The large lake tug Joseph Perrett (US No. 76400), which was built in the Rand & Burger shipyard at Manitowoc (known today as Burger Boats) in 1881 by John Gregory, for the Marinette Barge Line Company, received her machinery and completion at Twenty-second Street. She was 160 feet long, 29 feet beam, and 13 feet hold, of 537 tons. She was provided with two compound engines of, respectively, 27 and 44 inches diameter and 40 inches stroke, built by the Detroit Dry Dock Company. She has a marine tubular boiler of 11 feet in diameter and 17 feet in length, of Otis steel, 47 inches of a tensile strength of 60,000 pounds to the square inch. She was allowed a steam pressure of 85 pounds. Her cost was upwards of $40,000. She was commanded by a worthy gentleman, after whom she was named, who will begin the season’s operations at once. She was first enrolled on April 18, 1882 at Milwaukee. WI.
The J. C. Perrett
1881
Chicago Tribune, April 13, 1881
TO BE BUILT HERE.
Although no definite announcement has yet been made, it seems to be taken for granted in well-informed circles that the new tug for the Marinette Barge Line Towing Company will be built here by the Miller Brothers. She will be of the same dimensions, and in every other respect except machinery a perfect counterpart, of the Peshtigo Company’s tug now on the stocks. Capt. Joseph Perrett, who has charge of the tug Bismarck and barges comprising the Marinette Company’s fleet, is at present absent In the East examining machinery, with the view of the latest improvements in that line. It is proposed to make her the peer of all the large tugs on the lakes.
Chicago Tribune, April 16, 1882
The new lake tug J. C. Perrett, built at this port last winter, left yesterday on her first trip to Menominee, towing three barges of the Menominee Lumber Company.
Inter Ocean, April 21, 1882
The new tug Perrett and a tow of four barges, and the Favorite with four barges, left again yesterday for Menominee. The Perrett is spoken by all as a most powerful beauty, and her designer, John Gregory, is given great credit.
Green Bay Advocate, April 27, 1882
The new tug J. C. Perrett, to take the place of the Bismarck, arrived on Monday of last week. She is one of the best tugs on the lake and belongs to the Marinette barge line. The hull was built in Manitowoc and fitted up in Chicago. The Bismarck is towing temporarily for the Peshtigo Company.
Inter Ocean, September 5, 1882
DUMONT AGAINST LIFE-SAVING.
Another Case In Point.
Speaking of Steamboat Inspector Dumont’s order against the tug Perrett carrying passengers, the printers made the reporter say yesterday that “the Perrett, could not, under penalty, carry any one, not even a member of the crew.” Mr. Dumont may go as far as that, but he hasn’t yet. What the reporter wrote was “Could not carry any one not a member of the crew.
Inquiries ware made yesterday for a, young mad named Lane Jackson, who. “might have been out on the lake for a pall on Sunday.” His boat is missing, and it is feared he has been lost. This is, without, doubt, the man the tug Perrett passed on Sunday night off the Marine Hospital.
The Perrett having been notified that she must not take any one aboard as a passenger, not even her owners, under penalty of $500 fine, the captain did not dare pick the man up. His little craft may have lived and be been picked up by some outbound craft, but if so the fact is not yet known.
The instructions to the harbor tugs are also that under no circumstances are they allowed to take anyone on board, except members of the crew, unless they have special excursion licenses. A few of the tugs have these special licenses, but most of them are without. The owners say they don’t want to do any excursion business: that they simply tow, and that they are not going to expense for the privilege of burning coal and going out of their way to save lives.
In November of 1882, the Perrett towed the barges Eva S. Robinson (US No. 36462), E. F. Judd (US No. 8938), D. R. Martin (US No. 6134), William Grandy (US No. 26838) and Empire State (US No. 7295) from Marinette, Wisconsin to Chicago. On the return trip to Marinette, she brought back the Marinette (US No. 90766) and D. L. Filer (US No. 35311).
At the Milwaukee Ship-yard on an afternoon in August 1883, the 360 ton scow-barge which has been on the stocks for some months was launched. She was named the Fred Carney (US No. 120559). Her dimensions were: Length, 150 feet; beam, 30 feet; hold 10 feet 6 inches. She was a finely modeled barge, and was able to carry about 500,000 feet of lumber. She was completed and ready for sea on Sept. 1. Her owners were the Marinette Barge Line Company, and she was towed with the other barges of the line, in the Chicago lumber trade, by the tug J.C. Perrett.
The large three masted schooner Bertie Calkins (US No. 2915) collided with the J. C. Perrett on 25 June 1885. Both ships were damaged, but made a port.
Chicago Tribune, August 20, 1895
Car Ferry to Chicago Established.
The tug J. C. Perrett, the most powerful boat of its kind in the lakes, has been chartered to tow the Wisconsin and Michigan car ferries between Peshtigo and Chicago. The first of the ferries is expected here by the end of the week. The Perrett is now at South Chicago being overhauled for active service. With the two ferries in tow the Perrett can probably make eight miles an hour. the boats carrying forty-eight loaded cars. Car ferries have been successfully operated across Lake Michigan, but this is the first project for bringing them into Chicago in direct competition with the railroads between Chicago and Green Bay
Inter Ocean, August 21, 1895
LAKE MARINE NEWS.
Wisconsin and Michigan Ferry Starts for Chicago.
The first car ferry for the Wisconsin and Michigan Railroad left Port Huron yesterday afternoon for Chicago, in tow of the steamer Monohansett (US No. 100156), and is due to arrive here Saturday. The tug J. C. Perrett is now at South Chicago, being fitted out for active service in towing the car ferries between Peshtigo and Chicago. There will be some ceremony attending the opening of the line, but when it will occur will depend on the arrival of the first car ferry. The launch of the big Corrigan schooner at the Chicago ship yard on the Calumet will probably also occur Saturday, which will be made another gala day at South Chicago.The car ferry sank after being launched on account of striking an obstruction on the other side of the slip at Bay City and was subsequently raised. She was then taken to Port Huron for repairs, which were completed yesterday. The second car ferry for the same road will be launched inside of ten days, and, if no accident occurs, will be brought direct to Lake Michigan.
Chicago Tribune, August 30, 1895
Car Ferry Service Inaugurated.
The car ferry service of the Wisconsin and Michigan line was inaugurated yesterday when Ferry No. 1 left South Chicago with its first load for Peshtigo. The new boat did not come quite up to the expectations of its owners, for it was found impossible to get more than twenty-six cars on the deck, whereas it was intended to have each boat carry twenty-eight. Most of the cars of the first cargo were loaded with with coal and the rest with general merchandise. The ferry was towed by the powerful lake tug J. C. Perrett, which has been purchased by the line. Car Ferry No. 2 was launched this week at Bay City and will arrive in a few days to take its place in the line.
Sturgeon Bay, On 1896 May 21 while passing through the canal this evening Car Ferry Transfer NO. 1 in tow of the tug J. C. Perrett, collided with the United States dredging plant. Holes were stove in each of the two dump scows, and the dredge was also damaged considerably. The ferry was not damaged much, and proceeded on her way to Chicago. The accident was caused by having too long a tow line between the Perrett and the ferry. The damage to the dredging plant foot up to about $1,000.
Chicago Chronicle, April 12, 1896
Service of Lake Michigan Car Ferry Transportation Company Begins Wednesday.
The service of the Lake Michigan Car Ferry Transportation Company will commence for the season Wednesday. On that day the tug J. C. Perrett will depart from South Chicago with barges Nos. 1 and 2 for Peshtigo. As the ice crusher, Ann Arbor No.2, has already made a passage through Sturgeon Bay canal and Green bay, it is not thought the Perrett will have much difficulty in getting her barges into Peshtigo.
Marine Record, April 30, 1896
The tug J. C. Ames was formerly the tug J. C. Perrett.
Chicago Tribune, September 30, 1906
The fag end of the southern storm, reaching Chicago, blew Lake Michigan into a fury last night and accomplished a fatal accident.
Three men were drowned when, with scarcely an instant’s warning, the Wisconsin and Michigan railroad car ferry No. 2 turned turtle and sank.
The huge, clumsy craft, laden with thirty cars carrying ore and timber, had just dropped anchor at the north breakwater outside the Chicago harbor, the captain fearing to proceed to his port at South Chicago.
The skipper and two of the crew went with the ill-fated vessel. Three other sailors were saved.
The storm did much other minor damage, especially along the shore, and several fine yachts between Chicago and Columbia clubs were driven from their moorings and injured.
Drowned Off Car Ferry.
- Olson, O. C., captain, residence, Chicago.
Hanson,Gabriel, donkey man, 77 Center avenue, Chicago.
Deckhand, first name “John,” surname unknown.
John Dempsey, the mate, and William Bannell, the wheelman, were picked up out of the water by the tug Perfection (US No. 150609). Norman Kennedy, the cook, was carried for a long distance on some telegraph poles, and was finally saved by the life saving crew under command of Capt. Charles Carland. The six men comprised the crew.
Springs Leak in Heavy Sea.
The boat eventually had sprung a bad leak a short time before it put in at the Chicago harbor, while it was lumbering through the heavy seas that prevailed all the way from Preshtigo, in the Green Bay region of Wisconsin.
Shortly before reaching Chicago at 7 o’clock in the evening the skipper of the ferry boat and Capt. W. H. Welcher of the tug Ames, which was towing it, had a megaphone talk and decided it should be a good deal safer to out in at Chicago harbor until the lake went down. The waves had lashed both vessels like a whip all day, breaking furiously over the bow of the ferry boat and raking it fore and aft.
“I believe I can make South Chicago,” shouted Olson, “but it’s getting dary and I’d rather be sure.”
The Ames towed the ferry boat behind the north breakwater, just outside the harbor, and cast off its hawser as its tow reached the center of the breakwater. The ferry boat dropped anchor. The Ames remained in the neighborhood for nearly half an hour, because Capt. Welcher, as he said afterward, had an idea that Capt. Olson might want him to bring the boat further inside.
Turns Turtle and Sinks.
There was more talk through the megaphones.
“I’ve been sounding her,” yelled Capt. Olson, “and I’ve got three feet of water midships.”
Capt. Welcher asked him if he wanted any help, and understood Olson to say no. A minute later the clank of the big steam pump could be heard above the lashing of the waves.
Suddenly the ferry boat began to whistle for help. At the same moment Capt. Welcher could see that his tow had listed slightly to port. He could not get in on that side and the anchor chain was in his way forward, but he got as near the craft as he could. In less time than it takes to tell it the boat listed several inches further and then turned upside down with a mighty splash.
Tugs Hasten to Rescue.
The Ames put out a boat at once and the tug Perfection and the tug Green hastened to the rescue. Nothing could be seen of the ferry boat except some floating pieces of lumber and two or three dark spots. A blanket of darkness had descended upon the lake and the searchlight of the Ames was all that the rescuers had to work by. The life boat of the United States station at the mouth of the harbor reached the scene of the wreck as soon as the tugs did, and under the command of Capt. Carland pulled Cook Kennedy out of the water. The Perfection saved the two others.
It may be possible to raise the ferry boat and save its cargo, which consisted of fourteen cars loaded with iron ore and sixteen loaded with cedar posts.
Welcher Tells of Accident.
Skipper Welcher said, as he took his supper on the Ames, tied up at one of the Goodrich company’s slips:
- I can’t tell how it occurred We had rough weather all the way down, but Olson’s boat must have been all right, for he didn’t use his pumps more than fifteen minutes during the whole day. He must sprung a leak, and a bad one, but where, no one known.
I didn’t know he had a drop of water in his hold until just after we had cast off, when he yelled to me that sounded it and found three feet of water amidships. There was nothing especially serious in that. He had a big steam pump and started to work it. All of a sudden he began to whistle for help. Then I noticed the vessel had listed a little to port, and before I could turn around the ferry boat had turned turtle.
A man under that boat would-a had to run pretty fast to get away.
I put on my searchlight, and got as close as I could and sent out a boat, but could not pick up anybody. Three of the men were saved, but poor Olson’s gone, I guess, He was a good sailor.
Story Told by the Cook.
The three survivors were carried into a warm room in the life saving station by Capt. Carland and his men and immediately swathed in blankets. A short time later they were able to talk of the accident. Kennedy, the cook, said:
- Although the boat was taking water, nobody had any idea it was going to keel over like this. There is no means of knowing just how we escaped. We don’t know ourselves. Bill, the wheelman, was at his post, and I guess that he stuck there until the boat lurched for the last time. I don’t know his other name.
I had just come up from below, after we had taken a sounding, and found that the water was a little over three feet in the hold. This made us keep an eye out, but nobody thought of danger of the boat going down.
Just after I got up above I felt its keel under me and I saw the only thing to do was to leap. I sprang out as far away from the boat as possible and had taken a couple of strong strokes when it splashed over a couple of feet behind me. Then there was all kinds of confusion as the cars flopped back and. forth in the rough water. I guess some of them must have gone down with the weight of the ore. Those that floated had spilled their freight.
Pioneer of Car Ferries.
The ferry was the pioneer among the car ferries, which have since become so important a factor ir the railroad traffic across Lake Michigan and Lake Erie. It was built, with its sister ship, car ferry No. 1, at West Bay City, Mich., by Capt. James Davidson for the Wisconsin and Michigan railroad as a part of a novel scheme conceived by J. N. Faithorn, which was going to give his little road up in Michigan a through line.
Four ferries were built, and unlike the latter day car ferries they had no power of their own, but were towed by powerful tugs. They were straight from end to end. In general appearance they were much like a section taken out of a switchyard. The cars were attached firmly to the rails to prevent them sliding off into the lake when there was a sea running.
The little railroad finally passed into the assets of the Chicago National bank, and the ferries have run year after year for a decade. The disaster last night was the first serous mishap which has attended their operation, although they have navigated hundreds of thousands of miles.
Green Bay Gazette, January 30, 1908
Negotiations were closed today in a transaction whereby the Nau Tug Line becomes the owner of the steel tug J. C. Ames, operated by the Lake Michigan Car Ferry Transportation company. The tug cost. $50,000 when built and is one of the most powerful in the lake service.
The Nau Line at the same time disposed of its tug Torrent to Adolph Green, the contractor. The Torrent was built at a cost of $35,000. Mr. Green will use the Torrent to tow barges in the stone trade. Both tugs will be turned over to the new owners at the opening of navigation in the spring.
The tug Ames is 189 feet long with a 28 foot beam. She is equipped with a fore and aft compound engine, 21×14×40 feet, and two marine boilers, 9×14 feet. The tug will carry 400 tons of coal. The Nan people will use the tug in the pulp wood service from
Sault St. Marie. In order to secure an idea of the length of the Ames, a comparison with the Fannie C. Hart of the Green Bay Transportation company which is 145 feet long, may be made. The Ames is equipped with electric lights throughout and carries a searchlight.
The tug Torrent is 123 feet long with a 20 foot beam. She has a high pressure engine, 27×30 feet and a fire box, marine boiler. 9½x14 feet.
The prices paid in each of the sales are private
The J. C. Ames
1916
Green Bay Press Gazette, May 24, 1917
Sale of its fleet of three tugs, J. C Ames, L. T. Brogan and Erna (US No. 136427), to S. W Murphy, Appleton, was announced today by the Nau Tug line, Green Bay, through George D. Nau, chief owner and head of the business. The boats represent a big, investment, but the purchase price is not made known.
Paper mill interests in the Fox river valley are buyers of the boats. Identity of all purchasers is not disclosed. It is known that W. S. Taylor, of the Pulp Wood Supply company, will be manager of the boat business, in another year. Mr. Nau has been engaged to act as manager this season. A corporation will be organized by the Appleton men to operate the boats, chiefly in the towing of pulpwood from the Sault Ste, Marie district to Green Bay, to be conveyed by cars to the valley paper mills.
The Appleton men also bought 1,200 booms and a steel elevator for handling pulpwood from the Nau line.
Ames Powerful Tug.
The Ames is one of the largest and most powerful towing boats on the Great Lakes. She will be used for out side towing, and the Erna will be used to help make up rafts. The Brogan will be used as a harbor boat, stationed in this port.
The Ames is 162 feet long, with 29 foot beam. 14 foot depth, and is equipped with compound engine, 21x44x42, and two boilers. The Brogan is 90 feet long, with 20 foot beam, 10 foot depth; and is equipped with two engines, 15×15 each. The Erna is 65 feet long, with 14 foot beam, 6 foot depth, and is equipped with engine 13×14
Nau to Retire.
In selling these boats, George D. Nau announces he will retire from the towing business in another season. For twenty-five years he has owned and operated boats on the lakes land Green bay. He is president of the Green Bay Paper and Fibre company, and interested in the Northern Paper Mills, and other business concerns in Green Bay
Dismantled in Manitowoc, Wisconsin and her final enrollment was surrendered at Milwaukee in 1923.
The J. C. Ames
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