USA > Massachusetts > Suffolk County > Professional and industrial history of Suffolk County, Massachusetts, Volume II > Part 51
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Mr. Thomas Howes left England in 163; with his wife and two sons (another son was born on the passage over) at the time when the relig- ions persecutions, instituted by Archbishop Land and approved by Charles 1, were driving so many of the Puritans out of England. From the published papers of Governor Winthrop it appears that one of his intimate correspondents was a member of the Howes family, and it is not improbable that this led to the choice by Mr. Thomas Howes of the colony of Massachusetts Bay as a place of settlement.
The partial destruction by fire in 1624 of the carly colonial records of the family makes it impossible to say why it was that Mr. Thomas Howes left the settlement at Salem, where he landed ; but in 1639, with Mr. Anthony Thacher and Mr. John Crow, afterwards Crowell, he set- tled, under a grant from the Plymouth Colony, on Cape Cod, giving to the newly formed town the name of Yarmouth, from the town of the same name in his native county in England, a name afterwards changed, so far as the eastern section of the town is concerned, to Dennis.
This first American ancestor of the subject of this sketch was, like his descendant, a vigorous, sturdy individual. His standing in the colony is indicated by the prefix Mr. that appears with his name wherever written, which was the only colonial title of distinction, and which was reserved for those possessed of rank through birth or education. In this detached section of the country Mr. Thomas Howes brought up a family in conformity with their surroundings, for although his de- scendants took part in King Philip's war-one of them acting as cap- tain in that colonial campaign-their tastes turned naturally toward the sea, which almost surrounded them, and through succeeding gener- ations they appear to have been hardy and venturesome seamen.
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The father of Mr. Osborn Howes, Capt. Elisha Howes, was an ex- perienced seaman, for many years sailing from the port of Boston as commander of vessels trading with Europe, South America and the West Indies, and visiting his Cape Cod home only at intervals between his long voyages. During the war of 1812 he was three times taken prisoner by the English, on one occasion recapturing the vessel and taking the English prize crew as prisoners to Portland. The wish to have his family located so that he could visit them more conveniently led him, in October, 1818, to move them to a home in Dedham, where the subject of this sketch spent the remainder of his school days, which were, however, chiefly confined to the winter months of the year.
In 1823 the latter went into the employ as clerk of David and Rufus Ellis, who had a store, a cotton factory, a rolling-mill and a nail factory at Newton Upper Falls. The business carried on at this establishment was largely illustrative of the times. When the quarterly settlements were made with the men employed in the mills and the factory it was commonly found that quite one-third of their entire carnings had been paid by charges for liquor which they had purchased at the store, and yet, at that time, these men were nearly all native-born citizens.
After a stay of about two years at Newton Upper Falls, Mr. Howes received a letter from his father, written at Königsburg, Prussia, say- ing that the business of purchasing a cargo for his vessel would detain him there over one trip, and that if his son cared to come out there in the brig, on her return voyage, he could do so. This was the first of a large number of voyages made by the latter. On his return from this trip he went into the office, in Boston, of Messrs. Edmund Baylies and Thomas B. Curtis, merchants, engaged in exporting and importing goods to and from the ports on the Baltic Sea, from Copenhagen to St. Petersburg. In less than twelve months' time, and when twenty years of age, he was sent by them up the Baltic as supereargo, on the brig Cipher, Captain Winter (father of William Winter, the poet) command- ing, to sell a cargo of coffee, rice, sugar, cotton, indigo and cigars. Having sold this and other cargoes sent out on other vessels at Copen- hagen and Königsburg, and having purchased return cargoes, he came back for instructions, after an absence of fifteen months, in the fall of 1821.
It was known that in all probability a high protective tariff would be enacted by Congress early in the following year, and his employers, Messrs. Baylies & Curtis, wished him to hurry back to Prussia and pur-
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chase cargoes of wool, hemp, horse hair, etc., before the proposed cus- toms laws went into effect. For this reason he set sail on January 1, 1828, from New York on one of the line of London packet ships. ar- rived off Dover in twenty days, and from there via London, Hamburg and Berlin, hurried on to Königsburg. Having sold the cargoes of the vessels that were consigned to him by his Boston principals, and har- ing purchased cargoes to reload them, he received orders to return home. The so-called " Tariff of Abominations," that of 1828, had been enacted, and was framed with the avowed purpose of making its pro- visions obnoxious to New England; it placed extraordinary taxes upon importations from the Baltic, thus interdieting Boston trade with the countries bordering on that sea. The business which Mr. Howes had been working to build up, had therefore to be abandoned.
An indication is given of the uncertainties attendant upon sea-going at that period by the statement, that while it had taken him but one month and three days to go from New York to Königsburg on his out- ward passage, on his return, sailing from Königsburg the last of Oeto- ber, it was five months before he arrived in Boston, and even then the trip of the vessel he was on was among the shortest made by the considerable fleet of American vessels that left the Baltic at about the same time.
After a short stay on shore he went as supercargo on the brig Hebe to Gibraltar, and on returning from there was requested by the owners of the vessel to take charge of her as captain as well as supercargo. This was a serious responsibility to impose upon a young man of twenty- three, who, although he had made several voyages across the ocean, had never served as sailor or ship's officer. But as during his four trips to Europe he had studied navigation, and had acquainted himself with the practical work of sailing a ship, he found less difficulty than he had anticipated in meeting the requirements of this new position.
This voyage to Brazil was the first of a series of voyages which he made, voyages which kept him almost constantly at sea, and which took him several times to Western Asia, to South America, the West Indies and Europe. On these trips he was often obliged not only to navigate the vessel when at sea, but when in port to sell her cargo and use his judgment in purchasing a cargo to load her with for her return voyage.
On one of his voyages across the Atlantic in the summer of 1832, he took with him the late George L. Brown, the artist, then a lad of
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eighteen years of age, who, having shown considerable talent, had been given the money needed to pay his passage to Europe. The voyage ended at Antwerp, and when, a week after arriving, the brig was about to leave port for England, young Brown came on board and begged to be taken back, saying that he was homesick, had spent all of the money that he had, and that if left in that foreign country he should die of starvation. Mr. Howes pointed out to him the weakness and folly of such a surrender and gave him the money needed to get to Paris and to support himself for a short time. It was more than twenty years before the two men met again, but the subject of this sketch has in his possession a painting, a gift of the artist, in remembrance of an event which was the turning point in the life of the latter.
Arriving in Boston from Cadiz in February of 1836, Mr. Howes con- cluded that he had had enough of sea life, and from that time forward never went on a sea voyage except as a passenger.
In the month of June of that year he started, in company with the late Joseph Nickerson, of Boston, on an enterprise which was then as formidable as any sea voyage. This was a trip through the West, made to consider the advisability of purchasing western land. The journey from Boston to Philadelphia was made partly by rail and partly by steamer. From Philadelphia for some seventy miles westward the route was by railroad, then a transfer was made to canal boat, which carried the travelers up to the foot of the Alleghany Mountains. The ascent of these was made on an inclined railway, up which the cars were drawn by a stationary engine at the top; there stages were taken up to the point of descent, where another inclined railway was taken, and then by canal boat to Pittsburg. The time required from Philadelphia to this point was four days, with two days more to reach Cincinnati by steamer down the Ohio River.
Cincinnati then had a population of about ten thousand. From there the travelers went by steamboat to Louisville, St. Louis and Alton. then up the Illinois River to Peoria, and from thence across the prairie in a wagon to Chicago over a country where there was not the least sign of a road, and where it was necessary to ford streams and watercourses. Chicago had at that time, if the statements of its citizens were to be trusted, about 2, 500 inhabitants, but after a careful enumeration these visitors came to the conclusion that 1,000 was a fair estimate of their number. The site of the city was low and sandy, the place had been flooded by recent rains, the land was held at what seemed extravagant
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prices, and Mr. Howes and his companion, Mr. Nickerson-who after- wards proved himself to be one of the shrewdest investors-congratu- lated themselves that they had made arrangements to buy real estate at such a promising place as Alton, and had not waited to invest their money in land in and around Chicago.
After a week's stay in this latter place, the travelers, in company with others, chartered a schooner of some sixty tons, which took them across the lake to St. Joseph, Mich. From this point the route lay over a corduroy road to Kalamazoo, the distance, fifty miles, the means of conveyance, a long open wagon, and the time required, about thirty- six hours. From there to Detroit the roads were better, but the journey occupied four days. From Detroit a steamer was taken through Lake Erie to Buffalo, from thence canal boat to Utica, there steam railroad to Albany, then stage to Worcester, and finally railroad to Boston. The time required to make this trip was two and a half months, and the conditions surrounding it were almost as wearisome and perilous to health as those which now obtain in making a trip across Central Asia.
On returning to Boston in the fall of 1836, Mr. Howes entered into the ship-chandlery business with Captain Willis Howes, an uncle of his. This business relation lasted for some three years, after which he formed, in 1839, the firm of Howes & Crowell, taking his wife's brother as a partner, the last-named partnership lasting thirty-four years, or until the former retired from active business life.
The new firm carried on the shipping business, and also dealt in corn and flour, which was purchased in the Southern markets. At first its shipping ventures were modest enterprises, as indeed were most of those at that time, when a ship of 400 tons burden was considered a large vessel; but Mr. Howes was quick to perceive the change which the discovery of gold in, and the acquisition by the United States of, California was destined to cause in the shipping business of the country, and the benefit that American commercial interests were to derive from the low tariff of 1846.
The firm of which he was the head had established favorable financial connections on Cape Cod, and could, if they had wished more money, have obtained it from Boston capitalists, who soon came to recognize the good judgment shown by it in the conduct of its business.
BIOGRAPHIES.
The firm began building ships for its own use in 1845, and the fol- lowing is a list of the vessels which during the next twenty-five years it either built or bought :
Bark Flora,
Ship Ericsson,
Ship Hortensia,
Bark Leda,
Ship llelicon,
Ship Ringleader,
Ship Newton,
Ship Ringleader 2d, Ship Rival,
Bark Autoleon,
Ship Fleetwing,
Brig Globe,
1 Bark Kilby,
Ship Edith Rose,
Bark Tiberius,
2Ship Revere,
Steamer St. Louis,
Ship John Tucker,
Ship John Quincy Adams,
Steamer Concordia,
Ship Audubon,
Ship Climax.
Ship George Hallett,
Ship Garibaldi,
Ship Robin Hood,
Brig Josephine,
Ship Importer,
Ship Grotius,
Ship Kedron,
Ship Comet,
Ship Winged Arrow,
Ship Isaiah Crowell,
Ship Osborne Howes,
Ship Ellen Foster,
Ship Australia,
Ship Manlius,
Ship Regent.
Ship Hamlet,
Steamer Kensington.
The tonnage of these ranged all the way from 300 or 400 for the first three or four, to 2,000 for those last on the list. Mr. Howes has a thorough knowledge of ship construction, and the vessels that his firm constructed were built from the keel upwards under his immediate supervision. For a number of years the firm had constantly from twelve to fifteen ships under its control, at the time as large if not a larger number than any other Boston firm, and its house signal-a white flag with a red star in the center-could be seen at the foremast of its ships, not only in the harbors of New York, Boston and San Francisco, but in the docks of Liverpool and London, and lying at anchor at Cal- cutta, Hong Kong, Melbourne and Callao.
The period from 1845 to 1861 was the high water mark of the Amer ican merchant marine; the American merchants were constantly im- proving the size, model and speed of their ships, American merchant tonnage was constantly increasing. American sailors were showing an
1 The bark Kilby was the vessel which was so fortunate as to discover, while on a voyage from New Orleans to New York, the disabled steamship San Francisco. Quite a part of the cotton with which the Kilby was laden was thrown overboard to make room for the passengers and crew of the ill-fated vessel. Quite a number of these were transferred, when darkness coming on the work of the boats was suspended to await the morning, but during the night the steamer went down with the several hundred persons who were left on board of her.
2 The double topsail, a device now in general use on square-rigged sailing vessels all over the world, was first applied to the ship Revere, Messrs. Howes & Crowell giving to the inventor. Capt. Frederick Ilowes, who was then the captain of the vessel, an opportunity to in this way prove the value of his invention. The use of double topsails has permitted of the carrying of smaller crews, and has also been the means of saving from destruction the lives of a large number of sailors.
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unrivaled aptitude for their business, and American ship merchants a willingness to make the most of their opportunities. In this industrial development, which if it had not been arrested by the war and its re- sults, would long before this have made of the United States the mis- tress of the ocean, Mr. Howes took a prominent part. The house of which he was the chief partner was one of the leading shipping firms of Boston, and with its associates in business gave the city a world- wide reputation for wealth, sagacity and enterprise -- a reputation that has since been lost because evidences of these qualities are not now seen, as they once were, in every seaport in the world. That the suc- cess of the American merchant marine depends upon the cheapness of the ships, and the ability of those in charge of them, was and still is his firm conviction. While in active business he was always annoyed at any attempt at interference on the part of Congress. "If Congress would only give us free ships and let us alone, " he was accustomed to say, "we should ask favors of no one."
During the war of the Rebellion, the vessels which he controlled, unlike those of some of his associates in business, were continued in their voyages under the American flag, and although frequently sailing within the range of the depredations of the Confederate privateers, were all fortunate in escaping capture. But the insurance against war risks, and the disadvantages in procuring charters, which American vessels then labored under when compared with foreign craft, led to the sale to foreigners of a number of the ships controlled by his firm, so that when the war closed its shipping business had been reduced to narrow dimensions.
In this respect its position did not differ from that of other Boston ship merchants. The Welds, the Bakers, the Niekersons, the Forbeses and others had also reduced the tonnage that they owned or controlled till it neared the vanishing point, and it was with all a question of whether they should, with the changed conditions brought about by peace, enter again upon the work of redeveloping the shipping busi- ness, or should turn their attention to other lines of industry. A num- ber of the leading Boston ship merchants chose the latter of these al- ternatives; they invested the money received from the sale of their vessels in western railroad enterprises, and in this way, by a definite abandonment of the sea, laid the foundation of enormous fortunes which were built up during the two subsequent decades.
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Mr. Howes could not bring himself to make this change, particularly as the members of his firm were solicitous that the shipping business should be continued. Arrangements were therefore made at Medford and elsewhere to build new vessels to take the place of those that had been lost, condemned or sold, and realizing that steamships were soon to take the place of sailing eraft, his firm became one of the chief sub- seribers to the stock, and the business managers of a company formed to build and run steamships between Boston and Liverpool.
The American Steamship Company, as it was called, had a brief and unfortunate experience. A number of mistakes were made, not the least of which was in beginning operations before a sufficient amount of capital had been subscribed, and in using wood instead of iron for the hulls of the steamers. Two steamships were built, the Ontario and Eric; the former made several voyages across the Atlantic, and then the insufficiency of the financial resources of the company becoming apparent, it was necessary to suspend operations, and after wearisome delay the steamers were sold at a mere fraction of their first cost.
The experience of the firm in the efforts made to resuscitate the sail- ing merchant marine in the United States was more prolonged, but hardly more satisfactory. New ships were built or purchased and sent upon the accustomed deep sea voyages; but under the system of war taxes the cost of construction and of home repairs was so great that the vessels could not successfully compete with the iron ships that were then coming out in great numbers from the ship-yards on the Clyde and the Tyne. Realizing that unless he could obtain the right-which was impossible-to purchase iron ships built in Great Britain, it was useless to continue in the shipping business, since it was certain to eventuate in failure, Mr. Howes, after largely reducing his resources by his ineffectual efforts to restore the American flag to its old-time position upon the high sea, definitely retired from active business life in the spring of 18;4, and passed the next year with a part of his family in Europe.
Since taking this step he has led a quiet and uneventful life. For a time he continued his connection with the commercial world by serving as director of three Boston insurance companies, the China, the India and the New England, and temporarily took the position of president of the latter. He is still a director, the oldest one, of the Second Na- tional Bank and of the Simpson Dry Dock Company, and is also an ex- president and the oldest living member of the Boston Marine Society.
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His recognized practical good sense and impartiality led during the the years of his business life to his selection as referee in a number of mercantile controversies, involving the payment of large amounts of money.
Mr. Howes's public services have been confined to one year's term (1859) in the Boston Common Council, and to several years' member- ship on the Board of Trustees of the State School Ships. He has been interested as contributor in a number of charitable enterprises, and during the war of the Rebellion was a large subscriber to the funds raised in aid of the soldiers.
Mr. llowes has been married three times, and has had nine children, eight of whom are still living.
HORATIO HARRIS.
HORATIO HARRIS, son of Joseph Harris, was born in Boston, Feb- ruary 12, 1821. He was educated in the public schools, and early in life, leaving the English High School, he entered the commission house of Thomas W. Sears & Co. His natural activity and aptitude for busi- ness made him at once valuable to his employers, who admitted him a member of the firm when he attained his majority, though he was with- out capital. In 1847 the well-known firm of Horatio Harris & Co. was established, which continued until his death.
Mr. Harris was largely interested in the Oxnard and Continental Sugar Refineries, and in connection with his commission business was agent for the buying and selling of the products of these refineries.
His success in life was achieved by a manly, straightforward course, and his competition admitted no devious methods. As a merchant he belonged to that class who believed in the commercial importance of Boston, and who were ready at all times by act and deed to prove such belief. With an intuitive sagacity for business, followed by an almost unchecked career of business success, he never made himself conspicu- ous, and would never accept a public office. He was a man of sterling integrity, with a frank and honest manner. He was a lover of nature, and also a natural musician, possessed of a quick car and ready touch, and a devoted admirer of the best music.
His charities were most ample, and scores of young persons were helped by him in their musical education.
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By the will of the late Joshua Sears, Mr. Harris was appointed one of the three trustees of the large property, which has become famous as the Sears estate, and through his taste and exertions were built the first ornamental business buildings in Boston, which during his life were successively erected by the Sears estate.
In 185; Mr. Harris completed his elegant mansion at the corner of Walnut avenue and Townsend street, Roxbury, where he lived until his death, February 29, 1876. This house, built at great expense, was one of the finest residences in the city of Boston at that time. It was surrounded by nearly thirty acres of grounds, beautifully laid out with walks and drives, which were always open for the enjoyment of the public.
In 1844 he married Eunice Elizabeth Crehore, daughter of Edward Crchore, of Dorchester, who died March 22, 1813. Mr. Harris had four children . Horatio Harris, jr., born February 12, 1848, died February 13. 18:1. Edward C. Harris, born June 29, 1849, died June 21, 1890; married Florence E. Howe, and left one son, Horatio Harris, Minnie Harris, born August 25, 1854, married Joseph Stone, and has one daughter, Marion Stone. Georgia Anna Harris, born June 22, 1860, died August 15, 1890, married Dr. Frederick W. Kennedy, and left one son, George Harris Kennedy.
PHINEAS J. STONE.
PHINEAS JONES STONE, eldest son of Colonel Phineas and Hannah (Jones) Stone, was born in Weare, New Hampshire, May 23, 1810. Colonel Stone, his father, a lineal descendant of Gregory, brother of Rev. Samuel Stone, who came to this country from Hertford, England, in 1635, was born in that part of Harvard, Mass., now known as Box- boro', He was a captain of a company of New Hampshire detached militia of the First Regiment, under Lieut .- Col. N. Fisk in the war of 1812, and was subsequently chosen colonel of the regiment. In 1824 he removed with his family from Weare to Charlestown, Mass., where he engaged in mercantile business until his death, January 9, 1852, at the age of seventy-six years. The boyhood of Phineas J. Stone was passed at Weare until his fourteenth year, when, as previously stated, the family moved to Charlestown. He began business in the West In- dia goods trade in 1834, and by untiring industry and perseverance laid
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the foundation of his success in after life. He retired from this occu- pation in 1851, and devoted his time to his real estate interests. He was selectman of Charlestown in 1839 and 1840; member of the Lower House of the Legislature in 1840, 1856, 1862 and 1863; and inspector of the Massachusetts State Prison three years, from 1856 to 1859. It was during this time that Deputy Warden Walker and Warden Tenny were murdered, and Mr. Stone had charge of the prison for six weeks, pend- ing the appointment of new officials by the governor. In this position he displayed great executive ability, and gave courage to the officers under him by keeping in order the prisoners, excited and almost de- moralized as they were by this double act of blood. "Will there be services in the chapel this morning?" he was anxiously asked after the murder of Warden Tenney. " Most certainly, " he replied, and provid- ing arms and ammunition for each officer, gave order for their immedi- ate use in case of any indication of a revolt. He was mayor of Charles- town in 1862, 1863 and 1864, and was instrumental in raising and forming several companies for the defence of the country during the civil war, which did actual service in the army of the North. During his administration was completed the introduction of water from Mystic Pond, yielding an ample supply to the inhabitants, not only of Charles- town, but of several surrounding towns. He was United States asses- sor, Sixth Massachusetts District, from 186; to 18;3, when the office was abolished by act of Congress. He was one of the original movers for the act of incorporation, authorizing the improvement of about one hundred acres of flats lying between the north and south channels of the Mystic River, upon which to-day there is taxable property of more than $1,000,000, and which eventually will increase to many millions, as it is the terminus of the northern railroads to the deep water of Boston harbor. At the organization of the Charlestown Five Cent Savings Bank in 1854, he was elected its president, a position he held until his death, on August 12, 1891. He was also a director of the Charlestown Gas Company, and the Mutual Protection Fire Insurance Company. He was a man of commanding presence, loyal to his coun- try in its hour of peril, of sterling integrity of character, upright and honorable in all his dealings, sympathetic with distress, his hand being open to relieve suffering without ostentation or publicity. Ilis wife was Ann Maria ( Lindsey), a native of Charlestown, who died in 1851. They had four sons: Phineas J., jr., born in 1842, who served as pay- master in the Federal army during the civil war, and died in 1889;
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