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James C. Corrigan
Born	(1848-05-01)May 1, 1848 Morrisburg, Ontario, Canada
Died	December 24, 1908(1908-12-24) (aged 60) Cleveland, Ohio, U.S.
Occupation(s)	Mining, shipping, and steel company executive
Years active	1867—1908
Known for	Founding Corrigan, McKinney Steel

James C. Corrigan (May 1, 1848 – December 24, 1908) was a Canadian-American businessman active in the shipping, petroleum refining, iron ore mining and selling, and steel manufacturing industries. He made and lost fortunes in the shipping and refining industries, and was known as "one of the group of men who made Cleveland".

Although he founded five Great Lakes shipping firms and owned the largest independent iron ore mining company in the Midwest, he is best known as the founder of the Corrigan, McKinney Steel company.

Early life

James Corrigan was born May 1, 1848, in Morrisburg, Ontario, Canada, to Johnston C. and Jane Corrigan. His father, a laborer, was from Ireland and his mother from Scotland. James was the second of eight children. His siblings included John (born 1845), Johnston Jr. (born 1850), Mary (born 1854), Robert (born 1856), Margaret (born 1858), Richard (born 1858), and William (born 1860).

The family was somewhat itinerant, living in several villages in Ontario and for eight years in Cleveland, Ohio, in the United States. The Corrigans later moved to Minnesota, where they had a farm in the Red River Valley (later inherited or purchased by James), before returning to Ontario.

His mother, Jane, died on January 31, 1861. His father then married Sarah Wood, and they had three children together.

Emigration to the United States

James had an unhappy home life, and in 1860 left home with his older brother John. They emigrated to Ogdensburg, New York. When James turned 17, he became a sailor on a schooner on the Great Lakes. He remained a sailor for six years.

In 1867 or 1868, James began sailing the sloop Trial, which was owned by Martin Golden, transporting refined petroleum products during the summer months from Cleveland across Lake Erie to Port Stanley, Ontario. In April 1869, James purchased the Trial from Golden.

Petroleum refining

During the winter months, when the Great Lakes were ice-bound, Corrigan began making experiments in petroleum refining on his own. In 1868 or 1869, John and James established a small crude oil refinery on Walworth Run in Cleveland, doing business as Corrigan Brothers. James invented a refining process that allowed him to crack specialty oils from crude petroleum. He was able to produce mineral seal oil, cylinder oil, and paraffin wax. Standard Oil of Ohio later leased the process from him.

Corrigan invested in other refineries as early as 1872, and established his own refinery, Corrigan & Co., that year. It was capable of processing 200 barrels of crude oil a day. At their peak, the Corrigans owned four refineries, which were earning $300,000 a year (equivalent to $8,318,000 in 2023).

Corrigan leased his oil refinery to Standard Oil in 1879 and moved to the region of Galicia, then part of Austria-Hungary, where he leased oil fields from Prince Alexandru B. Știrbei and built oil refineries near the cities of Grybów and Kolomyia. The oil fields proved to be not very productive, generating less than 100,000 barrels by 1880, and of an inferior quality that was difficult to refine.

While in Galicia, Corrigan sold his refinery in 1881 to Standard Oil in exchange for stock in Standard Oil. He sold his assets in Galicia and returned to the United States in 1882. By January 1883, he was operating a new oil refinery on Walworth Run between Pearl and Mill streets.

Shipping

The "Corrigan fleet" and Corrigan, Huntington and Co.

According to The Plain Dealer newspaper, Corrigan established five different shipping companies in his lifetime. Until the establishment of the first two firms in 1893, he personally owned these vessels, and they were generally known as the "Corrigan fleet" during this time. He obtained inexpensive boats, ran them hard, and insured them heavily.

Corrigan became interested in shipping in the spring of 1872, but it wasn't until March 1877 that he began to form a shipping fleet. His first vessel was co-owned with his brother John, and named the Hippogriff. Likely purchased at auction in March 1877, it sank on September 28, 1877, after a collision.

James Corrigan next purchased the schooners Niagara (for $31,000 [equivalent to $886,000 in 2023]), and Richards (for $8,000 [equivalent to $229,000 in 2023]) in 1883.

Corrigan began rapidly building his shipping fleet. In December 1885, he purchased the steamer Raleigh for $40,000 (equivalent to $1,199,000 in 2023) and her consort Lucerne for $20,000 (equivalent to $599,000 in 2023). The following year, he bought a two-ninths interest in the schooner James Couch for $6,222 (equivalent to $186,000 in 2023), and the barge R.J. Carney for $12,000 (equivalent to $360,000 in 2023). With oil magnate John Huntington, he purchased the steamer SS Australasia and the schooner Polynesia for $160,000 (equivalent to $4,795,000 in 2023).

1886 saw Corrigan create his first shipping business. In October of that year, he, John Huntington, and Huntington's son, William R. Huntington, formed a stock company worth $200,000 (equivalent to $5,994,000 in 2023) named "James Corrigan, Huntington & Co.". Ownership of the Australasia, Polynesia, Niagara, and Raleigh were transferred to the new firm, which Corrigan operated. In early January 1887, Corrigan sold his interest in the James Couch, Niagara, and Raleigh to the firm for $160,000 (equivalent to $4,760,000 in 2023).

Corrigan became a member of the Cleveland Vessel Owners' Association (CVOA) in April 1886. This organization, established in March 1868, was highly influential in establishing inland waterways navigation rules, the improvement of channels, the removal of waterway obstacles, the improvement of port operations, and much more. Corrigan was highly active in the CVOA, which usually met in his offices in the Perry-Payne Building in Cleveland.

Corrigan repurchased the James Couch and Raleigh from Corrigan, Huntington & Co. in early 1887. James and his brother, John, jointly purchased the schooners George W. Adams and David Dows (for a total of $125,000 [equivalent to $3,719,000 in 2023]).

Corrigan's shipping empire had made him a millionaire by 1889.

Rockefeller lawsuit

The Panic of 1893 created serious financial illiquidity for Corrigan. Pressed for cash to pay the loans on the ships he had purchased, Corrigan turned to John D. Rockefeller, the largest shareholder in Standard Oil. Rockefeller was one of the nation's richest men, and a fellow Clevelander. Rockefeller loaned Corrigan $400,000 ($14,000,000 in 2024 dollars) needed to pay the loans. The Rockefeller note was secured by Corrigan's Standard Oil stock.

Corrigan asked Rockefeller to release his stock, arguing that he could use his ships as collateral. Rockefeller refused. Corrigan stopped making interest payments on the loan in 1894. Rockefeller did not immediately forclose, but allowed interest to accumulate. Rockefeller now offered to buy Corrigan's Standard Oil stock. He offered $168 a share, which would pay the outstanding interest and retire the principal.

Corrigan tentatively agreed, but only if Standard Oil gave him detailed information about the trust's assets, earnings, investments, and securities purchases for the past five years. This would allow him to determine if Rockefeller offered a fair price. At the time, almost no corporations released such sensitive information, and Rockefeller refused the request.

John asked his brother, Frank, to pressure Corrigan to sell. Corrigan finally did so in February 1895, at $168 a share. It was the market price, and it was the price Rockefeller had offered other friends for their Standard Oil stock. A month later, the stock price had risen to $185. Corrigan assumed he'd been swindled, and worte a letter to Rockefeller in April accusing him of fraud.

Corrigan sued Rockefeller in July 1897, claiming Rockefeller had fraudulently under-valued the stock.

The men agreed to arbitration. Rockefeller gave the group of arbitrators full access to Standard Oil's confidential financial information. In April 1899, the board of arbitrators ruled in Rockefeller's favor.

Corrigan refused to accept the arbitration report, and resumed his lawsuit. A trial was held in April 1900, and the court ruled against Corrigan in September.

Corrigan appealed the district court's ruling in January 1901. The appellate court affirmed the district court ruling.

Corrigan then took his case to the Supreme Court of Ohio in November 1902. The high court reaffirmed the decision of the lower courts, concluding that where a trial occurs pursuant to an arbitrator's award, the court's award is binding upon the parties absent evidence of fraud or manifest mistake as works a fraud. The case was likely the first in the United States to address whether an arbitrator's testimony could be used in court to impeach an award.

Hopkins Steamship and Corrigan Transit

Once the depression caused by the Panic of 1890 had eased, Corrigan began purchasing ships again. He became part-owner, with his brother John, in 1891 of the $7,000, small steam-powered propeller barge Samuel Neff, and in 1892 James bought the schooner J.I. Case.

Corrigan formed his third shipping fleet in 1893. With Mark Hopkins, John Green, John Mitchell, John F. Wedow, and F.W. Wheeler, he invested in and co-founded the Michigan-based Hopkins Steamship Company. Hopkins and Wheeler co-funded the $200,000 (equivalent to $6,068,000 in 2023) steel hulled steamship Centurion, which formed the nucleus of the new fleet. Corrigan sold his interest in Hopkins Steamship in 1896.

He also founded Corrigan Transit (also known as the James Corrigan Transportation Co.) in 1893. Corrigan had personally held title to all his vessels; now, title was transferred to Corrigan Transit. By 1900, the company had 12 vessels.

Formation of the Lake Carriers Association

There were several local associations representing vessel owners on the Great Lakes in the 1880s and 1890s. By 1892, many Cleveland area owners felt that a regional association would be more effective in advocating for federal and state funds to improve shipping conditions. Corrigan and Morris A. Bradley, owner of Bradley Transportation (a major Great Lakes fleet as well as shipbuilder), proposed that the Cleveland Vessel Owners' Association merge with the Buffalo, New York-based Lake Carriers Association The CVOA appointed a committee of its members in March 1892 to effect a merger with Lake Carriers Assocciation, and Corrigan was named to that committee. and the two organizations merged on April 28. Corrigan was elected to the LCA's first board of directors.

Corrigan was elected a vice president of the LCA in January 1893, and in January 1894 was elected president.

The "ice clause" lawsuit

In April 1898, the Corrigan, Huntington & Co. consort Northwest sank after striking heavy ice in the Straits of Mackinac, a short, narrow waterway between the U.S. state of Michigan's Upper and Lower Peninsulas.

At the time, nearly all vessel insurance policies carried a standard "ice clause" which held insurers not liable for paying damage caused by ice. The clause read: "Warranted free from claims or damage incurred while navigating, when such loss or damage is sustained or cause by, or in consequence of ice, unless the ship hereby insured be specifically and sufficiently protected and fitted, so as to enable her to encounter ice."

James Corrigan sought $18,000 from the Chicago Insurance Co. for the loss of the Northwest. When the company denied the claim, Corrigan sued in the Ohio Court of Common Pleas. His attorney, Harvey D. Goulder of Cleveland, argued that company's insurance policy was a standard, printed form which contained some provisions which applied to steamers, others to consorts, and others to both. The policy must be applied to the subject of the insurance. Since it was common knowledge that consorts were never clad with metal to allow them to cut through ice, the "ice clause" could not be applied to the Northwest. Even if it was, Goulder asserted, no fitting would have protected against an ice strike so far below the water line.

A jury trial was held before Judge George Dissette. The jury held the "ice clause" invalid as applied to consorts, and awarded Corrigan $10,434 in damages.

The outcome was an important one, as it invalidated the "ice clause" in the state of Ohio.

Mining and smelting

Early mine investments

Having engaged in the transportation of coal and iron ore for some years, Corrigan decided to begin mining operations on his own. His first venture in this area appears to have been the Duluth Lime & Coal Company. Based in Duluth, Minnesota, he co-founded the firm in April 1886 with John Corrigan and six other Cleveland investors.

Some time in 1886 or early 1887, Corrigan traded his family farm in Minnesota to George E. Tarbell of Milwaukee, Wisconsin, for $30,000 (equivalent to $892,000 in 2023) in stock in mines on the Gogebic Range owned by John E. Burton. The stock collapsed due to the 1887–1888 recession. Corrigan claimed that the stock was worthless even before the recession, and that Tarbell knew it. Corrigan sued Tarbell. The lawsuit was heard by a jury in July 1887. After a two week trial and the testimony of 50 witnesses, the jury found in favor of Tarbell.

Corrigan's first major mining investments, however, were made in March 1887. With co-investor and Standard Oil co-founder Stephen V. Harkness, he incorporated the Iron Belt Mining Company. With Harkness as president and Corrigan as vice-president, the firm leased the Iron Belt Mine on section 11 of the Gogebic Range (near Iron Belt, Wisconsin) for 20 years. With Nat D. Moore, Standard Oil co-founder Daniel M. Harkness, Standard Oil executive John L. Severance, gas stove manufacturer David A. Dangler, and several others, he formed a syndicate (the Eureka Iron Mining Company) to purchase the Portage Lake Mine near Hurley, Wisconsin. The deal included the Ryan Mine. The Portage Lake Mine was renamed the Dangler Mine, and a major ore strike made there in September 1889. The Dangler was later renamed the Eureka Mine.

His third mining investment came eight months later, when he, Cleveland railroad magnate Stevenson Burke, and merchant Franklin T. Ives founded the Aurora Mining Company. With Burke as president and Corrigan as a director, it purchased the Aurora Mine, located on the Gogebic Range near Ironwood, Michigan, from Nat D. Moore, Henry S. Benjamin, and Francis A. Bates. Corrigan was elected vice-president of the firm in January 1889.

By 1892, Corrigan's mining interests on the Gogebic Range were called "immense" by the Duluth News Tribune.

Mine investments with Frank Rockefeller

James Corrigan first associated with Frank Rockefeller, brother of John D. Rockefeller and a Standard Oil executive, in 1892. The two men were interested in iron mining, and visited the Iron Belt Mine. The two then visited the Franklin and New England mines on the Mesabi Range of Minnesota in April 1893, and the Franklin, Iron King, and New England mines in October. The two purchased an interest in the New England Mine (renaming it Commodore) in June 1893 and the Franklin Mine the first week of November 1893. At the end of November, they formed the Franklin Iron Mining Co. to operate the Franklin Mine, and Corrigan (along with Frankin T. Ives, Stevenson Burke, Price McKinney, and Ernest T. Laydon) incorporated the Commodore Mining Co. to run the Commodore Mine. The same year, the Franklin Iron Mining Co. obtained a short-term lease on the Bessemer Mine, east of the Franklin Mine.

The two investors also purchased land in 1893 which they called the Victoria Mine. It never produced ore, and was sold in 1898.

Corrigan and Rockefeller obtained options on section 25, township 59 north, range 17 west and section 35, township 58 north, range 17 west from W.C. Yawkey, the Detroit businessman who owned the Bessmer mine. They began exploring these 440 acres (180 ha) of land in June 1895, but found nothing and abandoned this work in August. After abandoning the Yawkey lands, Rockefeller and Corrigan secured a lease on the "Williams 40", a parcel which was once part of the Cincinnati Mine.

In late September 1895, Corrigan and Rockefeller leased the Zenith and Pioneer mines. These were the first investments by the two on the Vermillion Range. The two men sought to lease the Sibley and Berringer lands which adjoined the Zenith Mine, but were not successful.

Ore dealing

Dalliba, Hussey and Co.

Dalliba, Hussey & Co. was founded in January 1887 by James H. Dalliba (a veteran mine operator), Horace P. Hussey (of the stock brokerage firm Hussey, Hoyt & Co.), and the firm of Moore, Benjamin & Co. (a developer of iron mines on the Gogebic Range). Dalliba, Hussey & Co. sold the output of five mines on the Gogebic Range, and a single mine on the Marquette Range and the Menominee Range. All the mines were controlled by Moore, Benjamin & Co.

Dalliba, Hussey often advanced sums of money, sometimes quite large, to buyers of ore. This put a financial strain on the company, and in summer 1887 Nat D. Moore of Moore, Benjamin & Co. suggested that Dalliba, Hussey seek an investor who could add capital to the firm. James Dalliba agreed, and Hussey, Hoyt & Co. recruited James Corrigan. Nat D. Moore sold his interest in Dalliba, Hussey & Co. to Corrigan for $30,000 (equivalent to $892,000 in 2023). Corrigan joined the firm as partner on August 12, 1887. The new partnership was to use the same name as the old, last for three years, and assume all assets and liabilities of the old firm.

Moore, Benjamin & Co. failed on November 15, 1887. Dalliba, Hussey & Co. went into liquidation in February 1888.

Corrigan formed a new company in March 1888 to take up the business of the old, operating under the name Dalliba, Corrigan & Co. Stevenson Burke was an investor in the new partnership, which by agreement also lasted three years. In August 1888, the current and former investors in Dalliba, Hussey & Co. sued the Atlanic Mining Co. for failure to deliver iron ore. They won the case, and were awarded a part-interest in the lease the company held on the Atlantic Mine near Hurley, Wisconsin.

Dalliba, Corrigan & Co. dissolved in 1891, and James Corrigan founded a new iron dealership with Franklin T. Ives under the name Corrigan, Ives & Co. James Dalliba worked as a salesman for Corrigan, Ives until January 1, 1892. James H. Dallibah born in cleveland returned to Cleveland about 1881 and became member of Dallibah, Corrigan & Co., dealers in iron ore He sold his interest and became a partner in Pickands, Mther & Co. stricken with locomotor ataxia in 1904 moved to NYC Death of Iron Ore Man Plain Dealer October 9, 1906 10

Dalliba, Corrigan & Co. never paid James H. Dalliba his share of the now-defunct partnership.

Two weeks after James Dalliba left, James Corrigan sued him and Horace T. Hussey for fraud. He claimed that the two men had lied about the financial status of Dalliba, Hussey & Co., and that Dalliba had withdrawn large sums of cash from the firm for personal use. Corrigan asked for $41,000 in damages (equivalent to $1,244,000 in 2023). Dalliba counter-sued, arguing that Corrigan, Ives & Co. owed him $5,724 (equivalent to $174,000 in 2023) in unpaid commissions. He also sued James Corrigan, Franklin T. Ives, and Stevenson Burke for $8,184 (equivalent to $248,000 in 2023) to obtain his share of the dissolved partnership.

A three-day trial was heard in the Ohio Court of Common Pleas in June 1892. On June 10, the court ruled against Corrigan. The judge found that James Corrigan had discovered the irregularity in the books in November 1887. There was a four-year statute of limitations for the firm to recover the funds, and Corrigan had filed his lawsuit too late. The court also held that representations about Dalliba, Hussey & Co.'s financial viability were all made by the firm of Moore, Benjamin & Co. — not by Dalliba or Hussey, or their corporations. The court did not need to address whether fraud had occurred, as Corrigan had not sued Moore, Benjamin & Co.

James Corrigan filed an appeal to the district court's ruling in July 1892, but the appellate court affirmed the lower court ruling in December 1892.

James H. Dalliba and Horace P. Hussey each sued James Corrigan for $50,000 in damages (equivalent to $1,517,000 in 2023). Corrigan had obtained an preliminary attachment on the property and cash of both men, and a garnishment on Dalliba's wages. Each man argued that the attachment had libeled them and harmed their business reputations, and done them permanent harm. Dalliba also sued Corrigan, Ives & Co. to recover the $2,250 in garnished wages.

Dalliba's libel suit was dismissed by the court of common pleas in March 1893, and Hussey and Corrigan settled out of court in June 1894.

Standard Ore

Standard Ore was a mine operating company established in Duluth in August 1892 by Henry W. Oliver, Chester A. Congdon, Francis A. Bates, and others. It operated the Cincinnati Mine near Biwabik, Minnesota, and the Missabe Mountain Mine near Virginia, Minnesota, among others. In October 1892, Stevenson Burke was elected president of the company.

Given Burke's partnership in Corrigan, Ives & Co., it is unsurprising that Standard Ore immediately signed a contract that gave Corrigan, Ives the exclusive right to market their iron ore for five years. It made Corrigan, Ives & Co. one of the largest iron ore dealers in the nation.

By April 1893, James Corrigan was a stockholder in Standard Ore.

Corrigan, Ives and Co.

James Corrigan founded the firm of Corrigan, Ives & Co. in January 1891. Franklin T. Ives and Stevenson Burke were partners in the company. Iron ore dealer H.P. Lillibridge was also a partner, but he withdrew from the firm shortly after it was created.

Corrigan, Ives & Co. marketed ore from the Aurora, Atlantic, Crystal Falls, Armenia, Buffalo, Cambria, Claire, Commodore, Dunn, Eureka, Franklin, Iron Belt, Lallie, Lucy, Mansfield, Pewabic, Sunday Lake, Prince of Wales, Queen, and South Buffalo mines. It quickly became one of the nation's leading iron ore and pig iron dealers, and James Corrigan made a million dollars.

The Panic of 1893 began in February 1893, and bankrupted Corrigan, Ives & Co. The company had sold large amounts of iron ore to iron foundries and blast furnaces, but when the panic hit these companies failed to pay for the ore. The company tried to stay afloat by issuing more than $1 million (equivalent to $30,340,000 in 2023) in notes, which were purchased by Ferdinand Schlesinger, a Milwaukee businessman who owned numerous mines. (Corrigan, Ives was the sales agent for almost all of Schlesinger's mines.)

Receivership

In early July 1893, Stevenson Burke asked an Ohio state court to appoint a receiver. Burke claimed that $100,000 (equivalent to $3,034,000 in 2023) had been withdrawn from the business by Corrigan for personal reasons. The court agreed, and appointed Price McKinney (Burke's son-in-law) receiver.

Corrigan seems to have attempted to avoid receivership. In mid-July, just days before before McKinney's appointment, Corrigan traveled to Milwaukee, where several banks had issued loans to Corrigan, Ives & Co. He asked the banks to settle the debts for 75 cents on the dollar, but none of the banks were willing to do so.

The receiver's first report to the court was a positive one. McKinney did not find any money missing, but did discover that Corrigan, Ives had failed to pay freight charges for ore it sold in June 1893. This seemed to have been because Corrigan, Ives had advanced $270,000 (equivalent to $8,465,000 in 2023) to Schlesinger to allow him to pay railroad freight charges. Schelsinger had not paid the company back, causing Corrigan, Ives significant liquidity problems.

Operations during receivership

The Ohio court permitted Corrigan, Ives & Co. to reorganize under McKinney, rather than force a liquidation. The partnership suffered some financial difficulties during this time. A riot occurred at the Franklin Mine when Corrigan, Ives failed to pay wages on time there, and it closed the Commodore and Franklin mines in August 1893.

Corrigan, Ives & Co. was, on the whole, making money during the receivership. It purchased the leases on the Buffalo Mine and Queen Mine on Michigan's Marquette Range for $400,000 in January 1894, and purchased the Sunday Lake Mine in February 1894. Corrigan, McKinney & Co. assumed ownership of the Buffalo Mining Co., reorganized it, and assigned it as operator the Buffalo Mine.

By August 1893, most of the Milwaukee creditors had come to an agreement on settling the company's debts. On August 16, the Wisconsin Marine & Fire Insurance Bank agreed to accept a shipment of iron ore to to redeem $164,925 (equivalent to $5,004,000 in 2023) in loans the firm had obtained from it.

The Commercial Bank of Milwaukee claimed it had loaned Corrigan, Ives & Co. $134,894 (equivalent to $4,093,000 in 2023). McKinney denied owing the bank any money. The Commercial Bank sued, and in April 1896 won in a local Minnesota court. The Wisconsin Supreme Court overturned the ruling and ordered the case dismissed in February 1897.

Gold and silver mines

In April 1895, bankrupt Wisconin mine owner Ferdinand Schlesinger was forced to sell most of his properties. He sold his El Concheno gold and silver mine in the Mexican state of Chihuahua to James Corrigan, Stevenson Burke, and Price McKinney. Corrigan funded the construction of a railroad spur to the mine, and added crushers and a mill. He sold the mine in December 1906 for $1,000,000 ($35,000,000 in 2024 dollars).

the Conteno mine to Col. W. C. Gosen Sells Mine for $1,000,000 Plain Dealer December 23, 1906 D5

Corrigan was also an investor in the Ohio Mining Co. In January 1900, that company opened a gold mine in Elizabethtown, New Mexico.

Corrigan, McKinney and Co.

Corrigan, McKinney & Co. was organized on March 17, 1894. Four days after the organization, James Corrigan, Stevenson Burke, Price McKinney, and two other investors incorporated the Queen Iron Mining Co. and the Sunday Lake Mining Co. operate these two mines on behalf of Corrigan, McKinney.

In September 1905, the company leased the Bessemer, Commodore, and Victoria mines from James Corrigan and Franklin Rockefeller.

In January 1898, Ferdinand Schlesinger agreed to stop operating the Crystal Falls Mine in favor of a new corporation. This was the Crystal Falls Iron Mining Co., whose primary investors were James Corrigan, Stevenson Burke, Price McKinney, and S.C. Bennett. Two months later, Corrigan initiated a campaign to have railroads in Minnesota lower their freight charges for ore. The fees, he claimed, were so high that most of his mines were losing money, and he would shut them down if rates did not fall. Subsequently, in April Corrigan sold his interest in the Franklin Mine.

Corrigan, McKinney purchased the Lincoln Mine (Menominee Range) near Crystal Falls, Michigan, in July, and purchased the Great Western Mine (adjacent to the Lincoln) in October. Both the Great Western and the Lincoln were initially operated by the Crystal Falls Mining Co. In May 1899, Corrrigan, Burke, McKinney, Samuel C. Bennett, and A.L. Flewelling established the Great Western Mining Co. and the Lincoln Mining Co. to operate them.

By the end of 1900, U.S. Steel was far and away the largest producer of iron ore in the Great Lakes region. The only large independent producers were Corrigan, McKinny & Co., Cleveland Cliffs Iron, and John D. Rockefeller.

Corrigan's personal involvement in mining came in 1903. In February 1902, Minnesota land and mine owner Edmund J. Longyear leased the northwest quarter of the southeast quarter of section 16, township 47, range 46 west to Corrigan, McKinney & Co. for five years. Longyear leased the northwest half of the southwest quarter of section 23, township 57, range 22 west ) about 120 acres (49 ha)) to the company in January 1903. The company struck a large iron ore deposit the Longyear properties, and named it the St. Paul Mine. In April 1903, James Corrigan, Price McKinney and J.E. Ferris together assembled $100,000 ($3,500,000 in 2024 dollars) and created the St. Paul Iron Mining Co. Corrigan, McKinney duly leased its new mine to St. Paul Iron Mining, which operated the new concern.

Smelting

The River Furnace

Corrigan, McKinney & Co. moved into the manufacture of pig iron in 1894. In June of that year, it leased the River Furnace of the Cleveland Iron Company, located on the Scranton Peninsula in an area bounded by Girard St. in the south, Carter Rd. in the east, the tracks of the Cleveland, Cincinnati, Chicago and St. Louis Railway to the north, and the Cuyahoga River on the west. Corrigan, McKinney immediately began work on repairing and improving the furnace's coal receiving docks. The furnace was blown in about August 10. The River Furnace had an annual capacity of about 220 short tons (200 t) a day.

James Corrigan, Stevenson Burke, Earnest T. Laundon, C.W. Marsh, and Price McKinney incorporated the River Furnace and Dock Co. to operate the River Furnace on March 6, 1895.

The River Furnace and Dock Co. and Corrigan, McKinney & Co. relinquished the River Furnace to the Upson Nut Co. in August 1907.

The Charlotte Furnace

Corrigan, McKinney & Co. obtained its second blast furnace in 1895.

The Charlotte Furnace was built in Scottdale, Pennsylvania, in 1872 and 1873 by the National Pipe and Foundry Co. (later known as United States Cast Iron Pipe Co.). It had an annual capacity of 26,000 short tons (24,000 t)

The Charlotte Furnace was idled in 1890. In May 1895, Corrigan, McKinney & Co. leased it for five years, and the furnace was blown in on July 16. The Charlotte Furnace was blown out on November 10, 1895, after Corrigan, McKinney discovered it needed a general overhaul and new bosh. It was blown in again in July 1896 with a new annual capacity of 70,000 short tons (64,000 t).

Corrigan, McKinney continued to operate the Charlotte Furnace until 1905. In June of that year, James Corrigan, Price McKinney, and Amos E. Gillespie incorporated the Scottdale Furnace Company. It had a capitalization of $50,000 ($1,700,000 in 2024 dollars). While Corrigan, McKinney & Co. retained the least to the furnace, it was now independently operated by the Scottdale Furnace Co.

The Charlotte Furnace was shut down in December 1907. Corrigan, McKinney razed the existing structure, and built a new furnace capable of producing 100,000 short tons (91,000 t) annually. The new furnace began production in 1911.

The Douglas Furnace

Corrigan, McKinney & Co. obtained its third blast furnace in 1896.

The Douglas Furnace of Sharpsville, Pennsylvania, was built in 1870 and blown in about March 1871. It was built by investors James Pierce, Jonas J. Pierce, Wallace Pierce, and George D. Kelly and had an annual capacity of 60,000 short tons (54,000 t). The furnace was leased to Forsythe, Hyde & Co. of Chicago, Illinois, in August 1892.

In 1893, Forsythe, Hyde & Co. failed. That July, Corrigan, Ives & Co. secured a judgement against the Douglas Furnace in the amount of $105,000 ($3,700,000 in 2024 dollars). The Commercial Bank of Milwaukee also secured an attachment against the Douglas Furnace, and a court awarded it $130,000 ($4,500,000 in 2024 dollars) worth of pig iron produced by Forsythe, Hyde & Co. The sheriff of Mercer County, Pennsylvania, ignored the attachment, seized the pig iron, and it was sold. This caused the Commercial Bank of Milwaukee to fail. Corrigan, Ives & Co. went into receivership, and was sued by the Commercial Bank.

The Douglass Furnace was seized by the Mercer County sheriff in September 1895. In lieu of payment, Corrigan, Ives & Co. (reorganized as Corrigan, McKinney & Co.) took over the lease on the Douglas Furnace. Corrigan, McKinney began operating the Douglas Furnace on May 1, 1896.

The owners of the Douglas Furnace immediately sued Corrigan, McKinney & Co. They argued that the Cleveland firm had to pay rent on the furnace, as required by the lease, but it had not. They demanded $16,000 ($600,000 in 2024 dollars) in rent. The owners won their suit in May 1897. Corrigan, McKinney appealed, and a U.S. appellate court upheld the district court's ruling in October.

Meanwhile, the Carnegie Steel Company purchased the Douglas Furnace in 1895. When Corrigan, McKinney's lease expired on May 7, 1898, Carnegie Steel declined to renew it and took over the Douglas Furnace itself.

The Genesee Furnace

The Genessee Furnace was built in Charlotte, New York, in 1868 by the Charlotte Iron Works. It was rebuilt in 1884, and had an annual capacity of 20,000 short tons (18,000 t).

On June 4, 1902, Corrigan, McKinney & Co. purchased the Genessee Furnace. About $100,000 ($3,800,000 in 2024 dollars) was spent relining the furnace and erecting new stoves to increase the Charlotte's production to 200 short tons (180 t) per day.

In September 1903, James Corrigan, Stevenson Burke, Price McKinney, and Joseph Hartley incorporated the Genesee Furnace Company to operate the furnace. It had a capitalization of $50,000 ($1,700,000 in 2024 dollars).

The Josephine Furnace

Difficulties in obtaining a reliable supply of coke for its furnace led Corrigan, McKinney to set up its own coking facility. In mid December 1902, it purchased the Jeffries farm on Tom's Run. The company planned to erect 400 beehive coking ovens there, and build a "coal town" of 200 homes for the workers it would require. The H.L. Taylor farm adjacent to the Jeffries farm was purchased in Februry 1903. This provided space for an additional 200 homes, and the company intended to call the new town "Corrigan". Although no work was done at the site by June 1903, by the end of the year there were a small number of coking ovens in operation and a coal washer under construction.

In February 1903, Corrigan, McKinney began purchasing large tracts of coal lands in Indiana County, Pennsylvania, to feed its new coke ovens. Some sources say the company purchased 6,000 acres (2,400 ha), but press reports put the number at 10,141 acres (4,104 ha).

Work on the Jefrey's farm location apparently stopped, as word spread that Corrigan, McKinney was making a major move into coking. The city of Sandusky, Ohio, offered the company $90,000 ($3,100,000 in 2024 dollars) to move the facility there, and the city of East Pittsburgh, Pennsylvania, offered $50,000 ($1,700,000 in 2024 dollars).

Arthur Gould Yates was president of the Buffalo, Rochester and Pittsburgh Railway (BR&P), and an early coal trading pioneer in Pennsvylania. With a coal mining boom under way in southwestern Pennsylvania, he sought to make his railroad one of the main transporters of coal and coke. Yates had already considered assisting a company in establishing a major new coking plant in Falls Creek, Pennsylvania. However, the railroad already owned a large tract of land near the village of Bell's Mills in Burrell Township, adjacent to its Indiana. Next to the rail line was Blacklick Creek, which provided ample water for coking ovens.

Yates contacted Corrigan, McKinney, and an agreement was soon reached: The railroad sold its undeveloped land to Corrigan, McKinney for a token amount of money, agreed to build a system of tracks and trestles to serve the new facility and the surrounding coal fields, and agreed to facilitate the sale of the village of Bell's Mills and surrounding land. On October 3, 1905, Corrigan, McKinney & Co. purchased the large piece of property owned by Anna M. Guthrie, the so-called adjacent "Dalzell tract", and the village of Bell's Mills for $40,000. The village was razed.

The day the properties were purchased, Corrigan, McKinney announced it would construct a blast furnace at the place. The company had purchased the land for a coking operation, but realized efficiencies could be achieved by smelting ore in Pennsylvania where the coal and coke was, rather than in Cleveland. It also began construction on 165 new houses for its workers and managers.

On October 14, ten days after announcing Corrigan, McKinney announced its land purchases, the Josephine Furnace Co. was incorporated by James Corrigan, Price McKinney, F.S. Burke Jr., J.E. Ferris, John A. Scott Jr., J. Wood Clark, and R.M. Mullen. It was capitalized at $800,000 ($28,000,000 in 2024 dollars).

The Josephine Furnace Co. began construction of a blast furnace on Blacklick Creek in March 1906 after some additional land acquisitions were made. This included the lease of more than 1,000 acres (400 ha) between Tom's Run and Blacklick Creek to connect the coke ovens to the furnace. It was located on a U-shaped bend in the stream, just under 1 mile (1.6 km) southeast of where Blacklick Creek and Two Lick Creek met. On the west side of Two Lick and Black Lick creeks were the Indiana Branch of the Pennsylvania Railroad and the Indiana Branch of the BR&P. Between the blast furnace and Blacklick Creek on the south and east was the Cambria & Clearfield Division of the Pennsylvania Railroad.

Excavations for the 300 coke ovens were partially finished by November 1906.

Construction on the new town also began in March 1906. It was named Josephine, after the wife of Corrigan, McKinney stockholder Edward Burke. Initially, the town had 140 houses, but 300 were eventually built. Nineteen of the homes were larger and more expensive, each costing $3,000 ($100,000 in 2024 dollars) to build. These were for plant managers and superintendents. The company also built a bank, a clothing and furnishings store, private offices for the company, a post office, and warehouse. Every home and commercial building had electricity, sewer, and running water.

The Josephine Furnace was blown in on January 14, 1907. The furnace had four stacks and a capacity of 100 short tons (91 t) a day. Steam was generated by nine Stirling boilers, with energy transferred to machinery in the mill via three compound vertical beam engines. Electricity was generated by small boilers made by the Ball Engine Company. It was idled in November 1911, and new blowing engines, boilers, and steam pipes installed. Extra electrical generators and pumps were also added.

A second blast furnace, with a daily capacity of 400 short tons (360 t) and an estimated construction cost of $1 million ($33,700,000 in 2024 dollars), began construction in April 1907. The Panic of 1907 paused construction for about nine months, but it resumed in July 1908 for two months. The Panic of 1910–11 caused construction to cease again, and was restarted only in April 1910. The furnace was finished in June 1910, but it was not placed in operation. It was rushed to completion in March 1911, and blown in that summer.

Corrigan, McKinney Steel

The lease held by Corrigan, McKinney & Co. on Cleveland's River Furnace expired in August 1907. The company made public its decision not to renew it in December 1906.

The company initially intended to build one or two new furnaces. In January 1907, it began negotiating with the state of Ohio for a lease on 3 acres (1.2 ha) on the Cuyahoga River at the Weigh Lock on the Ohio and Erie Canal. The company wanted at least 1,600 feet (490 m) of shoreline, to accommodate its docks. The state leased only 2 acres (0.81 ha), at an annual cost of $1,221.60 ($41,225 in 2024 dollars). It purchased another 2.5 acres (1.0 ha) south of the state land in February 1907. These were narrow pieces of property located between the canal and the river, owned by the Cleveland Provision Co., Frank Majaka, and Harriet Rose.

Assembling the West Bank site

Some time later in 1907, Corrigan, McKinney & Co. executives decided that a simple pig iron blast furnace was not enough.

In 1907, Corrigan, McKinney began negotiating with landowners on the west side of the Cuyahoga River between Houston Street on the north and Clark Avenue on the south. It secured land from the Cuyahoga River in the east to the Wheeling and Lake Erie Railroad and the Newburgh and South Shore Railroad in the west. Price McKinney personally purchased the properties of Lillian Stone, Lithe Stone, Cornelia T. Young, and J.W. Smith in late July 1908. It totalled 40 acres (16 ha), and included 3,000 feet (910 m) of river shoreline (half the frontage available). Some of the land went for the exorbitant price of $10,000 an acre ($300,000 in 2024 dollars). McKinney transferred title to these lands to Corrigan, McKinney & Co. in October 1908.

On July 31, 1908, the company announced that it would build a much larger facility consisting of at least two pig iron blast furnaces and a steel plate mill capable of producing 200,000 short tons (180,000 t) a year. The cost of the plant would be at least $2.5 million ($87,500,000 in 2024 dollars). The two blast furnaces would be erected on newly-purchased land on the west bank of the Cuyahoga River. With each furnace needing 1,000 short tons (910 t) of ore, 500 short tons (450 t) of coke, and 150 to 200 short tons (140 to 180 t) of limestone per blast, extensive improvements to rail lines to the plant were needed. The Newburgh & South Shore Railroad agreed to purchase an additional 275 rail cars (later lowered to 175 cars) and several additional locomotives to handle the work, and the Wheeling & Lake Erie Railroad agreed to move its tracks from the center of the site about 0.75 miles (1.21 km) west. The Plain Dealer estimated that the furnaces would be the largest outside the Pittsburgh district.

Ground clearance and grading began on August 1, 1908, and Corrigan, McKinney believed the furnace and ore docks would be ready within a year. To accommodate the large ore freighters that would deliver to the plant, the city of Cleveland agreed to dredge the upper Cuyahoga River. Dredging was completed in September 1908.

Corrigan, McKinney engaged in a land swap with the Wheeling & Lake Erie Railroad, which would allow the WL&E to relocate its track 0.5 miles (0.80 km) to the west. The cost of the relocation, $112,000 ($3,920,000 in 2024 dollars), was born by the railroad and took three days.

The northern part of the mill land came even with the Cleveland Terminal and Valley Railroad (CT&V, reorganized only a month earlier by its owner, the Baltimore and Ohio Railroad) in late July 1909 after Corrigan, McKinney purchased the undeveloped housing lots of B.A. Worthington on either side of Houston Street.

Corrigan, McKinney purchased another 6 acres (2.4 ha) on the south side of its property from the Cuyahoga Valley Realty Co. in August 1909, and another 5 acres (2.0 ha) again to the south from the Cleveland Iron Co. in March 1911. This brought the company's land about 150 feet (46 m) south of Clark Avenue.

In December 1909, Corrigan, McKinney & Co. incorporated a subsidiary, the River Terminal Railway, as a shortline railroad to link the ore docks at the mouth of the Cuyahoga River to its steel mills. It built the River Terminal Railway lift bridge over the river in 1913 to connect the west and east sides of the mill.

The CT&V tracks ran almost through the center of the planned plant. In May 1915, Corrigan, McKinney sold 1.5 acres (0.61 ha) to the railroad, and the railroad sold 4 acres (1.6 ha) to Corrigan, McKinney, allowing the CT&V to move its line to the border of the plant.

It remains unclear if Corrigan, McKinney intended to expand westward from its 1908 purchases.

Assembling the Steel Mill site

Corrigan, McKinney decided to expand its presence on the east side of the Cuyahoga River probably in early 1910. Its first move came in October 1911, when it purchased 19 acres (7.7 ha) of property from Lucy Hunter and Gertrude Uhl (the former Julia Morgan property), along with 615 feet (187 m) of river access, on the north side of Clark-Pershing Avenue. The purchase of 40 acres (16 ha) from Belden Seymour, on the river's east bank just opposite the company's announced blast furnace site, coupled with the title to the Hunter and Uhl land, publicly indicated the project's expansion. In November 1911, it purchased a 12-acre (4.9 ha) site in Lot 281 from Citizens Savings & Trust (formerly owned by Harriet Rose), which extended from the Cuyahoga River eastward to a line equal to E. 44th Street. It also obtained {{convert|9.5|acre]] of land east of the Citizens Savings & Trust and the Hunter properties from the heirs of Alvah Jewett.

The firm pushed south of Clark-Pershing Avenue when it acquired the 8-acre (3.2 ha) Henry H. Holly parcel in March 1912. In August, the company purchased 16 acres (6.5 ha) from the estate of John Giesendorfer, effectively establishing the mill's northern boundary.

From Julia Fuhrmeyer, the company purchased 5.5 acres (2.2 ha) in August and October 1912, and 9.5 acres (3.8 ha) from R.P. Gerlach in October. At the end of 1912, it purchased 3.5 acres (1.4 ha) from Robert Davies.

It made an extensive purchase in February 1913 when it obtained title to all 56 acres (23 ha) of the Stanley property northeast of the Wheeling & Lake Erie tracks. Corrigan, McKinney also obtained all 9.5 acres (3.8 ha) of the William Harrison Subdivision (just to the south of the Stanley land) from the Superior Savings & Trust Co. Another 9 acres (3.6 ha) of land consisting of several parcels of the O.M. Stafford Allotment were added to the eastern boundary of the plant site in late February 1913. It obtained title to the Wilson property in November 1913.

In June 1918, the company purchased 21 acres (8.5 ha) at the foot of E. 49th in the Eggers Allotment. It purchased an adjacent 11.5 acres (4.7 ha) on west side of the Eggers land from the administrator of the Stanley estate in October 1918.

Further expansion along the Cuyahoga River was blocked by the American Steel & Wire Co., which had a major coke plant south of Campbell Rd. SE.

Building the steel mill

Corrigan, McKinney & Co. said in January 1909 that is two new blast furnaces would be built on the west side of the Cuyahoga River between Clark and Houston avenues. Contracts for ore docks (to be built by Hunkin Bros.) and ore unloading machines (to be built by the Wellman Seaver Morgan Engineering Co.) were awarded in mid February. With docks on both the west and east sides of the river, Corrigan, McKinney also issued a contract for an "ore bridge" (to be built by the Brown Hoisting Machinery Co.). The cost of this work was $600,000 ($20,997,778 in 2024 dollars).

Ground clearance and grading began on August 1, 1908.

furnac efoundations being dug Prosperity Calls Out 3500 Men For Work The Cleveland Press Fri, Sep 04, 1908 ·Page 1

Construction of the two blast furnaces on the west bank of the Cuyahoga River, which cost only $25,000 ($843,661 in 2024 dollars) and $8,000 ($269,971 in 2024 dollars), began in September 1910.

CM&C announces eight open hearth 60-ton per day furnaces cost $1.5 m New Bridges Planned The Plain Dealer Mon, Jan 01, 1912 ·Page 2

contract for open hearth building let blueprints by American Bridge Co. 700 ft long and 152 ft wide foundation already under way by Hunkin-Conkey Construction taller than a six story building Steel Plant Work Adds to Busy Week The Cleveland Leader Sun, Jul 20, 1913 ·Page 33 Deals and Contracts The Plain Dealer Sun, Jul 20, 1913 ·Page 12

one-story brick building, 200x699 $225k Permit for Steel Plant The Cleveland Leader Thu, Oct 23, 1913 ·Page 5 $225k 4002 Dille Ave Building Permits of the Past Week The Plain Dealer Sun, Oct 26, 1913 ·Page 15

4,200 tons of steel for buildings, bins, and trestles for River Furnace Rosenthal, H.S. Steel Corporation Orders Make Good December Gain The Plain Dealer Sun, Jan 10, 1915 ·Page 28

$125k brick and steel power house two stories high 122x400 16 boilers, 16 generatros, and blowing eninges Death Calls Halt on Euclid-Av Deal The Plain Dealer Fri, Feb 05, 1915 ·Page 15

$100k blast furance and store runway Buidling Permits fo the Past Week The Plain Dealer Sun, Apr 04, 1915 ·Page 12

casting houyse $1,200 crane runway $1k ladle house $3,200 power house $125k pit furance building $25k stock house $15k open stock yard $7,500 roll shop $4,500 boiler and blacksmith shop $6,500 storage yard, boiler and blacksmith shop $3,000 brick shed $1,200 pattern shop $10k calcining house $9,500 mixer building $19,500 storehouse $8,400 billet and sheet bar yard $7,500 blooming mill %65,000 slab and bloom yard $9000 Building Permits for the Past Week The Plain Dealer Sun, Apr 11, 1915 ·Page 36

machine shop $20k boiler house $9k Building Permits of the Past Week The Plain Dealer Sun, Apr 18, 1915 ·Page 36

coke ovens cost $150k 396x204 Coffers Co. of Pittsburgh is contractor Will Erect 13-Story Addition The Plain Dealer Wed, Oct 13, 1915 ·Page 14

$150k coke oven Just the Gist The Cleveland Press Wed, Oct 13, 1915 ·Page 9

slag yard, office, lab $16,800 Buildings Would Cover Public Square 4 1-2 Times The Plain Dealer Tue, Sep 05, 1916 ·Page 18

open hearth furnace $100k pit furnace building $15k tar pump house $1,200 Week's Building permits The Plain Dealer Sun, Mar 11, 1917 ·Page 42

$68,500 in total 78x145 for byproducts to cost $23k Plan Several Apartments for Heights The Plain Dealer Wed, May 09, 1917 ·Page 12

several buildings, $82,300 Plan Big Developments for Heights Territory The Plain Dealer Wed, May 23, 1917 ·Page 20

service building $11,600 32x98, one story Cleveland Railway Buys Acreage for Car House The Plain Dealer Sat, Sep 29, 1917 ·Page 14 $11,600 for service building Rockwell, Guy T. Buy Euclid Corner for $75,000 Commercial Site The Plain Dealer Tue, Oct 02, 1917 ·Page 20

$3k for inspector's shed 28x187 Rockwell, Guy T> Leases Entire Building in Downtown District The Plain Dealer Thu, Nov 01, 1917 ·Page 22

Corrigan, McKinney purchased ladn upstream on the Cuyahoga and began construction of its own furnace in 1909 A second, also of 350 ton capacikty, started soon afterward two 500 ton furnaces built later eight furnaces have 1m ton capacity it scaled back on ore selling, savinging its ore for its own requirements Limestone quarries at Williamsburg, PA and Gouverner, NY were purchased in 1913, began work on steel plat at clevel, opposits its four blast furnaces 12 80-ton open hearth furnaces 204 byproduct coke ovens 40 inch blooming mill 18 ince and 21 inch bar mills can produces blooms, slabs, squares, rounds, and tin mill plate No 1 and No 2 River Furnaces blown on May 28, 1910 and June 20, 1912

No. 2 completed 1912 4 McClure 3-pass center combination stoves product bessemer iron, baisc iron, malleable iron, foundry and forge pig iron American Iron and Steel Institute Directory of Iron and Steel Works of the United States and Canada 1926 New York: Manufacturer Sales https://books.google.com/books?id=tzchzknmMkQC&newbks=1&newbks_redir=0&printsec=frontcover#v=onepage&q&f=false 228-229

No 3 blown on May 13, 1916 No 4 blown Dec 30, 1916

hearth funaces placed in operation on Jan 1, 1916

24 soaking pits for ingots, 1800 tons per day blooming mill of 42,000 tons per day continuous mill of 40,000 tons per month

coke plant in operation on Nov 9, 1916 four batteries, 52 overs each designed to operate for 15 hours, but can operate for up to 18 produce 70,000 tons of coke a month

Idler disaster

James Corrigan was a lifelong avid yachtsman.

As early as 1880, he owned a $200 ($6,517 in 2024 dollars) sailboat. Among the many pleasure craft he owned at times were the schooner yacht Jane Adnerson in 1878, the schooner yacht Flora in 1883, and the schooner yacht Wasp in 1892. He and local banker John P. Huntington jointly purchased the steam-powered propeller yacht Nautilus in 1888, and poured $15,000 ($524,944 in 2024 dollars) worth of improvements into her. Although he used the Nautilus extensively, he sold his interest in her in 1892 for $22,000 ($769,919 in 2024 dollars).

On October 5, 1899, Corrigan purchased the luxury schooner yacht Idler. Built in New Haven, Connecticut, in 1864 by shipbuilder F. Colgate, Idler was an ocean-going racing vessel with a centerboard. She was 97 feet (30 m) long, had a 23-foot (7.0 m) beam, drew 9.7 feet (3.0 m), and displaced 84 short tons (76 t). She won the June 1869 New York Yacht Club regatta, came in second in the 1870 America's Cup, and the July 1892 Carolina Yacht Club (Wilmington, North Carolina) regatta.

Idler had been rebuilt 1890 and again in 1892, but Corrigan spent $8,000 ($302,368 in 2024 dollars) rebuilding and refurbishing the yacht. He had all but her hull replaced, and her new interior accomodations were extremely comfortable. The Idler was widely considered one of the safest yachts on the Great Lakes, and A.R. Landreth of the Cleveland Yacht Club claimed the yachet "absolutely safe and seaworthy."

On June 8, 1900, James Corrigan took the Idler out on Lake Erie for handling trials prior to her "maiden" voyage. A thunderstorm with heavy rain hit the ship, and she almost went over on her beam ends. The storm came on suddenly, and Corrigan himself helped lower the mainsail. The rope slid through his fingers, injuring him.

Captain Charles J. Holmes and crew

To captain the Idler, Corrigan hired 27-year-old Charles Joseph Holmes in October 1899. Holmes had spent his entire life sailing both lakes and oceans in large and small craft. He was a self-promoter, thrill-seeker, and liar. He claimed to have captained the half-clipper ship Glory of the Seas in his early 20s, and set a record sailing from New York City to Shanghai in just 72 days. Holmes also claimed to have smuggled arms to Cuba in January 1897, and in June 1897 said he would sail around the world in a 20-foot (6.1 m) sailboat.

His record as a Great Lakes ship captain was mixed. On November 13, 1896, Holmes attempted to bring the MV Walulla into the harbor at Conneaut, Ohio, during a severe storm without the aid of tugboats. He missed the pier and crashed on the shore. The ship burst into flames and two crewmembers died.

James Corrigan later told the press that he had hired Holmes because he had experience on oceans as well as lakes, had good recommedations, and was considered an expert seaman. Author John Stark Bellamy suggests that Corrigan chose Holmes to captain the Idler because Holmes was a flashy risk-taker.

The crew was hired by Holmes, and included first mate Samuel Biggam and sailors Jacob Antonson, Charles Johnson, Olaf Neilson, and Severn Neilson. Biggam had 23 years of experience, 19 of them on the Great Lakes, where he was mostly employed on schooners. Three of the four sailors were Norwegian, and all were very experienced.

Cleveland area yachtsman said later that they felt Holmes had not properly captained the Idler during her brief outings. Part of the problem, captains of other sailing ships said, was that a vessel the size of the Idler should have had eight or nine sailors.

Maiden voyage under Corrigan

About June 30, the Idler left Cleveland for Lake St. Clair.

Aboard were James Corrigan; his 46-year-old wife, Ida Belle; his 22-year-old daughter Jane; and his 15-year-old daughter Ida May. Traveling with them was James's eldest married daughter, 24-year-old Nettie Reiley and her one-year-old daughter, Mary. The other family traveling on the Idler was that of John Corrigan, and included his 51-year-old wife, Mary; 18-year-old daughter Etta Irene; and their 22-year old married daughter Viola Gilbert.

In addition to the captain, mate, and sailors, the crew consisted of first cook/steward George Welch, second cook/steward Charles Hackett, and carpenter William Summers.

The Idler passed Detroit, Michigan, on her way into Lake St. Clair on July 1, and returned to Lake Erie under sail on July 2. She went back to Lake St. Clair at some point, and by July 6 was at Port Huron, Michigan. She left that port about 4 PM towed by the schooner Australia, which was in turn towed by the steamship J. Emery Owen.

The ship stopped in Detroit on the evening of July 5 to allow James Corrigan, suffering from a severe ear infection, to get off and take a train home to Cleveland to see his doctor. Viola Gilbert accompanied him so that she might attend a friend's bridal shower. John Corrigan also left the Idler to take a train to Buffalo, New York, where he had a business meeting. Before he departed, James Corrigan told Capt. Holmes to let the steamer J. Emery Owen tow the Idler back to Cleveland.

On July 7 at about 12:30 AM, the Idler passed the city of Detroit on her way to Lake Erie, towed by the J. Emery Owen. As the tow line occasionally went slack and tightened again, the Idler jerked violently, and the women became seasick. Ida Belle Corrigan asked Capt. Holmes to cast off the tow line, and after some discussion he did so at 6:30 AM when the Idler was off Bar Point, Ontario.

The approach of the squall

The forecast for the Cleveland area on July 7 was fair and partly cloudy, with brisk winds out of the southwest and a strong chance of thunderstorms.

The wind that morning was from the southwest. Holmes had the spinnaker and balloon staysail set after breakfast. It was taken down at 11:30 AM, and the jib topsail set. After lunch, the mainsail, forestaysail, main topmast staysail, standard jib, flying jibs, jib topsails, fore-gaff topsails, and main-gaff topsails went up. The Idler was doing about 2.6 knots (4.8 km/h; 3.0 mph) and headed southeast.

The fishing tugs F.E. Smith was about 3 miles (4.8 km) behind the Idler, with another fishing tug, the Effie B., not far away.

At about 1 PM, the Idler was roughly 28 miles (45 km) northeast of Cleveland. Cousins Etta and Jane Corrigan were sitting in chairs on the stern. The captain and crew of the Idler saw a squall approaching from the northwest. The lead steward, George Welch, told second steward Charles Hackett to ensure that all the deadlights (storm covers which prevent water from coming in) were closed. Welch was able to do so for all but the deadlight in the bathroom, which was occupied at the time.

The captain and crew had plenty of time to prepare the Idler for the approaching storm. By 1:30 PM, winds were still light, but they "baffling" and seemed to come from many directions. Neither Holmes nor Biggam thought the squall looked particularly severe. Neither did sailor Charles Johnson. The Idler had passed through little squalls every day during the trip, and this one looked to be no different. At best, Holmes felt, there would be heavy rain. The steward told Holmes, who ordered them closed. Either Biggam or the steward did so.

About 1:50 or 1:55 PM, heavy thunder and lightning began. It became quite dark, and the lake was rough and choppy, with large waves. The captain went below to change into his rough-weather gear. When he came back on deck two minutes later, Biggam asked Holmes if the crew could take down all but the fore staysail. Capt. Holmes ordered the crew to furl the main topsail, fore topsail, and fore jib topsail.

With the wind now coming from the southeast, the Idler was tacking to starboard. She was lying over (tilted) to starboard, and the crew could not take in the forestaysail. The crew was taking down the fore jib topsail when the storm struck.

The Idler was 16 miles (26 km) northwest of Cleveland.

The squall hits

The squall hit just after 2 PM, with winds of 60 miles per hour (97 km/h) and blinding sheets of rain. Although the storm had been approaching from the northwest for the past hour and the crew expected strong wind from the northwest, the wind came from the northeast. The Idler was tacking to port when the storm hit. She jibbed over (the jib moved from one side of the ship to the other), and her foreboom swung far off center. Her main boom swing about halfway off center, and there it stuck, as its guy became tangled.

Capt. Holmes was standing next to the wheel, which was being held by sailor Jake Antonson. Holmes took the wheel and sent Antonson forward to help take down canvas.

An extremely powerful gust hit the yacht from the the port quarter or just abaft the port beam. The Idler may have veered, and then it heeled over onto its starboard side. The crew cut loose all the halyards they could reach, but could only loosen the foresail. Then the foregaff broke.

The Idler righted herself. The passengers below deck were screaming for help. Holmes left the wheel, shouting at sailor Jake Antonson to steer her. Holmes ran down the companionway and into the cabin, where he found the terrified women clinging to whatever they could. Holmes told them the yacht was sinking, to put on life preservers, and get on deck, but they refused to move.

Holmes ran back on deck. Ida May Corrigan, who had been on deck when the storm hit, clung to the port railing and begged to be saved.

Three minutes after the first gust hit, a powerful blast of wind from the northeast pushed the Idler over onto her starboard side. Her mainsail went into in water, the soaking wet canvas acting like an anchor and keeping her on her beam end. Most of the crew was thrown into the water.

Water began pouring into the ship through the open companionway, skylights, and two open deadlights. Biggam heard someone shout that two deadlights were open. He and one of the cook/stewards made their way through the open companionway, wading through water that was already neck-deep. Mary Corrigan was at the aft end of the cabin, struggling to close one of the deadlights, but water was pouring in too swiftly. They ordered her on deck, and she went, begging the other women to come with her. The two men proceeded aft to James Corrigan's room, where they found Ida Belle Corrigan, Mary's daughter Etta, and Nettie Riley (her infant in her arms). Biggam also told them the yacht was sinking and tried to get them on deck, but Ida Belle and Nettie would not come out. Biggam begged Nettie to let him have the baby, but she refused. "When I go, the baby goes," she told Biggam. The best the two men could do was to get life preservers on the three. Etta followed Biggam and the steward on deck.

When Biggam and the steward got on deck again, Biggam saw Capt. Holmes and one of the Neilsons holding on to Jane Corrigan near the port railing, to keep her out of the water. She was begging the crew to save her mother. Biggam and Holmes tried to get Mary and Ida May to climb the crosstrees, so that when the yacht righted they would be clear of the water, but powerful waves swept all four overboard. Holmes rose to the surface and found a fender. Jane Corrigan was nearby, and Holmes grabbed her by the hair to keep her head above water. She could not hold on to the fender in the heavy seas. For a few months, Jane wrapped her arms around Holmes's neck in attempt to save herself. She clung to him so tightly, he could not breathe, but soon let go and vanished from his sight.

Etta and Ida May somehow made it partway up the stern. Etta spotted a small sofa made of cork, and tossed it to her mother in the water. Large waves then swept the two girls away. Large waves swamped the cork sofa three times, causing Mary Corrigan to let go of it. Each time, she managed to get back to the sofa and hang on again.

The Idler's gig had broken in two, leaving only the smaller rowboat. The rowboat was tangled in rope, but Charles Johnson cut it loose, even though the yacht was sinking and he was risking his own life. He and Jake Antonson plunged into the water, climbed aboard, and spotted Ida May in the water. They tried to reach her, but the rowboat became tangled in another line. They could no longer see her by the time they cut the rope. They spotted Capt. Holmes and Mary Corrigan and managed to get both of them aboard.

The Idler lay on her side for a three minutes, then began to sink stern first. She righted as she went down in 53 feet (16 m) of water. The yacht hit the lake bottom upright, her crosstrees and topmasts projecting about 20 to 25 feet (6.1 to 7.6 m) above the waves.

Biggam became entangled in rigging and was pulled under the water by the sinking ship. He kicked off his boots and managed to get free. Carpenter William Summers, who could not swim, was drowning nearby. Biggam swam over, held him above water, and got the two of them to the cross-trees. The two cook/stewards had already climbed up the cross-trees to safety.

At about 2:20 PM, the fishing tugs Effie B. and F.E. Smith arrived. The Idler was still on her side, and Charles Johnson was just getting the rowboat free. Wreckage covered the water. Sailor Olaf Neilsen saw Ida May floating lifeless in the water, and managed to grab her. A line was thrown from the F.E. Smith to Nielsen. He grabbed it, but the line became entangled about his arm and leg. He let Ida May go. After he freed himself, no one could see her any more. Mary Corrigan was in the water for 30 minutes before she was saved.

All passengers except Mary Corrigan drowned. The captain, mate, and all crew members survived.

Aftermath

James Corrigan was in his office in downtown Cleveland when the storm hit the city at 2:35 PM. He was greatly alarmed, as he surmised the storm had likely hit the Idler. (Had she been under tow, she should have arrived in Cleveland two or three hours before the storm.) When the F.E. Smith and Effie B. reached port in Cleveland, he was immediately notified about the disaster.

John Corrigan had returned to Cleveland that morning from Buffalo. John and his son-in-law, Edward G. Gilbert, took the prostrate Mary Corrigan home.

The tugboats Kennedy and Luiz left Cleveland for the wreck, James Corrigan and his nephew, John Corrigan Jr., aboard the Luiz and Capt. Holmes aboard the Kennedy. The wreck site was 14 miles (23 km) northwest of Cleveland, according to the captain of the Luiz, and the tugs reached it at 5:45 PM. No bodies could be seen. They placed wreck lights on the masts to warn other vessels. There was worry that the Idler might roll over and the lights might sink beneath the surface, so a raft was built and anchored near the wreck. It, too, had wreck lights on it.

Late in the evening on July 7, the tug Ben Campbell was sent to wreck to find the bodies. Aboard her was diver Walter Metcalf. Conditions on Lake Erie were too rough to permit any diving, and the tug returned. The Ben Campbell left again at 3 AM on July 8. This time, it also carried James Corrigan, Charles Rieley, and Corrigan's friend and business associate Al Rumsey. The tug spent most of the day on the water waiting for condition to improve, but it finally returned to Cleveland at 4 PM. James Corrigan was so distraught at the loss of his family that he went to stay with his wife's sister, the wife of Dr. X.C. Scott.

On July 8, recovery efforts were able to begin. The body of Ida Belle Corrigan was found in her cabin. In a starboard cabin, the diver found the bodies of Nettie Riley and Etta Corrigan. All had on life preservers. Etta Corrigan's funeral was held at the John Corrigan home, on July 11, 1900. She was buried in Cleveland's Woodland Cemetery. The funeral of Ida Belle Corrigan and Nettie Corrigan Riley was conducted at the James Corrigan home by the Reverend Dr. S.P. Sprecher of Euclid Avenue Presbyterian Church. James Corrigan did not want them buried until all the other bodies were found, so they were temporarily interred in the public receiving vault of Wade Memorial Chapel at Cleveland's Lake View Cemetery.

The body of the infant Mary Riley was discovered in a stateroom aboard the sunken Idler on July 15. A funeral was held at Wade Memorial Chapel, conducted by Rev. Abel P. Buel, a retired Baptist minister and friend of the Corrigan family. Mary was temporarily interred next to her mother.

James Corrigan became desperate to find the bodies of the rest of his family. On July 24, he began offering "a liberal reward" to anyone who found them. He even had a glass-bottomed boat built to assist in the search. By the middle of August, however, the search for the bodies of Ida May and Jane were given up as hopeless. Corrigan spent $5,000 ($188,980 in 2024 dollars) looking for the bodies. The emotional toll left his health broken.

Ida May Corrigan's body was finally found on August 29. Her body was floating in Lake Erie about 4 miles (6.4 km) south of the disaster site by the passenger steamer City of Detroit. No funeral was immediately held, and she was temporarily interred in the Wade Chapel vault at Lake View Cemetery.

Jane Corrigan's body was finally found on September 28. Her heavily decayed remains washed ashore 3 miles (4.8 km) west of Willoughby, Ohio (what is now the village of Timberlake beach). She, too, was placed in Lake View's receiving vault.

A funeral at Wade Chapel was held for Ida May and Jane Corrigan on October 6, with the Rev. Dr. S.P. Sprecher officiating. Ida Belle, Nettie, Jane, Ida May, and Mary were interred in the Corrigan family plot at Lake View on October 9.

Investigation

Captain Charles J. Holmes was arrested on July 18, 1990, by federal marshals for manslaughter. Set free on bail, he attempted to flee the city. He sought help from his bondsman, and the bondsman turned him in. Holmes secured bail again.

The opinion of James and John Corrigan, and the consensus of Cleveland boatmen, was that Holmes had been careless in his handling of the Idler, and veteran mariners said he should have taken in all sail as soon as the storm had been spotted. Experienced local yachtsmen said much smaller boats had passed safely through much worse storms, and proper handling should have easily brought the Idler through as well. Percy W. Rice, head of the Cleveland Yacht Club, was dumbfounded at the sinking of the Idler. He once saw the yacht endure a storm that had wrecked large steamers but which left the Idler without any damage. A.R. Landreth Jr., secretary of the club, noted that "Yachtsmen have gone through squalls time and time again, many of them more severe than yesterday's storm, and they have done it in twenty-five and thirty-foot boats, boats much smaller than the Idler, and have come through without the slightest accident."

Cleveland yachtsmen said the failure to take in all sails was the critical error. It was standard practice, they said, for a yacht to close all deadlights, companionways, and hatches and get sail down long before a squall hits. Local yachtsman G.H. Gardner told the press, "With her sails furled, the Idler could have weathered any storm." Landreth criticized Holmes for not having the right experience to handle a yacht: "Had the Idler been in charge of a thorough yachtsman, the accident would never have happened. Any reasonably good yacht would have gone through Saturday's blow if properly handled. I understand from the newspapers that the captain of the Idler was a vessel-man and not a yachtsman. It is a great mistake to think that a man who has handled large vessels can sail a yacht."

Holmes claimed that no one could have anticipated that a simple squall would become "a cyclone", and that the Idler would have sunk in such a storm even if all its sails had been taken down. Mate Samuel Biggam also called the storm "a hurricane". Others disagreed. Charles W. Kelly, the second-highest ranking members of the Cleveland Yacht Club, felt the storm that hit the Idler was no worse than most. "There is not a yachstman on the lake who has not been through storms as severe as this without the slighteset damage," he said.

Although the accident happened in the waters of Lorain County, by law the inquest was held in Cuyahoga County, where the bodies came ashore. Because the Idler was not large enough (700 short tons (640 t)) to require a sailing master and was not a steamer (steamship captains had to be licensed), the county coroner and not the state or federal government had jurisdiction. In November 1900, the Cuyahoga County Coroner rendered a verdict of accidental death. Capt. Holmes was freed. The Cleveland press had widely anticipated a finding of negligence, but Samuel Biggam had gone to Louisville, Kentucky, the Norwegian crew had returned to Norway, and James Corrigan no longer had the heart to continue.

A federal grand jury did hear testimony in the case, indicted for manslaughter. Holmes Asks for Delay The Plain Dealer Tue, Feb 05, 1901 ·Page 6 Closed Out of Respect The Plain Dealer Wed, Oct 02, 1901 ·Page 10

CJH fled Holmes' Case Put Over The Plain Dealer Wed, Apr 17, 1901 ·Page 10 Holmes Failed to Appear The Plain Dealer Thu, Apr 25, 1901 ·Page 4 Where Is Holmes? The Akron Beacon Journal Thu, Apr 25, 1901 ·Page 2

claimed to have taken a job on the Gold Seeker, went to Haiti, storms delayed journey to NYC Idler's Captain Gave Himself Up The Cleveland Press Thu, May 23, 1901 ·Page 1 Gives Himself Up The Cleveland Leader Fri, May 24, 1901 ·Page 10

unable to get bond Holmes' Trial Oct. 7 The Cleveland Press Wed, Jul 24, 1901 ·Page 1

whined that James Corrigan has pressured bondsman against him Cannot Find Bail The Cleveland Leader Sat, Jul 27, 1901 ·Page 10

Mayor Tom Johnson and West Side contractor John Carron supplied bond Captain Holmes Released on Bail The Cleveland Leader Sun, Aug 18, 1901 ·Page 2 Johnson Signed Prisoner's Bond The Plain Dealer Sun, Aug 18, 1901 ·Page 13

attorney severely ill Will Be Tried Next Year The Cleveland Leader Tue, Oct 08, 1901 ·Page 3

JC's desire to prosecute waned Drop It The Cleveland Press Tue, Feb 11, 1902 ·Page 1

whereabouts of witnesses not known Captain Holmes' Case The Cleveland Leader Wed, Feb 12, 1902 ·Page 10

Judge Francis J. Wing of US Dist Court nolled the case at request of DA John J. Sullivan Case Nolled The Akron Beacon Journal Wed, Feb 19, 1902 ·Page 1 Captain Holmes Is Free The Cleveland Leader Thu, Feb 20, 1902 ·Page 10

Corrigan and his attorney surprised to hear of it Biggam was served in Lousville, but disappeared he was key gov't witness Witness Disappeared The Plain Dealer Fri, Feb 21, 1902 ·Page 3

Idler finally towed into port and put into the Shipowner's Drydock

towed to Fairport, OH

was to be towed to Vermillion, to be rebuilt as steam yacht Idler to Be Rebuilt Plain Dealer October 4, 1901 8

steam yacht idea abandoned stripped of all valuable items Idler Yacht Stripped Plain Dealer October 5, 1901 8 Idler Still at Fairport The Cleveland Leader Sat, Oct 05, 1901 ·Page 3

two sialors broke inti it, stolen items The Boat Is Still There The Plain Dealer Sat, Aug 30, 1902 ·Page 5 The Idler Broken Into The Cleveland Leader Sat, Aug 30, 1902 ·Page 2

ice on the Grand River swept the Idler and other boats out onto lKae Erie Much Damage to Vessels The Plain Dealer Sat, Jan 23, 1904 ·Page 4

again swept out to the lake by ice, sank The Idler Sinks Again The Bucyrus Evening Telegraph Thu, Mar 24, 1904 ·Page 1

will be blown up May Cut Rates on Lake Coal The Cleveland Leader Tue, Apr 12, 1904 ·Page 7

Capt George Normand of the F.E. SMith said it had all canvs up Capt. Charles E. Motley of the lifesaving station said mainsail, staysail, and jib up foresail partly down none of the sails had been lowered

James Corrigan residence is 312 Willson Ave James' home at 312 Willson Ave. John Corrigans live at 71 Cutler St.

---

/ / / / / / / / / / / / / / / / / / / / /

He was born

    on May 1, 1848, at Morrisburg, Ont.  His mother died when he was 11
    years old, leaving five children.  His father married again shortly
    thereafter, and JAMES, with his elder brother, JOHN, finding the home
    not congenial, left it to make their living together.  They went to
    Oswego, N.Y., where they made their living sailing on the lakes.
       JOHN CORRIGAN later went to Cleveland and engaged in the oil busi-
    ness.  JAMES had meanwhile purchased the little schooner Trial, and,
    after sailing her on the lower lakes, took her to Cleveland with the
    intention of entering the fruit trade.  He, however, abandoned this
    for the more lucrative business of oil refining.  In this business he
    thrived, winning huge profits, and conducted it as an independent re-
    finery until 1881 when he entered the Standard Oil combination.
       JAMES CORRIGAN was one of the earliest to recognize the limitless
    possibilities of the Lake Superior iron country for the creation of
    wealth and it was a natural step from the carrying of ore to the min-
    ing and smelting of it.  He became a consistent buyer of Lake Superior
    ore properties and at the time of his death was the most extensive
    independent operator on the ranges.  On the Mesabi range the firm
    owned the Admiral, Commodore, Jordan, St. James, St. Paul, Stevenson
    and Wallace mines; on the Gogebic, the Colby, Colby No. 2, Ironton,
    and Ironton No. 2; on the Menominee the Armenia, Baker, Basic, Crystal
    Falls, Dunn, Fairbanks, Genesee, Great Western, Groveland, Kimball,
    Lamont, Lincoln, Paint River, Quinnesee and Tobin; on the Marquette
    the Star West mine.

His firm's furnace interests embraced the Genesee Furnace Co., at

    Charlotte, N.Y., the Scottdale Furnace Co., at Scottdale, Pa., and the
    Josephine Furnace & Coke Co., at Josephine, Pa.  At Josephine, the
    firm founded a town as well as a furnace.  He had also planned to
    build a new furnace on the Cuyahoga river at Cleveland under the name
    of the River Furnace & Dock Co.  This is expected to be in operation
    in 1910.  MR. CORRIGAN also held extensive copper interests in Mexico.
    Of late years he had gradually abandoned the operation of vessels, the
    existing fleet of CORRIGAN, McKINNEY & Co. consisting only of the
    Australia, Amazon, Polynesia and Aurania.
       In personal character, JAMES CORRIGAN was a plain, blunt, straight-
    forward man.  In all his dealings, he never beat about the bush. His
    method of attack was direct and everyone knew precisely where he
    stood.  He was a fearless, earnest man, who took great losses and
    great gains with equal composure.  He was one of the group of giants
    who as young men in the 70's began to develop the latent natural re-
    sources of the country.  He was associated in business with many men
    now recognized as industrial captains. 

Politics

Corrigan lost race for city treasurer THe Ring Routed Plain Dealer April 5, 1887 1 The Official Count April 8, 1887 Plain Dealer 8

co-founder of Cleveland Chamber of COmmerce On To Success Plain Dealer April 14, 1893 8

Personal life

lives in Cleveland, summer home in Wyckliffe

Corrigan summer home is in Wickliffe The Towns of Wickliffe, Nottingham, and Willoughby Plain Dealer August 13, 1899 25

James Corrigan summer home is on Ridge Rd. in Wickliffe Builders of the Nation to Meet Plain Dealer September 2, 1906 11

bought home of A.B. Foster on Euclid Ave between 81 and 82d Streets for $25,000 Corrigan Buys Home Plain Dealer July 23, 1907 5

architects Searles, Hirsh & Gavin making big changes to Corrigan home at 8144 Euclid. Building Brisk Plain Dealer November 24, 1907 28

Searles, Hirsh & Gavin designed stables for EUclid Ave home Business Block Will Be Erected Plain Dealer July 12, 1908 8

new firm in Tonawanda to build 'James Corrigan' 56 ft long Great Lakes Engineering of Detroit to build it More ORders for New Boats Plain Dealer September 10, 1907 8

550 ft long, 56 beam, 31 depth, 10,000 tons of ore Big Boats Ready for the Watewr Plain Dealer October 19, 1907 8

James Corrigan launche from the Ecrose yar of American Shipbuild Co on May 16 built for Frontier Steamship Co. of Tonawanda Men Turn Down the Contracts Plain Dealer May 8, 1908 9

Ecorse yard of Great Lakes Engineer Will Be Named For local Men Plain Dealer May 16, 1908 7

550 feet long 56 beam, 21 depth triple expansion engines and Scotch boilers 10,000 tons Three Vessels Take First Dip Plain Dealer May 17, 1908 5

Frontier Steamship Co. building the James Corrigan launched at Ecorse May 16 Names For Ships The Duluth News Tribune Sun, May 10, 1908 ·Page 3

550 ft long 56 beam 31 depth 10,000 tons Great lakes Engineeering Works Steamer James Corrigan, 10,000-Ton Bulk Freight Carrier, Launches at the Ecorse Yard for the Frontier Steampship Co. Detroit Free Press Sun, May 17, 1908 ·Page 23

Ida Belle Allen daughter of William C. and wife Allen Died The Plain Dealer Mon, Feb 27, 1888 ·Page 3

James married Ida Belle (born 1855) on July 29, 1875. They had four children: Jane (born 1877), Jeanette (born 1878), James W. (born 1880 in Austria), and Ida May (born 1885).

James Corrigan Jr is in SF, owns a cafe there earthquake No News of Many Cleveland Folk Plain Dealer April 19, 1906 1, 3

ill at Wickliffe with peritonitis millionaire mine ownertaken ill Sept 10 condition worsened; four physicians call ion to consult on Monday, Sept 14 on Tuesday, Sept 15, it was thought he would die rallied on morning of Sept 16 CM&C launched in 1893 offices in Perry-Payne Building head of five different transit companies, and four different mining companies director of Lake Carriers Assoc. director of Ashtabula Dock CO. James Corrigan Close to Death Plain Dealer September 17, 1908 12

peritonitis in 2 or 3 weeks should resume work Corrigan Is Better Plain Dealer September 18, 1908 12

Ore Man is Recovering Plain Dealer October 19, 1908 10

multimillionaire died at home at 8114 Euclid Ave "one of the group of men who made Cleveland, who saw the opportunities of its location... and out of them founded a great city." started as boy runaway on Great Lakes three fortunes: Oil, shipping, ore his frim is the largest independent shipp concern in the country brother, John Corrigan, and sone James are only survivors broad shoulders, good hearted, fighting. of warm disposition and much sympathy worked with Rockefellers, Judge Burke, John Huntingon born in Oswego, NY in 1849 ran away to sail before the amst in 1869, started a little two-room refinery on the South Side learned how to refine oil more cheaply bought a boat, two, then three made trips to Superior iron mines and made wise investments Standard Oil bought him out in 1881 went to Austria, established refineries increased his vessel holdings built furnaces Corrigan's money, scattered widely in investments, was unavailabel to pay Rockefeller in 1890 Standrd Stock went from 168 to 185; Corrigan believed Rockefeller knew of the impeding rise and foreclosed suit carried to the SUpreme Court in 1895 not the biggest fleet on the lakes, but a great one always active in Lake carriers Assocaition and Cleveland Vessel Owners Assocaition third president ot LCA and a director member of the union, Euclid, and Roadside clubs. an unnamed friend said: "The great things were his courage, his intensity, his fairness and his sterling integrity, and with these his loyalty to friends and the right. ... It was not known, except to his intimates, that this lion haearted man had always the heart and softness and sympathy of a child." Corrigan, Steel Leader, Is Dead Plain Dealer December 25, 1908 1, 9

died Thurs., Dec. 24 services at resident on Sat., Dec 26 Died Plain Dealer December 25, 1908 10

Rev. J.D. Williamson, former pastor fo Beckwith Memorial Presbyterian Church, and a close firend, will officiate Interment at Lake View Corrigan Buried Today Plain Dealer December 26, 1908 10

funeral at 2 PM at family home. Rev. J.D. Williamson read Episcopal burial service relatives came from Detroit, Oswego, NYC, and Chicago burial at Lake View Many Mourn Corrigan Plain Dealer December 27, 1908 2

estate worth $10 million John, brother, gets $50,000 and $5,000 a year for 10 years Mrs. John gets $5,000 and $400 a month for life Harvey D. Goulder, attorney, gets $5,000 and $150 a month for life Merriette Wessersmith, housekeeper, gets $5,000 a year for 10 years James W. gets $15,000 a year son in law Charles F. Riley gets $5,000 and $100 a month for 10 years James R. Corrigan, nephew, gets $20,000 and $4,000 a year for 10 years J.E. Ferris, treasurer of CM&C, $10,000 Fred Stelnen, transportaion man for CM&C, $10,000 May F. Scott, sisterinlaw of Dr. X.C. Scott, $200 a month for life Jennie Peters, niece in Pasadena, $5,000 and $200 a month for 10 yeaers Lithia House of Pasadena, neice, $2,000 a $100 a month for 10 years Johnson Corrigan, nephew, Padadena, $400 a month for life John Rutherford, cousin, $1,000 Maggie Rutherford, cousin, $1,000 Bruce Rutherford, Harry Ray Waddington, and Ethel Waddington of NY $1,000 each (second cousins) Property valued at $750,000 (mostly mines), not including Nagirroce, valued at $38,000 $250,000 life insurance Will of Corrigan Names No Charity Plain Dealer January 5, 1909 1

stricken with peritonitis in September near death seemed to recover complications operation the day before his death born Iroquois, Ontario 1859 as a boy, sailed on a boat later went to Cleveland, employed in an oil refiner went into business himself as a refiner sold to Standard Oil in 1881 owned a large fleet, but it ecreased in recent years Corrigan, McKinney & Co founded in 1888 one of the largest independent shippers of lake ore Gennesee Furnace in NY Josephine and Scottdale furnace in Penn until 18 months ago operated the River Furnace in Cleveland, but after 10 year lease reverted to Upson Nut son, James W. wife and three children drowned eight years ago Obituary The Iron Age December 31, 1908 1995 https://books.google.com/books?id=fPcwAQAAMAAJ&newbks=1&newbks_redir=0&dq=James%20C.%20Corrigan%20born%20Ontario%201849&pg=PA1995#v=onepage&q&f=false

Mrs. William House of Lafayette, indiana believed to be orphaned, was raised by George W. Morse of Whittlesley learned her real last name was Corrigan, saw Jmes Corrigan's name in the paper and wrote to him her mother is living and married to a man named Brewster and in Tacoma, Wash. recently visited her uncle, James in Cleveland "Orphan" Found Her Long Lost Mother Akron Evening Times Wed, Jul 10, 1901 ·Page 5

Homes

Cleveland house

new house on Willson Ave near Scovill Little But SLy The Cleveland Leader Sat, Feb 12, 1887 ·Page 8

1340 Willson Ave Blooded Horses The Plain Dealer Wed, Aug 21, 1889 ·Page 3

Wickliffe estate

peritonitis "one of the best known vessel and mine owners on the lakes" Capt. Corrigan Very Ill Detroit Free Press Fri, Sep 18, 1908 ·Page 10

on operation for appendicitis recently wrested millions from ore, coal, vessel and furnace industries CM&C owns the Commodore, Jordan, St. Paul, Keewatin, and Stevenson mines on the Msaba Stevenson one of the largest open pits on the Mesaba Great Iron Magnate is Called Across Divide The Duluth News Tribune Fri, Dec 25, 1908 ·Page 1

Jr. bought 91 acres on Center Chardon Rd. to add to the estate Adds to Big Estate The Plain Dealer Sun, Oct 08, 1916 ·Page 39

425 acres on Ridge Road sold for $325,000 Jr.'s house will be the club house, with a dining room and ballroom added, also locker rooms and showers already has 270 ft long swimming pool, large refrigeration and storage plant Corrigan Place in Wickliffe Sold Monnett, J.G. Jr. Plain Dealer January 8, 1924 24

gold club officially forms Cedarhurst Club Seeking Members Plain Dealer January 20, 1924 38

Jr.'s home burned down in autmun 1925 200 acres of estate to be turned into homes Homes Colony for Cedarhurst Monnett, J.G. Jr. Plain Dealer March 2, 1926 21

the big house burned down new house errected by James Jr. site of old house occupied by a concrete clubhouse Jr. added a pool and private golf course now Cedarhurst Country Club J.W. Corrigan Dies on Euclid Avenue Plain Dealer January 24, 1928 1, 4

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