Tuesday, February 17, 2015

ISLAND WATERFRONT - Then and Now - Part VI

It's sometimes easy to think romantically of the past, and this photo showing
passengers aboard the Wisconsin at their leisure, a few with sun (?) umbrellas
 may feed such an urge.  However, it is doubtful these passengers could have
found shelter if a rainstorm came on suddenly.  And, the chill of the lake was
theirs to deal with until they made land on either side of the passage, for there
was little protection to be had.
Not so much different than aboard the Karfi today, I am reminded!
(photo from Bell Collection, Wm. Jepson the likely
Washington Island, Wisconsin -

When I wrote in the last blog in this series about the Washington Island waterfront over the years, describing early ferry boat efforts, I mistakenly omitted the wooden ferry H. J. Davis that competed, for a very brief time it appears, with the Wisconsin.  I say only the vessel Wisconsin, because I'm not certain for how many years the Marion and Navarre operated as ferries.   One mention in The Door County Advocate, in July 1928, mentioned the Marion had delivered cedar posts to Sheboygan from Cedar River, and in the paragraph that followed, that the H. J. Davis delivered cement to Sturgeon Bay.  It would seem that in the height of the season, the transportation of freight was the main source of income and purpose for those two vessels.  I'm uncertain how the Navarre fared as a ferry once placed in service.

I was advised by none other than Eric Bonow to "hold the presses" (but the blog had already taken flight into the ethernet) and so I'll provide a correction, an addition, actually, here.  With the previous blog I had been using clippings provided me by Eric Greenfeldt, all of which came from The Door County News, one of two newspapers that flourished for a time in Door County.  When I reached the final clipping, I ended my blog.

We have Ann (Herschberger) Young and daughter Carolyn Foss
to thank for this great shot of the Wisconsin departing Gislason's
dock, sometime prior to 1928, the year when Capt. Jepson
began using the new Welcome.  This is from a Herschberger
photo album.

From Eric Bonow, then, I received the following pertinent excerpts on the H. J. Davis mentioned in columns of The Door County Advocate (DCA).  She was referred to in a 1915 report as "the little auxiliary schooner" carrying pulpwood, and in another mention in 1918 as "the gasoline hooker".  In 1920, she was credited as the "auxiliary schooner…bringing a cargo of potatoes…Walter Goodlet is master." By 1923, Mike Anderson was listed as captain of the Davis, and hay was the cargo loaded in Sturgeon Bay for Menominee, Michigan.

So it may be with some surprise that in August 31, 1928, it was announced the J. H. (sic) Davis was purchased by Art Weber from Mike Anderson for the purpose of serving Washington Island as a ferry boat.  The dimensions of the H. J. Davis were given:  20-ft. beam; 75 ft. length; capacity of five autos besides passengers and "considerable freight," and would, through alterations, be capable of carrying seven autos the following year.  Capt. James Sorenson, owner of the West Harbor Hotel, would be "handling the craft," while Milton Hansen, also of the Island, would act as shore captain.   A daily schedule was also announced.

We have no idea how many days the Davis operated to and from the Island, but in the DCA of Sept. 24, 1928 its stint as a ferry appears to have ended:  "The new ferry Davis, which operated a short while as a ferry boat carrying cars and passengers across the Door, has gone into general freighting
for the rest of the fall.  Since the resort season is practically over, the ferry Wisconsin will be able to handle all of the traffic during the rest of the season."

Another wonderful photo from the Herschberger album shows an early,
unidentifiable vessel under sail.   This gaff rig was apparently used for saving
on fuel, and as the means of salvation if the motor quit.  

Hard to say what vessel this is for certain, since these small freighters 
tended to look very much like one another from a distance.   
Does anyone venture a guess?  

The Davis appears to have returned to freighting and "special ops," more or less on a permanent basis.  In November of that year, the Davis retrieved a damaged Cherryland Airways airplane (the first plane in Sturgeon Bay) from Green Island, located six miles or so from Menominee, Michigan.   And in the fall of 1929, the Davis was reported to have taken a load of coal to Sister Bay.  Art Weber of the Weber Dredging Co. was listed as owner, and the newspaper reported that the H. J. Davis was up for sale, "a good carrier and a staunch craft for coastwise trade."

A photo Eric Bonow emailed (but which I don't have permission to reprint here) shows the Davis having similar lines as the vessel Marion, except for being in a very 'tired' looking condition.  My conjecture is that this vessel worked hard over the years as a small freighter, and that its life as a ferry boat amounted to a very brief period before it returned to its familiar role as freighter or small hooker.   Art Weber, listed as owner at least for a period of time, and who also owned a dredge company, was employed by C. H. Thordarson for excavation of the shoreline on the southwest shore of Rock Island late in 1925, where the foundation for Thordarson's Rock Island boathouse began.

In this photo Gordon Jepson appears in the window of the pilot house.
The passenger second from left below him is Gene Gislason, and
it is very likely Gene's brother alongside him.  Others have not been
identified.  Capt. William Jepson operated the North Shore 

beginning in 1933.(the photographer is unknown, but one copy 
is in the Herschberger family album, and it may be the original.)

One more mention came in my book Over and Back (1990) in which Gordy Jepson, son of William P. Jepson, recalled the name H. J. Davis:   "...a 70-75 foot boat, running from Teskies in Gills Rock to Nor Shellswick's on the Island."  Gordon also said in the 1990 interview that, "After Gills Rock replaced the farther port of Ellison Bay, most of the other boats which had made similar runs quit operating.  Dad landed at Gislason's dock, in Jensenville, near the present Shipyard Marina.  He sold the Wisconsin in the spring of '29 to Chris Andersen, who used her as a freighter once again to Green Bay.  Dad had built the Welcome for use as a ferry, and she could carry ten cars.  The Welcome was also built of wood, by Sturgeon Bay Shipbuilding and Dry Dock.  Dad pulled me out of school to become a deckhand.  Other deckhands working for Dad during these years were:  Ralph Wade, my brother-in-law;  Ray Andersen;  Walt Hansen;  and Ernie Lockhart."

Two photos of the Wisconsin moored at the Ida Bo dock (now Findlay's Holiday Inn) appear in Over and Back (pages 29 and 38) , and these could have been taken when the boat was employed as a freighter, possibly before or after the regular tourism season.  The Ida Bo dock, however, didn't have the width necessary for loading autos.

 -  Dick Purinton

Friday, February 13, 2015

ISLAND WATERFRONT - Then and Now - Part V

Charles Hanson's freight boat Marion also served as one of the
early Island ferries.  Photo probably taken around 1919-20.  

Washington Island, Wisconsin -

Previous posts in this series on the changing Island waterfront referenced the early days of ferry operation and Captain William Jepson.  Jepson wasn't the only ferry operator, but his operation succeeded in outlasting his competition by providing regularly scheduled service, and, it may be,
by employing a better vessel with superior docking facilities/location.

Once established, Jepson called his ferry operation "The Gills Rock Ferry Line," an attempt to closely associate his service with the peninsula port from which his ferries departed.  Earlier, Ellison Bay and Garrett Bay (across the harbor from Gills Rock) were two other points of departure for early ferry runs.
The facility at Gills Rock (the Voight/Johnson dock, where ferries continued to land for many years afterward) although exposed in W to N winds, was superior to Garret Bay, and to the more distant Ellison Bay.   (Northport was developed later as an alternative to Gills Rock, at times when winds prevented landing there.)

Jepson ferry schedule (year unknown)

Information from old newspapers show that the first efforts were wishful thinking with a fair amount of public support, but without resulting in an actual ferry service.  Columnists promoted  the need for a regular ferry service, repeatedly making the case on behalf of island and mainland citizens.

From the Door County News (DCN) 24 Nov. 1915, it was reported that "The value of such a ferry boat to the people of the island and also to all others concerned would be unestimable, and would work toward the rapid advancement of that place."  Just who the originator of the idea might have been was kept under wraps, described only as "…a gentleman from outside…", a businessman of mystery.    The broad backing needed to start such an enterprise was repeatedly solicited, along with the convincing arguments such improvements would bring, linking the island with the rest of Door County.

The 12 July 1916 The DCN reported efforts that had yet to get off the ground.

The people of Washington Island have been talking ferry so long that now action is going to be taken to see what can be done with the project…a meeting will be called for the purpose of launching a movement.  The people of the island are interested in anything that will bring the island closer to the mainland and their people nearer to the people on the peninsula...  The project has passed the stage when anyone can check it by throwing cold water on it.  The people want a ferry and are ready to listen to any plan that is feasible and not too expensive.

But plan specifics were still lacking, other than that such a ferry must serve the needs of islanders, "…must operate at least during the months of June, July and August and September, and longer if practical;  that some arrangement be made with the local mail carrier to have the mail [transported] in connection with the ferry if possible."  The ferry must transport autos, horses, cattle, etc., and the toll must be "reasonable."

As of July 1916, the newspaper's efforts remained of a cheerleading nature.  No firm commitment to offer such service had as yet surfaced.  The Wednesday, 16 August 1916 issue of The DCN reported that a new association was being formed "for the purpose of promoting or urging the building of a ferry across the Door."  About 170 islanders were reported to have attended at Tom Nelson's hall "together with tourists and people from different townships of the peninsula."

Man at left holding one end of the fish stringer is Judge Herbert,
according to label on reverse.  One or more Herschberger
family members who had a home in Jensenville are
believed to surround him at the Gislason (shipyard)
 dock.   No information is available on the
Caroline moored at left.
(Photo is from the Bell Collection, and Bill Jepson
is believed to have been
the photographer.  (Year unknown)

"Judge Herbert was the principal speaker of the evening and in a very able manner addressed the audience, first calling attention to the remarkable growth of industries on the island through their own work."   Judge Herbert cited the telephone exchange and the difficulties overcome in establishing the island-wide phone service, and the island "creamery" for its prosperity.

The newspaper reported: "At the conclusion of his talk the bell rang with hearty applause and there was no question but what Judge Herbert had sensed the voice of the islanders on the subject.  Other men were called on for remarks, among them Attorney Wagener, A. A. Minor and Frank Graass.  Local men also raised their voice.  George Mann, it was reported, "…hit the nail on the head when he said, 'We want it to come,' and Lawrence Gislason was willing to do anything, 'To see that it gets here'."

A new committee was named "The Island Ferry Company"at Bo L. Anderson's suggestion.  Names for committee leadership were nominated and voted on, with a band playing during deliberations.  The following men were elected:  Will Jess, president;  Geo. O. Mann, vice-president; Lawrence Gislason, treasurer;  Earl M. LaPlant, secretary.   Mr. Laplant appears to have been the only non-islander to join the committee's officers.  With optimism, another meeting was announced two weeks hence, with the expectation that in the meantime they would get a membership of five hundred people, each paying dues of $1.00 per year.

Under the column heading "From HERE AND THERE" in the 29 Nov. 1916 DCN came this report:
   "The ferry project went a step forward when the county board saw the necessity of aiding the movement by a donation of $500."
Bo L. Anderson had made a pitch before the County Board, followed by a successful resolution.  Part of Anderson's reasoning was for the County to find some way to connect the peninsula's northernmost road with the "county highway on the island."  A suggestion was also made - the news story wasn't clear by whom - that ferry rates be set at $2.00 for autos and $0.50 for passengers.

[An unrelated but interesting aside in the same column was another newsworthy item from Washington Island:    "Measles are still in evidence.  Likewise, the itch which is as bad if not worse."]

By the time the 17 Feb.1917 Door County News was published, the County Board's action regarding the earmarked funds to help a fledgling island ferry service was called into question.  An opinion of District Attorney W. E. Gaede stated the county board's action had appropriated the $500  "...beyond its powers and consequently is illegal and void."    But following this announcement, another route was suggested by then assemblyman Frank N. Graass, who offered to introduce a bill that would legalize the action of the county board.  His bill later passed the Wisconsin Assembly and was signed by the Governor.  But these efforts did not immediately, or directly, bring about ferry service.

In November of that same year (DCN 22 Nov. 1917) a headline read:  "People of Washington Island Still Hopeful of Securing Service.  May Be Established Next Spring."   The ferry project was
"…dormant, but not dead by any means."

Meanwhile, it was reported that in Ellison Bay a Mrs. Andrew Nelson offered "the required timber and stone from her holdings…for the construction of a suitable pier for the boats to land, providing it is built at her place.  There are a number of boats owned on the island that could be utilized for the service and the people of Washington Island are confident that the enterprise would be a profitable one."

On 17 Dec. 1917, the DCN reported that the Weborgs of Gills Rock had offered their dock, "for the upkeep," should a ferry service there be established.

It wasn't until the 21 March 1918 issue of The DCN that names of possible ferry operators were first mentioned.  The start of ferry service, it appeared, would be dependent upon entrepreneurs.

There is every indication that the ferry line across the Door to Washington Island will be inaugurated the try first thing this spring.

The gasoline boat Wisconsin has been secured to do the work and Capt. Carl Christianson and Wm Jepsen (sp) who own the craft will handle her in the business.  The promoters consider themselves fortunate in having secured the Wisconsin, she being one of the best boats of her kind on Green Bay.  She is staunch, safe and speedy and capable of carrying 3 autoes (sic) as well as passengers and freight.  She is 59 feet long, 15 feet wide and 7 feet depth of hold and is equipped with a 40 h.p. engine.  She is only a couple of years old, having been built in 1916 in Green Bay.

The landing at the island will be at the Lawrence Gislason dock and it is planned to have the place of landing on the mainland at Garrett Bay.  This part has not been definitely settled upon, however, but it is not anticipated that there will be much trouble in securing a suitable place.  [Garrett Bay had a deep water pier used for loading stone onto ships.]

The owners of the Wisconsin have agreed to take their chances on the amount of business that they will do, feeling confident that there will be plenty of travel during the summer months.  They are both excellent seamen and hustlers from the word go, so that it will be no fault of their's if they do not make a success of the undertaking.

The ferry will be a great drawing card for tourists desiring to make the rounds of the county and should be the means of bringing much trade to hotels on the island.   It is planned to make the fare nominal for the round trip, so that there will be no objection on this score.

The 22 MAY 1919 DCN reported:

Capt. Carl Hanson, owner and master of the gasoline freighter Marion, was in the city the latter part of the week, at which time a reporter asked him concerning the proposed ferry line across the Door to Washington Island.  

Capt. Hanson says that he plans on starting along about June 1st to 10th.  He will make a round trip in the morning and one in the afternoon, and will have time to make a special trip should it be found necessary and desirable.  The schedule he has laid out is to leave Detroit Harbor at 7:30 a.m. and arrive at Garrett Bay at 8:10; leave again at 9 and arrive at Detroit harbor at 9:40.  In the afternoon he will leave Detroit Harbor at 2:15, arriving at Garrett Bay at 2:55; leave again at 4 and arrive at Detroit Harbor at 4:40.

The fare for the round trip will be $5 for an ordinary car and driver, or $3 for one way;  large cars will be charged $7, or $4 for one way.  Passengers will be charged $1 for the round trip.

An ad for the Marion's service appeared in the July 10 DCN, but the mainland location listed was Ellison Bay (beyond Door Bluff and several miles south of Garret Bay).  A paragraph that accompanied the ad stated:

The Washington Island ferry line is now operating on scheduled time between Ellison Bay and Detroit Harbor.  In another column will be found the time table and rates.  The line promises to become a popular mode of travel when brought to the attention of the outside world.  There has been a demand for transporting autos across the Door passage and the ferry Marion is fitting the long felt want.

But Hanson's ferry service, it appears, actually began July 1st, from Gills Rock to the island, as reported in the 20 June 1918 DCN.  The name "Carl" Hanson had been changed to "Hans" Hanson.  (I believe "Carl" was also referred to as "Charles" Hanson.)

 It was noted that:

"The auxiliary schooner Marion, owned and commanded by Capt. Hans Hanson, will be utilized as the ferry.  She is a staunch craft and in charge of an able and experienced seaman.  She is equipped with a 25 h.p. engine and will make the run across the Door in about an hour.  The transportation of autoes from Washington Island to the mainland will be of great convenience to the owners of cars, as it will make it possible for them to leave the island in the morning, come to this city and return home the same evening after transacting business."

Schedule and rates for Hanson ferry Marion,
as it appeared in the 10 July 1919 DCNews.

The fits and starts that seemed to accompany the first island ferry service(s), are confusing to piece together.  They're made even more confusing because of what appears to be mix-ups as reported in the newspaper.

The 26 June 1919 DCN carried the following story, giving the ferry operator's name as William Jepson, but the ferry name Marion, rather than Wisconsin.  Jepson's peninsula location at Gills Rock, which was developed on the eastern shore (where the highway in Gills Rock ends today) would prove considerably shorter and faster than the proposed ferry run of Hanson's to Ellison Bay.  

FERRY STARTS - The first trip of the Washington Island ferry was made on Thursday, June 19th.  This was when the gasoline carrier Marion, Capt. Jepsen (sic) carried the first automobile across the Door to Washington Island from the mainland.

A dock is being built at Gills Rock for the ferry to discharge the autoes (sic) conveniently and expeditiously and the work will be competed by the end of the week.

On the patronage of the public depends the success of the undertaking.  It is confidently anticipated by promoters that it will be a paying proposition as soon as the fact becomes generally known that trips can be made back and forth.  The large increase in the number of autoes during the past and first of the present season augurs well for the ferry line.  The fare is reasonable and service of the best.

Jepson's Wisconsin, on the ways.  Sheets of metal
fastened to the wooden hull to give greater durability.
(Believed to be a Wm. Jepson photo,  from the Bell Collection.)

Finally, we add in one more name of an early ferry operator and his DCN.  The new aspirations were Pete Anderson's, who held the mail contract between the island and the mainland post office in Ellison Bay, which he fulfilled in non-ice months with his vessel named Volunteer.
Passengers aboard the ferry Wisconsin, during teens or early 1920s.
Photo likely taken by Wm. Jepson (from Bell Collection).

FERRY TO WASHINGTON ISLAND - Pete Anderson, the Mail Carrier, Will Carry Cars Across the Door In His New Boat.

Washington Island is to have a ferry service again during the coming summer for the accommodation of the inhabitants of that part of the county as well as the tourists trade.

Pete Anderson, the hustling mail carrier, is the man behind the proposition and he will combine it with his regular business of handling Uncle Sam's mail and carrying passengers back and forth.

During the past winter Pete purchased the gasoline yacht Navarre which formerly belonged to Judge Turner, now deceased, and during the past couple of weeks, he with Thos. Johnson and George Jorgenson have been busily engaged at Two Rivers in converting the craft into a business boat.  She was thoroughly overhauled below the water line and is now as good as new.  

On Monday, Mr. Anderson, accompanied by Messrs. Johnson and Jorgenson, arrived in the city with the boat on their way to Washington Island, stopping only long enough at the yards of the Fuller Goodman company on the west side to take on a load of material with which to finish the craft.  It is the intention to put in exceptionally heavy beams and decks for carrying automobiles.   The upper works and decks will be put in at Detroit Harbor during the ensuing month, it being the intention to have her ready for commission along about the first of June.

The Navarre is 56 feet long and 15 feet wide and will be capable of carrying three cars handily.  She is an exceptionally fine boat.  The owner will also have accommodations for passengers as well.

Mr Anderson has not as yet figured out just what schedule he will run on, but this will be announced at a later date.

There are a large number of autoes owned on the Island, which together with those of people who wish to visit the place should provide a good business for the ferry.

Mail carrier Pete Anderson's Volunteer (nearest shore) and the vessel
he purchased and converted in order to start up a ferry service, Navarre.

This is all the information I currently have on the very first motorized ferries (and all or nearly all of it comes from The Door County News clippings provided me by Eric Greenfeldt) but it is my assessment that these three ferry operations struggled in these first few years. Not only did they compete for customers, but the operators battled against weather elements using piers that were, given their haste to get started, probably somewhat make-shift and exposed.  Of the three announced operators, Jepson appeared to have developed superior landings at the best locations.  With his vessel Wisconsin he seemed to have the best craft, and the combination of boat and landings provided a consistent service.   Successful ferry operations and increasing traffic over the next few years led to Jepson's ferry Welcome, built in 1929 Sturgeon Bay, the first vessel built specifically for island ferry service.  His Wisconsin was then sold to Chris Andersen, who used it as a freight boat.

-  Dick Purinton

Wednesday, February 11, 2015

ISLAND WATERFRONT - Then and Now - Part IV

Washington Island -

Continuing the theme of looking at the Washington Island waterfront as time changed, I've come across photos that interest me, and I hope readers who have a connection to Washington Island are similarly interested.

My personal knowledge, and the photos readily available to me help me to make connections.  Most of these photos center on Detroit Harbor, but there are occasional, interesting side trips to other harbors and piers.   I'll admit these are not placed in a chronological sequence.  Rather, I've followed what piques my interest, and also what pops up that seems to make a connected story or sub-theme.

The photo above, for instance, is a fairly recent one.  I've received aerial photos over the years from pilots (Jack Cornell, Tim Graul and Ed Graf, to name a few) but I believe I took this one seated in the rear seat of an ultralight, behind pilot Butch Gordon, in February 1990.  (If anyone believes I'm wrong, please let me know!)

I was interested in obtaining photos for the book Over and Back (published later that summer), and Butch offered to take me up in his small plane one late afternoon when the sun's angle was low in the sky.  At the island ferry dock as shown above are five ferries, with the C. G. Richter moored on the end of the pier, and the Voyageur moored at the Standard Oil dock's north side.  (Both of those ferries were sold years later.)  At this time, all Hansen Oil product tanks were still in place, and you can see autos parked south of the tanks, in the general area that is now open pavement leading to the new ferry terminal entrance (completed in1996).  The old ferry office on the dock was still painted white, later to become "federal blue."

Eric Bonow,  from Superior, Wisconsin, who enjoys digging into history, especially anything to do with regional maritime activity, visited last week.  In our conversation Eric reminded me how as operators we had to avoid a shoal area located directly astern of where the C. G. Richter is moored.  This shoal wasn't dredged until around the year 2000.   To safely leave the channel and head in to the pier, we used a range consisting of the light pole in line with the old office door.   Then we were assured of staying in deep enough water.  This shallow hump (with about 6-8 feet of water over it) also had to be avoided during ice breaking around the docks -  just one more deterrent that, when eventually removed, was longer thought about.

The relationship of the current ferry dock to the adjacent Standard Oil pier, and to the Island Outpost dock north of that, is clearly shown in this photo, and that's the main reason why I chose to feature it here.

Below is a May 1930 survey of the ferry dock property (the earliest survey I've seen), courtesy of Eric's sleuthing at the Courthouse.   I believe this survey was produced because of an impending sale of land from  Ole Christiansen to Captain William Jepson, who before that sale operated his ferries from the far eastern side of Detroit Harbor.   Ole's marine railway is indicated in the survey.

May 1930 survey of Standard Oil (previously the Cornell Tract)
and Ole Christiansen tracts  (later Wm. Jepson's, then WIFL)
in Detroit Harbor.

In a previous blog, I wrote that Ole was co-owner of a pier in Jackson Harbor, along with Bo Anderson, and a chart and photos Eric passed along show where that pier was located.  The photo is an old postcard, and although its not entirely clear in this version, piled lumber can be seen on shore and an unidentified small sailing vessel is at the pier, presumably loading - year unknown.

Related text reprints from the Advocate newspaper follow:

 Door County Advocate - 2.28.1903:
   The bulk of the Forster Lumber Co. lands have been sold mostly to settlers, the heaviest investors being Bo L. Anderson and Capt. Ole Christianson (sp), who secured about 500 acres.  These gentlemen are now engaged in building a dock inside the east point near the entrance to Jackson Harbor.  The cribs have all been completed and the stringers are now being laid.  There are two gangways to the main structure, which will prevent all backing or turning by teams.  Three vessels will be able to lay at the dock at the same time.  Captain Christianson is superintending the work which is a full guarantee that the structure will be put up in good shape.   The entrance to Jackson Harbor is shallow, so that only light going craft are able to pass in our out.  The owners contemplate removing the bar, which is only a few yards wide. They will likely have a small dredge do this work, although Captain Christianson has told us that he could remove the bar by other means, but at all events it will require a good outlay, but when this obstruction is away, allowing large vessels to load at the dock, it will fully pay for the outlay.  Besides that several of those owning timber lands on the northeast side have expressed their willingness to help pay for the expense in deepening the inlet. The enterprise of Messrs. A & C is sure to have the effect to build up Jackson Harbor.  There are thousands of cords of wood to go over the dock, and shipping is bound to be lively for some time to come.

Jackson Harbor shown on 1922 Lake Survey
Chart.  (Courtesy of Eric Bonow)

Door County Advocate - 7.30.1904:
Capt. Ole Cristianson is and has been engaged in the wood trade between Jackson Harbor and Milwaukee with the schooner Madonna. The Lucy Graham, Capt. Goodletson, is also carrying fuel from the same place to Manitowoc.  She came here on Saturday night for the sixth time so far this year.  The crew report that the yards are filling up rapidly, and the delivery will have to stop soon until more room can be secured.  Although 36 years old the Lucy is as sound as a trivet, having been well taken care of by her owner.  She was built at Sturgeon Bay in the winter of 1868 by the late Capt. Robert Graham, one of the pioneer residents of the county.

Door County Advocate - 12.3.1904:
The portable sawmill for Christianson & Anderson has arrived, and is now being set up.  The firm has enough orders ahead to keep the outfit busy the greater part of the winter.  Strange to say the demand all comes from the islanders, who are rather adverse to sawing their stove wood by the old and laborious method when it can be done by steam in one fraction of the time.  The buck saw is a thing of the past.

Door County Advocate - 3.4.1905
A good deal of cordwood is being banked every working day at Jackson Harbor, and the owners anticipate god prices again for this commodity.  There are two piers over which the wood will be shipped, that of Anderson & Christianson and Ras. Hansen.  The latter, which formerly belonged to Capt. Denio, is undergoing a substantial rebuild this season.

Door County Advocate - 10.10.1907
Rasmus Hansen is steadily improving and developing his Jackson Harbor property which has in late years become one of the most important shipping points in this region. 
The Lucy Graham has been lying at Jackson Harbor for more than a week waiting for a load.  Capt. Goodletson says that wood is getting very scarce in these parts, but he hopes to get in a few more trips before the end of the season.
  Chas. Anderson, Matt Swenson and Ben Jensen are building a structure on the south side of Jackson Harbor to be used for a saw mill, and as soon as it shall be completed the outfit will be removed to that place from the west side of the pond.  Business is pretty lively at that point, as there is considerable wood being banked and carried to market by the schooner Madonna, Capt. Ole Christianson.

Postcard - Jackson Harbor, inside Carlins Point, early 1900s.

After nine more years, the shipment of timber had slowed…and it was around this time the Madonna was abandoned in Detroit Harbor west of Snake Island.   Ole Christianson may have concentrated his efforts from that point forward at his shipyard on Lobdell Point.

Door county Advocate - 4.6.1916:
The Jackson Harbor Mill Co. will begin their spring sawing this week. Lumbering is nearly a thing of the past on the Island, the stock of logs being comparatively small.  But, still we wonder where so many come from.

  - Dick Purinton