Showing posts with label Green Bay. Show all posts
Showing posts with label Green Bay. Show all posts

Friday, October 17, 2014

NICOLET LEGACY: TIME TO RECONSIDER?


Washington Island, Wisconsin -

When I've read about our early history, whether as a boy or more recently, my fascination with the earliest European explorers was kindled.  A part of that, I think, is because my family occasionally stopped on our way to Green Bay at the roadside memorial to Jean Nicolet along highway 57, near Dykesville.  I imagined Nicolet stepping ashore, his arms aloft, firing his pistols as I had seen in a painting reproduction.

French explorer Nicolet was in 1634 supposedly the first white man to visit Green Bay waters and come ashore, and that statue and painting were strongly etched in my mind.  Dressed in a splendid red robe with what appears to be gold applique, his show of fire power as depicted by the artist caused natives to cower in fear and uncertainty, and listen in awe to his message of greetings.  Nicolet's pistol attention-getter would have preceded the message that these inhabitants were now subjects of New France.  Then Nicolet, or a priest traveling in his company, would very likely have baptized the heathens into membership in the Roman Catholic Church.

Memorial to Nicolet that was erected
along Highway 57 near Red Banks,
near what is now near the town
of Dykesville.

Over the years, a Wisconsin bank, a high school (perhaps more than one), a Wisconsin National Forest, the Rhinelander Technical College, a restaurant and perhaps many, many roads … were named for this explorer as a way of honoring his visit, Wisconsin's earliest European connection.

Never did information contradict this general view of Nicolet's  appearance along the shores of Green Bay…until now.

Ronald J. Mason, Lawrence University, carefully points out corrections to the record in his article "Where Nicolet and the Winnebagoes First Met," published in The Wisconsin Archeologist (2014, 95(1):65-74.  Mason, a Professor Emeritus in Anthropology and a name familiar to Rock Island and Great Lakes anthropology, uses scholarly language and exacting logic, to be expected.  To paraphrase his article here will seem incomplete and lacking in respect for the supporting statements Mason makes.  Mason is most careful to close loopholes in his challenge to the existing notions of Nicolet's journey.

However, condense we must, and using his information we begin with his opening statement, one that sets the stage for a convincing argument:

 The surviving descriptions of Nicolet's 1634 or 1634-1635 exploration west of Lake Huron were not written by the explorer himself, but by the contemporary Jesuit fathers Paul Le Jeune and Barthelemy Vimont in subsequently edited segments in published collections of extracts from the annual reports of the Jesuit mission in Canada.  These substitutes have thereby become the definitive sources on Nicolet's travels.

A number of years passed, according to scholars, between the actual 1634 exploration and the written compilation of that accomplishment, based, it is presumed, on a journal of Nicolet's that might have "later been lost."  What survived may have been "delivered orally or in writing."  Mason cautions about the sources:  "However that many (years) have been, the record of where the explorer actually had gone has survived only indirectly and partially, thus requiring a measure of diffidence not always exercised by scholars appealing to it in their own reconstructions of history."

The descriptions of location that survived, then, "apart from the few snags in translating seventieth-century French" of which Mason gives examples, are a much closer fit with the rapids of Sault Sainte Marie, which is a major river that opens up to "the little lake," possibly today's Whitefish Bay, and then to a "second fresh water sea," most likely Lake Superior.   Information about a such large inland sea would have come from the earlier explorations of Champlain.  Mason writes, such "knowledge doubtless communicated to Nicolet before his departure, of the existence of such a big, even if not yet formally named, lake beyond Sault Ste. Marie…depicted on both the 1616 and 1632 Champlain maps."   Certainly Nicolet would have taken advantage of all prior knowledge before setting out on his journey.

One "snag" that may have thrown off earlier scholars, Mason acknowledges, was the notion that Nicolet met with members of the Menominee and Winnebago tribes.  Formerly scholars believed this would eliminate Lake Superior, but not the shores of Green Bay which was traditionally where scholars believed those people called home.  Mason takes pains to describe the various tribes inhabiting this area, their various native names, and those names given by Nicolet (who was fluent in Algonquin dialect).  It is also possible, Mason thinks, that one named native group could have been confused with another, and also that Nicolet may have repeated names he overheard that were commonly used by those he met to describe "diverse foreign groups" of natives.

Mason also points out hat natives may not have been closely associated with just one geographic area, as we might assign them today, or that this area may have changed over time.   We think of Lake Winnebago today as being the traditional home of the Winnebago people (why else the name?) but naming on a U. S. map shouldn't exclude the possibility that members of this tribe, or the entire tribe for that matter, might have traveled or lived elsewhere, well beyond a location that we may today consider their geographic or tribal boundaries.  Purposeful relocation (or displacement forced by other tribes), or trading opportunities with other tribes, or seeking a more plentiful food supply might also have been real reasons for moving about.

Mason writes:

This does not mean that Lake Superior was the "homeland" of the Winnebagoes and that they did not inhabit other areas instead or as well.  It simply and importantly means that Nicolet met Winnebagoes in 1634 on the shore of Lake Superior and not on Green Bay or Lake Michigan."

A part of his argument Mason bases on his extensive reading and study of the various ethnic cultures of the Great Lakes. He then cites the description of Father Claude Allouez, who wrote "some thirty years after Nicolet, about the cosmopolitan habits he witnessed on Lake Superior":

The lake is, furthermore, the resort of twelve or fifteen distinct nations coming, some from the north, others from the south, and still others from the west;  and they all betake themselves either to the best parts of the shore for fishing, or to the islands, which are scattered in great numbers all over the lake.  These peoples' motives in repairing hither is partly to obtain food by fishing, and partly to transact their petty trading with one another when they meet.

The geography of his travels as described by Nicolet (and compiled perhaps years later by his transcribers) depicted "a great river."   Mason points out that neither the Fox, Menominee or any other Green Bay river meets the true test of a "great river." But, the St. Mary's River that connects Lake Huron with Lake Superior would so qualify.   Had Nicolet found Green Bay's Fox River, its mouth near the present city of Green Bay, Mason believes Nicolet would surely have been informed by natives of the relatively easy route up the Fox, and the short portage to the Wisconsin which flows to the Mississippi River.

Readers may say, "What difference does it make, after all?"

It's unlikely that an institution in northeastern Wisconsin will change its name in light of new scholarship from Nicolet to something else, especially when that name was based on an historic event that for many years has been unassailable.

But, Nicolet's expedition is a record unknowingly embellished through the years by honest people who repeated mistaken assumptions.

Those assumptions have led, among other things, to the erection of a bronze statue and an accompanying historical plaque (as I remember these were made possible, in part, through funding by penny donations from school children).  A consideration by state highway officials to move or raze this monument was challenged by newspaper readers before the highway underwent reconstruction a few years back.  I believe it can still be seen from the highway, if you look carefully as you drive by at 65 mph.

And then there are the historic oil paintings that became popular and lasting records of Nicolet's exploits, great teaching tools to tell "the Wisconsin story." But, what if they depict the wrong geographic location?  One such painting, by Hugo Ballin, hangs in the Governor's Reception Room of the State Capitol in Madison.  A similar painting, in which Nicolet is again displaying his authority with raised pistols on behalf of France, was commissioned in 1904 by then Wisconsin Historical Society President, Robert McCormick, with artist Edwin Deming.

Such well-intended efforts perpetuate the erroneous assumptions made over generations, dramatizing errors made by earlier scholars.  For his research and his boldness, it may be Mason who deserves a monument!

 -  Dick Purinton



Friday, July 26, 2013

EARLY DETROIT HARBOR PASSENGER VESSEL SERVICE






































Detroit Harbor, Washington Island -

A light rain is falling, and there is a temporary lull in tourism this afternoon, a good time to consider a new blog.  I've had some of these images on my computer screen for months, waiting for that opportunity to string them together with observations.

What got me started on this was the topic of dredging and dock work, and how one thing builds on another over the years and decades.  The present island ferry dock was formerly the property of Ole Christianson who had a boatyard and marine railway there.  If you're interested in more details on that yard, a letter from Ole to Thordarson is included in the about-to-be-published Thordarson and Rock Island.  Thordarson, it turns out, was interested enough in Ole's boatyard to exchange letters with him and get a price.  Ole, it is assumed, was what we call today a "motivated seller" because when Thordarson didn't bite, William Jepson who operated the ferries from the shipyard location at the far end of the harbor did.  Jepson moved his ferry landing and began to make dock improvements.  (This move would also have entailed the improvement of a road for motorized vehicles to and from the Lobdell Point area.  John W. Cornell recalled walking to work along a footpath when he first expanded his dock, where the current Island Outpost dock is now situated.)

North Shore moored inside the slip.
Barrels are lined up along the Standard Oil
dock to the north.  Chambers house is
in background (right).


In the first photo I think we can safely say the North Shore is backing from the location that is also the current ferry landing, backing "into the channel" so-to-speak.  Since the exact year isn't known, there might not yet have been a dredged channel, only a naturally deep waterway. (It was first dredged in 1937.)  Jepson wasn't the only operator to carry autos.  But he appears to be the first to do so, and the first to operate a regularly scheduled service using two ferries, the Welcome and the North Shore, built expressly for passenger and auto service from the Island to the Door Peninsula.



Earlier passenger service?

Eric Bonow provided the 1909 timetable below that outlines early passenger service options to upper Green Bay ports, including Detroit Harbor.   The larger Bon Ami or Sailor Boy made the main run between Sturgeon Bay and Marinette-Menominee, and then north to Escanaba.  A smaller vessel, Thistle, was used to call on smaller harbors along the Door Peninsula.  If someone from Washington Island wished to go to Escanaba, for instance, they could board the Thistle from Gislason's dock (near present day Shipyard Marina), and then transfer near the harbor's entrance to the northbound Bon Ami, which then continued on its way to Escanaba.  When southbound, the Bon Ami or Sailor Boy would stop in Washington Harbor, but apparently only when there was demand.

The fact that trains could be met at Sturgeon Bay or Marinette/Menominee (also at Escanaba, although it is not stated on the Time Card) made it a convenient means of scheduling travel.   It was with such possibilities that C. H. Thordarson often arrived in Escanaba, Michigan, from Chicago by train in later years.  A smaller boat trip completed his last leg to his Rock Island estate.

 Although it is hard to read the fine print, Eric highlighted the Thistle's name in yellow.  Passengers who wished to disembark in Detroit Harbor would also transfer from the larger Hart Line boat to the smaller Thistle near the harbor's entrance.  Then Thistle and her crew were optimized with an offer of "cheap excursion rates outside of Detroit Harbor every pleasant afternoon" to help fill time before she began her run south.

A promotion ran in the Time Card:  if passengers continued to Escanaba, they would arrive in the evening, "Giving all our passengers a chance to approach the city by night and view the immense ore docks lighted by electricity, which is a beautiful sight."

Other early Detroit Harbor vessel activity

Another Eric, Eric Greenfeldt, sent me a volume of great information in the form of early newspaper article reprints.  These clippings tell of the very first beginnings of  ferry transportation on Washington Island.  Here is a sampling:

The Door County News (DCN) of 22 May 1919 reported Capt. Carl Hanson of Washington Island, owner and master of the gasoline freighter Marion, stated his intention to make twice daily round trips from Detroit Harbor to Garret Bay (west of Gills Rock).

In the next few weeks, Hanson apparently sold (or leased) the Marion to William Jepson.  The June 26, 1919 issue reported the first trip carrying an automobile, the ferry Marion under Jepson's authority.  Success of the undertaking, it was noted, depended upon the "patronage of the public." But a "large increase in the number of autos during the past and first of the present season" was optimistically noted.  Also described was "a dock being built at Gills Rock for the ferry to discharge the autos conveniently and expeditiously, and the work will be completed by the end of the week."

Highways and automobiles led to a decline, then the end, of around-the-bay services such as the Hart Line offered.

The Marion's schedule and rates as advertised in the July 10 DCN:  Trips were twice daily.  Round trip rates were $5.00 for small cars, $7.00 for touring cars.  Passengers were 75 cents each, one way.  An accompanying column noted that "The line promises to become a popular mode of travel when brought to the attention of the outside world."

[We're still working on that...]

Competition was in the wings.  The following account appeared in the April 21, 1920 issue of the DCN:

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 passenger s back and forth.

During the past winter Pete purchased the big 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 waterline and is now as good as new.

On Monday, Mr. Anderson, accompanied by Messr. 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 upperworks 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 exceptionably fine boat.  The owners 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 autos owned on the Island, which together with those of people who wish to visit the place should provide a good business for the ferry.  
(Note:  In this early newspaper article the word "autos" appears with an "e," similar to "potatoes," a new word then for editors and readers alike.)

Well, enough for one rainy day.

Eric Greenfeldt sent me quite a few column inches reporting discussions leading to that first official auto being carried by Jepson on the ferry Marion in 1919.  When it rains again, and tourism doesn't require my services, we'll continue with this subject.

-  Dick Purinton