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Concord (Massachusetts, United States) (search for this): chapter 24
ind in an English work on the steam engine, an illustrated description of one American—the Morey—engine, such as propelled the Merrimack through Medford and up to Concord, N. H. the following year. At that time Mr. Sullivan kept a journal of his cruise which is as follows: June 13.In the evening set off from Canal Head, Chelmsford, with two boats in tow. June 14.Overtook a loaded boat and took her in tow. June 15.Monday at 9 o'clock arrived at Concord, distance 50 miles: passing 21 locks and 3 canals. June 16.Went with loading to the Upper Landing, 6 miles, in 1 hour 3 minutes, unloaded and returned in 38 minutes. June 17.Afternoon 5 o'clock. 12 o'clock. June 22.At 5 in the morning took a party of members up and down the river 7 miles. Afternoon. Took a party of 215 on board with music. June 23.Left Concord with two loaded boats in tow. June 24.Arrived at Head of Middlesex. The three loaded boats towed up stream carried thirteen tons each. Justly proud of his
Marblehead (Massachusetts, United States) (search for this): chapter 24
and on the way to Mobile was wrecked. Neither this first, nor the second and smaller steamboat called the Eagle, were built in the old Bay State. The latter made some trips in the summer of 1818 from New Bedford to Nantucket without financial success, and then came to Salem on September 15. The Eagle remained there two days and went presumably to Boston with but two passengers. The following year she made a few trips to Hingham (as alluded to) and in two succeeding years ran to Nahant, Marblehead and Salem, when she was sold and broken up. The Eagle was smaller than the first, being a little over ninety feet long and less than nineteen feet wide. See Essex Historical Collections, July, 1914. We now come to Medford's early steamboat days and the third steamboat, the Merrimack, Captain John L. Sullivan, that ran on the inland route and made a continuous voyage treble the length of those of the Massachusetts and Eagle. She was a still smaller craft, less than a dozen feet wid
Boston Harbor (Massachusetts, United States) (search for this): chapter 24
with a heavy engine from Philadelphia and had acquired the patent of Samuel Morey's revolving engine. It was one of this type that propelled this third Massachusetts steamboat through Medford at a time before steam service was established in Boston harbor or but one steamboat had ever been seen there. It is also interesting to note that Morey's patent was signed by the first president, George Washington. A model of Morey's first engine is now at the University of Vermont at Burlington. In paid. Thus it appears that the little steamboat Merrimack has the unique distinction of steaming through Medford waters on August 11, 1818, one month and six days before the Eagle, (which was but little larger) made her first appearance in Boston harbor. Through this little old town of barely 1400 people with its ship building industry but a few years in progress, close beside, and never far from, but over and across our tidal river, beside our beautiful lake and through the enchanting wo
Boston Bay (Wisconsin, United States) (search for this): chapter 24
main singular—and the circumstances attending them equally singular. Medford's first historian makes no mention thereof. He was then pastor of a Hingham church and was instrumental in securing, for a time, the coming of the second steamboat in Boston bay to that place in 1818. It may seem incredible today that a steamboat should traverse the entire length of Medford territory (greater then than now) without floating in either the river or the lake, itself but the third in Massachusetts waters, and prior to the second in Boston bay. But such was the case nearly a hundred years ago, though today no trace of water remains in its course of nearly five miles through old Medford town. Only one year earlier (July 27, 1817) had steam navigation from Boston to Salem made beginning, and proving a failure financially, the Massachusetts was sold, and on the way to Mobile was wrecked. Neither this first, nor the second and smaller steamboat called the Eagle, were built in the old Bay State
Haverhill (Massachusetts, United States) (search for this): chapter 24
etts and Eagle. She was a still smaller craft, less than a dozen feet wide and fifty or sixty feet long, and of light draught, owing to the physical limitation of her route, the fresh shallow water of the Middlesex canal and the Merrimack river. The former had been in operation but fifteen years, and as yet had paid no dividends, when the steamboat Merrimack first ploughed its placid waters. With a steam service from Boston to Salem and Newburyport, and the Merrimack river navigable to Haverhill, the canal's interests would be endangered, and its enterprising manager set about their defense. A steamboat line on the inland route would open the Merrimack valley direct to Boston, as locks just constructed made navigation possible to New Hampshire's capital. At that time Lowell and Lawrence were not on the map at all. But how do we know this? Some fifteen years since a Medford man, Wm. J. Cheney. (now an octogenarian) said: My grandfather told me that they used to run steamb
Massachusetts (Massachusetts, United States) (search for this): chapter 24
f Medford territory (greater then than now) without floating in either the river or the lake, itself but the third in Massachusetts waters, and prior to the second in Boston bay. But such was the case nearly a hundred years ago, though today no tlier (July 27, 1817) had steam navigation from Boston to Salem made beginning, and proving a failure financially, the Massachusetts was sold, and on the way to Mobile was wrecked. Neither this first, nor the second and smaller steamboat called the aptain John L. Sullivan, that ran on the inland route and made a continuous voyage treble the length of those of the Massachusetts and Eagle. She was a still smaller craft, less than a dozen feet wide and fifty or sixty feet long, and of light drauwhole course of transportation from Boston in that direction upon the canal. Jno L. Sullivan. June 27, 1819. The Massachusetts was built at Philadelphia, the Eagle at Norwich, Conn., but the Merrimack was built somewhere along the course of the
Vermont (Vermont, United States) (search for this): chapter 24
atisfactory experience with a heavy engine from Philadelphia and had acquired the patent of Samuel Morey's revolving engine. It was one of this type that propelled this third Massachusetts steamboat through Medford at a time before steam service was established in Boston harbor or but one steamboat had ever been seen there. It is also interesting to note that Morey's patent was signed by the first president, George Washington. A model of Morey's first engine is now at the University of Vermont at Burlington. In the absence of drawings or illustrations it is difficult to explain its operation, but Morey's engine successfully propelled a boat against the current of the Connecticut near his home, fourteen years before Fulton (who had invented no engine) made continuously successful use of steam as motive power on the Hudson. There is a certain fascination in the gleaming steel and rhythmic stroke of a modern steamboat engine; but here was one of a century long gone, when the age
Scotland (United Kingdom) (search for this): chapter 24
ontinued? for had it been, the successful rival, the railroad, had not gained so easy a victory. The answer may be found, partly in the natural conditions then existing and partly in the financial. The Merrimack river, with its many rocks and the sunken logs of the lumber drives, all difficult to remove, was a continual menace; while the artificial banks of the canal were ever in danger from the surging wash created by the boat's paddle wheel. The latter had caused a similar disaster in Scotland in earlier years. With continued repairs at heavy expense, the enterprise had as yet yielded no return on the investment, but rather, assessment of the stockholders. While the New Hampshire legislators and others of those Captain Sullivan treated to a free excursion enjoyed the same, it requires dollars to finance a project and dynamite to remove obstructions. The former were not forthcoming and the latter then unknown. Under more favorable circumstances Captain Sullivan's dream of rive
Burlington (Massachusetts, United States) (search for this): chapter 24
experience with a heavy engine from Philadelphia and had acquired the patent of Samuel Morey's revolving engine. It was one of this type that propelled this third Massachusetts steamboat through Medford at a time before steam service was established in Boston harbor or but one steamboat had ever been seen there. It is also interesting to note that Morey's patent was signed by the first president, George Washington. A model of Morey's first engine is now at the University of Vermont at Burlington. In the absence of drawings or illustrations it is difficult to explain its operation, but Morey's engine successfully propelled a boat against the current of the Connecticut near his home, fourteen years before Fulton (who had invented no engine) made continuously successful use of steam as motive power on the Hudson. There is a certain fascination in the gleaming steel and rhythmic stroke of a modern steamboat engine; but here was one of a century long gone, when the age of steam was
Merrimack (United States) (search for this): chapter 24
wide and fifty or sixty feet long, and of light draught, owing to the physical limitation of her route, the fresh shallow water of the Middlesex canal and the Merrimack river. The former had been in operation but fifteen years, and as yet had paid no dividends, when the steamboat Merrimack first ploughed its placid waters. With a steam service from Boston to Salem and Newburyport, and the Merrimack river navigable to Haverhill, the canal's interests would be endangered, and its enterprising manager set about their defense. A steamboat line on the inland route would open the Merrimack valley direct to Boston, as locks just constructed made navigation posal, the railroad, had not gained so easy a victory. The answer may be found, partly in the natural conditions then existing and partly in the financial. The Merrimack river, with its many rocks and the sunken logs of the lumber drives, all difficult to remove, was a continual menace; while the artificial banks of the canal were e
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