USA > Maine > Hancock County > Ellsworth > History of Ellsworth, Maine > Part 8
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In due time came the spring election. James F. Davis, destined to hold the office for six other years, was the man whom the voters selected as deserving to be the Mayor during the first year of the new city. The aldermen who sat with him at the first meeting of the City Government were: John D. Hopkins,
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ward 1; J. T. Grant, ward 2; C. P. Jordan, ward 3; Philander Austin, ward 4; and Jesse Dutton, ward 5.
Thus, Ellsworth grew and prospered from a clearing to a village, a village to a town, and a town to a city.
On the fifth day of April, 1869, the governing Board of the new city took their seats. The meeting was held in H. E. Davis' carriage factory, and was opened with prayer by Rev. Dr. Tenney. Judge A. F. Drinkwater administered the oath of office to Mayor Davis. The usual preliminaries passed ; and the election of other municipal officers began.
John H. Brimmer became the first city clerk; William O. McDonald, the first city treasurer and collector of taxes. Other officers of the first year of the city were: Jesse Dutton, street commissioner ; Rev. Sewall Tenney and Messrs. Drinkwater and L. A. Emery, superintending school committee; S. K. Whit- ing, chief engineer of the fire department, with A. B. Spurling and S. J. Morrison, assistant engineers ; J. T. Osgood, sealer of weights and measures and inspector of coal oil; A. B. Spurling, city marshal; and Calvin P. Jordan, John M. Hale and E. H. Stockbridge, assessors of taxes.
The appropriations aggregated $22,950. The division al- lowed $3,500 for the city poor; $800 for insane paupers; $200 for the fire department; $500 for bridges; $800 for sidewalks; $4,500 for highways; $6,000 for schools; $2,500 for interest on the town debt; $4,000 for contingencies and $150 for ringing the town bell, regulating the town clock and lighting the street lamps.
As the population increased, more houses and stores were built, and roads and streets constructed. In 1870, there were but few houses between Main Street and the Falls Village. Today it is one of the most thickly settled sections of the city. The lumber business was flourishing. Eleven mills were run- ning "full-blast," with day and night crews most of the time. H. M. & B. Hall alone, kept twenty-five double-horse teams hauling lumber to the wharves, each team making four daily trips. Sixty million feet of long and short lumber, valued at $733,433, was manufactured in 1870. Wages paid the millmen for that year amounted to $332,300. The largest lumbermen
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HISTORY OF ELLSWORTH
were H. M. & B. Hall, whose output was fourteen million feet for the year, paying out in wages, $90,000.
The extent of travel at that time is shown in the Ellsworth American of Oct. 20th. The count was taken in the afternoon on the Falls Road.
One-horse teams 61
Two-horse teams 397
Three-horse teams 8
3
Four-horse teams
Ox and horse teams 8
Buggy wagons (one horse) 112
589
A census completed Aug. 11, 1870, shows that there were in Ellsworth at this time 991 families, 1,250 voters, popula- tion 5,258, an increase of 600 since 1860.
In the year ending November, 1870, eight vessels were built in the Ellsworth yards. The hull of a brig was built, and work commenced on a freighter in the Grant yards.
The next event of great importance was the railroad. Prior to 1870, engineers surveyed from Bangor to Ellsworth and Ellsworth to Bucksport, to discover the possibilities and cost of building a railroad over that route. Their report being favor- able, the Shore Line Railroad Company was organized. The route, after reaching the Falls Village from Bangor, was to continue down Union River (along the side of the river) to near its mouth, then making a turn up Patten's Bay to Surry Village and thence near the Toddy Pond road to the "Narrows" of that pond, crossing to the westward and keeping east of Alamoo- suck Pond. Then on to Bucksport. Money was appropriated by the various towns and plans were discussed and contem- plated, but no physical effort was made to build the road for several years. December 13, 1874, the voters of Ellsworth were called to the polls to vote on the question of changing the route. Ellsworth had appropriated $123,000 toward the project, and at this time the directors deemed it advisable to change the route so that it would cross the river about a half mile below the custom house, instead of at the mouth. $100,000 of the appro- priation to be spent on the east side of the river and the re- maining $23,000 on the west side towards Bucksport. This new
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HISTORY OF ELLSWORTH
plan would cut Surry out of the route. It was defeated at the polls, four to one. Before its completion many more plans were formulated and two law suits brought. Finally, in 1880, the plans were made to have the road laid at its present location, and on February 20, 1884, the first passenger train ran into the Ellsworth station. Thus the railroad, which opened up this entire continent and made possible the building of its great inland cities, connected Ellsworth with the rest of America.
Present Webster House in 1850.
This year also saw the connection of Ellsworth with the rest of the country, through another medium, the telephone. On March 20, 1884, there were twenty-six telephones within the city limit. Today there are over six hundred.
The evolution of lights at Ellsworth was the same as in all other American towns and cities. First was the tallow candle. Then came the lamp. February 19, 1858, the Ellsworth Gas Light Company was chartered, and Ellsworth illuminated by gas. In 1888, electricity was introduced here, and soon after- wards arc lights were fitted in the business section.
The history of the water works in Ellsworth is quite unique. In the fall of 1885, Hinds, Moffitt & Co., of New York, without
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HISTORY OF ELLSWORTH
a charter, offered to supply the city with a system of water works. Their proposal was voted down by the board of alder- men. Next the Ellsworth Water Company, in the spring of 1886, offered to supply the city with water. The board of aldermen felt that they did not have the power to make such a contract, and accordingly called a special election June 16, 1886, to let the citizens decide. By a large majority the citizens advised and authorized the government to make a contract with the Ellsworth Water Company, or any other water company, to furnish water at an annual rent not to exceed $2,000. In February, 1887, a petition was presented the city government asking that the Ellsworth Water Company be requested to surrender its charter, in order that the city might construct and own its own water system. The board could not grant this petition because of the result of the special election held the year previous, nor did they make any steps to enter into a con- tract with the water company, until the spring of 1889. The water works were completed January 9, 1890, making a great change in the fire apparatus. Occasionally, when a stretch of road is being reconstructed, one can see the remains of an old reservoir, which at one time or another was a goal of great importance with the contesting hand tub companies.
Until very recent years political animosities and contests have been most feverish. The city election of 1896 was one of the most bitter contests ever staged here. Robert Gerry was candidate for mayor on a "people's" ticket and George P. Dutton a candidate for re-election on a "citizen" ticket. The "citizen" ticket elected a full board of aldermen, and the vote for mayor was tied, each candidate receiving 335 votes.
The city government, at a meeting the following day. ordered a special election to be called April 6. At the same meeting George P. Dutton, who was mayor until his successor should be elected, appointed, with the approval of the full board, a police force and other municipal officers. On March 10, Mr. Dutton withdrew from the race. At a joint caucus of the Republicans and Democrats held March 26, Henry E. Davis was unanimously chosen the candidate to run against Mr. Gerry. At the election Mr. Gerry was elected by a margin of six votes, out of 1,102 votes cast. Upon taking office, Mr. Gerry ignored
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HISTORY OF ELLSWORTH
the appointments of Mr. Dutton and appointed another police force, which the board did not approve. Then the excitement began. Each police force threatened to arrest the other if it did not withdraw its men from the streets and divest itself of any authority that it thought it had. At a hearing before the Supreme Court April 29, the Gerry police force was ousted, and Mr. Gerry immediately appointed another, which in time was ousted, and the matter brought to the law court. Mayor Gerry refused to sign a requisition for wages for the Dutton appointees, who presented a petition of mandamus to the Supreme Court, November 2, which was dismissed. The law court then ruled that the Dutton appointments were legal.
In 1907, when A. W. Greely was mayor, the most costly project ever to enter the civic life of Ellsworth was launched in the construction of the Bar Harbor & Union River Power Company's big power dam, at the head of the tide, where one hundred and thirty-nine years before Benjamin and Thomas Milliken built the first permanent dam across the river. The dam is constructed of concrete and is sixty-one feet high. The plant furnishes electricity for most of Hancock and Penobscot counties, and is one of the largest and most valuable plants in New England.
On Friday, April 6, 1917, the Congress of the United States declared war on Germany. Ellsworth followed the precedent established by her founders during the Revolution, and followed by their sons in the sixties of giving as long as she had anything to give, for the cause. Besides sending one hundred and thirty-five men to defend her standard, she raised for Liberty Bonds $1,005,600, in the following amounts :
First Loan
$212,900
Second Loan
389,400
Third Loan
115,550
Fourth Loan
165,000
Victory Loan
122,750
For war saving stamps she raised over ninety thousand dol- lars, and for other activities such as Red Cross, Knights of Columbus, Y. M. C. A., etc., she raised nearly forty thousand dollars. The women did their bit magnificently. Almost as soon as war was declared they organized the Ellsworth Soldier
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HISTORY OF ELLSWORTH
Boys' Club which with that venerable order, The American Red Cross, contributed many barrels of clothing as well as sending mittens, socks, etc., direct to Ellsworth boys "over there."
Following is a list of Ellsworth men who saw service:
Capt. Bryant Moore.
Major Martin H. Shute LIEUTENANTS
Edmund Brady, Jr.
Martin Ludike Hall
Arthur H. Parcher
Robert P. King Frank M. Smith
Morton Whitcomb
PRIVATES
Frank E. Whitmore
Frank W. Anderson
Henry H. Dodge
Arthur H. Ashmore
Joseph M. Drummey
Sidney R. Bonsey
Edward Dunham
John Bresnahan
Llewellyn C. Fortier
Charles R. Camber
Charles Fullerton
Vasco Carter
Russell H. Nason
Clarence W. Alley
Fred F. Parker
George T. Anderson
Thaddeus Pinkham
Herbert S. Heal
Maynard C. Quinn
James L. Bresnahan
Maurice T. Spillane
Hudson Brann
Charles F. Campbell
John Shea
Albert E. Closson
Fred Smith
Thurston Conary
Harvey C. Smith
Andrew H. Duffee
Francis Thorsen
Herbert R. Foster
George C. Fullerton
William J. Flannagan
Harvard Clough
Earl Gordon
Charles A. Haynes
Harold F. Hawkes
Harold L. Hooper
Earle C. Jordan
Harold I. Kane
Roy Jordan
Eben M. Whitcomb Robert H. Haynes Irvin E. Brailey
Byron Maddocks
Fulton J. Redman
Forest L. Moore
Wesley A. Sowle
Carlton W. Maddocks
George C. Pierson
Frank W. McCartney
Robert Owen Duffee
Arthur O'Kief
Harvard Phillips
Leon Tilden Manfred L. McDevitt
Willard L. Pratt
Harvey E. Meader
Harvey E. Rollins
Albert J. Dorgan
Harold Spillane
John L. Moore
Chaney W. Sadler
Paul Taplev
Bernard A. Small
Goodwin Mathews
Justus M. Smith
Norris Hodgkins
William E. Spencer
Roy Grindal
Fred Garland
Frank J. Severance
Charles T. Segars
Edwin L. Bunker
Reuel W. Whitcomb
Milford H. Lunt
Archie Stewart
William T. Thompson
Earle C. Falvey
Percival L. Wescott
George York
Wm. E. Dodge
Shirley Sargent
Harry C. Davis
Ralph E. Cunningham
Leman H. Danico
Harold W. Gould
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HISTORY OF ELLSWORTH
Maynard E. Strout
Harvey Fickett
Arthur E. Thorsen
Laurel Poor
Horace A. Turner
Ernest B. Fletcher
Joseph White
George W. Dow
Owen Young
George H. Gould, Jr.
Simon Violette
James H. Linnehan
Walter Dunham
Walter J. Joy
Edgar A. Segar
Warren Trask
Arthur Fernald
Frank J. Dunleavy
Eugene H. Goodale
Arnold J. Patten
Roy C. Haines
Bartlett Cottle
Luman W. Hatch
Harvard G. Jordan
Ralph M. Holmes
Samuel Astbury
Colie Jordan
Emmons Shea
William F. Jordan
Arvard Dewitt
George Lovell
Paul Whitcomb
Ronald A. Macomber
John J. Whitney
Philip D. Mason
Edwin Moore
Harold E. Moore
James A. McGown
Robert L. Mowry
DIED IN THE SERVICE
Frank E. Whitmore
Milford H. Lunt
Arvard Dewitt
Albert J. Dorgan William Dodge Harold E. Moore
Andrew Hudson Duffee
DISABLED
Robert Owen Duffy Laurel Poor
George Dunham Chaney Sadler
In 1920, through the influence of Dean Lord and Professor Charles E. Bellatty of the College of Business Administration of Boston University, a summer school was established here which continued each year for three years. The enrollment was between ninety and one hundred and twenty men. The school was very successful and many of the men, who were mostly ex-service men, benefited greatly by the healthful climate for which Ellsworth is known.
The greatest calamity in Ellsworth's history was the flood of May, 1923. On May 2, the new storage dam of the power company, about four miles above the city, gave way to the tons of water in the greatly swollen Graham Lake. The water rushed with violence to the bay, taking with it the storehouses of the Farmers' Union, the big steel bridge, that spanned the river in the center of the city, the old laundry building, the Dirigo theatre and the Foundry with many yachts. When the vicious waters became calm and receded, only ruin and wreck lay in their wake. The west side of the city was completely cut off from its water supply, and the entire city was without lights and
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HISTORY OF ELLSWORTH
electrical power. The damage wrought by this gentle little river in its fit of madness was something over $300,000.
Industrially, Ellsworth does not seem to make much prog- ress, but as a summer resort she is rapidly advancing. The
FRANK E. WHITMORE
First Ellsworth boy to give his life in World War. Died on field of honor April 18, 1917. French Army.
lay of the land, which makes the natural drainage perfect, the river, lake, mountains and sea views, and the pretty drives through rural scenes, combine to make the city a dwelling place pleasant at all times and ideal in summer.
CHAPTER V. OF HISTORICAL INTEREST SHIPPING AT ELLSWORTH
O PAINT the manners and exhibit the life of the sea- faring men of Ellsworth, requires the hand of a mas -- ter painter. It is a canvas that I shall not attempt to paint.
Yet perhaps that task is slight and easy in comparison with an attempt to portray a far earlier and more unfamiliar period. With the men and customs of Ellsworth as a young settlement; we have a natural sympathy and bond of alliance; those men were our ancestors; from those customs we receive our own : the creed of our pioneer fathers is still ours; their homes still beautify our valley; we trace in their struggle for liberty and for justice our present institutions ; and in the elements of their social state we behold the origin of our own.
But it is different with the history of our ships and vessels. As a place of importance in shipbuilding we have fallen in utter ruin ; as a shipping port, our walls are crumbled ; and no longer do the rising generations go down to the sea in ships. But let us go from our decayed water front of today, back to the years of its beginning, and trace it through its progress to the time when ours was one of the greatest lumber shipping ports in the world, and when our master builders built vessels that were second to none. With only two schooners sailing from our port now, the shade of the past might seem mythical, and it is well to set it down here while in memory it lives, that our future gen- eration may look back with pride and veneration to the once greatness of this port.
In 1830 there was only one coaster sailing in and out of Ellsworth. Twenty-two years later, May 28, 1852, over sixty. vessels were recorded as lying at the wharves. In 1853 Ells- worth owned in whole or in part one hundred and forty-nine sail of vessels of all description. Ninety-two vessels hailed from this port in 1884.
From the Boston Journal of May 16, 1852, I copy the fol- lowing interesting item: "Among the marine arrivals at this
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HISTORY OF ELLSWORTH
port, May 15, 1852, were the Vandalia, Captain Griffin, and Panama, Captain Bellatty, both from Ellsworth, Maine. The former making the passage in twenty-four hours and the latter in thirty hours-a speed seldom equaled by our famous clippers."
Today, our port boasts but two vessels, Lavolta, Captain Bellatty, and Storm Petrel, Captain Closson.
The first vessel built here was in 1773 by Benjamin Milliken and others and was named the Susan and Abigail for the eldest daughters of Benjamin Joy and Benjamin Milliken. The vessel made one voyage each year to Demerara, W. I., carry-
SCHOONER HENRIETTA A. WHITNEY
ing pine shingles and oak staves which were manufactured by the settlers, and was the principal business for many years. The vessel was destroyed by a British cruiser in the Revolu- tionary War. After the war Captain Isaac Smith, Joy and others built a larger vessel intended for foreign trade. From 1785 to 1801, Captain Smith made eight voyages to Demerara. On his third voyage Joel Mace and Thomas Wilberton, of this place, died there, and on his last voyage all of his crew except his brother William and his nephew Nathaniel Joy, died there. Under the circumstances, Captain Smith could get no crew or cargo, and he sailed for Boston in ballast, arriving there after many gales, in about four weeks. The vessel was sold in Bos-
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HISTORY OF ELLSWORTH
ton and Captain Smith returned to Union River Settlement. He lived about one and one-half miles below the mouth of the river. The year after his return he met with an accident from which he did not recover.
Shipbuilding as an industry was started in 1831 under the supervision of Nahum H. Hall, who built over forty vessels between that time and 1854. Other prominent builders were John Suminsby, George Jamierson, I. M. Grant, Isaac Cook, Dyer P. Jordan, Abram Lord, N. C. Means, William Hunne- well, E. J. Hodgkins, B. G. C. Beckwith and others.
From a little south of the Old Halls' Grist Mill to Tinker's Cove there were eighteen wharves and docks at which vessels were very often lying there four abreast, taking on lum- ber. At one time Ellsworth ranked as the second largest lum- ber shipping port in the world. F From the natural launching place immediately south of the old grist mill, many famous ves- sels were built, including the Coriantes, Louisa Wilson, Georgietta, Adam Bowlby, Frank A. Magee, Shetland, City of Chelsea, Anna S. Hall, and many others.
The largest ship ever built here was the Horizon in 1855, by Seth Tisdale, near the Grindal coal sheds. The ship was built under the direction of Master Isaac Elwell, of Med- ford, Mass., and measured 1800 tons with three full decks. At that time it was considered a marvel.
Below I give as complete a list of Ellsworth vessels as pos- sible :
VESSELS BUILT AT ELLSWORTH
Eclipse, built by Nahum Hall in 1831.
Hudson, schooner, built by Nahum Hall in 1831.
Togus, brig, built by N. H. Hall in 1833.
Augora, brig, built by N. H. Hall in 1834, 185 tons-built for Andrew Peters.
Augusta, schooner, built by N. H. Hall in 1835.
Clymthus, schooner, built by N. H. Hall in 1835.
Hudson (2d), Sch., built by N. H. Hall in 1835.
George, Sch., 180 tons, built for G. W. Black, Henry Black and Sylvester Lord. Capt. Lord.
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HISTORY OF ELLSWORTH
Volunt, Sch., 122 tons, built for David Dyer and Andrew Peters. Curtis Clark, Capt.
Fame, 130 tons schooner, built for John Black and Elias Lord. Capt. Lord.
Henry Clay, 131 tons Sch., built for Andrew Peters, Nathan and John King of Trenton. Nathan King, Capt.
Daniel Webster, 73 tons Sch. Built for John Hopkins and George Hathaway. Capt. Hathaway.
Mary, 100 tons Sch. Built for Chas. Jarvis and Jesse Milli- ken. Capt. Milliken.
Aurora, 147 tons Sch. Built for Charles Delaitte and Mon- roe Abbott. Capt. Abbott.
Comet, 83 tons Sch. Built for Edwin Brewer and John Hopkins.
Fair Play, 201 tons Brig. Built for Andrew and Chas. Peters and Warren Austin. Capt. Austin.
Brilliant, 126 tons Sch. Built for John Black and Andrew Peters. John Clark, Jr., Capt.
Despatch, 74 tons Sch. Built for Andrew and Chas. Peters. Benj. King, Capt.
Elizabeth, 43 tons Sch. Built for John Hopkins, Henry Bowers and Norman Fullerton. Seth Whitmore, Capt.
Leader, Sch. Built by N. H. Hall in 1836.
Quanona, Barque. Built by N. H. Hall in 1836.
Tuscan, Brig, 162 tons. Built by N. H. Hall for Andrew and Chas. Peters and E. B. Higgins in 1837. Capt. Higgins. Tangier, Sch., 125 tons. Built by N. H. Hall for Andrew and Chas. Peters in 1838. Benjamin King, Capt.
Ariel, Sch., 43 tons. Built by N. H. Hall for Solomon Jor- dan and Isaac Coolidge in 1838. Solomon Jordan, Jr., Capt.
Martha Washington, Ship. Built by N. H. Hall in 1838.
Abigail, Sch. 103 tons. Built for George Hopkins, C. A. Peck and Charles Lord in 1838. Capt. Lord.
Active, Sch. 100 tons. Built for George Means and Curtis Clark in 1838. Capt. Clark.
Volant, Sch. 56 tons. Built for Andrew and Chas. Peters in 1838. Benj. Lord, Capt.
Limolean, Sch. 98 tons. Built for Henry Dutton and Ama- ziah MacFarland in 1838. Capt. MacFarland.
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HISTORY OF ELLSWORTH
Hope, Sch. 145 tons. Built for David Dyer, Elias Lord and Christopher Chase in 1836. Capt. Chase.
Canton, Brig. Built by Nahum H. Hall in 1839.
Valhalla, Sch. Built by N. H. Hall in 1840.
Arboreer, Sch. 71 tons. Built for D. P. Jordan and Chas.
Treworgy in 1841. Capt. Treworgy.
Neuritus, Brig. Built by N. H. Hall in 1841.
Superior, Sch. 118 tons. Built by N. H. Hall for Andrew
Peters and Melatiah Lord in 1841. Capt. Lord.
Liouesta, Sch. 121 tons. Built by N. H. Hall for Samuel Dutton and D. P. Brumhall in 1843. Capt. Brumhall.
America, Brig. 141 tons. Built for J. R. Jordan, C. A. Peck and W. H. Austin in 1843. Capt. Austin.
Acticon, Sch. 25 tons. Built for Dyer P. Jordan and Joseph Moore in 1843. Curtis Clark, Capt. The remains of this schooner are to be seen at Grindal's Wharf.
Valhalla, Sch. 64 tons. Built for Wm. H. and John Black, Jr., in 1843. Nahum Haynes, Capt.
Robert P. Warren, Sch. 36 tons. Built for Andrew and
Chas. Peters and Edwin Lord in 1843. Capt. Lord.
Amenia, Brig. 141 tons. Built for C. A. Peck, Joshua Robinson and W. H. Austin in 1843. Capt. Austin.
Mary Jane, Sch. 56 tons. Built for Galen Hathaway and Moses Hodgkins in 1843. Capt. Hodgkins.
France, Sch. 130 tons. Built for John and William Black and Elias Lera in 1843. Capt. Lera.
Alert, Sch. 43 tons. Built for Chas. Peters and Abiel Mac- Farland in 1843. Capt. MacFarland.
Lemuel Peters, Brig. Built by N. H. Hall in 1844.
Curlew, Sch. 90 tons. Built for W. H. Black and John Smith of Trenton in 1844. Capt. Smith.
M. Joy, Brig. 147 tons. Built for James Chamberlain and Nason Joy in 1844. Capt. Joy.
Compeer, Sch. 94 tons. Built for Andrew and Chas. Peters and David MacFarland in 1844. Capt. MacFarland.
Glide, Sch. Built by N. H. Hall in 1845.
Nahum H. Hall, Sch. Built by N. H. Hall in 1845.
Madagascar, Sch. Built by N. H. Hall in 1845. Owned in 1888 by C. H. Potter, Calais, Maine.
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HISTORY OF ELLSWORTH
Bangor, Sch. Built by N. H. Hall in 1846.
Abigail Haynes, Sch., 94 tons. Built for John Black in 1846.
Lyrone, Sch., 139 tons. Built for Norman H. Black and John Smith in 1846. Capt. Smith. Burned in Feb., 1855, at Berwick Bay, Ga.
Rising Sun, Sch., 77 tons. Built for William Bennett and Reuben Remick in 1846. Capt. Remick.
Cincinnatus, Sch. Built in 1846. Sunk off Thatcher's Island, 1846.
Wenthrope, Brig. 27 tons. Built for T. D. and J. W. Jones and Chas. Lord in 1846. Capt. Lord.
John Hancock, Sch. 115 tons. Built for G. W. Buckmore and Monroe Young in 1846.
George and Mary, Sch. Built by N. H. Hall in 1847.
Glenco, Barge. Built by N. H. Hall in 1847.
Golden Rule, Sch. 100 tons. Owned in 1888 by G. W. Rawley, St. George, Maine.
Senator, Sch. 58 tons.
Clara, Sch. 108 tons. Built for Dutton and John Mac-
Farland of Eden, in 1847. Capt. MacFarland.
Orono, Barge. Built by N. H. Hall in 1848.
Agnes, Sch. 80 tons. Built by N. H. Hall for G. N. Black and Chas. Lord in 1849. Capt. Lord.
Dolphin, Sch. 94 tons. Built by N. H. Hall for Alexander Black and Robert Lord in 1849. Capt. Lord. Owned in 1888 by Elias Young.
Cresco, Sch. 75 tons. Built for D. P. Jordan and Isaac Lord in 1849. Capt. Lord.
Sarah Peters, Brig. Built by N. H. Hall in 1850.
Lejok, Sch. 125 tons. Built for Wm. H. Black and T. D. Remick and others, by N. H. Hall in 1851. Christopher Chase, Captain.
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