A. B. Ward

Ships of John Gregory

John Gregory built the tug A. B. Ward (US No. 388/381) at the Miller Brothers’ Shipyard in Chicago on April 30, 1866. Her gross weight was thirty tons. Her owners were Justine Bowman and John A. Crawford both of Chicago. Her original master was Frank S. Butler.

When vessels were first assigned Government Numbers in 1868, the A. B. Ward was assigned No. 381. However, the number was indicated as 388 in the April 29, 1872 enrollment. No. 388 was in use until April 28, 1893 when the number returned to No. 381.

A. B. Ward was a composer during the Civil War. He wrote “The Brave Volunteers’ Quickstep March” in 1861.

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RIGHT:

Chicago Tribune, July 25, 1865

The tug, A.B. Ward, having on board Governor Oglesby, Col. Bowen and Col. Snyder of the Governor’s staff, U.P. Harris, Dr. Brainerd, several members of the Common Council, and the usual sprinkling of representatives of the Press, was the first to make the circuit of the crib, and soon with the tug Continental (US No. 4352) took a “line” and commenced to tow out the crib to its final resting place. This occupied about an hour and a half, the journey being rendered rather disagreeable by the drizzling rain which set in, and a decent swell, which, however, did not materially retard progress. Before noon the crib was in position, two miles from shore, in the middle of the anchors put down several days before, and whose places were marked by buoys, the lines cast off, and the tugs preparing to return to the city.¹

Chicago Tribune, September 12, 1866

The tug A. B. Ward, Captain Barber, is in Miller Brothers’ dock, and will be out in a few days.

abward

Inter Ocean, July 29, 1881

A report that came up town from the harbor yesterday afteruoon was to the effect that the hulk of a steamer of some kind had been itowed in, which had been burned outside. Everything was charred and in ruins to the water’s edge, and the craft was stlil on fire. There was no spot on her where any one could stand; Do one was in sight on board, and it was likely that there had been horrible sacrifice of life.

The Ward’s Report.
The first tugman met by the reporter on repairing to the wharfs was Captain Frank Butler, of the tug A. B. Ward. His report was to the effect that the burned and burning craft was the fine steambarge G. T. Burroughs, Captain R. A. Davis, bound for Chicago with a cargo of lumber, excelsior (shavings for mattresses, etc.), and miscellaneous stuff from Grand Haven, on the east shore of the lake. The Ward, towing the barge Ataunto at the time, sighted the Burroughs on fire at about 10:30 o’clock in the morning, fifteen to twenty miles off Grosse Point in the lake. Dropping the Ataunto’s line, the Ward immediately started to the rescue. The Burroughs was all in flames amidship, and Captain Butler feared her crew were already perishing. Arriving near the burning steamer, it was seen that a number of the crew and passengers had left her in one of the small boats—eleven in all—but

Others Were Still On Board.
The steambarge Fayette was near, but had not yet done anything toward relief. Those still on board were Captain Davis, a little boy, and two of the crew. A line was made fast to the little fellow, and he was let down and quickly taken aboard the Ward. When first seen the terrified child had his head out of one of the cabin windows, and there were flames behind and all around him, so close that his hair was burned off. Captain Davis, it seems. had returned to save the boy, and succeeded in doing so.

Afterward the captain and the others made the dangerous leap into the lake, but they were safely got aboard the Ward. All this time the Burroughs was moving ahead rapidly—at least eight miles an hour—and these rescues were no easy task.
The engineer left the engine-room when the fire was first discovered to go below and start “the pony” to play on the flames, and could not afterward get into the engine-room to direct the engine. On the burning craft ploughed, and the breeze speedily enveloped her in flames from stem to stern. It was a terrible sight, but a beautiful one. It was not known at the time how many of the crew—or rather, if all of the crew—had escaped, and there was the greatest anxiety and confusion. The Fayette was slow in rendering assistance, owing to a mishap. In the launching. one of her small boats, with two men in it, capsized, and it was some time before it was righted. Fortunately the men saved themselves. It was finally learned that all of those on the Burroughs were safe, and the Ward, after picking up the boat-load of eleven, took the Ataunto in tow, and came into the bar-bor, leaving the Fayette to

Chase The Burning Burroughs,
and do what she could with her. Captain Davis insisted upon it, and was transferred to the Fayette’s boat, and thence to the Fayette. On sped the engineerless Burroughs, with the Fayette now some distance in her wake, and Captain Davis urging the master to crowd on steam, and the crew all forward eagerly watching events. In his report the Captain of the Fayette says, as every one will agree, that it was a most daugerons feat to take any craft in tow while moving at the speed the Burroughs was, and it was a hundred fold more dangerous to

Capture a Burning Steamer.
There was a chance of collision and a greater chance of the Fayette taking fire also. He was determined to do it, however, if it was within the range of possibilities, and the race was kent up, the rescuing steamer keeping as close as possible without endangering herself, and watching her opportunity. All the money Captain Davis had in the world was invested in the burning boat, and he had not one cent of insurance. This fact prompted Captain Flood to use every exertion. Davis’ clothing and hair and whiskers were singed, he was all begrimmed, and ought to have been tired out with all he had gone through, but there he stood on deck as fresh as if he had just arisen from a refreshing sleep. He was very much excited, however, and seemed hardly able to contain himself as be saw his fine steamer (and his hard-earned little fortune) burning up before his eyes without the ability to stay the work of dessruction. Suddenly the

Burrough’s Engines Ceased to Work,
and Captain Davis did a hormpipe in his glee, for he knew the steam bad exhausted itself and she would soon stop now. He was right. In the course of a few minutes the burning boat came to a standstill, and a line was quickly made fast to her from the Fayette, then took her which in tow, throwing as she much water as could in the meantime from her pony. The two craft proceeded thus for several miles Chicagoward, but the line finally burned and parted, and all the Fayette could then do was to lie by her and do what she could in the way of quenching the flames with her pony engine. “What she could” amounted to great deal, too, as it doubtless saved the hull from total destruction, and Captain Davis is fall of gratitude to Captain Flood.

Finlly the tug Union came steaming out to the rescue. The Union’s line was made last, and the Burroughs, still burning, was towed nearer toward Chicago. The Union brought her hose into play also and

The Flames Were Got Under ControlL
At 3 o’clock in the afternoon the Union and the Burroughs passed into the harbor and up into the North Branch to the Burrouehs” doc All the upper works. were in ruins, and for that could be seen above the was charred wood, stucco that formed part of the cargo, the top of the boiler and part of the machinery. There was still fire aboard up to 7 o clock last evening, and Captain Davis remained on the hulk with a gang of men butting it out, and seeing that what remained of bis once fine boat was made safe.

Captain Davis Report.
The reporter saw Captain Davis on board the jalk last evening. He was laborinz with the neg in getting the lumber out of the hold sad jutting out any fire that might be found. The captain recited the facts of the disaster as follows:

The Burroughs left Grand Haven for Chicago at 10:15 o’clock Wednesday night. Her cargo consisted of 65,00O leet of green maple lumber (a small portion of it on deck), consigned to G. T. Gunderson, Esq., and owned by Kening Henning & Co., the chair manufacturers: 100 bales of ‘excelsior,’ 150 bales of stucco, and a lot of tin axle grease boxes and car covers, all consigned to Ash, Reeves & Co.

The Officers and Crew Were:
Master–Captain R. A. Davis.
Mate—Mr. Wuliam Merritt
Engineer–Mr. Frank Hall. (The regular engineer. Mr. Bift, was not on board tbis trip.)
Lookout and Watchman—John MeLoud.
Firemen—John Anderson, Richard Dayton.
Stewardess—Mrs. Mack.
All told, the crew numbered thirteen, ineluding the stewardess, and there were four passengers.

Among the erew were James Sweenes, James Maddock, and Charies Sullivan.
Mr. Anderson’s little boy was aboard, and was to save him that Captain Davis returned to the burning steamer and narrowly escaped perishing himself.
It was indeed a case of

“The Boy Stood On The Burning Deck.”
The little fellow proved himself a perfect hero, too. or he would have been lost. When Captain Davis left the Burroughs the first time he thought all were off. Cries were heard and little Willie Williams was seen among the flames The captain returned and, with the aid of Captain Butler and the crow of the Ward succeeded in saving him.

The Burroughs was burning slabs that were wet, and the spark-catcher had to be left of the smoke-stack, The fire was first discovered at 10 minutes past 9 o’clock yesterday morning, and it is supposed it

Originated From a Spark
failing among the bales of “excelsior” shavings. Immediately upon the discovery, the engineer dashed down below, started the “pony,” so that water could be thrown, but so rapid were the flames that on returning he could not enter the engine room. The whole after part of the steamer, from midships—where it started—was on tire. She was going at the rate of eight or ten miles an hour, and continued going, for there was no way of reaching or controlling the engine. If it had been possible to get into the engine room it might have been different, and still I don’t see that we could have helped the matter much, except perhaps there would not have been so much damage to the passengers and crew in getting off. The tug Ward and the steambarge Fayette did nobly, and

I Want to Thank Their Captains.
Ths Fayette’s boat would have reached us sooner had it not capsized when it was being lannched. The Fayette afterward rendered splendid service, and nothing is too good too say of Captain Flood. The tug Union also did
excellently. I have lost heavily, but I thank God no life was lost. There were eleven in our boat that put off, and the mate was in charge of it. Among
them were the four passengers, the stewardess, Mrs. Mack, and others. I then thought there were four of us left aboard, but that little hero, Williams, made a fifth. We expected to be able to use the other boat, but the roof of the cabin fell, and

The Boat Went With It.
Captain Butler, of the Ward. was just in time, I tell you. One of the passengers was a scene painter, but I don’t recollect bis name. It was on the
books but the books of course were destroyed. However, all were saved and it doesn’t make much difference. None of us saved a stitch except what we bare on, or saved anything. It all came so sudden. In my desk was $155 or $160, part of it gold. The boys found some of the gold this evening, all melted up. We have had considerable bad Juck, when this disaster is taken: into account. My partner in the the ownership of the Burroughs is Mr. L. Brundage. of this city. We both reside here, with our families. A short time ago Mr. Brundage suffered a stroke of paralysis, and a week ago be

Went Insane,
and was sent to the asylum. Urging the captain to keep up a good heart in bis misfortune, the reporter here withdrew. The upper works of the Burroughs are all gone. The ceiling of the hull is burned, the upper edge all along, shelf piece, etc.
The hull below, however, is in good shape. It is thought that the boiler and engine are also in good shape. wat this could not be definitely learned last evening, owing to the debris cover-tag them. The lumber in the bold is dirty, but is nut burned; all the other cargo is a total loss.

The Burroughs was built in Chicago last winter, at a cost of $18,000, both Brandage and Davis patting all the money into they had in her. She was of
medium size for the lumber trade on this lake, was well fitted and found and classed A 1½.
NO RACE.
It was stated during the day yesterday that at the time she took fire, the Burroughs was racing with the Fayette, in whose company she was, to see which would get into port first, but both the captains deny that there was any race at all.

Chicago Tribune, August 21, 1881

The most fearful and destructive accident that ever happened to a tug-boat on the Chicago River has to be chronicled this morning. Yesterday, a few minutes before 6 a. m., the tug-boat A. B. Ward, then engaged in towing the barge Adams (US No. 85393) to the lake, blew up at the Clark street bridge, the result being the loss of three lives and the destruction of their $20,000 worth of property.

The barge G. W. Adams, heavily loaded with grain, was being towed toward the lake. She had on board over 60,000 bushels of grain,and was taken out by two tugs. One of these had the tow-lined, and the other, the ill-fated A. B. Ward, held the stern-line, and was supposed ti regulate the speed of the vessel. The tug in the rear had only to help the barge through tight places, such as bridge-graws and the like, and did no towing, Yet just as the barge and its convoy reached the Clark street bridge, while passing through the north draw a sudden explosion shook the air.

There Was One Great Crash,
marking the annihilation of the tug Ward, and then an ominous silence. The boiler of the Ward was projected 150 feet, and in its progress cut down the heavy piles in front of the bridge as if they were straws. Splinters, parts of the deck and upper-works of the tug, and fragments of its hull were hurled through the air. Thirty seconds later there were a dozen boats in the water. The Clark street bridgetenders, just as soon as they realized their precious lives had been spared, got to work and threw planks in the water for the victims to catch on to. Three of the crew of the tug were recovered alive. Michael McDonald, fireman, and Frank Winegard, the cook, escaped with slight damage. A Greek sailor, who was the sole occupant of a yawl, which was towing astern of the Adams, also got off with a few bruises. Capt. F. S. Butler, who was in charge of the A. B. Ward, was

Blown Through the Air
and fell on the deck of the Adams. That vessel was towed to the nearest dock at State street, where it found that Capt. Butler’s injuries were such as would undoubtedly prove fatal. His head was terribly lacerated, although the skull was not fractured, as was first supposed, and there was scarcely a square inch of his body but showed a contused wound. He was taken to his house, No. 529 Hulbert street, and no hopes are entertained of his recovery.

Within three minutes from the time of the explosion the tug lay at the bottom of the river. Buried, with it were the bodies of William McDonald, the line-man, and William Weston, the engineer. The latter was recovered later in the day. But McDonald’s body is still in the wreck, which has been towed to Miller’s dry dock. The engineer’s body was brought up by Capt. Peter Falcon, who said it was no use attempting to recover the other body until the vessel was docked. Capt. Butler had a wife and three children. McDonald had a wife and one child, residing in Ogdensburg, N. Y.

The Fated Tug.
The tug Ward was built in 1866. She was believed to be a staunch and reliable vessel, and was inspected April 22, and stood an hydrostatic pressure of 165 pounds to the square inch, which is far above anything that should have been called for in ordinary use. The boat was owned by John A. Crawford, John Bowman, and Frank S. Butler. It was valued at the $6,200, and was not insured.

The Cause of the Explosion
is shrouded in mystery. An engineer who examined the boiler as it lay under the bridge offered to stake his professional reputation that everybody had been asleep, and that there was but one drop of water in the boiler. He alleged that engineers and firemen were required to work twenty hours per day, and therefore could not possibly attend properly to their business. It appears, however, that Capt. Butler and his crew quit work early on Friday, and did not go on duty again until 5 o’clock in the evening.

Strange Experiences.
There were some strange experiences recorded. Everything north of the bridge was cut down to the water’s edge. The sidewalk for a space of twenty four feet was blown into the air, and two men who were standing upon it found themselves in the road in short order. The safety valve of the Ward, weighing some forty or fifty pounds, was landed in the Northwestern freight house, east of Clark street. A five foot length of supply pipe was blown over the barge and settled in Pat O’Brien’s saloon, twenty feet from the road, but fortunately did no harm. Ha the accident occurred an hour later, when Clark street bridge is crammed with pedestrians, the loss of life would have been frightful. Traffic over the bridge has been stopped, and can scarcely be resumed before tomorrow.

Michael McDonald, the fireman, and Fred Winegard, the cook, were picked up by a tug as they were clinging to the wreck of the sunken vessel. Both men were scalded and burned, but not seriously. The Greek, who was in the yawl, and who is known only as “Charley,” was

Badly Shaken Up,
but not seriously injured. The Captain has been in charge of the boat since she was launched in 1866, and has the reputation of being one of the most careful and temperate seamen in the harbor, thoroughly reliable in every way. He was at the wheel when the accident happened, and landed on the deck of the Adams with some spokes of the wheel in his hand. The fireman, cook, and linesman were attending to their duties at the time, and there seems to be no reason to suppose that there was any neglect shown. The tug was supposed to be in good shape, and the boilers had been inspected and pronounced sound. The vessel was overhauled and repaired last spring, and was in good condition.

There is a great diversity of opinions among tugmen with respect to the cause of the disaster. Several said that

The Practice of Overworking Engineers
was responsible, and others claimed that this was the one of the mysterious “blow-ups” which periodically occur, without rhyme or reason, and defying all explanations of practical men or scientists.

Two jagged projections, parts of the upper works of the tug, showed where she lay, but in the afternoon the entire debris was removed to Miller’s yard. Probably a scientific examination of the boiler may throw some light on the cause of the explosion. The engineer of the tug, Kramer, who examined the wreckage, said, said there was no water in the boiler when the blow-up occurred. The pipe which was blown into O’Brien’s saloon showed an old fracture, oxidyzed all through, and it seems that the fixtures, at least (leaving the boiler out of the question), were not in good shape. The owners of the vessel state that they cannot account for the accident, and that they believed the Ward was in first-class shape.

The approaches to the bridge were crowded all day, although it was difficult to say what the people hoped or expected to see. The operation of the divers were watched with breathless interest, and the crowd spent the afternoon discussing the causes and the probabilities of the blow-up. A man who alleged that he was standing on the west side of the bridge, just over where the boiler cut into the woodwork, and who claimed to have been blown into the middle of the street by the force of the concussion, related his story to all and sundry, but varied his yarn so greatly that after a while the people began to drop on him, and his chances for beer diminished in like proportion.

At a late hour last night Capt. Butler was lying unconscious at his home, in a heavy stupor. His physicians did not think there would be any change in his condition for forty-eight hours at any rate. It appears that Capt. Butler is subject to epileptic fits, and what is feared is that his injuries will bring on one of these fits, and that it will be very likely to end in his death.

poster

Chicago Terminal Transfer Railroad Bridge

Inter Ocean, August 23, 1881

THE EXPLODED TUG.
Captaln Butler Apparently Doing Well—Investigating the Accident.
The reporter who called at the residence o Captain Frank Butler last night was informed that the captain was doing very well. The house was crowded with relations and friends.

During the day yesterday the wreck of the tag Ward was towed up into the North Branch, where, finally, some disposition will be made of it The owners will have to decide whether the Ward is rebuilt into herself again or abandoned. Her machinery is all right, and the boiler can be repaired.

The Government boiler inspector in Chicago has investigated, so far as he can, and as yet finds nothing as to the cause of the explosion. There was a certificate aboard the boat pronouncing her A1 in boiler and hull. This certificate was signed by both the Chicago inspectors. The investigation will be in the hands of these two gentlemen, and it is not likely they will find themselves guilty of anything.

The Coroner’s inquiry will commence to-day. Supervising, Inspector Cook arrived in Chicago last evening.

Cleveland Herald, August 24, 1881

The remains of the tug A. B. Ward, that was blown up at Clark street bridge Saturday morning, were got into Miller Brothers’ fry dock yesterday morning, and an examination made. None of the deck forward of the tow-bits remains, and, with the exception of her engines, she is pretty cleaned out. The body of the engineer, William Wilson, was not found in the wreck, nor was it found in the river. Further search will be made for it today.

Captain Butler was resting much better yesterday, and there is good reason to hope he will fully recover from the terrible shock received.

Inter Ocean, August 27, 1881

The Ward Disaster.
An inquest was held yesterday at the Coroner’s office on the bodies of the late Martin Wilson and W. McDonald, who came to their deaths through the explosion of the boiler of the tug A. B. Ward Saturday last, the particulars of which have been fully given in The Inter Ocean. The Coroner selected the jury with unusual care, the members being all either boiler makers or practical engineers. There names were: John Davis, machinist foreman; R. Tarrant, engine builder; W. P. Lundy, tug engineer; W. T. Buschick, boiler maker; and Thomas Glennon, boiler maker. Promptly at 3:30 o’clock they were called to order.

The Sole Survivor.
The first witness to be examined was the fireman, Michael McDonald, of No. 115 East Indian street, the sole survivor of the accident. He said he had been fireman for the last five years and altogether had been employed on tugs for upward of eight years. He knew William Wilson and W. McDonald, the deceased. Wilson’s occupation was that of engineer at the time of the accident, previous to that had been fireman for a long while. McDonald was a linesman. The witness was on the tugboat A. B. Ward when the accident occurred; that was on Saturday morning, the 20th last, at a few minutes before 6 o’clock. The boat was just abreast of the Anchor Line office, between LaSalle and Clark streets, about 100 feet from Clark street bridge. He was sitting aft between the bits, and the boat had just commenced to move down the river, when he saw a cloud of smoke and heard the report, and was then struck with a piece of boiler on the hand and slightly injured. The last time he looked at the fire was at the Randolph street bridge, ten minutes before the explosion took place. The fire, which had been up all night, was not heavy and the door was closed. He then threw six or seven shovels full of coal on. They had been running since 3:30 o’clock in the morning, and an hour and a half after lay by the Iowa elevator between Fourteenth and Sixteenth streets. The engineer went off duty at 6:30 o;clock Friday night and came on board again at 3:30 o’clock. The other hands slept on board the boat.

Not His Business.
Witness did not observe the water gauge nor try the cock when fixing it; it was not his business, and if he were to interfere with the engineer’s duty he would not have long to remain o board. There was never any difficulty in getting water into the boiler, but they could not get water by the pump connected with the engine when the boat was laying still. This was a pony engine, but it was not working when they were on the boat. Shortly after they passed Lake street bridge he noticed two gauges of water in the boiler, the pump was then working. The tug was not blowing off steam, nor did he know how much was on. They usually carried 112 pounds. Did not know whether she hasted, but if she did was sure it was to starboard. He heard the engineer try the gauges when she was lying off the Iowa elevator. The boiler got a thorough overhauling the Sunday before the accident, and the engineer then examined the stays and braces, and said they were then as sound as the day they were put in her. Witness was talking to the cook at the tie of the accident, and did not remember whether she was blowing off or not. The engineer was not in the habit of carrying low water; generally carried two gauges, He did not observe any steam coming off except exhaust steam. She had only started and had made few revolutions when the explosion occurred.

In Good Order.
Knew that the water glass and gauge cocks were in good order. There were sixty pounds of steam on the last time he looked at the gauge. The helm at the time of the accident was put to starboard to get the boat round, and of course the strain on the line would list her to starboard, and the gauge cocks were on that side. They generally had two fires onm but that depended on the amount of work. The fire this time was light. The last time the engineer examined the boiler witness looked at the plug in the back connection; got within two feet of it, and it looked all right. The boiler was cleaned but ince during the time he was on her. The engineer never had any trouble to keep the engines in good order. The surplus water going overboard would be one-third of the pump. When he commenced to fire there were two gauges of water in. Knew that the engineer used to blow the dirty water out of the glass frequently to keep it inn order, and it was perfectly tight. As to the plug it was inserted in the bottom, and no metal had melted out except in the lower parts. When they last cleaned the boiler the engineer took off the manhole plate and thoroughly examined everything, but did not find any leaks in the crown sheets or elsewhere.

John Moore.
The next witness to be called was John Moore, a boiler-maker of some thirty-five years’ experience. He testified to having built the boiler in question in the spring of 1877. It was 5 feet 3 inches in diameter and 12 feet in length, and made of the best description of iron. The crown-sheets were stayed by 4½ to 4 inch iron. He had seen it since he made it, and had twice repaired it; in both cases fixing the stays. Last examined it a year ago; no repairs were then done to the boiler. All the stays run clean up to the dome from ground sheet. In his opinion the explosion must be attributed to low water. The water was not sufficient to cover the whole surface that was surrounded by fire, and so more steam was generated than the boiler could hold. The fire must have cracked the stays off. He examined the boiler the second day after, and it looked as if the intense heat had been in the fire-box. The flues were bad, but the smoke-box seemed all right. The floor sheet was cracked right across from the crown sheet to the lower rows of flues. He could not tell from appearances how low the water was. The hot iron would, of course, generate steam too fast, and also weaken itself and cause a sudden contraction. If the water was below the crown sheet it would be raised to the top of the boiler snd then come down suddenly, generate steam very fast, and cause a concussion. In his practice he had never observed crown sheets without stays on.

Stewart H. Moore.
Stewart H. Moore, United States Inspector of Steam Vessels for this district, was then examined. He said he renewed the license for the A. B. Ward on the presentation of certificate. This boiler was inspected on the 29th of April last. It was then in good condition, and could bear high pressure. The boiler had passed their inspections previously. In the course of the last inspection it was found fully equipped with everything that was necessary. It had extra safety valves, a fusible plug, and was well constructed—in fact, an A1 boiler of the kind. It was then subjected to a pressure of 165 pounds to the square inch, hydrostatic measurement. There was nothing defective, though the day previous a stay had come away. This, however, was usual. It was very difficult to get the same strength in all the stays. If one was a little slack it threw the strain on the rest. Witness thought the cause of the present explosion was low water, and this seem indicated by the fact of the crown-sheet giving way in the strongest part.

Some Indications.
The largest dent was on the end, straight across from the fire-box. The safety valve was hurled 700 feet further than the rest. This valve was examined on the 21st last, and when tested noted thoroughly. He had the bulkhead door removed to get at the fusible plug, and found it was inserted from the top of the smoke-box. There was no tin remaining in it. The plug wouldn fuse at 450 degrees of heat. It is put in as a precaution against low water. There had evidently been no metal in it for some time. When this plug was not attended to it was worthless, and if it remained unexamined for a month a scale to the depth of one-eighth of an inch would form. This would enable it to stand an extra pressure of 175 pounds.

Caused By Low Water.
The explosion undoubyedly was caused by low water and poor care of the attendants. The water may have been low, owing to the position of the boat, everything to starboard. She was blowing off at the time, and that would raise the water. None of the harbor tugs had draught enough to carry extra heat; the exhaust was outside. In this case the intense heat was thrown directly on the crown sheets. He examined the edge of the plate and found it came apart very irregularly. This would indicate iron of good quality; poor iron fractured in straight lines. The engineer of the boat, W. Wilson, applied for a renewal of his license last May; he had a special grade, which allowed him to take charge of boats, for $5. A chief engineer’s license would be $10. He applied for a renewal, not for a raise, and was not required to have an extra examination. On inquiry, witness found he was entirely sober and regular in his habits, and never before had any ill luck of any kind. He was examined by witness’ predecessor, J. B. Ferrand. The license required an engineer to have had five or six years’ previous experience, and to have a knowledge of the construction of engines. It might have been a matter of chance that he let his water run low. Many run this chance, especially in a stern-tow, which was not cared for, as without extra appliances one could not supply water. He probably thought his boat would be equal to the emergency.

Carlysle Mason.
The next witness called was Carlysle Mason, who has been an inspector of boilers for the last forty years. The present boiler was built at his works. He had heard the testimonies so far, and thought that the water must have been low. The boat standing still allowed theb water in the boiler to receive a heat greater than the gauge indicated. In some cases the water would indicate 450 degrees when the glass would show but 300. He thought the rolling of the boat when she started caused the sudden generation which resulted in the explosion. He also thought that the boiler had not been perfectly taken care of, and that the plug had not been looked after, which would have prevented the accident.

Joseph Cook, Supervisor of Boilers for Detroit district, was then examined. He also attributed the explosion to low water, although the testinony of the fireman did not point that way. It might have been that crown-sheet was covered with dirt, and that it was burned enough to keep the water from cooling the iron, which would be so heated, and consequently weakened, that all would go, There was no doubt that there was negligence with regard to the soft plug.

John S. Murphy.
The last witness to be called was John S. Murphy, a boiler maker of twenty-five years experience. He had also been a boiler inspector for the city. He thought that nothing definite had been stated about the water in the boiler. The gauges often indicate a supply of water when it is not there. The explosion, he thought, was due to overheating of the crown sheets, and consequent weakness of the boiler.

Captain Crawford, the owner of the boat, was present, but could not add anything further to clear up the accident.

An Alleged Verdict.
The jury then adjourned, and after a consultation of about half an hour found a verdict as follows:

A. B. Ward

Chicago Tribune, March 7, 1882

Capt. Frank Butler, who was seriously injured by the explosion of the boiler of the tug A. B. Ward last summer, has fully recovered, and will again command the Ward, which has long been entirely rebuilt.

Chicago Tribune, June 10, 1882

The Captains of the tugs Tarrant, Protection, and A. B. Ward are to be presented with chromos today by the Tugmen’s Club, each of them having towed in two vessels apiece yesterday at one tow. The funds to purchase the chromos will be raised by assessing the Captains of tugs who got “skunked.”

Chicago Tribune and Inter Ocean, August 18, 1904

Driven at high speed—said to be thirty miles an hour—toward the Rush street bridge when the bridge was open, an automobile containing three men and a woman—suddenly panic stricken and screaming with fright—plunged from the south abutment of the bridge thirty feet to the river last night and sank from sight.

All were rescued through the heroism of a sailor, who dived from the abutment immediately afterward. He was assisted by the crew of a passing tugboat. The accident occurred at 10:50 o’clock.

Four in the River.
The occupants of the automobile were:

Burroughs, R. C.

Ganong, A. P.

Willens, John D.

Willens, Mrs John D.

The Tennessee and Mississippi people, like many others from the southern states, had come to Chicago to enjoy the August weather, for which the city has become famous among the people south of the Ohio river.

Start for Lincoln Park.
The ill fated machine was a large tonneau, in which the party, as guests of Mr. Burroughs, had left the Automobile club in Michigan avenue at 10:45 o’clock for an evening run to Lincoln park.

As the automobile, driven by Burroughs, rounded the turn in Michigan avenue on the east side of the Hoyt building the Rush street bridge was swung to allow the passage of the steamer Owego, towed by the tug William Dickinson, Capt. Charles Roach.

The chain that bars the way of vehicles on the south side of the bridge when the structure is open had not been placed in position and the occupants of the approaching machine did not see their peril until within thirty feet of the open draw.

Warning Comes Too Late.
Bridgetender Charles Hangel, who stood at one side of the bridge, was first to shout a warning to them.

“Stop—for God’s sake, stop!” he shouted. “The bridge is open! The bridge is open!”

The cry was repeated by a party of sailors who stood nearby, but the occupants of the automobile were powerless to heed it.

With death apparently just a few feet ahead, Burroughs rose to his feet with a cry of terror and tugged at the steering wheel. The scream was echoed by his companions, and the woman, seated beside her husband in the rear seat, seized the tonneau door as if to spring to the pavement.

“Help!” she shouted once.

The automobile, answering to Burroughs’ tug at the wheel, swerved quickly to the east side of the approach, and for the second it seemed to the persons near by that the plunge into the river was to be avoided.

Plunges Over the Edge.
Then, as the distance shortened, Burroughs apparently lost his presence of mind and shifted the steering handle. The machine careened abruptly to the center of the road, dashed with undiminished speed to the open draw, and shot into the air twenty feet above the water.

The crowd in the street rushed to the abutment in time to witness the downward plunge of the automobile and its occupants. In the light of the rear light of the machine itself they saw for an instant the face of the woman, who had turned about and whose hands hung over the tonneau. The men were crouching in the bottom.

Then the automobile fell, making a complete revolution before it struck the water. Shaken from their positions in the bottom of the machine, the three men were thrown against the. canopy top and the women, hurled some distance to one side, sank from sight in the water.

Sailor Dives to the Rescue.
The splash as the automobile struck the water with its three remaining occupants was succeeded by another. Louis Mohr, a sailor, 20 years old, who had been in the crowd in the street, had jerked off his coat as he saw the machine rush by and dived into the water when it plunged from the bridge abutment.

Mohr reached the water an instant after the automobile, and, rising to the surface, dived again and brought Willens to the surface. Within a few feet of him he found assistance in the crew of the Dickinson, which had cast off its line to the steamer and headed for the spot where the automobile had sunk.

On the side nearest the sailor in the water stood Capt. Roche and several of his men with grappling hooks. Mohr, swimming toward the south shore with one hand grasping Willens by the coat collar, at first did not see them.

“Give him here,” shouted Roche.

Brings Woman to the Surface.
Mohr obeyed, and as the captain seized Willens by his coat with a grapling hook and drew him with the assistance of his men to the deck, the sailor once more dived into the water. For almost a minute Mohr remained beneath the surface and then emerged with Mrs. Willens in one hand. Then he attempted to swim toward the tug boat, which had drifted some distance from him.

Exhausted and handicapped by his burden, Mohr made no headway and was on the point of sinking when a long pole was thrust him from the tug boat. The sailor grasped it and drew himself and the woman to the boat’s side, when both were seized and lifted to the deck.

Burroughs and Ganong had managed in the meantime to keep themselves afloat and they also were rescued by the tug crew.

All in Serious Condition.
The tug was run to the dock and the whole party was taken in a police ambulance to the Stratford hotel. The hotel doctor, Halstead Scott, was summoned, and the injuries of the touring party were examined. Mr. and Mrs. Willens were delirious and Burroughs remained unconscious. All had been bruised about the head and arms and were suffering extremely from shock. Over Willens’ left eye was a deep gash and Ganong’s left wrist was severely sprained.

At 2 o’clock this morning Burroughs and Willens were still unconscious and Mrs. Willens was delirious. Her condition is considered critical. The men are expected to recover. How severely Burroughs is can not be determined until he regains consciousness.

D. A. Scott of Clarksdale, attorney for the Illinois Central railroad In the and father-in-law of Ganong, had a talk with Ganong at his room in the hotel after the accident. Ganong told him there was no light displayed warning them of the danger. He said they were not aware the bridge was open until they were almost on the brink too late to stop the machine.

Tries to Save His Wife.
In recounting the accident disconnectedly to his father-in-law. Mr. Ganong said when the automobile plunged over the brink of the river Mr. Willen seized hold of his wife, and that she reached the water clasped in his arms. Willen, said Ganong, tried first to keep her at the surface but loosed his hold of her when he became unconscious. rescue followed.

The statement that no warning light displayed was ridiculed by the bridgetender. On either side of the power house surmounting the framework of the span is a red light. These show up and down the river when bridge is closed and when it is swung flash down the streets to the north and The bridgetender declared these damps lighted as usual last night.

Mobr Hides After Rescue.
Mohr went to his hotel at 4 River street after the rescue, where he locked himself in his room and told the clerk that he was to be reported ill in case any one came to see him.

“I don’t want to have a lot of people making a fuss over me,” he told the proprietor. “It wasn’t any trick when a fellow’s a swimmer like I am.”

Following a report that the automobile had had five occupants and that one drowned, the life saving crew spent some time in dredging the river near the end of the bridge, but found no body. The automobile still reposes at the bottom stream.

Chicago Tribune and Inter Ocean, August 19, 1904

The tug A. B. Ward in the rescue attempt of a car plunging in the Chicago river at Rush Street Bridge.

Enrollment surrendered at Chicago, March 27, 1911, “Machinery taken out and hull converted to a house boat without motor power.”

London House building

NOTES:
¹ It seems that there was a tug named “A.B. Ward” previously. According to the Chicago Tribune, December 24, 1860, a tug named A. B. Ward was in dry dock. A. B. Ward was a music composer during the Civil War era. He composed “The Brave Volunteers’ Quickstep March.”

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