I remember that one afternoon in 1831, when two or three of the packets had been wind bound during a long spell of easterly weather, Capt. Cooper came down to the wharf in a hurried manner, evidently about to make a move. One of the other captains said: “What is the matter, old man, what are you going to do?” “I am going to cast off and hoist my jib,” the Captain replied. “Parson Kendall’s vane pints sou’west.” “Hm,” said the other Captain, “I’d stay here a month before I’d go to sea by Parson Kendall’s rooster.” This was before April, 1831, because in that month the old meeting house was taken down, rooster and all.
Sectarianism was active in those days, but Dr. Kendall was so little of a controversialist, and so much respected, that he occasionally exchanged pulpits with the evangelical ministers in Plymouth and adjoining towns. On one occasion he exchanged with Rev. Benjamin Whittemore of Eel River, and after church a conversation between two parishioners was heard—something to this effect: “Well, Captain, how did you like the parson?” The Captain replied, “I don’t take much to this one God doctrine.” “I guess,” said the other, “one God is enough for Eel River, they only claim three in Boston.”
In this connection it may not be improper to refer to an incident creditable to all concerned, which may interest my readers. The editors of the Congregationalist, the leading New England Trinitarian Congregational journal, inserted in its issue of March 4, 1851, the following notice:
“A premium of $30 is offered for a dissertation containing the most full and perfect and the best narrative of historical and other facts bearing upon the following question, viz: ‘So far as Christian salvation is a change effected in individuals, and may be known to them and be by them described to others, does the saving power of Christ eminently attend upon a knowledge of his life, as it is revealed in his manifestations from his birth to his ascension; and is it reasonable to expect that the redeeming effect of this saving power will be proportioned to the faithfulness with which his life is studied, and the perfectness with which it becomes known, and is contemplated?’”
After the decision on the merits of the dissertations had been reached, it was found on opening the envelopes containing the names of the authors, that the premium had been awarded to Rev. Geo. Ware Briggs, pastor of the First Church in Plymouth, Unitarian.
The sloop Eagle had her berth at Hedge’s wharf. She was a snub nosed, broad beamed craft, without a figure head, and painted a dull green, unattractive to the public and not a much better sailer than the Polly. She was commanded for a time by John Battles, Jr., but through most of the years of my boyhood, by Richard Pope. Captain Pope was a genial man, kind to his crew, and accommodating to his passengers, and by his popular ways secured his full share of both freight and passengers. After giving up the packet service, perhaps about 1840, he engaged in other pursuits, one of which will be mentioned in connection with the steamboats running on the line between Plymouth and Boston. In 1849 he went to California in the ship Samuel Appleton, sailing from New York, and on his return he was for a time sexton of the Unitarian church, and then was appointed keeper of the lighthouse at the Gurnet. Later he was a town watchman for some years, and died July 29, 1881, at 83 years of age.
The sloop Splendid was a handsome craft, well modelled, tall masted, had a figure head, was painted bright green, and was a fast sailer. To my youthful eyes she was the queen of the line. For a short time she was commanded by Richard Pope and Sylvanus Churchill, but through most of my boyhood, after 1832, by George Simmons. Capt. Simmons was an energetic man, taking advantage of every opportunity, running perhaps at times some risk, and making a trip to Boston and back, while the vessels of his prudent rivals lay in their berths. I remember seeing him leave the wharf one afternoon at sunset with a full load of hollow ware from the Federal furnace, and finding her the next morning but one, when I looked out of my window at Cole’s Hill, lying in her berth with a full load of hemp for the Plymouth Cordage Company. Capt. Simmons, after he left the packet service, engaged for some years in the coal business, and as wharfinger of Hedge’s wharf, and afterwards until his death, as the manager of trucking teams. He died June 4, 1886, eighty years of age. Capt. Sylvanus Churchill died March 2, 1878.
The sloops Harriet and Hector, both probably built in Plymouth, I speak of together, because they were of about the same age, and looked very much alike. Both were painted a bright green, and were good sailers. The Harriet had a berth at Barnes’ wharf, and was commanded as long as I knew her by Samuel Doten Holmes. Captain Holmes bought in 1829 the house with a brick end, opposite the Universalist church, which he occupied until 1834, when he built and occupied until his death the house next above it. He died October 22, 1861.
The Hector had her berth at Carver’s wharf, and was commanded by Bradford Barnes for a short time, but chiefly by Edward Winslow Bradford, who after the opening of the Old Colony Railroad established with Samuel Gardner, who had been a driver on the Boston stage line, the Bradford and Gardner express. After some years he sold his interest in the express to Isaac B. Rich, but again later he established Bradford’s express, which he conducted until his death, which occurred December 27, 1874. Bradford Barnes, who for a time commanded the Hector, lived many years in the house on the southerly corner of Lincoln street, in the house which stood where Davis building stands, and in the house next north of the Universalist church. He died January 22, 1883.
The sloop Atalanta was built in Plymouth as early as 1830, and was commanded at first by Truman C. Holmes. She was afterwards rigged as a schooner, and as early as 1837 was commanded by Samuel H. Doten. I think she had her berth for a time at Carver’s wharf, but I remember seeing her loading at Hedge’s wharf on the 12th of June, 1837, the day after the Broad street riot in Boston, about which the crew talked as they took in their cargo. Of Capt. Holmes I shall have something to say in connection with the steamboat General Lafayette, and of Capt. Doten in connection with the Civil War.