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Henry W. Pitman (search for this): chapter 5
e same size and form, a decided improvement over the old. In 1905, the business management of the Mercury became that of the Medford Publishing Company, Capt. Henry W. Pitman (who succeeded Mr. Stetson)continuing as editor, with Mrs. Frances French as assistant. In 1905 Medford celebrated the two hundred and seventy-fifth anhment by Mr. Lawrence, and not from that of the Chronicle of 1872, whose interest and good will it had acquired by purchase. William Preble Jones succeeded Captain Pitman in the editorial sanctum, until the sale of the paper to Claude David in 1912. Mrs. David was his associate editor, but neither succeeded in revolutionizing Mhe same size as the Mercury and Messenger. Its heading was ornamented with a cut of a ship ready for launching, and bore the legend, News, Arts and Sciences. Captain Pitman was with it at its inception, but for some cause or other soon left it to the management and editing of Herbert A. Weitz. Its first issue was on April 15, 19
Darius Green (search for this): chapter 5
ven't exhausted our subject, which grows as we consider it. Present space forbids much which might be written of the influence of the Medford press, as well as of its record of current events. Moses Whitcher Mann. Air ships in Medford December 17 is the twentieth anniversary of the Wright brothers' first successful aeroplane flight. For more than a century flying chariots in the air had been predicted, but only the balloon had mounted skyward. A pretty piece of fiction was Darius Green and his flying machine, which may (or may not) have had its influence on inventive minds. But the story which gained credence, that Schoolmaster Cummings gave its author the name of the Medford boy Darius for his hero is utterly without foundation. When, in 1911, the art of flying having progressed, Mr. Trowbridge attended the aviation meet at Squantum, an honored guest. It must have been a satisfaction to him to have seen a realization of his fictional vision. Two of the fliers lande
Bryant (search for this): chapter 5
ked by a fleet of twenty-one pirate junks manned by two thousand men and led by the admiral's junk itself of twenty-eight guns. The pirates attempted to set fire to the ship but were unsuccessful. They then tried to board, but Captain Sturgis keeping up a hot fire from his six six-pounders, which did fearful execution, cut his cables and succeeded in setting some sail, by which he worked his way over under the guns of the fort. N. E. Palladium. Captain Sturgis, afterwards of the firm of Bryant & Sturgis, owned many Medford-built vessels. Many of the first vessels built in Medford were in the Mediterranean trade. They would take a cargo of rum and salt fish to the southern states or West Indies and carry a cargo of cotton, tobacco and sugar to Europe. The ship Medford is reported as follows: Boston, January 1, 1810. Arrived ship Medford, Capt. J. Barnard, fifty-two days from Cadiz with salt and fruit to J. C. Jones. The Medford on the 4th of October, off Gaskey light
Timothy Williams (search for this): chapter 5
iadne, three hundred and eighty-two tons, was built in 1809 by Calvin Turner for Nathaniel Goddard of Boston. The ship Commerce, three hundred and seventy-eight tons was built in 1807, by Calvin Turner for John Holland of Boston. The Pedlar, Williams, hence (Boston) arrived at Cherbourg in forty-two days. She is also reported at Rio Janeiro as follows: February 23, 1810, the brig Pedlar, of Boston, last from Sumatra with a full cargo of pepper, called here and sailed ten days since for Europe. The brig Pedlar, two hundred and twenty-five tons, was built in 1806 by Thatcher Magoun for Timothy Williams of Boston. The brig Hope, one hundred and sixty tons, was built at Medford in 1804 at the yard of Thatcher Magoun for Samuel Gray of Salem. There are several journals of her voyages in the Essex Institute, one a Log of the brig Hope from Salem to Leghorn. Sailed December 4, 1804, and arrived January 21, 1805, with a cargo of pepper. The following is an entry while at anchor d
John Holland (search for this): chapter 5
d from West Indies PollyBarstowTo and from Holland DauphinSmithFor France Three FriendsWoodFor France NeptuneFrazierFor West Indies JohnStantonFor West Indies SallyPaineFor West Indies FriendshipManchesterFor West Indies BellaGrinnellFor Holland Also the sloops Gloriosa, Mercury, Boston, Speedwell, Minerva. Medford Historical Register, January, 1916. The cargoes to the southern states from Massachusetts were largely rum and salt codfish, but to the West Indies they could carrrd of Thatcher Magoun. The ship Ariadne, three hundred and eighty-two tons, was built in 1809 by Calvin Turner for Nathaniel Goddard of Boston. The ship Commerce, three hundred and seventy-eight tons was built in 1807, by Calvin Turner for John Holland of Boston. The Pedlar, Williams, hence (Boston) arrived at Cherbourg in forty-two days. She is also reported at Rio Janeiro as follows: February 23, 1810, the brig Pedlar, of Boston, last from Sumatra with a full cargo of pepper, called he
Herbert A. Weitz (search for this): chapter 5
al issues to the end of the year, making the succeeding volume begin with the calendar year. In 1916, there appeared a new venture in Medford journalism—The Review. This was an eight-page, six column weekly of the same size as the Mercury and Messenger. Its heading was ornamented with a cut of a ship ready for launching, and bore the legend, News, Arts and Sciences. Captain Pitman was with it at its inception, but for some cause or other soon left it to the management and editing of Herbert A. Weitz. Its first issue was on April 15, 1916. In January, 1917, it ceased. The last issue is of Second Year, No. 1—was the thirty-seventh number, and contains no intimation of suspension or discontinuance. The Historical Society has a complete file of the Review, whose office was at High street in West Medford. There have been at various times publications by various societies, secular, fraternal and religious, which are worthy of notice. They were issued in furtherance of some sp
Joseph Grinnell (search for this): chapter 5
ist of the vessels in which Benjamin Hall had an interest, with their captains and the ports to which they sailed:— DefianceParsonsTo and from West Indies EssexWillcomeTo and from West Indies FriendshipJacksonTo and from West Indies HalifaxStilesTo and from West Indies PollyBarstowTo and from Holland DauphinSmithFor France Three FriendsWoodFor France NeptuneFrazierFor West Indies JohnStantonFor West Indies SallyPaineFor West Indies FriendshipManchesterFor West Indies BellaGrinnellFor Holland Also the sloops Gloriosa, Mercury, Boston, Speedwell, Minerva. Medford Historical Register, January, 1916. The cargoes to the southern states from Massachusetts were largely rum and salt codfish, but to the West Indies they could carry salt beef and pork, vegetables and other provisions, as sugar raising was so profitable there that the inhabitants did little other farming. This business was of vital importance to the New England colonies, as they produced nothing w
Hall Gleason (search for this): chapter 5
rovincetown, with the brig Hope. He was pursued and fired upon, but escaped to St. Lucia, where he sold the vessel and cargo of fish for twenty-five thousand dollars. He brought his Spanish doubloons home sewed into his clothing. Morison. Maritime History of Massachusetts. Jefferson signed the repeal of the embargo on his last day in office. Immediately there ensued a tremendous boom in shipping to Mediterranean, Russian and Oriental ports, which continued until the war of 1812. Hall Gleason. Medford journalism. Journalism in Medford dates back to the winter of 1857—nearly sixty-six years. Not that there were not editors, publishers and printers who had homes in Medford,—there were several of each in earlier days whose journalistic effort was confined to Boston, Cambridge and other places. Among these were Samuel Hall, Elizur Wright and James M. Usher; also Galen James and Rev. Elihu Marvin, whose efforts were with the religious press. Not until 1857 did ther
Waterman (search for this): chapter 5
huge spiders in the distance, and the winding river which later had ten ship yards within a mile's distance, and where one to three vessels could often be seen at one time on the stocks. Brooks. History of Medford. Following Mr. Magoun the next year Calvin Turner of Pembroke and Enos Briggs of the Essex county family of that name built the ship Medford of two hundred and thirty-eight tons for John C. Jones of Boston. After them came Sprague & James, Lapham, Fuller, Rogers, Stetson, Waterman, Ewell, Curtis, Foster, Taylor, Hayden & Cudworth and others who have built vessels here. After the Revolution the New England states in particular found themselves in desperate straits from the cutting off of their trade with the West Indies and Great Britain, through the operation of the British navigation laws. While the southern states could send their tobacco and cotton to Europe to pay for the manufactures that they required, there was nothing which could be exported from New Engl
Benjamin (search for this): chapter 5
1703. 10th U. S. Census (1880), Vol. VIII. It is unfortunate that there is not more known of this last vessel, as a ship of that size would be a curiosity, and would look almost like a toy. A vessel about sixty-five feet long and fifteen feet wide would figure out about that tonnage, by the rules used at that time. In Marblehead is a picture of the ship Hope, commanded by Capt. Asa Hooper, of which there is a tradition that she was built in Medford. The picture bears the date 1799. Benjamin and Ebenezer Hall had interests in vessels in the coasting trade and with the West Indies which they continued after the revolution. Ebenezer Hall, together with John Kennedy of Boston, were the owners of the brig Dolly, Capt. Levi Stetson, captured by a French privateer in 1798 in the short naval war with France. French Spoliation Claims. The following is a list of the vessels in which Benjamin Hall had an interest, with their captains and the ports to which they sailed:— D
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