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Newburyport (Massachusetts, United States) (search for this): chapter 24
oyage 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 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
Hingham (Massachusetts, United States) (search for this): chapter 24
ing, 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. 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
New England (United States) (search for this): chapter 24
Captain Sullivan wrote the following letter to the Boston Advertiser . Mr. Hale: The progress of the art of steam navigation is so interesting to our country that I need not apologize for sending you the enclosed extract from the journal of the Merrimack, at the commencement of the regular application of the power on the canal. This boat is of the form and size used on the canals, provided with a single engine of the revolving kind, similar to that in use at the glass factory New England Glass Works, East Cambridge. at Lechmere Point. She is propelled by a wheel of peculiar construction, placed at and within the stern. The engine and boiler occupy about one-half the boat. She works under all the disadvantages of novelty. Previously to the commencement of this trip, she towed loaded boats up river, against freshet, two and four at a time, faster than they could have been impelled by muscular labor in low water, and at a time when they could not have proceeded otherwise
Mystic River (Massachusetts, United States) (search for this): chapter 24
d credible. For a time persistent inquiry among the aged people long resident along the old canal, failed to throw light on the subject. An allusion in Amory's Life of Governor Sullivan to many judicious inventions by the canal manager (the governor's son), led to further search in Boston Public Library. There we found his printed statements of the same, and also that he had acquired a water power in Medford and had begun to build steam engines for use on the canal. This was on the Aberjona river, a quarter of a mile up from the aqueduct that carried the canal over that stream. This water power was destroyed by the explosion of a keg of powder beneath the dam in 1865, at the instance of the Charlestown Water Board. Mr. Sullivan's steamboat Merrimack was of the type of canal boat then in use. He already had some unsatisfactory 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 prop
Nahant (Massachusetts, United States) (search for this): chapter 24
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. 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 doze
Chelmsford, Mass. (Massachusetts, United States) (search for this): chapter 24
ded to. Probably at our interview (in 1900) she was (in that locality) the only witness of the scene then living. Some years later it was our good fortune to find 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. Went up river 7 miles, in 1 hour 15 min., 23 members of General Court on board. June 18.Morning. Went up river 7 1/2 miles in 1 hour 8 min., 32 passengers on board. Afte
Norwich (Connecticut, United States) (search for this): chapter 24
e towed loaded boats up river, against freshet, two and four at a time, faster than they could have been impelled by muscular labor in low water, and at a time when they could not have proceeded otherwise. The object is to give to the canal and navigation the degree of regularity and despatch alone wanting to turn the whole 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 canal—not impossibly at Medford. As yet we have submitted no proof that she came to Medford, but we consider that the following is conclusive. The books of record, accounts and papers of the canal company are preserved in the county offices at Cambridge. Search in the carefully audited bills of 1818, reveals one of William Phipps for services rendered and date of each entered. He seems to have been a general utility man,
Middlesex Village (Massachusetts, United States) (search for this): chapter 24
sengers. Afternoon. Went up and down the river with two boats with awnings, the Governor and Council and other gentlemen on board, in all 211 passengers. June 21.Towed Capt. Merrill to the upper landing: loaded and towed him to Turkey Falls, 15 miles: got back at 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 achievement, Captain Sullivan wrote the following letter to the Boston Advertiser . Mr. Hale: The progress of the art of steam navigation is so interesting to our country that I need not apologize for sending you the enclosed extract from the journal of the Merrimack, at the commencement of the regular application of the power on the canal. This boat is of the form and size used on the ca
Canal Head (United Kingdom) (search for this): chapter 24
fixture alluded to. Probably at our interview (in 1900) she was (in that locality) the only witness of the scene then living. Some years later it was our good fortune to find 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. Went up river 7 miles, in 1 hour 15 min., 23 members of General Court on board. June 18.Morning. Went up river 7 1/2 miles in 1 hour 8 min., 32 passengers on
Noddle's Island (Massachusetts, United States) (search for this): chapter 24
Medford steamboat days. by Moses Whitcher Mann. THE sails of Medford built ships have whitened every sea, but today not one remains in service. We know of but one (possibly two) which were propelled by steam; but these received their engines elsewhere, and never plied on our river. From time to time the tug-boats have come up the Mystic, towing the coal or lumber laden vessels, or assisted at launchings. One even came as far as Auburn street in 1874, towing scows from East Boston with lumber for the earlier houses of Boston avenue, and this was the last to come above Cradock bridge. But these are not the boats or days of our composite subject, for while the latter part may doubtless be plural the former must ever remain 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 tha
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