Old Dartmouth historical sketches

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SHIPBUILDERS OF MATTAPOISETT

By Charles S. Mendell, Jr.

PAPER READ AT MEETING OF THE

OLD DARTMOUTH HISTORICAL SOCIETY

JULY 15th, 1937

AT THE HOME OF F. GILBERT HINSDALE

AT MATTAPOISETT

OLD DARTMOUTH
HISTORICAL SKETCHES

No. 66

In the Series of Sketches
of New Bedford's Early History

SHIPBUILDERS OF MATTAPOISETT

IT IS a great pleasure to welcome you here today. Mattapoisett
is indeed honored by this visit of the Old Dartmouth His-
torical Society; and, as I hope to show, it is entirely fitting
that such a visit should take place. From the earliest settle-
ments in Mattapoisett, the relationships between the seafaring
and shipbuilding citizens of this village and those of all portions
of Old Dartmouth were of the closest nature. Unfortunately,
with the exception of those wise people of New Bedford who
show their good taste by choosing Mattapoisett's shores for
their summer homes, there has been in recent years a deplorable
tendency on the part of New Bedfordites to regard Mattapoisett
as the furthest outpost of the wilderness. On many occasions
have I driven the short seven miles to New Bedford for an
evening's entertainment, only to be greeted with an astonished,
"What! You came all the way from Mattapoisett?"

But in the great days of whaling the people of New Bedford
were well acquainted with Mattapoisett and what the name stood
for. New Bedford merchants, shipowners, whaling agents, cap-
tains, and sailors — which meant, of course, the entire male
population of the city — knew that from the Mattapoisett ship-
yards came many and many of the finest whaleships that New
Bedford's great fleet could boast. Nor was that all. Mattapoi-
sett shipmasters captained New Bedford whalers; many young
men of this village helped swell the crews of your ships; timber
from the forests hereabouts was used in your shipyards; and on
several occasions Mattapoisett shipbuilders established yards in
New Bedford. I won't go so far as to say that they showed
your shipbuilders a trick or two in the business, but at least they
were highly regarded for what they were — experts in their
trade.

In its day Mattapoisett was the most famous whaleship
building port in the world. The list of vessels known to have
been built at Mattapoisett now numbers 300; and all indica-
tions show that if the early Custom House records of Nantucket
and New Bedford were available, this number would be doubled.
Mattapoisett built ships not only for Nantucket and New Bed-
ford, but for Salem, Boston, Yarmouth, Barnstable, Fairhaven,

Edgartown, Dartmouth, Wcstport, Newport, Providence, New
London, Sag Harbor, New York, and as far south as Delaware.
Her vessels were not only whalers, but sailed in the general
North European trade, in the wine trade to France and Italy,
and the salt trade with the islands off the coast of North Africa.
She provided a fleet of coasters for the West Indies and southern
coastwise trade, and vessels built where we sit today brought
back tea and spices from China to Boston and New York.

It was from New Bedford and Nantucket, however, that
the bulk of Mattapoisett-built vessels sailed. It was in par-
ticular the great industry of your whaling city that kept the
shipyards and their 300 workers bustling along this waterfront.
And so this afternoon I want to show how closely connected
was the shipbuilding and maritime commerce of Mattapoisett
and New Bedford for two centuries.

The shipbuilders came to Mattapoisett some 2 5 years before
the American Revolution, but before I come to that I wish to
speak of the first link between Old Mattapoisett and Old
Dartmouth.

One of the best known citizens of Old Dartmouth was
Benjamin Crane, your noted land surveyor. The man who
worked with him for many years was Captain Benjamm Ham-
mond, one of the first settlers of Mattapoisett, and a very famous
land surveyor in his own right. Some of his surveys of Old
Rochester lands are in the Plymouth Registry today. Thus, at
the very beginning of Mattapoisett's existence, one of her fore-
most citizens helped to lay out and plan much of the property
and some of the towns of Old Dartmouth.

But this was by no means Captain Hammond's only occu-
pation, nor his only link with Old Dartmouth. His is the
first record of maritime commerce between the two townships.
But before we look into his homemade pigskin journal, let us
glimpse the background of the events it brings to us.

The first settlers came to Old Dartmouth about 1652, but
it was not until King Philip's head was safely perched on a pole
in Boston that white men dared to come into the "Plantacion of
Mattapoyst," as it was then called. This "Plantacion of Matta-
poyst" was the southwestern portion of the Lands of Sippican,
incorporated in 1686 as "Rochester Towne-in-New England,"
and including the present towns of Rochester, Marion, Matta-
poisett, and a very large share of Wareham. The first settlers

who came to their wilderness home in Mattapoisett in 1680 did
not take up their homesteads along the harbor where the village
is now, but to the East in Pine Islands, where William Dexter
and his four sons built their houses and a grist mill; and to the
West, along the Mattapoisett River and on the Necks, where
Benjamin Hammond and his four sons raised their houses and
cleared their farms. Captain Benjamin Hammond, the sur-
veyor, was the youngest of these sons.

The more one reads the early records, the more one realizes
that the opportunity of profitable commerce by sea was one
of the prime appeals of this territory. In 1687, but seven years
after these first settlers arrived, little sloops were engaged in
such a brisk coasting trade that the Proprietors had to order
angrily "that all timber, Bourdes, Bolts, Shinales, Clabourde
Cooper Stuff, or Shuch like, that is brought to the water side or
any landing place" for transportation out of the town "shall
be forfited" . . . ; and this prohibition was followed by several
equally sharp warnings.

Now although Captain Hammond was a busy surveyor, a
prosperous farmer with vast properties and over 100 head of
cattle, a Justice of the Peace holding his commission from Queen
Anne, a Representative to the Great and General Court, and a
Selectman of the Town of Rochester, he still found time to take
advantage of this profitable commerce in "Timber, Bourdes,
Shinales, Clabourde Cooper Stuff, or Shuch like." In his jour-
nal, a remarkable picture of homemade life in those days, he
records loading cargo in his sloop, the Dolphin.

"1703 (mark how early is the date) April the 10th, We loded
at Cushnot for Jonathan Hathaway 7 cords of wood and 2 do.
of rals and 40 post; for Seth Pope 100 rals and 20 post, (and) on
Sat of whol timbor."

"April the 27th we loded at ponagansett ... 9 cords of rals
and 110 posts."

These records continue for the years 1703, 1704, and 1705,
loading at these ports of Old Dartmouth and at Mattapoisett,
Sippican, and Wareham. The cargos show plainly that the
wealth of these lands lay in the forest — fence posts, rails, tar,
barrel staves, shingles, cord wood, maple coal, timber, and even
"bongs". They were transported to Nantucket and Newport,
and it must have been a perilous business, what with the unwield-
iness of the homemade craft, the uncharted treacherous tides

and shoals, and the horrible menace of pirates. Pirates hovered
all along the coast in those far off days, and their danger is
evinced by the bold lettered relief with which Captain Ben-
jamin wrote, on the occasion when 30 of them were condemned
at Newport, "The pirats was hanged at Rhodisland juK' the
19th day 1723."

Captain Ren iiad a young apprentice named Tom Toby, and
if Captain Ben's hair was not already grey, Tom must have fin-
ished the job. For this footloose youth was forever running away,
and his good master again and again charged up to Tom the
expenses occurred in looking for him and dragging him back
to the farm. Perhaps the most important items in the journal
are the following:

"October the 23 da) — 1713
Tom Toby went from me to go a whaling and he came to
me again in february the Hthe day — 1714"

And the next year:
"October the 29th day 1714
Tom Toby went from me to go a whaling and he came to
again in jannuary the 31st day 17H.

for looking (for him) when he run away from me — 20

shillings."

It has always been supposed that whaling in this vicinity
was started by Joseph Russel in New Bedford in the 175 O's;
yet here is a whaling record of 1713. It is fairly obvious that
Tom Toby, a poor boy bound to a farmer as an apprentice, could
have travelled neither to Nantucket nor to the Cape, where
whaling is known to have been under weigh at this early date.
Moreover there is in existence a record of a whaling voyage
from Wareham in 1736. In other words, then, in addition to
the coastwise trade in timber products, whaling was an estab-
lished maritime pursuit along these northern shores of Buz-
zards Bay from almost the earliest dates of settlement.

Captain Ben Hammond lived just to the northwest of the
picturesque Arch Bridge a half mile up the Mattapoisett River,
where the cellar hole of his house may still be seen. As the
years rolled on, the descendants of Captain Ben and his three
brothers populated a whole village along this river. It was a
flourishing community with grist and saw and shingle mills, a
church, a tannery, iron works and blacksmith shops, a school.

stores, and, below the Herring Weir, many little landings built
along the shores of the capacious salt pond which ran in there
before the railroad embankment closed up its mouth. For
over a hundred years sloops and schooners sailed from these
wharves with timber, cord wood, tar, resin, turpentine, and
pink granite for mill stones, carrying these cargos to Nan-
tucket and Newport, to Savanah and the West Indies.

These vessels, many of them, were built along the lower
A'lattapoisett River, on the harbor, and in Pine Island; but their
builders can in no real sense be called shipbuilders. They were
farmers who went down to the sea as a means to make more
money than they could farming; and their vessels, although cal-
culated to withstand the pounding of the Atlantic Ocean, were
clumsy and blunt-bowed, and today would seem little better
than scows. But even as Hammondtown, as this settlement on
the River was rightly named, grew into a thriving Yankee
community, the future center of the village of Mattapoisett be-
came established along the harbor — and it was professional ship-
builders who put it there.

Strangely enough, one of the first shipbuilders, perhaps the
first, to come to Mattapoisett, was a man named William Rotch.
Whether this was the William Rotch later of Nantucket, Lon-
don, Paris, and New Bedford, I don't know. In fact, the only
thing I know is that in 1760, William Rotch, of Rochester, ship-
wright, sold the present Lowe property on the harbor, and
then disappears from sight.

Aside from this mysterious figure, the first shipbuilder to
come to Mattapoisett was Charles Stetson, a shipwright from
the yards of Scituate in the North River, where his ancestors
had been building ships for several generations. In 17S2 Stetson
made a dicker with Deacon Constant Dexter, whose homestead
comprised almost this entire village and more besides, and
purchased, along with numerous woodlots, a strip of land —
roughly betv/een the present Pearl and Barstow Streets — ex-
tending from the shore three-quarters of a mile back into the
forest to what is now Park Street, but was then the main highway
from Hammondtown to Pine Islands. As far as I know, there
was not then a house in what is now Mattapoisett village; but
within 2 5 years — that is, by the time the Minute Men rushed
to Lexington, — no less than eight other shipbuilders, besides
numerous mariners and shipyard laborers, came to this shore.

established shipyards and wharves, built their homes and cleared
their farms.

So, 185 years ago this summer, the sound of the hammers of
the shipcarpcnters was heard along this harbor for the first time
— a resonance that rang over the fields and woods for more than a
century, a sound so penetrating that woodsmen getting ship-
timber in the forest needed no watches to tell them when
noon and suppertime had arrived, a hammering so all-pervading
that old people still remember it as the dominant feature of
Mattapoisett.

At first glance one might wonder why skilled craftsmen
would leave established businesses and come to this out-of-the-
way, almost uninhabited spot. But a moment's reflection will
show that it possessed the prime requisites for a desirable ship-
building location. Here was a fine harbor — in those days of
small wooden ships the best between the North River and New
Bedford. Here was a source of supply — an almost untouched
supply of virgin timber extending miles and miles inland. And
close at hand was the third necessity — markets that were greedy
for ships; for Nantucket's whaling and maritime commerce was
booming, and the little village on the West side of the Acushnet
River was sending out more and more vessels every year.

Charles Stetson's shipyard lay at the foot of Pearl Street
extending from the present Town Wharf property over to
where Mr. Stackpole lives. His house, which was built before
1757, was, it it almost certain, the lovely old house now occupied
by Mrs. Barklie. He must have prospered; for before long
others came — in 1760 Nathaniel Gushing from Pembroke and
Gideon Barstow of the famous Barstow builders in Hanover;
in 1762 Stephen Gushing from Pembroke; in 1767, Joshua
Studley, and later Seth Barstow, from Tisbury; and from then
on the property along the harbor passed to so many shipbuilders
and with such frequency, that it is hard to keep track of it.
Most of these men bought strips of land extending inland from
the harbor half a mile or more. They built their houses and
barns close to the shore, almost in their shipyards; and from
these their plowed fields, pastures, and orchards stretched back;
for in those pioneering days a shipbuilder was also a farmer if he
wanted to eat.

Of course, at this early date, it is impossible to learn of the
precise position of each shipyard, but in general it suffices to
say that the Nathaniel Gushing yard lay in the corner of the

harbor at Cannonville; the Joshua Studley and later Seth Bar-
stow's yard on the present R. L. Barstow waterfront, and Gideon
Barstow's yard between Mrs. Hinsdale's and the present An-
chorage property. Of the vessels that were built before the
Revolution nothing is known, save for one, and that only be-
cause it was named the Kochestcv and was wrecked off Nan-
tucket in 1774 while starting on a whaling voyage. But from
scattered sources we find that the shipyards were active; that
more mariners came, more wharves were built, more men sailed
south and returned with molasses, corn, and sugar; more men
came to work in the shipyards, — blacksmiths, blockmakers, sail-
makers, caulkers, and various other craftsmen; and the houses
along the cartpaths from shore to forest increased in number.

Yet as a whole, shipbuilders did not prosper in those days.
Few people today realize what hard times existed in Massachusetts
from 1760 to 1775, when the trouble between the colonies and
England was coming to a boil. There was practically no money
in those days. Even building a ship was done by barter — each
vessel was the property of a group of men who contributed either
labor or materials toward her construction. Then if she were
sold to some merchant in Nantucket or Dartmouth or New-
port, he promised to pay for her out of the proceeds of her
voyage. And her voyage was so apt to be a total loss. The
mortality of those little vessels was tremendous; gales, un-
charted coasts, French and Spanish privateers, pirates — all took
a heavy toll. If the merchant couldn't pay for the vessel, what
happened to the shipbuilder who was responsible to the men who
had financed her?

Charles Stetson, the first of the shipbuilders, furnishes a sad
example of this. In 1767 and 1768 numerous court executions
were obtained against him, and the plaintiffs in these cases show
plainly with whom Stetson did business and for whom he built
ships. They were Jonathan Burnell, Joseph Rotch, and Joseph
Nicols of Nantucket, and Joseph Rotch, Jr. and John McPher-
son of Dartmouth — all important shipping merchants of those
places, McPherson being the victim whose wharves, ships, and
warehouses on the Acushnet River were burned by the British
in 1778.

Stetson struggled along for over a year, selling his woodlots
and saltmarshes piece by piece to pay off his debts, until finally
there was but one left; and on a June day in 1768 the Constable
rode along Pine Island Way, turned down the cartpath to the

shore, drew up to the house still standing there, and pulled out
a warrant.

"Bristol, ss. George the I'hird, by the Grace of God, of
Great Britian, France, and Ireland, King, Defender of the Faith,
et cetera —

To the Sheriff of our County of Plymouth . . .

Whereas Joseph Rotch and Joseph Nichols both of Sher-
burn in the County of Nantucket, Merchants, and Joseph Rotch,
Jr. of Dartmouth in the County of Bristol, Merchant, by the
consideration of our Justices in our Inferior Court of Common
Pleas, holden at Taunton . . . have recovered judgement against
Charles Stetson of Rochester . . . Shipwright, for the sum of
thirty-six pounds, six shillings, and sixpense, lawful money of his
Majesty's Province of Massachusetts Bay, we command you
therefore that of the Goods, chattels, or Lands of the said Charles
. . . you cause to be paid and satisfied to the said Joseph Rotch,
Joseph Nichols, and Joseph Rotch, Jr., and for want of Goods,
Chattels, or Lands, we command you to take the body of the
said Charles Stetson and him commit into our Goal at Plymouth

And so the man who had first brought to the shores of
Mattapoisett harbor the sawpit, the scaffolding, the ox-drawn
loads of timber, and the ever sounding hammers of the caulkers,
went by the board and lost his shipyard. He continued to live
in Mattapoisett, as did his sons, for they fought in the Revolu-
tion as Rochester soldiers; but when the war was over, the sons,
and perhaps the old father, moved to New Bedford and estab-
lished a shipyard quite a way north of the present bridge, where
the Stetson sons built over SO ships for the young village of New
Bedford; and the descendants of these men were New Bedford
whaling captains for many years.

But Charles Stetson was not the only one. Every ship-
builder who came to Mattapoisett before the Revolution failed —
save one. Gidecn Barstow, who bought his first shipyard prop-
erty from William Rotch in 1760, was as prosperous as his
competitors were unfortunate, for he not only weathered the
Revolution, but by 1784 he and his sons owned every shipyard
but one along this waterfront.

In that year his son, Gideon Jr. purchased the R. L. Barstow
property and continued building there for half a century; and
eight years later, Gideon Sr. sold to another son, Captain Wilson

Barstow, his old William Rotch yard and what is now the
Lewis Bolles property, where Captain Wilson built the house
now lived in by Mr. Bolles.

As this would indicate, a younger crop of shipbuilders was
appearing. Two of these were the Cannon brothers, Ebeneezer
Jr. and Eliakim; and it was the descendants of these two, along
with those of Gideon Barstow, who made Mattapoisett famous
for shipbuilding. For three generations Cannons and Barstows
ran most of the shipyards and furnished the finest ship carpenters.
This hereditary craftsmanship is most interesting, and reminds
one of the old guilds in Europe, where the secrets of each craft
were handed down for generations from father to son.

After the Revolution a few names of vessels built in Mat-
tapoisett begin to appear. The first, in 1778, was the sloop
Eliza, built in Aucoot by Abncr Pease, probably to carry salt
from the Hiller saltworks in that vicinity. Abner Pease con-
tinued to own a small shipyard there, building sloops and schoon-
ers, until 1 804, when he moved to North Fairhaven where he
built vessels for many years.

Likewise, we begin to get some record of vessels built
on the Mattapoisett River. According to tradition, vessels were
built there during the Revolution which were used to dodge the
British warships in Long Island Sound. There were several small
shipyards along the River; but the last and best known was on
the East bank only a few rods below the present Flerring Weir,
and was run by George Washington Gifford, the grandfather of
Henry Rogers. Only a few sloops and schooners of his build-
ing are known, except the Brig Brutus, of 200 tons, built in
1801. Tradition has it that when she was launched, she slid
across the river with such rapidity that she stuck firmly in the
mud on the opposite side, and it took six weeks to get her out
and down into deep water. This trouble was prophetic, for
two years later she was lost at sea. Her master, Capt. Aseph
Price, who had been master of the ship Williciiu mid Mary of
New Bedford, was lost with her.

After the Revolution, shipbuilding in the village yards evi-
dently started in where it had left off, and began to flourish. In
1786 Minister Le Baron wrote: "Navigation is so much the ob-
ject of our attention as to be a great disadvantage to our hus-
bandry ... we have about 4 vessels employed in the whaling
fishery, about the principal source of our specie. Shipbuilding
and iron are two branches of manufactory not unprofitable."

Scattered records are being brought to light revealing, so far,
some 2 5 vessels built in the next twenty years for New Bedford,
Nantucket, Newport, Providence, New London, and New York.

An old account book in the Whaling Museum gives the first
vessel, whose name is known, to be built specifically for a New
Bedford merchant. She was the Brig Thonun, built by Captain
Wilst)n Barstow in 1805. She was used in the merchant trade
between New Bedford and New York for a number of years,
and then seems to have been sold back to Mattapoisett.

From 1800 to 1812, that is, just before the war with Eng-
land, this waterfront became a beehive of activity. Meager
records alone give three, four, and live vessels a year; and that
these are but a fraction is shown by an article in the Massa-
chusetts Historical Society's Collection for 1815, which states:

"At this harbor (Mattapoisett) there is an increasing village
of perhaps 40 houses, 3 or 4 wharves, a ropewalk, and shipyards,
where in 1811 . . . upwards of 8000 tons of shipping were con-
structed. Five vessels were ship rigged, and of the burthen of
300 or more tons."

Now much as I would like to believe it, that "8000 tons"
seems as if it must be a misprint. That would be twenty ships of
400 tons each, and even in the balmy days later on this figure
was never reached. But it may be so. There were at least six
shipyards going full blast, and if they built only three vessels a
piece, as often happened in later years, this total would nearly be
reached. And it is known that at this time William Moore was
building 400-ton ships for the New York-European trade. There
is a record of two of these, the Amies and the Xciiophoii, in 1810
alone. At any rate, it is obvious that a tremendous amount of
shipbuilding was being done, more than in any other port in
Southeastern Massachusetts.

Of these early shipyards not much is known. Yet one
anecdote has come down the years, showing in what esteem the
skill of these ship-carpenters was held. One day a barefoot
man walked down the sandy cart-track to one of the shipyards
and asked the master carpenter for a job. The latter demanded
some proof of the applicant's skill, whereupon the newcomer
siezed a broadaxe, balanced himself on a huge stick of timber with
his toes spread wide apart and curled over the edge, raised the
axe over his head, and brought it down again and again, striking
the spaces between his toes in swift succession. He got the job.

This may or may not be an exaggeration. The skill of
these ship-carpenters was something for us to marvel at. With a
few crude tools — a broad axe, an adz, a chisel, a saw, and a ham-
mer — they could fashion rough pieces of timber into a fleet
sailing vessel. And "many a man among them could with the
broad axe hew so closely to the line, and so smoothly, that the
plane could hardly improve the surface."

The War of 1812, with H. M. Brig Niiinocl in Buzzards Bay,
put a temporary crimp in activities; but after 1815 we come
to the 45 years when the American merchant fleet became the
largest in the world, and when New Bedford became the center
of the whaling industry, one of the great businesses of the world.
As the years rolled on, Mattapoisett became the premier supplier
of ships for that industry.

Many of the vessels in the whaling fleet were merchant ships
rebuilt and altered into whalers; but as the years went by, agents
realized the wisdom of purchasing sturdy vessels built specifically
for whaling by men experienced and skilled m the craft. These
shipyards of high reputation for their whaleships lay almost
wholly in Mattapoisett and within the confines of Old Dart-
mouth. Of the best known of these, one was in Dartmouth,
three in New Bedford, two in Fairhaven, and five in Mattapoisett.
And yet, during these years the population of Mattapoisett was
much smaller than any of the rest. She was, in truth, a village
of shipbuilders.

Although a great deal is known of the 200-odd ships built
in Mattapoisett during these years, of their builders and the
yards, and of the Nantucket and New Bedford firms for which
they sailed, it is manifestly impossible in a short paper to speak of
even a fraction of them; so I will give merely a resume of the
shipyards and of those whalers which became well-known to
New Bedford people.

To the west of the present town wharves and extending
around by the foot of Pearl St., lay the yard of Gideon Barstow
Sr., which later passed to his son Gideon Jr. and his grandson
Wilson. Wilson Barstow's yard was one of the most noted of
its time. He was no business man — he failed three times —
but he hired the finest master builders available, and for over a
quarter of a century, down his ways slid three, four, and five
ships a year, and the majority sailed out of the harbor and around
the Neck to join the New Bedford and Fairhaven whaling

fleets. From his yard, also, came the hii->;est vessel ever built in
Mattapoisett, the Ship Ch-ori^c Lee, of 650 tons, huili in 18W
for the shipping; tirm of CaLiot & I.ee & Co. of Boston.

On the present Town Wharf properix was the shipyard of
Ebeneezer Cannon Jr., established in 1792 and continuing until
the formation of the Mattapoisett Wharf Co. in 1834. The
vessels built here were mosly small merchantmen, one of the
first of which was advertised in "The Medley", New Bedford's
first newspaper.

The present Shipyard Park was the site of the famous
Holmes shipyard, started in 1812 by Josiah Holmes Sr. and con-
tuiuing until the Bark Wanderer, built where the bandstand
sits now, slid down the ways in 1878, the last vessel ever launched
in Mattapoisett. Josiah Holmes first formed a partnership
with Benjamin Barstow; but in 1826 they agreed to disagree,
and after that Holmes ran the yard by himself and then with
his sons, Josiah Jr. and Jonathan. After the old man's death,
the firm of Josiah Holmes Jr. and Brother was well known in-
deed in New Bedford, and particularly was it popular with the
Quaker whaling agents, for Josiah Jr. was of this faith. After
the Ci\il War had ruined the industry, he moved to New Bedford
and started the Holmes Coal Co., later carried on by his son
and grandson.

Where the Anchorage is now was the yard of William
Moore, established in 1800 and perhaps the first to build large
ships for New York. Moore failed in 1818, and the yard was
purchased by Uncle Leonard Hammond, as he was called, a ver\'
\ersatile business man, and one of the shrewdest of shrewd Yan-
kees. He ran the Plymouth County House, a tavern which sat
between the present Anchorage and the street, and which burned
on a bitterly cold February night in 185 5 when New Bedford
sent a fire engine down that wouldn't pump until its insides
were heated by hot bricks. (Also, it is related, many of the fire
fighters were in a like fix until rum was used for the same
purpose) .

It IS said that on one occasion a farmer on tlie Neck had
run up quite a bill for rum at the County House, and Uncle
Leonard had his weather eye out for some means of collecting.
The farmer had a very large hog; but there was a law that if a
man possessed only one pig, it could not be attached for debt.
So Uncle Leonard bided his time until bin sow had a litter. Then

he gave the runt to the farmer and drove pell-mell over to the
Neck and took the hog for debt.

Besides running the shipyard, the County House, an exten-
sive salt works on the Neck, a coastwise trade to Charleston,
Savannah, and New Orleans, Uncle Leonard was a Government
Lighthouse contractor. He built the lights at Mattapoisett and
Gay Head, and in 1838 he sailed from Mattapoisett with two
ships and a large crew of men to construct two lighthouses on
the Gulf of Me.xico. It is related that Uncle Leonard did not
finish the Mattapoisett light within the specified time, and when
the Government Inspector arrived, Uncle Leonard sent a man
posthaste to lay some planks on barrels to give the impression
that the floor was completed. After a friendly glass of rum.
Uncle Leonard drove the Inspector down to view the job; but
unfortunately the Inspector stepped on the end of a plank not
over a barrel, and disappeared into the foundation.

Next to the Fast from the Anchorage, on the old William
Rotch \ard. Captain Wilson Barstow built until he failed in
1807. William Moore took it over and built until he failed; and
then the yard was run by Eliakim Cannon until he failed in
1827. It is said that in this yard the bowsprits of the ships on
the stocks hung far out over the street, so if you had arrived in
Mattapoisett 1 1 S years ago in the New Bedford and Plymouth
Stage Coach, you would have ridden under the overhanging
rigging as you jounced up to the Mattapoisett House across the
street.

At the foot of Mechanic Street, on the present Hinsdale
property, was the famous Meigs shipyard. Joseph Meigs, Esq.,
was a prominent Citizen, State Senator, prosperous shipping
merchant, and successful shipbuilder. He built and ran an old
fashioned country tavern and store in what is now the Bay
View Hotel. The tavern business must have been thriving, for
it is said that Squire Meigs stood on a hill and every farm he could
see was mortgaged for rum. In his early days he was Com-
mission Merchant for the Rotches, Howlands, and Rodmans of
New Bedford, handling their trade in Naval Stores, Lumber,
Sugar, Molasses, and Cotton in Savannah, Charleston, and New
York. Of Squire Meigs' two sons, Joseph Jr. was by far the
smarter, and his tragic death in his early thirties when he had
just taken over the shipyard, broke the old man's spirit, and he
passed away a few years later, in 1846. The other son, Loring,
carried on the business until he was ruined by the panic of 1857.

Down at Cannonville at the foot of Ship Street, were two
more yards of high reputation. The first was that of Benjamin
Barstow, a nephew of old Gideon, who came from the Hanover
shipyards before 1800, learned his trade in Mattapoisett, and
then moved to New Bedford where he bought the shipyard which
had been run by Colonel George Claghorn before he went to
Boston and built the Constitution. Here Benjamin built ships
for several years; then returned to Mattapoisett and went into
the partnership with Josiah Holmes. When this broke up in
1826, he started the yard at Cannonville, later taking his sons,
Nathan H. and Henry into the firm, which continued in busi-
ness until the discovery of gold in California in 1849 sent Nathan
and Henry, along with over a hundred other Mattapoisett men,
around the Horn and up to the gold fields. From this yard
came many ships, among them the Ship Willittni C. Nye, the
first live oak vessel built in Mattapoisett, whose workmanship
was so expert that 10 years later a New Bedford newspaper spoke
of it.

The other yard at Cannonville was that of Ebeneezer Can-
non 3rd. This yard ran for only a few years during the 1830's,
but at least two fine ships a year were launched there to aug-
ment the Nantucket whaling fleet. On one occasion Dr. Rob-
bins tells in his diary of two full rigged ships launched on suc-
cessive days.

What a business this was when these shipyards were in full
swing! Anywhere from six to sixteen vessels were launched each
year, and if the hightide came in the cool of the evening, the
townspeople flocked to the shore to see the graceful vessel glide
into the water. Four hundred men thronged the streets every
morning, noon, and night, on their way to work in the ship-
yards or their allied shops. Fifteen or twenty whalers sailing reg-
ularly. Schooners and brigs coming into the wharves with lum-
ber — yellow pine from Charleston and Savannah; live oak from
Jacksonville and New Orleans; white pine and oak and spruce
from Maine. In the back sections of the town a dozen saw-
mills whined all day long. Seventy-five yoke of oxen hauled
the timber from the woods to the mills and from the mills to
the shipyards.

The whole waterfront was a scene of intense activity; ves-
sels with their tall rigging towering over the wharves; half-built
ships bellying up on the stocks; caulkers perched on the scaf-

folding encircling the hulls as their flailing arms hammered in
the oakum; shipyards and wharves covered with lumber and
whale oil casks; plodding oxen hoisting timber from the schoon-
ers, and casks from the whalers; the harbor full of merchant
brigs, lumber schooners, packet sloops, gleaming new vessels
fresh from the yards, and older New Bedford whalers which
had come around to be hauled up and repaired. Rope walks,
blacksmith shops, cooper shops, blockmaker shops, sail lofts,
whale boat shops — everything going full blast to complete the
ships. And in the evening when the clangor of the hammering
had ceased in response to the bell which rang at the foot of
Gossips Lane, now Mechanic Street, the ship carpenters could be
seen each trundling home a wheelbarrow full of chips and blocks
of wood to be used as fuel for the evening's fire.

In the 15 years, after the war of 1812, incomplete records
show one hundred vessels launched from these shipyards. Many
of these were smaller craft; for of the whaling ships for Nan-
tucket and New Bedford, only a dozen are known. These few,
however, almost without exception, attest to the superb crafts-
manshhip of their builders. Their average span of life was
almost half a century, and some of them sailed the seven seas
for over 60 years. For a wooden sailing vessel to round the Horn
and battle its gales 30 or 40 times, to sail the length of the
Atlantic and Pacific Oceans for more than 5 0 years, to swelter
in the tropic South Seas and be pounded by ice in the Arctic —
that is a test.

Two or three of these vessels had noteworthy careers. The
Cicero, built in 1823 by Barstow and Holmes, sailed 5 5 years
from New Bedford for Kollock and Grinnell, Lemuel KoUock,
Loum Snow & Son, and J. P. Knowles 2nd. She was known as a
fast sailor, and was said to have outdistanced many Baltimore
clippers, which, if true, was quite a feat for a vessel built at the
time when whalers were supposed to have been built by the mile
and sawed off by the yard.

Another fast sailer was the Alexander Barclay, built by
Benjamin Barstow in 1826 for John A. Parker, Esq. and Captain
Joseph Dunbar of New Bedford and used by them in the iron
trade with Bremen and Gottenburg. When she first arrived in
Sweden, a Gottenburg newspaper called her "the most handsome
and complete merchant vessel which has ever been seen in that

river." And in September 1828, the New Bedford Mercury
had this to say:

"Despatch — The ship vVlexander Barchiy, Joseph Dun-
bar, Master, left this port on the 14th May and arrived
in Baltimore in 4 days passage, where her ballast was
discharged, and the bulk of 800 hhds of Tobacco taken
on board. She left the Capes of Virginia on the 12th
of June, arrived at Bremen in 17 days passage, dis-
charged and sold part of her cargo, took on board 200
tons of ballast, arrived in (jottenburg in SO hours, dis-
charged her ballast and tt)ok on board 600 tons of iron,
and left on the 2 5th August. She arrived here in 31
days passage, having performed the voyage in 4 months
and 13 days."

But I suppose the best known New Bedford whaler binlt
in Mattapoisett during this period was the Yoiiiii!, Pbociiis,
built in 1822 by Barstow and Holmes. In a private New Bed-
ford newspaper of the period we read this rather prejudiced ac-
count:

"September 2 8, 1822; Arrived, Mr. John A. Parker's new
ship from Mattapoisett; she has been for some time on her
way, being unfortunate, we understand, that her name is the
Yoiiii^ Plnu'iiix and Captain Joseph Dunbar is going master
of her."

The Y<)in/\( PImhiiix sailed tor four years between New
Bedford and Sweden in the iron trade for John A. Parker,
and then he handled her as a whaler for 30 years. In 1857
slie was sold to William Phillips & Son, and it was while sailing
for that firm that she made the famous rescue of the 42 sur-
vivors of the wreck of the Scottish Bark Sfrtif/jii/orc on one of
the Crozet Islands in the Indian Ocean. This was her last
voyage, for in 1879 she was abandoned in the Arctic ice pack.
Yet the old ship would not give up. Instead of going to pieces,
she remained nearly intact, and was reportedly carried about
by the ice for a year or two, a silent and deserted "ghost ship"
to mystify observers.

From 1830 to 1840 over fifty whaleships were launched
from the Mattapoisett yards. To Nantucket went most of
these, although not a few sailed under flags of New Bedford
firms; and of course many Nantucket whalers ultimately were
sold to New Bedford.

A Nantucket anecdote shows in what high regard these
vessels were held. Some 30 years ago a Mattapoisett man was
visiting in Nantucket, and without letting on where he was
from, asked an old whaleman where Nantucket got her whale-
ships. The old timer replied:

"Oh, we got 'em from every wheres; but we got our best
ones from a little place near New Bedford, a town called
Mattapoisett."

The best known whaler built here during these ten years
was the Ship Sharon, built by Gideon Barstow & Son in 1837
for Gibbs and Jenney of Fairhaven. In 1842 the Sharon,
while whaling in mid-Pacific, was the scene of a peculiar
mutiny. The crew were all out chasing whales, leaving the
captain, the cabin boy, and three Kanaka sailors to tend ship.
Sneaking up behind the captain, the Kanakas struck him dead,
and then chased the cabin boy in the rigging. When the boats
returned, the natives threatened to kill the first man to set
foot on board. The crew waited until dark; then the 3rd
mate climbed up the rudder and through the stern windows,
and by a surprise attack killed one of the mutineers and held
the others off until the rest of the crew got aboard.

The running of a shipyard was an undertaking requiring
a great deal of shrewdness, judgment, and business acumen.
Not only did the shipbuilder need a complete knowledge of
ship construction, and the vagaries of different kinds of tim-
ber, but he also handled 5 0 or 60 men — all of whom had to
be good. He had to be able to calculate up into tens of thous-
ands of dollars on a job involving all sorts of material — tim-
ber, iron, oakum, lead, paint, spars, canvass, cordage, and var-
nish. He had to keep his eye on the general financial con-
dition of the nation, for shipbuilding is always the first in-
dustry that depression brings to a standstill. He had to keep
in touch with all sorts of new appliances and size up their
true worth at short notice. And above all he had to be a
shrewd man at finances and keeping costs down, for an ad-
ditional few hundred dollars in costs would come near to
putting him out of business.

In the early days, money — actual money — was a rare
commodity; and consequently, in order to enable himself to
pay his men, every shipbuilder ran a store in connection with
his yard. The present Anchorage Gift Shop was such a store,

built by Barstow & Holmes in 1820. These stores were kept
stocked with provisions brought from New York by packet
sloops, of which each shipbuilder had one or two; and with the
goods thus bought at wholesale, the workmen were paid at
retail. No shipcarpentcr received wages; he traded at his em-
ployer's store, and from time to time a reckoning was made and
the amount of his purchases balanced against so many days'
work on the ship. One is struck, and amused, by the frequency
with which these two columns precisely balance each other.
Only rarely did the shipbuilder owe his men any cash.

The building of each ship called for an elaborate contract
specifying each item in great detail. From the nails in the
hull to the varnish on the topmast, not a thing was left under-
stood, and any change of these sacred decisions required weighty
deliberation. For instance, in the spring of 18^6 Josiah Holmes
Jr. & Brother were building the Bark Siiiihcmii for J. & W.
R. Wing of New Bedford. Everything had, of course, been
definitely stated, but the builder wanted to move the mizzen-
mast further forward. The following is the reply of the Wing
firm:

"Messrs. J. Holmes Jr. & Brother —

On thinking the matter over conserning the mizzenmast,
we have concluded and consented to have it moved one foot
farther forward and no more — so says Abner, and we agree
with him in the matter."

In the voluminous correspondence that the shipbuilding
industry entailed, a foreign note now and then intrudes, as in
this letter from one of Josiah Flolmes Jr.'s Quaker business
associates:

New Bedford
Mar. 20, 18 56

Friend Josiah —

I send thee, perhaps at the eleventh hour, my very
low terms for the spar job you mentioned about.

It is, the Snug little Sum of five hundred and Sev-
enty-five dollars, with wood for the caps included.

If it "Strikes you favorably" I will buy the mahog-
any from you, provided you will trust me —

I remain the humble aspirant for the good heart
and fair hand of some sweet looking Quakeress "in good
standing."

Faithfully yours,

R. Beetle.

The 1840's were the heyday of whaling, and again about
fifty whalers slid down the ways in Mattapoisett Harbor.
Time permits of speaking of only two of these — the PLifiint,
which had the distinction, while sailing for the firm of J. &
W. R. Wing, of capturing the only white whale ever taken;
and the Ship Acushnet, which was, I suppose, the whaleship
having the greatest claim to fame. The Acushnet was built
in 1 840 by G. Barstow & Son in their yard at the foot of
Pearl St., and on her maiden voyage from Fairhaven she car-
ried as one of her crew, Herman Melville who immortalized the
whaling saga in his "Moby Dick." The log of that first voyage
seems irretrievably lost, and if found would be worth a for-
tune. The log of her second voyage, when she sailed under
Capt. William B. Rogers of Mattapoisett, reposes peacefully
in the Harvard Library; but alas, this is not the one we want.
In all probability, the Acushnet was almost exactly like the
Charles W. Morgan. True, one was built in Mattapoisett and
the other in New Bedford, but their launchings were less than
a year apart, and their dimensions and tonnage were prac-
tically the same. The Acushnet was lost on her third voyage
on St. Lawrence Island, Aug. 16, 185L

The shipyard owners, of course, ran their whole ship-
building business, but often they seem not to have taken direct
charge of the construction of the vessels. This actual design-
ing and building of the ship was superintended by a master
carpenter, or master builder. There were many of these in
Mattapoiset, but the best seem to have been the four Cannon
brothers — Arvin, James, Watson, and David. There was a
whole slew of Cannon shipcarpenters — all expert craftsmen
— but these four sons of the shipbuilder Eliakim Cannon were
the finest of the lot.

They were all master builders for the various Matta-
poisett yards, but Arvin was the real master craftsman. I sup-
pose that Arvin Cannon of Mattapoisett and Reuben Fish of
Fairhaven were the finest ship designers and builders along this
part of the coast; and certainly in the whaleship building in-

tlustry nt) one ranked aboxc them. \\'hcnc\ci" a Mattapoisctt
shipbuilder got a contiact to build a ship, he scurried after
Ar\in as fast as he could leg it. Arvin built for New Bedford
and lairha\'en such well known whalers as the Belle, the S^I{>/>,
the Ol/rer Crocker, the Arc/ic, the Norlln-ni l.inljt, the Siveii
Qiieei/, the I'.lizii, the Soul I.) Seiiinuii, the iui\ I lead, and the
Wanderer.

David Cannon was the grandfather of Mr. John Shaw
2nd of New Bedford. During the Civil War he, along with
others, went to the C.harlestown Navy Yard to build ships for
the Government. When an old man he had a shock while
working around the mill at Dexter Elm. It is related that when
someone rushed to his ln)me on North St. and told his wife,
she put her hands on her hips and exclaimed:

"David Cannon had a shock! Well! I've never known David
Cannon to do a thing like that before."

The Hrst seven years of the ISSO's marked the peak of
whaleship building in Mattapoisett. Only three yards were
in operation — Wilson Barstow, Holmes, and Meigs — but in
eight years these three yards launched 47 vessels. These were
the yards that carried Mattapoisett's reputation far and wide,
and brought forth such comments as these in the New Bed-
ford newspapers:

"This thriving town ranks high in shipbuilding and is
distinguished for its naval archetecture." (W. S. L. 6 20/5 1)

The Bark R. L. Barstow "is a perfect gem of shipbuild-
ing." (Ibid.)

"The reputation of our Mattapoisett friends ... in naval
architecture is justly very extensive. . . " (New Bedford Stand-
ard, 1855).

In two years, 185 1 and 1852, eighteen vessels were launched,
14 of them whalers, and 12 going to New Bedford. In 1852
alone Wilson Barstow built five — all for New Bedford —
which was such a record that the "Whaleman's Shipping List"
commented on it. Perhaps some idea of this bustling business
can be gleaned from a few items from New Bedford newspapers
of the lime:

"A beautiful clipper ship of about 400 tons was launched
on the 29th ult. from the shipyard of Wilson Barstow in Matta-
poisett. She is owned by J. B. Wood and Co. of this city,
and ... is called the (ni\ lleiid." ( W. S. L. 8 '3/52)

"A fine medium clipper ship of about 475 tons was launch-
ed on Tuesday last by Josiah Holmes Jr. & Brother, at Matta-
poisett. She is called the Polar Star ..." (\V. S. L. 8/24/ 52)

"The new bark fohii A. Purkcr was towed around from
Mattapoisett on Friday . . . Her bow is ornamented with a
good representation of her namesake, at full length, standing
in his well known peculiar attitude, with the right hand upon
the lapel of his coat, and the left hand extended in the act
of speaking." (W. S. L. 10/5/52)

"July 2, 1856;

The Bark Hiiiihcss, belonging to Messrs. Cook & Snow
of this city, and the ship South Seaiiuui, belonging to Edmund
Allen, Esq., of ["airhaven, will be launched from the ship-
yards of \V. Barstow and Loring Meigs in Mattapoisett this
evening. An excursion train will be run over the Fairhaven
railroad, leaving Fairhaven at six and a quarter o'clock, in
order to afford all who may desire an opportunity to witness
the launches." (New Bedford Standard, 7'2/56)

But the death knell of this splendid business had already
sounded. 1856 was the last big year — nine whalers, three
in a row looming up in Shipyard Park. The blows were
coming; 185 6 — petroleum discovered; 1857 — panic, and
Meigs yard closed forever; 1861 — the Civil War, and the
Alabama and the Shenendoah; after the war, the scarcity of
whales and the losses in Arctic ice. During the war the
Holmes's built a small steamboat and a tugboat; in 1866 Wil-
son Barstow built his last ship — the Contest, for Gibbs &
Perry of New Bedford. After the war the Holmes's built a
schooner and four whalers — the Alaska for Jonathan Bourne,
the Concordia for G. & M. Howland, the Gay Head 2nd for
Gifford & Cummings, and in 1878 the Wanderer for the same
firm.

This was the end. For the last time Arvin Cannon with
his lips pursed over his toothless gums carefully drew out the
vessel's hull in the loft over the Holmes Office. For the last
time the hammering of the caulkers awakened echoes through
the streets and across the farms into the woods. For the last
time the shipcarpenters had their glass of grog at "eleven and
four." And for the last time the townspeople gathered to see
the graceful vessel start slowly, and then glide down the
greased ways into the harbor of the shipbuilders.

It was the end of a Yankee seaport village where native
born sons worked all their lives in a native industr)'. Where
every house — and most of them are still here — was the home
of a shipcarpenter, outfitter, or whaleman. Where the schools
and churches and homes were built with money from the
shipyards. And where practically every man was an expert
craftsman of high integrity.

It seems entirely fitting that the mizzen mast of the
Wiiiiilcrcr should stand as a flagpole in Shipyard Park, a few
feet from where she was built. And even more, it seems a
proper coincidence that the Wanderer, the last vessel built in
Mattapoisett should be the last whaleship to sail from New
Bedford — New Bedford, whose whaling industry was re-
sponsible for Mattapoisett's shipbuilding fame.

LIST OF VESSELS BUILT IN MATTAPOISETT

The list is by no means complete, but the information
given has in most cases been carefully verified. The list is
arranged chronologically, and then the vessels listed alphabet-
ically within each year. The order for each entry is: name
of vessel, type, tonnage, builder, and port or ports where she
was owned.

ABBREVIATIONS USED:

Barnst.; Barnstable, Mass.

Bcv.; Beverly, Mass.

Bos.; Boston, Mass.

Bk.; Bark

Br.; Brig

Cal.; California

Chat.; Chatham, Mass.

Dart.; Dartmouth, Mass.

Edg.; Edgartown, Mass.

Fair.; Fairhaven, Mass.

Fal.; Falmouth, Mass.

F. R.; Fall River, Mass.

Grnpt.; Grecnport, Long Island

Herm.; Hermaphrodite

lat.; later

Matt.; Mattapoisett, Mass.

M. C; Master Carpenter

Nan.; Nantucket, Mass.

N. B.; New Bedford. Mass.

N. L.; New London, Conn.

Npt.; Newport, R. I.

N. Y.; New York, N. Y.

I'lyni.; Plymouth, Mass.

prob.; probably

Prov.; Providence, R. 1.

Sand.; Sandwich, Mass.

Sav.; Savannah, Georgia

Sch.; Schooner

S. F.; San Francisco, Cal.

Sip.; Sippican (Marion, Mass.)

Si.; Sloop

Ston.; Stonington, Conn.

West.; Westport, Mass.

Yarni.; Y.irmouth, Mass.

1778

Eliza, Si., 61 T., Abner Pc.isc (Prob.)

Betsey, SI., 32 T.

Matthew, Brigantine, 60 T.
William, SI.

Katy, Brigantine, 120 T.
Bethany, Sch., 39 T.

Drusillia. Si., 41 T.
Mchitahjc Sch., 50 T.

, Eben. Cannon Jr.

1786

1789

1792

1793

1794

1796
Sch., Eben. Cannon [r.

Venus, Sell., 71 T.

Nile, Brig,
Olympus, Brig,
Projector, Ship,

1797

1800
, G. W. Giflford

1801

Ann. Sch., 92 T.

Brutus, Brig, 200 T., G. W. Giftord

Mars, Sch..

John Jay, Ship.
Victory, SI., 3 9 T.

Sunberry, Sch., 80 T.

Amity, SI., 24 T.
Susan, Sch.,

Thomas, Brig.,
, SI.,

Grampus, SI., 3 0 T.
, Sch.,

Capt. \\". Barstow (Prob.)
1802

1803

1804

Capt. W. Barstow (Prob.)

1805
, Capt. \V. Barstow
, G. W. Gifford

1806
, G. W. Giftord

Matt.

Matt.

Newport

Salem,

Boston

Barnst.

, Prov.

N. B.

Prov.

No. Kingston, R. I.

Matt.
Matt., N. B.
Matt., N. B.

Barnst., Prov.
Matt.

Nan.
Prov.

Matt.

Yarmouth

N. B.

Nan.

1807

Frances, Ship, 320 T., Win. Moore

Morning Light, SI., 42 T. Smithhelii, R. I.

, Eben. C.innon Jr.

IS 10

Andes. Ship, 409 T., Wni. Moore

Xenophon, Ship, .^83 T., Wm. Moore , S.ig 1 i.irbor

ISl I

Anich.i, Si., 3y T., G. B.irstow Jr. Matt.

Betsey, Brig, 93 T. F. R., I'rov., N. L.

F'r.inces, Ship. 348 T. N. B.

President, Ship (Lit. Bk.), 293 T. N.in., N. B.
Tybcc, Ship, 228 T.

1812

Fxtellent, Sch., 43 T. Matt., B.irnst., Dennis

John Adams, Ship, 296 T. Nan.

keziah, SI., 3 5 T. Matt.

1814
Galen, SI., 36 T., Josiah Holmes
Peeler, SI., 44 T., (Libny Rogers, M. C.)
Wild Deer, SI., 3 6 T., (Sam'l Purrington, M. C.) Fair.

18 15
Fenelon, Sch. (lat. Br.), 1 15 T. Bev., Salem

George, Ship, 3 59 T. Nan., N. B. or Fair.

(Four or Five ships built for Nantucket)

1816

Good Hope, SI., 81 T. Matt.

Hero, Ship, 3 13 T. Nan.

Maro, Ship, 3 15 T., Barstow & Flolmes Nan.

Martha. Ship, 349 T., Hammond & King N. Y.

Nancy, SI., 50 T. Tisbury
Resolution, SI., 17 T., Hammond & King (Prob.)

1817
Ann, SI., 5 6 T. M.ut. & Sip.

Earl, Sch., 9 5 T. F.air.

Emily, SI., 8 5 T., Nath'l Crosby
Enterprise. SI., , Barstow & Holmes

Joseph, SI., 49 T.. Joseph Meigs Dennis

Syren, SI., 37 T., Barstow & 1 lolmes Matt.

1818

Gleaner, Brig, 150 T., G. Barstow Jr. (Prob.) Salem

Leopard, Sl.,"^ 49 T., Joseph Meigs (Prob.) Matt.

Liberty, SI., 69 T., B.arstow & Holmes Matt., Hallowell. Me.

Orion, Brig, ')^ T., (Sam'l Purrington, M. C.) Matt.

William, Sch., 87 T. Matt.

1819
Barclay, Ship, 301 T., Barstow & Holmes
Harriet, SI., 86 T.

North America, Ship, , Barstow & Holmes

Odin, Sch., 94 T., Joseph Meigs (Prob.)
Regulator, SI., 47 t.

1820
Franklin, Sch., 8 9 T., Leonard Hammond
Mentor, SI., 42 T., G. Barstow & Son
Ontario, Ship, 3 J4 T.
Telegraph, SI., 57 T., Barstow & Holmes
Volusia, SI., 88 T., G. Barstow & Son
William, SI., 62 T., (W'm. LeBaron, M. C.)

1821
Almira, Ship, 372 T., Barstow & Holmes
Brilliant, SI., 3 8 T., (Mal.ichl Ellis, M. C.)
Phoenix, Ship, 32 3 T., Barstow & Holmes
Rover, Sch.,
Spartan, Ship, 3 33 T.

1822
Iranklin, Bark, 218 T., Leonard Hammond
Leader, SI., 36 T., Barstow & Holmes
Mercury, Ship, 339 T.
Volusiai Sch., 52 T.
Young Phoenix, Ship, 377 T., Barstow & Holmes

1823
Ann Maria, SI., 71 T., (John Coleman, M. C.)
Cicero, Ship, 2 5 1 T., Barstow & Holmes
Congress, Ship, 3 39 T., Eliakim Cannon
Elbe, Brig., 191 T., G. Barstow & Son
Marathon, Ship, 375 T., Eliakim Cannon
Potomac, Brig., 197 T., Leonard Hammond
Regulator, SL, 5 5 T., (Wni. Le Baron, M. C.)
Rose, Ship, 3 50 T.

St. Marys, SL, 75 T., G. Barstow & .Son
Support, SL, 5 9 T., (Wm. Le Baron, M. C.)

1824
China, Sch., 97 T., Eliakim Cannon
Empress, Brig, 12 5 T., Eliakim Cannon
Mary Ann, Brig, 175 T., G. Barstow & Son (lat. Bk.)
Sarah, Brig, 171 T., (lat. Bk.)

1825
Cameo, Brig, 222 T.
Cicero, Brig, 179 T., Benj. Barstow
Columbia, Sch., 77 T., Josiah Holmes
Conductor, SL, 49 T., G. Barstow & Son
Emeline, SL, 5 8 T., (Eben. Coleman, M. C.)
Forrester, Brig, 241 T., G. Barstow & Son (Prob.)

Nan.

Prov.

Matt.

Matt.

Matt.

Matt

, Sand.

Nan.

Matt.,

Dennis

Matt.

Matt.

Edgartown

Matt.

Chat.

Nan.

Nan.,

N. B.

N. B.

N. B.

Matt. & N. B.

N. B.

Matt., Sand., N. B.

N. B.

Nan., N. B.

Matt. & N. Y.

N. Y.

N. Y.

Nan.
Matt., St. Marys, Ga.

N. B., Boston

N. B.

Matt., N. B.

Barns., Boston
N. B.
Matt.
Matt.

Matt., Salem, N. B.

Halcyon, Brig, 156 T., Joseph Meigs

Lady Washington, Brig, 1 1 5 T., Eben. Cannon Jr.

Lama, Brig, 144 T., G. Barstow & Son (Prob.)

Mariner, Sch., 8 5 T.

Mariner, SI., 49 T., Josiah Holmes

Penguin, Sch., 82 T., Ehakini Cannon

Phihp 1st, Ship, 293 T. (lat. Bk.)

Roanoke, Brig, 2 5 1 T.

Sophronia, Sch., 72 T., G. Harstow & Son

Telegraph, SI., Altered to Sch., Josiah Holmes

Tuscaloosa, Ship, 284 T., Eliakim Cannon

1826
Agate, Sch., 8 1 T., Joseph Meigs (Prob.) (lat. Br.)
General Marion, Sch., 1 2 1 T., Josiah Holmes
La Plata, Brig, 124 T., (Sam'l Purrington, M. C.)
Nile, Brig, 135 T., Eben. Cannon Jr.
Omega, Ship, 3 63 T.
Statira, Ship, (lat. Bk.), 346 T.
Swift, Ship, 456 T.

1827
Alexander Barclay, Ship, 46 5 T., Benj. Barstow
Ann, Ship, 361 T., Joseph Meigs
Crawford, SI., 77 f.

Good Return, Ship, 377 T., G. Barstow & Son
Lexington, Sch., 87 T., G. Barstow & Son
Lydia, SI., 76 T., Josiah Holmes

Mary Mitchell, Ship, 3 54 T., (Thos. Howland, M. C.)
Washington, Brig, 169 T., Eben. Cannon Jr.
Zone, Ship, 3 63 T.

1828
Henrietta, SI., 50 T., Josiah Holmes (Prob.)
Meridian, Ship, 381 T.

1829
Caduceus, Brig, 110 T., Joseph Meigs
Grotius, Ship, 299 T., G. Barstow & Son
Richard Mitchell, Ship, 3 86 T., G. Barstow & Son

1830
Clarkson, Ship, 3 80 T., Cj. Barstow & Son
Hero, SI., 2 5 T., Joseph Meigs
Lexington, Si., 39 T., G. Barstow &: Son
Mary Anne, Ship, 240 T., G. Barstow & Son

Matt.

Matt.

Salem

N. B.

att.. Sip.,

Darien

N. L

, Prov.

Grnpt

, N. L.

Matt.

Matt.

Dennis

pt., N. Y

, N. B.

Matt.,

N. B.

Matt.

Matt.

Matt.

Nan., Ed

g.. Bos.

Nan.

, N. B.

Nan.

N. B.,

Bremen

Nan.

, N. B.

Sav.,

Tisbury

N. B.

Matt.

Matt.

Nan

, S. F.

Matt.

Plvm.

Nan., Fair., N. Y.

Matt.,

Sand.
Edg.

Matt.

M

itt. &

Salem

N

an

, N. B

.Edg.

Nan.
Matt.
Matt.

Matt.,

N. B.

Mary, Ship, 369 T.

1831

1832

Alexander Cottin, Ship, 381 T., Benj. Barstow & Son
Catherine, Ship, 3 84 T., G. Barstow & Son
Gideon Barstow, Ship, 379 T., G. Barstow & Son
Hobomok, Ship, 412 T., Benj. Barstow & Son

N.in., N. Y., Cah

Nan., N. B.

Nan., N. L.

Matt.

Fal., N. B., N. Y.

Mariner, Ship, 349 T., G. Barstow & Son
Mount Vernon, Ship, 3 84 T., Josiah Holmes
Vineyard, Ship, 381 T., Joseph Meigs (Prob.)
Young Eagle, Ship, 377 T., G. Barstow & Son

Nan.

Nan., Matt., N. B.

Edgartown

Nan

1833

Champion, Ship, 390 T., G. Barstow & Son Edgartown

Galen, Brig, 130 T., Josiah Holmes Matt.

Levi Starbuck, Ship, 376 T., Josiah Holmes Nan., N. B.

Ohio, Ship, 381 T., Joseph Meigs Nan., N. B.

Richard Henry, Sch., 123 T., G. Barstow & Son (Br. Bk.) Matt., Ston.

Three Brothers, Ship, 384 T., Eben. Cannon 3rd (Prob.) Nan., N. B.

William C. Nye, Ship, 3 89 T., Benj. Barstow & Co.

1834
Alpha, Ship, 34J T., Cannon

Christopher Mitchell, Ship, 3 87 T., G. Barstow & Son.
Elizabeth Starbuck, Ship, 381 T., Josiah Holmes

1835
Ansel Gibbs, Ship, 319 T., G. Barstow & Son
Catawba, Ship, 33 5 T., Eben. Cannon 3rd
Charles Frederick, Ship, 317 T., Joseph Meigs
Gold Hunter, Brig, 202 T.
Nile, Ship, 321 T., Benj. Barstow & Co.
Splendid, Ship, 3 92 T., Joseph Meigs (Prob.)
Waverly, Ship, 3 27 T., G. Barstow & Son

1836
Allatamaka, Sch., 12 5 T.
Annawan, Brig, 148 T., G. Barstow & Son
Frederick, Ship, , Josiah Holmes

Henry, Ship, 346 T., Ebeneezer Cannon 3rd
Jefferson, Ship, 377 T.,
Mattapoisett, Brig, 150 T., Joseph Meigs
Virginia, Ship, 346 T., G. Barstow & Son

1837
James Loper, Ship, 3 84 T., Josiah Holmes
Mariner, Sch., 117 T., Josiah Holmes
Sarah Frances, Ship, 301 T., G. Barstow & Son
Sharon, Ship, 3 54 T., G. Barstow & Son

1838
Daniel Webster, Ship, 3 36 T., Joseph Meigs
Napoleon, Ship, 360 T., G. Barstow & Son
Willis, Bark, 1 64 T., Ebeneezer Cannon
Young Hero, Ship, 3 39 T., G. Barstow & Son

1839
Benjamin Tucker, Ship, 349 T., G. Barstow & Son
Ellen Rodman, Sch., 100 T., G. Barstow & Son
Henry Clay, Ship, 38 5 T., Joseph Meigs & Son
Volant, Bark, 210 T., Josiah Holmes

N. L., N. B., S. F.

Nan., S. F.

Nan., N. B., S. F.

Nan.

Fair., N. B.

Nan., N. Y.

N. B.

Edgartown

N. B., N. L.

Edg., New Zealand

N. B.

Rochester
Matt.

Nan.

Nan.

Matt., West., N. B.

N. B.

Nan., N. Y.

Matt.

Fair.

Fair., Bost.

Nan., N. B.
Nan., N. B.
Matt., N. B.

Nan.

N. B.

Matt., Fair.

Nan.

Sippican

Fair.

N. L.
Matt.

Mut., N. B.

Nan.

Nan., S. F.

N. B., Honolulu

Nan.

Nan., N. L.

Nan.

Nan.

N. B.

1840
Acushnct, Ship, 3 59 T., G. Baistow & Son

Lydia, Ship, 351 T., Joseph Meigs & Son Nan., Fair.,

Massachusetts, Brig, 164 T., Josiah Holmes

1841
Annawan, Brig (lat. Bk.), 159 T., Nathan Barstow & Co.
David P.iddock, Ship, 3 52 T., Joseph Meigs & Son
Edward Clary, Ship, 3 53 T., G. Barstow & Son
Fli/abeth, Hark, 219 T., Cannon

Harrison, Ship, 371 T., G. Barstow & Son
Massachusetts, Ship, 3 60 T., Josiah Holmes & Son
Monticello, Ship, 3 58 T., Josiah Holmes & Son
Narragansett, Ship, 398 T., Joseph Meigs & Son
Potomac, Ship, 3 56 T., Josiah Holmes & Son

1842
Callao, Ship, 324 T., G. Barstow & Son
James, Ship, 321 T.

Janus, Ship, 321 T., Nathan Barstow & Co.
Joseph Meigs, Ship, 338 T., Joseph Meigs & Son

1X43
Empire, Ship, 403 T., Joseph Meigs & Son

1844
Arnolda, Ship, 3 60 T., Nathan H. Barstow & Co.,
Belle, Ship, 320 T., Wilson Barstow, Arvin Cannon,
Isaac Walton, Ship, 43 8 T., Wilson Barstow
Josephus, Herm., Brig, 142 T., Josiah Holmes & Son
Milton, Brig, 167 T., Joseph Meigs & Son
Niger, Ship, 437 T., Wilson Barstow

1845
Cachelot, Bark, 230 T., 'VC'ilson Barstow
Norman, Ship, 339 T., Joseph Meigs & Son
Ormus, Brig, 175 T., N. H. Barstow & Co.

1846
Atkins Adams, Ship, 3 30 T., Wilson Barstow
Dunbarton, Bark, 200 T., Wilson Barstow
Helen, Sch., 29 T., Seth P. Ames
Laura Jane, Sch., 138 T., J. Holmes Jr. & Bro.
Osceola II, Brig, 195 T., J. Holmes Jr. & Bro.
Sarah, Sch., 141 T., N. H. Barstow & Co.
Sarah, Ship, 370 T., J. Meigs & Son, A. Cannon, M.
, Ship, 375 T., N. H. Barstow & Co.

1847
Brothers, Bark, 493 T., N. H. Barstow & Co.
Cleone, Ship, 373 T., N. H. Barstow & Co.
George, Ship, 280 T.
Nenuphar, Brig, 192 T., Wilson Barstow
Platina, Ship, (lat. Bk.), 266 T., Wilson Barstow
Sylph, Ship, 3 56 T., Meigs, Arvin Cannon, M. C.
Union, Bark, 3 00 T., J.' Holmes Jr. & Bro.

N. B.

Matt., N. B.,

N. Y.

Nan

, N. B.

N. B.

M. C.

Fair.

N. L.

Matt.

N.

B. (?)

N. B.

vUtt., N. B., Va

Iparaiso

Nan.

, N. B.

N. B.

Fair.,

N. Y.

Matt

, N. B.

Matt.

Matt.

Matt.,

N. B.

N. B.

C. Matt.

, N. B.

Yarm.,

Barnst.

Yarm,, N. B

, N. Y.

Matt.

West.

N. B.

Fair.

Matt.

N. B.

1848
Eliza, Sch., 139 T., N. H. liarscow & Co.
Lamartine, Sch., 7.^ T., Wilson Barstow
Nauticon, Ship, 372 T., Meigs & Pratt

1849
President, Bark, 180 T., Wilson Barstow

1850
Arctic, Ship, 43 1 T., Wilson Barstow, A. Cannon, .\1. C.
Norman, Herm., Brig,
Oliver Crocker, Ship, 3 S3 T., W. Barstow, A. Cannon, M. C.

1851
Alice Mandeli, Ship, 413 T., J. Holmes Jr., & Bro.
Elisha Dunhar, Bark, 2 57 T., Wilson Barstow
Europa. Ship, 381 T., Wilson Barstow
Northern Light, Ship, 5 13 T., W. Barstow, A. Cannon, M. C.

Fair., N. B.
R. L. Barstow, Bark, 209 T., Leonard Hammond Matt., N. B., Nan., Callao
Sea Queen, Brig, 26} T., J. Holmes Jr. & Bro. West., Dart., N. Y.

Watkins, Bark, Wilson Barstow

N. B.

Matt.

Nan.

N. B.

West.

N. B.

Fair.,

N. Y.

N. B.

N. B.

N. B.

N. B.

18J2
Clara Belle, Bark, 296 T., Leonard Hammond
Daniel Flanders, Ship

Daniel ^"ood. Ship, 345 T., Wilson Barstow
Gay Head, Ship. 389 T., Wilson Barstow
Gazelle, Ship, 340 T., ^'ilson Barstow
John A. Parker, Bark, 342 T., Wilson Barstow
Polar Star, Ship, 47 5 T., J. Holmes Jr. & Bro.
Vigilant, Bark, 282 T., Wilson Barstow
William Upham

1853
Lapwing, Ship, 43 2 T., Wilson Barstow
Petrel, Ship, 3 50 T., J. Holmes Jr. & Bro.
Reindeer, Ship, 4 50 T., J. Holmes Jr. & Bro.
Syren Queen, Ship, 460 T., Meigs, A Cannon, M. C

1854
George Lee, Ship, 647 T., Wilson Barstow
Matthew Luce, Bark, 409 T., Wilson Barstow
Onward, Ship, 460 T., J. Holmes Jr. & Bro.

1855
Ocean Rover, Ship, 417 T., J. Holmes Jr. & Bro.
Plover, Ship, J. Holmes Jr. & Bro.

1856
Contest, Ship, 441 T., Wilson Barstow
Eliza, Bark, 367 T., Meigs, Arvin Cannon, M. C.
Huntress, Bark, 3 84 T., Wilson Barstow
Merlin, Bark, 348 T., J. Holmes Jr. & Bro.

Matt., S. F.

S. F.

N. B.

N. B.

Nan., N. B.

N. B., Sydney, Australia

N. B.

N. B.

N. B., Mauritius

N. B.

N. B.

Fair., Sydney, Australia

Boston; England

N. B., Boston

N. B.

Nan.; Spain
N. B.

N. B., N. L., Valparaiso

N. B.

N. B., Boston

N. B.

Sci R.ingcr, Bark, 366 T., J. Holmes Jr. & Bro. N.in.. IVov., N. B.

South Sciman, Ship, 498 T., Meigs, A. Cannon, M. C. Fair.

Sunbeam, Bark, 3 59 T., J. Holmes Jr. & Bro. N. B.

Thomas Pope, Ship, 323 T., Wilson Barstow N. B., N. Y.

1857
Bolivia, Siiip, 417 T., Arvin Cannon Boston

IS 59
Ocean Rover, Bark, 3 13 T., J. Holmes Jr. & Bro. Matt.

1863
Raid, Steamer, 106 T., Jonathan Holmes N. B.

1865
Active, Tug

1866
Contest, Ship, 341 T., Wilson Barstow , N. B.

1867
Alaska, Bark, 340 T., J. Holmes Jr. & Bro. N. B., S. F.

Concordia, Bark, 368 t., J. Holmes Jr. & Bro. N. B.

1869
Laura Robinson, Sch., , Jonathan Holmes

1877
Gay Head, Bark, 26 5 T., Jonathan Holmes N. B.

1878
Wanderer, Bark, 303 T., Jonathan Holmes N. B.

SHIPS BUILT IN MATTAPOISLTT, DATES UNKNOWN

Fancy, SI., 3 8 T., (Built before 1806) Wareham

George C. Gibbs, Sch., , Wilson Barstow

John Milton, Ship, , G. or W. Barstow

Polly Hall, , Cannon

Rochester, SI., , (Sailed from Nan., June, 1774)

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