|
The first vessel to sail the
waters of Lake Erie was built by Robert Cavalier de la Salle, an adventurous
Frenchman, on the Niagara River, six miles
above the Falls, in the year 1677. She was named the Griffin, and was of sixty tons burthen. La
Salle navigated Lakes Erie, Huron and Michigan,
to Green Bay, in the present State of Wisconsin, where, with a picked number of men, he left
the vessel and marched overland to the Mississippi.
The remainder of the crew attempted to return to the Niagara,
and are supposed to have been lost in a storm, as neither vessel nor men were
heard from afterward. Nearly a hundred years later the French built another
sailing vessel with which they undertook to navigate the lake. This second
venture was as unsuccessful as the first, the vessel having foundered and
forty-nine of her crew having been drowned.
No record is to be found of any other sailing vessel on the lake until 1766,
when the British, who had secured possession of both shores, built and
launched four. They were of light burthen, and were chiefly used for carrying
troops and army supplies. All transportation of a commercial character, and
all of the very limited passenger business was carried on by batteaux until after the close of the Revolutionary war.
They kept close to the shore, were mainly propelled by paddles or oars, and
if a sail was used it was simply a blanket fastened to a pole, to take
advantage of favorable winds. The earliest American sailing vessel on the
lake was a small boat, owned and run by Capt. William Lee, in which he
carried passengers and light articles of freight between Buffalo
and Erie. She
was constructed to use oars in going against the wind, and had no crew, the
passengers being obliged to work for their passage.
The first sailing vessel built on the south shore
of Lake Erie was the sloop Washington, of thirty
tons, under the superintendence of Eliphalet Beebe,
at the mouth of Four Mile Creek, for the Pennsylvania Population Company,
owners of the bulk of the land in the Triangle. She was launched in
September, 1798, was employed for some twelve years in the service of the
company, and was removed on rollers across the Niagara Peninsula, to Lake
Ontario in 1810, where she was lost. The first vessel launched at Erie was built at the
mouth of Mill Creek, in 1799, Capt. Lee and Rufus S. Reed being her principal
owners. She was named the Good Intent and sunk at Point Albino in 1806, with
all on board. The Harlequin, built at Erie
in 1800, by Mr. Beebe, was also lost the first season, with her entire crew.
About 1801, the Wilkinson, of sixty-five tons, was owned at Erie. She was commanded by Capt. Daniel
Dobbins, in 1805. Another early Erie
vessel was the schooner Mary, of 100 tons, built by Thomas Wilson, 1805.
The British kept a fleet of armed vessels on the lakes from 1792 until
Perry's victory in 1813, and in 1810 had as many as seven of this class in
commission. They were called the "provincial marine service," and
were manned mostly by Canadians. To counteract their movements, the United
States Government, at various times up to 1809, had placed four vessels of
war upon the lake, the most formidable of which was the Detroit,
the one that brought Gen. Wayne to Erie
on returning from his Western expedition. She was wrecked off Presque Isle
the next fall. Of this class of vessels the only one that was in service on
Lake Erie at the outbreak of the last war with Great
Britain was the Adams,
of 150 tons, which was captured by the British in 1812. The brigs Lawrence and Niagara, and the schooner Ariel, of Perry's
fleet, were constructed at the mouth of Cascade Creek (the site of the Erie and Pittsburgh
docks), and three gunboats at the mouth of the old canal, in 1813.
In 1794, two British armed vessels lay outside the harbor of Erie
for some time, as a menace against the occupation of the lake shore region by
the Americans.
The Merchant Service
Previous to the war of 1812-14, a dozen or more vessels comprised the whole
merchant fleet of the lake, averaging about sixty tons each.1
The chief article of freight was salt from Salina, N. Y.,
which was brought to Erie, landed on the beach below the mouth of Mill Creek,
hauled in wagons to Waterford, and from there floated down French Creek and
the Allegheny River to Pittsburgh. As the trade progressed, three large
buildings were erected on the beach for storing the salt. In 1806, 6,000
barrels were registered at the Erie
custom house, and the amount increased to 18,000 barrels at a later period.
Commerce was suspended on the lake during the war, but it revived immediately
after, and has steadily grown year by year.2
The discovery of salt in the vicinity of Pittsburgh put an end to that branch of the
lake traffic about 1819.
Among the pioneer lake captains were Daniel Dobbins, William Lee, Thomas
Wilkins, Seth Barney, C. Blake, James Rough, John F. Wight, Levi Allen, John
Richards, George Miles and Charles Hayt. Capt.
Richards quit sailing and went to ship-building with considerable success.
Capt. Wilkins commenced with the Reeds in 1822, and was long one of their
most popular commanders. Rufus S. Reed owned vessels at an early day, and
continued in the business during the balance of his life. In 1809, he and
Capt. Dobbins purchased the schooner Charlotte,
of ninety tons, from a Canadian. She was long sailed by Capt. Dobbins. The Charlotte was at
Mackinaw when that place surrendered to the British in 1812, and Capt.
Dobbins, Rufus S. Reed, W. W. Reed and the crew became prisoners of war. She
was sent by the enemy to Detroit,
where Gen. Hull included her in the general surrender.
The Era of Steamboats
The first steamboat to navigate Lake Erie was the Walk-in-the-Water, of 342
tons, built on the Niagara River, between Black Rock and Tonawanda, and launched on the 28th of May,
1818. On her first trip it took from 7:30 P.M., on Monday, to 11 A.M. on
Tuesday, to reach Cleveland from Erie, and the entire voyage from Buffalo
to Detroit
required forty-one hours and ten minutes, the wind being ahead all the way
up. She carried quite a number of passengers, and having pleasant
accommodations, they enjoyed the trip mightily. As the boat neared the head
of the lake, the Indians ran down to the water's edge, and gave utterance to
their amazement by repeated signs and shouts. The Walk-in-the Water made
regular trips each season between Buffalo and Detroit, on each of which she stopped at Erie. She was stranded
in Buffalo Bay
in 1822, and her engines were removed and put into the Superior, which was her immediate
successor.
The first steamboat launched at Erie
was the William Penn, of 200 tons, in May or June, of 1826. She was the sixth
on the lake, and was built by the Erie & Chautauqua Steamboat Company,
the original managers of which were Walter Smith, E. L. Tinker and Charles
Townsend, of New York, and R. S. Reed, P. S. V. Hamot,
Josiah Kellogg, John F. Wight, Daniel Dobbins and Peter Christie, of Erie.
The association was organized in 1825 and continued until some time after
1832. The William Penn was commanded by Capt. Thomas Wilkins in 1827.
Gen. C. M. Reed's first steamboat was the Pennsylvania, Capt. John Fleeharty, master. She was launched near the foot of
Sassafras street, in July, 1832, and towed to Black Rock, where her engines
were put in. The General built the Thomas Jefferson in 1834 and the James
Madison in 1837, both at Erie, in about the same locality as the
Pennsylvania, Capt. Wilkins being placed in command of the former and Capt.
R. C. Bristol of the latter. A writer in the Erie Gazette makes this
statement: "On the 25th of May, 1837, Gen. Reed's steamboat James
Madison came into this port from Buffalo with upward of one thousand passengers
and a heavy cargo of freight. The Madison cleared $20,000 on this single
trip. She was 700 tons burthen. Those early steamboat days, before the time
of railroads and palace cars, were the most prosperous times ever known on
the lakes. Very often a steamboat would more than pay for herself in one
season."
In 1837, the ill-fated Erie was built at the foot of French street, by the
Erie Steamboat Company -- Thomas G. Colt and Smith I. Jackson being the chief
men -- and the Missouri followed, built by Gen. Reed in 1840. The Erie was
subsequently purchased by Gen. Reed, who owned the vessel until her
destruction by fire. All of these were large, elegant, rapid and popular
boats.
In 1826, three steamboats entered and cleared from Erie Harbor every week, and
from two to ten schooners. The opening of the canal between Erie and the Ohio
River, in the spring of 1845, gave an immense impetus to the lake trade at
this port. Tens of thousands of emigrants were brought fro Buffalo each year,
taking the canal route to the Ohio Valley, and the harbor of Erie was one of
the liveliest on the lake. The tide of travel by way of the lake continued
until the completion of the Lake Shore Railroad to Toledo in 1853, when the
emigrant business dropped off and the steamboats were compelled to depend
mainly upon the freight business, to and fro the upper lakes. In one of Mr.
Frank Henry's valuable series of reminiscences, printed in the Erie Gazette,
he says:
"As late as the year 1850, there were no railroads in this region of
country. The only public means of conveyance between the East and West was by
stage coaches on land, and steamboats on the lakes during the months of
navigation. There were many competing lines of steamers, strongly built and
fitted up and furnished in princely style, regardless of expense, and
commanded by the most capable and experienced men that could be found. The
arrival of one of these 'floating palaces' in port was an event of more
importance and interest than a circus would be in these days. Scores of
sight-seers would crowd the decks and cabins, closely inspecting every nook
and corner. * * These steamboats all used wood for fuel, and were propelled
by steam, the exhaust of which could be heard far over the hills on the
mainland, striking terror to the hearts of timid people who never heard such
sounds before. The highest ambition of many a country boy was to find
employment in any capacity on one of these boats. Many of these lake captains
were very popular with the traveling public, and were better known, either
personally or by reputation, than many a United States Senator of the present
day. The boats of these favorite were generally crowded to their utmost
capacity."
Propellers and Ships
The first propeller on Lake Erie was the Vandalia, of 150 tons, built at
Oswego and brought through the Welland Canal in
1842. Two others appeared the same season. The propellers have entirely taken
the places of the old style steamboats, being found more safe, economical and
reliable.
The first full-rigged ship on the lake was the Julia Palmer, of 300 tons,
launched at Buffalo in 1836. The ship Milwaukee was built in the same year at
Grand Island, in the Niagara River.
The Old Times and the New
In an address delivered by Mr. Martin, of Buffalo, at Niagara Falls on the
11th of August, 1881, he made these striking statements:
"In 1855, the average wheat-carrying capacity of a sail vessel was from
16,000 to 18,000 bushels; in 1865, 25,000 to 30,000 bushels; in 1875, 40,000
to 50,000 bushels; and now 50,000 to 70,000 bushels. The largest sail vessel
now on the lakes carries 2,300 tons of freight; in 1855, the average wheat
carrying capacity of a propeller was 18,000 bushels, in 1865, 25,000 to
30,000 bushels; in 1875, 40,000 to 50,000 bushels, and now, from 70,000 to
80,000 bushels.
"Iron ship building was commenced in 1862. * * The propeller and consort
system was first established in 1870, and has become a great factor in
solving the question of cheap transportation."
In connection with the above, the following from the Erie Gazette of May 22,
1881, will be of interest:
"The five-masted schooner David Dows, Capt. Skeldon, Master, was in port, taking in a cargo of coal,
during the week. She is the largest sailing vessel ever built on the lakes.
She is 287 feet over all in length. The Dows carries 7,484 yards of canvas.
Her tallest spar is 170 feet high from the deck. Her largest anchor weighs
4,320 pounds. One chain is one and a half inch links and 450 feet in length.
The Dows was built in Toledo, and this is her first trip. She will carry
3,000 tons or 180 car loads. She can carry three kinds of grain at once. The
Dows can carry 130,000 bushels of wheat."
Valuable Statistics
The following statistics of the vessels on Lake Erie at various periods show
the progress that was made in sixty years:
In 1810, eight or nine sailing
vessels, averaging 60 tons.
In 1820, one small steamboat and thirty sailing vessels, averaging 50 tons.
In 1831, eleven steamboats aggregating 2,200 tons, and one hundred sailing
vessels, averaging 70 tons.
In 1845, forty-five steamboats, aggregating 30,000 tons, and two hundred and
seventeen other vessels aggregating 20,000 tons.
In 1847, sixty-seven steamers, twenty-six propellers, three barks, sixty-four
brigs and three hundred and forty schooners.
In 1860 (including Lake Ontario), one hundred and thirty-eight steamers, one
hundred and ninety-seven propellers, fifty-eight barks, ninety brigs and nine
hundred and seventy-four sloops and schooners. Total tonnage, 536,000;
valuation, $30,000,000.
The Government statistics of
1870 showed that the marine commerce of the lakes in 1869 exceeded the whole
American coasting trade on the Atlantic and Pacific oceans.
Government Vessels
The United States Steamer Michigan, the only vessel of war now on the chain
of lakes, was launched at Erie on the 9th of November, 1843, and accepted and
commissioned by the Government on the 15th of August, 1844. She is of 538
tons burthen, is wholly built of iron excepting the spar deck, and is pierced
for twelve guns, but only carries eight. The Michigan is a side-wheeler, with
a length over all of 167 feet, an extreme beam of 47 feet, a depth of hold of
14 feet, a registered tonnage of 450 tons and a displacement of 685 tons. She
was built at Pittsburgh, transported in pieces to Cleveland, brought from
that City to Erie in a steamer, and put together at this harbor, being the
first iron hull ever set afloat on the lakes. The crew of the Michigan
averages ninety-eight persons, including eleven officers. Her tonnage, armament
and crew are regulated by treaty with Great Britain, which is also authorized
to place a vessel of the same character on the lakes. Erie has always been
the headquarters for the Michigan. The successive commanders of the vessel
have been as follows: William Inman, Stephen Champlin,
Oscar Bullus, _____ Biglow,
_____ McBlair, _____ Nicholas, Joseph Lanman, John C. Carter, Francis A. Roe, A. Breyson, James E. Jouett, _____
Brown, _____ Gillis, _____ Wright, _____ cushman,
G. W. Hayward and Albert Kautz. Several of these
officers have risen to the rank of Commodore, and one of them, Joseph Lanman, to that of Rear Admiral.
Erie has been the station for the United States Revenue Cutters ever since
that branch of the Government service was established on Lake Erie. The first
cutter was the Benjamin Rush, of thirty tons, built at this port by Capt.
John Richards, about 1827, and first commanded by Capt. Gilbert Knapp, who
was succeeded by Capt. Daniel Dobbins. The second was the Erie, of sixty-two
tons, launched at Reed's dock, in March, 1833, and placed in charge of Capt.
Dobbins, with the present Capt. Ottinger as his
Second Lieutenant. The latter made his first cruise uponthe
lake in the Benjamin Rush, with Capt. Dobbins as his chief officer, in 1832.
The Erie was succeeded in 1846 by the iron steamer Dallas, of which Michael
Conner was Captain, and Douglas Ottinger First
Lieutenant. This vessel was removed to the Atlantic coast, by way of the
Canadian canals and the St. Lawrence River, in 1848. The Jeremiah S. Black
was one of six steam cutters built by the Government, being one for each
lake, in 1857, and was placed under the command of Capt. Ottinger,
who had been promoted. At the outbreak of the civil war, these vessels were
moved to the Atlantic coast under the direction of Capt. Ottinger,
by way of the St. Lawrence River. In 1864, Capt. Ottinger
superintended the construction of the steam cutter Perry, which is still in
service and of which he was the commander, with the exceptionof
two years, until 1881, when he was placed on the retired list. This vessel,
which was built on the Niagara River, on her trial trip, for more than two
hours moved at a speed of upward of nineteen miles an hour, and has made
headway, in a winter gale, on the open lake against wind blowing fifty-five
miles per hour. The Perry carries two rifled Parrot twenty-pounders, and two brass howitzers, twenty-pounders, and is manned by one Captain, three
Lieutenants, three Engineers and thirty shipped men. She is 170 feet long, 24
wide, 10 1/2 deep, and draws 7 1/2 feet. Her capacity is 404 tons, old
measurement. The revenue service is a branch of the United States Treasury
Department, and has no connection with the navy. The duty of the cutters is
to enforce the laws for the collection of the revenue, and to afford relief
to vessels in distress during the storms of autumn. They have rendered
valuable service in this way, saving many lives and a vast amount of
property.
Disasters on the Bay and Lake
Some of the most appalling marine disasters on record have taken place on
Lake Erie, causing sorrow to hundred of homes and involving the loss or ruin
of many brave and enterprising citizens. The early disasters have already
been recited, and it is unnecessary to repeat them. The following are some of
the most terrible incidents that have happened in later years on the bay and
lake:
The schooner Franklin, owned by P. S. V. Hamot,
loaded at Buffalo for an upper port, left Erie on the 16th of October, 1820,
and was never seen afterward. Capt. Hayt and three
men, all residents of Erie or vicinity, were lost.
In April, 1823, four men -- Hutchinson, Zuck, Fox
and Granger -- started to cross the bay in a boat. The water was rough, the
boat capsized, and all but Granger were drowned.
The steamboat Washington burned off Silver Creek in 1838, and sixty persons
lost their lives.
Eleven men left the wharf at Erie in a small boat on the 14th of May, 1834,
to go to the steamboat New York, lying at the outer pier. A blinding snow
storm prevailed and the boat was upset. Nine of the party were drowned, among
them Thomas McConkey, Deputy Collector of the port.
One of the most dreadful calamities in the history of lake navigation
occurred on the 9th of August, 1841, and is still remembered with horror by
our older citizens. The steamboat Erie, of Erie, owned by Gen. Reed,
commanded by Capt. Titus, and bearing a large party of emigrants, was coming
up the lake from Buffalo, and when off Silver Creek was discovered to be
ablaze. The fire is supposed to have been caused by the bursting of some
demijohns of turpentine on board, which ignited by coming in contact with the
coals of the furnace. The Erie having been newly painted and the wind being
high, the flames spread with amazing velocity, and in an inconceivably brief
period of time the boat was burned to the water's edge. Two hundred and
forty-nine persons were lost, of whom twenty-six were residents of Erie.
Between 120 and 130 bodies rose to the surface and were recovered. An act of
heroism occurred in connection with the disaster which deserves to be handed
down to the farthest generation. The wheelman, Augustus Fuller, of Harbor
Creek, on the discovery of the fire, immediately headed the boat for the
shore, and stood at his post till surrounded by flames, when he fell dead
from suffocation. The Erie was valued at $75,000. Her cargo was worth about
$20,000, and the emigrants, it is calculated, had with them $180,000 in gold
and silver.
Another calamity of an equally horrible nature took place in 1850. The
steamboat G. P. Griffith burned near Chagrin, Ohio, and 250 souls were lost.
The propeller Henry Clay foundered in 1851, and nothing was ever heard of any
one on board. Nineteen lives were lost by the foundering of the propeller
Oneida in 1852.
In the summer of 1852 the steamboat Atlantic collided with another vessel,
and sunk of Long Point, opposite Erie. One hundred and fifty lives were lost.
The propeller Charter Oak foundered in 1855. Eleven persons were missing.
Fifty six persons met with an untimely end in 1856 by the burning of the
Northern Indiana.
The sloop Washington Irving, of Erie, Capt. Vannatta,
left this port for Buffalo on the 7th of July, 1860, and was never heard from
again. She is supposed to have foundered. All on board -- seven persons -- were
drowned.
The steamer Morning Star was sunk by a collision with the bark Cortland in
1868, and thirty-two persons were lost.
The loss of life on all of the lakes in 1860 was 578, and of property over
$1,000,000.
Coming down to the season of 1882, the notable disasters were the foundering
of the Canadian steamer Asia, in Georgian Bay, on the 10th of September; the
wreck of the schooner Henry Folger, on Salmon
Point, on the night of December 3; the burning of the steamer Manitoulin, in Georgian Bay, on May 18; and the burning
of the steam barge Peters, on Lake Michigan, in December. The loss of life
was as follows: In connection with the Peters, 13; the Manitoulin,
between 30 and 40; the Asia, upward of 100, and the Folger,
9.
One of the severest gales ever known occurred in November, 1883, lasting from
the 11th for several days, and extending over the whole chain of lakes.
Nothing like it had been seen for many years. From fifty to sixty vessels
were lost, and the damage was scarcely less than a million dollars.
Distances by Lake
The following are the distances by water in miles from the harbor of Erie:
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Alpena,
Lake Huron
|
578.0
|
|
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Bay
City, Lake Huron
|
407.5
|
|
|
Bayfield,
Lake Superior
|
376.0
|
|
|
Buffalo,
Lake Erie
|
79.0
|
|
|
Chicago,
Lake Michigan
|
827.0
|
|
|
Cleveland,
Lake Erie
|
100.0
|
|
|
Coburg, via Welland Canal
|
172.0
|
|
|
Copper
Harbor, Lake Superior
|
727.0
|
|
|
Detroit,
Detroit River
|
188.0
|
|
|
Duluth,
Lake Superior
|
933.0
|
|
|
East
Saginaw, Lake Huron
|
421.0
|
|
|
Hamilton,
Lake Ontario
|
130.0
|
|
|
Marquette,
Lake Superior
|
634.0
|
|
|
Milwaukee,
Lake Michigan
|
762.0
|
|
|
Port Sarnia, Lake Huron
|
253.5
|
|
|
Sandusky,
Lake Erie
|
150.0
|
|
|
Sault
St. Marie, Lake Superior
|
534.5
|
|
|
Superior
City, Lake Superior
|
933.0
|
|
|
Toledo,
Lake Erie
|
197.0
|
|
|
Toronto,
via Welland Canal
|
126.0
|
Opening of Navigation
The season of 1834 was unusually backward. Navigation opened the 24th of March,
but was much retarded by ice and storms. On the 14th of May, snow fell along
the south shore of the lake to the depth of six inches.
The lake was open and navigation was in full operation between Erie and
Detroit in April, 1835, but Buffalo Creek was closed till the 8th of May.
The Revenue Cutter Erie sailed from the port of Erie to Buffalo about the
last of December, 1837, without interruption. In February, 1838, the steamer
Dewitt Clinton came into Erie from Buffalo and went from Erie to Detroit without
obstruction.
In the winter of 1844-45, the steamer United States made a trip every month
between Buffalo and Detroit.
On the 13th of December, 1852, a steamboat passed up the lake and another on
the 10th of January, 1853. Generally speaking, the port of Erie is open about
two weeks before that of Buffalo, as is shown by the following table:
|
OPENING OF THE HARBORS OF ERIE
AND BUFFALO
|
|
|
ERIE
|
|
BUFFALO
|
|
|
|
ERIE
|
|
BUFFALO
|
|
Year
|
Month
|
Day
|
|
Month
|
Day
|
|
Year
|
|
Month
|
Day
|
|
Month
|
Day
|
|
1826.........
|
April
|
2d
|
|
May
|
2d
|
|
1855.........
|
|
May
|
10th
|
|
April
|
21st
|
|
1827.........
|
April
|
24th
|
|
May
|
11
|
|
1856.........
|
|
May
|
6th
|
|
May
|
2d
|
|
1828.........
|
March
|
5th
|
|
April
|
1st
|
|
1857.........
|
|
April
|
27th
|
|
April
|
27th
|
|
1829.........
|
January
|
29th
|
|
May
|
21st
|
|
1858.........
|
|
April
|
3d
|
|
April
|
15th
|
|
1830.........
|
April
|
18th
|
|
April
|
6th
|
|
1859.........
|
|
April
|
8th
|
|
April
|
7th
|
|
1831.........
|
April
|
14th
|
|
May
|
8th
|
|
1860.........
|
|
April
|
21st
|
|
April
|
17th
|
|
1832.........
|
April
|
21st
|
|
April
|
27th
|
|
1861.........
|
|
April
|
15th
|
|
April
|
13th
|
|
1833.........
|
April
|
12th
|
|
April
|
28th
|
|
1862.........
|
|
March
|
31st
|
|
April
|
6th
|
|
1834.........
|
March
|
24th
|
|
April
|
8th
|
|
1863.........
|
|
February
|
27th
|
|
April
|
7th
|
|
1835.........
|
April
|
11th
|
|
May
|
8th
|
|
1864.........
|
|
April
|
1st
|
|
April
|
14th
|
|
1836.........
|
April
|
25th
|
|
April
|
27th
|
|
1865.........
|
|
April
|
10th
|
|
April
|
27th
|
|
1837.........
|
April
|
17th
|
|
May
|
16th
|
|
1866.........
|
|
April
|
14th
|
|
April
|
22d
|
|
1838.........
|
March
|
29th
|
|
March
|
31st
|
|
1867.........
|
|
April
|
5th
|
|
April
|
19th
|
|
1839.........
|
April
|
9th
|
|
April
|
11th
|
|
1868.........
|
|
April
|
9th
|
|
April
|
11th
|
|
1840.........
|
March
|
27th
|
|
April
|
27th
|
|
1869.........
|
|
April
|
3d
|
|
May
|
1st
|
|
1841.........
|
April
|
10th
|
|
April
|
14th
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1870.........
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April
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15th
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April
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16th
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1842.........
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12th
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March
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7th
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1871.........
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March
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25th
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April
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1st
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1843.........
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11th
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May
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6th
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1872.........
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12th
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May
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6th
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1844.........
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April
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1st
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March
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14th
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1873.........
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17th
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April
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28th
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1845.........
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29th
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April
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3d
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1874.........
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28th
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April
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18th
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1846.........
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23d
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April
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11th
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1875.........
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April
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15th
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May
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12th
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1847.........
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7th
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April
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23d
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1876.........
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7th
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May
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5th
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1848.........
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March
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20th
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April
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9th
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1877.........
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April
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23d
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April
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17th
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1849.........
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March
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25th
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April
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11th
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1878.........
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March
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16th
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March
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16th
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1850.........
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March
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11th
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March
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29th
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1879.........
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April
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26th
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April
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25th
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1851.........
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April
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1st
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April
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2d
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1880.........
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March
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16th
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March
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17th
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1852.........
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April
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1st
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April
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20th
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1881.........
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April
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27th
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May
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3d
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1853.........
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May
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9th
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April
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14th
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1882.........
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March
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6th
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March
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10th
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1854.........
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April
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8th
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April
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29th
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1883.........
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April
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13th
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Navigation on Lake Erie usually
closes about the 1st of December, but is sometimes extended to the middle of
the month. Ice, as a rule, forms first in the shoal water of the western part
of the lake. Vessel insurance begins generally on the 1st of May and always
closes on the 30th of November.
Collectors at Erie
The collection district of Presque Isle embraces the whole coast line of
Pennsylvania on Lake Erie. Below is a list of the collectors, with the dates
of their commissions:
Thomas Forster, March 26, 1799; Edwin J. Kelso, July 1, 1836; Charles W.
Kelso, July 10, 1841; Murray Whallon, June 19,
1845; William M. Gallagher, April 29, 1849; James Lytle, April 22, 1853; John
Brawley, October 15, 1857; Murray Whallon, March
11, 1859; Charles M.Tibbals, November 1, 1859;
Thomas Wilkins, June 22, 1861; Richard F. Gaggin,
May 7, 1869; James R. Willard, February 19, 1874; Hiram L. Brown, March 22,
1878; Matthew R. Barr, December 1, 1880; H. C. Stafford, July 17, 1883.
Deputy Collectors
Under Col. Forster, Thomas McConkey, James Maurice;
under F. J. Kelso, Murray Whallon; under C. W.
Kelso, A. C. Hilton; under M. Whallon, first term,
A. P. Durlin; under W. M. Gallagher, William S.
Brown; under Messrs. Lytle, Brawley, Whallon
(second term) and Tibbals, W. W. Loomis; under
Thomas Wilkins, R. F. Gaggin; under R. F. Gaggin, Thomas Wilkins; under J. R. Willard, William F. Luetje; under Messrs. Brown and Barr, R. F. Gaggin; under Mr. Barr, from March, 1883, Andrew H. Caughey; under Mr. Stafford, E. H. Wilcox and Alfred
King.
The Collectors are appointed by the President for a term of four years,
unless sooner removed. Messrs. Forster, Edwin J. Kelso, Whallon,
Lytle, Brawley and Tibbals were appointed as
Democrats; the others as Whigs or Republicans. The emoluments of the office
are as follows: Collector, $1,000 salary, and fees not to exceed $1,500
(averaging $1,800 in all); Deputy Collector, $1,600; Inspectors, $3 a day
during the season of navigation.
Collector Forster's salary for the year 1817 was as follows: Regular pay,
$250; fees, $267.95; emoluments, $8.01.
Vessels Owned in Erie
The following lists of vessels owned in Erie at the opening of navigation in
1860 and 1880 are given for the purpose of comparison:
1860
Brigs-- Paragon, 212 tons, Andrew Scott and William Christian.
Barques-- American Republic, 459 tons,
Charles M. Reed.
Schooners-- W. M. Arbuckle, 170 tons, C. M. Tibbals and John M. Gray; West Chester, 208 tons, E. L. Nason; Armada, 235 tons, John Dunlap and G. J. Morton; W.
A. Adair, 82 tons, E. Longley; Post Boy, 95 tons, Andrew Scott and Mary Day;
Huntress, 351 tons, W. A. Brown & Co.; E. C. Williams, 157 tons, J. Hearn
and W. L. Scott; Pacific, 186 tons, George J. Morton; Washington Irving, 111
tons, A. Scott and James Marshall; St. James, 286 tons, Charles M. Reed;
Columbia, 166 tons, J. Hearn and W. L. Scott; St. Paul, 304 tons, Charles M.
Reed; Mary Morton, 246 tons, George J. Morton; Arrow, 281 tons, J. Hearn and
W. L. Scott; N. G., 61 tons, A. R. Reynolds & Brother; Mary M. Scott, 361
tons, J. Hearn and W. L. Scott; Susquehanna, 271 tons, Charles M. Reed;
Milton Courtright, 389 tons, J. Hearn and W. L.
Scott; L. D. Coman, 178 tons, J. Hearn and W. L. Scott;
Citizen, 150 tons, Charles M. Reed; St. Andrew, 444 tons, Charles M. Reed;
Illinois, 110 tons, E. L. Nason and T. W. Roberts;
Storm Spirit, 214 tons, A. Scott and J. H. Rankin; Geneva, 197 tons, J. Hearn
and W. L. Scott. Total, 5,924 tons; valuation about $300,000
1880
Propellers-- Alaska, 1,288 tons, Anchor Line; Annie Young, 1,007 tons
Anchor Line; Arizona, 924 tons, Anchor Line; China, 1,239 tons, Anchor Line; Conemaugh, 1,610 tons, Anchor Line; Conestoga, 1,726
tons, Anchor Line; Delaware, 1,732 tons, Anchor Line; Gordon Campbell, 996
tons, Anchor Line; India, 1,239 tons, Anchor Line; Japan, 1,239 tons, Anchor
Line; Juniata, 1,709 tons, Anchor Line; Lehigh, 1,705 tons, Anchor Line; Lycoming, 1,610 tons, Anchor Line; Philadelphia, 1,464
tons, Anchor Line; R. Prindaville, 246 tons, Anchor
Line; Winslow, 1,049 tons, Anchor Line; Wissahickon,
1,620 tons, Anchor Line; City of New York, 417 tons, A. E. Shepard.
The China, India, Japan and Winslow are elegant passenger boats.
Tug Propeller-- Erie, 58 tons, Anchor Line.
Tugs-- Hercules, 8 tons, R. O'Brien; Thomas Thompson, 19 tons, J.
& T. Mahoney.
Steamer-- Mary Jarecki, 646 tons, A. E.
Shepard.
Sloop-- Rambler, 11 tons, A. Steinmetz.
Schooners-- Allegheny, 664 tons, Anchor Line; Annie Sherwood, 622
tons, Anchor Line; Charles H. Weeks, 325 tons, Anchor Line; Keepsake, 287
tons, Anchor Line; Schuylkill, 472 tons, Anchor Line; Thomas A. Schott, 741
tons, Anchor Line; Charles H. Burton, 515 tons, Thomas White; John Sherman,
322 tons, James McBrier; Frank W. Gifford, 452
tons, J. C. Van Scoter and Levi Davis; J. S. Richards, 311 tons, J. C. Van
Scoter and George Berriman; Harvest Queen, 299
tons, Margaret Christie; Julia Willard, 214 tons, H. W. Spooner and Samuel
Rea, Jr.; Wanderer, 11 tons, E. D. Ziegler; James F. Joy, 583 tons, R.
O'Brien and M. Christie.
Steam Pleasure Yachts-- Emma V. Sutton, 23 tons, J. D. Paasch; J. H. Welsh, 14 tons, John and William Stanton;
Mystic, 75 tons, W. L. Scott; S. H. Hunter, 27 tons, James Hunter.
Total -- Propellers, 18; tug propellers, 1; tugs, 2; steamer, 1; sloop, 1;
schooners, 14; steam yachts, 4; in all 41; enrolled tonnage, 28,690; cash
valuation, $1,675,000.
Business of the Port
The entrances at the port of Erie during 1860 were 655, and the clearances
678, with a total tonnage of about 300,000. The following persons and firms
were in the lake business in that year: Coal and shipping, Walker & Gilson, John Hearn & Co., Charles M. Reed, Josiah
Kellogg, Starr & Payne, George J. Morton, Scott & Rankin; coal and
iron, Curtis & Boyce; grocery and ship chandlery, Andrew Hofsies. Besides these there were about half a dozen
saloons in operation on the docks, and a grocery at the mouth of the canal.
During the season of 1880, the entrances were 1,025, and the clearances 999,
with a total tonnage of 1,565,183. The revenue collected for three years was,
from July 1, 1878, to June 30, 1879, $9,163; from July 1, 1879, to June 30,
1880, $4,910; from July 1, 1880, to December 31, 1880, $19,448. The largely
increased receipts of the last year were owing to heavy importations of
barley from Canada. With the exception of the lumber business, the whole
trade of the port is now done by the Anchor Line and William L. Scott * Co.
The former do all the grain and miscellaneous business, and the latter firm
control the entire coal and iron ore trade.
Light-Houses and Their Keepers
The first light-house upon the chain of lakes was erected at Erie in 1818, on
the bluff overlooking the entrance to the harbor, a tract of land for the
purpose having been ceded to the United States Government by Gen. John Kelso.
A new structure was built of Milwaukee brick in 1858, but proved to be
defective, and it was replaced by a third building of stone in 1866, at a
cost of $20,000. For some unexplained reason, and against the protests of all
the lake men at Erie, the officer in charge of light houses upon the lakes
concluded to abandon it; the buildings and grounds were sold at public
auction on the 1st of March, 1881, and the light-house was demolished.
About the year 1830, the Government added a beacon light on the north pier at
the entrance to the harbor of Erie. It consisted of a tall wooden tower,
resting upon a heavy bed of masonry. This structure was carried away by a
sailing vessel in the summer or fall of 1857, and was replaced by the present
wrought iron tower in the summer of 1858. The light-house was modeled and
forged into form in France, reaching Erie with nothing to be done except to
bolt the pieces into their proper positions. A neat frame dwelling for the
keeper, the same that still exists, was erected while the tower was being put
together, John Constable and Ed. Bell being the contractors. Five different
lights are maintained at this station, all fixed, white, sixth order lenses,
and used as ranges. In addition to these and for the further protection of
navigators, there is a 1,200-pound Meneely fog
bell, which is operated by clock work, and tolls three times every minute in
snowy and foggy weather.
A third light-house station was established on the north shore of the
peninsula, and a handsome brick tower erected for the purpose, from which the
first light was exhibited on the night of July 12, 1873. It is known as the
Flash Light, and cost the Government $15,000. The keeper's family are
provided with a snug residence, but the isolated situation renders their life
anything but a cheerful one.
No regular journal seems to have been kept by any of the keepers until 1872,
when Mr. Frank Henry commenced a daily record, which, it is to be hoped, will
always be continued as a part of the duties of the position. By the kindness
of various gentlemen, we have been able to make up the following partial list
of keepers.
Land Light
1818-1833 -- Capt. John Bone, of Erie.
1833 -- Robert Kincaide, of Erie.
1841 -- Griffith Hinton, of Harbor Creek.
1845 -- Eli Webster, of McKean.
1849 -- James W. Miles, of West Mill Creek. He died in the summer of 1853,
and the duties were performed by his wife, Isabel Miles, till the ensuing
spring.
April 1, 1854 -- John Graham, of Erie.
April 1, 1858 -- Gen. James Fleming, of Erie.
October 27, 1858 -- A. C. Landon, of Erie.
July 15, 1861 -- John Goalding, of Erie.
April 1, 1864 -- George Desmond, of Erie.
August 1, 1871 -- A. J. Fargo, of Fairview.
Mr. Fargo retained the position, with his wife as assistant, until the
lighthouse was abandoned. The pay was $560 per year to the principal and $400
to the assistant.
Beacon Light
William T. Downs, Erie, years unknown.
Benjamin Fleming, Erie, years unknown.
John Hess, Erie, years unknown.
Leonard Vaughn, Summit, years unknown.
George W. Bone, Erie, appointed July 19, 1861.
Richard P. Burke, March 1, 1863.
Frank Henry, Harbor Creek, May 1, 1869.
In June, 1873, upon the addition of another light, James Johnson, of Erie,
was appointed assistant keeper. He was succeeded in September of the same
year by C. E. McDannell, of East Mill Creek, who
still holds the position. The pay is $520 per year to the keeper and $400 to
the assistant.
Flash Light
July 12, 1873 -- Charles T. Waldo, of Fairview.
Spring of 1880 -- George E. Irvin; A. J. Harrison.
Fall of 1880 -- O. J. McAllister, of Wattsburg.
Fall of 1880 -- George F. Town, of North East.
Spring of 1883 -- Clark Cole, of Erie.
Messrs. Waldo, McAllister and Town all resigned, finding the lonely life
incident to the position more than they could stand. The pay of the keeper is
$520 per year.
1The Buffalo
Express of October 10, 1811, contained the following: "The schooner Salina, Daniel Dobbins,
master, arrived at this port on the 31st ult.,
having on board a cargo of fur, estimated at $150,000."
2Col. Foster, collector of Presque Isle, writing under
date of July 28, 1815, said: "Lake Erie
is crowded with small craft, generally of five to twenty tons."
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