CHAPTER XV

THE CANAL

As soon as Governor Bradford established an outpost at Manomet in

1627 for trade with the Dutch at New York, the route of the Cape Cod

Canal was virtually fixed. Nature had already done a large part of the

work; on the north, Scusset Creek wound inland through marshes and

low land, until it came within striking distance of Manomet River,

which flows south into Buzzards Bay. Then, too, this route cut off the

entire Cape--not part of it, as a canal farther east would have done.

The Indians used to carry their canoes across the mile or two that

separated the headwaters of the two streams; blockade-runners in the

War of 1812 did the same with their whaleboats. Every prospect pleased;

only man and machinery were needed.

Man was ready to undertake the job and was already talking about it

in 1676, as appears from an entry in the diary of Samuel Sewall--that

ubiquitous New-Englander whose active mind touched every phase of life

and thought. On this occasion he was visiting Mr. Thomas Smith in

Sandwich:

26 Octo’r, 1676. Mr. Smith rode with me and showed me the place which

some had thought to cut, for to make a passage from the south sea to

the north. He said it was about a mile and a half between the utmost

flowing of the two seas in Herring River and Scusset--the land very

low and level.... Moniment harbor said to be very good.

The project got no farther for the moment than to serve as a subject

for speculative conversation, but Smith was still interested twenty

years later, when the General Court ordered Mr. John Otis, of

Barnstable, and Captain William Bassett and Mr. Thomas Smith, of

Sandwich, to look the ground over and report what the cost of a canal

would be and whether the scheme was feasible.

Yet the subject was not dropped. Men were fascinated by it who had

never been on the Cape, and the chance traveler could hardly get

through Sandwich without being taken to inspect the route. Prince, in

1736, refers to ‘the place thro’ which there has been a canal talked

of this forty years.’ The King’s ships which hovered offshore during

the Revolution brought the matter up again with an urgency it had

never had before. The General Court sent a committee, consisting of

the Honorable James Bowdoin and others, to Sandwich to look into the

question and report. The committee very sensibly sought the advice of

local talent before deciding on anything, and invited Colonel Nathaniel

Freeman and others to join them in their labors. They were favorably

impressed with the scheme, and engaged a Government engineer, Thomas

Machin, to draw up plans and furnish an estimate of the expenses. But

Machin’s work was interrupted, as appears from a letter which General

Washington wrote to James Bowdoin at Boston:

NEW YORK, June 10, 1776

SIR,--Congress having requested my attendance in Philadelphia, I

was in that city when your letter of the 11th ultimo came to this

place,--this day’s post therefore, affords me the first opportunity

of acknowledging receipt of it.

I am hopeful that you applied to General Ward, and have received all

the assistance that Mr. Machin could give, in determining upon the

practicability of cutting a canal between Barnstable and Buzzard’s

Bay ere this, as the great demand we have for engineers in this

department, Canada, &c., has obliged me to order Mr. Machin hither to

assist in that branch of business.

I thank you most heartily for your kind congratulations on the

departure of the troops from Boston, and am, with very great esteem,

Sir, your most obedient, humble servant,

GEO. WASHINGTON

HON. JAMES BOWDOIN, BOSTON.

Before this order came, Machin had gone so far as to propose a canal

fourteen feet deep with two double locks at each end and two bridges.

The expense he estimated at £32,148, 1_s._, 8_d._--very nice figuring!

The struggling colonies had no money or men to spare for such work

during the next seven years; but almost as soon as the war was over,

they were at it again, this time sending young James Winthrop from

Cambridge to the Cape, first to examine the old route, and second to

survey a possible new course from Barnstable Harbor to the anchorage

at what is now Hyannisport, taking in the two Hathaways and Nine Mile

Ponds on the way. Winthrop submitted detailed figures for the Sandwich

Canal, but merely rode over the ground from Barnstable to Centerville,

took the Reverend Mr. Mellen’s word for the height of Kidd’s Hill,

and relied on local information as to the depth of the various ponds.

He rightly regarded the high ridge that runs all along that part of

the Cape as a discouraging obstacle, and gave the project of a canal

there no further thought. Mr. Mellen, who accompanied Winthrop over the

Barnstable-Hyannis course, mentions two others which were contemplated

at least as early as 1794. One led from the Bass Hole in Yarmouth to

the eastern part of Lewis Bay in Hyannis. This scheme apparently died

at birth. The other, which included Bass River, in South Yarmouth, was

so alluring that it was not abandoned for more than a century.

It had, indeed, much to commend it, for Bass River is the noblest

of all the tidal creeks which wind inland from the Sound, and it

terminates in a chain of ponds in Weir Village at no great distance

from White’s Brook, Yarmouth, which flows into the creeks that thread

the beautiful marshes of Hockanom on the Bay shore. Thus the high ridge

of the Cape that frightened Winthrop would be avoided, and the route,

though by no means straight, presented few obstacles to the engineer.

No less eminent a geologist than Professor Shaler thought that this

way through the Cape would be better than the Monument River route. He

points out that there were only four places where a canal might easily

be dug: Monument River, Bass River, Town Cove, Orleans, and Pamet

River, Truro. The last two he eliminated because vessels using them

would still have dangerous waters to navigate. Of the remaining two

he prefers Bass River because it could be used at the last minute in

case of bad weather by a vessel whose captain had planned, other things

being equal, to sail all the way round and save the toll. If the canal

was at Monument River, a captain would have to decide very soon after

leaving port whether or not to use it, for it would mean a different

course almost from the outset. Shaler’s arguments, however, went

unheeded, for the old route was still, in the opinion of most people,

the best one.

The citizens of Orleans and Eastham, with proper local pride, pinned

great faith to the course which Cyprian Southack followed in his

whaleboat in 1717. He crossed the Cape by water from the Bay to the

Ocean, using Boat Meadow Creek, Jeremiah’s Gutter, Town Cove, and

Nauset Harbor--all of which he found connected. This was unusual, but

certainly not unprecedented, for geological evidence indicates that

at a remote period the water had a free sweep through this cut, which

was then much wider. While a small canal at this point would have been

easy to dig and a great convenience for local traffic, it would have

eliminated neither the Monomoy Shoals nor Peaked Hill Bars. This wrote

its death warrant. It is said, to be sure, that the citizens of Orleans

and Eastham cut a passage through at this point during the War of 1812

to enable small boats to run the blockade, and five years later a more

elaborate canal was contemplated by a corporation known as the Eastham

and Orleans Canal Proprietors; but it was never dug.

Meanwhile, the old Monument River passage was receiving more attention

than all the others put together; and it will be wise to follow the

crowd back to it. On the strength of Winthrop’s report in 1791, the

Legislature was convinced that a canal was practicable and agreed to

authorize any person to construct it and charge a reasonable toll. But

it was one thing to ride over the ground with surveying instruments

and announce that the project was an easy one; it was quite another to

construct the canal. Every one, in fact, seemed anxious that a canal

should be dug, but no one seemed at all anxious to dig it. Wendell

Davis, in his description of Sandwich in 1802, urged it with exuberant

eloquence and asserted (on what authority he does not say) that the

owners were ready to _give_ the land along the proposed route to any

company that would undertake the work. At about the same time a certain

James Sullivan and twenty associates appeared at the State House in

Boston with a mysterious scheme which they declared was far better than

any of the old ones, and asked that they be allowed to incorporate

and put it through. Nobody paid much attention to them, and they

were heard of no more. Still the ground was surveyed every few years

by one person or another until, in the language of the late Senator

McCall, every grain of sand along the whole route had been made the

victim of an algebraic equation. In 1812, the strategic advantages of

such a waterway in time of war were repeatedly demonstrated by local

blockade-runners. Here was proof enough, said its supporters, that the

canal was necessary as a war-time measure, and in 1818 they sent Loammi

Baldwin to Sandwich to resurvey the ground that had been trodden hard

by the surveyors of a hundred and fifty years. But Baldwin’s report,

if he ever made one, inspired no more diggers than the reports of his

predecessors.

Thanks to the efforts of Senator Lloyd, of Massachusetts, the taverns

of Sandwich echoed in 1825 to the pompous tread of Government engineers

from Washington with Major Perault at their head. This officer’s

careful report was just as fruitful as all the others had been, and

for a generation after 1830 the legislators in the State House and

the Congressmen in Washington had a rest from the monotonous subject

of the Cape Cod Canal. The reason for the welcome silence was that

the merchants of New England had by this time worked up an impressive

foreign trade. Boston capitalists were thinking in terms of big ships

and long voyages; coasting was too small game for them, and without

their influence and support it was idle for the small fry, who would

have used the canal, to keep up the clamor. Short railway lines began

to cut into the coasters’ business. With the fifties came the clipper

ships. During all these activities, the project for a canal took a

long and well-earned nap. When in 1861 a few wise shipowners began to

realize that the days of sail were numbered, the scheme stirred for a

moment as though to awake, half listening to the favorable utterances

of Governor Banks in his inaugural message to the Legislature. It came

wide awake a little later when a committee arrived with the familiar

surveying instruments, but dropped off to sleep again as soon as it

saw the same old maneuvers and heard the same old technicalities. But

this committee struck one new note when it asked the coöperation of

the United States Coast Survey, and incidentally of the United States

Treasury. Henry Mitchell, a real authority on tides and their effect on

coast lines, was sent down by the Government, together with specialists

in other departments, and it began to look as if something might

happen at last. But the war drove the subject from everybody’s mind

for the next four or five years, and by the time Lee had surrendered,

the elaborate reports of Mitchell and his colleagues were of academic

interest only. It is significant that nobody, from Governor Bradford

in 1627 to the group of engineers who went over the ground in 1861,

ever reported that a canal was inadvisable or impracticable, but

that, almost without exception, they recommended locks rather than a

free-water passage.

After the war, in spite of the fact that considerable New England

capital began to head westward and that some was still tied up in

sailing ships, a group of enthusiasts in 1870 applied for and received

incorporation as the Cape Cod Canal Company with authority to raise

money and dig the ditch if they could. The Legislature further

suggested that the Federal Government might properly pay for the

construction of a breakwater at the end of the passage. Washington was

still in a friendly mood and sent General Foster to look the situation

over. He, like all previous engineers, found nothing to prevent

the construction of a canal, but unlike the rest, he recommended

a free-water passage rather than one that depended on locks. He

also declared that ‘its military value in time of war equaled its

commercial value in time of peace,’ but after seven years in irons, the

corporation had apparently done nothing. The Legislature ordered an

investigation of their activities or inactivities; the investigators

reported that it was doubtful whether that company would ever construct

a canal, but they seized the opportunity to add, with more truthfulness

than originality, that a canal would be a splendid thing for New

England! The State House gave the Cape Cod Canal Company three years

more to get started. Clemens Herschel, a distinguished civil engineer,

wrote a somewhat rhetorical pamphlet in behalf of the company in 1878,

entitled ‘The Cape Cod Ship Canal,’ but this seems to have been the

extent of the organization’s accomplishments.

Since nothing was done, a new charter was given in 1880 to Henry M.

Whitney and associates under the name of The Cape Cod Ship Canal

Company. Whitney’s engineer made a number of borings along the

route and reported great quantities of quicksand. This so alarmed

the corporation that they announced that the work would cost nearer

seven million than four million dollars, which was all their charter

authorized, and so stepped out of the running. Before they withdrew,

however, they made a futile, and as it turned out a disastrous, move

toward excavation by importing several hundred Italians from New York

and setting them to work with shovels and wheelbarrows. The Cape was

not so used to foreigners in the eighties as it has since become. The

arrival of even one or two strangers was then an event; the arrival

of five hundred was an earthquake. Before long trouble arose between

them and the townspeople. It has been alleged that the Italians were

not paid regularly and that they took it out on the town by breaking

into shops and terrorizing the inhabitants. Politicians called the

disturbance ‘the Neapolitan revolt’ and declared that ‘Sandwich was for

a week under arms; ... life and property were exposed to the hungry

mob, and the entire community terrified at the presence of an army

of houseless, starving, unpaid rampant foreigners.... The State came

to her protection and assisted in keeping the peace.’ Senator McCall

refers more mildly to the incident, yet speaks of the ‘depredations

committed by these Italians.’ It was at least a very unfortunate

incident and shows clearly enough the incompetence of the Whitney

Company’s management.

A new company filled the breach and was incorporated in 1883 under the

same name as Whitney’s--The Cape Cod Ship Canal Company. The chief

mover in this company was William Seward, Jr., and another member of

it was Samuel Fessenden, of Sandwich. They contracted with Frederick

A. Lockwood, head of a construction company in East Boston, to do the

work, and from this time on the organization was generally known as

the Lockwood Company, for the charter parties remained silently in the

background, leaving the whole arena to Lockwood.

They were very soon in trouble. The exact nature of their difficulties

does not appear, but the introduction to a reprint of Herschel’s

pamphlet, which they got out in 1884, states that: ‘The same delightful

selfishness which has in the past endeavored to maintain the undue tax

and impost it has so far collected from the public, is again opposing

the work which has been begun, and is seeking to throttle it, in the

selfish fear that its foothold for such undue tax and impost might

suffer a slight deterioration.’ The railroad had given Whitney trouble

in the Legislature, and was perhaps still clogging the wheels of

progress for the new company. But whatever the vague language quoted

above may refer to, the Lockwood Company met with two very definite

obstacles in the first year of its existence. One was a suit by a

certain Mr. Fox, of Montreal, alleging that he had had a contract

before Lockwood. The other was a suit for land damages brought by

one Briggs, who owned some land along the line of the canal and was

dissatisfied with the price that Lockwood had condemned it for. All

this litigation delayed the work, and the company had to apply for an

extension of their charter (the original terms had stipulated that the

work should be finished in four years). At the same session of the

Legislature, two other persons, Gerard C. Tobey, of Wareham, and Alfred

D. Fox, of Montreal, also applied separately for incorporation and

authority to dig the canal.

Here was a different state of affairs with a vengeance! Instead of

its being impossible to find a company that would tackle the job, as

had formerly been the case, the Legislature was now besieged by three

rival concerns, all clamoring for the privilege! Beacon Hill became a

battle-ground, resounding to the forensic endeavors in behalf of this

petitioner or that. Fox, the Montreal applicant, though his claim to a

contract antedating Lockwood’s had been denied by the Court, was now

applying to the Legislature for authority to incorporate separately.

The fact that he was a Canadian and relied at least in part on Canadian

capital told heavily against him in Boston and is one reason why his

application failed. Tobey, the Wareham applicant, was certainly a more

logical candidate for the job. He was familiar with the upper Cape

and was a man of wide business experience and varied interests. If he

and his associates had been given corporate powers on this occasion,

they would probably have done at least as well as Lockwood; but

because Lockwood was first in the field, already had a charter, and

was seeking only an extension of the stipulated time--a courtesy which

the Legislature had frequently shown on other occasions--he came off

victorious in the triangular bout.

It must be confessed, too, that though he did not accomplish great

things, yet he did more than any of his predecessors. At his works in

East Boston, he built a dredge specially designed to dig the canal.

It arrived off the Sandwich Beach in the early spring of 1884, was

floated through a cut in the beach, and began to eat its way through

the Scusset marshes while the whole town cheered. This dredge, more

than anything else, established Lockwood firmly in favor with the

citizens of Sandwich, but it achieved nothing remarkable. By spasmodic

activity it dug a deep ditch for a mile into the marsh. Then it stopped

for good; there was not money enough to keep its fires stoked, and the

dredge was sold where it stood, was quickly dismantled, and finally

sank into the grave its own bucket chain had dug, the hull remaining a

dilapidated landmark for years.

Fox meantime had formed a corporation which he said could get all the

money it wanted from Canada. Some estimable men were on its board.

Fox left them in Boston and went to Canada to raise the money; but

it was not forthcoming. The board had made pledges which they wished

to redeem; by degrees it became evident that they never could redeem

them if they relied on Fox. They therefore asked Lockwood to join them

and tackle the job again. This Lockwood did--apparently regarding his

contract with the Seward-Fessenden Company as dead. Seward instantly

bombarded Boston bankers with circulars alleging that his company

was the only legal and authorized one, and warning them to beware of

Lockwood. Judgment of the rights and wrongs of the question must be

sought elsewhere than in the pages of the present volume, for it is

quite beyond the author’s powers to decide them. If ever a strip of

land was a parade-ground for surveyors first and a battle-ground for

legislative vituperation afterwards, it was the route of the Cape Cod

Canal. One thing, however, is clear; Lockwood’s chances of actually

completing the job vanished when his dredge was sold. His activities

from then on were those of a minor capitalist, a solicitor and a

lobbyist, rather than an engineer. If he had lived longer, perhaps

he would have succeeded. But his health failed, and he died without

digging another cubic yard of sand on the Cape. His backers (among

them Colonel Livermore, Quincy A. Shaw, John M. Forbes, and Henry L.

Higginson) turned their energies into other channels. So ended the

long and complicated struggle among the three applicants, Fox, Tobey,

and Lockwood. Though Lockwood was for most of the time on the top of

the heap, yet he failed after all to accomplish what had become the

dominant desire of his life.

Two other companies were organized between 1892 and 1898--the

Massachusetts Maritime Canal Company and the Old Colony and Interior

Canal Company--but neither of them came anywhere near joining the

waters of the two Bays.

In 1898, in fact, the citizens of the Cape were commenting with amused

cynicism on the amount of activity and oratory expended in their behalf

on the floor of the State House. The Barnstable ‘Patriot’ voiced the

sentiment of the majority when its editor wrote, ‘No less than seven

projects for a Cape Cod Canal are to come before the legislature this

year. Meanwhile, despite all threats, the Cape hangs on the mainland

with the grim determination characteristic of its people.’

The beginning of the end came on June 1, 1899, when the Legislature

granted a charter to the Boston, Cape Cod and New York Canal Company.

The incorporators were William Flannagan, De Witt Flannagan, and other

New-Yorkers. They bought the land along the proposed route from Colonel

Livermore and spent several years in perfecting their arrangements,

while their engineer, Charles M. Thompson, of the old Lockwood Company,

camped on the ground that he already knew so well. They had moderate

success in arousing the interest of capitalists, but never until they

applied to Mr. August Belmont did they actually see their way clear

to constructing the canal. It was in 1906 that De Witt Flannagan

first brought the project to Mr. Belmont’s attention. Belmont became

so much interested that he consulted a group of the most eminent men

in the fields of engineering, transportation, and maritime affairs.

Mr. Belmont then spread all their figures before Mr. Barclay Parsons,

one of the greatest engineers of his day and a member of the Panama

Canal Commission, and requested him to go over the whole problem. Mr.

Parsons did so and then went to Sandwich, where he met Mr. Thompson,

who exhibited some samples that had been taken from borings along the

route under the Livermore régime. The samples contained quicksand, and

Parsons was dubious. But Thompson explained that all the borings had

been made in the lowest land along the line--the very central axis of

the future waterway--and that naturally all the quicksand in the valley

had accumulated during the ages along that line. This proved to be the

case; no other deposits of quicksand were found; Parsons reported

favorably to Belmont, and the work began.

Mr. Belmont’s reasons for embarking on the enterprise, in which so

many had failed, were numerous. Chief among them was the consideration

that if New England was to continue as a manufacturing center, it

was imperative for her to import raw material cheaply. Every vessel

wrecked involved not only loss of life and property, but in many cases

had a far-reaching effect on industry by diminishing the supply of

raw material for New England looms. Any means that would help to keep

the supply of coal and cotton large and regular deserved the support

of all who were interested in New England’s prosperity. This state of

affairs turned the Canal’s old foe, the Railroad, into a friend, for

its prosperity depended on the prosperity of New England.

Another element which had great weight with Mr. Belmont was the change

which had taken place in the method of coastwise transportation.

Coasting schooners, which had carried nearly all the freight that did

not go by rail, were being crowded out by barges in tow. The great

advantage of these lay in their regularity (provided the weather was

good), and in the enormous amount of material they could transport in

a single trip. Their disadvantage was that in rough water they were

helpless. The Canal would, therefore, be a blessing to them, and might

rely on doing a far bigger business than it would have done if the

coasting schooner had remained supreme. Furthermore, the Canal was not

an isolated and independent waterway, but was to be the northernmost

link in a contemplated ‘chain of improved inland waters from Panama

to Massachusetts.’ Here were reasons enough for Mr. Belmont. Capital

presented no difficulties to him. From now on the work was in the hands

of contractors and engineers.

The first block of granite for the breakwater was dropped on June 19,

1909; the first trickle of water flowed through a gap that the dredges

made in the last dam, on April 21, 1914; and on July 4, Mr. Belmont,

with his son and Mr. and Mrs. Parsons, rowed the first craft through

the finished breach. The Canal was officially opened on July 29, when

eight vessels went through. Its channel is 25 feet deep, 250 feet

wide at water level, and 100 feet wide on the bottom; the approaching

channels are wider, measuring 250 feet. Exclusive of these approaches,

the Canal is 8 miles long. Since its completion, the Canal has been

used increasingly. From moderate beginnings, its business by 1920

had reached a gratifying figure: in that year 120,000 passengers and

2,000,000 tons of cargo passed through it on 8140 vessels.

Almost as soon as it was announced that Mr. Belmont was to finance the

work, the report went round that the company intended to sell it to

the Government. Whether or not this was the case is a question of no

importance. The canal was built entirely by private capital, and its

financiers got back what money they could on their investment during

the fourteen years that it continued under their management. Finally,

Western oratory to the contrary notwithstanding, Congress voted to buy

it for $11,500,000. The transaction was completed during the winter

of 1927-28, and the Government officially took charge of the Canal on

April 1. The Cape as a whole favored the change, though it cost the

towns of Sandwich and Bourne the taxes on some $1,000,000 worth of real

estate.

Such at present is the status of this new waterway--new in reality,

old in the dreams of men. What the future has in store for it is a

question on which wise men prefer to hold their peace. One reads of

plans maturing in the Federal incubator, to spend $10,000,000 of the

Nation’s money to make the Canal wider and deeper. If events march as

slowly in the future as they have in the past, the present generation’s

grandchildren will see no change in the Canal. But the ways of

governments are past finding out. It would hardly be a surprise to the

older and shock-proof citizens of Sagamore and Bourne if they awoke

some morning to the tune of steam shovels and dredges; if they saw an

army of laborers swarming about the Canal, until they had made it big

enough for the Leviathan herself to sail through. In the mean time

it has its past which nothing can change; Bradford’s dream, Sewall’s

polite interest, George Washington’s letter, and Machin and young James

Winthrop at the head of a column of surveyors and capitalists that

stretches clear to Boston. At the end of the pageant come Belmont and

Parsons, each with a crown of laurel and a victor’s smile.

EPILOGUE

To-day the tide of old affairs has ebbed from the Cape shores and left

them high and dry. Not even sentiment can blow the breath of life into

the sails of the vanished fishing fleet nor call back the dead glory of

the clippers. No analysis of the sandy soil--however cheering--can lure

the young Cape-Codder back to the abandoned farms. Time will not turn

backward in its flight, nor can imagination swell the meager gleanings

of boat fishermen or the barrels of whiting in the freezers to the bulk

of the full fares of cod and mackerel that two hundred schooners piled

on the wharves of Wellfleet and Provincetown in the forties. Land and

Sea have failed the Cape-Codder; and the best of the rising generation

have moved away.

But what of the others--those whose years are ripe enough to recall

the salt works and the packets? Has the passing of the old and busy

days left them bitter and resentful, or, what is just as bad, are

they content to live on the flimsy basis of a prosperous past? They

have been saved from both fates by a whimsical sense of humor, half

revealed, yet ever present, which guides their sayings and doings

through the lean years. Where did they get it? asks the psychologist.

Certainly not from the stern brethren of Plymouth nor from the bitter

malcontents who left England after the Acts of Conformity. It did not

come to them unbidden from their early struggles with a sandy soil.

Rather it followed as the result of a true perspective--that great

prerequisite for a humorous point of view--and this perspective they

learned from seagoing fathers and grandfathers who had picked it up

in the far corners of the world: from Shanghai bartenders and San

Francisco crimps; from the sultry banks of the Ganges and from matching

wits with British captains in the Master Mariners’ Club at Calcutta;

they pulled perspective along with codfish from the rugged waters of

the Grand Banks and pursued it from Hatteras to Nova Scotia with the

mackerel. And though their sons and grandsons inherited no ships and

sailed on no far voyages, yet they caught the perspective that enables

them to-day to distinguish great matters from small, and so to look

at life with a humorous slant. The picture of the Ringleader, or the

Belle Creole, or the Leading Wind, which hangs over the stove in the

sitting-room, is the symbol of this saving and instinctive point of

view.

So the Cape-Codder feels no qualms about nailing up roadside apple

stands for the automobilists, or about filling his spare rooms with

transients for the night. Some have built shore-dinner restaurants or

converted the old barn into an antique shop for the summer visitors.

Others have set up a garage or a filling station. If whales no longer

visit their shores, rich city folk do, and with easy adaptability, Cape

men and women take the goods the gods provide them. What, they argue,

is the use of a proud history if it does not make them independent? Why

claim descent from the Pilgrims if they cannot serve tables without

losing their pride? And the twinkle in their eyes, which Grandfather

Howes brought from the ends of the world and handed down to them with

the teakwood blanket-chest--that twinkle appears for a moment as they

put the tourists’ money in the till, and they chuckle quietly at the

ways of the world.

THE END

NOTES

CHAPTER I

As is explained in the Notes to Chapter II, if such a headland

as Webb’s Island ever existed, it had vanished before 1606. In

fact, however, it must have disappeared centuries earlier. It is a

geographical monstrosity for two points to exist close together and at

right angles to each other on a coast like Chatham’s. The forces that

create one would demolish the other. The alleged Webb’s Island Point

was nearly at right angles to Monomoy Point, and close to it. The two,

therefore, could never have been in existence at the same time; Webb’s

Island Point must have been demolished before Monomoy was made. Monomoy

was there in 1606; we can only guess how old it was then; perhaps a

thousand years. But its age, whatever it was, must be subtracted from

1606 in order to get back to the date when Webb’s Island Point existed.

We are now confronted by the question whether or not, though the rest

of this headland vanished at a very remote period, the extreme easterly

end of it, Webb’s Island, was still above water in colonial times. An

article in the ‘Massachusetts Magazine’ (III, 1791, page 151) says

that such an island existed about 1700. This statement is said to be

corroborated in Morse’s ‘Universal Geography,’ _I_, 357, ed. 1793 (Amos

Otis, ‘Discovery of an Ancient Ship,’ page 10, note). To offset this

testimony we have only the negative evidence that Champlain failed

to mention such an island or to show it in his map. This oversight,

however, is not very significant. The chances are, then, that Webb’s

Island was visible when the first settlers arrived in Chatham, though

there had been blue water between it and the mainland for centuries.

CHAPTER II

Few authorities doubt that Gosnold’s Tucker’s Terror and Point Care

were parts of a point of land that formerly projected from the Eastham

shore. Captain John Smith, though he never saw this point, had been

told of its existence by the Indians, and named it Île Nauset. What

Gosnold called Tucker’s Terror was the surf on the north side of this

point, and Point Care was its eastern extremity.

As to identification of Point Gilbert, authorities differ. It has been

argued that this point was the end of another peninsula about nine

miles long, something like Île Nauset, that is said to have stretched

easterly from Chatham and terminated in Webb’s Island. It is possible

that such a peninsula existed at a very remote period, but certainly

it had vanished before 1604, when Gosnold arrived, for no trace of it

appears on the excellent map of the Chatham region that Champlain made

in 1606 (Champlain’s ‘Voyages,’ II, opposite page 122), only two years

later, and not even the most careless cartographer could have missed

such an important feature. The exponents of the Webb’s Island theory

for Point Gilbert cannot have seen this map, for they go on to say

that Monomoy Point had not been formed in Gosnold’s time. Champlain,

however, shows it on his map substantially as it is to-day. These

considerations eliminate Webb’s Island and its peninsula as a possible

identification for Point Gilbert.

There remains Monomoy, which answers all the requirements save one.

Archer, who accompanied Gosnold and wrote an account of the voyage,

estimated the distance from Point Care to Point Gilbert as six miles.

If he meant from headland to headland, this is too short. But none

of the distances recorded by early navigators are to be trusted.

Furthermore, it should be remembered that breakers do not confine their

attentions to the _end_ of Monomoy Beach; they break indiscriminately

along its whole length; and breakers were what occupied Gosnold’s mind

in connection with Point Gilbert. Six miles is near enough for a guess

at the distance between Île Nauset and the nearest part of Monomoy

Beach--which being white with breakers, like the rest of its length,

was from Gosnold’s point of view as much a part of Point Gilbert as the

southern end of it was. The actual distance is about eight miles.

Some authorities, disturbed by another discrepancy in distance, push

the whole scene of Gosnold’s activities farther west and make Tucker’s

Terror and Point Care, Monomoy instead of Île Nauset, and contend that

Point Gilbert was the southeastern corner of Great Island, off Hyannis

Harbor, now called Point Gammon. One statement supports this theory;

Archer says that the distance from Cape Cod to Point Care was twelve

leagues; and that is about the right distance from the outer Beach

at Provincetown to Monomoy. But, as has been suggested, we must be

very cautious in accepting any mileage mentioned by early mariners.

It is well known that distances are deceptive when men are navigating

unfamiliar waters and are constantly watching for something ahead. Even

so accurate a cartographer as Champlain calls the distance from Nauset

to Chatham eighteen miles, whereas in fact it is about six. If Archer’s

guess of twelve leagues was right, it is the only instance of its kind

in the history of early Cape Cod navigation.

Point Gammon, too, is high and rocky, and Archer mentions no rocks

until the expedition reached the Elizabeth Islands. Furthermore, he

writes as follows of Point Gilbert: ‘We sent forth the boat to sound

over a Breach (that in our course lay) of another Point, by us called

Gilbert’s Point.... The nineteenth we passed over the breach of

Gilbert’s Point in foure or five fadome.’ The phrase ‘the breach of

the Point’ means the breakers rolling in over shoals that lay off the

point. Such shoals, as every seaman knows, lie off Monomoy, and Gosnold

sent his ship’s boat to try the depth of the water on them. If it had

been blowing, this would have been a suicidal maneuver. But Archer

tells us that the day was ‘faire.’ There are no such shoals off Point

Gammon.

CHAPTER III

It is impossible to do much more than guess at these figures because

our ancestors, with tantalizing piety, regarded Praying Indians as the

only ones worth counting, and they did not begin to count even these

until late in the seventeenth century. Various estimates follow:

Date Authority No. of Praying Reference

Indians

1674 Richard Bourne, in About 500 (old 1 M.H.S. Coll.,

letter to Major Gookin and young) I, 196 ff.

1685 Governor Hinckley’s 944 (plus three 4 M.H.S. Coll.,

Report to Stoughton times as many V, 132 f.

and Dudley children)

1698 Rawson and 1100 (approximately 1 M.H.S. Coll.,

Danforth’s --exclusive X, 129 ff.

Report of children)

In 1763, the census of Indians of all conditions and ages shows a total

of 515.

The most useful of these figures are Hinckley’s for 1685, and Rawson

and Danforth’s for 1698, because they agree pretty well. It is safe

to say that by 1698 (the date of Rawson and Danforth’s Report) nearly

all the Cape Indians were at least nominally praying Indians, for John

Freeman, in a letter to Hinckley, dated Eastham, 1685, says that most

Eastham Indians do ‘frequent their meetings on the Sabbath, except aged

and decrepit persons and infants and some extravagant fellows that

run from one place to another.’ (4 M.H.S. Coll., V, 131 ff.) So if

the number of praying Indians was about 1000 at this time, the total

number, including praying and non-praying, could not have been much

greater. War, civilization, rum, and most of all pestilence, had been

at work reducing them to this number for the past eighty years or so.

I hazard the guess that during these eighty years their number had

been decreased by half, and therefore give 2000 as the pre-pestilence

population. Only adults are included in these figures. If children are

included, this number may be multiplied by four.

CHAPTER IV

1. Frequently warning out of town was a purely nominal performance,

issued with no expectation or desire that it would be obeyed. Its

purpose in such cases was to protect the town against the possibility

of having the warned citizen ever become a town charge. ‘Admitted’

men, if they fell on evil days, were entitled to support by the town;

but those who had been warned out had no such rights, though they

might continue to live as respected members of the community. The town

fathers were sometimes indiscriminate and warned out all newcomers;

sometimes they warned only those whom they judged likely to become

paupers. (See J. H. Benton, _Warning Out in New England_, Boston, 1911.)

2. Mashpee is an exception. This district was held as a sort of

Reservation for the Indians and was not therefore comparable to the

other towns. It had five thousand acres of Common Land as late as 1869.

(Hearing before Committee on Indians at Mashpee, 1869, House No. 502,

page 13.)

CHAPTER IX

This was the opinion of less austere persons than Her Majesty. A

certain William Clap, of Provincetown, in a letter to Governor Dudley

in 1705, expressed the same conviction. He wrote in part as follows:

CAPE COD, _July 13th, 1705_

SQUIRE DUDLEY.

SIR:--After all due sarvis and Respects to your honnor wishing you

all hapynes boath hear and hear after I mack bould to inform your

honnor that i have liveed at the Cap this 4 year and I have often

every year sien that her maiesty has been very much wronged of har

dues by these coutry peple and other whall men as coms hear a whallen

every year which tacks up drift whales which was never killed by any

man which fish i understand belongest to har majesty and had i had

power i could have seased several every year....

Your hombled and unworthy sarvant

WM. CLAP

The Governor gave Clap a commission as water bailiff and a warrant to

prize drift whales. Thus do tale-bearers prosper when they carry their

tidings to the high places.

CHAPTER XI

There was some justice in this rejoinder, for though throughout its

entire colonial history, the Cape had not a single lighthouse to bless

itself with, and though for fourteen years after we became independent,

sailors had to steer by the stars alone in skirting Monomoy and Peaked

Hill Bars, yet once they began, our Congressmen kept on voting money

for lighthouses until the coast was adequately illuminated.

The first to be built on the Cape was Highland Light. Its foundations

were laid in 1797 on what the Reverend Levi Whitman of Wellfleet called

‘a mountain which is of solid clay in Truro.’ It stood unchanged

while two generations of sailors kept a safe offing on even the

darkest nights. Then in 1857 it was re-built into one of the foremost

lighthouses of the world, a position which it has held ever since. Its

182,000 candle-power lantern is unequalled by any other oil burner on

this continent.

It was soon evident that the varied maritime activities of New England

were a source of great profit to the country. Everything that aided

navigation was therefore encouraged in Congress, and another lighthouse

was put up in 1816 at Race Point, back of Provincetown. The fact that

the next to appear (1822) was on Billingsgate Island, at the entrance

to Wellfleet Harbor, shows clearly what the Government thought of the

Bay shore fisheries. This light and its nearest neighbor on the Bay,

built at Sandy Neck, Barnstable, four years later, guided the destinies

of fishermen and packet captains through the busy decades that

followed. To-day, though weeks pass without a single sail to relieve

the monotonous blue of the waters of the Bay, these two lights still

blink reminiscently, cheered by the chance of guiding an occasional

lobsterman or yachtsman to port.

In 1823, the Government took a grant to a piece of beach grass and

sand on Monomoy Point and later erected a lighthouse which showed

Chatham fishermen the way home and which, with the Great Point Light on

Nantucket, gave coastwise vessels a cross-bearing through the dangerous

water of the Sound. Georges Bankers were guided in safety around the

very tip of the Cape by the Long Point Light, which made its appearance

in 1826. A dozen years later--thanks largely to the exertions of the

same Mr. Collins who gave Emerson the information about wreckers--three

lighthouses were put up on Nauset Beach about a mile north of the

entrance to the Harbor. These, with the twin lights of Chatham, and a

smaller one at Hyannis, handed vessels on from lighthouse to lighthouse

all the way from the Nobsque Point Beacon at Falmouth (built in 1828)

to deep water beyond Peaked Hill Bars and the Race. The old stone

tower on Point Gammon went out of business when Bishop and Clark’s was

put up three miles south of it on a ledge in the Sound. Two others

were erected somewhat gratuitously, one at Pamet Harbor, Truro, in

1849 and the other at Wood End, Provincetown, in 1873. The former was

discontinued after six years, when the harbor silted up to a mere

creek; but Wood End still fills the gap between the Race and Long Point.

BIBLIOGRAPHY

GENERAL:

Bradford, _History of Plymouth Plantation_ (Mass. Hist. Soc. ed.

1912). Simeon L. Deyo (editor), _History of Barnstable County, Mass._

(N.Y., 1890). Dean Dudley, _Historical Sketches of Towns in Plymouth

and Barnstable Counties, Mass._ (Boston, 1873). Frederick Freeman,

_History of Cape Cod_ (Boston, 1858; printed for the author). John

Abbot Goodwin, _The Pilgrim Republic_ (Boston, 1888). Samuel Eliot

Morison, _Maritime History of Massachusetts_ (Boston, 1921). Mourt’s

_Relation_ (H. M. Dexter ed., Boston, 1865). Amos Otis, _Genealogical

Notes of Barnstable Families_ (Barnstable, 1888). _Population

and Resources of Cape Cod_ (Mass. Dept. of Labor and Industries,

Reprinted for the Cape Cod Chamber of Commerce, Boston, 1922).

Charles F. Swift, _Cape Cod_ (Yarmouth, 1897). Alexander Young,

_Chronicles of the Pilgrim Fathers of the Colony of Plymouth etc._

(Boston, 1841). Files of the Barnstable _Patriot_ and the Yarmouth

_Register_.

TOWN HISTORIES:

Charles W. Jenkins, _Three Lectures on the Early History of Falmouth_

(Falmouth, 1889). Herman A. Jennings, _Chequocket or Coatuit: The

Aboriginal Name of Provincetown_ (Yarmouthport, 1885). Everett I.

Nye, _History of Wellfleet_ (Hyannis, 1920). Rev. Enoch Pratt,

_A Comprehensive History, Ecclesiastical and Civil, of Eastham,

Wellfleet and Orleans etc._ (Yarmouth, 1844). Shebnah Rich, _Truro,

Cape Cod, or Land Marks and Sea Marks_ (Boston, 1884). Rev. Nancy W.

Paine Smith, _The Provincetown Book_ (Brockton, 1922). William C.

Smith, _A History of Chatham, Mass._ (Hyannis, 1909-1913). Charles

F. Swift, _Old Yarmouth_ (Yarmouthport, 1884). The Town Records and

Proprietors’ Records of all towns on the Cape.

For additional information regarding:

GEOLOGY AND CHANGES IN COASTLINE:

Prof. Albert Perry Brigham, _Cape Cod and the Old Colony_ (N.Y.,

1920) which I have followed very closely. Prof. Nathaniel Shaler,

_Geology of the Cape District_ (from 18th Annual Report of U.S.

Geological Survey, 1896-97). Henry Mitchell’s Article and Charts on

Monomoy (U.S. Coast and Geodetic Survey, 1886). Amos Otis, _Discovery

of an Ancient Ship_ (re-printed from New Eng. Hist. & Geneal.

Register, Albany, 1864). _Mass. Magazine_, Vol. III, 1791. Timothy

Dwight’s Travels, Vol. III.

INDIANS:

Pub. of Col. Soc. of Mass., 1911-13, Vol. 14, Transactions. Winslow’s

_Good Newes_. Smithsonian Report for 1883, _Notes on Wampanoag

Indians_, by Henry E. Chase. _Purchas His Pilgrimes_, III, XIX

(Glasgow, 1906). M.H.S. Proceedings, XXIV. Mary Farwell Ayer,

_Richard Bourne, Missionary to the Mashpee Indians_ (Boston, 1908).

Timothy Alden, _Collection of American Epitaphs and Inscriptions_

(N.Y., 1814). Jedidiah Morse, _Indian Report_, 1820. Hearing before

Comm. on Indians at Mashpee, Feb. 9, 1869 (House, No. 502). 1 M.H.S.

Coll. V; 2 M.H.S. Coll. III; 1 M.H.S. Coll. I; 1 M.H.S. Coll. VIII; 4

M.H.S. Coll. V; 1 M.H.S. Coll. X; 1 M.H.S. Coll. VI.

EXPLORERS:

Capt. John Smith, _Works_, Part II, 696 ff. (Edward Arber, ed.,

Westminster, 1895). Sam’l Champlain, _Voyages_ (Prince Soc. ed.

Boston, 1880). James Rosier’s _Narrative_, 3 M.H.S. Coll. VIII.

_Purchas His Pilgrimes_, III (Glasgow, 1906). Mourt’s _Relation_

(H. M. Dexter, ed., Boston, 1865). B. F. DeCosta, _Cavo de Baros,

or the Place of Cape Cod in the Old Cartography_ (N.Y., 1881). All

but the last of these contain also valuable information on the early

coastline and the Indians.

THE FIRST SETTLERS AND LIFE IN THE COLONIAL PERIOD:

Official Proceedings of the Quarter Millennial Celebration of

Sandwich and Bourne (Falmouth, 1890). J. H. Benton, _Warning Out

in New England_ (Boston, 1911). Geo. H. Moore, _Notes on Hist. of

Slavery in Mass._ (N.Y., 1866). Plym. Col. Rec. V. 173 f; VI, 15;

IX, 71. Barnstable Probate Rec. IX, 6; VIII, 473; XIII, 490; IV, 549

f; etc., etc. Daniel Wing, _Old Cape Cod Windmills_ (Library of C.

Cod Hist. & Geneal., No. 14, C. W. Swift, Yarmouthport). James Brown

Scott, _Robert Bacon, Life and Letters_ (N.Y. 1923). Timothy Alden,

_Memorabilia of Yarmouth_ (1 M.H.S. Coll. V). Roy H. Akagi, _The

Town Proprietors of the New England Colonies_ (U. of Penn. Press,

1924). Edwin Crowell, _A History of Barrington Township and Vicinity,

Shelburne Co., Nova Scotia, 1604-1870_. Diary of Sam’l Sewall (5

M.H.S. Coll. VI). William H. Whitmore, _Origin of Names of Towns in

Mass._ (M.H.S. Proc., Vol. 12). John W. Dodge, _Hist. of First Cong.

Ch., Yarmouth, Mass._ (Yarmouthport, 1873). Yarmouth _Register_,

March 9, 1837.

REVOLUTION:

Wm. Tudor, _Life of James Otis_ (Boston, 1823). MS. Diary of Benj.

Percival, of Sandwich. M.H.S. Proc., Vols. 16 & 23. Augustus C.

Buell, _Paul Jones, Founder of the American Navy_ (N.Y., 1903).

Francis Tiffany Bowles, _The Loyalty of Barnstable in the Revolution_

(Pub. of Col. Soc. Mass., Vol. XXV). Gardner Allen, _Mass. Privateers

in Revolution_ (M.H.S. Coll., Vol. 77. 1927). Diary of Wm. Russell

in Old Mill Prison, Jan. 22, 1781 (quoted by Frederick W. Snow in

pamph., _Snowden, Orleans, Mass._, privately printed). Publications

of Naval Hist. Soc., Vol. III, 1913. E. A. Grozier, _The Wreck of the

Somerset_ (Provincetown, 1887).

REVOLUTION TO CIVIL WAR ASHORE:

MS. Papers of Capt. Job Chase. Thomas F. Hall, _Shipbuilding in

East Dennis_ (Lib. of C. Cod Hist. & Geneal. No. 11, C. F. Swift,

Yarmouthport, 1925). Constitution and By-Laws of the Barnstable

Lyceum (Barnstable, 1824). _Address Delivered before the Brewster

Lyceum, 1836_ (Barnstable, 1836). Half-Centennial Celebration of the

Yarmouth Institute (Yarmouthport, 1893). Commonwealth of Mass. Report

of Commissioners on Cape Cod and East Harbors, Jan. 5, 1853 (Senate

No. 6) and Jan. 16, 1854 (Senate No. 5). Report of Committee on C.

Cod Harbor, 1857 (Public Doc. No. 36). Report of Commissioners on

Provincetown Dike 1872 (Senate No. 5). Senate Report on Condition of

Province Lands, Jan. 1838 (Senate No. 6).

WHALING:

Alex. Starbuck, _Hist. of Amer. Whale Fishery etc._ (appended to

report of U.S. Commission on Fisheries for 1875-76). John R. Spears,

_The Story of the New England Whalers_ (N.Y., 1922). Chas. B. Hawes,

_Whaling_ (N.Y., 1924). Kendall, _Travels_. Pub. of Col. Soc. of

Mass. Transactions, 1904-06, Vol. X. M.H.S. Proc., Vol. 43. John A.

Cook, _Pursuing the Whale_ (Boston, 1926). B. L. Shurtleff, _Songs at

Anchor_ (privately printed, 1922).

FISHERIES:

M.H.S. Coll., VIII. MS. notes on Wellfleet vessels, found among

papers of late Everett I. Nye of Wellfleet. MS. recording bounties

paid on porpoise tails. Geo. W. Field, _Report on Shellfisheries of

Mass._, in 41st annual report of the Commission of Fisheries and

Game. David L. Belding, _Report upon the Scallop Fisheries of Mass._

for the Commonwealth of Mass., Boston, 1910. Thoreau, Cape Cod.

Winthrop L. Marvin, _The American Merchant Marine_ (N.Y., 1919).

STORMS, WRECKS, ETC.

Alexander Young, _Chronicles of Massachusetts_. _Autobiography

of Zachary G. Lamson_ (Boston, 1908). Dow and Edmonds, _Pirates

of the New England Coast_ (Salem, 1923). Bliss Perry, _The Heart

of Emerson’s Journals_ (Boston, 1926). _Accounts of Shipwreck_,

by a Friend of Seamen (Brunswick, Me., 1823). J. W. Dalton, _The

Lifesavers of Cape Cod_ (Boston, 1902). James Freeman, _A Description

of the East Coast of Cape Cod etc., etc._ (Boston, 1802). _Elegy

on the Death of Capt. Isaiah Knowles and his crew etc., etc._

(contemporary broadside, 1806). I. Morton Small, _Shipwrecks on Cape

Cod_ (No. Truro, 1925).

THE MERCHANT MARINE:

Francis W. Sprague, _Barnstable and Yarmouth Sea Capts. and

Ship-Owners_ (privately printed, 1913). J. Henry Sears, _Brewster

Shipmasters_ (Yarmouthport, 1906). Octavius T. Howe & Fred’k C.

Matthews, _Amer. Clipper Ships_, 1833-58 (Salem Marine Research Soc.,

1926). _Old Shipping Days in Boston_ (State St. Trust Co., Boston).

_Some Merchants and Sea Capts. of Old Boston_ (ditto). _Other

Merchants and Sea Capts. of Old Boston_ (ditto). F. W. Howay, _John

Kendrick and His Sons_ (Oregon Historical Quarterly, Vol. 23, No. 4,

Dec., 1922). F. W. Howay, _A Ballad of the North West Fur Trade_

(New England Quarterly, Vol. 1, No. 1, Jan., 1928). Chas. G. Loring,

_Memoir of Wm. Sturgis_ (M.H.S. Proc., VII). _Elijah Cobb, a Cape Cod

Skipper_ (Yale Univ. Press, 1925). Basil Lubbock, _The Western Ocean

Packets_ (Boston, 1925), _Colonial Clippers_ (Glasgow, 1921). Arthur

H. Clark, _The Clipper Ship Era_ (N.Y., 1910). Samuel Eliot Morrison,

_The Old Merchant Marine_ (_Landmark_, Vol. V, No. 12, Dec., 1923).

CIVIL WAR:

Parker Pillsbury, _In Memoriam_, an address in memory of Capt. Prince

S. Crowell, delivered in East Dennis, Dec. 11th, 1881 (Clague &

Wegman, Rochester, N.Y.). R. B. Forbes, _To the Naval and Military

Committees_ (broadside in Harvard College Library).

THE CHURCH:

_Reports of Cases in the Courts of Star Chamber and High Commission_

(Sam’l Rawson Gardiner, ed.; printed for the Camden Society).

_Proceedings and Result of an Ecclesiastical Council, ex-parte_,

which met at West Barnstable, Mass., 27th Oct., 1868, to advise in

the case of Mr. Joseph Bodfish and Family (Boston, 1868). Nath’n’l

Morton, _New England’s Memorial_ (Boston, 1855). _Declaration

of Ministers in Barnstable Co. relating to the late Practise of

Itinerant Preaching_ (Boston, 1745). _Mortuary Record from the

Gravestones in Old Burial Ground in Brewster_ (Chas. Mayo, ed.,

Yarmouthport, 1898). _The Old Cemetery, Sandwich, Mass._, a paper

read before the Sandwich Hist. Soc., Oct. 20th, 1908. MS. Notes on

the Barnstable Come-Outers. _Cape Cod in Poetry, an Anthology_,

Joshua Freeman Crowell and Florence Hathaway Crowell, ed.

THE CANAL:

Numerous Arguments by S. W. McCall, E. C. Carrigan, Richard Olney,

and Robt. M. Morse, Jr., delivered before various Legislative

Committees relative to one Canal petitioner or another, 1887-91.

J. W. Miller, _Cape Cod and its Canal_ (1914). J. W. Dalton, _The

Cape Cod Canal_ (Sandwich, 1911). William Barclay Parsons, _Cape Cod

Canal_, an address delivered before the Boston Chamber of Commerce

May 25th, 1910. Senate, No. 241, 1883. Senate No. 218, April 9th,

1880. House, No. 459, 1882. _Report of the Joint Committee of 1860_

upon Proposed Canal etc., etc. (Pub. Doc. No. 41, printed, Boston,

1864). This volume is also extremely valuable for its statistics on

shipwrecks. James Winthrop, _Journal of a Survey in 1791 for a Canal

across Cape Cod etc._ (Boston Public Library Hist. MSS., No. 3,

1902). This journal is also interesting for overland travel before

stage-coaches.

INDEX

Abelino, 255

Abolitionists, 257, 289

Acadians, 105

Acorn, 237

Active, 223

Acts of Conformity, 304

Adams, Rev. Chas. S., 145

Adams, Rev. Hugh, 82, 283, 286

Adams, John, 66, 115, 129

Adams, Dr. Samuel, 120

Agenor, 255

Agrey, Thos., 146

Alden, John, 53

Alden, Rev. Timothy, 45, 283, 287

Alert, 250

Alexandria, 223

Allen, Capt. Howard, 255

Allen, Jolly, 130

Allen, Priscilla, 270

Allen, Wm., 270

Allen, Zachariah, 64

Altair, 191

American Hero, 141

American Navigation Club, 250

Amsterdam, 265

Anabaptists, 268

Anchor-dragging, 221

Andros, Edmond, 96

Antietam, 261

Anti-Slavery Riot, 257

Anti-Slavery Societies, 260

Anti-tobacco Society, 145

Archbishop of Canterbury, 267

Archer, 250

Archer, Gabriel, 308

Arctic, 254

Arctic Whaling, 178

Arminius, 285

Arrival, 191

Aspinet, 35

Atahualpa, 241

Atkins, Capt. David, 227

Atkins, Freeman, 74

Atkins, Captain Henry, 171

Atlantic, 148

Atlantic (Collins’ liner), 254

Atlas, 148

Atwood, D., 204

Atwood, H. & R. Co., 204

Atwood, Captain Nath’n’l, 159, 200

Atwood, Richard, 191

Awashonks, 173, 175

Azor, 255

Bachelors, penalized, 63

Bachiler, Stephen, 54

Bacon, Capt. Dan’l C., 240, 250, 252

Bacon, Edward, Esq., 117, 127

Bacon, John, 64, 79

Bacon, Judah, 80, 249

Bacon, Nath’n’l, 78, 80

Baker & Morrill, 254

Baker, Capt. Ezekiel C., 255

Baker, Capt. Isaiah, 193

Baldwin, Loammi, 296

Baltic, 254

Baptism, 268, 275

Baptist Church, 259

Baring’s Island, 175

Barlow, George, 270

Barnstable, 9, 12, 39, 55, 83, 91, 96, 126, 183, 188, 277

Barnstable County, 96

Barnstable Harbor, 9, 10, 16

Barrell Sound, 239

Barrington, N.S., 108, 128, 184

Bass Hole, 188, 294

Bass Pond, 56

Bass River, 29, 188, 205, 294

Bass Rock, 14

Bassett, Capt. Wm., 292

Battersly, James, 110

Baxter, Capt. James, 78

Baxter, Capt. Rodney, 249

Baxter, Thos., 74

Bay of Biscay, 92

Bay de Chaleur, 186, 198

Bearse, Augustian, 205

Bearse, Benj., 205

Bearse, Capt. Frank, 249

Bearse, Jas., 170

Bellamy, Sam’l, 216

Belle Creole, 305

Belle of the West, 149

Belmont, August, 301

Bering Strait, 178

Betsy, 139

Billingsgate, 60, 94, 170

Billingsgate Island, 9

Billingsgate Light, 310

Billingsgate Point, 25

Billington, John, 34

Bills of Credit, 107

Biscay shallop, 14

Bishop & Clerk’s Light, 311

Bishop of London, 267

Bishop of St. David’s, 267

Bishops, 266

Bitter water, 153

Blachford, Wm., 132

Blackfish, 165, 167

Blackfish Creek, 195

Blackfriars, 267

Blackwater Bay, 95

Blockade-runners (in Revolution), 124

Blockade-runners (in 1812), 141

Blockhouses, 79

Bloomer, 193

Boat fishermen, 185

Boat Meadow Creek, 218, 295

Bodfish, Asenath, 274

Bodfish, Benj., 274

Bodfish, Joseph, 274

Bodfish, Sylvanus, 274

Body of the People, the, 116

Booths, early houses, 76

Boston, Cape Cod & N.Y. Canal Co., 301

Bound Brook Island, 9

Bounty on cod, 185

Bourne, 30, 283

Bourne, Jos., 50

Bourne, Richard, 43, 283

Bourne, Shearsjushub, 50

Bourne, Thomas, 146

Bowdoin, Hon. James, 293

Boyter, Rev. Chas., 284

Braddock, defeat of, 106

Bradford, Wm., 10, 22, 31, 36, 58, 68, 208, 265, 292

Bravas, 51

Bray, 147

Brewster, 61, 135

Bridgewater, 47, 102

Bristol Co., 96

Brown, Capt. in British navy, 240

Brown, Wm. Wells, 259

Brutus, 230

Bryant & Sturgis, 241

Burgess, Benj., 148

Burgess, Capt. Nathaniel, 181

Burgess, Capt. Wm., 249

Burke, Capt. Edmund, 255

Burke, Edmund, 97

Burnell, 61

Bursley, Capt. Ira, 246, 250

Bursley, Capt. Joseph, 255

Buzzards Bay, 13, 15, 18, 52

Buzzards Bay Glacier, 4

Cabot, John, 13

Cabot, Sebastian, 13

Cahoon’s Hollow, 217

California trade, 250

Calvin, John, 285

Camel, 139

Camp Meetings, 282

Canada Expedition, 103

Canal, the, 206, 231, 292

Canootus, 64

Canton, trade with, 135

Cap Batturier, 17

Cap Blanc, 16

Cape Cod, 14, 94, 263

Cape Cod Canal Co., 297

Cape Cod Glacier, 4

Cape Cod Ship Canal Co., 298

Cape James, 19

Cape Race, 254

Cape Verde Islands, 51, 239

Caroline, 241

Casco Bay, 107

Cassidy, Dan’l, 222

Catholic Church, 290

Cattle, 71

Cedar, 16

Cedar Creek, 262

Centerville, 91

Cezer, 65

Challenger, 249

Champlain, Sam’l, 16, 37, 307

Chancellorsville, 262

Chariot of Fame, 246

Charming Betty, 146

Chase, Capt., Harwich abolitionist, 259

Chase, Job, 147

Chase, Job, Jr., 148

Chase, Capt. Josiah, 192

Chatham, 7, 89, 95, 184, 188, 216

Chatham & Harwich Mfg. Co., 146

Cheever, Rev. Edward, 288

Child, Richard, 61

China trade, 136

Chipman, Capt. Chas., 261

Christian Scientists, 290

Christopher Hall, 149

Church, the, 265

Church, Rev. A. J., 154

Church, Capt. Ben., 64, 101

Church Discipline, 273

Church of England, 265, 290

Church Music, 284

Cincinnatus, 191

Circuit Courts, 84

City of Columbia, 255

Civil War, 257

Clams, 200

Clap, Wm., 93, 310

Clara Bell, 224

Clark, Rev. Edgar, 281

Clark’s Island, 25

Clay Pounds, 4, 7, 212

Clifton, Richard, 265

Clinton, Chas., 214

Clinton, De Witt, 214

Clinton, Gov. Geo., 214

Clinton, Gen. Jas., 214

Clipper Ship Era, 248

Clothing, 71

Cobb, Capt. Elijah, 144, 242

Cobblers, 71

Cobb’s Hill, 277

Cod Fisheries, 182

Coggin, Henry, 64

Coggswell, Dr., 280

Cold Storage, 199

Cole, John, 217, 227

Collins, of Nauset light, 221

Collins, Benj., 65

Collins, E. K., 247, 253

Collins, Gamaliel, 171

Collins, Capt. John, 142, 144, 211, 246, 253

Collins, Jonathan, 222

Collins Line, 253

Columbia, 239

Columbus, 230

Combatant, 40

Come-Outers, 257, 260, 278, 288

Comet, 236

Commissioners of the Crown, 89

Commodore Hull, 234

Commodore Morris, 177

Common Land, 68

Communism, 67, 69

Concord, 14

Confidence, 230

Congregational Church, 57, 266, 271

Congress, 175

Conqueror, 255

Constitution, 144

Conventicles, 267

Cook, John, 144

Cook, Capt. John A., 173, 178, 181

Copeland, John, 269

Coppin, Rob’t, 24

Coquette, 249

Corn, 23, 72

Cornhill, 24

Cotton, Rev. John, 64, 276

Cotuit, 15, 42, 91, 204

Cotuit Neck, 91

Covenant, of Congregational Church, 266

Creole, 220

Cressy, Capt. Josiah P., 250

Crocker, Loring, 152

Crocker, Capt. Rowland, 244, 246

Crocker, Capt. Sam’l, 114

Crocker, Wm., 61

Crocker & Warren, 250

Crocker’s Tavern, 141, 156

Crosby, C. Worthington, 147

Crosby, Herbert, 147

Crosby, Horace, 147

Crosby, H. Manley, 147

Crosby, Wilton, 147

Crow, John, 54, 79, 84

Crowell, Elisha, 147

Crowell, Capt. Isaiah, 243

Crowell, Jeremiah, 148

Crowell, Capt. Prince, 149

Crowell, Capt. Seth, Jr., 249

Crowell, Thos., 108

Crown Point, 98, 105

Cudworth, Jas., 271

Cumberland, 130

Cummaquids, 28

Curtis, Paul, 248

Cushman, Robt., 67

Dabney, Chas., 255

Dalmatia, 191

Damon, Rev. Jude, 287

Danforth, Capt., 223

Dangerfield, 92

Davenport, Addington, 65

Da Verrazano, Giovanni, 13

Davis, Nicholas, 91, 205

Davis, Thos., 217

Davis, Wendell, 295

Davis Straits, 171

Dead Man’s Hollow, 130

Declaration of Independence, 126

Declaration of Rights, 84

Deerfield, 104

Delano, Warren, 249

Democracy, 60

Dennis, 11, 88, 135, 188, 277

Dennis, Rev. Josiah, 135, 283

Depreciation of currency, 106

Deputies, 83

Dermer, Thos., 14, 33

Deville, Wat., 61

Dexter, cand. for Gov., 139

Dexter, Rev. Henry M., 275

Dexter, Philip, 76

Dill, Nathaniel, 111

Dillingham, houses, 78

Dillingham, Capt. James S., Jr., 249, 251

Dillingham, Simeon, 146

Dimmock, Jos., 125, 129

Dimock, Thos., 56, 84

Dinah, 65

Doane, Edmund, 108

Doane, Col. Elisha, 172

Doane, Freeman, 219

Doane, Joseph, 217

Doane & Knowles, wreckers, 220

Dogtown, 154 & note

Donald MacKay, 251

Dover Cliff, 15

Dover, 246

Dramatic Line, 142, 247

Drew, Benj., 14

Drift Whales, 164, 287, 310

Duck Creek, 195, 198

Duck Harbor & Beach Co., 146

Dudley, Gov., 93

Dutch, 292

Duxbury, 53

Dwight, Rev. Timothy, 155, 233

Dyer, Capt. Solomon H., 211

Eagle’s Flight, 235

East Dennis, 148

Eastham, 7, 11, 16, 25, 39, 58, 83, 87, 92, 94, 173, 184,

188, 277

East Harbor, 11, 23, 159, 170

Eastham & Orleans Canal Proprietors, 295

Eel River, 102

Elders, 266

Eldredge, cartographer, 212

Eldredge, Capt. Marshall W., 228

Eldredge’s shoal, 212

Eldridge, Capt. Asa, 246, 250, 254

Eldridge, Capt. John, 246, 250

Eldridge, Capt. Oliver, 246, 249

Eldridge, Robt., 80

Eliza, 241

Eliza Adams, 175

Elizabeth Islands, 4, 15, 124, 209

Ellen Sears, 149

Ellis, Abner, 148

Ellis, Seth, 229

Embargo, 136, 234, 244

Emeline Charlotte, 222

Emerson, R. W., 221

Emery, Rev. Stephen, 287

Emigrations, from Cape, 107

Emulous, 147

Episcopal Church, see Church of England

Epsom salts, 153

Exit, 148

Express, 204

Falkland Islands, 172, 239

Falmouth, 88, 91, 124, 140, 173, 175

Fanny, 238

Farmer, 225

Fessenden, Rev. Benj., 283

Fessenden, Samuel, 298

Fessenden’s tavern, 156

Feudalism, 127

Fifth N.Y. Volunteers, 262

Finns, 79, 201, 290

Firing the woods, 31

First Discovery, the, 23

First Encounter, the, 25

Fish, Rev. Phineas, 51

Fisheries, 109, 182

Fishermen, 108, 190

Fish-flakes, 186

Fish Weirs, 198

Fitzpatrick, 228

Flannagan, DeWitt, 301

Flannagan, Wm., 301

Flax, 233

Fleetwing, 249

Florida, 254

Flying Cloud, 250

Flying Dragon, 249

Flying Scud, 249

Forbes, John M., 300

Forbes, R. B., 261

Fort Duquesne, 98, 105

Fort Washington, 240

Foster, Stephen, 258

Fox, 223

Fox, Alfred D., 299

Francis, 222

Franklin, 148, 230

Franklin, B., 169

Franklin, Benj., 129

Fredericksburg, 261

Freddie W. Alton, 147

Free Independent Church of Holiness, 291

Freeman, Abigail, 115

Freeman, Edward, 53, 84

Freeman, Fred’k, 142

Freeman, Jas., 50, 152, 225

Freeman, John, 50, 309

Freeman, Joshua, Jr., 255

Freeman, Col. Nath’n’l, 114, 116, 119, 293

Freeman, Maj. Nath’n’l, 151

French and Indian Wars, 102, 277

Friends, see Quakers

Friendship, 129

Gambrel-roofs, 78

Game Cock, 252

Garnet, 209, 247

Garrett, Richard, 36

General Arnold, 128

General Court, 83

General Leslie, 129

Geology, 3

George, Sachem, 60

George and Ann, 212

George Shattuck, 237

Georges Banks, 5, 188, 197, 209

Gettysburg, 262

Glaciers, 3

Glass, Jas., 64

Glauber Salts, 152

Glidden and Williams, 150

Glory of the Seas, 255

Gookin, Maj., 309

Gorham, Col. David, 104

Gorham, John, 65, 184

Gorham, Capt. John, 100, 108

Gorham, Lieut. Col. John, 102

Gorham, Col. John (Grandson of Capt. John), 104, 108

Gorham, Col. Shubael, 104, 107

Gorham, Me., 107

Gorham, Sturgis, 126

Gorhamtown, see Gorham, Me.

Gosnold, Bartholomew, 14, 18, 33

Gosnold’s Hope, 15

Government, 83, 97, 273

Grand Banks, 104, 184, 189, 198

Grampus Bay, 25

Gratitude, 255

Gravina, 249

Gray, Capt. Robt., 239

Great Awakening, the, 277

Great Herring Pond, 206

Great Island (Wellfleet), 9

Great Island (West Yarmouth), 308

Great Marshes, 79, 91, 156

Great Point Light, 311

Great Pond, 289

Green, Rev. Joseph, 283, 287

Greenleaf, Rev. Daniel, 169, 283

Greenwich Village, 159, 291

Griffith’s Island, 9

Guerrière, 144

Habbamock, 40

Half-way Covenant, 275

Halifax, part of Plymouth, 102

Hall, Christopher, 149

Hall, Capt. John Turner, 255

Hall, Henry, 75

Hall, Samuel, 204, 248, 252

Hall, Thos. F., 150

Hallett, Capt. Alvin S., 249

Hallett, Andrew, 80

Hallett, Capt. Ansel, 235

Hallett, Col. Enoch, 123, 130

Hallett, Timothy, 142

Hamblin, Capt. Caleb, 174

Hamblin, Mrs. Caleb, 175

Hamblin, Gen. Joseph E., 262

Handy, Capt. Wm., 147

Harding, Samuel, 217, 219

Harlow, Ed., 14

Harper, Robt., 272

Harwich, 91, 95, 135, 173, 184, 188, 277

Hatch, Capt. Freeman, 249, 253

Hatch, Jonathan, 64, 205

Hathaway Ponds, 293

Hatherly, 271

Hawaiian Islands, 240

Hawes, Ebenezer, 81

Hawes, Deacon Jos., 110

Hawley, Rev. Gideon, 50

Hay Grounds, see Great Marshes

Head of Pamet, 210

Hector, 65

Hector’s Nook, 65

Hector’s Stubble, 65

Henry Trowbridge, 174

Herring, 71, 187, 206

Herring Cove, 209

Herring River (Wellfleet), 195

Herring River (Sandwich), 292

Herschel, Clemens, 297

Herschel’s Island, 179

Higgins, R. R. & Co., 204

Higginson, Henry L., 300

Highanos (Hyannis), 123

High Head, 7, 23

Highland House, 223

Highland Light, 310

High Pole Hill, 280

Hinckley house, 78

Hinckley, Ebenezer, 64

Hinckley, Capt. Frank, 255

Hinckley, Deacon John, 12

Hinckley, Jos., 64

Hinckley, Capt. Matthias, 234

Hinckley, Gov. Thomas, 88, 90, 95, 100, 109, 270, 273, 309

Hippogriffe, 149

Hippogriffe Rock, 149

Hip-roofs, 78

Hobbamock, 38

Hockanom, 147, 294

Hog’s Back, 170

Hog’s Back Meetinghouse, 192

Holbrook, Capt. Jesse, 172

Holder, Christopher, 269

Holland, 265

Holway, Jos., 166

Holy Rollers, 291

Hope, Mary Ann, 148

Hope’s Lady, 148

Hopkins, Nathaniel, 147

Hopkins, Stephen, 54

Hottinger, 246

House of Commons, 97

Houses, 76

Howes, Alvin, 260

Howes, Capt. Benj. P., 254

Howes, Thos., 54

Howes, Capt. Wm. F., 150

Howland’s Tavern, 156

Huckins, Thos., 61, 82, 183

Hudson, Henry, 13

Hull, Rev. Joseph, 56, 76

Humbert, Capt. Wm., 280

Hunt, Capt. Thos., 19, 35

Hyannis, 91

Hyannis Light, 311

Hyannisport, 91, 147

Île Nauset, 6, 15, 19, 307

Importer, 255

Impressment, 135

Indian Neck, 24

Indians, 27, 53, 59, 104, 308

Ipswich, 52

Itinerant preaching, 278

Iyanough (spelled also Yanno), 34, 91

Jacob, Henry, 57

James II, 96

James Baines, 251

Jane, 242

Java, 220

Jefferson, Thos., 135, 137

Jenkins, Chas., 290

Jenkins, Capt. Chas. E., 249

Jenkins, Capt. Weston, 140

Jenny Lind, 221

Jeremiah’s Gutter, 218, 295

Jew and Gentile, 148

Joel, 64

Johnston, R.I., 30

Jones, Captain of Mayflower, 23

Jones, Edgar, 236

Jones, Capt. Silas, 173, 175

Josephus, 222

Julian, John, 217

Juries, 115

Karlsefne, Thorfinn, 13

Kauai, 240

Kelly, Capt. David, 249

Kelly, Hattil, 151

Kendall’s _Travels_, 155

Kendrick, Capt. John, 238

Kidd’s Hill, 294

Kiehtan, 40

King, Dr., Bishop of London, 267

King Philip’s War, 28, 39, 46, 98

King William’s War, 98, 103

Kit Carson, 149

Klondike, 255

Knowles, Capt. Allen, 246

Knowles, Capt. Isaiah, 230

Knowles, Capt. Joshua, 209

Knowles, Capt. Josiah, 255

Knowles, Capt. Winslow, 142

Knowles, Zack., 210

Kutuzoff, 141

Labrador, fisheries, 186, 198

Lady Hope, 148

Lady Washington, 239

Lake Erie, battle of, 144

Lamson, Zachary, 216, 225

Landowners, 53

Land problems, 55, 61

Latter Day Saints, 291

Law Courts, 84

Lawrence, Gov. of N.S., 109

Leading Wind, 255, 305

Leddra, I. I., 268

Leddra, W., 268

Lee, Rev. Jesse, 280

Leif the Lucky, 13

Leonard, Geo., 124

Lewis Bay, 15, 91, 205, 294

Lewis, Rev. Isaiah, 287

Lewis, John, 170

Lewis, Richard, 147

Leyden, 265

Liberty poles, 118

Life-saving, 221, 226, 231

Lighthouses, 224, 310

Lightning, 251

Linnel, Robt., 71

Livermore, Col., 300

Liverpool, 247, 250

Liverpool, N.S., 109

Liverpool packets, 245

Lobsters, 187

Lockwood, Frederick A., 298

Lombard, 57

London, 230

Longfellow, 237

Long Island, 204

Long Point, 9, 11, 22

Long Point Light, 311

Lopar, Jas., 164

Lothrop, Capt., 213

Lothrop, Capt. Ansel, 255

Lothrop, Barnabas, 97

Lothrop, Rev. John, 57, 62, 267

Louisburg Expedition, 98, 104

Love, 148

Lovell, Geo., 260

Low, John, 225

Loyalists, 113, 119, 124

Lubra, 254

Luella Nickerson, 203

Lutherans, 290

Lyceums, 157

Lyford, John, 62

Lyman, Theo., 241

Lynn, 52

Lysander, 148

Macao Roads, 241

Machin, Thos., 293

Mackerel-catching, 187, 192

Mackoachy, 217

Madison, James, 141

Magee, Capt. James, 128

Magee storm, the, 128

Mail, 157

Mail, 234

Majestic, 137

Making fish, 184, 186

Mallebarre, 16

Mann, Rev. Isaiah, 273

Manomet, 9, 36, 52, 208, 292

Manomet River (called also Monument River), 52, 206, 292

Manomets, 28

Marblehead, 109

Marchant, Crocker, 147

Marianne, 238

Mariner, 191

Marshes, 10, 53

Marston, Nymphas, 127

Marston, Judge Nymphas, 274, 288

Martha’s Vineyard (Gosnold’s), 15, 18, 42, 124, 129

Marvellous Strands, 13

Mary Anne, 216

Mary Dunn’s Road, 28, 260

Mashpee, 43, 49, 309

Massasoit, 28, 32, 34, 38

Massachusetts, 220

Massachusetts Bay Colony, 98

Massachusetts Humane Society, 224

Massachusetts Maritime Canal Co., 301

Mather, Cotton, 277

Mattakees (also Matacheese, etc.), 28, 55

Mattaquason, 60, 89

Matthew, Rev. Marmaduke, 285

Maushop, 42

Mayflower, 6, 20, 26

Mayflower Compact, 21

Mayo, 57

Mayo, Elmer, 228

Mayo, Capt. Isaac F., 224

Mayo, Capt. Matthew, 142

McCall, Hon. S. W., 295, 298

McFingal, poem, 118

McKay, Donald, 246, 248, 255

Medford rum, 243

Medicine men, see Powahs

Mellen, Rev. John, 294

Memnon, 249

Menhaden, 193

Merchant Adventurers, the, 62, 84, 265

Merchant Marine, 232

Metcalfe, Rev. Joseph, 285

Methodists, 280

Middleboro, 99, 102

Militia Companies, 82

Millennium Grove, 282

Miller, Rev. John, 285, 287

Millers, 74

Mills, 73

Mitchell, Henry, 296

Modena, 236

Monomoy, 7, 15, 17, 208, 213, 228, 295, 307

Monomoy Light, 311

Monomoyick, 89

Monomoyicks, 28

Monument River (see Manomet River)

Mooncussers, 130, 214

Mormons, 291

Morton, Nathaniel, 272

Mount Hope, 101

Mourt’s Relation, 10, 24

Mutual Council, 275

Nantasket Beach, 252

Nantucket, 42, 109, 124, 129, 140, 164, 173

Nantucket Shoals, 5, 188

Nantucket Sound, 216

Napoleonic Wars, 135

Narragansett No. 7, 108

Narragansetts, 30, 100

Nauhaught, Elisha, 45

Nauset, 58

Nauset Beach, 7, 208, 212, 216

Nauset Harbor, 8, 16, 29, 211, 218, 295

Nauset Light, 221, 311

Nausets, 28, 38

Naushon, 15

Naushon, 237

Neutral Trade, 135, 242

New Amsterdam, 30

New Bedford, 164

New Lights, 278, 280

Newcastle, 139

Newcomb’s Tavern, 119

Newfoundland, 184, 187

Niagara, 98, 105

Nickerson, Carleton, 203

Nickerson, Capt. Eldad, 108, 184

Nickerson, Wm., 89

Nimrod, 140

Nina, 212

Nine-Mile Pond, 206, 236, 293

No Horns, 148

Nobsque Point Beacon, 311

Nootka Sound, 239

Norsemen, 13

North Brewster, 29

North Kingston, R.I., 100

North Star, 250

North Truro, 6, 23

Northern Light (packet), 233, 237

Northern Light (clipper ship), 249, 253

Northwest Fur Trade, 238, 240

Norton, Humphrey, 272

Nott, Chas., 191

Nova Scotia, 99, 105, 188

Nye, Everett, 95

Oahu, 240

O’Brien, Ed., 61

Ocean, 173

Old Colony & Interior Canal Co., 301

Old Mill Prison, 128

Old Moll, 65

Old Town Harbor, 129

Old Worden, 61

Oldham, John, 62

Onions, 233

Orleans, 7, 9, 95, 135, 187

Orissa, 230

Osborn, Dr. John, 164

Osborn, Rev. Samuel, 285

Osterville, 147

Ostrich, 147

Otis, 244

Otis, Col. James, Sr., 116, 119, 132

Otis, James, Jr., 66, 106, 112, 132

Otis, John, 292

Otis, Col. Joseph, 114, 118, 123, 126, 130

Oyster Island, 91, 205

Oysters, 91, 187, 203

Pacific, 254

Packets, 233 (See also Liverpool Packets.)

Paddock, Ichabod, 164

Paine, Elisha, 222

Paine, Elisha, (Baptist preacher), 278

Paine, Gamaliel S., 191

Paine, Henry, 191

Paine, Jonathan, 65

Paine, Joshua Caleb, 211

Paine, Thos., 74

Paine, Thos., Jr., 92

Palisades, 79

Palmer, Capt. Nathaniel, 248

Palmer, Rev. Samuel, 66

Pamet Harbor, 196

Pamet Light, 311

Pamet Proprietors, 92

Pamet River, 24, 147, 294

Pamets, 28, 92

Parker Cook, 177

Parker, Henry, 155

Parker, Joseph, 285

Parker’s River, 74

Parliament, 97

Parsons, Barclay, 301

Peace of Aix-la-Chapelle, 98, 105

Peace of Paris, 99, 105

Peace of Ryswick, 103

Peace of Utrecht, 98, 104

Peaked Hill Bars, 7, 130, 208, 222, 224, 295

Peaked Hill Bars L.S.S., 227

Peat, 12, 285

Peg, 65

Pell, Rev. Edward, 280

Penniman, Capt. Edward, 173

Penniman, Eugene, 173

Penobscot Bay, 102

Pepperell, Sir Wm., 105

Pequot War, 63

Perault, Major P. H., 296

Percival, Benj., 120

Percival, Capt. Thos., 234

Peruvian, 222

Perry, Commodore, 144

Phantom, 249

Philanthropic, 148

Phinney, Capt. John, 108

Phipps, Sir Wm., 97

Pierce, Capt. Ed., 199

Pierce, Capt. John, 101

Pilgrim, 255

Pilgrims, 11, 20, 265

Pillsbury, Parker, 258

Pirates, 255

Plague, 47

Plains of Nauset, 5

Plymouth, 52, 58, 63, 67, 83, 102

Plymouth Colony, 52, 83, 95

Plymouth County, 96

Pocknet, 51

Point Care, 15, 307

Point Gammon, 17, 308, 311

Point Gilbert, 15, 307

Poke, 31, 42

Pomona, 211

Pomp, 65

Pond Village, 23

Ponds, 5

Pooke, Sam’l, 149, 250, 253

Poole, 94

Poponesset, 205

Population, of Cape, 263

Porpoise tails, 184

Port aux Huitres, 16

Port Fortuné, 18

Porter, Capt., 140

Port Royal, 104

Portland storm, 212

Portuguese, 93, 290

Postboy, 234

Post-riders, 156

Poutrincourt, 16

Powahs, 40

Pratt, Rev. Enoch, 215, 287

Praying Indians, 44, 51, 308

Pnieses, 40

Primrose, 191

Prince, Thos., 88, 90, 95, 272

Prince, Rev. Thos., 292

Proprietors, 69, 85

Province Lands, 162

Provincetown, 9, 11, 92, 104, 121, 137, 160, 172, 182,

186, 188, 194

Purchasers and Old Comers, 58

Quahaugs, 202

Quakers, 88, 91, 268, 273, 279

Quebec, 104

Queen Anne’s War, 98, 103

Queen Charlotte Islands, 239

Quit-rent, 96

Quivet Creek, 188

Race Point, 7, 209

Race Point Light, 310

Race Run, 7, 162

Radiant, 236

Ragget, Commodore, 137, 142

Railroad, 154, 236

Rasière, 30

Raven, 249

Rawson and Danforth’s report, 309

Rebecca, 148

Red Jacket, 149, 250

Rehoboth, 47, 101

Reign of Terror, 242

Reindeer, 143

Resolution, 128

Retaliation, 140

Revenue, 149

Revolution, the, 112, 133, 172, 182, 185, 188

Rhode Island, 100

Rich, Daniel, 167

Rich, Elisha, 191

Rich, Joseph, 191

Rich, Lucy, 122

Rich, Capt. Matthias, 209

Rich, Capt. Reuben, 144

Rich, Shebnah, 263

Rich, Wm., 191

Rich, Capt. Zoeth, 234

Ringleader, 305

Robespierre, 242

Robin Hood, 249

Robinson, Isaac, 269

Robinson, Rev. John, 265, 284

Rochester, 116

Rock Harbor, 139

Rogers, Henry, 147

Rogers’ Shoal, 212

Rolla, 219

Roosevelt & Joyce, 250

Roscius, 142, 211, 247, 250

Royal Arch, 236

Royal Hope, 148

Russell & Co., 249

Russell, Rev. Jonathan, Jr., 277

Ryder, Deacon, 45

Rye, 72

Rymer, Capt., 212

Sagamore, 148

Sailor’s Creek, 262

St. Johns, 243

St. Suzanne de Cap Blanc, 16

Sally, 130

Salt-boxes, 78

Salt works, 138, 150, 187, 233

Sandalwood, 240

Sandwich, 39, 52, 83, 87, 123, 125, 145, 173, 276

Sandwich Glass, 145

Sandwich Guards, 261

Sandy Neck, 9, 69, 156, 169

Sandy Neck Light, 310

Sanford, Ephraim, 142

Santuit River, 42

Sarah, 64

Sarah Fort, 224

Sassafras, 16

Saugus (see Lynn)

Sausamon, 99

Savage Rock, 14

Saxuant, 64

Schools, 109

Schott, Capt., 225

Scituate, 52, 57, 102

Scorton Hill, 156

Scrooby band, 265

Scudder, Daniel, 289

Scudder, Hon. Zeno, 190

Scudder’s Lane, 184

Scusset Creek, 52, 292

Scusset Marshes, 300

Sea Serpent, 169

Sealing, 174

Seals, 184

Sears, Capt. David, 149

Sears, Capt. Dean, 236

Sears, Capt. Elisha F., 255

Sears, Capt. John, 155

Sears, Capt. Joseph H., 236

Sears, Capt. Joshua, 249, 252

Sears, Reuben, 151

Sears, Richard, 56

Sears’ Tavern, 156

Second Discovery, the, 24

Second Massachusetts Regiment, 104

Seekonk, 101

Selectmen, 84

Separatists, 278, 280

Sesuit, 148

Seventh Massachusetts Regiment, 104

Sewall, Samuel, 65, 292

Seward, Wm., Jr., 298

Shakespeare, 247

Shaler, Nathaniel, 294

Shaving-mills, 125

Shaw, Rev. Philander, 288

Shaw, Quincy A., 300

Sheep, 71

Shipbuilding, 146

Shiverick, Asa, 148

Shiverick, Asa, Jr., 148

Shiverick, David, 149

Shiverick, Paul, 149

Shiverick, Samuel, 273, 285

Shoal Hope, 14

Shooting Star, 249

Shootflying Hill, 12

Shore whaling, 167, 171

Shovelful Shoal, 228

Shute, Gov., 218

Siddons, 248

Silva, John, 224

Simpkins, Rev. John, 276

Simpkins, Rev. Nathaniel, 158

Skinnaquits Fishing Co., 146

Slavery, 63

Small, Isaac Morton, 7

Smith, Archelaus, 108

Smith, Daniel, 289

Smith, David, 171

Smith, Hezekiah, 128

Smith, Capt. John, 19, 307

Smith, John, 269

Smith, Jonathan, 108

Smith, Samuel, 65

Smith, Solomon, 108

Smith, Thos. (of Sandwich), 292

Smith, Thos. (of Orleans), 217

Snake Hole, 148

Snow, Ambrose, 191

Snow, Ambrose, Jr., 191

Snow, David, 122

Snow, John, 170

Snow, Capt. Nathaniel, 143

Snow Squall, 249

Somerset, 8, 121, 130

Somerville, 263

Southack, Capt. Cyprian, 218, 294

South American, 150

South Channel, 210

South Channel Glacier, 5

Southern Cross, 249, 254

South Sandwich, 120

South Sea, the, 91, 204

South Side, 20

Sparrow, Lieut., 101

Sparrowhawk, 35, 212

Spencer, 137

Spencer, Sarah, 111

Sprague, Capt. Caleb, 249

Spring Hill Beach, 9

Squadron system, for schools, 109

Squanto, 34

Staddles, 69

Stagecoaches, 155, 233

Stage Harbor, 17

Standish, Capt. Miles, 22, 32, 38, 53, 55

Star of Peace, 255

Stevens, Capt. Levi, 249

Stewart, Joseph, 213

Stocks, 86

Stone, Lucy, 258

Storms, 128, 191, 208

Stout’s Creek, 23, 225

Straits of Belle Isle, 187

Stubbs, J. A., 204

Studley, Luther, 147

Sturgis, Capt. Sol., 173

Sturgis, Capt. Wm., 144, 240

Succonessitt, 90

Succonessitts, 28

Sullivan, James, 295

Superb Hope, 148

Surinam, 136

Swallowtail Line, 246

Swamp Fort, 100

Swedenborgians, 291

Swift, Chas. F., 262

Symon, 64

Tanners, 71

Tarpaulin Cove, 124, 140

Taunton, 47, 102

Taverns, 81, 119, 141, 145, 156, 213

Telegraph, 204

Temperance Society, 145

Thacher, Anthony (settler of Yarmouth), 54, 61

Thacher, Anthony (shipbuilder), 147

Thacher, Ezekiel, 260

Thacher, Capt. John, 169

Thacher, John, 156

Thacher, Capt. Joseph, 104

Thacher, Thos., 170

Thayer, Dr. Wm., 122

Thievish Harbor, 25

Third Discovery, the, 24

Thomas, Geo., 250

Thompson, Chas. M., 301

Thoreau, Henry, 206, 233

Thornton, Rev. Thos., 276, 283

Thornton, Thos., 275

Thornton, Timothy, 237

Thorwald, 13

Tidal Wave, 212

Tisquantum, see Squanto

Titan, 250

Titles, 62

Titus, 66

Tobacco, 31

Tobey, Gerard C., 299

Tories, see Loyalists

Town Cove, 218, 294

Train, Enoch, 247

Trawling, 190

Treat, Rev. Samuel, 44, 278, 283, 288

Treaty of Ryswick, 98

Trout Grave, 43

Trumbull, 226

Truro, 7, 23, 44, 92, 94, 121, 171, 183, 189, 196, 263

Try-Yard, 69

Tucker’s Terror, 15, 307

Tupper, Rev. Thos., 283

Tuskaloosa, 251

Two Friends, 140

Twin Lights, Chatham, 311

T. Y. Baker, 198

Ulysses, 230

Union Wharf Co., 146, 195

Unitarians, 290

Universalists, 290

Upham, Rev. Caleb, 120

Vancouver Is., 239

Vanderbilt, Cornelius, 250

Varnum, Jos. B., 139

Vesper, 210

Victory (schooner), 142

Victory (ship), 255

Vineyard Sound, 124

Viola, 179

Virginia Company, 21

Volusia, 230

Wadena, 228

Walley, John, 97

Walley, Rev. Thos., 47, 272

Wallfleet oysters, 95

Wampanoags, 28

Wampum, 30

Wanderer, 181

War of 1812, 135, 142, 237, 245, 295

Ward, Artemus, 267

Wareham, 116

Warning out, 60, 309

Warwick, Earl of, 52

Washington, Geo., 293

Water power, 73

Water Witch, 209

Watson, Amelia, 73

Webb, Rev. Benj., 288

Webb, Wm. H., 248

Webb’s Island, 6, 307

Webfoot, 149

Weekes, Jonathan, Jr., 71

Weir Village, 294

Wellfleet, 7, 9, 16, 25, 94, 172, 187, 189, 195, 198, 203

Wellfleet Manufacturing Co., 145

Wessagussett, 38

West Barnstable Brick Yard, 4

West Dennis, 147

West, Fred, 179

Westervelt, Jacob A., 248

West Indies, 104, 107, 134, 148, 184, 194

Weymouth, 56

Weymouth, Geo., 14

Wezzle, Mrs., 130

Whale, 171

Whaleboat fleet, 103

Whaling, 129, 164, 187

Whaling Grounds, 68, 70, 168

Whaling Song, 164

Wheat, 72

Wheat, Joseph, 191

Wheelwright, Lot, 148

Whidaw, 216

Whirlwind, 249

Whitcomb, John, 147

White, Peregrine, 24

White, Thos., 191

Whitefield, Rev. Geo., 277

White’s Brook, 294

Whitman, Rev. Levi, 310

Whitney, Henry M., 297

Wickford, 100

Wild Hunter, 149, 249, 252

Wilkes, 215

William and Mary, 97

Williams, Rev. Abraham, 66

Williams, Rev. S., 158

Willie Swift, 147

Winchester, Titus, 66

Windmills, 73

Winged Arrow, 249

Winslow, Ed., 38, 40

Winslow, Kenelm, 80

Winslow, Josiah, 59, 95, 273

Winthrop, James, 155, 293

Wiswall, Rev. Ichabod, 272

Wolftrap Neck, 145

Woodbury, Peter, 225

Wood End, 11

Wood End Light, 311

Woods, 10

Woods Hole, 13, 125

Wreck Cove, 213

Wreckers, 220, 231

Wrecks, 212

Writs of Assistance, 66, 113

Wright, 61

Yarmouth, 34, 39, 54, 83, 188, 196, 277

Young, Elisha, 184

Young Tell, 236

=Transcriber’s Notes=

New original cover art included with this eBook is granted to the

public domain.

Perceived typographical errors have been silently corrected.

Inconsistencies in hyphenation and compound words have been maintained

as printed.

Illustrations have been moved nearer to the text to which they refer.

The list of illustrations has been updated to reflect these changes.