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United States (United States) (search for this): chapter 20
he Club has many negatives. an interesting informal talk was given by Mr. Benjamin P. Hollis on Saturday evening, Feb. 19. His subject was The Seals of the United States, and the Several States. Many choice bits of coloring were shown. After the talk the combination most popular was the olive blended with cracker white and chhistorical name of Ship street, a name that had a meaning in it, should be changed to the commonplace name of Riverside avenue, duplicated in every town in the United States which has got a river in it.) The Historical Society petitioned the City Council to restore the old name of Ship street, but the petition was dismissed witf the shipwright's hammer was never more heard on the banks of the Mystic. The first gun of the Civil War had sounded the knell of the merchant marine of the United States. The large carrying trade which our ships had enjoyed passed into other hands, and, in the interval, iron had superseded wood in the construction of ships. C
Merrimack (United States) (search for this): chapter 20
uds and regulating abuses in the Plantation Trade. I have examined this register, which covers about 300 pages of manuscript. It records the name, tonnage, and ownership of each vessel, with the place where it was built. More than 1,200 vessels are entered in the register, and out of them all there is but one Medford-built vessel, the brigantine Joanna, of 70 tons, built in 1699, and owned and commanded by one Bailey, of Boston. In this same register we find 130 vessels built on the Merrimac river, of which 100 were built at Newbury, and perhaps as many more at Scituate and other towns on the North river. The register contains a record of vessels built from 1680 to 1714. In the eighteenth century, which comes nearer to our times, we have no evidence that the business of shipbuilding was prosecuted, and it is improbable that any craft larger than a lighter was built here. But the time came at last when ship-building was to be established as a great local industry, and the no
Pembroke (Massachusetts, United States) (search for this): chapter 20
ry, which comes nearer to our times, we have no evidence that the business of shipbuilding was prosecuted, and it is improbable that any craft larger than a lighter was built here. But the time came at last when ship-building was to be established as a great local industry, and the noble vessels launched from our yards were to carry the American flag all over the world. The pioneer in this movement, so eventful to the town, was Thatcher Magoun. This great ship-builder was born in Pembroke, Mass., June 17, 1775, the day on which the battle of Bunker Hill was fought. He early took up the trade of a ship-carpenter, and served his time with Enos Briggs, at Salem, where he remained five years. From Salem he went to Mr. Barker's yard, in Charlestown (now the Navy Yard), where he worked and studied two years, assisting in moulding, for which art he showed a marked aptitude. There, it is said, he made the model of the first vessel he ever built, the brig Mt. Aetna. Mr. Magoun was not
Leicestershire (United Kingdom) (search for this): chapter 20
be borne two-thirds at the charge of the general company, and the other one-third by Mr. Cradock, our Governor, and his associates interested in a private stock. Our Governor, Mr. Cradock, hath entertained [paid the expenses of] two gardeners, one of which he is content the Company shall have use of, if need be. In a second letter we find the following: The cattle now and formerly sent have been all provided by the Governor, Mr. Cradock, except the three mares that came out of Leicestershire. The provisions for building of ships, as pitch, tar, rosin, oakum, old ropes for oakum, cordage and sailcloth in all these ships, with nine firkins and five half barrels of nails in the Two Sisters are two-thirds for the Company in general, and one third to the Governor, Mr. Cradock, and his partners; as is also the Charge of one George Farr, now sent over to the six shipwrights formerly sent. They further say: William Ryall and Thomas Bude, carpenters and cleavers of timber, ar
South River, Ga. (Georgia, United States) (search for this): chapter 20
of river, opposite the old high school-house on High street. Here George H. Briggs built a schooner in 18—. 6. Yard on South street, opposite the end of Walnut street. Occupied by James Ford, where he built two schooners in 1814. They were intenring, and were built in the short space of thirty-six days. This yard was afterwards used by George Fuller. 7. Yard on South street, northerly end of Curtis street. Here Paul Curtis established himself in 1839, and he remained here until he removed his business to East Boston. 8. Yard on South street, just above Winthrop-street bridge. Occupied by Jotham Stetson from 1833 to 1853. Luther Turner built one bark here in 1854. 9. Yard on South street, on land adjoining Boston & Lowell RSouth street, on land adjoining Boston & Lowell Railroad. Here Peter Lewis built one schooner in 1845. 10. Yard at Rock Hill landing, at the foot of the hill. Probably used for the building of lighters. I am much indebted to my friend, Mr. John H. Hooper, for assistance rendered me in loca
Amsterdam (New York, United States) (search for this): chapter 20
ace for our sitting down, for Salem, where we landed, pleased us not. And to that purpose, some were sent to the Bay to search up the rivers for a convenient place, who upon their return reported to have found a good place upon Mistick. . . . We found a place liked us better three leagues up Charles River. After stating that they shipped their goods with much cost and labor to Charlestown, he goes on to say: There receiving advertisements by some of the late arrived ships, from London and Amsterdam, of some French preparations against us, we were forced to change counsel, and for our present shelter to plant dispersedly; some at Charlestown, which stands on the north side of the Mouth of Charles River; Some on the south side which we named Boston; . . . Some of us upon Mistick, which we named Meadford. And then he proceeds to name the other settlements which they made at Watertown, Roxbury, and Dorchester. Without going into further details, it is plain enough that the men specia
England (United Kingdom) (search for this): chapter 20
assed into other hands, and, in the interval, iron had superseded wood in the construction of ships. Competition with foreign builders had become impossible, for they had the advantage of us both in the cheapness of labor and materials. Worse than all—we had lost our grip. It is a matter of regret and shame to all lovers of the Republic that the flag that once floated in every harbor of the world has now almost disappeared from the ocean; that the once successful commercial rival of Great Britain is now abjectly dependent upon her for the carriage of its own exports and imports. It is contrary to the genius of our people that this state of things should be permitted to continue forever; and when the conditions become more favorable, as they surely will, in the further development of our great industrial resources we may hope for the triumphant reestablishment of American commerce. In the meanwhile we who can look back through a long vista of years dwell, perhaps too fondly, u
Watertown (Massachusetts, United States) (search for this): chapter 20
n, he goes on to say: There receiving advertisements by some of the late arrived ships, from London and Amsterdam, of some French preparations against us, we were forced to change counsel, and for our present shelter to plant dispersedly; some at Charlestown, which stands on the north side of the Mouth of Charles River; Some on the south side which we named Boston; . . . Some of us upon Mistick, which we named Meadford. And then he proceeds to name the other settlements which they made at Watertown, Roxbury, and Dorchester. Without going into further details, it is plain enough that the men specially engaged in the service of Mr. Cradock, probably with others, settled on the east side of Mystic river, nearly opposite the Ten Hill Farm, where Governor Winthrop established himself. It may be reasonably supposed that Governor Winthrop himself suggested the location. Here the General Court afterwards made to Governor Cradock large grants of lands covering all the territory of Medfor
Massachusetts (Massachusetts, United States) (search for this): chapter 20
l 18.—Medford in the War of the Revolution. Miss Helen T. Wild. May 16.—The Life and Work of Mrs. Lydia Maria (Francis) Child. Mrs. Richard P. Hallowell. England, and John Winthrop succeeded to the chief executive office. From that time, Massachusetts became to a large degree self-governed. The earliest information we get concerning the circumstances under which Medford was settled comes from a letter written by Governor Dudley, March 28, 1631. After a recital of the events connected whad sent over a seine, salt, lines, hooks, knives, boots, etc., for the fishermen. It is pretty evident from these and other records that the plans of Mr. Cradock embraced the planting of fishing stations along this portion of the coast of Massachusetts, and it would appear that he made Medford the headquarters of his business; although he had establishments at Marblehead and in the vicinity of the Merrimac, and perhaps elsewhere. And now, at last, I reach my special topic; for it was in
Mount Etna (Nevada, United States) (search for this): chapter 20
. Aetna. Mr. Magoun was not a man to remain content with a subordinate position in his trade, and he determined to begin business on his own account. Living then alongside the Mystic river, he did not fail to observe the advantages which its sloping banks and open reaches presented to the ship-builder. After careful examination he selected a piece of ground nearly opposite the end of Park street, where he established a ship-yard, and, in 1803, he proceeded to build his first vessel, the Mt. Aetna. He continued in the business from that time until 1836, and during that period built 84 vessels. I well remember Mr. Magoun, a portly gentleman, of extremely dignified bearing, then considerably advanced in age. He accumulated a handsome fortune as a ship-builder and ship-owner, and died, I believe, somewhere in the fifties. Mr. Calvin Turner was the next ship-builder to establish himself here, and his ship-yard was located on Riverside avenue, opposite the end of Cross street. (I sa
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