100 Years of Provisioning Great Lakes Ships – Oswego’s Ship Chandleries – Spring 1987

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The Great Lakes… 84% of the continent’s fresh water… a different story in every drop.

By Richard F. Palmer

One bright March morning in 1937, marine historian C.H. J. Snider of Toronto motored into Oswego. His first port of call was neither the yacht club nor the historical society . . . it was John S. Parsons’ ship chandlery store on Water Street. For Snider it was an anniversary of sorts. “It was just where it was forty-two years ago this summer, when I first came to Oswego with Capt. John Ewart, of Cobourg, in the Vienna; and John S. Parsons was there, just as when I first saw him – typical steel-grey, cleanshaven Yankee business man of the second generation, keen and kind, twinkling-eyes, but affable, up-and-coming, calling everyone by his first name, and very polite to the ladies.”

“John S. Parsons has personally handed out 1,716,268 cigars in his time, and passed the hat almost as often for shipwrecked and distressed mariners, Canadian and American, and he has carried hundreds of skippers on the cuff when times were bad.”¹

Mr. Snider, though his accuracy in the field of Great Lakes maritime history has often been called to question, had a way with words. Nevertheless, John S. Parsons, the last in a long line of ship chandlers, was legendary in Oswego’s waterfront history and well known throughout the Great Lakes. Himself the son of a Lakes captain, John S. Parsons ran his ship chandlery on Water Street from 1890 to the time of his death on May 3, 1940 at the age of 75. He was one of the last of his profession who witnessed the transition from sail to steam.

Exactly when the first ship chandlery appeared in Oswego has not been determined. There are indications that in the very early days of commerce on Lake Ontario, provisioning was left to a vessel owner’s devices. But as early as 1810, there was a rope walk at Niagara Falls. Dewitt Clinton, in his journal, noted on August 2, 1810, the rope walk was “sixty fathoms long; is the only establishment of the kind in the western country, and already supplies all the lake navigation.” He said “the hemp used in this manufactory is raised on the Genesee Flats, and costs there from $280 to $300 per ton, and when brought here, it amounts to $380. Tar is procured from New York, there being no pitch in this country, and the price there and transportation here bring it in cost to nine dollars. It constitutes in price a twenty-fifth part of the rope.“²

Since many of the vessel owners were also forwarders in the early days, they had connections on the East Coast that provided such necessities as rope, anchors, binnacles, compasses and other ship essentials. By the late 1820’s, Oswego was showing signs of becoming a boom town, particularly after the completion of the Welland Canal and the Oswego Branch of the Erie Canal. ³

The first ship chandlery advertised in Oswego was that of Joseph Denison and Abram T. Evertsen, in 1829, in the “stone store” of Walton & Willett, early forwarders, “where they have on hand a large assortment of cordages of all sizes, as well as turpentine and linseed oil…” This chandlery was located in what is today Cahill’s fish market, off West First Street. In later years, other chandleries were located here, as well as the Oswego offices of the Ontario Steamboat Company and Northern Transportation Company.⁴

Even at this early date, ship chandlers had interests in vessels. The Oswego Palladium of Oct. 14, 1835 noted that the schooner Albany, of 110 tons, owned by A.T. Evertsen, was launched the day previous. This pattern continued throughout the 19th century with the chandlers having substantial maritime-related investments. There were 60 vessels owned in Oswego by 1836.⁵

As Oswego’s importance as a Great Lakes port grew, so did the ship chandlery business. As many as five ship chandleries were located in Oswego in the heyday of sail, as well as numerous grocery stores, provisioners, sail makers, ship smiths, and hardware stores that depended on captain and crew for their livelihood.⁶

Another early Oswego ship chandler was Courtland C. Cooper, a first cousin of the famous James Fenimore Cooper. He came to Oswego from Pennsylvania about 1832. He first appears in the Oswego Free Press on May 29, 1833, as having formed a partnership with Lewis Cole “at the old stand” with a “small but well selected assortment” of ship chandlery items, groceries, provisions, crockery, hardware, stoneware, paints and oils, boots and shoes, and ready-made clothing. This partnership was dissolved on July 8, 1833, but continued as “C.C. Cooper.” Courtland Comly Cooper (1793-1857) was the son of James Fenimore Cooper’s uncle James (1752-1849). Courtland probably came to Oswego with his father from Bucks County, Pa.⁷

According to advertisements, the Cooper ship chandlery was at 105 and 107 Water Street, near the corner of Cayuga Street. Many of the stores and chandleries on the waterfront had two entrances, hence multiple addresses. The Oswego Commercial Times of June 10, 1848, carried an advertisement indicating Cooper and Thomas Barbour were forwarders, commercial merchants and dealers in ship chandlery supplies, groceries, salt, water lime and plaster. In the 1854 Oswego directory, Cooper and Edward W. Dutcher appear as partners in the ship chandlery business, one door south of the Customs House. Thomas Barbour died on March 20, 1855, and Cooper continued the business until his death on January 9, 1857. Before his death, Mr. Cooper took on Daniel Lyons as a partner. The business was then taken over by his son, James C. Cooper.

However, in 1860, James C. Cooper and Daniel Lyons appear to have operated separate ship chandleries, within a few doors of each other. Cooper moved to 103 Water St., while Lyons remained at the old address. James didn’t remain in business for long, as he felt it his patriotic duty to enlist in the U.S. Army as a private with the 24th New York Volunteers in October, 1861. The chandlery was then sold to Benjamin F. Greene, who, according to the 1861 city directory, was “ at the old stand of J.M. O’Leary.”

Mr. Cooper was not destined to serve in action during the Civil War. He died of disease on February 18, 1862, leaving a wife and three small children. ⁸

Daniel Lyons was born in 1827 in County Cork, Ireland, and came to Oswego at age 17. A poor boy but personable and quick to learn, apparently possessed the business acumen to operate a ship chandlery with its infinite details, and the pluck and perseverance that won him wide admiration.

By 1860, he and George C. Finney were in partnership and within a few years, they opened another chandlery in Chicago; Finney took charge. Lyons & Finney also were active in real estate and had considerable money invested in schooners. About 1879 another branch was established in Buffalo with a son, Steve H. Lyons, as manager. Mr. Lyons died on August 2, 1882, at the age of 55.⁹

George Fisher & Co. opened a chandlery in Oswego on February 1, 1835. By this time, when Oswego was rapidly developing into an important port, there were six grocery and ship chandlery stores. The population of the town jumped from 1,310 on January 1, 1828, to 3,980 by February 20, 1835.¹⁰

William S. Malcolm advertised his chandlery on East First Street in the Oswego Commercial Times of June 30, 1848. Mannering & Mott, successors to E. W. Rossiter & Co., had a chandlery at 110 and 112 W. First St., comer of Seneca. In the 1852 city directory, they advertised that “all goods delivered on board of vessels, free of charge.

Other chandleries that year were B. Doolittle at 135 and 137 Water St., and Washington Burr, ship stores, at 56 E. First St. Bumam & Crane, chandlers, are listed at 95 and 97 Water St. from 1854 to 1856, in the same stone building originally occupied by Denison & Evertsen. Arza Crane succeeded this firm in 1857.

The 1862 directory of Oswego carried the following item about an important chandlery:

“At 99 and 101 Water street, Chas. H. Smyth conducts an immense ship chandlery business. Occupies two stores, each 25 x 50, three stories high, and in his stock may be found everything in the line of merchandise needed in a vessel, and Mr. Smyth has reaped the just reward for his devotion to the interests of his business, and his liberality with all his patrons in the way of a larger trade than any other similar establishment in this city.”

This was at the same address of the former Robins & O’Leary ship chandlery listed in the 1854 directory. Jesse M. O’Leary is listed as proprietor through 1859, and then he appears to have been succeeded by Benjamin F. Greene in 1860.

The ship chandlery business may have been somewhat speculative in the early days, as they changed ownership and management frequently. Some of this probably correlates with fluctuations in trade and commerce. Also, the chandlery business on the Lakes was seasonal, not as active when the ice was in.

However, it appears that the chandleries and related businesses such as sail makers found a ready market in the local shipyards which, in the 1840’s and 1850’s in particular, were very active. Competition was keen and only the best survived. But due to the absence of business records, it is impossible to determine with any great accuracy the amount of business these chandleries did. ^{l l}

John S. Parsons joined the Lyons firm in 1881. When Daniel died in 1882, he and Steve H. Lyons became partners. Parsons was well-suited for the business as he had been around the waterfront all his life. Born in Oswego on December 25, 1864, his father, of the same name, was a seasoned veteran sailor, both on the Great Lakes and the high seas.

John was the son of his father’s second wife. His first wife was drowned when the schooner Osprey foundered while attempting to enter Oswego Harbor during a storm on October 7, 1856. ( See Appendix I).

John S. Parsons Jr. took over the chandlery business from Lyons on March 12, 1890. Over the years he was one of the most influential men in Oswego. He was Collector of Customs under President Taft, and for many years a prominent politician. At 23, he was elected Republican Alderman of the First Ward, later Police and Fire Commissioner from 1894 to 1902. He went on to major state politics.

An Oswego promotional brochure in 1910 explained:

“Probably no mercantile establishment of Oswego has a wider influence than that of Mr. John S. Parsons, who conducts a ship chandlery business at 157, 159 and 161 Water St. This house was established half a century ago, the present proprietor having had it for the past twenty years, acquiring it from the founders, D. Lyons & Son.

“The building comprises practically three stores besides a hall located over the City Club rooms on Water Street, used for storage of reserve stock. This stock is exceedingly large and well assorted, and includes everything in Manila rope, ship and yacht supplies, such as sails, canvas, lanterns, instruments, oars, as well as everything in paints, oils, varnishes, soaps, wire rope, tar, oakum, hose, and in fact an entire stock of nautical supplies. A proof of the reliability of the firm and the esteem in which Mr. Parsons is held is evidenced in the immense trade done by the house. Mr. Parsons is a native of Oswego and has always been engaged in this line of business. He is prominent in the city as a man who takes an active part in the administration of the city’s affairs, and has been County Clerk, Alderman, and Fire and Police Commissioner. He is an influential member of the Chamber of Commerce, and is Treasurer of that body.”

Originally, this chandlery was located in a building known as the Academy of Music. In 1904, that structure was demolished and Parsons moved his business next door into the old Market House. This structure, constructed as the first City Hall in 1836, still stands.

By the turn of the century, Parsons’ only competition was the ship chandlery of McCarthy & Marsh, located on the east side of the Oswego River at 8 E. Cayuga St. James H. McCarthy and William H. Marsh started this business in 1868. Mr. Marsh was an old sailor. Besides carrying a general ship chandlery store they bought and sold wet grain and junk. Mr. Marsh had an interest in several schooners, including the Daniel G. Fort, American and Houghton. Not much is known about McCarthy. Mr. Marsh died June 8, 1909 at the age of 67. Mr. McCarthy carried on the business until about 1912.¹²

John T. Donovan of Oswego, who carried on the marine supply business for a decade after Mr. Parsons’ death, recalled “My old boss was a grand old man. He was very well liked. He had a tremendous memory. If you had a big discussion in some saloon as to what year a certain schooner was lost, you would call him up and he would say, ‘Well, I remember I was nine years old, and it was the day after my birthday, and my father brought me down to the lake and I saw her over on the Fort Bank…‘ He always tied something in to pin down the date.”

The store “was a colorful old place,” Donovan said. It was filled with the pungent scent of Stockholm tar from oakum, spun yarn and marlin, and the fresh flavor of new manila rope, stored in great coils. Parsons carried most anything marine: compasses; single, double and triple-sheaved blocks; anchors; three-cornered needles for sewing double-O canvas with palms; fine needles for hemming handkerchiefs; grapnels; sheet; bower and kedge anchors by the pound, hundred weight or ton.

“When you walked in there was a beautiful model of a ship in a glass case that Albert G. Kramer had built. He (…) an old Swede. I think like a hermit and built ship models in his workshop.*

“Another old timer, a Captain Johnson, spent an hour every time he came in, admiring the model of the square rigged ship. He’d tell how he started sailing a ship just like that when he was a kid.”

The store was heated with old-fashioned bright-nickel-plated coal stoves. Big galvanized pails were on top of them, filled with water to restore the humidity. The office was one of the finest marine museums on the Great Lakes, the walls literally covered with hundreds of marine paintings, sketches, charcoals and photographs of long-departed schooners, brigs, steamers, tugs and yachts. There were buildings’ models and half models of vessels carefully created by some long forgotten ship carpenter.

Donovan said “he even had charcoal sketches in there, as well as paintings by James G. Tyler, the famous marine artist. He and Mr. Parsons were old friends. He occasionally presented Mr. Parsons with a beautiful oil painting, just from his friendship. By that time, Tyler had moved to New York and had become very famous.”

After Parsons died, much of this valuable marine collection was given to the Oswego County Historical Society. During his lifetime, Mr. Parsons was often called upon by marine historians to verify or supply facts relating to old shipping days. The editor of the Palladium noted Parsons was “familiar to practically every person engaged in Great Lakes shipping.”

Donovan said he went to work for Parsons in 1928, after graduating from high school.

One of Donovan’s early experiences in the chandlery business was in 1932. The Huron Portland Cement Company of Detroit established a facility here early in the season. Harbor improvements were underway and the firm leased a temporary sire and dock.**

While work progressed on cement silos, the firm utilized its steamship John W. Boardman for storage of bulk cement. One winter night, Parsons called Donovan and some others to help him with securing the ship. The Boardman was breaking loose from its moorings, held by inch-and-a-half steel cables.

“We went down and opened up a coil of heavy harbor tow line, which was stored on the second floor of the ship chandlery. We had to uncoil it out through an open window, and recoil it back on a truck which was below. We got one line on the stern and the other on her bow. These two big manila lines held her safe the rest of the winter. Rope would stretch and give while the steel cable would just snap when the ship surged with the sea.”

Although the Parsons ship chandlery remained in business long after sailing days, things weren’t quite the same. In earlier times, Parsons would sell as much as 100,000 feet of line in a single season to calloused-handed masters and mates. By the 1930’s, harbor two line, sailing canvas and hawsers were spoken of only by the old-timers who gathered round the pot-bellied stove on winter days.

Parsons was able to stay in business by changing with the times. His trade now ran to paints, oils, varnishes and enamels in the growing popularity of pleasure craft. Only occasionally would a request come in for a barometer, compass or life preserver. Donovan said business was good in the 1930’s, but slumped after World War II. In 1950 “business got so poor I sold out.” He said it was “just as well,” as shipping “went to pieces” in Oswego.

“Back in the ‘30’s, ships would be waiting at anchor to get in to the grain elevator and coal dock. We had a very busy harbor in those days.”

The ghost of the John S. Parsons Ship Chandlery still haunts Oswego Harbor. Faded lettering advertising the business can still be seen on the old Market House, facing the Oswego River, on once-busy Water Street.

What one might trade for a few moments in this old establishment the way it was! And be able to sit in a circle with old sea captains to hear their stories!

One of the last sailing ships built on Lake Ontario was the schooner John S Parsons (#76999) launched at Chaumont, N.Y. in 1892. (115.26 g.t. 109.50 n.t. 92.7 x 21.4 x 9.4) It is believed this vessel was named for the father of the Oswego ship chandler.

The vessel was built and operated by Capt. Franklin D. Phelps, who also constructed several others between 1882 and 1915. These included the schooner Emma (135602); 1882; steamer Jessie (46564) 1900; steamer Frank D. Phelps (200234) 1903; steamer M.G Phelps (213393) 1914; steamer Isabella H (213102) 1914; steamer Hinckley (96578) 1901; hay scows Northern Lights and M.I. Wilcox.

The Parsons made its home port at Cape Vincent, and was particularly familiar on the St. Lawrence. About 1896, she was converted to a steam barge. By 1910, the engines had been removed and she was down-graded to a tow barge. There are indications, however, that the vessel retained its rigging throughout its career.

On December 10, 1910, the Parsons stranded on Rock Shoal near Alexandria Bay, and went down in 60 feet of water. However, she was raised and put back into commission.

At 4 a.m., November 24, 1913, the Parsons left Charlotte (Rochester) with a cargo of 360 tons of soft coal, in tow of the steamer Frank D. Phelps. The vessels were bound for Morristown, below Ogdensburg. About 6 a.m., they encountered heavy seas east of Fair Haven. Finally, a stern plank gave way in the Parsons. Two crewmen endeavored to stop the inrush of water by blocking the hole with blankets, sheets and bedding, but this was useless. The ship started to lurch forward a half hour later. Communication between the ships was impossible, but those on the steamer could see the men on the barge were in danger. All possible speed was made for Oswego, but the heavy seas threatened to snap the tow line at any movement and leave the barge adrift.

As the Parsons continued to settle, the three-man crew got their belongings up from below and attempted to launch the yawl. The barge suddenly listed and filled the small boat with water. Two men fell directly into the yawl. The other fell in the water, but was soon pulled aboard.

The Phelps, after dropping the tow line, backed toward the sinking barge. A line was heaved out to the yawl, and the men were brought to safety. The rescue was witnessed by hundreds along the bank. The crew of the Parsons was taken below where they were treated for exposure and dressed in dry clothes. Captain Phelps later commended “I will never tow another barge in the Fall of the year.”

The Parsons went down in about 60 feet of water just outside the harbor entrance. By the following day, the barge was breaking up and large amounts of wreckage washed ashore, including masts. Thus ended the career of one of the last Lake Ontario schooners.

Two interesting observations can be made from this study. First, the chandlery continued by John S. Parsons for many years was in business for more than a century. After his death, his wife said a New York firm wrote her that it had dealt continuously with this chandlery for 110 years.

Secondly, evidence suggests that Oswego had the first ship chandlery on Lake Ontario, if not the Great Lakes. Since Kingston, Ontario, Canada, in many respects pre-dates Oswego as a commercial port, it was thought that that city undoubtedly had a ship chandlery long before Oswego. But such was not the case.

In doing research, marine historian Rick Neilson of Kingston found the following short item in the Upper Canada Herald dated July 23, 1839:

“Persons engaged in the Lake and River navigation are directed to the notice of the Ship Chandlery warehouse just opened by the Messrs. Ives, in Water Street. It is the only establishment of its kind in the province, and was very much wanted, as persons fitting out vessels have had to go to Oswego for that purpose. They can now be supplied in Kingston with every article they may require, on reasonable terms.”

 

APPENDIX  I

Oswego Commercial Times, Saturday, October 9, 1858

Melancholy  Disaster – Terrific Gale – Total Wreck of the Schooner

OSPRAY – Loss OF THE CAPTAIN’S WIFE AND CHILD AND MATE.- We were visited by one of the most powerful gales of wind from the West, on Thursday that has been experienced during the season. The wind suddenly shifted round soon after noon from the south-east to the west, and blowed with tremendous fury during the latter part of the afternoon and all night. Between eleven and twelve o’clock p.m., an immense black cloud came up from the northwest, and the gale rose almost to a whirlwind, and hail and rain fell to a considerable depth. The power of the warring angry elements were felt in every dwelling, and occasionally a squall would come that would cause every house to trembe to its foundations.

There were quite a number of vessels bound for this port from the Upper Lakes ports, on Lake Ontario when the gale arose. All of them, however, rode it out gallantly, so far as we have heard, and twelve or fifteen sail entered this harbor during the afternoon and night, without any material injury, except the schooner Ospray.

Between 11 and 12 o’clock, and after the hail storm had set in, the Ospray, Capt. JOHN PARSONS, reached our port. The gale was then at its highest fury. He succeeded in passing the jaws of the piers, and was just congratulating himself that all was safe, when a squall struck him, and carried his vessel broadside with tremendous violence against the East Pier, shattering her hull from stem to stern, and carrying away her masts and rigging. She was then at the mercy of the waves. The Captain had his wife and child on board. He found the vessel was sinking, and hastened to the cabin and called his wife to follow him, in hopes of making their escape upon the Pier. He took his child in his arms, and his wife followed near him.- They had proceeded but a little ways towards the forward part of the vessel, when a tremendous sea swept over the decks, throwing him forward under the fore boom, and disengaging his child from him. He recovered his feet again and got hold of his child, which he was abliged to hold in his teeth by its clothing. His wife was missing. He called immediately for her, but she had been swept overboard and lost. Soon another sea swept over the decks, throwing the Captain clear forward and sweeping his child from him into the sea, and that was lost also. GEORGE CRINE, the mate, and brother in-law of Captain Parsons, was also swept overboard and lost… The vessel soon sunk and pounded until she was pretty much destroyed.

NOTES

1. Snider, H. J. Schooner Days article of April 24, 1937 (Toronto Telegram)
2. 128, Campbell, William W., The Life and Writings of De Witt Clinton (New York) 1849
3. First vessel to arrive in Oswego via the Welland Canal was the schooner Erie on 4, 1830. As the vessel entered the harbor it was greeted by the ringing of bells, a 24-gun salute, a display of flags and the cheers and congratulations of the village. (Oswego Palladium, Aug. 11, 1830. Traffic commenced passing through the Oswego branch of the Erie Canal on April 28, 1829. (P.
4. Churchill, John D., Landmarks of Oswego County, 1895. There were 20 vessels owned in Oswego in 1824, but no advertisments for ship chandlers appear until Feb. 10, 1829.
5. Melmetsie, Carolyn, The Stone Store: Cahill’s Fishery, Historic Oswego Buildings Survey 1, June, 1974.
6. 618, Gorfon, Thomas F., Gazetteer of the State of New York Albany, 1836. Denison & Evertsen partnership dissolved on April 18, 1832, but continued as A. T. Evertes, well into the late 1830’s. The chandlery included a sail loft. See advertisement, Oswego Palladium, March 1, 1833.
7. From a survey made of directories of the
8. 165, New York State Census, City of Oswego, 1855, states he was born in Pennsylvania and lived in Oswego 23 years. Penfield, Dr. Lida S. Three Generations of Coopers in Oswego Paper read before the Oswego County Historical Society, January 14, 1941.
9. Penfield, Lida , op. cit.
10. Obituary of Daniel Lyons, Oswego Palladium, August 3, 1882.
11. Oswego Palladium, March 4,
12. Articles concerning launchings often cite local ship chandlers as furnishing rigging for new vessels.
13. Oswego Palladium, June 9, Oswego City Directories of the Period.

*Kramer died on July 6, 1929, at the age of 86. He came to Oswego in 1869 to work in the lumber business. He had been a cadet in the Swedish Navy and later served in the U.S. Revenue Service on Lake Ontario. His ship models were highly prized. In his last years he lived alone and refused assistance from neighbors and friends.

** Huron Portland was the first upper lakes corporation to locate in Oswego to take advantage of facilities then offered for distribution of bulk cement into New York State and New England by rail, canal and highway. Oswego was the most easterly of Huron’s plants. It has since been sold to the Northeast Cement Co. The John W Boardman was renamed Lewis G. Harriman in 1965, and is still in active service. The firm has operated a fleet of self-unloaders for many years.

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