Or in Germany

Zeißler or  Zeissler


I gratefully acknowledge the tremendous help and family information shared by my

 Aunt Gertrude Zeisler Cahill Feldhaus, (aka Aunt Sis).

For years Aunt Sis worked on the ZEISLER genealogy and corresponded with many in Germany to learn more about the ZEISLER Family.

I also want to thank the many Zeisler cousins I have that have unselfishly shared their research with me and helped produce this web page.

Of special mention is Mary Ellen Duffy Kruse, Bill Arnold and Jeannie Wedekind Novak.

 If you are interested in a different Zeisler Family known to be from the Hungary/Austria areas try visiting the web site of Jerry Zeisler at <> .

Four known generations of my Zeißler or Zeissler family were born and lived in or near the villages of Hohenrueth and Marktleugast, Germany.     Presently there are but a few homes in Hohenrueth, (just one mile west of Marktleugast).      Marktleugast today, however, is a rather large village located in far central & eastern Germany in the State of Bavaria, not far from the border with the Czech Republic and about 20 kilometers north of the City of Bayreuth.

Photo of Hohenreuth Sign


Only a couple homes remain


Photo of Martleugast, Germany


The Marktleugast City Hall

Photo provided by Karl Paschek



Below is a map of the locality and village of Marktleugast where my Grandfather was born.

Hohenrueth is not on this map but is located one mile west of Marktleugast


My 3rd Great Grandfather was Carolus Zeißler born about 1775 probably Hohenrueth, Germany.     Carolus married Barbara Titler, born about 1775, in about 1799. (Please note that in Germany and prior to coming to America, Zeisler was spelled Zeissler).

Mt 2nd Great Grandfather was Simon Zeißler, born about 1800 probably Hohenrueth, Germany.     Simon married Ursula Kollerer, born about 1800, 4 June 1821 in Hohenrueth, Germany.


Sabastian Zeißler/Zeisler my Great Grandfather, was born 17 Jun 1820 in Hohenruth, Germany.     Sabastian married Agnes Degen in about 1851 in Marktleugast, Germany. Agnes was the daughter of Conrad Degen and Katharina Hofmann.     Sabastian died 5 Dec 1903 and Agnes predeceased him dying 4 Jul 1900.     Both are buried in Calvary Cemetery, St.Louis, Missouri.     Sabastian was "sponsored" by Mr. McLaran, who operated a large truck farm in north St.Louis, Missouri.     Sabastian was a horticulturist during his indenture to the McLarans.

 My /Zeißler/Zeissler/Zeisler Family Migration to America



My grandfather, Nicholas Sabastian Zeißler/Zeissler/Zeisler arrived in America on 4 March 1872  at the age of two years, eight months.    Accompanying him on this journey were his mother Agnes and father Sebastian/Sabastian and his sister Johanna, age four.    But why did they make this adventurous journey, and why at this time?   I will try to explain my opinion of why and how this happened based upon my investigations, input from others, and some logical conclusions.  


My great grandfather Sebastian must have became “committed” to a union with his girl friend Agnes Degen in about 1844 when he was age 24.   Agnes would have been 18 years old at that time.   It is unknown why they didn’t get married until 1851 but it’s my understanding that it was not uncommon in those days to establish a civil “marriage” prior to a church marriage due to the expense of a sanctioned Catholic Church marriage.    Various reasons could be the German economy was very poor at that time owing to the industrial revolution eliminating many jobs.   I have also been told that local conflicts between German states accounted for some disruptions to the normal civil functions since men were often traveling or otherwise supporting the local conflicts and/or wars between the German Dukes.


In any case, Sebastian & Agnes started a family.   Their first born was a daughter named Caroline (aka Lena), born in about February 1845.    Following Lena were three more children all born prior to when Sabastian & Agnes were married in 1851. The family continued to grow until thirteen children in total were born to Sebastian and Agnes Degen Zeissler.    My grandfather being the thirteenth of thirteen children.    My aunt Sis says my grandfather was a superstitious man and although he was born on 13 July 1869 all his life he told everyone he was born on 12 July 1869!


The Zeissler migration was likely to have begun with the eldest child, Lena.    Lena married Valentine Mehringer in about 1868, in likely New York.      Bill Arnold, a great grandson of Lena & Valentine, believes they migrated to America in about 1868.   I personally doubt that a single 17 year old girl would travel alone on such a journey and it doesn’t seem logical to me.     Records show that Elisabeth left for America on 8 February 1870 (age 17).   Elisabeth traveled on the ship UNION arriving at Castle Garden, NY on 26 February 1870.   It’s likely that Lena’s brother Johann traveled with her but this is a guess and no record has been found to support this.


Bill Arnold reports that Valentine & Lena Mehringer remained in New York their entire life.   They and their children are all buried in the Mehringer Family Plot in ALL FAITHS CEMETERY, 67-29 Metropolitan Avenue, Middle Village, NY 11379.   Also buried in this same cemetery is Johanna Zeisler Brandt Mehringer, Valentine Mehringer’s second wife and youngest sister of Lena Zeisler Mehringer.


My aunt Sissy has told me that three of Sebastian’s daughters (Elisabeth, Katharina & Francis) and also Sebastian, were sponsored in America by a Mr. McLaran of Baden (North St.Louis, MO).    Mr. McLaran was the owner and operator of a large farm providing fruits and vegetables to the community.    I believe that while Valentine and Lena remained in New York, Elisabeth traveled by train on to St.Louis to honor the Zeissler family’s commitment to Mr. McLaran.    Elisabeth was to save her earned money and send it home to her family in order to contribute to the remaining family members travel expenses when they could arrange travel to America, which they all did.


Sixteen months after the arrival of Elisabeth in America her two siblings Katharina (age 15) & Francis (age 14) set sail for America.   They departed for America on 5 May 1871 sailing on the ship MAIN arriving at Castle Garden, NY on 24 June 1871.    I can see Lena & Valentine welcoming the two sisters upon their arrival at Castle Garden, and perhaps the sisters also spent some time in the Mehringer home prior to departing by train for St.Louis to begin work for the McLarans.   So now three Zeissler sisters were busy working for the McLarans in the McLaran family business.  All three were now busy saving their money to send to their family back in Germany to help pay for the remaining family members to make the journey.


In early 1872 Sebastian, Agnes and their children Johanna (age 6) & Nicholas (age 2), departed the Zeissler ancestral home in Marktleugast and ventured on the long journey to St.Louis (via Baltimore) and a reunion with their daughters.   They must have traveled on the train to St.Louis where they finally had a family reunion with the rest of the family.      At this time it is not known when Johann Zeissler, born in July 1848 departed for America.


An interesting comment (at least to me) is that the Castle Garden, NY & Baltimore, MD records do record the family name as ZEISSLER.    So it is not clear when the second “s” was dropped but church records in St.Louis always recorded ZEISLER not ZEISSLER.   





Obituary courtesy of Mary Ellen Duffy Kruse






My Grandfather Nicholas Sabastian Zeisler along with his parents and perhaps siblings in 1872 (age 2) emigrated to St.Louis, Missouri from Marktleugast, Germany.     Nicholas Sabastian was born 13 Jul 1869 in Marktleugast, the thirthteenth  and last child of Sabastian Zeisler & Agnes Degen Zeisler.    On 7 Jan1891 Nicholas married Emma Louise Eckenfels, in St.Nicholas Catholic Church, St.Louis, Missouri.     Emma Louise was born 5 Jan 1874 in St.Louis.     This union was blessed with seven children, the youngest being my mother Catherine, (aka Kitty).     Nicholas Sabastian died 20 Jul 1938 and his wife Emma died shortly thereafter on 7 Nov 1938. Both are buried in Calvary Cemetery, St.Louis, Missouri.   (Note:  My mother says that she had to promise her mother that she and her husband Roy would not have anymore children.   So after the death of my grandmother in Nov 1938 it didn’t take long for my mother to get pregnant again and have me in October 1939).




JANUARY 7, 1891

To learn more about the ECKENFELS family click here.


My Grandfather was an ice man. He cut ice on the Mississippi River in St.Louis

Working for his brother-in-law Paul Sabastian Mueller, Sr. (aka Pappy Mueller)

 dba as Mueller Ice & Fuel Company

The ice was stored in large caverns under St.Louis

Note the tools of his trade in picture

He also worked as a night watchman for Swift & Company (meat packers)

Obituary courtesy of Mary Ellen Duffy Kruse

Obituary courtesy of Mary Ellen Duffy Kruse




"My Mother"

My mother Catherine Margaret Zeisler was born May 2, 1916 in St.Louis, Missouri, and died on April 8, 2007 in Houston, Texas.    My mother always went by her nickname "Kitty".     On July 3, 1932 she married my father Roy Frederick Juch, Sr. in the new St.Louis Cathedral. To learn more about the family of Roy & Kitty.

Download Zeisler Gedcom

CAUTION ! I cannot certify these files as 100% correct nor are they all proven.     These files are a compilation of what the various ZEISLER Family researchers have shared with me.     I check them for reasonableness and assume that those submitting their ZEISLER file are correct for their direct line.    These files are strictly a depository for ZEISLER documentation and can aid in research by providing research leads & possible direction. Good luck!

Updated 6 June 2008 and contains 772 individuals.



As the documents (below) indicate, Sebastian & Agnes has a large family of 13 children.   Aunt Sis (Gertrude M. Zeisler) says that she believes some were likely to have died early in life because she only remembers six or seven of her aunts & uncles.    From circumstantial evidence it would appear that some children born to Sebastian & Agnes died at birth or very young.  My grandfather’s older sister Johannah, b. 22 Aug 1865 had a notable distinction of being the personal seamstress to the famous actress Ethel Barrymore and lived in the Barrymore home.


All children were born in Marktleugast, Germany





Caroline (aka Lena, Annie, Anna)

Abt. Feb 1845

31 Jan 1892 New York

Married in New York to Valentin Mehringer  (when arrived in America is not yet known)


About 1847


Died at birth or young?


Abt 1848

Abt. 7 October 1891 St.Louis, MO

Married Maria Caroline Schaefer.  It is not known when he arrived in America but possibly traveled with his sister Lena


About 1849


Died at birth or young?


1 February 1853

28 Oct 1920 Marion Co., OR

Married Carl P. Wunderlich          Departed for America 8 February 1870 on ship SS Union arriving Castle Garden, NY on 26 Feb 1870



28 July 1855

24 June 1933

Married Paul Mueller, Sr.              Departed for America 5 May 1871 on ship SS Main arriving at Castle Garden, NY on 24 June 1871       

Francis Veronika

24 May 1857

28 November 1925

Married John Wilhelm Pezold       Departed for America 5 May 1871 on ship SS Main arriving at Castle Garden, NY on 24 June 1871

Johann II

27 July 1859


Died at birth or young?


29 July 1860


Died at birth or young?

Katharina II

21 September 1861


Died at birth or young?


11 February 1864


Died at birth or young?


22 August 1865

1 May 1921

Married first John Ludavico Brandt, married second Valentin Mehringer (Older sister Lena’s husband)

Arrived in Baltimore, MD on 4 March 1872 with parents and brother Nicholas on board Steamship OHIO.

Nicholas Sabastian


13 July 1869

20 July 1938

Married Emma Eckenfels    

Arrived in Baltimore, MD on 4 March 1872 with parents and sister Johanna on board Steamship OHIO.

Sebastian & Agnes arrived in Baltimore, MD on 4 March 1872 with daughter Johanna (Aunt Hanna)

 and son Nicholas (my grandfather) on board Steamship SS OHIO.

NOTE:  My thanks to Beverley Zeisler Miskus for providing the ship

 and arrival information for my greatgrandparents, and grandfather.

Photograph (detail) of the SS OHIO in the Neuer Hafen, Bremerhaven, about 1887.

The steamship OHIO was built for Norddeutscher Lloyd by Caird & Co, Greenock (yard #148), and was launched on 18 December 1868. 2,393 tons; 92,05 x 12,02 meters (length x breadth); clipper bow, 1 funnel, 2 masts; iron construction, screw propulsion, single-expansion engine, service speed 10 knots; accommodation for 84 passengers in 1st class, and 717 in steerage; crew of 79.

Immigrant Ships
SS Ohio
Bremen, Germany to Baltimore
4 March 1872


I, C. Basse, Master of the SS Ohio, of Bremen do solemnly,sincerely and truly swear that the annexed list, subsribed with my name, contains, to the best of my knowledge and belief, a just and true account or report of all the passengers who have been taken on board the said vessel at Bremen or any other Foreign Port, or at sea, and brought in the said vessel into any district of the United States since her departure from the said Port of Bremen.

Sworn to this 3rd day of March 1872 before me (signature of port authority illegible)

List or Manifest of all the Passengers taken on board the North German Lloyd S.S. Ohio, whereof C. Basse is Master, from Bremen, burthen 2389 tons.

Columns represent: passenger name, gender, age (yrs-months), Country to which they belong, and destination.


Steerage Passengers (in part):
Pass    Names             sex age  occupation   From:        To:           
120  Sebastian Zeissler     m 52    farmer      Germany     Baltimore
121  Agnes Zeissler         f 47                Germany     Baltimore
122  Johanne Zeissler       f  4                Germany     Baltimore
123  Nicolaus Zeissler      m  2                Germany     Baltimore



On the great ocean steamships the term "steerage" was used for any part of a ship allotted to those passengers who traveled at the cheapest rate, usually the lower decks in the ship. In the United States Passenger act of 1882 the definition of "steerage passengers" is quite clearly defined as:

"The expression "steerage passenger" means all passengers except cabin passengers, and persons shall not be deemed cabin passengers unless the space allotted to their exclusive use is in the proportion of at least thirty-six clear superficial feet to each passenger."

Feeding time between decks (steerage)


The following will give the reader some idea of what travel was like for the Zeissler family members

 when migrating to America in the nineteenth century

The old-type steerage is the one whose horrors have been so often described.  It is unfortunately still found in a majority of the vessels bringing immigrants to the United States.  It is still the common steerage in which hundreds of thousands of immigrants form their first conceptions of our country and are prepared to receive their first impressions of it.  The universal human needs of space, air, food, sleep, and privacy are recognized to the degree now made compulsory by law.  Beyond that, the persons carried are looked upon as so much freight, with mere transportation as their only due.  The sleeping quarters are large compartments, accommodating as many as 300 or more persons each.  For assignment to these, passengers are divided into three classes, namely, women without male escorts, men traveling alone, and families.  Each class is housed in a separate compartment and the compartments are often in different parts of the vessel.  It is generally possible to shut off all communication between them, though this is not always done.

The berths are in two tiers, with an interval of 2 feet and 6 inches of space above each.  They consist of an iron framework containing a mattress, a pillow, or more often a life-preserver as a substitute, and a blanket.  The mattress and the pillow, if there is one, are filled with straw or seaweed.  On some lines this is renewed every trip.  Either colored gingham or coarse white canvas slips cover the mattress and pillow.  A piece of iron piping placed at a height where it will separate the mattresses is the ``partition" between berths.  The blankets differ in weight, size, and material on the different lines.  On one line of steamers, where the blanket becomes the property of the passenger on leaving, it is far from adequate in size and weight, even in the summer.  Generally the passenger must retire almost fully dressed to keep warm.  Through the entire voyage, from seven to seventeen days, the berths receive no attention from the stewards.  The berth, 6 feet long and 2 feet wide and with 21/2 feet of space above it, is all the space to which the steerage passenger can assert a definite right.  To this 30 cubic feet of space he must, in a large measure, confine himself.  No space is designated for hand baggage.  As practically every traveler has some bag or bundle, this must be kept in the berth.  It may not even remain on the floor beneath.  There are no hooks on which to hang clothing.  Everyone, almost, has some better clothes saved for disembarkation, and some wraps for warmth that are not worn all the time, and these must either be hung about the framework of the berth or stuck away somewhere in it.  At least two large transportation lines furnish the steerage passengers eating utensils and require each one to retain these throughout the voyage.  As no repository for them is provided, a corner of each berth must serve that purpose.  Towels and other toilet necessities, which each passenger must furnish for himself, claim more space in the already crowded berths.  The floors of these large compartments are generally of wood, but floors consisting of large sheets of iron were also found.  Sweeping is the only form of cleaning done.  Sometimes the process is repeated several times a day.  This is particularly true when the litter is the leavings of food sold to the passengers by the steward for his own profit.  No sick cans are furnished, and not even large receptacles for waste.  The vomitings of the seasick are often permitted to remain a long time before being removed.  The floors, when iron, are continually damp, and when of wood they reek with foul odor because they are not washed.

The open deck available to the steerage is very limited, and regular separable dining rooms are not included in the construction.  The sleeping compartments must therefore be the constant abode of a majority of passengers.  During days of continued storm, when the unprotected open deck cannot be used at all, the berths and the passageways between them are the only space where the steerage passenger can pass away the time.

When to this very limited space and much filth and stench is added inadequate means of ventilation, the result is almost unendurable.  Its harmful effects on health and morals scarcely need be indicated.  Two 12-inch ventilator shafts are required for every 50 persons in every room; but the conditions here are abnormal and these provisions do not suffice.  The air was found to be invariably bad, even in the higher inclosed decks where hatchways afford further means of ventilation.  In many instances persons, after recovering from seasickness, continue to lie in their berths in a sort of stupor, due to breathing air whose oxygen has been mostly replaced by foul gases.  Those passengers who make a practice of staying much on the open deck feel the contrast between the air out of doors and that in the compartments, and consequently find it impossible to remain below long at a time.  In two steamers the open deck was always filled long before daylight by those who could no longer endure the foul air between decks.

Wash rooms and lavatories, separate for men and for women, are required by law, which also states they shall be kept in a “clean and serviceable condition throughout the voyage."  The indifferent obedience to this provision is responsible for further uncomfortable and unhygienic conditions.  The cheapest possible materials and construction of both washbasins and lavatories secure the smallest possible degree of convenience and make the maintenance of cleanliness extremely difficult where it is attempted at all.  The number of washbasins is invariably by far too few, and the rooms in which they are placed are so small as to admit only by crowding as many persons as there are basins.  The only provision for counteracting all the dirt of this kind of travel is cold salt water, with sometimes a single faucet of warm water to an entire wash room.  And in some cases this faucet of warm water is at the same time the only provision for washing dishes.  Soap and towels are not furnished.  Floors of both wash rooms and water closets are damp and often filthy until the last day of the voyage when they are cleaned in preparation for the inspection at the port of entry.  The claim that it is impossible to establish and maintain order in these parts of the immigrant quarters is thus shown to be false.

Regular dining rooms are not a part of the old type of steerage.  Such tables and seats as the law says ``shall be provided for the use of passengers at regular meals" are never sufficient to seat all the passengers, and no effort to do this is made by systematic repeated sittings.  In some instances the tables are mere shelves along the wall of a sleeping compartment.  Sometimes plain boards set on wooden trestles and rough wooden benches set in the passageways of sleeping compartments are considered a compliance with the law.  Again, when a compartment is only partly full, the unoccupied space is called a dining room and is used by all the passengers in common, regardless of what sex uses the rest of the compartment as sleeping quarters.  When traffic is so light that some compartment is entirely unused, its berths are removed and stacked in one end and replaced by rough tables and benches.  This is the most ample provision of dining accommodations ever made in the old type steerage, and occurs only when the space is not needed for other more profitable use.

There are two systems of serving the food.  In one instance the passengers, each carrying the crude eating utensils given him to use throughout the journey, pass in single file before the three or four stewards who are serving and each receives his rations.  Then he finds a place wherever he can to eat them, and later washes his dishes and finds a hiding place for them where they may be safe until the next meal.  Naturally there is a rush to secure a place in line and afterwards a scramble for the single warm-water faucet, which has to serve the needs of hundreds.  Between the two, tables and seats are forgotten or they are deliberately deserted for the fresh air of the open deck.

Under the new system of serving, women and children are given the preference at such tables as there are, the most essential eating utensils are placed by the stewards and then washed by them.  When the bell announces a meal, the stewards form in a line extending to the galley and large tin pans, each containing the food for one table, are passed along until every table is supplied.  This constitutes the table service.  The men passengers are even less favored.  They are divided into groups of six.  Each group receives two large tin pans and tin plates, cups, and cutlery enough for the six; also one ticket for the group.  Each man takes his turn in going with the ticket and the two large pans for the food for the group, and in washing and caring for the dishes afterwards.  They eat where they can, most frequently on the open deck.  Stormy weather leaves no choice but the sleeping compartment.

The food may be generally described as fair in quality and sufficient in quantity, and yet it is neither; fairly good materials are usually spoiled by being wretchedly prepared.  Bread, potatoes, and meat, when not old leavings from the first and second galleys, form a fair substantial diet.  Coffee is invariably bad and tea doesn't count as food with most immigrants.  Vegetables, fruits, and pickles form an insignificant part of the diet and are generally of a very inferior quality.  The preparation, the manner of serving the food, and disregard of the proportions of the several food elements required by the human body make the food unsatisfying, and therefore insufficient.  This defect and the monotony are relieved by purchases at the canteen by those whose capital will permit.  Milk is supplied for small children.

Hospitals have long been recognized as indispensable, and so are specially provided in the construction of most passenger-carrying vessels.  The equipment varies, but there are always berths and facilities for washing and a latrine closet at hand.  A general aversion to using the hospitals freely is very apparent on some lines.  Seasickness does not qualify for admittance.  Since this is the most prevalent ailment among the passengers, and not one thing is done for either the comfort or convenience of those suffering from it and confined to their berths, and since the hospitals are included in the space allotted to the use of steerage passengers, this denial of the hospital to the seasick seems an injustice.  On some lines the hospitals are freely used.  A passenger ill in his berth receives only such attention as the mercy and sympathy of his fellow-travelers supplies.

After what has already been said, it is scarcely necessary to consider separately the observance of the provision for the maintenance of order and cleanliness in the steerage quarters and among the steerage passengers.  Of what practical use could rules and regulations by the captain or master be, when their enforcement would be either impossible or without appreciable result with the existing accommodations?  Tile open deck has always been decidedly inadequate in size.  The amendment to section 1 of the passenger act of 1882, which went into effect January 1, 1909, provides that henceforth this space shall be 5 superficial feet for every steerage passenger carried.  On one steamer showers of cinders were a deterrent to the use of the open deck during several days.  On another a storm made the use of the open deck impossible during half the journey.  The only seats available were the machinery that filled much of the deck.

Section 7 of the law of 1882, which excluded the crew from the compartments occupied by the passengers except when ordered there in the performance of their duties, was found posted in more or less conspicuous places.  There was generally one copy in English and one in the language of the crew.  It was never found in all the several languages of the passengers carried, yet they are as much concerned by this regulation as is the crew.  And if passengers of one nationality should know it, it is equally important that, all should.

Considering this old-type steerage as a whole, it is a congestion so intense, so injurious to health and morals that there is nothing on land to equal it.  That people live in it only temporarily is no justification of its existence.  The experience of a single crossing is enough to change bad standards of living to worse.  It is abundant opportunity to weaken the body and emplant there germs of disease to develop later.  It is more than a physical and moral test; it is a strain.  And surely it is not the introduction to American institutions that will tend to make them respected.

The common plea that better accommodations can not be maintained because they would be beyond the appreciation of the emigrant and because they would leave too small a margin of profit carry no weight in view of the fact that the desired kind of steerage, already exists on some of the lines and is not conducted as either a philanthropy or a charity."


The SS Main is the ship in which Kathrina & sister Veronika traveled

 on their journey to America arriving at Castle Garden on 24 June 1871

The first "
Main" was a 3,087 gross ton ship, built by Caird & Co, Greenock in 1868 for Norddeutscher Lloyd [North German Lloyd] of Bremen. Her details were - length 332ft x beam 40ft, clipper stem, one funnel, two masts, iron construction, single screw and a speed of 13 knots. There was passenger accommodation for 70-1st, 100-2nd and 600-3rd class. Launched on 22/8/1868, she sailed from Bremen on her maiden voyage to Southampton and New York on 28/11/1868. In 1878 her engines were compounded by the builders and on 6/3/1890 she commenced her last Bremen - New York voyage. On 6/3/1890 she started her final Bremen - Baltimore crossing and the following year was sold to British owners. She was destroyed by fire at Fayal, Azores on 23/3/1892. [North Atlantic Seaway by N.R.P.Bonsor, vol.2,p.546] - [Posted to The ShipsList by Ted Finch - 1 February 1998]

The first steamship MAIN was built by Caird & Co, Greenock (ship #146), for Norddeutscher Lloyd, and launched on 22 August 1868. 2,898 tons; 106,19 x 12,22 meters (length x breadth); clipper bow (last of the New York route ships so built), 1 funnel, 2 masts; iron construction, screw propulsion (single expansion engine, 1800 hp), service speed 12 knots; accommodation for 70 passengers in 1st class, 100 in 2nd class, and 600 in steerage. 28 November 1868, maiden voyage, Bremerhaven - Southampton - New York. 1878, engine compounded by Caird & Co (3,000 hp), new boilers, service speed 14 knots. 6 March 1890, last voyage, Bremerhaven-New York. 1891, sold to Anglo-American Steamship Co, A. Rimner Liverpool, managers. 23 March 1892, burned out at Fayal, Azores, over her full length, and left there to disintegrate [Edwin Drechsel, Norddeutscher Lloyd Bremen, 1857-1970; History, Fleet, Ship Mails, vol. 1 (Vancouver: Cordillera Pub. Co., c1994), p. 49, no. 21; Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 2 (1978), p. 546]. Pictured in Michael J. Anuta, Ships of Our Ancestors (Menominee, MI: Ships of Our Ancestors, 1983), p. 183, courtesy of the Peabody Essex Museum, East India Square, Salem, MA 01970. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 7 February 1998]



My aunt Sis tells me that the family of Sabastian migrated to America in stages (see above letter) with the last stage of migration being that of my great grandparents and my grandfather Nicholas.    Aunt Sis says that she was told they came to America on a ship that skirted the North Atlanta countries so they likely entered America at the entry post of New York Castle Garden. (Note: Ellis Island was not yet in service).   As of May 2006 I have not yet found any documentation recording or confirming the entry of any of the Zeisler/Zeissler family.    Castle Garden is just now creating a web site that is to contain those that entered at this entry point on lower Manhattan near where Battery Park is now located.






Comments are welcome. Please email me at:

royjuch at juch dot net