Remembering Hannah Jumper...

Walking in Hannah’s Footsteps…    

       

Old Fifth Parish Cemetery, Rockport, MA

            I live right next to a fine old New England cemetery, and here in the summertime, I walk through the cemetery on my way to go swimming every day. 

            When I walked through today I remembered that this year we overlooked a very important date in our little town’s history---  July the 8^th came and went, unremarked. 

           

            I can just see this neat little old lady, with fire in her eyes, as she led a horde of women and three men in a raid on Rockport’s drinking establishments, on July 8^th, 1856.

            Hannah Jumper is buried in our Old Fifth Parish Burial Ground.  She’s famous here because this quiet spinster was a woman of action.  In the middle of the Nineteenth century Rockport had a large number of sailors and fishermen, and a large number of little pubs and bars where the men would hang out.  They’d often get drunk and then go home to their wives. 

Hannah Jumper’s gravestone

This went on for years, but in 1856 the Temperance Movement was gaining steam all over the United States (31 states).  The women in town had had about enough of this, and the preachers downtown helped stir up their emotions.  Local women gathered and decided that on Tuesday morning, July 8^th they would take matters into their own hands.  They trusted no males with their plans, except for three preachers.

Hannah Jumper, courtesy of Sandy Bay Historical Society

http://www.sandybayhistorical.org/Hannah.htm

On that fine summer morning Hannah, age 75, put down her sewing, and marched out of her house down by the harbor, and led a group of angry, determined women and preachers down the street. The women had hatchets under their shawls, and they stormed into one bar after another, smashing bottles, and emptying kegs in the street.  Pub owners and customers alike couldn’t believe what was happening.

The women smashed kegs for five hours. Then they went home to cook supper for their families.

That was the end of drinking in Rockport.  Bars and pubs were outlawed, and stayed that way for 149 years.

Then, in 2005 citizens finally voted to allow restaurants to serve alcoholic beverages. 

  

Hannah Jumper’s house in Rockport.

This photo, shot in 2005, shows sign promoting a vote to restore sales of liquor in Rockport—right in Hannah’s front yard!

The Personal Navigator offers these books and papers:

Vermont Journal, Brattleboro, Saturday, April 9, 1881 Brattleboro, VT:  The Journal Company. The sacredness of the Sabbath is not always observed by politicians.  Last Saturday Senators Conkling and Platt, Governor Cornell, Vice President Arthur and Postmaster-General James  did not get through comparing notes until Sunday. Four years ago Conkling engaged in a power struggle with President Hayes.  "The Hero of Gettysburg" was not General Hancock, recently defeated in the national election by Garfield, but General Meade.  There are at least a dozen Senators who may be called millionaires, led by Sen. Fair of Nevada, probably worth as much as all the others put together.  Next is Davis of Illinois who has gathered millions, as well as 375 pounds avoirdupois. Sawyer of Wisconsin, who was a poor Vermont boy, is next.   The Story Teller:  "Poor Miss Brackenthorpe" --what was revealed after she died. Illustrated ads for Perry Davis' Pain Killer, The "Only" Lung Pad, Madame Griswold's Skirt-supporting Corsets. 8 pp. 40 x 58 cm.   Newspapers, numerous tiny tears in creases, paper unopened, fair. (8198) $24.00. Newspapers/History

Universalist, The; and Ladies' Repository; Boston, Saturday, February 8, 1834Smith, Daniel D., Editor 1834 Boston, MA Daniel D. Smith. Address delivered at the funeral of Matthew Jasper Smith, only child of Rev. M.H. Smith of Hartford, CT.  An Address delivered before the First Society of Universalists in Danvers, MA at the Dedication of their church, June 28th, 1833, by Rev. L. Willis. Excuse for Neglecting Public Worship-- the fourth excuse is the expense of public worship; fifth excuse is that many can not keep awake in church. Extract from a New-Year's Sermon by Rev. T.B. Thayer. The Trial of Abner Kneeland for blasphemy ended yesterday with a verdict of guilty. Caution to Mothers, No. 1: "Do not talk about children in their presence."  "..if mothers exercise care, and proceed cautiously, they will save their children from years of woe, and adorn their handsome children with that greatest of all ornaments-- 'a meek and quiet' which in the sight of God is of great price." Hints to Young Females. "The sentiment for woman has undergone a change.  The romantic passion, which once almost deified her, is on the decline; and it is by intrinsic qualities that she must now inspire respect.  There is less enthusiasm entertained for her, but the regard is more rational, and perhaps equally sincere." 16 pp. 18 x 27 cm. Paper periodical, edges cut unevenly, good. (7382) $16.00. Religious

Rev. Thompson's Sermon, Nov. 29, 1821

Thompson, Rev. Otis: Sermon, A, Preached November 29, 1821; The Day Which Completed One Hundred Years Since the Organization of the Congregational Church in Rehoboth, Mass. By Otis Thompson, A.M., Pastor of Said Church 1821Taunton, MA: A. Danforth, Printer. 23 pp. 14 x 23.7 cm.    Reverend Thompson (b. 9-14-1776) served as pastor of the Rehoboth Congregational Church for over 25 years. In this sermon he takes for his text Acts IX, 31, and describes how Saul of Tarsus was"exceedingly mad against the saints of Christ Jesus: and acting uinder the highest authority in the Jewish church, shut them up in prison, punished them oft.... when they were put to death, gave his voice against them," Then, on the road to Damascus, he was"arrested by a light and voice from heaven... was changed from a blasphemer to a preacher of the faith which before he destroyed. Rev. Thompson ends his sermon with words from Christ: "He who is not with me, is against me, and he that gathereth not with me, scattereth abroad."     Paper booklet, bound with thread, moderate wear, good. (7704) $36.00. Religious   

Seven Sermons, On Different Important Subjects; by Robert Russel at Wardhurst, inSussex 1791 Philadelphia, PA: Peter Stewart.  Small book offers sermons on:  I. The Unpardonable Sin against the Holy Ghost: or the Sin Unto Death; II. The Saint's Duty and Exercise: Being an Exhortation to, and a Direction for Prayer; III. The Accepted Time, and Day of Salvation; IV. The End of Time, and Beginning of Eternity; V. Joshua's Resolution to serve the Lord; VI. The Way to Heaven made Plain; VII. The future State of Man: Or, a Treatise on the Resurrection. 144 pp. 8.5 x 14.2 cm. Paper on board with leather spine, very worn, but intact. Inside front hinge cracked. Front pastedown contains name that is heavily scratched out. No free endpapers. Fair. (6991) $115.00. Religious

Sermon Preached August 9, 1826 at the Ordination of the Rev. Stephen Thurston over the Congregational Church and Society, Prospect, Maine, by Rev. David Thurston of the Winthrop, Maine Congregational Church. Hallowell, ME: David Thurston, Pastor, Winthrop, ME. Congregational Church.  If thou put the brethren in remembrance of these things, thou shalt be a good minister of Jesus Christ, nourished up in the words of faith and of good doctrine, whereunto thou hast attained. I Timothy, IV, 6
Sermon by famous anti-slavery preacher, David Thurston, with theme from I Timothy, IV, 6. Cites requisites for a good minister of Jesus Christ. This copy inscribed by David Thurston to his uncle, Samuel Bacon. 16 pp. 14 x 21 cm. Paper booklet, covered with coarse heavy paper. First four pages have 10 cm closed tear across middle, other pages have 2 cm tear in edge. Soiled, worn, poor. (5727) $46.00. Religious/History

[Rev. David Thurston was one of the Congregational church's most prominent ministers. Reform-minded and idealistic. He started the first Sunday school in New England. He was a pioneer in all matters of reform and a leader outside of his community on the great questions of the day. He formed the Winthrop chapter of the American Anti-Slavery Society in 1834, and for years before the Civil War he was a leading voice in the cause of abolition of slavery. In fact, he was so strongly anti-slavery that his parishioners forced him to resign, ending a 44-year stint as pastor in Winthrop.

Church members today say they carry on Thurston's message of social activism by running programs on family violence and an after-school program for middle school students. ]

  

Reverend Pike's Discourse Delivered in the Congregational Church, Rowley, MA at the Annual Thanksgiving, November 26, 1846 Pike, Rev. John 1846 Boston, MA: S.N. Dickinson & Co. Text from Ezekiel 21:27. Are there grounds for contending nations of the earth to regard themselves as the messengers of Deity to overturn each other? Does part of the job belong to us?  Preacher is talking about the current war with Mexico, and also British aggression in China, and French encroachments upon islands of the sea. Our war with Mexico urged on by land speculators, slave-holders and selfish adventurers..."What evidence that the voice of God was calling us beyond the river Nueces?  Was admitting Texas to the Union constitutional?  Mexico was looking up to us... But we chose the sword... And now they burn with hatred towards us.  Pray for your nation, and the kindred nations....a voice more acceptable to heaven than the roar of your cannon." 15 pp. 14 x 23 cm. Paper leaflet fastened with thread stitching. Chip 2 x 3 cm missing from one page, some soiling, fair. (7422) $17.00. Religious

 Frances Willard

Willard: Glimpses of Fifty Years; the Autobiography of An American Woman.. Written by Order of the National Women's Christian Temperance Union by Willard, Frances E. ©1889 Chicago, IL: H.J. Smith & Co.  698 pp. 15 x 24 cm. Described as "one of God's best gifts to the American women of the 19th century", Mrs. Willard spent a career fighting the evils of drink.  Spirited and interesting writing. Green cloth cover with silver, black and gold printing.  Spine scuffed at top and bottom, corners rubbed. Very good.            (1385) $37.00.  Biography

Contact me at scoulbourn1@verizon.net

A Dream Cruise on the Great Lakes

USS Sablefish in the St. Lawrence Seaway…

The St. Lawrence Seaway

            Queen Elizabeth II of the United Kingdom and President Eisenhower, both aboard her yacht HMS Britannia, opened up the St. Lawrence Seaway for the first time in the summer of 1959.  This marvelous waterway, from the St. Lawrence River in the east, allowed ships to sail from the Atlantic, through locks  right to Lake Ontario, Lake Erie, Lake Huron, and on to Lake Michigan and Lake Superior. 

USS Sablefish

            Two years later, the Navy selected USS Sablefish to make the trip up the St. Lawrence and into the Great Lakes.

            Now, for most non-submariners, the prospect of traveling several hundred miles in a World War II diesel submarine might start out thrilling.  Having to sleep in a bunk with a torpedo just six inches above you might be a bit unnerving for some. 

            The close quarters might bring on a touch of claustrophobia.

            And then there were the smells of diesel smoke, and a trace of the aroma from the sanitary tanks.  

            On this cruise, we spent much time running on the surface.   Even so, your opportunities to go up and walk around and enjoy the fresh air were limited mostly to time in port.

            And you might miss taking a shower every day.

            However, for a submariner, accustomed to all that, this trip right straight to the heart of America was a Dream Cruise. 

            First, people living a distance from regular Navy ports were thrilled to see the ships—and the sailors.  Even pretty, single young girls were thrilled, and for most sailors, that was enough to make it a dream cruise. 

            In addition, in every city we visited we were treated like royalty.  The mayor was there with a key to the city in Detroit, Chicago, Milwaukee, Cleveland, Manitowoc and Port Huron and the Canadians were just as hospitable in Montreal, Québec and Toronto.

            Besides the keys, each city arranged tours for the crew, and visits to the local breweries, and parties and visits to museums, and tickets to major league baseball games. 

            When sailors went ashore they wore their uniforms, and whenever they visited a bar, people offered to buy them drinks.

            P.K. Wrigley, the aged owner of the Chicago Cubs and a famous company that makes chewing gum, gave the officers their own “keys” to the local Playboy Club which had just recently opened.  And in Milwaukee, Robert Uihlein, the president of the Schlitz Brewing Company, took our officers under his wing, and we went to his home a few times for parties and cookouts during the two weeks we were in and operating out of Milwaukee.  His neighbors, Augie Pabst of Pabst Brewing, and Fred Miller, head of Miller Brewing, dropped by to visit us, as well.  In those days, all three of those beers were very popular, but Anheuser-Busch in St. Louis competed head-to-head with Schlitz for leadership. One thing that I remember at the Uihlein house was a refrigerator with a spigot on it, that poured pure Schlitz beer.  I preferred to think that this was a direct pipeline to the brewery.

            For us, it was a Dream Cruise.

           

            We sailed up the New England coast, and then to Nova Scotia, passing through the Canso Gut and into the Gulf of St. Lawrence.  We sailed round the Gaspé Peninsula and into the St. Lawrence River.  Our first port call was in Québec, a beautiful, very French city.  Our crew really began to realize that we were in a foreign country.

             Montreal was our next port, and my wife Marty and her cousin Nancy Norwood had arranged for Nancy’s mother to look after our son John, and the two girls piled into our 1960 Chevrolet Corvair and drove up to Montreal.

            After Montreal, Sablefish went up through the newly-opened St. Lawrence Seaway, going through all the locks, the Welland Canal, into Lake Ontario, across  Lake Erie (too shallow for Sablefish to dive in) then to Detroit, Lake St. Claire, Port Huron, MI, into Lake Michigan, to Milwaukee.

 

Thousand Islands in the St. Lawrence, between Canada

and the U.S. “The Fresh Water Boating Capital of the World.”

            Our first dive after entering the fresh water of the Great Lakes was in Lake Ontario, and although we had calculated and calculated, and although we had offloaded all but a couple of practice torpedoes, and our safety tank was dry, when we dove we found out we were about 20,000 lbs. heavy.  Submarines operate on the principle of being neutrally buoyant—we add water to get “heavy” to submerge, and blow it out, to get “light” to surface.  An unexpected ten tons of water, particularly in the shallow confines of Lake Ontario, makes for an exciting dive. Submariners are accustomed to diving in salt water, and our engineer officer calculated very carefully the difference of diving in much less buoyant fresh water.  With no torpedoes aboard, we were lighter, yet on that first dive in the shallow waters of Lake Ontario, the boat started to drop like a rock!  There wasn’t all that much water beneath us, either. We were blowing buoyancy tanks like crazy as we struggled to correct a 20,000 pound discrepancy! 

            Why had we offloaded all our torpedoes?  Back when America fought Britain the last time, in the War of 1812, a lot of the action happened up in these waters.  Accordingly, when we finally signed a peace treaty with Great Britain,  both sides agreed to prohibit our warships from carrying weapons in the Great Lakes and Lake Champlain. That agreement became the Rush-Bagot Treaty, signed in 1818.

            After our exciting dive, we surfaced and cruised through the Welland Canal, and through a whole series of locks as we climbed 557 feet from the Atlantic to the Lakes.

Commodore Ned Beach and Skipper LCDR Kent J. Carroll

in Detroit Harbor

            Our first port call in the Great Lakes was Detroit, on the river connecting Lake Erie with Lake St. Clair, and the Navy arranged a grand welcome for us with fireboats spraying colored water, bands and the Mayor to greet us.  Just before we landed, Captain Edward Beach, our Squadron Commander and the legendary hero of submarine operations in World War II, as well as author of several books about submarines in that War, came aboard and rode us into port.

            Beach had recently commanded USS Triton on a submerged trip around the world, and afterward his name became a household word in the U.S. as Triton’s adventure was replayed in films and books.

            On Navy visits like this the officers get invited to many social events, and get to rub elbows with the top of the local social scene.  You quickly get to see a few people in this high-speed social whirl who are four-flushers, phonies, drunks and plain scoundrels.  Most, thank goodness, are very impressive people, and many are wonderful supporters of our Navy.

            There was one Navy captain stationed in Milwaukee who attended every social gathering our wardroom attended. He and his wife were in the habit of getting congenially inebriated early at each event.

            One time at the home of a wealthy chocolate manufacturer we were all wearing full dress whites. The captain was quite smashed, and came down where we were all finishing up a buffet supper. There were plates of half-eaten lasagna sitting around everywhere. He, like all of us naval officers, was wearing full dress whites. He sat down on one plate, which with the white uniform was rather colorful.

            In each port we would take local VIPs out for a day of sailing on Lake Michigan, and conduct a dive, and the Great Lakes based Navy patrol craft would practice dropping practice depth charges on us.  These charges contain a very small explosive charge, nothing like the real depth charges which are intended to destroy submarines. 

            One of our VIPs on the first cruise was Philip K. Wrigley, the Wrigley Gum magnate and one of Chicago's most prominent citizens.

            The practice depth charges can make a lot of noise when they burst right where you are submerged.   I remember one of the charges went off with a big “boom” and the shock dislodged a small knob on a loudspeaker and it dropped on Mr. Wrigley’s head, and he thought for sure that the submarine had taken a real hit!  It scared the daylights out of him. 

            I later found that the Navy reservist sailors aboard the patrol craft had developed a trick to take a bundle of practice depth charges and wrap them with toilet paper, so they'd hold together until the paper dissolved, and then their explosions would combine to make a much bigger "bang".
            Nonetheless, the kindly old gentlemen gave the Captain and officers “keys” to the newly-opened Chicago Playboy Club, and we went out for an evening with the Playboy Bunnies in attendance.

            Next we went to Toronto, on the banks of Lake Ontario. During the visit, in the early hours of the morning while the boat was preparing to get underway, a woman accidentally drove her automobile off the pier nearby.  A petty officer from Sablefish happened to be nearby, and immediately dove into the dark water, following the car to the bottom, and pulled the woman from the vehicle and brought her to the surface. Petty Officer Ronald Moon was awarded the Navy Marine Corps Lifesaving Medal when we returned to New London.

Lieutenant Commander Kent Carroll, Commanding Officer

of Sablefish, pins silver dolphins on crewmembers.

NOTE: In researching this piece I read an old green memo book that I kept as a young officer aboard Sablefish.  It's amazing to me now all the things we were expected to learn.  I noted a couple of times when I did not measure up to Captain Kent Carroll's standards in shiphandling. He taught me lessons about shiphandling, torpedo shooting, and plain seamanship that stood me in good stead all during my naval career, and afterward. 

I never got to tell Kent, now a retired Vice Admiral, how much I appreciated his excellent training until after this blog was published.

Thank you, Kent!!

Now, the Personal Navigator offers these publications for your enlightenment:

Portfolio of the World War-- Rotogravure Etchings Selected from the Mid-Week Pictorial of The New York Times. 1917. New York: New York Times Company. Excellent collection of photographs from World War I. 28 x 41 cm. Cloth on board, very nice cover. Sepia-toned, high-quality photos. Front hinge broken, but binding intact. Good condition. (0392) $90.00. History.

                      

Postcard: Life in our Navy--Crew  on USS Rhode Island (BB-17) (Color Postcard from Great White Fleet)        1911 Taunton, MA: A.C Bosselman & Co., New York. 1 card            13.9 x 8.9 cm.   Color postcard shows crew of USS Rhode Island, all in dress whites, seated and standing before No. 1 gun turret, also standing on No. 2 turret, and in platforms on main mast. Rhode Island was one of the battleships that made the historic cruise of the Great White Fleet (1907-1909), and this photo is believed to have been taken during that cruise. Card is postmarked 1911, with message that does not relate to ship or Navy. Color post card, very good. (8221) $15.00. Navy/Nautical           

Postcard: Life in our Navy--Wrestling on the Kearsarge (BB-5) (Color Postcard from Great White Fleet)  1908  Kentfield, CA: M. Ettlinger Co., New York. 1 card 13.9 x 8.9 cm. Color postcard shows men in wrestling match on USS Kearsarge, surrounded by many sailors. Handwritten message on card: “Kentfield (Cal.) May 8, '08. Yes the fleet is here & great time we are having. Biggest parade Frisco ever had.  Population doubled. I was about ten ft. from Bob Evans. (Rear Admiral, Commander of Great White Fleet). Fleet is to stay till about May 17." Color post card, very good. (8220) $15.00. Navy/Nautical    

           

Postcard:  USS Idaho (BB-24) (Color Postcard from Great White Fleet Review in Hampton Roads, VA, 1909)   ca. 1909.  M.L. Metrochrom. 1 card            13.9 x 8.9 cm.   Color postcard shows USS Idaho (BB-24) at anchor with full dress flags from stem to stern, one of first cage masts. View is of starboard side of the battleship. Idaho was commissioned in 1908 and did not take part in the 1907-09 world cruise of the Great White Fleet, but joined them at the final Fleet Review in Hampton Roads, VA in1909. This photo is believed to have been taken about 1909. USS Idaho had a short life in the U.S. Navy-- in 1914 her crew was transferred to USS Maine in Villafranche, France, and she was turned over to the Greek Navy, and renamed HHMS Limnos. She was sunk by German bombs in 1941.  USS Idaho was result of Congressional action to limit the size and cost of new battleships. There is no message on postcard, nor was it ever mailed. Color post card, very good. (8222) $15.00. Navy/Nautical

Table compares Armies and Navies of the World, and tonnage of ships under sail or steam, 1882 1882 Graphic presentation shows relative size of shipping fleet in tons; Size of armies and navies in numbers of men.  Great Britain and Ireland led the world in shipping, with 3,621,650 tons under sail; 3,335,215 under steam, with U.S. second with 2,366,132 under sail, 1,221,206 under steam.  Siam had 20,930 tons, all sail. Russia had the largest army in the world, with 717,747 soldiers, next was Italy with 714,958, and France with 518,642, Germany with 449,239. Great Britain had the largest navy with 69,540 sailors; Sweden and Norway were next, with 50,915. The United States, just 17 years after the Civil War, had only 25,186 soldiers and 12,230 sailors. 1 page     17.5 x 24.5 cm. Colored plate, good. (7722) $24.00. Navy/Nautical

Uncle Sam's Navy, Historical Fine Art Series, Vol. IV No. 2, April 12, 1898 Philadelphia, PA: Historical Publishing Co. This series has been prepared for the public, eagerly devouring whatever news is published about our Navy.   Photos of Ship Tender Boat Fern, which has been conveying supplies to the starving Cubans. Protected cruisers Minneapolis, San Francisco, Atlanta, Raleigh, Baltimore and Boston. Battleships Oregon, Massachusetts and Texas.  16 pp. 35 x 28 cm Paper booklet, pages have 6 cm tear on bottom edge. Poor. (5778) $20.00. Navy/Nautical

Uncle Sam's Navy, Historical Fine Art Series, Vol. IV No. 3, April 19, 1898 Philadelphia, PA: Historical Publishing Co. This series has been prepared for the public, eagerly devouring whatever news is published about our Navy.   Photos of funeral of victims of the Maine disaster,  Capt. Sigsbee, former captain of USS Maine; Court of Inquiry in session; Gen. Fitzhugh Lee, consul General of Cuba. Photo of Gen. Blanco y Arenas, Spanish leader in Cuba.  Photos of officers and crew in Maine. 16 pp. 35 x 28 cm. Paper booklet, crease on cover page,  good. (5779) $34.00. Navy/Nautical

Uncle Sam's Navy, Historical Fine Art Series, Vol. IV No. 3, April 26, 1898 Philadelphia, PA: Historical Publishing Co. This series has been prepared for the public, eagerly devouring whatever news is published about our Navy.   Photos of Spanish battleship Pelayo, Spanish cruisers Almirante Oquendo and Viscaya. Photos of crew of cruiser New York, deck crew of Yorktown, ship's company of Maine, and photo of a Minstrel show aboard USS Maine. Photos of gun crews drilling with heavy ordnance, machine and Gatling guns. 16 pp. 35 x 28 cm. Paper booklet, 10 cm. closed tear on cover page,  good. (5780) $30.00. Navy/Nautical.

United States Navy, The ,  pictures by E. Muller, Jr. with a foreword by Rear-Admiral Bradley A. Fiske ©1917 Chicago, IL: Rand McNally & Company. Photos of super dreadnoughts Pennsylvania, Arizona, Nevada, Oklahoma, New York, Texas; crew scenes; Marines; swim call; holystoning; Guantanamo drilling; coaling operation; Armored Cruisers Pittsburgh, Pueblo, North Carolina, Montana, San Diego; submarines. 31 x 23 cm. Red cloth on board with tape spine, lettered for library use; Discarded from Concord Free Library, small closed tears on bottom of many pages, with tape repairs. Thus, poor. (4464) $30.00. Navy/Nautical

U.S. Naval Academy Lucky Bag for 1946: A chronicle of the activities and achievements of the Class of 1946 Iselin, Donald Grote, Editor-in-Chief. 1945 Annapolis, MD: United States Naval Academy. This large, handsome book features an eagle with talons extended, flying over a fleet in an embossed, blue and gilt cover design. This class spent only three years at the Academy, graduating in 1945, in time to join the Fleet in World War II. This book features photo of Franklin D. Roosevelt as Commander in Chief, and also Harry Truman as President, since FDR died before this class graduated. Illinois Gov. Daniel Walker was member of this class, as were Rear Admiral Chuck Grojean. Endpapers feature The Laws of the Navy. 599 pp. 28 x 36 cm. Cloth on board with embossed design in blue and gilt; spine gilt faded, very good. Book weighs about 8 lbs. (8070) $80.00. Navy/World War II      

U.S. Navy Regulations, 1865; Regulations for the Government of the United States Navy. [Book belonged to Ens. James H. Bunting, recognized for his action in helping to destroy a Confederate salt work in 1864.] 1865 Washington, DC: Government Printing Office.  Naval Regulations book belonged to  "James. H. Bunting, U.S. Frigate Potomac", who is recognized in history of Civil War for his work in leading a naval party from USS Ethan Allen to destroy a South Carolina salt work. Navy Regulations include Regulation Circular No. 1 signed by Gideon Welles, Civil War Secretary of the Navy, August 1, 1865; Regulation Circular No. 4, by Welles, dated Aug. 22, 1866, detailing books to be carried aboard a cruising vessel by midshipmen. 345 pp. 12.5 x 19 cm. Blue cloth on board, quite worn, front and back outer spine cracked, 1 cm sword, etc. puncture in book penetrates first 120 pages. Poor. (3761) $150.00. Naval/Civil War/History

[Boat crews from U.S.S. Ethan Allan, Acting Master Isaac A. Pennell, landed at Cane Patch, near Murrell's Inlet, South Carolina, and destroyed a salt work which Pennell, who led the expedi-tion himself, described as "much more extensive than I expected After mixing most of the 2,000 bushels of salt into the sand of the beach, the Union sailors fired the four salt works as well as some 30 buildings in the surrounding area. The next day, off Wither's Swash, Pennell sent Acting Master William H. Winslow and Acting Ensign James H. Bunting ashore with two boat crews to destroy a smaller salt work.]

Yankee Navy, The, Illustrated by Masson, Tom 1898 New York, NY: Life Publishing Co. History of the United States Navy with engravings and photographs of naval heroes and battles, including the War with Spain. Photos of George Dewey, W.T. Sampson, Richmond Pearson Hobson, and Winfield Scott Schley.  124 pp. 15 x 21.5 cm. Decorated cloth on board, cover lightly soiled, text block detached from spine at pp. 44-45, fair. (3523) $29.00. Navy/History

Contact me at scoulbourn1@verizon.net

Spoleto Diary Part II

World War  I in the Adriatic Sea Part II

Photo of crew of Subchaser 346

Most Americans think of World War I as a battle of soldiers in trenches across France, but in the Adriatic Sea battle was raging also.  The “Otranto Barrage” was a sea barrier set up by the allies to prevent German and Austro-Hungarian submarines from leaving the Adriatic and entering the Mediterranean Sea.

            An earlier blog, Part I, posted on May 29, 2012, described the personal adventures of some young Americans in this strange, far-off and little-known part of World War I. I got curious and started looking for more on this part of the Great War.  Sources are cited below.

           

The Barrage

                How to sink a submarine.  On the barrage it was first thought that the only thing necessary for sinking a submarine was just to hear him on the tubes and run over where he was and drop a bomb. Although the first couple of barrages brought in reports of possible sinkings, there was much luck attached to it. The Sub Chaser 78 one night was lying to and a submarine was heard directly beneath her, although no sounds had been heard previous to this. The chaser immediately got under way and laid a pattern with eight bombs, when quantities of oil came to the surface, and since no more sound could be heard on the tubes, she was granted a possible sinking. Unit A followed a submarine for three hours, running at stated intervals, stopping to listen and get the bearing, which was plotted in the same manner as taught in the New London school, but each time when it was thought they were almost in attacking position, the submarine would zigzag and the chase would continue.

            Getting the attention of the British.  Before going on the barrage we had been told by a British officer who was giving us information as to their ways and methods, to always answer recognition signals immediately. "Of course," he said, "these trawlers and ML’s (Motor Launches)  cannot hit you even though they do shoot two or three times, but on the whole, you know, it is better to answer recognition signals fast." It was either on the first or second barrage that the Sub Chaser 94 saw a ship loom up in the darkness. Now previous to our arrival at Corfu there had been a surface raid by the Austrians, so no one thought of running a chance of allowing an enemy cruiser to be discovered lying within gunshot of him when daylight came. This ship might be either a friend or enemy, therefore the 94 flashed a recognition demand which wasn't answered immediately, so she followed this with a shot from her three-inch gun. The first shell entered the boiler room of the ship, which turned out to be an English ship. After this incident it was very noticeable that the British did not treat the American recognition demands in the easy-going manner that they answered their own ML’s and trawlers.

            Mysterious sounds in the water. When the chasers had been on the barrage a couple of weeks they had learned to distinguish all types of ships heard. There was one sound, however, that was continually reported and could not be accounted for. It was a tapping sound. Many units had chased this sound with no result. One morning Unit B picked this up and signal was sent to the rest of the barrage by wireless that we were in contact with a submarine, and requesting that all ships stop. To our imagination this tapping sounded as though there was trouble in a submerged submarine that necessitated hammering. We pursued this for five or ten miles in a general northwesterly direction. When we got near the Albanian coast the chasers had gotten somewhat out of position, the center boat falling behind. We stopped our engines to get another bearing, and the tapping came from almost the center of the triangle we then formed. Signal to bomb was immediately hoisted, but before this order could be executed a black object broke the surface, running along directly for the SC 215. It resembled a torpedo nearly expended and the SC 129 fired at it, but we imagined the shot landed over the horizon. At any rate, the torpedo was safe, and then a large black tail appeared just behind this dreaded object, and we recognized the big blackfish so prevalent in these southern waters. Twice that same day this tapping resulted in our finding blackfish, so the tapping question was finally settled and the blame put on these underwater creatures.

            Shipboard routine aboard the Chasers.  It was the custom when at sea for the officers to stand six-hour watches. The deck force stood four on, and four off, but the radio and machinist department and listeners were fortunate enough to be able to run four on and eight off. When on a chase, general quarters were sounded, and every man on the boat had to be at his station. If the chase promised to be a long one, the cook was relieved subject to call. The chases often lasted hours making it necessary for the cook to return to the galley. Should a chase commence after one watch had been on for three and a half hours and continue until time for that watch to come on again, it was obviously unfair, and the executive officer had the problem of straightening out the difficulty. One hour was usually consumed for each meal. Between chases, regular watch system and meals, so little time was left for sleep that we were all thankful we did not have added the British tea time. When off duty, there was very little recreation at sea except cards and similar games. As the arrow used for signaling was painted red on one end and white on the other much amusement was had by the crews betting upon which color would be upward at the stop of an impartial spin. Often on moonlit nights the phonograph was brought on deck and records tried out. On hot days a few at a time were allowed to swim over side, but owing to the prevalence of sharks and the necessity of being ready for immediate action, the swimmers stayed within a few feet of the ship. When off duty another popular occupation was the scrubbing of clothes, which dried very quickly in the hot sun. In early August the temperature on deck was found to be 140°F. It was so hot below that it became the custom to wet down the decks at sunset. When in port many of the crew slept on deck under awnings, but at sea they had to go below as sleeping on deck would interfere with immediate gun action, and this could not be allowed. When in harbor three chasers were tied up to one buoy, causing a great deal of maneuvering on hot days to keep from being made the inside boat where any breeze was less felt.

            Excitement with the Italian Navy.  There was much complaint on this barrage because the British did not observe listening periods. Neither the trawlers nor destroyers would stop their engines for five minutes, and it interfered so much with our listening that we were finally moved to a parallel of latitude south of Corfu Island. As twelve chasers were not able to cover this whole line, the result was that the submarines came down on the surface and ran around our end. Unit A had a thrilling chase of four hours after a submarine with sails. When they began to get within gunfire, the craft submerged with sails all set and was lost track of. At night this location was a most precarious one for our little boats, because convoys from the Italian coast came down to the east and passed along the line. The chasers very much resembled submarines, and although the Italians knew we were there, they were taking no chances that objects that appeared to be American might really be Austrian. If they did not fire on us we had just as much excitement in keeping from being run down by their destroyer escort, which travels around them in circles at a speed of over thirty knots. Complaints arose again here, because of our inability to hold a line of such length, and finally the British moved us back to the parallel between Fano Island and Cape Maria de Leuca on the Italian coast. The left of the line was supported by British ML’s. Twelve chasers were in the center, a little over a mile apart, and on the right were British trawlers. This was the most satisfactory line we had ever had. Naturally we found fault, however, as it is not "navy" to do otherwise. In the first place, and since it was a line that was determined by latitude longitude positions, the chasers and the ML’s each did their separate navigating. The ML’s, according to the chasers, were out of position always, being either ten miles north or south; and according to the ML’s the chasers were just as far off theirs. The trawlers never attempted to stay in position, and admitting it there was no complaint. Then again, a submarine that came down near that position of the line where the American and British met, was pretty safe, for the ML’s got under way when the Americans were trying to listen with their devices, effectually drowning all submarine sound, and the chasers, being faster and larger than the ML’s, would not give up the hunt to the smaller craft. However, the saving grace of this situation was that the ML’s, though supposed to be on a line with the chasers, were generally ten miles north or south of them, so that whoever got contact first had a pretty good chance, until they came to the other's position.

            A prescribed amount of navigation had to be turned in to the mother ship after each barrage. This was checked up and showed whether or not the officers were competent to navigate their vessels on independent assignments.

            Paperwork—Not Even in Wartime Does it Stop! The paper work on these boats was extensive. A cable was sent after each barrage to Admiral Sims in London, which comprised everything relative to the enemy that had occurred during the four days. Each chaser would submit a report generally in writing to the unit leader who would forward a unit report to the squadron commander. A listening log which included every sound heard on the tubes, a telephone log of every word sent or received, engine room reports of daily gasoline and oil consumption, number of revolutions and time of running, battery specific gravities and breakdowns, number of rounds of all ammunition expended and how, number of depth bombs on board and expended, number of hours at sea and miles run, then the diagram of the chases participated in, and detailed report of submarines heard or seen, had to be submitted early in the morning after reaching the base. Requests for repairs, supplies, water, and provisions must be sent to the mother ship as soon as possible as we had only three full days in port.

            Another unknown sound in the water. An incident that bothered the chasers a great deal occurred about three weeks after the barrage had been started. A sort of squeaking sound that could not be identified was heard on the C tube. As the way to learn was to investigate all sounds until they could be attributed to some ship or sea creature, an H. V. (signal for all barrage to stop) was sent out and a chase of this noise was begun. It was followed as long as the barrage kept in motion, but when all boats had obeyed this signal, it mysteriously disappeared. Later on in the day another unit took up the chase of this squeaking, and for a time it was considered the hoodoo of the detachment. In one chase, however, this sound came from close aboard, and as soon as the stop signal had been countermanded, commenced again. All bearings pointed directly toward a certain British trawler, and as this trawler proceeded on its way, it followed her. On investigation of the trawler, it was found that she had a damaged screw, every revolution of which caused vibrations in the water recognized on the C tube as squeaking. Thus another unknown sound was eliminated.

            Listening for Submarines.  Listening devices are peculiar affairs that have not yet been anywhere near perfected. One night the SC 215 was laying to and a destroyer was seen under way under the lee of Fano Island about five miles distant. The listener was called on deck and showed this destroyer. He went back to the magazine and reported that she could not be heard on the tubes. When the destroyer, however, was clear of the island she could be distinctly heard and her bearings given for some time. Another incident of this sort occurred when the HMS Adamant and three British submarines came down the barrage from windward; they could not be seen until they were within six hundred yards, but as they passed to leeward their bearings and the number of ships could be made out for half an hour. This peculiarity of the tubes is inexplicable. Official reports attributed it to aeration of the water – light and heavy spots.  [These early “sonarmen” had a lot to learn about characteristics of sound in water.]

            Who’s the enemy?  While on the barrage the surface craft gave us as much bother as submarines. About two o'clock one morning B Unit heard a sound that might have been a submarine on the surface or a destroyer. The only distinguishing mark of a submarine sound is an all-metallic one. Chase was immediately taken up and a destroyer sighted. It was thought that there were other ships in company with her, and a recognition signal demand was flashed. No answer was given, however, and the Sub Chaser 215 fired three shots. By this time they had come within near enough distance to recognize her as an Allied convoy, or perhaps neutral. From former experience with one of this sort, when asked why she did not answer the recognition signal she replied that being an Allied ship was enough without all this "other red tape," therefore it was thought unnecessary to question further. This chase had no more than been completed when a similar sound was picked up. It was now about three-thirty in the morning, and this last ship was going along the Albanian coast standing to the northward. When the first streaks of daylight came the chasers were pretty much in formation. It was not long, however, before the center engine of the 128 ran a hot bearing and she dropped a mile astern. The bearing was cooled and she was just catching up to the 215 and 129 when an exhaust manifold was broken on the SC 129 necessitating her laying to for some time. There had been great rivalry between the 128 and 129 since they had been practically the only boats with a regular navy crew. As the SC 128 passed the SC 129, little sympathy was shown for her, as demonstrated by the yells and hurrahs that went up. So the SC 215, still leading, and the SC 128 now about five hundred yards astern continued the chase. The system was to run for twenty-five minutes, get a bearing of the quarry, and follow that line of bearing. At four-thirty we met a bank of mist and it was so thick we could not see fifty yards from the ship. General quarters was held going through this bank but speed was not slackened, and when the chasers finally emerged they were exactly parallel, the 128 on the 215's port beam. Here a real race began. The 215 had been recognized as the fastest ship of the fleet, and the 128 was just going to show her a stern to be followed. Everybody was in high glee. They ran down to the engine room hatch simulating hand-shakes as congratulations to the work of the engine room force. The black gang, however, had no time for anything of this sort. They were pushing the engines to the utmost, and running double watches out of enthusiasm. Every five minutes one of them would stick his head out of the hatch for air, his eyes streaming from the intense gas below. In the chart house the wheel was given to the best steersman that no distance should be lost by undue rudder movement. One energetic engineer even went so far as to walk away up in the bow to dump oil receptacles that the ship might slide along the faster thereby. Every five minutes reports were sent down to the engine room encouraging them, for here was a chance for the SC 128 to show up this flagship which had such an enviable reputation. However, since our course tended to port, the SC 215 had to run a longer distance, being on the outside; yet she kept on the beam all the time, and we tried to fool ourselves into thinking we were keeping up with her. When the course finally straightened out, however, she began to draw away, and it was with a sigh of relief that we gave the order to abandon the chase. We were now off Brindisi, Italy, and had sent a wireless for destroyer help. These came smoking out of the harbor, and probably taking us for submarines, came right at us. It was daylight now, so that when they were within gunshot they recognized the American flag, and we were saved the inconvenience of dodging their bullets.

American Subchasers in Fiume, Hungary in the Adriatic, 1918

            Going to Gallipoli.  It became the custom for two units of chasers to go over to Gallipoli for practice with an Italian submarine. Units B and G went over in the early part of September, relieving Units A and K. After a very stormy trip across the straits, we rounded the breakwater of Gallipoli and were met by cheers from those we were relieving. They had had very little food, no ice, and most important of all, no mail. We had all of these on board for them. Gallipoli was the first town in which the enlisted men had been allowed liberty. Here we found a traveling show of some musical comedy type that we thought far surpassed anything of that class in the United States. The acting was good and the music and singing typically Italian. Of course they could not dance, and none of us knew what the lines were. We enjoyed it, however, going two or three nights to the same show. Maybe pretty chorus girls had something to do with it.

            Practicing killing Submarines with the Italians.  In the morning practice was held in the harbor with the Italian submarine, Nautilus. The first few days, the submarine's actions were restricted; she could vary from her course only so many degrees, and the chasing and plotting and sham attacks (papers were thrown over in place of actual depth bombs) were all very successful. However, in the latter part of the training, when the submarine was allowed to go at her own discretion, the chasers learned what a small chance they really had. Were it not for the fact that the submarine had to come to the surface every twenty minutes, her crew would have been back for lunch long before us. On the fifth day out the chase had been unsuccessful; only one chaser at a time was able to hear her; this gave no fix and that bearing alone determined our advance. For two successive listening periods the SC 215 had been the only ship which had gotten any contact. According to her plotting, the submarine was within attacking distance and the signal, a cross, was hoisted for the wing boats to close in within one hundred yards for bombing. This was done, but the cross was not hauled down as signal to drop bombs, but one more listening period was tried to get a three-bearing fix. As the 128 reversed two engines to hold her position abeam the 215, although she still had headway on, a thump was heard under the magazine, and the engine room reported something foul of the starboard propeller. With a great hissing noise of compressed air, which shot a volume of water eight feet in the air, the submarine came to the surface directly astern of us. She had lost her periscope and conning tower and her gas fens were badly damaged. She had come up under the SC 128 and the noise she was making made us all think the collision had been fatal to her. Then it occurred to us that perhaps this collision had been fatal to us, and we lost interest as to whether the submarine and its crew were going to the bottom or not. A hasty examination was made below deck but no injury could be found from the inside. Then a man was sent over the side and it was found that the blades of the starboard propeller had been either bent or torn off. Nothing more could be found out there at sea. The Lieutenant, who was in command of this training and aboard the 215, immediately had a Wherry put over, and tried to appease the angry captain of the submarine, but this accident took all interest in the game out of the Italians, and they turned about and started for home, the SC 128 following in a dejected manner like an unwelcome visitor to a feast. When a Board of Investigation was held, it was found that slight damage had been done the chaser outside of the broken propeller, and that the watches of the submarine and of the Lieutenant did not agree by one minute. Thus an attack had been allowed to be carried on, according to the American watch, at nineteen minutes after the hour, when the submarine was supposed to come up at twenty minutes after the hour. This unfortunate happening stopped all practice of the chasers for three weeks, a course of training that was most valuable to us at that time.

            On returning to our base a new propeller was easily fitted on the shaft by the chaser running her nose up on the beach and divers going over the side, and standing on the bottom, to do their work.

            During our early stay at Corfu we had been bothered by fires, owing to the inexperience of some of the engine room force. The 244 had a fire one morning owing to a backfire in her auxiliary. Fires are very serious in these gasoline ships, especially in the engine room, which is separated by a single bulkhead from six depth bombs of three hundred and fifty pounds of TNT each, and by another single bulkhead from gasoline tanks of twenty-four hundred gallons. There is so much oil and gas around that when a fire occurs the best thing to do is to leave the engine room, stuff up all ports and all but one ventilator, then pour down available chemicals through this one opening. It is a good theory, but it is very trying to stand on the topside and wait to see if the extinguisher is going to take effect. The next morning fire was started in the gasoline floating on the water alongside the same boat, and this was popularly attributed to that boat also. At ten o'clock the day after, the commanding officer of the unit to which the S. C. No. 244 belonged sent three men to that ship armed with extinguishers and fire axes to report to the officer on duty for his "daily fire." The men were sent back to their vessel with a message to the sender to go to the farthermost regions opposite in direction to that in which the air men work.

         

Sources: http://www.subchaser.org/ussc-09
  and United States submarine chasers in the Mediterranean, Adriatic and the ...
 By Hilary Ranald Chambers

-END-

We offer these glimpses into the lives of earlier Americans:

Journal Cover

Journal of the House of Representatives of the Commonwealth of Massachusetts, Wed. the 6th of January to Sat. the 12th of March, 1808 Perez Morton,  Speaker of the House. Boston, MA: Commonwealth of Massachusetts. Activities of the House in session in the Statehouse in Boston. Jan. 8, 1808: Speech of Gov. James Sullivan discusses Commonwealth militia, convulsions in Europe that result in embargoes, and threat of seizure of our ships; regulations for inspection of pickled fish; negotiations with the Penobscot Indians. Report on bill for creation of a Supreme Judicial Court for the Commonwealth, Jan. 16, 1808; Much discussion of activities in the District of Maine, (which later became a State);  Petition by distressed seamen, with discussion as to how it was fraudulently prepared. Discussion on sale of New Hampshire lottery tickets in Massachusetts. Resolution supporting Government of the United States with regard to action opposing violation of neutrality, and outrageous attack on the American frigate Chesapeake. Message from Governor about coastal defense of the Commonwealth. Much discussion on the memorial of Micajah Coffin, a member of the House from Nantucket. Discussion on different degrees of homicide, report by House committee. An act for regulating of the Indian Mulatto and Negro proprietors and inhabitants of the plantation called Mashpee. Bill to cede a piece of land in Kittery to the United States for the purpose of fortification.  324 pp. 15 x 26 cm. Paper on board, spine poor, cover stained, front cover detached, text block very good, (2 x 3 cm piece torn from corner of pp. 151-2.) Some pages unopened. Overall, poor. (5227) $70.00. History.

Lynn, MA;  Proceedings in Lynn, Massachusetts, June 17, 1879 Being the 250th Anniversary of the Settlement, embracing the Oration, by Cyrus M. Tracy by Newhall, James R.1880 Lynn, MA: Lynn City Council. This is an account of the Celebration of the 250th Anniversary of the Settlement of Lynn, MA.  This "Third Plantation" of Massachusetts was settled on about June 17, 1629. The day of the Celebration opened bright and beautiful, with a parade of the "Antiques and Horribles", which “pursued their vagrant march, with rather rasping attire, through the principal streets... To a certain class, and that by no means a small one, this afforded great attraction." A list of the notables and organizations in the procession is provided. Exercises at Music Hall began after the procession terminated, soon after mid-day.  The Lynn Choral Union sang the National Hymn, "To Thee, O Country". Cyrus M. Tracy, Historian, delivered an oration which detailed the history of Lynn.  Next came a banquet of roast turkey, chicken, beef and pig, and boiled salmon with peas, many cakes, puddings and ice creams and sherbets. No intoxicating liquors were provided.  Part Second of this volume relates the history of Lynn, and provides brief accounts of the Mayors of Lynn, together with facsimiles of their signatures.  It repeats this for Lynn's Town Clerks, then lists the current Aldermen and Common Council members.  Book concludes with a Chronological Table and an Index. Also inserted in book are five newspaper clippings relating to history of Lynn, from about 1956. . 224 pp. 15 x 23 cm. Leather on board with gilt trim, leather on spine worn and bottom 5 cm. is torn, inside back hinge is cracked. Marbled endpapers. Owner's name sticker on inside front pastedown: "Paul T. Curtin".  Fair. (1868) $85.00. History

Massachusetts Magazine, The, A quarterly Magazine Devoted to History, Genealogy and Biography. July, 1908. Waters, Rev. Thomas Franklin, Editor. 1908 Salem, MA: The Massachusetts Magazine. "The Idylls of Franklin County" by Rev. Thomas F. Waters. Attack on Deerfield Sept. 1, 1675. Attack of Feb. 29, 1704 on Deerfield settlers by French and Indians.  Cover features photo of George Sheldon, who wrote history of Deerfield. Tipped-in photographs of Memorial Building in Deerfield,  George Sheldon's Home, also Paul Revere's Home in Boston. "Hon. John N. Cole" by John N. McClintock, with photo. "Hon. Louis A. Frothingham" by John N. McClintock, with photo. "Robert Luce" by John N. McClintock, with photo. "Colonel William Prescott's Regiment" by Frank A. Gardner, M.D. "The Old Royall House" at Medford, by Helen Tilden Wild, with tipped in photo. "Personal Diary of Ashley Bowen of Marblehead"  extract of diary kept on voyage from Boston to Halifax. April 1759. ad for New Ocean House, Swampscott. Ad for American Sewage Disposal Co., John N. McClintock, President. Ad for Thomas B. Mosher books. 80 pp. + adv. 18 x 24 cm. Paper periodical, cover lightly soiled, edges frayed, spine chipped, fair. (7333)  $23.00. History/Biography

Outlook, The, April 16, 1910 by Roosevelt, Theodore 1910 New York, NY: The Outlook Company. "Mr. Roosevelt at Khartum" four pages of photos of Teddy Roosevelt's visit to the Sudan. Speech, "Peace and Justice in the Sudan" includes these words: "I wish I could make every member of a Christian church feel that  just in so far as he spends his time in quarreling with other Christians of other churches he is helping to discredit Christianity in the eyes of the world....Not only does what I am about to say apply to the behavior of Christians toward one another, but of all Christians toward their non-Christian brethren, toward their fellow-citizens of another creed.... I want to see each Christian cultivate the manly virtues."    "After the Verdict" by Isabel C. Barrows: world outside of Russia drew a long breath when the message came that Nikolai Tchaikovsky was acquitted. "The Outlook" and Mrs. Barrows had a long involvement in this trial.  "Hadje Mohmed of Luna Park" by Albert Edwards.  Negro Suffrage in Maryland-- another attempt to deprive the negro of suffrage. A Socialist Victory in Milwaukee--Emil Seidel elected mayor. 45 pp. + adv. 17.5 x 25 cm. Periodical, cover has small chips in edges. (7790) $23.00. History        

Providence, RI: Two Hundred and Fiftieth Anniversary, Settlement of Providence 1636-1886   June 23 and 24, 1886 1887 Providence, RI: Providence City Council.  What a grand celebration it was!  Mayor Thomas A. Doyle, Rhode Island Gov. Elisha H. Rhodes and many other dignitaries were there, as bands blared, and military units and policemen, firemen, and school children marched; tradesmen drove decorated wagons with their wares displayed, in two separate parades.  There were speeches on Roger Williams and the history of Providence (all contained in this book), and much music, composed especially for this event, also contained in this handsome book.  236 pp. 23.5 x 29.5 cm. Dark brown cloth on board with gilt decoration, edges slightly frayed. Frontispiece engraving and tissue guard are loose, but this is nonetheless a handsome copy. Very good. (1835) $58.00. History/Providence

Railroad Jubilee; an Account of the Celebration commemorative of the opening of Railroad Communication between Boston and Canada, September 17-19, 1851 publ. 1852, Boston, MA: City of Boston, Massachusetts. Report of grand tour to the Two Canadas by delegation from Boston, wined and dined at every stop, with free rail travel by the railroads. First, to Lord Elgin in Toronto, and then to Montreal and Quebec; Then the Jubilee in Boston, a huge parade through the city, speeches by Lord Elgin and other dignitaries; comments on Boston, reports of Railway companies. Railroad. Rail. Sea Transportation. 288 pp. 14 x 24 cm. Leather on board with gilt lettering and City seal front and back, five-ribbed spine. Gilt-edged pages. Text mentions map of Boston harbor and rail termini, but there is none present. Edges scuffed and worn. Very good. (4111) $50.00. History.

Contact me at scoulbourn1@verizon.net