This article contains never before seen photos of the Zenith City taken at Sault Ste. Marie, Michigan. They are part of the Mikel B. Classen Collection of Historical Pictures.
The S.S. Zenith City slowly makes its way into the Soo Locks.
The Zenith City was a classic freighter ship of its day. It sailed throughout the Great Lakes for many years, and was the longest ship of its day at 387 ft. Launched in 1895 in Chicago, the Zenith City traveled throughout the Great Lakes hauling iron ore back and forth.
The ship sailed without mishap until July 26, 1910, when it ran aground at Au Sable Point in Lake Superior. There was a thick fog and it hit Au Sable’s sandstone reef about a mile offshore. Fortunately, there wasn’t much damage and she was pulled off the reef and was able to resume well enough to get the ship somewhere it could be repaired. Several bottom plates had to be replaced, but it was soon back on the water on its way.
The bow of the Zenith City at Sault Ste. Marie in 1910.
Six years later, the Zenith City sank. It was a storm near Hammond Bay in Lake Huron. There is very little information about the wreck other than it sank and was then recovered. The Zenith City sailed again.
It continued hauling ore until World War II. The Zenith City was sold to the U.S. War Shipping Administration along with six other ships in 1943. The Zenith City then spent its time taking supplies to the war effort in Europe. One year later the ship was laid up. It would remain there. It was sold for scrap in 1946. The Zenith City was no more. The only memories remain in pictures.
A closer look at the bridge on the Zenith City going through the Soo Locks.
Want to know more about Piracy on the Great Lakes? This is a podcast I participated in recently for the Mathieu Project with Mathieu Itoney where we spend time digging into the background of Great Lakes Pirates. From the era of the fur trade through prohibition, pirates roamed the Great Lakes. They took advantage of anything they could find and were rarely caught. There were fur trade pirates, timber pirates, Mormon pirates, civil war pirates, brawling pirates, and prohibition pirates. These are True Tales of Freshwater Pirates! Check out the conversation.
The other Water Street drawing that shows the identical layout as the other picture.
When I collect early historical drawings, I always wonder how accurate of a depiction they are. Artistic license and all of that. I came across these two engravings that were unrelated to each other except that the subject matter is the same, Water Street in Sault Ste. Marie around 1850, before the locks were built. Even the flagpole that is prominent in one can be seen in the other towards the back with no flag. It is not often one gets the opportunity to compare images this old side by side.
If you compare both pictures, it can be seen that the buildings and their positions are identical. This assures me that this is an accurate representation of 1850s Sault. Looking closely, it can be seen that some of the buildings are identified including the Chippewa House and the Ste. Marie Hotel. The look and feel for life in the early Sault can be plainly seen through the figures in both pictures. These pictures are probably 1-2 years apart with slightly different perspectives. The rails running down the middle of the street were used for moving cargo from one ship to another, above to below the St. Mary’s Rapids and vice versa. The rapids blocked access to Lake Superior from the lower Great Lakes.
The Details are in the Drawing
Drawings like these were the photographs of the day and offer many of our only insights into what life and the world looked like before cameras. Widespread camera usage didn’t come into being until late 1850s. Often used for publications the drawings accuracy was important to help inform the public of distant places. Much of it spurred tourism to “See the world” during the Victorian era.
Not only are they accurate, but many are finely detailed revealing tidbits like building names and images of life before film. These early artists took pride on precision in their depictions painstakingly recreating every minute detail. In most cases, these early engravings are as credible as photographs. Their historical value is priceless.
Piracy on the Great Lakes: True Tales of Freshwater Pirates
For over forty years, writer and photographer Mikel Classen has immersed himself in the rich history and culture of Northern Michigan’s Upper Peninsula (UP). His latest work, Piracy on the Great Lakes: True Tales of Freshwater Pirates, uncovers the fascinating and lesser-known stories of pirates who sailed the vast freshwater seas of the Great Lakes. In this article, we dive into the unique maritime history of the region, explore some notorious pirates, and uncover how piracy shaped this rugged frontier.
You can listen to the interview by clicking on the triangle below
The Unique History and Culture of the Great Lakes Region
Because of the nature of the Great Lakes, a culture was created through the mix of Native Americans, French trappers, miners, loggers, and maritime sailors that can be found nowhere else. Like many places, the Michigan frontier was rough and lawless. It was a perfect mix for piracy to flourish.
Living in the UP, one quickly realizes how deeply rooted this history is, but few realize that piracy was also part of this story. It is a mysterious part of our past, shrouded in secrecy as a pirate’s deeds were those that could get a man hung. Renegade sailors and captains preying on ships and settlements across the lakes were not uncommon.
Freshwater Pirates: Who Were They?
Contrary to the romanticized image of Caribbean pirates in flamboyant costumes, Great Lakes pirates were practical and ruthless, wearing wool and flannel. They were often ordinary men who turned to crime—stealing cargo, raiding ships, and resorting to violence to maintain silence. No witnesses are the best witnesses.
The USS Michigan in its early days of patrolling the Great Lakes.
The USS Michigan was the only law enforcement vessel patrolling the entire Great Lakes region, pirates had plenty of opportunities to strike when it was out of sight. With thousands of miles of waterway to patrol, The USS Michigan had a bigger job than it could handle. Pirates exploited this gap by stealing goods from docks or ships and quickly reselling them at different ports, making piracy a lucrative and low-risk venture during the 19th century.
Notable Pirates and Piracy Stories of the Great Lakes
Dan Seavey: The Escanaba Pirate
Dan Seavey, the Lake Michigan pirate relaxes and poses for a picture after his trial in Chicago.
“Roaring” Dan Seavey stands out as one of the most notorious pirates in Great Lakes history. Originally from Maine, he migrated westward and found the Great Lakes region a perfect place for his illicit activities due to its rugged, lawless frontier. Seavey led a fleet of schooners, raiding ships and shore settlements. He poached and smuggled venison along with women for brothels.
James Jesse Strang and the Beaver Island Pirates
James Jesse Strang was a unique figure—a Mormon leader who declared himself king of his followers on Beaver Island. Strang and his band of pirates, often polygamous and enforcing strict religious laws, raided settlements across northern Lake Michigan, claiming the islands as their own territory. Their tactics included stealing livestock, ships, and supplies, often intimidating locals with public punishments for dissenters.
Strang’s reign ended violently when he was assassinated by his own followers, after which non-Mormon residents banded together to expel the Mormons from the island in what became known as one of the darkest episodes in Michigan history.
The Apostle Islands Pirates
Another intriguing tale comes from the Apostle Islands near Bayfield, Wisconsin. A group of pirates named themselves after the apostles—Mark, Luke, and John—with a leader called “Chief.” They operated during the fur trade era, raiding French shipments and even robbing payrolls. It is told that the Apostle Islands received their name from the Apostle pirates. Piracy during the fur trade years was rampant with wars between the fur trade companies resulted in massacres.
Bully Hayes: From the Great Lakes to the South Seas
The cover for one of the “Bully” Hayes novels about the pirate that began in the Great Lakes.
Bully Hayes began his pirate career on Lake Erie but eventually sailed to the South Seas, where he became a legendary figure featured in dime novels and pulp fiction. While his exploits in the Great Lakes were typical raiding and theft, his South Seas adventures elevated his notoriety far beyond the freshwater seas.
Wreckers, Timber Pirates, and Prohibition-Era Smugglers
Piracy on the Great Lakes wasn’t limited to raiding ships. “Wreckers” deliberately caused shipwrecks by manipulating lighthouse signals or using fake lights to lure vessels onto rocks, then looted the wreckage. Both James Strang’s followers and Dan Seavey employed these tactics, especially in treacherous areas like the Beaver Islands.
Timber piracy was another major problem in the 1800s, with pirates stealing logs and lumber from federal lands. Interestingly, many settlers supported these pirates because they wanted the forests cleared to make way for farming. This led to the “Timber Rebellion” of 1853, where pirates even rammed the USS Michigan in defiance of federal law enforcement.
During Prohibition, piracy took on a new form with bootleggers smuggling vast quantities of alcohol across the Detroit River. One infamous figure known as the “Gray Ghost” wore gray clothing and a mask, running booze between Detroit and Windsor. The sheer volume of alcohol moved—valued at over $200 million in one year along just one stretch of water—made this era a golden age for Great Lakes piracy.
The Legacy and Mysteries of Great Lakes Piracy
A wanted poster for the Great Lakes Pirates
Most Great Lakes pirates were motivated by profit rather than treasure, stealing commodities rather than gold or jewels. However, legends of lost treasures persist, such as the rumored Civil War gold lost near Poverty Island in Lake Michigan and possible hidden riches left behind when the Mormons were expelled from Beaver Island.
These tales, along with the rugged and often brutal reality of piracy on the freshwater seas, paint a vivid picture of a frontier region where lawlessness and survival intertwined. The stories of these freshwater pirates remind us that piracy was not just a Caribbean phenomenon but a part of the American heartland’s history as well.
Continuing the Exploration of Upper Peninsula History
Mikel Classen continues to explore the rich and sometimes dark history of Michigan’s Upper Peninsula through his writing. His upcoming works promise to uncover more wild and surprising stories from this rugged and fascinating region. Keep following for more.
Listen to the full podcast interview of Mikel B. Classen on Emma Palova’s show “For the Love of Books” by clicking on the play button the bar below
Join us as we dive into the fascinating world of piracy on the Great Lakes, a topic often overshadowed by the more notorious Caribbean pirates. In this blog, we explore the stories of lesser-known pirates, their exploits, and the rich history that surrounds them, as shared by author Mikel B. Classen.
Introduction to the Podcast
Welcome to our exploration of the captivating tales of piracy on the Great Lakes. In this podcast, we are privileged to delve into the world of lesser-known maritime adventures, blending history with storytelling. Our discussions focus on the unique narratives that shaped the Great Lakes, highlighting the contributions of local authors and historians.
Meet Mikel Classen
Mikel Classen is not just an author; he is a storyteller who breathes life into the history of Northern Michigan. With over forty years of experience in journalism, he has dedicated his career to uncovering the hidden stories of the region. His passion for the past is evident in his writing and photography, capturing the essence of Michigan’s North Country.
As the founder of the UP Reader and a board member of the Upper Peninsula Publishers and Authors Association, Mikel champions local literature. His extensive research into the Great Lakes’ piracy reveals a world that many have overlooked. His insights offer a fresh perspective on this intriguing subject.
The First Day of Spring
Spring is a time of renewal and awakening, even in the chilly climates of Northern Michigan. As the snow begins to melt, the landscape transforms, revealing the vibrant life that lies beneath. This season symbolizes hope and new beginnings, much like the stories of piracy we’re about to explore.
On this first day of spring, we reflect on the resilience of those who lived along the Great Lakes. Their tales of adventure and survival continue to inspire us, reminding us that history is not just about dates and events, but the lives that were lived in between.
Review of ‘Piracy on the Great Lakes’
In ‘Piracy on the Great Lakes‘, Mikel Classen invites readers into a world filled with daring exploits and rich narratives. The book is not only informative but also engaging, filled with rare period photographs and engravings that bring the stories to life. Sue Harrison, an international bestselling historical novelist, praises the fast-paced narrative that captures the essence of these unique pirates.
“This book serves as a gateway into a lesser-known history, filled with tales of treasure and adventure that rival those of Caribbean pirates. Classen’s meticulous research ensures that each story is grounded in fact, allowing readers to immerse themselves in the world of Great Lakes piracy.” – Sue Harrison.
Overview of Great Lakes Piracy
The final cover for my new book, Piracy on the Great Lakes – True Tales of Freshwater Pirates.
The Great Lakes were once a bustling hub of trade and commerce, attracting not only merchants but also pirates. Unlike their Caribbean counterparts, Great Lakes pirates targeted cargo ships laden with valuable goods such as furs, timber, and grain. The competition for these resources often led to violent confrontations on the water.
These pirates were not just random outlaws; they were often connected to the very industries that thrived in the region. Their motivations were complex, driven by economic necessity and the allure of wealth. The stories of these pirates reveal a fascinating intersection of history, culture, and survival.
The Fur Trade and Early Pirates
The fur trade was a driving force behind early piracy on the Great Lakes. Companies like the Northwest Fur Company and the Hudson Bay Company engaged in fierce competition, leading to conflicts that would spill over into piracy. The riches of the fur trade made it a target for those willing to risk everything for a chance at wealth.
Voyageurs, the skilled canoeists of the fur trade, often found themselves caught in the crossfire. These men were not just transporting goods; they were navigating a treacherous landscape filled with rival companies and opportunistic pirates. The allure of furs, often referred to as “gold,” fueled many of these pirate ventures.
The Apostle Pirates
Among the most intriguing stories is that of the Apostle Pirates, who operated out of the Apostle Islands during the fur trade era. This group was notorious for their daring raids on French canoes and military payrolls. Their audacity and cunning made them legends in their own right.
Interestingly, these pirates adopted biblical names, calling themselves the Apostles. Their leader, simply known as “the chief,” almost chose a more divine name. This unique blend of piracy and religious symbolism adds a layer of complexity to their story, illustrating the multifaceted nature of these individuals.
Geography of the Apostle Islands
The Apostle Islands are not just a picturesque destination; they were a strategic haven for pirates. Nestled in Lake Superior, these islands provided natural cover and refuge for those looking to evade capture. Their rugged terrain and hidden coves made them ideal for launching surprise attacks.
Today, the Apostle Islands remain a popular destination for outdoor enthusiasts and history buffs alike. Their beauty is matched only by the stories they hold, reminding us of a time when the waters were filled with both adventure and danger.
Comparison with Caribbean Pirates
While Caribbean pirates are often romanticized in popular culture, Great Lakes pirates present a different narrative. Caribbean piracy revolved around treasure ships laden with gold and silver, whereas Great Lakes piracy was focused on trade goods essential for survival and commerce.
Great Lakes pirates operated in a world defined by competition and local economies. Their actions were closely tied to the fur trade and other industries, reflecting the socio-economic realities of their time. This distinction highlights the diverse nature of piracy and the various factors that drove individuals to piracy across different regions.
Discovery of the Freshwater Pirate Idea
The journey into the world of freshwater piracy began serendipitously. While conducting historical research in Marquette, I stumbled upon a folder labeled “Legends.” Such a title piqued my curiosity, prompting me to dive deeper into its contents. Within those pages, I found the captivating story of Dan Seavey, a pirate who operated out of Escanaba.
This discovery ignited a passion within me to explore the tales of Great Lakes piracy. Initially published in the 1980s, my work on Seavey laid the groundwork for a broader investigation into this largely overlooked chapter of history. As I delved deeper, I realized that Seavey was just one of many intriguing figures in the Great Lakes’ maritime lore.
The Story of Dan Seavey
Dan Seavey’s tale is one of both charm and chaos. Known as the most famous Great Lakes pirate, his exploits are a blend of audacity and mischief. Seavey was notorious for his cunning, often outsmarting authorities and rival pirates alike.
His most infamous act involved the ship Nellie Johnson, from which he allegedly threw the crew overboard. This dramatic event culminated in a piracy trial—the only one of its kind on the Great Lakes. The absence of witnesses allowed him to escape conviction, a testament to his cleverness and the chaotic nature of maritime law at the time.
Seavey’s life was a mix of piracy and legitimate ventures, including running a sawmill. His dual existence illustrates the blurred lines between legality and outlawry in the turbulent waters of the Great Lakes.
Michigan Historical Society Presentation
My presentation at the Michigan Historical Society was a pivotal moment in my exploration of Great Lakes piracy. The audience’s enthusiasm was palpable, with standing room only, indicating a deep-seated interest in this obscure topic.
During the presentation, I shared not only Seavey’s story but also touched on other pirates who roamed these waters. This engagement reinforced the idea that many people are unaware of the rich tapestry of piracy in their own backyard.
The reception was encouraging, pushing me to further expand my research and ultimately leading to the publication of my book on the subject. The presentation served as a rallying point, connecting a community eager to learn about their maritime history.
The Mormon King: James Jesse Strang
James Jesse Strang, often referred to as the Mormon King, presents a fascinating figure in the annals of Great Lakes piracy. Strang claimed divine authority, asserting that the islands in the Great Lakes were rightfully for the Mormons. His self-proclaimed kingship led to the formation of a pirate fleet, as he believed they were entitled to seize resources from the surrounding areas.
Strang’s followers were loyal and fervently believed in his vision. They raided islands, commandeering livestock and supplies, operating under the misguided notion that they were fulfilling a divine mandate. This blend of religious zeal and piracy adds an intriguing layer to the narrative of Great Lakes piracy.
Research Process for the Book
The research process for the book was extensive and multifaceted. I spent significant time at the Delta County Historical Society, uncovering hidden gems of information about Seavey and his contemporaries. Additionally, my personal library, filled with out-of-print history books, proved invaluable.
In one particularly fruitful find, I discovered a photograph of Seavey with his daughter, a rare glimpse into his personal life. This image and many others enriched the narrative, allowing readers to connect with the human side of these pirates.
Each piece of information I gathered contributed to a fuller understanding of the socio-economic conditions that fostered piracy. It was a labor of love, as each discovery brought me closer to the truth behind these captivating characters.
The Life of Dan Seavey
Dan Seavey was a man of contradictions. He was known for his generosity, famously offering his shirt to those in need, only to pilfer it back at the first opportunity. This duality made him a complex figure, embodying both the charm and chaos of piracy.
Seavey’s life was not solely marked by his illegal activities; he also served as a U.S. Marshal. His time in law enforcement, however, was marked by misadventures that often led him back to his pirate roots. His notorious reputation for drinking and brawling became part of his legend.
One memorable incident involved a drunken brawl where he famously used a piano as a weapon, leading to unintended consequences. Such stories illustrate the tumultuous nature of his life and the fine line between law and lawlessness on the Great Lakes.
Dual Nature of Pirates
Great Lakes pirates often embodied a dual nature, balancing between villainy and community service. Many were deeply intertwined with local economies, making their actions more complex than mere criminality. Their motivations were often rooted in survival, driven by economic pressures and the allure of wealth.
This duality challenges the traditional notions of piracy. They were not always the ruthless criminals depicted in popular culture; instead, they were individuals navigating a precarious existence. This complexity adds depth to their stories, revealing the human side of piracy.
The Gray Ghost Rum Runner
Among the most intriguing figures in this narrative is the Gray Ghost, a mysterious rum runner during Prohibition. Operating out of Detroit, he was known for his stealth, often navigating the foggy waters in a boat painted gray to avoid detection.
The Gray Ghost played a crucial role in smuggling operations, taking advantage of Canada’s lack of prohibition laws. His operations highlight the bustling underground economy that thrived during this time, with a staggering $212 million worth of alcohol crossing the Canadian border in just one year.
This figure exemplifies the cunning and resourcefulness of those engaged in smuggling, illustrating how piracy evolved in the context of changing laws and societal norms.
The Scale of Smuggling During Prohibition
The scale of smuggling during Prohibition was staggering, transforming the Great Lakes into a hotbed of illegal activity. The lucrative trade in alcohol brought together various players, from organized crime syndicates to independent smugglers like the Gray Ghost.
Detroit became a central hub for these operations, with boats transporting money for liquor across the border. The sheer volume of alcohol being smuggled underscores the desperation and demand for illicit goods during this era.
The Great Lakes, with their vast network of waterways, allowed for a fluid exchange of goods, making it an ideal setting for smuggling operations. This intricate web of commerce paints a vivid picture of the underbelly of society during one of the most controversial periods in American history.
Recurring Themes of Piracy
The exploration of piracy on the Great Lakes reveals several recurring themes that echo through the ages. One prominent theme is the constant struggle for survival. Pirates often operated in desperate conditions, driven by the need for resources. This need transformed them into opportunists in a world where legal enforcement was minimal.
Another recurring theme is the blurred line between legality and illegality. Many pirates were once legitimate traders who turned to piracy out of necessity. Their actions, while illegal, often stemmed from a complex interplay of economic pressures and moral ambiguity.
Additionally, the theme of community plays a crucial role. Pirates were often part of local economies, and their exploits impacted the communities around them. This duality creates a rich tapestry of stories that challenge our perceptions of piracy.
Unique Research Findings
In my research, I uncovered fascinating details that challenge conventional narratives about piracy. For instance, the Great Lakes were not just a backdrop for piracy; they were a thriving ecosystem where piracy was interwoven with local economies.
Many pirates had deep ties to their communities, often sharing resources and information. This interconnectedness complicates the idea of the lone pirate, revealing a network of relationships that facilitated their activities.
Moreover, the lack of effective law enforcement until the establishment of the Coast Guard allowed piracy to flourish. The USS Michigan, the sole law enforcement vessel, could only cover so much territory, leaving vast areas vulnerable to piracy.
Common Misconceptions in Pirate History
Many misconceptions surround the history of piracy, particularly concerning the Great Lakes. One prevalent myth is that piracy was solely a male-dominated activity. In reality, women played significant roles, both as pirates and as essential figures in supporting their operations.
Another common misconception is that piracy was always violent and chaotic. While there were certainly brutal encounters, many pirates operated with a level of strategy and negotiation. They often preferred to avoid bloodshed, recognizing that alive crews were more valuable than corpses.
Additionally, the notion that all pirates were after gold and treasure is misleading. Great Lakes pirates focused on trade goods, such as furs and timber, essential for survival. This shift in focus provides a deeper understanding of their motivations and actions.
Future Writing Projects
Looking ahead, I am excited about my upcoming projects. The next book in the Yooper History Hunter series will delve into Grand Island, rich in history and adventure. This guide aims to inspire readers to explore lesser-known historical sites.
I plan to incorporate more stories of local figures who shaped the region’s history, including pirates. By shedding light on these characters, I hope to encourage a deeper appreciation for our maritime heritage.
Additionally, I am considering a project that addresses common myths about the Great Lakes and their histories. This initiative will aim to educate the public and provide a more nuanced understanding of the area.
A Reading from ‘Piracy on the Great Lakes’
As I delve into the first chapter of ‘Piracy on the Great Lakes,’ I want to emphasize the distinct nature of piracy in this region. Unlike the romanticized depictions of Caribbean pirates, Great Lakes piracy was rooted in the pursuit of practical commodities.
These pirates were often hidden in the shadows, waiting for the right moment to strike. They would lure unsuspecting vessels into treacherous waters, ready to seize cargo and disappear into the night. This atmospheric tension is what makes their stories so captivating.
Through this reading, I aim to transport listeners into that world, where danger lurked behind every wave and the stakes were incredibly high. The stories of these pirates are not only thrilling but also serve as a reminder of the complexities of human nature.
Closing Thoughts
As we wrap up this exploration of Piracy on the Great Lakes, I invite you to reflect on the stories shared. These narratives are not just tales of adventure; they are windows into the past, revealing the complexities of human behavior and societal dynamics.
Remember, history is a living entity, shaped by the stories we tell and the lessons we learn. I encourage you to seek out these stories in your own communities and engage with the past.
Thank you for joining me on this journey. Keep exploring, keep questioning, and always be curious about the history that surrounds you!
The Alex McDougall whaleback ship encased in ice with the crew frozen inside.
A whaleback ship is an early ore freighter that sailed throughout the Great Lakes. The one pictured, the Alexander McDougall, is shown docked at Sault Ste. Marie, MI after a terrifying ordeal. It was the largest whaleback built in 1898 and was 418 feet long. The ship was lost for three days sailing through a brutal Lake Superior storm.
When docked at the Soo, she was coated with 20 inches of ice and axes were used to free the captain and the wheelsman from the pilot house. They had remained at their stations unwavering during the storm. The dining room and stateroom were at the rear of the ship and the ice coating and the heavy rolling seas made it impossible to reach. Over time they became prisoners of the ice. During the three days the captain and the wheelman had no sleep or food. It was a miracle they made it with all credit going to the captain and his wheelman for saving the ship, cargo, and crew.
Earlier this month, my publisher, Modern History Press, published my newest book Piracy on the Great Lakes: True Tales of Freshwater Pirates. The book focuses on several known pirates of the Great Lakes. We were able to find pictures for some of them and used them in the book.
In the spirit of having a little fun with the subject, my publisher and I got together and came up with this “Wanted” poster for some of the Great Lakes Pirates. We decided to print a few and make them available to whoever thinks they’re cool. One is going into my office.
These will only be available here on the website or at my in-person events. I will be scheduling my events right after the new year. The cost of the poster is $5.00. Obviously, we don’t intend to retire soon from this. Get this exclusive companion to the Piracy on the Great Lakes book while they last. To order this poster click here.
The final cover for my new book, Piracy on the Great Lakes – True Tales of Freshwater Pirates.
I’ve been very anxious for this book to come out. This seems to be a subject very few people seem to know about. Ever since I discovered Dan Seavey, the Escanaba pirate, (some of his story is in True Tales) I’ve been working to discover more of these rogues that plagued the waters of the Great Lakes. I found several more and realized piracy was much more prevalent on the lakes than I thought.
Of course, much of the piracy, we don’t know since the very nature of piracy is to not be discovered. As I say in the book, “No witnesses are the best witnesses.” But the ones I found were amazing characters, rough and tumble, ruthless and cunning. This is not a long book, 74 pages, but it is packed with historical tales of the freshwater pirates. I’m very pleased with this book and I hope everyone else will enjoy it as well. Aye, keep a weather eye out. There be pirates about.
The link below is to a podcast I did with MLive on Great Lakes Piracy. It begins with a brief introduction at the Boyne City Pirate Festival. I’m interviewed following that. It was a fun talk.
Waiting in the night, hidden behind a remote island, no lights showing, pirates would lure unsuspecting ships into unknown waters. Then they would silently slide up to them and board the ship. The crew would be killed and the bodies thrown over the side, weighted down with chains. The pirates would take the cargo, sink or burn the ship, and then, just as quietly, sail away into the night. Dead men tell no tales, nor do they testify in court.
Forget everything you’ve learned about pirates from Johnny Depp films. Instead of chasing down ships laden with gold, the Great Lakes pirates were after commodities. There were fur pirates, timber pirates, religious pirates, and inept pirates. Just about anything that could be sold fell prey to pirates. Cargos could be stolen and then sold at the next port. On the Great Lakes, piracy was easy.
Reviews for Piracy on the Great Lakes, True Tales of Freshwater Pirates
“Loaded with rare period photos and engravings of the infamous pirates who wreaked havoc in Great Lakes waters and shore communities, Classen’s inviting narrative is fast-paced and filled with legends of treasures and daring exploits.” -Sue Harrison, international best-selling historical novelist
“Piracy on the Great Lakes is a swashbuckling treat and fascinating addition to Great Lakes lore. Historical vignettes filled with fur traders, religious extremists, and Civil War opponents bring it to life. You’ll be surprised, entertained, and enlightened by the tales of high adventure that await you in these pages.” – Tyler R. Tichelaar, PhD, award-winning author of The Mysteries of Marquette
“Replete with hair-raising tales of black-sailed ships, desperate and bloody conquests, frontier politics, revenge, and retribution, Mikel Classen’s Piracy on the Great Lakes paints a vivid picture of piracy’s social and economic role in America’s adolescence. Classen contextualizes the broad strokes of the Civil War, the late stages of the fur trade, and the timber market with anecdotes of personal detail that are often far stranger than fiction.” – J.D. Austin, author of The Last Huck
“I learned a lot about the Great Lakes and was impressed by the extensive research Mikel B. Classen must have done. He has packed a lot of information into less than 100 pages. I would recommend it to anyone seeking a good read about our Great Lakes.” – Larry Jorgensen, author of Shipwrecked and Rescued
The cover for Piracy on the Great Lakes, available soon.
Coming Soon! Piracy on the Great Lakes, True Tales of Freshwater Pirates
My newest book project is on the horizon and you probably should beware, it’s pirates! Lock up your ladies and hide your valuables. These pirates will loot anything that isn’t tied down and some that is. Piracy on the Great Lakes was quite prevalent. Though most think of Pirates in the Carribean, pirates also sailed the Great Lakes. William Johnson, James Strang, and Dan Seavey were all well documented freshwater pirates. Their exploits are well documented and often stranger than fiction. This is a book I really enjoyed putting together and I’m hoping others will enjoy reading. Publishing soon through Modern History Press, this is a must have for history fans.
An Excerpt from the Book
“Piracy is something that has always been with us. In the Great Lakes, piracy was different than the glorified, Hollywood, Pirates of the Caribbean. There was no Aztec gold heading back to Spain on armadas. But there were pirates just the same.
Instead of chasing down ships laden with gold, the Great Lakes pirates were after commodities. There were fur pirates, timber pirates, religious pirates and inept pirates. Just about anything that could be sold, fell prey to pirates. Though there was no Spanish gold, there was loot to be had. Payrolls were shipped and moneys for banks and treasuries were consigned. Cargos could be stolen and then sold at the next port.
Waiting in the night, hidden behind a remote island, no lights showing, pirates would lure unsuspecting ships into unknown waters. Then silently slide up to them and board the ship. The crew would be killed and the bodies thrown over the side, weighted down with chains. The pirates would take the cargo, sink or burn the ship, and then just as quietly, sail away into the night. Dead men tell no tales, nor do they testify in court.
Ships and crews disappeared into oblivion on the Great Lakes. Much of it was attributed to storms but pirates also roamed these waters and many of the ships were lost due to pirate raids. These weren’t the swashbucklers of film, but men who used guns, knives and were brawlers and drinkers roaming the fresh waters of a lawless frontier. Though specific incidents and stories are lost to time, others are not as is presented here. This is but the surface of a much larger world of piracy that lived throughout the Great Lakes.”
The SS Athabasca the ship that rammed the S.S Pontiac.
For those that don’t know, the St. Mary’s River supports the shipping for much of this country’s and Canada’s economy. The river connects Lake Superior with Lake Huron and any ships that travel to or come from Lake Superior must travel through its winding course. The waterway is dotted with islands which narrow the travelable route in many places. As long as there has been ships and boats on the Great Lakes, the St. Mary’s River has provided the route for water transportation.
It is not surprising then, like the rest of the Great Lakes, the St. Mary’s River has seen shipping accidents and shipwrecks along its course. This sets the stage for the story of a collision in 1891. Two ships, one downbound and one upbound, collide in the mid-morning hours in a deadly accident.
On July 14 between the hours of 10 and noon, reports vary on the exact time, an ore carrier by the name of the steamship Pontiac, owned by Cleveland Mining Company (eventually Cleveland Cliffs Mining Company), was downbound on the St. Mary’s River when it was rammed by a passenger ship named the Athabasca owned by the Canadian Pacific Railway.
The Athabasca struck the Pontiac so hard, that it tore a hole in the Pontiac’s bow that was nearly 25 feet deep causing the Pontiac to sink within two minutes. The ship sank in 30 feet of water leaving a portion of the top deck above water. The Athabasca sailed on and made it to Sault Ste. Marie carrying a large portion of the Pontiac’s upper decking lodged on its bow like a trophy of conquest.
Eyewitness Account of the Wreck
An account of the collision is given by one of the crew members of the Athabasca in one of the newspapers at the time.
“When approaching the Pontiac, the barge blew two whistles, the signal to pass on the port side. The Athabasca whistled she would do so. As the two steamers approached each other the Pontiac whistled for the Athabasca to take the other side and changed her course with that object. Capt. Foote, of the Athabasca, however kept his course seeing it was too late to avoid a collision and the Athabasca’s bow struck the Pontiac about ten feet from the bow, cutting into her massive frame with a series of terrific crashing reports as the pats gave away. She is said to have penetrated the barge to a distance of twenty-five feet! The unlucky wheelsman, who was in his berth, lay right in the path of destruction and was taken out a few minutes later, with both legs broken and his head horribly crushed. He died after suffering some hours. When the Athabasca was released from the barge, she carried with her some 10 or 12 feet of the upper deck which had been nearly lifted onto her forward deck in the collision. The Pontiac went down within two minutes afterward and lies with all of her promenade deck above water, a most imposing wreck as she is represented in the photographs taken soon after the disaster. She is the largest barge on American waters, a magnificent iron vessel sixty feet longer than the Athabasca and was one of the three monsters built at Buffalo in 1889 for the Cleveland Iron Mining Company. The iron ore with which she was loaded will have to be removed before she can be raised. The shock of the collision on the Athabasca was severe but happily no one on either steamer was hurt with the exception of the wheelsman on the Pontiac.
“It was nearly noon when the accident occurred and the tables on the Athabasca were being laid for lunch. The dishes and edibles were sent flying in every direction, much to the damage of the carpet of the elegant saloon. The noise of the collision was frightful, and those within, especially, those who knew nothing of the danger until the shock came, remember the feeling they then experienced as long as they will live. The Athabasca is said to have been moving very slowly, and it is now reported that she was backing up at the time of the collision. However this may be, it appears to have been the opinion of the passengers that the Athabasca’s Capt. Foote was not to blame. The Athabasca carried the Pontiac’s Captain Lowes and crew to Sault Ste. Marie, except a few men who were left in charge of the sunken vessel. The Athabasca remained there until midnight on Saturday when she left for Detroit where she will undergo repairs.” – Meaford Monitor, July 1891.
The SS Pontiac sunk after being rammed. The top part of the deck still above water.
There arose considerable controversy over the erratic behavior of Capt. Lowes and the Pontiac. He was known for being a bit of a showoff and felt his ship was hot stuff. He had a reputation for hogging the waterways with his shiny new, larger than everyone else’s, ship. Soon accusations flew from both sides, American and Canadian. Some said that the Athabasca had run into the Pontiac on purpose. According to most accounts, if it wasn’t for Capt. Foote’s quick thinking it might have been the Athabasca that was rammed with all of their passengers aboard. There was one other detail which may have influenced Capt. Foote’s thinking.
A Load of Dynamite!
The Athabasca was owned by the Canadian Pacific Railroad. Earlier on the Athabasca was tasked with picking up a small load of dynamite for use on a CPR project. Capt. Foote objected to doing this but the company insisted so the Athabasca took it aboard. This was on Foote’s mind when the encounter with the Pontiac occurred. If the Athabasca would have been rammed by the Pontiac, the possible resulting explosion from the cargo of dynamite could have gave this a much worse outcome. It is very possible the Captain did ram the Pontiac on purpose to prevent the Pontiac from hitting it and setting off the dynamite.
Due to pressure from insurance companies, Capt. Foote of the Athabasca was fired though the company didn’t blame him. He remained on good terms with them until his death. The blame for the collision rest squarely on the shoulders of Captain Lowes and his arrogance with his ship. Capt. Foote had no choices, it was ram or be rammed. Carrying a load of dynamite, it was really no choice at all.
A schooner barge is being loaded up with cargo at the Escanaba, Michigan coal dock.
Historical Photos – Escanaba, Michigan – Lake Michigan’s Northern Port.
Escanaba was founded as a northern port city in 1863. It established itself as a link to the Marquette Range iron ore. Iron was shipped from Marquette by railroad to Escanaba. The route saved time shipping from Marquette through the recently established Soo Locks and then downbound through the St. Mary’s into the upper Great Lakes. During the Civil War, this became a main supply point for the union army thirsty for iron ore to produce weapons and ammunition.
An unidentified man sits along the edge of the Escanaba River near one of the local rock formations.
Escanaba was founded upon an early Ojibwa village. The name “Escanaba” came from an Anishinaabe word meaning “Land of the Red Buck.” It is easy to understand why a tribe would have settled there with the large bay, the Escanaba River providing an abundance of fish. The bays De Noc (Big and little) are a reference to the tribe of Noquet that flourished there.
From the beginning, Escanaba thrived as a port and as a city. It’s strategic importance for shipping and commerce can’t be understated. As mining increased across the U.P. with mines opening in Iron Mountain, Iron River and Crystal Falls, all began shipping their ore out of Escanaba.
Added to this, the logging boom began. The timber resources from the surrounding area were rich. Like other parts of the U.P, the timber of the west end was thick and ripe for harvesting. The Escanaba River was a perfect artery for floating the logs to Lake Michigan.
The Sand Point Lighthouse in Escanaba was essential for shipping and marking the port in bad weather.
With the fast growing shipping, it was deemed necessary that a lighthouse should be placed in Escanaba. The Sand Point Lighthouse has shown since 1868 and it was lit by a woman. It warned mariners of a sand bar that was at the entrance to Escanaba Harbor. Construction began on Sand Point in 1864 and the first lightkeeper was named John Terry. He oversaw the construction and prepared the lighthouse for occupation along with his wife, Mary. Just before the light was supposed to be lit, John Terry died. Sand Point was scheduled to begin its beacon on May 13, 1868. Mary Terry made sure that happened and took over for her husband. She was officially appointed lightkeeper making her one of the very first women lightkeepers on the Great Lakes. Mary would serve until 1888 when she was killed in a freak fire in the lighthouse. Mrs. Terry would become one of several women who would faithfully serve in the Lighthouse Service.
A street view of Escanaba with the trolley running down the middle of Ludington Street.
Escanaba grew to over 3,000 in the 1880’s. The population has grown to over 15,000 at its peak and is around 12,000 today. It remains a thriving community and is one of the Upper Peninsula’s larger cities. It is still an active port. At one time, the docks of Escanaba were frequented by a pirate named “roaring” Captain Dan Seavey. He would raid ships and then sell the captured cargo wherever he could. (More on Dan Seavey)
Out for an afternoon drive in Escanaba. The people are unidentified.
The picture above is for a personalized postcard sent in 1917 taken in Escanaba. They had this picture taken to show off their new automobile. It was a new thing then and it appears they bought the best one they could find. Scarves are wrapped, the top is down and a cruise along Bay de Noc is warranted. There are no names on this to identify anyone other than the person it was sent to in Detroit.
Smelting is an early season sport. Thousands of the fish would run up the streams every spring. These ladies are all ready to scoop them out.
Though Escanaba is a working town, the Paper mill and a college keeps the city thriving. It is also a tourist destination with legendary fishing in Lake Michigan, local lakes and streams. There is a place for any kind of outdoor recreation no matter what the preference.
A dog sled race in Downtown Escanaba breaks up a long winter with some fun.
Even winter has its appeal here. Though wind coming off Lake Michigan can be brutal, winter activities are a part of the culture. Skiing, sledding, and ice fishing on Bay de Noc have been an ingrained part of the culture.
A historical photo of the Tilden House boarding house. It no longer stands.
Escanaba has had an eventful history and continues forward into the future of Michigan’s Upper Peninsula.
The new cover for my book Faces, Places and Days Gone By, a Pictorial History of Michigan’s Upper Peninsula.
This new book, Faces, Places, & Days Gone By will be released in the next few weeks. If you are a fan of the historical pictures I post on this site, this book is for you. I have opened up my collection of Upper Peninsula historical pictures to share with my readers over 100 rare glimpses into the U.P.’s past. Here’s what is already being said about the book:
Enjoy a Visual Trip to See How People Lived and Worked in the U.P. in
Centuries Past!
Classen’s pictorial history is the next best thing to a time machine, as we get a front-row seat in the worlds of shipping and shipwrecks, iron and copper mining, timber cutting, hunting and fishing and the everyday lives of ordinary folks of Michigan’s Upper Peninsula across more than 100 years. Faces, Places, and Days Gone By peers into our past through the lenses of those that lived and explored it. See what they saw as time passed and how the U.P. evolved into the wonderous place we know today.
From the author’s unique collection, witness newly restored images from long lost stereoviews, cabinet cards, postcards and lithograph engravings. Join us on a visual journey to relive some of those moments, and discover a unique heritage through those faces and places. From the Soo to Ironwood, from Copper Harbor to Mackinaw Island–you’ll never see the U.P. in quite the same way!
With his book Faces, Places, and Days Gone By, historian Mikel B. Classen has achieved a work of monumental importance. Drawing from his collection of archival photographs, Classen takes readers on a journey in time that gives rare insight into a vanished world. — Sue Harrison, international bestselling author of The Midwife’s Touch.
Mikel Classen’s Faces, Places, and Days Gone By provides a fascinating and nostalgic look at more than a century of Upper Michigan photography. From images of iron mines and logging to Sunday drives and palatial hotels, you are bound to be in awe of this chance to visit the past. — Tyler R. Tichelaar, award-winning author of Kawbawgam: The Chief, The Legend, The Man
Mikel Classen’s new book, Faces, Places, and Days Gone By, belongs in every library in
Michigan. And when I say every library, I’m talking about every public, high school and college storehouse of knowledge. — Michael Carrier, MA, New York University, author of the award-winning Jack Handler U.P. mystery series
It is my hope that everyone will enjoy these images of days gone by as much as I do. This edition is volume 1 for what I hope to be a continuing series so that others might enjoy having this collection too.
The shipwreck of the steamship Oregon washed ashore near Middle Island Point north of Marquette, Michigan. (Courtesy of Mikel B Classen Historical Pictures Collection)
Shipwrecks are always a fascinating subject but not all of them end up in terrible tragedy. Such is the case of the wreck of the Oregon which took place north of Marquette in Lake Superior.
The Oregon was a steamer freighter, one of the earlier incarnations of the freighters we see today. On October 15, 1905, it wasn’t ore she was carrying, but lumber. The Oregon was steaming west across Lake Superior when the wind began to pick up. The Lake Superior surf rose and the ship began a rough ride. Behind her was another ship that was being towed, an old schooner named S.H. Foster being used as a barge. They were on their way to Pequaming in the Keweenaw Bay.
Near Stannard Rock, almost the precise middle of Lake Superior, things were getting ugly. The schooner barge was pulling hard and the strain on the engines were getting intense. Captain Elliot, the skipper of the Oregon was a well seasoned sailor and was pushing his ship as quickly as he could. He knew the brewing storm would be one the Oregon might not survive if she were caught in the middle of Lake Superior.
The wind roared, the waves rose, and a steam pipe burst. It was the main steam pipe and it split open for two/thirds of its length. The Chief Engineer, Wellman, wrestled loose a length of chain and wrapped it as tight as he could. The repair was fragile and inadequate for the job ahead. The Engineer told the Captain exactly that the repair wouldn’t last and they needed to find shelter for the the ship as soon as possible.
Consulting his charts the Captain decided to head for Partridge Island north of Marquette. He was sure they could ride the storm out in what was then called Wahoo Bay, the inlet between Partridge Island and Middle Island Point. He reduced speed hoping that lessening the strain would make the repair hold until shelter. The schooner still trailed behind. Its skeleton crew of five men were keeping the ship on an even keel but that was becoming harder as the wind kept building with gusts hitting 48 miles per hour.
At 2 am Partridge Island loomed out of the blackness. Great granite boulders lined the passage into the island’s lee side. A danger frought passage in the daylight, it was a miracle of steerage that got them beyond the deadly rocks and reefs. Suddenly the ship lost power and a new problem arose. The ships propeller had tangled in a fish net. because of the blown steam pipe the ship didn’t have the power to tear free. The Oregon was at the mercy of the storm.
With no control the crew of the Oregon cut the S. H. Foster loose to fend for itself. The wind caught the Oregon broadside and washed it ashore. The schooner’s luck held when its anchor caught on a rock crevasse and held. She was in the lee of Gull Rock.
The Marquette Life Saving Station was notified and they loaded their equipment and surfboat onto a wagon and headed north. It was over seven miles to the wreck site and took them nearly two hours to get there.
When they got there they decided to wait and see what happened. Both ships seemed stable where they were, so they waited and watched ready to spring into action should events call for it. But both ships rode the storm out where they were. As the gale died, the lifesavers left.
The schooner was able to sail into Marquette while the owners of the Oregon, a Chicago company, hired the Great Lakes Towing Company to get the ship offshore and back into the water. The tug Wisconsin did the work and after 24 hours of pulling and jerking the tug got the Oregon free.
After an initial inspection, the Oregon was towed to Detroit and there she was dry docked. Her fate would be eventually decided as scrap metal. By some miracle, No one was hurt or lost on either ship during the entire incident. Captain Elliot would later claim it was the worst storm he’d ever been in during his years sailing the Great Lakes.
This is how the Grand Island North Lighthouse appeared around the time of the mystery.
Something washed ashore at Au Sable Point near Grand Marais. It was June 12, 1908. A man named Van Dusen spotted a small sailboat along the shore near the light station at Au Sable. The mast was broken and it appeared to have been through some rough weather. He went up to the boat and looked in. Inside was the body of a dead man!
It looked like the body had taken a beating. The head had been beaten almost beyond recognition and the shoulders and neck looked broken and battered. The dead man wore the uniform of the Lighthouse Service!
Au Sable Point Lighthouse Light Keeper, Thomas Irvine, recorded the incident, “2nd Asst ret. 9 A.M. Mr. Wm Van Dusen of Grand Marais reported a Light House boat ashore with a dead man in her about 9 mile W. of Station. I sent 1st Asst to report it to Life Saving Station. Crew arrived here 9 P.M. I went up with them and brought boat to station. They took body to Gd. Marais. Man apparently died from exposure, as he was lying under the forward deck, foremast gone, mainmast standing. Boat was in good shape, only one small hole in her. I think it is from Grand Island Light Station.”
The body was identified as assistant lighthouse keeper Edward Morrison from the north Grand Island Light Station. How he had come to Au Sable point was a mystery. He was identified by a tattoo on his arm.
This is a picture of light keeper Morrison, the victim found in the boat near Au Sable Point.
The body was taken back to Munising and tales were coming in that the north Grand Island light had been dark for a week. The idea that Morrison died from exposure faded quickly. A group of Munising residents went out there to investigate. What they found made everything even more mysterious. The head light keeper, George Genery had completely disappeared. The supplies he had brought back from Munising were still sitting on the dock. As they made a search of the light, they found nothing out of the ordinary, things were meticulously in place. Genery’s coat was hung on a hook in the boathouse. Morrison’s vest was hanging on the back of a chair with papers and his watch still in the pockets. Of the three boats that were normally left at the station, and the story differs here, one sources says one was missing and another source says there were two. No one could understand what had happened.
The authorities began a search for the missing Genery, but he was nowhere to be found. There were some that said that they had seen Genery around the local bars in Munising drinking heavily, but none of these could be substantiated. Genery’s wife who was living in town claimed she hadn’t seen him either, but those that talked to her claimed she seemed unconcerned. The reason for this could be that Genery had a reputation of having a temper and wasn’t easy to work with. He required a new assistant every season since his appointment. The domestic life could have been rocky to say the least.
There are three basic theories that came out at the time to try to explain the events. The first theory is that the pair were murdered. The north point of Grand Island was another very isolated light station. The nearest neighbor was the Grand Island game keeper who lived seven miles away. He was the caretaker for William Mather’s game preserve that featured exotic game. Mather was the president of the Cleveland Cliffs Mining Company. When Genery and Morrison had been in town to pick up supplies, they had been paid. The pair was going back to the lighthouse with full pockets. The north light would have been an ideal place for a robbery. It was known that the gamekeeper was feuding with the lightkeepers, claiming they had been poaching some of the exotic game. This could have been a profitable opportunity for him. He disappeared into Canada not long after the lightkeepers disappeared.
Genery is pictured here with his children. He was known for his anger issues.
The second theory and the strongest, is that Genery killed him. The scenario goes as follows: Morrison brought the wheelbarrow down to the dock to help haul supplies back to the station. The evidence of this is the hung coat and vest which would have had both men in shirt sleeves, warm from the work. Because of Genery’s personality and reputation, Morrison probably said something that set Genery off. In a flash of rage, Genery grabbed something like an oar or a shovel and beat Morrison’s skull in. To hide the crime he put Morrison in a boat and sent it out into Lake Superior, probably hoping it would never be found and he could say his assistant had deserted. Or he was out in the boat and was hit with the boom from the sail. Whatever he thought, he next went into Munising and went on a several day drunk. He then probably went home and when news of the body found at Au Sable came in, he fled.
Strangely, before he died, Morrison had sent his wife a letter who lived in Flint, Michigan. She received it four days after he had died. In the letter he wrote, “Do not be surprised if you hear of my body being found dead along the shores of Lake Superior. He goes on to say that Genery was of a quarrelsome disposition and he thought there might be an “accident” if he were to oppose him.
The third is that they were out in the boat and the waves got rough. Genery fell overboard and Morrison lost his footing and was knocked unconscious. The subsequent battering of the boat killed him. This one seems to not make a lot of sense with the facts. Supplies left on the dock, coat not taken, just doesn’t fit this.
Several months after the murder a body was found on the shore of Lake Superior. Accounts vary as to exactly where, but some claimed it was Genery’s though it was never identified. Bodies discovered on the lakeshore was not an unusual occurrence and it still remains unknown whether it was Genery or not.
To this day the mystery remains unsolved. No one really knows what happened to the dead man of Au Sable point. Thomas Irvine, the light keeper that discovered the body was transferred from Au Sable in 1908.
I have just finished the rough version of my new book. It is off to the publisher awaiting publication. Whew! It always feels like a long haul when you finish a book. Though I feel all of my books are worth a read, this one is special. If you are a fan of this website, then this book is for you.
In this book the romance is gone. It tries to show many of the true hardships and facets of trying to settle a frontier that was sandwiched between three Great Lakes. There are stories from across the Peninsula from first hand accounts to revelations from the news of the time. As always there are heroes and villains. There are feats of great good and dirty deeds of the worst kind. There are adventures of the most extraordinary men as they struggle for the riches of the U.P. well before gold was discovered in California. There are accomplishments of those that braved the wrath of the Great Lakes in leaking ships and frozen waters. The intensity of storms killed thousands on land and lakes. Over 200 died in one season just between Marquette and Whitefish Point. Often the Edmund Fitzgerald is memorialized, but few remember the hundreds of wrecks before it. You will find some here.
These pages are populated by Native Americans, miners, loggers and mariners that consisted of Germans, Italians, Finns, Swedes, French and English. People came from everywhere looking for their personal promised land. Some to raise families, some to avoid the law or to start a new life. Some to get rich no matter what it took. The Upper Peninsula frontier called to all.
This book is the first installment in what will be a larger work that chronicles the rare and forgotten stories that make the history of the U.P. what it is. Through research and investigation I hope to bring back many of the tales that time and historians forgot.
The U.P. of today was created by individuals that rose up to meet challenges that broke lesser folks. Their mental and physical stamina was that of finely honed athletes accomplishing feats unheard of in the modern world. They hacked homes out of a dense wilderness and raised families with danger at every turn. Many of these feats have gone unsung throughout history and through this book many come to light.
It is my hope that the stories contained within this book not only celebrates the struggles of the individuals that first braved this formidable and raw land , but honestly portrays their efforts to overcome the incredible obstacles that stood in the way of the beloved peninsula we now know. It was once a very different place.
Pictures courtesy of the Mikel Classen Collection of Historical Pictures
This is an early passenger steamer named “City of Traverse.” This view of the ship shows only ne lock and the river rapids can be seen beyond the ship.
Many old historical ship pictures were taken at the Soo Locks. The close-up vantage point for the bulky photo equipment made it a choice spot for ship photography in the early years.
Whalebacks in the Soo Locks with tugs.
Over the years there have been many kinds of ships that have sailed the Great Lakes. All of them served a valued purpose in their day, though some had some uniquely strange looks. Of course many of these at some point would wind up at the bottom of the lakes, casualties of unexpected storms.
This is a couple of schooners going through the Soo Locks.
From Sailing ships to coal fired steamers, a fascination remains of all of these different types of ships. To this day visitors flock to the Soo Locks for a glimpse of the great ships that still sail the lakes.
This early freighter is called the Zenith City. It would sink not long after this picture.
This is not a by-gone era but one that has evolved through the years. The lake ships of all kinds serve as vital a purpose now as they did in the past.
This picture is of an early wood fired side-wheeler. photos of these are few and far between.
While watching the ships of today, it is also fun to think about the ships of the past, smaller and more susceptible, battling the violent elements of the Great Lakes for their very survival. Some succeeded, many didn’t, ending in tragedy and a watery grave. Requiem for sailors of a different time and men with courage beyond most.
The old buildings at the Whitefish Point Harbor are remains of an era gone by and a village that once was.
Whitefish Point in Chippewa County, Michigan, is known for a lot of things, not the least of which is the shipwrecks like the Edmund Fitzgerald that made the point famous. The lighthouse, which was one of the first on Lake Superior, houses the Great Lakes Shipwreck Museum (For more on that, check out my book Points North). Whitefish Point also is the eastern boundary of the legendary Shipwreck Coast. All else seems to have gotten lost.
This is one of the old homesteads from Whitefish Point. One of the few remaining buildings.
Whitefish Point is actually one of the very early fishing villages on Lake Superior. As early as 1840, a small trading post and fish packing operation was set up by Peter Barbeau of Sault Ste. Marie. Barbeau had a general store where he would outfit hardy souls to establish posts along the shoreline on Lake Superior. They traded for furs and barrels of salted whitefish. Barbeau would then ship them out to places like Chicago and the east coast. Barbeau’s trading posts went as far as Minnesota. Whitefish Point was one he paid close attention to.
This old fishing boat sits next to the harbor another relic of the point’s past.
When the lighthouse was established in 1849, fishing here was going hard and heavy. Tons of barrel packed salted fish were being sent to the Sault every year from Whitefish Point. It was a very profitable enterprise. Occassionally the fish wouldn’t be packed right and the fish would spoil leaving Barbeau to smooth out relations and make amends.
This old band saw blade and belt are in the woods near Whitefish Point.
Though many have Whitefish Point’s beginnings at 1879, documents at the Sault plainly show that there was lots of activity here long before 1879, including some logging enterprises. Whitefish Point was used as a resupply point for the logging companies. There was a small population of approx. 60 people. There was a school and hotel. Also a general store and a post office was established. The population grew to 200.
The former Whitefish Point post office as it is today. It its earlier days it had a different front on the building.
One of the local commodities was cranberries. They grow wild in the region and eventually were cultivated. There were more than a dozen growers registered at Whitefish Point. There was a daily stagecoach that ran from there, south to Eckerman. It was a thriving community by all standards. But as time went on, it all faded.
Th Whitefish Point Lighthouse brings thousands of visitors to Whitefish Point and the Great Lakes Shipwreck Museum which is housed in the lighthouse buildings.
Because of the Whitefish Point lighthouse and the life saving station, the village’s decline was a slow one. Fishing dwindled to one commercial fishery, Brown’s, which still is in operation. Most of the small town’s remains have disappeared but much of the property associated with the village is in private hands and still occupied as residential. But if one looks carefully, on the east side of Whitefish Point Road, between the harbor and the former post office, hiding in the trees, a few of the remaining relics of Whitefish Point can be seen.
An old fishing boat has seen better days as it sits being buried by the sands of Superior.
A turn into the Whitefish Point Harbor can be very rewarding. The harbor is shared by the State of Michigan and Brown’s Fisheries. There is a fence that divides the public land from the private. Brown’s Fisheries has old boats and buildings that date back to the early days of Whitefish Point and some of it can be seen from the parking lot of the Harbor. A couple of old fishing boats are beached on the shore and old storage barns are there too. It is a snapshot of not only Whitefish Point’s past but commercial fishing on the Great Lakes in general.
For a vision of the past, take a walk out towards the breakwall on the marina walkway. Go out as far as the last dock and turn around and look back. With the old fishing boats and storage buildings, the old dock, an image of the village of Whitefish Point appears, or a small part of it anyway.
The view of Brown’s Fisheries from the marina walkway showing what Whitefish Point would have looked like as a fishing village.
When visiting the lighthouse, it is good to note what was around it. A trip into the shipwreck museum leaves one with the idea that Whitefish Point is all about death and tragedy. It is so much more. It was a tiny place that provided food and lumber for the country in the harshest of conditions. It took people with tenacity and guts to face Lake Superior at its worst and create one of the earliest settlements. The village of Whitefish Point should be remembered alongside of its legendary lighthouse. It has its place in history too.
Mackinac Island view from the fort during the National Park era.
Every year Mackinac Island is inundated with tourists. The island in St. Ignace Bay has always been a focus of attention. After being the hub of the fur trade, the island saw a decline as fortunes dissipated in the early 1800s. Being on the shipping path of the Great Lakes kept it alive and cruise ships began hitting destinations throughout the lakes and one was Mackinac Island. People started coming just to see it. The natural beauty, the history, it all beaconed visitors to the region.
This is an engraving that shows a very early Mackinac Island.
Not long after the Civil War, a U.S. Senator from Mackinac Island, Thomas Ferry, realized how much potential Mackinac Island had and introduced a bill in 1874 to designate the island as a National Park! It passed. In 1875, Ulysses S. Grant signed the bill into law and Mackinac Island became the nation’s second National Park after Yellowstone.
What Mackinac Island is truly known for, relaxing and enjoying a day.
One of the interesting things about the bill is that it designated the fort an active facility, so, the Federal government retained the fort with full funding in case it was needed for war. Active-duty military at the time would run drills on the fort grounds. Mackinac Island was now a bonafide destination for travelers. In 1895 the fort was decommissioned, and the Federal Government was going to pull out. Then, Michigan Governor, John T. Rich, petitioned the Feds to turn over the fort and park to the State of Michigan which they did, making Mackinac Island our first Michigan State Park which is what it is now.
Another “View of the National Park” from the road looking back towards the fort.
Many of the photos used in this come from a series called “Views of the National Park.” They came in both cabinet cards and stereoviews. These are examples of the few I was able to find over the years. The engraving came from a History of Mackinac Island published by the National Park. They merchandised the place quite a bit for the time.
This is the view of Mission Point during the National Park era. It still looks the same.
The State Lock after construction in 1855. It shows how the Native Village was isolated along the St. Mary’s River.
The Soo Locks began in 1855. They were dug so that ships would no longer have to either shoot the St. Mary’s River Rapids, of have the ship portaged through the town of Sault Ste. Marie rolled on logs down what is now Portage Avenue.
This is taken from an interpretive sign down on Water Street in Sault Ste. Marie. This is the only picture I’ve found that depicts the ship portaging through the city.
The St. Mary’s Rapids, sometimes called Falls because there was a drop of 21 feet from the Lake Superior level to Lake Huron level, was the greatest obstacle to shipping in the upper Great Lakes.
This was taken in 1854 as the State Lock is nearing completion. I believe this to be the earliest picture of the Soo Locks being dug.
The digging of the Locks was an arduous task. There was an attempt in 1839 to build a canal, but it failed miserably, and the project was given up. In 1852, another attempt was made, this time sanctioned by the Federal Government and fully funded. Charles T. Harvey was chosen to head the project, and he began work with around 400 men. Eventually it would increase to 1700, doubling the population of the Sault. A pump system had to be set up to keep the bottom dry enough to keep working. The route took them through the local Native burial ground! Not an auspicious start for the canal. It was completed in two years. It was a mammoth project.
The gates of the old State Lock. The windlass which opens and closes the gates can be seen in the foreground.
The building of the State Lock was an achievement of engineering that still functions in essentially the same way it did when it was originally built. Though no longer controlled by a hand cranked windlass, the system of rising and lowering the water remains the same. The brilliance and the perseverance of the construction cannot be overstated. Battling water, disease, (cholera outbreak) and weather, the men had to work at sunrise to sunset no matter the weather and when cholera hit, many died where they stood. The completed lock opened in 1855. Suddenly, all of the construction workers and those employed to portage ships through town, were now unemployed creating a local depression. Out of work men were everywhere.
This is taken from an old Stereoview card from 1856. The three mast schooner is locking up on its way to brave Lake Superior.
In 1881, an additional new lock was built named the Weitzel. Traffic was increasing and a new lock was imperative. The State lock would be rebuilt in 1896 as the 1st Poe Lock.
Whalebacks were used to haul cargo across the Great Lakes. Pictured is the Colgate Hoyt, the first self-powered (steam) whaleback in the fleet. Circa 1890.
Whaleback ships were a unique design that was adopted to ship ore across the Great Lakes and particularly Lake Superior. Their shape was designed to lessen the impact of turbulent surf. When fully loaded they looked more like a submarine than a surface ship. They were used mostly as a tow barge replacing schooners which had been used before this.
Whalebacks at the Soo Locks towing each other a common practice in ore shipping.
Whalebacks were fairly common throughout the early 20th century. 44 of them were built between 1887 and 1898. Twenty-five of the whalebacks built were tow barges, the other 19 were steam powered. Most of them were built in Duluth, MN or Superior, WI as freighters for the iron range. None of them are left except one that is a museum ship in Superior, WI, the SS Meteor. (here is a link to the Whaleback Museum: https://superiorpublicmuseums.org/ss-meteor/)
Whalebacks taking on ore in Escanaba.
When loaded whalebacks were hard to see and were often run into by ships that couldn’t see them. Their hatches tended to leak and bend during stress which made them a hazard. The Whaleback is the forefather to the modern ore freighter that we commonly see now, like the neanderthal to the modern man.
Whaleback in the Soo Locks. A heavily loaded one can be seen behind it.
One whaleback was unique from all the rest. That is the Christopher Columbus, the only passenger whaleback ever made. It was painted white and 362 feet long, the longest ship on the Great Lakes at the time and the longest whaleback ever built. The Christopher Columbus was built to ferry passengers to the Columbian Exposition in Chicago. Thousands of passengers would ride on her and it was said she could hold 4000 at capacity.
The picture below is rare as I think it is the only one in existence. It shows the Christopher Columbus sailing up the Portage Canal at Houghton /Hancock. I believe this is its maiden voyage. It was built in Superior, WI and spent most of its time shuttling passengers in the southern end of Lake Michigan. Once it reached the lower lakes, it seems to have stayed there.
The whaleback, Christopher Columbus sails up the Portage Canal on what appears to be its maiden voyage.
At last it’s here, the audiobook version of Lake Superior Tales. Read brilliantly by Rory Young, he captures the essence of these adventure stories. Hearing these tales adds another dimension to the short stories I created surrounding the unique history of Upper Michigan and the Great Lakes.
Here there are stories of pirates and lost treasure, humor and satire, and a look into the life that once was a part of the Lake Superior frontier. As a Michigan historian I’ve researched most aspects of Michigan History and that research has led me into many directions. I’m mostly known for my non-fiction. Sometimes that research inspires something fictional and a story is born. That is what makes up the pages of Lake Superior Tales, stories inspired by my wanderings and research.
For instance, “Cave of Gold,” the last story in the book, was written in a cabin in the Porcupine Mountains. It was raining and I was surrounded by a lot of mud. Hiking was out. So, I started thinking about hiking, the story starts out with a guy hiking in the woods in the 1800s. Then I thought, what if there was a dead man leaning against a tree? After that it wrote itself. Eventually the rain stopped and I went about hiking but the story was written.
My favorite story of the collection is called the “Wreck of the Marie Jenny.” ( an excert can be heard below). I had written a story called “Bullets Shine Silver in the Moonlight,” (Also in Lake Superior Tales) which focuses around a story about a pile of hidden gold bars from an old shipwreck called the Marie Jenny. I began wondering, how did the shipwreck get there in the first place? I was in the Keweenaw Peninsula in Calumet having a beer at Shutey’s Bar. There were two old guys talking and one was a ship’s captain. He kept saying over and over, “I gotta confess to ya,” and that was how the story was born.
Lake Superior Tales is very close to my heart and to hear it this way as an audiobook is a real treat for me. I hope everyone will enjoy it. Take a trip with me through my collection of short stories, Lake Superior Tales.
“It’s clear that Mikel B. Classen knows and loves the Lake Superior area of Michigan and brings it to life in a delightful way. If you want frequent laughs, unusual characters who jump off the page, and the fruit of a highly creative mind, you’ve got to read this little book.” (Bob Rich, author, Looking Through Water)
“Michigan’s Upper Peninsula is a unique place in this world, and Mikel’s lovely little book, “Tales,” makes that clear. Mikel has long been recognized as a leading proponent of all the wonderful attributes of the Upper Peninsula, and currently he serves as the Managing Editor of the UP Reader. So, seeing him tackle this project does not surprise me. But what I did find exciting is the electricity he captures on every page, and the energy he uses to express it. My father was a lumberjack, moonshiner and “gunslinger” in the UP a century ago,” (Michael Carrier from Modern History Press)
The Lake Superior Transit Company – Luxury Cruising the Great Lakes
S.S. India. One of the cruise ships of the Lake Superior Transit Company, one of several.
These are a couple of old pictures I received for my historical pictures collection. Unfortunately, I have been able to find out very little about this company or these ships. In 1878, they were already in heavy operation across all of the Great Lakes as this lineup of ships from a travel brochure shows. “Lake Superior Transit Company Line of Steamers: India, China, Winslow, Atlantic, Idaho, Nyack, St. Louis, Arctic, Pacific, Japan. (those are ship names, not destinations.) From the Ports of Buffalo, Erie, Cleveland, Detroit, Port Huron, Sault St. Marie, Marquette, Houghton & Hancock (Portage Lake), Duluth.” They were part of a fleet of luxury cruise liners for “high society.” They sailed from the late 1800’s through to the early 1900’s. They consisted of fine dining, formal staff, and exquisite drinks. The picture below illustrates one of the luxury dining rooms on board of one of their ships. A passenger could sail from Detroit to Duluth for $25 or $40 round trip. The fare was good for three months for round trip. This was the way to see the Great Lakes in the height of fashion.
Lake Superior Transit Company Postcard from one of the ships.
