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
Matthew Cradock 111 1 Browse Search
Salem (Massachusetts, United States) 36 0 Browse Search
John Winthrop 30 0 Browse Search
Isaac Royall 29 7 Browse Search
Moses Mann 26 0 Browse Search
James Madison Usher 26 0 Browse Search
New England (United States) 20 0 Browse Search
John Endicott 15 1 Browse Search
Moses Whitcher Mann 12 0 Browse Search
James M. Usher 12 0 Browse Search
View all entities in this document...

Browsing named entities in a specific section of Medford Historical Society Papers, Volume 29.. Search the whole document.

Found 44 total hits in 24 results.

1 2 3
England (United Kingdom) (search for this): chapter 13
Old ships and Ship-building days of Medford. Chapter 8: Development of the American merchant vessel. the names of Medford-built ships are italicized. THE first improvement in the speed of ships was suggested by the French luggers which came over here at the time of the Revolution. These ideas were applied to the design of privateers in the second war with Great Britain. Plate I shows a model of the Privateer Brig Avon, Owned by the Medford Historical Society. built in 1813 by Calvin Turner, in twenty-six days. Her lines indicate a very fast vessel, which she proved to be. Her high stern and low bow was a survival of the previous century and was a great advantage in a fighting ship, as guns could be mounted in the stern and used to repel a boarding party to greater advantage. She was very sharp, both forward and aft, and had considerable width, her water line length being but about three and one-half times her greatest breadth. She was built entirely for speed. Her
Salem (Massachusetts, United States) (search for this): chapter 13
chant ship still had to be equipped for fighting pirates. Plate II shows the lines of a vessel of this type, the ship Australia, Owned by the Peabody Museum, Salem. (built by Hayden & Cudworth for Silsbee & Stone of Salem) of 557 tons. Although she was not built until 1849, her lines were very similar to vessels built duringSalem) of 557 tons. Although she was not built until 1849, her lines were very similar to vessels built during the two previous decades, See Model of Brig Mexican, 1824, Peabody Museum, Salem. except that the bow was higher and the stern lower, and the proportion of length to breadth which had been increased from less than four to one, to four and a half to one. She had eighteen inches of dead-rise at half floor, on the mid-ship sectioSalem. except that the bow was higher and the stern lower, and the proportion of length to breadth which had been increased from less than four to one, to four and a half to one. She had eighteen inches of dead-rise at half floor, on the mid-ship section. Plate III shows the lines of a California clipper ship of 1852, The Golden Eagle. Owned by Marine Society, Boston. Several vessels of different proportions were built from this model by Hayden & Cudworth, it is said. The proportion of water line length to greatest breadth, which was at the centre, was approximately five a
Chelsea bridge (United Kingdom) (search for this): chapter 13
clipper Ship Golden Eagle, 1852 From some unknown source there comes to us the bill against a well known ship-builder who evidently had some difficulty at Chelsea bridge, in the passage of his Medford-built vessel. Joshua A.Foster Esq. 1862Owner of Ship TangereDr. To Salem Turnpike & Chelsea Bridge Co. Nov. 22.To ExpenseChelsea Bridge Co. Nov. 22.To Expenses incurred in repairing the Draw in Chelsea Bridge, embraced in the following Bills 1862Norton & Kendrick, Bill$42.50 1862Bisbee & Endicott, Bill24.20 1862Dows Bill25.00 1862V. D. Waters 4 days services20.00 1862Estimated cost splicing outer String piece$50.00 1862loss of Tolls 4 1/2 days109.72159.72 ———— $271.42 How tChelsea Bridge, embraced in the following Bills 1862Norton & Kendrick, Bill$42.50 1862Bisbee & Endicott, Bill24.20 1862Dows Bill25.00 1862V. D. Waters 4 days services20.00 1862Estimated cost splicing outer String piece$50.00 1862loss of Tolls 4 1/2 days109.72159.72 ———— $271.42 How the claim for damage was settled we cannot say, as the bill is not receipted. Evidently there was an interruption of
V. D. Waters (search for this): chapter 13
ength on deck one hundred and ninety-five feet. The sharpening of her body lines, both forward and aft, is noticeable, and also the easing of the curve of the main transom. See Chapter VI. Plate 3 clipper Ship Golden Eagle, 1852 From some unknown source there comes to us the bill against a well known ship-builder who evidently had some difficulty at Chelsea bridge, in the passage of his Medford-built vessel. Joshua A.Foster Esq. 1862Owner of Ship TangereDr. To Salem Turnpike & Chelsea Bridge Co. Nov. 22.To Expenses incurred in repairing the Draw in Chelsea Bridge, embraced in the following Bills 1862Norton & Kendrick, Bill$42.50 1862Bisbee & Endicott, Bill24.20 1862Dows Bill25.00 1862V. D. Waters 4 days services20.00 1862Estimated cost splicing outer String piece$50.00 1862loss of Tolls 4 1/2 days109.72159.72 ———— $271.42 How the claim for damage was settled we cannot say, as the bill is not receipted. Evidently there was an interruption of turnpike
Foster Esq (search for this): chapter 13
idsection. Her water line length was eighty-seven feet and length on deck one hundred and ninety-five feet. The sharpening of her body lines, both forward and aft, is noticeable, and also the easing of the curve of the main transom. See Chapter VI. Plate 3 clipper Ship Golden Eagle, 1852 From some unknown source there comes to us the bill against a well known ship-builder who evidently had some difficulty at Chelsea bridge, in the passage of his Medford-built vessel. Joshua A.Foster Esq. 1862Owner of Ship TangereDr. To Salem Turnpike & Chelsea Bridge Co. Nov. 22.To Expenses incurred in repairing the Draw in Chelsea Bridge, embraced in the following Bills 1862Norton & Kendrick, Bill$42.50 1862Bisbee & Endicott, Bill24.20 1862Dows Bill25.00 1862V. D. Waters 4 days services20.00 1862Estimated cost splicing outer String piece$50.00 1862loss of Tolls 4 1/2 days109.72159.72 ———— $271.42 How the claim for damage was settled we cannot say, as the bill is not recei
J. H. Norton (search for this): chapter 13
ength on deck one hundred and ninety-five feet. The sharpening of her body lines, both forward and aft, is noticeable, and also the easing of the curve of the main transom. See Chapter VI. Plate 3 clipper Ship Golden Eagle, 1852 From some unknown source there comes to us the bill against a well known ship-builder who evidently had some difficulty at Chelsea bridge, in the passage of his Medford-built vessel. Joshua A.Foster Esq. 1862Owner of Ship TangereDr. To Salem Turnpike & Chelsea Bridge Co. Nov. 22.To Expenses incurred in repairing the Draw in Chelsea Bridge, embraced in the following Bills 1862Norton & Kendrick, Bill$42.50 1862Bisbee & Endicott, Bill24.20 1862Dows Bill25.00 1862V. D. Waters 4 days services20.00 1862Estimated cost splicing outer String piece$50.00 1862loss of Tolls 4 1/2 days109.72159.72 ———— $271.42 How the claim for damage was settled we cannot say, as the bill is not receipted. Evidently there was an interruption of turnpike
Calvin Turner (search for this): chapter 13
ships and Ship-building days of Medford. Chapter 8: Development of the American merchant vessel. the names of Medford-built ships are italicized. THE first improvement in the speed of ships was suggested by the French luggers which came over here at the time of the Revolution. These ideas were applied to the design of privateers in the second war with Great Britain. Plate I shows a model of the Privateer Brig Avon, Owned by the Medford Historical Society. built in 1813 by Calvin Turner, in twenty-six days. Her lines indicate a very fast vessel, which she proved to be. Her high stern and low bow was a survival of the previous century and was a great advantage in a fighting ship, as guns could be mounted in the stern and used to repel a boarding party to greater advantage. She was very sharp, both forward and aft, and had considerable width, her water line length being but about three and one-half times her greatest breadth. She was built entirely for speed. Her sharp
Hayden (search for this): chapter 13
isappear until after about 1830. This may have been because a merchant ship still had to be equipped for fighting pirates. Plate II shows the lines of a vessel of this type, the ship Australia, Owned by the Peabody Museum, Salem. (built by Hayden & Cudworth for Silsbee & Stone of Salem) of 557 tons. Although she was not built until 1849, her lines were very similar to vessels built during the two previous decades, See Model of Brig Mexican, 1824, Peabody Museum, Salem. except that thes of dead-rise at half floor, on the mid-ship section. Plate III shows the lines of a California clipper ship of 1852, The Golden Eagle. Owned by Marine Society, Boston. Several vessels of different proportions were built from this model by Hayden & Cudworth, it is said. The proportion of water line length to greatest breadth, which was at the centre, was approximately five and a quarter to one. She shows eighteen inches of dead-rise at half floor on the midsection. Her water line lengt
A. R. Baker (search for this): chapter 13
to take a prominent, if not a leading part in the development of the American merchant ship. The Plate 2 Ship Australia, 1849 largest ships of the time were built here, and having ten large ship yards within a distance of a mile helped to systematize the industry. In 1845 one quarter of the shipbuilders in the Commonwealth were employed in this town, and built nearly one-quarter of the ships constructed in the state, one-third of the tonnage and one-half the value of the whole. Rev. A. R. Baker, Register of Vessels Built in Medford. These vessels had much less dead-rise and fuller lines, both forward and aft. The high stern and low bow was still retained, however, and did not disappear until after about 1830. This may have been because a merchant ship still had to be equipped for fighting pirates. Plate II shows the lines of a vessel of this type, the ship Australia, Owned by the Peabody Museum, Salem. (built by Hayden & Cudworth for Silsbee & Stone of Salem) of 557
Bisbee (search for this): chapter 13
ength on deck one hundred and ninety-five feet. The sharpening of her body lines, both forward and aft, is noticeable, and also the easing of the curve of the main transom. See Chapter VI. Plate 3 clipper Ship Golden Eagle, 1852 From some unknown source there comes to us the bill against a well known ship-builder who evidently had some difficulty at Chelsea bridge, in the passage of his Medford-built vessel. Joshua A.Foster Esq. 1862Owner of Ship TangereDr. To Salem Turnpike & Chelsea Bridge Co. Nov. 22.To Expenses incurred in repairing the Draw in Chelsea Bridge, embraced in the following Bills 1862Norton & Kendrick, Bill$42.50 1862Bisbee & Endicott, Bill24.20 1862Dows Bill25.00 1862V. D. Waters 4 days services20.00 1862Estimated cost splicing outer String piece$50.00 1862loss of Tolls 4 1/2 days109.72159.72 ———— $271.42 How the claim for damage was settled we cannot say, as the bill is not receipted. Evidently there was an interruption of turnpike
1 2 3