Stranger

Mariners' Museum, Uncurated Search Results

Type: Bugeye

Year: 1879

Builder:

Location: Tilghman

Eastern Shore
Sailing Workboats

ESSW Home

Chesapeake Shipbuilding Project

These records are found in the online catalog of The Mariners’ Museum and Park in Newport News, Virginia. Uncurated search results are presented to give researchers and interested readers an idea of whether the museum’s archives contain information about this vessel and whether it may be worthwhile to visit the museum’s catalog search page for further investigation. Uncurated results may be inaccurate or incomplete.

Search mode: Exact Name. Search phrase(s): "Stranger". Results returned: 46. Results displayed in this table: 46.

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Fetch?	Row ID	Media	Date	Vessel	Place	Related Places	Inscription/Marks	Subject	Notes	Archive Number
	1	No image URL.						Whales.	Plates.	LB64970
	2	No image URL.				United States–Description and travel.; United States–Social life and customs.		Slavery–Social conditions–United States	Added t.-p., engraved, is a facsimile from the London edition of 1807. "Of this autographed edition ... seven hundred and fifty copies have been printed. This copy is no. ."	LB8719
	3	No image URL.		Canada. Royal Canadian Navy–History		Canada–History, Naval.		Naval museums–Canada.; Naval museums–Design and construction. Canada; Museum architecture–Canada	The Canadian naval museum : __understanding the familiar stranger __by Billard, Robert	LB81934
	4	No image URL.							Contains black-and-white photographs.	MS0817/01-17.199
	5	No image URL.		Thomas W. Lawson (Schooner : 1902).				Schooners–United States.	Stranger in truth than in fiction : the American seven-masted schooners.	LB60256
	6	No image URL.							NOTES: LP 200- LP 225 are part of a set of lithographs in colors on wove paper by Frederic Schiller Cozzens (American, 1846-1928). ADDITIONAL INFORMATION: See Kelley, J.D.Jerrold, "American Yachts", Chapter l and pg. 422. See also "The Old Print Shop Portfolio", Vol. I, No. 9, May 1942.	CL18648
	7	No image URL.						Male friendship in literature; Men in literature; Social problems in literature; Sea stories, American–History and criticism	Includes index.	LB14586
	8	No image URL.				Niagara Falls (N.Y. and Ont.)–Guidebooks.			Every stranger his own guide to Niagara Falls : __the latest and most comprehensive work yet before the public ; containing a table of distances, and the intermediate places on the five principal routes leading from Niagara Falls to Albany, via Montreal, Quebec, and Saratoga Springs __by W.E. Hulett	LB2871
	9	No image URL.						Lighthouses–Norway; Beacons–Norway	Reflective signs for day and night-time navigation : __paper introduced at the 19th International navigation congress, London, July 1957	LB37235
	10	No image URL.				United States–Description and travel.; United States–Social life and customs.		Enslaved persons–Social conditions. United States	Includes index. Added t.p., engraved. Page 499 erroneously numbered 49.	LB30807
	11								LABEL COPY: RACE FOR THE AMERICA'S CUP – THE START, 1893 Engraving Harper’s Weekly, October 5, 1893 LE 2536 The Incident of 1895 Bad sportsmanship is no stranger to the America’s Cup, particularly on the defense side. On many occasions during its long stewardship of the Cup, the New York Yacht Club has been accused of fixing the rules for its own benefit. However, the most notorious incident of poor sportsmanship originated not on the defense side, but on the part of a challenger—Lord Dunraven—in 1895. On the day of the first race, the waters were clogged with 35 steamships, 50 steam yachts, 35 sailing yachts and more than 100 tugs and other craft, carrying a total of over 60,000 spectators. When DEFENDER won the race, Dunraven complained that the American yacht’s waterline was higher than reported. A re-measurement proved the accusation unfounded. At the start of the second race, while trying to avoid a passing steamship, VALKYRIE’S main boom accidentally swept across DEFENDER’S deck, ripping out her starboard shrouds. DEFENDER’S skipper, Hank Haff, threw up a protest flag as VALKYRIE sailed on and crossed the line. After consulting photographs, the committee disqualified VALKYRIE and awarded the win to DEFENDER. Though the New York Yacht Club had offered to resail the race, Lord Dunraven refused, protesting that it was impossible to race amid 200 spectator boats. For the third race, VALKYRIE showed up flying her working sails, but as soon as she crossed the line, she lowered her racing flag, furled her sails, and headed back to port. DEFENDER sailed the course and was awarded the win and the match. Dunraven never apologized, and was asked to resign his honorary membership in the New York Club in 1896. (AMERICA'S CUP EXHIBIT - 1/25/2000)	CL16513
	12								SHORT DESCRIPTION: The print shows the Moray Firth with Fort George on the left and the town of Fortrose on the right. In the water there are several sailing ships as well as one row boat fighting the waves in the foreground. NOTES: Image is from before page 48 of volume 2 of “Scotland Illustrated,” written by William Beattie and published by George Virtue in 1838. NOTES: George II ordered the construction of Fort George after the Jacobite rebellion in 1746. Fortrose is a town on the opposite shore with a peninsula that reaches into the waters of the Moray Firth. Excerpt from pages 49-51: “We now proceed to Fort George occupying the eastern extremity of the county with projects into the Moray Frith [sic]. It was built at the disastrous period just named, by command of the duke of Cumberland, and covers a space of ten Scotch acres. The fortifications are regular, and, like others composing the hain of forts built to check any future rise on the part of the Highlanders, were finished under the direction of the best engineers of the day...It contains barracks for more than two thousand troops, exclusive of houses for the governor and officers; and is amply provided with all of the accommodations to be found in the best fortification in the kingdom. The buildings unite great strength and solidity with elegance of execution; but the stranger is tempted to wish that the vast sums there expended had been employed of some work of more permanent advantage-something that, while it kept them in check, might have promoted the interests of the Highlands. While this vast citadel was erecting, famine was severely felt in the surrounding districts-the cottages were in ruins, the land uncultivated, and the survivors still suffering from the violence employed against them at the close of the rebellion. Having answered the purpose of their erection, these formidable bastions now serve only to recall the circumstance which caused them...Fortrose, on the opposite side of the Frith [sic], is remarkable as a free town…”	CL15563
	13								SHORT DESCRIPTION: The image depicts Cape Split near Parrsboro, Nova Scotia, Canada. At this location the Minas Basin meets the Bay of Fundy near Partridge Island. The water in the image is rough, and there is a sailing ship on the left that may be floundering in the waves with two sailors at the bow, and two smaller sailboats and sailors and also wooden debris in the water nearby. The rocky cliffs tower above the scene. NOTES: Image is from volume 2 of “Canadian Scenery," written by Nathaniel Parker Willis. The print appears before page 114 in the 1842 publication by George Virtue. NOTES: The description in the book spells the town as Parrsborough, but it is actually spelled Parrsboro. An excerpt from pg. 114: “On the opposite side of the channel is the pretty little village of Parrsborough [sic], sheltered by the bluff cliff called Partridge Island; which, resisting the force of the tides in the Bay of Fundy, makes a secure harbour for the craft engaged in the navigation of the Basin of Minas and the adjoining rivers. Through the narrow channel between Partridge Island and Cape Split, at the outer entrance of the basin, the great body of water collected in this immense reservoir escapes into the Bay of Fundy. The singular appearance of this cape, whose detached masses of rock appear to have been shivered by some mighty convulsion of nature, and shaken from their original foundations, has never failed to excite the surprise and admiration of every stranger who has seen it.”	CL15688
	14								SHORT DESCRIPTION: Colored lithograph titled "View of Buffalo, N.Y., from the Old Lighthouse." Image drawn and lithographed by Edwin Whitefield, printed by Francis Michelin. The scene shows Buffalo stretched along the banks of the Niagara River. The buildings of the city are shown on the far bank of the river while the riverbank in the foreground is mostly rural. There are many steamboats, barges and sailing vessels on the river, others are docked at warehouses that line the river. Two keys in the lower margin identify fifteen locations in the print, mostly commercial buildings, churches, public buildings like the police station and courthouse, hotels, and markets. People are swimming from a small boat in the foreground at the left. There is a tall building marked "Dart's Elevators." NOTES: One of the series "Whitefields Views of American Cities." Shows the sidewheel steamboats Niagara, schooner Stranger, Geo. Davis, A.O. (or D) Patchen, Emerald, Great Western, Oregon, Troy, New Orleans, Louisiana, Empire, Globe, Indiana, Saratoga, Odd Fellow, St. Louis, and London	CL19058
	15								NOTES: This piece is plate 5 of a group series entitled " The Baltic Fleet." See description plate filed with LP 2705. The Baltic Fleet Becalmed: Although the Crimean Peninsula was the sight of most of the action of the Crimean War, an important phase of that conflict took place in the Baltic Sea. Part of the British and French Fleets were stationed in the Baltic to blockade Russia's European seaports and to harrass her in the north. This campaign was carried on only during the warm months of 1854 and 1855. Ref: The Royal Navy - Clowes. DESCRIPTIVE SHEET TEXT: V. The Fleets becalmed-Screw Ships getting Steam up. During the fine weather of the summer months in the Baltic there were frequently light favourable breezes in the earlier part of the day, which, dying away gradually, left the vessels becalmed in the afternoon. The Sketch represents the Fleets on one of these occasions; the wind failing, the screw ships getting steam up. The principle vessel in the picture is the Blenheim, 60, with her main royal lowered, in order to show better the "demand," viz., two flags which are hoisted upon the appearance of a strange sail in any direction, and kept flying by all the ships in the Fleet until the stranger has answered by "showing her number," or has been otherwise made out. On the left-hand side of the Picture is the French Fleet, composed of sailing-vessels preparing to be taken in tow by their own and English steamers.	CL19133
	16								SHORT DESCRIPTION: A view of Rutzschuk, now Ruse, Bulgaria on the Danube River. There are Ottoman men sitting and standing in the foreground, several of them are smoking long pipes, and several others are leaning over a small boat that has been pulled on shore. There is a small fire with a pot of something cooking in it. In the distance there are more people along the shore, and a steamboat has pulled to a pier, with white smoke puffing from the funnel. There is a square defensive fort behind the steamboat, with the walls sloping inward as they rise, and a flag flying from the top. On shore there are many buildings, some with minarets that show where a mosque is located. There are other small boats pulled in front of a few buildings. NOTES: From page 277 of “The Danube, its history, scenery, and topography, splendidly illustrated, from sketches taken on the spot by Abresch, and drawn by W.H. Bartlett,” published in 1844 by George Virtue. The author is William Beattie. An excerpt from page 226: “This town and fortress, with that of Guirgevo opposite, hold a distinguished rank among the frontier cities of Turkey, but suffered greatly in the last Russian campaign. Rutzschuk has a mixed population of Turks, Greeks, Jews, and Armenians, estimated at thirty thousand; and the trade that is jointly carried on by them forms a pleasing contrast to the sloth and inactivity so characteristic of the towns already mentioned. It is the principal mart of Bulgaria, and, with increased activity on the part of its inhabitant, the advantages of its natural position are such as to give it a distinguished name among the commercial cities of Turkey. It appears to be very strongly fortified; and the determined resistance which it offered to the Russian army encamped before it was such, that the siege was abandoned by command of the emperor. It’s ramparts, however, in common with other military strongholds of its class, were dismantled, agreeably to the treaty which followed; but enough remain to convince the stranger of what was done and suffered on that fearful night, when- ‘The thick mist allow’d / Nought to be seen save the artillery’s flame, / which arch’d the horizon like a fiery cloud, / And in the Danube’s waters shown the same- / A mirror’d Hell! - the volleying roar, and loud / Long booming of each peal on peal, o’ercame / The ear far more than thunder, for Heaven’s flashes / Spare, or smite rarely-man’s make millions ashes!’ Like that of all Turkish towns, the effect of Rutzschuk, when seen in the distance, is very striking; but like these, also, in their internal arrangements and appearance, it is far from prepossessing, when a traveller enters on a closer inspection...” SHORT DESCRIPTION: Page from The Danube: Illustrated in a Series of Views Taken Expressly for this Work, Volumes 1-5, edited by William Beattie.	CL16144
	17					USA; UTAH; SALT LAKE CITY	Text on card-35-BATHING IN GREAT SALT LAKE- Soon after the pioneers arrived they saw a great body of water in the distance. A few of them set out on an expedition of an investigation and reportedly finding an inland salt sea, where salt was not only in the water, but on the shore nearby. After analyzing the water it was learned that the water was more densely impregnated with salt that of the Dead Sea. From that time until the present, extending over a period of sixty years bathing in this remarkable body of water has been constantly increasing. There is both health and pleasure gained by those who are fortunate in living within easy reach of this popular bathing resort, known as Saltair. So dense is the water mixed with salt that all one has to do is drop upon it and he will float with ease. The stranger on first entering the water, will at times, lose his footing by the buoyant force, when a scramble follows to regain his footing again, as most people prefer being on taier feet in strange places, with their hands above water. This bathing resort is eighteen miles from Salt lake City, with good accommodations on the cars to and from the resort and the price is but twenty five cents for the entire trip. There are 600 bath rooms, connected with the pavillion which is an immense and costly building. Each bathroom is supplied with fresh water, shower, bath where the salt is washed from the body after leaving the lake. The lake like others has an irregular outline, but it is said that the average dimensions are 45 miles wide by 7 miles long, near the Saltair Pavillion works.	Beach Scene	CURATOR NOTES: Close view showing bathers floating in salt lake, facing and waving at the the photographer. NORMAN PATTERSON COLLECTION.	MS0365/-#054
	18	No image URL.				Scotland		National characteristics, Scottish	Scotland of to-day __ __by T.F. Henderson and Francis Watt ; with 20 illustrations in colour by Frank Laing ; and 24 other illustrations	LB25818
	19								SHORT DESCRIPTION: Watercolor drawing by Irwing John Bevan titled 'Capture of the "Lottery" 8th February 1813.' The image shows the American privateer schooner Lottery. Although classed as a schooner the vessel has yards on the foremast indicating she carried three square rigged sails and a gaff rigged sail. Lottery is at anchor and has boarding nets rigged. Eight rowing boats flying British white ensigns at the stern are rowing towards Lottery. The two at the front of the line are against Lottery's starboard side and are in the act of boarding. Dense smoke covers the Lottery's deck. Three large vessels are at the left, apparently at anchor as no sails are set. Hilly, wooded country is it he background of the scene suggesting the artist is unfamiliar with the geography of Lynnhaven Bay or the Chesapeake Bay region. NOTES: [From Naval History of Great Britain, Vol. VI] On the 8th of February, at 9 a.m., while a British squadron, consisting of the 18-pounder 36-gun frigates Maidstone and Belvidera, Captains George Burdett and Richard Byron, and 38-gun frigates Junon and Statira, Captains James Sanders and Hassard Stackpoole, was at anchor in Lynnhaven bay, a schooner was observed in the north-west, standing down Chesapeake bay. Immediately the boats of the Belvidera and Statira were detached in chase. Shortly afterwards, on Captain Byron's making the signal, that the chase was superior to the boats, a fresh force of boats was sent, making nine in all, under the command of Lieutenant Kelly Nazer. On seeing the boats approaching her, the schooner, which was the Lottery, of six 12-pounder carronades and 28 men, Captain John Southcomb, from Baltimore bound to Bordeaux, made all sail to escape ; but soon found herself becalmed. At 1 p.m. she opened from her stern-chasers a well-directed fire upon the headmost boats, or those first detached. These rested on their oars until their comrades came up; when the whole rushed forward, and, through a very animated fire of round and grape, boarded the schooner, but did not carry her until after a most obstinate resistance, in which Captain Southcomb was mortally wounded, and 18 of his men also wounded, many of them dangerously. The British sustained a loss comparatively slight, having had only one man killed and five wounded. This was a very gallant resistance on the part of the Lottery; and Captain Southcomb, until he died, was treated with the greatest attention by Captain Byron, on board of whose frigate he had been brought. Captain Byron then sent the body of the Lottery's late commander on shore, with every mark of respect due to the memory of a brave officer; and he afterwards received a letter of thanks from Captain Charles Stewart of the American 18-pounder 36-gun frigate Constellation, at an anchor in James River leading to Norfolk, watching an opportunity to put to sea. The Lottery was a fine schooner of 225 tons, pierced for 16 guns, and afterwards became the Canso in the British service. NOTES: Lottery was built in Talbot County, Maryland in 1811. It was home ported in Baltimore. According to the London Gazette, Lottery was carrying a cargo of coffee, sugar and lumber from Baltimore to Bordeaux when it was captured by the British. After its capture Lottery was taken into the British Navy and renamed HMS Canso. The British sold Canso in 1816. The London Gazette, March 16, 1813, page 550, carries a letter from Captain George Burdett to Sir John Borlase Warren describing the action: His Majesty's Ship Maidstone, Lyn-Haven Bay, Chesapeake, 9th February 1813., Sir, I have the pleasure to inform you of a very gallant achievement that was performed by the boats of the squadron you did me the honour to place under my command, for the blockade of this port and its rivers. Yesterday morning, at nine o'clock AM a schooner was observed in the NW standing down the Chesapeake Bay; at the same time I made the Belvidera and Statira's signal, No. 239, with the north-west compass signal. As the stranger approached the squadron, I perceived her to be a vessel of considerable force; Captain Byron at the same time made the signal for her being superior to the boats in chace, but not to those of the squadron united. I immediately made the signal for all barges, cutters &c. &c. to proceed in the same direction; upon which the schooner made all sail in the direction from whence she came, and I had the satisfaction to see she was quite becalmed. At one o'clock PM the stranger opened a well-directed fire upon the headmost of our boats from his stern chase guns, and I was happy to find the boats in advance rested on their oars until they all formed up, when a vigorous and gallant attack was made by all the boats, nine in number, under the orders of Lieutenant Nazen, Second Lieutenant of His Majesty's ship under my command, who happened to be senior officer, through a very heavy fire from all the enemy's guns, when he was boarded, and carried, sword in hand, after a most obstinate resistance, which was maintained upon the deck of the enemy for a few minutes. She proves to be the American armed schooner Lottery, of two hundred and ten tons, mounting six twelve-pound carronades (but pierced for sixteen), with a complement of twenty-eight men, from Baltimore bound to Bourdeaux, with a cargo of coffee, sugar and logwood: she is coppered and copper fastened. I also have the honour to enclose a list of the killed and wounded in the different boats of the squadron, which, I am happy to add, is trifling, when compared to the obstinate resistance made by the enemy, whose loss was very great, the captain and eighteen men dangerously wounded. The list of wounded indicates Maidstone had two wounded, one severely, Belvidera had none, Junon had two wounded, one severely, and Statira had two wounded, both dangerously and one died. NOTES: Information concerning the Bailey Collection of watercolor views of U.S. Naval actions (1745-1850) in The Mariners’ Museum, Newport News, Virginia. In 1940 The Mariners’ purchased from a dealer in London a collection of 254 watercolor drawings, which were at the time attributed to Charles T. Warren (1767-1823), an engraver. They were represented as having belonged to a Charles Kingsley Bailey, and have henceforth been referred to as the Bailey Collection. The views in the collection range from the Siege of Louisburg in 1745 to an action which occurred in 1850. Simply on the basis of the breadth of coverage, then, it appeared unlikely that these were executed contemporary to the action by one person. Moreover, persons making studies of individual vessels represented in the collection have pointed out that there are major inaccuracies in the details of the vessels. Research initiated by the museum from 1974 to 1982 subsequently revealed that the watercolors were actually done by Irwin John Bevan (1852-1940). Welsh-born Bevan was a keen naval historian and his sketches and paintings included many maritime subjects. His work can be seen in Sea Fights of the Great War by W.L. Wyllie and M. F. Wrenn, published in 1918. Since Bevan did book illustrations, the present assumption is that this group of watercolors was executed to illustrate a projected work on the history of the U.S. Navy, especially as it related to the British Navy. Detailed contemporary accounts of the U.S.-British actions were written down in letters, official reports and newspapers of the day and nineteenth century historians had these sources available for their texts. The accounts accompanying Bevan’s paintings relied heavily on all these sources. Notwithstanding this however, the paintings must not be taken as primary documents of either the vessels or the engagements. They should be viewed in the context of the artist’s conceptions, which may vary considerably in their reliability. It is left to the discretion of the researcher whether or not this material will be of value in the current project.	CL12950
	20								SHORT DESCRIPTION: The print shows the waterfront of Hull with small row boats and sailboats in the foreground. Behind that is a pier with a crowd of people, and the many buildings of the town. The steeple of Trinity Church is visible, and the text describes the citadel on the far right. NOTES: Trinity Church was built about 1300, but as of 2017 was reordered and given the status of minister. Now called Hull Minister it still serves a religious purpose and hosts arts and cultural events alongside the cafe. The Hull Citadel was built between 1681 and 1690, though defenses on that site existed as early as 1541. Hull Dock was built between 1807 and 1809, and operated until closing in 1969. NOTES: The image Hull, located in Yorkshire, England, shows buildings in the background and multiple ships and people on some of the ships in the foreground. NOTES: The image is from before page 85 of volume 1 of “The Ports, Harbours, Watering-Places, and Coast Scenery of Great Britain," published by George Virtue in 1842. (TMMP Library DA625 .F49 Rare) The book was first published in 1838 by Charles Tilt with descriptions by William Andrew Chatto. It was then published several times in 1839 and 1842 by George Virtue, and later after 1855 by Virtue & Co. under George’s son, James S. Virtue. The name also changed slightly, but kept the "Ports, Harbours, and Watering Places" part of the title. The books that the Virtues published kept Chatto’s descriptions for the first volume, but they expanded the book to two volumes. William Beattie wrote the text for the new second volume and an appendix added to the end of the volume 1. NOTES: From the end of the 1842 edition of Volume 2: “In taking leave of these two Volumes, illustrating the Ports, Harbours, Watering-places, and Coast Scenery of Great Britain, a few words of explanation appear necessary. The work was originally commenced by Messrs. Finden [William and Edward], and for some time carried on with all the taste and spirit characteristic of these distinguished Artists. But the remuneration accruing from the sale being found inadequate to defray the expenses incurred in its production, it was offered to the present Publisher, who readily saw the improvements of which it was susceptible and became the purchaser. Arrangements were then made for its continuation. Mr. BARTLETT, whose illustrations are so familiarly and favourably known to the Public, set out on a tour of observation along the northern coasts of England and Scotland; and, after visiting every locality indicated, returned with a portfolio of drawings taken on the spot. These were immediately placed in the hands of eminent engravers; a re-issue and continuation of the work were announced; and it is gratifying to state, that the reception which it has since met with from the Public has been most liberal. With regard to the letterpress descriptions, I beg it to be expressly understood that the labours of my pen have been confined to the Second Volume and the Appendix of Vol. 1. The First Volume was written under the signature W.A.C. - prior to my connexion with the work; and, in justice to that author, I feel it at once a duty and a pleasure to conclude the work with this statement. William Beattie, M.D.” January 1842 J. Rickerby, printer, Sherbourn Lane Excerpt from the book: “The view of Hull, from a painting by Balmer, is taken from the Humber, looking towards the north. Beyond the river-craft, which are seen in front, is the entrance to the Humber dock; and the jetty to the right, which appears crowded with people, is a favourite promenade with the inhabitants of Hull, who sometimes assemble there in crowds to watch the sailing and arrival of the steam-packets. The most distant building to the right is the citadel, at the entrance of the river Hull, which then discharges itself into the Humber. Towards the middle of the engraving is seen the tower of Trinity Church, the only object which, at the distance of a mile, commands the attention of the stranger, and gives an individual character to the river.” The text goes on to describe the town and rivers.	CL16415
	21								NOTES: Showing the American Steamboat RIVERBIRD, and British Steamer, waterfront, and consulates of the various nations fronting the River. Russel W. Thorpe believed this painting was the work of artist George Chinnery. NOTES: [J. Willoz-Egnor, 3/22/2024] An article in Ballou's Pictorial of May 9, 1857 titled 'The Hong Factories, at Canton' discusses the group of buildings seen in this painting just to the right of center. Excerpts: The group of buildings, from right to left, are the Danish Hong, New Hong, Soi Ke Hong, New French Hong, and Minqua's Hong, at the foot of Old China Street. Here too are the Club House, Boat House, Masonic Lodge and Canton Library Rooms...to the right are the American Hong occupied by King & Co.; in its rear is Dent & Co's Hong. Then comes the Powshan Hong, occupied by English merchants; Imperial Hong, Wetmore & Co. (American); Swedish Hong; Russell & Co. (American), and Chow-Chow Hong, occupied by Parsees. The Episcopal Church forms what was called the boundary between the English and American gardens. On landing at Canton, the stranger is forcibly struck by the singular effect which the building of the “hongs,” or European factories, in the midst of Chinese houses, produce on the eye. The space allotted to the factories consists of a strip of land reclaimed from the river; and in front of each is displayed the national flag. There are thirteen hongs, including English, American, Dutch, French, Austrians, and other merchants. Each consists of four or five houses ranged round a closed court. The English hong far surpasses the others in elegance and extent. These buildings, which front the south, are built upon a flat raised on piles, and separated from the river by a quay called “ Resplendentia Walk.” They have stairs by which the handize is shipped. Immense numbers of boats are moored all along the shore hard by. VESSEL INFORMATION - VESSEL NAME: RIVERBIRD VESSEL BUILT: 1854 VESSEL TYPE: STEAMBOAT SHIPBUILDER: SAMUEL SNEEDEN BUILDER LOCATION: NEW YORK, NEW YORK	CL8802
	22								SHORT DESCRIPTION: This print depicts the port of Canton, China and its large European factories. The port has many small Chinese boats, as well as large foreign ships (these are foreign factories). The boats have various Chinese figures, as do the buildings lining the water. The print is very brightly colored. NOTES: Plate 23 From "Sketches of China and the Chinese, from drawings by Auguste Borget", La Chine et le Chinois. Canton, September 20, 1838: On landing at Canton, a stranger is struck beyond measure at the singular effect produced by the buildings of the European factories in the midst of Chinese houses. I will therefore first of all describe the little spot which the sublimity of the Emperor has conceded to the barbarians. The space allotted to the factories consists merely of a strip of land gained from the river, measuring not more than seven or eight hundred feet in length by about three or four hundred feet wide. In front of each factory, at the top of a high mast, is displayed the national flag — English, French, American, Dutch, &c. This is the only part of the city where a European is permitted to walk ; and as it is at all times crowded by Chinese of every rank, the foreigner gains little by this tolerance. They therefore generally content themselves with taking the air on the roofs of their houses when they cannot sail along the canals, which are, it appears, considered neutral ground. The European habitations front the south, and are bounded on the east by a ditch or inlet from the river, over which there is a bridge leading into the street which passes behind the factories. All the hongs have communications with the river by means of stairs from which the merchandise is shipped. On the west are Chinese houses bounded by a canal without outlet, but which is always crowded with boats. The hongs are divided into three separate groups by two thoroughfares ; one called China Street, the other Hog Lane. In the western group, on which New Street opens, and which encloses four factories, is the French hong, which does not front the place ; it is situated between the Spanish hong and that of a hanist or Chinese merchant trading with Europeans. The middle division contains the Danish, American, English, and Austrian hongs, with heavy and graceless fronts. In the last division is the hong of the East India Company which far outshines all the others, with its projecting terrace supported by columns. It is indeed the finest and the most pretending of all the foreign buildings in Canton. It has a little garden enclosed by a wall on each side, and a palisade on the river. Then comes the Dutch factory, which has also a terrace, smaller than the other ; and after that, the house of a merchant to whom the Chinese have given the nick-name of the old iron-toothed rat. The interior of the hongs present a succession of passages and courts containing houses and commercial establishments ; those of the English and of the East India Company being the largest and most commodious NOTES: Auguste Borget (1808-1877) was a French artist. Beginning in 1836, he traveled through North and South America before stopping briefly in Honolulu in May, 1838, on board the ship "Psyche", on a world tour. He went to Canton in September 1838 and stayed in the region for 10 months. While in Canton, he met the English artist George Chinnery, and they went on sketching trips together. In July 1839 he visited Manila, Singapore and Calcutta. In 1840 he traveled widely in India, returning to Paris in the summer of that year. Borget’s sketches and watercolors from China were the basis for his most famous publication "Sketches of China and the Chinese", published in 1842. His book "La Chine ouverte" was illustrated with fine woodcut engravings. A major Salon of his original works, including watercolors and boldly executed oil paintings was held in Paris in 1843. Borget died in 1877.	CL20328
	23								ADDITIONAL INFORMATION: Stauffer, "American Engravers" which says this print was published in 1813 others state that the piece was submitted for copyright in 1814. NOTES: William Charles (1776 - 1820): Born in Edinburgh in 1776, Charles worked briefly alongside Gillray, Rowlandson and Cruikshank before moving to America in 1806. His palpable shortcomings as a designer were partially offset by his willingness to embrace the well-established practice of lifting good ideas from ones colleagues. Working out of New York and Philadelphia, he published thirty-five satires which deployed the techniques and vocabulary of the great English caricaturists to comment on Americian events from the American point of view. [From: http://www.haleysteele.com/exhibition/caricatures/wcharles.html] LABEL COPY: JOHN BULL MAKING A NEW BATCH OF SHIPS TO SEND TO THE LAKES 1813 William Charles, artist Line engraving on paper LE 2547 (Seapower Gallery 1976)	CL16524
	24								NOTES: A wood engraving from Gleason's Pictorial, Volume 7, Issue 18, page 280 showing of a scene showing a tree-lined road that runs along the harbor at New London, Connecticut. The road is being used by a horse and carriage as well as a team of oxen pulling a load behind them. In the background the cityscape is visible and in the center the harbor is seen with a combination of sailing ships and pleasure boats. NOTES: This is the text supporting the image: NEW LONDON, CONNECTICUT. The scenery of New London rivals its historical associations in fame and interest. We present, in the accompanying sketch, a view from a point two miles below the city, on the delightful shore-road which leads to the Pequot House, and to the light-house at the mouth of the river Thames. The spires of the Episcopal and the First Congregational churches are plainly visible; the former edifice is built of red sandstone, the latter of light gray granite, and each is very very costly and beautiful; indeed, the richness and good taste of the churches in southern New England are quite equal to that of any to be found in our large cities, and must be a matter of surprise to the stranger. In the eentre of the sketch is Fort Trumbull, a massive and spacious structure of granite, well mounted, and commanding the fine harbor. To the right of this fortification is seen the shipping, for which the city has been eminent, and which is still extensively employed in the whale-fishery. At this point of the picture, the river disappears in the in the distance, its banks being very picturesque all the way to the hills of Norwich, which stands at the head of the tide-water. On the right of our view, opposite to New London, is the village of Groton, with the remains of Fort Griswold, and the tall shaft of the Ledyard monument crowning the hill above the town. A fac-simile is herewith offered of a tomb stone, supposed to be the oldest in the State, east of the Connecticut, and which is to be found in the old burial ground at New London. It commemorates one of the brothers Lord, from whom nearly all of that now frequent name are descended; the sixth Richard in lineal descent from this one, is now a citizen of Lyme, Ct. The words on the stone are easily deciphered, excepting the word "paroxymies," as it stood before the the slab was broken; it 's supposed to refer to some kind of social paroxysms or disputes which this worthy captain "composed," that is, arranged or set tled. He appears, from sundry records, to have been an umpire, a pеaсе-maker, as well as "the starre of our cavallrie." In connection with this relic, we give an accurate drawing of Lady Fenwick's tomb, on the western shore of the Connecticut river, at Saybrook. It stands on a slight eminence, bare of trees or anything attractive, near the remains of an old fort, and is about a mile south of the ferry, and a mile north of the light-house at the mouth of the river. Col. George Fenwick, husband of this lady, settled in Saybrook in 1639, under the patent held by Lords Say and Brook, from whom the town is named. The noble lords, dissatisfied with the reign of Charles I., intended themselves to emigrate to this region, but did not. Lady Fenwick was Lady Anne Botcler or Butler. It was a condition made by Col. Fenwick in selling his property here, that the tomb of his wife should be kept in repair by the purchaser and his heirs forever; and it so happens that the descendants of the purchaser have always lived on the land so disposed of. Hence the inscription on the tomb is a modern one, made according to the ancient agreement. The "oldest inhabitant" cannot recollect any previous lettering on the stone; the sandstone, of which the tomb is composed is so worn and furrowed by time and storm, that it is not wonderful that any original marks have long since disappeared. The shape of the monument is quaint and singular, as may be seen from the engraving. Saybrook is further notable as the place, for a residence in which it is said that Cromwell, Pymm, Hasselrig and John Hampden--the great revolutionists of England--actually embarked in a vessel at London; but for some reason did not carry out their plan, and so changed the course of English history. The town is better known as the original seat of Yale College, the first fifteen commencements having been held here. The removal of the institution, or more particularly its library, caused so much disturbance that the governor of the State and a posse of officers were requisite to enforce the measure, and even then a part of the library was stolen and the removal of the rest much hindered by the burning of bridges and obstructing the roads. The famous "Saybrook Platform" was a system of doctrine and church government adopted as a basis of the seminary. Lyme, the town intervening between New London and Saybrook, has too, among other quaint items of history, a most unpuritan settlement by a pugilistic tournament between four combatants, two from each town, of a claim to certain lands which was alike urged by New London and Lyme. The champions of the latter town achieved the victory, and Lyme holds the claim to this day. The other item is the naming of a part of the beach on the Sound, at Lyme, from the circumstance of a negro sleeping in the first log-cabin built on that side of the river, to guard the same from the Indians, before the settlers were ready to take possession. The place has always since been called "Black-hall."	CL16383
	25								SHORT DESCRIPTION: Black and white wood engraving titled "A Strange Species of Whale, Stranded on the Beach at Dennis, Massachusetts." The image was published in the April 3, 1869 edition of Harper's Weekly (Vol. XIII, No. 640). Drawn by J. H. Blake. The image shows a northern bottlenose whale stranded on a rocky beach. A man with a harpoon stands to the left. Behind the man are cliffs or eroded sand dunes. NOTES: Text from Harper’s Weekly, April 3, 1869, page 221-222: “Cast Up by the Sea.” This animal, classed scientifically under the head of Cetacea, was found off the beach at Dennis, Massachusetts, January 29, 1869. When found the blood was still warm, and it is supposed to have accidentally come too near the shore in the night, and by the force of the waves, which were high at the time, to have been driven entirely to the land, where, by its constant exertions to free itself, it soon became exhausted; at the same time the tide ebbing left it at some distance from the water, where it soon died. It measured 25 feet in length and 6 feet in height. It had a very large tail, measuring six feet across from the extremity of one lobe to that of the other; two pectoral fins two feet five inches long, also one dorsal fin nearly midway on its back, three or four inches high, thick at the base and narrowing toward the top. The head, the most peculiar and conspicuous portion of the animal, is globular on the upper part, tapering toward the lower side; the anterior part nearly perpendicular, the upper part a little in advance; and at the bottom is a projection very much resembling a bill, 20 inches long, slightly curved, giving the fore part of the animal its singular and striking appearance. No teeth were to be seen protruding through the gums, but on dissection several were found on the forward end of the lower jaw, which indicates that the animal had not arrived at maturity. No teeth were found on the upper jaw. The eyes were comparatively small. On top of the head, a little forward of the eyes, was situated the "spout-hole." The external surface of the body was jet black, smooth, and shone like oiled silk. Its "blubber," a fatty substance covering the muscles, was from 2-1/2 to 4 inches in thickness, and was sold for $175; the purchasers probably obtained from it seven or eight barrels of oil of a superior quality. Massachusetts waters are known to be frequented at different times of the year by eleven distinct species of Cetacea; but as far as observations and investigations have gone none of these bear a close resemblance to this specimen; therefore, it is considered a stranger in these waters, and probably a new and undescribed species. The skeleton has been obtained by Professor Agassiz, and is now at the Museum of Comparative Zoology, Cambridge, Massachusetts. It did not arrive, however, until after his departure for Havana, consequently it has not been examined by the distinguished savant. Of this order of animals this is the sixteenth now in the possession of the Museum; but the crowded state of the rooms prevents any of them being exhibited. During the present year, however, the showroom is to be more than tripled in size by the extension of the building; and it is to be hoped ere long room will be found for exhibiting these skeletons all mounted naturally, when an excellent opportunity will be offered for studying and comparing them. NOTES: The book ‘Whaling Prints in the Francis B. Lothrop Collection’ (1987) states: This northern bottlenose whale was found stranded on a Cape Cod beach, January 29, 1869. It was and still is the only recorded occurrence of this species in Massachusetts waters, and was thus quite the curiosity at the time and a subject of interest to later scientists. The skeleton was obtained by J. H. Blake and give to the Museum of Comparative Zoology in Cambridge. NOTES: Nantucket native William F. Macy learned the printer’s trade at Nantucket’s newspaper, ‘The Inquirer and Mirror.’ After going to the mainland he worked in several printing shops around Boston and was appointed as the first instructor in printing at the Lyman School for Boys in Westboro, Massachusetts. Later Macy opened an insurance agency in Boston. Throughout this time he continued studying Nantucket history and frequently contributed articles to ‘The Inquirer and Mirror’ (signing his articles "Yorick"). Around 1912, in collaboration with Anna Gardner Fish and Roland Bunker Hussey, Macy issued the first edition of the "Nantucket Scrap Basket". He arranged for a second edition of this publication in 1932. In 1915, Mr. Macy prepared and published "The Story of Old Nantucket," a condensed history of Nantucket (reprinted in 1931). He was a founder and one time president of "The Sons and Daughters of Nantucket." In 1924, Macy was appointed President of the Nantucket Historical Association and served until his death in 1935. During this time Edward F. Sanderson approached the Association about receiving his collection of whaling paraphernalia with the purpose of establishing a whaling museum on Nantucket. When he returned to Nantucket in 1928 Mr. Macy purchased the old American House property, on the corner of Orange Street and Martins Lane, and built the house now standing there. This became Macy’s headquarters during his decade of planning, raising money and finally establishing the Nantucket Whaling Museum which opened its doors on July 24, 1930.	CL10713
	26								SHORT DESCRIPTION: Aquatint titled "The Melancholy Ship Wreck of the Frances Mary from St. Johns, J. Kendall, Master" published by Edward Fisher on October 1, 1827. The image depict the shipwreck and rescue of the ship Frances Mary (sometimes spelled Francis Mary) in the middle of the North Atlantic. The dismasted Frances Mary (sometimes spelled Francis Mary) sits at the center right with just the stump of the mainmast still standing and supported by a temporary stay stretched from the bow. An upside down British ensign, a sign of distress, flies from the shrouds. Five people are visible on the deck, two women and three men. A woman in a blue dress, a man dressed as a sailor (blue pants, blue and white striped shirt) and man in a white shirt and canvas colored pants stand at the stern starboard quarter waving to the approaching HMS Blonde. Near the mainmast a man in blue helps a woman in a yellow dress. It appears as though a temporary shelter has been erected over the bow. Lines drape over the side and portions of the railing and stanchions are missing. The water around the disabled Frances Mary are rough and waves are crashing over the deck. The HMS Blonde is in the background at the center left with the foresail and mainsail brailled up and the fore topgallant and main topgallant sails loosed. NOTES: France Mary was carrying a cargo of timber from New Brunswick, Canada, to Liverpool, England, was dismasted in strong gales and was adrift for 32 days. The survivors resorted to cannibalism. It was a woman who got them through the crisis by taking on the unpleasant task of preparing the bodies for eating. The survivors were rescued by HMS Blonde, commanded by Lord George Byron, which finally was able to rescue them after attempts by other vessels to reach them in rough seas had failed. The abandoned vessel was later found and salvaged by HMS Diamond. NOTES: Historian Doug Ford describes the event in an article for Jersey Heritage, a UK historical society: "In the spring of 1826 the drawing rooms of the English residents of St Helier would have been a-buzz with the gossip surrounding the latest news reported in the pages of the Island’s English language newspaper, The Jersey Loyalist, concerning the wreck of the 398-ton ship, Frances Mary. On 20 March the Loyalist included the tantalising line: … “For 22 days the survivors supported their wretched existence by actually feeding on the dead bodies of those who died in the wreck.’ The whole story came out in the edition printed two weeks later on 3 April, and what made it even more salacious was that two of the survivors were women, one of whom, Ann Saunders, had played an important role in the survival. The Francis Mary had been on passage carrying a cargo of timber from New Brunswick in Canada to Liverpool. She cleared St Johns, Newfoundland, on 18 January 1826, and by 1 February she had encountered strong gales … Five days later she lost the long boat, her rudder, two bower anchors and the foremast. At this stage, as a precautionary measure 50lbs of bread and a 5lb cheese were stowed in the main top and Mrs Kendall, the captain’s wife, and a female passenger, Ann Saunders, were sent aloft. … By 11 February the food ran out and still the storm blew." Continuing this account, Ford detailed that ten days later one of the seamen died, followed by 11 more over the next two weeks, including Ann Saunders’ fiancé. Saunders was not much older than 18 and was brought along as a servant and companion by Mary Kendall, who was 25 years old. In accounts published by Captain Kendall in 1826 and by Saunders herself the following year, it was Saunders who played a critical role in the survival of the six passengers who ultimately were rescued, by her performing the unpleasant job of cutting up and cleaning the dead bodies for the survivors to eat; in her written account, she attributed her fortitude to her faith in God. Although Captain Kendall lived long enough after the event to publish his account, the print’s dedication refers to Mary Kendall as “Relict” and “only survivor” of “the late Captain Kendall,” so apparently he died sometime before the publication date of October 1, 1827. NOTES: [Durham Chronicle - Saturday 01 April 1826] APPALLING RELATION. In our last week's paper we gave a short account of the wreck of the Frances Mary. The following are the particulars: [these come from the report of Captain Kendall] Sailed from St. John's, Jan. 18 Feb. 1, Strong gales carried away the main top-mast and mizen-most head. At 11 p.m. shipped a heavy sea, which washed away the caboose, jolly-boat, and disabled five men. Feb. 5, heavy sea stove our stern in. Saved 50lb of bread, and 5lb of cheese, which stowed in the maintop; got captain's wife and female passenger up; most of the people slept in the top; at daylight found Patrick Cooney hanging by his legs to the catherpins[catharpins, part of the rigging], dead, from fatigue. Feb. 6. at 8 a.m. saw a strange sail; made signal of distress; stranger spoke us and remained in company 24 hours; but received no assistance - the American making an excuse that the sea was running too high. Put the people on a short allowance of 1/4 of a biscuit a day - Suffered much from hunger and thirst. On about the 11th Feb., saw a large ship to the northward. Did not speak her. At this time all our provisions were out - suffered much from hunger, having received no nourishment for nine days! Feb. 21, departed this life, James Clarke (seaman): this time on half a gill of water a day, and suffering much from hunger; during the whole period of being on the wreck, were wet from top to toe. Feb. 22, John Wilson (seaman) died; preserved the body, cut him in quarters, washed them overboard, and hung them up on pins. Feb. 23, J. Moore died, and was thrown overboard, having eaten part of him, such as the liver and heart. From this date to Saturday the 5th of March, the following number perished from hunger:- Henry Davis, a Welsh boy; Alexander Kelly, seaman; John Jones, apprentice boy; James Frier, cook; Daniel Jones, seaman; John Hutchinson, seaman and John Jones, a boy; threw the last overboard, his blood being bitter; also, James Frier, who was working his passage home under promise of marriage to Ann Saunders, the female passenger, who attended on the master's wife; and who, when she heard of Frier's death, shrieked a loud yell, then snatching a cup from Clerk (the mate) cut her late intended husband's throat, and drank his blood, insisting that she had the greatest right to it! - a scuffle ensued, and the heroine (the words of the Narrator) got the better of her adversary, and then allowed him to drink one cup to her two. Feb. 26, on or about this, an English brig hove in sight - stranger hauled his wind towards us, and when abreast of us, kept his course, about one mile distance, and we soon lost sight of him; - the sea quite smooth, but he went off having shewn English colours; had he at this time taken us off the wreck, much of the subsequent dreadful suffering would have been spared. March 7. His Majesty's ship Blonde came to our relief. Words are quite inadequate to express our feelings, as well as those which Lord Byron and our deliverers most evidently possessed, when they found they had come to rescue six of their fellow creatures from a most awful lingering, but certain death. It came on to blow during the night a fresh gale, which would, no doubt, have swept us all overboard. Lieut. Gambier [leader of rescue boat crew from HMS Blonde] observed: "You have yet, I perceive, fresh meat" "No, Sir, it is part of a man, one of our unfortunate crew! It was our intention to put ourselves on an allowance even of this food, this evening, had not you come to our relief". The Master's wife [Mary Kendall née Denmeade], who underwent all the most horrid sufferings which the human understanding can imagine, bore them much better than could possibly have been expected. She is now, although much emaciated, a respectable, good-looking woman, about twenty-five years of age, and the mother of a boy seven years of age. But what must have been the extremity of want to which she was driven, when she ate the brains one of the apprentices, saying it was the must delicious thing she ever tasted; and it is still more melancholy to relate, the person whose brains she was thus forced to eat, had been three times wrecked before; but in the present instance he perished, having survived similar sufferings for a space of twenty-nine days, and then became food for his remaining shipmates! Ann Saunders, the other female, had more strength in her calamity than most of the men; she performed the duty of cutting up and cleaning the dead bodies, keeping two knives in her monkey jacket; and when the breath was announced to have flown, she would sharpen her knives, bleed the deceased in the neck, drink his blood, and cut him up as usual! From want of water, those who perished drank their own urine and salt water; they became foolish, crawling upon their hands round the deck (when they could) and died generally raving mad. [Globe - Monday 03 April 1826] Mr. Kendall, the master of the ship Frances Mary, his wife, and the female passenger, who were among the unfortunate persons saved from the wreck of that ship by the Blonde, have recovered sufficiently from their emaciated state, to set off for Liverpool, to which port the ship belonged. But we must call the attention of the feeling and benevolent public to the case of three of the seamen, who endured such intense hardship and suffering as to be yet in very weak and debilitated state. The money which has been liberally offered by the seamen of the Blonde cannot be received until the ship is paid wages. The men, therefore, are at present wholly dependent for present support on the liberality of those who can feel for fellow creatures so providentially rescued from a miserable death, and disposed to render them assistance to reach their respective homes, which at present they are incapable of attempting. They are now at the Still Tavern, Bath-square.- Hampshire telegraph. NOTES: Ann Saunders also wrote a "Narrative of the shipwreck and sufferings of Miss Ann Saunders: who was a passenger on board the ship Francis Mary, which foundered at sea on the 5th Feb. 1826, on her passage from New Brunswick to Liverpool"; published USA 1827. In this she states that she was born in Liverpool in 1802 and she decided to make the voyage from Liverpool to St John's (starting 10 November 1825) and back to accompany Mrs Kendall and because she wanted to be with James Frier. She quotes a total of 21 people on board.	CL10491
	27								NOTES: The date on this watercolor is incorrect, it did not occur in May 1779 but on June 9, 1780. This may indicate the artist was using Clark (1814) to create some of his labels. NOTES: Volume 1, page 102 of 'Naval History of the United States..." by Thomas Clark (1814) discusses this event: In the year 1779 [sic], captain John Foster Williams was appointed to command the Massachusetts' state ship Protector. She was an excellent vessel; mounted twenty guns on her gun-deck, and six on her quarter deck and forecastle. On the 7th of May, he sailed from Boston on a cruise. At seven in the morning of the 9th of June, a sail was discovered to the westward, to which Williams immediately gave chase with all the canvas he could spread. On approaching her, she appeared to be a large armed ship or frigate. Williams had his ship cleared for action, and stood for her under English colours, until he came within hail. To his demand wherefrom, he was answered, "from Jamaica." He then hauled down the English colours; ran up American; and gave her a full broad-side, which was soon returned, when the action became very warm. It continued without any intermission, and with yard arms interlocked in each other, for an hour and a half, when captain Williams perceiving his antagonist's ship to be on fire, hauled off from her; but before he had gained the distance of twice the length of his ship, the fire had reached the magazine, and she blew up. Captain Williams immediately ordered his boats to be got out to their assistance. They succeeded in picking up fifty-five of the crew of the wreck, the greater part of whom were wounded by shot in the engagement, and several much injured and burnt by the explosion. These men informed captain Williams, that the ship he had been engaged with was a large letter of marque, called the Admiral Duff; that she mounted thirty-two guns, and was commanded by captain Richard Strange. The loss in the American vessel was very inconsiderable. She had only one man killed and five wounded. She, however, received a number of shot in her hull. Her sails, rigging, &c. were also much injured. Among the officers who signalized themselves in this engagement, was the late commodore Preble, then a young midshipman. On this occasion, he gave strong indications of those great qualities, by which he afterwards so eminently distinguished himself, and became so useful to his country. NOTES: Excerpts from 'A Naval History of the American Revolution' by Gardner Weld Allen, pages 514: On her cruise to the eastward the Protector fought a hard battle on the Banks of Newfoundland of which the captain gives an account in his journal. "Friday, June 9, 1780, wind "W.S.W. At 7 A.M. saw a large ship to windward bearing down for us under English colours; she hauled up her courses in order for action. At 11 A.M. we came alongside of her under English colours, hail'd her; she answered from Jamaica. I shifted my colours & gave her a broadside. She soon returned us another. The action was heavy for near 3 glasses, when unfortunately she took fire and soon after blew up; got out our boats to save the men, took up 55 of them. Among them was the 3d mate and the only officer sav'd; the greatest part of them very much wounded and burnt. She was called the Admiral Duff, a large ship of 32 guns, commanded by Richard Stranger, from St. Kitts and St. Eustatia laden with sugar and tobacco, bound to London." The Protector lost one killed and five wounded out of her complement of two hundred. The account continues on pages 515-517 with an account of the action by one of Protector's midshipman, Luther Little. NOTES: Information concerning the Bailey Collection of watercolor views of U.S. Naval actions (1745-1850) in The Mariners’ Museum, Newport News, Virginia. In 1940 The Mariners’ purchased from a dealer in London a collection of 254 watercolor drawings, which were at the time attributed to Charles T. Warren (1767-1823), an engraver. They were represented as having belonged to a Charles Kingsley Bailey, and have henceforth been referred to as the Bailey Collection. The views in the collection range from the Siege of Louisburg in 1745 to an action which occurred in 1850. Simply on the basis of the breadth of coverage, then, it appeared unlikely that these were executed contemporary to the action by one person. Moreover, persons making studies of individual vessels represented in the collection have pointed out that there are major inaccuracies in the details of the vessels. Research initiated by the museum from 1974 to 1982 subsequently revealed that the watercolors were actually done by Irwin John Bevan (1852-1940). Welsh-born Bevan was a keen naval historian and his sketches and paintings included many maritime subjects. His work can be seen in Sea Fights of the Great War by W.L. Wyllie and M. F. Wrenn, published in 1918. Since Bevan did book illustrations, the present assumption is that this group of watercolors was executed to illustrate a projected work on the history of the U.S. Navy, especially as it related to the British Navy. Detailed contemporary accounts of the U.S.-British actions were written down in letters, official reports and newspapers of the day and nineteenth century historians had these sources available for their texts. The accounts accompanying Bevan’s paintings relied heavily on all these sources. Notwithstanding this however, the paintings must not be taken as primary documents of either the vessels or the engagements. They should be viewed in the context of the artist’s conceptions, which may vary considerably in their reliability. It is left to the discretion of the researcher whether or not this material will be of value in the current project. VESSEL HISTORY: Alternate vessel names: (1) USS PROTECTOR (1779-1781); (2) HUSSAR (1781-1783).	CL12864
	28								SHORT DESCRIPTION: The image shows the town of Macduff, Scotland, with the harbor and the waterfront visible. In the foreground there are groups of people working in and around the boats, some with fishing nets. On the right there is a kind of tower on the pier, with people climbing to the top or already on top. In the background is Macduff, with buildings on the hillsides. Most prominent in this image is the Macduff Parish Church with the Town Cross nearby. NOTES: The image is from after page 36 of volume 2 of “The Ports, Harbours, Watering-Places, and Coast Scenery of Great Britain," published by George Virtue in 1842. (TMMP Library DA625 .F49 Rare) The book was first published in 1838 by Charles Tilt with descriptions by William Andrew Chatto. It was then published several times in 1839 and 1842 by George Virtue, and later after 1855 by Virtue & Co. under George’s son, James S. Virtue. The name also changed slightly, but kept the "Ports, Harbours, and Watering Places" part of the title. The books that the Virtues published kept Chatto’s descriptions for the first volume, but they expanded the book to two volumes. William Beattie wrote the text for the new second volume and an appendix added to the end of the volume 1. The image first appeared in volume 2 of "Scotland Illustrated," written by William Beattie and published by George Virtue in 1838. NOTES: Macduff Parish Church was first built in 1805, replacing an earlier 1768 building that had been located on a different site. This 1805 church was enlarged in 1865 and the steeple was entirely replaced. The cross near the church is the Town Cross, erected by the second Earl of Fife in 1783 to honor his founding of the town and his family. NOTES: An excerpt from The Ports, Harbours, Watering-Places, and Picturesque Scenery of Great Britain about the print. “Macduff, which in the course of a century has emerged from its humble origin of a few fishermen’s huts into a town and harbour of no little importance on this coast, is not an object of increasing interest to all who delight in tracing the gradual rise and progress of national prosperity, in the ramification of our trade and commerce. The town is situated about a mile and a half to the east of Banff; and in the grouping of its buildings presents an aspect sufficiently romantic to arrest the attention of every stranger who has a taste for the picturesque. […] The import and export traffic of this port continues on the increase, and employs numerous vessels that carry on a regular trade with London and the ports of the Baltic. The exports consist chiefly of corn, salmon, cod-fish, and granite, for which the quarries of this coast have been so long known and appreciated. It is also a favourite fishing-station, and possesses a numerous fleet of boats engaged in the herring-fishery, which is here prosecuted during the season with great activity and success; an occupation that has been the means of training up a larger number of hardy seamen, and thus contributing to the naval supremacy of our country in a great degree than any other branch of the coasting-trade. It has at the same time been instrumental in providing an important portion of the subsistence of the peasantry in the district, as well as furnishing a supply for transmission to the metropolis and the southern part of the Kingdom, and successfully viewing with the far-famed staple of Yarmouth. The herring-fishery on the coast of Scotland was long confined, almost exclusively, to the coasts of Caithness and Sutherland; but owing to the encouragement afforded by government at the termination of the war, the fishing of herrings was commenced on the Aberdeen, Banff, Moray, and Ross-shire coasts; and it was soon discovered that the herrings were both as good in quality and as abundant on the south side of the Moray Frith [sic] as on the north. This trade, from a small beginning, has now become flourishing and extensive; and although the government bounties have been withdrawn, it is still carried on with great spirit and activity. The quantity cured within the district amounts in favourable years to about thirty thousand barrels. NOTES: From the end of the 1842 edition of Volume 2: “In taking leave of these two Volumes, illustrating the Ports, Harbours, Watering-places, and Coast Scenery of Great Britain, a few words of explanation appear necessary. The work was originally commenced by Messrs. Finden [William and Edward], and for some time carried on with all the taste and spirit characteristic of these distinguished Artists. But the remuneration accruing from the sale being found inadequate to defray the expenses incurred in its production, it was offered to the present Publisher, who readily saw the improvements of which it was susceptible and became the purchaser. Arrangements were then made for its continuation. Mr. BARTLETT, whose illustrations are so familiarly and favourably known to the Public, set out on a tour of observation along the northern coasts of England and Scotland; and, after visiting every locality indicated, returned with a portfolio of drawings taken on the spot. These were immediately placed in the hands of eminent engravers; a re-issue and continuation of the work were announced; and it is gratifying to state, that the reception which it has since met with from the Public has been most liberal. With regard to the letterpress descriptions, I beg it to be expressly understood that the labours of my pen have been confined to the Second Volume and the Appendix of Vol. 1. The First Volume was written under the signature W.A.C. - prior to my connexion with the work; and, in justice to that author, I feel it at once a duty and a pleasure to conclude the work with this statement. William Beattie, M.D.” January 1842 J. Rickerby, printer, Sherbourn Lane	CL16322
	29								SHORT DESCRIPTION: The image depicts the town of Stonehaven from one of its many cliffs with the viewer looking down upon the town. Stonehaven’s two-basin harbor is the prominent focal point of the image, with the town to the left. The buildings line the harbor and include the Tollbooth and the Ship Inn, built in 1771. The spire is probably an enlarged version of the Town House, built in 1790. In the harbor there are several ships docked. In the far left background is a large castle-like structure, but it is not Dunnottar Castle, which is actually located to the south of Stonehaven and this image is looking north. In the left foreground is a road with people and cows on it. NOTES: The image is from after page 30 of volume 2 of “The Ports, Harbours, Watering-Places, and Coast Scenery of Great Britain," published by George Virtue in 1842. (TMMP Library DA625 .F49 Rare) The book was first published in 1838 by Charles Tilt with descriptions by William Andrew Chatto. It was then published several times in 1839 and 1842 by George Virtue, and later after 1855 by Virtue & Co. under George’s son, James S. Virtue. The name also changed slightly, but kept the "Ports, Harbours, and Watering Places" part of the title. The books that the Virtues published kept Chatto’s descriptions for the first volume, but they expanded the book to two volumes. William Beattie wrote the text for the new second volume and an appendix added to the end of the volume 1. Before this book the print was first published in volume 2 of “Scotland Illustrated” after page 168. That book was published in 1838 by George Virtue and written by William Beattie. The text is similar, but there is more text added in the Ports and Harbours book than in Scotland Illustrated. An excerpt from The Ports, Harbours, Watering-Places, and Picturesque Scenery of Great Britain about the print. “Stonehaven, like Aberdeen, has its old town and its new; but “with this distinction, that of the latter, the new town is the older of the two.” The old town of Stonehaven, or Steenhive, as it was formerly written, was built on the feus granted by the “Earls Marischal,” by one of whom it was erected into a burg of barony. The new town, or “Links of Arduthie,” is separate from the old town by a brook, called the water of Carron, and is built upon the estate of the patriotic Mr. Barclay Allardyce, of Ury. It is the county-town; and hither, in 1660, the sheriff- court was removed from Kincardine by Act of Parliament. On the south-west of a bare rocky promontory, called Garron-point, at the entrance of Stonehaven Bay, are seen the ruins of Cowie Chapel, which is said to have been dedicated to the Blessed Virgin. From this point on the north, called Garron, to that of Downie on the south, is what is termed the Bay of Stonehaven. […] The exports consist of grain, timber, herrings, and other fish; the imports are principally coals and lime, of which a great quantity is required for agricultural purposes. The Harbour, in spring-tides, will admit vessels drawing fourteen feet water, sometimes upwards; but in ordinary tides the depth can hardly be reckoned at more than from ten to eleven feet. The trade of curing fish by smoke-drying in imitation of the Finnan haddies, is carried on with much spirit: several large houses have been fitted up for this purpose and for red-herrings; and a stranger would scarcely believe the extent done in this business, the haddocks thus cured being sent to London, Edinburgh, and other markets in the south, by all conveyances. The other trade of the place is principally in manufacturing woollen, linen, and cotton cloths, a branch of native industry in which great numbers of people are employed, the Glenury distillery is a large concern, and close to the town, from which a great quantity of whiskey is constantly shipped off.” NOTES: From the end of the 1842 edition of Volume 2: “In taking leave of these two Volumes, illustrating the Ports, Harbours, Watering-places, and Coast Scenery of Great Britain, a few words of explanation appear necessary. The work was originally commenced by Messrs. Finden [William and Edward], and for some time carried on with all the taste and spirit characteristic of these distinguished Artists. But the remuneration accruing from the sale being found inadequate to defray the expenses incurred in its production, it was offered to the present Publisher, who readily saw the improvements of which it was susceptible and became the purchaser. Arrangements were then made for its continuation. Mr. BARTLETT, whose illustrations are so familiarly and favourably known to the Public, set out on a tour of observation along the northern coasts of England and Scotland; and, after visiting every locality indicated, returned with a portfolio of drawings taken on the spot. These were immediately placed in the hands of eminent engravers; a re-issue and continuation of the work were announced; and it is gratifying to state, that the reception which it has since met with from the Public has been most liberal. With regard to the letterpress descriptions, I beg it to be expressly understood that the labours of my pen have been confined to the Second Volume and the Appendix of Vol. 1. The First Volume was written under the signature W.A.C. - prior to my connexion with the work; and, in justice to that author, I feel it at once a duty and a pleasure to conclude the work with this statement. William Beattie, M.D.” January 1842 J. Rickerby, printer, Sherbourn Lane	CL16321
	30								SHORT DESCRIPTION: Builder’s half hull model, port side, of extreme clipper Sunny South built by George Steers in 1854. The model is a basic representation of the vessel's molded lines, without constructional details or embellishment. The model is inscribed, with the letters outlined black (i.e. not inpainted) “SUNNY-SOUTH.” The model does not have a backing board. The dimensions of the model are 59-3/8” (length overall) x 5-3/4” (main breadth), 5” (half breadth), ¾” tumblehome, 9” (height overall), and 7-11/16” (height amidships). The model scale is approximately 1:30 The model is constructed of 24 wood lifts. The lower 18 are flat, arranged in pairs, each pair consisting of a 17/32" lift, possibly pine, and a 3/32" lift of a darker wood, possibly cedar. The sheer curve is cut into the 19th lift, which is about 3/8" thick amidship, 2-1/6" at the stem, and 1-3/16" at stern. Above the sheer curve are five more lifts, each of uniform thickness from end to end but curved to follow the sheer; they represent the lower molding or wale (about 1/16"), topside planking (11/16"), deck-level (?) molding (1/16"), bulwark planking (15/16") and caprail (1/16"), the last being the top covering for the model. The minimum half-breadth of the model is a uniform 3/32" along the edge of the stem and 1/8" on the sternpost. There is curved "rocker" in the forward part of the bottom, beginning about 17" back from stem, with the lowest pair of lifts disappearing about 9-3/4" from the forward perpendicular. The stem is moderately raked. There are 12 station lines inscribed on the front of the model; most are 5-1/2” to 5-5/8” apart. The station lines at the stern are 2-7/8” apart and the station lines at the bow are 6-1/8” apart. The sixth station (from the bow) line runs through the “O” and “U” in the ship’s name. At the stern, the counter is rounded to produce an hourglass-type shape. There is an elongated loop-shaped pair of double lines inscribed on the counter that run from the back of the model towards the 21st bulwark planking lift that encompasses a raised area that starts at the 9th station line and becomes a pronounce bulge at the turn of the counter. This may have been the location of the stern cabin/windows on the back of the ship. The transom/bulwark planking lift (23rd) begins angling outwards at the top of the inscribed line to produce a stern overhang. The lifts may be held together with wooden pegs. There are numerous smaller holes whose purpose is not apparent on both back and top sides. The three lowest lifts at the stern are damaged, with a 4-3/8” section of the two bottom lifts missing. The third lift has damage that indicates the missing piece was nailed onto the 3rd lift at some point in the past. There is now wood missing from around that nail’s groove. There are small sections of the caprail missing at the stern and near the bow. At the bow, the 8th, 9th and 15th lift are missing their ends giving the stem a rather ragged appearance. There is some separation between the 6th and 7th lifts at the bow. The forward edge of the 3rd lift has minor losses and about an inch of the 1st lift is missing at the bow. NOTES: Text from The Search for Speed Under Sail 1700-1855 by Howard Chapelle, page 380: Another extreme clipper built in 1854 was Sunny South. This vessel’s registered dimensions were 144’8” x 31’4” x 16’6” and she was designed and built by George Steers at Williamsburg, New York…She was diagonally strapped, well-built, and handsomely finished. This vessel measured 135’4” between perpendiculars, 30’4” bean, 17’3” moulded depth, and 17’9” loaded draft. She had black topsides, varnished bottom, and a gilded sea-serpent figurehead…She had a marked and handsome sheer; rockered keel; strongly rounded forefoot; moderately flaring stem rabbet; nearly vertical post; raking, deep-V transom with rudder stock passing through it; long, sharp, concave entrance; long, fine, and concave run with the buttocks straight forward of their intersections with the after load line. The midsection had strong rise to the straight floor, a rather hard turn of the bilge, and much tumblehome above. On a draft of 17’9” her moulded length of load line was 149’ and her moulded displacement was 901.1 tons. Her coefficients were block .43, midship .78, and prismatic .62. Effective length of the quarterbeam buttock was 118 feet, camber 12’6”, giving her a camber-length ratio of 9.4. NOTES: From The Charleston Daily Courier (Charleston, South Carolina) September 12, 1854: New York September 7th, George Steers, the famous yacht builder, launched his first clipper ship, the Sunny South, this morning. She is said to be one of the most beautiful specimens of naval architecture afloat. Much is expected of her sailing qualities. She will first go to Rio Janeiro, though originally built for the China trade. NOTES: From the Daily Alta California, San Francisco, California, U.S.A., May 1, 1855: A brief description of the Sunny South may not be uninteresting to our readers, the ship was built at the foot of Eleventh street, New York City, by George and James Steers, and launched in September last and is owned by Wm. A. Sale, Esq. of New York. Cost about $70,000. Compared with such ships as the Tornado, Water Witch and Sovereign of the Seas, she is a small ship, registering only 745 tons. Her carrying capacity is about 1000 tons measurement goods. Her extreme length at the load-line is 154 feet. Extreme breadth of beam at the load line 31 feet 3 inches. Breadth on deck 28-1/2 feet. Depth of hold is 15-1/2 feet. Main yard 66-1/2 feet. Main sky-sail yard 24 feet. She draws 16-1/2 feet when loaded one foot more than her depth of hold. She has 28 inches dead rise. A handsome sheer gives a light and fancy appearance to the long and sharp bow, which is ornamented with a scaly monster as a figure head, with a long and very crooked tail. The lines of the bow an slightly concave, and the greatest breadth of beam is abreast the main hatchway. The run is a fine one but why Mr. Steers put such an ugly stern, upon an otherwise beautiful vessel, we cannot surmise. She is built entirely of white oak, with locust trenails. She is lightly and neatly sparred, and for speed we would pit her against any vessel that ever entered San Francisco harbor. Capt. Gregory gives her all praise as a sea boat good on all tacks. She was so deeply loaded on her passage out, that no opportunity was offered for testing her sailing qualities. She will sail for Hong Kong soon, and we expect to hear a good report from Capt. Gregory, on his arrival in New York. NOTES: Text from “The Clipper Ship Era: An Epitome of Famous American and British Clipper Ships, Their Owners, Builders, Commanders, and Crews 1843-1869” by Arthur H. Clark, pages 250-252: The Sunny South, of 703 tons register, was one of the prettiest clippers ever launched at New York, and was the only sailing ship built by George Steers, the designer of the yacht America, steam frigate Niagara, and Collins Line steamship Adriatic. She was built for the China trade, was launched at Williamsburg, September 7, 1854; was owned by Napier, Johnson & Co., and was commanded by Captain Michael Gregory. It is a singular fact that while this ship was well known to possess great speed when in company with other clippers, yet she never made a passage worthy of being recorded, and was not a very successful ship financially; although the product of the skill of a designer, who, dying in early manhood, left a name so interwoven with his country's triumphs upon the sea that it can never be forgotten. In 1859, the Sunny South was sold at Havana, her name being changed to Emanuela. At that time her royal studdingsail booms and skysail masts and yards were removed. On August 10, 1860, she was seized in the Mozambique Channel flying the Chilean flag, with a cargo of slaves on board, by the British man-of-war Brisk. The details of the capture were supplied in the Illustrated London News, December 8, 1860 on page 530: Capture of a Slaver by her Majesty’s Ship “Brisk.”: Her Majesty’s ship Brisk has recently captured a slaver, the Sunny South [actually named Emanuela], in the Mozambique Channel. A correspondent on board the Brisk, to whom we are indebted for the sketches in connection with the surrender of the slave-ship from which are illustrations on pages 527 and 546 are made, supplies us with the following particulars of the chase and capture of the Sunny South: At 11:30 a.m. on the 10th of August last, as her Majesty’s ship Brisk, Captain De Horsey, bearing the flag of Rear-Admiral the Hon. Sir Henry Keppel, K.C.B., was running to the northward in the Mozambique Channel, a sail was reported as seen from the masthead. Steam was got up without delay, and sail made in chase. It being hazy, the stranger was shortly afterwards lost sight of. When the weather had partially cleared the stranger was reported four points on our starboard bow, and the ship’s course was altered in that direction. We were now going eleven knots and a half an hour, and the Captain, feeling convinced that it must be something out of the common that could alter bearings at that distance in so short a time, proceeded himself, with his glass, to the fore-topmast-head, officers mounting the rigging. That a general excitement prevailed was evident from the manner in which our sails were trimmed, taken in, and set again. Hottentots and landsmen, who on other occasions only looked at ropes, now laid hold of them with a will. The Captain's order from the masthead to keep away two points showed that he had observed something suspicious—in fact, he had noticed a sudden alteration in the course of the chase, and pronounced her to be a long, rakish-looking ship, too large to be a slaver, but thought there was something very suspicious in the sudden alteration of her course, her crowd of sail, and the unusual number of staysails. At about 3 P.M. we could see her hull from the deck, and, carrying with us a fresh breeze, while she was in the doldrums, we closed on her rapidly. When within half a mile we hoisted our colors, when every glass was pointed toward her peak, and all sorts of conjectures were made as to what colors she would show. No one could imagine that so large a vessel could be a slaver. On closing under her lee, and when within a cable's length, a white package was thrown from her side into the sea; and the experienced then exclaimed, “A slaver, and there go her papers!' A few minutes more, and we sheered up alongside to leeward of as beautiful model of a ship as ever was seen. Some forty dejected looking individuals, apparently a mixture of all nations, stood on her deck; still no colors, nor did she appear inclined to shorten sail or heave-to. The Captain then determined to run ahead and lower the quarter-boats to drop down and board; and as this maneuver was being carried out a blank gun caused her to square the mainyard, which she did with studdingsails hanging to the yard, and luffed up into the wind. It was an anxious five minutes to those on board while the boats were away. A small white British ensign run up at her peak showed that she was a prize, and a voice hailed us, “850 slaves on board!” She proved to be the Sunny South, of 702 tons, built at New York in 1854, and sold at Havannah in 1859, valued at 20,000 dollars, and considered to be the fastest vessel in that port. She sailed from Havannah, on the 5th of March, under the Chilian flag and name of Manuela, having cleared for Hong-Kong. Her slave-deck is seven feet high, and although there were 846 slaves on board, she was not at all crowded in comparison to other vessels so employed. In addition, she carried a crew of 40 in all, including a captain, mates, pilot and a doctor. Her dimensions are—length, 154 feet 8 inches; breadth 34 feet 4 inches; depth, 16 feet 6 inches. She was intended originally as a New York and Rio packet. NOTES: The collection of half models MR 5 through MR 24 are of vessels built by shipbuilders Henry (father), James Rich and George (sons), and Henry Steers (son of James Rich), builders of the famous yacht America. The models document vessels built between 1805 and approximately 1876. They encompass all types of vessels from a catboat up to large steam sloop built for the US Navy. In a February 13, 1963 letter Howard I. Chapelle, Curator of the Division of Transportation at the Smithsonian stated “The Steers Collection is important technically and it is something we envy the Mariners’ Museum’s possession.” VESSEL INFORMATION-- VESSEL NAME: SUNNY SOUTH VESSEL TYPE: Clipper Ship SERVICE DATES: 1854-1859 SHIP BUILDER: George Steers (also designer) BUILDER LOCATION: New York, Williamsburg VESSEL HISTORY: 1854 October 7: Launched at the shipyard of George Steers, Williamsburg, NY, for Napier, Johnson & Co., New York. Captain Michael B. Gregory. 1854 November 21 - April 12: Sailed from New York to San Francisco in 143 days after having put into Rio de Janeiro. 1856 March 1:Sailed from New York for ... 1858 April 14: Arrived in New York from Santos. 1859: Sold to Havana for $18,000 and was renamed Emanuela. 1860 March 5: Cleared from Havana for Hong Kong under Chilean flag. 1860 August 10: Captured by the British screw sloop-of-war HMS Brisk in the Mozambique Channel with more than 800 slaves aboard. Condemned as a prize and sold to the Royal Navy to be used as a cruiser. Eventually renamed Enchantress and used as a store ship on the African coast. 1861 February 20: Wrecked in the Mozambique Channel. SHIP OWNERS: Napier, Johnson & Co., New York ALL SHIP NAMES: (1) SUNNY SOUTH, (2) EMANUELA, (3) ENCHANTRESS	CL14554
	31								SHORT DESCRIPTION: Oil on canvas by unidentified artist of private signals of Baltimore merchants, mid 19th century, ten rows and ten columns of flags (total 95) on yellowed white background, green lined border. Center of vignette shows various indian maidens or allegorical figures plus one of indians burning a log to make a dugout canoe. NOTES: A. Brown & Sons is Alexander Brown, who had nearly 13 partners in his banking firm. F.W. Brune & Sons is Frederick W. Brune (1776-1860) who started the company with his sons, John Christian Brune and William H. Brune. Frederick had worked with Von Kampf who died in 1828 so Brune started his own company. J. Corner & Sons stands for James Corner, they owned wharf property in at least 1860. Hugh Jenkins & Co. existed in 1859 when Col. J. Stricker Jenkins (Hugh's son) joined the firm at age 28. The firm became one of the largest coffee importers in the country. Col. Jenkins died 1878 leaving his brother, Benjamin W. Jenkins, as the sole partner remaining. Jas. A. Hooper is James A. Hooper, a merchant who started a shipcandlery and grocery company with his father, William, and Benjamin Hardester in 1836. His obituary in The Baltimore Sun, May 20, 1897, said he also traded in coffee from Rio and indentured servants from China, then later entered the banking world as Hooper, Reese, & Co., he was 82 when he died. T.J. Hand & Co. - From 1851-1861 William Hand Browne worked with his cousin, T.J. Hand as commission merchants. They were export merchants and traded mostly with Peru on a clipper called Seaman’s Bride (From the Johns Hopkins University Circular, "In Memoriam William Hand Browne, 1913) Henry M. Warfield lived from 1826-1885, he was a merchant, senior director of the B&O Railroad, and founded of the Baltimore & Havana Steamship Company in 1866. The Daily Exchange newspaper reported in 1860 that the company Davies & Warfield was dissolving because Davies had died, and that Henry M. Warfield was partnering with A.R.H. Ranson to create Henry M. Warfield & Co. for the purpose of conducting general and milling business. Henry M. Warfield & Co. is listed as the agents for the BHSC in 1866. Kirkland Chase & Co. was owned or started by Thorndike Chase, dealt in West Indian trade in sugar and coffee but went bankrupt in 1873 Spence & Reid - From the portrait collection of Johns Hopkins Medical Institutions: William Wallace Spence was born in 1815 and came to America at age 18 from Scotland. When he moved to Baltimore (after first living in New York) he met Andrew Reid and began the firm known for building clipper ships. He started or was involved in several other ventures, Spence died in 1915. The company appears in newspapers as early as 1848. From The Baltimore Sun, July 4, 1874, the partnership of Spence & Reid became Spence, Montague, & Co. working in general commission business, signed William W. Spence, James C. Spence, Dibbell P. Montague, and William W. Spence, Jr. Fritzgerald Booth & Co. should be spelled Fitzgerald; Washington Booth and Captain Richard G. Fitzgerald formed a partnership about 1846. Fitzgerald stayed in Baltimore and Booth went to Lima, Peru. (From History of Baltimore City and County From the Earliest Period to the... 1881, page 771) B.M. Hodges, Junior - B.M. Hodges, Jr & Co. was an importer and shipping merchant at 49 Exchange Place in 1874. Ship Casilda built for them in 1856, was 950 tons. Foard & Rogers was Joseph O. Foard and C. Howard Rogers, the firm dissolved in 1868 when Rogers left and Foard continued working under the name Joseph O. Foard & Co. (From The Baltimore Sun, 4 April 1868), he died in 1908 (see obituary). Friend & Ricketts & Co. – Should be Friend, Ricketts & Co.; (From The Baltimore Sun, February 4, 1863) Dissolution of Co-Partnership with Alfred Friend, Wesley Ricketts, and Thomas Henry Fitzgerald because Fitzgerald left the company. The name didn’t change. W. Rhoads & Son - John R. Rhoads was a shipbroker for the company in 1873 at Pratt St. and Smith’s Wharf W.H.D.C. Wright & Co. William Henry DeCourcy Wright James Cheston & Son – James Cheston (1779-1843) and son Galloway (born 1806-1881), Galloway worked with his father in the company for 55 years as a manufacturer and shipper of flour. He also owned many ships that allowed him to trade frequently with Brazil for coffee. Galloway Cheston died March 9, 1881 according to his obit in The Baltimore Sun on March 10, 1881, page 4. The company is listed in the 1841 Maryland Colonization Journal as a subscriber. James Hooper & Sons – Stockholders in Farmers’ and Planters’ Bank for 1840. Annual Report of the Baltimore Chamber of Commerce for the Year 1880, Volume 25 has Henry Hooper of the company at 8 Spear’s Wharf, as well as Thomas L. Ramsey. A. Schumacher & Co. began in 1823 shipping tobacco, cotton, and passengers between Baltimore and Germany. Albert Schumacher partnered with North German Lloyd in 1868 to become their general agents in the city. NGL advertisements have their address as 5 South Gay Street in 1891, and by 1914 they worked from 306 Charles Street in what was known as the Hansa House. The firm also worked as agents for the Allan Steam-Ship Company in 1889. See The Baltimore Sun, 16 December 1911. F.L. Brauns & Co. – German shipping house, existed as early as 1849 when Werner Dresel joined the firm as a partner, they were a Tobacco and General Commission House. The firm became W. Dresel & Co. in 1872 with brother Ferdinand Dresel, became Dresel, Rauschenberg, & Co. in 1876 when Herman Rauschenberg joined. (From The Monumental City: It’s Past History and Present Resources by George Washington Howard, page 863.) Schaer & Kohler appears in newspapers as early as 1854, worked as shipping and commission house from 69 Exchange Place by 1860. D.H. Watjen & Co. was a German company founded in 1821 by Diedrich Heinrich Watjen, became D.H. Watjen & Co. in 1829, his son Christian Heinrich Watjen took over in 1858. By 1914 they had three ships which were all impounded with WWI and they did not restart the company after the war. Schwartz & Dix were importers and dealers in fruit at 112 W. Lombard Street in 1860 though they appear in newspapers at 117 Lombard St. between 1858-1859. Kelsey & Gray were shipbrokers and commercial merchants in as early as 1851 and as late as 1868 on Pratt Street. The Maine Historical Society has a letter from a father to his wife that the company took up subscriptions to provide barrels of food to imprisoned soldiers during the Civil War, including their son. The owners were Henry Kelsey (hence the HK on the flag) and Andrew Gray, who both lived in 58 E. Baltimore in 1858-1859 according to the city directory. They co-owned the schooner George Latimer which left Baltimore in 1864 but was captured and destroyed by the Florida. Brothers Boninger, possibly spelled Bonninger, was a German shipping firm started as early as 1849 to ship tobacco. Lambert Giddings owned the ship Sir John Franklin which ran ashore in January 1868 and lost 12 sailors including the captain, though eight survived. John Currier Jr. was a shipbuilder who worked in Newburyport, MA. Between 1831 and 1843 he built six ships for the Black Ball Line and several others but launched almost 100 ships between 1831 and 1884. Currier retired in 1884 and died in 1887. (From City of Newburyport preservation statement for the house he used to own at 342 Merrimack Street). His connection to Richmond is unclear. Whedbee & Dickinson were James S. Whedbee and John S. Dickinson. They appear in newspapers in the mid-1850s and were commission merchants in cotton and southern lumber. The New Bern, NC paper, The Daily Journal reported on 7 June 1892 that their property at Old Dominion Wharf was being sold at auction. Sterling & Ahrens were shipping merchants who wound up with too much molasses in 1875 and went bankrupt. (From The Star Tribune [Minneapolis] 28 August 1875. James Carey Coale's April 14, 1891 obituary from The Baltimore Sun on page 6 says Mr. Coale died the night before, had “been engaged in the insurance business as agent for the Lloyds and foreign and American underwriters and adjuster of marine averages and as steamship passenger agent in this city since 1852. The firm name was James Carey Coale & Cunningham, with office at 27 South Street.” Born May 25, 1825 “engaged in the shipping business on his own account in 1847, but gave it up in 1852 for marine insurance. In 1858 he was appointed agent for Lloyds.” Thomas Pierce was a coffee importer who owned the brig Red Wing (built in 1857) which was lost at sea in November 1873 (From the Baltimore Sun). W.H. Perot is William H. Perot whose 9 June 1903 obituary in The Baltimore Sun reports that he was the head of the shipping company W.H. Perot, Son, & Co. at 33 South Gay Street. He was born to an English family in Bermuda in 1826, started A.W. Perot & Co. with his brother and he moved in Baltimore in 1855 to continue working. He owned several clipper ships. Oelrich & Lurman should be Oelrichs; Henry Ferdinand Oelrichs was a senior partner in the firm, E.G. Oelrichs and Gustav W. Lurman (distant cousins) started E.G. Oelrichs & Lurman in 1830, then Henry Oelrichs joined as a junior partner in 1838. When E.G. left in 1842 Henry and Gustav formed a new company, Oelrichs & Lurman. Henry left in 1861, and the firm became Lurman & Co. (From “German Merchants in the Nineteenth Century Atlantic” by Lars Maischak, pages 44-46) Rose & Lyon was at the corner of O’Donnell’s wharf and Pratt St as agents for New York Packets in 1860. Ira C. Lyon’s obituary in The Baltimore Sun, 24 November 1898, page 10 says that he was born in Connecticut and moved to Baltimore at age 16. He started the firm with John Rose in 1850 which lasted until Rose died 15 years ago (about 1883). Wm. Applegarth & Son – (From Baltimore Brick By Brick) William Applegarth captained ships then owned them, then was a master broker. He died in 1873 but his sons, Nathaniel & Thomas, continued the business. J. Hooper & Co. were shipbrokers at Gay and Lombard Streets Floating School was just that, a school on a ship to train sailors in the merchant trade. Captain Robert Leslie began the school on September 14, 1857, though the approval process began in 1850. The school was necessary because there was a lack of sailors who could manage the expanded trade to California and the Pacific. The committee received approval from the Navy to purchase the ship Ontario to be used for the purpose. The Ontario had been a sloop of war built in 1813 but had become a receiving ship before the school purchased it. Many of the companies and people represented on this flag provided funding to purchase the Ontario. From A Brief History of the Establishment of the Floating School of the City of Baltimore, published by Bull & Tuttle, 1860. M.A. Mitchell (From The Daily Exchange, June 8, 1860) Notice of Dissolution of Co-Partnership between John H. Travers and Marcellus A. Mitchell of firm Travers & Mitchell because Travers died. Notice is dated December 29, 1859. “Marcellus A. Mitchell will continue the ship chandlery, ship brokerage and commission business at the old stand, No. 2 Spears Wharf, for and on his own account, risk, and benefit.” Steamer "Mary Washington" was operated by the Weems Line, which started in 1819 and was incorporated in 1827. Weems Line was one of the first and eventually one of the oldest passenger-freight steamboat lines operating between Baltimore and Patuxent and the Rappahannock River points. Weems Line survived individually for 88 years then merged with other lines that lasted through the 1920s. (From Calvert Marine Museum's Bugeye Times, Vol. 41, No. 4, Winter 2016-17.) Mary Washington was purchased in 1854, abandoned in 1888. (From Calvert Marine Museum's Bugeye Times, Vol. 7, No. 4, Winter 1983.) The Baltimore & Susquehanna Steam Company operated two steamers, but side-wheel steamers Mary Washington and Wenonah were connected to the line operating on different days. "They measure 200 feet in length, 28 feet beam, and 9 1/2 feet hold, with respective capacity of 700 tons." (From The Stranger in Baltimore: A New Handbook... 1866, page 153) J.W. Hugg & Son owned the bark Maggie V. Hugg Steamer William Selden was chartered by the Baltimore Steam Packet Company, they then purchased it in 1859. April 1861 in Portsmouth the Confederates interned her and was used her in the Norfolk harbor until October 10, 1862 when Confederates burned her as they evacuated Norfolk and Portsmouth. (From William and Mary Quarterly, October 1938, Vol. 18, No. 4) Steamer "Cecil" was a Union transport steamer, used in 1863 to take slaves away from their owners. A journal from the steamer was up for auction and not sold but made note that the Cecil was privately owned but hired by Union to transport military recruits and ordnance, contract signed August 1863. Steamer "Planter" was a side-wheel steamer built by the Weems' Steamboat Line in 1845 (similar narrative to the Mary Washington). George Weems' three sons captained the boats he built, Captain Theodore Weems on "Planter." "Planter" ran into Fort Carroll in the Patapsco River in 1855 and sank but was raised and used by the Government in the Civil War. She was abandoned in 1881. (From Calvert Marine Museum's Bugeye Times, Vol. 7, No. 4, Winter 1983.) Steamer "Geo. Weems" was part of the Weems' Patuxent River Line. "The side-wheel steamers 'Matilda' and 'George Weems' compose Weems' Passenger and Transportation Line, running Wednesdays and Fridays, for Fairhaven, Plum Point and the Patuxent River. They are about 200 feet long, 28 feet beam, and 9 feet hold, with an average capacity of 650 tons." (From The Stranger in Baltimore: A New Handbook... 1866, page 154). The "George Weems" was built in 1858 replaced the "Patuxent" steamer, but burned June 10, 1871 and was replaced by the "Theodore Weems" steamer in 1872. (From Calvert Marine Museum's Bugeye Times, Vol. 7, No. 4, Winter 1983.) "Lioness & Tigress" were steam tugs of the Monumental Line J.F. Farland was a schooner, wrecked at Cape Hatteras Nov. 30 1872 with 216 bales of cotton and 350 tons of phosphate for Boston, the crew survived. (From Commercial and Financial Chronicle and Hunt’s Merchants’ Magazine 1872) W.T. Kendall was William T. Kendall who imported guano as early as the 1850s. Steamer "Hugh Jenkins" was built in 1849 for Eastern Shore Steamboat Company, part of USQMD from 1861-1866, sold March 1, 1866 to Kent Island Steamboat Co. and changed names to Kent Island.	CL12615
	32								SHORT DESCRIPTION: Model of the 140' Grand Banks dory schooner Sherman Zwicker built by Jay S. Hanna. NOTES: Sherman Zwicker was a wooden, auxiliary fishing schooner built in 1942 at the Smith and Rhuland Shipyard in Lunenburg, Nova Scotia. She was the last of her type to be built for fishing on the Grand Banks of Newfoundland. The schooner was built for F. Homer Zwicker of Zwicker and Company. Sherman Zwicker is currently operated by the Maritime Foundation and is based at Hudson River Park's Pier 25 in New York. An restaurant/oyster bar is operated from her decks. NOTES: Text of article published in the Daily Press: The Whaling and Fisheries Room at The Mariners' Museum has now taken on an air of Kipling's "Captains Courageous" that famous novel of fishing on the Grand Banks of Newfoundland at the turn of the century, not to mention also stories by that famous writer James B. Connolly, who used the Grand Banks as the background for his stories of the Gloucester fishermen. As a reminder of these early days of the Grand Banks fishermen of not only Gloucester, Massachusetts but her Nova Scotian counter part, Lunenburg, The Mariners' Museum recently acquired a model of the Grand Bank auxiliary fishing schooner SHERMAN ZWICKER of Lunenburg, Nova Scotia which is now on display in the Whaling and Fisheries Room. The SHERMAN ZWICKER was launched from the yard of Smith & Rhuland in Lunenburg in 1942 for firm of Zwicker & Co. which has been in the fish business since 1789. Unlike her famous predecessors such as the schooner BLUENOSE, she carries no top masts and her sails are but small help to her three hundred horsepower Fairbanks-Morse diesel engine, and are used mainly to steady her in heavy seas when laying to on the banks. When fishing the SHERMAN ZWICKER carried twelve dories on deck, six on each side nested one inside of the other which is accomplished by removing the thwarts. She carried a crew of twenty-seven men, all of whom manned the dories except the skipper, engineer and cook. Each dory carried four tubs of trawl and each tub carried ten lines of trawl each with fifty-five hooks. When all the lines were hitched together it meant that one dory set 4,400 hooks. The total number of baited hooks set by one vessel was over 26,000 or approximately eighteen miles line, all of which has to be baited starting about two o'clock in the morning. When the schooner arrived on the fishing ground and the skipper found the bottom and the tide to his liking, the dories were put over the side. This was done while the vessel was underway, each dory being dropped off a certain distance apart. A buoy equipped with a flag was first put over, then a line and anchor which was attached to the buoy. The line of trawl was attached to the anchor and sent to the bottom white the other member of the dory's crew was rowing the dory, thus setting from one to as much as four miles of line for each dory. It must not be assumed that when the trawl was hauled back that there were codfish or halibut dangling from every hook, for the dog fish and sculpins and bait stealers also had their day. Usually about an hour or two after the trawl had been set, it was under run, the line being hauled from the bottom over the bow of the dory on a roller, the fish being removed, the hooks rebaited and payed out over the stern, all by hand. At the end of the day the trawl was completely taken up and the dories returned to the parent vessel to discharge the fish on the schooner's deck, which was pounded off into pens. The fish were then dressed, by being split and then salted down in the schooners hold, the crew doing all this work themselves. The SHERMAN ZWICKER'S crew did not suffer so much the hazards and discomforts of dory fishing as was the case in the days of Captain Courageous. Not only was the ZWICKER well equipped with auxiliary power and power windlass but she had such sophisticated navigating apparatus as radio direction finder, radio, ship to shore telephone, echo-sounding apparatus and In her later years, radar. In spite of all this, she fished in a method that was around a hundred years old. This type of fishing is gone now, disappearing in the early 1960ls when it was found that men could no longer be obtained to engage in this arduous type of work. Such vessels as the ZWICKER were sold for freighters and some converted into scollop draggers or long liners which set the baited lines of trawl from the vessels deck, a practice which is still continued today off the coasts of Maine and the Maritime Provinces. The dory is also still with us but used as life saving equipment on board the modern trawlers because of its great seaworthiness. Until the middle 1920's the dory fishing vessel was no stranger to the Hampton Roads area. These schooners supplying the Fulton Fish Market in New York City as well as the Connecticut ports of Noank and Stonington, used to put into Chesapeake Bay waters for bait while engaged in blue fishing off the Virginia and North Carolina coasts. Unlike the trawl or longline method these vessels used their dories for handline fishing, each carrying two men, one of whom fished while the other ground chum in a "bait mill" to create a slick on top of the water to attract the blues. These blue fishermen disappeared from the Hampton Roads area in the 1920's. One of these schooners is worthy of note. the RUTH MILDRED, skippered by Nels Soderberg of Brooklyn, New York who brought the RUTH MILDRED down here soon after she was built in 1922. He settled for a time in Gloucester County, Virginia, where he married a Gloucester girl. The old timers in the Gloucester-Mathews area still remember this little schooner lying on the mouth of the North River in Mobjack Bay taking on bunkers or menhaden for blue fish bait. The dory fishing vessel has now disappeared as completely as the snow on the fence but its memory is now perpetuated by the model of the SHERMAN ZWICKER in the fisheries room of The Mariners Museum. VESSEL INFORMATION-- VESSEL NAME: SHERMAN ZWICKER VESSEL TYPE: Fishing Schooner SERVICE DATES: 1942 SHIP BUILDER: Smith and Rhuland BUILDER LOCATION: Nova Scotia, Lunenburg VESSEL HISTORY: Named for the son of Mr. and Mrs. F. Homer Zwicker. Made her last trip to the Grand Banks in the 1960's. In 1968 it was saved from the graveyard to become a museum vessel at the Grand Banks Schooner Museum. CAPTAINS OR OTHER RELATED PEOPLE: Captain Crouse; Captain Max Burrey SHIP OWNERS: Zwicker and Company of Lunenburg ENGING BUILDER AND LOCATION: Fairbanks Morse and Co. VESSEL DIMENSIONS: 183 gross tons, 81 net tons; 132.4 x 26.9 x 10.1	CL14124
	33								SHORT DESCRIPTION: The image depicts the town of Whitehaven along the northwestern coast of England. In the foreground of the image are two shepherds (a man and a woman) with sheep, and three other people sitting on the rocks looking down upon the town of Whitehaven. In the background is the prosperous town of Whitehaven and its large port with one ship docked and another leaving the port. There are ships on the beach, ships in the harbor, and church towers and an arch in town. At the end of the piers there are lighthouses. The background includes hills and the cliffs of St. Bees-Head Nature Reserve. NOTES: The arch in the image is probably the Bransty Arch, built before 1784 to allow merchants to transfer coal to and from waiting ships. It was torn down in 1927. The arch itself was shorter than what appears in this print. The church on the hill at the left is St. James’ Church, built between 1752-53. The towers that are visible on the hills with smoke coming from them are the ventilation stacks for the coal mines. NOTES: The straight pier that is closest to the foreground is the North Pier, with the construction at the end for what would become the North Pier Lighthouse, built in 1841. Halfway up the North Pier there is a wall that separates the inner harbor (where there are many ships’ masts visible on the left of it) and stretches toward the background. This wall is part of the Old Quay and there is a tower that is often mistaken for a lighthouse. The Whitehaven watchtower was built possibly as early as 1730 and has a sundial on the side. The second pier which curves at the right side and has two towers is the West Pier. The lighthouse at the end of the West Pier is the West Pier Lighthouse, built in 1832 and again in 1841. The tower that is halfway up the west pier is the Old New Quay Lighthouse, which was built in 1742. NOTES: The image is most likely from page 166 of the appendix of volume 1 of “The Ports, Harbours, Watering-Places, and Coast Scenery of Great Britain," published by George Virtue in 1842. (TMMP Library DA625 .F49 Rare) The book was first published in 1838 by Charles Tilt with descriptions by William Andrew Chatto. It was then published several times in 1839 and 1842 by George Virtue, and later after 1855 by Virtue & Co. under George’s son, James S. Virtue. The name also changed slightly, but kept the "Ports, Harbours, and Watering Places" part of the title. The books that the Virtues published kept Chatto’s descriptions for the first volume, but they expanded the book to two volumes. William Beattie wrote the text for the new second volume and an appendix added to the end of the volume 1. NOTES: From the end of the 1842 edition of Volume 2: “In taking leave of these two Volumes, illustrating the Ports, Harbours, Watering-places, and Coast Scenery of Great Britain, a few words of explanation appear necessary. The work was originally commenced by Messrs. Finden [William and Edward], and for some time carried on with all the taste and spirit characteristic of these distinguished Artists. But the remuneration accruing from the sale being found inadequate to defray the expenses incurred in its production, it was offered to the present Publisher, who readily saw the improvements of which it was susceptible and became the purchaser. Arrangements were then made for its continuation. Mr. BARTLETT, whose illustrations are so familiarly and favourably known to the Public, set out on a tour of observation along the northern coasts of England and Scotland; and, after visiting every locality indicated, returned with a portfolio of drawings taken on the spot. These were immediately placed in the hands of eminent engravers; a re-issue and continuation of the work were announced; and it is gratifying to state, that the reception which it has since met with from the Public has been most liberal. With regard to the letterpress descriptions, I beg it to be expressly understood that the labours of my pen have been confined to the Second Volume and the Appendix of Vol. 1. The First Volume was written under the signature W.A.C. - prior to my connexion with the work; and, in justice to that author, I feel it at once a duty and a pleasure to conclude the work with this statement. William Beattie, M.D.” January 1842 J. Rickerby, printer, Sherbourn Lane An excerpt from The Ports, Harbours, Watering-Places, and Picturesque Scenery of Great Britain about the print. “The town of Whitehaven may be considered as a national monument to the creative influence of trade. Favoured by the geological character of its soil, and fostered by native industry, it has risen in the comparatively brief interval of a hundred and eighty years, to a position of eminence among the minor ports and harbours of Great Britain. What in the middle of the seventeenth century consisted, according to written testimony, of only six fishermen’s huts and one small bark, is now a flourishing town, enlivened by trade and commerce with a commodious harbour, extensive shipping and enterprising merchants. The bay on which the town of Whitehaven is erected is so deeply seated, that the adjacent shore, rising like the grade of magnificent amphitheatre, appears to enclose it on every side. In approaching it from the north, the stranger is uniformly stuck with its sheltered position and from the heights looks down upon it as a map spread at his feet. From the south the view is particularly beautiful. The town is well built, the streets wide and enlivened with well-furnished shops, and inhabited by a cheerful and thriving population. Like Longtown, on the Border, Whitehaven is built after a correct plan; the streets cross each other at right angles, presenting much architectural regularity, and combining with the air of internal comfort, the outward signs of taste and elegance. The public improvements continue to advance in proportion to the extent of commercial intercourse, and to this, apparently, every succeeding year throws open some new channel. The introduction of steam-navigation between all the adjacent as well as opposite coasts, has powerfully contributed to stimulate the native industry of the place by increasing the demand for coal- its staple produce- to which we shall more particularly advert in our notice of the harbour. The situation of Whitehaven in a narrow valley, extending to the village of St. Bees- a distance of several miles- unites with the appearance of seclusion much of that picturesque beauty for which the inland districts of the county are so justly celebrated. St. Bees-head is a bold and striking feature, and contrasts admirably with the softer scenes from which it projects, as the most imposing landmark on this part of the channel. The population of Whitehaven has greatly increased within the last ten years. The neighbouring villages, farms, and pastures, all indicate a progressive advancement in the several branches of domestic industry. The land is highly cultivated, and in many instances fertile and productive; white the orchards and gardens, by nature and abundance of their produce, bear friendly testimony to the mildness of the climate. […] The inhabitants of Whitehaven are noted for their public spirit, honourable conduct in trade, and for that indefatigable attention to business which has so happily distinguished them through a long series of years. It has several schools, two weekly papers, and the study of literature and science is much cultivated and encouraged by the families of affluence and respectability who reside in the town and vicinity. Social and hospitable intercourse, with balls, assemblies and public fetes, render the stranger’s residence at Whitehaven extremely agreeable. It offers, in general, all the luxuries of a country town, with few or none of its disadvantages; and presents at all times the means of prompt intercourse with the great commercial emporium of Liverpool, the coasts of Scotland, Ireland, Wales and the Isle of Man. Independently of its immediate vicinity to the Lakes, it would be difficult to point out any situation in the northern counties which enjoys so many attractions in regard to situation, scenery, and society, as the picturesque and prosperous town of Whitehaven.”	CL16288
	34		Circa 1920			New London (Conn.)–Photographs.		Yachts–Photographs.; Yachting–Photographs.; Yacht racing–Photographs.; Sailboats–Photographs.; Motorboats–Photographs.	Contains photographic negatives of the Harvard Yale Regatta, the yacht Dilbob II, the yacht Dot III, the yacht Escargot, the yacht Elgra, the yacht Eugenie, the yacht Edlyn, the yacht Fantasy, the yacht Freba, the yacht Gem, the yacht Gulf Stream, the yacht Grey Goose, the yacht Genzam, the yacht Galatea, the yacht Gadget, the yacht Gamecock, the yacht Gretchen II, the yacht Gilnockie, the yacht Gitana, the yacht Hellu, the yacht Highball II, the yacht Jinia II, the yacht Jean W II, the yacht June XVI, the yacht Karen, the yacht Lone Star, the yacht Lela, the yacht Lanceleta, the yacht Little Stranger, the yacht Malolo, and various unidentified sailing and power yachts at the Harvard Yale Regatta.	P0002.001/50-053
	35								NOTES: Excerpts from 'A Naval History of the American Revolution' by Gardner Weld Allen, pages 207-215: “On Sunday the 6th of July, being 15 leagues to the Eastwd of Cape Sable, we took a Sloop from Louisburgh bound for Halifax, but delaying some time with her, we were chac’d towards evening by three Ships. We also being three, we did not make any efforts to avoid those Ships in Course of the night; on the Contrary Capt. Manley Tow’d the Sloop before spoken of untill next morning, by which time one of the Ships was a head of us and Tack’d upon us, the Second Ship, which was a two decker, was on our Lee quarter about three Leagues from us, and the third Ship about as far right a Stern. Capt. Manley then thought proper to sett fire to the Sloop & quitted her and endeavour’d to make the best of our way, but the first Ship being up within Shott about noon, we exchanged some Shott with her at a distance & then having spoke Capt. Manley, we agreed to tack and Engage her. We immediately Tack’d and Capt. Manley begun the Action with his head to the Northward & the Enemy on the opposite Tack, we being close under the Hancock’s Stern, also fell in with the Enemy in our turn and Exchanged about five broad Sides with her. Her Shott was so well aim’d that some of them pass’d through our Ship under the wale, so that we could not Tack upon the Enemy untill we had stop’d those holes; this was however done in a few Minutes, but not before the two deck Ship had goten very near us. Unfortunately the Fox did not tack at the same time we did, by which means the Enemy got between her and us and she was obliged to pass under the fire of the first Ship above mention’d and the fire of the two deck Ship also. Capt. Manley seeing that the Fox was beyond Saveing, put about and stood to the Southd, the Fox bore away and run to the Eastwd, and we kept the Wind to the Northwd. The two deck Ship then put about and follow’d the Hancock, leaving the Fox and me to the other two Ships. The Fox fled and defended herself bravely, haveing also some advantage in point of Sailing; we were constrain’d to keep the Wind for our own Security, being neither able to run from nor fight such force as then appear’d to Leward.” The vessel described by McNeill as a two-decker was the British forty-four-gun ship Rainbow, Commodore Collier, and she was accompanied by the ten-gun brig Victor. The third vessel, which appeared about the same time, was the frigate Flora of thirty-two guns. Collier says in his report that July 6, in the afternoon, being twelve leagues southwest of Cape Sambro, he first sighted the American squadron. Night came on, and the next morning the American ships, with a sloop in company, were five or six miles distant. They set fire to the sloop and at six o’clock another sail was observed “standing towards the rebel ships.” This vessel was thought to be an American also and trying to join the others. “About Ten in the Mornng the Enemy’s Ships went away lasking, and Three Quarters of an Hour afterwards I was surprized to see several Shot exchanged between the sternmost of them and the Stranger who had last joined and whom I had hitherto looked upon as another of their Fleet. I then hoisted my Colours, shortly after which the two sternmost of the Rebel Frigates hawled their Wind, whilst the headmost kept awray about two Points from it. This brought the English Ship (which I afterwards found was the Flora) more abreast of them, who passed to Windward, exchanging a Broadside with each and pursuing the Fugitive, who from the Alteration two or three Times of her Course, seemed uncertain which to steer. The Flora gained fast upon her, which she perceiving, hawled her Wind again and soon afterwards tacked and stood after her Comrades, exchanging a Broadside with the Flora as they passed each other. I was just putting about after the two Ships when I observed this Manoeuvre of the Rebel Frigate, which made me stand on something longer before I tacked, hoping to get her within Reach of my Guns as she passed us. I accordingly did so, but had not the good Fortune to bring down either a Mast or Sail by my Fire. I tacked immediately after her and soon afterwards saw the headmost Rebel Frigate put about; she passed me just out of Gunshot to Windward and appeared a very fine Ship of 34 Guns with Rebel Colours flying. One of the Gentlemen of my Quarter Deck had been a Prisoner lately at Boston and knew her to be the Hancock, on board of whom Manley commanded, the Sea Officer in whom the Congress place great Confidence and who is the Second in Rank in their Navy. The Ship I had fired upon I found outsailed me and soon after my tacking, went away lasking ; whilst the other Frigate kept her wind. I then saw with Concern that one of the three must unavoidably escape, if they thus steered different Courses. I therefore judged it best to put about and follow the Hancock, which appeared the largest Ship. Whilst I was in Stays the Flora passed me very near, in Pursuit of the Ship I had fired upon. It was about Two o’Clock in the Afternoon of Monday the 7 th of July that I tacked after Manley, who seemed at first rather to outsail the Rainbow, but I understood afterwards that to endeavour making his Ship sail better, he started all his Water forward and by that Means put her out of Trim. An Hour before the Close of Day he altered his Course and kept away large; however, we got so near to him before dark as enabled us by Means of a Night-glass to keep Sight of him all Night. At Dawn of Day she was not much more than a Mile ahead of me, soon after which we saw a small Sail to Leeward which we found to be the Victor Brig, who as we passed fired at the Rebel Frigate and killed one of the Men at the Wheel, but was not able from bad sailing to keep up or come near any more. About Four in the Morning I began firing the Bow chace upon her, with occasional Broadsides loaded with Round and Grape, as I could bring them to bear, some of which struck her Masts and Sails. Half an Hour past Eight I was so near as to hail her and let them know that if they expected Quarter, they must strike immediately. Manley took a few Minutes to consider and a fresher Breeze just then springing up, he availed himself of it by attempting to set some of the Steering Sails on the other Side. I therefore fired into him, upon which he struck the Rebel Colours to His Majesty’s Ship, after a Chace of upwards of 39 Hours." The story is supplemented on pages 211-214 with the report of the captain of HMS Flora. NOTES: Information concerning the Bailey Collection of watercolor views of U.S. Naval actions (1745-1850) in The Mariners’ Museum, Newport News, Virginia. In 1940 The Mariners’ purchased from a dealer in London a collection of 254 watercolor drawings, which were at the time attributed to Charles T. Warren (1767-1823), an engraver. They were Represented as having belonged to a Charles Kingsley Bailey, and have henceforth been referred to as the Bailey Collection. The views in the collection range from the Siege of Louisburg in 1745 to an action which occurred in 1850. Simply on the basis of the breadth of coverage, then, it appeared unlikely that these were executed contemporary to the action by one person. Moreover, persons making studies of individual vessels represented in the collection have pointed out that there are major inaccuracies in the details of the vessels. Research initiated by the museum from 1974 to 1982 subsequently revealed that the watercolors were actually done by Irwin John Bevan (1852-1940). Welsh-born Bevan was a keen naval historian and his sketches and paintings included many maritime subjects. His work can be seen in Sea Fights of the Great War by W.L. Wyllie and M. F. Wrenn, published in 1918. Since Bevan did book illustrations, the present assumption is that this group of watercolors was executed to illustrate a projected work on the history of the U.S. Navy, especially as it related to the British Navy. Detailed contemporary accounts of the U.S.-British actions were written down in letters, official reports and newspapers of the day and nineteenth century historians had these sources available for their texts. The accounts accompanying Bevan’s paintings relied heavily on all these sources. Notwithstanding this however, the paintings must not be taken as primary documents of either the vessels or the engagements. They should be viewed in the context of the artist’s conceptions, which may vary considerably in their reliability. It is left to the discretion of the researcher whether or not this material will be of value in the current project. VESSEL HISTORY: Alternate vessel names: (1) VESTALE (1757-1761); (2) HMS FLORA (1761-1778); (3) FLORE (1784-1799). (1) HAWK (1775-1776); (2) HMS FOX (1773-1778)	CL12885
	36		Circa 1920	Brazil (Passenger ship : 1938)–Photographs.				Yachts–Photographs.; Yachting–Photographs.; Yacht clubs–Photographs.; Yacht racing–Photographs.; Sailboats–Photographs.; Motorboats–Photographs.; Steamboats–Photographs.; Tugboats–Photographs.	Contains photographic negatives of the tugboat Central in drydock, the steamship Brazil in drydock, the vessel Little Stranger, the runabout Miss Understood, the Scandinavian Gold Cup Race, unidentified six meter vessels, and various unidentified sailing and power yachts at the Scandinavian Gold Cup race.	P0002.001/50-072
	37								NOTES: Excerpts from 'A Naval History of the American Revolution' by Gardner Weld Allen, pages 207-215: “On Sunday the 6th of July, being 15 leagues to the Eastwd of Cape Sable, we took a Sloop from Louisburgh bound for Halifax, but delaying some time with her, we were chac’d towards evening by three Ships. We also being three, we did not make any efforts to avoid those Ships in Course of the night; on the Contrary Capt. Manley Tow’d the Sloop before spoken of untill next morning, by which time one of the Ships was a head of us and Tack’d upon us, the Second Ship, which was a two decker, was on our Lee quarter about three Leagues from us, and the third Ship about as far right a Stern. Capt. Manley then thought proper to sett fire to the Sloop & quitted her and endeavour’d to make the best of our way, but the first Ship being up within Shott about noon, we exchanged some Shott with her at a distance & then having spoke Capt. Manley, we agreed to tack and Engage her. We immediately Tack’d and Capt. Manley begun the Action with his head to the Northward & the Enemy on the opposite Tack, we being close under the Hancock’s Stern, also fell in with the Enemy in our turn and Exchanged about five broad Sides with her. Her Shott was so well aim’d that some of them pass’d through our Ship under the wale, so that we could not Tack upon the Enemy untill we had stop’d those holes; this was however done in a few Minutes, but not before the two deck Ship had goten very near us. Unfortunately the Fox did not tack at the same time we did, by which means the Enemy got between her and us and she was obliged to pass under the fire of the first Ship above mention’d and the fire of the two deck Ship also. Capt. Manley seeing that the Fox was beyond Saveing, put about and stood to the Southd, the Fox bore away and run to the Eastwd, and we kept the Wind to the Northwd. The two deck Ship then put about and follow’d the Hancock, leaving the Fox and me to the other two Ships. The Fox fled and defended herself bravely, haveing also some advantage in point of Sailing; we were constrain’d to keep the Wind for our own Security, being neither able to run from nor fight such force as then appear’d to Leward.” The vessel described by McNeill as a two-decker was the British forty-four-gun ship Rainbow, Commodore Collier, and she was accompanied by the ten-gun brig Victor. The third vessel, which appeared about the same time, was the frigate Flora of thirty-two guns. Collier says in his report that July 6, in the afternoon, being twelve leagues southwest of Cape Sambro, he first sighted the American squadron. Night came on, and the next morning the American ships, with a sloop in company, were five or six miles distant. They set fire to the sloop and at six o’clock another sail was observed “standing towards the rebel ships.” This vessel was thought to be an American also and trying to join the others. “About Ten in the Mornng the Enemy’s Ships went away lasking, and Three Quarters of an Hour afterwards I was surprized to see several Shot exchanged between the sternmost of them and the Stranger who had last joined and whom I had hitherto looked upon as another of their Fleet. I then hoisted my Colours, shortly after which the two sternmost of the Rebel Frigates hawled their Wind, whilst the headmost kept awray about two Points from it. This brought the English Ship (which I afterwards found was the Flora) more abreast of them, who passed to Windward, exchanging a Broadside with each and pursuing the Fugitive, who from the Alteration two or three Times of her Course, seemed uncertain which to steer. The Flora gained fast upon her, which she perceiving, hawled her Wind again and soon afterwards tacked and stood after her Comrades, exchanging a Broadside with the Flora as they passed each other. I was just putting about after the two Ships when I observed this Manoeuvre of the Rebel Frigate, which made me stand on something longer before I tacked, hoping to get her within Reach of my Guns as she passed us. I accordingly did so, but had not the good Fortune to bring down either a Mast or Sail by my Fire. I tacked immediately after her and soon afterwards saw the headmost Rebel Frigate put about ; she passed me just out of Gunshot to Windward and appeared a very fine Ship of 34 Guns with Rebel Colours flying. One of the Gentlemen of my Quarter Deck had been a Prisoner lately at Boston and knew her to be the Hancock, on board of whom Manley commanded, the Sea Officer in whom the Congress place great Confidence and who is the Second in Rank in their Navy. The Ship I had fired upon I found outsailed me and soon after my tacking, went away lasking ; whilst the other Frigate kept her wind. I then saw with Concern that one of the three must unavoidably escape, if they thus steered different Courses. I therefore judged it best to put about and follow the Hancock, which appeared the largest Ship. Whilst I was in Stays the Flora passed me very near, in Pursuit of the Ship I had fired upon. It was about Two o’Clock in the Afternoon of Monday the 7 th of July that I tacked after Manley, who seemed at first rather to outsail the Rainbow, but I understood afterwards that to endeavour making his Ship sail better, he started all his Water forward and by that Means put her out of Trim. An Hour before the Close of Day he altered his Course and kept away large; however, we got so near to him before dark as enabled us by Means of a Night-glass to keep Sight of him all Night. At Dawn of Day she was not much more than a Mile ahead of me, soon after which we saw a small Sail to Leeward which we found to be the Victor Brig, who as we passed fired at the Rebel Frigate and killed one of the Men at the Wheel, but was not able from bad sailing to keep up or come near any more. About Four in the Morning I began firing the Bow chace upon her, with occasional Broadsides loaded with Round and Grape, as I could bring them to bear, some of which struck her Masts and Sails. Half an Hour past Eight I was so near as to hail her and let them know that if they expected Quarter, they must strike immediately. Manley took a few Minutes to consider and a fresher Breeze just then springing up, he availed himself of it by attempting to set some of the Steering Sails on the other Side. I therefore fired into him, upon which he struck the Rebel Colours to His Majesty’s Ship, after a Chace of upwards of 39 Hours." The story is supplemented on pages 211-214 with the report of the captain of HMS Flora. NOTES: Information concerning the Bailey Collection of watercolor views of U.S. Naval actions (1745-1850) in The Mariners’ Museum, Newport News, Virginia. In 1940 The Mariners’ purchased from a dealer in London a collection of 254 watercolor drawings, which were at the time attributed to Charles T. Warren (1767-1823), an engraver. They were Represented as having belonged to a Charles Kingsley Bailey, and have henceforth been referred to as the Bailey Collection. The views in the collection range from the Siege of Louisburg in 1745 to an action which occurred in 1850. Simply on the basis of the breadth of coverage, then, it appeared unlikely that these were executed contemporary to the action by one person. Moreover, persons making studies of individual vessels represented in the collection have pointed out that there are major inaccuracies in the details of the vessels. Research initiated by the museum from 1974 to 1982 subsequently revealed that the watercolors were actually done by Irwin John Bevan (1852-1940). Welsh-born Bevan was a keen naval historian and his sketches and paintings included many maritime subjects. His work can be seen in Sea Fights of the Great War by W.L. Wyllie and M. F. Wrenn, published in 1918. Since Bevan did book illustrations, the present assumption is that this group of watercolors was executed to illustrate a projected work on the history of the U.S. Navy, especially as it related to the British Navy. Detailed contemporary accounts of the U.S.-British actions were written down in letters, official reports and newspapers of the day and nineteenth century historians had these sources available for their texts. The accounts accompanying Bevan’s paintings relied heavily on all these sources. Notwithstanding this however, the paintings must not be taken as primary documents of either the vessels or the engagements. They should be viewed in the context of the artist’s conceptions, which may vary considerably in their reliability. It is left to the discretion of the researcher whether or not this material will be of value in the current project.	CL12884
	38								SHORT DESCRIPTION: The image depicts the town of Cardiff in Wales. Houses and buildings stretch toward the Bristol Channel with the spire of St. John the Baptist City Parish Church on the left. There is a building that is almost highlighted in the print, sitting in the middle of the street with two sets of stairs. The city has several smoke stacks and there are numerous sailing ships lining the waterfront in the distance. Beyond the waterfront is Flat Holm Island. In the foreground there are two men on a building, one sitting on a wall and one standing and holding something. NOTES: The image is from after page 124 of volume 2 of “The Ports, Harbours, Watering-Places, and Coast Scenery of Great Britain," published by George Virtue in 1842. (TMMP Library DA625 .F49 Rare) The book was first published in 1838 by Charles Tilt with descriptions by William Andrew Chatto. It was then published several times in 1839 and 1842 by George Virtue, and later after 1855 by Virtue & Co. under George’s son, James S. Virtue. The name also changed slightly, but kept the "Ports, Harbours, and Watering Places" part of the title. The books that the Virtues published kept Chatto’s descriptions for the first volume, but they expanded the book to two volumes. William Beattie wrote the text for the new second volume and an appendix added to the end of the volume 1. NOTES: From the end of the 1842 edition of Volume 2: “In taking leave of these two Volumes, illustrating the Ports, Harbours, Watering-places, and Coast Scenery of Great Britain, a few words of explanation appear necessary. The work was originally commenced by Messrs. Finden [William and Edward], and for some time carried on with all the taste and spirit characteristic of these distinguished Artists. But the remuneration accruing from the sale being found inadequate to defray the expenses incurred in its production, it was offered to the present Publisher, who readily saw the improvements of which it was susceptible and became the purchaser. Arrangements were then made for its continuation. Mr. BARTLETT, whose illustrations are so familiarly and favourably known to the Public, set out on a tour of observation along the northern coasts of England and Scotland; and, after visiting every locality indicated, returned with a portfolio of drawings taken on the spot. These were immediately placed in the hands of eminent engravers; a re-issue and continuation of the work were announced; and it is gratifying to state, that the reception which it has since met with from the Public has been most liberal. With regard to the letterpress descriptions, I beg it to be expressly understood that the labours of my pen have been confined to the Second Volume and the Appendix of Vol. 1. The First Volume was written under the signature W.A.C. - prior to my connexion with the work; and, in justice to that author, I feel it at once a duty and a pleasure to conclude the work with this statement. William Beattie, M.D.” January 1842 J. Rickerby, printer, Sherbourn Lane NOTES: St. John the Baptist City Parish Church was built in 1180 as a chapel of ease for St. Mary, which was built around 1107. St. John’s has been renovated and expanded over the years but remains a medieval structure An excerpt from “The Ports, Harbours, Watering-Places, and Picturesque Scenery of Great Britain” about the print. “The county of Glamorgan, of which the principal town is represented in the accompanying plate, abounds in historical sites well adapted for the pencil, and furnishing the reader with many interesting facts and traditions. The southern portion of the county is remarkably fertile, highly cultivated, and presents to the stranger a long succession of luxuriant corn-fields, verdant pastures, and animated pictures of rural happiness and independence. It would be difficult to find any tract of land in Great Britain that can surpass the Vale of Glamorgan in richness of soil, or in soft and graceful scenery. This favoured region extends the whole length of the county-from the base of the mountains on the north to the shore of the Bristol Channel on the south-west. It presents throughout a most gratifying proof of what may be accomplished by judicious management, when soil and climate are both in favour of agricultural operations. As fair proof of the mild and salubrious nature of the atmosphere, we need only observe that the magnolia, the myrtle, and other delicate exotics, not only live but flourish in this auspicious climate. Equally favourable to health and longevity, this district has numerous living testimonies in the vigorous health and protracted age of its inhabitants, who are fully sensible of the blessings they enjoy. The valley, at its greatest breadth, measures about eighteen miles; in various places, however, it is contracted into less than half of this space, and presents in its outline a constant variety of picturesque and graceful windings. The town of Cardiff is built on the eastern bank of the river Taff, over which there is a handsome bridge of five arches, leading to the Swansea. It is a thriving town, possessing considerable trade; and, by means of a canal from the Pennarth to Merthyr-Tydvil, has become the connecting medium between these extensive iron-works, and the English market, and is, in fact, the port of the latter. The Taff, which falls into the sea at Cardiff, forms a principal outlet for the mining districts of Glamorganshire, the produce of which hitherto found its way to the market through the Glamorganshire canal; but its sea-locked, constructed about fifty years ago, has long been found inadequate to the demands for increased accommodation, in consequence of the great prosperity of trade since the canal was opened. The Marquess of Bute, possessing lands in this neighbourhood, obtained, in 1830, an act for constructing a new harbour, to be called the Bute ship-canal, and completed the work at his own expense. The great advantages of this enterprise are- a straight, open channel from Cardiff-roads to the new sea-gates, which are forty-five feet wide, with a depth of seventeen feet at neap, and thirty feet at spring-tide. On passing the sea-gate, vessels enter a capricious basin, having an area of about an acre and a half, sufficient to accommodate large trading-vessels and steamers. Quays are erected along the side of the canal, finished with strong granite coping, exclusive of the wharfs at the outer basin. This great work was finished in the summer of 1839, at an expense to the proprietor of three hundred thousand pounds. Cardiff Castle, which stands insulated on a high mound of earth, was partially restored and modernized by the late Marquess of Bute. This ancient fortress is connected with several interesting events in history. In one of its towers, or dungeons, Robert Duke of Normandy was twenty-five years imprisoned by his younger brother, Henry the First, who had previously usurped the throne and deprived him of his eyesight. In the reign of Charles the First it was bombarded by the Parliamentary forces during three successive days, and only surrendered in consequence of treachery on the part of the garrison.”	CL16339
	39								ADDITIONAL INFORMATION: Text from the book "Flag and Fleet, How the British Navy Won the Freedom of the Seas" by William Wood PART III, THE FRENCH WAR, CHAPTER XIII, THE FIRST WAR AGAINST LOUIS XIV (1689-1697) In Chapter VI we saw how French and English once fought a Hundred Years War to decide the French possession of all the land of France, and how the French, having the greater army, won. Now, in these next seven chapters we shall learn how they fought another Hundred Years War to decide the command of the sea, and how the English, grown into a British Empire and having the greater navy, won in their turn. Both victories proved to be for the best. France and England both gained by the first war; because the natural way for France to grow was all over the land that is France now, while the natural way for England to grow was not on the continent of Europe but in the British Isles. The British Empire gained more than the French by the second war; but as France could never have held an oversea Empire without a supreme navy, and as she could never have a supreme navy while she had two land frontiers to defend with great armies, she really lost nothing she then could have kept. Besides, in the nineteenth century she won a great empire in northern Africa, where her Mediterranean sea-power keeps it safe. The British Empire, on the other hand, being based on world-wide sea-power, is rightly placed as it is. So neither French nor British are tempted to envy each other now; while their Hundred Years Peace, followed by their glorious Alliance in the Great War, should make them friends for ever. The Franco-British wars which began in 1689 and ended on the field of Waterloo in 1815 are not called the Second Hundred Years War in books. But that is what they were in fact. The British Navy was the chief cause of British victory all through, and, as French and British always took opposite sides, we may also call the whole of these seven wars by the one name of "The French War," just as we have called the other wars against our chief opponents "The Spanish War" and "Dutch War"; and just as we might call "The Great War" by the name of "The German War." Two more points must be well understood, or else we shall miss the real meaning of our imperial history and the supreme importance of the Royal Navy. First, there have been four attempts made in modern times by Great Powers on the continent of Europe to seize the overlordship of the World; and each time the Royal Navy has been the central force that foiled the attack upon the freedom of mankind. These four attempts have been made about a century apart from one another. The Spanish attempt was made at the end of the sixteenth century. The first French attempt was made by Louis XIV at the end of the seventeenth. The second French attempt was made by Napoleon at the beginning of the nineteenth. The German attempt was made at the beginning of the twentieth. Though alike in the ambitions of their makers, these attempts were most unlike in the way the wars were carried on; for, while the Spaniards and Germans were monsters of cruelty, the French were foemen worthy of the noblest steel. Secondly, as we shall see in Chapter XVI, the middle of this long French War was marked by the marvellous growth of the British Empire under the elder Pitt; a man whose like the world had never seen before and may not see again; orator, statesman, founder of empire, champion of freedom, and one of the very few civilians who have ever wielded the united force of fleets and armies without weakening it by meddling with the things that warriors alone can do. Louis XIV liked to be called the Sun King (Roi Soleil) and Great Monarch (Grand Monarque). His own France was easily the first Great Power in Europe. She was rich and populous. The French army was the most famous in the world. French became the language of diplomacy. Whenever two nations speaking different languages wrote to each other about affairs of state or made treaties they did so in French, as they do still. But all this was not enough for Louis. He wanted to be a conqueror in Europe and beyond the seas. His people did not need oversea trade and empire in the same way as the Dutch and British, did not desire it half so much, and were not nearly so well fitted for it when they had it. France was a kingdom of the land. But, no matter, Louis must make conquests wherever he could. Hoping to get England under his thumb he befriended James II, the last Stuart king, whom the English drove out in 1688. James, less bad but less clever than his vile brother Charles, had a party called Jacobites, who wanted French help to set him on the throne again, but no French interference afterwards. Most of Great Britain favoured the new king, William III; most of Ireland the old one, James. This greatly endangered British sea-power; for the French fleet had been growing very strong, and an enemy fleet based on Ireland would threaten every harbour in Great Britain from Bristol to the Clyde. More than this, a strong enough fleet could close the Channel between the south of Ireland and the north of France. There would then be no way out of Great Britain on to the Seven Seas except round the north of Scotland. But an enemy fleet strong enough to shut off Great Britain from the short cuts north and south of Ireland would certainly be strong enough to command the roundabout way as well; for it would be close to its base on the west coast of Ireland, while ships coming round by the north of Scotland would be far from their own. Thus Ireland, then as now, was the key to the sea-door of Great Britain. Luckily for Great Britain then, and for our Empire and Allies throughout the Great War, keys are no good unless you have the hand to turn them. And, then as now, the strong right hand that holds the key of Ireland was and is the Royal Navy. In 1689 William III had at last succeeded in forming the Grand Alliance against Louis XIV, who now had enemies all round him except in little Switzerland. But France was easily the strongest of all the Great Powers, and she was under a single command; while Spain and Austria were lukewarm and weak against her, the many little German countries could not act well together, and Great Britain had many Jacobites at home besides still more in Ireland. Thus the Dutch and British friends of King William were the only ones to be depended on through thick and thin. Moreover, the Navy had grown dangerously weak under the last two Stuart kings; and some of its men were Jacobites who knew the French king wished to put the Stuarts on the British throne again. So, when the great French admiral, Tourville, defeated the Dutch and British fleets off Beachy Head in 1690, the British fought far more feebly than the Dutch, who did as well as the best of them had done when led by the immortal van Tromp. Luckily for the British, Louis XIV did not want to make them hate him more than he could help, because he hoped to use them for his own ends when he had brought them under James again. Better still, William beat James in Ireland about the same time. Best of all, the Royal Navy began to renew its strength; while it made up its mind to stop foreign invasions of every kind. Even Jacobite officers swore they would stop the French fleet, even if James himself was on board of it. Then the tide of fortune turned for good and all. In the spring of 1692 Louis and James, with a French and a Jacobite-Irish army, were at La Hogue, in the north-west corner of the Normandy peninsula, ready for the invasion of England. They had to wait for Tourville to clear the Dutch and British fleets away. But they thought these fleets had not joined company and that the British fleet would be so full of Jacobites as to be easily defeated again. At the first streak of dawn on the 19th of May Admiral Russell was off Harfleur, at the north-east corner of the Normandy peninsula. His own British ships of the line (that is, the ships of the biggest and strongest kind) numbered sixty-three; while his Dutch allies had thirty-six. Against these ninety-nine Tourville had only forty-four. Yet, having been ordered to attack, and not getting the counter-order till after the battle was over, he made for the overwhelming Dutch and British with a skill and gallantry beyond all praise.The fury of the fight centred round the Soleil Royal, Tourville's flagship, which at last had to be turned out of the line. Then, as at Jutland in the Great War, mist veiled the fleets, so that friend and foe were mixed together. But the battle went on here and there between different parts of the fleets; while a hot action was fought after dark by Admiral Carter, who, though a Jacobite, was determined that no foreign army should ever set foot in England. Mortally wounded, he called to his flag captain, "Fight the ship as long as she swims," and then fell dead. All through the foggy 20th the battle was continued whenever the French and Allies could see each other. Next morning the Soleil Royal became so disabled that she drifted ashore near Cherbourg. But Tourville had meanwhile shifted his flag to another ship and fought his way into La Hogue with twelve of his best men-of-war. Some of the other French ships escaped by reaching St. Malo through the dangerous channel between La Hogue and the island of Alderney. Five others escaped to the eastward, and four went so far that they rounded Scotland before getting home. On the 23rd and 24th Admiral Rooke, the future hero of Gibraltar, sailed up the bay of La Hogue with his lighter vessels; then took to his boats and burnt Tourville's men-of-war, supply ships, and even rowboats, in full view of King Louis and King James and of their whole army of invasion. No other navy has seen so many strange sights, afloat and ashore, as have been seen by the British. Yet even the British never saw a stranger sight than when the French cavalry charged into the shallow water where the Dutch and British sailors were finishing their work. A soldier-and-sailor rough-and-tumble followed, sabres and cutlasses slashing like mad, and some of the horsemen being dragged off their saddles by well-handled boat-hooks. La Hogue was not a glorious victory, like Trafalgar, because the odds were nine to four in favour of the Dutch and British. But it was one of the great decisive battles of the world, because, from that time on, the British Isles, though often threatened, were never again in really serious danger of invasion.	CL16699
	40								SHORT DESCRIPTION: A view of the Bosphorus nestled between hills, on the left a building (perhaps the Asiatic tower described on pg 10] built on the hill low down and close to the water. Right side of the engraving shows an expansive castle built in steps into the hillside leading down to the water. Left foreground shows goats grazing on the hill; in the right foreground there appear to be decorative stone markers. Middle and background show more hills and the river filled with many types of vessels, large and small. Pg 11 contains a description of the castle, “Roumeli Hissar consists of five round towers, connected by massive embattled walls, ascending the slope of the hill. It is now useless as a fortress, but is applied to other more characteristic and equally important Turkish purposes. In the wall which fronts the Bosphorus, there is a low doorway concealed behind a large platanus: this is the postern of death.” NOTES: A fortress of European Turkey. NOTES: From Volume 1 of: “Constantinople and the scenery of the seven churches of Asia Minor, illustrated. In a series of drawings from nature by Thomas Allom. With an historical account of Constantinople, and descriptions of the plates, by the Rev. Robert Walsh.” 1839. The publication was reprinted several times and translated into German, French and Italian editions although Walsh's text was not included. Objects in the collection related to this publication include: LE 1242, LE 1252, LE 2670, LE 2671, LE 2672, LE 2673, LE 2674, LE 2675, LE 2676, LE 2677, LE 2678, LE 2699, LE 2701, and LE 2702. NOTES: Text from the book: Roumeli Hissar, or, The Castle of Europe, (On the Bosphorus) [pg 9] The supposed origin of the Bosphorus is connected with the most awful phenomena of nature; and the lovely strait, which now combines all that is beautiful and romantic, grateful to the eye, and soothing to the mind, owes its existence to all that is fearful and tremendous. - At its eastern extremity, and above the level of the Mediterranean, there existed an inland sea, covering vast plains with a wide expanse of waters, several thousand miles in circumference. By a sudden rupture, it is supposed, an opening was made, through which the waters rushed, and inundated the subjacent countries. For this supposition there are strong foundations of probability. The comparatively small sheets of water now partially occupying the space which the greater sea once covered, under the names of the Euxine, Azoph, Caspian, and Aral seas, are only the deeper pools of this great fountain, which has, in a succession of ages, been drained off, leaving the shallower parts dry land, with all the marks of an alluvial soil. The spot where the great rupture is supposed to have taken place is indicated by volcanic remains: basalt, scoriae, and other debris of calcination, lying all around. The strait itself bears all the marks of a chasm violently torn open, the projections of one shore corresponding to the indentations of the other, and the similar strata of both being at equal elevations, while the bottom is a succession of descents, over which the water still tumbles with the rapidity of a cataract. The opinions of antiquaries accord with natural appearances. The first land which this mighty inundation encountered was the continent of Greece, over which it swept with irresistible force. Tradition has handed down to us the flood of Deucalion; and ancient writings have assigned as its cause, “the rupture of the Cyanean rocks:” so that both poets and historians concur in preserving the memory of this awful event. After the first effects of this inundation had ceased, a current was still propelled by the Danube, the Boristhenes, and other great rivers, which pour their copious streams into the Euxine, and have no other outlet: hence it still runs down with considerable velocity. In some places, where the convulsion seems to have left the bottom like steps of stairs, this is dangerously increased. It is possible that the continued attrition of the water, for thousands of years over this rocky surface, has worn it down to a more uniform level; still three cataracts remain, one is called shetan akindisi, or “the devil's current:” it is necessary, from its laborious ascent, to haul ships up against it with considerable toil. To the ancients it was accounted a perilous navigation, when the broken ledges were still more abrupt. Among the acts of daring intrepidity was deemed the navigation of this strait. Hence Horace says— “To the mad Bosphorus my bark I’ll guide, And tempt the terrors of its raging tide.” There is not a promontory or recess in all its windings, that is not hallowed by the recollection of either fictitious mythology or authentic history. The ancient name of [pg 10] Bosphorus signifies “the traject of the ox;” the passage being so narrow that such animals swam across it, and hence it is sometimes spelled Bosporos. But the fanciful mythology of the Greeks assigned a more poetic derivation of the name. They assert that Io, having assumed the form of a cow, to escape the vigilance of Juno, in her solitary wanderings swam across this strait, and consigned to fame the tradition of the event by the name it bears. One promontory preserves the name of Jason, who landed there in his bold attempt to explore the unknown recesses of the Euxine. An other retains that of Medea, for there she dispensed her youth-giving drugs, and conferred upon the place that reputation of salubrity which still distinguishes it. The narrow pass, that divided Europe from Asia, was also the transit chosen by great armies. Here Darius crossed, when the hosts of Asia first poured into Europe, and the rage of conquest led the gorgeous monarch of the East, from the luxuries and splendour of his own court, to penetrate into the rude and barbarous haunts of the wandering Scythians. Here it was that Xenophon, and his intrepid handful of Greeks, crossed over, to return to their own country. Here it was that the Christian crusaders embarked their armies, to rescue the holy sepulchre from the infidels; and here it was that the infidels, in return, entered Europe, and destroyed the mighty Christian empire of the East. The accompanying illustration exhibits the scene of these events, and so commemo rates the deeds of remote and recent ages. The strait is here not more than seven stadia, or furlongs, across; and, as Pliny truly says, “You can hear in one orb of the earth, the dogs bark and the birds sing in the other; and may hold conversation from shore to shore when the sound is not dispersed by the wind.” In particular seasons, during the migration of fish, boats are seen, extending in a continued line, and forming a bridge from side to side. The rock on which Darius sat is still pointed out; and, if a stranger occupy the rude seat at such a moment, it will powerfully recall to his imagination those times when mighty armies crossed and recrossed on a similar fragile footing. The events connected with Roumeli Hissar, or the Castle of Europe, are of surpassing interest. When the fierce Mahomet determined to extinguish the feeble Roman empire, and transfer the Moslem capital to a Christian soil, he found two dilapidated towers, one in Asia, and the other in Europe, which had been suffered to fall into utter decay. He re-edified that on the Asiatic shore, and, having been allowed to do this without opposition, crossed over and rebuilt the European castle also, so as completely to command the navigation of the straits, by occupying two forts on the most prominent points of the nearest parts of it. When the emperor remonstrated against this violation of his territory, he was tauntingly but fiercely answered, that “since the Greeks were not able to protect their own possessions, he would do it for them;” and he threatened to flay alive the next person who came to remonstrate. To establish his usurped right, he prohibited the navigation of the strait by foreigners. The Venetians refused to comply with this arbitrary mandate, and attempted to pass; but their vessel was struck by a ball from one of those enormous cannon which Mahomet had caused to be cast for the destruction of the Greek empire: the crew were beheaded, and their bodies hung out of the castle, to deter others from similar attempts. The [pg 11] castle was thence called Chocsecen, “the amputator of heads;” and such is the immutability of Turkish ferocity, that, with reason, it retains the name at this day. Roumeli Hissar consists of five round towers, connected by massive embattled walls, ascending the slope of the hill. It is now useless as a fortress, but is applied to other more characteristic and equally important Turkish purposes. In the wall which fronts the Bosphorus, there is a low doorway concealed behind a large platanus: this is the postern of death. The fortress had for many years been converted into a prison, and may well bear the inscription which Dante read on the infernal portals, “Lasciate ogni speranza, voi ch'entrate.” No prisoner is ever known to repass the gate of death; hence the Turks call their dismal fortress, the “towers of oblivion,” adopting the appellation given to them under the despotism of the Greek empire, when the castles were named “Lethé,” and for a similar reason. During the struggles of the present sultan with the janissaries, it was his constant practice to have his opponents secretly arrested, and conveyed to this place. Every morning some Oda missed their old officers. They had been conveyed to this place after it was dark, entered the low doorway, and were seen no more. During this period, some Franks, who had taken a caique to Buyukderé, where they were detained longer than they intended, were returning late. Boats are not permitted to pass the fortresses after sunset, and the signal-gun is fired: so they had to make their way secretly along, under cover of the shore. When arrived near the castles, they saw a large caïque advancing from Constantinople, and, to avoid detection, remained close under a rock, not far from the fatal gate. The strange boat approached, and landed just before it. Two distinguished-looking men, wrapped up in their pelisses, disembarked; they were held up by the arm on each side. One of them passed on in silence; the other sighed heavily as he approached, turned round, and seemed to cast a lingering look upon the world he was about to leave for ever. He then stooped his head, and disappeared, with his more impassive companion, under the fatal arch; the gate, groaning on its rusty hinges, closed behind them. The caïque returned immediately to Constantinople. The Franks then slipped past, and arrived without being stopped. The next morning it was known that two Binbashis, or colonels, who had great influence on their respective Odas, and strongly opposed the mizam geddite, were missing. They never reappeared. The navigation of the Bosphorus is the most lovely that ever invited a sail. Its length, in all its windings, is fifteen miles; and when the caïque glides down with the current, there is something exquisitely beautiful and grateful to the senses in every thing around. Nothing can exceed, in picturesque scenery, the whole coast on each side. It affords a continued succession of romantic wooded promontories, projecting into the stream, and presenting, at every winding of the strait, new and diversified objects. As you pass each headland, some placid bay opens to your view, in whose bosom a shaded village reposes. These are so numerous, that twenty-six occur from the [pg 12] Euxine to the Propontis; and in one line of coast there is a continuity of houses for six miles. For the centre of each village an enormous platanus generally rears its lofty head, and empanadas its wide extent of foliage: round its gigantic stem the houses are clustered, over which it forms a vast canopy, so that large villages are often covered with the shade of a single tree.	CL17561
	41								NOTES: Page from The Army and Navy Register, and Woolwich Garrison Gazette, published by Edward Jones, Thomas Street, Woolwich. This is issue number 12, for July 1841. TEXT: The Army and Navy Register, And Woolwich Garrison Gazette, Published on the First day of Every Monty, and Upon All Extraordinary Occasions, By E. Jones, Thomas Street, Woolwich, No. 12, For July, 1841. Price 1S., Third Edition. LAUNCH OF THE TRAFALGAR. [First column] The announcement of the certainty that Her Majesty and Prince Albert would be present at the launch of this splendid vessel, induced many thousands of the inhabitants of the Metropolis to visit Woolwich to witness the interesting spectacle. On Sunday evening the number of persons who arrived at Woolwich was unexampled on any former occasion, and consequently every house of public resort or where a stranger could claim the slightest relationship or acquaintance with the occupiers, was besieged to obtain beds, or temporary accommodation for the night. The morning of June 21, having a favourable appearance, at the earliest hour groups of respectably dressed strangers were perambulating the streets, and in the course of the morning the whole of the inhabitants of the town were in motion, especially the middle classes, notice having been given that the workmen employed in any department of Her Majesty's service, might introduce their families to the open space and to back seats erected for them if they attended by nine o'clock at latest. As early as seven o'clock hundreds occupied the seats allotted to them and kept them with the greatest patience for nearly seven hours until the launch took place, and by nine o'clock the whole were densely crowded. Between nine and ten o'clock, carriages containing parties having tickets of admission at the main gate, began to arrive and continued to set down for a long period. The steam boats also brought thousands after thousands and continued to land passengers at the various wharfs without intermission for upwards of three hours Between one and two o'clock numbers of large steam vessels arrived and took up their stations in the river, and it was evident many of them contained from a thousand to twelve hundred persons each, being very crowded in every available part, even to the rigging. The arrangements of the harbour- [Second column] master, and those under his charge, and the river police, afforded the various steam boats as they arrived, an opportunity to run close to the stern of the vessel and then to fall back into the station they were to occupy during the launch, which gave great satisfaction to the public. On the Essex side, the banks of the river presented a most animating scene, being crowded to an extent of upwards of a mile and half with parties who had a good distant view of the launch. Early in the morning orders were issued to the troops in the garrison, to assemble on parade at 12 o'clock, under arms and in review order, and at that hour they were: marched to the Dock Yard, headed by the Royal Horse Artillery, commanded by Col. Dyneley, to keep a clear passage on Her Majesty's approach, and the others to occupy such positions as would be pointed out to them by the Brigade Major. The company of Gentlemen Cadets to form Her Majesty's guard of honour, under the command of Captain Burnaby The Royal Marines, with band and colours, to form the guard of honour of His Royal Highness, the Duke of Cambridge. The band of the 15th regiment to be stationed within the enclosure, at the head of the ship. The band of the Royal Sappers and Miners to be stationed on board Her Majesty's ship Trafalgar. No person to be admitted on horseback except Lieut.-General Lord Bloomfield, his staff, and the officers on duty with the troops. The Royal Foot Artillery commanded by Colonel Lacy, and the right and left wings by Lieut.-Colonel Brandreth, and Lieut. Colonel Jackson. The 15th regiment was commanded by Lieut.-Colonel Lord Charles Wellesley. The Royal Marines, by Colonel Connolly. At half past one o'clock the band of the Royal Marines played the national anthem, on the arrival of Prince Gorge and the Duchess of Cambridge. His Royal Highness passed through the Royal Marines, and was escorted to his seat by Lord Bloomfield. The seat occupied by the Duchess of Cam- [Third column] bridge, and Prince George of Cambridge, was immediately opposite the royal stand, and next to the river, on the east side of the stern of the vessel. The royal marine band was then stationed there, and performed a number of fine airs. Precisely at two o'clock a royal salute fired at the mortar and howitzer battery, announced the near approach of Her Majesty and the royal party, escorted by a detachment of 11th hussars. Her Majesty was received by Lord Minto, Sir Charles Adam, Lords of the Admiralty, Admiral Beauclere, Admiral Digby, Admiral Otway, Captain Phipps Hornby, Superintendent of the Dock Yard, Lieut.- General Lord Bloomfield, and his staff, the Gentlemen Cadets forming the guard of honour, and the band of the Royal Artillery playing "God Save the Queen." On entering the spacious portion of the building, under which the Trafalgar was constructed, which was decorated with standards and a royal crown, placed over the inside of the door, with a profusion of union jacks, and a flag, with the arms of Saxe Coburg and Gotha, Her Majesty appeared to be enraptured with the scene presented to her view, the magnificence of the vessel on one side, and the immense groups of her affectionate subjects in the vessels on the river, and on the banks on the opposite side, who welcomed her with most enthusiastic cheers. Her Majesty after sitting for a few minutes on a crimson covered couch, proceeded to the front of the vessel, leaning on the arm of Lord Minto, and followed by Prince Albert, Colonel Bowater, Colonel Wylde, and other officers, and equerries in waiting. At half past two Her Majesty having previously returned to the royal stand, a salute was fired to announce that the launch would immediately take place, and the majestic vessel glided into the water, amidst the cheers of hundreds of thousands, who were gratified with the sight. At about 150 yards distant from the shore the anchor was dropped, and the Trafalgar brought up in beautiful style, the bands playing "Rule Britannia," and the brave old tars upon her decks cheering with their utmost strength. [Fourth column] Her Majesty remained in front of the Royal stand until three o'clock, affording many of the steam vessels an opportunity of coming alongside previous to their departure with her loyal subjects, and the Queen appeared to feel more than ordinary pleasure from the animated scene presented to her view on this imposing occasion. A heavy shower of rain prevented Her Majesty from going on board the Firebrand, as was originally intended, and after again walking along the interior of the building, Her Majesty went out at the south end, and having entered her carriage proceeded for Buckingham Palace. Admiral Sir James Gordon, Lieutenant Governor of Greenwich Hospital, was present in the Messenger, and the number of distinguished officers was very great, wherever a good view could be obtained. The crew of the Salamander, steam frigate, manned their yards, and the yachts of Admiral Codrington, the Marquis of Anglesea, Lord A. Paget, and many others were gaily decked with colours. It is gratifying to be able to state that the whole went off in the most admirable manner, without any serious accident. The following is a correct description and exact measurement of the Trafalgar, as she appeared at the time of the launch:- The bows and helm have been already coppered, and the portion above water has been fully painted outside and inside. The stern has been finished in a handsome manner, presenting a chaste and light appearance, similar betwixt the decks to the ballustrades on bridges. The upper deck is supported in the centre by 39 pillars of the best African teak, nearly as hard as iron, and 11 pillars of softer wood, next the stern. The second deck is supported by 21 pillars of African teak, 5 of hard wood and 12 of iron, and the lower deck by 35 pillars of African teak; and the beams on each deck are joined to the sides by immense joints of iron, presenting an appearance of the greatest strength and durability in all its parts. The outward dimensions of this splendid vessel, are as follows:-- [Fifth column] Length from the fore part of the figure to the after part of the stern 246 feet 2 inches. Length on the gun deck 205 feet 5-1/2 inches Length keel, for tonnage 170 feet 5 inches Breadth, extreme 55 feet 7-1/2 inches Breadth for tonnage 54 feet 9-1/2 inches Breadth Moulded 53 feet 11-1/2 inches Depth in Hold 23 feet 2 inches Burthen in Tons 2721 23/24 old measurement Burthen in tons 2553 [large fraction] new measurement Height from the lower part of the keel, to the upper part of the stern 54 feet 12-1/2 inches DEPARTURE OF THE TRAFALGAR FOR SHEERNESS. About ten minutes before two o'clock on the following day, this magnificent vessel, with the Royal Standard of England, and the Admiralty and other flags waving in the breeze, in the same positions as they were when she was launched, commenced her progress down the river, towed by the Salamander frigate, on her larboard side, the Monkey steam-vessel on the starboard side, and the Meteor steam-vessel right a-head. On her departure, numbers of persons who visited Woolwich for the purpose of seeing her, and the workmen in the dock-yard gave three hearty cheers, which were repeated along the densely crowded wharfs, as she slowly passed them, the tide being at the time running up. On passing the Royal Arsenal, the wharfs appeared crowded, and she was again cheered by the numerous workmen employed in that large naval and military establishment. It is a very gratifying circumstance connected with the launch of the Trafalgar, a day which will be long remembered in Woolwich, and by hundreds of thousands of the inhabitants of the metropolis, who, from the facilities of steam and railway conveyance, witnessed her graceful and gentle entry into the bosom of Old Father Thames, that in no part of her timbers did she yield three quarters of an inch, an unparalleled event [Sixth column] in the annals of ship building, many frigates and even smaller vessels having yielded 8 or 9 inches on such occasions, as has been proved by the plans usually adopted to ascertain their strain. The Trafalgar in a masterpiece of art, and her elegant proportions afford convincing proofs of the superiority of British naval architects, and of Mr. Lang, under whose immediate superintendence she was constructed. Mr. Lang, immediately previous to the launch, had the honour of explaining to Her Majesty and Prince Albert the manner in which the ceremony of naming the vessel was performed. As various reports have been circulated, it may be proper to mention that Lady Bridport, a niece of the gallant Nelson had this honour most appropriately conferred upon her. The bottle of wine from which three glasses were drank before it was attached to the sling, by a singular coincidence had been in the store of the Victory the flag ship of the brave Nelson, at the battle of Trafalgar, having been presented for the occasion. Shortly after Her Majesty left the royal stand in which was a round table, on the centre of which was a handsome vase containing a nosegay, the ladies in the adjoining seats entered, and became possessed of the flower, and it was amusing to witness the anxiety to possess the smallest portion, some appearing delighted when they only obtained a leaf, from their early and more fortunate companions. Hundreds of elegantly dressed persons afterwards visited the Royal stand, and never on any former occasion had so many of Her Majesty's subjects such an excellent opportunity to witness under the most auspicious circumstances, their gracious sovereign, and never did Her Majesty appear so highly gratified as with the novelty of the scene, quite new to her and of so grand and imposing a nature. The keel of the Trafalgar was laid December 19th, 1829. WOOLWICH Printed and Published by Edward Jones, at his General Printing Office, Thomas Street, in the Town and Parish of Woolwich, the County of Kent, Wednesday, July 7, 1841. NOTE: John Grant (d.1873) produced a series of aquatints at Woolwich for illustrations of the Army and Navy Register and Woolwich Gazette, 1840–1855. Grant was apparently the editor of the Army and Navy Register at Woolwich. In 1841 Grant was at 34, Wellington Street. VESSEL INFORMATION - VESSEL HISTORY: Launched in 1841. Served in the Crimean War. Cut down and given engines in 1859. Seagoing cadet training ship in 1870. Stationary training ship at Portand in 1873. Sold in 1906.	CL20052
	42					USA; MASSACHUSETTS; CAPE COD	WRITTEN ON VERSO: BUILT 1816, REBUILT 1876, 40 FEET HIGH.		NOTES: Description: The Light keepers, a romantic movie set in 1912, premiered in late 2009 to less than stellar reviews. Despite the presence of stars like Richard Dreyfuss, Blythe Danner and Bruce Dern, the one that stole the show is undeniably Race Point Lighthouse. Although the lantern room interiors were filmed on the grounds of a museum using an old lantern and lens from Chatham Lighthouse, Race Point Lighthouse and its keeper’s house feature prominently in the film. Traversing two miles of soft sand each day was not an easy task for the cast and crew with its equipment. If one elects to stay in the red-roofed keeper’s house, which offers overnight stays, transportation is fortunately provided. Surprisingly, the light from the forty-five-foot-tall tower topped by a black-cast iron lantern does not shine directly into the second-floor guest room windows, so a good night’s sleep awaits. Revenue from the overnight stays go toward maintenance, with any surplus being donated to the American Lighthouse Foundation and other non-profits. The location is isolated, and it is said that guests (there is room for eleven of them) like it that way. But this section of Cape Cod, which provides a restful retreat for modern man, has long been a site of death and destruction for hapless ship captains. In the1802 collections of the Massachusetts Historical Society, Vol. VIII, it is written: The shore, which extends from this valley (Stout’s Creek) to Race Point, is unquestionably the part of the coast most exposed to shipwrecks. A northeast storm, [is] the most violent, and fatal to seamen… add to which the ships, during the operation of such a storm, endeavor to work to the northward, that they may get into the bay. Should they be unable to weather Race Point, the wind drives them on the shore, and a shipwreck is inevitable. Accordingly, the strand is everywhere covered with the fragments of vessels. Race Point takes its name from the strong crosscurrent, called a “race,” which made travel around the tip of Cape Cod fraught with danger. Vessels navigating the coast from Boston and southward were forced to pass through the area’s perilous bars prior to the building of the Cape Cod Canal in 1914. Seafarers and merchants began to petition for a lighthouse on the point as early as 1808. Congress approved $8,000 on April 17, 1816 for lighthouses at Race Point and Point Gammon in Massachusetts and Petit Manan in Maine, and by July that year Henry A.S. Dearborn, superintendent of lighthouses of Massachusetts, issued a request for bids. A twenty-foot-tall, octagonal wooden tower was originally specified, but a twenty-five-foot-tall rubblestone tower, with a light thirty feet above the water was constructed after the plans were modified. Race Point, Cape Cod’s third light station after those at Truro and Chatham, first exhibited its light on November 5, 1816. A covered passageway off the kitchen linked the stone keeper’s house with the tower. The flash of Race Point Light could be seen nineteen miles away, and while the inspection reports of Lt. Edward W. Carpender frequently recommended that the number of whale oil lamps at a light station should be decreased, his 1838 survey did not suggest that for Race Point. Carpender realized the value of the light with its ten lamps backed by thirteen-inch reflectors. The keeper, however, received a mixed review. Its location renders it a light of great value and importance to the navigation of Boston bay, and to vessels arriving from sea; consequently, I have not thought of proposing any reduction to it. I visited it near the middle of the forenoon, and met the keeper absenting himself from home without having guarded against detention by preparing his lamps, reflectors and glass for the night. They were, however, in such order as to induce favorable impressions of the manner in which the light is kept. The tower and dwelling are of stone, judiciously connected together by the kitchen, which has been lengthened for that purpose. A change in the light was suggested following a visit by I.W.P. Lewis in 1842, when Elijah Dyer was keeper. The light is useful to all vessels leaving Boston, and bound to the eastward, or round the cape, through the South channel; and also as a point of departure for Provincetown harbor, as well as Boston. Its illuminating power is, however, so weak that when a fleet of fishermen are anchored in Herring cove, close by, a stranger would hardly be able to distinguish it from the lights set on board these vessels. A reciprocating light of one good lamp and suitable reflector would be much more efficient than the present apparatus with ten lamps. I.W.P. Lewis noted that the tower had no foundation and leaked, the lantern had three broken panes of glass, and the reflectors were out of alignment. He did mention that the keeper’s house was “in very good repair, and most neatly kept.” Another 1842 inspection stated $65 was direly needed for a new boat, because the old one “would not withstand a rough sea five minutes.” During Samuel Cook’s tenure as keeper, an inspection report from 1850 shows that ten lamps were still in use. The lighting apparatus was rotated by a clockwork mechanism and everything was “in good order.” For the keepers, this meant that the mechanism had to regularly be kept wound, and the lamps filled and wicks trimmed every four hours. Other improvements to Race Point Lighthouse included a new fog bell in 1852 and a fourth-order Fresnel lens in 1855. In 1863, the “tower [was] partly taken down and rebuilt, new lantern provided, woodwork renewed, kitchen lathed, plastered and newly floored, roofs repaired, chimneys partly rebuilt, grounds graded, &c., fog-bell removed to a position near the dwelling.” By 1873, a twelve-inch, steam-driven fog signal housed in a new, 12 x 24-foot, wood-frame building replaced the fog bell. To take on the additional work required by the fog signal equipment, a 1.5 story, wood-frame assistant keeper’s house was erected in 1874. The annual Lighthouse Board report noted in 1875 that more critical improvements were necessary and requested $8,000. “The tower at this station was originally built of rubblestone, laid in common lime mortar. The lime disappeared, and the tower became so leaky that it was necessary to cover it with shingles. The shingles are now rotten, as are also the wooden stairs inside, and the tower is so dilapidated that it is necessary to rebuild it. Extensive repairs are also required on the keepers dwelling.” A new, forty-five-foot, brick-lined, cast-iron lighthouse was built in 1876 for $2,800. Race Point’s Fresnel lens was moved to the new tower, and the light’s characteristic changed to fixed white light. The original stone keeper’s house was torn down and a new one-and-a-half-story frame structure constructed. Not all have found conditions at the lighthouse and its environs enticing. “What a dreary prospect lay before us!” wrote Sarah Leslie in the April-September 1884 issue of Outing and the Wheelman. “A long white sand-beach, backed by brown sand-hills, sloping steeply to the shore at the place where the Race Point light tower stands, and the life-saving station – a solitary cluster of buildings in the sandy desolation – and then a long, steep white beach, backed by innumerable white sand-hillocks, here and there scrubbily wooded.” The living conditions for the keepers, their assistants, and families were harsh, as the following notation in Lighthouse Board records for 1899, 1900, 1901, and 1902 demonstrate: The assistants’ dwelling has only one outer door, besides which the lower hall, stairs, and upper hall have to be used in common by both families. One family has only a kitchen on the lower floor and the other its kitchen and dining room, there being but three rooms on this floor. All other rooms used by both families are reached in common by one flight of stairs. The two families are deprived of privacy and are compelled to intermingle more or less, which causes dissatisfaction and discontent and is unfavorable to retaining assistants of the grade which the light and the first-class fog-signal at Race Point require. The keeper’s dwelling has only two rooms on each floor, and he much needs and should have another room on each floor. It is estimated that the dwelling occupied by the two assistant keeper’s dwelling can be remodeled at a cost not exceeding $1,900, and that the keeper’s dwelling can be remodeled at a cost not exceeding $900. The Board therefore recommends that an appropriation of $2,800 be made for remodeling the two dwellings as proposed. Materials for “repairing, enlarging, and rearranging the dwelling of the two assistants and to convert it to a double dwelling,” arrived at the station in 1901, and the alterations were made the following year. The principal keeper’s dwelling was improved in 1904. The present brick fog signal building and oil house date, respectively from 1888 and 1902. Gerard Lowther, son of William H. Lowther who had been keeper since 1915, would walk each way two miles in soft sand on school days, and that was not the least of the unpleasantness. Mrs. Lowther recalled that she had witnessed a number of shipwrecks while living at Race Point Lighthouse. However, one in particular deeply disturbed her. “Two men were drowned. I saw everything: the appeals of the men and the shouting and the screeching of the men at the light was so terrible it was in my ears for weeks afterward. I had to go away from the light for a week.” James W. Hinckley served as an assistant keeper at Race Point beginning in 1920. Initially, he would hand carry fifteen pounds of groceries the two miles to the lighthouse, but soon employed a horse to ease the burden. After taking over as principal keeper in 1930, Hinckley converted a Ford into a primitive dune buggy with large tires that cut his trip to town from seventy-five minutes on horseback to just thirty minutes. The driving wind of Race Point, one of the windiest spots on the coast, made a deep impression on Hinckley: The wind often touches a mile a minute. Some of the gusts will throw you several feet, and it’s hard going. The sand is bad enough, cutting into your skin, but a combination of sand and snow is almost unbearable. That’s when those Coast Guard boys who walk the beach earn their money. This is the only light, after leaving Boston Lightship that ships have to guide them around the head of the Cape. In thick weather you haven’t a thing to tell you where you are until you hear my whistle. We give two blasts every minute that can be heard 12 to 15 miles out to sea. Upon his Christmas Day retirement in 1937, Hinckley, then seventy years old, pronounced that the government should pay a pension to keepers’ wives, whom he labeled “lighthouse widows” and who “do just as much as the men.” Modern conveniences made living at the light more pleasant for Clifford Morong’s family. Clifford was Coast Guard assistant keeper at Race Point Lighthouse beginning not long after WWII. His wife, Shirley, recalls, “Water was obtained from a pump connected to a cistern in the basement. The small outside toilet was perched on the side of a sand dune behind the house. A refrigerator was operated by a kerosene powered lamp. … The Coast Guard furnished the station with a jeep that had sand tires. We needed transportation to the boys’ school in Provincetown. … For amusement we walked the beach during the day and read at night. Watches were divided by the three crew members.” Eventually, the family moved to the other side of the assistant keeper’s house and gained a full indoor bathroom. Life was a bit like an extended treasure hunt as the family’s beach combing uncovered the remains of old wrecks and even a human leg bone on one occasion. The light was electrified in 1957, and in 1960, the duplex assistant keepers’ house was demolished, and the remaining one updated. Race Point Lighthouse was automated 1972, and the unmanned station quickly became a popular party place for vandals, who would kick in a cellar door to gain access. Race Point Light was leased to the New England Lighthouse Foundation (now American Lighthouse Foundation) in 1995, and the keepers house repaired and modernized with heat, hot water, flush toilets, refrigeration, and a gas stove. Overnight stays were initiated in 1998. A solar electrical system was installed in October 2003, and a wind turbine back generator up was added in 2007, making the use of a diesel generator unnecessary. The restored whistle house was opened to guests for week-long stays in 2008. Race Point Lighthouse remains an active navigational guide maintained by the Coast Guard. It has a solar-powered VRB-25 optic exhibiting a 400,000 candlepower white flash every ten seconds from a height of forty-one feet that is visible for twelve miles. It takes about 45 minutes to walk to the park at Race Point Beach, where in addition to the view of the lighthouse tower nestled amongst the wild pink and white roses, sometimes humpbacked whales may be sighted from the beach and sunsets are particularly lovely. References The Lighthouses of New England, Edward Rowe Snow, 2005. The Lighthouses of Massachusetts, Jeremy D'Entremont, 2007. Annual Report of the Light House Board, various years. Race Point Lighthouse website. “Race Point Light’s Wintertime Secrets”, Bob Trapani, Jr., American Lighthouse Foundation website. “Lighthouse Movie Filmed At Race Point Lighthouse. Richard Dreyfuss Stars In New Film,” Lighthouse Digest, Timothy Harrison, September 2009.	P0001.012/01-#PL022
	43								NOTES: [Excerpts from 'A Naval History of the American Revolution' by Gardner Allen, page 550-554] An action was fought, May 29, with the British ship Atalanta and brig Trepassey in about north latitude 40° and west longitude 63°, which is described by Kessler. "Towards evening [of the 28th] discovered two sail on the weather bow standing for us and which after coming near enough to be kept in sight, hauled to wind and stood on our course. Towards day it became quite calm. After it became light it appeared that they were an armed ship and brig, about a league distant. At sunrise they hoisted the English colors and beat drums. At the same time the American colors were displayed by the Alliance. By little puffs of wind we were enabled to get within short hailing distance." At eleven o'clock the ships hailed each other. "The firing then began, but unfortunately there was not wind enough for our steerage way and they being lighter vessels, by using sweeps got and kept athwart our stern and on our quarters, so that we could not bring one-half our guns, nay, oft time only one gun out astern to bear on them, and thus laying like a log the greatest part of the time. About two o'clock Captain Barry received a wound by a grape shot in the shoulder. He remained, however, on the quarter deck until by the much loss of blood he was obliged to be helped to the cock-pit. Some time after, our colors were shot away and it so happened that at the same time such guns as would bear on them had been fired and were then loading, and which led the enemy to think we had struck the colors, and manned their shrouds and gave three cheers; by that time the colors were hoisted by a mizen brail and our firing again began. A quartermaster went to the wheel in place of one just killed there. At the moment a small breeze of wind happening, a broadside was brought to bear and fired on the ship and then one on the brig, when they struck their colors at three o'clock." Captain Edwards of the Atalanta, testifying at his court martial, said of the Alliance that when "about two cables lengths to leeward she hoisted Rebel colours and fir'd a Shot across us. I immediately hoisted our colours, when she fired her broadside, wore, and as soon as on the other tack and her Guns woud bear, kept a constant Fire on us ; our Firing began on her, but being at too great a distance, I ceast our Fire and endeavour'd to get nearer to her, which having effected she haild us, said she was the Alliance continental Frigate and desired we would strike." Edwards tried to keep up a conversation until the Trepassey could get up, but the Alliance began the action again. The Trepassey was so anxious to get up that she passed under the stern of the Alliance "with too much way and in hauling under her Quarter, shot abreast of her; in this situation she received two broadsides." The Atalanta was then brought under the frigate's stern and got between her and the Trepassey. The Atalanta continued the action an hour and a half longer, nearly three hours in all; she was then so greatly disabled in masts, yards, sails, and rigging as to be unmanageable. It was accordingly necessary to strike and the Trepassey, unable to get away, struck also. The Atalanta's mainmast soon went over the side. The master of the Trepassey, describing the battle, says that the Alliance, at a distance of half a mile to leeward, "hoisted rebel colours and gave the Atalanta and us a broadside, we being then very nigh to each other; we then bore up close alongside of her, the Atalanta on the starboard and the Trepassey on the larboard quarter, and began to engage. About an hour after the action began Capt. Smith of the Trepassey was killed." The Atalanta, which carried sixteen guns and a hundred and twenty-five men, lost six killed and eighteen wounded; the Trepassey, with fourteen guns and eighty men, lost six killed, including the captain, and eleven wounded. The Alliance mounted twenty-eight twelve-pounders and eight nines; her crew was reduced by manning prizes and weakened by disaffection and sickness. Her loss was five killed, including the lieutenant of marines, and twenty-two wounded, three of them mortally. Captain Edwards and a few other officers were sent on board the Alliance; also some of the wounded. Captain Barry agreed with the British to send the Trepassey as a cartel to Halifax with all his other prisoners, about two hundred and fifty in number, to be exchanged for Americans; before entering upon this service the Trepassey's guns were thrown overboard. She arrived in due time at Halifax. The Atalanta, which had been dismasted in the engagement, was fitted with jury masts and put in charge of Hezekiah Welch, second lieutenant of the Alliance as prize master. Some weeks later, in the Vice-Admiralty Court at Halifax, Welch testified that he was ordered by Captain Barry "to take possession of the Atalanta and proceed with her to Boston, New England; that on their passage thither the 7th June last, being near Cape Cod, they fell in with His Majesty's ships of War the Assurance, Charlestown, Amphitrite and Vulture, which retook the said sloop Atalanta, put a British officer & Seamen on board her & sent her safe into this Port of Halifax." The Marquis de Lafayette, letter of marque, which parted from the Alliance in April, was also unlucky. She fell in with the enemy's Jamaica fleet under a strong convoy and after a hard fight of three hours was captured by a greatly superior force. The Alliance arrived at Boston, June 6. NOTES: Information concerning the Bailey Collection of watercolor views of U.S. Naval actions (1745-1850) in The Mariners’ Museum, Newport News, Virginia. In 1940 The Mariners’ purchased from a dealer in London a collection of 254 watercolor drawings, which were at the time attributed to Charles T. Warren (1767-1823), an engraver. They were represented as having belonged to a Charles Kingsley Bailey, and have henceforth been referred to as the Bailey Collection. The views in the collection range from the Siege of Louisburg in 1745 to an action which occurred in 1850. Simply on the basis of the breadth of coverage, then, it appeared unlikely that these were executed contemporary to the action by one person. Moreover, persons making studies of individual vessels represented in the collection have pointed out that there are major inaccuracies in the details of the vessels. Research initiated by the museum from 1974 to 1982 subsequently revealed that the watercolors were actually done by Irwin John Bevan (1852-1940). Welsh-born Bevan was a keen naval historian and his sketches and paintings included many maritime subjects. His work can be seen in Sea Fights of the Great War by W.L. Wyllie and M. F. Wrenn, published in 1918. Since Bevan did book illustrations, the present assumption is that this group of watercolors was executed to illustrate a projected work on the history of the U.S. Navy, especially as it related to the British Navy. Detailed contemporary accounts of the U.S.-British actions were written down in letters, official reports and newspapers of the day and nineteenth century historians had these sources available for their texts. The accounts accompanying Bevan’s paintings relied heavily on all these sources. Notwithstanding this however, the paintings must not be taken as primary documents of either the vessels or the engagements. They should be viewed in the context of the artist’s conceptions, which may vary considerably in their reliability. It is left to the discretion of the researcher whether or not this material will be of value in the current project. VESSEL HISTORY: Alternate vessel names: (1) ATALANTA (1775-1781); (2) HELENA (1781-1802). (1) WILDCAT (?-1779); (2) TREPASSEY (1779-1784) Commonly spelled TREPASSY.	CL12858
	44								NOTES: Excerpts from 'A Naval History of the American Revolution' by Gardner Weld Allen, pages 337-350: Captain John Paul Jones sailed USS Ranger to France in December 1777. For the first two months after his arrival Jones spent much time in Parils conferring with the American Commissioners. Jones had been promissed command of the 74-gun Indien, then building at Amsterdam, but when political reasons caused this vessel to be transferred to France it was suggested that Jones take USS Ranger on a cruise to attack defenseless seaports in England and against the commerce of England in its own waters. In February Jones orchestrated having his ship and the new American national flag saluted by the French fleet in Quiberon Bay. From Quiberon Bay the Ranger proceeded to Brest and arrived there on March 8th. Jones stayed in this vicinity for about a month and on April 10th Jones sailed to cruise on British waters.On the 14th between Scilly and Cape Clear, a brigatine was taken and sunk. On the 17th, off Dublin, a ship was captured and sent back to Brest. Ranger stood towards the Isle of Man intending to make an attack on Whitehaven, but the weather deteriorated so the attack was postponed. During the next few days a revenue cutter was chased and a schooner and sloop were sunk. On April 21st, off Carrickfergus, Jones detained a fishing boat and learned a large ship at anchor in the road was the 20-gun HMS Drake. Jones determined to attack her that night but the weather made anchoring difficult and the attack was postponed. On April 22nd the weather moderated and Jones resolved once more to attack Whitehaven and set fire to the shipping in the port (see page 344-347 for a full account of Jones's activities). On the morning of April 24, 1778, Ranger was again at Carrickfergus and would have entered the port had he not seen HMS Drake preparing to come out. Drake's boat was sent out of the port to reconnoitre Ranger. Jones kept Ranger's stern towards the small boat and allowed the British officers to come on board at which point he was surprised to find himself a prisoner. HMS Drake worked slowly out of the port. At length Drake weathered the point and, having led her out to about mid-channel, Jones stated "I suffered her to come within hail. The Drake hoisted English colors and at the same instant the American stars were displayed on board the Ranger. I expected that preface had been now at an end, but the enemy soon after hailed, demanding what ship it was? I directed the master to answer, the American Continental ship Ranger, that we waited for them and desired that they would come on; the sun was now little more than an hour from setting, it was therefore time to begin.’ The Drake being astern of the Ranger, I ordered the helm up and gave her the first broadside. The action was warm, close, and obstinate. It lasted an hour and four minutes, when the enemy called for quarters, her fore and main-topsail yards being both cut away and down on the cap, the top-gallant yard and mizengaff both hanging up and down along the mast, the second ensign which they had hoisted shot away and hanging on the quarter-gallery in the water, the jib shot away and hanging in the water, her sails and rigging entirely cut to pieces, her masts and yards all wounded, and her hull also very much galled. I lost only Lieutenant Wallingsford and one seaman, John Dougall, killed, and six wounded, among whom are the gunner, Mr. Falls, and Mr. Powers, a midshipman, who lost his arm. One of the wounded, Nathaniel Wills, is since dead ; the rest will recover.” Jones estimated the British loss at forty-two killed and wounded, but it was probably less; the captain was killed and the lieutenant mortally wounded. The day after the battle both ships were employed in repairing injuries. When ready to sail, the Ranger and Drake passed out to sea by the North Channel, owing to a shift of the wind, and returned to Brest by way of the west coast of Ireland. Both vessels arrived safely at Brest May 8. NOTES: Information concerning the Bailey Collection of watercolor views of U.S. Naval actions (1745-1850) in The Mariners’ Museum, Newport News, Virginia. In 1940 The Mariners’ purchased from a dealer in London a collection of 254 watercolor drawings, which were at the time attributed to Charles T. Warren (1767-1823), an engraver. They were Represented as having belonged to a Charles Kingsley Bailey, and have henceforth been referred to as the Bailey Collection. The views in the collection range from the Siege of Louisburg in 1745 to an action which occurred in 1850. Simply on the basis of the breadth of coverage, then, it appeared unlikely that these were executed contemporary to the action by one person. Moreover, persons making studies of individual vessels represented in the collection have pointed out that there are major inaccuracies in the details of the vessels. Research initiated by the museum from 1974 to 1982 subsequently revealed that the watercolors were actually done by Irwin John Bevan (1852-1940). Welsh-born Bevan was a keen naval historian and his sketches and paintings included many maritime subjects. His work can be seen in Sea Fights of the Great War by W.L. Wyllie and M. F. Wrenn, published in 1918. Since Bevan did book illustrations, the present assumption is that this group of watercolors was executed to illustrate a projected work on the history of the U.S. Navy, especially as it related to the British Navy. Detailed contemporary accounts of the U.S.-British actions were written down in letters, official reports and newspapers of the day and nineteenth century historians had these sources available for their texts. The accounts accompanying Bevan’s paintings relied heavily on all these sources. Notwithstanding this however, the paintings must not be taken as primary documents of either the vessels or the engagements. They should be viewed in the context of the artist’s conceptions, which may vary considerably in their reliability. It is left to the discretion of the researcher whether or not this material will be of value in the current project.	CL137
	45								From http://www.history.navy.mil. Biography, George Dewey, the only officer of the US Navy ever to hold the rank of Admiral of the Navy, was born on 26 December 1837, in Montpelier, Vermont. On 23 September 1854, he was appointed Acting Midshipman from the first Congressional District of Vermont, and upon graduation from the US Naval Academy in June 1858, was warranted Midshipman, to date from 11 June of that year. He became a Passed Midshipman on 19 January 1861, and on 28 February of the same year he was warranted Master. His subsequent advancement was as follows: Lieutenant, 19 April 1861; Lieutenant Commander, 3 March 1865; Commander, 13 April 1872; Captain, 27 September 1884; Commodore, 28 February 1896; Rear Admiral, 11 May 1898; Admiral, 2 March 1899; and Admiral of the Navy on 24 March 1903 to date from 2 March 1899. During the period 26 April 1861, until 30 August 1867, he had consecutive service on USS Mississippi, USS Brooklyn, USS Agawam, USS Colorado, USS Kearsarge, USS Canadiagua, and again USS Colorado. When detached from the latter he was directed to await orders of 1 October 1867, which returned him to the Naval Academy for a tour of duty which ended in September 1870. On 10 October 1870, he assumed command of USS Narragansett, and in February 1871 was transferred to command of USS Supply, hospital ship. On 27 July 1871, he was ordered to the Navy Yard, Boston, Massachusetts, and after five months' duty there and brief instruction at the Naval Torpedo Station, Newport, Rhode Island, he again commanded Narragansett from 1 March 1873, to August 1875. Ordered on 25 August 1875, to report as Lighthouse Inspector, Second Naval District, at Headquarters in New York, New York, he served in that capacity until 1 August 1877, and as a member of the Lighthouse Board for eight months thereafter. On 1 May 1878, he became Secretary of the Lighthouse Board. On 18 October 1882, he was ordered to command USS Juniata, and remained at sea from 25 October that year until July 1884, when he was ordered detached and to the Navy Department, Washington DC. Again at sea, he commanded USS Dolphin from October 1884 until March 1885, when he transferred to command of USS Pensacola. On 1 August 1889, he was commissioned Chief of the Bureau of Equipment, Navy Department, Washington DC. His term ended by resignation on 30 June 1893, when he again became a member of the Lighthouse Board. On 5 November 1895, he reported for duty as President of the Board of Inspection and Survey, Navy Department. On 30 November 1897, he was ordered to Asiatic Station and, proceeding by steamer, he assumed command on 3 January 1898, his flag in the protected cruiser, USS Olympia, Captain Charles V. Gridley, commanding. The Spanish-American War action at Manila, Philippine Islands, 1 May 1898, not only gave birth to the historical expression "You may fire when you are ready Gridley," but also liquidated the Spanish Fleet and installations in the Manila Harbor without loss of men to the US Fleet. On 10 May 1898, Admiral (then Commodore) Dewey was given a vote of thanks by the Congress of the United States, and three days later was commissioned Rear Admiral, to date from 11 May 1898. That promotion was an advancement of one grade for "highly distinguished conduct in conflict with the enemy as displayed by him in the destruction of the Spanish Fleet and batteries in the harbor of Manila, Philippine Islands, May 1, 1898." He was relieved of command of Asiatic Station on 4 October 1899, and ordered to the Navy Department, Washington, where on 29 March 1900, he was designated President of the General Board. An Act of Congress, 2 March 1899, created the rank of Admiral of the Navy. It provided that when such office became vacant either by death or otherwise, the office would cease to exist. On 24 March 1903, Admiral Dewey, who held the rank of Admiral since 8 March 1899, was commissioned Admiral of the Navy, with date of rank 2 March 1899, and became the only officer of the United States Navy who was ever so commissioned. He held the rank of Admiral of the Navy until his death in Washington, DC, on 16 January 1917. The body of Admiral Dewey was interred in Arlington National Cemetery, Arlington, Virginia, on 20 January 1917. At the request of his widow, his remains were reinterred in the crypt of Bethlehem Chapel at the Protestant Episcopal Cathedral, Mount Saint Alban, Washington, DC, on 28 March 1925. Besides his widow, Mrs. Susan Goodwin Dewey, Admiral Dewey was survived by his only son, George Goodwin Dewey. Admiral Dewey earned the Civil War Medal; the Spanish Campaign Medal; the Philippine Campaign Medal; and the Dewey Medal (commemorating the Battle of Manila Bay). A destroyer, USS Dewey (DD-349), was named to honor Admiral of the Navy George Dewey. Built by the Bath Iron Works Corporation of Bath, Maine, she was launched on 28 July 1934, under the sponsorship of Miss Ann M. Dewey of Quechee, Vermont, great-grandniece of Admiral Dewey. Dewey was placed in commission at the Boston Navy Yard on 4 October 1934, and earned thirteen battle stars for operations in the Pacific War Area during World War II. [Adapted from: Navy Office of Information. Internal Relations Division. "Admiral of the Navy George Dewey, United States Navy, Deceased." 17 May 1963. George Dewey ZB file, Navy Department Library] "Dewey at the Battle of Manila" 1 May 1898. Depicting Dewey on the Bridge of His Flagship Olympia (C-6), in the Spanish-American War. Service Record of George Dewey Born in Montpelier, Vermont, 26 December 1837. Died in Washington, DC, 16 January 1917. Appointed Midshipman, 23 September 1854. Commissioned Lieutenant, 19 April 1861. Commissioned Lieutenant Commander, 3 March 1865. Commissioned Commander, 13 April 1872. Commissioned Commodore, 9 February 1896. Commissioned Rear Admiral, 1 May 1898. Commissioned Admiral of the Navy, 2 March 1899. Service: Took prominent part in the operations of the West Gulf Blockading Squadron, under Admiral Farragut. First Lieutenant of USS Mississippi in attacks on Forts Jackson and St. Philip, capture of New Orleans, and Battle of Port Hudson. Commended for gallantry, judgment and skill in action between Mississippi and enemy's forts at Port Hudson, and the rescue of the crew from the burning ship when set on fire by the enemy's shot. Participated in attacks on Fort Fisher, 24-25 December 1864 and 13-15 January 1865. Commanded the Asiatic Squadron 1897 - 1898. 1 May 1898 destroyed or captured the Spanish fleet in Manila Bay, captured land batteries at Cavite and took possession of Manila, for which he received the thanks of Congress and was promoted to Rear Admiral. Appointed Admiral of the Navy by President McKinley and confirmed by Congress, 2 March 1889. [Adapted from: "Admiral George Dewey." Memo for the Bureau of Navigation, dated 26 July 1917. George Dewey ZB file, Navy Department Library] George Dewey, Admiral of the Fleet. By Ammen Farenholt, Rear Admiral, Medical Corps, US Navy (Retired) The 26th of December marks the birthday of one of our most colorful naval commanders and one who, as an able and fearless officer, an excellent seaman, a smart diplomat and a polished gentleman, had no superior in our service. Admiral Dewey possessed a very full measure of resourcefulness, justice and common sense, qualities which we like to regard as "Yankee" characteristics. He was far from being a martinet or an ogre but he could never suffer fools gladly and his prompt decisions and quick temper were sometimes, wrongly, resented as irascibility and eccentricity. The following three anecdotes may interest the men of this newer and therefore somewhat different navy. The Admiral and the Army gunboats In 1899 matters of jurisdiction and policy in the Philippines in general and in the local vicinity of Manila in particular, had not been fully settled and occasionally someone's toes were stepped on. The senior naval officer was of course Admiral Dewey who had destroyed the Spanish fleet and had only refrained from requiring the immediate surrender of the city of Manila because of his inability to properly police it. General Otis was for a long time the senior Army officer and as such supreme ashore. The affairs of the newly acquired territory were conducted by a joint board in which the Admiral and the General were the most influential members. The sessions were held on shore and usually passed off in more or less harmony and accord but on at least one occasion Dewey, who was not particularly patient in long winded discussion, just couldn't stand it any longer and stalked out of the meeting, down to his barge, Cristina, and back to Olympia. In order to properly police the Passig river and the adjacent back country it was necessary to have armed force on that active waterway. This duty fell to the Army and four vessels were so employed; the Oeste, a large tug given to the Army by the Navy; the Napindan, the Covadonga and the larger Laguna de Bay, the flagship. The two latter were chartered or commandeered vessels. Laguna de Bay had sloping casemated upper works and looked like a small edition of the confederate Merrimack [CSS Virginia]. All four were well protected with boiler plate and railroad iron. This fleet was manned chiefly by personnel of the regular 3rd US Artillery. Occasionally this non-descript collection, which was efficient and sufficient for the required purposes but far from "ship shape and Bristol fashion", would come out of the Passig river for a turn about the bay on some business or other. Now the waters of the bay were the Admiral's particular bailiwick and each time they were reported beyond the light-house Dewey would become nearly apoplectic with wrath and would order them back. Finally he sent a direct order, it might have been a request but if Dewey wrote it when annoyed it certainly would have had the character of an order, to General Otis to the effect that if he ever caught one of them outside of the river again he would sink her. They never reappeared in those forbidden waters for the General probably didn't know just how far the forceful Admiral really would go and would rather not provoke a show down. The Society of the Dog Admiral Dewey had on board Olympia as his pet a badly spoiled dog. He was very fond of it and in his eyes it could do no wrong; however he was alone in that opinion and both officers and the crew, particularly the afterguard sweepers, detested the animal. The dog was smart enough to know that his sole protector was the Admiral and ran back to him if he had been maltreated, whenever anyone touched or made a pass in his general direction. Several men were punished, some justly and perhaps some not quite so justly, and a quartermaster was dis rated. Partly in a spirit of waggishness and born of the monotony of the blockade in Manila bay before the fall of the city the men formed a very secret organization called the "Society of the Dog." To be an ordinary member a man had to have kicked the brute, but to become a member first class he had to have kicked him while the Admiral was on deck and could possibly have seen him do it, or had performed some other allied act of equal daring. There were very few of these. The organization lasted as long as the dog did for one morning he turned up missing. That day a first class member was hurriedly promoted to the office of "Chief Superior Dog" and the society prudently disbanded. "Chief Superior Dog" was an afterguard sweeper. The Capture of the Spanish Gunboat Leyte At the time of the outbreak of the Spanish war, Revenue Cutter, later Coast Guard, McCulloch, was at sea on an extended shakedown cruise from Hampton Roads to her assigned station at San Francisco and on her arrival at Singapore orders were received to proceed with all possible speed to Hong Kong and report to Commodore Dewey for further duty. The ship arrived on 17 April and sailed with the fleet for Mirs Bay and Manila a week later. While a small vessel and not built for naval service she was a very welcome and valuable addition to the fleet and she performed excellent patrol and dispatch service throughout the period of hostilities and until November 1898 when she resumed her voyage to San Francisco. Captain Ridgley USCG [US Coast Guard] who was attached to the ship tells the following story. On 29 June a signal was received from Olympia which read "Spanish gunboat sighted bearing north-west apparently attempting to reach Manila, intercept and capture." That time McCulloch broke her record, getting underweigh in one minute and dragging her anchor and a course was shaped to get between the gunboat and the foreign shipping of Manila. The stranger changed her course to meet the cutter head on flying a flag at the fore, a pennant at the main and a flag at the gaff, all indistinguishable because of the light airs, but on closing in on her it was found that she was flying a white flag at the fore. After heaving to a boarding officer was sent aboard and found her to be the Spanish gunboat Leyte which had escaped during the early morning of 1 May, and had remained in hiding in one of the numerous rivers emptying into the bay, but could neither escape to sea or avoid the attacks of the Filipino insurgents and so her commanding officer decided to surrender. The Spanish flag was hauled down, the United States ensign [the American flag] hoisted and with a prize crew aboard she proceeded to Olympia and anchored off her starboard quarter. McCulloch accompanied her and sent a whale boat to the Leyte to take her commanding officer and the prize master to the flagship. In the meantime a heavy rain squall had kicked up quite a choppy sea; also that morning the ship had coaled from a casco alongside and some "bino" had, as usual, come on board so the boat's crew didn't pull in the style and form usual in the Navy in those days. Once alongside the two officers mounted the gangway and were escorted to the Admiral, sitting as usual in his wicker chair on the quarterdeck. "I have to report the capture of the Spanish gunboat Leyte, Sir and to deliver the commanding officer on board" rather proudly announced the prize master. If he expected, as was perhaps excusable, a hero's welcome he certainly "missed out" for the Admiral only looked up sharply and said; "Very well sir and I want to tell you that your boat's crew pull like a lot of damn farmers!" From that wicker chair on the quarterdeck there was very little that went on in Manila bay that escaped Admiral Dewey's sharp eyes, and quite likely, a sharp signal to follow. [Adapted from: Farenholt, Ammen. "George Dewey, Admiral of the Fleet." n.d., George Dewey ZB file, Navy Department Library.] [Note: The Naval Historical Center does not support or condone the mistreatment of animals. The portion of the above essay dealing with The Society of the Dog was retained because the presence of animals on US Navy Ships is an element of the social history of the Navy and not well documented.] Act creating the office of Admiral of the Navy CHAP 378 - An act creating the office of Admiral of the Navy. Be it enacted by the Senate and the House of Representatives of the United States of America in Congress assembled, That the President is hereby authorized to appoint, by selection and promotion, an Admiral of the Navy, who shall not be placed upon the retired list except upon his own application; and whenever such office shall be vacated by death or otherwise the office shall cease to exist. Approved, March 2, 1899. [Source: Statutes of the United States of America Passed at the Third Session of the Fifty-Fifth Congress, 1898-1899, and Recent Conventions, Treaties, Executive Proclamations, and Concurrent Resolutions of the Two Houses of Congress. Washington, DC: Government Printing Office, 1899: 995.] Navy general orders concerning death of Admiral of the Navy George Dewey General Order No. 258 Navy Department, Washington, 17 January 1917. It is with feeling of genuine grief that the Secretary of the Navy announces the death at 5.56 p.m. yesterday at his residence in Washington of The Admiral of the Navy. The career of George Dewey "ran in full current to the end." Vermont was his mother State and there was always in his character something of the granite of his native hills. Dewey was under fire with Farragut in the Mississippi River, and bore himself gallantly throughout the War between the States. The battle in Manila Bay on 1 May 1898, made him the foremost naval officer since Farragut and victor of the first American sea fight with a foreign foe since the War of 1812. "Gentlemen, a higher power than we has won this battle to-day," the commodore said to his captains at the conclusion of the battle when it had been learned that the victory, one of the most decisive in our history, had been one without the loss of a single American seaman. In peace, in war; in sickness, in health; in victory and in conflict, and in every relation of life Admiral Dewey invariably exhibited the virtues of the patriot and the Christian. His whole life, 62 years of which, were spent in the Navy, was full honorable achievement, and his service in peace has been hardly less distinguished than his laurels in war. As president of the General Board of the Navy since its inception he has played a leading part in making the Nation ready for war on the seas. The same statesmanlike qualities which he exhibited in handling the international situation at Manila after the battle of 1 May 1898, he has shown as the head of this board of naval experts. In recognition of his victory in Manila Bay the then commodore was advanced one grade to that of rear admiral, and in addition received the thanks of Congress. Later by special act of Congress he was promoted to be The Admiral of the Navy, a rank never held by an American naval officer previously, although two, Porter and Farragut, were rewarded with the rank of full Admiral. He was placed by Congress on the active list until such time as he might see fit to apply for retirement. But his active spirit could not rest. He never folded his hands. He chose to die on the bridge, even until the Pilot came aboard his life craft who should take him across the bar. He died one of the foremost figures of modern times. The flag will be displayed at half-mast at all navy yards and stations, and on board all ships in commission until after the funeral shall have taken place, and 19 minute guns will fire at noon on the day of the funeral from each navy yard and from the senior ship present afloat. All officers of the Navy and Marine Corps will wear the badge of mourning with the uniform for 30 days. The Navy Department, by executive order will be closed on Saturday, 20 January 1917. Josephus Daniels, Secretary of the Navy - General Order No. 259. Navy Department, Washington, 18 January 1917. The following executive order and message of the President to the Senate and House of Representatives are quoted for the information of the naval service. Josephus Daniels, Secretary of the Navy Executive Order As a token of respect to the memory of Admiral George Dewey, who died at his residence in the city on yesterday, January 16, at 5.56 o'clock, it is hereby ordered that the national flag be displayed at half-mast upon all public buildings and at all forts and military posts and naval stations, and on all vessels of the United States in commission until after the funeral shall have taken place, and that on the day of the funeral the executive offices in the city of Washington be closed. Woodrow Wilson, The White House, 17 January 1917. - To the Senate and House of Representatives: It is with the deepest regret the I announce to the Congress the death of Admiral George Dewey at 5.56 o'clock on the afternoon of yesterday the 16th of January, at his residence in this city. Admiral Dewey entered the naval service of the country as an acting midshipman from the first congressional district of Vermont on 23 September 1854: was graduated from the Naval Academy as midshipman 11 June 1858; served throughout the war of 1861-1865; and 30 years later had risen to the rank of commodore. It was as commodore that he rendered the service in the action of Manila Bay which has given him a place forever in the naval annals of the country. At the time of his death he held the exceptional rank of The Admiral of the Navy by special act of Congress. During the later years of his life he was the honored president of the General Board of the Navy, to whose duties he gave the most assiduous attention and in which office he rendered a service to the Navy quite invaluable in its sincerity and quality of practical sagacity. It is pleasant to recall what qualities gave him his well-deserved fame: His practical directness, his courage without self-consciousness, his efficient capacity in matters of administration, the readiness to fight without asking questions or hesitating about any detail. It was by such qualities that he continued and added luster to the best traditions of the Navy. He had the stuff in him which all true men admire and upon which all statesmen must depend in hours of peril. The people and the Government of the United States will always rejoice to perpetuate his name in all honor and affection. Woodrow Wilson, The White House, 17 January 1917. [Source: Subject Index to General Orders, Navy Department, Series of 1913. (Complete to June 30 1916). Washington, DC: Government Printing Office. 1916.] Admiral of the Navy George Dewey: A Select Bibliography Books Periodicals Documents Books Adams, W. H. Davenport. Dewey and Other Great Naval Commanders, a Series of Biographies. New York: G. Routledge, 1899. Acting Rear-Admiral George Dewey: Message from the President of the United States, Recommending That the Thanks of Congress Be Given Acting Rear-Admiral George Dewey, of the United States Navy, for Highly Distinguished Conduct in Conflict with the Enemy, and to the Officers and Men Under His Command for Their Gallantry in the Destruction of the Enemy's Fleet and the Capture of the Enemy's Fortifications in the Bay of Manila, May 1, 1898. Washington, DC: Government Printing Office, 1898. Albion, Robert Greenhalgh. Makers of Naval Policy 1798-1947. Annapolis MD: Naval Institute Press, 1980. [see index for "Dewey, George"] American National Biography. Vol 6. New York: Oxford University Press, 1999. [see "Dewey, George," pp. 511-514]. Barrett, John. Admiral George Dewey: A Sketch of the Man. New York: Harper, 1899. Clemens, William Montgomery. Life of Admiral George Dewey. New York: Street & Smith. 1899. Cogar, William B. Dictionary of Admirals of the U.S. Navy. vol. 1. Annapolis, MD: 1989. [see "Dewey, George," pp. 46-48]. Dewey, Adelbert Milton. The Life and Letters of Admiral Dewey from Montpelier to Manila, Containing Reproductions in Fac-Simile of Hitherto Unpublished Letters of George Dewey During the Admiral's Naval Career and Extracts from His Log-book, by Adelbert M. Dewey, Assisted by Members of the Immediate Family. Embellished with Over Two Hundred and Fifty Illustrations. Akron, OH., Werner Co., 1899.	P0001.016/01-#PP0113
	46								NOTES: Excerpts from 'A Naval History of the American Revolution' by Gardner Weld Allen, pages 442-485: In January 1779, the French purchased a 14-year old East Indiaman called Duc de Duras. It was converted into a man-of-war despite being structurally weak and a slow sailer by Captain John Paul Jones. The vessel was renamed Bonhomme Richard in honor of Benjamin Franklin, Jones's friend and benefactor. Jones spent months preparing for a cruise against the English islands. The American frigate Alliance was detained in France by Franklin to support Jones's expedition. Three French vessels, Pallas, a merchantman or privateer fitted out as a 32-gun frigate; Cerf, an 18-gun cutter; and Vengeance, a 12-gun brigantine, were also given to Jones. The squadron was ready for sea by the middle of June and sailed from Groix Roads, near L'Orient on June 19th on a shakedown cruise during which a convoy would be escorted to Bordeaux and other ports. Franklin's orders to Jones were to cruise to the north of the British Isles and after six weeks put into Texel in order to convoy vessels from Holland to France. The squadron sailed from Groix Roads on August 14, 1779. On the 23rd the squadron was off Cape Clear. Two prizes had been taken and sent back to L'Orient. A third was taken by boat action but later lost in a fog. The Cerf dropped out of the expedition after receiving damage in a gale on August 26th. The same gale separated the ships of the squadron, but Bonhomme Richard and Vengeance proceeded northward and were off Cape Wrath by September 1st where they fell in with the Alliance and prize she had taken. The same day a British letter of marque was taken. These were later given up by Danish authorities to the British consul. On September 2nd the Pallas rejoined the squadron. The squadron cruised a few days between Orkney and Shetland and took a few unimportant prizes. Another gale and adverse winds prevented the squadron from sighting land again until September 13th when the Cheviot Hills were sighted. Two colliers were taken on the 14th. One of the prizes was sunk during a gale on the 17th. British Revenue Cutters specially fitted out and armed for service against the American squadron alerted the British population about the approached of Jones's squadron. The squadron sailed south and a few more prizes were taken. By September 21st the squadron was off Flamborough Head at which point two brigs were captured and a small fleet of vessels were chased. On September 23rd, the squadron encountered a Baltic fleet of 41 vessels under convoy by the 44-gun [but carrying 50 guns] frigate HMS Serapis, Captain Richard Pearson, and the hired armed ship Countess of Scarborough. Bonhomme Richard and Serapis entered a bitter engagement about 7:00PM. Jones described the action in an October 3rd report to Benjamin Franklin: "The battle being thus begun was continued with unremitting fury. Every method was practised on both sides to gain an advantage and rake each other, and I must confess that the enemy's ship, being much more manageable than the Bonhomme Richard, gained thereby several times an advantageous situation, in spite of my best endeavors to prevent it. As I had to deal with an enemy of greatly superior force, I was under the necessity of closing with him, to prevent the advantage which he had over me in point of manoeuvre. It was my intention to lay the Bonhomme Richard athwart the enemy's bow, but as that operation required great dexterity in the management of both sails and helm and some of our braces being shot away, it did not exactly succeed to my wishes. The enemy's bowsprit, however, came over the Bonhomme Richard's poop by the mizen mast and I made both ships fast together in that situation, which by the action of the wind on the enemy's sails, forced her stern close to the Bonhomme Richard's bow, so that the ships lay square alongside of each other, the yards being all entangled and the cannon of each ship touching the opponent's side. "When this position took place it was eight o'clock, previous to which the Bonhomme Richard had received sundry eighteen pounds shot below the water and leaked very much. My battery of 12-pounders, on which I had placed my chief dependance, being commanded by [1st] Lieut. [Richard] Dale and Col. Weibert and manned principally with American seamen and French volunteers, were entirely silenced and abandoned. As to the six old 18-pounders that formed the battery of the lower gundeck, they did no service whatever; two out of three of them burst at the first fire and killed almost all the men who were stationed to manage them. Before this time too, Col. De Chamillard, who commanded a party of twenty soldiers on the poop, had abandoned that station after having lost some of his men; these men deserted their quarters. I had now only two pieces of cannon, 9-pounders on the quarter deck, that were not silenced, and not one of the heavier cannon was fired during the rest of the action. The purser, Mr. Mease, who commanded the guns on the quarter deck, being dangerously wounded in the head, I was obliged to fill his place and with great difficulty rallied a few men and shifted over one of the lee quarter-deck guns, so that we afterwards played three pieces of 9-pounders upon the enemy. The tops alone seconded the fire of this little battery and held out bravely during the whole of the action, especially the main top where Lieut. Stack commanded. I directed the fire of one of the three cannon against the mainmast with doubleheaded shot, while the other two were exceedingly well served with grape and canister-shot to silence the enemy's musketry and clear her decks, which was at last effected. "The enemy were, as I have since understood, on the instant of calling for quarters, when the cowardice or treachery of three of my under officers induced them to call to the enemy. The English commodore asked me if I demanded quarters and, I having answered him in the most determined negative, they renewed the battle with double fury. They were unable to stand the deck, but the fire of their cannon, especially the lower battery, which was entirely formed of 18-pounders, was incessant. Both ships were set on fire in various places and the scene was dreadful beyond the reach of language. To account for the timidity of my three under officers, I mean the gunner, the carpenter, and the master-at-arms, I must observe that the two first were slightly wounded, and as the ship had received various shots under water, and one of the pumps being shot away, the carpenter expressed his fear that she would sink and the other two concluded that she was sinking, which occasioned the gunner to run aft on the poop, without my knowledge, to strike the colors. Fortunately for me, a cannon ball had done that before by carrying away the ensign staff; he was therefore reduced to the necessity of sinking, as he supposed, or of calling for quarter and he preferred the latter. "All this time the Bonhomme Richard had sustained the action alone and the enemy, though much superior in force, would have been very glad to have got clear, as appears by their own acknowledgments and their having let go an anchor the instant that I laid them on board, by which means they would have escaped, had I not made them well fast to the Bonhomme Richard. At last, at half past nine o'clock, the Alliance appeared and I now thought the battle at an end, but to my utter astonishment he discharged a broadside full into the stern of the Bonhomme Richard. We called to him for God's sake to forbear firing into the Bonhomme Richard, yet he passed along the off side of the ship and continued firing. There was no possibility of his mistaking the enemy's ship for the Bonhomme Richard, there being the most essential difference in their appearance and construction; besides, it was then full moonlight and the sides of the Bonhomme Richard were all black, while the sides of the prizes were yellow. Yet, for the greater security, I showed the signal of our reconnoissance by putting out three lanthorns, one at the head (bow), another at the stern (quarter), and the third in the middle, in a horizontal line. Every tongue cried that he was firing into the wrong ship, but nothing availed; he passed round firing into the Bonhomme Richard's head, stern, and broadside, and by one of his vollies killed several of my best men and mortally wounded a good officer on the forecastle. "My situation was really deplorable. The Bonhomme Richard received various shots under water from the Alliance, the leak gained on the pumps, and the fire increased much on board both ships. Some officers persuaded me to strike, of whose courage and good sense I entertain a high opinion. My treacherous master-at-arms let loose all my prisoners without my knowledge and my prospect became gloomy indeed." The prisoners were much frightened, believing that the ship was sinking, and were at once put to work at the pumps; otherwise, by reinforcing the enemy, they would surely have turned the scale in his favor. "I would not, however, give up the point. The enemy's mainmast began to shake, their firing decreased, ours rather increased, and the British colors were struck at half an hour past ten o'clock." Reports by Dale and Captain Pearson indicated that a hand grenade thrown into the lower decks of Serapis from one of the ship's tops (which had unknowingly been taken over by the Americans) ignited loose gunpowder and sparked a fire that spread from cartridge to cartridge all the gun deck and "blew up the whole of the people and officers that were quartered abaft the mainmast, from which unfortunate circumstance all those guns were rendered useless for the remainder of the action." Both ships were severely damaged in the action. Bonhomme Richard was on fire in several placed and leaky rapidly with five feet of water in the hold, one pump was shot away and the other three were barely able to keep the water from gaining. Jones described the damage to Bonhomme Richard as "the rudder was cut entirely off the stern frame and the transums were almost entirely cut away; the timbers, by the lower deck especially, from the mainmast to the stern, being greatly decayed with age, were mangled beyond my power of description." Both sides of the ship for a great distance were wholly shot away, leaving little support for the upper deck, and projectiles passed through without hitting anything. The mainmast and mizzen-topmast of the Serapis fell overboard immediately after her surrender and she was otherwise much injured. It was only through Jones's determination not to yield that won this battle. Serapis's consort, the Countess of Scarborough, was engaged and taken by the Pallas. Jones blamed the convoy's escape on the disinclination of the French captains of Alliance and Vengeance to pursue it. Bonhomme Richard defied all efforts to save her and sank about 36 hours later at 11:00AM on September 25th. Jones took command of Serapis, erected a jury mainmast and sailed her to Texel, arriving on October 3rd. After Jones spent three months refitting his squadron, most of which were transferred to French flags to ease tensions between the Dutch and British, the Dutch ordered Jones in USS Alliance (the only vessel of the squadron that remained under the American flag) to depart on the first favorable wind. Jones managed to leave Texel on December 27, 1779 and successfully evaded a British blockading squadron. Serapis was eventually sold at L'Orient and the Countess of Scarborough was sold at Dunkirk. NOTES: EDITOR'S NOTE from Proceedings, ‘Naval Actions of the American Revolution’ (Pictorial), page 26: This was undoubtedly the most famous naval encounter of the American Revolution, for here John Paul Jones displayed that daring leadership which caused both the British and the Americans to have a genu-ine respect for his fighting ability. Considerable historical argument has been expended on the exact words uttered by Jones when asked by Captain Pearson if he wished to surrender. Whatever were Jones' words, there was no mistaking their meaning that he did not intend to surrender and had "just begun to fight." Of considerable interest also is the fact that among Jones' several commands is listed the Serapis, for he took her as his own ship when the Bonhomme Richard went to the bottom. NOTES: Information concerning the Bailey Collection of watercolor views of U.S. Naval actions (1745-1850) in The Mariners’ Museum, Newport News, Virginia. In 1940 The Mariners’ purchased from a dealer in London a collection of 254 watercolor drawings, which were at the time attributed to Charles T. Warren (1767-1823), an engraver. They were represented as having belonged to a Charles Kingsley Bailey, and have henceforth been referred to as the Bailey Collection. The views in the collection range from the Siege of Louisburg in 1745 to an action which occurred in 1850. Simply on the basis of the breadth of coverage, then, it appeared unlikely that these were executed contemporary to the action by one person. Moreover, persons making studies of individual vessels represented in the collection have pointed out that there are major inaccuracies in the details of the vessels. Research initiated by the museum from 1974 to 1982 subsequently revealed that the watercolors were actually done by Irwin John Bevan (1852-1940). Welsh-born Bevan was a keen naval historian and his sketches and paintings included many maritime subjects. His work can be seen in Sea Fights of the Great War by W.L. Wyllie and M. F. Wrenn, published in 1918. Since Bevan did book illustrations, the present assumption is that this group of watercolors was executed to illustrate a projected work on the history of the U.S. Navy, especially as it related to the British Navy. Detailed contemporary accounts of the U.S.-British actions were written down in letters, official reports and newspapers of the day and nineteenth century historians had these sources available for their texts. The accounts accompanying Bevan’s paintings relied heavily on all these sources. Notwithstanding this however, the paintings must not be taken as primary documents of either the vessels or the engagements. They should be viewed in the context of the artist’s conceptions, which may vary considerably in their reliability. It is left to the discretion of the researcher whether or not this material will be of value in the current project. VESSEL HISTORY: Alternate vessel names: (1) DUC DE DURAS (1765-1779); (2) USS BONHOMME RICHARD (1779).	CL12861