Essex County, Massachusetts - The Commercial History, 1888 (part 1 of 4)

Salem may justly be proud of her commercial history. No other seaport in America has such a wonderful record. Flying from the mast of a Salem ship the American flag was first carried into the ports beyond the Cape of Good Hope. Her ves.sels led the way from New England to the Isle of France and India and China, and were the first from this country to display the American flag and open trade at St. Petersburg and Zanzibar and Sumatra, at Calcutta and Bombay, at Batavia and Arabia, at Madagascar and Australia, and at many another distant port. Well may she proudly inscribe on her city seal Divitis Indioe tisque ad ultlmum sinum.

in a struggle with one of the most powerful maritime nations, without the means to cope with their enemy on the high seas. Their own commerce was ruined, and it was essential to their success that provision be made for forcing the commerce of Great Britain to suffer in common with them, the fortunes and vicissitudes of war. Boston, New York, and the larger seaports, were occupied and nearly ruined by the enemy, and the main reliance of the country was on the shipping of Salem and the neighboring towns of Beverly and Marblehead.

The merchants of Salem at this crisis showed that the resolution passed in town meeting June 12, 1776, that " if the Honorable Congress shall for the Safety of the United American Colonies declare them independent of the Kingdom of Great Britain, we will solemnly engage, with our lives and fortunes, to support them in the measure," was no meaningless phraseology or idle boast.

They turned their vessels into men of war, and built new ones for the service, equipped them with cannon, manned them with gallant seamen and sent them out to meet Great Britain on the deep. During this contest there were sent out from this port at least one hundred and fifty-eight vessels, manned by several thousand brave sailors from Salem. They mounted more than two thousand guns, carrying on an average twelve or fourteen each, and captured during the war as many as four hundred and forty-five prizes.

The war ended, the merchants of Salem found themselves in possession of many large and swift-sailing vessels which had been built for use as privateers. These being too large to be profitably employed in the coasting trade, or on the short voyages to other ports heretofore visited by Salem ships, their owners determined to open to distant countries new avenues of trade and bring to Salem the products of lands lying in the remotest quarters of the globe.

There was no lack of i^eamen to man the vessels. The young men of the town, fresh from service on the armed ships of Salem, were eager to embark in just such ventures as a voyage to unknown countries offered. They had served with Haraden in his daring exploits off the coast of Spain, and had been with West when, in the darkness of the night, he cut his prize out of a British harbor under the guns of the enemy. What wonder that after wielding the cutlass and the boarding pike, they were not contented to put their hands to the plough or return to the daily drudgery of the work-shop. The spirit of adventure was awakened, and the more dangerous and perilous the undertaking the better it suited the temper of these wild and courageous graduates from the deck of the privateersman.

From the close of the War of the Revolution until the embargo in 1808, Salem was at the height of her commercial prosperity. The white sails of Salem's ships were unfurled in every port of the known world and carried the fame and name of Salem to the uttermost parts of the earth.

The history of this period makes a tale which even the imaginings of romance could hardly parallel. It is crowded full of the accounts of daring adventures by brave seamen in unknown seas, of their encounters with pirates and savage tribes, of their contests with the armed ships of France and England and of their imprisonment among the Algerines and in the prisons of France and Spain.

It was the young men of Salem that officered her ships, sailing as captains at an age when the boys of the present time are scarcely over their school-days. At the beginning of one of the East India voyages of nineteen months, neither the captain (Nathaniel Silsbee), nor his first mate (Charles Derby), nor his second mate (Richard J. Cleveland), was twenty years of age, and yet these boys carried ship and cargo safely to their destination, with imperfect mathematical instruments and with no charts but of their own making, and returned with a cargo which realized four or five times the amount of the original capital. With no power to communicate with home, the success of the undertaking was largely in the hands of these youthful captains. Their duty was not ended when the ship arrived safely in port, for upon their judgment and sagacity in buying and selling depended the profits of the voyage.

In those early days, when a vessel left Salem harbor, there was often nothing heard from her until after the lapse of a year or more she would come sailing back again. To-day the earth is girdled with the telegraph, and the arrival of a ship in the foreign harbor can be known at home almost within an hour of her reaching port. Then, foreign prices were unknown and the result of a voyage might be splendid success or ruinous disaster; now, a voyage is merely a passage from port to port with the market ascertained beforehand at either end.

When Captain Jonathan Carnes set sail for Sumatra, in 1795, on his secret voyage for pepper, nothing was heard from him until eighteen months later, he entered with a cargo of pepper in bulk, the first to be so imported into this country, and which sold at the extraordinary profit of seven hundred per cent. This uncertainty which hung over the fate of ship and cargo lent a romantic interest to these early voyages which this age, with its telegraph and steamship, has destroyed.

The lower part of the town, in the days of Salem's commerce, was full of bustling activity. The wharves were crowded with vessels discharging their cargoes, gathered from all nations, or loading for another venture across the seas. Sailors fresh from the distant Indies were chatting on the street corners with companions about to depart thither, or were lounging about the doors of the sailor boarding-houses with that indescribable air of disdain for all landsmen which seems always to attach to the true rover of the seas. They were looked upon by the younger portion of the community with that curiosity which is so

The shops were full of strange and unique articles brought from distant lands. The parrot screamed at the open door and in the back shop the monkey and other small denizens of foreign forests gamboled at will, sometimes escaping to the neighboring housetops, much to the delight of the small children who gathered to watch their capture with upturned faces and expressions of intense interest in the result of the chase. Derby Street in those days was well worth a visit, if only for the suggestions of foreign lands that met the eye on every hand.

Salem at that time was one of the principal points for the distribution of foreign merchandise, over eight million pounds of sugar being among the imports of the year 1800. The streets about the wharves were alive with teams loaded with goods for all parts of the country. It was a busy scene with the coming and going of vehicle:^, some from long distances, for railroads were then unknown and all transportation must be carried on in wagons and drays. In the taverns could be seen teamsters from all quarters sitting around the open fire in the chilly evenings, discussing the news of the day or making merry over potations of New England rum, which Salem in the good old times manufactured in abundance.

All this has changed. The sail-lofts where on the smooth floor sat the sail-makers, with their curious thimbles fastened to the palms of their hands, busily stitching the great white sheets of canvas that were to carry many a gallant ship safely through storm and tempest to her destination in far-distant harbors, and that were to be reflected in seas before unvexed by the keel of an American vessel, are deserted or given over to more prosaic uses, the ship-chandlers' shops are closed and the old mathematical instrument maker has taken in his swinging sign of a quadrant, shut up his shop and, as if there was no further use for him here, has started on the long voyage from which there is no return.

The merchandise warehouses on the wharves no longer contain silks from India, tea from China, pepper from Sumatra, coffee from Arabia, spices from Batavia, gum-copal from Zanzibar, hides from Africa, and the various other products of far-away countries. The boys have ceased to watch on the Neck for the incoming vessels, hoping to earn a reward by being the first to announce to the expectant merchant the safe return of his looked-for vessel. The foreign commerce of Salem, once her pride and glory, has spread its white wings and sailed away forever.

It remains for us to-day to gather together as well as we may the facts and incidents of this memorable epoch in the history of our city and preserve them as a precious legacy from the Salem of the past to the Salem of the future.

no longer prosecuted here, the influence of the oldtime merchants, whose energy and enterprise, whose daring and far-sightedness, made such an unparalleled chapter in the history of Salem, still lingers with us. Salem to-day owes to these men the high position she holds in the world of science. Their broad and liberal views, stimulated by contact with all nations, prepared their descendants, the Salem of to-day, for the good work which is now being carried on in our midst. Their rare and unique collection of curiosities now in the possession of the Peabody Academy of Science grows in interest each year, being one of the principal points of attraction to visitors. As such it will always remain, a perpetual monument to the far-seeing and public-spirited merchants and ship-masters of Salem.

Salem was undoubtedly chosen as a good place for settlement by Roger Conant, who described it as " a fruitful necke of land," because of its harbors and rivers. Situated on a peninsula, with North River on one side and South River on the other, all parts of the town were readily accessible by water. Salem was from the first and of necessity a maritime place. The Massachusetts Company, that sent John Endicott to Salem, was a trading company, and the home Governor, Matthew Cradock, writes to Endicott in 1629 to send, as return cargoes, "staves, sarsaparilla, sumach, two or three hundred firkins of sturgeon and other fish and beaver."

The early, long-continued and staple trade of Salem was in the product of the fisheries. The harbors and rivers swarmed with fish, and the supply was so plentiful that large quantities were often used for manure. From 1629 to 1740 Winter Island seems to have been the headquarters of the Salem fishing trade, and that trade was the staple business of Salem down to a much later period. In 1643 the merchants of Salem were trading with the West Indies, with Barbadoes and the Leeward Islands.

Between 1640 and 1650 the commercial career of Salem received an impetus, and her vessels made voyages not only to the mother-country but to the West Indies, Bermudas, Virginia and Antigua. Her wealth was great in proportion to her population, and Josselyn, writing in 1644, says "in this town are some very rich merchants." In 1663 William Hollingworth, a Salem merchant, agrees to send one hundred hogsheads of tobacco from the River Potomac by ship from Boston to Plymouth in England, the isle of Jersey or any port in Holland, and thence to said island for seven pounds sterling per ton.

From 1670 to 1740 the trade was to the West Indies and most ports of Europe, including Spain France and Holland. From 1686 to 1689 inclusive Salem is trading to Barbadoes, London, Fayal, Pennsylvania, Virginia and Antigua. The great majority of her vessels are ketches from twenty to forty tons and carrying from four to six men. Only one ship appears among them, and her tonnage is but one hundred and thirty tons. In 1698-99 registers are taken out for two ships of eighty and two hundred tons, a barque, three sloops and twenty ketches. The ketch of those days was two-masted, with square sails on the fore-mast and a fore-and-aft sail on the mainmast, which was shorter than the fore-mast. The schooner, which gradually supplanted the ketch, first appears in our Salem marine about 1720. Felt says that " Andrew Eobinson, of Gloucester, originated the name of schooner in 1709." John Johnson, of Salem, in 1693, " having for nigh three years followed the trade of boating goods " to and from Boston, " sometimes twice a weeke," complains to Governor William Phipps of the cost of entering and clearing.

In 1700 the foreign trade of Salem is thus described by Higginson : " Dry, merchantable codfish for the markets of Spain, Portugal and the Straits, refuse fish, lumber, horses and provisions for the West Indies. Eeturns made directly to England are sugar, molasses, cotton, wool, logwood and Brasiletto-wood, for which we depend on the West Indies. Our own produce, a considerable quantity of whale and fish-oil, whalebone, furs, deer, elk and bear-skins are annually sent to England. We have much shipping here, and freights are low."

Dr. Edward A. Holyoke, writing of the commerce of Salem in 1749, says : " The commerce of this town was chiefly with Spain and Portugal and the West Indies, especially with St. Eustatia. The cod fishery was carried on with success and advantage. The schooners were employed on the fishing banks in the summer, and in the autumn were laden with fish, rum, molasses and the produce of the country and sent to Virginia and Maryland, and there spent the winter retailing their cargoes, and in return brought corn and wheat and tobacco. This Virginian voyage was seldom very profitable, but, as it served to keep the crews together, it was continued till more advantageous employment offered."

Comparatively little mention is made in this chapter of the commerce of Salem prior to the Kevolution. The colonial trade was narrow and limited, and was restricted by the short-sighted policy of the home government. Trade was carried on with the West Indies, with the mother-country and with some other of the European ports, but the famous record of Salem as a commercial port begins with the close of the Revolutionary War.

Colonel Higginson, in his recent article on " Old Salem Sea-Captains," says " there is nothing more brilliant in American history than the brief career of maritime adventure which made the name of Salem synonymous with that of America in many a distant port. The period bridged the interval between two wars ; the American Revolution laid its foundation ; the later war with England saw its last trophies."

present as complete an account of Salem's commercial triumphs as can be gathered, the records of the custom-house and the files of contemporaneous newspapers being gleaned for material for the work. The log-books in the custody of the E?sex Institute have also been carefully examined. These form a curiously interesting collection suggestive of life on ghip-board, and of the old ship masters who made the entries in them from day to day. It is to be regretted that a large proportion are devoted wholly to the direction and force of the wind, to the latitude and longitude and the details of the ship's course. But now and then, especially among those belonging to the East India Marine Society, most interesting accounts are given of the customs and manners of foreign nations.

In one of the oldest of them we find this entry, made in the Indian Ocean : " A wave just broke over the ship and came in at the cabin window, making a blot on the log;" and there is the blurred writing, just as the salt water left it a hundred years ago ; a trifling incident, but how real it makes the voyage to us ! As we turn the pages, yellow with age and musty even now with the smell of the ship, we seem almost to be sailing the distant ocean and feel the force of the wave as it dashes against the vessel and throws its spray through the cabin window.

In the following pages it has been found most convenient to trace the course of trade with different countries separately, although it must be understood that many vessels visited several of the ports named in the course of a single voyage, - one, for instance, starting from Salem stopping at Manilla, and thence on to Canton, returning direct to Salem.

The Canton Trade. - Elias Hasket Derby led the way to India and China, and opened for Salem that extensive foreign commerce which will always hold a prominent place in her history. His enterprise and vigor was something rarely paralleled. Not content to follow in the footsteps of his predecessors, he turned bis eyes to the Cape of Good Hope and the fardistant Indies, and determined to measure his strength with the incorporated companies of England and France and Holland, which then entirely monopolized the commerce of the East. He boldly entered into competition with that great and powerful monopoly, the East India Company, which Queen Elizabeth incorporated on the last day of the sixteenth century, a company whose Governor, Josiah Child (formerly an apprentice, sweeping one of the counting-rooms of London), became the possessor of boundless wealth, the companion of nobles, and one from whom King Charles II. graciously accepted a gift of ten thousand guineas, - a monopoly which held in its powerful grasp the whole trade of England, with the distant East, issuing its edicts from the India House on Leadenhall Street to its subjects in India, commanding them to disregard the votes of the House of Commons ; and which, as late as the year 1800, when the ship " Active," of Salem, George Nichols, master, arrived at Liverpool, from Salem, with a cargo of Surat cotton, compelled her to carry it to London and dispose of it from the warehouses of the Company in that city.

Mr. Derby, on the 28th of November, 1785, cleared the ship " Grand Turk," Ebenezer West, master, for the Isle of France, with the purpose to visit Canton. This vessel went to the Isle of France and China, and returned to Salem in June, 1787, with a cargo of teas, silks and nankeens, making the first voyage from New England to the Isle of France, India and China.

In the year 1790 there were three arrivals from Canton. The brig '' William and Henry," Benjamin Hodges, master, one hundred and fity tons, was entered, in May, to Gray & Orne. Captain Hodges was a good type of the master mariner of that period. He was born in Salem, April 26, 1754. When the East India Marine Societj' was formed, he was chosen its president. He brought to Salem the first full cargo of tea direct from Canton. He died April 13, 1806. Captain Hodges makes the following quaint entry in his log-book, under date of Friday, Dec. 25, 1789, when leaving China for home: " Discharged the pilot after much altercation, having promised him fifty-six dollars, which I only intended as a conveniency, as forty dollars is the established customary price, which sum was all I intended and all I did pay him. However unjust it may appear to promise with an intention not to perform, yet it is necessary in dealing with such rascals as the Chinese, who are ever ready to take undue advantage, and, as the vulgar say, ' Two cheats is an even bargain,' and the only method to keep pace with such faithless villains." Evidently Captain Hodges was not impressed with the honesty of the average Chinaman.

Captain Hodges also gives a list of the American vessels then lying at Canton, fourteen in all, of which five hailed from Salem, four from New York, three from Philadelphia and two from Boston ; and of the two Boston ships, one, the " Massachusetts," of one hundred and ninety tons, had a Salem man, Benjamin Carpenter, for captain. Captain Carpenter, although he does not aj^pear to have made any voyages from Salem, was intimately connected with our marine societies. He was one of the founders of the East India Marine Society and an early member of the Salem Marine Society, which last-named society has in its possession a log-book of a voyage made by him in the ship " Hercules," of Boston, from that place to the East Indies, in 1792. His crew consisted of thirty-nine men, thirteen of them from Salem. All but two or three of the crew were between nineteen and twenty-four years of age, Captain Carpenter putting down his own age at forty. This log-book is remarkable for the elegance of the penmanship and the skill displayed in making pen-and-ink sketches of islands, rocks and other objects of interest to mariners.

The ship " Astrea," James Magee, master, and Thomas Handasyd Perkins, supercargo, of three hundred and thirty tons, arrived in June to Elias H. Derby, with a cargo of tea, paying $27,109.18 as duties ; and the ship " Light Horse," Ichabod Nichols, master, two hundred and sixty-six tons, in June, to Elias H. Derby, with a cargo of tea, paying $16,312.98 as duties. There is no year when the direct arrivals from. Canton numbered more than three. The "Astrea" was one of Mr. Derby's favorite ships. She was distinguished for speed, having in one voyage to the Baltic, made the run in eleven days from Salem to the coast of Ireland. Preparing for a voyage to Canton was in those days a serious undertaking. The " Astrea " was sent up the Baltic for iron, a schooner was sent to Madeira for wine, and specie was collected from New York, Philadelphia and Baltimore. In February, 1789, the " Astrea" was dispatched for Canton with an assorted cargo, consisting of iron, wine, butter, candles, ginseng, beef and flour. The cargo of the " Astrea " was entrusted to the joint care of Captain James Magee and Thomas Handasyd Perkins. This last-named gentleman was afterwards for many years a leading merchant of Boston, and one of the founders of the Boston Athenaeum.

As showing how completely the merchant was obliged to rely on the judgment of the oflicers of his ship a few extracts from the letter of instruction given by Mr. Derby to the officers of the 'Astrea " may be interesting. He writes as follows :

"Gents, - The ship 'Astrea' being ready for 3ea. I do advise and order you to come to sail and malce the best of your way to Batavia, and on your arrival tliere you will disjiose of such a part of the cargo as you think may be most for my interest. If you find the price of susar to be low, you will then take into the ship as much of the best white kind as will floor her, and fifty thousand weight of coffee, if it is as low as we have heard, and fifteen thousand of saltpetre, if very low ; some nutmegs and fifty thousand weight of pepper ; this, you will stow in the fore peak, for fear of its injuring the tea*. At Batavia j'ou must, if possible, get as much freight for Canton as will pay half or more of your charges, - that is, if it will not detain you too long - as by this addition of freight it will exceedingly help the voyage. If Messrs. Bhmchard & Webb are at Batavia in the Brigantine 'Three Sisters,' and if they have not stock sufficient to load with coffee and sugar, and if it is low, and you think it for my advantage, then I would have you ship me some coffee or sugar and a few nutmegs to complete his loading. If his brigantine can be sold for a large price, and sugar and coffee are too dear to make any large freight - in that case it possibly may be for my interest to have her so!d, and for them to take passage with you to Canton, but this must not be done unless you. Dr. Blauchard and Capt. Webb shall think it greatly for my interest. It is my order that in case of your sickness, you write a clause at the foot of thes3 orders, putting the command of the ship into the person's hands that you think the most equal for it, not having any regard to the station he at present has in the ship. Among the silks, you will get nie one or two pieces of the wide nankeen satin, and others you will get as directed. Get me two pots of twenty pounds each of ginger, that is well put up; and lay out for my account fifteen or twenty pounds sterling in curiosities. There will be breakage-room in the bilge of the ship, that nothing dry can go in ; therefore, in the crop of the bilge, you will put some boxes of China, such as are suitable for such places, and filled with cups and saucers, some bowls, and anything of the kind that may answer. Although I have been a little particular in these orders, I do not mean

The "Astrea" did not make so successful a voyage as was anticipated. American ships were beginning to follow the lead of the " Grand Turk," and between the fall of 1788 and 1791, no less than fifteen American vessels arrived in Canton. Mr. Perkins was obliged to seil the large invoice of ginseng at twenty thousand dollars, less than the prime cost. Four ships of Mr. Derby, the "Astrea," "Light Horse," "Atlantic" and "Three Sisters," were lying at Canton in the summer of 1789. Two of these ships were sold, and the i^roceeds of all their cargoes was shipped in the "Astrea" and "Light Horse," both of which vessels arrived safely in Salem, in June, 1790, with 728,871 pounds of tea for Mr. Derby. The entire importation into the United States during this year wa>< 2,601,852 pounds. This unprecedented importation was disheartening to the China merchants, as it was largely in excess of the consumption which at that time was less than a million pounds. An unexpected duty had also been imposed on teas which bore heavily upon the importers.

We therefore find no further arrival from Canton till 1798, when the ship " Perseverance," Richard Wheatland, master, enters in April with a cargo of tea and sugar to Simon Forrester, paying in duties $24,562.10. Captain Wheatland was largely endowed with the bravery, vigor and enterprise which were so essential to a successful ship-master in the times when it was sometimes necessary to fight a passage to the destined harbor. He was born in Wareham, England, in October, 1762, and began his seafaring life in the city of London. He served on a British man-of-war for three years, holding some small office on board the ship. After the peace of 1783, Captain Wheatland, being in the West Indies, became acquainted with Captain William Silver, of Salem, and at his solicitation came to Salem, where he afterwards resided. He married a daughter of his friend, Captain Silver. She died shortly after her marriage, and he subsequently married a daughter of Stephen Goodhue. He was the father of George Wheatland, now the senior member of the Essex bar, and of Dr. Henry Wheatland, the president of the Essex Institute. As illustrating the dangers to which commerce was exposed at this time as well as the bravery of Cajitain Wheatland and his crew the following letter is given, together with the heading which precedes it in a local paper, and which shows the bitterness with which the French nation was then regarded by the press and people, -

"A sea fight gallantly and victoriously maintained by the ship ' Perseverance,' Captain Richard Wheatland, of this port, against one of the vessels of war of the ' Terrible Republic' The French rascals, contrary to the laws of war and of honor, fought under false colors, whilst the ' Eagle,' true to his charge, spread his wings on the American flag."

" Conceiving we may possibly meet an opportunity of forwarding this immediately on our arrival at Havana, or perhaps before, induces me to give an account of our voyage thus far.

"Until December 26 met with nothing very material, except heavy, disagreeable weather off the coast, and, having the wind so far to the westward as to preclude the possibility of making our passage round the bank, were compelled, contrary to our wishes, to go through the Old Straits of Bahama. On the afternoon of the 27th were boarded by the British frigate 'Romilla,' Captain Rolles, our papers examined and we treated with great politeness. They purchased, at our own prices, a number of articles from the cargo and of the people. Three days before, they had captured a French privateer sloop of ten guns and sixty men, and retook an American brig, her prize. After two hours' detention we were permitted to proceed, which we did without meeting any interruption till Monday, December .31. For particulars of that day we give an extract from a journal kept on board.

"December 31, Key Romain in sight, bearing south, distance four or five leagues. A schooner has been in chase of us since eight o'clock, and has every appearance of a privateer. At one o'clock p. m., iinding the schooner come up with us very fast, took in steering-sails, fore and aft and royals ; at half past one about ship and stood for her; she immediately tacked and made sail from us ; we fired a gun to leeward, and hoisted the American ensign to our mizzen-peak ; she hoisted a Spanish jack at main top-mast head, and continued to run from us. Finding she outsailed us greatly, and wishing to get through the narrows, in the Old Straits, at two o'clock p. m., we again about ship, and kept on our course. The schooner immediately wore, fired a gun to leeward and kept after, under a great press of sail. At half past two she again fired a gun to leeward, but, perceiving ourselves in the narrows, above-mentioned, we kept on, to get through them, if possible, before she came up with us, which we effected. At three o'clock, finding ourselves fairly clear of Sugar Key and Key Laboas, we took in steering-sails, wore ship, hauled up our courses, piped all hands to quarters and prepared for action. The schooner immediately took in sail, struck the Spanish jack, hoisted an English Union flag and passed under our lee at considerable distance. We wore ship, she did the same, and passed each other within half musket. A fellow hailed us in broken English, and ordered the boat hoisted out and the captain to come on board with his papers, which he refused ; he again ordered our boat out, and enforced his orders with a menace, that in case of refusal he would sink us, using at the same time the vilest and most infamous language it is possible to conceive of.

"By this time he had fallen considerably astern of us ; he wore and came up on our starboard quarter, giving us a broadside as he passed our stern, but fired so excessively wild that he did us very little injury, while our stern-chasers gave him a noble dose of round-shot and langrage. We hauled the ship to wind, and, as he passed us, poured a whole broadside into him with great success. Sailing faster than we, he ranged considerably ahead, tacked, and again passed, giving us a broadside and a furious discharge of musketry, which they kept up incessantly till the latter part of the engagement. His musket balls reached us in every direction, but his large shot either fell short or went considerably over us, while our guns, loaded with round shot and square bars of iron, six inches long, were plied so briskly and directed with so good judgment, that before he got out of reach we had cut his mainsail and fore topsail all to rags and cleared his decks so effectually that when he bore away from us there were scarcely ten men to be seen.

He then struck his English, and hoisted the flag of the ' Terrible Republic,' and made off with all the sail she could carry, much disappointed, no doubt, at not being able to give us a fraternal embrace. The wind being light, and knowing he would outsail us, added to a solicitude to complete our voyage, prevented our pursuing liim ; indeed we had sufficient to gratify our revenge for his temerity, for there was scarcely a single fire from our guns but what spread entirely over his hull. The action, which lasted an hour and twenty minutes, we conceive ended well ; for, exclusive of preserving the property entrusted to our care, we feel a confidence we have rid the world of some infamous pests of so ciety. We were within musket-shot the whole time of the engagement and were so fortunate as to receive but very trifling injury ; not a per. son on board met the slightest harm. Our sails were a little torn, and one of the quarter-deck guns dismounted.

"The privateer was a schooner of eighty or ninety tons, copper bottom and fought five or six guns on a side. We are now within forty-eight hours' sail of Havana, where we expect to arrive in safety ; indeed we have no fear of any privateer's preventing us, unless greatly superior in force. The four quarter-deck guns will require new carriages, and one of them was entirely dismounted. " We remain with esteem,

"The gallantry of young Mr. Ingersoll, on board the ' Perseverance,' we are well assured, contributed greatly to second the determined bravery of Captain Wheatland in defending the ship. Indeed the whole ship's company deserve well of their owners and of their country."

The ship " Elizabeth," Daniel Sage, master, arrived from Canton in June, 1799, con.signed to William Gray, and the ship "Pallas," William Ward, master, to Samuel Gray, William Gray and Joseph Peabody, with a cargo of tea and sugar, paying a duty of $66, 927.65, arrived in July, 1800. In May, 1802, the ship " Minerva," M. Folger, master, belonging to Clifford Crowninshield and Nathaniel We.st, entered from Canton and was the first Salem vessel to circumnavigate the globe. She sailed around Cape Horn, stopped one degree south of Chiloe, went to the Island of Mas-a-Fuera, where she took seals, wintered south of Lima and proceeded to China. She came home around the Cape of Good Hope.

The ship " Concord," Obed Wyer, master, entered from Canton in July, 1802, with a cargo of tea to Gideon Tucker and Pickering Dodge, paying a duty of $20,477.53; and in April, 1803. the ship "Union," George Hodges, master, to Ichabod Nichols and thirtynine others, entered with a cargo of tea, paying a duty of $43,190.79. The ship " Friendship," William Story, master, arrived from Canton, Sumatra and the Isle of France, in August, 1804, to Jerathmael Pierce, with tea, coffee and pepper, paying a duty of $31,514.19. The ship " Eliza," William Richardson, master, arrived in May, 1807, to Pierce and Wait, and the ship " Hercules," James M. Fairfield, master, with a cargo of tea and cassia, paying a duty of $45,575.98, in March, 1808, to Nathaniel West. In April, 1810, the brig " Pilgrim," Charles Pearson, master, arrived to Richard Gardner, and the ship " Hunter," Philip P. Pinal master, with a cargo of tea, sugar, candy and cassia, to Jerathmael Pierce, in May, 1810.

The brig " Active," William P. Richardson, master, arrived with a cargo of tea and cassia, consigned to James Cook, and paying duties to the amount of about thirty-two thousand dollars. The "Active " left Salem June 1, 1810, and went to the Feejee Islands, where she remained till July 26, 1811. She arrived in Salem, March 27, 1812, one hundred and eighteen days from Canton.

The brig "Canton," Daniel Bray, Jr., master, arrived in May, 1817, from Canton and Marseilles, to Joseph Peabody and Gideon Tucker, having performed the voyage to Canton and Europe in eleven months and twenty-five days. The ship "China," Benjamin Shreve, master, cleared for Canton, May 24, 1817, and arrived in Salem March 30, 1818, with a cargo of tea, nankeens and silks to Joseph Peabody and others, and paying a duty of $15,348.56. In January, 1819, the ship " Hercules," James King, Jr., master, arrived with a cargo of tea and sugar, paying a duty of $51,765.49 and consigned to Nathaniel West, Jr. and others. The ship " Osprey," Stephen Brown, master, arrived from Canton, via Boston, in July, 1819, one hundred and seventeen days from Canton, to William P. Richardson, and the ship " Midas," Timothy Endicott, master, entered from Canton, via Boston, to Pickering Dodge, with a cargo of tea, cloves and sugar, in September, 1819, one hundred and fortythree days from Canton. In February, 1820, the ship "Friendship," Thomas Meeke, master, entered from Canton to Pickering Dodge and others, with a cargo paying a duty of $21,677,44.

The brig " Leander," owned by Joseph Peabody, made three voyages direct from Canton, entering in March, 1825, in April, 1826 and in July, 1829. Charles Roundy was master on the first two voyages and N. Smith on the last ; the cargoes paying duties of $86, 847.47, $92,392.94 and $84,043.82 respectively. The ship " China," H. Putnam, master, entered from Canton in April, 1825, to Joseph Peabody and others, paying a duty of $22,987.32.

The ship "Sumatra," owned by Joseph Peabody, made six voyages direct from Canton, entering in April, 1829, in April, 1830, in October, 1831, in June, 1834, in December, 1836, and in Octobers 1841. Charles Roundy was master on the first four voyages, and Peter Silver on the last two. When returning on the last voyage, Captain Silver speaks the ship "Echo," dismasted, with one hundred and forty passengers bound for New York. He could not board the distressed vessel at once, because of the storm then prevailing, but lay by until he was able to send his boat and supply hei' with sails and provisions. He took on board his own vessel twenty-four of the passengers, including several sick ladies, and landed them at Holmes Holl. For the kind and timely assistance rendered, Captain Silver was presented by the passengers with a silver pitcher, and each of his mates with a silver cup.

The ship " Eclipse," William Johnson, master, entered from Canton in August, 1832, consigned to Joseph Peabody. The above-named comprise all the vessels that entered at the Salem Custom-house, direct from Canton, bringing a full cargo of Canton goods. There were many other Salem vessels that went there in the course of their voyages, or that cleared from Salem for Canton and returned to other ports. The ship "St. Paul," Chas. H. Allen, master, and owned by Stephen C. Phillips, went to China from Manilla and on her return to Salem in March, 1845, brought part of a cargo of tea and other merchandise from

Among the vessels that cleared for Canton was the ship " Brutus,", Richard Crowninshield, master March 7, 1798. The ship " Gov. Endicott," Benjamin Shreve, master, cleared for Canton May 5, 1819, and experienced a tremendous gale on July 31st, during which the whole watch, consisting of the second-mate and seven men were washed overboard and lost, and her mizzen-mast and rudder were carried away. She arrived at St. Salvador in a crippled condition on the 26th of September,

From a journal kept by Mr. Samuel Goodhue on board the ship "Sumatra," Charles Roundy, master* on a voyage to Manilla and Canton, the following extracts are made as giving some general account of the incidents of such voyages,

" Sundarj, May 24, 1829. - At three o'clock in the morning got under way from Derby wharf, and in fifteen minutes dropped anchor in the harbor. At seven o'clock the passengers came on board and we got under way and stood to sea. f'or passengers we have Mr. Low and wife. Mrs. Harriet Low and servant and BIr. Ammidon. The ship's company consists of the captain, his two mates, Mr. Johnson and Mr. Shephard, eleven hands before tlie mast, cooli and steward, making twenty-one persons in all on board. At eight o'clock we discharged our pilot, and at ten o'clock we got our breakfast. Ths wind was fair and blowing a good breeze, fast taking us from our native land.

"Wednesday, June 'Ad. - Very pleasant and delightful weather. We have been employed for several days in cleaning our guns, small arms, boarding pikes, etc., and in making wads and other warlike preparations, as we shall soon be in the way of pirates.

"Monday, June 22d. - Just as the watch was called at four p.m., we discovered a barque just on our weather bow about eight miles from us. He had his royals furled top-gallant sails clewed up, courses hauled up, and main top sail to the mast. He seemed to be laying too to speak to us. On our nearer approach, he being two or three miles on our weather bow, saw him to be a small craft with painted ports, and instead of a barijue it was a brig with a jigger mast and a false stern. It was evidently a man of-war or a pirate in disguise. The wind beginning to head us off, all hands were called to tack ship to the westward. In a few minutes a heavy rain squall came up, and we soon lost sight of our suspicious neiglibor.

"Saturday, July 25th. - This forenoon saw two very large whales very near us. They appeared to be very old and had barnacles ou their heads. They passed very slowly under our stern with their mouths wide open.

Wednesday, July 29th. - Had strong breezes during the day. The distance ran was two hundred and one miles, the greatest day's work since leaving Salem.

"Sunday, August I6ih. - For the last twenty days ending yesterday we sailed three thousand six hundred and eight miles, averaging one hundred and eighty miles a day. Caught a large porpoise weighing about three hundred and fifty pounds. It was very fortunate for us to get some oil as our stock of oil has been out four or five days.

'-Wednesday, August 26th. - At eleven P.M. we saw the Island of Java, and at eight a.m. we passed Java Head with a fine eight-knot breeze and got fairly inside the Straits of Sunda. Came to anchor otf Angler, and a Dutch boat came off for news and letters, and afterwards came off again, bringing fowls, vegetables and fruit. They informed us that the ship 'Lotus,' Thomas Moriaty, captain, had gone up the Straits three days before bound to Canton.

"Tuesday, September Slh. - About two p.m. we entered the Bay of Manila after a very short passage of one hundred and six days from Salem. As we went up the bay the rain at intervals poured down in torrents, giving us a specimen of Manila weather, at this season of the year. At dark we passed the point of Cavite, and at seven o'clock came to anchor about two miles below Manila. We found the ship ' Mandarin,' of Salem, William Osgood, captain, and the ship, 'Restitution,'

"'Monday, September \ith. - Went ashore at Manila. The streets, some of them are wide with tolerable good accommodations for foot passengers. The lower stories of all the buildings are occupied as shops or stores. The upper stories are used as dwellings. The shops for the most part are kept by Chinese. They are not very neat, and are generally filled with a great variety of articles, such as hats, dry goods, fancy articles, etc. We passed a bridge built of stone over a canal. There were plenty of beggars on the bridge who had a very miserable appearance. There are several large churches in the suburbs. One very large one of stone we went into. They were saying mass over a corpse. After hurrying over a parcel of Latin, like a ship in a squall, and throwing a little water and burning some incense, the corpse was carried off. The inside of the church was paved with flag-stones, and was filled with Malays, a large proportion being small boys, who appeared to be very devout. I do not think the city is very strongly fortified. It was once taken by the English. We met a number of carriages something like a barouche. They were filled with ladies who all have a kind of olive pale complexion, but aie otherwise tolerably handsome. They dress very splendidly and generally have no head dress excepting a handkerchief or piece of muslin. I never saw any of them walking, I suppose they think themselves too good to touch the earth. Among the Malay women there is but very little beauty. They are of a copper color and have a kind of hopping gait, something resembling a cock turkey. Their dress is but little more than a piece of cloth tied round their waist. They wear wooden shoes which have nothing above the sole excepting a small place for a toe. At eight o'clock we returned to tlie ship. If I was to live here I should much rather be on board our ship than on shore among a parcel of Spaniards, Malays, pigs and dogs.

" Tuesday, September 22d - At 8 30 we got under way after laying in Manila fifteen days, and taking in four thousand piculs of rice, and a light breeze took us slowly out of sight of the turrets and towers of Manila.

" Wednesday , September ZOth. - We are sailing along among the Ladrone Islands. There are plenty of fishermen about us. The fishermen are a very hardy set of people. Their whole fortune is in their boat and that is their sole dependence. They carry their families in their boat and sometimes there are two or three generations, from the white-headed old man to the young babe. Their boats are kept in good order and generally have two masts, with mat sails. They mostly fish two or three in company with nets, and come to anchor in the night among the islands. They are, indeed, a very independent set of men. It is but nine months since we were going along these islands bound home. We have made two passages, laid in Salem one month, been to Manila, and are now here again. At three p.m. we came to anchor in Macao roads. At ten o'clock the next morning our passengers left us, and no doubt were glad to get on shore after being so long on shipboard. Several Chinese junks passed us bound into Macao. They generally have two or three masts, and have an eye painted on each bow. They have large wooden anchors, and sail very clumsily.

" Saturday, October 'id. - Got under way for Lintin, and in the afternoon we passed a jtreat number of craft of all descriptions, mostly fishing boats. We generally saw that the wife had the helm while the men were at work on the nets or laying still, and there were plenty of young brats, blackguarding every one that passed, for that I believe is the first thing they learn. The town of Lintin is small and is the principal place for smuggling opium, which sells here for eight hundred dollars a picul of one hundred and thirty-three pounds.

" Tuesday, October CM. - About eleven o'clock we passed a fort which stands at the entrance of Whampoa River. There was a mandarin came otf to go up the river with us, and, though dressed in his gaudy robes and arrayed in all his state, his first business after coming on board was to beg a bottle of rum. Soon after passing the entrance we came in sight of a large pagoda which stands upon high land and is about two hundred feet high.

"Monday, October l'2th. - This morning five of us started in the boat to go up to Canton. We passed a duck boat. The ducks were let out on the shore to feed, and I should think there were several hundred of them. When the keepers want them they sing out, and the last one in generally gets a Hogging. Some distance from the city you can tell you are drawing near to a large commercial city, by the clouds of smoke hanging over it, and the forests of masts in the river. At the head of Whampoa River stands a fort. It is square and built of stone and brick, and has about thirty small pieces of cannon in it. They are lashed with rattan to blocks of wood. We soon landed at Canton, and were busy making what little purchases we were able to afford. The shop-keepers are always ready at the landing place to lead you to their shops, recommending their goods above all others. Their shops, especially those in China and New Sti-eets, are very clean, and their goods make a handsome show. They generally have an English sign over their door, but go by the Chinese names, except some in Hog Lane, such as 'Jimmy,' ' Good Tom,' ' Young Tom,' etc., and among others, ' General Jackson,' recommended himself to us. We were not much gratified in finding the hero, an inferior, black-looking Tartar, surrounded by a few pieces of inferior silks, some pictures, etc. At six o'clock we returned to the ship.

'' Thnrsdai/, December nth. - At three o'clock this morning six of us started in the pinnace for Canton. Aft*r breakfast we went up China Street to finish making our purchases, and while there saw a procession of a mandarin. He was preceded by about a dozen dirty-looking Tartars with bamboos, and no other uniform than a dirty red cap. One had an instrument something like a tambourine, another something like a fife, which made a hard screeching sound. The mandarin was in a palanquin and carried by two Tartars. At the head of the street there was a theatre. The players were very active, and their dress was rich and splendid. They are paid by the shop-keepers ef the street, and attract great numbers of Chinese. At the entrance of China Street there was a large figure of Josh, and around him were burning several lights, while before him were heaps of oranges, also a roast pig and a turkey. About four o'clock we started on our return to the ship.

"Wednesday, December 30lh. - Having got all our cargo of tea on board, we got underway and dropped down the river on our way home. After an uneventful passage, the ' Sumatra ' arrived safely in Salem harbor, with her cargo of tea, in April, 1830."

The India Trade. - India was visited soon after the close of the Revohitionary War by Salem vessels. The trade was opened by Elias Hasket Derby, and the ship " Atlantic," commanded by his son, was the first vessel to display the American ensign at Surat, Bombay and Calcutta. This was in the year 1788. The ship "Peggy" arrived in Salem, June 21, 1789, with the first cargo of Bombay cotton brought to this country, consigned to E. H. Derby. The brigantine ''Henry," Benjamin Crowninshield, master, of one hundred and twenty-five tons burden, and manned by eight men, arrived at Salem, from Madras, Bengal and the Isle of France, consigned to E. H. Derby and John Derby, Jr., January 10, 1791, and on May 13,

1793, the ship " Grand Turk," Benjamin Hodges, master, of five hundred and sixty-four tons burden, and owned by E. H. Derby, arrived from Madras with 1,031,484 pounds of sugar, 600 bags of saltpetre, 464 pieces of redwood, 3,900 hides, 709 bags of ginger, 830 bags of pepper, and 22 chests of tea, the cargo paying a duty of $24,229,65. The " Grand Turk" had sailed, outward bound, Sunday, March 11, 1792, at 3 P. M., and Captain Hodges writes in his log book that " great numbers of our friends assembled at the old fort and expressed their good wishes in the old English custom of three huzzas." The schooner " Polly and Sally," George Crowninshield, master, and consigned to Richard Crowninshield with sugar, pepper and coffee, arrived from Bengal in May,

1794. The brig "Enterprise," William Ward, master, entered in August, 1794, from India, consigned to William Gray. The ship " Henry," Jacob Crowninshield, master, entered from India and Cowes, in November, 1794 to E. H. Derby. " The ship " Washington," Benjamin Webb, Jr., master, entered July 11, 1795, from Calcutta, via. Boston, with a cargo of sugar to John Fisk. The ketch " Eliza," Stephen

Phillips, master, appears to be the first vessel to arrive at Salem direct from Calcutta. She entered October 8, 1795, with a cargo of sugar to E. H. Derby. The " Eliza " cleared from Salem for the East Indies, December 22, 1794, with an outward cargo of 48 casks of brandy, 22 barrels of naval stores, and 106 pairs of silk stockings.

There were five arrivals from India in 1796, - February 23d, the brig " Friendship," George Hodges, master, to Joseph Osgood, Jr., from Calcutta ; April 18th, the snow " Peggy," Joseph Ropes, master, to E. H. Derby, from India ; April 18th, the ship " John," Jona Moulton, master, to William Gray, from Calcutta ; August 16th, the brig " Hind," Jona Hodges, master, from Calcutta; and September 20th, the ketch " Eliza," Stephen Phillips, master, to E. H. Derby, from Calcutta.

From a New York paper, under date of April, 1796, we make the following extract: "The 'America,' Captain Jacob Crowninshield, of Salem, Mass., commander and owner, has brought home an elephant from Bengal in perfect health. It is the first ever seen in America, and is a very great curiosity. It is a female, two years old, and of a species that grows to an enormous size. This animal sold for ten thousand dollars, being supposed to be the greatest price ever given for an animal, in Europe or America."

There were four entries from India in 1797, - in May, the bark "Essex," John Ropes, master, to William Orne, from Calcutta ; in May the ship " William and Henry," John Beckford, master, to William Gray, from Bengal ; in May, the ship " Benjamin," Richard Gardner, master, to E. H. Derby, from Calcutta and the Cape of Good Hope ; and in July, the ship " Betsey," Nathaniel Silsbee, master, from Calcutta and Madras, consigned to Daniel Pierce and Nathaniel Silsbee, with sugar, coflTee and pepper, paying a duty of $10,753.20.

During the year 1798 there were nine entries from Calcutta ; the largest number of entries in any single year. The years 1803 and 1818 show the same number. The entries from Calcutta for the year 1798 were, - in January, the ship " Recovery, Joseph Ropes, master, to E. H. Derby ; in January, the ship " Lucia," Thomas Meek, master, to William Gray ; in March, the bark " Sally," Benjamin Webb, master, to Thomas Saunders & Co. ; in March, the brig " Good Hope," Edward West, master, to Nathaniel West ; in March, the brig " Adventure," James Barr, Ji-., master, to John Norris; in March, the ship " Betsey," Josiah Orne, master, to Samuel Gray & Co. ; in March, the ship " Mary," Nicholas Thorndike, master ; in May, the ship " Sally," Josiah Obear, master; and in July, the ship " Belisarius," John Crowninshield, master, to George Crowninshield & Sons, with a cargo of sugar, 10,767 pounds of sugarcandy, and 118,215 pounds of coffee, from Calcutta and the Isle of France.

"Recovery," Joseph Ropes, master, entered May 7th, to E. H. Derby. This vessel had touched at Mocha on her outward passage, and displayed the American flag for the first time at that port. The ship " Ulysses," Josiah Orne, master, entered July 10th, to William Gray. Both entries were from Calcutta. The above-named vessels comprise all that arrived from India prior to the year 1800.

The limits of this chapter will not permit a full list of the subsequent entries, but the names of a few are given as showing the Salem merchants and shipmasters engaged in this trade. The ship "Active," Timothy Bryant, master, with a cargo of 180,000 pounds of cotton to Bryant & Nichols, entered from Bombay, in August, 1800. The ship "Vigilant," James Clemmons, master, entered from Bombay, in February, 1801, with a cargo of cotton to Simon Forrester. The bark " Eliza," Benjamin Lander, master, entered from Calcutta, July, 1801, with a cargo of sugar and other merchandise to Joseph White. The ship " Hazard," Henry Tibbetts, master, entered from Calcutta, May, 1802, with sugar, cigars and cordage, to John and Richard Gardner, j^aying a duty of $16,298.

The brig " Sally," William Ashton, master, entered from Calcutta in February, 1803, to Jacob Ashton & Co., with a cargo of sugar, payinga duty of $10,631.54. The ship " Lucia," Solomon Towne, master, entered from Calcutta in August, 1804, with a cargo of sugar, indigo and cheroots, to William Gray and others, and paying a duty of $24,001.08.

The ship " Argo," Stephen Field, master, entered from Calcutta in March, 1805, with a cargo of sugar to Philip Chase and others, and paying a duty of $32,- 799.47. The ship "Mary Ann," Edward Norris, master, entered from Calcutta, April, 1806, with a cargo consigned to John Norris, and paying a duty of $14,797.68. The ship "Franklin," Timothy Wellman, 3d master, entered from Calcutta in October, 1806, with a cargo of sugar to Joseph Peabody, and paying a duty of $19,734.60. The ship " Friendship," Israel Williams, master, entered from Madras in November, 1806, with a cargo of pepper, coffee and indigo to Pierce & Wait, paying a duty of $21,093.21. The ship "Exeter," Thos. B. Osgood, master, entered from Bengal in October, 1807, with 356,043 pounds of cotton, 11,141 of indigo, and 80,731 of sugar, payinga duty of $16,331.21, and consigned to Benjamin Pickman, Jr.

The ship " Union," William Osgood, master, entered from Calcutta in September, 1811, with a cargo to Stephen Phillips, and paying a duty of $26,408.23. The ship " Restitution," David D. Pulsifer, master, entered from Calcutta in October, 1812, with a cargo to Simon Forrester, and paying a duty of $51,526.33. The brig " Caravan," Augustine Heard, master, entered from Calcutta in March, 1813, with a cargo to Pickering Dodge, paying a duty of $26,975. The bark " Patriot," Nathan Frye, master, entered from Calcutta in March, 1816, to John H. Andrews.

In October, 1816, forty-two vessels had cleared for India since the close of the War of 1812, and sixteen of them carried out three million hard dollars. The ship " Malabar," Josiah Orne, master, entered from Bombay in June, 1817, with a cargo of cotton and pepper to John W. Rogers, paying a duty of $18,- 769.40. The ship "Endeavour," Timothy Bryant, Jr., master, entered in September, 1817, to Dudley L. Pickman. The brig "Alexander," David A. Neal, master, entered from Bombay in September, 1817, with cotton to Jonathan Neal.

The ship "Gentoo," Nathaniel Osgood, master, entered from Calcutta in June, 1818. The cargo of this vessel, as was often the case with large vessels sent on distant voyages, was the property of a large number of persons. It consisted principally of sugar and cotton, and the consignees were Pickering Dodge, Nathaniel Silsbee, Francis and George Lee, John Belknap, Francis Quarles, Samuel P. Gardner, Baker & Hodges, Henry Pickering, John Derby, Philip and A. Chase, Samuel G. Derby, John W. Rogers, John Stone, Humphrey Devereaux, Nathaniel Osgood and Samuel G. Perkins. The whole duty paid was $29,- 270.55. The brig " Lawry," John Holman, master, entered from Calcutta in May, 1820, to John Derby, and paying a duty of $20,693.99.

The brig " Naiad," Nathaniel Osgood, master, arrived from Calcutta in January, 1821, with a cargo to Pickering Dodge, paying a duty of about $24,000. The ship "Aurora," Robert W. Gould, master, arrived from Siam in January, 1823, with a cargo of pepper and coffee to Willard Peele. The brig "Ann," Charles Millett, master, arrived from Bombay in November, 1825, to Henry Prince. The brig " Reaper," J. F. Brookhouse, master, entered from Bombay in February, 1830, consigned to Robert Brookhouse. The brig " Nereus," Thomas Farley, master, entered from Bombay in April, 1830, consigned to John W. Rogers. The ship "Catherine," Joseph Winn, Jr., entered from Calcutta in October, 1831, consigned to Joseph Peabody. The brig " Quill," S. I. Shillaber, master, entered from Bombay in October, 1832, consigned to N. L. Rogers & Brothers. The brig " Cherokee," W. B. Smith, master, entered from Bombay in February, 1837, consigned to Michael Shepard. The ship " William and Henry," Charles H. Fabens, master, entered from Bombay in September, 1839, consigned to David Pingree.

In 1842 there were three entries from Calcutta, - the ship "General Harrison," W. Lecraw, master, in February ; the ship " Isaac Hicks," Newell, master in September ; and the ship " New Jersey," Barry, master, in December, all with cargoes consigned to Francis Peabody. The last entry at Salem from ports in India of a vessel consigned to a Salem merchant was that of the bark " Brenda," H. Bridges, master, in August, 1845, with a cargo of pepper and cordage to Michael Shepard, paying a duty of $31,793.65. Within the last few years there have been several en-

A detailed history of these India voyages could not fail to be interesting, and would contain many thrilling accounts of the perils of the sea. In January, 1788, the ship " Juno," Henry Elkins, master, and owned by E. H. Derby, cleared for the East Indies, and when forty hours out was found to be sinking. Every effort was made to free her, but without success, and in twenty minutes she went down. The crew escaped in one of the shiji's boats, and were picked up and taken to Demerara. In 1793 the ship "Astrea," on a trading voyage from Madras to Pegu, was seized by the king of the latter place as a transport for stores to his army in Siam, who had gone thither to attack that empire. Captain Gibant and his second mate were detained as hostages for the performance of the voyage. In March, 1807, the ship " Howard," Benjamin Bray, master, from Calcutta, was lost at Grapevine Cove, Gloucester. The captain, second mate and two seamen were drowned. On Thursday, October 28, 1819, the brig " Naiad," Nathaniel Osgood, master, arrived at Salem from Calcutta, with a cargo consigned to .Pickering Dodge. On the Monday night previous the "Naiad" was struck by lightning, and the second mate, Mr. William Griffen, of Salem, was instantly killed. He was on the maintopsail yard at the time, and, on being struck, fell into the water with his clothes on fire. The first mate was knocked down and one of the men severely injured. The vessel received but trifling damage.

From the year 1800 to 1842, inclusive, only the years 1809, '14, '15, '38, '39 and '41 passed without an entry at Salem from some of the ports of India. The whole number of entries during that period from Calcutta wei'e one hundred and fifteen, the years 1805, '06 and '07 showing seventeen, and the years 1816, '17 and '18 showing twenty-one. There were twenty entries from Bombay during the same time, six from Bengal, six from Madras, three from Siam, and two from Ceylon. During the periods from 1802 to 1807, and from 1816 to 1822, there was the greatest activity in the Calcutta trade.

From 1816 to 1840 the Salem trade with Calcutta was mainly carried on by Josejih Peabody. He was the owner of the famous ship " George," which made voyages between Salem and Calcutta with the regularity of a steamer. The " George" was built in 1814 for a privateer by an association of ship-carpenters, who were thrown out of employment by the War of 1812. Peace came on before she was sold, and Captain Peabody bought her for sixteen dollars per ton. She measured three hundred and twenty-eight tons, and was a full-rigged ship. The " George " made twenty-one voyages to Calcutta between 1815 and 1837. She sailed from Salem May 23, 1815, on her first voyage, and arrived home June 13, 1816, one hundred and nine days from Calcutta. The length of her voyages was surprisingly regular, varying but a few days in all her passages between Calcutta and Salem. She sailed from Salem August 5, 1836, on her last voyage, reaching Salem on her return May 17, 1837, one hundred and eleven days from Calcutta. Previous to her leaving Calcutta on her twenty-first voyage, the Banian merchants of that port presented to the ship a complete and beautiful " freedom suit " of silk signals and colors. Her commanders were William Haskell, Thomas West, Samuel Endicott, Thomas M. Saunders, Jonathan H. Lovett, Jr., and Benjamin Balch, Jr. Her supercargoes were Daniel H. Mansfield, Ephraim Emmerton, Jr., George W. Endicott, Samuel Endicott, Samuel Barton and James B. Briggs. Her cargoes paid in duties $651,743.32. After her last voyage to Calcutta she was sold to Jefferson Adams and Caleb Smith, and went to Rio Janeiro, where she was condemned about January 12, 1838. Mr. Peabody imported from Calcutta, between 1807 and 1840, about 1,050,000 pounds of indigo, of which the ship " George " brought, in seventeen voyages, 755,000 pounds.

The Batavia Trade. - In the Indian Ocean, near the island of Sumatra, lies the island of Java, and here again Salem vessels were the first to display the American ensign. There was quite an extensive trade with this island in the early days of Salem's commerce. Of the seventy-two arrivals from Batavia between the years 1796 and 1855, thirty-five were previous to the year 1807, and seventeen during the years 1817, '18, '19 and '20. From 1806 to 1816 there was no arrival.

The brig " Sally," Benjamin Webb, master, cleared for Batavia Sept. 30, 1795, and entered from the same place Sept. 6, 1796, with a cargo of pepper and sugar to Thomas Saunders & Co. The schooner '' Patty," Edward West, master, cleared for Batavia Sept. 26,

1796, with pepper and sugar, consigned to Nathaniel West. The bark " Vigilant," John Murphy, master, entered in February, 1797, with 238,746 pounds of coffee and 168,604 pounds of sugar, consigned to Simon Forrester. The brig '' Eunice," Enoch Sweet, master, entered in July, 1797, with coffee and pepper to George Dodge and others. The brig " Star," John Burchmore, master, entered in November, 1797, to John Norris & Co. The bark "Eliza," Gamaliel Hodges, master, entered in February, 1798, and again in December, 1799, to Joseph White." The brig " Olive Branch," Jonathan Lambert, Jr., master, entered in 1798, consigned to Ashton & Lambert. The ship " Friendship," Israel Williams, master, entered July 4, 1798, with 301,687 pounds of coff"ee and 111,- 087 pounds of sugar, to Pierce & Wait, and paying a duty of $18,376.13. The brig " Exchange," William Richardson, master, entered in August, 1798, to Ezekiel H. Derby. The ship " Hazen," Jonathan Hodges, master, entered in August, 1798, consigned to William Orne. The ship " Franklin," James Devereux, master, entered in October, 1801, with 315,742 pounds of coffee, 164,699 ot pepper and 155,- 797 of sugar, consigned to Joseph Peabody, and paying a duty of $29,709.40. The same vessel, with the same master and consignee, entered in March, 1804, and May, 1805.

The ship " Margaret," Samuel Derby, master, entered in June, 1802, with coffee and other merchandise, consigned to John Derby and Benjamin Pickman. The " Margaret " cleared for Sumatra Nov. 19,

1800, with fifty thousand dollars in specie, twelve casks of Malaga wine and two hogsheads of bacon. She left Salem Harbor on the 25th of November, and anchored in Table Bay, Cape of Good Hope, Feb. 4,

1801. Leaving Table Bay February 10, she reached Bencoolen Roads, Sumatra, on the 10th of April, one hundred and thirty-six days from Salem. Without stopping to trade at Sumatra, the vessel proceeded to Batavia, arriving there on the 25th of April. While at Batavia Captain Derby made a bargain with the Dutch East IndiaCompany to take theannual freights to and from Japan, and left for that place with his cargo June 20, 1801.

The " Margaret arrived at the port of Nagasaki July 19, being obliged to fire salutes and dress the vessel with flags before entering port. Mr. George Cleveland, who was clerk for Captain Derby, gives an interesting description of his visit to the city of Nagasaki. "In the first place,'" he says, "we went to Facquia's, an eminent stuff merchant. Here we were entertained in such manner as we little expected. We had set before us, for a repast, pork, fowls, meso, eggs, boiled fish, sweetmeats, cake, various kinds of fruit and sacky and tea. The lady of the house was introduced, who drank tea with each of us, aa is the custom of Japan. She appeared to be a modest woman. The place we next visited was a temple, to which we ascended from the street by at least two hundred stone steps. Adjoining this was the burying-ground. We went next to the glass-house, which was on a small scale ; thence to a lac-ware merchant's, where we were entertained with great hospitality. Thence we went to a tea-house, or hotel, where we dined. After dinner we were entertained with various feats of dancing and tumbling. Towards dark we returned to the island, and so great was the crowd in the streets to see us pass that it was with difiiculty that we could get along. The number of children we saw was truly astonishing. The streets are narrow, and at the end of every street is a gate, which is locked at night. The houses are of two stories, built of wood.

"The Japanese observed one fast when we were there. It was in remembrance of the dead. The ceremonies were principally in the night. The first was devoted to feasting, at which they fancy their friends to be present ; the second and third nights the graves are lighted with paper lamps and, situated as they are on the side of a hill, make a most brilliant appearance. On the fourth night, at three o'clock, the lamps are all brought down to the water and put into small straw barques with paper sails, made for the occasion, and, after putting in rice, fruit, etc., they are set afloat. The exhibition was very fine.

" As the time was approaching for our departure, we began to receive our returns from the interior, brought many hundred miles. These consisted of the most beautiful lacquered ware, such as waiters, writing-desks, tea-caddies, knife-boxes and tables. We also received a great variety of silks, fans in large quantities and a great variety of porcelain. The East India Company's cargo had already been put on board. The principal article was copper in small bars. The company's ships have been obliged to take their departure from the anchorage opposite Nagasaki on a certain day to the lower roads, no matter whether it blew high or low, fair or foul, even if a thousand boats should be required to tow them down. We, of course, had to do as our predecessors had done. Early in November we went to this anchorage and remained a few days, when we sailed for Batavia, where we arrived safely after a passage of a month."

This account is interesting because the " Margaret " was the first Salem vessel and the second American vessel to visit Japan. The ship " Franklin," of Boston, commanded by Captain James Devereux, of Salem, was the first American vessel which traded with Japan, having been employed to make the same voyage as the " Margaret " two years previously. Commercial intercourse was not opened with Japan till half a century later ; the American Treaty, the result of the expedition under Commodore Perry, which opened her ports to the world, being dated March 31, 1854. Previous to this time all the trade with Japan was in the hands of the Dutch, who were obliged to submit to the grossest indignities.

The ship " Henry," John Barton, master, entered from Batavia in July, 1802, to John Derby and Benjamin Pickman. The ship " Herald," Zacliariah F. Silsbee, master, entered in May, 1804, to Nathaniel Silsbee. The brig " William " arrived Aug. 31, 1802, consigned to Jonathan Mason. She lost her captain, John Felt, and her mate by sickness during the voyage. The ship " Mary and Eliza," Nathaniel Hawthorne, master, arrived in October, 1804, with coffee, nutmegs, sugar and mace, to Joseph White. The bark " Georgetown," George Ropes, master, arrived in April, 1806, to Stephen Phillips. The ship " Henry," Benjamin Russell, master, arrived in May, 1806, to Edward Russell and others. The ship " Hercules " made two voyages, entering in March, 1816, and March, 1817, to Nathaniel West, commanded on the first voyage by Edward West and on the second by James King, Jr. The ship " Erin," Nathan Cook, master, entered in November, 1819, to Henry Pickering. The brig " Franklin," John White, master, entered in September, 1820, to Stephen White. The brig " Roscoe,'' J. M. Ropes, master, entered in Au-

The ship " Union," William Osgood, master, from Pulo Penang, with a cargo of pepper and tin, consigned to Stephen Phillips, was cast away on the northwest point of Baker's Island, Feb. 24, 1810, during a snowstorm and lost with most of her cargo.

The brig " Java," Nathaniel Osgood, master, from Batavia, went ashore on the bar off Nauset, Cape Cod, on the night of February 9, 1832, in a snowstorm. The crew narrowly ascaped in the boats. The cargo, consisting of 585,000 pounds of coffee, 13,500 pounds of nutmegs and 94,000 pounds of block-tin, was owned by Jonathan Neal. The vessel was a total wreck.

The ship " Sumatra," Peter Silver, master, made two voyages from Batavia, arriving at Salem in September, 1842, and August, 1843, consigned to Joseph Peabody. Captain Silver has a strange experience on one of these voyages. He sees a vessel in distress, and bearing down finds her to be the bark " Kilmars," of Glasgow, with no person on deck except a female, who seems almost frantic. He sends a boat and brings her on board. She was about eighteen years old, and wife of the commander of the bark. Two months before the vessel had sailed from Batavia with a cargo of sugar for Europe. The crew, shipped at Batavia, were many of them discharged convicts. The captain received an intimation that the crew contemplated obtaining possession of the vessel, and when it became certain that such was their intention, he charged the ringleader with the design and, in the altercation that followed, shot and wounded him. He then succeeded in confining the crew in different parts of the vessel, and endeavored with the help of two boys, to navigate his vessel back to Batavia. In the early morning, before the vessel was discovered by Captain Silver, the captain with the two boys had started in a boat for the shore to procure help. The captain's wife finding her husband missing was fearful that he had been killed by the mutineers, but she found that they were still confined. Dreading lest they would soon break out, she took her stand on the rail, determined to throw herself overboard if they regained the deck. Only twenty minutes after she was taken from the " Kilmars " the crew broke out, took charge of the vessel and made sail. In order to avoid a collision, Captain Silver steered away from the vessel and arrived at Batavia, where he placed the lady under the charge of the Dutch Government. The " Kilmars " subsequently reached Angier, where the authorities took possession of her and adopted measures for the trial of her crew. The captain and the boys were picked up in the Straits of Sunda. Anxiety and overwork had made him partially insane. When he left his vessel he had expected to be able to return at once with help.

arrived from Batavia in December, 1842, consigned to B. W. Stone. The last arrivals in our harbor from Batavia, were the " Buckeye," in August, 1853, and " Witch," in November, 1855, both consigned to Edward D. Kimball.

The Sumatra Trade. - Salem sent the first vessel that ever sailed direct from this country to Sumatra, and a Salem captain commanded the last American vessel that brought a cargo of pepper from that island. In the year 1793, Captain Jonathan Carnes of Salem, being at the port of Bencoolen, learned that pepper grew wild on the northwestern coast of Sumatra. On his return to Salem he made known his discovery to Mr. Jonathan Peele, who immediately built a schooner and gave Carnes the command. The vessel was called the "Rajah," and was of one hundred and thirty tons burden, carrying, four guns and ten men. In 1795 he set sail for Sumatra, the destination of the vessel and the object of the voyage being kept a profound secret. The " Rajah " cleared at Salem November 3, 1795, for India, having on board two pipes of brandy, fifty-eight cases of gin, twelve tons of iron, two hogsheads of tobacco and two boxes of salmon. The vessel was absent eighteen months, during which time her owner Mr, Peele had no tidings from her. At last she entered Salem harbor, with a cargo of pepper in bulk, the first to be so imported into this countiy. This cargo was sold at a profit of seven hundred per cent. Such an extraordinary voyage created great excitement among the merchants of Salem, and they were all anxious to discover in what part of the Eastern World the cargo had been procured. But the matter still remained a secret. Captain Carnes was preparing for another voyage; and the Salem merchants determined if possible to penetrate the mystery, despatched several vessels to the port of Bencoolen where it was known Carnes got his first knowledge of the trade. They were not successful, however, and had to make up their voyages in some of the ports of India. But the secret voyages to Sumatra did not long continue. By the first of the present century the mystery was penetrated, and the whole ground open to competition.

The brig " Rajah " made several voyages to Sumatra, under command of Captain Carnes, entering at Salem in October, 1799, with 158,544 pounds of pepper, and in July, 1801, with 147,776 pounds, the last consigned to Jonathan & Willard Peele.

The firm of George Crowninshield & Sons were largely engaged in the early Sumatra trade. The ship " Belisarius," Samuel Skerry, Jr., master, made several voyages for this firm, entering at Salem in July, 1801, with 320,000 pounds of pepper ; in July, 1802, with 306,542 pounds ; and in September, 1803, with 276,459 pounds. The ship "America" made two voyages, commanded by John Crowninshield on the first and Jeremiah Briggs on the second, and entering in November, 1801, with 815,792 pounds of pepper, paying a duty of $53,842.27, and clearing January 2, 1802, on the second voyage, returning in October, 1802, with 760,000 pounds, paying $50,031.76. The ship " Concord," Jonathan Carnes, master, made two voyages, entering in November, 1803, and in August, 1805. The ship "John," John Dodge, master, entered in October, 1807, and the ship " Fame," Holten J. Breed, master, in April, 1812, with 623,277 pounds of pepper, paying a duty of $37,396.62, all consigned to this firm.

Joseph Peabody entered upon this trade early. Among his vessels were the ship " Cincinnatus, John Endicott, master, which entered in September, 1803, with 307,824 pounds of pepper ; and in November, 1807, commanded by William Haskell, with 347,000 pounds. The ship "Franklin," Samuel Tucker, master, which entered in September, 1810, with 539,- 585 pounds. The ship "Janus," John Endicott, master, which entered in December, 1809, with 537,- 989 pounds, and in December, 1810, with 547,795 pounds. The " Janus " sailed from Salem April 1, 1810, and arrived at the Vineyard on her return, November 26, 1810, making one of the shortest voyages ever made from Salem to Sumatra and back. These were among Mr. Peabody's early voyages. He continued the trade until about the time of his death, in 1844. The ship "Sumatra," Peter Silver, master, which entered in July, 1838, and the ship " Eclipse," George Whitemarsh, master, which entered in February, 1840, in February, 1841 and in December, 1842, and the ship "Lotos," Benjamin Balch, Jr., master, which entered in November, 1841, were among the later voyages.

Abel Lawrence & Co. were the consignees of the brig "George Washington," Timothy Bryant, master, which entered in November, 1803, and of the ship " Putnam," Nathaniel Bowditch, master, which entered in December, 1803, with 425,000 pounds of pepper and 42,000 pounds of coffee from Sumatra and the Isle of France, and paying a duty of $27,634.67. Captain Bowditch afterwards became distinguished for his mathematical works and as an astronomer, and achieved a world-wide reputation by his treatises on navigation.

" On your arrival at Sumatra you contract with the Datoo for the pepper and fix the price. If more than one vessel is at the port the pepper which comes daily to the scales is shared between them as they agree. Sometimes the Datoo contracts to load one vessel before any other is allowed to take any, and he holds to this agreement as long as he finds it for his interest to do so, and no longer, for a handsome present or an increase of the price will prevent the pepper from being brought in for several days, and the person who made the agreement must either quit the port or else give an additional price. The price in 1803 was from ten to eleven dollars per picul. The price has

The pepper season commences in January, when they begin to gather the small pepper at the bottom of the vine; in March, April and May is the height of the crop. The best pepper grows at the top of the vines and is gathered the last. It is larger and more solid than that gathered at an earlier period. Some suppose that the pepper is all gathered in May, but I was in some of the gardens in July, and found at the top of the vines large quantities which would be ripe in a few days. Some calculate on two crops, but from the best information I could procure, there is only one. The pepper is generally weighed on American scales. It is sold by the picul, equal to one hundred and thirty-three and one-third pounds. What is weighed in the day is paid for in the evening, they being unwilling to trust their property in the hands of those they deal with; in the same manner it is not prudent to pay in advance to the Datoo, as it would often be difficult to get pepper or money of him again.''

The ship " Good Hope," George Cleveland, master, entered in January, 1805, consigned to Nathaniel West. The ship " Freedom," John Reith, master, in January, 1805, consigned to Jonathan & Willard Peele. The bark " Eliza," Joseph Beadle, master, entered in Augusf,, 1806, consigned to Joseph White & Co. The ship " Union," George Pierce, master, entered in October, 1806, consigned to Stephen Phillips, with four hundred and sixty-five thousand two hundred and seventy-one pounds of pepper, paying a duty of $28,506.26. The ship " Eliza," James Cook, master, entered in October, 1807, with one million twelve thousand one hundred and forty eight pounds of pepper, consigned to James Cook, and paying a duty of $66,903.90. The ship "Herald," Z. F. Silsbee, master, entered in December, 1809, consigned to James Devereux. The bark " Active," William P. Richardson, master, entered in December, 1809, consigned to John Dodge, Jr. The bark " Camel," Holten J. Breed, master, entered in July, 1816, consigned to William Silsbee. The bark " Eliza and Mary, Nathaniel Griffen, master, consigned to William Fettyplace, entered April, 1823. The brig " Jane," Thomas Saul, master, entered in November, 1823, consigned to Willard Peele. The brig " Persia," Moses Endicott, master, in July, 1824, with one hundred and sixty thousand pounds of pepper to Dudley L. Pickman. The ship "Friendship," Charles M. Endicott, master, entered in July, 1831, consigned to William Silsbee, and the ship " Delphos," James D. Gillis, master, entered in October, 1831, consigned to Z. F. Silsbee and others. The bark " Malay," J. B. Silsbee, master, entered in November, 1836. The bark "Borneo," C. S. Huntington, master, in April, 1842, consigned to Z. F. Silsbee.

and in November, 1845. She was commanded on the first voyage by E. I). Winn. Tucker Daland was the consignee of the brig " Lucilla," which entered in June, 1842 and in November, 1846. H. W. Perkins was the master on the first voyage and D. Marshall on the second. This was the last vessel to arrive at Salem from the coa>t of Sumatra.

The trade with Sumatra was, at one time, mainly carried on by Salem merchants, and a large proportion of the pepper consumed was distributed to all countries from the port of Salem. From the year 1799 to 1846 inclusive, but five years (1813, '14, '15, '22 and '37) passed without an entry at Salem from the island of Sumatra. During that period there were one hundred and seventy-nine arrivals, the years 1809, '10 and '23 showing ten each, the largest number in any single year.

Although the direct trade between Salem and Sumatra ceased in 1846, Salem vessels and Salem shipmasters were engaged in it until a much later date. The last Salem vessel on the coast was the ship "Australia," J. Dudley, master, owned by Stone, Silsbee & Pickman. She was there in 1860. There is no direct trade to-day between the United States and Sumatra. Captain Jonathan Carnes, of Salem, commanded the first American vessel that ever procured a cargo of pepper in bulk from the Island of Sumatra, and a Salem captain was master of the last American vessel that visited that coast. The bark " Tarquin," Thomas Kimball, master, and William F. Jelly, mate, both of Salem, arrived at New York in 1867, and this arrival closed the American trade with the Island of Sumatra. The " Tarquin " was owned by John L. Gardner, of Boston.

The energy and fearlessness of our early navigators was something almost marvellous. In vessels of but one hundred and fifty tons they boldly set sail for ports never before visited by Americans, and without chart or guide of any kind, made their way amid coral reefs and along foreign shores. Even as late as 1831, when a United States war vessel was despatched to the Island of Sumatra, no chart of the coast could be found in the possession of the government. The United States frigate " Potomac " sailed for the East Indies in 1831, and in the journal of her voyage it is stated that it was the original intention of her commander to prepare charts and sailing directions for the guidance of other mariners, but that " this duty has been much more ably performed than it could have been with our limited materials." For this important service our country is indebted to Captains Charles M. Endicott and James D. Gillis, of Salem, Mass.. The former, who was master of the " Friendship," when she was seized by the Malays at Quallah-Battoo, has been trading on this coast for more than fifteen years, and during that period he has, profitably for his country, filled up the delays incidental to a pepper voyage, by a careful and reliable survey of the coast, of which no chart was previously extant which could be relied on. Captain Endicott has since published the results of his labors in a well executed chart, which comprises all that portion of the coast which is included between Sinkel, 2° 18^ and 4° 15^ north. Actuated by a like commendable zeal for the commercial interests of his native country, Captain Gillis has extended the surveys to latitude 5° north, and published an excellent chart, accompanied also with sailing directions. These are important acquisitions to our knowledge of this coast, and will increase the security of our merchants and mariners. We gladly embrace this opportunity to acknowledge our obligations to both these gentlemen for much valuable information and many interesting facts.

Salem, therefore, was not only the first at Sumatra, but the first to make it safe for others to follow her lead, and as long as American vessels visited the coast their commanders were provided with copies of the charts prepared by these Salem shipmasters.

The dangers of the coral reefs were not the only ones our mariners had to contend with. The natives of the island were cruel and treacherous, and ready to commit any atrocity for the sake of plunder.

The ship " Putnam," commanded by Captain John Carlton, was captured by the Malays on the 28th of November, 1805, and several of the crew massacred. The " Putnam " was at anchor in the outer roads of Rhio (island of Bentang), where she had been trading with the natives for pepper. The captain had already closed his business at Rhio, when the fatal catastrophe took place. There was at the time a Malay brig, belonging to Lingen (a neighboring island), lying in the inner roads, besides two English brigs, viz., the "Malcolm," Captain Fenwick, and the "Transfer," Captain Matthews. On the 26th the captain, having been ashore and on board the " Malcolm " to transact some business, was informed on his return that a boat from the Lingen brig had made a visit to his ship in his absence, and from their behavior excited strong suspicions of a design to cut her off. They had also been on board several times before without any apparent business, but to gratify their curiosity. Captain Carlton, apprehensive of their design, endeavored to excite the caution and courage of his ofiicers and crew, confident that there was no danger but from negligence or timidity. The next morning (the 27th) the captain sent the third ofiicer to the Malay brig to forbid their again coming on board the ship. He at the same time repaired and set the boarding nettings and made other preparations for defense. About five in the afternoon his apprehensions were renewed, by observing the Malay boat again coming toward the ship, whereupon he ordered every man to arm himself, and have everything in readiness, in case of an attack ; but his apprehensions were lessened on the boat's nearer approach, by observing a Chinese merchant in it. The merchant came on board and offered to barter pepper for tin, on terms which the officers

(who had wanted an opportunity of selling their private adventures) accepted, and, to make the bargain more sure, took thirty dollars of him as earnest. Not one of the Malays could, at this time, be persuaded to enter the ship, and at sunset they returned to the brig.

On the 28th Captain Carlton found it necessary to go on shore once more, to close his business with the Rajah, previous to sailing. He was much averse to leaving the ship again on account of the suspicious conduct of the Malays, who were expected on board with pepper as agreed for. However, as the brig lay to the southward, and as it blew a perfect gale to the northward, he thought there was little probability of any boat coming on board that day; he therefore took the pinnace, with Mr. Fenno, his clerk, and two hands, and proceeded on shore. On his return, about five in the afternoon, he called on board the "Malcolm" to take his leave. He had been there only a few minutes before he was alarmed by the sight of his ship's boat coming along side, with seven of the crew on board, three of them dangerously wounded, viz., Mr. Samuel Page Pierson, second officer ; Stephen Holland and William Brown, the two former mortally. The men were taken on board and their wounds immediately dressed. This shocking sight but too plainly indicated the unhappy event which had taken place. The Malay boat, with sixteen men on board, had been to the ship with the pepper. It seems, notwithstanding all the causes for suspicion, they were received very unguardedly on board the ship and without the people having their arms at hand in case of an assault. The pepper was taken in, and the hands were about weighing it, when it was observed that the Malays, about six in number, were secretly receiving their creases from their fellows in the boat. On this the second officer, Mr. Pierson, stepped toward them and directed them to return to their boat.