hide Sorting

You can sort these results in two ways:

By entity
Chronological order for dates, alphabetical order for places and people.
By position (current method)
As the entities appear in the document.

You are currently sorting in ascending order. Sort in descending order.

hide Most Frequent Entities

The entities that appear most frequently in this document are shown below.

Entity Max. Freq Min. Freq
United States (United States) 16,340 0 Browse Search
England (United Kingdom) 6,437 1 Browse Search
France (France) 2,462 0 Browse Search
Massachusetts (Massachusetts, United States) 2,310 0 Browse Search
Pennsylvania (Pennsylvania, United States) 1,788 0 Browse Search
Europe 1,632 0 Browse Search
New England (United States) 1,606 0 Browse Search
Canada (Canada) 1,474 0 Browse Search
South Carolina (South Carolina, United States) 1,468 0 Browse Search
Mexico (Mexico, Mexico) 1,404 0 Browse Search
View all entities in this document...

Browsing named entities in a specific section of Harper's Encyclopedia of United States History (ed. Benson Lossing). Search the whole document.

Found 519 total hits in 108 results.

1 2 3 4 5 6 ...
Lake Huron (Wisconsin, United States) (search for this): entry ship-building
enly matched, and numbered some twenty-five wooden vessels each. No iron or steel vessels then existed, and steam had not yet been used in ships-of-war. There was no communication for vessels from one lake to another, except from Lake Erie to Lake Huron, and from Lake Huron to Lake Michigan, and there was no passage from the lakes to the ocean. The Welland Canal was not opened for small vessels until 1833, and the chain of St. Lawrence canals was not completed until 1848. The shores of theLake Huron to Lake Michigan, and there was no passage from the lakes to the ocean. The Welland Canal was not opened for small vessels until 1833, and the chain of St. Lawrence canals was not completed until 1848. The shores of the lower lakes were sparsely settled, and the region of the upper lakes was an unexplored wilderness inhabited by savages. The chain of lakes was the only pathway of commerce to the West and Northwest. The war had left the Americans and Canadians along the border in bad humor and not at all disposed to treat one another in a neighborly manner. The presence on the lakes of large fleets of armed vessels, recently opposed to each other, hindered a reconciliation and the establishment of friendly c
Erie (Pennsylvania, United States) (search for this): entry ship-building
pon a rigid compliance with the terms of the convention. In the mean time Congress had done something besides protest. The fortification act of Sept. 9, 1841, contained a clause authorizing the construction and armament of such vessels on the lakes as the President might think proper, and such as should be authorized by the existing stipulations between this and the British government. Under this authority the iron side-wheel bark Michigan was built at Pittsburg and taken in sections to Erie, where she was completed and launched in the summer of 1844. She registered 498 tons and carried two 8-inch guns and four 32-pounder carronades. It was now Great Britain's turn to remonstrate. All immediate necessity for increasing her navy had disappeared, and so her minister, Mr. Packenham, conveyed to Secretary Calhoun his conviction that it was by all means desirable that the convention of 1817 should be fulfilled to the letter by both contracting parties. Mr. Calhoun's reply merely
Vistula (Ohio, United States) (search for this): entry ship-building
s on the lakes from competing for the construction of such government warvessels as can pass the Canadian canals. This is a discrimination against a large and important industry which should not be tolerated except for the most urgent reasons. The American Ship-building Company now has nine plants on the lakes, located at West Superior, Milwaukee, Chicago, Bay City, Detroit, Wyandotte, Buffalo, Cleveland, and Lorraine. There are three other yards on the lakes, at Bay City, Port Huron, and Toledo. Owing to their proximity to the coal and iron deposits, all these lake ship-yards can compete successfully with any of the yards in this country or elsewhere. They have built several light-ships and other vessels for the Treasury Department, and have been, as we have seen, the lowest bidders for some of the naval vessels. The government is thus a loser as well by being deprived of the competition of these lake yards. The United States suffers a still more serious loss, which is forcib
Lake Erie (United States) (search for this): entry ship-building
ral compliance with the terms of the agreement is little less than absurd, inasmuch as it often produces results which were not intended, or even contemplated, by the parties. In 1817 the navies of the United States and Great Britain on the lakes were about evenly matched, and numbered some twenty-five wooden vessels each. No iron or steel vessels then existed, and steam had not yet been used in ships-of-war. There was no communication for vessels from one lake to another, except from Lake Erie to Lake Huron, and from Lake Huron to Lake Michigan, and there was no passage from the lakes to the ocean. The Welland Canal was not opened for small vessels until 1833, and the chain of St. Lawrence canals was not completed until 1848. The shores of the lower lakes were sparsely settled, and the region of the upper lakes was an unexplored wilderness inhabited by savages. The chain of lakes was the only pathway of commerce to the West and Northwest. The war had left the Americans and
Bay City (Michigan, United States) (search for this): entry ship-building
This is a discrimination against a large and important industry which should not be tolerated except for the most urgent reasons. The American Ship-building Company now has nine plants on the lakes, located at West Superior, Milwaukee, Chicago, Bay City, Detroit, Wyandotte, Buffalo, Cleveland, and Lorraine. There are three other yards on the lakes, at Bay City, Port Huron, and Toledo. Owing to their proximity to the coal and iron deposits, all these lake ship-yards can compete successfully wiBay City, Port Huron, and Toledo. Owing to their proximity to the coal and iron deposits, all these lake ship-yards can compete successfully with any of the yards in this country or elsewhere. They have built several light-ships and other vessels for the Treasury Department, and have been, as we have seen, the lowest bidders for some of the naval vessels. The government is thus a loser as well by being deprived of the competition of these lake yards. The United States suffers a still more serious loss, which is forcibly alluded to by the Secretary of the Navy in his letter of April 16, 1898: This inquiry is prompted by the
Buffalo, N. Y. (New York, United States) (search for this): entry ship-building
, and could hardly have been anticipated by its framers. In the first place, it debars the shipbuilders on the lakes from competing for the construction of such government warvessels as can pass the Canadian canals. This is a discrimination against a large and important industry which should not be tolerated except for the most urgent reasons. The American Ship-building Company now has nine plants on the lakes, located at West Superior, Milwaukee, Chicago, Bay City, Detroit, Wyandotte, Buffalo, Cleveland, and Lorraine. There are three other yards on the lakes, at Bay City, Port Huron, and Toledo. Owing to their proximity to the coal and iron deposits, all these lake ship-yards can compete successfully with any of the yards in this country or elsewhere. They have built several light-ships and other vessels for the Treasury Department, and have been, as we have seen, the lowest bidders for some of the naval vessels. The government is thus a loser as well by being deprived of th
Ohio (Ohio, United States) (search for this): entry ship-building
y. What prospect of national gain would now induce the President to make, or the Senate to ratify, a treaty which would shut out from the construction of all naval vessels twelve other private American ship-yards on the Atlantic or Pacific coasts? The convention of 1817 prevents the efficient training of a large part of our naval militia. We now have over 5,000 officers and men organized in eighteen States and the District of Columbia. Of this number 1,000 are in Illinois, Michigan, and Ohio. It is a disadvantage to the governnment and an injustice and discouragement to these naval reserves to be deprived of the same practice on a modern gunboat that is enjoyed by the reserves in the seaboard States. In concluding this enumeration of the disadvantages to the United States of adhering to the agreement of 1817, attention must be drawn to the position in which the United States would now be placed in case of a war with Great Britain, although I do not take much account of the p
Port Huron (Michigan, United States) (search for this): entry ship-building
he shipbuilders on the lakes from competing for the construction of such government warvessels as can pass the Canadian canals. This is a discrimination against a large and important industry which should not be tolerated except for the most urgent reasons. The American Ship-building Company now has nine plants on the lakes, located at West Superior, Milwaukee, Chicago, Bay City, Detroit, Wyandotte, Buffalo, Cleveland, and Lorraine. There are three other yards on the lakes, at Bay City, Port Huron, and Toledo. Owing to their proximity to the coal and iron deposits, all these lake ship-yards can compete successfully with any of the yards in this country or elsewhere. They have built several light-ships and other vessels for the Treasury Department, and have been, as we have seen, the lowest bidders for some of the naval vessels. The government is thus a loser as well by being deprived of the competition of these lake yards. The United States suffers a still more serious loss, w
Great Lakes (search for this): entry ship-building
which has specially distinguished the New England States. See navigation acts; naval ships; Great Lakes and the Navy. Ship-building on the Lakes. Henry Sherman Boutell, who has been a member convention in its relation to the subject of the building and maintenance of war-ships on the Great Lakes. Mr. Boutell was born in Boston, Mass., March 4, 1856; graduated at Harvard in 1876; admittedo Mr. Adams instructing him to propose to the British authorities a mutual disarmament on the Great Lakes. Mr. Adams promptly took up the subject with Lord Castlereagh, the British secretary of foreift may still be seen proudly but slowly bearing the American flag over the calm waters of the Great Lakes as she goes about her hydrographic task of surveying the scenes of her former triumphs. We865, the Rush-Bagot convention still exerts its neutralizing influence upon the waters of the Great Lakes, to the manifest satisfaction of the diplomatists of both countries, and with equally manifes
Salem (Massachusetts, United States) (search for this): entry ship-building
gregate tonnage of 24,068. Ship-building had become a very extensive industry in our country when the Civil War (1861-65) broke out. The Anglo-Confederate cruisers drove much of the American carrying-trade into foreign bottoms, and ship-building in the United States was for many years a much-depressed industry; but since 1890 it has been unusually active under the impetus given by the United States government in building its new navy. Ship-building and commerce in New England was begun at Salem about 1640, when Hugh Peters was active in getting up a company to engage in the fisheries on the Eastern coasts, which had been hitherto carried on extensively by the people of Old England. The General Court made an order that all property engaged in that business should be free from taxation for seven years. Peters was active in promoting the building of vessels; and in the course of two years six large vessels were built, in which voyages were undertaken to Madeira, the Canaries, and so
1 2 3 4 5 6 ...