THE
ESSEX INSTITUTE
HISTORICAL COLLECTIONS"
VOL. LVII 1921,
ISSUED QUARTERLY
SALEM, MASS.
PRINTED FOR THE ESSEX INSTITUTE
1921
F
NEW COMB & GAUSS
PRINTERS
SALEM, MASS.
CONTENTS.
Belknap, Henry Wyckoff. The Burnap-Burnett Genealogy.
(Continued.) . , 105,177,321
Bolton, Theodore. Nathaniel Hancock and Manasseh Cut-
ler Torrey, Miniature and Portrait Painters. . . . 147
Boston, Revere Beach and Lynn Narrow Gauge Railroad.
By Francis B. C. Bradlee. (Illustrated.) ... 273
Boston and Maine Railroad, The History of. By Francis B.
C. Bradlee. (Illustrated.) (Continued.) . . .25, 113
Boston News-Letter Items Relating to Essex County. (Con-
tinued.) 151
Boxford Tax Lists, 1711-1744. Communicated by Sidney
Perley 242
Boxford Tax Lists, 1735-1748. Communicated by Sidney
Perley. . . . ,. . .1,,*, , , :^. , ... 337
Bradford Church Records, Admissions and Dismissions. . 173
Bradlee, Francis B. C. Boston, Revere Beach and Lynn
Narrow Gauge Railroad. (Illustrated.) . . . 273
Bradlee, Francis B. C. The History of the Boston and
Maine Railroad. (Illustrated.) (Continued.) . . 25, 113
Bradlee, Francis B. C. The Kearsarge-Alabama Battle.
(Illustrated.) . . ' 217
Burnap-Burnett Genealogy, The. By Henry Wyckoff
Belknap. (Continued) 105, 177, 321
Essex, Frigate, Letter from Captain Joseph Waters con-
cerning 176
Essex Guards, The. By Lieut. Colonel Lawrence Waters
Jenkins. (Illustrated.) (Continued.) .... 249
Felton, Thomas. Family Registers from the Bible of. . 339
Flint Account Book. 19
Gillis, James Andrew: A Memorial. By Robert S. Rantoul.
(Illustrated.) 161
IV CONTENTS.
Hancock, Nathaniel, and Manasseh Cutler Torrey, Minia-
ture and Portrait Painters. By Theodore Bolton. . ' 147
Haverhill Church Records, Admissions and Dismissions. . 141
Jenkins, Lieut. Colonel Lawrence Waters. The Essex
Guards. (Illustrated.) (Continued.) .... 249
Kearsarge-Alabama Battle, The. By Francis B. C. Bradlee.
(Illustrated.) ......... 217
Lee, Thomas Amory. The Tracy Family of Newburyport. 57
Norfolk County Records, Old. (Continued.) . . 75, 155, 313
Perley, Sidney. Boxford Tax Lists, 1711-1744. ... 242
Perley, Sidney. Boxford Tax Lists, 1735-1748. ... 337
Perley, Sidney. Where the Salem Witches Were Hanged.
(Illustrated.) 1
Putnam, Eben. Note on the Population of Salem in 1637. 149
Putnam, George Granville. Salem Vessels and Their Voy-
ages. (Illustrated.) (Continued.) . . . .81, 198, 281
Rantoul, Robert S. James Andrew Gillis: A Memorial. . 161
Salem, Note on the Population of Salem in 1637. By Eben
Putnam 149
Salem Vessels and Their Voyages. By George Granville
Putnam. (Illustrated.) (Continued.) . . .81, 193, 281
Salem Witches, The. Where they were hanged. By Sidney
Perley. (Illustrated.) 1
Torrey, Manasseh Cutler, and Nathaniel Hancock, Minia-
ture and Portrait Painters. By Theodore Bolton. . 147
Tracy Family of Newburyport, The. By Thomas Amory Lee. 57
Waters, Captain Joseph. Letter from, Concerning the
Frigate Essex , 176
HISTORICAL COLLECTIONS
OP THE
ESSEX INSTITUTE
VOL. LVII JANUARY, 1921 No. 1
WHERE THE SALEM WITCHES " WERE
HANGED.
BY SIDNEY PERLEY.
THERE appeared in one of the Salem papers, about
1845 (reference to which the writer has mislaid), a com-
munication, in which the correspondent stated that her
(or his) grandmother told her that the grandmother's
grandmother told her that she stood in her doorway and
saw the "witches" hanging after their execution. The
correspondent stated, as the writer remembers it, that her
grandmother lived on Boston street, not far from the
"big tree", but she did not state where her grandmother's
grandmother lived in 1692. The reader would infer that
the grandmother's grandmother lived in 1692 where the
grandmother lived nearly a century later. What ap-
peared at first glance to be a clue to the place where the
unfortunate victims lost their lives in 1692, upon exami-
nation of land records it failed utterly. It was not
stated in the communication that the grandmother's grand-
mother lived on Boston street ; and the land records show
that all the land in that section, which was early called
Trask's plain, was common and undivided land until
1718, when it was divided and sold and houses were first
built upon it. So no one lived in that particular section
in 1692, because there was no house there. If the corre-
spondent had stated who her grandmother's grandmother
was, the place of her residence might have been learned.
(l)
2 WHERE THE SALEM " WITCHES " WERE HANGED
In 1867, appeared the work, in two volumes, on the
Salem witchcraft delusion, by Rev. Charles Wentworth
Upham, pastor of the North Church, in Salem. Begin-
ning with page 376, of the second volume, in reference to
the place of the executions, he said :
"The place selected for the executions is worthy of
notice. It was at a considerable distance from the jail,
and could be reached only by a circuitous and difficult
route. It is a fatiguing enterprise to get at it now, al-
though many passages that approach it from some direc-
tions have since been opened. But it was a point where
the spectacle would be witnessed by the surrounding
country far and near, being on the brow of the highest
eminence in the vicinity of the town. As it was believed
by the people generally that they were engaged in a great
battle with Satan, one of whose titles was * the prince of
the power of the air ', perhaps they chose that spot to
execute his confederates, because, in going to that high
point, they were flaunting him in his face, celebrating
their triumph over him in his own realm. There is no
contemporaneous nor immediately subsequent record that
the executions took place on the spot assigned by tradi-
tion ; but that tradition has been uniform and continuous,
and appears to be verified by a singular item of evidence
that has recently come to light. A letter written by the
late venerable Dr. Holyoke to a friend at a distance, dated
Salem, Nov. 25, 1791, has found its way back to the pos-
session of one of his granddaughters, which contains the
following passage : ' In the last month, there died a man
in this town, by the name of John Symonds, aged a hun-
dred years lacking about six months, having been born in
the famous '92. He has told me that his nurse had often
told him, that, while she was attending his mother at the
time she lay in with him, she saw, from the chamber win-
dows, those unhappy people hanging on Gallows' Hill,
who were executed for witches by the delusion of the
times.' John Symonds lived and died near the southern
end of Beverly Bridge, on the south side of what is now
Bridge street. He was buried from his house, and Dr.
Bentley made the funeral prayer, in which he is said to
BY SIDNEY PBKLEY 3
have used this language : ' O God I the man who with
his own hands felled the trees, and hewed the timbers,
and erected the house in which we are now assembled,
was the ancestor of him whose remains we are about to
inter.' It is inferrible that Symonds was born in the house
from which he was buried. Gallows Hill, now ' Witch
Hill,' is in full view from that spot, and would be from
the chamber windows of a house there, at any time, even
in the season when intervening trees were in their fullest
foliage, while no other spot in that direction would be
discernible. From the only other locality of persons of
the name of Symonds, at that time, in North Fields near
the North Bridge, Witch Hill is also visible, and the only
point in that direction that then would have been.
" 'Witch Hill' is a part of an elevated ledge of rock on
the western side of the city of Salem, broken at intervals.
. . . North of the turnpike, it rises abruptly to a con-
siderable elevation, called ' Norman's Rocks.' At a dis-
tance of between three and four hundred feet, it sinks
again, making a wide and deep gully ; and then, about a
third of a mile from the turnpike, it re-appears, in a pre-
cipitous and, at its extremity, inaccessible cliff, of the
height of fifty or sixty feet. Its southern and western
aspect, . . sombre and desolate appearance admits of
little variety of delineation. It is mostly a bare and
naked ledge. At the top of this cliff, on the southern
brow of the eminence, the executions are supposed to
have taken place. The outline rises a little towards the
north, but soon begins to fall off to the general level of
the country. From that direction only can the spot be
easily reached. It is hard to climb the western side, im-
possible to clamber up the southern face. Settlement
creeps down from the north, and has partially ascended
the eastern acclivity, but can never reach the brink. Scat-
tered patches of soil are too thin to tempt cultivation, and
the rock is too craggy and steep to allow occupation. An
active and flourishing manufacturing industry crowds up
to its base ; but a considerable surface at the top will
forever remain an open space. It is, as it were, a plat-
form raised high in air.
4 WHERE THE SALEM " WITCHES " WERE HANGED
"A magnificent panorama of ocean, island, headland,
bay, river, town, field and forest spreads out and around
to view. On a clear summer day the picture can scarcely
be surpassed. Facing the sun and the sea, and the evi-
dences of the love and bounty of Providence shining over
the landscape, the last look at earth must have suggested
to the sufferers a wide contrast between the mercy of the
Creator and the wrath of his creatures. They beheld the
face of the blessed God shining upon them in his works,
and they passed with renewed and assured faith into his
more immediate presence. The elevated rock, uplifted
by the divine hand, will stand while the world stands, in
bold relief, and can never be obscured by the encroach-
ments of society or the structures of art, a fitting memo-
rial of their constancy.
"When, in some coming day, a sense of justice, appreci-
ation of moral firmness, sympathy for suffering innocence,
the diffusion of refined sensibility, a discriminating dis-
cernment of what is really worthy of commemoration
among men, a rectified taste, a generous public spirit, and
gratitude for the light that surrounds and protects us
against error, folly and fanaticism, shall demand the
rearing of a suitable monument to the memory of those
who in 1692 preferred death to a falsehood, the pedestal
for the lofty column will be found ready, reared by the
Creator on a foundation that can never be shaken while
the globe endures, or worn away by the elements, man, or
time the brow of Witch Hill. On no other spot could
such a tribute be more worthily bestowed, or more con-
spicuously displayed."
Mr. Upham assumes that the highest point of Gallows
hill was the site of the execution of the persons convicted
of practising witchcraft, and then shows how the spot
has always been difficult to reach, even today with the
several streets which have since been opened, it is, as he
says, "a fatiguing enterprise to get at it." He apparently
did not realize that Gallows Hill pasture was then and for
a century thenceforth continued to be a part of nearly
three thousand acres of wild public land, the northern
point of which was at the junction of the present Boston
BY SIDNEY PERLEY 5
and Putnam streets. The territory was so rough and ledgy
that it was not thought of as of any use for nearly half a
century after 1692, when it came to be used as a com-
mon pasture. There is no mention of any one being
given the right to go into or upon it to remove trees or
for any purpose, and it is inconceivable that, in 1692,
there would be a path to the summit of the hill in which
a cart containing eight of the victims could be driven
thereto.
Mr. Upham says : "It is hard to climb the western
side, impossible to clamber up the southern face. Settle-
ment creeps down from the north, and has partially
ascended the eastern acclivity, but can never reach the
brink. Scattered patches of soil are too thin to tempt
cultivation, and the rock is too craggy and steep to allow
occupation. An active and flourishing manufacturing in-
dustry crowds up to its base ; but a considerable surface
at the top will for ever remain an open space. It is, as it
were, a platform raised high in air."
A later writer on the subject of Salem witchcraft,
W infield Scott Nevins, refers to a certain statement made
by Robert Calef, a merchant of Boston, who came to
Salem to observe the "goings on", and in a book, pub-
lished in London in 1700, states many things that he saw
and learned. This statement has reference to the convey-
ance in a cart to the place of execution of eight of the
victims, and is as follows : "The cart, going to the hill
with these eight to execution, was for some time at a set;
the afflicted and others said that the devil hindered it,
etc." Mr. Nevins says that this statement by Mr. Calef
is evidence that the cart was proceeding to the top of the
hill when it became "set" (immovable), and because of
the extraordinary steepness of the hill it could not be
taken farther. It seems that this statement cannot be
thus interpreted, in the first place, because, if the reason
of the cart being "set" was occasioned by apparent natu-
ral physical conditions, "the afflicted and others" would
not have presumed "that the devil hindered it," suppos-
ing it must have been "set" by some unaccountable super-
natural means. Then again, as Calef says, it was "set"
6 WHERE THE SALEM " WITCHES " WERE HANGED
as it was "going to the hill," that is, before it had
reached it.
Mr. Uphara suggests that the people reasoned that as
the devil was "the prince of the power of the air," this
high place was deliberately selected as a stage where the
executions could "be witnessed by the surrounding country
far and near," and "in going to that high point, they were
flaunting him [the devil] in his face, celebrating their
triumph over him in his own realm." The writer doubts
that the reverend author would have applied the same
suggestion to the selection of Calvary as the place of the
crucifixion, but certainly the Saviour's enemies were more
deluded than the leaders in the witchcraft proceedings in
Salem in 1692 in thinking that they were doing God ser-
vice. In each case it was the devil who was the winner,
in the first instance in removing from power the hand
and voice of the greatest influence for good in the world,
and promoting hate, unbelief and dissension ; and in the
latter case taking away the lives of innocent persons in a
grewsome and awful manner, and vaunting the influence
and power of personified evil in causing the clergy and
the church to forget their labor of love and peace and
faith, and instead to join hands with their eternal enemy
in sowing unrestrained discord, brutality, malignity, hate,
fear and terror. Rather, it was the devil's exhibition of
his four monthly field days for the specially advertised
season of 1692.
But, who had the selection of the place of execution of
the witches ? The judicial and executive branches of
the law were distinct then as now ; and the executive
arm of the law in this case was the sheriff, George Cor-
win, twenty-six years old. The writer does not think
that it is likely that, at his age, he considered that the
higher in the air he hung these human beings the more
he was "flaunting" the devil "in his face," because he be-
lieved that Satan was "the prince of the power of the
air." Neither does the writer believe that he even con-
sidered Calvary, although there are in some respects re-
semblances between the two cases. The crucifiers of the
Lord led him to a spot without the gate of the Holy
BY SIDNEY PEELBY 7
City, and on Calvary executed their will upon him. The
church, through the act of excommunication, placed some
of its brothers and sisters beyond its pale, which had
been to them, as they believed, the very gate of heaven,
and sheriff Corwin led the condemned outside the town
and destroyed their Godgiven lives. North river, as it
passed under what is now Boston street, in "Blubber hol-
low," was the limit of "the town", as understood and
recognized by the inhabitants at that time.
Neither does the writer believe that the sheriff relished
the job. He was of tender years and belonged to a re-
fined family ; but he was the executioner and he had the
task to perform, and it must be assumed that he attended
to it as quickly and simply as he possibly could, by
taking the condemned to the nearest spot of common land
beyond the town proper and executing them. Boston
street was the only way open to his cart, and he turned
in at the first place he came to, and did his disagreeable
and awful duty.
Of the spot whereon Mr. Upham states the executions
occurred, he says : "It is mostly a bare and naked ledge.
. . The elevated rock, uplifted by the divine hand, will
stand while the world stands, in bold relief, and can never
be obscured by the encroachments of society or the
structures of art, a fitting memorial of their constancy."
If it be true, that the executions took place upon this
barren ledge, gallows for eight must have been prepared
there, as eight victims were hanging at one time. It has
always cost considerable money for labor and lumber to
construct gallows, and it is inconceivable that the au-
thorities would have incurred the trouble and expense of
constructing gallows for eight when the victims could
have been fed to the brutal rope one at a time, and the
exhibition much more prolonged in this way. The records
of the town and county have been searched in vain for
any reference to expense or order to procure lumber or
workmen for such a purpose. The executions must have
been upon the limbs of trees, which needed neither car-
penter nor lumber to prepare them for this cruel pur-
pose ; and trees of suitable size do not grow on bare
ledges.
8 WHERE THE SALEM " WITCHES " WERE HANGED
Mr. Upham says : "There is no contemporaneous nor
immediately subsequent record that the executions took
place on the spot assigned by tradition ; but that tradi-
tion has been uniform and continuous." He does not
tell, however, what the tradition is.
He next refers to a letter written by Doctor Holyoke, in
1791, in which is mentioned the death of John Symonds,
who was nearly a hundred years old, and who had just
died in a house at the Salem end of Beverly bridge.
Doctor Holyoke stated that John Symonds said that his
mother's nurse at the time of his birth had told him that
from the chamber windows of the house in which he was
born, at the time of his birth, 1 she saw the witches as
they were hanging. But this statement does not disclose
the site of the house wherein he was born. Certainly it
was not the house where he died, because that house was
not built until 1730.
Mr. Upham adds a statement contained in the prayer
of Doctor Bentley, which he uttered at the funeral of
this John Symonds, which is so singular and meaningless
and inappropriate that it is hardly to be credited, that
the man who built the house where the funeral was held
was an ancestor of the deceased. From this statement of
Doctor Bentley, Mr. Upham says, "It is inferrible that
Symonds was born in the house from which he was
buried." It is difficult to understand how such a state-
ment is evidence that John Symonds was born in that
house. His ancestor may have built a dozen houses, all
of them after the year 1692, this one included. How-
ever, the statement is of no consequence, as the top of
Gallows hill was never visible from the house where
John Symonds died.
The Symonds house in Salem in 1692 in which the
father of John Symonds lived was the ancestral home on
North street, on the site which the Upham schoolhouse
now occupies. But neither was the top of Gallows hill
visible from this house.
'John Symonds was born May 22, and only Bridget Bishop was
executed June 10: and it must have been poor lone Bridget that the
nurse saw hanging there.
THE CREVICE
BY SIDNEY PEBLEY 9
In none of his investigations has the writer discovered
any tradition or record or other evidence which indicates
that the alleged witches were executed on top of Gallows
hill : and it is unreasonable in every aspect of considera-
tion that they were.
THE EVIDENCE.
In the course of his examination of land titles of Salem
for the location of early grants and houses and roads, the
writer reached "Blubber hollow". He found that the
road, now Boston street, crossed North river by a bridge
called Town bridge, which was built in 1640. Five years
later, this bridge was rebuilt, and the road raised several
feet, a causeway being made by an extensive filling.
North river extended along Norman's rocks nearly to
Highland avenue. Pope's court now crosses the location
of the river. For many years this was a pond for a tide
mill. Nearly a hundred years ago this section of the
river, between Boston street and Norman's rocks, was
filled. In 1692, the river was there in its full width (ex-
cept at Boston street where it was partially obstructed by
the causeway and bridge). The original road leading out
of the "Town of Salem" ran up Broad street into the
pasture, and at a point now included in the Bertram ath-
letic field it branched, one branch of the road proceeding
southward towards Lynn and Marblehead, and the other
turned toward the west, passed just south of the High
school building, crossed Highland avenue, passed just
southerly of Norman's rocks, under what is now Looney's
morocco shop, turned to the right through the gorge be-
tween the ledges, where the southerly end of Pope's court
is now located, to the North river. It then passed west-
erly over the narrow space between the river and the hill
until it came out where Putnam street now connects with
Boston street.
The examination showed that all the territory southerly
of North river and Boston street and for a long distance
up North river beyond Boston street was, in 1692, com-
mon public land, because of its unevenness and craggy
and ledgy condition. The old road skirted it from Nor-
man's rocks to Boston street and beyond westerly.
10 WHERE THE SALEM " WITCHES " WERE HANGED
July 24, 1735, Samuel Pope, a blacksmith, sold his
house and lot on Hardy street, and in 1737 was in posses-
sion of a house and nearly two acres of land, formerly a
part of the common land, over which Proctor street now
runs, as shown on the plan (joostf), on which the Solomon
Stevens house on Pope court and the ancient David Nich-
ols house (now Gagnon house) on Proctor street now
stand. Apparently, Samuel Pope purchased the land of
the commoners at the time, and built a house thereon,
having his blacksmith shop near the junction of the ancient
road and Boston street. For one hundred and thirty
pounds in province bills he and his wife Sarah conveyed
the property to Moses Steward of Salem, bricklayer, Dec.
15, 1737. 1 The land is described as bounded by "the
great pasture, so called." It would thus appear that the
part of the pasture which included the highest hill was
not then called Gallows Hill pasture. It was called the
Horse pasture in 1753, 2 1775 3 and 1785.* The first time
it was mentioned as Gallows Hill pasture was in 1789.*
Moses Steward conveyed the estate to Thorndike Proc-
tor about 1745, and the latter owned the house and land
in 1753. 2 Mr. Proctor was grandson of John Proctor
who was executed for witchcraft in 1692. Mr. Proctor
did not live in this house, which he apparently let.
The commoners proposed in 1747-8 that locust trees be
set out on the common highlands, and offered to pay two
shillings and sixpence for each tree thus set out. Mr.
Proctor heeded the suggestion and set out some locust
trees on his land that had belonged to Moses Steward.
Mr. Proctor died in the summer of 1774 ; and one of the
lots of land assigned to his widow Abigail Proctor, Sept.
18, 1775 (confirmed by the court April 1, 1776), was "a
peice of land, about one acre, which was purchafed of
mofes steward, on which the Locuft trees now stand,
bounded as follows, from the well by the wall adjoining
'Essex Registry of Deeds, book 74, leaf 85.
2 Salem Town Records, Jan. 1, 1753, Meeting of the Selectmen.
3 Probate Records, Estate of Thorndike Proctor, docket number
22,895.
"Essex Registry of Deeds, book 143, leaf 208.
& Essex Registry of Deeds, book 151, leaf 244.
BY SIDNEY PERLEY 11
the horfe pafture (so call d ) riming about south eaft to a
stake & stones, from thence about thirty feet North eaft
to the fence running round the hill, the old wall being
the bounds, she allowing the liberty of the road for pafs-
ing and repafsing." This mention of the locust trees as
a distinguishing mark used to identify the lot shows that
they were not similar to trees of that kind that were com-
mon, but trees that were for some reason different in
themselves or in their use and generally known. Else,
they would not have assisted in the identity of the prem-
ises.
John Adams, afterwards president of the United States,
in 1766, had a sister-in-law living in the Ruck house, on
Mill street, in Salem, and in passing from court to court
and from county to county, in his law practice, he occa-
sionally stopped at the house of his brother-in-law Cranch.
Under date of Thursday, Aug. 14, 1766, he wrote in his
diary as follows : "Dined at Cranch's ; after dinner
walked to Witchcraft hill, a hill about half a mile from
Cranch's, where the famous persons formerly executed for
witches were buried. Somebody within a few years has
planted a number of locust trees over the graves, as a
memorial of that memorable victory over the 'prince of
the power of the air'. This hill is in a large common be-
longing to the proprietors of Salem, etc. From it you
have a fair view of the town, of the river, the north and
south fields, of Marblehead, of Judge Lynde's pleasure-
house, etc., of Salem Village, etc."
Mr. Adams may have walked to the highest part of the
hill, though his description would probably have been as
applicable to the lower hill where the locust trees were
growing. Some things that he omits to mention, as the
harbor, indicate that he ascended the lower hill only.
The following sketch was made by the writer in 1901,
from a photograph of the hill taken from a chamber win-
dow of house numbered fifty-one on Boston street, which
looks southerly, and which is also the view from either of
the three most ancient Symonds houses in Salem. In
the picture the buildings which appeared in the photo-
graph were eliminated, and the river and ancient road have
12 WHERE THE SALEM " WITCHES " WERE HANGED
been added, together with a fence along the bottom of the
hill and by the side of the road. The trees and shrubs
are as they were in 1901. Where the old road and the
fence by its side are shown, was built a railroad some
fifty years ago ; and the digging and blasting thus occa-
sioned greatly changed the appearance of the side of the
hill to the northeast
SITE OF THE LOCUST TREES AND CREVICE
This sketch presents the location of the lot where "the
locust trees stand" in 1775, which was then assigned to
Abigail, widow of Thorndike Proctor, as a part of her
dower. It lay between the road and the fence along the
top of the hill and the whole length of the picture.
In 1901, Andrew Nichols, then upwards of sixty years
of age, and now an octogenarian, said to the writer that
his father, Dr. Andrew Nichols, the first president of the
Essex County Natural History Society, who was born in
1785, who was an investigator and greatly interested in
the history of the locality, lived at Central Square in
what is now Peabody. Mr. Nichols says that when he
was a small boy he often rode with his father on his pro-
fessional visits, and once when he was about twelve years
of age (in 1849), when they were driving to Salem, Doc-
BY SIDNEY PERLEY 13
tor Nichols stopped in Federal street and looked back to
the large trees on this lot of land, and said to him, "That
is where the witches were hung." Doctor Nichols was
born, reared and always lived among people who would
be likely to know where the executions occurred, and he
was a man who was positive before he made such impor-
tant statements to his boy.
The writer then went to the place where he was told
the trees had stood more than fifty years before to see if
there were any stumps or other remains of any large trees
at that spot. He met the owner of the land, the late
Solomon Stevens, then ninety years or more of age, who
lived on the lot, just beyond the left hand end of the pic-
ture. Through the infirmities and weaknesses of years,
he was unable to talk intelligently, but his son and daugh-
ter said that there had been two large trees standing there,
until about 1860, when the son felled them, and dug out
the stumps, as the trees were in their garden. He pointed
out the place where each had stood, on the near side of
the fence running along the brow of the ridge or hill at
the left of the picture, one where a little dot appears,
and the other in the shrubbery about thirty or forty feet
to the left of the first, at the very edge of the picture.
The last-named tree (the one farthest to the left) stood
in a crevice between the ledges. When the stumps were
removed Mr. Stevens stated that he and his father pulled
down into their garden all the soil that was in the crevice,
leaving it as it is to-day. The fence passes over the
crevice. Mr. Stevens produced from within his wood-
shed several short sections of the trunks of the trees,
which had been there all those years, and gave the writer
a small piece of one of them. The great fire came in
1914, having originated in front of Mr. Stevens' resi-
dence, and swept away the house, shed, fences and the
remaining sections of the old trees.
The writer has found neither evidence nor tradition that
locust trees ever grew upon the top of Gallows hill ; nor
that a crevice ever existed there where the bodies of
Burroughs, Willard and Carrier could have been even
partially buried. The late Abner C. Goodell of Salem,
14 WHERE THE SALEM "WITCHES " WERE HANGED
ex-president of the New England Historic-Genealogical
Society, and a student of the Salem witchcraft delusion,
in a public meeting, a few years before his decease, stated
that, occasionally for twenty years after Mr. Upham's
work appeared, he had searched on top and on the sides
of the hill for such a crevice or hole between rocks, but
in vain.
The finding of this crevice, combined with the state-
ment of John Adams that the locust trees were set out to
mark the graves of the witches, brought to mind the
statement of Robert Calef, the Boston merchant, who has
already been mentioned, regarding the disposition of the
bodies of Burroughs, Willard and Carrier. Calef wrote
as follows : "When he [George Burroughs] was cut
down, he was dragged by the halter to a hole, or grave,
between the rocks, about two feet deep, his shirt and
breeches being pulled off, and an old pair of trousers of
one executed put on his lower parts ; he was so put in,
together with Willard and Carrier, that one of his hands
and his chin, and a foot of one of them, were left un-
covered." 1
It is a tradition in the Buffum family that from the
house of Joshua Buffum were seen the hand and foot
mentioned by Calef, and after dark on the evening of the
day of the execution of these men Mr. Buffum went to the
crevice and covered the exposed parts. Mr. Buffuin then
lived on the northerly side of Boston street, just easterly of
Fowler street. He is also credited with having assisted
relatives of the victims in removing the bodies from the
places where they were buried to the river and in boats
carried away to their houses. Especially was this true
of George Jacobs, Rebecca Nurse and John Proctor, to
the homelands of each of these persons there was direct
communication by boat. The low hill near the river
made this method of removing the bodies the most ad-
vantageous.
The distance from the house of Joshua Buffum to the
top of the hill would make it improbable that a slightly
Robert Calef's "More Wonders of the Invisible World," etc.,
1700 (edition of 1796), page 213.
BY SIDNEY PEELEY
15
exposed hand or foot could be seen. In an air line the
distance is about one hundred and twenty rods, which is
considerably more than a third of a mile. Not only was
the distance great, but the growth of trees, which must
have existed to a greater or lesser extent in the common
lands, would necessarily have precluded such a view.
From the house of Joshua Buffum to the crevice, in an
air line, the distance is only about fifty-three rods, and
the view unimpeded, as one had to look down the hill
and over the marsh and river only.
THE JOHN MACCARTER HOUSE
When a boy, 1 Edward F. Southwick lived with David
Nichols at this place, from 1847 to 1852. Mrs. Nichols
was a Proctor, and a granddaughter of Thorndike Proc-
tor, who was grandson of John Proctor, who was executed
for witchcraft. Mr. Southwick stated to the writer and
others that both Mr. and Mrs. Nichols told him that the
'He was born Feb. 24, 1833.
16 WHERE THE SALEM " WITCHES " WERE HANGED
witches were executed near the crevice. Mr. Southwick
also said that an old man, who lived with Mr. Nichols,
and who was named Thorndike Proctor and was a rela-
tive of Mrs. Nichols, used to take walks with him, and
he also told Mr. Southwick that the witches were hung
near the crevice.
An incident in the history of the house 1 which stood
on Boston street, next westerly from the house on the
westerly corner of Boston and May streets, and which
was swept away in the great fire of 1914, is at least sug-
gestive. It was built about 1685, by John Maccarter, a
dyer ; and was only about two hundred yards from the
crevice on the small ridge or hill. If the hangings oc-
curred where the evidence shows they did, in June, July,
August, and September, 1692, Mr. Maccarter and his
family had from the windows of their home the plainest
view. The jails contained many accused or condemned
persons who were to all appearances destined to pass by
the Maccarter house and in plain view of the family be
roughly and cruelly executed. What, if any, was the
effect of the executions upon the minds of Mr. Maccarter
and his family is unknown ; but November twelfth of that
autumn, he conveyed the house and lot for a price appar-
ently far below their worth to Nicholas Chattwell of
Salem, a mariner.
Returning to the statement of John Symonds who died
in a house standing in Salem, at the end of Beverly
bridge, that, at the time of his birth, his mother's nurse,
from the chamber windows, could see the witches as they
were hanging on the day of their execution, the house
where he was born must have been the original Symonds
house, which stood on the site of the present Upham
schoolhouse on North street, in North Salem. From the
southerly windows of that house, one could look over the
garden, marsh and river to the place where the locust
trees stood and where the crevice is, the view being unob-
structed by any natural thing. The hill appeared as in
the sketch on page 12, that being the side which would
'Numbered nineteen on Boston street.
BY SIDNEY PERLEY 17
have been seen from the original Symonds house on North
street.
Herewith is given a plan showing the location of the
various points relating to the subject matter.
THE WITCH TREE.
This does not refer to a tree upon which any witch may
have been hung, nor perhaps to a tree that was in exist-
ence in 1692. A superstition prevailed in England in
ancient times that a baby or young child would be im-
mune from witchcraft if he were bodily passed through a
hole in a rock or something else where the symbolism
would be similar. Where the "witches" were executed
in Salem a peculiar tree was noticed soon after the sum-
mer of the executions. The peculiarity was the division
of the trunk, a foot or two above the ground, into two
parts, and the two parts grew widely apart. About two
or three feet higher, the two parts grew together and
became practically a single trunk. How prevalent the
ancient practice in England of passing a young child
through a hole to prevent him from ever being under
diabolical influences was in New England is entirely un-
known. Who was the first to suggest the practice in
Salem is also unknown. It is true, however, that, for a
long time after 1692, babies were passed through this
tree for that purpose. The aged Mr. South wick, already
mentioned, told the writer that he had known of the
"witch-tree", which stood between the crevice in the rock
and Proctor street. Henry Safford, who was born where
Ex-Mayor Turner now lives, on Boston street, July 9,
1793, is said, by his granddaughter, to have been the
last child passed through the tree. The following letter,
which was received by the writer many years ago, relates
to this tree :
11 Laurel Street, No. BEVEBLY, Oct. 16, 1911.
SIDNEY PEBLEY, ESQ.,
Salem, Mass.
Dear Sir:
I have been very much interested in your articles
on the location of the site upon which the "witches of Salem"
18 WHERE THE SALEM " WITCHES " WEBB HANGED
were hung. It fits in with information that has come to me from
time to time.
My wife's great-grandfather at sometime way back lived where
Ex-Mayor Turner now lives, and in the rear of that house was said
to be a tree called "the witch tree". This tree had a large hole
through the trunk and new born children were passed through the
hole to protect them from the witches. My wife's grandfather was
said to be the last one passed through. In the same line of argu-
ment, the Trofatters that lived above near the "big tree", and who
claimed to have parts of this tree, always located the spot on the
hill in the rear and below the house. I have a small fragment of
the tree, or said to be of the old tree.
It has always been a puzzle to me to make the location on the
hill above fit in with the information that I had and I am very glad
to read your theory of the location.
Very truly yours,
A. L. BABBIDGE.
FLINT ACCOUNT BOOK.
FROM THE ORIGINAL IN THE ^POSSESSION OF THE
ESSEX INSTITUTE.
This little book, with sheepskin binding, was the prop-
erty of Edward Flint of Salem, entries in which were
made between 1679 and 1685. The dates of births of his
fifteen children are an addition to the vital records of
Salem, as the first three only have been given previously
in any printed record of the Flint family. Edward Flint
was son of William Flint, who settled in Salem about
1645, and a brother of Alice Flint, who married John
Pickering. He was born about 1638, according to depo-
sitions in the Essex County Quarterly Court records, and
married 2:8: 1659, Elizabeth Hart. Their house was at
the present corner of Essex and Flint streets. He died
in 1711. This account book records his transactions with
several of the early shipbuilders of Salem in carting tim-
ber from Endicott's, Nurse's, Kebbie's,Harwood's, Felton's,
Cooke's, and other woodlots at Salem Farms or Danvers, for
keels, windlasses, spales, and other parts of vessels.
Mention is made also of the non-conformist minister,
Morgan Jones, who, after a varied career in New Eng-
land, including service under Captain Samuel Appleton
in King Philip's war, settled in Newtown, L. L, about
1680, as pastor of the church in that place. Jones took
the oath of fidelity in Salem in 1678. 2 Cotton Mather,
in the Magnolia? holds him up to ridicule as an impostor,
and while his conduct in Salem was not wholly without
reproach, he having been arrested for imbibing too freely
in 1678, when in the employ of William Lake, records
show that he had received a college education and was of
good birth. Mather's informant wrote thus :
I think I once told you of E. F. and M. J., but lest I have not,
I'll give you a word of each. E. F., sometimes of Salem, coming
to New Haven on Saturday even, being cloatlied in black, was taken
for a minister, and was able to ape one, and humored the mistake
'See Essex Antiquarian, vol. 5, p. 36, and vol. 7, p. 73.
2 Essex County Quarterly Court Records, vol. 7, p. 155.
Vol. 2, p. 543.
(19)
20 FLINT ACCOUNT BOOK
like him that said, Si vult populus decipi, decipiatur. [If people
want to be cheated, let them be cheated.] Word being carried to
Mr. J. T. that a minister was come to town, he immediately pro-
cured him to preach both parts of the day. The first was to accep-
tation; but in the last exercise he plentifully shewed himself to be
a whimsical optimist, and besides railed like Rabshakeh, and re-
viled the magistrates, ministers and churches at such a rate that
the people were ready to pull him out of the pulpit.
M. J., a Welch tanner by trade, sometime servant unto Captain
P. at Salem, left Salem, went to Saybrook, worked at his trade, and
stole Mr. W.'s leather breeches. Thence he went to Staten Island
by New York, and set up for a preacher, being a ready prater. At
the information of a peddling trader, he had an invitation by some
few of Killingsworth to visit them and preach in order to settle-
ment. He came, but happening to speak irreverently of something
in the Scripture before some of the people, it occasioned such
division and tumult that he was not suffered to preach before Mr.
Buckingham's advice and consent was obtained; which, when
sought, he advised them to enquire first whether this were not the
fellow that stole the leather breeches. This proving even so, pre-
vented him at Killingsworth. Thence he went to Bradford, the
night before the fast, and making known his pretended function, it
was counted a good providence, for they had no minister, and he
was earnestly desired to preach, and as readily accepted it. But
one Peter Stent, a brother that used to pray and read a good sermon
among the people when they had no minister, knew nothing of this
(for he lived at a farm), but in the morning came provided to read
one of Mr. A. Gray's sermons. But he found Morgan at it when he
came; and when he named his text, it was the same his intended
sermon was on, and out of the curiosity to see how men's wits
jumpt in prosecuting the same text, he turned to his book, and
found Morgan the same with Mr. Gray, word for word. He fol-
lowed him while he was weary, and at length run before to a place
in the sermon that spoke of Glasgow sinners, and there lay wait for
Morgan ; but when he came there, he turned it, New England sin-
ners; and that was all the variation in the whole sermon. The peo-
ple were mightily affected with the sermon, and were hot upon
calling Morgan to the ministry. But Stent discovered the cheat.
So they dismissed him, and the tanner departed, with liberty to go
as far as a new pair of shoes would carry him."
The "M. J." mentioned in the foregoing was Morgan
Jones. One cannot help questioning if "E. F.," the other
impostor from Salem, were Edward Flint
FLINT ACCOUNT BOOK 21
This Booke is John fflint.
Edw. fflint his Booke : an Do : 1679.
John: 12: March: 1660.
Willam : 14 : ogust : 1661.
Thomas : 2 febewary : 1663.
Jonathan : 28 : may : 1665.
David: 15: ogust: 1667.
Samuel : 10 : Aprell : 1669.
Elesabeth: 26: November: 1670.
Joseph: 11: June: 1672.
Hannah : 25 : March : 1674.
Sarah: 30: November: 1675.
Deborah: 15: Aprell: 1677.
Beniamin : 27 : march : 1679.
George 22 noumber 1681.
Abigill 16 August 1683.
Willum 31 : October 1685.
John Trask D r bye Bords 65 fut.
Paid to M r Robart Hodg three pounds in silver y* 3 :
1 : 1680, and fifty bushels of Indean corn by M r William
Brown, senior.
y e 7 : of September : 1680 : then we went to marbelhed
with hay & so continued for three days.
Rec. of John Norman 7 pound of Corddig.
M r Crumwell Dr. in y e year: 1679 : for plowing, 12s;
for 2 lode of hay, 6s.; 1 lode of otes, 2s.; 2 lode of hay
south field, 8s.; in y e yere 1680, 2 lode of hay, black
wall, 6s.
John Bullock D r to foure bushells of otes & half.
M r Ruck D r y e yere 1678, for 1 lode of Corn south
field, 4s.; 2 lode of corn at home, 5s.; in 1679, 1 lode of
corn at home, 2s.; in 1681, by plowing &soing & harrow-
ing of otes, 12s.
y e first of Bens goeing to Cull was y e 15 of July 1684.
Ely Gedny D r 29 : 4: 80, 81i. 9s. 9d.; rec. 1 pece of
sherge, 21 yards, at 5s. 3d.; in 1679, 1 lode of timber,
10s.; green pese, 15s.; in 1680, to 1 lode of hay, north
field.
John Maston, to 3 lode of timber, 1 li. 4s.
John Crumwell Dr., 1680, to 1 lode of hay, south field,
22 FLINT ACCOUNT BOOK
4s.; 31 November, 1681, by drawing up wood, 6 Cord,
6s.
John Curwin, Dr., 1 lode of hay, south field, 4s.
John Norman, Dr., 26 : 5 : 1680, 1 lode of timber, 8s.
Capt. George Curwin, Dr., 1 lode of timber, 8s.; 4 lode
of hay, 16s.; 1 lode of wood, 16s.; 19 lode of dung, 15s.
Left. Neall, Dr., 28 : 1 : 1681, for 3 lode of bords ; for
seed corne, 2s.; for 1 peck yers of corn ; 2 June, 1681, by
shereing shepe ; 15 June, 1681, by drawing a frame, 8s.
John Macarty, Dr., by carting 4 thousand of Bricks,
12s.; 3 July, 82, by 4 lode of stons 3s. per lode; by my
horse to Ipswich by Stoks, 4s.
Ezecyah Duch, Dr., 28 of Febiwary : 81 : by half a
cord of wood.
John Norman, y e 3 November 82, by 1 lode of timber.
John Norman, Dr., Jan. 16, 1681, by 1 lode of timber,
very common; Jan. 17, by 1 lode timber, Nurs; by 1
lode of timber, horwods ; Jan. 27, by 1 lode of timber
y e Ceele ; 28, by 1 lode of timber, howoods, 4:5: 81 :
by one lode of timber, horwoods ; by 1 lode of spalls,
4 November, 1681, by 1 lode of timber from foots 44
feet; 17 febewary: 1681: by 1 lode of timber from En-
dicots ; 20 day 12: 81, by 1 lode of timber y e celle with
y e hole in it ; by 2 lode of timber winleses ; 3 March, 81,
by 2 lode of timber y Great pees between ; 4 March 81,
by a lode of timber y e Ceele ; 27 March, 82, by 1 lode
of timber from Cebis [Kebbe ?] ; 3 June 82 : by 1 lode
of timber y e ceel from Nurses ; 8 June 82, by 1 lode of
timber, Endicots ; y e 12 : June 82 : by 1 lode of timber,
Endicots; y e 13 Jun : 82: by 1 lode of lumber, Endi-
cots ; y c 21: Jun ; 82, by 1 lode of timber ; 6 Jun : 82, by
1 lode of timber, feltons ; 30 Jun : 82, by 1 lode of tim-
ber, kebis ; y e 6 July, 82, by 1 lode of timber, Cebys
Cart.
M r William Boudich D r by 3 hondrid of fagits cutinge
& carting to his wharf to fill it at 8s. per hondered ; to 5
lodes more, Hi. 2s. 6d.
M'Jonathan Curwinn by drawing up 6 Cord of wood.
George Deene, D r 81 : by drawing up wood from
Gupis : by 1 half Cord of wood y e 1 : of March, 81-82,
4s.
FLINT ACCOUNT BOOK 23
M r Taly, D r by my hors to marbellhead y e 17 March
81 : 2s.; by my horse to Winnisemit y e 23 March : 1681,
4s.
An account of disbursments about harts action against
peach in Salem Coort y* 30 November 1681, going to
Marbellhead, etc.
Edmond Bridges, D r by drawing up 4 cord of wood,
Nov. 16, 1681.
Mr Bartellmew Gedny, D r 25 Nov: 82 : by drawing up
2 lode of timber from Gupes, y* 11 Dec : 82: by 1 lode
of timber from tres.
M r Gidny, D r y e 9 Jun : 82: by 1 lode timber, feltons ;
y e 25 August : 82 : by 1 lode of timber ; a great pes at
Cooke ; y e 26 August 82 : by 1 lode of timber from fel-
tons; y e 23 October: 82, by 1 lode of timber from fel-
tons, 45 ; y e 2 November : 82, by 1 lode of timber ; y e 6,
7, 8, 9, 13, 1 lode each day of timber from feltons.
M r Crumwell, ]> y e 17 : July : 82 : by carting 4 lode
of hay from black wall & Marcis, y e 27 July 82, 12s.;
by 1 lode of timber for Gutors ; Oct. 84 : by 1 day draw-
ing muck, 8s.
Benjeman Small, D r y e 25 May 84, by a lode of wood,
5s.
Rennols, y* 7 July, 1 lam kild.
M r Gedny, credit by 4 y d & half of sherg at 5s. 6d. pr.
yard ; 4 y d of lining at 18d. per yd.
Paid for a hors Bought at f erf eld ; 6 yd. of serge, 21i.
2s.; 1 pr. centin, Hi. 15s.; 4 dozen of Buttons, 2s. 8d.;
silk, Is.
Goodman Rodes, D r by Boults, 3s. 6d.; by whet, 8s.;
Lam, Is. 6d.; fish, 6d.; milk, 9d.
y e 10 June, 1683, then Sarea Debro went to Cholle.
Robins, 4 lams Gild y e 7 July 83.
Bought for Richard Norman, 9 hogs y* ways 739 pound,
which cost 61i. 8d. One pig cost 19s. 6d.
Bought for sister Norman 2 pigs which ways 280 pr.
Goodwif e Harvie, D r y e 28 October ; 1684, by 1 lode
of wood, 4s.
John Trask kild y e 7 July, 83, 2 wolf, 3 Lams, 1 sould.
Stoadford, Millford, New Haven, Branfoard, Gillfoard,
24 FLINT ACCOUNT BOOK
Celinsworth, Manocoteset river, Sebrook, Lime, New
lonnon.
Morgin Jones, 2 2s. of his contri Rate to y e 4 Rates,
John Simson, 0:8:0:6; Nat. Sharpe, 0:6:8:5; Hen.
Rennolds, 6:8:4:6: Isa. Willams, 0:8:0:6; Hen r
West, : 10 : : 6 ; And: Auger, 0:5:0:2; John Lech,
0:6:8:3; Rich. Maber, 0:6:8:2; George Pete, 6 :
8: 3: 6; John Parker, 6:8:4: 6; Will. Gill, 1: 9:
6:6; Sam. Roopes, 6:8:4; Rob. Buffum.
Shipt on Bord y e Sloop frendship Robert Hodg, master,
y e sum of 22 bushells of wheat & halfe y e 23 : Jenu-
ary : 1682, from Millford 17 feb : 8 Bushels of whet &
2 Barls of pork, Novemb. 2, marked E. F. 18 feb : more
8 Bushells of whet at Greenewich, Stoadford ; Lockwood,
1 Bushell of wheat, ould Bell, 1 Bushell wheat. By Bety,
Lockwood, 1 Bushell of winter wheat ; y e 5 of March
1682/3 Ship on Bord y e sloop frendship 15 Bushels winter
wheat by f oris.
Zenas Collfox, Dr. y e 7 of Desember : 82, by 1 lode of
wood, 5s.
*See Riker's "Annals of Newtown, L. I."
Hon. ISRAEL M. SPELMAN
President of the Boston & Maine
I 862-1 866
LUCIUS TUTTLE
President of the Boston & ME
1893-1909
WILLIAM MERRITT
Superintendent of the Boston & Maine
1855-1873
CHARLES MINOT
Superintendent of the Boston & Maine
1842-1850
THE BOSTON AND MAINE RAILROAD.
A HISTORY OF THE MAIN ROAD, WITH ITS TRIBUTARY
LINES.
BY FRANCIS B. C. BRADLEE.
(Continued from Vol. LVI, page 264-*)
As far back as 1845, also, an agitation had begun for a
railroad from Danvers to the main line of the Boston and
Maine at South Reading, now Wakefield, but not until
March 15, 1852, was the Danvers Railroad Company in-
corporated "with power to construct a railroad from some
convenient point on the line of the Danvers and George-
town road in North Danvers, thence running through the
towns of Reading, Lynnfield, and South Reading, . . .
to unite with the Boston and Maine Railroad ... at
some convenient point in South Reading . \ uifl The
total length of the road was nine miles, and the capital
authorized, -f 100,000 ; total length of the Danvers and
Georgetown road, twelve miles. The Danvers and Dan-
vers and Georgetown Railroads were given power on
April 30, 1852, to form a corporate union under the name
of the latter road, and were also given power to enter on
the Newburyport Railroad at Georgetown, and in addition
could lease their roads to either the Boston and Maine or
Eastern companies. It was found, however, so hard to
finance the construction of these two small roads that, in
1853, the directors of the Danvers company applied to
the management of the Boston and Maine for help. The
Legislature of Massachusetts had but a short time before
passed a bill allowing the Danvers road to receive sub-
scriptions to its stock from the Boston and Maine to an
amount not exceeding $40,000. After much hesitation,
the Boston and Maine offered to take a lease of the Dan-
vers Railroad, provided an agreement could be made with
the Danvers and Georgetown and Newburyport for the
joint operation of their respective railroads.
This arrangement was matje, and on May 30, 1853, a
lease of the Danvers to the Boston and Maine was exe-
i> }j'j(>no<J .a'fwmlijj}!. d-roiiviwlv/sVl
(25) ) () ( )j
26 THE BOSTON AND MAINE EAILROAD
cuted for one hundred years. In doing this the manage-
ment of the latter road was influenced largely by the fact
that it thus controlled what was known as the "middle
route" to Newburyport, which could be used offensively
or defensively in fighting the Eastern.
While the Danvers and the Danvers and Georgetown
Railroads were opened for inspection on September 2,
1854, they were not used for public travel until October
23 of the same year. The Boston Transcript of October
24, ] 854, says : "It was a great day for the hard work-
ing citizens of several towns of Essex County on Mon-
day, October 23, when a new route between Boston and
Newburyport was opened to the public. This road con-
nects with the Boston and Maine at South Reading
(Wakefield), and passes through Lynnfield, Tapleyville,
North Danvers, Topsfield, Boxford, Georgetown, New-
bury, and Newburyport. We understand that a large
number of persons from Georgetown, Boxford and Tops-
field, who had never travelled with a steam horse, ven-
tured the experiment of jumping on and trying him. . .'*
The schedule of trains was as follows: Trains left
Newburyport for Boston at 7.45 and 11 A. M., 1.45 and
5 P. M. Returning, they left Boston for Newburyport
at 8.05 A. M. and 12 M., 3 and 5.30 P. M. The trip
from Boston to Newburyport consumed one hour and
thirty-four minutes, and it was accomplished by wood-
burning locomotives. In 1858 a saving of 36 per cent.,
or $1,500 a year, was accomplished by the substitution of
coal for wood as fuel.
After the Danvers and Georgetown became part of the
Newburyport Railroad Company, that road's credit seems
to have vanished completely, and after a precarious exist-
ence of a few years, during which matters reached such a
pass that the president and directors were obliged to be-
come personally responsible to the Boston Locomotive
Works for two new locomotives, the "Newburyport" and
the "Yankee," the road was leased to the Boston and
Maine for one hundred years from February 21, 1860.
The latter company assumed the responsibility for the
Newburyport Railroad's bonded debt, amounting to
$400,000, its stock being practically worthless.
BY FRANCIS B. C. BRADLEB 27
For a time the Boston and Maine and Eastern compa-
nies entered into a traffic agreement to divide the New-
buryport freight and passenger business, but in a few years
they, as usual, fell out, and several years of sharp com-
petition ensued, so that in 1867 the Boston and Maine
reduced its fare for passengers between Newburyport and
Boston to fifty cents, much below the regular rates. On
September 7, 1905, the Newburyport Railroad Company
voted to pay three dollars a share for all outstanding
stock, and on October 11, 1905, the Danvers Railroad
took the same action. The president, treasurer and di-
rectors of these companies at that time were the officers
of the Boston and Maine Railroad. The latter corpora-
tion was, on September 28, 1906, authorized to issue $306,-
000, 20-year, 4 per cent, bonds to acquire title to the
Newburyport Railroad, and also to issue $152,000 4 per
cent. 20-year bonds to acquire title to the Danvers Rail-
road. These roads accordingly passed out of existence
forever.
In 1848 the Massachusetts Legislature had chartered
the Saugus Branch Railroad Company, with leave to build
a railroad from Lynn Common through Saugus to Maiden,
a distance of about ten miles, connecting at the latter
place with the main road of the Boston and Maine. The
whole project was in reality nothing but an attempt on
the part of the Boston and Maine to tap some of the
Eastern Railroad's Lynn business.
Work on the new line was begun in 1850, and dragged
along slowly for lack of funds, but finally, on February 1,
1853, the Saugus branch was opened for travel with four
trains each way daily. Andrews Breed of Lynn was
superintendent, and, in the beginning, the only interme-
diate stations were East Saugus, Saugus, Cliftondale, East
Maiden, now Linden, and Maplewood. In the meantime,
however, the ever-watchful Eastern had managed to se-
cure the controlling interest in the Saugus Branch Com-
pany, and soon began to complain that this branch, as
operated, which then did not join the main line of
the Eastern at West Lynn, benefitted no one but their
bitter enemy, the Boston and Maine, as they were forced
28 THE BOSTON AND MAINE RAILROAD
to keep up separate rolling stock, which could not by any
means be of use to them on other parts of their system.
Accordingly the Eastern Railroad petitioned the Legis-
lature for permission to discontinue the connection of the
branch with the Boston and Maine at Maiden, and instead
extend it to join their main line at South Maiden (now
Everett) Junction, and also extend it at its further end
to connect with their main line at West Lynn. This
would give them a "loop line" between Boston and Lynn
and enable some of the main line trains to be run that
way. The Legislature gave the required permission, and
the new connections were made in 1855, but traces of
the old original roadbed can be clearly seen at Maiden.
This was long before the days of the trolley cars, or even
the horse cars, and it must be remembered that these
suburban branch roads near Boston were then of great
financial importance as "feeders" to the trunk lines.
In view of the long continued warfare between the
Boston and Maine and Eastern companies, it is strange
to find them, in 1853, entering into an amicable part-own-
ership of the steamer "Daniel Webster." This fine, new,
side-wheel boat of 900 tons was built at New York to
run between Portland, Rockland, Penobscot river landings
and Bangor. The "steamboat trains" to connect with her
were run by both roads. Direct rail communication be-
tween Boston and Bangor was not made until 1857, and
the "Railroad line," as the service outlined above was
called, always was well patronized, resulting in large divi-
dends for the "Daniel Webster."
The Eastern was not the only road against which the
Boston and -Maine adopted aggressive measures. In July,
1851, a "New Route" between Boston and Lowell was
advertised by the Boston and Maine, which was arranged
to use the latter's line to Wilmington Junction, thence
the Salem and Lowell road, which was then an inde-
pendent company, to Lowell. One gains the impression
from the advertisement that the trains were through
trains, without change of either cars or engines, seem-
ingly an attempt to divert traffic from the rich Boston
and Lowell Railroad, then at the height of its glory.
BRANCH RAILROAD.
ARRANGEMENT COIVHYIENCINC
MOMAY, OCTOBER 16.
Passenger Trains will leave WEST LYNN for BOSTON & MAINE RAIL
ROAD STATION, in Hayniarket Square, through Saugus, Cliftondale,
East Maiden, Maplewood, Maldeu Center, and Edgeworth, as follows :
TRAINS FOR BOSTON-LEAVE
4,40
4,44
4,49
4,54
4,51
5,OO
5,05
5,O8
6,00
6,10
6,13
6,18
6,23
6,28
6,32
6,36
The Train on Saturdays, leaving Lynn at 8 P.M.,& Boston at 10 P.M., will be discontinued.
Lynn - - -
T,3O 9,35
1,45
East Saugus
T,34 9,39
1,48
Saugu Centei
7,38 9,43
1,52
Cliftondale -
7,43 9,48
1,57
East Maiden
7,47 9,52
2,OO
Maplewood
7,50 9,55
2,04
Halden Center 7,54- 1O,OO
2,09
Edgeworth -
7,58 10,03
2,13
TRAINS FROM BOSTON-LEAVE
BOSTON .
ft in i > lui
A fU\
EDGEWORTH ...
3,UU
o i /
MALDEN CENTER -
- - 8,43 12,13
3,1U
3,13
MAPLEWOOD.
31 U
KA8T MALDEN -
,19
9 OQ
CLIFTONDALE -
tf,/eo
1 Ofi
SAUGUS CENTER -
. - 9,02 12,32
9fHO
3,32
EAST SAUGUS . .
- - - 9,06 12,36
5,36
Lynn, Oct. 1O, 1894.
A^ DREWS BREED, Supt,
W. W KeUogg, Printer, Typographic Htfl, Owr Depot, Lym
BY FRANCIS B. C. BRADLKE 29
The Lowell management promptly sued the Boston and
Maine for infringement of the special rights secured by
their charter, but in spite of the eloquence of Rufus
Choate, they got very little satisfaction, as public senti-
ment was then strongly in favor of as much railroad
competition as possible.
Referring once more to the Medf ord branch, previously
mentioned, an article in the Medf ord Historical Register
for April, 1914, by Moses W. Mann and others, contains
so much interesting matter that it has been thought well
to reproduce a portion of it, as follows :
This railroad was chartered May 7, 1845, on petition of James O.
Curtis and others. In town meeting of June 22, 1845, the petition
was endorsed by vote, and another vote instructed the selectmen to
appear before the Legislature and look after the town's interests.
. . . When the Medford Branch was projected . . . Medford had
easy access to Boston, with its own terminal at Medford square,
then called the market place. It would have been better if the
committee had looked more clearly after the interests of the town
than it did, and not have permitted a grade crossing of old Ship
street. Of the Branch, Brooks' History says, "It was readily fin-
ished and proves to be a productive and convenient road," and it
was in its infantile days. At the present time [1920] it is a prob-
lem to the managers and a small factor in passenger transit.
'}'' sn'rjiU9 {} emtfi> li I9i">/i
Describing the Medford station, which still does duty,
Mr. Mann goes on to say :
' Jsrfi v.omKl dW .noiioH ni 3ihu-
Passengers passed through the depot into the train shed that
housed two cars; extra cars stood outside. The ticket office had a
window in the main building and in the shed also. There were
three docks from the river to Ship street. The railroad partially
closed two of them. Crossing Ship street, it had a fairly clear
route to the main line, running under bridges at Cross and Park
streets. At Park street a locomotive tank was supplied with water
from an ordinary hand pump mounted on a platform. Spring street
and Glenwood were not on the map in 1845-6-7. One old house was
at the foot of a lane near the present crossing. The land farther
down was a swamp and salt marsh. The road was single tracked;
engine built at Lowell, weighed about eleven tons and was without
a cab ; cars to correspond. . . .
30 THE BOSTON AND MAINE BAILROAD
Engineers. Conductors.
Joseph Seavy, John F. Sanborn,
Robert Gregg, Ralph Smith,
James B. Rice, William Crook,
George Folsom. Edward Weymouth,
John F. Sanborn. Albert Hamilton.
John F. Sanborn was conductor a short time and then station
agent at South Reading; . . . later was engineer on the Medford
Branch until the railroad [engineers'] strike in 1877, then to New
York Elevated [Railroad], where he died about 1880. Mr. Sanborn
will be remembered as the engineer who, feeling bound by his
membership in the Brotherhood of [Locomotive] Engineers, left his
engine when the strike was ordered. He, however, ran it into the
engine house and left it in proper order and safe condition ; this in
contrast to some others. The strike was nnsnccessful, and later a
company of Medford citizens asked for his reinstatement. The
managers bore testimony to his previous excellent service, but
firmly declined, saying, "The men who served us in our need, at
the risk of their lives [meaning more than ordinary railroad risk],
cannot be displaced to make room for any who deserted us." . . .
The original locomotive on the Medford branch was
named, appropriately, the "Medford," and the article in
the Medford Historical Register says :
After it, came the engine "Cocheco," built at Lowell, on the
Branch a long time; weight, twelve tons. And later, and for many
years, the engine "Camilla," that weighed twenty tons and was
built in Boston. We fancy that Mr. Crook, the conductor, with his
hat, dickey and resplendent badge, would create a sensation on the
Medford Branch today. . . . We recall that the "flying switch,"
[just before entering the Boston station the locomotives were un-
coupled from their trains and the cars rolled into the terminal on
their own momentum and controlled by the hand brakes], was dis-
continued at terminals at the time of the strike [1877] as a safety
measure, and trains since then have been "pulled in." . . . The
engine "Camilla" seems to have inspired a former Medford boy to
poetic flight, as appears in these verses:
BY FEANCIS B. C. BRADLEE 81
CAMILLA, 30.
In the golden days of youth,
Of which many of us know
Who lived in old town Medford
Some three decades ago,
There was a steed attractive
To the youthful minds aglow,
'Twas the iron horse "Camilla"
Of thirty years ago.
This creature, almost human,
Was astir from morn till night;
She'd take the road at six-twenty,
And till dark pursue her flight;
Was waited for by hundreds,
And seldom ever slow
That bright, old, sleek "Camilla"
Of thirty years ago.
The bell upon the depot,
Which is never heard today,
Would call the many people
Who wished to go away;
But there would ring a sweeter one
As through Park Street she'd go,
'Twas that of dear "Camilla"
Of thirty years ago.
We'd hear her on the crossing
And coming round the curve;
She'd always make the "fly-switch"
With very steady nerve,
And over Mystic River,
Where tide would ebb and flow,
She'd make the drawbridge quiver
Some thirty years ago.
The pride of all the round-house,
But especially of John,
Whose full name was John Sanborn,
A name now so well known.
Though not the superintendent,
He was without a foe,
And ran this old "Camilla"
Just thirty years ago.
32 THE BOSTON AND MAINE RAILROAD
We loved our old "Camilla,"
We boys and girls as well;
We loved to ride behind her
And listen to her bell.
That sound was one of welcome
Where'er we wished to go,
'Twas our young pride "Camilla"
Of thirty years ago.
'Twas when Conductor Hamilton
Would wave his hand, she'd start,
And through the bridge and down the track
She'd travel like a dart.
Would fly her way to Wellington;
I'd like to have you know
That none could beat "Camilla"
Of thirty years ago.
And on the double track
She was always found in line;
Would reach her place in Boston
In twenty minutes' time.
But then the cars were smaller
And "links and pins" to go,
And air brakes unfamiliar,
Some thirty years ago.
But things since then hare changed,
And also numbers too,
And engine names have gone,
While many men are through
Who used to work and wonder
And travel to and fro
Behind dear, passed "Camilla"
Of thirty years ago.
As boys and girls we are no more,
As in the days gone by,
We have grown and scattered,
And some of us lie
Awaiting the train of angels
Heaven's bright call, and lo!
The "reward" long promised
Of the golden years ago.
CHABLKS E. PBESTON.
New York City.
GEORGETOWN RAILROAD STATION, ERECTED IN 1850
From a photograph taken about 1865
TOPSFIELD RAILROAD STATION, ERECTED IN 1854
From a photograph taken about I 872
BY FRANCIS B. C. BRADLEB 33
The "Camilla" was an "insider," i. e., the steam cylinders were
inside the space between the forward trucks. The power was ex-
erted upon the cranked axle of the forward driving wheels, a type
of locomotive now rare.
Soon after the "Camilla's" retirement three new engines were
put in service, named "Medford," "Mystic" and "Cradock," the
latter larger than the others. They were outside connection and
"double enders," having head-light and "cow-catcher" at the end
of the tank, this low enough to allow the engineer view of the track
as the backward run was made. These did away with the turn-
table at the engine house. The turning around of the engine was
always of interest to the boys of Medford as elsewhere.
The names and ornamental brass have gone, but the "double-
enders" are still in commission on the Branch. Another thing
gone is the bell on the roof. It became cracked and went to the
railroad "graveyard." Its ringing was a public convenience missed
by many. The station master would deal out his tickets and make
change with one hand and pull the bell-rope with the other, and
experienced patrons and listeners knew by the sound of the bell
how brisk the last minute's patronage was. A time card, probably
the earliest issued, October 4, 1817, announces trains:
From Medford, 7, 8 1/4 A. M., 1 1/2, 3 1/2 and 5 P. M.
From Boston, 7 1/2 A. M., 12 M., 2 1/4, 4 1/2 and 6 P. M.
Saturday evening, from Medford, 6 1/2 P. M.; from Boston,
9 P. M.
Fare, 12 cents.
There was a time when it seemed probable that the Medford sta-
tion would become a way-station by the building of an extension to
Stoneham, but the project failed to materialize, and a terminal it
has remained.
From the annual report of the Boston and Maine for
1851 is learned the interesting fact that although rail-
roading was then in its infancy and a furious competition
quite the order of the day, through tickets were sold at
its Boston station for 131 stations on 21 different rail-
roads, viz., to the Kennebec, Penobscot and Calais at the
East, and to St. Johnsbury, Burlington, Ogdensburg,
Niagara Falls, Buffalo, Michigan and Chicago at the
North and West ; also to four lines of steamers. It
would seem, too, that the Boston and Maine was the
only road which sold tickets for all the five different
routes to the White Mountains.
34 THE BOSTON AND MAINE RAILROAD
A short description of the practical management of the
trains in the early days may not be out of place here.
Through the kindness of Mr. William Merritt of Somer-
ville, Mass., formerly superintendent of the Western
Division of the Boston and Maine Railroad, it has been
possible to reproduce in fac-simile an exceedingly rare
"Boston and Maine Time Table and Rules for Running
Trains" for 1845, the same year in which the road
reached Boston on its own tracks. The author is also
largely indebted to Mr. Merritt for much valuable infor-
mation pertaining to early days, which it would have
been hard, not to say impossible, to obtain in any other
way. Many of the early operating rules read rather
quaintly to us today, but they show grasp of the impor-
tant principles, and, without boasting, it may be said that
in many important regulations the Boston and Maine was
far ahead of other railroads.
For example, the "flagging rule," probably the most
important of all, and today more strictly insisted upon
than any other, we find in full force as early as 1845.
There is no specific mention of it in the regulations of the
Eastern Railroad, the Boston and Maine's principal com-
petitor, until 1859. By 1853, the time-table and rules of
the Boston and Maine had increased from four small printed
pages to a pamphlet of sixteen good-sized pages. Thomas
S. Williams was the superintendent, and there were then
27 daily trains in each direction, three being freights and
the remainder passenger trains. Through trains for the
North and Portland left Boston at 8.40 A. M., 1.15, 6.10
and 8 P. M., the last being the "steamboat train." There
were six trains each way on the Medford branch and a
"theatre train" on the main road as far as Reading on
Thursdays only. The outward trains had the low num-
bers and the inward trains the high numbers, this being
the universal practice on all railroads at that time.
Branch trains had no numbers, and freight trains were
designated as "freight train Number 1," etc.
On Thursday afternoon, January 6, 1853, one of the
worst accidents that ever befell the Boston and Maine
Railroad occurred, in which Benjamin Pierce, the young
BY FRANCIS B. C. BRADLEE 35
son and only surviving child of Franklin Pierce, then
President-elect of the United States, was instantly killed.
The train left Boston at 12.15 o'clock P. M., and Mr. and
Mrs. Pierce, with the boy, boarded it upon its arrival in
Andover, Mass., where they had spent the preceding night
at the home of Mr. Pierce's brother-in-law, Mr. John
Aiken. The boy had been visiting there several weeks,
and they were starting on the return trip to their home
in Concord, N. H. When between two and three miles
from the town of Andover the train was derailed by the
breaking of the forward axle of the tender on the left
side. The train happened to be on a slight curve and
along a high embankment built up largely of rubble-
stone. The shock threw the cars from the track, some of
them falling down the embankment. The President and
his wife were substantially unhurt, but the son, who was
standing, looking out of the window, was killed. About
half a dozen others were killed and many were injured,
nearly all of the victims belonging in Lawrence.
Mrs. Pierce, who was an invalid, never recovered from
the shock and grief, which is said to have hastened her
death a few years later. Naturally the railroad company
was sued by many of those injured, but Mrs. Pierce, who
was very pious, believed the accident to have been a vis-
itation of Providence to take the son away from the
President, that he might be better prepared to devote
himself wholly to the duties of his great office. Not
only did she decline to sue, but induced her husband to
have retained General Benjamin F. Butler, then at the
height of his legal fame, to defend the Boston and Maine
Railroad. The negligence relied on in the evidence was
that the axle, which broke at the journal, that is, at the
line inside of the box in which the axle runs, and between
it and the wheel, had been cracked for a very long time.
The crack had opened entirely around the axle, which was
two and a half inches in diameter, and the wheel had
been wabbling backward and forward on that crack until
the faces of the iron in the axle had all been worn and
pointed, yet not absolutely smooth. A portion a little
36 THE BOSTON AND MAINE RAILROAD
less than an inch in diameter in the centre of the axle
alone held it at the moment when it broke.
As soon as General Butler had the opportunity, he
went to the repair shop to look at the broken axle. This
case was for many years considered a very celebrated one,
so that it may not be uninteresting to show General
Butler's method of defence, quoted from his "Book :"
I saw that it [the axle] was of fine iron or it would not have held as
long as it did. I examined particularly the man detailed to inspect
axles by tapping them with a hammer. . . . He assured me with
great positiveness that he had struck the axle twice, but found no
signs of a crack. I did not believe much in that, because, in the first
place,! doubted if it would show by the sound whether it was cracked
and I also thought he would say what he did say whether he had
heard it or not. I then caused an axle of the same size and of the
same iron to be broken square off by hydraulic pressure, the ends
showing the same grain of iron as was shown in the centre of the
one broken in the accident. I had a piece of this newly broken axle
put solidly in a vise. I then asked a skilled mechanic to take a
fourteen-pound hammer used for rivetting large rivets, and with
such blows as he would use in heading a rivet, keeping an account
of them accurately, to make the broken end of this axle as nearly
an exact fac-simile as possible of the one broken under the tender.
. . . Next, I interviewed the engineer and fireman of the train,
and asked them if anything to attract their attention had happened
to the train after it left Boston. They said there had not until
they got to Andover, but in passing the street at Andover they
struck a very severe blow on a frog, which afterwards was found
to have been misplaced, and although they slowed up the speed of
the train, they could see no evil effects from this, and therefore
went on until the time of the accident, when suddenly the axle
broke and the train was derailed.
They said on the next morning they went down to this spot where
they felt the shock and found the frog was very much bruised by
something having struck it, and upon inquiry they had learned that
a heavy load of stone had passed over the upper portion of the
frog and displaced it so as to push the end of it away from the line
of the track on which the train was running at the time of the ac-
cident.
I had a very careful measurement made of the distance between
the frog and the place of the derailment of the train. The fireman
said that he was on the tender throwing down wood at the time of
BY FRANCIS B. C. BRADLEE 37
the blow, and that apparently it was very much heavier on the ten-
der than it was on the engine. Assuming that the axle was cracked
back there at the frog, and that the crack opened and closed at
least once with every revolution of the wheel, by taking the cir-
cumference of the wheel I was able to calculate that the crack
would open and close more times in running the distance than it
took blows of the hammer to smooth the end of the axle experi-
mented upon, provided the weight of the tender was as effective
only as the blow of the hammer. The prosecution evidently had
not reflected upon these circumstances, if they knew of them.
They put on the stand a very honest, reliable and competent rail-
road machinist, from the Boston and Providence Railroad. . . .
They showed him the axle and asked him to explain to the jury
how it broke. He said in substance that a crack had been started
around the axle in the line made by the tool in turning out the
journal; that after it was cracked, as the wheel revolved, the pres-
sure was brought upon every part of that crack as the surfaces
separated by the crack were brought together; and that pressure
would tend to wear the surface of the iron in the crack until it was
given the appearance shown in the axle. . . . He supposed that it
broke at the moment that it did because of some shock in turning
the curve. He was asked how far the wheel would have run in
order to have the broken face worn down as much as it was. . . .
He thought that it might have run for three months to make the
axle look as it was; how much more he could not say, and it might
be considerably less, but he thought not much.
Upon cross-examination I presented him with my fac-simile of
the axle and asked him what difference, if any, he could see be-
tween it and the one broken in the accident. He looked at them
very carefully and said he saw no special difference. I asked him
if my fac-simile could be made by ordinary blows with a riveting
hammer of fourteen pounds weight. He said he thought it might.
"Well," said I, "would the weight of the tender, as the wheel
revolved, make an impact as heavy as an ordinary blow of such a
hammer?"
"When the crack first started," he said, "it might not, but sub-
sequently and especially towards the last it would be very much
heavier, because the crack then would have got so far open as to
give an actual blow when it closed."
'Here," I said, "is another piece of axle broken short off. Will
you, if I will pay you for your time and trouble as I ought to, after
you leave the stand, take this to a neighboring machine shop and
put it in a vise, and see how long it will take you to make this last
38 THE BOSTON AND MAINE RAILROAD
piece of axle resemble as nearly as possible the broken one of the
tender?"
"Yes, if it won't take me too long," said he, very good-na-
turedly.
"I hope it won't keep you too long," I said, "but I want you to
keep an account of the blows that you strike, and also keep an
account of the time, and in the morning I will finish your cross-
examination."
When he came in the morning he brought in his work, and he
had made rather a better fac-simile than mine. I asked him the
number of blows used, which he gave me, and which I now forget.
"Now," said I, "suppose that by some sudden jar this crack
had been started in the axle under the tender and had gone on un-
til it broke, would not the broken end look exactly as it does now
and as the one you have made with the hammer?" He said he did
not see why it would not.
"First the circumference of the wheel we know as so much," I
continued. "Now, the cracked surface of the axle would receive
a blow at least every time the wheel revolved in running the dis-
tance of two and one-half miles. Won't you take your pencil and
calculate and tell us whether it would not receive more blows in
going that distance than it took you to smooth down the end of
the axle which I gave you?"
He started back after he got through his calculation, saying, "I
never thought of this before ; I shall have to take back my answer
about how long it would take to put the axle in this condition after
the crack began, and saying I don't know anything about it." I
then put on my own testimony upon the matter and showed that
some quarter less blows were used in preparing the end of the other
axle than the broken axle received in going the distance from the
frog in Andover to where the derailment took place.
I then put on the testimony of my engineer and fireman, who
gave their evidence in a very straightforward, honest manner. I
also put on my man who said he tapped the wheels, but after he
left the stand I told the jury I was bound to call him, but I didn't
place any special reliance on his testimony, because he was under
great temptation to tell the story as he did to save himself from
harm, although I believe he honestly thought so. It went to the
jury, who gave us a verdict. There were no other cases drawn
out of this derailment tried to my knowledge. I am happy
to say that the verdict of the jury entirely confirmed Mrs. Pierce
in her belief, and as she thanked me more than once for my exertion
in ferreting out the matter, I certainly did not enter into any dis-
cussion as to her faith.
BY FRANCIS B. C. BRADLEE 39
Until the introduction of the air-brake, or, rather, the
vacuum brake, which was used by the Boston and Maine
for some years before they adopted the present Westing-
house air-brake, the trains, both passenger and freight,
were equipped with hand-brakes only, usually of the
"Hodge patent" wheel variety. On trains of four, five
or six cars, it was the duty of the brakeman to stand up
near the brakes between the two rear cars ; the through
Portland trains usually had two brakemen. The link
and pin couplings were used and caused the loss of many
an arm or hand ; the platforms of the cars were so far
apart that one had to jump from one to the other. The
link slanted at about forty-five degrees as it hung down,
and in making a "hitch" it had to be raised to a level,
inserted in the opposite draw-bar, and the pin dropped
in. Many careful men carried sticks with them to lift
up the links in making "hitches."
The train crews were supposed to know the road suffi-
ciently well to make the regular stops without the en-
gineer whistling for "brakes," and, as before stated, the
brakeman applied the brakes between the two rear cars,
the baggage master on the two forward cars and the fire-
man on the tender. Neither the conductor nor engineer
touched the brakes except in cases of urgent necessity.
When either end of the route was reached, the baggage
master and brakeman unloaded all the baggage, swept
and cleaned the cars, attended to the stoves, and provided
the latter with coal or wood for the return trip. The
conductor, in addition to running the train and collecting
tickets and fares, was obliged to take charge of the tin
boxes containing the money collections at the various
stations along the line of the road, a matter of no small
responsibility.
Many of the early freight cars had no brakes, a "brake
car" attached to the rear of every freight train supplying
the need. On either side of the draw-bars of the early
freight cars were two six-inch blocks of wood, with an
iron face called the "bumpers." These deadly "bump-
ers" claimed their victims bat too often, and were the
one thing dreaded by the old-time railroad men. In the
40 THE BOSTON AND MAINE RAILROAD
early eighties came the modern draw-bar and coupler
combined. It is said that this was invented by an old
man named Mitchell, a car cleaner at Lancaster, N. H., but
like most inventors, he received neither the honor nor
financial benefit from it. After the memorable Revere
disaster on the Eastern Railroad, in 1871, the New Eng-
land railroads adopted many safety devices little thought
of until then. Thus, in 1872, the Boston and Maine
Railroad introduced the Miller platforms and couplers on
passenger cars and the vacuum safety-brake, controlled
by the engineer and thought by many railroad men to be
superior to the air-brake. The first Pullman parlor cars
also are thought to have been first run by the Boston and
Maine in 1872.
All the early locomotives were named and more or
less ornamented. The bells and whistles were polished to
a high silver brightness, and bright shining brass bands
encircled the boilers. The tenders and cabs were orna-
mented with fancy scroll designs, and the oil cups and other
parts of the running machinery were kept polished and
cleaned by the fireman, this work consuming, sometimes,
two or three hours of his time each day. The engineer's
position was entirely different from that occupied by him
today. He was master of his engine, often running the
same one for many years ; his word was law as to its
repairs, which he superintended. The work of an en-
gineer comprised not only the entire care of a locomotive
as to its running, but he also cared for all the journals,
and renewed boxes, bolts, nuts, in fact any worn parts that
two men, the fireman assisting, could attend to at the end
of the run. By 1850 the engines were all provided with
cabs for their occupants' shelter from storm. It may be
stated, also, that the Boston and Maine was one of the
last, if not the very last, of the New England railroads
to keep up the practice of naming its engines. Many of
the early locomotives were of a type now obsolete, called
"insiders," shown in the picture of the "Lawrence," i. e.,
the cylinders were close together under the forward end
of the boiler. These required a cranked axle for the
forward pair of driving wheels.
LOCOMOTIVE "LAWRENCE," WEIGHT TWENTY-FIVE TONS
Built by the Lawrence Machine Shop, I 853
WOOD-BURNING LOCOMOTIVE "PACIFIC," BUILT IN 1857
BY FRANCIS B. C. BRADLEE 41
In 1855, Mr. Thomas L. Williams resigned as superin-
tendent, and the directors elected in his place Mr. Wil-
liam Merritt. Mr. Merritt belonged to the well-known
Salem family of that name. He began his railroad career
in 1842 as brakeman on the Boston and Maine, and was
soon after baggage master and conductor on the old Essex
Railroad, operated by the Eastern Railroad, now known
as the Lawrence branch, between Salem and Lawrence.
From there he went to the Cocheco Railroad of New
Hampshire as superintendent, later returning to the Bos-
ton and Maine as general freight agent, which position he
filled until his election as superintendent.
In those days the superintendent of a railroad practi-
cally ran his particular road, and was not, as today, a
mere chief clerk, with no real authority. Mr. Merritt
was a man of great executive ability, and soon placed
the road, in regard to its practical operation, on a firmer
footing than ever. Under him the use of the telegraph
in train operation was begun ; at first only occasionally,
in case of wrecks or snow storms when trains were badly
disarranged. Previous to the early 1860's the regular
Boston and Portland Telegraph Company's wires were
depended upon ; their headquarters were on State street
in Boston, and much inconvenience was caused by the
delays in running between the telegraph office and the
station in Hay market square. The Boston and Portland
Co. was eventually absorbed by the Western Union Tele-
graph Co. About 1861 or 1862, Mr. Merritt had tele-
graph wires installed in his office in the Boston station,
and employed an operator during the da)' to control the
trains, a train sheet, so called, being used to record the
movement of trains. In 1872, after the Revere disaster
on the Eastern Railroad, which was largely due to the
telegraph not being used, the Boston and Maine and nearly
all the other large New England railroads introduced this
new method of dispatching trains by telegraph, with day
and night operators at the more important stations. It
was not until 1884, however, that trains were placed
under complete telegraphic control ; previous to that time
the trains were run according to the time-tables and the
rules printed therein regarding their rights.
42 THE BOSTON AND MAINE RAILROAD
The time-table for 1870 shows that the Boston and
Maine ran thirty-seven trains each way daily, five of them
freights and the remainder passenger trains. The fact
also is revealed that the Boston and Maine then controlled
and operated what was called the Dover and Winnipiseo-
gee Railroad from Dover, N. H., to Alton Bay, N. H., a
distance of twenty-eight miles. This road is now extended
to Lakeport and called the Lakeport branch. Originally
chartered by the New Hampshire Legislature on June 28,
1847, the Cocheco Railroad, as it was at first called, was
to have been built from Dover, N. H., to Meredith, in the
same State, there to connect with the Boston, Concord
and Montreal Railroad. This project, however, never
materialized, although the Cocheco road was put under
construction in June, 1848, opened from Dover to Farm-
ington, a distance of eighteen miles, on September 21,
1849, and from Farmington to Alton Bay in September,
1851. After a fierce and bitter warfare of several years
with the Boston and Maine, due to differences in regard
to the amount claimed by each corporation for through
passengers and freight, the Cocheco road was reorganized
and renamed "Dover and Winnipiseogee Railroad," in
April, 1863, and in November of the same year was
leased to the Boston and Maine for a rental of $29,000 a
year, and finally absorbed by it on June 30, 1892.
Through its connection with the Winnipiseogee Rail-
road, the Boston and Maine became interested in steam-
boats running on Lake Winnipiseogee, or Winnepesaukee,
which is the modern way of spelling the name. These
were, at first, the "Dover," a wooden side-wheeler, built
in 1852, afterwards rebuilt and called the "Chocorua ;"
she measured about 400 tons, 170 feet long, and 32 feet
beam. In 1872, the Boston and Maine had the side-
wheel steamboat "Mount Washington" built at Lakeport
especially for traffic on the lake. She is 750 tons gross,
180 feet long, 5 1-2 feet draft, and is fitted with a power-
ful vertical beam engine. As the "Mount Washington" is
run only a few months in the summer in fresh water, she
is still in active service and bids fair to last many years
longer, having been rebuilt in 1914.
BY FRANCIS B. 0. BEADLEE 43
Mr. John Howe resigned as president in 1853, and soon
after accepted the presidency of the Eastern Railroad.
He was succeeded by Mr. James Hayward, who remained
in office until 1857, when Mr. Francis Cogswell of An-
dover became president, continuing in this office until
1863. The directors then elected Mr. Israel M. Spelman
of Cambridge as president. Mr. Spelman was a civil
engineer by profession, and had originally helped survey
a portion of the road.
Early on the morning of November 21, 1862, occurred
the second of the three bad accidents that have taken
place on the line of the Boston and Maine Railroad. The
passenger train from Reading was run into the open draw
of the bridge almost at the entrance to the Boston station.
It so happened that the train had stopped at the Charles-
town station just before going on to the bridge, and, at
the time of the accident, was moving at a speed scarcely
faster than a man could walk ; and yet the locomotive,
the "Bangor," was entirely submerged, as the water at
that point was deep. Probably the only thing that saved
the train was the fact that the draw was so narrow and
the cars so long that the foremost car lodged across the
opening, its forward end only being beneath the water.
At the rate the train was moving, the resistance thus
offered was sufficient to stop it, though, even as it was,
no less than six persons lost their lives and a much larger
number were more or less injured. Notwithstanding all
the precautions imposed by law had been taken, the acci-
dent was due to the neglect of the corporation in not
having the draw and its system of signals interlocked in
such a way that the movement of the one should auto-
matically cause a corresponding movement of the other ;
and this neglect in high quarters made it possible for a
careless employee to open the draw on a particularly dark
and foggy morning, while he forgot at the same time to
change his signals.
Probably no railroad was ever so much "investigated,"
and with so little result, as the Boston and Maine. For
example, in 1866 a report was made by a committee con-
sisting of J. E. Bartlett and W. B. Dodge on the man-
44 THE BOSTON AND MAINE RAILROAD
agement of the road for the previous ten years. The
report begins with these words : " It is proposed in the
following pages to examine into the condition and man-
agement of the Boston and Maine Railroad for the last
ten years, to compare the same in some essential particu-
lars with other first class railroads terminating in Boston,
and finally to inquire why it has come to pass that this
railroad, which stood at the head of the list ten years
ago, should, in all important results, now be found at the
bottom." One cannot read the report of 1 866 without
feeling that not a little of the company's present day
embarrassment has come to it by inheritance.
By 1855, as a result of their management of the prop-
erty, the directors of the Boston and Maine had raised
the market price of the stock above that of any of the
other seven roads entering Boston. In 1866 the stock
held the fourth place and not the first, but worse than
this was the fact that its percentage of gain during the
ten-year period was much less than that of any other
Boston railroad stock. In trying to account for this, the
committee brought to light some rather surprising facts.
It prepared a table showing the "progress and amount of
business that came to the Boston and Maine Railroad
through the Manchester and Lawrence Railroad, from the
year 1852 to 1856." From this table it appears that the
Boston and Maine, in the year 1852, received business
from the Manchester and Lawrence to the amount of
$35,996. In 1856 this business amounted to $80,095,
and continued at about that rate until May, 1865, when
it suddenly fell off, the result for the eleven months pre-
ceding the committee's report being $26,430. The ques-
tion immediately arose, "What has become of that north-
ern and western business ?" Investigation showed that
it had gone to the Boston and Lowell and the Fitchburg
Railroads. It must be admitted that the report of the
committee in 1866 made a very poor showing for the
Boston and Maine management.
Take such a case as the following : "In the matter of
ice, the Boston and Maine Railroad excels all other roads
terminating in Boston as to the facilities for obtaining an
BY FRANCIS B. 0. BRADLEE 45
ice crop, to wit : Ponds in the immediate vicinity of its
track, within ten miles of Boston, to the number of four,
having a united capacity of seven hundred acres.
Amounts of business done in ice from October, 1864, to
October, 1865 :
Whole number of tons, 13,491
Received for its transportation, $9,390
"In the same article of ice, the Fitchburg Railroad has
the following facilities, to wit : Ponds in the immediate
vicinity of its track, within ten miles of Boston, to the
number of two, having a united capacity of three hundred
acres. Amount of business done in ice from December,
1864, to December, 1865 :
Whole number of tons, 157,000
Received for its transportation, $90,000
Why should the Fitchburg Railroad, with less than one-
half the facilities for obtaining an ice crop, do ten times
inore business than the Boston and Maine Railroad ?"
The answer was, that the Fitchburg had some limited
facilities for shipping, the Boston and Maine having none.
This is only one of a number of cases which might be
cited. The Boston and Maine had no suitable accommo-
dations for ice, coal, lumber, lime, or other bulky, water-
borne freight. At the same time the road suffered from
inadequate equipment. It was said, in 1866, that no
material addition had been made to the rolling stock of
the road for the last ten years, and that a vast amount of
business had been lost in consequence. But, asked the
investigating committee in 1866, "how did it happen
that, notwithstanding the meagre business, regular divi-
dends had all along been declared ?" The answer was
easily found. To make up the deficit occasioned by the
loss of business which had been drawn from the Manches-
ter and Lawrence Railroads and from other directions,
and in order, as it was claimed, to meet increased expenses
incident to the state of the times, particularly during the
Civil War, a resort was had to an advance in the rates of
freight and passenger fare levied on those who, on ac-
46 THE BOSTON AND MAINE RAILROAD
count of their location, would still be obliged to patron-
ize the Boston and Maine. The rates from Boston to
Lawrence, for example, were increased fifty per cent, in
1865. The first consequence of this policy was an out-
burst of indignation and an appeal to the Legislature for
relief, which, however, was not readily forthcoming. This
aspect of the situation is extremely interesting, showing
as it does how sentiment has changed in the last sixty
years. Then it seemed a perfectly natural thing for a
railroad to increase its rates in order to provide itself
with sufficient funds to pay its dividend, and to legislators
it seemed a right enough thing for it to do. Times have
certainly changed.
The investigating committee of 1866 drew two coral-
laries from the facts which they discovered. The first
was : "No permanent prosperity can be reasonably ex-
pected to come from an exorbitant increase in the rates
of freight and fare levied on such communities as may
seem, from their peculiar relation to the road as to loca-
tion, to be obliged to submit, but who are quite likely to
invent some method of relief or retaliation." The sec-
ond corollary was : "No railroad can afford to alienate
the good will of its best friends." The suggestion which
the committee made was that suitable and adequate pro-
vision should be made immediately at the Boston end of
the line to accommodate and develop the business that
legitimately belonged to the road. Other roads, it said,
had been ready with the needed facilities, and had reaped
their reward. The Boston and Providence, for example,
standing at the bottom of the list ten years previously,
was in 1866 at the head. The secret of its success was
obvious. It made, in season, ample provision for its
business. The Boston and Lowell, only twenty-six miles
long, although it controlled the Nashua and Lowell to
Nashua, forty miles in all, had thirty acres of land at the
Boston end of its line, and though ten years previously,
through "lack of enterprise" on the part of its managers,
it appeared to be smitten with premature decay, had since
arisen "like a giant from his slumbers," and owing to
the energy of its new president, Hon. Francis B. Crown-
BY FRANCIS B. C. BRADLEE 47
inshield, protected itself on every side, and also stood
"ready for a foray in any direction which offers a chance
for spoils."
Four hundred thousand dollars had been expended for
improvements in Boston during the year preceding the
report of the investigating committee of 1866. The
Fitch burg, with ninety-three miles of road, owned fifteen
acres of freight ground in Boston, besides ten acres or
more belonging to private parties, below the bridges and
on deep water, with which it was connected. The Old
Colony, which "fifteen years ago seemed to have neither
beginning, middle, or end," had since extended itself
three fold, secured twenty acres of land, expended four
hundred thousand dollars for that and other improvements
at the Boston end of its line ; paid more dividends in the
aggregate for the ten years preceding 1866 than any other
road running out of Boston, all in great measure, says
the report, through the constant "foresight and vigor"
of the master at the helm. Contrast all this with what
the Boston and Maine had been doing :
With its 147 miles of road, and only six acres of land at the Bos-
ton end of the line, on which are crowded machine shop, engine
house, wood-shed, car-house, repair-shop, freight houses, passen-
ger station, etc.; and after an existence of twenty years since it
entered Boston on its own tracks, is found today without a single
berth at which to lay and discharge a vessel by authority of law,
what has the Boston and Maine done at this vital point to meet the
growing demands of business, and to maintain its true position
with the living competitors on every side? If a single fourpence-
half-penny has been expended for such purposes we would be glad
to know when it was done and where it was laid out.
But [continued the committee of 1866], has there ever been any
specific suggestion made or plan executed by which the exigency
can be met? Most assuredly there has been. More than a dozen
years ago the engineer who planned and built the extension into
Boston [James Hayward], and who was, at the time referred to,
president of the road, testified before a committee of the Massa-
chusetts Legislature, that the freight accommodations of the Bos-
ton and Maine were at that early day inadequate to the business of
the road; that to make the road what it was intended to be a
first class railroad connecting with navigation on deep water from
48 THE BOSTON AND MAINE RAILROAD
twelve to fifteen acres of wharves and land at the nearest available
location about a mile from the present station in Boston were
needed. Liberty was obtained to make the improvements. Leave
to connect the same with the Boston and Maine Railroad by a
branch railroad was also given. Improvements larger in amount
than is named above were soon made, and seven years ago the Bos-
ton and Maine Railroad was respectfully notified that the wharves
were ready for the uses for which they were authorized and cre-
ated. They answered, they "thought the subject was worth con-
sidering."
After an interval of seven years, during which, in the opinion of
a gentleman whose official duty obliged him carefully to examine
the capabilities and the performances of this road, "they lost from
half to three-quarters of a million dollars for lack of these facili-
ties" the improvements having been nearly doubled twenty-five
acres of the best arranged wharves that ever has been or ever can
be built in Boston harbor for the accommodation of the business of
the Boston and Maine Railroad, . . . the attention of the directors
was recently recalled to the subject by a specific proposition by
which the Boston and Maine, at the trifling outlay of $25,000 on
their part, might be connected with all these wharves; and they
answered, "they considered the subject worth thinking about."
It is in no spirit of captious criticism that the above
facts are recited. When the whole Boston and Maine
situation of today is summed up, the lack of foresight
of the management sixty years ago will perhaps play no
insignificant part. It has been seen that the Portland,
Saco and Portsmouth Railroad was under a joint lease to the
Eastern and Boston and Maine companies at six per cent,
yearly rental. If a breach of contract should be made
by the lessor, it should pay to each of the other roads,
lessees, the sum of $100,000, or in all $200,000. During
and after the Civil War the stockholders of the Portland,
Saco and Portsmouth were very much dissatisfied that
their dividends were paid in depreciated currency instead
of gold, and so in January, 1870, the company decided to
break the contract and pay the stipulated penalty. And
then began a contest which gave rise to much private and
public feeling. It became evident that the control of the
Portland, Saco and Portsmouth was essential to any rail-
road which expected to receive business from northeastern
Maine and the British Provinces.
for a passage to any Station on
Saco and Portsmouth Rail Road, in
of this day only.
CT Penter me BO allowed to t*, or will tXee Companies
hle for Rtaai-jE if ft exceed FIFTY DOLLARS In value, uolffi* Freight on any
addition (hretp be nid In sdrajire ; and tM* notice Ouroii a part of all Contracts
for trtnsportatloa at ptmngef* and iheir eAcU. .
OHAS. MZNOT, guj>(. J. Jft. Jtj.lt.
(0
CO
Manchester A Lawrence R. R
I! LONDONDERRY
j WILSONS. ||
LONDONDERRY
WILSONS.
^yX">
^^^^&^^
_f orm 200 o. r A.
Kennebunk to Portland
Lewiston, via P & K. & 4. R. R.
ffiKi>'g^^-' i "j
3r ilss.icJbyP
/PORTLAND & I
PORTLANDJJENNEBEC_y.
Portland to Brunswick.
ANDROSCOGGIN RAIL ROAD,
Brunswick to Lewiston,
Issued by P S. i P. II. K.
(Kennebunk.) j
TICKETS IN USE FROM 1840 TO 1870
BY FRANCIS B. C. BBADLEE 49
The Portland, Saco and Portsmouth now put itself into
the market to excite competition among the three roads,
the Maine Central, the Boston and Maine and the East-
ern. Six, eight, and finally ten per cent, was offered. At
length the Eastern Railroad also offered ten per cent., and
the new contract in perpetuity was awarded to it, largely
because the people then in control of the Portland, Saco
and Portsmouth road happened to be more interested pe-
cuniarily in the Eastern than in its competitor, the Boston
and Maine. As soon as the Eastern became the sole
lessor of the Portland, Saco and Portsmouth, it refused
to take on the Boston and Maine trains at South Berwick
Junction, as always had been done in the past, and haul
it to Portland as part of its own train. The conductors
of the Eastern trains were instructed : "On your arrival
at South Berwick Junction you will connect with the Bos-
ton and Maine cars, but if latter are not in sight or whistle
heard, you will proceed immediately to Portland without
waiting." Heretofore the rule had been to wait one hour
if the train were delayed. Very naturally, on occasions,
the Boston and Maine train was late, and then the passen-
gers would be dumped out at South Berwick, a most un-
interesting spot in which to waste time.
This condition of affairs precipitated a most serious
situation for the Boston and Maine, or, as its management
expressed it in the annual report :
The termination of this contract [the Portland, Saco and Ports-
mouth lease] left us with a road 74 miles in length, terminating in
the woods in the town of South Berwick. Unable to make any
arrangement, whether for the joint use with the Eastern Kailroad
of the road from that point to Portland; or for the separate use of
the same, by lease, contract, or otherwise, application was made to
the Legislature of the State of Maine for authority to extend this
road from South Berwick to Portland.
The act authorizing this extension, 41 miles in length,
was approved February 17, 1871. Work was begun on
it in the autumn of the same year, and the road opened
to travel on March 17, 1873. A young newspaper re-
porter was the sole representative of the press on the
first train of the Boston and Maine to run through to
50 THE BOSTON AND MAINE RAILROAD
Portland on its own line. He went in company with Mr.
James T. Furber, who at that time had just become the
operating head of the Boston and Maine. Mr. Furber
had a sturdy and vigorous personality, and later as general
manager of the Boston and Maine through its first stages
of expansion, did so much to lift it on to a broader
plane. No notice had been given that the operation of the
new extension was to begin that day. When South Berwick
Junction was reached the Eastern train had not yet ar-
rived, and no intimation had been received by the Eastern
people that they were not to connect as usual with the
Boston and Maine train. The then young newspaper man
says he well remembers Mr. Furber's triumphant laugh as
he gave orders for the train to keep on and leave the
Eastern to itself then and forever after. He then accom-
panied Mr. Furber to the locomotive and rode there with
him the rest of the way to Portland. The extension was
built at the cost of several millions of dollars, and it is
said the expense was at least thirty per cent, above what
it would have been had good judgment been used. Land
damages, the road-bed and the masonry were unduly ex-
pensive from the extreme haste which characterized the
precipitate undertaking. The new entrance into the city
of Portland also entailed a vast expenditure, a high bluff
of clay and rock having to be penetrated and streets
bridged. For terminal purposes the old Walker House
on Commercial street was purchased and remodelled into
a passenger station and used as such until the present
Union station was built in 1889.
Mr. William Merritt resigned as superintendent in
February, 1873, he having met the year before with a
severe fall, from the effects of which he never recovered.
The directors elected Mr. James Furber, the station agent
at Rochester, N. H., to take his place, and at the same
time appointed Mr. Merritt's son, William, Jr., assistant
superintendent. In 1869, the capital of the Boston and
Maine was increased from $4,155,000 to 14,550,000, en-
titling each holder of ten shares to one new one at par ;
in 1871 the capital stock was again increased to $5,000,000,
and the next year to $7,000,000. No sooner had the
"extension" been opened to Portland than the company
BY PKANCIS B. C. BRADLEE 51
found themselves once more "pocketed," so to speak, by
the Eastern Railroad, for that corporation, by the pur-
chase of 15,274 shares of stock of the Maine Central
Railroad, at a cost of $1,220,538, far above the market
value, obtained the control of the latter road. At this
time the Boston and Maine could not sell a ticket below
Portland, nor would the Maine Central haul any of their
passenger cars. Between Boston and Portland a compe-
tition more furious than ever was maintained between the
two rival railroads ; in fact, the war of rates was esti-
mated to have cost the Eastern road alone $10,000 to
$12,000 per month. 1 Finally, in November, 1874, an
arrangement was entered into between the Eastern and
Boston and Maine which in a measure stopped the ruin-
ous competition, but the relations between the two roads
were never very friendly.
The Boston and Maine also found an outlet at Portland
by connecting with the tracks of the Grand Trunk Rail-
way. This was accomplished in September, 1874, and at
the same time the change of gauge for the whole distance
between Detroit and Portland was fully consummated,
so that both passenger and freight cars were enabled to run
from Boston to San Francisco. This connection secured
to the Boston and Maine much better facilities in the
transportation of passengers and freight from points on
their road to points on the Grand Trunk and beyond.
The construction in Maine of the Lewiston and Auburn
Railroad, five miles long, connecting with the Grand
Trunk, opened to the Boston and Maine the cities of
Lewiston and Auburn, and beginning in September, 1874,
their passenger cars ran through between Boston and
Lewiston without change. Another valuable acquisition
made by the company was the purchase of Smith's wharf
on Commercial street, Portland, "by means of which we
were enabled to place our cars within the yards of the
largest lumber dealers in Portland, and within the means
of close connection with steamers for Halifax, St. John,
Bangor, Mt. Desert, etc. 2
'The 41st Annual Report, Eastern R. R. Co.
2 Annual Report, Boston and Maine R. R., 1874.
52 THE BOSTON AND MAINE RAILROAD
The Lowell and Andover Railroad, now known as the
Lowell branch, from Lowell Junction, on the main road
of the Boston and Maine, to Lowell, a distance of eight
and one-half miles, was placed under construction during
1874, and opened for business on December 1, 1875. Be-
fore its completion it had been leased to the Boston and
Maine, and as it opened a new route between Boston and
Lowell, it immediately brought that company into collision
with the Boston and Lowell Railroad. The want of deep-
water terminals in Boston, previously mentioned, had been
partially met by the construction of a wharf 1,200 feet
long on the southerly side of the Mystic river in Somer-
ville, authority having been previously obtained from the
Massachusetts Legislature of 1873.
In 1876 came the notable "race" between the Eastern
and Boston and Maine, the following interesting account
of which is derived from an article by Winfield S. Nevins,
at that time Salem correspondent of the Boston Herald,
and published in the Salem Evening News, B'ebruary 9,
1917:
At that time the Maine Central Boston trains ran out over the
water at Portland to Cape Elizabeth and then back into the Port-
land station over the Eastern or P. S. and P. tracks. The Boston
passengers for the Boston and Maine road were transferred at the
transfer station not far from where the present Union station is
located, the station of the Boston and Maine being on Commercial
street directly opposite the Eastern and Maine Central union station
of those days. When this race began on Monday, the first train of
the week from Portland, old "64," now "40," came from Bangor
in charge of conductor "Gus" Lincoln, a veteran of the Maine
Central. [From 1873 to 1877 the Eastern and Maine Central train
crews alternated in running through from Boston to Bangor 245
miles.] The Eastern won by eleven minutes, having more cars and
less mileage. ... It was 114 miles to Boston over the Boston and
Maine and 109 over the Eastern. On Tuesday the Eastern won out
by a few minutes. Everybody waited for Wednesday, when that
old veteran, "Dan" Sanborn, should bring the train from Bangor
to Boston.
Over the Maine Central trains had to make regular time, but
when they reached the tracks of the Eastern and Boston and Maine
all semblance of "Time" was banished. "Dan" Sanborn had for
engineer one of the best men who pulled a throttle in this or any
BY FRANCIS B. C. BRADLEE 53
other country at that time "Bill" Johnson. As quickly as John-
son's locomotive could be coupled on to the train ... he struck
for Boston. Sanborn and Johnson constituted about the best
'team" that ever attempted to handle a train. I well remember
when they came out of Salem tunnel and into the station with old
"64" that afternoon ... it was some fifteen minutes ahead of
scheduled time. The old locomotive fairly roared and raged as it
came tearing across Norman street. It pulled down, the mail was
dumped off and taken on; no baggage was taken and no wait was
made for passengers. Sanborn swung his arm to go ahead, grabbed
the writer of this article and pushed him up the step, and away
we went for Boston. In Lynn the same thing was done leave and
take mail, while passengers looked on with wonder and perhaps
anger, to be left on the platform. Then off for Boston. "Mile a
minute time" was rare on New England railways then, but we
made it. Sanborn and the writer stood looking out of the rear door
of the rear car watching for the Boston and Maine as the train
made that curve just this side of Somerville station. Today, at
thirty miles an hour, it will throw a man down if he is not pre-
pared. We were prepared that afternoon, but we lurched over
almost in a heap, and both thought the car had gone off the rails.
It had not, and on we rushed across everything on into Boston.
"Deadhead" stops had to be made at the Boston and Maine cross-
ing in bomerville and at the Fitchburg crossing in Charlestown.
We made the first one fully, but the wheels did not cease entirely
to roll before we went over the Fitchburg, arriving at 5.04 P. M.
The writer jumped off the train and ran for the Boston and
Maine station in Haymarket Square, which he reached before their
train arrived at 5.08, just in time to inform my old friend, "Jim"
Furber, superintendent of the road, that I had come in on the
"64," and to greet my friends of the Boston and Maine on the
train.
The Boston and Maine was much chagrined over this defeat. I
wrote an account of it for the Boston Herald, with which I was
then connected, and for the Bangor Whig and Courier. The Boston
and Maine officials sought to break its force by denying that there
was any "race," but they were met with indisputable facts. They
did not attempt to deny the statements of the Herald, because all
Boston knew them to be true. There was no real effort on the part
of either road after Wednesday to do any serious "racing." The
Eastern won the "race." Now the Eastern lies down with the
Boston and Maine, like the lamb that laid down with the lion.
It is interesting to note that the running time of the Eastern train
that day, under those conditions, was three hours and twenty-six
minutes, the train consisting of seven cars, one Pullman only, if
54 THE BOSTON AND MAINE RAILKOAD
any. The Boston and Maine had five cars and made sixteen stops,
and its running time was three hours and thirty-eight minutes.
Today [1917] the Eastern division train makes the run in three
hours and fifteen minutes, with ten or twelve cars of much heavier
build. The "express" to Portland left Boston at 8.45 A. M. and
reached there at 1 P. M., or in four and a quarter hours. On the
occasion of this race the run from Lynn to Boston in twenty min-
ntes was chronicled as something phenomenal.
The locomotives used were the "Atlantic" on the
Eastern train and the "North Star" on the Boston and
Maine road. A former official of the Boston and Maine
in service at the time of the above occurrence has in-
formed the writer that there really was no race at all.
The whole thing, in his opinion, was gotten up for advertis-
ing purposes by George Bachelder, then superintendent
of the Eastern Railroad. A special telegraph message
was even sent to the conductor and engineer of the Boston
and Maine train not to depart from their running time
under any circumstances whatever. Since the foregoing
was written, it has also been learned that another and
apparently more realistic race took place between the
Eastern and Boston and Maine roads in 1857 or 1858,
when it was actually a question of the United States mail
contract. As every one who took part in this first trial
of speed is dead, very little can be found out concerning
it except that the Eastern train won and the two locomo-
tives used were the "City of Lynn" on the latter road
and the "Massachusetts" on the Boston and Maine. The
mere fact of there having been two races has greatly
confused the matter, and it has been only with the great-
est difficulty that any information has been obtained.
In the meantime, in 1872, a branch known as the
West Amesbury Branch Railroad had been built from the
main line of the Boston and Maine at Newton Junction
to Merrimack, Mass., a distance of four and one-half
miles. It was leased to the Boston and Maine on January
9, 1873. At one time it was contemplated to extend this
line to Amesbury and thus compete with the Eastern
Railroad, but the lease of the latter corporation to the
Boston and Maine put an end to the scheme. Of late
years service on this and on many other of the Boston
and Maine branches has been practically abandoned, due
partly to the competition of the electric street railways,
BY FRANCIS B. C. BBADLEB 55
but also in large measure to the absolutely demoralized
condition of the whole Boston and Maine system. Trains,
passenger and freight, were taken off when this country
entered the European struggle, with the distinct under-
standing that they would be replaced at the close of the
war. This has not been done, and a deep feeling of hos-
tility against the road has been aroused in many localities
through which it passes and which it will take a long time
to overcome.
Not many of the present generation realize that the
splendid system of time under which the railroads of the
United States are now operated was not always the same.
But such is the fact, and not until 1883, when the first
time convention was called, was there any relief in sight
for the time tangle. The duty of this time convention
was to work out a system of time that would do away
with the crude and confusing system then in effect. The
convention met and the result was the establishment of
what is now known as standard time. Besides clearing
up the time situation, the convention formed a permanent
organization which is called the American Railway Asso-
ciation. It is this organization which has given us stand-
ard rules and has done much to bring about safe practice
in train operation. Before standard time was adopted
there were more than fifty standards of time in use by the
railroads for train operation throughout the United States,
and the chaos that existed, where a matter of connections
was concerned, can well be imagined. A traveller who
had to journey over three or four railroads was unable to
count on connections with any certainty. Even on the
same road it was unusual to have the same kind of time
on any two districts. Passengers were subjected to fur-
ther inconvenience and confusion by frequent time changes,
especially by the smaller roads, and to make matters still
worse, few conductors could tell the kind of time in use
on connecting lines. Under the present system there are
four different times used in the United States, with the
exception that the Canadian Pacific Railway uses Atlantic
time on its lines east of Vanceboro, Maine. All the
standards of time are an even hour apart, with an elastic
boundary line between the hour sections, the exact point
at which a road shall change time being specified. The
66 THE BOSTON AND MAINE BAILROAD
four principal times are based upon the 75th, 90th, 105th
and 120th meridians, and for purposes of designation they
are called Eastern, Central, Mountain and Pacific time
respectively.
Prior to 1883, some lines were so situated that it re-
quired six or seven kinds of time for trains to get over
the road on, and so complex had the situation become
that very few operating officials could state the time that
was used upon any road except their own, and, in some
cases, its immediate connections. As had been previously
arranged, the change to standard time was made on a Sun-
day in November, 1883. When the hour of noon arrived
the bells of St. Paul's Chapel, New York, tolled the hour
of local time, and just four minutes afterward the West-
ern Union time-ball fell and Trinity's chimes rang out
the new standard hour, in accordance with an electric sig-
nal from the Naval Observatory at Washington City.
This splendid arrangement of time was planned by Mr.
W. F. Allen, secretary of the American Railway Associa-
tion. It marked a new era in railroad operation. In the
old days on the Boston and Maine the regulating clock in
the Boston station was the standard time for all parts of
that road, and the rule regarding regulation of watches,
etc., taken from time-table No. 96, to take effect May 2,
1870, was as follows : "Conductors and engineers must
daily set their watches by the regulating clock in the Bos-
ton station, which is the standard of time for the clocks
at the stations and the watches of all men employed on
the road. It is made the duty of the oldest freight con-
ductor to see that all the clocks of the way stations east
of Reading conform to the standard. The Reading pas-
senger train conductor will regulate the clocks from Read-
ing to Boston, and the Medford conductor the clocks of
the Medford branch." The old Eastern Railroad, on the
other hand, while requesting their conductors and en-
gineers to "compare time daily" ordered that all clocks and
all the watches of the employees must be regulated ac-
cording to "Willarcl's time." Willard was for many
years a well-known watchmaker, and his father invented
the celebrated clock bearing his name.
(To be continued.)
THE TRACY FAMILY OF NEWBURYPORT.
BY THOMAS AMOKY LEE.
The Tracys of Newburyport were a leading family of
that thriving seaport town during the last fifty years of
the province, and perhaps there was none more prominent.
This family so far as known, is not in any way related
to the Tracy family descended from Lieut. Thomas Tracy
of Connecticut, but from Captain Patrick Tracy and
Captain Nicholas Tracy, who came to Massachusetts from
Ireland between 1720 and 1740. These two men were
certainly closely related and were perhaps brothers,
though it seems more probable that Captain Patrick was
an uncle, on account of the difference in ages. In the
male line the family is extinct ; but it has been perpetu-
ated in the Eustis, Cabot, Jackson, Lee, Holmes, Lowell,
Higginson, Paine, Storrow, Morse, Putnam, and other
leading families of Boston to-day.
1. CAPTAIN PATRICK TRACY, ESQ., was born about
1711, probably in County Wexford, Ireland, and died in
Newburyport, Feb. 28, 1789, aged 78 years. He was
married, first, Jan. 25, 1742-3, by Rev. John Lowell of
Newbury, to Hannah Carter of Hampton, N. H., who
died March 27, 1746, aged 28 years. He married,
second, July 25, 1749, Hannah Gookin, daughter of
Rev. Nathaniel Gookin, Jr., A. M., and Dorothy (Cot-
ton) Gookin, of Hampton, N. H., who died Aug.
20, 1756, aged 33 years. She was a great-grand-
daughter of Major General Daniel Gookin and of
the famous Rev. John Cotton, and a second cousin of
Dorothy Quincy. He married, third, Mar. 25, 1773, Mary,
daughter of Tristram Little, widow of Captain Michael
Dalton, Esq., and mother of United States Senator Tris-
tram Dalton. She died Dec. 10, 1791, aged 78 years.
Captain Tracy came to New England as a young lad, his
guardian, according to family tradition, having stolen his
estate. He made frequent voyages to the West Indies,
became a competent, skillful navigator, a master mariner
and shipowner, an importing and exporting merchant of
high standing and much wealth. He was vestryman of
(57)
58 THE TEACY FAMILY OF NEWBURYPORT
St. Paul's Church, Newburyport, 1743-1748, subscribed
to the fund in 1743, and was assigned two pews, Nos.
35 and 49. He was appointed justice of the peace, Dec.
31, 1772. In 1764, he gave books and money to Har-
vard College to repair the damage done by the fire. On
June 10, 1763, he signed the petition to set off Newbury-
port from Newbury. On Jan. 29, 1774, with Nicholas
and Robert Tracy, he petitioned the selectmen to send
delegates to the Continental Congress at Philadelphia,
and to appoint a committee to prepare instructions for
such delegates ; he was later appointed a member of that
committee. On Sept. 23, 3774, he was the second mem-
ber of the Committee of Safety, and Captain Nicholas
Tracy, the last. He gave of his time and means to sup-
port the Revolution, and was part owner of many pri-
vateers. "In commercial as well as in mercantile affairs,
Captain Tracy was eminently successful, and maintained
to the close of a long life the character of an honorable
and upright man." 1 A handsome portrait of Captain
Tracy, by an unknown artist, perhaps Mather Brown,
now belongs to Captain Patrick Tracy Jackson, 3d, of
Boston, and a portrait of Captain Tracy by Blackburn, also
one of Mrs. Tracy, by Greenwood, are owned by Mrs.
Frederick C. Shattuck of Boston. A memoir of Captain
Tracy has been written by Russell Leigh Jackson.
His estate 2 was valued at 3,739. Is. 9 l-2d., and in-
cluded four mansion houses, 212 ounces of silver plate,
18 framed pictures, 3 "family pictures", i. e., portraits,
books, etc. The will was very carefully drawn by Hon.
Theophilus Parsons, who was named executor. Captain
P. T. Jackson now has his mourning rings. Bequests
were made of mourning rings to his wife, son Jonathan
Jackson, sons Nathaniel and Jonathan Tracy, and to
each of their wives, and one to Mrs. Elizabeth Burt, with
the picture of her mother, Madame Kent, now hanging in
my house, all his wearing apparel to his two sons, and
plate to daughter Hannah Jackson ; one house to his
'"Quid Newbury", by John J. Currier, pp. 545-569, and History of
Newburyport, vol. 2, pp. 216-221.
Essex County Probate, No. 27,971.
BY THOMAS AMORY LEE 59
grandchildren, Robert, Henry, Charles, Hannah, James,
Sarah, Patrick Tracy, Harriet and Mary Jackson, children
of daughter Hannah; one house to grandchildren Henry
Laughton, Nathaniel, Margaret, Mary, Henrietta and
.John Tracy, all children of son John Tracy ; one house
to grandchildren Hannah, Patrick, Jeremiah Lee, Mary
and Louisa Tracy, all children of son Nathaniel ; and to
his faithful black man Apropos $6 a year and the right
to dwell in the house where he now does.
Children, born in Newburyport, by his first wife :
HANNAH, b. Oct. 20, 1748; d. July 2, 1744.
VINCENT, b. May 4, 1745; d. July 7, 1745.
Children, born in Newburyport, by his second wife :
3. NATHANIEL, b. Aug. 11, 1751; bur. Sept. 21, 1796.
4. JOHN, b. Apr. 19, 1753; d. Mar. 1, 1815.
HANNAH, b. Apr. 26, 1755; d. Apr. 28, 1797, in Boston; m. in
Newburyport, 1772, Col. Jonathan Jackson, Esq., b. in Bos-
ton, June 4, 1743, d. March, 1810, in Boston (Harvard,
1761), s. of Edward and Dorothy (Quincy) Jackson of Bos-
ton, m. (1), Jan. 3, 1767, at Salem, Sarah, dau. of Rev.
Thomas and Mary (Woodbridge) Barnard, b. Jan. 31, 1741-2,
d. June 22, 1770; m. (2), Hanna Gookin. He was an emi.
nent merchant of the firm of Jackson, Tracy & Tracy. He
was a representative and senator to the General Court,
member of the Committee of Public Safety, of the Pro-
vincial Congress, of the Continental Congress, 1781-1782,
U. S. Marshal for the District of Massachusetts, a commis-
sioner to take the census, 1790, inspector of internal reve-
nue, 1791; vestryman of St. Paul's, 1794, 1795, supervisor
of the revenue, 1796, Treasurer of the Commonwealth for
five years, Treasurer of Harvard College, and President of
the Boston Bank, 1803-1810. He was a most accomplished
gentleman, a leader of society, and a man of the most un-
blemished honor. He was, with Hon. Nathaniel Tracy, one
of the founders of the American Academy of Arts and
Sciences. His portrait was painted five times by Copley,
the five being owned by his descendants, Justice O. W.
Holmes of the U. S. Supreme Court, estate of Col. Harry
Lee of Boston, Mrs. James Jackson of Boston, Mrs. Charles
Upham of Salem, and Miss Susan Cabot Jackson of Boston.
Mrs. James Jackson also owns the Copley of Hannah Tracy,
60 THE TRACY FAMILY OF NEWBURYPORT
wife of Hon. Jonathan Jackson. Children of Col. Jona 1
than and Hannah (Tracy) Jackson were: (1) Robert, fa-
Mar. 4, 1773, d. 1800. (2) Capt. Henry, b. Jan. 12, 1774, d.
1806, m. 1799, Hannah Swett, sister of Dr. John B. Swett,
A. B. (H. C.), 1767. John B. Swett Jackson, M. D., Henry
Jackson, A. B. (H. C.), M. D., and Robert Tracy Jackson,
B. S., Sc. D. (H. C.) of Boston, are descendants. (3)
Hon. Charles, LL. D., b. May 31, 1775, d. Dec. 13,
1885, A. _B. (H. C.), Justice of the Supreme Judicial
Court of Mass, and leading real estate lawyer of Bos-
ton, m. (1) Amelia Lee, dau. of Joseph Lee, m. (2)
Fanny, dau. of John Cabot. Among descendants are
Gen. Charles Jackson Paine, A. B. (H. C.), Hon. Robert
Treat Paine, A.B. (H. C.), John Torrey Morse, Jr., Litt. D.
A. B. (H. C.), and Oliver Wendell Holmes, Jr., LL. D.,
A. B. (H. C.), Justice of the U. S. Supreme Court. (4)
Hannah, b. July 2, 1776, d. May 10, 1815, m. Oct. 31, 1798,
Francis Cabot Lowell, A. B. (H. C.), s. Hon. John Lowell,
LL. D. Among descendants are Hon. John Lowell, Jr.,
founder of the Lowell Institute, Judge John Lowell, LL. D.,
and Judge Francis Cabot Lowell, LL. D. (5) Dr. James,
LL. D., b. Oct. 2, 1777, d. 1867, A. B. (H. C.), m. (1) Oct. 3,
1801, Elizabeth Cabot, niece of U. S. Senator George Cabot.
He m. (2), 1818, her sister, Susan Cabot. He was the lead-
ing physician of Boston for years. Among descendants are,
Dr. Charles Pickering Putnam, A. B. (H. C.). and Dr. James
Jackson Putnam, A. B. (H. C.), James Jackson Storrow,
A. B. (H. C.), of Lee, Higginson & Co., Charles Cabot
Jackson, A. B. (H. C.), broker, James Jackson Minot, A. B.
(H. C.) (6) Sarah, b. June 26, 1779, m. Capt. John S.
Gardner, Esq., a wealthy merchant. (7) Patrick Tracy, b.
Aug. 14, 1780, d. Sept. 12, 1847, distinguished merchant,
and one of the two founders of Lowell, Mass. He m. Lydia
Cabot. Among descendants are, Gen. Charles Russell
Lowell, Jr., A. B. (H. C.), brilliant cavalry officer of the
Civil War ; Dr. Arthur Tracy Cabot, A. B. (H. C.), one of the
leading medical men of his generation; Prof. Charles Loring
Jackson, A. B. (H. C.), the chemist; Patrick Tracy Jack-
sou, Jr., Capt. Patrick J. T. Jackson, 3d, and Patrick T.
Jackson, 4th, all graduates of Harvard and all manufac-
turers. (8) Harriet, b. Jan. 2, 1782, d. 1849. (9) Mary, b.
Oct 3, 1788, d. June 1. 1860, m. June 16, 1809, Henry Lee,
Sr., s. of Joseph Lee, the well known Boston merchant and
economist. Among descendants are, Col. Harry Lee, Jr.,
BY THOMAS AMORY LEE 61
A. B. (H. C.) of Lee, Higginson & Co.; Major Henry
Lee Higginson, LL. D., A. B. (H. C.), officer of the Civil
War, head of Lee, Higginson & Co., and founder of the
Boston Symphony Orchestra; Joseph Lee, A. B. (H. 0.),
the well known social worker; Henry Lee Morse, A. B.
(H. C.)i the physician; Matthew Hale, Jr., A. B. (H. C.)
2. "CAPT. NICHOLAS TRACY, Gentleman," son of
Robert Tracy of County Wexford, Ireland, farmer, was
born probably about 1726, and died in Newburyport, May
23, 1787 ; he married Merriam, daughter of Col. Moses
Titcomb of Newburyport, who was born Feb. 20, 1732-3,
and died Oct. 28, 1810. Robert Tracy of Killcarberry,
Wexford, Ireland, farmer, died between December, 1767,
and Feb. 22, 1768, when his will 3 was probated. He
therein leaves one shilling each to sons Matthew, John,
James, and to daughters Katherine Devereux, otherwise
Tracy, wife of Thomas Devereux, and Mary Tracy,
otherwise Nevil, wife of John Nevil ; to youngest son,
Martin Tracy, one-fourth part of thirty-two acres in
Killcarberry, corn housed ; under the management of
Henry Tracy of the Ring of St. John in said county,
and Matthew Tracy of Rotholm, barony of Forth, in said
county, farmers, they to be executors. Apparently his
wife died before 1767. Her name is unknown. Captain
Tracy came to Newburyport at a very early age, and was
a mariner. In due course he became a master mariner,
and made profitable voyages to the West Indies and
Europe. He presently became an importing merchant,
and owned the Upper Long Wharf, with its warehouses,
etc. His mansion house was on the northwest corner of
State and High streets. He was in the Alarm List of
the foot company in Newbury, of which Joseph Coffin
was captain, July 13, 1757. In 1774 he signed a petition
to the selectmen to send delegates to the old Continental
Congress of September, 1774. On June 15, 1774, he
was on the committee to correspond with the Committee
of Safety of Boston, and was a member of the Committee
of Safety.
Mr. William Tracy Eustis procured a copy of this will. I am
greatly indebted to his son, J. Tracy Eustis, Esq., for permission to
use this copy.
62 THE TKACY FAMILY OF NEWBUKYPORT
His will, 4 dated Jan. 17, 1787, was proved June 13,
1787. He bequeathed to his wife Merriam one-third of
the dwelling house on the northwest side of the head of
O
Fifth street for life, and two-thirds for widowhood, also
one-third of all other real estate to son Robert, the house
on the northwest side of Queen street for life ; and all
the residue of real estate and personal estate in remainder
and reversion to son Nicholas, but if he die under 21,
then to my brothers Matthew Tracy and John Tracy and
my sister Catherine Devereux, all of the Kingdom of
Ireland. (This will proves Captain Nicholas to have been
a son of Robert.) His wife, Captain Joseph Noyes, mar-
iner, and Samuel Tufts, merchant, are named as executors.
The seal has an impression, but it cannot be seen whether
it is of the Tracy coat-of-arms which Captain Patrick
Tracy used. His estate was valued at over .9,700, in-
cluding the mansion house, store, two dwelling houses,
and eighteen and one-half rights in Queen Wharf, a
silver watch, plate and glass, a wall pew in Rev. Mr.
Gary's meeting house, money in hand .1,852, 19. 5 3-4,
37 notes against John Tracy, Nathaniel Tracy, James
Tracy, Nicholas Pike, etc.
His widow Miriam was appointed guardian 6 of their
son, Nicholas Tracy, a minor over 14 years, on Aug. 27,
1787, Joseph Noyes, mariner, and Andrew Frothingham,
merchant, being her sureties. Her estate 6 was valued at
$5,578.21.
Children, all born in Newburyport :
6. ROBERT, b. Aug. 2, 1752; d. s. p., Dec. 16, 1804.
ELIZABETH, b. Jan. 13, 1771; d. Dec. 20, 1772.
6. NICHOLAS, b. July 24, 1773; d. July 26, 1811.
3. HON. NATHANIEL TKACY, T son of Captain Patrick
and Hannah (Gookin) Tracy, was born in Newburyport,
Aug. 11, 1751, and was buried there Sept. 21, 1796. He
'Essex County Probate, No. 27,968.
*Essex County Probate, No. 27,989.
"Essex County Probate, No. 27,964.
7 8ee Harvard Graduates 1 Magazine, vol. 25, p. 193; The Paine
family, 1914; Jones' "Under Colonial Rooftrees," pp. 77-80; Hunt's
"Merchants Magazine," vol. 2, p. 517.
BY THOMAS AMOEY LEE 63
graduated from the Boston Public Latin School in 1760;
from Harvard, A. B., in the class of 1769 ; took his A. M.
there in due course; is said to have taken a post-graduate
course at Yale, and then travelled abroad. He married,
February 28, 1775, "the greatest beauty of her day,"
Mary Lee, the sister of his classmate, Captain Joseph
Lee, of the Revolution, and the daughter of the
patriot, Col. Jeremiah Lee, of Marblehead. Colonel Lee
was a member of the famous Province Committee of
Safety and Supplies, with Adams and Hancock, chairman
of the Essex County Congress, 1774, a delegate to the
Massachusetts Provincial Congress, and elected to the
first Continental Congress by the town of Marblehead, as
its delegate.
At once upon their marriage, Captain Tracy built for
his son a beautiful brick mansion on State street, New-
buryport, and there Nathaniel Tracy and his bride made
their home. This mansion is now the city library of
Newburyport, and in it Stuart's portrait of Nathaniel
Tracy hangs, having been presented to the town by Tracy's
grandson, General William Raymond Lee, of Boston.
Shortly before the Revolution, Tracy went into partner-
ship Avith his brother, Colonel John Tracy, Harvard, 1771,
and his brother-in-law, Hon. Jonathan Jackson, Harvard,
1761, the ancestor of the present Boston family of that
name. Their firm became very prominent, and as soon
as the Revolution broke out, Tracy and his -partners de-
termined to support vigorously the patriotic cause.
He fitted out the first privateer of the Revolution, the
Yankee Hero, and this vessel gained many prizes. Dur-
ing the next eight years Tracy was the principal owner of
one hundred and ten merchant vessels, having a gross
tonnage of 15,660 tons. These vessels, with their car-
goes, were valued at $2,733,300. Twenty-three of these
were letters of marque, and carried 298 carriage-guns and
1,618 men. Of this large fleet but thirteen were left at
the end of the war. The others were either lost or cap-
tured. During this period he was also the principal
owner of twenty-four cruising ships, with a gross capacity
of 6,330 tons, carrying 340 guns, 6, 9 and 12 pounders,
64 THE TRACY FAMILY OP NEWBURYPORT
and 2,800 men. Of these twenty-four ships but one re-
mained in 1783. The services which these vessels ren-
dered to the government in bringing in stores of ammuni-
tion and supplies intended for the British army were
inestimable. During the war Tracy's cruisers and pri-
vateers captured 120 vessels, aggregating 23,360 tons,
with 2,225 men. These vessels, with their cargoes, were
sold for the large sum of $3,950,000 in specie. Nor was
this the only service Tracy rendered to the country ; for,
during these trying times, he loaned the government more
than $167,000, besides providing much assistance in the
matter of clothing and other necessities.
At this time Tracy might well say that he could travel
from Newburyport to Philadelphia and sleep in his own
house every night. As it was a matter of a week's journey
at that time, we may judge somewhat of the extent of
his possessions. He owned the Vassall house in Cam-
bridge, now owned by the Longfellow family ; he had a
farm in Medford, said to have been "Ten Hills Farm" ;
he had large properties in Connecticut ; and, with his
superb mansion in Newburyport, the Spencer- Pierce farm
in Newbury, with the stone house, and other lands and
houses in different places, he was enabled to live in the
most luxurious manner. He had the finest horses and
coaches, and possessed a well-selected library. His cellars
were stocked "with the choicest wines, his horses and
carriages were the best that money could buy, and the
appointments at the table were rich and sumptuous." At
his home in Cambridge, now known as the Longfellow
House, he entertained many distinguished guests, and in
the brick house on State street, Newburyport, he was
often honored by visits of officers prominent in public
life. In 1788, Brissot de Warville visited Tracy at New-
buryport, and a description of Tracy and his household is
found on pages 254 and 255 of his "Notes of Travel in
the U. S." :
We dined at Newbury with Mr. Tracy, who formerly enjoyed a
great fortune, and has since been reduced by the failure of differ-
ent enterprises, particularly by a contract to furnish masts for the
marine of France. The miscarriage of this undertaking was owing
BY THOMAS AMORY LEE 65
to his having employed agents in procuring the first cargo, who
deceived him and sent a parcel of refuse masts that were fit only
for firewood. Though the manner in which Mr. Tracy bad been
deceived was sufficiently proved, yet, for the clerks of the marine
at Versailles, whose interest it was to decry the American timber,
this fact was sufficient to enable them to cause it to be ever after
rejected. And Mr. Tracy's first cargo was condemned and sold at
Havre for 250 1. He lives retired ; and, with the consolation of his
respectable wife, supports his misfortunes with dignity and firm-
ness.
In 1784, Tracy went to Europe on his ship "Cerut,"
endeavoring to bring about a satisfactory settlement of his
business affairs. Thomas Jefferson, who had been named
Minister Plenipotentiary to Great Britain with Mr. Adams
and Dr. Franklin, with Jefferson's two daughters, was
Tracy's guest upon this voyage, they being intimate
friends. Tracy went on to Portugal, in hopes of obtain-
ing a satisfactory settlement of his accounts with Guar-
doqui, but in this he was disappointed. He remained in
Europe several months, but at length was compelled to
return home, broken-hearted and discouraged. Two years
later he found himself hopelessly involved in financial
difficulties, and with the close of the war his wealth van-
ished like smoke. His vessels were captured, his varied
enterprises met with disaster instead of success, and in
1786 he found himself bankrupt, owing large sums which
he could not pay. His splendid estates were sold for a
small portion of their value, and he retired from active
business pursuits. With his wife and children, he lived
in comparative quiet and seclusion for the remainder of
his days in the old stone mansion on the Spencer-Pierce
farm in Newbury, which was secured to his family by his
father, Captain Tracy. He was so loved and respected
by his fellow-townsmen, many of whom were his credit-
ors, that he was not pressed by claims for money due.
John Quincy Adams, who was at that time a student at
law in the office of Theophilus Parsons in Newburyport,
gives a good description of Tracy and his family in his
diary for the years 1788-89. While at his home in Cam-
bridge, Tracy gave a celebrated frog dinner to officers of
66 THE TRACY FAMILY OF NEWBURYPOET
the French fleet, which was then in Bostor harbor. This
dinner is described by Andrews in his "Letters," and is
worth reading.
Tracy was the first treasurer of Dummer Academy,
was a selectman of his town, a deputy to the General
Court in 1780, 1781 and 1782, a State Senator in 1783,
a delegate to the United States Constitutional Conven-
tion, and a charter member of the American Academy of
Arts and Sciences. He also made at least one contribu-
tion to the records of the Massachusetts Historical Soci-
ety in its early days. In 1773, he was given the honor-
ary degree of A. M. by the College of New Jersey, now
Princeton University. His portrait was painted three
times, once by Stuart, 8 once by Trumbull, now owned by
his great-granddaughter, Mrs. Elizabeth Amory Lee Ernst,
the daughter of General Lee, and the wife of Gen. O. H.
Ernst, of Washington ; and once by Miss Hills. His
miniature and that of his wife are owned by Mrs. Ernst
and Mrs. Elizabeth Lee Ernst Grinnell.
Children, born in Newburyport :
HANNAH, b. Jan. 25, 1776; d. in Boston, Sept. 14, 1823; m. May
21, 1801, Lieut. William Raymond Lee, her second cousin,
b. Aug. 19, 1774, d. Sept. 7, 1861, in Boston, s. of Col. Wil-
liam Raymond Lee, of the Revolution, who was a nephew
of Col. Jeremiah Lee, the father of Nathaniel Tracy's wife.
Child, b. in Salem : (1) Gen. William Raymond Lee,
U. S. V., A. M., colonel of the Harvard Regiment during
the Civil War, given an honorary degree by Harvard, 1851,
and Fellow of the American Academy of Arts and Sciences.
He was b. Aug. 15, 1807; d. in Boston, Dec. 26, 1891; m. in
Boston, Helen Mara Amory, dan. Thomas Amory, Esq., b.
1810, d. 1893. Lieut. A. Tracy Lee, U. S. A., was a son.
MARTHA LEE, b. July 6, 1777; d. Nov. 10, 1778.
PATBIOK, bp. by Rev. Thomas Gary, Feb. 27, 1780; living 1791;
d. unm., before 1819.
NATHANIEL, bp. June 27, 1781; d. before 1788.
LIEUT. JEBEMIAH LEE, U. S. V., bapt. Dec. 21, 1783 ; d. Jan. 16,
1844, unmarried. An able and skillful artillery officer of
the War of 1812.
"The authenticity of this has not been fully established. It has
been attributed also to Copley and to Mather Brown.
BY THOMAS AMOBY LEE 67
MABY, b. in the Longfellow House, Cambridge, Feb. 25, 1786;
d. in Newburyport, Dec. 23, 1809, unmarried.
LOUISA LEE, b. in the Longfellow House, Apr. 25, 1787; d. May
15, 1869, in Newburyport, unmarried.
NATHANIEL, b. Nov. 25, 1788; d. before 1790.
7. NATHANIEL, b. Mar. 18, 1790.
MABTHA ABBY LEE, b. Sept. 27, 1791; d. before 1819.
HELEN, b. Jan. 22, 1796; d. unmarried, in Newburyport, Nov.
10, 1865; was one of the incorporators, Oct., 1857, of the
Newburyport Ladies 1 Bethel Society. Included in her in-
ventory 9 were the family silver, jewelry, books, the Jackson
picture, three miniatures, and two Copleys.
4. COL. JOHN TRACY, son of Captain Patrick and
Hannah (Gookin) Tracy, was born in Newburyport, April
19, 1753, and died there Mar. 1, 1815. He was gradu-
ated from Harvard College in 1771, and travelled abroad.
He married, May 2, 1775, Margaret Laughton, perhaps a
daughter of Henry Laughton, a merchant of Boston.
She was born May 12, 1755, and died November, 1806.
He and his brother Nathaniel were contributors to and
members of St. John's Lodge, A. F. and A. M., organized
in 1766. He was a very prominent merchant of New-
buryport, in partnership with his brother and brother-in-
law, as Jackson, Tracy & Tracy. He "was generous
and liberal in the expenditure of his wealth, and enter-
tained many other distinguished guests in his hospitable
home." 10 Among his guests, in November, 1772, were
Marquis de Cbastellux, Major General of the French
army, and one of the forty Immortals of the French
Academy ; Baron de Taleyrand (said to have been a
brother of the famous Prince Taleyrand) ; M. de Mon-
tesquieu, grandson of the famous author ; Viscount de
Vaudreuil, and Marshal and Lieut.-Gen. Lynch. Chas-
tellux's description 11 of his evening there with Colonel
and Mrs. John Tracy, her two sisters, and the beauty,
Miss Lee (a sister of Mrs. Nathaniel Tracy), is well
known. "The house is very handsome and well finished,
and everything breathes that air of magnificence, accom-
panied with simplicity, which is only to be found amongst
'Essex County Probate, No. 55,540.
'"Currier's "Ould Newbury," p. 583.
"Travels, p. 240, or Currier's "Ould Newbury," p. 679.
68 THE TRACY FAMILY OF NEWBURYPORT
merchants." At this time John Tracy was probably a
more prominent merchant than his brother, the latter
having suffered reverses. Colonel John Tracy was an
enthusiastic patriot, and served in General Sullivan's
army in Rhode Island as aide-de-camp to General Stover.
He was later Adjutant General of the Massachusetts
militia. Ht> was vestryman of St. Paul's, Newburyport,
1777-1780, and 1784-1815. From 1780 to 1784 he was
senior warden. In 1803 he was made an honorary mem-
ber of St. John's Lodge of Masons.
Children, all born in Newburyport :
JOHN, b. Mar. 4, 1776; d. Nov. 27, 1781.
HENRY LAUGHTON, b. Sept. 1, 1777; d. May 26, 1797.
NATHANIEL, b. June 19, 1779 ; lost at sea, 1800.
MARGARET, b. Mar. 22, 1781; d. June 25, 1842, unm. Her will 12
leaves one-third of her property to her sister Mary Basset,
one-third to sister Catherine C. Titcomb, and one-third to
the five children of her deceased sister, Elizabeth Loring,
of Boston.
MARY, b. Mar. 22, 1781; m. Capt. Christopher Bassett, b. May
11, 1774, d. Mar. 13, 1848. She d. Jan. 27, 1854.
HENRIETTA, b. Jnne 28, 1782; d. July 8, 1812; m. Jan. 18, 1807,
Willam Pierce Johnson, Jr., b. May 13, 1785, m. (2), Sarah
Waite. Children : (1) William Pierce, b. Nov. 10, 1807; (2)
Margaret Laughton, b. Jan. 20, 1809, d. July 8, 1879, m.
Apr., 1829, Rev. Patrick Henry Greenleaf, D. D., b. in Port-
land, Me., July 11, 1807, d. in Brooklyn, N. Y., June 21,
1869, s. of Hon. Simon Greenleaf, LL. D., the great jurist,
Royall Professor of Law of Harvard. He graduated, A. B.,
1825, at Bowdoin, being a classmate of Longfellow and
Hawthorne; A. M., 1828; A. M., Trinity, 1827; D. D., 1854,
Indiana University. He practiced law, 1829-35, and was
ordained, 1837. Children: (a) Henry Loring, b. Apr. 25,
1830, d. July 23, 1860, in New Orleans, m. Nov. 24, 1854,
Harriet Gregory of Montreal, b. Dec. 9, 1831, d. Apr. 16,
1893, three children, including Rev. Arthur P. Greenleaf;
(b) Henrietta Tracy, b. Apr. 25, 1831, m. Nov. 25, 1851,
Rev. Charles Whitfield Homer. D. D., of Brooklyn, b. Jan.
22, 1828, five children, including Mrs. Edward Fitzgerald de
Selding of N. Y., Mrs. William De Forrest Curtis of Bos-
ton, and Mrs. John S. Melcher of N. Y., the husbands of
12 Essex County Probate, No. 55,544.
BY THOMAS AMOEY LEE 69
all three being lawyers; (c) James Edward, b. Aug. 2, 1832,
m. Nov. 7, 1853, Mary Elizabeth, dau. of Hon. Paul and
Harriet (Whiting) Willard, b. July 10, 1831, child, Robert
Willard, A. B., Harvard, 1877, A. M. and M. D., 1885, Pro-
fessor in the Harvard Medical School, Mary Willard, artist,
and Ellen Willard; (d) Charlotte Kingman, b. Dec. 10,
1833, d. Oct. 7, 1834; (e) George Herbert, b. Nov. 25, 1834,
d. Jan. 20, 1879, m. May 6, 1869, Elizabeth B. Chew, b. June
18, 1846, no children; (f) Lieut. Col. Charles Ravenscroft,
U. S. A., M. D., b. Jan. 2, 1838, in Carlisle, Penn., m. Sept.
10, 1862, Georgiana Henry Franck de la Roche, b. Nov. 12,
1839, dau. of George Henry Frederick Franck and Jane Jacob
(Belt) de la Roche, and granddaughter of Baron Frederick
Franck, surgeon, U. S. A. in Civil War, and later deputy
surgeon general, four children, of whom Patrick Henry or
Henry S., b. 1870, M. D., U. of P., 1895; (g) Charlotte, b.
May 1, 1839, m. June 6, 1865, Henry Martyn Congdon, b.
May 10, 1834, architect of N. Y., five children, including
Elizabeth Tracy, b. and d. 1868, and Ernest Arnold, b. Aug.
9, 1866, Professor of Chemistry at Drexel Institute, Phila-
delphia; (3) Edward Augustus, b. Aug. 11, 1810.
JOHN, b. Jan. 2, 1786; d. in Matanzas, Aug. 28, 1822.
ELIZABETH FAKBIS, b. Dec. 14, 1791; d. in Boston, Aug. 15,
1825; m. Feb. 28, 1818, Henry Loring of Boston, b. 1792, d.
June 11, 1866, s. of Capt. Joseph and Anna (True) Loring.
Capt. Loring was at Bunker Hill, and in Gridley's Brigade
in the Revolution. Henry Loring was a merchant, partner
in Loring, Fiske & Co., of Pearl St. He married, second,
1820, Mary Middleton Lovell, and had James Lovell, b.
1831. He was an original proprietor of Mt. Auburn Ceme-
tery, 1835, and member of the Massachusetts Horticultural
Society. He was a very prominent wholesale hardware
merchant. He was a typical gentleman of the old school.
Children: (1) Henrietta Tracy, b. Dec. 15, 1818; d. Oct. 16,
1842, m. Lieut. James Henry Carleton, U. S. A.; (2) Ann,
b. Nov. 9, 1820, living, 1896, in Newburyport; (3) Elizabeth
Farris, b. May 28, 1822, d. Dec. 26, 1881; (4) Henry, b. May
31, 1824, d. Nov., 1882 (partner of his father), Adjutant
19th Indiana Vols.; (5) Mary Wyer, b. July 5, 1827, m.
Charles Frederic Crehore, M. D.
CATHERINE DE BLOIS, b. Nov. 12, 1794; d. Mar. 13, 1875; m.
May, 1819, George Titcomb, b. Feb. 21, 1785, d. Dec., 1868,
son of Enoch Titcomb. He was a noted teacher of New-
buryport and lived at 19 Market Street. Children, all alive
70 THE TRACY FAMILY OF NEWBURYPORT
in 1896: (1) Mrs. George W. Hale of Taunton, who had
Edward A. Hale, who has Ralph Hale, publisher, of Bos-
ton; (2) Mrs. J. H. Hodgkiss of Newburyport; (3) Marga-
ret Tracy; (4) Selina J., of Newburyport; (5) Henry Laugh-
ton, d. July 27, 1852, aged 15; (6) Patrick Tracy, d. Feb.
10, 1838, aged 5; (7) Elizabeth L., d. June 18, 1830, aged 13;
(8) Mary E M d. Mar. 29, 1832, aged 7.
5. LIEUT. ROBERT TRACY was bom Aug. 28, 1752,
and died, unmarried, Dec. 16, 1804. In 1774, he signed
a petition (with Captain Patrick and Captain Nicholas)
to the selectmen to send a delegate to the Old Continental
Congress in Philadelphia, September, 1775. He was 2d
Lieutenant of the brig Yankee Hero, Captain James Tracy,
a privateer of 120 tons, owned by Captain James Tracy,
Jno. Jackson, Nathaniel Tracy, John Tracy, and Joseph
Lee (son of Colonel Jeremiah Lee of Marblehead). The
commission was signed by Perez Morton, Deputy Secre-
tary, Feb. 20, 1776. On May 7, with twelve carriage
and six swivel guns, and twenty-six men, on the way from
Newburyport to Boston, she struck to the British frigate
Milford, of twenty-eight guns, after a desperate encounter,
in which four men were killed and thirteen wounded.
Lieutenant Tracy was taken to Boston as a prisoner, and
exchanged after Nathaniel Tracy had interviewed Lord
Howe on board the Eagle. He apparently was a gentle-
man of leisure, having no occupation.
6. ENSIGN NICHOLAS TRACY, JR., son of Captain
Nicholas and Meriam (Titcornb) Tracy, was born in
Newburyport, July 24, 1773, and died there July 26,
1811. He married, Mar. 19, 1795, Lydia St. Barbe,
daughter of Captain Wyatt St. Barbe. She died in Bos-
ton, Dec. 2, 1832. He was an ensign of the Washington
Light Infantry in 1800, at the same time that Charles
Jackson, later a Justice of the Massachusetts Supreme
Judicial Court, son of Hon. Jonathan J. and Hannah
(Tracy), was a lieutenant. He was a well-known mer-
chant of Newburyport. His estate 13 was valued at $26,000.
His descendant, J. Tracy Eustis, owns miniatures of En-
sign Nicholas Tracy and of Captain Wyatt St. Barbe.
"Essex County Probate, No. 27,970.
BY THOMAS AMORY LEE 71
Children, all born in Newburyport :
ELIZABETH, b. Feb. 9, 1796; d. in Louisville, Ky., June 1, 1851;
m. Nov. 22, 1818, Charles Massey of Portland, Me., a pros-
perous merchant.
NICHOLAS, b. June 19, 1797; d. Apr. 10, 1798.
ELEANOR ST. BARBE, b. June 13, 1799; d. June 17, 1889; m.
Joseph Eustis, Oct. 2, 1820, son of William Beers Eustis.
They had William Tracy Eustis, b. Sept. 29, 1822, in Bos-
ton; d. Oct. 11, 1906. He served for a short time in the
Civil War, and was in partnership with his brother-in-law,
John W. Wolcott. He was a prominent member of the
New England Historic-Genealogical Society. Among his
children is J. Tracy Eustis of Boston.
HENRIETTA LOUISA, b. Sept. 5, 1802; d. in Sudbury, Mass.,
Mar. 19, 1878; m. Nov. 16, 1825, George Brooks of Port-
land, Me., a near relative of Bishop Phillips Brooks.
HARRIET MARIA, b. July 5, 1805; d. in Portland, Me., Jan. 19,
1879; m. (1), Feb., 1825, John Adams Smith, who d. Sept.
27, 1833. She m. (2), Rev. John W. Ellingwood of Bath,
Me.
7. NATHANIEL TRACY, JR., ESQ., son of Hon. Na-
thaniel and Mary (Lee) Tracy, was born Mar. 18, 1790,
and died May 28, 1866. He married (1), June 16, 1818,
Mary Wyer, and married (2) Anne M. Allen, who died
in Medford, Sept. 30, 1869. He was a prominent broker
of Boston, in the Merchants Exchange, of which he was
treasurer so many years, previous to I860, 14 and his
house was at 35 Essex street. He was associated, appar-
ently, with his cousin Jeremiah Lee of Boston. He
graduated from Boston Public Latin School in 1803, as
had his father, also, in 1760.
Children by his first wife :
NATHANIEL TRACY, JR., "Gentleman," b. 1823; d. Dec. 7, 1843.
ELIZABETH WYER, b. Jan. 16, 1822; d. May 27, 1843. Alby
Allen, niece of his second wife, was adopted by him, appar-
ently. She m. Horace Dudley Hall, b. Sept. 15, 1831, s. of
Dudley Hall, Esq., and had Elizabeth Tracy. His second
wife also had a nephew, Nathaniel Tracy Allen, and the
beautiful Tracy silver services went to the Allen family. 13
14 See "The Boston Stock Exchange," 1893.
"Essex County Probate, Nos. 27,967, 55,545, and Middlesex Coun-
ty Probate, Nos. 43,239, 43,243.
72 THE TRACY FAMILY OP NEWBURYPORT
8. "CAPTAIN JAMES TRACT, Gentleman," probably
drowned at sea or killed about October, 1777, was un-
doubtedly a close relative of both Hon. Nathaniel Tracy
and Captain Nicholas Tracy, but just what relationship is
unknown. He was a very gallant sea fighter. He was
captain of the brig Yankee Hero, 120 tons, a privateer
owned by b'm, Jno. Jackson, Nathaniel Trac}% John Tracy
and Joseph Lee, and commissioned Feb. 20, 1776. After
a desperate engagement, the vessel, with twelve carriage,
six swivel guns, and twenty-six men, on a trip from New-
buryport to Boston, struck to the English frigate Milford
of twenty-eight guns. Captain Tracy was struck in the
thigh by a cannon ball. Lieutenant Robert Tracy was
taken prisoner. They were both exchanged after Hon.
Nathaniel Tracy had interviewed Lord Howe on board
the Eagle. The 20-gun ship Hero was then built for
Captain Tracy, launched June 2, 1777, and sailed for
Cape Ann July 23. It went on the bar, was got off, and
was never heard from after leaving Boston.
9. CAPTAIN THOMAS TRACY, master mariner, was a
member of the Newburyport Marine Society, 1781 and
1798. He was probably of this family, but the connec-
tion is not known. He is perhaps the mariner 16 who died
in Marblehead, 1807.
A Thomas Tracy and Ann had a son James, baptized
in Newburyport, July 10, 1774.
The Rev. Thomas Tracy, of Biddeford and Newbury-
port, who married Ann Bromfield, sister of John Bromfield
(deceased by 1854), and of Elizabeth, wife of John
Hoxie, and apparently daughter of Ann Bromfield, died
there Aug. 11, 1872, leaving no widow and no known
heirs. He left a legacy to the children of Charles W. and
Elizabeth Hart of Goffstown, N. H. ; to Hannah M.
Rounds, housekeeper, and $5,000 to the Bromfield Semi-
nary in Harvard, Mass. He appointed 17 Charles E. Guild
of Boston, executor. He left an estate of $52,644.1 6,
His wife died in Newburyport, Sept. 10, 1856, leaving 18
16 Essex County Probate, No. 27,973.
"Essex County Probate, No. 55,548.
"Essex County Probate, No. 55,537.
BY THOMAS AMORY LEE 73
$5,000 to Eben F. Stone, Esq., of Newburyport, in trust
for aged women ; $4,000 to Samfiel E. Guild, Esq., of
Boston, in trust "for my dearest friend," Eliza Ann Guild
for life, and then to said Stone; $1,000 to Mrs. Mary
Jane, widow of Robert Jenkins, Esq., of Newburyport ;
$500 to Mrs. Margaret, widow of Samuel Carson, Esq.,
of Newburyport; $500 to Miss Margaret T. Emery,
daughter of the late Robert Emery, Esq., of Springfield ;
and 81,000 to my three sisters, Elizabeth, wife of John
Hoxie, Mary R. Carson and Margaret S. Carson, and resi-
due to her husband. She left an estate of $16,494.57.
She was a daughter of John Bromfield of Boston and
O
Anna Roberts of Newburyport. Her brother John, who
died in 1849, left $110,000 to charities. In 1916, part of
the Tracy-Bromfield library was given to the Massachu-
setts Historical Society.
It has not been ascertained who was the Patrick Tracy
of Newburyport who served at Bunker Hill in Captain
Perkins' company, and later in the Canada expedition. It
is barely possible that he may have been a slave.
The following letters show the descendants of Captain
Patrick Tracy who served in the Civil War :
Roxbury, Oct. 2, 1866.
Dear Colonel:
An old gentleman of Newburyport, intensely interested in the
history of that famous town, has asked me for the names, rank,
etc., of the descendants of Patrick Tracy, who served in a military
capacity during the war of the rebellion. I have made up the fol-
lowing list. Is it/uil and correct f
Great Grandsons.
Lee, W. R., Col. 20th Mass. Inf. and Bvt. Brig. Gen. and Brig. Gen.
on the Staff of His Excellency, Gov. Andrew.
Lee, Henry, Jr., Lt. Col. and A. D. C. Staff of His Excellency, John
A. Andrew, Governor, etc.
Lee, Francis L., Col. 44th Mass. Infy.
Great Great Grandsons.
Holmes, O. W., Jr., Lt. Col. 20th Mass. Infy.
Paine, C. J., Major Gen. Vols.
Paine, W. C., Captain Corps of Engineers, U. S. Army.
*Paine, Sumner, Second Lieut. 20th Mass. Infty.
Russell, Cabot J., Captain 54th Mass. Infy.
74 THE TRACY FAMILY OF NEWBUBYPOKT
*Lowell, C. R., Col. 2nd Mass. Cav'y. & Brig. Genl. Vols.
Lowell, J. J., First Lieut. 20th Mass. Infy.
Storrow, 0. S., Jr., Capt. 44th Mass. Infy.
Storrow, Samuel, First Lieut. 2nd Mass. Infy.
Jackson, P. T., Jr., 1st Lieutenant 5th Mass. Cavalry Captain.
I am not sure about the rank and regt. of P. T. J., Jr. Perhaps
others, Putnam, Cabot or Morse, served. Do you know ?
A list of Captain Perkins' Newburyport Company present at
"Bunker Hill," where it lost three men, records the name of
Patrick Tracy. Is it possible that the P. there named is our ances-
tor? Very likely he was an Irishman.
In the above list, those marked thus (*) were killed or died of
wounds.
If you can add to my list, or discover any errors, please write me.
Very truly yours,
W. RAYMOND LBE.
Col. Henry Lee, Jr., Boston.
Octr. 6, 1866.
My Dear General:
The honorable record of the descendants of Patrick Tracy (and
through Hannah Gookin, his wife, of Maj. Genl. Daniel Gookin, a
Kentish soldier, and one of the beat men of the Colony), is not
quite full, and yet too full.
Of the great-great grandsons, my sister Mary, wife of George
Higginson, had three sons in the war:
Henry Lee Higginson, Major 1st Mass. Cavalry.
James Jackson Higginson, Capt. & Brevet Major do.
Francis Lee Higginson, Capt. 5th Mass. Cavalry.
I do not record their wounds or imprisonment, because you have
omitted any details of your own or others' services. I have altered
young Pat Jackson's rank and regiment. Perhaps you might add
to the Lowells, Anna Cabot Lowell, their sister, who served over
three years as nurse; first in the transports, and then in the Armory
Square Hospital, Washington, and received some commission or
testimonial from Government as one of a few ladies who served so
long.
I do not deem it fair to those who forsook home and encountered
all the privations, toils and dangers of a soldier's life, to have my
name included in the list, not that I did not perform useful work at
some sacrifice, but not to be mentioned with the greater service.
Yours truly,
HENRY LEE, JB.
Brig. Genl. William Raymond Lee, Roxbury.
OLD NORFOLK COUNTY RECORDS.
( Continued from Volume L VI, page 308.)
Rodger [his T mark] Easman of Salisbury, house car-
penter, for 100 sterling, conveyed to Joseph Easman
and Benjamin Easman, my beloved sonns of same town,
the one a weaver, the other a tanner, my dwelling house,
barns, outhouses, hovells and land in Salisbury, Joseph
to have one-half and Benjamin the other half, bounded
by land of John Easman, sometime part of the five hun-
dred acres laid out by sd. town, by Nath u Easman and by
the highway leading to the mill, till it comes to the corner
of the sd. John Eastman's orchard, June 23, 1676. Wit:
Tho: Bradbury and Jabez Bradbury. Act. 14: 9 mo:
1676, in Salisbury court, before Tho. Bradbury, recorder.
John [his M mark] Martyn of Amesberie, planter, for
pay, conveyed to Jacob Morrill of Salisbury, half of lot
number 10 on west side of pond in Amsbery, bounded by
land of John Martyn, a white oake, by a highway, land
of Jn Weed, Thomas Ro well's, and Jno. Martyn's lot,
April 14, 1674. Wit : Georg [his M mark] Martyn and
Sam 11 ffoot. Ack. by grantor, April 17, 1674, before
Robert Pike, commissioner.
Robert [his T Q mark] Quenby of Eamsberie, planter,
for pay, conveyed to Jacob Morrill of Salisbury, ship-
wright, seven acres upland in Eamsbery, commonly called
ye Oxe pasture, bounded by a highway, land of Edward
Cottle, the great swamp, land of the widdow Whittridg and
the eighth lot in number upon record. [No date.] Wit :
Tho : Currier and John [his M marke] Martin. Ack. by
grantor, 16th day of May, 1675, before Robert Pike,
commissioner.
William Osgood, sen., millwright, and wife Elizabeth
[her I mark] Osgood, both of Salisbury, for pay, con-
veyed to Jacob Morrill of Salisbury, shipwright, one acre
and a half of land in Salisbury, near Isaac Merrill's
house, bounded by a white oake near clay hill, a stump
(75)
76 OLD NORFOLK COUNTY RECORDS
near Isaac Merrill's shopp, Robert King's and Isaac Mor-
rill's land, Aprill 13, 1674. Wit: Tho: Mudgett and
Tho : Currier. Ack. by William Osgood, sen., and Eliza-
beth Osgood, before Sam 11 Dalton, commissioner.
Execution, dated Oct. 2, 1676, against Ralfe Hall, to
satisfy judgment of three thousand and five hundred foot
of merchantable pine boards, to be delivered at a con-
venient lading place at Exiter, granted John Clough, at
County court at Salisbury, April 13, 1675, signed by
Tho : Bradbury, rec., and served by Henry Dow, marshal
of Norfolk, by attachment of the barn and about three
acres of land in Exiter, bounded by a common way to
Powell's, to land of Kinsly Hall, adjoining the flatts, the
barne upon said land, lying near said Hall's house, all of
which was tendered by Lieft. Hall.
Receipt, dated Nov. 10, 1676, given by Dan 11 Dow of
Hampton to his brother Henry Dow, executor of will of
their father, Henry Dow, for 10. Wit: Tho : Nud and
Joseph Dow. Ack. Nov. 13, 1676, before Sam 11 Dalton,
commissioner.
Receipt, dated Nov. 28, 1660, given by Joseph Dow to
Henry Dow, for 30, given me by my father in his last
will. Wit : Tho : Nudd and ff rancis Page. Ack. Nov.
14, 1676, before Sam 11 Dalton, commissioner.
Receipt, dated June 30, 1670, given by Jonas Grigorie
of Ipswich to his brother Henry Dow, for <5, which was
given to his wife, Hannah Grigorie, formerly Hannah
Dow, by her father Henry Dow, in his last will. Ack.
June 30, 1676, before Sam 11 Dalton, commissioner.
Receipt, dated April 29, 1674, given by Tho : Dow to
his brother, Henry Dow, for five pounds given me by my
father, Henry Dow, in his last will. Ack. April 29, 1674,
before Sam 11 Dalton, commissioner.
Jno. Smith of Hampton, tayler, for <12, conveyed to
Rob* Page of Hampton, yeoman, about five acres upland
in Hampton, abutting on a piece of land of said Jn
Smith's and land of Will. Marston, adjoining land of Mr.
Samuell Dalton, April 16, 1675. Wit: Henry Dow and
Benjamin Moulton. Ack. by grantor, 14. 8 mo. 1675,
before Sam 11 Dalton, commissioner.
Tho: Webster of Hampton, planter, for X10, con-
OLD NORFOLK COUNTY RECORDS 77
veyed to Daniel Dow of Hampton one share of ye great
ox common in Hampton, part of which is now layd out,
in number sixteen, with all rights both of mowing and
feeding, which was formerly Willi: Couls of Hampton,
deceased, June 30, 1676. Wit : Henry Dow and John
Smith. Ack. by Tho: Webster and Sarah, his wife, July
10, 1676, before Sam 11 Dalton, commissioner.
Henry Dow of Hampton, being allowed to choose, by
conditions of the last will of his father, Henry Dow of
Hampton, deceased, whether I would, after decease of
my mother, accept of ye house and land my father lived in,
one of the conditions being that I should surrender the
right in the house I was then possessed of to my brother
Joseph Dow, be it therefore known that I have accepted
the houses and lands upon the aforesaid conditions, and
do convey to my brother Joseph Dow of Hampton one
hundred rods of ground which was possessed by my
father, as by a deed of gift appeareth, also ye housing
with the fruit trees and fences belonging, all being in
Hampton, bounded by the highway, land of Tho : Nud
and Joseph Chase, Oct. 9, 1676. Wit: Tho: Nud and
Joseph Smith. Ack. Nov. 13, 1676, before Sam 11 Dalton,
commissioner.
Susana [her mark] Whitridg of Amsbury, for full pay-
ment and satisfaction given to my sonne Thomas Colby
of Amsbury, and for three years' service by said Colby
since he came to age, conveyed to sd. Colby one halfe of
all ye land now in my possession, sometime of my former
husband, Anthony Colbie, now deceased, both corne
ground and pasture in Amsbury, bounded by land of Jar-
ret Haddon, land formerly of Willi : Sargent, sen., now
deceased, by the Powwow river and by the country high-
way ; also, one halfe of all ye meadow lying by Mr.
Carr's, joyning meadow of Jno. Bayly, together with
about twenty-five acres of upland lying by ye burchin
meadows, as it was granted, bounded by land of James
George, Phillip Challis, a town highway, and by Willi :
Osgood's land, April 26, 1676. Wit : Willi : Sargent
and Sam 1 * Weede. Ack. Nov. 24, 1676, before Robt.
Pike, associate.
Joseph [his I mark] Peasly of Haverhill, turner, for
78 OLD NORFOLK COUNTY RECORDS
pay, conveyed to Sam 11 ffowler of Salisbury, shipwright,
thirty acres of land in Amsbury, near a hill commonly
called pine hill, beyond the pond brooke, which is part of
the land called ye children's land, bounded by Tho :
Rowels, James George, and a highway, May 13, 1673.
Wit : Tho : Currier and John Colby. Ack. by Joseph
Peasly on June 29, 1674, and by Ruth [her X mark]
Peasly, his wife, June 2, 1675, before Nath 11 Saltonstall,
commissioner.
William Worcester of Boston, cordwainer, for 30.
11s. 6d., conveyed to Edward Gove of Hampton, hus-
bandman, seventy acres of land in Amsberie formerly
called Salisbury Newtown, which was given unto me by
will of my reverend father Mr. Willi : Worcester, late of
Salisbury, deceased, sd. land not far from ye house of
Jno : Weed, towards Haverhill, being the first great lot
laid out next to Amsbery town, bounded with ye allow-
ance added at the hither end next Amsbery town in con-
sideration of ye country highway running through ye sd.
land to Haverhill, Dec. 19, 1672. Wit: Jno. Mansfeild
and John Hayward. Ack. by grantor and Constant [her
mark], his wife, May 12, 1674, before Edward Ting,
assistant.
John Higginson, pastor of ye Church of Christ at
Salem, conveyed to Richard Wharton and Sarah, his wife,
the seven hundred acre farm which had been granted sd.
Higginson by the general court, and which sd. Higginson,
in consideration of his fatherly & tenderly affection and
care to provide for his oldest daughter Sarah before her
intermarriage with Richard Wharton, her now husband,
and promised to her for a marriage portion, consisting of
upland and meadow, bounded by the Haverhill line and
by severall boundages particularly expressed in a survey
made by Joseph Davis, Henry Palmer and Nathan Parker,
a return of which survey was made Oct. 12, 1669, to the
General Court and accepted, dated April 25, 1672. Wit :
Samuel Torrey and John Lake. Ack. by grantor, April
25, 1672, before Edward Ting, assist.
Jno. Carleton, of Haverhill, and Hannah, bis wife, for
171i : 10s., conveyed to Jno. Swaddocke of Haverhill about
four acres and one hundred rods of land in a field former-
OLD NORFOLK: COUNTY RECORDS 79
ly of Wm. Deale, on the other side of little river, bound-
ed by Capt. Pall White, widdow Deale, a highway, land
formerly of Wm. Deale, land of Jno. Swaddock ; also
one cow commonage, according to grant of aforesaid
town ; grantor agrees to save grantee harmless from all
claims of the executors of the will of Mr. Joseph Jewett,
late of Rowley, Feb. 5, 1665. Wit: Jno. Ward and
Nath : Saltonstall. Ack. by grantor and Hannah, his
wife, Feb. 27, 1667, before Symon Bradstreet.
Edward Clarke of Haverhill, husbandman, for 30s.,
conveyed to Jno. Swaddock of Haverhill, husbandman,
about one acre and a half of land in Haverhill, eastward
of the east meddow river, adjoining land of sd. John
which he bought of Sam 11 Plumer of Nubery, who holds
it by deed from mee, the sd. Edward, as administrator to
Wm. Deale, late of Haverhill, deceased, Nov. 9, 1669.
Wit : James Davis, jun., and James Pecker. Ack. by
grantor, Nov. 9, 1669, before Nath : Saltonstall, commis-
sioner.
Sam 11 Plumer of Nubery and Mary, his wife, for .14.
10s., conveyed to Jno. Swaddock of Haverhill, twelve
acres and a half of land in Haverhill below little river,
bounded by land of widdow Deale and Jno. Swaddock,
Feb. 25, 1667. Wit : John Ward and Alice Ward. Ack.
by grantor, Jan. 30, 1676, before Nath : Saltonstall, com-
missioner.
Indenture, between Georg [his O mark] Goldwyer of
Salisbury, yeoman, and Capt. Nath 11 Saltonstall of Haver-
hill, the sd. Georg Goldwyer for the special trust and
confidence he hath in the sd. Nath 11 , his faithful friend,
but more specially for the love and affection which he
beareth to his now beloved wife Martha, that a competent
joynture he had settled for her mayntenance in considera-
tion of a grant and liberty which ye sd. Martha gave to ye
sd. George for the sale of an estate in England, which
she was interested in, and had a right unto, upon which a
promise as a firm marriage covenant was made to rein-
state and possess her, ye sd. Martha, within and of some
other settled estate of land and moveables in New Eng-
land which hath not yet been legally finished; the sd.
Martha, the present wife of ye sd. Georg, and ye sd.
80 OLD NORFOLK COUNTY RECORDS
George convey to ye sd. Nath 11 Saltonstall, as a ffoeffee,
in trust, ye messuage and tenement in the township of
Salisbury, with the land mentioned and pasture, the house
lott and planting lott and meadow lott called ye great
meadow, joining ye sd. planting lott, together with all
houses, edifices, barns, stables, outhouses, orchyards, gar-
dens, backsides, courts, voyd places and fences, and com-
monages, also all his household stuff, as brass, pewter,
iron, bedding, all furniture, bed and table linen, all other
implements of household stuff and husbandry ; also four
cows, two oxen and a horse ; possession of which was
given by delivering the key of my now mansion house
and sixpence in silver, dated March 15, 1676-77. Wit:
Andrew Grele and Ephraim Winsly. Ack. April 11, 1677,
before Daniel Denison.
Mortgage deed, Thomas Woodbridg of Nuberie, mer-
chant, for XI 00, conveyed to Seaborn Cotton of Hampton
all the messuage and tenements in Haverhill formerly in
the occupation of James Davis, lying between land of Jn
Ward and Leift. Brown ; also one-third of the sawmill in
Amsberrie, now in possession of ye sd. Tho : Woodbridg,
March 21, 1676-77. Wit : John Richardson and William
Hubbard. Ack. by grantor, April 10, 1677, before Sam u
Dalton, commissioner.
Richard Dole, agent or attorney for Jn Sanders of
Weeks, in ye parish of Dounton, county of Wilts, in old
England, yeoman, by power of attorney, dated May 9,
1674, recorded in Norfolk County, lib. 3, p. 7, for .22,
conveyed to Philip Grele of Salisbury, planter, about ten
acres marsh land belonging to sd. Jn Sanders, bounded
by Rolf's Island, Jno. Severans, Ephraim Winsly, Wm.
Barns, and by marsh now in possession of Sam 11 ffrench,
March 27, 1675. Wit : William Ilsly and John Dole.
Ack. by Richard Dole, in behalf of Jno. Sanders, Aug.
25, 1676, before Nath : Saltonstall, commissioner.
(To be continued}
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HISTOKICAL COLLECTIONS
OF THE
ESSEX INSTITUTE
VOL. LVII APEIL, 1921 No. 2
SALEM VESSELS AND THEIR VOYAGES.
BY GEORGE GRANVILLE PUTNAM.
I. THE SUMATRA TRADE.
A story of a ship is always sure to interest Salem
people, especially if the craft ever had the slightest con-
nection with the port of Salem, either on account of
having been built by her artisans or having been sent on
long distance voyages "to the rich ports of the Far East"
by her merchants. Many a Salem family of today looks
back with pride to a member who figured as cabin boy,
ordinary seaman, able seaman, mate, master, supercargo
or owner. It will be the aim of the chronicler of these
sea stories, which were first prepared by him as a member
of the staff of the Salem Evening News, to present them,
with additions and corrections, in permanent form, in
order that the historical information which they contain
may be preserved.
It has often been said, and the declaration cannot be
too strongly emphasized, that unless those of today who
are conversant with the early and late commercial trade
of Salem record such knowledge in manuscript or print,
a great deal of valuable history will be lost. It was with
that end in view that this series of articles was written,
an especially strong reason being that there is living in
Salem today one who has a wide knowledge of maritime
affairs through his long connection as a member of the
old Salem merchant firm, Stone, Silsbees, Pickman &
Allen Mr. George Henry Allen. In preparing a brief
(81)
82 SALEM VESSELS AND THEIR VOYAGES
history of the early Sumatra trade, Mr. Allen's assistance
in designating various sources from which information
could be obtained, has been most helpful.
The files of the old Salem Register, recognized as a
thoroughly reliable authority for marine news, the records
at the Salem Custom House and the marine journals which
are carefully preserved in the archives of the Essex Insti-
tute, have been freely consulted. Other authorities noted
are "The Annals of Salem," by that eminent antiquarian,
Joseph B. Felt ; "An Historical Sketch of Salem," by
Henry M. Batchelder and Charles S. Osgood, Mr. Osgood
being particularly well prepared for writing the commer-
cial chapter of Salem, from his many years' service as
Deputy Collector of Customs for the district of Salem
and Beverly; and the Historical Collections of the Essex
Institute.
Engaged in the Sumatra trade were Salem merchants of
the highest standing, and the owners of vessels, the mas-
ters, supercargoes, clerks and sailors, were natives of
Salem, Beverly, Danvers, Peabody, Marblehead, Lynn,
and, in fact, of towns all over Essex County, as well as
from far beyond its limits.
In a paper read before the members of the Essex Insti-
tute several years ago, on "Some Historical Streets and
Commercial Houses in Salem," the late Gilbert L. Streeter,
who was for many years editor of the Salem Observer,
declared, "It is worthy of remark that Salem has had
two periods of commercial greatness and renown. First,
in the colonial days of Philip English, say from 1650 to
1750 a hundred years of great prosperity. And again,
in the sixty years following the Revolution, a period of
even more distinguished prosperity. The first commercial
expansion was in the trade with the West Indies, and the
second with the East Indies. In both of these large for-
tunes were made and noted families established."
Figuring prominently in the East India commerce in
the period after the Revolution was this trade between
Salem and Sumatra, a trade marked by romance, pathos,
tragedy and prosperity. It will be the endeavor of the
writer to interest the reader with a relation of many of
the incidents which tell of the ships, the sagacity, and the
BY GEORGE GRANVILLE PUTNAM 83
heroism of Salem men engaged in this trade nearly a
century and a quarter ago. Be it remembered always
that the first American vessel to visit the northwest coast
of the Island of Sumatra and to bring to this country
from there a cargo of pepper in bulk was the property of
a Salem merchant, commanded by a Salem shipmaster,
manned by Salem men, and that the cargo was brought
right into this very port of Salem, and the duties paid
into the Salem custom house. The vessel was the brig
Rajah, Captain Jonathan Carnes, and her owners were
Jonathan and Willard Peele. The story has been told
by various persons, among the first, if not the very first,
appearance in book form being in a volume published by
Harper & Brothers, New York, in 1835, and written by
J. N. Reynolds, who joined the United States frigate
Potomac at Valparaiso, Chile, as private secretary to Com-
modore John Downes of the Potomac. The Potomac
sailed from New York, August 24, 1831, for Sumatra and
the Pacific. The object of her visit to that island will
appear later. She did not reach Boston on her return,
however, until May 22, 1834, having, in the meantime,
circumnavigated the globe. Although Mr. Reynolds did
not join the frigate until she reached Valparaiso, he had
access to all the notes made on the voyage, as well
as to the official documents. He was thus enabled
to compile an authentic account of the whole voyage,
and he wrote in the first person singular.
In Joseph B. Felt's "Annals of Salem," Batchelder and
Osgood's "Historical Sketch of Salem," and in an article
by Captain John S. Sleeper, a shipmaster, and afterwards
one of the editors of the Boston Journal, it is stated that
the first American vessel that ever procured pepper from
the northwest coast of Sumatra was the Salem schooner
Rajah, commanded by Captain Jonathan Carnes. She
was fitted out from Salem for the East Indies in 1795.
While in Bencoolen, Sumatra, the captain learned some-
thing of the pepper trade, at that period confined princi-
pally to the west coast, at the single port of Padang. To
this port he shaped his course, without any other knowl-
edge or directions than such as he had by accident been
enabled to procure from a pilot, whose services he secured
84 SALEM VESSELS AND THEIR VOYAGES
to accompany him. On arriving at Padang, Captain
Carnes found that little pepper was raised there, but that
it was brought in small quantities by the natives in their
proas from other ports further to the north. These ports
he did not visit at this time, but, after considerable delay,
was successful in procuring a cargo, after which he sailed
for the United States. However, while touching at some
of the West India islands, he was so unfortunate as to
lose his vessel on a reef and with her the whole of his
cargo. On his arrival in Salem, he made his owners ac-
quainted with the new channel of trade he had opened,
and the whole matter was kept a profound secret.
The Captain's representations induced Jonathan Peele,
a wealthy distiller of Salem, to build a large schooner, to
fit her out for a long voyage, and to give Captain Carnes
the command of her, with instructions to carry into oper-
ation his plan of procuring a cargo of pepper. This
schooner (brig) was called the Rajah, and she was a sub-
stantial vessel of about 120 tons. Her register, now on
file at the Salem Custom House, is as follows: "Rajah,
schooner, 120 tons, Salisbury, 1795, altered to a brigan-
tine July 14, 1798. Registered November 3, 1795.
Willard Peele, Jonathan Peele, Ebenezer Beckford, own-
ers; Jonathan Carnes, master. Registered July 14, 1798.
Willard Peele, Jonathan Peele, owners ; Jonathan Carnes,
master. Registered March 25, 1802, Israel Williams,
Charles Cleveland, Isaac Hacker, Jr., owners ; Joseph W.
Williams, master. Registered August 8, 1803, Edward
West, Gamaliel H. Ward, owners ; Gamaliel H. Ward,
master."
The Rajah was armed with four iron guns, and she
carried a crew of ten men. Captain Carnes was absent
eighteen months. After arriving at Padang, the Captain
procured such further information of the coast as induced
him to make sail for other ports further to the north.
Without chart or guide of any kind, he made his way
among numerous coral reefs, of which navigators have
much to dread even at the present day, as far as the port
of Analaboo, touching also at Soo-Soo, where he succeeded
in procuring a large portion of his cargo.
Captain Games' owners received no intelligence from
GEORGE HENRY ALLEN
Surviving Member of the firm of Stone, Silsbeet, Pickman and Allen
BY GEORGE GRANVILLE PUTNAM 85
him during his entire absence, and Mr. Peele began to feol
anxious for the result of his venture. But one tine morning,
October 15, 1799, a vessel entered the harbor with colors
flying, and as rusty as a coal barge. The people hurried
to the wharves, and great curiosity was manifested to
learn in what part of the eastern world Captain Games
had been so successful in loading his vessel in so short a
time with pepper. The cargo had been purchased of the
natives for a few boxes of trinkets and hardware of com-
paratively little value, and was sold in Salem for thirty-
seven cents a pound, says Captain Sleeper. The long
absence of Captain Games was owing to the necessity of
remaining in port until a second crop of pepper had
ripened and had been gathered. There had never been
so much pepper brought in one vessel to the United
States, and, Mr. Reynolds says, it was amusingly related
that there were at that time very intelligent persons wiio
went into minute calculations to show that the amount of
stock on hand would be found greatly beyond the imme-
diate demand. It is worthy of remark, also, that at this
period a vessel of 150 tons was deemed quite large
enough to bring the whole crop raised on the west coast
of Sumatra. The cargo was sold at a profit of seven
hundred per cent.
It is easy to imagine the possibilities of competition
called into existence by so extraordinary a voyage as the
Rajah's. As yet, however, the matter was a secret. No
one was able to penetrate the mystery, and preparations
for another voyage showed that the owners had confidence
that their prosperity would continue. It was known that
Captain Carnes had received his first knowledge of the
trade while at Bencoolen, so in a very short time vesse s
were fitted out from Salem directly for that port, with
instructions to learn, if possible, the directions which had
been given to Captain Carnes. They were not successful.
Of the west coast, north of Padang, nothing was known ;
no charts and no sailing directions were to be found ;
while the most unfavorable accounts of the danger of
navigation were pointed out, and were exaggerated by the
English, but more particularly by the Dutch, in order to
deter the new adventurers. These vessels, therefore, be-
86 SALEM VESSELS AND THEIK VOYAGES
ing unable to get on the track of the more successful
pioneer, proceeded to make up their voyages in some
other part of India. The secret voyages to Sumatra did
not, however, continue long. Early in the nineteenth
century the mystery was solved, and the whole ground
was open for competition. Such was the beginning of a
foreign trade that was to prove of tremendous importance
to Salem merchants and was to enrich them beyond their
greatest anticijwtions. Says Mr. Reynolds :
While feeling our way among the islands and shoals of the ex-
tensive coast of Sumatra, it was our original intention to furnish
something in the shape of "sailing directions,' 1 for the guide of
other mariners, and we bad actually prepared an article for the par-
pose. This duty, however, has since been much more ably per-
formed than it could have been with our limited space and materi-
als. For this important service our country is indebted to Captains
Chas. M. Endicott and James D. Gillis of Salem, Mass. The former,
who was master of the ship Friendship when she was seized by the
Malays at Quallah-Battoo, has been trading on the coast for more
than fifteen years, during which period he has, profitably for his
country, filled up all the tedious and vexatious delays incidental to
a pepper voyage by a laborious and careful survey of the coast.
Captain Endicott has since published the results of his labors in a
well executed chart of the coast, accompanied with sailing direc-
tions, comprising almost every item of information requisite for
navigators in these waters. Actuated by a like zeal for the com-
mercial interests of his native country, Captain Gillis has extended
the survey to latitude five degrees north, and published an excellent
chart, with sailing directions.
Mr. Reynolds also speaks very highly of the valuable
work done in this line by Captain George Nichols of
Salem, who arrived on the coast of Sumatra May 9, 1801,
in the ship Active of Salem. He made accurate observa-
tions and corrected several errors on the old English
charts, which were of great value to those who came
later.
A few words as to the country from which so many
riches came. Sumatra is one of the largest islands on
the globe, and is the most westerly of a group known as
the Sunda Islands. It is estimated to be one thousand
miles in length by over two hundred miles in breadth.
BY GEORGE GBANVILLE PUTNAM 87
Its direction is from northwest to southeast, extending
across the equator, which divides it into two nearly equal
parts. A portion is in latitude five degrees and fifty-six
minutes south, and extends from longitude ninety-five
degrees and thirty-four minutes east to one hundred and
five degrees and fifty minutes east. The whole of the
southwest coast lies on the Indian ocean, and the north-
west point stretches into the Bay of Bengal. Al-
though situated in the very centre of the tropics, yet it is
more temperate than many regions beyond the torrid
zone. The hour of the greatest heat is two o'clock in
the afternoon, when the temperature is between eighty-
two and eighty-five degrees, and seldom rises above
eighty-six in the shade. The foregoing applies to the
coast, but beyond the first range of hills the air is quite
cool, so that fires are desirable in the morning. The
thermometer there stands at about seventy degrees. On
the west coast the southeast monsoon, or dry season, be-
gins about May and lasts until September. The northwest
monsoon begins about November, and the heavy rains
cease about March. The island is covered by a luxuriant
vegetation, grass, shrubbery, jungle, fruit trees and for-
ests.
There is a variance in the dates regarding the first arri-
val of Captain Games of Salem from the northwest coast
of Sumatra in the Rajah. Pepper had been brought from
the west coast of Sumatra to the United States several
years before 1799. Felt, in his "Annals of Salem," says :
"1789 This year the brig Cadet arrives at Boston, com-
manded by Captain Jonathan Carnes of Salem, from the
west coast of Sumatra, with pepper, spices and camphor;
is said to be the first American vessel that ever traded in
that quarter."
"In 1794, Jan. 7. News that the Ghrand Sachem, Cap-
tain Jonathan Carues, from India, is lost on Bermuda
Island, with her cargo." (This would seem to be the
vessel to which Mr. Reynolds refers, as before stated.)
That the brigantine Rajah was built expressly for Cap-
tain Carnes after his arrival from the west coast of
Sumatra, is open to doubt. The Salem Custom House
register shows that a schooner Rajah was built in Salis-
88 SALEM VESSELS AND THEIR VOYAGES
bury in 1795, that her rig was changed to a brigantine,
July 14, 1798, that her owners were Jonathan and Wil-
lard Peele and Ebenezer Beckford, and Jonathan Games,
master.
On January 3, 1798, the brigantine Raja A, Captain Asa
Batchelder, entered at the Salem Custom House, from
Bordeaux, with wine and merchandise to Willard Peele &
Co., Stephen Phillips (great-grandfather of Stephen W.
and J. Duncan Phillips of Salem), and George Crownin-
shield. The duties paid on the cargo amounted to $251.49.
The Salem G-azette of July 20, 1798, has the following
in its ship news column: "Cleared Brig Rajah,
Carnes, Sumatra." This would appear to be the beginning
of the first direct voyage of the Rajah, Captain Carnes,
master, to the northwest coast of Sumatra. She next en-
tered at the Salem Custom House, October 15, 1799, her
cargo consisting of 158,544 pounds of pepper, 28 pounds
Hyson tea, nankeen and china articles, the duties being
$9,512.64 on pepper, f>8.96 on tea, 15 cents on nankeen,
and $1.08 on china articles, a total of 19,522.83. So ends
what is apparently the pioneer voyage of the American
pepper trade with the northwest coast of Sumatra. The
cargo was consigned to Jonathan Peele.
Captain Carnes brought home with him, on this voyage,
many curios, which he gave to the East India Marine
Society. They formed the nucleus around which the
splendid museum now in this city, which has become
famous the world over for its unrivalled collection, has
grown.
Rev. William Bentley, D. D., in his "Diary," published
by the Essex Institute in four volumes, says, under date
of October 22, 1799 :
Captain Carnes, from Sumatra, shew me various specimens of
shells, a large oister shell, like that given to the Historical Society,
the tooth of an elephant, a pipe with two stems, a petrified mush-
room cap and stem, and two specimens of boxes in gold, with open
work, extremely nice, and open flowers. The work is of uncom-
monly thin plates of gold, by the Malays.
It is proposed by the new marine society, called the East India
Marine Society, to make a cabinet. This society has been lately
thought of. Captain [John] Gibant first mentioned the plan to me
ARTICLES IN THE PEABODY MUSEUM
Brought by Captain Jonathan Carnes from Sumatra in I 799, which formed the
nucleus of the Salem East India Marine Society Collections
BY GEORGE GRANVILLE PUTNAM 89
this summer and desired ine to give some plan of articles or a
sketch. The first friends of the institution met and chose a com-
mittee to compare and digest articles from the sketches given to
them.
Last week I was informed that on the preceding week the mem-
bers had met aud signed the articles proposed by the committee and
had chosen Captain Benjamin Hodges president, Captain Jacob
Crowninshield, treasurer, and had paid f 25 each for a fund, and had
chosen a committee of observation. On Saturday last, Captain
Gibaut brought me the articles and begged a revision of them. I
gave him my ideas. The president asked the same, and I have
promised whenever they are again exhibited to give my remarks in
writing, as this liberal and important design has not yet the perfec-
tion its members intend to give it.
These articles may be seen in the Museum to-day.
They are exceedingly valuable, not only as curios, but
from their historical associations as well. Thus was the
beginning of the Salem East India Marine Society, which
has come down to the present generation, after an exist-
ence of more than one hundred and twenty years, dating
its very life to this first voyage in the pepper trade. It
is something in which every Salem-born person ought to
take an interest, and more than that, to feel a deep pride.
From the register of the Custom House, it appears that
there were two vessels named Rajah. The Salem Gazette,
as stated, contains the clearance, in its issue of November
15, 1795, of the schooner Rajah, Captain Games, for
India. The writer has not been able to find either in the
file of the Salem Grazette or at the Custom House the date
of the arrival home from that voyage to Sumatra of this
schooner. That Captain Carnes was absent in Sumatra
in the schooner Rajah in 1797 is certified by the follow-
ing paragraph in Felt's "Annals of Salem" :
Jan. 24, 1797. A statement is made of Captain Jonathan Carnes,
of the schooner Rajah, on the coast of Sumatra. The commander
of a French privateer, supposing that he was an Englishman, at-
tacked him in the night. The assailants boarded the Rajah. Cap-
tain Carnes thought them Malays, and a conflict ensued. The mis-
take was not discovered till one of his men had a hand cut off and
a French lieutenant was killed. As a result of a parley, the French
apologized and departed.
90 SALEM VESSELS AND THEIR VOYAGES
Another version of the story, as told in the "Histori-
cal Sketch of Salem," by Charles S. Osgood and Henry
M. Batchelder:
In the year 1793, Captain Jonathan Games of Salem, being at the
port of Bencoolen, learned that pepper grew wild on the northwest
coast of Sumatra. On his return to Salem he made known his
discovery to Jonathan Peele, who immediately built a schooner and
gave Carnes the command. The vessel was called the Rajah, and
was of 130 tons burthen, carrying ten men and four guns. In 1795
he set sail for Sumatra, the destination of the vessel and the object
of the voyage being a profound secret. The Rajah cleared at Salem
November 3, 1795, for India, having on board two pipes of brandy,
fifty-eight cases of gin, twelve tons of iron, two hogsheads of to-
bacco and two boxes of salmon. The vessel was absent eighteen
months, during which time her owner, Mr. Peele, had no tidings
from her. At last she entered Salem harbor, with a cargo of pepper
in bulk, the first to be so imported into this country. This cargo
was sold at a profit of 700 per cent. The Rajah, under command
of Captain Carnes, entered at Salem in October, 1799, with 158,544
pounds of pepper, and in July, 1801, with 147,776 pounds, the last
consigned to Jonathan and Willard Peele.
Captain Carnes made other voyages to the Island of
Sumatra. He entered at Salem, July 18, 1801, in the
brig Rajah, with 147,776 pounds of pepper to J. & W.
Peele and others, the duties being $8,938.46. Included
in the cargo were 1438 pounds of coffee to the same firm.
The passage home occupied five months. Captain Carnes
arrived again in Salem, one hundred and sixty days from
Sumatra, in the ship Concord, November 16, 1803, with
252,570 pounds of pepper to George Crowninshield &
Sons and 9367 pounds of pepper to the master. The duties
were $15,727.44. Whether or not the captain retired
from the sea at this time is unknown. William Leavitt,
in his interesting History of Essex Lodge, A. F. and A. M.
of Salem, thus chronicles him : "73 Jonathan Carnes,
master manner ; died December 10, 1827. He was one
of the earliest navigators to the East Indies. In 178& he
commanded the brig Cadet the first vessel to the west
coast of Sumatra. Married, April 26, 1784, to Rebecca
Vans. Admitted to the lodge, November 2, 1780." The
Salem Register chronicles his death as follows, and adds
o
-I
IU
-> E
>; 2
BY GEORGE GRANVILLE PUTNAM 91
no more : "Died On Friday [December 7, 1827], Captain
Jonathan Games, aged 70. 1> Only that, and not a word
of the great achievements of this distinguished mariner,
whose high place is secure in the commercial history of
Salem and the United States of America.
, Other merchants were not slow in following the exam-
ple of the Peeles. First among them was the firm of
George Crowninshield & Sons, who dispatched their fine
new ship Belisarius. The Salem Register of Thursday, July
30, 1801, in its ship news column, reports the arrival of
the ship at Salem, on her return from her Sumatra
voyage, as follows :
Tuesday [July 28] Arrived, the fast sailing and well known ship
Belisarius, Captain Samuel Skerry, Jr., 102 days from Bencoolen,
Sumatra, having performed the round voyage in the remarkably
short time of eight months and three days. She sailed from Salem
November 25, 1800. In our bay the Belisariuz was chased by an
English frigate. It is supposed that the Belisarius has made the
shortest voyage to the East Indies that was ever made from this
country. Her last voyage was made in eight months and nineteen
days, the two voyages together having been performed in sixteen
months and twenty-two days.
Captain Skerry experienced very bad weather on the coast of
Sumatra for ten days before he arrived at Bencoolen, having several
successive and adverse gales of wind and strong currents setting to
leeward, at the breaking up of the monsoon, which greatly retarded
the passage.
Captain Skerry spoke on May 6, latitude 23 south, longitude 55
east, the ship America, Captain John Crowninshield of this port,
seventy-four days out, all well, bound to the Isle of France, to re-
pair her foremast, which was sprung, and she expected to arrive
there in two days afterwards. The America passed the Island of
Tristan-du-Cunha in forty-five days, and Cape of Good Hope in
forty-nine days.
The Belisarius brought a cargo of 336,497 pounds of
pepper, the duties on which amounted to $20,357.16. The
consignees were Samuel Ropes, George Burchmore,
George Crowninshield & Sons, Samuel Skerry, Jr., and
Joseph Henderson. She fitted at once for another voyage
to Sumatra, and she cleared at Salem, September 3, 1801,
under the same commander. She arrived home July 13,
1802, completing the voyage in twelve months and twen-
92 SALEM VESSELS AND THEIR VOYAGES
ty-one days, and making the following marine report :
"Left Sumatra March 15. Was detained for pepper
nearly three months at different ports, where the article
was scarce and had to be purchased with the greatest
difficulty. The British residents threatened to prohibit
the trade to all foreign vessels, as the two annual East
India Company's ships would not procure cargoes with-
out a long detention. The Malays attempted to cut off a
small English brig mounting ten guns and had burned the
town of Lemouaja." The duties paid were $20,916.40.
Before sailing from Salem on this voyage, "a most dis-
tressing accident occurred aboard the ship, August 4,
1801. Benjamin Ropes, the second mate, and son of
Samuel Ropes, was engaged in launching the ship's fore-
topmast, and while he had placed himself on the forecap
and was in the act of forcing out one of the topmast
wedges, it run down suddenly and crushed him instantly
to death. When he was taken from under the cross-trees
and rigging, there was not the slightest appearance of
remaining life it had fled and he that was here a few
minutes before, cheerful and gay, had gone, we trust, to a
happier world. Several other persons were in the ship's
top at the time, but all escaped unhurt." The foregoing
is from the pen of Rev. Dr. Bentley, in the Salem Reg-
ister of August 6, 1801, to which is appended a beautiful
tribute to the young man. In his "Diary," under date
of August 5, 1801, Dr. Bentley writes: "Mr. Ropes was
buried to-day. About 400 persons attended in procession,
and he was the first ever lodged in the new burying
ground, which lays between Brown street and between
St. Peter and Williams streets, extending to North river."
This refers to the Howard street cemetery, and it settles
the point regarding the first tenant of this ancient ground,
public burials in which long since ceased.
The Belisarius sailed again from Salem, August 12,
1802, but returned to port on August 24, having been
struck by lightning at midnight on August 17, in latitude
42 north, longitude 62 west, five days from Salem. Cap-
tain Skerry reported :
The weather was squally, with hard rain, blowing fresh from the
southward, the ship being under close-reefed topsails, all hands on
BY GEORGE GRANVILLE PUTNAM 93
deck being employed in taking in sail, the Belisarius was suddenly
struck by lightning, which descended by the maintopgallant mast
and ran down the mainmast into the between decks, where it ex-
hausted itself. Every person on board was knocked down excepting
the man at the helm. One of the seamen, Stephen Shehane of this
town, was killed ; the chief mate, Mr. Meek, and two seamen, Henry
Lemmond and Timothy Brown, wounded, the last named severely
injured, being much burned. The ship for more than an hour ap-
peared to be on fire, as large quantities of smoke issued from the
hatches and companion-way. All the compasses were rendered use-
less, their polarity being totally destroyed, the north point of some
tending to the southeast, and in others it was fixed at southwest.
The compasses which remained below were more injured than
those on deck. The ship received no damage in the hull, but the
main topmast is injured. As the compasses would not tend regu-
larly to any one point, it was with some difficulty that the ship
could be kept on her course in the night time. Mr. Meek and the
two seamen are in a fair way of recovery.
After some needed repairs, the Belisarius sailed for Su-
matra on her third voyage to that island, under command
of Captain Skerry. She arrived home September 20, 1803,
in 132 days from Sumatra, and in 96 days from the Isle
of Bourbon. She brought a cargo of 295,824 pounds of
pepper, on which were paid duties of $17,749.44. This
was the last voyage of the ship in the Sumatra trade.
The Belisarius was launched from the shipyard of Enos
Briggs at Stage Point, now the site of the Naumkeag
Mills, in October, 1794. She was 261 1-2 tons register,
was pierced for sixteen guns, and carried that number.
She was 94 1-2 feet long, 25 feet beam, and her depth
must have been more than one-half her breadth. She
carried most valuable cargoes, and paid the highest duties
for a vessel of her size. She was comparable to modern
clippers in speed. She was the pride of the Crownin-
shields, who built her, owned her, and sailed her, the
father, George; and the sons, Jacob, who was offered the
position of secretary of the United States Navy by Presi-
dent Jefferson, but declined the honor; Benjamin W.,
who was appointed to the same position by President
Madison, and filled the office from 1814 to 1818, it being
the only instance in the history of this country where
two brothers have been appointed to this high office ;
94 SALEM VESSELS AND THEIR VOYAGES
Richard and George, all being part owners of the ship.
Her voyages to the East were among the quickest. After
eight voyages to India, following her Sumatra career,
with such sailors as Edward Allen, Robert Peele and
George Burchmore for her masters, and Dudley Leavitt
Pickman as supercargo, "and after bringing home to her
owners wealth so ample as to prompt Dr. Bentley to
write of her in his diary as 'one of the richest ships of
our port,' the beautiful Belisarius went to pieces in a gale
in the Bay of Tunis in April, 1810."
The end of her commander on her Sumatra and other
voyages was tragic. The Salem Register of October 26,
1808, says : "Died On Sunday evening, Captain Sam-
uel Skerry, aged 36, lately an inhabitant of this town,
but who had removed with his family to Brookfield. He
was a distinguished shipmaster. His death was caused
by a kick from a horse, on Saturday evening." Certainly
it was the irony of fate, that a man who had braved the
dangers of the sea and of pirates in foreign lands, should
have come to his death in this manner. Rev. Dr. Bentley
thus chronicles the incident :
"Oct. 24, 1808. Last evening died Captain Samuel
Skerry. He was one of our most active sea captains and
belonged to the ancient family which alone held any por-
tion of Salem from the beginning. After full success, a
few years since he purchased a valuable farm in Brook-
field, Worcester county, Mass. He was upon a visit to
Salem, in Pope's stable, Marlborough street. Inadvert-
ently he struck a horse with his umbrella, and the servant
gave him notice that the horse was unruly. But the cap-
tain ventured to strike the animal again, and the heels of
the horse struck him upon his abdomen, and he died at
Mr. Farrington's. He has left a wife and five children.
A warning to take advice and not incur unnecessary dan-
ger. He was 36 years of age. He was injured Saturday
afternoon and died on the Sunday night following."
Another famous ship, owned by the Crowninshields,
which engaged in the Sumatra trade, was the America.
The Salem Register of November 6, 1801, says:
Arrived this morning, the fast-sailing ship America, from the
Isle of France and Sumatra, after a passage of ninety-five days from
BY GEORGE GBANVILLE PUTNAM 95
the latter. The America belongs to George Crowninshield & Sons,
and has performed a circuitous voyage to the East Indies in 255
days, and was embargoed at the Isle of France upwards of thirty
days of that time. We understand that the America has brought
part of a cargo of pepper and piece goods. Captain [John] Crown-
inshield, while at the Isle of France, was politely treated by the
inhabitants, who appeared greatly pleased that the intercourse with
the United States was again opened. The embargo of thirty days
which he sustained was put on in consequence of two English men-
of-war appearing off the island, where they remained some time
and captured all the Danish and Hamburg vessels which were
bound to the island. September 24, while at the island, two large
ships looked into the road and flew English colors, but did not
enter.
The America brought 844,918 pounds of pepper, and
paid a duty of $56,348.82. Her next voyage was be-
tween Salem and Sumatra, via New York, under command
of Captain Jeremiah Briggs. Says the Salem Register :
"Saturday, October 9, 1802, arrived, ship America, Cap-
tain Jeremiah Briggs, from Sumatra via New York, where
she arrived in 100 days' passage. Upon entering Salem
harbor she tired a Republican salute of 21 guns. Died
on the coast of Sumatra, William Lamson of Hamilton,
an active and promising young man. It is supposed that
he was poisoned by drinking stagnant water on shore.
William Lull, a native of Massachusetts, and William
Foster, real name Charles McDonald, a native of Ireland."
The cargo was 760,000 pounds of pepper, and duties,
$50,031.76.
The ship Cindnnatus, Captain John Endicott, arrived
September 11, 1803, with 307,824 pounds of pepper and
10,460 pounds of coffee, to Joseph Peabody. Duties,
$18,992.44. Captain Endicott reported that the natives
of Sumatra were at war with each other, in consequence
of the Americans procuring pepper at the petty ports
and thereby depriving the Rajahs of the larger ports of
their revenue. The brig St. John, Captain Goodshall of
Salem, was condemned at Lebonarge as not seaworthy,
and the greater part of the crew had gone aboard New
York ships at Soo-Soo.
The Cincinnatus, William Haskell, master, entered in
96 SALEM VESSELS AND THEIR VOYAGES
November, 1807, with 347,000 pounds of pepper ; ship
Franklin, Captain Samuel Tucker, in September, 1810,
with 539,835 pounds of pepper ; ship Janus, John Endi-
cott, master, in December, 1809, with 537,989 pounds of
pepper, and again in December, 1810, with 547,795
pounds of pepper. The Janus, on this last voyage, sailed
from Salem April 1, 1810, and arrived at Vineyard Haven
on her return, November 26, 1810, making the round
voyage in seven months and twenty-five days, and beating
that of the Belisarius in 1800-1801, which was eight
months and three days.
Mr. Peabody continued in the trade until his death in
Salem, January 5, 1844. Among the later voyages of
his ships were the ship Sumatra, Captain Peter Silver,
which entered in July, 1838 ; the ship Eclipse, Captain
George Whitmarsh of Beverly, in February, 1840, in
February, 1841, and in December, 1842 ; and the ship
Lotos, Captain Benjamin Balch (grandfather of Frank
Balch, Mrs. Fred W. Broadhead and Miss Elizabeth Balch
of Salem), which entered in November, 1841. All of
these vessels brought valuable cargoes of pepper and paid
enormous duties at the Salem Custom House. Reference
to these vessels will be made later.
Arrived at Salem, September 12, 1803, the brig Two
Friends, Captain W. Russell, Sumatra and Isle of France,
September 20. The vessel had boisterous weather in the
Gulf Stream, and lost a smart black boy overboard.
Arrived in Salem, September 20, 1803, the ship Minerva
Captain Ward, Sumatra, 132 days, and proceeded to a
foreign port.
The brig Q-eorge Washington, Captain Thomas Webb,
cleared from Salem, December 10, 1801, and entered at
the Salem Custom House from Sumatra, via New York,
in November, 1802, under command of Captain Thomas
Bowditch. She cleared again for Sumatra, December 20,
1802, under Captain Bryant.
Arrived at Salem, October 31, 1803, brig Q-eorge Wash-
ington, Captain Timothy Bryant, Sumatra, via Isle of
France (duties,$16,518.87), and the ship Putnam, Captain
Nathaniel Bowditch (the famous mathematician and author
of Bowditch's navigator), also from Sumatra and the Isle
NAMES DISTINGUISHED IN THE EARLY I9rn CENTURY COMMERCIAL
LIFE OF SALEM
JACOB CROWNINSHIELD, 1770-1808
Merchant
NATHANIEL BOWDITCH, 1773-1838
Mathematician and Navigator
WILLARD PEELE, 1773-1835
Merchant
JOSEPH PEABODY, 1767-1844
Merchant
BY GEORGE GRANVILLE PUTNAM 97
of France, which arrived December 25, 1803. Both were
consigned to Abel Lawrence & Co. The cargo of the
latter consisted of 425,000 pounds of coffee, and the du-
ties were $27,634.67.
Arrived at Salem, December 10, 1803, ship John, Cap-
tain John Barton, Sumatra, via Manila and the Isle of
France, with sugar, etc., to Nathaniel Fisher. Duties,
$144.99.
The ship Active, Captain George Nichols, cleared at
Salem, December 31, 1801, for Sumatra, and although
she did not bring her cargo from that island to Salem, but
sold it in Manila, yet a notice of that voyage is here in-
serted, showing the competition in trade among Salem
shipmasters and also giving a glimpse into the life expe-
rienced by them in Sumatra.
The story is taken from a chapter in a volume entitled
"George Nichols, Salem shipmaster and merchant, an
autobiography dictated by him over fifty years ago, when
he was eighty years old. The narrative deals chiefly
with his seafaring life at the close of the eighteenth cen-
tury and the opening of the nineteenth. His voyages
were principally to the far east; he sailed also to the
north of Europe, to England and the Mediterranean.
Edited with introduction and notes by his granddaughter,
Martha Nichols. Published by the Salem Press Co. and
for sale."
Captain Nichols' story is as follows :
About four weeks after my marriage I engaged another voyage to
India in the same vessel, the Active. I sailed about the middle of
December [1801], for Sumatra, as master and supercargo. We ar-
rived on the coast, and I cruised for a day or two along the coast in
search of a landing place, when I saw the masts of a ship in a
small harbor, I entered, and found it was the port of Mukka, and
the ship was the America of Salem, Captain Jeremiah Briggs, mas-
ter. I went ashore in my boat, and saw great numbers of Malays,
all well armed. I soon negotiated with the governor for a cargo of
pepper. We fixed upon a price, but he said he could not deliver it
to me until Captain Briggs 1 vessel was loaded. Now the America
was more than three times the size of the Active, and she had as
yet received but half of her cargo, so I declined waiting, unless the
governor would fix upon a time for me to begin to receive. It was
98 SALEM VESSELS AND THEIR VOYAGES
finally agreed that I should begin to receive in a week, whether the
America was loaded or not.
Captain Briggs objected strongly to this, and insisted upon having
all the pepper that was brought in until his cargo was completed.
A week elapsed. I now used every argument in my power to in-
duce Captain Briggs to come to some amicable terms, but all my
efforts were fruitless. I told him that if three hundred piculs were
brought in daily, he might have two of them, but if only two hun-
dred, I should feel myself entitled to one hundred.
"You shall not have a pound if I can help it," was his reply.
"If it has come to fighting," said I, "the hardest must fend off."
Every effort was made by him to prevent me from getting pepper,
notwithstanding which I got the first day one-fourth of all that was
brought in, and the second day I got one-third. "Now," said I,
"you see I can'get pepper as well as you can. It is a pity to quarrel
about it. Let us work together harmoniously." But no, he would
not yield to my wishes.
A great deal of pepper was brought from a village which was
about half a mile distant from the harbor where our vessel lay.
The natives brought it in bags upon their backs, and were obliged
to cross a river about two feet deep. Captain Briggs, thinking to
get the advantage of me, employed his men, of whom he had about
three times as many as I had, in transporting it through the water
to his vessel. Seeing this, I observed to my men that I was sorry
to call upon them to do such drudgery as that, but I must do it,
otherwise Captain Briggs would obtain all the pepper. They re-
plied, with a great deal of feeling, "Captain Nichols, we will go as
far as Captain Briggs' men, let them go as far as they may." So
saying, they went cheerfully to work, and at the close of the day I
found that we had one-half of all that had been received. I again
renewed my first offer to Captain Briggs, but he declined it and re-
plied to me as before.
Observing on one occasion that a large quantity of pepper had
been brought in in boats during the night, I resolved to secure it if
possible. Accordingly, I arose at daylight, jumped into my boat,
and taking four of my men, with my bags, rowed to the shore.
We passed the America on our way, the crew of which were sur-
prised to see us stirring so early, but when Captain Briggs discov-
ered our object, he, too, manned his boat and went ashore. He was
too late, he found to his great mortification, to obtain any pepper.
We had it all, a larger supply than we had received in any one day.
Before I had completed my cargo, I narrowly escaped being cut
off by the natives. I was ashore one day receiving pepper, when
Mr. Ward, joint supercargo with Captain Briggs, saw one of his
bags in the hands of a native. He suddenly snatched it from him
GEORGE NICHOLS, MASTER OF THE SHIP ACTIVE
From a miniature painted in hi* youth
BY GEORGE GBANVILLE PUTNAM 99
and ran off. The man, enraged, drew his creese and pursued him,
but failing to get at him, he turned upon one of my men who was
near, receiving peppers. The man sprang, the Malay after him,
and immediately all the Malays drew their weapons. I was from
one hundred to two hundred yards distant at the time, and seeing
the confusion I hastened to the spot to ascertain the cause. There
I saw my man and the Malay within ten feet of him, with his drawn
creese in his hand. To retreat was impossible, for the Malays were
between me and my boats. So, alone and unarmed, I went into the
midst of the natives, and, they perceiving that my design was
pacific, assisted me in arresting the offender.
I clapped my hand upon his back and asked him what he meant by
such doings. Then sending for the Rajah, I complained of the man
to him and assured him that if ever anything of the kind occurred
again I would immediately resort to my ship, tire upon the town
and destroy it, adding, "You know I could do it." He assented,
and after that I had no more trouble. It was now about noon, so I
went aboard my vessel and dined.
On my return one of the first persons I met was the Malay who
attempted to kill my man. He was seated upon some bags of pep-
per, and being at leisure, I sat down by him. With his permission,
I took his creese in my hand and found upon examination that it
was poisoned, and the least wound with it would have caused in-
stant death. This Malay was a very civil, pleasant fellow, and one
of the smartest men I ever knew. We afterwards became very
good friends.
The morning after this adventure Captain Briggs left for a neigh-
boring port, a few miles distant, although he had received only
about two-thirds of his cargo. His reasons for leaving we may in-
fer without much difficulty. From this time I received pepper
about as fast as I could ship it. A few days after this Captain
Thomas Webb of Salem, of the brig George Washington, came into
port for a cargo of pepper. As my cargo was nearly completed, I
requested him to wait until my vessel was loaded, and then he
would have the market to himself. He agreed not to interfere
with me, but fearing to be left there alone with the natives, he left
the port in the course of a day or two. When Captain Webb first
saw me ashore he eyed me with astonishment. "Why, you look
like a devil," said he. I was dressed in striped, loose trousers, a
thin jacket, without vest, an old slouched hat, and shoes without
stockings, but the shoes I took off when wading through the water.
Nothing pleased the natives more than to find me ready to con-
form to their customs. I often walked arm in arm with their lead-
ing men, went into their huts to light my cigars, and offering them
some, would sit down and smoke with them. A little act of impru-
100 SALEM VESSELS AND THEIR VOYAGES
dence on my part came very near bringing me into serious diffi-
culty with the Rajah.
About the time I began to receive pepper, they raised the price
of one dollar on a picul. This was in consequence of their charg-
ing more in other ports. I met the Rajah and other leading men in
a room, which they called their council chamber, and remonstrated
with them upon raising the price, after the contract which they
made with me, but all to no purpose. In the excitement of the
moment I called the Rajah a bad man, which exasperated him very
much. I patted him on the shoulder and asked him to go with me
into another room.
I then offered to give him $100 if he would fulfill his contract
with me, but he would not consent to do it for that sum. Finally I
agreed to give him $500, and told him that he could pocket the
whole if he chose. This sum satisfied him, and he assured me of
his friendship. In less than a fortnight after Captain Briggs left
Mukka, I completed my cargo and made arrangements to continue
my voyage.
During my stay at Mukka, which was about four weeks, I never
could prevail upon my mate, Ebenezer Slocum, to go ashore, he
was so much afraid of the natives. I left for Manila, and as Cap-
tain Benjamin Hodges advised me to go through the Straits of
Malacca, I took that course, although attended with so much dan-
ger on account of the large number of pirates infesting the coasts,
that he was unwilling to go through several years before without
the convoy of a well-armed vessel. As my vessel was poorly armed
I felt no little anxiety on my passage, a tedious one of twenty days.
I saw several vessels at a distance, which I took to be pirates, only
one of which showed any disposition to molest me, and knowing
that I could not escape from him, I steered directly towards him,
determined to run him down if possible, seeing which, he immedi-
ately made off. People were surprised that pepper should be
brought there for sale, but my merchant, Mr. Kerr, a Spaniard,
managed to sell mine at about the cost. During my stay at Manila
I met Zach Silsbee, sou of Nathaniel and Sarah (Becket) Silsbee of
Salem, and a shipmaster and merchant. I sailed from Manila for
Europe and home, November 12, 1802, touched at Cape Town, C. G.
11.; arrived at Rotterdam, where the cargo was discharged, sailed
March 10, and after a very pleasant passage home, arrived July 28,
1803.
, Captain Nichols sailed again in the Active, this time for
Amsterdam, leaving Salem September 1, 1803, with a
cargo of tea and colonial produce. He arrived in the
Texel after a very short passage of twenty-seven days,
BY GEORGE GRANVILLE PUTNAM 101
and sold his cargo at Emden at a handsome profit. He
sent the Active home in command of his mate, Ebenezer
Slocum of Salem, and came as a passenger in a sailing
vessel, Captain Isaacs, from Amsterdam for New York.
He arrived at his home in Salem in season for breakfast,
July 31, 1804. Thus ended his last voyage ; he was
only 26 years of age. He later engaged in business as a
merchant, and died in Salem, October 19, 1865, in his
eighty-eighth year, being then the oldest native born citi-
zen of Salem. Misses Martha and Charlotte Nichols,
who reside in the famous Fierce-Nichols house, 80 Fed-
eral street, Salem, built by Jerathmiel Pierce in 1782,
and designed by Samuel Mclntire, Salem's idistinguished
architect, are the granddaughters of Captain Nichols.
The Active was built in Salem in 1799, registered 206
tons, was, first, a ship, and later a barque and a brig. Her
owners at various times were Ichabod Nichols, Benjamin
Hodges, Gamaliel Hodges, Edward Allen, George Nich-
ols, Benjamin Pierce, Timothy Bryant, up to 1804, the
last date of the foregoing owners. Later, the ship passed
into other hands.
Arrived at Salem, August 28, 1804, ship Friendship,
William Story, Canton, China, Sumatra, and the Isle of
France, with pepper, coffee, cassia and tea to Jerathmiel
Pierce, William Story and William B. Parker. Duties,
$31,514.19. The Friendship was one of the famous ships
of her day. She was built in Salem by Enos Briggs, and
was launched May 28, 1797, from his yard in South
Salem for Messrs. Waite and Peirce. Mr. Briggs was also
the builder of the frigate Essex. The Friendship was 342
tons register, and she made seventeen voyages to China,
Java, Sumatra, Madras, London, Hamburg, Archangel,
St. Petersburg, and other European ports, and her duties,
as recorded in the impost book at the Salem Custom
House, amounted to $141,394.33. She was captured by
the British September 4, 1812, while returning to Salem
from Archangel, under command of Captain Edward
Stanley, and taken to Plymouth, Eng., where she was
condemned December 9, 1812.
In the marine room of the Peabody Museum of Salem
is a full-rigged model of the Friendship, made by Thomas
102 SALEM VESSELS AND THEIR VOYAGES
Russell, the ship's carpenter, for Captain William Story's
young son, William Story, Jr. It is a wonderful piece
of work. From her starboard and port sides protrude
eighteen guns, nine on each side, giving the ship the ap-
pearance of a man of- war. The work is labelled : "Model
of ship Friendship, 342 tons. Made on board ship. The
guns were cast by the natives of Palembang, Sumatra.
Gift, in 1803, of Captain William Story, commander of
the ship." Thousands of persons have seen and admired
this piece of the carpenter's skill, which stands in a large
case in the centre of the room.
Other arrivals from Sumatra noted in the marine col-
umn of the Salem Register are :
Arrived August 22, 1804, ship Cincinnatus, William
Haskell, Sumatra, 122 days, via New York; cargo, 8328
pounds of coffee to Nehemiah Andrews. Duties,
1416.40.
Entered August 22, 1805, ship Cincinnatus, Haskell,
Sumatra. No goods landed.
Cleared October 26, 1803, brig Sukey, George Ropes,
Sumatra. Entered on her return, October 23, 1804, with
pepper, coffee and indigo to Ephraim Emmerton and
George Ropes. Duties, 1620.47.
Arrived January 18, 1805, ship Good Hope, George
Cleveland, Sumatra, via Isle of France, 103 days, with
pepper, sugar and indigo to Nathaniel West and George
Cleveland. Duties, $19,195.40.
Arrived January 19, 1805, ship Aurora, William Webb,
Sumatra, with 7185 pounds of pepper to Joseph Ropes.
Duties, 1474.21. Passage, 131 days.
Arrived January 25, 1805, ship Freedom, John Reith,
Sumatra, with pepper, indigo, coffee and cassia, to Jona-
than and Willard Peele. Duties, $17,179.52.
Cleared April 22, 1805, ships Mary Ann, Norris, Mi-
nerva, Beckford, and Exeter, Osgood, East Indies.
Cleared April 25, 1805, ship Two Sons, Ruee, India.
Arrived November 13, 1805, ship Eliza, Smith, Suma-
tra and Isle of France, July 31, and proceeded without
landing any cargo from a foreign port.
The Salem Register of July 6, 1806, reports that
I'William Brown, one of the crew of the ship Putnam,
II
o J?
E
OL ^
I . "g
W .o
vt
-- E
BY GEORGE GRANVILLE PUTNAM 103
Captain John Carlton of Salem, arrived at Calcutta in
February, and brought information of the ship being cut
off at Rhio, a port of the island of Bintang, Straits of
Singapore, the second mate and five of the crew being
killed, viz : Samuel Pierson of Saco, second mate, Rich-
ard Hunt, Henry Reynolds, George Cooke and Caesar
Thompson of New York, and Stephen Holland of Long
Island, N. Y. At the time of the tragedy Captain Carl-
ton was on shore settling his accounts, being nearly ready
for sea. The chief mate, with the remainder of the
crew, some of them badly wounded, escaped in the boat
on board two English brigs that lay in shore of them.
There they were joined by Captain Carlton and left at
Penang, Sumatra. Have since heard of the arrival of
the captain at Maras."
The foregoing ship Putnam, commanded by Captain
John Carlton, was captured by the Malays, November 28,
1805, and several of the crew were massacred. The
ship was at anchor in the outer roads of Rhio, Island of
Bintang, where she had been trading with the natives
for pepper, and the captain had closed his business. A
Malay brig, belonging to Lingen, a neighboring island,
was lying in the inner roads, besides two English brigs
the Malcolm, Captain Fenwick, and the Transfer, Captain
Matthew. Captain Carlton, November 26, having been
ashore and aboard the Malcolm to transact business, was
informed on his return that a boat from the Lingen brig
had visited his ship, and from their behavior had excited
strong suspicions of a design to cut her off. They had
also been on board several times before, appearing to
gratify their curiosity.
Captain Carlton endeavored to excite the caution and
courage of his officers and crew, confident that there was
no danger, but from timidity or negligence. The next
morning the third officer was sent to the Malay brig and
instructed them not to come again on board the ship. The
boarding nettings were set and other preparations made
for defence. On November 28, Captain Carlton was
again obliged to go ashore to close up his business with
the Rajah, previous to sailing. He was much averse to
leaving the ship again, on account of the supicious con-
duct of the Malays. As the brig lay to the southward,
104 SALEM VESSELS AND THEIR VOYAGES
and it was blowing a perfect gale from the northward, he
felt there was little chance of the boat coming off. He
took the pinnance, with Mr. Fenno, his clerk, and two
hands, and went ashore. Returning at five o'clock in the
afternoon, he called on board the Malcolm to take his
leave. He had been there only a few minutes when he
was alarmed by a boat from his ship coming alongside,
with seven of the crew, three of them dangerously
wounded Second Officer Samuel Page Pierson, Stephen
Holland and William Brown, the two former mortally.
The men's wounds were immediately dressed. The Malay
boat, with sixteen men, had been to the Putnam, with
the pepper. They were received very unguardedly, in
spite of all of Captain Carlton's caution.
The pepper was taken in and the hands were weighing
it, when Mr. Pierson noticed that the Malays were secret-
ly receiving creeses from their fellows in the boat. Mr.
Pierson stepped to them and ordered them to return to
the boat. This was the signal for them to begin their
savage attack, in which Mr. Pierson fell mortally wound-
ed. The first officer received a slight wound, but escaped
over the bow. Richard Hunt got into one of the fore
channels, but a Malay creesed him, and he fell into the
water and was seen no more. The black cook, George
Cowley, concealed himself below and was not seen after
the action.
A black man, Henry Annuis, was killed as soon as the
action started. Caesar Thompson, the steward, a mulatto,
was struck, but he seized a handspike and knocked the
assailant and another down, but a third gave him a mortal
wound. Stephen Holland fought bravely with a hand-
spike, but received a mortal wound. William Brown, the
carpenter, was left to maintain the contest alone, which
he did, and was thereby able to save the ship.
He had a stout stick three feet long, on the end of
which the cook had fastened a coffee mill. This was an
excellent weapon, and he did such deadly work with it
that the Malays were glad to leave the deck.
(jPo be continued')
THE BURNAP-BURNETT GENEALOGY.
BY HENET WYCKOFF BELKNAP.
( Continued from Volume L VI, page 280. ,)
29. ABRAHAM BURNAP is mentioned in his mother's
will in 1663, while that of his brother Isaac in 1703 re-
fers to Isaac Burnap, son of Abraham Burnap of Hoddes-
den, Herts.
Child :
63. ISAAC.
30. ISAAC BURNAP of Ware, Herts., flax-dresser,
married at an unknown date Elizabeth . He died
before February 8, 1705/6, and his will was proved in the
Commissary Court of London. (Essex & Herts., Watts
252.)
He is mentioned in the will of his mother in 1633,
and, as a witness, in that of his brother. John, as well as
in that of Elizabeth, his brother John's widow, and in
1684 in that of his brother Jacob.
The will of Isaac Burnap :
My loving wife Elizabeth Burnap to be sole executrix.
Isaac Peake, son of Henry Peake of Stansted Abbott,
Herts., Isaac Tabram, son of Stephen Tabram of Standon
Yeoudall, Freehold land called Jerumpitts (2 1/2 acres),
Isaac Burnap, son of Abraham Burnap of Hoddesden,
Herts., my brother Thomas Burnap, my brother Joseph
Burnap, Copyhold land called Cleypitts (1/2 acre),
Stephen Tabram to be Overseer. Dated 8 May, 1703.
Witnesses : James House,
George Mathew,
Elizabeth House.
Proved 8 Feb., 1705/6, by the widow, the executrix.
31. JACOB BURNAP of Stanstead Abbots is mentioned
in the will of his mother in 1633, the will of Elizabeth,
widow of his brother John, and in that of his cousin
John Burnap of Stanstead Abbots in 1673/4, as being in
occupation of land in Dungfield.
His wife's name was Grace, and in his own will he is
(105)
106 THE BUENAP-BUENETT GENEALOGY
styled "yeoman." This will is dated 19 July, 1684. He
leaves "20/- to each of my brothers Isaac Burnapp and
Joseph Burnapp. The residue to my wife Grace, and
she to be sole executrix." His mark is witnessed by John
Nobbes, Grace Hobings (mark), Mary Parnell and
Thomas Feild. It was proved 6 May, 1685. (Arch. Mddx.
Essex & Herts., 180 Sewell.)
32. JOSEPH BUENAP is mentioned in the will of his
mother in 1633, in that of his brother John's widow,
Elizabeth, in 1684, in that of his brother Jacob, and in
1703 in that of his brother Isaac.
33. JOHN BUENAP, senior, of Stanstead Abbots, is
mentioned in the will of his mother in 1633. The word
"senior" was evidently used to distinguish him from the
son of his first cousin, living at Stanstead Abbots at the
same time, viz., John Burnap, the rnalster, whose will,
dated 1682, was proved 1687.
He married, date unknown, Elizabeth , and died
before 8 September, 1680. His will calls him of Stan-
stead Abbott, Herts., yeoman, and is dated 25 June, 1680.
It mentions his wife Elizabeth, appoints her sole execu-
trix, and is witnessed by Thomas Hide, Isaac Burnap and
Thomas Roberts. It was proved in Mddx. Essex & Herts.,
75 Sewell.
His wife died before 15 April, 1684, a widow. They
evidently died without issue.
The will of Elizabeth Burnap of Stanstead Abbotts,
Herts., widow, 4 Sept., 1683 : X10 to Anne Canfeild,
widow. 5 to John Canfeild. 5 to Thomas Canfeild.
X10 to Andrew Canfeild. All the goods in the chamber
wherein I lie to Andrew Canfeild's children. 10 to
Robert Nash's wife. X20 to Thomas Everett's wife.
5 each to Elizabeth and Martha Day, the two daugh-
ters of Ralph Day. 5 to my brother Thomas Burnapp.
<5 to Isaac Burnapp. 5 to Jacob Burnapp. X5 to
Joseph Burnapp. 5 to John Hockley. The copper and
the jack to Swinburn Keepe. Residue to Thomas Feild
of Stansted Town." The mark of the testatrix is wit-
nessed by Daniel Hunsden, Thomas Hunsden (mark), and
Ann Pepper (mark). It was proved 15 April, 1684.
(Arch. Mddx. Essex & Herts., 137 Sewell.)
BY HENRY WYCKOFF BELKNAP 107
34. DANIEL BURNAP is mentioned in the will of his
mother in 1633. He may be the Daniel who married 21-2
Jan., 1707, Mary Page at St. Alphage, Cambridge, and
again, as a widower, 1 July, 1714, of Sandwich, Kent,
Mary Jones of St. Mary's in Sandwich, by special license
to marry at St. Mary's, Sandwich, of St. Mary's, Cam-
bridge. Hertfordshire and Cambridgeshire are adjacent
counties.
35. DOROTHY BDRNAP is mentioned in the will of her
mother in 1633 as the wife of Thomas Hide (Hyde), and
he witnessed the will of her brother John Burnap in
1680.
36. A daughter whose name does not appear is men-
tioned in her mother's will, which refers to "my grand-
child John Hocklie," and in 1683, Elizabeth, the widow
of John Burnap, leaves him .5.
38. ROBERT BURNAP, who was baptized at Hodsden
Chapel, 28 November, 1627, came to New England with
his father at the age of 11 years, and before 1653 had
married a wife Ann , by whom he had at least five
children. She died 25 Jane, 1661, in Reading, and he
married, as Robert Burnap, junior, 28 May, 1662, Sarah,
sister of John "of the Hill," Brown or Broune.
In 1655 he was chosen to keep the Pound, and is to
have 2d. for every head he turns the key upon. The
same year "the meddow laud from Jeremiah Swayne's
meddow downe below the falls was divided by lott among
the settlers," and his name is among those added to earlier
divisions. In 1665 he was sealer of weights and meas-
ures, and in 1670-2, 1674-5, 1677-8, 1681, 1693 and 1694
he was selectman. In 1692, in the minister's rates he
stands at XI : 5 : 3, which used to show the relative pe-
cuniary reputation of the inhabitants. It was probably
he who became a freeman on 18 April, 1695, and 16 No-
vember, 1697, he was a witness to the will of John Upton
of Reading, and land formerly his is mentioned in the
will.
In Middlesex Land Records, vol. xiv, p. 70, is a deed
of Robert Burnap of Reading, husbandman, consideration
40/, to Thomas Taylor, husbandman, of land on north
side of Ipswich River, 5 Dec., 1694.
108 THE BTJRNAP-BURNETT GENEALOGY
Witnesses : Joseph Burnap,
John Dix,
Joseph Hodgman.
Acknowledged 2 June, 1703, by Sarah Burnap, execu-
trix.
He died 18 October, 1695. (Reading Vital Records.)
Children by first wife :
64. SARAH, born 6 Nov., 1653; died 4 April, 1696.
65. JOHN, born 16 May, 1655; died before Sept., 1725.
66. ROBERT, born 28 Feb., 1657; died 1 Nov., 1674, "grandchild of
Robert." (Middlesex Court Records.) There is some con-
fusion in regard to him, as in one place he is called John.
67. HANNAH, born probably in this order, died 12 Jan., 1722/3,
Newbury, Mass.
68. MARY, born 17 June, 1661; died 30 Jan., 1690/1. (Reading Vital
Records.)
Children by second wife :
69. JOSEPH, born 24 Mar., 1663; died 19 Aug., 1744, aged about 81,
Wakefield, Mass. In one record a Joseph is said to have
died 19 June, 1675, but as will be seen below this Joseph
certainly did not, and it looks like an error for 19 January,
1675, the date of Isaac's death.
70. ELIZABETH, born 21 Feb., 1664/5; died 7 Oct., 1688.
71. LYDIA, born 8 April, 1667; died 9 June, 1699. (Reading Vital
Records.)
72. ISAAC, born 29 April, 1671; died 19 Jan., 1676. (Reading Vital
Records.)
73. SARAH, born 4 April, 1672. (Clerk of Courts' Records.)
74. SAMUEL, born 15 Sept., 1675; died 2 May or June, 1676.
75. BENJAMIN, born 8 June, 1677; died after 1740.
76. DORCAS, born 22 Aug., 1679; died after 1720.
39. ISAAC BURNAP, baptized 20 March, 1629/30, was
eight years old when the family emigrated, and married
8 November, 1658, Hannah, daughter of Thomas and
Jane (Batter) Antrim (Antrum) of Salem.
Thomas Antrum was a weaver, and had arrived from
Southampton in the James at Boston, 3 June, 1635, being
a native of Salisbury, Wilts, and settled in Salem, where
he was granted land in 1636, and purchased more of his
brother-in-law Edmund Batter of Salem, in Brooksby, in
BY HENRY WYCKOFF BELKNAP 109
1653. He probably married Jane, a sister of Edmund,
and they were members of the Salem Church. (Essex
Antiquarian, vol. v, p. 71.)
Lease of cattle by Tho: Antrum to Isaack Burnap, An-
trum to be maintained in conyenyent meat and drink and
washing, but if Antrum see cause to remove or dyet
himself, then Burnap to pay ten pounds. 18 Jan., 1658,
recorded 24 Dec., 1662. (Essex Deeds, vol. ii, p. 55.)
Indenture, 20 April, 1658. 15 Dec., 1658, Tho : An-
trum of Salem and Isaack Burnap of ye same (son-in-
law to ye sd. Tho :), consideration 140 pounds, my farm,
with a dwelling house, etc., yt wch I ye sd. Tho : Antrum
formerly bought of my brother, Edmond Batter, in ye
bounds of Salem, bounded east by Samll. Verry, west by
Tho : James and Mr. Johnson, north by Tho : Goldthrite,
south by ye Common, reserving while I live the lower
fire roome & ye chamber over ye parlor to ye west. (Essex
Deeds, vol. i, p. 58.)
Thomas Antrum v. Isaack Burnap, for not paying part
of the purchase of a farm bought of plaintiff. With-
drawn.
Writ : Thomas Antrum v. Isaack Burnap of Salem,
dated 13 June, 1660, served by Thomas Goltwrite, con-
stable of Salem, by attaching of farm, meadow and up-
land, housing, etc., that Isaack Burnap lives upon. 26
June, 1660. (Ipswich Court Records, vol. ii, p. 209.)
Discharge of mortgage of Isaack Burnap on farme pur-
chased of his father Antrum by Edward Batter, executor,
about March, 1661/2. (Essex Deeds, vol. ii, p. 36.)
Isaack Burnap, consideration 205 pounds, to Tho:
James, the farme mentioned in the indenture above. 22
Jan., 1662/3. Acknowledged 6 Oct., 1663. (Essex
Deeds, vol. iii, p. 73.)
In the will of Thomas Antrum : To Isaac Burnap, son
of my daughter Burnap, ten pounds at age of 21, the
child or children of my daughter Burnap (who hath had
her full portion already) at age of 18. Dated 24 Jan.,
1662/3. Proved 4 May, 1663. (Essex Probate Records,
vol. i, p. 410.)
Isaack Burnap of Salem, husbandman, consideration
<37 to Robert Stone and William King of Salem, land
110 THE BURNAP-BT7RNETT GENEALOGY
formerly given by Salem to Mr. Batter, called Mr. Batter's
plaine, bounded south by Batter, east by Thomas Goldth-
rite, which he bought of Batter, west by William Lord,
sr., northwest by Ellen Robbinson, 30 March, 1664, signed
also by Elizabeth (sic), wife of Isaac Burnup. Acknowl-
edged, 7 Nov., 1664. (Essex Deeds, vol. vi, p. 78.)
Isaack Burnap of Salem, husbandman, consideration
110, to Obadiah Antruni, halfe of farme that I now
live upon, fouer score acres, one-halfe the houseing, etc.,
which I lately bought of my father-in-law Thomas An-
trum, lately deceafed, except twenty acres, lately sold by
me to Mr. King and John Stone by the great swamp.
(Hannah, his wife, consents) 11 June, 1664. Ysaac
Burnup, Hannah Burnup (a mark). Witnesses, Hilliard
Veren, Eliezar . (Ipswich Deeds, vol. iv, p. 489.)
Inventory of the estate of Obediah Antrum. Admin-
istration to Martha, the widow, she to pay 30 li. to Hana,
wife of Isaack Burnap, sister of the deceased. (Records
of the Quarterly Courts, vol. iii, p. 377, November,
1666.)
Deed of sale, Robert Burnap, sr., Thomas Burnap,
Robert Burnap, jr., of Redding, yeomen, Isaack Bullard
of Dedham, Sarah Burnap of Redding, spinster ; Robert,
with consent of An his wife, Thomas, with consent of
Mary his wife, Robert, jr., with consent of Sarah his
wife, Isaack Bullard, with consent of An his wife, con-
sideration, 117 : 10 : 0, to Elias Parkeman of Boston,
quit-claim the halfe of farme, 50 acres, buildings, etc., in
Salem, formerly in possession of Isaack Burnap, deceased,
bounded east by Samuel Verye, west by Jeremiah Meachy
and Frances Johnson, north by Thomas Goldthrite, south
by the Towne Comon. 1 September, 1668 ; acknowl-
edged 1 September, 1668. Recorded 19 January, 1668.
(Essex Deeds, vol. iii, p. 47.)
Paid Ifaack Burnett, 6 June, 1662, : 11 : 3. (Salem
Town Records, vol. ii, p. 11.)
Town Meeting 4 (among entries for 1660). Bills given
out, 1661, To Ifaack Burnape, 00 : 10 : 00. (Ibid, vol. ii,
p. 21.)
Isaack Burnap v. Tho : James, for slander, withdrawn.
BY HENRY WYCKOFF BBLKNAP 111
September, 1664, Salem. (Records of the Quarterly
Courts, Tol. iii, p. 190.)
Isaac Burnap died 18 September, 1667, and there is
some indication that his wife died before the end of 1664
and that he married again Elizabeth , unless the deed
of that year is in error. If so, the second wife died be-
fore he did, and it seems more likely that the name of Eliza-
beth is a clerical error.
The will of Isaac Barnap: Isaack Barnap, weake in
body, yet*perfect*in?mind and memory, this 16th of the
7th mo. 1667. Honoured father Robert Barnap and
Brother Robert Barnap, executors ; to my father, Robert
Barnap, halfe of the halfe farme that lyeth within the
bounds of~Salim wch I bought of my father Antrum ; to
my two brothers and my two sisters the other halfe, viz.
Brother Thomas and Brother Robert and to Sister Ann
and to Sister Sarah. My two Brothers and my two Sis-
ters shall pay out of their halfe, 12s., to my couson
Thomas Burnap and five pounds to Thomas Burt. To
my Sister Sarah Burnap a great prefs Cubbard that is at
my farme at Saliin.
Witnesses : William Coudrey The marke of
Thomas Barnap Isaacke Barnap
Proved 1 October, 1667.
Inventory, 18 September, 1667, lately deceased in Red-
ding, taken by Ely Giles, John Giles, 111:07:04.
Sworn to by Robert Burnap, sen 1 , and Robert Barnap,
jun r , Executors. (Middlesex Probate Records, 3599, vol.
iii, p. 109.)
NOTE: Thomas Burt mentioned in the above will married Mary,
daughter of John and Sarah (Burnap) Southwick. (No. 46.)
Child :
77. ISAAC, under 21 in 1622/3.
40. ANN BURNAP, baptized 15 April, 1632, at Great
Amwell, Herts., was six years old when she came with
her parents to New England. She married about 1653,
John, son of Thomas and Alice Wight of the Isle of
Wight. He was born in England, and died 28 September,
1653. (Savage's Genealogical Dictionary.)
112 THE BURN AP- BURNETT GENEALOGY
Child WIGHT :
ABIGAIL, born 1 Jan., 1653/4.
NOTE: The will of John Witt, senior, 12 September, 1675,
proved 28 March, 1676, mentions daughter Ann Burnitt. Savage
makes it "Barney" and does not appear to have thought John Witt
and John Wight were identical, but there seems some probability
that they were.
Ann then married, 11 April, 1655, Isaac, born in Eng-
land, son of William Bullard and his first wife. He died
in 1676, his parents having settled in Dedham.
Children BULLARD :
HANNAH, born 24 Feb., 1656.
SARAH, born 7 Jan., 1658.
SAMUEL, born 22 Dec., 1659.
JUDITH, or JUDAH, born 10 May, 1662.
EPHBA, born 20 July, 1664; died young.
ANN, born 17 April, 1666.
JOHN, born 26 June, 1668; died young.
MARY, born 29 May, 1669.
WILLIAM, born 19 May, 1678; died 1676.
The widow married again, 18 March, 1685, David, born
20 November, 1664 (although he seems to have been very
much younger than his wife, but it is so given by Sav-
age), son of David and Sarah (Topliff) Goenes (Jones)
of Dorchester. He died 18 June, 1691, and she died 16
March, 1695.
Child JONES :
DAVID, born 18 July, 1689.
43. THOMAS BURNAP, probably born in this country,
appears to have had a wife Mary, as does also his son
Thomas, for in the deeds in 1715 and 1725 the name
appears as Thomas, junior, with wife Mary, but little is
to be found which seems to be connected with him. He
is mentioned in his father's will in 1688. It is probably
his death which is in the Reading Vital Records under
date of 15 April, 1691.
Child :
78. THOMAS, living in 1725.
(jPo be continued)
5 g
THE BOSTON AND MAINE RAILROAD.
HISTORY OF THE MAIN ROAD, WITH ITS TRIBUTARY
LINES.
BY FRANCIS B. C. BRADLEE.
( Continued from Vol. L VII, page 56. )
The first of the present railroad labor unions was the
Brotherhood of Locomotive Engineers, organized May 8,
1863, at Detroit, Michigan. A New England division
was formed during the following December at Lebanon,
N. H., by the engineers of the Northern Railroad of New
Hampshire. The engineers of the various roads entering
Boston united to form Boston Division, No. 61, on Janu-
ary 6, 1865. The order of Railway Conductors was first
organized at Mendota, 111., in the spring of 1868, and,
until 1878, was known as the Conductors' Brotherhood.
Not until 1 884 did this Order spread to New England,
when Boston Division, No. 122, was organized on July
20 of that year. At first, in New England, the brother-
hoods were purely social and charitable organizations, but
during the hard times following the panic of 1873 the
Brotherhood of Locomotive Engineers brought pressure
to bear on some of the roads for higher pay. During the
course of 1877 there were serious strikes on the Pennsyl-
vania and the Baltimore and Ohio systems. On January
15, 1876, the directors of the Boston and Maine ordered
a ten per cent, reduction in the wages of all employees.
At that time the engineers were receiving $3.50 per day,
and if they ran any one month without having an accident
for which they were responsible, they received a bonus of
twenty-five cents per day for the entire month, which
made their pay $3.75 per day. The ten per cent, cut
would have reduced their wages to $3.37 1-2 per day,
but the directors decided to make it $3.40. It was also
promised that when general business conditions improved
the original rate of pay would be restored. The engineers
were dissatisfied, and as the enginemen on other Boston
roads were paid $3.50 per day, they wanted the same
rate, but the directors of the Boston and Maine ruled
(113)
114 THE BOSTON AND MAINE RAILROAD
that they could not, in justice to the other em-
ployees, give their engineers any preference. Dissatisfac-
tion began at once, and the engineers' committee had
many conferences with the management, at which the
situation was fully discussed.
The directors were firm in the stand they had taken,
and the enginemen, failing to get their request granted,
called upon the Brotherhood of Locomotive Engineers, to-
which they all belonged, to take the case up with the
management of the railroad. The late P. M. Arthur, for
many years chief of the Brotherhood, came to Boston in
the interest of the engineers, but the directors refused to-
deal with him or any committee from the Grand Lodge r
and said they would deal only with a committee of their
own men. At this time the president of the Boston and
Maine was Nathaniel G. White of Lawrence, and the di-
rectors were George C. Lord, Amos Paul (a former en-
gineer on the road), Nathaniel J. Bradlee, William S.
Stevens, James R. Nichols, John Felt Osgood, Samuel E^
Spring and Nathaniel W. Farwell. Mr. Arthur, soon
after, ordered the engineers to strike. Thereupon their
committee notified the Boston and Maine management on
February 12, 1877, at 2 P. M., that unless their demands
were granted, they would strike at 4 P. M., and that the
firemen would leave work with them. However, Super-
intendent Furber had been busy for some time in hiring
engineers and firemen to take the places of his men should
they strike. The men, 137 all told, did go out at 4 P. M.
and remained with their engines until 6 P. M., and then
"dumped " their fires and let the water out of their boilers
and tanks. Some of them gave up their locomotives in
good condition without making trouble for the men who-
took their places ; others uncoupled their engines from
the trains between stations and ran them back and forth,
so as to prevent anyone from taking their places, and
when they finally abandoned their locomotives they were
without fires or water. The substitute engineers had been
riding on the passenger trains for some time previous to
the strike, learning the road and the operation of the
trains. As soon as the notice was given that the strike
would take place arrangements were made to sidetrack all
BY FRANCIS B. C. BRADLEE 115
freight trains. On the night of February 12 train service
was badly demoralized, but the railroad managed to keep
a few moving, and by so doing many passengers reached
home.
The next day more trains were in operation, and by the
end of the week a distinct improvement was made. Peo-
ple who usually patronized the Boston and Maine, re-
turned home by the Boston and Lowell or Eastern roads,
when convenient to do so. The engineers who took the
places of the strikers were competent men, having been
employed on other roads, and at that time were out of work
on account of the poor business conditions then prevail-
ing all over the country. It would appear strange that
other engineers in good standing should be willing to work
against the strikers, but in many cases they had a griev-
ance against the Brotherhood of Locomotive Engineers
on account of having been refused membership and for
other reasons. At any rate none of the strikers were
taken back by Superintendent Furber. Many of them
were hired by the Eastern Railroad as firemen and started
over again at the bottom of the ladder at 81.80 per day.
During the trouble it was feared that some of the other
New England roads would be affected, but nothing mate-
rialized. This strike has been dealt with at length be-
cause it created a great deal of comment at the time. It
has its historic significance by reason of its being one of
the first railroad strikes in the country and the very first
manifestation of trouble in New England, where the
brotherhoods took root very slowly.
Forty years ago, or even twenty years ago, railroading
in New England was vastly different from what it is to-
day. The roads were small, the officials knew all the
men and called many of them by their first names ; this
created a feeling of solidarity which, today, is conspicu-
ous by its absence. In those days the runs were not as
at present bid for by the men, seniority prevailing ; all
the crews were assigned their runs by the superintendent
or master mechanic respectively. The time-table, taking
effect on June 19, 1882, shows that the Boston and Maine
then ran fifty-four passenger and freight trains on the
116 THE BOSTON AND MAINE RAILROAD
main line each way on week days ; on Sundays eleven
trains each way were run.
In 1883 the Kennebunkport Branch Railroad, four and
one-half miles long, was built to connect Kennebunk on
the main road of the Boston and Maine with the former
seaside town. It was leased to the parent road on May 15,
1883, and opened for business on June 18 of the same year.
Very few of the employees of what was called the "old
Boston and Maine," before all the consolidations took
place, are in active service today. One of the best known
of these is J. E. Alger, a former engineer, who retired in
October, 1918. A recent communication of his, pub-
lished in the Boston and Maine Bulletin for February,
1920, is well worth reproducing, as it mentions many "old
timers" familiar to travellers a generation or two ago,
and also brings to lightsome interesting facts of days long
gone by :
OLD-TIMERS.
READING, MASS.
MB. JOHN ROUKKE, Superintendent, Portland Division, Boston fc
Maine Railroad.
DEAR SIB : It has not been my privilege to meet yon personally;
still I have felt that, as my superior officer on the road, we had an
acquaintanceship.
When a pension draft for the month came to me, I felt that I
could not let it go by without an acknowledgment of the receipt
of it.
My service on the Boston & Maine Railroad has been a fairly long
and very pleasant one. I recall the faces of men who first met me
in Superintendent Furber's office, February 10th, 1877. I was not
a novice at railroading, beginning in the Boston & Albany shops
in Boston on November 30, 1868, firing January 13, 1873, and run-
ning July, 1874, on a narrow gauge railroad between Grafton Centre
and North Grafton on the B. & A. I helped build the engine for
the road at the shop of Jerome Wheelock in Worcester, Mass.
Born a railroad boy on March 28,1850, and the record begun by my
father in December, 1846, is still being carried on by my brother,
A. W. Alger, on the Boston & Maine.
Two of the men I met in Mr. Furber's office, February 10, 1877, I
meet occasionally, William Merritt, at that time assistant to Mr.
Furber, and John A. Meloney of Wakefield, Mass., a clerk in the
PORTLAND, SACO AND PORTSMOUTH RAILROAD LOCOMOTIVE "SCARBOROUGH"
Built by the Portland Local Works in I 87 I
LOCOMOTIVE "GEN. GRANT"
Built by the Manchester Locomotive Works in 1867
BY FRANCIS B. C. BRADLEE 117
office. All the others are gone, so far as I can find out. There are
in service to-day only two that were in the old Haymarket Square
station at that time: Charles H. Nowell, paymaster at that time,
and Ash Bartlett, now in service at the North Station, or I should
say the Terminal Division. I know of no others.
The oldest man in the train service to-day of the old Boston &
Maine is Conductor George Lunt, who began in 1869, and was a
baggage-master on a run in from Danvers in the morning, to New-
buryport at 12.40 p. m., back to Boston and home to Danvers at
night. John Bedell began in 1870, I think.
The conductors of that time have all passed on, so far as I can
find out. Still, railroad men reappear sometimes, and there may
be some living to-day. John Coombs was conductor of the train
we brought into Boston the afternoon of February 12, 1877; Tom
French and I, and George Lunt was baggage-master; John Esta-
brook was conductor of the 7 a. m. train for Lowell when I started
out on February 13, and Ed. Barrett was baggage-master and pilot.
John and I ran together until he was taken sick October 15, 1885.
I had one or two different conductors for a time, and then had Ed.
Barrett for a long time as regular conductor. John Estabrook rode
once with us after the interlocking was installed at Wilmington
Junction. He died on April 30, 1886. A nice man to run with.
Harris Amazeen was the conductor on the 2.30 p. m. to Lowell. We
got along well together, and I can see him now at Lowell Junction
giving the motion and shouting out, "All right, Ed., go ahead, stop
at the poorhouse and the graveyard 1 ' Tewksbury and Cemetery.
Single track over the Lowell branch then. "Trains from Lowell
have right of way over trains to Lowell ten minutes after their reg-
ular time of departure, and trains to Lowell can use five minutes of
the ten." How we used to sail the train to make the double iron
over the bridge crossing the Concord River down into the Central
Street station. After Harris Amazeen got through I had George
Stone and "Captain" Kicker for running mates. The old-time men
were all right, but had their peculiarities. Joe Amazeen and Orrin
Hamilton, running Portland trains, used to sport tall hats and ruffled
shirt-bosoms. Albert Hamilton, on the Medford train, was not
quite so sporty as his brother. William Plaisted, Ned Weymouth
and George Wyatt were quieter men. William Carter and Skinner
were on the Reading trains. Some of the names of the old conduc-
tors can be found as far back as 1849, Ansel Tucker among the
passenger conductors and Hollis Smart freight conductor, $50 and
$45 a month. Hollis Smart was a passenger conductor in 1851, at
$50 a month, and M. E. Wood appears on the list. He was in
charge of Haymarket Square station in 1877. The name of William
118 THE BOSTON AND MAINE RAILROAD
Smith appears as engineman in 1851, $55 a month. He was engine
dispatcher in 1877, later master mechanic and superintendent of
motive power; died in February, 1892.
And so, as the years pass by, we find new names creeping in,
and in May, 1857, Orrin Hamilton and William T. Plaisted were
conducting trains, at a salary of $58.33 1-3 a month. Augustus
Colby, assistant to M. E. Wood, used to run as conductor on the
Sunday train to Haverhill; two trains Sundays in 1877, the train
from Great Falls in the morning, returning at 6 p. m., the 8 a. m.
to Haverhill leaving on the return trip at 5.25 p. m., due in Boston
7 p. m. Any passengers for Boston along the line took that train
home or stayed all night.
The locomotives were small when I came here to this road. The
Portland No. 2, built in 1842, delivered to the road on March 16,
thirteen tons weight, cylinders Ilx20, with one pair of drivers,
was doing passenger switching in Boston. There was a time when
she hauled an express train. Newburyport No. 29, 23 tons, cylin-
ders 14x22, built about 1860, the first locomotive I handled here, at
one time before I came to the road every third week used to make
158 miles a day. Reading to Boston, Boston to Newburyport and
return, eight-car train, 6 p. m.; Boston to Lawrence, four stops,
forty-two minutes; Lawrence to Boston, Boston to Reading, and
put up. Elbridge Smith, now living in Reading, seventy-eight years
of age, was the engineer.
I think I had better stop my chatter. Of the boys who came here
with me in February, 1877, but one remains in active service, E. I.
Tucker. Not many more years for him now.
I wish in closing to thank you, and through yon all in the passen-
ger department who have so kindly borne with me while we have
been co-laborers in the service of the Boston & Maine.
Hoping that, while my name has disappeared from the list of
enginemen, some may still remember the "Deacon," I remain,
Sincerely yours,
J. E. ALGKR.
While on the subject of reminiscences, the following
little poem may be found amusing, for, with many apolo-
gies, it refers to South Berwick Junction, Maine. In the
early 1870's, when the "war" between the Eastern and
Boston and Maine roads was at its height, the former
company, which then controlled the Portland, Saco and
Portsmouth R. R., refused to wait for the B. and M. cars
at South Berwick Junction, unless "they were in sight or
BY FRANCIS B. C. BRADLEE 119
whistle heard." Hence many annoying delays occurred
to innocent passengers. The* newspapers of the time
teem with letters of protest from indignant travellers.
AT A RAILROAD JUNCTION.
BY EDMUND VANOE OOOKE.
Lo ! Here arn I at Junction Town !
At slow and woeful Junction Town,
Where devils laugh and angels frown
To see a traveller set down;
Where trains run only with a view
To help a restaurant or two;
Where rusty rails and barren boards
Are all the point of view affords.
But O, the barren board of all
Is that within that eating-stall !
Yes, stall, I said, and well deserved
The name ! where beastly feed is served.
And so I say without compunction
My curses on this Railroad Junction.
What shall I do at Junction Town ?
At drear and weary Junction Town ?
The martyr's cross without the crown
Awaits the stranger here set down.
O, one may wait and wait and wait,
Or one may sail against his fate,
Or eyes and ears may strain and strain,
As later, later grows the train,
The while the lagging minutes mock
His witless watching of the clock;
Or one may watch the station clerk
Performing his relentless work.
O, wretched man, of wretched function,
Existing at this Railroad Junction.
God's pity on this Junction Town,
This dead and dreadful Junction Town I
O, what nepenthe-well can drown
The cares of travellers here set down ?
The thought may give some passing cheer,
One may escape within a year,
Or else the sentence be commuted
120 THE BOSTON AND MAINE BAILROAD
And only death be executed !
And if t be so, I only pray
There be no Resurrection Day,
For think of Gabriel coming down
And finding one at Junction Town !
And so I say with fervent unction,
God's pity on this Railroad Junction !
Early in the 1880's important changes took place in the
management of the Boston and Maine ; new interests
entered the directory, and then began the policy which
converted this small railroad controlling barely two hun-
dred miles of track into a system comprising 4,250 miles.
For a long time it had been felt that if the three railroads
running in the same direction on the northern side of
Boston the Eastern, Boston and Maine and Boston and
Lowell could be consolidated into one corporation, it
would secure a fair dividend to its stockholders, while
saving to the community two-thirds of the cost required
to maintain triplicate equipments and boards of directors.
Unfortunately, instead of the wise policy of one corpo-
ration mentioned above, the system of leases was adopted
in the various consolidations, and eventually the whole
question became inextricably mixed up with Massachu-
setts and New Hampshire politics some of it of a not
very high order and that, with financial jobbery, was par-
tially responsible for the present practically bankrupt
condition of the Boston and Maine.
When the consolidation of the Eastern and Boston and
Maine roads was first talked of it was generally assumed
that the Eastern would take the lead and logically it
should have done so, but the Boston and Maine was then
much stronger financially. The lease was to have taken
effect in October, 1883, but the whole project was bit-
terly fought by the minority stockholders of the Eastern.
They carried the matter before the Massachusetts Supreme
Court, which deemed the proposed lease invalid owing to
a technicality. The next year a new lease, running for
fifty-four years and conforming to the opinion of the
court, was agreed upon by the directors and approved by
the stockholders of both roads, and on December 2, 1884,
TYPE OF RAILROAD TRAIN OF ABOUT I860 SHOWING THE
BAGGAGE CRATE
STEAMBOAT "DOVER," LAKE WINNEPESAUKEE
Built in I 852, afterwards named the " Chocorua."
BY FRANCIS B. C. BRADLEE 121
the property was handed over to the lessee. Under the
terms of the lease the Boston and Maine was to assume
all the liabilities of the Eastern. The profits were to be
divided pro rata between the two roads. No dividends
were guaranteed on the Eastern stock. While the lease
was ratified, twelve to one, by the Boston and Maine
stockholders, it was only accepted by a five to one vote
of the Eastern stockholders. It had always been the
intention of those at the head of both roads that they
eventually should be unified, the lease being considered a
mere stepping-stone to that effect. Accordingly, in 1888,
the required legislation was secured in Massachusetts,
New Hampshire and Maine, and on May 9, 1890, the
Eastern Railroad Company passed out of existence as a
corporate body.
The stock was taken over on the basis of one share of
Eastern for 83.28 per cent, of Boston and Maine stock,
and the Portsmouth, Great Falls and Conway road was
taken over on the same terms. By this consolidation and
for other purposes, the Boston and Maine's capital was
increased to $18,738,300, and a special stock dividend of
$14.68 per share was paid May 24, 1890.
In 1885, the year after the taking over of the Eastern
Railroad by the Boston and Maine, that company also
leased the Worcester, Nashua and Rochester Railroad for
fifty years, at a rental of $250,000 per annum. The
reason given for this further consolidation was that the
line of the Worcester, Nashua and Rochester paralleled
for some distance the main road of the Boston and Maine,
but the transaction was a very good thing for the "in-
siders" who were understood to have been identified with
the Boston and Maine management of that day and who
had acquired the Worcester, Nashua and Rochester stock
at very low prices. This lease occasioned a great deal
of discussion, and there was some legislative inquiry,
which, however, did not disturb the equanimity of those
who had benetitted by the transaction that involved a
stock dividend. However, the value of the acquisition to
the Boston and Maine was so problematical that not a
few shrewd observers predicted that it would be a case of
loss offsetting victory.
122 THE BOSTON AND MAINE RAILEOAD
In 1887, the Boston and Lowell Railroad had grown
from a small line twenty-six miles long to be one of the
large systems of New England ; in fact, at this time it
was generally referred to as the "Lowell System." By a
system of leases its managers had endeavored to obtain
possession of a complete line between Boston and Mon-
treal, a project which, in its main features, seemed likely
to succeed, until the New Hampshire Supreme Court
broke it up, early in 1887, by refusing to ratify the lease
of the Northern Railroad of New Hampshire to the Bos-
ton and Lowell. Thereupon, the directors of the Lowell
road proposed a lease of their line and its allied roads to
the management of the Boston and Maine, as they thought
that the latter, by means of their already existing leases
and contracts with other companies, would be better able
than they to affect a consolidation of the "upper" roads.
The lease was ratified by the stockholders of both lines,
and took effect in June, 1887, but dated back to the pre-
vious April. It was to run for ninety-nine years ; the
Boston and Lowell stockholders were guaranteed dividends
at the rate of seven per cent, yearly until 1897, and after
that at the rate of eight per cent. The Boston and Low-
ell corporation was to assume the responsibility of its own
leases.
This consolidation left practically only two independent
railroads of any size in New Hampshire ; the Concord
road between Nashua and Concord and in which the State
of New Hampshire owned an interest, and the Boston,
Concord and Montreal road, which itself was controlled
by the Concord Railroad. In September, 1889, both these
corporations were united in one new one, called the Con-
cord and Montreal Railroad. This road did not fall into
the Boston and Maine "maw" until 1895.
The late eighties and early nineties were, in fact, an
exceptionally interesting period in the history of this rail-
road property. There were various changes in large
blocks of stock, a number- of new influences, from time
to time, being projected into the enterprise. The man-
agement was subjected to a good deal of contemporary
criticism, and even to-day is subject to not a little cen-
sure, though some of the most prominent figures have
BY FRANCIS B. C. BRADLEE 123
long since departed from the stage. But after everything
is said, the fact remains that it was at that time that the
Boston and Maine emerged from a state of parochialism
into one of national importance.
It was in 1892-3 that the late A. A. McLeod, a well-
known Wall street speculator, had a short but well re-
membered career in New England railroading. He had
gotten control of the old New York and New England
Railroad, always in a state of chronic bankruptcy. He
also made himself the president of the Boston and Maine,
and proposed a scheme which should give Boston new
connections with the West, with these roads as the
means, and using the Poughkeepsie bridge. Mr. McLeod
was not so powerful as the New York, New Haven and
Hartford Railroad, then just beginning to stretch its arms
outside of its domain, the State of Connecticut. Before
he could develop his plan, Mr. McLeod went down before
reorganization, and from the flurry there emerged bond-
holders producing the New England Railroad in 1895,
with the New York and New Haven owning the bonds.
In 1898, the New Haven leased the road, but since that
nearly all the stock had been exchanged, so to-day the
old "narrow escape" road, as it was always nicknamed,
has not the semblance of individuality. Mr. McLeod's
dream of 1893 has been realized by the New Haven,
through its ownership of the New England Railroad and
the Poughkeepsie bridge route.
The most spectacular accomplishment of Mr. McLeod
was the capture by the Boston and Maine of the Connec-
ticut River Railroad in 1892. This corporation, with a
paying property and a surplus of $1,000,000 in the treas-
ury, was coveted by the New York and New Haven. The
directors of that road had completed an arrangement with
the Connecticut River board, whereby the line was to be
leased to the New Haven, which only needed ratification
by the stockholders, and this had been apparently assured.
Three or four days before the Connecticut River stock-
holders' meeting, Mr. McLeod and a party of influential
friends canvassed the owners of the Connecticut River
road and gathered up a control of the shares. They took
124 THE BOSTON AND MAINE EAILROAD
it from the extended hand of the New Haven and secured
it to the Boston and Maine on a ten per cent, rental, with
the $1,000,000 surplus divided among the shareholders.
The New Haven people never forgave McLeod for his
eoup, and they punished him by ousting him from the New
York and New England, and later used their influence in
retiring him from the presidency of the Boston and
Maine. The late Lucius Tuttle succeeded him in that
office and managed to steer the Boston and Maine success-
fully through the lean years that followed the panic of
1893 ; in fact, in one of the annual reports issued during
the hard times, Mr. Tuttle declared that the leased lines
were earning their rentals, a significant statement consid-
ering the acute conditions then prevailing.
With the acquisition of the Boston and Lowell system,
the Boston and Maine fell heir to the political contest in
New Hampshire, with the Concord and Montreal Railroad
as an opponent ; finally, however, the latter succumbed,
and in 1895 was leased to the Boston and Maine for
ninety-nine years, at seven per cent, annual rental.
Having absorbed all the connecting lines in New Hamp-
shire, the Boston and Maine in 1900 was ready for more
aggression in Massachusetts, and after a spirited opposi-
tion, took over the Fitchburg Railroad under a lease
guaranteeing five per cent, dividends on the latter's pre-
ferred stock. The opponents of the lease asserted, with
a good deal of reason, that the Boston and Maine as a
monopoly had for some time been a deterrent to commer-
cial enterprises in its territory, charging higher passenger
and freight rates than the Fitchburg did as an independent
road. It was also shown that the Boston and Maine had
done little or nothing towards developing the foreign ex-
port trade of Boston ; the Fitchburg, a small road com-
pared to its competitor, had itself contributed no less
than fifty-nine per cent, of the foreign exports from
Boston.
With the lease of the Fitchburg to the Boston and
Maine, the State of Massachusetts straightened out its
affairs as an owner of railroads, for the Commonwealth
held practically all the common stock of the Fitchburg
Railroad, issued in payment for the Hoosac Tunnel and
EASTERN RAILROAD LOCOMOTIVE "CONWAY"
at Old Orchard Station, Maine
HOOSAC TUNNEL UNDER CONSTRUCTION, 1871
BY FRANCIS B. C. BBADLEB 125
the Troy and Greenfield Railroad. The original Fitch-
burg Railroad, upon its purchase of the franchise of the
Charlestown Branch Railroad, from Boston to West Cam-
bridge, was constructed to the city which gave it its cor-
porate designation ; it was opened to Waltham in 1842,
and completed in its entire length in 1845.
As a part of the low grade through road across the
State, the Vermont and Massachusetts was built from
Fitchburg to Greenfield, but as the Hoosac mountain was
an apparently impenetrable barrier to a complete line, the
Vermont and Massachusetts was built to Brattleboro,
Vermont. As soon as the opening of the Hoosac tunnel
was imminent, the Fitchburg leased the Vermont and
Massachusetts in 1874, and with it secured rights through
the tunnel with several other companies. Soon afterward
the section of the road from Miller's Falls to Brattleboro,
Vermont, was sold to the New London Northern Rail-
road.
A company of men in 1848 took up the Hoosac Tunnel
project, which had been agitated periodically since 1825,
when it was proposed to bore through the range for a
canal. The Troy and Greenfield Railroad was the corpo-
rate name of the tunnel road, and from 1848 until 1887
there was hardly a session of the Massachusetts Legisla-
ture which did not consider some action affecting this
road. The State made its first advance to the Troy and
Greenfield in 1854, and time and again more money was
furnished until the work was abandoned by the contrac-
tors, whose ingenuity and resources failed to pierce the
rock. In 1862, after being refused what was considered
a reasonable demand, the stockholders of the Troy and
Greenfield finally gave up the task and abandoned the
road. The Commonwealth of Massachusetts, which had
advanced $778,695, took possession. At that time the
road had been practically constructed from Greenfield to
the east entrance of the tunnel and from the west side of
the Hoosac mountain to the Vermont State line. The
State inherited the Southern Vermont Railroad, which
traversed the southwest corner of Vermont to connect
with the Troy and Greenfield.
126 THE BOSTON AND MAINE RAILROAD
State millions rehabilitated the railroad, the Southern
Vermont was leased to the Troy and Boston a new cor-
poration formed to operate the old Troy and Greenfield
road in perpetuity, for a rental of $12,000 annually, and
trains were operated on both sides of the mountain, pas-
sengers being driven over the summit in stage-coaches to
make connections. In 1868, the Shanlys, a Montreal con-
tracting firm, undertook the completion of the tunnel,
and on November 27, 1873, daylight penetrated through
the hole in the mountains. About a year later the tunnel
was ready for trains, and with a State manager, Jeremiah
Prescott, formerly superintendent of the Eastern Rail-
road, to maintain the property and handle its movement
of trains, the Fitchburg, Troy and Boston, Boston, Hoo-
sac Tunnel and Western, and the New Haven and North-
ampton Railroads paid tolls sufficient to meet expenses
and the interest, and, in part, the sinking fund of the debt
of nearly $14,000,000 which the State had incurred. The
Commonwealth of Massachusetts ran the road in this
fashion until 1887, when the Fitchburg absorbed the
Boston, Hoosac Tunnel and Western, whose road ran
from Rotterdam Junction, N. Y., to the Vermont and
Massachusetts line, and the Troy and Boston, and pur-
chased the State-owned Troy and Greenfield. The Fitch-
burg Railroad, in payment for the Troy and Greenfield
and the Hoosac Tunnel, issued to the State $5,000,000 in
fifty-year bonds and $5,000,000 in common stock, which
latter paid no dividends.
In 1900, upon the lease of the Fitchburg, the Boston
and Maine bought the common stock from the State, and
Massachusetts then became only a bondholder. It was
during this period that such outside interests as the Pull-
man Company and the American Express Company ac-
quired large holdings in the Boston and Maine. This fact
is also of more than academic interest, as it was the
American Express Company's holdings that the New
York, New Haven and Hartford acquired, when, in 1907,
it began to secure control of the Boston and Maine.
During the first few years of the present century, also,
the railroad brotherhoods, hitherto a negligible quantity
in New England, began to press for and receive higher
BY FRANCIS B. C. BRADLEE 127
wages and better working conditions. This added ex-
pense, together with the almost crushing dead weight of
the rentals of the leased roads, soon began to tell on the
Boston and Maine and was reflected in the stock market
by the constant decrease in the value of its stock. It was
then that the management may be said to have committed
its greatest error ; instead of reducing or altogether pass-
ing its seven per cent, dividend on the common stock and
putting most of its earnings in the up-keep of the road,
which sadly needed the same, the usual interest was kept
up long after ordinary prudence should have dictated its
reduction. How much the late President Tuttle was re-
sponsible for this state of things is a debatable question.
However, for years the spectacle was witnessed of worn-
out equipment vieing with an equally " gone to seed "
road bed. Even some of the principal bridges and trestles
on the system were a constant source of jokes to the in-
itiated that would have been very funny indeed had
there not existed so many tragic possibilities.
Another feature which has always characterized the
Boston and Maine is the extremely old-fashioned way in
which the road was operated practically. As other rail-
roads were taken over by it and run as divisions, the
operating rules in force when the particular road was run
independently were generally retained. Sometimes these
conflicted with rules used on other parts of the Boston
and Maine system, with resultant confusion. For exam-
ple, on the Fitchburg Railroad a white light was used for
safety, but on the Boston and Maine a green signal meant
safety. When the Fitchburg was taken over in 1900, the
Boston and Maine made no change, so that for some
years a most dangerous condition of affairs existed, par-
ticularly at Boston, Greenfield, Bellows Falls, and other
places where the two lines were interwoven. Until after
the terrible Baker's Bridge accident on the Fitchburg
division, in October, 1905, when an express ran into a
slowly moving accommodation train, with the loss of many
lives, block signals were practically unknown on the Bos-
ton and Maine system, except, perhaps, when nearing
Boston. It may be conceded that nowadays many trains
particularly passenger trains, are over-manned, but twen
128 THE BOSTON AND MAINE RAILROAD
ty or more years ago many of the Boston and Maine
passenger trains were as badly under-manned. The
author can testify to the fact that, in 1901, he was on a
long passenger train, far behind time, and when nearing
Boston, close to the old Boston and Maine paint shop in
Charlestown, then considered one of the most dangerous
spots on the road, the train was for some reason stopped.
The only brakeman had been sent back with a danger
signal some time before. Another following train was
close behind, and there seemed to be no one at hand to
warn it, when the American Express messenger seized a
red flag and ran back as fast as he could and was believed
to have averted a bad collision. The phrase so often
heard, "Boston and Maine luck," may be said to signify
a good deal more than is implied by the empty words.
In 1907, occurred the event which in the last few years
has been discussed more than any other in connection
with Boston and Maine affairs, namely, the purchase of
the control of the Boston and Maine by the New York,
New Haven and Hartford. It is needless to discuss this
transaction at length, as the particulars are still fresh in
the public mind. It is sufficient to say that under an
agreement with the Department of Justice of the United
States, it was arranged for the New Haven Company tc
transfer to five trustees its holdings in the Boston and
Maine, which had been previously segregated into a cor-
poration known as the Boston Railroad Holding Company,
to be sold under the order of the court. These holdings
consist of 6,543 shares of the preferred stock and 219,189
shares of the common stock of the Boston and Maine
Railroad.
The legality of the New Haven's purchase and its ad-
visability from the point of view of public interest have
been hotly debated. There existed, also, a bitter and
fast-growing feeling of discontent throughout New Eng-
land that almost its entire transportation system should
be under the control of New York capitalists. On Feb-
ruary 7, 1914, the United States Senate passed a resolu-
tion authorizing the Interstate Commerce Commission to
investigate and report upon the financial transactions of
the New York, New Haven and Hartford Railroad Com-
'WALKER HOUSE" STATION OF THE B. AND M.
Commercial Street, Portland, 1873-1889
Originally a hotel, now a Railroad Y. M. C. A.
BY FRANCIS B. C. BRADLKE 129
pany. The Interstate Commerce Commission reported
that the purchase of Boston and Maine control by the
New Haven was illegal under the Massachusetts laws,
and, without serious doubt, under the Federal anti-trust
law.
As regards the purchase from the point of view of
public interest, it was shown that the downward move-
ment of the Boston and Maine stock did not begin seri-
ously until the New Haven management was forced upon
the road ; that the depreciation of the Boston and Maine
stock after coming into control of the New Haven was
rapid ; that "the financial strength of the Boston and
Maine, which had been made manifest for more than half
a century [there seems reason to doubt the entire cor-
rectness of the latter statement, especially as applied to
later years], was converted into financial weakness in half
a decade after passing into the control of men who had
the reputation of being eminent financiers ;" that the
management of the Boston and Maine by the New Haven
was unwise, beginning in illegality and in a lust for ex-
tended monopoly, and resulting in great depreciation and
serious impairment of credit. It would be an interesting
task to examine these statements carefully and minutely
in the light of the previous history of the road.
In the meantime had come the financial crash of the
New Haven system, which dragged the Boston and Maine
down with it, resulting in the demoralization of trans-
portation and the ruin and distress of many persons here-
tofore in comfortable circumstances all over New Eng-
land. Mr. Charles S. Mellen of the New Haven, who
had succeeded Mr. Tuttle in 1909 as president of the
Boston and Maine, retired in 1913, and his place was
taken, for a short time, by Mr. James McDonald, presi-
dent of the Maine Central Railroad, and a few months
later Mr. James H. Hustis was elected president. Mat-
ters soon went from bad to worse, and it became increas-
ingly evident that the road would be unable in the long
run to pay its enormous burden of guaranteed dividends
to the leased lines. In the case of a break-up of the Bos-
ton and Maine system there was much speculation about
the Boston and Lowell Railroad becoming once more inde-
130 THE BOSTON AND MAINE BAILROAD
pendent. In fact, this road, with its leases of a through
line to Canada, its ownership of forty per cent, of the
Boston Union Station, the East Cambridge freight termi-
nals, and the Mystic wharf property, was rather consid-
ered to have been the "tail which wagged the dog."
During the first years of the European war and before
this country entered the struggle, business recovered from
the depression of 1913-14 and an era of good times set
in, in which the railroads participated. In the twelve
months ending in August, 1916, the Boston and Maine,
in spite of its heavily waterlogged condition, earned 9.81
per cent, on its common stock, against less than nothing
the year before. Several schemes of reorganization were
brought forward, but, as often, came to nothing, owing to
the attitude of the leased roads, which refused to accept
a reduced rental, and in the meantime the Boston and
Maine had, by order of the court, lost its fifty-one per
cent, stock control of the Maine Central Railroad, ac-
quired as far back as 1885, when they had taken over the
Eastern Railroad. Finally, as the best way out of an
apparently hopeless situation, the Boston and Maine Rail-
road was, on August 23, 1916, petitioned into bankruptcy
by the Intercontinental Rubber Company of New Jersey.
The court appointed President James H. Hustis receiver.
It was generally expected that the leased lines' divi-
dends would be at once reduced, but it was not found
expedient to do this. Then came the entry of the United
States into the war, followed by the period of government
operation of the railroads, which certainly did not tend
to the improvement of the Boston and Maine system.
Towards the end of the government control, the present
plan of Boston and Maine reorganization was, after many
delays, finally accepted and put through. This scheme,
which met with Director-General McAdoo's approval and
co-operation, was, briefly, as follows : The Boston and
Maine was to be consolidated into one compact system,
eliminating many of the leased lines ; stockholders of the
leased lines were given the right to exchange their hold-
ings into preferred stock of the Boston and Maine proper,
which bears four-fifths of the dividend rate formerly paid
on the leased-line stocks, for the next five years, and the
BY FRANCIS B. C. BBADLEE 131
full dividend rate thereafter. It is believed that this will
reduce the fixed charges upon the system by $2,500,000
per annum, laying a foundation for the flotation of a new
mortgage, securing, on equal terms, all outstanding bonds
and notes, and providing a good margin of safety for new
issues. The Government will advance 120,000,000 in
cash, meanwhile, and a further issue of $12,000,000 pre-
ferred may be raised during the next five years to repay
the amount now advanced. This plan was agreed to by
a very large majority of the stockholders of the leased
lines as well as of the Boston and Maine itself, with the
result that many of the old corporations went out of
existence and their stockholders exchanged their shares,
par for par, into new preferred of the Boston and Maine,
increasing the outstanding amount by $38,817,900.
The lines directly leased to the Boston and Maine com-
prise the Boston and Lowell, Concord and Montreal, Con-
necticut River, Fitchburg, Lowell and Andover, Man-
chester and Lawrence, and Kennebunk and Kennebunk-
port. The bonds of both the Boston and Maine and the
leased lines will remain as they are. The $13,000,000 of
short term notes whose renewal proved so bothersome a
few years ago, will be met from the proceeds of the
$20,000,000 cash advanced by the Government. What
the future will bring to the Boston and Maine no one can,
of course, predict, but just now the situation is far from
cheering. The vicissitudes of the road have been many
and quite unlike those of the newer western lines. The
Boston and Maine should have millions spent on its road-
bed and bridges ; it needs new equipment of every kind,
particularly locomotives and cars. Some of its stations
are a disgrace. In the writer's opinion, also, the company
is heavily burdened with an overplus of officials, particu-
larly minor ones. A reduction of these, if accomplished,
would also mean a much needed paring down of the cleri-
cal force. There exists, too, a great want of cooperation
in the various departments, particularly in the operating
department. If a sudden flurry or accident arises, it
seems to be, "every man for himself and the devil for us
all."
132 THE BOSTON AND MAINE RAILROAD
The Portland Division, with its 530 odd miles of track,
is a consolidation of the old Eastern and Western Divis-
ions. In the interest of safety and efficient management
it should be divided ; 530 miles of road is too much for
one man to supervise properly, and it is also far too much
for the train and engine crews, particularly the latter, to
know properly. With conservative and efficient manage-
ment, however, the Boston and Maine, serving as it does
a thickly populated district of New England, should, in
years to come, become one of the country's great trans-
portation systems.
BOSTON, CONCORD AND MONTREAL RAILROAD
LOCOMOTIVE "MT- WASHINGTON," NO. 29
Built in the I 870's to draw trains to bast of Mt. Washington
BY FKANCI8 B. C. BBADLBB
APPENDIX 1.
133
FLUCTUATIONS AND DIVIDENDS OF THE COMMON STOCK OF THB
BOSTON AND MAINE RAILROAD FROM 1838 TO 1920. FAB, $100.
Tear
Highest
Lowest
Dividend
Per cent.
1838
....
....
3.00
1839
85
....
*$6.00
1840
....
43$
$3.50
1841
80
74
$5.50
1842
86
75
*$6.50
1843
106
82
6
1844
109
102|
6
1845
117
1074
7
1846
114$
107|
7
1847
1184
108
7$
1848
119
106
9$
1849
109$
100
4
1850
107|
101
8$
1851
106$
102
5$
1852
110
102
7
1853
1094
102
7$
1854
1054
92
8
1855
101$
88|
7
1856
84
74$
6
1857
87
73$
6
1858
1004
77
6
1859
107
96J
7$
1860
112$
102
8
1861
115$
1004
7$
1862
129
105
6
1863
135$
121
8
1864
141
124
8
1865
126$
106
8
1866
133
115
9
1867
138$
125
10
1868
141J
131
10
1869
146
132$
10
1870
153
140
10
1871
1554
138
8
1872
147
124
10
1873
127
101
8
1874
116
101J
8
Andover, Wilmington and Haverhill B. R.
134 THE BOSTON AND MAINE RAILROAD
Year Highest Lowest Dividend
Per cent.
1875 124J 105$ 8
1876 110 91$ 6
1877 100$ 87 5
1878 110 96$ 6
1879 120$ 108| 6
1880 150| 119 7$
1881 165$ 145 8
1882 168f 139$ 8
1883 167 148| 8
1884 167 145 8
1885 185$ 166$ 8
1886 212 181 9
1887 239 207$ 10
1888 216 175 9
1889 216 152 9
1890 235 188 9$
1891 209$ 157 9
1892 185f 159 8
1893 178 130 8
1894 162 126 6
1895 180 160 6
1896 171 149 6
1897 170 156i 6
1898 200 160 7
1899 210 170 7
1900 202$ 187 7
1901 200 189 7
1902 209 190$ 7
1903 195 161 7
1904 175$ 158 7
1905 185$ 158 7
1906 180$ 160 7
1907 170 129 7
1908 140 114 7
1909 153 132$ 7
1910 152 118 7
1911 122| 96$ 7
1912 100$ 94 4
1913 97 35 4
1914 55 30$ none
1915 37$ 20 none
1916 52 34 none
1917 45 15 none
1918 40 19 none
1919 38$ 28 none
BY FRANCIS B. C. BRADLEE 135
APPENDIX 2.
COMPONENT PARTS FORMING THE PRESENT BOSTON AND MAINE
SYSTEM.
Old Boston and Maine Railroad.
Boston and Maine
Boston and Portland
Andover and Haverhill
Andover and Wilmington
Boston and Maine Extension
Danvers Railroad
Dover and Winnipesaukee
Eennebunk and Kennebunkport
Lowell and Andover
Manchester and Lawrence
Medford Branch
Methuen Branch
Newburyport Railroad
Georgetown Branch
Orchard Beach Railroad
Portland and Rochester Railroad
York and Cumberland Railroad
Eastern Railroad System.
Eastern Railroad proper
Portland, Saco and Portsmouth
Portsmouth, Great Falls and Conway
Portsmouth and Dover
Great Falls and South Berwick Branch
Rockport Railroad
South Reading Branch
Marblehead and Lynn
Wolfeboro Railroad
Essex Branch
Newburyport City Railroad
Worcester and Nashua Railroad
Nashua and Rochester Railroad
Worcester, Nashua and Portland Railroad
Boston and Lowell System.
Boston and Lowell
Nashua and Lowell
Salem and Lowell
Central Massachusetts
Connecticut and Passumpsic Rivers
Lexington and Arlington
186 THE BOSTON AND MAINE RAILROAD
Lowell and Lawrence
Manchester and Keene
Massawippi Valley
Middlesex Central
Peterboro Railroad
Stanstead Branch
Stoneham Branch
Stony Brook Railroad
Wilton Railroad
Boston, Concord and Montreal
Concord Railroad
Concord and Portsmouth
Nashua, Acton and Boston
Mystie River Railroad
Northern Railroad, N. H.
St. Johnsbury and Lake Champlain
Vermont Valley
Fitchburg System.
Fitcliburg Railroad proper
Boston, Barre and Gardner
Boston, Hoosac Tunnel and Western
Brookline and Milford
Brookline and Pepperell
Cheshire Railroad
Hoosac Tunnel and Saratoga
Monadnock Railroad
Peterboro and Shirley
Southern Vermont Railway
Troy and Bennington
Troy and Boston
Troy and Greenfield and Hoosac Tunnel
Vermont and Massachusetts
Winchendon Railroad
White Mountains Railroad
New Boston Railroad
Pemigewasset Valley
York Harbor and Beach Railroad
Connecticut River Railroad
Mount Washington Railway
Sullivan County Railroad
Mechanicsville and Fort Edward.
BY FRANCIS B. C. BRADLEE
187
APPENDIX 3.
LOCOMOTIVES
OF THE BOSTON
AND MAINE B.
R. IN 1860.
Name
Antelope
Bangor
Boston
Weight
13 tons
20 tons
20 tons
Diameter of
driving wheels
5 ft. 6 ins.
5 ft. 6 ins.
5ft.
Diameter of
cylinders and
length of stroke
11| x 22 ins.
14 x 18 ins.
14 x 18 ins.
Bay State
Ballard Vale
24 tons
20 tons
5 ft. 6 ins.
5ft.
15 x 20 ins.
14 x 18 ins.
Cocheco
12 tons
5ft.
12 x 18 ins.
Dragon
Dover
14 tons
24 tons
4 ft. 6 ins.
4 ft. 6 ins.
13i x 20 ins.
15 x 20 ins.
Exeter
24 tons
4 ft. 6 ins.
15 x 20 ins.
Essex
24 tons
5 ft. 6 ins.
15 x 18 ins.
Granite State
24 tons
5 ft. 6 ins.
15 x 20 ins.
Hinkley
Lawrence
24 tons
23 tons
5 ft. 6 ins.
5ft.
15 x 20 ins.
15 x 18 ins.
Massachusetts
Maine
22 tons
25 tons
5 ft. 6 ins.
4 ft. 6 ins.
14 i x 18 ins.
15 x 24 ins.
Maiden
New Hampshire
Norris
13 tons
25 tons
23 tons
5 ft. 6 ins.
4 ft. 6 ins.
5 ft. 6 ins.
1H x 20 ins.
15 x 24 ins.
15 x 22 ins.
Ogiochook
O. W. Bayley
Portland
20 tons
24 tons
13 tons
5ft.
5 ft. 6 ins.
5 ft. 3 ins.
14 x 18 ins.
15 x 20 ins.
11^ x 20 ins.
Beading
Bockingham
Vermont
13 tons
24 tons
23 tons
5ft.
4 ft. 6 ins.
4 ft. 6 ins.
1H x 20 ins.
15 x 24 ins.
15 x 20 ins.
Swampscott
United States
14 tons
25 tons
4 ft. 6 ins.
5ft.
18 x 20 ins.
15 x 24 ins.
Merrimack
25 tons
5 ft. 6 ins.
16 x 20 ins.
Thomas West
25 tons
5 ft. 6 ins.
16 x 20 ins.
Atlantic
25 tons
5 ft. 6 ins.
15 x 22 ins.
Pacific
26 tons
5 ft. 6 ins.
15 x 22 ins.
Yankee
23 tons
5 ft. 6 ins.
14 x 22 ins.
Newburyport
Camilla
23 tons
21 tons
5 ft. 6 ins.
5ft.
14 x 22 ins.
14 x 20 ins.
Mystic
21 tons
5ft.
14 x 20 ins.
138
THE BOSTON AND MAINE RAILROAD
APPENDIX 4.
LOCOMOTIVE ENGINES OF THE BOSTON AND MAINE R. R. IN 1885,
1. Dragon.
2. Portland.
3. Reading.
4. Medford.
5. Norris.
6. Swampscott.
7. Antelope.
8. Memecho.
9. Massachusetts.
10. New Hampshire.
11. Maine.
12. Lawrence.
18. Wannalancet.
14. Boston.
15. Ballardvale.
16. Essex.
17. Bay State.
18. Granite State.
19. Hinkley.
20. O. W. Bayley.
21. Rockingham.
22. United States.
23. Thomas West.
24. Merrimac.
25. Atlantic.
26. Pacific.
27. Haverhill.
28. Mystic.
29. Newburyport.
30. Camilla.
31. Andover.
32. Durham.
33. Hercules.
34. Exeter.
35. Strafford.
36. Alton Bay.
37. Hobart Clark.
38. James Hay ward.
39. Shawmut.
40. Lion.
41. Gen. Grant.
42. Gen. Sherman.
43. Middlesex.
44. Dover.
45. Gen. Sheridan.
4. N. G. Paul.
47. Achilles.
48. Suffolk.
49. Machigonne.
50. North Star.
51. Saxon.
52. Titan.
53. Mercury.
54. Sachem.
55. Forest City.
66. Francis Coggswell.
57. Minerva.
58. Wm. Merritt.
59. Columbia.
60. Pepperell.
61. Old Orchard.
62. Cumberland.
63. Transport.
64. Pilot.
65. Saraoset.
66. Decatur.
67. Comet.
68. Casco.
69. Escort.
70. J. C. Ayer.
71. South Berwick.
72. Lowell.
73. Saco.
74. S. A. Walker.
75. Maiden.
76. Melrose.
77. Wakefield.
78. Eagle.
79. Bradford.
80. Danvers.
BY FRANCIS B. C. BRADLEE
139
81. Biddeford.
82. Everett.
83. Somerville.
84. Arlington.
85. Camp Ellis.
86. Bay View.
87. Newton.
88. Kingston.
89. Atkinson.
90. Plaistow.
91. Kennebunk.
92. Madbury.
93. Wilmington.
94. Newmarket.
95. Methuen.
96. Kollinsford.
97. Gen. Meade.
98. .
99. Hinkley.
100. Cradock.
101. Maverick.
102. Gen. Hancock.
103. Wenham.
104. Ipswich.
105. Penobscot.
106. Forbes.
107. Union.
108. Lynnfield.
109. Mousam.
110. Scarborough.
111. Montrose.
112. Arundel.
113. Tiger.
114. Bonnebeag.
115. Binney.
116. Rockport.
117. Linden.
118. Gen. Lander.
119. Mayflower.
120. Washington.
121. Agawam.
122. Moat Mountain.
123. Wellington.
124. Kearsarge.
125. City of Lynn.
126. Beverly.
127. Conway.
128. Byfield.
129. Augusta.
130. Conqueror.
131. Atherton.
132. Bell Rock.
133. Carroll.
134. Boxford.
135. Seabrook.
136. John Howe.
137. Faulkner.
138. Cape Ann.
139. Peabody.
140. Chelsea.
141. Great Falls.
142. Amesbury.
143. Cocheco.
144. Huntress.
145. Wm. Smith.
146. Puritan.
147. Topsfield.
148. Hampton.
149. Rowley.
150. Point of Pines.
151. Madison.
152. Henry L. Williams.
153. Nahant.
154. Salem.
155. Devereaux.
156. Portsmouth.
157. North Wind.
158. Farmington.
159. America.
160. Pilgrim.
161. Champion.
162. Rochester.
163. Prides.
164. Wolfeboro.
165. Gloucester.
166. Ossipee.
167. Newington.
168. Beach Bluff.
169. Boscobel.
170. Rye Beach.
140
THE BOSTON AND MAINE RAILROAD
171. Naumkeag.
172. George Hood.
173. Bangor.
174. Soniersworth.
175. John Thompson.
176. Saugus.
177. Salisbury.
178. Passaconaway.
179. Hamilton.
180. Col. Coleman.
181. Excelsior.
182. Enoch Paine.
183. Manchester.
184. Laconia.
185. Agamenticus.
186. Atalanta.
187. Lebanon.
188. Wells.
189. Revere.
190. Piscataqua.
191. Chocorua.
192. Kennebec.
193. Glenwood.
194. Gov. Goodwin.
195. Francis Chase.
196. Greenland.
197. Tewksbury.
198. Gov. Endicott.
199. York.
200. Sagamore.
201. The Wentworth.
202. Montserrat.
203. Eliot.
204. Kittery.
205. Bryant.
206. Magnolia.
207. Lovell.
208. Broadway.
209. Wamesit.
210. Longfellow.
211. James Bowdoin.
212. Major Rice.
213. W. P. Fessenden.
214. Falmouth.
215. Middleton.
The locomotives numbered 101 and upwards were those
belonging to the old Eastern Railroad when it was leased
to the Boston and Maine in December, 1884. At that
time these engines were no longer named, the Eastern
having given up the practice. The Boston and Maine
proceeded to rename them, reviving some of the former
Eastern names and adding other new ones. The custom
of naming locomotives was given up about 1895, the
Boston and Maine being one of the last roads in this part
of the country to keep up the practice.
HAVERHILL CHURCH RECORDS.
ADMISSIONS TO THE FIRST CHURCH.
Eliezer Crocker, from Bradford, Jan. 15, 1720-21.
Susannah Gatchel, wife of Nathaniel, from Salisbury,
Apr. 6, 1729.
Martha Dodge, wife of David, Sept. 5, 1731.
Ann Warner, wife of John, from Gloucester, May 4, 1733.
John Annis and wife, from Second Church, Newbury,
Aug. 3, 1733.
Capt. James Pearson and wife Hannah, Hepzibah, their
daughter-in-law, and Jeremiah Eaton and wife Han-
nah, Aug. 31, 1733.
Mary White, wife of Nicholas, and Elisabeth Haines, wife
of Jonathan, Dec. 1, 1734.
Mary Appleton, wife of Samuel, Apr. 3, 1737.
Capt. John Pecker, July 2, 1738.
Edward Barnard, from Andover, Apr. 27, 1743.
Judith Eaton, wife of John, from Second Church, New-
bury, Nov. 7, 1743.
Jonathan Wooster, from Concord, Feb., 1743-44.
Joseph Pattin and wife, from Billerica, Nov. 19, 1744.
Nathaniel Balch, from Second Church, Beverly, Joanna
Shepard, from Andover, and Sarah Barnard, from
Charlestown, June 1, 1746.
Capt. Daniel Earns, from Wilmington, Feb. 4, 1753.
Barachias Farnum, from Rumford, N. H., Jan. 8, 1758.
Sarah Ayer, wife of Dea. John, from Newbury, Oct. 3,
1764.
Ebenezer Gage aud wife, from Bradford, and Isaac Os-
good from Andover, Nov. 10, 1765.
Jonathan Baker and wife, from Beverly, Mar. 22, 1767.
Abiel Abbot, from Andover, June 3, 1795.
Benjamin Bradley, from Plaistow, Dec. 25, 1796.
[DISMISSIONS FROM THE FIRST CHURCH.
Ephraim Gile, Jr., and Abigail Gile, to Killingly, Oct. 26,
1729.
(141)
142 HAVBRHILL CHURCH RECORDS
Martha Howe, to Methuen, Aug. 17, 1729.
Jonathan Corliss and wife Elizabeth, Samuel Clark and
wife Abigail, John Bayley and wife Susannah, Abi-
gail, wife of Samuel Currier, Richard Kelly, Daniel
Peaslee and wife Rebecca, Abiel Kelly, Jr., James
Emery and wife Ruth, William Gutterson and wife
Ruth, John Tippet and wife Ann, John Messer and
wife Sarah, Richard Messer and wife Mehitabel,
Thomas Silver and wife Mary, Elizabeth Dal ton, wife
of Caleb, all to Methuen, Oct. 26, 1729.
Martha, wife of Israel Webster, Abigail, wife of William
Jonson, widow Mehitable Griffing, Ruth Jonson,
Susannah Jonson, Sarah Eastman, Sarah, wife of
Richard Harriman, John Jonson, Timothy Page,
widow Hannah Jonson, Mary, wife of Matthew
Harriman, Martha Harriman, Sarah, wife of Benja-
min Emerson, Hannah, wife of Jonathan Eastman,
Mary, wife of Nathaniel Marble, Frances, wife of
John Heath, Elizabeth, wife of Samuel Staples,
Elizabeth, wife of Caleb Page, Abigail, wife of
Benjamin Richards, Hannah, wife of Ephraim Ro-
be rds, Elizabeth, wife of Samuel Heath, Esther, wife
of Robert Ford, Susannah, wife of Nathaniel Gatch-
ell, Daniel Gile and wife, Cornelius Jonson and
wife, James Mills and wife, John Webster and wife,
Jonathan Page and wife, Stephen Emerson, Jr., and
wife, Obadiah Clement and wife, Thomas Eaton,
James White, Nathaniel Jonson, Stephen Harriman,
Joseph Harriman, Jonathan Clement, Abraham Whit-
taker and wife, John Davis and wife, Thomas Jon-
son and wife, John Clement and wife, Thomas Staples
and wife, Stephen Emerson and wife, Benjamin Kiln-
ball and wife, Eldad Ingalls and wife, Aaron Stevens
and wife, Jonathan Page and wife, all to the North
Parish (Plaistow), Nov. 1, 1730.
Joseph Emerson, Joseph Heath and wife, Deacon Little
and wife, William Whittaker, Jr., wife and daughter
Mehitable, John Dow, Jr., and wife, Nov. 7,
1730-31.
Mary Whittier, wife of Thomas, to Methuen, Apr. 4, 1731.
HAVERHILL CHURCH RECORDS 143
Henry Green, Sarah, wife of Robert Corgil, Elizabeth,
wife of Ebenezer Griffing, to Methuen, Jan. 24,
1730-31.
Wife of Rev. Christopher Sargent (formerly Susannah
Peaslee), and Sarah, wife of Abiel Astin, to Methu-
en, Jan. 31, 1730-31.
Abiah Belknap, to North precinct, May 9, 1731.
Hannah Newmarch to Methuen, and the wife of Timothy
Dow, to the North precinct, June 6, 1731.
Joshua Emerson and wife, to Methuen, July 4, 1731.
Samuel Ingalls and wife, to Chester, and Mary Kent to
the North precinct, Oct. 4, 1731.
Samuel Smith and wife to the North precinct, Apr. 2,
1732.
Amos Main, to Rochester, as pastor, Aug. 20, 1732.
Susannah, wife of Ebenezer Ayer, to Methuen, Sept. 1,
1732.
Wife of Peter Dow, to North precinct, May 4, 1733.
Katherine Hoyt (formerly Davis), wife of William, to
Methuen, July 29, 1733.
Elizabeth Shepard (alias Jonson), to Hampton, Nov. 25,
1733.
Joseph Bradley and wife, to North precinct, July 7, 1734.
Hannah Marsh, to North precinct, Sept. 28, 1735.
Edward Clark and wife, to Methuen, Oct. 5, 1735.
Nathaniel Merrill and wife Sarah, Andrew Mitchel and
wife Abiah, Jacob Whittaker and wife Mary, John
Webster and wife Joanna, Stephen Webster and wife
Mary, Nathan Webster and wife Sarah, Samuel Ayer
and wife Elizabeth, Thomas Haynes and Nathaniel
Robinson, Benjamin Stanly and wife Ruth, Daniel
Lad and wife Susannah, Joseph Emerson and wife
Mary, Nathaniel Merrill, Jr., and wife Ruth, Samuel
Haseltine and wife Mary, Thomas Page and wife
Lydia, John Marsh and wife Sarah, Peter Ayer and
wife Lydia, Joseph Hassaltine and wife Judith, An-
drew Mitchel, Jr., and wife Hannah, James Mitchel
and wife Martha, James Eaton and wife Rachel,
William Ayer, Peter Merrill and wife Mary, Samuel
Merrill, Samuel Webster and wife Abigail, Timothy
Jonson and wife Sarah, Philip Mitchell and wife
144 HAVERHILL CHURCH RECORDS
Abigail, John Mitchel and wife Sarah, Micah Emer-
son and wife Katherine, John Merrill and wife
Lydia, Stephen Webster, 3d, Mary, wife of William
Whittaker, widow Lucy Merrill, Ruth, wife of John
Corlis, Sarah, wife of John Silver, Sarah, wife of
Nathaniel Clement, Mary, wife of John Lad, Lydia,
wife of Nathaniel Dustin, Mehitable, wife of Samuel
Eaton, Rebecca, wife of Thomas Corlis, Rebecca,
wife of Josiah Gage, Zerviah, wife of Joseph Hutch-
ins, Abigail, wife of John Emerson, Rachel, wife of
John Currier, Elizabeth, wife of Timothy Emerson,
Mary Whittaker, Susannah Mitchell, Ruth Stanley,
all to the West parish, Oct. 18, 1735.
Widow Whittier, to Methuen, Feb. 1, 1735-36.
Elizabeth Haynes, wife of Jonathan, to West parish,
Nov. 21, 1735-36.
Edmund Page, to the North precinct, May 2, 1736.
John Annis and wife, and widow Hannah Eaton, to the
West parish, July 4, 1736.
William Mitchell, to the West parish, May 1, 1737.
Lydia Osgood (now Jonson), to Andover, Apr. 2, 1738.
John Page and his sister Abiah Peaslee, to Methuen, and
Abigail Bradley (now Foster), to Pennycook, Apr.
30, 1738.
Elizabeth Gile, wife of John Page, to Methuen, and Abi-
gail Jonson, wife of Shapley, to Second church,
Killingly, Susanna Silver, wife of Charles Emerson,
to North precinct, Oct. 29, 1738.
Mary, wife of Jonathan Clough, formerly Mary Gile, to
Second church, Killingly, Dec. 3, 1738.
Elizabeth Calef, wife of Robert, to Chester, June 28,
1739.
Nathaniel Hassaltine and wife and Richard Kimball, to
Methuen, 1739-40.
Wife of Richard Dow, also Nathaniel Dow and wife,
sometime before, to Methuen, June 1, 1740.
Samuel Graves and wife, to Chester, Dec. 4, 1743.
Samuel Greely and wife, to Nottingham, Feb. 29, 1743-44.
Sarah White (quondam Bayly), to Second church of
Haverhill, Mar. 18, 1743-44.
Martha Howe, to Methuen, Oct. 28, 1744.
HAVBRHILL CHURCH RECORDS 145
Nathaniel Peaslee, Peter Green, Martha Green, Samuel
Smith, Hannah Smith, Nathaniel Page, Sarah Page,
Reuben Currier, Samuel Davis, Grace Hazzen, Mary
Greely, Lewis Page, to the East parish, Nov. 19,
1744.
Mehitable Wilson (formerly Jonson), wife of Deacon, to
Methuen, Mar. 31, 1745.
Widow Elizabeth Hastings, Hannah, wife of Samuel Ela,
Hannah, wife of John Chase, Abigail, wife of Hum-
phrey Chase, Ann Chase, to the Fourth church,
Haverhill, Apr. 14, 1745.
Roland Cotton, Esq., to Woburn, Sept. 14, 1745.
Sarah Hazzen, wife of Richard, Hannah Eaton, wife of
Jeremiah, the wife of David Dodge, widow Mary
Guild, Lydia, wife of Eben Guild, Mary, wife of
Joseph Colby, Stephen Colby, Richard Hazzen, Jere-
miah Eaton, David Dodge, Ebenezer Guild, to Hamp-
stead, May 31, 1752.
Jonathan Johnson, to Hollis, Sept. 22, 1754.
Susannah Kimball (formerly Susannah Smith), to New
Hopkinton, Nov. 6, 1757.
Noah White, to Hampstead, Jan. 24, 1762.
Obediah Belknap, to the Third church, Haverhill, Sept. 19,
1762.
Timothy Haseltine, to Narragansett No. 1, Feb. 20, 1763.
Caleb Gushing and wife, to Plaistow, 1768.
Mrs. Mary Bartlett and Mrs. Judith Boardman, to the
Second church, Newburyport, May 23, 1769.
Timothy Clements and wife to Hopkinton, N. H., and
Mrs. Mary Kidder to Dunstable, N. H., 1769.
ADMISSIONS TO THE NORTH PARISH (PLAISTOW).
Thomas Hale and wife, from Newbury, May 2, 1731.
Thomas Paul and wife, from Londonderry, N.H., Nov. 21,
1731.
Lydia, wife of Thomas Eaton, from Bradford, Mar. 5,
1731-32.
Abraham Chase, from Newbury, June 11, 1732.
Hannah, wife of Ezra Pilsbury, from Newbury, Nov. 12,
1732.
146 HAVERHILL CHURCH RECORDS
Mary, wife of John Kent, from Gloucester, Feb. 3,
1733-34.
Ann Gushing, from Roxbury, Dec. 21, 1735.
Wife of John Bradley, Jr., from Lynn, Dec. 5, 1736.
Hannah, wife of Samuel Kimball, from Andover, Nov. 2,
1740.
Mercy, wife of Thomas Pope, from Gloucester, Nov. 1,
1741.
Eliza, wife of Stephen Harriman, from Methuen, Apr. 7,
1745.
Abiel, wife of Jonathan Stevens, Jr., from Gloucester,
Oct. 2, 1748.
Abigail, wife of Nathaniel Knight, from New bury, Apr.
5, 1752.
John Russell, from Woburn, Dec. 17, 1752.
Abigail, wife of Dea. Jonathan Kimball, from Salisbury,
June 2, 1754.
Tristram Knight, Sarah, wife of Oliver Knight, Pru-
dence, wife of John Knight, all from Newburyport,
and Martha Follansbee, from Chester, Apr. 6, 1755.
Joseph Noyes and wife, and Benjamin Pettingell and
wife, from Newburyport, June 6, 1756.
Eliza, wife of Isaac Snow, from Braintree, Aug. 1, 1756.
Abel Merrill and wife Ruth, from Newbury, Oct. 3, 1762.
Gyles Merrill, from Salisbury, Mar. 6, 1765.
John Hall and wife Elizabeth, from Medford, Nov. 7,
1793.
James Hazeltine, from Bradford, July 6, 1777,
Hannah, wife of Jonathan Sawyer, from Woburn, Mar. 4,
1781.
Osgood Carlton and wife Lydia, from Newbury, N. H.,
Sept. 2, 1784.
Aaron Carlton and wife Mehitable, from Bradford, May
1, 1785.
Sarah Payson, wife of Jonathan, from Salem, May 4,
1800,
DISMISSIONS FROM THE NORTH PARISH (PLAISTOW).
Ann Pecker, to York, Oct. 24, 1742.
Timothy Emerson and wife Hannah, to Nottingham, Aug.
2, 1741.
NATHANIEL HANCOCK MINIATURE PAINTER 147
Susanna Harriman, to Candia, Apr. 1, 1750.
Nathaniel Burpee and wife Esther, to Candia, July, 1769.
Hannah, wife of Benjamin Gushing, to Salisbury, July 23,
1774.
Sarah, daughter of Jonathan Clement of Weare, to Hop-
kinton, Oct. 19, 1799.
Moses Carlton and wife Abigail, to Newton, N. H., Aug.
30, 1772.
Daniel Poor and wife Ann, Abigail, wife of Nathaniel
Knight, John Webster, Tristram Knight, Stephen
Dole and wife Mary, Abel Merrill and wife Ruth,
Sarah, wife of John Knight, Eldad Ingalls, Benjamin
Richards and wife Abigail, all to Atkinson, N. H.,
Oct. 25, 1772.
Moses Page and wife Mary, to Atkinson, Sept. 4, 1774.
NATHANIEL HANCOCK MINIATURE PAINTER.
COMMUNICATED BY THEODORE BOLTON OF
WASHINGTON, D. C.
It is very difficult to find out anything about Nathaniel
Hancock, the miniature painter, further than a few refer-
ences in newspapers and Dr. Bentley's "Diary." It may
be well to set these in order, so that those interested in
the matter of early American portraiture may be on the
watch for references concerning him. Perhaps, too, he
might be found to be the painter of some of the minia-
tures without attribution, and this would prevent specu-
lation or even the incorrect assigning of miniatures to
another artist.
He flourished from 1792 to 1809, and worked both in
Boston and Salem. The authorities for the foregoing
statement are the following references : In the "Inde-
pendent Chronicle" of Boston for 1792 there is this
item : "Nathaniel Hancock, miniature painter, . . . his
wife died in Boston, May 3." In the same newspaper for
May, 1799, he inserted an advertisement as a miniature
148 NATHANIEL HANCOCK MINIATURE PAINTER
painter. Nathaniel Hancock's miniature of Colonel Wil-
liam Raymond Lee is in the possession of the Essex In-
stitute. It has been reproduced in Messrs. Bay ley and
Goodspeed's edition of "Dtmlap's History," Boston, 1918.
This is the only miniature by Hancock that has come to
the notice of the present writer.
In the "Diary of William Bentley, D. D.," Essex In-
stitute, Salem, 1911, volume 2, page 392, the Doctor
records, "I saw at the public house Mr. Hancock of Bos-
ton, who had come to Exeter as a miniature painter." In
the same book, volume 3, page 250, a footnote says that
Hancock came to Salem in November, 1805. Under the
date October, 1806, the Doctor mentions a conversation
with the miniature painter, who told him about seeing
Gilbert Stuart, then working in Boston on important
portrait commissions. In the entry under January, 1809,
the Doctor writes quaintly : "Mr. Hancock gave me for
a letter of his daughter, an account of the proceedings of
the King's Chapel at the ordination of Mr. Cary."
So much for the certain references. To these may be
added an item from Mantle Fielding's "American En-
gravers," 1905, a supplement to Stauffer's book printed
in 1902. On certain billheads printed in Boston there is
the signature "Hancock, set. Boston." It is possible that
this was Nathaniel Hancock. The only argument for this
view is the fact that the name is not found elsewhere and
so the identity is suggested.
There may have been a relationship between Nathaniel
Hancock and Robert Hancock, the English engraver,
1730-1817. The Englishman was not only an engraver,
but made small portraits of Lamb, Coleridge, and a few
others of that circle. On the strength of this meagre in-
formation, the present writer suggests a possible English
origin for Nathaniel Hancock.
MANASSEH CUTLER TORRET.
This portrait and miniature painter was born in Salem,
according to Messrs. Bay ley and Goodspeed's "Dunlap's
History," 1918. He was a pupil of Henry Inman, and
NOTE ON THE POPULATION OF SALEM, 1637 149
received, March 22, 1830, the first of three premiums in
drawing delivered by Henry Inman to the students of
the National Academy in New York. (See Thomas Seir
Cummings' "Historic Annals of the National Academy,"
1865.) He lived both in Boston and Salem from 1831 to
1837, and died in the latter year, of consumption. It has
been impossible to find in what city he died. He worked
chiefly at miniature painting. (Felt's "Annals of Salem,"
volume I.) He was the brother of C. C. Torrey, the
engraver. (Stauffer's "American Engravers.")
NOTE ON THE POPULATION OF SALEM, 1637.
BY EBEN PUTNAM.
In volume 42, page 379, of these Collections, there is a
note on the population of Salem in 1637, based on the
division of marsh land in December, 1637, printed in
volume 9. The population is totalled at from 884 to 901,
for the territory now covered by Danvers, Beverly, Man-
chester, Wenham, parts of Lynn, Middleton, Topsfield,
and Marblehead Neck, in addition to the present city of
Salem (and of course including Peabody).
The division was to the "Inhabitants", a term used to
describe those who had been regularly propounded to the
town and received or acknowledged as inhabitants. This
left a number of residents not entitled to share in the
common lands, many if not most of whom are included
in the total enumeration quoted above, as members of the
families of "inhabitants." Probable instances are Rob-
ert Gutch (Gooch), who was admitted an inhabitant 23-
10-1638, and had a grant of land 1-11-1637, but who was
one of Richard Hollingworth's workmen, and prior to
February, 1638, had married his master's daughter ; and
William Walker, who was in debt to Townshend Bishop,
March, 1637, and was probably a member of the latter's
family in the following December. But there were sev-
eral others whose names appear as having been admitted
150 NOTE ON THE POPULATION OF SALEM, 1637
inhabitants, and who evidently were in Salem in 1637,
and yet who are not named in the list. In some cases
they had evidently left town at the time the list was
actually drawn up, which may not have been until the
following spring (see vol. 9, page 70), for on 25-4-1638,
it is stipulated that Richard Adams, Samuel Cornish,
widow Smith, and Grafton's mother-in-law, "forgotten,"
are to receive "their half acre apeece of marsh land."
The Marblehead residents were rated in 1637 (vol. 9,
pp. 60, 63), and most are not on the list of those who
shared in the marsh land. This is in accordance with a
vote of the town. Nevertheless, there are some men-
tioned in the town records who were admitted "inhab-
itants at Marblehead," and who did settle there, who are
not among those rated, and some of the Marblehead people
did share.
In most cases it was customary to delay admissions for
a sufficient time after request had been made, to discover
any objection. It may be supposed that Richard More,
who was admitted an inhabitant, Richard Thurston, who
had a grant of land, John Webster, who was admitted an
inhabitant, and Edward Colcott, who desired to be an
inhabitant, all during the winter 1637-8 (December-
April), were probably residents during that winter. Also
see Mr. Joseph Hull's case.
Thus from a somewhat hasty review of the records
available, it is believed that at least twenty-four names
of heads of families may be added for Salem, and twenty-
five for Marblehead, which may have increased the popu-
lation from 49 to 100 or more. In addition, there were
always temporary residents, especially during the winter,
in all the seaport towns, persons as yet undecided where
to settle, and who would today be included in any census,
and also there would be a greater or less number of
strangers, fishermen, sailors, etc., whose stay would be
brief, but who would add materially to the transient popu-
lation of the town proper. This being the case, it is fair
to assume that there were from 100 to 200 persons not
counted in the families enumerated in the list of Decem-
ber, 1637, which would swell the population of the dis-
trict to about 1100 people, more or less.
BOSTON NEWS-LETTER ITEMS RELATING TO
ESSEX COUNTY.
The 18 Currant, came in a Sloop to this Port [Boston]
from Virginia, the Master informed Governour Cranston,
Esq., he was chased by a Topsail Shallop off of Block-
Island, which he judged to be a French Privateer, and
that there was two other Vessels in her Companj^, which
he judged to be her Prizes. Whereupon his Honour be-
ing concerned for the Publick Weal and Safety, Her
Majesties good Subjects, immediately caused the Drum
to beat for Volunteers, under the Command of Capt.
Wanton, and in 3 or four hours time, Man'd a Brigantine,
with 70 brisk young men well Arm'd, who Sail'd the fol-
lowing Night, returned last Evening, and gave his
Honour an Account that they found the aforesaid Shallop,
with one other, and a Ketch at Tarpolian Cove, who were
all Fishing Vessels belonging to Marblehead or Salem,
who were fishing off of Stock-Island, one of these was a
French built Shallop with a Topsail, which gave the great
suspicion that they were Enemies.
Apr. 17-24, 170lf.
Cleared from Barbadoes, Gf-urley, for Marblehead, and
Perkins for Gape Ann.
May 1-8, 1704.
Boston. On the 11 Currant Arrived Mr. Jacob Fowle
of Marblehead, at Stoningtown, in a small Sloop, about 22
days from Curaso . he was lately an Apprentice to Mr.
Bulfinch Sail-maker of Boston : went out some 12 months
ago, in one Reddington from Rhode-Island, for Ouraso, in
order to go a Privateering, when they came there : the
Governour broke their measures, the men Shipt them-
selves some one way and some another, his Lot was to go
on board a Dutchman, bound for to trade with the Span-
iards, in a Ketch of 10 Guns ; A Spaniard met them,
killed the Dutch Lieutenant. The Master, Merchant and
others upon it jumpt into the hole, before the Spaniard so
(151)
BOSTON NEWS-LETTER ITEMS
much as boarded them ; and if they had fought needed
not have been taken. When they were carryed into New
Spain, where he was about 9 months, all the men were
sent to the Mines, he being Sick was spared : and when
somewhat recovered, the Governour of the place, wanting
a Sute of Sails to be made for a Sloop, hearing he was a
Sail-maker, put him to make them, for which had a very
small reward, a bit of meat the breadth of a man's Finger,
and a little Gaffadar bread, his chief Diet while in N.
Spain was Oysters. A Trader being bound along the
Coast wanted a hand, came to the Governour to desire
the English man, and promised to return him again when
he came back, it was granted : So Mr. Fowle went along
with him, and coming into a certain Port where a French
man of War lay, he went on board, & met another Eng-
lish man, to whom he said, that if he would go along with
him he would come for him in the Night, & would carry
him off, 'twas agreed the other should be in the Lyon in
the head, & he should come with his Canoo, and take him
in ; and they two should knock the Spaniards of the
Barque alongo in the head, and come away with her, and
accordingly he took the Canoo in the night, when the
Spaniard was asleep, and put in her two Guns, two Cut-
laces and 2 Pistols, took the Ancient for a Sayl and sailed
to the Man of War ; the Watch on Board was too quick
sighted for him, espied 'em, and was forced to paddle back
again with all his might, put the Ancient in his place :
The Spaniards, still asleep, knew nothing of it. In some
short time after, the Spaniards going all ashore, leaving him
& a Spanish Indian on board, he stept & unloos'd the Sails
of the Barque alongo, told the Indian if he would go
along with him might go & should fare well, he said still
no, no, & went to take up a Handspoke to knock out Mr.
Fowle's brains, in the interim Mr. Fowle tript up his heels
& threw him Overboard, and put to Sea ; the Spaniards
on Shore Man'd their Canoo to overtake him, came up
with him : The Boatswain first put his hand upon the
Barque alongoo, & Mr. Fowle stab'd him and he fell back-
wards, the Captain seeing that, said, put off ; The Fort
Fired several shot at him, some whereof came thro' his
Sayls ; They also man'd a Parriager after him, & pursued
RELATING TO ESSEX COUNTY 153
him about 8 hours till midnight ; but having a fair wind,
in about two days got safe into Ouraso about 70 Leagues
distant from the Port in New-Spain he came from, having
on Board about 19000 of Cocoa: The Lieut. Gov. of
Ouraso forgave him the Custom of it, saying he well
deserved it. He sold his Vessel and Cargo there . And
bought the Sloop in which he came home in ; he met
with a violent Storm the 4 instant. He says that of late
the Spaniards kill all the English they take, but saves the
Dutch alive. Zachariah Hill of Boston, in a Sloop of Mr.
Lillys bound to Jamaica, fell in with 7 French Men of
War, and was taken. Mr. Fowle spoke with his Mate at
Curaso.
Arrived at Marblehead, Capt. Quelch in the Brigantine
that Capt. Plowman went out in, are said to come from
New->Sjpam & have made a good Voyage.
May 15-22, 1704.
By the Honourable THOMAS POVEY, Esq. Lieut. Gov-
ernour, and Commander in Chief, for the time being,
of Her Majesties Province of the Massachusetts-Bay
in New England.
A PROCLAMATION.
Whereas *John Quelch, late Commander of the Brigantine
Charles, and Company to her belonging, Viz., *John
Lambert, *John Miller, *John Clifford, *John Doro-
thy, * James Parrot, Charles James, William Whiting,
John Pitman, John Templeton, Benjamin Perkins,
* William Wiles, Richard Lawrance, Eresmus Peter-
son, John King, Charles King, Isaac Johnson, Nicholas
Lawson, Daniel Chevalle, John Way, Thomas Farring-
ton, Matthew Primer, Amthony Holding, William
Rayner, John Quittance, John Harwood, William Jones,
Denis Carter, Nicholas Richardson, James Austin,
James Pattison, Joseph Hutnot, Q-eorge Peirse, Greorge
Norton, Gabriel Davis, John Breck, John Carter, Paul
Giiddens, Nicholas Dunbar, Richard Thurbar, Daniel
Chuley, and others ; Have lately Imported a consid-
erable Quantity of Gold dust, and some Bar and
154 BOSTON NEWS-LETTER ITEMS
Coin'd Gold, which they are Violently Suspected to
have gotten & obtained, by Felony and Piracy, from
some of Her Majesties Friends and Allies, and have
Imbezel'd and Shared the same among themselves,
without any Adjudication or Condemnation thereof,
to be lawful Prize. The said Commander and some
others being apprehended and in Custody, the rest
are absconded and fled from Justice, I have therefore
thought fit, by and with the Advice of Her Majesties
Council, strictly to Command and Require All Offi-
cers Civil and Military, and other Her Majesties Lov-
ing Subjects, to Apprehend and Seize the said Per-
sons, or any one of them, whom they may know, or
find, and them secure and their Treasure, and bring
them before one of the Council, or next Justice of
the Peace, in order to their being safely Conveyed to
Boston, to be Examined and brought to Answer what
shall be Objected against them, on Her Majesties
behalf.
And all Her Majesties Subjects, and others, are hereby
strictly forbidden to entertain, harbour or conceal
any of the said Persons, or their Treasure ; Or to
convey away, or in any manner further the Escape
of any of them, on pain of being proceeded against
with utmost Severity of Law, as Accessories and
Partakers with in their Crime.
Given at the Council Chamber in Boston, the 24th day of
May, 1704.
Boston, May 27. Our last gave an Account of Capt.
Quelch's being said to Arrive from N. Spain, having made
a good Voyage ; but by the foregoing Proclamation 'tis
uncertain whence they came, and too palpably evident
they have committed Piracies, either upon Her Majesties
Subjects or Allies. The Names of so many of the Pirates
are in Prison & Irons in Boston have a * just before their
Names : William Whiting lyes Sick like to dy not yet
examin'd. There are two more of them Sick at Marble-
head, and another in Salem Gaol : and James Austin Im-
prisoned at Piscataqua.
(To be continued')
OLD NORFOLK COUNTY RECORDS.
(Continued from Volume LVII, page 80.)
Timothie Lyndall of Salem, merchant, for X25 in
board, conveyed to Philip Grele of Salisbury, all my house
lot and planting lott adjoining, in Salisbury, formerly be-
longing, by grant of town of Salisbury, to Mr. ffrancis
Dove, and by me lately purchased of Peter Dove, esquire,
of New Sarum, in county of Wilts, sone of sd. ffrancis,
lying between land of Sam 11 Winsly, now in possession
of Ephraim Winsly, and land formerly belonging to Rob-
ert Ring, now in possession of ye aforesaid Grele, bound-
ed by ye green and by land now in possession of Major
Robert Pike, May 5, 1677. Wit : Hylliard Veren, sen :
and James Brown. Ack. by grantor and Mary, his wife,
5: 3: 1677, before Wm. Hathorn, assistant.
Timothie Lyndall of Salem, merchant, for eight thou-
sand foot of boards, conveyed to Phillip Grele of Salis-
bury, yeoman, about five or six acres upland in Salisbury,
something in form of a tryangle, somewhat rounding,
bounded by ye highway that leads to ye great Neck by
land of Joseph ffrench, Georg Goldwyer, Major Robert
Pike, and said Grele, which land was lately purchased of
Peter Dove, Esq., May 5, 1677. Wit : Hilliard Veren,
sen., and James Brown. Ack. by grantor and Mary, his
wife, 5: 3: 1677, before Wm. Hathorn, assistant.
George Martyn of Amsbury, blacksmith, and Richard
Martyn of Amsbury, husbandman, conveyed to Isaac
Morrill of Salisbury, blacksmith, about thirty-seven acres
of upland in Eamsbury, in a place commonly called Chil-
dren's land, bounded by a white oak at each of two cor-
ners, and by a black oak at the two other corners between
ye lotts of Nathan Gold and Jno. Colby, butting upon a
highway and upon land of Jacob Morrill, June 9, 1675.
Wit : Jacob Morrill and John [his / mark] Carter. Ack.
by both grantors, Nov. 24, 1675, before Robert Pike, as-
sociate.
(155)
156 OLD NORFOLK COUNTY EECORD8
George Corlis of Haverhill conveyed to Benjamin
Tompson about forty acres of land in Haverhill, bounded
by Steven Kent, a cartway leading to Button's land, upon
part of which land his now dwelling house stands, with
five acres of meadow on Spickett river, near Spicket hill,
with a highway to both lots, both being now in possession
of sd. Corlis, Sept. 3, 1676. Wit: Henry Palmer and
Elisabeth Ayer. Deed given as security for the payment
of a bill due unto said Thompson as administrator to John
Godfrey of fifty pounds sterling. Wit : Henry Palmer
and Elizabeth Ayer. Ack. by said Corlis, Sept. 1, 1676,
before Nath 11 Saltonstall, commissioner.
Richard Dole of Nuberie, merchant, agent and attorney
for John Sanders of Weeks, Dounton, county of Wilts,
old England, yeoman, for thirty pounds in New England
money, conveyed to Nath 11 Brown of Salisbury, ye whole
township and comon right belonging to sd. Jno. Sanders
in Salisbury, with the four acre lot of salt marsh belong-
ing to ye cow comons already laid out, being the twenty-
sixth lott in number by ye town records of Salisbury,
bounded by the lotts of Jno. Eyer, sen., now in possession
of Jno. Stevens, sen., and by lot of Willi : Osgood, sen.
Also all other divisions of lands and comonage, July 21,
1677. Wit : Jo : Woodbridg and Timothy Woodbridg.
Ack. July 25, 1677, before Jo: Woodbridg, commissioner.
Georg Pearson of Boston, for forty-seven pounds and
ten shillings, conveyed to Sam 11 Levett of Exiter about
fifty-seven acres upland and meadow land in or near
Exiter, bounded and laid out as follows : fifty acres land
belonging sometime past to Mr. William Hilton of Exiter,
and seven acres being forty -five rod by ye riverside, run-
ning back into ye woods from bound mark of William
Pirkins, till ye fifty acres be accomplished. The meadow
and two acres of upland begins at ye first creek and runs
upward into Mr. Hilton's marsh. All which land was by
virtue of an execution on ye estates of William and
Charles Hilton, dated June 23, 1675, granted at a court
held at Boston to me, Georg Pearson, July 14, 1677.
Wit : Timothie Dalton and Edward Colcord. Ack. by
grantor, July 14, 1677, before Sam 11 Dalton, commis-
sioner.
OLD NORFOLK COUNTY RECORDS 157
Timothie Lindall of Salem, merchant, and his wife Mary,
for thirty-five pounds, to be paid partly in staves, con-
veyed to Henry True of Salisbury, ten acres of meadow,
formerly belonging to Mr. ffrancis Dove of Salisbury, in
old England, and by me bought of his son, Mr. Peter
Dove, as by my deed of sale bearing date in August,
seventy-four. Sd. meadow lying in Salisbury, in New
England, in ye meadow commonly called ye great meadow,
bounded by ye meadow granted to William Partridg, now
in the hands of Robert Downer, by meadow of Mr. Tho :
Dummer, now in possession of John Cole, abutting upon
a creek called ye little river, and upon ye great neck,
April 4, 1677. Wit: Robert Pike and John Allin. Ack.
by grantor, 30 : 2 : 1677, before Willi : Hathorne, assist.
Mortgage deed, John Severans, senior, and Susanna, his
wife, of Salisbury, for one hundred and fifty pounds, to
be paid in hogshead and pipestaves, conveyed to John
Joyliffe of Boston, merchant, my dwelling house, out-
houses, barnes, stables, oarchyard and land adjoyning in
Salisbury, also six acres of meadow lying at Rosses(?)
Island, eight acres of meadow at higlede pigledee, ad-
joyning to Capt. Thomas Bradburies, also six acres
meadow adjoyning to my oarchyard southerly and on the
west of sd. Bradberrie, and fifteen acres of upland on the
north side of Capt. Bradberrie's ferrie lott, and five acres
on west side of William Bradberries, commonly called ye
Swamp, Dec. 25, 1672. Wit : Tho : Patten and Isaac
Addington. Ack. by grantor, Dec. 25, 1672, before John
Leveret, Dept. Gov.
Indenture, dated Oct. 20, 1676, between Samuel [his
/ mark] Mercer, son of Thomas and Edith Mercer, now
in Boston, and Georg Carr of Salisbury, said Sam 11 Mer-
cer of his own free will and with his father's and mother's
consent, is apprenticed to sd. George Carr for seven years
after this date. And ye sd. George Carr doth hereby en-
gage himself to teach him ye sd. Sam 11 the arte and trade
of a shipwright, and the art of arithmiticke as far as ye
rule of three, and to find and provide for his sd. Appren-
tice good and sufficient meate, drinke, washing, lodging,
apparrill, and all other necessaries fitting for an appren-
tice. Wit : Tho : Kemble and Aron Beard. Ack. by
158 OLD NORFOLK COUNTY RECORDS
Samuell Mercer, and consent given by Tho : Mercer, his
father, of Newberie, Sept. 19, 1677, before Jo : Wood-
bridg, commissioner.
Nath 11 Batchelder of Hampton, yeoman, conveyed to
Tho : Sleeper of Hampton, weaver, a certain parcel of
fresh meadow in Hampton toward the beach beyond the
east field, being a certain cove of meadow, formerly grant-
ed to Tho : Moulton, sometime of Hampton, bounded with
a white oak standing on ye upland by the way that goeth
to Christopher Palmer's meadow on the south corner of
same, and on a straight line to a stake standing in the
meadow about four rods from William Estoe's ditch, about
fifty-six rods from sd. white oak to sd. stake, bounded by
the meadow of Robert Smith, and from the stake above-
said down to Willi : Estoe's ditch upon the east line. So
being bounded by Willi : Estoe's ditch about twenty-four
rods toward a way that goes into William Estoe's meadow,
and bounded with the sd. way toward the north up to the
upland. The said cove of meadow is bounded with the
upland of me, the sd. Nath 11 Batchelder, upland of Robert
Smith, a common way that goeth to Christo : Palmer's
meadow and endeth at ye white oake standing on ye up-
land marked on four sides as first mentioned, being about
seven acres, June 20, 1660. Wit: Henry Moulton and
Dorcas [her D mark] ffoulger. Ack. by Natha 11 Batchel-
der and Deborah his wife, March 9, 1667-68, before Sam 11
Dalton, commissioner.
Abraham Pirkins, sen., of Hampton, yeoman, for love,
conveyed to his son Abraham Pirkins, jun., that parcel of
land where his house and barn now standeth in Hampton,
bounded with ye highway, running in a straight line up
to Isaac Godfrey's land. Also one share of ye cowes
comon and meadow bounded by land of Robert Page.
Also two acres of salt marsh. Wit : Tho : Marston and
Sam u Dalton, jun. Ack. by grantor, 8: 5: 1674, before
Sam 11 Dalton, commissioner.
Mortgage deed, John Wells of Nubery conveyed to
Daniel Thirston of Nubery, about fourteen acres of up-
land in Haverhill in a field called ye great playne, formerly
in possession of James Davis, jun., with ye housing, oarch-
yard and fencing, also about two acres in Hauks meadow,
OLD NOEFOLK COUNTY EECORDS 159
bounded by John Hazeltine's meadow ; also one acre in
Bare meadow, as it is now in the possession of Robt.
Clement ; commonages bought of Robert Clement, April
3, 1677. Wit : John Griffyn and Daniel Ela. Ack. by
grantor April 3, 1677, before Nath : Saltonstall, and by
Mary Wells, Oct. 2, 1678, before Edward Ting, commis-
sioner. Wit: John Greenleafe and Hannah Greenleafe.
Thomas Woodbridg of Nubery, having by former deed,
dated March 21, 1677, conveyed to Mr. Seaborne Cotton
of Hampton eight acres land in Haverhill, between land
of Mr. John Ward and Leift : Brown, said Woodbridg
appoints Edward Colcott of Hampton his attorney to give
legal delivery of sd. land to Mr. Cotton within five days
after this date, Oct. 2, 1677. Ack. by Tho : Woodbridg,
Oct. 2, 1677, before Jo: Woodbridg, commissioner. Mr.
Edward Colcord, by twigg and turff, delivered to Capt.
Saltonstall, attorney to Mr. Seaborn Cotton, this land
which Mr. Tho : Woodbridg bought of Jno : Wells,
which was formerly land of James Davis, sen., of Haver-
hill, lying between Mr. Ward and Leift. Brown in Haver-
hill, Oct. 3, 1677, before us, Shu : Walker and Nicholas
[his A mark] Wallingford.
Mr. Seaborn Cotton of Hampton appoints his friend,
Capt. Nath 11 Saltonstall of Haverhill, his attorney to re-
ceive the said delivery and possession and to retain for me
and make use of it and improve it according to my direc-
tion, Oct. 2, 1677. Ack. by Seaborn Cotton before Jo:
Woodbridg, commissioner.
Edward Colcord, by virtue of attorneyship from Mr.
Tho : Woodbridge, gives possession to Capt. Saltonstall
as attorney to Mr. Seaborn Cotton of the land which the
sd. Mr. Woodbridge bought in Haverhill. Wit : Shu :
Walker, John Osgood, Nicholas [his O mark] Walling-
ford.
Agreement, dated Jan. 5, 1674, between John Sam-
bourne, sen., of Hampton, administrator to Robt. Tuck
of Hampton, deceased, and John Sherbourn, sen., of
Portsmouth, heir to the estate of Robt. Tuck ; John Sam-
bourne shall make good to Henry Roby of Hampton the
covenant made between the sd. Roby and Sambourn con-
cerning the houses and lands now in possession of sd.
160 OLD NORFOLK COUNTY RECORDS
Roby which was formerly the estate of Robt. Tuck, as
appeared by covenant between sd. Sambourne and sd.
Roby, and sd. Sambourne shall receive to his own use
what rent shall be due for the same ; also one commonage
about sixty or seventy acres of land at a place comonly
called by the name of ye new plantacon in Hampton,
westward. If any further trouble shall arise about the
estate aforesaid, from Robt. Tuck in England, son of
Robt. Tuck aforesaid, or any other, that the sd. John
Sherbourn shall pay one-half of the charge and trouble ;
that the copper and all the housing vessels expressed in
sd. covenant, and the tables, bedsteads, and all the house-
hold goods that belong to the estate, now in possession of
sd. Roby, shall, at the end of the term, be delivered to
the sd. John Sherbourne, he paying the sd. Sambo urn
three pounds in merchantable pay. Wit : Seaborn Cotton,
Richard Martyn. Ack. by John Sambourn and John
Sherbourn. Jno. Sambourn and John Sherbourn, sen.,
agree that they intend to include their heirs, May 24,
1676. Wit : Seaborne Cotton and John Shipway. Ack.
by John Samborn and John Sherbourn. Certificate, April
3, 1677, that I, John Sherbourn, am fully satisfied. Wit:
Joseph Sherbourn, Benjamin Moss.
William Tuck of Gorlston, near Yarmouth, England,
son of Robert Tuck of said place, for one hundred and
twenty pounds in current money of New England, quit-
claims to John Samborn, sen., of Hampton, and Jno.
Sherbourn, sen., of Portsmouth and Dover, all interest in
estate of Robert Tuck in New England, deceased, ordered
by court to Robert Tack in England, son of Robt. Tuck
in New England, deceased; sd. Willi : Tuck promised to
deliver to sd. Sambourne and Sherbourne all ye writings
that Nath 11 Boulter hath ever had concerning sd. estate,
Oct. 10, 1673. Wit : John Borsham and John Hubur.
Ack. by Will : Tucke, before Sam 11 Dalton, commissioner.
(To be continued)
HISTORICAL COLLECTIONS
OF THE
ESSEX INSTITUTE
VOL. LVII JULY, 1921 No. 3
JAMES ANDREW GILLIS :
A MEMORIAL BY EGBERT S. RANTOUL,
Spread upon the Records of the Superior Court,
on motion of a Committee of
THE ESSEX BAR ASSOCIATION,
which comprised
His Honor, Rollin E. Harmon, Judge of Probate ; His
Honor, Charles A. Sayward, Trial Justice of Ipswich;
Forrest L. Evans, some time City Solicitor of Salem ;
and Daniel N. Crowley of Danvers.
It was responded to from the Bench by His Honor, Judge
Joseph F. Quinn, and ordered of record. A letter
from the Honorable Joseph H. Choate is appended.
May it please your Honors :
We are here at this time to put on record, if your
Honors shall be pleased to accede to our request, a final
tribute of regard for one of the most estimable and inter-
esting characters who have graced the i^s languished roll
of brethren of the Essex Bar. He was, at his decease,
with the exception of our venerable brother Saunders of
Lawrence, the last survivor of that early school to which
we all look back with reverential pride. It seems almost
presumptuous in me to come here to discharge this office,
(161)
162 JAMES ANDREW GILLIS
for more than a generation has gone by since my name
appears in the Court Records as an attorney conduct-
ing business at the Essex Bar. But my relations with
our departed brother were so long-sustained, and came
to be so close, that the Bar Association has seen fit to
honor me with its invitation to voice, as the mouthpiece
of its committee, this tribute to his memory, perhaps
recalling in this connection the long-forgotten fact that I
was, in 1860, chosen treasurer of its organization, as a
successor of Mr. Gillis, and, as such, was privileged to
hand its checque to the great limner, Hunt, in return for
his noble portrayal of our noble Chief Justice.
James Andrew Gillis was a purely Essex County pro-
duct. He was born in Salem, June 6, 1829, and, after
living in the eastern section of the town, first in Union
street, and then on the ancestral estate beyond the Com-
mon, which had on it one of the earliest tan-yards and a
windmill for grinding bark, he was domiciled for a while
in the colonial mansion well up the Main Street, in which
Washington is supposed to have visited connections when
he came to Boston in 1756, wearing the uniform of a
British colonel, on a mission from Governor Dinwiddie.
There the youth was a pupil 1 of the Sisters Morgan, who
then kept a dame's school in a part of the house, and of
Carlton with Charles F. Choate and George F. Barstow, and
thence he went, with his widowed mother, to Cambridge,
to complete his education there. At the end of a course
at Harvard and the Dane Law School, he returned in 1852
to his native town, and took up the congenial profession
of the law, to which he was wedded for the balance of his
life.
His father, James Dunlap Gillis, born in 1798, was a
person of no little mark. He was a favorably-known
ship-master in the Asiatic trade "a bold and skillful
navigator" admitted to the East India Marine Society
in 1823, and, as a boy ten years before that, credited on
the Crowninshield Privateer America's muster-roll with
three-quarters of a share, ranking in the capacity of
"gunner's yeoman, detailed to pass ammunition between
decks." He is specially remembered for having provided
himself with hand-made charts of unexplored equatorial
JAMES ANDREW GILLIS 163
regions, which charts served so well that, years after,
in 1853, they were used by our national government, for
lack of better, in the opening up of trade by Commodore
Perry's pioneer expedition to Japan. It was quite the
practice with Salem ship- masters of that day, while de-
tained in an Asiatic or Mediterranean or Northern port,
for the discharge or shipping of a cargo, to procure por-
traits of themselves and of their vessels, painted by local
artists expert in that branch of art. Of one of these,
done at Antwerp by Fernandus de Braekerleer in 1826, a
copy now hangs in our East India Marine gallery, and it
shows Captain Gillis holding in his hand the canvas,
traced with pen and ink, by the aid of which he found his
tortuous way through the uncharted waters of Japan.
In 1831, a government report says of his enterprise that
he had extended his surveys to five degrees of north
latitude, and had published an excellent chart, with sailing
directions, for the coast of Sumatra. Captain Gillis died
at sea in 1835 a very young man in command of the
ship Equator, on a voyage to Batavia, for Neal & Sons of
Salem, leaving a widow and three little children, and of
the latter the subject of this memoir was the eldest
then only six years old. So that self-reliance was among
the earliest lessons that he had to learn.
The biographer who has not lost faith in heredity likes
to know something of the descent from which a memorable
character has sprung.
Mr. Gillis's father, Captain Gillis, was born near Park
Square in Boston, in 1798, the child of parents of Scotch-
Irish stock lately arrived from Dublin. Captain Gillis
had inherited scholarly instincts from his father, who was
a graduate of Dublin University. Among these were a
capacity and taste for architectural drawing, and his name
is said to be found signed to working-plans of the archi-
tect Mclntire, among the names of students in that office
who had a hand in making them.
Captain Gillis's mother was a Dunlap, a stock of which
much might be recalled, some of it of romantic interest,
besides the fact that the connection brought our departed
brother into relationship with Andrew Dunlap, Jackson's
District Attorney for Massachusetts, a brilliant and dis-
164 JAMES ANDREW GILLIS
tinguished lawyer, and the author of a work on Admiralty
Practice.
On his mother's side the subject of this memoir was a
connection of Israel Putnam, and the boy had learned
well, at the knee of an aunt who knew the General, the
story of that sturdy old soldier.
Mr. Gillis's active career at the Bar seems to divide
itself into two periods of sixteen years each. From 1852
until 1868 he was hard at work in the preparation of
cases for trial, in the responsible capacity of junior coun-
sel, as the law-partner of the Honorable Stephen Henry
Phillips. The office of Mr. Phillips, while he was city
solicitor, county attorney and attorney general, besides
enjoying an extensive private practice, afforded plenty of
profitable occupation and training for a conscientious
student. While the public hears little of such work,
nobody is more ready to recognize its value than the senior
counsel responsible for the successful conduct of cases
before the courts, nor even than your Honors, sustaining
the weighty burden of court procedure, and often aided
in judicial determinations through the well-directed indus-
try of junior counsel.
His second period of sixteen years carried Mr. Gillis
through a term during which, without a partner, he stood
wholly on his own feet.
During this term, from 1868 to 1884, he served Salem
as a most acceptable city solicitor, chosen practically
without opposition through seven successive mayoralties,
and conducting, besides the routine of criminal practice
in the district court, as well as a large private practice in
the civil courts, important cases for the city incident to
the filling of the North river basin and the harbor flats,
and to the development of the newly-established city
water-works.
Suddenly, without warning, in the midst of all this,
while preparing for trial the important Wooldredge case,
which had been heard on demurrer and was now coming
up on the main issue it was tried during his disability,
as Judge Hoar, who had been retained, said, "on the lines
laid down by Mr. Gillis" his mind gave way under the
strain, and for four years thereafter, while under legal
JAMES ANDREW GILLIS 165
restraint, he observed an absolute and unbroken silence,
retaining perfectly all the while his professional instincts,
which led him to examine critically every paper served
on him in the way of his commitment, or of his removal
from his trusteeships. And this condition persisted until,
in 1888, he just as suddenly recovered himself, resuming
practice and awaking to a normal capacity and vigor com-
pletely restored.
At the end of his four years' occultation, Mr. Gillis
found himself established in one of the most attractive
townships of that high table-land of central Massachu-
setts which divides the Merrimac from the Connecticut
Valley. Here his surroundings were ideal. Winchendou
is a place of 6000 people the last hill-town towards the
north before reaching the State line with farms and
factories enough for all well administered by its 1200
voters enjoying the purest of mountain air and a varied
outlook upon scenes rarely surpassed for picturesqueness
anywhere. Here he elected to remain and to recast his
plan of life. He was resolved, first of all, that he would
be master of his time. That he might insure this, he
decided not to return to office-practice in Salem, though
his life-long citizenship and belongings and enviable pro-
fessional standing there called him back, and for the
same reason he was unwilling to establish an office-practice
anywhere else. But he found himself welcomed as the
adviser of the town of Winchendon in its corporate af-
fairs, and also of some of the town's larger manufacturers
in their widely extended concerns. Accordingly he
brought there the essential books which no lawyer can be
without. He secured a pair of sturdy Canadian horses
not yearlings when he got them which were still doing
him good service when he left Winchendon to return to
Salem twenty -four years later, and these grays, with his
light mountain-wagon behind them, became almost as
well known within the thirty-mile radius encircling the
town as though the equipage were a natural feature of
the scene. When not at work in the shire-towns or at
home, he drove incessantly, and commercial travellers,
who met him at the taverns and who took him for one of
themselves, furtively examined his chaise-box in his
166 JAMES ANDREW GILLIS
absence to discover the samples and patterns and supplies
which, though he never talked about them, they were sure
he carried. He became almost as much at home in the
courts and registries of Fitchburg and Worcester and
Lowell as he had been in those of his native Essex.
Winchendon was installing a town water-system, and he
became a valued adviser, having borne an active share in
the introduction of Wenham water into Salem, and after-
wards serving the city officially in adjusting the legal
problems growing out of that procedure. He also ren-
dered rare service as a volunteer promoter in securing
sites for public charities and other public enterprises, and,
in the course of his private benefactions, so far commend-
ed himself to the home-missionary societies and their
evangelical allies, that they were inclined to predict for
him, heretic as they thought he was, a way into Heaven,
on the indorsement of the home missions.
His altruistic principles he carried as far as they ought
to go, never permitting them to verge on the sillinesses
with which we are beset. No fellow- being in distress ever
appealed to him in vain.
Once, when a faithless official to whom he was under
no personal obligations came to his home in Salem after
midnight, to summon him from his bed with the startling
announcement that he was in the presence of a defaulter
who had exhausted all his means of restitution, and that,
with the coming of another day, a prison sentence and
the disgrace of his young family stared the delinquent in
the face, Mr. Gillis, only pausing long enough to recover
his breath, told the culprit at once that he would rather
lose the very considerable sum involved than see his chil-
dren the victims of such a fate. He fearlessly made good
the deficit and sent his unwelcome guest away before
daylight revealed his plight. His confidence was not
misplaced. His courage saved the credit of the faithless
functionary, who, since that night, lived on unsuspected,
repaid his benefactor, and died at last in the odor of
sanctity.
For a series of winters Mr. Gillis supped with me on
Saturdays, and I with him on Sundays. Whenever one
of us wrote anything for print, it was our practice to test
JAMES ANDREW GILLIS 167
the paper by reading it in advance, one to the other. This
process he called "trying it on the average mind," and
no professional man is unaware how helpful a process it
is in the way of disclosing the weak points in literary
work.
Mr. Gillis had no inclination for public life. On the
contrary, he had an aversion for it. He declined the
usual proffers of judicial preferment which come to a
lawyer in good standing with the dominant political party
and with the Courts. Only once, and that early in the
war period, was he led to disregard his choice. Then the
Country seemed to claim every man's strength, and more-
over we in Salem were plunged into a bitter contest with
a strongly-intrenched private corporation over the estab-
lishment of city water-works, in which those of us who
were enlisted on the side of the people could decline no
service. Accordingly, in 1860, Mr. Gillis became an
alderman. In 1861 he was a representative in the Legis-
lature. The House standing committee on the Judiciary
was identical, that year, with a joint special committee to
consider Governor Andrew's views on the divorce laws.
Mr. Gillis was a member of both. In 1862 and 1863 he
was again in the Legislature. In 1862 he was the third
member on the Judiciary committee of the House, Caleb
dishing being its chairman, and Mr. Gillis was House
chairman of a joint special committee to which was re-
ferred the Governor's Address. In 1863 he was second
on the House Judiciary committee and House chairman
of the joint standing committee on Federal Relations. In
1864 he failed of election to the mayoralty of Salem by
forty odd votes.
A career thus auspiciously begun, distinctions of this
sort succeeding college honors, was worthily sustained
until the end. Perhaps there was no more striking feature
in this long record than his trying cases in the quasi-
judicial function of auditor or referee or master, in both
Worcester and Essex counties, after he had passed his
four-score years, for in these ventures he showed as firm
a grasp and gave as complete satisfaction to court and
litigants as in anything he had ever done.
While Mr. Gillis was friendly in his intercourse and had
168 JAMES ANDREW GILLIS
a kindly hand for everybody, he made few intimates. In
a college class of seventy-nine he stood near the head,
enjoying the respect of all, but the classmates of whom he
made chums could be counted on the fingers of one hand.
They must have some marked quality to bring them with-
in the charmed circle. One of these was William Abbot
Everett, a grandson of Dr. Abiel Abbot of Beverly, and
while the two had grown up together, unknown to each
other, at the two ends of Essex Bridge, it remained for
Everett's pure taste in letters and the drama, and his
finished flute-playing, and his rare acquaintance with
music generally common traits in both to bring them
into the closest life-long relations after they had reached
Cambridge and the Bar. Another life-long friendship
formed at Cambridge was with Horace Davis (*1916),
later of San Francisco, long a conspicuous figure on the
Pacific coast. With William Gardner Choate (*1920),
assistant attorney-general under Mr. Phillips, and later a
Federal Judge in New York city, Mr. Gillis also formed
an intimate and lasting friendship while they were both
in Salem, and while Mr. Choate was the secretary and
Mr. Gillis the treasurer of this body. But the most inti-
mate association of all was with his cousin, Samuel John-
son of Salem, who became the successor of Theodore
Parker at the Boston Music Hall, and perhaps the first
Oriental scholar in the country. With him Mr. Gillis took
long walks, finding the Berkshire Hills and the White
Mountains not too remote, and in the family circle so far
unbent as to take part in Pickwick Club charades and
private-theatrical entertainments. But for the most part
he might be called a reticent and self-contained man, and
his personal dignity was marked, especially so when in the
company of women. A recognized leader of the New
York Bar writes of him : "He was to me the most
charming of men." Others have described him as "always
the same genial, kindly, fascinating man "; as "nothing if
not a lawyer "; as "a master of dialectics "; as "one who
had the same keen relish for a point of law as the epicure
has for a dainty morsel."
With him honesty was congenital. There are those
whose native impulse it is to be frank and fair. An ad-
JAMES ANDREW GILLIS 169
vocate of this class has a great hold on his j ury. He also
wins the whole attention of the court. There were in our
section, when I was at the Bar, two expert witnesses of
this class a civil engineer and a physician. What they
said was so genuine and guarded, and so clearly meant to
be the last word, that counsel rarely ventured on cross-
examination. This is a kind of honesty which proclaims
itself. Mr. Gillis wore it in his look. When he spoke,
his study seemed to be to make his statement exhaustive
and exact. The courts lean towards such an advocate,
and opponents need beware of such.
In the first half of the 19th century this Bar had, in
one respect, a somewhat unsavory reputation. Its social
organization was on a much more exclusive plan than
would be possible today. The way for a beginner to get
on was for him to seek the approving smiles of some
recognized leader of the Bar. A cause which was found
unpalatable, either for social or political reasons, might
be summarily rejected. For the theory that the attorney
was an officer of the court, and as such under obligations
to render to the court, as a sworn aid, as well as to the
suitor, his best services in every cause, whether popular
or otherwise, had not then taken so deep root as now.
What has happened more recently in another State in the
case of McKinley's assassin illustrates what I mean. The
wretch was so unsparingly denounced in advance of his
trial that prominent lawyers of the section shrank from
appearing to safeguard his rights. Public opinion was
once a much more accepted tribunal than now in the ad-
ministration of justice in this county. We all know how
Judge Story fared in 1802 when he began practice at this
Bar. Mr. Webster, in 1817, was induced to conduct for
the defence, in which he prevailed, the famous Goodrich
case, because the Essex Bar had formed so unfavorable an
estimate of the merits of the defence that counsel who
had any regard for their standing in the county were
unwilling to conduct it.
The White murder-trials were heard in 1830. While
there was no dearth of able lawyers at the Essex Bar who
might have conducted the defence, the burden of it fell,
in fact, on Samuel Hoar of the Middlesex Bar, and on
170 JAMES ANDREW GILLIS
Lemuel Shaw, Franklin Dexter and William H. Gardner
from the Bar of Suffolk. Some lingering taint of these
abuses was still to be detected at our Bar. The advent
of so fearless and independent an attorney as Mr. Gillis
did all that one man could do to eradicate the last rem-
nant of so false a practice. Never did he fail to denounce
the pernicious principle of trial by public opinion.
I could wish that my words might avail to bring to mind
the once familiar presence of a man, erect and even sol-
dierly in his bearing, a model in personal dignity, reticent
and reserved in the company of strangers, kindly in all
relations, with infinite charity for every weakness, "his
talk bright with flashes of the keenest wit and warm with
genuine enjoyment of social intercourse," a diligent, dis-
criminating and retentive reader, a safe and trusted ad-
viser, of scrupulous fidelity to every obligation, a born
lawyer, with a mind analytical rather than constructive,
keen to detect and unravel fallacy, a master of the art
of disputation, a devoted practitioner at the Bar for
more than half a century, deeply impressed with the dig-
nity and honor of his calling. Could I, in addressing
your Honors, have succeeded in this, I should feel that I
had not failed in duty to the memory of my friend.
In behalf of the committee appointed by the Bar
Association to discharge this solemn office, one of whom,
it is my sad duty to say, has not lived to bear his part in
the service of this hour, I have the honor to move that
this memorial of our brother Gillis be spread at large
upon the records of the Court.
JUDGE QUINN'S RESPONSE.
Brethren of the Bar :
I can add nothing, except appreciation, to your tribute.
It was impossible to listen without deep emotion to your
words of affection and esteem, and especially to the finished
and just portraiture of his life and character drawn by a
loving hand and inspired by the close intimacy of a life-
time.
To many of us in Salem, Mr. Gillis was one of those
familiar figures who represented the ideals of our early
JAMES ANDREW GILLIS 171
youth and manhood, and who held sacred that high and
pure conception of the Law's responsibilities that made
the Essex Bar the leader of the Bars of this Common-
wealth. Mr. Gillis, during late years, would occasionally
visit the Court in session here and also in Boston, mani-
festing the same deep interest in the proceedings as in
earlier days. Such visits could not but brighten tender
recollections and recall, almost in living form, departed
associates and contemporaries, endeared to many of us, and
whose Titan struggles within these walls so often won
admiration. He and the respected memorialist had the
enviable privilege of knowing personally the distinguished
Chief Justice who gazes down on us from the canvas, and
he was friend of and co-worker with Otis P. Lord, Hunting-
ton, Abbott, Perry, Phillips, Endicott, Ives, Choate,
Saunders, Northend, and latterly Burley, Moulton, and
others whose names linger lovingly in memory. His
death was the sundering of ties that bound us to a golden
past ; his going was like a dark night between two sunny
days.
Using a common but unhappy phrase, he was of the
"old school", a rounded lawyer, thoroughly familiar with
the controlling precedents of the Commonwealth and the
old technical rules of pleading, a training for the devel-
opment of great lawyers. His was the day of the old-
fashioned preceptor, that example of deportment, dignity
and professional morality, and the office-student who hung
with loving attention on his word and guarantee, the
day of marked and distinct personality. We have pro-
gressed and developed since, but there are lost arts that
were well known to the ancients.
To meet Mr. Gillis in social converse was an occasion of
delight and profit. Courtly, courteous, gentle, bordering
almost on diffidence, withal, firm and insistent, filled with
a hatred of sham and pretence, to his last days he would
denounce in no measured terms social and political pre-
tenders, and our present-day fads and fancies. A type of
generous manhood, true, kindly, faithful in his intentions
and in his life, he has earned the honor we pay him. To
172 JAMES ANDREW GILLIS
such death is not the end here or hereafter, and justifies
no grief nor mourning. He died in the fullness of years,
recalling the lines of Milton :
" So may'st thou live, till like ripe fruit thou drop
Into thy mother's lap, or be with ease
Gathered, not harshly plucked, for death mature
This is old age."
The younger members of the Bar, who were deprived
of the privilege of knowing this honored senior, cannot but
be stimulated to a deeper and broader appreciation of the
splendor of their heritage and to a redoubled resolution
to maintain and transmit unblemished the reputation and
proud traditions of our Bar.
In perpetuation of his merits and our regard for him,
let the memorial and a memorandum of these proceedings
be entered on the records of this Court, and, out of re-
spect for his memory, this Court is now adjourned.
ME. CHOATE'S APPRECIATION.
8 East Sixty-Third Street,
April 21st, 1915.
MY DEAR RANTOUL:
I received yesterday and read with the greatest pleasure
your eulogium of our friend Gillis, presented for the Bar
Association before the Court at Salem. I thank you very
much for sending me the paper.
The address was simply splendid, and set forth the fine
character of Mr. Gillis in appreciative terms. I knew
him well in early life, and knew of his collapse, but I had
never heard before, so fully as you have set it forth, his
perfect recovery and continuance of his practice and work
for many years.
It was very much like the case of James C. Carter,
who, in the midst of a very strenuous professional life,
broke completely down and was out of it for four years,
and then he recovered completely and had a fine career of
very hard work for twenty years more.
I congratulate you very much for the service that you
have rendered to his friends and to the profession.
Yours very truly,
JOSEPH H. CHOATE.
Hon. Robert S. Rantoul.
BRADFORD CHURCH RECORDS.
ADMISSIONS TO THE FIEST CHURCH.
Hannah, wife of John Boynton, from Rowley, 1682.
Annah, widow of Robert Haseltine, Sr., from Rowley,
1682.
Susannah, wife of John Tennie, from Beverly, 1682-83.
Sarah Wallingford and Mary Savouri, from Newbury, 3 :
11 : 1683.
Judith, wife of Nathaniel Brown, from Ipswich, 10 : 1 :
1684.
Elizabeth Woorster, widow of Samuel, from Salisbury, 3 :
4: 1685.
Francis Jewett, from Rowley, 17 : 5 : 1692.
John Spofford, from Rowley, 30 : 8 : 1692.
Mehitabel Kimball, wife of Richard, Jr., from Ipswich,
25 : 1 : 1694.
Martha Hardy, wife of John, from Rowley, 21 : 6 : 1698.
Philip Atwood, Jr., and wife Sarah, from Maiden, 5:6:
1699.
John Chadwick and wife and Nathaniel Gage, from Mai-
den, Apr. 29, 1701.
Abraham and Martha Parker, from Chelmsford, 19 : 2 :
1702.
Hannah, wife of Dea. Tenny, from Newbury, July 1, 1716.
Ebenezer Kimball, from Mr. Webb's Church, Boston, July
26, 1721.
Nathaniel Fales, from Dedham, July 28, 1727.
DISMISSIONS FEOM THE FIRST CHURCH.
Abigail, wife of John Hazeltine, to Boxford, Aug. 14,
1709.
Abigail and Ann Hunt, to Billerica, 1714.
Samuel Woodbury, to Rowley, Jan. 26, 1715.
James Palmer and wife Elizabeth,to Exeter, July 17, 1717.
Hannah,wife of Dea. Tenny, Jr., from Newbury, July, 1716
Ebenezer Crocker, Jan. 26, 1720.
Mary Stickney, widow, alias Tidd, to Lexington, 1723.
Jonathan Kimball, to Boxford, 1721.
Joseph West, to Andover, 1723.
(173)
174 BRADFORD CHURCH RECORDS
Abijah Carleton, to Littleton, 1723.
Moses Brown, to Tolland, Conn., May 26, 1723.
Sarah Barker, to Andover, May 26, 1723.
Francis Worcester, to Leicester, Nov. 17, 1723.
Solomon, Mary and Joshua Wood, 1723.
Dorcas Chapin, alias Wood, to Mendon, 1723.
Emma Haseltine, wife Samuel, Jr., to Billerica, Apr. 5,
1724.
Ebenezer Worcester, to Littleton, 1724.
Joseph Tenney, to Norwich, Oct. 25, 1724.
Rachel Philbrick, to Salisbury, July 26, 1724.
John Wood, Jr., and wife Sarah, to Littleton, 1726.
Samuel Kimball, to Windham, 1727.
Samuel Hazeltine, Jr., to Billerica, 1729.
Rebecca Gray, to the New North Church, Boston, 1729.
Amos Foster, to Billerica, 1729.
James Wilson and wife Ruth, to Methuen, 1729.
Timothy Worcester, to Falmouth, 1729.
Samuel Eames, to Natick, 1729.
Elizabeth Kimball, daughter of Luke Hovey, to Wenham,
1729.
Sarah Hopkinson, wife John, to East Parish, 1731.
Ruth Webster, to Arundel, 1731.
Lydia Eaton, to Haverhill, June 6, 1731.
Rebecca Webster, to Haverhill, June 6, 1731.
Ruth Hardy, daughter Jonathan Kimball, to East Parish,
June 6, 1731.
Ephraim and Thomas Hazeltine, to Chester, June 6, 1731.
David Kimball and wife, to Pennycook, Nov. 7, 1731.
Elizabeth Parker, wife of Nathaniel, to Andover, 1734.
Mercy Carleton, to Andover, 1734.
Jemima Kimball, daughter Daniel Gage, to Haverhill,
1734.
Mehitabel Robinson, daughter Nathaniel Eames, to An-
dover, 1736.
Cornelius Brown, Nathaniel Eames and wife Mary, Jere-
miah Eames and wife Sarah, Daniel Wood and wife
Sarah, Elizabeth, wife of Dea. Brown, Hannah, wife
of Ephraim Peabody, Mary, wife of John Hovey,
Prudence Danielson, Stephen Runnils, Luke Hovey
and wife Dorcas, Joseph Hovey, Jonathan Sherwin
and wife Mary, Ebenezer Sherwin and wife Hepzi-
BRADFORD CHURCH RECORDS 175
bah, John Crook, Caleb Brown, Jonathan Cole and
wife Judith, to Second Church, Boxford, Apr. 10,
1737.
Mehitabel Robinson (Eames), to Andover, Apr. 10, 1737.
Judith Kim ball (Hale), to Rumford, Apr. 10, 1737.
Stephen Merrill and wife, to Tewksbury, 1737-38.
Zachariah Hardy's wife to Tewksbury, 1737-38.
Joseph Hale, to Rumford, June 28, 1738.
Solomon Steward, to Lunenburg, 1738.
Dorcas Foster (Hovey), to Second Church, Boxford, July
22, 1739.
Mehitable Webster, alias Kimball, to Third Church, Ha-
verhill, Dec. 9, 1739.
Esther Currier, alias Gage, to Methuen, 1740.
Hepzibah Hardy, now Harden, to Rye, 1740.
Samuel Webster, Jr., to Second Church, Salisbury, 1740.
Mehitabel Robinson (Eames), to Boxford, 1740.
Sarah Hall, alias Bishop, to Medford, 1740.
Sarah Goodman, alias Simmons, to South Church, Boston,
1740.
Thomas Gage and wife to Nottingham, bet. 1740 and 1744.
John Peabody and wife, to North Church, Andover, bet.
1740 and 1744.
Thomas Turner and wife, to Kingston, N. H., bet. 1740
and 1744.
Wife of Richard Hall and Nathaniel Hazeltine and wife,
to Harvard, bet. 1740 and 1744.
John Hall and wife, to Methuen, Dec., 1744.
David Wood, Jr., and Amos Hazeltine, to Lunenburg,
1745.
Mary Emerson, now Colby, to Chester, 1746.
Rachel Boynton, now Johnson, to Rowley, 1746.
Martha (Fender) Knowlton, to Ashford, 1748.
Mary (Wood) Hall, to Chester, 1748.
Caleb Hall, to Methuen, 1748.
Abigail Hall, wife Ralph, to Methuen, 1748.
Amos and George Kimball, to Lunenburg, 1748-49.
Nathaniel Carleton, Ephraim Kimball and wife Abigail,
to Lunenburg, May, 1749.
Abigail Kimball, now Dustin, to Plaistow, 1757.
Judith Farnham (Hall), to Rumford, 1758.
Jeremiah Kimball and wife to New Hopkinton, 1760.
176 BRADFORD CHURCH RECORDS
Aaron Gage and wife, to Methuen, Sept. 30, 1764.
George Carleton and wife Mary, to Boxford, May 31,
1767.
Lydia Kimball, alias Thurston,to Fitchburg, Dec. 4, 1768.
John Kimball, to Concord, N. H., Feb. 25, 1770.
Sarah Wyman, to Shrewsbury, 1772.
Thomas Barnard, to Fourth Church, Salem, Nov. 1, 1772.
Wife of David Spofford, to Temple, Nov. 22, 1772.
Sarah Cross, to Chester, Apr. 25, 1773.
Mary Peabody, to Atkinson, Dec. 26, 1773.
Moses Kimball and wife, to Amherst, Oct. 30, 1774.
Moses Day, to Fryeburg, July 2, 1775.
Mary Brown, to Winthrop, Jan. 12, 1777.
James Hazelton, to Plaistow, June 1, 1777.
Samuel Kimball, to Boxford, Mar. 28, 1779.
LETTER FROM CAPTAIN JOSEPH WATERS
CONCERNING THE FRIGATE ESSEX.
Salem Jany r 3 d 1800.
Sirs
With pleashure I Inform you that I have Just Received
a letter from Cap* Preble at N u port Informing mee of the
Safe Arivall of the Essex & Speaking of her Sailing Re-
markably fast hee Says with two Reefs in Each Topsail
& his four Sail Seet hee Sailed as fast as the Belisarius
with her Top & Top Galant Streaving Sails Sett & that
his Opinion is that when his Ship would go 6 Knots that
the Belisarius would not go more than four & that hee
has gone 11 Knots with his Top Galant Sails Set within
Six points of the wind on his passage Round to New-
port, & hee thinks that the Essex is a Verry good Sea
Boat this, I think, will aford you a great Deall of pleas-
ure as it does the Gentlemen of the Committee hear, &
your humble servant. After my Best Respeckts to you
& Your Famaly
I Remain Your Hum bl * Ser*
Joseph Waters.
M r Will m Hacket
Saulsbury
O =
*> CQ
a I
LU 5
THE BURNAP-BURNETT GENEALOGY.
BY HENRY WYCKOFF BELKNAP.
( Continued from Volume L VII, page
46. SARAH BURNAP was probably born about 1646-
50, and married 3 February, 1668/9, John Southwick,
born in England about 1620, son of Lawrence and Cas-
sandra Southwick or Southericke, as it sometimes is writ-
ten, who had previously married, in 1642, Sarah, the
widow of Samuel Tidd, and 12 May, 1658, Hannah Flint,
widow. She is called a spinster, living in Reading, 1
September, 1668, and is referred to in her father's will in
1688 by her married name of Brown, for John Southwick
died 25 October, 1672, and she married, secondly, 12
June, 1674, Thomas Cooper of Salem, from whom she
was divorced, and 20 November, 1684, she married, third-
ly, Cornelius, born 3 June, 1667, son of Cornelius and
Sarah (Lamson) Brown. Cooper re-married Abigail Sib-
ley, and lived in Newport.
Her Southwick children are remembered in her father's
will, but she does not seem to have had children by Cor-
nelius Brown.
The will of John Southwick : 26 October, 1672, to
son Samuel, to sons John and Isack the rest of lands, etc.,
in case my father Burnet gives them the medoe he prom-
ised and lying in Williston Medoe, daughter Sarah, daugh-
ter Mary, to Elizabeth Giles, alias Tidd ; wife executrix ;
brothers Josiah Sowthick and Daniel Sowthick, overseers.
Witnesses : John Pudne, Edward Grover.
Children SOUTHWICK :
JOHN, born June, 1669; married, 23 Dec., 1688, Hannah Follett;
died 1742/3. (Southwick Genealogy.)
ISAACK, born beginning of November, 1669 ; died after Febru-
ary, 1669/70. (Salem Court Records.)
ISAACK, born 27 Jan., 1670(1). (Salem Court Records.)
SARAH, born 15 Aug., 1672. (Salem Court Records.)
Thomas Cooper of Salem, 12 April, 1679, husbandman,
consideration ^45 to my son-in-law (sic) Samuel South-
wick (Note : a son by first marriage) a dwelling house in
(177)
178 THE BURNAP-BURNETT GENEALOGY
Salem, heretofore the house of my predecessor, John
Southwick, now by me dwelt in and my rightful estate
by virtue of my marriage with Sarah, the relict of ye sd
John Southwick . . . also the right of widdowes thirds
due unto my present sd wife . . . also the thirds due
unto the brothers of sd Samuel, viz., John and Isaac
Southwick when they come to age, also to sd Samuel my
title unto ye halfe of estate due unto John Southwick and
Isaac Southwick his brother when they come to age . . .
(Sarah consents) 15 March 1679. Thomas Cooper to
have the use of the easterly end of ye house and firewood
from the land for two years and use of the house for
same time, but if he and his wife remove he shall not let
it but Samuel shall have it. Thomas Cooper, Sarah
Cooper, her mark. Witnesses : Thomas Preston, Rich-
ard Croade, Thomas Fuller, guardian to John Southwick.
Acknowledged 25 March, 1680. (Essex Deeds, vol. V,
page 73.)
Testimony of Daniel (son of Lawrence) Southwick of
Salem, aged about 45 years. This Deponent being at
Newport in Road Island about the middle of June last
past, had some discourse with Thomas Cooper concerning
his wife Sarah Cooper & concerning Abigail Sibley ; he
the said Thomas Cooper told this Deponent yt he sd
Cooper was maryed to the said Abigail Sibley, and with-
all he gave this Deponent a Letter out of his pocket and
desired him to deliver it to Robt. Burnap or Sarah Cooper
& desired this Deponent to deliver it to her, & said yt that
letter would clear his former wife, so as that she might
marry with whom she would, which letter accordingly he
delivered and seeing said letter now here in Court be-
lieves it is ye very same yt he brought from sd Cooper
and adds further yt the person he received ye letter from
(ye sd?) Thomas Cooper he knows is ye person was mar-
ried to ye said Sarah Cooper now in Court which he
affirmed to be ye truth in ye presence of God before ye
Court ye fifth of September 1684.
Petition of Sarah Cooper alias Burnap sheweth . . .
unhappily entred into a sole me covenant of marriage with
one Thomas Cooper of Salem wth whom she lived for
some confiderable time ... he went away from me and
BY HENRY WYCKOPF BELKNAP 179
went for England . . . but before yt he broke his mar-
riage covenant, etc. . . . since his returne to this Land
hath not only forsaken me ... but hath also since yt
time owned before one in Mr. Joseph Jencks . . . (illegi-
ble) man in Authority in Rhode Island Colony . . . and
doth renounce his marriage coven* w th me, becaufe not
married according to ye Law of England. Prays for a
bill of divorcement. 2 September 1681. (Records of
the Supreme Judicial Court of Massachusetts, No. 2236.)
Child COOPER:
ELIZABETH, born 1 Nov., 167 (Salem Court Kecords), 12 Nov.,
1676 (Southwick Genealogy).
47. THOMAS BTJKNAP, whose birth and baptism have
not been found, was a inalster in Stanstead Abbots and
was granted administration on his father's estate, 11 April,
1688. In 1698 Sarah Bray of Stanstead Abbots made
her will and left "Unto Thomas Burnapp senr. one gold
ring value twenty shillings to him and his heires forever."
Describing him as of Stanstead Abbots, she made him
her executor. On 16 October, 1703, Thomas Burnapp
proved the above will. (Arch. Mddx. Essex & Herts.,
206 Sanney.)
He witnessed the will of Jonathan Moore of Stanstead
Abbots 11 February, 1707/8. (Arch. Mddx. Essex &
Herts., 271 Sanney.) He also witnessed that of Nicholas
Camp of the same place, 3 May, 1708. (Ibid : 272 San-
ney.)
The name of his wife does not appear, and she evi-
dently died before 25 February, 1723/4, when he made
his will.
The will of Thomas Burnap : In the Name of God
Amen. Thomas Burnapp of Stanstead Abbott, Herts.,
malster. To my daughter Sarah, the widow of Abraham
Wharley, and my friend Thomas Norris of Ware, Herts.,
malster, all my freeholds and copyholds (except one acre
in Stanstead in the occupation of John JPank and 5 1-2
acres called Priors Lees in Stanstead) during the life of
Thomas Burnap my son on trust to pay him the rents and
profits half yearly and after his death the said property
180 THE BURNAP- BURNETT GENEALOGY
to go to his issue, failing which to Susan my youngest
daughter, the wife of John Bruton, for life, and then to
my three grandchildren, Thomas Bruton, John Bruton
and Sarah Bruton ; the land above excepted to go to my
daughter Susan, the wife of John Bruton, for life, and then
to the three said grandchildren. X 5 to my said son-in-law
John Bruton. 2 1/- to my daughter Sarahv 100 to my
daughter Susan Bruton. Household goods to my daugh-
ter Susan. All the residue to my daughter Sarah. The
said trustees to be executors. Dated 25 February, 1723/4.
The above will was proved 1724/5 by the said executors,
(Arch. Mddx. Essex & Herts., 119 Grayling.)
Children :
79. THOMAS, bapt. 3 Oct., 1683, at Hunsdon; died about 1751.
80. SARAH, widow of Abraham Wharley, at the time her father
made his will.
81. SUSAN, wife of John Bruton, at the time her father made hi
will and with three children: Thomas, John and Sarah.
48. JOHN BURNAP was a malster in Stanstead Abbots,
and is mentioned in his father's will in 1673/4, from
which we find that he had married before that date Eliza-
beth Hide, and which also tells us that the Barge Yard
house, which John mentions in his will, had been inherited
from his father. He evidently died before July, 1687,
as he is not named in his mother's will. The "cousin' T
Samuel Burnapp who is mentioned in his will was proba-
bly his nephew and the son of his brother Samuel.
The will of John Burnap: 28 June, 1682, "being at
this present time not sick, only attended with some bodily
infirmities but otherwise in reasonable good health." Ex-
ecutors, my dear and beloved wife, Elizabeth Burnapp,
and my cousin Samuel Burnapp that now liveth with
[me]. The house at Stanstead called the Barge Yard.
The house wherein my mother-in-law, the widow Hide, now
lives in St. Margaret's by Stansted. Legacies given by
my father in his will. My cousin (probably the son of
his sister Sarah, the wife of Richard Bray) Joseph Bray,
of Stanstead, my sister Judith Hunsdon, my brother Sam-
uel Burnapp. Witnesses : William Hide, Richard Alder-
BY HENRY WYCKOFF BELKNAP 181
ridge, Joseph Bray. Proved 1 July, 1687, by the widow.
(P. C. C. Foot 90.)
It would seem that they had no children.
49. SAMUEL BURNAP was an apprentice in 1673/4,
being so called in his brother John's will. It may have
been he who was married at St. James's, Duke Place,
London, 20 June, 1680, he being a bachelor, to Deborah
Abs, spinster, with John Wheatley as a witness.
Children (whether by the possible wife assigned to him
above or by another) :
82. JOHN, mentioned as the grandson of Elizabeth Burnap in 1694.
SB. SAMUEL, mentioned as "my cousin Samuel Burnapp that now
dwelleth with me" in the will of John Burnap, 28 June,
1682.
50. SARAH BURNAP was unmarried in 1673/4, when
her father made his will, and it is not clear from her
mother's will whether it were she or her sister Ruth who
married Thomas Aunger before 1694. The grandchildren
mentioned in that will are placed here, but may belong
under Ruth Burnap (No. 53).
Children AUNGER:
ELIZABETH.
SARAH.
JUDITH.
51. ELIZABETH BURNAP, called "my daughter Eliza-
beth Evens" in her father's will in 1673/4, had one child
at that time, and in 1694, in her mother's will, she is
called "my daughter Evens" and had two children. She
is not to be confused with another Elizabeth, born in
Aston, 1655, the daughter of another John Burnap.
Children EVANS :
MARY, under 7 in 1673/4; married before April, 1694, to
Dirking.
JOHN, mentioned with his sister Mary in their grandmother's
will.
52. JUDITH BURNAP evidently married 1 Sept., 1669,
at Hunsdon, probably Edward Hunsdon, since their son
is called Edward, the Younger, in her father's will. She
is mentioned again in the will of her brother John, in
182 THE BURNAP-BURNETT GENEALOGY
1682, and again, with her children, in her mother's will
in 1694.
Children HUNSDON :
EDWABD, a minor in 1673/4; mentioned in mother's will.
MARY, a minor in 1673/4; not mentioned in mother's will.
JUDITH.
RACHEL.
ELIZABETH.
SARA.H.
53. RUTH BURNAP was unmarried in 1673/4, when
she is mentioned in her father's will, and it may have
been she who married Thomas Aunger, as explained un-
der No. 50. If so, the children there given were her
family.
55. THOMAS BURNAP was born in Reading, 17 Janu-
ary, 1664/5, and married, 28 May, 1688, to Sarah, born
about 1665, daughter of Samuel and Sarah (Maverick}
Walton, descended from Rev. William Walton, first min-
ister to Marblehead, and from Seaton, Devonshire. The
marriage is recorded at Concord, but they are both called
as of Reading.
Either Thomas or his son Thomas, jr., was a sergeant,
and he was made a freeman 18 April, 1691.
He and his wife and daughters, Mary and Rebecca, were
admitted to full communion in the Reading Church, 3
January, 1720/1.
His name appears in the Minister's Rates for 1692,
along with that of his father, the amount for Thomas, jr.,
being 1:5:9, which was used to show the relative pe-
cuniary reputation of those to whom lands were dis-
tributed.
Timothy Willey of Reading, husbandman, and Susan-
nah his wife, consideration ... to Thomas Burnap of
Reading, husbandman, land in Reading, 26 Oct., 1696.
Witnesses : Jonathan Poole, Samuel Poole, Deborah
Temple. Acknowledged, 17 Oct., 1727. (Mddx. Land
Records, vol. xxvi, p. 506.)
Thomas Burnap was the constable at Reading, according
to the records of the Supreme Judicial Court (3395), in
January, 1696.
BY HENRY WYCKOFF BBLKNAP 183
Thomas Bryant of Reading, consideration 5, to
Thomas Burnap, jun r , land in Reading. (Mary Burnap
also signs.) 9 Dec., 1715. Witnesses: Benj a Burnap,
Thomas Eaton, Joseph Arnold. Acknowledged 2 March,
1718. (Mddx. Land Records, vol. xxi, p. 479.)
Jona: Poole, Jun., of Reading, yeoman, consideration
11: 10: 0, to Thomas Burnap, jr., of Reading, yeoman,
land in Reading. (Esther Poole also signs.) 7 May,
1725. Witnesses: Thos. Nichols, Benj a Poole. Acknowl-
edged 17 June, 1725. (Ibid, vol. xxv, p. 504.)
He died 21 August, 1726 (Reading Vital Records), and
his wife died 13 August, 1731 (Reading Town Records).
They are buried in the old Town Burying Ground at
Wakefield, and on her stone the date is given as 17
August.
The will of Thomas Burnap : 19 May, 1726. Thomas
Burnapp of Reading, yeoman : to beloved wife Sarah in
the house the weft lower Room and the weft lower Bed
room, Room in the Leanto and which garret she shall
please to chufe and one third part of the Cellar with con-
venient Yard room, etc.
My son Thomas Burnapp to pay wife yearly every year
she remains my widow good Stock well fatted one hun-
dred and forty pounds, etc. Thomas to carry my wife on
horfe back to meeting or elsewhere, etc.; if she marry
again all abouesaid payments shall cease and my wife shall
have the Said one third of the moveables and the said
forty shillings a year for her life. To my son Thomas,
housing, lands, etc., in Reading. Thomas to pay to my
children and grandchildren, to my daughter Sarah, deed.,
to her children Seventy pounds ; to my daughter Mary
ninety pounds ; to my daughter Elizabeth seventy pounds ;
to my daughter Martha seventy pounds ; to my grand-
children by my son Ebenezer, deed., eighty-six pounds, as
they come of age to one of them should either decease ;
to my daughter Abigail seventy pounds ; to my daughter
Hepzibah seventy pounds ; to my daughter Bethiah eighty
four pounds ; if any daughters die before they receive
their portion that portion to be divided among the surviv-
ing children of theirs or them that legally represent them ;
wife Sarah executrix, son Thomas executor. Thomas
184 THE BURNAP-BURNETT GENEALOGY
Burnap. Witnesses: Benj: Swaine, Ebenezer Parker,
Joseph Burnap.
Proved 10 October, 1726 (the 10th Oct. next came the
executor Thomas and Samuel Stearnes, who married de-
ceased's daughter Sarah, to signify satisfaction).
Inventory of Thomas, who died 21 July, 1726, taken 4
October, 1726, by Joseph Burnap, John Poole, Josiah
Brown, .62 : 12 : 9. (Middlesex Probate Records, vol.
xviii, pp. 36-8.)
Children, born in Reading :
84. THOMAS, born 16 April, 1689; died 22 Feb., 1769. (Reading
Town Records.)
85. SABAH, born 18 Oct., 1690; died 6 Aug., 1724. (Lynn Town
Records.)
88. MARY, born 8 Sept., 1692; death not found.
87. EBENEZER, born 3 Oct., 1693; died 1 Nov., 1693. (Reading
Town Records.)
88. ELIZABETH, born 1 Nov., 1694; died 30 Dec., 1748. (Reading
Town Records.)
89. REBECCA, born 2 Dec., 1695; died 12 Nov., 1727. (Reading
Town Records.)
90. MARTHA, born 3 April, 1697; death not found.
91. EBENEZER, born 1 Mar., 1697/8; died 30 July, 1723. (Reading
Town Records.)
92. ABIGAIL, born 8 Feb., 1699/1700 ; death not found.
93. HEPZIBETH, born 3 April, 1701; death not found.
94. TIMOTHY, born 8 April, 1706: death not found.
95. BETHIAH, born 25 July, 1707; death not found.
96. ISAAC, born 17 Jan., 1712. (Batchelder Genealogy, not found
elsewhere.)
57. MARY BURNAP, born 27 March, 1667/8 (7 March
in Clerk of Courts' Records), married, 12 January,
1692/3, William, possibly the son of William and Martha
Eaton of Watertown, Mass., but more probably the son
of John and Elizabeth (Kendall) Eaton of Lynn. The
marriage is recorded in Lynn Town Records under the
name of Burnit. She is probably the Mary, sr., whose
death is recorded in Lynn, 11 July, 17 .
Children EATON :
WILLIAM, born 10 July, 1696.
jERiMiAH,born 10 Aug., 1698; probably married 10 April, 1722,
Margerit Hawkes of Lynn.
BY HENRY WYCKOFF BELKNAP 185
ELIZABETH, born 8 Dec., 1700; probably married 10 April, 1724,
Ebenezer Gowing of Lynn.
JACOB, born 7 June, 1702; probably his intention of marriage
29 Oct., 1727, Mehitable Breed of Lynn.
BENJAMIN, born 21 Mar., 1705 ; probably married 21 May, 1730,
Anna Rann of Lynn.
59. SA'RAH BURNAP, born 4 April, 1672, in Reading ;
married there, 9 February, 1692/3, John, son of John and
Hannah (Davis, unless he had a second wife) Boutell, ac-
cording to Bailey's Early Marriages, although it is not to
be found in the Vital Records. As no other John and
Sarah seem to have been married there, it is probable that
the children given below are theirs. Sarah was unmarried
in 1691, when the parents died, so that we get no help
from that quarter. Both died after 1713, but no record
is to be found.
Children BOUTELL :
JOHN, born 22 Dec., 1693; died 22 Dec., 1693, a. 1 day. (Read-
ing Records.)
THOMAS, born 2 Dec., 1697 ; died probably young.
THOMAS, born 10 April, 1699; probably married 17 Nov., 1720,
at Woburn, Ruth Knights.
SARAH, born 15 Feb., 1701/2.
JACOB, b. 2 May, 1705.
JONATHAN, born 1 Nov., 1709; probably married 23 Aug., 1733,
at Reading, Elizabeth Foster.
BETHIAH, born 1 July, 1713.
61. BETHIAH BURNAP, born 9 June, 1677 (Reading
Town Records) ; married 24 May, 1696, at Reading,
Thomas, born March, 1668/9, son of Thomas and Sarah
(Chadwick) Grover of Maiden. The Drury Death Book
(New England Historic and Genealogical Register, vol.
Ixv, p. 360) gives the death of a Bethiah Grover at Na-
tick, in February, 1784, but no record of Thomas Grover's
death has been found.
Children, born at Reading GROVER :
EBENEZEB, born 29 Jan., 1697.
MART, born 19 Feb., 1699/1700.
62. ESTHER BURNAP, born 7 February, 1680/1 ; mar-
ried at Lynn (intention 4 October), 9 December, 1707,
Thomas Eaton. So many of the name appear in the
186 THE BURNAP-BURNETT GENEALOGY
Reading Records at about the proper date, that it is im-
possible to decide which were his parents.
Children EATON :
AARON, born 9 Sept., 1708, Lynn; died Nov., 1718.
EASTER, born 4 Oct., 1710, Lynn; married 7 Jan., 1730/1, David
Welman.
ARON, born 27 Oct., 1719.
MEHITABEL, born 8 May, 1727; married (intention) 6 Feb.,
1742/3, Thomas Eaton.
64. SARAH BURNAP, born 6 November, 1653 (Read-
ing Town Records), married probably before 1680, at
Reading, Abraham Roberts, who appears in a list of in-
habitants at Reading before 1700, and probably a son of
Giles Roberts of Scarborough, Me. She died 4 April,
1696 (Reading Town Records), and it is probably his
death which is recorded both in Wakefield and Reading
Records, 12 September, 1731, although another Abraham
died 19 October, 1714.
Children (order uncertain) ROBERTS :
SARAH, married 13 Oct., 1701, Samuel Foster.
MARY, born 7 Dec., 1681 (Reading Town Records); married 5
Oct., 1714, William Shelton (Sheldon) of Salem (Wakefield
Records).
ELIZABETH, married 24 Dec., 1713 (Wakefield Church Records),
Benjamin Nourse. Presumably her birth 19 Nov., 1684
(Lynn Town Records).
ABIGAIL, married 28 Dec., 1721, John Eaton (Wakefield Church
Records).
ANN, born 2 April, 1686 (Lynn Town Records); married 5 Aug.,
1707, Caleb Taylor.
ABRAHAM, married 7 Mar., 1700 (Woburn Records), Susanna
Thompson, who died 27 Feb., 1725/6 (Reading Town Rec-
ords), and he married, secondly, 8 June, 1726 (Wakefield
Church Records), Elizabeth Pierce.
65. JOHN BURNAP (Burnet in some places), born 1ft
May, 1655 (Reading Town Records), seems to be the one
who figured in "ye Fall Fight" (King Philip's War) in
1676, under Captain William Turner, as appears in a list
dated June, 1736, and his son John was admitted among
the claimants as of those descended from the participants
in that fight, "above Deerfield", 23 June, 1736. He made
a deposition in 1682/3, being 26 years of age (Salem
BY HENRY WYCKOFF BELKNAP 187
Quarterly Court Records, vol. xxxix, p. 99), and was
probably the John who became a freeman at Reading, 18
April, 1691.
He married, 7 April, 1684, at Chaiiestown (Reading
Town Records), Mary, born about 1661, who seems to
have been the daughter of Joshua and Bathsheba (Pratt)
Rice, or Royce. Samuel More of Boston, in his will,
dated 17 October, 1715, and proved 22 October, 1716,
leaves 5 to "brother-in-law John Burnett of Winham,
Conn." (Old Silver in the American Church, by E. Alfred
Jones). More had married, 10 September, 1702, Sarah,
probably daughter of the same Joshua and Bathsheba
Rice and widow of Benedict Webber. Joshua Rice, born
14 April, 1637, was a son of Robert and Elizabeth Rice
of Charlestown, and he was a shoemaker in Charlestown,
where a son Joshua was born in 1664, and probably also
Mary and Sarah, although their births are not in the Bos-
ton Records. In 1692 John Burnap was rated at 10/- in
the Minister's Rates for the preceding year, used, as pre-
viously explained, to show the relative pecuniary reputa-
tion in land divisions.
John Thompson of Reading, husbandman, considera-
tion ,20 : 10 : to John Burnap, husbandman, part of a
lot with my now dwelling house, etc., 3 February, 1696.
Elizabeth Thompson also signs. Witnesses: Josiah Hodg-
man, Elizabeth Hodgman, Joseph Burnap. Acknowledged
20 April, 1708. (Mddx. Land Records, vol. xiv, p. 596.)
John Burnap of Reading, husbandman, consideration
.13, to Thomas Taylor, land in Reading which was my
father's, late deed., which he gave to me in his will. (Land
of brother Joseph mentioned) 12 May, 1697. Mary
Burnap also signs. Witnesses : Thomas Poole, Mathew
Grover, Joseph Burnap. Acknowledged 30 May, 1706.
(Ibid, vol. xiv, p. 70.)
John Burnap of Reading, husbandman, consideration
4, to Thomas Poole of Reading, husbandman, land in
Reading, 16 May, 1699. Witnesses : John Dickerman,
John Goodwin, Jonathan Poole. Acknowledged 5 April,
1704.
John Burnap of Reading, husbandman, consideration
three pieces of meadow in Reading, to brother Joseph
188 THE BURNAP-BURNETT GENEALOGY
Burnap of Reading, cooper, and ten pounds in money,
June, 1703. Witnesses : Thomas Poole, Caleb Taylor.
Acknowledged 15 June, 1703. (Ibid, vol. xiii, p. 493.)
Samuel Morrow of Reading, husbandman, consideration
9, to John Burnap of Reading, husbandman, a house
and land that was my father Henry Merrow's in Reading,
10 June, 1703. Mary Merrow also signs. Witnesses:
Thomas Goose, Caleb Taylor, Joseph Burnap. Acknowl-
edged 13 June, 1703. (Ibid, vol. xiv, p. 517.)
John Burnap of Reading, husbandman, consideration
<68: 10: 0, to Nathaniel Parker of Reading, a house,
etc., which Father Burnap gave me, with a piece of land
I bought of Samuel Damon, with a barn lot that was Mr.
Thomas Burnap's in Reading, 23 April, 1708. Mary
Burnap also signs. Witnesses: Joseph Barnap, John
Boutelle, Timothy Manning. Acknowledged 26 April,
1708. (Ibid, vol. xiv, p. 555.)
John Burnap of Reading, husbandman, consideration
X8, to Samuel Merrow of Reading, husbandman, land in
Reading, 21 October, 1708. Witnesses: Nathaniel Cut-
ler, William Jamison. Acknowledged 29 October, 1708.
(Ibid, vol. xiv, p. 618.
He removed in 1705 to Scotland, Conn., and the last
two deeds show that he disposed of his holdings in Read-
ing a few years later. He bought for X72 : 10 : 0, land
by Merrick's Brook, as will be seen from the following
deeds :
Obadiah Abbe of Windham conveys to John Burnap
of Reading, in the county of Middlesex, in the province
of Massachusetts Bay, land in Windham along Merrick's
Brook, with dwelling, fences, trees, lumber, stone walled
water-courses, etc., 13 April, 1708. (Merrick's Brook is
a stream in the present town of Scotland.) (Windham
Deeds, vol. D, p. 100.)
John Williams of Barnstable to John Burnap of Wind-
ham, for .30, the 30 acres of land I bought of Isaac
Magoun on the north side of Merrick's Brook, 9 October,
1715. (Ibid, vol. E, p. 128.)
These tracts he soon conveyed to his son Isaac in the
next deed: I, John Burnap of Windham, for love, good-
will and fatherly affection that I have and do bear to my
BY HENRY WYCKOFF BBLKNAP 189
son Isaac Burnap, and also in consideration that I the said
John Burnap have taken of my said son Isaac Burnap a
bond of four hundred pound for my maintainance and the
maintainance of his mother during our natural lives, bear-
ing even date with these presents, do convey to said Isaac
all the land I bought of Obadiah Abbe and John Williams,
14 June, 1718. (Ibid, vol. E, p. 341.)
He and his wife were dismissed to the Windham Church
6 July, 1712, and in 1720 he lived on what was later the
Charles Holt place, which was burned in 1867. A part
of the information in regard to this family has been ob-
tained in Weaver's "Burnap Families of Windham" in the
Connecticut Historical Society. He died before Septem-
ber, 1725, and his wife, December, 1741, ae. 80 years.
(Weaver's Windham County and Windham Vital
Records.)
Windham County Probate Records, vol. 1, part 2, p. 91:
Court, 5 September, 1725, administration to Isaac Burnap.
Inventory, 25 September, 1725, 61 : 15: 8 (pp. 119-20),
receipts of heirs, Ambrose Blunt of Norwich, for 6:
12 : 0, "which is ye whole that remained to my wife as
her portion out of said estate, 6 March. 1726."
Received from Isaac Burnap of Windham, in ye County
of Hartford, in the Colony of Connecticut in New Eng-
land, administrator to ye estate of John Burnap, late of
Windham, Deceased, ye sume of six pounds and twelve
shillings currant money, It being ye Remaining part of
my portion in full that is Due to me out of ye sd Estate
for wch I do for myself, my heirs, Executors and admin-
istrators, free the said Estate from any further dues or
duties and other demands what soever from ye said Es-
tate. Witness my hand and seal the second day of March,
1726. Jacob Burnap, Seal. Recorded 6 April, 1726.
A like receipt from Joseph Smith of Canterbury, in
right of his wife. Also from Joshua Lassell of Windham
for "his children's portions." Also from Abraham Bur-
nap of Norwich. (Vol. i, p. 76.) A similar receipt from
John Burnap of Bath in Carolina, son of John Burnap,
late of Windham, 25 September, 1727, and witnessed by
Dorcas Walden and Jacob Burnap. The distribution of
the estate was made 6 April, 1726, to the following recip-
190 THE BTJRNAP-BURNETT GENEALOGY
ients : Ambrose Blunt, Norwich, Jacob Burnap, Wind-
ham, born about 1704 ; Joseph Smith, Canterbury ; Joshua
Lasell, married 14 December, 1725 ; Mary Burnap; Abra-
ham Burnap, Norwich ; John Burnap, Bath, Carolina ;
Isaac Burnap, administrator.
Children, born in Reading :
97. DOROAS, born 17 Feb., 1685.
98. MARY, born 6 Jan., 1686/7.
99. JOHN, born 9 Mar., 1688/9; died 1744.
100. ELIZABETH, born 4 Dec., 1691; married Joseph Smith of Can-
terbury.
lOOa. ISAAC, born 10 May, 1694; died 20 Dec., 1740, ae. 47. (Wind-
ham Records.)
101. ABRAHAM, born 9 July, 1696; died after 1737/8.
102. JACOB, born about 1704; died 31 Aug., 1771, in his 68th year,
at Windham.
67. HANNAH BURNAP, whose birth does not appear,
is called "Barnet" by Savage and "Burnet" in other
places. She married, 9 April, 1678, at Newbury, Joshua,
born 10 March, or August, 1646, son of William and
Elizabeth (Jackson) Boynton of Rowley. William Boyn-
ton had come from the West Riding of County York-
shire, England, and had inherited a farm at Newbury
from his father. Joshua Boynton served under Major
Appleton in the Narragansett campaign in 1675, and un-
der Captain Brocklebank in 1676. Hannah, his wife,
died 12 January, 1722/3, and he married, secondly, 29
November, 1725, Mary Daniels, widow of Richard Syle
of Rowley. She died 28 July, 1727, and he married, for
the third time, 30 October, 1727, Mary, the widow of
John Bo}'nton. His will was proved 12 November, 1736.
Chidren, by wife Hannah BOYNTON :
JOSHUA, born 4 or 5 May, 1679; married (intention), 30 April,
1708, Mary Dole. He died 29 Oct., 1770, ae. 94 (Newbury
Town Records), ae. 91 yrs. 5 mos. 25 days (duplicate
record).
JOHN, Baptized 15 July, 1683; married (publishment), 27 Nov.,
1717, Jemima Worcester.
ZAOHARIAH, baptized 20 July, 1690; married, 15 Nov., 1715,
Sarah Wicom.
PLAN DRAWN BY JOSEPH BURNAP, 1708
BY HENRY WYCKOFF BELKNAP 191
WILLIAM, born 26 May, 1690; married Nov., 1713, Joanna
Stevens of Salisbury.
HANNAH, baptized 5 April, 1696; married, 2 April, 1724, John
Dresser; 24 Jan., 1740, Thomas Johnson; 28 Oct, 1741,
Francis Worcester of Sandwich. She died 28 Nov., 1774.
69. JOSEPH BURNAP, born 24 March, 1663 (Reading
Town Records) ; married, 23 December, 1690 (Reading
Town Records), which may be the date of the intention,
if Bailey's Early Marriages is correct, as the date is
there given as 31 January, 1690/1, and the intention is
not in the records, Tabitha, born 21 March, 1674/5
(Reading Town Records), daughter of Jonathan (called
John in the Town Records, but from the probate papers
and birth records it would seem that Jonathan was cor-
rect) and Elizabeth (Kendall) Eaton of Reading. He
was made a Freeman 18 April, 1691, and his name is
among those of early settlers. Joseph Burnap, constable,
testified (ae. 32), 25 October, 1694, in the case of Pudney
and Hancock. (Records of the Supreme Judicial Court,
162,388.)
His trade was that of a cooper, and, 22 March, 1713,
he became town surveyor. Evidently he had served in
this capacity earlier, as in Essex Deeds, vol. xiv, p. 177,
we find : Lynn, 9 May, 1701, Captain John Burrill,
Robert Potter, Samll. Johnson, appointed by the Selectmen
of Linn to run ye Line between ye farme of Henry
Rhodes Senior & ye Towne Common, ye sd. Rhodes like-
wife fent four men namely, Robert Coats, John Gaetland,
Isaiah Hall & Joseph Burnet (sic) and they all met, etc.
John Greenland, Isaiah Hall, Joseph Burnap, Robert
Coates, his mark. Attest : 19 Sept., 1701. An original
plan, signed by him in autograph, of a meadow in Read-
ing, and dated 9 June, 1708, is among the Fowler Manu-
scripts in possession of the Essex Institute (vol. xxxvii).
He is called "Joseph Burnap, Surveyor,'' at Haverhill,
20 December, 1718, and as "Captain Joseph Burnap"
makes oath to a line 24 December, 1718. He is called
Lieutenant as well as Captain, but records of his service
have not been found. He was on a committee "to per-
ambulate the line formerly Salem, but now Middleton,"
192 THE BURNAP-BTJRNETT GENEALOGY
which committee met at the widow Philps' house in Read-
ing, 4 December, 1729. In 1727 he assisted at the
survey of Turkey Hills, near Woburn. In the Ministers*
Rates for 1692 he is rated at 9/4 to show his relative pe- '
cuniary reputation. He and his wife were admitted to
full communion, 3 January, 1720-21.
The following deeds are on record :
Mathias Cowdrey of Boston, last and heel manufac-
turer, consideration ,18, to Joseph Burnap of Redding,
cooper, land in Redding at Johns Neck, 30 October, 1701.
Sarah Cowdrey also signs. Witnesses : John Burnap,
Ebenezer Kay, William Cowdrey. Acknowledged 31
Oct., 1701. (Mddx. Land Records, vol. xiii, p. 67.)
Joseph Burnap of Redding, cooper, consideration X14 :
10 : 0, to Thomas Tailor of Redding, husbandman, land
in Redding, 28 October, 1702. Tabitha Burnap also
signs. Witnesses : Nathaniel Cutler, Jr., Thomas Poole,
Rebecca Poole. Acknowledged 3 April, 1706. (Mddx.
Land Records, vol. xiv, p. 68.)
Joseph Burnap of Reading, consideration, a piece of
swamp meadow, etc., to Brother John Burnap, land in
Reading (land of Benjamin Burnap mentioned), 10 June,
1703. Witnesses : Thomas Poole, Caleb Taylor, Samuel
Merrow. Acknowledged 11 June, 1703. (Mddx. Land
Records, vol. xiv, p. 444.)
Ebenezer Dunton of Roxbury, blacksmith (who was
son of Samuel Dunton, Jun. . . .) of Redding, consider-
ation <144 : 4 : 0, to Captain Thomas Nichols, bricklayer,
and Joseph Burnap, cooper, both of Reading, my mes-
suage or tenement that was my father's, 3 December,
1705. Witnesses: John Mirriam, Jr., Edward Emerson,
Rebecca Emerson. Acknowledged 3 Dec., 1705. (Mddx.
Land Records, vol. xiii, p. 798.)
(To be continued')
CAPTAIN NATHANIEL SILSBEE
1773 - 1850
From a portrait after Harding, in possession of
the Peabody Museum
CAPTAIN WILLIAM STORY
I 774- 1864
From a portrait by Osgood, in possession of
the Essex Institute
CAPTAIN SAMUEL REA
1782 - 1842
From a portrait by Frothingham, in possession of
Charles S. Rea
CAPTAIN HOLTEN J. BREED
1782 - 1868
From a portrait in possession of
the Salem Marine Society
SALEM VESSELS AND THEIR VOYAGES.
BY GEORGE GRANVILLE PUTNAM.
(Continued from Volume LVII, page
Henry Pettit came down from the foretop, where he had
been during the fight. Brown had driven all the Malaj'S
abaft the mizzenmast, and Pettit brought a handspike and
kept the pirates at bay until Brown could get a spear, with
which he quickly drove all the Malays into the water.
Twelve or thirteen Malays were in the fight; one was left
dead on deck, four were carried off wounded, some mor-
tally, and seven or eight were driven overboard by Mr.
Brown.
The Malays having been driven off the ship, Brown
rallied his shipmates, calling them to the deck. They
then took to the boats and abandoned the ship, seeing
which, the Malays returned and took possession of her,
and fled with her. The Malcolm and the Transfer granted
Captain Carlton's request to attempt to pursue the pirates,
the latter with reluctance, but the Malays escaped with
their prize.
Arrived at Salem, August 13, 1806, barque Eliza
Joseph Beadle, Sumatra, April 8, with pepper and coffee
to Joseph White, Nathaniel Cheever and Gabriel Thomp-
son. Duties, $22,279.91.
Arrived at Salem, October 19, 1806, ship Union, George
Pierce, Sumatra, with 465,271 pounds of pepper, to
Stephen Phillips, Joseph Peele, Joseph Aborn and Joseph
Smith. Duties, $5288.91.
Arrived at Salem, November 9, 1806, ship Cincinnatus,
William Haskell, 120 days from Soo-Soo, Sumatra, with
pepper to Joseph Peabody. Duties, $20,268.66.
Arrived at Salem, December 31, 1806, ship Louisa,
Israel Williams, Padang, 144 days, and 82 from Cape of
Good Hope, with pepper to Joseph White and others.
Henry Rice of Salem was lost overboard, October 7, on
the homeward passage. He was 22 years of age. Duties,
$18,545.18.
(198)
194 SALEM VESSELS AND THEIR VOYAGES
Captain Israel Williams was an original member of the
Second Corps of Cadets of Salem, was the commander in
1802-'04, was an energetic shipmaster of the old school,
and, like most of the master mariners of his day, per-
formed military duty when on shore. He was one of the
early members of the Salem East India Marine Society,
having joined it in December, 1799, the first year of its
existence. During one of his intervals on shore, he was
chosen captain of one of the militia companies, at the
reorganization of the militia regiment in 1801, and he
displayed such excellent skill in that capacity that he
was elected to the command of the Cadets, July 5, 1802.
He entered on this duty with all the energy of his
character, and brought the Cadets up to a very high
standard of excellence. During the war with England,
he commanded that famous Salem company of volunteers,
the Essex Guards. Captain Williams was a very courteous
gentleman, and always maintained a high character in
every relation of life. He died in Salem, very suddenly,
December 9, 1831, aged 60 years. He was the father of
ex-Mayor Henry L. Williams.
Arrived at Salem, March 19, 1807, ship Marquis de
Somereulas, William Story, Sumatra and Straits of Sunda,
122 days, via the Vineyard, with a cargo of pepper to
Thomas Russell. Duties, $62.10. Captain Story reports
a dreadful tragedy, which occurred in one of the branches
of the Great Salt river, leading toward the river Jamba,
in the island of Sumatra, on board this ship, September 18,
1806. Captain Story favored the Salem Register with
the following interesting account of the disaster :
"Being from the ship about 70 miles, in order to pro-
cure the remaining part of my cargo, I called on a person
high in office for some money which I had advanced
him for pepper, etc., which he declined paying; upon
which I threatened him with many words, in hopes to
get my money from him. Some time after he sent a
person to me informing me that if I would stay two
months longer he would come up to his agreement. In
the meantime he lent one of his proas to the Sultan's
BY GEORGE GRANVILLE PUTNAM 195
messenger to send a cargo on board. After the proa was
ready to proceed to the ship with a load, I was informed
that I could go down in her to the ship, if I pleased. Find-
ing I could not purchase any more cargo, I concluded to
repair on board, which was early in the morning. After
getting four miles below the town, the tide turned against
us, and we came to anchor. Finding the proa a heavy,
dull sailer, I engaged a small proa which was passing by
to carry me to the ship.
"Two of the men in the former proa appeared very
anxious to come with me, and said they were afraid to
pass the Sultan's fort without my being on board with
them. They even got into the small proa with me, and
insisted very much on going, as they could row me on
board sooner ; but I would not let them come, as there
were sufficient belonging to the small proa to row me on
board in a day and a half. I informed them that I would
call at the fort and make report of the proa's coming with
her cargo, which seemed to give them some satisfaction,
as no proa could pass without a permit. About 6 P. M.
I arrived at the fort and made report to the captain.
From the fort to the ship was fifty miles, in a small branch
of the river Jamba, the ship lying near a small village
called Chitcher. After leaving the fort, we rowed until
12 o'clock at night, at which time the tide had turned
against us and we came to anchor and went to sleep.
"Had these people meditated anything against me, they
might have done it with ease. I arrived on board the
ship at 10 o'clock the next day, at which time we had one
large proa alongside discharging, and two more near with
cargo on board for me, as we never admitted more than
one large proa, or two small ones, at a time.
"On board those three proas were about two hundred
men, and those with whom I had been in the habit of
trading before in former voyages, and I knew they would
not be guilty of any act of treachery now, as was the
case. After receiving all they had, everything was settled
with perfect satisfaction. The next day, about 8 o'clock
A. M., another proa arrived with a cargo, and at 9 the
196 SALEM VESSELS AND THEIR VOYAGES
proa which I first set out with arrived, and the other left
the ship. I wanted to take out her loading, but the cap-
tain of the proa said that he could not deliver it before
the owner of the cargo came to see it weighed. This not
being uncommon, I thought nothing more about it, but
set all hands to work discharging the ballast, which was
in casks. About this time the small proa came alongside
that brought me on board. I asked him when he was
going up river again. He said in a day or two. In the
first mentioned proa I had sent some sugar, coffee and
other articles for ship's use, which I had taken out before
we went to dinner, and left on deck. After dinner I
found one of the canisters of sugar broken open, but
could not learn who did it.
"Having ordered the officers with the crew below to
stow away the cargo, there remained on deck myself, Mr.
Bromfield, the carpenter, with another man assisting him
forward, and the cook and steward. There being only
fourteen men in two proas on board the ship, I had not
the least apprehension from them, nor had I even when
the three proas with two hundred men were on board.
Some time after, I went below to give some particular
orders about stowing the hold. I had not been below
more than four or five minutes before I heard Mr. Brom-
field cry out that he was creesed.
"I called all hands aft immediately to get on deck, and
ran aft into my stateroom to get my pistols and sword, and
was going up the companion stairs, but just as I got my
foot on the first step two boarding pikes were thrown at
me, but fortunately missed me. I stepped back and fired
a pistol, which did no execution. I always kept my arm-
chest on deck, and the boarding pikes also, so as to have
them handy.
"Two days previous to this we had all the charges to
the muskets drawn, as they had been loaded for some time,
and had the guns cleaned and not loaded again. It ap-
pears that several of the men, in trying to gain the deck
by the hatchways, were wounded and driven below again.
I ordered all the men into the cabin who were between
decks, the others, about ten in number, being in the lower
BY GEORGE GRANVILLE PUTNAM 197
hold, could not get up, as all the hatchways were guarded
by Malays. Some one reported to the second officer that
I was killed, that the Malays had the deck, which was
full of men. He ordered them to break into the maga-
zine to get up that way, and if they could not escape, to
blow up the ship, which, however, I had prepared for.
"Now, having all hands from below in the cabin and
steerage, I intended to divide the crew, one-half with the
chief officer and the other half with myself, the first
officer to the main hatchway and myself to the companion
way. I made a rally in the Malay language to my own
crew, which the Malays returned. We could find but
three pistols, and the proper cartridges for two of them,
could not be found. We were obliged to load with pow-
der, and to hold the ball on the pistol until we fired, by
which means we shot one of them in the arm. After
making another rally with my people, although we had
but three swords and three pistols, and obliged to load
and fire as stated, all at once, they appeared to be still.
I suspected it was a decoy or sham. However, I directed
the chief officer to the main hatchway. He was lifted up
by the people, and seeing no person on deck, we all rushed
on deck, and found they had got off from alongside the
ship.
*'We went to the arm-chest to get our small arms, in
order to pursue them in the boat, but found that the arms
had all been thrown overboard. Our decks being full of
empty casks, it was some time before we could get any
gun to bear upon the pirates. We fired one gun, but it
did no execution. We could find nothing of the cook
and steward, but discovered Mr. Bromfield dead between
decks, between two barrels of beef. It appears that after
I went below, Mr. Bromfield, seeing one of the Malays
sitting on the larboard hencoop, with his clothes wrapped
around him, thought he had stolen the sugar which he
had taken out of the canister, and told the boy that he
would go and see, but the boy went first and found the
Malay casting off the line and fastening the door back
(but the boy thought nothing of it), in order to creese me
as I came up from below.
198 SALEM VESSELS AND THEIR VOYAGES
''Mr. Bromfield came round to search the man for the
sugar. He took up his clothes, and, as I suppose, the
fellow had his native creese under them. Supposing him-
self detected, the Malay thrust his creese into Mr. Brom-
field's bosom. The sailmaker went to see what was the
matter and was attacked by the same fellow, who made
several thrusts at him, which he parried, but got several
bad wounds, and then ran and jumped down the main
hatchway, and said the decks were full of men. The car-
penter and the other man, who was at work with him,
jumped into one of the boats and took to the woods. In
an hour they returned, and found we had possession of
the ship again.
"Soon after this we had ten proas, full of men, alongside
of the ship to assist us, but I admitted only a few on
board. On information of the affair being sent to town
to the head minister, he immediately dispatched several
proas in pursuit of the murderers who had risen upon the
ship. I found every attention paid me by the Sultan and
the head men. I therefore have no reason to suspect that
the Sultan knew anything of such an act going forward.
The men who rose upon the ship belonged high up on the
river Jamba. I removed the ship further down the river,
where I determined to wait several days longer to see if
anything more could be done, when a fellow came on
board and offered some things to sell which I did not
want. I had a suspicion of his being a spy, as he inquired
who was the captain of the ship, etc., which was quite an
uncommon thing. I then determined to get out of the
river as soon as possible, which we did in twelve days
after the affair took place, without any pilot on board."
The compiler of these articles well remembers Captain
Story, who died in Salem, March 17, 1864. He was a
tremendously powerful man, and it was said of him that
he could lift a ship's anchor. He lived on Bridge street
in his latest years, next to the present Calvary Baptist
Church. He was the father of the late Augustus Story,
who was president of the Holyoke Fire Insurance Com-
pany. A large oil painting of the Captain hangs in the
art gallery of the Essex Institute. The Salem Register
said of him at the time of his death :
BY GEORGE GRANV1LLE PUTNAM 199
He was the oldest citizen of Salem, in his 90th year, and one of
the noblest specimens of the distinguished class to which he be-
longed. He contributed his full share to the services rendered by
that class to the commercial prosperity of this city and the whole
country, in the period of his early manhood and during his prime.
In private life he was as tender, affectionate and true, as he was
faithful, fearless and conscientious and energetic in his professional
and public conduct. . . . His voice, which was in grand accord-
ance with his herculean strength and generous nature, will be ever
heard cheering, animating and rousing all to every duty, as when,
in times of yore, its tones were heard in the assemblies of the peo-
ple, and rose above the storm from the tempest-tossed deck.
Following her return from the voyage to Sumatra, the
ship Marquis de Somereulas made voyages to Europe,
and on one voyage, under command of Captain Thomas
Russell, while returning from Cronstadt and Elsinore for
Salem, she fell in with, on October 28, 1807, latitude 47
N., longitude 41 W., a boat having on board twenty-one
living persons, among whom were a woman and a child,
apparently in a most distressed situation. Captain Rus-
sell took them aboard, and he learned that they sailed
from Montevideo, August 9, in the English trans-
port ship Alexander, Captain Richard Howard. They
sailed under convoy of the frigate Unicorn and the sloop
of war Thisby. There were about 110 persons aboard
the Alexander. On October 20, the ship leaking badly,
they were obliged to go under short sail, and so lost the
convoy. On October 22 the leak increased to such an
extent that the pumps and bailing could not keep her
free. Captain Howard thought it advisable to quit the
ship, and took the small boat for his preservation and
rowed around the ship several times. In the meantime
the longboat was gotten out, but unfortunately bilged in
going over the side. However, thirteen soldiers, sixteen
sailors, a woman and a child got into the boat and found
means to keep it from sinking. They were not far away
when the ship blew up and foundered immediately, about
10 P. M. They afterwards spoke with the captain, etc.,
in the small boats, who told them to steer N. E, and N. E.
by N., as that course would carry them to the coast of
England, which was not far away.
200 SALEM VESSELS AND THEIR VOYAGES
They had only four biscuits in the boat, three gallons
of spirits and one pound of raisins. They had been in
the boat six days, during which time seven soldiers died
of want, two of whom lay dead in the boat when she
came alongside. They had cut up one man and had
eaten part of the flesh, some remaining in the boat when
they saw the Salem ship, but on seeing her they threw it
overboard.
As the ship Brutus was in sight, and not being over-
stocked with provisions, Captain Russell thought it proper
to signal for assistance in the name of humanity. He
informed the captain of the Brutus, who responded to his
call, of the circumstances, and asked him to take part of
the people. He answered that he would take eight, and
that his provisions were not sufficient for more. Captain
Russell sent them to the Brutus, and gave the commander
permission to keep the boat, if he wished, and he did so.
Eleven sailors and Mrs. Joanna Evans and her thirteen
months' old child were brought to Salem. The Alexander
was a hospital ship, and many of the people were confined
below in their cradles, with the loss of a leg or an arm.
Of the 110 persons on the ship only those rescued by
Captain Russell were saved. On arrival in Salem, No-
vember 13, 1807, of the Marquis de Somereulas, a sub-
scription was started for the unfortunates, and between
$ 200 and $300 were given immediately by a few persons
to whom the paper was presented.
It appears that the Alexander foundered between the
39th and 40th degrees of north latitude. The following
are the names of the persons brought to Salem by Captain
Russell : Boatswain, James Jenkins ; carpenter's mate,
Peter Egbury ; seamen, Lucas Jansbe, John Eskins, John
Hall, John Faro, Thomas Clarsman, William Northrup,
Charles Eliot, Charles Berg and John Jewly ; passengers,
Joanna Evans and her thirteen months' old child. Among
those who perished in the ship were Mrs. Wilson and her
22-year-old daughter, wife of the adjutant; Mrs. Johnson,
a widow ; Mrs. Grant, wife of Sergeant Grant ; Mrs. Cun-
ningham, wife of Corporal Cunningham ; one other woman
and seven children, belonging principally to the 87th
INDENTURE OF THE SHIP "FRANKLIN," OF SALEM, SAMUEL TUCKER, MASTER. 1809
SIGNED BY PRESIDENT JAMES MADISON
From the original, in possession of the Essex Institute
BY GEORGE GRANVILLE PUTNAM 201
Regiment. The chief mate and six seamen were also in
the ship when she went down. The boatswain stated that
he was on board the ship when she went down, employed
in clearing the stern boat, at the request of the chief
mate and six seamen, intending to take the ladies out of
the cabin windows. He, however, saw the launch, and
had the good fortune to reach her.
The Marquis de Somereulas was a ship of 359 tons, built
in Charlestown in 1802. Her registers at the Salem
Custom House read : "January 14, 1800, John Gardner,
Jr., Richard Gardner, owners ; William Story, master.
March 25, 1809, John Gardner, Jr., owner ; Thomas
Russell, master. August 26, 1810, Richard Gardner,
John Gardner, Jr., owners ; Samuel Candler, master.
March 30, 1811, Richard Gardner, owner ; Thomas Mori-
arty, master."
In the Historical Collections of the Essex Institute,
volume 39, page 361, Dr. Frank A. Gardner of Salem, in
an article on "Thomas Gardner and Some of His De-
scendants," writes that John Gardner died August 25,
1847, in Salem, aged 76 years, and the Salem Gazette of
August 27, 1847, thus referred to him :
On Wednesday, of Typhus Fever, John Gardner, Esq., aged 77, a
highly respected citizen, and formerly an enterprising merchant.
Whilst Mr. Gardner was engaged in commerce, he was celebrated
for the model and beauty of his ships. Having been unfortunate,
he made a large adventure shortly before the declaration of war in
1812, in the Marquis de Somereulas, and went himself on her voyage.
His success was fully commensurate to his anticipations, and he
would again have been restored to affluence, but almost in sight of his
port, he was captured and carried into Halifax, and all his sanguine
calculations blasted, he not having been insured against a war, a risk
which he had not anticipated. Mr. Gardner built, and, until his
misfortunes, resided in the spacious mansion on Essex street now
occupied by David Pingree, Esq., in which the late Joseph White
was murdered. He died at the well-known Gardner farm in North
Salem, which has been his place of residence for many years.
On September 14, 1807, the Register thus reports the
loss of the barque Eliza, Captain Joseph Beadle, from
Sumatra for Salem, August 28, in latitude 37.30 N.,
longitude 65.30 W., 146 days out:
202 SALEM. VESSELS AND THEIR VOYAGES
The barque Eliza, Beadle, of Salem, left the coast of Sumatra
April 14. On Aug. 28, lat. 37.30 N., Ion. 65.30 W., experienced a
very severe gale of wind, which entirely disabled her and she
sprung a leak. The mast was cut away and some of the cargo
thrown overboard, but to no purpose. Finding all endeavors to
save her ineffectual, they cleared the long boat, got in what provis-
ions they could, and all took to the boat at 10 A. M., and at 6 P. M.
she was seen to go down. The men continued in the boat three
days, when they were taken on board the brig Venus, Lunt, from
Portland for West Indies, which had been dismasted, lost her deck-
load, and had put about for home. On Sept. 1, fell in with the
brig Hope, Crafts, of Salem, from St. Petersburg, who took the
Eliza's crew on board his vessel and arrived here yesterday. On
board both the foregoing brigs the captain and crew of the Eliza
received the most polite attention, which Captain Beadle wishes
gratefully to acknowledge.
Arrived at Salem, October 1, 1807, ship Eliza, James
Cook, Sumatra, April 8, with a full cargo of pepper. The
ship registered 500 tons, and she brought 1,012,148
pounds of pepper consigned to the master, and merchan-
dise to James W. Stearns and Joseph Sprague. The du-
ties on the cargo were -166,903.90, the largest amount on
any Sumatra cargo recorded in the impost book at the
Salem Custom House, and it included 141.30 on the mer-
chandise. Recent intelligence from England had excited
apprehensions of an immediate war between that country
and America, so that some intention was manifested of
detaining some Americans there until further intelligence.
Captain Cartwright of Nantucket, who was there in a
Boston schooner, was so alarmed at this intimation that
he set sail without permission, and was fired at from the
fort, but got off clear.
Arrived at Salem, October 5, 1807, ship John, John
Dodge, 132 days from Padang, Sumatra, with coffee, cas-
sia and pepper to J. Crowninshield & Sons. Was gener-
ously supplied with bread and flour by Captain Baker of
ship Commerce, thirteen days from Portland for Surinam,
in lat. 31.50 N., long. 55 W. Duties, $20,364.92.
Arrived at Salem, October 31, 1807, ship Cincinnatus,
William Haskell, 134 days from Sumatra, with pepper to
Joseph Peabody. Duties, 120,820.
BY GEORGE GRANVILLE PUTNAM 203
Arrived at Salem, November 26, 1807, ship Union,
George Pierce, Sumatra, 146 days, with 347,000 pounds
of pepper to Joseph Peabody. Duties, $20,820.
Arrived at Salem, April 7, 1809, ship Mary and Eliza,
Beadle, Sumatra, December 1, with pepper to Joseph
White, Jr. Duties, $23,184.64.
Arrived at Beverly, April 18, 1809, ship Alexander,
Hodgdon, Sumatra, 111 days, to Hon. Israel Thorndike.
Duties, 124,763.62. It is worthy of remark that the ship
in her absence of thirty-two months, has met with no
interference from either of the belligerents.
Entered December I, 1809, ship Francis, William
Haskell, Sumatra, 20,705 pounds of pepper to Joseph
Peabody. Duties, $1,248.30. The Francis is the first
vessel to have completed a voyage to the east of Cape of
Good Hope since the raising of the embargo. This voyage
was completed in eight months and eight days. This ship
was launched, October 31, 1807, from the yard of Enos
Briggs, on the South river.
On October 31, 1807, Dr. Bentley chronicles in his
diary :
This day, Mr. Briggs, in South Fields, launched a ship (Francis)
for Mr. Peabody, Merchant of this town of Salem, into South River.
And about an hour afterwards, Barker, Magoun & Co. launched at
the entrance of the Neck into the lower harbor a ship (Herald) for
Nathaniel Silsbee, Merchant of this Town. This last I saw. As
the flats are level & the building ground low, the builders could not
have the advantage of the two other yards, which are steep banks
of the rivers. But as soon as the stem block was taken away she
began with a gradually increased motion to descend to the water, &
without the least interruption or crack of anything near her, she
rode upon the Ocean amidst the incessant shouts of the Spectators.
We have been so long accustomed to see Retire Becket build good
ships and launch them badly, that the sight has new pleasures when
free from the alarms which have often prevented the gay circle of
friends from anticipating any real enjoyment from the noblest sight
man can exhibit.
The Francis, Captain Haskell, went to Naples on her
next voyage, and was seized. She was later purchased of
the Neapolitan government by Mr. Hammett, the Ameri-
can consul. She sailed from Naples, under command of
204 SALEM VESSELS AND THEIR VOYAGES
Captain Haskell, and she arrived at Salem, August 19,
1810, bringing home the crews of American vessels con-
fiscated at that place and at Civita Vecchia.
The following is a list of the masters and supercargoes,
besides 183 mates and seamen, who left Naples in the
Francis : Captains Haskell (ships) Francis, of Salem ;
Cavendish, Trent, Boston ; Gardner (brigs), Ruth, and
Mary, Philadelphia; Currier, John, Newburyport; Brown,
Nancy Ann, Newburyport ; Gardner, Two Betsies, Bever-
ly ; Tucker, Betsey, Salem ; Hanscum, Sukey and Betsey,
Salem ; Leander, Romp, Salem ; Felt, Victory, Salem ;
Haskell, Phoenix, Boston ; Holden, Orozimbo, Baltimore ;
Waterman, Emily, New York ; Foster, Perseverance, Bos-
ton ; Bartlett, Aurora, Plymouth ; Holman (schooners),
Nancy, Lynn; Turner, William, Danvers; Newell, Louis-
iana, Boston; Atkins, Morning Star, Boston; Thomas,
Dove, Beverly ; Martin, Fortune, Salem ; Derby, Mary,
Salem ; Dixey, John, Marblehead ; Sheffield, Ousitinack,
Derby ; Bradford, Amhertt, Duxbury ; Supercargoes.
Meggett, Trent, Boston ; Clark, Mary Ann, Boston ; Stew-
art, Ruth and Mary, Boston ; Smith, Urania, New York ;
M.ifRm,Hound, New York. Also Captain Freeborn Thorn-
dike, of Beverly, taken on his passage from Sicily for the
United States.
Besides the foregoing, the following vessels were con-
fiscated, with their cargoes, at Naples : Ship Hercules,
West, Salem ; schooners, Sound, Warren, Baltimore ;
Kite, Thompson, Baltimore ; Urania, Peck, New York ;
Maria, Cleveland, Boston; Syren, Graves, Newburyport;
Peace, Janvrin, Newburyport; Mary, Larcom, Beverly;
and Two Friends, Lee, Beverly, at Civita Vecchia.
Schooner Shadow, Matthews, of Philadelphia, who ar-
rived at Naples, May, 1809, and had compromised with
the privateer who captured him, was again taken posses-
sion of by the Neapolitan government, and the issue was
uncertain.
The Francis touched at St. Michael's, July 18, and
sailed the 19th. The following passengers left her there
and went on board the brig Perseverance, Captain Meek,
for New York, who expected to sail the same night :
II
o ^
o ;
CD -
I *
0. c
111 '"-
BY GEORGE GRANVILLE PUTNAM 205
Captains Waterman and Gardner, Messrs. Clark, Smith,
Stewart and Mifflin, and seventeen mates and seamen.
The brig Radius, Captain Benjamin Lander, arrived at
Gallipoli May 18, vessel and cargo confiscated.
Sunday morning after her arrival the Francis was board-
ed in the bay by the United States brig Argus.
Captain Haskell reported that "the treatment of the
Americans at Naples was of a nature to excite the in-
dignation of every man. The private adventures of
officers and seamen were taken possession of, the crews
of the vessels in many instances were turned ut without
the smallest allowance being granted to then- to subsist
on ; others, after their cargoes were taken from them and
confiscated, were called upon to pay the charges of land-
ing and quarantine charges, which in some instances
amounted to nearly $1000, each vessel ; they refused to
sell the American consul more than one vessel to bring
home the unfortunate sufferers, so that more than two
hundred were obliged to be crowded into one ship, and
hurried off, for fear they would retract even this fancied
indulgence."
A fleet of forty sail for Malta, under convoy of a
frigate and the Herald sloop of war, sailed from Gibral-
tar July 15, which included the brigs Chance, McCobb, of
Bath, Swiftsure, of New York, and Resolution, Ray, 26
days from Salem, all bound to Malta for a market. The
Herald returned on the 18th. A convoy sailed on the
15th for England, including the brig Latona, Haskell, of
Beverly, and brig Mary, of New York from Alicant, both
for England, under convoy of the Spartan frigate.
Dr. Bentley's diary is replete with his enthusiasm over
shipbuilding. On July 8, 1816, he again wrote: "In
passing to Beverly on Saturday, I observed a Vessel on
the stocks on the Beverly side, near the Bridge, almost
finished, & above 100 tons. The Master Builder from
Ipswich. Our four Vessels one at Becket's & the other
three in Southfields, two of them at Briggs & the other
near S[outh] Bridge, by Barker & Magoon's, are said to
be specimens of excellent ship building. It is said that
206 SALEM VESSELS AND THEIR VOYAGES
more of this work is going on in town than for many
years & in superior execution."
Among the clearances in the Salem Register of March
29, 1809, is that of the ship Herald, Silsbee, for Sumatra.
This was the second ship of that name. In the former,
Captain Nathaniel Silsbee made voyages to the East
Indies, having with him, for his clerk, his brother, Zacha-
riah F. Silsbee. In 1807 he had retired from the sea,
although in his 30th year, and had become a merchant.
In an autobiographical sketch of his life, published in the
Historical Collections of the Essex Institute, volume 35,
on page 28, is the following: "Having found it incon-
venient to pass so much of my time in Boston and away
from my family, as my interest in the two ships which
my brothers commanded had occasionally compelled me
to do, and as my brother William had determined to re-
tire from the sea, we (my two brothers and myself) had
a ship built at Salem, to which the name Herald was
given, and which was launched in November, 1807, and
would have sailed immediately for India, under the
charge of my brother Zachariah, but before she could be
dispatched, the embargo was laid by our government,
which kept the Herald at the wharf until its termination
in March, 1809, soon after which the Herald sailed, under
command of my brother (Zachariah), for Sumatra. . . .
Each and all of us obtained the command of vessels and
the consignments of their cargoes before attaining the
age of 20 years, myself at the age of 18 1-2 years, my
brother William at 19 1-2, and my brother Zachariah be-
fore he was 20 years old. All of us left off going to sea
before reaching the age of 29 years."
This second ship Herald was registered at the Salem
Custom House as follows: ''Herald, ship, 274 tons,
Salem, 1807. Reg. March 25, 1809. James Devereux,
Zachariah F. Silsbee, owners ; Zachariah F. Silsbee, mas-
ter. Reg. Feb. 1, 1810, James Devereux, Zach. F. Sils-
bee, Robert Stone, Jr., Dudley L. Pickman, owners;
Benjamin Daniels, master. Reg. Jan. 2, 1811, Nathaniel
Silsbee, James Devereux, Robert Stone, Jr., Dudley L.
Pickman, Zachariah F. Silsbee, owners; Zachariah F.
BY GEORGE GRANVILLE PUTNAM 207
Silsbee, master. Reg. Oct. 20, 1815, Nathaniel Silsbee,
Zachariah F. Silsbee, William R. Gray, Boston, owners ;
Eleazer Graves, master."
This first voyage of the Herald was completed in nine
months and sixteen days, the vessel arriving at Salem,
December 15, 1809, from Sumatra August 11, via Vine-
yard Haven, with pepper to James Devereux and Joseph
Haighth. The duties were $29,238.66.
The Herald cleared again, February 3, 1810, for Suma-
tra, under command of Captain Benjamin Daniels, and
she arrived home November 9, 1810, making the voyage
in nine months and six days. She brought a full cargo
of pepper consigned to Zachariah F. Silsbee, Benjamin
Daniels, Eleazer Graves, John Phippen, John Wells,
Seth Low, N. Seaver & J. Preston, and Walter Marston.
The duties amounted to $29,022.
Arrived at Salem, December 15, 1809, ship Hope,
Thomas Tate, Sumatra, via Vineyard Haven, with 537,838
pounds of pepper to John and James Barr. Duties,
$32,270.28.
Arrived at Salem, December 15, 1809, ship Mentor,
William Ashton, Sumatra, via Vineyard Haven, where
she arrived in 128 days, with pepper to William Ashton,
William Hulen and John W. Rogers. Duties, $402.06.
Arrived at Salem, December 31, 1809, barque Active,
William P. Richardson, Sumatra, via Vineyard Haven,
with pepper to J. Fail-field and John Dodge, Jr. Duties,
$16,181.82.
Arrived at Salem, December 22, 1809, ship Janus, John
Endicott, Sumatra, 111 days, with full cargo of pepper
to Joseph Peabody. Duties, $32,287.69.
Arrived at Beverly, January 1,1810, ship Asia, Nathan
Leech, Sumatra, with a full cargo of pepper to Israel
Thorndike, Esq. Duties, $1,200.52. Spoke the English
frigate Rattlefnake, in sight of Lebonage, and was treated
very politely. Was informed that a French ship cruising
among the islands had taken an American ship, and he
gave us friendly caution for avoiding her.
Arrived at Salem, January 10, 1810, ship Freedom,
Ford, Sumatra, 150 days, with pepper to Willard Peele.
Was spoken by several British ships of war and treated
208 SALEM VESSELS AND THEIR VOYAGES
very politely. Was informed that the Isle of France was
strictly blockaded, but refrained from endorsing his reg-
ister, lest it should expose him to capture by the French.
Duties, $16.50.
Arrived at Salem, February 13, 1810, ship Holla,
Wells, of Newburyport, Sumatra, 150 days, via Vineyard
Haven and Cape Ann. Had been a long time on the
coast, cargo shifted, and crew all sick.
Arrived at Salem, February 26, 1810, ship Mary Ann,
Wellman, 125 days from Soo-Soo, Sumatra, with pepper
and coffee to Timothy Wellman. Duties, $22,373.52.
Arrived at Salem, March 5, 1810, brig Sukey, John
Osgood, Jr., 180 days from Sumatra and twelve from
Bermuda, where she was taken in by the British schooner
Juniper, on pretence of not having cleared from her last
port. She was libelled and cleared. Proceeded to
Europe.
Arrived at Salem, May 28, 1810, ship G-olden Age,
Henry Prince, Jr., Sumatra, 118 days, pepper to Henry
Prince and Amos Hovey. Duties, $15,338.58. Captain
Prince reported that Tappanooly was destroyed Oct. 25,
by a French squadron of two frigates and a corvette, under
Commodore Hamlen, which had previously captured the
American ship Samson, Abbot, for Liverpool. He had
also visited Americans from the United States and suffered
them to proceed. He considered every vessel a prize
bound to or from English ports.
Arrived at Salem, July 12, 1810, ship Alfred, of 250
tons, Stephen Williams, 190 days from Sumatra, with a
full load of pepper to Joseph White, Joseph White, Jr.
Wednesday noon, in sight of Cape Ann, was boarded from
a small English privateer, and treated civilly. Duties,
$27,758.58.
Arrived at Salem, August 25, 1810, ship Franklin,
Samuel Tucker, 129 days from west coast of Sumatra,
with pepper to Joseph Peabody and Francis G. Clarke.
Duties, $34,661.30.
Arrived at Salem, October 30, 1810, ship Hope, Thomas
Tate, Sumatra, 126 days, with pepper to John and James
Barr. Drowned on the coast of Sumatra, by the upset-
ting of a boat, Captain Josiah Paige of Beverly. Duties,
$29,646.72.
BY GEORGE GRANVILLE PUTNAM 209
Arrived at Salem, November 29, 1810, ship Fame,
Benjamin Bullock, Sumatra 109 days, with pepper to
Stephen Webb and George Crowninshield. Duties,
$36,788.04. The shortest voyage ever made from Salem,
the ship having sailed from here on April 1 last.
Arrived at Salem, November 30, 1810, ship Janus,
Endicott, 120 days from Sumatra, via Vineyard Haven.
Lost overboard, on the outward passage, five days after
leaving Salem, William Trask of Danvers, aged 18, a
worthy and much respected young man.
Arrived at Salem, February 17, 1811, ship Recovery,
John Carlton, Sumatra, via Provincetovvn and Vineyard
Haven, where she was detained several days on account
of bad weather. Duties, $14,832.
Arrived at Salem, November 10, 1811, ship Hope,
Thomas Tate, Sumatra, 117 days, with pepper to James
and John Barr. Duties, 137,346.72. Captain Tate has
performed his voyage in seven months and nine days,
being at least twenty days shorter than any similar voyage
from the United States.
Entered at Salem, November 29, 1811, ship Fame, Holten
J. Breed, Sumatra, with pepper to George Crowninshield
and others. Duties, $38,217.30.
Arrived at Portsmouth, N. H., October 5, 1812, ship
Perseverance, James Silver, 110 days from Sumatra, with
a full cargo of pepper, salt petre, etc., to W. Peele and
Richard Wheatland of Salem and the captain. September
28, fell in with a Bermudan privateer, a three-masted
lugger, which had got within a pistol shot, when two
American privateers from New York, one of them com-
manded by Captain Story, hove in sight. The English
privateer immediately crowded on all sail and sheered off,
and Captain Silver thereby made his escape.
The years 1813, '14, '15, '22 and '37 passed without an
entry at the Salem Custom House from Sumatra, and
from 1799 to 1846 there were 179 arrivals, the years
1809, '10 and '23, showing ten arrivals each, the largest
in any single year. The Sumatra trade was, at one time,
mainly carried on by Salem merchants, and a large propor-
tion of the pepper consumed was distributed to all coun-
tries from the port of Salem.
210 SALEM VESSELS AND THEIR VOYAGES
Entered November 29, 1811, ship Fame, Holten J.
Breed, Sumatra, 92 days to Vineyard Haven, with a full
cargo of pepper to George Crowninshield & Co. Per-
formed the round voyage from Salem to Sumatra and
back to Vineyard Haven in seven months and seven days,
the shortest ever made between Salem and Sumatra. Lost
overboard on the outward passage, Benjamin Grandy of
Salem, seaman. [Note The ship Hope, Captain Tate,
made the round voyage between Salem and Sumatra in
seven months and nine days, in 1811, as before stated.]
Arrived at Salem, February 29, 1816, ship Augustus,
Samuel Rea, Sumatra, 112 days, pepper and 224 pounds
of coffee to Joseph Peabody and master. Duties, 37.10.
Captain Rea was the grandfather of President Charles S.
Rea of the Salem Savings Bank.
Arrived at Salem, February 29, 1816, ship Union,
William Osgood, Penang, via Vineyard Haven, to which
she was 120 days, and proceeded to Europe with her
cargo: Touched at St. Helena, December 20, 1815, but
was not allowed to anchor, as it is the home of Napoleon
Bonaparte. Captain Osgood was the father of the late
Judge Joseph B. F. Osgood of Salem.
Arrived at Salem, February 24, 1816, ship Hercules,
Edward West, Batavia, with sugar, coffee and pepper to
Nathaniel West. Duties, $76.72. Had been to Sumatra,
but could get no pepper. The Hercules stood close in to
St. Helena, December 29, 1815. Understood that Bona-
parte was in good health, and that Madame Bertrand was
discontented and wished to return to France. One 74,
two frigates and a brig kept constantly cruising, and
everything was conducted with the greatest caution.
Died on board the Hercules, Cutting Cilley and John
Nichols, both of Salem.
Arrived at Salem, May 3, 1816, ship Hope, Thomas
Tate, Sumatra, Calcutta and New York, with 61,640
pounds pepper to James Barr. Duties, $7,711.10. Cleared
June 19, 1816, on her return to Sumatra.
Arrived at Salem, July 12, 1816, barque Camel, Holten
J. Breed, 120 days from Sumatra, with 4856 piculs pepper
and gums to William Silsbee, J. Devereux and Joseph
Mogridge. Duties, $6,136.72. Between his voyage in
BY GEORGE GRANVILLE PUTNAM 211
the ship Fame, before spoken of in this article, and this
voyage in the Camel, Captain Breed performed loyal ser-
vice as a privateersman in the war of 1812.
Arrived at Salem, August 4, 1816, brig Mary and Eliza,
Joseph Beadle, Sumatra, 127 days, with 379,635 pounds
pepper to S. White and 1255 pounds to Joseph Strout.
Duties, $30,471.20.
Arrived at Salem, February 24, 1817, ship Union,
William Osgood, Penang, with pepper to Stephen Phillips.
The ship struck on Baker's Island and bilged. The Reg-
ister says:
A violent snow storm commenced on Monday morning [Feb. 24],
about 1 o'clock. Several guns of distress were fired during the
morning, and at 10 o'clock news arrived that the ship Union, Capt.
Osgood, 124 days from Pulo Penang [Prince of Wales Island], with
a rich cargo of 3600 piculs of pepper and 900 piculs block tin, was
ashore on Baker's Island, and bilged.
The Union made Thacher's Island light between 12 and 1 o'clock
on Monday morning; then stood for Baker's Island, which she made
about 2 o'clock, but the alterations in the lights [from two to one]
since she left this port, caused some perplexity and doubt, and
while deliberating she struck on the N. W. point of Baker's Island.
She was kept free until nearly daylight, when she bilged, and the
long boat was hoisted out, and the officers and crew landed in safety
on Baker's Island. More than twenty guns were fired previous to
leaving the ship. The first and second mates, Mr. Marshall and Mr.
Sleuman, with three men, came up in the long boat, at great peril,
to Marblehead, for the purpose of giving information and procuring
assistance.
During the day the ship's main and mizzen masts were carried
away, and on Monday night she drifted over the point onto the
beach, where she lays broadside on. About forty men yesterday,
from Marblehead, Salem and Manchester, helped to save as much
of the cargo as possible, and hopes are entertained that a great part
of the property will be saved.
A boat arrived at Marblehead last evening which left Baker's
Island at 4 o'clock. The after part of the ship's bottom is torn off,
and a great quantity of pepper is strewn along the beach. The block
tin came out among the rocks where the ship first struck, previous
to her drifting upon the beach. About 700 bags of pepper were
saved yesterday, and they expect to save about as much more to-
day, together with the sails, rigging, cables, anchors, etc.
212 SALEM VESSELS AND THEIR VOYAGES
Feb. 27, 1817 The Union is now a complete wreck. About 1600
bags of pepper have been saved, and it is expected that most of the
block tin will also be saved. The Union was insured, we learn, to
the amount of $45,000. The owners were Stephen Phillips and
George Pierce.
Mr. Phillips was the grandfather of Stephen W. Phil-
lips and J. Duncan Phillips of Salem.
Captain Osgood made the following report of the dis-
aster, which he published in the Salem Gazette of Febru-
ary 28,1817:
Baker's Island, Feb. 27, 1817. Quarter before 12, saw Thacher
Island lights from the foretopsail yard, bearing N. W. Steered N.
W. by W. and W. N. W. until Baker's Island light bore W. by N.,
steered direct for it. At 2 A. M. set in a thick snow storm from the
N. E., which hid the lights. Hauled up the courses and steered W.
by N. half N., judging we were nearly up with the East Breakers.
Saw nothing more of the light until within two or three cables
length of it off the lee bow, when, to my great surprise, I saw but
one light, and heard several persons say it was Boston light. My
second officer observed, if it were, we must go to the southward of
them. After a moment's reflection, and knowing the courses
steered, and finding we were near the island, gave order for the
helm to be put hard down, when casting my eye around I observed
the helm partly up. At the same time my second officer told the
steersman he was wrong and helped him to put the helm hard
down. Unfortunately it was too late even for the ship to come up
to her last course given, otherwise she never could have struck on
the N. W. point, as she had no course given off of W. by N. half N.
after the lights were hid. The ship headed W. a few minutes after
she struck, and did not appear to have altered her position.
I thought every precaution was taken in due time. My first officer
was on the forecastle; my second officer attended a good helmsman,
and one man stood to touch the compass, lest it should not tra-
verse. Another compass was on the hencoop, with almost a blinded
lantern beside it, which I carefully attended to, particularly while
the lights were shut in.
I give this as a correct statement, and wish all concerned to judge
for themselves. William Osgood, master.
We believe the foregoing statement correct. (Signed) First
Officer John Marshall, Second Officer Thomas Sluman.
Rev. Dr. Bentley thus speaks of the weather at this
time : "Sunday, Feb. 24, 1817 Last night, after two
BY GEOBGE GRANVILLE PUTNAM 213
pleasant days, while expecting our friends from the Vine-
yard, came on a snow storm, and the wind was very high.
The barometer as low as I ever observed it, I could make
no fire in my study after repeated attempts, so furiously
was the smoke forced back into the chimney. A similar
fact in 1792. A ship last night for this port came ashore
on the north point of Baker's Island, and we were not
without serious apprehension for every person who might
be in the bay. The snow continued to fall all day, and is
much drifted, but the thermometer at freezing. Feb. 25
The ship upon Baker's Island proves to be the ship Union,
Osgood, from Sumatra, with pepper to Phillips & Co. of
Salem. She had made Thacher's light, and pretends
that the change of our lights from two to one perplexed
them. As the wind was, it is to be presumed this is an
excuse for bad pilotage. She lost during the day her
main and mizzen masts and drifted to the beach. It is
thought a great saving will be made. She had above
3600 piculs of pepper and 700 block tin."
Entered March 2, 1816, ship Mary Ann, Timothy Well-
man, Sumatra, and proceeded to Boston, without landing
any cargo at this port.
Arrived at Salem, July 2, 1817, brig Mary and Eliza,
Joseph Beadle, Sumatra, 98 days, with coffee and pepper
to Joseph Peabody. Duties, $18,129.55. Pepper was
plenty on the coast of Sumatra. The natives all along
the coast were in a disturbed state.
Entered August 21, 1818, brig Mary and Eliza, Joseph
Beadle, Sumatra, with pepper, coffee and cassia to Stephen
White. Duties, $29,952.46. Pepper scarce and high.
Six days after leaving Salem on the outward passage, in
September, 1816, Nathaniel Silsbee, son of Samuel Sils-
bee, was lost overboard from the yards.
Entered August 25, 1818, ship Francis, John Lord,
Sumatra, and proceeded to Europe.
Entered September 11, 1818, brig Ooromandel, Daniel
Bray, Sumatra, with pepper to Silsbee & Pickman and
John W. Rogers. Duties, $45,567.20.
Entered September 4, 1818, brig Eunice, Penn Town-
send, Sumatra, pepper to M. Townsend and J. Ropes.
Duties, $15,808.72.
Arrived at Salem, September 15, 1818, ship Hope,
214 SALEM VESSELS AND THEIR VOYAGES
Thomas Tate, Sumatra, 151 days, with pepper to John
Barr and Joseph Andrews. Duties, $40,220.06. Pepper
was scarce at $10. Two Acheenese brigs were at Trou-
mon, and brought in with them a large proa from the
east coast, captured off Cape Felix, and said by them to
be a pirate. The west coast was lined with shipping of
all nations. May 22, latitude 35 S., longitude 29 W., had
a severe S. W. gale. May 24, shipped a sea which car-
ried away the bowsprit and foremast. July 5, made the
island of St. Helena. July 7, were boarded by H. M. Ship
Racoon, and were informed that ships in distress were al-
lowed to anchor. July 8, were boarded by the guard-
boat, which left an officer on board, who took the ship
to her anchorage off Lemon Valley, and left her in charge
of H. M. brig G-riffin. Were not permitted to leave the
ship or to have the least communication with any one.
We were supplied by the master attendant. Sailed July
11 for Salem.
In the Salem Register of March 12, 1877, the late
Joseph Chisholm, whose rope walk on Washington street
is still well remembered by older citizens, writes from
memory an account of this disaster to the Hope, which is
full of interest, and was originally written in a letter
by one of the crew.
"A heavy wind was blowing at the time, and we were
off the Cape [Good Hope], with a fair prospect of a
quick passage home, the ship under easy sail. Almost
instantly a calm. A heavy gale from dead head came
down upon us in a moment, taking the ship aback. The
foremast went by the board and the bowsprit by the gam-
mon. The chopping sea made a scene of consternation to
all on board for a few minutes. The ship was in great
danger of sinking by the stern. The captain ordered two
old cannon and everything movable to be carried from aft
to the bow, and exertion was made to clear the wreck.
Abraham Wendell, one of the crew, more expert with the
axe, having worked with his father in Salem as a wheel-
wright, was let down over the bow to cut away the bob-
stay. He was successful, and the wreck was cleared.
Steps were taken immediately to rig a jury mast and bow-
sprit. The ship made for St. Helena to secure spars, and
put in there."
BY GEORGE GBANVILLE PUTNAM 215
Continuing, Mr. Chisholm wrote in the same paper,
sixty years after the occurrence of the disaster to the
ship, speaking with actual knowledge and fine memory, as
follows :
"The ship arrived here [Salem], September 5, of a Sat-
urday, with substantially the same rig that was put on her
after the wreck a topmast for foremast, topsail yard for
bowsprit, some slight spar for foretopmast, and long top-
gallantmast, the foresparring reaching to the head of the
maintopmast. Great praise was awarded the officers and
crew for their conduct in meeting the disaster and rescuing
the ship from her perilous condition. It is a matter of
some interest to name the ship's company. Thomas Tate,
captain ; Robert Barr, mate ; Porter, second mate ;
John Barr, clerk ; the crew, George Gale, George Tate,
William Chisholm, Samuel Lambert, Abraham Wendell.
These were young Salem-born men, the eldest about 22,
the youngest between 18 and 19. The whole number be-
fore the mast was eleven or twelve ; only those named are
recollected, excepting one they called the old man, Joseph
Penshoe. Mr. Penshoe was not of native birth. He may
be remembered by some as having married Hannah Felton
of Marblehead. Incidentally, it may be set down that the
Hope was a staunch vessel of less than 300 tons and a
very fast sailer. She was refitted and sailed again in
November, 1818, for Sumatra.
"In those days when a square-rigged vessel of some sort,
ship or brig, would arrive upon an average almost daily,
during the months of August inclusive to November, from
the East Indies, China, North or South of Europe, or
West Indies, sometimes from South America, and each
owner had his private signal, each boy having someone
on board that he was interested in, when most of the
officers and seamen were native born, even by law two-
thirds must be native born, an interest was excited in our
bosoms about maritime incidents that almost took preced-
ence. Life was smoothed by success, or embittered by
failure."
As supplementing Mr. Chisholm's interesting story of
the disaster to the Hope, the following list of the crew is
taken from the ship's roll at the Custom House of those
216 SALEM VESSELS AND THEIR VOYAGES
who shipped on her when she left Salem on this voyage :
Master, Thomas Tate, Boston ; mate, Robert Barr, Salem,
24 years old ; second mate, Thomas Sluman, Salem, 24 ;
seamen, James Southwick, Danvers, 20 ; John Barr, Jr.,
Salem, 24 ; Lucius Bacinto, Bombay, age not given ; Abra-
ham Wendell, Jr., Salem, 19 ; Samuel Jewett, 3d, Salem,
17 ; Joseph Pincho and Moses Mead, residence not given,
the former 27 and the latter 26 ; Philip F. Short, Salem,
53 ; John Brown, Charlestown, 22 ; George Gale, Salem,
17 ; William Chisholm, Salem, 17 ; George Tate, Salem,
17 ; Samuel Lambert, Salem, 17 ; Thomas Green, Afri-
ca, 20.
At this time she was owned by Benjamin Jacobs and
Benjamin Goodridge of Danvers, and was subsequently
sold to Joseph Peabody.
Arrived at Salem, September 12, 1818, brig Nautilus,
Curran, 112 days from Sumatra, with pepper and coffee
to George Nichols and others.
Arrived at Salem, October 8, 1818, ship Argonaut, Sam-
uel Hodges, 145 days from Pulo Penang, Sumatra, with
cargo of sugar, coffee and pepper to R. Wheatland, Wil-
lard Peele and others. Duties, $19,015.12. Off Bermuda
experienced a heavy gale and carried away fore and main-
topmasts.
Arrived at New York, October 12, 1818, barque Camel
of Salem, Holten J. Breed, 155 days from Prince of
Wales Island (Sumatra), with a cargo of pepper to
Messrs. Silsbee & Devereux of Salem. September 27,
experienced a severe gale, about twenty miles S. E. of
Bermuda, in which she lost her mainmast and foretop-
mast, with every yard and spar. Shifted part of cargo,
which gave the vessel a list and kept the water in the
larboard bilge, which could not be pumped, owing to the
pepper choking the pumps. The straining of her upper
works caused her to leak considerably, and Captain Breed
thought it prudent to make the first port. The Camel,
after discharging most of her cargo in New York, arrived
at Salem November 20. A model and a picture of the
Camel may be seen in the marine room of the Peabody
Museum of Salem.
(To be continued')
THE KEARSARGE ALABAMA BATTLE.
THE STORY AS TOLD TO THE WRITER BY JAMES MAGEE
OF MARBLEHEAD, SEAMAN ON THE KEARSARGE.
BY FRANCIS B. C. BRADLEE.
"After cruising in the English Channel for some time,
there was a report that the Alabama was expected in some
part of England, and as the English press made a great
deal of talk about the Keanarge, the Captain proposed to
go to Belgium ; arriving the 27th of May, 1864, ran into
Flushing [Holland] and went into dry dock on the follow-
ing day, more for a blind than for anything else, as we
were never in better repair and running order than at that
time. The 29th of May the Captain gave liberty to all
on board to go where they pleased, with instructions if
they heard a gun and saw the colors at our foremast head,
to report on board as quickly as possible, as that would be
the signal for sailing orders. All went well until the 10th
day of June, when the signal gun was fired. All hands
made for the ship, and in less than twenty minutes all the
crew were ready for duty. The Captain had all hands
called to lay aft. He then told us that the Alabama had
arrived at Cherbourg, France, for repairs, and now was
the time for us to strike. Then we gave three cheers,
'spliced the main brace,' and the next tide we hauled out
of dry dock and put to sea, put another 'splice in the main
brace' and shaped our course for Dover, England. Arriv-
ing there the llth, at 10 o'clock A. M., took in fresh
supplies, and at 12 o'clock weighed anchor and put to
sea, shaping our course for Cherbourg.
NOTE. The author does not hold himself responsible for the
many bitter remarks concerning Great Britain found in the follow-
ing narrative. They were the result of the excited feeling in the
North, due to the Civil War and the depredations of the Confeder-
ate commerce destroyers, but in order to render the story of the
"Kearsarge" "Alabama" battle as vivid as possible it has been
thought best to retain the language of the original account.
(217)
218 THE KEARSARGE ALABAMA BATTLE
"Arriving there early on the 12th, we ran into the mouth
of the harbor, had a good look at our antagonist, and
fired a blank shot, out of politeness, for Semmes to come
out, but he did not come out that day. Here we lay off
and on, running off by day and standing in by night,
close enough to see all that went in and out of the harbor.
We had no communication from Cherbourg up to the
16th of June ; then three men pulled out from the shore
in a boat, about six miles, to where we lay, came along-
side, gave a note to the Captain, and then pulled back
into port.
"The Captain told the boatswain to pipe all hands aft.
He then produced the note, which read thus :
CAPTAIN WINSLOW:
SIR: I am undergoing a few repairs here which, I hope, will not
take longer than the morrow. Then I will come out and fight you
a fair and square fight.
Most respectfully yours,
CAPTAIN R. SEMMES.
"Three days after, Sunday, June 19th, the lookout at
masthead espied two steamers coming out of Cherbourg
harbor, one a long, black, rakish-looking craft, looking very
much like the Alabama. The officers and men jumped
into the rigging, took a good look at both vessels, and pro-
nounced one the Alabama ; at the same time the other
tacked-ship and put back into port. The Captain gave
orders to beat to quarters, clear ship for action, and man
the starboard battery. (We were laying off about six
miles from shore.) Captain Winslow gave the chief en-
gineer orders to go ahead slowly, at the same time putting
the ship's head off shore. The Alabama gaining on us all
the time, they thought we were afraid and were trying to
get away from them, but it was not so, we only ran two
miles farther out ; then, the Captain calling us in neutral
waters, 'put about,' and stood in to receive her. When
within about a mile of her, she fired her bow chaser, the
shot dropping very carelessly alongside our forward pivot
port within about four feet of our ship's side, and doing no
damage. The next shot she fired struck us in the port
BY FRANCIS B. C. BBADLEE 219
bow and glanced off, doing no harm. She fired some two
or three shots very wildly, that went whistling above our
mastheads. During this time we did not fire one shot,
but when within half a mile we hove round and gave her
a broadside. Here we had it, broadside and broadside,
both ships under a full head of steam, the Alabama firing
two or three shots to our one. We engaged her at seven
hundred yards, and as we fought in a circle we 'closed
in' to about five hundred yards, and held this position
for about half an hour. Then, finding that we were get-
ting the best of the fight, the Captain, desiring to bring
the thing to an end, closed in to about two hundred and
fifty yards, and discharged a full broadside.
"The men seemed to be getting demoralized ; they ran
the white flag up in the main rigging and the 'secesh flag
in the fore rigging. The Captain gave orders to cease
firing, and on doing so we found that they thought we
were off our guard, as they let fly another broadside.
One of the shots went through our smoke pipe, and a
sixty-eight pounder lodged in our stern post, doing no
other damage as it did not explode. We then had orders
to engage her ; so we began to decorate her again with
our eleven-inch shell. After exchanging two or three
broadsides on the second part of the fight, we found that
they began to show us the cold shoulder by jumping over-
board, not caring to communicate with us any longer, at
the same time striking their flag and firing a lee gun as a
surrender. They lowered a boat and manned it with
three men and pulled toward our ship. They fired one
more shot, very wildly, which struck our main-top-gallant
mast and checked the halliards, and the flag flew to the
breeze. The flag was run up in a ball to the masthead, and
orders given to one of the men that if we should go
down, to pull the halliards and go down colors flying.
We did not fire on them after they struck their flag. The
boat from the Alabama came alongside, and Lieutenant
Wilson delivered up his sword and surrendered the ship,
and told the Captain that if he did not make haste and
get out boats to save life, that there would be a good many
go down in the Alabama.
220 THE KEARSARQE ALABAMA BATTLE
"All our boats were disabled but two. They were
lowered and manned. Just as the boats left the ship, the
Alabama gave two surges forward and down she went.
I was in one of the boats that went to pick up the prison-
ers. As we began to pick them up, we heard them say
that they had rather drown than to be hanged on board
of that ship. Some of the men we tried to save would
throw up their hands and sink down, so we were obliged
to take the boat-hook and reach down three or four feet
and hook them up, and some were so far gone that they
died in the boats. While we were picking up the men,
the Deerhound, one of the Royal Yacht Squadron, steamed
up to within hailing distance of the ship, and the Captain
asked him if he would be kind enough to assist in picking
up the men and deliver them up to him, as they were his
prisoners. He said he would, and steamed in among them
and picked up quite a number, and among them was
Captain Semmes. He then steamed off as fast as he could,
taking advantage while a good part of our men were off
in the boats ; but if some of the rest on board at the time
had had their way, I think one of those eleven-inch shells
would have stopped his headway, and perhaps moored
him alongside of the Alabama. We spent about half an
hour in picking up the prisoners, then we 'stood in' for
the land, and piped for dinner, and for all hands to 'splice
the main brace,' after which we sat down to grub, and
feeling pretty well satisfied began to talk over the fight
with the Rebs. I heard one of them say he thought if
they had boarded us, the result might have been different,
as they were so well drilled with small arms. As they
continued to boast of what they could do at boarding, we
'turned the tables' by telling them that we still had a
reserve force by which we could give them an extra dose
if necessity demanded, or, in other words, that we had an
appliance by which we could throw scalding water to the
distance of sixty feet, and we also told them if at the
same time we discharged a whole broadside from our
inch guns of grape and canister (as we could do), the
probability is, to say the least, that they would be shaken
from stem to stern.
BY FRANCIS B. C. BEADLEE 221
"Here we arrived in port, and all hands called to bring
ship to anchor, and not till we had arrived here did we
learn how it was that the Alabama * men were so willing
to drown. The crew told us that Captain Semmes told
them if they were taken prisoners by us that every man
would hang to the yard arm ; and when our boats left our
ship to go and pick them up, it chanced that at the same
time a man was sent up aloft to reef off a whip on the
main yard with which to rig the accommodation ladders,
so as to enable visitors to get on board, as we were going
into port. When they saw the man up there they thought
that what Semmes had told them was correct, and a great
many went down with that impression.
"We dropped anchor about two cable lengths astern
of the French frigate Napoleon, and the gangway dressed
to receive visitors on board. Those who came on board
told us that the excitement in Cherbourg was great, that
there were about forty thousand people who witnessed
the fight, and that there was great betting among them as
to which should be the victor ten to five on the Alabama,
and hard work to get anybody to take a bet at that, all
odds being bet on the Alabama. The officers and crew of
the American ship Rockingham also told us of the inti-
macy of the Deerhound. They said that this yacht had
brought men from England here who had volunteered their
services to help destroy us, and were drilled in Her Majes-
ty's ship Excellent as experienced gunners. Not crediting
all that these men told, some of our officers went on shore
and found from good, reliable sources, that this yacht had
brought twenty-five men, twelve of whom had joined
the Alabama. The Rockingham belonged in Maine. She
was the last vessel the Alabama destroyed, twelve hours
previous to her going in to Cherbourg. These men also
told us that what added to the excitement of the battle
was, that we were fighting in a circle and apparently got
mixed ; that it was impossible to tell which one had
gone down, even after the fight was over, as the wind was
off-shore, so that when we stood in for the land our
colors trained aft, and it was impossible to tell who the
victor was. We laid here three days, in which our car-
222 THE KEAESARGB ALABAMA BATTLE
penter repaired all of our damage without any assistance
from shore, with the exception of a boiler-maker, who put
a patch on our smoke pipe. We got up steam at 3 o'clock
P. M., weighed anchor and put to sea, escorted out by a
little steam yacht chartered by a party of American gen-
tlemen and their ladies, with a band on board and the
American flag flying. The band gave us a number of
national airs, and when about three miles off, outside the
breakwater, steaming at about six miles an hour, they
struck up the "Star Spangled Banner" and gave us three
cheers. We then gave her an extra turn ahead that sent
us through the water about fifteen knots, leaving them
behind us. We dipped our colors, manned the yards,
gave three rousing cheers, and bade adieu and a hasty
farewell to the coast of France.
"We arrived at Dover, England, early on the 24th,
amidst cheer after cheer that went echoing through the
lofty white cliffs of Dover from a Highland Regiment and
a number of others, whose acquaintance we had made
while cruising in the Channel. All were anxiously wait-
ing to learn the correct news of our loss. It had been
reported that we had lost twenty-seven men and the Ala-
bama had lost eight. This was the first news the English
press gave of the fight, and of course they must have
known better, as the Decrhound brought the news and
Captain Semmes, too.
"That an English yacht, one belonging to the Royal
Yacht Squadron and flying the white ensign, too, during
the conflict, should have assisted the Confederate prison-
ers to escape after they had formally surrendered them-
selves, according to their own statements, by firing a lee
gun, striking their colors, hoisting a white flag and send-
ing a boat to the Kearsarge, some of which signals must
have been seen on board the yacht, is most humiliating to
the national honor. The movement of the yacht early
on Sunday morning was, as before shown, most suspicious,
and had our captain followed the advice and reiterated
request of the crew and officers, the Deerhound might
have been lying not far distant from the Alabama. The
captain could not believe that a gentleman who was asked
BY FRANCIS B. C. BRADLEE 223
by himself to save life would use the opportunity to de-
camp with the officers and men, who, according to their
own act, were prisoners of war. There is a high pre-
sumptive evidence that the Deerhound was at Cherbourg
for the express purpose of rendering every assistance
possible to the corsair, and we may be permitted to doubt
whether Mr. Lancaster, the friend of Mr. Laird and a
member of the Mersey Yacht Club, would have carried
us to Southampton if the result of the struggle had been
reversed and the Alabama had sent the Kearsarge to the
bottom. The Deerhound reached Cherbourg on the 17th
of June, and between that time and the night of the 18th
a boat was observed from the shore passing frequently
between her and the Alabama. This I got from men taken
from different merchant ships by the Alabama and landed
in Cherbourg.
"The ship was open for visitors at Dover, and at 8
bells they were shown on board. In less than ten min-
utes our decks were full of people. Here we lay for
several days, with beautiful weather, and our ship
thronged with visitors from morning till night. Boats
and yachts of all descriptions and steamers from London
with bands of music playing 'Yankee Doodle' and other
airs for the occasion, all packed to their utmost with
ladies and gentlemen, came to visit us, and everybody
seemed to be having a good time. We had fiddling and
dancing on board and some games of amusement, which
gave the whole thing a lively appearance. The poor
boatmen wished the thing would hold on three months,
for they never made so much money by boating in their
lives as they had since we had come. One of our visitors
was the Lord Warden. In the course of conversation he
said toone of the old salts, 'I suppose you credit our
noble Armstrong guns for the victory you have won, do
you not ?' The old salt said, 'My good man, we have no
such guns on board here, nothing but good old Yankee
guns, and between you and me they are d d headstrong
guns!' We lay here till July 9th, 1864, all enjoying a
good time as before stated, when the captain's gig or
boat came alongside and he came on board. He then
224 THE KEARSARGE ALABAMA BATTLE
gave orders to the boatswain to pipe all hands to get
anchor for the United States and all visitors to leave the
ship. Why, my friend, you can just imagine our feel-
ings. Here we were bordering on the fourth year of our
cruise, and the last news we had from home was that we
should not be called home till the career of the Alabama
was ended. For some reason or other, this was the first
time during the whole cruise that I ever heard anything
that sounded musical in our boatswain's voice. The vis-
itors all out of the ship, steam up, and all ready to heave
away, and at 11 o'clock A. M., we bent on our long
streaming pennant and cat-headed the anchor, manned the
yards and gave three cheers, dipped our colors, squared
away, steaming about twelve knots an hour, bidding adieu
to the people of England and France, homeward bound.
"Such are the facts relating to the memorable action
off Cherbourg on the nineteenth of June, eighteen hun-
dred and sixty-four. The Alabama went down, riddled
through and through with shot and shell, and as she sank
beneath the green waves of the English Channel, not a
single cheer arose from us of the Keanarge. Our noble
Lieutenant Commander, James S. Thornton, gave the
command, 'Silence, boys!' and in perfect silence this terror
of our American commerce plunged forward twice or
thrice and down she went forty fathoms deep in her own
waters, and amidst the hideous howls of her officers and
crew."
ENGLISH ACCOUNT OF THE BATTLE.
As it will interest Americans to read an Englishman's
version of this noted sea fight, a narrative written and
published in pamphlet form in England within a few days
of the fight, is given. Mr. Magee says : "My country-
men may well look with pride on our brave tars, when
their gallantry stands out so conspicuously, even when
seen from an Englishman's standpoint."
The importance of the engagement between the United
States sloop-of-war Keartarge and the Confederate man-
of-war Alabama cannot be estimated by the size of the
two vessels. The conflict off Cherbourg on Sunday, the
o
_i
n
Z =
BY FRANCIS B. C. BRADLBE 225
19th of June, was the first decisive engagement between
shipping propelled by steam, and the first test of the
merits of modern naval artillery. It was, moreover, a
contest for superiority between the ordnance of Europe
and America, whilst the result furnishes us with data
wherewith to estimate the relative advantages of rifled
and smooth-bore cannon at short range.
Perhaps no greater or more numerous misrepresenta-
tions were ever made in regard to an engagement than in
reference to the one in question. The first news of the
conflict came to us enveloped in a mass of statements, the
greater part of which, not to use an unparliamentary ex-
pression, were diametrically opposed to the truth ; and
although several years have now elapsed since the Ala-
bama followed her many defenceless victims to their
watery grave, these misrepresentations obtain as much
credence as ever. The victory of the Kearsarge was ac-
counted for, and the defeat of the Alabama excused or
palliated, by the following reasons :
1. The superior size and speed of the Kearsarge.
2. The superiority of her armament.
3. The chain-plating of her sides.
4. The lack of preparation of the Alabama.
5. The greater number of her crew.
6. The assumed necessity (as represented) of Captain Semmes
accepting the challenge sent him by the commander of the Kear-
sarge.
Besides these misstatements, there have been others
put forth, either in ignorance of the real facts of the
case, or with a purposed intention of diminishing the
merit of the victory by casting odium upon the Federals
on the score of inhumanity. In the former category must
be placed the remarks of the Times, June 21 ; but it is
just to state that the observations in question were made
on receipt of the first news and from information fur-
nished probably by parties unconnected with the paper,
and desirous of palliating the Alabama's defeat by any
means in their power. We are informed in the article
above referred to that the guns of the latter vessel had
been pointed for 2,000 yards, and the second shot went
226 THE KEARSARGE ALABAMA BATTLE
right through the Kearsarge, whereas no shot whatever
went through as stated. Again, "the Keanarge fired
about one hundred (shot), chiefly eleven-inch shell," the
fact being that not one-third of her projectiles were of
that calibre. Further on we find, "the men (of the Ala-
bama) were all true to the last, they only ceased firing
when the water came to the muzzles of their guns." Such
a declaration as this is laughable in the extreme. The
Alabama's guns were all on the spardeck, like those of the
Ksarsarge, and to achieve what the Times represented her
men must have fought on until the hull of their vessel
was two feet under water. The truth is, if the evidence
of the prisoners saved by the Kearsarge may be taken,
Captain Semmes hauled down his flag immediately after
being informed by his chief engineer that the water was
putting out the fire ; and within a few minutes the water
gained so rapidly on the vessel that her bow rose slowly
in the air, and half her guns obtained a greater elevation
than they had ever known previously.
It is unfortunate to find such cheap-novel style of writing
in a paper, which at some future period may be referred
to as an authoritative chronicler of events now transpir-
ing. It would be too long a task to notice all the numer-
ous misstatements of private individuals and of the Eng-
lish and French press in reference to this action. The
best mode is to give the facts as they occurred, leaving
the public to judge by internal evidence on which side
the truth exists.
The Kearsarge in size is by no means the terrible craft
represented by those who, for some reason or other, seek
to detract from the honor of her victory. She appeared
to me a mere yacht in comparison with the shipping
around her, and disappointed many of the visitors who
came to see her. The relative proportions of the two
antagonists were as follows :
Alabama Eearsarge
Length over all, 220 feet 232 feet
Length of keel, 210 " 198$
Beam, 32 " 33 "
Depth, 17 " 16 "
Horse power, two engines of 300 each 400 horse power
Tonnage, 1040 1031
BY FRANCIS B. C. BRADLEE 227
The Alabama was a barque-rigged screw propeller, and
the heaviness of her rig, and, above all, the greater size
and height of her masts, would give her the appearance
of a much larger vessel than her antagonist. The masts
of the latter are disproportionately low and small. She
has never carried more than topsail yards, and depends
for her speed upon her machinery alone. It is to be
questioned whether the Alabama, with all her reputation
for velocity, could in her best trim outsteam her rival.
The log book of the Kearsarge, which I was courteously
permitted to examine, frequently shows a speed of up-
wards of fourteen knots the hour, and her engineers state
that her machinery was never in better working order than
at the present time. I have not seen engines more com-
pact in form nor apparently in finer condition, looking
in every part as though they were fresh from the work-
shop, instead of being, as they were, half through the
third year of the cruise.
Ships-of-war, however, whatever may be their tonnage,
are nothing more than platforms for carrying artillery.
The only mode by which to judge of the strength of the
two vessels is in comparing their armaments ; and herein
we find the equality of the antagonists as fully exemplified
as in the respective proportions of their hulls and steam
power. The armaments of the Alabama and Keanarge
were as follows :
Armament of the Alabama. Armament of the Keartarge.
One 7-inch Blakely rifle Two 11-inch smooth-bore guns
One 8-inch smooth-bore 68 pounder One 30 pounder rifle
Six 32 pounders Four 32 pounders
It will therefore be seen that the Alabama had the ad-
vantage of the Kearsarge at least in the number of her
guns, while the weight of the latter's broadside was only
some twenty per cent, greater than her own. This dis-
parity, however, was more than made up by the greater
rapidity of the Alabama's firing, and, above all, by the
superiority of her artillery-men. The Times informs us
that Captain Semmes asserts "he owes his best men to
the training they received on board the Excellent ;" and
trained gunners must naturally be superior to the volun-
228 THE KEARSARGE ALABAMA BATTLE
teer gunners on board the Kearsarge. Each vessel fought
all her guns, with the exception in either case of one 32-
pounder on the starboard side ; but the struggle was
really decided by the two 11-inch Dahlgren smooth-bores
of the Kearsarge, against the 7-inch Blakely rifle and the
heavy 68-pounder pivot of the Alabama. The Kearsarge
certainly carried a small rifled 30-pounder in pivot on her
forecastle, and this gun was fired several times before the
rest were brought into play, but the gun in question was
never regarded as other than a failure, and the Ordnance
Department of the United States Navy has given up its
manufacture.
Great stress has been laid upon the chain-plating of the
Kearsarge, and it is assumed by interested parties that but
for this armour the contest would have resulted different-
ly. A pamphlet published in the city of London, entitled
"The Career of the Alabama" makes the following state-
ments : "The Federal Government had fitted out the
Kearsarge, a new vessel of great speed, iron-coated, etc."
(page 23). "She, the Kearsarge, appeared to be tempo-
rarily plated with iron chains" (page 38). (In the pre-
vious quotation it would appear she had been so plated by
the Federal Government ; both statements are absolutely
incorrect, as will shortly be seen.) "It was frequently
observed that shot and shell struck against the side of the
Kearsarge and harmlessly rebounded, bursting outside and
doing no damage to the Federal crew. Another advan-
tage accruing from this was that it sunk her very low in
the water, so low, in fact, that the heads of the men who
were in the boats were on the level of the Kearsarge's
deck (page 39). As before observed, the sides of the
Kearsarge were trailed all over with chain cable " (page
41).
The author of the pamphlet in question has judiciously
refrained from giving his name. A greater number of
more unblushing misrepresentations never were contained
in an equal space. In his official report to the Confeder-
ate Envoy, Mr. Mason, Captain Semmes makes the fol-
lowing statements :
"At the end of the engagement it was discovered by
BY FRANCIS B. C. BRADLEE 229
those of our officers who went alongside the enemy's ship
with the wounded, that her midship section on both sides
was thoroughly iron-coated, this having been done with
chain constructed for the purpose, placed perpendicularly
from the rail to the water's edge, the whole covered over
by a thin outer planking, which gave no indication of the
armor beneath. This planking had been ripped off in
every direction by our shot and shell, the chain broken
and indented in many places, and forced partly into the
ship's side. She was most effectually guarded, however,
in this section from penetration. The enemy was heavier
than myself, both in ship, battery and crew, but I did not
know until the action was over that she was all iron-
clad."
As soon as Captain Semmes reached the Deerhound the
yacht steamed off at full speed towards Southampton, and
Semmes wrote his report of the fight either in England or
on board the English vessel. Probably the former, for
he dates his communication to Mr. Mason, "Southampton,
June 21, 1864." How did he obtain intelligence from
those of his officers who went alongside the enemy's ship,
and who would naturally be detained as prisoners of war ?
It was impossible for anybody to reach Southampton in
the time specified ; nevertheless he did obtain such in-
formation. One of his officers, George T. Fullam, an
Englishman, unfortunately came to the Kearsarge in a
boat at the close of the action, representing the Alabama
to be sinking, and that if the Kearsarge did not hasten to
get out boats to save life, the crew must go down with
her. Not a moment was to be lost, and he offered to go
back to his own vessel to bring off prisoners, pledging his
honor to return when the object was accomplished. After
picking up several men struggling in the water, he steered
directly for the Deerhound, and on reaching her actually
cast his boat adrift. It was subsequently picked up by
the Kearsarge. Fullam's name appears amongst the list
of saved by the Deerhound, and he, with others of the
Alabama's officers who had received a similar permission
from their captors, and had similarly broken their troth,
of course gave the above information to their veracious
captain.
230 THE KEARSARGE ALABAMA BATTLE
The chain-plating of the Kearsarge was decided upon
in this wise : The vessel lay off Fayal towards the latter
part of April, 1863, on the lookout for a notorious block-
ade-runner named the Juno. The Reartarge was short
of coal and fearing some attempts at opposition on the
part of her prey, the executive officer of the sloop, Lieuten-
ant Commander James S. Thornton suggested to Captain
Winslow the advisability of hanging her spare anchor-
cable over her sides, so as to protect her midship section.
Mr. Thornton had served on board the flagship of Admiral
Farragut, the Hartford, when she and the rest of the Fed-
eral fleet ran the forts of the Mississippi to reach New
Orleans, and he made the suggestion at Fayal through
having seen the advantage gained by it on that occasion.
I now copy the following extract from the log-book of
the Kearsarge :
Horta Bay, Fayal, May 1st, 1863.
From 8 to Merid. Wind, E. N. E. (F. 2). Weather, b. c. Strapped,
loaded and fused (5 sec fuse), 13 11-inch shell. Commenced armor
plating ship, using sheet chain. Weighed kedge anchor.
Signed, E. M. STODDARD, Acting Master.
This operation of chain-armoring took three days, and
was effected without assistance from the shore and at an
expense of material of seventy-five dollars. In order to
make the addition less unsightly, the chains were boxed
over with inch-deal boards, forming a case or box, which
stood out at right angles from the vessel's sides. This
box would naturally excite curiosity in every port where
the Keararge touched, and no mystery was made as to
what the boarding covered. Captain Semmes was per-
fectly cognizant of the entire affair, notwithstanding his
shameless assertion of ignorance ; for he spoke about it
to his officers and crew several days prior to the 19th of
June, declaring that the chains were only attached together
with rope-yarns and would drop into the water when
struck with the first shot. I was so informed by his own
wounded men, lying in the naval hospital at Cherbourg.
Whatever might be the value for defence of this chain-
plating, it was only struck once during the engagement,
so far as I could discover by a long and close inspection.
BY FRANCIS B. C. BRADLEE 231
Some of the officers of the Kearsarge asserted to me that it
was struck twice, while others deny that declaration; in one
spot, however, a 32-pounder shot broke in the deal-cover-
ing and smashed a single link, two-thirds of which fell
into the water.
Had the cable been struck by the rifled 120-pounder
instead of by a 32, the result might have been different,
but in any case the damage would have amounted to noth-
ing serious, for the vessel's side was hit five feet above
the water line and nowhere in the vicinity of the boilers
or machinery. Captain Semmes evidently regarded this
protection of the chains as little worth ; for he might
have adopted the same plan before engaging the Kear-
sarge, but he confined himself to taking on board one
hundred and fifty tons of coal as a protection to his boil-
ers, which, in addition to the two hundred tons already in
his bunkers, would bring him pretty low in the water.
The Kearsarge, on the contrary, was deficient in her coal,
and she took what was necessary on board during her stay
at Cherbourg.
The quantity of chain used on each side of the vessel
in this much-talked-of armoring is only one hundred and
twenty fathoms, and it covers a space amidships of forty-
nine feet six inches in length by six feet two inches in
depth. The chain, which is single, not double, was and
is stopped by eye-bolts with rope-yarn and by iron clogs.
Is it reasonable to suppose that this plating of one and
seven-tenths inch iron (the thickness of the links of the
chain) could offer serious resistance to the heavy 68-
pounder and the 7-inch Blakely rifle of the Alabama, at
the comparatively close range of seven hundred yards ?
What, then, becomes of the mistaken remark of the Times
that the Kearsarge was provided, as it turned out, with
some special contrivances for protection, or Semmes'
declaration that she was iron-clad ?
The "Career of the Alabama" in referring to this
chain-plating, says: "Another advantage accruing from
this was that it sank her very low in the water, so low, in
fact, that the heads of the men who were in the boats
were on the level of the Kearsarge ' deck." It is simply
232 THE KEAKSARQE ALABAMA BATTLE
ridiculous to suppose that the weight of two hundred and
forty fathoms of chain could have any such effect upon a
vessel of one thousand tons' burden, whilst, in addition,
the cable itself was part of the ordinary gear of the ship.
Further, the Kearsarge was deficient in seventy tons of
coal of her proper supply at the time of action, while the
Alabama had three hundred and fifty tons on board.
The objection that the Alabama was short-handed does
not appear to be borne out by the facts of the case, while
on the other hand a greater number of men than were
necessary to work the guns and ship would be more of a
detriment than a benefit to the Kearsarge. The latter
vessel had twenty-two officers on board and one hundred
and forty men ; the Alabama is represented to have had
only one hundred and twenty in her crew (Mr. Mason's
statement) ; but if her officers be included in this num-
ber, the assertion is obviously incorrect, for the Kearsarge
saved sixty-seven, the Deerhound forty-one, and the French
pilot boats twelve, and this without mentioning the thir-
teen accounted for as killed and wounded and others who
went down with the ship. If Captain Semmes' repre-
sentations were correct in regard to his being short-
handed, he certainly ought not to be trusted with the
command of a vessel again, however much he may be
esteemed by some parties for his Quixotism "in chal-
lenging an antagonist (to use his own words) heavier
than myself both in ship, battery and crew."
The assertion that the Alabama was unprepared is
about as truthful as the other representations, if we may
take Captain Semmes' report and certain facts in rebut-
ting evidence. The captain writes to Mr. Mason : "I
cannot deny myself the pleasure of saying that Mr. Kell,
my first lieutenant, deserves great credit for the fine condi-
tion in which the ship went into action." But if Captain
Semmes was right in the alleged want of preparation, he
himself is alone to blame. He had ample time for protecting
his vessel and crew in all possible manners ; he, not the
Kearsarge, was the aggressor, and but for his forcing the
fight the Alabama might still be riding inside Cherbourg
breakwater. Notwithstanding the horrible cause for which
THE CONFEDERATE STATES STEAMER "ALABAMA 1
From the painting by Walters
THE UNITED STATES SLOOP-OF-WAR " KEARSARGE "
BY FRANCIS B. C. BBADLEE
he was struggling, and the atrocious depredations he has
committed upon helpless merchantmen, we can still ad-
mire the daring he evinced in sallying forth from a secure
haven and gallantly attacking his opponent, but when he
professes ignorance of the character of his antagonist,
and unworthily attempts to disparage the victory of his
foe, we forget all our first sympathies, and condemn the
moral nature of the man, as he has forced us to do his
judgment. Nor must it be forgotten that the Kearsarge
has had fewer opportunities for repairs than the Alabama,
and that she has been cruising around in all seas for a
much longer period than her antagonist. The Alabama,
on the contrary, had lain for many days in Cherbourg,
and she only steamed forth when her captain supposed
her to be in at least as good a condition as the enemy.
Finally, the challenge to fight was given by the Ala-
bama to the Kearsarge, not by the Kearsarge to the Ala-
bama. The "Career of the Alabama" above referred to,
makes the following romantic statement :
"When he (Semmes) was challenged by the commander
of the Ifearsarge, everybody in Cherbourg, it appears,
said it would be disgraceful if he refused the challenge,
and this, coupled with his belief that the Keanarge was
not so strong as she really proved to be, made him agree
to fight."
The "Career of the Alabama" gives a letter from her
surgeon addressed to a gentleman in the city of London.
The letter reads as follows :
CHERBOURG, June 14, 1864.
DEAR TRAVERS:
Here we are. I send this by a gentleman coining to London. An
enemy is outside. If she only stays long enough, we go out and
fight her. If I live, expect to see me in London shortly. If I die,
give my best love to all who know me.
If Monsieur A. de Caillet should call on you, please show him
every attention.
I remain, dear Travers, ever yours,
D. H. LLEWELLYN.
There were two brave gentlemen on board the Alabama
poor Llewellyn, who nobly refused to save his own life
234 THE KBARSAKGB ALABAMA BATTLE
by leaving his wounded, and a young lieutenant, Mr.
Joseph Wilson, who honorably delivered up his sword on
the deck of the Kearsarge, when the other officers threw
theirs into the water.
The most unanswerable proof of Captain Semmes
having challenged the commander of the Kearsarge is to
be found in the following letter addressed by him to the
Confederate consul, or agent, at Cherbourg.
After the publication of this document, it is to be
hoped we shall hear no more of Captain Winslow's having
committed such a breach of discipline and etiquette as
that of challenging a rebel against his government.
C. S. S. ALABAMA, CHERBOURG, June 14, 1864.
To AD. BONFILS, ESQ., Cherbourg:
SIR: I hear that you were informed by the United States consul
that the Kearsarge was to come to this port solely for the prisoners
captured by me, and that she was to depart in twenty-four hours.
I desire you to say to the United States consul that my intention is
to fight the Eearsarge as soon as I can make the necessary arrange-
ments. I hope these will not detain me more than until to-morrow
evening, or after the morrow morning at farthest. I beg she will
not depart before I am ready to go out.
I have the honor to be,
Very respectfully, your obedient servant,
B. SEMMES, Captain.
Numerous facts serve to prove that Captain Semmes
had made every preparation to engage the Kearsarge, and
that widespread publicity had been given to his intention.
As soon as the arrival of the Federal vessel was known
at Paris, an American gentleman of high position came
down to Cherbourg, with instructions for Captain Wins-
low ; but so desirous were the French authorities to pre-
serve a really honest neutrality, that permission was only
granted to him to sail to her after his promising to return
to shore immediately on the delivery of his message.
Once back in Cherbourg, and about to return to Paris,
he was advised to remain over night, as the Alabama
intended to fight the Kearsarge next day (Sunday). On
Sunday morning an excursion train arrived from the
capitol, and the visitors were received at the terminus of
BY FRANCIS B. C. BRADLEE 285
the railway by the boatmen of the port, who offered them
boats for the purpose of seeing a genuine naval battle,
which was to take place during the day. Turning such a
memorable occurrence to practical uses, Monsieur Rondin,
a celebrated photographic artist on the Place d'Armes at
Cherbourg, prepared the necessary chemicals, plates and
camera, and placed himself on the summit of the old
Church tower, which the whilom denizens of Cherbourg
had very properly built in happy juxtaposition with his
establishment. I was only able to see the negative, but
that was quite sufficient to show that the artist had ob-
tained a very fine view indeed of the exciting contest.
At the expiration of one hour and two minutes from
the first gun, the Alabama hauled down her colors and
fired a lee gun (according to the statements of her officers),
in token of surrender. Captain Winslow could not, how-
ever, believe that the enemy had struck, as his own vessel
had received so little damage, and he could not regard his
antagonist as much more injured than himself ; and it was
only when a boat came off from the Alabama that her
true condition was known. The 11-inch shell from the
Kearsarge, thrown with fifteen pounds of powder at seven
hundred yards' range, had gone clean through the star-
board side of the steamer, bursting in the port side and
tearing great gaps in her timber and planking. This was
plainly obvious when the Alabama settled by the stern
and raised the fore part of her hull high out of water.
The Kearsarge was struck twenty-seven times during
the conflict, and fired in all one hundred and seventy-
three (173) shots. These were as follows :
Shots Fired by the Kearsarge.
Two 11-inch guns 55 shots
Rifle on forecastle 48 "
Broadside 32-pounders 60 "
12-pounder boat-howitzer 10 "
Total 173 "
The last named gun performed no part whatever in
sinking the Alabama, and was only used in the action to
236 THE KEARSAEGE ALABAMA BATTLE
create laughter among the sailors. Two old quartermas-
ters, the two Dromios of the Kearsarge, were put in
charge of this gun, with instructions to fire when they
received the order. But the two old salts, little relishing
the idea of having nothing to do while their messmates
were so actively engaged, commenced peppering away
with their pea-shooter of a piece, alternating their dis-
charges with vituperation of each other. This low com-
edy by-play amused the ship's company, and the officers
good-humoredly allowed the farce to continue until the
single box of ammunition was exhausted.
The Kearsarge was struck as follows :
One shot through starboard quarter, taking a slanting
direction aft, lodging in the rudder post. This shot was
from the Blakely rifle. One shot, carrying away star-
board lifebuoy. Three 32-pounder shots through port
bulwarks, forward of mizzen-mast.
A shell, exploding after end of pivot port. A shell,
exploding after end of chain-plating. A 68-pounder shell,
passing through starboard bulwarks below main-rigging,
wounding three men.
A Blakely rifle shell, passing through the engine room
skylight, and dropping harmlessly into the water beyond
the vessel. Two shots below plank-sheer, abreast of boiler-
hatch. One, forward pivot port plank-sheer. One, forward
foremast rigging. A shot, striking launch's spring-lift.
A rifle shell, passing through funnel, bursting, without
damage, inside. One, starboard forward main-shroud.
One, starboard after shroud, maintopmast rigging. One,
maintopsail tie. One, maintopsail outhaul. One, main-
topsail runner. Two, through port quarter boat. One,
through spanker (furled). One, starboard forward shroud,
mizzen rigging. One, starboard mizzen-topmast backstay.
One, through mizzen peak signal halyards, which cut the
stops when the battle was nearly over, and for the first
time let loose the flag to the breeze.
This list of damages received by the Keartarge proves
the exceedingly bad fire of the Alabama, notwithstanding
the number of men on board the latter belonging to the
"Naval Reserve" and the trained hands from the gunnery
BY FRANCIS B. C. BBADLEE 237
ship Excellent. I was informed by some of the paroled
prisoners on shore at Cherbourg that Captain Semmes
fired rapidly at the commencement of the action, "in
order to frighten the Yankees," nearly all the officers and
crew being, as he was well aware, merely volunteers from
the merchant service. At the expiration of twenty min-
utes after the Keanarge discharged the first broadside,
continuing the battle in a leisurely, cool manner, Semmes
remarked : "Confound them ; they've been fighting twenty
minutes, and they're as cool as posts."
From the time of her first reaching Cherbourg until she
finally quitted the port, the Keanarge never received the
slightest assistance from shore, with the exception of that
rendered by a boiler-maker in patching up her funnel.
Every other repair was completed by her own hands, and
she might have crossed the Atlantic immediately after the
action without difficulty. So much for Mr. Lancaster's
statement that "the Keanarge was apparently much dis-
abled."
The first accounts received of the action led us to sup-
pose that Captain Semmes' intention was to lay his vessel
alongside of us, and to carry her by boarding. Whether
this information came from the captain himself, or was
made out of "whole cloth" by some of his admirers, I do
not know. The idea of boarding a vessel under steam,
unless her engines, or screw, or rudder be disabled, is
manifestly ridiculous. The days of boarding are gone by,
except under the contingencies above stated ; and any
such attempt on the part of the Alabama would have been
attended with disastrous results to herself and crew. To
have boarded the Kearsargt, Semmes must have possessed
greater speed to enable him to run alongside of her ; and
the moment the pursuer came near her victim, the latter
would shut off steam, drop astern in a second of time,
sheer off, discharge her whole broadside of grape and
canister, and rake her antagonist from stem to stern. Our
pro-Southern sympathizers really ought not to make their
protege appear ridiculous by ascribing to him such an
egregious intention.
The Kearsarge had three men wounded by the same shot,
a 68-pounder,which passed through the starboard bulwarks
238 THE KBARSAEGE ALABAMA BATTLE
below main-rigging, narrowly escaping the after 11-inch
pivot gun. The fuses employed by the Alabama were
villainously bad, several shells having lodged in the Kear-
sarge without taking effect. Had the 7-inch rifle shot
exploded, which entered the vessel at the starboard quar-
ter, raising the deck by its concussion several inches
and lodging in the rudder-post, the action might have
lasted some time longer. It would not, however, have
altered the result, for the casualty occurred toward the
close of the conflict. The officer in charge of the piece
informed me that the concussion actually raised the gun
and carriage ; and, had it exploded, many of the crew
would have been injured by the fragments and splinters.
Among the incidents of the fight, the limes relates that
an 11-inch shell from the Kearsarge fell upon the deck of
the Alabama, and was immediately taken up and thrown
overboard. Probably no fight ever occurred in modern
times in which somebody didn't pick up a live shell and
throw it out of harm's way ; but we may be permitted to
doubt in this case. Five-second fuses take effect some-
what rapidly ; the shot weighs considerably more than a
hundred weight, and is uncomfortably difficult to handle.
Worse than all for the probabilities of the story, fifteen
pounds of powder never more nor less were used to
every shot fired from the 11-inch pivots, the Kearsarge
only opening fire from them when within eight hundred
yards of the Alabama. With fifteen pounds of powder
and fifteen degrees of elevation, I have myself seen these
11-inch Dahlgrens throw three and one-half miles ; and
yet we are asked to credit that, with the same charge, at
less than half a mile, one of the shells fell upon the deck
of the Alabama. There were eleven marines in the crew
of the Kearsarge ; probably the story was made for them.
Captain Semmes makes the following statement in his
official report:
"Although we were now but four hundred yards from
each other, the enemy fired upon me five times after ray
colors had been struck. It is charitable to suppose that
a ship of war of a Christian nation could not have done
this intentionally."
BY FRANCIS B. C. BRADLEE 239
A very nice appeal, after the massacre of Fort Pillow,
especially when coming from a man who had spent the
previous two years of his life in destroying unresisting
merchantmen.
The captain of the Kearsarge was never aware of the
Alabama having struck until a boat put off from her to
his own vessel. Prisoners subsequently stated that she
had fired a lee gun, but the fact was not known on board
the Federal ship, nor that the colors were hauled down
in token of surrender. A single fact will prove the
humanity with which Captain Winslow conducted the
fight. At the close of the action his deck was found to
be literally covered with grape and canister, ready for
close quarters ; but he had never used a single charge of
all this during the contest, although within capital range
for employing it.
Captain Semmes put in the custom house the following
valuables : 88 kilo. 700 gr. of gold coin, 6 gr. of jewelry
arid set diamonds, 2 gold watches.
What, then, became of the pillage of a hundred mer-
chantmen, the chronometers, etc., which the Times de-
scribes as the "spolia opima of a whole mercantile fleet ?"
These could not be landed on French soil, and were not ;
did they go to the bottom with the ship herself, or are
they saved? Captain Semmes' preparations were ap-
parently completed on the 16th, but still he lingers behind
the famous breakwater, much to the surprise of his men.
The Deerhound arrives at length, and the preparations are
rapidly completed. How unfortunate that Mr. Lancaster
did not favor the Times with a copy of his log-book from
the 12th to the 19th of June inclusive.
The record of the Deerhound is suggestive on the morn-
ing of that memorable Sunday. She steams out from
behind the Cherbourg breakwater at an early hour, scouts
hither and thither, apparently purposeless, runs back to
her anchorage, precedes the Alabama to sea, is the soli-
tary and close spectator of the fight, whilst the Couronne
has the delicacy to return to port, and finally, having
picked up Semmes, thirteen of his officers and a few of
his men, steams off at fullest speed to Southampton, leav-
240 THE KEARSARGE ALABAMA BATTLE
ing the "apparently much disabled Kearsarge" (Mr. Lan-
caster's own words) to save two-thirds of the Alabama's
crew struggling in the water.
An English gentleman's yacht playing tender to a cor-
sair 1 No one will ever believe that Deerhound to be thor-
oughbred.
Officers of the U. <S. 5. Kearsarge.
John A. Winslow Captain
James S. Thornton 1st Lieutenant
John M. Browne Surgeon
John Adams Smith Paymaster
William H. Cushman Chief Engineer
James R. Wheeler Acting Master
Eben M. Stoddard ' "
David H. Sumner " "
William H. Badlam 2d Assistant Engineer
Fred. L. Miller 3d l "
Sidney L. Smith 8d " *
Henry McConnell 3d " "
Edward E. Freble Midshipman
David B. Sargent Paymaster's Clerk
S. E. Hartwell Captain's Clerk
Frank A. Graham Gunner
James C. Walton Boatswain
William H. Yeaton Acting Master's Mate
Charles H. Danforth " " "
EzraBartlett " " "
Officers of the Confederate State* Steamer Alabama.
Raphael Semmes Captain, Maryland
John Mclntosh Kell 1st Lieutenant, Georgia
Richard F. Armstrong 2d Lieutenant, Georgia
Josepk F. Wilson 3d Lieutenant, Florida
John Low 4th Lieutenant, England
(was not in the battle)
Arthur Sinclair 5th Lieutenant, Virginia
Irvine S. Bulloch Master, Georgia
Becket K. Ho well Lieutenant of Marines, Louisiana
Francis L. Gait Surgeon and Acting Paymaster, Virginia
David Herbert Llewellyn Assistant Surgeon, England
Miles J. Freeman Chief Engineer, England
Wm. F. Brooks 1st Asst. Engineer, South Carolina
MARINE GUARD OF THE " KEARSARGE "
CREW OF THE " KEARSARGE "
From a negative made the day after the Battle, and now owned in Cherbourg. France
BY FRANCIS B. C. BEADLEE 241
Matthew O'Brien 2d Asst. Engineer, Ireland
William Robertson 3d Asst. Engineer, England
Baron Maximilian von Meulnier Master's Mate, Prussia
Julius Schroeder " " "
James Evans Master's Mate, South Carolina
George T. Fulham Master's Mate, England
Thomas C. Cuddy Gunner, South Carolina
W. Breedlove Smith Captain's Clerk
Simeon W. Cummings 3d Assistant Engineer, Connecticut
John Pundt 3d Assistant Engineer, South Carolina
Wm. H. Sinclair Midshipman, Virginia
E. M. Anderson " Georgia
E. A. Maffitt " Georgia
Henry Alcott Sailmaker, England
There had been, also, another officer on the Alabama,
the paymaster, a man named Yonge. He seems to have
been a poor stick, a hard drinker, neglecting his duty, and
generally behaving in a most disreputable manner. While
the Alabama was at Kingston, Jamaica, Yonge deserted,
apparently to the satisfaction of all the other officers. A
Southerner born and bred, he owed to the flag an alle-
giance that was not to be expected of the men of the crew ;
these were mostly English (with a generous sprinkling of
ex-man-of-war's men among them), with a few Irish,
Danes, and one Russian or Finn.
When the Alabama went into commission on the high
seas near the Azores, on Sunday, August 24, 1862, and
Captain Semmes made a speech to the crew, he talked pre-
cisely as if he were commanding an English man-of-war.
He spoke of the glory won by British seamen, their
hatred of oppression, and told of the horrors of war as
waged by the North against the Confederacy, and indi-
cated the grand career before them. Here was Captain
Semmes, who had commanded a United States man-of-
war, addressing his crew as Englishmen, and urging
them to do their best to injure and disgrace his own
countrymen. No British officer would have done that, I
believe, under any circumstances.
BOXFORD TAX LISTS, 1711-1744.
COMMUNICATED BY SIDNEY PERLEY.
Adams, Isaac, 1735-1744.
Alexander, Francis, 1731.
Ames, Abner, 1731-1744.
Jacob, 1735, '36, '38-'44.
Jeremiah, 1732-1743. No poll,
1732.
John, 1711, '14-'16.
John, jr., 1714-1716.
Jonathan, 1735-1744.
Joseph, 1711, '14-'44.
Moses, 1740-1744.
Nathan, 1711, '14-'44.
Samuel, 1716.
Ammy, John, 1722-1728.
Andrews, James, 1742-1744.
John, 1711, '14-'22, '24-'26, '32-
'44. Double, '18, '40. Capt.,
'21. Cor. '32. Qu., '34-'41.
John, jr., 1711, '14-'17, '19-'21,
'23-'39 '41
John, 3d, 1722, '23, '27-'81.
Joseph, 1711, '14-'18.
Joshua, 1725-1744.
Oliver, 1722-1744.
Robert, 1711, '14-'44.
Thomas, 1711, '14-'44.
Thomas, jr., 1739-'41, '43, '44.
Archer, Benjamin, 1716-1720.
Atwood, Anthony, 1728-1736.
Capt., 1730, '31.
Averill, Paul, 1714-'21, '23-'28.
No poll, 1728.
Bacon, Retire, 1741-1744.
Bailey, John, 1736.
Baker, , Capt., 1716.
Jacob, 1736.
John, 1737-1744.
Joseph, 1737-1741. No poll,
1738-'40.
Thomas, 1740-1743. No poll.
Balch, Cornelius, 1714-'29, '38,
'39.
Mary, Widow, 1730-1739. No
poll, 1730-'32, '34, '36, '39.
Barker, Hannaniah, 1714-'21,'23-
'44. No poll, '28-'31, '33-'44.
John, 1714-'21, '23-44. No poll,
'28, '29, '31, '33-'44.
(242)
Barker, Samuel, 1717-'21, '24-'26.
Barry, John, 1714.
Becket, Francis, 1730, 1731.
Bennett, Stephen, 1743, 1744.
Stephen, jr., 1743, 1744.
Bixby, George, 1711, '14-'29.
Gideon, 1723-1744.
John, 1714-1739.
Jonathan, 1711, '14-'44.
Joseph, 1711, '14-'28.
Joseph, jr., 1711, '14-'24.
Joshua, 1718.
Nathan, 1714, 1716.
Thomas, 1725, 1726.
Black, Daniel, 1737-1744.
Edmund, 1722-1724.
James, 1711, '14-'21, '27, '28,
'30, '31.
Boyes, Samuel, 1738.
Bradford, Andrew, 1739-1741.
Robert, 1729-1782.
William, 1721-1743.
William, jr., 1737-1741.
Bridges, Edmund, 1711, '14-'17.
Josiah, 1711.
Brown, Aaron, 1717-1724.
Caleb, 1721-1742. Double, '29.
"Dea.," '38-'42.
Cornelius, 1711, '14-'38.
, Widow, 1725.
Moses, 1717, 1718.
Susanna, Widow, 1726.
Burbank, Asa, 1741-1744.
Caleb, 1711, '14-'29, '31-'44.
Daniel, 1732-1734.
Ebenezer, 1715, 1716.
Burnham, Nathan, 1736-1744.
Nathaniel, 1732-1744.
Nathaniel, jr., 1732-1744.
Buswell, John, 1711, '14-'44.
John, jr., 1729-1731.
Butman, Matthew, 1717, '18, '20-
'44.
Byles, James, 1740, 1741.
Camel, Ananias, 1738, 1739.
Capen, Nathaniel, 1725, '26, '32,
'37, '39-'43. No poll, '82, '37,
'40, '41, '43.
B OXFORD TAX LISTS
243
Carleton, George, 1728-1744.
"Ens.", '43, '44.
John, 1735-1744. No poll.
Thomas, 1721-'28, -30- 1 35, '37-
'44. No poll, '28, '30, '31,
'34, '35, '37-'44. "Dea.",
'43, '44.
Can-ill, Daniel, 1727, 1728.
John, 1724.
Nathaniel, 1711, '14-'29. Dou-
ble, '15.
Nathaniel, jr., 1716, '18-'23.
, Widow, 1724.
Priscilla, Widow, 1725.
Samuel, 1715-1721.
Caves, Thomas, 1711, '14-'21, '23,
'24, '26-'28. No poll, '28.
Chadwick, David, 1737-1743.
Edmund, 1724-1728, '30-'44. No
poll, '30, '31,'33-'44.
Ephraim, 1731, '32, '35-'44.
John, 1711, '14-'44.
John, jr., 1742-1744.
Jonathan, 1727, '28, '30-'44. No
poll, '30, '31, '35-'44.
, Widow, 1714-1720, '23.
Mary, Widow, 1721.
Thomas, 1735-1744.
Chambers, John, 1728, '30-'34,
'36-'38.
Chapman, John, 1711, '21-'36.
John, jr., 1736.
William, 1711, '14-'16.
Chumbo, Ceasar, 1738.
Clark, Humphrey, 1715-1717.
James, 1733-1736.
Thomas, 1734.
William, 1711, 1714-'34, '36. No
poll, '30.
Clough, Daniel, 1737-1744.
Cogswell, Nathaniel, 1731-1738.
Cole, Daniel, 1724, 1725.
Jonathan, 1721-'36, '4l-'44.
Double, '28.
Jonathan, 1721-1744.
Samuel, 1717-1744.
Samuel, jr., 1738-1744.
Samuel, 3d, 1742.
Cowdry, Mathias, 1721-1723.
Samuel, 1722, 1723.
Crook, John, 1738.
Crummy, William, 1723, 1731.
Cummings, Jacob, 1736-1744.
Thomas, 1711, 14-'44. Dou-
ble, 1722.
Curtis, Ebenezer, 1732-1744.
, Widow, 1716, 1718.
Elizabeth, Widow, 1717-1719.
Ephraim, 1711, '14-'16, '18-'22.
James, 1711, '14-'44.
James, jr., 1732-1744.
John, 1733-1738.
Joseph, 1727-'32, '34-'44.
Joseph, jr., 1736-1744.
Zaccheus, 1711.
Zachariah, 1711, 1714.
Danford, Nathaniel, 1724.
Danielson, Prudence, Widow,
1744. No poll.
Robert, 1731-1736.
Densmore, John, 1731.
Dodge, David, 1725.
Isaac, 1733-1744. No poll, 1733.
Dorman, Elijah, 1743, 1744.
Ephraim, 1711, '14-'24, '32-39.
No poll, '39.
Jabez, 1711, '14-'17.
John, 1728-1744.
Martha, Widow, 1725-1744. No
poll, '39-'44.
Samuel, 1738-1744.
Timothy, 1711, '14-'39. No
poll, '35.
Dresser, Daniel, 1734-1741.
Nathan, 1735-1744.
Dwinnell, Joseph, 1716.
Elliot, Francis, 1711, '14-'29.
Francis, jr., 1714-1729.
Thomas, 1722-1729.
Emery, Stephen, 1743, 1744.
Endicott, Benjamin, 1711, '14-
'34. No poll, '28-'30.
Widow, 1711, '14-'16.
Grace, Widow, 1737-1744. No
poll, '38-'44.
Zerubabel, 1716-1736. No poll,
'28-'31, '36,
Esty, Jacob, 1740-1744.
Felch, , Dr. , 1727, 1728. No
poll, '28.
Daniel, Dr., 1723-1726.
Fisk, Abigail, Widow, 1725-1728.
John, 1711, '14-'31, '33-'39.
Samuel, 1711, '14-'19, '37-M4.
Samuel, Estate of, 1720.
William, 1730-1741. No poll.
"Dea." '35-'41.
Flint, Thomas, Capt., 1714-1716,
'21.
244
BOXFORD TAX LISTS
Foster, Aaron, 1736-1744.
Abiel, Widow, 1733. No poll.
Amos, 1724-1726, '36.
Benjamin, 1721-1733, '37-'44.
Double, '22. "Dr.", '39, '43.
Benjamin, jr., 1723-1731.
David, 1726-1738.
Ephraim, 1711, '14-'26, '28. No
poll, '28.
Jeremiah, 1722-1744. "Ser.",
1737. "Lt.", '43, '44.
John, 1736-1744. No poll.
Jonathan, 1711, '14-'44. No
poll, '28-'31. Double, '20,
'23. "Dea.", '18-'20, '23-'29.
Jonathan, jr., 1718-1724.
Joshua, 1733-1744. No poll.
, Widow, 1714-1716, '18-'21.
Mary, Widow, 1717.
Oliver, 1740-1744.
Samuel, 1711. '14-'44.
Samuel, jr., 1727, '28, '31-'44.
Thomas, 1730-1732.
Timothy, 1711,'14-'44. "Dea.",
'19, '23-'26, '30-'44.
William, 1711, '39-'44.
Zebadiah, 1725-1744.
Frame, John, 1719-1721, '27, '28.
Gallop, Thomas, 1716, 1725.
Gare, Thomas, 1723-1733.
Gilbert, Benjamin, 1714.
Goodhue, Jonathan, 1726.
Goodridge, Benjamin, 1742-1744.
Samuel, 1724-1744.
Gould, Hubbard, 1741-1744.
John, 1711, '14-'44.
John, jr., 1739-1744. No poll.
Joseph, 1711, '14-'21, '2b-'44.
No poll, '28-'44. "Capt.",
'23-'44.
Moses, 1725.
Richard, 1744.
Samuel, 1711, '14-'44.
Samuel, jr., 1722, 1724.
Simon, 1740-1744. No poll,
'40-'42, '44.
Thomas, 1711, '14-'21, '23-'39.
No poll, '28-'31, '84-'39.
"Mr.", 1733.
Thomas, jr., 1736, '39-'44. No
poll.
Zaccheus, 1718, '23-'39. No
poll, '28-'31, '33-'35, '37-'39.
"Lt.", '30-'39.
Zaccheus, jr., 1739.
Gragg, Robert, 1737-'39, '41.
Hale, Abner, 1731-1744.
Ambrose, 1721-1733, '35-'42.
Jacob, 1717-1731.
John, 1738-1744.
Joseph, 1711, '14-'44. Double,
'25, '38-'40, '44. "Ens.",
'38, '39, '44. "Capt.", '30-
'44.
Joseph, jr., 1715-1738, '41-'43.
"Ens.", '43.
Thomas, 1737-1742, '44.
Hardy, Matthew, 1743.
Nathaniel, 1711, '14-'24.
Priscilla, Widow, 1726.
Prudence, Widow, 1725, '27,
'28.
Zachariah, 1734, '37, '38.
Hazelton.Richard, 1719-1726, '32-
'44. No poll, '35-'44. "Lt.",
'32-'44.
Robert, 1719, '20, '22, '23, '25,
'27, '28, '30-'44. No poll, '30,
'31, '33-'44. "Dea,", '32-'36,
'38- '44.
Robert, jr., 1721, '24, '26.
Hazen, Edward, 1711, '14-'44. No
poll. '41-'44.
Israel, 1725-1738.
Lt., 1711.
, John, 1711.
Samuel, 1721.
Thomas, 1711.
Henderson, Thomas, 1732. No
poll.
Hobbs, , Widow, 1718-1721.
Mary, Widow, 1723-1728. No
poll, 1728.
William, 1711, '15-'17.
Hovey, Abiah, 1742.
Abijah, 1741, '43, '44.
Daniel, 1731, '34-'41.
Ivory, 1740-1744. No poll.
"Dea.", 1740, '41. "Capt.",
'42-'44.
John, 1714-'21, '23-'39, '41-'44.
Double, '39. No poll, '33-
'36, '38, '39, '41-44.
John, senr, 1740, 1741. No
poll.
John, jr., 1733-'36, '38, '40- '44.
Joseph, 1735-1744.
Luke, 1711, '14-'44. "Serg.",
'26. "Ens.", '30- '44.
Luke, jr., 1731-1744.
Thomas, 1743, 1744. No poll,
'43.
Thomas, jr., 1743, 1744.
BOXFORD TAX LISTS
245
How, Benjamin, 1717, 1718.
John, 1711, '14-'29.
Mark, 1722.
Howard, Jonathan, 1742-1744.
Huckins, John, 1719.
lersons, Samnel, 1720.
lies, Elizabeth.Widow, 1731, '36-
'44. No poll, '31, '36-'38, '44.
Jacob, 1744.
John, 1744.
William, 1719-'28, '48, '44. No
poll, '28.
Ireland, Benjamin, 1741.
Jeffords, John, 1722-1726.
Jewett, Ezekiel, 1714-1744.
Joseph, 1737, 1738.
Thomas, 1711, '14-'31, '41-'44.
No poll, '28, '80, '31.
Kenney, Daniel, 1711, '14-'29.
Jonathan, 1711, '14-'17, '19-21.
Kilborn, David, 1711.
Killam, Abigail, Widow, 1739-
1744. No poll.
Benjamin, 1711.
Daniel, 1725.
Ebenezer, 1737-1744.
John, 1725-1739.
Samuel, 1714-1726.
Thomas, 1711, '14-'41. No poll,
'29. Double, '14-'16, '18, '19,
'21-'24.
Thomas, jr., 1717, '19- '21.
Kimball, Aaron, 1726-1744.
Amos, 1730-1744.
Ceaser, 1737.
David, 1724.
Ebenezer, 1721, 1722.
Ephraim, 1721-1744.
Ephraim, jr., 1742-1744.
Ephraim, 3d, 1743, 1744.
John, 1711, '14-'44. Double,
'11, '43. "Cor.", '18.
John, jr., 1714-1721.
Jonathan, 1711, 'l4-'26, '28-'44.
No poll, '41-44. Double, '41-
'44.
Jonathan, jr., 1721, '40, '41.
Moses, 1739-1744.
Nathan, 1729-1744.
Richard, 1711, '14-'44. No poll,
'34-'44. Double, '24-'28, '32,
'33, '35-'88, '40, '42-'44.
Triple, '39, '41. "Lt.", '33-
'40, '42-'44. "Capt.", '24-
'26.
Kimball, Richard, jr., 1730-'38,
'40-'44. No poll, '30, '31.
Robert(?), 1722.
Samuel, 1714.'16, '18-'23.
Samuel, jr., 1721.
Thomas, 1714-'16, '18-'20, '22,
'23, '27, '28, '33-'38. No
poll, '33-'38. "Capt.", '33-
'36. "Esq.", '37, '38.
Thomas, jr., 1717, '18, '20, '21,
'24, '26, '30-'32. No poll, '80,
'31.
Kinsman, Sarah, Widow, 1742-
1744. No poll.
Knowlton, William, 1730-1744.
Knox, Adam, 1722-1738.
William, 1727-1729.
Lacy, Lawrence, 1715-1718.
Ladd, Ezekiel, 1711, 1714.
, 1711.
Lahorse, Ann, 1734. No poll.
Ann, Widow, 1732, 1733.
Lakeman, Nathaniel, 1731-'33,
'38, '39. No poll, '38, '39.
William, 1732-1744.
Lawhorse, Ephraim, 1727-1731.
No poll, '28-'31.
Lawrence, 1714, '16, '21, '23-
'26.
LeFavour, John, 1744.
Lesslie, James, 1740, 1741.
Lurvey, Ebenezer, 1738.
William, 1737-'39, '41.
Marshall, John, 1741.
Martin, William, 1711, '16-'22.
McCrillis, John, 1738-1741.
William, 1738, 1739.
McFarson, Paul, 1732.
McPerson, William, 1737, 1738.
Middleton, Ebenezer, 1737-1744.
No poll, '39-'44.
William, 1722-1736. No poll,
1735, '36.
Moseley, Increase, 1711.
Nelson, David, 1732.
John, 1714, '16-'21.
Nichols, Edward, 1715-1729.
Osborne, John, 1722-1726.
Peabody, Abraham, 1739-1744.
Alice, Widow, 1741-1744. No
poll.
David, 1711, '14-'26. "Ens.,"
'25, '26.
Ephraim, 1711, '14-'32, '36-'39,
'41-'44. No poll, '32, '36-'39.
Frances, Widow, 1716.
246
BOXFOBD TAX LISTS
Peabody, Francis, 1743, 1744.
, Widow, 1711, '14-'16.
Double, '14-'16.
Hannah, Widow, 1715, '17-'21.
John, 1711, '15-'44. No poll,
'36, '39-'44. Double, '19, '20,
'35-'44.
John, jr., 1736-1744.
Jonathan, 1711, '14-'41.
Joseph, 1711, '14, '21, '40-'44.
Joseph, jr., 1711, 1717.
Mary, Widow, 1717-1726.
Nathan, 1714-'32, '36-'42. No
poll, '42. "Dea.," '30-'32.
Nathaniel, 1711, '14, '15.
Eichard, 1714-1733.
Samuel, 1727-1729.
Sarah, Widow, 1727-1733, '35.
No poll, '29, '35.
Stephen, 1711, '14-'44. "Corn.,"
'30, '33. "Cor.," '34. "Capt.,"
'35-44.
Thomas, 1728-1744.
Thomas, jr., 1739-1744.
William, 1736-1739.
Pearl, Richard, 1732, '34-'44. No
poll, '34-'38.
Perkins, Daniel, 1740-1744.
Israel, 1741-1744.
John, 1738, 1739. No poll.
John, Adm'r, 1737, 1738. No
poll, 1738.
Nathaniel, 1714-1744. "Ens.,"
'34. "Lt.," '36-'42. "Capt.,"
'43, '44.
Timothy, Ens., 1725, 1726.
Perley, Allen, 1741-1744. No
poll.
Amos, 1723-1744.
Asa, 1738-1744.
Deborah, Widow, 1730-1734.
No poll, '30, '31, '33, '34.
Francis, 1728-1744.
, Widow, 1725, '27, '28.
Hannah, Widow, 1726.
Isaac, 1711.
Jacob, 1711, '14-'44. "Lt.,"
'20, '23, '25, '27, '29-'36.
Jacob, jr., 1724-1736.
Jeremiah, 1711, '14-'44. Dou-
ble, '22. "Serg.," '25. "Lt.,"
'31-'33. "Capt.," '34-'44.
John, 1711, '14-'21, '29.
Moses, 1731-1744.
Nathan, 1729-1739.
Perley, Nathaniel, 1711, '14-'28.
Triple, '23.
Stephen, 1718-'21, '23, '24, '40,
'41. No poll, '41.
Thomas, 1711, '14-'44. Double,
'18, '19, '21-'39. Triple, '20.
"Lt.," '20, '25-'39. "Capt.,"
'20, '25-'44.
Thomas, jr., 1711, '14-'17, '34,
'36, '40-'44.
Thomas, 3d, 1733, '35-'39.
Timothy, 1711, '14-'17.
Perry, Matthew, 1716, '17, '25.
Richard, 1744.
Person, William, 1741.
Pharsons, Joseph, 1742.
Pickard, Samuel, 1711, '14-'44.
"Qu.," '37, '41.
Samuel, jr., 1736-1744.
Thomas, 1714-1744.
Finder, Theophilus, 1722-1744.
No poll, '43.
Porter, Benjamin, 1716-'29, '32-
'44. No poll, '32.
Moses, 1741-1744.
Samuel, 1734.
Presson, William, 1741.
Prichard, Paul, 1737, '38, '40-
'44.
Putnam, Edward, 1711, '14-'21,
'23-'28. No poll, '28. Dou-
ble, '24. "Dea.," '14, '21,
'24.
Edward, jr., 1714-'17, '21.
Eliezer, 1711, '14-'21, '23-'28.
No poll, '28.
James, 1714-'17, '21.
Seth, 1718, 1721.
Ramsdell, John, 1711.
Nathaniel, 1723.
Timothy, 1711, '14-'23.
Read, Samuel, 1730.
Redington, Abraham, 1711.
Thomas, 1714-1744. "Dea.,"
'34, '36-'44.
Richardson, James, 1716-1720.
Robinson, Dean, 1714-'21, '23-
'44. No poll, '28-'31, '35-'44.
Joseph, 1733, '36, '38, '39, '41.
No poll.
Joseph, jr., 1739, '40, '42-'44.
No poll, '43, '44.
Thomas, 1721.
BOXFORD TAX LISTS
247
Rogers, Benjamin, 1735-1744.
Nathaniel, 1744. No poll.
Runnells, Samuel, 1735-1744.
No poll.
Stephen, 1729-1744.
Russell, Jonathan, 1717.
Scales, James, 1718-'20, '25-'41.
Nathan, 1737.
Seeton, Andrew, 1740, 1741.
John, 1730-1736. No poll, '32.
Sessions, Josiah, 1716, '21, '23.
Samuel, 1714-'21, '23-'26, '32-
'44. No poll, '33-'41, '43,
'44.
Shaw, Joseph, 1715, 1716.
Sherwin, Ebenezer, 1711, '26-'44.
Jonathan, 1726-1744. No poll,
'28.
, Widow, 1716, '18, '22,
'25.
Susanna, Widow, 1723, 1724.
Shumway, Peter, 1711, 1714.
Simmons, Joseph, 1743, 1744.
Smith, Abijah, 1733, 1735.
Elias, 1716-1744. No poll, '28,
'30.
Ephraim, 1711, '14-'44.
Ephraim, jr., 1721-1723.
Jacob, 1711, '14-'44. "Serg."
'32 '33
John' 1719, '20, '28-'44.
Joseph, 1735, 1736.
Moses, 1739-1743.
Nathan, 1732-'36, '40-'42.
Samuel, 1711, '14-'18, '25, '40-
'44. No poll, '41-'44.
William, 1711, '14-'26, '29-'44.
Snelling, Mark, 1744.
Spofford, Samuel, 1714, '16-'44.
Thomas, 1711, '14-'16.
Stanley, Mary, Widow, 1725-
1728.
Samuel, 1717-1724, '29-'44.
Start, George, 1744.
Stevens, Thomas, 1726, '30-'36.
No poll, '30.
Stewart, James, 1711, '14-'24.
John, 1722-1731.
Solomon, 1721.
Walter, 1722-1725.
William, 1733-1739.
Stickney, Jonathan, 1729-1744.
Joseph, 1728-1744.
Stiles, Benjamin, 1738-1744.
Elizabeth, Widow, 1719.
Stiles, Ephraim, 1730-1741.
Ezra, 1737-1744.
Gideon, 1733-1736.
Jacob, 1724, 1725.
John, 1711, '14-'27, '29-'44.
John, jr., 1714-'21, '23-'32.
, Widow, 1714, 1715.
: , jr., Widow, 1715.
Richard, 1743.
Robert, 1711, '14-'18.
Samuel, 1711.
Timothy, 1711, '14-'44.
Stone, Benjamin, 1742.
Symonds, Jacob, 1736-1738.
John, 1711, '14-'44.
Joseph, 1711, '14-'44.
Nathaniel, 1714-'34, '36-'44.
Samuel, 1711, '14-'29, '37, '38.
Double, '15, '17-'19, '21.
Samuel, jr., 1711, '14-'16, '20.
Thomas, 1736-1739.
Tapley, Samuel, 1730-1736.
Thurston, Gideon, 1738, 1739.
Town, Nathan, 1728-1730.
Trigger, Israel, 1730, 1731. No
poll.
Tyler, Abner, 1736-1744.
Asa, 1730-1736.
David, 1732-1744.
Ebenezer, 1711, '14-'42.
Gideon, 1736-1744.
Job, 1711, 14-'44.
Job, jr., 1726-'31, '37-'39.
John, 1711, '14-'44. "Capt.",
'20, '25-'44.
Jonathan, 1711, '14-'29.
Moses, 1711, '14-'31. Double,
'23.
Moses, jr., 1722-1729.
Nathaniel, 1726, '30-'44. Dou-
ble, '35.
Richard, 1722-1744.
Ruth, Widow, 1732. No poll.
Samuel, 1721-1744.
William, 1723, 1724.
Walcott, Jonathan, 1714-1722.
Walker, Nathaniel, 1717.
, Widow, 1727, '28, '30-
'34. No poll, '30, '31, '33,
'34.
Rebecca, Widow, 1726.
Watson, T-^-, Widow, 1711.
Wheeler, John, 1718-1721.
White, George, 1717-1720.
Joseph, 1711, '14-'17.
248
BOXFOED TAX LISTS
White, Samuel, 1714.
Wildes, Zebulon, 1744.
Wilkins, Bray, 1711, '14-'29.
Henry, 1711, '14-'29.
Hezekiah, 1727-1729.
Nehemiah, 1711.
, Widow, 1714, '16-'21.
Susannah, Widow, 1715, '22-
'28. No poll, '28.
Thomas, 1711, '14-'29.
Thomas, jr., 1726.
Willis, Robert, 1718-1720.
Eobert, jr., 1718.
Wood, Aaron, 1741-1744.
Wood, Daniel, 1711, '14-'18, '28-
44. "Dea.", '18.
David, 1711, '14-'44. Double,
'34, '38. "Dr.", '25, '26, '28-
'36. "Esq.", '37-'43.
David, jr., 1731-'33, '35-'43.
Jacob, 1714-1731.
John, 1711, '14-'44.
Jonathan, 1737-1744.
Nathan, 1741-1744.
Solomon, 1743, 1744.
Woodbury, Benjamin, 1744.
Wooster, Francis, 1730-1733.
John, 1730-1744. "Dea.", 1737-
'44.
NOTE. Tax Lists for 1712 and 1713 are missing. After 1727,
unless otherwise stated, one poll is assessed to each tax-payer.
In and before that year the polls were not noted by the copyist.
CAPTAIN ISRAEL WILLIAMS
1771 - 1832
HISTORICAL COLLECTIONS
OF THE
ESSEX INSTITUTE
VOL. LVII OCTOBER, 1921 No. 4
THE ESSEX GUARDS.
COMPILED BY LT. COL. LAWRENCE WATERS JENKINS,
M. N. G., RETIRED.
INTRODUCTION.
The War of 1812 was very unpopular in Salem, with
800 men on the ocean, and several millions of dollars in
commerce imperilled. At a town meeting on June 22,
1812, a committee was chosen to draft a memorial to Con-
gress praying that the country might be saved from an
"unjust and ruinous war." 1 After the United States had
entered the war, the people of Salem did their duty faith-
fully, although at first perhaps not with the vigor which
they displayed when their shores were invaded. For three
years forty vessels, practically men-of-war, cruised from
this port, heavily armed and officered, and manned by as
skillful and brave navigators and seamen as were then
afloat. And this does not include over one hundred letter-
of-marque trading vessels that kept the sea and did some
fighting as well as trading. 2
The year 1814 was a specially trying one for New Eng-
land. Hitherto the more northerly coasts of the United
States had been very little molested by the British. Now
a system of petty invasions commenced, and were fol-
lowed by more serious operations. Early in June the
enemy commenced depredations on the coast of Massa-
'Osgood and Batchelder, Sketch of Salem.
Hard, D. H., History of Essex County.
(249)
250 THE ESSEX GUARDS
chusetts. Fort Lilly, at Gloucester, was armed ; Fort
Pickering, at Salem, and Fort Sewall, at Marblehead, were
strengthened and garrisoned by regular troops. 3 Fort Lee,
at Salem, was strengthened and garrisoned, and redoubts
were built and occupied at Hospital point, Salem, and
Hospital point, Beverly, by the militia.
Great excitement prevailed in this town, as well as
other towns along the seaboard, and a resolution was
passed by the General Court authorizing the Governor to
accept the services of any military corps, or of individu-
als, as volunteers.* These volunteers were organized,
armed and assigned to brigades of the militia as unattached
companies for home defence.
Of the militia of Salem at this period little is said in
the histories of Salem, or of the War of 1812, although
there were certainly upwards of nine companies, including
the volunteer organizations, and must have formed a very
considerable proportion of the male population, in the ab-
sence of the seamen on the privateers and letter-of-marque
vessels.
Among the volunteer companies was one called the
Essex Guards. The brief history of this home guard
company will be told through the medium of such con-
temporary records as are available at the present time,
prefaced by a few quotations showing the excited state of
the inhabitants, which must have far exceeded anything
of the kind prevailing at the time of the Spanish War or
the Great War.
The records of this company, for no doubt such were
kept, have not been found, and in order to show the vari-
ous duties performed by the organization excerpts have
been made from newspapers, diaries, manuscripts and
broadsides in the collections of the Essex Institute and
the Peabody Museum.
3 Lossing, B. J., Pictorial Field-Book of the War of 1812.
'Resolves of the Commonwealth of Massachusetts, passed at the
several sessions of the General Court, holden in Boston, beginning
26th May, 1812, and ending on the 2d March, 1815. Chap CXCI,
page 450.
Compare the above with: General Acts passed by the General
Court of Massachusetts, in the year 1917. Chap. 148, page 140. An
Act to provide for the organization of a home guard in time of war.
THE ESSEX GUARDS 251
LOCAL CONDITIONS IN 1814-1815.
June 9, 1814. After dinner we were alarmed about
the enemy, as two ships were off, a 74 & Frigate. A
Tender had passed within Misery Island & boats without
& pursued a schooner which put into Beverly shore &
there was burnt two miles below the town. The Inhab-
itants appeared & the cannon were brought upon the
Neck, but the enemy retired immediately.
June 10. The late event has roused the Government
in Boston. 5 The Governour has ordered two brass field
Boston, June 15th, 1814.
*Sir
By a Resolve of the Geni Court, I am directed to cause to be re-
moved the Gun House, Cannon, Carriages, &c., the property of this
Commonwealth, now in the Town of Salem, on Winter Island, so
called, to a more safe and convenient place in said Town.
You will please to contract with some suitable person or persons,
to remove the said house to a spot that Maj. Geni Hovey shall di-
rect. I think it would be convenient to place it near your present
Gun house.
You will have the Carriages & Waggons put in order without loss
of time, & inform me what implements, Harness, &c., remain, be-
longing to them, that are fit for service; what is wanting shall be
supplied as soon as the house is in readiness to receive them.
You will be prudent in your expenditures, & your Bills, if accom-
panied by proper vouchers, shall be paid at sight, by
Sir,
Yr Obt. Servt
Amasa Davis, Quart r Mas* 1 Geni
Jno Russell, Esq
Lt. Colo Commt Artillery, 1st B, 2* Div.
The Commonwealth of Massachusetts Dr. to John Russell.
To sundry expenditures, in the removal of the Commonwealth's
Gun-House from Winter-Island to Washington- Square in Salem,
and in the fitting for service a pair of Iron 12 pounders, agree-
ably to the orders of Amasa Davis, Esq., Quarter-Master Gen-
eral of the Militia of said Commonwealth,
viz
To Cash paid Honeycomb & Osborne, for the removal of the
Gnn-House, and putting the same in complete repairs,
as per Bill 155. . .
" Cash paid John Todd, for the removal of the Guns, &
sundries, as per bill 10. ..
" Cash paid A. Wendell, for repairing Wheels, &c., as per
bill 39. ..
" Cash paid J. Duncklee, for blacksmith's work on Gun
Carriages, as per bill 23.31
" Cash paid W. Luscomb, for painting Carriages and
Wagon, as per bill 12.62
252 THE ESSEX GUARDS
pieces & Ammunition. 6 Our M[ajor] Gen. has returned
from Court & has been upon the height & this night a
detachment of the Light Infantry will be upon guard. A
body of seamen has passed for Lake Ontario from Ports-
mouth in carriages. We have from every quarter the
most violent threatenings of the British, & the Bulwark,
74, off our port, has announced to some prisoners that the
British Government should not any longer admit the
lenient mode of warfare it at first adopted. Much stress
is laid upon internal divisions both at home & abroad.
Bentley Diary. 7
June 13. News has reached us of the destruction of
Vessels in & off Sandy Bay, Cape Ann, & of the entire
destruction of all the Vessels in Scituate. Beverly is not
a solitary example. In consequence we have a line of
posts along shore from Gloucester to Marblehead. This
is a specimen of the evil threatened us, for some persons
have been treated without mercy or decency. In Beverly
they have had a town meeting recommending a guard.
The same in Gloucester.
June 15. We have had burnings enough around us.
After that of Beverly & Manchester, at Scituate, & Co-
hasset on the south shore, & around Gloucester on the
east at Squam & Sandy Bay. They have not yet adven-
tured within reach of the guns of any fort at Salem,
Marblehead, Newbury, or Cape Ann. The number de-
stroyed exceeds twenty, chiefly coasters, the only property
of their owners. Some ships & some vessels of rich
To Cash paid J. Howard, for covering Wagon, as per bill. . 14.98
" Cash paid Elijah Fuller, for work, &c., as per bill 8.85
" Cash paid Jonathan Smith, for sundries for Ladles,
Spunges, &c., as per bill 4.. .
262.76
41 Jona Millet's Bill, for Harness, &c., 8 setts, for the Iron
12 pounders 146.24
" Jos. Eveleth's Bill, for Chain traces, &c., for Iron 12
pounders 27.50
436.50
Military 3fss., 1814-15.
"See note 17.
7 The Diary of William Bentley, D. D., 1784-1819. 4 vols. The
Essex Institute, 1905-14.
THE ESSEX GUARDS 253
owners. In consequence, the system of defence is adopted,
& proper town meetings have been held at Marblehead,
Beverly, & Gloucester. No submission at present appears,
& we conduct better as we are urged to our duty.
June 16. 50 men of the Militia began to break ground
in order to repair Fort Lee on Salem Neck.
June 17. Our working Militia, after cutting up the
turf of Fort Lee, left it in that state and went to Hospi-
tal point, on the point bel[ow] the Bar on Butt point &
watch House point & there raised a breastwork of two
feet, which they finished so as to give an entire form to
the breastwork & mounted one large travelling cannon on
it. This breastwork has four angles. The second is too
nigh the shore to leave room for a trench or sea defence.
It is however proof of great diligence.
June 20. This day the labour ' on the breastwork at
Hospital point was directed to stone work which was laid
one foot high on the side towards the ditch. The men
work cheerfully, as they are paid for their labour. They
go down after breakfast & return at sundown. A guard
for the night has no concern with the labourers.
June 27. Our men in a larger number & of a higher
character began again upon Fort Lee on the Neck &
greatly exceeded any labour which had been before be-
stowed. The guard has been doubled, & from 14 has
been enlarged to 30 men, & stationed on the wharves as
well as at the batteries & forts.
July 5. Our citizens continue their labours at Fort
Lee.
July 8. This day gives a precise form to the fort on
Neck Hill above the bar called Fort Lee. No platforms
are laid or barracks built, but a parapet is raised upon the
old works with a sufficient strength for present purpose.
The Hospital below is the place of the night Guard.
July 18. We had this day the news of the possession
of our Eastern Frontier by the British. The force was
such as the feeble garrison at Eastport could not resist.
We may now consider our State invaded, & the scruples
are entirely removed respecting the employment of our
Militia in the public service. The Circular calling the
Militia is said to be couched in unexceptionable terms.
254 THE ESSEX GUARDS
July 22. The Gate is up at Fort Lee & they are re-
pairing the Magazine. Le Hait at Salem Fort on Winter
Island is setting up a forge for hot shot, as Capt. Bayley
tells me has been done at his fort in Marblehead.
July 28. At sundown an alarm gun at Marblehead
answered by U. S. Fort at Salem. It proved that two
foreign vessels were passing for that port. Our night
guards still out. The Cadets did the military duty of
this night.
Aug. 1. We have begun our new military arrange-
ments by volunteers enlisted for several months service.
Some military jealousies & competitions arise. All are
under Gen. Dearborn, who commands the Eastern division
& has passed on his way to Maine. We have barracks
building in Fort Lee.
Aug. 2. We have the troops enlisted from other parts
of the country in town today. They appear good men &
in good spirits. Of the Troops which are upon the East-
ern Station, Capt. Mudge commands those from Lynn,
Capt. Williams those from Newbury Port, & Major In-
galls of Andover has the command of the whole.
Aug. 1 3. On the Neck this afternoon. Things as they
are. The Barracks are small at Fort Lee, but are finished.
The whole area is levelled with rotten rock, no platforms
& one 24 pounder. A regular guard, pay & rations, flag,
& powder magazine. The form of the fort as before.
At the Hospital between Watch House point & Butt
point or the bar, a redoubt with platforms & embrasures,
a guard at the hospital stationed, & Centinel boxes at the
hospital watch house point, at the remains of the old
Juniper fort and at Juniper point. On the Island is an
encampment of the detached men left here under Capt.
Mudge of Lynn. Their encampment is upon Abbot's
Hill, between Abbot's Cove & the Fort point, after pass-
ing the causey & on the left. About one hundred men
form this encampment facing the Cove toward Fort Pick-
ering. At Fort Pickering, belonging to U. S. A., is a
regular body of men under Capt. Greene & Lt. Earle.
The men are under good discipline, in good health &
able bodied men. In front of the fort is, on the right as
you stand at the Fort gate on the west side, a level ground
THE ESSEX GUARDS 255
for a parade, secured by a sea wall on the North side. On
the left upon the higher ground, where once stood an
unfinished breastwork, is a garden disposed in good order.
The fort commands only on the line of the shore upon
half a circle, but it is well covered by Fort Lee on the
northwest distant not half a mile. At the same distance
nearly is the redoubt at the hospital. The men all ap-
peared cheerful & willing, & in all respects well disposed
for their situation. Two English ships of war seen be-
yond the Islands, distance six miles.
Sept. 5. An alarm of the intended invasion of Salem
has been brought up from Halifax & it has made great
shaking. One of our families was displeased at a question
of the prudence of letting one of his family remove.
Another let his Brothers go. And a third thinks the
women & Children away, the men might stay behind. I
have been asked to use all influence to stop the frenzy. I
replied I should attempt it again only by example.
Sept. 9. We have the news that the enemy lodged at
Eastport, had landed & taken Castine. Salem will soon
be evacuated at the present rate. Under pretence of
taking care of their families & property, few men are
left.
Sept. 19. First Regimental review since the General
Orders 8 of the Governor.
Sept. 24. Our Artillery on the Common. Cadets en-
camped on the heights of the neck. Light Infantry, un-
der Capt. King, firing with their cannon at a target.
Exempts exercising their Cannon. The alarm was first
given at Beverly, but whether by intention or not, a ser-
geant of the detached men from Fort Lee came to Capt.
Ropes's company on the Neck, to which I attached myself,
& said he heard cries & every expression of distress. But
nothing appearing after news from Beverly, we retired &
slept the rest of the night undisturbed. Some said ships
were seen off. I was on the Neck till dark & in Capt.
White's tents & markees, & heard & saw nothing, but the
affirmations were strong. The women crouded together
in the streets.
Bentley Diary.
8 General Orders, Sept. 16, 1814. See page 272.
256 THE ESSEX GUARDS
Sept. 25, 1814. This morning about 1 o'clock the citi-
zens of this Town & others in the vicinity were alarm'd by
the setting fire to a barrel placed on the neck for that pur-
pose and discharging of cannon. The members of com-
panies in this Town turn'd out with the greatest alacrity.
The Reg't was formed and under marching orders in 40
minutes from the time of firing the alarm guns on the
common. 9
Sept. 26. Military daily exercises.
Sept. 28. A second alarm about 10 in the evening. We
were under arms till midnight & then dismissed as a false
alarm.
Sept. 29. This day as yesterday distinguished by the
Regimental muster. Indeed we are so continually within
the sound of the drum, that we could easily imagine our-
selves in a garrison.
Oct. 1. Yesterday for the first time I appeared & ex-
ercised with Capt. Ropes of the exempts of the artillery.
We have three Companies of the exempts under Captains
Ropes, Brown & Waters.
Oct. 4. Was the Brigade Review in Marblehead farms-
Oct. 18. Our friends from the Country begin to return.
The enemy have left the Chesapeake under pretense of
the prevailing sickness among them, but their insufficient
supplies & disappointments in everything seem to have
contributed to this apparent change of their policy. They
seem to despair of a successful landing this season in the
old State.
Nov. 1. Yesterday the Danvers Artillery left their
quarters in Beverly, & Fort Lee in Salem has been evac-
uated by the expiration of the term of enlistment of the
State troops. The regular troops at the Garrison on Win-
ter Island have no intercourse with the State troops, & do
not suffer them to enter their works, & in this they are
justified by the total absence of all military subordination.
I have seen the Captain talking with the men in the ranks
about which was the best way.
"Diary of Asa Lamson, Jr., 1814-1843. Manuscript. His father
was in the Essex Guards.
THE ESSEX GUARDS
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THE ESSEX GUARDS
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THE ESSEX GUAKDS
259
Feb. 13, 1815. This day the news of Peace reached
us. A flying post brought it from New York, with all
circumstances to confirm it the case could admit. Military
parade & martial music.
Feb. 23. The military of every name was upon parade.
Beniley Diary.
ORGANIZATION OF THE ESSEX GUARDS.
Essex Guards! Attention!
>* THE Subfcribers to the Company
of ESSEX GUA'RDS, arc hereby notified
to meet, at the Chamber over Mr. ROBERT
F. CUOUTMAN'S Store, THIS EVENING,
at 8 o'clock, to hear the report of their
Committee.
cy A punctual attendance is requefted, a*
balinef* of importance will be laid before
them. FtiDsr, May 13.
Salem Gazette, May 13,
MILITARY.
We understand the new and popular military company of ESSEX
GUARDS have obtained an act of incorporation as a volunteer
corps. We would suggest the importance of adopting a systematic
drill, as it is less difficult to commence with a correct system than to
improve an old and imperfect one. Gen. Maltry's system is sanc-
tioned by the Commander in Chief, and from the high estimation of
its author we should think it would be unhesitatingly adopted.
Salem Gazette, May 27, 1814.
DIVISION ORDERS.
Salem, June 4, 1814.
Lient. Col. John Russell
Sir:
In consequence of the acceptance, by his Excellency the Com-
mander in Chief, of the tender of services of a number of associates
of Salem, I am ordered to organize them into a Company without
260 THE ESSEX QUAKDS
delay; and they are ordered to meet at Stetson's Tavern in Salem
on the 7th inst., at 6 o'clock in the afternoon, for the purpose of
choosing their Officers. You are hereby ordered to meet with said
associates at the above named time and place, and preside at and
receive the votes for one Captain, one Lieutenant and one Ensign
for said Company, and make return without delay.
Amos Hovey, Maj. Gen. 2d Division M. M.
By order,
Ebem Bancroft, Aid-De-Camp.
Military Ms., 1814-15.
ESSEX GUARDS
This new Company of Light Infantry has been organized, and the
following officers elected 10 :
ISBAEL WILLIAMS," Captain;
JONATHAN P. SAUNDEBS, Lieutenant;
ROBEBT H. OSGOOD, Ensign.
This Company has VOLUNTEERED and tendered its services to
Governor STRONG in Defence of the Commonwealth, though we
never heard that it had, like some other people, said a single word
about "LIVES and FORTUNES and SACRED HONOUR."
Salem Gazette, June 17, 1814.
10 See illustration for Election Report.
"Israel Williams [1*771-1831] was a sea captain, with intervals on
shore. He was elected captain of one of the militia companies at
the reorganization of the regiment in 1801. In this capacity he dis-
played such an excellent "taste of his quality" as a skillful com-
mander, that he was elected captain of the Cadets, July 5th, 1802.
He entered on his new command with all the energy of his charac-
ter, and brought the Cadets up to a very high standard of excel-
lence. Being called to sea, he resigned the command of the Cadets
in 1805. During the War of 1812, a company, called the Essex
Guards, was organized in Salem, and Captain Williams was elected
their commander. Being absent most of the war, I had no oppor-
tunity of seeing them, as they were disbanded when I returned in
1815, but I heard their excellency and proficiency in the military art
very highly commended by competent judges. Captain Williams
was a very courteous and intelligent gentleman, and always main-
tained a high character in every relation of life. [See frontispiece.]
"Memorials of the Salem Independent Cadets from 1786 to
1861," by Benjamin F. Browne. Manuscript.
THE ESSEX GUARDS
261
RULES AND REGULATIONS.
RULES
AND
REGULATIONS
OF TUB
ESSEX GUARDS,-
INSTITUTED JUNE I, 1814.
The privileges which every man
enjoys in a state of society devolve
upon him the duty of defending the
country under whose constitution and
laws he lives. But it is not this cold
sense of legal liability only which
should actuate the citizens of a free
country in times of public danger.
Freemen should anticipate the de-
mands of their country; and when
their sacked soil is threatened with
the pollution of hostile feet, patriot-
ism alone should be sufficient to put
them in a posture to meet the foe
and repel invasion.
Influenced by these sentiments,
and in consideration of the exposed
state of our maritime frontier by the
unfortunate war in which we are en-
gaged, the individuals composing the
volunteer association of "ESSEX
GUARDS" tendered their services,
as a company of infantry, for the de-
fence of this State, to his Excellency
the&Governor, which, under author-
ity of an act* of the Legislature, having been accepted by him, they
have duly organised themselves, and adopted the following Laws
and Regulations for their government.
ARTICLE I.
The Uniform of the Company shall consist of a Plain Blue Coat,
Bright Yellow Buttons, White Waistcoat and White Pantaloons
(made of Jean or Dimity), loose at bottom, Nankeen Gaiters, to be
worn under the pantaloons in cold weather, Blue Cloth Pantaloons,
with Boots Round Black Hat, with a Pressed Leather Cockade
and White Ostrich Feather, Bandalier Belt of White dressed Leath-
er, with a Narrow Counter Strap crossing the Shoulder, the Car-
tridge Box without ornament, Seal-skin Knapsack, Wooden Can-
teen, painted Blue, with White Hoops.
N. B. Voted That in order to accommodate members, Black
Coats be admitted till the first parade day in May, 1815.
SALEM;
PRINTED FOR THE COMPANY.-
1814.
*Resolve of the Legislature of Massachusetts, Feb. 12^ 1814 :
Resolved That his Excellency the Governor be, and hereby is
authorized to accept of the services of any military corps, Individ-
262 THE ESSEX GUARDS
VOTE OF SERVICES TO His EXCELLENCY.
Voted unanimously That the Essex Guards volunteer their ser-
vices, together with such as may hereafter become members of
their association, to his Excellency the Commander in Chief, agree,
able to a resolve of the last Legislature; and that the committee
forward the same to his Excellency, with a request that they may
be organized as a Light Infantry Company, with such powers and
under such regulations as by law in such cases are made and pro-
vided.
NATHAN COOK, }
ROBERT F. CLOUTMAN, > Committee
JONA. P. SAUNDEBS, )
ANSWER.
Adjutant GeneraVs Office,
Boston, June 1, 1814.
MR. NATHAN COOK, Salem.
Sir:
I am instructed by his Excellency the Commander in Chief, to
acquaint yon that he has accepted the patriotic tender of services
made by the Petitioners for a Light Infantry Company in Salem,
and that Major General Hovey is to be charged with organizing
them into a company.
I am, very respectfully,
Your obedient servant,
J. BROOKS, Adj't Gen.
ARTICLE II.
The Sergeant's uniform to be in all respects the same as the Pri-
vates', with the addition of Hangers, each a Silver-Laced Knot on
the Shoulder, the first on his right, the others on their left. The
hangers to be in uniform with each other. The Corporals' the same
as the Privates'.
ARTICLE III.
The Uniforms of the Commissioned Officers the same as the Pri-
vates, except Silver Epaulettes, Side Arms, Sashes, and Military
Hats, in uniform.
ARTICLE IV.
It shall be the duty of the Clerk, who shall be one of the Ser-
geants, to keep a fair journal of all the transactions of the com-
uals, as volunteers, and cause the same to be organized in such mode
as he may deem proper, to be held in readiness for the special de-
fence and safety of this Commonwealth.
THE ESSEX GUARDS 263
pany, collect all fines and assessments, to warn all the meetings of
the company, keep his books open to the inspection of the standing
committee, to render an account to the company at least once a
year; and he shall be paid for his services ten dollars per annum.
ABTIOLK V.
There shall be chosen annually, in the first week in April, a
Standing Committee, whose duty shall be as follows: To inspect
the clerk's books, and all accounts exhibited against the company,
and direct their being paid; to make such equal assessments from
time to time as may be actually necessary for the expenses of the
company, which assessments shall be ordered collected by the com-
missioned officers, only in case they approve them; to direct gen-
erally in what manner the uniform of members shall be made; to
direct the clerk to call special meetings when requested by three
members; to receive applications of members to join the company;
to excnse soldiers from the fines for non-attendance at special meet-
ings, or meetings for exercise, if they deem the excuses sufficient.
ARTICLE VI.
Any person who may be desirous of becoming a member of the
company, must make application to the standing committee, and if
they approve him, they shall recommend him to the captain and
other commissioned officers; and if they coincide with the standing
committee, he shall, after signing these articles, be entitled to all
the privileges of a member.
ABTIOLE VII.
Any person who shall join the company shall be placed by the
commandant, if deficient in discipline, under the direction of a
sergeant, who shall prepare him for the ranks ; and no such mem-
ber shall appear in the ranks unless permitted by the commandant.
ABTIOLE VIII.
The company shall meet for exercise and discipline at any time
and place, and with such part of their dress and accoutrements as
the commandant for the time being may see proper to direct; and
if any officer or soldier should be absent from roll call of such meet-
ing, he shall forfeit and pay a fine as follows: a commissioned officer
37 1-2 cents; a sergeant, 25 cents; and a private, 12 1-2 cents; and
for total absence, the double of each sum respectively, unless ex-
cused by the standing committee; and no excuse will be deemed
sufficient except sickness or some such peculiar circumstance. It
is understood that the roll will be called at the time specified in the
warning; and any member appearing at exercise without his arms
264 THE ESSEX GUARDS
and accoutrements, shall pay a fine of one dollar, unless excused
by the standing committee, as before. Fine for deficiency in any
of the articles ordered by the commandant, 12 J cents.
ABTIOLB IX.
All fines that may be collected for neglect to appear on parade
days, exercising, or special meetings, shall be appropriated to de-
fray the expenses of the company.
ABTIOLE X.
At a special meeting of the company, when called by the desire
of the members, every member being on an equality, a moderator
may be chosen from the company present. At all meetings ordered
by the commandant, the highest officer present shall preside. Strict
obedience shall be paid to the moderator at all meetings. Fine for
non-appearance at any special meeting, 25 cents, unless excused by
the standing committee.
ABTIOLE XI.
The company shall not be involved in any unnecessary expense,
except by general consent.
ABTIOLE XII.
The expense of dining, etc., shall be paid by the persons dining
only, to be assessed on the company present, omitting the music,
and collecting at the time, by the committee providing the same.
ABTIOLE XIII.
If any member shall be guilty of disorderly or unsoldierlike con-
duct in any respect, or shall refuse to pay his fine or assessment
when duly called upon by the clerk, it shall be the duty of the
standing committee to notice it, and make complaint thereof in
writing to the commandant, who shall immediately order a special
meeting of the company, giving six days' notice, and at the same
time furnish the member complained of with a copy of the said
charges against him, acquainting him with the time of meeting, in
order that he may appear and answer thereto; and a majority of
the company may at said meeting proceed thereon as they may
think proper.
ABTIOLE XIV.
There shall be holden annually, within one month after the last
fall training, a special meeting, at such place as the commandant
shall deem proper, for the purpose of attending to the concerns of
the company and examining the accounts of the clerk and standing
committee, who shall then render their accounts for the inspection
THE ESSEX GUARDS 265
of the company, report the delinquents for fines, etc. The standing
committee shall see all accounts of the company settled previous to
such meeting, and should the company be found in arrears, there
shall be made an equal assessment on the members to meet such
arrearages.
ARTICLE XV.
Any member wishing to be discharged from the company, shall
apply to the standing committee, who, after such member may have
discharged the demands of the company against him, shall mention
it to the commissioned officers, and if a majority of them shall think
fit, the commandant shall take measures for procuring his dis-
charge.
ARTICLE XVI.
Any person leaving the company upon any account, shall be con-
sidered as having relinquished his right and title to the company's
stock, which shall be viewed as the property belonging to the com-
pany.
[A list of members is appended.]
Rules and Regulations of the Essex Guards, 1814.
Boston, June 23d, 1814.
Dear Sir:
As an excuse for my silence respecting your letter of Monday, I
can only plead the constant pressure of business.
Respecting an increase of the guard at Salem, the Commander in
Chief had the idea that Gen. Hovey's powers were competent to
that object in its fullest extent. But as he may have doubts on
that subject, I shall forward him this evening or tomorrow morning
an order more definite than he has heretofore had. I fully agree
with your representation of the situation of your very respectable
town, and its claims to the attention of the government. And you
will not I am sure for a moment doubt of the readiness of the Com-
missioners to place it in as safe a situation as the means they have
in their control can effect.
The difficulty you mentioned in your letter of 20th instant has
been laid before his Excellency the Commander in Chief, and it was
his opinion that when volunteers were organized and their services
accepted by him conformably to the resolve of the General Court,
they became of course exonerated from duty in the militia. Upon
any other construction the resolve in my view would have been a
nullity.
Concerning arms for the "Essex Guards" I can say nothing at
the present moment, as our stock is nearly exhausted. We ought
266 THE ESSEX GUARDS
to have received a partial supply from Pittsfield twenty days ago,
but have been disappointed. We have purchased two small parcels
to be delivered in about ten days, and of which we may possibly be
able to furnish fifty or sixty stands for Salem. The usual mode of
application for such articles of defence is by the Selectmen.
With great respect & esteem,
I am, dear sir,
Your most obedt. Servt.,
J. BROOKS.
Letter from Adjutant General to Benj. Pickman. Pickman
Mss., vol. I.
DUTY TO JULY TTH, INCLUDING PRESENTATION OF
STANDARD ON JULY 4TH.
DIVISION ORDERS.
Salem, June 11, 1814.
In pursuance of General Orders, Lieut. Col. Russell of Artil-
lery, and Lieut. Col. White of the 1st Regiment of Infantry,
1st Brigade, 2d Division, are hereby Ordered, to hold them-
selves in readiness, and the Regiments under their respective
commands, to march at a moment's warning, completely armed
and equipped according to law, and to repel any attack which
may be made by the Enemy on this Town or its vicinity; they will
also designate alarm posts for the several Companies in their re-
spective regiments, where they will assemble in case of an alarm, and
there wait for further orders. Lieut. Col. White will furnish from
his Regiment (and Brigade Corps who have tendered their services),
a nightly guard, which will consist of one Sergeant, one Corporal,
one Drummer and one Fifer, and twelve privates, which will make
three relieves, and will be stationed at the Hospital, near Beverly
Cove, and will be considered as forming a picket guard. The sentinels
will be posted as follows, namely : The first a few rods northwesterly
of said Hospital, and the others posted at suitable distances as far
as Juniper point; whose duty it will be to keep a strict lookout,
and in the event of the approach of the Enemy's Boats, or an at-
tempt to land, the Sergeant of the guard will give immediate notice
to the Major General or Lieut. Col. Russell. The piquet guard must
defend themselves until reinforced, unless the Enemy have greatly
the advantage in numbers. The guard will be mounted every day
at half -past seven P. M., at such place as Lieut. Col. White shall
name, the Adjutant of his Regiment will daily attend, and see that
the guard has assembled, and marched at the time appointed, and
will furnish the Sergeant of the guard with the countersign, which
will be daily furnished by Lieut. Col. White. The Sergeant will
THE ESSEX GUARDS 267
call in his Sentinels at 4 o'clock in the morning, and the guard will
return to the place where they assembled the preceding evening,
and be dismissed; the Sergeant will take great care that his guard
march to and from the guard House in good order. Either a Field
Officer, or a Captain, will go the grand rounds every night," which
will be regulated by the Brigade Major.
The Major General has no doubt that the guard, which is to be
daily furnished, will be ambitious to do their duty in such a manner
as will be honourable to themselves as Soldiers and Citizens; and he
has the greatest confidence that in the event of an alarm, that all
Officers and Soldiers will be found at their respective alarm posts,
ready to obey any orders which may then be necessary to be issued.
AMOS Ho VET, Major Gen.,
2d Div. M. M.
By order,
LT. COL. JOHN RUSSBLL, EBEN'R BANCROFT,
Regt. Artillery, Aide-de-Camp.
1st Brig. 2d Div.
Military Mss., 1814-15.
AMERICAN INDEPENDENCE.
On the approaching Fourth of July, the Emancipation of Europe,
and the Independence of the United States, will be celebrated in
this town by the difciples of WASHINGTON. A Proceffion will be
formed and an Oration delivered on the occafion.
"Brigade Order.
Salem, June 17, 1814.
John Russell, Esq.
Pursuant to Division orders, you are hereby ordered to visit the
guard stationed at Hospital point & adjacent tonight at the "Grand
Rounds" you will make report of any occurrences you may think
important to the Brig* Geni.
By Order of Sami G. Derby,
Brig. Genl 1 Brig, 2 Div.
James Ch. King, Majr
& Insp. 1 Brig. 2 Div.
Military Jfs., 1814-15.
268 THE ESSEX GUARDS
ORDER OF PROCESSION.
Efcort The Salem Light Infantry, commanded by J. C. KING, Esq.
Band of Mafic.
1ft and 2d Marfhals
Committee of Arrangements
Reverend Chaplain and Orator.
Reverend Clergy of this and other towns.
Selectmen of Salem.
Town Clerk and Affeffors.
Overfeers of the Poor.
School Committee.
Board of Health.
Reprefentatives of Salem.
Officers and Non-Commiffioned Officers of the Militia of this and
other towns, in uniform.
Essex Guards, under Captain Israel Williams, in uniform.
Strangers.
Warren Affociation.
Citizens.
3d and 4th Marf hals.
While the Proceffion is moving, a Salute will be fired by Capt.
WELLS'S Company of Artillery, on Washington-Square.
The Proceffion will be formed in Court Street, at 1-2 paft 10
o'clock, under the direction of Mr. WILLIAM S. GRAY, Maj. DANIEL
HAYES, Capt. JOHN STONE and ELISHA MACK, Efq., Marfhals of the
Day; to move precisely at 11 o'clock,and will pafs from Court Street
through Church Street, Brown Street, Newbury Street, Effex. Street
and North Street, to the Rev. Dr. BARNARD'S Meeting Houfe, where
an Oration will be delivered by LEVERETT SALTONSTALL, Efq.
The Meeting Houfe will be opened at 10 o'clock. The Wall Pews
below, and the front Gallery Pews, will be referved for Ladies and
none but Ladies will be admitted till after the Proceffion has en-
tered.
ORDER OF PERFORMANCES.
Voluntary on the Organ, by Mr. Dolliver.
Prayer by the Rev. Mr. Emerfon.
PSALM 9th. Tune Old Hundred.
I. III.
ETERNAL GOD! Almighty caufe Thy fovereign eye looks calmly
Of earth and seas and worlds down,
unknown; And marks its courfe, and bounds
All things are fubject to thy laws its power;
All things depend on thee alone. The tyrant falls Thy hand we
own
* And noife and war are heard no
When mad ambition flies to more.
arms,
And rage, and noife, and tumult A v
reign; Worfhip to thee alone belongs,
And war refounds its dire Worship to thee alone we give ;
alarms, Thine be our hearts, and thine
And flaughter dies the hostile our fongs,
plain ; And to thy glory may we live.
"ESSEX GUARDS" STANDARD, 1814
From the original in possession of the Peabody Museur
"ESSEX GUARDS" STANDARD, 1814
From the original in possession of the Peabody Museum
THE ESSEX GUARDS 269
ORATION.
Grand Hallelujah Chorus by a felect Choir.
Hallelujah I for the Lord God omnipotent reigneth.
The kingdom of this world is become the kingdom of our Lord & of
his Christ ;
And he shall reign forever and ever, King of Kings and Lord of lords;
And he shall reign forever and ever Hallelujah !
Salem, July 2, 1814.
Curwen Broadsides.
July 4, 1814. This day being the anniversary of In-
dependence, an oration was delivered at Dr. Barnard's
Meeting House by Leverett Saltonstall, Esq., on the
emancipation of Europe from the grasp of the tyrant
Bonaparte. The Federal citizens formed in procession,
escorted by Captain King's Company of Light Infantry.
The new company of Essex Guards made their first ap-
pearance & joined the procession. Their Evolutions, to-
gether with the simplicity of their uniform, excited the
admiration of the beholders. The day was fine & the
procession great. Essex Guards, after returning from
the meeting house, repar'd to a notable place on the
Juniper point for the erection of their Tents, being 5, &
partook of a cold collation prepar'd by themselves &
spent the afternoon cheerfully. They had an elegant
Standard 13 presented them by the Federal young ladies of
this Town.
Lamson Diary.
The new Corps of "ESSEX aUARDS," under Capt.
ISRAEL WILLIAMS, made their first public appearance on
Monday. An elegant Standard was presented them in
the morning, with the usual ceremony ; and in the after-
noon the company repaired to Hospital point, on the Neck
(where a handsome breastwork has been lately erected),
pitched their tents, and partook of a collation in soldier's
style. The appearance of this company was respectable
and soldierlike.
Essex Register, July 6, 1814-
"This Standard, probably painted by Samuel Bartol, who painted
one presented to the Mechanic Light Infantry in 1818, has been pre-
sented to the Peabody Museum of Salem by Miss Elizabeth D. Wil-
liams, granddaughter of Capt. Williams. (See illustrations.)
270 THE ESSEX GUARDS
July 7. The Essex Guard appeared this week under
Capt. Israel Williams. Their Dress is uniform but not
much military. Dark Coat & white under cloaths. They
received their Standard on 4 July, have worked a day at
the fort, & been upon the Night Guard.
Bentley Diary.
"ESSEX GUARDS."
This corps, which has been recently formed, under a
pledge to his Excellency the Commander in Chief of their
special services as volunteers, made their first public ap-
pearance on the 4th of July, under the command of Capt.
Israel Williams. In the morning they received an ele-
gant standard from the hand of Miss Bryant, with the
appropriate ceremonies. In the afternoon they pitched
their tents on Hospital Point, where they partook of re-
freshments. Their appearance and performances com-
manded general applause.
Salem G-azette, July 8, 181 If.
GUARD DUTY OF JULY 25TH.
July 25, 1814. The Essex Guards were ordered to
furnish guard for two nights, in consequence of which the
Capt. ordered out the whole company, with their camp
equippage, at two o'clock this day to encamp on the Juni-
per until ordered away.
Lamson Diary.
GUARD on the night of the 25th July, 1814, from ESSEX GUARDS:
Lieut. Jonathan F. Saunders, Com*.
Sergeants, Robert F. Cloutman, Ephraim Emerton, Jr.
Corporals, Nathaniel Lang, Jr., Daniel Millet.
Drummer, Samuel Kemp.
Fifer, Joseph Chamberlain.
Members:
Thos. H. Forrester Jona. P. Felt
Nathl. Page John Nichols
Willm. P. Page Elbridge H. Healy
Jeremh. Page James Thurston
Joshua Orne Thomas West *
Jasper Pope Thomas Baker
Joseph Henderson William Osborn
Ebenezer Worcester William Messervey
John Hooper * Jno. Chapman
Samuel Rea Jno. Derby, 4th
THE ESSEX GUARDS 271
Charles Pearson Artes Davis
John Patch Nathl. S. Foster
Benjamin Swett Timo. Harraden
Benoice Johnson Benj. Hitchins
Solomon S. Whipple N. P. King
Aaron Endicott Jno. Mead
Hardy Phippen *
Copy furnished 5 Aug., 1814. No. 30.
Military Mss.. 1814-15.
* Crossed out in original.
The Essex Gruards, under Capt. WILLIAMS, are on duty
at Hospital Point.
Salem Gazette, July 26, 18 14.
ESSEX GUARDS.
On Wednesday last, this company (commanded by Capt.
ISEAEL WILLIAMS) returned from their tour of camp
duty at Hospital Point, where they had been stationed
for several days. They looked extremely well, and we
are told had performed the services assigned to them to
the perfect satisfaction of their officers, and had even
acquired such a relish for military life as to be willing to
have their term of service prolonged.
Salem Gazette, July 29, 181^.
ALARM OF JULY 29TH.
July 29, 1814. Last night an alarm gun was fired at
Fort Sewall, Marblehead, & the alarm guns in this Town.
The Company of Essex Guards turned out with great
alacrity, but soon were dismissed by their commander.
Lamson Diary.
PARADE OF AUGUST UTH.
Aug. 17, 1814. Essex Guards turned out this day &
partook of a dinner at the Lynn Mineral Spring 14 pro-
vided by Nath. Lang.
Lamson Diary.
MILITARY.
The ESSEX GUARDS, commanded by Capt. ISRAEL
WILLIAMS, paraded on Wednesday [Aug. 17] : the ranks
of the company were very full, and it made a truly mar-
"Later the Fay Estate on Highland Aye., near Floating Bridge.
272 THE ESSEX GUABDS
tial and soldierlike appearance. It is but a short time
since the company was organized, but it has made such
proficiency in discipline as reflects honor on the exertions
both of the officers and soldiers : the marchings and firings
were performed with the skill and precision of veterans.
The Company marched, with an excellent band of music,
to the Mineral Spring in Lynn, where it partook of a col-
lation, and returned to town in the evening.
Salem G-azette, Aug. 19, 1814-
DUTY UNDER GENERAL ORDERS OF SEPTEMBER 16TH.
COMMONWEALTH OF MASSACHUSETTS.
GENERAL ORDERS.
Headquarters,
Boston, September 16th, 1814.
For the greater security of the sea-ports within the second divis-
ion and to render as efficient as possible the internal military
strength of those places, the Commander in Chief orders, that the
several companies and regiments in the towns of Salem, Marblehead,
Beverly, Gloucester, Newbary, Newburyport, Amesbury and Salis-
bury, be assembled, for the purpose of instruction in military tac-
tics, two days in each week, until further orders. Major-General
Hovey is charged with the execution of this order. He will like-
wise immediately detach from the interior of his division one com-
pany of infantry, to consist of sixty-four privates, properly officered,
and the company of artillery commanded by Captain Jesse Putnam,
both of which must be ordered to march to Beverly, where they
will receive further orders from Major-General Hovey. If the
major-general should judge necessary, a major may be assigned to
command them. When those companies shall arrive at Beverly,
the commanding officer of each will apply to the selectmen for
quarters and rations. They will continue in service ninety days,
unless sooner discharged.
All volunteer corps organized by the Governor and Council, under
the resolve of the General Court of the 12th of February last, will
consider themselves under the orders of the general officers within
the limits of whose commands they respectively reside. No such
corps, however, to be ordered into service beyond the territory for
the defence of which their services were specially tendered, unless
as volunteers.
(To be continued')
NARROW GAUGE RAILROAD FERRY BOAT ' SWAMPSCOTT " BUILT IN 1882
FIRST LOCOMOTIVE ON THE NARROW GAUGE RAILROAD, THE "PEGASUS"
Built by the Taunton Locomotive Works, in 1875
THE BOSTON, REVERE BEACH AND LYNN
NARROW GAUGE RAILROAD.
BY FRANCIS B. C. BRADLEE.
For several years in the 1870's the inhabitants of Lynn
had nursed a grudge against the Eastern Railroad, the
predecessor of the present Boston and Maine. This was
partly due to poor service, but principally on account of
the location of the Central depot in Lynn. The ill feeling
finally led to what was locally known as the "Depot war,"
influencing a mayor's election, and resulting a year or two
later in the construction of the Boston, Revere Beach and
Lynn Railroad, one of the few successful narrow gauge
roads in the country.
The subscribers to the articles of association for the
organization of a corporation under the Massachusetts
railroad laws, for the purpose of constructing and oper-
ating a steam railroad from Lynn to East Boston, held
their first meeting Monday, April 8, 1872, at Young's
Hotel in Boston, C. H. Coffin presiding. The following
were elected temporary directors : O. D. Ashley of New
York, Henry S. Washburn and Albert Bowker of East
Boston, John B. Alley, Edwin Walden and Henry Breed
of Lynn, John W. Porter of Revere, A. P. Blake of Hyde
Park, Mass., and Dr. Samuel Ingalls of Winthrop. Among
the speakers was Hon. Peter M. Neal of Lynn.
On June 10, 1874, an important meeting of the direc-
tors of the Boston, Revere Beach and Lynn Railroad and
citizens of Lynn was held at Concert Hall in the latter
city. Many prominent persons were present, and Edwin
Walden, who called the meeting to order, explained its
purpose namely, to give the citizens of Lynn full and
explicit information concerning the advantages contained
in the above project, and, if possible, gain their support
by subscription, in the matter of obtaining a right of way
and location from Saugus river to Market street in Lynn.
(278)
274 THE BOSTON, REVERE BEACH AND LYNN
Mr. Walden then introduced A. P. Blake, president of
the company, who addressed the meeting at some length,
and at the conclusion of his remarks read a proposition by
the board of directors to the citizens of Lynn, as follows :
Whereas it is contemplated to build and maintain a railroad from
that part of Boston called East Boston, to Lynn, to be owned by
the Boston, Revere Beach and Lynn Railroad Company, and to es-
tablish in connection therewith a ferry from some point in East
Boston east of the Grand Junction Wharf of the Boston and Albany
Railroad Company, to a point in Boston at or southerly of State
street; and
Whereas, the parties to this agreement desire to promote said
enterprise;
Now, therefore, we, the undersigned, do hereby agree to con-
tribute an amount not exceeding the sum hereunto subscribed to a
fund for purchasing or paying damages for a right of way and loca-
tion of said railroad in Lynn between Market street and Saugus
river, where the same is owned by individuals and cannot be ob-
tained as a free gift and without paying therefor. . . .
This agreement is further upon the condition that the said rail-
road and said ferry shall be completed and put in operation before
Jan. 1, 1876, and managed and run as an independent railroad com-
pany.
Mr. Blake was followed by other speakers, who ex-
plained the progress of the road thus far, together with its
prospects of success. After a great amount of labor, the
franchise was secured, together with the right of way as
far as Saugus river. The East Boston and Boston land
companies, in whose possession were thousands of acres
of hitherto useless and unoccupied land, which this road
developed, had seen the advantages a railroad would be
to them, and so ceded a free right of way as far as Saugus
river. Several citizens of Lynn were also generous in
this respect, and subscriptions amounting to $9000 ena-
bled the company to build its road as far as Market street
in Lynn.
Many would-be stockholders held back, however ; they
feared that the project was a speculation, and that the
road would be sold out to its competitor, the Eastern
Railroad. This idea was strongly combatted by the direc-
tors of the "Narrow Gauge," who proved conclusively
NAEBOW GAUGE BAILKOAD 275
that they had in view the good of the public, as well as
that of those more directly interested in the project. It
was thought that the advantages of the road would be
great and diffused through its whole extent. The chief
advantage to Boston would be the means thus afforded
for a cheap, speedy and direct transit to the seaside and
suburbs, and the opportunity it gave the middle classes
to secure pleasant homes near the city at much lower fig-
ures than had been hitherto possible. The road would be,
also, a godsend to the sweltering thousands of working
men, women and children of the city, who might thus get
a sniff of sea air and catch an occasional glimpse of green
fields and woods. These alone should make the summer
travel on the proposed road immense. Work on the Bos-
ton, Revere Beach and Lynn Railroad was begun on Sat-
urday, May 22, 1875, and the event was signalized by a
parade and banquet in Lynn.
The "Narrow Gauge" (three feet), "Shore Line" rail-
way between Lynn and Boston was formally opened for
public travel on Thursday, July 28, 1875. From a con-
temporaneous newspaper account we learn that :
Invitations were extended to some four or five hundred persons,
who were conveyed over the road in three trains containing three cars
each. The locomotives were decorated with flags in honor of the
occasion, and flags were hoisted on several buildings in this city
[Lynn], and also at various points along the line of the road. The
first passenger train over the road, containing the Lynn directors
and several invited guests, left Lynn for Boston between 7 and 8
o'clock in the morning, and made a good run. The three excursion
trains from Boston left that city at noon, within a few minutes of
each other, the last getting under way about 1 o'clock. The Lynn
Brass Band had a place upon this one. The road and equipments
being entirely new, and the trip purely experimental, the trains
were run slowly, the first one occupying an hour and a half in the
passage. No accident occurred during the trip, and the excursion-
ists were well pleased with the road. Large crowds of people gath-
ered at the ferry houses in Boston and East Boston to see the ex-
cursionists start, and they were received in this city with marked
demonstrations.
Upon their arrival they were escorted to Odd Fellows' Hall,
where a collation, prepared by R. O. Scarborough, was in waiting.
After an invocation by Rev. C. W. Biddle, this was disposed of.
276 THE BOSTON, REVERB BEACH AND LYNN
When this part of the program was completed, the assembly was
called to order by Hon. John B. Alley, who welcomed the visitors
and introduced A. P. Blake, president of the new railroad company,
who gave a brief and concise history of the enterprise and the
steps taken to accomplish the work. He said it was scarcely three
months since the first blow was struck, during which time a vast
amount of raw material had, by busy hands, been put into shape
for practical use upon this road. The roadbed and bridges had
been constructed, the ties cut and laid, the rails rolled out and put
in place, the engines and cars built, and a tunnel [at East Boston]
four hundred feet in length excavated and finished with brick arch-
ing in the best possible manner. All this had been done in the
brief space of about one hundred days an achievement of no or-
dinary character. He referred to the economy which had been
practiced in the construction; the entire expense thus far having
been less than $300,000 the amount of the capital stock with
every bill paid, and money enough left in the treasury to meet all
future demands.
Mr. Blake was followed by Charles W. Slack, who predicted the
highest success for the road and great advantages to Lynn and other
places along the route from its construction. Remarks of a similar
tenor were also made by J. H. Lester of Boston, which closed the
speech making. At intervals the band played and the Hutchinson
family enlivened the occasion with two or three songs, finely sung,
one of which touched upon "cheap transportation" and the "broad
and narrow gauge." It was about 5 o'clock when the meeting
broke up and the visitors returned to the station, where they en-
tered the cars which were in waiting, and were conveyed back to
Boston, where they arrived about 7 P. M.
The depot and ferry house at Rowe's wharf, in Boston,
one hundred feet long by thirty wide, had a drop which
could be raised or lowered, according to the tide, and was
completed in a week or so after the opening of the road.
The first ferry-boat, the "Union," had been used but a
short time at New Bedford. She was of good size and very
commodious. The depot in Lynn was formerly the furni-
ture manufactory of Seth D. Woodbury, Bean and Aus-
tin, and their successors, and remains the same today. The
intermediate stations were, at first, nine in number West
Lynn, Ocean House, Revere Beach, Revere House, Atlan-
tic, Revere, Orient, Winthrop, Wood Island, and Jef-
fries' Point at East Boston. The ferry is four-fifths of a
NARROW GAUGE RAILROAD 277
mile in length, and the entire distance from Boston to
Lynn by this route is nine and seven-eighths miles.
The company, to start with, had three locomotives the
"Orion," "Pegasus," and "Jupiter," which were built
at the Taunton Locomotive Works, and cost $7000 each.
The cars, of which there were seven first class, finished
in hard wood and upholstered in plush, with silver-plated
mountings, two baggage and two open cars, were built by
Gilbert, Bush & Co., of Troy, N. Y. The seven first
named cost $3000 each. The original board of directors
was composed of the following: A. P. Blake of Hyde
Park, president ; John G. Webster of Boston, treasurer ;
John B. Alley, Henry Breed and Edwin Walden of Lynn;
John N. Brown, T. B. Dix and S. A. Bradbury of Bos-
ton ; T. W. Porter of Revere, Charles A. White of Hyde
Park, O. D. Ashley of New York.
At first only two trains were run regularly, these being
under the charge of Charles E. Smith, formerly of the
Lynn and Boston horse railroad, and Elbridge G. Allen,
formerly of the South Boston line. The price of tickets
between Lynn and Boston was fixed at seven for one
dollar, twenty cents for single fares, and thirty-five cents
round trip. From Lynn to Revere Beach, all points, ten
cents, or fifteen cents round trip ; Lynn to East Boston,
eighteen cents, or eight tickets for a dollar. It took
about ten minutes to cross the ferry. William H. Gale
was appointed ticket agent at the Lynn station.
Trains began running Thursday, July 29, 1875, at 6
A. M., starting from each terminus every hour until 9
P. M., and passing each other on the ridge of Chelsea
beach. The number of passengers conveyed over the road
the first day was 1075.
The shore line that began nearly fifty years ago is
today proof of the wisdom of the few who proposed it and
worked in its favor. At its head are men who began as
conductors and trainmen, and whose policy is shaped by
an experimental knowledge of the requirements of the
travelling public. On few roads do officers and men work
together in such general harmony. A frequent service
and large number of trains and ferries are only equalled
278 THE BOSTON, REVERE BEACH AND LYNN
in the largest cities, and both disagreements and accidents
are at a minimum.
In passing, it is interesting to note that the first, and
luckily so far, the only serious accident on the "Narrow
Gauge" took place on the morning of July 11, 1917, at
Pleasant street station on the Winthrop branch, when,
owing to a "split switch," a car was derailed and over-
turned, killing one passenger and injuring some sixty
more, fortunately most of them only slightly. Hand
brakes were used exclusively on the road until 1878, when
the vacuum brake was adopted and is still in use.
The Winthrop branch, a circuit line of a little over five
miles, beginning at Orient Heights, or Winthrop Junction,
as it was called for many years, was itself the outcome of
two distinct corporations : The Boston, Winthrop and
Point Shirley Railroad, incorporated in 1876 and opened
for travel in July, 1877, and the Eastern Junction, Broad
Sound and Point Shirley Railroad, which was incorporated
in 1880, but never operated. In 1883 the two above roads
were consolidated and incorporated as the Boston, Win-
throp and Shore Railroad, and operated as such until that
company was leased by the "Narrow Gauge" in 1886,
and finally absorbed by the latter in 1891.
During the 1870's and early 80's a tierce competition
for the Lynn travel raged between the Boston, Revere
Beach and Lynn and the Eastern Railroads, to the conse-
quent benefit of the public, but to the detriment of the
finances of both companies. The terminus of the East-
ern had originally been in East Boston, which gave them
an advantage, for it enabled them to run trains into the
old station in direct opposition to the "Narrow Gauge."
Not satisfied with that, the Eastern also built a branch
line leaving the main road at Oak Island, just below
Revere, running around by Revere Beach and Point of
Pines and joining the main line at Saugus River Junction.
It was first used July 2, 1881, and many of the main line
trains were run that way, also hourly trains on Sundays
between Boston and Lynn. This branch has been aban-
doned for many years and the tracks have been taken up,
although traces of them can still be clearly seen.
NARROW GAUGE RAILROAD 279
The consolidation of the Eastern and Boston and Maine
roads put an end to the profitless competition, for an ami-
cable agreement was entered into by the latter company
and the management of the "Narrow Gauge." There
have often been discussions, rumors and plans, that the
Boston, Revere Beach and Lynn should be extended to
Salem, Beverly and Peabody ; also that it might be used
as a freight carrier, but it all came to nothing.
In the last few years, owing to the general demoraliza-
tion of transportation companies and business generally
all over the country, particularly so in New England, due
to the "crash" of the New Haven Railroad, the "Narrow
Gauge" has had its share of troubles, labor disputes,
consequent high cost of operation, raises of passenger
rates and reduction of service.
At present the road has over 600 employees, 25 loco-
motives and 100 passenger cars. Many elderly persons
will recollect the peculiar arrangement of some of the
earliest cars : two seats faced each other, and between
them was another seat at right angles against the side of
the car, making a kind of alcove. These seats were not
popular with passengers, and in a very short time were
changed to the regular arrangement of seats. Four large
modern ferry-boats, the " Dartmouth", "Ashburnham",
"Brewster" and "Newtown" connect the road with Boston
proper ; these steamers replaced the "Union", "Oriole",
"City of Lynn" and '"Swampscott", so long in service.
In spite of all its large equipment, the capacity of the
"Narrow Gauge" road is often taxed to the uttermost to
accommodate the tremendous crowds which flock to Re-
vere Beach, Boston's popular summer resort, particularly
on Sundays.
Three years ago the company experimented running
express trains each way between Lynn and Boston during
rush hours, but it was not successful and was soon given
up.
The following is the list of the company's principal
officers from its inception :
280 THE BOSTON, REVERE BEACH AND LYNN RAILROAD
Presidents.
A. P. Blake, 1874-77
Edwin Walden, 1877-89
I. P. T. Edmonds, 1889-90
M. Shepard Bolles, 1890-91
Melvin O. Adams, 1891-1920
John A. Fenno 1920
1875-77
Edward H. Whorf, 1877-82
C. A. Hammond, 1882-93
John A. Fenno 1893-1920
John R. Sullivan, 1920
Treasurers.
John A. Webster, 1874
John A. Fenno, 1874-1920
Karl Adams, 1920
CAPTAIN JAMES D. GILLIS
1798 - 1835
Maker of one of the early charts of the Coast of Sumatra
From a copy of a portrait made by Fernandas de Braekerleer at Antwerp, in 1826
now in possession of the Peabody Museum
SALEM VESSELS AND THEIR VOYAGES.
BY GEORGE GRANVILLE PUTNAM.
( Continued from Volume L VII, page
Nathaniel Bowditch, Inspector of Journals for the East
India Marine Society, recorded many valuable facts in
relation to Sumatra and the pepper trade. As master of
the ship Putnam, on a voyage to Sumatra, Isle of France
and return in 1803, he has these "Remarks on the North
West Coast of Sumatra" :
On arrival at any of these ports yon contract with the Datoo for
the pepper and fix the price. If more than one vessel is at the
port, the pepper which comes daily to the scales is shared between
them, as they agree, else they take it day and day alternately
Sometimes the Datoo contracts to load one vessel before any other
is allowed to take any, and he holds to this agreement as long as he
finds it for his interest to do so and no longer, for a handsome pres-
ent or an increase of price will prevent the pepper from being
brought in for several days, and the person who made the agree-
ment must either quit the port or else add an additional price. The
price in 1803 was from ten to eleven dollars per picul; in former
years it had been as low as eight, but the demand for it had risen
the price considerably, there being near thirty sail of American
vessels on the coast. The pepper season commences in January,
when they begin to gather the small pepper at the bottom of the
vines; in March, April and May is the height of the crop. The best
pepper grows at the top of the vines, and is gathered the last; it is
larger and more solid than that gathered at an earlier period. Some
suppose it is all gathered in May, but I was in some of the gardens
in July and found at the top of the vines large quantities which
would be ripe in a few days, and the young crop was in considerable
forwardness at the bottom of the vine. Some calculate on two
crops, but from the best information I could obtain there is only
one.
The pepper is generally weighed by American scales and weights.
It is sold by the picnl of one hundred cattres, equal to 133 1-3 Ibs.
American weight. What is weighed in the day is paid for in the
evening, they being unwilling to trust their property in the hands
of those they deal with, and they ought to be dealt with in the same
manner, it not being prudent to pay in advance to the Datoo, as it
would often be difficult to get either pepper or money of him again.
(281)
282 SALEM VESSELS AND THEIR VOYAGES
Dollars are the current coin, but they do not take halves or quar-
ters. They have a copper coin which I believe is brought from
Bengal, or else from Prince of Wales Island. It is called pang or
pice, about equal in weight to half a cent. We could not obtain
more than eighty of these for a dollar at Tally-Pow, though at
Muckie they gave one hundred and twenty, and at other places one
hundred. They are fond of gold dust and will give you dollars for
it, the rate being about thirteen and one-half to one. It may be
observed that several of the natives speak English pretty well, so
that there is no difficulty in making your contracts with them.
Captain Bowditck reported the exports for that year as
follows: From Analaboo, the most northern port at which
the Americans traded, 1000 piculs ; Soosoo, 18,000 ; Tan-
^ar-Tangar, 1,500; North Tally-Pow, 5,600; Mingin,
6,000; Lebran-Hadje, 8,000; Muckie, 18,000; South
Tally-Pow, 3,500.
Arrived at Salem, November 8, 1818, ship Franklin,
Samuel Kennedy, 101 days from Sumatra and 81 from
Isle of Bourbon, with coffee (2400 piculs), cassia, cotton
and pepper to Stephen White. Duties, $14,748.16. Ex-
perienced a violent gale of wind from S. and N. W., Oc-
tober 28 and 29.
Arrived at Salem, July 2, 1819, brig Wild G-oote, Win.
Rice, Sumatra, 107 days, with a full cargo of pepper to
Moses Townsend, John Dodge and others. Duties, $11.28.
The vessel cleared July 16 for Gibraltar and a market,
with her cargo.
Arrived at Salem, August 12, 1819, brig Mary and
Elisa, John Beckford, Sumatra, 118 days, with 34,449
pounds pepper to John W. Treadwell, 4187 to Nathaniel
Griffin, 52,019 to Stephen White, 878 to David Becket,
and 741 to John Edwards. Duties, $25,762.18.
Arrived at Salem, August 19, 1819, ship Adaline, Joseph
Felt, 3d, Sumatra 110 days, pepper to Joseph White and
Thomas Gwinn. Duties, $2,468.48. While on the coast
of Sumatra lost cables and anchors.
Arrived at Salem, September 5, 1819, brig : Eliza and
Mary, Thorndike Proctor, Sumatra, 144 days, with 1700
piculs pepper to S. White (and proceeded to New York).
Arrived at Salem, September 20, ship Hope, Thomas
Tate, 106 days from Sumatra, with sugar and pepper to
BY GEORGE GRANVILLE PUTNAM 283
J. and J. Barr, William Low and Timothy Winn. Duties,
$3,140.06.
Arrived at Salem, October 25, 1819, brig Gleaner, John
H. Davis, 113 days from Padang, west coast of Sumatra,
coffee, sugar and pepper to G. Barstow and J. Winn.
Duties, $2,009.89. Died on board the Gleaner, Frederick
Williams of Marblehead, aged 30, and William Green of
Salem, aged 18.
Arrived at Salem, June 17, 1820, brig Malay, Moses
Endicott, Sumatra 108 days, with 4450 piculs of pepper
to Hon. Nathaniel Silsbee, and mdse. to Jonathan Porter
and Moses Endicott. Duties, $206.96. Passed in sight
of St. Helena, and was brought to by one of the squadron,
but was not boarded.
Arrived at Salem, July 6, 1820, brig Essex, William
Brown, Sumatra 117 days, with coffee to master, and pep-
per to Messrs. Silsbee. Duties, $103.09.
Arrived at Beverly, August 30, 1820, brig Rajah, Jo-
siah Lovett, Jr., Sumatra, with pepper to Josiah Lovett,
Jr. Duties, $1472.59.
Arrived at Salem, October 12, 1820, brig Wild Cf-oose,
William Rice, Trumond, Sumatra, 107 days, with coffee
to Moses Townsend and master. Duties, $69.60.
Arrived at Salem, August 28, 1821, ship Aurora, Rob-
ert Gould, Pulo Penang with pepper, sugar and coffee to
Willard Peele, master, Joseph Howard, W. G. Luscomb
and David Becket. Duties, $26,947.62.
Arrived at Salem, December 21, 1821, ship Osprey,
John Devereux, Sumatra, with pepper to James Devereux.
Duties, $34,140.56.
Arrived at Salem, April 11, 1822, brig Ann, Charles
Millett, Pulo Penang, with a full cargo of pepper to
Henry Prince and others. Duties, $29,586.32. The Ann
has performed her voyage in eight months and twenty
days. Cleared from Salem, May 14, for India.
Arrived at Salem, June 11, 1822, ship Endeavor, Moses
Endicott, Calcutta and Sumatra, with indigo and pepper
to Dudley L. Pickman and Messrs. Silsbee. Sailed from
the coast of Sumatra, February 5. Duties, $31,812.06.
Arrived at Salem, August 27, 1822, brig Reaper, Sam-
uel Benson, 116 days from South Tallapow, Sumatra, with
284 SALEM VESSELS AND THEIR VOYAGES
a full cargo of pepper to Gideon and Benjamin Barstow.
Captain Benson expressed his thanks to Captain Nelson
of the British schooner Eliza of St. John, N. B., for a
liberal supply of vegetables and other articles of which he
stood in need. Duties, $80.
Arrived at Salem, August 30, 1822, ship Francis, H,
Wilkins, 133 days from Quallah Battoo, Sumatra, with
3840 piculs of pepper to Joseph Peabody. No dutiable
goods landed.
Arrived at Salem, December 9, 1822, brig Malay, Fran-
cis Boardman, 89 days from Pedang, Sumatra, with coffee
and pepper to Dudley L. Pickman, Messrs. Silsbee and
Robert Stone. Duties, $14,106.32.
Arrived at Salem, February 21, 1823, brig Ann, Charles
Millett, Pulo Penang, 142 days, 122 from Acheen, with
pepper and tin to Captain Henry Barr.
Captain Millett later made several voyages in the Ann,
two to Sumatra, and to Captain Millett, in this vessel,
belongs the honor of opening the direct trade between
Salem and Zanzibar. Captain John Bertram, in the ship
Black Warrior, owned by N. L. Rogers of Salem, arrived
at Salem in March, 1832, from Zanzibar, with the first
large quantity of uncleaned copal from Zanzibar. She
was not, however, the first vessel to open trade with that
port. The schooner Spy, Captain Andrew Ward, was the
first vessel to bring a cargo direct from Zanzibar arriving
here.
The Ann, Captain Millett, left Salem, March 12, 1826,
for Mocha. Arriving there, he found a scarcity of bread-
stuffs, and putting a clerk in charge, he left Mocha for
Zanzibar and Lammo, where he obtained a cargo of small
grain and purchased ivory and other articles for the home-
ward cargo. From Zanzibar she went back to Mocha,
thence to Salem, arriving here May 9, 1827. This, then,
was the real opening of the American trade with Zanzi-
bar.
The foregoing is a digression from the Sumatra trade,
but the writer, if the editor of the Essex Institute His-
torical Collections will grant him space, would like to go
further into this subject, and speak of a notable exper-
ience of Captain Millett in the Ann, which has been hand-
CAPTAIN CHARLES MIL-LETT
1793 - 1878
From a photograph"
in possession of Mrs. Daniel A. Varney, of Salem
CAPTAIN CHARLES MOSES ENDICOTT
1793 - 1863
From a photograph
in possession of the Peabody Museum
CAPTAIN WILLIAM HASKELL
1768 - 1833
From a portrait
in possession of the Salem Marine Society
CAPTAIN STEPHEN PHILLIPS
1761 - 1838
From a portrait
in possession of the Salem Marine Society
BY GEORGE GRANVILLB PUTNAM 285
ed down from generation to generation, from sire to son.
Furthermore, it is desired, as far as possible, to make
these articles something more than a dry chronological
statement of data, and to give them a human interest
character.
On August 9, 1827, Captain Millett sailed in the Ann
on a second voyage to Zanzibar from Salem. He visited
many new ports on the East Coast of Africa, and arrived
home at Salem, April 11, 1829. And thereby hangs a
story, of which a hint has been given in the foregoing
paragraph.
On February 22, latitude 38.30 south, longitude 66.4
west, while lying to in a tremendous gale from the west-
ward, the Ann was struck by a sea, which swept overboard
the second mate, Mr. Hooper of Salem, and two seamen,
Henry Hill and William Smith, who were lost, carried
away the mainmast and all spars attached, the foretopmast
and foremast head, trysailmast and boom, all the bulwarks,
the channels and plankshire, broke in the main hatches,
the deck abreast the same, two deck beams, and com-
pletely swept the deck of boats, spars, and every other
article except the pumps. At 9 A. M., another sea struck
her in the stern, stove in the dead lights, started the whole
stern frame, and badly shattered the rudder head ; the
camboose was thrown from the main deck on to the fore-
castle. Threw overboard 400 or 500 hides, the chain
cable, guns, etc. After clearing the wreck and refitting
the vessel as best could be done, Captain Millett con-
cluded to keep to the south and west as much as possible,
in hopes of reaching some southern port, as the vessel
leaked but little. In the afternoon of the 24th the gale
began to abate, and the 25th being clear and pleasant, the
foreyard was secured and foresail set. On the 26th
rigged the remains of the foretopmast for a jury main-
mast and kept to the south and west. Found it extremely
difficult getting to the westward after the disaster, the
wind blowing strong from that quarter most of the time.
On March 20, the ship De Witt Clinton supplied the Ann
with small stores and water. The first news of the Ann
was brought to New York by the De Witt Clinton.
In the bay the schooners Salua, General Jackson and
286 SALEM VESSELS AND THEIR VOYAGES
John G-eorge, twenty-four hours from Marblehead for the
Grand Banks, spoke the Ann. Captain Millett said that
he could not too highly commend the humanity and lib-
erality of the Marblehead men. The Solus insisted upon
supplying him with some small stores of which the Ann
was destitute, and it was only by a determined refusal
(having a fair wind and being near Salem) that the cap-
tain and crew were not more largely indebted to their
liberality. Both the other schooners evinced their gener-
osity towards the Ann.
The Salem Register and other papers of the day state
that the shattered condition of the brig attracted great
crowds to view her at the wharf, which, the editor of the
Register, in 1878, at the time of Captain Millett's death,
told the writer that he could personally attest, as he had
a very vivid recollection of her forlorn appearance. Her
preservation, said Editor Charles W. Palfray, was deemed
most remarkable, and the skill and perseverance of Cap-
tain Millett and his crew, in the means used for securing
and refitting the vessel and bringing her valuable cargo
in safety to her destined port, were highly commended by
all. The insurance companies, as a small acknowledg-
ment of their high sense of the merit of Captain Millett
and his companions in their persevering and successful
efforts to bring the cargo safely home, presented the Cap-
tain an elegant silver coffee and tea set, consisting of a
coffee and a tea pot, a cream pitcher, sugar bowl and slop-
bowl ; to the clerk, John Webster, Esq., afterwards a
prominent merchant of Salem, an elegant pitcher ; to the
mate, $75 ; to the second mate, $50 ; and to each of the
sailors, $30.
Captain Millett died in Salem, June 6, 1878, aged 85
years. He was the father of Mrs. Daniel A. Varney and
grandfather of Mrs. John Pickering, both of Salem. He
died in the house 31 Pleasant street, which he built more
than half a century ago, and in which his daughter still
resides.
Besides sailing many voyages in the Sumatra trade, he
also engaged in the trade to Madagascar, Muscat, Mocha,
the Feejee Islands, New Holland, Canton, Manila, Pacific
Islands, and other ports. He arrived at Sydney, New
BY GEORGE GRANVILLE PUTNAM 287
South Wales, in October, 1832, in the ship Tylee of Salem,
sailing from this port May 2, 1832. This was the first
direct trading vessel from America to those colonies. The
ship was owned by N. L. Rogers & Brother.
Arrived at Salem, April 7, 1823, brig Eliza and Mary.
Nathaniel Griffin, 113 days from Sumatra, 84 from Isle
of Bourbon, with 1450 piculs of pepper, buffalo hides
and cassia to Stephen White. Duties, $952.46. The
natives informed Captain Griffin that the next crop of
pepper would come in a month later than usual, on ac-
count of the incessant and heavy rains which had prevailed
along the whole coast. [Note Nathaniel Griffin Simonds,
treasurer of the Naumkeag Steam Cotton Company, is a
grandson of Captain Griffin.]
Captain Griffin for more than thirty years was treasurer
of the East India Marine Society. He was the first
treasurer and clerk of the Naumkeag Steam Cotton Com-
pany, and an alderman of the city in 1845. He was in
command of a vessel long before reaching his majority.
Captain Griffin was born in Annisquam, a part of
Gloucester, July 4, 1796, and when he was a child, his
parents went to Bristol, Maine. On the 73d anniversary
of his birth he wrote, briefly, an autobiography, for the
benefit of his children. It follows the careful and method-
ical manner of a sailor, and with all the frankness; and
the writer, who knew Captain Griffin in his latest years,
when the Captain lived on Winter street, Salem, has been
privileged to read this life sketch, and he finds much of
interest in it. The Captain tells of his birth, and of going
to Bristol, and says :
"1808 Hard year, embargo, no sugar, tea, or coffee,
but plenty of potatoes, corn meal, pumpkins, with beef,
lamb, pork, hens and eggs. During this summer did the
same as last year and fared about the same. In December
went to the town of Hope, and resided with an aunt to
go to school for three months to a teacher named Fair-
banks. Returned home in March.
"1809 Nothing remarkable happened. In the fall
visited Annisquam, where I was born.
"1810 April 15, left for Salem to learn the sailmaker's
trade of William Lane ; arrived Saturday, April 27.
288 SALEM VESSELS AND THEIR VOYAGES
Worked with him until drafted to serve the United States
on Fort Lee, under Captain Mudge, for three months.
Service ended November 2, 1814, and I was paid off in
government paper, three dollars per month, and sold it at
two per cent, discount. Next worked for John Howard
for six weeks. He paid me $1.33 a day, in Spanish dol-
lars, one-half of which I paid Mr. Lane for board, he hav-
ing agreed that I should leave, as there was not any busi-
ness, times being dull.
"Shipped as sailmaker on board privateer Grand Turk,
a brig of sixteen guns, 110 men, for one share, and sailed
December 31, 1814, on a cruise. Nothing occurred
worthy of note until February 12, when, just north of
Pemambuco, near the land, took an English ship bound
from Rio Janeiro for Maranham, with $20,000 on board.
We let go her anchors in ten fathoms of water and sunk
her, as she was not worth sending home.
"Shortly after, fell in with three English ships-of-war,
which gave chase for 48 hours, moderate and calm. They
attached all of their boats to their nearest ship, which
obliged us to row ourselves to keep clear until a breeze
sprung up, when, four days later, we left them. About
March 1, took an English brig from London for Rio Ja-
neiro, with dry goods. We worked all night taking out
the goods, and in the morning three men-of-war were in
sight. Manned out the brig, but she was retaken, and we
escaped. Next took a brig from Pernambuco for England,
loaded with tea, which was retaken.
"Arrived home, April 27, 1815, having been absent
nearly four months, having on board goods and specie
which divided $214 per share. This gave me $107, as I
sold one-half of a share before sailing for $50, which was
$157 for four months' service. This fitted me out for a
voyage to India. Visited Bristol, after an absence of five
years.
"July 1, 1815, sailed in brig Mary Eliza, Joseph
Beadle, master, for Charleston, S. C. Loaded rice and
cotton for Cowes and a market, when we received orders
to go to Havre de Grace. Sailed from there, November
30, 1815, for Sumatra, where we obtained a cargo of
pepper, and returned to Salem on August 14, 1816. My
BRIG ELIZA & MARY, NATHANIEL GRIFFIN, MASTER, 1822
From a painting in possession of Nathaniel Griffin Simonds of Salem
BARK ELIZA, SAMUEL BENSON, MASTER. 1826
BY GEORGE GRANVILLE PUTNAM 289
pay was $16 per month, and we were absent one year and
fourteen days.
"Went down to Bristol, and returned about the middle
of September. Worked at sailmaking for John Howard
until January 15, 1817. Sailed as second mate of brig
Cuba, Andrews, master, for Martinique, February 20, 1817.
Had a head wind in the bay, and in attempting to return
to Salem in the night, struck on Tom Moore's rocks, back
x)f Marblehead, beat over, and went on shore on the beach.
Took out cargo, got her off, brought her to Salem, re-
paired, reloaded, and sailed again April 1 for Martinique,
arriving there in seventeen days. Laid there one day, and
sailed for Guadaloupe, sold, and took a load of sugar for
Baltimore, where we arrived, all right. I came to Salem
in a Gloucester schooner, arriving June 17, 1817.
"August 10, 1817, sailed as second mate of the brig
Mary Eliza, Captain Beadle, for Sumatra. September
17 took a French crew and two lady passengers, and sev-
enteen men from the Island of Trinidad, in latitude 20
south, whose vessel caught fire in the hold from vitriol,
near that place, and whose master had run her ashore to
save their lives. We landed the rescued at Cape Good
Hope, proceeded to Padang, from there to the pepper
coast, obtained a cargo, arrived home August 10, 1818.
"October 1, 1818, I sailed again in the same vessel as
mate, John Beckford, master, for Sumatra. Obtained a
<5argo of pepper, and arrived home August 1, 1819.
"November 1, 1819, sailed in the brig Eliza $ Mary,
Thorndike Proctor, master, for Gibraltar. Sailed from
there early in January, 1920, for Padang and Sumatra.
Arrived there, loaded with coffee, and arrived home No-
vember 5, same year.
"January 5, 1821, sailed again as mate in the Eliza $
Mary, William Story, master, for Pernambuco, loaded
with sugar. Sailed the last day of May for St. Peters-
burg, Russia. We arrived in July, loaded, and sailed for
New York, September 1. Captain Story left for Gothen-
burg, when passing, in a pilot boat, and sent the vessel to
New York, by me as captain. We arrived the last of
October, unloaded, sailed for Salem, and arrived here
November 10.
290 SALEM VESSELS AND THEIR VOYAGES
"December 10, 1821, was married, and lived in Becket
street, until I went to sea, April 5, 1822, for Batavia.
Lay there forty days, and sailed for Padang, and after
laying there fifteen days, sailed for home December 10,
and arrived at Salem April 5, 1823. Remained at home
until April 27, and then sailed for Hamburg, where we
arrived in thirty-five days. Sold pepper and took in a load
of iron for Salem, and arrived August 10, 1823.
"November 3, 1823, sailed in the Eliza Mary, Charles
Mansfield, mate, for St. Thomas. Sold cargo and obtained
coffee, and arrived in New York January 10, 1824. I
gave up the vessel, in 1824, to Captain Story, and re-
turned to Salem by land in the mail stage, and was forty-
four hours on the road.
"March 19, 1824, sailed from Boston, master of brig
Ant, for Charleston and Bremen, and arrived at the latter
port in forty days. Loaded with wheat and went to Lis-
bon and sold the cargo. Obtained freight to Boston, and
arrived home in August.
"September 30, 1824, commenced ship chandlery busi-
ness, in company with John Archer.
"November 19, 1825, sailed in a schooner of 72 1-2 tons,
of which we owned a part, for Parahiba, and from there
to Maranhamand, St. Thomas. Arrived home April 5 r
1826, and continued in business with John Archer until
February 20, 1828. Then sold my part to Richard Sav-
ory. September 30, went to New York to take charge of
the brig Neptune, in the freighting business.
"Sailed from New York, October 22 for New Orleans j
arrived, loaded with cotton, and sailed December 29 for
Liverpool, arriving there in forty-five days. Sailed from,
there in February, after riding to Manchester in the first
railroad that was opened for passenger travel in Decem-
ber, 1830. Sailed for Charleston, S. C., and took a load
of rice and cotton for Rotterdam, and from there took a
freight for Boston, and arrived September 2, 1831.
"October 12, went to Annisquam, and remained seven
months, carrying on the sailmaking business, during which
I made a ship's suit of sails of 308 tons, all myself, be-
sides other work, and in May returned to Salem.
"October 26, 1832, sailed in brig Neptune, as master, for
BY GEORGE GRANVILLE PUTNAM 291
Sumatra, for a cargo of pepper, which I obtained, and ar-
rived home September 20. October 3, sailed for London
to sell the cargo and tit out the vessel for Sumatra, and
sent the mate as captain to India. Arrived in Southamp-
ton November 4. The next morning, leaving the hotel
by stage, 75 miles for London, found, on paying my bill
all of the servants collected on both sides of the entry
for their presents. I called the landlord and asked him
if I had paid my bill. He said, 'Yes.' 'Have I got to
pay all the servants here collected before I can get clear
of your house ?' He replied, 'No ; if any one has ren-
dered you any particular service, and you see fit, you can
make them a present.' I gave the waiter and one other
6 pence each and passed through the column.
"I arrived in London in about twelve hours, and put up
at the North and South American Coffee House, Thread-
needle street, near the Bank of England. After a few
days, found a boarding house, No. 27 Burr street, at five
pence a day and one pence a week for blacking boots. Saw
all of the outside of all of the wonders in London, not
having money enough to see the inside lions. All the idle
money paid while in the city was one shilling, for a boy
obtained at the coffee house to show me around.
"After selling the cargo and fitting the vessel away,
which required nearly three months, took passage in the
ship Julian, of Duxbury, Captain Smith, for Boston, and
arrived March 20, 1834. Nothing of note transpired un-
til May 5, 1835, when I sailed in the brig Fair American
for Para. Performed that voyage, and arrived home Sep-
tember 5, 1835.
"April, 1836, commenced the ship chandlery business
at the corner of Union and Derby streets. June 6, bought
the land on which my house stands on Winter street.
August 6, began the house, Clark & Brown, carpenters,
Slocum, mason. 1837, May 18, finished and moved into
it. In 1836, was chosen recording secretary of the East
India Marine Society, and in 1839 was chosen treasurer,
which office I held twenty-eight years. Continued the
ship chandlery business eight years, and then sold out to
Charles Howard.
"July, 1843, with my wife, started for New York on a
292 SALEM VESSELS AND THEIR VOYAGES
journey to Niagara Falls ; reached Syracuse, when Mrs.
Griffin was taken sick, and we were obliged to return
home. July 15, 1844, we started again, with Mrs. Per-
kins; visited Albany, Buffalo, Niagara Falls, went down
Lake Ontario, River St. Lawrence, to Ogdensburg and
Montreal, then to Lake Champlain and home. Was
gone fifteen days.
"May 8, 1845, was chosen clerk and treasurer of the
Naumkeag Steam Cotton Company, then organized for
business, and continued in that service until January,
1847. Served as alderman from March, 1845, to March,
1846. Chosen a director of Salem Turnpike. 1848,
continued to fill various offices in the same, including pres-
ident and superintendent, until October, 1860. Nothing
further of note occurred up to the time of this writing,
at the age of 73 years."
Captain Griffin died in Salem, June 28, 1876. It was
a pleasure of the writer, when a school boy, to meet and
to speak with the Captain, in front of his home on Win-
ter street. The foregoing sketch is presented as showing
not only a bit of commercial life, but also as giving a
glimpse into the private activities of the ancient mariners
of Salem, who, if not toiling on the sea, kept themselves
,busy at home, finding plenty for their hands to do, and
of whom Captain Griffin was a typical, sturdy representa-
tive. Their race is almost gone, and few, very few, re-
main.
Arrived at Salem, June 16, 1823, ship Hope, Henry
Morgan, 122 days from Sumatra, with 495,475 pounds of
pepper to James and John Barr and 7576 pounds to
Stephen W. Shepard. Duties, $40,243.76. The Hope
cleared again on July 30 for Sumatra.
Arrived at Salem, July 15, 1823, ship Perseverance,
James W. Cheever, Sumatra, and 84 days from Isle of
Bourbon, with cloves and tobacco to Willard Peele, Rich-
ard Wheatland, J. Ropes, and master. Duties, $461.
This is the first instance where tobacco has been mentioned
in a cargo.
Arrived at Salem, July 21, 1823, ship Suffolk, Timothy
Endicott, 113 days from Troumon, Sumatra. No dutiable
goods landed.
Seaman's Journal.
TITLE PAGE OF AN EARLY 19th CENTURY LOG BOOK
BY GEORGE GEANVILLE PUTNAM 293
Arrived at Salem, August 17, 1823, ship Catharine,
John Endicott, 120 days from Quallah Battoo, Sumatra,
and 40 days from St. Helena, with 101 gallons of wine to
Joseph Peabody. Duties, $15.15.
Referring again to Captain Endicott's previous voyage
to Sumatra in the Cincinnatus, there appears in the fire-
proof building of the Essex Institute a deposition of
William Haskell and Hezekiah Wilkins, first and second
mates of the ship Cincinnatus, sworn to before John W.
Treadwell and Ichabod Tucker, justices of the peace and
quorum, received January 23, 1804, and recorded and
examined August 18, 1804, by John Pickering, register,
in the Essex Registry of Deeds.
The deposition, stripped of its verbiage, relates the facts
that the ship Cincinnatus, Captain John Endicott, sailed
from Salem in May, 1802, for Sumatra, where the vessel
arrived in the October following. The ship was loaded
with pepper and sailed for Salem. Being in want of
provisions, Captain Endicott put into the Isle of France,
on May 11 or May 12. While there Captain Endicott
informed his mates that he had sold his cargo of pepper
to Messrs. Pitot, Leclerio & leery of the Isle of France,
at twenty sous per pound, and that he was to deliver the
same to Messrs. Dugray & Cossin, agents of that firm at
L'Orient, in France, to be transferred there in the Cincin-
natuSy at the risk of the owner, Captain Peabody. If
prevented from so delivering, by capture, loss by dangers
from the sea, or any other unavoidable casualty, the pep-
per was not to be paid for.
Before sailing from the Isle of France, Captain Endi-
cott agreed with his mates and crew to proceed to
L'Orient at the same rate of wages at which they shipped
originally. The ship sailed from the Isle of France for
L'Orient in May, 1803. On July 31, latitude 1 2.50 N.,
longitude 22 W., five men-of-war appeared and gave chase
and fired a shot to bring the vessel to. They proved to
be English, and at first displayed French colors, but as
they came alongside the Cincinnatus took those in and
hoisted English colors. This led Captain Endicott to
suppose that there was war between Great Britain and
France, and fearing that if such should be the case and
SALEM VESSELS AND THEIR VOYAGES
they should find his agreement with Pitot, Lecherio &
leery, and their letters to their agents, on board the Gin-
cinnatus, they would capture her and carry her into some
English port, he, before they came alongside, delivered to
Mr. Haskell a packet which he said contained the agree-
ment, the bill of lading and letters. He instructed Mr.
Haskell to sink them on a signal to be given by the cap-
tain if he found the officers determined to search the
ship after they came aboard.
Two officers came aboard from the commodore's ship,
and Captain Endicott informed them that he was from the
Isle of France bound to I/Orient. They ordered him to
wear ship and to bring her under the lee of the commo-
dore's ship- They then informed him that war had com-
menced between France and Great Britain. They demand-
ed the ship's papers, and as the captain went into the cabin
with them, one of them exclaimed, "By God, he is a
Frenchman."
After they had been below a quarter of an hour, Captain
Endicott gave the signal, the ringing of the cabin bell,
and Mr. Haskell immediately sunk the package, which
had been put in a bag with some shot, and suspended by
a rope yarn in the rudder case. The officers remained on
the Cincinnatu* an hour, and an hour after they had re-
turned to the commodore's ship Captain Endicott was
given the signal to proceed on his course.
While on board the Cincinnatus, the English officers
informed Captain Endicott that the Bay of Biscay was
full of British cruisers, and that many of the French
ports were blockaded, and after consultation with his
officers, he decided to return to Salem, where he arrived
September 11, 1803.
Arrived at Beverly, August 23, 1823, brig Rajah,
Zachariah Stanley, Sumatra, and sailed for Madeira. No
dutiable goods landed.
Arrived at Salem, September 7, 1823, barque Patriot,
John Marshall, 128 days from Sumatra, with 105,042
pounds of pepper to Stephen Phillips and J. H. Andrews.
Duties, $8095.54. June 11, latitude 30 S., longitude 28
E., was struck by lightning and received considerable
damage to mast and sails. Men were knocked down, but
BY GEORGE GRANV1LLE PUTNAM 295
none were seriously injured. June 28, in a gale, lost her
rudder; July 10, put into St. Helena to procure another
rudder, and sailed July 31 for Salem.
Arrived below Salem, September 10, 1823, ship Colum-
bus, Lovett, 117 days from Troumon, Sumatra, with a full
cargo of pepper to Hon. Israel Thorndike of Boston.
Arrived at Salem, November 17, 1823, brig Jane,
Thomas Saul, Sumatra, pepper to John Pratt, William
Pettingell and Willard Peele. Duties, f 618.
Arrived at Salem, November 15, 1823, brig Neva, Asa
Burnham, Sumatra, 170 days, Isle of France 112 days,
with pepper to G. and D. H. Mansfield. Died on board
the Neva, June 8, H. F. J. Moore, seaman, of Holland ;
June 22, Joshua Prentiss of Marblehead, seaman, 22
years ; June 26, Chief Mate Simon Stodder of Salem, 26
years; September 26, Second Mate Matthew Macumber
of New Bedford.
Arrived at Salem, April 21, 1824, ship Hope, Henry
Morgan, Pulo Penang, Sumatra, with 101,267 pounds
pepper to J. and J. Barr. Duties, $101.36. March 10,
was supplied with potatoes by the whaling ship Brittania,
Captain William Lawton, who politely used his own boat
on the occasion.
Arrived at Salem, July 9, 1824, brig Persia, Moses
Endicott, Quallah Battoo, March 6, with a full cargo of
pepper to Dudley L. Pickman and master. Duties,
$15,127.96. [Note The Persia was launched from
Magoon's shipyard, August 10, 1822, and she was then
described as an "elegant, coppered brig, owned by the
Messrs. Silsbee." She proceeded to New York with her
Sumatra cargo.]
Arrived at Salem, July 12, 1824, ship Catharine, John
Hill, Quallah Battoo, Sumatra, 106 days, with 598,405
pounds of pepper to J. and J. A. Peabody. Duties,
$47,872.40. [On the next voyage Captain Hill and Mate
Jordan Anderson, the latter of Beverly, died at Batavia,
of Java fever.]
Arrived at Salem, September 12, 1824, ship Persever-
ance, Jonathan M. Ropes, Sumatra, 425,483 pounds of
pepper to Willard Peele and others. Duties, $34,030.36.
Lost overboard, on outward passage, James Welch of
296 SALEM VESSELS AND THEIR VOYAGES
Boston, seaman. The ship sailed on her return in No-
vember.
Arrived at Salem, July 14, 1825, brig Mexican, Jona-
than Batchelder, Sumatra, with pepper to Joseph Peabody.
Duties, $36,108.80.
Arrived at Salem, August 6, 1825, ship Perseverance,
John Day, Padang, Sumatra, pepper to master. August
2, in the Gulf stream, experienced a severe gale, com-
mencing at S. E. and hauling to W., lasting eight hours.
Carried away fore, main and mizzen topmast heads, jib-
boom, etc., and lost maintopsail, small boat, etc. The
Perseverance performed the round voyage between Salem
and Sumatra in eight months and twenty-three days.
Arrived at Beverly, October 3, 1825, brig Rajah, Zach-
ariah Stanley, 158 days from Sumatra, with pepper to
Captain Haskell (and sailed for Madeira).
Arrived at Salem, December 20, 1825, ship Zephyr,
William Osgood, Sumatra, with 640,581 pounds of pepper
to William Cleveland. Duties, $51,246.48.
Arrived at Salem, February 20, 1826, barque Patriot,
Marshall, Sumatra and Isle of France, and sailed in March
for Leghorn, with Sumatra cargo.
Arrived at Salem, April 27, 1826, brig Buck, Barr,
Pulo Penang, 148 days, St. Helena 61 days, and sailed
May 20 for south of Europe, with Sumatra cargo.
Arrived at Salem, June 2, 1826, brig Laurel, James
Briant, 136 days from Pulo Penang, with an assorted
cargo to Robert Brookhouse and others. Duties, $34,480.32.
Arrived at Salem, June 5, 1826, brig Laura, Holman,
Pulo Penang, 139 days, and sailed June 27 for Marseilles >
with Sumatra cargo.
Arrived at Boston, June 23, 1826, ship Packet, Endi-
cott of Salem, 119 days from Troubond, Sumatra, via St.
Helena, with 4500 piculs of pepper to Pickering Dodge,
Benjamin Pickman and others. Took in the cargo at six
different ports. Captain Endicott made a long report of
trouble brewing between the Malays and foreigners.
Arrived at Salem, September 20, 1826, barque Eliza,
Samuel Benson, Muckie, Sumatra, 108 days, and 31 days
from Pernambuco, with pepper to Hon. Stephen White.
The Eliza was absent only eight months and ten days.
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BY GEORGE GHANViLLE PUTNAM 297
Died at Tallapow. Sumatra, May 9, on board the Eliza,
Samuel S. Jones of Newport, R. I., seaman, aged 35 years.
September 18, latitude 39 N., longitude 66.50 W., spoke
packet-ship Cadmus, three days from New York for Havre,
having on board the captain and crew of the English
schooner Neptune, of Pictou, N. S., which was upset in a
gale September 8, latitude 28, longitude 69. On their
own request, they were taken aboard the Eliza, Captain
Allen of the Cadmus supplying us with water, fowls and
vegetables. This unfortunate crew are all much debili-
tated, having been under water the principal part of ten
days, without one drop of fresh water and no food except
a few tamarinds. They were on board the Cadmus seven
hours and received kind treatment. Magnus Colby, one
of the crew, was drowned when the Neptune upset. One
man shipped in the Cadmus, but the master, Captain
Simon Newcomb, and three seamen came in the Eliza to
Salem. [Note Captain Benson was the grandfather of
ex-Mayor Henry P. Benson of Salem and Frank W. Ben-
son, the artist, also of Salem.]
Captain Benson died in Salem, April 1, 1862, in his
72d year. The Salem Register said of him :
Captain Benson, whose life of strict integrity and usefulness is
now closed, was one of our most esteemed shipmasters, and he was
engaged in nautical pursuits at the time of Salem's greatest com-
mercial prosperity. From early youth to the time when age and
physical infirmity prevented, his life has passed mainly upon the
sea. Many now living have been trained and instructed by him in
practical navigation, and the irksome hours of his long illness have
been cheered by their kindly calls. His home was the frequent
resort of shipmasters, and he never was happier than when in com-
pany with his seafaring friends.
In Captain Benson, to the frank heartiness of the sailor was
joined the bland manners of the old school gentleman. The rougher
qualities belonging to the vocation of a seaman were qualified by
the urbane deportment and a genial sympathy which were the
offspring of a kind heart.
At the time of his decease, and for many years previously, he was
Recording Secretary of the old Salem Marine Society. His po-
sition gave him peculiar opportunities to witness the beneficent
operations of this excellent charity, and to know the quiet and
delicate manner with which its bounties were bestowed. None of
298 SALEM VESSELS AND THEIR VOYAGES
its members have sympathized more deeply with its fortunes or
felt a more just and honest interest in its prosperity and useful-
ness.
For a long time he has been connected with the Essex Lodge of
Free Masons, and taken a deep interest in the tenets of the Order.
He had a truly Masonic heart, and there are many, outside of the
bereaved family circle, who have, as they felt the warm grip of his
hand, been impressed with his open-hearted sincerity and who will
hold his memory in faithful remembrance.
Arrived at Salem, July 12, 1826, ship Caroline, James
W. Cheever, Troubond, Sumatra, 109 days, and sailed
July 22, under command of Captain Proctor, for south of
Europe. Duties, $862.08.
Arrived at Salem, August 11, 1826, ship Hope, Gid-
dings, 129 days from Qnallah Battoo, Sumatra, and 57
from Cape Good Hope. Duties, $318.08. Died, June 16,
Joshua Trask, 26 years.
Arrived at Salem, August 11, 1826, ship Perseverance,
John Day, Troumon, Sumatra, 115 days, with pepper to
Willard Peele and others. Duties, 132,633.04. Was on
the coast of Sumatra fifteen days. Died, July 28, Daniel
Bowden, seaman, a Swede, 41 years.
Arrived at Salem, September 5, 1826, brig Mexican,
Batchelder, 140 days from South Tallapoo, Sumatra, with
full cargo of pepper to Joseph Peabody. Duties,
$3595.76.
Arrived at New York, September 14, 1826, barque
Q-en. Stark, Caulfield, of Salem, Sumatra and Isle of
France. Put in with loss of fore and mainmast, and last
sailed from Pernambuco August 7. Had a cargo of pep-
per for Joseph Osborn. Arrived at Salem October 20,
1826.
Arrived at Salem, October 1, 1826, brig Homer, W.
Foster, Calcutta, Pulo Penang, and 149 days from Acheen,
Sumatra, with saltpetre and sundries to Lovett & Kilham,
Beverly. Left St. Helena, August 6. Duties, $3035.89.
Arrived at Salem, October 9, 1826, ship Minerva,
Brown, Sumatra, Isle of France, and 90 days from St.
Helena. Experienced continued gales of wind off Cape
Good Hope, June 20 to June 22. On July 2 lost ship's
BY GEOKGE GRANVILLE PUTNAM 299
head, bulwarks, etc. Sailed from Salem October 18, for
Gibraltar.
Arrived at Salem, November 16, 1826, ship Francis,
Wilkins, Sumatra, 110 days, 52 from St. Helena, with a
full cargo of pepper to Joseph Peabody. Sailed Decem-
ber 15 for Gibraltar and Leghorn.
The brig Buck, Captain Henry Barr, sailed from Salem
January 2, 1827, for Sumatra, on what proved to be her
last voyage. The vessel was built in Bucksport, Maine,
in 1822; was 217 tons register. John Barr was her owner
and Henry Barr her commander. The story of her loss
on the island of Sumatra is told in the Salem Register of
March 17, 1828, by the second mate, Mr. Cox, on his
arrival at his home in Beverly, March 15, 1828, via Eng-
land. Two of the crew of the vessel, John Winn of Salem
and Eben Lakeman of Ipswich, were with Mr. Cox,
and they came in the London Packet, Captain Hunt, which
arrived at Boston from London. Mr. Cox furnished the
following particulars to the Register :
We sailed from Salem January 2, 1827, and arrived at Qualladiah,
north coast of Sumatra, May 23. Took on board one thousand piculs
pepper. June 5, having gotten under way to stand off the land, was
driven ashore by the undertow; her masts were soon after carried
away, and she bilged.
The vessel, after lying some days, was set on fire by the natives,
who plundered a part of the specie, about $4000, but Captain Barr
succeeded in saving nearly $13,000. The officers and crew erected
a tent, and remained until June 17, when they took passage in their
jolly boat and a Malay prow, accompanied by the Rajah and several
natives. They arrived off Acheen June 19, where they found the
English ship Louisa, in which Captain Barr and his crew took pas-
sage to Calcutta, arriving there July 9.
On the passage, July 4, Robert Perry of Beverly, seaman, died;
July 18, in the hospital at Calcutta, Nathaniel Brown, cabin boy,
son of Abraham Brown of Salem, died; August 5, at the same place,
William Babbage, son of William Babbage of Salem, passed away.
Mate Abraham Brown, Jr., and Edward Wilson and Safford Lewis,
young men of Salem, were left ill in Calcutta; Edward Moody,
another of the crew, remained at Calcutta in good health. The re-
mainder of the crew, with Captain Barr, took passage in different
English vessels for London. One, Ebenezer Haskell, was left sick
at Good Hope, where the ship touched.
SOO SALEM VESSELS AND THEIR VOYAGES
A water color picture of the Buck is in the Peabody
Museum, Salem, the gift of Captain J. Clifford Entwisle.
Arrived at Salem, November 8, 1827, brig Ceres, George
Hodges, Muckie, Sumatra, June 20, St. Helena, August
31. Duties, $33,871.04. The vessel cleared on her re-
turn in December, 1827, under command of Captain
Skerry.
Arrived at Beverly, December 29, 1827, brig Rajah,
George W. Putnam, Sumatra, Batavia 108 days, St. He-
lena 49 days. Duties, $16,462. Experienced severe
weather on the North Atlantic coast. Died on the Rajah,
off Cape Good Hope, James Gascon, seaman, a native of
Bengal.
Arrived at Salem, June 23, 1828, ship Francis, Wil-
kins, Sumatra, via Antwerp.
Arrived at Salem, September 22, 1828, brig Ceres,
Skerry, 111 days from Muckie, Sumatra, pepper to J.
Hodges. Duties, $33,067.23. Sailed December 24 on
return.
Arrived at Beverly, December 7, 1826, brig Homer,
Lovett, 145 days from Quallah Battoo, Sumatra, via St.
Helena. Duties, $29,534.48. Touched at St. Helena Octo-
ber 5, and sailed October 7. While there experienced a
gale more severe than had been known for thirty years.
Several vessels went to sea, and did not regain anchorage
until the next day. Dr. Bentley : "June 9, 1819 Brig
Homer was launched this day at Hawkes' shipyard. Built
for Danes of Beverly. She was delivered, but did not
find water enough to float her at her delivery. She is
built for a Carrier, is strong and copper-bottomed to her
bends."
Mention has been made of the launch of the elegant
copper brig Persia from Magoon's shipyard in South
Salem, August 12, 1822, and also of her first voyage to
Sumatra. It is now a painful duty to record her loss,
with several lives, during a severe snow storm on this
coast. The Salem Register of Monday, March 9, 1829,
reports the disaster as follows :
DISTKKSSING SHIPWRECK. On Saturday the painful intelligence
was received from Gloucester that a vessel had been wrecked dnr-
RH.IG JPERJ/A ? JT JAJ.KML*. CAP? At OS.I?*
,' f .f.*-.{ is " ' ~-V'-y -
BRIG PERSIA, MOSES ENDICOTT. MASTER
From a painting now in possession of the Peabody Museum
BRIG REAPER, SAMUEL BENSON, MASTER 1823
Gideon and Benjamin Barstow, Owners
BY GEORGE GRANVILLE PUTNAM 301
ing the storm of Thursday night at the eastern point of Cape Ann;
that the stern had come ashore, on which was painted "Persia of
Salem," and that every person on board had undoubtedly perished.
Several gentlemen went to Gloucester yesterday to ascertain the
facts, and returned last evening. From them we have learned the
following particulars :
The vessel wrecked is the brig Persia, Captain Thistle, from
Trieste, Nov. 25, for Salem, with a cargo of rags, sumac, etc. She
went to pieces near Brace's Cove, about a mile and a half below
Eastern Point, on a rocky, iron-bound shore. Small fragments of
the wreck, with broken bales of rags, are scattered about in all
directions on the shore for half a mile. Nine bodies have washed
ashore, among them Captain Thistle and Mr. Seaward, both of
Beverly, where they were yesterday taken for interment, also the
cook and steward. A small bag of money was found near one of
the bodies.
It is not known with certainty who composed the crew of the
Persia, as several who went from Salem in her had left her in for-
eign ports. A son of L. A. Lanriat of Boston is supposed to have
been lost in her; also one young man and the cook (black), both be-
longing in Salem. The steward belonged in Baltimore. The ves-
sel's company is supposed to have consisted of fourteen per*
sons. The Persia was owned by Messrs. Silsbee, Dudley L.
Pickman and Robert Stone. She had on board one thousand bales
of rags and a quantity of sumac. The vessel and cargo, we learn,
were insured to the amount of $37,000 by the Merchants Union.
Commercial and Marblehead companies.
In the Peabody Museum of Salem is a piece of the stern
of the Persia, on which is the brig's name. Also, in the
corridor of the Museum, is a half-model of the Persia,
the gift of Robert Stone.
Arrived at Salem, September 29, 1829, ship Francis,
S. Wilkins, 119 days from Soo-Soo, Sumatra, with pepper
to Joseph Peabody. Duties, $46,592.
Arrived at Salem, November 25, 1829, brig Ceres, Wil-
liam Skerry, 132 days from Muckie, Sumatra, with pep-
per to Joseph Hodges. Duties, $34,132.16. She sailed
February 27, 1830, on return.
Arrived at Beverly, December 10, 1829, brig Homer,
John Lovett, with pepper to Josiah Lovett and Samuel
Endicott. No dutiable goods landed. The Homer has
performed the round voyage, Beverly, Sumatra and Beverly
302 SALEM VESSELS AND THEIR VOYAGES
in seven months and twenty days. The Homer proceeded
to Europe with her Sumatra cargo.
This month was sold to New York people one of the
old Sumatra traders, which had made several voyages
between Salem and the islands in the Far East, until at
last she was put into the European and Mediterranean
trade. The vessel was the ship Hope, and well might she
be called a packet-ship, so fast a sailer was she, and with
such regularity did she go and come, as the reader who
has perused these articles will recall, and always loaded
with rich cargoes which brought handsome returns to her
owners. Her registry, on file at the Salem Custom
House, shows that she was built in Bucksport in 1805,
and registered 282 tons. January 30, 1806, John Barr
and James Barr were her owners, and Thomas Tate, mas-
ter ; February 8, 1811, James Barr, owner ; and Thomas
Tate, master; March 26, 1811, John Barr and James
Barr, owners, and Thomas Tate, master ; January 7, 1825,
John Barr and John Dike, owners, and Robert Brook-
house, Jr., master. Sold to New York owners, December,
1829.
Arrived at Salem, July 2, 1829, brig Mexican, Jonathan
Batchelder, 142 days from Sumatra, with pepper and coffee
to Joseph Peabody. Duties, $1469.40.
Arrived at Salem, July 3, 1830, brig Mexican, John G.
Butman, 115 days from Soo-Soo, Sumatra. Proceeded to
Europe, without landing any dutiable goods.
Arrived at Salem, September 26, 1830, ship Francis,
Charles Wilkins, Sumatra, 119 days, St. Helena, August
5 [and cleared November 3 to return]. Brought a full
cargo of pepper to Joseph Peabody. Duties, $46,557.04.
Arrived at Salem, November 30, 1830, brig Ceres, W.
Skerry, Muckie, Sumatra, 122 days, with pepper to John
Hodges, Moses Townsend and P. E. Webster. Duties,
$30,320.80.
The reader having followed, chronologically, the trade be-
tween Salem and Sumatra, comes now to the greatest trage-
dy in its history the piracy of the shipFriendship of Salem,
and the murder of five of her crew, on the coast of Su-
matra, in January, 1831, The act became one of national
importance, the United States government, on representa-
BY GEORGE GRANVILLE PUTNAM 308
tions of Salem merchants, Nathaniel Silsbee, Dudley L.
Pickman and Robert Stone, dispatching at once to Suma-
tra the frigate Potomac, Commodore John Downes, to
punish the murderers. The story is familiar to older
Salemites, but it is wholly new to the younger generations,
and will be read by them with the keenest interest. For
that reason the writer has gone into the thrilling recital
at great length.
In a lecture before the Essex Institute, January 28,
1858, Captain Charles Moses Endicott, a native of Dan-
vers, the commander of the Friendship, told in detail the
story of the tragedy, with all the frankness of a sailor,
and it was subsequently published in full in the Historical
Collections of the Institute, volume one. After describ-
ing the natives, their ancestry, their manners and customs,
and the frauds practiced upon them by unscrupulous
traders, who, after filling their ships with pepper, sailed
away without paying for their cargoes, thus stirring up
mistrust and hatred for all foreigners, Captain Endicott
said, in part :
"The ship Friendship of Salem, under my command,
belonging to Messrs. Pickman and Silsbee, sailed from
Salem for the west coast of Sumatra, with a crew of
seventeen men, including officers and seamen, on the 26th
of May, 1830. The persons comprising the ship's com-
pany were as follows : Charles M. Endicott, master ;
Charles Ambrose Knight, first mate ; John Barry, second
mate ; William Bray, carpenter ; George Chester, Alger-
non Warren, John Davis, John Massey, George Collins,
William Parnell, Gregorie Pedechie, Charles Converse,
Philip Manning, John Patterson and John Byrne, seamen ;
William Francis, steward, and George Migill, cook. After
the usual succession of fair winds and foul, calms and
storms, we arrived safe at our place of destination on the
22d of September following. We touched first at Quallah
Battoo (in English, Rocky River). We remained for the
purpose of trade until November 5, at which time, having
obtained all of the pepper of the old crop, and the new
pepper not coming in until March or April, we visited
several other ports, and finally returned to Pulo Kio
(Wood Island), about two miles from Quallah Battoo,
804 SALEM VESSELS AND THEIK VOYAGES
the latter part of January, 1831, intending to remain
there until the coming in of the new pepper crop.
"One bright moonlight night, shortly after our arrival
at this place, I was awakened by the watch informing me
that a native boat was approaching the ship in a very
stealthy manner and under suspicious circumstances. I
immediately repaired on deck, and saw the boat directly in
our wake under the stern, the most obvious way to con-
ceal herself from our observation, and gradually approach-
ing us with the utmost caution, without the least noise or
apparent propelling power, the oars being struck so lightly
in the water that its surface was scarcely ruffled. Having
watched their proceedings a few minutes, we became con-
vinced it was a reconnoitering party, sent to ascertain how
good a lookout was kept on board the ship, and intending
to surprise us for no good purpose. We, therefore, hailed
them in their own dialect, asking them where they came
from, what they wanted, and why they were approaching
the ship in such a tiger-like manner. We could see that
instantly all was life and animation on board her, and in
a few minutes we received an answer that they were
friends from Quallah Battoo, with a load of smuggled
pepper, which they were desirous to dispose of to us.
We, however, positively forbade them to advance any
nearer the ship, or to come alongside ; but, after consid-
erable discussion, we gave our consent for them to come
abreast the ship at a respectful distance,- and we would
send some of our men on board to ascertain if their story
was correct, and if there was nothing suspicions about
her, on their giving up their sidearms, we would rig a
whip upon the main-yard, and in this way take on board
their pepper, and allow one man to come on board ship
to look after it.
"All our own crew had, in the meantime, been mus-
tered and armed, and a portion of them placed as sentinels
on each side the gangway. In this manner we passed on
board some fifty or sixty bags of pepper. We were af-
terwards informed by the second officer that while this
was going forward, the chief officer, who subsequently
lost his life, was secretly scoffing at these precautions,
attributing them to cowardice, and boasting that he could
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BY GEORGE GRANVILLE PUTNAM 305
clear the decks of a hundred such fellows with a single
handspike. The boat was sent, we ascertained, by a
young man named Po Qualah, the son of the Pedir Rajah,
for the express purpose which we had suspected, the pep-
per having been put on board merely as an excuse in case
they should be discovered. It was only a sort of para-
chute, let off to see from what quarter the wind blew, as
a guide for their evil designs upon us. Ascertaining,
however, by this artifice, that the ship was too vigilantly
guarded, at least in the night, to be thus surprised, they
.set themselves at work to devise another plan to decoy us
to Quallah Battoo, in which, I am sorry to say, they were
more successful.
"A few days after this occurrence, a deputation was
sent to invite us to Quallah Battoo, representing that the
new crop of pepper was beginning to make its appear-
ance, and they could now furnish us with from one hun-
dred to two hundred bags a day, and would no doubt be
able to complete loading the ship in forty days. Being
in pursuit of a cargo, and having been always on friendly
terms with the natives of this place, whom I did not con-
sider worse than those of other parts of the coast, and
feeling besides some security from the fact that we had
already been warned by some of our old friends not to
place too much confidence in any of them, all of whom,
in consequence of the low price of pepper and from vari-
ous other causes were actually contemplating piracy along
the whole coast, whenever a. good opportunity should
offer, we considered, with a suitable degree of caution,
as the danger was but trifling, and therefore concluded a
contract with them and proceeded at once with the ship
to Quallah Battoo.
"Strict regulations were at once established for the
security and protection of the ship. Two of the most
important were, that, in the absence of the captain, not
more than two Malays were to be permitted on board at
the same time, and no boats should be allowed to approach
her in the night time upon any pretence whatever, without
calling an officer. Then, mustering all hands upon the
quarterdeck, I made a few remarks, acquainting them
with my apprehensions and impressing upon their minds
306 SALEM VESSELS AND THEIR VOYAGES
the importance of a good lookout, particularly in the night.
I expressed my firm conviction that vigilance alone would
prevent the surprise and capture of the ship and the sac-
rifice of all our lives, and that the words of Po Adam,
which they had so often heard him utter, 'must look
sharp,' had no idle meaning. Having thus done all we
could to guard against surprise and put the ship in as
good state of defence as under the circumstances was pos-
sible, keeping her entire armament in good and efficient
order, and firing every night an 8 o'clock gun, to appraise
the natives we were not sleeping at our posts, we com-
menced taking in pepper, and so continued for three or
four days, the Malays appearing very friendly. Every-
thing went on satisfactorily.
"On Monday, February 7, 1831, early in the morning,
my old and tried friend, Po Adam, a native well known
to traders on this coast, came on board, in a small canoe
from his residence at Pulo Kio, in order to proceed on
shore in the ship's boat, which shortly after started with
the second officer, four seamen and myself. On our way
Po Adam expressed much anxiety for the safety of the
ship, and also an entire want of confidence in Mr. Knight,
the first officer, which I then considered unfounded, re-
marking, in his broken English, 'he no look sharp, no
understand Malay man.' On being asked if he really
believed his countrymen would dare to attack the ship,
he replied in the affirmative. I then observed to the sec-
ond officer, it certainly behooved us, the boat's crew, who
were more exposed than any of the ship's company, to be
on our guard against surprise, and proposed when we next
came on shore to come prepared to defend ourselves, but
did not think the danger sufficiently imminent to return
to the ship for that purpose at that present moment.
When we reached the landing we were kindly received,
as usual. A man, who was a stranger to me, of rather
prepossessing appearance, pretended to be very much
pleased with my knowledge of the language, for which he
was profuse in his compliments, and to hear me speak it,
followed close upon my footsteps through the bazaars, and
was very assiduous in his attentions.
"Such circumstances, however, being of almost daily
BY GEORGE GRANVILLE PUTNAM 307
occurrence, there was nothing particular in this to excite
suspicions of any evil intent, and we were soon upon easy
and familiar terms. The natives were bringing in pepper
very slowly. Only now and then a single Malay would
make his appearance with a bag upon his head; and it was
not until nearly 3 o'clock in the afternoon that sufficient
was collected to commence weighing. Between 3 and 4
o'clock the first boat started from the shore. The natives
were, however, still bringing in pepper, with the promise
of another boat load during the day. This was a mere
subterfuge to keep us on shore. As the boat was passing
out of the river, I noticed her stop upon one of the
points, and believing it the object of her crew to steal
pepper and secrete it among the neighboring high grass,
two men were sent down to look after them. They soon
returned, remarking there appeared to be nothing wrong.
The ship lay about three-fourths of a mile from the shore,
and between the scale houses and the beach there was a
piece of rising ground, so that, standing at the scales, we
could just see the ship's topgallant yards, i had observed
a vessel in the offing in the course of the day, apparently
approaching this place or Soo-Soo, and, being at leisure,
walked up toward the beach to ascertain if she had hoist-
ed any national colors. The instant I had proceeded far
enough to see our ship's hull, I observed the pepper boat,
which was at this time within two hundred or three hun-
dred feet of her. As she rose on the top of the swell
she appeared to have a large number of men in her. My
suspicions were instantly aroused that there was some-
thing wrong, and I returned to inquire into the circum-
stances of the men who were sent down to the mouth of
the river.
"I was then informed, for the first time, that as they
approached the boat six or seven Malays jumped up from
the high grass and rushed on board of her. As she
passed out of the river they saw her take in from a ferry
boat that was passing about the same number, but as they
all appeared to be youngsters, to use their own expres-
sions, they did not think the circumstance of sufficient
importance to mention it. They were reprimanded for
such an omission of duty, accompanied with the remark,
308 SALEM VESSELS AND THEIR VOYAGES
'Your youngsters, as 3'ou call them, will, I suspect, be
found old enough in iniquity, at least to capture the ship,
if once admitted upon her decks.' The words of Po
Adam that morning, that *Mr. Knight no look sharp, no
understand Malay man,' now struck me with their full
force and a fearful foreboding. I appealed to Mr. Barry,
the second officer, for his opinion as to what would be Mr.
Knight's probable course, remarking, 'he certainly will
not disobey orders.' Mr. Barry expressed his fears, know-
ing so well the contempt which Mr. Knight entertained
for these people, saying, 'he will probably conclude your
precautions to be altogether unnecessary, and that he can
allow them to come on board with impunity, without your
ever knowing anything of the circumstance, and no harm
will come of it.' The view of the case certainly did not
have the effect in any degree to allay my anxiety, and I
observed, 'If your predictions prove correct, the ship is
taken,' concluding it to be altogether too late for us on
shore to render any assistance to the ship, and still cling-
ing to the hope that Mr. Knight would, after all, be faith-
ful to his trust, Mr. Barry and two men were directed to
walk up towards the beach without any apparent concern,
and watch the movements on board. On my own way up
to the beach, just before, I passed near a tree, under the
shade of which a group of twelve natives were apparently
holding a conversation, and as I approached all conversa-
tion ceased.
"The object of this meeting, as I was afterwards in-
formed, was to consider whether it would be better to kill
us before attempting to take the ship or afterwards. The
conclusion arrived at was to be sure of the ship first, the
killing of us appearing to them as easy, to use their own
simile, as cutting off the heads of so many fowls. The
manner how had already been decided, the time when, was
all there was to be considered, a native having already
been appointed, and the price fixed for the assassination
of each of the boat's crew. The price set upon my life
was $1000 ; the second officer, $500 ; and for each of th
seamen, $100. It was the business of my officious friend,
whom I met that morning on my landing, to bestow that
little delicate piece of attention upon me. As soon as Mr.
BY GEORGE GBANVILLE PUTNAM 309
Barry had reached an elevation where he could see the
ship's hull, I noticed a quick, convulsive movement of his
limbs, and that he turned short round and walked, with-
out hastening his steps, directly towards me, passing me
without discovering any emotion, our eyes not being even
directed towards each other, and said, 'There is trouble on
board, sir.' To the question, 'What did you see?' he
replied, 'Men jumping overboard.' Convinced at once
of our own perilous situation, and that our escape de-
pended on extremely cautious and judicious management,
I answered, 'We must show no alarm, but muster the men
and order them immediately into the boat.' At this mo-
ment we did not know, of course, whether it was the
natives or our own crew who were jumping overboard.
There was nothing certain further than that the ship was
undoubtedly attacked, and we on shore must look out for
our lives.
"The men got into the boat in their usual deliberate
manner and winded her head round to the mouth of the
river, when Philip Manning, one of the crew, who had
yet no suspicion of what was going on, reminded me I had
not locked the chests containing the weights. In this trade
the weights are as much a matter of contract and bargain
as the price of pepper, and for the better satisfaction of
both parties, I had recently adopted the plan of locking
up the weights over night in a chest kept on shore for
that purpose. This was in the first place to prevent the
Malays taking out the lead, and in the next, convincing
them that we did not violate our part of the contract by
putting any secretly in. Such is the mutual want of con-
fidence manifested in our dealings with each other on this
coast. Everything being now in readiness, we pushed off
from the shore, the Malays having no suspicion of our de-
sign, believing we intended to remain for the other boat
load of pepper, and thinking it to be our intention, by our
apparently unconcerned manner, to cross the river for a
stroll in the opposite bazaar, as was our frequent custom.
The moment the boat left the bank of the river, Po Adam
sprang into her in a great state of excitement. I exclaimed
to him, 'What, do you come, too, Adain? He answered,
'You got trouble, captain ; if they kill you, must kill Po
310 SALEM VESSELS AND THEIR VOYAGES
Adam first.' He suggested we should immediately steer
the boat as far as possible from the western bank of the
river, which was not more than one hundred feet wide,
when I remarked to the crew, 'now spring to your oars,
my lads, for your lives, or we are all dead men.' Adam
exhibited the utmost alarm and consternation, encour-
aging my men to exert themselves, and, talking English
and Acheenise, both in the same breath, now exclaiming
in Acheenise, 'di yoong di yoong hi,' and then exhorting
them to 'pull, pull, trong.' The men worked with a will
at their oars, and what with their efforts and the assist-
ance of a favorable current, we made rapid progress out
of the river.
"As we doubled one of the points, we saw hundreds
of natives rushing with wild impetuosity towards the
river's mouth, brandishing their weapons and otherwise
menacing us. Adam, upon seeing this, was struck with
dismay, and exclaimed, 'if got blunderbuss will kill all.'
Luckily, they were not provided with that weapon, and
we escaped its dangers. A ferryboat was next discov-
ered, with ten or twelve natives in her, armed with long
spears, evidently waiting to intercept us. I ordered Mr.
Barry into the bows of the boat, and with Adam's sword
to make demonstrations of being armed, and also to run
the boat in such a manner as to run down the ferryboat,
which I concluded was our only chance to escape. Our
own boat, being a pinnace of some twenty-five feet in
length, high out of water, and the ferryboat a long, low
canoe, the thing appeared quite feasible. With headlong
impetuosity we were rushing towards our antagonist,
nerved with the feeling of desperation. The distance be-
tween us was rapidly diminishing. With profound still-
ness and breathless anxiety, we awaited the moment of
collision, like a fated boat over the cataract of Niagara,
with scarcely one chance in a hundred to escape death.
The points of their pikes could be plainly seen. Already
I observed Mr. Barry, with his sword elevated, as if in
the act of striking. But when we had approached within
twenty feet, her crew, all at once, as if by the direct in
terposition of Providence, appeared completely panic-
stricken, and made an effort to get out of our way. It
BY GEORGE GRANVILLB PUTNAM 311
was, however, a close shave, so close that one of their
spears was actually over the stern of our boat, which, with
my hand, as we passed, I pushed aside. The Malays on
the last point of the river as we passed, appeared perfect-
ly frantic at our escape, and ran into the water up to their
armpits, in their endeavors to intercept us, waving their
swords above their heads and shouting at the top of their
voices.
"Having now run the gauntlet, all danger for the pres-
ent was passed, and during the breathing spell which it
allowed us, we quietly proceeded the remainder of the
distance out of the river without further molestation or
incident. We had time now to calmly contemplate the
scene through which we had just passed, with hearts, I
trust, grateful to God for His kind protection and safe
guidance in the midst of perils. This was the part of
their plan, otherwise well conceived, which was defective,
they had taken no measures to prevent our escape from
the shore, not believing for a moment that our lives were
not at their disposal, unprotected and defenceless as they
saw us.
The whole scene would furnish an admirable subject
for the pencil of the artist, the fragile boat running the
gauntlet and forcing her way through the narrow passage
out of the river, maugre the efforts of hundreds of
Malays who are endeavoring to intercept her, the neigh-
boring bazaar and the points of the river crowded with
natives, many of whom were actually in the water up to
their armpits, while others were running to and fro, and
all in a state of the greatest excitement, vociferating to
the extent of their voices ; the doomed ship laying tran-
quilly in the water, with sails furled and a pepper boat
alongside, with a multitude of natives in every part of
her, and none of her own crew visible with the exception
of a man on the topgallant yard, and some ten or twelve
heads just even with the surface of the water, high moun-
tains in the background densely clothed with wood, and a
long range of low-thatched houses, with here and there a
few cocoanut trees surrounding them; and a sandy beach
of miles in extent, on which the surf is beating more
312 SALEM VESSELS AND THEIR VOYAGES
furiously. Its well-drawn sketch could not fail to thrill
the lovers of marvellous and exciting adventures."
Captain Endicott next went to Muckie, Sumatra, where
he knew he would obtain assistance. He found there the
ship James Monroe, Captain Porter, the brig Governor
Endicott, Captain Jenks of Salem, and the brig Palmer,
Captain Powers of Boston. To them he told the story of
the wonderful adventures of himself and crew. It was
instantly concluded to proceed to Quallah Battoo and re-
capture the Friendship, if possible.
Captain Endicott told at considerable length of the re-
capture by the combined forces of the ships James Monroe
and the brigs Governor Endicott and Palmer, detailing the
battle between the three vessels and the Malays on the
Friendship and the forts on the shore, and the final aban-
donment of the Friendship by the cut-throats.
From the survivors of the Friendship's crew he learned
the story of the capture of the Friendship by the natives.
He said that "the morning after the arrival of the three
vessels a canoe was seen approaching the James Monroe,
from Pulo Kio, with five or six men in her, whom we took
to be natives, but we were soon hailed from that ship and
informed that four of the number were a part of our own
crew. I proceeded immediately on board and found them
to be William Parnell, John Muzzey and Algernon War-
ren, seamen, and William Bray, carpenter. Their haggard
and squalid appearance bespoke what they had suffered.
It would seem impossible that in the space of four days
men could, by any casualty, so entirely lose their identity.
They bore no semblance to their former selves, and it was
only by asking their names that I knew either of them.
They were without clothing, other than loose pieces of
cotton thrown over their persons, their hair matted, their
bodies crisped and burned in large running blisters, be-
sides having been nearly devoured by mosquitoes, the
poison of whose stings had left evident traces of its viru-
lence, their flesh wasted away, and even the very tones
of their voices changed. The pieces of cloth which cov-
ered them being all their flesh could bear, and these it
was necessary to oil, to do even that.
(To be continued)
OLD NORFOLK COUNTY RECORDS.
( Continued from Volume L VII, page ISO.)
Letter of attorney, from Robert Tucke of Gorlston,
county of Suffolk, England, yeoman, son and heir of
Robert Tuck, late of Salem in New England, tailor, de-
ceased, to William Tuck, singleman, my son, to receive
for me all sums of money which are payable to me by
reason of the death of the said Robert Tuck, my father,
also to take possession of all lands and tenements as de-
scend to me as heir of the said Robert Tuck, and to sell
them to best advantage or letting them to farm, March
10, 1670. Wit : Jo : Woodruffe, not. publ., Hen : Ches-
ten, Scriven, nodu 8 no", Robert [his 2 marke] Aborne.
Ack. by Robert [his R mark] Tuck.
Henry Church and Mitchell Mew, Esquires, bayliffs of
Great Yarmouth in England, certify that it has been
sufficiently testified before us by several persons known
to be of good reputation that Willi : Tuck, aged about
twenty-four years, now bound for New England in a cer-
tain ship called the Bilboa Merchant of Yarmouth, where-
of one William Neave is master, is the son of Robert
Tuck of Gorlston, next Yarmouth, aforesaid, yeoman,
who was the son of Robert Tuck, late of Salem, in New
England aforesaid, March 13, 1670. Ack. by Henry
Church and Mitchel Mew, Bayliffs.
John Tuck of Hampton, carpenter, in consideration of
one share of cow comon in Hampton and one part of
one hundred acres of land at Hampton new plantation,
and the right of one share in north division specified in
bill of sale dated 12 : 25 : 1678, of my uncle, Mr. John
Sam borne, administrator to estate of Robert Tuck of
Hampton, deceased, and also having received of my uncle
three pewter platters and one pewter tankard and one iron
pot of the goods of my grandfather Tuck, acquit my
uncle, Feb. 26, 1673. Wit: Sam 11 Dalton, Jun. and
Hannah Dalton. Ack. before Sam 11 Dalton, commissioner.
Deposition of James Swetman of St. Buttolph, Bishops -
(313)
314 OLD NORFOLK COUNTY RECORDS
gate, London, weaver, aged about fifty-five years, and
Joseph Thurton of parish of St. Thomas, Southwarke, in
county of Surrie, cordwainer, aged about fifty years,
taken at the request of Susanna Thurton, alias ffuller,
wife of Tho. Thurton of Croyden, tobackonist, to the
effect that said Susanna Thurton, alias ffuller, is the re-
puted natural and lawful daughter of Rodger ffuller, late
of Topcraft, county of Norfolk, yeoman, deceased, and
sister to Giles ffuller, late of Hampton, in New England,
deceased, who was son to the sd. Rodger ffuller, and that
there is no other son or daughter of sd. Rodger ffuller,
nor any other brother or sister of sd. Giles ffuller now
living but the sd. Susanna Thurton, alias ffuller. They
depose further that Thomas Thurton of the parish of St.
Buttolph, Bishopsgate, aforesaid, tobackonist, now de-
signed upon a voyage hence to New England, in the ship
called the Mary and Sarah, John foye, master, is the re-
puted son of sd. Tho : Thurton of Croyden and the sd.
Susanna, his wife, sister of ye said deceased Giles ffuller.
Sworn before Thomas Davies, Knight, Lord Mayor, and
ye Aldermen or seanato of London, in ye King's Majes-
ties Court in ye chamber of ye Guildhall, April 5, 1677.
Veaglstaffe.
Letter of attorney, dated April 5, 1677. Tho : Thur-
ton of Croyden, tobacconist, and Susanna Thurton, alias
ffuller, his wife, daughter of Rodger ffuller of Topcraft,
yeoman, deceased, and only sister now living of late Giles
ffuller of Hampton, in New England, deceased, being
now both in London and well known by the notary men-
tioned, have constituted Tho : Thurton, their son, of the
parish of St. Buttolph, Bishopsgate, London, tobacconist,
now bound upon a voyage from home to New England, in
the ship called ye Mary and Sarah, of which John ffoye
is master, their true and lawful attorney, with full power
to act for them in their names, to receive any goods,
moneys, merchandise and wares belonging or payable to
sd. Giles ffuller at time of his decease, and upon receiving
any part to give answerable acquittance and discharge,
also to pay and satisfy any just debts which the sd. Giles
ffuller owed at his decease. Also, if need be, to appear
and to represent the persons of sd. constituents in any
OLD NORFOLK COUNTY RECORDS 315
court to defend and reply in all matters concerning the
premises. He is also impowered by sd. constituents to
take possession of and to grant, bargain, sell or convey
any lands, bouses, plantations, stocks, cattle, servants,
goods, wares, merchandise, whatsoever of the sd. Giles
ffuller, for such price as their sd. attorney shall find con-
venient, for their greatest advantage, and in the name of
sd. constituents to sign, seal and execute any deed of sale
or assignment, which shall be needful ; also with power
to substitute one or more attorneys and to revoke the
same. Wit: Benjamin Mountford, John ffoy, and Jo n
Siddiard. Sworn by Thomas [his X mark] Thurton and
Susanna [her X mark] Thurton, before Nic: Hayward,
No : pub. Sworn, Aug. 3, 1677, by the witnesses, before
Tho : Clarke, commissioner.
William Allin of Salisbury, house carpenter, for that
natural affection which I have to my well-beloved son,
John Allin, of the same town, conveys to the sd. Jno.
Allin the one full and complete moyety or one-half of all
the tract or parcel of upland in Haverhill which I bought
of Steven Kent, late of Haverhill, planter, the whole tract
being bounded, that is to say, to the great hill beyond the
playne to Michaell Emerson's farm at a black oake, which
was the bound of the lot which was Theophilus Satch-
well's, being part of his second division that he layd down
to the town again, and so to the lowermost mark of the
lot between Jno. Williams' lot and Theophilus SatchwelPs
that was, and so to a red oake marked and standing by
Merrie's Creek, and so down the creek unto a white oak
marked with C and K, being Georg Corlis, and so bounded
by Georg Corlis' lot side, taking in all the swamp, to a
small red oak near the swamp marked with S K, to a
black oak that is the corner mark of Steven Dowes lot,
and so upon a line to the cart path. Also I do give unto
my son John Allin the one moyety or full half part of
two parcels of meadow which I bought of the sd. Steven
Kent in Haverhill, and one parcel of meadow, about five
acres, on the north side of Merrie's Creek, bounded by
upland round it and a swamp near to Georg Collis, and
the other parcel of meadow, about two acres, lying at
Duck's meadow, bounded with an island and upland, with
316 OLD NORFOLK COUNTY BECOKDS
a cove that goes to a swamp, it being a head of Hauk's
meadow brook. The one moyety or half of all the upland
and meadow bounded as aforesaid, and that half which
my said son John shall make choice of. Dec. 20, 1672.
Wit : Tho : Bradbury, William Bradbury. Ack. by Wil-
liam [his U mark] Allin, before Robert Pike, Com.
John Allin of Salisbury, planter, for seven pounds of
current New England money, made sure unto me by a
firm bill of debt, conveys to Samuell Hutchins of Haver-
hill, planter, all my parcel of meadow, about five acres, in
Haverhill, on the north side of Merrie's Creek, commonly
called, bounded by upland round it and a swamp near to
Georg Corlis, the said meadow belonging formerly to
Steven Kent, and sold by him to Willi : Allin, sen., of
Salisbury. Nov. 1, 1677. Wit: Robert fforde and John
Bradbury. Ack. by grantor. Rich d Allin, brother of
John Allin, consents to the sale. Wit: Tho: Bradbury
and Robert fforde.
Susanna Whiteredg of Amesbury, in consideration of
a promise made to my son, Samll. Colby, and a valuable
sum of good pay, conveys to my grandchild, Sam 11 Colby,
child of my son Samll. Colby, one-half of all my laud in
Amsbury lying between a highway leading from Mr.
Goodins to the mill, only my corn feild which lies adjoin-
ing, I except it, bounded by the now being fence which is
about it, one complete half of all the other land aforesaid,
whether swamp, upland, flats or meadow, bounded by the
aforesaid highway, by Jarret Haddon, by the Powwaus
river, by a bank until coming to the fence of the cornfield
aforesaid. But I, the aforesaid Susanna Whitredg, am to
enjoy it during the term of my natural life, without any
molestation by the aforesaid Samll Colby, 4. 11. 1677.
Wit : Walter Taylor and Jarret Haddon. Ack. by Su-
sanna [her H mark] Whitredg, before Nath. Saltonstall,
commissioner.
John Godfrey of Nubery conveys to Thomas Dow of
Merrimack, for forty pounds, my house and house lot and
hop yard and orchard, formerly in the possession of Edward
Yeoman, in Haverhill, containing about sixteen acres,
bounded by land of John Eaton, by the little river, by
William White, by John Haseltine, by Moses Bradstreet
OLD NORFOLK COUNTY EEOORD8 317
and Nath 11 Elithorp, April 7, 1669. Wit: Benjamin Kim-
ball and Mary Warde. Ack. by John [his IO mark]
Godfrey, before me, Nath : Saltonstall, commissioner.
ff rands Jennis of Hampton, for seven pounds paid to
me, with a bill of three pounds payable as it is expressed
in the bill, conveys to Hezron Levitt of Hampton, shoe-
maker, one-half of a share <*f the cow comon of Hampton
(excepting only to myself the last tract of land which
was granted by the town of Hampton to the shares of
comon lying upon the north side, the bound towards
Portsmouth), Nov. 10, 1674. Wit : Henry Dowe and
William Swaine. Ack. by ffrancis [his F mark] Jennis,
before Samll Dalton, commissioner.
Tho: Thurton of Saint Buttoles, Bishopsgate, London,
Tobackonist, declared by County Court held at Hampton,
New England, heir apparent to estate of Giles ffuller,
late of Hampton, weaver, deceased, made manifest by
deed under seal of Lord Mayor of London and notary
public, dated April 1, 1677, conveys, for ten pounds of
current money, to said Hezron Levitt of Hampton, cord-
winder, a certain tract of planting land in Hampton, in
a field commonly called the north playne, northward of
the town, about ten acres, as it stands recorded to Giles
ffuller in Hampton town book, page 61, bounded by land of
Tho : Marston, now in the hands of his son Isaac Mars-
ton, by Henry Ambrose, now in the hands of Christopher
Palmer, abutting with one end on the common way that
goeth towards Portsmouth upon Hampton Common, Oct.
22, 1677. Wit: Willi : ffifeild and Timothie Dalton.
Ack. by grantor before Sam 11 Dalton, commissioner.
Timothie Lindall of Salem, merchant, for twenty-eight
pounds sterling, conveys to Henry True, all my township
or common right in Salisbury, formerly in possession of
ffrancis Dove, as doth appear by the town records, and
sold to me by Peter Dove, Esq., and sons and heirs unto
said ffrancis Dove, together with the four acre lot of salt
marsh belonging to the cow common, with all other divis-
ions of lands not laid out to the sd. comonage, Sept. 15,
1677. It is also agreed if the lot called higgledee piglee-
dee, which was formerly ordered by the town to be laid
out for the use of the aforesaid Dove, cannot be recovered
318 OLD NORFOLK COUNTY BECOKDS
by the said True, then the sd. Lindall is to pay or dis-
count with the said Henry True eight pounds upon his
bill passed to the said Lindall. Wit : John Severans and
John Michell. Ack. by Timothie Lindall before Symon
Bradstreet, assist.
John Allin of Salisbury, planter, for two pounds twelve
shillings, conveys to Zakery Davis of Nubery, carpenter,
one common in Haverhill, being one of those three
comons which was given unto me, said Allin, by my father,
William Allin, and sold to him by Steven Kent of Haver-
hill, Nov. 8, 1677. Wit: Tho: Bradbury and Sarah [her
S mark] Connor. Ack. by John Allin, his wife Mary
surrendering her right of dower, before court held at
Salisbury, April 9, 1678. Tho : Bradbury, rec d .
George Goldwyer of Salisbury, for thirty pounds sterl-
ing, conveys to Thomas Currier, Jacob Morrill and Philip
Rowell of Eamsbery, all my division of salt marsh (being
commonly called the first higledee pigledee lot) in Salis-
bury, butting upon the marsh of Joseph Moys, now in
possession of Jno. Allin, and other marsh now in posses-
sion of Tho : Mudgett, and the rest of said lot encom-
passed with a dead creek and two branches coming out of
the said creek, Nov. 20, 1677. Wit: Tho: Bradbury
and William Bradbury. Ack. by George [his O mark]
Goldwyer, before court at Salisbury, Apr. 9, 1678. Tho:
Bradbury, rec.
Agreement, dated Oct. 8, 1677. Because of a contro-
versy these many years betwixt John Hazeltine, sen., and
Abraham Whitticker, sen., concerning the bounds between
them both at Spickett meadow, therefore we, the said
John Hazeltine and Abraham Whitticker, do jointly agree
to measure both meadows at Spicket, and we have mutu-
ally chosen Georg Brown and Thomas Witcher, both of
this town, to measure the aforesaid meadow, measuring
each man's meadow at his own end, his proportion, five acres
to John Hazeltine and three acres to sd. Abraham Whit-
icker, measuring all from upland to upland, and the over-
plus after each hath his division shall be equally divided
according to their former proportion. This to be done
after ye date hereof within a month, this to end all con-
troversies. We do bind ourselves in the bond of twenty
OLD NORFOLK COUNTY RECORDS 319
pounds to each other to set down quietly to this agreement.
Wit : Daniel Wickman and Samuel Hazeltine. Signed by
John [his I mark] Hazeltine and Abraham Whiticker.
This is to certify that John Hazeltine and Abraham
Whiticker, who chose Thomas Witcher to join Lieftenant
Brown to do work above mentioned, Tho : Whitcher being
disenabled to go, do jointly choose Robert fford to join
with Lieft. Brown to do the business in ye roome of Tho:
Whittier. Wit: Sam 11 Hazelton and Sam 11 Ladd. Signed
by John [his I mark] Hazeltine and Abraham Whiticker.
We, Leift. John Brown and Robert fford being appointed
to measure the meadow of John Hazeltine, sen. and Abra-
ham Whiticker, both of Haverhill, and to divide overplus
as is expressed in said agreement, have done it this 29 of
April, 1677, and the dividing bounds between sd. Hazel-
tine and Abraham Whitticker is a great rock at the neth-
ernmost end of a rocky pine hill, with a company of small
birches growing upon said rock, to a rock upon the river
bank on easterly side of sd. brook, to a rock where ye
upland and brook cometh together, Oct. 29, 1677. Signed,
George Brown and Robert fford.
Thomas Thurton of Hampton, tobackonist, as attorney
and rightful heir to the estate of Giles ffuller, late of
Hampton, deceased, for twelve pounds, conveys to James
Chase, of Hampton, a certain parcel of fresh meadow,
about four acres, which was formerly of Giles ffuller in
Hampton, in the Spring marsh, commonly so called, near
the great Boares head, bounded by a river comonly called
John Brown's or the beach river, a meadow or marsh some-
time of Mr. Wheelwright, a meadow of Joseph or Benja-
min Moulton, sometime of their father William Moul-
ton, the meadow of sd. James Chase and Joseph Chase,
sometime of their father, Tho : Chase, deceased, Dec. 29,
1677. Wit: Henry Roby and Henry Dow. Ack. by Tho:
Thurton before Sam 11 Dalton, commissioner.
Henry Tuxbery of Amsbery, weaver, for certain hous-
ing and lands in Amsbery, conveys to Willi : Sargent, jr.,
planter, dwelling house, out-housing, oarchyard, and other
lands adjoyning, both broken and unbroken up, with all
the fencings belonging to same, in Amsbery, bounded by
a twenty-four acre lot of upland formerly of Edward Cot-
320 OLD NORFOLK COUNTY RECORDS
tie, and by him sold to John Cheyny, deceased, bounded
with Merrimack river and Haverhill highway and widow
Peaslie's land and common land belonging to Haverhill.
Also another parcel of upland, about thirteen acres, for-
merly purchased of William Holdridg, said land adjoining
in part onto my forenamed land bought of sd. Cottle and
in part upon a highway belonging to Haverhill, and upon
another town highway leading to Holt's rock, so called.
Also another parcel of land, about an acre, which I bought
of Sam 11 Davis, adjoining to the division line between
Amsbery and Haverhill, in Haverhill, bounded with a
highway and land of Sam 11 Davis, as it is now laid out,
January 26, 1673. Wit: Tho : Nickolls and Tho : Sar-
gent. Ack. by Henry [his H mark] Tewxbery and Mar-
tha, his wife, before Sam 11 Dalton, commissioner.
(2*0 be continued)
THE BURNAP-BURNETT GENEALOGY.
BY HENRY WYCKOFP BELKNAP.
(Continued from Volume LVII, page
Thomas Nickolls and Joseph Bur nap of Reading, car-
penters, consideration .12, to Benjamin Burnap, land in
Reading. Rebecca Nickolls and Tabitha Burnap also
sign. Witnesses : Ebenezer Bancroft, Peter Emerson,
John Goodwin. Acknowledged 12 March, 1706/7.
(Mddx. Land Records, vol. xv, p. 336.)
Thomas Nicholls, Senr., of Reading, carpenter, and
Joseph Burnap of Reading, consideration X15, to Jona-
than Poole of Reading, land in Reading, 10 December,
1706. Witnesses : John Herbert, John Nichols. Acknowl-
edged 10 Nov., 1708. (Mddx. Land Records, vol. xxiv,
p. 549.)
Thomas Nicholls and Joseph Burnap, both of Reading,
carpenters, consideration 40/, to Thomas Damon of Read-
ing, blacksmith, quit claim, 4 March, 1705. Rebeckah
Nichols and Tabitha Burnap also sign. Witnesses : John
Parker, Benjamin Burnap, William Cowdrey. Acknowl-
edged 4 March, 1704/5. (Mddx. Land Records, vol.
xxxii, p. 375.)
Jonathan Eaton of Reading and John Bancroft and
Ebenezer Bancroft of Lynn, and Thomas Nichols and
Timothy Hartshorn, Joseph Burnap and Hannah Eaton,
Samuel ffrothingham of Charlestown, all children by
birth or marriage of father Jonathan Eaton, late of
Reading, deceased, who in his will bequeathed to us (and
to our brother William Eaton of Reading) equal division
of lands, quit-claim to William Eaton, 19 July, 1703.
(Signed), John Eaton, Hannah Eaton (mark), John Ban-
croft, Elizabeth Bancroft (mark), Thomas Nickolls,
Rebeckah Nickolls (mark), Timothy Hartshorn, Martha
Hartshorn (mark), Joseph Barnap, Tabitha Barnap
(mark), Edmond Bancroft, Abigail Bancroft (mark),
Samuel ffrothingham, Hepzibah ffrothingham (mark),
Hannah Eatton (mark). Witnesses : Thomas Nicholls,
(321)
322 THE BURNAP-BURNETT GENEALOGY
Jonathan Parker, Timothy Goodwin. Acknowledged 4
March, 1718/9. (Mddx. Land Records, vol. xx, p. 224.)
Joseph Burnap of Redding, cooper, appointed guardian
unto Samuel Button (c), a minor about 6, and Rebecca
Dunton, a minor about 7, children of Samuel Dunton,
late of Redding, and Ann his wife. 11 June, 1705.
(Mddx. Probate Records, vol. xi, p. 11.)
In 1730 Joseph Burnap was one of the signers of a
petition to the General Court for setting off parts of
Reading, Lynn and Andover to the First Parish to help
support the Gospel in said precinct, but as Samuel Burnap
was also on the same committee, it may be that it was
Joseph, junior, who served with his brother. In 1737
Isaac Burnap and Captain Joseph Burnap entered dissent
from the town's making any disposition of the common
lands. The testimony of Joseph Burnap, aged about 67
years: "about twenty years agone I was desired by
Captain Thomas Flint, deceased, to measure the farm that
Samuel Hayward dwells on," etc. Joseph Burnap, Survr.
(Mddx. Land Records, vol. xxxii, p. 315.)
Joseph Burnap died 19 August, 1744 (Reading Town
Records), his wife having departed 31 October, 1734
(Reading Town Records), in her 60th year, as her grave-
stone in the Town Burying Ground states.
The will of Joseph Burnap : Joseph Burnap, 1744,
14 July, of Reading, gent., arrived at old age, but perfect
disposing mind and memory, my executor to pay all debts,
etc. To son Joseph Burnap the land he now liveth on
which I purchased of Timothy Hartshorn and all that
which I purchased of David Hartshorn, 2/3 of my right
in Lobb's Pound saw-mill, 1/3 of my cedar swamp, also
(personal effects). That my executor shall pay to the
children of son Samuel Burnap, deceased, viz., Ruth,
Hannah and Tabitha, three daughters of said son Samuel,
at the age of 18 or marriage. To son John Burnap 20
acres I purchased of John Eaton, 1/3 right in the saw-
mill (above), also wearing apparel, etc. To son Isaac
Burnap the homestead, etc., on bath side, etc. (personal
effects). Son-in-law Ebenezer Flint, 20/ : to Tabitha and
Hepzibah Flint, two granddaughters, X3, and to Tabitha
a red Blanket and a mantle ; to daughter Sarah Swain,
BY HENRY WYCKOFF BELKNAP 323
6, a pair of my worsted combs, a great Bible and money
scales; to daughter Abigail Smith, <7: 10: 0, a gold
ring, wainscoat Chest, and right in the Concordame (sic);
to daughter Hepzibah Emerson, my great Loom and ap-
purtenances, =3, and to her husband Emerson all Coopers
Tools and what he may owe me ; to daughter Lydia
Upton, <7, my little Loom and Tackling, a pair of Wor-
sted Combs and a pair of small Steelyards ; to son-in-law
John Walton, my Dictionary, 20/, to be paid when my
granddaughter Martha arrives at full age ; to grand-
daughter Martha Walton, daughter of my daughter Mar-
tha, deceased, 3 at full age or marriage; to cousin
Hannah Going, daughter of Nathaniel Going, 3 at full
age or marriage. Residue of books equally divided among
all surviving children and children of those deceased,
except daughters Sarah Swain and Abigail Smith, to
whom I have above given valuable books. Within Door
moveables equally divided among my daughters and grand-
daughters representing those deceased ; daughter Eliza-
beth, deceased ; son Isaac executor. Proved 3 September,
1744. Witnesses : John Temple, Jona. Temple, James
Abbott.
Codicil to will of Joseph Burnap of Reading, made 14
July, 1741: mare and shay to be sold to the highest
bidder among the children, or if they decline, to any other
person, and .20 (of proceeds) to the First Church of
Christ, Reading, for Communion vessels ; wool, flax and
yarn to my daughters ; corn, meat and meal, 1/2 to son
Joseph, and 1/2 of living swine ; to Isaac, 1/4 of corn,
meat and meal and 1/4 of swine, the other 1/4 to sons-in-
law James Smith and Nathaniel Emerson. 2 April, 1742.
Witnesses^ Daniel Pratt, John Temple, Jonathan Temple,
(Mddx. Probate Records, vol. xxii, p. 691.)
Children, born in Reading, two baptisms recorded in
Wakefield :
103. TABITHA, born 5 May, 1692; died 30 July, 1734, at Reading.
104. SABAH, born 12 July, 1694; died 13 April, 1771, ae. 77, at
Reading.
105. ABIGAIL, born 5 Feb., 1698/9; died 8 Oct., 1773, ae. 75, at
Reading.
824 THE BUR NAP BURNETT GENEALOGY
106. JOSEPH, born 28 Jan., 1700/1.
107. SAMUEL, born 21 April, 1703; died 28 Dec., 1735, at Reading.
108. HEPZIBETH, born about 1704; died 20 Mar., 1796, aged 92
years, at Reading.
109. LYDIA, born 29 July, 1706; died before 1755.
110. JOHN, born 29 June, 1708; died after 1777.
111. MARTHA, born 30 Sept., 1710; died 1737.
112. ISAAC, born 31 Jan., bapt. 8 Feb., 1712/3; died about 1780.
113. JACOB, bapt. 18 Aug., 1717; died 10 Dec., 1734, at Wakefield
(gravestone), in his 18th year.
70. ELIZABETH BURNAP, bora 21 February, 1664, at
Reading ; was married, 15 August, 1683, at Reading, to
Jonathan, born 6 December, 1655, son of Jonas and Grace
Eaton. He was made a freeman in 1691, and served as
lieutenant and selectman of Reading. She died 7 Octo-
ber, 1688, and he married, 2 April, 1691, Mary .
The following refers to his son Jonathan, who was a
soldier and unmarried :
Jonathan Eaton, late of Reading, deceased, intestate,
at Annapolis Royal in his Majesty's service, in or near 26
March last, twelve moneth. We, Jonathan Eaton of sd.
Reading, the natural father of sd. Jonathan Eatton, Deed.,
& John Pool and Joseph Parker, both of sd. Reading,
who married the two sisters of the Deed., have agreed
respecting the Estate, etc. 19 July, 1712. Witnesses:
Joseph Burnap, Tabitha Burnap, Jonathan Eatton, John
Pool, Joseph Parker. (Mddx. Probate Records, vol. xiii,
p. 124.)
Jonathan died 8 July, 1743, ae. 88 years, having had
eight children by his second marriage:
Children, by first wife EATON :
SARAH, born 12 July, 1684; married 16 May, 1709, John Pool,
jr.; she died 30 Nov., 1728.
JONATHAN, born 11 Aug., 1686; died about 26 Mar., 1712, at
Annapolis Royal.
ELIZABETH, born 25 Feb., 1687/8; married 6 April, 1711,
Joseph Parker; she died 27 Nov., 1767, in her 80th year
(gravestone record).
71. LYDIA BURNAP, born 8 April, 1667 (Reading
Town Records), married, 30 June, 1692 (Reading Town
BY HENRY WYCKOFF BELKNAP 325
Records), John, born 12 March, 1658/9 (Ipswich Town
Records), son of Ralph and Esther Dix of Ipswich, and
later of Reading. She died 9 June, 1699, at Reading,
and he married again, 28 May, 1700, Anna Swicher, widow
of Joseph Fitch of Reading.
Children,born in Reading Dix :
JOHN, bora 24 Dec., 1693; died 27 Dec., 1693.
LYDIA, born 24 Dec., 1693; died 24 Dec., 1693.
LYDIA, born 15 Mar., 1694/5; died 31 Aug., 1709.
SABAH, born 4 April, 1697.
ELIZABETH, born 28 April, 1699 ; married 17 Mar., 1719, Wil-
liam Dilleway of Boston.
There were several children by the second marriage.
75. BENJAMIN BUJRNAP, born 8 June, 1677 (Reading
Town Records) ; married, 19 June, 1700, at Reading,
Elizabeth (Town Copy), born 1678, daughter of Thomas
and Rebecca (Greene) Newhall of Lynn and Maiden. In
1711, in the expedition against the French and Indians,
he appears as k 'Centinel Benjamin Burnap," and in 1721
the Captain Burnap who is on a committee to look after
town rights in Lynn Common is probably he. He was
in John Shipley's company in 1722, from 26 June to 10
December, for service in Maine.
He and his wife were received in full communion at
Reading, 3 January, 1720/1.
In 1723, as will be seen from the deeds below, he sold
his property in Reading and removed to Hopkinton, buy-
ing land on the Sudbury river.
Jeremiah Sweyn of Reading, consideration X100 to
Timothy Wyley, Benjamin Sweyne, Thomas Nickols, Wil-
liam Eaton, John Dix and Benjamin Burnap, all of Read-
ing, land in Reading, Captain Smith's ffarme. 28 Jan.,
1701. (Jeremiah Swain married Mary, daughter of Cap-
tain Smith.) Mary Sweyn also signs. Witnesses : Fran-
cis Smith, Ruth Smith, John Herbert.
Acknowledged 12 March, 1700/1. (Mddx. Land
Records, vol. xiii, p. 100.)
Articles of agreement between the above in regard to
the division of the Smith farm, with a map of the same,
326 THE BURNAP-BURNETT GENEALOGY
are to be found in these records, 28 January, 1701, vol.
xiii, p. 105.
Benjamin Burnap of Reading, yeoman, consideration
389 to Deacon Thomas Nickols of Reading, carpenter
and bricklayer, land in Reading, including the housing in
which I now dwell. 9 April, 1723. Elizabeth Burnap
also signs. Witnesses: Timothy Goodwin, Ebenr.
Parker.
Acknowledged 17 April, 1723. (Ibid, vol. xxviii,
p. 493.)
Benjamin Burnap of Reading, husbandman, considera-
tion 65 to Thomas Nichols, Jun., of Reading, bricklayer,
land in Reading which I bought of Major Jeremiah
Swayne, part of Captain Smith's farm. 10 April, 1723.
Elizabeth Burnap also signs. Witnesses : Timo. Good-
win, Ebenezer Parker.
Acknowledged 11 April, 1723. (Ibid, vol. xxvi,
p. 115.)
Jedediah Brigham of Marlboro, husbandman, consider-
ation 600 to Benjamin Burnap of Reading, part of the
farm in Westboro and Hopkinton adjoining the Sudbury
river, formerly Thomas Woolson's. 13 April, 1723.
Bethiah Brigham also signs. Witnesses : John Stone,
Matthew Patrick, David Wallis.
Acknowledged 24 Sept., 1734.
Benjamin Burnap of Hopkinton, consideration 200
to Jonathan Burnap, land in Hopkinton and Westboro.
(David Burnap's land mentioned.) 13 June, 1734. Eliza-
beth Burnap also signs. Witnesses: Daniel Burnap,
Benjamin Burnap.
Benjamin Burnap of Hopkinton, husbandman, consid-
eration 100 to David Burnap, land in Hopkinton and
Westboro. 14 June, 1734. Elizabeth Burnap also signs.
Witnesses: Jonathan Burnap, Benjamin Burnap.
Acknowledged 13 May, 1740. (Ibid, vol. xli, p. 202-
204.)
Benjamin Barnap of Hopkinton, husbandman, consid-
eration 100 to Benjamin Barnap, Junr., husbandman, 80
acres in Hopkinton, reserving a way from White Hall
farm through above land to Southborough for self and
wife and three sons, Daniel, David and Jonathan. 12
BY HENRY WYCKOFF BELKNAP 327
June, 1734. Elizabeth, wife of Benjamin, signs. Wit-
nesses : Jonathan Barnap, Elias Haven.
Acknowledged 13 May, 1740. (Ibid, vol. Ixv, p. 550.)
Benjamin Barnap, Senr., of Hopkinton, yeoman, con-
sideration X100 to son Daniel of Hopkinton, housewright,
80 acres in Hopkinton, 17 June, 1734. Elizabeth Barnap
also signs. Witnesses: Jonathan Barnap, Benjamin Bar-
nap.
Acknowledged 13 May, 1740. (Ibid, vol. Ixv, pp.
553/4.)
The last four deeds are interesting, because, the young-
est of the four sons being now of age, the father transfers
to each of them a farm of his own.
Benjamin Burnap, Senr., of Hopkinton, consideration
.100 to David Burnap of Hopkinton, husbandman, land
in Hopkinton. 19 January, 1736. Elizabeth Burnap
also signs. Witnesses : Jonathan Burnap, Benjamin
Burnap.
Acknowledged 13 May, 1740. (Ibid, vol.xliii, p. 594.)
Benjamin Barnap, Senr., of Hopkinton, consideration
.100 to Daniel Barnap of Hopkinton, husbandman, five
and a fraction acres in Hopkinton. 19 Jan., 1737/8.
Elizabeth Barnap also signs. Witnesses: Benjamin Bar-
nap, Junr., Jonathan Barnap.
Acknowledged 13 May, 1740. (Ibid, vol. Ixv, p. 556.)
Children, born in Reading:
114. REBECCA, born 2 April, 1701; died 26 Nov., 1723. (Reading
Town Records.)
115. BENJAMIN, born 14 Nov., 1702; died after 1785, probably.
116. DANIEL, born 24 Mar., 1704; died May, 1793, at Hopkinton.
117. DAVID, born 13 Mar., 1705; died about 1756, at Southboro.
118. ELIZABETH, born 1 May, 1708; died 25 Nov., 1785, ae. 77, at
New Ipswich, N. H.
119. LYDIA, born 21 Feb., 1709/10.
120. JONATHAN, born 19 Jan. (bapt. 6 July), 1711/2; died 1785, at
Hampton, Ct.
121. SARAH, born 31 Aug., bapt. 6 Sept., 1713.
122. HANNAH, born 26, bapt. 30 Oct., 1715; died 13 Oct., 1803.
123. MARTHA, bapt. 4 May, 1718; died 25 Feb., 1791.
124. MARY, born 25, bapt. 28, Feb., 1719/20.
328 THE BUKNAP-BURNETT GENEALOGY
125. ESTHER, born 9, bapt. 14 April, 1723; died 8 Mar., 1723/4, ae.
11 mo. (Reading Town Records.)
NOTE. It will be seen that this last child was born just as the
deeds disposing of the Reading and taking over the Hopkintnn
property were passing. As she died in Reading eleven months later,
we must assume that the mother remained in Reading, doubtless
awaiting the preparation of the new home.
No records are to be found of the dates of death of
either Benjamin or his wife, and no probate papers are on
tile, so the deeds form our only clue, and from these it is
evident that both were alive in 1740.
76. DORCAS BURNAP, born 22 August, 1679 ; married
30 April, 1700 (Reading Town Records), William Saw-
yer, whose parents have not been identified, and who had
married, about 1696, Abigail, daughter of George and
Jane Lilley, by whom he had one son. The dates of their
deaths are not in the records of Reading, Wakefield, or
Lynn.
Children, born in Reading SAWYER :
DOKCAS, born 22 Feb., 1700/1.
RACHEL, born 18 Feb., 1702; married 12 Mar., 1722/3, Thomas
Rich.
LIDA(LYDIA), born 12 Sept., 1705; married 18 Oct., 1726,
Daniel Townsend of Lynn. She died 30 April, 1749, at
Lynn.
WILLIAM, born 28 Jan., 1707/8; married 6 Jan., 1729/30, Mar-
garet Wood.
ISAAC, born 10 July, 1711.
SUSANNAH, born 20 Oct., bapt. 3 Nov., at Wakefield, 1717.
BETHYAH, born 15 July, 1720.
JACOB(?), married 28 June, 1733, at Reading, Elizabeth Damon.
79. THOMAS BURNAP of Stanstead Abbots, Herts.,
was baptized at Hunsdon, 3 Oct., 1683, and was evidently
living in 1698, as his father is described as "Senior." It
is also apparent from his will that he had a wife Elizabeth,
and died about 1751.
It would appear that they had no children, as no men-
tion of any is made in the will.
The will of Thomas Burnap : In the Name of God
Amen. Thomas Burnap of Stanstead Abbot, Herts.,
yeoman, All goods and personal estate to my wife Eliza-
BY HENRY WYCKOFF BELKNAP 329
beth and she to be sole executrix. Dated 13 October,
1746. Testator makes his mark.
Witnesses : Thomas Norris, John Smith, John Wattson
(mark).
The above will was proved 15 November, 1751, by the
executrix, Elizabeth Burnap, widow.
84. THOMAS BURNAP, born 16 April, 1689 ; married,
28 March, 1710, Sarah, born 12 April, 1687, daughter of
Robert and Martha (Halle) Potter of Lynn. He was a
selectman in Reading in 1714.
Thomas Burnap of Reading, husbandman, consideration
348 to John Swaine of Reading, husbandman, land in
Reading, 18 November, 1726. Sarah Burnap also signs.
Witnesses : Ebenezer Parker, Edward Brown.
Acknowledged 18 March, 1729.
Thomas Burnap was a signer of a petition, 10 Decem-
ber, 1751, in Reading, for widening the lane called Deacon
Fitch's, which has to be used to get to and from meeting.
Thomas Burnap of Reading, yeoman, consideration 10
to Thomas Symonds of Reading, blacksmith, six acres of
land in Reading, 9 August, 1757. Witnesses: Brown
Emerson, Peter Emerson.
Acknowledged 3 April, 1758. (Mddx. Land Records,
vol. Ix, p. 214.)
Thomas Burnap of Reading, yeoman, consideration 20:
13 : 4 to Thomas Symonds of Reading, blacksmith, 10
acres in Reading, 24 March, 1764. Thomas Burnap
(mark). Witnesses: Ebenr. Nichols, Lemuel Jenkins.
Acknowledged 24 March, 1764. (Ibid : vol. Ixvii, p.
441.)
In a map of the First Parish, about 1765, the distances
of the houses from the meeting house are given, and
Thomas Burnap's, "where William Brown now is," is
stated to be 3 qrs. 22 rods.
His wife died 2 March, 1756, in her 69th year, accord-
ing to her tombstone in the Town Burying Ground at
Wakefield, and he died 22 February, 1769, in his 80th
year, from the same testimony.
The will of Thomas Burnap: Thomas Burnap of
Reading, dated 30 August, 1765. To the First Church
of Christ, Reading, six pounds 13s. 4d. for a silver cup for
330 THE BURNAP-BURNETT GENEALOGY
Communion ; to sister Bethyah Burnap ; 1/3 of remainder
to daughter Ruth Smith ; to daughter Rebecca Upham
1/3 ; the other 1/3 to grand-children Thomas, Samuel,
Hezekiah, Sarah, Anna and Ruth Brown ; son-in-law
John Smith sole executor. Witnesses : Brown Emerson,
Jacob Walton, Lemuel Jenkins. Proved 27 March, 1769.
(Mddx. Probate Records, vol. xxx, p. 27.)
Children, born in Reading :
126. RUTH, born 23 May, 1711; died 23 Oct., 1775, at Wakefield, in
her 68th year (sic.). Town Burying Ground.
127. ANNA, born 26 April, bapt. 24 May, 1713; died 10 May, 1751.
(Reading Town Records.)
128. TIMOTHY, born 21 Dec., 1715; baptized 1 Jan., 1715/6; died 11
Sept., 1737, ae. 22. (Town Burying Ground, Wakefield.)
129. THOMAS, born 1 Sept., baptized 7 Sept., 1718; died 28 Dec.,
1736. (Reading Town Records and Wakefield Church
Records.)
130. SABAH, baptized 23 April, 1721; died 23 Dec., 1736. (Ibid.)
131. THOMAS, born 29 Mar., 1721.
132. HEZEKIAH, born 11 May, baptized 17 May, 1724; died 28 Dec.,
1736. (Reading Town Records and Wakefield Church
Records.)
138. REBEKAH, born 18 Jan., 1726/7; baptized 29 Jan., 1727; died
14 Mar., 1779. (Wakefield Church Records.)
85. SARAH BURNAP, born 18 October, 1690 ; married
7 April, 1711, at Reading, Samuel, born 12 September,
1685, son of Shubael and Mary Stearns of Lynn. The
date given above is probably that of the intention, as in
the Reading Records the date is 16 May.
In 1715 they removed to Sutton, Mass., but returned
later to Lynn, where she died 6 August, 1724, and he
married, secondly, 14 April, 1725, at Reading, Tabitha,
born 29 September, 1685, daughter of Abraham Bryant,
a Scotch minister, and Mary Kendall, his wife. He died
20 December, 1759, in his 74th year, "suddenly;" accord-
ing to the records of the First Congregational Church at
Lynnfield, his wife having died 13 December, 1758, also
"suddenly," as appears in the same record. The Bryant
family were of Marblehead.
Children, by first wife STEARNS :
TIMOTHY, born 17 June, 1712; married 3 Nov., 1737, Elizabeth
BY HENRY WYCKOFF BELKNAP 331
Jenkins; and, secondly, Dinah . He died before 1759.
SAMUEL, born 21 Feb., 1713/4; married 26 Feb., 1738, Mary
Wheat; secondly, in 1768, Lucretia Seavey ; and thirdly, in
1778, Abigail Gilbert. He died 20 Nov., 1793.
SARAH, born 2 Dec., 1715; married 6 Jan., 1733/4, intention,
William Perkins. She died 16 July, 1757.
THOMAS, born 22 Dec., 1717; married 4 Nov., 1740, Lydia
Mansfield. He died 5 Feb., 1811.
REBECCA, born 2 Sept., 1719; married 25 Mar., 1739, Ebenezer
Jaqnith of Wilmington, Mass. She died before 1759.
ISAAC, born 10 April, 1721; married 7 Oct., 1744, int., Abigail
Bryant of Reading. He died about 1763. s. p.
BENJAMIN, born 29 Feb., 1723/4; was killed in battle, leaving
no issue.
88. ELIZABETH BURNAP, born 1 November, 1694 ;
married, 9 February, 1724/5, at Reading, Benjamin, born
16 December, 1692, at Reading, son of Francis and Ruth
(Maverick) Smith of Reading. She died 30 December,
1748, at Reading, and he died 23 July, 1782, ae. 89 years
and about 7 months (Reading Town Records), or ae. 90
(Wakefield Church Records).
Children, born in Reading, baptized in Wakefield
SMITH :
BENJAMIN, born 31 May, baptized 5 June, 1726; died 20 Jan.,
1732/3, ae. 6 yrs. 7 mos. 20 dys.
ELIZABETH, born 14 Aug., 1728; married 28 May, 1752, Amos
Boardman of Chelsea.
EBENEZER, born 10 Mar., baptized 29 Mar., 1730; married 10
April, 1751, Mary Green; married 23 Oct., 1755, Hepsibeth
Damon; married 25 Dec., 1779, Mary Sherman. He died 15
Nov., 1796, ae. 66, at Wakefield.
ELIAS, born 8 Aug., baptized 15 Aug., 1731; graduated at
Harvard College in 1753, and became a minister at Middle-
ton and married Catherine Blanchard of Dunstable. He
died 17 Oct., 1791, at Middleton.
REBEKAH, born 27 Oct., baptized 2 Nov., 1735; died 6 Oct.
1738, at Reading.
BENJAMIN, born 6 May, baptized 3 May (sic), 1741; died 18
June, 1741, ae. 1 mo. 12 dys. (Town Copy, Reading.)
89. REBECCA BURNAP, born 2 December, 1695 ; mar-
ried, 20 September, 1726 (Church Records, Wakefield),
332 THE BURNAP-BTJRNETT GENEALOGY
Ephraim, born 20 March, 1699/1700, at Reading, son of
Thomas and Elizabeth Weston (Wesson). She died 12
November, 1727, and he married, 30 November, 1731, at
Woburn, Mary Pool, who died 5 June, 1737, and he
probably died 21 April, 1769, at Reading.
Child, by first marriage WESTON:
REBEKAH, born 2 Nov., bapt. 5 Nov., 1727, at Wakefield.
90. MARTHA BURNAP, born 3 April, 1697 ; married,
25 October, 1717 (Church Records, Wakefield), 29
October (Reading Town Records), Ebenezer, born
1693, son of Shubael and Mary (Upton ?) Stearns. As
their children were born in Sutton, it is evident that they
lived there until after 1737, but probably after this they
removed, as no deaths are to be found in the Vital
Records.
Children, born in Sutton STEARNS :
MABTHA, born 20 Sept., 1718.
EBENEZER, born 26 Feb., 1720; married 15 Jan., 1740/1, Jane
Stockwell. He died in the French and Indian war.
ELIZABETH, born 14 Aug., 1721; married 6 Sept., 1739, David
Harwood.
JOHN, born 10 Feb., 1722/3; married 18 Feb., 1747/8, Mehita-
ble Pratt.
JONATHAN, born 26 June, 1725; married 12 Nov., 1788, Lydia
Caldwell.
HANNAH, born 27 Jan., 1726/7.
DAVID, born 25 Mar., 1729 ; married, 1756, Hannah Burnell.
He died 28 Feb., 1788.
MABY, born 27 Oct., 1730; perhaps married, 14 Sept., 1756,
Joseph Lillie of Dudley.
SABAH, born 11 May, 1732.
BETHIAH, born 7 June, 1734.
THOMAS, born 16 Feb., 1736.
REUBEN, born 21 June, 1737.
91. EBENEZER BURNAP, born 1 March, 1697/8 (Read-
ing Town Records) ; married, 24 December, 1719, Han-
nah, born 5 May, 1700, daughter of Samuel and Hannah
Lilley of Reading. He died 30 July, 1723 (Reading
Town Records), and she married, 25 November, 1731, at
Reading, Ebenezer Daggett (Dogget), widower of Hannah
BY HENRY WYCKOFF BELKNAP 333
Sibley, and removed to Sutton, where she died 27 August,
1783.
Guardianship of Ebenezer, minor, 15th year, son of
Ebenezer Burnap, late of Reading, to Thomas Burnap
(probably his uncle), of Reading, husbandman, 2 Jan.,
173(6)7. (Mddx. Probate Records, vol. xxii, p. 102.)
Children, born in Reading, baptized in Wakefield:
134. EBENEZER, born 10 June, baptized 10 Jane, 1723; died 12
April, 1804.
135. HANNAH, born 17 July, baptized 23 July, 1721; died 19 Oct.,
1816.
92. ABIGAIL BURNAP, born 8 February, 1699/1700 ;
married, 7 March, 1722/3, John, born 1 February, 1697,
sou of Samuel and Hannah Lilley, of Reading and Sut-
ton.
Children LILLIE :
JOHN, born 28 Feb., 1723/4; baptized 19 April, 1724, at Wake-
field.
ABIGAIL, born 20 Mar., baptized 6 June, 1725, at Wakefield.
93. HEPZIBETH BURNAP, born 3 April, 1701 ; married
22 June, 1720, John, born 16 September, 1696, at Read-
ing, son of John and Sarah (Bancroft) Woodward. Her
death does not appear, but he may be the John Woodward
in Reading Town Records who died 22 January, 1743/4.
They lived first in Reading, and then removed to Lynn
between 1728 and 1729.
Children WOODWARD :
JOHN, born 26 July, 1721, at Reading; bapt. 8 April, 1722, at
Wakefield.
TIMOTHY, born 1 May, 1723, at Reading; baptized 26 May,
1723, at Wakefield.
HEPZIBETH, born 2 Mar., 1724/5; baptized 2 May, 1725, at
Wakefield.
BEUI.AH, born 29 Aug., 1726, at Reading; baptized 9 Oct.,
1726, at Wakefield.
BENJAMIN, baptized 17 Nov., 1728, at Wakefield, "son of John
of Lynn end."
SARAH, born 9 Dec. 1729. (Lynn Town Records.)
THOMAS, born 10 Dec., 1730 (Ibid) ; died 9 April, 1731. (Lynn
Town Records.)
334 THE BURNAP-BURNETT GENEALOGY
JAMES, born about 1730; perhaps married, 10 June, 1760, at
Chelmsford, Rebecca Chamberlain.
ELIZABETH, born 8 Feb., 1731/2 (Lynn Town Records) ; died
26 Feb., 1731/2 (Ibid).
ELIZABETH, born 26 April, 1733 (Ibid); married, perhaps, 30
May, 1758, Josiah Walton, jr. (Reading Town Records.)
SUSANNA, baptized "June last", 1734 (Wakefield Church
Records); died Aug., 1734; "youngest child of John."
97. DORCAS BURNAP, born 17 February, 1685 ; mar-
ried before 1715, Ambrose (Hamburrough, in Andover
Records), born 22 September, 1681, son of William and
Elizabeth (Ballard) Blunt of Andover, and widower of
Mehitable Johnson, whom he had married 11 Sept., 1701.
They removed after 1715 to Norwich, Conn., and it may
have been he who was badly injured in Andover in 1728
by the fall of a bridge then under construction. This is
the more likely because in the Norwich Vital Records the
births of two children by the first wife are entered in
1735, having been born in 1717 and 1721. No births of
children by his second marriage are on record, nor any
deaths, but he must have died before 1742, as 13 May r
1742, Dorcas married, secondly, Captain Samuel Gore,
who had probably been married before to Hannah r
and she died 11 July, 1741. He died 27 May, 1756, at
Norwich.
98. MARY BURNAP, born 6 January, 1686/7 ; married
14 December, 1714, Joshua, born 15 November, 1686, son
of Joshua and Mary Lassell of Hingham, Mass. They
lived in Canada parish, northeast section of Windham,
Conn., and he was appointed a fence-viewer there in 1715,
and was the signer of a petition that year for the estab-
lishment of a religious society. He was one of the mem-
bers of the Third Society, or Scotland Parish, set off in
1731.
It is supposed that they had children, but no records of
their births have been found, nor have the dates of their
deaths appeared.
99. JOHN BURNAP, born 9 March, 1688/9; removed
to Onslow County, North Carolina, and was evidently
BY HENRY WYCKOFF BELKNAP 335
married, but no records have been discovered, except the
following extract from his will:
The will of John Burnap :
John Burnap of Onslow Co., North Carolina, 11 March,
1741/2, proved January Court, 1744. In a codicil under
date of 16 December, 1744, he states "that my children
shall be sent by my executor with proper Conveniancie to
my Brother in New England." Original will on file in the
office of the Secretary of State, Raleigh, N. C.
ft is not clear whether this refers to his brother Abra-
ham or to Jacob, but it would seem that his wife was not
alive in 1741/2.
lOla. ISAAC BURNAP, born 10 May, 1694, was a
grantee at Falltown (Bernardston), and lived in Scotland,
Conn. He was on a committee to provide a minister, 27
March, 1734; on the school committee; was an original
member of Scotland Church, 22 October, 1735 ; and on
the highway committee in 1746. His name is on the list
of those descended from the participants in the Falls
Fight above "Dearfield" who were claimants admitted 23
June, 1736. So far as known he was unmarried, and his
inventory was submitted 11 February, 1740/1, at Wind-
ham.
101. ABRAHAM BURNAP, born 9 July, 1696 ; married,
12 April, 1722, in Norwich, Conn., Hannah, born 21
February, 1693/4, in Medfield, Mass., daughter of Henry
and Patience (Ellis) Adams. They lived in Coventry,
Conn., and 6 April, 1726, he received his portion of his
father's estate. Their deaths do not appear in the Coven-
try records.
Children, born in Norwich :
136. JOHK, born 3 Feb., 1726/7; died about 1 Nov., 1804.
137. ABIGAIL, born 23 Aug., 1728; died Nov., 1731.
138. ABRAHAM, born 1 Sept., 1730.
189. DANIEL, born 3 April, 1732.
140. ABIGAIL, born 15 Nov. , 1735.
141. HANNAH, born 24 Nov., 1736.
142. ELIJAH, born 9 Feb., 1737/8.
336 THE BUBNAP-BUBNETT GENEALOGY
102. JACOB BUBNAP, born about 1704, the year before
the family removed to Scotland, Conn. He was a peti-
tioner in 1731 for the confirmation of bounds, and mar-
ried, 3 February, 1735/6, at Scotland, Abigail, perhaps
born 26 November, 1721, of Windham, daughter of
Joseph and Rebecca (Huntington) Clark, according to
Kingsley's Records of Lebanon (p. 55), and she is re-
ferred to in the will of Joseph Clark as Abigail Sprague,
as, after the death of Jacob Burnap, she married one of
that name. Jacob and his wife were dismissed to the
church in Scotland and admitted there 3 January, 1741/2.
He died 31 August, 1771, and she died 30 October, 1796.
His will, dated 3 March, 1762, and certified 23 Septem-
ber, 1771, refers to wife Abigail, daughter Mary Kingsley,
Abigail Burnap, Elizabeth Warren, Isaac, Sybil and
Naomi Burnap, James Burnap in Scotland, John and
Jacob Burnap.
Division was made 16 January, 1776, to the widow,
Isaac, eldest son, James, John and Jacob.
The following letters from James Burnett (as the name
often appears) will throw some light upon this family.
18 June, 1863. "My grandfather James Burnett was
son of Jacob and brother of Isaac and Jacob of Scotland.
Naomi Burnett married Alden Pabodie of Providence and
resided in Providence. My father, John Baker Burnett,
born 3 February, 1782, married, 15 November, 1804,
Elizabeth Foster. He died 10 January, 1851, at Canter-
bury, and the widow still lives there. Clark Burnett was
brother to my father. He married Miss Smith of Wind-
ham and had a large family of children. My grandfather
James resided in Canterbury, he and his descendants are
the only Burnetts that ever lived in Canterbury to my
knowledge. My father lived in Canterbury almost all
his lifetime."
20 June, 1863. "Isaac Burnett, brother of my grand-
father, was never married. I know nothing of Naomi,
sister of my grandfather, except that she was married and
moved out of the State. John had one child, and she
married Ebenezer Young of Killingly."
(To be continued)
SECOND PARISH, BOXFORD, TAX LIST.
COMMUNICATED BY SIDNEY PERLEY.
THE Second Parish of Boxford was incorporated in
1735, and has always included a portion of Andover, now
North Andover. The following named persons were
taxed for parish expenses from 1735 to 1748 inclusive :
Adams, Isaac, 1735-1748.
Bailey, John, 1737.
Barker, Annanies (Ilannaniah),
1735-1748.
John, 1735-1748 (quartermas-
ter, 1747).
John, jr., 1747, 1748.
John, tertius, 1747, 1748.
Nathan, 1748.
Nathan, jr., 1747.
Nathan, tertius, 1747, 1748.
Stephen, 1747, 1748.
Timothy, 1747, 1748.
Brown, Caleb, 1735-1743 (dea-
con, 1737).
Cornelius, 1735-1737.
Burbank, Asa, 1742-1748.
Caleb, 1735-1748.
Daniel, 1747, 1748.
David, 1746.
Cambell, Annis, 1739, 1740.
Carleton, George, 1735-1748 (en-
sign, 1746).
John, 1735-1748.
Thomas, 1735-1748 (deacon,
1745).
Chadwick, David, 1737-1748.
Edmund, 1735-1745.
Ephraim, 1735-1748.
John, 1735-1748.
John, jr., 1743-1748.
Jonathan, 1735 1748.
Widow Mary, 1746-1748.
Thomas, 1735-1748 (deacon,
1747).
Chumbo, Ceaser, 1737, 1740.
Clark, William, 1735-1737.
Cole, John, 1735-1737, 1743-1748.
Jonathan, 1735-1745.
Samuel, 1735-1748.
Samuel, jr., 1739-1748.
Samuel, tertius, 1743, 1744.
Crook, John, 1737.
(337)
Danielson, Prudence, 1746.
Robert, 1735.
Dodge, Isaac, 1735-1748.
Dowen, Mary, 1741.
Dowing, Mark, 1748.
Eames, Abner, 1735-1745.
Jacob, 1735, 1736, 1738-1748.
Jeremiah, 1735-1744.
Jonathan, 1735-1748.
Joseph, 1735-1748.
Moses, 1741-1748.
Nathan, 1735-1748.
Farson, Joseph, 1743.
Fisk, John, 1735-1739.
Foster, Benjamin, 1737, 1740-
1748 (doctor, 1746, 1747).
David, 1740-1748.
Ephraim, 1740-1746.
John, 1737-1748.
John, jr., 1741-1744, 1746-1748.
Jonathan, 1735-1748.
Joshua, 1735-1748.
Moses, 1741.
Oliver, 1741-1748.
Stephen, 1742-1748.
Zebediab, 1735-1748.
Gordin, John, 1748.
Greage, Robert, 1737-1742.
Hale, Thomas, 1744.
Hardy, John, 1748.
Matthew, 1744-1748.
Zachariah, 1737.
Hazeltine, Robert, 1735-1748
(deacon, 1737).
Hazelton, Richard, 1735-1748
(lieutenant, 1737).
Hovey, Abijah, 1741-1748.
Daniel, 1735-1739, 1741, 1742.
John, 1735-1748.
John, jr., 1735, 1736.
Joseph, 1735-1748.
Luke, 1735-1748 (captain, 17371
ensign, 1740, 1743.)
338
BOXFORD TAX LISTS
Hovey, Luke, jr., 1735-1748.
Thomas, 1744-1746, 1748.
Thomas, jr., 1744-1747.
Howard, Jonathan, 1743-1747.
Kimball, Amos, 1735-1748.
Isaac, 1746, 1747.
John, 1735-1748 (captain,1736).
Jonathan, 1735-1737, 1740-
1746.
Jonathan, jr., 1740-1744.
Nathan, 1735-1748.
Nathaniel, 1746, 1747.
Richard, 1735-1746 (lieutenant,
1737-1746; there are two
Richards taxed 1739-1745).
Richard, jr., 1746-1748.
Thomas, 1735-1737.
Kinsman, Widow Sarah, 1743-
1748.
Knowlton, William, 1735-1748.
Lacy. Ephraim, 1746-1748.
Lakeman, Nathaniel, 1739.
William, 1735-1748.
Lull, Benjamin, 1748.
James, 1748.
Lurvey, William, 1737-1741.
Lurvy, Ebenezer, 1739.
Man, Nathan, 1747, 1748.
Marston, Jacob, 1746-1748.
M'Crellis, John, 1739-174&
William, 1759.
Merrill. Stephen, 1748.
Middleton, Ebenezer, 1737, 1740-
1748.
Midelton, William, 1735-1737.
Peabody, Abraham, 1740-1748.
Ephraim, 1737-1739, 1742-1748.
John, 1735-1748 (there are two
Johns taxed, 1735, 1736).
Widow Sarah, 1735, 1736.
Thomas, 1735-1748.
Thomas, jr., 1740-1742, 1744-
1748.
Pearl, Richard, 1735-1748.
Person, William, 1742.
Pinder, Theophilus, 1735-1748.
Porter, Benjamin, 1735-1748
(there are two Benjamins
taxed, 1743, 1745.
Benjamin, jr., 1744, 1746-1748.
Moses, 1742-1748.
Samuel, 1745, 1747, 1748.
Presson, William, 1742.
Robards, Thomas, 1741.
Robinson, Dean, 1735-1748.
Dean, jr., 1747, 1748.
Ephraim, 1745-1748.
Isaac, 1741-1748 (sergeant,
1748).
Joseph, 1735-1737, 1740-1748
(there are two Josephs
taxed, 1741, 1746).
Joseph, jr., 1739, 1740, 1742-
1745, 1747, 1748.
Runnels, Samuel, 1735-1740,
1742-1748.
Samuel, jr., 1741.
Stephen, 1735-1748.
Scales, James, 1735-1741.
Nathan, 1737.
Seaton, James, 1741-1748.
John, 1741-1748.
Sessions, David, 1741-1744, 1747,
1748.
Josiah, 1747, 1748.
Samuel, 1735-1748.
Samuel, jr., 1741-1743, 1746.
Timothy, 1744-1748.
Sherwin, Ebenezer, 1735-1748.
Jonathan, 1735-1746.
Widow Mary, 1747, 1748.
Snelling, Mark, 1737-1739, 1745.
Spofford, Joseph, 1746,1748.
Samuel, 1735-1748 (there are
two Samuels taxed, 1746).
Samuel, jr., 1747, 1748.
Tenney, Samuel, 1746.
Tyler, Abner, 1737-1747.
Asa, 1735, 1736.
David, 1735-1748.
Ebenezer, 1735-1743.
Gideon, 1737-1748.
Job, 1735-1748.
Job, jr., 1737-1739.
John, 1735-1748 (captain, 1735).
Nathaniel, 1735-1748.
Richard, 1735-1748.
Samuel, 1735-1746.
Wason, John, 1745.
Wood, Daniel, 1735-1746.
David, 1735-1748.
Widow Sarah, 1747, 1748.
Woster, John, 1735-1746 (deacon,
1737).
William, 1743, 1747, 1748.
FAMILY REGISTERS FROM THE BIBLE OF
THOMAS FELTON. -
Thomas Felton was the son of Daniel and Sarah Felton,
and was baptized at the Second Church in Marblehead
18th June, 1732. He married at Marblehead, 10th July,
1755, Hannah Halfpenny, daughter of Richard and Mar-
garet (Dixey) Halfpenny, who was born at Marblehead,
28th October, 1733. His father, Daniel Felton, was a
son of Nathaniel and Anne (Orne) Felton and a grandson
of Nathaniel and Mary (Skelton) Felton, the second
Nathaniel being the immigrant ancestor of the family,
who came to Salem in 1633. Daniel was born in Novem-
ber, 1687, at Salem Farms, now Peabody, and early in
life moved to Marblehead, where he died 8th May, 1760.
The Bible was printed at Oxford in 1770 by T. Wright
and W. Gill, printers to the University. On the outside
cover is stamped "Thos. Felton 1772". The entries were
made in different parts of the volume wherever blank
spaces were found, and are almost entirely in the owner's
handwriting.
On a blank half page at the end of Malachi are the
following :
Thomas Felton was mared July 10 1755
Sarah Felton was mared Aprel 5 1778
Thos Felton was mared July 20 1780
Margret Felton was mard Septr 20 1792
Jeaims Felton was Mared Decembr 20 1795
Haner Gail was Mared Septr 14 1797
Elizabeth Gail was mared Augst 5 1800
My dahter prat mared Jenry 30 1803
My Daughter Millet was Marred to Mr. Thomas Power
Feby th 5 1809 (not in handwriting of Thomas)
The next page is blank and contains the following :
Hanar Felton was Born may the 8 1755 Satrday
Sarah Felton Born augst 22 1757 munday
Thomas Felton Born aprel 13 1759 fryday
Hanar Felton Born february 15 1761 Sunday
(339)
340 FAMILY REGISTERS FROM THE
John Felton Born June 18 1763 Satrday
Margret Felton Born augst 15 1765 thursday
Daniel Felton Born October 7 1767 wensday
Jeams Felton Born nouember 9 1769 thursday
Jeams Felton Born December 27 1771 fryday
One Sun Born Nouember 9 1775 thirsday
Haner Felton Born aprel 7 1777 tursday
My dauhter Gail Deliuered of hur fust child Hanar Gail
Born Septr 29 1778 tursday
Thos Gail Born March 22 1780 Wensday
Elisebeth Gail born Nov 19 1781
Haner Felton born augest 6 1781 tusday
Thomas Felton born Septr 17 1782 Tusday
Neal Felton born June 28 1784 Sunday
Marthy Felton born nouvember 5 1786 Sundy
Haner Felton born September 2 1789 Fryday
Thos Felton born Septr 2 1791 Fryday
Joseph Prat born Febery 19 1793 Tusday
Haner Felton Prat born Febery 5 1795 Thusday
On a blank page at the end of II Maccabees are the
following :
May 19 1780 Darkness cuierd the earth by Day begienen
at half after ten before nune and ended at three in
the after nune
augst 23 patey Felton Dyd aged 3 years 9 months 1790
My Sun gail Dyd Nouember 18 1790 aged 36 years
aprel 28 1794 Margret Halpeny Dyd aged 82 years
my Sun Thos Felton augst 12 1795 Died aged 36 years
and 3 months
my Sun Prat dyed Septr 2 1795 aged 27 years and
months
Jeams Dater haner dyed nor 1796 aged 8 months 5 days
Saterday
paty Felton dyed October 17 aged 1 year 8 months
Thorns Felton dyd december 20 dyd 1804 aged 74 years
Jenry 1805 th!4 I Lost at Sea one own Son James Felton
& two Sons in Law (not in the handwriting of
Thomas. Probably written by his wife Hannah)
The back of the title page to the New Testament is
blank and on it are the following :
BIBLE OP THOMAS FELTON 341
My Daughter Hanar Felton Dyd September 3 1757 aged
one year 3 months 26 days
My Father Dyd may 8 1760 aged 72 years 7 months
My Mother Dyd may 4 1763 aged 75 years 4 munths
My Daughter Hanar Dyd augst 29 1765 aged 4 years 6
mimths 14 Days
My Sun Jeams Dyd augst 31 1770 aged 9 munths 22 days
One Sun Dyd Nouember 9 1775, aged 2 ouers
My Dahter Haner Dyd aprel 7 1777 aged 1 month 15
days
My Sun John Lost at Sea the year 1778 aged 15 years
My Sister Nutt dyd 1781 aged
My Sun Daniel Nounbr 13 1781 aged 14 years 1 month 8
Days
Haner Felton Dyd Nouembr the 2 1782 aged 13 munths
Thos Felton Dyed June 21 1787 aged 3 years 9 munths
4 Days
On a blank half page at the end of Revelation are the
following :
patey Felton born Febry 20 1796 thusday
Haner Felton born March 7 1796 mundy
James Felton born augst 21 1798 tusday
Haner Doak born augst 29 1798 wensday
Haner Halpeny born October 28 1733
Sarah gails child born Septr 13 1798 thusday This child
Dyd Jenry 14 1799 aged 4 munths 1 Day
Mary Doak born December 18 1800
Mary Felton born Febary 2 1801 munday
Mary Perkins(?) born October 4 1801 Sunday (faded)
Pegy Felton born June 3 1803 friday
Frances Doak born June 22 1803 wensday
On the inside of the back cover are the following en-
tries, none of which are in the writing of Thomas :
Richard Parker Born December 1 1807
Joseph Pratt Parke Born
my father Thomas felton dide Decebr 22 1805 aged 73
years & 6 months
Salty Gail Dide December th22 1806
INDEX
Abbe, Obadiah, 188,
189.
Abbott, Abbot, ,
171, 208.
Abiel, 141.
Dr. Abiel, 168.
James, 323.
Aborn, Aborne, Jo-
seph, 193.
Robert, 313.
Abs, Deborah, 181.
Acheen, 284, 298, 299.
Adams, , 63, 65,
310.
Henry, 335.
Isaac, 242, 337.
John, 11, 14.
John Quincy, 65.
Karl, 280.
Melvin O., 280.
Patience, 335.
Richard, 150.
Addington, Isaac, 157.
Aikeu, John, 35.
Albany (N. Y.), 292.
Alcott, Henry, 241.
Alderidge, Richard,
180.
Alexander, Francis,
242.
Alger, A. W., 116.
J. E., 116, 118.
Alicant, 205.
Allen, Allin, ,297.
Edward, 94, 101.
Elbridge G., 277.
George Henry, 81,
82.
John, 157, 315, 316,
318.
Mary, 318.
Nathaniel Tracy ,71.
Richard, 316.
W. F., 56.
William, sr., 316.
William, 315, 318.
Alley, John B., 273,
27, 277.
(342)
Amazeen, Harris, 117.
Joe, 117.
Ambrose, Henry, 817.
American Academy
of Arts and Sci-
ences, 59.
American Railway
Association,55,56.
Ames, Eames, Earns,
Abner, 242, 837.
Daniel, 141.
Jacob, 242, 337.
Jeremiah, 174, 242,
337.
John, 242.
John, jr., 242.
Jonathan, 242, 337.
Joseph, 242, 337.
Mary, 174.
Mehitabel, 175.
Moses, 242, 337.
Nathan, 242, 337.
Nathaniel, 174.
Samuel, 174, 242.
Sarah, 174.
Amesbury, 75, 77, 78,
80, 155, 272, 316,
319.
Amherst 176.
Arnmy, John, 242.
Amory, Helen Mara,
66.
Thomas, 66.
Amsterdam (Holland),
100, 101.
Analaboo, 84 t 282.
Anderson, E. M., 241.
Jordan, 295.
Andover, 35, 36, 141,
173-175, 254, 322,
334, 337.
Andrews, ,66,167,
242, 289.
J. H., 294.
James, 242.
John, 242.
John, jr., 242.
John, 3d, 242.
Andrews,
Gov. John A., 73.
Joseph, 214, 242.
Joshua, 242.
Nehemiah, 102.
Oliver, 242.
Robert, 242.
Thomas, 242.
Thomas, jr., 242.
Annapolis Royal (N.
S.), 324.
Annis, John, 141, 144.
Annisquam, 287, 290.
Annuis, Henry, 104.
Antrum, Antrium,
, 111.
Jane, 109.
Jane Batter, 108.
Martha, 110.
Obadiah, 110.
Thomas, 108-110.
Antwerp (Belgium,)
163, 300.
Appleton, , 190.
Mary, 141.
Samuel, 141.
Capt. Samuel, 19.
Apropos (negro), 59.
Archer, Benjamin, 242.
John, 290.
Armstrong, Richard
P., 240.
Arnold, Joseph, 183.
Arthur, P. M., 114.
Arundel, 174.
Ashford, 175.
Ashley, O. D., 273,
277.
Ashton, William, 207.
Astin, Abiel, 143.
Sarah, 143.
Atkins, , 204.
Atkinson, N. H., 147,
176.
Atlantic, 276.
INDEX
343
Atwood, Capt.,242.
Anthony, 242.
Philip, 173.
Sarah, 173.
Auburn, 51.
Auger, Andrew, 24.
Aunger, Elizabeth,
181.
Judith, 181.
Sarah, 181.
Thomas, 181, 182.
Austin, James, 153,
154.
Averill, Paul, 242.
Ayer, Eyer, Ebenezer,
143.
Elizabeth, 143, 156.
John, 141.
Jonathan, 156.
Lydia, 143.
Peter, 143.
Samuel, 143.
Sarah, 141.
Susannah, 143.
William, 143.
Babbage, Babbidge,
A. L., 18.
William, 299.
Bacinto, Lucius, 216.
Bacon, Retire, 242.
Badlam, William H.,
240.
Bailey, Bayley, Bay-
ly, , 148.
Capt., 254.
John, 142, 337.
Jonathan, 77.
Sarah, 144.
Susannah, 142.
Baker, , 202.
Capt., 242.
Jacob, 242.
Jonathan, 141.
John, 242.
Joseph, 242.
Thomas, 242, 270.
Baker's Bridge, 127.
Baker's Island, 211,
212.
Balch, Benjamin, 96.
Cornelius, 242.
Elizabeth, 96.
Frank, 96.
Balch, Mary, 242.
Nathaniel, 141.
Ballard, Elizabeth,
334.
Baltimore (Md.), 204,
289, 301.
Bancroft, Abigail, 321.
Ebenezer, 260, 267,
321.
Edmund, 321.
Elizabeth, 321.
John, 321, 333.
Bangor (Me.), 28, 51.
52.
Barbadoes, 151.
Bare Meadow, 159.
Barker, Annanies
(Hannaniah), 337.
Hannaniah, 242,337.
John, 242.
John, tertius, 337.
Nathan, 337.
Nathan, jr., 337.
Nathan, tertius,337.
John, 337.
John, jr., 337.
Samuel, 242.
Sarah, 174.
Stephen, 337.
Timothy, 337.
Barker & Magoun,
205.
Barker, Magoun & Co.,
203.
Barnard, Rev. Dr.,
268, 269.
Edward, 141.
Mary(Woodbridge),
59.
Sarah, 59, 141.
Thomas, 176.
Rev. Thomas, 59.
Barns, William, 80.
Barnstable, 188.
Barr, , 296, 299.
Henry, 284, 299.
James, 207-210, 292,
295, 302.
John, 207-209, 214-
216, 285, 292, 299,
302.
Robert, 216.
Barrett, Edward, 117.
Barry, , 308-310.
John, 242, 303.
Barstow, Benjamin,
284.
G., 283.
George F., 162.
Gideon, 284.
Bartlett, , 204.
Ash, 117.
Ezra, 240.
J. E., 43.
Mary, 145.
Bartol, Samuel, 269.
Barton, John, 97.
Bassett, Basset, Capt.
Christopher, 68.
Mary, 68.
Batavia, 163, 210, 290,
295, 300.
Batchelder, Bachel-
der, , 249,298.
Capt. Asa, 88.
Deborah, 158.
George, 54.
Henry M., 82, 83,
90.
Jonathan, 296, 302.
Nathaniel, 158.
Bath (Me.), 189, 205.
Batter, , 110.
Edmund, 108, 109.
Bayley, see Bailey.
Beadle, , 202, 203,
289.
Joseph, 195, 201,
211, 213, 288.
Beard, Aaron, 158.
Becket, , 205.
David, 282, 283.
Francis, 242.
Beckford, , 102.
Ebenezer, 84, 88.
John,. 282, 289.
Bedell, John, 117.
Belknap, Abiah, 143.
Henry Wyckoff, 105,
177, 321.
Obadiah, 145.
Bellows Falls, 127.
Bencoolen, 83, 85, 90,
91.
Bengal, 282, 300.
Bengal, Bay of, 87.
Bennett, Stephen,242.
Stephen, jr., 242.
344
INDEX
Benson, ,284,297.
Frank W., 297.
Henry P., 297.
Samuel, 283. 296.
Bentley, , 2, 8,
147, 148, 203, 205,
212, 257.
Dr., 92, 94.
Rev. William, 88,
92, 252.
Berg, Charles, 200.
Bermuda, 208, 216.
Bermuda Island, 87.
Bernardston, 335.
Bertram, John, 284.
Bertrand, , 210.
Beverly, 82, 141, 173,
203-205, 250-253,
255, 256, 272, 279,
283, 296, 298-301.
Beverly Bridge, 2, 8.
Beverly Cove, 266.
Biddeford, 72.
Biddle, C. W., 275.
Bilboa, 313.
Billerica, 141, 173,174.
Bintang, 103.
Biscay, Bay of, 294.
Bishop, Bridget,
Sarah, 175.
Townshend, 149.
Bishopsgate, 313, 314,
317.
Bixby, George, 242.
Gideon, 242.
John, 242.
Jonathan, 242.
Joseph, 242.
Joseph, jr., 242.
Joshua, 242.
Nathan, 242.
Thomas, 242.
Black, Daniel, 242.
Edmund, 242.
James, 242.
Blackburn, , 58.
Blake, , 274.
A. P., 273, 276, 277,
280.
Blanchard, Catherine,
331.
Block Island, 151.
Blubber Hollow, 7, 9.
Blunt, Ambrose, 189,
190.
Ambrose (Hambur-
rough), 334.
Dorcas, 334.
Elizabeth, 334.
William, 334.
Boardman, Amos, 331.
Elizabeth, 331.
Francis, 284.
Judith, 145.
Bolles, M. Shepard,
280.
Bolton, Theodore,147.
Bombay, 216.
Bonaparte, , 210,
269.
Napoleon, 210.
Bonfils, , 234.
Bordeaux, 88.
Borsham, John, 160.
Boston, 26, 27, 32, 46,
58, 83, 87, 118,
127, 173, 174, 175,
204, 275-277, 290,
295, 296.
Boutell, Bethiah, 185.
Elizabeth, 185.
Hannah, 185.
Jacob, 185
John, 185, 188.
Jonathan, 185.
Ruth, 185.
Sarah, 185.
Thomas, 185.
Boulter, Nathaniel,
160.
Bowden, Daniel, 298.
Bowditch, Bowdich.
, 282.
Nathaniel, 96, 281.
Thomas, 96.
William, 22.
Bowker, Albert, 273.
Boyes, Samuel, 242.
Boynton, Hannah,
173, 190, 191.
Jemima, 190.
John, 173, 190.
Joshua, 190.
Rachel, 175.
Sarah, 190.
William, 190, 191.
Zachariah, 190.
Boxford, 26, 173, 175,
176, 242, 337.
Brace's Cove, 301.
Bradbury, Bradber-
rie, Bradburie,
Jabez, 75.
John, 316.
S. A., 277.
Thomas, 75, 76, 157,
315, 316, 318.
William, 157, 315,
318.
Bradford, Andrew,
242.
Robert, 242.
William, 242.
William, jr., 242.
Bradford, 20, 141, 145,
146, 173, 204.
Bradley, Bradlee, Ab-
igail, 144.
Benjamin, 141.
Francis B. C., 25,
113, 217,273.
John, jr., 146.
Joseph, 143.
Nathaniel J., 114.
Brads tree t, Moses, 316.
Simon, 79, 318.
Braekerleer, Fernan-
dus de, 163.
Braintree, 146.
Branford, 23.
Brattleboro, 125.
Bray, Daniel, 213.
Joseph, 180.
Richard, 180.
Sarah, 179.
William, 303, 312.
Breck, John, 153.
Breed, , 211, 216.
Andrews, 27.
Henry, 273, 277,280.
Holten J., 209, 210,
216.
Mehitable, 185.
Bremen, 290.
Bridges, Edmond, 23,
242.
Josiah, 242.
Briggs, , 101, 203,
205.
Capt., 98, 99.
Enos, 93, 101, 103.
INDEX
345
Bridges, Jeremiah,
95, 97.
Samuel, 258.
Brigham, Bethiah,
326.
Jedediab, 326.
Bristol, 287-289.
Broadhead, Mrs. Fred
W.,96.
Brocklebank, , 190.
Bromfield, , 196-
198.
Ann, 72.
John, 72, 73.
Brookfield, 94.
Brookhouse, Robert,
296.
Robert, jr., 302.
Brooks, , 29.
George, 71.
J., 262, 266.
Bishop Phillips, 71.
William P., 240.
Brooksby, 108.
Brown, Browne, ,
193, 242, 298, 319.
Capt., 256.
Lt., 80, 159.
Aaron, 242.
Abraham, 299.
Abraham, jr., 299.
Anna, 330.
Benjamin F., 260.
Caleb, 175, 242, 337.
Cornelius, 174, 177,
242, 337.
Edward, 329.
Elizabeth, 174.
George, 318, 319.
Hannah, 177.
Hezekiah, 330.
James, 155.
John, 216, 319.
John M., 240.
John N., 277.
John, 107.
Josiah, 184.
Judith, 173.
Mary, 176.
Mather, 58, 66.
Moses, 174, 242.
Nathaniel, 156, 173,
299.
Ruth, 330.
Samuel, 330.
Brown, Sarah, 107,
330.
Sarah (Lamson),
177.
Susanna, 242.
Thomas, 330.
Timothy, 93.
William, 21, 102,
104, 283, 329.
Bruton, 180.
Sarah, 180.
Susan, 180.
Thomas, 180.
Bryant, Briant, ,
270, 330.
Capt., 96.
Abigail, 331.
Abraham, 330.
James, 296.
Thomas, 183.
Timothy, 96, 101.
Buckingham, ,20.
Bucksport, 299, 302.
Buffalo, 292.
Buffum, Joshua, 14,
15.
Robert, 24.
Bulfinch, , 151.
Bnllard, Ann, 112.
Ephraim, 112.
Hannah, 112.
Isaac, 110, 112.
John, 112.
Judith, or Judah,
112.
Mary, 112.
Samuel, 112.
Sarah, 112.
William, 112.
Bullock, Benjamin,
208.
Irvine S., 240.
John, 21.
Bunker Hill, 69.
Burbank, Asa, 242,
387.
Caleb, 242, 337.
Daniel, 242, 337.
David, 337.
Ebenezer, 242.
Burchmore, George,
91, 94.
Burnap, Barnap, Bur-
ney, Barnip, Bur-
nape, Burnapp,
Burnap, Burnet, Bur-
nitt, Burnit, Bur-
nip, , 105,171,
177, 184,188, 321.
Abigail, 183, 184,
323, 333, 335, 336.
Abraham, 105, 189,
190, 335.
Ann, 110-112.
Anna, 330.
Benjamin, 108, 183,
192, 321, 325-327.
Benjamin, sr., 327.
Bethiah, 183-185,
330.
Clark, 336.
Daniel, 10, 325-327.
David, 326, 327.
Dorcas, 108, 328,
334.
Dorothy, 107.
Ebenezer, 183, 184,
332, 333.
Elijah, 335.
Elizabeth, 105, 106,
108, 110, 111, 180,
181, 183, 326-329,
331, 332.
Elizabeth, jr., 327.
Ephraim, 332.
Esther, 185, 328.
Grace, 105, 106.
Hannah, 108, 110,
327, 332, 333, 335.
Hepzibah, 183.
Hepzibeth, 184, 324,
330, 333.
Isaac, 105, 106, 108-
111, 184, 188-190,
322, 324, 335, 336.
Jacob, 105, 106, 189,
190, 324, 335, 336.
James, 336.
John, 105-108, 180,
181, 186-190, 192,
322, 324, 334-336.
John Baker, 836.
Jonathan, 326, 327.
Joseph, 105, 106,
108, 184, 187, 188,
321-324.
Joseph, jr., 188,191,
192, 321, 322, 324.
Judith, 181.
Lydia, 108, 324, 327
346
INDEX
Burnap, Martha, 183,
184, 324, 327, 332.
Mary, 108, 110, 112,
182-184, 187, 188,
190, 327, 334.
Mary, sr., 184.
Naomi, 336.
Rebecca, 182, 184,
327, 330, 331.
Robert, 111, 178.
Robert, jr., 107,110.
Robert, sr., 110.
Ruth, 181, 182, 330.
Samuel, 108, 180,
181, 322, 324, 330.
Sarah, 108, 110, 111,
177, 181, 183-186,
323, 327, 329, 380.
Shubael, 330.
Sybil, 336.
Tabitha, 192, 321,
323, 324, 330, 333.
Thomas, 105, 106,
110-112, 179, 180,
182, 183, 188, 328-
333.
Thomas, jr., 183.
Timothy, 184, 330.
Bnrnell, Hannah, 332.
Burnett, see Burnap.
Burnham, Asa, 295.
Nathan, 242.
Nathaniel, 242.
Nathaniel, jr., 242.
Burpee, Esther, 147.
Nathaniel, 147.
Burrill, John, 191.
Burroughs, , 13,
14.
Burt, Elizabeth, 58.
Mary, 111.
Thomas, 111.
Buswell, John, 242.
John, jr., 242.
Butler, Gen. Benja-
min F., 35, 36
Butman, John G.,302.
Matthew, 242.
Byles, James, 242.
Byrne, John, 303.
Cabot, , 57.
Dr. Arthur Tracy,
60.
Fanny, 60.
Cabot, George, 60.
John, 60.
Calcutta, 103, 210,283,
298, 299.
Caldwell, Lydia, 332.
Calef, Elizabeth, 144.
Robert, 5, 14, 144.
Cambell, Annis, 337.
Cambridge, 64, 65,
107, 168.
Cambridgeshire, 107.
Camel, Ananias, 242.
Camp, Nicholas, 179.
Canada, 130.
Candia, 147.
Candler, Samuel, 201.
Canfeild, Andrew,106.
Anne, 106.
John, 106.
Thomas, 106.
Canterbury, 190, 336.
Canton, 101, 286.
Cape Ann, 72, 151,208,
252, 300.
Cape Elizabeth, 52.
Cape of Good Hope,
91, 193, 203, 214,
289, 298, 300.
Cape Town, C. G*H.,
100.
Capen, Nathaniel,242.
Carlisle, Penn., 69.
Carlton, Carleton,
, 162, 193,243.
Capt., 103, 104.
Abigail, 147.
Abijah, 174.
Aaron, 146.
George, 176, 242,
337.
Hannah, 78.
Henrietta Tracy
Loring, 69.
Lieut. James Hen-
ry, 69.
John, 103, 209, 243,
337.
Jonathan, 78.
Lydia, 146.
Mary, 176.
Mercy, 174.
Mehitable, 146.
Moses, 147.
Nathaniel, 175.
Osgood, 146.
Carlton, Thomas, 243^
337.
Carnes, , 88.
Capt., 83-85, 87-90.
Jonathan, 83, 84,
87, 88, 90, 91.
Carolina, 189.
Carr, , 77.
George, 158.
Carrier, , 13, 14.
Carrill, Daniel, 243.
John, 243.
Nathaniel, 243.
Nathaniel, jr., 243.
Priscilla, 243.
Samuel, 243.
Carson, Margaret, 73.
Margaret S., 73.
Mary R., 73.
Samuel, 73.
Carter, Dennis, 153.
Hannah, 57.
James C., 172.
John, 153, 155.
William, 117.
Cart wright, , 202.
Gary, , 148.
Rev., 62.
Rev. Thomas, 66.
Castine (Me.), 255.
Caulfleld, , 298.
Cavendish, , 204.
Caves, Thomas, 243.
Cebis [Kebbe?], 22.
Chadwick, David,243,
337.
Edmund, 243, 337.
Ephraim, 243, 337.
John, 173, 243, 337.
John, jr., 243, 337.
Jonathan, 243, 337.
Mary, 243, 337.
Thomas, 243, 837.
Challis, Phillip, 77.
Chamberlain, Joseph,
270.
Rebecca, 334.
Chambers, John, 243.
Chapin, Dorcas, 174.
Chapman, John, 243,
270.
John, jr., 243.
William, 243.
Charleston, S. C., 288,
290.
INDEX
34T
Charlestown, 42, 128,
141, 187, 201, 216,
321.
Chase, Abigail, 145.
Abraham, 145.
Ann, 145.
Hannah, 145.
Humphrey, 145.
James, 319.
John, 145.
Joseph, 77, 319.
Thomas, 319.
Chaste llux, Marquis
de, 67.
Chattwell, Nicholas,
16.
Cheever, James W.,
292, 297, 298.
Nathaniel, 193.
Chelmsford, 173, 334.
Chelsea, 277.
Cherbourg, 217, 218,
223, 224, 230-234,
237, 239.
Chesten, Henry, 313.
Chester, George, 303.
Chester, 144, 146, 174-
176.
Chevalle, Daniel, 153.
Cheyny, John, 320.
Chile, 83.
China, 101, 215.
Chisholm, , 215.
Joseph, 214.
William, 215, 216.
Chitcher, ,-195.
Choate, , 171, 172.
Charles F., 162.
Joseph H., 161,172.
Rufus, 29.
William Gardner,
168.
Chuley, Daniel, 153.
Chumbo, Caesar, 243,
337.
Church, Henry, 313.
Cilley, Cutting, 210.
Civita Vecchia, 204.
Clark, Clarke, ,
204, 205.
Abigail, 142.
Edward, 79, 143.
Francis G., 208.
Humphrey, 243.
James, 243.
Clark, Joseph, 336.
Eebecca, 336.
Samuel, 142.
Thomas, 243, 315.
William, 243, 337.
Clark & Brown, 291.
Clarsman, Thomas,
200.
Clement, Clements,
John, 142.
Jonathan, 142, 147.
Nathaniel, 144.
Obadiah. 142.
Robert, 159.
Sarah, 144, 147.
Timothy, 145.
Cleveland, Charles,
84.
George, 102.
William, 296.
Cleveland, 204.
Clifford, John, 153.
Clough, Daniel, 243.
John, 76.
Jonathan, 144.
Mary, 144.
Cloutman, Robert,
257.
Robert F., 262, 270.
Coats, Coates, Rob-
ert, 191.
Coffin, C. H., 273.
Joseph, 61.
Cogswell, Francis, 43.
Nathaniel, 243.
Cohasset, 252.
Colby, Colbie, Antho-
ny, 77.
Augustus, 118.
John, 78.
Jonathan, 155.
Magnus, 297.
Samuel, 316.
Thomas, 77.
Colby, 175.
Colcord, Colcott, Ed-
ward, 150, 156,
159.
Cole, Daniel, 243.
John, 157, 337.
Jonathan, 175, 243,
337
Judith, 175.
Samuel, 243, 337.
Samuel, jr., 243,347.
Cole, Samuel, 3d, 243.
Samuel, tertius,337.
Coleridge, , 148.
Collfox, Zenas, 24.
Collins, George, 303.
Concord, 141, 182.
Concord, N. H., 35,
176.
Conday, Mathias, 243.
Congdon, Arnold Er-
nest, 69.
Elizabeth Tracy,69.
Henry Martyn, 69.
Connecticut, 57, 64,
123, 187, 189.
Connecticut Valley,
165.
Connor, Sarah, 318.
Converse, Charles, 303.
Cook, Cooke, , 19,
23.
Edmund Vance, 119.
George, 103.
James, 202.
Nathan, 257, 262.
Coombs, John, 117.
Cooper, Elizabeth,
179.
Sarah, 178.
Thomas, 177, 178.
Copley, 59, 66.
Congil, Robert, 148.
Sarah, 143.
Corliss, Collis, Corlis,
Elizabeth, 142.
George, 142, 156,
815.
John, 144.
Jonathan, 142.
Ruth, 144.
Thomas, 144.
Cornish, Samuel, 150.
Corwin, George, 6, 7.
Cottle, Edward, 75,
319.
Cotton, Rev. John, 57.
Roland, 145.
Seaborn, 80, 159,
160.
Couls, William, 76.
Cowdrey, Coudrey,
Cowdry, Mathias,
192.
Samuel, 243.
Sarah, 192.
348
INDEX
Cowdrey, William,
111, 192, 321.
Cowes, 288.
Cowley, George, 104.
Cox, , 299.
Crafts, 202.
Cranch, , 11.
Cranston, Governour,
151.
Crehore, Charles Fred-
eric, 69.
Mary Wyer Loring,
69.
Croade, Richard, 178.
Crocker, Ebenezer,
173.
Eliezer, 141.
Cromwell, see Crum-
well.
Cronstadt, 199.
Crook, , 30.
John, 175, 243, 337.
William, 30.
Cross, Sarah, 176.
Crowley, Daniel N.,
161.
Crowninshield, ,
162.
Benjamin W., 93.
Francis B., 46.
George, 88, 93, 94,
208, 209.
George & Co., 210.
George & Sons, 90,
91, 95.
J. & Sons, 202.
Jacob, 8, 93.
John, 91, 95.
Richard, 94.
Croyden, 314.
Crummy, William,
243.
Crumwell, , 21,23.
John, 21.
Caddy, Thomas C.,
241.
Cnmmings,Jacob,243.
Simeon W., 241.
Thomas, 243.
Thomas Seir, 149.
Cunningham, ,
200.
Cnraso, 151, 153.
Curran, , 216.
Currier, , 204.
Abigail, 142.
Esther, 175.
John, 144.
John J., 58.
Rachel, 144.
Reuben, 145.
Samuel, 142.
Thomas, 75, 76, 78,
318.
Curtis, Ebenezer, 243.
Ephraim, 243.
James, 243.
James, jr., 243.
James O., 29.
John, 243.
Joseph, 243.
Joseph, jr., 243.
Mrs. William De
Forrest, 68.
Zaccheus, 243.
Capt. George, 22.
John, 22.
Jonathan, , 22.
Cushing, Ann, 146.
Benjamin, 147.
Caleb, 145, 167.
Hannah, 147.
Cushman, William II.,
240.
Cutler, Nathaniel,188.
Nathaniel, jr., 192.
Daggett, Dogget,
Ebenezer, 332,
Dale, see Deale.
Dalton, Caleb, 142.
Elizabeth, 142.
Hannah, 313.
Capt. Michael, 57.
Samuel, 76, 77, 80,
156, 158, 160, 317,
319, 320.
Samuel, jr., 313.
Timothy, 156, 317.
Tristram, 57.
Damon, Elizabeth, 328.
Hepsibeth, 331.
Samuel, 188.
Thomas, 321.
Danforth, Danford,
Charles H., 240.
Nathaniel, 243.
Daniels, Benjamin,
206, 207.
Daniels, Mary, 190.
Danielson, Prudence r
174, 243, 337.
Robert, 243, 337.
Danvers, 19, 25, 82,
117, 204, 256, 303,
Davis, Davies,Amasa,
251.
Arteinas, 271.
Gabriel, 153.
Hannah, 185.
Horace, 168.
James, 80.
James, jr., 79, 158.
James, sr., 159.
John, 14-2, 185, 303,
John H., 283.
Joseph, 78.
Katherine, 143.
Samuel, 145, 320.
Thomas, 314.
William, 143.
Zackery, 318.
Day, Elizabeth, 106.
John, 296, 298.
Martha, 106.
Moses, 176.
Ralph, 106.
Deale, ; 79.
William, 79.
Dearborn, Gen., 254.
Dedham, 112, 173.
Deene, George, 22.
Deerfield, 335.
De la Roche, George
Henry Frederick
Franck, 69.
Henry S., 69.
Jane Jacob (Belt),
69.
Patrick Henry, 69.
Denison, Daniel, 80.
Densmore, John, 243,
Derby, , 204.
John, 270.
Samuel G., 267.
Detroit, 51, 113.
Devereux, Debro,
Catherine, 62.
J., 210.
James, 206.
John, 283.
Katherine, 61.
Sarah, 23.
Thomas, 61.
INDEX
349
Devereaux, Tracy, 61.
Devereux, 283.
Devonshire, 182.
Dexter, Franklin,170.
Dicker man, .John, 187.
Dike, John, 302.
Dilleway, William,
325.
Diriwiddie, , 162.
Dirking, Mary, 181.
Dix, Elizabeth, 325.
Esther, 325.
John, 108, 325.
Lydia, 325.
Ralph, 325.
Sarah, 325.
T. B., 277.
Dixey, , 204.
Margaret, 339.
Doak, Frances, 341.
Hannah, 341.
Mary, 841.
Dodge, David, 141,
145, 243.
Isaac, 243, 337.
John, 202, 282.
John, jr., 207.
Martha, 141.
Pickering, 296.
W. B., 43.
Dogget, see Daggett.
Dole, John, 80.
Mary, 147, 190.
Richard, 80, 156.
Stephen, 147.
Dolliver, , 268.
Dorman, Elijah, 243.
Ephraim, 243.
Jabez, 243.
John, 243.
Martha, 243.
Samuel, 243.
Timothy, 243.
Dorothy, John, 153.
Dounton, 80, 156.
Dove, Francis, 155,
157, 317.
Peter, 155, 157, 317.
Dover, 160, 220, 223.
Dover, N. H., 42.
Dow, Dowe, Dowes,
Daniel, 76.
Henry, 76, 77, 317,
319.
John, jr., 142.
Dow, Joseph, 76, 77.
Peter, 143.
Steven, 315.
Thomas, 316.
Timothy, 143.
Downing, Downen,
Mark, 337.
Mary, 387.
Downer, Robert, 157,
Downes, John, 83,
303.
Dresser, Daniel, 243.
Hannah, 191.
John, 191.
Nathan, 243.
Dromios, , 236.
Dublin, 163.
Duch, Hezekiah, 22.
Dudley, 332.
Dngray & Hossin, 293.
Duke Place, 181.
Dummer,Thomas,167.
Dunbar,Nicholas,153.
Duncklee, J., 251.
Dnngfield, 105.
Dunlap, , 163.
Andrew, 163.
Dunstable, 331.
Dunstable, N.H., 145.
Dunton,Ebenezer,192.
Rebecca, 322.
Samuel, 322.
Samuel, jr., 192.
Dustin, Abigail, 175.
Lydia, 144.
Nathaniel, 144.
Dutch, see Duch.
Dutton, Samuel, 322.
Duxbury, 204, 291.
Dvvinnell, Joseph, 243.
Eames, see Ames.
Earle, Lt., 254.
East Boston, 273, 274,
276-278.
East Cambridge, 130.
East Indies, 82, 83, 91,
95, 102, 206, 215.
Eastman, Easman,
Benjamin, 75.
Hannah, 142.
John, 75.
Jonathan, 142.
Joseph, 75.
Nathaniel, 75.
Eastman, Rodger, 75.
Sarah, 142.
Eastport, 253.
Eastport (Me.), 255.
Eaton, Aaron, 186.
Anna, 185.
Benjamin, 185.
Easter, 186.
Elizabeth, 184, 185,
324.
Grace, 324.
Hannah, 141, 144,
145, 321.
Jacob, 185.
James, 143.
Jeremiah, 142-145,
184.
John, 141, 184, 316,
321, 322.
Jonas, 324.
Jonathan, 191, 821,
324.
Lydia, 145, 174.
Margaret, 184.
Martha, 184.
Mehitable, 144, 185,
186.
Rachel, 143.
Sarah, 324.
Tabitha, 191.
Thomas, 142, 145,
183, 185, 186.
William, 184, 321,
825.
Edmonds, J. P. T.,
280.
Edwards, John, 282.
Egbury, Peter, 200.
Ela, Daniel, 159.
Hannah, 145.
Samuel, 145.
Elithorp, Nathaniel,
317.
Ellingwood, Rev. John
W., 71.
Elliot, Eliot, Charles,
200.
Francis, 243.
Francis, jr., 243.
Thomas, 243.
Ellis, Patience, 335.
Elsinore, 199.
Emden, 101.
Emerson, , 323.
350
INDEX
Emerson, Rev., 268.
Abigail, 144.
Benjamin, 142.
Brown, 329, 330.
Charles, 144.
Edward, 192.
Elizabeth, 144.
Hannah, 146.
Hepziban, 323.
John, 144.
Joseph, 142, 143.
Joshua, 143.
Katherine, 144.
Mary, 143, 175.
Micah, 144.
Michael, 315.
Nathaniel, 323.
Peter, 321, 329.
Rebecca, 192.
Sarah, 142.
Stephen, 142.
Stephen, jr., 142.
Susanna, 144.
Timothy, 144, 146.
Emery, James, 142.
Margaret T., 73.
Robert, 73.
Ruth, 142.
Stephen, 243.
Emmerton, Kmerton,
Ephraim, 102.
Ephraim, jr., 270.
Endicott, Endicot,
, 19, 22, 171,
209, 294, 296, 312.
Capt.,95.
Aaron, 271.
Benjamin, 243.
Charles M., 86.
Charles Moses, 303.
Grace, 243.
John, 207, 293.
Moses, 283, 295.
Samuel, 301.
Timothy, 292.
Zerubabel, 243.
England, 97, 156, 160,
177, 179, 205, 288,
313.
English, Philip, 82.
Entwisle, J. Clifford,
300.
Ernst, Elizabeth Amo-
ry Lee, 66.
Gen. O. H., 66.
Eskins, John, 200.
Essex, 105.
Estabrook, John, 117.
Esty, Jacob, 243.
Eustis, , 57.
Eleanor St. Barbe,
71.
J. Tracy, 61, 70, 71.
Joseph, 71.
William Beers, 71.
William Tracy, 61,
71.
Evans, Evens, Eliza-
beth, 181.
Forrest L., 161.
James, 241.
Joanna, 200.
John, 181.
Mary, 181.
Eveleth, Joseph, 252.
Everett, Thomas, 106.
William Abbot, 168.
Everett, 28.
Exeter, 76, 102, 148,
156, 173.
Fairfield, J., 207.
Fales, Nathaniel, 173.
Falltown, 335.
Falmouth, 174.
Farnham, Farnum,
Barachias, 141.
Judith, 175.
Faro, John, 200.
Farragut, , 230.
Farrington, , 94.
Thomas, 153.
Farson, Joseph, 337.
Far well, Nathaniel
W., 114.
Fay, , 271.
Fayal, 229, 230.
Feejee Islands, 286.
Feild, Thomas, 106.
Felch, , 243.
Daniel, 248.
Felix, Cape, 214.
Felt, , 87, 204.
Jonathan P., 270.
Joseph, 282.
Joseph B., 82,83,87.
Felton, , 19, 22,23.
Anne, 339.
Daniel, 339, 340.
Felton, Hannah, 215,
339-341.
James, 339-341.
John, 340, 841.
Margaret, 339, 340,
Martha, 340.
Mary, 339, 341.
Nathaniel, 339.
Neal, 840.
Patty, 340, 341.
Peggy, 341.
Sarah, 339.
Thomas, 339-341.
Fenno, , 104.
John A., 280.
Fenwick, Capt., 103.
Field, see Feild.
Fielding, Mantle, 148,
Fifield, William, 317.
Fisher, Nathaniel, 97^
Fisk, , 243.
Abigail, 243.
John, 243, 337.
Samuel, 243.
William, 243.
Fitch, , 329.
Joseph, 325.
Fitehburg, 125, 166,.
176.
Flint, Abigail, 21.
Alice, 19.
Benjamin, 21.
David, 21.
Deborah, 21.
Ebenezer, 322.
Edward, 19, 20, 21.
Elizabeth, 21.
George, 21.
Hannah, 21, 177.
Hepzibah, 322.
John, 20, 21.
Jonathan, 21.
Joseph, 21.
Samuel, 21.
Sarah, 21.
Tabitha, 322.
Thomas, 21,243,322.
William, 19, 21.
Flushing, 217.
Follansbee, Martha,
146.
Follett, Hannah, 177.
Folsom, George, 30.
Foot, Samuel, 75.
INDEX
351
Ford, Forde, Esther,
142.
Robert, 142, 316,
319.
Forrester, ThomasH.,
270.
Fort Lee, 250, 253-
256, 258.
Fort Lilly, 250.
Fort Pickering, 250,
254.
Fort Pillow, 239.
Fort Sewall, 250.
Foster, , 204, 244.
Aaron, 244.
Abiel, 244.
Abigail, 144.
Abraham, 257.
Amos, 174, 244.
Benjamin, 244, 337.
Benjamin, jr., 244.
David, 244, 337.
Dorcas, 175.
Elizabeth, 185, 336.
Ephraim, 244, 337.
Jeremiah, 244.
John, 244, 337.
John, jr., 837.
Jonathan, 244, 337.
Jonathan, jr., 244.
Joshua, 244, 337.
Moses, 337.
Nathaniel S., 271.
Oliver, 244, 337.
Sarah, 186.
Samuel, 186, 244.
Samuel, jr., 244.
Stephen, 337.
Timothy, 244.
Thomas, 244.
W., 298.
William, 95, 244.
Zebediah, 244, 337.
Fowle, , 152.
Jacob, 151.
Fowler, Samuel, 78.
Foy, Foye, John, 314,
315.
Frame, John, 244.
France, 210, 293.
Francis, William, 303.
Franck, Baron Fred-
erick, 69.
Franklin, Dr., 65.
Freeman, Miles J.,
240.
French, Joseph, 155.
Samuel, 80.
Thomas, 117.
Friendship, 101.
Frothingham, An-
drew, 62.
Hepzibah, 321.
Samuel, 321.J
Fryeburg, 176.
Fullam, Fulham,
George T., 229,
241.
Fuller, Elijah, 252.
Giles, 314, 315, 317,
319.
Rodger, 314.
Susanna, 314.
Thomas, 178.
Furber, , 114-116.
James, 53.
James T., 50.
Gabriel, 120.
Gaetland, John, 191.
Gage, Aaron, 176.
Daniel, 174.
Ebenezer, 141.
Esther, 175.
Josiah, 144.
Nathaniel, 173.
Rebecca, 144.
Thomas, 175.
Gale, Gail, Elizabeth,
339, 340.
George, 215, 216.
Hannah, 339, 340.
Sally, 341.
Sarah, 341.
Thomas, 340.
William H., 277.
Gallipoli, 205.
Gallop, Thomas, 244.
Gallows Hill, 2-4, 8-
10, 13.
Gallows Hill Pasture,
10.
Gait, Francis L., 240.
Gardner, , 204,
205.
Frank A., 201.
John, 201.
John, jr., 201.
Capt. John S., 60.
Gardner, Richard, 201.
Thomas, 201.
William H., 170.
Gare, Thomas, 244.
Gascon, James, 300.
Gatchell, Nathaniel,
141, 142.
Susannah, 141, 142.
Gedney, Gedny, Gid-
ny, , 23.
Bartholomew, 23.
Eli, 21.
George, James, 77,78.
Georgetown, 25, 26.
Gibaut, Capt., 89.
John, 88.
Gibraltar, 205, 282,
289, 299.
Giddings, Giddens,
, 298.
Paul, 153.
Gilford, see Jeffords.
Gilbert, Abigail, 331.
Benjamin, 244.
Gilbert, Bush & Co.,
277.
Gile, Giles, Abigail,
141.
Daniel, 142.
Elizabeth, 144, 177.
Eli, 111.
Ephraim, jr., 141.
John, 111.
Mary, 144.
Gill, W., 339.
William, 24.
Gillfoard, , 23.
Gillis, 162-167.
James Andrew, 161,
162.
James D., 86.
James Dunlap, 162.
Gloucester, 141, 146,
250, 252, 253, 272,
287, 300, 301.
Godfrey, Isaac, 158.
John, 156, 316, 317.
Goffstown, N. H., 72.
Going, Hannah, 323.
Nathaniel, 323.
Going, see also, Gow-
ing.
Gold, Nathan, 155.
Goldthrite, Thomas,
109, 110.
352
INDEX
Goldwyer, George,79,
80, 155, 318.
Martha, 79.
Gooch, Gutch, Rob-
ert, 149.
Goodell, Abner C., 13.
Goodhue, Jonathan,
244.
Goodins, , 316.
Goodman, Sarah, 175.
Goodridge, Benjamin,
216, 244.
Samuel, 244.
Goodshall, Capt., 95.
Goodspeed, , 148.
Goodwin, John, 187,
321.
Timothy, 322, 326.
Gookin, Maj. Gen.
Daniel, 57, 74.
Dorothy (Cotton),
57.
Hannah, 57, 59, 74.
Rev. Nathaniel, jr.,
A. M., 57.
Goose, Thomas, 188.
Gordin, John, 337.
Gore, Dorcas, 334.
Hannah, 334.
Samuel, 334.
Gorleton (Eng.), 160,
313.
Gothenburg, 289.
Gould, Hubbard, 244.
John, 244.
John, jr., 244.
Joseph, 244.
Moses, 244.
Richard, 244.
Robert, 283.
Samuel, 244.
Samuel, jr., 244.
Simon, 244.
Thomas, 244.
Thomas, jr., 244.
Zaccheus, 244.
Zaccheus, jr., 244.
Gould, see Gold.
Gove, Edward, 78.
Gowing, Ebenezer,
185.
Gowing, see also Go-
ing.
Grafton, ,116, 150.
Graham, Frank A.,
Grand Banks, 286.
Grandy, Benjamin,
210.
Grant, , 200.
Graves, , 204.
Eleazer, 206.
Gray, A., 20.
Rebecca, 174.
William R., 206.
William S., 268.
William S., 257.
Great Britain, 293.
Great Falls, 118.
Great Yarmouth, 313.
Greeley, Greely,
Greele, Andrew,
80.
Mary, 145.
Philip, 80, 155.
Samuel, 144.
Green, Greene, Capt.,
254.
Henry, 143.
Martha, 145.
Mary, 331.
Peter, 145.
Rebecca, 325.
Thomas, 216, 325.
William, 283.
Greenfield, 125, 127.
Greenland, John, 191.
Greenleaf,Greenleafe,
Rev. Arthur P.,
68.
Lieut. Col. Charles
Ravenscroft, 69.
Charlotte, 69.
Charlotte Kingman,
69.
Elizabeth B. Chew,
69.
George Herbert, 69.
Georgiana Henry
Franck, 69.
Hannah, 159.
Harriet Gregory,68.
Henrietta Tracy ,68.
Henry Loring, 68.
James Edward, 69.
John, 159.
MargaretLaughton,
68.
Mary Elizabeth
Willard, 69.
Greenleaf, Rev. Pat-
rick Henry, 68.
Simon, LL. D., 68.
Greenwich, 24.
Greenwood, , 58.
Gregg, Gragg, Greage,
iobert, 80, 244,
337.
Gridley, , 69.
Griffin, Griffen, Grif-
fing, Griffyn, ,
287, 292.
Ebenezer, 143.
John, 159.
Mehitable, 142.
Nathaniel, 282, 287.
Grigorie, Hannah, 76.
Jonas, 76.
Grinnell, Elizabeth
Lee Ernst, 66.
G rover, Bet hi ah,
185.
Ebenezer, 185.
Edward, 177.
Mary, 185.
Mathew, 187.
Sarah (Chadwick),
185.
Thomas, 185.
Guadaloupe, 289.
Guardoqui, , 65.
Guild, Charles E., 72.
Ebenezer, 145.
Eliza Ann, 73.
Samuel E., 73.
Gupi, , 22, 23.
Gurley, , 151.
Gutterson, Ruth, 142.
William, 142.
Gwinn, Thomas, 282.
Hacker, Isaac, jr., 84.
Hacket, William, 176.
Haddon, Janet, 77.
Jarret, 316.
Haighth, Joseph, 207.
Haines, Haynes, Eliz-
abeth, 141, 144.
Jonathan, 141, 144.
Thomas, 143.
Hale, Abner, 244.
Ambrose, 244.
Edward A., 69.
George W., 69.
Jacob, 244.
INDEX
353
Hale, John, 244.
Joseph, 175, 244.
Joseph, jr., 244.
Judith, 175.
Matthew, jr., 61.
Ralph, 69.
Thomas, 145, 244,
337.
Halfpenny, Hannah,
339, 341.
Margaret, 339, 340.
Richard, 339.
Halifax, 51, 201.
Hall, Halle, , 175.
Lieut., 76.
Abigail, 175.
Caleb, 175.
Dudley, 71.
Elizabeth, 146.
Horace Dudley, 71.
Isaiah, 191.
John, 146, 175, 200.
Kinsly, 76.
Judith, 175.
Martha, 329.
Mary, 175.
Ralph, 76, 175.
Richard, 175.
Sarah, 175.
Hamburg, 101, 290.
Hamilton, Albert, 30,
32, 117.
Orrin, 117, 118.
Hamilton, 95.
Hamlin, , 208.
Hammett, , 203.
Hammond, C. A. ,280.
Hampstead, 145.
Hampton, 76, 77, 80,
143, 158, 160, 313,
314, 317, 319.
Hampton, N. H., 57.
Hancock, Hancok,
, 63, 191.
Nathaniel, 147, 148.
Robert, 148.
Hanscum, , 204.
Hardy, , 244.
Hepzibah, 175.
John, 173, 337.
Martha, 173.
Matthew, 244, 377.
Nathaniel, 244.
Priscilla, 244.
Ruth, 174.
Hardy, Zachariah, 175,
224, 337.
Harmon, Rollin E.,
161.
Harper & Brothers,83
Harraden, Timothy,
271.
Harriman, Eliza, 146.
Joseph, 142.
Martha, 142.
Mary, 142.
Matthew, 142.
Richard, 142.
Sarah, 142.
Stephen, 142, 146.
Susanna, 147.
Hart, Charles W., 72.
Elizabeth, 19, 72.
Hartford, 189.
Hartshorn,David,322.
Martha, 321.
Timothy, 321, 322.
Hartwell, S. B., 240.
Harvard, 72, 175.
Harvard College, 58,
59.
Harvie, , 23.
Harwood, , 19, 22.
David, 332.
Elizabeth, 332.
John, 153.
Haseltine, Hasseltine,
Hassaltine, Ha-
zelton, Hazeltine,
Abigail, 173.
Amos, 175.
Annah, 173.
Emma, 174.
Ephraim, 174.
James, 146, 176.
John, 159, 173, 316,
318, 319.
John, sr., 318, 319.
Joseph, 143.
Judith, 143.
Mary, 143.
Nathaniel, 175.
Richard, 244, 337.
Robert, 244.
Robert, jr., 244.
Robert, sr., 173.
Samuel, 143, 319.
Samuel, jr., 174.
Thomas, 174.
Timothy, 145.
Haskell, , 102,
203-205, 294, 296.
Ebenezer, 299.
William, 95, 102,
193, 202, 203.
Hastings, Elizabeth,
145.
Hannah, 145.
Hathorn, William, 155,
157.
Haven, Elias, 327.
Haverhill, 78-80, 118,
141, 145, 156, 158,
159, 174, 175, 191,
815, 318, 319.
Havre, 297.
Havre de Grace, 288.
Hawkes, Margaret,
184.
Hawthorne, , 68.
Hayes, Maj. Daniel,
268.
Haynes, see Haines.
Hayward, James, 43,
47.
John, 78.
Nicholas, 315.
Samuel, 322.
Hazen, Hazzen, Ed-
ward, 244.
Grace, 145.
Israel, 244.
John, 244.
Richard, 145.
Samuel, 244.
Sarah, 145.
Thomas, 244.
Healy, Elbridge H.,
270.
Heath, Elizabeth, 142.
Frances, 142.
John, 142.
Joseph, 142.
Samuel, 142.
Henderson, Joseph,
91, 270.
Thomas, 244.
Herbert, John, 321,
325.
Hertfordshire, 107.
Herts, 105, 111, 179,
328.
Higginson, , 57.
Capt. Francis Lee,
74.
354
INDEX
Higginson, George,
74.
Maj. Henry Lee, 61,
74.
Capt. James Jack-
son, 74.
John, 78.
Mary, 74.
Hill, Hills, , 66,
295.
Henry, 285.
John, 295.
Zachariah, 153.
Hilton, Charles, 156.
William, 156.
Hingham, 334.
Hitchings, Benjamin,
271.
Hoar, Samuel, 169.
Hobbs, , 244.
Mary, 244.
William, 244.
Hobings, Grace, 106.
Hockley, Hocklie,
John, 106, 107.
Hoddesden (Eng.),
105.
Hodgdon, , 203.
Hodges, Hodg, Ben-
jamin, 89, 100,
101.
Gamaliel, 101.
George, 300.
John, 302.
Joseph, 301.
Robert, 21, 24.
Samuel, 216.
Hodgkiss, J. H., 70.
Hodgman, Elizabeth,
187.
Joseph, 108.
Josiah, 187.
Hodden Chapel, 107.
Holden, , 204.
Holding, Anthony,
153.
Holdridge, William,
820.
Holland, Stephen, 103,
104.
Holland, 217, 295.
Hollingsworth, Rich-
ard, 149.
Hollis, 145.
Holman, , 204, 296.
Holmes, , 67.
Justice O. W., 59.
Lt. Col. O. W., 73.
Oliver Wendell, 60.
Holt, Charles, 189.
Holt's Rock, 320.
Holyoke, Dr., 2, 8.
Homer, Rev. Charles
Whittield, 68.
Henrietta Tracy ,68.
Honeycombe & Os-
borne, 251.
Hooper, , 285.
John, 270.
Hopkinson, John, 174.
Sarah, 174.
Hopkinton, 326-828.
Hopkinton, N.H.,145.
Hospital point, 250,
253, 271.
House, Elizabeth, 105.
James, 105.
Hovey, , 262.
Maj. Gen., 251, 272.
Abiah, 244.
Abijah, 244, 337.
Amos, 208, 260.
Maj. Gen. Amos,
265, 267.
Daniel, 244, 377.
Dorcas, 174, 175.
Ivory, 244.
John, 174, 244, 337.
John, sr., 244.
John, jr., 244, 327.
Joseph, 174, 244,
337.
Luke, 174, 244, 337.
Luke, jr., 244, 338.
Mary, 174.
Thomas, 244, 338.
Thomas, jr., 244,
338.
How, Howe, Lord, 70,
72.
Benjamin, 245.
John, 43, 245.
Mark, 245.
Martha, 142, 144.
Howard, , 199.
Charles, 291.
J., 252.
John, 288, 289.
Jonathan, 245, 338.
Joseph, 285.
Howard, Richard,
199.
Howell, Becket K.,
240.
Hoxie, Elizabeth, 72,
73.
John, 72, 73.
Hoyt, Katherine, 143.
Hubbard, William.80.
Hubur, John, 160.
Hut-kins, John, 245.
Hulen, William, 207.
Hull, Joseph, 150.
Hunsdon, Hunston,
Hunsden, Daniel,
106.
Edward, 181, 182.
Elizabeth, 182.
Judith, 180, 182.
Mary, 182.
Rachel, 182.
Sarah, 182.
Thomas, 106.
Hunsdon, 181, 328.
Hunt, , 162, 299.
Abigail, 173.
Ann, 173.
Richard, 103, 104.
Huntington, ,171.
Rebecca, 336.
Hurd, D. H., 249.
Hustis, James II. ,129.
H utchins, J oseph, 144.
Samuell, 316.
Zerviah, 144.
Hutnot, Joseph, 153.
Hutchinsou, , 276.
Hyde, Hide, Eliza-
beth, 180.
Thomas, 106, 107.
William, 180.
Hyde Park, 273, 277.
lersons, Samuel, 245.
lies, Elizabeth, 245.
Jacob, 245.
John, 245.
William, 245.
Illsly, William, 80.
India, 86, 87, 90, 94,
102, 206, 283, 288.
Indian Ocean, 87.
Ingalls, Maj., 254.
Eldad, 142, 147.
Samuel, 143.
INDEX
355
Ingalls, Dr. Samuel,
273.
Inman, Henry, 148,
149.
Ipswich, 76, 173, 205,
299, 325.
Ireland, Benjamin,
245.
Ireland, 57, 95.
Ireson, see lersons.
Isaacs, Capt., 101.
Isle of Bourbon, 93,
282, 287, 292.
Isle of France, 91, 94-
97, 101, 102, 281,
293, 295, 296, 298.
Isl of Wight, 111.
Ives, , 171.
Jackson, , 57, 163.
Charles, 59, 90.
Charles, LL. D., 60.
Charles Cabot, 60.
Prof. Charles Lor-
ing, 60.
Dorothy, 59.
Edward, 59.
Elizabeth, 190.
Elizabeth Cabot,
60.
Hannah, 58-60.
Hannah Swett, 60.
Hannah Tracy, 60.
Harriet, 59.
Henry, 59.
Capt. Henry, 60.
Henry, M. D., 60.
James, 59.
John B. Swett, 60.
Jonathan, 58, 60, 63,
70, 72.
Col. Jonathan, 59,
60.
Lydia Cabot, 60.
Mary, 59.
Sarah, 59, 60.
Susan Cabot, 59, 60.
Patrick Tracy, 59,
60.
Capt. PatrickTracy ,
3d, 58, 60.
Lieut. Patrick Tra-
cy, jr., 74.
Robert, 59, 60.
Robert Tracy, 60.
Jackson, Russell
Leigh, 58.
Tracy & Tracy, 59,
67.
Jacobs,Benjamin,216.
George, 14.
Jamaica, 153.
Jamba, 194, 195, 198.
James, Charles, 153.
Thomas, 109, 110.
Jamison,William,188.
Jansbe, Lucas, 200.
Janvrin, , 204.
Japan, 163.
Jaquith, Ebenezer,
331.
Rebecca, 331.
Java, 101, 295.
Jefferson, President,
93.
Thomas, 65.
Jeffords, John, 245.
Jeffries' Point, 276.
Jenkins, Elizabeth,
330.
James, 200.
Lt. Col. Lawrence
Waters, 249.
Lemuel, 329, 330.
Mary Jane, 73.
Robert, 73.
Jenks, Jencks, ,
312.
Joseph, 179.
Jennis, Francis, 317.
Jewett, Ezekiel, 245.
Francis, 173.
Joseph, 79, 245.
Samuel, 3d, 216.
Thomas, 245.
Jewly, John, 200.
Johnson, Jonson, ,
109, 200.
Abigail, 142, 144.
Benoice, 271.
Cornelius, 142.
Edward Augustus,
69.
Elizabeth, 143.
Frances, 110.
Hannah, 142, 191.
Isaac, 153.
John, 142.
Jonathan, 145.
Johnson, Lydia, 144.
MargaretLaughton,
68.
Mehitable, 334.
Nathaniel, , 142.
Rachel, 176.
Ruth, 142.
Samuel, 168, 191.
Sarah, 143.
Susannah, 142.
Thomas, 142, 191.
Timothy, 143.
William, 52, 142.
William Pierce, jr.,
68.
Jones, Groenes, David,
112.
E. Alfred, 187.
Mary, 107.
Morgan, 19, 20, 24.
Samuel S., 297.
Sarah (Topliff), 112.
William, 153.
Joyliffe, John, 157.
JuniperPoint(Salem ,
266, 269, 270.
Kay, Ebenezer, 192.
Kebbie, Cebi, Ceby,
Kebbe, Kebis,
, 19, 22.
Kell, John Mclntosh,
240.
Kelly, Abiel, jr., 142.
Richard, 142.
Kemble, see Kimball.
Kemp, Samuel, 270.
Kendall, Elizabeth,
184, 191.
Mary, 330.
Kennebunk, 116.
Kennedy, Samuel,282.
Kenney, Daniel, 245.
Jonathan, 245.
Kent, , 58, 107.
John, 146.
Mary, 143, 146.
Steven, 156,315,318.
Kerr, , 100.
Kidder, Mary, 145.
Kilborn, David, 245.
Killam, Kilham, ,
298.
Abigail, 245.
Benjamin, 245.
356
INDEX
Killam, Daniel, 245.
Ebenezer, 245.
Samuel, 245.
Thomas, 245.
Thomas, jr., 245.
Killcarberry, 61.
Killingly, 141, 144.
Killingsworth, 20, 24.
Eimball, Kenible,
, 176.
Aaron, 245.
Abigail, 146, 175.
Amos, 175, 245, 338.
Benjamin, 142, 317.
Caesar, 245.
David, 174, 245.
Ebenezer, 173, 245.
Elizabeth, 174.
Ephraim, 30, 175,
245.
Ephraim, jr., 245.
George, 175.
Hannah, 146.
Isaac, 338.
Jemima, 174.
Jeremiah, 175.
John, 176, 245, 338.
John, jr., 245.
Jonathan, 146, 173,
174, 245, 338.
Jonathan, jr., 245,
338
Judith, 175.
Lydia, 176.
Mehitable, 173, 175.
Moses, 176, 245.
Nathan, 245, 338.
Nathaniel, 338.
Richard, 245, 338.
Richard, jr., 173,
245, 338.
Robert, 245.
Samuel, 146, 174,
179, 245.
Samuel, jr., 245.
Susannah, 145.
Tiiomas, 158, 245,
338.
Thomas, jr., 245.
Thurston, 176.
King, , 110.
Capt., 255, 269.
Charles, 153.
James Charles, 267.
John, 153.
King, N. P., 271.
Robert, 76.
William, 109.
Kingsley, Mary, 336.
Kingston, 175.
Kinsman, Sarah, 245,
338.
Knight, Knights, ,
306-308.
Abigail, 146, 147.
Charles Ambrose,
303.
John, 146, 147.
Nathaniel, 146, 147.
Oliver, 146.
Prudence, 146.
Ruth, 185.
Sarah, 146, 147.
Tristram, 146, 147.
Knowlton, Mar tha
175.
William, 245, 338.
Knox, Adam, 245.
William, 245.
Lacy, Ephraim, 338.
Lawrence, 245.
Ladd, Lad, Daniel,
143.
Ezekiel, 245.
John, 144.
Mary, 144.
Samuel, 319.
Susannah, 143.
Laird, , 223.
Lake, John, 78.
William, 19.
Lakeman, Eben, 299.
Nathaniel, 245, 338.
William, 245, 338.
Lakeport, 42.
Lamb, , 148.
Lambert, John, 153.
Samuel, 215, 216.
Lammo, 284.
Lamson, Asa, jr., 256.
William, 95.
Lancaster, , 223,
237.
Lancaster, 239.
Lancaster, N. H., 40.
Lander, , 204,
Benjamin, 12.
William, 257.
Lane, , 288.
Lane, William, 287.
Lang, Nathaniel, 271.
Nathaniel, jr., 270.
Larcom, , 204.
La Roche, see De la
Roche.
Lassell, Joshua, 189,
190, 334.
Mary, 334.
Laughton, Henry, 59,
67.
Margaret, 67.
Lauriat, L. A., 301.
Lawhorse, Lahorse,
Ann, 245.
Ephraim, 245.
Lawrence, 245.
Lawrence, Abiel &
Co., 97.
Richard, 153.
Lawrence, 35, 46, 114,
118.
Lawson, Nicholas, 153.
Lawton, William, 295.
Leavitt, Levett, Lev-
itt, Herzon, 317.
Samuel, 156.
William, 90.
Leavitt, see also Lov-
ett.
Lebanon, 336.
Lebanon, N. H., 113.
Lebran-Hadje, 282.
Lech, John, 24.
Nathan, 207.
Lee, , 57, 67, 204.
Gen., 66.
Lieut. A. Tracy, 66.
Amelia, 60.
Col. Francis L., 73.
Hannah, 59.
Henry, 59, 60.
Henry, jr., 74.
Lt. Col. Henry, jr.,
73.
Henry, sr., 60.
Jeremiah, 59, 71.
Col. Jeremiah, 62,
66, 70.
Lieut. Jeremiah,66.
Joseph, 60, 61, 70,
72.
Capt. Joseph, 62.
Martha, 66.
Mary, 63.
INDEX
357
Lee, Mary Jackson,
60.
Patrick, 69.
Thomas Amory, 57.
William Raymond,
148.
Col. William Ray-
mond, 66, 73.
Gen. William Ray-
mond, 63, 66.
Lieut. William Ray-
mond, 66.
Brig. Gen. William
Raymond, 74.
Lee, Higginson& Co.,
60, 61.
Le Favour, John, 245.
Leghorn, 296, 299.
Le Hait, , 254.
Leicester, 174.
Lemmond, Henry, 93.
Lemon Valley, 214.
Lemonaja, 92.
Leslie, James, 245.
Lester, J. H., 276.
Leveret, John, 157.
Lewis, Safford, 299.
Lewiston, 51.
Lexington, 173.
Lilley, Lillie, Lillys,
, 153.
Abigail, 328, 333.
Hannah, 332, 338.
John, 333.
Joseph, 332.
Mary, 382.
Samuel, 332, 333.
Lincoln, Augustus, 52.
Lindall, Lyndall, ,
318.
Mary, 157.
Timothy, 155, 157,
317, 318.
Linden, 27.
Lisbon, 290.
Little, Dea., 142.
Mary, 57.
Tristram, 57.
Littleton, 174.
Liverpool, 208, 290.
Llewellyn, D. H.,233.
David Herbert, 240.
Lockwood, , 24.
London, 101, 181, 233,
288, 291, 314, 317.
Londonderry, N. H.,
145.
Long Island, 103.
Longfellow, , 64,
68.
Looney, , 9.
Lord, George C., 114.
John, 213.
Otis P., 171.
William, 110.
L'Orient, 293.
Loring, Ann, 69.
Anna True, 69.
Elizabeth, 68.
Elizabeth Farris,
69.
Elizabeth Farris
Tracy, 69.
Henrietta Tracy,69.
Henry, 69.
James Lovell, 69.
Capt. Joseph, 69.
Mary Middleton
Lovell, 69.
Mary Wyer, 69.
Loring, Fiske & Co.,
69.
Lossing, B. J., 250.
Lovett, Lovitt, ,
295, 300.
Hezron, 317.
John, 301.
Josiah, 283, 301.
Josiah, jr., 283.
Lovett & Kilham,298.
Lovett, see also Leav-
itt.
Low, John, 240.
Seth, 207.
William, 283.
Lowell, Anna Cabot,
74.
Col. C. R., 74.
Gen. Charles Rus-
sell, 60.
Francis Cabot, 60.
Judge Francis Cab-
ot, 60.
Lieut. J. J., 74.
John, 60.
John, jr., 60.
Judge John, 60.
Rev. John, 57.
Lowell, 29, 30, 57, 60,
117, 166.
Lull, Benjamin, 338.
James, 338.
William, 95.
Lunenburg, 175.
Lunt, , 202.
George, 117.
Lurvey, Lurvy, Eben-
ezer, 245, 338.
William, 245, 338.
Luscomb, W., 251.
W. G., 283.
Lynch, Lieut. Gen.,
67.
Marshal, 67.
Lynde, Judge, 11.
Lynn, 82, 152, 184,204,
254, 273, 274, 276,
277, 321, 322, 325,
328-330.
Lynnfield, 25, 26, 330.
Maber, Richard, 24.
McAdoo, Director-
General, 130.
Maccarter, Macarty,
John, 15, 16, 22.
McCobb, 205.
McConnell, Henry,
240.
McCrillis, McCrellis,
John, 245, 338.
William, 245, 338.
McDonald, Charles,
95.
James, 129.
McFarson, Paul, 245.
Mclntire, , 163.
Samuel, 101.
Mack, Elisha, 268.
McKinley, , 169.
McLeod, , 124.
A. A., 123.
McPerson, William,
245,
Macumber, Matthew,
295.
Madagascar, 286.
Madeira, 294, 296.
Madison, President,
93.
Madras, 101.
Maffitt, E. A., 241.
Magee, , 224.
James, 217.
Magoun, Isaac, 188.
358
INDEX
Main, Amos, 143.
Maine, 121, 287.
Malays, 86, 88, 92, 97,
99.
Maiden, 27, 28, 173,
325
Malta, 205.
Maltry, , 257.
Gen., 259.
Manchester, 211, 252,
290.
Manila, 97, 100, 286.
Mann, Man, Nathan,
338.
Moses W., 29.
Manning, Philip, 803,
309.
Timothy, 188.
Manocoteset river, 24.
Mansfield, Mansfeild,
Charles, 290.
G. and D. H., 295.
Jonathan, 78.
Lydia, 331.
Maplewood, 27.
Maranham, 288.
Maranhamand, 290.
Maras, 103.
Marblehead, 23, 63,82,
142, 153, 154, 154,
182, 204, 211. 215,
217, 252-264, 256,
271, 283, 286, 295,
330, 339.
Marden, Hepzibab,
175.
Marlboro, 326.
Marseilles, 296.
Marsh, Hannah, 143.
John, 143.
Sarah, 143.
Marshall, , 211,
296.
John, 211, 245, 294.
Marston, Isaac, 317.
Jacob, 338.
Thomas, 158, 317.
Walter, 207.
William, 76.
Martin, Martyn, ,
204.
George, 75, 155.
John, 75.
Richard, 155, 160.
William, 245.
Martinique, 289.
Mason, , 228, 232.
Massachusetts, 57, 121,
250.
Massachusetts Bay,
153, 188.
Massey, Elizabeth
Tracy, 71.
Charles, 71.
John, 303.
John, 21.
Matthews, Matthew,
, 204.
Capt., 103.
Cotton, 19.
George, 105.
Maverick, Sarah, 182.
Meachy, Jeremiah,
110.
Mead, John, 271.
Moses, 216.
Medfield, 335.
Medford, 29-31, 33, 56,
64, 117, 146, 175.
Mediterranean, 97.
Meek, , 93, 204.
Meggett, , 204.
Melcher, Mrs. John
S., 68.
Mellen, Charles S.,
129.
Meloney, John A.,
116.
Mendon, 174.
Mendota, 111., 113.
Mercer, Edith, 158.
Samuel, 158.
Thomas, 158.
Merrick's Brook, 188.
Merrill, Abel, 146,147.
Gyles, 146.
John, 144.
Lucy, 144.
Lydia, 144.
Mary, 143.
Nathaniel, 143.
Nathaniel, jr., 143.
Peter, 143.
Ruth, 143, 146, 147.
Samuel, 143.
Sarah, 143.
Stephen, 175, 338.
Merrie's Creek, 315.
Merrimack river, 320.
Merrimack Valley,
165.
Merrimac, 316.
Merritt, William, 34,
41, 50, 116.
William, jr., 50.
Merrow, Merrows,
Henry, 188.
Mary, 188.
Samuel, 188, 192.
Messer, John, 142.
Mehitabel, 142.
Richard, 142.
Sarah, 142.
Messervey, William,
270.
Methuen, 142-144,174-
176.
Meulnier, Maximilian
von, 241.
Mew, Mitchell, 313.
Michigan, 113.
Middlesex, 188.
Middleton, Midelton,
Ebenezer,245,338.
William, 245, 338.
Middleton, 191, 381.
Mifflin, , 204, 205.
Migill, George, 308.
Milford, 23, 24.
Miller, Fred L., 240.
John, 153.
Miller's Falls, 125.
Millett, Millet, ,
284-286, 339.
Charles, 283.
Daniel, 270.
Jonathan, 252.
Mills, James, 142.
Milton, , 172.
Minot, James Jack-
son, 60.
Mingin, 282.
Miriam, John, 192.
Misery Island, 251.
Mississippi, 280.
Mitchell, Michell,
Mitchel, Abiah,
143.
Abigail, 144.
Andrew, 143.
Andrew, jr., 143.
Hannah, 143.
James, 143.
John, 144, 318.
INDEX
359
Mitchell, Martha, 143.
Phillip, 143.
Sarah, 144.
Susannah, 144.
William, 144.
Mocha, 284, 286.
Mogridge, Joseph,
210.
Montesquieu, M. de,
67.
Montevideo, 199.
Montreal, 126, 292.
Moody, Edward, 299.
Moore, More, H. F.
J., 295.
Jonathan, 179.
Richard, 150.
Samuel, 187.
Sarah, 187.
Morgan, , 162.
Henry, 292, 295.
Moriarty, Thomas,
201.
Morrill, Isaac, 75, 76,
155
Jacob, 75, 155, 318.
Morse, , 57.
Henry Lee, 61.
John Torrey, jr., 60.
Morton, Perez, 70.
Mosely, Increase, 245.
Moss, Benjamin, 160.
Moulton, , 171.
Benjamin, 76, 319.
Joseph, 319.
William, 319.
Mt. Desert, 51.
Mountford, Benjamin,
315.
Moys, Joseph, 318.
Muckie, 282, 296, 300-
302, 312.
Mudge, , 288.
Capt., 254.
Mudgett, Thomas, 76,
318.
Muscat, 286.
Muzzey, John, 312.
Mystic River, 31.
Nantucket, 202.
Naples, 203-205.
Narragansett, 145,190.
Nash, Robert, 106.
Natick, 174, 185.
Neal, Neall, Lieut.,
22
Peter M., 273.
Neal & Sons, 163.
Neave, William, 313.
Neck(Salem), 254-256.
Nelson, David, 245.
John, 245.
Nevil, John, 61.
Mary Tracy, 61.
Nevins.WinfieldScott,
5, 52.
New Bedford, 276,
295.
New England, 17, 113,
153, 249, 279, 313,
314, 317.
New Hampshire, 121.
New Haven, 23.
New Holland, 286.
New Hopkinton, 145,
175.
New London, 24.
New Orleans, 230,290.
New Sarum, 155.
New Spain, 152, 153.
New York, 28, 56, 83,
95, 101, 103, 204,
205, 257, 273, 277,
282, 289, 291, 295.
Newbury, 26, 57, 58,
61, 64, 79, 80, 141,
145, 146, 156, 158,
159, 173, 190, 252,
272, 316, 318.
Newbury, N. H., 146.
Newburyport, 25-27,
57-59, 61-64, 72,73,
117, 118, 145, 146,
204, 208, 254, 272.
Newcomb, Simon,
297.
Newell, , 204.
Newhall, Elizabeth,
325.
Newmarch, Hannah,
143.
Newport, 176, 177,178.
Newport, R. I., 297.
Newton, N. H., 147.
Newton Junction, 54.
Newtown, L. I., 19.
Niagara Falls, 292.
Nichols, Nicholls,
Nickols, Nickolls,
Capt., 98, 100,101.
Andrew, 12.
Dr. Andrew, 12, 13.
David, 10, 15.
Charlotte, 101.
Ebenezer, 329.
Edward, 245.
George, 86, 97, 101,
216.
Ichabod, 101.
James R., 114.
John, 210, 270, 321.
Martha, 97, 101.
Rebecca, 321.
Thomas, 183, 192,
320, 21, 325, 326.
Thomas, jr., 326.
Thomas, sr., 321.
Nobbes, John, 106.
Norfolk, 314.
Norfolk County, 155.
Norman, John, 21, 22.
Richard, 23.
Norman's Rocks, 3, 9.
Norris, , 102.
Harry L., 257.
Thomas, 179, 329.
North Bridge, 3.
North Carolina, 334.
North Danvers, 25, 26.
North Fields, 3.
North Grafton, 116.
North River, 7, 9.
North Tally-Pow, 282.
Northend, , 171.
Northrup, William,
200.
Norton, George, 153.
Norwich, 174, 189,190,
334.
Nottingham, 144, 146,
175.
Nowell, Charles H.,
117.
Noyes, Joseph.62,146.
Capt. Joseph, 62.
Nud, Thomas, 76, 77.
Nurse, Nourse, Nurs,
, 19, 22.
Benjamin, 186.
Elizabeth, 186.
Rebecca, 14.
Nutt, , 341.
360
INDEX
Oak Island, 278.
O'Brien, Matthew,
241.
Ogdensburg, 292.
Ontario, Lake, 252,
292.
Orient Heights, 278.
Orne, Anne, 339.
Joshua, 270.
Osborn, Osborne,
John, 245.
Joseph, 298.
William, 270.
Osgood, , 102,210-
212 249.
Charles S., 82, 83,
90.
Elizabeth, 75, 76.
Isaac, 141.
John, 159.
John, jr., 208.
John Felt, 114.
Joseph B. F., 210;
Lyclia, 144.
R. H., 257.
Robert H., 260.
William, 75, 76, 77.
William, 210, 211,
296.
William, sr., 156.
Pacific Islands, 286.
Padang, 83-85, 193,
202, 283, 284, 289,
290, 296.
Page, Paige, Caleb,
142.
Edmund, 144.
Elizabeth, 142.
Francis, 76.
Jeremiah, 270.
John, 144.
Jonathan, 142.
Josiah, 208.
Lewis, 145.
Lydia, 143.
Mary, 107, 147.
Moses, 147.
Nathaniel, 145, 270.
Robert, 76, 158.
Sarah, 145.
Thomas, 143.
Timothy, 142.
William P., 270.
Paine, , 57, 62.
Maj. C. J., 73.
Gen. Charles Jack-
son, 60.
Robert Treat, 60.
Lieut. Sumner, 73.
Capt. W. C., 73.
Palembang, 102.
Palfray, Charles W.,
286.
Palmer, Christopher,
317.
Elizabeth, 173.
Henry, 78, 156.
James, 173.
Pank, John, 179.
Para, 291.
Parahiba, 290.
Paris, 234.
Parke, Joseph Pratt,
341.
Parkeman, Elias, 110.
Parker, Abraham, 173.
Ebenezer, 184, 326,
329.
Elizabeth, 174.
John, 24, 321.
Jonathan, 322, 324.
Martha, 173.
Nathan, 78.
Nathaniel, 174, 188.
Richard, 341.
Theodore, 168.
William B., 101.
Parnell, Mary, 106.
William, 303, 312.
Parrot, James, 153.
Parsons, Theophilus,
58, 65.
Parsons, see ataoPhar-
sons.
Partridg,William,157.
Patch, John, 271.
Patrick, Matthew, 326.
Patten, Pattin, ,
141.
Joseph, 141.
Thomas, 157.
Patterson, Pattison,
James, 153.
John, 303.
Paul, Amos, 114.
Thomas, 145.
Payson,Jonathan,146.
Sarah, 146.
Peabody, Pabodie,
, 96, 203, 293,
339.
Abraham, 245, 338.
Alden, 336.
Alice, 245.
David, 245.
Ephraim, 174, 245,
338.
Frances, 245.
Francis, 246.
Hannah, 174, 246.
Jane J. A., 295.
John, 175, 246, 338.
John, jr., 246.
Jonathan, 246.
Joseph, 95, 193, 202,
203, 207, 208, 210,
213, 216, 246, 284,
293, 296, 298, 299,
301, 302.
Joseph, jr., 246.
Mary, 176, 246.
Nathan, 246.
Nathaniel, 246.
Richard, 246.
Samuel, 246.
Sarah, 246, 338.
Stephen, 246.
Thomas, 246, 338.
Thomas, jr., 246 T
338.
William, 246.
Peabody, 82, 279, 339.
Peake, Henry, 105.
Isaac, 105.
Pearl, Richard, 246,
338.
Pearson, Pierson, ,
104.
Charles, 271.
George, 156.
Hannah, 141.
Hepzibah, 141.
Capt. James, 141.
Samuel, 103.
Samuel Page, 104.
Pearson, see also Per-
son.
Peasly, Peaslee, Peas-
lie, , 320.
Abiah, 144.
Daniel, 142.
Joseph, 77, 78.
Nathaniel, 145.
INDEX
361
Peasly, Rebecca, 142.
Ruth, 78.
Susannah, 143.
Peck, , 204.
Pecker, Ann, 146.
James, 79.
John, 141.
Pedechie, Gregorie,
303.
Peele, , 85, 90.
Jonathan, 83, 84,88,
90, 102.
Joseph, 193.
Robert, 94.
W., 209.
Willard, 83, 84, 88,
90, 102, 207, 216,
283, 292, 295, 298.
Peele, Willard & Co.,
88.
Peirce, see Pierce.
Penang, 103, 210.
Pendar, Martha, 175.
Pennycook, 144, 174.
Penobscot river, 28.
Penshoe, Joseph, 215.
Pepper, Ann, 106.
Perkins, Pirkins, ,
151, 292.
Abraham, 158.
Benjamin, 153.
Daniel, 246.
Israel, 246.
John, 246.
Mary, 341.
Nathaniel, 246.
Sarah, 331.
Timothy, 246.
William, 156, 331.
Perley, Allen, 246.
Amos, 246.
Asa, 246.
Deborah, 246.
Francis, 246.
Hannah, 246.
Isaac, 246.
Jacob, 246.
Jacob, jr., 246.
Jeremiah, 246.
John, 246.
Moses, 246.
Nathan, 246.
Nathaniel, 246.
Sidney, 1, 17, 242,
337.
Perley, Stephen, 246.
Thomas, 246.
Thomas, jr., 246.
Thomas, 3d, 246.
Timothy, 246.
Pernambuco, 288,289,
296, 298.
Perry, , 163, 171.
Matthew, 246.
Richard, 246.
Robert, 299.
Person, William, 246,
338.
Pete, George, 24.
Peterson, Erasmus,
153.
Pettingell, Benjamin,
146.
William, 295.
Pettit, Henry, 193.
Pharsons, Joseph, 246.
Philadelphia, 58, 64,
204.
Philbrick, Rachel, 174.
Phillips, , 168,
171.
J. Duncan, 88.
Stephen, 88, 193,
211, 294.
Stephen Henry,154.
Stephen W., 88.
Phillips & Co., 212.
Philps, , 192.
Phippen, Hardy, 271.
John, 207.
Pickard, Samuel, 246.
Samuel, jr., 246.
Thomas, 246.
Pickering, John, 19,
286.
Pickman, . 213.
Benjamin, 266, 296.
Dudley L., 206, 283,
284, 295, 301, 303.
Dudley Leavitt, 94.
Pickman & Silsbee,
303.
Pictou, N. S., 297.
Pierce, Peirce, Perse,
, 35, 101.
Benjamin, 34, 101.
Elizabeth, 186.
Franklin, 35.
George, 153, 193,
203, 211.
Pierce, Jerathmiel,
101.
Pierson, see Pearson.
Pike, Nicholas, 62.
Robert, 75, 77, 155,
157, 315.
Pilsbury, Ezra, 145.
Hannah, 145.
Pincho, Joseph, 216.
Pinder, Theophilus,
246, 338.
Pingree, David, 201.
Piscataqua, 154.
Pitman, John, 153.
Pitot, Lecheiro &
leery, 293, 294.
Pittsfleld, 266.
Plaistead, Plaisted,
William T., 117,
118.
Plaistow, 141, 142,145,
146, 175, 176.
Plowman, Capt., 153.
Plumer, Samuel, 79.
Plymouth, 101, 204.
Po Adam, 306, 307,
309.
Po Qualah, 305.
Point of Pines, 278.
Pool, Poole, Benja-
min, 183.
Esther, 183.
John, 184, 324.
Jonathan, 182, 183,
187, 321.
Mary, 332.
Rebecca, 192.
Thomas, 187, 188,
192.
Poor, Ann, 147.
Daniel, 147.
Pope, Jasper, 270.
Mercy, 146.
Samuel, 10.
Sarah, 10.
Thomas, 146.
Pope's Court, 9.
Porter, , 215, 312.
Benjamin, 246, 338.
Benjamin, jr., 338.
John W., 273.
Jonathan, 283.
Moses, 246, 338.
Samuel, 246, 338.
T. W., 277.
362
INDEX
Portland, 28, 49-52,
159, 160, 202, 253,
317.
Portsmouth, N. H. ,209.
Portugal, 65.
Potter, Martha, 329.
Robert, 101, 329.
Poughkeepsie, 123.
Povey, Thomas, 153.
Powell, , 76.
Powers, Power, ,
312.
Thomas, 339.
Powwaus river, 316.
Pratt, Prat, , 339,
340.
Batbesheba, 187.
Daniel, 323.
John, 295.
Joseph, 340.
Mehitable, 332.
Preble, , 176.
Edward E., 240.
Prentiss, Joshua, 295.
Prescott, Jeremiah,
126.
Presson, William,246,
338.
Preston, Charles E.,
32.
J., 207.
Thomas, 178.
Prichard, Paul, 246.
Primer, Matthew, 153.
Prince, , 208, 283.
Henry, jr., 208.
Prince of Wales Is-
land, 216, 282.
Priors Lees (Stan-
stead), 179.
Proctor, , 298.
Abigail, 10, 12.
John, 10, 14, 15.
Thorndike, 10, 12,
15, 16, 282, 289.
Providence, 336.
Provincetown, 209.
Pudney, Pudne, ,
191.
John, 177.
Pulo Kio (Wood Is-
land), 303,306,312.
Pulo Penang (Prince
of Wales Island),
211, 216, 283, 284,
295, 296, 298.
Pundt, John, 241.
Putnam, , 57.
Dr. Charles Picker-
ing, 60.
Eben, 149.
Edward, 246.
Edward, jr., 246.
Eliezer, 246.
George Granville,
81, 193, 281.
George W., 300.
Israel, 164.
James, 246.
Dr. James Jackson,
60.
Capt. Jesse, 272.
Setb, 246.
Qualladiah, 299.
Quallah Battoo (Su-
matra), 86, 284,
293, 295, 298, 303-
305, 312.
Quelch, Capt., 153,
154.
John, 153.
Quenby, Robert, 75.
Quincy, Dorothy, 57.
Quinn, , 170.
Joseph F., 161.
Quittance, John, 153.
Railroads.
Andover & Haver-
hill, 135.
Andover & Wil-
mington, 135.
Andover, Wilming-
ton & Haverhill,
133.
Baltimore, 113.
Boston & Albany,
116.
Boston, Barre &
Gardner, 136.
Boston, Concord &
Montreal, 122,136.
Boston.HoosacTun-
nel & Western,
136.
Boston & Maine
25, 113, 114, 116'
120, 121, 124, 128'
132, 135, 273, 279 -
Boston & Portland*
135. ,
Railroads.
Boston, Revere
Beach & Lynn
Narrow Gauge,
273-275, 278, 279.
Boston & Lowell,
28, 44, 46, 52, 115,
122, 124, 129, 131,
135.
Boston & Provi-
dence, 37, 46.
Boston, WinthropA
Point Shirley,278.
Boston, Winthrop &
Shore, 278.
Brookline & Mil-
ford, 136.
Brookline & Pep-
perell, 136.
Burlington, 33.
Calais, 33.
CanadianPacifie,55.
Central Massachu-
setts, 135.
CharlestownBranch
125.
Cocheco, 41, 42.
Concord, 122, 136.
Concord & Montre-
al, 122, 124, 131.
Concord & Ports-
mouth, 136.
Connecticut River,
123, 131, 136.
Connecticut & Pas-
sumpsic Rivers,
135.
Danvers, 25-27, 135.
Danvers & George-
town, 25, 26.
Dover & Winnipise-
ogee, 42, 135.
Eastern, 25, 27, 34,
40, 48-56, 115, 120,
121, 130, 132, 135,
273, 274, 278, 279.
Eastern Junction
Broad Sound &
Point Shirley,278.
Essex, 41.
Essex Branch, 135.
Fitchburg, 44,45,47,
124-126, 131, 136.
Georgetown Branch
135.
INDEX
363
Railroads.
Great Falls & South
Berwick Branch,
135.
Hoosac Tunnel &
Saratoga, 136.
Hoosac Tunnel &
Western, 126.
Kennebec, 33.
Eennebunk & Ken-
nebunkport, 131,
135.
Kenne bunkport
Branch, 116.
Lawrence Branch,
41.
Lewiston & Auburn,
51.
Lexington & Arling-
ton, 135.
Lowell & Andover,
52, 131, 135.
Lowell Branch, 52.
Lowell & Lawrence
136.
Maine Central, 49,
51, 52, 129, 130.
Manchester &
Keene, 136.
Manchester & Law-
rence, 44, 45, 131,
135.
Marblehead & Lynn,
135.
Massanippi Valley,
< 136.
Mechanicsville &
Fort Edward, 136.
Medford Branch,
29, 30, 34, 135.
Michigan & Chica-
go, 33.
Middlesex Central,
136.
Monadnock, 136.
Mount Washington,
136.
Mystic River, 136.
Narrow Gauge, 273-
275, 278, 279.
Nashua, Acton &
Boston, 136.
Nashua & Lowell,
46, 135.
Railroads.
Nashua & Roches-
ter, 135.
New Boston, 136.
New England, 123,
128.
New Haven, 279.
New Haven &
Northampton, 126
New London North-
ern, 125.
New York & New
England, 122, 124.
New York, New
Haven & Hart-
ford, 123, 124,126.
New YorkElevated,
30.
Newburyport,25-27,
135.
Newburyport City,
135.
Niagara Falls, 33.
Northern, 136.
Northern Railroad
of New Hamp-
shire, 113, 122.
Old Colony, 47.
Ogdensburg, 33.
Ohio, 113.
Orchard Beach, 135.
Pemigewasset Val-
ley, 136.
Pennsylvania, 113.
Penobscot, 33.
Peterboro, 136.
Peterboro & Shir-
ley, 136.
Portland Division,
116, 132.
Portland & Roches-
ter, 135.
Portland, Saco &
Portsmouth, 48,
49, 118, 135.
Portsmouth & Do-
ver, 135.
Portsmouth, Great
Falls & Conway,
121, 135.
Rockport, 135.
St. Johnsbury, 33.
St. Johnsbury &
Lake Champlain,
136.
Railroads.
Salem & Lowell, 28,
135.
Saugus Branch, 27.
Shore Line, 275.
South Reading, 135.
Southern Vermont,
125, 126, 136.
Stanstead Branch,
136.
Stoneham Branch,
136.
Stony Brook, 136.
SullivanCounty , 136.
Troy & Bennington,
136.
Troy & Boston, 126.
136.
Troy & Greenfield,
125, 126.
Vermont & Massa-
chusetts, 125, 126,
136.
VermontValley, 136
West Amesbury
Branch, 54.
White Mountains,
36, 136.
Wilton, 136.
Winchendon, 136.
Wolfeboro, 135.
Worcester & Nash-
ua, 135.
Worcester, Nashua
& Portland, 135.
Worcester, Nashua
& Rochester, 121.
York & Cumber-
land, 135.
York Harbor &
Beach, 136.
Raleigh, 335.
Ramsdell, John, 246.
Nathaniel, 246.
Timothy, 246.
Rann, Anna, 185.
Rantoul, , 172.
Robert S., 161, 172.
Rayner, William, 153.
Rea, , 210.
Charles S., 210.
Samuel, 210, 270.
Read, Samuel, 246.
364
INDEX
Reading, 25, 42, 56,
107, 110, 111, 116-
118, 177, 182, 183,
185-188, 192, 321-
325, 328-331, 333.
Redington, Abraham,
246.
Thomas, 246.
Reeth, John, 102.
Revere, 40, 41, 273,
276-278.
Revere Beach,276-278.
Reynolds, Rennolds,
Rennols- , 23,
83, 85-87.
Henry, 24, 103.
J. N., 83.
Rhio (Island of Bin-
tang), 103.
Rhode Isiand.151,178.
Rhodes, Rodes, ,
23.
Henry, 101.
Rice, Royce, Bathshe-
ba, 187.
Elizabeth, 187.
Henry, 19.
James B., 30.
Joshua, 187.
Mary, 187.
Robert, 187.
Sarah, 187.
William, 282, 283.
Rich, Rachel, 328.
Thomas, 328.
Richards, Abigail, 142,
147.
Benjamin, 142, 147.
Richardson, James,
246.
John, 80.
Nicholas, 153.
William P., 207.
Ricker, Capt., 117.
Ring, Robert, 155.
Rio Janeiro, 288.
Roberts, Robards, Ro-
berds, Abigail,
186.
Abraham, 186.
Ann, 186.
Anna, 73.
Elizabeth, 186.
Ephriam, 142.
Giles, 186.
Roberts, Hannah, 142.
Mary, 186.
Sarah, 186.
Susanna, 186.
Thomas, 106, 338.
Robertson, William,
241.
Robins, , 23.
Robinson, Robbinson,
Dean, 246, 338.
Dean, jr., 338.
Ellen. 110.
Ephraim, 338.
Isaac, 338.
Joseph, 246, 338.
Joseph, jr., 246,338.
Mehitabel, 174, 175.
Nathaniel, 143.
Thomas, 246.
Roby, Henry, 159,319.
Rochester, N. H., 50.
Rockland, 28.
Rogers, Ben jamin, 247.
John W., 207, 213.
N. L., 284.
N.L. & Brother,287.
Nathaniel, 247.
Rondin, , 235.
Ropes, Roopes, ,
92.
Capt., 255, 256.
Benjamin. 92.
George, 102.
J., 213, 292.
Jonathan M., 295.
Samuel, 24, 91, 92.
Rolf's Island, 80.
Rosses Island, 157.
Rotholm, 61.
Rotterdam, 100, 290.
Rotterdam Junction,
126.
Rounds, Hannah M.,
72.
Rourke, John, 116.
Rowell, Rowels, Phil-
ip, 318.
Thomas, 75, 78.
Rowe's Wharf, 276.
Rowley, 79, 173, 175,
190.
Royce, see Rice.
Roxbury, 146, 192.
Ruck, , 21.
Ruee, , 102.
Rumford, 175.
Rumford, N. H. f 141.
Runnells, Runnels,
Runnils, Samuel,
247, 338.
Samuel, jr., 338.
Stephen, 174, 247,
338.
Russell, Russel, ,
199, 200.
Capt. Cabot J., 73.
John, 146, 251, 257,
259.
Lieut. Col. John,
266, 267.
Jonathan, 247.
Thomas, 102, 194,
199, 201.
Capt. W., 96.
Rye, 175.
Saco, 103.
Safford, Henry, 17.
St. Alphage, 107.
St. Barbe, Lydia, 70,
Capt. Wyatt, 70.
St. Buttolph, 313, 314.
St. Helena, 210, 214,
283, 293, 295, 296,
298-300, 302.
St. John, 51.
St. John, N. B., 284.
St. Margaret's, 180.
St. Mary's, 107.
St. Michael's, 204.
St. Petersburg, 202,
289.
St. Thomas, 290.
Salem, 1-19, 108, 151,
157, 159, 163, 177,
178, 193, 204, 211,
247, 250, 252, 254-
256, 262, 266, 272,
279, 282-285, 290,
292, 299, 313.
Salem Farms, 19, 339.
Salisbury, 75, 76, 78,
80, 84, 87, 108,141,
146, 155, 157, 158,
173, 175, 176, 191,
272, 315-318.
Saltonstall, Capt., 159.
Leverett, 268, 269.
Nathaniel, 78-80,
156, 159, 316, 317.
INDEX
365
San Francisco, 51,168.
Sanborn, Samborn,
Samborne, Sam-
bourne, Daniel,
52, 53.
John, 160, 313.
John, sr., 159.
John F., 30, 31.
Sandwich, 107, 191.
Sandy Bay, 252.
Sargent, Christopher,
143.
David B., 240.
Thomas, 320.
William, 77.
William, jr., 319.
Satchwell, Theophi-
lus, 315.
Saugus, 27.
Saugus River Junc-
tion, 278.
Saul, Thomas, 295,
Saunders, Sanders,
, 161, 171.
John, 156.
Jonathan, 80, 156.
Jonathan P., 257,
260, 262.
Lieut. Jonathan P.,
270.
Savage, , 190.
Savory,Savouri,Mary,
173.
Richard, 290.
Sawyer, Dorcas, 328.
Elizabeth, 328.
Hannah, 146.
Isaac, 328.
Jacob, 328.
Jonathan, 146.
Lida (Lydia), 328.
Rachel, 328.
William, 328.
Sayward, Charles A.,
161.
Scales, James,247,338.
Nathan, 247, 338.
Scarborough, 186.
Scarborough,R.O.,275
Schroeder,Julius,241.
Scituate, 252.
Scotland, 188,335, 336.
Seabrook, 24.
Seaton, Seeton, 182.
Seaton, Andrew, 247.
James, 338.
John, 247, 338.
Seaver, N., 207.
Seavey, Joseph, 30.
Lucretia, 331.
Seaward, , 301.
Selding, Mrs. Edward
Fitzgerald de, 68.
Semmes, , 217,
220, 225, 226, 228-
234, 237, 239, 241.
R., 217, 234.
Raphael, 240.
Sessions, David, 338.
Josiah, 247, 338.
Samuel, 247, 338.
Samuel, jr., 338.
Timothy, 338.
Severans, John, 318.
John, sr., 157.
Jonathan, 80.
Susanna, 157.
Shaney, , 126.
Shapley, , 144.
Sharpe, Nat., 24.
Shatswell, see Satch-
well.
Shattuck, Frederick
C., 58.
Shaw, Joseph, 247.
Lemuel, 170.
Sheffield, 204.
Shehane, Stephen, 93.
Sheldon, Shelton,
Mary, 186.
William, 186.
Shepard, Elizabeth,
143.
Stephen W., 292.
Joanna, 141.
Sherburne, Jonathan,
160.
John, 160.
John, sr., 159.
Joseph, 160.
Sherwin, Ebenezer,
174, 247, 338.
Hepzibah, 174.
Jonathan, 174, 247,
338.
Mary, 174, 331, 338.
Susanna, 247.
Shipley, John, 325.
Shipway, John, 160.
Short, Philip F., 216.
Shrewsbury, 176.
Shumway, Peter, 247.
Sibley, Abigail, 177,
178.
Hannah, 333.
Sicily, 204.
Siddiard, John, 315.
Silsbee, , 81, 206,
283, 284, 295, 301.
Nathaniel, 100, 203.
206, 207, 213, 283,
303.
Samuel, 213.
Sarah Becket, 10.
William, 210.
Zachariah, 100.
Zachariah F., 206,
207.
Silsbee & Devereux,
216.
Silsbee & Pickman,
213.
Silver, James, 209.
John, 144.
Mary, 142.
Peter, 96.
Sarah, 144.
Susanna, 144.
Thomas, 142.
Simmons, Joseph, 247.
Sarah, 175,
Simonds, Nathaniel
Griffin, 287.
Simonds, see also Sy-
monds.
Simson, John, 24.
Sinclair, Arthur, 240.
Wm. H., 241.
Skelton, Mary, 339.
Skerry, , 300.
Capt., 91-93.
Samuel, 94.
Samuel, jr., 91.
W., 302.
William, 301.
Skinner, , 117.
Slack, Charles W.,
276.
Sleeper, Capt., 85.
John S., 83.
Slocum, , 291.
Ebenezer, 100, 101.
Sluman, Sleuman,
, 211.
366
INDEX
Sluman, Thomas, 212,
216.
Small, Benjamin, 23.
Smart, Hollis, 117.
Smith, , 102, 204,
205, 291, 325.
Abigail, 323.
Abijah, 247.
Benjamin, 331.
Catherine, 331.
Charles E., 277.
Ebenezer, 331.
Elbridge, 118.
Elias, 247, 331.
Elizabeth, 331.
Ephraim, 247.
Ephraim, jr., 247.
Francis, 325, 331.
Hannah, 145.
Hepsibeth, 331.
Jacob, 247.
James, 323.
John, 247, 329, 330.
John Adams, 71, 76,
240.
Jonathan, 76, 252.
Joseph, 77, 189,190,
193, 247.
Mary, 325, 331.
Moses, 247.
Nathan, 247.
Ralph, 30.
Rebekah, 331.
Ruth, 325, 330, 331.
Samuel, 143, 145,
247.
Susannah, 145.
Sidney L., 240.
W. Breedlove, 241.
William, 118, 247,
285.
Snelling, Mark, 247,
338.
Snow, Eliza, 146.
Isaac, 146.
Somerville, 51-53, 84,
95, 193, 208, 282.
Soo-Soo, 801,302,307.
South America, 215.
Southampton, 108,223,
229, 239, 291.
South Berwick (Me.),
49.
South Berwick Junc-
tion (Me.), 49, 50,
118.
Southborough, 326.
South -Maiden Junc-
tion, 28.
South Reading, 25, 26,
30.
South Tallapow, 282,
283, 298.
South Wales, 287.
Southwarke (Eng.),
314.
Southwick, South-
warke, Sowthick,
Cassandra, 177.
Daniel, 177, 178.
Edward F., 15-17.
Isaac, 177, 178.
James, 216.
John, 111, 177, 178.
Josiah, 177.
Lawrence, 177, 178.
Mary, 177.
Samuel, 177, 178.
Sarah, 111,177, 178.
Spelman, Israel M.,
43.
Spence-Pierce Farm,
64, 65.
Spicket Hill, 156.
Spickett River, 156.
Spofford, David, 176.
John, 173.
Joseph, 338.
Samuel, 247, 338.
Samuel, jr., 338.
Thomas, 247.
Sprague, Abigail, 336.
Joseph, 202.
Spring, Samuel E.,
114.
Stage Point, 93.
Standon, Yeoudall,
105.
Stanley, Stanly, Ben-
jamin, 143.
Edward, 101.
Mary, 247.
Ruth, 143, 144.
Samuel, 247.
Zachariah, 294, 296.
Stanstead. Stansted,
179, 180.
Stanstead Abbots, 105,
106, 179, 180, 328.
Stanstead Town, 106.
Staples, Samuel, 142.
Thomas, 142.
Start, George, 247.
Stauffer, , 148.
Stearns, Stearnes, Ab-
igail, 331.
Benjamin, 331.
Bethiah, 332.
David, 332.
Dinah, 331.
Ebenezer, 332.
Elizabeth, 331, 332.
Hannah, 332.
Isaac, 331.
James W., 202.
Jane, 332.
Jonathan, 332.
John, 332.
Lucretia, 331.
Lydia, 331, 332.
Martha, 332.
Mary, 330-332.
Mehitable, 332.
Rebecca, 331.
Reuben, 332.
Samuel, 184, 331.
Sarah, 184, 331, 332.
Shubael, 332.
Thomas, 184, 331,
332
Timothy, 330.
Stent, Peter, 20.
Stetson, , 260.
Stevens, Aaron, 142.
Abiel, 146.
Joanna, 191.
Jonathan, 156.
Jonathan, jr., 146.
Solomon, 10, 13.
Thomas, 247.
William S., 114.
Stewart, Steward,
, 204, 205.
James, 247.
John, 247.
Moses, 10.
Solomon, 175, 247.
Walter, 247.
William, 247,
Stickney, Jonathan,
247.
Joseph, 247.
Mary, 173.
Stiles, Benjamin, 247.
Elizabeth, 247.
Ephraim, 247.
Ezra, 247.
Gideon, 247.
INDEX
36T
Stiles, Jacob, 247.
John, 247.
John, jr., 247.
Richard, 247.
Robert, 247.
Samuel, 247.
Timothy, 247.
Stoadford, 23, 24.
Stockwell, James, 332.
Stoddard, E. M., 230.
Eben M., 240.
Stodder, Simon, 295.
Stone, Benjamin, 247.
Eben F., Esq., 73.
George, 117.
John, 110, 326.
Capt. John, 268.
Robert, 109, 284,
301, 303.
Robert, jr., 206.
Stone, Silsbee, Pick-
man & Allen, 81.
Stoneham, 33.
Stonington, 151.
Storrow, , 57.
Capt. C. S., jr., 74.
James Jackson, 60.
Samuel, 74.
Story, , 169, 194,
198, 209, 289, 290.
Augustus, 198.
William, 101, 102,
194, 201, 289.
William, jr., 102.
Stover, General, 68.
Streeter, Gilbert L.,
82.
Straits of Malacca,
100.
Straits of Singapore,
103.
Straits of Sunda, 194.
Strong, , 260.
Strout, Joseph, 211.
Stuart, , 63, 66.
Gilbert, 148.
Sullivan, Gen., 68.
Sumatra, 81-83, 85-
88, 90, 91, 93-97,
101, 102, 163, 193,
194, 199, 202, 203,
206-210, 216, 281-
284, 289, 291-302,
312.
Sumner, David H.,
240.
Sunda Islands, 86.
Surinam, 202.
Surrie, 314.
Sutton, 330, 333.'
Swaddock, Swad-
docke, Jonathan,
78, 79.
Swain, Swaine,
S,wayne, Sweyn,
Sweyne, Benja-
min, 184, 325.
Jeremiah, 107, 325.
326.
John, 329.
Mary, 325.
Sarah, 322, 323.
William, 317.
Swetman, James, 313.
Swett, Benjamin, 271.
Dr. John B., 60.
Swicher, Anna, 325.
Swinburn, Keepe,106.
Syle, Mary, 190.
Richard, 190.
Symonds, Jacob, 247.
John, 2, 8, 16, 247.
Joseph, 247.
Nathaniel, 247.
Samuel, 247.
Samuel, jr., 247.
Thomas, 247, 329.
Symonds, see also Si-
monds.
Syracuse (N. Y.). 292.
Tabram, Isaac, 105.
Stephen, 105.
Talleyrand, Baron de,
67.
Tallapow, Sumatra,
282, 297.
Taly, , 23.
Tangar-Tangar, 282.
Tapley, Samuel, 247.
Tapleyville, 26.
Tappanooly, 208.
Tarpolian Cove, 151.
Tate, , 210.
George, 215, 216.
Robert, 215.
Thomas, 207-210,
214-216, 282, 802.
Taylor, Tailor, Ann,
186.
Caleb, 186, 188, 192.
Taylor, Thomas, 107,
187, 192.
Walter, 316.
Temple, Deborah,182.
John, 323.
Jonathan, 323.
Temple, 176.
Templeton, John,153.
Tenny, Tennie, ,
Jr., 173.
Dea., 173.
Hannah, 173.
John, 173.
Joseph, 174.
Samuel, 838.
Susannah, 173.
Tewksbury, 175.
Tewksbery, Tuxbery,
Henry, 317, 320.
Martha, 320.
Texel, 100.
Thacher's Island,211,
212.
Thistle, , 301.
Thomas, , 204.
Thompson, Tompson,
Benjamin, 153.
Caesar, 103, 104.
Elizabeth, 187.
Gabriel, 193.
John, 187.
Susanna, 186.
Thorndike, Freeborn,
204.
Israel, 203, 207, 295.
Thornton, James S.,
224, 230, 240.
Thurbar,Richard,153.
Thurston, Tbirston,
Daniel, 158.
Gideon, 247.
James, 270.
Richard, 150.
Joseph, 314.
Susanna, 314, 315.
Thomas, 314, 315,
317, 319.
Tidd, Elizabeth, 177.
Mary, 173.
Samuel, 177.
Sarah, 177.
Ting, Edward, 78,159.
Tippet, Ann, 142.
John, 142.
368
INDEX
Titcomb, Catherine
C., 68.
Catherine De Blois
Tracy, 69.
Elizabeth L., 70.
Enoch, 69.
George, 69.
Henry Laughton,70.
Margaret Tracy, 70.
Mary E., 70.
Col. Moses, 61.
Patrick Tracy, 70.
Selina J., 70.
Todd, John, 251.
Tolland, 174.
Topcraft, 314.
Topsfield, 26.
Torrey, C. C.. 149.
Manasseh Cutler,
148.
Samuel, 78.
Town, Nathan, 247.
Townsend, Daniel,
328.
Lida (Lydia), 328.
M., 213.
Moses, 282, 283,302.
Penn, 213.
Tracy, , 57-59, 67,
73.
Capt., 63, 72.
Col., 67.
A. Thomas, 72.
Abby Allen, 71.
Ann, 72.
Anne M. Allen, 71.
Catherine De Blois,
69.
Elizabeth, 62, 71.
Elizabeth Farris,69.
Hannah, 59, 66, 70.
Hannah (Gookin),
62, 67.
Harriet Maria, 71.
Helen, 67.
Henrietta, 59, 68.
Henrietta Louisa,
71.
Henry, 61.
Henry Laughton,68.
James, 61, 62, 72.
Capt. James, 70, 72.
John, 59, 61, 62, 67-
70, 72.
Col. John, 63, 67,
68.
Tracy, Jonathan, 58.
Jonathan J., 70.
Louisa Lee, 67.
Margaret, 59, 68.
Martha Abby Lee,
67.
Martin, 61.
Mary, 59, 67, 68.
Mary Lee, 71.
Matthew, 61, 62.
Miriam, 62.
Miriam (Titcomb),
70.
Miriam Titcomb, 61.
Nathaniel, 58, 59,
62, 63, 66-68, 70-
72.
Nathaniel, jr., 71.
Nicholas, 58, 62, 71.
Capt. Nicholas, 57,
58, 61, 62, 70, 72.
Ens. Nicholas, 70.
Ens. Nicholas, jr.,
70.
Patrick, 73, 74.
Capt. Patrick, 57,
62, 67, 73.
Eobert, 58, 61, 62.
Lieut. Robert, 70,
72.
Capt. Thomas, 72,
Rev. Thomas, 72.
Vincent, 59.
Trask, John, 23.
John D., 21.
Joshua, 298.
William, 209.
Trask's plain, 1.
Travers, , 233.
Tread well, John W.,
282.
Trieste, 301.
Trigger, Israel, 247.
Trinidad, Island of,
289.
Tristan-du-Cunha, 91.
Trofatter, , 18.
Troubond, 296-298.
Troumon, 214,283,292,
295, 298.
Troy, N. Y., 277.
True, Henry, 157, 317,
318.
Trumbull, , 66.
Tuck, Tucke, John,
313.
Tuck, Robert, 159,
160, 313.
William, 160, 313.
Tucker, , 204.
Ansel, 117.
E. L, 118.
Samuel, 28, 96.
Tufts, Samuel, 62.
Tunis, Bay of, 94.
Turkey Hills, 192.
Turner, , 17, 18,
204.
John, 186.
Thomas, 175.
William, 186.
Tuttle, , 129.
Lucius, 124, 127.
Tyler, Abner, 247,338.
Asa, 247, 338.
David, 247, 338.
Ebenezer, 247, 338.
Gideon, 247, 338.
Job, 247, 338.
Job, jr., 247, 338.
John, 247, 338.
Jonathan, 247.
Moses, 247.
Moses jr., 247.
Nathaniel, 247, 338.
Richard, 247, 338.
Ruth, 247.
Samuel, 247, 338.
William, 247.
Upham, Charles, 59.
Rev. Charles W., 2,
4-8, 14.
Rebecca, 330.
Upton, John, 107.
Lydia, 323.
Valparaiso, 83.
Vandreuil, Viscount
de, 67.
Vans, Rebecca, 90.
Varney, Daniel A.,
286.
Veaglstaffe, 314.
Veren, Billiard, 110,
155.
Versailles, 65.
Verye, Verry, Sam-
uel, 109.
INDEX
369
Vessels .
Active, 97, 100, 101.
Active (barque),207.
Active (ship), 86,97,
98.
Adaline (ship), 282.
Alabama, 218-220,
222-226, 228, 231-
233, 238, 239, 241.
Alexander (ship),
199, 203.
Alexander (hospital
ship), 199, 200.
Alfred (ship), 208.
America(privateer),
162.
America (ship), 91.
94, 95.
Amherst(sch.),204.
Ann (brig), 283,284,
286.
Ant (brig), 290.
Archangel, 101.
Argonaut(shi p), 216.
Argus (brig), 205.
Armstrong, 223.
Asia (ship), 207.
Augustus (ship), 210
Aurora (brig), 204.
Aurora (ship), 102,
283.
Azores, 241.
Belisarius, 92-94,96,
176.
Belisarius (ship),91.
Betsey (brig), 204.
Betty, 24.
Black Warrior(ship)
284.
Brittania(ship),295.
Brutus (ship), 199.
Buck (brig), 296,
299, 300.
Cadet (brig), 87, 90.
Cadmus (packet-
ship), 297.
Camel(barque), 210,
211, 216.
Carolina (ship), 298.
Catherine (ship),
293, 295.
Ceres (brig), 300,
301.
Cerus (ship), 65.
Chance (brig), 205.
Vessels .
Chocorua (steam-
boat), 42.
Cincinnatus, 95.
Cincinnatus (ship),
102, 193, 202, 293,
294.
Columbus (ship),
295.
Commerce (ship),
202.
Concord (ship), 90.
Coromandel (brig),
213.
Couronne, 239.
Croyden, 314.
Cuba (brig), 289.
Daniel Webster
(steamer), 28.
Deerhound (yacht),
220, 222, 223, 229,
239, 240.
DeWitt Clinton
(ship), 285.
Dove (sch.), 204.
Dover (steamboat),
42.
Eagle (ship), 70, 72.
Eclipse (ship), 96.
Eliza (barque), 193,
201, 202, 296, 297.
Eliza (sch.), 283.
Eliza and Mary
(brig), 282, 287.
Emily (brig), 204.
Endeavor(ship),283.
Equator (ship), 163.
Essex (brig), 283.
Essex (frigate), 101,
176.
Eunice (brig), 213.
Excellent, 227, 237.
Excellent (ship), 22 1
FairAmerican(brig)
291.
Fame (ship), 209-
211.
Fortune (sch.), 204.
Foye, John, 314.
Francis (ship), 203-
205, 213, 284, 299,
300-302.
Franklin (ship), 96,
208, 282.
Vessels.
Freedom (ship), 102,
207.
Friendship, 312.
Friendship (model),
101.
Friendship (ship),
86, 101, 102, 302.
Friendship (sloop),
24.
Gen. Jackson, 285.
Gen.Stark (barque),
298.
George Washington
(brig), 96, 99.
Gleaner (brig), 283.
Golden Age (ship).
208.
Governor Endicott
(brig), 312.
Grand Sachem, 87.
Grand Turk (pri-
vateer), 288.
Griffin (brig), 214.
Hartford, 230.
Herald (ship), 203,
206.
Herald (sloop-of-
war), 205.
Hercules (ship), 204,
210.
Hero (ship), 72.
Homer (brig), 300.
Homer (brig), 298,
300, 302.
Hope, 214.
Hope (brig), 202.
Hope (ship), 207-
210, 213, 282, 292,
295, 298, 302.
Hound (sch.), 204.
Jamaica, 241.
James, 108.
JamesMonroe(ship)
312.
Jane (brig), 295.
Janus (ship),96,207,
209.
John (brig), 204.
John (sch.), 204.
John (ship), 202.
John George, 285.
'Julian (ship), 291.
Juniper (sch.), 208.
370
INDEX
Vessels.
Kearsarge, 217, 223-
228, 230- 234, 237,
238.
Kingston, 241.
Kite (sch.), 204.
Latona (brig), 205.
Laura (brig), 296.
Laurel (brig), 296.
Lingen, 103.
London Packet,299.
Lotus (ship), 96.
Louisa (ship), 193,
299.
Louisiana (sch.),
204.
Malay (brig), 283.
284.
Malcolm, 104, 193.
Malcolm (brig), 103.
Maria (sch.), 204.
Marquis de Somer-
eulas (ship), 194,
199, 200, 201.
Mary (brig), 205.
Mary (sch.), 204.
Mary Ann (sch.),
204.
Mary Ann (ship),
102, 208, 213.
Mary and Eliza
(brig), 211, 213,
282, 288-290.
Mary & Eliza (ship)
203.
Mary & Sarah(ship)
314.
Mentor (ship), 207.
Mexican (brig), 296,
298, 302.
Milford (frigate),
70, 72.
Minerva (ship), 96,
102, 298.
Morning Star (sch.),
204.
Mount Washington
(steamboat), 42.
Mukka, 97, 100.
Nancy Ann (brig),
204.
Nancy (sch.), 204.
Napoleon (frigate),
221.
Nautilus (brig),216.
Neptune (brig), 290.
Vessels .
Neptune (sch.),297.
Neva (brig;, 295.
Orozimbo (brig),
204.
Osprey (ship), 283.
Ousitinack (sch.),
204.
Packet (ship), 296.
Palmer (brig), 312.
Patriot (barque),
294, 296.
Peace (sch.), 204.
Perseverance(brig),
204, 210.
Perseverance(ship),
292, 295, 298.
Persia (brig), 295,
300, 301.
Phoenix (brig), 204.
Potomac (frigate),
83, 303.
Putnam (ship), 96,
102-104, 281.
Racoon (ship), 214.
Radius (brig), 205.
Rajah, 83-85, 89, 90,
99, 100, 299.
Rajah (brig), 83, 88,
90, 283, 296, 300.
Rajah (brigantine),
87, 88.
Rajah (sch.), 87, 89.
Rattlesnake (frig-
ate), 207.
Reaper (brig), 283.
Recovery(ship),209.
Resolution (brig),
205.
Rockingham (ship),
221.
Rolla (ship), 208.
Romp (brig), 204.
Ruth and Mary
(brig), 204.
Ruth and Mary
(sch.), 204.
St. John (brig), 95.
Salus (sch.),285,286.
Samson (ship), 208.
Shadow (sch.), 204.
Spy (sch.), 284.
Suffolk (ship), 292.
Sukey (brig), 102.
208.
Vessels.
Sukey and Betsey
(brig), 204.
Sumatra (ship), 96.
Swiftsnre(brig),205.
Syren (sch.), 204.
Thisby (sloop of
war), 199.
Transfer, 193.
Transfer (ship),103.
Trent (sch.), 204.
Trent (ship), 204.
Two Betsies (brig),
204.
Two Friends (brig),
96.
Two Friends (scb.),
204.
Two Sons (ship),
102.
Tybee (ship), 287.
Unicorn (frigate),
199.
Union (ship), 193,
203, 210-213.
Urania (sch.), 204.
Venus (brig), 202.
Victory (brig), 204.
Wild Goose (brig),
282, 283.
William (sch.), 204.
Yankee Hero(brig),
63, 70, 72
Zephyr (ship), 296.
Vineyard, 194.
Vineyard Haven, 96,
207-209.
Virginia, , 151.
Waite, , 101.
Sarah, 68.
Wakefield, Mass., 25,
26, 116, 183, 186,
328, 330-333.
Walcott, Jonathan,
247.
Walcott, see also Wol-
cott.
Walden, , 274.
Edwin, 273, 277,280.
Dorcas, 189.
Walker, Nathaniel,
247.
Rebecca, 247.
Shubael, 159.
William, 149.
INDEX
3T1
Wallingford, Nicho-
las, 159.
Sarah, 173.
Wallis, David, 326.
Waltham, 125.
Walton,Elizabeth, 334
Jacob, 330.
James C., 240.
John, 323.
Josiah, jr., 334.
Martha, 323.
Samuel, 182.
Sarah, 182.
William, 182.
Wantoii, Capt., 151.
Ward, Warde, ,
98, 159.
Capt., 96.
Andrew, 284.
Gamaliel H., 84.
John, 159.
Jonathan, 79, 80.
Mary, 317.
Warden, , 223.
Ware, 105, 179.
Warner, Ann, 141.
John, 141.
Warren, , 204.
Algernon, 303, 312.
Elizabeth, 336.
Warville, Brissot de,
64.
Washburn, Henry S.,
273.
Washington, ,267.
Washington City, 56.
Wason, John, 338.
Waters, Capt., 256.
Waterman, , 204,
205.
Watertown, 184.
Watson, Wattson,
, 247.
John, 329.
Watts, , 105.
Way, John, 153.
Webb, , 173.
Stephen, 208.
Thomas, 96, 99.
Webber, Benedict, 187.
Sarah, 187.
Webster, , 169.
Abigail, 143.
Israel, 142.
Joanna, 143.
Webster, John, 142,
143, 147, 150, 286.
John G., 277.
Martha, 142.
Mary, 148.
Mehitable, 175.
Nathan, 143.
P. E., 302.
Rebecca, 174.
Ruth, 174.
Samuel, 143.
Samuel, jr., 176.
Sarah, 76, 143.
Stephen, 143.
Stephen, 3d, 144.
Thomas, 76.
Weed, Weede, Jona-
than, 75, 78.
Samuel, 77.
Weeks, 156.
Welch, James, 295.
Wellington, 32.
Wellman, Welman,
, 208.
David, 186.
Easter, 186.
Timothy, 208, 213.
Wells, , 208.
Capt., 268.
John, 158, 207.
Jonathan, 159.
Mary, 159.
Wendell, Wendall, A.,
251.
Abraham, 214, 215.
Abraham, jr., 216.
Wenham, 174.
West, , 204.
Edward, 84, 210.
Henry, 24.
Joseph, 173.
Nathaniel, 102, 210.
Thomas, 270.
West Indies, 61, 82,
84, 202, 215.
West Riding, 190.
Westboro, 326.
Weston, Wesson.Eliz-
abeth, 332.
Rebekah, 332.
Thomas, .332.
Weymouth, Edward,
30.
Ned, 117.
Wesford, County, 57.
Wharley, Abraham,
179, 180.
Sarah, 179, 180.
Wharton, Richard,78.
Sarah, 78.
Wheat, Mary, 331.
Wheatland, R., 218.
Richard, 209, 292.
Wheatley, John, 181.
Wheeler, James R.,
240.
John, 247.
Wheelock, Jerome,
116.
Wheelwright, ,
319.
Whipple, Solomon S.,
271.
White, Capt., 255.
Lieut. Col., 266.
Charles A., 277.
George, 247.
James, 142.
Joseph, 193,201,208,
247, 282.
Joseph, jr., 203.
Mary, 141.
Nathaniel G., 114.
Nicholas, 141.
Noah, 145.
Capt. Paul, 79.
S.,211, 282.
Samuel, 247.
Sarah, 144.
Stephen, 213, 282,
287, 296.
William, 316.
White,see also Wight.
Whiting, William, 153,
154.
Whitmarsh, George,
96.
Whitredge, Whiter-
idge, Whittridg,
,75.
Susanna, 77, 316.
Whittaker, Whitick-
er, Whitticker,
Abraham, 142,319.
Abraham, sr., 318.
Jacob, 143.
Mehitable, 142.
Mary, 143, 144.
William, 144.
William, jr., 142.
372
INDEX
Whittier, Whitcher,
, 144.
Mary, 142.
Thomas, 319.
Whorf, Edward H.,
280.
Wicom, Sarah, 190.
Wickman, Daniel,319.
Wight, Abigail, 112.
Alice, 111.
John, 111, 112.
Thomas, 111.
Wight, see also White.
Wilcox, ,299.
Wildes, Zebulon, 247.
Wiles, William, 153.
Wilkins, , 299,300.
Bray, 247.
Charles, 302.
H., 284.
Henry, 247.
Hezekiah, 247.
Nehemiah, 247.
S., 301.
Susannah, 247.
Thomas, 247.
Thomas, jr., 247.
Willard, , 13, 56.
Ellen Greenleaf, 69.
Harriet (Whiting),
69.
Paul, 69.
Mary Elizabeth, 69.
Willey, Susannah,182.
Timothy, 182.
Williams, Capt., 254,
271.
Elizabeth D,, 269.
Frederick, 283.
Henry L., 194.
Isaiah, 24.
Israel, 84, 194, 260.
Capt. Israel, 257,
258, 268-271.
John, 188, 189.
Jonathan, 315.
Joseph W., 84.
Stephen, 208.
Thomas S., 34, 41.
Willis, Robert, 247.
Robert, jr., 247.
Williston, Medoe,177.
Wilmington, 141, 331.
Wilmington Junction,
28, 117.
Wilson, , 200, 219.
Wilson, Edward, 299.
James, 174.
Joseph, 234.
Joseph F., 240.
Mehitable, 145.
Ruth, 174.
Wilts, 108, 155, 156.
Winchendon, 165, 166.
Windham, 174, 187,
188, 334-336.
Winn, J., 283.
John, 299.
Timothy, 283.
Winnepesaukee, Lake
42.
Winnisimmit, 23.
Winslow, , 217,
230, 234, 235.
John, 240.
Winsly, Ephraim, 80,
155.
Samuel, 155.
Winterlsland(Salem),
251, 254, 256.
Winthrop, 176, 273,
276, 278.
Winthrop Junction,
278.
Witcher.Thomas, 318,
319.
Witt, John, 112.
John, St., 112.
Woburn, 145, 146, 185,
192, 332.
Wolcott, John W., 7.
Wolcott, see also Wal-
cott.
Wood, Aaron, 247.
Daniel, 174, 247,338.
David, 247, 338.
David, jr., 247.
Dorcas, 174.
Jacob, 247.
John, 247.
John, jr., 174.
Jonathan, 247.
Joshua, 174.
M. E., 117, 118.
Margaret, 328.
Mary, 174, 175.
Nathan, 247.
Sarah, 174, 338.
Sarah, jr., 174.
Solomon, 174, 247.
Wood Island, 276.
Woodbridg.John, 168.
Joseph, 156, 159.
Thomas, 80, 159.
Timothy, 156.
Woodbury, Benjamin,
247.
Samuel, 178.
Seth D., Bean, and
Austin, 276.
Woodruffe, Jo., 313.
Wood ward, Benjamin,
333.
Beulah, 333.
Elizabeth, 334.
Hepzibeth, 333.
James, 334.
John, 333.
Rebecca, 334.
Sarah, 333.
Susanna, 334.
Thomas, 333.
Timothy, 333.
Wooldredge, ,164.
Woolson,Thomas,326.
Worcester, Woorster,
Wooster, Woster,
Ebenezer, 174,270.
Elizabeth, 173.
Francis, 174, 191,
247.
Hannah, 191.
Jemima, 190.
John, 247, 338.
Jonathan, 141.
Samuel, 173.
Timothy, 174.
William, 78, 338.
Worcester, Mass., 116,
166.
Wright, T., 339.
Wyatt, George, 117,
Wyer, Elizabeth, 71.
Mary, 71.
Wyly, Timothy, 325.
Wyman, Sarah, 176.
Yarmouth, 160, 313.
Yeaton, William H.,
240.
Yeoman, Ed ward, 3 16.
York, 146.
YorkshireCounty,190.
Yonge, , 241.
Young, Eleazer, 336.
Zanzibar, 284, 285.
BINDING LIST DEC 15 1934
Essex Institute, Salem, Mass
Historical collections
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