t., b. Cleveland,
 Foster, bge., lost off Port Burwell, '72.
 Foster, Anna F., Can. schr., 39 g. t., b. '78, Cheboygan in
 com.
 Foster, Annie M., schr., sunk by col., '89.
 Foster, A. M., prop., 200 t., foundered L. Hur., '88.
 Foster, Charles, schr., 997 g. t., b. '77, Milan, O., chartered
 for ocean,98.
 Foster, E. M., prop., 180, g. t., later the Edward H. Jenks.
 Foster, I. N., prop., 356 g. t., b. '72, Port Huron, in com.
 Foster, Mary, Can. schr., b. Belleville, Ont., '69.
 Foster, Parks, s. prop., 1,729 g. t., b. '89, Cleveland, in
 com.
 Foster, Rebecca, schr., wrecked Long Point, '63.
 Foster, Samuel H., schr., 672 g. t., b. '73, Cleveland, chartered
 ocean, '98.
 Foster, Wm., schr., capsized L. Mich., '58.
 Fostoria, schr., 237 g. t., b. '65, Black River, O., in com
 Fountain City, prop., 630 g. t., b. '57, Cleveland, burned
 Sturgeon Bay,96.
 Four Brothers, schr., 95 g. t., b. '70, Holland, Mich., passed
 out, '93.
 Four Brothers, schr., 198 g. t., b. '73, Manistee, in com.
 Fournica, Sofie, schr., 22 g. t., b. '97, West Bay
 City, in com.
 Fox, schr., on lakes before '30.
 Fox, stmr., 162 t., b. Buffalo, '50, burned Newport, Mich.,
 '63.
 Fox, brig., 405 t., lost L. Erie, '67.
 Fox, slp., 10 g. t., b. '96, Northport, Mich., in com.
 Fox, Hattie A., tug, 23 g. t., later the Mentor.
 Fox, Lillie, schr., b. '66, Black River, O. 
 Fox, Mary, schr., aground Salmon island, '69.
 Foxteeth, sty., 23 g. t., b. '93, Saugatuck, passed out, '95. 
 France, bark, schr., ashore near Godericb, '54.
 Francis, stmr., burned near Sorel, '77.
 Francis, Can. tug, 47 g. t., b. '64, Bedford Mills, in com. 
 Francis, C. H., stcb., 116 g. t., b. '95, Baldwinsville, N. Y., in
 com.
 Francis, Joseph, schr., 16 g. t., b. '66, Tottenville, N. Y.,
 passed out, '97.
 Francis, W. C., Can. tug, 98 n. t., b. '73, Buffalo, in com. 
 Francomb, John A., schr., 658 g. t., b. '89, West Bay City, in
 com.
 Frank, Edward, tug, 99 g. t., b. '90, Grand Haven, Mich., passed
 out, '95.
 Frank, W., s. tug, 93 g. t., b. '91, Buffalo, N. Y., in com. 
 Frankie, Can. prop., 14 n. t., b. '88,Wallacebura, in com. 
 Franklin, schr., sunk Grand river, '20, crew lost.
 Franklin, schr., b. Clayton, L. Ont., before '52.
 Franklin, schr., 73 t., b. about '18.
 Franklin, Ben., stmr., 231 t., b. Algonac, '42, wrecked Thunder
 bay, '53.
 Franklin, Ben., schr., total loss Canby reef, '77.
 Franklin, Gen. W. B., sty., 10 .t., b. '80, Pamrapo, N. J., in
 com.
 Fraser, Alex., Can. prop., 320 g. t., b. '91, Pembroke, in
 com.
 Fred, tug, burned.
 Fred, Can. schr., 157 g. t., b. '81, Hull, in com.
 Fred B., tug, 16 g. t., b. '89, West Bay City, in com.
 Fred L., sty., 20 g. t., b. '77, Chicago, in com.
 Frederick, schr., 61 t., foundered L. Mich., '65.
 Fredericks, A., scow, b. '54, Black River, O. 
 Freedom, schr., capsized L. Hur., '44, 3 lives lost.
 Freeme, Martha, schr., wrecked Port Burwell, '48.
 Free Democrat, schr., b. '43, capsized '68, L. Mich., 4 lives
 lost.
 Free Mason, scow, b. '57, Black River, O., sank Detroit r., '67, 3
 lives lost.
 Free Mason, Can. prop., 105 g. t., b. '83, Kingston, in com.
 Free State, prop., 949 t., b. '56, wrecked Gray's shoal, '71.
 Free Trader, Can. schr., afloat L. Erie, '30.
 Free Trader, schr., b. Cape Vincent before'53.
 Free Trader, Can. prop., b. about '49, burned Port Stanley,
 '57.
 Free Trader, scow, lost, '69.
 Freeman, schr., 190 t., b. Charleston, O., '45, lost L. Erie, '61,
 with 5 of crew.
 Freeman, D., Can. schr., 182 n. t., b. '75, Port Burwell, in
 com.
 Fremont, prop., b. '66.
 Fremont, schr., 288 t., sunk by col. '69, L. Erie.
 Fremont, stmr., burned Sandusky, '58.
 French, H. C., stcb., 142 g. t., b. '88, Lockport, in com. 
 French, May, tug, 18 g. t., b. '83, Buffalo, in com.
 Fretter, John, schr., b. '53, Black River, O. 
 Friant, Thos., tug, 81 g. t., b. '84, Grand Haven, in com.
 Friends Good Will, slp., 60 t., b. Black Rock, '10, captured by
 British at Mackinaw, '12; re-named Little Belt, re-captured battle Lake
 Erie.
 Friendship, schr., b. '16, afterward named Tiger.
 Friendship, slp., 45 t., b. Sheboygan, '45.
 Friendship, Can. schr., 24 g. t., b. '76, Bronte, in com,
 Frisia, schry., 41 g. t., b. '82, Chicago, in com.
 Fritz, John, s. schr., 6,500 g. t., b. West Bay City, '98, in
 com.
 Frolic, scow, sunk Cleveland, '61.
 Frolic, stcb., 60 g. t., b. '84, Lockport, passed out, '92.
 Frolic, slp., 10 g. t., b. '84, Chicago, in com.
 Frontenac, first vessel on the Great Lakes, a little bark built by
 La Salle at Fort Frontenac, now Kingston, Canada, in 1678.
 Frontenac, first Can. stmr. on lakes, 500 t., launched Sept. 7,
 '16, Emettstown, first trip, june 5, '17, burned.
 Frontenac, Can. stmr., 200 g. t., b. '41, Kingston, broken up.
 Frontenac, schr., 152 t., wrecked Point Burwell, '65.
 Frontenac, Can, bge., sunk near Kingston, '83, by col.
 Frontenac, s. prop., 2,003 g. t., b. '89, Cleveland, in com.
 Frontier City, brig., b. on hull brig Canton, '60, total loss,
 Kincardine, Ont., '71.
 Frost, E. E., tug 10 g. t., b. '85, Oswego, in com.
 Frost, Geo. S., stmr., burned Erie, '79.
 Frost, Walter L., prop., 1,322 g. t., b. '83, Detroit, in com.
 Fryer, Robert L., schr., 527 g. t., b. '80, Detroit, in com.
 Fryer, Robert L., prop., 1,810 g. t., b. '88, West Bay City, in
 com.
 Fuller, Cora, tug, 24 g. t., b. '82, Muskegon, later the O. M.
 Field.
 Fuller, Eva, schr., lost '93, L. Mich.
 Fullerton, Geo., sty., 25 .t., b. '89, Buffalo, passed out,
 '97.
 Fullerton, J. C., sty., 31 g. t., b. '88, Buffalo, in com.
 Fulton, schr., 256 t., b. '54, Cleveland, in com.
 Fulton, tug, 13 g. t., b. '79, in com.
 Fulton, E. A., Can. schr., 3631 n. t., b. '63, Toledo, in com.,
 formerly A. Boody, American stmr.
 Fulton, Robert, stmr., 368 t., b. Cleveland, '35, wrecked Sturgeon
 Pt., '44.
 Fulton, Robert, s. prop., 4,220 g. t., b. '96, Wyandotte, in
 com.
 Fulton, T. H., tug, 13 g. t., b. '79, Buffalo, in com.
 Fur Trader, 40 t., b. L. Sup., '12, permanently disabled in making
 the rapids later.
 Fur Trader, schr., 52 t., b. Detroit, '48.
 
 
 G
 Goble, Geo., schr., 403 t., b. Oswego.
 Gadabout, stmr., 9 g. t., b. '92, in com.
 Gage, Gen., English brig., 154 t., b. Detroit, 1772, carried 14
 guns during Rev. war.
 Gage, Moses, schr., 224 g. t., b. '69, Geneva, wrecked '94, L.
 Mich.
 Gagnoon, M. A., tug, 18 g. t., b. '74, Two Rivers, Wis., in
 com.
 Gain, scow, stranded Point Pelee, '68.
 Galatea, schr., 611 g. t., b. '82, West Bay City, in com.
 Gale, brig., in com. '47.
 Gale, Andrew F., tug, 13 g. t., b. '85, Laketon, Mich., in
 com.
 Gale, Stephen F., brig., 266 t., b. Chicago, '46, sunk L. Erie,
 '76.
 Galena, schr., 13 g. t., b. '89, in com.
 Galena, stmr., total loss, L. Hur., '72.
 Gales, John, Can. schr., 42 g. t., b. '79, Mitchell's Bay, in
 com.
 Gallatin, U. S. rev. cut., b. Buffalo, '71
 Gallatin, schr., foundered Point Pelee, '82.
 Gallinipper, schr., 142 t., b. Milwaukee, '46, from skeleton of
 Nancy Dousman, lost L. Mich., '51.
 Galvin, Eugene A., sty., 14 g. t., b. '87, Rochester, in com.
 Galvin, M. J., stcb., 131 g. t., formerly Ceres, b. '80, Ithaca,
 in com.
 Game, schr., stranded Collingwood, '71.
 Gamecock, schr., aground, '60, in com. '68.
 Gamma, prop., 145 g. t., b. '96, Elizabethport, N. J., in com.
 Ganges, schr., 333 g. t., b. '74, Detroit, in com.
 Ganges, tug, 22 g. t., b. '81, Saugatuck, in com.
 Gannett, E. B., schr., sunk L. Ont., '70.
 Garden City, stmr., 450 t., b. Buffalo, '53, wrecked near Detour,
 '54.
 Garden City, prop., sunk L. Mich., '58.
 Garden City, prop., 351 g. t., b. '73, Ogdensburg, in com.
 Garden City, Can. stmr., 425 g. t., b. '92, Toronto, in com.
 Garden Island, Can. schr., b. Kingston, '77.
 Gardner, tug, 108 t., b. '72, burned L. Ont., '83.
 Gardner, F. B., schr., 402 g. t., b. '55, Little Sturgeon, Wis.,
 in com.
 Gardner, G. W., tug, 53 g. t., b. '62, Cleveland, in com. 
 Gardner, Nellie, schr., wrecked Thunder Bay, '83.
 Gardner, S., schr., 319 g. t., later the Wm. Brake.
 Garibaldi, Can. schr., 167 n. t., b. '61, Port Huron, in com.
 Garibaldi, Can. schr., 209 g. t., b. '63, Port Rowan, in com.
 Garibaldi, schr., lost Georgian Bay, '65, 4 drowned.
 Garibaldi, schr., 88 g. t., b. '69, New Liverpool, Mich., in
 com.
 Garland, prop., 248 g. t., b. '80, Detroit, in com.
 Garnet, Can. stmr., 172 n. t., b. '85, 'Valleyfield, in com. 
 Garnet, Can. tug, 26 n. t., b. '89, South Bay, in com.
 Garrett, Jas., schr., 266 t., b. Sheboygan, '68, ashore Beaver
 island, '71.
 Gartenlaube, tug, 23 g. t., b. '94, Lockport, in com.
 Gartshore, Can. prop.
 Gaskin, J., Can. bge., 626, n. t., b. '81, Kingston, in com. 
 Gates, H. N., schr., 169 t., b. Ohio City, '47.
 Gates, Horatio, b. Clayton, L. Ont., '32.
 Gates, N. B., tug, 28 g. t., b. '77, Lorain, in com.
 Gatineau, Can. stmr., now the Can. stmr. Paul Smith. 
 Gatineau, Can. prop., now the Can. prop. Harry Bate. 
 Gatineau, Can. tug, 133 g. t., b. '73, Brewer's Mills, in com.
 Gault, John C., prop., 1,212 g. t., b. '81, Buffalo, in com. 
 Gauthier, Gordon, Can. tug, 44 n. t., b. '83, Wallaceburg, in com. 
 Gauthier, Harold, Can. prop., 9 g. t., b. '88, Walkerville, in
 com. 
 Gawn, Thomas, schr., 549 g. t., b. '72, Black River, O., in com. 
 Gay, A. F., schr., sunk Ottawa Point, '81. 
 Gazelle, schr., b. '32, wrecked at Centerville, L. Mich., '68. 
 Gazelle, schr., b. '58, wrecked Eagle Harbor, '60. 
 Gazelle, prop., 182 g. t., b. '73, Detroit, in com. 
 Gazelle, sty., 36 g. t., b. '78, Buffalo, in com. 
 Gazelle, schr., 8 g. t., b. '87, Port Ontario, in com. 
 Gazette, schr., sunk off Cleveland, '52. 
 Gear, schr., lost, '71. 
 Gebhardt, A., schr., 354 g. t., b. '69, Marine City, in com. 
 Gee, S. W., tug, 62 g. t., b. '88, Buffalo, in com. 
 Geel, Frank, tug, 12 t., b. '72, burned, Muskegon, '87. 
 Gehring, Can. schr., 112 t., b. '69, burned, Trenton, '91. 
 Geiken, Frank P., tug, 35 g. t., b. '91, Grand Haven, in com.
 Gem, schr., in com., '68.
 Gem, stmr., 50 t., b. Detroit, '56.
 Gem, tug, 10 g. t., b. '82, Conneaut, in com.
 Gem of the Lakes, slp., 21 g. t., b. '65, Plattsburg, N.Y. in
 com.
 Genesee, schr., b. L. Ont., 1790.
 Genesee, prop., burned at Rochester, '52.
 Genesee, stmr., 128 t., b. Rochester, '54.
 Genesee Chief, prop., 400 t., b. Rochester, '46, burned at
 Detroit, '68, made barge.
 Genesee Chief, schr., 275 g. t., b. '63, Cleveland, passed out,
 '97.
 Genesee Packet, schr., 82 t., b. L. Ont., purchased by U. S. Gov.,
 '12, renamed Conquest.
 Geneva, slp., ashore, Ashtabula, '45.
 Geneva, scow, lost, North Manitou, '59.
 Geneva, prop., b. '74, ore carrier, lost first year.
 Geneva, prop., 91 g. t., b. '75, Portsmouth, Ont., passed out,
 '91.
 Geneva Packet, on L. Ont., before'12.
 Genevieve, tug, 38 g. t., b. '90, Buffalo, in com.
 Genoa, schr., total wreck Erie, '65.
 Genoa, schr., 730 g. t., b. '73, Cleveland, in com.
 George, English vessel on L. Ont., 1760.
 George, schr., 100 t., b. Montreal, '70.
 George, schr., 790 g. t., b. '73, Manitowoc, in com.
 George, Can. schr., 122 g. t., b. '81, Ottawa, in com.
 George, schr., 18 g. t., b. '91, Sturgeon Bay, in com.
 George IV, Can. schr., 80 g. t., b. '28, York.
 Georger, F. A., schr., 825 g. t., b. '74, Tonawanda, chartered
 ocean, '98.
 Georgia, scy., 22 g. t., b. '76, in com.
 Georgia, stmr., 950 g. t., b. '80, Manitowoc, in com.
 Georgia, Can. prop., 28 g. t., b. '85, Saugatuck, in com. 
 Georgia, schr., 82 g. t., b. '87, Depere, in com.
 Georgia, Can. tug, 44 g. t., b. '93, Port Arthur, in com. 
 Georgia, prop., b. Manitowoc, '98.
 Georgian, Can. prop., 377 g. t., b. '64, Georgian Bay, in com.
 Georgian, Can. prop., 500 t., sunk near Owen Sound, '88.
 Georgiana, schr., in com., '44.
 Georgiana, Can. tug, 80 n. t., b. '74, Buffalo, in com.
 Georgie, schr., 9 g. t., b. '89, Grand Haven, passed out, '92.
 Gerald, C., sty., 36 g. t., b. '93, Wyandotte, in com.
 Geraldine, schr., 303 t., sunk by col., L. Erie, '69.
 Garaldine, Can. prop., 65 g. t., b. '93, Parry Sound, in com. 
 Gerlach, Eliza, schr., 271 g. t., b. '67, Cleveland, in com. 
 Gerlach, Kate, tug, burned L. Erie, '69.
 German, schr., 77 g. t., b. '68, Black River, O., in com. 
 German, s. prop., 2,348 g. t., b. '90, Cleveland, in com.
 German, William, Can. prop., 32 n. t., b. '88, Port Robinson, in
 com.
 Germania, prop., 263 g. t., b. '75, Marine City, in com. 
 Germania, prop., 88 g. t., b. '80, Newburg, N. Y., in com. 
 Germanic, prop., 1,131 g. t., b. '88, West Bay City, in com.
 Gernada, Can. prop., 54 n. t., b. '83, Prescott, in com. 
 Gerst, Phillip, sty., 23 g. t., b. '94, Buffalo, in com. 
 Gertie, Can. tug, 17 n. t. b. '78, Buffalo, in com. 
 Gertie, slp., 8 .t., b. '91, Detroit, in com. 
 Gertrude, schr., 369 t., b. Cleveland, '55, wrecked near
 Manitowoc, '60. 
 Gertrude, schr., sunk, '68. 
 Gertrude, Can., prop., 69 n. t., b. '86, Toronto, in com. 
 Gertrude, tug, 26 g. t., b. '85, Saugatuck, later the G. J. Dorr. 
 Gertrude, sty., 12 g. t., b. '91, Manitowoc, in com. 
 Gettysburg, prop., 1,087 g. t., b. '87, Trenton, Mich., in
 com.
 Geyser, tug, 29 g. t., b. '89, West Bay City, in
 com.
 Geyser, tug, 143 g. t., b. '86, Chicago, in com.
 G. G. O., schr., 8 g. t., b. '94, Saugatuck, in com.
 Ghent, schr., condemned and sunk, '26.
 Giant, tug, 10 g. t., b. '83, Buffalo, in com.
 Gibbs, Laura, prop., 15 g. t., b. '75, Muskegon, passed out,
 '95.
 Gibbs, R. J., schr., 176 g. t., b. '55, Vermilion, foundered, Bar
 Point, '93.
 Gibraltar, bge., 386 t., b. '53, damaged L. Ont., '86.
 Gibson, schr., 217 t., b. Buffalo, '70.
 Giddings, J. R., brig., 257 t., b. Ashtabula, '44, lost L. Mich.,
 '57.
 Gifford, Frank W., schr., 398 g. t., b. '68, Cleveland, foundered
 L. Mich., '97.
 Gilbert, Can. tug, 87 n. t., b. '84, Cardinal, in com.
 Gilbert, E. K., schr., sunk Point Pelee, '68.
 Gilbert, Mollison, schr., in com. '71.
 Gilbert, William, prop., 71 g. t., b. '79, Oswego, in com.
 Gilbert, W. H., s. prop., 2,820 g. t., b. '92, West Bay City, in
 com.
 Gilcher, W. H., prop., 2,414 g. t., b. Cleveland, '91, lost with
 all hands L. Mich., '92.
 Gilchrist, J. C., prop., 1.827 g. t., b. '87, Trenton, Mich., in
 com.
 Giiderhouse, tug, in com., '65.
 Gildersleeve, Can. stmr., 250 g. t., b. '39, Kingston, boiler
 exploded, '40.
 Gildersleeve, Can. schr., 91 g. t., b. '73, Chatham, in com.
 Gill, Alice M., prop., 264 g. t., b. '87, Grand Haven, in com.
 Gillen, Edward, tug, 58 g. t., b. '91, Buffalo, in com.
 Gillett, F. W., tug, 28 g. t., formerly the Odd Fellow, b. '69,
 Huron, in com.
 Gillett, Kate, schr., 264 t., b. after '50, Conneaut, later the
 Horace H. Badger.
 Gillmore, Ellen, schr., lost L. Erie, '56.
 Gillmore, Gen. Q. A., b. '67, Black River, O. 
 Gilmore, J. E., schr., 290 g. t., b. '67, Three Mile Bay, wrecked
 L. Mich., '92.
 Gilmore, L. A., schr., 75 t., b. Black River, '67, sunk Cleveland,
 '75.
 Gilphie, Can. sty., 45 n. t., b. Lockport, in com., formerly
 Joe.
 Gipsey, schr., 181 t., b. Ohio City, '47.
 Gipsey, schr., 132 t., b. Sheboygan, '81, later the Lydia E.
 Raesser.
 Gipsey Queen, Can. bge., 88 g. t., b. '70, Dog Lake, in com.
 Gipsy, schr., 131 t., b. '82, wrecked L. Mich., '83.
 Gipsy, Can. stmr., now the Ella Ross.
 Girard, Stephen, schr., 60 t., b. Chaumont, N. Y., '32.
 Gitana, sty., 5 t., b. Buffalo, '89, foundered St. Lawrence r.,
 '95, 3 lives lost.
 Glacial, Can. prop., 155 n. t., b. '85, Sorel, in com.
 Glade, Louisa A., schr., 43 g. t., b. '85, Manistee, in com.
 Gladiator, scow, b. '54, Black River, O., passed out, '95.
 Gladiator, tug, 220 g. t., b. '71, Port Huron, in com.
 Gladstone, schr., 175 t., b. '69, ashore Port Huron, '83.
 Gladstone, prop., 2,112 g. t., b. '88, Cleveland, in com.
 Glad Tidings, schr., 183 g. t., b. '66, Detroit, in com.
 Glad Tidings, schr., lost L. Ont., '70.
 Glad Tidings, schr., 81 g. t., b. '83, Manitowoc, sunk by col.
 '94, 4 lives lost.
 Glad Tidings, schr., 34 g. t., b. '86, Clayton, in com.
 Glad Tidings, sty., 81 g. t.p b. '89, Chicago, passed out,
 '96.
 Glad Tidings. schr., 9 g. t., b. '97, Racine, in com.
 Gladwyn, small armed English schr., b. Detroit about 1762, wrecked
 L. Erie few years later, all hands lost.
 Gladys, slp., 12 g. t., b. '93, Sault Ste. Marie, in com.
 Gladys, Can. sty., 26 g. t., b. '94, Smith's Falls, in com
 Glance, sty., 28 g. t., b. '86, Buffalo, in com.
 Gleaner, schr., foundered L. Erie, '40.
 Gleaner, schr., 101 g. t., b. '83, Champlain, N. Y., in com
 Glenbulah, prop., 602 t., b. Sheboygan, '67.
 Glenbula, schr., destroyed in Chicago fire, '71.
 Glenfinlas, Can. prop., 447 t., b. '51. burned '83.
 Glengarry, Can. prop., 466 n. t., b. '72, St. Catharines, in
 com.
 Glengarry, Can. bge., 277 n. t., b. '73, Lancaster, in com. 
 Glengarry, Can. tug, now the Can. tug Sandy.
 Glen Haven, stmr., 63 g. t., b. '79, Irondequoit Bay, passed out,
 '94.
 Gleniffer, Can. bge., 376 n. t., b. '73, Port Robinson, in
 com.
 Glenn, prop., 277 g. t., b. '89, South Haven, in com.
 Glenora, Can. bge., 739 t., b. Kingston, '82, now Hector. 
 Glenrosa, Can. sty., 63 g. t., b. '91, Meganetawan, in com.
 Glide, Can. tug, 78 n. t., b. '66, Brockville, in com.
 Glide, Can. sty., 80 g. t., b. '84, Ottawa, in com.
 Glidden, John N., prop., 1,322 g. t., b. '79, Cleveland, in
 com.
 Gliding Star, schr., 17 g. t., b. '84, Mt. Clemens, Mich. in
 com.
 Globe, schr., b. '32, Black River.
 Globe, schr., b. Cape Vincent, before '53.
 Globe. prop., 319 t., b. Maumee City, '46.
 Globe, stmr., 1,200 t., b. Detroit, '48, converted into a prop.,
 exploded boiler Chicago, '60, 16 lives lost, burned Saginaw bay, '63, raised
 and made a barge.
 Globe, bark, 320 t., wrecked at Port Bruce, '54.
 Globe, scow, lost L. Mich., '58, 7 lives lost.
 Globe, bge., wrecked Leamington, '73.
 Globe, Can. bark, wrecked Port Bruce, '54.
 Globe, s. prop., 2,995 g. t., b. '94, Cleveland, in com.
 Gloucester, Can. gunboat, b. '12, Kingston, broken up. 
 Glover, W. A., schr., 162 t., lost near Toronto, '67.
 Glynnacor, schr., ashore Chicago, '53.
 G. No. 1, Can. bge., 24 g. t., b. '67, Cardinal, in com.
 G. No. 2, Can. bge., 40 g. t., b. '67, Cardinal, in com.
 Gnewuch, Charlie J., tug, 32 g. t., b. '80, Grand Haven, in
 com.
 Goble, Geo., scow, lost, '71.
 Goderich, Can. stmr., formerly Minnietunk.
 Godfrey, Jeremiah, schr., 653 g. t., b. '81, Port Huron, in
 com.
 Godfrey, L. B., tug, 32 g. t., b. '81, Fort Howard, Wis., in
 com.
 Godolphin, schr., wrecked Fairport, '35, crew lost.
 Goffe, Margaret R., schr., 278 g. t., b. '62 St. Clair, passed
 out, '95.
 Gogebic, prop., 1,680 g. t., b. '87, West Bay City, in com.
 Gold Hunter, slp., b. L. Ont., before '12.
 Gold Hunter, schr., wrecked at Sleeping Bear, '52.
 Gold Hunter, schr., 386 t., wrecked Point Pelee, '67.
 Gold Hunter, scow, lost, '71.
 Gold Hunter, schr., wrecked Thunder Bay reef, '79.
 Gold Hunter, Can. schr., 219 g. t., b. '62, Marysburgh, in
 com.
 Golden, tug, 44 g. t., b. '92, Milwaukee, in com.
 Golden Age, schr., 1,846 g. t., b. '83, Abbotts Bridge, O., in
 com.
 Golden Age, stcb., 119 g. t., b. '97, Middleport, N. Y., in
 com.
 Golden City, Can. tug, 89 n. t., b. '73, Buffalo, in com. 
 Golden Eagle, tug, 59 g. t., later the Valerie.
 Golden Eye, Can. prop., 61 g. t., b. '76, Peterboro, in com.
 Golden Fleece, barkentine, converted into schr., '69.
 Golden Fleece, schr., 451 g. t., b. '62, Cleveland,
 passed out, '92.
 Golden Harbor, Can. scow, 42 g. t., b. '83, Little River, in
 com.
 Golden Harvest, schr., 255 g. t., b. '56, Buffalo, in com.
 Golden Gate, stmr., 771 t., b. Buffalo '52, wrecked, Erie '56, 1
 life lost.
 Golden Rule, schr., 363 g. t., b. '67, Buffalo, in com.
 Golden West, schr., b. '61, wrecked Georgian Bay, '84.
 Goldsmith, Jos., tug, 60 g. t., b. '82, Milwaukee, in com.
 Goler, Elizabeth. slp., b. Cape Vincent, before '53.
 Goler, Lewis, schr., b. Oswego, passed out.
 Goliath, prop., b. Palmer, St. Clair river, '46, wrecked off Black
 river, '46.
 Goliath, prop., lost by boiler explosion, L. Hur., '48,18 1 1 ves
 lost.
 Go-Look, schr., 18 g. t., b. '89, Point Lookout, Mich., passed
 out, '96.
 Gondola, Can. bge., 91 g. t., b. '81, Wallaceburg, in com.
 Good Hit, prop., 69 t., b. '80, burned Grosse Isle, '87.
 Good Intent, 30 t., b. 1799 on Mill creek, L. Erie, lost with all
 on board, Point Albino, 1806.
 Good Intent, schr., wrecked off Dunkirk '25.
 Good News, schr., 19 g. t., b. '94, Sand Beach, in com.
 Goodenough, schr., 16 g. t., b. '93, Sault Ste. Marie, in com.
 Goodenow, Wm., tug, b. '66, sunk by col., '69.
 Goodill, Edna, tug., 22 g. t., b. '91, Cleveland, in com.
 Goodill, Rob E., tug, 17 g. t., b. '90, Erie, in com.
 Goodman, R. E., tug, 22 g. t., b. '82, Buffalo, burned L. Sup.,
 '98.
 Goodman, W. O., schr., 324 g. t., b. '82, Manitowoc, in com.
 Goodwill, tug, 65 g. t., b. '95, Buffalo, in com.
 Gordon, Addle, Can. scow, 165 g. t., b. '69, Welland, in com.
 Gordon, Cynthia, schr., 44 g. t., b. '64, St. Joseph, in com
 Gordon, John, tug, 51 g. t., b. '84, Saugatuck, in com.
 Gordon, James, Can. schr., 147 g. t., b. '81, Hull, in com.
 Gordon, Joseph, tug, 40 g. t., b. '81, Bay City, in com.
 Gordon, Mary S., Can. schr., 82 n. t., b. '82, Kincardine, in
 com.
 Gordon, R. I., prop., 186 t., b. '81, Marine City, in com.
 Gore, Can. schr., 200 g. t., b. '38, Niagara, broken tip.
 Gore, prop., 160 t., b. Brockville, '51.
 Gore, stmr., 149 t., b. L. Ont., '50, dismantled.
 Gore, Bella, Can. schr., b. York, '09.
 Gore, L. L., stmr., afterwards called Goderich.
 Gorman, Pete, tug, 60 g. t., b. '92, Saginaw, in com.
 Goshawk, schr., 549 g. t., b. '66, Cleveland, in com.
 Gossoon, sty., 14 g. t., formerly Bertie, b. '88, Detroit, in
 com.
 Gould, E. F., schr., 261 g. t., b. '75, Carrolton, Mich., lost L.
 Hur., '98.
 Gould, Geo. J., s. prop., 2,237 g. t.9 b. '93, Buffalo, in
 com.
 Gould, Jay, prop., 996 g. t., b. '69, Buffalo, in com.
 Goulder, H. D., tug, b. '97, in com.
 Governor, Can. schr., 176 g. t., b. '75, Kingston, in com.
 Gowan, Albert Y., prop., 392 g. t., b. '88, Lorain, in com.
 Gowanda, stcb., 130 g. t., formerly Venus, b. '80, Ithaca, N. Y.,
 in com.
 Grace, stmr., ashore Whitefish Point, '82, 2 lives lost.
 Grace, sty., 42 g. t., formerly May Lily, b. '81, Detroit, Mich.,
 in com.
 Grace, tug, 14 g. t. b. '92, Buffalo, in com.
 Grace, Amelia, schr., wrecked, '51.
 Grace, Amelia, Can. schr., 199 g. t., b. '74, Port Burwell, in
 com.
 Gracie Belle, schr., 36 g. t., b. '85, Sand Beach, in com. 
 Graham, bark, capsized L. Hur., '72.
 Graham Brothers, schr., 82 g. t., b. '74, Fort Howard, in com.
 Graham, Col., i. tug, 32 g. t., later the Robert Emmett. 
 Graham, Jennie, schr., sunk Welland canal, '75.
 Graham, Lucy, schr., 61 g. t., b. '67, Sturgeon Bay, in com.
 Graham, May, stmr., 9.1 g. t., b. '79, St. Joseph, in com. 
 Grampey, schr., 30 t., iron used taken from schr. Salem
 Packet.
 Grampian, schr., 844 g. t., b. '94,West Bay City, in com. 
 Grampus, schr., b. Marine City about '25.
 Grampus, Can. schr., wrecked L. Ont., '46.
 Granada, schr., lost Mackinaw, '73.
 Granada, schr., 1,729 g. t., b. '95, West, Bay City, in com.
 Grand Army, scow, capsized near Kelley's Island, '77. 
 Grand Island, stmr., 23 g. t., b. '88, Grand Rapids, in com.
 Grand Isle, prop., 125 g. t., b. '69, Essex, in com.
 Grand Traverse, prop., 869 g. t., formerly Morley, b. '79, Marine
 City, sunk by col., '96.
 Grand Turk, schr., 327 t., lost, '69, North Manitou.
 Grandon, tug, 47 g. t., b. '93, Toledo, in com.
 Grandy, Mary, 325 t., b. Cleveland about '63, sold U. S. gov.,
 taken to New York and re-named Bolize, returned to lakes after war.
 Grandy, William, schr., 464 g. t., b. '67, Cleveland, in com.
 Grange, schr., 101 t., b. '26, passed out.
 Granger, scow, wrecked Sandusky, '63.
 Granger, schr., 366 g. t., b. '74, Two Rivers, in com.
 Granger, Ralph, schr., 90 t., ashore L. Erie, '38.
 Granite State, prop., 351 t., damaged, '69.
 Grant, schr., 173 t., sunk L. Ont., '85.
 Grant, Can. schr., 146 g. t., b. '87, Hull, in com,
 Grant, Gen. U. S., schr., 156 t., b. Green Bay, 165.
 Grant, Gen. U. S., tug, burned Fox Island, '75.
 Grant, Gen. U. S., schr., 62 g. t., b. '65, Wellsboro, N.Y., in
 com.
 Grant, Kittie, schr., wrecked L. Mich., '84, 4 lives lost. 
 Grant, Kitty, schr., capsized L. Mich., '55, 4 lives lost. 
 Grant, Kate, Can. scow, 47 g. t., b. '80, Conneaut, in com.
 Grant, John, schr., 93 t. b. '36, capsized near Erie, '45. 
 Grant, Levi, schr., 204 g. t.9 b. '72, Sheboygan, in com. 
 Grant, W. G., schr., damaged by col., '60.
 Grant, W. W., Can. schr., 163 g. t., b. '67, Port Burwell, in
 com.
 Grantham, Can. schr., 394 n. t., b. '73, Port Robinson, in
 com.
 Granville, scow, in com., '55.
 Grape Shot, schr., 369 t., wrecked Plumb island, '67.
 Gratiot, Gen., stmr., 63 t. b. Black River, O., '31, broken
 up.
 Gratwick, W. H., prop., 475 g. t., now the John C. Pringle.
 Gratwick, Wm. H., tug, 20 g. t., b. '82, Buffalo, in com. 
 Gratwick, William H., prop., 1,687 g. t., b. '87, West Bay City,
 in com.
 Gratwick, Wm. H., s. prop., 2,818 g. t., b. '93, West Bay City, in
 com.
 Graves, Deloss, canal tug, passed out.
 Graves, Wm. F., bark, b. Cleveland, '67.
 Gray Eagle, schr., stranded L. Mich., '59.
 Gray Eagle, schr., 380 t., wrecked Whitefish bay, '69. 
 Gray, John, Can. schr., 156 g. t., b. '81, Hull, in com.
 Gray, Lily, schr., 60 t., b. South Haven, '68.
 Gray, Lillie, scow, wrecked L. Mich., '74.
 Grayhound, tug, 10 g. t., b. '96, Saugatuck, in com.
 Grayling, slp., 14 g. t., b. '75, Sand Beach, in
 com.
 Grayling, tug, 17 g. t., b. '76, Buffalo, in com.
 Grayling, tug, 9 g. t., b. '84, Erie, in com.
 Grayling, tug, 15 g. t., b. '89, West Bay City, in com.
 Grayling, slpy., 7 g. t., b. '91, Cleveland, in com.
 Great Britain, Can. stmr., 700 g. t., b. '30, Prescott.
 Great West, bark, 765 t., b. Buffalo, '54.
 Great West, bark, 360 t., b. Oswego, '54, lost, Sleeping Bear,
 '57.
 Great West, bark, sunk Chicago, '76, raised, waterlogged, '77.
 Great Western, stmr., 780 t., b. Huron, O., '38, burned at Detroit
 and rebuilt.
 Great Western, Can. stmr., 1,090 n. t., b. '66, Windsor, 'n
 com.
 Great Western, Can. schr., now the Can. schr. F. H. Burton.
 Greble, brig., stranded Milwaukee, '43. [actually brig Preble]
 Grecian, Can. prop., b. on Clyde, transported L. Ont. in sections,
 '63, wrecked.
 Grecian, Can. stmr., liner, wrecked '70 in St. Lawrence r.
 Grecian, s. prop., 2,348 g. t., b. '91, Cleveland, in com.
 Greeley, Horace, schr., wrecked St. Joseph, '64.
 Green, Andrew H., prop., 80 g. t., b. '96, Benton Harbor, in
 com.
 Green Bay, schr., sunk Michigan City, '52.
 Green Bay, schr., 244 g. t., b. '67, Fish Creek, Wis., passed out,
 '94.
 Green, Gilbert R., stcb., 137 g. t., b. '87, Lockport, in com.
 Green, G. R., tug, 18 g. t., b. '74, Milwaukee, in com.
 Green, John L., schr., 89 g. t., b. '75, Port Clinton, in com.
 Green, Martin, tug, 18 t., b. 169.
 Green, Mary A., tug, 16 g. t., b. '63, Buffalo, passed out,
 96.
 Green Mountain Boy, brig., 260 t., b. Cleveland, '46.
 Green, O. B., tug, 56 g. t., b. '81, Chicago, in com.
 Green, O. B, tug, 41 g. t., later the Commodore.
 Green, Sarah A., schr., 119 t., b. Cuyahoga, '47, wrecked L. Erie,
 '57.
 Green, T. M., stmr., lost '94, L. H ur.
 Greene, C. H., prop., 700 g. t., b. '81, Saginaw, in com.
 Greene, M. T., prop., 523 g. t., b. '87, Gibraltar, in com.
 Greenhalgh, R., Jr., tug, 39 g. t., b. '72, Cleveland, passed out,
 '92.
 Greenwood, Grace, bark, 337 t., b. Oswego, '53.
 Greenwood, W. T., Can. schr., 144 g. t., b. '67, Port Dalhousie,
 wrecked, '95.
 Gregg, M. M., stmr., in com., '80.
 Gregory, John, tug, 75 g. t., b. '78, Green Bay, in com.
 Gregory, Mary A., schr., 87 g. t., b. '75, Chicago, in com
 Grenada, schr., ashore at Straits, '75.
 Grenville, Can. schr., 154 g. t., b. '89, Grenville, in com.
 Gresham, W. Q., U. S. rev. cut., b. Cleveland'98, ordered to
 Atlantic, sunk en route.
 Grey Oak, schr., 290 g. t., b. '85, Bayfield, Wis., passed out,
 195.
 Greyhound, brig., 160 t., b. Conneaut, '53, lost near Sheboygan,
 59, 1 life lost.
 Greyhound, stmr., 621 g. t., formerly Northwest, b. '67,
 Manitowoc, in com.
 Greyhound, Can. schr., 28 n. t., b. '87, Goderich, in com.
 Greyhound, Can. prop., 265 n. t., b. '88, Hamilton, in com.
 Griffin, or Le Griffon, first vessel constructed above Niagara
 Falls, a small schooner of 45 to 60 tons built by La Salle in 1679, wrecked
 same year.
 Griffin, s. prop., 1,856 g. t., b. '91, Cleveland, in com.
 Griffin, John B., 28 g. t., b. '74, Buffalo, passed out, '92.
 Griffith, G. P., stmr., 587 t., b. Buffalo, '45, burned L. Erie,
 250 lives lost.
 Grimsby, Can. bge., 394 n. t., b. '74, St. Catharines, in com.
 Griswold, C. C., schr., 354 t., b. Vermillion, '54, lost L. Sup.,
 '72.
 Groh, Mary, prop., 139 g. t., b. '73, Black River, O., in
 Groh, Michael, prop., 289 g. t., b. '67, Cleveland, wrecked L.
 Sup., '95.
 Gross, John L., schr., in com. '68, ashore Green Bay, '72.
 Groton, schr., 352 g. t., b. '68, Port Huron, foundered L. Erie,
 '97.
 Grover, Alice, Can. brig., 206 g. t., b. '56, Napanee, in com.
 Grover, Alice, schr., wrecked off Cleveland, '66, 1 life lost.
 Grover, Anna P., schr., 246 g. t., b. '68, Vermilion, O., in
 com.
 Grover, Criss., schr., 133 g. t., b. '78, Lorain, in com.
 Grover, Criss., tug, 56 g. t., b. '93, Buffalo, in com.
 Grover, Estella, schr., 25 g. t., b. '97, Pentwater, in com.
 Grover, Mary, Can. schr., 184 g. t., b. '55, Colborne, in com.
 Grover, Maurice B., prop., 1,995 g. t., b. '87, Cleveland, n
 com.
 Growler, schr., 81 t., originally Experiment, U. S. v. on L. Ont.
 '12, 2 guns, captured by British '13, recaptured by U. S. '13, recaptured by
 British at Oswego, J4.
 Grummond, Grace, stmr., burned L. Mich., '84.
 Grummond, Grace, i. schr., 205 g. t., formerly Search, b. '69, New
 York, in com.
 Gryenway, John, stmr., damaged by col., '68.
 Gryphon, sty., 26 g. t., formerly No. 12, b. '90, Poughkeepsie, in
 com.
 Guerriere, schr., 75 g. t., b. '27, Swan Creek, capsized Detroit
 r., '32, 5 lives lost.
 Guest, schr., 11 g. t., b. '91, Toussaint, O., in com.
 Guide, schr., lost with all hands, '71.
 Guide, schr., 55 g. t., b. '62, St. Joseph, Mich., in com.
 Guide, prop., 47 g. t., b. '84, Massena, burned Oswego, 195.
 Guiding Star, schr., 384 g. t., b. '67, Marine City, abandoned,
 '92.
 Guiding Star, schr., 324 t., built as prop., boiler exploded, '69,
 made bge., '71, wrecked L. Mich., '83.
 Guiding Star, schr., 31 g. t., b. '83, Erin, Mich., in com.
 Guido, schr., 133 g. t., b. '56, Manitowoc, in com.
 Gulielma, schr., wrecked Buffalo, '63.
 GuInair, schr., ashore North Point, '90.
 Gunderson Bros., tug, 46 g. t., b. '92, Sheboygan, in com.
 Gust, Henry, tug, 37 g. t., b. '93, Milwaukee, in com.
 Guthrie, L. May, schr., 137 g. t., b. '74, Conneaut, wrecked '94,
 L. Mich.
 Guy, Lulu, schr., 15 g. t., b. '95, Benona, Mich., in com.
 G. W. H., schr., 24 g. t., b. '96, in com.
 Gypsey, Can. prop., '20 g. t., b. '87, Toronto, in com.
 Gypsy, sty., 17 g. t., b. '88, in com.
 
 
 H
 Hacket, M. E., Can. tug, 97 n. t., b. '94, Levis, in com. 
 Hackett, Alfred A., Can. schr., 11 g. t., b. '85, Wiarton, in
 com.
 Hackett, Bob, tug, 65 t., b. '69.
 Hackett, R. J., prop., 1,129 g. t., b. '69, Cleveland, in com.
 Hackley, C. H., schr., 207 g. t., b. '68, Milwaukee,
 in com.
 Hackley, Eric L., sty., 54 g. t., b. '82, Muskegon, in com.
 Hackley, J. H., tug, 45 g. t., b. '74, Buffalo, in com.
 Hadley, George G., prop., 2,073 g. t., b. '88, Bay City, in
 com.
 Hagar, H., schr., in com., '53,passed out.
 Hagerman, J. J., tug, 42 g. t., b. '72, Buffalo, in com.
 Haggart, John, Can. prop., 73 n. t., b. '87, Perth, in com.
 Hague, Col., schr., in com., '77.
 Hahn, J. W., tug, 31 g. t., b. '82, Buffalo, in com.
 Haight, Edgar, tug, 13 g. t., b. '72, Buffalo, in com.
 Haight, Kittie, Can. tug, 60 g. t., b. Buffalo, '74, laid up,
 '97.
 Haines, C. L., stcb., 125 g. t., b. '90, Lockport, in com.
 Hairburch, schr., in com., '58.
 Hale, E. B., prop., 1,186 g. t., b. '74, Cleveland, foundered
 Saginaw bay, '97.
 Hale, John P., b. '52, Black River, O. 
 Hale, Mary B., schr., 248 g. t., b. '74, Detroit, passed out,
 '92.
 Hale, O. J., schr., 326 g. t., b. '74, Trenton, in com.
 Hale, Samuel, schr., 293 t., formerly the Reddick, b. Southport,
 in com., '56.
 Halifax, brig., wrecked L. Ont., '54.
 Hall, schr., b. Buffalo, '55.
 Hall, Can. prop., 188 n. t., b. '89, Montreal, in com.
 Hall, D. P., tug, 54 g. t., b. '81, Buffalo, in com.
 Hall, E. E., sty., 13 g. t., b. '92, Skaneateles, in com.
 Hall, Fred B., tug, 14 g. t., b. '83, Erie, in com.
 Hall, James H., schr., 100 g. t., b. '85, Manitowoc, in com.
 Hall, Jessie, Can. tug, 111 n. t., b. '67, Buffalo, in com.
 Hall, John E., prop., 343 g. t., b. '89, Manitowoc, in com.
 Hall, Lena, schr., 22 g. t., b. '91, in com.
 Hall, Mary P., tug, b. Ogdensburg, '98, in com.
 Hall, Maurice A., Can. schr., 71 g. t., b. '72, Port Dover, in
 com.
 Hall, Minnie, Can. prop., 61 g. t., b. '69, St. Catharines, in
 com.
 Hall, Stephen C., prop., 447 g. t., b. '80, Grand Haven, in
 com.
 Hall, W. B., Can. prop., 608 g. t., b. '85, St. Catharines, now
 the St. Andrews.
 Halladay, Chas., tug, 48 g. t., b. '81, Saugatuck, in com.
 Hallaran, R., schr., 698 g. t., b. '80, Cleveland, chartered
 ocean, '98.
 Halliwell, bark, wrecked Long Point cut, '55.
 Hallstead, Wm. F., sty., 34 g. t., b. '92, Buff alo, in com.
 Halstead, schr., 496 g. t., b. '73, Little Sturgeon, in com.
 Hamer, T. L., schr., 109 t., b. '47, Black River, O., passed
 out.
 Hamilton, Brit. schr., 81 t., originally Experiment, then Growler,
 captured by U. S. on L. Ont., '13.
 Hamilton, schr., 112 t., originally Diana, U. S. war v. on L.
 Ont., '12, 10 guns.
 Hamilton, Can. stmr., 300 g. t., b. '35, Hamilton.
 Hamilton, Can., stmr., 496 n. t., b. '47, Niagara, in com.
 formerly the Magnet.
 Hamilton, Can. schr., lost L. Ont., '58.
 Hamilton, U. S. rev. cut., b. Buffalo, '71.
 Hamilton, schr., wrecked South Harbor, '73.
 Hamilton, Chas., stcb., 134 g. t. b., '87, Buffalo, passed out
 '91.
 Hamilton, Gen., schr., lost Ont., '13.
 Hamilton, Lily, schr., 370 t., sunk L. Mich., '85.
 Hamlet, schr., b. '52, Black River, O., sunk Chicago, '56.
 Hammel, Julia C., tug, 28 g. t., b. '93, Manitowoc, in com.
 Hammond, L. S., schr., 329 g. t., b. '69, Detroit, in com.
 Hammond, Nellie, schr., 47 g. t., b. '77, Depere, wrecked '97.
 Hampton, brig., 300 t., b. Three Mile Bay, L. Ont., '45.
 Hanaford, John W., schr., 326 g. t., b. '75, St. Clair, in
 com.
 Hancock, tur, 48 g. t., b. '67, Newburg, N. Y., passed out,
 '97
 Hancock, General, schr., 14 g. t., b. '80, Ogontz Bay, Mich., in
 com.
 Hancock, John, brig., 260 t., wrecked Rondeau, '52.
 Hand, Geo., schr., 309 t., b. Bangor, '70.
 Hand, George R., tug, 34 g. t., b. '81, Buffalo, in com.
 Handy, Augustus, b. Cleveland, '55, sunk L. Hur., '61.
 Handy Boy, prop., 285 t., sunk, Sundusky, '88.
 Handy Boy, schr., 26 g. t., b. '74, Harrison, Mich., in com.
 Handy Boy, tug, 25, g. t., b. '82, Bay City, in com.
 Handy, T. P., schr., b. '49, Black River, O., burned '51, lost L.
 Mich., '60.
 Hanlan, Can. schr., 104 t., b. Picton, '80, burned off Bushy
 island, '95.
 Hanlan, John, Can. prop., 53 n. t., b. '84, Port Dalhousie, in
 com.
 Hanley, Doctor, prop., 34 g. t., b. '76, Lockport, abandoned,
 '94.
 Hanna, Leonard, schr., 660 t., b. '72, wrecked L. Mich., '87.
 Hanna, W. R., capsized L. Mich., '70.
 Hannah, schr., 48 t., b. Black Rock, '16.
 Hannah, schr., 23 t., b. Oswego, wrecked Malden, '44.
 Hannah, schr., b. Cape Vincent before '53.
 Hannah, schr., wrecked L. Ont., '44.
 Hannah, Perry, schr., damaged by col., '61.
 Hannum, J. M., Can. schr., 150 g. t., b. '76, Hull, in com.
 Hanover, brig., 427 t., b. Milwaukee, sold, Hamburg, Germany,
 '60.
 Hanover, schr., 267 t., lost Green Bay, '67.
 Hans, schr., ashore, Beaver island, '56.
 Hanscomb, Belle, schr., 294 g. t., b. '74, Toledo, in com.
 Hansen, Amelia, schr., 5 g. t., b. '87, Pentwater, in com.
 Hansen, Anna O., schr., 185 g. t., b. '69, Depere, in com.
 Hanson, scow, sunk Monroe, '68.
 Hanson, Geo., schr., lost L. Mich., '57, four lives lost.
 Happy Boy, schr., 30 g. t., b. '90, Grosse Point, in com.
 Happy Home, schy., 40 g. t., b. '96, Charlevoix, in com.
 Harbrecht, Louise, sty., 26 g. t., b. '86, Buffalo, in com.
 Hard Times, schr., 45 t., b. '45, passed out.
 Harlem, i. prop., 2,299 g. t., b. '88, Wyandotte, ashore Isle
 Royale, '98.
 Harlequin, schr., b. Erie, 1800, lost during her first season with
 all hands.
 Harlequin, slp., passed out.
 Harley, tug, 11 g. t., b. '78, Buffalo, passed out, '97.
 Harmon, E., schr., 370 t., b. Ashtabula, '67, wrecked L. Erie,
 '87.
 Harmon, John H., brig., lost St. Lawrence gulf, about '60.
 Harmon, R. H., schr., 343 t., sailed Europe, '58, renamed
 Waverlee, wrecked L. Hur., '67.
 Harold, schr., 718 g. t., b. '91, Bay City, in com.
 Harper, Jennie G., Can. prop., 20 g. t., b. '74, Chatham, in
 com.
 Harper, John, prop., 1,951 g. t., b. '90, West Bay City, in
 com.
 Harriet. schr., 11 t., b. before '25.
 Harriet, sty., 9 g. t., b. '95, Chicago, in com.
 Harriet Ann., Can. schr., lost L. Ont., '59.
 Harriet M., sty., 11 g. t., b. '97, Chicago, in com.
 Harrington, J. C., sty., 9 g. t., b. '88, Medina, N. Y., in
 com.
 Harris, Geo. A., Can. tug, 113 n. t., b. '82, Hull, in com.
 Harris, Joe, tug, 66 g. t., b. '73, Cleveland, in com.
 Harrison, schr., 100 t., b. Marine City about '35.
 Harrison, tug, wrecked, '70.
 Harrison, stmr., 63 t., b. Erie, '39, wrecked
 '54.
 Harrison, Ben., tug, 18 g. t., b. '89, Tonawanda, in com. 
 Harrison, Benjamin, schr., 538 g. t., b. '89, Mt. Clemens, in
 com.
 Harrison, Benjamin, schr., 38 g. t., b. '89, Ogdensburg, passed
 out, '95.
 Harrison, C., schr., 137 g. t., b. '54, Milwaukee, wrecked
 Sturgeon bay, '98.
 Harrison, Gen., stmr., 363 t., b. Maumee, '39, wrecked near
 Chicago, 1854.
 Harrison, J. C., schr., 518 t., b. Cleveland, '70, wrecked,
 '85.
 Harrison, J. C., tug, in com., '70.
 Harrison, John, Can. prop., 55 n. t., b. '84, Owen Sound, in
 com.
 Harrison, Ludington, prop., 407 g. t., b. '90, Manitowoc, passed
 ont, '91.
 Harrison, William, stmr., 378 g. t., b. '64, Keysport, N. J.,
 passed out, '96.
 Harrow, W. G., tug, 84 g. t., b. '93, Port Huron, in com. 
 Harry, Can. schr., 166 g. t., b. '79, Ottawa, in com.
 Hart, Asa E., schr. 445 t., total loss, '69.
 Hart, C., schr., 26 g. t., b. '77, Sheboygan, passed out, 195.
 Hart, Eugene C., prop., 522 g. t., b. '90, Manitowoc, in com.
 Hart, Fannie C., prop., 476 g. t., b. '88, Manitowoc.
 Hart, R. E., bark, in com., '61.
 Hart, Thomas, schr., wrecked L. Ont., '42.
 Hartford, schr., 223 g. t., b. '73, Gibraltar, foundered L. Ont.,
 '94, with all hands.
 Hartnell, George E., s. schr.3,265 g. t., b. '96, Chicago, in
 com.
 Hartzell, J. H., schr., wrecked L. Mich., '80.
 Harvest, schr., 309 t., sailed Europe, '58.
 Harvest, Can. bge., 258 n. t., b. '70, Montreal, in com.
 Harvest Belle, schr., damaged, '72.
 Harvest Home, schr., 380 t., b., '62, passed out.
 Harvest Queen, schr., ashore, '71, foundered L. Hur., '80.
 Harvey, brig., damaged by col., '61.
 Harvey, J. M., schr., 22 g. t.9 b. '96, Chicago, in com.
 Harwich, schr., 75 t., wrecked L. Hur., '58, 7 lives lost. 
 Haselton, George H., prop., 22 g. t., b. '83, Oswego, in com
 Haskeli, Wm. A., prop., 1,530 g. t.9 b. '84, Detroit, in com.
 Hastings, schr., 229 t., b. Belleville, '61.
 Hastings, Can. stmr., 286 g. t., b. '68, Montreal, changed to
 Eurydice.
 Hathaway, tug, in com., '64.
 Hathaway, Col., schr., 93 t., b. New Baltimore, '70.
 Hathor, sty., b. Racine, '98.
 Hattie, Can. scow, 112 g. t., b. '63, Port Robinson, in com.
 Hattie, schr., 400 g. t., b. '73, Marine City, in com.
 Hattie, prop., 66 g. t., b. '82, Fair Haven, in com.
 Hattie, slp., 20 g. t., b. '90, Erin, Mich., in com.
 Hattie B., schr., 8 g. t., b. '91, Detroit, in com.
 Hattie B., slp., 7 g. t., b. '89, Chicago, in com.
 Hattie H., Can. schr., 134 g. t., b. '88, Ottawa, in com.
 Hattie L., tug, 17 g. t., b. '89, Cleveland, in com.
 Hattie, Mary, schr., b. '66.
 Hatton, J. A., bge., 182 t., lost '69.
 Hausler, M. G., tug, 73 g. t., b. '93, Saugatuck, in com. 
 Havana, schr., b. Three Mile Bay, L. Ont., '41.
 Havana, schr., 306 t., b. '71, sunk L. Mich., '87, three lives
 lost.
 Havana, prop., 1,041 g. t., b. '74, Cleveland, in com.
 Havens, P. E., schr., 65 g. t.9 b. '65, Essex, N. Y., in com.
 Havre, schr., wrecked L. Hur., '45.
 Hawgood, H. A., schr., 1,276 g. t., b. '86, West Bay City,
 chartered ocean, '98.
 Hawkins, Wesley, tug, 87 g. t., later the James Beard
 Hawkins, W. H., schr., 135 g. t., b. '68, Union Pier. Mich., in
 com.
 Hawley, M. C., prop., 257 g. t., later the City of Greee Bay.
 Hawley, R. K., tug, 27 g. t., b. '73, Cleveland, in com.
 Hawthorne, schr., 29 g. t., b. '93, Benton Harbor, is com.
 Hay, H. C., schr., damaged, '72.
 Hay, James, tug, 35 g. t., b. '79, Buffalo, in com.
 Hayden, P., wrecked L. Mich., '54.
 Hayes, scow, sunk Sandusky, '62.
 Hayes, Dan, schr., 145 g. t., b. '68, Fairport, sunk L Mich.,
 '98.
 Hayes, F. J., tug, 27 g. t., b. '95 Port Huron, in com.
 Hayes, Jennie, tug, 15 g. t., b. '89, Buffalo, in com.
 Hayes, Kate, schr., lost L. Hur., '56.
 Hayes, R. B., schr., 668 g. t., b. '77, Gibraltar, foundered off
 Chicago, '93.
 Hayes, R. B., stmr., 164 g. t., b. '76, Sandusky, O., in com.
 Hayward, A. D., prop., 304 g. t., b. '87, Manitowoc, in com.
 Hazard, Can. tug, 50 n. t., b. '92, Port Dover, in com.
 Hazard, G. S., schr., 1,128 g. t., now the Iron State.
 Haze, U. S. lighthouse stmr., arrived from New York, '67.
 Hazel, prop., 46 g. t., b. '92, Charlotte, in com.
 Hazel, prop., 11 g. t., b. '93, Washburn, N. Y., in com.
 Hazel, prop., 66 g. t., b. '96, Harbor Springs, in com.
 Hazleton, A. L., schr., 230 t., b. Chaumont, '51.
 Hazelton, A. L., schr., capsized L. Erie, '60.
 H. B., Can. bge., 638 n. t., b. '90, Montreal, in com.
 H. B. and B., No. 1, bge., 184 g. t., b. '91, Buffalo, in com.
 H. B. and B., No. 2, bge., 183 g. t., b. '91, Buffalo, in com.
 H. B. and B., No. 3, bge., 193 g. t., b. '91, Buffalo, in com.
 H. B. and B., No. 4, bge., 313 g. t., b. '91, Buffalo, in com.
 Head, Sir Edmund, Can. schr., sunk Welland canal, '61.
 Head, Sir E. W., Can. bark, wrecked L. Erie, '70, four lives
 lost.
 Heald, Joseph, tug, 43 t., b. '73, Ferrysburg, Mich., burned,
 '94.
 Heartless, schr., wrecked Chicago, '17, first wreck at
 Chicago.
 Heath, E. H., stcb., 99 g. t., b. '76, Lockport, in com.
 Heath, John S., tug, 7 g. t., b. '94, Buffalo, passed out,
 195.
 Heath, G. P., prop., 117 t., b. '72, burned L. Mich., '87.
 Heather Bell, 149 t., b. Detroit, '63.
 Heather Bell, Can. schr., 168 t., b. Picton, '68.
 Heather Belle, Can. schr., 121 g. t., b. '84, Picton, in com.
 Heather Belle, Can. tug, 32 n. t., b. '83, Meaford, in com.
 Hebard, Charles, prop., 763 g. t., b. '88, Detroit, in com.
 Hebard, Daniel L., tug, 159 g. t., formerly P. L. Johnson, b. '75,
 Cleveland, in com.
 Hebard R. H., tug, 14 g. t., b. '82, Buffalo, in com.
 Hebard, Robert H., tug, 65 g. t., b. '89, Buffalo, in com.
 Hecla, prop., 1,110 g. t., b. '82, Buffalo, in com.
 Heckler, Clara, tug, passed out.
 Hector, tug, wrecked Sugar Loaf Point, '73.
 Hector, Can. tug, 66 n. t., b. '73, Port Colborne, in
 com. 
 Hector, Can. bge., 638 n. t., b. '82, Kingston, in com., formerly
 Glenora.
 Hector, schr., 38 g. t., b. '84, Bay City, in com.
 Flea, schr., 60 t., b. Pentwater, '70.
 Heine, H. M., schr., damaged L. Erie, '43.
 Helen, Can. schr., 61 n. t., b. '68, Sandy Creek, in com. 
 Helen, schr., 38 g. t., b. '71, Erin, Mich., passedout, '97. 
 Helen, schr., sunk near Muskegon, '86, 7 lives lost.
 Helen, sty., 26 g. t., b. '95, Detroit, in com.
 Helena, schr., 80 t., b. Southport, wrecked near Kalamazoo,
 '51.
 Helena, schr., wrecked L. Mich., '88.
 Helena, schr., 863 g. t., b. '74, Cleveland, later the Amboy.
 Helena, Can. sail yt., 13 g. t., b. '77, Gravenhurst, in com.
 Helena, prop., 2,083 g. t., b. '88, Sheboygan, in com.
 Helene, tug, 24 g. t., b. '83, Fairport, in com.
 Helfenstein, brig., sunk Chicago, '52, stranded Clay Banks,
 '71.
 Heligoland, schr., 84 t., wrecked Muskegon, '65.
 Helm, D. T., tug, 64 g. t., b. '93, Benton Harbor, in com.
 Helm, Margaret, schr., on L. Erie, '41.
 Helvetia, schr., 793 g. t., b. '73, Tonawanda, chartered ocean,
 '98.
 Hemisphere, bark, in com., '69.
 Hemlock, schr., burned St. Lawrence, '70.
 Henderson, E., schr., 110 t., b. Milwaukee, '45, lost Waukegan,
 '61.
 Heney, John, Can. prop., 19 g. t., b. '76, Ottawa in com.
 Heney, John, Can. schr., 155 g. t., b. '89, Ottawa, in com.
 Hengerer, Wm., stcb., 125 g. t., b. '94, Phcenix, N. Y., in
 com.
 Henness, Annie R., sty., 47 g. t., b. '84, Buffalo, in com.
 Henrietta, stmr., 256 g. t., b. '79, Oshkosh, in com.
 Henry, schr., b. Cape Vincent before '53.
 Henry, tug, 30 g. t., formerly Geo. B. Dickson.
 Henry, tug, 30 g. t., b. '76, Buffalo, in com.
 Henry, Anna, schr., 265 t., b. Erie, '67, lost Little Point Sable,
 '70.
 Henry, Charles, slp., 9 g. t., b. '76, Clayton, passed out,
 '95.
 Henry, J., Can. tug., now the Can. tug, Thos. Osborne. 
 Henry, Patrick, brig., 313 t., b. Cape Vincent, before '53.
 Henry, Patrick, tug, 18 t., b. '81, foundered off Vermilion,
 '87.
 Hemy, Sir, schr., in com., '33.
 Henry, W., Can. schr. 185 g. t., b. '85, Sorel, in com.
 Henzie, John, brig., b.33, Black River, O. 
 Her Majesty, Can. prop., 300 g. t., b. '63, St. Catharines, sunk
 Port Colborne, '65.
 Her Majesty, Can. stmr., 613 t., wrecked L. Ont., '69.
 Herald, schr., 219 t., b. '47, capsized near Chicago, '53.
 Herald, prop., 99 t., b. Detroit, '70.
 Herald, schr., b. '57, Black River, O. 
 Herald, prop., 39 g. t., b. '76, Cleveland, in com.
 Herbert, Can. schr., 162 g. t., b. '80, Ottawa, in com.
 Herbert, Can. tug, 21 g. t., b. Sault Ste. Marie, '96.
 Herbert M., Can. prop., 26 g. t., b. '87, Russess, in com.
 Hercules, schr., lost with all on board, L. Mich., '18.
 Hercules, prop., 273 t., b. Buffalo, '43.
 Hercules, tug, exploded St. Lawrence r., '58, 7 lives lost.
 Hercules, tug, 61 g. t., b. '67, East Saginaw, passed out,
 '92.
 Hercules, Can. brig., 222 g. t., b. '63, Hamilton, in com.
 Hercules, bge., wrecked L. Hur., '70.
 Hercules, schr., 80 t., capsized L. Mich., '86.
 Hercules, Can. prop., 91 g. t., b. '86, Detroit, in com.
 Hermann, G. M. A., tug, 34 g. t., b. '91, Milwaukee, in com.
 Hero, Can. schr., on L. Ont., '40.
 Hero, Can. stmr. tug, b. '61, Hamilton.
 Hero, Can. prop. 37 g. t., b. '61, Hamilton, in com.
 Hero, Can. stmr., 342 g. t., b. '70, Sorel, in com.
 Hero, schr., 19 g. t., b. '70, Detroit, passed out, '97.
 Hero, Can. stmr., 159 n. t., b. '78, Sorel, in com.
 Hero, scow, sunk off Scow Island, '91.
 Heron, Ile, Can. stmr., 152 n. t., b. '83, Sorel, in com.,
 formerly La Cultivateur.
 Herones, schr., aground L. St. Clair, '68.
 Herschel, schr., 238 g. t., b. '72, New Jerusalem, O., in com.
 Hershey, Peter D., tug, 15 g. t., b. '92, Buffalo, in com.
 Hesper, prop., 1,858 g. t., b. '90, Cleveland, in com.
 Hessorot, P. S., Can. prop., 62 n. t., b. '89, Owen Sound, in
 com.
 Hewis, J. D., Can. prop., 51 g. t., b. '92, Midland, in com.
 Hiawatha, Can. tug, now the Osprey.
 Hiawatha, schr., sunk by col. L. Mich., '66.
 Hiawatha, prop., 1,398 g. t., b.180, Gibraltar, in com.
 Hiawatha, Can. fry., 100 n. t., b. '80, Dresden, in com.
 Hiawatha, Can. bge., 594 n. t., b. '90, Garden Island, in com.
 Hibbard, Chas., schr., afloat, '54.
 Hibbard, W. B., schr., total loss L. Ont., '67.
 Hibbert, Sarah, schr., lost at sea, '61.
 Hibernia, Can. prop.
 Hickler, Clara, Can. tug, 42 g. t., b. '82, Buffalo, in com.
 Hickler, John, tug, 23 g. t., b. '76, Buffalo, in com.
 Hickler, Laura, sty., 20 g. t., b. '83, Buffalo, in com.
 Hickler, Pauline, 38 g. t., b. '92, Buffalo, in com.
 Hickory, bge., sunk off Leamington, Ont., '77.
 Hickox, C., prop., 208 g. t., b. '73, Black River, O., in
 'com.
 Higby, Lem, schr., 52 g. t., b. '65, Sheboygan, passed out,
 '95.
 High Bridge, stmr., 11 g. t., b. '74, in com.
 Highland, sty., 16 g. t., b. '86, Toltensville, N. Y., in com.
 Highland Beauty, Can. schr., 78 n. t., b. '76, Oakville, in
 com.
 Highland Chief, scow, ashore L. Erie. '71.
 Highland Maid, schr., 17 g. t., b. '79, Buffalo, passed out,
 '93.
 Highlander, Can. schr., 300 g. t., b. '40, Coteau du Lac, broken
 up.
 Highlander, schr., wrecked L. Erie, '44.
 Highlander, stmr., 250 t., b. Kingston, 151.
 Highlander, Can. schr., 250 g. t., b. '50, Montreal.
 Higgie, i. schr., 440 g. t., later the George Sturges.
 Higgie, J. L., tug, 19 g. t., b. '71, Buffalo, in com.
 Hilda, schr., 14 g. t., b. '85, Milwaukee, passed out, '95.
 Hill, Cecelia, prop., 44 g. t., b. '96, Fish Creek, Wis., in
 com.
 Hill, Fred, schr., 268 t., b. Milwaukee, '54.
 Hill, I. N., schr., 194 g. t., later the Dan Maybee.
 Hill, J. C., scow, 135 t., damaged, '69.
 Hill, John J., schr., 231 t., foundered Fairport, '85.
 Hill, John J., prop., 974 g. t., b. '92, Marine City, in com.
 Hill, L. P., tug, 22 g. t., b. '89, Fish Creek, Wis., in com.
 Hill, W. H., prop., 14 g. t., b. 186, Erie, in com.
 Hills, J. H., bge., 509 t., b. Buffalo, '81.
 Hilliard, Maria, schr., b. Chicago, '44, wrecked
 Death's Door, '56.
 Hilton, prop., 166 g. t., b. '67, East Saginaw, in com.
 Hinchman, Kate, schr., 236 g. t., b. '62, Detroit, passed out,
 '97.
 Hinckley, bge., 309 t., b. '62, wrecked L. Erie, '87.
 Hinckley, Chas., bge., 309 t., b. Cleveland, '62, stranded L.
 Hur., '86.
 Hinda, sty., 58 g. t., b. '86, Baltimore, Md., in com.
 Hines, H. H., scow, ashore Lorain, '83.
 Hingston, W. J., tug, 22 g. t., b. '94, Buffalo, in com.
 Hinton, Francis, prop., 417 g. t., b. '89, Manitowoc, in com.
 Hippocampus, prop., foundered L. Mich., '68, 26 lives lost.
 Hippogriffe, schr., 295 t., b. Buffalo, '64.
 Hiram, schr., 60 t., ashore, '38.
 Hiram, Can. schr., 134 g. t., b. '76, Ottawa, in com.
 Hirondelle, scow, lost, '72.
 Hoag, Henry W., schr., 280 g. t., b. '62, Three Mile Bay, in
 com.
 Hoboken, schr., 299 g. t., b. '67, Clayton, in com.
 Hochelaga, Can. fry., 381 n. t., b. '86, Sorel, in com.
 Hodge, Samuel F., prop., 585 g. t. b., '81, Detroit, passed out,
 '97.
 Hodson, Fred A., Can. tug, 138 n. t., b. '90, Collingwood, in
 com.
 Hoeton, Roy, scow, 38 g. t., b. '89, Buffalo, in com.
 Hoffnung, tug, 21 g. t., b. '73, Sheboygan, in com.
 Hoffnung Bros., tug, 56 g. t., b. '90, Sheboygan, in com.
 Hogan, Mollie, 8 g. t., b. '97, Alexandria Bay, in com.
 Holden, Flora, tug, 19 g. t., b. '75, Pillar Point, N. Y., in
 com.
 Holden, Hendrick S., s. prop., 4,444 g. t., b. Cleveland, '98, in
 com.
 Holland, Grace, schr., 629 g. t., b. '80, Marine City, in com.
 Holland, Joseph A., lost L. Huron, with three lives, '70,
 Holland, Nelson C., schr., 564 g. t., b. '81, Marine City, in
 com.
 Holland, Robert, prop., 423 g. t., b. '72, Marine City, in
 com.
 Holley, Alex, s. schr., 2,721 g. t., b. '96, Superior, in com.
 Hollister, John, schr., 130 g. t., b. '35, Perrysburg. O.,
 abandoned L. Erie '37.
 Hollister, John, stmr., 300 t., b. Perrysburg, '48, burned on L.
 Erie, rebuilt and lost, L. Huron.
 Hollister, Robert, schr., 120 g. t., b. '44, Maumee, O. 
 Hollister, R., 273 t., wrecked near Chicago, '65.
 Holloway, A. I., tug, 18 g. t., b. '32, Buffalo, in com.
 Holmes, J. A., schr., 167 g. t., b. '67, Mears, Mich., in com.
 Holt, D. R., schr., passed out.
 Holt, Geo. W., schr., in com., '68.
 Holton, E. D., tug, 24 g. t., b. 174, Milwaukee, in com.
 Home, schr., 127 t., b. Sandusky, '43, wrecked '51, L. Erie.
 Home, scow, b. '54, Black River, O., sunk by col. L. Mich.,
 '58.
 Home, schr., 125 g. t., b. '65, Port Huron, passed out '97.
 Home, schr., 91 t., b. Milwaukee, '67.
 Home Rule, Can. tug, 120 n. t., b. '90, Thorold, in com.
 Home, William, schr., 305 g. t., b. '71, Clayton, N. Y., sunk '94.
 L. Mich., 6 lives lost.
 Homer, schr., 455 g. t., b. '66, Sheboygan, in com.
 Homer, Adam, tug, 26 g. t. b. '90, Buffalo, in com.
 Homeward Bound, schr., 106 t., wrecked L. Ont., '65.
 Honest Boy, slp., 19 g. t., b. '90, Erin, Mich., in com.
 Honest John, schr., ashore Muskegon, '50, in com., '58.
 Honore, schr., wrecked near Dunkirk, '51.
 Honore, Can. tug, 29 n. t., b. '91, Vercheres, in com.
 Hood, Thomas, tug, 39 g. t., b. 181, Buffalo, in com.
 Hoosier, brig., 194 t., b. '42, Black River, O. 
 Hope, English schr., 81 t., b. Detroit, 1771.
 Hope, Can. slp., b. about 1804, lost near St. Joseph's, L.
 Huron.
 Hope, schr., b. Ohio City, '47, lost near Beaver island, '55.
 Hope, Can. schr., lost Georgian Bay, '58.
 Hope, Can. scow, 131 g. t., b. '61, Chippewa, in com.
 Hope, Can. scow, 25 g. t., b. '66, Port Nelson, in com.
 Hope, schr. sunk L. Hur., '67.
 Hope, Can. prop., 182 n. t., b. '70, Detroit, in com.
 Hope, Can. tug, 21 n. t., b. '71, Levis, in com.
 Hope, prop., 11 g. t., b. '76, Toledo, in com.
 Hope, Can. tug, 231 n. t., b. '78, Sorel, in com.
 Hope, prop., 14 g. t., b. '90, Elk Creek, Pa., in com.
 Hope, prop., 8 g. t., b. '93, Ashtabula, passed out'95.
 Hope, Aggie, Can. schr., 262 t., b. Hamilton, '69.
 Hope, George T., prop., 1,558 g. t., b. '83, West Bay City, in
 com.
 Hope, J. A., schr., wrecked Port Burwell, '58.
 Hopkins, A. L., prop., 756 g. t., b. '80, Marine City, in com.
 Hopkins, Mark, prop., 732 g. t., b. '88, Grand Haven, in com.
 Hopkins, Polly, schr., 7 g. t., b. '87, Sodus Point, in com.
 Horn, Clara, bge., 242 g. t., b. '91, in com.
 Horner, Adam, prop., 26 g. t., b. '90, Buffalo, passed out
 '91.
 Hornet, schr., wrecked Good Harbor, L. Mich., '70.
 Horton, Adelaide, Can. prop., 125 t., b. Goderich, passed out.
 Horton, Anna, prop., wrecked Kincardine, '71.
 Hosanna, Can. prop., 83 n. t., b. '93, Sorel, in com.
 Hoskins, John, schr., 69 g. t., b. '70, Essex, in com.
 Hotchkiss, bge., in com., '79.
 Hotchkiss, Fred, Can. prop., 18 g. t., b. '70, Collingwood, in
 com.
 Houghton, George G., schr., 332 g. t., b. '73, Milwaukee, in
 com.
 Houghton, H., prop., 210 g. t., b. '89, West Bay City.
 Houpett, Robert, schr., 165 t., b. Grand Haven, '70.
 Houston, Gen., schr., total wreck, Fairport, '59.
 Howard, schr., sunk at Racine, '50.
 Howard, tug, 195 g. t., formerly Admiral D. D. Porter, b. '64,
 Wilmington, Del., in com.
 Howard Can. schr., 168 g. t., b. '80, Montreal, in com.
 Howard, Chas., schr., 103 t., b. Huron, '45, wrecked Chicago,
 '56.
 Howard, F., schr., 126 t., b. '59, wrecked L. Ont., '83.
 Howard, Hattie, schr., 273 t., b. Port Huron, '68.
 Howard, Henry, prop., 261 t., b. Port Huron, '67, burned off
 Herson's island, '84.
 Howard, John P., schr., 97 g. t., b. '82, Champlain, in com.
 Howard, Kate E., schr., .96 g. t., b. '67, Holland, in com.
 Howe, H. E., bark, sailed Europe, '58, sold London, '60.
 Howe, Wm., schr., 99 g. t., b. '51, Chatham, N. Y., in com.
 Howell, schr., 408 t., b. Cleveland.
 Howell, John, tug, 14 g. t., b. '83, Buffalo, in com.
 Howes A., scow, capsized L. Erie, '66.
 Howland, Thomas H., schr., 298 g. t., b. '72, Manitowoc, in
 com.
 Howlett, Robert, schr., 165 g. t., b. '70, Grand Haven, in
 com.
 Hoyt, Colgate, s. prop., 1,252 g. t., b. '90,
 Duluth.
 Hoyt, Jesse, schr., 337 g. t., later the Mary D. Ayer.
 Hubbard, Henry, schr., in com., '33.
 Hubbard, Henry, schr., capsized L. Hur., '45.
 Hubbard, H. B., schr., sunk Cleveland, '62.
 Hubbard, Newell, schr., 55 g. t., b. '67, Detroit, in com.
 Hubbell, H. S., prop., 450 t., lost '88.
 Hubby, L. M., bark, b. Cleveland, '55, capsized L. Mich., '55, 10
 lives lost.
 Hudson, schr., 125 t., b. Oswego, '36, sunk off Conneaut, '54.
 Hudson, stmr., sunk near Cedar Point, '56.
 Hudson, s. prop., 2,294 g. t., b. '88, Wyandotte, in com.
 Hudson, Can. tug, 230 n. t., b. '91, Montreal, in com.
 Hudson, tug, 20 g. t., b. '94, Buffalo, in com.
 Hudson, stmr., lost '94, L. Mich.
 Hudson, Hendrick, stmr., 759 t., b. Black River, O., '46, burned
 Cleveland, '60.
 Hudson, J. L., tug, 18 g. t., b. '88, Huron, O., in com.
 Hudson, Sarah E., schr., sunk by col., L. Erie, '63.
 Hughes, James, schr., 166 t., b. Ohio City, '47, wrecked near
 Muskegon, '55.
 Hulbert, Mary A., schr., sold to U. S. Gov., '63.
 Hull, Charles B., sty., 14 g. t., b. '76, Detroit, in com.
 Humber, Can. tug, 29 n. t., b. '73, Quebec, in com.
 Humber, slp., b. before '50, Conneaut.
 Humboldt, schr., damaged by col., Chicago, '68.
 Hume, Jessie, Can. tug, 75 n. t., b. '94, St. Kits, in com.
 Hume, Thomas, schr., 209 g. t., b. '70, Manitowoc, foundered L.
 Mich. '91, with all hands.
 Humming Bird, schr., 25 g. t., b. '89, West Bay City, in com.
 Humphreys, Gen. A. A., prop., 20 g. t., later the Edward
 Watkins.
 Hungerford, S. G., schr., b. '66.
 Hungarian, three master, b. Three Mile Bay, L. Ont., ,53.
 Hunt, Gov., schr., 186 t., b. Olcott, '53, lost L. Erie, '69.
 Hunter, Can. armed brig., 80 t., b. '06, 10 guns, captured in
 battle Lake Erie.
 Hunter, brig., in com. '46.
 Hunter, prop., 680 t., b. Buffalo, '57, sunk by col., '69.
 Hunter, bge., lost, '72.
 Hunter, prop., 224 g. t., b. '77, Philadelphia, in com.
 Hunter, scow, sunk near Milwaukee, '87.
 Hunter, schr., 20 g. t., b. '87, Menekaunee, wrecked New Buffalo,
 '93.
 Hunter, Elvira, schr., 25 g. t., b. '93, Hammond's Bay, Mich.,
 wrecked, '95.
 Hunt, John E., schr. b. Cape Vincent, before '53.
 Hunter, John, Can. tug, 37 n. t., b. '85, Port Dalhousie, in
 com.
 Hunter, Nellie, Can. schr., 210 n. t., b. '74, Dog Lake, in
 com.
 Hunter, R., brig., 162 t., b. Buffalo, '41, damaged by col.,
 '48.
 Huntington, General, slp., b. '19, Black River, O., injured L.
 Erie, '19.
 Huntress, schr., 350 t., wrecked L. Erie, '62.
 Huntress, sty., 114 g. t., b. '80, Buffalo, in com.
 Hur, Ben, schr., 298 t., damaged by col., L. Hur. '90.
 Hurd, C. H., schr., 600 t., b. Detroit, '68.
 Hurd, J. L., schr., sunk near the Manitous, '71, with all hands
 except Capt. W. O. Harrison.
 Hurd, Joseph L., prop., 557 g. t., b. '69, Detroit, in com.
 Hurdman, R., Can. prop., 93 g. t., b. '92, Kippewa Lake, in
 com.
 Hurlburt, Chauncey, prop., 1,009 g. t., b. '74, St. Clair, in
 com.
 Hurlbut, C., stmr., burned West Superior, '90.
 Huron, brig., 104 t., b. Grand River, O., '14, rebuilt Black Rock,
 '16. 
 Huron, schr., in com., '32. 
 Huron, stmr., 140 t., b. Newport, '39, dismantled, '48. 
 Huron, slp., 11 t., b. Detroit, '43. 
 Huron, schr., wrecked Sandy Creek, '51. 
 Huron, stmr., 348 t., b. Newport, '52.
 Huron, stmr., 527 t., b. Sorel, Ont., '54. 
 Huron, stmr., sunk Chicago, '57. 
 Huron, Can. stmr., sunk L. Ont., '55. 
 Huron, stmr., sunk at Port Austin, '61. 
 Huron, bark, 378 t., b. Port Huron, '64. 
 Huron, Can. cfy., 1,250 n. t., b. '75, Sarnia, in com. 
 Huron, Can. bge., 555 n. t., b. '81, Garden Island, in com.
 Huron, Can. prop., 70 g. t., b. '82, Owen Sound, in com. 
 Huron, schr., sunk L. Erie, '90. Huron, Can. bge., sunk near
 Cardinal, '93. 
 Huron, schr., 210 g. t., b. '93, in com. 
 Huron, prop., 1,945 g. t., b. '98, Lorain, in com. 
 Huron Bell, tug, 23 g. t., b. '89, Sand Beach, in com. 
 Huron City, prop., 368 g. t., b. '67, Sandusky, in com. 
 Hurricane, schr., foundered L. Mich., '60, 9 lives lost. 
 Hurst, stcb., 129 g. t., b. '80, Havana, N.Y., in com. 
 Husordt, P. S., Can. prop., 45 g. t., b. '87, Owen Sound, in com. 
 Huseter, schr., 9 g. t., b. '93, Detroit, passed out, '94. 
 Hustler, schr., 13 g. t., b. '93, Detroit, in com. 
 Hutchinson, brig., 310 t., b. Southport, afloat, '55. 
 Hutchinson, C. H., schr., 297 t., b. '66, sunk L. Erie, '87. 
 Hutchinson, Emma C., schr., 736 g. t., b. '73, Port Huron, in com. 
 Hutchinson, John M., schr., 980 g. t., b. '73, Cleveland, in com., 
 Hutchinson, Jno. M., tug, 91 g. t., b. '93, Buffalo, in com. 
 Hutchinson, K. M., stmr., 189 g. t., b. '86, Oshkosh, in com.
 Hutchinson, L. C., bge., 297 t., b. Cleveland, '82. 
 Hutchinson, Lizzie, Can. scow, 160 g. t., b. '69, Wellandport, in
 com. 
 Hutt, Hattie, schr., 265 g. t., formerly F. B. Stockbridge, b.
 '73, Saugatuck, Mich., in com. 
 Hyde, H., scow, lost L. Hur., '83. 
 Hyderabad, Can. bge., 290 n. t., b. '76, Kingston, in com.
 Hydra, Can. tug, 6 g. t., b. '92, Trenton, in com. 
 Hyner, John L., tug, 13 g. t., b. '89, Ashtabula, in com. 
 Hyphen, schr., 425 t., b. Milan, '61, sunk Point Pelee, '68, 3
 lives lost.
 
 
 I
 Iberville, St. John, Can. tug, 148 n. t., b. '96, Sorel, in com. 
 Ice, Can. scow, 41 g. t., b. '91, Sandwich, in com. 
 Ice King, bge., 209 g. t., b. '88, in com. 
 Ice Queen, bge., 209 g. t., b. '88, in com. 
 Iceberg, brig., foundered with all hands L. Ont., '57. 
 Icsman, B. B., schr., 289 g. t., b. '81, Sandusky, in com. 
 Ida, prop., 10 g. t., b. '67, Buffalo, passed out, '95. 
 Ida, prop., 57 g. t., b. '72, Mt. Clemens, in com. 
 Ida, Can. prop., 16 g. t., b. '81, Lake Barrie, in com. 
 Ida, Can. prop., 21 g. t., b. '81, Brockville, in com. 
 Ida, Can. prop., 108 n. t., b. '84, Deseronto, in com. 
 Ida, schr., in com., '45, passed out. 
 Ida, schr., 169 g. t., b. '67, Milwaukee, in com. 
 Ida, Can. schr., 58 g. t., b. '85, Rockland, in com. 
 Ida, Can. tug, 24 n. t., b. '89, Quebec, in com. 
 Ida and Mary, scow, ashore Sturgeon Point, '72. 
 Ida and Mary, scow, foundered L. Ont., '58,2 lives lost. 
 Ida Belle, Can. schr., 97 g. t., b. '74, Kingsville, in com.
 Ida E., prop., 181 g. t., b. '87, Oshkosh, in
 com.
 Ida Jane, schr., 13 g. t., b. '81, Portage Harbor, in com.
 Ida M., sty., 14 g. t., b. '90, Detroit, in com.
 Ida May, schr., 22 g. t., b. '79, Fraser, Mich., in com.
 Idaho, schr., 37 g. t., b. '64, in com.
 Idaho, prop., 1,110 g. t., b. '63, Cleveland, sunk off Long Point,
 '97, 19 lives lost.
 Idea, schr., 59 g. t., b. '89, Fort Howard, in com.
 Ideal, stpd., 20 g. t., b. '91, Cleveland, in com.
 Ideal, sty., 40 g. t., b. '85, Buffalo, in com.
 Idle Hour, prop., 347 g. t., b. '93, Buffalo, in com.
 Idler, stmr., 233 g. t.9 b. '86, Oshkosh, in com.
 Idler, schy. 84 g. t., b. '64, East Haven, Conn., in com.
 Idler, sty., 57 g. t., b. '86, New York, in com.
 Idler, sty., 9 g. t., b. '83, Chatham, Ont., in com.
 Idlewild, Can. slp., 23 g. t., b. '82, Kingston, in com.
 Idlewild, i. stmr., 363 g. t., formerly Grace McMillan, b. '79,
 Wyandotte, in com.
 Idlewood, sty., 15 g. t., b. '88, Buffalo, in com.
 Illinois, brig., 210 t., b. '36, wrecked L. Mich., '43.
 Illinois, prop., 553 t., b. Buffalo, '49, sunk by col., '65, L.
 Erie.
 Illinois, schr., b. Sacket's Harbor, '34, wrecked L. Erie,
 '51.
 Illinois, schr., sunk by col. '70, L. Mich.
 Illinois, stmr., 755 t.9 b. Detroit, '37, made a prop., lost L.
 Hur., '68.
 Illinois, stmr., 826 t., b. Detroit, '54, made bge., '69, and lost
 same year L. Hur.
 Illinois, s. fire boat, b. Chicago, '98.
 Imperial, prop., 68 g. t., b. '79, Manitowoc, in com.
 Imperial, Can. prop., 115 n. t., b. '86, Toronto, in com.
 Imperial, schr., in com. '59 sunk Georgian Bay, '89.
 Imperial, stmr., sunk Cbicago, '84.
 Imperial, stcb., 95 g. t., b. '78, Chicago, in com.
 Ina, prop., 16 g. t., b. '81, Buffalo, in com.
 Ina, slp., 11 g. t., b. '86, Chicago, in com.
 Independence, prop., 262 t., b. Chicago, '43, first prop. built on
 L. Mich., first steam craft on L. Sup., wrecked on L. Sup., '53, 4 lives
 lost.
 Independence, schr., 21 t., wrecked off Black River, '18, crew
 drowned.
 India, prop., 1,239 g. t., b. '71, Buffalo, in com.
 India, schr., 316 g. t., b. '73, Trenton, Mich., in com.
 India, stmr., 9 g. t., b. '92, in com.
 Indian, Can. prop., 373 t., in com. '72, burned Toronto, 185.
 Indian Bill, schr., 32 g. t., b. '92, Muskegon, in com.
 Indian Queen, stmr., 112 t., b. Buffalo, '44, wrecked Dunkirk,
 '46, 20 lives lost.
 Indiana, brig., b. '34, Black River, O., lost L. Mich., '41.
 Indiana, prop., sunk L. Sup., '58.
 Indiana, prop., 1,177 g. t., b. '90, Manitowoc, in com.
 Indiana, stmr., 434 t., b. Toledo, '41., burned Conneaut, '48.
 Indianola, scow, b. after '50, Conneaut.
 Indra, sty., 10 g. t., b. '92, Buffalo, in com.
 Indus, schr., made a brig and wrecked on seaboard.
 Industry, Can. bge., 105 g. t., b. '79, Deseronto, in com.
 Industry, schr., 92 t., b. Ohio City, '47, wrecked near Port
 Colborne, '56, went to pieces, '60.
 Industry, schr., 55 g. t., b. '70, Manitowoc, in com.
 Industry, schr., wrecked L. Mich., '82, 3 of crew lost.
 Industry, Can. schr., 46 g. t., b. '92, Port Union, in com.
 Industry, slp., on L. Erie in 1800.
 Industry, tug, 80 g. t., b. '97, West Bay City, in com.
 Inez, Can. tug, 71 n. t., b. '84, Welland, in com.
 Ingersoll, R. G., prop., 69 t., burned L. Mich., '85.
 Ingham, U. S. rev. cut., stationed Detroit, '53. 46
 Ingomar, Can. tug, 22 g. t., b. '90, Carleton Place, in com.
 Ingram, John C., tug, 30 g. t., b. '72, Buffalo, in com.
 Ingwersen, stmr., burned Toledo, '86.
 Inkerman, Can. prop., boiler exploded Toronto, '56, killing or
 badly wounding entire crew,
 Inkerman, prop., exploded, Toledo, '57, 3 lives lost.
 Inman, B. B., tug, 89 g. t., b. '95, Port Huron, in com.
 Ino, schr., ashore Grand River, '54.
 Ino, schr., 130 g. t., b. '63, Gibraltar, Mich., passed out,
 '95.
 Inter Ocean, Can. prop., 148 g. t., b. '88, Collingwood, in
 com.
 Inter Ocean, Can. prop., 144 g. t., b. '81, Nipissing, in com.
 Inter Ocean, prop., 1,068 g. t., b. '72, Detroit, in com. 
 Interlaken, schr., 567 g. t., b. '93, Algonac, in com. 
 Detroit Ferry
 BoatInternational, Can. cfy., 1,000 n. t., b. '72, Fort
 Erie, in com.
 International, prop., 473 t., b. Buffalo, '53, burned Niagara
 river, '54.
 International, schr., 389 t., wrecked L. Ont., '65.
 International, Can. prop., 82 g. t., b. '71, Tonawanda, in
 com.
 International, Can. prop., 395 n. t., b. '81, Montreal, in com.,
 formerly the South Eastern.
 International, stmr., 1,100 t., b. Buffalo, '57, passed out.
 International, tug, 62 g. t., b. '84, Cleveland, in com.
 International, tug, 144 g. t., b. '89, Buffalo, in com.
 Invincible, schr., 437 t., b. Clayton, L. Ont., before '52, total
 loss, '69.
 Iona, Can. Drop., 284 n. t., b. '92, Trenton, in com.
 Iona, Can. schr., 158 g. t., b. '90, Rockland, in com.
 Ione, prop., 15 g. t., b. '78, Watertown, passed out, '97.
 Ionia, prop., 1,287 g. t., b. '90, Grand Haven, in com.
 Iosco, bge., 198 g. t., b. '73, in com.
 Iosco, prop., 2,051 g. t., b. '91, Bay City, in com.
 Iota, Can. prop., 6 g. t., b. '85, Spanish River, in com.
 Iowa, Can. bge., 422 n. t., b. '74, Quebec, in com.
 low, brig., 157 t., b. Cape Vincent, wrecked Point Albino,
 '48.
 Iowa, prop., 1,157 g. t., b. '96, Manitowoc, in com.
 Iowa, schr., sunk by collision, L. Erie, '40.
 Iowa, schr., foundered L. Mich., '56, 9 lives lost.
 Iowa, stmr, 981 t., b. Buffalo, '52, made prop. and finally a bge.
 in '68, lost '69.
 Ireland, Can. bge., 420 n. t., b. '66, Brockville, in com.
 Ireland, Can. brig., 230 t., b. Kingston, '45.
 Ireland, Can. prop., burned on St. Lawrence r., '52.
 Ireland, schr., b. '46, Maumee, O., went to pieces Windmill Point,
 '54.
 Ireland, W. S., Can. prop., 145 n. t., b. '72, Wallaceburg, in
 com.
 Irene, schr., 78 g. t., b. '69, in com.
 Irene, Can. prop., 7 g. t., b. '87, Toronto, in com.
 Irene, Can. prop., 24 g. t., b. '87, Hamilton, in com.
 Irene, prop., 10 g. t., b. '93 Menominee, burned Menominee,
 197.
 Irene, slpy., 21 g. t., b. '91, Chicago, in com.
 Iris, schr., 62 g. t., b. '66, Port Huron, in com.
 Iris, scow, 82 t., total loss, '69.
 Iris, sly., 12 g. t., b. '95, in com.
 Iris, Can. tug, 9 g. t., laid up, '97.
 Irish, S. A., schr., 234 g. t., b. '74, Depere, in com.
 Iron Age, rop., 1,114 g. t., b. '80. Detroit, in com.
 Iron Chief, prop., 1,154 g. t., b. '81, Detroit, in com.
 Iron City, prop., 934 t., b. '56, passed out.
 Iron City, schr., 648 g, t., formerly Daniel E. Bailey, b. '71,
 Toledo, chartered ocean, '98.
 Iron Cliff, schr., 1,116 g. t., b. '81, Detroit. wrecked Chicago,
 '98.
 Iron Duke, prop., 1,152 g. t., b. '81, Detroit, in
 com.
 Iron King, prop., 1,702 g. t., b. '87, Detroit, in com.
 Iron Queen, schr., 1,384 g. t., b. '87, Detroit, in com.
 Iron Range, scow, 170 g. t., b. '97, in com.
 Iron State, schr., 1,127 g. t., formerly G. S. Hazard, b. '74,
 Tonawanda, chartered ocean, '98.
 Iron State, schr., 853 g. t., b. Detroit, '80, later the
 Metacomet.
 Irondequoit, prop., 23 g. t., b. '82, Rochester, in com.
 Ironsides, prop., b. '64, Cleveland, lost with 28 lives near South
 Haven, '73.
 Ironton, schr., 785 g. t., b. '73, Buffalo, sunk by col. L. Hur.,
 '94, 5 lives lost.
 Iroquois, Can. bge., 424 n. t., b. '76, Garden Island, in com.
 Iroquois, bark, built by French near Ogdensburg in 1759, captured
 by the English in 1760.
 Iroquois, brig., b. Three Mile Bay, L. Ont., '46.
 Iroquois, prop., 1,698 g. t., b. '92, Marine City, in com.
 Iroquois, Can. schr., 100 g. t., b. '31, Prescott, withdrawn.
 Irr, Clara, tug, 13 g. t., b. '67, Mackinac, passed out '91.
 Irving, George, schr., 73 g. t., b. '65, Detroit, passed out,
 '95.
 Irving, Washington, schr., lost L. Erie, '60, 6 lives lost.
 Irwin, J., schr., 101 t., b. Cleveland, '45, wrecked L. Mich.,
 '55.
 Irwin, Lewis C., schr., 113 t., capsized L. Mich., '55, total
 loss, '69.
 Isabella, bge., wrecked Put-in-Bay, '78.
 Isabella, brig., 350 t., b. Cleveland, '48.
 Isabella, Can. prop., 44 g. t., b. '69, L. Simcoe, in com.
 Isabella, schr., 180 t., wrecked Long Point, '67.
 Isabella, Can. schr., 13 g. t., b. '69, Port Stanley, in com.
 Isabella, Can. schr., 33 g. t., b. '705, River Puce, in com.
 Isbell, Wayne, tug, 31 g. t., formerly T. R. Merrill, b. '76,
 Saginaw, in com.
 Isham, Geo. P., tug, in com., '97.
 Ishamay, Can. prop., 7 g. t., b. Brockville, in com.
 Ishpeming, schr., 418 g. t. b. '72, Detroit, in com.
 Isis, Can. prop., 132 n. t., b. '86, Deseronto, in com.
 Island, Can., prop., b. Kingston, '45.
 Island, schr., 30 t., in com. '69, passed out.
 Island Belle, prop., 90 g. t., formerly Island Wanderer, b. '79,
 Alexandria Bay, in com.
 Island Belle, prop., 31 g. t., formerly Wm. St. John, b. '82,
 Toledo, in com.
 Island Belle, prop., 153 g. t., b. '91, Buffalo, in com.
 Island Belle, stmr., 86 t., burned Detroit, '85.
 Island Chi ef, prop., 30 g. t., b. '79, Alexandria Bay, passed
 out, '97.
 Island City, schr., 54 g. t., b. '59, St. Clair, sunk L. Mich.,
 '91, 2 lives lost.
 Island Dove, schr., 29 g. t., b. '82, Waddington, N. Y., passed
 out, '95.
 Island Maid, schr., 181 t., capsized L. Erie, '85.
 Island Packet, on L. Ont., before 1809.
 Island Queen, Can. fystmr., 70 g. t., b. '43, Kingston, in
 com.
 Island Queen, Can. fry., 44 n. t., b. '89, Toronto, in com
 Island Queen, Can. prop., 112 n. t., b. '87, Kingston, in com.
 Island Queen, stmr., 173 t., b. Kelley's Island, '55, captured by
 Confederates, L. Erie, '64.
 Island Queen, schr., wrecked Straits, '59.
 Island Queen, 38 g. t., b. '79, Irondequoit Bay, in com.
 Island Queen, Can. stmr., 70 t., b. Kingston, '43.
 Island Rambler, stmr., in com., '77.
 Island Wanderer, prop., 71 g. t., b. '79, Alexandria Bay, later
 the Island Belle.
 Islander, stmr., 73 t., b. Kelley's Island, '46, sunk St. Clair
 Flats, '61.
 Islander, stmr., 118 g. t., formerly John Thorn, b. '71,
 Rochester, in com.
 Islander, prop., 291, g. t., b. '95, Benton Harbor, in com.
 Islay, s. tug, 27 g. t., b. '92, Superior, in com.
 Isle La Motte Boy, slp., 17 g. t., b. '90, Rouse's Point, N. Y.,
 in com.
 Isle Royal, stmr., sunk near Susick island, '85.
 Italia, prop., 2,036 g. t., b. '89, Marine City, in com.
 Itasca, tug, in com., '68.
 Itasca, schr., 344 g. t., b. 173, Milwaukee, passed out, '96.
 Ithaca, schr., in com., '69.
 Ivanhoe, schr., in com., '49, sunk by col. L. Erie, '55.
 Ivanhoe, s. stmr., 277 g. t., b. '68, Buffalo, in com.
 Ives, tug, in com., '61.
 Ives, J. R., schr., ashore L. Erie, '50.
 Ives, S. H., schy., 27 g. t., b. '79, Detroit, in com.
 Ivy, Can. prop., 7 g. t., b. '84, Brockville, in com.
 I Wonder, sty., 16 g. t., b. '97, Alexandria Bay, in com.
 I X L, prop., 13 g. t.9 b. '88, Lorain, in com.
 I. & M. C., stcb., 90 g. t., b. '83, Lockport, in com.
 
 
 J
 Jacinto, San, schr., in com., '62.
 Jack, Can. prop., now prop. Bothenia.
 Jackman, Frank, Can. tug, 63 n. t., b. '68, Buffalo, in com.
 Jackson, Can. schr., 157 g. t., b. '81, Hull, in com.
 Jackson, Andrew, schr., 189 g. t., b. '74, Grand Haven, in
 com.
 Jackson, Gen., schr., 60 t., broken up.
 Jackson, Gen., stmr., 50 t., b. Mt. Clemens, '34, broken up.
 Jackson, G. K., schr., 400 g. t., b. '82, Marine City, in com.
 Jackson, Jim, tug, passed out.
 Jamaica, schr., 390 t., b. Oswego, '67, capsized L. Hur., '72,
 ashore Glencoe, '85.
 James, Can. bge., 160 t., b. Ottawa, '81.
 James, Can. schr., 153 g. t., b. '82, Montreal, in com.
 James, Henry R., prop., 2,048 g. t., b. '90, Detroit, in com.
 Jamieson, Wm., Can. schr., 197 n. t., b. '78, Deseronto, in
 com.
 Jane, Can. schr., b. York, about '15.
 Jane, schr., damaged, '46.
 Jane, schr., capsized Little Point Sable, '85.
 Jane Bell, schr., in com., '69, wrecked L. Erie, '80.
 Jane, Ida, schr., 13 g. t., b. '81, Portage Harbor, passed out
 '91.
 Jane Louisa, schr., damaged L. Erie, '46.
 Jane Lucy, schr., 20 t., passed out.
 Jane Mary, bark, 397 t., b. St. Catharines, '62.
 Japan, s. prop., 1,239 g. t., b. '71, Buffalo, in com.
 Jarecki, Al., prop., 645 t., b. '67, wrecked Point au Sable,
 '83.
 Java, schr., lost Dunkirk, '58.
 Java, prop., sunk off Point au Sable, '78.
 Jay, tug, sunk Manistee, '85.
 Jay Bird, schr., 53 g. t., b. '69, Bay City, passed out, '96.
 Jay, John, stmr., burned L. George, '56.
 Jean, tug, 13 g. t., b. '89, Buffalo, in com.
 Jeanette, schr., 329 g. t., b. '81, Mt. Clemens, in com,
 Jeanette, Olive, schr., 1,271 g. t., b. '90, West Bay City. in
 com.
 Jeanie, stmr., 193 g. t., b. '89, Trenton, passed out, '95.
 Jeannettie, slp., 11 g. t., b. '93, Chicago, in com.
 Jefferson, prop., 344 t., b. Buffalo, '53, condemned
 '63. 
 Jefferson, schr., lost L. Mich., '44.
 Jefferson, schr., b. Clayton, L. Ont., before '52.
 Jefferson, schr., wrecked L. Mich., '70. 
 Jefferson, rev. cut., b. Oswego, '44, passed to the high seas
 about '46.
 Jefferson, U. S. brig., 500 t., 22 guns, b. L. Ont., '14.
 Jefferson, Thos., stmr., 428 t., b. Erie, '34, converted into a
 floating elevator at Buffalo.
 Jeffrey, C., schr., 173 t., b. Pt. Dalhousie, '67.
 Jeffries, Cecelia, schr., ashore Cleveland, '74.
 Jeffry, John H., Jr., tug, 12 g. t., b. '92, Duluth, in com.
 Jemima, one of first American vessels on lakes, b. Hanford's
 Landing, near Rochester, 1798.
 Jena, schr., 55 t., b. '34, passed out.
 Jenkins, Louisa, schr., wrecked Point Albino, '33, wrecked L.
 Erie, '41.
 Jenks, Edward H., prop., 150 g. t., formerly the E. M. Foster, b.
 '82, Port Dover, sunk by col. '91.
 Jenness, B. W., schr., 356 g. t., b. '67, Detroit, in com.
 Jennie, Can. bge., 528 n. t., b. '71, Garden Island, in com.
 Jennie, schr., 53 g. t., b. '91, Erin, Mich., in com. 
 Jennie, Can. schr., 92 g. t., b. '81, Tidnish, in com. 
 Jennie, A. H., Can. prop., 108 n. t., b. '82, Pt. Rowan, in com. 
 Jennie and Annie, schr., 400 t., damaged, '69. 
 Jennie R., sty., 15 g. t., b. '88, Marquette, in com. 
 Jennings, William, tug, in com. '68. 
 Jennings, W. G., schr., 28 g. t., b. '84, Saginaw, passed out,
 '96. 
 Jenny, schr., 15 g. t., b. '89, Egg Harbor, Wis., passed out, '96. 
 Jenny, Edwin, schr., sunk L Erie by col., '44. 
 Jenny, W. LeBaron, s. schr., 366 g. t., b. '97, West Bay City, in
 com. 
 Jerome, tug, 19 t., b. '69, sunk near Baby's Point, '81. 
 Jerry, Gordon, Can. prop., 124 n. t., b. '85, Bascomb, in com. 
 Jersey City, prop., about 600 t., b. Cleveland, '54, lost L. Erie,
 '60, with 19 lives. 
 Jessie, Can. slp., 35 g. t., b. '69, Clayton, in com. 
 Jessie, schr., wrecked Long Pt., '48. 
 Jessie, Can. tug, 139 n. t., b. '69, Stromness, in com. 
 Jessie, schr., lost with crew of 9, L. Ont., '69. 
 Jessie, schr., wrecked Salmon Point, '70. 
 Jessie, schr., 154 g. t., b. 164, Ashtabula, passed out, '93. 
 Jessie R., sty., 15 g. t., b. '88, Marquette, passed out, '95. 
 Jet, Can. bge., 398 n. t., b. '71, Quebec, in com. 
 Jewett, H. J., s. prop., 1,953 g. t., b. '82, Buffalo, in com.
 Jewett, John, schr., 103 g. t., b. '66, Vermilion, in com. 
 J. I. C., schr., 16 g. t., b. '85, Milwaukee, passed out, '93. 
 Joe, Can. sty., now the Gilphie. 
 Joe, sty, 88 g. t., b. '89, Grand Haven, in com. 
 Joehanna, Can. scow, 40 g. t., b. '67, Pike Creek, in com.
 John, William, schr., wrecked L. Ont., '70.
 John, William, Can. prop., 14 g. t., b. '88, Fesserton, in
 com.
 Johnson, Andrew, stmr., 310 g. t., b. '65, Buffalo, in com.
 Johnson, C. H., schr., 332 g. t., b. '70, Marine City, wrecked,
 '95.
 Johnson, Charles J., stcb., 99 g. t., b. '87, Phoenix, N. Y., in
 com.
 Johnson, C. N., schr., 288 g. t., b. '56, Buffalo, sunk near
 Amherstburg, '95.
 Johnson, D. D., tug, 17 g. t., b. '88, Saginaw, in com.
 Johnson, Geo. W., prop., 334 g. t., formerly D. W. Powers, b. '71,
 Marine City, passed out, '95.
 Johnson, Geo. W., schr., 348 g. t., b. '71, Marine City, in
 com.
 Johnson, H., tug., boiler exploded, Saginaw r., '67,4 persons
 killed.
 Johnson, Hattie, schr., sunk L. Hur., '68.
 Johnson, Hattie, schr., wrecked L. Mich., '80.
 Johnson, Henry J., prop., 1713 g. t., b. '88, Cleveland, in
 com.
 Johnson, Henry W., tug, 22 g. t., b. '65, New York, in com.
 Johnson, Henry W., schr., 104 g. t., b. '65, New York, passed out,
 '92.
 Johnson, I. A., schr., 95 g. t., b. '73, Dover's Bay, O., passed
 out, '93.
 Johnson, John, tug, 59 g. t., b. '87, Buffalo, in com.
 Johnson, J. F., stmr., lost '91, L. Mich.
 Johnson, J. H., tug, 66 g. t., b. '82, St. Joseph, Mich., passed
 out, '95.
 Johnson, J. W., schr., 20 g. t., b. '74, Grand Haven, passed out
 '96.
 Johnson, John T., schr., 448 g. t., b. '73, Huron, O., in com.
 Johnson, Laura, schr., 34 g. t., b. '82, South Haven, passed out,
 '91.
 Johnson, L. B., tug, 42 g. t., b. '68, Chicago, in com.
 Johnson, Maggie, schr., 271 g. t., b. '75, White Lake, Mich.,
 passed out, '95.
 Johnson, Maria F., schr., sunk L. Erie, '68.
 Johnson, Nellie, 41 g. t., b. '94, St. James, Mich., in com.
 Johnson, O. R., schr., 127 g. t., b. '66, Saugatuck, in com.
 Johnson, P. L., prop., 159 g. t., later the Daniel L. Hebard.
 Johnson, R. R., schr., foundered with all hands off Fairport,
 '54.
 Johnson, Solon H., stmr., 100 t., b. '75, wrecked L. Mich.,
 '87.
 Johnson, Sarah Ann, schr., ashore Grand Haven, '81.
 Johnson, Willard, schr., 400 t., b. Oswego, wrecked L. Hur.,
 '65.
 Johnson, Wm., Can. tug, 87 n. t., b. '78, Garden Island, in
 com.
 Joker, schr., 14 g. t., b. '85, Sebewaing, in com.
 Joker, tug, 14 g. t., b. '85, Sebewaing, in com.
 Joliet, s. prop., 1,921 g. t., b. '90, Cleveland, in com.
 Joliet, stcb., 102 g. t., b. '83, Lockport, in com.,
 Jonas, schr., sunk by col., Georgian bay, '98.
 Jones, Arthur, tug, 34 g. t., b. '93, Benton Harbor, in com.
 Jones, B. B., tug, 109 t., b. Milwaukee, '64, 7 of crew killed by
 explosion of boiler at Port Huron, '71.
 Jones Bros., Can. bge., 100 g. t., b. '75, Ithaca, in com.
 Jones, Chester B., schr., 493 g. t., b. '73, Saginaw, in com.
 Jones, C. W., tug, in com., '72.
 Jones, C. W., Can. tug, 48 n. t., b. '85, Levis, in com.
 Jones, E., schr., 646 t., b. '67, wrecked near Racine, '83.
 Jones, Elizabeth, bark, 754 t., b. Buffalo, '67.
 Jones, Elvy, schr., b. Buffalo, '67.
 Jones, Fanny L., schr., 112 g. t., b. '67, Black River, foundered
 L. Erie, '90.
 Jones, J. M., schr., lost L. Mich., '61.
 Jones, John V., schr., 201 g. t., b. '75, Manitowoc, in com.
 Jones, U. S. brig., 500 t., 22 guns, b. L. Ont., '14.
 Jones, William, schr., 154 g. t., b. '53, Manitowoc, passed out,
 '95.
 Jones, William, schr., 385 g. t., b. '62, Black River, O., in
 com.
 Jordan, Beebe J., prop., 16 g. t., b. '85, Bay City,
 passed out, '91.
 Jose, tug, 14 g. t., b. '90, Buffalo, in com.
 Joses, schr., 120 g. t., b. '66, Holland, Mich., in com.
 Josie, prop., 20 g. t., b. '93, Bay City, in com.
 Joseph, bge., 292 t., ashore Caseville, '85.
 Josephine, brig., wrecked Port Burwell, '55.
 Josephine, prop., 70 t., b. Gibraltar, '70.
 Josephine, prop., 36 g. t., b. '79 Sandusky, burned Sandusky bay,
 '93.
 Josephine, prop., 774 g. t., b. '86, Milwaukee, in com.
 Josephine, schr., 222 g. t., later the Russell Dart.
 Josephine, schr., 175 t., b. Oswego, '45, wrecked Dunkirk,
 '48.
 Josephine, schr., 295 g. t., b. '57, Wilson, N. Y., sunk by col.,
 '92.
 Josephine, schr., capsized L. Erie, '66.
 Josephine, schr., 30 g. t., b. '66, Swan Creek, Mich., in com.
 Josephine, slp., 15 g. t., b. '81, Harrison, Mich., in com.
 Josephine, schr., 12 g. t., b. '88, Bell, Mich., in com.
 Journeyman, schr., 235 g. t., b. '73, Bay City, passed out,
 '97.
 Joy, schr., 130 g. t., b. '35, Perrysburg, O.
 Joy, James F., schr., 554 t., b. '66, sunk Ashtabula, '87.
 Joy, Walter, schr., in com. '33, ashore L. Erie, '45.
 Joys, prop., 268 g. t., b. '84, Milwaukee, in com.
 J. R. A. No. 1, Can. scow, 43 g. t., b. '84, Tonawanda, in
 com.
 J. R. A. No. 2, Can. scow, 43 g. t., b. '84, Tonawanda, in
 com.
 Jubilee, Can. prop., 54 g. t., b. Portsmouth, Ont., '97, in
 com.
 Judd, E. T., schr., 389 g. t., b. '72, Bay City, in com.
 Judge, slp., 18 g. t., b. '89, Conneaut, in com.
 Julia, U. S. schr., 82 t., 3 guns, on L. Ont., '12, captured by
 British, '13, renamed Confiance, recaptured by U. S., '13.
 Julia, schr., 37 t., burned, '55.
 Julia, Can. prop., 113 n. t., b. '66, Montreal, in com., formerly
 Elfin.
 Julia, schr., 60 t., damaged, '69.
 Julia, Can. schr., 115 g. t., b. '75, Smith's Falls, in com.
 Julia, schr., 37 g. t., b. '80 Bay City, wrecked near Sand Beach,
 '96.
 Julia, Can. schr., sunk L. Ont., '83.
 Julia, schr., '47 g. t., b. '88, Fort Howard, in com.
 Julia, slp., 43 g. t., b. '84, South Hero, Vt., in com.
 Julia, sty., 36 g. t., b. '80, Bay City, passed out, '91.
 Julian and O'Brien, Can. tug, 59 g. t., b. Buffalo, '96.
 Juliet, prop., 61 g. t., b. '89, West Bay City, in com.
 Juliet, schr., sunk Port Burwell, '70.
 Juliette, schr., b. '34, Black River, O., sunk L. Erie, '71.
 Jumbo, Can. schr., 159 g. t., b. '83, Smith's Falls, in com.
 Jumbo, schr., 6 g. t., b. '87, Saganing, Mich., passed out,
 '93.
 Jumbo, Can. scow, 149 g. t., '84, Sorel, in com.
 Juneau, Solomon, schr., 90 t., b. Milwaukee, '36, lost L. Ont.
 Juniata, schr., 64 g. t., now the Wave Crest.
 Juniata, prop., 1,708 g. t., b. '78, Buffalo, in com.
 Junita, sty., 20 g. t., b. '75, Clayton, in com.
 Junius, schr., sunk Long Point, '66.
 Juno, bge., sunk St. Lawrence r., '73.
 Juno, Can. prop., 10 g. t., b. '80, Trenton, in com.
 Juno, Can. prop., 321 n. t., b. '85, Wallaceburg, in com.
 Juno, Can. prop., 17 g. t., b. '90, March Landing, in com.
 Juno, scow, b. Black River, '53, sunk Cleveland, '54, sunk L.
 Erie, '75.
 Juno, Can. stmr., 321 t., b. Wallaceburg, '85.
 Juno, Can. tug, 46 n. t., b. '87, Goderich, in com.
 Jupiter, schr., 253 g. t., b. '57, Irving, N. Y., in com.
 Jura, schr., 227 g. t., b. '62, Milan, O., in com.
 
 
 K
 Kaiser, Wilhelm, tug, 28 g. t., b. '74, Grand Haven, in com.
 Kakabeka, Can. stmr., 75 t., b. '79, wrecked L. Sup., '97.
 Kalamazoo, prop., 288 g. t., b. '88, Saugatuck, sunk by col.,
 '92.
 Kalista, sty., 10 g. t., b. '92, Geneva, O., in com.
 Kaliyuga, prop., 1,941 g. t., b. '87, St. Clair, in com.
 Kalkaska, prop., 679 g. t., b. '84, St. Clair, in com.
 Kaloolah, Can. stmr., 350 t., b. Collingwood, '53.
 Kaloolah, stmr., 450 t., b. Buffalo, '53, wrecked L. Hur.,
 '62.
 Kanaka, stmr., 14 g. t., b. '91, in com.
 Kane, E. K., scow, b. '61, Black River, O., passed out. 
 Kansas, schr., foundered L. Mich., '56, 11 lives lost.
 Kanter, E., schr., 378 t., b. Newport.
 Kanters, R., schr., 164 g. t., formerly City of Woodstock, b. '73,
 Manitowoc, wrecked Pilot island, '96.
 Karste, Fritz, tug, 27 g. t., formerly R. Davis, b. '76,
 Sheboygan, in com.
 Karl, Minnie, tug, 23 g. t., b. '83, Sheboygan, in com. 
 Kasota, prop., 1,660 g. t., b. '84, Cleveland, later the A. A.
 Parker.
 Katahdin, Can. bge., 433 n. t., b. '88, Owen Sound, in com.
 Katahdin, prop., 1,380, g. t., b. '95, West Bay City, chartered
 ocean service, '98.
 Kate, Can. schr., 104 n. t., b. '66, Oakville, in com.
 Kate, sty., 47 g. t., b. '89, Bay Mills, Mich., in com.
 Kate, tug, wrecked, '70.
 Kate, schr., wrecked, L. Ont., '70.
 Kathleen, Can. prop., now Can. prop. City of London. 
 Kathleen, Can. schr., 94 g. t., b. '73, Ottawa, in com.
 Kathleen, Can. prop., 75 n. t., b. '86, Toronto, in com. 
 Katie, tug, sunk by col., Black Rock harbor, '80.
 Kaway, Rae, schr., lost '91, L. Mich.
 Keane, Edward, prop., 377 g. t., later the Little Wissahicken.
 Kearsarge, s. prop., 3,093 g. t., b. '94, Chicago, in com. 
 Keating, A. C., schr., 326 g. t., b. '74, Trenton, in com. 
 Keddle, T., Can. tug, now the prop. John Lee, Sr.
 Keepsake, schr., 286 g. t., b. '64, Marine City, foundered L.
 Erie, '98.
 Keepsake, bge., 345 t., foundered L. Hur., '85, 
 Keepsake, Can. scow, 45 g. t., b. '80, River Puce, in com.
 Keewatin, Can. schr., 309 n. t., b. '88, Lakeport, in com.,
 formerly schr. Paragon.
 Keeweenaw, schr., sunk near Neebish rapids, '89.
 Keith, Ida, schr., 489 g. t., b. '73, Saugatuck, in com.
 Keith, Wm. G., schr., b. Port Huron, '69.
 Kelderhouse, J., tug, 43 g. t., b. '84, Buffalo, in com.
 Kelderhouse, John, 500 g. t., b. '57, Bay City, in com. 
 Keller, Hugo, stcb., 130 g. t., b. '90, Ithaca, in com.
 Keller, Willie, schr., 425 t., sunk by col. near au Sable,
 '88.
 Kelley, schr., wrecked, Windmill Point, L. Erie, '70.
 Kelley, tug, burned near Herson's island, '85.
 Kelley Bros., tug, 17 g. t., b. '79, Muskegon, passed out,
 '94.
 Kelley, Fred., prop., 770 g. t., b. '71, Toledo, in com.
 Kelley, Kate, schr., 350 t., total loss, '69.
 Kelly, C. O., prop., 259 t., burned Pembroke, '85.
 Kelly, Edward, schr., 776 g. t.9 b. '74, Port Huron, in com.
 Kelly, Georgie, schr., 370 g. t., b. '74, Salzburg,
 Mich., in com.
 Kelly, Kate, schr., 257 g. t., b. '67, Tonawanda, foundered Racine
 Point, '95 with all hands.
 Kellogg, A. R., bge., 619 g. t., b. '82, in com.
 Kellogg, Chas., tug., made Can. tug Charlton, '84.
 Kelpie, schr., ashore.L. Mich., '65.
 Kelton, Minnie E., prop., 632 g. t., b. '94, West Bay City, in
 com.
 Kempt, Sir. James, Can. schr., 200 g. t., b. '29, Bath.
 Kendall, Harvey J., prop., 399 g. t., b. '92, Marine City, in
 com.
 Kendrick, R., Can. prop., 15 g. t., b. '74, Morrisburg, in
 com.
 Kennedy, James, tug, 10 g. t., b. '95, Buffalo, in com.
 Kennedy, Wm., tug, 86 g. t., b. '93, Buffalo, in com.
 Kenosha, schr., 377 t., b. Cleveland, '54, wrecked Chicago,
 '56.
 Kenosha, prop., 645 t., burned Sarnia, '64.
 Kenozha, Can. prop., 191 g. t., b. '83, Gravenhurst, in com.
 Kent, stmr., 180 t., b. Chatham, Ont., '39, sunk L. Erie by col.
 '45, 7 lives lost.
 Kent, Can. schr., wrecked Thirty Mile creek, '45.
 Kent, H. A., prop., burned off Gravelly Bay, '54.
 Kent, Helen, schr., 144 t., abandoned L. Mich., '67.
 Kent, Henry A., schr., 771 g. t., b. '73, Detroit, foundered L.
 Sup., '97.
 Kentucky, Can. prop., b. about '55, passed out.
 Kentucky, prop., 366 t., b. Buffalo, '53.
 Kentucky, schr., 110 t., b. Three Mile Bay, '36, wrecked L. Ont.,
 '51.
 Kenzie, John, brig., in com. '33, carried first wheat cargo L.
 Mich. to Buffalo, '36.
 Kersey, schr., b. Clayton, N. Y.
 Kershaw, Charles J., prop., 1,323 g. t., b. '74, Bangor, Mich.,
 wrecked L. Sup., '95.
 Kershaw, C. J., bark, 382 t., b. Cleveland, '57, sailed Detroit to
 Liverpool '57, returned '58.
 Ketcham, schr., sunk Milwaukee, '64.
 Ketcham, John B., s. prop., 909 g. t., b. '92, Toledo, in com.
 Ketcham, V. H., prop., 1,660 g. t., b. '74, Marine City, 'n
 com.
 Ketchum, schr., 177 t., b. '55, wrecked L. Mich., '83.
 Ketchum, James L., schr., 414 g. t., b. '67, Bangor, Mich. in
 com.
 Kewaunee, schr., 210 g. t., b. '66, Port Huron, in com.
 Kewanaw, schr., 493 g. t., b. '66, Marine City, in com.
 Keweenaw, stmr., 800 t., b. Marine City, '66.
 Keweenaw, s. prop., 2,511 g. t., b. '01, West Bay City, passed
 out, '95.
 Keyes, Jerome C., sty., in com., '68.
 Keyes, Mary E., b. Conneaut, '63.
 Keys, D. H., schr., 183 g. t., b. '73, Trenton, in com.
 Keys, M. O., schr., b. '66, passed out.
 Keystone, s. tug., 94 g. t., b. '91, Buffalo, in com.
 Keystone, prop., 72 g. t., b. '80, Buffalo, burned L. Mich.,
 '98.
 Keystone State, stmr., 1,354 t., b. Buffalo, '49, foundered
 Saginaw bay, '61, 33 lives lost.
 Khartoum, Can. prop., 63 g. t., b. '85, Ernestown, in com.
 Kidd, Josephine, prop., burned Georgian Bay, '82.
 Kidd, Minnie, Can. tug, 19 n. t., b. '83, Wiarton, in com.
 Kilbola, 396 t., b. Detroit, '58.
 Kilbola, 71 g. t., b. Detroit, '88.
 Kildonan, Can. bge., 610 n. t., b. '88, Kingston, in com.
 Killarney, Belle, Can. tug, 34 n. t., b. '92, Collingwood, in
 com.
 Kimball, Charles, schr., 29 g. t., b. '83, Charlevoix, in com.
 Kimball, S. H., schr., in com., '50.
 Kimball, S. H., schr., 318 g. t., b. '64 Vermilion, O., sunk by
 col. L. Hur., '95.
 Kimball, W. C., schr., 33 g. t., b. '88, Manitowoc, passed out,
 '95.
 Kincardine, prop., wrecked French river, '88.
 King of Algiers, Can. schr., 150 g. t., b. '56, Toronto.
 King, Belle, tug, sunk Peach Point, '77.
 King, Ben, Can. prop., 139 n. t., b. '95, Kingston, in com.
 King, C. A., schr., 316 g. t., b. '63, Cleveland, foundered L.
 Hur., '95.
 King, C. A., schr., 394 t., damaged, '69.
 King, C. G., schr., 457 g. t., b. '70, Saginaw, in com.
 King, Euretta, Can. scow, 142 g. t., b., 87, Welland, in com.
 King, F. J., schr., 266 t., b. Toledo, '67, sunk L. Mich.,
 '86.
 King, Fred, tug, 13 g. t., b. '89, Erie, in com.
 King, George, prop., 532 g. t., b. '74, Marine City, in com.
 King, James C., schr., 512 g. t., b. '67, Saginaw, in com.
 King, James G., schr., 170 t., b. Dunkirk, '36.
 King, Jennie, tug, 13 g. t., b. '82, St. Joseph, in com.
 King, Jennie P., bark, b. Tonawanda, '63, wrecked Long Point, '66,
 14 lives lost.
 King, J. G., schr., wrecked Kalamazoo r., '56.
 King, J. G., schr., 154 t., b. Dunkirk, '36, wrecked off Conneaut,
 '43.
 King, Maggie R., Can. tug, 49 n. t., b. '72, Port Robinson, in
 com.
 King, R. B., schr., 82 t., sunk Muskegon, '85.
 King, R. S., Can. tug, now the Adam Ainslie.
 King, R. S., Can. prop., 58 g. t., b. '82, Port Robinson, in
 com.
 King Sisters, schr., 400 t., b. Toledo, '62, wrecked L. Erie,
 '84.
 Kingbird, schr., ashore L. Erie, '19.
 Kingfisher, schr., 517 g. t., b. '67, Cleveland, in com.
 Kingfisher, Can. schr., 107 g. t., b. '92, Shelburn, in com.
 Kingfisher, Can. prop., 24 n. t., b. '86, Port Burwell, burned,
 '96.
 Kinghorn, Can. bge., 300 n. t., b. '71, Montreal, in com.
 Kingman, M., schr., capsized Detroit r., '38.
 Kingsbury, G. P., tug, 29 g. t., b. '74, Muskegon, passed out,
 '91.
 Kingsford, schr., b. Oswego, '56, sunk L. Mich., '71.
 Kingsford, Thompson, prop., 185 g. t., later the John H.
 Pauly.
 Kingsford, Thos., prop., sunk Belleville, Ont., by col., '82.
 Kingston, Can. schr., armed cruiser, b. Kingston, '16, withdrawn,
 '18.
 Kingston, Can. stmr., b. Kingston, '33, wrecked, '47.
 Kingston, Can. schr., 246 g. t., b. '16, Sacket's Harbor.
 Kingston, Can. stmr., 400 t., in com., '56.
 Kingston, stmr., wrecked St. Lawrence r., '48.
 Kingston, Can. stmr., b. '55, Montreal, burned, rebuilt as
 Bavarian, burned at Whitby, rebuilt, and now Algerian.
 Kingston Packet, Can. schr., 70 g. t., b. '15, Kingston,
 wrecked.
 Kinne, H. M., schr., 111 t., b. Conneaut, '41.
 Kinzie, John, brig., b. '33. 
 Kirby, Frank E., s. stmr., 532 g. t., b. '90, Wyandotte, in
 com.
 Kirby, S. R., prop., 2,338 g. t., b. '90, Wyandotte,
 in com.
 Kirk, Wm. B., stcb., 79 g. t., b. '87, Baldswinville, N. Y.,
 passed out, '96.
 Kitchen, J. B., schr., 287 g. t., b. '73, Cleveland, in com.
 Kitty, scow, wrecked L. Erie, '70.
 Knapp, Captain, U. S. rev. cut., afloat, '26.
 Knapp, F. M., schr., 384 g. t., b. '67, Ferrysburg, Mich., in
 com.
 Knapp, Gilbert, schr., 186 g. t., b. '54, Racine, wrecked L.
 Mich., '96.
 Knapp, L. W., tug, 17 g. t., b. '95, Richmond, O., in com
 Knapp, M. A., tug, 60 g. t., b. '93, Benton Harbor, in com.
 Knapp, M. A., 18 g. t., b. '80, Manitowoc, in com.
 Knapp, Robbie, schr., 15 g. t., b. '72, Bailey's Harbor, in
 com.
 Knapp's Roller Boat, b. Toronto, '97.
 Knickerbocker, schr., b. before '43, lost L. Mich., '55.
 Knight, Joe, Can. prop., 14 g. t., b. '70, St. Catharines, in
 com.
 Knight Templar, tug, 38 g. t., b. '90, Milwaukee, in com.
 Knight Templar, schr., 289 g. t., b. '65, Oswego, in com.
 Knight, Thomas, schr., 20 g. t., b. '87, Port Clinton. O., in
 com.
 Knoblock, Lena, prop., 87 g. t., b. '81, Buffalo, in com.
 Koal Kabin, bge ., 567 g. t., b. '82, in com.
 Koefer, schr., wrecked Erie, '55.
 Koehn, Frederick, tug, 40 g. t., b. '86, Milwaukee, in com.
 Kolfage, J. G., Can. schr., 109 n. t., b. '69, Port Burwell, in
 com.
 Kolista, stmr., 9 g. t., b. '92, in com.
 Kosciusko, schr., b. Ohio City, '47, passed out.
 Kossuth, schr., wrecked near Chicago, '57.
 Kossuth, tug, wrecked Grand Haven, '58.
 Koyen, Edith H., schr., 38 g. t., b. '90, Wash. Harbor, Wis., in
 com.
 Kremer, C. F., tug, 12 g. t., b. '79, Chicago, passed out,
 '92.
 Krupp, Alfred, s. schr., 3,259 g. t., b. '96, Chicago, in com.
 Kunkle Bros., tug, 55 g. t., b. '90, Ashtabula, in com.
 Kunz, Dan, prop., 99 g. t., b. '88, San dusky, in com.
 
 
 L
 LaBelle, Can. prop., 69 n. t., b. Belle river, in com. 
 LaCanadienne, Can. prop., 372 g. t., b. '80, Glasgow, in com.
 LaChapelle, W., 6 t., b. Detroit, '80.
 Lac La Belle, prop., 850 t., b. Cleveland, '64, sunk St., Clair
 flats; '66, two lives lost, raised, '69, foundered L. Mich., 1 '72, 8 lives
 lost.
 Lackawanna, Can. schr., 154 g. t., b. '84, Champlain, in com.
 Lackawanna, s. prop., 2,015 g. t., b. '88, Cleveland, in com.
 LaCrosse, prop., 384 t., b. Buffalo, '57, left lakes for
 Galveston, '61.
 Lactraguence, English vessel on L. Ont., 1760.
 La Cultivateur, Can. stmr., now the Ile Heron.
 Ladas, Can. prop., 54 g. t., b. '94, Cache Bay, in com.
 Lady, schr., lost Grand Haven, '53.
 Lady Bagot, Can. schr., 111 t., b. St. Catharine's, '42, total
 loss Grand river, '52.
 Lady Charlotte, English vessel, b. 1771.
 Lady Colborne, Can. schr., ashore York bay '31
 Lady Dorchester, English v. on L. Ont. in 1793.
 Lady Dufferin, Can. schr., 380 t., sunk Georgian Bay, '86.
 Lady Dufferin, Can. stmr., passed out.
 Lady Elgin, Can. stmr., 200 t., in com., '56.
 Lady Elgin, stmr., b. Buffalo, '51, lost by col. L. Mich., '60,
 287 lives lost.
 Lady Elgin, schr., capsized L. Ont., '82, 3 lives lost.
 Lady Ellen, schr., 44 g. t., b. '75, Ahnapee, in com.
 Lady Essex, Ban. v., 53 t., b. '69.
 Lady Franklin, prop., 359 t., b. Chicago, '61, burned Amherstburg,
 '76, wrecked '95.
 Lady Gore, Brit. schr., 94 t., capsized by U. S., L. Ont., U.
 Lady Hillier, Can. schr., in com., '31.
 Lady Ida Can. prop., 28 g. t., b. '78, Lindsay, in com.
 Lady Jane, schr., wrecked L. Mich., '63.
 Lady Jane, prop., 21 g. t., b. '95, Charlevoix, in com.
 Lady May, fer. boat, burned Sault, '89.
 Lady May, sty., 37, g. t., b. '79, Cadillac, passed out, '93.
 Lady McDonald, schr., 333 t., b. '73.
 Lady Moulton, schr., sunk L. Ont., by col., '69.
 Lady Murray, Brit. schr., captured '12, L. Ont., recaptured '12 by
 Royal George.
 Lady of the Lake, schr., lost L. Mich., '62.
 Lady of the Lake, slp., 8 t., b. Detroit, '43.
 Lady of the Lake, stmr., b. Mt. Clemens, '33, broken up.
 Lady of the Lake, Can. schr., 450 g. t., b. '51, Niagara,
 burned.
 Lady of the Lake, prop., 320 t., b. Cleveland '46, wrecked by
 explosion L. Erie, '59, 2 lives lost.
 Lady of the Lake, U. S. armed v. on L. Ont., b. Cleveland, '14,
 foundered L. Erie '34, several lives lost.
 Lady of the Lake, Can. prop., 10 g. t., b. '86, Bala, in com.
 Lady of the Lake, schr., went to pieces nr. Buffalo, '38.
 Lady of the Lake, stmr., b. Conneaut, '34, Detroit ferry boat.
 Lady of the Lake, stmr., 423 t., b. Oswego, '42, burned Toronto,
 '55.
 Lady of the Lake, Can. stmr., 450 t., b. Niagara '51.
 Lady Prevost, Can. armed schr., 97 t., 13 guns, b. '10,
 Amherstburg, captured in battle Lake Erie, sailed many years later.
 Lady Robbins, ashore Little Sodus.
 Lady Rupert, Can. stmr., passed out.
 Lady Sarah, Can. schr., 100 g. t., b. '19, York.
 Lady Sarah Maitland, Can. schr., afloat in '20. 
 Lady Simpson, Can. stmr., b. Montreal, broken up. 
 Lady Standley, Can. slp., 17 g. t., b. '72, Cobourg, in com.
 Lady Washington, schr., wrecked Sturgeon Point, '28.
 Lady Washington, prop., 47 t., foundered L. Mich., '90.
 Lady Washington, Can. stmr., b. 1797, Four Mile Creek, wrecked. 
 Lady Wimett, stcb., 141 g. t., b. '87, Lockport, in com. 
 Lady Young, brig., lost Sable island.
 Lafayette, schr., b. Cape Vincent, before '53. 
 Lafayette, prop., 31 g. t., b. '83, Toledo passed out, '92. 
 Lafayette Packet, wrecked Put-in-Bay, '30. 
 Laffell, W. I., Can. prop., 238 g. t., b. '93, Port Hope, in
 com.
 Lafrimer, schr., 514 t., b. Cleveland, '62, wrecked Hog Island,
 '86.
 Lagonda, s. prop., 3,947 g, t., b. '96, West Bay City, in com.
 La Grange, schr., sunk at Point Pelee, '47. 
 Lagrange, schr., lost near Point Pelee, '35. 
 La Huzalt, French vessel, captured Fort Frontenac, by Col.
 Bradstreet, 1758.
 Lake, Can. tug, 249 n. t., b. '75, Philadelphia, in com.
 Lake, Annie, Can. prop., 17 n. t., b. '94,
 Belleville, in com
 Lake Breeze, prop., 196 t., b.Toledo, '68.
 Lake City, scow, sunk Detroit r., '65.
 Lake Erie, stmr., 149 t., b. Detroit, '36.
 Lake Erie, Can. prop., 375 g. t., b. '72, Port Dalhousie, lost, L.
 Mich., '82, burned, '90.
 Lake Forest, schr., 332 g. t., b. '69., Little Sturgeon, in
 com.
 Lake Joseph, Can. prop., 28 g. t., b. '80, Gravenhurst, in
 com.
 Lake Michigan, Can. prop., 372 n. t., b. '72, St. Catharines, in
 com.
 Lake Ontario, Can. prop., 675 g. t., b. '72, St. Catharines, in
 com.
 Lake Ontario, Can. stmr., 375 g. t., b. Port Dalhousie, '72,
 burned Clayton, '90.
 Lake Serpent, schr., 40 t., b. Cleveland, '26,
 Lakeside, Can. prop., 267 n. t., b. '88, Windsor, in com.
 Laketon, stmr., 147 t., b. '68, wrecked L. Sup., '87.
 Laketon, prop., 74 g. t., b. '66, Ferrysburg, Mich., passed out,
 '93.
 Lalla Rookh, schr., 60 g. t., b. '81, Manitowoc, in com.
 La Louise, French vessel, captured Fort Frontenac, by Col.
 Bradstreet, 1758.
 La Marquise de Vaudreuil, French vessel, captured Fort Frontenac,
 by Col. Bradstreet, 1758.
 Lamars, H. H., schr., capsized off Fairport, '81.
 Lamb, C. H., prop., 16 g. t., b. '91, Buffalo, in com.
 Lamb, L. L., schr., 253 g. t., b. '69, Erie, in com.
 Lambert, R. T., schr., 23 g. t., b. '73, Bey Port, in com.
 Lamde, Mary A., schr., 79 t., b. Detroit, passed out.
 Lamper, Nellie, schr., 327 g. t., b. '73, in com.
 Lamplighter, U. S. schr., totally wrecked L. Sup., '57.
 Lancashire, schr., b. Buffalo, '56.
 Lancaster, Can. bge., 270 n. t., b. '72, Lancaster, in com.
 Lancet, sty., 35 g. t., later the Calumet. 
 Lander, scow, in com., '77, passed out. 
 Lang, John, stcb., 107 g. t., b. '75, Watkins, N. Y., in com.
 Langdon, James R., prop., 2,044 g. t., b. '89, Detroit, in
 com.
 Langell Boys, prop., 387 g. t., b. '90 St. Clair, in com.
 Langell, Simon, prop., 945 g. t., b. '86, St. Clair, in com.
 Langmuir, J.W., schr., 116 t., b. Picton, '65.
 Lansdowne, Can. prop., 680 g. t., b. '84, Maccan Bay, in com.
 Lansdowne, Can. stmr., 1,520 n. t., b. '84, Detroit, in com.
 Lansing, schr., b. Buffalo, '52.
 Lansing, prop., 1,611 g. t., b. '87, Trenton, in com.
 Lansing, H. L., schr., 364 t., wrecked near Chicago, '65.
 La Petite, schr., 172 g. t., b. '66, Huron, in com.
 La Porte, schr., 150 t., b. Buffalo, '35.
 Laprairie, Can. stmr., 443 n. t., b. '67, Montreal, in com.
 Lapwing, Can. bge., 620 n. t., b. '92, Garden Island, in com.
 Larbrecht, Louis, sty., 26 g. t., b. '86, Buffalo, passed out,
 '95.
 Lark, schr., 18 t., on L. Ont. before 1809.
 Lark, schr., lost L. Mich., '57.
 Larkin, Harry, bge., 79 g. t., b. '94, in com.
 Larkin, Hubert, Can. tug, 48 n. t., b. '82, Point Levis, in
 com.
 Larned, Mary Ann, schr., in com., '51, passed out.
 Larned, L. C., Can. schr., 43 g. t., b. '75, Port Huron, in
 com.
 Larosee, H., Can. tug, 31 n. t., b. '95, Sorel, in com.
 Larson, Julia, schr., 59 g. t., b. '74, Manitowoc, in com.
 La Salle, s. prop., 1,921 g. t., b. '90, Cleveland, in com.
 La Salle, schr., 168 t., in com., '37, capsized near Racine, '49. 
 Laster, T. G., bge., b. Cass River, '68. 
 Latham, Lucy J., schr., in com., '58. 
 Lathem, John, tug, 75 g. t., b. '78, Sturgeon Bay, in com.
 Lathrop, bge., sunk by col., Detroit r., '78.
 Lathrop, John, prop., in com.
 Lathrop, S. H., schr., 278 g. t., b. '56, Buffalo, in com.
 Laughlin, Mary A., Can. prop., 23 g. t., b. '71, Buffalo, in
 com.
 Laura, schr., 31 g. t., b. '81, Fort Howard, passed out, '97.
 Laura, schr., sunk near Oswego, '76.
 Laura, prop., 22 g. t., b. '89, West Bay City, later the
 Waneka.
 Laura Belle, schr., b. Toledo, '70, wrecked Marquette, '83.
 Laura D., Can. slp., 48 n. t., b. '84, Kingston, in com.
 Laura D., prop., 135 g. t., b. '91, Toledo, in com.
 Laura, Emma, schr., in com. '76.
 Laura M., Can. tug, 16 n. t., b. '94, Meaford, in com.
 Laurel, sty., 18 g. t., formerly Val Walter, b. '90, Buffalo, in
 com.
 Laurel, schr., 62 g. t., b. '52, Blaster Bend, O., passed out,
 '92.
 Laurie, Annie, prop., 244 g. t., b. '71, Marine City, in com.
 Laurie, Annie, prop., 61 g. t., b. '74, Buffalo, burned at Sault,
 '93.
 Laurie, Belle, schr., 36 g. t., b. '76 Sturgeon Bay, lost, '94, L.
 Mich.
 Laurie, Kittie, schr., 13 g. t., b. '72, Green Bay, passed out,
 '94
 Laurier, Can. prop., 20 n. t., b. '93, Sorel, in com.
 Laurina, schr., 55 g. t., b. '72, Chicago, lost '93, L. Mich.
 Lauvina, schr., 45 t., b. Chicago, '70.
 Lavantia, schr., lost L. Ont., '20.
 Lavendure, E. G., Can. fry., 50 n. t., b. '89, Ottawa, in com.
 Lavinia, schr., 200 t., b. Ohio City, '47, wrecked near Kenosha,
 '52.
 Lavinda, schr., 125 g. t., b. '63, Allegan, in com.
 Lavinia, schr., wrecked Port Washington, '58.
 Law, Lizzie A., schr., 747 g. t., b. '75, Port Huron, sunk by col.
 Point Pelee, '93.
 Lawrence, Com, Perry's flagship, brig., 480 t., 20 guns, b. Erie,
 '13 in battle; Lake Erie, sunk in, Misery bay, Erie, raised many years
 later.
 Lawrence, stmr., 300 t., b. Fairport, '38.
 Lawrence, prop., 87 g. t., b. '68, Cleveland, in com.
 Lawrence, tug, lost, '88.
 Lawrence, Commodore, schr., in com. '38., sunk, '50.
 Lawrence, Fred M., stcb., 124 g. t., b. '93, Buffalo, in com.
 Lawrence, H. C., schr., 10 g. t., b. '78, Bay City, passed out,
 '97.
 Lawrence, Josephine, schr., sunk Detroit r., '54.
 Lawrence, Tom, schr., 48 t., passed out.
 Lawson, Iver, schr., 149 g. t., b. '69, Chicago, in com.
 Lawton, A. P., scow, 66 g. t., b. '91, Detroit, in com.
 Lay, C., schr., passed out.
 Leader, schr., 247 g. t., b. '56, Black River, O., in com. 
 Leader, schr., 32 g. t., b. '92, Algonac, in com.
 Leadville, schr., 343 t., b. '79, wrecked Long Point, '83. 
 Leander, schr., 130 t., b. Peninsula, '38, lost in Straits,
 '57.
 Leathem, Ivy M., tug, 2,5 g. t., b. '91, Manitowoc, later the
 Violet H. Raber.
 Lee, Charles, tug, 17 g. t., b. '76, East Saginaw, in com. 
 Lee, Fred A., tug, 60 g. t., b. '96, Port Huron, in com.
 Lee, Hattie, schr., 101 g. t., b. '66, South Haven,
 passed out, '95.
 Lee J. M., schr., lost L. Erie, '66.
 Lee, John, Sr., Can. tug., 84 n. t., b. '88, Wallaceburg, in com.,
 formerly tug T. Keddle.
 Lee, John, Can. prop., 52 g. t., b. '93, Wallaceburg, in com.
 Lee, Oliver, bark, wrecked Straits, '57, formerly stmr.
 London.
 Lee, R. Porter, tug, 13 g. t., b. '81, Buffalo, in com.
 Leeson, Margaret. J., Can. bge., 159 n. t., b. '79, Thorold, in
 com.
 Legal, schr., 15 g. t., b. '90, Ludington, in com.
 Lehigh, s. prop., 1,704 g. t., b. '80, Buffalo, in com.
 Lehigh, C. B., stcb., 133 g. t., b. '81, Rochester, in com.
 Leighton, Frank C., schr., 328 g. t., b. '75, Port Huron, in
 com.
 Leighton, James, Can. prop., 23 g. t., b. '75, Moore, in com.
 Leland, prop., 366 g. t., b. '73, New Jerusalem, O., in com.
 Leland, prop., 375 t., burned Huron, '88.
 Leland, schr., 213 t., b. Ohio City, '47
 Lelia, sty., 48 g. t., later the Argo.
 Lemen, Tom., schr., 90 t., b. Cleveland, '37.
 Lena L., slp., 10 g. t., b. '96, Three Mile Bay, in com.
 Lennox, Leo, tug, 15 g. t., b. '71, Buffalo, formerly Newsboy, in
 com.
 Lenore, Can. prop., 6 g. t., b. '67, Cobourg, in com.
 Leo, tug, 34 g. t., b. '86, Chicago, wrecked Milwaukee, '98.
 Leo, schr., 24 g. t., b. '86, Menekaunee, Wis., passed out,
 '94.
 Leo, sty., boiler exploded near Cleveland, '89, 8 lives lost.
 Leo, scow, capsized, L. Erie, '55.
 Leon, Can. prop., 15 g. t., b. '93, High Falls, in com.
 Leona, tug, 13 g. t., b. '89, Tonawanda, in com.
 Leonard, Mary Ann, schr., b. Racine, ashore L. Mich., '50, passed
 out.
 Leopard, schr., 18 t., passed out.
 Leroy, Hattie, schr., 9 g. t., b. '92, McDonald, Mich., in
 com.
 Leroy, H. C., tug, 79 g. t., b. '92, Sodus Point, in com.
 Leroy, V., schr., b. Cape Vincent, before '53.
 Leslie, schr., stranded near Oak Orchard, '69.
 Leslie tug, 38 g. t., b. '94, South Haven, in com.
 Lester, Florence, schr., 265 t., b. Marine City, '68, lost '89, L.
 Mich.
 Lester, T. G., schr., 257 g. t., b. '68, Saginaw, in com.
 Leuty, D., prop., 646 g. t., b. '82, Lorain, in com.
 Levant, schr., wrecked off Sheboygan, '71.
 Leviathan, schr., 130 t., b. Port Burwell, '68, wrecked Port
 Burwell, '70.
 Leviathan, tug, 232 g. t., b. '57, Buffalo, burned Cheboygan,
 '91.
 L. E. Victort, French vessel captured at Fort Frontenac by Col.
 Bradstreet, 1758.
 Levis, Can. prop., 144 n. t., b. '83, Levis, in com.
 Levy, E. L., 1. prop., 142 g. t., b. '88, Philadelphia, in
 com.
 Lewie, schr., 11 g. t., b. '84, Duluth, in com.
 Lewis, Samuel, 102 t., b. Detroit, '61.
 Lewis, Sam, tug, lost, '71.
 Lewis, W. H., Can. schr., 156 g. t., b. '78, Ottawa, in com.
 Lewiston, c. prop., 1,808 g. t., formerly Susan E. Peck, b. '86,
 Wyandotte, in com.
 Lexington, stmr., 363 t., b. Black River, O., '38, condemned.
 Lexington, scow, ashore L. Erie, '45.
 Lexington, schr., foundered with all hands, L. Erie, '46.
 Lexington, stmr., 353 t., b. Buffalo, '47, sunk L. Erie by
 collision, '50.
 Lia, Can. slp., 30 g. t., b. '88, Kingston, in com.
 Liberty prop., 143 g. t., b. '89, Fort Howard, in com.
 Liberty, schr., 24 t., b. Two Mile Creek, Buffalo, wrecked
 Milwaukee, '72.
 Liberty, stmr., burned Green Bay, '89.
 Liberty, tug, 31 g. t., b. '89, Sturgeon Bay, in com.
 Liberty, tug, 22 g. t., b. '92, Chicago, in com.
 Lida, tug, 13 g. t., b. '74 Buffalo, later the Cupid.
 Lieudin, Minnie, Can. bge., 64 g. t., b. '78, Seeley's Bay, in
 com.
 Light Guard, schr., 310 g. t., b. '66, Detroit, in com.
 Liken, Chas. W., tug, 37 g. t., b. '80, West Bay City, in
 com.
 Liken, John C., prop., 59 t., sunk L. Hur., '90.
 Lilley, Maud, tug, 13 g. t., b. '80, Spring Lake, Mich., in
 com.
 Lillian, Can. schr., 19 g. t., b. '59, Henderson, in com. 
 Lillian, Can. prop., 5 g. t., b. '93, Owen Sound, in com. 
 Lillian, sty., 9 g. t., b. '93, Buffalo, in com.
 Lillie, Can. schr., sailed Kingston to Liverpool, '48.
 Lillie, Can. scow, 46 g. t., b. '84, Pipe Creek, in com.
 Lillie, Can. prop., 42 n. t., b. '84, Hamilton, in com.
 Lillie, sty., 31 g. t., b. '72, Brooklyn, in com.
 Lillie, Can. tug 20 n. t., b. '90, Oakville, in com., formerly
 Victoria.
 Lillie, A., prop., 11 g. t., b. '91, Bay City, in com.
 Lillie, May, Can. tug, 11 n. t., b. '94, North River, in com.
 Lilly, schr., sailed from L. Ont., '59, blown up with cargo of
 powder on coast of Ireland, '59.
 Lilly E., schr., 191 g. t., formerly Louisa McDonald, b. '69,
 Manitowoc, in com.
 Lillie, John, scow, 100 t., b. Chicago, 47, wrecked Grand Haven,
 '70.
 Lily, prop., 104 g. t., b. '89, Mt. Clemens, in com.
 Lily, scow, lost L. Erie, Vermilion, '62, and 1 life lost. 
 Lily, Can. prop. 38 g. t., b. '65, St. Catharines, in com. 
 Lily, Can. tug, 15 n. t., b. '73, Kingston, in com.
 Lime Rock, scow, in com., '61, passed out.
 Lincoln, Can. stmr., 375 t., b. '72, wrecked Georgian Bay,
 '87.
 Lincoln, Can. scow, 142 g. t., b. '76, Merritton, in com.
 Lincoln, Abraham, schr., b. Grand Rapids, '61, passed out.
 Lincoln, Isaac ., stmr., b. '98, Marine City, in com.
 Lind, Jennie, Can. schr., 28 g. t., b. '66, Port Credit, in
 com.
 Lind, Jennie, schr., b. Gibraltar, '74.
 Lind, Jenny, Can. schr., 350 t., b. Montreal, '55.
 Lind, Jenny, schr., 110 t., b. '48, wrecked near Chicago, '83, 4
 lives lost.
 Lind, Jenny, schr., wrecked Long Point, '64.
 Linden, prop., 894 g. t., b. '95, Port Huron, in com.
 Lindrup, tug, 42 g. t., b. '91, Manistee, in com.
 Lindsay, A. G., prop., 1,354 g. t., b. '89, Detroit, chartered
 ocean service, '98.
 Linerla, schr., 77 g. t., b. '84, Manitowoc, in com.
 Linn, Cora, Can. stmr., 150 t., in com., '56.
 Linn, Jesse, schr., 842 g. t., later the Massasoit.
 Linn, William R., s. prop., 4,000 g. t., b. '98, South Chicago,
 in com.
 Lion, tug, 457 t., b. Detroit, '55, condemned, '63.
 Lisgar, Can. bge., 384 n. t., b. '72, Port Robinson, in com.
 Lithophone, Can. schr., 14 g. t., b. '81, Bronte, in com.
 Little Albert, schr., sunk L. Ont., '68.
 Little Albert, prop., 18 g. t., b. '88, Tonawanda, in com.
 Little Bell, schr., ashore, '72.
 Little Belt, Brit. slp., 90 t., 3 guns, captured in battle L.
 Erie, originally Friends Good Will, burned by British at Buffalo, '13.
 Little Eastern, 32 t., b. Detroit, '59.
 Little Erie, stmr., 149 t., b. Detroit, '36, sunk L. St. Clair,
 '43.
 Little Eva, stmr., 20 t., b. Buffalo, '54.
 Little Frank, sty., 11 g. t., b. '83, Buffalo, passed out,
 '93.
 Little George, schr., 55 t., b. Sheboygan, '70, burned off
 Milwaukee, '82.
 Little Giant, tug, 24 t., later the Uncle Sam, bought by U. S.
 Gov., '63, for Mississippi river service.
 Little Gregory, schr., 52 g. t., b. '70, Sheboygan, in com.
 Little Jake, schr., 364 g. t., b. '75, Saginaw, in com.
 Little Kate, Can. schr., passed out.
 Little Mac, sty., 25 g. t., b. '86, Buffalo, in com.
 Little Nell, stmr., exploded Saginaw City, '62.
 Little Nellie, prop., 15 g. t., b. '75, Brooklyn, in com.
 Little Rebel, tug, boiler exploded, '71.
 Little Western, stmr., '60 t., b. '34, burned '42, Detroit.
 Little Willie, schr., 27 t., foundered L. Mich., '85.
 Little Wissahicken, schr., 376 g. t., formerly Edward Keane, b.
 '69, Marine City, foundered L. Erie, '96, 3 lives lost.
 Little Wolf, bark, ashore Kelley's island, '71.
 Live Oak, schr., 46 t., b. Wilson, '70.
 Live Oak, schr., 165 g. t., b. '50, Huron, passed out, '95. 
 Live Yankee, schr., 260 t., b. Milan, '54, wrecked L. Mich.,
 '69.
 Lively, English vessel on L. Ont. in 1760.
 Lively, schr., ashore Sand Beach, '78.
 Liverpool, schr., 126 t., lost Grand Haven, '55.
 Livingston, s. prop., 2,134 g. t., b. '89, Wyandotte, in com.
 Livingston, Wm. J., prop., foundered Sturgeon bay, '80. 
 Livonia, slp., 17 t., passed out.
 Lizzie, Can. prop., now the Dortha.
 Lizzie, stmr., sunk Muskegon Lake, '69.
 Lizzie, sty., 25 g. t., b. '77, Buffalo, in com.
 Lizzie, prop., 13 g. t., b. '88, Toledo, in com.
 Lizzle, Can. prop., 51 g. t., b. '94, Hamilton, in com.
 Lizzie H., prop., 15 g. t., formerly R. H. Southgate, b. '88,
 Alexandria Bay, in com.
 Lizzie May, stmr., capsized, '69.
 Lloyd, Hattie, tug, 34 g. t., b. '83, Duluth, in com.
 Loadstone, schr., 32 g. t., b. '67, Monguagon, Mich., in com.
 Lochiel, schr., 223 t., foundered L. Ont., '65.
 Lock, Cora, stmr., 68 t., b. Toledo, '67.
 Locke, P. B, schr., 285 g. t., b. '72, Toledo, in com.
 Lockwood, C. B., prop., 2,139 g. t., b. '90, Cleveland, in
 com.
 Lockwood, James C., prop., 2,278 g. t., b. '89, Cleveland, in
 com.
 Lodi, schr., 50 t., b. '36, sunk, '42, sunk off Grand Haven,
 '55.
 Loe, schr., 94 g. t., b. '66, Sheboygan, in com.
 Logan, Eliza, schr., damaged by col., '61.
 Logie, Jessie P., tug, 12 g. t., later the M. I. Wilcox, Sr. 
 Logie, Jessie P., tug, 12 g. t., b. '80, Buffalo, passed out,
 '96.
 Logie, John, Can. tug, 40 n. t., b. '93, Goderich, in com. 
 Logie, W. F., Can. tug, 30 n. t., b. '81, Buffalo, in com. 
 Loma, sty., 9 g. t., b. '96, in com.
 Lombard, schr., ashore Three Rivers, '80.
 London, Can. schr., 150 g. t., b. '43, Cobourg, lost L. Ont.,
 '58.
 London, stmr., 456 t., b. Chippewa, '45, made into bark Oliver
 Lee, wrecked, '57. 
 Lone Star, schr., 21 g. t., b. '81, Mud Creek, O., passed out
 '92.
 Lone Star, tug, 10 g. t., b. '76, Cayuga, N.Y., in com.
 Lope Star, schr., 278 g. t., b. '57, Buffalo, in com. 
 Lone Star, Can. schr., 32 g. t., b. '68, Port Credit, in com. 
 Lone Star, scow, total wreck near Conneaut, '66. 
 Long, Ann, Can. prop., 72 n. t., b. '81, Collingwood. in com.
 Long, J. J., Can. prop., 169 n. t., b. '94, Collingwood. in
 com.
 Long, Tom, schr., ashore Fairport, '66.
 Longford, Can. prop., 53 g. t., b. '87, Orillia, in com.
 Longhrine, John, Can. prop., 56 g. t., b. '89, Keppewa Lake, in
 com.
 Longueil, Can. stmr., 410 n. t., b. '84, Montreal, in com.
 Loomis, Luther, tug, 29 g. t., b. '89, Chicago, in com.
 Schooner Lookout ashore and abandoned on
 Two Rivers Point.Lookout, schr., 226 g. t., b.
 '55, Buffalo, wrecked Two Rivers, '97.
 Loon, 21 t., b. Detroit, '64.
 Lora, prop., 616 g. t., b. '82, Benton Harbor, renamed Alice
 Stafford.
 Lorain, sloop, b. '34, Black River, O.
 Lorain L., prop., 190 g. t., b. '91, South Haven, in com. 
 Loraine, sty., 26 g. t., b. '78, Buffalo, passed out, '93.
 Loraine, Can. prop., 23 g. t., b. '78, Buffalo, in com.
 Lord Elgin, prop., totally wrecked Long Point, '56.
 Lord Elgin, Can. schr., b. Montreal, wrecked.
 Lord Jarvis, prop., 641 t., sunk L. Mich, '85.
 Lord Nelson, Can. schr., 110 t., b. Niagara, '11, captured L.
 Ont., by brig Oneida, '12, armed by U. S. and named Scourge.
 Lord Nelson, schr., ashore Port Granby, '68.
 Lord Sydenham, Can. stmr., ran down St. Lawrence rapids, '39,
 sunk by col. L. St. Peter, '43.
 Lord Wellington, Can. brig., wrecked Point Albino, '18. 
 Lorelei, Can. prop., 44 g. t., b. '91, Kingston, in com.
 Lorelei, sty., 38 g. t., b. '70, Buffalo, passed out, '97.
 Lorelle, Can. prop., now the Can. prop. Valeria.
 Loretta, sty., 9 g. t., b. '95, Buffalo, in com.
 Loretta, schr., 328, g. t., b. '92, West Bay City, passed out
 '93.
 Loretta, prop., 394 g. t., b. '92, Sebewaing, Mich., burned
 Lorain, '96.
 Lorimer, Geo. W., tug, now the Mary Virginia.
 Loring, scow, lost '71.
 Lorman, C. A., tug, 41 g. t., b. '93, Detroit, in com.
 Lorman, C. A., bge., 137 g. t., b. '78, in com.
 Lorna Doon, Can. prop., 5 g. t., b. '93, Orillia, in com. 
 Lorraine, Can. slp., 74 g. t., b. '82, Kingston, in com.
 Lothair, Can. bge., 386 n. t., b. '72, St. Catharines, in com.,
 formerly prop.
 Lothaire, Can. prop., 413 g. t., b. '74, St. Catharines, in
 com.
 Lottie, Can. prop., 10 g. t., b. '85, Aylmer, in com.
 Lottie Maud, Can. tug, 23 n. t., b. '86, Port Burwell, in
 com.
 Lotus, schr., 270 g. t., b. '67, Depere, in com.
 Lotus, prop., 65 g. t., b. '74, Detroit, passed out, '97.
 Lotus, sty., 52 g. t., b. '87, Ogdensburg, in com.
 Lotus, prop., 219 g. t., b. '93, Manitowoc, in com.
 Loughlin, Mary A., Can. tug, 38 n. t., b. '71, Buffalo, in
 com.
 Louisa, scow, 34 t., b. '47. 
 Louisa, schr., wrecked L. Ont., '66. 
 Louisa, Can. schr., 30 g. t., b. '66, Swan Creek, in com. 
 Louisa, schr., 192 t., b. Detroit, '68. 
 Louisa, schr., 39 g. t., b. '74, Bangor, in com. 
 Louisa, Can. prop., 6 g. t., b. '75, Port Dalhousie, in com. 
 Louisa, tug, 18 g. t., b. '91, Lorain, in com.
 Louisa, schr., wrecked Marquette reef, '90.
 Louise, tug, 15 g. t., b. '73, Buffalo, in com.
 Louise, prop., 83 g. t., b. '78, Sandusky, in com.
 Louise, sty., 35 g. t., b. '84, Detroit, in com.
 Louise, sty., 49 g. t., b. '93, Bristol, R. I., in com.
 Louise M., tug, 19 g. t., b. '92, Sheboygan, in com.
 Louisiana, stmr., 900 t., b. Buffalo, '46, wrecked Port Burwell,
 '57.
 Louisiana, prop., 1,753 g. t., b. '78, Marine City, in com.
 Louisville, prop., 366 t., b. Buffalo, '53, burned St. Lawrence
 r., '56.
 Louisville, prop., burned off Chicago, '57, 1 life lost.
 Loutit, Willie, schr., 181 g. t., b. '73, Eastmanville, Mich. in
 com.
 Love, Andy, schr., passed out.
 Love, Maria, tug, b. '63, later Clematis.
 Lovering, H. L., Can. prop., 55, g. t., b. '83, Port Severn, in
 com.
 Lowell, brig., damaged L. Mich., '52, lost, '71.
 Lowell, prop., 344 g. t., b. '65. Cleveland, burned Port Huron,
 '93.
 Lowland Lass, schr. sunk L. Erie by col., '52.
 Lowrie, Mary, stmr., in com., '89.
 Lozen, J. B., schr., 565 g, t., b. '90, Mt. Clemens, in com.
 Lozen, Lucinda, schr., 35 g. t., b. '69, New Baltimore, Mich., in
 com.
 Lucerne, schr., 692 t., sunk L. Sup., '86.
 Lucerne, schr., wrecked near Chequamegon Point, '86, 10 lives
 lost.
 Lucille, sty., 21 g. t., b. '88, Detroit, in com.
 Lucille, prop., 136 g. t., b. '83, Marine City, in com.
 Lucille, prop., 137 g. t., formerly Pickup.
 Lucinda, schr., 27 g. t., b. '88, Sand Beach, in com.
 Luckey, A. W., schr., 311 g. t., b. '67, Oak Harbor, O., in
 com.
 Lucky Lena, sty., 36 g. t., b. '76, Syracuse, passed out,
 '97.
 Lucy, schr., passed out.
 Ludington, Harrison, sty., 47 g. t., b. '90, Manitowoc, in
 com.
 Ludington, Lewis, schr., 157 g. t., b. '54, Sheboygan, passed
 out, '95.
 Ludwig, Mary, schr., 68 g. t., b. '74, South Haven, in com.
 Luella, Can. prop., 39 n. t., b. '79, Toronto, in com.
 Luff, Sophia J., schr., 277 g. t., b. '66, Marine City, in
 com.
 Luling, Charles, schr., 196 g. t.9 '73, Manitowoc, in com.
 Lulla, Beatrice, Can. schr., 82 n. t., b. '96, Port Burwell, in
 com.
 Lulu, schr., in com., '55.
 Lumberman, schr., 159 g. t., b. '62, Blendon's Landing, Mich.,
 capsized L. Mich., '93.
 Lummis, B. R., sunk L. Hur., '72 by col., all hands lost except
 one.
 Luna, schr., 25 g. t., b. '62, Eagle Harbor, passed out, '95.
 Lurline, Can. yacht, 110 n. t., b. '88, Windsor, in com.
 Lutts, J. V., prop., 97 g. t., b. '80, Port Clinton, O., later
 the C. B. Wallace.
 Lutz, Maggie, tug, 15 g. t., b. '73, Sheboygan, in com.
 Lutz, T. C., tug, 136 g. t., b. '96, South Chicago, in com.
 Luyster, P. B., prop., 17 g. t., b. '97, Detroit, in com.
 Lycoming, prop., 1,609 g. t., b. '80, Bay City, in com.
 Lydia, schr., 83 g. t., b. '74, Manitowoc, in com.
 Lydon, Harry, tug, b. Benton Harbor, '98.
 Lydon, Mary Ann, Can. schr., 317 n. t., b. 174, Port Burwell, in
 com.
 Lyon, st. light'r, 80 g. t., b. '83, Pike Creek, Ont., in
 com.
 Lyon, E. M., sunk by col., L. Erie, '55.
 Lyon, Gen., tug, sunk Point Pelee, '64.
 Lyon, John B., prop., 1,710 g. t., b. '81, Cleveland, in com.
 Lyon, L. L., tug, 76 g. t., b. '57, Cleveland, in com.
 Lyon, Mary, schr., 334 g. t., b. '74, Port Huron, in com.
 Lyon, W. G., schr., 66 g. t., b. '68, Essex, passed out, '94.
 Lyons, Daniel, schr., sunk L. Mich., by col., '78.
 Lyons, Kate, schr., 201 g. t., b. '66, Black River, O., in
 com.
 Lyons, Steve H., tug, 12 g. t., b. '74, Buffalo, in com.
 Lyons, W. S., schr., b. '66, Black River, O., sunk Malden, '69,
 lost, '71
 Lyric, tug, 11 g. t., b. '87, Buffalo, in com.
 
 
 M
 M. I. Wilcox Co., tug, 129 g. t., formerly the Jessie P.
 Logie.
 Mabel, Can. slp., 65 g. t., b. '83, Dog Lake, in com.
 Mabel, Can. prop., 14 n. t., b. '87, Penetange, in com.
 Mabel, sty., 6 g. t., b. '87, South Boston, Mass., passed out,
 '95.
 Mac, Joe, Can. tug, 51 n. t., b. '73, Buffalo, in com.
 Mac, Lydia, scow, sunk near Port Stanley, '77.
 Macassa, Can. prop., 363 n. t., b. '88, Port Glasgow, in com.
 Macatawa, tug, 70 g. t., b. '83, Saugatuck, in com.
 MacDonald, T. A., Can. schr., 137 g. t., b. '63, Port Rowan, in
 com.
 Macedonia, schr., 60 t., b. Cleveland, '26.
 Macfarlane, Lilly, Can. scow, 14 g. t., b. '72, Port Credit, in
 com.
 Mack, Jennie P., bark, 'disabled, L. Ont., '69.
 Mackernan, Effie L., tug, passed out.
 Mackinaw, schr., sunk off Cleveland, '51
 Mackinaw, (flat) stmr., 191 t., b. Detroit, 166.
 Mackinaw, prop., 203 g. t., b. '80, Port Huron, burned L. Hur.,
 '90.
 Macomb, stmr., 100 t., b. Mt. Clemens, '37, condemned, '42, later
 rebuilt.
 Macy, David, schr., 192 g. t., b. '78, Grand Haven, sunk by col.,
 L. Erie, '96
 Macy, Sylvanus J., prop., 75 g. t., b. '81, Marine City, in
 com.
 Mad Cap, Can. slp., 23 g. t., b. '88, Rockport, in com.
 Madagascar, prop., 1,203 g. t., b. '94, West Bay City, in
 com.
 Madawaska, Can. prop., 15 g. t., b. '93, Arnprior, in com.
 Madden, Lizzie, prop., 690 g. t., formerly Chenango, b. '87,
 Detroit; in com.
 Madden, Thomas F., tug, 17 g. t., b. '91, Buffalo, in com.
 Madeline., schr., b. L. Sup., '38.
 Madeline Can. schr., 39 g. t., b. '82, Bronte, in com.
 Madeira Pet., foreign, schr., arrived '57 from Europe.
 Madison, schr., 110 t., passed out.
 Madison, stmr., 630 t., b. Erie, '37, condemned, '49.
 Madison, James, schr., 593 t., b. U. S. Gov., L. Ont., '13, 24
 guns.
 Madonna, schr., 76 g. t., b. '71, Milwaukee, in com.
 Maelstrom, Can. schr., b. Montreal, '16.
 Maganettewan, Can. prop., 187 g. t., b. '77, Byng Inlet, wrecked
 Byng Inlet, '96, stranded L. Hur., '97.
 Magdalena, schr., 74 g. t., b. '65, Dover. O., in com.
 Magee, John, 331 g. t., b. '69, Oswego, in com.
 Magellan, schr., foundered L. Mich., '77, with all hands.
 Maggie, Can. scow, b. Cleveland, '47, total loss, L. Hur.,
 '71.
 Maggie, Can. bge., 484 n. t., b. '70, Garden Island, in com.,
 formerly Oneida.
 Maggie, Can. prop., 37 g. t., b. '73, Buffalo, in
 com.
 Maggie, Can. bge., 284 n. t., b. '81, Sorel, in com.
 Maggie, slp., 8 g. t., b. '92, Chicago, in com.
 Maggie D., schr., 14 g. t., b. '83, Saganing, passed out,
 '95.
 Maggie, Jessie, schr., 48 g. t., b. '87, Sebewaing, in com.
 Maggie L., Can. schr., 48 n. t., b. '89, Picton, in com.
 Maggie May, Can. tug, 39 n. t., b. '89, Meaford, in com.
 Maggie May, Can. tug, 32 n. t., b. '91, Washburne, in com.
 Magic, schr., afloat '54, sunk, Saginaw bay, raised '61.
 Magic, sty., 63 g. t., b. '77, PultneyviIle, passed out, '94.
 Magill, C. J., schr., 334 g. t., b. '63 Cleveland, in com.
 Magna, i. sty., 16 g. t., later the Fannie H.
 Magna, sty., 15 g. t., b. '75, Chicago, passed out, '94.
 Magna, s. schr., 3,256 g. t., b. '96, Chicago, in com.
 Magnet, Brit. brig., 187 t., 14 guns, b. L. Ont., '14. formerly
 the Beresford, burned by her crew, '14, to escape capture.
 Magnet, Can. stmr., 496 n. t., b. on Clyde, put together at
 Niagara in '47, now the Hamilton.
 Magnet, stmr., 256 t., b. Saginaw, '56.
 Magnet, schr., 217 g. t., b. '64, Buffalo, in com.
 Magnet, prop., sunk by col., L. Ont., '67.
 Magnet, tug., 42 g. t., b. '71, Ferrysburg, Mich., in com.
 Magnet, schr., 38 g. t., b. '80, Sibley's Quarry, Mich., in
 com.
 Magnetic, schr., 1,676 g. t., b. '82, Cleveland, in com.
 Magnetic, schr., sunk off Bar Point, '90.
 Magnetta, bark, abandoned, '60.
 Magnolia, schr., 200 t., b. Charleston, O., '45, lost, Gull
 island, '56.
 Magnolia, schr., 117 g. t., b. '63, Sheboygan, in com.
 Magruder, J. H., schr., 136 g. t., b. '69, Touisant, O., wrecked
 near Harrisville, '95.
 Mahala, schr., ashore L. Mich., '47.
 Mahar and Burns, stcb., 137 g. t., b. '87, Lockport, N. Y., in
 com.
 Mahoning, brig., 259 t., b. '48, Black River, O., capsized L.,
 Mich., '64.
 Mahoning, s. prop., 2,189 g. t., b. '92, Wyandotte, in com.
 Maia, s. schr., 3,805 g. t., b. Chicago, '98, in com.
 Maid Lark, schr., 22 g. t., b. '68, Erin, Mich., in com.
 Maid of the Mill, schr., 200 t., b. Oswego, '45.
 Maid of the Mill, Can. prop., 8 g. t., b. '86, Chippewa, in
 com.
 Maid of the Mist, stmr., b. '46, Niagara r.
 Maid of the Mist, stmr., b. '54, ran the rapids sucessfully,
 '67.
 Maid of the Mist, Can. prop., 62 g. t., b. '85, Niagara Falls, in
 com.
 Maid of the Mist, prop., 99 g. t., b. '92, Niagara Falls, N. Y.,
 in com.
 Maid of the West, schr., lost L. Mich., '56.
 Maida, s. schr., 3,475 g. t., b. West Superior, '98, in com.
 Maime, scow, wrecked Point aux Barques, '58.
 Maime, schr., 144 t., b. '52, Black River, wrecked L. Mich.,
 '87.
 Maine, prop., 332 g. t., b. '62, Cleveland, in com.
 Maine, prop., burned Port Huron, '80.
 Mainland, bark, lost '71.
 Maitland, Can. barkentine, 280 t., sunk by Col., Mackinaw.
 Maitland, bark, ashore, L. Ont., '65.
 Maize, schr., 268 g. t., b. '56, Toledo, in com.
 Majel, schy., 6 g. t., b. '87, South Boston, Mass., in com.
 Majestic, prop., 1,985 g. t., b. '89, West Bay City, in com.
 Majestic, Can. prop., 954 n. t., b. '95, Collingwood, in com.
 Majestic, Can. prop., 68 g. t., b. Young's Point, Ont., '97, in
 com.
 Major, prop., 147 g. t., b. '91, Buffalo, in com.
 Malakoff, schr., sunk L. Hur., '57.
 Malakoff, Can. prop., wrecked.
 Malcolm, J., schr., disabled L. Erie, '45.
 Malshan, Can. schr., b. '16, Montreal, broken up.
 Malta, Can. schr., 215 g. t., b. '68, St. Catharines, in com.
 Malta, s. schr., 2,237 g. t., b. '95, South Chicago, in com.
 Mamie, stm. y., sunk by col., Detroit r., '80, 17 lives lost.
 Mamie, schr., 18 g. t., b. '83, South Haven, passed out, '95.
 Mamie Belle, schr., ashore Ballard's reef, '81.
 Mammoth, scow, sunk Cleveland, '91.
 Manche, Montague, schr., in com. '66.
 Manchester, Can. brig., b. Wolf island, L. Ont., before '52,
 wrecked L. Erie, '59.
 Manchester, c. prop., 2,132 g. t., b. '89, Wyandotte, in com.
 Manda, s. schr., 3,256 g. t., b. '96, South Chicago, in com.
 M. and M., tug, 30 g. t., b. '90, Menekaunee, in com.
 Manhattan, brig., 140 t., b. Detroit, '36, largest square rigged
 v. then on lakes, wrecked near Point Albino, '38.
 Manhattan, stmr., b. Buffalo, '37.
 Manhattan, prop., 330 t., b. Cleveland, '47, wrecked Grand
 Sauble, L. Sup., '59.
 Manhattan, prop., sunk by collision L. Sup., '51.
 Manhattan, prop., 1,545 t., b. '87, Detroit, in com.
 Manicouagan, Can. schr., 143 g. t., b. Ottawa, in com.
 Manistee, prop., foundered L. Sup., '83, 23 lives lost.
 Manistique, prop., 473 g. t., b. '82, Gibraltar, in com.
 Manitoba, Can. stmr., 800 t., b. Thorold, '71, now the
 Carmona.
 Manitoba, Can. schr., 80 g. t., b. '72, Port Ann, in com.
 Manitoba, Can. bge., 75 g. t., b. '82, Bedford Mills in com.
 Manitoba, Can. prop., 2,518 n. t., b. '89, Owen Sound, in
 com.
 Manitou, schr., 333 g. t., b. '73, Pt. Dalhousie, Ont., in
 com.
 Manitou, Can. prop., 497 g. t., b. '77, Sorel, in com.
 Manitou, s. prop., 2,944 g. t., b. '93, Chicago, in com.
 Manitou, schy., 31 g. t., b. '96, Cleveland, in, com.
 Manitoulin, Can. stmr., burned Georgian Bay, '82, 30 lives
 lost.
 Manitoulin, Can. prop., now the Atlantic.
 Manitowoc, schr., 75 t., b. Milwaukee, '41.
 Manitowoc, schr., 507 g. t., b. '68, Manitowoc, in com.
 Manley, Geo., Can. bge., 370 n. t., b. '71, Quebec, in com.
 Mann, Curtis, aground at flats, '60.
 Mann, Mary, prop., 11 g. t., b. '91, Osakis, Minn., in com.
 Manning, schr., b. Clayton, N. Y., damaged '69.
 Manning, John P., prop., 13 g. t., b. '91, Ashtabula, in com.
 Manola, s. prop., 2,325 g. t., b. '90, Cleveland, in com.
 Mansfield, schr., 214 t., b. Buffalo, '47, wrecked Euclid, '54,
 sunk by col., L. Mich., '55. 
 Mansfield, Can. prop., 178 n. t., b. '89, Ottawa, in com. 
 Mansfield, s. light'r, 382 g. t., b. '92, Cleveland, in com. 
 Mantenee, schr., 647 g. t., b. '73, Trenton, Mich., in com.
 Manton, John W., schr., 14 g. t., b. '83, Salsburg,
 Mich., passed out, '97.
 Manzanilla, Can. schr., 400 t., b. '73, sunk L. Erie, '87.
 Maple Leaf, Can. stmr., 400 t., b. Kingston, '51.
 Maple Leaf., Can. schr., wrecked '83, rebuilt and renamed Honora
 Carr.
 Maple Leaf, schr., 299 t., b. Buffalo, '54, wrecked Detroit
 island, '67.
 Maple Leaf, schr., 141 t., b. '67, wrecked Buffalo, '83.
 Maple Leaf, Can. schr., 58 n. t., b. '80, Bronte, in com., burned
 Toronto, '85.
 Maple Leaf, Can. schr., 28 g. t., b. '71, Toledo, in com.
 Maple Leaf, Can. prop., 29 g. t., b. '75, Port Dover, in com.
 Maquam, stmr., 370 g. t., b. '81, Grand Island, Vt., in com.
 Mar, Helen, schr., wrecked L. Ont., '62.
 Mar, Helen, stmr., on river at Saugatuck, '56 to '69.
 Marble, Dan, schr., b. before 1850, Conneaut, sunk Long Point,
 '75.
 March, J. P., bark, 355 t., b. Vermilion, '64.
 Marcia, s. schr., 2,237 g. t., b. '95, Chicago, in com.
 Marco Polo, Can. schr., 154 g. t., b. '54, Oakville, in com.
 Marcy, Gov., stmr., 161 t., b. Black Rock, '33, wrecked Dunkirk,
 '47.
 Marcy, Gov., small schr., wrecked Point Albino, '44, 5 lives
 lost.
 Marengo, schr., 104 t., b. '31, sunk L. Erie, '56.
 Marengo, schr., 648 g. t., b. '73, Milwaukee, in com.
 Margaret, sty., 13 g. t., b. '91, in com.
 Margaret, tug, 42 t., b. Buffalo, '67.
 Margaret, Can. schr., on L. Ont., '40.
 Margaret Ann, Can. schr., 16 g. t., b. '70, Port Credit, in
 com.
 Margaret, Mary, schr., wrecked L. Mich., '54.
 Margaret, bge., sunk in Straits, '70, raised, '71, and made
 schr.
 Margie E., schr., 41 g. t., b. '91, Ashland, in com.
 Margretta, tug, 19 g. t., b. '92, Ashtabula, in com.
 Marguerite, Can. prop., 8 g. t., b. '79, Detroit, in com.
 Marguerite, s. tug, 28 g. t., b. '94, Cleveland, in com.
 Maria, schr., 100 g. t., b. '36, Maumee, O.
 Maria, schr., 24 t., wrecked near Mackinac, '41.
 Maria, schr., 104 t., b. '66, lost near Hedgehog, '83.
 Maria, scow, sunk Nine Mile Point, '75.
 Maria, schr., 8 g. t., b. '78, Milwaukee, in com.
 Maria Ann, schr., 256 g. t., b. '64, Conneaut, passed out,
 '93.
 Maria Annette, Can. prop., 197 g. t., b. '67, Quebec, wrecked L.
 Ont., '98.
 Maria, Black, bark, wrecked near Chicago, '55.
 Maria, B. M., tug, 25 g. t., b. '74, Grand Haven, in com.
 Maria, Mary, schr., wrecked Presque Isle, 56.
 Marian, schr., injured L. Erie, '44.
 Marian, stcb., .128 g. t., b. '89, Buffalo, in com.
 Maricopa, s. prop., 4,223 g. t., b. '96, Chicago, in com.
 Marie Antoinette, schr., afloat L. Erie, '27.
 Marie Julie, brig., foundered near Magdalen Islands, '70.
 Marie Louise, Can. stmr., 88 n. t., b. '89, Quebec, in com.
 Marie Victoire, schr., wrecked Sand Point, '87. 
 Mariel, tug, 36 g. t., b. '83, Chicago, in com. 
 Marina, s. prop., 2,431 g. t., b. '91, Chicago, in com. 
 Marinda, schr., 60 t., b. Lexington, '45. 
 Marine Belle, schr., ashore, '61. 
 Marine City, stmr., 337 g. t., b. '66, Marine City, in com.
 Marine City, stmr., burned near Alcona, '80. 
 Mariner, schr., 30 g. t., b. '24, Ohio City, passed out, '97.
 Mariner, schr., wrecked near Chicago, '52.
 Mariner, schr., 274 g. t., b. '56, Ogdensburg, passed out,
 '96.
 Mariner, 104 t., b. Detroit, '60.
 Mariner, prop., 220 t., burned Thames r., '69.
 Mariner, schr., sunk near Centreville, '75.
 Marinette, bge., 559 t., wrecked Frankfort, '86, 7 lives
 lost.
 Marinette, tug, 61 g. t., b. '85, Manitowoc, in com.
 Marion, slp., b. Lake Ont., before '12.
 Marion, schr., 140 t., b. Charleston, O., '41, wrecked, Buffalo,
 '52, 4 lives lost.
 Marion, schr., 53 t., b. Silver Creek, '43.
 Marion, schr., 155 g. t., b. '82, Ticonderoga, passed out,
 '97.
 Marion, schr., 155 g. t., b. '82, in com.
 Marion, tug, 17 g. t., b. '89, Saginaw, in com.
 Marion, prop., 1,206 g. t., b. '89, Sheboygan, in com.
 Mariquita, prop., 11 g. t., b. '73, Rhinebeck, N. Y., in com.
 Mariposa, s. prop., 2,831 g. t., b. '92, Cleveland, in com. 
 Mariska, s. prop., 2,325 g. t., b. '90, Cleveland, in com. 
 Maritina, s. prop., 2,957 g. t., b. '92, South Chicago, in
 com.
 Mark, schr., 33 t., passed out.
 Markham, George C., prop., 309 g. t., b. '83, Milwaukee, in
 com.
 Marks, John, schr., 299 g. t., b. '70, Trenton, Mich., in
 com.
 Marks, Kate, Can. tug, 54 g. t., b. '75, Bruce Mines, in com.
 Markwell, tug, 13 g. t., b. '85, Vermilion, O., in com.
 Marquette, prop., 862 t., b. Detroit, '59, sunk Bear Point,
 '65.
 Marquette, schr., sunk by col., near Sheboygan, '62.
 Marquette, prop., 1,343 g. t., formerly Republic, b. '91,
 Cleveland, in com.
 Marquis, Can. bge., 488 n. t., b. Mill Point, '72, lost Forest
 bay, '92.
 Marquis of Lorne, Can. prop., 28 n. t., b. '74, Kingston, in
 com.
 Mars, schr., lost L. Mich., '57, 5 lives lost.
 Mars, schr., 234 g. t., b. '72, New Jerusalem, O., in com.
 Mars, stcb., 131 g. t., b. '80, Ithaca, N. Y., in com.
 Marsh, Caroline, old schr., wrecked, Oswego, '90.
 Marsh, George A., schr., 202 g. t., b. '82, Muskegon, in com.
 Marsh, George A., prop., 95 g. t., b. '79, Sandusky, passed out,
 '91.
 Marsh, John, Can. bge., sunk L. Ont., '83.
 Marsh, Phineas S., schr., 543 g. t., b. '67, Black River,
 foundered L. Sup., '96.
 Marsh, S. A., Can. schr., 261 g. t., b. '54, Port Hope, in
 com.
 Marshall, schr., wrecked L. Erie, '31. 
 Marshall, stmr., 51 t., b. Perrysburg, '38, broken up. 
 Marshall, Charlie, schr., 219 g. t., b. '81, Chicago, in com.
 Marshall, Chief Justice, schr., b. Cape Vincent wrecked near
 Barcelona, '62. 
 Marshall, Henry, tug, 54 g. t., later the Jesse Spaulding.
 Marshall, J. D., prop., 531 g. t., b. '91, South Haven, in
 com.
 Marshall, John, schr., wrecked near Mexico Bay, '44.
 Marshall, Maggie, stb., 365 g. t., formerly William Crippin, b.
 '73, Manistee, in com.
 Marshall, Samuel, prop., 755 g. t., b. '88, Grand Haven, in
 com.
 Marshfield, schr., in com., '54, became in '63 the Princess
 Alexandria.
 Marsilliot, A. E. schr. capsized L. Erie, '60.
 Marston, J. H., prop., 118 g. t., b. '82, Appleton, Wis., in
 com.
 Martel, Mae, prop., 39 g. t., b. '95 Saugatuck, in com. 
 Martha, s. schr., 3,256 g. t., b. '96, Chicago, in com.
 Martha Ann, Can. slp., 45 g. t., b. '76, Dog Lake, in com.
 Martin, D. A., Can. prop., 78 g. t., b. '89, Kippewa, in com.
 Martin, D. R., schr., 326 g. t., b. '57. Cleveland, in com. 
 Martin, F., Can. schr., 62 g. t., b. '69, Chatham, in com. 
 Martin, H. N., tug, in com., '88.
 Martin, J. B., schr., 385 t., b. Detroit, '58, lost with all
 hands L. Hur., '69.
 Martin, James H., tug, 36 g. t., b. '69, Cleveland, in com. 
 Martin, Jas. T., tug, 47 g. t., b. '96, Port Huron, in com. 
 Martin, Jessie, schr., 42 g. t., b. '81, Muskegon, in com. 
 Martin, John, tug, 20 g. t., b. '71, Algonac, in com.
 Martin, John, tug, foundered Georgian Bay, '90.
 Martin, John, schr., 937 g. t., b. '73, Cleveland, in com. 
 Martin, Maria, schr., 568 g. t., b. '66, Cleveland, in com.
 Martin, Minnie, Can. prop., 78 g. t., b. '82, Port Severn, in
 com.
 Martin, S. K., prop., 302 g. t., formerly City of St. Joseph, b.
 '83, Benton Harbor, in com.
 Martin, Thos., schr., 201 t., b. Oswego, '62, passed out. 
 Martini, Mary, stmr, passed out.
 Martini, Richard, prop., 299 g. t., b. '76, Sebewaing, Mich., in
 com.
 Maruba, s. prop., 2,311 g. t., b. '90, Cleveland, in com. 
 Marvin, S., schr., lost off Grand Haven, '51, 9 lives lost.
 Marvin, Selden E., schr., 618 g. t., b. '81, Toledo, O., in
 com.
 Mary, schr., b. Erie, 1805, sold to U. S. Gov., surrendered by
 Gen. Hull, at Detroit, burned by British at River Thames, in 1813.
 Mary, Brit. schr., captured by U. S., L. Ont., '13.
 Mary, brig., b. Chicago, about '46.
 Mary, schr., lost with 3 lives near Cleveland, '60.
 Mary, schr., foundered L. Ont., with loss 5 lives, '62.
 Mary, schr., 94 t., wrecked Muskegon, '65.
 Mary, prop., total wreck L. Mich., '66.
 Mary, Can. tug, 61 n. t., b. '67, Port Huron, in com.
 Mary, schr., 19 g. t., b. '67, Erin, Mich., in com.
 Mary, Can. schr., 252 g. t., b. '68, St. Catharines, in com.
 Mary, schr., 18 g. t., b. '72, Sheboygan, in com.
 Mary, schr., wrecked L. Ont. '73.
 Mary, sty., 36 g. t., b. '76, Milwaukee, in com.
 Mary, Can. schr., 109 n. t., b. '77,Thorold, in com.
 Mary, prop., 170 g. t., b. '82, Marine City, in com.
 Mary, schr., 17 g. t., b. '86, Rock Falls, Mich, in com. 
 Mary, schr., 109 t., wrecked Rondeau, '86.
 Mary, prop., 219 g. t., b. '92, Toledo, in com.
 Mary Alice, Can. scow, 51 g. t., b. '66, River Reescum, in
 com.
 Mary Amelia, schr., 94 g. t., b. '65, Port Huron, in com. 
 Mary Ann, slp., b. L. Ont., before 1801.
 Mary Ann, schr., wrecked L. Ont., '62.
 Mary Ann, Can. tug, 97 n. t., b. '67, Dunnville, in com. 
 Mary Ann, scow, wrecked Marblehead, '70.
 Mary Ann, schr., b. Sheybogan, '71.
 Mary Ann, schr., wrecked Grand Haven, '83.
 Mary Ann, tug, 6 t., foundered Georgian Bay, '83, 2 lives
 lost.
 Mary Ann, schr., 38 g. t., b. '69, Fremont, O., passed out,
 '93.
 Mary Ann, Can. schr., 43 g. t., b. '70, Port Credit, in com. 
 Mary Ann, schr., 6 g. t., b. '71, Green Bay, passed out, '93.
 Mary Ann, schr., 18 g. t., b. '85, Charlevoix, in com.
 Mary D., schr., 52 g. t., b. '77, Sebewaing, in com.
 Mary Elizabeth, schr., wrecked, '46.
 Mary Elizabeth, schr., 127 t., foundered L. Erie, '67, crew of 7
 lost.
 Mary Ellen, Can. prop., 81 g. t., b. '68, Lindsay, in com.
 Mary Ellen, Can. tug, 48 n. t., b. '96, Cornwall, in com.
 Mary Ethel, Can. prop., 99 g. t., b. '79,Trenton, in com.
 Mary Frances, schr., 157 t., in com., '54, wrecked Rondeau,
 '65.
 Mary Frances, Can. schr., 15 g. t., b. '72, Toronto, in com.
 Mary H., prop., 209 g. t., b. '86, Nicollet,Wis., in com.
 Mary Helen, scow, ashore L. Mich, '68.
 Mary Jane, schr., sunk Toronto, '55.
 Mary Jane, Can. scow, 106 g. t., b. '66, Port Robinson, in
 com.
 Mary L., schr., 28 g. t., b. '95, White Lake, Mich., in com.
 Mary Louise, Can. prop., 10 g. t., b. '93, Lindsay, in com.
 Mary Louise, Can. prop., 64 g. t., b. '84, Franklin, in com.
 Mary and Norman, prop., 17 g. t., b. '91, Ashtabula, in com.
 Mary Maria, schr., wrecked L. Ont., '56, 7 lives lost.
 Mary Margaret, schr., capsized Grand River, '53, 4 lives
 lost.
 Mary Salina, schr., ashore L. Ont., '65.
 Mary Virginia, tug, 33 g. t., formerly Geo. W. Lorimer.
 Maryette, sty., 44 g. t., b. '94, Cleveland, in com.
 Maryland, schr., 188 t., b. Fairport, '44, sunk at Fairport, '45,
 raised.
 Maryland, s. prop., 2,419 g. t., b. '90, Wyandotte, in com.
 Marysburg, schr., 150 t., b. South Bay, '70, ashore Pt. Pelee,
 '71.
 Masaba, s. prop., 2,431 g. t., b. '91, Chicago, in com.
 Mascot, Can. tug, 28 n. t., b. '90, Meaford, in com.
 Mascotte, Can. prop., 34 n. t., b. '86, Toronto, in com.
 Mascotte, i. prop., 137 g. t., b. '85, Wyandotte, passed out,
 '96.
 Mascotte, tug, 10 g. t., b. '88, Cleveland, in com.
 Mascotte, i. prop., 162 g. t., b. '95, Wyandotte, in com.
 Mason, stmr., 33 t., b. Grand Rapids, '37, condemned.
 Mason, E. L., tug, 42 g. t., later the Ella G. Stone.
 Mason, G. W., tug, b. Port Huron, '98.
 Mason, Gov. stmr., wrecked L. Mich., '40.
 Mason, L. G., stmr., 139 t., b. Grand Rapids, '64, burned Bay
 City, '86.
 Mason, L. M., schr., lost L. Ont., '61.
 Mason, L. M., schr., 249 g. t., b. '66, Algonac, in com.
 Mason, Lottie, schr., 69 g. t., b. '80, Charlevoix, in com.
 Mason, Nellie, schr., 554 g. t., b. '82, Saginaw, in com.
 Mason, Maggie, Can. prop., '56. g. t., b. '82, Toronto, in
 com.
 Mason, R. P., 155 g. t., b. '67, Ferrysburg, Mich., in com.
 Mason, S. M., schr., 360 t., b. Port Huron, '53, passed out.
 Mason, W. G., tug, b. Pt. Huron, Mich., '98.
 Masonic, Can. prop., 21 n. t., b. '93, Hamilton, in com.
 Massachusetts, schr., wrecked near Niagara river, '37.
 Massachusetts, brig., b. Kalamazoo river, '43.
 Massachusetts, prop., 1,415, g. t., b. '82, Detroit, in com.
 Massasoit, schr., 842 g. t., formerly Jesse Lind, b. '74,
 Gibraltar, chartered ocean service, '98.
 Massassauga, prop., 164 g. t., b. '78 Buffalo, passed out,
 '93.
 Massasauga, stmr., burned Gibraltar, '90.
 Massassauga, stcb., 119 g. t., b. '94, Lockport, in
 com. 
 Massena, prop., 72 g. t., b. '78, Buffalo, in com.
 Massilon, schr., ashore Sleeping Bear bay, '58.
 Masten, Joseph G., schr., 620 g. t., b. '67 Cleveland, wrecked
 Two Rivers, '97.
 Masters, E., schr., b. Black River, '54, damaged, '65.
 Masters, I. U., tug, 204 t., b. Cleveland, '62, later the
 Phoenix.
 Matawan, Can. prop., 525 t., wrecked, '88.
 Mate E., prop., 13 g. t., b. '91, Port Clinton, O., in com.
 Mather, Carrie, sty., 21 g. t., b. '80, Muskegon, in com.
 Mather, Samuel, prop., 1,576 g. t., b. '87, Cleveland, sunk by
 col., '91.
 Mather, Samuel, s. prop., 1,713 g. t., b. '92, West Superior, in
 com.
 Mather, S. L., schr., 538 t., b. Vermilion, '70.
 Matthews, scow, sunk Kelley's Island, '61.
 Matthews, Jennie, schr., 332 g. t., b. '74, Port Huron, in
 com.
 Matilda, schr., ashore L. Ont. '39.
 Matilda, schr., 29 g. t., b. '72, Mt. Clemens, in com.
 Matilda, bge., 299 t., sunk L. Huron, '86.
 Matoa, s. prop., 2,311 g. t., b. '90, Cleveland, in com.
 Mattawan, Can. prop., 22 g. t., b. '76, Portsmouth, in com.
 Mattie, Can. schr., 18 g. t., b. '81, Sarnia, in com.
 Mattie, slp., 44 g. t., b. '67, Port Douglass, N. Y., in com.
 Mattson, Frank, tug, 8 g. t., b. '82, Erie, passed out, '97.
 Maud, Can. tug, 57 n. t., b. '74, New Liverpool, in com.
 Maud, Can. schr., 137 g. t., b. 175, Ottawa, in com.
 Maud, Can. prop., 40 n. t., b. '87, Penetang, in com.
 Maud L., Can. tug, 17 n. t., b. '84, Sauble river, in com.
 Maud S., Can. schr., 21 g. t., b. '80, Georgian Bay, in com.
 Maud S., tug, 33 g. t., b. '81, Buffalo, in com.
 Maud S., tug, 45 g. t., b. '81, West Bay City, Mich., in com. 
 Maud S., Can. schr., 25 g. t., b. '84, Port Credit, in com.
 Maud S., Can. tug, 17 n. t., b. '87, Collingwood, in com.
 Maud S., tug, sunk near Cheboygan, '88.
 Maude, Can. stmr., 172 n. t., b. '69, Montreal, in com.
 Maumee Valley, schr., 213 g. t., b. '68, Perrysville, O., in
 com.
 Maurice, T. W., brig., 57 t., wrecked Wind Point, '50.
 Mautenee, schr., 647 g. t., b. '73, in com.
 Maxon, F. C., tug, 25 g. t., b. '74, Milwaukee, passed out,
 '94.
 Maxwell, A., tug., 67 g. t., b. '91, Bay City, in com.
 Maxwell, A. C., schr., 469 g. t., b. '70, Saginaw Valley, in
 com.
 Maxwell, Emily B., schr., 360 g. t., b. '81, Manitowoc, in
 com.
 Maxwell, E. G., tug, 88 g. t., b. '93, Grand Haven, in com.
 Maxwell, William, tug, 44 g. t., b. '83, Chicago, in com.
 May, tug, 29 g. t., b. '71, Oconto, in com.
 May, tug, foundered L. Mich., '73.
 May, Can. schr., 165 g. t., b. '80, Montreal, in com.
 May, Allie, tug, 27 g. t., b. '84, Marine City, in com.
 May, Anna, schr., 27 g. t., b. '86, Crow Island, Mich., passed
 out, '95.
 May Bird, Can. prop., 46 g. t., b. '93, Toronto, in com.
 May C., slp., 8 g. t., b. '87, Chicago, passed out, '95.
 May, Ella, schr., 13 g. t., b. '86, St. James, Mich., in com.
 May, Eddie, Can. prop., 5 g. t., b. '71, Brockville, in com.
 May, Fannie H., sty., 15 g. t., b. '94, in com.
 May Flower, Can. schr., b. '19, Niagara.
 May, Ida, schr., 21 g. t., b. '69, Fraser, Mich., passed out,
 '91.
 May, Ida, schr., 21 g. t., b. '69, Erin, Mich., passed out,
 '94.
 May, Isaac, Can. prop., now the Can. prop. Orion.
 May, Laura, sty., 37 g. t., b. '85, Freedom, Pa., in com.
 May, Lettie, schr., 15 g. t., b. '74, Fort Howard, in com.
 May, Lilly, schr., 300 g. t., b. '67, Algonac, in com.
 May, Lily, tug, 42 g. t., later the Grace.
 May, Lily, sty., 41 g. t., b. '81, Detroit, passed out, '91.
 May, Maggie, Can. tug, 29 g. t., b. '91, Washburn, in com.
 May, Maggie, Can. prop., 46 g. t., b. '89, Meaford, in com.
 May, Nellie, schr., 27 g. t., b. '81, East Tawas, passed out,
 '97.
 May, Nellie, Can. tug, 11 g. t., b. '84, Port Burwell, in
 com.
 May Queen, stmr., 688 t., b. Trenton, '59, burned Milwaukee,
 '66.
 May Queen, stcb., 132 g. t., b. '80, Watkins, N. Y., passed out,
 '92.
 May Queen, schr., wrecked South Haven, '82.
 May Rose, schr., 24 g. t., b. '71, Hamtramck, Mich., in com.
 May, Verbena, Can. tug, wrecked near Stokes bay, '96.
 Maybee, Dan, schr., 193 g. t., formerly I. N. Hill, b. '66,
 Neshoto, in com.
 Mayes, E. A., schr., in com., '79.
 Mayflower, brig., 259 t., b. Cleveland, '44, lost L. Hur.,
 '67.
 Mayflower, stmr., 1,300 t., b. Detroit, '49, wrecked Point Pelee,
 '54.
 Mayflower, Can. schr., 300 g. t., b. '50, wrecked.
 Mayflower, prop., 415 t., b. '52, wrecked Long Point, '83.
 Mayflower, prop., 37 g. t., b. '53, Detroit, passed out, '93.
 Mayflower, schr., capsized off Black River, O., '64, 8 lives
 lost.
 Mayflower, tug, 127 t., b. Marine City, '64.
 Mayflower, scow, sunk off Kelley's island, '75.
 Mayflower, sty., 22 g. t., b. '83, Detroit, in com.
 May Flower, Can. tug, 29 g. t., b. '87, Kemptville, in com.
 Mayflower, Can. stmr., 247 n. t., b. '90, Toronto, in com.
 Mayflower, Can. tug, 14 n. t., b. '91, Baxter, in com.
 Mayflower, Can. stmr., formerly Comet.
 Mayflower, scow, sunk L. Sup., '91.
 Maynard, J. F., sty., 37 g. t., b. '77, Carthage, N. passed out,
 '97
 Mays, Nellie, tug, sunk near Saginaw, '70.
 Maytham, tug, 40 g. t., b. '74, Buffalo, in com.
 Maytham, E. C., tug, 55 g. t., b. '85, Buffalo, in com.
 Maytham, George, Can. prop., 40 g. t., b. '70, Buffalo, in
 com.
 Maytham, Thos., s. prop., 2,330 g. t., b. '92, South Chicago, in
 com.
 Maytham, Tom, tug, 39 g. t., b. '80, Buffalo, in com.
 Mazeppa, stmr., 130 t., b. Buffalo, '34, made sail vessel.
 Mazeppa, Can. stmr., 2,50 t., b. L. Ont., '51, wrecked L. Hur.,
 '56.
 Mazeppa, stmr., burned Toronto, '85.
 Mazeppa, Can. prop., 99 n. t., b. '81, Toronto, in com.
 Mazeppa, Can. fry., 99 g. t., b. '84, Toronto.
 McArthur, tug, burned Kingston, '90.
 McBride, Jas., brig., lost near Sleeping Bear, '57.
 McBride, John, Can. schr., 25 n. t., b. '77, Port Rowan, in
 com.
 McBrier, A. J., schr., 111 g. t., b. '84, Wilson, N. Y., in
 com.
 McBrier, Fred., stmr., in com., '81, sunk by col.,
 Mackinaw, '90.
 McCann, Margaret, tug, 35 g. t., b. '94, Grand Haven, in com.
 McCarter, W. J., tug, 18 g. t., b. '86, Erie, in com.
 McCarthy, Can. bge., 270 n. t., b. '71, Sorel, in com.
 McCarthy, D. A., Can. tug, 48 n. t., b. '93, Collingwood, in
 com.
 McCarthy, Wm., tug, 80 g. t., b. '97, Benton Harbor, in com.
 McClellan, schr., 29 t., b. '77, foundered L. Hur., '83, 4 lives
 lost.
 McClellan, Gen., canal boat, sunk Chicago, '69.
 McClellan, George B., tug, 29 g. t., b. '60, Chicago, burned
 Michigan City, '98.
 McClure, Myrtle L., sty., 14 g. t., b. '82, Spring Lake, Mich.,
 passed out, '97.
 McConnell, J. H., stmr., 138 g. t., b. '77, Point Harmar, O., in
 com.
 McCormick, i. tug, 23 g. t., formerly A. A. Eustaphieve, b. '67,
 Buffalo, in com.
 McCormick, tug, 160 g. t., b. '87, Grand Haven, in com.
 McCrea, Maggie, Can. schr., 675 t., sunk off Thunder Cape,
 '88.
 McCuaig, R. C. W., Can. schr., 165 g. t., b. '79, Hull, in
 com.
 McCullough, J. C., schr., sunk by col., '69.
 McDonald, Charles C., tug, 16 g. t., b. '70, Buffalo, burned near
 Saginaw, '93.
 McDonald, Jessie, Can. schr., 84 g. t., b. '66, Wellington, in
 com.
 McDonald, John, Can. prop., 24 g. t., b. '79, Ottawa, in com.
 McDonald, John A., Can. prop., 273 g. t., b. '66, Garden Island,
 in com.
 McDonald, Louisa, schr., 192 g. t., b. '69, later the Lilly
 E.
 McDonald, Mabel, Can. tug, 52 n. t., b. '91, Toronto, in com.
 McDonald, Rita, tug, 69 g. t., b. '97, West Bay City, in com.
 MacDonald, Robert, Can. schr., 70 n. t., b. '90, Picton, in
 com.
 McDougall, Alex., s. prop., 5,900 g. t., b. '98, West Superior,
 in com.
 McDougall, Archie B., schr., 25 g. t., b. '84, Grand Haven, in
 com.
 McDougall, J. A., tug, 30 t., b. '70.
 McDougall, John A., schr., 415 g. t., b. '73, Bangor, Mich., in
 com.
 McEdwards, Jessie, Can. prop., 34 n. t., b. 182, St. Catharines,
 in com.
 McFadden, J. D., tug, 15 g. t., b. '92, Duluth, in com.
 McFarland, D., tug, sunk Port Maitland, '80.
 McGee, John, schr., 331 t., b. Oswego, '69.
 McGilvrey, N., schr., 422 t., b. '70.
 McGillivray, W., Can. schr., 157 g. t., b. '86, Hull, in com.
 McGordon, James, tug, 53 g. t., b. '76, Milwaukee, in com.
 McGraft, N., tug, 80 Grand Haven, in com.
 McGrath, J. G., schr., 217 t., b. St. Catharines, '70, foundered
 off Long Point, '78.
 McGregor, William, schr., 732 g. t., b. '72, Gibraltar, chartered
 ocean service, '98.
 McGregor, Mary A., prop., 711 g. t., b. '89, Grand Haven, in
 com.
 McInnis, schr., aground Detroit r., '70.
 McIntosh, G. P., Can. tug., 79 n. t., b. '88, Meaford, in
 com.
 McIntyre, C. A., sty., 44 g. t., b. '84, in com.
 McKay, schr., sunk, Chicago, '56.
 McKean, J., Can. tug, 33 n. t., b. '93, Sarnia, in com.
 McKenzie, R. S., Can. schr., 154 g. t., b. '81, Hull, in com.
 McKerral, P. E., Can. prop., 92 g. t., b. '70, Wallaceburg, in
 com,
 McKinnon, C. D., tug, 23 g. t., b. '74, Tonawanda, passed out,
 '92.
 McLachlan, Mary E., schr., 1,394 g. t., b. '93, West Bay City, in
 com.
 McLane, Lewis, U. S. rev. cut., later the Erie.
 McLane, Mary, tug, 40 g. t., b. '68, Chicago, in com.
 McLaren, James, Can. schr., 169 g. t., b. '79, Hull, in com.
 McLaren, J. Loomis, schr., 286 g. t., b. '82, Manitowoc, wrecked
 '94, L. Mich.
 McLaughlin, D., Can. prop., 22 g. t., b. '89, Arnprior, in
 com.
 McLean, Andrew A., tug, 23 g. t., b. '90, West Bay City, in
 com.
 McLean, Louis, first light ship, Mackinaw Straits, b. Detroit,
 '32.
 McLean, Maggie, Can. tug, 52 n. t., b. '86, Sauble Mills, in
 com.
 McLeod, Jane, Can. schr., 188 g. t., b. '68, St. Catharines, in
 com.
 McMahon, Agnes, Can. tug, 73 n. t., b. '70, Pt. Dalhousie, in
 com.
 McMillan, Grace, stmr., 235 t., b. Detroit, '79, later the
 Idlewild.
 McMillen, A., tug, 14 g. t., b. '72, Saugatuck, in com.
 McNair, Matthew, schr., lost, '72.
 McNaughton, Can. tug, 136 n. t., b. '88, Quebec, in com.
 McPhee, Belle, schr., sunk L. Hur., '76.
 McPherson, R. B., Can. prop., 30 g. t., b. '72, Goderich, in
 com.
 McQueen, tug, bought by U. S. Gov. during Civil war to be made a
 gunboat.
 McRae, Wm. F., Can. tug, 46 t., b. Wallaceburg, '80, sunk L.
 Hur., '95.
 McVea, Charles, prop., 331 g. t., b. '88, Saugatuck, in com.
 McVea, E. J., schr., 291 g. t., b. '73, Allegan, sunk L. Erie,
 '98.
 McVea, M., schr., 208 t., b. Ganges, '70.
 McVittie, A., prop., 2,046 g. t., b. '90, Detroit, in com.
 McWilliams, Ed., schr., 743 g. t., b. '93, West Bay City, in
 com.
 McWilliams, John J., i. prop., 3,400 g. t., b. '95, West Bay
 City, in com.
 McWorter, G. N., schr., damaged, '46.
 Mead, J. H., schr., 409 g. t., b. '74, Sheboygan, ashore L. Sup.,
 '98.
 Mead, R. O., schr., wrecked L. Erie, '52.
 Mead, Gen., dredge, foundered St. Clair flats, '94.
 Meade, Spencer, sty., 17 g. t., b. '83, Buffalo, in com.
 Mears, C., prop., in com. '60, burned L. Mich., '64.
 Mears, schr., 421 t., b. '69, lost '89, L. Hur., one life
 lost.
 Medbury, schr., passed out.
 Mechanic, schr., 18 t., b. Detroit, '43.
 Mechanic, brig., b. Detroit, '48, foundered L. Mich., with all
 hands, '71.
 Mecosta, prop., 1,776 g. t., b. '88, West Bay City, in com.
 Medbury, A. schr., damaged by col., '69.
 Mediator, schr., 256 g. t., b. '62, Clayton, ashore L. Sup.,
 '98
 Medina, tug, 56 g. t., b. '90, Buffalo, in com.
 Mediterranean, schr., 239 g. t., b. '59, Sodus, foundered L.
 Mich., '91.
 Medora, schr., ashore Big Sandy creek, '35, all
 hands lost.
 Medora, Can. prop., 299 g. t., b. '93, Gravenhurst, in com.
 Medora, Ada, schr., 301 g. t., b. '67, Gibraltar, in com.
 Mee, John, schr., 199 g. t., b. '81, Milwaukee, in com.
 Meeker, Lewis, schr., foundered L. Mich., '72, 5 lives lost.
 Mees, Winnie, sty., 9 g. t., b. '97, Duluth, in com.
 Mehala, schr., ashore near Erie, '43.
 Meisel, scow, sunk Detroit, '70.
 Meisel, C. G., bge., abandoned off Lexington, '83.
 Meister, C. A., tug, 23 g. t., b. '87, Grand Haven, in com.
 Melbourne, schr., 510 g. t., b. '80, St. Clair, in com.
 Melbourne, Can. prop., 540 n. t., b. '73, Port Dalhousie, in
 com., formerly A. Monro.
 Melitta, schr., 83 g. t., b. '81, Manitowoc, in com.
 Melrose, schr., b. Three Mile Bay, L. Ont., '52.
 Melrose, Can. bge., 832 n. t., b. '96, Kingston, in com.
 Melville, 279 t., British man-of-war, L. Ont., '13, 14 guns,
 afterwards the Charwell.
 Melvin, Maria, tug, b. Buffalo, '65.
 Melvina, schr., 270 g. t., b. 163, Sheboygan, in com.
 Melvina, schr., 392 t., total loss, '69.
 Melzer, O. Q., ashore near Shushwaw Point., '54.
 Membray, Ada, schr., wrecked near Oswego, '85.
 Memee, schr., damaged L. Mich., '40.
 Mendota, prop., foundered L. Mich., '75, with 12 lives.
 Menekaunee, bge., 480 t., lost '86, L. Mich., 10 lives lost.
 Menominee, prop., 796 g. t., b. '72, Manitowoc, passed out,
 '96.
 Menominee, schr., 455 g. t., b. '83, Milwaukee, in com.
 Menominee River, tug, 73 g. t., b. 179, Green Bay, in com.
 Menton, John W., schr., 14 g. t., b. '83, in com.
 Mentor, tug, 29 g. t., b. '68, Cleveland, in com.
 Mentor, prop., 305 g. t., b. '81, Fort Howard, in com.
 Mentor, tug, 22 g. t., formerly Hattie A. Fox, b. '82, Saugatuck,
 in com.
 Mercator, schr., ashore Rocky river, '23.
 Mercer, schr., wrecked L. Hur., '69.
 Merchant, schr., 75 g. t., b. '34, Maumee, O.
 Merchant, schr., 70 t., b. '36, added L. Sup. fleet, '45, lost
 '47, 14 lives lost.
 Merchant, schr., b. Cape Vincent, before '53.
 Merchant, tug, 16 g. t., b. '60, Ferrysburg, Mich., in com.
 Merchant, prop., 711 t., b. Buffalo, '62, sunk near Malden, '68,
 sunk near Milwaukee, '74.
 Merchant, schr., 66 g. t., b. '74, Manitowoc, in com.
 Merchant, prop., lost '95.
 Mercur, Fred, prop. 1,224 g. t., b. '82, Buffalo, in com.
 Mercury, schr., 230 g. t., b. '71, New Jerusalem, O., wrecked
 '94, Chicago.
 Merida, s. prop., 3,261 g. t., b. '93, West Bay City, in com.
 Meridian, schr., b. '48, Black River, O., sunk near Malden,
 '52.
 Merlin, schr., 21 g. t., b. '88, Fort Howard, in com.
 Mermaid, Can. scow, 9 g. t., b. '85, Chippewa, in com.
 Merrick, E. G., schr., b. Clayton, L. Ont., before '44, wrecked
 Vermilion, '51.
 Merrick, M. F., schr., ashore Georgian Bay, '65.
 Merrick, M. F., tug, 133 g. t., b. '73, Detroit, Mich., in
 com.
 Merrick, M. F., schr., b. Clayton, N. Y., '77, sunk by col.,
 Presque Isle, '89, 5 lives lost.
 Merrill, schr., ashore, '46.
 Merrill, J. B., tug, 17 g. t., b. '71, Milwaukee, in com.
 Merrill, John B., slp., 640 g. t., b. '73, Milwaukee, wrecked
 Drummond Isle, '93.
 Merrill, Julia B., schr., 200 g. t., b. '72,Wenona, in com.
 Merrill, T. R., tug, 31 g. t., later the Isbell Wayne.
 Merrilies, Meg, schr., wrecked Manistee, '51.
 Merrimac, schr., No. 2, 269 t., foundered off Long Point, '67, 5
 lives lost.
 Merrimac, prop., 1,398 g. t., b. '82, Detroit, in com.
 Merritt, C. H., Can. prop., 120 n. t., b. '83, Chatham, in
 com.
 Merritt, C. K., Can. stmr., burned L. Ont., '87.
 Merritt, Mary, bark, 347 t., b. St. Catharines, '65.
 Merritt, T. R., Can. bge., 400 n. t., b. '74, Port Dalhousie, in
 com., formerly schr.
 Merry, H. F., schr., 230 t., b. '69,wrecked Silver island,
 '83.
 Merry, H. P., schr., 170 t., b. Marine City, '68.
 Merry Monarch, sty., 10 g. t., b. '92, Watertown, passed out,
 '97.
 Mersley, Can. tug, 92 n. t., b. '71, Levis, in com.
 Messenger, slp., wrecked L. Erie, '63.
 Messenger, tug, 44 g. t., later the Fred Nielson.
 Messenger, schr., condemned New York, '71.
 Messenger, Can. tug, 18 n. t., b. '72, Lambton, in com.
 Messenger, tug, 18 g. t., b. New Haven, Conn., passed out,
 '92.
 Messenger, tug, 48 g. t., b. '80, Buffalo, in com.
 Messenger, stmr., burned Rogers City, '90.
 Metacomet, schr., 852 g. t., formerly Iron State, b. '80,
 Detroit, chartered ocean service, '98.
 Metamora, Can. tug, 286 n. t., b. '64, Cleveland, in com.
 Metcalf, schr., lost L. Ont., '61.
 Meteor, prop., 956 t., b. Cleveland, '63.
 Meteor, Can. stmr., 340 n. t., b. '66, Sorel, in com.
 Meteor, schr., sunk near Put-in-Bay, '71.
 Meteor, tug, 15 g. t., b. '80, Saugatuck, passed out, '97.
 Meteor, stmr., sunk Spanish r., '83.
 Meteor, Can. prop., 133 g. t., b. '89, Opemican Lake, in com.
 Meteor, schr., 550 g. t., later the Nelson Blume.
 Metropolis, schr., 234 t., wrecked Old Mission, '86.
 Metropolis, stmr., 425 g. t., b. '63, Trenton, Mich., in com.
 Metzner, Lizzie, schr., 77 g. t., b. '88, Manitowoc, in com,
 Meyer, Ida, stcb., 135 g. t., b. '81, Rochester, in com.
 Meyer, W. H., tug, b. St. Joseph, '98.
 Miami, slp., 25 t., b. Perrysburg, '11, captured by British and
 engaged in battle L. Erie.
 Miami, prop., 228 g. t., b. '88, Marine City, in com.
 Miami Belle, schr., 269 g. t., later the Lizzie P. Betts.
 Michelson, C., schr., 137 g. t., b. '67,White Lake, Mich., in
 com.
 Michigan, schr., 132 t., b. Buffalo, '18, condemned and sent over
 Niagara Falls, '27.
 Michigan, schr., 130 g. t., b. '32, Perrysburg, O.
 Michigan, stmr., 472 t., b. Detroit, '33, broken up.
 Michigan, U. S. stmr., 583 t., b. Erie, '44.
 Michigan, stmr., 642 t., b. Detroit, '47, made bge., lost L.
 Erie, '69.
 Michigan, prop., liner in '52.
 Michigan, prop., 456 t., b. Pt. Edward, '59.
 Michigan, brig., wrecked L. Hur., '70.
 Michigan, Can. bge., 307 n. t., b. '71, Quebec, in com.
 Michigan, bge., 1,290 g. t., b. '73, Walkerville, Ont., sunk L.
 Sup., '93.
 Michigan, schr., 1,056 g. t., b. '74, Detroit, in com.
 Michigan, i. prop., 1,183 t., b. '82, lost L. Mich., '85.
 Michigan, railway stmr., dismantled Detroit, '84.
 Michigan, Can. cfy., 1,820 n. t., b. '91, Bay City, in com.
 Michigan Central, i. stmr., 1,522 g. t., b. '84, Wyandotte, in
 com.
 Michigan City, schr., 230 t., passed out.
 Middlesex, schr., 618 g. t., b. '81, Algonac, in com.
 Middlesex, Can. prop., burned Piquaming Point, '81.
 Midge, schr., 70 t., b. '69, passed out. .
 Midland Rover, schr., damaged by col., '81.
 Midnight, schr., 287 g. t., b. '56, Cleveland, passed out,
 Mikado, schr., 287 g. t., b. '95, West Bay City, in com. 
 Milan, schr., damaged L. Erie, '25.
 Milan, schr., 147 t., b. Three Mile Bay, L. Ont., '45, sunk L.
 Ont., '49.
 Milan, schr., 197 g. t., b. Milan, '61, later the Jessie L.
 Boyce.
 Mildred, tug, 13 g. t., b. '68, Buffalo, passed out, '91.
 Mildred, Can. prop., 15 g. t., b. '91, Kingston, in com.
 Miles, Paddy, tug, 33 g. t., b. '91, Buffalo, in com.
 Miller, A., tug, 34 g. t., b. '66, Chicago, in com.
 Miller, Albert, prop., burned off Point au Sable, '82.
 Miller, E. H., tug, 42 g. t., later the Ralph.
 Miller, John, schr., aground L. Ont., '46.
 Miller, John A., tug, 26 g. t., b. '88, Muskegon, in com.
 Miller, Laura, schr., 55 g. t., b. '86, Chicago, in com.
 Miller, Louis, sty., 15 g. t., b. '87, Buffalo, in com.
 Miller, Mary, schr., 10 g. t., b. '79, Bay City, in com.
 Miller, Peter, scow, sunk Toledo, '68.
 Mills, Bob, prop., 30 g. t., later the Agnes Arnold.
 Mills, Francis, brig., 116 t., b. Michigan City, '41, sunk off
 Erie, '47.
 Mills, J. E., prop., 179 g. t., b. '83, Marysville, Mich., in
 com.
 Mills, Mary, prop., 180 g. t., b. '72, Vicksburg, Mich., in
 com.
 Mills, M. J., tug, on rivers, '68.
 Mills, N., prop., 391 g. t., b. '70, Vicksburg, Mich., in
 com.
 Mills, Philena, schr., wrecked L. Erie, '66, 3 lives lost.
 Mills, Robert, prop., 1,790 g. t., b. 188, Buffalo, in com.
 Milne, John, Can. prop., 121 n. t., b. '94, Nottawasaga, in
 com.
 Milton, tug, 19 g. t., formerly Florence.
 Milton, schr., 108 t., b. Milwaukee, '67, ashore Two Rivers,
 '85.
 Milton, prop., 19 g. t., b. '76, Deseronto, in com.
 Milton, Joe, Can. prop., 170 n. t., b. '91, Port Stanley, in
 com.
 Milwaukee, stmr., 400 t., b. Grand Island, '37, wrecked on L.
 Mich., '42.
 Milwaukee, ship, wrecked L. Mich., '42, 9 lives lost.
 Milwaukee, prop., 200 t., formerly Vandalia, rebuilt, '46.
 Milwaukee, stmr., b. Sandusky, '47.
 Milwaukee, prop., sunk by col. at Straits, '59, 5 lives lost.
 Milwaukee, stmr., 1,113 t., b. Buffalo, '59, wrecked Grand Haven,
 '68.
 Milwaukee, prop., 419 t., b. Ogdensburg, '68.
 Milwaukee, Can. bge., 385 t., b. '12, foundered L. Ont., '83.
 Milwaukee, prop., 1,770 g. t., b. '79, Cleveland, in com.
 Milwaukee, prop., 192 t., lost, '86, L. Mich., 1 life lost.
 Milwaukee, tug, 52 g. t., b. '89, Sheboygan, in com.
 Milwaukee Bell, schr., 368 t., b. Milwaukee, '54.
 Milwaukee Belle, schr., 231 t., wrecked Beaver island, '86.
 Mims, O. L., tug, 66 t., b. Buffalo, '67.
 Mina, sty., 17 g. t., b. '90, Boston, Mass., in com.
 Minch, Chas. P., schr., 408 g. t., b. '67, Vermilion, O., ashore
 Georgian Bay, '98.
 Minch, Philip, prop., 1,988 g. t., b. '88, Cleveland, in com.
 Minch, Sophia, schr., 635 g. t., b. '73, Vermilion, O., in
 com.
 Mindoa, sty., passed out.
 Miner, stmr., lost L. Sup., '59.
 Miner, Franc., schr., 45 g. t., b. '85, Green Bay, in com,
 Miner, J. I., tug, 23 g. t., b. '80, Detroit, in com.
 Miner, J. L., bge., 137 g. t., b. '78, in com.
 Miner; John, tug, 31 g. t., b. '75, Cleveland, passed out,
 '93.
 Miner, John, schr., 273 g. t., b. '66, Detroit, in com.
 Miner, J. S., schr., lost '71.
 Miner, Julia, schr., 44 g. t., b. '67, Detroit, wrecked, '94.
 Mineral, brig., wrecked Oswego, '60.
 Mineral City, prop., 57 g. t., b. '95, Mt. Clemens, in com.
 Mineral Rock, prop., 428 g. t., b. '56, Buffalo, passed out,
 '96.
 Mineral State, schr., 294 g. t., b. '73, Detroit, in com.
 Minerva, schr., b. '17, first v. registered at Washington from
 district of Cuyahoga.
 Minerva, schr., ashore near Oswego, '20.
 Minerva, schr., 61 t., b. '36.
 Minerva, schr., 222 g. t., b. '63, Black River, O., in com.
 Minerva, Can. prop., 27 g. t., b. '69, Thorold, in com.
 Mingoe, schr., 712 g. t., b. '93, Marine City, in com.
 Mink, schr., 45 t., b. L. Sup. before '12, captured by Americans
 at Sault, '14.
 Mink, schr., 43 t., b. Detroit, '43.
 Mink, Can. schr., 19 g. t., b. '80, Gravenhurst, in com.
 Mink, Can. prop., 13 g. t., b. '91, Port Carling, in com.
 Minna, tug, 17 g. t., b. '76, Buffalo, passed out, '97.
 Minnehaha, schr., 260 t., sunk Port Stanley, '69.
 Minnehaha, schr., 59 g. t., b. '72, Manitowoc, lost Sheboygan,
 '98.
 Minnehaha, schr., 74 g. t., b. '77, Sheboygan, in com.
 Minnehaha, schr., 822 g. t., b. '80, Gibraltar, Mich., lost '93,
 6 lives lost.
 Minneapolis, prop., 1,072 g. t., b. '73, Marine City, sunk in
 Straits, '94.
 Minneapolis, s. prop., 2,029 g. t., b. '97, South Chicago, in
 com.
 Minnedosa, Can. bge., 1,315 n. t., b. '90, Kingston, in com.
 Minnes, Annie, Can. schr., 201 n. t., b. '67, Portsmouth, in
 com.
 Minnesetung, Can. stmr., 175 t., b. Goderich, '32.
 Minnesetung, stmr., 250 t., b. Goderich, Ont., '34, sunk near
 Malden, '39, raised and became the Goderich.
 Minnesota, stmr., 749 t., b. Maumee, '51, wrecked Green Bay,
 '61.
 Minnesota, brig., 206 t., b. Chicago, '55.
 Minnesota, stmr., 80 t., b. Buffalo, '55.
 Minnesota, schr., 181 t., b. Chicago.
 Minnesota, prop., 1,138 g. t., b. '80, Milwaukee, in com.
 Minnie (flat), stmr., 242 t., b. Saginaw, '65.
 Minnie, Can. slp., 17 g. t., b. '78, Howe Island, in com.
 Minnie, Can. schr., 63 g. t., b. '81, Wallaceburg, in com.
 Minnie, schr., 21 g. t., b. '81, Oshkosh, in com.
 Minnie, Can. slp., 20 n. t., b. '82, Wolf Island, in com.
 Minnie B., tug, 30 g. t., b. '82, Chicago, in com.
 Minnie Bell, schr., ashore Mohawk Island, '83.
 Minnie Bell, Can. tug, 22 n. t., b. '87, Shaw, in com.
 Minnie, Frances, Can. bge., 89 g. t., b. '85, Kingston, in
 com.
 Minnie-Ha-Ha, Can. tug, 49 n. t., b. Parry Sound, in com.
 Minnie M., prop., 447 g. t., b. '84, Detroit, in com.
 Minnie K., prop., 37 g. t., b. '85, Ogdensburg, in com.
 Minor, schr., 14 g. t., b. '88, Quanicassee, Mich., in com.
 Minos, Can. schr., 250 g. t., b. '40, Chippawa, government
 boat.
 Minota, Can. tug, 35 g. t., b. '90, Vermillon Bay, in com.
 Minota, Can. prop., 29 g. t., b. '91, Toronto, in
 com.
 Minstral, schr., 33 g. t., b. '95, Chicago, in com.
 Mint, E., schr., in com., '45, lost '50.
 Minter, May A., prop., 23 g. t., b. '86, Chicago, passed out,
 '92.
 Minter, Mary E., tug, 18 g. t., b. '88, South Haven, passed out,
 '95.
 William B., tug, 25 g. t., b. '68, Saugatuck, in com.
 Minx, slpy., 29 g. t., b. '89, Trenton, Mich., in com.
 Mira, schr., 24 t., passed out.
 Miranda, tug, passed out.
 Miranda, schr., abandoned, '71.
 Miriam, sty., 9 g. t., b. '95, Erie, in com.
 Mischief, i. Can. prop., 9 g. t., b. '86, Owen Sound, in com.
 Mishicott, schr., 73 g. t., b. '82, Manitowoc, wrecked South
 Haven, '97.
 Mississaga, Can. gunboat, b. about 1776, Navy Point.
 Mississippi, schr., 77 t., passed out.
 Mississippi, stmr., 182 g. t., b. Buffalo, '53, dismantled
 '62.
 Missoula, prop., 1,920 g. t., b. '87, Cleveland, foundered L.
 Sup., '95.
 Missouri, schr., b. Three Mile Bay, L. Ont., '37.
 Missouri, stmr., 612 t., b. Erie, '40, converted into prop.,
 '68.
 Missouri, prop., 378 g. t., b. '57, Buffalo, passed out, '91.
 Missouri, brig., wrecked Kalamazoo r., '59.
 Mist, schr., 14 g. t., b. '77, Port Ontario, in com.
 Mitchell, schr., damaged L. Erie, '40.
 Mitchell, A. C., schr., 51 t., b. Milwaukee.
 Mitchell, Alex., brig., lost L. Mich., '66.
 Mitchell, Belle, schr., 304 t., lost L. Erie, '86, 8 lives
 lost.
 Mitchell, John, prop., 1,864 g. t., b. '89, West Bay City, in
 com.
 Mitchell, Maggie, Can. tug, 37 n. t., b. '72, Port Robinson, in
 com.
 Mitchell, Mary B., schr., 963 t., b. '88, Bay City, in com.
 Mitchell, Minot, schr., 194 t., damaged, '69.
 Mitchell, Oliver, schr., 320 g. t., b. '74, Algonac, in com.
 Mitchell, Samuel, s. prop., 2,278 g. t., b. '92, Cleveland, in
 com.
 Mixer, C. G., schr., 294 g. t., b. '67, Henderson, N. Y., wrecked
 '94, L. Mich.
 Mixer, H. M., Can. tug, 38 n. t., b. '66, Buffalo, in com.
 Mitzpah, Can. sty., 30 n. t., b. '88, Toronto, in com.
 Miztec, schr., 777 g. t., b. '90, Marine City, in com.
 Mobile, schr., wrecked near Toronto, '52, stranded near
 Belleville, '55.
 Mocking, Bird, schr., 426 t., b. Tonawmida, '68, lost Long Point,
 '76.
 Mocking Bird, tug., 177 g. t., b. '72, Port Huron, in com.
 Mocking Bird, schr., total wreck near Charlevoix, '82.
 Mocking Bird, Can. sty., 33 n. t., b. '88, Toronto, in com.
 Mocking Bird, stmr., 71 g. t., b. '85, Bay City, in com.
 Mocking Bird, schr., wrecked near Middlesex, '89. 
 Mocking Bird, tug, burned Cheboygan, '90.
 Modjeska, Can. prop., 601 n. t., b. '89, Glasgow, in com. 
 Modoc, stpd., 18 g. t., b. '81, Fairport, passed out, '95.
 Molning, stmr., 154 t., b. Holland Landing, '51.
 Moffatt, Frank, tug, 122 t., b. '69.
 Moffat, George, Can. stmr., 350 g. t., b. '53, Chatham, sunk
 Presque Isle bay, '64.
 Moffat, Kate, tug., 134 t., b. Port Huron, '64, burned L. Hur.,
 '85.
 Mogul, tug, 23 g. t., b. '89, Huron, in com.
 Mohawk, Can. gunboat, b. about 1776, Navy Point.
 Mohawk, Can. schr., 80 t., b. 1794, Kingston, wrecked.
 Mohawk, U. S. frigate, 1350 t., 42 guns, b. L. Ont., '14.
 Mohawk, Can. i. stmr., 150 t., b. Kingston, '42, Can. rev. cut.,
 later bark, lost L. Huron, '68.
 Mohawk, 213 t., b. Detroit, '62, rebuilt.
 Mohawk, brig., sunk by col., L. Erie, '64.
 Mohawk, bge., lost L. Ont., '70.
 Mohawk, Can. bge., 341 n. t., b. '72, Garden Island, in com.
 Mohawk, prop., 566 t., later the J. E. Potts.
 Mohawk, stmr., 20 g. t., b. '83, in com. 
 Mohawk, prop., burned Buffalo, '75.
 Mohawk, prop., 2,357 g. t., b. '93, Wyandotte, in com.
 Mohawk Bell, stcb., 97 g. t., b. '66, Cincinnati, passed out,
 '91.
 Mohegan, brig., 450 t., lost L Hur., '70.
 Mohegan, prop., 1,216, g. t., b. '94, Marine City, in com. 
 Moiles, Annie, tug, 72 g. t., b. '67, Saginaw, in com.
 Moira, Can. gunboat, 20 guns, b. Kingston, '12, broken up.
 Moira, Can. prop., sunk L. Ont., '62.
 Mojave, bark, foundered L. Mich., '64, 10 lives lost.
 Mollie, schr., 83 g. t., b. '74, Fairport, O., passed out,
 '97.
 Mollie L., sty., 23 g. t., b. '92, Ludington, in com.
 Mollison, Gilbert, schr., 305 t., b. '71, lost with all hands, L.
 Mich., '73.
 Mona, scow, 50 t., b. Black River, O.
 Mona, schr., wrecked L. Hur., '87.
 Mona, Can. tug, 44 n. t., b. '90, Montreal, in com.
 Mona, sly., 5 g. t., b. '92, in com.
 Monarch, scow., lost near Erie, '35.
 Monarch, Can. stmr., 400 t., in com., '56.
 Monarch, stmr., wrecked near Toronto, '56.
 Monarch, schr., lost near Sandusky, '62, 6 lives lost.
 Monarch, tug., 147 g. t., b. '89, West Bay City, in com.
 Monarch, Can. prop., 1,252 n. t., b. '90, Sarnia, in com. 
 Monarch, slpy., 6 g. t., b. '91, Cleveland, in com. 
 Monarque, Can., tug., 170 n. t., b. '58, Sorel, in com., formerly
 America. 
 Moneka, schr., 85 g. t., b. '68, Essex, N. Y., in com.
 Monguagon, schr., 301 g. t., b. '74, Trenton, Mich., in com. 
 Monguagon, schr., sunk Milwaukee, '88. 
 Monitor, schr., 314 t., b. '62, Conneaut, in com. 
 Monitor, tug., 37 g. t., b. '62, Chicago, in com.
 Monitor, schr., 307 g. t., b. '62, Sheboygan, wrecked Manitou,
 '83, in com.
 Monitor, schr., 105 g. t., b. '62, Black River., O., in com.
 Monitor, schr., 392 t., b. Detroit, '62.
 Monitor, schr., 47 g. t., b. '63, Galoo Island, N.Y., in com.
 Monitor, schr., 323 t., b. '64, wrecked L. Mich. '83.
 Monitor, tug, 40 t., burned Muskegon, '65.
 Monitor, Can. prop., 333 g. t., b. '67, Aylmer, in com.
 Monitor, tug, 128 g. t., b. '70, Detroit, passed out, '91.
 Monitor, tug, sunk Muskegon, '73.
 Monitor, 105 t., b. Detroit, '75.
 Monitor, tug, 15 g. t., b. '82, Huron, in com.
 Monitor, prop., sunk off Milwaukee, '90.
 Monitor, Can. schr., 37 n. t., in com.
 Monk, John E., tug, 136 g. t., b. '87, Sandusky, in com.
 Monohansett, prop., 572 g. t., formerly Ira H. Owen, b.
 Gibraltar, in com.
 Monroe, stmr., 341 t., b. Monroe, '34, went into decay.
 Monroe, schr., b. Clayton, L. Ont., before '52.
 Monroe, C. J. G., Can. tug, 50 n. t., b. Merriton, '76, burned L
 Erie, '92.
 Monson, schr., sunk, Port Hope, '51.
 Monson, Thomas, tug, 25 g. t., b. '88, Lorain, in
 com.
 Monsoon, schr., 201 t., b. Milan, sunk, Chicago, '81. 
 Montana, schr., 346 g. t., b. '64, Clayton, in com. 
 Montana, prop., 1,585 t., b. '72, Port Huron, in com. 
 Montauk, schr., total wreck, L. Mich., '82. 
 Montauk, stcb., 92 g. t., b. '75, Lockport, Ill., in com. 
 Mont Blanc, schr., 288 g. t., b. '67, Clayton, in com. 
 Montcalm, English vessel on L. Ont., 1760. 
 Montcalm, schr., 297 t., b. '67, Clayton, wrecked L. Erie, '91. 
 Montcalm, bge., 193 g. t., b. '79, in com. 
 Monteagle, schr., 296 t., total loss '69. 
 Monteagle, prop., 1,273 g. t., b. Buffalo, in com. 
 Monteith, Wm., brig., 262 t., b. Buffalo, '47, wrecked Fairport,
 '54. 
 Monterey, schr., 308 g. t., b. '66, Detroit, in com. 
 Montezuma, prop., b. Buffalo, '48. 
 Montezuma, schr., b. Cape Vincent, before '53, sunk by col., L.
 Hur., '71. 
 Montgomery, schr., b. Ohio City, '47, wrecked, L. Ont., '56. 
 Montgomery, prop., 879 t., in com., '59, burned Point Edward,
 '78. 
 Montgomery, schr., 709 t., b. '56, Newport, Mich., in com.
 Montgomery, schr., 101 t., b. '89, Champlain, in com. 
 Monticello, prop., b. Fairport, '47, wrecked, L. Sup., '51.
 Monticello, schr., 316 g. t., b. '70, Detroit, in com. 
 Montmorenci, Can. tug, 20 n. t., b. '89, Montmorenci, in com.
 Montmorency, schr., 298 g. t., b. '66, Clayton, N. Y., in
 com.
 Montpelier, schr., 290 g. t., b. '66, Clayton, in com.
 Montreal, Brit. ship, 637 t., L. Ont., '14, formerly Wolfe, 25
 guns.
 Montreal, Can. stmr., 300 g. t., b. Montreal, '55, burned, St.
 Lawrence r, '57, 264 lives lost.
 Montreal, Can. stmr., 753 n. t., b. '60, Montreal, in com. 
 Montreal, Can. bge., 356 n. t., b. '73, Montreal, in com. 
 Moon, Maud, sty., 13 t., b. '96, Buffalo, in com.
 Moonlight, schr., 777 t., b. '74, Milwaukee, chartered ocean,
 '98.
 Moore, Alex. B., schr., 1,018 t., later the Northwest.
 Moore, B. J., stcb., 89 g. t., later the Old Rocks.
 Moore, C. W., prop., 383 g. t., b. '81, Allegan, in com.
 Moore, Daisy, sty., 11 g. t., b. '83, Lorain, in com.
 Moore, Fanny, Can. prop., 5 g. t., b. '92, Dunnville, in com.
 Moore, Frank, stmr., in com. '46.
 Moore, Franklin, stmr., 300 t., b. Newport, '48, broken up,
 '62.
 Moore, H. B., schr., 74 g. t., b. '68, Port Huron, lost '94, L.
 Mich.
 Moore, H. D., schr., 143 g. t., b. '74, Saugatuck, in com.
 Moore, John W., s. prop., 1,961 g. t., b. '90, Toledo, in
 com.
 Moore, M. D., stmr., 105 g. t., b. '80, Oshkosh, in com.
 Moore, Smith, prop., b. Cleveland, '80, in col. L. Sup. '90.
 Moore, T. M., tug, 26 g. t., b. '80, Buffalo, in com.
 Moore, T. M., tug, 25 g. t., b. '83, Buffalo, in com.
 Moore, W. H., prop., 11 g. t., b. '93, Port Clinton, in com.
 Moore, W. K., schr., 618 g. t., b. '94, Algonac, in com.
 Moore, Wm., schr., wrecked L. Sup., '87.
 Moore, Wm. A., tug, 212 g. t., b. '65, Detroit, passed out,
 '93.
 Moran, John V., prop., 1,350 g. t., b. '88, West Bay City, in
 com.
 Moran, M., stcb., 138 g. t., b. '85, Lockport, N. Y., in com.
 Moravia, Can. slp., 63 g. t., b. '82, Kingston, in com.
 Moravia, schr., 1,067 g. t., b. '88, West Bay City, in com.
 Morden, Dolly, Can. bge., 257 n. t., b. '81, Dresden, com.
 Morey, A. G., schr., 281 g. t., b. '61, Chicago, in com.
 Morey, Charles P., tug, 30 g. t., b. '69, Buffalo, passed out
 '95.
 Morford, T. T., tug, 89 g. t., b. '84, Chicago, passed out.
 Morford, T. T., tug, 99 t., b. '84, Chicago, total loss fr.
 boiler explosion '96, rebuilt '96, in com.
 Morgan, Can. schr., ashore Oswego, '69.
 Morgan, sty., 29 g. t., b. '91, Rome, N. Y., in com.
 Morgan, Alfred, stcb., 137 g. t., b. '85, Lockport, passed out,
 '97.
 Morgan, Chancey A., prop., 154 g. t., formerly Riverside, b. '72,
 Detroit, in com.
 Morgan, C. A., tug, 92 g. t., b. '96, in com.
 Morgan, E., schr., 310 t., b. '47, damaged L. Mich., '47.
 Morgiana, schr., b. Clayton, L. Ont., before '52.
 Morill, Alfred, Can. tug, 64 n. t., b. '85, Meaford, in com.
 Morley, prop., 870 g. t., later the Grand Traverse.
 Morley, George W., prop., 1,045 g. t., b. '88, West Bay City,
 burned Chicago, '97.
 Morley, J. J., tug, 30 g. t., b. '72, Sodus, in com.
 Morley, W. B., prop., 1,748 g. t., b. '92, Marine City, in
 com.
 Morley, Wm. B., prop., 1,847 g. t., later the Caledonia.
 Morning, Can. schr., 150 g. t., b. '49, Lake Simcoe, burned.
 Morning Glory, slpy., 6 g. t., b. '91, New Baltimore, Mich., in
 com.
 Morning Lark, scow, sunk near Detroit, '75.
 Morning Light, schr., damaged by col., '60, total loss, L. Mich.,
 '82.
 Morning Light, Can. scow, 14 g. t., b. '76, Anderson, in com.
 Morning Star, schr., wrecked L. Erie, '29.
 Morning Star, slp., sunk L. Erie, '49.
 Morning Star, stmr., 1,141 t., b. Trenton, '62, sunk L. Erie,
 '68, by col., 32 lives lost.
 Morning Star, schr., 205 g. t., b. '68, Sheboygan, in com.
 Morning Star, schr., 8 g. t., b. '74, Banks, Mich, in com.
 Morning Star, Can. schr., 47 g. t., b. '75, Port Credit, in
 com.
 Morning Star, Can. prop., 5 g. t., b. '79, Smiths Falls, in
 com.
 Morning Star, tug, 10 g. t., formerly Othello, b. '80, Meaford,
 Ont., in com.
 Morning Star, Can. scow, 5 g. t., b. '94, Toronto, in com.
 Morning Star, stmr., 86 g. t., b. '94, Allegan, passed out,
 '97.
 Morrell, F., bark, b. '66.
 Morrill, Lot M., U. S. rev. cut., b. Wilmington, Del., '89,
 transferred to lakes, '98.
 Morris, David, bark, b. '57, Black River, O., wrecked Leamington,
 '73.
 Morrison, J. C., Can. stmr., 150 g. t., b. '56, Lake Simcoe,
 burned, '57.
 Morse, A. H., schr., in com., '65.
 Morse, Annie F., schr., 32 g. t., b. '81, Grand Haven, in
 com.
 Morse, Bill., tug, 11 g. t., b. '73, Buffalo, in com.
 Morse, C. P., tug, 24 t., b. '69.
 Morse, Fred A., schr., 592 g. t., b. '71, Vermilion, sunk by
 col., '92.
 Morse, G. H., Can. schr., 162 g. t., b. '86, Ottawa, in com.
 Morse, H. and A., stcb., 133 g. t., b. '87,
 Lockport, in com.
 Morse, Jay C., tug, 99 g. t., b. '67, Buffalo, in com.
 Morse, Samuel F. B., s. prop., largest v. on lakes, 478 feet
 long, b. West Bay City, '98, in com.
 Morse, Wm., schr., 25 t., b. Chicago, '70.
 Morton, E. B., bark, passed out.
 Morton, Gov., sty., 14 g. t., formerly Australia, b. '93,
 Chicago, in com.
 Morton, H., 227 t., b. Detroit, '63.
 Morton, Hamilton, stmr., 144 t., b. Buffalo, '54.
 Morton, J. D., stmr., 400 t., b. Toledo, '48, burned St. Clair
 r., '63.
 Morton, J. D., bge., lost L. Erie, '73.
 Morton, Levi P., schr., 38 g. t., b. '89, Ogdensburg, passed out,
 '95.
 Morton, Mary, schr., 246 t., wrecked Long Point, '70.
 Morton, Minnie, tug, sunk Bois Blanc island, '81.
 Morton, Sylvia, schr., 179 t., b. '62, wrecked L. Hur., '87. 
 Morwood R., Can. schr., 268 t., b. '56, wrecked L. Sup., '87.
 Moselle, schr., 245 g. t., b. '55, Buffalo, passed out, '97. 
 Moselle, sty., 12 g. t., b. '92, in com.
 Moses and Elias, schr., wrecked Bass island, '51.
 Mosher, tug, 68 g. t., b. '90, Chicago, in com.
 Mosher, Alfred, tug, 37 g. t., b. '63, Chicago, burned Sturgeon
 Bay, '97.
 Mosher, Amaretta, schr., 300 g. t., b. '67, Ashtabula, in
 com.
 Moss, A. H., schr., 289 t., b. '63, wrecked L. Hur. '87. 
 Moss, J. O., schr., wrecked L. Mich., '82. 
 Moss, Truman, schr., 203 g. t., b. '67, Sandusky, in com.
 Mott, John T., schr., 325 g. t., b. '69, Oswego, in com.
 Mott, Richard, schr., 267 g. t., b. '54, Buffalo, in com.
 Mouche A Feu, Can. stmr., 33 n. t., b. '44, Montreal, in com.
 Moulton, A., schr., wrecked L. Ont., '62.
 Mount Vernon, schr., 59 g. t., b. '55 Black river, Mich., passed
 out, '94.
 Mt. Vernon, prop., sunk L. Erie from explosion, '60, 2 lives
 lost.
 Mountaineer, schr., stranded L. Erie, '45.
 Mountaineer, Can. schr., total wreck Georgian Bay, '64.
 Mountaineer, schr., total loss Tyrconnell, '82.
 Mountmagny, Can. stmr., 253 n. t., b. '82, Quebec, in com.
 Mowatt, James, schr., 523 g. t., b. '84, Milwaukee, in com.
 Mowat, Oliver, Can. schr., 341 n. t., b. '73, Mill Haven, in
 com.
 Mowery, A. J., schr., lost '94. L. Mich.
 Moyer, Myron W., sty., 13 g. t., b. '95, Buffalo, in com.
 Mueller, Minnie, schr., 199 g. t., b. '68, Fort Howard, in
 com.
 Muir, A., Can. bge., 371 n. t., b. '74, Port Dalhousie, in
 com.
 Muir, Margaret A., schr., 347 g. t., b. '67, Manitowoc, foundered
 L. Mich., '93.
 Muir, W. R., tug, 12.6 t., b. '63, boiler exploded St. Clair r.,
 '67, killing 7 persons.
 Mulgrave, Can. prop., 485 g. t., b. '93, New Glasgow, in com.
 Mullen, Jennie, schr., 206 g. t., b. '66, Depere, in com.
 Mulvey, Annie, Can. schr., 295 g. t., b. '67, St. Catharines, in
 com.
 Mulvey, A., schr., 309 t., burned Toronto, '85.
 Mundy, E. V., tug, 12 g. t., b. '82, West Bay City, passed out
 '97.
 Munro, Alma, Can. prop., 580 t., b. Pt. Dalhousie, now the Can.
 prop., Melbourne.
 Munro, C. J. G., Can. prop., 46 g. t., b. '79, Thorold, in
 com.
 Munroe, Louise, schr., 8 g. t., b. '87, Sebewaing, in com.
 Munson, dredge, foundered L. Ont., '90.
 Munson, tug, 26 g. t., formerly Two Brothers, b. '78, Saugatuck,
 in com.
 Munson, Emma, Can. tug, 64 n. t., b. '73, Buffalo, in com.
 Munson, Isaac, schr., wrecked near Loosemore's Point, '88.
 Muriel, Can. schr., 192 g. t., b. '86, Montreal, in com.
 Murphy, J. L., Can. prop., 173 g. t., b. '88, Sand Point, in
 com.
 Murphy, Paddy, tug, burned off Dover Bay, '88.
 Murphy, Simon J., s. prop., 1,381 g. t., b. '95, West Bay City,
 chartered ocean service, '98.
 Murray, Geo., schr., in com., '73, damaged by col., '80.
 Murray, Grace, schr., 254 g. t., b. '56, Black River, O., passed
 out, '97.
 Murray, Henrietta P., Can. schr., 167 g. t., b. '67, Wellington
 Sq., in com.
 Murton, Ella, Can. schr., 288 n. t., b. '75, Mill Point, in
 com.
 Muscanungee, English vessel on Lake Erie in 1776. 
 Music, tug, 320 g. t., b. '74, Saugatuck, passed out, '92. 
 Music, tug, 93 g. t., b. '92, South Haven, in com. 
 Muskoka, Can. bge., 486 n. t., b. '72, Chatham, in com. 
 Muskegon, stmr., 662 g. t., b. '71, Manitowoc, in com. 
 Muskegon, cfy., 1,938 t., formerly Shenango, No. 2, b. Toledo,
 '95, in com. 
 Muskoka, Can. prop., 99 g. t., b. '81, Gravenhurst, in com.
 Mussey, E. H., schr., b. '53, Black River, O. 
 Myers, bark, lost '52. 
 Myers, Mary A., schr., 16 t., b. Buffalo, '47, capsized L. Erie,
 '48. 
 Myers, Wm., stmr., b. '63. 
 Myles, Can. prop., 828 n. t., b. 182, Hamilton, in com. 
 Myosotis, schr., 317 t., b. '74, wrecked L. Mich., '87. 
 Myra, schr., sunk L. Erie, '71. 
 Myra, Can. tug, 111 n. t., b. '81, St. Catharines, in com. 
 Myra, prop., 17 g. t., b. '84, Menominee, passed out, '91. 
 Myrick, tug, passed out. Myrtle, tug, 25 g. t., b. '94, Buffalo,
 in com. 
 Myrtle, schr., 207 g. t., b. '57, Milan, wrecked near Chicago,
 '94, 6 lives lost. 
 Myrtle, tug, 18 g. t., b. '75, Lorain, passed out, '92. 
 Myrtle, Can. prop., 9 g. t., b. '80, Brockville, in com. 
 Myrtle, Can. prop., 27 g. t., b. '88, Fenelon Falls, in com.
 Mystery, sty., 14 g. t., b. '81, Providence, R. I., in com. 
 Mystic, schr., 161 g. t., b. '66, Milan, passed out, '97.
 Mystic, sty., 74 g. t., b. '67, Mystic, Conn., in com. 
 Mystic, schr., 16 g. t., b. '68, Cleveland, passed out, '97.
 Mystic, tug, 67 g. t., b. '70, Detroit, burned Ransom's Landing,
 '93.
 Mystic, tug, 63 g. t., b. '71, Sandusky, O., in com. 
 Mystic, tug, wrecked Cockburn island, '78.
 Mystic, schr., 38 g. t., b. '79, Grand Haven, passed out,
 '91.
 Mystic Star, schr., 339 g. t., b. '73, Manitowoc, in com.
 
 
 N
 Nabob, schr., 405 t., b. Manitowoc, '62, later the Waukesha.
 Nahant, prop., 1,204 g. t., b. '73, Detroit, burned Escanaba,
 '97.
 Naiad, schr., 311 g. t., b. '63, Huron, in com.
 Naiad, Can. sty., 15 g. t., b. '88, Kingston, in com.
 Naiad, Can. prop., 7 g. t., b. '90, Hull, in com.
 Naiad, Can. prop., 29 g. t., b. '90, Toronto, in
 com.
 Nakick, schr., 9 g. t., b. '78, Bay City, passed out, '91. 
 Nancy, Can. schr., 94 t., on Lake Erie in 1800.
 Nancy, slp., b. 1804, L. Ont., as the Niagara.Nancy, schr., b.
 Black Rock, 1805.
 Nancy, Can. slp., 38 t., on L. Erie before 1812, captured by
 Americans, '14.
 Nancy, schr., 86 g. t., b. '68, Essex, N. Y., in com.
 Nancy Bell, schr., sold '81.
 Nancy Dell, schr., 106 g. t., b. '79, Port Sheldon, passed out,
 '97.
 Naomi, bark, 435 t., wrecked near Manistee, '69, 5 lives
 lost.
 Naomie, Can. schr., 196 g. t., b. '86, Montreal, in com. 
 Napier, Sir Charles, Can. brig., on lakes '54, damaged '70.
 Napier, Sir Chas., Can. stmr., 200 t., in com. '56.
 Napoleon, schr., 107 t., b. '28, on L. Ont., '34.
 Napoleon, schr., 195 t., b. Sault Ste. Marie, '45, about '50 made
 pass. stmr., sunk L. Erie, '55.
 Napoleon, schr., b. Cape Vincent, before '53.
 Napoleon, prop., total wreck, Saugeen, L. Hur., '57.
 Napoleon, schr., 108 t., b. '54, wrecked L. Mich., '87.
 Narragansett, schr., sailed Toronto to Liverpool, '67. 
 Narragansett, schr., abandoned Hammond bay, '72.
 Narragansett, schr., 316 g. t., b. '61, Cleveland, in com. 
 Nashotah, stcb., 94 g. t., b. '77, Peoria, Ill., in com.
 Nashua, prop., 440 g. t., b. '68, Cleveland, lost '92, L. Hur.,
 14 lives lost.
 Nasmith, T. H., Can. tug, 80 n. t., b. '74, Buffalo, in com. 
 Nasmyth, James, s. schr., 3,423 g. t., b. '96, West Bay City, in
 com.
 Nassau, schr., 303 g. t., b. '72, Oswego, in com.
 Native, schr., on L. Ont., '44.
 Nation's Guest, schr., 30 t., on L. Mich., '36.
 Nau, George B., 74 g. t., b. '96, Green Bay, in com.
 Nau, Libbie, schr. 231 g. t., b. '67, Green Bay, in com. 
 Nau, Mary, schr., 136 t., b. '64, lost Grand Haven, '83. 
 Naughtin, Capt. G. W., schr., 309 g. t., formerly R. C. Crawford,
 b. '66, Algonac, in com.
 Nautilus, schr., 25 t., b. Sandusky, '18, wrecked near Chicago,
 '54.
 Nautilus, sty., 57 g. t., b. '86, Poughkeepsie, in com.
 Nautilus, Can. prop., 12 n. t., b. '89, Humberstone, in com.
 Navagh, James, schr., passed out.
 Navagh, John, tug, 19 g. t., b. '83, Buffalo, in com.
 Navarino, prop., 550 t., b. Manitowoc, '70, destroyed in Chicago
 fire, '71.
 Navigator, schr., 83 t., wrecked L. Mich., '54.
 Neagel, schr., on L. Erie in 1800.
 Nebraska, brig., sunk L. Mich., '56.
 Nebraska, prop., 1,483 g. t., b. '67, Cleveland, in com.
 Nebraska, Can. bge., 423 n. t., b. '74, Quebec, in com.
 Neckeck, schr., capsized L. Ont., '50
 Nucleus, stmr., b. '27, Black River, O.
 Ned, Can. schr., 152 g. t., b. '81, Ottawa, in com.
 Neelon, G. M., Can. schr., 334 g. t., b. '73, Port Dalhousie, in
 com.
 Neelon, Harvey, Can. tug, 80 n. t., b. '75, Port Dalhousie, in
 com.
 Neelon, Sylvester, Can. bge., 397 n t., b. '74, St. Catharines,
 in com.
 Neelon, Sylvester, Can. tug, 59 n. t., b. '69, Buffalo, in
 com.
 Neff, A., prop., 128 t., wrecked Edward island, '86.
 Neff, M. C., prop., 276 g. t., b. '88, Oshkosh, in com.
 Neff, W. W., stmr., 69 g. t., b. '79, Oshkosh, in com.
 Neff, S., prop., 129 g. t., b. '82, Oshkosh, in com.
 Neff, Sidney, O., prop., formerly schr., 346, g. t., b. '90,
 Manitowoc, in com.
 Negaunee, schr., 640 g. t., b. '67, Vermilion, O., in com.
 Neil, Fanny, schr., 451 g. t., b. '70, Port Huron, in com.
 Neilson, James B., s. prop., 2,234 g. t., formerly Washburn, b.
 '92, West Superior, in com.
 Neilsson, Christine, schr., b. '71, wrecked Bailey's Harbor,
 '84.
 Nellie, scow, b. '66, Black River, O.
 Nellie, Can. sty., 7 g. t., b. '82, Kingston, in com.
 Nellie, prop., 143 g. t., b. '82, Mt. Clemens, in com.
 Nellie, prop., 21 g. t., b. '85, Grand Haven, in com.
 Nellie, sty., 11 g. t., b. '84, Ogdensburg, passed out, '95.
 Nellie and Annie, schr., 37 g. t., b. '72, Chicago, in com.
 Nellie B., schy., 15 g. t., b. '88, Saginaw, in com.
 Nellie May, Can. tug, 11 g. t., b. '84, Port Burwell, in com.
 Nellie Teresa, schr., total wreck, L. Ont., '82.
 Nelson, schr., 766 g. t., b. '66, Milwaukee, in com.
 Nelson, Abe, tug, in com., '68.
 Nelson, George, tug, 45 g. t., b. '86, Saugatuck, in com.
 Nelson, O. M., schr., 167 g. t., b. '62, Sutton's Bay, in
 com.
 Nelson, W. S., schr., lost L. Ont., '61.
 Nemesis, Can. schr., 82 g. t., b. '68, Goderich, wrecked
 Bayfield, '83, in com.
 Neosho, prop., 1,982 g. t., b. '88, Cleveland, in com.
 Neptune, schr., 61 t., ashore Cleveland, '25.
 Neptune, brig., b. '36, lost L. Mich., '39, 11 passengers
 drowned.
 Neptune, schr., made from brig., '40.
 Neptune, schr., b. Three Mile Bay, L. Ont., '43.
 Neptune, prop., b. Buffalo, '56.
 Neptune, stcb., 130 g. t., b. '80, Ithaca, in com.
 Neshoto, schr., foundered L. Hur., '72, 5 lives lost.
 Neshoto, prop., 2,255 g. t., b. '89, Cleveland, in com.
 Nester, George, schr., 790 g. t., b. '87, Baraga, Mich. in
 com.
 Nestorian, stmr., in com., '68.
 Netly, Brit. brig., 216 t., 16 guns, L. Ont., '14, formerly the
 Sidney Smith.
 Nettie, sty., 11 g. t., b. '84, Ogdensburg, in com.
 Neva, Can. schr., 148 g. t., b. '81, Montreal, in com.
 Neva, sly., 17 g. t., b. '93, in com.
 Nevada, schr., 390 t., b. Oswego, '67.
 Nevada, schr., 303 t., ashore Fairport, '86.
 Nevada, prop., 661 t., foundered L. Mich., '90.
 Navarch, sty., 17 g. t., b. '89, Boston, passed out, '97.
 Neville, Can. schr., 158 g. t., b. '80, East Templeton, in
 com.
 Neville, George, scow, 84 t., total loss, '69.
 Newaga, prop., 906 g. t., b. '90, Marine City, in com.
 Newark, schr., lost L. Hur., '64.
 Newbold, A. W., schr., wrecked Buffalo, '52.
 Newboro, Can. bge., 230 g. t., b. '62, Bedford Mills, in com.
 New Brunswick, bark, sunk L. Erie, '58, 5 lives lost.
 Newberry, Oliver, stmr., 170 t., b. Palmer, Mich., '33, broken
 up.
 Newburgh, prop., 1,209 g. t., b. '71, Buffalo, passed out,
 '92.
 Newburyport, stmr., 75 t., b. Erie, '29, wrecked Chicago, about
 '36.
 New Castle, Can. schr., 75 g. t., b. '61, Kingston, in com.
 Nellie Church, schr., 117 t., wrecked Two Rivers, '85.
 New Connecticut, schr., b. Conneaut, wrecked L. Erie, '33.
 New Dominion, schr., 271 t., b. Hamilton, '67.
 New Dominion, Can. schr., 164 g. t., b. '67, Quebec, in com.
 New Dominion, Can. bge., 249 n. t., b. '68, Port Rowan, in
 com.
 New Dominion, schr., lost L. Erie, '84,6 lives lost.
 New England, stmr., 416 t., b. Black Rock, '37, went Into
 decay.
 New Era, Can. stmr., 300 g. t., b. '49 Toronto, sunk St. Lawrence
 r., '56.
 New Era, prop., 220 g. t., b. '67, Eastmanville, Mich., passed
 out, '97.
 Newfield, Can. prop., 785 g. t., b. '79, Sunderland, in com.
 Newhall, D., schr., sunk Buffalo, '57.
 Newhall, Dan, schr., damaged, '72.
 New Hampshire, schr., 99 t., b. Kalamazoo, '46, lost L. Hur.,
 '85.
 New Hampshire, prop., 280 t., b. Cleveland, '51.
 New Haven, schr., ashore, '52.
 Newhouse, J. S., schr., 381 t., b. Cleveland, '56, burned Grand
 Traverse bay, '71, raised and re-bullt.
 Newhouse, Oscar, schr., 70 g. t., b. '76, Sheboygan, in com.
 New Island Wanderer, prop., 195 g. t., b. '88, Buffalo, in
 com.
 Newland, J. B., schr., 157 g. t., b. '70, Manitowoc, in com.
 New Lisbon., schr., capsized off Fairport, '71.
 Newman, G. L., schr., b. '55, Black River, O.
 New Orleans, a three-deck ship of war to carry 110 guns, built at
 Sacket's Harbor, '14, by the U. S. Gov., 3,200 t., never launched because of
 close of war, for many years a curiosity.
 New Orleans, stmr., 610 t., b. Detroit, '44, formerly Vermilion,
 lost at Thunder Bay, '53.
 New Orleans, prop., 1,457 g. t., b. '85, Marine City, in com.
 News Boy, prop., 199 g t., b. '89, West Bay City, in com. 
 News Boy, Can. schr., 52 n. t., b. '85, Bronte, in com.
 Newsboy, schr., 413 g. t., b. '62, East Saginaw, dismantled L.
 Mich., '91.
 Newsboy, tug, 15 g. t., later the Leo Lennox.
 New Westminister, prop., 34 g. t., b. '90, Chaumont, N. Y., in
 com.
 New York, stmr., 325 t., b. Black Rock, '33, went into decay.
 New York, schr., 80 t., b. Point Peninsula, L. Ont., '32, wrecked
 L. Ont., '39, 6 lives lost.
 New York, schr., wrecked Port Burwell, '43.
 Ne York, prop., 150 t., b. Oswego, '43.
 New York, stmr., 994 t., b. Clayton, '51, went out of
 commission.
 New York, prop., about 600 t., b. Buffalo, '56.
 New York, schr., wrecked Oswego, '73.
 New York, prop., 1,921 g. t., b. '79, Buffalo, in com.
 New York, stmr., 326 g. t., b. '87, in com.
 New York, sty., b. '93, Chicago, in com.
 New York Recorder, stcb., 121 g. t., b. '92, Lockport, in
 com.
 New York World, stcb., 143 g. t., b. '88, Lockport, in com.
 Ney, Marshal, schr., 75 t., b. Marine City, '30, sunk Cleveland,
 '46, raised, sunk, '47.
 N. G., scow, lost Pigeon Bay, '66.
 Nia, sty., 46 g. t., b. '89, Oshkosh, in com.
 Niagara, small slp., b. 1804, Cayuga Creek, by U. S. Gov., sold
 in 1806 and re-named the Nancy.
 Niagara, U. S. brig, 480 t., 20 guns, b. Erie, '18, in battie L.
 Erie, used as U. S. receiving, ship many years, then sunk.
 Niagara, Brit. ship, L. Ont., '14, formerly Royal George, 510 t.,
 22 guns.
 Niagara, stmr., 156 t., b. '24, broken up by col., near Huron,
 '37.
 Niagara, Can. stmr., 400 t., made from schr. Union, Brockville,
 about '25, made the Sovereign, '40, broken up.
 Niagara, stmr., 180 t., b. Black Rock '25, broken tip.
 Niagara, stmr., 473 t., b. Clayton, L. Ont., '44.
 Niagara, stmr., 1,084 t., b. Buffalo, '45, burned L. Mich., '56,
 60 lives lost.
 Niagara, tug, b. '49, sunk Cleveland, '68.
 Niagara, bge., 295 t., total loss, '69.
 Niagana, Can. scow, 161 t., b. '66, Wellandport, in com.
 Niagara, tug, 276 g. t., b. '72, Detroit, in com.
 Niagara, schr., 726 t.,b. '73, sunk L. Sup., '87, with entire
 crew.
 Niagara, Can. schr., 220 g. t., b. '73, Picton, in com.
 Niagara, Can. prop., 509 n. t., b. '75, St. Catharines, in
 com.
 Niagara, prop., 99 g. t., b. '78, Chicago, in com.
 Niagara, tug, 213 t., b. '82, Buffalo, in com.
 Niagara, s. prop., 1,951 g. t., b. '97, West Bay City, in
 com.
 Nicaragua, schr., sunk near Chicago, '64, raised, '75.
 Nicaragua, prop., 1,201 t., b. '94, West Bay City, in com.
 Nice, John, tug, 14 g. t., later the Grace A. Ruelle.
 Nicholas, I. W., prop., 2,624 g. t., b. '94, Cleveland, in
 com.
 Nicholas, J. W., schr., 418 t., b. Vermilion, '62, sunk Pigeon
 bay, '73.
 Nicholls, J. G, Can. tug, 136 n. t., b. '88, Goderich, in
 com.
 Nichols, A. P., schr. 299 g. t., b. '61, Madison Dock, O.,
 wrecked L. Mich., '92.
 Nichols, J. G., prop., 111 g. t., b. '89, Fort Howard, passed
 out, '94.
 Nicholson, E. A., schr., 721 g. t., b. '73, Port Huron. lost L.
 Mich., '95.
 Nicol, prop., sunk near Montreal, '56.
 Nicol, John M., prop., 2,126 g. t., b. '89, West Bay City, in
 com.
 Nicolet, Can. stmr., 76 n. t., b. '75, Sorel, in com.
 Nicollet, prop., 167 g. t., b. '86, Nicollet, passed out,
 '95.
 Nielson, Emma L., schr., 90 g. t., b. '83, Manitowoc, in com.
 Nielson, Fred, tug, 44 g. t., formerly Messenger, b. '68, Toledo,
 passed out, '97.
 Nielson, Lena M., schr., 86 g. t., b. '96, Ludington, wrecked L.
 Mich., '98.
 Nightingale, schr., 423 t., b. Conneaut, wrecked L. Hur.,
 '69.
 Nightingale, prop., 66 g. t., b. '90, Clayton, in com.
 Niko, prop., 1,039 g. t., b. '89, Trenton, Mich., in com.
 Nile, stmr., 600 t., b. Detroit, '43, wrecked Milwaukee, '52.
 Nile, schr., 250 t., b. Ohio City, '47.
 Nile, prop., total wreck by boiler explosion at Detroit, '64, 6
 lives lost.
 Nile, Can. schr., 107 n. t., b. '70, Battersea, in com.
 Nile, Can. schr., 151 g. t., b. '81, Montreal, in com.
 Niles, schr., ashore L. Mich., '45.
 Nimick, Alex, prop., 1,968 g. t., b. '90, West Bay City, in
 com.
 Nimrod, scow, b. '57, Black River, Ohio.
 Nims, C. K., bark, 700 t., b. Cleveland, '66, sunk off Bar Point,
 '81.
 Nina, caravel fr. Spain to World's Fair, '93.
 Nina, schr., sunk L. Hur., '75.
 Nina, Can. tug, 89 n. t., b. '89, Rondeau, in com.
 Nina, schr., 14 g. t., b. '93, Milwaukee, in com.
 Nina, Can. prop., 35 n. t., b. '94, Montreal, in com. 
 Nipigon, prop., 626 g. t., b. '83, St. Clair, in com.
 Nipissing, Can. st.bge., 275 g. t., b. '87,
 Gravenhurst, in com.
 Nirvana, schr., 611 g. t., b. '90, West Bay City, in com. 
 No Cross, Can. prop., 20 g. t., b. '67, Tamarac island, in
 com.
 No. 1 (car-ferry), bge., 1,544 g. t., b. '95, West Bay City, in
 com.
 No. 2 (car-ferry), bge., 1,548 g. t., b. '95, West Bay City, in
 com.
 No. 3 (car-ferry), bge., 1,581 g. t., b. '96, Toledo, in com. 
 No. 4 (car-ferry), bge., 1,581 g. t., b. '96, Toledo, in com. 
 No. 4, scow., 128 g. t., b. '98, in com.
 No. 6, scow., 152 g. t., b. '98, in com.
 No. 12, sty., 26 g. t., later the Gryphon.
 No. 37, Can. schr., 218 g. t., b. '74, Yamaska, in com.
 No. 38, Can. schr., 218 g. t., b. '74, Yamaska, in com.
 Nos. 1 and 1, schr., b. Buffalo, '57.
 Noble, B., schr., 66 g. t., b. '63, Essex, in com.
 Noble Grand, scow, in com., '55.
 Noble, S, L., schr., 110 t., b. Fairport, '46, stranded Clay
 Banks, '68.
 Noble, Robert, tug, 100 t., in com., '82, burned Green Bay,
 '88.
 Nokomis, Can. st.bge., 25 g. t., b. '87, Morristown, in com.
 Nolan, T. L., schr., 113 g. t., b. '95, Delray, Mich., in
 com.
 Nomad, schr., 40 t., sunk off Presque Isle, '71.
 Nonpareil, schr., abandoned L. Hur. '66.
 Noque Bay, schr., 648 g. t., b. '12, Trenton, Mich., in com.
 Nora, schr., sunk.near Sheboygan, '69 by col.
 Nora, slp., 5 g. t., b. '83, Chicago, in com.
 Nora, Can. tug, 17 n. t., b. '86, Hamilton, in com., formerly
 Dennis Bowen.
 Norcross, S. R., tug, 30 t., b., '69.
 Norcross, S., R., Can. tug, 23 n. t., b. '87, Tamarack Island, in
 com.
 Norfolk, schr., wrecked L. Ont., '54, 2 lives lost.
 Norma, bge., burned Sandusky, '90.
 Norma, prop., 111 g. t., b. '84, Sandusky, in com.
 Norma, prop., 14 g. t., b. '90, Buffalo, in com.
 Norman, schr., 251 g. t., b. '48, Sacket's Harbor, in com.
 Norman, bark, lost near Simcoe, '56.
 Norman, prop., 389 t., b. '64, wrecked L.,Mich., '83.
 Norman, schr., 19 g. t., b. '67, Depere, in com.
 Norman, schr., 20 g. t., b. '83, Milwaukee, in com.
 Norman, s. prop., 2,304 g. t., b. '90, Cleveland, sunk L. Hur. by
 col., '95, 3 lives lost.
 Normandie, prop., 567 g. t., b. '94, Green Bay, in com.
 Norris, schr., 251 t., b. '56, wrecked L. Hur., '87.
 Norris, Alice B., schr., 628 g. t., b. '72, Milwaukee, in
 com.
 Norris, G. G., schr., in com., '61.
 Norris, James, Can. tug, '63, n. t., b. '68, Port Dalhousie, in
 com.
 North, prop., burned St. Clair r., '67.
 North, Can. fry., 281 n. t., b. '86, Levis, in com.
 North America, stmr., 362 t., b. Conneaut, O., '33, burned
 Conneaut, '47.
 North America, Can. stmr., b. Montreal, '41.
 North America, prop., burned St. Clair flats, '58.
 North, C., schr., 108 g. t., b. '54, Sheboygan, passed out,
 '95.
 North Cape, schr., ashore, '55.
 North Cape, schr., 386 g. t., b. '73, Depere, passed out,
 '96.
 North Carolina, brig, 141 t., b. '34, Black River, O., capsized
 L. Mich., '37, several lives lost.
 North King,, Can. stmr., 422 n. t., b. '68, Montreal, in com.,
 formerly Norseman.
 North Land, prop., 4,244 g. t., b. '95, Cleveland, in com. 
 North Muskegon, tug, 35 g. t., b. '81, Muskegon, in com.
 North River, Can. st.bge., 14 g. t., b. '93, Ostabining Lake, in
 com.
 North Star, bark, b. Cleveland, '53, sunk '56.
 North Star, stmr., 1,106 t., b. Cleveland, '54, burned '62 at
 Cleveland.
 North Star, schr., 148 g. t., b. '56, Port Dover, Ont., passed
 out, '93.
 North Star, stmr., 300 t., b. Green Bay, '71.
 North Star, schr., total loss L. Mich., '71.
 North Star, tug, 44 g. t., b. '71, Oconto, Ont., in com.
 North Star, sty., 23 g. t., b. '72, Buffalo, in com.
 North Star, schr., 215 t., sunk L. Ont., '86.
 North Star, s. prop., 2,476 g. t., b. '89, Cleveland, in com. 
 North Star, schr., 6 g. t., b. '93, Menominee, in com.
 Northampton, schr., 246 t., passed out.
 Northerly Star, schr., sunk L. Hur., '57.
 Northern Belle, damaged by col., '63.
 Northern Belle, Can. prop., 290 n. t., b. '75, Marine City,
 burned L. Hur., '98.
 Northern Belle, schr., sunk by col. near Skillagalee, '73.
 Northern Belle, schr., 11 g. t., b. '77, La Pointe, Wis., passed
 out, '95.
 Northern Belle, prop., 40 g. t., b. '78, Ionia, in com.
 Northern Indiana, stmr., 1,940 t., b. Buffalo, '52, burned L.
 Erie '56, 56 lives lost.
 Northern King, prop., 2,476 g. t., b. '88, Cleveland, in com.
 Northern Light, schr., b. Clayton, L. Ont, before '52.
 Northern Light, bark, wrecked Port Burwell, '62.
 Northern Light, prop., 857 t., b. Cleveland, '58.
 Northern Light, schr., 32 g. t., b. '71, Fremont, passed out,
 '92.
 Northern Light, Can. prop., 393 g. t., b. '76, Levis, in com.
 Northern Light, prop., 2,4766 t., b. '88, Cleveland, in com.
 Northern Michigan, prop., 359 t., b. Buffalo, '53.
 Northern Queen, stmr., wrecked Manistique r., '81.
 Northern Queen, prop., 2,476 t., b. '89, Cleveland, in com.
 Northern Star, schr., sunk by col. L. Hur., '57.
 Northern Wave, prop., 2,476 g. t., b. '89, Cleveland, in com.
 Northerner, stmr., 905 t., b. Oswego, '50.
 Northerner, stmr., 514 t., b. Cleveland, '51, sunk by col. on L.
 Hur., '56, 12 lives lost.
 Northerner, bark, wrecked L. Erie, '61.
 Northerner, prop., 1,391 g. t., b. '71, Cleveland, passed out,
 '93.
 Northerner, Can. st.bge., 99 g. t., b. '77, Port Sydney, in
 com.
 Northerner, prop., 1,038 t., burned Kelley's island, '86.
 Northwest, bark, 628 t., b. Cleveland, '62.
 Northwest, schr., 1,017 g. t., formerly Alex B. Moore, b. '73,
 Bangor, Mich., in com.
 Northwest, schr., 7 g. t., b. '79, Sand Beach, Mich., passed out,
 '95.
 Northwest, schr., 21 g. t., b. '83, White Rock, Mich., passed
 out, '95.
 Northwest, schr., 1,550 t., lost, '88.
 North West, stmr., 1,100 t., b. Manitowoc, '67, now the
 Greyhound.
 North West, Can. schr., 64 n. t., b. '68, Port Rowan, in com.
 North West, prop., 4,244 g. t., b. '94, Cleveland, in com.
 North Wind, prop., 2,476 t., b. '88, Cleveland, in com.
 Norseman, prop., 660 g. t., formerly Enterprise, b.
 '64, St. Catharines, Ont., in com.
 Norseman, Can. stmr., 422 g. t., b. '68, Montreal, now the North
 King.
 Norton, David Z., s. schr., 3,251 g. t., b. Cleveland, '98, in
 com.
 Norton, H., schr., ashore L. Mich., '42.
 Norton, Henry, schr., 151 t., wrecked Pilot island, '63. 
 Norton, Kate, schr., foundered L. Erie, '63, 8 lives lost. 
 Norwalk, prop., 1,007 g. t., b. '91, Mt. Clemens, in com. 
 Norway, schr., lost Muskegon, '70.
 Norway, Can. bge., 382 n. t., b. '73, Garden Island, in com.,
 formerly schr.
 Norway, schr., 393 g. t., b. '73, Au Sable, passed out, '95. 
 Norway, schr., foundered near Belleville, '80.
 Norwegian, schr., lost near Oswego, '70.
 Nosbonsing, Can. st.bge., 25 g. t., b. '84, Lake Nosbonsing, in
 com.
 Now Then, schr., 7 t., b. '94, Sturgeon Bay, in com. 
 Notter, D. H., Can. tug, 24 n. t., b. '81, Buffalo, in com. 
 Notter, Geo., tug, burned L. Mich., '61.
 Notter, T. W., tug, sunk Cleveland, '66.
 Novelty, Can. stmr., 150 g. t., b. '52, Kingston.
 Novelty, Can. prop., 65 g. t., b. '61, Ball Lake, in com. 
 Novelty, stcb., 106 g. t., b. '69, Chicago, in com.
 Noyes, J. B., bge., 386 g. t., b. '92, in com.
 Noyes, John R., schr., 315 g. t., b. '72, Algonac, in com. 
 N. P., tug, 42 g. t., b. '83, Duluth, in com.
 Nucleus, schr., ashore Sandusky, '27.
 Nucleus, bark, 375 t., sunk Marquette, '69.
 Nyack, prop., 1,257 g. t., b. '78, Buffalo, in com.
 Nyanza, prop., 1,889 g. t., b. '90, Bay City, in com.
 Nydia, sty., 71 g. t., b. '90, Brooklyn, in com.
 Nymph, sty., 47 g. t., b. '94 Detroit, in com.
 
 
 O
 Oades, John, schr., sunk Muskegon, '58.
 Oades, John, schr., 198 g. t., b. '64, Clayton.
 Oades, John, prop., 1,454 g. t., b. '90, Detroit, in com. 
 Oades, Walter H., schr., 500 t., b. Detroit, '69, suffered many
 disasters and finally sank by col. in L. Erie, '88.
 Oak Hill, schr., ashore, '60.
 Oak Leaf. schr., 395 g. t., b. '66, Cleveland, in com.
 Oak Leaf, schr., 93 g. t., b. '95, Gibraltar, in com.
 Oakland, schr., formerly Can. schr. Elgin.
 Oakland, prop., 311 t., built Erie, '67, sunk Ashtabula, '78,
 sunk L. Erie, '83.
 Oak Orchard, schr., 24 g. t., b. '87, Pensaukee, in com. 
 Oaks, scow, capsized L. Erie, '55.
 Oakville, Can. stmr., b. Oakville, '34.
 O'Brien, tug, boiler exploded, Niagara r., '66.
 O'Brien, Julian V., tug, 57 g. t., b. '88, Buffalo, in com. 
 Ocean, brig, b. Three Mile Bay, L. Ont., '48.
 Ocean, Can. brig, lost L. Erie, '60.
 Ocean, brig, 240 t., wrecked L. Hur. '65.
 Ocean, brig, sunk L. Ont., '72.
 Ocean, bge., lost Tawas bay, '73.
 Ocean, stmr., 900 t., b. Newport, '50, made a barge in '67.
 Ocean, stmr., 1,057 t., b. '55, engine placed in Morning Star,
 '62.
 Ocean, Can. prop., 358 n. t., b. '72, Port Dalhousie, in com.
 Ocean, Can. prop., 684 g. t., b. St. Catharines, '72, sunk L.
 Ont., '94.
 Ocean, slp., 15 t., b. Detroit, '43, added L. Sup. fleet,
 '45.
 Ocean, schr., 121 t., b. Cleveland, '43, burned Port Dalhousie,
 '54.
 Ocean, schr., lost L. Mich., '44.
 Ocean Eagle, brig., wrecked, Sheboygan, '62.
 Ocean Wave, Can. stmr., b. Montreal, '51, burned L. Ont., '53, 23
 lives lost. 
 Ocean Wave, bark, wrecked, Green bay, '66. 
 Ocean Wave, Can. schr., 96 g. t., b. '68, Picton, in com. 
 Ocean Wave, scow, 308 t., lost L. Mich., '69. 
 Oceana, schr., 60 t., b. Silver Creek, '43. 
 Oceanica, prop., 1,490 g. t., b. '81, West Bay City, in com.
 Ochs, Jay, tug, 18 g. t., b. '88, Huron, in com.
 Oclemena, sty., 149 g. t.; b. '90, Buffalo, in com.
 O'Connell, Dan, scow schr., ashore Kelley's island, '49. 
 Oconto, prop., 447 t., sunk St. Lawrence, '86.
 Oconto, prop., 61 g. t., b. '80, Oconto, passed out, '94.
 Octavia, schr., b. Saugatuck, about '40, ashore Grand River,
 Ont., '55.
 Octavia, Can. schr., '94, g. t., b. '66, Colborne Harbor, in
 com.
 Octavia, schr., abandoned Kewaunee, '74.
 Oddfellow, Can. schr., 72 g. t., b. '48, Oakville, in com. 
 Odd Fellow, tug, 29 g. t., later the F. W. Gillett.
 Odd Fellow, stmr., wrecked near Gravelly bay, '41.
 Odd Fellow, brig, 225 t., b. Cleveland, '45, wrecked near
 Mackinaw, '54.
 Odd Fellow, prop., 250 t., b. Grand river, '46.
 Odd Fellow, schr., 99 t., b. Detroit, '52.
 Odd Fellow, schr., sunk Toronto, '56.
 Odd Fellow, brig, sunk by col., Sandusky, '72.
 Odd Fellow, schr., 124 g. t., b. '81, Washington Isle, Wis., lost
 L. Mich., '92.
 Odd Fellow, schr 10 g. t., b. '88, Marquette, in com. 
 Odd Fellow, tug, 22 g. t., b. '93, Grand Haven, in com. 
 O'Delight, Jack, schr., 16 t., passed out.
 Oden, prop., 96 g. t., b. '90, Fond du Lac, in com.
 Odessa, Can. prop., 10 n. t., in com.
 Odin, schr., 120 g. t., b. '53, Milwaukee, passed out, '94. 
 Ogarita, schr., 604 g. t., b. '64, Conneaut, in com.
 Ogden, schr., b. '57, Black River, O.
 Ogden, Martha, stmr., 49 t., b. '25, Sacket's Harbor, wrecked
 Stony Point, '32.
 Ogden, Wm. B., schr., 298 g. t., b. '57, Cleveland in com.
 Ogden, Wm. B., schr., sunk Goderich, '79, sunk Oscoda, '81.
 Ogdensburgh, prop., liner in '52, sunk L. Erie, by col. '64.
 Ogemaw, prop. 625 g. t., b. '81, St. Clair, sunk, '91, in
 com.
 Oggle, E. C., tug, 25 g. t., b. '74, Grand Haven, in com.
 Olga, schr., 308 g. t., b. '81, Manitowoc, in com.
 Oglebay, E. W., s. prop., 3,666 g. t., b. '96, West Bay City, in
 com.
 Ogontz, prop., ashore Marblehead, '55, converted into vessel,
 '60, wrecked Chicago, '62.
 Ogontz, tug, 165 g. t., b. '92, Chicago, Ill., in com.
 O'Gorman, Mary, schr., 125 t., damaged, '69, ashore Oswego,
 '83.
 Ohio, prop., 584 t., b. Black River, '48, exploded and sunk off
 Erie, '59, 2 lives lost.
 Ohio, prop., 209 g. t., b. '90, Toledo, in com.
 Ohio. prop,, 1,101 g. t., b. '75, Huron, sunk by col. L. Hur.,
 '94.
 Ohio, schr., 127 t., b. Cleveland, '41, lost off Dunkirk, '56, 1
 life lost.
 Ohio, schr., 60 t., b. Cleveland, '10, sold to U. S. Gov., '12,
 one of Perry's fleet but not in battle Lake Erie, captured by British, Fort
 Erie, '14.
 Ohio, slp., ashore near Buffalo, '26.
 Ohio, stmr., 187 t., b. Sandusky, '30, burned Toledo, '42.
 Ojeda, tug, 9 g. t., b. '93, Gladstone, in com.
 Okoboji, prop., 15 g. t., b. '93, Chicago, in com.
 Oksen, Ida A., schr., 201 g. t., b. '88, Fort
 Howard, in com.
 Old Concord, prop., 457 t., b. Newport, '55, damaged Point Pelee,
 '59.
 Old Concord, bge., 550 t., sunk off Lion's Head, '88.
 Old Hundred, scow, in com, '68.
 Old Jack, tug, in com, '66.
 Old Rocks, stcb., 88 g. t., formerly B. J. Moore, b. '77,
 Chicago, passed out, '96.
 Olean, prop., 609 t., b. Cleveland, '56, passed out.
 Oleander, brig., in com., '52.
 Olive, Can. prop., 105 n. t., b. '75, Smith's Falls, in com.
 Olive, stmr., burned and sunk Toledo, '84.
 Olive, 223 g. t., b. Detroit, '58.
 Olive Branch, slp., wrecked Grand river, '31.
 Olive Branch, scow, first ferry boat at Detroit, '25 to '50.
 Olive Branch, stmr., 89 t., b. Detroit, '58, broken up. 
 Olive Branch, schr., 14 t., b. '66.
 Olive Branch, slp., 21 g. t., b. '85, Clayton, in com.
 Olive Jeanette, schr., 1,271 g. t., b. '90, West Bay City, passed
 out, '97.
 Oliver, Major, brig, 150 g. t., b. '37, Perrysburg, O., wrecked
 L. Mich., '45.
 Olivette, sty., b. Racine, '98.
 Ollie, sty., 14 g. t., b. '85, Brooklyn, in com.
 Olivia, Can. schr., 122 g. t., b. '53, Bronte, in com.
 Olivia, schr., sunk L. Ont., '71.
 Olson, Ole, schr., lost L. Mich., '87.
 Olwill, Margaret, prop., 554 g. t., b. '87, Cleveland, in
 com.
 Olympia, Can. schr., 23 g. t., b. '79, Bronte, in com.
 Olympia, prop., 2,065 g. t., b. '89, Cleveland, in com. 
 Omah, schr., wrecked Cleveland, '54, 3 lives lost.
 Omaha, prop., 1,231 g. t., b. '87, Milwaukee, in com.
 Omar Pasha, prop., 343 t., b. Buffalo, '54, burned Muskegon,
 '69.
 Omega, tug, 16 g. t., b. '82, Chicago, in com.
 Ometa, Can. yacht, 22 n. t., b. Brockville, in com.
 Onaganoh, Can. tug, 19 g. t., b. '87, Kingston, in com.
 Onaping, Can. tug, 174 n. t., b. '84, Detroit, in com.
 101, s. bge., 456 g. t., b. '88, Duluth, in com.
 104, s. bge., 1,295 g. t., b. '90, Duluth, sunk L. Erie, '98.
 105, s. bge., 1,295 g. t., b. '90, Duluth, in com.
 107, s. bge., 1,295 g. t., b. '90, Duluth, in com.
 109, s. bge., 1,228 g. t., b. '91, West Superior, in com. 
 110, s. bge., 1,228 g. t., b. '91, West'Superior, in com. 
 111, s. bge., 1,228 g. t., b. '91, West Superior, in com. 
 115, s. bge., 1,169 g. t., b. '91, West Superior, in com. 
 116, s. bge., 1,169 g. t., b. '91, West Superior, in com. 
 117, s. bge., 1,311 g. t., b. '91, West Superior, in com. 
 118, s. bge., 1,311 g. t., b. '91, West Superior, in com. 
 126, s. bge., 1,128 g. t., b. '92, West Superior, in com. 
 127, s. bge., 1,128 g. t., b. '92, West Superior, in com. 
 129, s. bge., 1,311 g. t., b. '93, West Superior, in com. 
 130, s. bge., 1,311 g. t., b. '93, West Superior, in com. 
 131, s. bge., 1,311 g. t., b. '93, West Superior, in com. 
 132, s. bge., 1,311 g. t., b. '93, West Superior, in com. 
 133, s. bge., 1,311 g. t., b. '93, West Superior, in com. 
 134, s. bge., 1,311 g. t., b. '93, West Superior, in com. 
 137, s. bge., 2,481 g. t., b. '96, West Superior, in com. 
 Oneida, Can. bge., now the Can. bge. Maggie.
 Oneida, brig, 243 t., b. by U. S. Gov., Oswego, 1809, as rev.
 cut., armed 16 guns, 1812.
 Oneida, stmr., 227 t., b. Oswego, '36, changed to sail, '45, lost
 L. Erie.
 Oneida, prop., 345 t., b. Cleveland, '46, capsized L. Erie, '52,
 19 lives lost.
 Oneida. schr., 150 t., b. Clayton, wrecked near Chicago, '48.
 Oneida, sty., 15 g. t., b. '93, Chicago, in com.
 Oneida, prop., 887 g. t., b. '62, Buffalo, burned L. Erie,
 '93.
 Oneida, schr., 201 g. t., b. '57, Ashtabula, in com.
 Oneida, English war vessel of 18 guns, on Lake Ontario in
 1760.
 Oneida, prop., 1,070 t., b. '62, sunk L. Ont., '83.
 Oneida, tug, 12 g. t., b. '71, Buffalo, in com.
 Oneida, tug, 22 g. t., b. '72, Buffalo, in com.
 O'Neil, John, schr., 616 g. t., b. '73, Cleveland, chartered
 ocean service, '98, wrecked Prince Edward Island, '98.
 O'Neil, Louis, schr., 522 t., b. '62, sunk by col. L. Erie,
 '87.
 Onekama, tug, 33 g. t., b. '83, Portage Harbor, Mich., in
 com.
 Onen, Anna F., tug, 50 g. t., b. '86, Youngstown, N. Y., in
 com.
 Oneonto, schr., 424 g. t., b. '62, Buffalo, in com.
 Ongiara, Can. prop., 94 n. t., b. '85, Toronto, in com., formerly
 Queen City.
 Only Sue, tug, passed out.
 Onoko, s. prop., 2,164 g. t., b. '82, Cleveland, in com.
 Onondaga, schr., ashore Manistee river, '41.
 Onondaga, bark, b. '66.
 Onondaga, Can. bge., 380 n. t., b. '71, Garden Island, in
 com.
 Onondaga, schr., sunk near Chicago, '75.
 Onondaga, English armed schr., on L. Ont., 1793.
 Onondaga, U. S. rev. cut., b. Cleveland, '98, transferred
 Atlantic coast, '98.
 Ontario, Can. bge., 228 n. t., b. '75, Lancaster, in com.
 Ontario, brig, lost Green bay, '58.
 Ontario, schr., b. by English Gov., Carleton island, 1779, lost
 L. Ont., in gale, about 1780, with crew and detachment of English soldiers,
 172 souls in all.
 Ontario, prop., 400 t., b. Rochester, '46, made passage from
 Buffalo to San Francisco, first steam vessel to leave lakes.
 Ontario, Can. prop., 80 g. t., b. 168, Lindsay, in com.
 Ontario, Can. prop., 41 g. t., b. '70, Hamilton, in com.
 Ontario, Can. prop., 723 n. t., b. '73, Chatham, in com.
 Ontario, Can. prop., 11 g. t., b. '81, Walker's Point, in
 com.
 Ontario, schr., 70 t., b. Lewiston, '09, sold U. S. Gov. during
 war of '12, armed with 2 guns.
 Ontario, schr., wrecked L. Ont., '54.
 Ontario, English sloop of war, b. Oswego in 1755, captured at
 Oswego by Montcalm. in 1756.
 Ontario, Can. schr., 210 n. t., b. '68, Goderich, in com.
 Ontario, Can. schr., 107 g. t., b. '74, Fort Ann, N. Y., in
 com.
 Ontario, schr., sunk off Port Porter, '81.
 Ontario, first stmr. on lakes, 232 t., b. '16, Sacket's Harbor,
 first trip, '17, broken up at Oswego, '32.
 Ontario, brig, b. Three Mile Bay, L. Ont., '43.
 Ontario, stmr., 832 t., b. Clayton, L. Ont., '47.
 Ontario, stmr., 160 t., burned Toronto, '85.
 Ontario, stmr., 444 g. t., b. '84, Clayton, N. Y., passed out,
 '95.
 Ontario, Can. stmr., 1,733 n. t., b. '91, Owen Sound, in com.
 Ontario, Can. tug, 57 g. t., broken up '97.
 Ontario, tug, burned Algonac, '70.
 Ontario, Can. tug, '57, g. t., b. '81, Buffalo, in com.
 Ontario, tug, burned Port Huron, '83.
 Ontonagon, prop., 775 t., b. Fairport, '66.
 Ontonagon, prop., 682 t., b. Buffalo, '56, burned Detroit r.,
 '83.
 Ontonagon, schr., 217 t., b. '47, wrecked L. Ont., '62, carried
 in '56, first iron ore cargo L. Sup. to L. Erie.
 Onward, slpy., 24 g. t., b. '75, Islip, N. Y, in
 com. 
 Onward, schr., 99 g. t., b. 79, Wilson, N. Y., in com. 
 Opechee, schr., foundered L. Erie, '64, 6 lives lost. 
 Orantes, schr., in com., '82.
 Orcadia, Can. tug, 33 n. t., b. '88, Goderich, in com.
 Orcadia, Can. tug, 30 n. t., b. '94, Collingwood, in com. 
 Orchard, Lucy, schr., passed out.
 Oregon, prop., 346 t., b. Cleveland '46, lost by boiler explosion
 Detroit r. '55 10 lives lost, raised, '61.
 Oregon, prop., 974 g. t., b. 82, West Bay City, in com. 
 Oregon, schr., 145 t., b. Three Mile Bay, L. Ont., '43, foundered
 L. Erie '52, 10 lives lost.
 Oregon, schr., 46 g. t., b. '80, Pine River, Mich., in com.
 Oregon, stmr., sunk by col., Bois Blanc island, '86.
 Oregon, stmr., 781 t., b. Newport, '45, burned Chicago, '49,
 while laid up.
 Orient, schr., ashore L. Mich., '55.
 Orient, schr., 319 t., b. Tonawanda, '70.
 Orient, tug, 19 t., b. '74, sunk with all hands off Point Pelee,
 '87.
 Orient, prop., 37 g. t., b. '74, passed out, '93.
 Oriental, prop., 950 t., b. Buffalo, '54, lost on Skillagalee
 with two wrecking pumps, '59.
 Oriental, schr., wrecked L. Ont. '57.
 Oriental, Can. bge., 328 t., b. 66, sunk L. Ont., with crew of 5,
 '87.
 Orillia, Can. prop., 135 g. t., b. '85, Orillia, in com.
 Orinoco, prop., 1,926 n. t., b. Bay City, '98, in com.
 Oriole, schr., sunk by col., '67, 12 lives lost.
 Oriole, Can. sail yt., 50 g. t., b. '86, Toronto, in com.
 Oriole, Can. prop., 75 g. t., b. '86, Gravenhurst, in com. 
 Oriole, tug, in com., '66.
 Orion, schr., b. '53, lost L. Erie, '72.
 Orion, schr., lost Point aux Barques, '56, sunk near St.Joseph,
 '61.
 Orion, stmr., 636 t., b. Manitowoc, '66, wrecked Grand Haven,
 '70.
 Orion, schr., 308 t., b. Hamilton, '67.
 Orion, Can. prop., 527 n. t., b. '72, Welland, in com. formerly
 Isaac May.
 Orizaba, sty., 76 g. t., b. '75. Buffalo, in com.
 Orkney Lass, Can. brig, 281 g. t., b. Kingston, '56, lost L.
 Erie, '67, with all hands, passed out, '92.
 Orleans, brig, ashore near Detroit, '47.
 Orleans, Can. prop., 166 n. t., b. '82, Levis, in com.
 Orontes, bge., 557 t., b. '56, total wreck L. Hur., '83.
 Orphan Boy, bark, b. '62, Black River, O., lost '85, L. Mich.
 Orphan Boy, schr., 7 g. t., b. '76, Bangor, Mich., in com.
 Orr, Arthur, s. prop., 2,329 g. t., b. '93, Chicago, abandoned L.
 Sup., '98.
 Orr, George N., prop., 2,972 g. t., b. '96, Chicago, in com.
 Orton, Minnie E., schr., 431 g. t., b. '84, Marine City, in
 com.
 Orton, T. H., bge., 262 g. t., b. '73, in com.
 Osborn, schr., abandoned L. Erie, '74.
 Osborne, J. M., prop., sunk by col. near Owen Sound, '84.
 Osborne, S. S., schr., 853 t., b. Fairport, '67.
 Osborne, Thos., Can. tug, 28 n. t., b. '93, Hull, in com.,
 formerly J. Henry.
 Oscar, George, schr., 31 t., b. Sheboygan, '70.
 Osceola, brig, wrecked L. Mich, '41, wrecked L. Erie, '46, 4
 lives lost.
 Osceola, schr, wrecked L. Erie, '51.
 Osceola, prop., 980 g. t., b., '82, Bay City, wrecked L. Hur.,
 '88, in com.
 Osceola, stmr., b. Grand Island, '38.
 Osceola, sty., 21 g. t., b. '89, Lakeside, O., in com.
 Osceola, sty., 15 g. t., b. '93, Chicago, in com.
 Oscius, brig, 318 t., passed out.
 Oscoda, prop., 529 g. t., b. '78, St. Clair, in com.
 Osgood, J. C., tug, 51 g. t., b. '63, New Baltimore, N. Y.,
 passed out, '92.
 O'Shanter, Tam, tug, 24 g. t., b. '92, Buffalo, in com.
 O'Shaw, schr., 40 t., b. South Haven, '78.
 Oshawa, prop., wrecked L. Ont., '61.
 Osiris, Can. bge., 152 n. t., b. '92, Deseronto, in com.
 Osprey, schr., wrecked Oswego, '58, 3 lives lost.
 Osprey, Can. prop., b. Sorel, '63, laid up '76, later burned.
 Osprey, Can. tug, 57 g. t., b. '86, Meaford, in com., formerly
 Hiawatha .
 Ossifrage, prop., 433 g. t., b. '86, West Bay City, in com.
 Ostrich, schr., 279 g. t., b. '56, Buffalo, lost L. Mich. '92,
 with all hands.
 Oswegatchie, prop., 350 g. t., b. '67, Ogdensburg, sunk L. Hur.,
 '91.
 Oswego, stmr., 286 t., b. Oswego, '33, changed to sail, '39,
 lost, engines placed in stmr. St. Lawrence.
 Oswego, prop., 150 t., b. Oswego '42, sunk by col., '52.
 Oswego, prop., b. Rochester, '46.
 Oswego, English sloop of war, b. Oswego, 1755, captured at
 Oswego, by Montcalm in 1756.
 Oswego, tug, 148 g. t., b. '57, Philadelphia, burned Detroit r.,
 '91.
 Oswego, prop., wrecked off Barcelona, '67, 55 lives lost.
 Oswego, stcb., 115 g. t., b. '81, Phoenix, N. Y., in com.
 Oswego, sunk by col., '87.
 Oswego Belle, prop., in com.
 Oswell, J. N., Can. schr., 112 g. t., b. '75, Curley's Mills, in
 com.
 Otego, prop., 334 g. t., formerly City of St. Catharines, b. '74,
 Port Robinson, Ont., burned, '95.
 Othello, tug, 10 g. t., later the Morning Star.
 Other, Can. scow, 51 t., b. '79, Gravenhurst, in com.
 Otis, John, prop., 301 g. t., formerly G. J. Truesdell, b., '64,
 Chicago, in com.
 Otis, John, prop., sunk Sturgeon Bay, '90.
 Otonabee, schr., 301 t., b. Port Hope, '67.
 Otonabee, Can. schr., 80 g. t., b. '72, Fort Ann, N. Y., in
 com.
 Ottaca, scow, sunk L. Erie, '60.
 Ottawa, prop., sunk near Kingston, '51.
 Ottawa, Can. prop., 116 g. t., b. '85, Pembroke, in com.
 Ottawa, schr, 130 g. t., b. '37, Oregon, O., wrecked Port
 Stanley, '48.
 Ottawa, schr., 163 g. t., b. '74, Grand Haven, in com.
 Ottawa, schr., sunk Sarnia bay by col., '75.
 Ottawa, stmr., 300 t., b. '52, Detroit, ferry boat Detroit and
 Toledo.
 Ottawa, stmr., sunk '55, by col. near Brockville.
 Ottawa, Can. tug, 34 n. t., in com.
 Otter, slp., on Lake Superior in 1800.
 Otter, schr., 205 g. t., b. '63, Freeport, O., wrecked near
 Sturgeon bay, '95.
 Our Son, schr., 720 g. t., b. '75, Black River, O., in com.
 Outaouaise, bark, b. by French near Ogdensburg in 1759 to carry
 10 guns, captured by the English 1760.
 Outhwaite, J. H., prop., 1,304 g. t., b. '86, Cleveland, in
 com.
 Outing, bge., 33 g. t.,, b. '92, in com.
 Outing, sty., 19 g. t., b. '92, Bay City, in com.
 Outlet Queen, Can. sty., 18 g. t., b. '88, Warburton, in com.
 Outward Bound, schr., 260 t., foundered '49, 11 lives lost.
 Oval Agitator, prop, 94 g. t., b. '92, Grand Haven, in com.
 Owanungah, first three-mast schooner on lakes, 190
 t., b. Buffalo, '36, ashore L. Mich. '36, released and in service many
 years.
 Owasco, schr., 314, g. t., b. '63, Detroit, passed out, '97.
 Owashenonk, stmr., 45 t., b. Grand Haven, '38, broken up.
 Owego, prop., liner in '50s, wrecked near Dunkirk, '67, 5 lives
 lost.
 Owego, prop., 2,611 g. t., b. '88, Buffalo, in com.
 Owen, Can. prop., 103 g. t., b. '84, Chatham, in com.
 Owen, Can. schr., ashore Long Point, '20.
 Owen, tug, 43 g. t., b. '81, Detroit, in com.
 Owen, D. R., schr., sunk at Manistee, '78.
 Owen, Garry, schr., 833 t., sunk with all hands L. Erie, '66,
 sunk L. Erie, '69.
 Owen, George B., schr., 744 g. t., b. '93, West Bay City, in
 com.
 Owen, Ira H., prop., 1,753 g. t., b. '87, Cleveland, in com.
 Owen, Ira H., prop., 573 g. t., later the Monohansett.
 Owen J., Emory, prop, 1,739 g. t., b. '88, Detroit, in com.
 Owen, John, stmr., 230 t., b. Detroit, '42, burned St. Clair r.,
 '60.
 Owen, John, stmr., 250 t., b. Truago, '45.
 Owen, John, s. prop., 2,127 t., b. '89, Wyandotte, in com.
 Owen, John, tug, 328 g. t., b. '74, Detroit, in com.
 Owens, John, stcb., 130 g. t., b. '93, Buffalo, in com.
 Ox, Can. bge., 130 g. t., b. '73, Kingston, in com.
 Oxford, scow, 49 t., b. '47.
 Oxford, schr., 250 t., b. Chaumont, '48, ashore '51.
 Oxford, brig, sunk by col., L. Erie, '56, 5 lives lost.
 
 
 P
 Pabst, Fred, prop., 2,430 g. t., b. '90, Milwaukee, in com.
 Pacific, brigantine, took wheat Toronto to Liverpool '44.
 Pacific, schr., wrecked L. Erie, '44.
 Pacific, schr., sunk '55.
 Pacific, stmr., 500 t., b. Newport, '47, made bge., lost L.
 Mich., '67.
 Pacific, schr., lost L. Ont., '62.
 Pacific, prop., 604 t., b. Cleveland, '64, wrecked L. Sup.,
 '87.
 Pacific, scow, wrecked Port Burwell, '66.
 Pacific, tug, 42 g. t., b. '76, Buffalo, in com.
 Pacific, Can. prop., 524 n. t., b. '82, Owen Sound, burned
 Collingwood, '98.
 Pacific, sty., 10 g. t., b. '84, Houghton, in com.
 Pacific, bge., sunk off Sandusky, '88.
 Pacific, tug, 10 g. t., formerly Syphax.
 Packard, Mary E., schr., 101 g. t., b. '75, South Haven, in
 com.
 Packer, Harry E., prop., 1,142 g. t., b. '82, Cleveland, in
 com.
 Packer, Robert A., 921 g. t., b. '81, Bay City, in com. 
 Pactoles, stmr., passed out.
 Page, Marion W., schr., 749 g. t., b. '76, Milan, chartered
 ocean, '98.
 Pageat, tug, in com., '80.
 Pahlow, Louis, prop., 366 g. t., b. '82, Milwaukee, in com.
 Paige, George R., tug, 34 g. t., b. '82, Cleveland, in com.
 Paige, John A., tug, 51 g. t., b. '81, Green Bay, burned L. Sup.,
 '92.
 Paige, Joseph, schr., 625 g. t., b. '72, Milwaukee, wrecked L.
 Sup., '97.
 Paige, S. B., schr., 417 g. t., b. '63, Oshkosh, lost Green bay,
 '98.
 Paine, Gen. H. E., prop., 48 t., b. Boston, '65.
 Paine, Tom, schr., 46 g. t., b. '71, Chicago, in com.
 Paisley, schr., 1,046 g. t., b. '93, West Bay City, in com.
 Palestine, schr., 210 t., b. '47, Black River, O., ashore L.
 Hur., '48.
 Pallalusa, sty., 31 g. t., b. '91, Erie, passed out, '97.
 Pallas, stcb., 106 g. t., b. '73, Lockport, Ill., in com.
 Palmer, E. B., schr., 277 g. t., b. '89, Port Huron, wrecked L.
 Hur., '92.
 Palmer, G. W., schr., 65 g. t., b. '67, Essex, in com.
 Palmer, Julia, stmr., 300 t., b. Buffalo, '36, formerly a ship,
 lost L. Sup., '47.
 Palmer, Thos. W., prop., 837 t., b. Detroit, '80, later the
 Samoa.
 Palmer, Thos. W., s. prop., 2,134 g. t., b. '89, Wyandotte, in
 com.
 Palmetto, schr., 240 t., b. Three Mile Bay, L. Ont., '47, wrecked
 L. Hur., '65.
 Palms, Francis, schr., 560 t., b. Marine City, '68, lost '89, L.
 Mich.
 Palmyra, schr., 180 t., b. Chaumont, '48, wrecked Gull Island,
 '51.
 Paloma, Can. bge., 122 g. t., b. '85, Bobcaygeon, in com.
 Pamlico, schr., b. '66, ashore Little Traverse bay, '75.
 Panchee, prop., sunk L. Ont., '61.
 Pandora, Can., schr., 333 n. t., b. '68, Port Colborne, in
 com.
 Pandora, tug, 13 g. t., b. '89, Ogdensburg, in com. 
 Pankratz, Geo., tug, 63 g. t., b. '82, Manitowoc, in com. 
 Panther, prop., 1,373 g. t., b. '90, West Bay City, in com.
 Pappoose, slpy., 15 g. t., b. '88, South Boston, Mass., passed
 out, '92.
 Paragon, stmr., 41 t., b. Detroit, '43.
 Paragon, brig, 212 t., damaged by col., Chicago, '55.
 Paragon, total wreck, Sarnia, '68.
 Paragon, Can. schr., now the Canadian schr. Keewatin.
 Parana, schr., 406 g. t., b. '62, Cleveland, in com.
 Park, T. F., bark, sailed for Europe, '60.
 Parker, A. A., prop., 1,661 g. t., formerly Kasota, b. '84,
 Cleveland, in com.
 Parker, B. W., schr., 1,476 g. t., b. '90, Gibraltar, in com.
 Parker, Clara, schr., 556 t., b. Detroit, '65, ashore near Grand
 Haven, '83.
 Parker, C. W., tug, 36 g. t., b. '73, Chicago, passed out,
 '91.
 Parker, Ellen, brig, 332 t., b. Chicago, '46, ashore Buffalo,
 '46.
 Parker, F. L., schr., 628 t., b. Manitowoc, '81.
 Parker, Geo. H., tug, 105 g. t., b. '61, Detroit, in com.
 Parker, Jacob A., in com. '46.
 Parker, Jason, schr., 100 g. t., b. '59, Milwaukee, in com.
 Parker, Theo., schr., b. Buffalo, '55.
 Parker, Thos. L., schr., 628 t., b. '81, Manitowoc, chartered
 ocean service, '91.
 Parks, Helen, schr., damaged by col., '47.
 Parks, O. E., prop., 392 g. t., b. '91, Saugatuck, in com.
 Parks, T. F., Can. stmr., 450 t., formerly Plough Boy, b.
 Chatham, '51, burned Detroit, '70.
 Parks, William, tug, 41 g. t., b. '64, Philadelphia, in com.
 Parley, W. G., Can. schr., 164 g. t., b. '78, Hull, in com.
 Parmelee, J. W., tug, 31 g. t., b. '83, Saugatuck, in com.
 Parnell, Chas. S., tug, 30 g. t., b. '81, Buffalo, in com. 
 Parnell, Chas. S., prop., 1,739 g. t., b. '88, Detroit, in com. 
 Parnell, Fanny, tug, 15 g. t., b. '84, Chicago, in com.
 Parrotte, J. C., stmr., passed out.
 Parsons, schr., 217 t., b. '56, foundered L. Mich., '83.
 Parsons, John S., prop., 204 g. t., b. '91, Chaumont, in com.
 Parsons, Lillie, schr., 167 t., b. Tonawanda, '68, abandoned St.
 Lawrence r., '77.
 Parsons, M. F., Can. tug, 60 n. t., b. '64, Buffalo, in com.
 Parsons, Philo, stmr., 221 t., b. Algonac, '61, captured by
 Confederates, L. Erie, '64.
 Parsons, Thos., schr., 350 t., b. Charlotte, N. Y., '68, sunk L.
 Erie, '91.
 Parthenon, Can. schr., '56 g. t., b. '77, Oakville, in com.
 Parthia, Can. stmr., 207 n. t., b. '93, Garden Island, in
 com.
 Pasadena, prop., 1,760 g. t., b. '89, Cleveland, in com.
 Passaic, prop., 531 g. t., b. '62, Buffalo, foundered L. Erie,
 '91.
 Passport, Can. stmr., 427 n. t., b. '47, Niagara, in com.
 Pastime, sty., 49 g. t., b. '81, Brooklyn, in com.
 Pastime, sty., 20 g. t., b. '88, Alexandria Bay, in com.
 Pastime, stmr., 454 g. t., b. '89, Toledo, in com.
 Patchin, A. D., stmr., 870 t., b. Trenton, '47, wrecked
 Skillagalee, '53.
 Pathfinder, bark, lost near Chicago, '55.
 Pathfinder, tug, 38 g. t., formerly A. J. Crawford, b. '63,
 Chicago, in com.
 Pathfinder, schr., 603 t., b. '69, wrecked Two Rivers, '86.
 Pathfinder, prop., 2,425 g. t., b. '92, West Superior, in
 com.
 Pathfinder, sty., 159 g. t., b. '96, Racine, in com.
 Patriot, schr., b. Three Mile Bay, L. Ont., '38.
 Patronage, stmr., 56 t., b. St. Joseph, '38, broken up.
 Pattee, G. B., Can. schr., 157 g. t., b. '78, Ottawa, in com.
 Pattee, G. B., Can. prop., 30 g. t., b. '82, Aylmer, in com.
 Patten, Juniatta, schr., 260 t., b. Milwaukee, '47.
 Patterson, Grace, schr., lost Twin River point, '82.
 Pauhassett, prop., 299 t., b. Ohio City, '47, burned Dunkirk,
 '56.
 Paulina, schr., passed out.
 Pauline, 14 t., b. Detroit, '83.
 Pauly, John H., prop., 300 g. t., formerly Thomas Kingsford, b.
 '80, Oswego, in com.
 Pawhattan, schr., stranded, '52.
 Pawnee, prop., 639 g. t., b. '88, Marine City, in com.
 Payne, H. B., Can. tug, 40 n. t., b. '71, Erie, in com.
 Payne, L. S., tug, 15 g. t., b. '65, Buffalo, in com.
 Peach, schr., in com., '63.
 Peacock, Wm., stmr., 120 t., b. Barcelona, '29, boiler exploded,
 killing 15 persons, L. Erie, '30.
 Pearce, Pierre L., Can., bge., 115 g. t., b. '66, Oswego, in
 com.
 Pearl, stmr., 251 t., b. Newport, '51, broken up, '69.
 Pearl, schr., wrecked East Sister Reef, '55.
 Pearl, schr., 31 g. t., b. '67, Fairport, in com.
 Pearl, stmr., 551 g. t., b. '71, Detroit, in com.
 Pearl, Can. schr., 97 t., wrecked Napanee, '71, later the Absalom
 Shade.
 Pearl, schr., 21 g. t., b. '74, Grand Haven, in com.
 Pearl, scow, ashore L. Erie, '74,
 Pearl, 552 t., b. Detroit, '75.
 Pearl, tug, 9 g. t., b. '82, Erie, passed out, '95.
 Pearl, Can. prop., 8 g. t., b. '85, Peterboro, in com.
 Pearson, Hiram, schr., formerly Commerce, lost '70.
 Pease, Edward S., prop., 716 g. t., formerly California, b. '73,
 Port Dalhousie, in com.
 Peck, E. M., schr., b. Cleveland, '57, foundered '68, L. Mich., 8
 lives lost.
 Peck, bge., sunk Sand Beach, '85.
 Peck, E. M., tug, 86 g. t., b. '63, Cleveland, O., later the C.
 E. Benham.
 Peck, E. M., prop., 1,809 g. t., b. '88, Wyandotte, in com.
 Peck, Susan E., prop., 1,399 g. t., b. '92, Wyandotte, later the
 Lewiston.
 Peck, W. I., schr., 361 g. t., b. '73, Carrollton, sunk L. Erie,
 '91.
 Peck, Wm., stmr., 172 t., b. Buffalo, '54.
 Peckham, W. S., tug, 18 g. t., b. '92, Buffalo, in com.
 Peel, Sir Robert, Can. stmr., 350 t., b. Brockville, '37,
 captured and burned Well's island, '38, by "patriots."
 Peerless, Can. schr., 400 a. t., b. '52, Dumbarton, wrecked.
 Peerless, Can. schr., 256 t., b. '55, sunk L. Ont., '83.
 Peerless, bark, wrecked Dunkirk, '59.
 Peerless, stmr., passed from Lakes to Atlantic, '61.
 Peerless, prop., 1,199 g. t., b. '72, Cleveland, in com.
 Peerless, stcb., 99 g. t., b. '76, Chicago, in com.
 Peerless, stmr., burned Montebello, '85.
 Peerless, tug, 77 g. t., b. '93, Sandusky, in com.
 Peerless, Can. stmr., now the Empress.
 Peggy, Can. schr., b. L. Ont., 1790.
 Pelican, schr., 813 g. t., b. '72, Detroit, foundered L. Erie,
 '93, 4 lives lost.
 Pelton, J. R., schr., 129 g. t., b. '91, Vermilion, wrecked L.
 Erie, '96.
 Pelton, J. R., schr., 128 g. t., b. '66, Vermilion, in com.
 Pembroke, Can. prop., 162 g. t., b. '62, Pembroke, in com.
 Pendell, tug, 14 t., b. '79, wrecked L. Sup., '87.
 Pendell, tug, 20 t., burned L. Mich., '85.
 Pendell, Dorcas, schr., 407 g. t., b. '84, Saginaw, in com.
 Pendleton, I. C., schr., in com., '50.
 Penelope, sty., 54 g. t., b. '92, St. Clair, in com.
 Penfield, J. P., schr., 383 t., b. Three Mile Bay, '61, aground
 L. Hur., '70.
 Penguin, scow, b. '68, Black River, O.
 Peninsula, prop., 354 t., b. St. Clair r., '49, wrecked L. Sup.,
 '53.
 Peninsula Packet, a "horse boat," used as ferry at Toronto,
 operated by two horses on deck, '44 to '50.
 Peninsular, prop., on L. Sup., before '55.
 Penn, Wm., stmr., 250 t., b. Erie, '26, dismantled '37.
 Penn, Wm., schr., capsized L. Ont., '51, 3 lives lost, wrecked L.
 Erie, '56.
 Penn, William, Can. schr., b. '63, now the Can. schr., M. L.
 Breck.
 Penniman, George, schr., 84 g. t., b. '94, Sebewaing, in com.
 Pennington, B. L., schr., 1,142 g. t., b. '89, Gibraltar, Mich.,
 in com.
 Pennsylvania, stmr., 395 t., b. Erie, '32, broken up.
 Pennsylvania, schr., b. Three Mile Bay, L. Ont., '36, wrecked L.
 Erie, '44, 10 lives lost.
 Penobscot, schr., 257 g. t., b. '80, Manitowoc, in com.
 Steel steamer
 Penobscot.Penobscot, prop., 3,502 g. t., b. '95, West Bay
 City in com.
 Penokee, schr., 332 g. t., b. '72, Milwaukee, in com.
 Pensaukee, schr., 578 t., b. Sturgeon Bay, '67, later the schr.
 James G. Blaine.
 Pensaukee, tug, 34 g. t., b. '75, Pensaukee, in com.
 Pentagoet, prop., 333 g. t., formerly Geo. M. Bibb.
 Pentland, prop., 827 g. t., b. '94, Grand Haven, in com.
 Penyon, John, schr., damaged by col., '51. 
 Peoria, schr., 167 g. t., b. '54, Black River, in com. 
 Pepiken, Can. prop., 40 n. t., b. '95, Sarnia, in com.
 Pere Marquette, cfy., 2,443 g. t., b. '96, West Bay
 City, in com.
 Perew, Frank, schr., 524 g. t., b. '67, Cleveland, foundered L.
 Sup., '91, 6 lives lost.
 Perew, Frank, Can. tug, 70 n. t., b. '67, Buffalo, in com.
 Perew, Frank, bark, foundered near the South Fox, '73.
 Perew, Mary E., schr., 337 g. t., b. '61, Cleveland, in com.
 Perfection, tug, 71 g. t., b. '92, West Bay City, in com.
 Peri, sly., 8 g. t., b. '89, in com.
 Periwinkle, prop., 412 g. t., formerly Perry, b. '64, Buffalo,
 burned Toledo, '97.
 Perkins, Chris., stcb., 118 g. t., b. '84, Lockport, passed out,
 '95.
 Perkins, E. L., Can. prop., 17 g. t., b. '87, Aylmer, in com.
 Perley, G. H., Can. prop., 122 g. t., b. '90, Sand Point, in
 com.
 Permelia, slp., 17 g. t., b. '82, Wells Island, N. Y., in
 com.
 Perogue, schr., 20 t., passed out.
 Perrett, J. C., prop., 537 g. t., b. '82, Manitowoc, passed out,
 '97.
 Perris, P. J., scow, wrecked Rondeau, '63.
 Perry, tug, b. Buffalo, '55.
 Perry, schr., 413 g. t., later the Periwinkle.
 Perry, schr., 206 t., lost L. Ont., '56.
 Perry, com., schr., in com. about '16, sunk L. Ont., '20,
 recovered.
 Perry, com., stmr., 352 t., b. Perrysburg, '34, boiler exploded,
 '35, killing 6.
 Perry, com., U. S. rev. cut., ashore, '77, Sturgeon Point.
 Perry, L. W., schr., 253 g. t., b. '70, Port Huron, in com.
 Perry, O. H., stmr. (small), burned Sandusky, '69.
 Perry, Sam, Can. prop., 42 g. t., b. '72, Port Dalhousie, in
 com.
 Perry, Theodore, schr., 249 t., b. '55, sunk '87, 5 lives
 lost.
 Perseverance, 85 t., b. L. Sup., captured by Americans, '14.
 Perseverance, Can. schr., b. Kingston, '16.
 Perseverance, stmr., 50 t., b. Erie, '32, broken up.
 Perseverance, Can. prop., 450 t., b. Port Dalhousie, '64.
 Perseverance, prop., burned '68, L. Ont., 14 lives lost.
 Persia, schr., 96 g. t., b. '55, Chicago, wrecked '92, L.
 Mich.
 Persia, schr., 200 t., b. Hamilton, '67.
 Persia, Can. prop., 392 n. t., b. '73, St. Catharines, in
 com.
 Persian, schr., sunk by col. L. Hur., '68, 10 lives lost.
 Persian, prop., 1,630 t., b. Cleveland, '74, burned and sunk L.
 Erie.
 Pert, schr., 50 t., U. S. service, '12, L. Ont., originally
 Collector, 1 gun.
 Perue, Hattie B., prop., 193 g. t., b. '81, South Haven, in
 com.
 Peruvian, Can. slp., 53 n. t., b. '88, Seeley's Bay, in com.
 Peshtigo, prop., 817 g. t., b. '69, Trenton, Mich., in com.
 Peshtigo, schr., 633 g. t., b. '89, Milwaukee, in com.
 Peter, schr., passed out.
 Peters, E. J., Can. schr., 130 g. t., b. '75, Port Dalhousie, in
 com.
 Peterson, Annie M., 631 g. t., b. '74, Green Bay, in com.
 Peterson Ferry, Can. stmr., 9 g. t., b. '75, Sophiasburg, in
 com.
 Peterson, Louis, sty., 9 g. t., b. '96, Buffalo, in com.
 Petersville, 70 t., b. Detroit, '70.
 Petoskey, prop., 770 g. t., b. '88, Manitowoc, in com.
 Petrel, schr., 151 t., b. Buffalo, '47, sunk L. Mich., '83. 
 Petrel, schr., lost L. Mich., '54, 4 lives lost.
 Petrel, tug, wrecked by explosion, '58.
 Petrel, schr., 78 g. t., b. '64, Pultneyville, in com.
 Petrel, schr., 8 g. t., b. '85, Charlotte, passed out, '93.
 Petrel, Can. tug, 280 n. t., b. '92, Collin Bay, in com.
 Petrel, tug, 34 g. t., b. '95, Au Sable, in com.
 Petrie, A. M., Can. prop., 20 g. t., b. '92, Hamilton, in
 com.
 Petronelle, prop., 70 t., b. '69, sunk Sister island, '73.
 Pewabic, prop., b. Cleveland, '63, sunk by col. L. Hur., '65,
 about 70 lives lost.
 Pewaukee, prop., 310 g. t., formerly Two Friends, b. '73, Port
 Burwell, Ont., in com.
 Pfister, Guido, schr., 661 t., ashore Duluth, '85.
 Phalarope, schr., 371 t., b. Cleveland, '54, abandoned L. Erie,
 '72.
 Phantom, slpy., 9 t.,b. '84, Chicago, in com.
 Phantom, schr., 13 g. t., b. '88, Ludington, foundered L. Mich.,
 '95.
 Phelps, W. B., schr., total wreck Glen Arbor, '79.
 Phenix, schr., 206 g. t., b. '68, Stony Creek, passed out,
 '97.
 Phenix, prop., 1,294 g. t., b. '84, West Bay City, in com. 
 Phenix, tug, 70 g. t., formerly Waldo A. Avery.
 Philadelphia, schr., 120 t. b. Erie, '36.
 Philadelphia, i. prop., 1,463 g. t., b. '68, Buffalo, sunk by
 col. L. Hur., '93, 24 lives lost.
 Phillips, Harold B., tug, 32 g. t., b. '80, Lorain, in com.
 Phillips, Jesse, schr., 186 g. t., b. '68, Manitowoc, in com.
 Philomene, Can. scow, 38 g. t., b. '82, Belle River, in com. 
 Phoebe, schr., ashore Grand river, '25.
 Phoebe, schr., lost '71.
 Phoebe, Catherine, Can. schr., 141 g. t., b. '64, Picton, in
 com.
 Phoenix, prop., 305 t., b. Cleveland, '45, burned L. Mich., '47,
 190 lives lost.
 Phoenix, tug, burned L. Ont., '63.
 Phoenix, scow, sunk L. Erie, '64.
 Phoenix, tug, burned Detroit, '84.
 Phoenix, Can. tug, 43 n. t., b. '86, Ausable Falls, in com. 
 Phoenix, tug, formerly the I. N. Masters.
 Phoenix, Can. stmr., b. Montreal, broken up.
 Pickands, H. S., 625 g. t., b. '84, Grand Haven, in com. 
 Pickands, James, prop., 1,545 g. t., b. '86, Cleveland, stranded,
 '94.
 Picket, sty., 39 g. t., b. '87, Brooklyn, in com.
 Picton, Can. schr., 181 n. t., b. '67, Picton, in com.
 Picton, stmr., b. Mill Point, '70, wrecked L. Erie, '82.
 Pickup, prop., 137 g. t., later the Lucille.
 Pierce, A. C., schr., 30 g. t., b. '87, Sebewaing, in com. 
 Pierce, Annie M., tug, 23 g. t., b. '73, Buffalo, in com. 
 Pierce, David, schr., b. '54, Ashtabula.
 Pierce, D. C., bark, 396 t., sailed Europe, '58, destroyed by
 Rebels, '61.
 Pierce, Franklin, schr., wrecked nr. Duck Pond, '54.
 Pierce, Mary E., tug, 21 g. t., b. '71, Buffalo, in com.
 Pierpont, Can. stmr., 109 n. t., b. '71, Kingston, in com. 
 Pierson, W. S., bark, 386 t., b. Sandusky, '59.
 Piffany, A., foundered L. Mich., '83.
 Pike, Ellen, schr., wrecked L. Mich., '63.
 Pike, Gen., sloop-of-war, 875 t., b. U. S. Gov., Sacket's Harbor,
 '13, 28 guns.
 Pilgrim, brig, 242 t., b. Ohio City, '47, wrecked L. Erie, '48,
 wrecked L. Mich., '69.
 Pilgrim, sty., 32 g. t., formerly Truant, b. '76, Brooklyn, in
 com.
 Pilgrim, Can. stmr., 202 n. t., b. '84, St.
 Nicholas, in com. 
 Pilgrim, prop., 299 g. t., b. '88, Saugatuck, in com. 
 Pilgrim, Kate, Can. prop., 11 g. t., b. '75, Meaford, in com. 
 Pillsbury, s. prop., 2,234 t., b. '94, West Superior, later the
 Henry Cort. 
 Pilot, schr., 28 t., b. Cleveland, '14. 
 Pilot, schr., b. Cleveland, '21. 
 Pilot, schr., 50 t., b. Milwaukee, '45, Sunk Chicago, '57. 
 Pilot, scow, foundered near Chicago, '58, 2 lives lost. 
 Pilot, schr., 131 g. t., b. '61, Depere, passed out, '95. 
 Pilot, tug, 77 t., burned Algonac, '65. 
 Pilot, Can. schr., 37 n. t., b. '66, Wilson, in com. 
 Pilot, tug, 30 g. t., b. '82, Milwaukee, in com. 
 Pilot, schr., sunk by col., L. Mich., '83. 
 Pilot, Can. fry., 417 n. t., b. '84, Levis, in com. 
 Pilot, schr., 9 g. t., b. '86, Cheboygan, in com. 
 Pinafore, Can. schr., 57 n. t., b. '86, Port Frank, in com. 
 Pine Lake, prop., 388 g. t., b. '95, Charlevoix, in com. 
 Pinola, prop., 25 g. t., b. '94, Cleveland, in com. 
 Pinta, caravel from Spain to World's Fair, '93. 
 Pinta, Can. schr., 36 g. t., b. '69, Port Nelson, in com. 
 Pinta, sly., 7 g. t., b. '92, in com. 
 Pinto, Dick, prop., b. '54, Black River, O. 
 Pioneer, stmr., 230 t., b'. Black Rock, '25, wrecked L. Mich.,
 '34. 
 Pioneer, tug 18, g. t., b. '65, Sugar Island, Mich, in com. 
 Pioneer, schr., wrecked Grand Haven, L. Mich., '66. 
 Pioneer, schr., lost '71. 
 Pioneer, Can. prop., 28 t., b. '79, Napanee, in com. 
 Pioneer, tug, 88 g. t., b. '87, Saginaw, in com. 
 Pioneer, Can. prop., 38 g. t., b. '88, Bark Lake, in com. 
 Pioneer, s. prop., 1,124 g. t., b. '93, Cleveland, in com. 
 Piper, A. S., tug, 21 g. t., b. '80, Sturgeon Bay, passed out,
 '94. 
 Pitcairn, bge., 171 g. t., b. '90, in com. 
 Pittsburg, prop., 606 t., b. Cleveland, '57, later barge Cyclone. 
 Planet, schr., 25 t., b. Cleveland, '45. 
 Planet, slp., b. Geneva, O., '49, capsized on trial trip. 
 Planet, stmr., 1,164 t., b. Newport, '55, dismantled, '66, made
 the barge Northwest. 
 Planet, scow, b. '55, Black River, O. 
 Planet, schr., 473 g. t., b. '72, Marine City, in com. 
 Planet, schr., 159 g. t., later the John C. Bauer. 
 Plankinton, John, prop., 1,821 g. t., b. '89, West Bay City, in
 com. 
 Platt, James, schr., abandoned at Straits, '74. 
 Playfair, J., Can. tug., 28 n. t., b. '94, Collingwood, in com. 
 Pleasure, prop., 489 g. t., b. '94, West Bay City, in com. 
 Plough Boy, Can. stmr., 450 t., b. Chatham, '57, renamed the T.
 F. Parks, burned '70. 
 Plough Boy, scow, wrecked Black River, L. Erie, '61. 
 Plow Boy, schr., 41 g. t., b. '75, Wilson, N. Y., in com. 
 Plow Boy, prop., 114 g. t., b. '87, West Bay City, in com. 
 Plow Boy, schr., 239 t., b. Ashtabula, '62. 
 Plover, Can, tug, 52 n. t., b. '63, Montreal, in com. 
 Plover, schr., sunk near Whitefish Point, '71. 
 Plugger, A., schr., sunk. near South Haven, '81. 
 Plumb, Henry, tug, 92 g. t., b. '74, Buffalo, in com. 
 Plummer, H. C., prop., burned '88. 
 Plymouth, schr., 740 t., b. '53, wrecked L. Sup., '87. 
 Plymouth, stmr., 846 t., b. Cleveland, '54. 
 Plymouth, schr., 776 g. t., b. '85, Ohio City, in com. 
 Plymouth Rock, schr., 293 t., b. '52, burned Detroit, '84,
 rebuilt, '85. 
 Plymouth Rock, stmr., 1,991 t., b. Buffalo, '54, dismantled
 '57.
 Pocahontas, prop., 420 t., b. Buffalo, '46, lost Long, Point,
 '62.
 Pocahontas, Can. prop., 32 g. t., b. '85, Muskoka, in com.
 Point Abino, prop., 304 g,. t., b. '72, Buffalo, in com.
 Poland, schr., wrecked, '57, L. Mich. 
 Polaris, Can. fry., 538 n. t., b. '83, Levis, in com. 
 Polk, James K., slp., wrecked L. Mich., '45, 7 lives lost. 
 Pollux, stcb., 118 g. t., b. '80, Tonawanda, in com. 
 Polly, Can. schr., b. on Bay of Quinte, passed out. 
 Polynesia, schr., 940 t., b. '85, sunk L. Mich., '87. 
 Polynesia, bge., 3,562 g. t., b. '97, Cleveland, in com. 
 Pomeroy, Isaac, schr., b. Marine City, about '25.
 Pomeroy, S. B., schr., 406 g. t., b. '56, Cleveland, in com.
 Pontiac, stmr., boiler exploded, Grand Haven, '64, 3 lives
 lost.
 Pontiac, s. prop., 2,298 g. t., b. '89, Cleveland, in com.
 Pope, E. C., prop., 2,637 g. t., b. '91, Wyandotte, in com.
 Porcupine, U. S. schr., 83 t., 1 gun, b. Erie, '13, in battle
 Lake Erie, repaired and used on lakes many years.
 Porcupine, Can. stmr., burned Prescott, '55.
 Pt. Elgin Queen, Can. tug, 43 n. t., b. '86, Port Elgin, in
 com.
 Port Henry, schr., b. Cape Vincent, before '53.
 Portage, schr., 260 t., b. Portage, '62, sunk off Port Rowan,
 '78.
 Portage, prop., 1,608 g. t., b. '75, Buffalo, in com.
 Portch, E. M., schr., sunk L. Mich., '71.
 Porter, prop., 310 t., b. Buffalo, '44, wrecked '47.
 Porter, schr., 747 g. t., b. '74, Milwaukee, lost in ocean
 service, '98.
 Porter, Admiral D. D., i. tug, 195 g. t., passed up from
 seaboard, '67, later the Howard.
 Porter, Gen., stmr., 342 t., b. Black Rock, '34, in '43 made the
 Can. prop. Toronto.
 Porter, Lloyd S., prop., 536 g. t., b. '93, Port Huron, sunk St.
 Lawrence r., '98.
 Porter, J. U., schr., 149 g. t., b. '68, Black River, O., in
 com.
 Portland, schr., 394 t., b. Three Mile Bay, L. Ont., '47, wrecked
 L. Hur. '67.
 Portland, sty., 9 g. t., b. '92, Brooklyn, passed out, '97.
 Portland, sty., 11 t., b. '93, Chicago, passed out, '97.
 Portsmouth, prop., 525 t., b. Buffalo, '52, lost L. Huron,
 '67.
 Portsmouth, Can. bge., 131 g. t., b. '82, Ottawa, in com.
 Post Boy, stmr., carried first cargo wheat from Michigan City,
 '36.
 Post Boy, schr., lost L. Mich., '41, 10 lives lost.
 Post Boy, schr., lost near Dunkirk, '62.
 Post Boy, prop., 123 g. t., b. '88 West Bay City, in com.
 Post Boy, tug, 11 g. t., b. '94, Buffalo, in com.
 Post, H. C., schr., b. '66, Black River, O.
 Potomac, schr., 208 t., b. Cape Vincent, '42, wrecked Frankfort,
 '83.
 Potomac, schr., 659 g. t., b. '55, Cleveland, passed out,
 '95.
 Pottawatomie, tug, 18 g. t., b. '71, Green Bay, in com.
 Potter, Agnes L., schr., 279 t., b. '70, St. Clair, in com.
 Potter, H. C., schr., 308 t., b. E. Saginaw, '68, lost, '91, L.
 Hur.
 Potter, George R., tug, 133 g. t., b. '87, Buffalo, in com.
 Potts, J. E., schr., 566 g. t., formerly Mohawk, b. '56,
 Cleveland, in com.
 Poupore, W. J., Can. prop., 67 n. t., b. '81, Montreal, in com.,
 formerly Rigaud.
 Powell, C. B., Can. prop., 272 b. '87, Pembroke, in
 com.
 Powell, Linnie, Can. schr., wrecked near Buffalo, '59. 
 Powerful, stmr., burned Quebec, '77.
 Powers, Col., schr., 80 t., b. Three Mile Bay, L. Ont., '43.
 Powers, B. W., prop., 302 t., b. '71, Marine City, later the
 George W. Johnson.
 Prairie Flower, tug, passed out.
 Prairie State, prop., liner in '52, sunk L. Erie, '64.
 Pratt, C. N., bge., burned Windsor, '85.
 Pratt, C. W., cbt., 135 g. t., b. '97, in com.
 Pratt, Helen, schr., 194 g. t., b. '70, Buffalo, in com.
 Pratt, John, Can. tug., 124 n. t., b. '81, Montreal, in com. 
 Pratt, Lillie, schr., 204 g. t., b. '69, Buffalo, wrecked L.
 Mich., '92.
 Pratt, Pascal P., prop., 1,927 g. t., b. '88, Cleveland, in
 com.
 Pratt, Zadoc, bark, sunk L. Erie, '60.
 Preble, com., brig, b. Buffalo, '42, in com., '68.
 Prefontaine, Can. prop., 200 n. t., b. '96, Sorel, in com. 
 Premier, Can. schr., sunk, '58.
 Prentice, James H., prop., 535 t., b. '55, Trenton, in com.
 Prendiville, prop., wrecked near Oscoda, '82.
 Prescott, schr., foundered York bay, '31.
 President No. 1, schr., b. '29, Black River, O., capsized L.
 Erie, '36, 4 lives lost.
 President No. 2, schr., b. '41, Black River, O.
 President, stmr., b. Oswego, '42.
 President, Can. scow, 189 g. t., b. '69, St. Catharines, in
 com.
 Presley, George, prop., 1,936 t., b. '89, Cleveland, in com.
 Presque Isle, s. prop., 5750 g. t., b. '98, Lorain, in com.
 Presque Isle, prop., 4,500 t., b. '98, Lorain, in com.
 Presto, schr., 183 t., b. Huron, O., '57, wrecked Sand Beach
 '97.
 Preston, prop., 472 t., b. '91, Green Bay, in com.
 Preston prop., 175 g. t., b. '86, St. Joseph, burned Toledo,
 '98.
 Preston, W. J., schr., 500 t., lost, '88.
 Pride, schr., 81 g. t., b. '49, Sandusky, in com.
 Pride, schr., capsized near Venice, '56.
 Pride, schr., 69 g. t., b. '66, Black River, O., in com.
 Pride, schr., 24 t., b. Milwaukee, '68.
 Pride of America, Can. schr., 350 t., b. '63, wrecked L. 0nt.,
 '87.
 Pride of America, Can. schr., 285 g. t., b. '67, St. Catharines,
 in com.
 Pride of Canada, bark, wrecked St. Lawrence r., '62.
 Pridgeon, John, Jr., 1,211 t., b. '75, Detroit, in com.
 Prime, J. B., schr., 148 g. t., b. '66, Fairport, passed out,
 '96.
 Primrose, schr., in com., '56.
 Primrose, Can. stmr., 247 n. t., b. '90, Toronto, in com. 
 Prince Albert, Can. schr., wrecked Long Point, '51.
 Prince Alfred, schr., 296 g. t., b. '63, Kingston, wrecked,
 '94.
 Prince Edward, Can. schr., b. Marysburg, 1800, broken up.
 Prince Edward, Can. stmr., 150 t., b. '41, Gardner, burned L.
 Ont., '84.
 Prince Edward, Can. schr., 18 g. t., b. '87, Summerside, in
 com.
 Prince Edward Ferry, Can. stmr., 18 g. t., b. '85, Deseronto, in
 com.
 Prince Eugene, Can. stmr., 104 t., b. '32.
 Prince Eugene, schr., wrecked St. Joseph r., '35.
 Prince, F. H., prop, 2,047 g. t., b. '90, Detroit, in com. 
 Prince, John F., scow, b. '64, Black River, O.
 Prince of Peace, scow, in com., '56.
 Prince of Wales, Can. schr., 200 g. t., b. '42, Kingston. 
 Prince Regent, Brit. v., 22 guns, on L. Ont., '12.
 Prince Regent, Brit. ship, 1,450 t., b. L. Ont., '14, 38
 guns.
 Prince Royal, Can. stmr., 500 g. t., b. '41, Niagara.
 Princess, stmr., 109 t., b. Algonac, '58, broken up, '69.
 Princess, Can. stmr., 331 n. t., b. '72, Carillon, in com.
 Princess, Can. bge., 336 n. t., b. '74, Montreal, in com. 
 Princess Charlotte, Brit. ship, 1,215 t., b. L. Ont. '14, 42
 guns.
 Princess Alexandria, schr., formerly the Marshfield.
 Princess Louise, Can. prop., 95 n. t., b. '79, Long Island, in
 com.
 Princess Louise, Can. prop., 35 n. t., b. '79, Ogdensburg, in
 com.
 Princess of Wales, Can. schr., b. '64, Toronto, burned, '86.
 Princess Royal, Can. stmr., b. Niagara, '42.
 Prince William, Can. stmr., b. '42.
 Princeton, prop., 450 t., b. Perrysburg, '45, sunk L. Erie,
 '54.
 Prindiville, R., tug, 24 g. t., b. '63, Chicago, in com.
 Pringle, tug, made Can. tug International, '84.
 Pringle, John C., 474 g. t., formerly W. H. Gratwick, b. '80,
 Detroit, in com.
 Pringle, Mary, prop., 204 g. t., b. '67, Trenton, Mich., burned
 Port Huron, '93.
 Pringle, Wm. H., tug, burned near Port Huron, '77, made schr.,
 '83.
 Prior, Nellie, tug, in com., '88.
 Priscilla, scy., 75 g. t., b. '85, in com.
 Proctor, E. R. C., Can. schr., 163 g. t., b. '78, Brighton, in
 com.
 Proctor, M., Can. schr., now the Can. schr. Snow Bird. 
 Proctor, Minnie, schr., wrecked L. Ont., '68.
 Proctor, Wm. L., tug, 117 g. t., b. '83, Buffalo, in com. 
 Prodigy, tug, 80 g. t., b. '97, West Bay City, in com.
 Progress, schr., in com., '68.
 Progress, prop., 1,596 g. t., b. '80, Milwaukee, in com.
 Promise, prop., 473 g. t., b. '92, Detroit, in com.
 Prospect, slp., 10 g. t., b. '96, Fruitport, Mich., in com. 
 Protection, prop., sunk by col., St. Lawrence r., '56.
 Protection, Can. prop., passed out.
 Protection, tug, 160 g. t., b. '73, Chicago, in com.
 Protection, prop., 91 g. t., b. '88, Sault Ste. Marie, in
 com.
 Protector, i. tug, 271 t., b. '75, Wilmington, Del., in com.
 Providence, sty., 11 t., b. '93, Chicago, passed out '97. 
 Provincial, Can. stmr., 300 t., in com. '56. 
 Provost, schr., 95 t., b. '64, wrecked L. Hur., '87. 
 Psyche, Brit. frigate, b. Kingston. '14. 
 Prudence, schr., b. Cleveland, '21. 
 Prussia, Can. stmr., liner in '72. 
 Prussia, Can. prop., burned L. Sup., '85. 
 Prussia, Can. bge., 428 n. t., b. '79, Garden Island, in com.,
 formerly schooner. 
 Pryor, Ethel J., tug, 18 g. t., b. '90, Houghton, in com. 
 Pry, Paul, stmr., b. Heuvelton, N. Y., '30. 
 Pueblo, prop., 1,349 g. t., b. '91, Milwaukee, in com. 
 Pugsley, John, Can. schr., 50 g. t., b. '68, Sandusky, in
 com.
 Pulaski, schr., in com., '41.
 Pulaski, schr., 332 t, b. '73, wrecked Good Harbor bay, '87.
 Pullar, Jim, tug, 39 g. t., b. '94, Sault Ste. Marie, in com.
 Pup, tug, 13 g. t., b. '94, Saugatuck, in com.
 Purdy, Virginia, schr., 307 t., b. Cleveland, '47, wrecked L.
 Erie, '59.
 Puritan, schr., wrecked Buffalo, '66.
 Puritan, Can. slp., 171 n. t., b. '71, Montreal, in
 com., formerly steamer.
 Puritan, prop., 289 g. t., b. '87, Benton Harbor, burned '95.
 Puritan, stcb., 126 g. t., b. '92, Buffalo, in com.
 Puritan, sty., 20 g. t., b. '92, Buffalo, in com.
 Puritan, prop., 409 g. t., b. '93, Buffalo, in com.
 Puritan, tug, 10 g. t., b. '94, Buffalo, in com.
 Puritan, sly, 8 g. t., b. '95, in com.
 
 
 Q
 Quadra, Can. prop., 573 g. t., b. '91, Renfrewshire, in com.
 Quaker City, stmr., in com., '67.
 Quayle, Thomas, tug, 300 t., b. Cleveland, '67, burned Ontonagon,
 '85.
 Quayle, tug, in com., '68.
 Quayle, Thomas, schr., 893 g. t., b. '72, Cleveland, in com.
 Quebec, Can. prop., 812 t., b. Chatham, Ont., '74, sunk St.
 Mary's r., '85.
 Quebec, Can. brig, 235 t., b. Wolf island, L. Ont., before
 '52.
 Quebec, prop., 1,003 g. t., later the F. E. Spinner.
 Quebec, Can. prop., 121 n. t., b. '67, Bedford Mills, in com.
 Quebec, Can. stmr., 1,084 n. t., b. '65, Sorel, in com.
 Quebec, Can. bge., 234 g. t., b. '62, Garden Island, in com.
 Queen, Can. prop., 7 g. t., b. '83, Roach's Point, in com.
 Queen, Can. stmr., 64 t., b. Dunville, '51.
 Queen, tug, 29 g. t., b. '97, Buffalo, in com.
 Queen, Can. schr., 375 t., sailed Toronto to Liverpool, '58.
 Queen, Can. fry., 476 n. t., b. '86, Levis, in com.
 Queen Ann, sty., 14 g. t., b. '96, Detroit, in com.
 Queen Charlotte, armed ship, 400 t., 17 guns, b. Amherstburg by
 Can. Govt., '09, captured in battle L. Erie, sunk Erie, afterwards raised
 and fitted out for lake trade.
 Queen Charlotte, Can. stmr., formerly Lady of the Lake, burned
 Toronto, '55.
 Queen Charlotte, Can. schr., 150 g. t., b. '18, Ernesttown,
 broken up.
 Queen City, prop., 3,980 g. t., b. '96, Cleveland, in com.
 Queen City, stmr., 1,000 t., b. Buffalo, '48, made barge, lost L.
 Hur., '66.
 Queen City, schr., 675 g. t., b., '73, East Saginaw, wrecked Hog
 Island reef, '95.
 Queen City, tug, 22 g. t., b. '75, Buffalo, passed out, '97.
 Queen City, Can. prop., 312 n. t., b. '74, Wallaceburg, in com.,
 formerly J. W. Steinhoff.
 Queen City, Can. prop., now the Can. prop. Ongiara.
 Queen City, Can. stmr., 450 g. t., b. '42, Niagara, burned
 Toronto, '55.
 Queen of the Bay, schr., 73 t., wrecked near Oswego, '67.
 Queen of the Isles, Can. prop., 40 g. t., b. '85, Orillia, in
 com.
 Queen of the Lakes, prop., 563 t., b. '55. Black River, O.,
 burned Marquette, '69.
 Queen of the Lakes, i. stmr., 153 g. t., b. '72, Wyandotte,
 burned South Manitou, '98.
 Queen of the Lakes, schr., 347 t., wrecked Brighton, '86.
 Queen of the Lakes, Can. schr., 374 n. t., b. '58, Portsmouth, in
 com.
 Queen of the North, Can. brig, 347 g. t., b. '61, Nottawasaga, in
 com.
 Queen of the West, Can. prop., b. Malden, '46, burned Hamilton,
 '53.
 Queen of the West, Can. stmr., 700 g. t., b. '52, Oswego.
 Queen of the West, stmr., 1,852 t., b. Buffalo, '53, dismantled,
 '59.
 Queen of the West, schr., 347 g. t., b. L. Ont., '61, wrecked
 Bailey's Harbor, '82.
 Queen of the West., prop., 818 g. t., b. '81, Bay City, in
 com.
 Queen Victoria, Can. stmr., 200 t., b. '37, wrecked L. Erie,
 '51.
 Queen Victoria, Can. schr., b. Garden Island, '39.
 Queen Victoria, Can. stmr., 349 t., b. '68, burned L. Erie,
 '83.
 Queenston, Can. stmr., 350 g. t., b. '24, Queenston.
 Quickstep, schr., 282 g. t., formerly S. Anderson, damaged '69,
 passed out.
 Quickstep, tug, 10 g. t., b. '69, Buffalo, in com.
 Quickstep, schr., 283 g. t., b. '74, Green Bay, in com.
 Quimby, I. L., schr., 87 g. t., b. '63, New Baltimore, Mich., in
 com.
 Quincy, stmr., 360 t., b. Buffalo, '57.
 Quinlon, Eliza, Can. schr., 131 g. t., b. '70, Port Hope, in
 com.
 Quito, prop., 1,372 g. t., b. '73, Bangor, Mich., in com.,
 formerly David Ballentine.
 Quinte, Can. stmr., burned L. Ont., '89, 4 lives lost.
 Quinze, Can. prop., 32 g. t., b. '91, Montreal, in com.
 
 
 R
 Raab, Charlotte, schr., 191 g. t., b. '70, Sheboygan, in com.
 Raab, Lucy, schr., wrecked Middle Island reef, '62.
 Raber, John, schr., 223 g. t., formerly Gen. Worth, b. '48,
 Cleveland, stranded L. Mich., '95.
 Raber, Violet H., tug, 50 g. t., formerly Ivy M. Leatham, b. '91,
 Manitowoc, in com.
 Racer, schr., 30 t., b. about '18.
 Racer, brig, 377 t., total loss, '69.
 Rachel, schr., 35 t., b. Sandusky, '15.
 Rachel, Can. schr., sunk Welland canal, '51.
 Racine, brig, lost near Milwaukee, '55.
 Racine, prop., 150 t., b. '43, Oswego, made a sail v., lost L.
 Erie, '49.
 Racine, schr., 168 g. t., b. '44, Cleveland, wrecked, '92, L.
 Hur.
 Racine, prop., burned off Rondeau, '64, 8 lives lost, bottom made
 a bark.
 Racine, Can. prop., b. '64, formerly City of Toronto, then called
 Algona in'84.
 Radiant, schr., foundered L. Erie, '57, 10 lives lost.
 Radical, schr., 177 g. t., b. '65, Detroit, in com.
 Rae, R. H., Can. bark, capsized L. Ont., '58.
 Raesser, Lydia E., schr., 131 g. t., b. '47, Cleveland, formerly
 Gipsy, in com.
 Rainbow, schr., wrecked Put-in-Bay, '37.
 Rainbow, scow, 15 t., b. '36, wrecked near Barcelona, '48.
 Rainbow, schr., 117 t., b. Sheboygan, '45.
 Rainbow, schr., 256 g. t., b. '55, Buffalo, wrecked '94, L.
 Mich.
 Rainbow, tug, 16 g. t., b. '94, Erie, in com.
 Raleigh, schr., 212 t., b. '48, lost Portage Bay, '69.
 Raleigh, prop., 1,205 g. t., b. '71, Cleveland, in com.
 Ralph, tug, 42 g. t., formerly H. E. Miller, b. '74, Saginaw, in
 com.
 Ralph, P. J., prop., 964 g. t., b. '89, Marine City, in com.
 Ralston, Jane, schr., 260 g. t., b. '66, Gibraltar, in com.
 Ramapo, s. prop., 3,045 g. t., b. '96, Buffalo, in com.
 Rambler, schr., on lakes about '16.
 Rambler, schr., 137 t., b. '47, Black River, O., wrecked L.
 Mich., '65.
 Rambler, tug, 42 g. t., b. '73, Buffalo, passed out,
 '97. 
 Rambler, slpy., 14 g. t., b. '80, Kenosha, in com.
 Rambler, schr., 26 g. t., b. '81, St. Clair, in com.
 Rambler, bge., 193 g. t., b. '87, in com.
 Ramsdell, Homer, schr., ashore L. Mich., '55.
 Ramsey, W. S., tug, bought by U. S. Gov., '63, for Mississippi
 river service.
 Ramona, sty., 57 g. t., b. '86, Newburgh, N. Y., in com. 
 Rand, prop., 191 g. t., b. '86, Manitowoc, in com.
 Rand, G. C., schr., 112 t., b. Point Peninsula, L. Ont. '37. 
 Rand, G. L., schr., ashore Fish Creek, '69.
 Rand, H., schr., 124 g. t., b. '56, Manitowoc, in com.
 Randolph, Wm., prop., 209 t., burned L. St. Clair, '86. 
 Ranger, schr., 30 t., b. Buffalo, '06.
 Ranger, stmr., lost near Port Stanley. '66.
 Ranger, Can. schr., 21 g. t., b. '77, Suspension Bridge, in
 com.
 Ranger, Can. prop., 53 g. t., b. '84, Lindsay, in com.
 Ranger, Can. prop., 8 g. t., b. '88, Walkerville, in com. 
 Ranger, Can. tug, 14 n. t., b. '88, Kingston, in com.
 Rankin, Mary Ann, schr., 126 t., wrecked Port Colborne, '70.
 Ranney, Rufus P., prop., 1,392 g. t., b. '81, Cleveland, in
 com.
 Ransom, Harvey, schr., 28 g. t., b. '87, South Haven, in com.
 Ransom, J, C., tug, capsized L. Erie, '72.
 Rapid, Buffalo tug, leased by U. S. Gov., '61.
 Rapid, schr., sunk L. Erie, '62, by col., 1 life lost.
 Rapid, schr., capsized L. Erie, '72, 7 lives lost.
 Rapid, Can. bge., 221 g. t., b. '74, Quebec, in com.
 Rapid City, Can. schr., 39 n. t., b. 87, Oakville, in com. 
 Rappahanock, prop., 2,380 g. t., b. '95, West Bay City, in
 com.
 Raser, George B., s. light'r., 369 g. t., b. '96, Ashtabula, in
 com.
 Rathbun, H. B., schr., 149 t., b. Mill Point, '65.
 Rathburn, E. W., schr., 200 t., wrecked L. Hur., '86.
 Rattlesnake, Can. scow, 114 g. t., b. '69, Port Dalhousie, in
 com.
 Raven, U. S. transport, L. Ont., '12.
 Raven, schr., wrecked Menominee, '85.
 Ravenna, bark, made two voyages to Europe '63, wrecked Cape
 Henry, '64.
 Rawson, Levi, schr., 361 g. t., b. '61, Black River, O., in
 com.
 Rawson, L. Q., tug, 14 g. t., b. '66, Sandusky, in com. 
 Ray, Lulu M., tug, 20 g. t., b. '88, Ludington, in com. 
 Raynor, Annie C., schr., wrecked L. Hur., '63.
 Raynor, William, schr., 227 g. t., b. '62, Milan, O., in com.
 Read, C. E., Can. sty., 12. g. t., b. '94, Simcoe, in com. 
 Rebecca, brig, 214 t., b. Huron, '42.
 Rebecca, schr., sunk near Detour, '60, stranded Alabaster,
 '72.
 Rebel, tug, 28 g. t., b. '71, Buffalo, foundered L. Sup. '98. 
 Reciprocity, schr., damaged by col., '63.
 Reckinger, P., tug, 43 g. t., b. '92, Sheboygan, in com. 
 Record, i. tug, 59 g. t., b. '84, Cleveland, sunk Duluth, '98, 3
 lives lost, tug raised.
 Recovery, schr., b. Lake Sup., '09, ran the rapids, wrecked near
 Buffalo.
 Red Bird, Can. scow, 39 g. t.9 b. '70, Hamilton, in com. 
 Red Bottom, schr., aground Middle Island reef, '76.
 Red Cloud, schr., 8 g. t., b. '75, Bay Port, Mich., in com. 
 Red Cloud, tug, 40 g. t., b. '82, Buffalo, in com.
 Red Cloud, schr., 9 g. t., b. '91, Detroit, in com.
 Red Island, Can. schr., 152 g. t., in com.
 Red Jacket, schr., 53 t., sailed L. Erie, '25.
 Red Jacket, stmr., 148 t., b. Grand Island, '38, dismantled,
 '48.
 Red Jacket, tug, boiler exploded and tug sunk, Chicago, '66.
 Red Jacket, bge., 310 g. t., b. '92, in com.
 Red Rover, Can. schr., 120 g. t., b. '19, probably York.
 Red, White and Blue, schr., 447 g. t., b. '63, Madison Dock, O.,
 wrecked Whaleback shoal, '95.
 Red, White and Blue, schr., 39 g. t., b. '87, Oakley, Mich., in
 com.
 Red Wing, tug, 13 g. t., b. '72, Detroit, passed out '97. 
 Red Wing, schr., 722 g. t., b. '73, Tonawanda, chartered for
 ocean, '98.
 Reddick, schr., later the Samuel Hale.
 Redfern, C. E, schr., 680 g. t., b. '90, West Bay City, in
 com.
 Redford, Eliza J., tug, 35 g. t., b. '81, Oswego, passed out,
 '97.
 Redington, Nellie, schr., 816 g. t., b. '72, Cleveland, in
 com.
 Reed, Isabel, 548 g. t., b. '81, Marine City, in com.
 Reed, James A., tug, 88 t., b. '63., burned, Sturgeon bay,
 '87.
 Rees, W. D., s. prop., 3,760 g. t., b. '96, Cleveland, in
 com.
 Reeve, Can. scow, 100 g. t., b. '65, Thorold, in com.
 Reeve, C., schr., 299 t., sailed Detroit to Liverpool, '58, sunk
 L. Ont. '62.
 Regina, schr., b. '66, foundered off Cove island, '81.
 Regina, Can. bge., 478 n. t., b. '78, St. Catharines, in com.,
 formerly prop. Europe.
 Reginald, Can. tug, 228 n. t., b. '94, Garden Island, in com.
 Regiment, Can. schr., 100 t., b. York, '20.
 Regulation, schr., b. '66.
 Regulator, bge., burned Detroit r., '71.
 Regulator, schr., ashore St. Joseph, '83.
 Reid Conrad, schr., 288 g. t., b. '81, Lorain, O., in com. 
 Reid, J., schr., b. '52, Black River, O.
 Reid, Nellie, Can. tug, 97 n. t., b. '86, Buffalo, in com.
 Reid, R. C., prop., 322 g. t., b. '89, Saugatuck, later City of
 Louisville.
 Reid, Kate, tug, burned Saginaw, '73.
 Reindeer, Can. gun boat, 66 t., b. York, '14, broken up. 
 Reindeer, schr., b. Clayton, L. Ont., capsized L. Erie, '38.
 Reindeer, Can. stmr., wrecked Point Sauble, '42, 19 lives
 lost.
 Reindeer, schr., lost near Chicago, '55.
 Reindeer, Can. schr., sailed Toronto to Liverpool, '55. 
 Reindeer, stmr., 320 t., b. Saginaw, '63.
 Reindeer, Can. stmr., wrecked '57, L. Mich., 23 lives lost.
 Reindeer, schr., 191 g. t., b., '60, Clayton, N. Y., wrecked
 Black River, '95.
 Reindeer, schr., 207 g. t., b. '63, East Saginaw, in com. 
 Reindeer, schr., 305 g. t., b. '70, Detroit, in com.
 Reindeer, stmr., 498 g. t., b. '81, Alburg, Vt., in com.
 Reindeer, Can. prop., 65 n. t., b. '84, Kinston, in com. 
 Reitz, Chas., prop., 245 g. t., b. '72,Trenton, Mich., in com. 
 Reliable, prop., 97 g. t., b. '80, Detroit, in com.
 Reliance, Can. prop., 265 n. t., b. '81, Deseronto, in com.
 Reliance, Can. stmr., 74 n. t., b. '87, Sorel, in com.
 Reliance, Can. tug, 308 n. t., b. '93, Collingwood, in com.
 Reliance, Can. stmr., burned, '96. 
 Relief, tug, 362 t., b. Buffalo, '55. 
 Relief, tug, capsized Sorel, Can., '68, 2 lives lost. 
 Relief, Can. bge., 50 g. t., b. '75, Port Lambton, in com.
 Relief, tug, .34 g. t., formerly Michael Brand, b. '78, Chicago,
 in com.
 Relief, tug, burned Sandusky, '84.
 Remora, prop., 184 g. t., b. '83, Detroit, sunk St. Ignace,
 '92.
 Rennie, G. A., Can. tug, 15 n. t., b. '88, Mesford, in com.
 Republic, schr., 314 g. t., b. '54, Clayton, sunk off Lorain,
 '95.
 Republic, prop., 462 t., b. Cleveland, '48, burned Sandusky,
 '57.
 Republic, schr., 299 t., wrecked Grand island, '86.
 Republic, prop., 1,343 g. t., later the Marquette.
 Republic, s. prop., 2,316 g. t., b. '90, Cleveland, ashore L.
 Hur., '98.
 Republican, schr., wrecked on island of Arbacatom, '60.
 Rescue, tug, 275 t., b. Buffalo, '55.
 Rescue, Can. stmr., 450 g. t., b. Toronto. '55.
 Rescue, Can. gunboat, b. England.
 Rescue, tug, 37 g. t., b. '85, Burlington, Vt., in com.
 Rescue, Can. tug, 62 n. t., b. '65, Deseronto, in com
 Rescue, Can. prop., 7 g. t., b. '86, Toronto, in com.
 Rescue, Can. prop., 20 g. t., b. '87, Collingwood, in com.
 Resolute, schr., b. '56. Black River, O., sunk Erie '71.
 Resolute, Can. schr., 80 g. t., b. '57, Port Credit, in com.
 Resolute, tug, 281 t., b. Detroit, '72, burned Green Bay,
 '85.
 Resolute, Can. prop., 376 n. t., b. '83, Deseronto, in com.
 Restless, scow, wrecked Ludington, '79.
 Restless, schr., 51 g. t., b. '67, Holland, Mich., passed out,
 '94.
 Restless, schr., 10 g. t., b. '81, Ludington, passed out,
 '97.
 Restless, i. sty., 104 g. t., b. '87, Marcus Hook, Penn., in
 com.
 Restless, slpy., 8 g. t., b. '89, Cleveland, in com.
 Result, schr., 11 g. t., b. '96, Detroit, in com.
 Resumption, schr., 293 g. t., b. '79, Milwaukee, in com.
 Return, schr., b. '55, Black River, O., wrecked Long Point,
 '63.
 Reverie, bge., 65 g. t., b. '93, in com.
 Revolving Light, schr., stranded '60.
 Reynolds, stmr., burned Bay City, '72.
 Reynolds, G. W., stmr., 171 t., b. Toledo, '64, burned '66,
 rebuilt.
 Reynolds, S. C., i. prop., 1,895 g. t., b. '90, Buffalo, in
 com.
 Rhocean, prop., 16 g. t., b. '95, South Haven, in com. 
 Rhoda, Can. stmr., 283 n. t., b. '74, Levis, in com. 
 Rhoda, schr., 13 g. t., b. '78, Oswego, in com. 
 Rhoda Emily, prop., 570 g. t., b. '84, Trenton, 'Mich., in
 com.
 Rhode Island, stmr., 164 t, b. Sandusky, '37, once called the St.
 Clair.
 Rhodes, Dan., tug, in com., '60.
 Rhodes, D. P., schr., 937 g. t., b. '71, Detroit, in com.
 Rhodes, Robert E., prop., 1,576 g. t., b. '87, Cleveland, in
 com.
 Rialto, scow, 100 t., stranded Long Point, '51.
 Rice, B. W., tug, 11 t., b. '70.
 Rice, E. E., prop., 32 g. t., b. '88, Saugatuck, in com.
 Rice, John, schr., 153 g. t., b. '60, Newport, Mich., in com.
 Rice, Minnie, Can. scow, 100 g. t., b. '65, Port Robinson, in
 com.
 Rice, R. N., stmr., 1,030 t., b. Detroit, '66, lost '88, L.
 Mich.
 Rice, T. B., bark, b. Conneaut, '66, ashore Dunkirk '71.
 Rich, A. J., schr., wrecked Kincardine, '64.
 Richard, C., Can. schr., 172 g. t., b. '87, Sorel, in com. 
 Richard, Can. bge., 506 n. t., b. '90, Sorel, in com. 
 Richards, Alice, schr., 278 g. t., b. '67, Manitowoc, in com.
 Richards, Henry C., 699 g. t., b. '73, Manitowoc, foundered L.
 Mich., '95.
 Richards, John, schr., sunk Buffalo, '36, capsized Detroit, '42,
 6 lives lost.
 Richards, J. S., schr., 273 g. t., b. '69, Conneaut, in com.
 Richards, May, schr., 531 g. t., b. '80, Manitowoc, in com.
 Richards, Rube, prop., 915 g. t., b. '81, Manitowoc, in com.
 Richards, Wm., tug, 19 g. t., b. '73, Manitowoc, in com.
 Richardson, G., schr., 24 g. t., b. '75, Dunkirk, passed out,
 '94.
 Richardson, Wal. W., tug, 22 g. t., b. '84, West Bay City, in
 com.
 Richelieu, Can. stmr., boiler exploded and 3 lives lost near
 Montreal, '82.
 Richelieu, Can. stmr., now stmr. Belmont.
 Richelieu, Can. prop., 54 n. t., b. '89, Sorel, in com.
 Richmond, Can. schr., 100 g. t., b. '20, York, wrecked.
 Richmond, brig, 168 t., b. Richmond, '42.
 Richmond, schr., lost L. Mich., '44.
 Richmond, Can. schr., 81 g. t., b. '57, Amherst Island, in
 com.
 Richmond, tug, 21 g. t., b. '88, Saugatuck, in com.
 Richmond, sty., 11 g. t., b. '93, Chicago, passed out '97.
 Richmond, Belle, sty., 12 g. t., b. '72, Wash. Island, Wis., in
 com.
 Richmond, C. T., schr., 230 t., wrecked Dunkirk, '70.
 Richmond, C. Y., tug, lost L. Hur., '68.
 Richmond, Dean, schr., wrecked Racine, '55.
 Richmond, Dean, schr., 375 t., b. Cleveland, '56.
 Richmond, Dean, stmr., b. about '55, shipped full cargo wheat,
 Chicago to Liverpool, '56.
 Richmond, Dean, stmr., 1,416 t., burned St. Mary's r., '71.
 Richmond, Dean, prop., 1,432 g. t., b. '64, Cleveland, foundered
 L. Erie, '93, 15 lives lost.
 Richmond, H. A., schr., 208 g. t., b. '61, Buffalo, in com.
 Richmond, Kate, schr., ashore Old Mineral Point, '69, raised
 '79.
 Richmond, Olive, brig, b. before '44, wrecked L. Mich., '54.
 Richmond Packet, schr., afloat '23, wrecked '26.
 Richmond, W. T., brig, 225 t., b. Racine, passed out.
 Rideau Bell, Can. schr., 131 g. t., b. '85, Kingston, in com.
 Ridgway, stcb., 135 g. t., b. '83, Buffalo, passed out, '96. 
 Ried, Frank, Can. tug, 40 n. t., b. '86, Meaford, in com. 
 Rimouski, Can. prop., 125 g. t., b. '83, Montreal, in com.
 Rigaud, Can. prop., now the W. J. Poupore.
 Riggs, J. J., schr., stranded near Cleveland, '56.
 Ringgold, schr., wrecking v., arrived Detroit from Paugasset,
 Mass., '66.
 Ringleader, prop., 76 g. t., b. '89, Alexandria Bay, in com.
 Ringleader, slp., 31 g. t, b. '89, Alexandria Bay, in com.
 Rio Grande, schr., b. Three Mile Bay, L. Ont., '46. 
 Ripple, Can. stmr., b. '64, Toronto. 
 Ripple, Can. tug, 16 n. t., b. '81, Chatham, in com. 
 Ripple, Can. prop., 15 g. t., b. '84, Chatham, in com. 
 Ripple, Can. tug, 13 g. t., b. '74, Portsmouth, in com. 
 Ripple, y., b. Clayton, N. Y. 
 Rising Star, schr., 294 g. t., b. '65, Oswego, in com. 
 Ritchie, John, schr., 205 t., b. Algonac, '70, lost '88.
 Riter, Chas. M., tug, 32 g. t., b. '76, Buffalo, in
 com.
 Rutter, J. H., bge., wrecked near Ludington, '78.
 Rival, scow, lost '69.
 Rival, schr., 221 g. t.,, b. '57, Alexandria Bay, in com.
 Rival, Can. tug, 213 n. t., b. '73, Quebec, in com.
 Rival, slp., 11 g. t., b. '89, Milwaukee, in com.
 Rival, slp., 10 g. t., b. '97, Clayton, in com.
 River Bell, Can. prop., 14 g. t., b. '91, Challpeau Landing, in
 com.
 River Queen, prop., burned Marine City, '68, made a tug.
 River Queen, tug, 82 g. t., b. '66, Marine City, in com.
 Riverside, schr., 278 g. t., b. '70, Oswego, lost L. Erie
 '93.
 Riverside, prop., 153 g. t., b. Detroit, '72, later the Chauncey
 A. Morgan.
 Riverside, prop., 124 g. t., b. '92, Buffalo, in com.
 Riviere Du Loup, Can. stmr., 103 n. t., b. '73, Sorel, in
 com.
 Roady, slp., 5 g. t., b. '93, in com.
 Roanoke, schr., 161 t., b. Euclid, O., '43, wrecked near
 Muskegon, '54, 4 lives lost.
 Roanoke, schr., wrecked L. Mich., '66.
 Roanoke, prop., 1,069 g. t., b. '67, Cleveland, burned off
 Fourteen Mile Point, '94.
 Roanoke, i. prop., 423 g. t., b. '71, Wilmington, Del, in
 com.
 Roath, W. A., Can. tug, 52 g. t., b. '71, Port Colborne, in
 com.
 Robb, W. T., tug, 125 t., b. Stromness, '64.
 Robb, W. T., Can. tug, 300 g. t., b. '66, Oakville, dismantled
 Toronto.
 Roberta, sty., 31 g. t., b. '88, Mt. Clemens, in com.
 Roberts, schr., stranded Muskegon, '52.
 Roberts, schr., 273 g. t., b. '56, Cleveland, in com.
 Roberts, E. R., Can. prop., now Can. prop. City of Windsor.
 Roberts, W. H., slp., 66 g. t., b. '62, Essex, N.Y., passed out,
 '94.
 Robertson, Annie, tug, 22 g. t., b. '80, Toledo, in com.
 Robertson, Duncan, tug, 37 g. t., b. '84, Grand Haven, in
 com.
 Robertson, Jack, stcb., 90 g. t., b. '66, Joliet, Ill., passed
 out, '92.
 Robin, bge., sunk St. Lawrence r., '71.
 Robins, small schr., rebuilt as stmr. L. Ont.
 Robinson, schr., wrecked L. Ont., '48.
 Robinson, Chief justice, Can. stmr., 400 t., b. Niagara, '42.
 Robinson, E., scow, lost, '69.
 Robinson, Eva S., schr., 357 g. t., b. '71, Manistee, in com.
 Robinson, Hiram, Can. prop., 61 g. t., b. '82, Pembroke, in
 com
 Robinson, J., Can. scow, 31 g. t., b. '70, Black Creek, in
 com.
 Robinson, Ida, schr., 21 g. t., b. '82, Sand Beach, passed out,
 '93.
 Robinson, Kate, schr., 283 t., damaged, '69.
 Robinson, Ned, scow, lost, '72.
 Robinson, Peter, Can. schr., 150 g. t., b. '34, Lake Simcoe,
 broken up.
 Robinson, Samuel, schr., b. '56, sunk by col., '72.
 Robinson, W. B., Can. schr., 45 g. t., b. '71, Port Frank, in
 com.
 Rob Roy, Can. bge., 470 n. t., b. '97, Picton, in com.
 Rob Roy, slp., in com., '33.
 Rob Roy, schr 97 g. t., b. '68, Perry, O., in com.
 Rob Roy, tug, 14 g. t., b. '86, Ashtabula, in com.
 Rob Roy, Can. schr., 27. g. t., b. '83, Leamington, in com.
 Roby, George W., prop., 1,843 g. t., b. '89, West Bay City, in
 com.
 Rochester, stmr., 472 t., b. near Fairport, '37, made bge.,
 wrecked Erie, '52, 7 lives lost.
 Rochester, stmr., 354 t., b. Oswego, '43.
 Rochester, prop., 2,220 g. t., b. '80, Buffalo, in com.
 Rock, Can. prop., 14 g. t., b. '83, Midland, in com.
 Rockaway, schr,, lost L. Hur., '58.
 Rockaway, schr., 164 g. t., b. '64, Oswego, passed out, '92.
 Rockefeller, Frank, s. prop., 2,759 g. t., b. '96, Superior, in
 com.
 Rocket, schr., b. Buffalo, '56, sunk L. Hur., '60.
 Rocket, prop., 611 t., sunk Toledo, '74.
 Rocket, Can. stmr., 337 n. t., b. '66, Montreal, in com. 
 Rockland, Can. schr., 136 g. t., b. '81, Rockland, in com. 
 Rockland, Can. tug, 85 n. t., b. '82, Rockland, in com. 
 Rockwell, schr., 120 t., b. Milwaukee, '45, wrecked near
 Muskegon, '55.
 Rocky Mountains, brig, 280 t., b. Green Bay, '37, wrecked L.
 Mich., '54.
 Rocky Mountains, schr., b. Three Mile Bay, L. Ont, '42. 
 Rocky Mountains, scow, b. '52, Black River, O.
 Rodolph, slp., b. '37, Black River, O.
 Rodolphe, Can. tug, 83 n. t., b. '85, Sorel, in com.
 Roe, Ina, Can. prop., 23 g. t., b. '77, Hamilton, in com. 
 Roebling, John A., schr., b. '98, in com.
 Roeder, C. J., schr., frozen in at Turtle island, '57.
 Roelfson, bark., in com., '53.
 Roena, scow, b. '56, Black River, O.
 Rogers, Alide J., schr., 340 g. t., b. '62, Madison Dock, total
 loss L. Mich., '98.
 Rogers, Dan, schr., 324 g. t., b. '83, Buffalo, in com.
 Rogers, George, tug, 64 g. t., b. '89, Toledo, in com.
 Rogers, Polly M., schr., 350 t., b. Charlotte, '70.
 Roland, prop., 124 g. t., b. '85, Sandusky, sunk, '92.
 Rollar, William, tug, 28 g. t,, b. '82, Saugatuck, in com. 
 Romana, sty., 57 g. t., b. '86, in com.
 Roman, s. prop., 2,348 g. t., b. '91, Cleveland, in com. 
 Roman, schr., foundered L. Erie, '58, 9 lives lost.
 Romeo, bge., lost '69, formerly stmr.
 Romeo, stmr., 180 t., b. Detroit '45, made ferryboat, '58. 
 Romeo, prop., 61 g. t., b. 89, West Bay City, in com.
 Romuldus, schr., 9 g. t., b. '97, N. Muskegon, in com. 
 Rooney, Loretta, Can. schr., 184 n. t., b. '66, Kingston, in
 com., formerly Mary Taylor.
 Rooney, Wm. E., tug, 11 g. t., b. '73, Toledo, in com. 
 Roop, Henry, schr., b. '36, lost near Sandusky, '43.
 Root, Ada J., scow, b. '68, Black River, O.
 Root, H. A., prop., 198 g. t., b. '86, Saugatuck, in com. 
 Root, H. D., schr., 116 g. t., b. '63, Black River, O., in
 com.
 Root, Matt, schr., sunk L. Mich., '63.
 Rooth, W. A., Can. tug, 52 n. t., b. '71, Port Robinson, in
 com.
 Rosa, brig, 165 t., b. '41, Black River, O., lost L. Mich.,
 '44.
 Rosabella, Can. scow, 21 g. t., b. '72, River Puce, in com.
 Rosa, Belle, 131 g. t., b. '63, Milwaukee, in com.
 Rosalie B., sty., 18 g. t., b. '93, Detroit, in com.
 Rosaline, tug, 38 g. t., b. '89, Saugatuck, in com.
 Rosaline, sty., 33 g. t., later the Volanta.
 Roscius, schr., 227 g. t., b. '48, Cleveland, in com.
 Roscoe, Amelia, schr., b. Cape Vincent before '53.
 Rose, Can. schr., wrecked Georgian Bay, '51.
 Rose, tug, 10 g. t., b. '71, Maumee, passed out, '97.
 Rose, schr., 23 g. t., b. '80, Sheboygan, in com.
 Rose Bud, schr., 30 g. t., b. '87, Oshkosh, in com.
 Rose, D. F., prop., 259 g. t., b. '68, Marine City, in com. 
 Rose, Etta, schr., 11 g. t., b. '92, in com.
 Rose, Fanny M., prop., 33 g. t., b. '93, Grand
 Haven, in com.
 Rosedale, Can. prop., 1,778 n. t., b. Sunderland, '88, abandoned
 to underwriters, '97, rebuilt.
 Rosemount, 1,736 n. t., b. '96, Newcastleon, in com.
 Rosenberry, bark, b. after '50, Conneaut.
 Ross, Ella, Can. stmr., 117 n. t., b. '76, Montreal, in com.,
 formerly Gipsy.
 Ross, Elsie, Can. prop., 10 g. t., b. '91, Carleton, in com.
 Ross, E. P., tug, 28 g. t., b. '74, Buffalo, passed out, '94.
 Ross, Harriet, schr., 179 g. t., b. '54, Buffalo, passed out,
 '95.
 Ross, John, schr., 65 g. t., b. '66, Essex, in com.
 Ross, J. W., schr., wrecked Buffalo, '56.
 Ross, Lewis, schr., lost, '89, near Rondeau.
 Ross, Myrtle M., prop., 156 g. t., b. '90, South Haven, in
 com.
 Ross, W., Can. tug, 16 n. t., b. '70, Port Robinson, in com.
 Rosseau, Can. prop., 53 g. t., b. '80, Gravenhurst, in com.
 Rosseter, A., prop., 200 t., b. Chicago, '47, wrecked L. Mich.,
 '55.
 Rothesay Castle, Can. stmr., about 450 t., b. Niagara, '75.
 Rothesay Castle, Can. prop., 400 t., b. on Clyde, '64, for
 blockade runner, burned Shediac, '74, rebuilt and renamed Southern
 Belle.
 Rough and Ready, scow, 97 t., b. '47.
 Rough and Ready, schr., 12 g. t., b. '85, St. James, Mich., in
 com.
 Roumania, prop., 1,837 g. t., b. '87, West Bay City, in com.
 Rounds, W. H., schr., 308 g. t., b. '75, Tonawanda, in com.
 Rover, schr., 42 g. t., b. '73, Fort Howard, in com.
 Rover, Can. schr., 20 g. t., b. '78, Oakville, in com.
 Rover, Can. bge., 46 g. t., b. '84, Wallaceburg, in com.
 Rover, Can. tug, 51 n. t., b. '87, Owen Sound, in com.
 Rover, slpy., 5 g. t., b. '89, Cleveland, in com.
 Rover, Can. schr., 14 g. t., b. '94, Napanee, in com.
 Rover, slp., 7 g. t., b. '96, Alexandria Bay, in com.
 Roving Star, schr., 30 g. t., b. '81, Egg Harbor, Wis., passed
 out, '94.
 Roy, tug, 88 g. t., b. '84, Marine City, crushed by ice Stony
 Point, '95.
 Roy, R. T., tug, 24 g. t., b. '91, Cleveland, in com.
 Royal, Can. gunboat, b. England.
 Royal, Can. schr., 70 g. t., b. '89, Drummond's Island, in
 com.
 Royal Charlotte, English vessel, built 1764.
 Royal George, 510 t., Brit. v., 21 guns, on L. Ont., '12,
 afterwards the Niagara.
 Royal Oak, schr., sunk Port Stanley, '56.
 Royal Susan, schr., ashore Long Island, '51.
 Royce, Alice, schr., 14 g. t., b. '90, Saugatuck, in com.
 Royce, E. P., schr., 249 t., b. Sack Bay, Mich., '73, wrecked
 Cana island, '93.
 Ruby, stmr., 251 t., b. Newport, '51, broken up.
 Ruby, schr., total wreck Sheboygan, '68.
 Ruby, bge., burned Detroit r., '71.
 Ruby, Can. tug, 44 n. t., b. '78, Brockville, in com.
 Ruby, schr., 106 g. t., b. '75, Trenton, passed out, '95.
 Ruby, tug, 17 g. t., b. '89, Manistee, in com.
 Ruby, tug, 33 g. t., b. '86, Saugatuck, in com.
 Ruby, J. S., prop., 128 g. t., b. '81, Fair Haven, Mich., burned,
 '91.
 Rucker, ferry boat, b. Detroit, '98, in com.
 Rudolph, prop., stranded Marblehead, '81.
 Rudolph, Wm., prop., 267 g. t., b. '80, Mt. Clemens, in com.
 Ruelle, Grace A., tug, 13 g. t., formerly John Nice, b. '77,
 Brooklyn, N. Y., in com.
 Rugby, scow, lost L. Erie, '62, with 7 lives.
 Rugee, John, prop., 1,216 g. t., b. '88, Milwaukee, in com.
 Ruggles, S. B., schr., ashore L. Erie, '38.
 Ruggles, S. B., brig, 184 t., lost near Buffalo, '51.
 Rumage, S. S., tug, 64 g. t., b. Cleveland, '63, later the
 Charlie O. Smith.
 Rumball, Jennie, Can. schr., 110 t., b. Goderich, wrecked 40
 miles north Goderich.
 Rumbell, Jos. E. Jr., tug, 16 g. t., b. '71, Milwaukee, passed
 out, '93.
 Rumbell, J. E., prop., 108 g. t., b. '83, Portage Harbor, in
 com.
 Rung Bros., sty., 18 g. t., b. '84, Buffalo, N. Y., in com.
 Runnels, D. N tug, 37 g. t., b. '90, Port Huron, in com.
 Runnels, H. E., prop., 862 g. t., b. '93, Port Huron, in com.
 Rush, schr., 50 t., b. Three Mile Bay, L. Ont., '45, capsized L.
 Erie, '51.
 Rush, scow, b. '53, Black River, O.
 Rush, Benj., U. S. rev. cut., 35 t., b. Erie, '28.
 Russell, schr., 630 t., b. Toledo, '70, sunk by col. St. Mary's
 r., '82, 3 lives lost.
 Russell, Can. tug, 90 n. t., b. '96, Rockland, in com.
 Russell, Frank, Can. bge., 370 n. t., b. '71, Quebec, in com.
 Russell, Geo. D., schr., 658 g. t., later the Checotah.
 Russell, J. Scott, prop., 1,192 g. t., b. '89, Duluth, in
 com.
 Russia, schr., 140 g. t., later the Eugenia Vesta.
 Russia, i. prop., 1,501 g. t., b. '72, Buffalo, in com.
 Russian, schr., 305 g. t., b. '62, Oswego, in com.
 Rust, David W., prop., 884 g. t., b. '73, Saginaw, com.
 Ruth, sty., 28 g. t., b. '82, Camden, N. J., in com.
 Rutherford, E. H., Can. schr., 356 n. t., b. '69, Port Dalhousie,
 in com.
 Rutter, J. H., schr., 1,224 g. t., b. '73, Marine City, chartered
 ocean, '98.
 Ryan, prop., foundered Port Austin, '90.
 Ryan, Charles C., tug, 28 g. t., b. '81, Lockport, in com.
 Ryan, Charles N., schr., 411 g. t., b. '73, Sandusky, wrecked
 Ludington, '96.
 Ryan, T. M., bge., wrecked Point Albino, '75.
 Ryerson, Carrie A., tug, 58 g. t., b. '83, Grand Haven, in
 com.
 
 
 S
 Sabino, tug, left lakes for New Orleans, '60.
 Sachem, prop., 739 g. t., b. '89, Grand Haven, in com.
 Sacramento, scow, capsized off Buffalo, '51.
 Sacramento, schr., wrecked Gull Island reef, '67.
 Sacramento, Can. scow, 158 g. t., b. '70, Welland, in com.
 Sacramento, prop., 2,380 g. t., b. '95, West Bay City, in
 com.
 Sadie, slp., 14 g. t., b. '83, Chicago, in com.
 Sadie, Can. stmr., now the Can. stmr. Shamrock.
 Sagamore, prop., 1,601 g. t., b. '92, West Superior, in com.
 Sage, Russell, prop., 1,224 g. t., b. '81, Buffalo, in com.
 Sage, W. H., schr., 848 g. t., b. '75, Bangor, Mich., chartered
 for ocean, '98.
 Sagina, slp., on Lake Erie in 1800.
 Saginaw, stmr., later called the Rhode Island, rebuilt and
 enlarged '43, called St. Clair, sunk '46, recovered.
 Saginaw, brig, 283 t., b. Buffalo, '47, ashore Buffalo, '49.
 Saginaw, prop., 296 t., b. '50, converted into bge.,
 '69, damaged by col., L. Hur., '86.
 Saginaw, schr., 378 t., b. Newport, '62.
 Saginaw, prop., 508 g. t., b. '66, Marine City, in com.
 Saginaw, schr., 434 g. t., b. '66, Marine City, passed out
 Saginaw, Can. tug, 350 n. t., b. '73, Port Huron, in com. 
 Saginaw Valley, prop., 112 g. t., b. '81, Bay City, in com.
 Saguenay, Can. stmr., 720 n. t., b. '68, Quebec, in com.,
 formerly Union.
 Saguenay, stmr., burned, St. Lawrence r., '84.
 Sailor Boy, schr., 76 t., b. '66, wrecked Milwaukee, '83.
 Sailor Boy, prop., 162 g. t.,b. '91, 13ay City, in com.
 Sailor's Bride, Can. schr., 40 t., b. Goderich, in com. '56,
 passed out.
 St. Albans, prop., 435 t., b. Cleveland, '68, sunk L. Mich.,
 '81.
 St. Andrew, Can. gunboat, b. England, in com.
 St. Andrew, schr., sunk near Ranney's Bend, '75.
 St. Andrew, schr., sunk near Cheboygan, '78.
 St. Andrew, Can. prop., 695 n. t., b. '85, St. Catharines, in
 com., formerly W. B. Hall.
 St. Andrews, schr., sunk L. Erie, '82.
 St. Anne, Can. tug, 50 n. t., b. '75, Montreal, in com.
 St. Anne, Can. prop., 12 n. t., b. '89, Sorel, in com.
 St. Anthony, schr., wrecked Goderich, '56.
 St. Antoine, schr., 21 g. t., b. '87, Alpena, passed out '96.
 St. Catherine, schr., 33 g. t., b. '70, Fair Haven, in com.
 St. Charles, scow, ashore, Middle Bass island, '76.
 St. Clair, schr., 30 t., b. Newport, '24, sunk off Pt. aux
 Barques, '55.
 St. Clair, stmr., 250 t., b. Sandusky, '36, formerly Rhode
 Island, went into decay.
 St. Clair., schr., 30 t., b. Newport, '24, went New York,
 '26.
 St. Clair, stmr, 210 t., b. Detroit, 43.
 St. Clair, prop., b. Algonac, '66, transformed into stmr. St.
 Clair, '75.
 St. Clair, stmr., formerly prop. St. Clair, burned L. Sup., '76,
 26 lives lost.
 St. Clair, Can. schr., 132 n. t., b. '75, Robbin's Mills, in
 com.
 St. Clair, bge., 450 t., wrecked Sand Beach, '88, 4 lives
 lost.
 St. Clair Flat, Can. prop., 17 g. t., b. '67, Algonac, in
 com.
 St. Cloud, schr., 32 g. t., b. '69, Sheboygan, passed out,
 '94.
 St. Croix, Can. stmr., 194 n. t., b. '80, St. Nicholas, in
 com.
 St. David, Can. stmr., ashore L. Ont. '42.
 St. Elmo, Can. schr., 350 g. t., b. '53, Montreal.
 St. Francis, Can. tug, 80 n. t., b. '75, Montreal, in com.
 St. Francis, Can. stmr., 350 n. t., b. '76, Montreal, in com.
 St. George, Can. schr., 400 g. t., b. '34, Kingston.
 St. George, Can. tug, 49 n. t., b. '86, Sorel, in com.
 St. George, Can. tug, 88 n. t., b. '92, Montreal, in com.
 St. Helen, Can. stmr., 100 t., in com., '56.
 St. Helena, schr., lost on African coast, '61.
 St. Ignace, scow, 238 t., foundered L. Mich., '94.
 St. Ignace, prop., 1,199 g. t., b. '88, Detroit, in com.
 St. James, schr., 296 t., damaged by col., '60.
 St. James, Can. tug, 93 n. t., b. '75, Montreal, in com.
 St. John, Wm., tug, 31 g. t., later the Island Belle.
 St. Joe, schr., afloat L. Mich., '45.
 St. Joseph, schr., b. '35, Black River, O.
 St. Joseph, prop., 470 t., b. Buffalo, '46, wrecked L. Erie,
 '56.
 St. Joseph, schr., 165 g. t., b., '64, Marine City, in com. 
 St. Joseph, prop., 304 g. t., b. '67, Buffalo, in com.
 St. Joseph, prop., 400 t., lost, '88.
 St. Joseph, small stmr., sunk by col., '71, near Fighting
 Island.
 St. Julian, Can. sty., 20 g. t., b. '84, Kingston, in com. 
 St. Lawrence, Brit. ship, b. Kingston, '14, doubledecker, 120
 guns.
 St. Lawrence, stmr., 402 t., b. Oswego, '39, laid up, '50, first
 stmr. on L. Ont. with staterooms on main deck.
 St. Lawrence, stmr., sunk St. Lawrence r., '51.
 St. Lawrence, schr., b. Clayton before '52.
 St. Lawrence, stmr., 1,844 t., b. Buffalo, '53, made a bark,
 wrecked Buffalo, W.
 St. Lawrence, schr., 281 g. t., b. '63, Cleveland, in com. 
 St. Lawrence, Can. schr., 358 g. t., b. '64, St. Catharines, in
 com.
 St. Lawrence, prop., burned Kingston, '73.
 St. Lawrence, stmr., 312 g. t., b. '84, Clayton, wrecked Pt.
 Betsey, '98.
 St. Lawrence, prop., 1,437 g. t., b. '90, Marine City, in
 com.
 St. Louis, brig, 200 t., b. Kalamazoo, '43, lost L. Erie,
 '60.
 St. Louis, stmr., 618 t., b. Perrysburg, '44, wrecked L. Erie,
 '52.
 St. Louis, prop., 985 g. t., b. '64, Cleveland, in com.
 St. Louis, Can. tug, 60 n. t., b. '75, Buffalo, in com.
 St. Louis, Can. schr., 405 n. t., b. '77, St. Catharines, in
 com.
 St. Louis, Can. stmr., 267 n. t., b. '80, Labinier, in com. 
 St. Louis, sty., 11 g. t., b. '93, Chicago, in com.
 St. Marie, prop., 132 g. t., b. '75, Sugar Island, Mich., passed
 out, '97.
 St. Mary, schr., b. Perrysburgh, '48.
 St. Mary, schr., foundered L. Mich., '60, 7 lives lost.
 St. Mary, tug, burned Grand Haven, '63.
 St. Mary, tug, burned Glen Haven, '85.
 St. Magnus, Can. prop., 853 g. t., b. Hamilton, '80, burned Port
 Dalhousie, '95.
 St. Nicholas, prop., b. Cape Vincent, before '53, wrecked
 Sleeping Bear, '57.
 St. Nicholas, Can. stmr., b. '54, St. Catharines.
 St. Paul, schr., 303 t., passed out.
 St. Paul, prop., 760 g. t., b. '68, Marine City, in com.
 St. Paul, prop., sunk Detroit, '83.
 St. Paul, Can. tug, 82 n. t., b. '95, Sorel, in com.
 St. Paul, s. prop., 2,029 g. t., b. '97, South Chicago, in
 com.
 St. Peter, schr., 120 t., b. New Baltimore, '68, ashore Clay
 Banks, '71.
 St. Peter, schr., 289 g. t., b. '73, Toledo, in com.
 St. Peter, Can. schr., sank L. Ont., '98, 8 lives lost.
 St. Peter, Can. tug, 70 n. t., b. '75, Buffalo, in com.
 St. Peters, stmr., burned, '61, on ways at Sorel.
 St. Regis, schr., ashore L. Ont., '45.
 St. Stephen, schr., burned Detroit, '75.
 Ste. Marie, sfy., 1,357 g. t., b. Detroit, '93, in com.
 Salem, schr., 28 t., b. about '18.
 Salina, prop., 212 g. t., b. '66, Marine City, burned St. Clair
 r., '96.
 Sally, schr., 25 t., b. Cleveland, '12.
 Sally, sty., in com., '81.
 Saltillo, schr., sunk by col., St. Clair r., '53.
 Samana, schr., 287 t., b. '73, Oswego, wrecked Cleveland,
 '92.
 Sammons, Maud, tug, 18 g. t., b. '74, Cheboygan, in com. 
 Samoa, prop., 1,096 g. t., formerly Thomas W. Palmer, b. '80,
 Detroit, in com.
 Sampson, prop., 250 t., b. '42, Perrysburg, wrecked near Buffalo,
 '52.
 Samson, tug, 181 t., b. St. Catharines, '64. 
 Samson, tug, 181 g. t., b. '66, Detroit, in com. 
 Samson, tug, burned Bar Point, L. Erie, '65. 
 Samson, Can. prop., 129 g. t., b. '76, Lindsay, in com. 
 Samson, Can. prop., 15 g. t., b. '93, Simcoe, in com. 
 San Diego, schr., 809 g. t., b. '74, Detroit, chartered ocean
 service '98, wrecked on ocean. 
 San Jacinto, schr., damaged, '62. 
 San Jacinto, schr., b. Manitowoc, '70, wrecked Sheboygan, '71. 
 Sanborn, Maggie, tug, 21 g. t., b. '74, Buffalo, in com. 
 Sanborn, R. J., schr., wrecked L. Mich., '73. 
 Sanderson, Wm., schr., sunk L. Ont., '71. 
 Sands, Isabella, schr., 230 g. t., b. '74, Manistee, in com.
 Sandusky, stmr., 377d t., b. Sandusky, '34, burned Buffalo, '43,
 made bark, lost '45.
 Sandusky, schr., 110 t., ashore L. Erie, '38.
 Sandusky, brig, sunk Long Point, '48.
 Sanduskv, prop., 460 t., b. '48, burned L. Erie, '57.
 Sandusky, brig., lost in Straits, '56, 7 lives lost.
 Sandusky, schr., 837 g. t., b. '73, Gibraltar, in com.
 Sandy, Can. scow, 28 g. t., b. '86, Hamilton, in com.
 Sandy, Can. tug, 24 n. t., b. '87, Surnmerstown, in com.,
 formerly Glengarry.
 Sanford, George D., Jr., tug, 51 g. t., b. '82, Grand Haven, in
 com.
 Sanilac, prop., 310 g. t., b. '67, Algonac, in com.
 Santa Maria, caravel from Spain to World's Fair, '93.
 Santa Maria, slpy., 7 g. t., b. '93, Sault Ste. Marie, in
 com.
 Santa Maria, prop., 982 g. t., b. '93, Marine City, in com.
 Santillo, brig, sunk by col., L. St. Clair, '47, on first
 trip.
 Sapphire, sty., 120 g. t., b. '88, Bath, Me., in com.
 Sappho, prop., 224 t., b. '83, Detroit, in com.
 Sarah, schr., ashore, '60.
 Sarah, Can. schr., 81 n. t., b. '81, Port Burwell, in com.
 Sarah and Cornelia, Can. schr., ashore Long Point, '51.
 Sarah Jane, Can. scow, 238 g. t., b. '78, Port Robinson, in
 com.
 Saranac, schr., arrived Chicago from Liverpool, '66.
 Saranac, tug, 8 g. t., b. '90, Shelburne, Vt.
 Saranac, s. prop., 2,669 g. t., b. '90, Cleveland, in com.
 Saratoga, schr., ashore L. Erie, '38, sunk by col. '51, 4 men
 lost.
 Saratoga, stmr., 800 t., b. Cleveland, '46, wrecked Port Burwell,
 '54.
 Saratoga, schr,, 661 g. t., b. '46, Cleveland, lost near
 Chicago,. '55.
 Sardinia, schr., 150 g. t., b. '56, Penetanguishene, Ont., in
 com.
 Sardina, schr., wrecked Oswego, '64.
 Sargeant, J. W., schr., abandoned, '72.
 Sargent, James, prop., 34 t., b. '89, Rochester, passed out,
 '91.
 Sargisson, Z., tug, 13 g. t., b. '73, Winneconne, in com.
 Sarnia, schr., 126 t., b. Chippewa, '41.
 Sasco, schr., damaged by col., '60.
 Sassacus, schr., 109 g. t., b. 67, Oswego, lost '93, L. Mich.
 Sassacus, sty., 11 g. t., b. '88, Skaneateles, N. Y., in com.
 Satellite, tug, 149 t., b. Cleveland, '64, sunk off Whitefish
 Point, '79.
 Satisfaction, tug, 36 g. t., b. '71, Buffalo, in com.
 Satisfaction, tug, 47 g. t., b. '94, Sheboygan, in com.
 Saturn, schr., ashore Whitefish Point, '72.
 Saturn, Can. prop., 663 n. t., b. 175, Owen Sound, in com.,
 formerly the City of Owen Sound.
 Sauber, William F., prop., 2,053 g. t., b. '91, West Bay City, in
 com.
 Saucy Jack, Can. schr., 68 t., b. '64, Sandusky Creek, in
 com.
 Saucy Jim, Can. tug, 120 n. t., b. '87, Meaford, in com.
 Saugatuck, sty., 88 g. t., b. '75, Saugatuck, in com.
 Saugatuck, tug, 229 g. t., b. '87, Saugatuck, in com.
 Sauguenay, Can. stmr., burned '61.
 Savage, schr., 30 t., b. 28, passed out.
 Savage, R. D., Can. schr., 126 g. t., b. '82, Hull, in com.
 Savannah, schr., b. '36.
 Savannah, schr., 50 t., b. Milwaukee, '41, sunk L. Erie, '41,
 raised.
 Saveland, schr., 689 g. t., b. '73, Milwaukee, in com.
 Savidge, George P., tug, 20 g. t., b. '81, Grand Haven, passed
 out, '93.
 Savidge, Hunter, tug, 14 g. t., b. '66, Ferrysburg, Mich., in
 com.
 Savidge, Hunter, schr., 152 g. t., b. '79, Grand Haven, in
 com.
 Savona, s. prop., 2,362 g. t., b. '90, Bay City, in com.
 Sawyer, E. P., Can. tug, 180 n. t., b., '86, Buffalo, in com.
 Sawyer, James R, schr., 637 g. t.,.b. '71, Tonawanda, wrecked L.
 Mich., '93.
 Sawyer, Philetus, prop., 449 g. t., b. '84, Green Bay, in
 com.
 Sawyer, W. H., prop., 747 g. t., b. '90, West Bay City, in
 com.
 Saxon, brig, schr., lost '71.
 Saxon, s. prop., 2,348 g. t., b. '90, Cleveland, in com.
 Saxton, brig, b. Three Mile Bay, L. Ont., '48.
 Say When, sty., 87 g. t., b. '88, Bristol, R. I., in com.
 Scagel, Willie, Can. y., 11 n. t., b. '87, Sarnia, in com.
 Scammon, J. Young, schr., b. Chicago, '45, wrecked L. Mich., '48,
 2 lives lost.
 Scammon, Maria, schr., 194 t., passed out.
 Scandinavian, schr., 247 t., b. New Buffalo, '62.
 Scarth, Jessie, schr., foundered L. Mich., '81.
 Scarth, Jessie, Can. schr., 333 g. t., b. '71, Hamilton, in
 com.
 Schenck, S. C., s. tug, 126 g. t., b. '90, Buffalo, in com.
 Schilde, schr., 338 g. t., formerly Canada, b. '72, Hamilton,
 Ont., later the Eureka.
 Schiller, prop., 27 g. t., b., '84, Fort Howard, Wis., later the
 Nettle Denessen.
 Schlesinger, Ferd, prop., 2,607 g. t., b. '91, Milwaukee, in
 com.
 Schlitz Globe, schr., 20 g. t., b. '96, Racine, in com.
 Schnoor, H. C., prop., 244 g. t., b. '74, Fair Haven, Mich., in
 com.
 Schofield, L., Jr., sty., 9 g. t., b. '88, Algonac, in com.
 Schoolcraft, prop., 745 g. t., b. '84, Trenton, in com.
 Schriver, Fannie, tug, 20 g. t., b. '67, Buffalo, passed out,
 '93.
 Schroder, John, prop., 372 g. t., b. '90, Shebyogan, in com.
 Schuck, R. E., prop., 1,867 g. t., b. '90, Cleveland, in com.
 Schuette, John, schr,, 269 g. t., b. '75, Two Rivers, in com.
 Schultz, L. A., tug, 31 g. t., b. '82, Milwaukee, in com. 
 Schuyler, D. H., schr., b. Three Mile Bay, L. Ont., '48.
 Schuylkill, schr., wrecked Portage lake, '89. 
 Schuylkill, s. prop., 2,205 g. t., b. '92, Cleveland, in com.
 Scionda, sty., 84 g. t., b. '87, Athens, N. Y., in com.
 Scioto, schr., 130 t., b. Cleveland, '41, sunk L. Erie, '51, by
 col.
 Scorpion, U. S. schr., 86 t., 2 guns, b. Erie, '13 in battle Lake
 Erie, captured by British L. Hur., '14.
 Scorpion, slpy., 10 g. t., b. '91, Chicago, in com. 
 Scotch Thistle, Can. tug, 17 g. t., b. '93, Little Current, in
 com. 
 Scotia, prop., sunk L. Erie, '64, by col., 9 lives lost. 
 Scotia, Can. slp., 458 g. t., b. '70, St. Catharines, in com. 
 Scotia, 64 t., b. Detroit, '70. 
 Scotia, bge., 115 g. t., b. '72, in com. 
 Scotia, schr., 903 g. t., b. '73, Cleveland, in com. 
 Scotia, Can. tug, 20 n. t., b. '78, Glasgow, in com. 
 Scotia, prop., wrecked L. Sup, '84. 
 Scotland, schr., 100 g. t., b. '45, Perrysburg, O. 
 Scotland, schr., 187 t., lost L. Erie, '69. 
 Scotland, Can. schr., 150 g. t., b. '47, Toronto. 
 Scotland, schr., wrecked Port Stanley, '48. 
 Scotland, Can. bge., 450 n. t., b. '66, Brockville, in com. 
 Scotland, Can. prop., passed out. 
 Scott, A., schr., wrecked Vermilion, '59 
 Scott, E. H., brig, 200 t., b. St. Joseph, 43, wrecked L. Mich.,
 '52. 
 Scott, Gen., stmr., 240 t., b. Huron, O., '39, sunk L. St. Clair,
 by col., '48. 
 Scott, Gen., schr., 20 t., b. Sandusky, passed out. 
 Scott, James, schr., ashore Long Point, '81. 
 Scott, J. D., sty., 87 g. t., formerly City of Rochester, b. '76,
 Rochester, in com. 
 Scott, J. G., Can. v., lost L. Erie, '60. 
 Scott, J. Maria, prop., 378 g. t., later the White Star. 
 Scott, J. N., Can. schr., 20 g. t., b. '59, Goderich, in com. 
 Scott, Mary, tug, 26 g. t., b. '92, Ludington, in com. 
 Scott, Mary M., schr., 361 t., b. after 1850, Conneaut. 
 Scott, M. S., schr., wrecked Racine, '66. 
 Scott, Thomas A., prop., 1,159 t., b. Buffalo, '69, changed to
 sail, lost, '80. 
 Scott, Thomas R., prop., 268 g. t., b. '87, Grand Haven, in com. 
 Scott, T. R., tug, 10 t., b. '69, passed out. 
 Scott, Walter, Can. tug, 15 n. t., b. Buffalo, in com. 
 Scott, Walter, tug, 9 t., b. Detroit, '80, 
 Scott, Winfield, schr., b. '52, Black River, O., aground Point
 Pelee, '65. 
 Scott, Winfield, schr., 118 t., b. Cleveland, capsized '71. 
 Scott, Wm. L., tug, 55 g. t., b. '90, Buffalo, in com. 
 Scottish Chief, scow, wrecked L. Mich., '71. 
 Scourge, schr., 110 t., originally Lord Nelson, U. S. v. on L.
 Ont., '12, 9 guns, lost L. Ont., '13. 
 Scove, H. M., schr., 305 g. t., b. '73, Manitowoc, lost L. Mich.,
 '94. 
 Scoville, fry. stmr., St. Clair r., in com., '79. 
 Scoville, E., schr., 102 g. t., b. '61, Huron, in com. 
 Scoville, Jonathan, stcb., 136 g. t., b. '80, Buffalo, passed
 out, '90. 
 Scranton, s. prop., 2,015 g. t., b. '88, Cleveland, in com. 
 Scud, schr., 86 g. t., b. '68, Clayton, passed out, '97. 
 Scugog, Can. prop., 60 g. t., b. '59, Bridgenorth, in com. 
 Sea Bird, schr., sunk L. Erie, '50. 
 Sea Bird., schr., 139 t., b. '57, foundered L. Mich., '83, 9
 lives lost. 
 Sea Bird, stmr., 638 t., b. Newport, '59, burned L. Mich., '68,
 72 lives lost. 
 Sea Bird, scow, b. after 1850, Conneaut. 
 Sea Bird, scow, 102 t., total loss, '69. 
 Sea Bird, schr., 115 t., b. Trenton, '81. 
 Sea Flower, Can. prop., 7 g. t., b. '83, Toronto, in com. 
 Sea Flower, slp., 7 g. t., b. '96, Marinette, in com. 
 Sea Foam, schr., 40 g. t., b. '78, Sacket's Harbor, in com. 
 Sea Fox, tug, 15 g. t., b. '93, Rocky River, O., in com. 
 Sea Fox, sty., 74 g. t., b. '95, Detroit, in com. 
 Sea Gem, schr., 103 g. t., b. '63, Manitowoc, in com. 
 Sea Gull, schr., 125 t., b. Milan, '46. 
 Sea Gull, schr., wrecked Grand Haven, '69.
 Sea Gull, stmr., b. '59, burned, L. Mich., '68.
 Sea Gull, Can. tug, 41 n. t., b. 162, Marine City, in com.
 Sea Gull, Can. schr., 201 t., b. Oakville, '64, made brigantine
 and sailed to Africa '65, returned Kingston, '66, made bge. and burned
 Tawas, '88.
 Sea Gull, tug, 74 g. t., b. '68, Portsmouth, Mich., in com.
 Sea Gull, tug, 521 g. t., b. '83, Mystic, Conn., burned in
 Straits, '93.
 Sea Gull, Can. tug, 30 n. t., b. '90, Goderich, in com.
 Sea Gull, tug, sunk, Saginaw bay, '90.
 Sea Gull, prop., burned East Tawas, '90.
 Sea Gull, Can. prop., 9 g. t., b. '93, Port Severn in com.
 Sea King, Can. tug, 35 n. t., b. '92, Goderich, in com.
 Sea Lion, schr., 65 g. t., b. '84, Nicolette, Wis., in com. 
 Sea Queen, Can. tug, 26 n. t., b. '92, Goderich, in com. 
 Search, schr., 205 g. t., later the Grace Grummond.
 Sea Star, schr., 95 t., wrecked Ahnapee, '86.
 Sea Serpent, schr, ashore L. Mich., '36.
 Sea Shell, Can. tug, 7 g. t., b. '94, Kincardine, in com. 
 Sea Wing, tug, 22 g. t., b. '81, Detroit, in com.
 Sea Witch, scow, b. '50, Black River, O., wrecked Fort Erie,
 '59.
 Seacord, T. R., Can. scow, 122 g. t., b. '64, Port Robinson, in
 com.
 Seacord, T. R., Can. prop., 19 g. t., b. '67, Port Robinson, in
 com.
 Seaman, schr., 181 g. t., b. '48, Cleveland, in com.
 Seaman A., Can. tug, 101 n. t., b. '94, Buffalo, formerly tug J.
 Armstrong, in com.
 Seamour Belle, tug, 51 t., b. Cleveland, '59.
 Seaton, L., schr., 232 g. t., b. '72, Henderson, N. Y., wrecked
 L. Hur., '92.
 Seattle, prop., 429 g. t., b. '92, Oscoda, in com.
 Sebastopol, stmr., b. Cleveland about '54, lost L. Mich., '55, 7
 lives lost.
 Secor, J. K., prop., 100 g. t., b. '84, Toledo, in com.
 Segison, Geo. W., tug, 13 g. t., b. '73, Buffalo, in com. 
 Seguin, Can. tug, 843 n. t., b. '90, Owen Sound, in com. 
 Selbold, W. H., Can. prop., 22 g. t., b. '87, Goderich, in
 com.
 Selden, Marvin E., schr., 618 g. t., b. '81, Toledo, passed
 out,
 Selkirk, schr., 307 g. t., b. '62, Wallaceburg, Ont., in com.
 Selkirk, Can. bge., 843 n. t., b. '94, Kingston, in com.
 Seminole, schr., 188 g. t., b. '47, Point Peninsular, N. Y., in
 com.
 Senator, schr., 332 g. t., b. '63, Clayton, N. Y., in com. 
 Senator, Can. bge., 385 n. t., b. '71, Lancester, in com. 
 Senator, s. prop., 4,048 g. t., b. '96, Wyandotte, in com. 
 Senator Blood, schr., 230 g. t., b. '63, Oswego, passed out,
 '91.
 Seneca, English war v., 22 guns, on L. Ont., 1760.
 Seneca, Brit. v., 4 guns, b. Kingston, '12.
 Seneca, tug, b. '47, exploded Chicago, '55, 2 lives lost. 
 Seneca, stmr., burned Chicago, '51.
 Seneca, prop., early boat on L. Sup.
 Seneca, brig, wrecked Kalamazoo, '56.
 Seneca, prop., 2,669 g. t., b. '89, Cleveland, in com.
 Seneca Chief, schr., 150 t., b. Buffalo, '46, burned Manistee,
 '71.
 Seneca Chief, tug, 24 g. t., b. '93, Rochester, passed out,
 '96.
 Senora, slpy., 25 g. t., b. '93, in com.
 Sensation, Can. tug, 22 n. t., b. '73, Buffalo, in com.
 Sentinel, 297 t., b. '63, passed out.
 Sentinel, s. sty., 74 g. t., b. '83, Brooklyn, N. Y., in com. 
 Sephie, Can. schr., 369 n. t., b. '77, Goderich, in com.
 Serena, schr., ashore, '52.
 Serepta, Can. schr., now the Can. schr. Mary
 Everett. 
 Servia, prop 1,425 g. t., b. '88, West Bay City, burned L. Sup.,
 '98.
 Seventh Ohio, wrecked Chicago, '77.
 Seventy Six, schr., wrecked L. Mich., '48, stranded Grand river,
 '53.
 Severn, schr., wrecked Grand River, Ont., '52.
 Severn, Can. schr., 536 g. t., b. '72, Welland, in com.
 Severn, Can. prop., 44 g. t., b. '83, Waubaushene, in com.
 Sevona, prop., 2,362 g. t., b. '90, formerly Emily P. Weed.
 Sewell, Edith, schr., sunk off Wolfe island, '83.
 Sewell, Harry, Can. tug, 30 n. t., b. '74, Wallaceburg, in
 com.
 Sexton, D. B., schr., 345 t., sailed Detroit to Liverpool, '58,
 wrecked Straits of Gibraltar, '62.
 Seymour, George D., tug, 76 g. t., b. '75, Buffalo, in com.
 Seymour, H. R., brig, b. Three Mile Bay, L. Ont., '47.
 Seymour, R. A., prop., 131 g. t., b. '82, Manitowoc, in com.
 Seymour, Wm., Can. prop., 175 t., b. Goderich, passed out.
 Seymour, Wm. H., tug, 52 g. t., b. '74, Erie, in com.
 Shade, A., Can. schr., 72 g. t., b. '57, Goderich, in com.
 Shafer, E. C., sty., 24 g. t., b. '92, Buffalo, in com.
 Shakespeare, brig, b. Cleveland, '48, wrecked L. Mich., '58,
 afterward called Empire State.
 Shamrock, stmr., sunk, '42, St. Lawrence r.
 Shamrock, schr., capsized L. Erie, '44, recovered.
 Shamrock, Can. schr., 116 g. t., b. '69, Kingston, in in com.
 Shamrock, Can. stmr., 126 n. t., b. '85, Oakville, in com.,
 formerly Sadie.
 Shamrock, sly., 7 g. t., b. '90, in com.
 Shamrock, Can. tug, 14 g. t., b. Collingwood, '96.
 Shandon, schr., sunk Georgian Bay, '84.
 Shanks, I. L., schr., in com., '76.
 Shannon, schr., 120 t., b. Chippewa, '41.
 Shannon, schr., 400 t., b. '69, lost Georgian Bay, '70.
 Shark, schr., wrecked L. Erie, '38.
 Sharp, scow, in com., '57.
 Sharp, David, schr., in com., '75.
 Shattuck, W. B., schr., 37 g. t., b. '73, Menekaunee, passed out,
 '96.
 Shaughraun, tug, 43 g. t., b. Buffalo '82, now the Alpha.
 Shaughraun, i. tug, 45 g. t., b. '83, Buffalo, in com.
 Shaw, scow, wrecked Grand River, '74.
 Shaw, John, schr., 928 g. t., b. '85, West Bay City, foundered Au
 Sable, '94.
 Shaw, J. E., schr., lost in Straits, '56.
 Shaw, O., schr., 40 g. t., b. '70, South Haven, in com.
 Shawenag, Can. tug, 117 n. t., b. '82, Penetanguishene, in
 com.
 Shawmut, bge., 250 g. t., b. '89, in com.
 Shawnee, schr., 571 g. t., b. '73, Gibraltar, chartered for
 ocean, '98.
 She, sty., 10 g. t., b. '88, Buffalo, in com.
 Sheboygan, stmr., 623 g. t., b. '69, Manitowoc, in com.
 Sheboygan, tug, 62 g. t., b. '86, Sheboygan, in com.
 Sheffield, Chas. J., stmr., sunk by col., Whitefish bay, '89.
 Shelby, Blanche, Can. tug, 21 g. t., b. '74, Buffalo, in com.
 Shelby, Edward, tug, 27 g. t., b. '82, Saugatuck, in com.
 Sheldon, Cora A., tug, 54 g. t., b. '83, Saugatuck, in com.
 Sheldon, Sarah E., prop., 693 g. t., b. '72, Black River, O., in
 com.
 Sheldon, Thomas P., schr., 669 g. t., b. '71, East Saginaw,
 chartered ocean service, '98.
 Shenandoah, prop., 2,251 g. t., b. '94, West Bay City, in
 com.
 Shenango, No. 1, prop., 1,941 g. t., b. '95, Toledo, in com.
 Shenango, No. 2, prop., 1,938 g. t., b. '95, Toledo, now the
 Muskegon.
 Shepard, L. B., schr., 214 g. t., b. '55, Buffalo, capsized L.
 Mich., '98.
 Shepard, Sadie, prop., 188 g. t., b. '83, Huron, burned St.
 Clair, '98.
 Shephard, B. S., bark, 509 t., b. Cleveland, '54, wrecked L.
 Erie, '63.
 Shepherd Boy, Can. schr., 62 g. t., b. '93, Ottawa, in com.
 Sheppardson, schr., 130 t., b. Milwaukee, '45.
 Sheridan, bge., lost L. Hur., '66.
 Sheridan Belle, on L. Erie, '55.
 Sheridan, Gen., stmr., 100 t., b. Cleveland, '65.
 Sheridan, Phil, stmr., 711 t., b. '67, burned Buffalo, '75,
 Sheridan, Phil, schr., 7 g. t. b. '67, Bangor, Mich., passed out,
 '97.
 Sheridan, Phil, s. tug, 35 g. t., b. '89, Buffalo, in com.
 Sheriff, J., tug, 21 g. t., b. '74, Sheboygan, in com.
 Sheriffs, Jim, prop., 841 g. t., b. '83, Milwaukee, in com.
 Sherman, George, bark, 550 t., ore carrier in '56.
 Sherman, George, schr., 307 t., b. '62, wrecked L. Sup., '87.
 Sherman, John, schr., 322 g. t., b. '65, Cleveland, passed out,
 '93.
 Sherman, P. C., schr., 566 t., b. Cleveland, '62, ashore Long
 Point, '71, crew of 9 perished.
 Sherman, Walter A., bge., 519 g. t., b. '82, Buffalo, in com.
 Sherman, Watts, schr., 199 t., b. Buffalo, '47, later the
 Ebenezer.
 Sherman, W. P., 75 t., b. '69.
 Sherwood, Annie, schr., 622 g. t., b. '66, Fairport, lost L.
 Sup., '93, 2 lives lost.
 Sherwood, Grace, schr., sunk Port Burwell, '75.
 Sherwood, Nellie, Can. schr., foundered with all hands Georgian
 Bay, '82.
 Shiawassee, schr., 186 g. t., b. '70, Saginaw, passed out,
 '94.
 Shickluna, prop., burned Port Colborne, '70.
 Shickluna, prop., sunk near Algoma Mills, '83.
 Shickluna, Can. tug, 62 n. t., b. '62, St. Catharines, in
 com.
 Shickluna L., Can. prop., 394 n. t., b. '70, St. Catbarines, sunk
 by col. Long Point, '97.
 Shickluna, L., Can. tug, 30 n. t., b. '78, St. Catharines, in
 com.
 Shields, M., tug, 34 g. t., b. '70, Chicago, in com.
 Shipman, Allie E., prop., 40 g. t., b. '92, Manitowoc, in
 com.
 Shipman, Sarah R., prop., 17 g. t., b. '71, Saugatuck, passed
 out, '91.
 Shipner, Norwegian bark, arrived Detroit from Europe, '62.
 Shoecraft, tug, 12 g. t., b. '65, Wilson, N. Y., in com.
 Shoe Fly, Can. prop., 25 g. t., b. '70, Cleveland, in com.
 Shoo Fly, schr., 6 g. t., b. '74, Sand Beach, Mich., in com.
 Shook, schr., 361 t., total loss, '69.
 Shores, Adella, prop., 734 g. t., b. '94, Gibraltar, in com.
 Shores, E. A., Jr., prop., 520 g. t., b. '92, Sheboygan, in
 com.
 Shrewsburg, stmr., 326 g. t., b. '87, Bath, Me., in com.
 Shrigley, James H., prop., 459 g. t., b. '81, Milwaukee, in
 com.
 Shriver Brothers, tug, 17 g. t., b. '82, Saugatuck, in com.
 Shriver, Eli, Jr., tug, 26 g. t., b. '90, Buffalo, in com.
 Shriver, Fannie, tug, 20 t., b. '69.
 Shupe, Wm., schr., 240 g. t., b. '62, Milan, wrecked L. Hur.,
 '94, 4 lives lost.
 Sibera, prop., 1,618 g. t., b. '82, West Bay City, in com.
 Sibley, Hiram W., prop., 1,418 g. t., b. '90, East Saginaw,
 wrecked L. Mich., '98.
 Sible M. H., schr., 250 t., b. Buffalo, '47, lost L. Erie,
 '69.
 Sicken, M., prop., 212 g. t., b. '84, Marine City, in com. 
 Sidney, stcb., 129 g. t., b. '80, Havana, N. Y., passed out,
 '93.
 Sidonie, tug, 14 g. t., b. '98, Manitowoc, in com.
 Siemens, Sir William, s. prop., 4,344 g. t., b. '96, Cleveland,
 in com.
 Siesta, prop., 102 g. t., b. '82, Bristol, R. I., in com.
 Siesta, Can. sty., 15 g. t., b. '88, Kingston, in com.
 Sigel, Gen. Franz, schr., 316 g. t., b. '62, Black River, O., in
 com.
 Sigison, Geo. W., stmr., 13 g. t., b. '97, in com.
 Sigma, sty., 158 g. t., b. '83, Trenton, Mich., in com.
 Signal, schr., 161 t., b. '47, wrecked Oswego, '56.
 Signal, Can. prop., 95 n. t., b. '96, Collinwood, in com.
 Sill, Henry S., tug, 35 g. t., b. '75, Buffalo, in com.
 Silver Cloud, schr., 96 g. t., b. '69, Sheboygan, capsized L.
 Mich., '91, 3 lives lost.
 Silver King, sty., 37 g. t., b., '93, Buffalo, in com.
 Silver Lake, schr., 111 g. t., b. '89, Little Point Sable, in
 com.
 Silver Spray, Can. stmr., 269 g. t., b. Port Dalhousie, '64, sunk
 by col. L. St. Clair, '69, raised.
 Silver Spray, sty., 111 g. t., b. '89, Buffalo, in com.
 Silver Spray, sty., 38 g. t., b. '95, West Bay City, in com.
 Siver Spray, tug, 33 g. t., b. Sandusky, O., '98, in com.
 Simcoe, Can. schr., b. 1797, Kingston.
 Simcoe, Brit. v., 12 guns, sunk L. Ont., '12, broken up few years
 after war.
 Simcoe, Can. schr., 150 g. t., b. 39, Lake Simcoe.
 Simcoe, Can. prop., sunk L. Mich., '80, several lives lost.
 Simcoe, Gov., Can. schr., b. Mississaga Pt., '08.
 Simmons, Rouse, schr., 205 g. t., b. '68, Milwaukee, in com.
 Simmons, Z. G., schr., 136 g. t., b. '66, Huron, O., sunk by
 col., Manistee, '80, raised, in com.
 Simpson, John, schr., passed out.
 Simpson, Lucia A., schr., 227 g. t., b. '75, Manitowoc, in
 com.
 Simpson, W. H., 49 g. t., b. '89, Sheboygan, in com.
 Sims, Laney, schr., 45 g. t., b. '86, Presque Isle, Mich., in
 com.
 Sims, Tom, schr., 321 t., b., Chicago, '62, total wreck
 Pierrepont, '82.
 Sincennes, Can. tug, 232 n. t., b. '93, Montreal, in com. 
 Singapore, Can. schr., 243 n. t., b. 78, Kingston, in com. 
 Sioux, scow, ashore Sandusky, '68.
 Sippican, schr., 121 g. t., b. '82, Port Huron, passed out
 '95.
 Sir Arthur, tug, 21 g. t., b. '92, Benton Harbor, in com.
 Sir F. B. Head, Can. schr., damaged L. Ont., '42.
 Sir James Kempt, Can. stmr., b. Bath, '29.
 Sir John, Can. tug, 85 n. t., b. '84, Buffalo, in com.
 Sir Hector, Can. prop., 40 g. t., b. '91, Ottawa, in com. 
 Sir Luke, sty., 44 g. t., b. '92, Vans Harbor, Mich., in com.
 Siren, Can. bge., 401 n. t., b. '73, Quebec, in com. 
 Siren, sly., 17 g. t., b. '85, in com. 
 Sirius, schr., 256 t., b. Milan, '54, sailed Detroit for
 Liverpool, '62, wrecked St. Lawrence r. 
 Sirius, sty., 17 . t., b. '85, Clayton, in com. 
 Sisbold, Wm. H., Can. tug, 33 n. t., b. '87, Goderich, in
 com.
 Siskowit, schr., 40 t., added L. Sup. fleet, '45.
 Siskiwitt, Can. prop., 47 t., b. Buffalo, '87, in com. 
 Siskiwot, Can. tug, 50 n. t., b. Houghton, in com. 
 Sitka, prop., 1,740 g. t., b. '87, West Bay City, in com. 
 Six Brothers, schr., 19 g. t., b. '72, St. James, Mich., passed
 out, '97. 
 Sixsmith, W. H., Can. schr., 147 g. t., b. '87, Hull, in com.
 Sizer, schr., lost '94, L. Mich. 
 Sizer H. H., brig, 242 t., b. Pillar Pt., '45, capsized L. Mich.,
 '46, several lives lost, sunk Dunkirk, '51. 
 Skater, prop., 92 g. t., b. '90, Detroit, in com. 
 Sketch, schy., 8 g. t., b. '83, Chicago, in com. 
 Skidmore, R. J., schr., 107 t., ashore Leland, '85. 
 Skinner, J. B., Can. schr., in com., '65. 
 Skinner, J. B., schr., b. '41, Conneaut, lost L. Mich., '55. 
 Skinner, J. S., 195 t., b. '69. 
 Skinner, schr., total loss, Grand Haven, '82. 
 Skinner's sloop, Can. L. Ont. before 1801. 
 Skjoldoman, slp., arrived Chicago from Norway, '63. 
 Skylark, schr., b. Clayton, N. Y., sunk Alexandria bay, '77. 
 Skylark, schr., 312 g. t., b. '63, Detroit, wrecked, '95. 
 Slaty Jack, Can. tug, 28 n. t., b. '74, Buffalo, in com. .
 Slauson, Minnie, schr., 317 g. t., b. '67, Green Bay, in com.
 Sleipun, Norwegian bark, arrived Detroit, '63.
 Sligo, Can. schr., 399 n. t., b. '60, St. Catharines, in com.
 Sloan, schr., lost L. Mich., '35, 6 lives lost.
 Sloan, Alex. H., sty., 25 g. t., b. '88, Buffalo, in com.
 Sloan, Annie L., sty., 17 g t., b. '86, Buffalo, passed out,
 '97.
 Sloan, Geo. B., schr. , 298 t, wrecked Oswego, '85.
 Sloan, Samuel M., tug, 15 g. t., b. '82, Buffalo, in com.
 Smalley, J. H., stpd., 32 g. t., b. '89, Bay City, passed out,
 '93.
 Smart, David, brig, 203 t., wrecked near Chicago, '57.
 Smead, R. C., schr., 75 t., b. Chaumont, N. Y., '39, wrecked L.
 Erie, '52.
 Smith, Abram, schr., 373 g. t., b. '92, Algonac, in com.
 Smith, Andrew J., tug, 239 g. t., b. '76, Buffalo, in com.
 Smith, Angus, schr., 580 g. t., b. '76, Milwaukee, in com.
 Smith, Anna, stmr., lost '89, L. Hur. 
 Smith, Annie L., tug, 44 g. t., b. '68, Chicago. in com. 
 Smith, Augusta, slp., 14 g. t., b. '67, Cape Vincent, in com.
 Smith, Bessie, bge., b. Toledo, '73. 
 Smith, Charles, schr., b. Cape Vincent, before '53. 
 Smith, Charley J., schr., 43 g. t., b. '97, South Haven, in
 com.
 Smith, Charlie O., tug, 64 g. t., formerly S. S. Rumage, b. '63,
 Cleveland, in com.
 Smith, Davis & Co., stcb., 131 g. t., b. '86, Lockport,
 passed out, '93.
 Smith, Edward, prop., 700 g. t., b. '83, Marine City, in com.
 Smith, Edward, prop., 748 g. t., b. '90, West Bay City, in com. 
 Smith, Ella M., tug, 151 g. t., b. '76, Algonac, in com. 
 Smith, F. E., tug, 32 g. t., b. '91, Cleveland, in com. 
 Smith, Florence M., schr., 60 g. t., b. '84, Charlevoix, Wrecked
 L. Mich., '97. 
 Smith, Frances, Can. stmr., 627 t., b. Owen Sound, '67. 
 Smith, Gerritt, schr., 254 g. t., b. '55, Buffalo, in com. 
 Smith, Gov., prop., 2,044 g. t., b. '89, Detroit, in com. 
 Smith, H. P., tug, totally burned Saginaw river, '72. 
 Smith, Ira O., tug, 39 g. t., b. '77, Muskegon, burned near
 Chicago, '98. 
 Smith, J. A., schr., 248.t., b. '71, wrecked Straits, '87.
 Smith, J. B., stmr., 141 t., b. Algonac, '64.
 Smith, Janie E., tug, 24 g., t., b. '92, Ashtabula, in com.
 Smith, Jesse, schr., b. Clayton, L. Ont., '32.
 Smith, Jessie, schr., 117 t., b. Detroit, '43, wrecked L. Mich.,
 '48.
 Smith, John, tug, 14 g. t., b. '76, Manistee, in com.
 Smith, Julia, schr., ashore Ahnapee, '81.
 Smith, Lathem. D., 46 g. t., b. '90, Milwaukee, in com.
 Smith, Lillie, Can. prop., 304 n. t., b. '88, Southampton, in
 com.
 Smith, L. P., tug, 39 t., b. '69.
 Smith, L. P., tug, 73 g. t., b. '94, Cleveland, in com.
 Smith, Minerva, schr., on L. Mich, '40.
 Smith, Paul, Can. stmr., 175 n. t., b. '73, Quebec, in com.,
 formerly the Gatineau,
 Smith, Peter, tug, 161 g. t., formerly Ada, b. '63, Glasgow,
 Scotland, in com.
 Smith, Rosa, bge., 554 t., b. Saginaw, '82.
 Smith, Sarah, tug, 45 g. t., b. '83, West Bay City, in com.
 Smith, Sidney T., tug, 71 g. t., b. '95, Manitowoc, in com.
 Smith, Sophia, schr., made bge., lost L. Hur., '74.
 Smith, Sydney, 216 t., Brit. v., L. Ont., '13, 12 guns,
 afterwards the Netly.
 Smith, Thomas H., tug, lost, '93, L. Mich.
 Smith, Walter, schr., 42 g. t., b. '83, South Haven, passed out,
 '95.
 Smith, Wm., schr., 44 t., b. South Haven, '70.
 Smith and Post., Can. schr,, 212 g. t., b. '66, Oakville, Ont.,
 in com.
 Smoke, David, bge., 593 t., damaged, '69.
 Smuggler, schr., 8 g. t., b. '89, Manistee, in com.
 Smyth, Henry, Can. prop., 39 g. t., b. '77, Wallaceburg, in
 com.
 Snook, T. W., prop., 168 g. t., b. '73, Mt. Clemens, in com.
 Snowball, Can. schr., 23 g. t., b. '81, Chatham, in com.
 Snow Bird, Can. schr., 90 n. t., b. '62, Brighton, in com.,
 formerly the M. Proctor.
 Snowbird, schr., 95 t., b. Spanish River, '70.
 Snowdrop, schr., b. Conneaut, '53.
 Snow Drop, schr., 190 g. t., b. '54, Sacket's Harbor, wrecked
 North Point, '92.
 Snowstorm, Can. tug, 24 n. t., b. '91, Port Stanley, in com.
 Snyder, Eddie, tug, 4 g. t., b. '82, Erie, passed out, '95.
 S. O. Co., No. 75, s. schr., 793 g. t., b. '95, West
 Superior.
 S. O. Co., No. 76, s. schr., 793 g. t., b. '95, West
 Superior.
 S. O. Co., No. 81, 1,774 g. t., b. '97, in com.
 Sodus, schr., lost L. Mich., '59
 Somers, schr., 94 t., 2 guns, formerly Catherine, b. '03, bought
 by U. S. Gov., in Perry's fleet, captured by British off Fort Erie and used
 in Canadian merchant service.
 Somerset, schr., ashore L. Erie, '52.
 Somerset, bge., wrecked off Monroe, '72.
 Son and Heir, schr., total loss Georgian Bay, '69.
 Song, John J., Can. tug, 201 g. t., b. '94, Collingwood, in
 com.
 Sonntag, Can. prop., 7 g. t., b. '91, Toronto, in com.
 Sonora, schr., 275 g. t., b. '54, Sacket's Harbor, in com.
 Sonora, sty., 24 g. t., b. '93, Detroit, in com.
 Sonsmith, Rosa, schr., 766 g. t., b. '82, Saginaw, Mich., in
 com.
 Soo City, prop., 670 g. t., b. '88, West Bay City, in com.
 Soper, Albert, prop., 349 g. t., b. '81, Grand Haven, ashore
 Algoma, '98.
 Sophia, English v., on L. Ont. in 1795.
 Sophia, schr., 50 t., b. Sacket's Harbor, '18, made stmr.,
 wrecked Georgian Bay, '54.
 Sophia, Can. schr., sailed Kingston to Liverpool, '50.
 Sophia, sty., 16 g. t., b. '94, Alexandria Bay, in com.
 Sorel, schr., wrecked L. Ont., '61.
 Sorel, Can. stmr., 86 n. t., b. '71, Sorel, in com.
 Sorel Boy, Can. prop., 25 n. t., b. '82, Three Rivers, in
 com.
 South, Can. stmr., 266 n. t., b. '85, Levis, in com.
 South America, schr., 100 t., b. Vermilion, '41, lost in a storm
 L. Erie, '43.
 South Eastern, Can. prop., 395 n. t., b. '81, Montreal, now the
 Can., prop. International.
 South Haven, scow, 80 t., damaged, '69.
 South Haven, schr., 114 t., wrecked Muskegon, '86.
 South Side, schr., 139 g. t., b. '67, Milwaukee, passed out,
 '94.
 Southampton, Can. bge., 379 n. t., b. '60, Garden Island, in
 com.
 Southeastern, Can. stmr., burned Prescott, '97.
 Southern Belle, Can. v., formerly Rothesay Castle.
 Southern Belle, tug, 38 g. t., b. '74, Chicago, passed out,
 '95.
 Southern Cross, sty., 25 g. t., b. '94, in com.
 Southerner, stmr., 500 t., b. Trenton, '47, wrecked L. Erie,
 '63.
 Southern Michigan, stmr., 1,470 t., b. Buffalo, '52,
 dismantled.
 Southgate, R. H., prop., 14 g. t., b. '88, Alexandria Bay, later
 the Lizzie H.
 Southwest, schr., 292 g. t., b. '66, Ogdensburg, lost L. Sup.,
 '98.
 Southwest, schr., 280 t., lost, '69.
 Southwood, Can. prop., 19 g. t., b. '84, Barrie, in com.
 Souvenir, schr., 87 g. t., b. '54, Lake, Wis., passed out,
 '94.
 Souvenir, schr., foundered L. Mich., '62, 4 lives lost.
 Sovereign, Can. stmr., 475 g. t., b. '40, Niagara, broken up.
 Sovereign, Can. slp., 65 n. t., b. '76, Kingston, in com.
 Sovereign, Can. stmr., 303 n. t., b. '89, Montreal, in com.
 Sovereign, Can. prop., foundered L. Sup., '91.
 Sovereign of the Lakes, bark, b. Clayton, L. Ont., before '52,
 ashore Detroit r., '55.
 Spademan, Chas., schr., 306 g. t., b. '73, Marine City, in
 com.
 Spafford, F., tug, 35 t., boiler exploded Chicago, '65.
 Spalpeen, i. tug, 29 g. t., b. '89, Buffalo, in com.
 Spangler, Kyle., schr., b. '56, Black River, O., wrecked Atlantic
 coast.
 Spanker, scow, 45 t., total loss, '69.
 Spannier, Lewis, b. '60.
 Sparrow, schr., 50 t., b. China, '45, wrecked near Buffalo,
 '55.
 Sparrow, Joseph E., schr., 264 g. t., b. '73, Bangor, Mich.,
 passed out, '94.
 Sparrow, Can. prop., 25 g. t., b. '82, Dechener Creek, in
 com.
 Sparta, schr., ashore Gananoque, '81.
 Sparta, prop., 1,017 g. t., b. '74, Cleveland, in com.
 Sparta, sty., 24 g. t., b. '92, Sparta, Mich., in com.
 Spartan, schr., afloat, '48, lost L. Mich., '60.
 Spartan, Can. stmr., 452 n. t., b. on Clyde, put together '64,
 Montreal, in com.
 Spaulding, J. B., schr., sunk Rondeau, '83.
 Spaulding, J. M., schr., 71 g. t., b. '75, Manhattan, O., in
 com.
 Spaulding, Jesse, tug, 52 g. t., formerly Henry Marshall, b. '83,
 Green Bay, in com.
 Spaulding, M. B., prop., 419 t., b. Buffalo, '49, burned
 Forrester, L. Hur., '60, bottom made a vessel.
 Spear, Thomas, tug, 83 g. t., b. '82, Green Bay, in
 com. 
 Specular, prop., 1,741 g. t., b. '82, Cleveland, in com. 
 Speed, schr., sunk Muskegon, '55. 
 Speed, schr., 104 t., b. '48, Madison, O., wrecked near Racine,
 '83. 
 Speed, schr., 40 g. t., b. '66, Detroit, wrecked, '94.
 Speedwell, schr., b. L. Sup, 1789 or earlier. 
 Speedwell, slp., on L. Erie in 1801. 
 Speedwell, schr., 161 t., b. Ohio City, '47. 
 Speedwell, schr., 276 t., b. '74, ashore L. Ont., '86. 
 Speedwell, Can. schr., 181 g. t., b. '75, Marysburg, in com.
 Speedy, Can. v., b. Navy Pt., 1776, lost near Presque Isle, L.
 Ont., 1804, with all on board, 24 souls, including Justice Cochrane and
 other distinguished passengers.
 Stag, tug, wrecked, '70.
 Stalker, M., schr., 255 t., sunk by col., L. Hur., '86.
 Stambach, H. G., brig, b. Conneaut, capsized L. Erie, '48, 3
 lives lost, wrecked North Manitou, '57.
 Stampede, schr., 294 g. t., b. '62, Huron, O., in com.
 Standard, tug, 15 t., b. '70.
 Standard, H. M., bge.., ashore, '81, Fairport.
 Standard, stpd., 25 g. t., b. '87, Lorain, passed out, '93. 
 Stanley, Can. schr., 47 g. t., b. '51, Bayfield, in com.
 Stanley, scow, lost Georgian Bay, '59.
 Stanley, Can. prop., 914 g. t., b. '88, Govan, in com.
 Stanley, H. M., Can. schr., 397 n. t., b. '73, Port Dalhousle, in
 com., formerly the schr. J. H. Breck.
 Standard, B. A., bark, capsized near Rondeau, '59, wrecked Point
 Betsey, '64.
 Stannard, N. M., brig, sunk by col. North Manitou, '59,
 raised.
 Stanton, D. D., schr., 17 t., b. Detroit, '43.
 Stanton, E. M., schr., 152 g. t., b. '66, Detroit, in com. 
 Stanwood, F. H., tug, 18 g. t., b. '83, Saugatuck, in com. 
 Star, Brit. brig, 260 t., 16 guns, b. L. Ont., '14, formerly Earl
 of Moira.
 Star, stmr., 128 t., b. Belvidere, Mich., '37, burned Buffalo,
 '45.
 Star, schr., wrecked Georgian Bay, '52, 6 lives lost.
 Star, schr., wrecked near Conneaut, '64.
 Star, tug, burned Saginaw, '69.
 Star, Can. bge., 347 g. t., b. '73, Quebec, in com.
 Star, tug, 10 g. t., b. '82, Conneaut, passed out, '95.
 Star, schr., 13 g. t., b. '86, Au Gres, Mich., passed out
 '96.
 Star of Hope, schr., 256 g. t., b. '56, Cleveland, passed out,
 '93.
 Star of the North, schr., 214 g. t., b. '54, Cleveland, in
 com.
 Stark Alwine, sty., 10 g. t., b. '88, Buffalo, in com.
 Starke, schr., 209 g. t., b. '76, Milwaukee, passed out, '97.
 Starke, tug, 49 g. t., b. '89, Sheboygan, in com.
 Starke, C. H., prop., 317 g. t., b. '81, Milwaukee, in com. 
 Starkey, schr., stranded Grand river, '42.
 Starkey, O. P., schr., b. Cape Vincent, ashore Buffalo '37.
 Starkweather, tug, sunk near Cleveland, '79.
 Starlight, schr., 307 t., b. '56, foundered L. Hur., '83, 4 lives
 lost.
 Starlight, schr., 30 g. t., b. '69, Erin, Mich., in com.
 Starlight, schr., 31 t., b. '97, South Haven, in com.
 Starling, Can. schr., 198 g. t., b. '73, Sophiasburg, in com.
 Starrucca, prop., 1,500 t., b. '75, total wreck, L. Sup. '88. 
 Starrucca, s. prop., 3,114 g. t., b. '97, Buffalo, in com. 
 Startled Fawn, Can. prop., 24 n. t., b. '90, Toronto, in com.
 State of Michigan, prop., 736 g. t., formerly Depere, b. '73,
 Manitowoc, in com.
 State of Ohio, stmr., 1,222 g. t., formerly City of Alpena, b.
 '80, Wyandotte, in com.
 State of New York, i. stmr., 808 g. t., formerly City of
 Mackinac, b. '83, Wyandotte, in com.
 Stauber, George, sty., 42 g. t., b. '83, Buffalo, in com.
 Stauber, George, tug, 43 g. t., b. '84, Buffalo, in com.
 Steadman, Oscar C., tug, 68 g. t., b. '96, Cleveland, in com.
 Steele, George, schr., 270 g. t., b. '55, Three Mile Bay, broken
 up L. Hur., '98.
 Steele, H. B., schr., 118 t., wrecked Point Betsey, L. Mich.,
 '70.
 Steinhart, schr., capsized L. Mich., '55.
 Steinhoff, J. W., Can. prop., 311 g. t., b. '74, Wallaceburg, now
 Queen City.
 Spencer, George, prop., 1,360 g. t., b. '84, Cleveland, in
 com.
 Spencer, J. C., schr., 86 t., passed out.
 Spencer, Mollie, tug, 53 g. t., b. '69, Buffalo, in com.
 Spencer, Wm., stcb., 131 g. t., b. '81, Havana, N. Y., passed
 out, '93.
 Speranza, schr., 69 g. t., b. '84, Bay Ridge, N. Y., in com.
 Spicer, W. J., stmr., 446 t., b. Port Sarnia, '64, later the W.
 W. Stewart.
 Spinner, F. E., prop., 1003 g. t., formerly Quebec, b. '74,
 Chatham, Ont., in com.
 Spinney, Joseph S., tug, 15 g. t., b. '73, Buffalo, in com. 
 Split Log, U. S. revenue cutter, b. about '18.
 Spokane, s. prop., 2,357 g. t., b. '86, Cleveland, in com. 
 Sport, i. tug, 45 g. t., b. '73, Wyandotte, in com.
 Sport, sty., 72 g. t., b., '81, Newburg, N. Y., in com.
 Sport, tug, 12 g. t., b. '85, Grand Haven, in com.
 Sport, sty., 9 g. t., b. '89, Buffalo, in com.
 Sporstman, Can. prop., 34 g. t., b. '88, Ottawa, in com. 
 Sprague, H. C., bge., 316 t., b. Toledo, '81.
 Sprague, H. C., schr., 316 g. t., b. '80, Rockwood, Mich., passed
 out, '97.
 Sprague, N. P., tug, b. '57, boiler exploded '57, 9 lives lost,
 sunk Point Pelee, '84.
 Sprankle, J. R., s. tug, 44 g. t., b. '94, Cleveland, in com. 
 Spray, schr., capsized off South Haven, '75.
 Spray, Can. tug, 141 n. t., b. '93, Montreal, in com.
 Spray, Can. prop., 42 g. t., b. '74, Brockville, in com.
 Spray, Can. prop., 15 g. t., b. '88, Kincardine, in com. 
 Spray, Can. prop., 47 g. t., b. '88, Wallaceburg, in com. 
 Spray, Can. tug, 22 n. t., b. '94, Levis, in com.
 Springer, M. C., schr., 10 g. t., b. '87, Red River, Wis., passed
 out, '94.
 Sprite, tug, 23 g. t., formerly Bertie Dahlke, b. '71, Buffalo,
 in com.
 Sprite, sty., 13 g. t.., b. '89, Grand Haven, in com.
 Sprudel, sty., 67 g. t., b. '91, Buffalo, in com.
 Spry, Ellen, schr., 518 t., sunk L. Mich., '86.
 Spry, John, prop., 92 t., burned Green Bay, '85.
 Spry, John, prop., 583 g. t., formerly May Durr, b. '88,
 Milwaukee, in com.
 Spy, schr., 74 t., b. '58, wrecked L. Mich., '83.
 Squatter, sty, 8 g. t., b. '92, Chicago, in com.
 Squaw, Can. prop., 22 g. t., b. '91, Glen Almond, in com.
 Staats, Elizabeth, Can. scow, 134 g. t., b. '78, Lockport, N. Y.,
 in com.
 Stabel, John A., sty., 39 g. t., b. '95, Buffalo, in com.
 Stack, J. K., schr., 12 g. t., b. '75, in com.
 Stafford, schr., 199 g. t., b. '68, Tonawanda, in com.
 Stafford, Alice, prop., 859 g. t., formerly prop., Lora, b. '82,
 Benton Harbor, in com.
 Stafford, W. R., prop., 744 g. t., b. '86, West Bay City, in
 com.
 Stag, tug, wrecked, '70.
 Stalker, M., schr., 255 t., sunk by col., L. Hur., '86.
 Stambach, H. G., brig, b. Conneaut, capsized L. Erie, '48, 3
 lives lost, wrecked North Manitou, '57.
 Stampede, schr., 294 g. t., b. '62, Huron, O., in com.
 Standard, tug, 15 t., b. '70.
 Standard, H. M., bge., ashore, '81, Fairport.
 Standard, stpd., 25 g. t., b. '87, Lorain, passed out, '93.
 Stanley, Can. schr., 47 g. t., b. '51, Bayfield, in com.
 Stanley, scow, lost Georgian Bay, '59.
 Stanley, Can. prop., 914 g. t., b. '88, Govan, in com.
 Stanley, H. M., Can. schr., 397 n. t., b. '73, Port Dalhousie, in
 com., formerly the schr J. H. Breck.
 Standard, B. A., bark, capsized near Rondeau, '59, wrecked Point
 Betsey, '64.
 Stannard, N. M., brig, sunk by col. North Manitou, '59,
 raised.
 Stanton, D. D., schr., 17 t., b. Detroit, '43.
 Stanton, E. M., schr., 152 g. t., b. '66, Detroit, in com.
 Stanwood, F. H., tug, 18 g. t., b. '83, Saugatuck, in com.
 Star, Brit. brig, 260 t., 16 guns, b. L. Ont., '14, formerly Earl
 of Moira.
 Star, stmr., 128 t., b. Belvidere, Mich., '37, burned Buffalo,
 '45.
 Star, schr., wrecked Georgian Bay, '52, 6 lives lost.
 Star, schr., wrecked near Conneaut, '64.
 Star, tug, burned Saginaw, '69.
 Star, Can. bge., 347 n. t., b. '73, Quebec, in com.
 Star, tug, 10 g. t., b. '82, Conneaut, passed out, '95.
 Star, schr., 13 g. t., b. '86, Au Gres, Mich., passed out,
 '96.
 Star of Hope, schr., 256 g. t., b. '56, Cleveland, passed out,
 '93.
 Star of the North, schr., 214 g. t., b. '54, Cleveland, in
 com.
 Stark Alwine, sty., 10 g. t., b. '88, Buffalo, in com.
 Starke, schr., 209 g. t., b. '76, Milwaukee, passed out, '97.
 Starke, tug, 49 g. t., b. '89, Sheboygan, in com.
 Starke, C. H., prop., 317 g. t., b. '81, Milwaukee, in com.
 Starkey, schr., stranded Grand river, '42.
 Starkey, O. P., schr., b. Cape Vincent, ashore Buffalo, '37.
 Starkweather, tug, sunk near Cleveland, '79.
 Starlight, schr., 307 t., b. '56, foundered L. Hur., '83, 4 lives
 lost.
 Starlight, schr., 39 g. t., b. '69, Erin, Mich., in com.
 Starlight, schr., 31 t., b. '97, South Haven, in com.
 Starling, Can. schr., 198 g. t., b. '73, Sophiasburg, in com.
 Starrucca, prop., 1,500 t., b. '75, total wreck L. Sup. '88.
 Starrucca, s. prop., 3,114 g. t., b. '97, Buffalo, in com.
 Startled Fawn, Can. prop., 24 n. t., b. '90, Toronto, in com.
 State of Michigan, prop., 736 g. t., formerly Depere, b. '78,
 Manitowoc, in com.
 State of Ohio, stmr., 1,222 g. t., formerly City of Alpena, b.
 '80, Wyandotte, in com.
 State of New York, i. stmr., 808 g. t., formerly City of
 Mackinac, b. '83, Wyandotte, in com.
 Stauber, George, sty., 42 g. t., b. '83, Buffalo, in com. 
 Stauber, George, tug, 43 g. t., b. '84, Buffalo, in com. 
 Steadman, Oscar C., tug, 68 g. t., b. '96, Cleveland, in com.
 Steele, George, schr., 270 g. t., b. '55, Three Mile Bay, broken
 up L. Hur., '98.
 Steele, H. B., schr., 118 t., wrecked Point Betsey, L. Mich.,
 '70.
 Steinhart, schr., capsized L. Mich., '55.
 Steinhoff, J. W., Can. prop., 311 g. t., b. '74, Wallaceburg, now
 Queen City.
 Steins, Rosa, schr., lost, '71.
 Stella, schr., capsized and raised, '71.
 Stella, Can. prop., 16 g. t., b. '92, Collingwood, in com.
 Stella, Can. slp., 5 g. t., b. '92, Oakville, in com.
 Stellar, Andrew, stch., 133 g. t., b. '80, Tonawanda, in com.
 Stellar, sty., 26 g. t., b. '93, in com.
 Stephenson, Bob, tug, 18 g. t., b. '72, Buffalo, in com.
 Stephenson, George, s. prop., 4,563 g. t., b. '96, West Bay City,
 in com.
 Stephenson, I. Watson, prop., 639 g. t., b. '96, West Bay City,
 in com.
 Stephenson, Isaac, schr., 461 g. t., b. '79, Manitowoc, in
 com.
 Stephenson, S. M., schr., 511 g. t., b. '89, Manitowoc, in
 com.
 Sterling, schr., ashore near Toronto, '56.
 Sterling, schr., ashore, Black River, '78.
 Sterling, F. S., tug, 78 g. t., b. '93, Monroe, in com.
 Stevens, Bell, b. St. Joseph, '61.
 Stevens, Belle, schr., 88 g. t., b. '73, Bangor, Mich., passed
 out, '95.
 Stevens, Ezra, tug, in com., '78.
 Stevens, Ida M., tug, 22 g. t., b. '89, Buffalo, in com.
 Stevens, J. H., schr., 94 g. t., b. '66, Detroit, in com.
 Stevens, John, tug, in com., '70.
 Stevens, O., bark, 320 t., wrecked Georgian Bay, '67.
 Stevens, W. H., schr., lost L. Hur., '63.
 Stevens, Wm. H., prop., 1,332 g. t., b. '86, West Bay City, in
 com.
 Stevenson, Ellen, schr., 43 g. t., b. '75, Sheboygan, foundered
 L. Mich., '97.
 Stevenson, Wm., tug, 30 g. t., b. '87, Buffalo, in com.
 Stewart, A., schr., 533 g. t. b. '89, Mt. Clemens, in com.
 Stewart, Archie, Can. tug, 92 n. t., b. '92, Ottawa, in com.
 Stewart, Carrie, stch., 141 g. t., b. '90, Buffalo, later the
 Charleston.
 Stewart, David, brig, b. '46, in St. Clair r.
 Stewart, David, schr., 545 g. t., b. '67, Cleveland, sunk Pigeon
 bay, '93.
 Stewart, Duncan, scow, capsized L. Erie, '57.
 Stewart, Edward, tug, 15 g. t., b. '76, Grand Haven, passed out,
 '96.
 Stewart, Eric, Can. schr., 230 t., b. Port Dover, '73, in
 com.
 Stewart, Frank, schr., wrecked Oswego, '63.
 Stewart, Mary, prop., 442 t., b. '55, wrecked Grand Haven,
 '66.
 Stewart, R. G., prop., 197 g. t., b. '78, Buffalo, in com.
 Stewart, Rhoda, prop., 447 g. t., b. '73, Algonac, in com.
 Stewart, W. W., schr., 294 g. t., formerly W. J. Spicer, b. '80,
 Port Huron, in com.
 Stickland, Col., Can. prop., 164 g. t., b. '71, Lakefield, in
 com.
 Stickney, George, tug, 12 g. t., b. '80, Grand Haven, in com.
 Stickney, Natt, tug, 77 g. t., b. '80, Saginaw, in com.
 Stimson, Thomas D., prop., 509 g. t., formerly Virginia, b. '81,
 Mt. Clemens, Mich., in com.
 Stockbridge, F. B., schr., 266 g. t., later the Hattie Hutt.
 Stockman, prop., converted into tug, '62.
 Stockman, H. D., schr., 11 g. t., b. '85, Au Sable, foundered
 Saginaw bay, '94.
 Stockton, tug, 81 t., burned Bear Creek, '65.
 Stockton, Mary, schr., 233 g. t., b. '54, Manistee, passed out,
 '95.
 Stoker, Robert, Can. prop., 17 n. t., b. '77, Quebec, in com.
 Stone City, tug, 42 g. t., b. '96, Lockport, Ill., in com.
 Stone, Ella G., tug, 42 g. t., formerly E. L. Mason, b. '81,
 Algonac, in com.
 Stone, George, prop., 1,841 g. t., b. '93, West Bay City, in
 com.
 Stone, L. B., schr., 61 g. t., b '68, Clayton, in com.
 Stone, S. S., tug, 68 g. t., b '82, Cleveland, in com.
 Stone, Walter H., prop., 33 g. t., b. '89, Sandusky, in com.
 Stone, William, schr., 183 g. t., b. '96, Vermilion, in com.
 Storm, schr., lost L. Mich., with one life, '64.
 Story, James, Can. tug, 64 n. t., b. '88, Collingwood, in
 com.
 Stowell, A., schr., lost L. Ont., '62.
 Straightaway, sty., 51 g. t., later the Vapiti.
 Stranger, schr., 121 t., b. Milan, '43.
 Stranger, tug, 89 t., b. '63.
 Stranger, tug, 49 g. t., b. '72, Hammondsport, N. Y., passed out,
 '97.
 Stranger, Can. prop., 28 g. t., b. '80, Lindsay, in com.
 Stranger, tug, 10 g. t., b. '81, Detroit, passed out, '97.
 Stranger, stch., 135 g. t., b. '81, Buffalo, in com.
 Stranoch, Jacob, schr., capsized Milwaukee, '55.
 Street, Charles A., prop., 512 g. t., b. '88, Grand Haven, in
 com.
 Street, Thos. Clark, Can. schr., 340 g. t., b. '69, St.
 Catharines, in com.
 Striker, Charles P., tug, 14 g. t., b. '92, Buffalo, in com.
 Strohn, C. B., tug, 26 g. t., b. '88, West Bay City, in com.
 Stronach, J. and A., schr., 143 g. t., later the A. B. C. F.
 M.
 Strong, Alice, prop., sunk Cleveland by col., '89.
 Strong, Alice, stpd, 78 g. t., b. '70, Berlin, Mich., passed out,
 '93.
 Strong, Helen, stmr., 253 t., b. Monroe, '43, wrecked near
 Barcelona, '47, 2 lives lost.
 Strong, Samuel, schr., b. '47, Black River, O., wrecked Pere
 Marquette, '55.
 Stuart, David, brig, wrecked near Chicago, '57, 7 lives lost.
 Stuart, Ellen, schr., sunk Long Point, '51.
 Stuart, Mary, prop., sunk Buffalo, '62.
 Sturges, George, schr., 439 g. t., formerly Higgis, b. '72,
 Sheboygan, in com.
 Sturgess, G. S., tug, bought by U. S. Gov. '63, for Mississippi
 river service.
 Suavity, schr., ashore, '45.
 Success, schr., 395 t., b Detroit, '62.
 Success, tug, 26 g. t., b. '62, Blenders Land'g, Mich., in
 com.
 Success, bark, foundered L. Mich., '63, 10 lives lost.
 Success, schr., 134 g. t., b. '75, Manitowoc, wrecked L. Mich.,
 '96.
 Swell, Calvin, schr., sunk L. Ont., '58.
 Suffel, George, Can. schr., 75 g. t., b '66, Port Burwell, in
 com.
 Suffel, W. J., Can. schr., 287 n. t., b. '74, Port Burwell, in
 com.
 Suffolk, Can. schr, 251 t., b. Buffalo, '47.
 Sult, Joseph C., prop., 152 g. t., b. '84, Saugatuck, in com.
 Sullivan, Hannah, tug, 29 g. t., b. '77, Milwaukee, in com.
 Sultan, brig, b. Chicago, '48, sunk off Euclid, '64, 7 lives
 lost.
 Sultan, schr., wrecked Port Hope, '73.
 Sultana, stmr., 800 t., b. Trenton, '47, made bge., renamed
 Cumberland, wrecked '58.
 Sultana, bge, lost L. Hur., '63.
 Sultana, sty., 77 g. t., b. '74, Cleveland, foundered L. Mich.,
 '96, 4 lives lost.
 Summer, Alanson, prop., 300 g. t., b. '72, Oswego, in com.
 Summer Cloud, bark, 341 t., b. '64, Black River, O.
 Sumner, Chas., scow, sunk near Rondeau, '65.
 Sun, prop., 629 t., b. Buffalo, '54, passed out.
 Sunbeam, stmr., 398 t., b. Manitowoc, '61, foundered L. Sup.,
 '63, 21 lives lost.
 Sunbeam, Can. prop., 13 g. t., b. '78, Birdsall, in com.
 Sunbeam, slpy., 7 g.t., b. '87, Cleveland, passed out, '93.
 Sunbeam, sty., 52 g. t., b. '88, Buffalo, in com.
 Sunbeam, tug, 53 g. t., b. '91, Chicago, in com.
 Sunbury, schr., 224 t., b. Buffalo, '59.
 Sunnyside, schr., 563 t., b. '63, foundered L. Mich., '83.
 Sunnyside, prop., 113 t., lost L. Mich., '67.
 Sunnyside, schr., 35 g. t., b. '72, Newport, Mich., in com.
 Sunod, tug, 62 g. t., b. '92, Ashtabula, in com.
 Sunrise, schr., 439 g. t., b. '62, Cleveland, sunk by col. L.
 Mich., '96.
 Sunrise, bark, lost L. Hur., '71.
 Sunrise, schr., wrecked near Chicago, '87.
 Sunrise, schr., 26 g. t., b. '88, Milwaukee, in com.
 Sunshine, schr., 389 g. t., b. '54, Saginaw, in com.
 Sunshine, bark, capsized off Fairport, '69, several lives
 lost.
 Superior, U. S. frigate, 1,580 t., 58 guns, b. L. Ont., '14.
 Superior, stmr., 300 t., b. Buffalo, '22, made ship, lost L.
 Mich., '43.
 Superior, schr., ashore Cedar Point, '25.
 Superior, an old hulk, sent over Niagara Falls, '31.
 Superior, stmr., 507 t., b. Perrysburg, '45, wrecked L. Sup.,
 '56, 35 lives lost.
 Superior, schr., b. Clayton, L. Ont., before '52.
 Superior, bark, wrecked L. Ont., '60.
 Superior, schr., 306 g. t., b. '61, Detroit, passed out, '97.
 Superior, schr., 70 t., b. '66.
 Superior, prop., 964 g. t., b. '73, Gibraltar, Mich., wrecked L.
 Mich., '98.
 Superior, Can. tug, 134 n. t., b. '81, Owen Sound, in com.
 Superior, prop., 251 g. t., b. '90, Cleveland, in com.
 Superior, tug, 71 g. t., b. '96, Benton Harbor, in com.
 Superior, bge., 94 g. t., b. '97, in com.
 Superior City, s. stmr., 4,579 g. t., b. Lorain, '98, in com.
 Supply, schr., wrecked L. Hur., '32.
 Supply, brig, 396 t., lost L. Mich., '69.
 Supply, schr., 89 g. t., b. '61, Black River, O., passed out,
 '96.
 Supply, tug, sunk off Port Washington, '69.
 Surprise, schr., 25 t., first v. b. Buffalo, about 1805.
 Surprise, Can. schr., wrecked L. Erie, '27.
 Surprise, schr., 222 g. t., b. '56, Milan, O., in com.
 Surprise, stpd., 17 g. t., b. '89, Sandusky, in com.
 Surprise, Can. tug, 19 g. t., b. '93, Gore Bay, in com.
 Susan, Can. schr., ashore Otter creek, '28.
 Susan C., schr., 18 g. t., b. Detroit, passed out, '93.
 Susanna, schr., burned Port Dover, '53.
 Susie, schy., 9 g. t., b. '87, Buffalo, passed out, '93.
 Susie B., tug, 20 g. t., b. '92, Lorain, in com.
 Susquehanna, stmr., b. Oswego, '35.
 Susquehanna, prop., 439 t., in com., '60.
 Susquehanna, schr., 270 t., sunk L. Erie, '65.
 Susquehanna, s. prop., 2,782 g. t., b. '86, Buffalo, in com.
 Sutherland, J. E., schr., 99 t., damaged, '69.
 Sutler Girl, scow, 70 t., lost '69.
 Sutton, Belle, Can. prop., 6 g. t., b. '80, Sutton, in com.
 Sutton, David, tug, 28 g. t., b. '80, Buffalo, in com.
 Sutton, Emma V., tug, 23 g. t., b. '73, Buffalo, passed out,
 '94.
 Sutton, Lizzie, tug, 23 t., burned L. Sup., '86.
 Sutton, M. R., tug, 21 t., b. '70.
 Swain, Martin, tug, 285 g. t., b. '81, Detroit, burned St. Mary's
 r., '98.
 Swain, V., prop., 955 g. t., b. '74, Cleveland, in com.
 Swallow, slp., 11 t., b. Detroit, '43.
 Swallow, schr., 70 t., added L. Sup. Fleet, '45.
 Swallow, schr., ashore Braddock's Point, '80.
 Swallow, prop., 256 g. t., b. '73, Trenton, Mich., in com.
 Swallow, schr., sunk Fairport, '88.
 Swallow, slp., 15 g. t., b. '88, Grindstone Island, N. Y., in
 com.
 Swan, schr., conveyed American troops to Detroit in 1796.
 Swan, schr., b. before '38.
 Swan, schr., 41 t., b. Cleveland, '43.
 Swan, stmr., 166 t., b. Detroit, '51, burned Toledo, '52, and at
 Algonac, '54.
 Swan, tug, burned East Saginaw, '75.
 Swan, prop., 95 g. t., b. '88, Sandusky, in com.
 Swan, Can. tug, 27 n. t., b. '96, Port Burwell, in com.
 Swan, Geo., Can. tug, 22 n. t., b. '94, Kincardine, in com.
 Swan, M. R., tug, 17 g. t., later the J. H. Upham, Jr.
 Swansea, prop., 19 g. t., b. '87, Detroit, in com.
 Swayon, Tom, scow, b. after 1850, Conneaut.
 Sweden, scow, sunk Buffalo, '45.
 Sweden, schr., 383 t., b. Kingston, '70.
 Sweeney, John, bark, wrecked Muskegon, '66.
 Sweepstakes, schr., 369 g. t., b. '56, Cleveland, in com.
 Sweepstakes, tug, 227 g. t., b. '67, Cleveland, in com.
 Sweepstakes, Can. schr., 218 g. t., b. '67, Wellington Sq., in
 com.
 Sweetheart, schr., lost L. Hur., '80.
 Sweetheart, schr., 538 g. t., b. '67, Detroit, in com.
 Sweet Home, schr., ashore near Dunville, '67.
 Sweet Mary, Can. prop., 13 g. t., b. '89, Henry Harbor, in
 com.
 Sweet, Thomas C., Can. schr., ashore Racine Point, '75.
 Swift, Can. schr., 34 g. t., b. '52, Port Credit, in com.
 Swift, schr., lost Wolf Island, L. Ont., '70.
 Swift, A. R., 457 g. t., b. Detroit, '55.
 Swift, James, Can. prop., 126 n. t., b. '93, Kingston, in
 com.
 Swift, O. L., tug, lost L. Erie, '68.
 Sylph, schr., 300 t., U. S. v. L. Ont., '13, 10 guns.
 Sylph, schr., wrecked L. Erie '24, several lives lost.
 Sylph, schr., b. Clayton about '41, lost near Oswego, '53.
 Sylvan Glen, schr., 24 g. t., b. '79, Sand Beach, passed out,
 '97.
 Sylvan Stream, stmr., 379 g. t., b. '63, Athens, N. Y., later the
 Empire State.
 Sylvia, slpy., 8 g. t., b. '83, Bristol, Ont., passed out,
 '93.
 Syphax, tug, 10 g. t., later the Pacific.
 Syracuse, prop., 350 t., b. Oswego, '45.
 Syracuse, schr., sunk L. Ont., '63.
 Syracuse, tug, 10 g. t., b. '72, Buffalo, in com.
 Syracuse, s. prop., 1,917 g. t., b. '84, Wyandotte, in com.
 Syracuse, stmr., 85 g. t., b. '97, in com.
 
 
 T
 Taber, Horace, schr., 268 g. t., formerly Amoskcage, b. '67, St.
 Clair, Mich., in com.
 Table Rock, bge., lost Tawas Point, '72.
 Tacheclana, Can. prop., 10 g. t., b. '79, Ottawa, in com.
 Tacoma, prop., 1,879 g. t., b. '81, Cleveland, in
 com.
 Tacoma, tug, 76 g. t., b. '94, Benton Harbor, in com.
 Take, schr., 298 g. t., b. '67, Marine City, in com.
 Takort, M., stch., 96 g. t., b. '76, Chicago, in com.
 Takort, W. G., schr., total loss L. Erie, '51.
 Tallahasse, sty., burned off Long river, '93.
 Tallahassie, schr., 83 g. t., b. '81, Manitowoc, passed out,
 '94.
 Tampa, prop., 1,972 g. t., b. '90, West Bay City, lost L. Sup.,
 '98.
 Tank, Fred, prop., 91 g. t., b. '89, Ward's Canal, O., later the
 Coaster.
 Tasher, schr., in com. '66.
 Tarane, Robert, tug, 41 g. t., b. '68, Chicago, in com.
 Tarrynot, schr., stranded Bois Blanc island, '60.
 Tartar, schr., abandoned Point Pelee, '70.
 Tasmania, schr., 979 g. t., b. '71, Port Huron, in com., formerly
 James Conch.
 Texas, tug, 98 t., b. '64, Vicksburg, boiler exploded Port Huron,
 '74, killing several of the crew.
 Tay, Can. schr., 154 g. t., b. '80, Hull, in com.
 Taylor, A. B., prop., 103 g. t., b. '84, Saugatuck, in com.
 Taylor, Bella, Can. prop., 38 g. t., b. '68, Chatham, in com.
 Taylor, Ella, Can. tug, 50 n. t., b. '83, Chatham, in com.
 Taylor, Emily, schr., 35 g. t., b. '33, Ahnapee, in com.
 Taylor, E. S., scow, b. '57, Black Rock, O., wrecked L. Erie,
 '60.
 Taylor, Gen., schr., 245 t., b. Cleveland, '47, wrecked near
 Chicago, '56.
 Taylor, Gen., prop., 462 t., b. '48, Buffalo, lost L. Mich.,
 '82.
 Taylor, Helen, prop., 82 g. t., b. '94, Grand Haven, in com.
 Taylor, Hetty, schr., sunk near Sheboygan, abandoned, '81.
 Taylor, Joseph, Can. prop., 17 g. t., b. '94, Lake Dumoine, in
 com.
 Taylor, J. H., stch., 134 g. t., b. '81, Rochester, in com.
 Taylor, J. V., tug, 40 g. t., b. '81, Buffalo, in com.
 Taylor, J. V., schr., 199 g. t., b. '68, Winneconne, Wis., in
 com.
 Taylor, Mary, Can. schr., 156 t., b. Kingston, '65, now the schr.
 Loretta Rooney.
 Taylor, W. F. P., stmr., 95 t., b. Silver Creek, '35, burned,
 afterwards wrecked L. Mich., '42.
 Taylor, W. J., Can. prop., 9 g. t., b. '83, Chatham, in com.
 Taylor, W. R., bge., sunk L. Sup., '84.
 Taylor, W. R., Can. schr., now the Can. Schr. S. H. Dunn.
 Teed, Ellen, schr., wrecked near Chicago, '70.
 Tecumseh, bge., sunk near Port Huron, '81.
 Tecumseh, Can. prop., 530 n. t., b. '73, Chatham, sunk L. Lup.,
 '98.
 Tecumseh, stmr., 259 t., b. '44, Algonac, wrecked, '50, formerly
 the Fairport.
 Tecumseth, Can. schr., 207 g. t., b. '62, Goderich, in com.
 Teed, Bob, tug, 45 g. t., b. '83, Saugatuck, in com.
 Telegram, Can. prop., 165 n. t., b. '84, Waubaushene, in com.
 Telegraph, schr., 276 t., b. '47, in '84 renamed Jack
 Thompson.
 Telegraph, stmr., 196 t., b. near Dexter, N. Y., '36, changed to
 sail vessel, burned, '52.
 Telegraph, stmr., 101 t., b. Truago, Mich., '49, sunk by col., L.
 Erie, '59.
 Telephone, tug, 19 g. t., b. '80, Lorain, in com.
 Tell, William, slp., b. '28, Black River, O.
 Tell, Wm., scow, burned St. Joseph, '69.
 Teller, Marion, tug, 33 g.t., b. '79, West Bay City, in com.
 Telmelah, schr., b. Saginaw, '68.
 Temperance, Can. scow, 84 g. t., b. '73, Welland, in com.
 Temperance, Can. scow, 38 g. t., b. '77, Tilbury, in com.
 Temperance, schr., wrecked, '37.
 Tempest, bge., burned, Marine City, '90.
 Tempest, prop., 412 g. t., b. '72, Marine City, in com.
 Tempest, prop., 369 g. t., b. '76, Grand Haven, in com.
 Tempest, prop., 67 g. t., b. '92, Miami, O., in com.
 Tempest, prop., burned Marine City, '89.
 Tempest, schr., 196 g. t., b. '84, Racine, passed out, '92.
 Tempest, tug, 14 g. t., b. '84, West Bay City, foundered,
 Cleveland, '91, 3 lives lost.
 Tempest, schr., ashore L. Mich., '49.
 Tempest, tug, 15 g. t., b. '84, West Bay City, in com.
 Tempest, tug, arrived Detroit from Philadelphia, '67.
 Temple, Flora, schr., wrecked Racine, '70.
 Temple, M. S. prop., 98 g. t., b. '71, Sault Ste. Marie, passed
 out, '91.
 Tender, Can. prop., 31 g. t., b. '80, Toronto, in com.
 Tennie and Laura, schr., 56 g. t., b. '76 Manitowoc, in com.
 Tepiakan, Can. prop. 40 n. t., b. '95, Sarnia, in com.
 Terisa, schr., 10 g. t., b. '82, Port Sanilac, in com.
 Terrebonne, Can. stmr., 187 n. t., b. '71, Sorel, in com.
 Teutonia, schr., 594 g. t., b. '81, Marine City, in com.
 Texas, schr., b. '36, Black River, sunk near Put-in-Bay, '45,
 wrecked Rondeau, '51.
 Thal, S., schr., 55 g. t., b. '67, Oshkosh, lost with crew of 5,
 L. Mich., '98.
 Thames, schr., 80 t., Can. V. on Lake Erie before '12.
 Thames, Can. schr., 151 g. t., b. '80, Hull, in com.
 Thames, Can. stmr., 160 t., b. Chatham, '35, burned by "patriots"
 at Windwor, '38.
 Thames, Can. stmr., '82 g. t., b. '88, London, in com.
 Thames, Can. prop., 76 g. t., b. '72, Chatham, in com.
 Thatcher, H. C., tug, 50 g. t., b. '78, Toledo, passed out,
 '94.
 Thayer, Algie O., tug, passed out.
 Thayer, J. O., schr., 381 g. t., later the Mike Corry.
 The Brick, schr., 53 g. t., b. '91, Traverse City, in com.
 The Cigar Boat, Can. schr., b. '49, Toronto, broken up.
 The Hope, schr., 14 g. t., b. '70, Holland, in com.
 The High Rock, Can. sty., 8 g. t., b. '85, Kingston, in com.
 The Tramp, tug, 41 g. t., b. '90, Benton Harbor, in com.
 The Windsor, prop., 194 g. t., b. '94, Tawas, in com.
 Theileke, Flossie, tug, 29 g. t., b. '79, Buffalo, passed out,
 '93.
 Theresa, Can. prop., 84 g. t., b. '85, Toronto, in com.
 Theresa, stmr., burned Toronto, '85.
 Thermutis, bark, arrived Detroit from Liverpool, '66.
 Thew, W. P., prop., 207 g. t., b. '84, Lorain, in com.
 Thiel, Allie, schr., wrecked Chicago, '70.
 Third Michigan, tug, 40 g. t., b. '69, Ferrysburg, Mich., in
 com.
 Thistle, schr., b. Tonawanda, '73.
 Thistle, Can. schr., 117 g. t., b. '69, Kingston, in com.
 Thistle, Can. stmr., 145 n. t., b. '82, Toronto, in com.,
 formerly Canadian.
 Thistle, sty., 49 g. t., b. '87, Chicago, in com.
 Thistle, Can. tug, 52 n. t., b. '81, Collingwood, in com.
 Thomas, tug, in com., '80.
 Thomas, A. D., s. prop., 1,399 g. t., b. '91, West Bay City, in
 com.
 Thomas, Almeros, schr., 35 g. t., b. '91, Bay City, in com.
 Thomas, Robert, schr., 16 g. t., b. '97, West Bay
 City, in com.
 Thomas, Sidney G., s. schr., 3,200 g. t., b. '97, Cleveland, in
 com.
 Thompson, 242 t., b. Huron, '30.
 Thompson, schr., b. Buffalo, '56.
 Thompson, Annie E., prop., sunk Grand Haven, '86.
 Thompson, Bros., tug, 10 g. t., b. '72, Buffalo, passed, '95.
 Thompson, C. D., tug, 91 g. t., b. '93, Port Huron, in com.
 Thompson, Emma E., prop., 276 g. t., b. '75, Saginaw, in com.
 Thompson, Essie M., schr., 50 g. t., b. '96, Charlevoix, in
 com.
 Thompson, Jacob, U. S. rev. cut., b. Milan, O., ordered New York,
 '61.
 Thompson, Jack, schr., 209 g. t., b. '65, Conneaut, lost '94, L.
 Mich., formerly schr., Telegraph.
 Thompson, Maggie, schr., 155 g. t., b. '67, Whitehall, Mich., in
 com.
 Thompson, Maggie, schr., capsized L. Mich., '88.
 Thompson, Sheldon, stmr., 241 t., b. Huron, '25, broken up,
 '37.
 Thompson, Thomas, tug, burned L. Erie, '77.
 Thompson, Thomas, tug, 19 g. t., b. '73, Buffalo, in com.
 Thompson, D. G., Can. tug, 205 n. t., b. '83, Kingston, in
 com.
 Thora, tug, 24 g. t., b. '93, Grand Haven, in com.
 Thorine, Annie, schr., 89 g. t., b. '55, Manitowoc, in com.
 Thorne, John, i. stmr., 119 g. t. later the Islander.
 Thornholme, stmr., aground Barrel Ledge rock, '90.
 Thornton, schr., wrecked L. Mich., '50, several lives lost.
 Thousand Island Rambler, Can. prop., 36 g. t., b. '81,
 Burdentown, in com.
 Thousand Islands, schr., b. Clayton, L. Ont., before '52.
 Three Bells, bge., lost L. Mich., '69.
 Three Bells, scrh., 305 t., b. Buffalo, '54.
 Three Bells, schr., 60 g. t., b. '54, Racine, in com.
 Three Brothers, schr., 349 g. t., b. '73, Black River, O., in
 com.
 Three Links, schr., 7 g. t., b. '93, in com.
 Three Rivers, Can. stmr., 656 n. t., b. '74, Sorel, in com.
 Throop, Lizzie, wrecked L. Mich., 54.
 Thrush, Can. bge., 649 n. t., b. '90, Montreal, in com.
 Thurber, Francis B., stch., 131 g. t., b. '80, Lockport, N. Y.,
 in com.
 Thursby, John, schr., 360 t., lost Grand Traverse, '67.
 Thurso, Can. schr., 153 g. t., b. '87, Rockland, in com.
 Thurso, Can. prop., 20 g. t., b. '92, Rockland, in com.
 Thurston, Gen. schr., ashore Point Edward, '76.
 Thurston, Geo., bark, 324 t., total loss, '69.
 Tibbett, stmr., collided with stmr., Ottawa, '55.
 Tibbetts, John, schr., in com. about '50, sunk L. Erie, '83.
 Tibbetts, John, schr., 250 t., wrecked Cedar Creek, '88.
 Tice, Edwin S., prop., 728 g. t., b. '87, Manitowoc, in com.
 Tiffany, J. H., sunk by col. with prop., Milwaukee, '59, 5 lives
 lost.
 Tifft, J. H., tug, 26 t., b. '70.
 Tiger, schr., 62 t., on lakes before '30.
 Tiger, tug, burned Bay City, '70.
 Tigress, U. S. schr., 96 t., 1 gun, b. Erie, '13, in battle Lake
 Erie, captured by British, L. Hur., '14.
 Tilden, S. J., schr., 613 g. t., b. '69, Cleveland, in com.
 Tilden, S. J., schr., 582 t., sunk by col. near Port Huron,
 '86.
 Tilley, Sir L., Can. prop., 804 n. t., b. '84, St. Catharines, in
 com.
 Tillinghast, Thos. A., tug, burned near Erie, '76.
 Time, prop., 18 g. t., b. '84, Cheboygan, in com.
 Times, scow, b. after 1850, passed out.
 Tindall, Dan. Schr., lost, '71.
 Tinker, scow, 8 g. t., b. '84, Port Huron, passed out, '93.
 Tinto, prop., burned Kingston, '56, 18 lives lost.
 Tinto, Dick, stmr., 205 t., b. Cleveland, '54.
 Tioga, stmr., boiler exploded, Chicago, '90, many lives lost.
 Tioga, prop., 549 t., b. Cleveland, '62, burned off Point Pelee,
 '77.
 Tioga, i. prop., 2,085 g. t., b. '85, Buffalo, in com.
 Tippecanoe, schr., 50 g. t., b. '36, Maumee, O.
 Tisdale, H. G., i., prop., 81 g. t., b. '72, Philadelphia, in
 com.
 Tiskillwa, stmr., sunk by col., '37, several lives lost.
 Titan, schr., 336 t., lost with all hands, Pentwater, '69.
 Titania, i. sty., 73 g. t., b. '75, Buffalo, in com.
 Titania, Can. prop., 17 g. t., b. '91, Kingston, in com.
 Tobey, H. P., i. sty., 8 g. t., b. '90, Toledo, in com.
 Toboggan, scow, b. '86, sunk near Milwaukee, '87.
 Todd, David, schr., in com., '61.
 Todman, H. N., Can. schr., 158 n. t., b. '67, Wellington, in
 com.
 Todman, H. N., schr., stranded L. Hur., '81.
 Tokio, schr., 1,383 g. t., b. '89, West Bay City, in com.
 Toledo, Can. bge., 378 n. t., b. '72, Quebec, in com.
 Toledo, brig, 216 t., b. Southport, in com., '45.
 Toledo, prop., 579 g. t., b. '62, Cleveland, wrecked Portage,
 '98.
 Toledo, prop., 583 t., b. Buffalo, '54, sunk L. Mich., '56, over
 40 lives lost.
 Toledo, schr., 130 t., b. Buffalo, '36, wrecked L. Erie, '38.
 Toledo, schr., 140 t., b. East Oswego, '43, wrecked L. Mich.,
 '75.
 Toledo, tug, 5 t., b. '69.
 Toltec, prop., 767 g. t., b. '89, Marine City, in com.
 Tomine, Annie, scow, capsized L. Mich., '83.
 Tomlinson, G. A., tug, 78 g. t., b. '96, West Bay City, in
 com.
 Tompkins, Gov., schr., 96 t., originally Charles & Ann,
 U. S. v., on L. Ont., '12, 8 guns.
 Toms, Fred, Can. schr., 161 g. t., b. '81, Ottawa, in com.
 Tonawanda, prop., in com., '61, sunk '70, near Buffalo, raised
 '71.
 Tonawanda, tug, 31 g. t., b. '93, Buffalo, in com.
 Toneata, Can. prop., 14 g. t., b. '85, Kingston, in com.
 Topeka, prop., 1,376 g. t., b. '89, Milwaukee, in com.
 Topsey, schr., lost '91, L. Mich.
 Topsy, Can. sty., 9 g. t., b. Midland, '96.
 Topsy, Can. scow, 21 g. t., b. '66, Iroquois, in com.
 Tornado, schr., in com., '65, passed out.
 Toronto, Can. bge., 400 n. t., b. '75, Montreal, in com.
 Toronto, Can. prop., formerly U. S. stmr., Gen. Porter.
 Toronto, Can. stmr., 200 t., b. Toronto, '25, broken up.
 Toronto, Can. stmr., b. Toronto, '98.
 Toronto Belle, Can. prop., 17 g. t., b. '80, Toronto, in com.
 Toronto Yacht, Can. y., b. 1790, wrecked, '12.
 Torrent, bark, sunk Port Stanley, '63.
 Torrent, tug, 203 g. t., b. '69, Cleveland, in com.
 Torrent, Ida M., prop., 338 g. t., b. '81, Mt. Clemens, burned
 Cross Village, Mich., '93. 
 Torrent, John, tug, 18 g. t., b. '75, Muskegon, in
 com.
 Torrent, Nellie, prop., 302 g. t., b. '81, Detroit, in com.
 Toucey, Isaac, U. S. rev. cut.. b. Milan, O., '56, to New York,
 '61.
 Tourist, stmr., burned Ashland, '90.
 Tourist, stmr., 66 g. t., b. '97, St. Joseph, burned St. Joseph,
 '98.
 Tower, Charlemagne., Jr., prop., 1,825 g. t., b. '86, Cleveland,
 in com.
 Townsend, Chas. stmr., 312 t., b. buffalo, '35, condemned,
 '43.
 Townsend, Oscar, prop., 1,037 g. t., b. '73, Port Huron, burned
 L. Hur., '91.
 Tracy, schr., 53 t., b. Detroit, '02, by U. S. Gov., lost on reef
 off Fort Erie, '09.
 Tracy, Frank, tug, 6 g. t., b. '71, Erie, in com.
 Tracy, J. F., schr., 161 t., ashore Beaver island, '86.
 Tracy, M. & J., stcb., 137 g. t., b. '87, Buffalo, in
 com.
 Trader, prop., 150 t., b Marine City, '65, boiler exploded L.
 Hur., '96, 3 lives lost.
 Trader, schr., in com., '45.
 Trader, schr., 10 g. t., b. '86, Fort Howard, in com.
 Trader, schr., 6 g. t., b. '80, Manistee, passed out, '96.
 Trade Wind, bark, sunk L. Erie, '54.
 Trade Wind, Can. schr., 195 n. t., b. '53, Port Colborne, in
 com.
 Trafalgar, Can. schr., in com., '65.
 Traffic, stmr., total wreck near Sebewaing, '68.
 Traffic, tug, burned Saginaw, '69.
 Tranchemontague, Can. schr., wrecked, Oswego, '80.
 Transfer, prop., 177 g. t., b. '88, Saginaw, passed out, '86.
 Transfer, prop., 16 g. t., b. '82, St. Clair, passed out, 97.
 Transfer, s. stmr., 1,511 g. t., b. '88, Cleveland, in com.
 Transfer, schr., 300 g. t., b. '74, Grand Haven, in com.
 Transit, Can. prop., 150 n. t., b. '74, Clayton, in com.
 Transit, Can. prop., 109 g. t., b. '56, Toronto, in com.
 Transit, Can. stmr., originally Constitution.
 Transit, Can. stmr., 350 g. t., b. 32, Oakville, wrecked.
 Transit, schr., 92 g. t., b. '54, Manitowoc, passed out, '95.
 Transport, i. stmr., 1,594 g. t., b. '80, Wyandotte, in com.
 Transport, bge., lost, '71.
 Traveler, prop., 438 g. t., formerly Justice Field.
 Traveler, schr., 109 t. lost L. Mich., '69.
 Traveler, schr., sunk Port Burwell, '55.
 Traveler, schr., 5 g. t., b. '70, Grand Haven, passed out,
 '93.
 Traveler, schr., b. before 1850, Conneaut.
 Traveler, stmr., 603 t., b. Newport, '52, burned Chicago, '54,
 and at Eagle Harbor, '65.
 Traveler, tug, 437 g. t., b. '71, Sheboygan, in com.
 Traveler, Can. tug, 108 g. t., b. '75, Garden Island, in com.
 Traveller, schr., 74 t., b. Milwaukee, passed out.
 Traveller, Can. stmr., 350 g. t., b. '35, Niagara.
 Traveller, stmr., 603 t., burned L. Sup., '65.
 Travis, A., schr., 010 g. t., b. '67, Pentwater, wrecked Cata
 island, '93.
 Travis, J. A., scow, capsized L. Mich., '68.
 Treat, Wm., brig, 389 t., b. '56, lost L. Hur., '83.
 Tremble, M. E., schr., sunk by col. near Fort Gratiot, '90.
 Trent, Can. tug, 29 g. t., b. Simcoe, '97, in com.
 Trenton, schr., 133 t., b Charleston, O., '43, lost L. Hur.,
 '56.
 Trenton, Can. stmr., 260 t., burned Picton, '37.
 Trenton, foundered off Presque Isle, '79.
 Treston, tug, 9 g. t., b. '93, Buffalo, passed out, '97.
 Trerice, Byron, Can. tug, 200 n. t., b. Dresden, '82, burned,
 '93.
 Trevor, John B., prop., 1,713 g. t., b. '95, West Superior, in
 com.
 Tribune, schr., 276 t., b. Chicago, '47, foundered L. Mich., '48,
 10 lives lost.
 Tri-Color, schr., damaged, '72.
 Trident, schr., 248 t., b. Ohio City, '47.
 Trinidad, schr., 370 t., b. Grand Island, '67.
 Trio, schr., 79 g. t., b. '64, Ganges, Mich., in com.
 Trio, prop., 16 g. t., b. '83, Buffalo, in com.
 Trippe, slp., 64 t., formerly Contractor, b. '02, brought by U.
 S. Gov., 1 gun, in battle L. Erie, burned by British, Buffalo, '12.
 Triton, Can. prop., 11 g. t., b. '82, Massena, N. Y., in com.
 Triton, schr., ashore Long Island, '51.
 Triumph, schr., in com., about '16, ashore L. Ont., '20.
 Triumph, schr., 120 t., wrecked near Chicago, '65.
 Trix, slp., 6 g. t., b. '96, in com.
 Trojan, schr., b. '62, Ashtabula.
 Trombley, Jose, schr., 17 g. t., b. '81, Sebewaing, in com.
 Tropic, Can. prop., 9 g. t., b. '85, Smith's Falls, in com.
 Trout, Can. schr., 96 g. t., b. '70, Montreal, in com.
 Trowbridge, C. C., schr., 30 g. t., b. Detroit, '38, sunk by col.
 off Bar Point, '57.
 Trowbridge, C. C., schr., 242 g. t., b. '56, Detroit, passed out,
 '95.
 Trowbridge, C. C., flat bottomed steamboat, 52 t., b. Saugatuck,
 '38, condemned Milwaukee.
 Troy, prop., foundered L. Hur., '59, 23 lives lost.
 Troy, prop., burned Erie, '50.
 Troy, schr., 122 t., b. Conneaut, '43, lost near Manitou,
 '43.
 Troy, stmr., 747 t., b. Maumee, '45, boiler exploded, '56, 22
 lives lost, wrecked Goderich, '60.
 Troy, schr., b. Cape Vincent before, '53.
 Troy, s. prop., 5,250 n. t., b. Detroit, '98, in com.
 Troy, schr., 486 g. t., b. '72, Marine City, in com.
 Troy, Henry, tug, 27 g. t., b. '91, Grand Haven, in com.
 Truant, sty., 32 g. t., b. '76, Bristol R. I., later the
 Pilgrim.
 Truant, s. sty., 100 g. t., b. '92, Bristol, R. I., in com.
 Truant, Can. tug, 44 g. t., b. Toronto, '89, burned Georgian Bay,
 '94.
 Trudeau, Can. tug, 83 n. t., b '74, Buffalo, in com.
 Trudel, H., Can. prop., 13 g. t., b. '90, Simcoe, in com.
 True, O. J., tug, 16 g. t., b. '81, Port Clinton, O., in com.
 True Britton, stmr., b. Cobourg.
 Truesdell, prop., ashore Sturgeon bay, '77.
 Truesdell, G. J., prop., 302 g. t., later the John Otis.
 Truman, sty., 31 g. t., b. '94, Chicago, passed out, '97.
 Trumpff, G. C., schr., 333 g. t., later the Arthur.
 Truscott, tug, 11 g. t., b. '72, Buffalo, in com.
 Trush, Can. bge., 649 n. t., b. '90, Montreal, in com.
 Truxbury, A. C., schr., 679 g. t., b. '90, West Bay City, in
 com.
 Tubal Cain, 340 t., bark, b. Detroit, '66, lost Two Rivers, L.
 Mich., '67.
 Turner, bark, ashore Milwaukee, '75.
 Turner, Alvin A., prop., 309 g. t., b. '73, Trenton, Mich., in
 com.
 Turner, A. A., prop., sunk by col. L. Ont., '74.
 Turner, Eliza, schr., in com., '73, wrecked Long Point, '77.
 Turtle, Can. prop., 23 g. t., b. '92, Cache Bay, in com.
 Tuscarora, brig, wrecked '55, near Chicago.
 Tuscarora, s. prop., 2,386 g. t., b. '90, Cleveland, in com.
 Tuscarora, schr., wrecked Oswego, '85.
 Tuscola, schr., 221 t., b. Grand Haven, '64, wrecked
 near Glencoe, '78.
 Tuthill, Fannie, tug, 27 g. t., b. '73, Saginaw, in com.
 Tuttle, Horace A., prop., 1,585 g. t., b. '87, Cleveland, lost
 Michigan City, '98.
 Tuttle, H. B., prop., 844 g. t., b. '71, Cleveland, in com.
 Tuttle, M., schr., 57 g. t., b. '70, Black River, O., in com.
 Tweed, Wm., M., prop., b. Buffalo, '71.
 Twilight, schr., lost L. Ont., '59.
 Twilight, schr., 395 t., b. Cleveland, '62, lost L. Hur., '87, 7
 lives lost.
 Twilight, tug, 18 g. t., b. '72, Ferrysburg, Mich., in com.
 Twin, schr., in com. '49, passed out.
 Twin Brother, schr., foundered at sea, '60.
 Twin City, stmr., 1,000 t., b. Buffalo, '48.
 Twin Sisters, schr., 275 t., b. Cleveland, '54, passed out.
 Twin Sisters, schr., 806 g. t., b. '89, West Bay City, in
 com.
 201, prop., 948 g. t., b. '90, Brooklyn, N. Y., in com.
 202, prop., 948 g. t., b. '90, Brooklyn, N. Y., in com.
 Two Brothers, schr., on Lake Ont., before '09.
 Two Brothers, Can. schr., 100 g. t., b. '20, York.
 Two Brothers, schr., wrecked Buffalo, '35.
 Two Brothers, Can. schr., 165 n. t., b. '68, Port Burwell, in
 com.
 Two Brothers, schr., 32 g. t., b. '81, Erin, Mich., in com.
 Two Brothers, schr., 8 g. t., b. '93, Chicago, in com.
 Two Brothers, Can. scow, 131 g. t., b. '67, Port Robinson, in
 com.
 Two Brothers, Can. scow, 93 n. t., b. '81, Battersea, in com.
 Two Brothers, tug, 38 g. t., b. '91, Sheboygan, in com.
 Two Brothers, tug, 26 g. t., later the Munson.
 Two Charlies, schr., in com., '55, passed out.
 Two Friends, prop., 310 g. t., later the Pewaukee.
 Two Fannies, bark, in col. with bark Adriatic, '63, wrecked Elk
 Rapids, '79.
 Two Fannies, schr., sunk L. Erie, '90.
 Two Henrys, prop., 76 g. t., b. '89, Milwaukee, in com.
 Two Kitties, schr., 10 g. t., b. '90, Bay City, in com.
 Two Sisters, schr., 34 g. t., b. '83, Erin, Mich., in com.
 Tycoon, schr., 287 g. t., b. '95, West Bay City, in com.
 Tyler, John, schr., in com., '43, passed out.
 Tymon, A. J., Can. Prop., 237 n. t., formerly W. M. Alderson, b.
 '92, Toronto, in com.
 Typo, schr., 335 g. t., b. '73, Milwaukee, in com.
 Tyrone, s. schr., 2,117 g. t., b. '95, Cleveland, in com.
 Tyson, Emma E., schr., 356 g. t., b. '71, Manistee, in com.
 
 
 U
 U. C. Me, sty., 11 g. t., b. '93, in com.
 Uarda, sty., 89 g. t., b. '81, Buffalo, in com.
 Uganda, prop., 2, 054 g. t., b. '92, West Bay City, in com.
 Umbria, Can. tug, 48 n. t., b. '89, Port Dalhousie, in com.
 Una, Can. schr., 37 g. t., b. '86, Burlington, in com.
 Una, schr., 44 g. t., b. '77, Grand Haven, in com.
 Unadilla, schr., 396 g. t., b. '62, Cleveland, in com.
 Uncle Ben, tug, b. Buffalo, '56, chartered by U. S. Gov. '61 for
 coast service.
 Uncle Jim, Can. prop., 11 g. t., b. '87, Wallaceburg, in com.
 Uncle John, Can. prop., 7 g. t., b. '81, Wallaceburg, in com.
 Uncle Sam, schr., 174 t., b. Black Rock, '33.
 Uncle Sam, stmr., 280 t., b. Grosse Isle, Mich., '32, made into
 sail vessel, '44.
 Uncle Sam, tug, destroyed by ice in Straits, '82.
 Uncle Sam, tug, 24 g. t., b. '63, Chicago, formerly Little Giant,
 in com.
 Uncle Ton, schr., 116 t., b. St. Clair, '42, wrecked Long Point,
 '48.
 Uncle Tom, schr., 40 t., added L. Sup. Fleet, '45.
 Uncle Tom, Can. tug, 11 n. t., b. '93, Port Bruce, in com.
 Underwriter, prop., 107 t., b. Buffalo, '53.
 Undine, schr., ashore Muskegon, '56.
 Undine, formerly Alliance, Det. ferry boat.
 Undine, schr., 222 t., b. Hamilton, '68, stranded L. Ont.,
 '90.
 Undine, Can. prop., 17 g. t., b. '89, Toronto, in com.
 Union, brig, 93 tons, first merchant brig on lakes, b. Huron,
 '14.
 Union, brig, 104 t., b. Buffalo, passed out.
 Union, Can. sail v., b. Toronto about '25, made into stmr.
 Niagara.
 Union, Can. stmr., 150 g. t., b. '34, Oakville, changed into
 bark.
 Union, schr., wrecked '37.
 Union, stmr., 64 t., b. Black Rock, '43, broken up, '50.
 Union, stmr., 1,000 t., b. Windsor, '66, ferry for railroads at
 Detroit.
 Union, schr., wrecked near Milwaukee, '64.
 Union, schr., 52 t., b. Sheboygan, '67, sunk Milwaukee, '71.
 Union, tug, boiler exploded off Chicago, '62, 3 lives lost.
 Union, tug, burned Saginaw bay, '70.
 Union, tug, 37 g. t., b. '53, Chicago, passed out, '93.
 Union, scow, wrecked St. Joseph, '70.
 Union, Can. stmr., now Can. stmr. Saguenay.
 Union, Can. stmr., 182 n. t., b. '64, Kingston, in com., formerly
 Watertown.
 Union, Can. prop., 267 g. t., b. '66, Kingston, in com.
 Union, Can. prop., 75 g. t., b. '90, Pembroke, in com.
 Union Jack, schr., 317 t., b. Mill Point, '67.
 Unique, prop., 381 g. t., b. '94, Marine City, in com.
 United, stmr., 71 t., b. Detroit, '34, ferry boat, Alliance, '36
 to '53, then wood barge Undine, sunk by col. St. Clair flats, '79.
 United Empire, Can. prop., 1,336 n. t., b. '83, Sarnia, in
 com.
 United Express, b. '56, Detroit, passed out.
 United Lumberman, Can. prop., 462 n. t., b. '84, Dresden, in
 com.
 United States, schr., 194 t., b. before '32.
 United States, stmr., b. Oswego, '32, broken up, Oswego, '43.
 United States, stmr., 366 t., b. Huron, O., '35, broken up at
 Buffalo.
 Uno, slp., 16 g. t., b. '82, Clayton, in com.
 Uno, Can. bge., 75 g. t., b. '93, Wallaceburg, in com.
 Upas, Can. sty., 17 g. t., b. '92, Kingston, in com.
 Upham, J. H., Jr., tug, 17 g. t., formerly M. R. Swan, b. '80,
 Buffalo, in com.
 Upper, M. C., schr., sunk Toledo, '88.
 Upper Traverse, Can. schr., 97 g. t., in com.
 Upright, A. R., schr., 24 g. t., b. '83 Charlevoix, passed out,
 '97.
 Uranus, schr., 524 g. t., b. '73, New Jerusalem, O., in com.
 Uretta, schr., 20 t., passed out.
 Utica, schr., capsized L. Erie, '33.
 Utica, schr., b. Clayton, L. Ont., before '52.
 Utica, bark, 334 t., b. Chicago, '46, wrecked Buffalo, '54.
 Utica, Can. prop., 52 g. t., b. '73, Ogdensburg, in com.
 
 
 V
 Vacuna, prop., 47 g. t., b. '96, Bristol, R. I., in com.
 Vail, Walter, prop., 726 g. t., b. '90, West Bay City, in
 com.
 Vail, Walter, sty., 18 g. t., later the Laurel.
 Valconi, prop., 16 g. t., b. '90, Shelburne, Vt., passed out,
 '91.
 Valcour, prop., 10 g. t., b. '90, Shelburne, Vt., in com.
 Valcocia, Can. bge., 650 n. t., b. '88, Ganlen island, in
 com.
 Valestine, schr., b. Conneaut, stranded Port Austin, '73.
 Valeria, schr., arrived Cleveland from Liverpool, '59.
 Valeria, Can. prop., 39 n. t., b. '91, Kingston, in com.,
 formerly Lorelie.
 Valerie, tug, 59 g. t., formerly Golden Eagle, b. '72, Sandusky,
 in com.
 Valetta, Can. bark, burned Chicago fire, '71.
 Valiant, sly., 9 g. t., b. '94, in com.
 Valiant, prop., 40 g. t., b. '94, Benton Harbor, in com.
 Valina, prop., 15 g. t., b. '96, Ogdensburg, in com.
 Valietta, prop., 27 g. t., b. '87, Syarcuse, in com.
 Valley, scow, ashore, Pt. Albino, '56.
 Valley, Ed., schr., 13 g. t., b. '81, Sebewaiog, passed out,
 '94.
 Valley City, s. stmr., 264 g. t., b. '92, Toledo, in com.
 Valley Mills, prop., 36 g. t., b. '80, Cleveland, in com.
 Vampire, schr., 143 t., b. Ashtabula, '68, capsized Pigeon bay,
 '70.
 Van Allen, D. R., Can. prop., 328 n. t., b. '74, Chatham, in
 com.
 Van Allen, S. R., Can. stbge., 318 g. t., b. '81, St. Catharines,
 in com.
 Van Buren, tug, burned Buffalo, '69.
 Van Elis, H. M., tug, 28 g. t., b. '95, Sheboygan, in com.
 Van Epps, Sarah, stmr., 179 t., b. Fort Howard, '62.
 Van Horne, E. A., prop., 10 g. t., b. '81, Oswego, in com.
 Van Raalte, A. C., stmr., lost L. Mich., '88.
 Van Raalte A., C., tug, 176 g. t., b. '67, Buffalo, in com.
 Van Schaick, A. G., tug, 39 g. t., b. '72, Chicago, in com.
 Van Slyke, C. A., sunk Black Rock, '43.
 Van Straubenzie, Sir T. C., Can. schr., 400 n. t., b. '75, St.
 Catharines, in com.
 Van Valkenberg, Lucinda, schr., 286 t., b. '62, Tonawanda, sunk
 by col., Thunder bay, '87.
 Van Winkle, Rip, schr., 235 t., b. Chaumont, N. Y., '47.
 Vanitta, W., schr., 223 t., b. Erie, '62.
 Vance, David, schr., sunk Amherstburg, '86.
 Vance, Frank L., prop., 1,731 g. t., b. '87, Cleveland, in
 com.
 Vance, Gen., stmr., 75 t., b. Perrysburg, '78, exploded near
 Windsor, '44, 9 lives lost.
 Vandalia, first prop. on lakes, sloop-rigged, 138 t., b. '41,
 Oswego, passed through Welland canal '42, enlarged '46 to 200 t., and
 renamed the Milwaukee.
 Vandalia, Can. prop., wrecked by col., L. Erie, '51.
 Vanderbilt, W. H., schr., 520 t., b. Saginaw, '67, foundered Long
 Point, '83.
 Vanderbilt, Can. prop., 318 g. t., b. '73, Chatham, in com.
 Vanderbilt, prop., 1,302 g. t., b. '71, Port Huron, in com.
 Vanenna, sly., 19 g. t., b. '96, in com.
 Vanetta, bge., 152 t., b. '62, wrecked L. Erie, '86.
 Vanguard, bark, name changed to Wirralife in '55.
 Varana, Can. prop., 72 n. t., b. '80, Picton, in com.
 Vega, schr., 200 g. t., formerly A. J. Covill, B. '56, Erie, in
 com.
 Vega, Can. prop., 7 g. t., b. '84, Kingston, in com.
 Vega, Can. prop., 146 n. t., b. '84, Levis, in com.
 Vega, s. prop., 2,143 g. t., b. '93, Cleveland, in com.
 Velocipede, schr., wrecked near Racine, '77.
 Velocipede, tug, 36 t., b. '70, passed out.
 Velocity, schr., 102 t., b. Buffalo, '43.
 Vencedor, sly., 18 g. t., b. '96, in com.
 Veneruela, prop., 2,125 g. t., b. '97, West Bay City, in com.
 Venice, brig, 253 t., b. before '52, passed out since '68.
 Ventura, Can. sty., 7 g. t., b. '90, Kingston, in com.
 Venture, schr., 101 g. t., b. '69, Green Bay, abandoned, '97.
 Venture, schr., 20 g. t., b. '81, Conneaut, passed out '96.
 Venture, scow, sunk by col., Two Rivers, '88.
 Venture, sty., 13 g. t., b. '93, Chicago, in com.
 Venus, schr., 14 t., passed out.
 Venus, schr., 221 t., b. '72, foundered with all hands, Thunder
 Bay, '87.
 Venus, stch., 130 g. t., b. '80, Ithaca, later the Gowanda.
 Vera, Can. prop., 13 n. t., b. '90, Rondeau, in com.
 Vera, sty., 10 g. t., b. '86, Ludington, in com.
 Verbena, May, Can. tug, 16 g. t., stranded L. Hur. '96.
 Vergey, Can. prop., 18 g. t., b. '88, Picton, in com.
 Vermilion, schr., 59 t., b. Vermilion river, '14.
 Vermilion, stmr., 385 t., b. Vermilion, '38, burned Huron, '42, 5
 lives lost, raised, rebuilt and named the New Orleans.
 Vermont, prop., burned Grand River, Can., '52.
 Vermont, prop., sunk L. Erie by col., '63.
 Vermont, schr., 81 g. t., b. '53, Huron, in com.
 Vermont, stmr., 1,124 g. t., b. '71, Shelburne, Vt., in com.
 Verna, slp., 6 g. t., b. '87, Grand Haven, passed out, '92.
 Vernon, prop., 560 t., b. '66, sunk L. Mich., '87, 36 lives
 lost.
 Verona, schr., 728 g. t., b. '73, Cleveland, chartered ocean
 service, '98.
 Veronica, prop., 1,093 g. t., b. '86, Milwaukee, in com.
 Verve, y., arrived Chicago from Scotland, '84.
 Verve, Can. schr., 14 g. t., b. '77, Glasgow, in com.
 Vesta, Eugenia, schr., 140 g. t., formerly Russia, b. '76, Pt.
 Credit, Ont., in com.
 Vesta, Can. prop., 14 g. t., b. '84, Ottawa, in com.
 Vestey, V., prop., 95 g. t., b. '87, Grand Haven, passed out,
 '95.
 Veto, schr., 56 g. t., b. '79, Egg Harbor, Wis., passed out,
 '94.
 Vick, Can. tug, 16 n. t., b. '89, Chatham, in com.
 Vickery, A., schr., sunk near Rock Island, '89.
 Victor, schr., b. '35, lost with all hands, L. Erie, '39.
 Victor, schr., lost L. Mich., '44, 8 lives lost.
 Victor, stch., 101 g. t., b. '75, Lockport, Ill., in com.
 Victor, Can. tug, 48 n. t., b. '75, Quebec, in com.
 Victor, Can. schr., 140 g. t., b. '91, Monte Bello, in com.
 Victor, prop., 26 g. t., b. '97, Vergennes, Vt., in com.
 Victor, sty., 13 g. t., b. '97, Toledo, in com.
 Victor, schr., lost '88, L. Huron.
 Victoria, Can. stmr., b. '50, Toronto, ferry boat at Toronto.
 Victoria, schr., 280 t., b. Oakville, '62.
 Victoria, Can. prop., 191 g. t., b. '67, Lindsay, in com.
 Victoria, Can. stmr., listed and sank in Thames river with 600
 passengers, '81, 181 drowned.
 Victoria, Can. tug, now the Can. tug Lillie.
 Victoria, prop., sunk L. Huron '84.
 Victoria, Can. scow, 136 g. t., b. '70, Welland, in com.
 Victoria, prop., 192 g. t., b. '79, Detroit, in com.
 Victoria, Can. prop., 65 n. t., b. '95, Sorel, in com.
 Victoria, schr., lost '71.
 Victoria, Can. tug, 3 g. t., foundered Georgian Bay, '96
 Victory, English vessel, built 1764.
 Victory, stmr., 77 t., b. Buffalo, '34, broken up
 Buffalo.
 Victory, prop., b. Cleveland, '45.
 Steel steamer
 VictoryVictory, s. prop., 3,774 g. t., b. '95, Chicago,
 in com.
 Vidar, brig, arrived Chicago from Norway, '66.
 Vieau, schr., in com. '46, passed out.
 Vienna, stmr., foundered L. Sup., '73.
 Vienna, Can. schr., 166 n. t., b. '71, Port Burwell, in com.
 Vienna, prop., 1,005 g. t., b. '73, Cleveland, passed out,
 '92.
 Vienna, Can. schr., wrecked Manitou Beach, '93.
 Vigilant, English vessel on L. Ont., 1760.
 Vigilant, prop., 372 g. t., b. '96, Port Huron, in com.
 Viking, from Norway to World's Fair, '93.
 Viking, i. prop., 1,117 g. t., b. '89, Buffalo, in com.
 Viking, Can. slp., 71 n. t., b. '91, Port Dover, in com.
 Viking, sty., 55 g. t., b. '91, Cleveland, passed out, '92.
 Vilas, Joe, schr., in com., '62, passed out.
 Vincennes, schr., 195 t., b. '46, Black River, O., passed
 out.
 Vincent, Hattie, Can. tug, 37 n. t., .b '75, Dunkirk, in com.
 Vinland, schr., 965 g. t., b. '96, Algonac, in com.
 Viola, Can. prop., 68 g. t., b. '83, Levis, in com.
 Viola, tug, 31 g. t., b. '89, Saugatuck, in com.
 Viola, schr., 54 g. t., b. '88, Gross Point, Mich., in com.
 Viola, prop., 30 g. t., b. '89, Saugatuck, passed out, '91.
 Violet, tug, 18 g. t., b. '90, Benton Harbor, in com.
 Virago, scow, in com. '50.
 Virginia, schr., 130 t., in L. Mich., trade, '23.
 Virginia, brig, 128 t., b. before '38, lost off Long Point,
 '55.
 Virginia, Can. bge., 194 n. t., b. 74 Montreal, in com.
 Steamer
 VirginiaVirginia, s. prop., 1,606 g. t., b. '91,
 Cleveland, in com.
 Virginia, tug, 22 g. t., b. '97, Alexandria Bay, in com.
 Virginia, prop., 510 g. t., later the Thos. D. Stimson.
 Virginia, Mary, tug, 32 g. t., b. '80, Lorain.
 Virginius, bge., 422 t., b. Mt. Clemens, '81.
 Visger, Capt., prop., 29 g. t., b. '95, Alexandria Bay, in
 com.
 Vision, Can. schr., 66 g. t., b. '73, Dog Lake, in com.
 Vision, sty., 98 g. t., b. '90, Buffalo, in com.
 Visitor, schr., sunk L. Erie, '55.
 Visitor, s. sty., 70 g. t., b. '92, Detroit, in com.
 Vita, sty., g. t., b., '88, Trenton, Mich., in com.
 Viva, sty., 30 g. t., b. '82, Chicago.
 Vivid, Can. prop., 56 g. t., b. '86, Toronto, in com.
 Vixen, Can. tug, 30 n. t., b. '85, Drummond Island, in com.
 Voges, Theodore, schr., 163 g. t., b. '76, Black River, O., in
 com.
 Voigt, Ida, schr., 13 g. t., b. '81, in com.
 Volanta, i. sty., 33 g. t., formerly Rosaline, b. '75, Buffalo,
 in com.
 Volley, Ed., schy., 18 g. t., b., '81, Sebewaing, in com.
 Volunteer, schr., 52 g. t., b. '63, Ogdensburg, wrecked Port
 Austin, '93.
 Volunteer, schr., 238 t., lost '93, L. Hur.
 Volunteer, tug, 34 g. t., b. '87, Fort Howard, in com.
 Volunteer, tug, 20 g. t., '88, Ludington, in com.
 Volunteer, schr., 31 g. t., b. '89, Saganing, Mich., in com.
 Volunteer, prop., 1,944 g. t., b. '88, Trenton, Mich., in
 com.
 Volunteer, Can. schr., 58 n. t., '91, Dog Lake, in com.
 Vought, Annie, schr., 680 g. t., b. '67, Fairport, wrecked L.
 Mich., '92.
 Vulcan, Can. schr., 150 g. t., b. '41, Kingston, passed out.
 Vulcan, tug, 249 t., b. '68, burned L. Erie, '83.
 Vulcan, s. prop., 1,759 g. t., b. '89, Cleveland, in com.
 Vulcan, sty., 19 g. t., b. '91, Detroit, in com.
 
 
 W
 Wabash, brig, 314 t., b. Sacket's Harbor, '45, sunk near Chicago,
 '51.
 Wabash, schr., 103 t., b. '36, wrecked at Port Dover, '54.
 Wabash, stmr., 34 t., b. Perrysburg, '38, broken up.
 Wabash, prop., 721 t., b. 62, sunk Port Huron by col., '70.
 Wabash, schr., 315 t., b. '73, wrecked L. Sup., '83.
 Wabasha, stmr., 44 g. t., b. '94, in com.
 Wabash Valley, prop., wrecked Muskegon, '60.
 Wade, B. R., schr., 148 g. t., b. '54, Ashtabula, in com.
 Wade, B. R., prop., 1,236 t., in com., '68, passed out.
 Wade, J. H., s. prop., 1,863 g. t., b. '90, Cleveland, in
 com.
 Wade, J., schr., 273 t., b. '73, foundered Long Point, '83, 7
 lives lost.
 Wade, Minnie, Can. prop., 9 g. t., b. '71, Penetanguishene, in
 com.
 Wadena, schr., 1,076 g. t., b. '87, Cleveland, chartered ocean
 service, '98.
 Wadsworth, Ava, tug, 23 g. t., b. '71, Buffalo, passed out,
 '95.
 Wadsworth, C. F., tug, 11 t., b. '70.
 Wagner, Matt, sty., 53 g. t., b. '88, Buffalo, in com.
 Wagstaff, David, schr., 310 g. t., b. '63, Vermilion, O., lost L.
 Mich., '90.
 Wahnipitae, schr., 1,431 g. t., b. '86, West Bay City, wrecked
 Cleveland, '90.
 Waite, A. P., Can. scow, 144 g. t., b. '64, Dunville, in com.
 Waite, Chief Justice, stmr., 571 g. t., b. '74, Trenton, Mich.,
 in com.
 Wake Up, schr., in com., '66, passed out.
 Walaska, schr., 71 g. t., b. '66, Sheboygan, in com.
 Walbridge, Belle, schr., 257 t., in com., '66, wrecked Sheboygan,
 '86.
 Walbridge, H. S., schr., 215 g. t., b. '62, Milan, wrecked Long
 Point, '96.
 Walbridge, Sarah C., brig, b. Conneaut, wrecked L. Erie, '66.
 Walcot, H. T., Can. schr., 163 g. t., b. '80, Ottawa, in com.
 Waldo, L. C., prop., 4,244 g. t., b. '96, West Bay City, in
 com.
 Wales, Can. schr., 152 g. t., b. '81, Kingston, in com.
 Wales, Can. tug, 311 n. t., b. '81, Sarnia, in com.
 Walhalla, schr., 114 g. t., b. '67, Depere, in com.
 Waliskie, schr., b. '66, passed out.
 Walker, Chas., schr., 164 t., b. Chicago, '47, passed out.
 Walker, C. H., schr., foundered L. Hur., '76.
 Walker, G. H., schr., total wrecked L. Erie, '53.
 Walker, Hiram, schr., 99 g. t., b. '86, Champlain, in com.
 Walker, Ida, schr., 217 t., wrecked Brighton, '86.
 Walker, James A., tug, in com., '83.
 Walker, James A., Can. prop., 170 n. t., b. '87, Kingston, sunk
 L. Ont., '98.
 Walker, O. J., schr., 66 g. t., b. '62, Burlington, Vt., passed
 out, '95.
 Walker, P. H., stmr., foundered L. Erie., '87.
 Walk-in-the-Water, first stmr., on L. Erie, 340 t., b. '18,
 Scajaquada creek, lost L. Erie, '21.
 Wall, Charles, schr., 629 g. t.,b. '66, Cleveland, chartered
 ocean service, '98.
 Wallace, Albert, prop., 179 g. t., b. '91, Bay City, in com.
 Wallace, C. B., stmr., 98 g. t., b. '80, Port Clinton, formerly
 the J. V. Lutts, in com.
 Wallace, David, schr., 1,088 g. t., b., '84, Cleveland, chartered
 ocean service, '98.
 Wallace, J. S., schr., sunk Holland, Mich., '69.
 Wallace, Lewis, tug, 41 g. t., b. '65, Grand Haven, burned
 Onekama, '93.
 Wallace, Robert, prop., 1,180 g. t., b. '82,
 Cleveland, in com.
 Wallace, W. J., schr., 12 g. t., b. '78, Whitefish, Mich., in
 com.
 Wallace, William, schr., 40 t., b. Goderich, passed out.
 Waller, i. sty., 56 g. t., .b '87, Buffalo, in com.
 Wallala, prop., 1,924 g. t., b. '82, Cleveland, in com.
 Walrus, schr., lost Gray's reef, '68.
 Walsh, Lizzie, sty., 37 g. t., b. '82, Grand Haven, in com.
 Walter, schr., 18 g. t., b. '93, Ontonagon, in com.
 Walter, D., prop., 136 g. t., .b '91, Toledo, in com.
 Walter, J., sty., 9 g. t., b. '96, Tonawanda, in com.
 Walter, Val, sty., 18 g. t., b. '90, Buffalo, passed out,
 '94.
 Walters, J., Can. schr., 176 g. t., b. '74, Picton, in com.
 Walters, P. H., prop., sunk with 8 lives L. Erie, '87.
 Walton, A. 372 t., b. '69, passed out.
 Walton, Andrew, tug, 32 g. t., .b '91, in com.
 Walton, B., 32 g. t., b. '91, Duluth, in com., formerly Cora
 B.
 Walton, N. C., schr., 104 t., b. Chicago, '46.
 Wand, George H., schr., 358 g.t., b. '66, Buffalo, in com.
 Wanda, sly., 3 g. t., b. '83, in com.
 Wanda, sty., 20 g. t., b. '92, Detroit, in com.
 Wanderer, schr., sunk Port Stanley, '65.
 Wanderer, schr., 65 g. t., b. '60, Essex, N.Y., in com.
 Wanderer, Can. schr., 122 n. t., b. '66, Oakville, in com.
 Wanderer, slp., 11 g. t., b. '78, Erie, foundered L. Erie,
 '92.
 Wanderer, schr., 14 g. t., b. '90, Chicago, in com.
 Waneka, sty., 22 g. t., formerly Laura, b., '89, West Bay City,
 in com.
 Wanette, schr., 100 g. t., b. '71, Sodus, passed out, '97.
 Wanzer, Allie, sty., 8 g. t., b. '75, Houghton, passed out,
 '91.
 Wapiano, Can. sty., 5 g. t., b. '93, Kingston, in com.
 Wapiti, s. sty., 84 g. t., b. '95, West Bay City, in com.,
 formerly Straightway.
 War Eagle, schr., wrecked Ashatabula, '76.
 Ward, Artie, tug, 8 g. t., b. '86, St. Joseph, Mich., passed out,
 '97.
 Ward, A. B., tug, 30 g. t., b. '66, Chicago, in com.
 Ward, E. B., schr., capsized L. Mich., '70.
 Ward, Eber, prop., 1,343 g. t., b. '88, West Bay City, in
 com.
 Ward, Eliza, schr., 65 t., b. before '41, capsized '45, L.
 Erie.
 Ward, John, schr., wrecked Buffalo, '51.
 Ward, Joseph, schr., 237 t., passed out.
 Ward, J. P., stmr., 160 t., b. Detroit, '57, burned Bay City,
 '65, bottom rebuilt and made vessel.
 Ward, J. W., tug, 40 g. t., b. '91, Benton Harbor, in com.
 Ward, Mary, Can. stmr., stranded Thames r., '72.
 Ward, Milton D., stmr., 544 g. t., b. '70, Marine City, passed
 out, '97.
 Ward, Sam, stmr., 450 t., b. Newport, '47, made bge.
 Ward, Susan, stmr., 359 t., b. Detroit, '62, made bge., '70,
 wrecked Oscoda, '85.
 Ware, Liberty H., sty., 44 g. t., b. '94, Cleveland, passed out,
 '96.
 Warmington, G. H., schr., 559 g. t., b. '72, Vermilion, O., in
 com.
 Warmington, George H., schr., 338 g. t., .b '66, Buffalo, in
 com.
 Warner, G. W., schr., in com., '89.
 Warner, John R., schr., 200 g. t., b. '35, Cleveland, wrecked
 near Alpena, '90.
 Warner, M. R., schr., 669 g. t., b. '73, Toledo, wrecked L. Sup.,
 '93.
 Warney, John F., schr., 341 t., damaged, '69.
 Warren, schr., 65 t., b. before '45, passed out.
 Warren, Gen., schr., b about '34, ran from L. Erie to Sault.
 Warren, H. J., tug, 34 g. t., b. '91, Buffalo, in com.
 Warren, Minnie, 13 g. t., b. '69, Buffalo, in com.
 Warrington, lighthouse tender.
 Warrington, H., prop., 343 t., damaged '69.
 Washburn, tug, 31 g. t., b. '85, West Bay City, passed out,
 '97.
 Washburn, prop., 2,234 g. t., now the James B. Nielson.
 Washington, schr., b. Erie 1797, carried on wheels to L. Ont.,
 1798, and sailed as English v. under name of Lady Washington; lost in gale
 near Oswego, 1803,
 Washington, stmr., 609 t., b. Huron, '33, lost on her third trip,
 Long Pt.
 Washington, prop., left lakes '69, for ocean, where she had
 formerly plied.
 Washington, Geo., schr., 99 t., b. before '53, passed out.
 Washington, sty., 11 g. t., b. '93, Chicago, passed out.
 Wasp, schr., 18 t., b. Huron, '17.
 Wasp, schy., 41 g. t., b. '82, Chicago, in com.
 Watchful, schr., 144 t., b. Clayton, '54, passed out.
 Watchman, schr., wrecked L. Erie, '58.
 Water Lily, Can. prop., 102 n. t., b. '91, Picton, in com.
 Water Lily, sty., 11 g. t., b. '64, Newburgh, in com.
 Water Witch, prop., 438 t., b. Newport, '62, foundered L. Hur.,
 '63, 28 lives lost.
 Water Witch, bark, 365 t., sunk L. Ont., '69.
 Water Witch, Can. prop., 9 g. t., b. '80, Lindsay, in com.
 Waterloo, stmr., 98 t., b. Black Rock, '40, a portion of her
 engine had served time in the Walk-in-the-Water and in the Superior,
 wrecked, '46.
 Waters, A. C., tug, burned L. Mich., '86.
 Watertown, Can. stmr., now the Can. stmr. Union.
 Watertown, stmr., 222 t., burned L. Ont., '65.
 Watertown, schr., b. Chaumont, '74.
 Watkins, Edward, sty., 20 g. t., formerly Gen. A. A. Humphreys,
 b. '73, Milwaukee, in com.
 Watkins, Grace, schr., 18 g. t., b. '87, Sand Beach, in com.
 Watkins, John, Can. schr., 90 g. t., b. '19, York.
 Watson, Alex., prop., burned St. Clair r., '71.
 Watson, A. B., tug, 28 g. t., b. '80, Muskegon, in com.
 Watson, Flora, schr., sunk by col., L. Erie, '62.
 Watson, George, schr., 64 t., b. '41, Black River, O., sunk L.
 Mich., '52.
 Watson, Harvey, sty., 37 g. t., b. '93, Saugatuck, in com.
 Watson, Jim, stmr., 107 g. t., .b '58, Belle Vernon, Penn.,
 passed out, '91.
 Watson, Mary, Can. schr., 90 t., b. Goderich, lost near Goderich,
 '58.
 Watson, Samuel L., schr., 606 g. t., b. '74, Detroit, chartered
 ocean, '98.
 Watson, S. V. R., schr., 515 g. t., b. '62, Cleveland, chartered
 ocean, '98.
 Watt, Annie, tug, sunk by col. near Barrier island, '90.
 Watt, James, prop., 4,000 g. t., b. '96, Cleveland, in com.
 Watts, R., Can. prop., 27 g. t., b. '87, Hamilton, in com.
 Waubaushene, Can. bge., 478 g. t., b. '72, Chatham, in com.
 Waubaushene, Can. tug, 100 n. t., b. '82, St. Catharines, in
 com.
 Wau Bun, tug, 63 g. t., b. '87, Manitowoc, in com.
 Waubun, sty., 53 g. t., b. '74, Chicago, in com.
 Waubuno, Can. stmr., 180 t., b. Port Robinson, '65, foundered
 Georgian Bay, '79, 30 lives lost.
 Waukesha, schr., 310 g. t., formerly Nabob, b. '62, Manitowoc,
 foundered L. Mich., '96, 6 lives lost.
 Waukon, prop., 173 g. t., b. '83, Saugatuck, in com.
 Waurecan, bge., ashore Austin reef, '75.
 Wave, schr., lost L. Mich., '45, 13 lives lost.
 Wave, schr., 100 t., b. Detroit, '49, lost L. Mich., '49.
 Wave, stmr., b. Detroit, wrecked L. Erie, '51.
 Wave, schr., lost L. Hur., '58, 2 lives lost.
 Wave, schr., 180 t., lost L. Ont., '67.
 Wave, stmr., 169 t., b. Algonac, '64, passed out.
 Wave Crest, schy., 63 g. t., formerly Juniata, b. '64,
 Philadelphia, in com.
 Wave Crest, Can. schr., 245 n. t., b. '67, Brockville, in
 com.
 Waverly, schr., 262 g. t., b. '53, Sacket's Harbor, passed out,
 '91.
 Waverly, prop., 1,104 g. t., b. '74, Buffalo, in com.
 Wavetree, schr., formerly R. H. Harmon, lost '68, L. Hur.
 Wawa, sty., 17 g. t., b. '91, Fort Howard, in com.
 Wawanosh, Can. schr., 400 n. t., b. '73, Sarnia, in com.
 Wawatam, s. prop., 1,856 g. t., b. '90, Cleveland, in com.
 Wayland, J. L., tug, 14 t., b. '85.
 Wayne, schr., 965 g. t., b. '82, St. Clair, in com.
 Wayne, schr., ashore Au Sauble, '75.
 Wayne, Anthony, stmr., 390 t., b. Perrysburg, '37, boiler
 exploded, '50, many lives lost, broken up, '51.
 Wayne, Gen., originally Caledonia, brig, 86 t., b. Amherstburg,
 '07, by Can. Gov.
 Wayward, scy., 40 g. t., b. '90, in com.
 Wayward, sty., 42 g. t., formerly Winifred, b. '82, Brooklyn, in
 com.
 Weatherly, J. C., fire boat, in com., '87.
 Weaver, Gen., schr., 27 g. t., b. '81, Au Gres, Mich., in
 com.
 Weaver, Jennie, schr., 88 g. t., b. '82, South Haven, in com.
 Weaver, Nettie, schr., 400 t., b. Milan, '65, wrecked near
 Kincardine, '77.
 Weaver, Winnie, schr., 17 g. t., b. '89, Charlevoix, in com.
 Wearel, small slp., b. L. Erie, 1796 or earlier.
 Webb, B. L., prop., 843 t., b. '56, burned same year in Waiska
 bay.
 Webb, H. J., schr., 431 g. t., b. '69, Vermilion, in com.
 Webber, John, schr., b. '56, Black River, O.
 Webster, prop., 10 g. t., b. '81, Syracuse, passed out, '93.
 Webster, Daniel, stmr., 358 t., b. Black Rock, '33, burned '35,
 Buffalo, rebuilt.
 Webster, D., schr., b. Clayton, L. Ont., before '52.
 Wee, John, schr., 199 g. t., b. '81, Milwaukee, passed out,
 '97.
 Weed, Emily P., s. prop., 2,362 g. t., b. '90, Bay City, now the
 Sevona.
 Weedon, John, schr., 269 t., lost L. Ont., '69.
 Weeks, G. S., schr., seized by Can. authorities, '39.
 Weeks, G. W., schr., lost L. Mich, '55.
 Wehrle, A., Jr., stmr., 421 g. t., b. '89, Sandusky, in com.
 Weidman, R. H., tug, 34 g. t., b. '82, Buffalo, in com.
 Weitzel, Gen., tug, 34 g. t., b. '81, Buffalo, in com.
 Welch, T. H., sty., in com., '82.
 Welcome, tug, 56 g. t., b. '76, Milwaukee, in com.
 Welcome, stch., 93 g. t., b. '77, Chicago, passed out, '90.
 Welcome, prop., 306 g. t., b. '78, Fort Howard, in com.
 Welcome, stmr., 98 g. t., b. '78, Fort Howard, passed out,
 '94.
 Welcome, Can. tug, 36 n. t., b. '86, Collingwood, in com.
 Welcome, tug, 10 g. t., b. '88, Sheboygan, in com.
 Welcome, tug, 58 g. t., b. '90, Buffalo, in com.
 Welcome, tug, 77 g. t., b. '90, Sheboygan, in com.
 Welcome, prop., 212 g. t., b. '94, St. Clair, in com.
 Welland, schr., b. before '39, sunk St. Lawrence r., '51.
 Welland, Can. stmr., 300 t., b. St. Catharines, '42, burned.
 Welland, schr., 220 t., b. Oswego, '45, lost L. Mich., '57, 8
 lives lost.
 Welland, Can. scow, 142 g. t., b. '76, Merrilton, in com.
 Welland, Can. stmr., 300 t., b. St. Catharines, '53, burned Port
 Dalhousie, '56.
 Wellandport, Can. scow, 212 g. t., b. '67, Welland, in com.
 Wellington, brig, 130 t., sailed in '17.
 Wellington, schr., 298 t., lost Skillagalee, '67.
 Wellington, Can. prop., passed out.
 Wells, C. J., bark, b. '66, passed out.
 Wells, C. W., tug, 38 t., b. Marine City, '83, burned
 Amherstburg, '97.
 Wells, D. A., schr., 310 t., b. '69, foundered L. Mich. '80.
 Wells, D. A., schr., 56 g. t., b. '74, Sack Bay, in com.
 Wells, F. L., schr., wrecked off Port Bruce, '68.
 Wells, Fred L., schr., 80 g. t., b. '75, New Jerusalem, O., in
 com.
 Wells, Hattie, schr., 376 g. t., b. '67, Port Huron, in com.
 Welshman, Can. prop., 114 n. t., b. '73, Kingston, in com.
 Wemple, passed out.
 Wend-the-Wave, schr., 220 t., b. '67, Ashtabula.
 Wenona, slp., 30 t., b. Milwaukee before '36.
 Wenona, schr., 496 g. t., b. '57, Cleveland, wrecked Portage,
 '98.
 Wenonah, schr., 20 t., b. Milwaukee, '41.
 Wenonah, Can. prop., 161 g. t., b. '86, Burk's Falls, in com.
 Wenoway, Can. prop., 99 g. t., b. '93, Quinze Bay, in com.
 Wente, Robert C., prop., 335 g. t., b. '88, Gibraltar, in
 com.
 Wesley, bge., foundered near Erie, '80.
 Wesley, Geo. W., schr., 280 g. t., b. '67, Saginaw, in com.
 Wesley, John, Can. schr., 40 g. t., b. '69, Picton, in com.
 Wesley, John, schr., 302 g. t., b. '72, Toledo, in com.
 Wesley, John, Can. prop., 42 g. t., b. '84, Port Hope, in
 com.
 West, Charles, prop., 122 g. t., b. '83, Saugatuck, now
 Waukon.
 West, D. C., Can. prop., g. t., b. '74, Clayton, in com.
 West, George R., prop., 22 g. t., b. '85, Milwaukee, in com.
 West, N. C., schr., 145 g. t., b. '67, Fremont, O., sunk by col.,
 St. Clair r., '98.
 West Wind, schr., in com., '56, passed out.
 Westchester, schr., 207 t., b. Huron, '46, stranded Plum island,
 '85.
 Westcott, George W., schr., 122 g. t., b. '63, Sacket's Harbor,
 in com.
 Wescott, J. W., tug, 18 g. t., b. '80, Buffalo, in com.
 Westcott, J. W., prop., 522 g. t., b. '83, Marine City, in
 com.
 Westerman, Geo., Sr., sty., 17 g.t., b. '90 Olcott, passed out,
 '97.
 Westerman, Geo., Jr., sty., 10 g. t., '96, LaSalle,
 N. Y., in com.
 Western, schr., b. Clayton, before '46.
 Western, Can. stmr., burned Detroit, '42.
 Western Metropolis, stmr., 1,860 t. Buffalo, '56, made a bark and
 wrecked L. Mich., '64.
 Western Miller, Can. prop., passed out.
 Western Reserve, s. prop., 2,392 g. t., b. '90, Cleveland,
 foundered L. Sup., '92, entire crew and 6 passengers, including Capt. Minch,
 the owner, lost except one survivor.
 Western Star, schr., wrecked near Goderich, '54.
 Western Trader, schr., 53 t., capsized off Cleveland, '37, in
 com., '39.
 Western World, stmr., 2,002 t., b. Buffalo, '54, dismantled.
 Westford, prop., 302 g. t., b. '69, Trenton, Mich., in com.
 Westminster, prop., 34 g. t., b. '80, Chaumont, N. Y., passed
 out, '95.
 Westmoreland, prop., 800 t., sunk '54 near Manitou island, 17
 lives lost, wreck discovered, '72.
 Weston, Alex., Can. prop., 150 t., b. Wallaceburg, '70, burned
 Lambton, Ont., '71.
 Weston, A., prop., 511 g. t., b. '82, Mt. Clemens, in com.
 Weston, I. M., prop., 95 g. t., b. '83, Grand Haven, in com.
 Westover, Luther, Can. stmr., 127 g. t., b. '77, Bay City, in
 com.
 Westover, i. Prop., 455 g. t., b. '73, Wilmington, Del., in
 com.
 Westport, Can. stbge., 196 g. t., b. '62, Bedford Mills, in
 com.
 Westside, scow, wrecked L. Erie, '84.
 West Side, schr., 324 g. t., b. '70, Oswego, in com.
 Wetmore, W. L., prop., 819 g. t., b. '71, Cleveland, in com.
 Wetzel, tug, 25 t., b. '70, boiler exploded, lost with all hands,
 L. Mich., '82.
 Whale, stch., 88 g. t., b. '64, Portsmouth, O., passed out,
 '91.
 Whaling, W. W. J., schr., in com. '65, stranded Grand Haven,
 '73.
 Wheat Bin, Can. bge., 324 n. t., b. '70, in com.
 Wheaton, H., schr., 200 t., b. Oswego, '45, sunk Long Point,
 '55.
 Wheeler, tug, 32 t., burned Oswego, '85.
 Wheeler, Frank, schr., 775 t., sunk L. Sup., '85.
 Wheeler, Frank W., prop., 1,687 g. t., b. '87, West Bay City,
 lost '93, L. Mich.
 Wheeler, Fred D., tug, 32 g. t., b. '65, Oswego, passed out,
 '91.
 Wheeler, Fred D., tug, 32 g. t., b. '77, Oswego, passed out,
 '95.
 Wheeler, Irma L., tug, 51 g. t., b. '77, Manitowoc, in com.
 Wheeler, J. C., schr., lost L. Ont., '64.
 Where Now, Can. sty., 48 g. t., b. '89, Kingston, in com.
 Whig, schr., '97 t., passed out.
 Whim Wham, stmr., 133 g. t., b. '98, in com.
 Whip, schr., 40 t., in com., '51, wrecked St. Joseph, '65.
 Whip-Poor-Will, Can. schr., 15 g. t., b. '67, Welland, in
 com.
 Whirlwind, schr., b. Racine.
 Whisper, sty., 35 g. t., b. '82, Harlem, N. Y., in com.
 Whistle Wing, Can. prop., 88 g. t., b. '81, Peterboro, in
 com.
 Whistler, schr., 19 g. t., b. '92, Detroit, in com.
 Whitaker, Byron, prop., 1,404 g. t., b. '90, Mt. Clemens, in
 com.
 Whitbeck, Henry, schr., 498 g. t., b. '80, Manitowoc, passed out,
 '95.
 Whitby, prop., sunk by col. About '62.
 White, stmr., 80 t., b. Cleveland, '68, passed out.
 White, Charles N., schr., 115 g. t., b. '88, in com.
 White, Clara, schr., burned Grenadier island, '89.
 White Cloud, schr., 243 g. t., b. '53, Clayton, in com.
 White Cloud, Can. scow, 29 g. t., b. '64, Sandwich, in com.
 White, D. L., Can. prop., 62 n. t., b. '96, Midland, in com.
 White, Eliza, Can. schr., 162 n. t., b. '67, Port Burwell, in
 com.
 White, Elizabeth, tug, passed out.
 White, Ellen, scow schr., burned L. Erie, '70.
 White, Fannie, tug, in com. '69.
 White Foam, schr., 18 g. t., b. '80, North Island, Mich., in
 com.
 White, Jennie, schr., 246 g. t., b. '74, Henderson, N. Y., passed
 out, '94.
 White, J. K., stmr., 50 t., b. Cleveland, '68.
 White, John B., tug, 39 t., passed out.
 White, Kate, sty., 24 g. t., b. '85, Erie, in com.
 White, Kirk, schr., in com. '52, wrecked Saginaw bay, '69.
 White Oak, Can. schr., 260 n. t., b. '67, Oakville, in com.
 White Oak, Can. schr., b. Kingston, '80.
 White, Perry, schr., passed out.
 White Pigeon, schr., b. '32, Black River, O., lost L. Mich.,
 '59.
 White Squall, schr., b. Clayton before '52, sunk by col., Saginaw
 bay, '72, 7 lives lost.
 White Star, schr., 131 t., b. 74, wrecked L. Erie, '87.
 White Star, prop., 378 g. t., formerly Maria J. Scott, b. '74
 Oswego, in com.
 White Swan, schr., 10 g. t., b. '94, Sault Ste. Marie, in
 com.
 White Wings, slp., 17 g. t., b. '82, Detroit, in com.
 White & Friant, prop., 459 g. t., b. '81, Grand Haven,
 made schooner '97, in com.
 Witherbee, S. H., schr., 69 g. t., b. '64, Essex, in com.
 Whiting, Lula, schr., 23 g. t., b. '83, Sand Beach, wrecked,
 '94.
 Whitman, H. L., schr., 295 t., wrecked L. Mich., '44, all hands
 lost.
 Whitney, D. C., prop., 1090 g. t., b. '82, St. Clair, in com.
 Whitney, Geo. F., schr., foundered near Sugar island, with all
 hands, '71.
 Whitney, Geo. J., schr., 300 t., b. Rochester, '67.
 Whitney, Grace, schr., 289 g. t., b. '66, Gibraltar, in com.
 Whitney, J., stmr., 238 t., b. Saginaw, '53, made bge., '67.
 Whitney, O. R., stch., 136 g. t., b. '86, Lockport, in com.
 Whitney, T., 238 t., b. Bangora, Mich., '53.
 Whittlesea, scow, abandoned, Cleveland, '73.
 Whittlesey, Elisha, schr., sunk L. Erie, '32, 10 lives lost.
 Whittlesey, Elizabeth, schr., 50 t., b. Ashtabula, passed
 out.
 Whitworth, Sir Joseph, bge., 1,192 g. t., b. '89, Duluth, in
 com.
 Wiarton, Belle, Can. prop., 88 g. t., b. '79, Buffalo, in
 com.
 Wide Awake, schr., wrecked L. Ont., '57.
 Wide-a-Wake, Can. slp., 26 g. t., b. '87, Kingston, in com.
 Widgeon, sty., b. Clayton, N. Y.
 Widgeon, schy., 22 g. t., b. '66, Algonac, in com.
 Widow's Son, schr., 41 t., passed out.
 Wilber, sty., 13 g. t., b. '91, Chicago, in com.
 Wilbur, E. P., s. prop., 2,633 g. t., b. '88, Cleveland, in
 com.
 Wilbur, Katherine T., prop., 55 g. t., b. '95, Buffalo, in
 com.
 Wilbur, John B., schr., 412 g. t. ,b. '67, Huron, in com.
 Wilcox, A., schr., 130 t., sunk Cleveland, '45.
 Wilcox, Aaron, tug, 14 g. t., b. '71, Buffalo, passed out,
 '92.
 Wilcox, Asa, schr., b. L. Ont., '41, wrecked L. Mich., '52, 3
 lives lost.
 Wilcox, Frankie, schr., 229 t., b. Fairport, '65.
 Wilcox, M., schr., 70 g. t., b. '67, Harrison, Mich., passed out,
 '95.
 Wilcox, M. I., schr., 377 g. t., b. '66, Toledo, in com.
 Wilcox, M. I., tug, 13 g. t., b. '80, Buffalo, in com.
 Wilcox, M. I., slp., 28 g. t., b. '94, Chaumont, N. Y., in
 com.
 Wilcox, O., tug, 123 g. t., b. '69, Detroit, sunk L. Hur.,
 '93.
 Wild Rover, schr., 290 t., total loss, '69.
 Wild Rover, schr., 60 g. t., b '71, Cheneaux Island, Mich.,
 passed out, '94.
 Wilde, Oscar, slpy., 23 g. t., b. '82, Port Huron, passed out,
 '97.
 Wilds, Alice E., prop., 292 g. t., b. '83, Detroit, sunk by col.,
 L. Mich., '92.
 Wiley, May, Can. schr., 61 g. t., b. '73, Bronte, in com.
 Wilhelm, Kaiser, prop., 28 g. t., b. '74, Grand Haven, passed
 out, '91.
 Wilhelm, S. S., prop., 683 g. t., b. '89, West Bay City, in
 com.
 Wilhouse, W., schr., 83 t., b. '67, Fairport.
 Wilkes, C. H., schr., passed out.
 Wilkinson, schr., 80 t., b. by U. S. Gov., Detroit, 1797, renamed
 Amelia, one of Perry's squadron.
 Willard, Julia, schr., 214 g. t., b. '65, Ashtabula, sunk L.
 Erie, '95.
 Willard, W. H., schr., b. '56, Black River, O., wrecked St.
 Joseph, '80.
 Willet, schr., b. Clayton, L. Ont., before '32.
 Willet, Tom, schr., in com., '33.
 William, IV, Can. stmr., 450 t., b. Gananoque, '32.
 William, schr., 32 t., b about '18, wrecked Cleveland, '25.
 William, schr., 188 t., b. '47.
 William, schr., 33 t., b. Ohio City, '47.
 William, scow, wrecked Fairport, '59.
 William, Can. bge., 360 n. t., b. '75, Quebec, in com.
 William D., tug, 51 g. t., b. '92, Ashtabula, in com.
 Williams, bge., sunk L. Ont., '85.
 Williams, A., stmr., 274 g. t., b. '70, Burlington, Vt.,
 dismantled, '95.
 Williams, A. B., schr., foundered L. Hur., '64.
 Williams, Alonso, bge., 55 g. t., b. '87, in com.
 Williams, Caroline, brig, damaged by fire, '71.
 Williams, Caroline, tug, burned Big Point Sable, '84.
 Williams, C. G., scow, sunk Muskegon.
 Williams, C. P., brig, wrecked near Port Austin, '86.
 Williams, E. C., schr., 156 t., wrecked near Erie, '61.
 Williams, Eliza, tug, 37 g. t., b. '72, Buffalo, in com.
 Williams, Ellen, schr., 321 g. t., b. '55, Cleveland, in com.
 Williams, E. R., schr., 293 g. t., b. '73, Toledo, sunk Green
 bay, '95.
 Williams, Farrand H., schr., 95 g. t., b. '82, Manitowoc, in
 com.
 Williams, George F., 1,888 g. t., b. '89, West Bay City, in
 com.
 Williams, Grace, prop., 46 g. t., b. '85, Manitowoc, sunk L.
 Mich., '96.
 Williams, G. T., schr., 167 t., lost L. Ont., '56.
 Williams, H. G., scow, foundered Cleveland, '71, 2 lives lost,
 abandoned Cedar Point, '73.
 Williams, H. W., prop., 249 g. t., b. '88, South Haven, in
 com.
 Williams, J. T., schr., lost L. Ont., '56.
 Williams, J. L., tug, 51 g. t., b. '83, Buffalo, in com.
 Williams, John, Can. tug, 15 n. t., b. '87, Fessenden, in
 com.
 Williams, Kate, tug, 164 g. t., b. '62, Cleveland, in com.
 Williams, M., schr., 397 t., b. Wallaceburg, '62.
 Williams, Oliver C., tug, 57 g. t., b. '79, Saugatuck, passed
 out, '93.
 Williamson, Jas., Can. schr., 155 g. t., b. '82, Hull, in
 com.
 Willie, Can. scow, 37 g. t., b. '71, River Reescum, in com.
 Willie, bge., 50 g. t., b. '94, in com.
 Willing Maid, Can. schr., b. York, '18.
 Willis, schr., sunk by col., L. Erie, '72.
 Willis, Robert, schr., b. Buffalo, '52.
 Wilson, Alfred, Can. prop., 33 g. t., b. '79, Port Frank, in
 com.
 Wilson, Annabell, schr., 490 g. t., b. '87, Mt. Clemens, Mich.,
 in com.
 Wilson, Belle, Can. prop., 120 t., b. '81, lost, '88.
 Wilson, D. M., prop., 757 g. t., b. '73, St. Clair, foundered L.
 Hur., '94.
 Wilson, Eliza, schr., wrecked near Toronto, '63.
 Wilson, Gen. John M., s. tug, 42 g. t., b. Toledo, '98, in
 com.
 Wilson, Geo., schr., wrecked L. Ont., '64.
 Wilson, G. W., schr., sunk by col.
 Wilson, H. B., tug, 33 g. t., b. '77, Huron, in com.
 Wilson, John, Can. schr., 158 g. t., b. '81, Hull, in com.
 Wilson, Kate, tug, 15 g. t., b. '97, Buffalo, in com.
 Wilson, Lena M., schr., 86 g. t., b. '96, Ludington, in com.
 Wilson, Mabel, schr., 1,224 g. t., b. '86, West Bay City, in
 com.
 Wilson, S. P., schr., 141 t., ashore Grand Haven, '85.
 Wilson, Thomas, tug, 71 g. t., b. '88, Buffalo, in com.
 Wilson, Thomas, prop., 1,713 g. t., b '92, West Superior, in
 com.
 Wilson, Thomas C., schr., 30 g. t., b '68, Black River, in
 com.
 Wilson, W., Can. tug, 15 n. t., b '93, Fort Erie, in com.
 Wilson, William, Can. schr., 69 g. t., b. '65, Rondeau, in
 com.
 Wiman, schr., lost Point aux Barques, '55.
 Wiman, Erastus, Can. prop., 54 g. t., b. '90, Huntsville, in
 com.
 Windham, schr., 270 t., b. Ashtabula, '43.
 Windsor, schr., 270 t., b. Buffalo, '47.
 Windsor, schr., 237 t., b. '56, Detroit, wrecked '93.
 Windsor, stmr., 223 t., b. '56, burned Detroit, '66, 30 lives
 lost.
 Windsor, scow, sunk Benton Harbor, '70.
 Windsor, prop., 194 g. t., b '94, Summerville, N. Y., in com.
 Windsor, E., Can. prop., 89 n. t., b. '71, Sombra, in com.
 Wing and Wing, schr., 228 t., wrecked Michigan City, '54.
 Wing, Winnie, schr., 200 g. t., b. '67, Fort Howard, in com.
 Wings, schr., 9 g. t., b. '97, Muskegon, in com.
 Wings of the Morning, schr., 340 t., b. '54, Black River, O.,
 passed out. 
 Wings of the Wind, schr., b. Buffalo, '55, sunk by
 col., L. Mich., '66.
 Winifred, sty., 42 g. t., b. '82, Brooklyn, N. Y., later the
 Wayward.
 Winlock, Nellie, 32 t., b. '69.
 Winnie, Bertha H., schr., 26 t., b. Touissant, O., '71, capsized
 L. Erie, '96.
 Winnebago Chief, stmr., b. Green Bay, '29.
 Winnebago, schr., 280 t., b Green Bay, '67.
 Winnipeg, Can. bge., 837 n. t., b. '93, Kingston, in com.
 Winona, schr., 436 g. t., .b '56, Cleveland, passed out, '94.
 Winona, Can. schr., 149 g. t., b. '90, Greenville, in com.
 Winona, Can. prop., 12 g. t., b. '93, Montebello, in com.
 Winslow, prop., 1,650 g. t., b. '63, Cleveland, burned Duluth,
 '91.
 Winslow, tug, 290 g. t., b. '62, Cleveland, in com.
 Winslow, schr., lost '94, L. Mich.
 Winslow, Annie, brig, 205 t., b. Cleveland, '42, wrecked Duck
 island, '52.
 Winslow, H. C., schr., 252 g. t., b. '53, Black River, in
 com.
 Winslow, Kate, 736 g. t., b. '72, East Saginaw, foundered,
 '97.
 Winslow, R., brig, 127 t., b. Avon, '41.
 Winslow, Richard, schr., 885 g. t., b. '71, Detroit, sunk in
 Straits, '98.
 Winter, Jessie, schr., 56 g. t., b. '76, Sheboygan, in com.
 Wirralite, bark, formerly Vanguard, arrived Detroit from
 Liverpool, '66.
 Wisconsin, schr., first v. b. Green Bay, '34, wrecked Death's
 Door, '47.
 Wisconsin, stmr., 700 t., b. Conneaut, '37, sunk L. Erie by col.
 '52.
 Wisconsin, stmr., 352 t., b. '52, burned St. Lawrence r., '67, 23
 lives lost.
 Wisconsin, tug, 56 g. t., b. '85, Green Bay, in com.
 Wisconsin, i. prop., 1,181 g. t., b. '81, Wyandotte, in com.
 Wiskonsan, stmr., passed out.
 Wissahicken, prop., 1,620 g. t., b. '76, Buffalo, in com.
 Witch, tug, sunk Saginaw, '69.
 Witch of the Waves, Can. prop., 27 g. t., b. '75, Kemptville, in
 com.
 Witch of the West, tug, 23 g. t., b. '56, Petty's Island, N. J.,
 in com.
 Witherbee, J. G., schr., 65 g. t., b. '63, Essex, N. Y., in
 com.
 Witherbee, J. G., prop., 114 g. t., b. '72, Philadelphia, in
 com.
 Witter, Wm. E., stch., 133 g. t., b., '90, Ithaca, N. Y., passed
 out, '93.
 Wizard, sly., 6 g. t., b. '96, in com.
 Wocoken, prop., 1,400 g. t., b. '80, Cleveland, foundered L.
 Erie, '93, 14 lives lost.
 Wolcott, E. G., schr., ashore Sheboygan, '47.
 Wolcott, J., stmr., 80 t., b. Maumee about '44, burned '54.
 Wolf, schr., 29 t., b. Danbury, O., '17.
 Wolf, Lottie, schr., 334 t., b. Green Bay, '66, wrecked, '91.
 Wolf, William H., prop., 2,265 g. t., b. '87, Milwaukee, in
 com.
 Wolf, W. H., tug, 42 g. t., b. '81, Milwaukee, in com.
 Wolfe, 637 t., Brit. gunboat on L. Ont., '13, 23 guns, afterwards
 Montreal.
 Wolfin, schr., 48 g. t., b. '54, Milwaukee, wrecked off
 Sheboygan, '97.
 Wolseley, Gen., stmr., burned Georgian Bay, '86.
 Wolseley, Gen., Can. prop., 123 g. t., b. '84, Oakville, in
 com.
 Wolverine, schr., 97 t., b. Detroit, '43. 
 Wolverine, Can. schr., b. Pt. Dalhousie, '64.
 Wolverine, schr., 125 g. t., b. '71, Grand Haven, in com.
 Wolverine, schr., 141 g. t., b. '67, Saginaw, in com.
 Wonder, schr., 39 g. t., b. '75, Sheboygan, in com.
 Wood Duck, Can. schr., 120 t., b. probably York, '19.
 Woodduck, schr., stranded Oswego, '80.
 Wood, Charles, B., schr., 108 g. t., b. '79 Chaumont, N. Y.,
 passed out, '95.
 Wood, Jas., prop., 400 t., b. Dexter, '46, wrecked Ashtabula,
 '52.
 Wood, Robt., schr., 152 t., b. Clayton, N. Y., lost off Dunkirk,
 '54.
 Wood, S. A., schr., 314 g. t., b. '68, Manitowoc, in com.
 Woodbridge, schr., 118 t., b. Huron, '41, passed out.
 Woodbury, W. A., Can. schr., 150 g. t., b. '79, Hull, in com.
 Woodman, schr., stranded, '51.
 Woodruff, Carrie, schr., 127 t., lost L. Mich., '67.
 Woodruff, Jane C., Can. schr., 228 g. t., b. '66, St. Catharines,
 in com.
 Woodruff, J. C., Can. schr., wrecked Georgian Bay, '86.
 Woodruff, L. S., bark, b. '66, ashore Big Sand Point, '73.
 Woods, Arthur, tug, 37 g. t., b. '88. Buffalo, in com.
 Woods, Frank, prop., 385 g. t., b. '88, Saugatuck, in com.
 Woodward, Nettie, schr., in com., '72.
 Woolsey, schr., b. Sacket's Harbor about '15.
 Woolson, Mary, schr., 708 g. t., b. '88, West Bay City, in
 com.
 World's Fair of Chicago, bge., 128 g. t., b. '93, in com.
 Worswick, J. R., tug, 11 g. t., b. '78, Lorain, passed out,
 '95.
 Worth, Gen., schr., b. Euclid, '48, 222 g. t., later the John
 Raber.
 Worthington, schr., aground, near Chicago, '53.
 Worthington, Geo., schr., sunk near St. Helena, '73.
 Worthington, Geo., bge., sunk by col., Colchester reef, '87.
 Worthington, H. L., prop., 375 g. t., b. '80, Lorain, in com.
 Worthington, Luella, stmr., in com., '81.
 Worts, James G., Can. schr., 309 g. t., b. '74, Mill Point,
 wrecked '95.
 Wotan, prop., 886 g. t., b. '93, Marine City, in com.
 Wren, schr., 7 g. t., b. '96, Onekama, Mich., in com.
 Wrenn, George L., schr., 214 g. t., b. '63, Fort Howard, in
 com.
 Wright, Albert, Can. tug, 50 n. t., b. '75, Port Hope, in
 com.
 Wright, A. G., schr., 100 t., b. South Haven, '68.
 Wright, Albert J., tug, 240 g. t., b. '81, Buffalo, in com.
 Wright, A. J., stch., 130 g. t., b. '80, Buffalo, in com.
 Wright, A. P., tug, 29 t., wrecked Manistee, '86.
 Wright, Alfred P., prop., 2,207 g. t., b. '88, Cleveland, in
 com.
 Wright, A. W., schr., 530 g. t., b. '80, Saginaw, in com.
 Wright, D. B., schr., capsized off South Haven, '75.
 Wright, J. B., schr., wrecked L. Mich., '54.
 Wright, John W., schr., 26 g. t., b. '69, Oshkosh, in com.
 Wright, Luther, schr., 195 t., b. Huron, wrecked Gravelly bay,
 '54.
 Wright, M. W., tug, 34 g. t., b. '68, Depauville, N. Y., passed
 out, '93.
 Wright, Silas, schr., b. Cape Vincent, wrecked N. Y., passed out,
 '60.
 Wright, Tommy, Can. prop., 12 g. t., b. '73, Goderich, in
 com.
 Wrong, Tom, schr., wrecked Port Burwell, '66.
 Wyandotte, English slp., 47 t., b. Detroit, 1779.
 Wyandotte, schr., wrecked Buffalo, '56.
 Wyandotte, schr., 320 g. t., b. '56, Newport, Mich., in com.
 Wyandotte, s. prop., 320 g. t., b. '92, Wyandotte, in com.
 Wyland, J. L., tug, 13 g. t., b. '85, Vermillion, in com.
 Wyman, Chas. E., schr., 234 g. t., b. '82, Grand Haven, in
 com.
 Wyman, T., brig, 258 t., b. Oswego, '45.
 Wyoming, schr., 233 t., b. Ohio City, '47.
 Wyoming, bge., sunk Port Huron, '76.
 Wyoming, schr., 289 g. t., b. '70, Port Huron, passed out,
 '91.
 Wyoming, prop., 1,952 g. t., b. '87, Buffalo, in com.
 Wyoming, prop., 350 g. t., b. '70, Detroit, in com.
 
 
 X
 X 10. U. 8, schr., 23 g. t., b. '88, South Haven.
 
 
 Y
 Yakima, prop., 1,986 g. t., b. '87, Cleveland, in com.
 Yale, s. prop., 3,453 g. t., b. 95, Cleveland, in com.
 Yama, stmr., 11 g. t., b. '90, in com.
 Yankee, schr., on L. Erie, '41.
 Yankee, schr., lost '93, L. Hur.
 Yankee, schr., 236 g. t., b. '62, Marine City, Mich., in com.
 Yankee, schr., 12 g. t., b. '83, Sand Beach, Mich., in com.
 Yankee Blade, schr., 256 t., b. '55, foundered near Skillagalee,
 '83.
 Yates, Florence, tug, 33 g. t., formerly Sam'l H. Barons, b.
 Buffalo, '75, in com.
 Yates, H. N., schr., in com., '45, passed out.
 Yattaw, J. F., 126 g. t., b. '92, Chicago, passed out,'96.
 York, English v., 80 g. t., b. Toronto, 1792, wrecked off Devil's
 Nose, 1799.
 York State, schr., 303 g. t., b. '69, Ashtabula, in com.
 York State, schr., 288 t., b. '57, stranded Georgian Bay,
 '86.
 York State, tug, 23 t., b. '69, passed out.
 Yosemite, prop., 310 g. t., b. '67, Sandusky, passed out,
 '92.
 Yosemite, fire tug, 142 g. t., b. '90, Chicago, in com.
 Youell, Clara, Can. schr., 269 n. t., b. '72, Port Burwell, in
 com.
 Youghiogheny, prop., 115 g. t., b. '89, Ashtabula, in com.
 Young Amaranth, schr., b. '25, Black River, O.
 Young America, stmr., 89 t., b. Algonac, '62.
 Young America, schr., 242 g. t., b. '53, Buffalo, in com.
 Young Annie, prop., 1,007 t., b. '69, burned L. Hur., '90, 9
 lives lost.
 Young, C. L., schr., 382 g. t., b. '72, Marine City, in com.
 Young, Capt. Levi, Can. schr., 153 g. t., b. '80, Hull, in
 com.
 Young, Emma, scow, sunk Algonac, '71, by col.
 Young Farmer, schr., ashore Long Point, '27.
 Young, Henry, scow, wrecked L. Erie, '70.
 Young Leopold, schr., in com., '56.
 Young Lion, schr., 50 t., b. Black Rock, '27, sunk near Erie,
 '36.
 Young Lyon, burned '74, L. Hur.
 Young, P. E., Can. scow, 76 n. t., b. '64, Normandale, in
 com.
 Young Rover, schr., 8 t., b. Detroit, '43.
 Young Tiger, schr., afloat, '26.
 Young, William, schr., 333 g. t., b. '63, Madison Docks, O.,
 passed out, '91.
 Young, Wm. A., schr., 434 g. t., b. '83, Marine City, in com.
 Yukon, schr., 1,602 g. t., b. '93, West Bay City, in com.
 Steel steamer YumaYuma,
 prop., 2,194 g. t., b. '93, Cleveland, in com.
 
 
 Z
 Z. Y. M. C. A., schr., 199 g. t., b. '69, Manitowoc, passed out,
 '94.
 Zapotec, schr., 811 g. t., b. '90, Marine City, in com.
 Zebra, tug, b. Ferrysburg, Mich., '68.
 Zella, sty., 13 g. t., b. '86, Rochester, in com.
 Zenith, tug, 103 g. t., b. '95, Benton Harbor, in com.
 Zenith City, prop., 3,850 g. t., b. '95, Chicago, in com.
 Zenobia, schr., lost Point Betsey, '58.
 Zenobia, stcb., 143 g. t., b. '81, Lockport, in com., formerly C.
 H. Foote.
 Zephania, schr., foundered L. Ont., '62.
 Zephyr, schr., 45 t., first v. b. Cleveland, '08, lost '20, 10
 lives lost.
 Zephyr, schr., 93 t., capsized off Long Point, '69.
 Zero, 24 g. t., b. '91, West Bay City, in com.
 Zimmerman, Can. schr., 500 g. t., b. '54, Niagara, burned
 Niagara, '63.
 Ziyara, sty., 21 g. t., b. '90, Rome, N. Y., in com.
 Zouave, schr., b. Conneaut, passed out.
 Zouave, tug, boiler exploded L. St. Clair, '62, 4 lives lost,
 rebuilt, passed out.