The Martin Green (US No. 90018) was the second tug built for Oliver B. Green by shipbuilder John Gregory. She was launched on June 12, 1869 and was named after Mr. Green’s brother, Martin Green (April 24, 1828 — July 31, 1917). Her first enrollment took place on July 7, 1869 in Chicago. Owner, O. B. Green. Master Langley. Tug propellor, one deck, no masts, round stern, plain head.
Chicago Tribune June 12, 1869
TUG LAUNCH—The new tug Martin Green is also to be launched this afternoon, at the yard of O. B. Green, in the North Branch, of this city. She was built by John Gregory, for O. B. Green, and is of the following dimensions: Length of keel, 41 feet; over all, 49 feet; breadth, 13 feet; depth, 6 feet 6 inches; tonnage, 50 tons; cost, $10,000. Her engine is from Vulcan Iron Works, and she is the only tugboat in this harbor which has a single engine.
Detroit Free Press, June 14, 1869
A NEW TUG.—The new steam-tug which has been building for Mr. O. B. Green, at his yard, will be launched to-day at 4 p.m. Mr. John Green (sic), her builder, laid the keel on the 20th of last March. Her dimensions are, length of keel 41 feet, and 49 feet over all; breadth of beam 13 feet; depth of hold 6½ feet; new measurement 50 tons. Her engines were manufactured by the Vulcan Iron Works, and she will be the only tug in this port having a single engine. She has been named the Martin Green, and will cost, when finished, $10,000.—Chicago Repub.
The Chicago City Council made it unlawful for bridges to be open during the morning (6:00 AM – 7:00 AM) and evening (5:30 PM – 6:30 PM) rush hours.
Chicago Evening Post, August 24, 1869
The Tugs of War.
Three tug captains, representing the Monitor, Martin Green, and Preston Brearly, got into an altercation with a couple of painters in a saloon on South Water street, near the foot of LaSalle, last evening, and began to throw tumblers and other articles about promiscuously. It is said the painters, although outnumbered, fought nobly, and after a lively brush drubbed the tug men well, but were attacked by reinforcements of boatmen, and another hard tug at fisticuffs ensued. The painters showed artistic skill in the way of coloring their antagonists’ prizes, and finally ran away, having also been severely beaten. The moon was at its full and no “stars” were needed to spoil the
“fun.”
Chicago Tribune, May 2, 1874
Tug Martin Green, O. B. Green to T. H. Smith and others, one-half for their $7,500.
Chicago Tribune, July 10, 1880
A Reckless Tug-Captain Causes the Serious Injury of a Bridge-Tender.
At 7 o’clock on the morning, the tug Martin Green under the command of Capt. William J. Connors, towed the scow Mocking Bird (US No. 90744) into the Clark street bridge with such force as to sweep the levers out of the tenders hands, all three of whom happened to be on duty, and seriously injured one of them, named William Johnson. The scow lost her jibboon. Yesterday afternoon The Tribune reporter called upon the foreman of the bridge, for the particulars of the accident and received them from him substantially as follows:
- The thing happened at precisely 7 o’clock, and in this way. we had the draw open eleven minutes by my watch to let vessels through. Then we closed the draw and hoisted the red ball, intending to give a large number of people in waiting to get to their work, an opportunity to cross. The Martin Green at the time was between Rush and State streets, and coming up with his vessel. She whistled for our bridge, but the ball was up to let people and teams pass. Instead of coming along side of the vessel, the tug kept ahead of her and steamed directly for the bridge. About four minutes had elapsed from the time we were signaled and the near approach of the tug. When I saw the Captain of the tug meant mischief I sounded the bell. With a bridge full of people and teams, several minutes are needed before the bridge can be cleared and swung. But we were compelled to swing sooner than we had intended as the vessel was right upon us. The vessel’s jibboom ran between the braces of the arch and the headstays caught the bridge and swung it. Seeing that it would be dangerous to hold on to the levers I told my partner to jump clear, and I jumped clear also. Johnson, who was a powerful fellow, had the assistant lever and thought he would hold on. He couldn’t, however, and was thrown with great violence against the braces of the arch. After the bridge had been violently forced open, one of my men badly hurt, and the vessel deprived of her jibboom, the Captain of the tug shouted to me ‘You d— Dutchman! I will teach you to pay attention to my whistle!’ The action was wickedly malicious, but the foreman couldn’t see why the Captain should have been guilty of it, as I have always tried to accommodate tugs and vessels as far as lay in my power. I intend to lay the the matter before the City Attorney to-morrow and see if there is any redress. Johnson received cut in the side three inches long and an inch deep, and was so badly hurt about the knees that he can scarcely move. I had him sent to the County Hospital for treatment. He had to be taken in a conveyance.
If the statement above given is correct, Capt. Connors should be held legally responsible for his act. The foreman says there were several eye witnesses, composed of people who could not get off the bridge, and he proposes to rely upon their sworn statements for justification. It should be added that at the time of the accident the wind and river current were favorable in stopping a vessel at any point desired and in a very few moments.
Chicago Tribune, May 22, 1881
A River Mystery.
At an early hour this morning, Capt. Wilson and the crew of the tug Martin Green heard cries for help which appeared to come from some one drowning in the river near the foot of Dearborn street. A young man named Gorman promptly rushed to the rescue, and running over the bridge to the north side of the river, finally sighted a man paddling about in the middle of the channel.It was no easy task to rescue the man, but with the assistance of his comrades Gorman speedily managed it. The unfortunate bather was a young man perhaps 20 years, moderately well dressed, but evidently a laborer or sailor. He was thoroughly chilled, and could not have kept himself about much longer. In answer to questions, he said he had been attacked by two enemies on board some vessel near State street bridge, and to escape them had jumped into the river. The brandy which was given to revive him put him into a stupor so it was impossible to get his name or any further particulars. From what the tug’s crew have to say, there appears to be some mystery here. Gorman said he was positive there were two men in the water, as after he had saved the first, he distinctly heard the cries of the second, but as he was on the south side of the channel, he was unable to render him any assistance just then, and by the time he got around to the south bank, the cries had ceased. The police did not hear of the affair until some hours later.
Chicago Tribune, June 15, 1882
The tug Martin Green has returned to this port from South Chicago, where she went at the opening of navigation to do harbor towing.
Inter Ocean, June 21, 1882
Captain James Smith yesterday succeeded Captain Bob Houck on the tug Martin Green.
Chicago Tribune, August 3, 1882
Summons have been issued from Justice Wallace, answerable on the 10th inst., against the tugboats Robert Dunham, W. L. Ewing, and Martin Green, for violating the smoke ordinance.
Chicago Tribune, September 26, 1882
The tug Martin Green has been laid up. Her machinery is to be placed in a new hull.
Chicago Tribune, October 19, 1882
James Elliott, of Saugatuck, who built the new hull for the machinery of Ed Van Dalson’s tug Martin Green, was in the city yesterday on business.
Oct 1882, engine to be removed & installed in new tug built at Saugatuck, MI for Captain Edward Van Dalson.
Inter Ocean, March 29, 1884
The hull of the tug Martin Green. E. Van Dalson to Robert H. Reed, the whole, $125. The hull is to be given new machinery and boiler, and will be called the Bob Reed.1
Chicago Tribune, April 28, 1884
The tug Red Jacket (US No. 21188), built at Buffalo in 1863, is no more. Her worm-eaten remains were towed out in the lake Saturday and sunk. She was once a popular harbor tug. About fifteen years ago she exploded near the mouth of the river, killing Capt. Rufus Green and two others, She was raised and her machinery placed in the tug Martin Green, which was used to tow her out on her last voyage.
Chicago Tribune, May 7, 1885
Robert H. Reed has sold the tug Martin Green to Bodenschatz & Earnshaw Stone Company for $2,600.
The Marine Record, November 25, 1886
The old tug Martin Green had her machinery taken out and was at the Chicago Drydock Company’s derrick on Tuesday having her wheel was taken off. Her hull will go to the bone yard and machinery will be placed in a tug that was being built by John Martel, the Annie D. (US No. 106436), now being built of this city.
Enrollments History.
July 7, 1869—Chicago—Owner O.B. Green of Chicago. Master Langley. Tug propeller, one deck, no masts, round stern, plain head.
April 23, 1874—Chicago—Owners James P. Lowe of Chicago, F.H. Smith of Chicago, Deloss C. Hill of Chicago, and Annie M. Jewell of Chicago. Master George H. Jewell.
December 5, 1874—Chicago – Owners James P. Lowe of Chicago, Deloss C. Hill of Chicago, Master James P. Lowe, A. Jackson (5/15/1875), J. Gilson, E.C. Learned (9/9/1876), James B. Carter (4/1/1879), S. Green (8/1/1879).
August 6, 1879—Chicago—Owner James P. Lowe of Chicago. Master Stephen Green, William Conner (8/12/1879).
March 28, 1881—Chicago—Owner and Master Edward Van Dalson of Chicago. Listed as Screw Tug.
May 1, 1884—Chicago—Owner Robert H. Reid of Chicago. Master J.P. Hubbard. Net tonnage: 11.99.
May 9, 1885—Chicago – Gustan A. Bodenschatz of Chicago, President of Bodenschatz & Earushaw Store Company of Chicago. Master George Meakins.
Enrollment surrendered March 31, 1887 at Chicago “Machinery taken out and tug abandoned, unfit for service”
Holyoke Daily Transcript, August 2, 1917
DEATH OF MARTIN GREEN.
Father of S. M. Green and One of the Great Pioneer Railroad Builders of the Country.
A great number of Holyoke people will be deeply interested in the news of the death at Worcester late Tuesday evening, of Martin Green, pioneer railroad builder and father of S. M. Green, the architect, who has designed a large share of the great mill buildings in Holyoke in recent years. The late Mr. Green was a frequent visitor in Holyoke in years gone by. He was in his 90th year.
Mr. Green was born in Worcester, the last of a family of ten remarkable children. One of his brothers was Andrew Green, the “Father of Greater New York.” The oldest child was Judge William N. Green of Worcester. The second oldest, Lucy M., and the third, Mary R., were noted educators and founders of the famous Misses Green’s school at Fifteenth avenue, New York, an institution known throughout the land.
Julia M. was the fourth child, and Dr. John P. Green, a prominent physician in Canton, China, and Copiopo, Chili, was the fifth. Lydia P. was the sixth child of the unusual family, and the seventh that Andrew H., who has been honored as the father of Greater New York, and immortalized in his assassination. Dr. Samuel F. Green, author and missionary, many of whose years were passed in India, was the eighth child, and Oliver B. the immediate predecessor of Martin into the family circle. Like his brother, he was a railroad man and canal builder.
Mr. Green had a remarkable career as a railroad engineer. Starting in charge of a party of surveyors for the Hudson River road, he rapidly rose to a first rank in his profession.
He returned to Worcester, however, and remained there some little time before taking employment as division engineer for the New York & Harlem railroad. He was in charge of the construction of a line from Millerton to Copake. This work completed, he was selected as chief engineer for the Lebanon Springs Railroad company. This road was to run from Chatham, N. Y., to Bennington, Vt., through a rough and hilly country, and presented a ditficult engineering problem.
The work was left uncompleted on account of the financial condition of the railroads involved In the great of Robert Schuyler, who had frauds, president of 16 railroad companies.
Mr. Green was then appointed chief engineer of the Mississippi Central along the 267 miles of its length and was left by his In great disorder and sections predecessor. he found built one-quarter mile out of the proper course, so that it taxed his resources to build curves and to save the work already done. He found the engineering force grossly incompetent.
When he left this railroad was substantially completed, but so anxious were the planters and the railroad beards to keep him that they offered him the then fabulous salary of $20,000 a year to remain. After he had actually left, they sent a delegation to New York to see him and try to persuade him to go back. In connection with this feat, and as a compliment, he was given the honor of running over his own lines the first railroad operated in the state of Mississippi.
Although Mr. Green received offers from other railroads on his return from the South, he went to Chicago, where he was employed first to study the question of a tunnel under the Chicago river, to study statistics and make plans. He proceeded with the work of building the Chicago tunnel, and remained with the work until the cofferdams were built.
He then went into business on his account, as a dredger and contractor. At that time one of the prime necessities of commercial Chicago was the widening and deepening of the Chicago river, and construction of proper wharves shipping.
He had the contracts for the dredging of the river from the lake to Rush street bridge. He took out the old government lighthouses and government barracks old fort. The river was made five times its original width.
He also improved the north branch of the river as far as Ward’s rolling mill, and the south branch for about 12 miles. He sold his Chicago business in 1867 and went to Peshtigo. Wis., for the Peshtigo Lumber Co. This company owned 175,000 acres of timber land. As manager of this vast property, he had to erect sawmills and gristmills land build large chips for the lumber trade. He was in Peshtigo three years. He built the ship canal at Benton Harbor, Mich. This canal gave steamships access to Benton, in the heart of the country. He owned a line of boats, and when the work was completed, his line took during the season 40,000 baskets to Chicago every night. Beside his steamship line, he built and owned saw and gristmills at Benton Harbor.
Before the great Chicago fire he returned to the western metropolis and was interested with his brother in the contracting business. The fire caused him to overwork, and this resulted a physical breakdown. On May 23, 1872, by advice of his physician he returned to Worcester to recuperate, and he never after that took an active part in his profession.
He particularly as a close friend of Abraham Lincoln before men had come to look up to Lincoln and accept his message, that Mr. Green was most interesting. To the time of his death treasured the memory of the hours he had spent with the great emancipator, in the privacy of his office, or the fellowship engendered by horseback riding and other outdoor exercise.
He met Abraham Lincoln in Chicago in 1858, when the latter was a shrewd but struggling lawyer, already respected by his contemporaries for his integrity, and feared for his caustic wit and native acumen. Mr. Green was at that time engaged in widening and deepening the Chicago river for a distance of 23½ mils, a gigantic task, and one that led to frequent litigation.
When he left the Hudson river railroad he returned to Worcester and went to work for the Worcester & Nashua railroad. When the work was done on the Nashua road, he took employment with the Pennsylvania Coal company. He occupied for three years in surveying and building gravity railroads in Luzerne county, Pa.
He had heard mention of Lincoln as a lawyer with a future, and frequent, finally took occasion to meet him informally. As Mr. Green would tell the story to his friends:
- If I think a person interests me I am not a stickler for ceremony when an opportune time for making his acquaintance arrives.
The opportunity in this instance came when I was dining alone in the old Tremont hotel. Lincoln came in and sat down directly opposite me. I don’t remember who conversation, but soon we were talking about matters of interest at the time, and we found so much in common hat the talk was continued in the lobby of the hotel until pretty nearly bedtime.
That was the beginning of a fast friendship that gave me many of the pleasantest hours of my life.
Lincoln wanted to know if I rode horseback, and I replied that I did.
‘We must ride together,’ he said, and after that we took long rides through the outskirts of the city, and, as I remember, our conversations covered a wide range of subjects all the way from municipal affairs of momentary importance to philosophical discussion. “The keenest of Lincoln’s mind always impressed me.
The last time Mr. Green saw Abraham Lincoln was when he was at the threshhold of his marvelous public career, as he was nominated for president at the Wigwam in Chicago. He always regretted not continuing close personal relations with the man of destiny in Washington.
NOTES:
1 It appears Bob Reed was never registered.
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