Catalogue Entry

During the years after the war of 1812 and before the Civil War, the port of Boston was a center of American deep-water shipping. Trading with China, India, and the West Indies, which had fueled maritime growth in the early years of the century gave way to re-exporting these goods and foreign trade based on the shoe and textile trades. Although second to New York in terms of shipping tonnage, many of New York's shipbuilders and merchants were Boston based. In addition, ship building continued in Boston. Also, the coastal trade (the domestic trade up and down the coast) was still the most efficient way to transport goods and passengers, and accounts for much of the tonnage and shipping traffic.

Although dwarfed by New York, Boston was an active port in the 1840s and 1850s. Its registered tonnage rose from 149,186 in 1840 to 270,510 in 1850. The harbor was a crowded place. For example, on September 18, 1850, 32 ships, 49 barks, 47 brigs, and 52 schooners were reported at Boston.(1)

In 1849, foreign entries at Boston included 215 ships, 305 barks, 908 brigs, and 52 schooners. Coastwise arrivals included 193 ships, 488 barks, 1087 brigs, 4287 schooners, 89 sloops, and 65 schooners.(2)

(1) W.H. Bunting, p.8.

(2) Ibid.

For more information:

Samuel Eliot Morrison, The Maritime History of Massachusetts, 1783-1860

W.H. Bunting, Portrait of a Port, Boston 1852-1914 Cambridge: The Belknap Press of Harvard University, 1971.

The first ship named "Jamestown" was a sloop of war launched in 1844 at the Gosport Navy Yard, Virginia, the first American warship to be given that name. Classed as a “ship sloop”, a.k.a. “sloop of war” the “Jamestown” was built at Norfolk Navy Yard in 1843-44 to a design by Naval Constructor Foster Rhodes. Her 1844 battery consisted of four 8-inch shell guns and eighteen 32-pound muzzle-loading cannon. Her registry (not overall) dimensions were: length 157’ 6” between perpendiculars (rudder post to stem rabbet at main deck), beam 35’ , and depth in hold of 16’ 2” for a register (not actual) tonnage of 985 tons.

Leaving Hampton Roads on June 25, 1845, she was the flagship of Commodore Charles W. Skinner, then in command of U.S. naval vessels operating off the western coast of Africa to suppress the slave trade. The sloop returned to the U.S. and ported in Boston on August 6, 1846.

While the "Jamestown" was moored in Boston, the Cunard Line steamer "Hibernia" arrived with news of the the second consecutive year that blight had ruined the potato crop in Ireland and the resulting Irish famine, and Bostonians responded immmediately. Mayor Josiah Quincy hosted a meeting attended by about four thousand people at Fanueil Hall on February 18, 1847. A New England Relief committee was formed, which included Robert Bennet and John Murray Forbes. R. B. Forbes began to lobby for the "Jamestown" which was lying idle in Charlestown Navy Yard. On March 3, by U.S. Congressional resolution, R. B. Forbes was authorized to take command of the "Jamestown," while Captain George Coleman McKay was authorized to command USS "Macedonian," then at New York Navy Yard.

$151,000 and tons of food were donated and loaded onto the vessel by the Boston Labourers Society (mostly Irish), free of charge. R.B. Forbes supervised this and the refitting of the ship, including removal of all but two of its cannon."When the "Jamestown" left Boston at 8:30 a.m. on March 28, 1847, she carried 800 tons of provisions worth $40,038. The cargo comprised various grains, such as oats, rye, flour, indian corn, and beans but also 400 barrels of port, 100 tierces of ham and some mutton, as well as some dried local apples. There were also 28 barrels of clothing and 800 empty sacks to be used for distributing the barreled train in smaller units." 

R. B. Forbes completed the Atlantic crossing in a record 17 days. Forbes wrote a book about it, and had Lane draw a lithograph as frontispiece. The “Jamestown” proved to be an excellent sailer, but slightly top-heavy unless carefully ballasted and trimmed. Her passage from Boston to Ireland was very fast, due to hard driving.

After the Civil War, the “Jamestown” was placed in ordinary, forgotten by the public, and never returned to active service. Her last years were spent as a marine hospital in New York Harbor, still afloat in 1932.

This is taken from "Jamestown" account, summarized and prepared for Forbes House Museum by John Colhoun, Erik Ronnberg's research, and Catherine Shannon's account (via Forbes House).

References:

Howard I. Chapelle, “History of the American Sailing Navy” (NY: W. W. Norton & Co., Inc., 1949), pp. 440, 443 (hull Plan), 494 (spar dimensions), 544 (index notes).

Lieut. George F. Emmons, U.S.N., “The Navy of the United States, from the Commencement, 1775 to 1853” (Washington: Gideon & Co., 1853), pp. 100, 101.

One of the earliest steam tow boats built in the United States for coastwise towing, the "R. B. Forbes" was built in Boston by Otis Tufts for the Boston Board of Marine Underwriters, at the behest of Robert Bennet Forbes, for whom the vessel was named. The first iron-hull vessel built in Boston, she measured 320 tons. Her two Ericson screw propellers were driven by a pair of condensing engines, each with a bore of 36 inches and a 32-inch stroke. (1)

A pioneer in coastwise towing, the "R. B. Forbes" was mainly used to tow newly-built sailing ships from New England shipyards to New York, where their owners would complete the fitting-out process and send them to sea. Unable to use her profitably to this end, the owners sold her, as did her subsequent owners. She was sold to the U.S. Navy in 1861, soon after the outbreak of the Civil War. She was lost when she went aground on the coast of North Carolina, near the Hatteras Inlet on February 25, 1862, a total loss. (2)

 – Erik Ronnberg

 References:

1. R[obert] B[ennet] Forbes, Personal Reminiscences (3^rd. ed. Revised, Boston, 1892), appended list of vessels.

 2. Francis B.C. Bradlee, “Some Account of Steam Navigation in New England,” The Essex Institute Historical Collections LVI (1920): 187.  

Government-owned vessels were mainly concerned with defense of the nation (i.e. the U.S. Navy), the regulation of foreign commerce via enforcement of tariffs and seizure of contraband (i.e. the U.S. Revenue Service), and aids to navigation (i.e. the U.S. Lighthouse Service; coastal life-saving was in the hands of civic organizations).

Naval vessels were classified according to a multitude of duties, which in turn determined hull form and size, propulsion (sail, engine-powered, oars), and numbers and duties of crews.

Revenue service vessels varied from small harbor craft, swift-sailing schooners for coastal and harbor patrols, and large square-rigged (and later engine-powered) ships for off-shore duty. These vessels worked closely with customs houses in seaports with significant foreign commerce.

The term "ship," as used by nineteenth-century merchants and seamen, referred to a large three-masted sailing vessel which was square-rigged on all three masts. (1) In that same period, sailing warships of the largest classes were also called ships, or more formally, ships of the line, their size qualifying them to engage the enemy in a line of battle. (2) In the second half of the nineteenth century, as sailing vessels were replaced by engine-powered vessels, the term ship was applied to any large vessel, regardless of propulsion or use. (3)

Ships were often further defined by their specialized uses or modifications, clipper ships and packet ships being the most noted examples. Built for speed, clipper ships were employed in carrying high-value or perishable goods over long distances. (4) Lane painted formal portraits of clipper ships for their owners, as well as generic examples for his port paintings. (5)

Packet ships were designed for carrying capacity which required some sacrifice in speed while still being able to make scheduled passages within a reasonable time frame between regular destinations. In the packet trade with European ports, mail, passengers, and bulk cargos such as cotton, textiles, and farm produce made the eastward passages. Mail, passengers (usually in much larger numbers), and finished wares were the usual cargos for return trips. (6) Lane depicted these vessels in portraits for their owners, and in his port scenes of Boston and New York Harbors.

Ships in specific trades were often identified by their cargos: salt ships which brought salt to Gloucester for curing dried fish; tea clippers in the China Trade; coffee ships in the West Indies and South American trades, and  cotton ships bringing cotton to mills in New England or to European ports.  Some trades were identified by the special destination of a ship’s regular voyages; hence Gloucester vessels in the trade with Surinam were identified as Surinam ships (or barks, or brigs, depending on their rigs). In Lane’s Gloucester Harbor scenes, there are likely (though not identifiable) examples of Surinam ships, but only the ship "California" in his depiction of the Burnham marine railway in Gloucester (see Three Master on the Gloucester Railways, 1857 (inv. 29)) is so identified. (7)

– Erik Ronnberg

References:

1. R[ichard)] H[enry] Dana, Jr., The Seaman’s Friend, 13th ed. (Boston: Thomas Groom & Co., 1873), p. 121 and Plate IV with captions.

2. A Naval Encyclopaedia (Philadelphia: L. R. Hamersly & Co., 1884), 739, 741.

3.  M.H. Parry, et al., Aak to Zumbra: A Dictionary of the World’s Watercraft (Newport News, VA: The Mariners’ Museum, 2000), 536.

4. Howard I. Chapelle, The History of American Sailing Ships (New York: W.W. Norton & Co., 1935), 281–87.

5. Ibid.

6. Howard I. Chapelle, The National Watercraft Collection (Washington, DC: Smithsonian Institution, 1960), 26–30.

7. Alfred Mansfield Brooks, Gloucester Recollected: A Familiar History (Gloucester, MA: Peter Smith, 1974), 67–69.

"Engine-powered vessel" is a collective term used by nautical historians to include all vessel types using engine power of any type for propulsion, whether assisted by sails, oars, or other motive power. In Lane's time, steam reciprocating engines fueled by wood or coal were the only practical source of this power for ships using paddle-wheels or screw propellers to convert heat energy into motion.

For most of the nineteenth century, steamships had sails for auxiliary power; indeed the earliest examples relied principally on sails, using engine power in calm weather to shorten the voyage time or keep to a schedule. As engines became more efficient, powerful, and reliable, sail plans were reduced, to be used only to steady a vessel's motion in a seaway (for the sake of seasick passengers), or to maintain headway if the engine broke down. Only harbor craft, ferry boats, and coastwise passenger steamers relied solely on engine power.

Among Lane's depictions of steamships, the auxiliary steam packet Auxiliary Steam Packet Ship Massachusetts, n.d. (inv. 442) is a good example of primary reliance on sails, while the steam demi-bark The "Britannia" Entering Boston Harbor, 1848 (inv. 49) and the Cunard Liner "Britannia", 1842 (inv. 259) have relegated sails to secondary (or simply emergency) motive power.

– Erik Ronnberg

The ensign of the United States refers to the flag of the United States when used as a maritime flag to indentify nationality. As required on entering port, a vessel would fly her own ensign at the stern, but a conventional  token of respect to the host country would be to fly the flag of the host country (the United States in Boston Harbor, for example) at the foremast. See The "Britannia" Entering Boston Harbor, 1848 (inv. 49) for an example of a ship doing this. The American ensign often had the stars in the canton arranged in a circle with one large star in the center; an alternative on merchant ensigns was star-shaped constellation. In times of distress a ship would fly the ensign upside down, as can be seen in Wreck of the Roma, 1846 (inv. 250).

 The use of flags on vessels is different from the use of flags on land. The importance and history of the flagpole in Fresh Water Cove in Gloucester is still being studied.

The modern meaning of the flag was forged in December 1860, when Major Robert Anderson moved the U.S. garrison from Fort Moultrie to Fort Sumter in Charleston Harbor. Adam Goodheart argues this was the opening move of the American Civil War, and the flag was used throughout northern states to symbolize American nationalism and rejection of secessionism.

Before that day, the flag had served mostly as a military ensign or a convenient marking of American territory, flown from forts, embassies, and ships, and displayed on special occasions like American Independence day. But in the weeks after Major Anderson's surprising stand, it became something different. Suddenly the Stars and Stripes flew—as it does today, and especially as it did after the September 11 attacks in 2001—from houses, from storefronts, from churches; above the village greens and college quads. For the first time American flags were mass-produced rather than individually stitched and even so, manufacturers could not keep up with demand. As the long winter of 1861 turned into spring, that old flag meant something new. The abstraction of the Union cause was transfigured into a physical thing: strips of cloth that millions of people would fight for, and many thousands die for.

– Adam Goodheart, Prologue of 1861: The Civil War Awakening (2011).

The use of signal flags, for ship-to-ship communication, generally preceded land-based chains of maritime semaphore stations, the latter using flags or rotating arms, until the advent of the electric or magnetic telegraph.

Until the end of the Napoleonic wars, merchant ships generally sailed in convoy as ordered by the escorting warship(s) using a few simple flags. Peace brought independent voyaging, the end of the convoy system, and the realization by various authorities that merchant vessels now needed their own separate means of signaling to each other. This resulted in a handful of rival codes, each with its individual flags and syntax. In general, they each had a section enabling ship identification and also a "vocabulary" section for transmitting selected messages. It was not until 1857 that a common Commercial Code became available for international use, only gradually replacing the earlier ones. All existed side by side for a decade or two.

Signal systems for American ships were originally intended to identify a vessel by name and owner; only later were more advanced systems developed to convey messages. Most basic were private signals, or "house flags", each of a different design or pattern, identifying the vessel's owner; identification charts were local and poorly distributed, limiting their usefulness. A secondary signal, a flag or large pennant bearing the vessel's name, was sometimes flown by larger ships, but pictorial records of them are uncommon. These private signal flags usually flew from the foremasthead or main masthead if a three master ship. Pilot boats had their own identifying flags, blue and white as seen in Spitfire Entering Boston Harbor, n.d. (inv. 536). Small vessels, such as schooners, often had a "tell-tale" pennant, an often-unmarked and often red flag, that was used to determine wind direction.

A numerical code flag system, identifying vessels by the code numbers, was introduced by Captain Frederick Marryat R.N. in 1817 for English vessels. American vessels soon adopted this system. Elford's "marine telegraphic system" was the first American equivalent to the Marryat code flags, first issued in 1823, and with changes, remaining in use until the late 1850s. Most of the signal flags on vessels depicted by Lane use Elford's; Brig "Antelope" in Boston Harbor, 1863 (inv. 43) is a noteworthy example of his depiction of Marryat's. The Elford's Code was popular in America on account of its simplicity and only required six blue and white flags. Eventually these changed to red and white, although it is unclear exactly when this happened. Instructions and a key ot the Elford's Code's use are included in successive editions of the Boston Harbor Signal Book.

Whereas the other codes employ at least ten flags of diverse shapes and colours, there are only six Elford flags in total, representing the numbers one to six. All are uniformly rectangular and monochrome in colour (either blue and white or red and white—or even black and white as in an early photograph). Selected from these six flags each individual vessel is allotted a combination of four flags to be prominently displayed as a vertical hoist. Reading from above down these convey its "designated number." Armed with this number and the type of vessel (e.g. ship, bark, brig, schooner /or steamer) the subject can be uniquely identified by reference to a copy of the Boston Harbor Signal Book for the appropriate year.

– A. Sam Davidson 

Robert Bennet Forbes (1804–89) of Boston was a key figure in his family's business in the China trade. While his brothers and cousins took positions as land-based merchants stationed either in Boston or Canton, Robert Bennet Forbes chose life at sea. He went on many trips to China, starting in 1817 as a cabin boy—thirteen years old—and eventually as a ship captain.

Forbes became a partner in the firm in 1832, known by then as Russell & Co., Canton, and went for a two-year trip to China in 1838–40 as a merchant. He was a proponent of steam power, which helped ships on the long voyage to China and Japan, and gave them the speed to evade the pirates who were ever present in the opium trade. His firm built about 70 ships, of which he was owner or part owner of several.

Robert Bennet Forbes also helped to introduce yachting as a sport, and participated in some of the first yacht races. His book Personal Reminiscences, published in 1892, lists many of these exploits, as well as all of the vessels he owned and built.

Forbes was known for his adventurous spirit. In 1846, when news of the Irish famine reached Boston, he convinced the U.S.Navy to lend him the "USS Jamestown" to take food to famine sufferers in 1847. He was the first civilian given the honor of commanding a naval vessel, and he crossed the Atlantic in a record seventeen days. Forbes wrote a book about his trans-Atlantic voyage for which he commissioned Lane to make the frontispiece illustration.

The "Jamestown" commission was one of several works Lane made for Forbes. Forbes was not only adventurous but innovative, and he commissioned Lane to make works after two of his newly designed steam vessels: the "Massachusetts," a packet ship that used steam power to supplement wind power, and the "Antelope," that relied primarily on steam power.

The Forbes family lived in Milton, Massachusetts, and also had a home in Beverly, Massachusetts. In 1856 Forbes bought land in West Manchester and built a summer home there which he christened "Masconomo" after the sagamore, chief of the Agawam.

In 1834 Captain Forbes married Rose Greene Smith. She died September 18, 1885, having borne her husband three children: Robert Bennet Forbes (1837–June 30, 1891); Edith Forbes, who married Charles Eliot Perkins; and James Murray Forbes (b. July 17, 1845). He died on November 23, 1889 in Milton.

Lane & Scott's Lithography was a Boston-based firm formed by Fitz Henry Lane and John W. A. Scott. The partnership spanned 1844–48, after both artists had apprenticed for prominent Boston lithographer, William Pendleton. The firm was located at 16 Tremont Temple, Boston and created sheet music covers, book illustrations, advertisements, prints, and town views. Lane left the firm around 1847 or 1848 and Scott printed some works under his own name.

This information has been summarized from Boston Lithography 1825–1880 by Sally Pierce and Catharina Slautterback.