Our families on
the great lakes
by Jim Nugent
Some of our families—Currie, Menten, Nugent,
Durrant, Chartier, and Geer—have lived and
worked on and around the great lakes for two-
hundred years.
My 3rd great grandfather, Joseph W. Geer
(emigrated to Plymouth, Michigan in 1833 and
then moved on to Clay township in St. Clair
County in 1835. Joseph cleared forty-acres of
woodland in the Pointe DuChene area for
farming. He also worked as a millwright,
carpenter, and joiner. Joseph married a local
French Canadian girl, Elizabeth Chartier
Thomas Currie (1814-1893), a 2nd great
grandfather, was born in Dalhousie, New
Brunswick, Canada. He married Jane Kollock in
Dalhousie in 1837 and then moved to Saint Clair
County, Michigan before 1840.
We don’t know as much about my great
grandfather James Nugent (1834-1891).
According to Ellen “Nellie” Nugent Townsend,
one of his eleven children, he was born in New
York state and left home at an early age to live in
St. Catherines, Ontario. He married my great
grandmother, Elizabeth Menten (1832-1909) in
Lambton, Ontario in 1858. In 1876 they moved
across the St. Clair River to Algonac, Michigan.
Second great grandfather Patrick Menten (1790-
1865) was born in Ireland. He joined the 66th
British Regiment, served on St. Helena, and then
in Canada. Discharged in Kingston, Ontario he
was granted 200 acres of land in Moore
Township (east of Corunna, Ontario) in 1838 for
his service.
OSCAR T. FLINT
Type at loss : propeller, wood, bulk freight - built in 1889, S. Langell, St. Clair, MI Specs : 218x37x14 824g 701n Date of loss : 1909, Nov 25 - near mouth of Thunder Bay, Michigan - Lake Huron Detail : Caught fire just after leaving Alpena, MI. Run into shoal water in a successful attempt to save her crew. The vessel burned to the waterline, a total loss. Carrying limestone, salt Detail : Caught fire just after leaving Alpena, MI. Run into shoal water in a successful attempt to save her crew. The vessel burned to the waterline, a total loss. BGSU historical collections of the great lakes
The Currie family
Thomas Currie (1814-1893)
my 2nd great grandfather
Thomas Currie was born on March 26, 1814 in Dalhousie, Restigouche, New Brunswick, Canada. I’m not sure where his parents came from; it could be Ireland, Northern Ireland, or maybe even the American Colonies if his parents had been British loyalists. Many fled north to Canada during and after the Revolutionary War. Thomas Currie’s wife, Jane Kollock (1837-1893) was born in Bathurst, Gloucester, New Brunswick, Canada. Her family was exiled to New Brunswick in 1782 following the Revolutionary War. Currie and Kollock married in 1837 and were living in St. Clair County, Michigan by 1840. Thomas Currie was an innkeeper in Algonac, St. Clair County, Michigan but many of his sons and grandsons worked on or around boats.
1840 U.S. Census
Shows Thomas Currie living next to Shepard Currie, his father in law. The
Currie farm was probably near Pointe DuChene, south of Algonac, Michigan.
The same Nook Road farm that was in the Currie family until the 1970s.
Shepard Kollock (Colick on census) and his children lived nearby for four
years and then emigrated farther west to Buena Vista, Portage, Wisconsin.
Marriage
Acadia, Canada, Vital and Church Records (Drouin Collection), 1670-1946 for Thomas Currie Accessed on Ancestry.com1870 U.S. Census
Thomas Currie had nine children, Nelson, Shepard Harrison, David, William St. Clair, Sarah Jane, Calvin T., Thomas, Mary E. and Florence. William St. Clair Currie (1844-1923). Thomas Currie was a hotel keeper, son David was a farmer, William a clerk in the hotel, Calvin was a butcher, and Thomas Jr. was a sailor. Caroline Brown was the family or hotel domestic servant. This census says Thomas Currie was born in Ireland.William St. Clair Currie, the hotel clerk was
my great grandfather.
Currie family sailors
Bowling Green State University (BGSU) has historical collections about the great lakes. The great lakes maritime personnel index lists Shepard and a number of his sons: Thomas Currie Jr. Port Huron • 1896 Captain • 1899 Captain vessel= City of New YorkS. H. Currie
•
1899 Captain
vessel=Gettysburg
• 1900 Captain vessel=GettysburgShepard A. Currie [Middle initial should be H?]
• 1896 Captain • 1899 Captain 279 Hancock Ave. Detroit • 1900 Captain • 1901 Captain • 1902 Captain • 1903 Captain • 1904 Captain • 1905 Captain 1592 Fort St. W. Detroit • 1906 Captain 729 Brooklyn Ave. Detroit • 1907 CaptainCarlos C. Currie
[Shepard’s son]
• 1917 Captain 208 N. Weadock Ave., Saginaw • 1918 Captain • 1919 Captain • 1920 Captain 420 Raspberry Erie PA (Port Huron ISMA) • 1921 Captain • 1922 Captain • 1923 Captain 934 W. 4th Erie PA • 1924 Captain • 1925 Captain 1028 W. 6th Erie PA • 1926 Captain • 1927 Captain • 1928 Captain • 1929 Captain • 1931 Captain • 1932 Captain 1009 W 4th Erie PA • 1933 CaptainAlfred L. Currie
[Shepard’s son]
• 1917 Captain 208 N. Weadock Ave. Saginaw, MI • 1918 Captain • 1919 Captain • 1920 Captain 420 Raspberry Erie PA • 1921 Captain • 1922 Captain • 1923 Captain 934 4th Erie PA • 1924 Captain • 1925 Captain 1028 W 6th Erie PA • 1926 Captain • 1927 Captain • 1928 Captain • 1929 Captain • 1931 Captain • 1932 Captain 1023 Chestnut Erie PA • 1933 Captain
Currie and Geer
properties are
underlined in red
click for a bigger map
image
Shepard Currie
Shepard Currie (1840-1908), my great grand uncle was born on Walpole Island, Canada according to his death certificate. He was a lake captain on steam propeller tugs that towed vessels up and down the Detroit and St. Clair rivers.S. H. Currie
• 1899 Captain vessel=Gettysburg • 1900 Captain vessel=GettysburgShepard H. Currie
•
1896 Captain
• 1899 Captain 279 Hancock Ave. Detroit • 1900 Captain • 1901 Captain • 1902 Captain • 1903 Captain • 1904 Captain • 1905 Captain 1592 Fort St. W. Detroit • 1906 Captain 729 Brooklyn Ave. Detroit • 1907 CaptainCaptain Shephard H. Currie,
of Detroit, Mich., and the efficient commander of the propeller Gettysburg, was born near Algonac, St. Clair Co., Mich., on New Year's Day, 1840. His father, Thomas Currie, a harnessmaker by trade, was proprietor of a hotel at Algonac for many years, and the Captain received his education in the schools of that town. He began his life on the lakes at the age of seventeen, when he took the position of cook on the Traffic, the first steamer up the Saginaw river. During the Captain's forty years on the lakes, which have been spent entirely on steamboats, he has never missed a season since he began to sail, and never had to lay off on account of sickness. Beginning his lake career as cook, he was promoted to fireman, then to wheelsman, and finally became a master, his first command being the side-wheeler Dart, on which he remained but a short time. The Captain was in the employ of Alger, Smith & Co. for fifteen years, eleven years of which time he commanded the tug Torrent, and for seven years acted as master of the tug Brockway, in which he owned an interest; he also owned a third-interest in the tug Ballentine. Captain Currie has invented and secured a patent for a sounding lead, which is considered a great improvement over the old one, and those who have used it say it is the only lead to use, and its probable recognition by the United States Navy will probably cause it to come into general use. The chief feature of this instrument is the brass top or nose piece which protects the end, and sinks quickly and naturally. In August, 1866, Captain Currie was married to Miss Catherine M. Russell, of Algonac, Mich., and to this marriage eight children were born to them, six of whom are still living: Samuel Harrison, a member of the police force of Detroit; Alfred Latta, mate with his father; Calvin Carlos; Maggie Crane; Arthur Miles, a
wheelsman, and Stephen B. Grummond, also a wheelsman. William Russell
died at the age of nineteen, and Thomas Franklin when but two weeks old.
Socially, the Captain is a Mason, and belongs to the Ship Masters Association.
Page 383-384 - History of the Great Lakes: Volume 1 by John Brandt Mansfield. Published by
J. H. Beers & Co. in Chicago, 1899.
Menten family
Patrick and Anne Menten
Patrick Menten (1790-1865), my 2nd great grandfather, was born in Dunanaughta or Donanaughta. Eyrecourt, in the south east corner of County Galway incorporates the ancient ecclesiastical centres of Dunanaughta, Clonfert, and Meelick and is bounded by the rivers Shannon and Suck for 16 miles. Patrick enlisted in the 66th British Regiment in 1816. The next year he departed for St. Helena with his wife Anne Kelly. The 66th Regiment was guarding Napoleon. Their oldest son, my great grand uncle James Menten (1818-1870) was born on ship or at St Helena Island off the African coast. When Patrick was reassigned to Canada, the family went along. He was discharged in Kingston, Ontario in 1835 and awarded 200 acres of land in Moore township in 1838; lot #24 in the 10th concession, east of Corruna, Ontario. The family cleared the land selling the wood to steamboats on the St. Clair river. Their eldest son James E Menten ended up owning 900 acres of land along with docks near Baby’s Point just south of Port Lambton, Ontario. Father and son were collectors of customs and postmasters. Their oldest daughter Elizabeth Menten (1832-1909) was my great grandmother. She married James Nugent (1834-1891) in 1858 and had 11 children. The oldest son was also named James Nugent (1866-1951) and he was my grandfather. Great grand uncle James Menten (1818-1870) who was born on St Helena Island off the African coast had seven children. His son William “Captain” Menten (1844-1903) worked on the St. Clair river boats and was a captain of boats on the Bruce Peninsula before he moved to Harrison Mills, British Columbia in 1889. William Menton was the postmaster at Harrison River in May 1890 when a mining boom reopened interest in the Harrison to Port Douglas-Lillooet route to the Fire Lakes Mines. His wife Emma Menton bought a lot and built a Hotel-Store in Harrison Mills, running both. William “Captain” Menton captained a series of boats that plied the trade on Harrison River. The first was "Gypsy" a 50ft. screw tug. Next was the "Willie," and later the "Welcome." James and Emma Menton’s daughter Maud Leonora Menten (1879-1960) went to college and became a doctor. She co-developed the Michaelis–Menten equation in biochemistry. Maud was born in Port Lambton, Ontario and studied medicine at the University of Toronto (B.A. 1904, M.B. 1907, M.D. 1911). She was among the first women in Canada to earn a medical doctorate. She completed her thesis work at University of Chicago. At that time women were not allowed to do research in Canada, so she decided to do research in other countries such as the United States and Germany.
Harrison Mills, British Columbia, Canada
The Menten place facing the St. Clair River just south of Lambton, Ontario
Emma Menten
Patrick Menten’s grave
near the back entrance to
St. Joseph’s Church in
Corunna, Ontario.
James Menten and his
wife Anne Kelly are buried
nearby.
A wood model of a propeller tug similar to the boats that Shepard Harrison Currie
captained on the Lake Huron to Lake Erie route. The tug would pull a string of sail
powered boats through the St. Clair and Detroit rivers where the current could run 5
knots or better.
Baby’s Point, north of Walpole Island and the Snye Carte (Chenail Ecarté) where James Menten had docks, sold firewood, collected
customs, and was postmaster. It was just up river from Algonac, Michigan and Walpole Island. Marine City was across the river
from Sombra, Ontario. Babys Point is in the lower left corner of the map. James Menten’s land parcel is labeled just above Babys
Point.
James Nugent, sailor
Postcard with the date November 16, 1908 written on the back in pencil. The narrow gauge railroad passenger car behind
the crew indicates that this is the steamer Frank H. Goodyear. James Nugent is first on the left in the fron row.
James Nugent (1866-1951) my
grandfather was on the
Goodyear at the end of the
1908 season, November 16,
1908.
James Nugent is fourth from the right in the back row, wearing a vest. There is no information on this photograph to
indicate the name of the ship or the date the photograph was taken.
This is the Frank H. Goodyear underway.
Frank H. Goodyear
The steamer Frank H. Goodyear at dock. This high resolution image is marred by
being double exposed which left a ghost image. The narrow gauge railroad passenger
car mid-deck appears to have a curved or humped frame. Early wood-frame RR cars
often had trussrod supports and when the turnbuckles were over tightened the car
would become hump-backed. It appears to be at a lake Superior ore-dumping dock.
Postcard with the date November 16, 1908 written on the back in pencil. This is
probably and end of year crew photograph. My grandfather, James Nugent (1866-
1951) is the first person on the left in the front row.
Six months later, on July 9, 1909, the Frank H. Goodyear was headed northbound
for Duluth following another bulk steamer, the Isaac M. Scott when the Scott
collided with the south bound steamer the John B. Cowle. The Cowle sank.
The following year on May 23, 1910, the Frank H. Goodyear sank off Pointe Aux
Barques when it was rammed by the steamer James B. Wood. The Goodyear sank in
two minutes. Pointe Aux Barques is the tip of the Michigan thumb where Saganaw
Bay meets Lake Huron.
F. R. Hemenger was still the captain of the Goodyear but Jim Nugent wasn't among
the crew who were rescued or lost. He must have left the crew of the Goodyear in
1909 or 1910 before the collision. Captain Hemenger, mates Gus Zaetsch and Archie
Fuller, and the cook Frank H. Bassett were all from Algonac. Cook Bassett also had
his wife Lillian and son John on board.
James Nugent (1866-1951) my
grandfather might have been on board
the Goodyear for the 1909 Cowle-Scott
collision in Lake Superior but he was
not on the Goodyear in 1910 when it
was rammed by the James B. Wood.
1908
On July 12, 1909, the 420-foot long John B. Cowle was headed down the lakes for Cleveland, Ohio. The Cowle had been loaded with iron ore at Two Harbors,
Minnesota and was crossing Lake Superior, headed for the Soo when she collided with the upbound Isaac M. Scott.
The 504-foot long Scott, a new steel steamer was running light on her maiden voyage upbound for Duluth, Minnesota. The Scott passed through the Soo Locks followed by the Goodyear, also upbound for Duluth. Because of the dense fog, Captain Hemenger of the Goodyear was following the Scott using sound as his main navigation tool. About a mile and a half after the Scott cleared Whitefish Point it hit the Scott broadside. Crew members of the sinking boat the John B. Cowle jumped to the deck of the Isaac M. Scott or into the water. The Frank H. Goodyear which was following the Scott closely picked up Captain Rogers of the Cowle and some of its crew but fourteen went down with the boat.The Story
from the Bessemer Herald Newspaper, July 24, 1909
The boat that survived
Steamer Isaac M. Scott on a previous voyage. The Scott picked up survivors and
returned to the Soo.
The boat that sank
Steamer John B. Cowle at an unloading dock on a previous voyage. Hit broadside the Cowle sank off Whitefish Point.The rescue boat
Steamer Frank H. Goodyear on a previous voyage. The Goodyear was following the
Scott. After the collision it picked survivors from the water.
1909
1910
Steamer James B. Wood rams the
Frank H. Goodyear.
Steamer Moses Taylor
Chef on the boat
Chef Charles Daniels
In the Soo Locks Chef
O. Stewart, engineer
Ore boat
Otis Nugent (left) sailed on the Moses
Taylor for one season (about 1918)
Steamer Sir Thomas Shawnessee encrusted
with ice.
Otis Nugent in Ohio with Steamer Moses Taylor in background.
Otis’s note to a friend. You can send me
postcards and letters to:
Stmr. Mose Taylor
Marine Post Office
Pickhands and Mather
Pittsburg Steel Corp
Sault St. Marie
Otis, born in 1900, was sick his last year in
high school and probably didn’t graduate
with his class. After high school he attended
art school in downtown Detroit for a year or
so. The only surviving evidence for that is
his notebook of technical drawings that he
did in a drafting class.
Otis’s father worked on the lake boats and
Otis often recalled that he had spent a year
on one. The note to the right leads one to
believe that he sailed on the steamer Moses
Taylor. It details how his friends could send
him mail by addressing it to the marine post
office at Sault St. Marie. The lock tenders
would hold the mail until the Mose Taylor
next locked through the Soo canal.
John Keyser Smith (1785-1855)
first settler in Algonac, Michigan
Reliance III at Algonac, Michigan, July 4, 1911? • Pesha Photo
more info at Speedboat Kings
Jim and Frankie Nugent with Jay & Jerry Smith
Florence “Flossy” Nugent
Steamer Willis L King, Union Dock, Ashtabula Harbor, Ohio
Steamer Sir Thomas Shawnessee encrusted
with ice.
Harbor in Duluth, Minnesota
Unknown boat, crew, & location
Sault Ste Marie rapids
Charles Otis Currie
(1879-1952) My grand uncle.
Uncle “Otie” and his brother Jasper were mechanics, machinists, tool makers, pattern makers, and entrepreneurs during Detroit’s mechanical heyday. Otis Currie was the Superintendant of Machinist's for De Palma Mfg. Co., an automobile related firm. De Palma was associated with C. Harold Wills and John Lee (former Ford Motor Co. employees) as they put together a new factory in Marysville, Michigan to produce the Wills Sainte Claire automobile featuring molybdenum steel parts. In 1914 he was in business with his brother Jasper to market the Gadabout automobile, a vehicle with a light weight wicker body. In the 30s and 40s he worked at Reynolds Spring Company in Jackson, Michigan. At Reynolds he developed a number of items that recieved U. S. patents.
Coin Controlled Machine - April 16, 1907
U.S. Patent 850,817
Assigned to Caille Company of Detroit, Michigan
View-Dissolver for Magic Lanterns - May 17, 1910
U.S. Patent 958,370
Assigned to the Campbell-Kingsley Manufacturing Company of Detroit, Michigan
Multiple Type-Writer Press - Apr. 23, 1912
U.S. Patent 1,024,461
Assigned to John Stafford
Sanitary Toilet - Jan 14, 1919
U.S. Patent 1291428
Assigned to Cornelius D. Stomler, Marine City, Michigan
Demountable Wheel - May 4, 1920
Canadian Patent 199889
Feeding Device for Sheets, Envelopes, And The Like
U.S. Patent 1,373,869 - April 5, 1921
Assigned to William O. Albig of Adrian, Michigan
Practice Golf Game - Nov. 6, 1928
U.S. Patent 1,690,158
Assigned 49/100 to Frank V. Carney of St. Clair, Michigan
Seat Frame for Automobiles and The Like - Nov. 24, 1936
U.S. Patent 2,061,923
Assigned to Reynolds Spring Company, Jackson, Michigan
Composite Structural Member - Aug. 3, 1937
U.S. Patent 2089005
Assigned to Reynolds Spring Company, Jackson, Michigan
Reinforced Fibrous Tacking Strip - April 4, 1939
U.S. Patent 2,153,514
Assigned to Reynolds Spring Company, Jackson, Michigan
Conveyer Slat - Apr. 2, 1940
U.S. Patent 2,195,796
Assigned to Reynolds Spring Company, Jackson, Michigan
Conveyer Element - Aug. 13, 1940
U.S. Patent 2,211,648
Assigned to Reynolds Spring Company, Jackson, Michigan
Tube Extractor - Oct. 25, 1949
U.S. Design Patent 155685
Assigned to K&M Products Company, Jackson, Michigan
U.S. & Canadian Patents for Charles Otis Currie
Boats of Samuel and Eber Ward
"Ward's Lake Superior Line"
YEAR
NAME
TYPE
YARD
TONS
COST
1834
General
Harrison
Schooner
Newport
(Marine City)
1839
Huron
150
$16,000
1841
Champion
steamer
1845
Detroit
Newport
360
$30,000
1847
Samuel Ward
420
$105,000
1847
Canada
purchased
700
1848
Atlantic
side
wheeler
Newport
1,155
1850
Ocean
Newport
1,000
$100,000
1851
Caspian
1,000
$80,000
1851
Artic
700
$65,000
1851
Pearl
Newport
260
$25,000
1851
St. Louis
purchased
600
1851
Telegraph
purchased
200
1852
Cleveland
600
$50,000
1852
Traveler
650
$70,000
1852
Huron 2d
400
$30,000
1853
Collins
Newport
1050
$110,000
1854
Forester
Propeller
500
$60,000
1855
Planet
Steamer
1,200
$120,000
1855
Forest
Queen
Steamer
600
$63,000
1856
Western
Metropolis
side
wheeler
Buffalo
1860
1856
Wyandot
Schooner
600
1856
Marquette
Schooner
600
1856
?
Propeller
1,000
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 promi nent 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 ves sels are owned by residents of the village .
The Hillsdale [Michigan] Standard - August 11, 1857 -- page 2
The Poor Boy and the Millionaire.
Few men who commence the world poor acquire large fortunes in a long lifetime, by
honest and straight forward means, in the pursuit of a regular legitimate business.--
Nearly all the colossal fortunes in the country have been made by commercial
speculations, by stock jobbing, by the rise in real estate, or by the unrequitted labor
of slaves and traffic in human flesh and blood. I can now call to mind but one
exception in a retrospect of thirty years; and to this no parallel can be found in the
history of our country. The one to which I allude contains a moral lesson so full of
encouragement and hope to young men just starting out in life, and is so worthy of
imitation, that I have resolved to give it at least a passing notice. If they follow the
example here set them of industry, energy, perseverance, close application and strict
integrity, they cannot fail to secure to themselves honored names and independent
fortures, though they may not be classed with Millionaires.
Eighteen years ago [1857-18 = 1839] Eber B. Ward bought? A small schooner called
the Gen. Harrison, owned by his uncle, Samuel Ward, which was built at Newport
[Marine City], on the St. Clair river in 1834. Under the prudent and sagacious
management of "Captain Eber," as he was then familiarly called the schooner
proved to be a profitable investment, and in 1839, the Wards, uncle and nephew
resolved to raise a small steamer for the St. Clair river trade.-- The Huron, 150 tons
burthen, was placed upon the stock at Newport in the summer of that year, and was
finished and made her first trip to Port Huron early in the spring of 1840; she cost
$16,000 and the owners exhausted all their available means in her construction, and
involved themselves to the amount of half the cost of the boat. "Capt. Eber" took the
command, and so rich were the returns she made, that, in 1842, they built the
champion, 260 tons, at a coust of $24,000, At that time the Lake steamboat
combination was in full force and power, and controlled the navigation of the Lakes
from Buffalo to Chicago. The managers of that powerful monopoly saw in Capt.
Ward the elements of a dangerous rivalry, and resolved to "subdue" him.
The bitter opposition which he experienced from this quarter only served to develop,
and call into full exercise the dauntless energies of a young and vigorous mind. His
success was unparalleled, and in the autumn of 1845 the Detroit was launced from
the shipyard at Newport. She was a beautiful craft of 360 tons, and cost $30,000.
Capt Ward took the command of her in person, and her first trip was made to Saut
St. Marie, in May 1846. This was the commencement of "Ward's Lake Superior
Line." The experiment proved eminently successful, and in 1847 they brought out
the Sam Ward, 420 tons, at a cost of $105,000. The same year they added to their
fleet the Canada, 700 tons by purchase. In 1850 they built the Ocean, 1,000 tons, at
a cost of $100,000. In 1851 the Caspian, 1000 tons, 80,000; the Arctic, 700 tons,
$65,000; the Pearl, 260 tons, $25,000, were built at Newport, and they purchased
the St. Louis, 600 tons, and the Telegraph, 200 tons. In 1852 they brought out the
Cleveland, 600 tons, $50,000; the Traveler, 650 tons, $70,000; the Huron 2d, 400
tons, $30,000. In 1853 the Collins, 1050 tons, was added to their fleet from the same
ship yard at a cost of $110,000. In 1854, the Forester, 500 tons, $60,000; and in
1855, the Planet, 1,200 tons, $120,000,and the Forest Queen, 600 tons, $63,000.
This year, 1856, Capt. Ward has built two schooners, the Wyandot and the
Marquette? [Magnetic?], 600 tons burthen each, for the Lake Superior trade; and
has a Propeller of 1,000 tons on the stocks, which will be finished this fall intended
for the same trade.--The cost of these vessels in $1000.
Within the last sixteen years Mr. Ward has paid to ship builders and other
mechanics, to employers and laborers, more than two and a half million s of dollars;
and a large portion of this has gone directly into the pockest of citizens in our State.
For a period of twelve years, from 1840 to 1852, all his enterprises were crowned
with success. From the commencement of the little Huron, in 1840, he had now
become he owner of a fleet of seventen steamers and the steamers and the
acknowledged master of the Lakes. The Lake Combination had ceased to exist, and
the men who formed it had retired into the shade. David has slain Goliah. Up to this
time he had never met with any serious accidents, involving loss of life or vessel; but
this proved a most disastrous year. The Atlantic was run into a propellor, and sunk
off Loing Point, Lake Erie; the Caspian was wrecked on the outside Pier at
Cleveland; and the St. Louis sunk off Sandusky.-- The total losses that year
amounted to $250,000 on which there was no insurance. In 1854 the Collins was
burnt near Malden, and the Detroit sunk off Point au Barques, Lake Huron.
In 1854 the firm of E. B. & S. Ward was dissolved by the death of the latter, and
Capt. Ward sold out nearly all his steamboats and invested the proceeds in other
enterprises.-- He retains only the steamers Planet and Forester, a Propellor, and the
schoners Wyandotte and Marquette.
In the brief period of sixteen years he has accumulated, over and avove all liabilities,
a fortune of a million and a quarter. This is all the fruit of his own energy and
industry, and has been acquired without swerving from the path of honor, or
deviating from the principle of right. He has never defrauded the rich, oppressed the
poor, or wronged a fellow being. In all his business transactions he was never known
to deviate from his word or violate an obligation.
For some years he had intimate and complicated business connections with the
Michigan Central Railroad, involving millions of dollars, and its transactions were all
based on a verbal agreement between Mr. Brooks, the Superintendent of that road,
and himself.--No Written contract ever existed between them, each relied upon the
honor and integrity of the other, and neither were disappointed. Their business
relations were closed to the entire satisfaction of both parties, and the bonds of
friendship between them were strongly cemented by this long, intricate and intimate
business association. He has done more practically to benefit the laboring classes,
and to promote the interests of worthy, industrious young men, than any other man
of this age; and there are hundreds now in prosperous business and independent
circumstances, who cheerfully acknowledge that Eber B. Ward has made them what
they are. He is universally beloved by his employees, who know him to be
emphatically the working man's friend. Honesty and industry are at all times such
passports to his favor. He is the same unostentatious, affable man of business that
he was sixteen years ago, and possesses too large a stock of common sense to be
"spoiled by fortune."
Wealth thus acquired is rarely squandered in fashionable folly, dissipation and
extravagance, and in the hands of such men is sure to prove a blessing. Mr. Ward
understands well the purposes for which it was designed by the Great Giver, and
dispenses liberally to suppress wrong and oppression, to promote the cause of
education, morality and virtue, and to improve the moral, mental and physical
condition of man. It is within the personal knowlege of the writer, that during the last
four years Mr. Ward has contributed to public and private charities to the cause of
education, and to promote the diffusionn of the principle of Freedom, upwards of
$26,000. His example has taught us that wealth may be acquired without fraud and
chicanery and that its pursuit does not necessarily involve the eradication of the finer
sensibilities of a noble, generous nature. "Honesty, Temperance, Industry,
Perservance," is the motto, and success the result.