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DECEMBER 25, 1858 **PRE CIVIL WAR ERA** {{SCARCE}} ~BARK “FIREFLY”~ (BARK: A SAILING SHIP WITH 3 OR MORE MASTS) … $6.00 PAYMENT RECEIPT (TO: STEAM TOW BOAT: WIDE AWAKE) OFFICE, 13 CENTRAL WHARF, “FOR TOWING”, BOSTON, MASSACHUSETTS … WITH “STEAMBOAT” VIGNETTE! (Dimensions: 7 1/2″ x 3 1/4″)………………………………………………………………………………………………………………………………………………….We purchased a massive hoard from the old estate of “Edward Dearborn Kimball” and his family. This included his shipping business and personal life. {{Hundreds of items}} Checks, letterheads, billheads, ships crew documents, etc. These items will be filtered in with our many other special pieces we have for sale. Many one-of-a-kind documents! This “163” year old document is a part of our early American history! ______________________________________________________________________________Here is a little history about this Edward Dearborn Kimball and his family: Edward D. Kimball was a merchant and a ship owner whose vessels could be found all over the world, from the west coast of Africa to the East Indies. David Pingree (1795-1863), merchant, ship owner, president of the Naumkeag Bank, and Mayor of Salem in 1851, was the first president of the Naumkeag Steam Cotton Company. He was succeeded by Edward D. Kimball (1811-1867), also a Salem merchant and ship owner. Both of these men were also active in the African trade, their ships going to West Africa or Zanzibar. It seems to be somewhat more than coincidental that one of the products most in demand in Africa was American cotton cloth, which was traded for hides, ivory, and particularly gum copal, a resin used in varnish. This connection allowed another new industry to flourish in Salem, Jonathan Whipples gum copal processing works at the foot of Turner Street. The Africans prized the fine quality cotton sheeting. They called it Mericani (American cloth). The ship ” Rome, Nathaniel Brown, master, arrived from Batavia in December, 1842, consigned to B. W. Stone. The last arrivals in our harbor from Batavia, were the bark “Buckeye, in August, 1853, and the bark “Witch, in November, 1855, both consigned to Edward D. Kimball. After 1848, the trade was largely in the hands of Robert Brookbouse, Edward D. Kimball, and Charles Hoffman. The last arrival at Salem from the West Coast of Africa was the brig Ann Elizabeth, from Sierra Leone, which was entered by Charles Hoffman, in July, 1873. Salem merchants are still engaged in this trade [in 1879], but their vessels do not enter the harbor of Salem.”In 1856, Edward D. Kimball of Salem, a prominent merchant and ship owner, built on the side of ‘Dale’s Hill’ a fine residence.” …”In 1917, Dr. and Mrs. John Holyoke Nichols bought ‘Locust Lawn’ but they never occupied it, and the mansion was torn down c. 1944. Edward Kimball often conducted business with David Pingree. David Pingree was born in Georgetown, Mass., in 1795, and then relocated to Bridgton, Maine. Pingree attended school in New Hampshire, and upon graduation, he joined his uncle, Thomas Perkins, in Salem. Perkins was involved with the successful shipping firm of Peabody & Perkins. When Perkins died in 1830, he left the bulk of his business and estate to David Pingree. Pingree was up to the task of running the enterprise, and continued sending vessels to the far corners of the world and reaping great profits. He was one of the first to import gum copal, a West African product that was used in the manufacture of varnish for marine use. Pingree was aware that Salem’s maritime industry was on the decline and made a decision to diversify his business interests. He invested heavily in the Naumkeag Steam Cotton Co. planned for the Salem waterfront, and served as the company’s president until his death in 1863. Despite a politically unpopular attempt in 1826 to manufacture cotton cloth in Salem, progressive thinking encouraged entrepreneurs to follow the example of Lowell and incorporate the Naumkeag Steam Cotton Company in 1839. Built on Stage Point opposite Derby Wharf, the mills remained in operation at that loca- tion until 1953. Production started in 1847 and lasted for 106 years. Following the trend of many northern businesses, the company moved south for economic reasons. The Naumkeag Steam Cotton Company, owner of the Pequot brand name, acquired the assets and liabilities of Indian Head Mills Inc., in February 1955. It assumed the corporate name Indian Head Mills, Inc., and began operat- ing at its facilities in Alabama and South Carolina. Located just a few feet above sea level, the Naumkeag plant was initially powered by a 400-horsepower steam engine. This was both feasible and convenient, thanks to Salems access to the coasting trade that could cheaply deliver large quantities of coal originating in Virginia, Maryland, Pennsylvania, and Canada. In time Salem became a significant port of delivery for coal. The Essex Railroad provided access to the industries of Lawrence in 1848, and service to Lowell followed in 1850, when the Salem and Lowell route operated from the coal terminal at Phillips Wharf, presently occupied by the Salem Harbor Generating Station. Clive Jarvis, author of The Story of Pequot, a short corporate history and explanation of its manufacturing processes, credits Captain Nathaniel Griffin (1796-1876) of Salem as the prime mover in the establishment of the Naumkeag Steam Cotton Company. Almost single handed, Nathaniel Griffin, a retired ship master, raised the sum of half a million dollars (stupendous in those days!) and the mill rose on its site along the water front at Stage Point on the South River directly opposite the historic Derby Wharf. The cotton manufactory was a thriving industry in England and in nearby New England cities, a worldwide market, and a huge American source of raw material. Construction of the mills began in June 1845.Carding and weaving were operational in 1847, with 29,696 spindles and 642 looms employing six hundred people and producing five million yards of cotton cloth a year.The project engineer for the mill (and later, Senator) was Colonel Charles Tillinghast James (1805-1862) of Rhode Island, who had extensive experience in constructing steam-powered mills. At the completion of the Naumkeag mill, Colonel James stated that the complete building cost was $621,199. David Pingree (1795-1863), merchant, ship owner, president of the Naumkeag Bank, and Mayor of Salem in 1851, was the first president of the Naumkeag Steam Cotton Company. He was succeeded by Edward D. Kimball (1811-1867), also a Salem merchant and ship owner. Both of these men were also active in the African trade, their ships going to West Africa or Zanzibar. It seems to be somewhat more than coincidental that one of the products most in demand in Africa was American cotton cloth, which was traded for hides, ivory, and particularly gum copal, a resin used in varnish. This connection allowed another new industry to flourish in Salem, Jonathan Whipples gum copal processing works at the foot of Turner Street. The Africans prized the fine quality cotton sheeting. They called it Mericani (American cloth). A specific example is taken from the outward manifest of the brig Ganges of Salem for October 5, 1839. Among a mixed cargo is found an entry for four cases (4,505 12 yards) of bleached shirting valued at $527.11.The primary (later, exclusive) product of Naumkeag Mills, was cotton sheeting. The company grew steadily. By the turn of the 20th century more than 2,700 looms were in operation weaving Pequot sheets, and in 1909 the Danvers Bleachery became part of the Naumkeag operation. The mills were Salems largest employer and, in turn, provided jobs for immigrants from Ireland, French Canada, and Poland and Eastern Europe.But disaster struck on June 25, 1914. The mill complex, then consisting of twenty buildings, perished in the great Salem fire. The effect of the mills on Salems economy was critical. The mills were heavily insured and reconstruction began right away. By February 1916, the Naumkeag Steam (in name only, the new plant was powered by electricity) Cotton Mills, now consolidated into a more efficient layout, were up and running, larger than ever. The facility, then called Pequot Mills, survived labor disputes prior to World War Two, but post-war changes to the national economy pointed the way toward the relocation of northern textile plants to the south. By 1953 the mills were silent. The structures were adapted for office, warehousing, sales and manufacturing functions. The old mill buildings, now rehabilitated and painted white, still dominate the scene along the South River channel across from Derby Wharf. The area is now called Shetland Park, under the management of Shetland Properties, Inc. Pingree was also involved with the Naumkeag Bank and the Danvers and Salem Aqueduct Co., both of which he helped organize, as well as the Essex Railroad. In 1851, Pingree was elected Salem’s sixth mayor, serving just a single, one-year term. Pingree’s financial undoing proved to be a Maine iron works he purchased in 1845. Needed improvements to the facility, including the construction of a lengthy access road, took up even more capital. But for a variety of reasons the business was a financial disaster, and at the time of his death the once-wealthy “merchant prince of Salem” was deep in debt. Fortunately for his widow and family, Pingree had also invested heavily in land in New Hampshire and the new state of Maine. Pingree bought land in 25 different Maine townships. Much of the New Hampshire land acquired by Pingree was in the White Mountains area, including most of Mt. Washington. He took over from a bankrupt firm that was in the process of building the famous road to the summit of Mt. Washington and completed the project. Upon its completion, Pingree and his partner, Ebenezer Coe, raised the rent they were charging the owners of the hotels at the mountain’s summit. The Pingree heirs owned portions of the Mt. Washington land until 1897 when they sold the last piece to one Robert Osgood. The Pingree holdings in Maine were retained, and some were dedicated to lumbering. Interest in portions of the 2 million-acre tract were eventually sold at the turn of the century to companies that harvested the timber for paper mills and lumber production. Maine broke off from Massachusetts and was granted statehood in 1820. By the 1840s, Pingree saw opportunity in northern Maine. Groups of investors pooled resources and purchased blocks of land to be held in-common-and-undivided. Pingree bought land in 25 different Maine townships. More than a century later, his heirs consolidated their in-common-and-undivided interests into wholly owned blocks. From over 2 million acres of joint ownership, there emerged just under 1 million acres owned outright. The land purchases made by David Pingree had been such a sound investment that when his son, David Jr., died in 1932, he was said to have been “one of the 20 richest men in Massachusetts.” The Pingree family formed Seven Islands Land Company in 1964 to manage this acreage. Young David lived out his life in the McIntire mansion on Essex Street purchased by his father in 1834. Upon his death, he and his heirs willed the homestead, now known as the Gardner-Pingree House, to the Essex Institute, which later merged with the Peabody Museum to become the Peabody Essex Museum. In 1933 descendants of David Pingree gave the house to the Essex Institute, which merged with the Peabody Museum of Salem to form the Peabody Essex Museum. The Gardner-Pingree House is a historic house museum at 128 Essex Street in Salem, Massachusetts. It is a masterpiece of Federal architecture by the noted Salem builder Samuel McIntire, and was designated a National Historic Landmark in 1972 for its architectural significance. The house is a three story brick structure, rectangular in shape, with a three-story ell extending the rear. The brick is laid in Flemish bond, and the trim is white marble. The roof is surrounded by a low balustrade above a modillioned cornice, and is pierced by two interior brick chimneys. There are marble trim bands separating the floors, and the third floor windows are shortened. All windows have black shutters, and are topped by lintels with a keystone. The main entrance is sheltered by an elliptical portico supported by four Corinthian columns. The doorway is framed by sidelight windows and an elliptical fanlight, with pilasters rising to the base of the portico top. The house interior features lavishly-carved woodwork in the public spaces on the first floor, including fireplace mantels, cornices, internal window shutters, and the stairway balustrades.The house was built in 1804 by Samuel McIntire in a Federal style for John and Sarah (West) Gardner. John bought the lot from his father (John Gardner, Sr) whose cousin (John Gardner III) was the grandfather of John Lowell Gardner I. John and Sarah sold the house to her brother, Nathaniel West, to cover shipping losses related to events leading up to the War of 1812. The house was sold, in 1814, to Capt. Joseph White. David Pingree bought the house in 1834. The house was the site of the notorious 1830 murder of Capt. Joseph White,whose death prompted a famous trial prosecuted by Daniel Webster. The trial inspired Edgar Allan Poe and Nathaniel Hawthorne. The house was one of the filming locations for the 1979 Merchant Ivory film adaptation of Henry James’ novel The Europeans. Adams (Brig); Adriatic (Brig); Angeline (Brig); Arcade (Schooner); Camberine (Schooner); Carolina (Ship); Caroline Augusta (Ship); Cavalier (Barque); Cipher (Brig); Cynthia (Barque); Cynthia (Brig); Deborah (Brig); Dollar (Schooner); Economy (Schooner); Edward (Brig); Eliza (Barque); Emily Taylor (Ship); Enterprise (Schooner); Favorite (Brig); Forest (Brig); Fredonia (Schooner); Ganges (Brig); Gem (Schooner); General Jackson (Brig); Governor Endicott (Barque); Halsey (Brig); Hamilton (Brig); Hope (Brig); Jeremiah (Brig); Leander (Brig); Malaga (Brig); Mermaid (Brig); Naumkeag (Schooner); North Star (Schooner); Orb (Barque); Packet (Sloop); Pactolus (Brig); Patriot (Brig); Phoenix (Brig); Reaper (Barque); Rebecca (Brig); Rebecca (Schooner); Rising Sun (Schooner); Rolla (Brig); Romp (Brig); Roque (Brig); Rowena (Schooner); Selina & Jane (Brig); Shawmut (Brig); Tattler (Schooner); Three Brothers (Barque); Thomas Perkins (Ship); Tigris (Brig); Virginia (Brig); William & Henry (Ship); William Schroeder (Barque); Augustine Heard & Company; Dearborn Academy (Seabrook, N.H.); Essex Fire & Marine Insurance Company (Salem, Mass.); Katahdin Iron Works (Firm); Mead & Coe; Mercantile Insurance Company; Naumkeag Bank (Salem, Mass.); Naumkeag Steam Cotton Company; New Hampshire Iron Factory Company; Olyphant & Company; R. C. Pingree & Co.; Russell & Co.; S.K. Howard and Co.; S.R. Bearce & Co.; Winnepiseogee Lake Cotton and Woollen Manufacturing Co.; Ann Maria (Ship); Aurelia (Ship); Baltimore (Brig); Betsey and Eliza (Schooner); Brenda (ship); Curlew (Brig); Edwin (Brig); First Attempt (Schooner); Intrepid (Sloop); Izette (Ship); Live Oak (Schooner); Northumberland (Brig); Pamelia (Brig); Phoenix (Brig); Richmond Packet (Schooner); Russell (Brig); Sally Barker (Brig); Sophia Walker (Ship); Tim Pickering (Brig); William (Sloop); Ysabelita (Schooner); Deeds; Aroostook County (Me.); Ballard County (Ky.); Boston (Mass.); Georgetown (Mass.); Guangzhou (China)–Commerce–History–19th century; Penobscot County (Me.); Pigeon Cove (Mass.); Piscataquis County (Me.); Plaistow (N. H.); Rowley (Mass.); Saint John River (Me. and N. B.); Salem (Mass.); Topsfield (Mass.); Coe, Ebenezer S., d. 1862; Coe, Ebenezer Smith, 1814-1899; Pingree, Asa, 1807-1869; Pingree, David, 1795-1863; Pingree, David, 1841-1932; Alger, Cyrus, 1781-1856; Arrington, James; Batchelder, William; Bateman, Abigail Balch (Perkins), 1824-1892; Bearce, Samuel R., 1802-1874; Boody, Shephard; Bryant, Timothy, Jr.; Carkin, John B., 1792-1883; Chandler, James N.; Clark, Cyrus S.; Coe, Thomas Upham, 1837-1920; Dumaresq, Philip; Dunlap, Andrew, 1794-1835; Dunlap, Lucy Ann Charlotte Augusta Fales, -1887; Dunlap, S. F., (Samuel Fales), 1825-1905; Fabens, Benjamin, 1785-1850; Fabens, Charles H.; Fales, Samuel, 1775-1848; Florence, Putnam; Goddard, John, 1811-1870; Graves, William, 1785-1851; Graves, William, 1811-1877; Hardy, Manly, 1832-1910; Hazen, Nathan W. (Nathan Wood), 1799-1887; Holmes, Thomas O.; Johnson, Emery, 1817-1886; Kimball, Edward Dearborn, 1810-1867; Kimball, Elbridge Gerry, 1816-1849; McCrillis, William H., 1813-1889; Meservey, P. H.; Peabody, Annar Perkins (Pingree), 1839-1911; Perkins, Augustus Washington, 1826-1855; Perkins, Daniel Washington, 1799-1880; Perkins, Thomas, 1758-1830; Pinel, Philip P., (Philip Payn), -1864; Pingree, Ann Maria (Kimball), 1804-1893; Pingree, Annar, 1797-1875; Pingree, Asa, 1770-1834; Pingree, Asa Bixby, 1818-1871; Pingree, Harriet E. (Dodge), 1840-1915; Pingree, Jewett; Pingree, Ransom C.; Pingree, T. P. (Thomas P.), 1803-1864; Pingree, Thomas Perkins, 1830-1876; Putnam, Andrew M.; Quarles, Francis, Jr.; Shatswell, Joseph; Shatswell, William D.; Shepard, Michael, 1786-1856; Shillaber, Benjamin; Smith, Samuel; Southwick, Joseph, 1791-1866; Southwick, Phillip R., 1808-1873; Sprague, Nathaniel; Stone, Benjamin W., 1809-1891; Stone, Robert, -1860; Waters, John G., 1796-1860; Wheatland, Ann Maria (Pingree), 1846-1927; Wheatland, Florence Saumarez (Dumaresq), 1843-1930; Wheatland, George, 1804-1893; Wheatland, Stephen Goodhue, 1824-1892; Wheeler, Michael S.; Whittemore, Samuel; Winn, Edward D.; Winn, John D.; Wood, David; Account books; Acquisition of land; Annatto; Bank stocks; Bills of exchange; Bills of lading; Bills of sale; Bonds; Clove trade; Coffee industry; Commission merchants; Copal; Crew lists; Decedents’ estates; Diaries; Estates, Administration of; Executors and administrators; Farms; Flour industry; Freight and freightage; French spoliation claims; Gunpowder; Hides and skins industry; Insurance policies; International trade–19th century; Inventories; Inventories of decedents’ estates; Ivory industry; Land titles; Leather industry and trade; Letters; Logging–Maine; Lumber trade; Lumbering–Maine; Marine insurance; Marine insurance claims; Marine protests; Merchants–Salem (Mass.); Molasses industry; Opium trade; Pepper (Spice) industry; Powder mills–New Hampshire—Bennington; Real estate investment; Shipping; Shipping–Africa, West; Shipping–Argentina–Buenos Aires; Shipping–Brazil–Belem; Shipping–Brazil–Fortaleza; Shipping–China–Guangzhou; Shipping–China–Huangpu Qu (Guangzhou Shi); Shipping–China–Macau; Shipping–Cuba–Matanzas; Shipping–England–Liverpool; Shipping–England–London; Shipping–French Guiana–Cayenne; Shipping–Ghana–Accra; Shipping–India; Shipping–Indonesia–Jakarta; Shipping–Indonesia–Sumatra; Shipping–Louisiana–New Orleans; Shipping–Madagascar–Majunga; Shipping–Malaysia–Pinang; Shipping–Maryland–Baltimore; Shipping–Massachusetts–Salem; Shipping–New York (State)–New York; Shipping–Philippines–Manila; Shipping–Singapore; Shipping–Somalia–Baraawe; Shipping–South Carolina–Charleston; Shipping–Surinam; Shipping–Tanzania–Zanzibar; Shipping–West Indies; Ships–Cargo; Shipwrecks; Ships’ papers; Sugar trade; Tea trade; Tobacco industry; Vinegar industry; Voyages and travels The first Thomas Perkins Pingree, was born in Georgetown, Massachusetts, on July 24, 1803 to Asa Pingree (1770-1834) and Annar Perkins (1771-1853). He was named for his mothers brother, Thomas Perkins (1758-1830). He worked in the counting room of Michael Shepard until 1826 when he entered into business for himself on Union Wharf in Salem. He was on the forefront of the rubber trade with South America and was involved in the Briggs Iron Company in Lanesborough, Massachusetts. He married Abigail Garland (1802-1885) in 1828 and they had five children together. He died December 29, 1864 in Wenham. The second Thomas Perkins Pingree, son of the first, was born in Salem on June 22, 1829. In 1854 he graduated with a LL.B from Cumberland University in Tennessee. He married Catherine Colt (1829-1909) of Pittsfield, Massachusetts, in 1858. Together they had a daughter, Catherine (b. 1862). He practiced law in Pittsfield and assisted William Morrill Pingry with the collection of facts for his family history, Genealogical record of the descendants of Moses Pengry, of Ipswich, Mass.: so far as ascertained, collected and arranged by William M. Pingry. He died February 9, 1895 in Pittsfield. He is addressed as Perkins in letters written by his sister Abby, and Perk by his cousin of the same name. The third Thomas Perkins Pingree was born to David Pingree and Ann Maria Kimball on October 4, 1830. His namesake and great uncle, Thomas Perkins (1758-1830), was an important shipping merchant in Salem and his fathers benefactor. Pingree married Harriet E. Dodge (1840-1915) of Wenham, Massachusetts, in October of 1867. They had no children. He died May 19, 1876 of pneumonia in Wenham. Thomas was involved with the the Alabama Claims, a diplomatic dispute between the United States and Great Britain. During the American Civil War, the United States claimed that Britain was violating their neutrality by aiding the creation of the Confederate Navy. The charges claimed the British government knowingly allowed shipbuilders to construct ships that were easily transformed from a merchant vessel to commerce raiders, and that these ships then sailed to the Azores and other ports where they were armed with the aid of British ships, a transgression of Britains official policy of neutrality. These ships also took on British crew, a violation of the British Foreign Enlistment Act of 1819 and were offered entry into British ports. As a result of these claims, an international tribunal was formed to review the case of the United States and that of Great Britain. The United States asked for reparations not only for the ships and cargos destroyed, but also for expenditures made in pursuit of insurgent cruisers, enhanced payments of insurance, loss of American business to British commerce, and the prolongation of the war (estimated at 2 years). The tribunal dismissed the claims for the indirect costs of an extended war, but awarded $15.5 million (approximately $302 million in todays market) for private citizens losses. Domestically a Court of Commissioners of Alabama Claims was created to deal with individual claims and in 1884 announced the judgement of Charles H. Miller, et al. vs. the United States. No. 1362, which included his business partners Thomas P. Pingree and Edward D. Kimball, both deceased. Although an unfortunate event in which to be involved, the deposition of Charles H. Miller provides insight into the business as it was run by the three partners. The three partners did not claim losses by Confederate cruisers, but by inflated wartime insurance premiums. In Millers deposition, he lists multiple insurance policies on six of their ships and the cargos they carried. In the end the three were paid over $20,000 in reparations. Louisa, brig, 199 tons, Cincinnati, Ohio, 1850. Reg. May 14, 1850. Edward D. Kimball, Josiah Webber, Benjamin Knight, Cincinnati, John Swasey, Cincinnati, Nathaniel A. Kimball, Edwin A. Swasey, Cincinnati, Allen Collier, Cincinnati, owners; Josiah Webber, master. Reg. Sept. 23, 1852. Edward D. Kimball, Josiah Webber, Benjamin Knight, Cincinnati,John Swasey & Co., Cincinnati, owners; Josiah Webber, master. Reg. Sept. 29,1854. Edward D. Kimball, Josiah Webber, Charles A. Miller, Thomas P. Pingree, John Swasey, Cincinnati, owners; Josiah Webber, master. Cincinnati evolved from a frontier settlement to the top manufacturing and commercial center in the West in the first half of the 19th Century. Its population soared from 750 in 1800, to 46,000 in 1840. By 1850, Cincinnati was home to 115,000 residents, almost as many as The Republic of Texas which grew from 70,000 to 210,000 inhabitants during the 1840s. The area just east of Liberty Street (now Bains Place) was then known as Fulton. It was named for steamboat inventor Robert Fulton (1765-1815). The town occupied 2.5 miles of waterfront and was 0.5 mile wide (the environs of todays Cincinnati Barge and Rail Terminal, LLC and Fulton Railroad Co.). This shipbuilding port at the exact midpoint of the Ohio River produced 900 new steamboats between 1816 and 1880.The rough and tumble Fulton was previously called The Eastern Liberties due to its location and freedom from municipal rules. Cincinnati had many regulations. For example, until 1848, steam locomotives were not allowed due to their novelty and potential danger to residents and horses. Railcars would be pulled up to the Little Miami Railroads ÂPendleton Station just east of Fulton and then transported by horse-drawn vehicles into the city. As early as 1819, 25% of all steam boats on the Mississippi and Ohio Rivers were made in Cincinnati. By the early 1830s, Fulton had 4 boat yards that were supplied by 2 lumberyards and 4 sawmills. The Gordon and Weeks families moved their shipyards to Fulton Township in 1830. Weeks subdivided his lot and continued to ship build. Other noteworthy shops included Knowles and Jones Steamboat Builders, the Hazen Shipyard and James Keslars Fulton Saw Mill. Fulton incorporated with 2,000 residents in 1832. 400 of those inhabitants labored as skilled workers including mechanics, carpenters, sawyers, caulkers and ship joiners. Fulton generated 80% of Cincinnatis boat production. John Swasey and Company yards built three ocean going vessels before 1860 in the 200 to 350 ton range. They towed down to New Orleans for launch via the Gulf of Mexico. The craftsmanship of area shops created a word of mouth appreciation generating orders on multiple continents. Of the 233 steamboats traveling the Ohio and Mississippi in 1836, 48 had been built at Fulton. Fultons council eventually passed ordinances to regulate taverns, prohibit horse racing, disorderly conduct, vice and immorality. Its legitimacy as place for business led to formal annexation to Cincinnati in 1855. That narrow strip [Fulton and Pendleton] was probably the noisiest spot in the entire United States when all the shipbuilding plants were in full operation. The impact of the countless mauls against heavy timbers, the chig-chag of the fletch saws (from 4-6 in number and set parallel) which operated up and down as they tore their way through the immense logs of oak, poplar, black locust, and Allegheny pine, the he-ho-heave! of the foremen as the men bent their backs under the toil of lifting heavy beams and planks into position, the chop-chop of the broadax and mournful bellowing of the oxen which snaked the lumber to the mills through the yards over piles of debris, the whining of band saws, the rat-a-tat-tat of hammers driving home the spikes, the clatter of steel against steel, the whistles of passing boats so numerous they were almost in review, and the peculiarly penetrating sound of the caulking tool as the oakum and cotton were buried in the seams of the docks Both the construction of the 20-mile Wooster Turnpike in 1841 and The Erie Canals transition to rail in the 1860s upgraded transportation and fueled commercial development. Most workers remained in transportation related lines of work as cargo began to move more effectively by roads and rail. By 1860 the value and diversity of industrial production in Cincinnati was said to be surpassed only by Philadelphia and New York City. John F. Brooks was a native of Salem, his father born June 17, 1812, and his mother November 17, 1813. The latter was the eldest child of Captain Benjamin Vanderford. who early in life commanded a number of Salem’s finest ships trading with India and the Fejees, and later was the pilot of the United States South Sea Exploring Expedition squadron under Commander Wilkes, to whose merits and valuable services the commodore pays a high tribute of due praise. John F. Brooks obtained his education in the Salem schools, finishing at the Salem Latin School. On March 3, 1853, he entered the counting-house of Edward D. Kimball, of Salem, engaged in trade with the West Coast of Africa, and began at this early age to trade on his own account by sending adventures. He was a director of the Washington Fire and Marine Insurance Company now gone out of business, and is at present a director of the China Mutual Marine Insurance Company. He was a member of the Salem city government in 1874 and 1875. His residence is now in Boston. In politics he is a Republican. He is a member of the Country, Algonquin, Nahant, and Eastern Yacht clubs. Mr. Brooks married Miss Rebecca S. Knight, daughter of Benjamin Knight, a retired merchant of Cincinnati, Ohio, and has two daughters, Frances Elizabeth and Mary Bartlett. Mrs. Brooks died in 1884. Edward Kimball married his cousin, Susan Sawyer Kimball. They had three sons and one adopted daughter. Edward Kimball died in Paris in 1867. Susan continued to live a quiet life. She was a charitable woman who was known for her sympathetic nature. She died in 1902. Frank Reed Kimball He was born on 10 July 1853 in Salem, Massachusetts, the second son of Edward Dearborn Kimball (1810-1867) and Susan Sawyer (Kimball) Kimball (1818-1902). Edward Dearborn Kimball and Susan Sawyer Kimball were first cousins. Frank’s brothers, Edward Gordon (1848-1852) and Edwin Davis (1859-1865), both died young. Frank Reed Kimball was educated in private schools in Salem and Switzerland, and at the Franklin School in Maine. He graduated from Bowdoin College in 1876 with a Bachelor of Science degree. During his time at Bowdoin College, he was in close association with Joshua L. Chamberlain, hero of the Battle of Gettysburg. During his years at Bowdoin he befriended a Turkish national, Serope A. Gdajian, who along with Kimball and others, was involved in a failed scheme to found an American-style university outside Constantinople. It appears that Kimball was the major financial supporter of Gdajian during the period 1874-1883, to the point that he held an insurance policy on Gdajians life. Upon graduation he attended Comers Commercial College in Boston and subsequently began a business manufacturing lighting devices. He held patents on several lamp devices. When the business was incorporated in 1881, he gave up active interest and appears to have never been actively involved in business again. The Kimball family lived in Salem, Massachusetts sometime Danvers. They also maintained a home in New Hampshire. They enjoyed vacations in Europe (Switzerland, France), Monterrey, California and Florida. While living in Salem, Frank Reed Kimball and his wife Eleanor were very active in music and theater. Events were held on Marblehead, Hamilton Hall, Salem Assemblies. Frank Reed Kimball had an intense interest in Millennialism and published a treatise, Signs of the Times, in 1882, in which he speculated on future events, based on his understanding of Biblical prophecy that would take place over the next 40 years. Along with his mother, he believed in the theory of Anglo-Israelism, which speculates that the Anglo-Saxon race is the ten lost tribes of Israel. In this regard he was principal in the formation of the Anglo-Saxon Identity Association in 1892. His interests also included spiritualism, genealogy, Egyptology, and inventing. He held a patent on a device for oil lamps. Kimball married Eleanor Whitney Brodhead, daughter of Col. Josiah and Eliza A. Tufts Brodhead (Broadhead), on 14 April 1878. They had one child, Edward Ward Adams Kimball, born in Boston on 29 March 1879. Eleanor Brodhead Kimball died at Salem in 1904. Frank Reed Kimball then married Catherine Eveline Arnold on 12 September 1905, the daughter of Edmund and Margaret (Parnell) Arnold. They had two daughters, Margaret Arnold Kimball and Mary Frances Kimball. After Mr. Kimballs second marriage, an estrangement occurred between him and his son as well as Frank(lin) Reed Kimball was born into a family that traces its New England roots to 1634. He was born on 10 July 1853 in Salem, Massachusetts, the second son of Edward Dearborn Kimball (1810-1867) and Susan Sawyer (Kimball) Kimball (1818-1902). Edward Dearborn Kimball and Susan Sawyer Kimball were first cousins. Frank’s brothers, Edward Gordon (1848-1852) and Edwin Davis (1859-1865), both died young. His interest in the Kimball family history and genealogy is expressed in a published work, In Memoriam, Biography of Mrs. Susan Sawyer Kimball (Boston, 1903). Frank Reed Kimball died on 3 April 1924 in Lexington, Massachusetts. Edward Ward Adams Kimball was born in Boston on 29 March 1879, the only child of Frank Reed Kimball and Eleanor Whitney (Brodhead) Kimball. He was trained as both a physician and lawyer; however, there is no evidence he ever practiced medicine. In his later years he practiced law in Boston. He died in Salem on 20 March 1972 while living in a nursing home there. Edward Adams Kimball first married Rita (?) who bore him a son. Later he married Bertha Leach who preceded him in death. A son, Wilfred Montgomery Kimball, survived him._____________________________________________________________________________ We strive to find rare and unusual vintage pieces to match up with your special collection. Returns are readily accepted if the item(s) is the same as described. Item(s) must be must be in the exact condition as delivered. Buyer pays return shipping. Items $30.00 or more will be shipped with tracking. Items $200.00 or more will be shipped with insurance. Combined shipping discount for multiple purchases (Please wait for us to send invoice for 2 or more items). Please feel free to contact us with any questions or concerns. Be sure to check out our “ever changing” inventory of vintage postage stamps, postal covers, postal cards, billheads, letterheads, stock certificates, stock coupons, bank checks, railroad and steamship ephemera, Civil War ephemera, World War I ephemera, World War II ephemera, promissory notes, automotive related ephemera, circus ephemera, Fraternity related ephemera plus many other special items we can pass onto our customers. Empire Stamp Company INTERNATIONAL SHIPPING:USPS FIRST CLASS MAIL INTERNATIONAL/FIRST CLASS PACKAGE INTERNATIONAL SERVICE.DELIVERY TIMES WILL VARY BY LOCATION FOR INTERNATIONAL BUYERS.
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