USA > Ohio > Cuyahoga County > Cleveland > Cleveland, past and present; its representative men > Part 16
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In the year 1856, the schooner Dean Richmond, of 319 tons, was built by- Quayle & Martin in Cleveland, for C. J. Kershaw, of Chicago. This vessel was loaded with wheat, and under the command of Capt. D. C. Pierce, sailed from Chicago to Liverpool. She arrived in good time, living made a quick passage, and astonished the English people by her rig, and from the fact of her having come from the inland lakes of America to Europe. The schooner was sold in
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Liverpool, and her new owners changed her name to the Belina, and placed her in the trade between Liverpool and Brazil, on which route she made quick and successful trips.
In 1857, the same builders turned out the barque C. J. Kershaw, of 350 tous burthen, having built her for Capt. D. C. Pierce, who was the pioneer captain in the trade. The Kershaw was loaded with staves, cedar posts and black walnut lumber. In the Fall she started on her return with a load of crockery and iron, but was twice driven back by terrific gales and had to go into doek for repairs. This brought her into St. Lawrence river so late, that she was frozen in the Lachine Canal. Early in 1858, she arrived in Cleveland with her cargo in excellent order and to the perfect satisfaction of the consignees.
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About the time that the Kershaw was launched, a small British schooner, the Madeira Pet, of 123 tons, came from Liverpool through the rivers and lakes to Chicago, with a cargo of hardware, cutlery, glass, &c., on speculation. The enterprise was not successful, and no more attempts were made to establish a direct trade between Chicago and European ports.
During the Spring and Summer of 1858, several of the leading business men of Cleveland entered with vigor into the trade, and a respectable fleet of vessels was dispatched to European ports. A new barque, the D. C. Pierce, was built for Messrs. Pierce & Barney, and sent to Liverpool with a cargo of staves and black walnut lumber. The same parties sent the C. J. Kershaw to London with a similar cargo, and the Chieftain and Black Hawk, with the same kind of freight. Mr. T. P. Handy sent the R. H. Harmon with staves and black walnut lumber to Liverpool, the D. B. Sexton with a similar cargo to London, and the J. F. Warner with a cargo of the same kind to Glasgow. Mr. H. E. Howe sent the new barque H. E. Howe to London with a cargo of staves and lumber. Col. N. M. Standart sent the Correspondent to Liverpool with a load of wheat, and Mr. C. Reis freighted the Harvest to Hamburgh with a cargo of lumber, staves and fancy woods. . This made a fleet of ten vessels, owned and freighted by Cleveland merchants, with a total tonnage of about 3,600 tons. Two vessels were sent out from Detroit with similar cargoes, but the enterprise was pre eminently a Cleveland one.
All of the Cleveland Heet disposed of their cargoes to good advantage. Six of them returned with cargoes of crockery, bar iron. pig iron, and salt. This part of the trip also proved successful. It was the intention of the owners to sell some of the vessels in England, but the shipping interests were so prostrated that it was impossible to dispose of the ships at anything like & fair price.
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They therefore still remained in the hands of Cleveland owners, but four of them did not return to the Lakes. The D. B. Sexton went up the Mediterranean ; the H. E. Howe went on a voyage to South America, the Harvest to the West Indies, and the C. J. Kershaw .was employed in the Mediterranean trade. Wher- ever any of the Cleveland .vessels went they called forth complimentary remarks by their fleetness and steadiness in heavy weather.
In the following year other vessels were sent out and made successful trips. The remarkable sca going qualities exhibited by these lake-built crafts, outsailing, as they did, occan clippers and weathering gales that sent sea-going ships flying helpless before the storm, attracted the attention of Eastern slip-owners, and orders were received for vessels to be built for the Atlantic coasting trade. The outbreak of the war gave a severe check to the direct trade, which passed into the hands of an English firm who still continue to run vessels between Cleveland and Liverpool, and in the depressed condition of the American carrying trade on the ocean there was no longer a demand for new vessels for the coasting trade. With a revival of business in that line, and an enlargement of the canals between Lake Erie and tidewater, so as to allow the passage of larger vessels, there is a probability that a brisk demand for Cleveland vessels for the salt water will yet spring up.
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SETH W. JOHNSON.
The name of Seth W. Johnson has for more than thirty years been closely and prominently identified with the ship building interests of Cleveland. He saw the business in its infancy, was largely accessory to its growth into the important proportions it at last assumed, and though no longer engaged in the business, his withdrawal from it is so recent that the mention of his name suggests, to those familiar with the affairs of the city for a number of years, the incessant tapping of the shipwrights' hammers and visions of skeleton ships gradually assuming the form and substance in which they are to carry the commerce of the great West to market.
Mr. Johnson was a native of Middle Haddam, Middlesex county, Connecticut, his mother, who died October 17, 1868, being formerly Miss Mary Whitmore, born at Middletown, Middlesex county, Conn., in 1780, and his father, Henry Johnson, born in 1776, and died July 6, 1869. Seth W. Johnson was the second son and third child of a family of nine, all of whom, with both father and mother, were alive on the 16th of October, 1868, the oldest child being then about sixty-one years old, and the youngest over forty.
Young Johnson worked with his father a short time as a farmer, but not feeling in his element in the plow field or in the cow yard, he followed the bent of his mechanical tastes, and engaged himself to work in a ship yard. He commenced work in this line when about fourteen years old, and served out his full apprenticeship of seven years, when he set up in business for himself, taking full charge of the work of finishing ships. This he carried on for three years with considerable success.
But New England, he rightly judged, was too narrow a field for the young man who wished to improve his prospects and with narrow means lay the foundation of a liberal competence. The West offered the most promise, and to the West he accordingly came, taking his kit of tools with him. Landing in Cleveland in the Fall of 1834, he satisfied himself that here was the proper place for the exercise of his
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knowledge and abilities, and here, accordingly, he prepared to make his home. Before settling down to steady business in Cleveland he made a trip to Perrysburgh, on the Maumee, where he assisted in finishing the Commodore Perry. This work done he returned to Cleveland in the Spring of 1835, and opened his ship yard, at first confining himself to the repair of vessels. But soon he was called on to build as well as repair. The steamboat Constellation was completed by him at Black River, and the steamboat Robert Fulton, built at Cleveland by Griffith, Standart & Co.
In 1844, Mr. Johnson associated with him Mr. E. Tisdale, and the firm of Johnson & Tisdale acquired honorable fame as ship builders along the entire chain of lakes and beyond. The copartnership lasted nineteen years. Before the formation of this partnership, Mr. Tisdale had commenced the building of a railway for docking vessels, and this was the first firm to lift vessels for the purpose of repairing them. With his first work, in 1835, in Cleveland, he commenced the acquisition of vessel property, and steadily pursued the policy of taking this kind of stock, until he became a large ship owner as well as ship builder.
The discovery of the mineral resources of the Lake Superior region attracted a large number of people to that locality, the only feasible means of communication with which was by lake. The Saut rapids prevented the assent of vessels from the lower lakes, and to meet the requirements of the trade that suddenly sprung into existence two vessels were built on Lake Superior, the freights being carried across the portage around the rapids. These vessels being insufficient for the needs, it became a question whether others could not be taken across the portage from below and launched on the waters of the upper lake. Messrs. Johnson & Tisdale thought it could be done, and took the contract for thus transporting the schooner Swallow and steamer Julia Palmer. They were hauled two miles on greased slides or ways and safely launched on the bosom of the " father of lakes." The undertaking was considered one of great difficulty, if not of absolute impossibility, and its success gave Messrs. Johnson & Tisdale widespread notoriety.
When the first considerable fleet of Lake-built vessels left Cleveland for European ports direct-as already described in this volume-Mr. Johnson took one of his vessels, loaded with staves. She made a successful voyage, remained in Europe two years, engaged in the coasting trade, and then returned. His strange looking craft attracted considerable attention among the skippers of
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about forty sea-going vessels wind bound at the same time at the Land's End, and much ridicule was thrown on her odd looks, so unlike the English salt water shipping. But the laugh came in on the other side when her superior sailing qualities enabled her to run so close to the wind as to quickly double the point, make her port, unload und reload, and sail for another voyage before one of the others could beat around the Land's End and get in. Since that time he has sold two vessels, the Vanguard and Howell Hoppeck, to be placed by other parties in the direct line between Cleveland and Liverpool.
Mr. Johnson has taken considerable interest in matters outside of the ship building business, but which aided in developing the trade and increasing the prosperity of Cleveland. He aided in the formation of some of the railroad enterprises of the city although he has now withdrawn his interests from all but one. He also was interested in the Commercial Insurance Company, but has retired from active business and devotes his whole care to the management of his property, which has been added to by large investments in real estate in various portions of the Southern States.
He was married July 15, 1840, to Miss A. S. Norton of Middle Had- dam, Conn., the native place of both, and by the marriage has had three children. The oldest, a daughter, died when seven years old ; the two sons are still living, the oldest being engaged in the coffee and tea business in Buffalo, N. Y., with his father ; the other at present being in North Carolina engaged in the lumber trade.
With commendable prudence Mr. Johnson has known when to quit active business and enjoy the fruits of his labor while he has a healthy mind and body capable of enjoying it, and which, without accident, he undoubtedly will have for many years to come. Hard work and close attention to business have been the cause of his success, and hence he will be able to appreciate the blessings of an ample competency. In social life Mr. Johnson is looked upon as a man of genial temperament, kindly disposition, and strong social qualities. He is universally respected by all who know him.
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THOMAS QUAYLE.
The names of Quayle and Martin are as familiar in the mouths of vessel men on the lakes as household words. The firm attained honorable prominence in the ship building records of Cleveland, and their work is among the best that floats upon the western waters.
Thomas Quayle, the senior member of the firm of Quayle & Martin, was born in the Isle of Man, May 9th, 1811, and came to America in 1827, coming straight to Cleveland, where he has remained ever since. He learned his trade of ship building from Mr. Church, of Huron, Ohio, who enjoyed an excellent reputation in.that line. After work- ing as journeyman till 1847, he formed a copartnership with John Codey, and at once started business. This firm lasted about three years, during which time, among other work, they built a vessel named the Caroline, and another, the Shakespeare. When the last named was completed, the California fever had just broken out. Mr. Codey caught the disease, the firm dissolved, and he went off to the land of gold. Mr. Quayle soon after associated himself with Luther Moses, with whom he did business for about two years, during which time they did an almost incredible amount of business, considering the short space of time, having from six to seven vessels on the stocks at once, and turning out two sets a year. One year after Mr. Moses left the firm a copartnership was formed with John Martin.
The new firm at once went into business on a large scale. From the time of their organization to the present, the firm built seventy- two vessels, comprising brigs, schooners, barques, tugs, and propel- lers. In one year they built thirteen vessels, and eight vessels, com- plete, in a year has been no unfrequent task successfully performed. Among others, they built the barque W. T. Graves, which carried the largest cargo of any fresh water vessel afloat. The propeller Dean Richmond is another of their build, and is also one of the largest on the lakes; besides these, four first class vessels built for Mr. Frank Perew, deserve mention as giving character to Cleveland ship build- ing. They are named the Mary E. Perew, D. P'. Dobbin, Chandler .J. Wells, and J. G. Marston. Besides the building of vessels. they have for some years been owners of vessels, and are at present inter- ested in several large craft. The firm of Quayle & Martin recently
yours Respectfully Thomas Quayle
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finished a new tug of their own, the J. H. Martin intended to be used by them in the port of Erie.
Mr. Quayle was married in 1835, to Eleanor Cannon, of the Isle of Man, by whom he has had eleven children, of whom seven are living. The eldest son, Thomas, is ship builder by trade, and is still connected with the vessel interests, though not building them. W. H. is also of the same trade as his father, and engaged with him, as is also Geo. L. Chas. E. has been a number of years with Alcott & Horton.
Mr. Quayle stands high among the citizens of Cleveland for integ- rity and sterling character generally. He always fulfills his obliga- tions, whether to employer or employed. He has worked hard with his own hands, and given personal supervision to all his work, be- lieving that the eye of the master and the hand of the workman combined assure good work. He is strict in fulfilling all his contracts, and in this way has acquired a fine reputation and a handsome fortune. But that point has not been reached without a severe and continuous struggle against adverse circumstances, which were overcome only by a determined will and patient labor that conquered all.
Mr. Quayle's first wife died in September, 1860. He was married again February Sth, 1867, to Miss Mary Proudfoot, of this city.
ELIHU M. PECK.
Another of the ship builders who have assisted greatly in building up the commerce and reputation of the port of Cleveland, is Elihu M. Peck. The vessels built by him, or by the firm of Peck & Masters, which existed about nine years, are known over the lakes. A large proportion of the work done, especially in the later years, was in the construction of propellers, of which several of the finest specimens afloat were made in that yard.
Mr. Peck was born in Otsego county, New York, in 1822, and on reaching his sixteenth year, came west and learned the art of ship building in this vicinity. On completing his education in this busi- ness, he worked for a time as a journeyman. In 1847, he set up for himself, and his first work was the construction of the schooner Jenny Lind, of 200 tons. When she was finished he ceased building
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new vessels for some years, and turned his attention exclusively to the repair of old vessels, at which he found abundant occupation. His yard was always busy, for the growing lake marine demanded a large and steadily increasing amount of annual repairs.
In 1855, a partnership was formed with I. U. Masters, and the new firm immediately entered upon the construction of new vessels. The first craft launched from their stocks was the Ocean Wave, the first of a fleet of fifty built by the firm previous to its dissolution and the death of Mr. Masters. They form a fleet of which the builders had good reason to be proud, for a glance at their names will recall the whole history of the lake marine for the past fourteen years. What strides have been made in the improvement of the lake marine is plainly shown by the increase in the tonnage of the vessels built, whilst to those familiar with the lake trade, the names will call up recollections of the crafts that will give a yet better idea of the progress made.
The barque Ocean Wave, the first built by the new firm, was fol- lowed by the Julia Dean, of 460 tons. These were followed in rapid succession by the Kenosha, schooner Iowa, 370 tons, barque B. S. Shephard, 500 tons, schooners Ralph Campbell, 240 tons, A. H. Stevens, 240 tons, David Tod, 460 tons, and Ellen Williams, 380 tons; barque De Soto, 570 tons ; schooners John S. Newhouse, 370 tons, W. B. Cas- tle, 230 tons, Baltic, 360 tons, Midnight, 370 tons, and J. T. Ayer, 380 tons. At this time they undertook the construction of propellers, and the first two built were at once remarked for their correct propor- tions, beauty of finish, and strength of hull. They were the Evergreen City, 612 tons, and the Fountain City, 820 tons. The schooner Ellen White, 160 tons, was built, and then the firm resumed work on pro- pellers. The Comet, 624 tons, and Rocket of the same size, were built and put into the railroad line running from Buffalo westward. These were models of beauty and strength. Next came the schooners Metropolis, 360 tons, Mary B. Hale, 360 tons, and E. M. Peck, 16S tons; barque Colorado, 503 tons; propeller Detroit, 30S tons; barques Unadilla, 567 tons, C. P. Sherman, 568 tons, Sunrise, 598 tons, Golden Fleece, 609 tons, and Northwest, 630 tons ; tugs W. B. Castle, 219 tons and I. U. Masters, 203 tons; barque S. V. R. Watson, 678 tons ; pro- peller Toledo, 621 tons; tug Hector, 204 tons ; propellers Winslow, 920 tons, Idaho, 920 tons, Atlantic, 660 tons, Meteor, 730 tons, Pewabic, 730 tons, Metamora, 300 tons, and Octavia, 450 tons. This ended the operations of the firm of Peck & Masters, in 1864. The firm was dis- solved and Mr. Masters died.
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Mr. Peck now carried on his ship yard alone, and his first work was the filling of a contract to build two steam Revenue cutters for service on the lakes. The John Sherman, of 500 tons, and the A. P. Fessenden, of the same size, were turned out, and no better work could possibly be found. The Government officers promptly accepted the vessels and declared them more than up to the requirements of the contract. They were pronounced models of beauty, strength, and speed.
The cutters were followed by the schooner Oak Leaf, 390 tons ; propellers Messenger, 400 tons, and Nebraska, 1,300 tons, the latter, one of the finest steamers put on the lakes ; schooner David Stewart, 675 tons ; propellers Manistee, 400 tons, and City of Concord, 400 tons. Two other propellers, one of 1,000 tons, and one of about 300 tons, were added in the season of 1869.
It will be seen that nearly all the vessels, whether sail or steam, built by Mr. Peckavere of the first class, being mainly barques and large propellers. They will be recognized by those familiar with lake commerce, as models in size, beauty, and strength, whilst several have made unusually quick trips.
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Mr. Peck has enjoyed an unusual measure of success. The work of his hands has prospered, and he has earned his reward, not only in reputation but in substantial prosperity. He has aimed not only to equal the best work done by others, but studied how to improve on his own work. The result has been a constant improvement in the style and quality of his vessels, so that excellent as the last new hull may have been, it was almost sure to be excelled by the next one that left the stocks. And whilst thus giving close attention to the mechanical details of his business, he was skillful in managing the financial part of it so as to secure the rewards honestly won by industry and skill. He always kept his affairs in such order that no serious financial difficulty ever troubled him.
Nor was he an avaricious, though a prudent man. A working man himself, he was in thorough sympathy with his workmen, and in the slack season, instead of discharging his men and thus entailing want upon them, he built vessels on speculation, merely that he might keep the men busy and their families from suffering. Providentially these speculations were always successful, thus illustrating the proverb, that "there is he that scattereth, and yet increaseth."
Mr. Peck took an active part in the formation of the People's Gas Light Company, and is now president of that organization. He is also a director of the Savings Loan Association.
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JOHN MARTIN.
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John Martin, of the firm of Quayle & Martin, was born in the county of Antrim, Ireland, December 15th, 1824, of poor parents, with whom he came to Canada when but nine years of age. At the age of fourteen he commenced working in a ship yard in Montreal, by turning grindstone. He soon attracted the attention of the proprietor by his using handily the tools of the workmen while they were at dinner, and he was furnished tools and set to work at the trade. He continued in this employ for about two years, and during the time, with a view to fitting himself for the business of life, he attended school in the evenings. He then worked his passage to French Creek, New York, having at the time of leaving only a dollar and a half in money. At French Creek he engaged with G. S. Weeks, one of the best ship builders on the lakes, and remained with him at French Creek two years, when Mr. Weeks moved to Oswego, Mr. Martin accompanying him to that place, and continuing in his employ two years longer. Mr. Martin then went to Detroit, where he worked a year on the steamboat Wisconsin.
In 1843, he came to Cleveland and commenced work for G. W. Jones, on the steamboat Empire. This work finished, he commenced sub-contracting, wrecking, planking, and jobbing generally, until 1846, when he went into the employ of another firm, with whom he worked two years.
At the end of that time his employers were owing him more than they could pay, so, to square the matter, he bought an interest in their business. But this did not mend the matter, as it proved to be an interest in their debts, more than in their business, they being deeply involved. The firm owned the brig Courtland, and one of the members had sailed her for some time at a great loss. Young Martin took his place and proved himself master of the situation, by reduc- ing the liabilities of the firm to about $2,500. That done he sold the vessel, dissolved partnership, and commenced planking and general jobbing again. After a time he built a vessel for Moses & Quayle. He found frequent employment in wrecking jobs, being very success- ful at such work.
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The three years thus occupied gave him a start in life. He cleared off' the indebtedness of the old firm and had $3,000 ahead. He then took the contract for building the brig John G. Deshler, for Handy, Warren & Co. This was a very successful contract, and gave Mr. Martin a handsome lift, and enabled him to take an interest with Mr. Quayle, under the firm name of Quayle & Martin, a brief mention of its operations being made in the sketch of Mr. Quayle's life.
In 1858, Mr. Martin loaded the Jolin G. Deshler and D. C. Pierce with staves and made a successful trip to England, and on the return brought one of the spans for the Victoria bridge at Montreal. In 1859, he took over two more cargoes in the same vessels, selling one in Cork, and the other in Glasgow. Nor was this the only connection of the firm with the direct lake and ocean trade. They have built vessels for Liverpool parties, for ocean service, and also two vessels for New York parties for the same purpose. Six of these vessels have also been sold out of the lake service for ocean navigation, and have been used on the ocean for five or six years with great success. The John G. Deshler, which had been transferred to the ocean, as previously mentioned, was sunk by the rebels at the outbreak of the war, and was a total loss to the firm. The latest work of the firm is a fine vessel for A. Bradley, that will carry a thousand tons of iron ore.
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