^Si^^ili^Si^;5i5?;l*ii!^^>!i:sM Ivor JOMTO RARY WJNJJIJNU LIS" LJtL i laZU Digitized by the Internet Archive in 2007 with funding from IVIicrosoft Corporation http://www.archive.org/details/essexinstitutehi56esseuoft (k^/^ THE ESSEX INSTITUTE HISl^ORICAL COLLECTIONS VOL. LYI— 1920. SALEM, MASS. \S^ J^ i PRINTED FOR THE ESSEX INSTITUTE ' y^^ct / ^ 1920 •J / ' F HI V3"t ■»:;tH Jt^ *'1> CONTENTS. Belknap, Henry Wyckoff. The Burnap-Barnett Genealogy. (Illustrated.) 225, 265 Beverly in 1700. By Sidney Perley. (IW«8«rated.) . 33,98,209 Bolton, Theodore. John Hazlitt, Portrait Painter, . . 293 Boston and Maine Railroad, History of. By Francis B. C. Bradley. (Illustrated.) 241 Boxford, First Known Tax Rate of. Communicated by Sidney Perley. . • 297 Bradlee, Francis B. C. History of the Boston and Maine Railroad. (Illustrated.) 241 Bradlee, Francis B. 0. Some Account of Steam Navigation in New England. (Illustrated.) 113, 177 Bradlee, Francis B. 0. The Dreadnought of Newburyport. (Illustrated.) 1 Burbank-Pickering Memorandum Book, Copy of the . 281 Burnap-Burnett Genealogy, The. By Henry Wyckoff Belk- nap. (Illustrated.) 225, 265 Dreadnought, The, of Newburyport. Some account of the old Transatlantic Packet Ships. By Francis B. C. Bradlee. (Illustrated.) 1 Edmunds, John H. Documents Relating to Marblehead, Mass. (Continued.) 70, 156, 202 Felch-Feltch Pedigree, A. By Frank Hervey Pettingell. . 148 Gray, Edward. The William Grays in Salem in 1797. . 145 Hazlitt, John, Portrait Painter. By Theodore Bolton. . 293 Holten, Samuel, M. D., Journal of, while in the Continental Congress, 1778-1780. 24, 88 Howe, Abraham, and Some of His Descendants. By M. V. B. Perley 50 Marblehead, Mass., Documents Relating to. Copied by John H. Edmunds. (Continued.) . . . .70, 186, 202 Marblehead Harbor, Petition for Protection of, in 1727. . 309 Newbury Church Records. Dismissions and Admissions. 222 (iii) IV CONTENTS. Norfork County Kecords, Old. (Continued.) . . . 298 Perley, M. V. B, Abraham Howe and Some of His De- scendants. 50 Perley, Sidney. Beverly in 1700. (Illustrated.) . . 83, 98, 209 Perley, Sidney. First Known Tax Rate of Boxford. . . 297 Pettingell, Frank Hervey. A Felch-Feltcli Pedigree. . . 148 Rantoul, Robert S. A Memoir of William Phineas Upham. (Illustrated.) 161 Stacey, Captain Richard, of Marblehead. By Harriet Sil- vester Tapley. (Illustrated.) 81 Steam Navigation in New England, Some Account of. By Francis B. 0. Bradlee. (Illustrated.) .... 113, 177 Tapley, Harriet Silvester. Captain Richard Stacey of Mar- blehead. (Illustrated.) 81 Upham, William Phineas, A Memoir. By Robert S. Rantoul. (Illustrated.) 161 1 i HISTORICAL COLLECTIONS OF THE ESSEX INSTITUTE Vol. LVI January, 1920 No. 1 THE DREADNOUGHT OF NEWBURYPORT AND SOME ACCOUNT OP THE OLD TRANSATLANTIC PACKET SHIPS. By Francis B. C. Bradlee. The maritime history of Newburyport, Massachusetts, has never yet been adequately written. Many famous vessels were owned and sailed from this old Essex County city, but not a few ships were also built in Newburyport for Boston and New York merchants, and among the best known of these was the " Dreadnought," built by Currier and Townsend in 1853, and afterwards celebrated for making the shortest passage across the Atlantic ever accomplished by a sailing vessel, nine days and seventeen hours, from Sandy Hook to the pilot-boat off Queenstown, Ireland. At this period the transatlantic carrying trade, both passenger and freight, was, and had been for many years, controlled by American packet-ships, as the regu- lar sailing liners were called, and three out of the five lines of steamers then existing were also under the Amer- ican flag. The " Dreadnought " was built for the Red Cross line of New York and Liverpool packets owned by Governor E. D. Morgan, Francis B. Cutting, David Ogden and others of New York ; she measured 1400 tons register, 200 feet long, 39 feet beam, and 26 feet depth of hold, and was commanded by Capt. Samuel Samuels, who be- (1) 2 THE DRBADNOUGHT OF NEWBURYPORT came quite as famous as his ship. She was launched in the presence of a large concourse of people October 6, 1863, from the yard at the foot of Ashland street, and on the third day of November following left for New York in tow of the steam-tug " Leviathan." By the sailors the " Dreadnought " was named " the Wild Boat of the Atlantic " ; she was what might be termed a semi-clipper, and possessed the merit of being able to bear driving as long as her sails and spars would stand. It is understood that her builders also designed her, and so deserved the greatest credit, as well for her model and fine lines as for the strength and solidity of her hull, which was constructed principally of white oak and yellow pine. Twice the " Dreadnought " carried the latest news to Europe, slipping in between the steam- ers; she was naturally a favorite among the traveling public, and her cabin accommodations were usually en- gaged a season in advance. On her westward voyages she carried large numbers of emigrants. At one time goods shipped by the " Dreadnought " were guaranteed delivery within a certain time, or freight charges would be forfeited. In February, 1854, her first voyage westward she crossed the bar in the river Mersey the day after the Cunard steamer " Canada " sailed for Boston, and when the news of her arrival reached New York the " Dread- nought " was reported off the Highlands of New Jersey. Her best passages were as follows : New York to Liverpool, December, 1853, 24 days. Liverpool to New York, February, 1854, 19 days. New York to Liverpool, April, 1854, 18 days. Liverpool to New York, June, 1854, 26 days. New York to Liverpool, August, 1854, 80 days. Liverpool to New York, October, 1854, 29 days. New York to Liverpool, December, 1854, 13 days, 11 hours. New York to Liverpool, February, 1856, 15 days. New York to Liverpool, May, 1856, 16 days. Liverpool to New York, February, 1857, 21 days. (land to land, 15 days). New York to Liverpool, March, 1859, 13 days, 9 hours. (Sandy Hook to Queenstown, 9 days, 17 hours). BY FRANCIS B. C. BRADLEK 8 When one takes into consideration the fickleness of the elements and the prevalence of westerly gales in the north Atlantic ocean, the rapidity and especially the reg- ularity of the " Dreadnought's " trips are wonderful. Capt. Samuels, in his interesting autobiography, " From the Forecastle to the Cabin," attributed his success to good discipline and to forcing the ship at night as well as during the day. " Night," he says, " is the best time to try the nerve and make quick passages. The best ship- masters that I had sailed with were those who were most on deck after fiark, and relied upon nobody but them- selves to carry canvas. The expert sailor knows exactly how long his sails and spars will stand the strain, the lubber does not, and therefore is apt to lose both." It may be noted in passing that the " Dreadnought " car- ried the old-fashioned single topsails that in themselves " held a whole gale of wind," requiring to reef each one a whole watch, as a division of the crew is called. Until after the death of Captain Samuels in 1908, no doubt had ever been expressed as to the rapidity of the " Dreadnought's " record trip of nine days and seventeen hours from land to land. Unfortunately in the last few years a small coterie in New York, jealous of Captain Samuels' success, have endeavored, with no real founda- tion of fact, to deny that the fast passage of 1859 ever took place. The author has investigated the case with the greatest care, and the result as here stated speaks for itself and proves, beyond a reasonable doubt, that the fastest voyage across the Atlantic ocean ever made by a sailing ship was by the " Dreadnought," in nine days and seventeen hours, from Sandy Hook to the pilot-boat off Queenstown harbor, in March, 1859. Some excuse is due the reader for the minuteness and repetition with which the case is stated, but those on the other side have worked with such energy to prove the record a myth, that the author thinks it is due the memory of Captain Samuels and the American merchant marine generally to clear up beyond doubt the facts of the " Dreadnought's " most celebrated voyage. In his "History of the New York Ship Yards," page 141, John H. Morrison says : 4 THE DREADNOUGHT OP NEWBFRTPOET The log book of the " Dreadnought " containing the record of this famous voyage of March, 1869, is not in existence, so far as known to the descendants of David Ogden (the agent of the Red Cross line). Captain Samuels informed the writer that on this voyage he ran the vessel to Daunt's Eock, communicated with the pilot-boat on the station at the mouth of Cork harbor (Queens- town), and proceeded on his way to Liverpool after a very short stop. The vessel left New York harbor with a high northeast wind, but about twelve hours later this was succeeded by a high north- westerly wind on the North Atlantic coast. An examination of the reports of vessels arriving at New York from Great Britain after the "Dreadnought" sailed from New York on February 27, 1859, till the day of her call off Cork harbor, show us that there was a succession of heavy westerly gales during the whole period . . . this favorable condition for a fast eastern passage continued to the time of the stop off Queenstown, but leaving there the " Dread- nought" encountered light head winds, and arrived at Liverpool on March 13, according to the London Times. In response to an inquiry by Mr. Morrison while he was compiling his above mentioned book, Capt. Samuels dictated to his daughter the following letters :^ 194 Clinton street (Brooklyn), April 2, 1908. Dear Mr. Morrison: You ask me for the record voyage of the "Dreadnought." We discharged the pilot at 3 P. M., Feb. 27, 1859, off Sandy Hook. We were off Queenstown at the end of nine days, seventeen hours, when we sent our mails ashore by a Cork pilot- boat.* The wind then became variable and died down. In thirteen days, eight hours, we were abreast the Northwest Lightship at Liv- erpool, and one hour later anchored in the Mersey, March 12, noon. The following will give an idea of the character of the ship and the time she made, including the above. In 1854 she made the same passage in thirteen days, eleven hours, and six times in succession under sixteen days, including one run of fourteen days and one of fifteen days. Yours, S. S. 'The author owns a negative of the first one, the original of which is in Miss Samuel's handwriting. ^Although in 1859 the mails were carried by steamer, the "Dread- nought" was so well known as a fast ship that she doubtless carried letters directed to be sent by her. BY FRANCIS B. C. BRADLEB 5 194 Clinton Street, April 6, 1908. Dear Sir: I regret I cannot give you any further Information in reference to the "Dreadnought" in regard to dates. When my leg was broken in 1862, the cabin was flooded in that gale, and nearly all my papers were destroyed. What 1 have' given you is what I have gathered from some notes that I had and some newspaper clip- pings. I will be pleased to see you at any time this week, when you may see what I have in regard to her passages. Very truly yours, ' S. Sahukls, E. M. S. In a letter to Mr. Morrison^, dated June 16, 1908, Mr. C. F. Ogden, whose father was the New York agent of the '* Dreadnought," says : — In reply to your letter I would beg to say that I have no idea where the log book of the '^ Dreadnought " could be found. It is certainly true that the voyage was made in that time, as I well re- member. Very truly, 0. F. OODEN. The New York Herald of April 1, 1905, and the New York World of June 5, 1905, contain personal interviews with the late Capt. Samuels in which he distinctly claims the nine day and seventeen hours record. Finally, for many years previous to his death, Capt. Samuels was president of the New York Marine Journal and Miss Schanze at first stenographer, and now assistant editor of that paper, affirms that Capt. Samuels not only often spoke to her of the record passage, but even dictated notes in regard to it. (See Marine Journal, June 30, 1917.) This is confirmed, also, in letters to the author by Capt. George L. Norton, the present editor of the Marine Journal, and by Miss Edith Samuels herself. It is unfortunate that Capt. Samuels in his book makes no mention of the nine day and seventeen hours transatlantic passage, although he devotes quite a little space to the " Dreadnought," alluding to two or three of her fast runs, but the exact dates are not always given. The famous mutiny on board the " Dreadnought " (August, 1859), in which only the iron will and bravery 'Printed in the New York Sun, May 21, 1917. 6 THE DREADNOUGHT OF NEWBURYPORT of the captain saved the lives of the officers and passen- gers, as well as the ship, furnishes one of the most ex- citing episodes in the history of the old transatlantic packet-ships. It happened that the entire crew had been shipped in Liverpool from a class of the most lawless and bloodthirsty rascals that ever made a port notorious. They were a fraternity of criminals, whose name was a terror to shipmasters, and two or three of whom would disorganize any well-meaning crew. They had a particu- lar grudge against Samuels, and had been for some time waiting an opportunity to vent it, and, when he coolly accepted, contrary to advice, an entire crew of their num- ber, they imagined that the opportunity had come. As the " Dreadnought " lay in the Mersey before sail- ing, the captain quietly informed them that he knew their designs, and began operations by sending every man to the carpenter to have the point of his knife broken. The next morning at sea the sluggishness and sullenness of the men indicated the brewing trouble. The man at the wheel, when reprimanded, tried to draw his knife, but Samuels knocked him down. He was put in irons, and the crew came aft, refusing to go to work until he was released. Capt. Samuels ordered them to their places ; they refused, and the promised mutiny was a fact. While the crew rushed forward, the captain went down to his cabin and armed himself. He had only one officer (the third), Whitehorn, to help him in the emergency, the chief officer being an old man and the second a coward. Capt. Samuels then went forward, leaving Whitehorn at the wheel, and at the end of the deckhouse the crew rushed at him with their newly pointed knives. Backing away from them with revolvers loaded, the captain went aft, and tried starvation to bringr them to reason. The crew set a watch to prevent the forecastle hatch from being battened down, and the night passed away. The royals were furled at 3.30 in the morning by the officers and boys, the men refusing, and in the forenoon the cap- tain helped the third officer to work tacks and sheets when they tacked ship. Fifty-six hours thus passed without any sleep aft or food forward. The mutiny was fast BY FRANCIS B. 0. BRADLEB 7 coming to a head and bloodshed was imminent. The cap- tain got seventeen Germans from among the emigrants to stand by him and armed them with iron bare. Hatches were fastened down and the deck barricaded to prevent some of the steerage passengers, who had also given trouble, from joining forces with the crew. At three o'clock in the morning the captain, backed by Whitehorn and his dog, went forward prepared for the encounter. Capt. Samuels tells the story as follows : When the dog reached the corner of the house a deep growl indicated that someone was hidden forward of it. Having learned that Casey and Sweeney were the ones to make the attack, I pro- ceeded caationsly, with revolver in hand, to the edge of the house, when they both jumped from behind it toward me, with arms up- lifted and knives in hand ready to strike. In an instant I levelled my pistol at Casey, while the dog jumped at Sweeney's throat. Casey, seeing his danger, backed to the forecastle scuttle, while the other two men yelled down the forecastle: "Jump up, boys! We've got him! Let's murder him now!" With shouts and oaths they rushed on deck, determined to finish their work. They had planned during the night that some were to go around, while others were to clamber over the house and make an attack on flank and rear. In this movement, however, they were checked by the Germans, who arose from behind their barricade and felled the ringleaders with their iron bars. Seeing themselves defeated and me re-enforced, they retreated to the starboard side forward, where I held them at bay with revolver levelled and hammer raised. After a short and decisive parley, the men gave in, and " one knife after another went spinning overboard to lee- ward just as the sun was rising, and a more gratifying sight I never saw than those gleaming blades dropping into the ocean." So celebrated did the " Dreadnought " become that the western ocean sailors composed the following song, or ** chantey," about her, which used to be sung, with many variations, dependent somewhat on the singer, on Eng- lish speaking ships, some forty years ago : i THE DREADNOUGHT OP NEWBURYPORT THE "DREADNOUGHT." There's a saoey wild packet, a packet of fame, She belongs to New York, and the Dreadnought's her name. She is bound to the westward, where the strong winds do blow, Bound away in the Dreadnought to the westward we'll go. The time of her sailing is now drawing nigh, Farewell, pretty maids, I must wish you good-by. Farewell to old England and all we hold dear; Bound away in the Dreadnought to the westward we'll steer. Oh, the Dreadnought is hauling out of Waterloo dock, Where the boys and girls on the pier-head do flock. They will give us three cheers, while the tears freely flow, Saying, " God bless the Dreadnought where'er she may go." Oh, the Dreadnought is waiting in the Mersey so free. For the Independence to tow her to sea, For to round that Rock Light where the Mersey does flow, Bound away in the Dreadnought to the westward we'll go. Now the Dreadnought's a-bowling down the wild Irish Sea, Her passengers merry with hearts full of glee. Her sailors like lions walk the decks to and fro. She's the Liverpool packet — O, Lord, let her go I Now the Dreadnought's a-sailing the Atlantic so wide. Where the high rolling seas roll along her black side, With her sails tautly set for the red cross to show. She's the Liverpool packet — O, Lord, let her go! Now the Dreadnought's becalmed on the Banks of Newfoundland, Where the water's so green and the bottom's all sand, Where those fish of the ocean do swim to and fro, Bound away in the Dreadnought to the westward we'll go. Now the Dreadnought's arrived in New York once more. So go ashore, shipmates, to the land we adore ; With wives and with sweethearts so merry we'll be. And drink to the Dreadnought wherever we be. Then a health to the Dreadnought and to her brave crew, To bold Captain Samuels and his officers too; Talk about your flash packets. Swallow Tail and Black Ball, The Dreadnought's the flier that can lick them all. ,^^ OM BOAKD ' THB AMSSIOAM IBIP DOVBB, IRA BURSLEV, CoMKAXDti, ONE OF THE LINE OF LIVERPOOL AND BOSTON PACKET SHIPS Tliat Skipi Inrt Uvtrpool om iIk 30(i, ani Bostmi an tit 1<< of mry Momti. 2 «» 3 >r/. t—^mr «^i. i fin Umit. I Omimf Root it /M hmf o o o P. — Qlfccn* «J SlemmrJ't Omfgmtf. Q. — £«/*««» 19 the Stfwmr^i AMm. R.— IFiaf «W .VjarO ffaOT. T.— Sy«^ V T«Ur iril* .OfM' ""• I WMr ClttM. V — aiewar^'i f— rrf i*— fry. ; — llmae awr IIW Ci«^iiiinii S<tltr$ >r faiwi^rii «■ liHvy mn 16 GmyM3p. Umf0k if /tat >OT <W Mmm Mi fm,mid»Smttntd. BY FRANCIS B. C. BRADLEE 9 Another exciting episode in the "Dreadnought's" career occurred in February, 1862, when she was bound to the westward and had reached that part of the Atlantic known as the " tempestuous forties " or the " Devil's blow-hole." In the midst of a furious gale the ship was struck by a heavy sea, which broke Capt. Samuel's right leg and would have carried him overboard but for his timely seizure by two sailors. As he lay in the cabin, prevented from amputating his broken limb only by those around him (the " Dreadnought " did not carry a doctor on that trip), the news came down that the rudder had been carried away. The ship lay for three days in the trough of the sea, while the crew, under the disabled commander's orders, were constructing a new rudder. This was lost in setting it, and then, all efforts to turn the ship's head southward by means of drags having been found useless, the captain had furled all the head sails and all the canvas on the foremast, set all the square sails on the mizzen-mast, the whole of the maintopsail and the starboard clew of the mainsail, and threw sharp back every sail that was set. By keeping the sails trimmed flat back, the ship was sailed backward for 280 miles towards the nearest harbor, Fayal. By the time the port was reached the second rud- der was shipped, and they anchored safely. It took fifty-one days to repair the ship, and, when she was ready, the captain, who had been hoisted over the side on a mattress, went aboard with his leg in splints, having re- fused to leave Fayal without her, notwithstanding the poor surgical treatment the Azores Islands afforded. Before the advent of the "Dreadnought" in 1853, the Red Cross line of New York and Liverpool packets had consisted of six other first class ships, the "St. George," ••St. Patrick," "Highflyer," '•Andrew Forster," "Driver," and ••Racer." Strange to say, every one of these vessels but one was lost before the ••Dreadnought" was completed, and that one very soon after, leaving her in solitary state on the line. The "St. George" was burned in the Chops of the British Channel, and the "St. Patrick" was wrecked on the New Jersey coast, but with no loss of life. 10 THE DREADNOUGHT OP NBWBURYPORT Not 80 fortunate was the "Highflyer ;" after making several very fast transatlantic trips, includinof one of 21 days, Liverpool to New York, in J'ebruary, 1855, she was chartered for a voyage from New York to San Francisco and Hong Kong, and was never heard from after leaving San Francisco in October, 1856. It was supposed that she had been destroyed by Chinese pirates and that they had murdered the crew. The " Driver," bound to New York from Liverpool, was "missing," with over 600 souls on board, emigrants and crew. The "Racer" was lost on Blackwater Bank, in the Irish Channel, but no lives lost ; and the "Andrew Forster" was run into, also in the Irish Channel, and two lives were lost. The "Racer," of 1669 tons, completed in 1851, and the "Highflyer" of 1195 tons, completed in 1853, and built at Newburyport by Currier and Townsend, were among the last vessels con- structed by them before they went out of business in 1856. Towards the end of the 1860's the iron screw-pro- pelled steamers had driven off many of the transatlantic packet-ships, and among these was the "Dreadnought." In 1869, while she was bound from Liverpool to San Francisco, in charge of Capt. Mayhew, when off Cape Horn, a calm prevailed, and it was finally noticed that the current of the ocean was forcing the ship towards the land. Every effort was made, with all hands in the boats trying to keep her off until a breeze prevailed, but it was of no use, and the "Dreadnought" finally went ashore and became a total loss. For three weeks before relief came the crew suffered terribly from exposure and want. All hands had to keep in the open boats out at sea at night, and land in the daytime to watch, sleep and eat, until finally they were taken off by a passing ship. A short account of the old transatlantic packet service in general may not be out of place here. As far back as 1756 the British government had begun a packet and mail service between Falmouth, England and New York, with monthly departures. This service worked well up to and during, the Revolution and for many years after, ex- cept that when the United States became independent, Halifax was made the American terminus instead of New BY FRANCIS B. C. BRADLEE 11 York. The British mail-packets were, generally, brigs of not over 200 tons each, known as "coffin brigs," as so many of them had succumbed beneath the wintry waves of the North Atlantic. In the years just preceding the Revolution there were also, several regular traders, owned in Boston, plying between Boston and London ; the best known of these were the "Boston Packet" (owned by John Hancock), Capt. John Marshall, and the "London Packet," Capt. Robert Calef. Neither of these vessels was over 300 tons. Late in the eighteenth century, Liverpool began to be substituted for London as the English port, the coarser and bulkier cargoes coming from Liverpool, and the finer goods being shipped from London. For some time after the close of the Revolution everything was in such a disorganized condition that while there were plenty of transient ships,few regular packets plied on the Atlantic. Before the Revolution Americans had imported the larger part of their manufactured articles from Great Britain. Beginning in 1783, St. Jean de Crevecoeur, the newly appointed French consul general to the United States, attempted to change the course of trade and made plans whereby France might supply our demand for European goods. To bring the two countries closer to- gether he founded the Gallo- American Society, which had but a short career, and also induced the French govern- ment to start a packet service between Lorient and New York. The French line was .subsidized by the govern- ment, the ships formed part of the French navy and were commanded by naval officers, but, strange to say, the en- tire service was managed, or rather mis-managed, by a private banking house in Paris. Unlike the majority of ships at that time, these packets were copper-bottomed. They carried only the mail, a few passengers, and a small amount of light and valu- able freight. Each vessel measured about 300 tons, the size of a small modern three-masted schooner. The names of some of the best known were the " Courrier de I'Europe," '* Courrier de 1' Amerique," " Marechal de Castries," etc. The last named ship, through the repre- 1% THB DREADNOUGHT OP NBWBURYPORT sentations of de Crevecoeur, was built in Boston by John Peck, a well known shipbuilder of his day. This was done in order to show off the superior merits, in de Crevecoeur's opinion, of American-built ships. It is in- teresting to note that at this time, 1784-92, the rate of postage for a single letter under half an ounce from New York to Lorient was 20 cents. Strange as it may seem, this was actually less than was paid for single letters to France as late as the 1860's. Early in 1805 the Boston Importing Co. was formed, to operate vessels, and also import and export goods be- tween Boston, Liverpool and London. J. W. Storrow was the treasurer of this concern, and Ammidon and Boyle were the agents. In May, 1805, they advertised the ship " Sally," Capt. Seth Webber, " intended for a regular ship between this port and Liverpool, 323 tons, coppered to the bends, and having elegant accommoda- tions for passengers." This vessel and others named the " Packet " and the " Romeo " were run between Boston and Liverpool in 1806 by the Boston Importing Co. In addition to the ordinary dangers of the seas, Ameri- can commerce at this time was subjected to great annoy- ance, disaster and loss, in connection with the tremendous struggle then in progress between Great Britain and France. What with the British Orders in Council on the one hand and French Decrees on the other, it is marvel- lous that the New England merchants were able to main- tain their position on the ocean at all. The Boston Im- porting Company's ship " Sally " was " sequestered " at San Sebastian in 1810, but finally was released in order to bring home the American minister to France, General Armstrong. Owing to this and the fact that another of their ships, the " Packet", had been seized for sometime at Hamburg, the Boston Importing Company became in- volved in financial troubles and its affairs were settled. In 1816 the ship " Palladium," of 341 tons, was built at Salem, under the superintendence of Capt. John White, and was considered then the best constructed vessel ever produced in that city. She was intended to be a regular packet between Salem and Liverpool, and nearly every BY FRANCIS B. C. BRADLEE 13 business or professional man in Salem and many in Dan- vers owned shares in her. The enterprise originated with the traders on Essex street, the dealers in dry goods and hardware, and could they have kept it in their own hands, the project might have been successful, but they called in the assistance of other parties, who changed the whole programme, and the " Palladium " was sent to Calcutta instead of Liverpool, and finally sold to Boston owners in December, 1817. The Boston and Liverpool Packet Company was or- ganized in 1821. They tried to get a charter from the Massachusetts Legislature and failed, but nevertheless ran several ships, the "Amethyst," "Topaz," "Sapphire," and "Emerald," between Boston and Liverpool, but the enterprise soon failed. Very little can be learned about it, except that it appears to have been the first company to name its ships on a definite plan. The history of the " Topaz " was a tragical one. On her way from Calcutta to Boston, in 1829 or 1830, in charge of Capt. Brewster, she was destroyed by pirates in the vicinity of St. Helena, and every one on board murdered. A third Liverpool packet line was organized in Boston in 1827 by Henry Hall, Joshua Blake, David Henshaw and others. They also tried to get a charter from the Legislature, but failed. Notwithstanding they had built for them at Medford, by Thatcher Magoun, several ships of the highest class, especially designed for passenger ves- sels : the '* New England," "Lowell," "Trenton," "Plym- outh," " Dover," " Boston," and " Liverpool," all alike, and measuring between 400 and 500 tons each. A plan of the "Dover," owned by the author, reveals the fact that she was exceedingly well fitted up for trav- ellers, having comfortable staterooms, library, bath room, etc., which are only supposed to be adjuncts of the mod- ern steam liner. Jabez Howes and Ira Bursley were the best known captains of the line ; George G. Jones was the Boston agent, and, according to the advertisement, " mattresses, bedding, wines and all other stores were to be furnished to passengers in the cabin, and for them the fare to Liverpool was to be $140." The " Boston " was 14 THE DREADNOUGHT OP NEWBURYPORT struck by lightning and burnt May 26, 1830, a few days out from Charleston, S. C, on her way to Liverpool. This packet line ceased operations,probably owing to hard times, about 1833, as no trace of it can be found after that. By far the best known line of Boston and Liverpool packet-ships was the one started in 1844 by Enoch Train of Boston and known as the " White Diamond line." The first ships advertised were the *' Dorchester," 500 tons; " Cairo," 600 tons ; "Governor Davis," 800 tons, and the " St. Petersburg," 800 tons ; " all first class Med- ford-built,copper-fastened, coppered and fast-sailing ships," Mr. Train afterwards added to his fleet the following ves- sels ; "Joshua Bates," " Anglo-Saxon," " Anglo-Ameri- can," *' Washington Irving," " Ocean Monarch," "Par- liament," " Daniel Webster," " Star of Empire," "Chariot of Fame," "Staffordshire," "Bostonian," and "John Eliot Thayer." Most of the latter ships were built by the celebrated Donald McKay at East Boston, and were large for their day, ranging from 1000 to 1500 tons each. They were especially designed for the emigrant trade and car- ried large numbers of steerage passengers. Contrary to general belief, the packet-ships belonging to the various lines were not of the clipper type, with the exception of the " Dreadnought," " Racer," " Staf- fordshire," and a few others. The packets were built with more or less full lines, poops extending nearly to the mainmast, and great breadth of beam, thus insuring large carrying capacity combined with strength of hull. They were not intended for extreme speed, and when they did make rapid passages it was entirely owing to the good seamanship of the commanders in carrying a heavy press of canvas. Nevertheless the " Ocean Monarch ", which sailed from Boston in March, 1848, four hours after the Cunard steamer " Brittania," arrived in the Mersey on the same day, both making the passage in 15 days. Several of the Train ships came to grief : the " Ocean Monarch" was burnt just outside Liverpool, Aug. 24, 1848 ; the " Staffordshire " was wrecked on the Nova Scotia coast, Dec. 30, 1853, and the " Cathedral " thrown BY FRANCIS B. C. BRADLEE 15 on her beam ends and wrecked off Cape Horn (on a char- tered voyage), in 1857 ; all with the loss of many lives* Caldwell, Murdock, Thayer, Richardson, etc., were among the best known captains in the White Diamond line. Mr. Train failed during the panic of 1867 ; his successors, Thayer and Warren, afterwards Warren and Company, gradually substituted chartered British steamers for sail- ing vessels in the Boston and Liverpool trade. Later they owned many fine steamers under the British flag, known as the Warren line, which lasted until 1913. The last packet-ship in the North Atlantic was the well known barque " Sarah," owned by E. A. Adams and Co. of Boston and operated by them between the latter port and the Azores until 1895. This was before there was any regular steam communication between those islands and the United States, and the " Sarah " was always well patronized, carrying ten or twenty passengers in the cabin and several hundreds in the steerage. She was built at Stockton, Maine, in 1871, measured 530 tons, 135 feet long, 31 feet beam, and her commander while in the Azores trade was Capt. Lewis R. Hale. The era of packet-ships was brought into existence by the demands of the increasing trade between the United States and Europe at the close of the war of 1812. A pioneer line from New York was the famous Black Ball line (so called because its ships had a large black ball painted on their foretopsails as a distinguishing mark at sea ; the Red Cross line carried a red cross in the same manner, Enoch Train's vessels a black T, and so on), founded in 1816, with the " New York," "Canada," "Pa- cific," " James Munroe," etc., each about 400 tons, con- sidered large in those days, and full ship-rigged. Their passenger accommodations were very fine and a great advance over anything then existing. One or another of these packets sailed from New York regularly on the first day of the month, and during the first nine years their average time for sailing to Liverpool was 23 days, and for returning home 40 days, but the " Canada " once made the outward trip in 15 days 18 hours. From 1836, when Charles H. Marshall and Co. became the principal owners of the Black Ball line, the number 16 THE DBBADNOUGHT OF NEWBTJRYPORT of its vessels was increased by the accession of the "Ox- ford," " Cambridge," " Montezuma," " Yorkshire," " De- vonshire," "Fidelia," "Columbia," "Isaac Webb," "Alex- ander Marshall," and many others. The "Isaac Webb" was perhaps one of the best known of their vessels ; she was built by Wm. H. Webb at New York in 1850, of live oak, locust and cedar, 188 feet long, 40 feet beam, with three full decks, and a registered tonnage of 1300. She often made the voyage to Liverpool in 16 or 17 days, but finally foundered in mid-Atlantic in the autumn of 1881, owing to the shifting of her cargo of railroad iron while bound from Antwerp to New York, in charge of Capt. W. W. Urquhart. Her loss was practically the end of the old Black Ball line. In 1821 Byrnes, Grimble and Co. started another New York and Liverpool line called the Red Star, with the " Panther," ** Hercules," etc., which sailed on the twenty- fourth of each month. Then followed the Swallow Tail line, with the "George Washington," «' Pennsylvania," etc., and in 1836 Mr. E. K. Collins founded what was known as the Dramatic line, the ships of this line being named after celebrated actors, such as " Roscius," '* Sid- dons," " Garrick," and " Shakespeare." These packets were large for their day, measuring 1000 tons or more each. A noted departure, also, in them, besides their superior interior fittings, was the total abandonment of the fine lined vessel having a sharp rise of floor, and the substitution for it, against the opinion of the most noted New York shipbuilders, of the flat floored form of hull. Mr. Collins afterwards founded the famous Collins line of steamers between New York and Liverpool in 1850, but it was unsuccessful. Other well known packet lines were Grinnell and Min- turn's Black X line to London and Liverpool, owning the " Patrick Henry," " Henry Clay " (a fine three-decked vessel of 1250 tons), " Constitution," etc.; Morgan's line to London, with the "Palestine," "Southampton," etc.; Spofford and Tileston's Patriotic line to Liverpool, started in 1852, with the " Orient " and " Webster," built at Portsmouth, N. H., by George Raynes, and Williams and /r- PACKET-SHIP '■ LIVERPOOL", 1828 A Sister Ship of the " Dover", see plan PACKET-SHIP "CHARLEMAGNE" BUILT IN 1828 BY FRANCIS B. C. BRADLEB 17 Guion's Black Star line, also to Liverpool. The last named organization, although running under the Ameri- can flag, was chiefly owned by British capital and after- wards became the Guion line of steamers. According to a popular yarn, one of Guion's sailing packets, the " Adelaide," is supposed to have beaten the Cunard steamer " Sidon " on a transatlantic passage in 1864. The author has carefully looked up this matter in the files of the New York daily papers, and the facts are as follows : On June 9, 1864, the " Adelaide " and the Inman line steamer *♦ Kangaroo " both left New York for Liverpool ; the " Kangaroo " put back next day for repairs to her engine, sailed again in a day or two, and arrived in Liverpool on the same day as the "Adelaide", June 27. The Cunard steamer "Sidon" did not sail from New York between April 26 and July 6, 1864. Three to four weeks was considered a very fair average passage to the westward by the best packet ships, as may be seen by the following analysis of trips made by vari- ous vessels in 1845-46. The *' Yorkshire " left Liver- pool on March 4, 1845, and arrived at New York on the 25th of the same month. Later in the year she left Liv- erpool on July 2, and arrived on July 30, and still later, on November 2, she left Liverpool and anchored in New York lower bay on December 1, three fairly uniform pas- sages of 21, 28, and 29 days. In the same year the " Queen of the West " made a 25 day passage across the North Atlantic in March, while her next trip, begun in July, occupied 38 days, but in November she crossed in 28 days. Some of the other crack ships of the period were the "Empire," 29 days ; **Oxford," 29 days ; "Mon- tezuma," 28 days; "Rochester," 27 days; "Garrick," 26 days; and " Ashburton," 24 days. These passages were made under favorable conditions. But when the weather was heavy and the winds unfavor- able, five and six weeks and sometimes nearly two months were consumed in making the crossing. The longest pas- sage on record was said to be that of the " Switzerland " of the Grinnell line, that was once 110 days in returning to New York from Liverpool. Another instance was the 18 THE DREADNOUGHT OF NEWBURYPORT packet " Virginian," which left Liverpool on December 6, 1845, and did not arrive until 53 days later, and the '' Hottinguer " (a crack ship, named for a well known Paris banker), which left Liverpool on January 7, 1846, and arrived here on March 6. It took a man every inch a seaman to reach an Ameri- can port from Europe with spars and sails intact, and keep his ship off the Long Island and New Jersey coasts in midwinter gales, of thick snow and sleet. Steam power has now reduced the responsibility and danger to a mini- mum. Owing to the prevalence of westerly winds, the passage to the eastward was generally made in the quick- est time ; quite often in sixteen or seventeen days, and more rarely in fourteen. The " Palestine," of 1800 tons, of the Morgan line, once landed her passengers at Ports- mouth (England), on the fourteenth day out, and the " Independence," of the Swallow Tail line, 734 tons, al- though built as far back as 1834, accomplished this feat several times. The agents, builders and captains of the packet-ships speedily became rich, for all were owners, — the agent owning, say, an eighth of a vessel, and the builder another eighth, in order that he might secure the job of repairing her, which would average at least $500 a round trip. Most of the Liverpool packets were built by Stephen Smith, Isaac Webb, and Brown and Bell, and those run- ning to Havre and some of the London liners by Chris- tian Bergh, Jacob A. Westervelt, and William H. Webb, all old-time New York builders. The packet captains generally owned another eighth of the ships they com- manded, in order that they might have the strongest of all motives for vigilance ; the block-makers and sail- makers were also part owners ; and others the remainder, a packet of 1000 tons being worth about $80,000. During the Irish famine in 1847-48 the freight on a barrel of flour from New York to Liverpool rose to five shillings (^1.25) a barrel, and packets were added to the various lines as fast as they could be built. The boom in freights lasted until the close of the Crimean war, when a great slump took place, partly owing to the panic of BY FRANCIS B. C. BRADLEE 19 1857, and owners were then glad to get a shilling (25 cents) a barrel for the carriage of flour. Each packet ship could accommodate from 500 to 1000 emigrants on the westward voyages, and men, women, and children, dirty and ignorant, were crowded into the between-decks together. Conditions below decks may be better imagined than described, for in gales of wind and bad weather, which were frequent, hatches had to be battened down, and men, women and children screamed all night in terror. It was not compulsory for emigrant ships to carry a doctor, although sometimes a physisian was given a free passage in return for looking after the health of those on board ; ship-fever, smallpox, and other contagious diseases were common, and it is a won- der that many survived the voyage. Some idea of the mortality among the steerage passen- gers on a transatlantic voyage may be gained from the following news item copied from the New York Herald of October 26, 1853 :— ▲rriTed Ships From No. of Deat 1863 Passengers Sept. 9 "Zurich" Havre 358 2 11 "Lucy Thompson" Liverpool 800 35 15 "Niagara" i( 249 88 21 "Charles Spragne" Bremen 280 45 26 "Oder" Hamburg 237 14 27 "Winchester" Liverpool 463 79 29 "Kate Hunter" i< 342 1 29 "Rhine" Havre 566 24 SO "Talleyrand" Hamburg 210 11 Oct. 11 "Harvest Queen" Havre 367 5 14 "Marmion" Liverpool 295 34 17 "Waterloo" li 294 4 17 "James Wright" t» 480 1 20 "Sir Robert Peele" London 407 6 21 "New York" Liverpool 400 16 21 "Benjamin Adams" (( 620 15 Rations were served out once a week, in accordance with the allowance instituted by the British government, — just enough to keep starvation away. It was estimated that it cost twenty cents a day to feed each emigrant, and 20 THE DEEADNOUQHT OF NEWBURYPORT the steerage passage rates were X4 ($20), so between passage and freight money the ships generally paid very good dividends. The cabin passengers, from ten to thirty on each packet, with the captain and officers, were lodged under the poop, in the saloon, or cuddy as it used to be called, for which privilege a fare of about $150 was charged. The follow- ing is a specimen saloon" bill of fare : Soup, boiled cod with boiled potatoes, roast turkey, mashed turnips, roast and boiled potatoes, stewed chicken with macaroni, pie, hot rolls, sea pies and pickles, and plum pudding. As has been seen, the crews of the old packet-ships were not noted for tender qualities. Many of them were Liverpool Irishmen, and Capt. Samuels says of them : "They were the toughest class of men in all respects, and could stand the worst weather, food and usage, and put up with less sleep, more rum and harder knocks than any other sailors." They would not sail in any other trade, and although unexcelled for making, or taking in sail, especially in bad weather, they were of little use in re- pairing the rigging, or sails, or any of the finer work of the sailor's trade, as this kind of thing was always done while the packets were in port. The position of chief mate of a transatlantic packet- ship was not one for a weak or easy-going man. Courage and endurance were the important factors; to face the elements and contend with the crews required nerves of steel, and it used to be said " that no one was wanted as an officer of a packet who could not lick his weight in wild-cats." The cruelty practiced on some of those ships was simply outrageous ; the worst ones were known as '• wild packets." Like their crews, most of the captains and officers in the transatlantic trade confined themselves to it and seldom sailed elsewhere. The first line of New York and Havre packets was founded in 1822 by Francis Depau, with the ships " Ste- phania," "Henry IV," " Helen Mar," etc. Other early Havre packets were the "Edward Quesnel," "Bayard," ** Queen Mab," and " Charlemagne." The last named fihip, built in 1828, was commanded by Capt. Addison 10 ' BY FBANCIS B. C. BBADLEE 21 Richardson, born in Salem in 1804, the son of Capt. Wil- liam R. Richardson (born in Salem in 1769, died there in 1811), who was a charter member of the Salem East India Marine Society, Oct., 1799, and later was a con- tributor to the collections of the museum of that Society. An engraving of the *' Charlemagne," reproduced here, is from one of three oil paintings of that vessel by Frederic Roux, a noted marine painter of Havre, and given- the Peabody Museum of Salem by Mi-s. Kate S. Richardson of New York City in memory of her hus- band, Edward Richardson, son of Capt. Addison Richard- son. Mrs. Richardson's valuable gift also included, among other things, a silver pitcher given Capt. Richard- son by the cabin passengers of the ship ** Charlemagne," Oct., 1835 ; a speaking trumpet, a silver plate, also pre- sentations ; a sextant and a spyglass presented Capt. Richardson by the cabin passengers of the ship " Duch- esse d' Orleans " (a well known Havre packet) on her first trip from New York to Havre, in September, 1838. It was quite a common thing in those days for the cabin passengers to make such gifts to the captains of the ships they travelled on, and it was thought it would be inter- esting to group these articles together and reproduce them here. The business of Francis Depau was continued by his sons-in-law. Fox and Livingston, who added to the old line the " Sylvie de Grasse," " Louis Philippe," and other ships. They later became the agents and principal pro- prietors of the New York and Havre Steam Navigation Co., running the U. S. Mail side- wheel steamers " Hum- boldt," "Franklin,'' *« Arago," and " Fulton.'' A second Havre line was started in 1825 by Boyd and Hincken, with the packets " Charles Carroll," " Erie," " France," " Utica,'' " Oneida," "William Tell," "Baltimore," "Mer- cury," and "Rhone." This line was advertised in a Havre paper as follows : " Our ships are fast sailing, copper bottomed, copper fastened, and offer intending passengers all sorts of advantages, which include staterooms having locks and keys, a captain who speaks French, and French cooking." Still another line of Havre packets was founded in 1832 22 THE DEEADNOUGHT OF NEWBUBYPORT by William Whitlock, Jr., with the ships " Albany," " Duchesse d' Orleans," " Gallia," " Carolus Magnus," etc. Although the French are not an emigrating race, the various lines of Havre packets carried large numbers of emigrants from Switzerland and the Rhenish prov- inces. One of the best known of the later Havre packets was the ship " Jacob Bell," of 1400 tons, 200 feet long, belonging to Fox and Livingston ; she made three pas- sages from Havre to New York in 18 days. The " Ocean Monarch," built at New York in 1856 (not to be confounded with another " Ocean Monarch " burnt outside Liverpool in 1848), was, as far as can be traced, the largest packet-ship. She measured 2146 tons and was 240 feet long. Another large ship designed for the transatlantic trade was the " City of Mobile," built at Greenpoint, L. I., in 1854, by Perrine and Stack. She was owned by Harbeck and Co. of New York, measured 1750 tons, 215 feet long, had three full decks, and was one of the first vessels equipped with double topsails, instead of the old-fashioned enormous single topsails that were so hard to handle. On her first voyage to England the " City of Mobile " car- ried 9000 quarters of wheat, besides a large amount of flour in barrels. One of the best known packet-ship commanders was Capt. Edward Abeel. Capt. Abeel, who was a nephew of Charles H. Marshall, one of the owners of the Black Ball line, first went to sea in 1845 in the " Montezuma "; his first command was the packet-ship " New York," and he afterwards was in charge of the " Isaac Wright," " New World," and "James Foster, Jr.," until he retired in 1881, and during all this time never met with a serious accident, which speaks volumes for his skill, judgment and ability. Capt. Abeel died in Brooklyn, Aug. 24,1918, at the advanced age of ninety-four. One of the last surviving captains is W. W. Urquhart, also of Brooklyn ; he went to sea in 1854, obtained his first command in 1861, and retired in 1882, having spent the whole period in the transatlantic trade. While in charge of the " Trimountain," in 1873, Capt. Urquhart became well known by reason of his rescuing in mid- PACKET-SHIP ■■ BOSTONIAN" BUILT IN 1854 PACKET-SHIP "CITY OF MOBILE" BUILT IN 1854 BY FKANCIS B. 0. BBADLEE 23 ocean the surviving passengers and crew of the French mail steamer " Ville-du-Havre," which had been run into by the sailing ship " Loch Earn " and went down in a few minutes. The Civil War and the gradual increase of iron screw- propelled steamers, under the British and German flags, dealt the American packet lines a mortal blow, and by 1870 few of them were left. Besides the lines already mentioned, there existed the " Regular Line " to Ant- werp from New York, running the ships *' David Hoad- ley," "F. B. Cutting," etc., owned by Post, Smith & Co. of New York. Thomas P. Cope of Philadelphia started a line of packets between that port and Liverpool as early as 1807, and it continued in business for over half a century. Some of the best known of the Cope ships were: " Lancaster," 290 tons, built in 1807. " Tuscarora," 349 tons, bniJt in 1810. " Saranac," 854 tons, built in 1844. " Wyoming," 912 tons, built in 1845. " Tonawanda," 1503 tons, built in 1845. " Tuscarora " II, 1449 tons, built in 1848. Most, if not all, these vessels were constructed by John Lynn and his descendants, well known Philadelphia ship- builders. There were also regular lines of packets plying between Baltimore and Charleston to Liverpool. All were under the American flag, and, as far as can be traced, the only packet line under a foreign flag was the Ham- burg-American (afterwards the well known Hamburg- American S. S. Co.), started in 1847, with the ships " Deutschland," " Nordamerica," etc.* The last packet-ship actually designed for that service was the " Charles H. Marshall," of 1600 tons, built by William H. Webb at New York, in 1869, for the Black Ball line, and the last packet in actual service is thought to have been the « Ne Plus Ultra," 1300 tons, Capt. Bor- den, of Grinnell and Mintum's London line, in 1883, but they had given up carrying passengers ten years before. JOURNAL OF SAMUEL HOLTEN, M. D. ) While in the Continental Congress, May, 1778, TO August, 1780. ( Continued from Vol. L V, page 256. 'y 10. I dined with D'" Shippen and spent the evening with Gen^ Whipple, D' Scudder, M' Ellerj^ & M' Adams. 11. I bought a shay of Mich^ Laner & paid him .£4:60 Mass* currency. N. B. The shay is purchased on my own account & not charged to the state. 12. I dined with y® President. I went & took a view of the lite horse on y* common. 13. Colo. Palfry & Oapt. Martin dined with us. 14. I wrote to M" Holten by the hon. M' Adams. 15. I ride out with M' Adams & took leave of him & he proceeded to Boston. I wrote to Colo. Hutchinson. 17. I walked out with M' Gerry & Gen^ Rabadeau. 18. I have received information that Gen^ Ward^ is elected a Delegate for Mass* Bay in y* room of M"^ Ed- wards. 19. I dined with M' Smith & M' Fleming, 2 of the Delegates of the state of Virginia. 21. Colo. Peabody,^ a delegate from New Hampshire, arrived. 22. Wrote to Samuel Freeman, Esq'. 26. Gen. Mifflin called to see me this morning. 30. The President of Congress is indisposed & has not attended Congress this two days. July 2. The vice President of this state, Docf Shell from Ireland & M"" Hopkinson dined with us. 'Artemas Ward (1748-1800), General of the army at the siege of Boston, a delegate from Massachusetts. ^Nathaniel Peabody. (24) JOURNAL OF SAMUEL HOLTEN, M. D. 25 3. I walked out with M' Gerry. 4. Sabbath day. The anniversaiy of the independence of America. I attended public worship at Christ Church. M' White preached from Romans, " Let every soul be subject unto the higher powers." At 12 o'Clock, attended at the Roman Cath° church, by invitation from ye minis- ter to sing Te Deum on ye occasion. In the afternoon I attended meeting at Docf Duffield's. 5. Congress adjourned at 12 o'clock & attended an oration, and at 4 o'clock dined at the city tavern with a number of other Gentlemen of the first character. 6. M" Clark & M'* Dolley & all her boarders moved from 2d street in to Front street to Gen. Mifflin's house. I wrote to the Hon. M' Gill. 7. Maj. Rice, aide-de-camp to Gen. Lincoln, arrived with dispatches from y* Gen', but brought no new material. 9. Walked out with Colo. Peabody. I wrote to the Hon. Gen. Ward. 10. Congress ordered the money to be forwarded to Mass. Bay to exchange the emissions that are out of cir- culation. 12. The post brought me only one newspaper from Boston. 14. It is said the enemy have burnt Fairfield in Con- necticut. 15. I attended the funeral of the Hon. Geo. Ross, Esq', at 9 o'clock A. M. I rec'd by M' Millet a letter from Colo. Hutchinson & M" Holten. 16. Congress sit late reading letters from y* Hon. A. Lee, Esq'. M' Sargent, late from South Carolina, in- forms us of a battle between Gen. Lincoln & Gen. Provo which terminated in our favor. 17. We have another account from S. C. of a battle & terminatinor in our favor. 19. Congress received }'* account of Gen. Wayne's taking Stony Point. 21. Congress spent part of this day respecting a Por- tugal vessel taken by orders from Carter Broxten and have ordered prosecution against him. 22. There has been a private fast this day at y* pres- byterian churches in this city & at some others. 26 JOURNAL OF SAMUEL HOLTEN, M. D. 23. I dined with y® President. 24. I took a walk with Colo Peabody. 26. Congress received a particular account of the tak- ing of y® fort at Stony Point. 27. Wrote to Hon. M' Frost & Colo Hutchinson. 28. We have a report that the enemy have left South Carolina. 29. 1 took a walk with M' Gerry & M' Peabody. 31. M' Duane, M' Morris, M"^ Randelf,i Gen. Mifflin & another Gentleman dined with us. Aug. 2. M' Hopkins of Boston & M"" Benj^ Putnam of Medford drank tea with us. 3. I wrote to the Assessors of Danvers. M"^ Uric, one of the council of this state, visited me. 4. By a vessel from Martinico we have an account of the Count d'Estang taking the Granadis & geting the better of Adm' Byron, but it wants confirmation. 6. We have confirmation of yesterday's news. Great news if true. 6. Congress dismissed the Hon. M"^ Deane from at- tending any further on Congress. 7. Congress received a letter from Gen. Washington informing of the enemies moving down the North River. 9. I received a letter from the Hon. M"^ Cushing, M*^ Gray, M' Dole & M'^ Kittell. 12. M' Laurens, M' Scudder & M"^ Houston^ dined with us. 14. I dined with M' Laurens. 16. Rec'd a letter from M'^ Cushing, M' Avery & M'^ Epes of Danvers. 17. I wrote to the Hon. M' CusLing, Ellis Gray, Esq. & M' Avery. I had a tooth drawn this day by M' Phil- lips. 18. The Hon. M'' Root dined with us. Sir James Jay3 paid us a visit. 'Edmund Randolph, delegate from Virginia, and later Governor of his State. *William C. Houston, delegate from New Jersey, professor at Princeton College, =*Sir James Jay (1732-1815), brother of John Jay, studied medi- cine, and while soliciting funds for American colleges in England in 1772, was knighted by George III. JOURNAL OF SAMUEL HOLTEN, M. D. 27 19. Colo. Partridge arrived here from Mass"^ a dele- gate. This day I took my seat at the marine com*, Con- gress having appointed me thereto. 20. The Hon. M' Gerard drank tea with us. 21. Congress recommended an imbargo to the several states, to be continued to the 1^* day of Jan'' next. 23. His most christian Majesty's birthday. We have accounts that Maj Lee has surprised a fort of y® enemy and taken 160 prisoners. I rec* a letter from M' Gill, M' Palmer & the Rev. M'^ Wadsworth p' Post. 24. I wrote to the hon. council of Mass^ Bay, to M' Dale, Major Epes and M" Holten. 25. The Hon. M' Uric visited me in my chamber. 28. I dined with M'^ Smith. This day the prisoners taken at Paules Hook, said to be 158, arrived here & are lodged in y® city goal. 29. Sabbath day. I attended public worship at D' Duffield's. He preached from Matthew, " And cast ye the unprofitable servant into outer darkness, there shall be weeping and gnashing of teeth," and his discourse was very agreeable. 30. The accounts this day by y® Post are that our fleet at Penobscot are all cut off by the enemy. 31. I wrote to Docf Foster.^ Sept. 1, Congress resolved that no more than 200,000,000 dollars should be emitted. 2. The following gentlemen dined with us, viz., The president of Congress, The minister of France, The pres- ident of the state, M"" Laurens, M'" McKean, M"^ Paca, M' Matthews, Don Juan, Colo. Leviston, M' Holker, secy to the min*" & Sir James Jay. 3. M' Langdon, a delegate from New Hampshire, ar- rived here. 4. This morning about 1 o'Clock departed this life the Hon. W. H. Drayton, Esq"", a member of Congress from S. Carolina, and his remains was intered this evening & Congress followed as morners with crape round their arms. 7. I wrote to J. Avery, Esq^ M"" Kittell & Moseg 'Dr. Isaac Foster (1740-1781) of Charlestown, Mass., who was surgeon in the army and had charge of hospital work. 28 JOURNAL OP SAMUEL HOLTBN, M. D. Preston. By some intelligence from the minis^ I sap- pose we may expect two more commissioners from Great Britain. 8. I crossed the Delaware over to the Jersey shore. The land appeared to be flat and low. Several members of Congress went with me. 9. At evening I attended the marine com*. 10. I spent part of the day upon the affairs of Ver- mont. 11. I dined with M"^ Laurens & y* Minisf & several other Gentlemen of y* first character. 14. I wrote to the Hon. Benj* Greenleaf, Esq', Hon. Mich. Farley, Esq. 15. I met the medical committee at evening. 16. M' Gerard came to take leave of us, but we were all from home. 17. M' Gerard took formal leave of Congress. It is said d'Estang is off y* coast. 21. The Chevalier de la Luzerne, Minister Plen* from y* Court of France arrived here from Boston, 22. I made a short visit to the new minister & wel- comed him here. I dined with the President of Con- gress. 23. Congress spent part of the day upon the affairs of Vermont. 25. An express arrived here with the account that the Count Estaign arrived off Georgia the 5*'* instant. I wrote to M" Holten by Gen' Whipple. 27. Congress appointed The Hon^'® J. Adams, Esq', to negotiate a Peace & the hon. M' Jay, Minister Pleni- potentiary to the Court of Spain. 28. I wrote to J° Cooper. M' Huntington^ chosen President of Congress. 29. Congress made choice of the Hon. M"" Dana sec'y to the Hon. M' Adams and the Hon, M' Carmichael sec'y to M' Jay & Colo. Laurens sec'y to D"* Franklin.^ 30. It is said the enemy are about embarking a large number of their troops from New York. ^Samuel Huntington (1732-1796) of Connecticut, a "Signer," and later Governor of the State. 'Benjamin Franklin. JOURNAL OF SAMUEL HOLTBN, M. D. 29 Oct. 1. We have accounts this evening that Capt. Tayler has taken another load of Hessians. 2. I dined with the Hon. M"^ Koot & drank tea with the sec'y. 3. Sabbath day. I attend public worship at M"^ Sprout's meeting and dined with him. 4. There has been a mob in this City today & I am informed that several are killed & a number wounded, & I fear it will not stop here. 6. Gfen. Arnold applied to Congress for a guard & Congress informed him that his application should have been to the executive of the State. 7. A court of inquiry met here this day, respecting the persons killed a few days ago. 8. John Lowell, Esq"", of Boston & M' Cleavland of Salem arrived here. 9. I dined with M^ Laurens and about 12 more mem- bers of Congress. M*" Lowell & M' Cleaveland came to board with us. 11. I rec'd a letter from Josiah Batchelder, Jr., Esq"", & one from the Hon. D. Hopkins, Esq'. 12. I wrote to General Count Pulaski. 13. I met a Committee this evening on Gen. Arnold's accounts. 14. Congress agreed to recommend to the states the 2*^ Thursday of Dec'' next for a day of Thanksgiving. 15. I wrote to y® Council of Mass* Bay. I attended the tryal of the Spanish vessels. 16. We have a report that the enemy in Georgia are all made prisoners. 17. Sabbath day. M"^ Guild preached in the forenoon & M"" Curklin in the afternoon. 18. I received a letter from M"" Kittell of Danvers, by the Post. 20. I met the Committee & we prepared a Proclama- tion for a day of General Thanksgiving. 21. I attended the committee on General Arnold's affairs. 22. I met the committee on the Post-office & y* com* of 12 & the com* on Gen. Arnold's accounts. So JOURNAL OP SAMUEL HOLTEN, M. D. 23. Congress settled y® Salarys of the new board of Treasury. I attended the com* on the Post-office. 24. Sabbath day. I drank tea with the Governor of this state. 25. I rec'd a letter from Rev. M"^ Wadsworth, The Hon. M' Palmer, Colo. Hutchinson & M'^ Stephen Need- ham. 26. I attended the marine Committee. 27. I received a letter from the hon. Sam^ Adams, Esq^ by the hand of Docf Foster. 28. It is said the enemy have done much damage in the Jerseys. 29. Congress spent part of the day considering the Indian affairs. 30. I rode out with Mr. Peabody after sunset about two miles. 31. Sabbath day. D"^ Hewing & M"" Sprout preached. Nov. 1. Received a letter from M"" Avery, M" Holten & my daughter Sally. 2. I wrote to y® Inhabitants of Danvers, to M' Need- ham, M' Warner, Colo. Hutchinson, M' Avery, M" Hol- ten & my daughter Sally. 3. Congress have done no business these two days past on account of the state of Connecticut not being represented, the Pres* being from that state. I dined with the Hon. M"" Griffin.i 4. We had the intelligence of the enemies leaving R. Island. 5. I attended the medical committee & the marine board. 6. The medical committee met in my chamber. M' Lowell paid me a visit this evening. 8. I received a letter from the Hon"** M"" Palmer. I wrote to the Hon. S. Adams & to Capt. Gardner of Salem by M' Lowell & M*" Cleaveland. 10. We had the disagreeable news from Gen. Lincoln that our army have not succeeded against Savannah. The Hon. M*" Hughes,^ one of the delegates from N. Carolina, deceased this morning. ^Cyrus GrifiQn (1749-1810), delegate from Virginia, and later Pres- ident of Congress and Judge of the United States District Court. 'Joseph Hewes (1730-1779), a "Signer." JOURNAL OF SAMUEL HOLTEN, M. D. ol 11. I attended the Funeral of M' Hughes. 12. M"" Wilson, formerly of Danvers, visited me. 13. The Hon. M' Sharpe dined with us. 14. Sabbath day. Heard M' Sprout in the forenoon, & in the afternoon at M' White's, the Episcopal Church. 15. I dined with D"" Potts^ & Bond with 2 of my Col- leagues & the Gentlemen from New Hampshire. 16. I wrote to M™ Holten, M"" Kittell & my daughter Polly. , 17. Chevalier de la Luzern was admitted to a public audience with Congress & dined with Congress. 18. The Chevalier paid us a visit by leaving a card. 19. We had 7 Gent, dined with us. Congress passed several resolutions for regulating prices. 20. I dined with M"^ Smith, my Colleagues, the Gen- tlemen from New Hampshire & Pres* Reed dined with us. 21. I rec'd a letter from Joseph Hall, jun' and M" Holten (No. 18) p. post. I wrote to M"^ Lowell. 23. 1 wrote to M" Holten (No. 85). 24. 1 dined with D"^ Shall. 25. I dined with the President. 30. I wrote to y« hon. B. Greenleaf, Esq', J. Web- ster, Esq^ M' HaU & M' Wiat. Dec. 1. Congress dined with the Minister of France. The dinner was grand & elegant. 3. The President of Congress drank tea with us. 4. Congress spent part of the day considering the commissary & Quartermasters departments. 6. Being ill, I have not been out today. 7. I wrote to the Rev. D"" Gordon. Being ill, I have not been out this day. 8. The Minister of France & about 10 other Gentle- men of the. first character dined with us. 9. Thanksgiving. Attended at D' Duffield's and D"^ E wing's. 10. I spent part of this day with the comt on Gen. Arnold's accounts. 11. My health is much better. 'Richard Potts, afterwards Governor of Maryland. 82 JOURNAL OF SAMUEL HOLTBN, M. D. 12. Sabbath day. Being summoned to attend Con- gress & the weather being wet prevented my attending public worship. I wrote to M" Holten by M' Millet, who is going to Salem. 13. The Post from the eastward is not come in. 14. The post came in & brought me a certificate of my being appointed to represent the state for the year 1780. I wrote to Joseph Hall, Jun*". 16. A year ago this day since I was taken sick. 17. The Hon. M' Burke^ & Jones^ visited us in the evening. Colo. Laurens drank tea with us. 18. The Hon. M"^ Floyd^ and M"" Hommedeau* supped with us. 20. Gen. Washington informed Congress that the army is in great want of supplies. 21. I dined with the minister of France. 22. I wrote to the hon. M"^ Hancock, by the post. I dined with the President of the State. 23. I met the medical com*. Congress met early in the day. 24. Congress adjourned till Monday next, being Christmas tomorrow. 25. Christmas day. I attended meeting at the Roman Catholic Chh. in the forenoon & at the Episcopal church in the afternoon. I heard a good sermon in the after- noon. But 1 do not know what I heard in the forenoon. 27. I received a letter from y® Hon. M"" Palmer & M"^ Warner. 28. I wrote to Amos Putnam, Esq. & M"^ Warner. 29. I dined with y* President. 30. Gen. Folsom^ arrived here, a delegate from y* state of N. Hampshire. (To he continued.') ^Thomas Burke (1747-1788), physician, native of Ireland, delegate from North Carolina, and later Governor of his State. 2Gen. Allen Jones of Halifax, North Carolina. 8William Floyd (1734-1821), delegate from New York. *Kzra L' Hommedieu of Nev? York. "Nathaniel Folsom (1726-1790) of Exeter. 32^ BEVERLY IN 1700 - No. 4 BEVERLY IN 1700. NO. 4. BY SIDNEY PERLEY. Thist article concerns that portion of Beverly lying be- tween the ocean and a point northeasterly of Montserrat railroad station on the northerly side of Essex street, a distance of nearly two miles, and from the corner of Hale and Lothrop streets to Brackenbury lane and Boyle street, a distance of about a mile and a quarter. The only elevations within this territory having names are Snake hill, which was so called as early as 1671, and Turtle hill. Sawyer's plain was so called as early as 1682. This is where, in the first settlement of the Montserrat region, timber was sawn into lumber by hand. Turtle pond was so called as early as 1673. Sallows brook was called Cedar Stand brook in 1708, and it runs into Cedar Stand cove, which was so called as early as 1698. The bridge over this brook at the high- way was called the new bridge in 1681 ; " the grate bridg nere seder stan " in 1682 ; and Sallows bridge in 1730. This neighborhood was called " Cedar stand " or "Sedar stand " as early as 1636. Burgess' point was so called in 1884. Hospital point was called Paul Thorndike's point in 1708, and Paul's point in 1797. The ocean was called the sea in 1659 ; in river in 1671 ; ye sea or salt water in 1720 ; and the salt sea in 1760. Ober's cove was called the salt water cove in 1745, and Ober's cove in 1758. Mackerel cove was so called in 1671. The oldest road in this region was what is now known as Hale street, which was the original highway from Salem to Cape Ann, having been formally laid out in 1646. It was called the country road in 1682 ; ye town highway (33) 84 BEVERLY IN 1700. NO. 4 in 1690 ; ye highway which leadeth to Grace Woodbury, sr., his house in 1696 ; the country road that goes toward Manchester in 1708 ; Manchester road in 1729; the road to Manchester in 1750 ; the highway leading to Manches- ter in 1771 ; the road leading to Cape Ann in 1783 ; the road that leads from Essex bridge to Cape Ann in 1793 ; the highway leading from Beverly to Gloucester in 1795 ; and was named Hale street in 1838. Ober street was a way from about 1645, but in course of time had become obstructed because of the uncertain- ty of its existence and location. Early in December, 1733, John Ober and others living on it petitioned the selectmen to lay it out as a town way " to accommodate them in going to meeting, &c." ; but the request was re- fused, the selectmen stating to the county court, Dec. 20, 1733, their reasons for the refusal. Dec, 24, 1733, a large number of the people of Beverly petitioned the court, stating That the Progenitors of some of ye Petitioners were near 90 years agoe Original Proprietors of the Ten Acres Lots in the place now caled Beverley & did by Comon Agreement & according to the usage of those times Allow & Maintain a Way %s a free Town Highway from the place Where John Ober now dwelleth to the Gate since call'd Bakers Gate they being Owners of the soil which Way then and till Late was Us'd as a Town Way But thro the Unexactness & carelessness of those ancient times it was not recorded as such «fc the property of part of the adjacent soil being since alter'd some of the present proprietors wrongly supposing the property of the sd way chang'd likewise Presume to Stop it up, to the Unspeakable Damage & Loss of ye Petitioners, who together w*** their wives Children & Families Can neither Stir from Ilome when att Home nor return thither again when abroad Even on their most Lawful Occasions without incurring the pains & sore penalties provided by Law for Trespassers whereby their aifairs must soon come to Utter Ruin, Nay, When they are passing to the place of Putlick Worship in the most orderly Manner and w*^ never such pious Intentuons Your Petitioners are liable to be treated as Evil Doers. Notwith- standing wch provoking Grievances willing to proceed in a fair & Regular Manner Your Petitioners have applied to the Select Men of sd Town who utterly refuse them redress Relying therefore on yr Hon" Justice & Compassion they hereby make known the sad state of their cases to you Humbly Imploring that by your favour their ancient & undoubted rights may be restored their free Passage to «fc from their Houses & Possessions secured & the sd Way made a Town Highway & yJ" Petitioners shall ever Pray &c. The committee to whom the matter was referred re- ported as follows : — BY SIDNEY PERLEY 35 We the subscribers being appointed a Comitte for to Lay out a privet way in Beverly have proceeded as followeth beginning at Backers Gate neer Sallows Bridge and Laid out said way through the wide Saray Bacers Land thirteen Rod and one half a rod and throug Giden Bacers Land seventen Rod and seven foot and through John Obers Land six Rod and six foot and through Joseph Mor- gans Land four Rod and six foot and through Joshua Biksef Land four Rod and eight feet and through Nathanel Black's Land «ighten Rods the holl Breadth twenty four feet wide from ye sd Gate to the midle of the way Latley allowed by the Town of Bev- erly being in the holl Length Sixty four Rods and twelve feet Bounded betwen every parcel of Land in ye Line betwen said Lands by stackes set in the Ground each side of said way twenty four feet distant from the other being the breadth of said way and have laid the^said way out as the path now goes witnes our Hands Samuel kemball Aabon bknnet Benjamin Allin Beterly September ye 18th, 1734 The town objected to laying out this way as a town road because it was an ancient highway and was not " of Pub- lick advantage (as being a turn again way^ leading only from Manchester Road to eight houses & back again, & serving only the Occasions of such as live in those Houses & of those who have Business with them," John Lovett, aged sixty-six years, testified that he had known this way " above sixty years, for he used to go over it to School Daily, when he was about five years old, & it was then & has been ever since improved as an Highway, till within a few years past when it has been somewhat obstructed by the Prop'* of the Land adjoyn- ing." Sworn to March 15, 1735-6. This road was called the road laid out by court in 1736 ; and the town highway leading to Ober's cove so called in 1832. Woodbury street was in use quite early, though not laid out as a town way until about 1733, being called the way "Latley allowed by the Town of Beverly " in 1734. It was called ye way between the land of Thomas Wood- bury and John Black's land in 1716; the way in 1727; the way leading from Manchester road to Woodbury's landing place so called in 1729; the highway which leads to the salt water at Woodbury's cove in 1761 ; the high- way leading to Woodbury's beach in 1774 ; the lane lead- 86 BEVERLY IN 1700. NO. 4 ing to Woodbury's point in 1806 ; and it has been called Woodbury street since 1793. Brackenbury lane was in existence as early as 1682^ when it was called ye town highway leading to Mackerel cove. It was called Patch's lane in 1799 ; the town way to Patch's beach so called in 1800 ; and Brackenbury laua and Brackenbury street in 1856. Cross street was laid out over Isaac Woodbury's land in the winter of 1678-9, being recorded as follows : — A drift highway on the west side of Isaac woodberries barne the way being two pole wide and to run along |by the said woodberries- fence and soe unto snake hill and from the south side of snake hill unto the brooke that runs from Thomas Patches unto Nicholas Woodberries mill. It was called ye lane which leadeth to John Pride's house in 1696 ; ye way that goes from the country road to Snake hill in 1701 ; ye lane that goes from ye country road that leads towards Manchester to ye house of widow Jane Pride in 1708 ; ye drift way in 1711 ; the town highway in 1721 ; Cross lane in 1805 ; and Cross street as early as 1871. That part of East Lothrop street which is east- erly of Cross street was originally a part of the old Cross lane, being called a town way as early as 1688. It was called the highway which leads towards the house for- merly Mr. William Pride's in 1836. Essex street was originally the outlet to the common lands at Montserrat. It was called ye outlet way in 1682 ; ye highway in 1701 ; the highway that goeth from the Outlet gate northwards in 1705 ; " the road that leads from Effex Bridge thro a place in Beverly called Monsieurrat to Wenham in 1805; the road leading from Beverly to Essex m 1841; and Essex street as early as 1845. Cole street was laid out April 21, 1686, the report of the committee which laid it out being as follows : — wee whofe names are vnder writen haue Laid ont a high way that is to fay from the Common at the out Lett through fawers plain tow pole wide and fo through the land of william Cleaus along by the northeaft fide of the grauelly Ridg and fo to the highway that corns from the fouth weft fide of Ifaac woodberys Orchard the faid ■way beginning at John williams his corner of land fAMUELL, C0BNIN& fenR John Hill, John Louet Nehkmiah Gkouee BY SIDNEY PERLBY 3T It was called ye highway in 1697 ; an highway running from John Williams, sr.'s, dwelling house in 1701 ; the highway leading from the house of widow Sarah Morgan to ye house of John Williams, sr., in 1702. It has been called Cole street for many years. ^ J, Corning street was so called in 1853. Lake Shore avenue was called Perkins avenue in 1874. Thomas Sallows Lot. This lot was conveyed by Robert Pease,to Henry Percy, for five pounds and ten shillings Nov. 30, 1652;^ and Nicholas Bartlett of Salem, seaman, for nine pounds and ten shillings, conveyed it to John Sollas of Salem, mariner, Sept. 16, 1652.^ John Sallows of Beverly, husbandman, for ten pounds, conveyed it to his son Thomas Sallows of Beverly, fisherman, Dec. 10, 1698.3 Thomas Sallows owned it in 1700 ; and he may have built a house upon it about that date. John Hill House. Robert Lemon owned that part of this lot of land lying westerly of the dashes in 1655 ; And died possessed of it in 1667. The estate passed to his son-in-law Samuel Beadle, husband of his daughter Hannah ; and Samuel Beadle of Salem, turner, conveyed it to John Hill of Beverly, cooper, August 14, 1676.* Mr. Hill was born in Bristol county, England. That part of the lot lying easterly of the dashes and the land adjoining on the easterly side was conveyed by Samuel Edson of Salem to William Browne of Salem, merchant, with the dwelling house and barn thereon, "on Cape Ann Side," Sept. 24, 1655.^ Mr. Browne con- veyed this part of the premises to Zebulon and John Hill, brothers, both of Salem, June 30, 1659.^ Zebulon Hill, sr., of Salem, and John Hill, sr., of Beverly, coopers, divided the land, no house being mentioned, April 17, 1685;^ John Hill being assigned this part of the lot. Dea. John Hill was a cooper, and died Feb. 8, 1707-8. In the inventory of his estate is mentioned " The mines of an old houfe," valued at thirty shillings. His widow Abigail 'Essex Registry of Deeds, book 1, leaf 15. 'Essex Registry of Deeds, book 1, leaf 71. *Essex Registry of Deeds, book 59, leaf 170. *Essex Registry of Deeds, book 4, leaf 144. *Essex Registry of Deeds, book 2, leaf 70. *Essex Registry of Deeds, book 8, leaf 18. 88 BEVERLY IN 1700. NO. 4 Hill, as administratrix of his estate, conveyed to her cousin Cornelius Baker of Beverly, blacksmith, this lot with the right to remove " the old house " and barn standing thereon, in which her said husband had livedo Jan. 10, 1708-9.^ The house was removed, probably im- mediately. Zebulon Hill Lot. Samuel Edson of Salem conveyed to William Browne of Salem, merchant, this lot and other land adjoining on the westerly side, " on Cape Ana Side," Sept. 24, 1655 -^ and Mr. Browne conveyed the premises to Zebulon and John Hill, brothers, both of Salem, June 30, 1659.^ Zebulon Hill, sr., of Salem, and John Hill, sr., of Beverly, coopers, divided the land, nO' house being mentioned, April 17, 1685;^ this part of the lot being assigned to Zebulon Hill. Zebulon Hill owned it in 1700. John Black Lot. John Black owned this lot of land and lived in the house that then stood upon it in 1656. John Black, sr., of Beverly, husbandman, conveyed to his^ son-in-law Isaac Davis two acres at the northerly end of the lot in or before 1670 ; and Mr. Black conveyed the remainder of the lot to his son John Black of Beverly April 20, 1670.* Isaac Davis of Beverly, husbandman, for eight pounds, conveyed his two acres to John Black, the younger, of Beverly, husbandman, Dec. 6, 1670.^ Probably the house stood only a few years after 1655. John Black, jr., owned the lot in 1700. Thomas Woodherry House. That part of this lot of land lying westerly of the dashes was the property of Capt, Thomas Lathrop of Beverly as early as 1670, when he was living in the house which then stood thereon. Cap- tain Lathrop was the commander of " The Flower of Essex," a military company, and with them was ambushed and massacred by the Indians at South Deerfield Sept. 18,. 1675. He died childless, and his only heir was his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston, the 'Essex Registry of Deeds, book 28, leaf 44. ^Essex Registry of Deeds, book 2, leaf 70. •Essex Registry of Deeds, book 8, leaf 18. *Essex Registry of Deeds, book 3, leaf 140. *Essex Registry of Deeds, book 8, leaf 141. BY SIDNEY PBRLBY 39 famous schoolmaster. By order of the quarterly court at Salem this land and house were assigned to Captain Lath- rop's widow Bethiah for her life and at her death to the town of Beverly, " as," as he once said, " a token of my love," for the use of the ministry in Beverly forever, June 27, 1676.1 This decision was submitted to the general court for its approval, and duly approved May 19, 1680.2 Mrs. Lathrop married Joseph Grafton of Salem, mariner, and lived here. Mr. Cheever appointed his son Thomas Cheever of Maiden his attorney to lease to Robert Coburne the housing and land, for eight pounds per annum. May 2, 1681 ;3 and, Oct. 28, 1681, Mr. Cheever conveyed the house, barn, orchard and land to Thomas Woodberry of Beverly, mariner.* Mrs. Cheever released the housing and land to Mr. Woodberry Dec. 7, 1686.^ Mr. Woodberry gave a deed of a part of this lot July 19, 1708, in which he states that it is " to take in y* ground on which Cap* Lathrops houfe once stood." So the house was then gone. That part of the lot lying easterly of the dashes be- longed to Thomas Woodberry in 1681 and 1700. That part of the lot lying northerly of the dashes was a part of Captain Lathrop's plain. Peter Wolfe Lot. This lot of land belonged to Peter Wolfe in 1667, and he died possessed of it in 1675. He was a yeoman. His house and orchard with his eight acres of land were then appraised at sixty-eight pounds. Peter Wolfe, probably son of Peter Wolfe, is named as owning this lot of land in 1700. John Oher House. Susannah Hollinffworth of Salem, widow, conveyed this lot of land to Humphrey Woodbury of Salem, yeoman, Dec. 2, 1667 ;^ and he died possessed of it in 1686. His son Humphrey Woodbury came into 'Records and Files of the Quarterly Courts of Essex County, vol- ume VI, page no. ^Copies of several papers in the settlement of the estate of Cap- tain Lathrop, on file in the Massachusetts State Archives at Boston, are printed in the Historical Collections of the Essex Institute, vol- ume 2, pages 131 and 177, and volume 3, page 65. 'Essex Registry of Deeds, book 6, leaf 32. *Essex Registry of Deeds, book 6, leaf 34. *Essex Registry of Deeds, book 7, leaf 94. *Essex Registry of Deeds, book 3, leaf 23. 40 BEVERLY IN 1700. NO. 4 possession of it ; and built (perhaps his father had built) a house thereon. Humphrey Wood be ry, late of Beverly, now of Gloucester, mariner, conveyed to John Ober of Beverly, mariner, the dwelling house, barn, orchard and eleven acres of land May 5, 1698.1 jy^j., Ober died May 29, 1744. The house, barn, cooper's shop and land were then appraised at one hundred and twenty-four pounds. The house faced the south. Apparently the house was standing in 1758. Estate of Paul Thorndike House. " Mr. Thorndike " owned this lot of land in 1667. Capt. Paul Thorndike of Beverly, yeoman, owned the house and lot in 1697 ; and died possessed of the estate in 1698. The forty acres of the homestead land with the buildings thereon was appraised at two hundred pounds. The real estate was divided Dec. 3, 1701, and his son Paul Thorndike of Beverly, husbandman, succeeded Mr. Thorndike in the title. Paul Thorndike, jr., died Feb. 14, 1742 ; and the real estate was divided in 1743. How much longer the house stood is uncertain. Dorcas Symmes Lot. Richard Brackenbury of Beverly conveyed to his son John Brackenbury of Boston, mari- ner, this lot of land Sept. 1, 1682 ;2 and John Bracken- bury of Charlestown, mariner, in consideration of love, conveyed it to his daughter Dorcas Brackenbury March 24, 1690.3 Miss Brackenbury married Zachariah Symmes of Charlestown, and owned the lot in 1700. Isaac Woodbury House. This lot of land was the prop- erty of Thomas Lathrop of Beverly as early as 1670. He was the commander of *' The Flower of Essex," a military company, and with them was ambushed and massacred by the Indians at South Deerfield Sept. 18, 1675. He died childless, and his only heir was his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston. By order of the quarterly court at Salem this land was assigned to Captain Lathrop's widow Bethiah for her life and at her death to Mrs. Cheever. Mr. Cheever conveyed it to Thomas Woodberry of Beverly, mariner, Oct. 28, 'Essex Registry of Deeds, book 18, leaf 120. "Essex Registry of Deeds, book 6, leaf 63. 'Essex Registry of Deeds, book 12, leaf 117. BY SIDNEY PBRLEY 41 1681.1 John Black of Beverly, yeoman, owned it June 22, 1698, when he conveyed it to his daughter-in-law Mary Williams, widow of Anthony Williams of Beverly .^ She had built a dwelling house upon the lot ; and, for fifty-five pounds paid by Mary Woodbury, wife of Isaac Woodbury, sr., of Beverly, mariner, she conveyed the house, barn and land to Mrs. Woodbury's son Isaac Woodbury, jr., of Beverly Jan. 24, 1698-9.3 How long the house stood after 1700 is unknown to the writer. John Black Lot. This lot of land was owned by Capt. Thomas Lathrop of Beverly in 1671. He was killed by the Indians at South Deerfield Sept. 18, 1675. He died childless, and his only heir was his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston. Mr. Cheever con- veyed this lot to Thomas Woodberry of Beverly, mar- iner, Oct. 28, 1681.1 This is probably the four acres of upland and meadow which John Black of Beverly, yeo- man, delivered to his son-in-law Robert Sallows in the latter's lifetime, and that John Black conveyed to Robert Sallows' own sisters Hannah Groves, Mary Williams and Sarah Stevens for a legacy given to said Robert Sallows, jr., in the will of his father Robert Sallows, June 22, 1698.* John Sollas House. That part of this lot of land lying northwesterly of the dashes belonged to John Sollas of Salem, seaman, in 1660. That part of the lot lying northeasterly of the dashes was conveyed by John Pickett of Stratford, Conn., late of Salem, husbandman, to John Solas, with the house and barn thereon, March 18, 1660-1.^ Mr. Sollas became a yeoman, and died possessed of the estate March 9, 1707-8, at eighty years of age. The es- tate became the property of his grandson Joseph Sallis of Methuen, yeoman, who, for one hundred and ten pounds, conveyed the dwelling house and land adjoining to Thomas Hardee of Beverly, coaster, Feb. 23, 1 736-7 .^ Thomas ^Essex Registry of Deeds, book 6, leaf 34. ^Essex Registry of Deeds, book 13, leaf 119. ^Essex Registry of Deeds, book 15, leaf 72. ♦Essex Registry of Deeds, book 15, leaf 93. *Essex Registry of Deeds, book 2, leaf 16. «Essex Registry of Deeds, book 72, leaf 245. 42 BEVERLY IN 1700. NO. 4 Harde, jr., of Bradford and wife Mary, for one hundred and sixty pounds, conveyed the same estate to Jonathan Hart of Beverly, mariner, July 13, 11 4S;^ and Mr. Hart became a yeoman. He conveyed the house, barn and land, for one hundred pounds, to Ebenezer Peirce of Salem, mariner, Oct. 15, 1783.2 Mr. Pierce died ; and his widow Lydia Pierce, as administratrix of his estate, for fifty-eight pounds, conveyed the house and land to Mrs. Mary Moulton of Beverly Dec. 10, 1787.3 The writer does not know how much longer the house stood. William Woodbury Lot. That part of this lot of land lying within the dashes at its northerly corner was con- veyed to him by the town of Beverly Oct. 23, 1682.* The remainder of the lot belonged to Mr, Woodbury at that time. He owned the entire estate in 1700. Estate of Richard Woodbury Lot. This lot of land be- longed to Richard Woodbury in 1692, and it was the property of his father Humphrey Woodbury, probably, before him. Richard Woodbury died in Boston, on his return from service in the Canada Expedition, in 1690. In his will, he devised one-half of his estate to his wife Sarah Woodbury and the other half to his sons Richard, Josiah and David. The widow married, secondly, John Poole, and removed to Gloucester. The place belonged to the estate in 1700. This estate was probably the twenty acres of land, with the dwelling house, which was conveyed, for sixteen pounds, by Guydo Bayly of Salem, gardener, to Hum- phrey Woodbery of Salem, fisherman, Oct. 11, 1652.^ John Hill Lot. This tract of land was a part of the lot granted by the seven men of Salem to Samuel Edson Aug. 10,1642; and he conveyed it to William Browne of Salem, merchant, Sept. 24, 1655.^ Mr. Browne conveyed it to Zebulon Hill and John Hill, both of Salem, June 30, 1669.^ They were coopers; and they divided the lot 'Essex Registry of Deeds, book 84, leaf 274. *Essex Registry of Deeds, book 142, leaf 310. 'Essex Registry of Deeds, book 151, leaf 27. ••Essex Registry of Deeds, book 7, leaf 5. •"Essex Registry of Deeds, book 1, leaf 16. *Essex Registry of Deeds, book 2, leaf 70. BY SIDNEY PERLEY 48 April 17, 1685, John having the westerly part and Zebu- Ion the easterly.i Dea. John Hill owned his part in 1700. Zebulon Hill Lot. This tract of land was a part of that which was granted by the seven men of Salem to Samuel Edson Aug. 20, 1642; and he conveyed it to William Browne of Salem, merchant, Sept. 24, 1665.2 Mr, Browne conveyed it to Zebulon Hill and John Hill, both of Salem, coopers, June 30, 1659.2 They divided the lot April 17, 1685, John having the westerly part and Zebulon the easterly.^ For twenty pounds, Zebulon conveyed his part of the lot to his son Zebulon Hill of Salem, mariner, Sept. 9, 1690.3 Zebulon Hill, jr., died just before 1700, when it belonged to his estate. Joshua Bisson Lot. This lot of land was early the property of Capt. Thomas Lathrop of Beverly, who was killed by the Indians at Deerfield Sept. 18, 1675. He died childless, and his only heir was his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston. Mr. Cheever conveyed it to Thomas Woodberry of Beverly, mariner, Oct. 28, 1681 ;* and Mrs. Cheever released it to Mr. Woodberry Dec. 7, 1686.^ For nineteen pounds, Mr. Woodberry conveyed it to Joshua Bisson of Beverly, joiner, Nov. 3, 1693 f and Mr. Bisson owned it in 1700. Cornelius Baker Lot. This lot of land was early the estate of Capt. Thomas Lathrop of Beverly, who was .killed by the Indians at Deerfield Sept 18, 1675. He died childless, his only heir being his sister Ellen (Elea- nor), wife of Ezekiel Cheever of Boston. Mr. Cheever conveyed it to Thomas Woodberry of Beverly, mariner, Oct. 28, 1681 ;* and Mrs. Cheever released it to Mr. Woodberry Dec. 7, 1686.^ For twenty-one pounds, Mr. Woodberry conveyed it to Cornelius Baker of Beverly, blacksmith, April 13, 1692 ;"and Mr. Baker owned itinl700. John Higginson Lot. This lot of land was early the property of Capt. Thomas Lathrop of Beverly ; and he 'Essex Registry of Deeds, book 8, leaf 18. «Essex Registry of Deeds, book 2, leaf 70. ^Essex Registry of Deeds, book 8, leaf 170. *Essex Registry of Deeds, book 6, leaf 34. *Essex Registry of Deeds, book 7, leaf 94. •Essex Registry of Deeds, book 13, leaf 116. 'Essex Registry of Deeds, book 19, leaf 65. 44 BEVERLY IN 1700. NO. 4 was killed by the Indians at Deerfield Sept. 18, 1675. He died childless, his only heir being his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston, school- master. Mr. Cheever conveyed it to Thomas Woodberry of Beverly, mariner, Oct. 28, 1681 ;i and Mrs. Cheever released it to him Dec. 7, 1686.2 Mr. Woodberry con- veyed it to John Higginson, jr., of Salem, merchant, Oct. 27, 1696 ;3 and Mr. Higginson owned it in 1700. John G-iles Lot. This lot of land belonged to Capt. Thomas Lathrop of Beverly, who was killed by the Indians at Deerfield Sept. 18, 1675. He died childless, his only heir being his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston, schoolmaster. Mr. Cheever conveyed it to Thomas Woodberry of Beverly, mariner, Oct. 28, 1681 ;i and Mrs. Cheever released it to him Dec. 7, 1686^^. Mr. Woodberry probably conveyed it to John Giles in or before 1696 ; and it belonged to him in 1700. Isaac Woodbury Lot. This lot of land belonged to Capt. Thomas Lathrop of Beverly, who was killed by the Indians at Deerfield Sept. 18, 1675. He died childless, his only heir being his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston. Mr. Cheever conveyed it to Thomas Woodberry of Beverly, mariner, Oct. 28, 1681 ;* and Mrs. Cheever released the lot to him Dec. 7, 1686.^ That part of the lot lying northerly of the dashes was conveyed by Mr. Woodberry to his brother Isaac Wood- bury of Beverly, mariner, Oct. 20, 1690.'^ That part of the lot lying southerly of the dashes was conveyed by Thomas Woodberry to John Giles, sr., of Beverly, yeoman, before May 6, 1695, when the latter conveyed it, for twenty-four pounds in silver, to Isaac Woodbury.^ Isaac Woodbury owned the entire lot in 1700. Joseph Pride Lot. This lot of land belonged to Capt. Thomas Lathrop of Beverly, who was killed by the In- dians at Deerfield Sept. 18, 1675. He died childless, his 'Essex Registry of Deeds, book 6, leaf 34. 'Essex Registry of Deeds, book 7, leaf 94. ^'Essex Registry of Deeds, book 11, leaf 198. *Essex Registry of Deeds, book 9, leaf 41. ^Essex Registry of Deeds, book 12, leaf 47. BY SIDNEY PERLEY 45 only heir being his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston. Mr. Cheever conveyed it to Thomas Wood berry of Beverly, mariner, Oct. 28, 1681 ;i and Mrs. Cheever released it to him Dec. 7, 1686. ^ Mr. Wood- berry conveyed it, for thirteen pounds, to Joseph Pride of Beverly Nov. 6, 1693 f and Mr. Pride owned it in 1700. John Pride House. The town of Beverly granted this half -acre lot of land to John Pride of Beverly, mariner, Nov. 5, 1678, and it was laid out Dec. 10, 1689. He built upon it a house in which he lived. He died in the spring of 1730, intestate. His real estate consisted of this lot of land with " some orchard on it," valued at fourteen pounds, and " an old house Standing on S^ Land not Inhabited," valued at one pound and eleven shillings. The house was gone soon afterward probably. Robert Woodbury House. Isaac Woodbury, sr., of Bev- erly, mariner, conveyed this house and land, which was his homestead, to his son Robert Woodbury of Beverly, mariner, June 3, 1698 •* and the house was apparently gone before 1742, when the land was still owned by Cap- tain Woodbury. John Thorndike House. This lot of land belonged to John Thorndike as early as 1668, and he died in the autumn of 1670, having in his will devised the land to his son Paul Thorndike, who was a yeoman. For seventy pounds, Capt. Paul Thorndike conveyed it to William Browne of Salem, merchant, Nov. 19, 1690.^ It became the property of Captain Thorndike's son John Thorndike of Beverly, husbandman, who probably built the house now standing thereon about 1696, when he became of age. Capt. John Thorndike died March 13, 1760 ; and his heirs released their interest in the estate to his grandson Isaac Thorndike and Joseph Rea, who had married a granddaughter of the deceased. This part of the home- stead became the property of Mr. Rea. He lived here ; and, for four hundred pounds, conveyed the house, barn 'Essex Registry of Deeds, book 6, leaf 34. ^Essex Registry of Deeds, book 7, leaf 94. ^Essex Registry of Deeds, book 14, leaf 164. *Essex Registry of Deeds, book 15, leaf 68. Essex Registry of Deeds, book 8, leaf 183. 46 BEVERLY IN 1700. NO. 4 and ten acres of land to his son Isaac Rea of Beverly, mariner, Aug. 13, 1788.1 Isaac Rea conveyed the estate, for three hundred pounds, to Ebenezer Rea of Beverly, mariner, Feb. 21, 1795.2 Ebenezer Ray lived here, being a yeoman. He died Nov. 11, 1843, and his house, barn and six acres of land were appraised at nine hundred and fift}'^ dollars. His heirs released their interest in one-half of the homestead to his daughter widow Hitty Foster of Beverly March 20, 1844 f and on the same day they re- leased the other half to his daughter Mary Ray of Bev- erly, singlewoman.* Mary Ray married Elisha Woodbury of Beverly, and, for two hundred and ninety dollars, con- veyed to James Allen of Beverly one-half of the home- stead April 22, 1872 ;6 and Mehitable Foster died pos- sessed of her half March 23, 1891. Her heirs, James Allen, jr., Ezra F. Allen, Augusta Prince and her husband Augustus B. Prince, widow Mary Ober, Emma F. Smith, Etta Brower, singlewoman, Caroline F. Williams, widow, and Philip S. Haskell, guardian of Alice S. Haskell, all of Beverly, for four hundred dollars, conveyed her half of the estate to James Allen, who owned the other half, May 8, 1891.^ Mr. Allen was a brother-in-law of the deceased. He died Feb. 15, 1899 ; and in the inventory of his estate " The old Ray dwelling house " and land were appraised at one thousand dollars. His heirs, James Allen and Ezra F. Allen, Augustus Prince, Mary A. Ober, Emma F. Smith and Mary E. Swan, all of Beverly, con- veyed the estate to Patrick J. Sullivan of Beverly May 23, 1901.7 Mr. Sullivan mortgaged the estate to the Beverly Savings Bank ; and the mortgage was foreclosed by the bank by sale to Charles F. Lee of Beverly Aug. 27, 1906.^ Mr. Lee conveyed the land and buildings to Charles H. Tyler of Boston Sept. 5, 1906 f and Mr. Tyler still owns the ancient house. 'Essex Registry of Deeds, book 147, leaf 266. 'Essex Registry of Deeds, book 163, leaf 136. 'Essex Registry of Deeds, book 343, leaf 66. *Essex Registry of Deeds, book 343, leaf 67. *Essex Registry of Deeds, book 870, leaf 93. ®Essex Registry of Deeds, book 1309, page 499. 'Essex Registry of Deeds, book 1641, page 457. ^Essex Registry of Deeds, book 1838, page 99. 'Essex Registry of Deeds, book 1838, page 101. BY SIDNEY PERLEY 47 Dorcas SymmeB Lot. Richard Brackenbury of Beverly owned this lot of land in 1688 ; and he conveyed it to his son John Brackenbury of Boston, mariner, Sept. 1, 1682.1 John Brackenbury removed to Charlestown, and, for love, conveyed it to his daughter Dorcas Brackenbury March 24, 1690.^ She married Zachariah Symmes o Charlestown, and owned the lot in 1700. Jonathan Boiles Lot. This lot of land was conveyed by Capt. Paiil Thorndike of Beverly, for twenty-two pounds, to Jonathan Boiles of Beverly, weaver, Dec. 3, 16 88;^ and Mr. Boiles owned it in 1700. Thomas Woodherry Lot. This lot of land early belonged to Capt. Thomas Lathrop of Beverly, who was killed by the Indians at Deerfield Sept. 18, 1675. He died child- less, his only heir being his sister Ellen (Eleanor), wife of Ezekiel Cheever of Boston, schoolmaster. Mr. Cheever conveyed it to Thomas Woodberry of Beverly, mariner, Oct. 28, 1681 ;* and Mrs. Cheever released it to him Dec. 7, 1686.5 Mr. Woodberry owned it in 1700. Richard Brackenbury Lot. Richard Brackenbury owned this lot in 1679 and 1700. George Hull Lot. This lot of land was part of the twenty-acre lot of John Patch of Beverly, which was con- veyed by him to Samuel Knolton of Ipswich, husband- man, July 1, 1671.6 Mr. Knowlton conveyed it to George Hull of Beverly, cooper, Nov. 27, 1679 ;2 and Mr. Hull owned it in 1700. William Cleaves Lot. That part of this lot of land lying southeasterly of the dashes was part of the twenty- acre lot of John Patch of Beverly, which was conveyed by him to Samuel Knolton of Ipswich, husbandman, July 1, 1671.6 Mr. Knowlton conveyed it to George Hull of Beverly, cooper, Nov. 27, 1679 ;^ and on the next day Mr. Hull, for eleven pounds and twelve shillings in sil- 'Essex Registry of Deeds, book 6, leaf 63. ^Essex Registry of Deeds, book 12, leaf 117. 'Essex Registry of Deeds, book 9, leaf 32. ^Fssex Registry of Deeds, book 6, leaf 34. 'Essex Registry of Deeds, book 7, leaf 94. "Essex Registry of Deeds, book 9, leaf 178. 'Essex Registry of Deeds, book 7, leaf 8. 48 BEVERLY IN 1700. NO. 4 ver, conveyed this portion of the lot to William Cleaves of Beverly, seaman. That part of the lot lying northwesterly of the dashes was conveyed by Paul Thorndike of Beverly to Robert Bradford Feb. 26, 1682 ;^ and Mr. Bradford apparently conveyed it to Mr. Cleaves. Mr. Cleaves owned the entire lot in 1700. John Williams House. John Williams of Beverly, fish- erman, owned this lot of land in 1675, apparently having purchased it of Capt. Paul Thorndike. For seven pounds and sixteen shillings, he conveyed it, with a small dwell- ing house thereon, to William Hirst of Salem, merchant, Aug. 21, 1697.^ This conveyance was probably a mort- gage. The house was standing and belonging to John Williams, sr., in 1702. John Knight House. Samuel Corning, sr., of Beverly, yeoman, owned this lot of land before March 7, 1673-4, when he conveyed it to John Knight, jr., of Beverly, car- pen ter.^ Mr. Knight built a house and barn thereon, and lived there. For fifty pounds, paid to him and his father, John Knight, he conveyed the estate to Robert Brimsdon of Boston, merchant, probably in mortgage, May 8, 1675.* Captain Knight removed to Manchester, and, for sixty- three pounds, conveyed the dwelling house and land to Sarah Morgan, widow of Samuel Morgan, jr., late of Beverly, cooper, April 17, 1701.^ The house was stand- ing and the property of Mrs. Morgan in 1702. William Olark House. This lot of land belonged to William Clark of Beverly, fisherman, in 1677, and he probably built a house thereon soon afterward. He lived here until he conveyed the land with the house and barn thereon to his son Samuel Clark of Beverly, weaver, and his wife Susannah March 21, 1717-8.^ The house was apparently gone before 1729. William Oleaves House. That part of this lot lying easterly of the dashes was conveyed by Nathaniel Stone 'Essex Registry of Deeds, book 7, leaf 3. ^Essex Registry of Deeds, book 12, leaf 100. 'Essex Registry of Deeds, book 14, leaf 116. *Essex Registry of Deeds, book 4, leaf 115. *'Essex Registry of Deeds, book 14, leaf 157. •Essex Registry of Deeds, book 33, leaf 147. JOHN THORNDIKE HOUSE BY SIDNEY PERLEY 49 of Beverly, yeoman, to William Cleaves of Beverly, fish- erman, Nov. 1, 1677 ;i and Mr. Cleaves built a house thereon immediately. That part of the lot lying westerly of the dashes was granted to Mr. Cleaves by the town of Beverly Nov. 5, 1678. Mr. Cleaves owned the entire estate in 1700. John Thorndike Lot. Capt. Paul Thorndike owned this lot of land, and died possessed of the same in 1698 ; and it belonged to his son John Thorndike in 1700. Estate of William Livermore House. This lot of land was conveyed by John Raiment, sr., of Beverly, yeoman, for twenty-five pounds, to William Livermore of Beverly, planter. May 25, 1671.^ Mr. Livermore lived here until his decease about 1691. The estate passed to Thomas Whittridge about 1700. On the northerly side of this lot was half an acre of land, which the town of Beverly granted to Mr. Livermore as an addition to his houselot March 28, 1671. Andrew Elliott Lot. This lot of land was granted by the town of Beverly to Lt. Andrew Elliott Jan. 21, 1689-90 ; and he owned it in 1700. 'Essex Registry of Deeds, book 5, leaf 14. "Essex Registry of Deeds, book 4, leaf 56. ABRAHAM HOWE AND SOME OF HIS DESCENDANTS. BY M. V. B. PERLEY. Abraham Howe was born in England, and went to Roxbury with his wife about 1636. He located on the road to the Neck, his lands adjoining those of his brother James,^ and his house and lot were paled in. He was confirmed a member of the church 14. 3m. 1654 ; was a weaver by trade ; fined ten shillings for har- boring a stranger ; was constable ; frequently fence-view- er ; on various committees, such as, to collect a penny per acre to build more road gates ; on fences including "down to the river ;" in 1659 to report the number of acres under cultivation ; etc. He owned a swamp on the road to the fresh meadows ; 50 acres in the great lots, and in 1657 was joint owner of a thousand acres in Dedham.^ He married " a godly woman," who died the " first week" (10), 1645. He married again. His will was made 26 May, 1676, and proved 2 Nov., 1676 ; and his executors were his son Israel and (perhaps son-in-law) Thomas Pearce. His sons Abraham, Isaac and Israel had his Dorchester estate. Children : — 2. AbkahAm, b. ; "the oldest son.'l 8. Elizabeth, b. ; joined church; m. and had children. 4. Sabah, b. ; m. and had Joseph, Isaac, Sarah; d. 25 Nov., 1676. 6. IsAAO, b. 24 June, 1639, in Roxbury. 'For an account of James Howe and his descendants see Essex Institute Historical Collections, vol. LIV. ^Abraham Howe of Roxbury is said to have'been early in Ipswich. There is a deed dated London, Eng., June 1, 1655, conveying land at the Farms, Ipswich, wherein Abraham Howe is named as one of the owners of adjoining land. (50) ABRAHAM HOWE 51 6. Dbbobah, b. 2 or 4 Sept., 1641, in Roxbnry; m. 25 Feb., 1673, Joseph Skilton. 7. IsBAEi., b. 7 and bp. 14 July, 1644, in Roxbury. 8. Hbstkb or Esther, b. ; m. first, Henry Mason; second, John Sears. Her will,' Woburn, 2 March, 1679-80, calls Isaac Howe brother, and speaks of sister Deborah Skelton and brother Abraham's son Abraham. One paper calls Abraham Howe cousin to Mason, and another says Abraham palled Goodman Sears and wife cousins. James Howe, Sr* (aged about 80, 1681), called Goodman Sears and wife cous- ins. This seems to make brothers of the two men, Abra- ham and James, who took the freeman's oath together in 1637 and lived contiguously. 2. Abraham Howe, bom , " the eldest son ;" a merchant in Boston, where he died " 20th," and was buried in Roxbury 21 (9), 1683. His inventory, 3 Dec, 1683, was £323, 18«. 9d. Children : — 9. Abraham, b. 27 Mar., 1653, in Roxbury. 10. Isaac, bp. 30 (1), 1656. 5. Isaac Howe, born in Roxbury, 24 June, 1639 ; died in Dorchester 11 or 15 Sept., 1714. He married Hannah , who had been a member of the Ipswich church and who died iu Dorchester, 20 Dec, 1728. Children : — 11. Isaac, b. 7 July, 1678. 12. Abraham, b. 7 April, 1680. Is. Samuel, b. 17 June, 1685; d. 4 Dec, 1688-9. 14. Hannah, b. 18 Mar., 1688-9. 7. Israel Howe, born in Roxbury, 7 July, 1644 » took the freeman's oath 2 Dec, 1680. He had liberty, 1676-7, to take a load of "clabords" from the Common swamp. In 1680-81 he was tithingman, and was several years fence-viewer. One Town rate met with was 4». lOd. He had a wife Tabitha in 1695. His home was in Dor- chester. Children ; — 15. Israel, b. 24 Sept., 1676. 16. Susannah, b. 11 Nov., 1678. ^Quarterly Court Records, vol. 34, p. 116; vol. 36, pp. 70-72. 52 ABBAHAM HOWE 17. JoHK, b. 18 Sept., 1681. 18. JAMKS, b. 14 Nov., 1683. 19. Nathaniel, b. 27 Mar., 1686. Had: Joshua, b. Dorchester, to Nath. and wife Sarah, 28 Feb., 1720. 20. Joseph, b. 22 , 1688-9. 21. Timothy, b. 6 July, 1691. 22. David, b. 19 April, 1696. 23. Zebuiah. 9. Abraham Howe, baptized in Roxbury 25 Sept., 1653; died there 15 (7), 1683. He married Sarah , who, before 1688, married, second, Samuel Knight. He was a farmer and joined the church 24 (1), 1678. Children, born in Roxbury : — 24. Sabah, b. 8 Dec, 1676; d. 22 Sept., 1724. 25. Elizabeth, b. 23 Nov., 1678. 26. Abbaham, bp. 2 (11), 1680. 27. ABiaAiL, b. 27 Mar., 1682; d. 12 Jan., 1684. 10. Isaac Howe, baptized in Roxbury 30 March^ 1656 ; had 35 acres in the second range of lots ; joined the church 31 Oct., 1686. He married 11 May, 1685, Rebecca How, daughter of James, r., of Ipswich. She was a widow of Charlestown, 18 May, 1719, when she deeded her interest in her grandfather William Jackson's estate to David Foster. She was alive in Stoneham, 26 Feb., 1733-4. His will was drawn 7 July, 1711, and " lodged " 22 Feb., 1717. Children :— * 28. Isaac, b. "Howe" 31 (8), and bp. "How" 7 (9), 1686, in Rox* bury. 29. Abbaham, b. 24 Oct., 1689, in Roxbury; joined the church in 1718. 30. Abigail, b. 4 Feb., 1691-2, in Roxbury. 31. Abijah. 32. Jacob, b. ; int. 20 Jan., 1720-1, Eleanor Sherwin. 33. John, b. in Charlestown; m. 13 Feb., 1717-18, Sarah;Gould^ 84. Naomi, b. 22 April, 1701; m. Joseph Holden. 11. Isaac Howe, of Dedham, born 7 July, 1678; died 26 Aug., 1760, in his 83d year. He had 25 acres in the second range of lots, and received for a soldier, himself or some other, £1. lis. 9 l-2d. He married 2ft AND SOME OF HIS DESCENDANTS 53 Nov., 1702, Submit, daughter of Thomas Bird, born IS May, 1678, and died 2 Oct., 1760. Children : — S6. Thomas, b. 23 Sept., 1703. 86. Maby, b. 29 Nov., 1704. 37. Submit, b. 10 April, 1707. 88. Thomas, b. 12 Oct., 1709. 89. Samuel, b. 27 July, 1711. 40. Isaac, b. 16 Jane, 1715. 41. JosKPH, b. 27 Mar., 1717; d. 17 Sept., 1793. 42. Joshua, b. 16 Dec, 1718. 43. Sabah, b. 18 May, 1722; d. 22 Sept., 1724. 21. Timothy Howe, born 7 July, 1691 ; married Dor- cas and lived in Dorchester. Children : — 44. DoBOAs, b. in Dorchester; d. 18 Jan., 1725-6, aged 9 years. 45. Susannah, b. 2 July, 1719. 46. DoBOAs, b. 28 Jan., 1726-7; d. 18 Jan., 1729. 47. David, b. 13 Sept., 1728; d. 15 May, 1729. 48. Abigail, b. 9 Sept., 1730. 49. MosBS, b. 30 Nov., 1731. 60. Tabitha, b. 12 Dec, 1732. 28. Isaac Howe, baptized 31 (8) or 7 (9), 1686. He married 26 June, 1712, Lydia Jackson; removed to Fra- mingham in 1720 ; married, second, 16 Oct., 1739, Eliza- beth, widow of William Edgell; and died 20 Oct, 1770. Children : — 51. Jbbbmiah, b. 16 May, 1718. 62. Isaac, b. 4 Dec, 1719; d. y. 53. Lydia, b. 18 Nov., 1721. 54. Elizabeth, b. 14 April, 1723 ; blind from 18 years of age; d. a. about 90 yrs. 55. Abigail, b. 28 Jan., 1725; m. 1 Jan., 1746, John Blaekman of Dorchester. 56. Isaac, b. 20 Sept., 1728. 67. Sabah, b. 28 June, 1730. 68. Maby. 59. Joseph, b. 3 May, 1747. 60. Abbaham. 32. Jacob Howe, married, int. 20 Jan., 1720-1, Eleanor Sherwin (bom 28 June, 1696 ; died 11 Aug., 54 ABRAHAM HOWE 1757). He joined the church in 1716 ; married, second, Sarah Holgate, and died in Linebrook Parish (formerly "The Farms "), 6 Feb., 1772. He occupied the Sherwin homestead, later his son Jacob's, then " the Morgan place" and now included in the extensive fields of D. Sydney Perley. It was located just across the meadow from Mr. Perley 's, a few rods from Potter's Island and Winthrop Brook. Children : — 61. Jacob, b. 9 Feb., 1723-4, in Charlestown. 62. Abbaham, b. 9 Dec, 1725, in Stoneham; d. 14 Ang., 1808, a blind man at the almshouse. 63. Hannah, b. 2 June, 1728, in Stoneham. 64. Hannah, b. 1 June, 1729, in Stoneham. 65. Philemon, b. 13 Jan., 1730-1, in Stoneham. 66. James, b. 7 May, 1733, in Stoneham. 57. Eleanor, b. 11 Aug., 1736, in Stoneham, 68. Abijah. 69. Maby, d. young. 70. Maby, m. 16 April, 1771, in Linebrook Parish, Asa Brockle-' bank (b. Rowley 15 Aug., 1745; d. Rindge, N. H., 12 Dec, 1826); farmer; had 5 children. 71. Jemima. 72. Elizabeth. 38. Thomas Howe of Dorchester, born 12 Oct., 1709 ; married 22 Nov., 1733, Sarah Searle. Children : — 73. Thomas, b. 24 Aug., 1735. 74. Thankful, b. 1 Aug., 1737; m. in Dedham, 18 June, 1761, Thomas Leads, of Dorchester. 75. Sabah, b. 25 Nov., 1739; m. 27 Mar., 1760, Benjamin Swan, both of Dedham. 76. Submit, b. 15 Dec, 1741; m. 25 Dec, 1760, in Dedham, Na- thaniel Wetherbee. 77. Hannah, b. 6 July, 1747. 39. Samuel Howe, b. 22 July, 1711 ; died 16 Sept., 1780; married 2 Dec, 1736, Elizabeth Clapp, both of Dorchester. She died 6 Aug., 1764. Children, born in Dorchester : — , 78. Samuel, b. 15 Jan., 1737. 79.. John, b. 20 June, 1739; d. 12 Sept., 1740. AND SOME OF HIS DESCENDANTS 56 80. John, b. 17 June, 1741. 81. Elizabeth, b. 9 June, 1744. 82. Abraham, b. 21 April, 1746. 83. Hannah, b. 1 Oct., 1748; m. 19 Sept., 1771, Moses Vose of Milton. 84. Mary, b. 17 Oct., 1750. 85. •Sabau, b. 25 July, 1753. 56. Isaac Howe, born 20 Sept., 1728 ; married in Framingham, 5 Aug., 1749, Rebecca Edgell, probably daughter of his step-mother. Children : — 86. Asa, bp. 29 April, 1750. 87. Simon, bp. 12 Sept., 1756. 88. Isaac, bp. 18 Feb., 1759, of Isaac deed. 61. Jacob Howe, born in Charlestown, 9 Feb., 1723- 4 ; died in Linebrook Parish, Ipswich, 1 Aug., 1806. He married 21 Nov., 1751, Lydia Davis (born 19 Oct., 1731 ; died 2 Feb., 1808), a neighbor whose home is now marked by " the Davis orchard," a part of the arable lands of J. Coggin Conant. Jacob and Jacob, Jr., were Minutemen in the Revolu- tion and served till 1780. The father's residence was Ipswich. The boy away from home working, perhaps apprenticed, lived in Newbury. Children : — 89. Hannah, b. 1 Feb., 1752; drowned in well 26 June, 1756. 90. Maby, bp. 28 April, 1754; m. 9 Feb., 1780, John Kilburn, both of Rowley. 91. Hannah, b. 29 May, 1757; had fits; d. 26 June, 1806. 92. Jacob, bp. 27 July, 1760. 93. , b. ; d. 15 July, 1763. 94. David, bp. 17 June, 1764; of Epsom, N. H., 1804. 95. Lydia, bp. 23 Aug., 1767; m. 23 Aug., 1792, Abraham Drake of Chichester, N. H. 96. Salome, bp. 23 Aug., 1767; m., as Sally, 29 Nov., 1790. 97. , b. 19 Aug., 1767; d. 19 Aug., 1767, "soon after birth." 98. Raohbl, bp. 10 June, 1770; m. 19 July, 1796, Stephen Stiles, Bridgton, Me. 99. Abigail, bp. 10 June, 1770; d. 8 July, 1814; m. 1st, Gregory Durgin, 2d, Moses Cheney ; 3 children. 100. Isaac, bp. 6 June, 1773; int. 12 Jan., 1797, Rachel Morrill of Chester, N. H. 66 ABRAHAM HOWE 101. Deborah, bp. 6 Jane, 1773; d. 15 July, 1773. 62. Abraham Howe, 3d, born Stoneham, 9 Dec, 1725 ; died a blind man in Ipswich, aged 83 years. He was a Minuteman.i He married Elizabeth . Children : — 102. MosBS, bp. 7 July, 1754; was a Minuteman, and continued in the service, 1775-7; m. 19 Feb., 1778, Love Gallop; both joined the Linebrook church 25 April, 1779. 103. , child; d. 15 April, 1757. 104. Jacob, bp. 16 April, 1758; d. 6 May, 1758. 105. Elizabkth, bp. 18 May, 1760; d. 8 June, 1760. 106. Betty, bp. 11 Oct., 1761; d. 4 July, 1763. 107. Daniel, bp. Ipsvrich, 17 June, 1764; agreed to serve in the Revolution for 3 years, for 350 Spanish milled dollars; for or from Ipswich, 29 Mar., 1781; m. Sarah Daniels of Row- ley, 8 April, 1784. 108. Sarah, bp. 24 Jan., 1768. 109. Abraham, bp. 28 , 1770; d. 4 Sept., 1771. 110. Abraham, bp. 18 Oct., 1772; d. 9 June, 1774. 66. Philemon Howe, born 18 Jan., 1730-1, in Stone- ham; died 6 July, 1819. He married 4 July, 1754, Sarah Kilburn, who died 22 April, 1809, aged 81. He probably lived on Batchelder's Brook, Rowley. Children : — 111. Reuben, b. 9 May, 1755. 112. Sarah, b. 12 Nov., 1757; m. 22 Aug., 1776, John Daniels, Jr., of Rowley. 113. Martha, bp. 20 July, 1760. 114. George, b. 25 Nov., 1766. 73. Thomas Howe, Jr., born 24 Aug., 1735 ; died probably in 1816. He married 23 Mar., 1763, Hannah Leeds, born in Dorchester, to Consider and Margaret, 17 Mar., 1740-1, and died in 1807. Children : — 'The_writer has this letter written by Abraham Howe to his cousin Nathaniel Howe, Linebrook Parish: — "Cambridge, June 22, 1775. Cousin Howe: Sir, I would let you know that I am well and I hope to find you so, and I would inform you that I like better than I expected but we bad a smart brnsh with our enemies and they got the advantage of us upon Bunker's Hill but we have built a fort upon Winter Hill and have got some cannon fixed and we hope to get the advantage of them and I desire to be remembered to all my friends, and I still remain your friend Abraham Howe Third.'' AND SOME OF HIS DESCENDANTS 5T« 115. Rebeooa, b. 4 Dec, 1763; m. 16 May, 1784, Samuel Thayer. 116. Thomas, b. 7 July, 1765. 117. Joseph, b. 3 April, 1768. 118. William, b. 17 Aug., 1770. 119. Joshua, b. 7 Aug., 1772; m. Dedham, 15 April, 1794, Sally Houghton. 78. Samuel Howe, born 15 Jan., 1737; married 18 Oct., 1759, Margaret Preston, both of Dorchester, where she died 2 May, 1778, of smallpox. Children :— 120. Samuel, b. 15 Jan., 1761; d. 11 Oct., 1762. 121. Samuel, b. 25 Jan., 1763; d. 4 Feb., 1763. 122. Elizabeth, b. — Sept., 1764 ; d. 14 Oct., 1764. 123. Lois, b. 12 June, 1765; d. 5 Jan., 1777. 124. Mart, b. 2 Feb., 1766. 125. Sabah, or Samuel, b. 1 May, 1768. 126. Haknah, b. 2 Oct., 1769; m. 14 Aug., 1783, Edward Glorer^ Jr., both of Dorchester. 127. Samuel, b. 5 April, 1771; d. 9 April, 1772. 128. Ltdia, b. 9 Sept., 1773; d. 26 May, 1793. 80. John Howe, born 17 June, 1741 ; died 22 , 1818, aged 77. He married 29 Nov., 1764, Rachel Glover, who died 1 June, 1811, aged 55 years. Children : — 129. John, b. 4 Sept., 1755; "John, Esq., d. May 20, 1825." 130. Elizabeth, b. 20 May, 1767. 181. Geobge, b. 6 July, 1769. 132. Rachel, b. 25 Aug., 1771; d. 30 May, 1773. 133. Rachel, b. 19 Aug., 1773; m. Roxbury, 6 Dec, 1798, Edward Robinson. 134. Joseph, b. 1 Dec, 1775; d. 23 Sept., 1776. 135. Joseph, b. 1 April, 1778. 136. James, b. 25 Jan., 1781. 82. Abraham Howe, born in Dorchester, 21 April, 1746; died 24 Mar., 1811, aged 65. He married 30 Oct., 1769, Patience Blake of Dorchester, who died 24 Feb., 1810. Children : — 137. Abbaham, b. 15 Jan., 1771. 138. James Blake, b. 31 Mar., 1773; m. 22 Nov., 1797, Sally Adams Budlam, both of Dorchester. 58 ABRAHAM HOWE 139. Bktsky, b. 23 Jan., 1775. 140. Patience, b. 30 Aug., 1777. 141. Polly, b. 6 Dec, 1779; m. 17 Dec, 1801, David Baker of Rox- bury. 142. Edwabd, b. 12 July, 1783. 143. Nancy, b. 9 Aug., 1785; d. 20 Jan., 1787. 144. Nancy, b. 16 Dec, 1788. 92. Jacob Howe, born in Ipswich 19 June, 1760 ; died 30 Jan., 1830; buried in Norway, Me. He was a Minuteman with his father in the Revolution. He mar- ried 17 Dec, 1783, Betsey Foster, born 10 Aug., 1763, in Boxford, to Moses and Hannah (Putnam) Foster, grand- niece of Gen. Israel Putnam, She died in Paris, Me., 1853. He was post-rider from 1798 and the first in Ox- ford Co., Me. Weekly for four years he served the towns of Fryeburg, Bridgton, Waterford, Gorham, et aU about Portland. He was a pensioner from 1818. Children : — 145. Fanny, b. 4 Aug. or Sept., 1784, in Baldwin, Me.; m. Abner Smith, millwright, of Bridgton; 3 children; d. 31 Jan., 1874» Dedham, Mass. 146. Jesse, b. 16 Feb., 1786. 147. Salome, b. 5 Dec, 1787; m. (1st w. of) Ebenezer Greenwood; 6 children. 148. Jacob, b. 17 Mar., 1790; d. at sea. 149. Betsey, b. 1 May, 1792; m. William Swan of Denmark; 9^ children. 150. Jeremiah, b. 14 May, 1794. 151. HuLDAH, b. 25 May, 1796; m. 11 May, 1815, Nathaniel Green- wood of Farmington, who d. 15 April, 1767. She d. 17 July, 1892, aged 96 yrs.; 10 children. 152. Lydia, b. 28 April, 1798; m. Zibeon Field; d. 9 Nov., 1847. 153. RoxANNA, b. 30 June, 1800; m. Adams Twitehell of Portland; 5 children. 154. Polly, b. 5 July, 1802; m. Peter Coburn of Lincoln. 155. Miranda, b. 13 May, 1805, in Bridgton; m. Alexander Eames j 11 children. 111. Reuben Howe, born 9 May, 1755; died 18 July, 1835, nearly or quite blind. He served in the Rev- olution and was a pensioner under the law of 7 June, 1832. He married 21 Dec, 1780, Lucy Wood, who died 17 Dec, 1796. He married, second, 7 April, 1797, Judith AND SOME OF HIS DESCENDANTS 59, Tenney, who died 10 Dec, 1809. He was published 6 Oct., 1810, with Elizabeth, born 11 May, 1769, to John Bailey of Manchester, and died 9 July, 1855. Children : — 156. , ch., b. ; d. 26 Dec, 1787, a. abt. 7 yrs. 157. Lucy, b. 27 May, 1786; m. 9 June, 1810, Philemon Daniels of Rowley. 158. Thomas, b. 7 Oct., 1787. 159. Susannah, b. 28 April, 1790. 160. Reuben, b. 16 Oct., 1792. 161. Moses [Wood], b. 26 Aug., 1795. 162. Judith, b. 21 Jan., 1798; int. 11 May, 1822, Oliver Bailey of Rowley. 163. , a son, b. ; d. 15 June, 1803. 114. George Howe, born Rowley, 25 Nov., 1766 ; d. in Rowley, 12 Dec, 1842. He married in Newbury, 9 June, 1798, Deborah Chapman, who died in Rowley, 18 Mar., 1861, aged 85 years. His homestead was that lately owned by Edward Millett (who built a new house on the site of the old one), just east of the turnpike and near Batchelder's Brook on the Georgetown-Rowley highway. Children : — 164. Debobah, b. 11 Mar., 1799; m. 20 July, 1819, Joshua Millett, a neighbor and brother to Edward above. 165. Dolly, b. 26 Aug., 1801; int. 19 June, 1830, John N. Pearson of Ipswich. 166. Apphia Perkins, b. 25 Mar., 1805; d. 21 June, 1880, in Box- ford. 167. Phebe KiLBUBN, b. 16 Nov., 1807; m. 10 Nov., 1829, Amos Jewett of Ipswich, farmer and shoemaker; had Amos Wen- dall, b. 21 Sept., 1831; d. 22 July, 1859. 168. Sabah M., b. 27 Feb., 1810; m. — Feb., 1833, Joseph D. Clark. 169. Geoboe Washington, b. 5 July, 1812. 170. William Fbedbbiok, b. 10 Aug., 1814. 116. Thomas Howe, Jr., carpenter, born Dedham, 7 July, 1765 ; died 22 Dec, 1805. He married 30 Aug., 1789, Hannah Withington, Dorchester, born 2 June, 1767, to Elijah and Mary. Child :— 171. Elijah, b. Dedham, 21 Oct., 1792. 60 ABRAHAM HOWE 118. William Howe, born in Dcdham, 17 Aug., 1770 ; was a machinist, builder of cotton factories and superintendent, at East Dedham and Holmesburg, Pa. He married (int. 30 Dec), 1796, Mary Gould of Dedham. Children : — 172. GBOseB, b. Dedham, 6 Nov., 1802. 173. Rachkl Dwight, b. Dedham, 19 Feb., 1806; d. Cornwall, Vt., 1 Nov., 1866; m. 28 Oct., 1830, Rev. Lyman Matthews, b. 12 May, 1801, in Middlebury, Vt., and d. Cornwall, 17 Aug., 1866. 174. William, b. 20 Nov., 1811. 129. John Howe, Jr., born 4 Sept., 1765 ; died 20 May, 1825. He married 12 July, 1781, Relief Nash, both of Rochester. She died 19 Feb., 1824, aged 61. Children : — 175. Joseph, b. 26 July, 1782. 176. Simon, b. 27 Oct., 1785. 177. J OH ANN AH, b. 27 Mar., 1790. 178. Timothy, b. , 1792; d. July, 1795. 179. Eliza, b. 27 Aug.. 1794. 146. Capt. Jessie Howe, born 16 Feb., 1786. He married, first, 30 Mar., 1809, Lydia, born 16 Aug., 1784, to Asa Dunham of Norway, a first settler and Revolu- tionary soldier, died 20 Dec, 1841 ; married, second, 1 Jan., 1843, Betsey Shurtleff ; died 2 Mar., 1870, Paris. Children : — 180. Henry, b. 11 Jan., 1810. 181. Jacob Foster, b. 30 Nov., 1811. 182. -Jeremiah, b. 18 April, 1814. 183. Jesse, b. 11 April, 1816. 184. Eli, b. 8 April, 1818, in Sumner, Me.; m. 8: 14: 1856, Mrs. Paulina (Baker) Howe of Dedham, b. in Lee to Edward and Esther Baker. She d. in Canada, 4 Mar., 1859, aged 35 y. 185. Cyrus Hamlin, b. 24 Sept., 1820. 186. Benjamin Franklin, b. 25 Sept., 1822; m. Paulina Baker; d. 19 June, 1851, in Lincoln. 187. Edwin Wallace, b. 3 Feb., 1826; m., 1st, 23 Mar., 1851, Mary Ann Beal of Norway; m., 2d, Abby D. Hill of Wiscasset; d. Norway, 10 Feb., 1890. 188. William Ruthven, b. 15 April, 1857. AND SOME OF HIS DESCENDANTS 61 150. Capt. Jeremiah Howe, born 14 May, 1794; married Sylvia, daughter of Jephtha Benson, and is buried in Sumner, Me. He was bound out at 6 years ; at 18 years he bought his minority of his father and walked to New York. He was farmer, trader, auctioneer and broker. Children : — 189. Chajiles, b. 14 Aug., 1816; m. Clarissa Bent; d. 11 Mar., 1891. They had: (1) Charles LeForrest, Col. 9th Me. Reg., medal for bravery; m. Anne Martin; d. in Canton, Me., 13 May, 1891, at the hoase of his daughter Mrs. Cushman; and (2) George E., res. Boston. 190. Polly, b. 15 Jan., 1818; m. Jacob F. Howe (181). 191. Adeline, b. 10 Jan., 1822; m. 31 Mar., 1851, Abel Stetson, a farmer, who d. 29 Oct., 1891; d. 20 Jan., 1905; 3 children. 192. Angebone, b. 10 Dec, 1824; m., 1st, Dr. Charles W. Turner; 2d, Samuel C. Irish ; 2 children. 193. HiBAM, b. 9 Oct., 1826; m. Harriet L. Buck; res. Sumner. They had : (1) Luther Carmon, b. 12 Feb., 1854; m. Drusilla J. Babb; and (2) Lottie A., b. 4 Aug., 1864; m. Lemmie Merrill of Rumford Falls. 158. Thomas Howe, born in Rowley, 7 Oct., 1787; died 1 Sept., 1845 ; a yeoman. He married 15 Sept.? 1814, Rebecca Gibson of Deer Isle, Me. Children : — 194. Susan, b. Rowley, 18 Nov., 1814; m. 3 April, 1834, Daniel J. Hale. 195. LuoT Jane, b. Rowley, 30 May, 1817; m. 8 June, 1843, Wil- liam Littlefield of Boston. 160. Reuben Howe, born in Rowley, 16 Oct., 1792* died 25 Feb., 1853, aged 60 years. He married in Row- ley, 18 April, 1815, Elizabeth Dickinson, who died prior to his death. Children : — 196. Elizabeth, b. 9 June, 1816; m. 17 Mar., 1830, Daniel Saun- ders, Jr.; d. 24 Oct., 1895, aged 79 years. 197. Amos Wood, b. 6 Jan., 1819. 198. HuMPHBEY Saundebs, b. 7 May, 1821. 199. Ebkn Iea, b. 21 Aug., 1824; housewright; d. in Lynn, 23 June, 1851. 200. David Saundebs. 62 ABRAHAM HOWE 161. Moses Wood Howe, born 26 Aug., 1795 ; had " Wood " added to his name by the Legislature of 1830 ; married 29 Dec, 1831, Mary Cheney. Children : — 201. CHAKI.KS Edwin, b. Rowley, 18 Oct., 1832. 202. LuoY May, b. 26 Sept., 1834. 169. George Washington Howe, born Rowley, 5 July, 1812 ; died 13 May, 1884. He married in Rowley, 10 Oct., 1835, Olive Jewett of Ipswich, who died 12 May, 1892, aged 77 years. Children, born in Ipswich : — 208. Benjamin Jkwett, b. 6 Feb., 1837; m. 10 or 12 May, 1859, Caroline A. Averill, a fine singer, b. 11 Jan., 1841, to Eph- raim and Lydia Symonds (Potter) Averill of Ipswich, who was a teacher of vocal music, and was widely known for his superior bass voice. Mr. Howe was divorced, April, 1866, and m. 2d, in Ossining, N. Y., Margaret Cornell. He was a travelling salesman, and d. 5 Jan., 1914, without issue. 204. Sabah Mabia, b. 8 Sept., 1840; m. 29 Aug., 1872, Samuel Au- gustus Boynton of Rowley, a grocer. He d. 9 Sept., 1912. 206. Geobge Aabon, b. 29 Aug., 1843. 206. Amos N., b. ; m. in Derry, N.H., 15 Sept., 1874, Josephine W. Bradford of Derry. Had Eva May, b. 7 April, 1880. 207. Olive Abbie, b. 1 Dec, 1851; m. 28 Sept., 1871, Edwin H. Adams, b. 1849 in Newbury to Thomas H. and Mary J. (Jennings) Adams. He was in the shoe business. She d. in Rowley, 7 Aug., 1879. Had Mary Abbie. 208. Vandalia, b. 7. Jan., 1853, in Ipswich; m. 17 Sept., 1871, in Rowley, Ira Oscar Davis, b. Milton, N. H., 1848. Had Ralph "' Irving, b. 2 July, 1776; d. 15 Oct., 1898. Mrs. Davis was divorced 5 Mar., 1884. She m. 31 May, 1887, Edward Dil- lon, a heel- worker, b. 19 Feb., 1860, in Worcester, Mass. No child. 170. William Frederick Howe, born in Rowley, 10 Aug., 1814 ; married 30 Nov., 1842, Susan Eliza Pot- ter. He made a specialty of market gardening on the farm of his ancestors in Rowley, whose buildings and their contents were completely burned 20 Oct., 1865. These exemplary citizens were devoted to home and the church. He died 10 Oct., 1874 ; she 22 Oct., 1905. Children : — AND SOME OF HIS DESCENDANTS 63 209. Ruth Eliza, b. Rowley, 17 Aug., 1843; m. 22 Jaly, 1869 Frank Quinby Bodwell of Rumford, Me. (b. 5 July, 1843; d. 4 Jane, 1894), a carpenter, a bugler in a Maine battery in the Civil War. She was educated in Rowley schools and the Ipswich Female Seminary and taught school. Her only child, Fred Potter Bndwell, a printer by trade, several years selectman of Avon, Mass., where he, and at present his mother, reside. F. P. Bodwell has two sons, Franklin Clyde, now in the U. S. Navy, and Erland Hunt Bodwell. 210. Geobgk William, twin, b. Rowley, 31 Jan., 1845; m. in Row- ley, 14 Aug., 1870, Sarah Elijsabeth Kelly; graduate Boston Dental College, and is in dental practice in Danvers, Mass. 211. Asa Fkbdebick, twin, b. 31 Jan., 1845. 212. Roger Sherman, b. Rowley, 20 Nov., 1849; d. 21 Feb., 1911; m. in Newbury port, Martha Eva Davis of Georgetown, 1 May, 1873; was a shoe woiker; many years selectman and overseer of the poor and chairman of the Board, and did an extensive insurance business. He represented his dis- trict in the General Court, and was many years Deputy Sheriff for Essex Co. His wife d. 6 Nov., 1910. 213. Isaac Hadlby, b. Rowley, 9 Dec, 1858; d. there 7 Feb., 1864. lYl. Elijah Howe of Dedham, carpenter, born 21 Oct., 1792; died 30 Nov., 1880. He married 2 Mar., 1826, Prudence Clarke, daughter of Jacob and Prudence (Stow) Clarke. She died 9 May, 1832. Children : — 214. Elijah, b. 27 Sept., 1828. 215. William, b. 1 May, 1832. 172. George Howe, born in Dedham, 6 Nov., 1802 ; died in Columbia, S. C, 15 April, 1883. He married, first, in Cornwall, Vt., 25 Aug., 1831, Mary Bushnell, daughter of Rev. Jedediah and Charlotte (Smith) Bush- nell, b. 25 June, 1808 ; d. 18 Sept., 1832. He married, second, 19 Dec, 1836, Mrs. Sarah Ann (Walthour) Mc- Connell, daughter of Andrew and Ann (Ho£fmire) Wal- thour, b. 5 Oct., 1803 ; d. 14 April, 1885, in Columbia, S. C. Mr. Howe graduated at Middlebury College, Vt., with A.B., 1822 ; a^ same and Dartmouth College, A.M., 1827 ; at Andover Theological Seminary, 1825; ordained 1827 ; 64 ABRAHAM HOWE Phillip's Professor of Theology at Dartmouth College, 1827-1830 ; D. D., University of N. C, 1833 ; L. L. D., Oglethorpe, 1871 ; instructor in Hebrew and Greek in Columbia Presbyterian Theological Seminary, 1831, and in Biblical Literature till his death. Children : — 216. Gkobge, b. 25 April, 1838; d. 27 Oct., 1841. 217. Walthour, b. 13 Feb., 1840; d. 11 Nov., 1859. 218. William, b. 13 Jan., 1842 ; d. 2 Feb., 1862. 219. Sarah Emelie, b. 30 Dec, 1843; d. 13 Nov., 1890, probably at Danville, Ky. She m. 24 June, 1863, Rev. Edwin Melvin Green, a Presbyterian clergyman, D. D., b. 10 Sept., 1838, to James and Sarah Ann (James) Green. Children: William Howe, b. 4 Oct., 1864; Edward Melvin (M. D.), b. 10 June, 1867; George Howe (D. D. S.), b. 10 June, 1871; Marion Palmer, b. 20 May, 1875. 220. Marian Louise, b. 3 Feb., 1846; d. 31 Jan., 1858. 221. George, b. 29 Jan., 1848. 174. William Howe, born in Dedham, 20 Nov., 1811 ; died in Boston, 23 July, 1893. He was a ma- chiuist. He married 6 Sept., 1841, in South Braintffee, Mass., Catherine Willard, b. 26 Jan., 1819, in Keene, N. H., to Josiah and Prudence (Morse) Willard, and died in Boston 20 Jan., 1886. Children : — 222. George, b. 24 May, 1842; d. 9 Dec, 1881. 223. Edward Willard, b. 27 Aug., 1846, in Braintree, Mass. He is a civil engineer retired. He has studied the history of his family and has aided materially on these Dr. George Howe families. He m. in Boston, 29 April, 1880, Abbie A. New- ell, born there 14 June, 1851, to Lucius and Abbie W. (Bur- ley) Newell. 224. Mary Catherine, b. 2 Jan., 1850; d., unm., 7 April, 1874. 180. Henry Howe, b. 11 Jan., 1810. He married, first, Lucinda, daughter of Henry Prentiss, who died 30 Dec, 1846, aged 34. He married, second, 3 : 1 : 1847, Lucy C, daughter of Philip and Catherine Newburt of Waterboro. He died 6 April, 1877 ; she, 24 Aug., 1884, aged 70 ; residence, Norway. Children : — AND SOME OF HIS DESCENDANTS 66 225. Clinton, b. 25 May, 1830; m., 1st, Eliza J. Heald; 2d, Sarah Barrows; res. Sumner. Had: (1) Helen J., m. W. W. Mayo of Hebron; (2) Henry Prentiss, b. 13 Dec, 1863, res. Water- ford; (3) Clinton Carroll, b. 5 April, 1865, res. in Massachn- setts; (4) John Prentiss, b. 22 Feb., 1867, m. Lizzie C. Ryer- son, res. Norway; (5) Paul Hart, b. 7 Aug., 1870, m. Jennie A. Merrill, res. Waterford; (6) Benjamin Franklin, b. and lived in Grindstone, Me. 226. Julia, b. Paris, 27 July, 1844; m. Amasa Heald. 227. Samuel Henry, b. 19 Mar., 1849; m. Emily Trefetheren; so- journed in the West; d. Portland, Me., 18 Nov., 1904. 181. Jacob Foster Howe, born 30 Nov., 1811 ; mar- ried 6 Mar., 1833, Polly Howe (190) ; was a trader; died in West Sumner, 31 May, 1865. Children : — 228. Fbekman, b. 5 Dec, 1833; insurance broker of Norway; m. Mary L. Field. Had: (1) Fannie Robertine, m. 10 Mar., 1885, Arthur Eben Morrison of South Berwick ; (2) George Robley, b. 4 Aug., 1860; m. April, 1888, Fannie J. Board- man of Hartford, Ct., res. Norway; (3) Freeland, b. 30 May, 1870, res. Norway. 229. Frank W., b. 29 Jan., 1849; shoemaker, Rumford Falls; m. Estelle Cole. Had : (1) Harley Hazen, b. 24 Mar., 1871; (2) Laura Almira, b. 27 Aug., 1873, d. 1 Dec, 1889; (3) Mary Esther, b. 18 Nov., 1876, m. Dr. Joseph Abbott Nile of Rum- ford Falls. 182. Jeremiah Howe, born 18 April, 1814 ; married Mary, daughter of Benjamin Tucker of Norway. He was a trader in Portland, and died 19 Dec, 1891. Children : — 230. Lydia J., b. 13 Dec, 1840; m. Rev. J. C. Snow; 2 children. 231. Emilt Alton, b. 17 Aug., 1847. 183. Jesse Howe, born 11 April, 1816 ; died 25 Feb., 1875. He married 14 Oct., 1843, Rebecca, daughter of Samuel Gibson of Denmark. He was a physician. Children : — 232. Ellen Frances, b. 23 Dec, 1844; d. 11 April, 1852. 233. IzAH Tenney, b. 26 Mar., 1848; m. 19 Oct., 1881, John R. San- born of Bangor, who d. 1893. 234. Rebecca Gibson, b. 13 June, 1850; d. 22 April, 1852. 66 ABRAHAM HOWE 185. Cyrus Hamlin Howe, born 24 Sept, 1820; married 28 Feb., 1843, Amelia P. Coburn ; died 19 Mar., 1896 ; lived in Paris. She died 21 Mar., 1896. Children : — 235. Jesse Coburn, b. 21 Feb., 1846; m. 1st, 27 Jan., 1868, Sarah J. Farnum; m. 2d, 19 Jan., 1881, Arthur Noyes of Paris. Had: (1) Fred J., b. 19 June, 1869, m, 20 June, 1895, Angie B. McLellan; (2) Ethel May, b. 4 May, 1882. 236. Lydia, b. 11 Dec, 1848; m. 16 Mar., 1869, George F. Beach. 188. William Ruthven Howe, born 1/i April, 1857; married Charlotte E. Hall, born 26 June, 1832 ; died Paris, 7 July, 1895. Children : — 237. Clara Isabelle, b. 17 Nov., 1856; m. Minot L. Whittle of Paris. 238. George Morse, b. 8 Mar., 1859; d. 12 Oct., 1859. 239. Fred Ruthven, b. 7 Oct., 1862; m. and living in Waltham, Mass. 240. HANiBALii Coburn, b. 21 Nov., 1865; m. Cora Parlin; d. 7 Dec, 1901. She d. 16 April, 1904; home Paris. 197. Amos Wood Howe, born in Rowley, 16 Jan., 1819 ; died 28 Oct., 1894, aged 75 years. He married, first, int. 6 Nov., 1842, Sarah K. Daniels, who died 23 or -24 Sept., 1853, aged 32 years. He married, second, Lucy W. Daniels, a sister to his first wife. She was born in Rowley, where she died 23 Sept., 1868. Her will, 22 Sept., 1868, mentions Eben, George W., Moses E., and Martha Daniels, brothers and sister, and children of a de- ceased sister, Nath'l L., Lucy A. and Susan D., all of Rowley. Children : — 241. Nathaniel Ltman, b. Rowley, 11 April, 1843. 242. LuOY A. 248. Susan D. 198. Humphrey Saunders Howe, born in Rowley, 7 May, 1821 ; married 2 Oct., 1872, when of George- town, Mrs. Lucy A. (Holman) Robinson, widow (38) of Newbury. Children : — 244. Parker W., trader, Georgetown; d. 20 Jan., 1877. AND SOME OF HIS DESCENDANTS 67 245. Mabt E., m. Georgetown, 15 Oct., 1872, Charles N. Nelson of West Newbury. 205. George Aaron Howe, born in Rowley, 29 Aug., 1843, died 12 Nov., 1876. He married 29 Aug., 1862, Susan Evelyn Todd (18) of Rowley. His home- stead, on the turnpike near the Georgetown-Rowley road, was valued at $1500. She married, second, (21), 26 July, 1879, Lewis G. Chadbourne (33). Children : — 246. Georgb Elmer, b. 17 July, 1863; d. 27 July, 1864. 247. Elmer Eddie, b. 19 Jan., 1865. 248. Henrt Warren, twin, b. 21 Aug., 1866; d. 19 Sept., 1866. 249. Georoe Moulton, twin, b, 21 Aug., 1866; d. 24 Sept., 1866. 250. Hattie Evelyn, b. 30 Sept., 1867. 251. Benjamin Dodge, b. 25 Nov., 1868; d. 20 Aug., 1869. 252. Fbedbriok Leigh, b. 25 July, 1874. He is a dealer in wines and liquors. He m. 24 Sept., 1892, Emma Frances Osborne (19) of Newbury, dau. of Thomas and Adeline Louisa (Rogers). Had: Hattie Howe, b. 7 and d. 8 Aug., 1893. • 211. Asa Frederick Howe, born in Rowley, 31 Jan., 1845 ; married 19 Aug., 1876, Emma Mahala Per- ley, born 6 Aug., 1857, in Harrison, Me. For an ex- tended account and portraits %ee " The Perley Family History and Genealogy." At his own request he was retired, by Governor Guild, in 1907, from State servictJ. He has since served on important committees and boards of trustees. Children : — 253. Josephine Eldred, b. 2 Aug., 1879, in Lincoln, Neb., stenog- rapher and nurse; m. 20 June, 1906, Leroy H. Clough, con- tractor and builder of Bradford, Mass. Had : Leroy Her- bert, Jr., and Fred Earle. 254. Alios Marjorie, b. 19 Sept., 1887; clerk in bank. 214. Elijah Howe, born in Dedham, 27 Sept., 1828. At Amherst he was A. B. in 1849 and A. M. in 1852. He taught High schools in South Hadley, South Wilbra- ham, East Douglas. After 1880 he was secretary of the Norfolk and Dedham Mutual Fire Insurance Company, Dedham. He married 4 Jan., 1857, Julia Ann, daughter of Oliver and Persis Gibson (Forbush) Hunt. 68 ABRAHAM HOWE Child:— 265. Oliver Hunt, of Cohasset, b. 29 May, 1860 ; M. D., Harvard, 1886; was house surgeon and assistant superintendent, hos- pital, Boston medical examiner, and member Mass. Medi- cal Society; m. 26 Nov., 1889, Martha Dresser Paul, b. Ded- ham, 1865, to Ebenezer and Sarah Dresser Paul, a descend- ant of Richard Paul who settled in Taunton, 1637. 221. George Howe, born in Columbia, S. C, 29 Jan., 1848, where he died 20 April, 1895 ; was a practicing physician and surgeon. He married 1 Jan., 1874, Annie Josephine Wilson, a sister to the President, Woodrow Wilson, born in Hampden Sidney, Va., 8 Sept., 1854, to Joseph Ruggles, D. D., and Jessie (Woodrow) Wilson.^ She died 16 Sept., 1916, in New London, Ct. Children : — 256. Joseph Wii-son, b. 9 Dec, 1874; general freight agent, Rich- mond. War called him to Washington as Assistant Com- missioner of the Tidewater Coal Exchange. 257. George, b. 3 Oct., 1876; Professor of Latin in University of North Carolina. He m. 27 Oct., 1902, in Columbia, Marga* ret Smyth Flinn, b. 30 Mar., 1878, in Charleston, S. C, to John William and Jane Adger (Smyth) Flinn. No children. 258. Jessie Woodrow, b. 30 Oct., 1878; d. 30 Jan., 1884. 259. Annie, b. 31 Mar., 1891; m. Frank E. Comptou of Glencoe 111., publisher in Chicago. 222. George Howe, b. 24 May, 1842 ; married 26 Sept., 1871, in Waterville, Me., Harriet E. Tozier, born 30 June, 1843, to Bryant and Winnie Ann (Pushaw) Tozier, of Waterville, and died in Lexington, Mass., 3 Feb., 1918 ; served in the U. S. Navy, 1861-1865, and died in Somerville, 9 Dec, 1881. Children : — 260. George Edward, b. 22 Feb., 1873; m. 18 Dec, 1905, Alinda Jennings of Chicago. Their home is Elkhart, Ind. His business is milling. No children. 'Joseph Ruggles Wilson, D. D., a Presbyterian clergyman, was some years Professor in the Presbyterian College, Clarksville, Tenn., and Clerk of the General Assembly of the Southern Presbyterian Church. Miss Jessie Woodrow was born in Carlisle, Eng. ; her father was a Congregational clergyman. The Wilson children were : Marion Woodrow (d. before 1916), Annie Josephine (d. 1916), Woodrow (the President), and Joseph Ruggles, Jr., an officer in the U. S. Bonding and Guaranty Company, Baltimore, Md. AND SOME OF HIS DESCENDANTS 69 261. Abthub BBTANT.b. in Walthatn, 16 Dec, 1874; an acconntant; m. in Somerville, 17 Oct., 1900, Maria Louisa Gooding of Somerville. Their home till 1908 in Lexington. Had : (1) Isabel, b. 4 Aug., 1906; (2) Elizabeth, b. 23 May, 1908. 262. William Stowkll, b. 30 Jan., 1879, in Somerville; m. in Brad- ford, 26 June, 1907, Eva Salome Kammer of that place. Their three children died in infancy. He is treasurer of a manufacturing eompany in Hinsdale, their home. 247. Elmer Eddie Howe, born 19 Jan., 1865, in Rowley ; is a wholesale milk dealer in Ipswich. He mar- ried, 16 Oct., 1902, Nellie Elizabeth Wade, born 25 Dec., 1882, Rockland, Mass., to George Oilman and Rachel Agnes Wade. Children : — 263. Geobgb Elmbb, b. 4 Feb., 1905. 264. Ralph Oilman, b. 13 Mar., 1908; d. 13 July, 1910. 265. Mybon Donald, b. 18 Dec, 1909. 286. Olive Agnes, b. 9 Oct., 1913. DOCUMENTS RELATING TO MARBLEHEAD, MASS. (^Continued from Volume LV, page 234-^ Province of the Massachusetts Bay To His Excellency the Governour, Council, and Repre- sentatives convened in Generall Assembly the 15th of October, 1702. The Humble Petition of the Town of Marblehead. Humbly Sheweth That Whereas By several Acts of Assembly made in this Province their is to be Paid By the Master of Every Ship or Other Vessell above twelve Tunns coming into Any Port or Ports of this Province to trade or Traffick the Major Part of the owners whereof are not Belonging to this Province Every such ship or Vessell Doe Pay the Summ of 12 penny per Tunn or one pound of Good and New Gun powder for every Tunn such shipp or Vessell is in Burthen to Be Employed for the Supply of His Majesty's Castle and Fort Within this Province . . . and Whereas all along till Within this Last Year or there- abouts all the Powder Money that was from Time to time Collected at Salem and at Marblehead by Virtue of that Act Was Remitted to Boston for the supply of her Maj- esty's Castle and forts there . . . And Whereas the Town of Salem have lately obtained a Grant of all the Powder Money that shall arise or Become Due from any Ships or Vessels that Come In as well to Marblehead as to Salem, and Apply the same wholly and onely to the Use of said Towne, . . . And Whereas there is a Fortification at Marblehead Very Important to this Province, the neces- sary and ordinary Charge whereof is Very Considerable, and which also is upon all occasions, obliged to Expend their store of Powder and other Ammunition, . . . The (70) DOCUMEKTS RELATING TO MARBLEHEAD, MASS. 71 Town of Marblehead Dos therefore Most Humbly Pray the favour of this Great and Generall Assembly, that It might be, all the Powder Money that for the future shall become Due and be Collected at Marblehead may Be ap- plied to the Use of Her Majestie's Fort in said Town And Your Petitioners as in Duty Bound Shall Ever Pray Edward Brattle Representative for Marblehead, in the Name of said Town 21st October, 1702, Read a 1st time in the house of Representatives. 22 Read a 2d time, 29, Read a 3d time. Ordered — That all the Powdermoney that for the future shall become due and be Collected at Marblehead be Ap- plyed to the Use of Her Majesty's Fort in the said Town. Sent up for Concurrance. James Converse Speaker In Council November 2d, 1702, Read and concurred with And Ordered that the Captaine of the Fort there for the time being be the Collector of said duty. Isaac Addington Secretary [Left margin] Said Amendment Concurred 2 Novem- ber 1702. Mass. Archives, vol. 70, pp. 581-2. Ordered That the Collector of the Impost at Salem be required with great exactness to receive the powder Duty at Salem and Marblehead & that the Captains of the forts to prevent any escape and that the said officer do quar- terly give unto the Comissary Generalls office an account of the weight that the Governour may ( ) make the Necessary supplyes for the forts in both those places January 3d 1704 In Council Voted Isaac Addington Secretary Sent down for Concurrence Jan. 4th, 1704 : Concurred James Converse Speaker Mass. Archives, vol. 62, p. 1^90. 72 DOCUMENTS RELATING TO MARBLEHEAD, MASS. Copy, by Stephen Sewall, Clerk, of a Writ issued by Mm 7 Sept. 1704, to the Sheriff and others of Essex against CoUonel John Legg, Captain Nathaniel Norden, Esquires, Michael Bowden, Samuell Read, James Dennis, Joseph Dolliver Senior, Mary Waters widow, William Hines, Thomas Pitman, Thomas Dodd Senior, Elias For- tune, Nathaniell Walton, Robert Bartlett, John Norman, William Woods, John Palmer, Edward Homan Senior, Captain John Browne, Sarah Martin widow, Abigail Mer- ritt widow, Nicholas Merritt Senior, Mark HascoU and John Codner all of Marblehead and Benjamin Ireson and John Riddan both of Lynn and John Homes of Salem, . . . the present occupants and tenants in possession of a Certaine Farme Knowne by the name of Plaine Farme in the Township of Marblehead aforesaid to the value of Forty pounds . . . returnable at Common Pleas, New- bury, last Tuesday in September to answer Erasmus James of Marblehead only son and surviving heir of Erasmus James late of Marblehead for trespass etc. of five acres or thereabouts of land according to proportion right of 30s. purchase in the Plain Farme containing by estimacion about 400 acres in tennure and occupation of defendants, " Bounded Northerly with the Marsh late of Richard Rowland and Thomas Pitman, Northwesterly with the Coy Pond and land late of George Darling, Southwesterly with the Lands of John Blaney and John Redding, South- easterly with the Sea, Northeasterly with Devorixes farme and the Ten acre Lots (so called) which said farme or Tract of Land was purchased of Captain William Hath- orne late of Salem deceased by Severall of the Inhab- itants of Marblehead aforesaid who were called the pur- chasers of said farme among the number of which said Purchasers the said Erasmus James deceased was one who purchased to the value of thirty shillings and was accord- ingly seized of a proportionable Right and Interest of his thirty shillings purchase in said farme which the said Erasmus James deceased died seized thereof in fee and now the same belongs of Right to the Petitioner . . . yet . . . tho thereto often requested the possession of said five acres or thereabouts . . . have hitherto refused and DOCUMENTS RELATING TO MARBLEHEAD, MASS. IS do still refuse to render the same . . . witness Nathaniel Saltonstall Esquire at Salem this 7th Day of September . . . 1704. Stephen Sewall Cleric. Attached the land and left a summons with Captain John Browne of Marblehead Clark of the within tenants in possession etc. Marblehead 12 September 1704. William Gedney Sheriffe Mass. Arohives, vol. 40, pp. 825-6. Essex ss At an Inferior Court of Pleas holden at Newbury September the 26 1 704 Erasmus James plaintiff versus Collonel John Legg and other Occupants of the Plaine farme in Marblehead. There being but Eleven of the Defendants that appeared who refusing to respond the action for the fifteen De- fendants absent aud being legally called made default. The Courts Judgement is that the plaintiff receive five acres of land according to writ and costs, bill costs taxt is £3-8-6. The Eleven Defendants appearing Crave an appeale. Execucion granted March 9, 1704. Copia Vera Attest Stephen Sewall Cleric. Mass. Archives^ vol. Jfi^ p. 8S%. Copy of Execution, issued 9 Mar. 1704/5, by Stephen Sewall Cleric ; returnable last Tuesday of March, to Na- thaniel Saltonstall Esquire at Salem ; Inferior Court, Newbury, September last, for recovery of land sued for and costs £3-8-6, against Coll. John Legg and others, in favor of Erasmus James of Marblehead. Return : — Extended on 6 acres and 1/4 and 1/16 in Marblehead, Plaine farme, bounded on the Northwest the highway the old high way on the Southwest with William Woods on the Southeast with the Sea on the Northeast with Robert Bartlett and given the same by turffe and twigg to Erasmus James in full satisfaction, 15 March, 1704/5. William Gedney Sheriffe Mass. Archives, vol. Ifi, pp. 827-830. 74 DOCCTMBNTS RELATING TO MARBLEHEAD, MASS. Petition to Governour, etc. Joseph Dudley, by Robert Bartlett of Maiblehead, shoreman, September 4, 1705, as to writ of trespass etc. bearing date 7 September, 1704, on complaint of Erasmus James of Marblehead against Petitioner and 25 other defendants to be heard at Com- mon Pleas, Newbury, September last ; Petitioner and rest had no legal notice, but with 10 others happened by acci- dent to be present when same was called and endeavoured to defend themselves but were not allowed so to do, and the Court enterred Judgement against us by default for land sued for and costs taxt at X 3-8-6, execution was granted March 9, 1704 and levied by the Sheriff of Essex on land purchased legally and quietly held for more than 20 years. Craves that his Excellency and Council and this Honourable Assembly grant redress. In the House of Representatives, Sept. 7, 1706, read. October 25, 1705, Read and ordered that a Hearing be granted before this Court on Wednesday next and the parties concerned notified accordingly. Sent up for Con- currance, Thomas Oakes, Speaker. 31 Oct. 1705, In Council, Read and ordered that Eras- mus James the adverse party be served with a Copy of this Petition and shew cause, if any he have, on Wednes- day the Seventh of November next, why the Petitioner should not have remedy provided as is prayed. Isaac Addington Secretary. Mats. Archives^ vol. 40, p. 833. Copy of above, endorsed, — A true Copie of this above- said petition and the Councell's order thereon was Deliv- ered to Erasmus James this 5th of November 1705, and was notified to attend his duty according to order per me Samuel Nickleson Constable Marblehead. Mass. Archives, vol. Ifi, p. 822-3. 9 November, 1705, In Council Upon Consideration of the Petitioner of Robert Bart- let, And haveing heard both party's, why remedy should not be provided for him Resolved DOCTJMKNTS RELATING TO MARBLEHEAD, MASS. 75 That the persons appearing at Newbuiy Court to an- swer Erasmus James's Action, though a minor part of Twenty-six ought to have been received as Defendants and accordingly heard. That the persons appearing ought upon their challenge of an Appeale to have been admitted thereto. That the Judgement given in the case by de- fault is vitious and that by an Act of this General As- sembly the said Judgement and Execution thereon ought to be dissolve. And that Bartlet be restored to his Land, and James to his right at law to proceed against any or all the persons named in his writt now shewin in Court Sent down for concnrrance Isaac Addington Secretary In the House of Representatives November 9, 1705 : Read and Concurr'd Thomas Oakes Speaker. Mass. Archives, vol. Jfi, p, 819. [Nov. 17, 1705.] Answer of Erasmus James of Marblehead, ship car- penter, to petition of Robert Bartlett, addressed to Joseph Dudley, Esquire, Governour etc. Whereas Bartlett has petitioned etc. which was acted upon by Council, with order of notice etc. which was never served untill the 5th of this instant November in the evening, your Petitioner being totally ignorant of etc. but in obedience thereof he timely appears and prays that a days time spent in travel from Marblehead was not suffi- cient to prepare his answer, copy records of Town and Proprietors Clerks, etc., but in answer to No. 1 due notice was served on the Proprietors Clerk, which was lawfull etc., trouble was caused by their obstinacy. No. 2 Land taken was not from Bartlett's particular land but that Common and undivided of the Proprietors. Mass. Archives^ vol. Jfi^ p. 834. Capt. Andrew Belcher honered Sir Whereas In August last I had a Small fishing ketch called the Dove whereof Nicholas Meriott was mastar taken by Capt. Crapo into Port Royall & when Mr. Louis Allin was here last winter I agreed with him that if he 76 DOCUMENTS RELATING TO MARBLEHEAD, MASS. could procner & deliver my said ketch at Port Royall in Condition she was in when taken (the fish & sallt then in her only excepted) unto the said Nicholas Meriott on my behafe & for my use & also that the men belonging to her namely Nichols Meriott, Joseph Ashton, Thomas Pouls & Henery [?], should be at liberty to come home with said ketch together with a safe passeporte from the gov- ernor of Port Royall to save & keep harmeless the said ketch & men from any hindrance molestation or damage from any french or Indians they might met withall in their returne to Marblehead & said ketch to Return with the Rest of the vessels that was then agreed for with said Allen ; then I am to pay him seaventy pounds monys at fiveteen peny wait upon the Masters Receipt Returned to me ; I then suposing that shee would come home last fall but the said Louis Allin haveing not compyed [sic] with that Agreement I doe now Request that you please to give such order to Capt. Rouse or such other person as may be imployed to goo to Port Royall to bring said ketch with her appurtenances on as Resonable tarms as may be & to procure liberty for the said Master & men to come home with said Katch & a passporte from the governor as aforesaid provided the whole cost doth not amount to more than sixty pond monys at fiveteen peny waite & allso if it maybe that the passport continue for six months & allso I Desire you will pleas to order a Sup- ply of provishons for the men to bring her home all which shall be thankfully acknoleged & Repaird againe by me who am Sir Your humble servant, Nathaniell Norden Boston April the 10th 1706. [Backed] To Capt. Andrew Belcher Esq. Merchant In Boston Mags. Archives^ vol. 63 ^ p. 5. Summary. Apr. 26, 1706. Joseph Dudley Esq. Captain General . . . Massachu- setts Bay and New Hampshire . . . and Vice Admiral of the same, on application by Capt. John Turner, licensed DOCUMENTS RELATING TO MARBLEHEAD, MASS. 77 &c Win. Rouse Commander of Sloop Anne with 6 men to sail to Port Royal for redemption of Sloops and men &c. Signed and my " Seal at Armes " affixed. J. Dudley. By his Excellency's Command. Isaac Addington Secretary. Mass. Archives, vol. 63, p. 4- Petition of Erasmus James, Marblehead, shipwright, to Joseph Dudley, Esquire, Governour etc., May 29, 1706, Whereas on Petition of Robert Bartlet, September 1705, on October 31, 1705, by Council a hearing was set for November 7, 1705, received by Petitioner one day before, was given as reason for his asking more time at hearing etc. Board was not pleased to grant same and on No- vember 9, in General Assembly a quick Resolve was made in favor of Bartlet, desolving the Judgement and Execu- tion of tjie Inferior Court by which your Petitioner was in possession etc., and Bartlet put in possession without a full hearing by the Assembly or a Trial at Common Law Courts which were open for the Review of same, and such construction has been put on same as to en- courage Bartlett (who indeed never had nor shewed any right to the said Land) to sew your Petitioner for tres- pass of his Servants for carrying away the hay etc. from the same while it was actually in his possession, before the Judgement had been nullified, Prays the General Court's consideration of same, for instructions, as may Barr said Bartlet's Litigious Suit now pending in Inferior Court and others threatened by him. In the House of Representatives, June 7, 1706, Read, In answer to the Petition ... to prevent multiplying of Lawsuits . . . Ordered Mr. Samuel Balch, Mr. John Poole and Capt. William Goodhue be a Committee to consider whether Petitioner did Bartlet any damage etc. while it was in his possession, if so adjust same, which barrs said Bartlett forever, and any suit now pending be- fore Justice Hathoi-ne is hereby annulled and made void. Sent up for Concurrance. Thomas Oakes Speaker. 11 June 1706, In Council. Not agreed with Repre- sentatives, Ordered That the Petitioner be in peace, and 78 DOCUMENTS RELATING TO MARBLEHEAD, MASS. not liable to any Action for Trespass alleged to be done upon the Land within-iuentioned by petitioner before the Act passed by this Court for restoring the land to Bart- lett, unless it be made to appeare to have been done Ma- liciously. Isaac Addington Secretary. Sent down for concurrance. In the House of Representatives June 21, 1706, Read and Passed a Concurrence Thomas Oakes Speaker. Mass. Archives, vol. JpO, pp. 834-0. The Declaration of John Curtiss Senior of Marblehead. Sometime about the Middle of March I was shipped By Archibald Ferguson of Marblehead, on board the sloop Flying Horse, and therein to go as far as Little Canso Harbor There to meet with a Vessell, and then to return to Boston The first Place we arrived at after we sailed from Boston was Monhegon, the 2d Pugnico, with- in the Bay of Funde, where came on Board us severall French and Indians to whom we sold sundry Goods per- ticularly [ ?] 3dly To the Passage, where we traded likewise, 4thly to Lahave where we saw nobody. But a smoke after wee were come out, 5 To Margarets Bay, where we saw none 6 from thence to white head wherq we saw nobody, from thence to Little Canso, our Designed Port, where soon after we came to Anchor we saw 2 Ca- nows of Indians, which soon came on Board us, and By one of the Indians, Captain Veach sent a letter to Jedore and had an Answer By the same in eleven Days. The whole time that we were here was about 20 Days and we traded with the aforesaid Indians, From thence we sailed through the Gutt of Canso, with the Indians for Pilots, Bound for the Island of Madland [Magdalen] to meet with the Vessell wee expected. In the Gutt of Canso we saw a small French Bark which we thought had been the expected Vessell and therefore gave them chase and when we came up with them we sent over our two Indians on Board with a Letter who answered that they were loaded with Coal bound for Placentia, with whom we traded nothing only one Gun Captain Veach bought for tobacco, DOCUMENTS RELATING TO MABBLEHEAD, MASS. 79 and so we left then Endeavouring to make the Isle of Madland but could not find it, therefore we returned to Little Canso where we took in our two Indians again, and designed homeward, we put in at Island Harbour where severall Indians came on board us, with whom we traded with sundry goods. From hence we sailed with one of our former Indians and a Sagamore which we took in here, the next harbour we put into we saw nobody, But the next'being C Harbour we saw sundry Indians with whom we traded [?] we left one of our Indians, but kept the Sagamore till we ca[me] to Jedore, that be- ing the next port where with sundry Goods we traded with a French man From hence we sailed to Margarets Bay where we saw severall Indians with whom we traded, and by whome Captain Veach sent a letter to Malagash to meet us at Lehave where we came and tarryed about two Glasses seeing nobody. By the Impatience and Insti- gation of the Company we came to sail and so came to Cape Ann where we put on Board a sloop (the Master Isaac Row) the Goods that we traded for some in cask and some in [?] Captain Veach, Biitterfield and the Boy went up in said sloop to Boston. And he farther Declared that Captain Veach Desired me to keep all the transa[ct]ions of the voige secret, farther saith not. John Curtiss his mark Marblehead June 14, 1706. Essex ss. Marblehead, June 14, 1706. The within mentioned John Curtiss appeared before me the Subscriber one of her Majesties Justices of the Peace for said Countey and attested the within written Declara- tion is the truth the whole truth and nothing but the truth John Legg J ustis Pecis Curtiss further saith, That they Traded Cloth and Duck Shott in most of the Harbours they were at, which was delivered by Captain Vetch and Butterfield 16th August 1706 In General Court Jurat Curtiss in Captain Vetch's Tryal Attestor Isaac Addington Secretary. 80 DOCUMENTS BELATING TO MARBLEHBAD, MASS. [Backed] To Mr. Thomas Oakes Speaker of the House of Representatives la Boston. Mass. Archives, vol. 63, p. 15. Note. Bill of Lading, Archibald Ferguson master, who with his crew, thought he was bound to Little Canso. Mass. Archives, vol. 63, p. 39. Witnesses include Nicholas Merrit, Henry Darling, John Curtisse, Archibald Ferguson, Mathew Pymar, Wil- liam Blackler, Michael Coomes, Mark Hascoll, Joseph Maudesly, John Collins, Charles Green, Peter Potto, Abra- ham Miller and John Tucker. Mass. Archives, vol. 63, p. 65. (JPo he continued) to CAPTAIN RICHARD STACEY, 1732- 1792 From a portrait painted in London in I 775 HISTORICAL COLLECTIONS OF THE ESSEX INSTITUTE Vol. LVI April, 1920 No. 2 CAPTAIN RICHARD STACEY OF MARBLEHEAD. MASTER MARINER AND MERCHANT OF THE REVOLUTION. BY HARRIET SILVESTER TAPLEY. The complete history of the maritime life of Marble- head, with sketches of the men who contributed to its greatness, is yet to be written. Of all the old families of that town, none has been more closely identified from the very beginning of the settlement with the seafaring life than the family of Stacey. In the fisheries, in commerce, as ship owners, merchants, master mariners, fishermen and seamen, in war and in peace, members of this family have taken a most active part in the shipping life of the ancient sea-coast town. Richard Stacey was one of those who figured conspicuously before and during the Revolution- ary period. The portrait which accompanies this sketch was painted in 1773 by a noted artist in London, and has recently come into possession of the writer, it having been discovered in a state of extreme dilapidation in a western city and restored by Isaac H. Caliga. Capt. Richard Stacey was the son of Capt. John and Hannah (Skinner) Stacey, and was baptized at the Second Congregational Church in Marblehead Feb. 20, 1732. He was descended on his father's side from the emigrant John Stacey, who was in Marblehead as early as 1639, as well as from the Pedricks, Sandins, Woods and Peaches, all very early settlers of that town. Captain Stacey com- (81) 82 CAPTAIN RICHARD STAGEY OF MARBLEHEAD menced early to follow the sea, as did the generation be- fore him. He was married, July 12, 1759, by the Rev. Peter Bours of St. Michael's Church, to Penelope Haz- ard, daughter of Deputy Governor George and Sarah (Carder) Hazard of Newport, R. I., and granddaughter of Governor Benedict Arnold, both distinguished Rhode Island famihes. Penelope Hazard was a sister of Abi- gail, wife of Rev. Peter Bours, and she died, April 29, 1764, at the age of thirty-one years. She was buried in Michael's churchyard, where the gravestone may be seen today. Nearby is the grave of Rev. Peter Bours, who died suddenly, Feb. 24, 1762, and of whose will Captain Stacey was a witness three days before. Two children were born to Richard and Penelope (Hazard) Stacey, both being baptized at St, Michael's Church, Hannah, Aug. 17, 1760, and Richard, April 1, 1764. October 31, 1765, Captain Stacey married, second, Rebecca Miillett, daughter of Elias and Rebecca (Pearce) Mullett, of French Huguenot descent. She was baptized at the Second Congregational Church, August 25, 1745, and was descended in the fifth generation from the Pearces and Browns who had grants atPemaquid, Maine, as early as 1621. By this union there were born : Rich- ard, baptized at St. Michael's Jan. 31, 1768; Rebecca, baptized at St. Michael's May 6, 1770 ; George, born about 1774 ; died at Marblehead, July 21, 1806 ; Lucretia Bourne, born at Andover Sept. 22, 1778, baptized at St. Peter's, Salem, and died at Andover, April 22, 1781, the stone still standing in the South Parish cemetery ; Sally, born at Andover, May 19, 1780, the famous dark day; Nathaniel, born at Marblehead, Jan., 1786, and died Aug. 12, 1808, at the home of his brother-in-law, Joshua Sil- vester, in Andover; two children, Nathaniel and John, died in infancy. May 18, 1767, soon after marriage, he bought the es- tate of his wife's grandparents, John and Elizabeth Pearce, where he ever afterward made his home. This house is still standing on Washington street, opposite Pleasant street, and is now owned by heirs of Mrs. Mary Silver, the original outlines being lost in the countless alterations and improvements of the past century. A few CAPTAIN RICHARD STAGEY OF MARBLEHEAD 8^ months after this purchase, Dec. 1*7, 1767, he came into possession of the estate of his father, Capt. John Stacy, on Washington street, which he sold to Joseph Northey Oct. 8, 1768. This house became subsequently the birth- place of Joseph Story, Associate Justice of the United States Supreme Court. Capt. Richard Stacey made his first voyage as comman- der of a vessel in 1756, when he was the registered cajv tain of the schooner " Pembroke," 66 tons, from Marble- head to Philadelphia. He was then twenty-four years of age, but had seen much service with his father, who in the " Neptune " and " Industry," from 1759 to 1761, had made frequent voyages to and from Lisbon and Bil- boa. From this time he became one of the leading mer- chants of Marblehead when that town was second only to Boston as a commercial centre. In the same year he also made a voyage to Spain and Portugal. In 1757 he was in command of the brig "Benjamin," 94 tons, to St. Kitts and St. Martin's in the West Indies ; from 1758 to 1760 he was captain of the Snow " Port Pacquet," 91 tons, od several voyages to Lisbon and the West Indies; in 1761,. '62 and '63 he made trips to St. Kitt's, St. Martin's and Barbadoes, with the brig " Benjamin," returning withr cargoes of rum, molasses and salt consigned to Stacey & Glover, Jacob Fowle, and others; in 1764 he commanded the schooner " Newbury," 60 tons, in voyages to St. Kitts and Anguilla ; in 1765 he commanded the schooner " Dreadnaught," 80 tons, to St. Christopher, Bilbao and Cadiz, Captain Stacey unfortunately signed the famous address to Governor Hutchinson pledging loyalty to England, and then sailed on a long voyage. During his absence the liberty party grew in numbers and enthusiasm, and upon his return he was asked to state his position, which he did in the following letter, which appeared in the Usses: Crazette : — The Subscriber having just returned to the Province after a long- absence, and finding an Address which he signed to the late Gov- erHor Hutchinson has given great Uneasiness to the Public, and that the said Mr. Hutchinson is generally viewed as an Enemy to- 84 CAPTAIN RICHARD STAGEY OF MARBLEHEAD America, begs Leave to assure the Publick that he had no intention of injuring his country, or of offending it by supporting any one unfriendly to its cause — And he now renounces the Address in every Part, and declares his Readiness to assist in defending the Rights and Liberties of America, hoping that he shall still continue te enjoy the wonted Esteem of his respected Friends and Country- men. RiOHABD StAOKY. Marblehead, 20th January, 1774. Although early affiliated with St. Michael's Church, like many of the most prominent communicants he re- mained a staunch patriot during the Revolution and gave of his time and money to further the interests of the Col- onists. Feb. 19, 1779, he was appointed on a committee to " wait on persons in regard to assessments for addi- tional bounty for those who enlist." The committee con- sisted of Jonathan Glover, Col. Azor Orne, Capt. Joshua Orne, Capt. Samuel Pote, Capt, Samuel Hooper, Capt. Thomas Peach, Capt. John Selman, John Gerry, Thomas Gerry, Esq., Capt. Richard Stacey, Capt. Robert Hooper, Capt. John Grush and Deacon William Dolliber. On the same date he was also one of a committee of seven appointed to see that " the price act be carried into exe- cution." March 24, 1777, he was a member of the Com- mittee of Inspection and Safety. On the 21st of the fol- lowing April he was chairman of a committee appointed by the town to provide physicians and medicines to carry on the work of inoculation for the small pox, an epidemic which greatly added to the hardship of Marblehead fami- lies, the other members being Capt. Samuel Hooper, Rob- ert Hooper, jr., Capt. John Merritt, Capt. John Russell, Capt. John Stevens, Capt. Samuel Gale, Valentine Ted- der, and Capt. William Hooper. At about this time Captain St-acey purchased a large farm in Andover, to which place he removed his family as a place of safety during the Revolution, as did several other merchants and patriots, notably Jeremiah Lee and Samuel Sewall of Marblehead and John Dyson of Bever- ly. While attacks by water were daily expected, these inland estates served as temporary abiding places. May CAPTAIN RICHARD STACEY OF MARBLEHEAD 85 22, 1777, Capt. Richard Stacey, gentleman, bought of Obadiah Foster of Andover a farm of 74 acres on the Billerica road near Nehemiah Abbott's tavern. In the advertisement of the sale of this farm after the Revolu- tion, the Salem Gazette of Jan. 8, 1784, states that it was situated "about 1 & 1-2 miles from the Rev. Mr. French's meeting house, well wooded and watered and fenced with stone wall, has on it two good houses and a large good barn and many other conveniences, with a good garden. This farm was formerly Capt. John Foster's, is well situ- ated for a tavern or any other trade, and has as good til- lage land as any in Andover. The farthest part of said farm is not more than one half mile from the dwelling house, which makes it very convenient. One may stand at the door and see all the business going on in most part of the farm." May 19, 1777, three days before Captain Stacey pur- chased this farm, he was elected one of the Representa- tives to the General Court from Marblehead, with Capt. Joshua Orne, Col. Jonathan Glover and Col. Azor Orne. F'rom 1778 to 1782 he was taxed in the South parish of Andover. He returned to Marblehead in 1783, and was chosen one of the selectmen, the other members of the board being Dea. Samuel Gatchell, Capt. William Hooper, Capt. William Blackler, Dea. Stephen Phillips, Capt. N. Lindsey, and Samuel Waite. He also served as fireward from 1777 until late in life, the board being composed of twelve leading men of the town. A notable town meet- ing was held April 24, 1783, with Gen. John Glover as moderator, when Captain Stacey was appointed on a com- mittee to draw up resolutions to prevent the return of the refugees to town, his associates being Hon. Elbridgo Gerry, later Governor of Massachusetts and Vice Presi- dent of the United States, Thomas Gerry, Esq., Hon. Joshua Orne, Col. Jonathan Glover, Edward Fettyplace, Esq., and Richard Harris. During the Revolution and the period which immediately preceded it, Captain Stacey appears from the tax lists to have been most successful as a merchant and one of the wealthy men in a town noted for its commercial activity. According to the " Couti- ^6 CAPTAIN RICHARD STACBY OF MAEBLEHEAD nental Book of Names" at Abbott Hall, in 1779, Mar- iblehead had a population of 4,777, with 73 blocks, 422 blouses, 172 barns, 40 shops and 19 warehouses. Captain Stacey had a negro named " Jacob " in his family in 1784. ;He was the owner of several fishing schooners in 1783 and 1784. Captain Stacey's connection with St. Michael's Church was of long duration. In 1784 he was elected a vestry- man, and in the following year there were associated with 'him, Woodward Abraham, lay reader, Capt. Israel Foster, Capt. Samuel Hooper, Samuel Sewall, Esq., Chief Justice of the Supreme Court of Massachusetts, Capt. William Andrews, Capt. Joseph Lee, Capt. Joseph Hinckley, and Capt. Thomas Procter. Meetings of the proprietors of the church were upon occasion held at Captain Stacey's house, which was near. March 31, 1788, a vote of thanks -was tendered Captains Edward Bowen and Richard Stacey for their services as wardens. At this time Capt. John Knight, Capt. Joshua Orne, Col. Marston Watson, Thomas Lewis and Dr. Luke Drury were associated with him on the vestry. He owned the pew numbered 2 in the church. To Captain Stacey, as to many others, the period fol- lowing the Revolution brought financial distress and his property became involved to an alarming degree. The merchants of Marblehead sought strenuously to restore the prosperity which the town enjoyed before the war by iitting out ships for foreign ports, but her greatness as a ■commercial port was gone forever, and the resort to fish- eries was the onl}'^ alternative. Captain Stacey died April ■5, 1792, at the age of sixty years, and was buried in the Second Church cemetery, now the Unitarian. He was Attended in his last illness by Dr. Elisha Story, the dis- tinguished physician and surgeon. Administration was granted to his widow, Rebecca, and the inventory which was returned by her, Nov. 29, 1794, showed that he was -possessed of a mahogany desk and bookcase, a maple •desk and bookcase, six walnut chairs, a tea stand, an old .mahogany table, five looking glasses, a mahogany card table, a marble slab (which was appraised higher than any other item except the desk and the plate), eight Windsor CAPTAIN RICHARD STACBY OF MARBLEHEAD 87 ■chairs, eight pictures, glass, china and plate, shovel and tongs, tea tray, delph ware, brass candlesticks, and- irons, a large easy chair and a small one, a round chair, toilet table, and a pair of walnut case drawers. Of Cap- tain Stacey's children, Hannah married Edwin Gardner, Rebecca married David Silvester, and Sally married Joshua Silvester, both sons of David Silvester, Esq., a prominent ship-owner and merchant of Pownalborough, now Wis- casset, Maine, who had sent his sons to the Marblehead Academy to be educated. The other children died in in- fancy or unmarried. There are numerous descendants of -Captain Stacey in all parts of the United States. JOURNAL OF DOCTOR SAMUEL HOLTEN While in the Continental Congress, May, 1778, TO August, 1780. ( Continued from Vol. L VI, Page 32.') Jan. 1, 1780. The Hon. M' Forbes^ supped with us. 3. Rec'd a letter from y® hon. M' Adams and the hon. M' Palmer. The Virginia troops marched thro' this city to South Carolina. 6. It is said some of the enemies vessels are ashore in the Jerseys. 6. I wrote to M' Adams. 8. We have accounts that y® army is in great want of provisions. 10. I dined with the Minister of France, M' President Reed & a number of members of Congress dined there. 12. The enemy is in great want of supplies. 14. I visited the President's lady, she is sick with the small Pox. 16. Congress agreed upon a number of resolutions for establishing a Court of Appeals, of members out of Congress. 18. I dined with the Minister of France. Three years this day since the decease of my hon^ Father. 19. Yesterday M'^ Searle cained the Sec'y of Congress & the Sec'y returned the same salute. 22. Baron Stuben came here to board. M' Wythe,* M' Holman & M' Judges of Appeals. ^James Forbes, delegate from Maryland. 'George Wythe (1728-1806) of Virginia, a "Signer "and wealthy- slave owner. (88) JOURNAL OF DOCTOR SAMUEL HOLTEN 89 25. Samuel Osgood ,i Esq' arrived here from Boston, charged with business from the Court. Received a letter from Colo. Hutchinson. 26. Rec'd a letter from Jona*** Webster, Esq'. M' Osgood dined with us. 29. I dined with Colo. Pickering. Feb. 1. I dined with the President. 2. D' Brown, the chief Physician & Surgeon of the army, Spent y® evening with me. 4. The medical committee met in my chamber. 5. M' Livermore^ arrived here from New Hampshire. 7. Rec'd a letter from M' Ketteil. Congress received letters from Gen. Lincoln. 8. 1 dined with the Minister. Wrote to Colo. Enoch Putnam. 9. Congress agreed to resolutions for filling up the army. 10. I dined with the Honorable R. Morris, Esq'. 12. Maj. Osgood set out for Boston. I wrote to Colo. Hutchinson, M' Freeman, M' Webster. Congress rec'd a letter from M' Jay. 14. I wrote to the President of the Council of Mas- sachusetts p' Post & to the Hon. J. Palmer, Esq' by M' Cranch. 16. The Hon. the Medical com* met in my chamber. 17. Colo. Baldwin^ of Mass^ Bay dined with me. 18. I wrote to the Reverend M' Smith of Middleton. 19. We had an account from Gen. Washington re- specting some damage done by the enemy at White Plains. 20. I attended public worship in the afternoon at Doct' Ewins. I was invited to the funeral of the Lady of Hon. M' Paca, But being indisposed I did not attend. 21. Doct' Sheal dined with us. 22. I dined with the minister. I wrote to the hon^^® Jere Powell, Esq'. 'Col. Samuel Osgood of Andover, Mass., merchant, officer in the army, afterwards United States Postmaster General and Naval Officer of the Port of New York. 2SamueLLivermore (1732-1803), Judge of the Superior Court of New Hampshire, and United States Senator. »Col. Loammi Baldwin (1745-1807), of Woburn, member of the General Court. 90 JOURNAL OF DOCTOR SAMUEL HOLTEN 23. The Hon. the medical com* met in my chamber. 24. Congress sit late upon very important matters. I wrote to y* council of Massachusetts. 25. Congress called upon the States for large sup- plies. 28. I rec'd a letter from the Hon. M' Greenleafi & one from y® Hon' M' Hopkins & several papers from Boston. 29. I wrote to the Hon. M' Derby ,2 M' Sherburne,* M' Story.* Mar. 2. I dined with the minister of France. 3. Congress agreed to recommend to the States to set apart the last Wednesday in April next as a day of Fasting & prayer. I wrote to y® Hon. Caleb Cushing. 4. Congress rec'd a packet from France this day by the way of Boston. 6. I wrote to the President of the Council of Mass^ Bay. We have accounts that y® enemy are arrived in Georgia. 7. I wrote to the Hon. Dan^ Hopkins, Esq' & dined with the President of Congress. 8. I met the medical committee. Colo. Pickering dined with us & Colo. Nicholos.^ 9. Congress lias been in a committee of the whole on finance. This evening a woman was taken as a thief in this house. 10. I met the committee on Finance twice this day. 11. I was with the com* of Finance the chief of the day. I dined with y* minister. 12. I received a letter from Gen. Lincoln. 15. The Post brought no mail from the eastward of Fish-Kill. 16. Wrote to M' Wiat & M' Kittell. 17. I dined with the minister. I wrote to M' Hancock & M' Adams. 18. Congress agreed to call in all the paper currency by taxes. 'Benjamin Greenleaf. "Richard Derby of Salem, member of the Massachusetts CounciL •*John Samuel Sherburne (1767-1830), of Portsmouth, N. H. "William Story of Boston. *Col. George Nicholas of Virginia, a leader in the Constitutional Convention and the first Attorney-General of Kentucky. JOUBNAL OF DOCTOR SAMUEL HOLTEN 91 20. Rec^ a letter from y" hon. M' Palmer, M' Sullivan & M"^ Avery. 21. I wrote to the Hon M' Greenleaf. 23. Congress have adjourned to Saturday, tomorrow- is good Friday. 24. I wrote to the Hon. M' Palmer & the Hon. M' Sullivan p' Express. Colo Ward & M' Pierse^ dined with us. 25. ' The Hon. M"" Forbes, a member from the State of Maryland, deceased. I dined with the minister of France. 26. I attended the funeral of M' Forbes. Colo. Hend- ley arrived here. 27. Rec'd a letter from my daughter Sally. Congress had letters from M"^ J. Adams. 28. Wrote to the Hon. M' Adams, M' Palmer, M' Gordon, Colo. Orne, M' Hall & his son & Capt. Williams. 29. Gen. Portail is ordered to join the southern army. Colo. Haziel & M"" Law dined with us. 30. M' Maderson^ & M' Killosh* dined with us. Apr. 1. I dined with the President. 5. Congress approved of Gen. Washington's sending Maryland and Delaware troops to S° Carolina. 6. I wrote to Docf Foster. Took a walk with M' Gerry & M' Livermore. 8. Wrote to the Hon. M' Wood by M"^ Partridge. M' Livermore & his son set out home. 9. Sabbath day. Heard M' Armstrong preach. The Hon. M' Partridge left us. 10. I dined with the minister. Congress agreed to make good to the officers & soldiers their pay on account of the depreciation of the money. 11. Wrote to Docf Gordon & Hon. M' Partridge. H. B. I enclosed to M" Holten 400 dollars. 12. D' Eustis* & D' Crage dined with us. 'Probably William Pierce, Aide-de-Camp to Gen. Green, delegate from Georgia. 2James Madison (1751-1836), delegate from Virginia, afterward President of the United States. ■'Francis KInloch, delegate from South Carolina. *Dr. William Eustis (1753-1825), of Cambridge, Mass., who was serving as a surgeon in the war, with headquarters at West Point, afterward Secretary of War and Governor of Massachusetts. d2 JOURNAL OP DOCTOR SAMUEL HOLTEN 13. I received a letter from Josiah Batchelder, Esq*" Congress appointed a com* to repair to headquarters. 14. Maj'' don Ponso went into the country. 15. Baron Steuben set out for headquarters. I rode out with him 5 miles. 17. Wrote to the Hon. Jabez Fisher, Esq' by M*^ Torrey. 19. It is five years this day since the war commenced. I dined with the President of Congress. 20. D^ Sheald dined with us. 22. I rode out with y® President of Congress, Gen. Fulsom & the Sec'y, eleven miles to the sec'y's farm. 24. Rec'd a letter from the Hon. J. Sullivan Esq'. 25. I wrote to the Hon. M' White. M' Peabody set out for headquarters. I rode out with him 5 miles. 28. Wrote to M' Sullivan. Rode out with M' Gerry. 29. I rode out twice. The President of Congress drank tea with us. 30. Rec'd a letter from the Hon. M' Derby. May 2. Wrote to the Hon. M' Adams, M' Avery, M^ Batchelder, & M' Games. 3. Rec'd a letter from M' Peabody. The medical committee met in my chamber. 5. I rode to Germantown with M' Gates. 6. I rode out & then dined with the minister. Three men were hanged here this day. 8. I attended at the Roman Catholic church on ac- count of the death of Don Juan. 9. I rode out to Frankford. 10. I dined with the President. Wrote to M' Derby. 11. Rec'd a letter from M' Partridge. 12. I dined with the Minister of France. 13. I rode out with y® President of Congress, Gen, Fulsom & M' Ellery. 14. Sabbath day. I attended at D' Duffield's & M' Marshal's. Governeur Morris had his leg cut oif. '"Last Sunday morning Governr Morris got into his carriage at the city tavern to ride out and his horses took fright and he endeav- ouring to get out, shattered one of his legs to pieces so that it was immediately taken off."— ieffer from Br. Holten to Hon. George Partridge. JOURNAL OF DOCTOR SAMUEL HOLTBN 93 15. I received a letter from Doct* Gordon, D' War- ren & the Hon. M"" Wood. Congress rec'd a packet from France by the Marquis de la Fayette. Agreeable intelli- gence. 17. I met the medical com*. 18. Congress sit twice this day & till 11 o'Clock at night upon important matters. 20. The Marquis made us a visit. 23. I wrote two letters to the President of the Coun- cil. Tire militia of this city mustered & they made a good appearance. 24. I visited the Hon. M' Mulhenburg with M' Ellery & Gen. Fulsom. 25. It is two years this day since I left home. The post brought no letters. 26. I dined with the Minister of France. 27. It is said that 3 women have been drowned in y* Delaware this day. 29. Rec'd a letter from Hon M' Adams, M' Gushing, & 2 from D' Foster. 31. Gen* Election, Boston. I dinedwith the Minister. June 1. Rec'd a letter from D' Brown & M' Avery. 2. Wrote to Messrs. Greenleaf & Cross.i 3. The Hon. M' Gerry set out for Boston & Jere with him. I wrote to the Hon. Council. 5. We have accounts from the southward by which it is supposed Charleston is taken. 6. I wrote to the President of the Council. 7. I dined with y® Minister. M' Lovell's son arrived here. 8. It is said Charles'' was taken the 18*** of May. M" Holten informs me M' Nurse^ died Apl. 7*^ 10. We have another account that Charleston surren- dered the ll*** of May. 11. It is said 7 French vessels are arrived here. 12. It is said Charleston is taken by the enemy. 13. I wrote to the hon. M' Hancock, M' Kettell & Jere. Gen. Ward arrived here this morning. 'Stephen Cross of Newburyport. 'Francis Nurse of Danvers. 94 JOURNAL OF DOCTOR SAMUEL HOLTEN 14. One of Gen. Lincoln's aids is arrived with the ac- counts of the surrender of Charlestown. 16. I rec'd a letter from M"" Avery, informing me of my appointment to y® council board. 17. I rec'd a letter from the Hon M' Peabody by Gen. Schuyler. James Lovell sit out for Boston. 19. Rec'd a letter from D' Brown, Hon. M"^ Partridge & the Hon. M' Adams, by order of y* council, notifying me of ray appointment to a seat in the Hon. Council. 21. I wrote to the Treasury board. 22. Gen. Lincoln arrived here. I rec'd a letter from D"- Gordon & M' Story. 23. I wrote to the Hon. M"^ Gerry & dined with the President of Congress. 24. The light horse of this city set out to headquar- ters. 25. Sabbath day. I attend public worship in the fore- noon at the Dutch Lutherans. 28, 1 dined with Colo. Pickering. The Hon. M' Adams arrived here from Boston. 29. Rec'd a letter from Colo. Hutchinson & dined with the minister. July 1. Gen Lincoln set out for headquarters. 3. I received a letter from M"^ Isaac Smith* of Boston. 4. Anniversary of our independence. Congress at- tended the public commencement & had a cold collation with a number of Gent. I wrote to the town of Danvers & to Col. Hutchinson. 7. Wrote to the hon. M' Bowdoin* & Rev. M' Wads- worth. 8. D' Shippen y* Director Gen. of the hospitals paid me a visit. I wrote to the hon' M' Dana and Carmi- chael. 11. Wrote to Isaac Smith, Esq' & to M' Kettell. 15. I rec'd a letter from M' Peabody mentioning y* arrival of y® F[rench] Fleet at R[hode] I[sland.] 17. Dined with y® minister. I rec'd a letter from M"^ Story. 'Isaac Smith, afterward Librarian at Harvard College and precep- tor at Dummer Academy. ^James Bowdoin. JOURNAL OF DOCTOR SAMUEL HOLTBN 95 19. D' Cockron brought me a letter from M' Peabody. I wrote to Gen. Gates. 24. Kec'd a letter from M"^ Warren & Jery. 25. Jery returned & brought me a letter from D. Putnam, Rev. M' Smith, Joseph Hall, M" Holten & my daughter Sally. 26. I began to prepair to return home. 27. Sir James Jay spent the evening with me, 28. The president. Justice McKean & D' Sheal paid me a visit. 29. Sir James Jay spent some time with me upon state affairs. Aug. 2. I set out from Philadelphia to Boston and am now at M' Thompkins 17 miles from y^ city. This is a good inn. 3. Rode to Howel's Ferrey, 1 7 1-2 miles, dined at M' Cowel's, Then crossed y* Delaware, traveled about 15 1-2 miles to Quakertown. 4. I traveled to Bethlehem 7 or 8 miles & dined, then traveled to Miller's, 12 miles. I overset this day & hurt my ankle & the lock of my Box. 5. I traveled to Hakertown 8 miles & dined at M' Dav"* James', then traveled to Pettit's 10 miles, where I am to lodge this night. The weather is very warm & I am not well. 6. Sabbath day. I traveled to M' Gary's 15 miles & dined, then traveled 7 miles to M' Perry's. The roads very dry. 7. Ti-aveled to M"" Athol's 10 miles, dined, then trav- eled to M' Drake's 10 miles (N. Y. State). This is a good Inn. 8. Rode 13 miles to M' Soring's & dined, then trav- eled 5 miles to N. Winsor, crossed the N[orth] R[iver] to Fish-Kill 3 miles, then traveled 5 miles to M' Bash's. Here I lodge. 9. Traveled about 3 miles, stopped at a Gent. House on account of a shower, then traveled to Colo. Vander- bury's 13 m. & dined, then traveled 9 m. to Colo. More- house's. 10. Traveled 13 m. to N. Milford, dined at Colo. Can- ford's, then 7 m. toward Woodberry. We have not much 96 JOURNAL OP DOCTOR SAMUEL HOLTEN to eat here. The land is very high & the road very bad. N. B. We sit out early. 11. Traveled 7 miles to Woodbury. Breakfasted at M' Gillchrist's. Then traveled 11 miles to Waterbury & dined, then 11 miles to Southerton to M' Lewes's. I be- lieve it is a good Inn. The roads were very bad, except- ing about 5 miles. N. B. Henry overset y® shay. 12. I have not traveled any this day on account of my horses and rain in the forenoon. I am kindly treated here & good entertainment. 13. Sabbath day. I attended public worship in the forenoon. M' Roberson preached a good sermon. I am still at M' Lewes's. Weather very warm. 14. Traveled to Hartford 18 m. dined near the State house, then 8 m. to M' Ellsworth's. A good Inn. 15. Traveled to West Springfield 15 m. & dined, then 6 m. to Springfield, on my way crossed Connecticut River, then traveled 10 miles to Wilbraham, where I now am & I think it is a good inn. 16. Traveled 16 miles, dined at M" Bascom's, then traveled late 17 miles to M' Livermore's in Spencer, where I'm to lodge. I am much ill. A very hot day. 17. Traveled through Worcester to Sims bury, 20 miles, called on Gen. Ward's Lady, but did not see her. Dined at M' Ballard's (a good House), then traveled to Molbury to M' Savin, where I now am, 8 m. 18. Traveled to Watertown, 20 m., & dined at the House where I dined with M' Hancock when I sit out to the southward, then traveled to Charlestown Ferry, 8 m., & arrive at M' Hall's in Boston about 5 o'Clock, where I was received with great respect. 19. I attended at the Hon^^® Council, was sworn & took my seat. The several members of the Board rec'd nie with the kindest respect. I called at D' Lee's lodging & left a card. I visited M" Adams & M" Lovell & M' Warner, but M' W. was not at home. 20. Sabbath day. I attended public worship at D"^ Cooper's. M' Eliot preached & y* D'. I dined at M"^ Bowdoin's & drank tea at M' Warner's. 21. I wrote to the Hon^^^ M"" Lovell. I dined with Capt. Bradford. I drank Tea at M' Bowdoin's with the JOURNAL OF DOCTOR SAMUEL HOLTEN 97 Council & D' Lee. I spent part of the evening at Dea'' Sherbourne's. 22. I attended at the Council. Had a conference with D' Lee. Dined with M' Warner. Drank tea with the Hon. M' Gill & took a walk with D'^ Lee, D"^ Cooper & a number of Gent. & Ladies. D' Lee & D' Cooper spent the evening with me. M" Hall gave us a good supper. 23. I sit out from Boston & dine at M"^ Newhall's in Lynn, where I was met by a number of Gentlemen from Danvers, and they accompanied me home after stopping at ye Bell tavern. I am now arrived at my own House & have all the satisfaction of being with my own Family. I now close this Journal with a sense of divine goodness to me & my family in our long separation. N. B. The foregoing was a matter of course. I was careful not to make any remarks upon the public affairs in this diary, for reasons I shall not mention at this time. BEVERLY IN 1700. NO. 6. BY SIDNEY PERLEY. The territory of Beverly included in this section was taken up by the early settlers vei-y slowly as much of the land was rocky and swampy and undesirable for farming purposes. The length from the Wenham town line to the sea, north and south, is about two and three-fourth miles, and its width from Turtle hill to the Wenham line about one mile, east and west. The designation of Cape Ann Side included this part of Beverly as late as 1670. The tidal water bounding this section on the south has been generally called the sea ; and Mackerel cove has been so known since 1636. The sandy shore at the foot of Brackenbury lane was called Patch's beach as early as 1850. Mingo beach was so called as early as 1804. The name was occasioned by the residence of Robin Mingo upon the headland at its western end, a triangular lot having been given him by the town, from 1728 to his death in 1748, at the age of eighty-seven. He was a colored slave of Thomas Woodbury. He married Deborah Tailer, an Indian slave, in 1707. She survived him, and died in 1769. Witch lane, which leads northerly into the woods from Hale street, a few rods westerly of Mingo's humble hab- itation, has been so designated since 1806 at least. This passes on the westerly side of " Flora's swamp," a name which was probably derived from some association with Flora, one of the negro slaves of that name in this local- ity. The swamp was so called as early as 1834. The highland next westerly of Mingo's home, between Hale street and the shore, was called " The Park " as early as 1765, and also Burying Point in 1804. (98) BY SIDNEY PEKLEY 99 The point of' land at the foot of Prince street was called Ober's Point in 1864. There are two considerable elevations in this section. One of them, Bald hill, was so called as early as 1662 ; and the other, Long hill, has been known by that name since 1662 at least. Sawyer's plain was so called as early as 1669. Thissell's brook was called, near Standley street, " y* old houses brook" in 1707 ; and below Hale street Mack- erel Cove creek in 1648 ; the river in 1764 ; the river leading to River Head bridge in 1801 ; and the brook or stream known as Thissell's river in 1901. Gravelly brook was so called in 1782. The oldest highway in this region is, of course. Hale street, the original road to Cape Ann. It was there in the earliest settlement ; and was called the country road in 1683 ; the road that leads to Manchester in 1795 ; and was named Hale street in 1838. This road was straight- ened, as shown on the map, about 1840. The bridge over Thissell's brook, near Chapman's corner, was first ordered to be made by Salem as a footbridge in February, 1645-6, by the Salem Quarterly Court. It had not been made three years later, when Gloucester was presented for want of a bridge at this brook. One was eventually constructed, however. It was called River Head bridge in 1801 ; and Thissell's bridge in 1838. Brackenbury lane was laid out by the selectmen of Beverly March 18, 1678-9, and described in the records as a Cart high way from the water side through Goodman Bracken- berries farme unto the Drift way' afforesaid and from thence to the way that runs by the north side of bald hill as the way goes the said way to be two pole wide. That part of this layout between Hale and East Lothrop streets was altered and abandoned in 1682. Brackenbury lane was called a town highway in 1707 ; the highway which leads to the beach in 1765 ; a town way leading down to Patch's beach in 1791 ; Patch's lane in 1801 ; and Brackenbury street in 1850. 'East Lothrop street. 100 BEVERLY IN 1700. NO. 5 Prince street was called Point lane in 1834 ; and has been known as Prince street since 1864. Boyles street was laid out by a committee of the town Nov. 14, 1682, as follows :— At a meting of the felect men the 21 of Aprell 1686 The Committee then made a Return of a town high way that they the faid Commit- tee laid out as foloweth: wee who were chofen by the town of bev- erly as a Committee to lay out fuch high ways as may be for the Conveinancy of the town: haue on the 14th of the 9th mo: 1682 taken a furvaie of a high way that was formerly laid out through goodman Brackenberys ffarm wee now fee caufe to alter the way and to lay it out in a nother place which is to fay from a drift way which Runs from Ifaac woodberys to a brook that Runs to Nicholas woodberies mill from that drift way over the hill down to Jonathan Boills his houfe as the way is now bounded vnto the water lide by Insign patchis houfe which is to fay two pole wide which way is giuen by faid Brackenbery for the ufe of the town for ever wittness Samuell Corning fBN' John dodge sen' John Hill Boyles street was called the town way leading to Mack- erel cove in 1682 ; the road leading from Mackerel cove to Montserat in 1831 ; the highway leading to Mount Serat in 1833 ; and Boyles street since 1850. That part of Cole street lying eastward of John Wil- liams' house was laid out by a committee of the town April 1, 1686, according to the following record : — wee whofe names are vnder written have on the fd flrft day of Aprell 88 Laid out a high way tow pole wide through the land Com- monly Known by the name of fawyers plain that is to fay the way begins near the fouth weft Corner of John Williams his houfe and fo Ruus through the plain betwen the land of Lieuetenont thorn- dikes and the land of Georg ftandly and the land of Robert bradford vntell it comes to the land of william Cleaus vpon the northerly fide of (Trauillie Rige through faid Cleeus his land and fo to the high way near Richard patch his houfe. This was called ye highway in 1697 ; and ye town high- way in 1707. Standley street, from Thomas Patch's house to Bald hill, was originated in 1683. It was laid out two rods wide. It was called ye town way in 1707 ; the road lead- ing from Mackerel cove to Bald hill in 1782 ; the road leading from Bald hill over Boyles hill so called in 1793 ; the highway that leads from Patch's brook to Taylor's in BY SIDNEY PERLEY 101 1795 ; the highway near the house of James Patch in 1801 ; and Standley street in 1846. Hull street was so called in 1845. Essex street was so called in 1845. Grover street was laid out March 18, 1678-9, and de- scribed as follows : — a drift way be^ininge between lohn Dodges senior and Rice Ed- wards through the said dodges pasture and soe Southerly into the Common'and soe through the Land of Tho: Baker into the high way . by bald hill and soe through the Land of Georg Hull into the Com- mon which way is to be two pole wide. It was called the town highway in 1698 ; ye road y* was laid out to Beverly commons, 1740 ; Grover's lane in 1801 ; the cross road in 1808 ; the highway leading by the house formerly William Taylor's in 1840 ; and Grover street since 1865. Off Grover street to the east there is an old town way which was there in 1741 at least. Relative to the northern portion of this part of Beverly, the following letter, published in the Salem Register^ in its issue of April 30, 1846, is interesting : — Messrs. Editors : — Nearly a year since, the County Commissioners widened and straightened the highway in Wenham and Beverly called ''Hull street." A portion of the owners of land upon the route, being dissatisfied with the damages awarded by the Commis- sioners, had Mr. Sheriff Sprague over the ground on Monday, with twelve "good men and true," to review that award, who, after hearing the petitioners by their counsel, N. J. Lord, Esq., and the County by A. Huntington, Esq., gave their verdict. . . . There are several localities in this vicinity quite suggestive of incident. The venerable name of Hull, from which the street takes its title, connected, as it is, not only with the descendants of that name, but also with the early family of Lovett and with that of the earliest William Raymond, suggests many mat- ters of genealogical interest. This part of our ancient town- shii> is denominated "Mont Serat;" but from what cause it derives that title is not certainly known. There is a sort of private way leading from this street towards the woods called "Middle- town," upon which are now standing the foundations of an ancient house and barn, formerly the residence of "Randall Preston," the great grandfather of Hon. Robert Rantoul, senior. The wife of Randall Preston was Susanna Stone; and in later years the place was inhabited by a family by the name of Stone (probably a connex- ion of this Susanna), one of whom, the late Rev. (John?) Stone, was a Baptist clergyman in New Boston, N. H., and died there within twenty years past, at an advanced age. The old Corning house. 102 BEVERLY IN 1700. NO. 5 now the property of Mr. James Dunn, presents quite a venerable appearance, with its upper story jutting out over the lower part of the house. There are also some curious relics of rude painting and carving of the olden time with the house. "Bald Hill" is in this immediate vicinity, overlooking a very extensive and beautiful prospect. Although much of the land in this part of the town pre- sents rather a barren appearance, yet, formerly, this was among our richest agricultural territory — and now, with the increased facilities furnished by better roads, and with the will and energy of her young men applied to her improvement, Mont Serat may yet sur- prise the most sanguine; for, with such appliances, it cannot be otherwise than that territory, containing within itself such rich meadows and bogs as here abound, must ultimately be greatly ad- vanced. "Grover street," leading from "Hull street" to "Dodge's Row," although it now contains but two dwelling houses, formerly had several upon its line. Old people will tell you of the "Oodie," "Larcom," «'Cole," and other houses now among the missing. The Grover family, from which this street takes its name, were among the earliest settlers ; and altho' the name is extinct here, yet there are many descendants in other parts of Beverly. Tradition says that one of the last of the name, for some deed of darkness he had done, was doomed to be haunted by troops of black cats, whom he was obliged to exorcise by spending most of his nights in psalm singing, which his peculiar style enabled him to employ to such ad- vantage as to silence and subdue all the caterwauling of his sable tormentors. The last that was seen of these supposed agents of the other world was upon the night of his decease, when they com- pletely covered his coffin; and upon being disturbed, all made their exit up the chimney, bearing, as was supposed, the spirit of their victim with them, but leaving his corpse unharmed behind. There was also an eccentric genius by the name of Fairfield, formerly re- siding on this street, who believed in all kinds of witchcraft and superstition, and practised various arts of that character himself. Among other things, he kept by him the hand taken from the corpse of a first born male child, in which he contended he could place a light of the most brilliant character and carry it anywhere, unper- ceived by any one except himself. There were also several Indian and part Indian families that formerly lived in this vicinity, of whom some marvellous stories are told. Beverly, April 28, 1846. Benjamin Patch House. This lot of land was probably granted by the town of Salem to Richard Brackenbury, who apparently conveyed it to his son-in-law John Patch. This was probably the homestead of Mr. Brackenbury. Mr. Patch was a husbandman, and lived here. He died in 1694 ; and by agreement partition of his real estate was made Nov. 11, 1695, the widow Elizabeth Patch be- ing assigned the homestead for her life, and then the house, barn, orchard and land " on the south side of the country road that goeth between Salem Ferry and Man- chester called the homestead " was released to his son BY SroNEY PERLET 103 Benjamin Patch. John Patch's widow died Jan. 15, 1715. Benjamin Patch lived here, and was a husband- man. He died in June, 1730 ; having in his will devised the house, barn and land to his wife Susanna for her life. How much longer the house stood is unknown. Mary Patch Lot. This lot of land was early the prop- erty of John Lovett, sr., of Beverly. He died Nov. 5, 1686, having in his will devised it to his daughter Mary, wife of Thomas Patch of Beverly, yeoman. She owned it in 1700. Benjamin Patch Lot. This lot of land belonged to Benjamin Patch of Beverly, husbandman, in 1700. Richard Thissell Lot. This lot of land was granted to Jeflfrey Massey by the town of Salem in or before 1638 ; and Jeffrey Thissell died possessed of it in the spring of 1676. In his will he devised it to his son Richard This- sell's son Jeffrey Thissell, who was then only three years of age. The boy apparently died young, and his father inherited it from him. Richard Thissell owned it inl700. Elizabeth Walker Rouse. This tract of land was proba- bly granted to William Woodbery, the elder, of Salem, weaver, by the town of Salem Oct. 17, 1638. He built a house thereon, and lived there. He had apparently con- veyed the eastern part of it to Nicholas Woodbery, sr., of Beverly, yeoman, in or before Sept. 23, 1670, when he conveyed to the latter "my now dwelling house I now live in " and the remainder of the lot.^ The whole lot of land with the house was apparently reconveyed to him before his decease. He died Jan, 29, 1676-7, having in his will devised the house and land to his wife Elizabeth. She married, secondly, John Walker March 12, 1678-9; and she died, his widow, in 1718. How long the house stood is unknown to the writer. Robert Bradford Lot. This lot of land was owned by Robert Bradford in 1670 and 1700. Elizabeth Walker Lot. This lot of land was conveyed by William Woodbery, the elder, of Beverly, weaver, to Nicholas Woodbery, sr., of Beverly, yeoman, Sept. 23, 1670 ;i and was, perhaps, reconveyed to said grantor be- 'Essex Registry of Deeds, book 8, leaf 110. 104 BEVERLY IN 1700. NO. 5 fore the death of the latter, which occurred Jan. 29, 1676-7. It probably then went to his widow Elizabeth, who married, secondly, John Walker in 1678-9, and died in 1718. John Lovett Lot. This lot of land belonged to John Lovett in 1670. He died possessed of it Nov. 5, 1686 ; and in his will devised it to his daughter Abigail Kendall. She owned it in 1700. Jonathan Biles House. This tract of land early belonged to John Patch of Beverly, husbandman. That part of the lot lying northwesterly of the northern dashes was conveyed by Richard Brackenbury of Bever- ly, yeoman, to John Patch, sr., of Beverly, yeoman, Sept. 1, 1682 ;i and Mr. Patch conveyed it to his son-in-law Jonathan Biles of Beverly, carpenter, in or before 1683. That part of the lot lying between the dashes was con- veyed by Mr. Patch to Mr. Biles, probably in 1674, and Mr. Biles built a house thereon, in which he lived. In consideration of love, he conveyed his homestead, this house, barn and land, to his S09 Nicholas Biles April 10, 1719.2 Nicholas Biles died at Canso June 22, 1725, at the age of thirty-one. He left no issue, and his father was his heir. Mr. Biles, who was now a yeoman, con- veyed the same homestead, house, barn and land, to his son Richard Biles of Gloucester, husbandman, Sept. 10, 1726.3 Richard Biles came here and lived. For two pounds and thirteen shillings, he conveyed to his grandson William Clarke of Beverly, mariner, part of the dwelling house and land March 13, 1765.'* Three acres of that part of this lot lying southeasterl}'- of the southern dashes was given by Mr. Patch to his daughter Elizabeth, wife of Jonathan Biles, in or before 1683 ; and, for twenty-six pounds and five shillings, the rest of it was conveyed by Mr. Patch to Mr. Biles Nov. 30, 1683.5 'Essex Registry of Deeds, book 6, leaf 63. •Essex Registry of Deeds, book 35, leaf 160. 'Essex Registry of Deeds, book 46, leaf 23. *Essex Registry of Deeds, book 121, leaf 239. ^Essex Registry of Deeds, book 7, leaf 72. /6<f Thi Ssa- JSc^Lc: 1 inch^t-J^fo^ BEVERLY IN 1700. No. 5, BY SIDNEY PBRLBY 105 The half acre of land where the mill stood originally belonged to Mr. Patch ; and he probably conveyed it to Nicholas Woodbery of Beverly, who erected thereon a corn mill in or before 1673. For forty-five pounds, Mr. Woodbury conveyed the mill and land to Jonathan Biles April 7, 1683 ;^ and in the same deed conveyed to him a way over grantor's land for people to go to the mill. How much longer the mill existed is unknown to the writer. The house upon this lot probably stood for many years afterwards. Jonathan Biles Lot. Ens. John Patch of Beverly, husbandman, died in 1694, intestate. This lot of land " on the hill behind the now dwelling house of Jonathan Biles " was a part of his estate. In the division of his real estate, Nov. 11, 1695, this lot of rocky land was as- signed to his son-in-law Jonathan Biles in right of his wife Elizabeth ; and he owned it in 1700. Estate of John Patch Lot. This lot of meadow land was called "ye old house meadow," and belonged to John Patch, sr., in 1683. Ens. John Patch died, possessed of it, in 1694 ; and it belonged to his estate in 1700. Richard Patch Lot. Richard Brackenbury of Beverly, for four pounds, conveyed this lot of land to his grand- son Richard Patch of Beverly, yeoman, Feb. 14, 1683.2 It was called the property of Richard Patch in 1677, and he had probably had possession of it before that date. He probably lived upon the lot in 1695 ; and it belonged to him in 1700. Thomas Woodbury Lot. This lot of land probably be- longed to Thomas Woodbury in 1700. Estate of Richard Brackenbury Lot. This lot of land belonged to the estate of Richard Brackenbury in 1700. William Cleaves Lot. John Patch of Beverly conveyed this lot of land to Samuel Knowlton of Ipswich, husband- man, July 1, 1671;^ and Mr. Knowlton conveyed it to George Hull of Beverly, cooper, Nov. 27, 1679.* Mr. •Essex Registry of Deeds, book 7, leaf 73. "Essex Registry of Deeds, book 10, leaf 14. ^Essex Registry of Deeds, book 9, leaf 178. ,*Essex Registry of Deeds, book 7, leaf 8. 106 BEVERLY IN 1700. NO. 5 Hull conveyed it to William Cleaves of Beverly, seaman, the next day :^ and Mr. Cleaves probably owned it in 1700. G-eorge Hull Lot. John Patch of Beverly conveyed this lot of land to Samuel Knovvlton of Ipswich, husband- man, July 1, 1671 ;2 and Mr. Knowlton conveyed it to George Hull of Beverly, cooper, Nov. 27, 1679.1 Mr. Hull probably owned it in 1700. John Bennett Lot. John Patch of Beverly, yeoman, owned this lot of land in 1671 : and, for twenty pounds, conveyed it to John Bennett of Beverly, weaver, Dec. 28, 1677.3 Mr. Bennett apparently owned it in 1700. John Patch Lot. John Patch of Beverly, husbandman, owned this lot in 1677. He died in 1694; and it ap- parently belonged to his estate in 1700. Richard Patch Lot. This lot of land was located at the place called " the old houses," and it was probably the property of John Patch of Beverly, husbandman, who died in 1694. In the division of his estate, Nov. 11, 1695, it was assigned to his son Richard Patch of Beverly, hus- bandman, who owned it in 1700. Thomas Patch House. That part of this tract of land lying northerly of the dashes was probably granted by the town of Salem, Nov. 18, 1661, as follows : — Granted to Will Mappor foe much lande as the Inhabitants on Cape Ann fide shalbe Willinge to give out of the Comon on the Eaft fide of Bafs Riuer. "William Mapes conveyed it to Daniel Rumball of Salem, smith, for the purpose of sale by him, Sept. 20, 1662;* and Mr. Rumball conveyed it to Robert Hibbert Nov. 18, 1664.1 Apparently Mr. Hibjbert conveyed it to Nicholas Patch before 1671. That part of the lot lying southwesterly of the dashes was granted by the town of Salem to Nicholas Patch July 25, 1639. The whole lot belonged to Mr. Patch at the time of his decease, in 1673; and upon the division of his real estate, 'Essex Registry of De«ds, book 7, leaf 8. •Essex Registry of Deeds, book 9, leaf 178. 'Essex Registry of Deeds, book 5, leaf 72. *Essex Registry of Deeds, book 2, leaf 90. BY SIDNEY PERLEY 107 Dec. 8, 1673, between his sons John and Thomas, the latter received this lot as his portion.^ This place was then called " the old houses," and Thomas Patch then lived here, in a small house. He died Sept. 28, 1711 ; and the estate descended to his son William Patch. William Patch died, suddenly, Nov. 1, 1742 ; and the premises descended to his son William Patch. The son William Patch died, of small pox, in November, 1773 (being buried on the eleventh). The title to the property then descended to his son Robert Patch, who died Aug. 3, 1816. The small house and land were set out, in the division of the estate, to his daughter Molly, wife of Nathaniel Rob- erts. How much longer the house stood has not been de- termined. G-eorge Standley Lot. This was probably the tract of land granted to Ens. William Dixie at a meeting of the selectmen of Salem Dec. 17, 1649; which was apparently not laid out to him until 1658. William Dicksey of Bev- erly, for forty pounds, conveyed it to George Stanly of Beverly Jan. 8, 1671;^ and Mr. Stanly owned it in 1700. George Hull Lot. This lot of land belonged to George Hull in 1700. He probably lived here early, and when he conveyed an undivided half of the land to his son-in- law William Grover of Beverly, yeoman alias cordwainer, June 5, 1722,^ he called it " my homestead or old house- lot." Mr. Hull conveyed to Mr. Grover the other half of « my old house homestead " Feb. 26, 1728-9."* The house was apparently gone before 1722. Samuel Coming Mouse. Ens. Samuel Corning owned this farm in 1678 ; and he conveyed the house and barn and twenty-four acres adjoining to his son Daniel Corning of Beverly, husbandman alias weaver, Feb. 3, 1709-10. How much longer the old house stood is unknown to the writer. Robert Woodbury Lot. This lot of meadow land be- longed to William Dodge, sr., very early, and to Capt. 'Essex Registry of Deeds, book 4, leaf 48. 'Essex Registry of Deeds, book 5, leaf 95. 'Essex Registry of Deeds, book 40, leaf 167. *Essex Registry of Deeds, book 54, leaf 40. *Essex Registry of Deeds, book 23, leaf 233. 108 BEVERLY IN 1700. NO. 5 Thomas Lathrop in 1673. Captain Lathrop was slain by the Indians at Deerfield Sept. 18, 1675 ; and his only heir was his sister Ellon (Eleanor), wife of Ezekiel Cheever, schoolmaster, of Boston. Mr. Cheever conveyed the lot to Thomas Woodbury of Beverly, mariner, Oct. 28, 1681;^ and Mr. Woodbury conveyed it to his brother Isaac Wood- bury, sr., of Beverly, mariner. For love, Isaac Woodbury conveyed it to his son Robert Woodbury of Beverly, mar- iner, June 3, 1698 ^ and Robert Woodbury owned it in 1700. Isaac Woodbury and Joshua Woodbury Lot. This lot of meadow land was conveyed by John Patch of Beverly, husbandman, for eight pounds, to Capt. George Corwin of Salem, merchant, May 8, 1675 f and, for seven pounds and ten shillings, Mr. Corwin conveyed it to Isaac Wood- bury of Beverly, yeoman, June 7. 1683.^ Mr. Woodberry, for love, conveyed it to his sons Isaac Woodberry and Joshua Woodberry, both of Beverly, June 3, 1698 ;* and they owned it in 1700. Nathaniel Stone House. Nathaniel Stone, sr., of Bev- erly, yeoman, owned this lot of land in 1675 and 1700. He apparently lived here in the western house in 1700. For love, he conveyed the house, barn and western portion of the land to his son Daniel Stone of Beverl}'^, husband- man, April 20, 1708 ;^ and Daniel Stone died possessed of it Jan. 20, 1712-3, at the aoje of thirty-four. His daughter Rebecca, wife of Rev. William Balch of Brad- ford, conveyed the messuage to Ebenezer Cleaves of Bev- erly, weaver, April 3, 1731.^ How much longer the bouse stood has not been learned. Nathaniel Stone's son Nathaniel lived in a house which stood on the eastern portion of the lot, probably from 1690 ; although his father did not convey the land to him until April 20, 1708.^ How much longer the house stood is unknown to the writer. 'Essex Registry of Deeds, book 6, leaf 34. 2Essex Registry of Deeds, book 15, leaf 68. •Essex Registry of Deeds, book 6, leaf 86. *Essex Registry of Deeds, book 15, leaf 66. *Essex Registry of Deeds, book 20, leaf 132. •Essex Registry of Deeds, book 58, leaf 76. ''Essex Registry of Deeds, book 26, leaf 22. BY SroNEY PERLEY 109 John Stone Lot. This lot of land belonged to John Stone in 1700.1 Peter Wooden House This lot of land and the house thereon belonged to Peter Wooden in 1686 and 1698 ; and to Jonathan Rayment of Beverly, yeoman, in 1705, when there were a dwelling house and barn upon it. For forty pounds, Mr. Raymond conveyed the house, barn and land to Benjamin Dike of Beverly, cooper, Dec. 10, 1705 ;2 and Mr. Dike was killed by the Indians at Cape Sable in February, 1723. In the appraisal of his estate his homestead, consisting of two acres of land with the " old Dwelling house and barn " were valued at forty pounds. The house probably disappeared soon afterward. Philip Moody House. This lot of land may have be- longed to Lt. John Dodge in 1686 ; and with the dwelling house thereon it was conveyed, for sixty-four pounds, by Thomas Edwards of Ipswich, yeoman, to Philip Moody of Beverly Nov. 10, 1698.^ Mr. Moody lived here. His name is also called in the deeds of his time and neigh- 'There were several lots of land in this neigliborhood that were early privately owned, but whose exact location has not been de- termined. The town of Salem, at a meeting of the selectmen, Jan. 27, 1662, granted to Thomas Pickton of Salem, husbandman, ten acres of land; and two acres of land were added to it by the town of Beverly Dec. 18, 1669. For ten pounds, Mr. Pickton of Beverly conveyed it to Charles Kimball of Hull March 19, 1674 (Essex Registry of Deeds, book 4, leaf 51); and Mr. Kimball owned it in 1679. Richard Dodge, sr., of Wenham, yeoman, for twenty-five pounds, conveyed ten acres of upland and swamp to Joseph Dodge of Bev- erly, yeoman, March 8, 1693-4 (Essex Registry of Deeds, book 10, leaf 87). Jonathan Biles of Beverly, carpenter, conveyed eight acres of land to Richard Ober of Beverly, seaman, March 6, 1678-9; and Mr. Ober exchanged it with the town of Beverly Feb. 1, 1687-8 (Essex Registry of Deeds, book 5, leaf 53). A small lot of land there belonged to John Galley quite early and to Joseph Eaton in 1693. The town of Beverly granted eight acres of land to John Galley May 25, 1672; and he died possessed of it; and his son-in-law William Hore, sr., of Beverly, for eighteen pounds, conveyed it to Timothy Lindall of Salem, merchant, Sept. 22, 1686 (Essex Registry of Deeds, book 7, leaf 99). A. lot of eight acres of land was granted and laid out to Robert Morgan by the town of Beverly May 25, 1672. 'Essex Registry of Deeds, book 33, leaf 245. 'Essex Registry of Deeds, book 17, leaf 112. 110 BEVERLY IN 1700. NO. 5 borhood Gody, Lagody, Codie, Lecodie and Nagode. Philip Gody of Beverly, weaver, conveyed the dwelling house and land to Daniel Buckman of Wenham, cord- wainer, March 15, 1722-3 ;i and the latter removed to this house, and lived here. He conveyed the house and land to Josiah Woodbury of Beverly, yeoman, Jan. 15, 1734-5.2 How much longer the house stood is unknown to the writer. Thoma» Edwards Lot. This tract of land may have belonged to Lt. John Dodge in 1686. It was owned by Thomas Edwards of Ipswich, yeoman, in 1698 and 1700. 'Essex Registry of Deeds, book 41, leaf 219. *£ssex Registry of Deeds, book 69, leaf 33. THE NATHAN HOVEY INCIDENT. I Jeremiah Brown J"^ of lawful age depose, that I was a foremast hand on board the Brig* Hannah, commanded by Charles -Goodridge of Newbuvyport in faid county in her voyage from faid Newbury port to the West Indies, that Nathan Hovey of Beverly in s*^ county was our mate, and that we failed from Newburyport on faid voyage the twenty fifth day of November eighteen hundred & one — that in February eighteen hundred & two when we were in Hispaniola at a place called the great salt Plane, I faw faid Hovey lend faid Goodridge eighty two dollars, that I heard faid Goodridge fay that he fold three barrels of beef for faid Hovey at ten dollars p"" Barrel, that I heard faid Goodridge promise to pay faid Hovey for the fame when the faid voyage fhould be ended, & I heard faid Hovey confent to wait till then, that I know said Hovey had on board faid Brig* two bags of cotton & two bags & part of a bag of coffee, That the captain fent faid Hovey to clear out the vefsel & get a fum of money due the faid Goodridge, & we expected he would not be abfent more than two days but we never faw or heard of him after- wards, and fuppose he was murdered, that I then took minutes of the contents of this Deposition in writing which I now have by me. That after faid Hovey had pur- chased two bags of cotton, faid Goodridge wished to pur- chase one of them, and faid Hovey faid he might have one if he would pay for it when we got home — That the night after the mate had left us in the morning, the Brig* ftruck a drift while the whole crew were af hore — That there being great confusion & we, being in great fear, went on board under pretence of bringing her in, & then made fail & came off, and further I fay not Jeremiah Brown j' Commonwealth of Mafsachufetts Efsex fs January 21^* 1804 Perfonally appeared before us the subfcribers (111) 112 THE NATHAN HOVEY INCIDENT two Justices of the Peace in & for faid county of Efsex, quorum unus, the aforesaid Deponant & after being care- fully examined & duly cautioned to testify the whole & nothing but the truth, made Oath that the foregoing de- position by him fubfcribed is true — Taken at the request of Levi Mills of Newburyport in faid county, goldsmith, administrator on the Eftate of Nathan Hovey late of Bev- erley in faid County mariner fupposed to be deceased, to be preserved in perpetual remembrance of the thing, and we duly notified all perfons living within twenty miles of this place of Caption we knew to be interested in the property to which the s*^ deposition relates, and Edw. Good ridge brother to the faid Charles Goodridge did at- tend Fees $2. Nic^ Pike Edward Little^ 'Essex Registry of Deeds, book 173, leaf 173. //^ steamboat "KATAHDIN," built in 1863 Stpamboat "STATE OF MAINE" (first) built in 1848 SOME ACCOUNT OF STEAM NAVIGATION IN NEW ENGLAND. BY FRANCIS B. C. BRADLEE. (^Qontinued from Volume LV, page 272. 'y To meet the rapidly increasing travel to northeastern Maine, the Eastern, and Boston and Maine Railroads had built by Samuel Sneeden at New York, in 1853, the fine new side-wheel steamer " Daniel Webster," of 910 tons, 240 feet long, 34 feet beam, having a beam engine of 52 inches, 11 feet stroke. She plied between Portland, Penobscot river towns and Bangor, making three trips a week ; the steamboat train to connect with her was run alternately by the Eastern and Boston and Maine roads. Capt. Samuel Blanchard was her commander, and Capts. Otis Ingraham and William R. Roix, afterwards well known on the Bangor route, were respectively chief mate and first pilot. Until the advent of the " Katahdin " in 1863, the " Daniel Webster " was not exceeded by any steamer in Maine waters for strength, speed and passenger accom- modations ; she had forty-two staterooms and over 200 berths. A life-size portrait of Daniel Webster, presented by the Boston friends of the statesman, adorned the saloon. The " Daniel Webster " was taken by the gov- ernment for a hospital ship during the Civil war ; at its close she was bought by Spear, Lang and Delano, who operated her between the Kennebec river and Boston, and she afterwards was sold for service on the St. Lawrence river and named " Saguenay." A small side-wheeler of about 400 tons, the " Rock- land " (first of the name), built at Hoboken, N. J., in 1854, connected with the ** Webster " at Rockland for Machias and intermediate landings. She made her first (113) 114 STEAM NAVIGATION IN NEW ENGLAND trip on August 21, 1854, commanded by Capt. E. S. Blaisdell ; Francis Cobb of Rockland and others were the owners. During the Civil war the " Rockland," then in charge of Capt. Otis Ingraham, had many exciting adven- tures as a transport and despatch-boat, and she was finally sunk in Charleston harbor. In the early fifties two small propellers ran from Bos- ton to the Penobscot River for short periods : the " East- ern State " in 1852 and the " General Knox " in 1855. The former was of wood, strapped with iron ; was built in 1851, by Birely and Son at Philadelphia; and measured 420 tons gross and 170 feet long on deck. As her pro- peller engine was among the very early ones, a detailed description of it may not be uninteresting. It was direct acting and not " geared down " to the shaft, as were so many of the first screw engines. There were two cylin- ders, each 30 inches in diameter, 26 inches stroke ; steam was worked at 28 pounds to the square inch, and the four-bladed propeller 8 feet 10 inches in diameter, made 60 revolutions per minute. The early screw steamers also depended a great deal on their sail power to help the machinery, and the " Eastern State " was no exception ; she was rigged as a three- masted schooner, carrying four fore-and-aft sails and a very large square sail. In later years this steamer was on the route from Boston to Nova Scotia ports. The " General Knox " was 140 feet long, 24 feet beam, with a vertical engine of 34 inches by 36 inches. As far as can be traced, she was only in New England waters for one year (1855), and it is thought she was then sold to French owners for use during the Crimean war then raging. A small stern-wheel steamboat, the '* Phoenix," 82 feet long, plied on the Penobscot river for several years, beginning in 1850. In 1854 the new steamboat ♦' Menemon Sanford," of 1000 tons, 237 feet long, was built by John Englis in New York for the Sanford line, and after a short service between New York and Philadelphia, took her place on the Bangor line. The *' Boston," her predecessor, had been constructed according to old-fashioned ideas as re- BY FRANCIS B. 0. BRADLBE 116 gards model, lines, etc., but the "Menemon Sanford" was on the other hand considered the extreme of the new type. A little later this steamer did what very few vessels have been able to do nnd live to tell the tale ; she ran ashore on Thatcher's Island, off Cape Ann, early on the morning of July 5, 1856, but owing to the summer weather then prevailing, it was found possible to get her off, but not until some twenty feet of her stem from the fore foot aft had been chopped away to release her from her dangerous situation. The cause of the accident is thought to have been the fact that some of the boat's officers had celebrated the Fourth of July " not wisely but too well." An interesting account of this mishap is reproduced from the Salem Gazette of July 8, 1856. " The steamer ' Menemon Sanford,' which left Boston, 12 o'clock, last Friday night, on her regular trip to Ban- gor, ran ashore at about half-past two o'clock, on Thatch- er's Island, off Cape Ann, and remained there at the last accounts, all efforts to get her off having proved unsuc- cessful. The disaster is attributed, by passengers with whom we have conversed, to criminal misconduct. A passenger writes to us, also complaining of the conduct of the officers after the accident happened. ' Here we were,' he says, ' on the island, in great confusion and perplexity. The officers ought to have said, gentlemen, we cannot proceed with you pn your journey, but while you remain here you shall be welcome to your meals. Instead of this, however, we were made to pay for our meals. Besides, the clerk refused to restore our passage money to us. In happy contrast to such selfishness was the conduct of Mr. John Parsons, of Rockport, who waited in his sailboat four hours, to render the passengers assistance, if they needed it ; and on taking some of us back four miles to Rockport, refused to take anything of us, saying that he was happy to be able to help men in trouble.' " " The following card of the passengers has been handed to us for publication. ' The undersigned, passengers on board of the Steamer M. Sanford, on the night of July 116 STEAM NAVIGATION IN NEW ENGLAND 4th, submit to the public the following statement of facts connected with the wreck of that steamer : The boat left Boston on the night of July 4th, about 12 o'clock. The night was clear, and the sea remarkably smooth. At 20 minutes past 2 o'clock, the boat struck on Thatcher's Island, opposite the 'southern light, and about four rods from it, and about one-fourth of a mile south of the northern light. The lights were shining brightly, and owing to the remarkable clearness of the atmosphere, the Island itself could be seen at the distance of three miles. The question then comes, what was the cause of this disaster ? Why was this boat turned from its course and run right in the face of two lights against the very base of the rock upon which they are built ? We believe the cause to have been the grossest carelessness. It needed neither great sagacity nor experience to guide the boat safely round Thatcher's Island ; only an o'pen eye and a steady hand. Nor do we believe this criminal neglect of duty is to be charged upon the helmsman alone, nor upon him and the second pilot, but also upon the first pilot, who was acting as captain at the time, for trusting the boat to the care of such men. Nor can we exculpate Capt. Sanford, the owner of the boat, for recklessly ex- posing so many lives by putting the boat in the hands of such incompetent men. We take this opportunity, also, of expressing publicly our thanks to Mr. James C. Parsons, light-keeper, and his family, for the cheerful kindness and hospitality which many of the passengers received at their hands.' " The " Menemon Sanford " seems to have been an un- lucky ship, for on July 31, 1862, she again ran ashore in a thick fog on the Dry Salvages ledge, near Cape Ann, and not far from the scene of her first accident. After a good deal of trouble she was got back to her native ele- ment, but only for a short while, for on the following No- vember she was chartered by the government at 8950 per day to take troops to New Orleans, and on December 10, 1862, ran ashore on Carysfort reef, off the Florida capes (it was said owing to the treachery of the pilot), in per- fectly still, clear weather, and became a total loss. There were 800 soldiers on board, but they were all saved. BY FRANCIS B. C. BRADLEE 117 The " Sanford's " vertical beam engine of 50 inches, 12 feet stroke, was also recovered and subsequently placed in the steamer " George Leary " of the Baltimore and Norfolk line. At the outbreak of the Civil war, in 1861, the man- agers of the Sanford line, with their customary liberality, offered to convey troops, munitions, and the authorized agents of the Government free of charge between Boston and Bangor, and in other ways the line contributed to the Northern cause. The demands of the Government for all kinds of steam vessels had in 1862 drawn away nearly every steamboat from the coast of Maine. Not until May, 1863, when the new side-wheeler " Ka- tahdin " came on the Sanford line was the regularity of travel in a measure restored. The '• Katahdin " was in many respects one of the most remarkable side-wheel steamers ever produced in the United States, and her fame spread far and wide. She was built by John Englis at New York, measured 1234 tons gross, 241 feet long, 34 feet beam, with a vertical beam engine of 56 inches by 11 feet stroke ; she was as good a sea-boat as many of the screw steamers, and probably contended with more ice than any boat not running in Arctic seas. Although once, in January, 1886, she had a narrow escape from disaster by being caught between Portland and Portsmouth in a sudden violent southeast storm, yet she never lost a passenger or any freight, and, in short, such was her luck that " down East " people, especially sailor men, came to regard her as bearing a charmed ex- istence. With the exception of the winter of 1864, when the " Katahdin " was chartered by the Fall River line, she plied continuously to Bangor until broken up for the metal in her hull in the summer of 1895. Very soon after the close of the Civil war, New Eng- land, particularly the northeastern section of it, began to figure prominently as the country's vacation ground and summer resort. A land boom began at Bar Harbor, cot- tages and hotels were erected, and the result was a tre- mendous increase in the summer passenger business on the various steamboat lines. The " Cambridge " was 118 STEAM NAVIGATION IN NEW ENGLAND added to the Sanford line in 1867 ; she was slightly larger than the " Katahdin " and constructed by the same build- ers. In some respects this steamer was the best that has ever run on a down East route ; she was of better design and build, and infinitely superior in furnishings to some of the modern boats. Unfortunately, however, the " Cambridge " proved to be an unlucky ship ; shortly after leaving Rockland, bound west, she was caught in the memorable gale of September 8, 1869. The hurricane (for such it was) burst very suddenly, and while laboring in the heavy sea the steam- pipe between the boilers and the engine burst, totally disabling the machinery. Shortly after this the " rigger head " of the rudder became broken and jammed in the starboard block, rendering the steering gear useless, and the " Cambridga " became a helpless wreck on a lee shore in one of the worst storms in New England history. There were 163 passengers and a crew of 83 on board, and it was a terrible night for all ; the steamer was in imminent danger of going ashore on Pemaquid point, in which case nearly every one on board would have been drowned. A *' sea-anchor," composed of three large hawsers bent together, was put out, which kept the "Cambridge" head to the sea until both her anchors were let go. Luckily they held, and in the morning the purser (Tyler Wasgatt) was taken off by a passing fishing smack and went ashore to telegraph for assistance. Before this could reach the disabled craft, however, the steamer " New England " of the International line, bound to St. John, came along, took the " Cambridge " in tow, and brought her safely to Rockland. It was one of the narrowest escapes from disaster in the history of New England steam boating. The " Cambridge " had more than her share of bad luck, for after running ashore several times, she finally stranded owing to a blunder of the pilot, on Old Man ledge, George's Island, February 10, 1886, broke in two, and became a total loss. In 1867, also, the steamboat "City of Richmond " be- gan to run on the " inside route " from Portland to Ban- gor in connection with the railroad. This steamer was BY FRANCIS B. C. BRADLEB 119 originally built at Athens, N. Y., in 1864, and measured 940 tons gross, 227 feet long, 30 1-2 feet beam, 10 feet depth of hold, and had the usual vertical beam engine ; she was commanded by the well known Capt. W. E. Den- nison, Captains Roix and Spear were the pilots, and Ed- ward Gushing (afterwards manager of the New England and Arcadia Steamship Co.) was purser. The " City of Richmond " had a long career on the Maine Qoast, plying to Bangor until 1880, when she was taken off and ran between Portland (and afterwards Rockland), Bar Harbor and Machias, until the Maine Central Railroad placed their new steamer "Frank Jones" on the route, and the " City of Richmond " was then sold for use on the Florida coast, and was there called " City of Key West." Eventually she found her way back north and became the property of the Joy line, who operated her on Long Island Sound. This steamer origi- nally had her forward main deck open, but in later days it was closed in. She is now in use as a house boat at Perth Amboy, New Jersey. During the season of 1867 there was an opposition boat between Portland and Bangor, the side-wheeler " Milton Martin," whose agents were Ross and Sturdi- vant, Portland, but the enterprise lasted but a short time. About this time, also, the Portland, Bar Harbor and Ma- chias Steamboat Co. was formed, of which Capt. Charles Deering was the moving spirit. They bought the "Lew- iston" from the Portland Steam Packet Co. and ran her as above for many years ; she was the first steamer to make regular landings at Bar Harbor, and in fact this route was the only way to reach that resort in those days, for the Mount Desert branch of the Maine Central Rail- road, with steamer connection for the island, was not opened until 1885. There was, too, a short lived opposi- tion freight line between Boston and Bangor in the late sixties and early seventies ; the Penobscot Valley Steam- ship Co. running the small propellers "William Tibbetts" (afterwards on the Salem-New York line) and the "Alli- ance." In the seventies the Sanford family, who owned the' Sanford Independent Line, became involved in specula- 120 STEAM NAVIGATION IN NEW ENGLAND tions outside the stearaboBt business, and in 1876 the control of the Boston and Bangor line passed from them to Richardson, Hill and Co., the Boston bankers. They incorporated the property in Massachusetts in 1875, as the Sanford Steamship Co. ; besides the "Katahdin" and "Cambridge," it included valuable wharf property at the several landings on the Penobscot river. In 1882 the title of the line was again changed by act of the Massa- chusetts Legislature to Boston and Bangor Steamship Co., and its officers then were : William H. Hill, Presi- dent ; William H. Hill, Jr., Treasurer ; James Littlefield, Superintendent ; Calvin Austin, General Freight Agent ; James Hathorn, Chief Engineer. A branch line from Rockland and intermediate landings to Bar Harbor had been established in 1879 by the com- pany, with the side-wheeler "Mount Desert," 457 tons, 162 feet in length, built in the same year at Bath, Me. This proved a most successful venture, and in 1883 the company had constructed at Boston a small propeller, the " Rockland " (second of the name), to run on another branch line from Rockland to Blue Hill and in the winter to Bar Harbor. In 1882 travel on the main line had increased to such an extent that to meet it they had the wooden side- wheeler " Penobscot " (second of the name) built by Smith and Townsend at East Boston, Mass. She was 1414 tons gross, 255 feet long, 38 feet beam, and had a beam engine of 58 inches, 12 feet stroke ; the " Penob- scot " was not thought to be a success, and her construc- tion illustrated the old adage of " too many cooks spoil the broth." The high officials of the Boston and Bangor line then knew very little about steam vessels practically, and the result was the " Penobscot " turned out a slow, clumsy, hard-steering craft. She was strongly built, but so wide as to weaken her, and later on a hog frame was put in below deck ; neither was she considered fit for winter work, and it was not until she became the old boat of the line that she was so used. With the " Penobscot " and the other two boats, the Boston and Bangor Co. were 1^ St.amboat "MENEMON SANFORD," built in 1854 Steamboat "BANGOR," (second) built in 1844 The first iron screw propelled vessel in the United States BY FRANCIS B. C. BRADLBB 121 enabled for the first time to run six trips a week in the summer. After the loss of the " Cambridge " the " Lewiston " filled her place on the Bangor line until the " City of Bangor " (second of the name) was built in 1894, fol- lowed by the " City of Rockland " in 1901. Both these steamers are wooden side-wheelers, built by James McKie at East Boston, Mass. ; they are practically sister ships, 1650 tons gross, 277 feet long, with the familiar beam engines. In order to enable them to get up the Penob- scot river, they are light draft boats and not very heavily framed. Both have been in serious accidents, collisions and strandings, and have had to be considerably rebuilt and strengthened. The "City of Rockland" especially had a very narrow escape from disaster by running on Gang- way ledge, near Rockland, in a thick fog in the summer of 1904. The Boston and Bangor Steamship Co. in 1901 became part of the Eastern Steamship Co., composed of a consol- idation of all the lines running from Boston east. Its inception was due to the efforts of Charles W. Morse. When the latter became involved in difficulties, the East- ern Steamship Co. was carried on a few years by a board of directors, of whom the principal one was Calvin Austin. In December, 1911, the company was reorganized un- der the laws of Maine as the Eastern Steamship Corpo- ration, with a capital of $6,150,000. The Eastern Steam- ship Corporation was really a continuation of the old company and a holding company for the Metropolitan Steamship Co. running a line of freight steamers between Boston and New York, and the Maine Steamship Co., the Portland and New York line. The controlling factor in the whole situation, however, was the New York, New Haven and Hartford Railroad Co. Calvin Austin, Henry R. Mallory, Hon. John F. Hill, Hon. William T. Cobb, Charles F. Libbey, William H. Hill, Josiah W. Hayden, R. F. Pepper and Galen L. Stone were the directors of the new corporation, and they authorized an issue of $11,500,000 in first and refunding five per cent, mortgage bonds. 122 STEAM NAVIGATION IN NEW ENGLAND Besides the steamers, the property included valuable wharves in Boston and Portland. After an unprofitable career of several years, the Eastern Steamship Corpora- tion was petitioned into bankruptcy on Oct. 30, 1914, and the courts appointed Calvin Austin receiver. The reason for these later troubles was partly owing to the financial crash of the New Haven Railroad and in a measure be- cause of the hard times of 1913-14. After several "high finance" oryrations, a farcical auction sale of the Eastern Steamship Corporation was held at Bangor Me., on Janu- ary 3, 1917, and it was bid in for $3,366,000 by one Jere A. Downs, representing a committee of bondholders and stockholders. Another " reorganization " styling itself the Eastern Steamship Lines Inc., with Calvin Austin as its president, took place in March, 1917. The new corporation was also incorporated in Maine with $3,750,000 of preferred stock (par value $100) and $1,687,000 of common stock (par value $25) ; there were besides $5,700,000 first consoli- dated mortgage income bonds. The Boston and Yar- mouth Steamship Co. Ltd. was at this time either owned or controlled by the Eastern Steamship Lines. Soon after the United States entered the war against Germany, in 1917, the company's financial prospects were materially improved by the sale of the following steamers to the Government: "Massachusetts," Boston and New York passenger service, $1,350,000 ; "Bunker Hill," Bos- ton and New York passenger service, $1,350,000 ; **01d Colony," Portland and New York passenger service, $1,150,000; "Boston," Boston and Yarmouth passenger service, $110,000 ; " H. M. Whitney," Boston and New York freight service, $380,000 ; "James H. Whitney," Boston and New York freight service, $380,000. The purchase money received was used to buy and retire some of the corporation's bonds. At about the same time that the above steamers were sold, the U. S. Shipping Board took over as training ships the " Calvin Austin," " Gov. Dingley," and '* Gov. Cobb," practically crippling the service of the Eastern Steamship Lines. In the meantime, and before many of these financial BY FRANCIS B. C. BRADLEE 123 troubles had occurred, the old wooden side-wheelers had, in June, 1909, been superseded on the Boston-Bangor line by the advent of the fine steel, turbine, steamships " Camden " and " Belfast," marking another epoch in the history of coastwise steam navigation. These new steamers were built by the Bath (Maine) Iron Works, the ♦♦Camden" in 1907, and the ♦♦ Belfast" in 1909. They are handsomely fitted and furnished, and very fast, so that each ship can make three round trips per week, some- thing never before attempted on the Bangor line. They are sister boats of 2153 tons gross, 320 feet long, 40 feet beam, 16 feet depth of hold ; their high speed turbine engines indicate 4000 horse-power and drive triple screws. The " Camden " was on the Bangor route for a few months in 1907, but was withdrawn temporarily on ac- count of difficulty in handling her at some of the small landings, and ran between Boston and St. John in 1908. Another new steamer, the wooden side- wheeler " J. T. Morse," 199 feet long, had in 1904 replaced the old ♦♦ Mount Desert" on the Rockland and Bar Harbor line. A few words concerning those who were in the past prominently connected with the Bangor boats may not be out of place. Capt. Charles B. Sanford, for many years the ruling spirit of the Sanford line, was one of the most forceful and picturesque characters of the eastern coast. He was born in New Haven, Conn., and had his first ex- perience in steamboating on a boat running between that port and New York. The business appealed to him nat- urally, and he rose rapidly to be master and owner. He was absolute master of everything connected with his boats, and his word was law on deck or in the office. Some of his sayings and doings are remembered to this day, although he retired from steamboating in 1875. Several brothers Ingraham, Captains Otis, Orris, and Mark L,, were for a long time pilots and commanders of the Bangor boats, a route hazardous in consequence of the continuous fogs in summer and snowstorms in winter. The Ingrahams in connection with New England steam- boat navigation were as well known to the patrons of these steamers since the Civil war as the Sanfords, who established the line before it. 124 STEAM NAVIGATION IN NEW ENGLAND Several attempts were made, always unsuccessfully, to establish a freight line between Bangor and New York. The first of these was the propeller " Kanawha," 536 tons, built at Bath, Maine, in 1881 ; she ran for some years until she was sold to go south in 1895, and finally lost in 1898. After her came the " Lucy P. Miller " and " Tillie," both small propellers, the latter in such poor condition that it was a wonder she was allowed to go to sea. Both these steamers also made occasional trips to Eastport in the interest of the sardine canning factories. In 1898 the Manhattan Steamship Co. was organized to run between Bangor, Penobscot river towns, Rockland and New York. H. C. Quimby was the Bangor agent and N. L. Newcomb the general manager at pier 1, North river, New York. They bought the screw steamer **Pen- tagoet," of 332 tons, 128 1-2 feet long, built of wood at Philadelphia in 1864. She left New York for Bangor on Friday, Nov. 25, 1898, commanded by Capt. Orris Ingra- ham (twin brother to Capt. Otis Ingraham), with a crew composed of 17 persons, but never reached her destina- tion. The " Pentagoet " was caught in the same terrific storm which caused the loss of the " Portland " ; she was reported as having passed Highland light at about 2 P. M. on the afternoon of the 26th, a few hours before the storm struck, and was never seen again. Her fate will always remain one of the mysteries of the deep. Originally the " Pentagoet " had been a U. S. gunboat during the Civil war and was called the " Moccasin " ; about 1866 she was transferred to the revenue cutter ser- vice, taken to Lake Ontario and renamed " George M. Bibb." She was sold out of the service in 1890 and brought back to the Atlantic coast as a merchant steamer. Opinions varied as to her condition at the time of her loss ; a revenue cutter officer who served on her on the Great Lakes was quoted as saying she was old and rotten; others maintained she was in excellent shape. The well known Barbour line of steamers between Bangor and Bar Harbor was founded in 1875 by Capt. Samuel Barbour of Brewer, Maine. His first steamer was the propeller " Little Buttercup," but slightly larger BY FRANCIS B. C. BRADLEE 125 than a good sized steam launch ; she was followed by the "May Field," "Queen City," "City of Bangor" in 1879 (she was afterwards called " Citj' of Portsmouth," and burnt in Salem harbor in 1894), and " Cimbria," all propellers," each about 100 feet long. In connection with the selection of a name for this last steamer, there is an interesting little story. One morn- ing, the- year before the craft was built (1882), Capt. Barbour left Bar Harbor in the " Queen City," and soon after he picked up a large Russian man-of-war that had come on the coast in a thick fog and lost its bearings. Capt. Barbour gave the Russian the desired information, for which he was extremely grateful. The name of the Russian vessel was the "Cimbria," and when his new boat was constructed Capt. Barbour determined to name her for it. A side-wheeler of 200 tons, 120 feet long, built in 1854, the "Henry Morrison," was the last steamer on the Bangor- Bar Harbor line, and was a very poor sea boat, as the author can testify from personal experience. After some years of poor business due to railroad and other competition, the Barbour line was finally given up in 1906. Other steamers controlled by the Barbours and running on various short lines on the Penobscot river and bay, were : the " Treraont," " Sedgwick," " Silver Star " and " Golden Rod," all small propellers about 100 feet long. Mention must also be made of the fleet of steamers owned at one time or another by the Maine Central Rail- road Co. Among the first of these were the "Sebenoa," built at Bath, Maine, in 1880, and the " Sappho," at the same place in 1886. They were small wooden propellers and employed as long distance ferry boats between Bar Harbor and the terminus of the Mount Desert branch railroad at Hancock on the main land. The " Sappho " will be especially well remembered by the summer resi- dents of Bar Harbor, as she was long in service : she was 275 tons gross, 149 1-2 feet long, 28 1-2 feet beam, with a triple expansion engine (one of the early ones built in the United States) indicating 600 horse power. 126 STEAM NAVIGATION IN NEW ENGLAND As traffic gradually increased other steamers were add- ed, the " Sieur des Monts " and the "Norurabega" in 1902, of much the same type as the " Sappho," and the route was extended to Seal Harbor and Northeast Harbor on Mount Desert island. In 1911 and 1913 the Maine Central Railroad added to its fleet two very fine steel twin screw propellers to take the place of the older boats. They were named the "Moosehead" and "Rangeley," were built by the Bath Iron Works at Bath, Maine, and are practically sister ships ; each measures 652 tons gross, 185 feet long, 35 1-2 feet beam, 13 1-2 feet deptli of hold, the machinery consists of two sets (for each ship) of four cylinder triple expansion engines, indicating 1200 horse- power and permitting the steamer to keep up a speed of 19 knots per hour. The dimensions of the cylinders are 16, 26, and two of 30 inches in diameter, 24 inches stroke. These steamers are intended only for passenger traffic and light freight, and their accommodations, including dining room service, are very fine. When the "City of Richmond" became worn out in the Rockland-Bar Harbor and Machias service, her place was taken by the wooden side-wheeler "Frank Jones," also owned by the Maine Central Railroad Co. and built expressly for the line by the New England Shipbuilding Co. at Bath, Maine. She was 1634 tons gross, 253 feet long, 36 feet beam, and being intended for a night route was fitted with over 100 state rooms ; instead of the usual "walking beam" engine and large vertical paddle wheels, the "Frank Jones" was fitted with an inclined compound engine which propelled feathering wheels. This steamer was thought, however, to be anything but a success, and after some years of service was sold for use on the Hud- son river, and was still running there up to within a short time. Her place was partially filled for some years by the steel propeller "Pemaquid," ex "Long Island," built at Philadelphia in 1893, 409 tons gross, 132 feet long, but the route was changed to a day one from Rockland, Bar Harbor and various other Mount Desert island land- ings ending at Mount Desert Ferry or Hancock. lu 1888 the Plant Railroad and Steamship Co. of Flor- BY FBANCIS B. C. BRADLEE ' 127 ida endeavored to find summer work for its fine steel screw steamer " Olivette " (which in the winter plied between Port Tampa, Key West, Fla., and Havana) by sending her to Boston in June of that year to open a new and direct line from that place to Bar Harbor. The "Olivette," built by William Cramp and Co. at Philadelphia, was launched on Feb. 16, 1887. She was in reality a small ocean st-eamer, and a far better sea boat than anything then or since running to the coast of Maine. Richardson and Barnard, 20 Atlantic avenue, were the Boston agents, and Albert Bee acted in the same capacity in Bar Harbor. Her schedule was as follows : From Boston every Tuesday, Thursday and Saturday, at 6 P. M., arriving at Bar Harbor the next morning at 7, with the regularity of clockwork. Returning, the "Olivette" left Bar Harbor on Mondays, Wednesdays and Fridays, at 6 P. M., due in Boston at 7 the next morning. To keep up this time- table meant a speed of nearly 18 knots an hour, fog or no fog, but this she did, and with only one accident, when, in 1888, in a fog, she ran into the schooner " Edward H. Blake," loaded with ice and lumber, cut her in two and sank her, and with not the slightest injury to herself. Capt. James McKay (now superintendent of the U. S. Transport service at Jacksonville, Fla.), who commanded the "Olivette" during all the years she ran to Bar Har- bor, considers it one of the most wonderful accidents he ever heard of, for at the time of the collision the schooner was only 17 days old. As the "Olivette" was luxuriously fitted up with every modem convenience, she naturally enjoyed the cream of the passenger and express traffic ; she remained on the line up to 1891 inclusive, and was fought off by the per- sistent hostility of the Maine Central Railroad. In 1892 she was placed by her owners on the Boston-Halifax, N. S., route, running (in the summer) for many years in connection with other steamers. The "Olivette" was to- tally lost on the north coast of Cuba in January, 1918. Other lines along the coast of Maine which existed but a short time were the Calais Steamship Co., which oper- ated the propeller "Norwich" from Boston to Eastport 128 STEAM NAVIGATION IN NEW ENGLAND and Calais in 1872. This steamer had the previous year run between Salem and New York. In the summer of 1887, also, Capt. Charles Deering organized the Boston and Maine Steamship Co. to run between Boston, Castine, Bar Harbor, Southwest Harbor and Machiasport. The "Forest City" and "John Brooks," side-wheelers, formerly on the Boston-Portland service, were the steamers employed, but only a few trips were made, and the enterprise was totally unsuccessful. About 1908 the Maine Coast Steamship Co., a purely freight line, was organized as a competitor to the Eastern Steamship Co. Its fleet consisted of two small wooden propellers formerly in use on the Great Lakes ; the "Mas- sasoit," of 364 tons, built in 1891, and the "Mohawk," of 535 tons, built in 1890. Their route was, generally, from Boston to Machias and Eastport, and after a few years of moderate success, both steamers needing repairs, were laid up. During the war, however, owing to the great demand for ships and the curtailment of the service of the Eastern Steamship Co., the " Massasoit " and the " Mohawk " were repaired and again placed in service by the Maine Coast Co. in 1918. Although many of the early coast of Maine steamers previously mentioned may have, and probably did, make sporadic trips to St. John, N. B., and ports in southern Nova Scotia, the first regular service of which there is any knowledge was in 1836, when the wooden side- wheeler " Royal Tar " (named for King William IV of Great Britain) was built at St. John, N. B., to run regu- larly between that place and Portland, Maine, where she connected with the Boston steamei-s. The " Royal Tar " was 164 feet long, 24 feet beam, and measured 400 tons ; she cost $50,000 to build, and was owned by John Ham- mond and D. J. McLaughlin of St. John ; she made her first trip to Portland in May, 1836; with over 200 pas- sengers. A few months later this steamer was lost under such tragic but curious circumstances as to render the disaster long memorable in the annals of New England steamboat- ing. On Friday, Oct. 21, 1836, the "Royal Tar" left St. John for Eastport and Portland, having on board a It St.amer "PENTAGOET" Lo»t with all hand$ in th« famous storm of November, I 898 Formerly the U. S. Revenue Cutter "Bibb," built in 1864 Burning of the Steamboat " Royal Tar," in October, I 836 BY FKANCIS B. C. BRADLEE 129 crew of 21 persons and 72 passengers. She also carried Burgess' collection of serpents and birds, Dexter's loco- motive museum and a brass band. Among the animals on board were an elephant, six horses, two dromedaries, two lionesses, one royal Bengal tiger, one gnu, and a pair of pelicans. As a result of a high northwest wind, the " Royal Tar " remained at anchor at Eastport until Tues- day, the 25th, when at 2 P. M. she got under way and resumed'her voyage. She had not much more than got outside when the gale increased in violence and she ran in for shelter near Fox island. The story of her loss was told by Capt. Thomas Reed, her commander, in these words : *• The steam being down after we had been at anchor about half an hour, the boat was discovered to be on fire immediately over the boiler, under the deck. The cable was slipped instantly and the fire engine set to work, but in five minutes the men could not stand at the pump, which was below, the smoke nearly suffocating them. At this awful juncture there was a rush for the boats, there being only two. Sixteen of the passengers and crew took the largest boat and went away before the wind, which blew so hard they were afraid to bring her to. I got possession of the jolly boat, with two men, and picked up another man belonging to the caravan who had jumped overboard." " In about half an hour we saw a schooner coming to us, which proved to be the United States revenue cutter * Veto,' Capt. Dyer, who rendered us every assistance in his power. He ran the cutter close to the burning steam- er, then in a sheet of flames, and succeeded in taking out forty passengers, who must have perished had not the cutter come to our assistance." One of the passengers, Hinson Patten by name, gave an account of the affair which explains the conduct of Capt. Reed in taking the one remaining boat. He says : "Capt. Reed took charge of the stern boat, with two men, and kept her off the steamboat, which was a very fortunate circumstance, as it was the means of saving from forty to fifty persons, and to him all credit is due for his delib- erate and manly perseverance throughout the whole calamity." Another account mentions that the elephant 130 STEAM NAVIGATION IN NEW ENGLAND jumped overboard, crashing down upon a raft that was being hurriedly constructed, thus destroying the raft and losing the lives of several passengers. The horses also leaped overboard, and it was said that the elephant and a pony succeeded in swimming ashore. That statement was contradicted by an item in a St. John newspaper, which stated that every animal belonging to the menagerie was doubtless lost. The elephant was seen a few days ago floating near Brimstone island. Other accounts state that when the horses jumped overboard in their wild panic, instead of making for the shore, they swam round and round the burning steamboat until they became exhausted and were drowned. Twenty-nine passengers and eight of the crew of the " Royal Tar " perished in this dreadful disaster, and the money loss was estimated at not less than $126,000. Capt. Reed was presented with a purse of $750 in gold for his gallantry in saving so many of his passengers ; at a later date he was made harbor master of St. John, a post he filled acceptably for many years. A steamer named the " Gazelle " took the place of the ** Royal Tar," and she also was wrecked by running ashore near St. John in June, 1838; there was, luckily, no loss of life. In 1839 the steamboat " North America," evi- dently superior in size and build to the foregoing vessels, was built and placed on the line between St. John and Boston. She made one trip in the autumn of that year, and on March 25, 1840, the Boston Advertiser announced her as follows : — " British steamship * North America, ' between Boston, St. John, N. B., via Eastport and to Windsor, N. S., where stages run to Halifax in a few hours. This new and elegant steamer, with low pressure engines made by the first manufacturers in Great Britain, having superior accommodations, will commence running between the above places in April next, leaving St. John on the 15th and Boston on the 18th, on her first trip of the season. . . . This boat will be provided with every facility for the prevention of fires, with force pumps, suction hose, extra boats, etc., and her engines and boilers are so constructed as to make it next to impossible to take fire. She will be BY FBANCIS B. 0. BRADLBE 131 a most desirable conveyance between the British Prov- inces and the United States. Fares: to St. John, $12 and found ; to Eastport, $10 and found. Letters at 12 1-2 cents each. L. Crackbon, agent, 6 T wharf, Boston.'" The same paper for April 18, 1840, has the following notice of the arrival of the " North America " on the first trip of the season : " The British steamer ' North America,' which made one trip from St. John, N. B., to this city last autumn, arrived here yesterday in 36 hours, bringing 21 passen- gers." Unfortunately no information can now be found regard- ing the dimensions of the " North America," names of her builders, etc., but undoubtedly she was a wooden paddle-wheel steamer. She seems to have met with considerable success, as she plied regularly for some years between Boston and the British Provinces, during the last part of her career to Nova Scotia, as is evidenced by the Boston Advertiser of August 28, 1843 : " British steamer ' North America,' Chisholm, for Yar- mouth, N. S., fare $8 ; Lunenburg, fare ^12 ; and to Hal- ifax, fare $12 ; meals extra. Charles R. Gibbons, agent, 75 Long Wharf, Boston." The Eastern Railroad soon began to compete for the passenger traffic to and from the British Provinces with the steamers under their control. The Boston Advertiser for September 22, 1842, contains the following advertise- ment: *' People's Line, steamer * Huntress,' Jewett, from Portsmouth, N. H. (then the terminus of the railroad), running in connection with the Eastern Railroad, for Eastport, fare $6 ; Calais, fare $6.50 ; St. John, fare $8.00 ; meals extra. Persons wishing to send for their friends in St. John can do so. E. Wright, Jr., agent, 11 T wharf, Boston." In 1847 the Eastport Eastern Steamboat Co. was or- ganized with a capital of $100,000 ; J. W. Bass of East- port was president and J. P. Wheeler of Boston secretary and treasurer. They either had built, or bought, the wooden side-wheeler " Admiral "; she was constructed 132 STEAM NAVIGATION IN NEW ENGLAND in 1847 by Lawrence and Son of New York, measured 650 tons gross, 224 feet long, 28 feet beam, and had a vertical beam engine of 48 inches, 11 feet stroke. She was a well fitted and successful boat and ran for many- years, making one round trip weekly between Boston and St. John, calling at Eastport both ways. Originally the " Admiral " was painted black and had but one mast, but after running ashore near Eastport in 1854, she was practically rebuilt and made her appearance painted white and with two masts. The steamers "Com- modore " (about the same size as the " Admiral ") and later the " Governor " (previously mentioned) plied between Portland, Eastport and St. John in connection with the Eastern Railroad. During the late forties and early fifties two British steamers, the "Maid of Erin " and the " Fairy Queen, " were well known in the eastern trade ; the former between St. John and Portland, and the latter operated from East- port across the bay of Fundy to Windsor, N. S., and from there to Halifax. The Calais Steamboat Co. was formed in 1851, and placed the steamers "Eastern City" and "Adelaide" on the route from Boston to St. John, calling at Portland and Eastport. Both steamers were wooden side-wheelers, built at New York expressly for the line ; the " Eastern City " in 1852 and the " Adelaide " in 1854. The for- mer's tonnage was 707, length 226 feet, beam 30 feet, depth of hold 10 feet ; the machinery consisted of the usual vertical beam engine, having a 44 inch cylinder, 11 feet stroke ; the latter steamer was slightly larger in size of hull and machinery, but neither boat had much power considering their exposed route and the heavy weather they occasionally encountered. During the Civil war the " Eastern City " became a government transport and was called the " Cossack ;" when peace came she resumed her former name and was run for some time between Boston and Bath, Maine, and afterwards sold for service on the St. Lawrence river. It must be taken into consideration that at this period nearly the whole passenger and freight traffic from Boston to the British Provinces and northeastern Maine was transported BY FRANCIS B. C. BRADLEK 133 by water, as there were but few railroads beyond Augusta or Bath, and direct rail communication between Boston and Bangor was not had until 1857. In 1860 the International Steamship Co. was incorpo- rated in Maine with a range of capital of from one hun- dred thousand to one miUion dollars, and the privilege of steam navigation to Europe and any ports in America. The special object, however, was to extend the existing accommodations of traffic between Boston, Portland, and the Provinces of New Brunswick and Nova Scotia, which had before been opened. This company came under the management of some of the principal owners of the Boston line, or Portland Steam Packet Co. T. C. Hersey was the president, H. J. Libby the treasurer, and Capt. John B. Coyle the general agent. S. E. Spring, William Kim- ball, Capt. Coyle of Portland, and A. McSeeley of St. John were the directors. The International line took over from their former owners the " Admiral " and the " Eastern City," and afterwards had built at New York the "New Brunswick" in 1860 and the "New England " in 1861, wooden side- awheel steamers of 950 tons each, 240 feet long, and with the usual vertical beam machinery ; they had excellent accommodations for passengers and freight and fair qual- ities of strength and speed. Both these steamboats re- mained in service for many years ; the " New England," while on her way from St. John to Boston, struck on the *' Wolves " ledge, near Eastport, in a dense fog, on July 22, 1872; passengers and freight were safely landed, and the steamer herself, which had partly filled, was raised and rebuilt as the " City of Portland." In May, 1884, she again ran ashore on " Gangway " ledge, near Rock- land, and became a total loss. The " New Brunswick " ended her days as an excursion steamer around Boston. In 1861 or 62 the steamer "New York " was added to the International line ; she had been built at Clayton, on Lake Ontario, New York, in 1852, but as the extension of railroads rendered her unprofitable on the Great Lakes, she was brought to the Atlantic coast by Captain Win- chester, who commanded her for several years. The *f New York " was of about the same size as the other 184 STEAM NAVIGATION IN NEW ENGLAND boats, 1110 tons and 235 feet long, but had far greater power, a vertical beam engine of 60 inches, 12 feet stroke, which made her one of the fastest " down East " boats of her day. During the Civil war she was for sev- eral years used by the Government as the flag of truce boat, for the exchange of prisoners on the James river. She remained in the service of the International line until about 1886, then became an excursion steamer, and finally burnt at her wharf. The same interests that controlled the International Steamship Co. started in 1867 a line between Portland, Halifax and St. Johns, N. F. For several years the ser- vice was kept by two small propellers of about 550 tons each, the "Carlotta" and the "Chase"; the former was an iron, the latter a wooden vessel. In 1872, how- ever, the line was reorganized and incorporated as the New England and Nova Scotia Steamship Co., and the call at St Johns given up. They had built at New York a large wooden side-wheeler, the " Falmouth," of 1156 tons, 240 feet long, having a vertical beam engine of 54 inches, 11 feet stroke. The "Falmouth," especially de- signed for open sea service, was very strongly put to- gether, with narrow guards, etc. Commanded by Captain Colby, she was known several times to have put to sea from Halifax when transatlantic liners deemed it prudent to remain in port. In the early eighties the Halifax service was given up, and the "Falmouth" joined the International fleet ; while lying at her wharf at Portland undergoing repairs, she caught fire and was totally destroyed, April 29, 1884. The International line in 1882 brought out the highly successful steamer "State of Maine," built by the New England Shipbuilding Co. of Bath, Maine ; she was a vessel of 1409 tons, 241 feet long, 37 feet beam, with a vertical beam engine indicating 1200 horse power. Like the "Falmouth," the "State of Maine" was built for hard service, and her frames were close together like those of a ship. Another slightly larger boat, but of the same side- wheel type, the "Cumberland," was added to the fleet in 1886. Both steamers were sold in 1902 to the Joy line BY FRANCIS B. C. BRADLEE 136 for use on Long Island Sound and renamed "Edgemont" and "Larchmont" respectively. The latter, on the night of Feb. 11, 1907, was run down by a coal-laden schooner in Block Island Sound, and of the 177 or more people on board only twenty lived to reach the shore, and some of these died later from exposure to the awful zero weather. Other coastwise lines had, in the early eighties, already discarded wooden side-wheel steamers for the more mod- ern iron propellers, and in 1895 the International line, a little late in the day, followed suit and brought out a screw propelled vessel, the "St. Croix," but they still clung to the wooden hull built by the New England Ship- building Co. of Bath. The "St. Croix" measured 1994 tons gross, was 240 feet long, 40 feet beam, and had a triple expansion engine ; she, however, proved to be any- thing but a success, as she turned out a leaky vessel of but small carrying capacity, and was afterwards sold for use on the Pacific coast. In 1901 the International Steamship Co. joined with Morse's Eastern Steamship Co.'s consolidation of all the lines running east from Boston. Among the old-time shipmasters on the International line were Captains Win- chester, Thompson, Hall, Colby, Pike, Sr. and Jr. Two more screw-propelled steamers, with steel hulls, built by the Delaware River Shipbuilding Co. of Chester, Pa., were brought out by the new management — the " Calvin Austin" in 1903 and the "Governor Cobb" in 1907. The former is 298 1-2 feet in length, 60 1-2 feet beam, 17 1-2 feet depth of hold, 3826 tons gross, and is fitted with a triple expansion engine indicating 2700 horse- power ; the latter is 289 feet long, 54 feet beam, measures 2522 tons gross, and her motive power consists of three Parsons' steam turbines, which develop about 2500 indi- cated horse-power. The "Governor Cobb" is considered to have been the first seagoing steamer in the United States equipped with turbine machinery. Both are fine, fast boats, the "Cobb" especially so, and she has been chartered every year in the winter months to run between Key West and Havana. At the outbreak of the war the Government took over the "Governor Cobb," "Governor 136 STEAM NAVIGATION IN NEW ENGLAND Dingley," and "Calvin Austin," to use as training ships for the new mercantile marine. Though great progress has been made locally in marine architecture, too many of our coastwise carriers are still steamboats rather than steamships. Steel hulls and twin screws of late years have markedly increased the strength and seaworthiness of our New England steam fleet. And yet some of our local steamers still retain too many of the characteristics of the old time side- wheelers. Their solid steel sides are not carried up high enough above the water; there is still too much of the old custom of leaving large openings aft, through which high seas can tumble into saloons and staterooms. The theory is that if these coastwise craft are built up high forward, that is enough to ride head to gale. But the theory fails when it is necessary to bring the steamer about to scud before it. Such criticisms do not attach to the liners plying between Boston and Nova Scotia ports, or to those running to points south of New York. They are veritable ocean steamships of small or moderate ton- nage, but of sturdy model and unquestioned seaworthi- ness. Our immediate New England waters, however, are among the stormiest in the world, and many of our coast- wise steamers are, or rather were, employed in year-round service. The expedient of twin screws makes possible a sea- going model of great handiness and light draft. There is no need of the employment of side- wheelers, or top- heavy propellers for outside routes to the bays and rivers of Maine, and there is every need of strong, rigid, sub- divided hulls of up-to-date construction. A long step in advance was taken when steel turbine liners were put on the eastern routes, but too many of the old steamboat traditions still endure. During the year 1863 Spear, Lang and Delano of Bos- ton, so long identified with the New England coastwise steamers, started an opposition line between Boston and St. John, N. B., known as the "United States Mail Line." The steamer employed was an iron paddle-wheeler, re- cently rechristened the " Admiral Du Pont," for under the name of '^Dawn" she had been captured, a little while BY FRANCIS B. C. BRADLEE 137 before, in an attempt to run the blockade of the southern ports. This vessel, built in England in 1847 for the English-Irish cross channel trade, measured 705 tons, and was equipped with oscillating cylinders, four in number, each 48 inches in diameter, four feet stroke, a type of machinery at that time much in vogue in England, but which somehow never found much favor on this side of the water. The " Admiral Du Font's" career was a very Short one in New England waters, for the enterprise was wholly unsuccessful. In 1882 the New England and Arcadia Steamship Co. was organized to furnish communication between the ports of Maine and southern Nova Scotia. The iron side- wheel steamer "Frances," 988 tons, 222 feet long, 800 nominal horse-power, built in Wilmington, Del., in 1865, was chartered from David Babcock, president of the Stonington and Providence Steamship Co., and operated for several years between Bucksport (in the winter months) and Digby and Annapolis, N. S., calling each way at Machias and Eastport ; Edward Cushing, for many years purser on various " down East " steamers, was gen- eral manager, and in the summer months the American terminus of the line was Bar Harbor. After several fairly successful years, the Maine Central R. R. Co. obtained control of the enterprise, and its home port was changed to Rockland. Among the many smaller and unsuccessful attempts, some notice must be given to the St. John, N. B., and New York line (calling at Eastport and Yarmouth, N. S.), or, as it was officially called, the New York Steamship Co. It was organized by N. L. Newcomb and others, and in 1889-90 they ran at irregular intervals the large wooden propeller "City of Columbia." She had formerly be- longetl to the New York and Charleston (S. C.) Steam- ship Co., was built at New York in 1880, and measured 1878 Ions. The earliest steamer to be placed on the route between Yarmouth, N. S. and Boston was the wooden propeller " Eastern State," previously mentioned. She was purchased by the Yarmouth Steam Navigation Co. for $24,500, and placed in commission in 1855, in charge of Capt. Bowman Corning, and until she was taken in 1861 138 STEAM NAVIGATION IN NEW ENGLAND by the United States Government for a transport, the "Eastern State" made weekly trips, which were sometimes extended to Halifax. The steamships that followed the "Eastern State" in this service were the "Relief" in 1862, the "Scotia" in 1864, and the "Linda" (afterwards renamed the "Domin- ion") in 1866 and later, all wooden propellers. E. Frank- lin Clements, son of the well known Capt. N. K. Clements of Yarmouth, was in charge of the line at this time, and it came to be often called the "Clements line." The side- wheeler "New Brunswick," chartered from the Interna- tional Steamship Co., was on the route in 1882, but up to this time there had been few indications of the im- portant part Nova Scotia was to play in the great summer vacation movement. Indeed "vacations" were then far from being the accepted institution that they are to-day. The railroads of the province had been gradually awaken- ing to the possibilities of summer travel, but it remained for Yarmouth's great "captain of industry," Hon. Loran E. Baker, to make the first definite move in reaching out for a share of the American tourist business. Mr. Baker, who was one of the most enterprising and ambitious mer- chants ever produced by Nova Scotia, in 1885 bought out the Nova Scotia Steamship Co. and its steamer " Domin- ion " and organized the Yarmouth Steamship Co., which was destined to be the real pioneer in the ocean part of the Nova Scotia tourist business. With abundant faith in the future, the Yarmouth Steamship Co. proceeded to have built on the Clyde a new steel steamship, the "Yarmouth," 220 feet long, with a speed of 14 knots. She was a fine vessel for that period and was placed in commission between Boston and the Nova Scotia port for which she was named, in 1887. The "Yarmouth" became very popular with the travelling public, and the passenger business of the line increased so rapidly that it was found necessary to order another and larger steamship, the "Boston." This vessel was also built at Glasgow, and was 1694 tons gross and 245 feet long. She was placed on the route in 1890, and inaugu- rated a new direct service between Boston and Digby, N. S. (now given up), remaining in commission until sold BY FRANCIS B. C. BRADLEE 139 in June, 1917. In the twenty odd years of her service she made one of the most remarkable records of any American coastwise steamer ; her runs were clocklike in their precision, and she missed scarcely a trip, even in the stormiest weather. But even the '• Boston " by and by failed to meet the requirements of the growing traffic, and faster and bigger boats succeeded her. The Dominion Atlantic Railway Co., a progressive Eng- lish corporation, which had come into possession of the entire railway system between Halifax and Yarmouth, decided to extend its field of operations and absorbed the Yarmouth Steamship Co. [t placed on the Boston-Yar- mouth route in 1897 the steel twin screw steamship '* Prince Edward," 1400 tons gross, 268 feet long, built by Earle's Shipbuilding Co., Hull, England ; she devel- oped a speed of 19 1-2 knots, and was later sold to Ger- man owners and said to have been lost in the Baltic Sea. In 1899 the " Prince George " and ♦« Prince Arthur," sister ships, were added to the line ; they were also con- structed by the Earle Co. at large expense, and were equipped and engined like small ocean liners. Each steamer measures 2040 tons gross, 290 feet in length, 38 feet beam, and has two triple expansion engines of 718 nominal horse-power driving twin screws, the speed being about 20 knots. They have the proportions of the trans- atlantic liner, without its unwieldiness ; properly handled they can stand almost any weather — as they have had abundant opportunity to prove in Massachusetts Bay — and in their neat aspect, fleet lines and excellent design, black hull, white upperworks and crimson funnels, they are an ornament to any harbor. In the old days it not infrequently took a couple of days, or more, to reach Boston from Yarmouth, or vice versa; the two "Princes," however, easily make the run in 17 hours, and with the utmost regularity. Early in 1912 the marine division of the Dominion Atlantic Railway Co. fell under the control of the all- absorbing Eastern Steamship Corporation, who reorganized it as the Boston and Yarmouth Steamship Co. Ltd. The service was, however, continued as before under the Brit- ish flag, until interrupted by the European war. The 140 STEAM NAVIGATION IN NEW ENGLAND *• Prince George " and " Prince Arthur " were requisi- tioned as hospital transports early in 1917 by the British government. For a few months the Yarmouth line was carried on with such ships as the Eastern Steamship Lines could spare, but late in 1917 it was suspended altogether. How- ever, a great outcry was made by the Nova Scotia mer- chants and shippers, and in April, 1918, a freight service was begun and irregularly maintained by the Canadian government steamer "Aranmore," a propeller of some 600 tons. Soon after the close of hostilities the Eastern Steamship Lines again began the regular service on March 6, 1919, with their steamer «' North Land " of the New York and Portland line. It is hoped that the" Princes " will soon be released so as to be on the line in the sum- mer of 1920. For many years there had been regular packets between Boston and Halifax, N. S., mostly brigs and schooners of from 100 to 200 tons each, but the first communication by steam was when the Cunard line or, as it was then officially called, British and North American Royal Mail Steam Packet Co. was established in 1840. Their ships called at Halifax on their way to and from Boston month- ly in the winter, every two weeks in the summer, until 1848, when the service was doubled, but every other ves- sel then proceeded to New York. After a short time, however, the New York steamers gave up calling at Hal- ifax, owing to the many delays incident thereto, but the Boston ships continued stopping there until 1868. Contrary to the general belief, the "Unicorn" and not the " Britannia " was the first Cunard steamer to cross the Atlantic and arrive in Boston. The original contract of the Cunard Co. with the British government obliged them to have their steamers at Halifax met by another which was to carry the mail to Pictou, N. S., and Quebec. Accordingly the "Unicorn" was sent over in advance of the regular boats, and having landed her passengers at Boston, June 2, 1840, returned to Halifax to meet the outward steamer from England ; she carried on the Hali- fax-Pictou-Quebec service until it was given up in 1846. The "Unicorn" was a small boat of 649 tons, 570 indi- BY FRANCIS B. 0. BRADLEB 141 cated horse-power, built in 1835 for the Glasgow and Liverpool service ; the first four regular steamers of the Cunard line, the "Britannia," "Acadia," "Caledonia" and- "Columbia," were nearly double her size, 1200 tons each. Another very early local steamer under the British flag and plying between Boston and the British Provinces was the "North America." Like many other early steam vessels^ very little can be learned about her, and in spite of diligent searches all that can be found concerning this craft is in the advertisements of her in the contempora- neous newspapers. The Boston Advertiser for March 25, 1840, has the following notice of her : " British steamship 'North America,' between Boston, St. John, N. B., and to Windsor, N. S. (via Eastport), where stages run to Halifax in a few hours. Tliis new and elegant steamer, with low pressure engines made by the first manufacturers in Great Britain, having superior accommodations for passengers, will commence running in April next, leaving St. John on the 15th and Boston on the 18th, on her first trip of the season, touching at Eastport to and from. . . . This boat will be provided with every facility for the prevention of fires, with force pumps, suction hose, extra boats, etc., and her engines and boilers are so constructed as to make it next to impossible to take fire. She will be a most desirable conveyance be- tween the British Provinces and the U, States. Fares to St. John, $12 and found ; to Eastport, $10 ; letters 12 1-2 cents each. L. Crackbon, Agent, 6 T wharf." On April 18, 1840, the same paper notes: "The Brit- ish steamer ♦ North America,' which made one trip from St. John, N. B., to this city last autumn (1839), arrived here yesterday, in 86 hours, bringing 21 passengers. She lies at Lewis Wharf." Not long after this date the "North America" made Halifax her eastern terminus, to which port she plied regularly, and it would seem with some success. One of her last advertisements was in the Bos- ton Advertiser for Aug. 28, 1843, as follows : — " British steamship * North America,' Chisholm, for Yarmouth, fare $8, Lunenburg il2, Halifax $12, meals extra. Charles R. Gibbons, Agent, 75 Long Wharf." 142 STEAM NAVIGATION IN NEW ENGLAND It would have been interesting to have reproduced a picture of this old steamer, but as previously stated, all •researches have been in vain, and we can only conjecture as to what became of her. In July, 1848, the Boston Transcript advertised the American steamer "Buena Vista" as "running regularly" between that port and Halifax, N. S. The records of the New York Custom House reveal the fact that this craft was formerly called the "General Jackson," and that she was a small boat built at New York in 1828-29 by Smith and Dimon for Peter Simmons, also of New York ; and that later she belonged to Cornelius ("Commodore") Van- derbilt. Her tonnage was only 174, length 114 feet, beam 22 feet. A more unsuitable steamer for open sea navigation can scarcely be imagined, for she was designed to navigate the waters of the Hudson river, or Long Island Sound, and did so for many years. The "General Jack- son" had come from New York with a bad reputation, for on June 8, 1831, while in the Hudson river, her boiler exploded, killing six and injuring between twenty and thirty persons. Hence the probable reason for her change of name later on, and as far as can be learned her career on the coast of New England was limited to one season. The next attempt at steam navigation between Boston and the capital of Nova Scotia was in 1852, when the wooden propeller "Sir John Harvey" (named for a former lieutenant-governor of Nova Scotia) was placed on the route by Messrs. Clark, Jones and Co. of Boston. Her advent was announced by the Boston Advertiser in April, 1852, as follows : — " ' Sir John Harvey ' : this propeller of about 700 tons was launched at Medford (Mass.) yesterday by J. O. Curtis. When her machinery is fitted, she is to ply be- tween this city and Halifax, and is expected to leave each place once a week. She will begin her trips early in June. Her agents in this city are Clark, Jones and Co., who have for some years past successfully managed a line of fast sailing brigs, the 'Boston,' 'Belle,' 'Halifax,' etc., which have kept up a very regular communication with the British Provinces." The picture of the " Sir John Harvey," reproduced from an old lithograph owned by the author, shows her BY FRANCIS B. 0. BRADLEK 143 to have been a curious old craft, — not a nautical beauty, but undoubtedly seaworthy. Her exact dimensions, taken from the records of the Boston Custom House, were : tonnage 620, length 170 feet, beam 27 1-2 feet, depth of hold 18 1-2 feet; she was "sold foreign " in 1854, prob- ably to British owners, as there was then a great demand for steam transports to take the British and French troops to the Crimean war. After this date, except for the means afforded by the Cunard line and the irregular trips of the "Eastern State" (previously mentioned), there was no direct steam communication between Boston and Halifax until 1868, when F. W. Nickerson and Co. of Boston started their line, which was also extended to Charlottetown, P. E. I., and under various managements, was destined to last for many years. Their first steamers were the "Oriental," an iron screw of 740 tons, a former southern blockade runner, built in England in 1858, and the "Commerce," 335 tons, and "Alhambra," 764 tons, also propellers but constructed of wood, the latter at New York in 1864. As business increased larger ships were added to the line. These were the "Carroll" and "Worcester," wooden screw steamers, built at New York in 1862 for the gov- ernment service during the Civil war. They were pecu- liar looking craft, with their pilot houses very far for- ward ; the "Worcester" measured 1500 tons gross, 218 feet long, 35 feet beam; she had two vertical direct act- ing engines, cylinders 44 inches by 48 inches stroke ; the "Carroll" was of slightly smaller dimensions. At the close of the Civil war they and another sister ship, the "Somerset," had been bought by the Baltimore and Ohio R. R. Co., who with them inaugurated, in 1865, a transatlantic line between Baltimore and Liverpool. But the ships were unsuited to the trade ; they were too small and slow, and in 1868 the experiment was given up. The "Worcester" and "Carroll" were better fitted to a com- paratively short route, like that between Boston-Halifax and Charlottetown, and they literally wore themselves out in that service ; they were condemned and broken up at Boston in the summer of 1894. Another historic steamer ran on this line for a short time in the late eighties. This was the "Merrimack," a 14 i STEAM NAVIGATION IN NEW ENGLAND propeller, and one of the first iron vessels ever built in Boston (by Harrison Loring in 1861). She and a sister ship, the "Mississippi," had been intended to form a reg- ular line between Boston and New Orleans, under the auspices of the Union Steamship Co. of Boston, but the breaking out of the Civil war put an end to the project. Both steamers were in use as transports during the war, and afterwards were in the transatlantic service between New York and Havre. Later on thej were acquired by the United States and Brazil Mail S. S. Co., and for many years plied between New York and Rio de Janeiro; the "Mississippi" was lost in that service in 1869. In the eighties the "Merrimack" came back to her original port, was refitted with a triple expansion engine, and plied between Boston and Halifax until she was lost by running ashore on Little Hope Island, N. S., in a thick fog, July 10, 1887. The passengers and crew had a nar- row escape and barely got off with their lives. The "Merrimack" was a very handsome ship, with fine lines ; originally she had been barque-rigged, with very lofty masts and spars, but in her later days the mainmast and square yards were removed, leaving her schooner-rigged. She measured 2031 tons gross, 260 feet long, 39 feet beam, 19 feet depth of hold, 4 water-tight bulkheads ; she was at first fitted with two inverted direct actinor en- o gines,. having 62-inch cylinders, 4 feet stroke. Daring the season of 1891 the British steamship ♦'State of Indiana," 2584 tons, 400 nominal horse-power, was chartered by the owners of the "Carroll" and "Wor- cester;" she had previously run on the ** State" line be- tween New York and Glasgow. About 1880 the firm of Small and Hatheway of St. John, N. B. started an opposition steamer line between Boston and Nova Scotia ports; Digby, Annapolis, Wind- sor, and sometimes Halifax, to which place the fare was " $7 and found." They had various small steamers ; the propellers "Scout," a former blockade runner, and "Hunt- er," and the side-wheeler "City Point," the latter a small New York harbor boat that only made a few trips ; she bugged the coast as much as possible, and finally ended her career by running ashore near Hampton, N. H. After a few years. Small and Hatheway sold out to the Interna- tional line. (To he continued') ^h'l % THE WILLIAM GRAYS IN SALEM IN 1797. BY EDWARD GRAY. William Gray (Benjamin,Benjainin, Joseph, Robert of Salem), was the son of Benjamin^ and Sarah (Cash); he born at Salem, Oct. 26, 1727, and was a painter. His marriage intention is recorded at Salem, Nov. 18, 1749, to Sarah Mattoon of Newmarket, N. H. He lived in Ward 2 in 1797 ; and died at Salem, Dec. 24, 1805, aged seventy-eight years.^ In his will, dated May 8, 1801, and proved Jan, 14, 1806, he mentions his two sons William Gray and John Gray, and three grandchildren, the chil- dren of his son Richard Mattoon Gray, deceased ; sons William and John, executors, who call themselves Wil- liam Gray, jr., gentleman, and John Gray, schoolmaster, on their bond. William Gray, Jr. (Abraham, William of Lynn), was son of Abraham and Lydia (Galley) ; he was born at Lynn, June 27, 1750, and moved to Salem, with his parents, in 1761. He was the Salem merchant familiarly known as " Billy " Gray, and was known as William Gray, tertius, until 1786,3 ^hen he became William Gray, jr. ;* after 'Essex Institute Historical Collections, IV: 263; Essex County Deeds, 115: 188. 2Salem Gazette, Dec. 27, 1805. sEssex County Deeds, 145 : 219. *William Gray, jr. and Margaret Cook, both of Salem, were mar- ried March 16, 1760. {Rev. Dudley LeaviWs marriages in Vital Records manuscripts, Essex Institute.) He may have been the son of Robert, jr. and Ruth, baptized at Salem, Oct. 16, 1737, and probably died in 1786 (qf. William Gray, jr. in the text), until which time he was probably William Gray, jr. William Gray of Middleton, yeo- man, who married Sarah Smith of Salem, and Samuel Gray, jr. of Salem, cordwainer (1765-1850), who married Ruth Ropes, were brothers {Wheatland papers, Essex Institute), and were probably his sons, as the latter had a daughter named Margaret Cook Gray. Samuel's son, Samuel, was killed by lightning, July 5, 1804, while fishing in Salem bay. (Samuel Gray [sr.] of Salem, merchant (1760- 1816), was the son of Abraham and Lydia (Calley), and brother of William Gray, jr., in the text. He married, first, Anna Orne, and second, Mary Brooks.) (145) 146 THE WILLIAM GRA.YS IN SALEM IN 1797 the death of the above William Gray, in 1805, he be- came William Gray. He married at Salem, March 28 or 29, 1782, Elizabeth Chipman, and lived in Ward 2 in 1797. He moved to Boston in 1809 ; was Lieutenant- Governor of Massachusetts in 1810 and 1811 ; and died at Boston, Nov. 3, 1825. After examining the Essex County wills and deeds, the writer feels sure that this- Lynn Gray family was not connected with the Salem Gray family. William Gray 3rd (William, Benjamin, Benjamin, Joseph, Robert of Salem), was the son of William and Sarah (Mattoon); he was born at Salem, July 5, 1750, and was a painter. ^ He was known as William Gray, 4th, until 1786 (<?/■. the record of his first marriage ; also William Gray, jr., above named), when he became William Gray,. 3rd. After the death of his father, William Gray, in 1805, he became William Gray, jr. He was of Ports- mouth, N. H., in 1800,2 a^d of Salem again in 1807.3 He married first, at Salem, Nov. 5, 1772, Susannah Shepard, who died April 25, 1796 ; and second, at Salem, Oct. 2, 1796, widow Hannah (Ashby) Young, and lived in Ward 1 in 1797. He died at Salem Nov. 16, 1819, aged sixty- nine years. William Gray, 4th, married at Salem, Oct. 17, 1790, Hannah Bushnell, and lived in Ward 2 in 1797. The writer cannot find anything in the Essex County wills or deeds which shows the identity of this William Gray. William Gray, 5TH(William, William, Benjamin, Ben- jamin, Joseph, Robert of Salem), was the son of William, 3rd, and Susannah (Shepard); he was born at Salem, July 30, 1773, and changed his name by an act of Legislature, William Gray (Jeremiah, William of Lynn), was the son of Jere- miah and Theodate (Hood); he was born about 1745, and died in 1781. He married at Lynn, Jan. 23, 1771, Alice Breed; was a cord- wainer, and lived in Boston and Salem. On April 10, 1781, William Gray of Salem, cordwainer, sells to brother, Winthrop Gray of Bos- ton, innholder, land bequeathed by father, Jeremiah Gray of Lynn, Essex County Deeds, 138: 198.) *Essex County Deeds, 148: 226. *Essex County Deeds, 167: 81. 'Essex County Deeds, 181: 15. THE WILLIAM GRAYS IN SALEM IN 1797 147 in 1798, to William Shepard Gray.i He lived in Ward 2, Salem, in 1797, and married at Newburyport, Nov. 8, 1798, Ann Knight Morland. Later in life he was cashier of the Essex Bank, Salem, and died at Cambridge, May 27, 1824.2 ^Laws and Resolves of Massachusetts, Feb. 5, 1796, chap. 37. "William Gr'ay, the fifth, of Salem, in the county of Essex, son of William Gray, the third, of said Salem, be empowered to take tho name of , William Shepard Gray." ^Captain William Gray, of Salem, died Nov. 18, 1785, aged forty- one years. {Salem Gazette, Nov. SS, 1785.) Lydia Gray, widow of Captain William Gray, died'Sept. — , 1796. ( Wheatland papers, Essex Institute.) William Gray married at Salem, June 19, 1771, Lydia Croel. Robert Gray and Benjamin Gray, both of Salem, mariners, chil- dren of William Gray, late of Salem, mariner, sell land and dwell- ing house of said William Gray, our late father, &c., to Caleb Cook for $283..33, on April 19, 1805. This lot was on St. Peter St. {Essex County Deeds, 175: S50.) Captain William Gray, jr. of Salem, mariner, died intestate, and John Watson was appointed administrator of his estate on Jan. 15, 1805. His mansion house and land on St. Peter St. were sold at public auction for |1,700. A FELCH-FELTCH PEDIGREE. BY FRANK HBRVBY PETTINGELL. 1. Henry Felch, first of the name in this country, was born about 1590. He is supposed to have come from Wales with the party of the Rev. Richard Blynman, in 1640, which landed first at Plymouth, where Mr. Blynman is mentioned in the records March 2, 1641 ; next at Marshfield (incorporated March 1, 1642), then called Green's Harbor. In less than a year the party removed to Gloucester, where, in 1642, Henry Felch was the owner of " six acres of hoed ground," of which there is no grant in the records, sO it may be inferred he was there before the incorporation of the town of Gloucester, which was settled between October, 1641, when the bounds of the town were approved by the General Court, and May, 1642, when it was established or incorporated as a plantation called Gloucester. The first marriage on the Gloucester records is that of " a daughter of Henry Felch to Samuel Haieward, March 2, 1641" (N.S.). Savage indicates that her name was Isabel, but there are several reasons why this is not likely. Henry Felch was proprietor at Watertown in 1642 and perhaps of Reading in 1644. He resided during his later years at Boston, where he died in August, 1670 ; will dated July 4 and proved Sept. 27, 1670. Presumably before coming to America he married, first, Margaret, whose parentage is not yet determined. She died in Bos- ton, 23 : 4th mo., 1655, and he married, second, Eliza- beth, widow of Thomas Wiborne, who came in the ship *' Castle " in 1638 from Tenterden, County Kent, Eng- land, and died in Boston, 2 : 7th mo., 1666 ; will probated 28 Oct., 1656. Elizabeth Wibome-Felch died at Boston, 12 May, 1682. (148) BY PBANK HERVEY PETTINGELL 149 Children, by wife Margaret : — 2. Henry, b. about 1610. 3. (perhaps Isabel), m. 2 Mar., 1641, at Gloucester, Samuel Haieward. 4. Anna (or Hannah), m. Samuel Dunton of Reading, who d. before or about 1695. She d. 11 July, 1689. 5. Mary, m. John Wiburn (or Wiborne), son of Thomas and Elizabeth Wiborne.' 2. Henry Felch was born about 1610, in Pembroke- shire, Wales, England, and came to America accompanied by his parents. He was a proprietor at Gloucester, set- tled for a time in Watertown, then removed to Reading in 1647, where he immediately became a prominent citi- zen, being a selectman in 1647, 1648, 1651, and 1681 ; surveyor of highways, 1648. He probably resided for a time in Boston, where several of his children were born and died. He died in Reading, 11 Nov., 1699 ; estate inventoried 13 Dec, 1699, son John administrator. In the town records of Reading he is frequently designated as " Sergt. Henry Felch," indicating that he must have been a member of " the first military corps of Reading," formed probably at the time of the incorporation of the town in 1644, called " Reading Infantry Company." Its first captain was Richard Walker. Henry married, about 1648, Hannah Sargent, who was baptized 13 July, 1629, in Northampton, England, and died in Reading, 15 Dec, 1717. She was the daughter of Rev. William Sargent and his first wife Hannah. Children : — 6. Hannah, b. 26 Feb., 1649; d. 23 Apr., 1668, at Reading. 7. Maby, b. 31 July, 1653, at Reading; m. William Green of Wo- burn.2 8. Elizabeth, b. 15 July, 1655; d. 8 Oct., 1657,' aged 2 yrs. 9. Samuel, b. 3 June, 1657, at Boston; d. 22 Oct., 1661, aged 4 yrs. 'Children of Thomas Wiborne by wife Elizabeth who married Henry Felch as her second husband : John, m. Mary Felch; Jona- than, d, 10 (10) 1653; Nathaniel, b. Mar. 12, 1655; Elizabeth, m. 3 (2), 1656, John Merrick; James, d. Mar. 7, 1658. •Published Vital Records of Woburn gives a Mary, wife of Wm. Green, d. 3 June, 1676. ^Boston Records give date of death 18: 8th mo., 1657. 150 A FBLCH-FELTCH PEDIGREE 10. John, b. 26 Feb., 1659, at Reading; d. at Boston, 9 Apr., 1746, aged 89 yrs. He m. 25 May, 1685-6, Elizabeth, dau. of Rob- ert and Elizabeth (Brock) Gowing, who d. at Weston, 10 Apr., 1746, aged 86 yrs. They had 9 children. 11. Samuel, b. 12 July, 1662; d. Reading, 14 Jan., 1683, aged 21 yrs. 12. Joseph, d. 31 May, 1727; m. Mary , who d. 1729. 18. Elizabeth, b. 9 Mar., 1666, at Reading; m. at Reading, 80 Dec, 1686, Thomas Cutler. 14. Daniel, b. 5 Jan., 1668. 15. Hannah, b. 18 Sept., 1672; m. at Reading, 16 Apr., 1700, Sam- uel Parker. 16. Ruth, b. 1 June, 1675. 14. Daniel Felch, bom at Reading, 5 Jan., 1668 ; d. 5 Oct., 1762, in that part of Hampton Falls, N. H., which is now Seabrook, aged 84 years. His sons Joseph and Daniel, jr., were appointed to administrate his estate March 28, 1753. He perhaps resided for a time in the vicinity of Salem Village (now Danvers), as four of his children were baptized there between 1718 and 1728. Shortly prior to 1730 he settled in that part of Seabrook then included within the jurisdiction of Hampton Falls. His name appears among the taxpayers there in 1747, 1748, 1749, and 1750. He was a practicing physician for many years in the vicinity of Hampton Falls and Sea- brook, N. H. He married, first, in Reading, 6 May, 1702, Deborah Dean (or Dane) of Charlestown, perhaps the daughter of Joseph and Elizabeth (Fuller) Dean. This Deborah Dean was born 29 Sept., 1678, and died 7 Jan., 1715. He married, second, Sarah Fuller,^ daughter of Benjamin (Lieut. Thomas) Fuller and his wife Sarah Bacon. Dr. Daniel Felch married, third, at Salem, 12 Jan., 1725, Hepsibah Curtis, daughter of Corp. John (Zaccheus) Curtis and his wife Mary Look. Mary Look was the daughter of Thomas and Sarah Look of Lynn. Hepsibah Curtis was born at Topsfield, 28 Nov., 1694 ; baptized at Boxford, 6 Jan. 1694-5, and died at the "old Felch home- stead, where her son Samuel resided." 'The Genealogy of the Fuller Family in the New England Histori- cal and Genealogical Register, Vol. xiii, p. 360, states that Sarah Fuller married, first, Mr. Felch and had two children, Deborah and Daniel. BY PBANK HERVEY PBTTINQELL 151 Children by wife Deborah : — 17. Daniel, b. 8 Mar., 1703; d. 13 Sept., 1713, at Reading. 18. Dkbobah? (If so, she most have died young, as he had another daughter Deborah, b. IS Jan. , 1720. See below. Children by wife Sarah : — 19. Daniki., of Hampton, N. H., b. 5 Apr., 1718; bapt. at Salem yiJlage 20 Apr., 1718. He was a soldier at the capture ol Louisburg, June 17, 1745, in Capt. Edward Williams' com- pany, and was one of Captain Moulton's scouts July 30 to Aug, 26, 1745; services ordered paid for in the House of Representatives, Oct. 2, 1745. He m. Jane Paige of Salis- bury, 14 Feb., 1749, at Hampton Falls, N. H., who d. 20 June, 1787. 20. Deborah, b. 13 Jan., 1720; bapt. at Salem Village, 24 Apr., 1720; marriage intentions published May, 1744, to Abner Harris. Had : Abner, bapt. 24 Mar., 1744-5 ; Deborah, bapt. 22 Feb., 1746; John, bapt. 22 Jan., 1748; all baptized in Ipswich. They removed to Ipswich, where she d. 22 June, 1750. Intentions of marriage of Abner Harris to Mrs. Mary Sawyer were published at Ipswich, 20 Apr., 1751. He d. there 31 Jan., 1777. 21. Sabah, bapt. at Salem Village, 21 Apr., 1728; d., unm., 13 Jan., 1811, at the old homestead, aged 81 yrs. (It is not yet determined which wife was the mother of this child, nor the date of her birth.) Children, by wife Hepsibah : — 22. CuBTis, b. about 1726; removed to Fitzwilliam, N. H. 23. Samuel, b. perhaps at Hampton Falls, N. H. ; bapt. 23 Apr., 1727, at Salem Village. 24. Joseph, bapt. at Danvers, 24 Apr., 1728. There was a Joseph Felch bapt. and owned the covenant Dec. 13, 1747, Second (West or Rocky Hill) Church, Salisbury, evidently an adult.* Joseph Felch m. about 1756, Mary (Benjamin, Benjamin, Thomas, John) Hoyt, who was born 6 Jan., 1738-9; bapt. 28 Oct., 1750, at the First (East) Church, Salisbury, and d. 4 Apr., 1804. Mary (Hoyt) Felch was admitted to full com- munion Jan. 4, 1756, in the First Church of Salisbury. Joseph and wife Mary renewed the covenant Oct 9, 1758, at the First Church, Salisbury, and they had two children 'Old Families of Salisbury and Amesbury, by D. W. Hoyt, p. 441. 152 A FBLCH-FELTCH PEDIGREE baptized in this church. Joseph Falch was parish collector of Hampton Falls, N. H., 1776; signed the Associatton Test as of Seabrook, N. H., with his brother Samuel and others^ Apr. 12, 1776. He settled in Weare, N. H., in 1779, pur- chasing the Stephen Kowell farm, which has since remained in the family,' now owned and occupied by one of his great- grandsons, and d. 5 Feb., 1803, in Weare, N. H. 25. Hannah, b. 24 Oct., 1731. The published Salisbury Vital Eecords, page 463, gives intentions of marriage of Paul Pressey and Hannah Feltch of South Hampton, published 30 Nov., 1750, at Salisbury. They were married at Kings- ton, N. H., Jan. 1, 1751. She d. 10 Aug., 1757, atKingston^ and he m. there, 28 Mar., 1758, Mary Hubbard. 26. Henby, b. 21 July, 1735, at Hampton Falls, N. H. ; d. 27 Jun«, 1807. Samuel Smith was appointed his guardian 28 Mar., 1753. Henry Felch was a Quaker; was a soldier in the Rev- olutionary War, being drafted Sept. 20, 1776, and served in the State of New York. Had second wife, Deborah Palmer, whom he m. at Kensington, N. H., 19 Nov., 1796; she d. 28^ Nov., 1814. 23. Samuel Falch (or Felch), bom perhaps at Hampton Falls, N. H., bapt. 23 Apr., 1727, at Salem Village (now Danvers) ; died in that part of Salisbury now Seabrook, N. H., 3 June, 1811. He lived in the south end of Seabrook, N. H., about one-half mile from the present Salisbury line (the southern part of Seabrook, N. H., was originally a part of Salisbury, Mass.), and died at the old Felch homestead, " which he divided into five equal parts and conveyed in severalty to his five sons by deeds dated 29 Nov., 1808." He was a fisherman and farmer. He signed the Association Test as a resident of Seabrook, N. H., with his brother Joseph and others, Apr. 12, 1776. He married at Seabrook, N. H., 1 Jan., 1755, Jemina Selley (later spelled Cilley), who was born Apr. 6, 1737, at Salisbury, and died there 5 June, 1817. She was the daughter of Thomas (Benoni) Selley by his second wife Lydia (Edward, jr., John, Edward) French. Children : — 27. Nicholas, b. 12 June, 1765, at Hampton Falls, N. H.; bapt. 21 Dec, 1765, at Salisbury; d. 13 Apr., 1841, aged 85 yrs. H» m. about 1779, Sarah Gove, who d. 20 Oct., 1849. He waa 'History of Hancock, N. H., by William W. Hayward, p. 670. BY FRANK HERVEY PETTINGELL 153 a Revolutionary soldier in the N. H. Continental line ; name appears on the N. H. pension rolls, 1840; res. at Seabrook. 28. Jbnne, b. at Hampton Falls, N. H., 23 June, bapt. at Salisbury 8 July, 1757; d. 11 Mar., 1836, aged 78 yrs.; m. Jeremiah Brown, who d. 16 Feb., 1846. 29. Samuel, b. at Seabrook, N. H., 18 Nov., bapt. at Salisbury, Mass., 25 Nov., 1759;' killed at Salisbury, by a cart passing over his body, 17 July, 1818, aged 59 yrs.; m. Sarah (Joseph, Joseph, Hugh, George, Hugh) March, Mar. 21, orDec.l,n88, at Salisbury, the widow of Nathaniel Harris, 30. Ja]&ina, b. at Seabrook, N. H., 16 Apr., bapt. at Salisbury, Mass., 25 Apr., 1762;' d. 15 Nov., 1816, aged 54 yrs.; m. Belcher Dole, 23 June, 1791, at Salisbury.' 81. Hepsibah, b. 15 Oct., 1765; d. 10 Nov., 1840; int. of marriage published at Salisbury, 2 Feb., 1791, to Benjamin Joy, jr., who d. 31 Mar., 1830. 82. Phinas, b. 7 Mar., 1768; settled in Kensington, N. H., and d. at Danville, N. H., Apr., 1840, aged 88 yrs.; m. at Hampton Falls, N. H., 19 Mar., 1795, Sarah Ward, a descendant of Thomas Ward. She d. 1864. 33. Daniel, b. 13 Oct., 1771, at Seabrook, N. H.; d. 30 June, 1839, aged 67 yrs.; m. 18 Mar., 1793, Jenny Eaton, who d. 6 June, 1840. 84. Jacob, b. 3 Feb., 1777, at Seabrook, N. H. 36. Betty, b. 3 Dec, 1781, at Seabrook, N. H. She lived in Sea- brook, N. H., and d. there 13 Nov., 1856, aged 74 yrs.; m. in 1800 Thomas Chase, who d. 8 Aug., 1883. 34. Jacob Falch was born at Seabrook, N. H., 3 Feb., 1777 ; died in Newburyport, 28 Jan., 1856, aged 78 years ; married at Salisbury, 5 Aug., 1802, Hannah Wharf Harris, who was born at Salisbury, 2 Feb., 1788 : died at Newburyport, 30 Jan., 1880, and was the daughter of Nathaniel (Giles, John, John, Thomas, Thomas) Harris and his wife Sarah (Joseph, jr., Joseph, Sergt. Hugh, Cor- net George, Hugh) March. Sarah (March) Harris mar- ried, second, Samuel Falch, jr., 21 Dec, 1788 (brother of Jacob), thereby becoming a sister-in-law to her own daughter. Jacob Falch settled early at Kensington, N. H., where he was a resident taxpayer 1808-1819. A family tradition persists that he was an officer of militia ^Salisbury Records. *Hoyt's Old Families of Salisbury and Amesbury. 164 A PELCH-FBLTOH PEDIGREE during the War of 1812, stationed at Portsmouth, N. H., but this has never been proved. Children, by his wife Hannah : — 36. Sabah (called Sally), b. about 1803, probably at Hampton Falls, N. H.; d, 17 Nov., 1892, at Newburyport, aged 89yrs.; m. at Ipswich, 27 Oct., 1822, Moses Floyd. Had: Caroline b. Newbnry, 16 Apr., 1827; m. Thomas Lambert Nelson, brother of John B. Nelson mentioned below. 37. Jacob, b. at Seabrook, N. H. 88. Joseph Harris, b. 25 Apr., 1804, perhaps Kensington, N. H. 39. Charlotte, b. 1807, probably at Newburyport; d. unm., 17 Oct., 1892, at Newburyport, aged 85 yrs. 40. GoRHAM, b. 1809, at Kensington, N. H. ; d. unm. at Newbury- port, 17 Apr., 1881, aged 72 yrs. 41. Mart M., d. 29 Aug., 1887; int. at Newbury, 18 Apr., 1840, to William L. Shuff. Had: Ellen Augusta, b. at Newbury, 6 Oct., 1840; m. George Dallas Janvrin, son of Capt. George Janvrin. She d. 16 May, 1869. 42. Ci.ARA M. (called Clarissa), b. at Kensington, N. H., about 1818; d, 14 Mar., 1901, aged 82 yrs.; m. at Newbury, 18 July, 1849 (int. Newburyport, 12 May, 1849), John B. Nelson, aged 30 yrs., son of Samuel and Sarah Nelson of Newbury- port. Had: William T. Nelson, now dead. 43. William Alfonzo, b. at Kensington, N. H., 1819; d. 8 Mar., 1880, at Newburyport, aged 61 yrs.; m. at Newbury, 19 Dec, 1844 (int. 30 Nov., 1844, at Newburyport), Lucy M. Page of Newburyport. He m., second, Abby Goodwin, and had : Bernice. 44. Emeline Morrill, b. at Kensington, N. H., 24 Dec, 1819 (ac- cording to her own statement); d. 30 Nov., 1909, in Lexing- ton, at the home of her son. She m. at Newbury, 10 Dec, 1843, Hiram Janvrin, who was b. 16 July, 1820, at Newbury, and d, 12 Jan., 1892, at Newburyport. Had: Hiram Gilmore, b. 5 June, 1845, at Newburyport. 45. Lucy Goff, b. Nov., 1823 (city clerk of Boston gives Ipswich as place of her birth) 5 d. 23 Oct., 1883, at Charlestown, aged 60 yrs., lacking one month. She m. Benjamin W. Coffin, who d. at Charlestown, 9 Mar., 1886, aged 62 yrs. 38. Joseph Harris Felch (or Feltch), born proba- bly in Kensington, N. H., 25 Apr., 1804 ; died at New- buryport, 25 Sept., 1882 (buried in Oldtown graveyard, Newbury) ; married, first, 16 Apr., 1834, Mary Haskell, BY FRANK HERVEY PETTINGELL 166 daughter of John (Caleb, Daniel, Joseph, William) Has- kell and his wife Margaret (Thomas) Clouston of New- buryport. Mary Haskell was born 5 July, 1804, at New- bury port, and died there 9 Apr., 1861. He married, sec- ond, at Charlestown, 30 Jan., 1866, Leah (Osgood) Fol- som, widow and second wife of Levi G. Folsom and daughter of Capt. John S. (Samuel, Reuben, Joseph, William, John, William) Osgood and his wife Leah Pres- cott of Oilman ton, N. H. She was born 23 Sept., 1816, at Gilford, N. H., and died at Charlestown, Mass., 29 Aug., 1887, aged 70 years. He was a farmer of Newbury and Newburyport. Children : — 46. Joseph Haskei,l, b. at Newbury, 20 May, 1837; d. 19 Jan., 1870, in Cummington, aged 32 yrs.; buried in Oldtown graveyard, Newbury, beside his parents. He graduated from Williams College, class of 1863; graduated Union Theological Seminary, New York Citv, 1866; also grada- ated from Princeton in 1866; ordained (Congregationalist) June 29, 1867; pastor of the Village Congregational Church, Cummington, Mass., 1867 until his death in 1870. 47. Maby Anna, b. 10 Sept., 1843, at Newbury. 47. Mary Anna Feltch, born at Newbury, 10 Sept., 1843 ; died at Newburyport, 6 Aug., 1894 ; married at Newburyport, 6 Sept., 1863, Nathaniel Henry Pettingell, who was bom in Newbur}'^, 11 Sept., 1835, and died in South Newmarket, N. H., 12 Nov., 1874. He was the son of Cutting (Josiah, Cutting, Nathaniel, Matthew, Rich- ard) Pettingell and his wife Olive (John) Smith of New- buryport. Both are buried in Oak Hill Cemetery, New- buryport. Children, born in Newburyport: — 48. Agnes Leah, b. 17 May, 1866; d. at Newburyport, 27 July, 1880. 49. Frank Hekvey, b. 2 Jan., 1868. 50. Walter Feltch, b. and d. 10 Mar., 1869, at Newburyport. 61. Willie Feltch, b. and d. 25 Sept., 1869, at Newburyport. 52. Walter Joseph, b. 2 Jan., 1871; d. 29 Sept., 1911, at New- buryport. 53. Cutting, b. 24 Dec, 1872. The compiler, Frank Hervey Pettingell, of Los Angeles, Cal., is indebted to W. Ferrand Felch, Columbus, Ohio — the original genealogist of the Felch family — for much information contained in this article, especially relating to the first and second generations. DOCUMENTS RELATING TO MARBLEHEAD, MASS. ( Continued from Volume L VI, page 80.') In the House of Representatives, November 12,1706. Whereas, July the 13th, 1706, this House upon the Examination of the Province Treasurers Accompts, found severall sums of money drawn out of the Treasury, which were not allowed by this House, and therefore grievous to them thereupon manifested their Desire, that no more of the like nature, should be drawn by the order of his Excellency & Council, without the Consent of said House, amongst which grievances was the maintaining ten men at Salem Fort which this House thought proper for said Town to support, if they Judged it needful!, and others at Marblehead. This House having now made Inquiry of the Treasurer of what may be our charge, that is needfuU, to Print, & emit Bills for Payment of, the charge of those two places are Inserted, which this House have not yet allowed. Resolved That said sums Demanded for the support of souldiers. Posted at Salem & Marblehead, untill this House have had the charge thereof laid before them, & have Consented unto the Muster Rolls, that may be Brought in, be not allowed by His Excellency and Coun- cill at Province Charge. Thomas Oakes Speaker Nov. 12, 1706. Brought in and Read in Council Mass. Archives^ vol. 71, p. 271. To his Excellency Joseph ^Dudley Esq. Captain Gener- all & Governor in Chief in and over her Majesties Prov- ince of the Massachusetts Bay in New England, in Coun- cill and to the Honorable lious of Representatives in General Court Conveined. (156) DOCUMENTS BELATING TO MARBLEHEAD, MASS. 157 The Petition of Capt. John Galley of Marblehead, At- torney to Nicholas Andrews. Humbly sheweth That whereas Nicholas Andrews of Marblehead com- menced an action of trespas upon the case against Phillip English at Ipswich in the County of Essex the first Tues- day of March last for divers goods and merchandizes and recovered judgment for said merchandizes &c. as per the Judgement appears. That the said Phillip English ap- pealed from the Inferior Courts Judgment to the Superior Court of Judicature to be holden at Ipswich aforesaid the 2d Tuesday in May and pending the appeale the partyes submitted the Controversy to the Arbitrament & award of Capt. Andrew Belcher Esq. & Mr. Samuell Lillie, & gave them time til the tenth of last June to make and deliver the same. That the partyes concerned mett the Arbitrators in or- der to determine the difference about the 9th of last June when the partyes were heard & the Arbitrators desireing further time til the last of June the partyes by Consent enlarged the time in their Bonds of Arbitration but thro the defect or designe of the said Phillip English who never afterwards would meet, or his Arbitrator Mr. Lillie for him, the whole matter dropt to the ground, and the said Phillip English knowing the superior Court to be over & that the said Nicholas Andrews could not have the . benefitt of the Inferiour Courts Judgment nor any Com- plaint to assume the Judgment in the Superiour Court for want of the Appellants prosecuting the said Appeal, takes advantage thereof utterly refuseing to satisfy the said Judgment supposing the said Andrews to be now without remedy Your Petitioner as Attorney & in behalfe of the said Andrews prays that he may have the benefitt of the said Judgement that Execucon may be forthwith awarded thereon, or that your Petitioner may be otherwise releived in the premisses as to this Honorable Court shall seem meet & just. And your Petitioner John Calley aturney to Nickolos Andrews In the House of Representatives Aug. 14, 1706. Read & Committed 168 DOCUMENTS RELATING TO MARBLBHBAD, MASS. 15 Aug. Read & In answer to the within Petition Ordered that Mr. Philip English be notified with a copy of the same to give reason if any he have before this Court, next Saturday the 17th instant why said Cawley shall not have the benefit of the Judgement of Court Granted against him the said English at Ipswich the 26th March 1706 by Taking out Execution thereon to the Sat- isfaction thereof, said English not having prosecuted his Appeal from said Judgement of said Court to the Supe- rior Court, in the month of May last which he appealed unto. Sent up for Concurrence Thomas Oakes Speaker, 20 August In Council Read and disagreed and Or- dered That the Petitioner be Enabled to Enter his Com- plaint in the next Superior Court of Judicature to be holden within the County of Essex for affirming the Judgment of the Inferior Court as the Law directs, And the Justices of the Superior Court are Impowered to re- ceive the same and to do therein what to Justice apper- taines ; notwithstanding the Court appealed to be past. And that the adverse party be served with a Copy of this Order fourteen days before the sitting of the said Supe- riour Court. Sent down for concurrance. Isaac Addington Secretary. 20 August 1706. Read 1st & 2d time, & passed. In the house of Representatives Passed Concurrance. Thomas Oakes Speaker. Mass, Archives^ vol. 40, p. 869. To his Excellency Joseph Dudley Esquire Captain gen- eral, Governour in chiefe in and over her Majesties Prov- ince of the Massachusetts Bay the honoble the Councill and Representatives in generall Court assembled. The humble Peticon of Phillip English of Salem in the County of Essex Merchant Sheweth That one Nicholas Andrews of Marblehead Marriner at an Inferiour Court of Comon pleas held at Ipswich for the County of Essex in the Month of March 1706 recov- DOCUMBNTS BELATING TO MARBLEHBAD, MASS. 159 ered Judgement in an Accon of Trover against your Pe- titioner for sundry goods money and Merchandize sued for from which Judgment your Peticoner appealed and En- tred into recognizants to prosecute his Appeal with effect and pursuant thereto filed his reasons of Appeal in due time the Court appealed to as by the papers annexed will appeare. That before the sitting of the superiour Court appealed to Captain Cawley Attorney to said Andrews agreed to submitt the matters in difference to the Arbitracon of Messiers Belcher and Lillie and persuant thereto said Cawley and your Petitioner entered into an Agreement under their hands and filed the same with the Clerke of the said Inferiour Court signifieing thereby that they had agreed to ref err said Cause to Arbitracon and that noe advantage should be taken by the Judgement or the recognizance for the Appeal as aforesaid, as by a true coppy hereto annexed of the said agreement may alsoe appeare. That pending the Arbitracon the Superior Court ap- pealed to elapsed, after which noe Award being made the said Captain Cawley as Attorney to said Andrews pre- ferred a Peticon to this honoble Court suggesting [that ?] as if your Peticoner thro designe had purposely been the occasion there was noe Award made and therefore prayed to have the benefitt of said Judgement and Execucon — forthwith thereupon or to be otherwise releived etc. And thereupon obtained an Order in August 1706 to Enable him to enter his Complaint in the next Superiour Court to be held for the County of Essex (without any notice to your Peticoner to defend himself) and persuant there- to at the next superiour Court held at Salem in November last filed his Complaint which Court continued the same upon advisement untill May last when Judgement was entered up against your Peticoner thereupon, without any further Tryall. Now forasmuch may it please your Excellency and Honours that by such Judgement your Peticoner is utter- ly defeated of the benefitt of his said Appeal and thereby 160 DOCUMENTS RELATING TO MARBLEHEAD, MASS. extremely wronged contrary to the intent of the Lav?^ haveing performed everything to be by him performed and your petitioner is no wise to Fault or Blame that there was no award made or that the matter did not proceed to Tryall at the Superiour Court on the appeal B[y?] the said Captain Galley in Truth the occasion if not the Con- triver of it as the arbitrators in part Certify and shall otherwise be more fully proved by your petitioner Wherefore your Petitioner most humbly Supplicates this Great and Genera 11 Assembly to give him some Releif in the premises And that ... At the least your wronged Petitioner may be Enabled at the Next Superiour Court of Judicature Holden in the County of Essex to have his original Appeal Brought forward and the Cause as to the meritts Tryed again By the Court and Jury and that In the Mean time Execution may be stayed on the Judge- ment which the said Andrews has so wrongfully obtained against your Petitioner. And Your Petitioner as in Duty Bound Shall Ever pray Philip English In Council 5 June 1707. Read and Ordered That the Petitioner cause the Ad- verse party to be served with a Copy of this Peticon and that he have Liberty to be heard at the next Session of this Court ; And that Execution be stayd in the mean time. Isaac Addington Secretary. Sent down for concurrance. In the House of Representatives June 6, 1707. Read and Passed a Concurrence the day of the hearing to be the first friday John Burrill Speaker. Mass. Archives^ vol. 40, pp. 893-4' (To he continued') /6«> if 1 ^ ^^H ^ 1 A ' ^ 1 ! W m^s^^Mi. ; ^f ' UPHAM AMONG HIS BOOKS HISTORICAL COLLECTIONS OF THE ESSEX INSTITUTE Vol. LVI July, 1920 No. 3 WILLIAM PHINEAS UPHAM. A MEMOIR BY ROBERT S. RANTOUL. Amongst the little group of worthies to whose efforts, in the main, the Essex Institute owes its present standing, the name of William Phineas Upham holds a foremost place. He will be remembered as a conspicnous servant, as well, both of the County and of the State, and it is fit that our Historical Collections should record his interest- ing career.^ Mr. Upham took his degree at Cambridge in the summer of 1856, and came to reside at Salem, where he had been born, January 19, 1836. The year 1856 marked an epoch in the life of the Institute. Founded eight years before, it had struggled on, sustained mainly by the enthusiasm and diligence of Doctor Wheatland and the contributions of a few of his well-to-do friends, until the Plummer bequest came to hand and at last provided permanent quarters in the new Athenseum Building. The writer recalls the urgency which Upham, who was already en- listed, employed in efforts to secure his help. The Asiatic Block was just finished, and David Roberts, afterwards Mayor, had an office on its third floor, where Upham, in 1856, began the study of the law. Messrs. Phillips and •The Massachusetts Historical Society printed, in Janaary, 1910, a memoir of him which preserves most of the needful data for such a record, and this material that Society has courteously placed at our service. (161) 162 WILLIAM PHINEAS UPHAM Gillis occupied another office on that floor, in which the writer, on his admission to the bar in 1856, enjoyed the privilege of a desk. A turn for antiquarian research was in the blood. His father, Charles Wentworth Upham, a Harvard graduate of 1821, was for twenty years pastor of the historic First Church of Salem. Among many civic honors which he enjoyed were a seat in the Massachusetts Constitutional Convention of 1853, the presidency of our State Senate, and a seat in Congress. He had been mayor of Salem. But his bent was for literature and study. He had been the president of Harvard Chapter Alpha of the Phi Beta Kappa Society, and of the older organization, the Insti- tute of 1770, and later a copious contributor to various literary and historical publications. He was a lecturer before the Lowell Institute, and also in behalf of the Board of Education in an effort to commend to public favor the Common-School System. He became an early, constant, and valued promoter of the work of the Essex Institute when that body in its formative years craved every one's support. He was allied, as his middle name suggests, with the distinguished family of Wentworth, and was born at St. John, New Brunswick, of a stock since colonial times identified with Massachusetts. His father, Joshua Upham, a native of Brookfield, was a Har- vard graduate of 1763, an attorney-at-law in Boston and New York, and later a Justice of the Supreme Court of New Brunswick, from the organization of that Province. Six generations of New England deacons and Indian- fighters ranged themselves behind him. His chief works were his account, in two volumes, of the witchcraft delu- sion at Salem, and the three concluding volumes with which he supplemented Octavius Pickering's opening chapters of the life of Timothy Pickering. The mother of the subject of this memoir was a daugh- ter of Doctor Abiel Holmes, for forty years the vener- ated pastor of the First Church at Cambridge, — a pioneer in American historical writing. He was a graduate of Yale and an honorary Artium Magiiter and overseer of Harvard. His father had been a provincial captain in the French and Indian War. John Holmes, the great- A MEMOIR BY ROBERT S. BANTOITL 168 grandfather of Doctor Abiel Holmes, had removed from Roxbury to become one of the earliest settlers of Wood- stock, in Connecticut, and there Doctor Abiel Holmes, the annalist, was born. He had married, first, a daughter of Ezra Stiles, — an earlier and no less distinguished New England chronicler, diarist, historian, and scholar, «* ac- counted, both at home and abroad, as the most learned and accomplished divine of the day in this country," and the long-time president of Yale. The second wife of Doctor Abiel Holmes was Sarah, a daughter of Judge Oliver Wendell, — a pre-revolutionary Boston merchant, colonel, executive councillor, and judge of probate, — and she was the mother of his children. Anne Bradstreet, called in Mather's Magnalia "The Tenth Muse," — the daughter of one colonial governor and the wife of another, — was counted among the ancestry of Doctor Abiel Holmes, as well as of Judge Oliver Wendell, con- tributing of her gifts and graces to the common stock. Her descendant, Mrs. Upham, was no stranger to the graces of the pen. In 1861 she dedicated to the Salem Drill Club, in which one of her sons was leaving home for the front, a spirited ode, written to "Scots wha hae wi' Wallace bled !" the refrain of which was "Forward ! Every Man !" So that young Upham came, on either side, of the best New England blood. His middle name, Phineas, which means "first-born," Mr. Upham derived from a Lieutenant Phineas Upham, — the first Upham born in New England, who perished in 1675, in the Swamp Fight with the Nar- ragansetts. The name recurs through all the generations. When Mr. Upham was growing up, the family were living on the site of the home from which, in 1692, Brid- get Bishop had been dragged forth to suffer death by process of law for her alleged complicity with the powers ■of evil. Just across the way was the site of the residence of that pastor of the First Church who had denounced and excommunicated the accused, and opened with prayer the witchcraft trials. Mr. Upham's father, then in the same pulpit, was deeply immersed in examining the oc- cult phenomena of witchcraft, and had already delivered, before the Salem Lyceum, a course of lectures on the 164 WILLIAM PHINEA8 UPHAM engaging theme, afterwards developed, through two edi- tions, into his standard historical treatment of the terrible delusion. The young son's active fancy was not slow to enlist him in the local researches incident to his father's work. Probably no other scholar ever made' himself so thoroughly familiar with the situs of the witchcraft frenzy, and the documents relating to it. When the final edition of 1867 reached the press, the critical examination of court records and of real estate titles contributed by the son, and represented throughout the book by plans and maps and topographical statements, had become so salient a feature of the work as to make it felt by his friends that, but for the ties of blood, the generous acknowledg- ment by the author would have been still more emphatic. An amusing incident, perhaps not wholly out of place even in a paper of this nature, shows the extent to which young Upham had, early in life, become imbued with the atmosphere of the paternal roof. I was sitting by the mother, at a Salem Infantry dance in Hamilton Hall, dur- ing my law-school days, and I called her attention to the evident enjoyment which her son was deriving from the scene. "My dear sir," Mrs. Upham replied, "no one can imagine the relief I feel to see William show any interest in a woman who has been born since 1640 !" Mr. John Noble confirms this view, in writing of Mr. Upham just after his death. "I knew little," he says, "of his personal life. He never spoke of it, and though we were together all those twenty years, it was only his work on the Records that we talked about, — the doings of two centu- ries ago." With such antecedents and with such hereditary lean- ings, young Upham was fitted for Cambridge in the ex- cellent Salem schools of his day, passed through Har- vard with credit, and took his bachelor's degree, in due course, in 1856, with a class which counted in its mem- bership such conspicuous citizens as Charles Francis Adams, Stephen Salisbury, George Dexter Robinson, and Jeremiah Smith. While in college Mr. Upham had taught a district school — a common practice of the time — in Canton for a winter or two. He read law in the Salem offices of David Roberts, a writer on admiralty law, after- A MEMOIR BY ROBERT S. RANTOUL 165 wards mayor of Salem, and of William Gardner Choate, later a judge of the Federal District Court in New York City. Mr. Upham was admitted to the Bar in 1859, and opened offices successively in Danvers and in Salem, de- voting himself mainly to practice in the Probate Court. From this time on he was gaining a minute acquaintance with the ancient probate records of Essex County, thus unwittingly fitting himself, before undertaking his labors in the sefvice of the Commonwealth, for the stupendous task of classifying and indexing the vast and ever-growing accumulations which congest our files. If Mr. Upham was at all times without a stock of re- served strength upon which to draw, he made up for the lack of it by his nervous energy, his cheerful temper and his high spirits. I had an interview with his distin- guished uncle, not long before his death. Doctor Holmes told me that he had but recently tested the nephew's physical condition — that it was hopeless, and that he could not give him six months to live. But the nephew was found in his place with the group that gathered at the uncle's grave and outlived him by a dozen years. Says Mr. Noble, who watched with a discerning eye Mr. Up- ham's waning strength, "Nothing but his inflexible deter- mination and his indomitable courage carried him through, sustained by the unremitting devotion of his wife. . . . Courage and pluck were marked characteristics from boy- hood. His companions, from the early days, recall him as a leader and champion among them. His slight frame never excluded him from the ranks of the foremost." The extinguishment of fires was not, before the Civil War, the purely mechanical process it has now become, but rather partook of the nature of a neighborly, social function, as had been still more the case in the century before 1750, when the whole town, women and all, took a hand at a fire. Afterwards select fire clubs knitted to- gether the best citizenship of the place, and pledged the best efforts of every club-man in behalf of his threatened neighbor. Fire clubs originated with Franklin in Phila- delphia in 1737. The Essex Institute has printed a mon- ograph^ on the early Fire Clubs of Salem, — sixteen of 'Hist. Coll. Essex Institnte, zzxix, 22, 23. 166 WILLIAM PHINEAS TTPHAM them between 1783 and 1832. In it occurs this signifi- cant reference to Mr. Upham. In the disastrous Frank- ^lin Building fire of October 21, 1860, the property of Mr. James Emerton, a member of the Naumkeag Fire Club, ♦'was greatly imperilled . . . Mr. Emerton's store was occupied by some of the members of the club until the fire was under control." The secretary of the club (in his official record) remarks : "Extraordinary efforts in the duties belonging to the practiced fireman were made by some of our members. On this occasion the efforts were well timed, judicious and effective. One instance of the cool bravery and energy of a young member, one who finds his A-lma Mater in Old Harvard, may be particular- ized. He was on the roof . . . spreading sails and throw- ing buckets of water on them, and performing this duty with the same composure with which one would water a flower-garden." This young member was William P. Upham. The secretary, in another allusion to the inci- dent, says, Mr. Upham and I "held the sails down on the roof for hours. It was plain that he was a much bolder fireman than I. It was a cold, drizzling rain storm at the time." This incident in the life of a young man, in the frailest health, a stranger to rough work, is certainly noteworthy, and chimes in well with the grit he showed in later life when he would come toiling up my office stairs and meet my greeting with, "Don't you think I am doing pretty well to keep myself above ground all these years ?" Being advised that practical farming held out some hopes for the invigoration of his health, he secured a modest acreage in West Peabody, where he could live within easy reach of the Registry of Deeds and the Pro- bate Offices at Salem, and at the same time might, Antaeus- like, keep in touch with Mother Earth, — might watch his growing crops and scent the new-mown hay, the breath of kine, and the odors of the fresh-turned sod. Later it was felt that a drier, inland air might be more helpful still. It was then that he removed his residence to New- tonville, forming new business relations under Mr. John Noble, the Clerk of the Courts, — a scholar of life-long antiquarian tastes, and of approved judgment in histori- cal research, — at that time much engaged, under the A MEMOIR BY ROBERT 8. RANTOUL 167 inspiring auspices of the late Chief Justice Gray, himself an antiquary of no mean pretensions (as witness the learned note appended to volume ix. of Gray's Supreme Court Reports), in bringing to light and properly arrang- ing, transcribing, mounting and indexing the hidden treasures of the court-house vaults. Mr. Upham's contributions to the volumes of the Essex Institute, dating from 1863, speak for themselves. A mere catalogue of them is all that space will warrant, but the student of ou:- local antiquities will ask no more. Besides these printed contributions, he devoted all his leisure to an endless variety of official work. It was said of his uncle, Doctor Holmes, that through most of his life he followed four laborious professions, either of which would have been burden enough for the common man. He was at once a voluminous writer, a ubiquitous lyceum lecturer, a busy family physician, and a working professor at the Medical School. Upham was doing, outside of his profession, during the first half of his mature years, an amount of exacting work which showed once more, if the demonstration were needed after Carlyle and Whittier, what a heavy load a feeble man can bear. It seemed that whatever no one else was at hand to do,fell to him. Dur- ing most of these early years the Institute was living from hand to mouth, wholly without funds, and resorting to personal solicitation to meet specific and imperative demands. In May, 1863, Mr. Upham became a member of the publication committee and also the curator of man- uscripts, holding the latter position until his death ; and for nineteen years he served as librarian. Mr. Upham's first printed contribution was a memoir of General John Glover of Marblehead, prompted by the interest which his descendant, Benjamin Tyler Reed, a classmate of the elder Upham, felt in his distinguished ancestor, and this interest led to the erection of the statue of Glover which stands near the entrance of Common- wealth Avenue, in Boston. He early enlisted in the en terprise of publishing, in the Institute Bulletin, a critical account of the first houses built in Salem, — a series of four most valuable papers, widely quoted and later repro- duced. When Mr. Upham completed his transcription of 168 WILLIAM PHINEAS TJPHAM the Town Records of Salem, covering the years from 1634 to 1659, — the first ever attempted, — it was at once put in print, as a part of volume ix. of the Institute's Historical Collections, and has been ever since in such demand that the book may generally be recognized on the shelf from its being either newly bound or without whole covers. His numerous communications indicate the trend of his thought and show what an indefatigable worker he was. Among them may be mentioned an account of the dedication of the Rebecca Nourse Monument, the erection of which was due to him ;i the Beverly First Church Records, carefully copied by him, which appeared in six successive volumes of the Institute Collections ; Craft's Journal of the Siege of Louisburg, with notes ; Deposi- tions relating to Philip English and the Witchcraft Delu- sion ; a History of Stenography ; an Account of the Dwelling Houses of Francis Higginson, Samuel Skelton, Roger Williams, and Hugh Peter ; a Letter of Samuel Sewall, with a biographical sketch ; Extracts from Letters^ written at the time of the occupation of Boston by the British ; Papers relating to the Reverend Samuel Skel- ton ; Papers relating to a. Suit, in 1664, between John Pickering and the owners of the "New Mill," now the "City Mills," in Salem ; the Pedigree of the "Browne Family" ; Records of the First Church at Salisbury, 1687- 1805 ; Notes on the Report as to the authenticity of the First Meeting House in Salem. The estimate in which Mr. Upham was held by the Essex Institute is attested by the Memorial of its Board of Directors, recording "their appreciation of that de- voted interest which he constantly displayed toward the Institute," and referring to his long and valuable aid freely given as Librarian to "Doctor Wheatland, in fos- tering the growth of a collection which has now become one of the largest and most important in the country," and to **his frequent contributions to the Historical Col- *He had married, December 1, 1880, Cynthia Bailey Nourse, a lineal descendant of Rebecca Nourse', the witchcraft victim com- memorated by Whittier. The monument stands on the Nourse homestead estate in Dan« vers. ''Largely Wendell family letters. A MEMOIR BY ROBERT S. RANTOUL 169 lections of the Institute," which "aided materially in placing them among the more important publications of the Learned Societies of the United States," and to "his punctilious exactness, his courtesy, and his cheerful readiness to be of service at all times to the Society and to his associates." A report of his doings as Curator of Manuscripts for forty-one years, which proved to be his last report, is printed in the proceedings of the Annual Meeting of the Institute in May, 1905. Mr. Upham was a member of the Massachusetts His- torical Society, of the Essex Institute, and of the Ameri- can Library Association, a corresponding member of the Rhode Island Historical Society, and a life member of the American Historical Association. He never cared to extend his membership to other societies, though invited, saying that he could not attend to more. He was an honorary member of the Phi Beta Kappa, Chapter Alpha, of Harvard University. He was elected a Resident Member of the Massachu- setts Historical Society, November 11, 1875, and was a most interested and valued member to the end of his life. His contributions were numerous and important, — sometimes of manuscripts and documents, sometimes of brief notes and references, sometimes of elaborate and exhaustive papers. To recount some of the titles will show their extent and variety ; among them were helio- type copies of papers relating to Major Robert Pike ; Winthrop's chart of 1630, and his map of eastern Massa- chusetts ; shorthand in Lawrence Hammond's Journal ; Governor Leverett's instructions to Captain Daniel Hench- man ; shorthand in one of Jonathan Danforth's plans ; the Suffolk Court Files ; manuscripts in custody of the Boston Athenaeum ; the Canada expedition of 1747 ; book of copies of Edward Taylor ; shorthand of Jonathan Edwards ; works in the Library on shorthand ; Memoir of John Glen King, and Memoir of Henry Wheatland. Before approaching what may well be accounted as Mr. Upham's life-work, and which fortunately Mr. Noble, be- fore his illness, was able for the most part to describe in words so well chosen that it only remains for me to make them mine, let me dwell in some detail on Mr. Upham's 170 WILLIAM PHINEAS UPHAM labors in the records of Essex County, and on his life- long and very deep interest in the study and practice of shorthand writing. Mr. Upham's interest in stenography and its cognate branches was hereditary. He printed his first paper on the subject in the Essex Institute Histori- cal Collections for 1877, dealing briefly with the history of the art, and outlining a new method of phonetic short- hand devised by himself. Another paper followed in the Proceedings of the Massachusetts Historical Society for 1892, on shorthand in Hammond's Journal ; a third, in 1894, on the shorthand of Jonathan Edwards. The series closed with the last communication he laid before that Society, in which, in November, 1902, he reviewed all the works on the subject to be found on its shelves. It appears that his great-grandmother Holmes used some system of shorthand, that she sat under the preach- ing of Doctor D wight, and that she reported his sermons, the first woman-stenographer on record in New England. It appears that Governor Endecott used a shorthand method of his own in his court records, and elsewhere, and that Governor Bradstreet reported the witchcraft trials in shorthand. The Salem town clerk, Ralph Fogg, and the parson of Salem Village, the Reverend Samuel Parris, both used shorthand. It was a rather common accomplishment with people of quality in those days, but each writer seems to have indulged himself in a system of his own. The Boston Organ of Stenography spoke thus of Up- ham's work in its sketch of him : "In his death the shorthand profession, and particularly those who are in- terested in the history and literature of shorthand, have suffered an irreparable loss." And the Federal Bureau of Education, in its report of 1884, names, in its catalogue of recognized systems of shorthand, the work of Upham. Of course all this life-long study of the theory and prac- tice of phonetics, the fruit of which must for the most part perish with him, stood him in good stead when the time came for him to decipher manuscripts of the colo- nial period which had before his day defied interpretation. When Worthington C. Ford,in 1902, found himself unable to interpret the Cotton manuscript, he turned in his need, A MEMOIR BY BOBERT S. BANTOTJL 171 he says, "to Mr. Upham, — to the one man who is so en- tirely able as to leave no doubt of the correctness of his reading." Essex is the maritime county of Massachusetts. One himdred miles of the county's outline — about two-thirds of the entire boundary — are washed by tide-water. It has five good harbors, and a score of off-shore islands held by every sort of title. Moreover, the lordly Merrimac skirts its northern frontier for thirty miles, with the inci- dents of town-landings and rights of ferryage, and ancient mill-rights attaching to it and to its tributary streams. The county, too, has its fair share of the "Great Ponds" of the Commonwealth, with all their closely guarded rights of fishing, ice-cutting, boating, and bathing. In tracing these intricate riparian and littoral rights, many of them relating back to the earliest grants, — rights to clam-fisheries and fresh- water fisheries and tide-mill privileges, and ship-building privileges, with beach-rights to the gathering of kelp and eelgrass, and to the husband- ing of the soil of mussel-beds and clam-flats, and rights of water supply, these last vital to the dozen cities and large towns of the county, all often drawn into litigation, — no county affords a more constant field for the antiquary who is also a lawyer. In this field the average practitioner is none too well equipped. And here town and county officers, and, at last, the Commonwealth, found them- selves inclined to turn to Mr. Upham. Mr. Upham's specific services to the county of Essex were threefold. Between 1859 and 1884 he revised the Probate indexes for the two centuries embraced between the years 1638 and 1840, grouping surnames alphabeti- cally in consecutive volumes covering convenient periods of years, — the given names under each surname being arranged alphabetically also, — and introducing a system which took root and has survived. During these twenty- five years he made the first revised index of grantors and grantees in the Essex Registry of Deeds, covering the years from 1820 to 1855. Before this, deeds were indexed in the order in which they were received for record. His system was adopted and ultimately extended through the 172 WILLIAM PHINBAS UPHAM earlier and the later years. And before 1869 he com- pleted, for the County Commissioners of Essex, the mounting of sixteen folio volumes of the early Court Files of the county. The extent to which all succeeding prac- titioners at the bar are laid under obligations by this rare demonstration of patience, energy and skill, is best appre- ciated by those conveyancers who had occasion to look up Essex County land titles and probate records before 1860. For the last twenty years of his life Mr. Upham was engaged in the office of the clerk of the Supreme Judicial Court for Suffolk County, in work upon what have been designated as the "Early Court Files," — a term covering a vast agglomeration of papers which embrace not only the files of the highest courts of the Colony, the Prov- ince, and the Commonwealth before 1800, but also papers relating to other courts of the Colony and of the Prov- ince, as well as both originals and certified copies of records, documents, and matter of various sorts which had been used in, or come into the possession and custody of, the Court of Assistants and the Superior Court of Judi- cature. An exhaustive description of them, from the pen of Mr. Noble, with some account of the history of this unique mass, may be found in the publications of the Colonial Society of Massachusetts (ill. 317). The man- uscripts were in bad condition, scattered about in many places, exposed to depredations of all kinds, and to ulti- mate loss. Some of them were in almost the last stages of decay. Chief Justice Gray had long been specially interested in them, and anxious that measures should be taken for their rescue and arrangement for convenient reference and use. Between 1875 and 1880 efforts were made, by the Chief Justice and the State in conjunction, to carry out this purpose, but delays of various kinds occurred, and it was only after Judge Gray was on the bench of the Supreme Court of the United States that the object was attained, October, 1883, an order passed by the board of aldermen of Boston, acting as county commissioners, and approved by the mayor, provided "that the clerk of the Supreme Judicial Court of Suffolk be authorized to arrange con- A MEMOIB BY ROBERT S. RANTOUL 173 venieatly for examination and reference the early files in Suffolk County." An appropriation was made, and the clerk was further authorized to "employ such assistance as will be required." An order of the Supreme Judicial Court, through its then Chief Justice Morton, was made, providing that its clerk, "in pursuance and furtherance of the order of the board of aldermen ... be directed to remove all the court tiles and papers wheresoever the same may be ... to such room in the court house as he may be authorized to take for the purpose of carrying out and executing said order ; and to take all necessary and appropriate measures therefor." A room in the court house was secured, and the papers brought together from their various places of deposit. Their volume could only be estimated roughly in terms of cubic bulk. A general plan of operations was agreed upon, and a fit person was to be found to take charge of the immediate details of repairing, reducing to order and mounting this heteroge- neous mass. Mr. Upham, from his success in dealing with the sixteen volumes of Essex court manuscripts, seemed to be marked out for this work, and his services were secured. In December, 1883, he approached the task with a single expert assistant. His force was grad- ually increased until it numbered twelve. The papers were first arranged by centuries, then by decades, and finally by their exact dates. Then papers belonging to the same case, or relating to the same subject matter, which had been scattered in many groups, were brought into their normal relation. Many papers were badly muti- lated, and the missing fragments, as far as possible, had to be found and put in place. Often they were crumbling to pieces and so frail that the utmost dexterity and deli- cacy of handling were called for. Some were caked into solid paper bricks, to be sepai-ated only by the use of solvents and by patient manipulation. Extreme care and skill were everywhere demanded. It is a matter of deep regret, Mr. Noble feelingly re- marks, that Mr. Upham could not have lived to see the consummation of an undertaking that was, in its way, stupendous. For the service demanded of him qualifica- 174 WILLIAM PHINBAS UPHAM tions which aro very exceptional, — a patience that never failed, an industry that never flagged, systematic methods and habits never intermitted, high standards of execution, broad and exact knowledge of colonial and provincial history, and a ready familiarity with all that had been written concerning it. His fitness had been recognized by his classmate, Governor Robinson, in naming him on a commission to systematize the State Archives. He entered upon the service with an enthusiasm that would have sus- tained him to the end had not the time come when shat- tered health compelled him to pause and finally to stop. The work upon the collection of "Early Court Files," so called, had gone on without interruption for more than twenty-three years. When finished, the collection will contain — this is Mr. Noble's estimate — over one hundred and twenty-five thousand, possibly two hundred thousand, separate cases or matters, some including but a single pa- per, some fifty and upward, and a few from one hundred to one hundred and fifty. The whole number of individ- ual papers will exceed a million. When Mr. Noble died, some twelve hundred and fifty large folio volumes were already on the shelves, and probably there will be, in the end, nearly or quite fifteen hundred. Other work of a like nature was going on during these years in the clerk's office. It was proposed to transcribe, print and distribute the records of the courts held between 1630 and 1692 by the Governor and Assistants, this being the highest judicial tribunal sitting in the colony from the time of the settlement to the date of the provincial char- ter. Of these records there is extant a single complete volume, bound in vellum, — mostly in Rawson's hand- writing, and well preserved, — which covers the dates be- tween 1673 and 1692. This completes the line of records of the highest court from 1673, through the Colony, the Province, and the Commonwealth, to the present day. Scattered records are found in the State Archives and elsewhere, but they are incomplete, and when they have been reprinted they have been unsatisfactorily transcribed. The object was to produce a consecutive, reliable account of the doings of our highest court from the beginning. A MBMOIB BY KOBBRT S. EANTOUL 175 In pursuance of this design, the files not only of Suffolk but of Essex and Middlesex as well, and, in fact, of the record offices of the Commonwealth and of the older States of the Union, were ransacked, that nothing might escape notice which could contribute to so rare a consum- mation. It was found advisable to begin the publication with the volume in the clerk's office covering the period between 1673 and 1692, though this was the latest and not the Earliest period to be covered by the research. This had been a long desired object. The volume was too valuable and too frail to be subjected to ordinary handling, and was in fact a sealed book to all not versed in archaic penmanship. A copy accordingly had been made by an expert some years before. This was placed in the hands of the printer, and at this stage of the work the services of Mr. Upham were secured, to read the proof and to assist in other ways. Much new type was required for special characters, and here Mr. Upham's experience and taste were in requisition. While the printing was going on, material for filling the gaps was collecting. Everything outside Massachusetts in record offices and elsewhere had already been secured. The second volume, to cover the years from 1630 to 1643-44, was begun. Mr. Upham verified the copy by the manuscripts in the State Archives and by the Barlow copy, and it was made an exact reproduction so far as manuscript may be repro- duced in print. This had been the aim throughout. Many liberties had been taken in making the reprint in the Massachusetts Colony Records. Every faulty reading and error was now corrected, and absolute accuracy in every point is believed to have been secured in these Records of the Court of Assistants. Two volumes have been issued, I. in 1901 and II. in 1904. At the time of Mr. Upham's death nearly a fourth of volume III. was in plate and some further pages were in proof. It was in his work on these volumes that Mr. Upham took especial pride, as it gave full play to his rare qualifi- cations. His knowledge of early colonial history, his an- tiquarian tastes,, and his untiring research were of a unique 176 WILLIAM PHINEAS UPHAM value. The merest fragment of a record was suggestive, and there was at once a recognition of what it represeu- ed or bore upon, and where something might be found to explain and illustrate it. "But for his faithful and invaluable services throughout the more than twenty years we worked together," says Mr. Noble in closing, "the perfection of accomplishment which he aimed at, in the details of all this work, would have been impossible. Here was the almost entire occu- pation of these years of his life, and he regarded the re- sult as his best monument of labor and achievement. For that reason so much space has been given to an account of it, and for the further reason that nothing illustrates better his habits of mind, his methods of work, his skill and knowledge in his chosen field, and in so many ways the leading characteristics of the man." m STEAMER "CARROLL" built in 1862 STEAMER "MERRIMACK" built in 1861 SOME ACCOUNT OF STEAM NAVIGATION IN NEW ENGLAND. BY FRANCIS B. 0. BRADLEE. ' (^Continued from Volume LVI, page 14^.^ During 1882 the Boston papers advertised the screw steamer " Scud " as " running regularly between Boston and Halifax, fare $7, Heath and Grier agents, 50 Long Wharf." In 1888 the Canada Atlantic S. S. Co. Ltd. was formed and had the well known steel steamer " Halifax," built by the London and Glasgow Shipbuilding Co. Ltd., of Glasgow, Scotland. She was 1738 tons gross, 250 feet in length, 31 feet beam, and was fitted with a modern triple expansion engine of 390 nominal horse-power. Soon after the advent of the " Halifax," all the steamers ply- ing between Boston and Halifax were " pooled," that is, run under practically the same management to avoid the losses due to needless competition. The steamship "Olivette," previously mentioned, was, in 1892, transferred from her summer Boston and Bar Har- bor route to the Boston and Halifax line. She measured 1611 tons gross, 280 feet long, 35 feet beam, with a triple expansion engine indicating 2500 horse-power. Her owner the late Henry Bradley Plant, who also controlled the railroads in Florida bearing his name, became interested in the Canada Atlantic S. S. Co., and its name was changed to the Canada Atlantic and Plant S. S. Co., although it was commonly called, for short, the Plant line. Mr. Plant also placed his steamer "Florida," an English built screw boat of 1786 tons, on the Halifax and Charlottetown line, running in the summer with the "Olivette," so that dur- ing the early nineties the British Provinces were for the first time provided with a really high class service from Boston. At the outbreak of the Spanish-American war, (177) 178 STEAM NAVIGATION IN NEW ENGLAND in 1898, the "Olivette" was chartered by the United States government, and, it is believed, never again re- turned to Boston. In 1896 Mr. Plant had a magnificent steel twin screw steamer, "La Grande Duehesse," built by the Newport News Shipbuilding Co. ; she measured ' 5018 tons gross, 380 feet in length, 47 feet beam, 28 feet depth of hold, and had two quadruple expansion engines indicating to- gether 6300 horse-power, which were expected to drive the ship at 20 knots an hour. "La Grande Duehesse" was luxuriously fitted for the accommodation of 700 pas- sengers, and she is believed to have been one of the first liners ever fitted with a complete telephone system con- necting every stateroom. It was intended to run her in the winter months between New York and Charleston, S. C, where connections were made with the Plant Rail- way System, and in the summer she plied from Boston to Halifax and Charlottetown, but her first trip on that route was not made until June, 1899. Unfortunately this fine steamer was not at first a suc- cess from the point of view of speed, due, it is thought, to the abnormal bossing out about her stern in the origi- nal construction of the twin screw arrangement. Soon after the death of Mr. Plant, in 1899, " La Grande Duehesse " was sold to the Savannah line and renamed "City of Savannah" II. After several years of service she again changed hands and became the property of the New York and Porto Rico S. S. Co., who called her "Carolina," and in 1914 practically rebuilt the ship at great cost and changed her from a twin to a single screw. She was sunk by a German submarine on June 2, 1918, with the loss of several hves. After the death of Mr. Plant, the control of the Plant line fell into the hands of Mr. A. W. Perry and other Boston investors, who con- tinued the service with the "Halifax" and the " A. W, Perry," a former fruit steamer and a very inferior boat. To meet the constantly increasing travel the company had built in 1912, by the London and Glasgow Shipbuild- ing Co. of Glasgow, Scotland, the fine steel twin screw steamer "Evangeline," of 4600 tons gross, 365 feet long, 46 feet beam; the machinery consisting of two four- BY FRANCIS B. C. BRADLEB 179 cylinder triple expansion engines, indicating 5000 horse- power. The "Evangeline" was by far the finest and fastest craft that had run to the British Provinces since the days of the "Olivette" and "Grand Duchesse" ; she had 260 staterooms and accommodated 680 passengers, besides a crew of 95 persons and 1500 tons of freight. Aftqr one successful season came the European war, which demoralized shipping conditions all over the world ; the "Evangeline" was placed under the American flag in 1914 and made one trip to Manchester, Eng., for freight purposes ; in 1916 she was chartered for one season to carry on a service between New York and Bermuda. She was then laid up at Boston for a long time, and was final- ly sold to foreign owners in 1917 for more than $500,000. It is said she is now running between Marseilles and Algiers, with her passenger accommodations completely removed. The "A. W. Perry" was totally wrecked on Sambro Head, at the entrance of Halifax harbor, on June 10, 1915, which left the "Halifax" alone on the line. The service was carried on by her until early in 1917, when she was sold for war purposes and was never heard of after leaving New York for an English port early in 1918. With the sale of the "Halifax" the Plant line went out of existence, leaving Boston for some time without any direct service to Halifax. Late in 1918, however, the Nova Scotia Steamships Ltd. (controlled by the Federal Line of New York) started a freight line to Halifax, N. S., and St. Johns, N. F., with F. H. Chipman as the Boston manager. The steamers employed were the pro- pellers "Cascapedia," of 500 tons, and "Our Lady of Gaspd," of 1240 tons, 230 feet long ; the former found- ered at sea in a hurricane in November, 1918. The "Sag- amore," a small steamer of only 325 tons*, a former yacht, was chartered to take her place. It is expected that a passenger boat will be placed on the line during the sum- mer of 1921, but nothing definite is yet known. Eighty or more years ago there were regular packet schooners and brigs plying between Boston and St. Johns, Newfoundland, but the first attempt at regular steam communication was in '1858, when a line was projected by Mr. John Orrell Lever, of Manchester, Eng., and 180 STEAM NAVIGATION IN NEW ENGLAND others, to connect the port of Galway with New York and Boston by way of St. Johns, Newfoundland. There being no transatlantic cable then working, the attraction offered by the new company, which called itself the Atlantic Royal Mail Steam Navigation Co., was an undertaking "to carry telegraph messages from the United Kingdom to British North America and the United States in six days via Galway and St. Johns." Certain influences having been brought to bear on the British government, a contract at the rate of £76,000 per annum was entered into on April 21, 1859, based on this proposal. Already in September, 1868, the steamer "Propeller" had arrived in Boston, on what may be termed a voyage of announcement for the line. The first vessel built by the company, the "Connaught," a large iron paddle wheel steamer of 2800 'tons, 360 feet long, did not make her appearance in Boston until August, 1860, but was 22 1-2 hours over the contract time in ar- riving. Two months later, on her second voyage to Boston the "Connaught" sprang a bad leak on Oct. 7, one hun- dred and fifty miles from Cape Cod, and was soon in a sinking condition ; in addition, a fire broke out on board, and the steamer was presently in the curious predicament of foundering on one hand and burning up on the other. She had over five hundred passengers on board, mostly Irish emigrants, and they were rescued with great diffi- culty and gallantry by Capt. John Wilson in the New York brigantine "Minna Schiffer." The Atlantic Royal Mail Co., or Galway line as it was commonly called, built three other steamers similar to the "Connaught" ; the " Hibernia," "Columbia," and "Anglia," but only one, the "Columbia," made one trip to Boston in the spring of 1861. The construction of the other two ships was severely criticised by the gov- ernment inspectors, and they never entered tlie service at all. Soon after, the enterprise collapsed altogether, and is remembered as one of the most conspicuous failures known in the history of trade. It hurt the purse and reputation of every one connected with it and helped ruin Overend, Gurney & Co., London bankers, to whom the ships were mortgaged. BY FRANCIS B. C. BRADLBB 181 In November, 1914, the steel screw steamer "Sable Island," of 700 tons, owned by Farquhar and Co. of Halifax, N. S., made one round trip between St. Johns, N. F., and Boston, carrying ten passengers. It had been the intention of her owners to establish a regular service between the two ports, but the results obtained were so disappointing the enterprise was given up. The Boston- Newfoundland Shipping Co. was organized in 1917 by David W. Simpson and other Boston business men. They bought the large new auxiliary three-masted schooner "Aviator," built at Essex, Mass., and she left Boston Jan. 30, 1919, on her first trip, carrying a large cargo, but never reached St. Johns, for she ran ashore at Law- rence on the dangerous Newfoundland coast and became a total wreck. Luckily there was no loss of life. Except for the traffic in the harbor and to the coast of Maine, Boston merchants were slow to adopt steam ves- sels, for there were many old established sailing packet lines (barques, brigs and schooners) plying regularly to New York, Albany, Philadelphia, Baltimore, Washington, and ports further south. The packets centered at Mer- cantile wharf and vicinity ; Wednesdays and Saturdays were the usual sailing days, and then Commercial street became almost impassable. The Boston Advertiser for Jan. 1, 1852, mentions the "steam-propeller 'Ontario' as running regularly between Boston and New York direct, Sprague, Soule and Co., agents." A sister ship, the "Benjamin Franklin," was at the same time plying between Boston and Philadelphia. This is the first mention that can be found of a steam line to either New York or Philadelphia from Boston; the former service did not last long, but the latter line gradu- ally materialized into the well known Boston and Phila- delphia S. S. Co. At the close of the Civil war, in 1865, a few Boston capitalists, James S. Whitney, H. M. Whitney, Peter Butler, James Taft and others, conceived the idea of starting a direct freight line between their city and New York.i They were all more or less interested in other 'The following account of the Metropolitan line is partly from a manuscript History of the Metropolitan S. S. Co., by E. M. Eldredge. 182 STEAM NAVIGATION IN NEW ENGLAND steamship lines, and having at this time several ships that were idle, they used them on the new line. They were the "Ashland," "City of Bath," "Salvor," "Relief," "Jer- sey Blue," "Miami," "Mary Sanford," "Monticello," and "Fairbanks." All were propellers except the "Miami," which had been one of the double end side- wheel gunboats used by the government for light draft service on the southern coast during the Civil war. One writer speaks of her saying, "1 never could tell whether she was coming or going" ; the "Miami" also had very little power in pro- portion to the size of her hull. Once she was caught in mid-winter in a northerly gale that struck her as she rounded Cape Cod. Every drop of spray froze as it landed on some part of the ship, and as she got further along she began to get logy, thereby reducing her speed, which caused the captain to head for the Plymouth shore to make a lee, and if it had been necessary to proceed much further for an anchorage, the engine would have stopped of its own accord, as the ice that had formed in the paddle boxes had slowed her down to less than half speed. The "Jersey Blue," one of the very early propellers, built at Newark, N. J., in 1850, measured 368 tons, 133 feet long, and during her service as a transport in the Civil war had nearly foundered at sea in Dec, 1862, while carrying the Salem Light Infantry company to Ship Island, in the gulf of Mexico. The "Ashland," of 843 tons, built at Philadelphia in 1863, was owned by the late Thomas Clyde, who was also interested in the Metropoli- tan line ; the "Mary Sanford" had been used by the Adams Express Co. during the war, and so the whole list might be gone through. Captain George L. Norton, the present editor of the New York Marine Journal, was the pioneer skipper of the line and made the first trip in the "Ashland" ; other early commanders were Captains Baker, afterwards on the "Nepture," and Bearse, afterwards on the "Nereus." The New York headquarters of the line were at first at the foot of Catherine street. East River, but were moved shortly afterwards to pier 10, North River, where they remained for nearly fifty years. BY FRANCIS B. 0. BRADLEE 183 At this time there was operating on Long Island Sound a line known as the Neptune S. S. Co., and they had built for them three new wooden propellers, the "Neptune," "Nereus," and "Glaucus." These steamers, together with the "Metis," "Thetis," and "Doris," were run by the Neptune line on the "outside" route between New York and Boston from August, 1865, to December, 1866, when their oWners became involved in financial difficulties, with the result that the Metropolitan S. S. Co. purchased the "Neptune," "Nereus" and "Glaucus" for $300,000. It was found that they had to be considerably strengthened, as originally they had been built for purely "Sound" ser- Tice. The "Neptune," "Nereus" and "Glaucus" were each 1800 tons gross, 228 feet long, 40 feet beam, having high powered (simple) propeller engines, and could steam at least 13 knots an hour. In addition to extra beam, broad guards were extended over the hull, supported by sponsons, calculated for big cargo space between decks, and unless absolutely necessary no cargo was carried in the hold. In fact, their 'tween decks had the space of a large ground floor warehouse. After the advent of these new steamers, the older ships having outlived their use- fulness, soon disappeared. For a short time, in 1867, an opposition service, called the "Merchants' line," developed between Boston and New York, running the propellers "Equator," Captain Jackson, and "Key West," from Long wharf, Boston, and pier 3, North River, New York, Benner, Brown and Pinckney were the agents at that end of the route, and W. H. Kinsman and Co. in Boston. The Metropolitan line proved so successful that in 1872 they had built by John Roach, at Wilmington, Del., an iron steamer, the well known "General Whitney," of 1848 tons gross, 227 feet long, 40 feet beam, and fitted with a two-cylinder compound engine. She was of greater carrying capacity than the other ships, and was equipped with cotton cribs on the main deck. These prevented the cotton from shifting, or causing fire by the friction of the iron bands. After many years of successful service, the Morgan line chartered the "General Whitney" during the Spanish- American war to run on their New Orleans line. She 184 STEAM NAVIGATION IN NEW ENGLAND made but a few trips, for while bound north heavily laden with "pig" copper and barrel molasses, she sprang aleak, and soon after foundered off the Florida coast. The crew took to the boats and landed near St. Augustine on April 23, 1899. Unfortunately, while approaching the shore, one of the boats capsized, drowning Capt. Haw- thorne and sixteen men. In the meantime the "H. F. Dimock," in 1884, the ♦•Herman Winter" in 1887, and the "H. M. Whitney" in 1890, had been added to the line ; they were modern freighters, built of iron and steel by the Cramp Co. of Philadelphia, and very much alike, each ship measuring about 2600 tons gross, 275 feet long, and 40 feet beam. The "Dimock" and the "Winter" had two cylinder com- pound engines, but the later boats were fitted with triple expansion machinery. The last addition to the Metro- politan S. S. Co., while under the control of the Whitney family, was the "James S. Whitney," built in 1900 by the Cramp Shipbuilding Co. to replace the "General Whitney" ; she is practically a sister ship to the steamers previously mentioned, except that she has tapering steel masts supplanting the heavy wooden ones. July, 1906, saw the passing away of the old wooden boats "Neptune" and "Glaucus" ; they had been laid up at Brooklyn for years, and, of course, neglected, so that it was necessary to patch them up before they were towed to Boston on their last voyage. In 1900 the Joy line, which had previously confined itself to running steamers between various ports on Long Island Sound and New York, started a competing line between that place and Boston via the "outside" route, twice weekly from each end, and carrying passengers at $3.00 each. The steamer principally employed in the short time the enterprise lasted was the "Old Dominion," an iron side-wheeler of 2000 tons that had run for many years previously on the Old Dominion line between New York and Richmond, Va. Henry M. Whitney and others controlling the Metropolitan S. S. Co. sold