USA > Rhode Island > Providence County > History of Providence County, Rhode Island, Volume I > Part 34
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Her sixth and last voyage was from Providence to Batavia, via Lisbon and the Isle of France, and return via Cape of Good Hope and Cowes, for orders, or direct to Providence. She returned with coffee, sugar and pepper. She sprung a leak and put into the Isle of France for repairs, which cost about $20,000. Just off the island she was boarded by the English man-of-war. "Tremendous." Com- inodore Osborn, and detained six hours while undergoing the strictest search. Finally the commodore refused the ship liberty to enter port, but subsequently, after close examination, revoked the order and allowed her to land. After leaving the Cape of Good Hope nothing of note occurred until January 10th, when the ship struck on Block Island. As soon as the island was sighted the ship's
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course was altered so as to pass it on the out or south side. The cap- tain, however, turned her course too quickly to pass around the island, and she ran aground. The ship beat on the rocks until she finally went ashore. The coffee bags were all broken and nearly all the coffee lost. The crew were saved except three, but the sugar was all melted and only about 60 bags of pepper were drifted on shore. Her entire cargo was worth about $300.000. The experience of this vessel is given somewhat in detail, for it shows the manner in which trade was carried on with foreign countries.
The Carringtons owned ships which sailed to all countries, and their credit was also first-class. The same, indeed, may be said of the others. Some of the old-time merchants were very hazardous. Sam- uel Butler, it appears, made a fortune in revolutionary times by sail- ing his own sloop from this port to Alexandria, Va. He was en- gaged in the flour trade. His earliest business, however, was that of shoemaking. At one time he converted all the wealth that he had into French bills of exchange and invested them in Parisian broad- cloth at $4 per yard. An English fleet being all along the coast, it was a dangerous undertaking, but luckily his goods reached Boston, were carried overland to Providence, and sold for $12 a yard.
Of course the war of 1812 drove Rhode Island vessels from the sea, and placed quite a serious check upon commerce. It was the cause of great activity in the manufacturing industries, however. The opening up of the fertile lands of the West, the cotton, woolen and other manufacturing interests, absorbed a good deal of Rhode Island capital. As before stated, however, it was not until 1841 that the last arrival and clearance, even of Indiamen, at this port occur- red; and in the period from about 1810 to 1850, Providence was promi- nent as a commercial port.
In 1814 Providence was a town of about 12,000 inhabitants, con- taining about 1,500 houses, of which 125 were brick and stone. The public buildings were seven meeting houses, one market, one court house, one gaol, one poor house. There were 3 banks in town, 9 gold- smiths, 19 dry goods stores, 5 book stores, 6 taverns, 25 boarding houses, 20 cotton warehouses. 5 auction offices, 25 shoemakers' stores, 8 blacksmiths, 10 tailors' stores, 10 cook and oyster cellars, 100 grog shops, 12 druggists' and surgeons' offices, 10 hat stores, 20 lawyers' and constables' offices. 1 confectioner's store, 4 crockery and glass stores, 4 paint stores, 1 portrait painter, 4 printing offices, 10 milli- ners' stores, 4 insurance offices, 2 brokers' offices, 1 exchange office, 15 hairdressers, 5 hardware stores. The diary from which the fore- going information is obtained adds that " many poore men and women get their living by selling round the streets, cakes, apples, nuts, beer, oranges, pyes, &c." The importance of Providence as a commercial port may be seen from the fact that on March 4th, 1814, there were between 130 and 140 vessels in port. From the middle of February,
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1815, when peace was declared between England and the United States, to March 3d, there were entered at the custom house 12 sloops, 2 schooners, 2 ships and 1 brig. On March 13th there were cleared 4 ships, 1 brig, 2 schooners and 3 sloops; on March 16th, 5 ships, 1 sehooner and 3 sloops.
Looking over a list of entries and clearances at this port it is seen that in 1815 there were vessels plying between here and Savannah, Wilmington, Charleston, Baltimore, Philadelphia, the West Indies, Halifax. Canton, Matanzas, Amsterdam, New Orleans, Havana, Leg- horn, Alexandria, Liverpool, Copenhagen, Africa, Turk's Island, Lis- bon. Gaudaloupe, Gibraltar, St. Petersburg, Martinique, Bordeaux. East Indies, Stockholm, and many other places.
From the declaration of peace, in February, up to May 16th, 1815. there had entered this port 1 barque, 38 ships, 23 brigs, 18 schooners and 111 sloops, or 191 vessels all told. The number of brick and stone buildings had then increased to 102; 67 being on the east side and 35 on the west. The increased building on the west side was then noted, and the handsomest thoroughfare was Westminster street. Two lines of wagon's were then running from this port to Boston, one arriving on Tuesdays and the other on Fridays. There was a regu- lar line of packets, twelve in number, plying between here and New York continuously: also regular lines from Philadelphia, Baltimore. Savannah, Nantucket and New Bedford.
The most enterprising merchants in Providence then were Brown & Ives, who owned numerous vessels, among which may be mentioned the old ship " Ann and Hope," the ship " Isis " (which in 1803 made a voyage around the globe), the ship " Asia," the ship "Charlotte," the ship " John Jay," the "Pilgrim," the " Hector," the " Patterson," the " Hanover," the "Hope," the " Two Catharines." the brig " Packet," the ship " Washington " and others. Mr. Edward Carrington at this time owned the ship " Nancy," the ship " Trum- bull," the brig "Viper " and others. Sailing from this to foreign ports about that time may be mentioned the ship " Mentor," the ship " Arthur," the "General Hamilton," the schooner "Farmer's De- light," the ship " Tyre," the brig "Miles Standish," the brig " Eagle," the sloop " Rising Sun," the ship " Aldebaran," the brig " Erilliant." the " Mary Ann," the ship " George and William," the sloop " Rolla," the brig "Governor Hopkins," the ship "Nancy," the brig " Grand Turk," the ship " Hanover," the ship " Mercury." the brig " Ventis." the ship " Hunter," the brig "Cyclops" (which was " kettle-bot- tomed "), the brig " Horizon," the ship " John Brown," the ship " Atlas," the brig " Argus," the brig " James," and others. Locking over the arrivals at this time we find these ships bringing silk, teas, etc., from China to Brown & Ives, molasses and sugar from the West Indies to William Richmond & Co., cotton from New Orleans to
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manufacturers, cargoes of hides from Buenos Ayres to Cyrus Butler & Co., bar iron and steel from Guttenberg to Brown & Ives.
Among the different kinds of business carried on and the names of old time business men, dating from about 1800 up to 1845 and 1850, may be mentioned the following in addition to those already given: General commission merchants-Holder Furden & Co .. John B. Chace, Carlyle & Manton, Thomas Sessions, Thomas L. Halsey, Samuel Nightingale & Co., Amasa Mason & Co., William Blodgett & Co., George S. Rathbone & Co., Martin Stoddard & Co. Several of these gentlemen did a large business as importers from foreign and domestic ports, dealing in all kinds of merchandise, such as flour, molasses, all kinds of grain and supplies, rum, gin, wines, cloths, etc. They were wealthy and responsible merchants of undoubted credit and business integrity. Among the early wholesale grocers may be named Seth Padelford & Co., Truesdale & Rhodes, Ebenezer Day & Sons, Randall H. Green & Co., Wheaton, Jackson & Anthony, Samuel and William Foster & Co.
Wholesale and retail merchants in drugs, medicines, china, dye- woods and supplies for manufacturing purposes were: John H. Mason & Son, Earle P. Mason & Co., Alexander F. Adie, Manton & Hallett, Dyers & Manton, Benjamin and Charles Dyer, John A. Wordsworth, George H. Hoppin, B. & T. C. Hoppin; all of whom had more or less to do with the commercial business of Providence as im- porters from foreign and domestic ports. Wholesale and retail deal- ers in flour and grain: Seth Adams, Daniel Arnold, David Barton, George S. Rathbone & Co. (afterward Rathbone & Gardiner ), Willard Joslin, Israel H. Day & Co., Jesse B. Sweet, Spellman & Metcalf, Hazard, Cook & Knight, B. B. & R. Knight. Quite a number of busi- ness men were located on Christian hill, among whom may be men- tioned Thomas Henry, I. G. Manchester & Co., Benjamin Whitman & Sons, Remington & Co. Some of these retailed grain. groceries and liquors. Wholesale and retail dealers in all kinds of lumber: Asa & Jonathan Pike, Austin Gurney & Co., John Oldfield & Co., Tyler & Ide, James Aborn. These last three firms had their lumber yards all located above the Weybosset bridge. and their lumber was rafted up into the cove. The rest of these lumber dealers had their yards located at the south end, toward Fox Point, on the east side.
The dealers in hardware and iron were Jonathan Congdon & Sons (whose house is still in existence on Steeple street ), Peter Grin- nell & Sons, Olney Dyer & Co., Joseph Belcher & Co., Benjamin Allen, Aaron Man, Barker & Whitaker, Rufus Waterman & Co., Duty Evans & Co., Brown & Ives, Richmond Bullock, E. Carrington & Co. Among the cotton merchants may be named B. D. Weeden, Cook & Brown, Beckwith & Persons, Orray Taft & Co., Amos D. & James Y. Smith, Stafford & Lothrop, Hezekiah Anthony, William Viall, Daniel Howland and Thomas Aldrich, Stephen Waterman,
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Truesdale & Rhodes, Shubael Hutchins & Co., William P. Robinson & Co .. Burden & Bowen, Manton & Hallett, B. & T. C. Hoppin, Sam- tel Ames. Old salt merchants: Aborn & Jackson. Commission mer- chants in coffee, wines, Santa Cruz rum, teas, etc .: Greene & Carter.
The Carringtons owned the ships "Lion." the "Franklin," the "Superior," the " Panther" and the "Providence." All of these would go out in ballast, taking kegs of specie, there being no bills of exchange, would buy tea and return to Providence. The ships would measure from 300 to 500 tons. After the arrival of the tea smaller vessels, of about 200 tons burthen, would be loaded with it and sent to Europe and the Mediterranean sea, where it would be sold at an immense profit. Colonel John Andrews did a large business between here and the west coast of Africa. He owned the brigs " Romp " and "Helen." These would be loaded with hogsheads of new rum, tobacco. powder, beef, pork, flour, beans, rice, corn, meal, cases of muskets and other Yankee notions, and sent to the west coast of Africa. Among the cargo would be: 150 to 200 five-gallon kegs painted in such a way as to attract the attention of the natives. These would be filled with rum from the puncheons on arriving there, and a brisk trade carried on with the natives for gold dust and ivory. There would also be brought back, besides the gold dust and ivory, palm oil, camwood, coffee, peanuts and other products of the coast. The round voyage would occupy from seven to nine months. These vessels would land their cargoes at the Long Wharf (now Cus- tom House street), the dock being where Almy's and Daniels' build- ings are now. Samuel Gladding & Co. were also engaged in the trade with the west coast of Africa. This firm owned the brigs "Smithfield." " Splendid " and " Roderick Dhu." They did a very large business in the same way. Cyrus Butler did an immense busi- ness in the Russian trade. He owned the famous bark " George and William" and other vessels, which would go South and load with cotton for Russia. They would bring back linen, saltpetre, iron, hemp and canvas duck.
Fifty years ago and earlier, many of the large vessels, ships and barks, owned in Providence, would go South and load with cotton for all ports in Europe, and would return with various kinds of produce, and occasionally, on their return, would stop at Pictou or Sidney. Nova Scotia, and bring coal to Providence, as coal was in good de- mand here at that time, not many of the soft coal mines in this country being then in operation. Brigs and large schooners would also go to southern ports and load with lumber. cotton, tar, pitch, tur- pentine, peanuts, rice and other southern products, and some corn at New Orleans, and bring them here. Those trading to the West In- dies would bring molasses, coffee, oranges, log wood, pimento, lignum- vitæ, honey and other products of the islands. This trade was kept
.
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up until lines of steamers began to be built to run to New York, whence it could be brought here cheaper.
William Richmond & Co. did a large business in the West India trade. Their office was located where the custom house now is. They owned eight or ten brigs, which sailed to Cuba, among which may be named the "Fame," "Sampson," "Busy," "Tom Cringle, "Sypax and Marcia," and others. They would send out onions raised in Bristol, potatoes, vegetables, beans, flour, corn-meal, hoop-poles, beef, pork, empty hogsheads and Yankee notions, and would return with molasses, coffee, sugar in boxes and oranges to make stowage. This molasses would often be converted into New England rum, as there were several distilleries here at that time. This would then be ship- ped to Africa and other places and exchanged for the products of the country. Several firms were extensively engaged in the West India trade, and among them may be named William Church & Co., Cady & Brown, Richmond Bullock, Pearce & Bullock, William Blodgett & Co., Wheaton, Jackson & Co., and Cady & Aldrich. The West India goods would be landed at the Long Wharf.
Among those engaged in the East African trade were Rufus Green, Benjamin R. Arnold and William S. Arnold. Their vessels were of about 300 tons capacity, and were all owned here except the "Na- thaniel Coggeshall." Among the ships employed in this trade may be named the bark "Maryland," Captain Jelly; the " Sea Ranger." Captain Hall: the " Parodi," Captain Jones, which was lost off Block Island; the " Montgomery," Captain Hall; the "Ariel," Captain Jelly: the brig " Hollander," Captain Lovett; and the " Nathaniel Cogges- hall," Captain Hamlin. Their cargoes out would be domestic goods in bales, bread, beans, powder, muskets, beef, pork, flour and a gen- eral assortment of Yankee notions. The return cargo would com- prise coffee, dates, palm oil in large quantities, ivory, pepper, spices, nutmegs, cloves, ginger, and the products of the country. After their arrival here they would be shipped to different ports, New York and Boston merchants being purchasers as well as others.
Before leaving this portion of the subject it may be well to state that after the destruction of the first "Ann and Hope," owned by Brown & Ives, they built another ship, to which they gave the same name. She ran successfully between 1809 and 1835 in the East India and European trade.
A half century ago shipbuilding was carried on very extensively here. A fine ship called the "American." of 600 tons, was built by Mr. Horsewell, on Peck's wharf. now called Hopkin's pier, for S. & A. B. Arnold. This ship was sailed by Captain John T. Childs, of Warren, R. I. The ship "Eliza and Abbey," 200 tons, and the " Rhode Island," 400 tons, were built on Eddy's point, near Point street, by Edward Barstow & Son. Captain Cyrus B. Manchester commanded both of these ships. A large number were built on
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India street also by Frank Allen, where White's coal yard now is. The "Haidee," which was a fast sailer, was built there. She was commanded by Captain Tillinghast, who died in Canton, China, whence the ship was brought home by Captain Treadwell. Three schooners were built for the pine wood trade, also the "A. H. Man- chester," Captain J. R. Potter, the "Wonder," Captain F. French, the "D. W. Vaughn," Captain Edwards, and the "T. J. Hill." Captain Thomas Rich. The ship yard was afterward carried on by Salisbury & McLeod. The latter built in 1850 the ship " Island Queen," 400 tons, and the " John Farnum." 200 tons, at the corner of Point and Eddy streets, the former being commanded by Captain Ruggles, and the latter by Captain Julius Baker. The steamboat " John W. Rich- mond " was built at Eddy's point, by Colonel J. S. Eddy. She was 200 feet long, 24 feet beam and 12 feet deep. She ran from India point to New York, making the distance in from 10 to 12 hours. Colonel Eddy also built the steamer " Kingston," which was sold to New York parties. He also built the brigs " Smithfield " and " Orray Taft" and the bark " Roger Williams," at the foot of Elm street. Mr. Horsewell built the " Republic," 900 tons, commanded by Cap- tain Daniel Jackson. Isaac Ellis built the bark " Isaac Ellis." 250 tons, the brig " Lackawanna." 200 tons, and the brig "Himalaya," 190 tons, on the Pawtucket river, where Smith's coal yard now is.
Of course the extensive commerce carried on at this port in the first part of the century and the varied enterprises in manufac- tures called for the use of a great deal of capital. Banks were early instituted here, as has been noted before. Among the wealthiest bank directors were the following-named gentlemen: Nicholas Brown, Thomas P. Ives, Thomas L. Halsey, Benjamin Hoppin, Samuel G. Arnold, Benjamin Aborn, William Valentine, S. Nightin- gale, Daniel Arnold, Zachariah Allen, William Jenkins, Samuel Wetmore, Earl D. Pierce, Dexter Thurber, Nehemiah R. Knight, Seth Adams, Matthew Watson, Joseph Manton, Benjamin Clifford, Elisha Dyer, Amasa Mason, Alexander Jones, Charles Dyer, Stephen Waterman, Isaac Brown, Richmond Bullock, Hezekiah Anthony, Truman Beckwith, S. N. Richmond, Randolph Chandler, Carlos Mauran, George S. Rathbone, Josiah Chapin, Henry Soule, Seth Adams, Sr., Benjamin D. Weeden, Thomas Howard, Peter Grinnell, John Larcher, Joseph Howard, Benjamin C. Harris, Amasa Manton, William Blodgett.
As has been noted before, there was in the early part of this een- tury a regular line of packets running between Providence and New York and other ports on the Atlantic coast. This coastwise trade, indeed, flourished for nearly the entire first half of this century. The regular line of vessels which plied between this port and New York were all sloops under 100 tons burthen, being of that size for the pur- pose of getting rid of the dockage and pilotage to New York which
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was charged for heavier vessels. In 1825 the following named ves- sels composed the line: The " Ann Maria." Captain E. C. Gardner: the "Empress," Captain Seth Thayer; the " Mary," Captain Gideon Hull: the " New York." Captain Gardner Willard; the "Venus," Captain J. Bliss; the "Providence," Captain George L. Brown; the " Amity." Captain Jeremiah Munroe; the " Almada." Captain Thomas Hull; the " James Lamphear," Captain John R. Kenney; the "Fame," Captain Folger; the "D. B. Jones," Captain West; the " Herald," Captain Whipple Brown; the "Superior," Captain S. H. Bennett; the " Splen- did," Captain John Willard; the "Ann," Captain George Childs (who was lost in the Lexington); the "Huntress," Captain Read, Jr .: the "Gold," Captain Samuel Curry; the " Alonzo." Captain Justin. The Providence agents were S. B. Mumford, Stafford & Lothrop. The New York agents were Talcott & Lyman. Afterward Mason & Bailey were the Providence agents, and more recently William H. Bowen. The captains owned portions of the sloops, and the rest belonged mostly to Providence merchants in small interests. These sloops loaded altogether with domestic goods and articles manufactured here, cotton goods and satinets, and Smithfield lime, which they took to New York. Sometimes a great deal of foreign importations, such as teas, etc., would be reshipped from here to New York for a market. All these captains were responsible men, and afterward were placed in charge of steamboats. The return cargoes would consist of flour. cotton, iron, chemicals for manufacturing purposes and a great deal of madder.
The regular line to Philadelphia consisted of small schooners of about the same size. This line comprised the " Messenger," Captain Abner Hall; the "Herald," Captain Edward Hall; the "Domestic," Captain Eldridge; the " James Barber," Captain Baxter; the " Rich- ard Rush," Captain Kelly: the "Dove," Captain Ahirah Hall; and later the schooner "Worcester," Captain E. H. Rhodes. Later the business increased so that larger vessels, of 115 to 120 tons burthen, were built, among which may be named the " Abner Hall," Captain S. O. Nickerson; the " Henry Clay." Captain Crowell. The " Abner Hall " was lost at sea with all on board. Orray Taft & Co. were the agents; afterward Captain Abner Hall assumed the agency, and later Captain Ahirah Hall. The business continued to increase to such an extent that still later the large schooners "George Fales." Captain Hardon Nickerson, and the " James Martin." Captain Joshua Hardon, were built; and also the " Harvey Payton," Captain Asa Nickerson; the " Holder Burden," Captain C. C. Baker, and the " Delaware." Cap- tain Crowell. These vessels were owned by merchants here and their captains. They would take out full cargoes of domestic goods and return with starch, iron, flour, corn and general merchandise.
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The Boston line comprised schooners of about 75 or 80 tons capacity. Among these are noticed the "Sally Hope," Captain
18
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IHISTORY OF PROVIDENCE COUNTY.
Small; the "Darius," Captain Baker; the "Lydia," Captain Nicker- son; the "Crown," Captain Lincoln Baker; the " Maria," Captain Cro- well. The agents were Manton & Hallett. These vessels would bring from Boston molasses, salt, iron and chemicals.
The Union Line to Baltimore was established soon after 1825. Peleg Rhodes & Sons were the agents, and afterward David Barton & Co. Among these vessels may be named the "Ida," Captain Jo- seph Smith; the "Edward." Captain Robert Smith; the "Union," Captain Bangs; the " President." Captain Wood; the "Queen," Cap- tain Crowell; the brig "Mt. Hope." Captain Ed. Sheldon; the "Mary," Captain Joshua Howland. They carried out domestic goods and products, and returned mostly with corn and flour. These ves- sels were generally under 100 tons capacity. The "Mary" was lost off Montauk point, but all the crew were saved except Captain Bangs, who did not happen to have on an oil suit. This line ran until Seth Adams and Israel H. Day formed another, which was called Adams' Line, between 1835 and 1840. This line consisted of larger schoon- ers, of 180 or 200 tons burthen. They included the "White Foam," Captain Arnold Milliken; the " Israel H. Day." Captain Davis Chace, which was lost on Whale Rock with all the crew and every living thing on board except a dog, which swam ashore; the " Sarah N. Sherman," Captain Samuel N. Sherman; the " Wild Pigeon," Captain Martin Milliken; the "Sea Gull," Captain Joshua Howland; the "Joseph Turner," Captain Gardner C. Gibbs ( who afterward built the schooner "Ocean Bird "); the " Anna Jenkins," Captain James R. Potter; the " Eliza Gibbs," Captain Benjamin Gibbs. Israel H. Day took the agency of this line after Mr. Adams had resigned it. These vessels ran until the railroads and steamboats took the most of their business away, between 1850 and 1860. They were then sold off. The " Wild Pigeon " went to San Francisco.
There was also the Despatch Line of packets from here to Balti- more. This was started abont 1830, and comprised vessels of less than 100 tons. There was considerable competition between these two lines. In the Despatch Line may be mentioned the schooner " Savannah." Captain David Oliphant; the " General Marion." Captain Leander S. Franklin; the brig "Victory." Captain Israel L. Joslin; the schooner " Eliza," Captain John Richmond; the schooner " Clar- issa," Captain Benjamin Hill. The agents were Willard Joslin and Jesse B. Sweet, whose office was at No. 3 West Water street (now Dyer strect ).
There was also a line started about 1825 between here and Albany. Israel H. Day and Spellman & Metcalf were the agents. The line was composed of sloops, among which was the "Avon," Captain John Gibbs; the "General Battey," Captain Gardner; the "John," Captain E. S. Burrough; the " Fly," Captain Spellman; the " Hero," Captain E. S. Burrough; the "Lafayette." Captain J. E.
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Spellman; the "Oregon," Captain Samuel B. Joslin. These vessels carried out very little, but brought back rye, corn, barley, oats, flour, shorts, and in the fall of the year, apples. They were owned by the agents and the captains. These sloops, as well as a large number that belonged on the Connecticut river, would go to Albany, come here and lie at the Weybosset bridge, where they would peddle out their grain to any one who wanted to buy. It would be sold by the bushel on board the craft. This line ran until the railroad companies conveyed the grain here-about 40 years ago.
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