sculptures, bronzes, and other works of art were placed in the exhibit.

So successful was this exhibition that continued for six weeks that the promoters began to consider making it a permanent institution. On April 5, 1883, while the matter was under discussion by the members of the association, T. W. Palmer informed W. H. Brearley that he had placed $10,000 in securities in the hands of William A. Moore, the money to be turned over to the association when $40,000 more had been secured and a corporation formed for the purchase of a lot and the erection of an art gallery thereon. Palmer was then United States Senator from Michigan. When the expenses of the exhibit had been discharged and a painting had been purchased, there remained in the hands of the committee a balance of $1,521.60, which, added to the donation of Senator Palmer, was the start of the fund for the erection of the art gallery. Forty citizens of Detroit agreed to donate $1,000 each, and on February 27, 1884, a meeting of the donors was held in the Moffat building at which a committee on organization was selected by those attending. The following May the committee reported that no law existed in Michigan authorizing the incorporation of such societies as that proposed. The necessary bill was accordingly drawn up and presented to the legislature at its next session. On February 16, 1885, the governor signed the bill, and on March 25, the Detroit Museum of Art was incorporated, the first board of trustees being as follows: William H. Brearley, Lewis T. Ives, George V. N. Lothrop (who resigned to become minister to Russia. and was succeeded by Dexter M. Ferry), William A. Moore, Thomas W. Palmer, and James E. Scripps.

In the following June, the trustees directed William H. Brearley to take steps to increase the fund to $100,000 in order that a more suitable building might be erected than was originally considered. By the summer of 1886, 1,900 subscribers had raised the total to the required figure, and the trustees of the art museum cast about for the best site for the museum. While two sites were under consideration, the board received a communication on October 13, 1886, offering the Brady property at Jefferson avenue and Hastings street to the Detroit Museum of Art as a gift.

The offer was immediately accepted and on November 8, following, the building committee was directed to advertise for plans. Of the fifty-two designs submitted, that of James Balfour, of Hamilton, Ontario, was accepted and the building contract was awarded to Dawson & Anderson, of Toledo, Ohio, on their bid of $43,780. Extra work and grounds improvement brought the total cost of the building to $56,385.44. In 1893, a $36,000 addition was made to the building; in 1897, $50,000 was spent on a second addition; and in 1904, a third addition was made at a cost of $50,000.

On September 1, 1888, the museum was opened to the public, and in the following November, John Ward Dunsmore was appointed the first director of the institution. Within four months, preparations for the art classes had been completed, and on March

18, 1889, the first classes were opened in a barn in the rear of the building that had been fitted up for school purposes. Fees for the various courses ranged from $10 to $25, and the instructors in the various departments were as follows: John W. Dunsmore, life class; Percy Ives, elementary antique; Francis P. Paulus, advanced drawing from the antique; L. H. DeFernelmont, modeling and wood carving; H. M. Lawrence, industrial and decorative design; Dr. Hal C. Wyman, lecturer on anatomy; and Mrs. E. G. Holden, children's classes.

Donations and purchases rapidly increased the size of the museum as shown by the three additions to the original building mentioned above. Collections of ancient, medieval, and modern art treasures of all kinds are contained in the institution whose estimated valuation is in excess of a half million dollars. George G. Booth, Charles L. Freer, Thomas W. Palmer, Mrs. Gustavus D. Pope, James E. Scripps, Edward Chandler Walker, and Charles Willis Ward, have been among the largest donors of art works to the museum.

The charter of the city of Detroit adopted in June, 1918, provided for a commission of four members to be known as the municipal arts commission and having the power to hold real property in the name of the city, to build suitable buildings, and to acquire art works. It was also provided that the property of the Detroit Museum of Art was to be conveyed to the arts commission and was to assume the name of the Detroit Institute of Arts to form the basis for an enlarged institute that would eventually rank among the best in the country. The new commission came into being in January, 1919, and the transfer of the museum property was made to the commission. The members of the first commission were Ralph H. Booth, William J. Gray, Clyde H. Burroughs, and Major D. M. Ferry, Jr., the first three being chosen president, vice-president, and secretary, respectively. Mr. Ferry, however, failed to qualify as commissioner.

The transference of the property of the museum was accomplished by December of that year, giving the commission two blocks of property, those lying between Woodward avenue and John R. street between Kirby on the north and Fredericks on the south, all valued at about $1,000,000. The site that thus came into the hands of the arts commission was purchased in 1910 with funds raised through popular subscription. The art collections and personal property of the museum was valued at approximately $900,000. Professor Paul Cret, of the University of Pennsylvania, designer of the Pan-American building at Washington and the Indianapolis Public library, was retained by the commission as consulting architect on the plans of the proposed building. The magnificent structure is now`nearing completion, and situated as it is opposite the public library it adds to rather than detracts from the beauty of the latter building.

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CHAPTER IX
TRANSPORTATION

O the Indian and to the fur traders, the creeks, rivers, and lakes were the main arteries of communication and travel. Upon the margins of the lakes, on the banks of streams and at their confluence were established the Indian villages. Even the first settlements of the white men were so located, and at portage points and on watercourses where Indians passed frequently were established the first trading posts in this vast wilderness. Cadillac assured the future of his post when on the banks of Le Detroit he built Fort Pontchartrain, a post by which most of the lake traffic must pass.

It is safe to say, then, that water transportation was by far the more important in the pioneer days of Michigan; the Indian trails that threaded the almost impenetrable forests were but feeders for the traffic on the rivers and lakes. Adopting the birch bark canoe of the Indian, the white fur traders penetrated to the farthest points of the Northwest Territory. Light in weight so that it was easily carried over the portages, the canoe was universally used by the dauntless white men, and even after settlements of considerable size had arisen on inland rivers, the canoes remained for several decades the common carrier for the pioneer communities.

In the fur trade, canoes thirty-five feet long with a beam of six feet were used to carry the bales of furs from the concentration points to the East. They were manned with a crew of eight men and were capable of carrying a hundred bales of furs in addition to the supplies for the men. Dugouts, canoes made from hollowedout logs, were occasionally used, and the pirogue, was made of a single cedar tree. A modification of the canoe was the Mackinaw boat constructed of pine boards and having high sides, bow and stern being identical in shape. The large thirty-five foot canoes. were used by Governor Cass on his exploration of the upper lakes in 1820 and on his journey to the head of Lake Michigan.

As has been stated in a previous chapter, the first sailing vessel was the "Griffon" built by La Salle at the mouth of Buffalo creek in Niagara river. On his preceding journey to France, La Salle had obtained ship supplies and hired a number of ship carpenters to return to the New World with him. In January, 1679, La Salle took his supplies and men to a creek some two leagues above Niagara Falls. The construction of the ways was started on January 22 and four days later the keel was ready for the driving of the first pin, an honor that was tendered Father Hennepin, who was forced to decline because of the rules of his order. La Salle himself then drove the pin, and the construction of the boat was pushed rapidly forward.

Despite the opposition of the neighboring Indians and their attempts to fire the unfinished vessel, the "Griffon," mounting

two small brass cannon and three harquebuze, was finally launched. Several short trips were then made to test the seaworthiness of the ship. At last, loaded with provisions and articles for trading, the little vessel started on her memorable journey to Green Bay, a voyage that was to be her first and her last, for as the "Griffon" was returning east with a cargo of furs, she was lost without trace. On August 10, 1679, the "Griffon" broke the waters of the Detroit river. The vessel continued on to Michilimackinac and then to Green Bay. It cleared Washington island in Lake Michigan on November 20, 1679, on the return journey with a load of furs but neither the vessel nor any member of the crew was ever seen again. More than three-quarters of a century were destined to elapse before another sailing vessel would ascend the Detroit river, and these were to be armed war vessels of another and conquering nation.

When Pontiac laid siege to Detroit in 1763, the armed schooner "Huron" and the sloop "Michigan" brought supplies and re-enforcements to the little English garrison at Detroit, these ships being the second and third vessels to come to the West. When the siege had been raised, the "Michigan" made regular runs between Detroit and Niagara Falls until it was wrecked in 1769. In that same year, the "Enterprise" was launched at Detroit, marking the beginning of the building of small tonnage ships at Detroit, an industry that flourished from that time forward. In 1782, nine war vessels, all built at Detroit, were in these waters, and the largest was the 154-ton brig "Gage" mounting fourteen guns. At such an early date began the shipbuilding activities that assumed such huge proportions in subsequent years, the natural progression of the industry taking it from the building of small tonnage sailing vessels to the fabrication of steel freighters and passenger vessels.

First of the steam vessels to come to Detroit was the "Walk-inthe-Water," named in honor of a chief of the Wyandotte tribe. Built at Black Rock, the vessel was towed against the strong current by sixteen yoke of oxen to Buffalo. From there, the steamer left at 1:30 p.m. on August 23, 1818, for its first trip up the lakes, and at 10:30 a.m. of August 27, the "Walk-in-the-Water" dropped anchor in the Detroit river. The wood burning steamer was met at Wing's wharf by a great number of people, said by some to be half the population of the city. That same afternoon, the little boat took a party of men and women on an excursion to Lake St. Clair, and in 1819 a trip was made to Mackinac and Green bay with a number of the most prominent men of the city and territory included among the passengers. The vessel then was placed in the Detroit to Buffalo service, making a round trip once in two weeks, the charge for a one-way trip being $18. In 1821, the "Walk-in-the-Water" was wrecked in a storm off Buffalo and concluded a career that was as successful as it had been short.

The shipbuilding industry of Detroit has included the construction of vessels of every kind and class, from the smallest launches to the largest of steel freighters and passenger boats. Following the construction of the "Enterprise" in 1769, the "Angelica," forty-five

tons displacement, was built in 1771. By 1796, twelve merchant vessels were owned at Detroit in addition to many brigs, sloops, and schooners that made Detroit a port of call. As soon as the United States occupied Detroit, the construction of a schooner was authorized for service on the lakes. The "Wilkinson," as the schooner was named, was built under the direction of Captain Curry, was later named the "Amelia," and was attached to the fleet of Commodore Perry during the War of 1812. The first steamer built in Detroit was the "Argo," built in 1827. The steamer "Michigan" was built in 1833. Of the thirty-seven steamers then plying in the lake trade in 1837, seventeen of them were owned by Detroit shipping men. The importance of Detroit as a shipbuilding point increased as the years advanced, and the year 1911 witnessed a forward step in this direction that had never been considered before that time. Contracts for the building of ocean-going steamships were let in Detroit, the completed vessels being taken to the Atlantic through the Welland canal, a fact that necessarily limited the size of the ships built here. With the outbreak of the World war and the necessity for hundreds of merchant ships, almost the entire output of the Detroit shipbuilding companies during the progress of the war was for ocean service. That an idea may be gained of the size of the boats that can be built at Detroit, the "Greater City of Detroit" of the D. & C. Line has more staterooms than the steamship "Leviathan," one of the largest passenger vessels engaged in trans-Atlantic passenger service.

The Port of Detroit ranks second in tonnage in the country, New York being the only other United States port to surpass Detroit. Although the Michigan shipping runs a close second to New York in point of tonnage, the value of the cargoes through this port is ranked several places lower, due doubtless to the fact that a large portion of the cargoes are iron ore, while the ships clearing New York carry finished products whose value is considerably higher.

Not only is Detroit a center for shipbuilding, it is also the home of the main offices of some of the largest shipping lines on the lakes. Steam navigation was inaugurated with the little "Walk-in-theWater" in 1819, but during the next two or three decades, little thought was given to the establishing of lines for service between specified ports and between no others. In 1850, Detroit and Cleveland were first linked by such a line, Captain Arthur Edwards placing the steamers "Southerner" and "Baltimore" in this service at that time. During the seasons of 1850 and 1851, these two boats continued to ply between this city and Cleveland, but in 1852 John Owen and his associates built and commissioned the "Forest City" for the Detroit-Cleveland service to be operated jointly with the steamers "St. Louis" and "Sam Ward" of the E. B. Ward & Company line. These vessels were in turn succeeded in 1853 by the "May Queen," built that same year, and by the "City of Cleveland," launched the preceding year. The day and night service was inaugurated in 1855 when the steamer "Ocean" was added to the line in