For years Cleveland has been the principal ship building port on the
lakes. Of late the ship building interest here has shared the depression
felt by it throughout the Union, but it is still an important interest,
and before long will probably resume its activity.
The first vessel reported built in the vicinity of Cleveland was the
Zephyr, thirty tons burthen, built by Mr. Carter, in 1808, for the trade
of the village. The precise spot of her building is not recorded. She was
burned at Conjocketa Creek, near Black Rock. The next was the Ohio, of
sixty tons, built by Murray and Bixby, in 1810, and launched from the East
bank of the river near the spot now occupied by Pettit & Holland's
warehouse. She was sailed by John Austen and afterwards became a gunboat
in Perry's fleet, but took no part in the battle of Lake Erie, being
absent on special service.
In 1813, Levi Johnson built the Pilot. The story of her construction and
launch has already been told in the sketch of Levi Johnson's life. In that
sketch also will be found the account of most of the early ship building
of Cleveland, he being the principal ship builder of the pioneer days.
In 1821, Philo Taylor built the Prudence, which was launched on the river
opposite where the New England block now stands.
In 1826, John Blair built the Macedonian, of sixty tons, and in the same
year the Lake Serpent, forty tons, was built by Captain Bartiss and
sailed by him.
The first steamboat built in Cleveland was the Enterprise, built by Levi
Johnson in 1826, but not floated into the lake until the following year.
The enterprise of ship building pursued a steady course in Cleveland for a
number of years, a few vessels being added annually, until about the year
1853, when the business took a sudden start and made rapid progress. For
the next few years the ship yards were busy and the ship building interest
was one of the most important branches of the business of the city. In
1856, a total of thirty-seven lake crafts, sail and steam, was reported
built, having a tonnage of nearly sixteen thousand tons. During the past
twenty years, nearly five hundred vessels of all kinds, for lake
navigation, have been built in the district of Cuyahoga, and of these all
but a small proportion were built in Cleveland. The description of vessels
built has greatly altered during that time, the size of the largest class
having more than trebled. During the year 1868, there were built in this
port four propellers, one steamer and three schooners, with an aggregate
of 3,279 tons. This is much less in number and tonnage than in some
previous years, but still gives Cleveland the lead in the ship building of
the lakes. The absorption of the flats on the lower part of the river for
railroad and manufacturing purposes, and for lumber yards, has seriously
incommoded the ship building interests by restricting the space available
for ship yards.
In the division of the ship building business of the lakes in past years,
the construction of large side-wheel steamers was principally carried on
at Buffalo, whilst in first class propellers and sailing vessels Cleveland
immeasurably distanced all competitors, both in the quantity and quality
of the craft turned out. As the demand for side-wheel steamers lessened,
the site of their construction was removed from Buffalo to Detroit.
Cleveland-built propellers, however, take front rank, and Cleveland-built
sail vessels have found their way over every part of the lake chain,
sailed down the Atlantic coast from the Gulf of St. Lawrence to South
American ports, and crossing the Atlantic, have penetrated nearly every
European sea. Everywhere they have done credit to their builders by their
speed, sea worthiness, and excellent construction.
Just here it is proper to place, on record the history of an attempt to
establish a direct trade with Europe, which gave abundant promise of good
results, both to the commercial and ship building interests of the city.
It has already been referred to in this work, but it appropriately falls
within the scope of this sketch.
In the year 1856, the schooner Dean Richmond, of 379 tons, was built by
Quayle & Martin in Cleveland, for C. J. Kershaw, of Chicago. This vessel
was loaded with wheat and under the command of Capt. D. C. Pierce, sailed
from Chicago to Liverpool. She arrived in good time, having made a quick
passage, and astonished the English people by her rig, and from the fact
of her having come from the inland lakes of America to Europe. The
schooner was sold in Liverpool, and her new owners changed her name to
the Belina, and placed her in the trade between Liverpool and Brazil, on
which route she made quick and successful trips.
In 1857, the same builders turned out the barque c.J. Kershaw, of 380 tons
burthen, having built her for Capt. D. G. Pierce, who was the pioneer
captain in the trade. The Kershaw was loaded with staves, cedar posts and
black walnut lumber. In the Fall, she started on her return with a load of
crockery and iron, but was twice driven back by terrific gales and had to
go into dock for repairs. This brought her into St. Lawrence river so
late, that she was frozen in the Lachine Canal. Early in 1858, she arrived
in Cleveland with her cargo in excellent order and to the perfect
satisfaction of the consignees.
About the time that the Kershaw was launched, a small British schooner,
the Madeira Pet of 123 tons, came from Liverpool through the rivers and
lakes to Chicago, with a cargo of hardware, cutlery, glass, &c., on
speculation. The enterprise was not successful, and no more attempts were
made to establish a direct trade between Chicago and European ports.
During the Spring and Summer of 1858, several of the leading business men
of Cleveland entered with vigor into the trade, and a respectable fleet of
vessels was dispatched to European ports. A new barque, the D. C. Pierce,
was built for Messrs. Pierce & Barney and sent to Liverpool with a cargo
of staves and black walnut lumber. The same parties sent the C. J. Kershaw
to London with a similar cargo, and the Chieftain and Black Hawk, with the
same kind of freight. Mr. T. P. Handy sent the R. H. Harmon with staves and
black walnut lumber to Liverpool, the D. B. Sexton with a similar cargo to
London, and the J. F. Warner with a cargo of the same kind to Glasgow. Mr.
H. E. Howe sent the new barque H. E. Howe to London with a cargo of staves
and lumber. Col. N. M. Standart sent the Correspondent to Liverpool with a
load of wheat, and Mr. C. Reis freighted the Harvest to Hamburgh with a
cargo of lumber, staves and fancy woods. This made a fleet of ten vessels,
owned and freighted by Cleveland merchants, with a total tonnage of about
3,600 tons. Two vessels were sent out from Detroit with similar cargoes,
but the enterprise was pre-eminently a Cleveland one.
All of the Cleveland fleet disposed of their cargoes to good advantage.
Six of them returned with cargoes of crockery, bar iron, pig iron, and
salt. This part of the trip also proved successful. It was the intention
of the owners to sell some of the vessels in England, but the shipping
interests were so prostrated that it was impossible to dispose of the
ships at anything like a fair price. They therefore still remained in the
hands of Cleveland owners, but four of them did not return to the Lakes.
The D. B. Sexton went up the Mediterranean; the H. E. Howe went on a
voyage to South America, the Harvest to the West Indies, and the C. J.
Kershaw was employed in the Mediterranean trade. Wherever any of the
Cleveland vessels went, they called forth complimentary remarks by their
fleetness and steadiness in heavy weather.
In the following year, other vessels were sent out and made successful
trips. The remarkable sea-going qualities exhibited by these lake-built
crafts, outsailing, as they did, ocean clippers and weathering gales that
sent sea-going ships flying helpless before the storm, attracted the
attention of Eastern ship-owners, and orders were received for vessels to
be built for the Atlantic coasting trade. The outbreak of the war gave a
severe check to the direct trade, which passed into the hands of an
English firm who still continue to run vessels between Cleveland and
Liverpool, and in the depressed condition of the American carrying trade
on the ocean there was no longer a demand for new vessels for the coasting
trade. With a revival of business in that line, and an enlargement of the
canals between Lake Erie and tidewater, so as to allow the passage of
larger vessels, there is a probability that a brisk demand for Cleveland
vessels for the salt water will yet spring up.
[Illustration: Respectfully, S. W. Johnson]
Seth W. Johnson.
The name of Seth W. Johnson has for more than thirty years been closely
and prominently identified with the ship building interests of
Cleveland. He saw the business in its infancy, was largely accessory to
its growth into the important proportions it at last assumed, and though
no longer engaged in the business, his withdrawal from it is so recent
that the mention of his name suggests, to those familiar with the
affairs of the city for a number of years, the incessant tapping of the
shipwrights' hammers and visions of skeleton ships gradually assuming
the form and substance in which they are to carry the commerce of the
great West to market.
Mr. Johnson was a native of Middle Haddam, Middlesex County, Connecticut,
his mother, who died October 17, 1868, being formerly Miss Mary Whitmore,
born at Middletown, Middlesex County, Connecticut, in 1780, and his
father, Henry Johnson, born in 1776, and died July 6, 1869. Seth W.
Johnson was the second son and third child of a family of nine, all of
whom, with both father and mother, were alive on the 16th of October,
1868, the oldest child being then about sixty-one years old, and the
youngest over forty.
Young Johnson worked with his father a short time as a farmer, but not
feeling in his element in the plow field or in the cow yard, he followed
the bent of his mechanical tastes, and engaged himself to work in a ship
yard. He commenced work in this line when about fourteen years old, and
served out his full apprenticeship of seven years, when he set up in
business for himself, taking full charge of the work of finishing ships.
This he carried on for three years with considerable success.
But New England, he rightly judged, was too narrow a field for the young
man who wished to improve his prospects and with narrow means lay the
foundation of a liberal competence. The West offered the most promise, and
to the West he accordingly came, taking his kit of tools with him. Landing
in Cleveland in the Fall of 1834, he satisfied himself that here was the
proper place for the exercise of his knowledge and abilities, and here,
accordingly, he prepared to make his home. Before settling down to steady
business in Cleveland he made a trip to Perrysburgh, on the Maumee, where
he assisted in finishing the Commodore Perry. This work done he returned
to Cleveland in the Spring of 1835, and opened his ship yard, at first
confining himself to the repair of vessels. But soon he was called on to
build as well as repair. The steamboat Constellation was completed by him
at Black River, and the steamboat Robert Fulton, built at Cleveland by
Griffith, Standart & Co.
In 1844, Mr. Johnson associated with him Mr. E. Tisdale, and the firm of
Johnson & Tisdale acquired honorable fame as ship builders along the
entire chain of lakes and beyond. The copartnership lasted nineteen years.
Before the formation of this partnership, Mr. Tisdale had commenced the
building of a railway for docking vessels, and this was the first firm to
lift vessels for the purpose of repairing them. With his first work, in
1835, in Cleveland, he commenced the acquisition of vessel property, and
steadily pursued the policy of taking this kind of stock, until he became
a large ship owner as well as ship builder.
The discovery of the mineral resources of the Lake Superior region
attracted a large number of people to that locality, the only feasible
means of communication with which was by lake. The Saut rapids prevented
the assent of vessels from the lower lakes, and to meet the requirements
of the trade that suddenly sprung into existence two vessels were built on
Lake Superior, the freights being carried across the portage around the
rapids. These vessels being insufficient for the needs, it became a
question whether others could not be taken across the portage from below
and launched on the waters of the upper lake. Messrs. Johnson & Tisdale
thought it could be done, and took the contract for thus transporting the
schooner Swallow and steamer Julia Palmer. They were hauled two miles on
greased slides or ways and safely launched on the bosom of the "father of
lakes." The undertaking was considered one of great difficulty, if not of
absolute impossibility, and its success gave Messrs. Johnson & Tisdale
widespread notoriety.
When the first considerable fleet of Lake-built vessels left Cleveland for
European ports direct--as already described in this volume--Mr. Johnson
took one of his vessels, loaded with staves. She made a successful voyage,
remained in Europe two years, engaged in the coasting trade, and then
returned. His strange looking craft attracted considerable attention among
the skippers of about forty sea-going vessels wind bound at the same time
at the Land's End, and much ridicule was thrown on her odd looks, so
unlike the English salt water shipping. But the laugh came in on the other
side when her superior sailing qualities enabled her to run so close to
the wind as to quickly double the point, make her port, unload and reload,
and sail for another voyage before one of the others could beat around the
Land's End and get in. Since that time he has sold two vessels, the
Vanguard and Howell Hoppeck, to be placed by other parties in the direct
line between Cleveland and Liverpool.
Mr. Johnson has taken considerable interest in matters outside of the
ship building business, but which aided in developing the trade and
increasing the prosperity of Cleveland. He aided in the formation of
some of the railroad enterprises of the city although he has now
withdrawn his interests from all but one. He also was interested in the
Commercial Insurance Company, but has retired from active business and
devotes his whole care to the management of his property, which has been
added to by large investments in real estate in various portions of the
Southern States.
He was married July 15, 1840, to Miss A. S. Norton of Middle Haddam, Conn.,
the native place of both, and by the marriage has had three children. The
oldest, a daughter, died when seven years old; the two sons are still
living, the oldest being engaged in the coffee and tea business in
Buffalo, N. Y., with his father; the other at present being in North
Carolina engaged in the lumber trade.
With commendable prudence Mr. Johnson has known when to quit active
business and enjoy the fruits of his labor while he has a healthy mind
and body capable of enjoying it, and which, without accident, he
undoubtedly will have for many years to come. Hard work and close
attention to business have been the cause of his success, and hence he
will be able to appreciate the blessings of an ample competency. In
social life Mr. Johnson is looked upon as a man of genial temperament,
kindly disposition, and strong social qualities. He is universally
respected by all who know him.
Thomas Quayle.
The names of Quayle and Martin are as familiar in the mouths of vessel men
on the lakes as household words. The firm attained honorable prominence in
the ship building records of Cleveland, and their work is among the best
that floats upon the western waters.
Thomas Quayle, the senior member of the firm of Quayle & Martin, was born
in the Isle of Man, May 9th, 1811, and came to America in 1827, coming
straight to Cleveland, where he has remained ever since. He learned his
trade of ship building from Mr. Church, of Huron, Ohio, who enjoyed an
excellent reputation in that line. After working as journeyman till 1847,
he formed a copartnership with John Codey, and at once started business.
This firm lasted about three years, during which time, among other work,
they built a vessel named the Caroline, and another, the Shakespeare. When
the last named was completed, the California fever had just broken out.
Mr. Codey caught the disease, the firm dissolved, and he went off to the
land of gold. Mr. Quayle soon after associated himself with Luther Moses,
with whom he did business for about two years, during which time they did
an almost incredible amount of business, considering the short space of
time, having from six to seven vessels on the stocks at once, and turning
out two sets a year. One year after Mr. Moses left the firm a
copartnership was formed with John Martin.
The new firm at once went into business on a large scale. From the time of
their organization to the present, the firm built seventy-two vessels,
comprising brigs, schooners, barques, tugs, and propellers. In one year
they built thirteen vessels, and eight vessels, complete, in a year has
been no unfrequent task successfully performed. Among others, they built
the barque W. T. Graves, which carried the largest cargo of any fresh water
vessel afloat. The propeller Dean Richmond is another of their build, and
is also one of the largest on the lakes; besides these, four first class
vessels built for Mr. Frank Perew, deserve mention as giving character to
Cleveland ship building. They are named the Mary E. Perew, D. P. Dobbin,
Chandler J. Wells, and J. G. Marston. Besides the building of vessels, they
have for some years been owners of vessels, and are at present interested
in several large craft. The firm of Quayle & Martin recently finished a
new tug of their own, the J. H. Martin intended to be used by them in the
port of Erie.
[Illustration: Yours Respectfully, Thomas Quayle]
Mr. Quayle was married in 1835, to Eleanor Cannon, of the Isle of Man, by
whom he has had eleven children, of whom seven are living. The eldest son,
Thomas, is ship builder by trade, and is still connected with the vessel
interests, though not building them. W. H. is also of the same trade as his
father, and engaged with him, as is also Geo. L. Chas. E. has been a
number of years with Alcott & Horton.
Mr. Quayle stands high among the citizens of Cleveland for integrity and
sterling character generally. He always fulfills his obligations, whether
to employer or employed. He has worked hard with his own hands, and given
personal supervision to all his work, believing that the eye of the master
and the hand of the workman combined assure good work. He is strict in
fulfilling all his contracts, and in this way has acquired a fine
reputation and a handsome fortune. But that point has not been reached
without a severe and continuous struggle against adverse circumstances,
which were overcome only by a determined will and patient labor that
conquered all.
Mr. Quayle's first wife died in September, 1860. He was married again
February 8th, 1867, to Miss Mary Proudfoot, of this city.
Elihu M. Peck.
Another of the ship builders who have assisted greatly in building up the
commerce and reputation of the port of Cleveland, is Elihu M. Peck. The
vessels built by him, or by the firm of Peck & Masters, which existed
about nine years, are known over the lakes. A large proportion of the work
done, especially in the later years, was in the construction of
propellers, of which several of the finest specimens afloat were made in
that yard.
Mr. Peck was born in Otsego county, New York, in 1822, and on reaching his
sixteenth year, came west and learned the art of ship building in this
vicinity. On completing his education in this business, he worked for a
time as a journeyman. In 1847, he set up for himself, and his first work
was the construction of the schooner Jenny Lind, of 200 tons. When she was
finished he ceased building new vessels for some years, and turned his
attention exclusively to the repair of old vessels, at which he found
abundant occupation. His yard was always busy, for the growing lake marine
demanded a large and steadily increasing amount of annual repairs.
In 1855, a partnership was formed with I. U. Masters, and the new firm
immediately entered upon the construction of new vessels. The first craft
launched from their stocks was the Ocean Wave, the first of a fleet of
fifty built by the firm previous to its dissolution and the death of Mr.
Masters. They form a fleet of which the builders had good reason to be
proud, for a glance at their names will recall the whole history of the
lake marine for the past fourteen years. What strides have been made in
the improvement of the lake marine is plainly shown by the increase in the
tonnage of the vessels built, whilst to those familiar with the lake
trade, the names will call up recollections of the crafts that will give a
yet better idea of the progress made.
The barque Ocean Wave, the first built by the new firm, was followed by
the Julia Dean, of 460 tons. These were followed in rapid succession by
the Kenosha, schooner Iowa, 370 tons, barque B. S. Shephard, 500 tons,
schooners Ralph Campbell, 240 tons, A. H. Stevens, 240 tons, David Tod, 460
tons, and Ellen Williams, 380 tons; barque De Soto, 570 tons; schooners
John S. Newhouse, 370 tons, W. B. Castle, 230 tons, Baltic, 360 tons,
Midnight, 370 tons, and J. T. Ayer, 380 tons. At this time they undertook
the construction of propellers, and the first two built were at once
remarked for their correct proportions, beauty of finish, and strength of
hull. They were the Evergreen City, 612 tons, and the Fountain City, 820
tons. The schooner Ellen White, 160 tons, was built, and then the firm
resumed work on propellers. The Cornet, 624 tons, and Rocket of the same
size, were built and put into the railroad line running from Buffalo
westward. These were models of beauty and strength. Next came the
schooners Metropolis, 360 tons, Mary B. Hale, 360 tons, and E. M. Peck, 168
tons; barque Colorado, 503 tons; propeller Detroit, 398 tons; barques
Unadilla, 567 tons, C. P. Sherman, 568 tons, Sunrise, 598 tons, Golden
Fleece, 609 tons, and Northwest, 630 tons; tugs W. B. Castle, 219 tons and
I. U. Masters, 203 tons; barque S. V. R. Watson, 678 tons; propeller
Toledo, 621 tons; tug Hector, 204 tons; propellers Winslow, 920 tons,
Idaho, 920 tons, Atlantic, 660 tons, Meteor, 730 tons, Pewabic, 730 tons,
Metamora, 300 tons, and Octavia, 450 tons. This ended the operations of
the firm of Peck & Masters, in 1864. The firm was dissolved and Mr. Masters
died.
[Illustration: Truly, E. M. Peck]
Mr. Peck now carried on his ship yard alone, and his first work was the
filling of a contract to build two steam Revenue cutters for service on
the lakes. The John Sherman, of 500 tons, and the A. P. Fessenden, of the
same size, were turned out, and no better work could possibly be found.
The Government officers promptly accepted the vessels and declared them
more than up to the requirements of the contract. They were pronounced
models of beauty, strength, and speed.
The cutters were followed by the schooner Oak Leaf, 390 tons; propellers
Messenger, 400 tons, and Nebraska, 1,300 tons, the latter, one of the
finest steamers put on the lakes; schooner David Stewart, 675 tons;
propellers Manistee, 400 tons, and City of Concord, 400 tons. Two other
propellers, one of 1,000 tons, and one of about 300 tons, were added in
the season of 1869.
It will be seen that nearly all the vessels, whether sail or steam, built
by Mr. Peck, were of the first class, being mainly barques and large
propellers. They will be recognized by those familiar with lake commerce,
as models in size, beauty, and strength, whilst several have made
unusually quick trips.
Mr. Peck has enjoyed an unusual measure of success. The work of his hands
has prospered, and he has earned his reward, not only in reputation but in
substantial prosperity. He has aimed not only to equal the best work done
by others, but studied how to improve on his own work. The result has been
a constant improvement in the style and quality of his vessels, so that
excellent as the last new hull may have been, it was almost sure to be
excelled by the next one that left the stocks. And whilst thus giving
close attention to the mechanical details of his business, he was skillful
in managing the financial part of it so as to secure the rewards honestly
won by industry and skill. He always kept his affairs in such order that
no serious financial difficulty ever troubled him.
Nor was he an avaricious, though a prudent man. A working man himself, he
was in thorough sympathy with his workmen, and in the slack season,
instead of discharging his men and thus entailing want upon them, he built
vessels on speculation, merely that he might keep the men busy and their
families from suffering. Providentially these speculations were always
successful, thus illustrating the proverb, that "there is he that
scattereth, and yet increaseth."
Mr. Peck took an active part in the formation of the People's Gas Light
Company, and is now president of that organization. He is also a director
of the Savings Loan Association.
John Martin.
John Martin, of the firm of Quayle & Martin, was born in the county of
Antrim, Ireland, December 15th, 1824, of poor parents, with whom he came
to Canada when but nine years of age. At the age of fourteen he commenced
working in a ship yard in Montreal, by turning grindstone. He soon
attracted the attention of the proprietor by his using handily the tools
of the workmen while they were at dinner, and he was furnished tools and
set to work at the trade. He continued in this employ for about two years,
and during the time, with a view to fitting himself for the business of
life, he attended school in the evenings. He then worked his passage to
French Creek, New York, having at the time of leaving only a dollar and a
half in money. At French Creek he engaged with G. S. Weeks, one of the best
ship builders on the lakes, and remained with him at French Creek two
years, when Mr. Weeks moved to Oswego, Mr. Martin accompanying him to that
place, and continuing in his employ two years longer. Mr. Martin then went
to Detroit, where he worked a year on the steamboat Wisconsin.
In 1843, he came to Cleveland and commenced work for G. W. Jones, on the
steamboat Empire. This work finished, he commenced sub-contracting,
wrecking, planking, and jobbing generally, until 1846, when he went into
the employ of another firm, with whom he worked two years.
At the end of that time his employers were owing him more than they could
pay, so, to square the matter, he bought an interest in their business.
But this did not mend the matter, as it proved to be an interest in their
debts, more than in their business, they being deeply involved. The firm
owned the brig Courtland, and one of the members had sailed her for some
time at a great loss. Young Martin took his place and proved himself
master of the situation, by reducing the liabilities of the firm to about
$2,500. That done he sold the vessel, dissolved partnership, and commenced
planking and general jobbing again. After a time he built a vessel for
Moses & Quayle. He found frequent employment in wrecking jobs, being very
successful at such work.
[Illustration: Yours truly, John Martin]
The three years thus occupied gave him a start in life. He cleared off
the indebtedness of the old firm and had $3,000 ahead. He then took the
contract for building the brig John G. Deshler, for Handy, Warren & Co.
This was a very successful contract, and gave Mr. Martin a handsome lift,
and enabled him to take an interest with Mr. Quayle, under the firm name
of Quayle & Martin, a brief mention of its operations being made in the
sketch of Mr. Quayle's life.
In 1858, Mr. Martin loaded the John G. Deshler and D. C. Pierce with staves
and made a successful trip to England, and on the return brought one of
the spans for the Victoria bridge at Montreal. In 1859, he took over two
more cargoes in the same vessels, selling one in Cork, and the other in
Glasgow. Nor was this the only connection of the firm with the direct lake
and ocean trade. They have built vessels for Liverpool parties, for ocean
service, and also two vessels for New York parties for the same purpose.
Six of these vessels have also been sold out of the lake service for ocean
navigation, and have been used on the ocean for five or six years with
great success. The John G. Deshler, which had been transferred to the
ocean, as previously mentioned, was sunk by the rebels at the outbreak of
the war, and was a total loss to the firm. The latest work of the firm is
a fine vessel for A. Bradley, that will carry a thousand tons of iron ore.
Mr. Martin has proved himself admirably adapted to the line of business it
was his fortune to learn, and this, of course, together with close
attention to business, furnishes the clue to his success. He is
emphatically a self-made man, and can therefore appreciate the handsome
competence that has crowned his labors so early in life, he being now but
45 years of age.
During the war Mr. Martin was actively and earnestly on the side of the
Government. He was never idle, and always ready to furnish his share, and
far more than his share, to the work of suppressing the rebellion. He
furnished three substitutes for the army, and was active in promoting
volunteering.
Mr. Martin was married to Miss Mary Picket, of Devonshire, England, whose
father and grandfather were both Episcopal clergymen. Three children were
born of this marriage; a son, who is now book-keeper for the firm, and two
daughters.
Mr. Martin has enjoyed the confidence of his neighbors to so high a
degree, that he has represented the Ninth Ward in the City Council for six
successive years.