Catalogue Entry

The 428 ton packet ship "Boston" was built at Medford in 1828, by Thacher Magoun for the Boston & Liverpool Line, whose individual shareholders have not been found. The Boston agent was George G. Jones; the Liverpool agent was Latham & Gair. Sailings were scheduled thus: from Boston the 1st of each month; from Liverpool the 20th of each month. 

This packet line was originally organized to provide direct sailings between Boston and Liverpool. This plan was hampered by lack of high-value cargos for the eastward passage, an advantage held by New York packets which shipped high value farm produce received from the Midwest via the Erie Canal. An attempt was made by Boston merchants to have the government fund the building of a railroad (horse-drawn) to deliver similar goods from Albany to Boston. The effort failed, leaving Boston packets with insufficient high-value cargos to ship directly to Liverpool, forcing them to sail first to Charleston for a cargo of cotton which was then shipped to Liverpool. This detour eliminated passengers for the east-bound voyage, again hurting the line’s profitability.

Henry C. Mackay was “Boston’s” master, and may have been a share-holder. Given the size of the business (6 ships), he could hardly be ship master and a major owner, managing company business at sea. In 1830 he sailed from Boston to Charleston, where he took on a cargo of cotton for Liverpool. A few days out from Charleston, the ship was struck by lightning and burned on May 26, 1830. In 1830, the Boston & Liverpool Line ceased operating.

– Erik Ronnberg

References:

Carl C. Cutler, Queens of the Western Ocean (Annapolis, MD: U.S. Naval Institute, 1961), pp. 196, 197, 371.

Hall Gleason, Old Ships and Ship-Building Days of Medford. (West Medford, MA: J.C. Miller, Jr., 1936).

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.

Packet shipping was conducted by vessels of many types in many regions over the last four centuries, but the packets depicted by Lane were the products of nineteenth-century mercantilism and the Industrial Revolution. The packets sailing out of Boston and New York for European ports were large vessels, invariably ship-rigged, and if not as sharp-ended as clipper ships, had sufficiently fine hull forms to make fast, if not record, passages.

A packet ship's highest priority was delivery of mail on a regular schedule. Passengers and high-value trade goods occupied the considerable remaining hold space. This was particularly true of west-bound passages, which brought fine European wares and throngs of immigrants to America. East-bound passages brought professionals, students, travelers, and high-value raw and semi-finished materials to European ports, mainly Britain and France, and to a lesser extent, the Netherlands and Germany.

East-bound cargos were dominated by southern products - baled cotton, rice, tobacco, and naval stores. These were delivered to New York and other northern ports by coastal packets (mainly brigs and small ships) for transatlantic shipment. Northern products included flaxseed, iron ore, fruit, wool, hides, and flour. Delivery times were on average well within 30 days, giving credence to the packet lines' promise of scheduled delivery.

West-bound passages, which meant sailing against the wind, took longer—34 to 40 days on average, depending on the port of departure. Cargos and passengers were a far more varied lot with little of the consistency of east-bound counterparts.

Lane's paintings depict Boston and New York packet ships in the peak years of their employment. The Civil War, coupled with the development of reliable steam engines for marine propulsion, posed challenges the sailing ship could not overcome. Coastal packet lines went quickly, the transatlantic lines lasting into the 1870s.

– Erik Ronnberg

Reference:

Robert G. Albion, Square-Riggers on Schedule (Princeton, NJ: Princeton University Press, 1938).

Elias Davis Knight was the first officer of the Packet Ship "Boston" at the time of the disaster. He made the sketch on which Lane's painting was based, and gave the painting to Joseph L. Stevens, Jr. after Lane's death. (1)

(1) Sarah Dunlap and Stephanie Buck, Fitz Henry Lane: Family and Friends (Gloucester, MA: Church & Mason Publishing; in association with the Cape Ann Historical Museum, 2007), 80; 132.

Captain Harvey Coffin Mackay (1787–1869) and Sally (Sarah) Somes were married in 1816 and built their home at 19 Pleasant Street in 1842. Notably, Mackay was the captain of the packet ship "Boston." For several years before he built his house on Duncan's Point, Lane rented a house on their property (on Elm Street) as his studio and as a home for himself, his mother, and the Winter family. 

According to the inscription on Somes Sound, Looking Southerly, 1850 (inv. 178) "Lane made this sketch sitting in the stern of the boat General Gates as we slowly sailed up the sound at Mt. Desert on a lovely afternoon of our first excursion there. He painted a small picture from this his first sketch of that evening. It was sold by Balch to Mrs. Josiah Quincy, Jr. and to Mackay." (1)

(1) Sarah Dunlap and Stephanie Buck, Fitz Henry Lane: Family and Friends (Gloucester, MA: Church & Mason Publishing; in association with the Cape Ann Historical Museum, 2007).