The new cover for my book Faces, Places and Days Gone By, a Pictorial History of Michigan’s Upper Peninsula.
This new book 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
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.
by Mikel B. Classen. Photos from the Mikel Classen Historical Pictures Collection
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 dissapated 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 travellers. 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.
All 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.
Pictures are from the Mikel Classen Historical Pictures Collection except portaging picture from sign.
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 river 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 ardous 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.
Images are from my personal historical photos collection
Whalebacks were used to haul cargo across the Great Lakes.
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, schooners had mostly 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. 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.
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.