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X
SHIPBUILDERS OF MATTAPOISETT
By Charles S. Mendell, Jr.
PAPER READ AT MEETING OF THE
OLD DARTMOUTH HISTORICAL SOCIETY
JULY 15th, 1937
AT THE HOME OF F. GILBERT HINSDALE
AT MATTAPOISETT
OLD DARTMOUTH HISTORICAL SKETCHES
No. 66
In the Series of Sketches of New Bedford's Early History
SHIPBUILDERS OF MATTAPOISETT
IT IS a great pleasure to welcome you here today. Mattapoisett is indeed honored by this visit of the Old Dartmouth His- torical Society; and, as I hope to show, it is entirely fitting that such a visit should take place. From the earliest settle- ments in Mattapoisett, the relationships between the seafaring and shipbuilding citizens of this village and those of all portions of Old Dartmouth were of the closest nature. Unfortunately, with the exception of those wise people of New Bedford who show their good taste by choosing Mattapoisett's shores for their summer homes, there has been in recent years a deplorable tendency on the part of New Bedfordites to regard Mattapoisett as the furthest outpost of the wilderness. On many occasions have I driven the short seven miles to New Bedford for an evening's entertainment, only to be greeted with an astonished, "What! You came all the way from Mattapoisett?"
But in the great days of whaling the people of New Bedford were well acquainted with Mattapoisett and what the name stood for. New Bedford merchants, shipowners, whaling agents, cap- tains, and sailors — which meant, of course, the entire male population of the city — knew that from the Mattapoisett ship- yards came many and many of the finest whaleships that New Bedford's great fleet could boast. Nor was that all. Mattapoi- sett shipmasters captained New Bedford whalers; many young men of this village helped swell the crews of your ships; timber from the forests hereabouts was used in your shipyards; and on several occasions Mattapoisett shipbuilders established yards in New Bedford. I won't go so far as to say that they showed your shipbuilders a trick or two in the business, but at least they were highly regarded for what they were — experts in their trade.
In its day Mattapoisett was the most famous whaleship building port in the world. The list of vessels known to have been built at Mattapoisett now numbers 300; and all indica- tions show that if the early Custom House records of Nantucket and New Bedford were available, this number would be doubled. Mattapoisett built ships not only for Nantucket and New Bed- ford, but for Salem, Boston, Yarmouth, Barnstable, Fairhaven,
Edgartown, Dartmouth, Wcstport, Newport, Providence, New London, Sag Harbor, New York, and as far south as Delaware. Her vessels were not only whalers, but sailed in the general North European trade, in the wine trade to France and Italy, and the salt trade with the islands off the coast of North Africa. She provided a fleet of coasters for the West Indies and southern coastwise trade, and vessels built where we sit today brought back tea and spices from China to Boston and New York.
It was from New Bedford and Nantucket, however, that the bulk of Mattapoisett-built vessels sailed. It was in par- ticular the great industry of your whaling city that kept the shipyards and their 300 workers bustling along this waterfront. And so this afternoon I want to show how closely connected was the shipbuilding and maritime commerce of Mattapoisett and New Bedford for two centuries.
The shipbuilders came to Mattapoisett some 2 5 years before the American Revolution, but before I come to that I wish to speak of the first link between Old Mattapoisett and Old Dartmouth.
One of the best known citizens of Old Dartmouth was Benjamin Crane, your noted land surveyor. The man who worked with him for many years was Captain Benjamm Ham- mond, one of the first settlers of Mattapoisett, and a very famous land surveyor in his own right. Some of his surveys of Old Rochester lands are in the Plymouth Registry today. Thus, at the very beginning of Mattapoisett's existence, one of her fore- most citizens helped to lay out and plan much of the property and some of the towns of Old Dartmouth.
But this was by no means Captain Hammond's only occu- pation, nor his only link with Old Dartmouth. His is the first record of maritime commerce between the two townships. But before we look into his homemade pigskin journal, let us glimpse the background of the events it brings to us.
The first settlers came to Old Dartmouth about 1652, but it was not until King Philip's head was safely perched on a pole in Boston that white men dared to come into the "Plantacion of Mattapoyst," as it was then called. This "Plantacion of Matta- poyst" was the southwestern portion of the Lands of Sippican, incorporated in 1686 as "Rochester Towne-in-New England," and including the present towns of Rochester, Marion, Matta- poisett, and a very large share of Wareham. The first settlers
who came to their wilderness home in Mattapoisett in 1680 did not take up their homesteads along the harbor where the village is now, but to the East in Pine Islands, where William Dexter and his four sons built their houses and a grist mill; and to the West, along the Mattapoisett River and on the Necks, where Benjamin Hammond and his four sons raised their houses and cleared their farms. Captain Benjamin Hammond, the sur- veyor, was the youngest of these sons.
The more one reads the early records, the more one realizes that the opportunity of profitable commerce by sea was one of the prime appeals of this territory. In 1687, but seven years after these first settlers arrived, little sloops were engaged in such a brisk coasting trade that the Proprietors had to order angrily "that all timber, Bourdes, Bolts, Shinales, Clabourde Cooper Stuff, or Shuch like, that is brought to the water side or any landing place" for transportation out of the town "shall be forfited" . . . ; and this prohibition was followed by several equally sharp warnings.
Now although Captain Hammond was a busy surveyor, a prosperous farmer with vast properties and over 100 head of cattle, a Justice of the Peace holding his commission from Queen Anne, a Representative to the Great and General Court, and a Selectman of the Town of Rochester, he still found time to take advantage of this profitable commerce in "Timber, Bourdes, Shinales, Clabourde Cooper Stuff, or Shuch like." In his jour- nal, a remarkable picture of homemade life in those days, he records loading cargo in his sloop, the Dolphin.
"1703 (mark how early is the date) April the 10th, We loded at Cushnot for Jonathan Hathaway 7 cords of wood and 2 do. of rals and 40 post; for Seth Pope 100 rals and 20 post, (and) on Sat of whol timbor."
"April the 27th we loded at ponagansett ... 9 cords of rals and 110 posts."
These records continue for the years 1703, 1704, and 1705, loading at these ports of Old Dartmouth and at Mattapoisett, Sippican, and Wareham. The cargos show plainly that the wealth of these lands lay in the forest — fence posts, rails, tar, barrel staves, shingles, cord wood, maple coal, timber, and even "bongs". They were transported to Nantucket and Newport, and it must have been a perilous business, what with the unwield- iness of the homemade craft, the uncharted treacherous tides
and shoals, and the horrible menace of pirates. Pirates hovered all along the coast in those far off days, and their danger is evinced by the bold lettered relief with which Captain Ben- jamin wrote, on the occasion when 30 of them were condemned at Newport, "The pirats was hanged at Rhodisland juK' the 19th day 1723."
Captain Ren iiad a young apprentice named Tom Toby, and if Captain Ben's hair was not already grey, Tom must have fin- ished the job. For this footloose youth was forever running away, and his good master again and again charged up to Tom the expenses occurred in looking for him and dragging him back to the farm. Perhaps the most important items in the journal are the following:
"October the 23 da) — 1713 Tom Toby went from me to go a whaling and he came to me again in february the Hthe day — 1714"
And the next year: "October the 29th day 1714 Tom Toby went from me to go a whaling and he came to again in jannuary the 31st day 17H.
for looking (for him) when he run away from me — 20
shillings."
It has always been supposed that whaling in this vicinity was started by Joseph Russel in New Bedford in the 175 O's; yet here is a whaling record of 1713. It is fairly obvious that Tom Toby, a poor boy bound to a farmer as an apprentice, could have travelled neither to Nantucket nor to the Cape, where whaling is known to have been under weigh at this early date. Moreover there is in existence a record of a whaling voyage from Wareham in 1736. In other words, then, in addition to the coastwise trade in timber products, whaling was an estab- lished maritime pursuit along these northern shores of Buz- zards Bay from almost the earliest dates of settlement.
Captain Ben Hammond lived just to the northwest of the picturesque Arch Bridge a half mile up the Mattapoisett River, where the cellar hole of his house may still be seen. As the years rolled on, the descendants of Captain Ben and his three brothers populated a whole village along this river. It was a flourishing community with grist and saw and shingle mills, a church, a tannery, iron works and blacksmith shops, a school.
stores, and, below the Herring Weir, many little landings built along the shores of the capacious salt pond which ran in there before the railroad embankment closed up its mouth. For over a hundred years sloops and schooners sailed from these wharves with timber, cord wood, tar, resin, turpentine, and pink granite for mill stones, carrying these cargos to Nan- tucket and Newport, to Savanah and the West Indies.
These vessels, many of them, were built along the lower A'lattapoisett River, on the harbor, and in Pine Island; but their builders can in no real sense be called shipbuilders. They were farmers who went down to the sea as a means to make more money than they could farming; and their vessels, although cal- culated to withstand the pounding of the Atlantic Ocean, were clumsy and blunt-bowed, and today would seem little better than scows. But even as Hammondtown, as this settlement on the River was rightly named, grew into a thriving Yankee community, the future center of the village of Mattapoisett be- came established along the harbor — and it was professional ship- builders who put it there.
Strangely enough, one of the first shipbuilders, perhaps the first, to come to Mattapoisett, was a man named William Rotch. Whether this was the William Rotch later of Nantucket, Lon- don, Paris, and New Bedford, I don't know. In fact, the only thing I know is that in 1760, William Rotch, of Rochester, ship- wright, sold the present Lowe property on the harbor, and then disappears from sight.
Aside from this mysterious figure, the first shipbuilder to come to Mattapoisett was Charles Stetson, a shipwright from the yards of Scituate in the North River, where his ancestors had been building ships for several generations. In 17S2 Stetson made a dicker with Deacon Constant Dexter, whose homestead comprised almost this entire village and more besides, and purchased, along with numerous woodlots, a strip of land — roughly betv/een the present Pearl and Barstow Streets — ex- tending from the shore three-quarters of a mile back into the forest to what is now Park Street, but was then the main highway from Hammondtown to Pine Islands. As far as I know, there was not then a house in what is now Mattapoisett village; but within 2 5 years — that is, by the time the Minute Men rushed to Lexington, — no less than eight other shipbuilders, besides numerous mariners and shipyard laborers, came to this shore.
established shipyards and wharves, built their homes and cleared their farms.
So, 185 years ago this summer, the sound of the hammers of the shipcarpcnters was heard along this harbor for the first time — a resonance that rang over the fields and woods for more than a century, a sound so penetrating that woodsmen getting ship- timber in the forest needed no watches to tell them when noon and suppertime had arrived, a hammering so all-pervading that old people still remember it as the dominant feature of Mattapoisett.
At first glance one might wonder why skilled craftsmen would leave established businesses and come to this out-of-the- way, almost uninhabited spot. But a moment's reflection will show that it possessed the prime requisites for a desirable ship- building location. Here was a fine harbor — in those days of small wooden ships the best between the North River and New Bedford. Here was a source of supply — an almost untouched supply of virgin timber extending miles and miles inland. And close at hand was the third necessity — markets that were greedy for ships; for Nantucket's whaling and maritime commerce was booming, and the little village on the West side of the Acushnet River was sending out more and more vessels every year.
Charles Stetson's shipyard lay at the foot of Pearl Street extending from the present Town Wharf property over to where Mr. Stackpole lives. His house, which was built before 1757, was, it it almost certain, the lovely old house now occupied by Mrs. Barklie. He must have prospered; for before long others came — in 1760 Nathaniel Gushing from Pembroke and Gideon Barstow of the famous Barstow builders in Hanover; in 1762 Stephen Gushing from Pembroke; in 1767, Joshua Studley, and later Seth Barstow, from Tisbury; and from then on the property along the harbor passed to so many shipbuilders and with such frequency, that it is hard to keep track of it. Most of these men bought strips of land extending inland from the harbor half a mile or more. They built their houses and barns close to the shore, almost in their shipyards; and from these their plowed fields, pastures, and orchards stretched back; for in those pioneering days a shipbuilder was also a farmer if he wanted to eat.
Of course, at this early date, it is impossible to learn of the precise position of each shipyard, but in general it suffices to say that the Nathaniel Gushing yard lay in the corner of the
harbor at Cannonville; the Joshua Studley and later Seth Bar- stow's yard on the present R. L. Barstow waterfront, and Gideon Barstow's yard between Mrs. Hinsdale's and the present An- chorage property. Of the vessels that were built before the Revolution nothing is known, save for one, and that only be- cause it was named the Kochestcv and was wrecked off Nan- tucket in 1774 while starting on a whaling voyage. But from scattered sources we find that the shipyards were active; that more mariners came, more wharves were built, more men sailed south and returned with molasses, corn, and sugar; more men came to work in the shipyards, — blacksmiths, blockmakers, sail- makers, caulkers, and various other craftsmen; and the houses along the cartpaths from shore to forest increased in number.
Yet as a whole, shipbuilders did not prosper in those days. Few people today realize what hard times existed in Massachusetts from 1760 to 1775, when the trouble between the colonies and England was coming to a boil. There was practically no money in those days. Even building a ship was done by barter — each vessel was the property of a group of men who contributed either labor or materials toward her construction. Then if she were sold to some merchant in Nantucket or Dartmouth or New- port, he promised to pay for her out of the proceeds of her voyage. And her voyage was so apt to be a total loss. The mortality of those little vessels was tremendous; gales, un- charted coasts, French and Spanish privateers, pirates — all took a heavy toll. If the merchant couldn't pay for the vessel, what happened to the shipbuilder who was responsible to the men who had financed her?
Charles Stetson, the first of the shipbuilders, furnishes a sad example of this. In 1767 and 1768 numerous court executions were obtained against him, and the plaintiffs in these cases show plainly with whom Stetson did business and for whom he built ships. They were Jonathan Burnell, Joseph Rotch, and Joseph Nicols of Nantucket, and Joseph Rotch, Jr. and John McPher- son of Dartmouth — all important shipping merchants of those places, McPherson being the victim whose wharves, ships, and warehouses on the Acushnet River were burned by the British in 1778.
Stetson struggled along for over a year, selling his woodlots and saltmarshes piece by piece to pay off his debts, until finally there was but one left; and on a June day in 1768 the Constable rode along Pine Island Way, turned down the cartpath to the
shore, drew up to the house still standing there, and pulled out a warrant.
"Bristol, ss. George the I'hird, by the Grace of God, of Great Britian, France, and Ireland, King, Defender of the Faith, et cetera —
To the Sheriff of our County of Plymouth . . .
Whereas Joseph Rotch and Joseph Nichols both of Sher- burn in the County of Nantucket, Merchants, and Joseph Rotch, Jr. of Dartmouth in the County of Bristol, Merchant, by the consideration of our Justices in our Inferior Court of Common Pleas, holden at Taunton . . . have recovered judgement against Charles Stetson of Rochester . . . Shipwright, for the sum of thirty-six pounds, six shillings, and sixpense, lawful money of his Majesty's Province of Massachusetts Bay, we command you therefore that of the Goods, chattels, or Lands of the said Charles . . . you cause to be paid and satisfied to the said Joseph Rotch, Joseph Nichols, and Joseph Rotch, Jr., and for want of Goods, Chattels, or Lands, we command you to take the body of the said Charles Stetson and him commit into our Goal at Plymouth
And so the man who had first brought to the shores of Mattapoisett harbor the sawpit, the scaffolding, the ox-drawn loads of timber, and the ever sounding hammers of the caulkers, went by the board and lost his shipyard. He continued to live in Mattapoisett, as did his sons, for they fought in the Revolu- tion as Rochester soldiers; but when the war was over, the sons, and perhaps the old father, moved to New Bedford and estab- lished a shipyard quite a way north of the present bridge, where the Stetson sons built over SO ships for the young village of New Bedford; and the descendants of these men were New Bedford whaling captains for many years.
But Charles Stetson was not the only one. Every ship- builder who came to Mattapoisett before the Revolution failed — save one. Gidecn Barstow, who bought his first shipyard prop- erty from William Rotch in 1760, was as prosperous as his competitors were unfortunate, for he not only weathered the Revolution, but by 1784 he and his sons owned every shipyard but one along this waterfront.
In that year his son, Gideon Jr. purchased the R. L. Barstow property and continued building there for half a century; and eight years later, Gideon Sr. sold to another son, Captain Wilson
Barstow, his old William Rotch yard and what is now the Lewis Bolles property, where Captain Wilson built the house now lived in by Mr. Bolles.
As this would indicate, a younger crop of shipbuilders was appearing. Two of these were the Cannon brothers, Ebeneezer Jr. and Eliakim; and it was the descendants of these two, along with those of Gideon Barstow, who made Mattapoisett famous for shipbuilding. For three generations Cannons and Barstows ran most of the shipyards and furnished the finest ship carpenters. This hereditary craftsmanship is most interesting, and reminds one of the old guilds in Europe, where the secrets of each craft were handed down for generations from father to son.
After the Revolution a few names of vessels built in Mat- tapoisett begin to appear. The first, in 1778, was the sloop Eliza, built in Aucoot by Abncr Pease, probably to carry salt from the Hiller saltworks in that vicinity. Abner Pease con- tinued to own a small shipyard there, building sloops and schoon- ers, until 1 804, when he moved to North Fairhaven where he built vessels for many years.
Likewise, we begin to get some record of vessels built on the Mattapoisett River. According to tradition, vessels were built there during the Revolution which were used to dodge the British warships in Long Island Sound. There were several small shipyards along the River; but the last and best known was on the East bank only a few rods below the present Flerring Weir, and was run by George Washington Gifford, the grandfather of Henry Rogers. Only a few sloops and schooners of his build- ing are known, except the Brig Brutus, of 200 tons, built in 1801. Tradition has it that when she was launched, she slid across the river with such rapidity that she stuck firmly in the mud on the opposite side, and it took six weeks to get her out and down into deep water. This trouble was prophetic, for two years later she was lost at sea. Her master, Capt. Aseph Price, who had been master of the ship Williciiu mid Mary of New Bedford, was lost with her.
After the Revolution, shipbuilding in the village yards evi- dently started in where it had left off, and began to flourish. In 1786 Minister Le Baron wrote: "Navigation is so much the ob- ject of our attention as to be a great disadvantage to our hus- bandry ... we have about 4 vessels employed in the whaling fishery, about the principal source of our specie. Shipbuilding and iron are two branches of manufactory not unprofitable."
Scattered records are being brought to light revealing, so far, some 2 5 vessels built in the next twenty years for New Bedford, Nantucket, Newport, Providence, New London, and New York.
An old account book in the Whaling Museum gives the first vessel, whose name is known, to be built specifically for a New Bedford merchant. She was the Brig Thonun, built by Captain Wilst)n Barstow in 1805. She was used in the merchant trade between New Bedford and New York for a number of years, and then seems to have been sold back to Mattapoisett.
From 1800 to 1812, that is, just before the war with Eng- land, this waterfront became a beehive of activity. Meager records alone give three, four, and live vessels a year; and that these are but a fraction is shown by an article in the Massa- chusetts Historical Society's Collection for 1815, which states:
"At this harbor (Mattapoisett) there is an increasing village of perhaps 40 houses, 3 or 4 wharves, a ropewalk, and shipyards, where in 1811 . . . upwards of 8000 tons of shipping were con- structed. Five vessels were ship rigged, and of the burthen of 300 or more tons."
Now much as I would like to believe it, that "8000 tons" seems as if it must be a misprint. That would be twenty ships of 400 tons each, and even in the balmy days later on this figure was never reached. But it may be so. There were at least six shipyards going full blast, and if they built only three vessels a piece, as often happened in later years, this total would nearly be reached. And it is known that at this time William Moore was building 400-ton ships for the New York-European trade. There is a record of two of these, the Amies and the Xciiophoii, in 1810 alone. At any rate, it is obvious that a tremendous amount of shipbuilding was being done, more than in any other port in Southeastern Massachusetts.
Of these early shipyards not much is known. Yet one anecdote has come down the years, showing in what esteem the skill of these ship-carpenters was held. One day a barefoot man walked down the sandy cart-track to one of the shipyards and asked the master carpenter for a job. The latter demanded some proof of the applicant's skill, whereupon the newcomer siezed a broadaxe, balanced himself on a huge stick of timber with his toes spread wide apart and curled over the edge, raised the axe over his head, and brought it down again and again, striking the spaces between his toes in swift succession. He got the job.
This may or may not be an exaggeration. The skill of these ship-carpenters was something for us to marvel at. With a few crude tools — a broad axe, an adz, a chisel, a saw, and a ham- mer — they could fashion rough pieces of timber into a fleet sailing vessel. And "many a man among them could with the broad axe hew so closely to the line, and so smoothly, that the plane could hardly improve the surface."
The War of 1812, with H. M. Brig Niiinocl in Buzzards Bay, put a temporary crimp in activities; but after 1815 we come to the 45 years when the American merchant fleet became the largest in the world, and when New Bedford became the center of the whaling industry, one of the great businesses of the world. As the years rolled on, Mattapoisett became the premier supplier of ships for that industry.
Many of the vessels in the whaling fleet were merchant ships rebuilt and altered into whalers; but as the years went by, agents realized the wisdom of purchasing sturdy vessels built specifically for whaling by men experienced and skilled m the craft. These shipyards of high reputation for their whaleships lay almost wholly in Mattapoisett and within the confines of Old Dart- mouth. Of the best known of these, one was in Dartmouth, three in New Bedford, two in Fairhaven, and five in Mattapoisett. And yet, during these years the population of Mattapoisett was much smaller than any of the rest. She was, in truth, a village of shipbuilders.
Although a great deal is known of the 200-odd ships built in Mattapoisett during these years, of their builders and the yards, and of the Nantucket and New Bedford firms for which they sailed, it is manifestly impossible in a short paper to speak of even a fraction of them; so I will give merely a resume of the shipyards and of those whalers which became well-known to New Bedford people.
To the west of the present town wharves and extending around by the foot of Pearl St., lay the yard of Gideon Barstow Sr., which later passed to his son Gideon Jr. and his grandson Wilson. Wilson Barstow's yard was one of the most noted of its time. He was no business man — he failed three times — but he hired the finest master builders available, and for over a quarter of a century, down his ways slid three, four, and five ships a year, and the majority sailed out of the harbor and around the Neck to join the New Bedford and Fairhaven whaling
fleets. From his yard, also, came the hii->;est vessel ever built in Mattapoisett, the Ship Ch-ori^c Lee, of 650 tons, huili in 18W for the shipping; tirm of CaLiot & I.ee & Co. of Boston.
On the present Town Wharf properix was the shipyard of Ebeneezer Cannon Jr., established in 1792 and continuing until the formation of the Mattapoisett Wharf Co. in 1834. The vessels built here were mosly small merchantmen, one of the first of which was advertised in "The Medley", New Bedford's first newspaper.
The present Shipyard Park was the site of the famous Holmes shipyard, started in 1812 by Josiah Holmes Sr. and con- tuiuing until the Bark Wanderer, built where the bandstand sits now, slid down the ways in 1878, the last vessel ever launched in Mattapoisett. Josiah Holmes first formed a partnership with Benjamin Barstow; but in 1826 they agreed to disagree, and after that Holmes ran the yard by himself and then with his sons, Josiah Jr. and Jonathan. After the old man's death, the firm of Josiah Holmes Jr. and Brother was well known in- deed in New Bedford, and particularly was it popular with the Quaker whaling agents, for Josiah Jr. was of this faith. After the Ci\il War had ruined the industry, he moved to New Bedford and started the Holmes Coal Co., later carried on by his son and grandson.
Where the Anchorage is now was the yard of William Moore, established in 1800 and perhaps the first to build large ships for New York. Moore failed in 1818, and the yard was purchased by Uncle Leonard Hammond, as he was called, a ver\' \ersatile business man, and one of the shrewdest of shrewd Yan- kees. He ran the Plymouth County House, a tavern which sat between the present Anchorage and the street, and which burned on a bitterly cold February night in 185 5 when New Bedford sent a fire engine down that wouldn't pump until its insides were heated by hot bricks. (Also, it is related, many of the fire fighters were in a like fix until rum was used for the same purpose) .
It IS said that on one occasion a farmer on tlie Neck had run up quite a bill for rum at the County House, and Uncle Leonard had his weather eye out for some means of collecting. The farmer had a very large hog; but there was a law that if a man possessed only one pig, it could not be attached for debt. So Uncle Leonard bided his time until bin sow had a litter. Then
he gave the runt to the farmer and drove pell-mell over to the Neck and took the hog for debt.
Besides running the shipyard, the County House, an exten- sive salt works on the Neck, a coastwise trade to Charleston, Savannah, and New Orleans, Uncle Leonard was a Government Lighthouse contractor. He built the lights at Mattapoisett and Gay Head, and in 1838 he sailed from Mattapoisett with two ships and a large crew of men to construct two lighthouses on the Gulf of Me.xico. It is related that Uncle Leonard did not finish the Mattapoisett light within the specified time, and when the Government Inspector arrived, Uncle Leonard sent a man posthaste to lay some planks on barrels to give the impression that the floor was completed. After a friendly glass of rum. Uncle Leonard drove the Inspector down to view the job; but unfortunately the Inspector stepped on the end of a plank not over a barrel, and disappeared into the foundation.
Next to the Fast from the Anchorage, on the old William Rotch \ard. Captain Wilson Barstow built until he failed in 1807. William Moore took it over and built until he failed; and then the yard was run by Eliakim Cannon until he failed in 1827. It is said that in this yard the bowsprits of the ships on the stocks hung far out over the street, so if you had arrived in Mattapoisett 1 1 S years ago in the New Bedford and Plymouth Stage Coach, you would have ridden under the overhanging rigging as you jounced up to the Mattapoisett House across the street.
At the foot of Mechanic Street, on the present Hinsdale property, was the famous Meigs shipyard. Joseph Meigs, Esq., was a prominent Citizen, State Senator, prosperous shipping merchant, and successful shipbuilder. He built and ran an old fashioned country tavern and store in what is now the Bay View Hotel. The tavern business must have been thriving, for it is said that Squire Meigs stood on a hill and every farm he could see was mortgaged for rum. In his early days he was Com- mission Merchant for the Rotches, Howlands, and Rodmans of New Bedford, handling their trade in Naval Stores, Lumber, Sugar, Molasses, and Cotton in Savannah, Charleston, and New York. Of Squire Meigs' two sons, Joseph Jr. was by far the smarter, and his tragic death in his early thirties when he had just taken over the shipyard, broke the old man's spirit, and he passed away a few years later, in 1846. The other son, Loring, carried on the business until he was ruined by the panic of 1857.
Down at Cannonville at the foot of Ship Street, were two more yards of high reputation. The first was that of Benjamin Barstow, a nephew of old Gideon, who came from the Hanover shipyards before 1800, learned his trade in Mattapoisett, and then moved to New Bedford where he bought the shipyard which had been run by Colonel George Claghorn before he went to Boston and built the Constitution. Here Benjamin built ships for several years; then returned to Mattapoisett and went into the partnership with Josiah Holmes. When this broke up in 1826, he started the yard at Cannonville, later taking his sons, Nathan H. and Henry into the firm, which continued in busi- ness until the discovery of gold in California in 1849 sent Nathan and Henry, along with over a hundred other Mattapoisett men, around the Horn and up to the gold fields. From this yard came many ships, among them the Ship Willittni C. Nye, the first live oak vessel built in Mattapoisett, whose workmanship was so expert that 10 years later a New Bedford newspaper spoke of it.
The other yard at Cannonville was that of Ebeneezer Can- non 3rd. This yard ran for only a few years during the 1830's, but at least two fine ships a year were launched there to aug- ment the Nantucket whaling fleet. On one occasion Dr. Rob- bins tells in his diary of two full rigged ships launched on suc- cessive days.
What a business this was when these shipyards were in full swing! Anywhere from six to sixteen vessels were launched each year, and if the hightide came in the cool of the evening, the townspeople flocked to the shore to see the graceful vessel glide into the water. Four hundred men thronged the streets every morning, noon, and night, on their way to work in the ship- yards or their allied shops. Fifteen or twenty whalers sailing reg- ularly. Schooners and brigs coming into the wharves with lum- ber — yellow pine from Charleston and Savannah; live oak from Jacksonville and New Orleans; white pine and oak and spruce from Maine. In the back sections of the town a dozen saw- mills whined all day long. Seventy-five yoke of oxen hauled the timber from the woods to the mills and from the mills to the shipyards.
The whole waterfront was a scene of intense activity; ves- sels with their tall rigging towering over the wharves; half-built ships bellying up on the stocks; caulkers perched on the scaf-
folding encircling the hulls as their flailing arms hammered in the oakum; shipyards and wharves covered with lumber and whale oil casks; plodding oxen hoisting timber from the schoon- ers, and casks from the whalers; the harbor full of merchant brigs, lumber schooners, packet sloops, gleaming new vessels fresh from the yards, and older New Bedford whalers which had come around to be hauled up and repaired. Rope walks, blacksmith shops, cooper shops, blockmaker shops, sail lofts, whale boat shops — everything going full blast to complete the ships. And in the evening when the clangor of the hammering had ceased in response to the bell which rang at the foot of Gossips Lane, now Mechanic Street, the ship carpenters could be seen each trundling home a wheelbarrow full of chips and blocks of wood to be used as fuel for the evening's fire.
In the 15 years, after the war of 1812, incomplete records show one hundred vessels launched from these shipyards. Many of these were smaller craft; for of the whaling ships for Nan- tucket and New Bedford, only a dozen are known. These few, however, almost without exception, attest to the superb crafts- manshhip of their builders. Their average span of life was almost half a century, and some of them sailed the seven seas for over 60 years. For a wooden sailing vessel to round the Horn and battle its gales 30 or 40 times, to sail the length of the Atlantic and Pacific Oceans for more than 5 0 years, to swelter in the tropic South Seas and be pounded by ice in the Arctic — that is a test.
Two or three of these vessels had noteworthy careers. The Cicero, built in 1823 by Barstow and Holmes, sailed 5 5 years from New Bedford for Kollock and Grinnell, Lemuel KoUock, Loum Snow & Son, and J. P. Knowles 2nd. She was known as a fast sailor, and was said to have outdistanced many Baltimore clippers, which, if true, was quite a feat for a vessel built at the time when whalers were supposed to have been built by the mile and sawed off by the yard.
Another fast sailer was the Alexander Barclay, built by Benjamin Barstow in 1826 for John A. Parker, Esq. and Captain Joseph Dunbar of New Bedford and used by them in the iron trade with Bremen and Gottenburg. When she first arrived in Sweden, a Gottenburg newspaper called her "the most handsome and complete merchant vessel which has ever been seen in that
river." And in September 1828, the New Bedford Mercury had this to say:
"Despatch — The ship vVlexander Barchiy, Joseph Dun- bar, Master, left this port on the 14th May and arrived in Baltimore in 4 days passage, where her ballast was discharged, and the bulk of 800 hhds of Tobacco taken on board. She left the Capes of Virginia on the 12th of June, arrived at Bremen in 17 days passage, dis- charged and sold part of her cargo, took on board 200 tons of ballast, arrived in (jottenburg in SO hours, dis- charged her ballast and tt)ok on board 600 tons of iron, and left on the 2 5th August. She arrived here in 31 days passage, having performed the voyage in 4 months and 13 days."
But I suppose the best known New Bedford whaler binlt in Mattapoisett during this period was the Yoiiiii!, Pbociiis, built in 1822 by Barstow and Holmes. In a private New Bed- ford newspaper of the period we read this rather prejudiced ac- count:
"September 2 8, 1822; Arrived, Mr. John A. Parker's new ship from Mattapoisett; she has been for some time on her way, being unfortunate, we understand, that her name is the Yoiiii^ Plnu'iiix and Captain Joseph Dunbar is going master of her."
The Y<)in/\( PImhiiix sailed tor four years between New Bedford and Sweden in the iron trade for John A. Parker, and then he handled her as a whaler for 30 years. In 1857 slie was sold to William Phillips & Son, and it was while sailing for that firm that she made the famous rescue of the 42 sur- vivors of the wreck of the Scottish Bark Sfrtif/jii/orc on one of the Crozet Islands in the Indian Ocean. This was her last voyage, for in 1879 she was abandoned in the Arctic ice pack. Yet the old ship would not give up. Instead of going to pieces, she remained nearly intact, and was reportedly carried about by the ice for a year or two, a silent and deserted "ghost ship" to mystify observers.
From 1830 to 1840 over fifty whaleships were launched from the Mattapoisett yards. To Nantucket went most of these, although not a few sailed under flags of New Bedford firms; and of course many Nantucket whalers ultimately were sold to New Bedford.
A Nantucket anecdote shows in what high regard these vessels were held. Some 30 years ago a Mattapoisett man was visiting in Nantucket, and without letting on where he was from, asked an old whaleman where Nantucket got her whale- ships. The old timer replied:
"Oh, we got 'em from every wheres; but we got our best ones from a little place near New Bedford, a town called Mattapoisett."
The best known whaler built here during these ten years was the Ship Sharon, built by Gideon Barstow & Son in 1837 for Gibbs and Jenney of Fairhaven. In 1842 the Sharon, while whaling in mid-Pacific, was the scene of a peculiar mutiny. The crew were all out chasing whales, leaving the captain, the cabin boy, and three Kanaka sailors to tend ship. Sneaking up behind the captain, the Kanakas struck him dead, and then chased the cabin boy in the rigging. When the boats returned, the natives threatened to kill the first man to set foot on board. The crew waited until dark; then the 3rd mate climbed up the rudder and through the stern windows, and by a surprise attack killed one of the mutineers and held the others off until the rest of the crew got aboard.
The running of a shipyard was an undertaking requiring a great deal of shrewdness, judgment, and business acumen. Not only did the shipbuilder need a complete knowledge of ship construction, and the vagaries of different kinds of tim- ber, but he also handled 5 0 or 60 men — all of whom had to be good. He had to be able to calculate up into tens of thous- ands of dollars on a job involving all sorts of material — tim- ber, iron, oakum, lead, paint, spars, canvass, cordage, and var- nish. He had to keep his eye on the general financial con- dition of the nation, for shipbuilding is always the first in- dustry that depression brings to a standstill. He had to keep in touch with all sorts of new appliances and size up their true worth at short notice. And above all he had to be a shrewd man at finances and keeping costs down, for an ad- ditional few hundred dollars in costs would come near to putting him out of business.
In the early days, money — actual money — was a rare commodity; and consequently, in order to enable himself to pay his men, every shipbuilder ran a store in connection with his yard. The present Anchorage Gift Shop was such a store,
built by Barstow & Holmes in 1820. These stores were kept stocked with provisions brought from New York by packet sloops, of which each shipbuilder had one or two; and with the goods thus bought at wholesale, the workmen were paid at retail. No shipcarpentcr received wages; he traded at his em- ployer's store, and from time to time a reckoning was made and the amount of his purchases balanced against so many days' work on the ship. One is struck, and amused, by the frequency with which these two columns precisely balance each other. Only rarely did the shipbuilder owe his men any cash.
The building of each ship called for an elaborate contract specifying each item in great detail. From the nails in the hull to the varnish on the topmast, not a thing was left under- stood, and any change of these sacred decisions required weighty deliberation. For instance, in the spring of 18^6 Josiah Holmes Jr. & Brother were building the Bark Siiiihcmii for J. & W. R. Wing of New Bedford. Everything had, of course, been definitely stated, but the builder wanted to move the mizzen- mast further forward. The following is the reply of the Wing firm:
"Messrs. J. Holmes Jr. & Brother —
On thinking the matter over conserning the mizzenmast, we have concluded and consented to have it moved one foot farther forward and no more — so says Abner, and we agree with him in the matter."
In the voluminous correspondence that the shipbuilding industry entailed, a foreign note now and then intrudes, as in this letter from one of Josiah Flolmes Jr.'s Quaker business associates:
New Bedford Mar. 20, 18 56
Friend Josiah —
I send thee, perhaps at the eleventh hour, my very low terms for the spar job you mentioned about.
It is, the Snug little Sum of five hundred and Sev- enty-five dollars, with wood for the caps included.
If it "Strikes you favorably" I will buy the mahog- any from you, provided you will trust me —
I remain the humble aspirant for the good heart and fair hand of some sweet looking Quakeress "in good standing."
Faithfully yours,
R. Beetle.
The 1840's were the heyday of whaling, and again about fifty whalers slid down the ways in Mattapoisett Harbor. Time permits of speaking of only two of these — the PLifiint, which had the distinction, while sailing for the firm of J. & W. R. Wing, of capturing the only white whale ever taken; and the Ship Acushnet, which was, I suppose, the whaleship having the greatest claim to fame. The Acushnet was built in 1 840 by G. Barstow & Son in their yard at the foot of Pearl St., and on her maiden voyage from Fairhaven she car- ried as one of her crew, Herman Melville who immortalized the whaling saga in his "Moby Dick." The log of that first voyage seems irretrievably lost, and if found would be worth a for- tune. The log of her second voyage, when she sailed under Capt. William B. Rogers of Mattapoisett, reposes peacefully in the Harvard Library; but alas, this is not the one we want. In all probability, the Acushnet was almost exactly like the Charles W. Morgan. True, one was built in Mattapoisett and the other in New Bedford, but their launchings were less than a year apart, and their dimensions and tonnage were prac- tically the same. The Acushnet was lost on her third voyage on St. Lawrence Island, Aug. 16, 185L
The shipyard owners, of course, ran their whole ship- building business, but often they seem not to have taken direct charge of the construction of the vessels. This actual design- ing and building of the ship was superintended by a master carpenter, or master builder. There were many of these in Mattapoiset, but the best seem to have been the four Cannon brothers — Arvin, James, Watson, and David. There was a whole slew of Cannon shipcarpenters — all expert craftsmen — but these four sons of the shipbuilder Eliakim Cannon were the finest of the lot.
They were all master builders for the various Matta- poisett yards, but Arvin was the real master craftsman. I sup- pose that Arvin Cannon of Mattapoisett and Reuben Fish of Fairhaven were the finest ship designers and builders along this part of the coast; and certainly in the whaleship building in-
tlustry nt) one ranked aboxc them. \\'hcnc\ci" a Mattapoisctt shipbuilder got a contiact to build a ship, he scurried after Ar\in as fast as he could leg it. Arvin built for New Bedford and lairha\'en such well known whalers as the Belle, the S^I{>/>, the Ol/rer Crocker, the Arc/ic, the Norlln-ni l.inljt, the Siveii Qiieei/, the I'.lizii, the Soul I.) Seiiinuii, the iui\ I lead, and the Wanderer.
David Cannon was the grandfather of Mr. John Shaw 2nd of New Bedford. During the Civil War he, along with others, went to the C.harlestown Navy Yard to build ships for the Government. When an old man he had a shock while working around the mill at Dexter Elm. It is related that when someone rushed to his ln)me on North St. and told his wife, she put her hands on her hips and exclaimed:
"David Cannon had a shock! Well! I've never known David Cannon to do a thing like that before."
The Hrst seven years of the ISSO's marked the peak of whaleship building in Mattapoisett. Only three yards were in operation — Wilson Barstow, Holmes, and Meigs — but in eight years these three yards launched 47 vessels. These were the yards that carried Mattapoisett's reputation far and wide, and brought forth such comments as these in the New Bed- ford newspapers:
"This thriving town ranks high in shipbuilding and is distinguished for its naval archetecture." (W. S. L. 6 20/5 1)
The Bark R. L. Barstow "is a perfect gem of shipbuild- ing." (Ibid.)
"The reputation of our Mattapoisett friends ... in naval architecture is justly very extensive. . . " (New Bedford Stand- ard, 1855).
In two years, 185 1 and 1852, eighteen vessels were launched, 14 of them whalers, and 12 going to New Bedford. In 1852 alone Wilson Barstow built five — all for New Bedford — which was such a record that the "Whaleman's Shipping List" commented on it. Perhaps some idea of this bustling business can be gleaned from a few items from New Bedford newspapers of the lime:
"A beautiful clipper ship of about 400 tons was launched on the 29th ult. from the shipyard of Wilson Barstow in Matta- poisett. She is owned by J. B. Wood and Co. of this city, and ... is called the (ni\ lleiid." ( W. S. L. 8 '3/52)
"A fine medium clipper ship of about 475 tons was launch- ed on Tuesday last by Josiah Holmes Jr. & Brother, at Matta- poisett. She is called the Polar Star ..." (\V. S. L. 8/24/ 52)
"The new bark fohii A. Purkcr was towed around from Mattapoisett on Friday . . . Her bow is ornamented with a good representation of her namesake, at full length, standing in his well known peculiar attitude, with the right hand upon the lapel of his coat, and the left hand extended in the act of speaking." (W. S. L. 10/5/52)
"July 2, 1856;
The Bark Hiiiihcss, belonging to Messrs. Cook & Snow of this city, and the ship South Seaiiuui, belonging to Edmund Allen, Esq., of ["airhaven, will be launched from the ship- yards of \V. Barstow and Loring Meigs in Mattapoisett this evening. An excursion train will be run over the Fairhaven railroad, leaving Fairhaven at six and a quarter o'clock, in order to afford all who may desire an opportunity to witness the launches." (New Bedford Standard, 7'2/56)
But the death knell of this splendid business had already sounded. 1856 was the last big year — nine whalers, three in a row looming up in Shipyard Park. The blows were coming; 185 6 — petroleum discovered; 1857 — panic, and Meigs yard closed forever; 1861 — the Civil War, and the Alabama and the Shenendoah; after the war, the scarcity of whales and the losses in Arctic ice. During the war the Holmes's built a small steamboat and a tugboat; in 1866 Wil- son Barstow built his last ship — the Contest, for Gibbs & Perry of New Bedford. After the war the Holmes's built a schooner and four whalers — the Alaska for Jonathan Bourne, the Concordia for G. & M. Howland, the Gay Head 2nd for Gifford & Cummings, and in 1878 the Wanderer for the same firm.
This was the end. For the last time Arvin Cannon with his lips pursed over his toothless gums carefully drew out the vessel's hull in the loft over the Holmes Office. For the last time the hammering of the caulkers awakened echoes through the streets and across the farms into the woods. For the last time the shipcarpenters had their glass of grog at "eleven and four." And for the last time the townspeople gathered to see the graceful vessel start slowly, and then glide down the greased ways into the harbor of the shipbuilders.
It was the end of a Yankee seaport village where native born sons worked all their lives in a native industr)'. Where every house — and most of them are still here — was the home of a shipcarpenter, outfitter, or whaleman. Where the schools and churches and homes were built with money from the shipyards. And where practically every man was an expert craftsman of high integrity.
It seems entirely fitting that the mizzen mast of the Wiiiiilcrcr should stand as a flagpole in Shipyard Park, a few feet from where she was built. And even more, it seems a proper coincidence that the Wanderer, the last vessel built in Mattapoisett should be the last whaleship to sail from New Bedford — New Bedford, whose whaling industry was re- sponsible for Mattapoisett's shipbuilding fame.
LIST OF VESSELS BUILT IN MATTAPOISETT
The list is by no means complete, but the information given has in most cases been carefully verified. The list is arranged chronologically, and then the vessels listed alphabet- ically within each year. The order for each entry is: name of vessel, type, tonnage, builder, and port or ports where she was owned.
ABBREVIATIONS USED:
Barnst.; Barnstable, Mass.
Bcv.; Beverly, Mass.
Bos.; Boston, Mass.
Bk.; Bark
Br.; Brig
Cal.; California
Chat.; Chatham, Mass.
Dart.; Dartmouth, Mass.
Edg.; Edgartown, Mass.
Fair.; Fairhaven, Mass.
Fal.; Falmouth, Mass.
F. R.; Fall River, Mass.
Grnpt.; Grecnport, Long Island
Herm.; Hermaphrodite
lat.; later
Matt.; Mattapoisett, Mass.
M. C; Master Carpenter
Nan.; Nantucket, Mass.
N. B.; New Bedford. Mass.
N. L.; New London, Conn.
Npt.; Newport, R. I.
N. Y.; New York, N. Y.
I'lyni.; Plymouth, Mass.
prob.; probably
Prov.; Providence, R. 1.
Sand.; Sandwich, Mass.
Sav.; Savannah, Georgia
Sch.; Schooner
S. F.; San Francisco, Cal.
Sip.; Sippican (Marion, Mass.)
Si.; Sloop
Ston.; Stonington, Conn.
West.; Westport, Mass.
Yarni.; Y.irmouth, Mass.
1778
Eliza, Si., 61 T., Abner Pc.isc (Prob.)
Betsey, SI., 32 T.
Matthew, Brigantine, 60 T. William, SI.
Katy, Brigantine, 120 T. Bethany, Sch., 39 T.
Drusillia. Si., 41 T. Mchitahjc Sch., 50 T.
, Eben. Cannon Jr.
1786
1789
1792
1793
1794
1796 Sch., Eben. Cannon [r.
Venus, Sell., 71 T.
Nile, Brig, Olympus, Brig, Projector, Ship,
1797
1800 , G. W. Giflford
1801
Ann. Sch., 92 T.
Brutus, Brig, 200 T., G. W. Giftord
Mars, Sch..
John Jay, Ship. Victory, SI., 3 9 T.
Sunberry, Sch., 80 T.
Amity, SI., 24 T. Susan, Sch.,
Thomas, Brig., , SI.,
Grampus, SI., 3 0 T. , Sch.,
Capt. \\". Barstow (Prob.) 1802
1803
1804
Capt. W. Barstow (Prob.)
1805 , Capt. \V. Barstow , G. W. Gifford
1806 , G. W. Giftord
Matt.
Matt.
Newport
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Salem, |
Boston |
|
Barnst. |
, Prov. |
|
N. B. |
|
|
Prov. |
No. Kingston, R. I.
Matt. Matt., N. B. Matt., N. B.
Barnst., Prov. Matt.
Nan. Prov.
Matt.
Yarmouth
N. B.
Nan.
1807
Frances, Ship, 320 T., Win. Moore
Morning Light, SI., 42 T. Smithhelii, R. I.
, Eben. C.innon Jr.
IS 10
Andes. Ship, 409 T., Wni. Moore
Xenophon, Ship, .^83 T., Wm. Moore , S.ig 1 i.irbor
ISl I
Anich.i, Si., 3y T., G. B.irstow Jr. Matt.
Betsey, Brig, 93 T. F. R., I'rov., N. L.
F'r.inces, Ship. 348 T. N. B.
President, Ship (Lit. Bk.), 293 T. N.in., N. B. Tybcc, Ship, 228 T.
1812
Fxtellent, Sch., 43 T. Matt., B.irnst., Dennis
John Adams, Ship, 296 T. Nan.
keziah, SI., 3 5 T. Matt.
1814 Galen, SI., 36 T., Josiah Holmes Peeler, SI., 44 T., (Libny Rogers, M. C.) Wild Deer, SI., 3 6 T., (Sam'l Purrington, M. C.) Fair.
18 15 Fenelon, Sch. (lat. Br.), 1 15 T. Bev., Salem
George, Ship, 3 59 T. Nan., N. B. or Fair.
(Four or Five ships built for Nantucket)
1816
Good Hope, SI., 81 T. Matt.
Hero, Ship, 3 13 T. Nan.
Maro, Ship, 3 15 T., Barstow & Flolmes Nan.
Martha. Ship, 349 T., Hammond & King N. Y.
Nancy, SI., 50 T. Tisbury Resolution, SI., 17 T., Hammond & King (Prob.)
1817 Ann, SI., 5 6 T. M.ut. & Sip.
Earl, Sch., 9 5 T. F.air.
Emily, SI., 8 5 T., Nath'l Crosby Enterprise. SI., , Barstow & Holmes
Joseph, SI., 49 T.. Joseph Meigs Dennis
Syren, SI., 37 T., Barstow & 1 lolmes Matt.
1818
Gleaner, Brig, 150 T., G. Barstow Jr. (Prob.) Salem
Leopard, Sl.,"^ 49 T., Joseph Meigs (Prob.) Matt.
Liberty, SI., 69 T., B.arstow & Holmes Matt., Hallowell. Me.
Orion, Brig, ')^ T., (Sam'l Purrington, M. C.) Matt.
William, Sch., 87 T. Matt.
1819 Barclay, Ship, 301 T., Barstow & Holmes Harriet, SI., 86 T.
North America, Ship, , Barstow & Holmes
Odin, Sch., 94 T., Joseph Meigs (Prob.) Regulator, SI., 47 t.
1820 Franklin, Sch., 8 9 T., Leonard Hammond Mentor, SI., 42 T., G. Barstow & Son Ontario, Ship, 3 J4 T. Telegraph, SI., 57 T., Barstow & Holmes Volusia, SI., 88 T., G. Barstow & Son William, SI., 62 T., (W'm. LeBaron, M. C.)
1821 Almira, Ship, 372 T., Barstow & Holmes Brilliant, SI., 3 8 T., (Mal.ichl Ellis, M. C.) Phoenix, Ship, 32 3 T., Barstow & Holmes Rover, Sch., Spartan, Ship, 3 33 T.
1822 Iranklin, Bark, 218 T., Leonard Hammond Leader, SI., 36 T., Barstow & Holmes Mercury, Ship, 339 T. Volusiai Sch., 52 T. Young Phoenix, Ship, 377 T., Barstow & Holmes
1823 Ann Maria, SI., 71 T., (John Coleman, M. C.) Cicero, Ship, 2 5 1 T., Barstow & Holmes Congress, Ship, 3 39 T., Eliakim Cannon Elbe, Brig., 191 T., G. Barstow & Son Marathon, Ship, 375 T., Eliakim Cannon Potomac, Brig., 197 T., Leonard Hammond Regulator, SL, 5 5 T., (Wni. Le Baron, M. C.) Rose, Ship, 3 50 T.
St. Marys, SL, 75 T., G. Barstow & .Son Support, SL, 5 9 T., (Wm. Le Baron, M. C.)
1824 China, Sch., 97 T., Eliakim Cannon Empress, Brig, 12 5 T., Eliakim Cannon Mary Ann, Brig, 175 T., G. Barstow & Son (lat. Bk.) Sarah, Brig, 171 T., (lat. Bk.)
1825 Cameo, Brig, 222 T. Cicero, Brig, 179 T., Benj. Barstow Columbia, Sch., 77 T., Josiah Holmes Conductor, SL, 49 T., G. Barstow & Son Emeline, SL, 5 8 T., (Eben. Coleman, M. C.) Forrester, Brig, 241 T., G. Barstow & Son (Prob.)
|
Nan. |
|
|
Prov. |
|
|
Matt. |
|
|
Matt. |
|
|
Matt. |
|
|
Matt |
, Sand. |
|
Nan. |
|
|
Matt., |
Dennis |
|
Matt. |
|
|
Matt. |
|
|
Edgartown |
|
|
Matt. |
Chat. |
|
Nan. |
|
|
Nan., |
N. B. |
N. B.
N. B.
Matt. & N. B.
N. B.
Matt., Sand., N. B.
N. B.
Nan., N. B.
Matt. & N. Y.
N. Y.
N. Y.
Nan. Matt., St. Marys, Ga.
N. B., Boston
N. B.
Matt., N. B.
Barns., Boston N. B. Matt. Matt.
Matt., Salem, N. B.
Halcyon, Brig, 156 T., Joseph Meigs
Lady Washington, Brig, 1 1 5 T., Eben. Cannon Jr.
Lama, Brig, 144 T., G. Barstow & Son (Prob.)
Mariner, Sch., 8 5 T.
Mariner, SI., 49 T., Josiah Holmes
Penguin, Sch., 82 T., Ehakini Cannon
Phihp 1st, Ship, 293 T. (lat. Bk.)
Roanoke, Brig, 2 5 1 T.
Sophronia, Sch., 72 T., G. Harstow & Son
Telegraph, SI., Altered to Sch., Josiah Holmes
Tuscaloosa, Ship, 284 T., Eliakim Cannon
1826 Agate, Sch., 8 1 T., Joseph Meigs (Prob.) (lat. Br.) General Marion, Sch., 1 2 1 T., Josiah Holmes La Plata, Brig, 124 T., (Sam'l Purrington, M. C.) Nile, Brig, 135 T., Eben. Cannon Jr. Omega, Ship, 3 63 T. Statira, Ship, (lat. Bk.), 346 T. Swift, Ship, 456 T.
1827 Alexander Barclay, Ship, 46 5 T., Benj. Barstow Ann, Ship, 361 T., Joseph Meigs Crawford, SI., 77 f.
Good Return, Ship, 377 T., G. Barstow & Son Lexington, Sch., 87 T., G. Barstow & Son Lydia, SI., 76 T., Josiah Holmes
Mary Mitchell, Ship, 3 54 T., (Thos. Howland, M. C.) Washington, Brig, 169 T., Eben. Cannon Jr. Zone, Ship, 3 63 T.
1828 Henrietta, SI., 50 T., Josiah Holmes (Prob.) Meridian, Ship, 381 T.
1829 Caduceus, Brig, 110 T., Joseph Meigs Grotius, Ship, 299 T., G. Barstow & Son Richard Mitchell, Ship, 3 86 T., G. Barstow & Son
1830 Clarkson, Ship, 3 80 T., Cj. Barstow & Son Hero, SI., 2 5 T., Joseph Meigs Lexington, Si., 39 T., G. Barstow &: Son Mary Anne, Ship, 240 T., G. Barstow & Son
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Matt. |
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Matt. |
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Salem |
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N. B. |
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att.. Sip., |
Darien |
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N. L |
, Prov. |
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Grnpt |
, N. L. |
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Matt. |
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Matt. |
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Dennis |
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pt., N. Y |
, N. B. |
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Matt., |
N. B. |
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Matt. |
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Matt. |
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Matt. |
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Nan., Ed |
g.. Bos. |
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Nan. |
, N. B. |
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Nan. |
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N. B., |
Bremen |
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Nan. |
, N. B. |
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Sav., |
Tisbury |
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N. B. |
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Matt. |
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Matt. |
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Nan |
, S. F. |
|
Matt. |
Plvm. |
Nan., Fair., N. Y.
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Matt., |
Sand. Edg. Matt. |
||
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M |
itt. & |
Salem |
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N |
an |
, N. B |
.Edg. Nan. Matt. Matt. |
|
Matt., |
N. B. |
Mary, Ship, 369 T.
1831
1832
Alexander Cottin, Ship, 381 T., Benj. Barstow & Son Catherine, Ship, 3 84 T., G. Barstow & Son Gideon Barstow, Ship, 379 T., G. Barstow & Son Hobomok, Ship, 412 T., Benj. Barstow & Son
N.in., N. Y., Cah
Nan., N. B.
Nan., N. L.
Matt.
Fal., N. B., N. Y.
Mariner, Ship, 349 T., G. Barstow & Son Mount Vernon, Ship, 3 84 T., Josiah Holmes Vineyard, Ship, 381 T., Joseph Meigs (Prob.) Young Eagle, Ship, 377 T., G. Barstow & Son
Nan.
Nan., Matt., N. B.
Edgartown
Nan
1833
Champion, Ship, 390 T., G. Barstow & Son Edgartown
Galen, Brig, 130 T., Josiah Holmes Matt.
Levi Starbuck, Ship, 376 T., Josiah Holmes Nan., N. B.
Ohio, Ship, 381 T., Joseph Meigs Nan., N. B.
Richard Henry, Sch., 123 T., G. Barstow & Son (Br. Bk.) Matt., Ston.
Three Brothers, Ship, 384 T., Eben. Cannon 3rd (Prob.) Nan., N. B.
William C. Nye, Ship, 3 89 T., Benj. Barstow & Co.
1834 Alpha, Ship, 34J T., Cannon
Christopher Mitchell, Ship, 3 87 T., G. Barstow & Son. Elizabeth Starbuck, Ship, 381 T., Josiah Holmes
1835 Ansel Gibbs, Ship, 319 T., G. Barstow & Son Catawba, Ship, 33 5 T., Eben. Cannon 3rd Charles Frederick, Ship, 317 T., Joseph Meigs Gold Hunter, Brig, 202 T. Nile, Ship, 321 T., Benj. Barstow & Co. Splendid, Ship, 3 92 T., Joseph Meigs (Prob.) Waverly, Ship, 3 27 T., G. Barstow & Son
1836 Allatamaka, Sch., 12 5 T. Annawan, Brig, 148 T., G. Barstow & Son Frederick, Ship, , Josiah Holmes
Henry, Ship, 346 T., Ebeneezer Cannon 3rd Jefferson, Ship, 377 T., Mattapoisett, Brig, 150 T., Joseph Meigs Virginia, Ship, 346 T., G. Barstow & Son
1837 James Loper, Ship, 3 84 T., Josiah Holmes Mariner, Sch., 117 T., Josiah Holmes Sarah Frances, Ship, 301 T., G. Barstow & Son Sharon, Ship, 3 54 T., G. Barstow & Son
1838 Daniel Webster, Ship, 3 36 T., Joseph Meigs Napoleon, Ship, 360 T., G. Barstow & Son Willis, Bark, 1 64 T., Ebeneezer Cannon Young Hero, Ship, 3 39 T., G. Barstow & Son
1839 Benjamin Tucker, Ship, 349 T., G. Barstow & Son Ellen Rodman, Sch., 100 T., G. Barstow & Son Henry Clay, Ship, 38 5 T., Joseph Meigs & Son Volant, Bark, 210 T., Josiah Holmes
N. L., N. B., S. F.
Nan., S. F.
Nan., N. B., S. F.
Nan.
Fair., N. B.
Nan., N. Y.
N. B.
Edgartown
N. B., N. L.
Edg., New Zealand
N. B.
Rochester Matt.
Nan.
Nan.
Matt., West., N. B.
N. B.
Nan., N. Y.
Matt.
Fair.
Fair., Bost.
Nan., N. B. Nan., N. B. Matt., N. B.
Nan.
N. B.
Matt., Fair.
Nan.
Sippican
Fair.
N. L. Matt.
Mut., N. B.
Nan.
Nan., S. F.
N. B., Honolulu
Nan.
Nan., N. L.
Nan.
Nan.
N. B.
1840 Acushnct, Ship, 3 59 T., G. Baistow & Son
Lydia, Ship, 351 T., Joseph Meigs & Son Nan., Fair.,
Massachusetts, Brig, 164 T., Josiah Holmes
1841 Annawan, Brig (lat. Bk.), 159 T., Nathan Barstow & Co. David P.iddock, Ship, 3 52 T., Joseph Meigs & Son Edward Clary, Ship, 3 53 T., G. Barstow & Son Fli/abeth, Hark, 219 T., Cannon
Harrison, Ship, 371 T., G. Barstow & Son Massachusetts, Ship, 3 60 T., Josiah Holmes & Son Monticello, Ship, 3 58 T., Josiah Holmes & Son Narragansett, Ship, 398 T., Joseph Meigs & Son Potomac, Ship, 3 56 T., Josiah Holmes & Son
1842 Callao, Ship, 324 T., G. Barstow & Son James, Ship, 321 T.
Janus, Ship, 321 T., Nathan Barstow & Co. Joseph Meigs, Ship, 338 T., Joseph Meigs & Son
1X43 Empire, Ship, 403 T., Joseph Meigs & Son
1844 Arnolda, Ship, 3 60 T., Nathan H. Barstow & Co., Belle, Ship, 320 T., Wilson Barstow, Arvin Cannon, Isaac Walton, Ship, 43 8 T., Wilson Barstow Josephus, Herm., Brig, 142 T., Josiah Holmes & Son Milton, Brig, 167 T., Joseph Meigs & Son Niger, Ship, 437 T., Wilson Barstow
1845 Cachelot, Bark, 230 T., 'VC'ilson Barstow Norman, Ship, 339 T., Joseph Meigs & Son Ormus, Brig, 175 T., N. H. Barstow & Co.
1846 Atkins Adams, Ship, 3 30 T., Wilson Barstow Dunbarton, Bark, 200 T., Wilson Barstow Helen, Sch., 29 T., Seth P. Ames Laura Jane, Sch., 138 T., J. Holmes Jr. & Bro. Osceola II, Brig, 195 T., J. Holmes Jr. & Bro. Sarah, Sch., 141 T., N. H. Barstow & Co. Sarah, Ship, 370 T., J. Meigs & Son, A. Cannon, M. , Ship, 375 T., N. H. Barstow & Co.
1847 Brothers, Bark, 493 T., N. H. Barstow & Co. Cleone, Ship, 373 T., N. H. Barstow & Co. George, Ship, 280 T. Nenuphar, Brig, 192 T., Wilson Barstow Platina, Ship, (lat. Bk.), 266 T., Wilson Barstow Sylph, Ship, 3 56 T., Meigs, Arvin Cannon, M. C. Union, Bark, 3 00 T., J.' Holmes Jr. & Bro.
|
N. B. |
|
|
Matt., N. B., |
N. Y. |
|
Nan |
, N. B. |
|
N. B. |
|
|
M. C. |
Fair. |
|
N. L. |
|
|
Matt. |
|
|
N. |
B. (?) |
|
N. B. |
|
|
vUtt., N. B., Va |
Iparaiso |
|
Nan. |
, N. B. |
|
N. B. |
|
|
Fair., |
N. Y. |
|
Matt |
, N. B. |
|
Matt. |
|
|
Matt. |
|
|
Matt., |
N. B. |
|
N. B. |
|
|
C. Matt. |
, N. B. |
|
Yarm., |
Barnst. |
|
Yarm,, N. B |
, N. Y. |
|
Matt. |
|
|
West. |
N. B. |
|
Fair. |
|
|
Matt. |
N. B. |
1848 Eliza, Sch., 139 T., N. H. liarscow & Co. Lamartine, Sch., 7.^ T., Wilson Barstow Nauticon, Ship, 372 T., Meigs & Pratt
1849 President, Bark, 180 T., Wilson Barstow
1850 Arctic, Ship, 43 1 T., Wilson Barstow, A. Cannon, .\1. C. Norman, Herm., Brig, Oliver Crocker, Ship, 3 S3 T., W. Barstow, A. Cannon, M. C.
1851 Alice Mandeli, Ship, 413 T., J. Holmes Jr., & Bro. Elisha Dunhar, Bark, 2 57 T., Wilson Barstow Europa. Ship, 381 T., Wilson Barstow Northern Light, Ship, 5 13 T., W. Barstow, A. Cannon, M. C.
Fair., N. B. R. L. Barstow, Bark, 209 T., Leonard Hammond Matt., N. B., Nan., Callao Sea Queen, Brig, 26} T., J. Holmes Jr. & Bro. West., Dart., N. Y.
Watkins, Bark, Wilson Barstow
|
N. B. |
|
|
Matt. |
|
|
Nan. |
N. B. |
|
West. |
N. B. |
|
Fair., |
N. Y. |
|
N. B. |
|
|
N. B. |
|
|
N. B. |
|
|
N. B. |
18J2 Clara Belle, Bark, 296 T., Leonard Hammond Daniel Flanders, Ship
Daniel ^"ood. Ship, 345 T., Wilson Barstow Gay Head, Ship. 389 T., Wilson Barstow Gazelle, Ship, 340 T., ^'ilson Barstow John A. Parker, Bark, 342 T., Wilson Barstow Polar Star, Ship, 47 5 T., J. Holmes Jr. & Bro. Vigilant, Bark, 282 T., Wilson Barstow William Upham
1853 Lapwing, Ship, 43 2 T., Wilson Barstow Petrel, Ship, 3 50 T., J. Holmes Jr. & Bro. Reindeer, Ship, 4 50 T., J. Holmes Jr. & Bro. Syren Queen, Ship, 460 T., Meigs, A Cannon, M. C
1854 George Lee, Ship, 647 T., Wilson Barstow Matthew Luce, Bark, 409 T., Wilson Barstow Onward, Ship, 460 T., J. Holmes Jr. & Bro.
1855 Ocean Rover, Ship, 417 T., J. Holmes Jr. & Bro. Plover, Ship, J. Holmes Jr. & Bro.
1856 Contest, Ship, 441 T., Wilson Barstow Eliza, Bark, 367 T., Meigs, Arvin Cannon, M. C. Huntress, Bark, 3 84 T., Wilson Barstow Merlin, Bark, 348 T., J. Holmes Jr. & Bro.
Matt., S. F.
S. F.
N. B.
N. B.
Nan., N. B.
N. B., Sydney, Australia
N. B.
N. B.
N. B., Mauritius
N. B.
N. B.
Fair., Sydney, Australia
Boston; England
N. B., Boston
N. B.
Nan.; Spain N. B.
N. B., N. L., Valparaiso
N. B.
N. B., Boston
N. B.
Sci R.ingcr, Bark, 366 T., J. Holmes Jr. & Bro. N.in.. IVov., N. B.
South Sciman, Ship, 498 T., Meigs, A. Cannon, M. C. Fair.
Sunbeam, Bark, 3 59 T., J. Holmes Jr. & Bro. N. B.
Thomas Pope, Ship, 323 T., Wilson Barstow N. B., N. Y.
1857 Bolivia, Siiip, 417 T., Arvin Cannon Boston
IS 59 Ocean Rover, Bark, 3 13 T., J. Holmes Jr. & Bro. Matt.
1863 Raid, Steamer, 106 T., Jonathan Holmes N. B.
1865 Active, Tug
1866 Contest, Ship, 341 T., Wilson Barstow , N. B.
1867 Alaska, Bark, 340 T., J. Holmes Jr. & Bro. N. B., S. F.
Concordia, Bark, 368 t., J. Holmes Jr. & Bro. N. B.
1869 Laura Robinson, Sch., , Jonathan Holmes
1877 Gay Head, Bark, 26 5 T., Jonathan Holmes N. B.
1878 Wanderer, Bark, 303 T., Jonathan Holmes N. B.
SHIPS BUILT IN MATTAPOISLTT, DATES UNKNOWN
Fancy, SI., 3 8 T., (Built before 1806) Wareham
George C. Gibbs, Sch., , Wilson Barstow
John Milton, Ship, , G. or W. Barstow
Polly Hall, , Cannon
Rochester, SI., , (Sailed from Nan., June, 1774)
PUBLICATIONS
OF THE
OLD DARTMOUTH HISTORICAL SOCIETY and Bourne Whalinj; Museum, New Bedford, Massachusetts.
*\. Gosnokl's First Settlement and Monument at Cnttyhunk. 11 pp. 12c.
*2. Reminiscences of Dartmouth: Kussells Mills; Padanaram ; Salt Industry; Thachers; .\kins; Shipbuilding; Rock O' Dundee. U) pp. 12c.
3. Peleg Slocum and wile Mary Holden ; Ten Ancient Houses; King Philip War in Dartmouth: Quakers; Rev. .Samuel Hunt. \S pp. 12c.
-4. Dedication Gosnold Monument. Letters, Speeches; Dr. 'Irififis; Leonard \N'. Bacon; C. F. .-\dams ; F. R. Sanborn I'l pp. 12c.
5. Proceedings, March. 1904; Reports; Adam Mott; B_\ -Laws. 10 pp. 12c.
6. Fairhaven. Fifty Years on School Board; In l^mr Wars; Sectional .Anti-
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*7. -Acushnet Industries; Mills: Bridge; Dr. West's Church. Illustrated.
16 pp. 12c.
*8. Crain. the Dartmouth .Surveyor; Quakers: Gooseberry Neck; George How- land; Old Meeting House. Illustrated. 25 pp. 2Sc.
9. Proceedings March. 1905. Townhouse; .-Mmshouse. 10 pp. 12c.
*10. Dartmouth; Quakers: Schools; Old House Historical Society; Townhouse: Tuckers: Adam Mott; H. H. Crapo. 20 pp. I2c.
11. Dartmouth. Kngland ; Feariii.g Memorial in Fairhaven; Fort Phoeni.x.
13 pp. 12c.
*12. Quakers. Continuation of Xo. 8. Howlands in Dartmouth and Scipio, N. V. Illustrated. 17 pp. 12c.
*13. Reports of Directors, Treasurer. Historical Research. Museum. Photograph and Publication Sections; Capt. Thomas R. Rodman 12 pp. 12c.
*14. Fitting Out a Whaleship: Capt. .Seth Pope; Old Whalers: Pope Family. Illustrated. 19 pp. 25c.
*15. Water Street, the Old Center of New Bedford: Reminiscences of Wm. W. Crapo; Map Showing Early Layout of New Bedford Farms. 14 pp. 12c.
16. Reminiscences of W. W. Crapo and Dr. Alex. McKenzie: Opening of New
Building. Illustrated. 20 pp. 12c.
17. Proceedings March 26. 1907; .\ncient Records; Heraldry: Logbook of
Capt. John Howland. 12 pp. 12c.
18. .Mien Famih , Reminiscences: Win. Kotcli (Reprint 1932) 32 pp. 35c.
19. Streets of New Bedford. 18 pp. 12c.
20. Proceedings of March, 1908. Dartmouth Indian Names: Ricketson ; Frigate
made in Dartmoor Prison; Smith Mills Village; Townhouse; Smiths, Maxfneld, -\dam Mott, Cunmiings. Harts. Illustrated. 31 pp. 25c.
21. Kemptons ; Quakers; Head of Westport ; Three Congregational Meeting
Houses; Lawtons; Taverns. Illustrated. 21 pp. 25c.
22. Hawes Family. 12 pp. 12c.
*23. The British Raid. 29 pages. .A valuable number. Fully illustrated. Con- taining description not only of the Raid but of the houses and men of that date. 25c.
* Out of Print.
24. Proceedings March. 1909: Tin- Dr. West Grave Stones; Quaker Burial
Grounds. H PP- 1-c-
25. .\pponagansett ; H. H. Rogers's Gift of Building: OM Gun, Bakertown :
Smiths Neck: Tohn Smiths: John Russell: John .\kin: John Shep- herd: John Howland. Ij PP- 1-c. *26. Wni. Bradford, Painter: Tripp Family and Coat of .Arms. 1.3 pp. ISc.
27. Fairhaven: Old Men. 10 pp. 12c.
28. Proceedings March, 1910: Indian Names of Elizabeth Islands. ID p]). 12c.
*29. Slocum Family at Barneys Joy. Illustrated. U) pp. 12c.
*«) \braham Smith and his 19 Children: Kicketsons; Murch genealogy.
38 pp. 25c.
*J1. .Arthur Hathaway and his descendants. John Cook. 14 pp. 2Sc.
32. Proceedings March, 1911; John Cook's Grave. 'J pP- ^-■^^■
33. Benjamin Russell, Artist. Dartmouth Poetry. 11 pp. l-'c. *3A. Courtship and Marriage of Quakers: Marriage Certificate. 16 pp. 25c.
35. Proceedings June. 1912. (Reprint*. 16 PP- -^Sc.
36. Hi.x Bridge and the Handy House .Vutomohile Excursions; Hix Ferry;
Potter and Ricketson Houses. Illustrated. (Reprint) 10 pp. 12c.
*37. The Medley, an Old Newspaper; New Bedford, 1793. 24 pp. 15c.
*38. The Whaleman Statue ; Presentation and Description. .\n artistic delin- eation of the romance in whaling. Illustrated. 50 pp. 2Sc.
.?9. Proceedings Meetings Januar.\- and .March. 1914; Location of First Settle- ment of Dartmouth. .About 15 pp. 12c.
40. Fourths of the Past, by W. H. B. Remington. .\ Trip to Boston in 1838
bv Wm. W. Crapo, .A Japanese Student in Fairhaven bv Job. C. Tripp.
19 pp. 15c.
41. The -Mills of New Bedford and \icinit\- Before the Introduction of Steam
by Henry B. Worth. 16 pp. 12c.
42. The Development of the New Bedford Water Supplies, by Robert C. P.
Coggeshall. 23 pp. 15c.
43 Oxford Village. Fairhaven. Captain Thomas Taber. bv Henry B. Worth.
l'» pp. 12c.
*44. Men 1 Have Known, by Milton Reed, Ship I'artholomcw Gosnold, by Henry B. Worth. The Bourne Whaling Museum, by Z. W. Pease, New Bedford (Outfitters, by the Morning Mercury. 17 pp. 25c
*45. Bourne Museum Dedication, the Evening Standard. The First Meeting in the Jonathan Bourne Whaling Museum, by The Evening Standard. History of the Bark Fagoda, By Benjamin Baker. 47 pp. 25c.
46. -Authors of New Bedford, by (jeorge 11 Tripii. Banks of Old Dartmouth,
by Henry H. Crapo. 61 pp. 25c.
47, E.xtracts from Diaries of John Quincy -Adams and Charles Francis Adams,
relation to Visits to Nantucket and New Bedford, 1835 and 1843.
23 pp. 15c.
48 Tlie Development of the New Bedford Water -Svstem, bv Edmund Wood.
19 pp. 12c.
49. New Bedford in the Beginning, by W. H. B. Remington. 20 pp. 12c.
50. Scrimshaw. The Blues, by Z. W. Pease. 23 pp. 15c.
51. The Pilgrim Celebration. The Pilgrimage to Plymouth. Sampson's Tavern,
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* Out of Print.
52. The Arnold Mansion and Its Traditions, bv Z. W. Pease. Scrimshaw, by Frank Wood. ' 38 pp. 20c.
*53. Catalog of Whaling Exhibits of the Old Dartmouth Historical Society, by .\rthur C. Watson. 47 pp. 25c.
54. Samuel and Elizabeth Rodman, Their Forebears and .Associates, by Miss
Julia W. Rodman. 17 pp. 12c.
55. Hon. .Abraham H. Howland. Xew Bedford's First Mayor, by Kdmund
Wood. 15 pp. 2Sc.
56. Colonel Geor.ge Claghorn. Builder of Constitution, bv William M. Emery.
12 pp. 25c.
57. .\pponagansett Meeting Houses, by Thomas A. Tripp. 16 pp. 25c.
58. Joseph Rotch, by John M. Bullard. 3Z pp. 25c.
59. Diary of Rev. Moses How, Reprinted from Morning Mercury. 32 pp. 25c.
60. .\ Visit to the Old Dartmouth Museum, by Zephaniah W. Pea.se. 64 pp. 50c.
61. The Storv of Ship Design and de Coppet Collection, by Edward T.
Pierce, Jr. 40 pp. 510c.
62. Capt. George Fred Tilton's Walk and Whaliny Traditions, bv Cooper Gaw.
48 pp. 50c.
63. Far Eastern Relations of the Cnited States, bv W. Cameron Forbes.
4 pp. 10c.
64. The Society's Real Estate, by Henry H. Crapo. The Epic of Xew Bedford,
by William M. Emery. 44 pp. 25c
65. Sails and Sailmakers, by James Franklin Briggs. 16 pp. 25c. * Out of Print.
LIBRARY OF CONGRESS
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