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1834
BRUTUS (BARK: 1831-1864)
SIGNATURE: S. Walters, 1834 (bottom right corner);
OIL PAINTING, FRESH BREEZE - RIVER MERSEY, HARBOR, MERCHANT BARK, BARGE, MERSEY FLAT, LIVERPOOL BAY, PORT, ENGLAND, COMMERCE, STEAMSHIP, STORM, SQUALL, RAIN, ROWBOAT, TOW BOAT,
NOTES: Sam Davidson 9/22/95. Mersey Shipping, Mersey Flat passing astern of BRUTUS very nice, see description in my SW book p. 159, lovely little painting. [Rich Malley] Fritz Gold Liverpool researcher looked at paintings 2/19/90 although signed and dated he believes it is not by Walters. NOTES: Text from A. S. Davidson's book 'Samuel Walters- Marine Artist, Fifty Years of Sea, Sail, & Steam', page 159: "Shipping off Liverpool, 1834" A Valuable feature of this somewhat dramatized composition is the rare close-up it provides of a Mersey flat under sail. Well laden, she has just passed astern of the barque Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982, and is making best use of the fresh breeze to reach up river, probably as far as Runcorn, before the tide recedes. Despite the boisterous conditions so typical of the estuary, the nonchalant figures of the crew, (including the skipper's wife it would seem), convey familiarity with a long established routine. Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982, identified by the name across the stern, and the same early Marryat Code hoist as in the illustration on page 121 [Code 570 on another Walter's painting showing Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982], is apparently making sternway, prior to anchoring. Other arrivals are showing on the right, with two Mersey flats bound for Liverpool. Barely visible in the passing squall to the left of the painting, an anchored steamer prepares for departure. INVENTORY: stretcher - there is one (1) component part.
SIGNATURE: F. Muller; U.S. Dry Dock DEWEY on her Voyage to Manila 1906 (in ink on margin)
WATERCOLOR DRAWING, UNITED STATES DRY DOCK DEWEY VOYAGE TO MANILA, DRY DOCK
SHORT DESCRIPTION: Watercolor drawing depicting the floating drydock USS Dewey (Dry Dock # 1) during her voyage from the United States to the Philippines, under tow by USS Caesar (Collier # 16), USS Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982 (Collier # 15), USS Glacier (Stores Ship # 4) and USS Potomac (Fleet Tug # 50), in 1906. NOTES: (Lydia Cuker 06/14/2005) Description: American dry dock on its way to Manila, Philippines. Under tow in a storm-tossed sea, she is the fourth in a line of U.S. Navy vessels, the previous three on the horizon to the right of the Dewey. The towline is visible off the stern of the nearest ship, also there is no smoke coming from the Dewey indicating no engine running. The three ships have dark smoke pouring from smokestacks in the center of their decks. The Dewey is flying signal flags and the ship towing her has signal flags as well. The stern and starboard side of the Dewey are shown at a quarter view. Five sailors are on the top starboard deck and six sailors on the top port deck. A wave crashes on her starboard side, washing over the lower decks and listing her to port. The waves are rolling in from the right of the image, with white crests and dark green shadows to the left of the crests. White-gray storm clouds with red-brown shadows on blue sky. Signal flags as follows: swallowtail with blue vertical stripe nearest end and red area near mast. Yellow field with black circle in center; yellow swallowtail field with blue cross in center; burgee shaped pennant with blue field and yellow burgee shaped area near grommet side.
Side view of ferry at dock. USS Glacier (AF-4) was a Glacier-class stores ship acquired by the U.S. Navy for use in the Spanish-American War. She served again during World War I in the dangerous North Atlantic Ocean, delivering general goods and ammunition to American Expeditionary Force troops in Europe. Acquisition for Spanish-American War service. The first Navy ship to be named Glacier was built as the merchant ship, SS Port Chalmers in 1891 by J.L. Thompson & Son, Sunderland, England; purchased from the Federal Line, London, July 1898; commissioned at New York 5 July 1898, Comdr. J. P. Merrill, USN, commanding; had her name changed to USS Delmonico 6 July 1898, and to USS Glacier 6 days later. Glacier departed Hampton Roads 15 August, and for the following 5 months she supplied ice, meat, and stores to ships of the North Atlantic Fleet operating in the West Indies during the Spanish-American War. Sailing from San Juan, Puerto Rico, 3 January 1899, she arrived at New York 1 week later, and decommissioned there 6 March. Philippine Islands support operations Glacier recommissioned at New York 31 March 1899, assigned to the Asiatic Station, she stood out of Hampton Roads 24 May and arrived 15 July at Manila Bay via the Mediterranean and Suez Canal. Operating in the Philippines during these troubled years, she supplied U.S. Army and Navy forces with ice, meat, and stores; delivered stores to reconstructed gunboats at Hong Kong; and transported large quantities of meat and provisions from Australia to Manila. Sailing Additional turn-of-the-century assignments recommissioning there 15 December, she loaded supplies and provisions at New York and delivered her cargo to ships at Guantanamo, Pensacola, Florida, and the Panama Canal Zone (14 February-7 July 1904). Arriving at Boston, Massachusetts, 17 July, Glacier decommissioned there on the Continued Philippine Islands assignment Glacier became a unit of the Special Service Squadron composed of Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982 (AC-15), Caesar (AC-16), and Potomac (AT-50), assigned to tow the floating dry dock Dewey (YFD-1) from Sparrows Point, Maryland, to the Philippine Islands. Departing Solomons, Maryland, on the Patuxent River 28 December 1905, the squadron arrived at Olongapo, Philippines, via Las Palmas in the Canaries, Port Said, Suez, and Singapore, 10 July 1906. Following delivery of the dock, Glacier proceeded to Cavite for discharge of cargo and repairs. She stood out of Cavite 16 August, and arrived at Boston, Massachusetts, 14 November via the Suez Canal, the Mediterranean, and New York. Assigned to the Atlantic Fleet departing Boston 4 January 1907, Glacier became a unit of the Atlantic Fleet, and engaged in supplying fresh provisions to ships operating in the Atlantic and Caribbean area until returning to New York 14 October. Transferred to the Pacific Fleet as a storeship, she departed New York 5 December and accompanied the Atlantic Fleet on its good will and training cruise to the Pacific, stopping at various ports in the Caribbean, South America, and Mexico en route. Arriving 14 April 1908 at San Francisco, Glacier cruised with the fleet on the California coast until departing San Francisco, California, 29 June. She continued as supply ship to the Atlantic Fleet on its famous voyage around the world, visiting Honolulu, the Fiji Islands, New Zealand, Australia, and the Philippines. On 21 October, while at Cavite, she became detached from the Atlantic Fleet and assigned to the Pacific Fleet in her former capacity. The Commander in Chief of the Atlantic Fleet reports in 1908: "The storeships Culogoa (1889) and Glacier have been in constant attendance on the fleet, and have most successfully met all demands upon them. They have made the fleet absolutely independent of the local resources at the ports visited, which was necessary in view of the large number of men to be subsisted." Loading provisions at Manila and Sydney, Australia (10 November-5 December), Glacier joined the U.S. Pacific Fleet at Talcahuano, Chile, 1 January 1909, and accompanied the fleet on a cruise to South and Central American ports and to Magdalena Bay. They arrived at Mare Island 2 June for repairs. World War I operations. Continuing in her service as supply ship to the Pacific Fleet until 1918, Glacier was employed in delivering fresh provisions, stores, ammunition, target material, and mail; transporting personnel; and towing target rafts and coal barges. Her principal area of operations was on the U.S. West Coast, Mexico, and Central America. She made two trips to Asiatic waters (22 September 1909-14 February 1910 and 8 April-17 August 1912) to supply ships operating in the Hawaiian area, the Philippines, and the China and Japan coasts. From 1913 to 1917 she operated between California and Mexico and Nicaragua, delivering stores, mail and men to the Fleet, investigating conditions at Mexican ports, and giving refuge to United States and other foreign citizens during the unsettled conditions in Mexico. She loaded stores, fresh meats, and ammunition at San Francisco 9 to 14 May 1917, arrived 30 June at Rio de Janeiro and, through March 1918, delivered her cargo to ships operating on the east coast of South America. Delivering food and stores to U.S. troops in Europe departing Rio de Janeiro 2 April, Glacier arrived at New York on the 24th, and became assigned to NOTS. As a Naval Overseas Transport Ship, she made three trips to Europe carrying fresh meats and general stores to naval forces operating in European waters. The first two trips were made from New York to the British Isles, 2 June-26July 1918 and 13 August-20 October 1918, and the third trip from New York to Brest, 4 November 1918-4 January 1919, returning to Norfolk, Virginia, with a cargo of aviation material and high explosives for New York. Standing in at New York 10 January 1919, she was detached from NOTS and assigned to the Train Squadron, Atlantic Fleet. From 6 May to 25 June 1919, she issued stores to the Atlantic Fleet and engaged in target practice with the fleet on the East Coast. Back to the Pacific Glacier departed New York 24 July, arrived 17 August at San Pedro, California, and became attached to the Train Squadron, Pacific Fleet. Until 1921 she was engaged in transporting stores, ammunition, and personnel to ships operating off the California coast and Panama Canal Zone area.
Bow view of ferry at dock. USS Glacier (AF-4) was a Glacier-class stores ship acquired by the U.S. Navy for use in the Spanish-American War. She served again during World War I in the dangerous North Atlantic Ocean, delivering general goods and ammunition to American Expeditionary Force troops in Europe. Acquisition for Spanish-American War service. The first Navy ship to be named Glacier was built as the merchant ship, SS Port Chalmers in 1891 by J.L. Thompson & Son, Sunderland, England; purchased from the Federal Line, London, July 1898; commissioned at New York 5 July 1898, Comdr. J. P. Merrill, USN, commanding; had her name changed to USS Delmonico 6 July 1898, and to USS Glacier 6 days later. Glacier departed Hampton Roads 15 August, and for the following 5 months she supplied ice, meat, and stores to ships of the North Atlantic Fleet operating in the West Indies during the Spanish-American War. Sailing from San Juan, Puerto Rico, 3 January 1899, she arrived at New York 1 week later, and decommissioned there 6 March. Philippine Islands support operations Glacier recommissioned at New York 31 March 1899, assigned to the Asiatic Station, she stood out of Hampton Roads 24 May and arrived 15 July at Manila Bay via the Mediterranean and Suez Canal. Operating in the Philippines during these troubled years, she supplied U.S. Army and Navy forces with ice, meat, and stores; delivered stores to reconstructed gunboats at Hong Kong; and transported large quantities of meat and provisions from Australia to Manila. Sailing Additional turn-of-the-century assignments recommissioning there 15 December, she loaded supplies and provisions at New York and delivered her cargo to ships at Guantanamo, Pensacola, Florida, and the Panama Canal Zone (14 February-7 July 1904). Arriving at Boston, Massachusetts, 17 July, Glacier decommissioned there on the Continued Philippine Islands assignment Glacier became a unit of the Special Service Squadron composed of Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982 (AC-15), Caesar (AC-16), and Potomac (AT-50), assigned to tow the floating dry dock Dewey (YFD-1) from Sparrows Point, Maryland, to the Philippine Islands. Departing Solomons, Maryland, on the Patuxent River 28 December 1905, the squadron arrived at Olongapo, Philippines, via Las Palmas in the Canaries, Port Said, Suez, and Singapore, 10 July 1906. Following delivery of the dock, Glacier proceeded to Cavite for discharge of cargo and repairs. She stood out of Cavite 16 August, and arrived at Boston, Massachusetts, 14 November via the Suez Canal, the Mediterranean, and New York. Assigned to the Atlantic Fleet departing Boston 4 January 1907, Glacier became a unit of the Atlantic Fleet, and engaged in supplying fresh provisions to ships operating in the Atlantic and Caribbean area until returning to New York 14 October. Transferred to the Pacific Fleet as a storeship, she departed New York 5 December and accompanied the Atlantic Fleet on its good will and training cruise to the Pacific, stopping at various ports in the Caribbean, South America, and Mexico en route. Arriving 14 April 1908 at San Francisco, Glacier cruised with the fleet on the California coast until departing San Francisco, California, 29 June. She continued as supply ship to the Atlantic Fleet on its famous voyage around the world, visiting Honolulu, the Fiji Islands, New Zealand, Australia, and the Philippines. On 21 October, while at Cavite, she became detached from the Atlantic Fleet and assigned to the Pacific Fleet in her former capacity. The Commander in Chief of the Atlantic Fleet reports in 1908: "The storeships Culogoa (1889) and Glacier have been in constant attendance on the fleet, and have most successfully met all demands upon them. They have made the fleet absolutely independent of the local resources at the ports visited, which was necessary in view of the large number of men to be subsisted." Loading provisions at Manila and Sydney, Australia (10 November-5 December), Glacier joined the U.S. Pacific Fleet at Talcahuano, Chile, 1 January 1909, and accompanied the fleet on a cruise to South and Central American ports and to Magdalena Bay. They arrived at Mare Island 2 June for repairs. World War I operations continuing in her service as supply ship to the Pacific Fleet until 1918, Glacier was employed in delivering fresh provisions, stores, ammunition, target material, and mail; transporting personnel; and towing target rafts and coal barges. Her principal area of operations was on the U.S. West Coast, Mexico, and Central America. She made two trips to Asiatic waters (22 September 1909-14 February 1910 and 8 April-17 August 1912) to supply ships operating in the Hawaiian area, the Philippines, and the China and Japan coasts. From 1913 to 1917 she operated between California and Mexico and Nicaragua, delivering stores, mail and men to the Fleet, investigating conditions at Mexican ports, and giving refuge to United States and other foreign citizens during the unsettled conditions in Mexico. She loaded stores, fresh meats, and ammunition at San Francisco 9 to 14 May 1917, arrived 30 June at Rio de Janeiro and, through March 1918, delivered her cargo to ships operating on the east coast of South America. Delivering food and stores to U.S. troops in Europe departing Rio de Janeiro 2 April, Glacier arrived at New York on the 24th, and became assigned to NOTS. As a Naval Overseas Transport Ship, she made three trips to Europe carrying fresh meats and general stores to naval forces operating in European waters. The first two trips were made from New York to the British Isles, 2 June-26July 1918 and 13 August-20 October 1918, and the third trip from New York to Brest, 4 November 1918-4 January 1919, returning to Norfolk, Virginia, with a cargo of aviation material and high explosives for New York. Standing in at New York 10 January 1919, she was detached from NOTS and assigned to the Train Squadron, Atlantic Fleet. From 6 May to 25 June 1919, she issued stores to the Atlantic Fleet and engaged in target practice with the fleet on the East Coast. Back to the Pacific Glacier departed New York 24 July, arrived 17 August at San Pedro, California, and became attached to the Train Squadron, Pacific Fleet. Until 1921 she was engaged in transporting stores, ammunition, and personnel to ships operating off the California coast and Panama Canal Zone area.
Stern view of ship at dock. The ship was engaged in transporting stores, ammunition, and personnel to ships operating off the California coast and Panama Canal Zone area. USS Glacier (AF-4) was a Glacier-class stores ship acquired by the U.S. Navy for use in the Spanish-American War. She served again during World War I in the dangerous North Atlantic Ocean, delivering general goods and ammunition to American Expeditionary Force troops in Europe. Acquisition for Spanish-American War service.The first Navy ship to be named Glacier was built as the merchant ship, SS Port Chalmers in 1891 by J.L. Thompson & Son, Sunderland, England; purchased from the Federal Line, London, July 1898; commissioned at New York 5 July 1898, Comdr. J. P. Merrill, USN, commanding; had her name changed to USS Delmonico 6 July 1898, and to USS Glacier 6 days later. Glacier departed Hampton Roads 15 August, and for the following 5 months she supplied ice, meat, and stores to ships of the North Atlantic Fleet operating in the West Indies during the Spanish-American War. Sailing from San Juan, Puerto Rico, 3 January 1899, she arrived at New York 1 week later, and decommissioned there 6 March. Philippine Islands support operations Glacier recommissioned at New York 31 March 1899, assigned to the Asiatic Station, she stood out of Hampton Roads 24 May and arrived 15 July at Manila Bay via the Mediterranean and Suez Canal. Operating in the Philippines during these troubled years, she supplied U.S. Army and Navy forces with ice, meat, and stores; delivered stores to reconstructed gunboats at Hong Kong; and transported large quantities of meat and provisions from Australia to Manila. Sailing Additional turn-of-the-century assignments recommissioning there 15 December, she loaded supplies and provisions at New York and delivered her cargo to ships at Guantanamo, Pensacola, Florida, and the Panama Canal Zone (14 February-7 July 1904). Arriving at Boston, Massachusetts, 17 July, Glacier decommissioned there on the Continued Philippine Islands assignment Glacier became a unit of the Special Service Squadron composed of Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982 (AC-15), Caesar (AC-16), and Potomac (AT-50), assigned to tow the floating dry dock Dewey (YFD-1) from Sparrows Point, Maryland, to the Philippine Islands. Departing Solomons, Maryland, on the Patuxent River 28 December 1905, the squadron arrived at Olongapo, Philippines, via Las Palmas in the Canaries, Port Said, Suez, and Singapore, 10 July 1906. Following delivery of the dock, Glacier proceeded to Cavite for discharge of cargo and repairs. She stood out of Cavite 16 August, and arrived at Boston, Massachusetts, 14 November via the Suez Canal, the Mediterranean, and New York. Assigned to the Atlantic Boston 4 January 1907, Glacier became a unit of the Atlantic Fleet, and engaged in supplying fresh provisions to ships operating in the Atlantic and Caribbean area until returning to New York 14 October. Transferred to the Pacific Fleet as a storeship, she departed New York 5 December and accompanied the Atlantic Fleet on its good will and training cruise to the Pacific, stopping at various ports in the Caribbean, South America, and Mexico en route. Arriving 14 April 1908 at San Francisco, Glacier cruised with the fleet on the California coast until departing San Francisco, California, 29 June. She continued as supply ship to the Atlantic Fleet on its famous voyage around the world, visiting Honolulu, the Fiji Islands, New Zealand, Australia, and the Philippines. On 21 October, while at Cavite, she became detached from the Atlantic Fleet and assigned to the Pacific Fleet in her former capacity. The Commander in Chief of the Atlantic Fleet reports in 1908: "The storeships Culogoa (1889) and Glacier have been in constant attendance on the fleet, and have most successfully met all demands upon them. They have made the fleet absolutely independent of the local resources at the ports visited, which was necessary in view of the large number of men to be subsisted." Loading provisions at Manila and Sydney, Australia (10 November-5 December), Glacier joined the U.S. Pacific Fleet at Talcahuano, Chile, 1 January 1909, and accompanied the fleet on a cruise to South and Central American ports and to Magdalena Bay. They arrived at Mare Island 2 June for repairs. World War I operations continuing in her service as supply ship to the Pacific Fleet until 1918, Glacier was employed in delivering fresh provisions, stores, ammunition, target material, and mail; transporting personnel; and towing target rafts and coal barges. Her principal area of operations was on the U.S. West Coast, Mexico, and Central America. She made two trips to Asiatic waters (22 September 1909-14 February 1910 and 8 April-17 August 1912) to supply ships operating in the Hawaiian area, the Philippines, and the China and Japan coasts. From 1913 to 1917 she operated between California and Mexico and Nicaragua, delivering stores, mail and men to the Fleet, investigating conditions at Mexican ports, and giving refuge to United States and other foreign citizens during the unsettled conditions in Mexico. She loaded stores, fresh meats, and ammunition at San Francisco 9 to 14 May 1917, arrived 30 June at Rio de Janeiro and, through March 1918, delivered her cargo to ships operating on the east coast of South America. Delivering food and stores to U.S. troops in Europe departing Rio de Janeiro 2 April, Glacier arrived at New York on the 24th, and became assigned to NOTS. As a Naval Overseas Transport Ship, she made three trips to Europe carrying fresh meats and general stores to naval forces operating in European waters. The first two trips were made from New York to the British Isles, 2 June-26July 1918 and 13 August-20 October 1918, and the third trip from New York to Brest, 4 November 1918-4 January 1919, returning to Norfolk, Virginia, with a cargo of aviation material and high explosives for New York. Standing in at New York 10 January 1919, she was detached from NOTS and assigned to the Train Squadron, Atlantic Fleet. From 6 May to 25 June 1919, she issued stores to the Atlantic Fleet and engaged in target practice with the fleet on the East Coast. Back to the Pacific Glacier departed New York 24 July, arrived 17 August at San Pedro, California, and became attached to the Train Squadron, Pacific Fleet. Until 1921 she
Bow view of ferry at dock. Crew posed on bow section facing the camera. USS Glacier (AF-4) was a Glacier-class stores ship acquired by the U.S. Navy for use in the Spanish-American War. She served again during World War I in the dangerous North Atlantic Ocean, delivering general goods and ammunition to American Expeditionary Force troops in Europe. Acquisition for Spanish-American War service. The first Navy ship to be named Glacier was built as the merchant ship, SS Port Chalmers in 1891 by J.L. Thompson & Son, Sunderland, England; purchased from the Federal Line, London, July 1898; commissioned at New York 5 July 1898, Comdr. J. P. Merrill, USN, commanding; had her name changed to USS Delmonico 6 July 1898, and to USS Glacier 6 days later. Glacier departed Hampton Roads 15 August, and for the following 5 months she supplied ice, meat, and stores to ships of the North Atlantic Fleet operating in the West Indies during the Spanish-American War. Sailing from San Juan, Puerto Rico, 3 January 1899, she arrived at New York 1 week later, and decommissioned there 6 March. Philippine Islands support operations Glacier recommissioned at New York 31 March 1899, assigned to the Asiatic Station, she stood out of Hampton Roads 24 May and arrived 15 July at Manila Bay via the Mediterranean and Suez Canal. Operating in the Philippines during these troubled years, she supplied U.S. Army and Navy forces with ice, meat, and stores; delivered stores to reconstructed gunboats at Hong Kong; and transported large quantities of meat and provisions from Australia to Manila. Sailing Additional turn-of-the-century assignments recommissioning there 15 December, she loaded supplies and provisions at New York and delivered her cargo to ships at Guantanamo, Pensacola, Florida, and the Panama Canal Zone (14 February-7 July 1904). Arriving at Boston, Massachusetts, 17 July, Glacier decommissioned there on the Continued Philippine Islands assignment Glacier became a unit of the Special Service Squadron composed of Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982 (AC-15), Caesar (AC-16), and Potomac (AT-50), assigned to tow the floating dry dock Dewey (YFD-1) from Sparrows Point, Maryland, to the Philippine Islands. Departing Solomons, Maryland, on the Patuxent River 28 December 1905, the squadron arrived at Olongapo, Philippines, via Las Palmas in the Canaries, Port Said, Suez, and Singapore, 10 July 1906. Following delivery of the dock, Glacier proceeded to Cavite for discharge of cargo and repairs. She stood out of Cavite 16 August, and arrived at Boston, Massachusetts, 14 November via the Suez Canal, the Mediterranean, and New York. Assigned to the Atlantic Fleet departing Boston 4 January 1907, Glacier became a unit of the Atlantic Fleet, and engaged in supplying fresh provisions to ships operating in the Atlantic and Caribbean area until returning to New York 14 October. Transferred to the Pacific Fleet as a storeship, she departed New York 5 December and accompanied the Atlantic Fleet on its good will and training cruise to the Pacific, stopping at various ports in the Caribbean, South America, and Mexico en route. Arriving 14 April 1908 at San Francisco, Glacier cruised with the fleet on the California coast until departing San Francisco, California, 29 June. She continued as supply ship to the Atlantic Fleet on its famous voyage around the world, visiting Honolulu, the Fiji Islands, New Zealand, Australia, and the Philippines. On 21 October, while at Cavite, she became detached from the Atlantic Fleet and assigned to the Pacific Fleet in her former capacity. The Commander in Chief of the Atlantic Fleet reports in 1908: "The storeships Culogoa (1889) and Glacier have been in constant attendance on the fleet, and have most successfully met all demands upon them. They have made the fleet absolutely independent of the local resources at the ports visited, which was necessary in view of the large number of men to be subsisted." Loading provisions at Manila and Sydney, Australia (10 November-5 December), Glacier joined the U.S. Pacific Fleet at Talcahuano, Chile, 1 January 1909, and accompanied the fleet on a cruise to South and Central American ports and to Magdalena Bay. They arrived at Mare Island 2 June for repairs. World War I operations continuing in her service as supply ship to the Pacific Fleet until 1918, Glacier was employed in delivering fresh provisions, stores, ammunition, target material, and mail; transporting personnel; and towing target rafts and coal barges. Her principal area of operations was on the U.S. West Coast, Mexico, and Central America. She made two trips to Asiatic waters (22 September 1909-14 February 1910 and 8 April-17 August 1912) to supply ships operating in the Hawaiian area, the Philippines, and the China and Japan coasts. From 1913 to 1917 she operated between California and Mexico and Nicaragua, delivering stores, mail and men to the Fleet, investigating conditions at Mexican ports, and giving refuge to United States and other foreign citizens during the unsettled conditions in Mexico. She loaded stores, fresh meats, and ammunition at San Francisco 9 to 14 May 1917, arrived 30 June at Rio de Janeiro and, through March 1918, delivered her cargo to ships operating on the east coast of South America. Delivering food and stores to U.S. troops in Europe departing Rio de Janeiro 2 April, Glacier arrived at New York on the 24th, and became assigned to NOTS. As a Naval Overseas Transport Ship, she made three trips to Europe carrying fresh meats and general stores to naval forces operating in European waters. The first two trips were made from New York to the British Isles, 2 June-26July 1918 and 13 August-20 October 1918, and the third trip from New York to Brest, 4 November 1918-4 January 1919, returning to Norfolk, Virginia, with a cargo of aviation material and high explosives for New York. Standing in at New York 10 January 1919, she was detached from NOTS and assigned to the Train Squadron, Atlantic Fleet. From 6 May to 25 June 1919, she issued stores to the Atlantic Fleet and engaged in target practice with the fleet on the East Coast. Back to the Pacific Glacier departed New York 24 July, arrived 17 August at San Pedro, California, and became attached to the Train Squadron, Pacific Fleet. Until 1921 she was engaged in transporting stores, ammunition, and personnel to ships operating off the California coast and Panama Canal Zone area.
INSCRIPTION: The action off Dogger-bank, between the English and Dutch Fleets, commanded by Admiral Parker and Adl. Zoutman. (at bottom); MARKS: Engraved for Ashburton's History of England (at top center), Published by W. & J. Stratford, No. 112 Holborn Hill.Novr. 10.1792 (bottom center), Brown sculpt (under image at right);
ENGRAVING, BOOK ILLUSTRATION, BOOK PLATE, REVOLUTIONARY WAR, NAVAL BATTLE, DOGGER BANK, AMERICAN REVOLUTION, 1775-1783, BRITISH NAVY, DUTCH NAVY, NORTH SEA, HOLLAND, NETHERLANDS, DOGGERSBANK, DOGGERBANKE,
SHORT DESCRIPTION: Book illustration titled "The action off Dogger-Bank, between the English and Dutch Fleets..." published in Charles Alfred Ashburton's 'A new and complete history of England, from the first settlement of Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982, upwards of one thousand years before Julius Cæsar, to the year 1795. ... Forming a chronological detail of ... all the monarchs ... Also, biographical anecdotes of admirals, generals, ..' in 1795. The image appears after page 884. NOTES: Text supporting the illustration from pages 883-884 of Ashburton's publication states: In the beginning of June, Admiral Hyde Parker sailed from Portsmouth with four ships of the line, and one of fifty guns, for the North Sea. In the mean time, Holland strained every nerve for the equipment of such a force, as might be able to convoy their outward-bound trade to the Baltic, and to protect it on its return, if not to intercept ours, and to become entirely masters of the North Seas. It was not, however, until some days after the middle of July that Admiral Zoutman and Commodore Kindsbergen, sailed from the Texel, with a great convoy under their protection. Their force consisted of eight ships of the line, from fifty-four to seventy-four guns, of ten frigates, and five sloops. Several of the frigates were very large, and carried an unusual weight of metal. The Argo, carried forty-four guns, and five more carried thirty-six each. They were joined by the Charles-Town [see note below], an American frigate of an extraordinary construction, she being as long and large as a ship of the line, with several hundred men on board, and thirty-six forty-two pounders upon one deck; a weight of metal, in such a compass and situation, which, it was thought, few single ships could long withstand. She took this opportunity of sailing with the Dutch fleet, in order to go north about, on her way home. Admiral Parker was on his return with a great convoy from Elsinore. He had been joined by several frigates since he left Portsmouth, and by the Dolphin, of forty-four guns; and, in this most critical and dangerous conjuncture, was reinforced by the junction of commodore Keith Stuart, in the Berwick, of seventy-four guns, who had been some time on the coast of Scotland. The squadron now consisted of six ships of the line, of which the Princess Amelia carried eighty guns, the Fortitude (which was the admiral's own ship,) and the Berwick of seventy-four each, the Bienfaisant sixty- four, the old Buffalo sixty, and the Preston fifty guns; but the superiority of the enemy, obliged the admiral to take the Dolphin, of forty-four guns, into his line*. The hostile fleets came in sight of each other on the Dogger-Bank, early in the morning of the 5th of August. Though one of the Dutch line-of-battle-ships had, through some accident, returned to port, yet, as the Argo of forty-four guns was substituted in her place, their line still consisted of eight two-decked ships. The Dutch were by no means disposed to shun the conflict; they drew up with great coolness in order of battle, and waited the shock with the utmost composure. This action, though upon a small scale, was conducted and fought in such a manner, that it recalls fresh to the mind those dreadful sea-fights between England and Holland which the last century witnessed; and which seem to indicate, that those nations contend with the greatest animosity, whose interest it is not to contend at all. The parties were equally determined to fight it out to the last, a gloomy silence, expressive of the most fixed determination, prevailed; and not a single gun was fired, until the hostile fleets were within little more than pistol-shot distance. Admiral Parker in the Fortitude, then ranging a-breast of Mr. Zoutman's ship, the Admiral Ruyter, the action was commenced with the utmost fury on both sides. The cannonade continued without intermission for three hours and forty minutes; when the ships were so ruined on both sides, that they were incapable of answering so much command, as would keep them within the distance necessary for mutual annoyance; while the combatants were unwillingly separated by the mere action of the water. The English ships were chiefly wounded in their masts and rigging, but those of the enemy were principally hurt in their hulls, insomuch that it was with the utmost difficulty they were kept above water, until they reached, separately, and in the utmost distress, such of their own nearest ports as they could first fetch+. *Of this force, the two twenty-fours were by much the best ships. The Princess Amelia, though a three-decker, was so very old and weak, that her metal had been reduced to the rate of a fifty-gun ship, her lower-deck guns being only twenty-four pounders; and the Buſfalo, besides being old, was of so bad a construction, that she had for some years before been discharged from the service, and employed as a storeship in America. +The Hollandia, of sixty-eight guns, and one of their best ships, sunk in the night of the engagement; and the danger was so sudden and extreme, that the crew were reduced to the melancholy necessity of abandoning their wounded in quitting the ship. Her topmasts, though she was sunk in 23 fathoms, being still above water, and her pendant flying, she was discovered in the morning by one of the English frigates who struck, and brought off her colours as a trophy. NOTES: Excerpts of commentary from Historiek.net about the August 5, 1781 Battle of Dogger Bank: On 5 August 1781, the Battle of the Dogger Bank took place near the Dogger Bank, a sandbank northwest of the Netherlands. A fleet from the Republic of the Seven United Netherlands fought an English fleet in an attempt to break a trade blockade. Although the battle ended in a draw and the blockade was not broken, the Republic pretended that a triumph had been achieved. The Battle of the Dogger Bank is part of the Fourth Anglo-Dutch War (1780-1784). This conflict broke out as a result of Dutch support for the American colonies that tried to break away from the British Empire during the American Revolutionary War. Many in the Republic were positive about the American colonists. The future president John Adams, for example, was positively received in The Hague and managed to obtain a war loan of five million guilders. And during trade missions to the New World, Dutch ships brought weapons and other goods for the American struggle for freedom. England looked on with dismay at the Dutch support for the rebellious colonies. When a document containing information about a secret treaty between the city of Amsterdam and the American rebels was intercepted in 1780, it was decided to declare war on the Republic on 20 December 1780. After this, it was decided to blockade the Dutch coast. The blockade caused great hardship in the Netherlands. In August 1781 the fleet finally came into action. Under the command of Rear Admiral Johan Arnold Zoutman (1724-1793) a squadron of seven ships of the line sailed into the North Sea. These ships had to escort a merchant fleet of 71 ships, which had been waiting for more than a year for a trip to the Baltic Sea. At the Dogger Bank the ships encountered an English fleet squadron under the command of Admiral Hyde Parker. The battle broke out at 8:00 in the morning of August 5 and raged for three hours. Ships on both sides were badly damaged. Admiral Parker stopped the battle and the Dutch fleet remained on station for a while but then returned to Den Helder and the ships were too damaged to continue on to the Baltic. Many believed the Dutch had won a victory since the English had been the first to withdraw, but the Dutch fleet did not reach the Baltic, the English blockade remained intact and the grain trade with the Baltic Sea area ended. NOTES: There is no definitive evidence or unambiguous documentation that an American frigate named Charles-town/Charleston/Charlestown participated in the August 5, 1781 Battle of Dogger Bank. Ashburton's publication is the only source that describes a large heavily armed American frigate (with 42-pound guns on her main deck and a hull resembling a ship of the line in length) as part of the Dutch convoy escort. Neither the British or Dutch official reports mention an American frigate participating in the action. It is possible that Ashburton has confused the history details and is actually making a reference to the frigate South Carolina. The frigate is reported to have left Texel on August 11, 1781, just six days after the Battle at Dogger Bank, escorted by the Dutch ship Mars and an unnamed Dutch vessel. This places South Carolina in the area, but does not suggest it participated in the action. After leaving Texel South Carolina headed south through the English Channel, but it avoided any action with British ships. NOTES: The 40-gun frigate South Carolina was designed by French ship designer Jacques Boux, who laid out a 40-gun frigate with the structure of a 74-gun ship-of-the-line. It was built as L'Indien and launched in 1778 in Amsterdam. It was armed with twenty-eight Swedish made 36-pound guns and twelve long 12-pound cannon. British pressure on the Netherlands kept the ship in port for three years when it was sold to Louis XVI who gave it to the Duke of Luxembourg who leased it to the South Carolina State Navy. The ship's first captain, Alexander Gillon, moved South Carolina from Amsterdam to Texel in the spring of 1781. The ship is reported to have left Texel on August 11, 1781, just six days after the Battle at Dogger Bank, escorted by the Dutch ship Mars and another unnamed Dutch vessel. After leaving Texel South Carolina headed south through the English Channel, but it avoided any action with British ships. The ship's purpose was to deliver military supplies to South Carolina and prey on British merchant shipping in route. South Carolina fought during the Battle of the Delaware Capes, also called the 3rd Battle of Delaware Bay, a naval engagement fought off the Delaware River towards the end of the American Revolutionary War on December 20-21, 1782. The engagement was fought by three British Royal Navy frigates HMS Diomede, Quebec and Astraea, and the South Carolina Navy's 40-gun frigate South Carolina, and the brigs Hope and Constance, and the schooner Seagrove. The British were victorious, with only Seagrove escaping capture. All three vessels were tried and condemned. South Carolina was not purchased because the war was coming to an end and had significant design flaws. She was sold as a merchant ship. NOTES: The Dogger Bank is a large sandbank in a shallow area of the North Sea about 55 nautical miles off the east coast of England.
INSCRIPTION: Private Signals of the Whaling Ships of New Bedford Gideon Allen, Agent 1845-50 Ships: Coral, James Allen, Francis 1845-50 Barks: Bramin, Millwood, Octavia Gideon Allen & Son, Agents 1857 Ships: Congress 2nd, Coral, James Allen, Nautilus, Bark, Millwood 1869 Bark: Edward Everett, George, James Allen, Millwood, Nautilus Philip Anthony, Agent 1845 Ship: Menkar 1850 Ship: Menkar, Ship Phoenix James Arnold, Agent 1850 Ships: Cambria & Francis Abraham Ashley, Agent 1857 Ship: Saratoga 1857 Bark: Cachalot 1857 Bark: Endeavor Abraham Barker, Agent 1845-50 Ships: Ashland, Liverpool, Roman 2nd, St. George; Bark Washington George F. Barker, Agent 1857 Ship: Empire, James Edward, Liverpool J.H. Bartlett, Agent 1845 Bark: Canton Packet Jonathan Bourne Jr., Agent 1857 Ships: Hibernia, Hunter, Kingfisher, Lagoda, Marengo, Stephenia, Washington 1857 Barks: Draco, Newton, Roscoa 2nd 1869 Barks: Adeline Gibbs, Alaska, Ansel Gibbs, Draco, Eliza, Hunter, Lagoda, Northern Light, Sea Breeze William O. Brownell, Agent 1869 Ships: Daniel Webster & Marengo Barks: John Wells, Midas, Progress Haskell & Randall, Agents 1845-48 Wm O. Brownell, Agent 1850 Ship: America; Bark Envoy 1857 Ship: Caravan, Ontario, South America 1857 Bark: Envoy James Beetle, Agent 1857 Bark: Fortune Chapman & Bonney, Agents 1857 Ship: Lewis John Coggshall [sic], Agents 1845 Ship: Midas, Stephania, Wm Rotch Cook & Snow, Agents 1857 Barks: Active, Huntress, Helen Snow, Ohio, Stella Cornell & Penniman, Agents 1857 Bark: Eliza Oliver & Geo. O. Crocker, Agents 1845 Ship: Massachusetts 1850 Ship: Courier O. & Geo. O. Crocker, Agents Elisah Dunbar & Co., Agents 1840-45-48-50-69 Edward C. Jones John P. Knowles, 2nd Agent 1869 Bark: Avola, Cornelia, Laconia, Sarah, Seine Jos Dunbar & Co., Agents 1840, 1845, 1848, 1850-54 F. H. Thomas Rodney French, Agent 1845 Ship: Seine 1850 Ship: Garland, Margaret Scott 1850 Bark: Emma, Peri Rodney French, Agent 1845 Bark: Peri Alexander Gibbs, Agent 1840, 1845, 1848, 1850-57 T.N. Gifford, Agent 1869 Bark: Albion, Catalpa, Pioneer William Gifford, Agent 1840, 1845, 1848, 1850-69, 1869 C.H. Gifford David R. Green & Co, Agents 1840-45 Ship: Hercules 2nd, Junior, Mt. Vernon, Sally Anne, Two Brothers 1857 Ship: Junior, Orozimbo Lawrence Grinnell, Agent 1857 Bark: Wavelet T. Knowles & Co., Agents 1845-50 Jacob B. Hadley, Agent Bark: Osceola 3rd Haskell & Randall 1845-48 John Hicks, Agent Bark: Thomas Winslow Hathaway & Luce, Agent 1845 Ships: Niger, Nile, Julian, Statira, Virginia; Barks: Cherokee, Valparisio 1850 Ships: Julian, Niger, Nile, Statira, Virginia; Barks: Cherokee, Valparisio Gilbert Hathaway, Agent 1845 Ship: Henry Kneeland 1845 Bark: Fortune William Hathaway Jr., Agent Ship: Niger Bark: Cherokee Thomas Hathaway, Agent 1840-45 Ships: Leonidas & Swift 1850 Ship: Swift 1857 Ships: Swift, Oneida T.S. & F.S. Hathaway, Agents 1857 Merchantman-Ship: Horatio 1857 Ship: John Jay, Independence T. Knowles & Co., Agent 1857 Charles Hitch, Agent 1845 Bark: Geo. Washington, James Andrews 1845 John A. Standish, Agent Bark: Equator John Hitch & Son, Agent Barks: Java 2nd, Morning Star, Cleora, Orlando, Stamboul, Cossack, Vernon, Geo. Washington, Newark, James Andrews Azel Howard, Agent 1857 Ships: Chili, Morea 1840 Walter Spooner, Agent 1845 B.B. Howard, Agent Ships: Chili, Cowper, Fenelon, Israel, Morca, Parachute 1850 Ships: Chili, Cowper, Henry Kneeland, Morea, Parachute; Bark: Bevis 1857 Ships: Cowper, HY Kneeland, Parachute, William Badger; Bark: Malta A.H. Howland, Agent 1845 - 8 Vessels 1850 - 6 Vessels 1857 Ship: Uncas; Bark: Susan 1857 Charles Taber, Agent Ship: India B.F. Howland, Agent 1857 Ship: Mary Frazier Barks: Courser, Eben Dodge, Millinoket Edward W. Howland, Agent 1845 Ships: Golconda 2nd, Lafayette, Lucas, Marcia, Ohio 1850 Ships: Archer, Euphrates, Herald, Lafayette, Marcia, Ohio, Levi Starbuck 1857 Ships: Cornelius Howland, Euphrates, Herald, Marcia, Ohio, Levi Starbuck, Onward, Reindeer, William Rotch; Bark: Alpha Geo. & Matthew Howland, Agents 1845 Ships: Ann Alexander, Corinthian, Golconda, Hope, Cortes, George & Susan, George Howland, Java-Rosseau 1850 Ships: Ann Alexander, Corinthian, Cortes, George & Susan, Golconda, Java, Roussuea 1857 Ships: Corinthian, Cortes, Geo. Howland, Geo. & Susan, Golconda, Java, Rousseau 1869 Ships: Geo. Howland, Thos. Dickason, Concordia, Java, Rousseau, Geo. & Susan, Desdemona 1869 Bark: Corinthian Lemuel Killock [sic] & Son, Agent 1845 Ship: Cicero, Copia; Bark: Cornelia, Persia 1850 Ship: Charles, Cicero, Copia; Bark: Cornelia, Ohio 1857 Ship: Cicero; Bark: Alice Frazier, Cornelia, Helen Mar, Richmond Issac [sic] Howland, Jr. & Co., Agents 1840, 1845, 1848, 1850 1857 Ships: Bartholomew Gosnold, California, Charles W. Morgan, Contest, Eliza F. Mason, Gideon Howland, Gladiator, Hebernia 2nd, America, Isaac Howland, Minerva Smith, Mart, Rapid, Triton, Gipsy, Joseph Butler, Mercury; Bark: Catalpa James H. Howland, Agent 1845 Ship: Isabella 1845 Bark: Drymo John & James Howland, Agents 1845 Ships: Balaena, Robert Edwards 1850 Ships: Balaena, John Howland, Robert Edwards Lawrence Grinnell, Agent Ship: Euphrates James M. Howland, Agent 1857 Ships: Balaena, John Howland, Robert Edwards 1869 Bark: John Howland Weston Howland, Agent 1857 Bark: Dominga, Dartmouth, Manuel Ortez William P. Howland, Agent 1845 Bark: Roscius 1850 Ship: Roscius, Franklin 1850 Bark: Andrews 1857 Ships: Roscius, Franklin, Young Hector, Tropic Bird 1857 Barks: Andrews, Marion S.H.&W. Ingalls, Agent 1845 Ship: Margaret Scott 1845 Bark: Dimon Kelley & Swift, Agents Ship: Joseph Meigs Zeno Kelley, Agent Bark: Hope Allen Lucas, Agent 1857 Bark: Globe, Array Taft J.A. Macomber, Agent 1857 Bark: Bevis Edmund Maxwell, Agent 1857 Ship: Wm. Wirt, Harrison; Bark: Cleons Edmund Maxfield, Agent 1869 Barks: Annawan, Cleonr, Iona, Lydia, President 2nd Russell Maxfield, Agent 1850 Ship: Leonidas 1857 Ship: Leonidas; Bark: Silver Cloud Charles W. Morgan, Agent 1845 Ship: Abigail, Charles W. Morgan, Condor, Emily Morgan, Hector, Magnolia, Rodman Edward Munro, Agent 1845 Bark: Russell T. & A.R. Nye, Agents 1845 Ships: Desdemona, Elizabeth, Herald 2nd, Janus, Nye, Lancaster, Maria Theresa, Ploughboy 1850 Ships: Elizabeth, Janus, Lancaster, Louisiana, Maria Theresa, Nye; Bark: Desdemona 1857 Ships: Gazelle, Elizabeth, Desdemona, Harold 2nd, Hiawatha, Janus, Lancaster, Maria Theresa, Othello, Thomas Nye; Bark: Stafford Henry F. Thomas, Agent 1850-57 Ship: Drapper, Emerald, Kutusoff 1857 Bark: John A. Darker Frederick Parker, Agent 1845 Ship: John 1850 Ship: John Jireh Perry, Agent 1845 Ships: Canton, Eagle, Hercules, John Adams, Nasseau, Pacific, Wm. (William) Thompson E. Perry & P. Tillinghast, Agents Ships: Canton, Eagle, Hercules, Nasseau, Pacific, Wm. Thompson Lorenzo Peirce, Agents 1848 Bark: Harvest 1850 Bark: Le Baron Wm. Philips [sic] & Son, Agent 1857 Ships: China, Olympia, Twilight, Young Phoenix; Bark: Thomas Pope, San Francisco 1867 Ship: Young Phoenix, Mercury; Bark: China; Merchantman Bark: Sacramento Wm. Philips [sic] & Ashley, Agents 1845 Ships: Olympia, China, Harrison Pope & Morgan, Agents 1845 Ships: Braganza, Chandler Price, Edwards; Bark: Clarice Wm. G.E. Pope, Agent 1850-1857 Ships: Abigail, Braganza, Chandler Price, Condor, Edward, Magnolia, Rodman; Schooner: Alfred Andrew H. Potter, Agent 1869 Bark: Black Eagle, Glacier, Hadley, Orray Taft Chas. S. Randle [sic], Agent 1857 Bark: Oresla 1869 Bark: Live Oak, Norman, Osmanli, Starlight Randall & Haskell, Agents 1845 Ship: Courier, Bark George & Morton 1840 J.C. Haskell, Agent Ship: Mayflower Wm. H. Reynard, Agent Bark: Winslow, Sarah Sheaf, Damelia Thomas Riddell, Agent 1840 Kiddell [sic] & Dix 1845 Ships: Emerald, George Porter J.B. Richmond, Agent Barton Ricketson, Agent 1845 Ships: Brunswick, Canada, Nimrod, Orozimbo; Barks: America, Chase, Smyrna 1850 Ships: Brunswick, Nimrod, Orozimbo Richmond & Wood 1845 Bark: Alto 1850 Bark: Alto, Smyrna 1857 Bark: Alto, Smyrna; Ship: Lancer, President 1869 Joshea Richmond & Son, Agents; Bark: Lancer J.B. Richmond, Agents Isaac B. Richmond 1845 Ships: Addison, Jeannette 1850-57 Ships: Addison, Jeannette; Barks: Anaconda, Dunbarton Andrew Robeson, Agent 1840-45 Ships: Milo, Pacific, Roscoe, Samuel Robinson; Bark: Junius 1850 Ship: Roscoe 1857 Ship: Roscoe E.M. Robinson, Agent 1850 Merchantman Ships: Sea Nymph, Mary Robinson, John Milton Samuel Rodman, Agent 1845-48 Samuel W. Rodman, Agent 1845-48 1850 with R. on flag Thomas R. Rodman, Agent, 1857 William R. Rodman, Agent 1845-48 Ship: Rebecca Sims 1850-57 Ship: Rebecca Sims William R. Rodman, Agent 1840, 45, 48, 50 Bark: Columbus William R. Rodman, Agent 1840-45 Ship: Moss William R. Rodman, Agent 1840-50 Brig: Sarah Louise Wm. J. Rotch, Agent 1845 Ship: Emily Morgan, Hector 1850-57 Ship: Emily Morgan, Hector O. & E.W. Seabury, Agents 1850 Ship: Monongahela; Bark: Sappho 1857 with red S on flag 1857 Ship: Scotland, Sappho, Sea Breeze Otis Seabury, Agent 1869 Bark: Mt. Washington, Sappho A.H. Seabury & Bros. - 1840 Pardon G. Seabury, Agent 1845 Ship: Caroline 1845 Brig: Zoraster James H. Slocum, Agent 1850 Bark: Montezuma, Ingalls & Lucas; Brig Inga James. H. Slocum, Agent 1857 Bark: Montezuma C.A. Church, Agent Keoka Loum Snow & Son, Agents 1840 Barks: Active, Cicero, Helen Snow, Ohio, Roscoe, Seneca Swift & Allan [sic], Agents 1845 Ships: Gratitude, Taxitus 1845 Bark: Tuscaloosa 1850 Ship: Gratitude; Barks: Harvest, J.E. Donnell, Martha, Paulina 1857 Ship: Jireh Smith; Barks: Gratitude, Elizabeth Swift, Eugenia, Fanny, J.E. Donnell, Louise, Martha, Massachusetts, Montgomery, Ospray, Paulinaa 1869 Barks: Aurora, Camilla, E. Swift, Eugenia, Fanny, Helen Marr, Louisa, Massachusetts, Martha, Ospray W.C.N. Swift & Eben Perry, Agents 1857 Ship: Alexander; Barks: Eagle, Hercules, Jireh Perry, Joesphine, Nassau, Pacific, William Thompson 1869 Ships: Commodore Morris, Contest, Janus, Jireh Perry, Josephine, Bald Eagle, E. Corning, Hercules, Pacific, Trident Oben [sic] N. Swift & Co., Agents 1845 Ship: Formosa Taber Reid & Co., Agents 1869 Ships: Robert Edwards, St. George 1869 Barks: Joseph Maxwell, President F. & G.R. Taber, Agents 1857 Ship: Betsy Williams, Rambler; Bark: Laetitia, Afton Henry Taber & Co., Agents 1840-1845 Ships: Barclay, Callav, Good Return, Milton, William & Eliza 1850-57 Ships: Barclay, Callav, Good Return, Hillman, James Arnold, Milton, William & Eliza 1850-57 Barks: Henry Taber, Ocean Wave Taber Gordon & Co., Agents 1869 Ships: Eliza Adams, James Adams, Milton 1869 Barks: B. Cummings, Callav, Coral, Florida, Henry Taber Chas Thacker & Co., Agents 1869 Schooner: Petral Thomas & Dow, Agents 1845 Ship: Magestic; Bark: Dayade 1850 Sylvanus Thomas, Agent 1850 Ship: Magestic S. Thomas & Co., Agents 1848 Ship: Caroline, DanL [Daniel] Webster, Magestic, Morning Star 1848 Bark: Morning Light; Merchantman Bark: RobT [Robert] Pennell Henry F. Thomas, Agent 1850 Ships: Draper, Emerald, Kutusoff 1857 Ships: " " " Bark: John A. Parker James A. Thompson, Agent 1845 Ships: Lewis, Champion with a C [on flag], So. Carolina with S.C. 1845 Barks: Garland with G, Emma with E, Pioneer with P 1850 Ships: So. Carolina, Champion, Brighton 1857 Ships: Champion; Bark: Cavalier, Pioneer West & Paine, Agents 1845 Ship: Montezuma; Bark: Franklin 1850, John P. West, Agent Ship Montezuma; Bark: Franklin Simeon N. West, Agent 1857 Ship: Moctezuma 1857 Bark: John West W. & G.D. Watkins, Agents 1857 Ship: Plover; Bark: Elisha Dunbar, Merlin, Vigilant 1845 William Watkins, Agent, Bark: Hope 1850-69 William Watkins, Agent, Bark: Hope Ship: Swallow; Bark: Merlin, Roman, Vigilant Chas. R. Tucker & Co., Agents 1845 Ships: Benjamin Tucker, Brighton, Fabius, Factor, James Maury 1845 Barks: Canton, Endeavor, Mars, Marcella, Minerva 1850 Ships: Arabella, Benjamin Tucker, Canton 2nd, Fabius, James Maury, Mexican, Montreal, Triton 2nd 1850 Barks: America, Endeavor, Mars, Marcella Daniel Wood, Agent Toby & Ricketson, Agent 1840-45 Ships: Archer, Herald Bark: Dragon Tucker & Cummings, Agents 1857 Ships: Brunswick, E.C. Cowdin Barks: A.R. Tucker, Benjamin A. Cumming, Brighton, Nye Wood & Nye, Agents 1850 Thomas & Wilcox, Agent 1845, 50, 57 Wilcox & Richmond, Agent
OIL PAINTING, SIGNAL FLAGS, WHALING SHIPS OF NEW BEDFORD, SIGNAL BOARD, WHALER, PRIVATE SIGNALS, PRIVATE SIGNAL FLAGS, HOUSE FLAGS, WHALING, SIGNALS AND SIGNALING, VISUAL COMMUNICATION, FLAG CHART,
SHORT DESCRIPTION: Oil painting on canvas by C. Newton titled 'Private Signals of the Whaling Ships of New Bedford.' There are many company/merchant flags shown with the names of their vessels and dates of operation underneath each flag. Looking at the dates of the vessels the painting appears to have been created sometime in the 1840s and received modifications as new ship's were added to each. There do not appear to be any entries made after 1869. NOTES: For information, see New Bedford Whaling Museum finding aids. Newspaper and other references found in object file. Gideon Allen and his brother, William, were whaling agents and investors from 1830 to 1887. Philip Anthony worked as a ship chandler and sold hardware at 91 Union in the 1841 New Bedford City Directory. He owned ship Menkar from at least 1845 to 1854. James Arnold was a merchant at Rotch's square. He owned the ship Cambria, which transported Frederick Douglass in 1847. George F. Barker and Abraham Barker were merchants at 117 Union in the early 1840s, also sold provisions and groceries from that address. Chapman & Bonney existed in at least the 1850s. In 1854 they purchased the schooner Union to be rigged as a brig and used in the North Atlantic whale trade. In 1859 their sail lofts burned in a fire. Coggshall should be spelled Coggeshall Cook & Snow was a partnership between Thomas Cook (1801-1890) and Loum Snow that began in 1828. They were wholesale and retail dealers in dry goods, merchant tailors, and outfitters, but also became involved in whaling trade. Snow left the partnership in 1859 and started his own company; his son joined him in 1867 to create Loum Snow & Son. Cornell & Penniman are listed in this painting as agents for bark Eliza in 1857, they were still agents for her in 1860. Oliver & George O. Crocker were brothers. In 1841 the firm of George O. Crocker & Co. had George T. Baker and Oliver Crocker as partners, and David Crocker as a laborer. They were merchants operating from 7 Commercial wharf. By 1843 the partnership between Baker, Crocker, & Co. of Boston and George O. Crocker & Co. of New Bedford had dissolved, leaving Baker to partner with Edmund Whitney to create Baker & Whitney selling sperm oil, candles, and other general commission business from their stores at 80 and 84 Water Street, which had been the address for Baker, Crocker, & Co. See The Boston Post, February 6, 1843. Elisha Dunbar & Co. was a partnership between Captain Elisha Dunbar and Edward C. Jones. Elisha Dunbar married Ann Howland in 1820, the daughter of John Howland Sr., who built them a house at 46 South Street. Edward Coffin Jones began his career as a stock boy, who worked his way up to being a ship owner and partner. When Dunbar died in 1839 Jones continued the firm alone. William Watkins worked for the company before starting his own (see below). John P. Knowles worked as a partner with T. & J.P. Knowles with Thomas. By 1887 The Boston Globe reported that John P. Knowles 2d was a ship merchant who was in debt. In 1890 the newspapers reported him as an insolvent debtor paying 40 per cent dividend. T. Knowles & Co.: Thomas Knowles worked with John P. Knowles and Joseph Knowles in th 1849 directory as dealers in groceries, provisions, dry goods, etc. at 24 Union. Jos Dunbar & Co. was Joseph Dunbar, a mercantile and whaling agent company. Henry F. Thomas (born 1824) worked for his father then joined Dunbar as a clerk and worked his way up to being a partner in 1845. He took control from 1850 to 1875. The company is listed in the 1836 and 1841 directories located at 9 Middle with Asa T. Lawton as a partner. Rodney French (1802-1886) was a quaker and merchant. He was an abolitionist who supported the Civil War. He won the 1853 mayoral election for New Bedford and a street in New Bedford is named Rodney French Blvd in his honor. William Gifford was a whaling agent for the ships Charles Drew, Minerva, and bark William Gifford. His son, Charles H. Gifford, became a partner and the company name became William Gifford & Son. William died in 1866 and Charles continued the company for a few years. Lawrence Grinnell was a whaling agent who began his career in the counting room of Fish & Grinnell in New York (which later became Grinnell & Minturn, see QO 1030 and QO 1024). He returned to New Bedford to work as a whaling agent, sold sperm oil and candles, and worked with the Mutual Life Insurance Company of New York. Hathaway & Luce was a partnership between William Hathaway Jr. (1798-1885) and Matthew Luce (circa 1802-1852) in 1838. Hathaway was a sailor who became master, and was well traveled. When he partnered with Luce they worked as agents and commission merchants until Luce died in 1852. Hathaway continued the company until the Civil War when he sold several ships and had a few captured by the Confederates. T.S. & F.S. Hathaway was Thomas Schuyler Hathaway (1796-1821) and Francis S. Hathaway (1803-1869). Their father, Humphrey Hathaway (1765-1821) was a ship builder and involved in the whale oil industry. A third brother, Nathaniel, was also a partner until his death in 1836; two of his sons became partners later in life. A.H. Howland was Abner Howland, whose family was very active in the New Bedford whaling industry and also very wealthy. He is a nephew of John Howland Sr., and Abner's home still stands at 22 South Sixth Street. Edward Wing Howland was a whaling agent, owner, and also outfitted whaling vessels in partnership with his brother, Cornelius, and his nephew, George Howland Barney. Edward died in 1879. George & Matthew Howland: George Howland Sr., was a whaling agent who eventually owned nine whaling vessels, a counting house, a wharf, a candle factory, stores, houses, and land. His daughter used his home at 245 Walnut Street to educate fugitive slaves. The home was built as a wedding gift in 1811, and on the wedding day George and his wife Susan watched the launch of the ship George & Susan from their front porch. Frederick Douglass worked for him as a young man. Lemuel Killock & Son should be spelled Lemuel Kollock. He was a ship chandler and grocer in the 1841 city directory, at 3 Whaleman's slip at the corner of Central wharf. Issac Howland Jr. & Co. should be Isaac Howland Jr. & Co. His father, Isaac Howland Sr., began a company where Jr. worked until it failed, but he managed to stay involved in the industry and start his own company. Isaac Jr.'s daughter, Abby Howland, married Edward Mott "Black Hawk" Robinson in 1833 and he took control of the company when Isaac Jr. died in 1834. Robinson was known for his ruthless business tactics and grew the company into a strong, successful venture that made them very wealthy. His daughter, Hetty Green, learned the finances from her father and became the wealthiest woman in America when she died in 1916. Green was known for her stingy financial practices, neglecting medical care for herself and her children to save money. Her son wound up with an amputated leg. John & James Howland were brothers. James started his career at sea but barely survived several dangerous voyages so he retired to life on shore to work with John. James built a house between 1808 and 1815 at 21 South Sixth Street that still stands, but at one time had an observation tower in the yard so that he could still watch the harbor. Charles Waln Morgan lived from 1796 to 1861. He partnered with William Rotch Sr. and Samuel Rodman Sr. as merchant shippers, then worked for himself from 1819 until his death. He owned all or part of numerous whaling vessels.. T. & A.R. Nye were Asa R. Nye and Thomas Nye, Jr. They were merchants at 8 Middle Street in the 1836 and 1841 city directories. Frederick Parker lived from 1806 to 1861, son and partner of prominent whaling merchant John Avery Parker. John hired William Phillips in 1825 and his son, George R. Phillips, in 1848. John died in 1853 and Frederick continued the company. When Frederick died William and George continued the company under the name of William Phillips & Son (incorrectly spelled twice in painting as Philips). Jireh Perry was a merchant with a counting room at 11 Middle Street in the 1841 directory. Ebenezer Perry appears in the record as his son, and Pardon Tillinghast was a partner. Lorenzo Peirce was a cooper who eventually owned 3/4 of the bark Addison from 1860-1867. Pope & Morgan: Samuel Griffitts Morgan was the nephew of Charles W. Morgan and worked as a clerk for his uncle until partnering with William G.E. Pope in about 1836. The 1841 city directory has Pope & Morgan as commission merchants and dealers in duck, iron, etc. in Rotch's Square. Andrew H. Potter was a clerk for the Register Office in 1841. By 1861 the New York Times reported that he worked for A.H. Potter & Co. and was arrested for his part in outfitting the ship Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982 for carrying slaves. Chas. S. Randle may be Charles S. Randall, who went on to be a politician. Thomas Riddell partnered with Thomas R. Dix as merchants with a counting room at 29 Rotch's Square. Barton Ricketson was partnered with Charles Wood, merchants at 31 Centre in 1841. Samuel W. Rodman was a leading manufacturer of cotton goods. The 1841 directory has his office at 3 Rodman, by 1842 he built a large house with a guest house at what is now 35 Seventh Street. The Rodman family had been involved in the whaling industry since 1798 when Samuel Rodman Sr. started working as a merchant, banker, an invested in textile mills. His sons were Samuel Rodman Jr. and Benjamin Rodman. Samuel Jr's son, Thomas Rotch Rodman, also worked for the company. Thomas worked in his father's whaling ventures, then fought in the Civil War before working for the Wamsutta Mill that his father and uncle funded. William Rotch Rodman lived at 388 County Street, built between 1833 and 1836. The Rotch family was another prominent, highly successful whaling family in New Bedford. It began with William Rotch Jr. in 1787, who had worked for his father's counting house in Nantucket. He taught his sons, William Rodman Rotch, Joseph Rotch, and Thomas Rotch, who all worked as whaling agents. Joseph's son, William James Rotch, attended Harvard, founded the New Bedford Cordage Company with his brother, and became mayor. William James married two of Charles W. Morgan's daughters. O. & E.W. Seabury were Otis and Edward W. Seabury, outfitters and agents for whaling ships. Several brothers were also involved in the whaling industry and occasionally contributed to the business. They were Humphrey W., Charles Pinkney, William Harrison, and Jason. Swift & Allan should be spelled Swift & Allen. They were ship chandlers, agents, and commission merchants from 1842 to 1891. Frederick Slocum Allen had worked with Thomas C. Lothrop from 1832 to 1836, then with Ireneus Gooding from 1836 to 1841. He then partnered with his brother-in-law, Jireh Swift, to create Swift & Allen. Their decline began with the Civil War and the company closed for good in 1891. W.C.N. Swift & Eben Perry were William Cole Nye Swift and Eben Perry. The partnership began in 1849, they hired William H. Aiken in 1865, and they hired Frederick Swift (W.C.N.'s son) in 1875. Aiken and Frederick Swift took over control in 1879 and the name became Aiken & Swift, which eventually moved operations to San Francisco by the 1880s. Aiken died in 1893 but Frederick Swift continued working. Oben N. Swift should be spelled Obed N. Swift. He worked with W.C.N. Swift (see above) as live oak contractors at 56 Fifth Street in 1841, prior to W.C.N.'s partnership with Eben Perry. The Taber family is another with long connections to the New Bedford whaling industry. Henry Taber went to sea in 1809 and by 1832 was working as a ship chandler and grocer as Henry Taber & Co. He partnered with David Sherman, then with his son, William Gordon Taber, then with his son-in-law John Hunt. When Henry Taber retired in 1866, William G. Taber and William Gordon Jr. took over and changed the name to Taber, Gordon & Co. Other family members involved in the whaling industry include Henry Taber's cousins, Francis Taber and George Russell Taber, who operated as F. & G.R. Taber, as well as Francis' son, Robert Holloway Taber. Thomas & Dow was a partnership between Sylvanus Thomas and William F. Dow, which had financial difficulties in 1846. Dow also worked as principal of the William Street Boys' School, and Thomas worked with Zephaniah Eddy as Eddy & Thomas in at least 1841. Thomas later created Sylvanus Thomas & Co., and hired George S. Homer in 1859. Homer became a partner by 1867 and partnered with his brother, Frederick, after Thomas died. The company existed into the 1870s. West & Paine started in 1816 by John P. West. It became West & Paine when Samuel S. Paine joined, then S.S. Paine until 1861 when Paine's brother, George Paine, joined and the name changed to S.S. Paine & Bro. They were dealers in brick and lime at 12 Hazard's wharf. John P. West's son, Simeon N. West, was also a whaling agent. W. & G.D. Watkins started in 1840. William Watkins had worked for Elisha Dunbar until that company closed and he started his own. It became William & George D. Watkins from 1851 to 1862. In 1878 George bought the company and partnered with Jonathan Handy to create Watkins & Handy. Tucker & Cummings was a partnership between Charles Smith Cummings and his brother-in-law, Abner R. Tucker in 1853. When Tucker left the company in 1881 Benjamin Cummings joined and the name became C.S. & B. Cummings. Benjamin Cummings also worked with his brother-in-law, Charles H. Gifford, in Gifford & Cummings. Charles Smith Cummings had learned the business from his father and two uncles who were part of William Cummings & Co. Wood & Nye: Willard Nye (1811-1865) started his career with David R. Greene & Co. and was a partner with them by 1836 with Dennis Wood. By 1850 Wood and Nye created their own company as merchants and agents. Nye died in 1865 but Wood continued the company after that. Nye also served as a Representiative twice and Mayor of New Bedford. (See A Genaeology of the Nye Family)
Contains photographic negatives of old engravings of London, William Penn, Elizabeth Barrett Browning, Hippocrates, Brutus_Unknown_DSPV-01982_Unknown_DSPV-01982_Unknown_DSPV-01982, General Wolfe, Sir Christopher Wren, Cardinal, photographic negatives of early stage coaches, the cargo ship Moana, ship interiors, paper plants, oil refineries, orange groves, copper mines, Nagasaki and Hiroshima, sailboats, the sailing yacht Zylph, the battleship USS Missouri, the Presidential yacht Williamsburg, Mrs. Ogden Phipps, train cars, copies of famous paintings, a portrait of Abraham Lincoln, McKenzie River, Minneapolis, orton Estate, Toronto, Canada, the steamship Paris, Chicago, Illonois, Raleigh, North Carolina, horses, riders, carriages, the Metropolitan Opera, dogs and cats, Melbourne, Australia, jungle scenes, St. Paul, Minnesota, Norfolk, Virginia, explosion wreckage, cotton harvesting, President FD Roosevelt, children's toys, ocean views, San Joaquin Valley, cobblestone streets, cowboys, sports places, clocks and clock mechanisms, Challis, Idaho, power driven sleds, Hansom cabs, war damage in Manilla, sheep, Persepolis, Kaschau, Hungary, Sajo River, Budapest, Hungary, Bucharest, Hungary, which is now modern-day Romania, officers aboard an unidentified US submarine, warehouse fires, divers, copies of the Declaration of Independence, copies of the first two amendments of the US Constitution, engravings of whales and whalers, Cape Cod Church, the vessel Gertrude L Thebaud at full sail, interior of an unidentified lighthouse, railroad stations, turbine generators, Plimsoll marks of unidentified vessels, jet assisted take-offs from unidentified aircraft carriers, tallyho coaches, Yosemite National Park, Madison, Wisconsion, Akron, Ohio, Salt Lake City, Utah, the freighter Benson Ford, the Kansas City Skyline, copies of Lincoln's Gettysburg Address, Hudson River, copies of the Ten Commandments, glass blowing and metal working, Radio City, Madison Square Garden, flowers, Wilbur Wright, Elektro the Robot, the Waldorf-Astoria Hotel, Sir Thomas Lipton, yachts, congress, natural gas pipelines, factories, Rose Kolovsky, the MIT electro-mechanical differential analyzer, copies of the bblueprint plans of USEGE Vicksburg, men and women at work, diamond mines, Krupp guns, Miami, Florida, Saugerties NY Steamboat Company, hermaphrodite brigs, a portrait of Rudolf Diesel, greyhound busses, railroad tracks, bulldozers, cotton gins and cotton weaving machines, dairy farms, a lockheed P-80 Shooting Star, jet fighters, Corpus Christi Naval Air Station, Admiral Mtscher and Commodore A A Burke, Ford auto assemply lines, diesel engines and generators, engravings of Diogenes and Disraeli, stereotype castings, the vessel SS Paris, seaplanes, war correspondents, Mechanical Goods Division of General Tie & Rubber Company, Westinghouse Memorial Bridge, Baker Colbery, nitrate loading of ships in Norfolk Terminal, George Washington Bridge, Tobacco Auctions, Williamsburg, Virginia capitol building, lobstermen and lobster traps, sports planes, various Currier & Ives prints, the Milwaukee Yacht Club, unidentified yachts, the Chiacgo Skyline, Killarney, Ontario, Georgian Bay, Ontario, Mulberry secret floating harbor and Normandy landing spot, Atlantic City, Windsor Station, Montreal, Carlsbad Cavern, engineering tools and tables, Norfolk, Virginia, gas lamps, Bridal Veil Falls and Half Dome at Yosemite National Park, Nevada Falls, El Capitan monolith, Glen Alden Mine, Yosemite Falls, Westinghouse Plant, an engraving og Ericsson's Cival War Monitor, paintings of the USS Constitution, views of Tacoma, Washington, a Sun Main Raisin factory, Hawaiian locals, agricultural supplies, the Pearl Locks near Honolulu, Hawaii, Makapuu paintings, the State of Wisconsin Conservation Department, the Wisconsin River, the Saint Croix River, Cooper Falls State park, Edouard de Reszke, Little Current, Ontario, Sullivan City, NY, the vessel SS Olympic, the Hotel Del Monte, horseless carriages, subway cars, various shots of the Caterpillar Corporation buildings in California, logging operations and lumber mills, Bloomingdale, New York, 7 Keys Lodge at Loon Lake, and views of Saranac, New York.
