19th Century

–14 Marshall, Don. Oregon Shipwrecks. Portland, OR: Binford & Mort Pubs., 1984, p. 184.
–14 Wright, E. W. (editor). Lewis & Dryden’s Marine History of the Pacific Northwest. 1895.

Narrative Information

Wright: “The American bark Cowlitz, 797 tons, Capt. William Hansen, with a crew of fourteen, sailed from Port Gamble for San Francisco, January 29th, and has never been heard from.” (Growth of Deep-water Commerce, Great Loss of Life by Marine Disasters, p. 413.)

Sources

Marshall, Don. Oregon Shipwrecks. Portland, OR: Binford & Mort Publishing, 1984.

Wright, E. W. (editor). Lewis & Dryden’s Marine History of the Pacific Northwest. Portland, OR: The Lewis & Dryden Printing Company, 1895. Accessed 4-18-2020 at: https://books.google.com/books?id=seRDAAAAYAAJ&printsec=frontcover#v=onepage&q&f=false

— 489 Rosner. Hives of Sickness: Public Health and Epidemics in New York City. 1991, p. 31.
— 469 Billings. “Cerebrospinal Meningitis in New York City During 1904 and 1905.” JAMA.
— 469 Darlington. “Cerebro-Spinal Meningitis.” Transactions [ACA] 1906 (Vol. 22). 1906, 56.

Narrative Information

Billings: “During the past forty years there have been four outbreaks of epidemic cerebrospinal meningitis in New York City. The first and, up to that of 1904 and 1905, the most severe epidemic was in 1872, when there were 782 deaths—a death rate of 8.70 per 10,000. In 1881 and 1893 the outbreaks were not so severe; the number of deaths were, respectively, 461 and 469, and the death rates 3.70 and 2.67. The latest epidemic, the severest in the history of the city, began in the early months of 1904 and continued through 1905. During 1904 there were 1,083 deaths and a death rate of 4.6; during 1905, 1,511 deaths and a death rate of 6.3.” (Billings. “Cerebrospinal Meningitis in [NYC] During 1904 and 1905.” JAMA, Vol. XLVI, No. 22, 6-2-1906, pp. 1670-1676, abstract.)

Darlington: “During the past forty years there have been four outbreaks of epidemic cerebro-spinal meningitis in New York City. The first, and up to that of 1904 and 1905 the most severe, was in 1872, where there were 782 deaths – a death rate of 8.70. In 1881 and 1893 the outbreaks were not so severe, the number of deaths being respectively 461 and 469, and the death rates 3.70 and 2.67. The latest epidemic, the severest in the history of the city, began in the early months of 1904, and continued through 1905. During 1904 there were 1,083 deaths, a death rate of 4.6; during 1905, 1,511 deaths – a death-rate of 6.3.” (Darlington, Thomas. “Cerebro-Spinal Meningitis.” Transactions…American Climatological Assoc. …1906 (V22). 1906, p. 56.)

Sources

Billings, J. S. Jr. “Cerebrospinal Meningitis in New York City During 1904 and 1905.” JAMA, Vol. XLVI, No. 22, 6-2-1906, pp. 1670-1676. Abstract accessed 5-15-2013 at: http://jama.jamanetwork.com/mobile/article.aspx?articleid=458278

Darlington, Thomas. “Cerebro-Spinal Meningitis.” Transactions of the American Climatological Association for the Year 1906 (Vol. 22). Philadelphia: for the Association, 1906, pp. 56-70. Google digitized: http://books.google.com/books?id=9gc8AAAAYAAJ&printsec=frontcover#v=onepage&q&f=false

Rosner, David (Ed.). Hives of Sickness: Public Health and Epidemics in New York City. Rutgers University Press, 1991, 236 pages. Partially digitized by Google. Accessed 3-29-2018 at: http://books.google.com/books?id=o34QxI6lHwAC&pg=PA70&dq=1916+Polio+Epidemic&ei=Cy5DSZWvMIXAMpqalOYN#PPP7,M1

— 21 Donahue. “Sinking of The W. H. Gilcher.” True Stories…Ships…Men That Sailed Them.
— 21 Jaworski. “Revisiting the Mystery of the W. H. Gilcher.” Glen Arbor Sun, MI, 8-25-2005.
— 21 Nash, Jay Robert. Darkest Hours. 1977, p. 690.
— 21 Swayze, David D. Shipwreck!…Directory…Shipwrecks on the Great Lakes. 1992, p. 97.
— 20 Logansport Chronicle, IN. “Later.” 11-5-1892, p. 8, col. 3.
— 18 Cleveland Press. “Lost! Another Terrible Disaster…Steamer W.H. Gilcher…,” 11-2-1892
— 18 Logansport Journal, IN. “Hope Abandoned. The Steamer Gilcher….” 11-4-1892, p. 2.
— 17 Mansfield, John Brandts (Editor). History of the Great Lakes (Vol. 1). 1899, p. 763.

Narrative Information

Donahue: “The one-year-old steel steamer W. H. Gilcher was laden with coal, bound from Buffalo to Milwaukee, when it foundered during a gale on Oct. 28-29, 1892, taking its entire crew of 21 sailors to the bottom of Lake Michigan with it. The Gilcher thus became one of many fine ships that disappeared during the early days of lake shipping without the full stories of what happened to them ever being known.

“The vessel was one of the Gilchrist Shipping Co. boats, commanded by Captain Lloyd H. Weeks of Vermilion, Ohio. It was a sister ship to the Western Reserve that foundered two months earlier under similar circumstances on Lake Superior.

“News reports said the Gilcher was last seen when it passed Mackinaw on its way through the Straits at 2:20 p.m. on Friday, Oct. 28. It never arrived at Milwaukee.

“Wreckage began washing up on the Michigan shoreline south of Charlevoix on Nov. 2. Also Captain George Dennis, master of the schooner John Shaw, reported to Chicago authorities that he passed “a large quantity of wreckage, doors, stools, windows, sashes and part of a steamers bridge with the bell still upon it, floating in the lake.” No bodies were recovered.

“That the wreckage of a second ship, the schooner Ostrich, also lost in the storm and in the same area, also was found mixed with the Gilcher flotsam, led to speculation that the two ships collided at the northern end of the lake. Six sailors were lost on the Ostrich.

“Captain Duncan Buchanan, master of the schooner Seaman, said he believed he was the last person to see the Gilcher before it went down. ‘We were about 20 miles northeast of North Manitou Island and 15 miles due west of Fox Island light, at 8 o’clock, Friday night, when we sighted the Gilcher just ahead,’ Buchanan told a Chicago newspaper. ‘She was in our track and we burned a torch for the steamer to make room for us. She made not a move and was lying with her head west-northwest, directly in the wind, and did not appear to be working her wheel more than to keep her head to the wind. We had to turn out and pass within 300 feet of her. No attention was paid to us and I believe that Captain Weeks had already discovered the precarious condition his boat was in. It is likely the crew was at work either trying to stop leaks or otherwise save their boat.’

“The 302-foot-long Gilcher was still considered a fine new ship and said by some to be among the finest steel vessels on the lakes. Only weeks before the disaster, it set a record of carrying the largest cargo of grain, 121,000 bushels of wheat, at Chicago.

In addition to Captain Weeks, other crew members included Captain Ed Porter of Lorain, who shipped as first mate, Chief Engineer Sydney Jones and Second Engineer Peter Schakett, both of Marine City.

Two other vessels were lost in the storm. They were the schooner Hammond, wrecked on Lake Michigan, and Zach Chandler, on Lake Superior. Eight lives were lost in the other wrecks.” (Donahue. “Sinking of The W. H. Gilcher.” True Stories…Ships…Men That Sailed Them.)

Jaworski: “Leelanau County [MI] experienced its own version of the Edmund Fitzgerald story in the 1890s, when the largest and most technologically advanced ship of its time “sailed through a crack in the lake” off the Leelanau coast. The ship still lies undiscovered in the cold dark waters, and the mysteries of its loss remain unresolved.

“The 1880s and ‘90s experienced many revolutions in ship design and construction on the Great Lakes. One advent greeted with great skepticism was the use of iron and steel as hull materials. Despite doubts and grim predictions, the first iron-hulled carrier, the Onoko of 1882, proved a great success. 1890 saw the construction of the Western Reserve and W.H. Gilcher. These ships’ 300-foot hulls were of steel, not iron. Longer than a football field, they were among the largest ships of their time. The two vessels had different owners and slightly different construction details, but were considered sister ships. They met their owners’ fondest expectations for speed and efficiency. Almost at once the Gilcher captured the grain-carrying record by transporting 113,885 bushels of wheat from Chicago to Buffalo, New York.

“But August 30, 1892 found the Western Reserve bucking against a summer gale on Lake Superior. In addition to her regular crew, the owner, his family, guests and the captain’s sons were aboard. At about 9 p.m. that evening a sudden jolt shuddered through the hull, and the mainmast crashed to the deck. Forward of the spar, a break appeared in the deck, groaning and widening with the passing of each wave. Two lifeboats cleared: a wooden boat with the owner, his family and some crew, and a metallic yawl with the others. The yawl capsized, and the lifeboat picking up two survivors. The 19 occupants of the lifeboat bailed and drifted in the blackened sea for 10 hours, when within a mile of shore a wave suddenly capsized the boat and all but one man drowned. The lone survivor struggled 10 miles along the desolate and uninhabited Lake Superior coast to reach the Deer Park Lifesaving Station, and there, news of the tragedy spread. Bodies from the lost ship began to wash ashore, and the Deer Point Lifesaving men buried them above the wilderness beach in lone graves with a simple prayer.

“Harsh and bitter criticism soon rocked the owners and builders of the Western Reserve, and investigations questioned the safety of steel ship and lifeboat construction. But no flaws were found in the design or construction of the ship.

“Meanwhile, at 2:20 p.m. on October 28, while public debate on the Western Reserve’s sinking continued, the W.H. Gilcher passed through the Straits of Mackinaw and into a storm-swept Lake Michigan. Fully laden with coal and making headway for Milwaukee, Capt. Lloyd H. Weeks, veteran master of the Gilcher, did not doubt the integrity of his vessel. The Gilcher was the finest vessel lakes technology could produce, and she was ideally loaded for heavy weather, unlike her lost sister, which had carried no cargo and traveled in water ballast. Other ships were seeking shelter as the intensity of the storm increased. South Manitou Harbor was crowded with storm-beaten vessels weathering at anchor or aground. Somewhere in the ragged, black expanse of northern Lake Michigan the W.H. Gilcher, with it’s crew of 22 men plowed on.

“The intensity of the storm peaked in the late afternoon and early evening. At Glen Haven, barrels of cranberries setting on the big dock washed into the bay. On a rocky shoal near what is now The Homestead resort, the schooner Flying Cloud lay stricken. As the rocks gored the sailing vessels hull, its cargo of 2,300-barrels of oat spilled out onto the beaches along the Glen Arbor coastline. People attending a political rally at the Traverse City Opera House could not hear the brass band performing over the din of the storm outside. Farmyard fences and barns all around Leelanau County were laid flat by the fearsome winds.

“During the light of the next day the weather began to abate, and ships left their protective anchorages for their ports of destination. As vessels arrived, or failed to arrive, the tragedies of the storm became apparent. Among the list of vessels overdue was the Gilcher. None of the ships in South Manitou harbor reported seeing the lights of any ship pass into the open lake. Some, however, reported sailing through fields of wreckage, including a battered pilothouse. The steamer White & Triant picked up a piece of cabin work in which “James Riley 9 PM” was carved. The mail carrier at South Manitou reported wreckage including a box labeled “Lackawana” drifting ashore on the west side of the island. The steamer Shaw reported a schooner, found to be the Ostrich, bottom up and wrecked upon the shore of South Manitou with no apparent survivors. The majority of debris found was from a steamer.

“Nearly everyone presumed the Lackawana had been lost — until she sailed into Green Bay. Damaged by the gale, the seas had swept her decks clear. Hopes that the Gilcher may be disabled and at anchor or adrift prevailed until detailed reports of the debris field came in. Owners of the Gilcher claimed the description of the cabin work and pilothouse “matched that of the Gilcher exactly.”

“Dock gossip spread like wildfire. Theories ranged from a collision with the Ostrich, to sinking after hitting the Fox Island shoal. No lifeboats were ever found. Later, the lifeboat strong-backs from the Gilcher were located. They had apparently been struck with an axe as the crew, in desperation, slashed through the canvas boat cover to gain entry. This would indicate that the Gilcher might have foundered very suddenly, the crew not having time to release the cover in the usual fashion. Few of the Gilcher’s crew was ever found….

“While the fate of the Gilcher may never be known, its effect upon Great Lakes shipping is clear. The Gilcher was the heaviest single loss ever incurred by insurance underwriters on the lakes. This dramatically affected the underwriter’s future policies. The new era of steel shipbuilding came to an abrupt halt, as everyone questioned the use of steel in Great Lakes vessels. Ship builders fully tooled for steel construction worried as orders for new ships ceased.

“Seaman accused builders of sacrificing sailor’s lives with experimental building techniques. Ultimately, some answers were found. Both of the “sunken sisters” were built of a new, (and less expensive) steel formed by the Bessemer process. Investigators testing this steel “found it impossible to get a homogenous stock of steel even in the same plate. Lab tests found that the plates and angles would crack in handling, heating and punching.” To this day Bessemer process steel is not accepted for marine use.

“The fate of the Gilcher may be presumed as catastrophic structural failure, but only with the discovery of the wreck in the timeless depths of the lake will the story be completely told.” (Jaworski, Jed. “Revisiting the Mystery of the W. H. Gilcher.” Glen Arbor Sun, MI, 8-25-2005.)

Newspapers — Chronological

Nov 2, Cleveland Press: “Another terrible Lake disaster is to be chronicled. The loss of life by the collapse of the steel steamer Western Reserve has not yet ceased to be a subject of sorrowful conversation in Cleveland marine circles, and now comes another and similar catastrophe. The fears that the big steamer W. H. Gilcher had gone to the bottom have been confirmed. As in the case of the Western Reserve a great loss of life was attendant upon the sinking of the vessel. Eighteen men found watery graves in Lake Michigan.

“Especially does this second disaster strike home to Cleveland and the vicinity, for the captain and some of the crew of the Gilcher were recruited along this shore as was the case with the Western Reserve. Another good and well known captain from Vermilion has perished with his vessel and the little town is again in mourning.

“The terrible struggles with the wind and waves that swept across Lake Michigan with awful fury will probably never be known,. It is not thought that a single soul survived the wreck. The fight that these men made for their life can be imagined in every city and town along the lakes, for the storms that sent them down to death was felt all along the great inland seas. The strength and stability of the steamer must have made her battle a long and gallant one, but the power of the sea and wind finally overcame her. The broken wreckage washing to shore on the Manitou Islands and the Michigan beach were mute evidences of the struggle that the steamer and her crew made.

“The Gilcher was lost near Manitou islands, the bleak and barren spots that lie near the east shore of Lake Michigan a short distance south of Charlevoix. There is a life-saving station on one of the islands but it has no telegraphic communication with the mainland. The Gilcher had a crew of 17 men under charge of Captain L. H. Weeks, of Vermilion. She was a sister ship to the ill-fated Western Reserve and like her was built by the Cleveland ship building company. She was valued at $200,000. The news of the disaster came as a terrible shock to the vessel men of Cleveland who, if not for the precedent given by the Western Reserve wreck, would have considered it impossible. The Gilcher was considered by many, the finest steel vessel on the lakes. She held with the E. C. Pope the record of having carried the greatest cargo of grain out of Chicago, about 121,000 bushels of wheat.

“Captain Gilchrist of Vermilion, her main owner, who is associated in the Perry-Payne building with Captain Moore & Barton, was besieged, Monday morning by vessel owners asking for news. “The Gilcher is reported lost,” a PRESS man said to M. A. Hanna in front of the Perry Payne building early Wednesday morning. “Good God, is that true?” the vessel owner exclaimed. “I had not heard of it.” And he entered the building and sought further information. Captain Gilchrist was found in his office. “I have nothing new to give in regard to the disaster. It is no doubt true that the Gilcher is sunk. The news is terrible. She was a magnificent steamer. The place where the white wreckage of cabins was found is undoubtedly the locality where she arrived when the gale was strongest. Her cabins were white and that fact alone is almost sufficient verification of the truth of the story. Then I have tried to obtain information of her whereabouts, but without the least success, she must have sunk. Outside of her crew of 17 men and Captain Lloyd H. Weeks, I know of no one else who on board.”

“The Gilcher was built two years ago and was constructed on the same lines as the Pontiac. Captain Bartow believed that the Gilcher struck on a reef at the foot of Lake Michigan. He had no doubt but that she was lost. “We would have heard of her,” he said, “Long before now had she put into any port. The news is a terrible surprise, for the Gilcher has proved a staunch boat and this, which is her last, was also her first mishap.” It is supposed that the vessel went down sometime during Friday night, when the gale was heaviest. The following dispatch was received from Sandusky:

“The Gilcher’s Owners Sandusky, O., Nov., 2- The first intimation Messrs. Gilcher and Schuck received of the loss of the steamer Gilcher was conveyed by a PRESS reporter Wednesday morning. Schuck said that the last heard was at 2:20 pm Friday when she passed Mackinac from Buffalo to Milwaukee. She was built by the Cleveland ship building company to the order of J. P. Gilchrist, of Vermilion, and put in commission in the spring of ‘91. L. H. Weeks of Vermilion, was captain and her crew numbered 17. She was a sister ship to the ill-fated Western Reserve. Her owners were Frank and J. C. Gilchrist, Vermilion; Thomas Maytham, Buffalo; R.E. & J.E. Schuck and W. H. Gilcher, Sandusky; Norman Kelley, Kelley’s island; P.G. Walker and C. G. Nielson, Sandusky. Schuck knew nothing of the crew, which is constantly changing. The Mate was Edward Porter of Lorain.”….

“She had on a cargo of coal for Cox Bros., of Milwaukee and had sailed from Buffalo. She was about 400 net tons light of her full capacity, and I should think, could not have been better loaded than she was for this kind of weather. My opinion is she must have struck a rock or reef and had a hole punched in her bottom, or else that she was in a collision. I don’t believe the weather alone could have overcome her. What did he value the boat at? About $200,000. We had her insured for $180,000.

“Capt. Weeks, who sailed her, was formerly master of the J. C. Gilchrist, and he has been sailing for us since 1880. He was one of the best captains on the lakes and a man who was respected by everybody who knew him. He had a wife and two children, a son and a daughter, who live at Vermilion.” When asked what effect the loss of the Gilcher would have on the building of such boats, Gilchrist said: “I don’t see why it should effect the building of such boats, because I don’t know why her style of build could have had anything to do with the disaster unless it can be shown that she broke in two, as the Western Reserve did. I don’t believe that was what happened to her if she went down. Her engine was considerably lighter than that of the Western Reserve, too, which was another thing in her favor. The Gilcher’s engine was 1200 horsepower.”

“It was the general supposition of the vessel men who gathered in Gilchrist office Wednesday forenoon, that the Gilcher must have struck the South Fox Reef, which is four miles south of South Fox island. She was, according to all calculation, about at that point when the storm struck her. She was last heard from when she passed Mackinaw, and is now four days overdue.

“As far as can be learned, her crew consisted of 18 men. Captain Weeks, about a month ago in Buffalo, discharged most of his old sailors, nearly all of whom hailed from Vermilion, and hired others whose names are not known to the owners f the boat. Those who were known to have been on the Gilcher when she sailed from Buffalo the last time were Capt. L. H. Weeks, of Vermilion, Capt. Ed Porter of Lorain, First Mate; Sydney Jones of Marine City Michigan; chief engineer, a young man named Thompson, a son of Daniel Thompson of Vermilion, who was employed as a sailor, and a wheel man named King, who was formerly of Vermilion but has lately made his home in Chicago. There were no passengers that the owners of the boat are aware of.

“It was learned Wednesday forenoon, that vessel men have frequently expressed the opinion that the Gilcher was not as strongly built as she ought to have been, that the steel plates put in her were rather light for a boat of her size. J. C. Gilchrist, when asked about this, said he had no reason to believe there was any foundation for such an opinion. H. D. Coffinberry, President of the Cleveland ship building company, was seen at his office on the viaduct Wednesday morning, and asked what he thought had caused the loss of the Gilcher. “I have no reason to suppose,” he replied, “that she has been lost. The description of the wreckage, as far as I have learned doesn’t tally with any part of the Gilcher’s make-up. They say the stuff that has come ashore is white. There wasn’t a bit of white on the Gilcher. Her cabins were all grained, and instead of her bell being attached to the bridge, as I learned was the case with the boat from which the wreckage that is being picked up came, the Gilcher’s bell was fastened to the mast. There wasn’t a glass door in her either. They say that the doors which are being washed ashore have glass in them. I don’t say that the Gilcher hasn’t gone down, but I’m not going to accept this rumor till I’ve had more definite information. She may have struck a rock or a reef or been in a collision and gone down in 80 fathoms of water, so thus, we’ll never hear from her again. Any boat might meet with such a fate.”

“When asked what he had to say in regard to the rumors that the Gilcher was not strongly built, Coffinberry said; “It’s a d—d lie. No boat could have been better built than she was. She was in every respect a model boat. What do I think the effect of her loss will be upon the building of such boats? Now I’m not going to enter into any speculations at all. I don’t think it is the province of the press or of any set of people to immediately begin giving opinions this way and that way when such a thing as this happens. We’d better wait till we get the facts and not rush into print with our opinions. As far as I can learn, the Gilcher was loaded just right for the greatest safety at this season of the year, and I don’t believe she could have broken in two. I am very anxious to hear from her definitely and have been busy telegraphing all morning.”

“Captain Weeks, who sailed the Gilcher, was a man about 45 years of age. The boat was his ideal of a lake vessel and had about all the money saved from a dozen years sailing, invested in her. The mate, Captain Ed Porter, was about 50 years of age. He was formerly in command of one of the Webb line of boats and was known to nearly every vessel man in Cleveland.” (Cleveland Press. “Lost! Another Terrible Disaster…Steamer W.H. Gilcher…,” 2 Nov 1892.)

Nov 3, Logansport Journal: “Leland, Mich., Nov 3.—There is now no doubt of the fate of the big steamer W. H. Gilcher. She has undoubtedly gone down, with all on board. Furniture and wreckage have been picked up on North Manitou island marked ‘W. H. Gilcher.’ The steamer must have foundered on the night of the 28th north of the Manitous.

The Victims.

“Cleveland, O., Nov. 3.—A special to the Press says the life-saving crew at North Manitou island, Mich., confirm the loss of the steamer W. H. Gilcher. Pieces of the wreck are said to have been picked up by the life savers, who have been unable to learn anything that would indicate the survival of a single member of the Gilcher’s crew. The crew of the Gilcher, so far as known was:

[We break names out of paragraph form in the original into separate lines.]

Lloyd H. Weeks, master, Vermillion;
Edward R. Porter, first mate, Loraine;
_____ Finley, second mate, Buffalo;
Sidney B. Jones, chief engineer, Marine City, Mich.;
_____ King, wheelman, Chicago, formerly from Vermillion;
_____ Thompson, oiler, a son of Daniel Thompson;
Charles Hontoon, oiler, Marine City;
Will Faulthauber, fireman, 21 years old, Vermillion

“This leaves ten men the names of whom are unknown. Vessel owners have given up discussing the disaster and have turned their attention to business. Shippingmaster Rumsey says he has no knowledge of the crew outside of a personal acquaintance with the officers, whose names have ben given….” (Logansport Journal, IN. “Hope Abandoned. The Steamer Gilcher has Undoubtedly Foundered.” Nov 4, 1892, p. 2.)

Nov 4, Cleveland Leader: “….A special dispatch received from Marine City, Mich., says: ‘Five of the crew of the lost steamer W. H. Gilcher reside here, and they are now mourned as lost. Their names are: [We break names into separate lines.]

Sydney B. Jones, chief engineer;
Peter Schakett, second engineer;
Charles Huntoon, oiler;
Two brothers names Hostler, deck hands.

“So far as known here, the others on the vessel were Captain Weeks, First Mate Ed Porter, Second Mate Thomas Finley, of Buffalo, Wheelman King of Chicago; Oiler Thompson of Vermilion; Fireman Faulhaber, of Vermilion; and a cook named Wilson, who, with four deck hands, was taken aboard at Buffalo on her last trip down.” (Cleveland Leader, OH. “All Hope Abandoned.” 11-4-1892.)

Nov 18, Sandusky Daily Register: “Northport, Mich., Nov. 18 – A message from Fox Island reports that Charles Row has found two bodies on the beach with the steamer Gilcher’s life preservers on them. From papers found on the remains it is believed that one is the body of a steward names Chas. E. Williams. The other is the fireman named Green. The mizzen mast of the Gilcher was found on the beach at Fox island.” (Sandusky Daily Register, OH. “Telegraphic Taps.” Nov 19, 1892, p. 1.)

Sources

Cleveland Leader, OH. “All Hope Abandoned.” 11-4-1892. Accessed 11-24-2020 at: http://www.mfhn.com/glsdb/porter-gilcher/gilcher_series.asp

Cleveland Press. “Lost! Another Terrible Disaster. The Steamer W.H. Gilcher Foundered During the Gale on Lake Michigan,” Nov 2, 1892. Accessed 11-24-2020 at: http://www.mfhn.com/glsdb/porter-gilcher/w_h_gilcher.asp

Donahue, James. “Sinking of The W. H. Gilcher.” True Stories of Ships and of Men That Sailed Them. Accessed 8-24-2011 at: http://perdurabo10.tripod.com/ships/id54.html

Jaworski, Jed. “Revisiting the Mystery of the W. H. Gilcher.” Glen Arbor Sun, MI, 8-25-2005. Accessed 8-24-2011 at: http://glenarborsun.com/revisiting-the-mystery-of-the-wh-gilcher/

Logansport Chronicle, IN. “Later.” 11-5-1892, p. 8, col. 3. Accessed 11-24-2020 at: https://newspaperarchive.com/logansport-chronicle-nov-05-1892-p-8/

Logansport Journal, IN. “Hope Abandoned. The Steamer Gilcher Has Undoubtedly Foundered.” Nov 4, 1892, p. 2. Accessed 11-24-2020 at: https://newspaperarchive.com/logansport-journal-nov-04-1892-p-2/

Nash, Jay Robert. Darkest Hours – A Narrative Encyclopedia of Worldwide Disasters from Ancient Times to the Present. New York: Pocket Books, Wallaby, 1977, 792 pages.

Sandusky Daily Register, OH. “Telegraphic Taps.” 11-19-1892, p. 1. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=12433662

Swayze, David D. Shipwreck! A Comprehensive Directory of Over 3,700 Shipwrecks on the Great Lakes. Boyne City, MI: Harbor House Publications, Inc., 1992.

Thompson, Mark L. Graveyard of the Lakes. Detroit, MI: Wayne State University Press, 2004.

–27 Alaskashipwreck.com. Alaska Shipwrecks. “Alaska Shipwrecks 1800-1899.”
–27 Wrecksite.eu. “SV Helen Mar (+1892).” Accessed 11-8-2021.

Narrative Information

Alaskashipwreck.com. Alaska Shipwrecks: “Helen Mar (1892). The whaling bark Helen Mar was crushed between two icebergs in a swift current and lost along with 27 of her crew in the Chukchi Sea October 6, 1892 northwest of Point Barrow. The 5th Mate William Ward, Boat steerer Antonio Pangalino, Cook Acey Kashaw, Sailor Penores and Sailor Katsura clung to the main mast as the Helen Mar sank and escaped onto the ice. They were picked up two days later by the steam whaler Orca. Two of the survivors were then taken to San Francisco aboard the Beluga. Lost with the Helen Mar were:
1. Captain O E Thaxter
2. Chief Officer W E Handy
3. 3rd Officer Jonquin Miner
4. 4th Officer John O’Hara
5. Boat steerer Antonio Lietz
6. Boat steerer Louis Antone
7. Boat steerer Frank Birch
8. Boat steerer C Nelson
9. Steward Willis Bray
10. Cooper and Carpenter C Cook
11. Sailmaker W A Jellison
12. Seaman Walter E Mitchell
13. Seaman Thomas Gordon
14. Seaman William Cameron
15. Seaman Charles Petrosch
16. Seaman Oscar Kiff
17. Seaman John Abott
18. Seaman William Gardiner
19. Seaman Robert Patterson
20. Seaman Andrew Wilson
21. Seaman George Father
22. Seaman Frank Dobson
23. Seaman Thomas Wallace
24. Seaman Joseph Mirando
25. Seaman Frank Wagner
26. Seamen A Martinez
27. Unknown crewman
“The Helen Mar was built at New Bedford in 1855 and was 110 feet in length. She was valued at $20,000 and her cargo valued at $35,000 to $45,000.

“Mapping and Location: Northern Alaska 71 30 N 169 30 W Chart 16003.

“Additional Information: ON 11926.

“Sources: 1. Lewis and Dryden’s Marine History of the Pacific Northwest (1895)(1961 reprint) Pg 406, 2. San Francisco Chronicle (November 7, 1892) “An Arctic Disaster” Pg 3, 3. Merchant Vessels of the U S (1892) Pg 139.” (Alaskashipwreck.com. Alaska Shipwrecks. “Alaska Shipwrecks A – Z.”)

Wrecksite.eu:
Nationality American
Purpose: Hunting
Type: Whaler
Propulsion: Sailing Ship
Tonnage: 308 nrt
Material: Wood
Rigging: 3 masts
Cause lost: Ice
Reasons: Foundered
Date lost: 06/10/1892
Casualties: Max. 27
Owner: Wright, Owen & Co., Los Angeles
Captain: Baxter
Crew: 46
(Wrecksite.eu. “SV Helen Mar (+1892).” Accessed 11-8-2021.)

Sources

Alaskashipwreck.com. Alaska Shipwrecks. “Alaska Shipwrecks 1800-1899.” Accessed 11-8-2021 at: https://alaskashipwreck.com/alaska-shipwrecks-1729-2012/alaska-shipwrecks-1800-1899/

Alaskashipwreck.com. Alaska Shipwrecks. “Alaska Shipwrecks A – Z.” Accessed 11-8-2021 at: https://alaskashipwreck.com/shipwrecks-a-z/alaska-shipwrecks-h/

Wrecksite.eu. “SV Helen Mar (+1892).” Entered by Chipchase Nick 10-16-2013 and updated 10-26-2016. Accessed 11-8-2021 at: 11-8-2021 at: https://www.wrecksite.eu/wreck.aspx?207614

–15 Maritime History of the Great Lakes. “Nashua (Propeller), U18537, capsized/aground, 4 Oct 1892.”
–14 Delphi Times, IN. “Lake Steamer Missing.” 10-7-1892, p. 2, col. 1.
–12 crew
— 2 wives of crew-members
–14 Mansfield (Editor). History of the Great Lakes (Vol. 1). 1899, p. 768.
–14 Swayze. Shipwreck!…Directory of…Shipwrecks on the Great Lakes. 1992, p. 165.
–12 Logansport Reporter, IN. “Twelve Probably Drowned.” 10-5-1892, p. 1.
–12 Los Angeles Herald, CA. “A Steam Barge Foundered.” 10-5-1892, p. 5.

Narrative Information

Mansfield: “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.”

Swayze: “Nashua. Wooden lumber hooker of 298 t. [tons] and 134 ft., launched in 1868 at Cleveland as a passenger and package freight steamer.

“Lake Huron: Bound for Toledo with a cargo of lumber, the little wooden steamer Nashua was lost near Bayfield, Ontario, near the south end of the lake. On October 4, 1892, she was struck by a terrific gale, capsized and sink with all hands. Fourteen perished in the tragedy.”

Newspapers

Oct 4: “Port Huron, Mich., Oct. 4. – The steam barge Nashua is believed to have foundered off Goderich this morning, and it is feared her crew of a dozen man have been lost. The barge belongs in Cleveland. ” (Los Angeles Herald, CA. “A Steam Barge Foundered.” 10-5-1892, p. 5.)

Oct 5: “Port Huron, Mich., Oct. 5. – The steambarge Nashua is believed to have foundered off Goderich Tuesday morning [Oct 4], and it is feared that its crew of a dozen men have also been lost. The barge Ryan, which was in tow of the Nashua, arrived here Tuesday afternoon. Capt. Miller, of the Ryan, reports that when 10 miles north of Goderich at 8 o’clock Tuesday morning the Nashua let go the towline. A northwest gale was blowing and a heavy sea was running. The Nashua was then rolling in the trough of the sea with disabled machinery, and had already lost its deckload of lumber. They Ryan stood by, and at daylight the Nashua was again sighted flying a signal of distress. The steam-barge Gratwick signaled from the Ryan, and was sent to where the Nashua was last seen. Capt. Peterson, of the Gratwick, reported on arriving here that he had searched for four hours for the missing steamer, but could find nothing of if or the crew.” (Logansport Reporter, IN. “Twelve Probably Drowned.” 10-5-1892, p. 1.)

Oct 6: “Port Huron, Mich., Oct. 6. – The tug which went in search of the steam barge Nashua, which has been adrift on Lake Huron since Monday night [Oct 3], arrived in Sand Beach this noon, and reports having found the Nashua bottomside up 20 miles from Bayfield at daylight this morning. The tug made a diligent search in the neighborhood for some of the crew, but could not find a trace of any of them, and it is now feared that all were lost.

“The only names of the missing people known here are Capt. Richard Millen and wife; Archie Muir of Port Huron [MI], pilot; Charles Brockway, mate, of Brockway, Mich., and John Putnam, first engineer, of Detroit. Capt. Millen owned a third of the boat.” (Boston Daily Globe. “None of the Crew Found. Steam Barge Nashua Drifting Bottom Upward on Lake Huron.” 10-7-1892, p.12.)

Oct 6: “Goderich, Ont., Oct. 6. – Telegraphic inquiries all along this shore of Lake Huron failed to find any trace of the steambarge Nashua, which is believed to have foundered off this port Tuesday night. It is certain that she is not in shelter in this vicinity.

“Oort Huron, Mich., Oct. 6. – No tidings have been received of the steambarge Nashua. Mrs. Captain Millen and Mrs. Captain Shepard were on board, in addition to the crew of twelve men. A northwest gale is blowing and the crew, if still adrift on Lake Huron, will hardly survive.” (Delphi Times, IN. “Lake Steamer Missing.” 10-7-1892, p. 2, col. 1.)

Sources

Boston Daily Globe. “None of the Crew Found. Steam Barge Nashua Drifting Bottom Upward on Lake Huron.” 10-7-1892, p. 12. Accessed 12-14-2020 at: https://newspaperarchive.com/boston-daily-globe-oct-07-1892-p-12/

Delphi Times, IN. “Lake Steamer Missing.” 10-7-1892, p. 2, col. 1. Accessed 12-14-2020 at: https://newspaperarchive.com/delphi-times-oct-07-1892-p-2/

Hamilton Daily Republican, OH. “Lake Disaster Feared.” 10-5-1892, p. 1. Accessed 12-14-2020 at: https://newspaperarchive.com/hamilton-daily-republican-oct-05-1892-p-1/

Logansport Reporter, IN. “Twelve Probably Drowned.” 10-5-1892, p. 1. Accessed 12-14-2020 at: https://newspaperarchive.com/logansport-reporter-oct-05-1892-p-1/

Los Angeles Herald, CA. “A Steam Barge Foundered.” 10-5-1892, p. 5. Accessed 12-14-2020 at: https://newspaperarchive.com/los-angeles-herald-oct-05-1892-p-5/

Mansfield, John Brandts (Ed. and Compiler). History of the Great Lakes (Vol. 1). Chicago: J.H. Beers & Co., 1899. http://www.linkstothepast.com/marine/chapt36.html — Google digitized. Accessed 12-14-2020 at: http://books.google.com/books?id=iHXhAAAAMAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false

Maritime History of the Great Lakes. “Nashua (Propeller), U18537, capsized/aground, 4 Oct 1892.” Donor: William R. McNeil. Accessed 12-14-2020 at: https://images.maritimehistoryofthegreatlakes.ca//60210/data

Swayze, David D. Shipwreck! A Comprehensive Directory of Over 3,700 Shipwrecks on the Great Lakes. Boyne City, MI: Harbor House Publications, Inc., 1992.

–13 Eastern State Journal, White Plains, NY. “History of 1892.” 12-31-1892, p. 1.
–13 NYT. “Killed or Buried Alive; Many Dead…Injured on…Fort Wayne Road,” 9-22-1892.
–13 Ohio Memory. “Ohio Train Wrecks.” 7-13-2012. Accessed 2-14-2022.
–13 Simonds. The American Date Book. 1902, p. 95.
–12 Portsmouth Times, OH. “General News.” 9-24-1892, p. 11.
–11 New York Times. “Eleven Killed In The Wreck,” Sep 23, 1892, p. 8.

Narrative Information

Sep 21: “Wooster, Ohio, Sept. 21. – The Chicago express train crashed into a freight train on the Fort Wayne Road at Shreve, Ohio, this morning. The express was known as Train No. 8, and it ran into the first section of Freight Train No. 75.

“The express was approaching at full speed when the freight, which had been lying on a siding, suddenly pulled on to the main track in front of it. Before either train could stop they had collided. It is thought the engineer of the freight train did not understand his orders….

“Both engines were ditched and ground into a shapeless mass. They were followed by six cars of the express, including the postal car, two express cars, the baggage car, the smoker, and one coach, together with five of the freight cars….The wrecked cars were totally destroyed by fire. One coach and the sleeping cars on the express train were not wrecked, and escaped the flames.

“The force of the collision was terrific, and the postal, express, and smoking cars were completely telescoped. There were five clerks at work in the postal car, and of these four were instantly killed. The fire communicated from the fire box of the engine to the postal car, and in a short time the car was a blazing mass. From there the flames swept to the two express cars, and before the fiery element was checked the baggage car, the smoker, and a day coach were reduced to ashes. The only cars that escaped the flames were the three Pullman coaches and a special car which was attached to the rear. The Pullman cars were not wrecked….

“Shreve Station, the point near where the disaster occurred, is a small hamlet about 145 miles west of Pittsburg on the main line of the Pittsburg, Fort Wayne and Chicago Road….

“Attention was at first paid to the passengers imprisoned in the burning smoker and day coach. Two or three of them were pinioned by broken timbers, and were powerless. They made desperate efforts to free themselves as the flames swept toward them, and their cries for help were heartrending. All that could be was done by those outside, but the fire swept upon them so quickly that the workers finally had to stand back while the helpless victims perished before their eyes….” [13 listed as dead.] (NYT. “Killed or Buried Alive; Many Dead…Injured on…Fort Wayne Road,” 22 Sep 1892, p. 1.)

Sep 22: “Pittsburg, Sept. 22. – The wreck at Shreve, Ohio, on the Fort Wayne Road, yesterday, was caused by a blunder, but who was responsible for it has not yet developed. Superintendent Starr said to-day:

‘There was no confusion of orders, as there were no orders. No one knows why the freight pulled out, but the supposition is that a fast freight, running between the limited east and No. 8, went by, and the freight crew mistook it for No. 8.’

“It is now definitely known that there were but two women and one child burned in the wreck, instead of three women, as at first reported. This reduces the number of dead to eleven. The charred remains of the women have been identified….The only body not yet recovered is that of F.C. Mann, the postal clerk, of Chicago.” (New York Times. “Eleven Killed In The Wreck,” Sep 23, 1892, p. 8.)

Sep 22: “The accident on the Fort Wayne Road yesterday morning seems to have been due to a piece of criminal negligence on the part of somebody. ‘Accidents’ are much rarer on American railroads than they used to be, and are becoming more and more strictly limited to accidents, properly so called, and not to accidents that are properly called crimes. This is perhaps not because the perpetrators of the accidents have been punished as criminals, for juries in most cases show a fatuous reluctance to punish men for mere carelessness, no matter how gross it may be in itself or how disastrous in its consequences. On the other hand, they show a great readiness to mulct railways in the heaviest possible damages for the carelessness of men in their employ. This comes to the same thing as punishing the men themselves, because corporations can be touched only through their pockets. When, in addition to the direct material loss of a smash-up, a railroad has to pay for the lives of all who are killed and for the injuries of all who are wounded, the company has the strongest motives for requiring its servants to be careful. Its only method of doing this is by discharging those who are careless, whether or not any disaster results from their carelessness. But it is a very serious punishment for a railroad man to be deprived of his livelihood, and we have therefore as great an incentive to caution as the criminal law could supply, even if it were much more energetically enforced than it is. The investigation on the part of the public that will be made of the disaster in Ohio will be less helpful to the public than the private investigation which the railroad will institute on its own account and for its own information. Legal pains and penalties for negligence ought, of course, to be superadded to those at the command of employers, but in any case they would be less effective. It is the pecuniary liability of the companies for accidents that has made travel safer than it used to be, and has rendered their infrequency on American roads, considering the amount of travel, truly astonishing. But the two accidents yesterday, both due to the negligence of engineers, indicate the need of additional vigilance and additional rigor.” (New York Times. “The Railway Wrecks,” Sep 22, 1892, p. 4.)

Sources

Eastern State Journal, White Plains, NY. “History of 1892 – The Chronological Record of a Memorable Year….Demons of Destruction.” 12-31-1892, p. 1. Accessed 2-6-2022 at: https://newspaperarchive.com/white-plains-eastern-state-journal-dec-31-1892-p-1/

New York Times. “Eleven Killed In The Wreck,” Sep 23, 1892, p. 8. Accessed at: http://query.nytimes.com/gst/abstract.html?res=9407EEDA1238E233A25750C2A96F9C94639ED7CF

New York Times. “Killed or Buried Alive; Many Dead and Injured on the Fort Wayne Road,” 9-22-1892, p. 1. Accessed at: http://query.nytimes.com/gst/abstract.html?res=990DEEDF1F31E033A25751C2A96F9C94639ED7CF

New York Times. “The Railway Wrecks (Editorial).” 9-22-1892, p. 4. Accessed at: http://query.nytimes.com/gst/abstract.html?res=9501E7DE1F31E033A25751C2A96F9C94639ED7CF

Ohio Memory. “Ohio Train Wrecks.” 7-13-2012. Accessed 2-14-2022 at: https://ohiomemory.ohiohistory.org/archives/753

Portsmouth Times, OH. “General News.” 9-24-1892, p. 11. Accessed 2-14-2022 at: https://newspaperarchive.com/portsmouth-times-sep-24-1892-p-11/

Simonds, W. E. (Editor). The American Date Book. Kama Publishing Co., 1902, 211 pages. Google digital preview accessed 9-8-2017 at: http://books.google.com/books?id=JuiSjvd5owAC

–14 Eastern State Journal, White Plains, NY. “History of 1892.” 12-31-1892, p. 1.
–14 Philadelphia Inquirer. “Fourteen Were Killed. The Wreck on the Clearfield…” 9-19-1892, p. 1.
–14 Simonds. The American Date Book. 1902, p. 95.

Narrative Information

Eastern State Journal, NY: “1892….September….8. 14 deaths in a collision on the Clearfield and Cambria railroad, near Altoona, Pa.” (“History of 1892 – The Chronological Record of a Memorable Year….Demons of Destruction.” 12-31-1892, p. 1.)

Simonds: “….Sept. 7, Pennsylvania, near Eckenrode Mills, collision, 14 killed…” (The American Date Book. 1902, p. 95.)

Newspaper (at the time):

Sep 9: “An awful accident occurred on the Cambris & Clearfield railroad at 6 o’clock last evening [8th] which resulted in the death of nine men, while many others were injured. A construction train carrying nearly one hundred laborers, principally Italians employed by a railroad contractor, was going at a high rate of speed in the direction of Cresson when it met the northbound passenger train in the first cut north of Eckenrode’s mill, sixteen miles from Cresson. The passenger train was going at full speed and the two rushed together on the single track.

“The work train was in charge of Conductor G. E. E. Dunn and Engineer G. S. Yoder, both formerly of the middle division of the railroad, and the passenger engine was manned by Engineer C. W. Ferry, of this city [Altoona], and Fireman R. Parish, of Gallitzin. Conductor James C. McDermott, of this city, had charge of the train. The engineer and fireman of the passenger train remained in the cab and were crushed and scalded to death. The shock of the collision broke the front cars on the construction train and six men were killed and a number of others more or less injured. One of these died this morning. The killed are:

Engineer C. W. Ferry, 1707 Fourteenth avenue, this city.
Fireman Raymond Parish, of Gallitzin.
Samuel Rowland, timekeeper for the railroad contractor. His home is in Minersville,
Schuylkill county.
Three Italians, one Swede and an American, whose names, in the absence of the contractor,
were not obtained at the railroad offices in this city.
Alex. Gadollee, a clerk, whose home was in New Holland, Pa.

“A small boy, son of one of the bosses of the laborers, had his leg cut off, and is now at Bradley’s station. The other injured were taken to Ebensburg, and this morning two of them, Italians, were brought to the Altoona hospital.

“Brakeman Nelson, of the passenger train, was slightly hurt, but all others on the train escaped uninjured.

“The railroad officers in this city could give no information today as to the cause of the accident, other than that the crew of the work train had violated orders in not waiting at Patton station until the passenger train had passed. In investigation is now being made….” (Altoona Mirror. “Nine Men Killed Yesterday Evening on the Cambria & Clearfield Railroad.” 9-9-1892, p. 1.)

Sep 9: “Altoona, Pa., Sept. 9. – Engineer Yoder and Fireman Dunn, of the work train, charged with violating orders and causing the wreck on the Clearfield & Cambria railroad last night, disappeared after the accident and have not been seen since. The conductor also disappeared but came back today. He said they ran away, fearing vengeance of the friends of the Italians killed. Diligent search is being made for the missing men….” (Bradford Era, PA. “Nine Were Killed.” 9-10-1892, p. 1.)

Sep 9: “Johnstown, Sept. 9. – The wreck on the Clearfield and Cambrian Branch last night was far worse than reported. Fourteen men lost their lives instead of eight, as reported. Eleven of the number are Italians.” (Philadelphia Inquirer, PA. “Fourteen Were Killed. The Wreck on the Clearfield Worse Than First Reported.” 9-19-1892, p. 1.)

Sources

Altoona Mirror. “Nine Men Killed Yesterday Evening on the Cambria & Clearfield Railroad.” 9-9-1892, p. 1. Accessed 2-14-2022 at: https://newspaperarchive.com/altoona-evening-mirror-sep-09-1892-p-1/

Bradford Era, PA. “Nine Were Killed In the Accident in the Clearfield & Cambria Wreck.” 9-10-1892, p.1. Accessed 2-14-2022 at: https://newspaperarchive.com/bradford-era-sep-10-1892-p-1/

Eastern State Journal, White Plains, NY. “History of 1892 – The Chronological Record of a Memorable Year….Demons of Destruction.” 12-31-1892, p. 1. Accessed 2-6-2022 at: https://newspaperarchive.com/white-plains-eastern-state-journal-dec-31-1892-p-1/

Philadelphia Inquirer, PA. “Fourteen Were Killed. The Wreck on the Clearfield Worse Than First Reported.” 9-19-1892, p. 1. Accessed 2-14-2022 at: https://newspaperarchive.com/philadelphia-inquirer-sep-10-1892-p-1/

Simonds, W. E. (Editor). The American Date Book. Kama Publishing Co., 1902, 211 pages. Google digital preview accessed 9-8-2017 at: http://books.google.com/books?id=JuiSjvd5owAC

— 31 Great Lakes & Seaway Shipping News, Report News (Sep). “Today in Great Lakes Hist.”
— 31 Mansfield, John Brandts. History of the Great Lakes (Vol. 1). 1899, p. 760.
— 27 Buffalo Enquirer, NY. “A Lost Steamer,” 9-2-1892; reproduced in McNeil, MH of GL.
— 26 Brooklyn Daily Eagle, NY. 9-2-1892, p. 7, col. 5. (One survivor of 27 onboard.)
— 26 Hillsdale Standard, MI. “A Lake Horror.” 9-6-1892, p. 3, col. 2. (One survivor of 27.)
— 26 Logansport Daily Reporter. “But One is Left,” September 2, 1892, p. 1.
— 26 Nash, Jay Robert. Darkest Hours. 1977, p. 690.
— 26 Port Huron Daily Times, MI. 9-2-1892; reproduced by McNeil in Maritime Hist. of the GL.
— 26 Swayze. Shipwreck!…Directory of…Shipwrecks on the Great Lakes.., 1992, p. 245.
— 26 Thompson, Mark L. Graveyard of the Lakes. Wayne State University Press, 2004, p. 221.
–17 Drowned from wooden lifeboat as it neared the shore and was capsized (1 survivor)
— 9 Drowned from steel lifeboat capsized shortly after launch from port side.
— 26 Waterloo Daily Courier, IA. “One Reached Land.” 9-3-1892, p. 2, col. 3.
— 25 Ratigan, William. Great Lakes Shipwrecks & Survivals (Revised). 1969, p. 253.*
— 21 McNeil. “Western Reserve (Propeller)…sunk, 30 Aug 1892.” Maritime History…Great Lakes.*

*McNeil: Reproduces a three-column article from the Buffalo Enquirer of 9-2-1892 which notes there was one survivor (wheelsman Harry Stewart), from a complement of 22 crew, as well as “passengers Capt. Peter Minch, her owner, his wife, three children and his wife’s sister…” Since one of the crew survived, there would have been a loss of 21 of the crew (according to this account) plus six passengers, for a total of 27.)

*Ratigan: Our number based on Ratigan statement that when the Reserve went down the two yawls “were cast off adrift from the wreck, carrying all twenty of the officers and crew as well as the owner, the two women, and the three children.” This totals twenty-six, and there was but one survivor.

Narrative Information

Great Lakes & Seaway Shipping News: “September 1, 1892 [sic], the upbound Western Reserve, flagship of the Kinsman fleet, sank approximately 60 miles above Whitefish Point. There were 31 casualties among the crew and passengers. The lone survivor was Wheelsman Harry W. Stewart.” (Great Lakes & Seaway Shipping News, Report News (Sep 1). “Today in Great Lakes Hist.”)

Mansfield: 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 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 Lifesaving 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, tem 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 Transportation Line at Ogdensburg, N. Y. The bodies of Captain Minch and his sister-in-law were recovered.” (Mansfield, John Brandts (Ed. and Compiler). History of the Great Lakes (Vol. 1). Chicago: J.H. Beers & Co., 1899, p. 760.)

Ratigan: “….On Sunday, August 28…the two-year-old all-steel ore carrier Western Reserve sailed out of Cleveland on what was meant to be a pleasure trip combined with the ultimate business of picking up a cargo of iron ore at Two Harbors, Minnesota….

“The Western Reserve…was locked up through the soon Canal at six o’clock Tuesday evening [Aug 30].

“Out on Whitefish Bay the waves began to kick up and, although the wind was moderately fresh for Lake Superior, the two captains decided to take no chances with their precious cargo of human lives. They would stop a while and consider the weather….The engines were stopped and the anchor was run down in a cove on Whitefish Bay, but the wind showed no signs of increasing nor did the waves reach alarming proportions….they hoisted anchor and steamed out into the open Lake.

“At nine o’clock that night [Aug 30], sixty miles above Whitefish Point, the Western Reserve ran into a gale. Almost without warning a crash signaled the steel carrier’s doom. A crack appeared on her deck, forward of the boiler house. The main mast went by the board. The crack in the deck widened. There was an agonizing wrench of metal and the ship broke in two.

“Inside of ten minutes the pride of the Lakes plunged six hundred feet to the bottom of Superior…” (pp. 252-253.)

Swayze: “Western Reserve. Steel bulk freight steamer of 2,392 t. and 302 ftu., launched in 1890 at Cleveland. Lake Superior: This vessel was the first steel freighter built for use on the Lakes. When she came out steelmen and her builders confidently predicted that her construction would put an end to disasters caused by hull failure. The vessel proved their point for only a bare two years. On August 30, 1892, the Western Reserve was in ballast and pushing her way through a summer gale when she suddenly simply broke in two and sank off Deer Park, Michigan. There was little evidence to indicate what had happened to the ship in a relatively mild gale that would explain such a complete hull failure, and there was only one eyewitness left out of the 27 aboard the steamer at the time of her foundering. The furor surrounding the tragic loss of the Western Reserve brought on a new set of rules regarding the testing of steel as to tensile strength and flexibility.” (Swayze. Shipwreck! A…Directory of Over 3,700 Shipwrecks on the Great Lakes. 1992, p. 245.)

Wolfe: “On the morning of August 31…the Great Lakes shipbuilding world received a terrific shock. A patrolling lifesaver came upon exhausted Wheelsman Harry Stewart of the steel steamer Western Reserve crawling on the beach near the Deer Park Life-Saving Station. Stewart gasped out a story of bitter tragedy on arrival at the station. The magnificent new bulk carrier had cracked in two about 35 miles northwest of Deer Park, off the Au Sable Banks, going down in 10 minutes, about 9 p, m. the previous evening [Aug 30]. Wile a well trained crew had launched two lifeboats and placed all 21 crewmen and six passengers in them, both had capsized in moderately rough seas. All except Wheelsman Stewart were drowned. The Western Reserve was less than two years old. She already held cargo records for wheat and iron ore. She was a product of the Globe Shipbuilding Company of Cleveland, launched October 20, 1890, at 301 feet in length and of 2,392 gross tons. Her owner, Captain Peter G. Minch of Cleveland, was delighted with her performance. Indeed, so highly did Captain Minch rate this vessel that he, his wife, two children and two relatives had joined the crew for the run to Two Harbors where they would load ore. Her top officers were veterans: Captain Albert Myers and Chief Engineer W. H. Seaman….” (Wolff, Julius F., Jr. Lake Superior Shipwrecks: Complete Reference to Maritime Accidents and Disasters. 1990, p. 66.)

Newspaper

Sep 2: “DEATH IN ANGRY WATERS. Sault Ste. Marie, Mich., Sept. 2. — The large freight steamer Western Reserve has been lost off Sable banks, near Deer Park [MI], and of the twenty-seven persons on board only one has been saved. Six of them were passengers, one of the latter being Peter Minch, of Cleveland, O., the owner, who recently became a millionaire. The other passengers were the wife, son and daughter of Capt. Minch and Mrs. Mary Engleberry and her daughter Bertha and her daughter of Vermillion.

“On the previous trip of the Western Reserve its crew consisted of twenty-two men. No new men were taken on in Cleveland at the shipping office for this trip, so it is likely that most of the old crew were on board when the vessel went down.

“Split Asunder.

“The Western Reserve, bound from Cleveland to Two Harbors, passed Sault Ste. Marie Tuesday evening [Aug 30]. Although a heavy wind was blowing from the northwest the steamer paid no attention to it and plunged into the tremendous waves running. No sooner had it passed out of the protection of Point Iroquois than it begun to pound violently in the sea, the gale continuing to increase in force. When on the course from Whitefish point to Keweenaw point the heavy steel structure parted without warning about amidships. The water poured into the hold, and the crew and passengers saw that their boat was doomed.

“Took to the Boats.

“The crew managed to get both yawl boats down, but not without much difficulty. It was new work for them, for this was the first time the yawls had ever been lowered. In the one yawl were placed Capt. Peter. Minch, his wife, three children and his wife’s sister. The rest of the crew who were not in the first yawl manned the second one, and they pulled away from the Western Reserve, which sank ten minutes afterward. The yawl containing Mr. Minch and his family soon afterward capsized, and the remaining boat took on board all the survivors.

“The Load Proved Too Heavy.

“It was a heavy load for the yawl boat. The wind had steadily increased and the waves were tremendous. When within a mile from shore it, too, capsized, and all were thrown into the water. Of the twenty-seven only one, Henry Stewart, of Algonac, Mich., reached the shore. Stewart walked 13 miles to the nearest life-saving station, where he gave notice of the disaster.

“Three Bodies Recovered.

“The life-savers there began to patrol the beach and Thursday morning found two bodies. One of them was identified as that of Capt. Minch by his watch. The other was that of a dark-haired woman. Thursday night a telephone message to Newberry stated that another body had come ashore.

“Story of the Only Survivor.

“Never was a jollier party on board a steamer than on the Western Reserve when it passed through the canal Tuesday night. Capt. Minch and his three children stood upon the bridge, and all were in the best of spirits. When the news reached here that the Western Reserve had gone down in 600 feet of water the report was generally discredited. It could no longer be doubted when Henry Stewart, the only survivor, reached here Thursday night on the fish tug E. M. B. A. Mr. Stewart said:

“Everything- went well until about 60 miles above Whitefish point when the first warning anyone on board had of impending danger was a terrible crash about 9 a.m., caused by the huge craft breaking in two breaking the mainmast about half-way up the rigging. She took in water fast from the start, and the yawl boats were forward. Capt. Minch, his family and the officers and crew, to the number of seventeen, got into the wooden yawl and the others took to the metallic one.”

“Sunk In Ten Minutes.

“The Reserve sunk in tin minutes and before she had hardly gone out of sight the metallic yawl capsized. The other went to her assistance, but only succeeded in rescuing two of her occupants, Capt. Minch’s son and the steward. The nineteen survivors started for Whitefish, 60 miles away. The wind was about west when they started, but veered to the north, making considerable sea. But the yawl weathered the breakers all night and until about 7 the next morning, when about 10 miles from lire-saving station No. 10 and about a mile from the shore, it capsized.”

“Stewart says that he saw none of the occupants after that. He struck for the shore, but the cries of the children, screams of the women and moaning of men were terrible for a few moments. Stewart was in the water two hours. He struck shore about 12 miles above the station and had to walk there before reaching anyone to render him assistance. A search failed to find trace of any other survivor of the wreck, and there is no question that they were all drowned.

“The Lost Vessel.

“The Western Reserve was built by the Cleveland Shipbuilding Company and launched October 20, 1890. She was owned by the B. G. Minch estate and others of this city and was valued at $220,000 in Lloyd’s Inland Register. The Western Reserve was 900 feet long and 41 feet beam. She was considered a thoroughly stanch and seaworthy boat.

“Capt. Minch was one of the best-known vessel owners and masters on the lakes. He was about 55 years old. He was born at Vermillion. His father, Philip Minch, was one of the most extensive owners of vessel property in his time. Capt. Minch sailed from his boyhood until about five years ago when he came ashore to manage his large vessel interests…” (Logansport Daily Reporter. “But One is Left,” September 2, 1892, p. 1.)

Sep 3: “One Reached Land.”
“The Lake Steamer Western Reserve Breaks in Two on Lake Superior.”
“Twenty-seven Persons on Board, Including the Vessel Owner and His Family.”
“Of This Number Only One Survives to Tell the Story of the Disaster.”

“Sault Ste. Marie, Mich., Sept. 8. – The steamer Western Reserve foundered sixty miles off Whitefish Point about 9 p.m. Tuesday night [Aug 30]. She passed the Soo Tuesday and a heavy gale prevailed but she did not mind it and plunged ahead. When about sixty miles off Whitefish Point the sea was terribly rough and suddenly, without a moment’s warning, the great steel structure broke in two amidships….

“The following persons were on board when the fated vessel went down:

Captain Peter Minch, the owner, with his wife and two children, Charles and Florence; Mrs. Mary Engleberry and Bertha Engleberry [daughter ], of Vermillion. The crew consisted of Albert Myers, of Vermillion, captain; W. H. Leaman [Seaman?] of Cleveland, chief engineer; Fred Engals, first mate; Charles Lebeau, second mate; Charles Wells, assistant engineer; Burt Smith, steward; Ray Applebee, steward; Schuyler Stewart, watchman; Daniel Forbes, lookout; Carly Myers, wheelsman, son of the captain; John Satchon, fireman; S. D. Holdev, fireman; Horace Burroughs, fireman; Martin Klauser, greaser; Robert Simpson, greaser; Daniel Stickney, R. A. Longfield, M. Coffee and John Wilson, deck hands.

“Captain Peter Minch, the owner of the Western Reserve, retired five years ago and settled down in Cleveland to manage his large vessel interests. The present trip was intended as a pleasure trip for himself and family and several friends….” (Waterloo Daily Courier, IA. “One Reached Land.” 9-3-1892, p. 2, col. 3.)

Sep 4: “Eighteen Bodies Recovered.”
Awful Echo of the Recent Disaster on Lake Michigan.”

“Sault Ste. Marie, Mich., September 4. – The steamer City of Green Bay arrived here from Deer Park last night. Her Captain reports that eighteen bodies from the wrecked steamer Western Reserve have been recovered at Deer Park. The steam barge Nimick picked up a body in mid-lake, abreast of Deer Park, and brought it in here.” (Cincinnati Commercial Gazette, OH. “Eighteen Bodies Recovered.” 9-5-1892, p. 3, col. 3.)

Sources

Brooklyn Daily Eagle, NY. 9-2-1892, p. 7, col. 5. Accessed 2-8-2021 at: https://newspaperarchive.com/brooklyn-daily-eagle-sep-02-1892-p-7/

Cincinnati Commercial Gazette, OH. “Eighteen Bodies Recovered.” 9-5-1892, p. 3, col. 3. Accessed 2-8-2021 at: https://newspaperarchive.com/cincinnati-commercial-gazette-sep-05-1892-p-3/

Great Lakes & Seaway Shipping News Archive. Report News. “Today in Great Lakes History – September 1.” Accessed 2-8-2021 at: http://www.boatnerd.com/news/archive/9-09.htm

Hillsdale Standard, MI. “A Lake Horror.” 9-6-1892, p. 3, col. 2. Accessed 2-8-2021 at: https://newspaperarchive.com/hillsdale-standard-sep-06-1892-p-3/

Logansport Daily Reporter, IN. “But One is Left.” 9-2-1892, p. 1. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=83769523

Mansfield, John Brandts (Ed. and Compiler). History of the Great Lakes (Vol. 1). Chicago: J.H. Beers & Co., 1899. Google digitized. Accessed at: http://books.google.com/books?id=iHXhAAAAMAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false

McNeil, William R. “Western Reserve (Propeller) U81294, sunk, 30 Aug 1892.” Maritime History of the Great Lakes. Accessed 2-8-2021 at: https://images.maritimehistoryofthegreatlakes.ca/60191/data?n=1

Nash, Jay Robert. Darkest Hours – A Narrative Encyclopedia of Worldwide Disasters from Ancient Times to the Present. New York: Pocket Books, Wallaby, 1977, 792 pages.

Ratigan, William. Great Lakes Shipwrecks & Survivals (New Revised and Enlarged Edition). Grand Rapids, MI: Wm. B. Eerdmans Publishing, 1969.

Swayze, David D. Shipwreck! A Comprehensive Directory of Over 3,700 Shipwrecks on the Great Lakes. Boyne City, MI: Harbor House Publications, Inc., 1992.

Thompson, Mark L. Graveyard of the Lakes. Detroit, MI: Wayne State University Press, 2004.

Waterloo Daily Courier, IA. “One Reached Land.” 9-3-1892, p. 2, col. 3. Accessed 2-8-2021 at: https://newspaperarchive.com/waterloo-daily-courier-sep-03-1892-p-2/

Wolff, Julius F., Jr. Lake Superior Shipwrecks: Complete Reference to Maritime Accidents and Disasters. Duluth, MN: Lake Superior Port Cities, Inc., 1990.

–15 Eastern State Journal, White Plains, NY. “History of 1892.” 12-31-1892, p. 1.
–15 Lock Haven Express, PA. “The Coroner’s Jury Meet.” 7-38-1892, p. 4.
–15 Mine Safety and Health Admin. Historical Coal Mine Disasters in the Anthracite Region.
–15 National Institute for Occupational Safety and Health, CDC. Mine Disasters.
–15 Philadelphia Inquirer. “Fifteen Killed by Exploding Gas…York Farm…” 7-25-1892, p. 1.
–15 Philadelphia Inquirer. “Digging for the Last Body…York Farm Colliery…” 7-26-1892, p1.
–15 The Express, Lock Haven, PA. “…Coroner’s Jury…Inquire…Death of Fifteen…” 7-28-2893, p. 8.

Narrative Information

July 23, 1892: “Pottsville, PA., July 23. – A most disastrous explosion of gas occurred in the tunnel on the first left of York farm colliery at 11 o’clock this morning by which nine men are known to have been killed outright and probably three others whose bodies cannot be found; while at least ten men are more or less badly burned and mutilated. Some of them will die.

“The explosion, it is believed, was caused by a strong feeder being broken into, and its force penetrated a safety lamp, and ignited the gas. The explosion was terrific, and completely closed the gangway with several cars which were on the track. At one o’clock several men were known to be closed in, but how many, or what is the extent of their injuries it is impossible to ascertain….

“The York Farm Colliery is owned and operated by the Lehigh Walley Coal Company, the Philadelphia and Reading railroad company lessees.

“The risk in contention with gas which exists in great quantities in operation once abandoned has been great, and many explosions have occurred in the past few years by which miners working here have been injured or killed, but this accident is beyond all parallel. In this mine are many old gangways, long abandoned, called leaders, which have been closed for years, and in which immense quantities of gas have accumulated. It was while tunneling that one of these leaders was struck, and as the first opening was made, the gas rushed out in volumes. Safety lamps, which are used entirely in these workings, were of no avail, and it was from one of these ‘safeties’ the gas was exploded. The rescuing gang are still at work and as fast as the men are found they are sent to the surface.” (Associated Press. “A Deadly Gas Explosion Occurs in a Tunnel at the York Farm Colliery.” Lock Haven Evening Express, PA. 7-23-1892, p. 1.)

July 23, 1892: “Pottsville, July 23. A frightful explosion of gas occurred at York Farm Colliery at this place about noon today, in which eight men were killed outright. Two have since died. Seven others are injured. Those killed are:

John Harrison, Wadesville, fire boss, leaves a wife and three children.
Thomas Jones, Minersville, single.
William Jones, Minersville, single.
William Wehman [or Weihman], New Castle street, Minersville.
James Hartzell.
L. Lewellyn. [Later noted as the lone survivor.
George Kreiss, single, Middle Creek.
Herman Werner, leaves wife and seven children.
Anthony Putchlavage, widower, Pottsville. [Polish]
Anthony Strock, boy, leg broken and burned, died at 3 o’clock.
Harry Madara, Mount Hope, died this evening.

[A later account in the Philadelphia Inquirer, same day, noted as amongst the fatalities:]

Edward Curran, Pottsville.
George Bright, single, Tremont.

“….Four years ago the Lehigh Company purchased these workings, which at that time and for forty years previous had been abandoned and were filled with water. The operation in 1845 was owned and worked by Benjamin Pott. At that time deep mining or mining much below water level was not attempted, and in 1850 the works were abandoned and allowed to fill up with water.

Immense quantities of coal were known to exist in the lower levels, which could be reached by sinking the workings deeper, and it has been the object of the new owners of the workings to get at this coal. Several millions of dollars have already been expended by the company in cleaning the abandoned gangways of water, retimbering and in driving tunnels to intersect the different veins, and great success has awarded their efforts….” (Philadelphia Times. “Miners Killed By Gas. Ten Men Meet Death by an Explosion in the York Farm Colliery.” 7-24-1892, p. 1.)

July 24, 1892: “Pottsville, July 24. – The list of victims of Saturday’s explosion of gas at the York Farm Colliery, on the outskirts of this city, has increased to fifteen dead and one momentarily expected to breathe his last. Thus, not one of the men working in the vicinity of where the explosion occurred will be able to tell the tale of the disaster excepting Llellwyn, the man who first noticed the presence of gas and the unusual running of coal, and who, by strictly complying with colliery rules, had gone to inform the fire boss of these unusual indications, and was thus absent from the vicinity of the explosion.

Llellwyn’s Story

“His story is that he and his buddy, Christian Hornicker, whose body still lies buried in the mine, had fired a shot with a battery in Breast No. 1 on the second lift and immediately there was a strong rush of gas and run of coal. This gas rushed up the airway connecting the first and second lifts and was ignited, it is supposed by one of the safety lamps that was either upset and broken, or faulty, and the terrible explosion followed whereby the men working in the immediate vicinity were killed and the gangways filled with rock, coal and timber, covering up the bodies of some.

Complete List of the Victims.

“The complete list of the victims follows, all of whom are now dead but one:

George Krise, Middle Creek, 21 years, single, laborer.
William Jones, Minersville, 17 years, single, door boy.
William M. Weyman, Minersville, 31 years, wife and several children, miner.
Anthony Putlavitch, Pottsville, 30 years, wife and one child, laborer.
Herman Werner, St. Clair, 45 years, wife, large family, miner.
Thomas Jones, Minersville, 35 years, wife and four children, miner.
Anthony Stock, Yorkville, 16 years, single, laborer.
Henry Madara, Pottsville, 31 years, wife and five children, miner.
Edward Curran, Mt. Laffee, 35 years, wife and two children, miner.
Thomas F. Landers, Pottsville, 27 years, wife and one child, laborer.
Robert W. Allott, Pottsville, 42 years, wife and eight children, miner.
C. D. Allott, Pottsville, 17 years, single, laborer.
James Hartsoll, Llewellyn, 37 years, wife and one child, mine carpenter.
John Harrison, Wadesville, 36 years, wife and three children, fire boss.
Christian Hornicker, 36 years, St. Clair, miner, wife and three children.
George Stock, Yorkville, 22 years, recently married, still living.

“Of the above, Henry Madara, Thomas Landers, Robert and Charles Allott and Edward Curran, who were still living when taken from the mine, died since last evening….” (Philadelphia Inquirer. “Fifteen Killed by Exploding Gas. Victims of the York Farm Colliery Disaster of Saturday.” 7-25-1892, p. 1.)

July 28, 1892: “Pottsville, July 28. – The Coroners’ Jury who was busy all day investigating the York Farm disaster, After hearing a score of witnesses, they rendered their verdict this evening, acquitting the colliery officers from culpability for the accident.” (Pittsburgh Dispatch, PA. “No one blamed for the Colliery Disaster.: 7-29-2893, p. 9.

Sources

Associated Press. “A Deadly Gas Explosion Occurs in a Tunnel at the York Farm Colliery.” Lock Haven Evening Express, PA. 7-23-1892, p. 1. Accessed 2-14-2022 at: https://newspaperarchive.com/lock-haven-express-jul-23-1892-p-5/

Eastern State Journal, White Plains, NY. “History of 1892 – The Chronological Record of a Memorable Year….Demons of Destruction.” 12-31-1892, p. 1. Accessed 2-6-2022 at: https://newspaperarchive.com/white-plains-eastern-state-journal-dec-31-1892-p-1/

Lock Haven Express, PA. “The Coroner’s Jury Meet.” 7-38-1892, p. 4. Accessed 2-24-2022 at; https://newspaperarchive.com/lock-haven-express-jul-28-1892-p-4/

Mine Safety and Health Administration. Historical Coal Mine Disasters in the Anthracite Region (District 1 – Coal Mine Safety and Health). Arlington, VA: MSHA, U.S. Department of Labor. Accessed 1-3-2009 at: http://www.msha.gov/District/Dist_01/Fatals/HISTFAT.HTM

National Institute for Occupational Safety and Health, Mining Safety and Health Research.. Mining Disasters (Incidents with 5 or more Fatalities). NIOSH, Centers for Disease Control and Prevention, 2-26-2013 update. Accessed at: http://www.cdc.gov/niosh/mining/statistics/disall.htm
and http://www.cdc.gov/niosh/mining/statistics/content/allminingdisasters.html

Philadelphia Inquirer. “Fifteen Killed by Exploding Gas. Victims of the York Farm Colliery Disaster of Saturday.” 7-25-1892, p. 1. Accessed 2-14-2022 at: https://newspaperarchive.com/philadelphia-inquirer-jul-25-1892-p-1/

Philadelphia Inquirer. “Twelve Killed in a Colliery…Explosion of Mine Gas.” 7-24-1892, p. 1. Accessed 2-14-2022 at: https://newspaperarchive.com/philadelphia-inquirer-jul-24-1892-p-1/

Philadelphia Inquirer. “Digging for the Last Body. The Fifteenth Victim of the York Farm Colliery Disaster.” 7-26-1892, p. 1. Accessed 2-14-2022 at: Philadelphia Inquirer. “Digging for the Last Body. The Fifteenth Victim of the York Farm Colliery Disaster.” 7-26-1892, p. 1.

Philadelphia Inquirer. “Fifteen Killed by Exploding Gas. Victims of the York Farm Colliery Disaster of Saturday.” 7-25-1892, p. 1. “Miners Killed By Gas. Ten Men Meet Death by an Explosion in the York Farm Colliery.” 7-24-1892, p. 1. Accessed 2-14-2022 at: https://newspaperarchive.com/philadelphia-times-jul-24-1892-p-1/

The Express, Lock Haven, PA. “The Coroner’s Jury Meet to Inquire into the Death of Fifteen Miners Near Pottsville.” 7-28-2893, p. 8. Accessed 2-14-2022 at: https://newspaperarchive.com/lock-haven-express-jul-28-1892-p-8/

— 12 Blanchard estimate.*

— 21 Waterloo Courier, IA. “Wind and Water…Cause a Terrible Disaster…”July 20, 1892, 6
— 20 Algona Republican, IA. “Water Graves. Steamer Wrecked…Peoria.” 7-20-1892, 2..
–15-18 The Travelers Record. Hartford, CT, Vol. 28, No. 5 Aug 1892, p. 5.
–12-16 The Reveille, Rolfe, IA. “Sank With The Folsom.” 7-21-1892, p. 3.
— 14 Daily Herald, Oskaloosa, IA. “Terrible Disaster…Little Lake…Peoria, Ill.” 7-14-1892, 4.
— 12 Bodies recovered. Goshen Daily News, IN. “All Found. Victims…Frankie Folsom…” 7-16-1892, 4.
— 12 Goshen Daily News, IN. “Horror at Peoria.” 7-13-1892, p. 4.
— 11 Olar. “Steamboat disaster on the Illinois River.” From the History Room, 8-22-2018.

Steamboat Frankie Folsom
— 20 Bureau County Tribune, Princeton, IL. “Dozens Are Dead.” 7-15-1892, p. 6.
–15-18 The Travelers Record. Hartford. “Peoria’s dreadful…” Vol. 28, No. 5 Aug 1892, p. 5.
–12-16 The Reveille, Rolfe, IA. “Sank With The Folsom.” 7-21-1892, p. 3.
— 14 Algona Republican, IA. “Water Graves. Steamer Wrecked by a Cyclone…” 7-20-1892, 2.
— 12 Goshen Daily News. “All Found. Victims of the Frankie Folsom Disaster…” 7-16-1892, 4.
— 12 Quincy Daily Herald, IL. “The Aftermath at Peoria.” 7-16-1892, p. 1.
— 12 Peoria Historical Society. Facebook post of 11-12-2013.
–10-12 Way’s Packet Directory, 1848-1994: Passenger Steamboat…[MS Riv. Sys.]… 1999, 172.
— 11 Goshen Daily News, IN. “Horror at Peoria.” 7-13-1892, p. 4.
— 11 Olar. “Steamboat disaster on the Illinois River.” From the History Room, 8-22-2018.
— >11 Quincy Herald, IL. “Two More Victims.” 7-15-1892, p. 1.

Small boats out on the river and lake.
— 8 Waterloo Courier, IA. “Wind and Water…Cause a Terrible Disaster…” 8-20-1892, p. 6.
–4-5 One small boat. Algona Republican, IA. “Water Graves…Number of Row Boats…” 7-20-1892, 2.
— ? Goshen Daily News, IN. “Horror at Peoria.” 7-13-1892, p. 4. [Was thought a few perished.]
— 0 Travelers Record, “Peoria’s dreadful steamboat calamity of July 12…” 28/5 Aug 1892, p5.

*Blanchard on fatalities: While there is a broad range of deaths noted for the Frankie Folsom (11-20) as well as from the small boats/craft out on the river (0-8), it is our opinion from reading from the material below that there were twelve deaths from the Folsom and none from small boats.

Narrative Information

Travelers Record: “Peoria’s dreadful steamboat calamity of July 12, the greatest single disaster of the month, brings to mind the colossal accident on Lake Pepin, two years before…. The expansion of he Illinois River known as Peoria Lake is summer breathing-spot and delight of Peoria and Pekin, Ill., and is thronged with pleasure boats all the season. On the evening of this day there had been a performance of the ‘Fall of Pompeii’ at Lake View Park, Peoria, and the steamer Frankie Folsom from Pekin had been carrying passengers there. About 10 P.M. it started for home, with forty people on board; it had backed out from the landing at Caroline Street, Peoria, and was turning to go down the river, when a cyclone struck it and careened it on its side; it sank rapidly to the bottom, and nearly half the passengers were penned in the cabin and drowned like rats in a cage, or blown from the side where they had scrambled as the vessel lurched under the storm. No small boat could live in the wild tempest, but a steamer, the Longfellow, hurried its passengers ashore and went to the rescue; even so, the lifeboat could take off but four at a time, several were blown off in the intervals of its coming, and only force could keep the mad throng, fighting for places on the side of the wrecked steamer, from rushing on and swamping the boat. One man had saved his wife by diving into the cabin after her; but fifteen to eighteen lives were lost, the larger part of them women.

“The same storm scattered far and wide the crowd of rowboats on the lake, and caused vast discomfort and terror, though we believe no fresh tragedy. Many couples of youths and maidens were driven to the opposite shore, their boats filled with water, and they obliged to wait for morning in wretched plight. Several clung to the willows all night. Another couple wandered about till daylight in a swamp, up to their knees in water. Still another had their boat swamped, and the young man, totally unnerved, refused to attempt a return; the girl took his hat, bailed out the boat, and rowed back to Peoria, and her companion was found next morning in a tree, still tightly clutching his eyeglasses.” (Travelers Record, Travelers Insurance Companies, Hartford, Conn. “Peoria’s dreadful steamboat calamity of July 12…” Vol. 28, No. 5 Aug 1892, p. 5.)

Way: Frankie Folsom. Sternwheel wood-hull packet, built in Stillwater, MN, in 1886, measuring 82.6 x 15.4 x 3. “Was running an excursion Peoria-Pekin on Illinois River when she encountered a thunderstorm at Peoria night of July 12, 1892. Capsized and drowned 10 or 12 persons. Capt. Edward Loesch was pilot on watch. Later was renamed LEO and ran on the Ouachita River.” (Way’s Packet Directory, 1848-1994: Passenger Steamboats of the Mississippi River System… 1999, p. 172.)

Newspapers

July 13, Goshen Daily News: “Peoria, Ill., July 12. – Tuesday evening was one of the prettiest ever seen, and the Illinois river and the little lake were fairly alive with boats of every description. At 10 o’clock a cyclone swept over the city, leaving death and destruction in its wake. The most serious and appalling disaster of the night was caused by the capsizing of the pleasure steamer Frankie Folsom at the foot of Caroline street.

Those Known to Be Drowned.

“The following is a list of the unfortunates who are known to have lost their lives by the swamping of the steamer. All were residents of Pekin, Ill.: [11 victims]

John Ahrens,
Mrs. Duesdecker and
two unknown lady companions,
Mrs. Fred Fisher,
Miss Cora Fisher,
Miss Mary Flath,
Misses Anna and
Mary Poebel,
William Ripberger and
Mrs. William Wiles.

The Disaster.

“At Lake View park, a mile above the city, a representation of Pompeii was given. For this occasion the Folsom, a Pekin boat, came up with forty people. A landing was made here and two or three couples joined the party. Fifteen others also got on the boat at the park, so that the passenger list reached fully sixty. As the boat came out of the landing and started down to the city it was struck by the cyclone and turned over. It was about midway in the river and sank rapidly. Owing to the tempest the cries of the passengers could not be heard. The Longfellow with seventy-five passengers from Kingston passed by and ran to the foot of the next street, its passengers were driven off and the boat made ready to go to the aid of the Folsom when the Kingston’s [Longfellow’s? ] wheels broke and it was left helpless.

“Word was conveyed to the police station, and Mayor Warner ordered every man to the scene. The Rock Island road sent a special train to the scene of the disaster, and small boats were put off to the Folsom, the hull of which could be seen when the lake was illuminated by the vivid lightning. Four persons were taken off it by the first boat out.

Caught in the Cabin.

“It is known that there are over a dozen in the cabin of the ill-fated steamer. When the boat careened over every one rushed to the sinking side to escape the steam, and many of them were washed overboard. One man says he saw several women fastened down under the wreck and they were cooked to death by the steam. Every time the boat careened some of the poor unfortunates clinging to the rails would release their hold and disappear in the waves. Some persons who were out in small boats and managed to reach the shore say they saw several bodies floating on the water.

“Some thrilling stories are told by the men who have been brought off the boat. Samuel Sutton missed his wife when the cyclone struck the boat and he heard her calling for him as the cabin filled with water. He dived into the hole to what seemed certain death and managed to bring her to the surface. For an hour they clung to the rail and were both saved. William Hart also went into the cabin and brought up the unconscious form of his wife. It is thought she will die.

Bodies Float Away.

“At 2 a. m. the storm is still so terrific that no search can be made, as small boats cannot be used in the rough water. There are eighteen dead in the Folsom according to the count just made. Only about one-half of these will be found in the cabin of the boat, for the others were swept off the rail into the river. Two bodies have been sighted floating through the lower bridge nearly 2 miles from the scene of the disaster. Whether those are from the Folsom or the bodies of persons from overturned boats cannot be stated. It is thought they are the latter. There is a large number of carriages at the wreck, and as fast as a party is brought ashore they are put in carriages and hurried away to where they can be clothed. Everyone in the vicinity has thrown the houses open and the work of rescue is going rapidly on. The cries of those on the sinking hulk of the steamer are growing weaker every minute, and those brought ashore say there are some whose strength will not last them until they can be taken off.

Many Small Boats Out.

“When the storm struck the lake and river the water was covered with small row beats loaded with merrymakers. The fury of the gale lashed the water into foam, and the frail shells bobbed up and down in the heavy sea like corks. Most of the boatmen were inexperienced, and as soon as the gale burst upon them they lost control of the boats, which were driven along before the wind. Many of the boats filled with water and were swamped, their occupants having to take to the water and swim for the shore. Some of the boats were overturned. The women and children were the greatest sufferers. People who were on the shore rescued many of these from watery graves. It is believed that not a few have perished….

Later Reports.

“3:30 a.m. – The storm abated somewhat as the morning came on and the rescuing parties were able to get to the overturned hull. Grappling irons were brought and the bodies of those in the cabin were taken out as rapidly as it was possible for the men gathered about the craft to work. Twelve bodies have been recovered. Many of these were so badly scalded by the steam that the flesh fell from their faces and their features are undistinguishable. Already the number of persons unaccounted for reaches forty and it is thought there will be more. Some may have reached the other shore or landed below but it is thought few of those who encountered the full fury of the storm could survive it.
Story of the Captain.

“Capt. Loesch, master of the boat, gives the story of the accident. He brought a party of about forty up from Pekin to see Pain’s Last Days of Pompeii. After the exhibition they pulled out, and when in the middle of the river the storm struck them with all its fury, with scarcely a sign of warning. He attempted to head the steamer toward the shore, and as he did so a terrific gust of wind struck the craft and keeled it over in 19 feet of water. The scene which followed was terrible. Men and women were thrown into the water, but the larger part of them managed to reach the upper guard and cling there until help reached them. Their cries of distress were heard from the shore, and in spite of the heavy wind a number of skiffs went to their assistance, and gradually they were brought to shore. Quickly they were taken to residences where dry clothes could be secured, and in this way it was impossible to get any of their names.

“Until the list of missing comes from Pekin the exact number of deaths cannot be told. The persons drowned were nearly all in the cabin. When the boat tipped over there was no escape for them. Everyone perished. A window was smashed in and one woman pulled out. She was breathing, but died in a few seconds. Men and women were pulled out half drowned, and it is feared some of them will die from excitement and exposure.” (Goshen Daily News, IN. “Horror at Peoria.” 7-13-1892, p. 4.)

July 14, Waterloo Courier: “Peoria, Ills., July 14. — The cruel waves of the Illinois have borne down to death a score of persons who were out enjoying themselves. The Frankie Folsom, a Pekin [IL] boat, started out during the evening with forty passengers aboard. A landing was afterward made and about twenty others joined the party, so that the passenger list reached fully sixty. As the boat came out of the landing and started down to the city she was struck by a cyclone and turned over. She was about midway in the river and sank rapidly. Owing to the howling tempest the cries of the passengers could not be heard. The Longfellow, with seventy-five passengers from Kingston, passed her and ran to the foot of the next street. Word was conveyed to the police station, and Mayor Warner at once ordered every man to the scene of the disaster. The Rock Island also sent a special train to the scene and small boats were sent to the Folsom, the hull of which could be seen when the lake was illuminated by the vivid lightning. It is known that there are a dozen in the cabin of the ill-fated steamer. When the boat careened over her cargo rushed to the sinking side.

“A man who has just been brought off said he saw several women carried down and they were cooked to death by steam. Every time the boat rocked the poor unfortunates clinging to the side would release their hold and disappear in the waves. The rescuers saw several bodies floating away which they could not reach….

“The greatest fears are entertained concerning the fate of over a hundred persons who were out in small boats. It is certain that eight lives have been lost in this manner.” (Waterloo Courier, IA. “Wind and Water…Cause a Terrible Disaster…” 8-20-1892, p. 6.)

July 14, Quincy Herald: “Peoria, Ill., July 14. – Grant Hepler, a dentist of Eureka, and a man named Metcalf are now known to have perished with the other victims of the wreck of the Frankie Folsom during the storm here Tuesday night. The bodies of still others besides those whose names have been printed may be confined in the wreck, but if any, it is not known who they are. The body of Lottie Reutler, the restaurant girl, was recovered to-day. It was met by her grief-stricken father as it was brought ashore. The search for other bodies still continues, the searchers looking particularly for the remains of Mrs. Edward Beebe. Ten bodies have been recovered and restored to their relatives. The coroner’s inquest progressed to-day but did not develop any important facts that have not been published.” (Quincy Herald, IL. “Two More Victims.” 7-15-1892, p. 1.

July 15, Quincy Herald: “Peoria, July 16. – The body of Mrs. Kate Beebe was found floating in the river this morning, making the twelfth victim of the Frankie Folsom disaster and believed to be the last. The sunken vessel was towed ashore to-day and is being torn to pieces. There were three funerals in Pekin to-day.” (Quincy Herald, IL. “The Aftermath at Peoria.” 7-16-1892, p. 1.)

July 16, Goshen Daily News, IN: “Peoria, Ill., July 15. – A boy skirmishing along the shore succeeded in accomplishing something the divers at the wreck of the Frankie Folsom, who put in all the night at work, could not do, in the finding of the body of Mrs. Beebe, the wife of the Duluth telegraph operator. Mrs. Beebe’s remains were discovered floating in the water at the foot of Haywood street. Thursday night the body of Grant Kepler, the Eureka dentist, was found floating near the wreck by a man named Henry Kline, and was identified by the clothing and some letters found on it. With the finding of the bodies of Grant Kepler and Mrs. Beebe a total of twelve persons are known to have perished in the wreck.” (Goshen Daily News, IN. “All Found. Victims of the Frankie Folsom Disaster Recovered – The Death List Numbers Twelve.” 7-16-1892, 4.)

July 18, Algona Republican: “Peoria, Ills., July 18. – The cruel waves of the Illinois have borne down to death a score [20] of persons who were out enjoying themselves.

“The Peoria Disaster. Fourteen Persons Drowned by the Sinking of the Frankie Folsom.

“Peoria, Ills., July 14. – The horrors of the disaster on the Illinois river by the sinking of the Frankie Folsom increase as the facts become known. Added to the sorrow over the loss is a fever of indignation over the alleged action of the captain of the steamer Longfellow, who, although only a short distance from the Folsom when it began to sink, is positively declared to have declined to go to the ill-fated steamer’s assistance. So far as known the list of passengers who were lost is as follows:

John H Arends, Pekin.
Mrs. Kate Beebe, Duluth, Minn. (or Pekin) [Body recovered two days later.]
Mrs. Henry Duisdecker, Pekin.
Mrs. Fred Fisher, Pekin.
Miss Cora Fisher, Pekin.
Miss Mary Flatt, Pekin.
Miss Mollie Hepler, Pekin. [Munson, IL] [Body recovered.]
Grant Hepler, Eureka, Ills. (or Streator). [Body recovered.]
Rev. J. H. McMeen, Pekin (or Benson). [Body recovered.]
Miss Lottie Rutler [Reutler], Pekin. [Body recovered.]
Miss Lottie Shade, Shelbyville, Ills.
Mrs. W. G. Willis, Pekin.
Unknown man [Metcalf?] and woman, Pekin. [Metcalf body recovered.]

“It is feared that others not yet rescued may have embarked on the boat. The captain says not, but the accident happened so shortly after starting that he would hardly know.

“The father of Willie Wynn, a resident of this city, was haunting the morgue during the day. His son hired a boat and with three or four companions went out on the river to be gone a couple of hours. Neither the boat nor its occupants have been heard from since….” (Algona Republican, IA. “Water Graves. Steamer Wrecked by a Cyclone on Lake Peoria. A Number of Row Boats Also Lost and Their Occupants Drowned.” 7-20-1892, 2.)

July 21, The Reveille: “Found Watery Graves. Twelve bodies have already been recovered from the wrecked steamer Frankie Folsom, and sixteen persons are yet to hear from, telegraphs a Peoria, Ill., correspondent. The bodies of the following named persons are recovered: [We break out into separate lines the individuals listed in the original paragraph.]

The Rev. J. H. McMeen, Benson;
Mrs. Fred Fisher;
Cora Fisher;
John H Arends, Pekin;
Mary Flatt, Pekin;
Mrs. Henry Duisdecker, Pekin;
Mrs. W. G. Willis, Pekin;
Miss Lottie Shade, Shelbyville;
Miss Lottie Rutler [or Reutler, body recovered], Pekin;
Mrs. Kate Beebe, Pekin;
Grant Heppler, Streator; [Dentist “of Eureka,” body recovered.]
unknown body of a young girl.

“Divers who were sent down near the wreck reported seeing four bodies crushed under the wreckage. These cannot be gotten at until the boat is righted. Nearly the whole excursion party was composed of the better class of the population of Pekin and Delavan.

“Never since the Chatsworth disaster has there been any such excitement here. The storm burst with remarkable suddenness. Above the roar of the wind and thunder the cries of the passengers on the Folsom, as they clung to spars, guards, and pieces of furniture, could plainly be heard, while at each succeeding flash of lightning the wreck could be seen by thousands who lined the river bank in the face of the drenching rain.

“The storm did not last long. It blew up with rapidity little short of marvelous, and as quickly subsided. The rain continued, but the danger was over, and soon more than a score of rowboats were slowly bringing passengers to the shore. Everything possible was done by the citizens and officials. Patrol wagons, ambulances, and nearly the entire police force were ordered out to assist in caring for the rescued.

“Miss Heppler, of Streator, was rescued in an insensible condition and removed to a house. It is impossible to tell whether she will recover or not. James Thomas is in the hospital. A swinging timber struck him, terribly crushing a leg. The search for bodies was prosecuted all night. Mrs. Kate Beebe, of Pekin, is known to have been lost. She was on deck at the time of the accident and must have been washed overboard. Her father, Fred Zuckweiler, was dragged out of the water as he was going down the last time. No trace of the daughter has since been found, and all thoughts of finding her alive have been abandoned. John Smith has not been seen since the accident, and he too must have perished. Immediately on the approach of the storm women took refuge in the cabin, a small room, closed the doors and shut the windows. When the boat capsized they were as if in a prison with no means of egress.

Was Returning from Lake View Park.

“The steamer was returning from Lake View Park…The crew numbered five….It [the storm] burst suddenly with great violence when the boat had gotten out in the middle of the river. Edward Loesch, the captain, was in the pilot house when the storm struck. He attempted to head the boat for the shore, and as he did so the wind caught it and capsized it. Most of those who were on deck rushed to the upper side, and were in this way saved. Capt. Loesch helped all he could to put on life preservers. He pulled up two women who were struggling out of the cabin.

“When the boat began to sink a whistle was sent up for aid, but in a few moments the boilers were under water. Word was sent to the police station and Mayor Warner ordered out at once all the policemen, the patrol wagon, and ambulance. The Folsom lay about 100 yards from shore in sixteen feet of water, and was about two-thirds under water careened over on the side. There was not an available tug in the city. The Longfellow, which was struggling near the Folsom, made a landing as soon as she could, and hurried her passengers ashore. It was the intention to get to the aid of the sinking boat, but the wheel got caught in some manner, and great difficulty was experienced in getting away.

“Meanwhile numerous small boats were put out, although the rough condition of the river rendered the mission very perilous. Rain fell in torrents, and the wind blew in fierce gusts. All of the steamer above water was covered by half-drowned passengers clinging to the upper deck, one side of which showed just above the surface.

“When the first relief boat appeared, men and women leaped from the steamer and swam to the boat. So many attempted this that they had to be driven back with oars in order to keep the little boats from being swamped. Four persons were brought off in the first boat and after this the work of rescue went on rapidly. Mayor Warner had ordered out a number of hacks, and as fast as the people were brought off the steamer they were placed in hacks and driven to places of shelter. The river is being dragged for the bodies of those that are still missing.” (The Reveille, Rolfe, IA. “Sank With The Folsom.” 7-21-1892, p. 3.)

Sources

Algona Republican, IA. “Water Graves. Steamer Wrecked by a Cyclone on Lake Peoria.” 7-20-1892, 2. Accessed at: http://newspaperarchive.com/fullpagepdfviewer?img=122675659

Bureau County Tribune, Princeton, IL. “Dozens Are Dead.” 7-15-1892, p. 6. Accessed 8-31-2020 at: https://newspaperarchive.com/princeton-bureau-county-tribune-jul-15-1892-p-6/

Daily Herald, Oskaloosa, IA. “Terrible Disaster on a Little Lake at Peoria, Ill.” 7-14-1892, p. 4. Accessed 11-1-2012 at: http://newspaperarchive.com/oskaloosa-daily-herald/1892-07-14/page-4

Goshen Daily News, IN. “All Found. Victims of the Frankie Folsom Disaster Recovered – The Death List Numbers Twelve.” 7-16-1892, 4. Accessed 11-1-2012 at: http://newspaperarchive.com/fullpagepdfviewer?img=189798251

Goshen Daily News, IN. “Horror at Peoria.” 7-13-1892, p. 4. Accessed 11-1-2012 at: http://newspaperarchive.com/goshen-daily-news/1892-07-13/page-4

Olar, Jared (Library assistant). “Steamboat disaster on the Illinois River.” From the History Room (Highlights of Pekin and Tazewell County history from the Local History Room of the Pekin Public Library), 8-22-2018. Accessed 8-31-2020 at: https://fromthehistoryroom.wordpress.com/tag/wreck-of-the-frankie-folsom/

Peoria Historical Society. Facebook post of 11-12-2013. Accessed 8-31-2020 at: https://www.facebook.com/PeoriaHistoricalSociety/photos/the-excursion-ship-frankie-folsom-sank-in-peoria-lake-when-the-boat-capsized-dur/10151791151718494/

Quincy Herald, IL. “The Aftermath at Peoria.” 7-16-1892, p. 1. Accessed 8-31-2020 at: https://newspaperarchive.com/quincy-daily-herald-jul-16-1892-p-1/

Quincy Herald, IL. “They Died Together. Rev. J.H. McMeen and his Affianced in the Wreck of the Frankie Folsom.” 7-17-1892, p. 3. Accessed 8-31-2020 at: https://newspaperarchive.com/quincy-daily-herald-jul-17-1892-p-3/

Quincy Herald, IL. “Two More Victims.” 7-15-1892, p. 1. Accessed 8-31-2020 at: https://newspaperarchive.com/quincy-daily-herald-jul-15-1892-p-1/

The Reveille, Rolfe, IA. “Sank With The Folsom.” 7-21-1892, p. 3. Accessed 8-31-2020 at: https://newspaperarchive.com/rolfe-reveille-jul-21-1892-p-3/

Travelers Record, Travelers Insurance Companies, Hartford, Conn. “Peoria’s dreadful steamboat calamity of July 12…” Vol. 28, No. 5 Aug 1892, p. 5. Accessed 8-31-2020 at: http://books.google.com/books?id=eW7nAAAAMAAJ&printsec=frontcover#v=onepage&q&f=false

Waterloo Courier, IA. “Wind and Water. Combined They Cause a Terrible Disaster at Peoria, Ills.,” 7-20-1892, 6. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=93451608

Way, Frederick Jr. (Author and Compiler), Joseph W. Rutter (contributor). Way’s Packet Directory, 1848-1994: Passenger Steamboats of the Mississippi River System Since the Advent of Photography in Mid-Continent America (Revised). Athens OH: Ohio University Press, 1999.