Below is the ad with a picture of the item:
Showing posts with label 1855. Show all posts
Showing posts with label 1855. Show all posts
Monday, August 7, 2017
1855 Portable Oven
Yup that's what the advertisement in the Oct. 12, 1855 Burlington Free Press says. It was made by Blodgett & Sweets and advertised to be useful for hotels, steamers and private families. It was made with galvanized steel and was to cook with less fuel.
Below is the ad with a picture of the item:
Below is the ad with a picture of the item:
Thursday, May 18, 2017
U.S. Camel Corps
On March 3, 1855 congress appropriated 30,000 to develop the U.S. Camel Corp. The idea was that camels might be better suited for the SW. Wikipedia has a nice overview of the project and process.
The Camel Corp never really developed because of the camels dispositions.
You can read an early account regarding The Camel: his organization, habits and uses ©1856 Chapter 17. The following chapter speaks on matters for the use of camels with the military.
Can you imagine being one of the men responsible for bringing in camels?
The Camel Corp never really developed because of the camels dispositions.
You can read an early account regarding The Camel: his organization, habits and uses ©1856 Chapter 17. The following chapter speaks on matters for the use of camels with the military.
Can you imagine being one of the men responsible for bringing in camels?
Thursday, March 23, 2017
The Prairie Traveler, Arms
Below is an excerpt from "The Prairie Traveler" ©1859 regarding the types of arms one should bring on a trip across the plains and prairies. Along with some basic instruction of where to keep the weapons handy.
ARMS.
Every man who goes into the Indian country should be armed with a rifle and revolver, and he should never, either in camp or out of it, lose sight of them. When not on the march, they should be placed in such a position that they can be seized at an instant's warning; and when moving about outside the camp, the revolver should invariably be worn in the belt, as the person does not know at what moment they may have a use for it.
A great diversity of opinion obtains regarding the kind of rifle that is the most efficient and best adapted to Indian warfare, and the question is perhaps as yet from being settled to the satisfaction of all. A large majority of men prefer the breech-loading arm, but there are those who still adhere tenaciously to the old-fashioned muzzle-loading rifle as preferable to any of the modern inventions. Among these may be mentioned the border hunters and mountaineers, who can not be persuaded to use any other than the Hawkins rifle, for the reason that they know nothing about the merits of any others. My own experience has forced me to the conclusion that the breech-loading arm possesses great advantages over the muzzle-loading, for the reason that it can be charged and fired with much greater rapidity.
Colt's revolving pistol is very generally admitted, both in Europe and America, to be the most efficient arm of its kind known at the present day. As the same principles are involved in the fabrication of his breech-loading rifle as are found in the pistol, the conviction to me is irresistible, that, if one arm is worthy of consideration, the other is equally so. For my own part, I look upon Colt's new patent rifles as a most excellent arm for border services. It gives six shots in more rapid succession than any other rifle I know of, and these, if properly expended, are oftentimes sufficient to decide a contest; moreover, it is the most reliable and certain weapon to fire that I have ever used, and I can not resist the force of my conviction that, if I were alone upon the prairies, and expected an attack from a body of Indians, I am not acquainted with any arm I would as soon have in my hands as this.
The army and navy revolvers have both been used in our army, but the officers are not united in opinion in regard to their relative merits. I prefer the large army size, for reasons which will be given hereafter.
Below is a picture of an 1855 Colt Revolver the original picture comes from an antique arms dealers website. I'd also search for other Colt revolvers, it is more than likely that in 1859 the traveler would use a gun he or she purchased prior to the year they are traveling. Just my two cents.
ARMS.
Every man who goes into the Indian country should be armed with a rifle and revolver, and he should never, either in camp or out of it, lose sight of them. When not on the march, they should be placed in such a position that they can be seized at an instant's warning; and when moving about outside the camp, the revolver should invariably be worn in the belt, as the person does not know at what moment they may have a use for it.
A great diversity of opinion obtains regarding the kind of rifle that is the most efficient and best adapted to Indian warfare, and the question is perhaps as yet from being settled to the satisfaction of all. A large majority of men prefer the breech-loading arm, but there are those who still adhere tenaciously to the old-fashioned muzzle-loading rifle as preferable to any of the modern inventions. Among these may be mentioned the border hunters and mountaineers, who can not be persuaded to use any other than the Hawkins rifle, for the reason that they know nothing about the merits of any others. My own experience has forced me to the conclusion that the breech-loading arm possesses great advantages over the muzzle-loading, for the reason that it can be charged and fired with much greater rapidity.
Colt's revolving pistol is very generally admitted, both in Europe and America, to be the most efficient arm of its kind known at the present day. As the same principles are involved in the fabrication of his breech-loading rifle as are found in the pistol, the conviction to me is irresistible, that, if one arm is worthy of consideration, the other is equally so. For my own part, I look upon Colt's new patent rifles as a most excellent arm for border services. It gives six shots in more rapid succession than any other rifle I know of, and these, if properly expended, are oftentimes sufficient to decide a contest; moreover, it is the most reliable and certain weapon to fire that I have ever used, and I can not resist the force of my conviction that, if I were alone upon the prairies, and expected an attack from a body of Indians, I am not acquainted with any arm I would as soon have in my hands as this.
The army and navy revolvers have both been used in our army, but the officers are not united in opinion in regard to their relative merits. I prefer the large army size, for reasons which will be given hereafter.
Below is a picture of an 1855 Colt Revolver the original picture comes from an antique arms dealers website. I'd also search for other Colt revolvers, it is more than likely that in 1859 the traveler would use a gun he or she purchased prior to the year they are traveling. Just my two cents.
Monday, February 13, 2017
Conduct on the Street
During the 19th century there were many forms of behavior and attitudes that were proper and improper. When researching an area keep in mind if these books on behaviors and manners were in keeping with your area and time frame. And of course putting a character into a situation where she or he has been taught to behave in one way and is frowned upon in the new area he or she find themselves, is great for building tension. With that in mind I'd like to share a couple of these "proper" manners and behavior from Miss Leslie's "The Behavior Book" ©1855 Note this book was written with English manners in mind and the author notes a few differences for American behavior.
CONDUCT IN THE STREET.
When three ladies are walking together, it is better for one to keep a little in advance of the other two, than for all three to persist in maintaining one unbroken line. They cannot all join in conversation without talking across each other—a thing that, in-doors or out-of-doors, is awkward, inconvenient, ungenteel, and should always be avoided. Also, three ladies walking abreast occupy too much of the pavement, and therefore incommode the other passengers. Three young men sometimes lounge along the pavement, arm in arm. Three young gentlemen never do so.
If you meet a lady with whom you have become but slightly acquainted, and had merely a little conversation, (for instance, at a party or a morning visit,) and who moves in a circle somewhat higher or more fashionable than your own, it is safest to wait till she recognises you. Let her not see in you a disposition to obtrude yourself on her notice.
It is not expected that all intimacies formed at watering-places shall continue after the parties have returned to their homes. A mutual bow when meeting in the street is sufficient. But there is no interchanging of visits, unless both ladies have, before parting, testified a desire to continue the acquaintance. In this case, the lady who is eldest, or palpably highest in station, makes the first call. It is not customary for a young lady to make the first visit to a married lady.
When meeting them in the street, always speak first to your milliner, mantua-maker, seamstress, or to any one you have been in the practice of employing. To pass without notice any servant that you know, is rude and unfeeling, as they will attribute it to pride, not presuming to speak to you themselves, unless in reply. There are persons who having accepted, when in the country, much kindness from the country-people, are ashamed to recognise them when they come to town, on account of their rustic or unfashionable dress. This is a very vulgar, contemptible, and foolish pride; and is always seen through, and despised. There is no danger of plain country-people being mistaken for vulgar city-people. In our country, there is no reason for keeping aloof from any who are respectable in character and appearance. Those to be avoided are such as wear tawdry finery, paint then- faces, and leer out of the corners of their (yes, looking disreputably, even if they are not disreputable in reality.
When a gentleman meets a lady with whom his acquaintance is very slight, (perhaps nothing more than a few words of talk at a party,) he allows her the option of continuing the acquaintance or not, at her pleasure; therefore, he waits till she recognises him, and till she evinces it by a bow,—he looking at her to give the opportunity. Thus, if she has no objection to numbering him among her acquaintances, she denotes it by bowing first. American ladies never curtsey in the street. If she has any reason to disapprove of his character or habits, she is perfectly justifiable in "cutting" him, as it is termed. Let her bow very coldly the first time, and after that, not at all.
Young ladies should yield the wall to old ladies. Gentlemen do so to all ladies.
In some cities it is the custom for all gentlemen to give their arm to all ladies, when walking with them. In others, a gentleman's arm is neither offered nor taken, unless in the evening, on slippery pavements, or when the streets are very muddy. A lady only takes the arm of her husband, her affianced lover, or of her male relatives. In the country the custom is different. There, a gentleman, when walking with a lady, always gives her his arm; and is much offended when, on offering his arm, the lady refuses to take it. Still, if it is contrary to the custom of her place, she can explain it to him delicately, and ho will at once see the propriety of her declining.
When a lady is walking between two gentlemen, she should divide her conversation as equally as practicable, or address most of it to him who is most of a stranger to her. He, with whom she is least on ceremony, will excuse her.
A gentleman on escorting a lady to her own home, must not leave her till he has rung the bell, and waited till the servant has come and opened the door, and till she is actually in the house. Men who know no better, think it sufficient to walk with her to the foot of the steps and there take their departure, leaving her to get in as she can. This we have seen— but not often, and the offenders were not Americans.
If you stop a few minutes in the street to talk to an acquaintance, draw to one side of the pavement near the wall, so as not to impede the passengers—or you may turn and walk with her as far as the next corner. And never stop to talk in the middle of a crossing. To speak loudly in the street is exceedingly ungenteel, and foolish, as what you say will be heard by all who pass by. To call across the way to an acquaintance, is very unlady-like. It is best to hasten over, and speak to her, if you have any thing of importance to say.
When a stranger offers to assist you across a brimming gutter, or over a puddle, or a glair of slippery ice, do not hesitate, or decline, as if you thought he was taking an "unwarrantable liberty. He means nothing but civility. So accept it frankly, and thank him for it.
When you see persons slip down on the ice, do not laugh at them. There is no fun in being hurt, or in being mortified by a fall in the public street; and wo know not how a lady can see any thing diverting in so painful a circumstance. It is more feminine, on witnessing such a sight, to utter an involuntary scream •than a 6hout of laughter. And still more so, to stop and ascertain if the person that fell has been hurt.
If, on stopping an omnibus, you find that a dozen people are already seated in it, draw back, and refuse to add to the number; giving no heed to the assertion of the driver, that "there is plenty of room." The passengers will not say so, and you have no right to crowd them all, even if you are willing to be crowded yourself—a thing that is extremely uncomfortable, and very injurious to your dress, which may, in consequence, be so squeezed and rumpled as never to look well again. None of the omnibuses are large enough to accommodate even twelve grown people comfortably; and that number is the utmost the law permits. A child occupies more than half the space of a grown person, yet children are brought into omnibuses ad libitum. Ten grown persons are as many as can be really well seated in an omnibus—twelve are too many; and a lady will always regret making the thirteenth—and her want of consideration in doing so will cause her to be regarded with unfavourable eyes by the other passengers. It is better for her to go into a shop, and wait for the next omnibus, or even to walk home, unless it is actually raining.
Have your sixpence ready in your fingers a few minutes before you are to get out; and you may request any gentleman near you to hand it up to the driver. So many accidents have happened from the driver setting off before a lady was entirely out of the vehicle and safely landed in the street, that it is well to desire the gentleman not to hand up the sixpence till after you are fairly clear of the steps.
When expecting to ride in an omnibus, take care to have sufficient small change in your purse—that is, sixpences. "We have seen, when a quarter-dollar has been handed up, and the driver was handing down the change, that it has fallen, and been scattered among the straw. There was no stopping to search for it, and therefore the ride cost twenty-five cents instead of six: the driver, of course, finding the change himself, as soon as he got rid of all his passengers.
It is most imprudent to ride in an omnibus with much money in your purse. Pickpockets of genteel appearance are too frequently among the passengers. We know a gentleman who in this way lost a pocketbook containing eighty dollars; and various ladies have had their purses taken from them, by welldressed passengers. If you are obliged to have money of any consequence about you, keep your hand all the time in that pocket.
If the driver allows a drunken man to come into an omnibus, the ladies will find it best to get out; at least those whose seats are near his. It is, however, the duty of the gentlemen to insist on such fellows being refused admittance where there are ladies.
No lady should venture to ride in an omnibus after dark, unless she is escorted by a gentleman whom she knows. She had better walk home, even under the protection of a servant. If alone in an omnibus at night, she is liable to meet with improper company, and perhaps be insulted.
CONDUCT IN THE STREET.
When three ladies are walking together, it is better for one to keep a little in advance of the other two, than for all three to persist in maintaining one unbroken line. They cannot all join in conversation without talking across each other—a thing that, in-doors or out-of-doors, is awkward, inconvenient, ungenteel, and should always be avoided. Also, three ladies walking abreast occupy too much of the pavement, and therefore incommode the other passengers. Three young men sometimes lounge along the pavement, arm in arm. Three young gentlemen never do so.
If you meet a lady with whom you have become but slightly acquainted, and had merely a little conversation, (for instance, at a party or a morning visit,) and who moves in a circle somewhat higher or more fashionable than your own, it is safest to wait till she recognises you. Let her not see in you a disposition to obtrude yourself on her notice.
It is not expected that all intimacies formed at watering-places shall continue after the parties have returned to their homes. A mutual bow when meeting in the street is sufficient. But there is no interchanging of visits, unless both ladies have, before parting, testified a desire to continue the acquaintance. In this case, the lady who is eldest, or palpably highest in station, makes the first call. It is not customary for a young lady to make the first visit to a married lady.
When meeting them in the street, always speak first to your milliner, mantua-maker, seamstress, or to any one you have been in the practice of employing. To pass without notice any servant that you know, is rude and unfeeling, as they will attribute it to pride, not presuming to speak to you themselves, unless in reply. There are persons who having accepted, when in the country, much kindness from the country-people, are ashamed to recognise them when they come to town, on account of their rustic or unfashionable dress. This is a very vulgar, contemptible, and foolish pride; and is always seen through, and despised. There is no danger of plain country-people being mistaken for vulgar city-people. In our country, there is no reason for keeping aloof from any who are respectable in character and appearance. Those to be avoided are such as wear tawdry finery, paint then- faces, and leer out of the corners of their (yes, looking disreputably, even if they are not disreputable in reality.
When a gentleman meets a lady with whom his acquaintance is very slight, (perhaps nothing more than a few words of talk at a party,) he allows her the option of continuing the acquaintance or not, at her pleasure; therefore, he waits till she recognises him, and till she evinces it by a bow,—he looking at her to give the opportunity. Thus, if she has no objection to numbering him among her acquaintances, she denotes it by bowing first. American ladies never curtsey in the street. If she has any reason to disapprove of his character or habits, she is perfectly justifiable in "cutting" him, as it is termed. Let her bow very coldly the first time, and after that, not at all.
Young ladies should yield the wall to old ladies. Gentlemen do so to all ladies.
In some cities it is the custom for all gentlemen to give their arm to all ladies, when walking with them. In others, a gentleman's arm is neither offered nor taken, unless in the evening, on slippery pavements, or when the streets are very muddy. A lady only takes the arm of her husband, her affianced lover, or of her male relatives. In the country the custom is different. There, a gentleman, when walking with a lady, always gives her his arm; and is much offended when, on offering his arm, the lady refuses to take it. Still, if it is contrary to the custom of her place, she can explain it to him delicately, and ho will at once see the propriety of her declining.
When a lady is walking between two gentlemen, she should divide her conversation as equally as practicable, or address most of it to him who is most of a stranger to her. He, with whom she is least on ceremony, will excuse her.
A gentleman on escorting a lady to her own home, must not leave her till he has rung the bell, and waited till the servant has come and opened the door, and till she is actually in the house. Men who know no better, think it sufficient to walk with her to the foot of the steps and there take their departure, leaving her to get in as she can. This we have seen— but not often, and the offenders were not Americans.
If you stop a few minutes in the street to talk to an acquaintance, draw to one side of the pavement near the wall, so as not to impede the passengers—or you may turn and walk with her as far as the next corner. And never stop to talk in the middle of a crossing. To speak loudly in the street is exceedingly ungenteel, and foolish, as what you say will be heard by all who pass by. To call across the way to an acquaintance, is very unlady-like. It is best to hasten over, and speak to her, if you have any thing of importance to say.
When a stranger offers to assist you across a brimming gutter, or over a puddle, or a glair of slippery ice, do not hesitate, or decline, as if you thought he was taking an "unwarrantable liberty. He means nothing but civility. So accept it frankly, and thank him for it.
When you see persons slip down on the ice, do not laugh at them. There is no fun in being hurt, or in being mortified by a fall in the public street; and wo know not how a lady can see any thing diverting in so painful a circumstance. It is more feminine, on witnessing such a sight, to utter an involuntary scream •than a 6hout of laughter. And still more so, to stop and ascertain if the person that fell has been hurt.
If, on stopping an omnibus, you find that a dozen people are already seated in it, draw back, and refuse to add to the number; giving no heed to the assertion of the driver, that "there is plenty of room." The passengers will not say so, and you have no right to crowd them all, even if you are willing to be crowded yourself—a thing that is extremely uncomfortable, and very injurious to your dress, which may, in consequence, be so squeezed and rumpled as never to look well again. None of the omnibuses are large enough to accommodate even twelve grown people comfortably; and that number is the utmost the law permits. A child occupies more than half the space of a grown person, yet children are brought into omnibuses ad libitum. Ten grown persons are as many as can be really well seated in an omnibus—twelve are too many; and a lady will always regret making the thirteenth—and her want of consideration in doing so will cause her to be regarded with unfavourable eyes by the other passengers. It is better for her to go into a shop, and wait for the next omnibus, or even to walk home, unless it is actually raining.
Have your sixpence ready in your fingers a few minutes before you are to get out; and you may request any gentleman near you to hand it up to the driver. So many accidents have happened from the driver setting off before a lady was entirely out of the vehicle and safely landed in the street, that it is well to desire the gentleman not to hand up the sixpence till after you are fairly clear of the steps.
When expecting to ride in an omnibus, take care to have sufficient small change in your purse—that is, sixpences. "We have seen, when a quarter-dollar has been handed up, and the driver was handing down the change, that it has fallen, and been scattered among the straw. There was no stopping to search for it, and therefore the ride cost twenty-five cents instead of six: the driver, of course, finding the change himself, as soon as he got rid of all his passengers.
It is most imprudent to ride in an omnibus with much money in your purse. Pickpockets of genteel appearance are too frequently among the passengers. We know a gentleman who in this way lost a pocketbook containing eighty dollars; and various ladies have had their purses taken from them, by welldressed passengers. If you are obliged to have money of any consequence about you, keep your hand all the time in that pocket.
If the driver allows a drunken man to come into an omnibus, the ladies will find it best to get out; at least those whose seats are near his. It is, however, the duty of the gentlemen to insist on such fellows being refused admittance where there are ladies.
No lady should venture to ride in an omnibus after dark, unless she is escorted by a gentleman whom she knows. She had better walk home, even under the protection of a servant. If alone in an omnibus at night, she is liable to meet with improper company, and perhaps be insulted.
Thursday, February 9, 2017
Niagara Falls Suspension Bridge
The bridge was built for the railroad and commerce between Canada and the U.S. A temporary bridge went up in 1848 then the completed bridge in 1855. However it wasn't limited to trains, a toll was established for horse & carriage and carriage passengers. In 1860 daily trains crossed the bridge. It was closed in 1897 and dismantled. An interesting tidbit was that the cables were found to not have deteriorate of the course of 50 years of use.
Houghtaling's Handbook of Useful Information ©1884 has this to say:
Railway Suspension Bridge, Niagara Falls.
Engineer. John A. Roebling. Height of towers on American side, 88 feet. Height of towers on Canada side, 78 feet. Length of bridge, 800 feet. Width of bridge, 24 feet. Height Lbove the river, 250 feet. Number of cables, 4. Diameter of cables, 10 inches, containing about 4,000 miles of wire. Ultimate capacity of the 4 cables, 12,400 tons. Total weight of bridge, 800 tons. Distance between railway track and carriage road below, 28 feet. Cost of construction, 500.000 dollars. Bridge first opened for railway traffic, March 8, 1855. Estimated depth of water in the channel beneath the bridge, 250 feet. Velocity of current,30 miles per hour. Velocity of Whirlpool Rapids,27 miles per hour Quantity of water passing through the gorge per minute, 1,500,000,000 cubic feet.
In Burke's descriptive guide for Niagara ©1850 we find even more tidbits about the bridge and it's original construction.
THE SUSPENSION BRIDGE?
This truly fairy-like work was commenced in February, 1849, under the suprintendence of Charles Ellet, Jr., Esq., of Philadelphia, an Engineer of good previous reputation, and who, in this work, added much to his fame.
The bridge was contracted to be built for the " Niagara Falls Suspension Bridge Company," on the Canada side, and " The Niagara Falls International Bridge Company," on the American side conjointly ; a bill for the purpose being passed by the Legislature of each country.
The manner in which the first line of connection was formed, was at once simple, yet ingenious. A kite was procured, to the tail of which was a string, and by flying this on the one side, and letting it out until it was over the other side, the gorge was spanned by the string, by which a cord was drawn Awful catastrophe.
across, and by means of this cord, a rope of sufficient strength to draw a cable, which latter, being well secured on both sides, was the means of transit for the first wire-cable of 36 strands, No. 10 wire, which was 1160 feet in length. Towers had now been erected on each bank, 800 feet apart, by which this wire-cable was secured, and on the 13th of March, just one month from the commencement, Mr. Ellet crossed in an iron basket, suspended from the cable. This conveyance was used constantly by the workmen in constructing the bridge. And even many persons paid for the novelty of a trip across in this frail track.
A foot-bridge, three feet in width, was soon constructed, and over this a great number of persons passed, each paying 25 cents to the contractor. A similar foot-bridge was now formed parallel to this, and the basket-cable in the middle.
A terrific scene occurred just about this time. Whilst the workmen were busy at the second footbridge, which was constructed about 250 feet from the American side, and about 150 from the British, a tornado from the s. w., struck it, turning it quite over. Six men were at work upon the flooring of the bridge at this awful moment, two of whom in a most unaccountable manner made their way to the shore upon fragments of boards. The unfinished structure was torn and wafted backwards and forwards like the broken web of a spider, and four helpless human beings, 200 feet from the shore, supported by two strands of No. 10 wire, were in constant expectation of a headlong fall and plunge into the rapids below ! Oh, who can fathom those men's thoughts just then ? But the tiny thread which held them to existence, proved strong enough to outlast the gale. On the first cessation of the tornado's force, a brave fellow-workman manned the iron basket, and with a ladder proceeded amid the pelting of the furious rain to save the sufferers. He reached the wreck ; he placed his ladder in communication with it, and the basket thus affording a means by which all were brought back safe to terra-firma, uninjured in person, but well nigh scared to death.
On the 26th of July following, Mr. Ellet drove a span of horses and a heavy carriage over and back, accompanied by his lady.
A disagreement, which had for some time existed between the directors and Mr. Ellet, now came to an open rupture, and the work was discontinued for some time.
The bridge, which we see, is not the structure Height of the Bridge.
originally intended. This being merely preparatory to the great structure, which was to have been suspended from stone towers, 70 feet high, and which would have been 10 feet higher than the present bridge, and wholly independent of it
The present bridge was at first economically formed of very slight materials, it not being expected to last longer than, until the great bridge was constructed, about a year and a half. It has, however, been strengthened materially, and is now capable of sustaining 250 tons, and is in use as a thoroughfare, unshaken by the greatest pressure.
The floor of the bridge is 230 feet above the river, and the depth of the river immediately under the bridge is 250 feet
Houghtaling's Handbook of Useful Information ©1884 has this to say:
Railway Suspension Bridge, Niagara Falls.
Engineer. John A. Roebling. Height of towers on American side, 88 feet. Height of towers on Canada side, 78 feet. Length of bridge, 800 feet. Width of bridge, 24 feet. Height Lbove the river, 250 feet. Number of cables, 4. Diameter of cables, 10 inches, containing about 4,000 miles of wire. Ultimate capacity of the 4 cables, 12,400 tons. Total weight of bridge, 800 tons. Distance between railway track and carriage road below, 28 feet. Cost of construction, 500.000 dollars. Bridge first opened for railway traffic, March 8, 1855. Estimated depth of water in the channel beneath the bridge, 250 feet. Velocity of current,30 miles per hour. Velocity of Whirlpool Rapids,27 miles per hour Quantity of water passing through the gorge per minute, 1,500,000,000 cubic feet.
In Burke's descriptive guide for Niagara ©1850 we find even more tidbits about the bridge and it's original construction.
THE SUSPENSION BRIDGE?
This truly fairy-like work was commenced in February, 1849, under the suprintendence of Charles Ellet, Jr., Esq., of Philadelphia, an Engineer of good previous reputation, and who, in this work, added much to his fame.
The bridge was contracted to be built for the " Niagara Falls Suspension Bridge Company," on the Canada side, and " The Niagara Falls International Bridge Company," on the American side conjointly ; a bill for the purpose being passed by the Legislature of each country.
The manner in which the first line of connection was formed, was at once simple, yet ingenious. A kite was procured, to the tail of which was a string, and by flying this on the one side, and letting it out until it was over the other side, the gorge was spanned by the string, by which a cord was drawn Awful catastrophe.
across, and by means of this cord, a rope of sufficient strength to draw a cable, which latter, being well secured on both sides, was the means of transit for the first wire-cable of 36 strands, No. 10 wire, which was 1160 feet in length. Towers had now been erected on each bank, 800 feet apart, by which this wire-cable was secured, and on the 13th of March, just one month from the commencement, Mr. Ellet crossed in an iron basket, suspended from the cable. This conveyance was used constantly by the workmen in constructing the bridge. And even many persons paid for the novelty of a trip across in this frail track.
A foot-bridge, three feet in width, was soon constructed, and over this a great number of persons passed, each paying 25 cents to the contractor. A similar foot-bridge was now formed parallel to this, and the basket-cable in the middle.
A terrific scene occurred just about this time. Whilst the workmen were busy at the second footbridge, which was constructed about 250 feet from the American side, and about 150 from the British, a tornado from the s. w., struck it, turning it quite over. Six men were at work upon the flooring of the bridge at this awful moment, two of whom in a most unaccountable manner made their way to the shore upon fragments of boards. The unfinished structure was torn and wafted backwards and forwards like the broken web of a spider, and four helpless human beings, 200 feet from the shore, supported by two strands of No. 10 wire, were in constant expectation of a headlong fall and plunge into the rapids below ! Oh, who can fathom those men's thoughts just then ? But the tiny thread which held them to existence, proved strong enough to outlast the gale. On the first cessation of the tornado's force, a brave fellow-workman manned the iron basket, and with a ladder proceeded amid the pelting of the furious rain to save the sufferers. He reached the wreck ; he placed his ladder in communication with it, and the basket thus affording a means by which all were brought back safe to terra-firma, uninjured in person, but well nigh scared to death.
On the 26th of July following, Mr. Ellet drove a span of horses and a heavy carriage over and back, accompanied by his lady.
A disagreement, which had for some time existed between the directors and Mr. Ellet, now came to an open rupture, and the work was discontinued for some time.
The bridge, which we see, is not the structure Height of the Bridge.
originally intended. This being merely preparatory to the great structure, which was to have been suspended from stone towers, 70 feet high, and which would have been 10 feet higher than the present bridge, and wholly independent of it
The present bridge was at first economically formed of very slight materials, it not being expected to last longer than, until the great bridge was constructed, about a year and a half. It has, however, been strengthened materially, and is now capable of sustaining 250 tons, and is in use as a thoroughfare, unshaken by the greatest pressure.
The floor of the bridge is 230 feet above the river, and the depth of the river immediately under the bridge is 250 feet
Monday, January 30, 2017
Mason Dixon Line
We've all heard and possibly have used this phrase when referring to the North and South of the United States. However, we've come a long way from what or rather how this phrase came into use. It's from an old surveyors map, one produced by Charles Mason and Jeremiah Dixon from 1763-1767. Below you can see a short explanation of it from the 1884 copy of Houghtaling's Handbook of Useful Information, also I have a link to The History of Mason & Dixon's Line ©1855 for even more information.
Mason and Dixon's Line.
A name given to the southern boundary line of the Free State of Pennsylvania which formerly separated it from the Slave States of Maryland and Virginia, It was run—with the exception of about twenty-two miles—by Charles Mason and Jei emiah Dixon, two English mathematicians and surveyors, between Nov. 15, 1763, and Dec. 26, 1767. During the excited debase in Congress, in 1820, on the question of excluding slavery from Missouri, the eccentric John Randolph of Roanoke made great use of this phrase, which was caught up and re-echoed by every newspaper in the land, and thus gained a celebrity which it still retains.
Mason and Dixon's Line.
A name given to the southern boundary line of the Free State of Pennsylvania which formerly separated it from the Slave States of Maryland and Virginia, It was run—with the exception of about twenty-two miles—by Charles Mason and Jei emiah Dixon, two English mathematicians and surveyors, between Nov. 15, 1763, and Dec. 26, 1767. During the excited debase in Congress, in 1820, on the question of excluding slavery from Missouri, the eccentric John Randolph of Roanoke made great use of this phrase, which was caught up and re-echoed by every newspaper in the land, and thus gained a celebrity which it still retains.
Thursday, December 8, 2016
Hennepin Avenue Bridge
In Wikipedia you find a tidbit about the Henepin Avenue Bridge including a picture of the bridge ten years after it was built.
The year the bridge was completed was 1855, it was originally a toll bridge and was one of the first, if not the first bridge, to cross the Mississippi River. Later in the century railroad tracks were included with the bridge.
Another brief article about this bridge can be found Father Louis Hennepin Suspension Bridge on MNopedia.
The year the bridge was completed was 1855, it was originally a toll bridge and was one of the first, if not the first bridge, to cross the Mississippi River. Later in the century railroad tracks were included with the bridge.
Another brief article about this bridge can be found Father Louis Hennepin Suspension Bridge on MNopedia.
Monday, October 31, 2016
Turnpike Travel
First I'd like to give a definition of what a Turnpike is: Taken from the Free Merriam-Webster Dictionary
Main Entry: turn·pike
Pronunciation: \ˈtərn-ˌpīk\
Function: noun
Etymology: Middle English turnepike revolving frame bearing spikes and serving as a barrier, from turnen to turn + pike
Date: 1678
1 : tollgate
2 a (1) : a road (as an expressway) for the use of which tolls are collected (2) : a road formerly maintained as a turnpike b : a main road; especially : a paved highway with a rounded surface
During the 19th century you can find the development of many turnpikes. Here's an excerpt from a History of Western Massachusetts © 1855 that will give you an idea of how so many turnpikes came into being and the moods of the people in the 19th century regarding these turnpikes.
Turnpikes were largely multiplied after the close of the Revolutionary War and the Shays Rebellion, to meet the exigencies of increasing business and population, and the general poverty of the towns and counties. On the 8th of March, 1797, Asaph White, Jesse King and their associates were incorporated as " The Second Massachusetts Turnpike Corporation," for the purpose of laying out and making a turnpike road from the west line of Charlemont, to the west foot of Hoosac Mountain in Adams, with the privilege of collecting tolls of passengers. On the 19th of June, 1801, Ezra Marvin, Elihu Stow and a hundred others, more or less, were incorporated as " The Eleventh Massachusetts Turnpike Corporation," for the purpose of building a road, " to begin at the south line of Massachusetts, at or near the ending of the turnpike road lately established by the Legislature of the State of Connecticut; thence into and through the East parish of Granville to Blandford meeting house, and from thence through the town street in Blandford, by the usual Pittsfield road, so called, and into the town of Becket by the same road, until it connects with the road of the Eighth Turnpike Corporation." This latter corporation was established on the 24th of February, 1800, Joseph Stebbins, James S. Dwight, and George Bliss, being the leading names in the act. The road began at the line between Westfield and Russell, near Westfield River, running near the river through parts of the towns of Russell and Blandford, to a point then known as Falley's store; thence by the West Branch of the river through parts of Blandford and Chester, until it reached what was known as the Government road, by which it ran to Becket, connecting with the road from Blandford to Pittsfield; thence by the usual road from Becket meeting house to Pittsfield line. The Third Massachusetts Turnpike Corporation was established March 9th, 1797. The leading names in the act of incorporation were Jonah Brewster, Elisha Brewster, Jonathan Brewster, Samuel Buffington and Tristram Browning, and their road commenced on the East side of Roberts' Hill in Northampton, and ran to the Eastern line of Pittsfield, passing through Westhampton, Chesterfield, Worthington, Pern (then Partridgefield) and Dalton.
There never was a Fourth Massachusetts Turnpike Corporation, but the Williamstown Turnpike Corporation legitimately comes in its place. This was established on the 1st of March, 1799, for the purpose of building and keeping in repair a road from the West side of Hoosac mountain, commencing at the termination of the road of the 2d Corporation, (from Charlemont over the mountain) and running thence through Adams and Williamstown to the line of Petersburg, Rensselaer County, N. Y. The Fifth Corporation was established on the 1st of March, 1799. This was for the building of a road from Northfield, through Warwick and Orange to Athol, and also from Greenfield through Montague and unimproved lands to Athol, where the roads were to join, and proceed through Tcmpleton, Gardner, Westminster and Fitchburg, to Leominster. The Sixth Massachusetts Turnpike Corporation was established on the 22d of June, 1799, their road commencing on the East line of Amherst, and passing through Pelham, Greenwich, Hardwick, New Braintree, Oakham, Rutland, Holden and Worcester, "to the great road in Shrewsbury, leading from New York to Boston." The road was ordered to be not less than four rods wide, and the traveled path not less than eighteen feet wide, in any place. The Tenth Turnpike Corporation was established on the 16th of June, 1800, for the_ purpose of laying out, making and keeping in repair a road from the point where the Farmington river crosses the line between Massachusetts and Connecticut, by the side of the river through Sandisfield, Bethlehem, (now a part of Otis) Becket and Lee, to Lenox Court House; thence over the mountain, through Richmond and Hancock, to the New York State line. The Twelfth Turnpike Corporation received its charter on the 19th of June, 1801. Its road commenced on the Connecticut line, in Sheffield, at the termination of a turnpike leading to Hartford, and ran Northwesterly to meet the Hudson River Turnpike, at the line of New York. The Thirteenth Corporation, established June 19th, 1801, built a road from the Connecticut line through Granville, to the Northwestern part of Loudon, now a portion cf the town of Otis. The Fourteenth Corporation was chartered on the 11th of March, 1802, to build a road from the West end of the Fifth Turnpike in Greenfield, through that town, Shelburne, Buckland and Charlemont, to the Eastern terminus of the Second Turnpike, leading over Hoosac Mountain. The Fifteenth Turnpike Corporation was established on the 12th of February, 1803, for the purpose of building a road from the Connecticut line in Southfield (now a part of Sandisfield) to connect with a turnpike from New Haven; thence through Sandisfield, New Marlboro and Great Barrington, to the Southern line of Stockbridge. The Sixteenth Corporation was chartered on the 14th of February, 1803, to build a road from the West line of West Springfield, through Southwick, Granville, Tolland and Sandisfield, to the turnpike route passing through Sheffield, from Hartford, Ct., to Hudson, N. T.
The Petersham and Monson Corporation was established February 29th, 1804, its road leading from the Fifth Turnpike in Athol, through the towns of Athol, Petersham, Dana, Greenwich, Ware, Palmer and Monson, to connect with the turnpike leading to Stafford in Connecticut. The Becket Turnpike Corporation received its charter on the 22d of June, 1803, for building a road from Becket, connecting the turnpike from Hartford to Lenox with the turnpike leading from Pittsfield to Westfield. The Springfield and Longmeadow Corporation was established on the 7th of March, 1804, for the purpose of building a road from the Southern extremity of Main Street, by a direct route through Longmeadow to the Connecticut line. The Tyringbam and Lee Corporation, established on the 15th of March, 1805, built a road between specified points in those towns, and the Williamsburg and Windsor Corporation, established on the 16th of March, 1805, built a road through Williamsburg, Goshen, Cummington and Windsor to the East line of Cheshire. Besides these, there were the Belchertown and Greenwich, the Blandford and Russell, the Chester, and, perhaps, a few other minor turnpike corporations. In fact, nearly all the turnpikes established by the Legislature were located in the Western part of the State.
The tedious list of turnpike corporations which has been enumerated, the list of bridge corporations given, and the ■statements in connection -with the construction of the locks and canals for the purpose of rendering Connecticut River navigable, will show the nature of the enterprises that engaged the attention of the people in the years of peace, industry and enterprise that followed the Shays Rebellion. The turnpike fever was equal to the railroad fever of later times. Turnpikes were everywhere, and the taxation of transport was universal, but that taxation was not, for many years, felt to be a grievance. The turnpike roads greatly facilitated access to markets, and, in the same degTee, increased the value of real estate on every route through which they passed. It is, comparatively, but a few years since the towns, made competent and populous through their assistance, took the large majority of them from the hands of their proprietors, and assumed their support at the public charge. That they had a decided effect in the development of the resources, the healthy stimulation of the industry, and the establishment upon the soundest basis, of the prosperity of Western Massachusetts, is evident alike from their popularity as investments, the regions through which they passed, and the points of production and exchange which they connected.
Main Entry: turn·pike
Pronunciation: \ˈtərn-ˌpīk\
Function: noun
Etymology: Middle English turnepike revolving frame bearing spikes and serving as a barrier, from turnen to turn + pike
Date: 1678
1 : tollgate
2 a (1) : a road (as an expressway) for the use of which tolls are collected (2) : a road formerly maintained as a turnpike b : a main road; especially : a paved highway with a rounded surface
During the 19th century you can find the development of many turnpikes. Here's an excerpt from a History of Western Massachusetts © 1855 that will give you an idea of how so many turnpikes came into being and the moods of the people in the 19th century regarding these turnpikes.
Turnpikes were largely multiplied after the close of the Revolutionary War and the Shays Rebellion, to meet the exigencies of increasing business and population, and the general poverty of the towns and counties. On the 8th of March, 1797, Asaph White, Jesse King and their associates were incorporated as " The Second Massachusetts Turnpike Corporation," for the purpose of laying out and making a turnpike road from the west line of Charlemont, to the west foot of Hoosac Mountain in Adams, with the privilege of collecting tolls of passengers. On the 19th of June, 1801, Ezra Marvin, Elihu Stow and a hundred others, more or less, were incorporated as " The Eleventh Massachusetts Turnpike Corporation," for the purpose of building a road, " to begin at the south line of Massachusetts, at or near the ending of the turnpike road lately established by the Legislature of the State of Connecticut; thence into and through the East parish of Granville to Blandford meeting house, and from thence through the town street in Blandford, by the usual Pittsfield road, so called, and into the town of Becket by the same road, until it connects with the road of the Eighth Turnpike Corporation." This latter corporation was established on the 24th of February, 1800, Joseph Stebbins, James S. Dwight, and George Bliss, being the leading names in the act. The road began at the line between Westfield and Russell, near Westfield River, running near the river through parts of the towns of Russell and Blandford, to a point then known as Falley's store; thence by the West Branch of the river through parts of Blandford and Chester, until it reached what was known as the Government road, by which it ran to Becket, connecting with the road from Blandford to Pittsfield; thence by the usual road from Becket meeting house to Pittsfield line. The Third Massachusetts Turnpike Corporation was established March 9th, 1797. The leading names in the act of incorporation were Jonah Brewster, Elisha Brewster, Jonathan Brewster, Samuel Buffington and Tristram Browning, and their road commenced on the East side of Roberts' Hill in Northampton, and ran to the Eastern line of Pittsfield, passing through Westhampton, Chesterfield, Worthington, Pern (then Partridgefield) and Dalton.
There never was a Fourth Massachusetts Turnpike Corporation, but the Williamstown Turnpike Corporation legitimately comes in its place. This was established on the 1st of March, 1799, for the purpose of building and keeping in repair a road from the West side of Hoosac mountain, commencing at the termination of the road of the 2d Corporation, (from Charlemont over the mountain) and running thence through Adams and Williamstown to the line of Petersburg, Rensselaer County, N. Y. The Fifth Corporation was established on the 1st of March, 1799. This was for the building of a road from Northfield, through Warwick and Orange to Athol, and also from Greenfield through Montague and unimproved lands to Athol, where the roads were to join, and proceed through Tcmpleton, Gardner, Westminster and Fitchburg, to Leominster. The Sixth Massachusetts Turnpike Corporation was established on the 22d of June, 1799, their road commencing on the East line of Amherst, and passing through Pelham, Greenwich, Hardwick, New Braintree, Oakham, Rutland, Holden and Worcester, "to the great road in Shrewsbury, leading from New York to Boston." The road was ordered to be not less than four rods wide, and the traveled path not less than eighteen feet wide, in any place. The Tenth Turnpike Corporation was established on the 16th of June, 1800, for the_ purpose of laying out, making and keeping in repair a road from the point where the Farmington river crosses the line between Massachusetts and Connecticut, by the side of the river through Sandisfield, Bethlehem, (now a part of Otis) Becket and Lee, to Lenox Court House; thence over the mountain, through Richmond and Hancock, to the New York State line. The Twelfth Turnpike Corporation received its charter on the 19th of June, 1801. Its road commenced on the Connecticut line, in Sheffield, at the termination of a turnpike leading to Hartford, and ran Northwesterly to meet the Hudson River Turnpike, at the line of New York. The Thirteenth Corporation, established June 19th, 1801, built a road from the Connecticut line through Granville, to the Northwestern part of Loudon, now a portion cf the town of Otis. The Fourteenth Corporation was chartered on the 11th of March, 1802, to build a road from the West end of the Fifth Turnpike in Greenfield, through that town, Shelburne, Buckland and Charlemont, to the Eastern terminus of the Second Turnpike, leading over Hoosac Mountain. The Fifteenth Turnpike Corporation was established on the 12th of February, 1803, for the purpose of building a road from the Connecticut line in Southfield (now a part of Sandisfield) to connect with a turnpike from New Haven; thence through Sandisfield, New Marlboro and Great Barrington, to the Southern line of Stockbridge. The Sixteenth Corporation was chartered on the 14th of February, 1803, to build a road from the West line of West Springfield, through Southwick, Granville, Tolland and Sandisfield, to the turnpike route passing through Sheffield, from Hartford, Ct., to Hudson, N. T.
The Petersham and Monson Corporation was established February 29th, 1804, its road leading from the Fifth Turnpike in Athol, through the towns of Athol, Petersham, Dana, Greenwich, Ware, Palmer and Monson, to connect with the turnpike leading to Stafford in Connecticut. The Becket Turnpike Corporation received its charter on the 22d of June, 1803, for building a road from Becket, connecting the turnpike from Hartford to Lenox with the turnpike leading from Pittsfield to Westfield. The Springfield and Longmeadow Corporation was established on the 7th of March, 1804, for the purpose of building a road from the Southern extremity of Main Street, by a direct route through Longmeadow to the Connecticut line. The Tyringbam and Lee Corporation, established on the 15th of March, 1805, built a road between specified points in those towns, and the Williamsburg and Windsor Corporation, established on the 16th of March, 1805, built a road through Williamsburg, Goshen, Cummington and Windsor to the East line of Cheshire. Besides these, there were the Belchertown and Greenwich, the Blandford and Russell, the Chester, and, perhaps, a few other minor turnpike corporations. In fact, nearly all the turnpikes established by the Legislature were located in the Western part of the State.
The tedious list of turnpike corporations which has been enumerated, the list of bridge corporations given, and the ■statements in connection -with the construction of the locks and canals for the purpose of rendering Connecticut River navigable, will show the nature of the enterprises that engaged the attention of the people in the years of peace, industry and enterprise that followed the Shays Rebellion. The turnpike fever was equal to the railroad fever of later times. Turnpikes were everywhere, and the taxation of transport was universal, but that taxation was not, for many years, felt to be a grievance. The turnpike roads greatly facilitated access to markets, and, in the same degTee, increased the value of real estate on every route through which they passed. It is, comparatively, but a few years since the towns, made competent and populous through their assistance, took the large majority of them from the hands of their proprietors, and assumed their support at the public charge. That they had a decided effect in the development of the resources, the healthy stimulation of the industry, and the establishment upon the soundest basis, of the prosperity of Western Massachusetts, is evident alike from their popularity as investments, the regions through which they passed, and the points of production and exchange which they connected.
Saturday, October 1, 2016
Cords of Wood
How much wood would a family need to cut to prepare for winter. In "The New England Farmer" ©1855 it states: "Ten cords of wood will suffice for any man to keep two fires the year round provided he has tight rooms and good stoves."
And for those of you who don't know how much a cord of wood is, it is 128 cubic feet. Or 4 feet high by 4 feet wide and 8 feet long.
In an 1884 report a Lt. with a wife and two children required 5 cords of wood to heat his house during the winter. in Dakota. This was in an Annual Report to the Secretary by the United States War Dept.
I believe different factors come in when determining how much wood a family would need for winter. One is location, what are the temps during the winter months. Two, is the hardiness of the people. The difference between the New England Farmer and the Lt. serving in the Dakota region is significant. To the defense of the Lt. I believe many parts of Dakota are much colder than New England for a longer period of time. Again, it all depends on where your characters or family lived at the time.
And for those of you who don't know how much a cord of wood is, it is 128 cubic feet. Or 4 feet high by 4 feet wide and 8 feet long.
In an 1884 report a Lt. with a wife and two children required 5 cords of wood to heat his house during the winter. in Dakota. This was in an Annual Report to the Secretary by the United States War Dept.
I believe different factors come in when determining how much wood a family would need for winter. One is location, what are the temps during the winter months. Two, is the hardiness of the people. The difference between the New England Farmer and the Lt. serving in the Dakota region is significant. To the defense of the Lt. I believe many parts of Dakota are much colder than New England for a longer period of time. Again, it all depends on where your characters or family lived at the time.
Saturday, September 17, 2016
D.L. Moody
"I remember when I was a boy I used to try to walk across a field after the snow had fallen, and try to make a straight path; and as long as I kept my eye on a point at the other side of the field, I could make a straight path, but if I looked over my shoulder to see if I was walking straight, I would always walk crooked—always. And where I find people turning around to see how others walk, they always walk crooked. But if you want to walk straight through this world, keep your eye on the Captain of your salvation, who has gone within the vale. Just keep your eye on Him, and you will have peace and light.
I remember, too, I used to try to catch my shadow. I used to try to see if I could not jump over my head. I ran and jumped, but my head always kept just so far ahead of me. I never could catch my shadow, but I remember when I was a little boy, I was running with my face toward the sun, and I looked over my shoulder and I found my shadow coming after me.
And I find since I became a Christian, that if I keep my eye on the Son of Righteousness, peace and light and joy and everything follow in the train; but if I get my eye off Him, I always get into darkness and trouble. So if you want to keep in the light, keep your eye fixed on the Son of Righteousness and follow Him."
Excerpt from Dwight L. Moody:the man and his mission ©1900
D. L. Moody was one of the most well known evangelists during the 19th century. Moody converted to evangelical Christianity in 1855. He moved to Chicago in 1856. It was there that his ministry began.
I remember, too, I used to try to catch my shadow. I used to try to see if I could not jump over my head. I ran and jumped, but my head always kept just so far ahead of me. I never could catch my shadow, but I remember when I was a little boy, I was running with my face toward the sun, and I looked over my shoulder and I found my shadow coming after me.
And I find since I became a Christian, that if I keep my eye on the Son of Righteousness, peace and light and joy and everything follow in the train; but if I get my eye off Him, I always get into darkness and trouble. So if you want to keep in the light, keep your eye fixed on the Son of Righteousness and follow Him."
Excerpt from Dwight L. Moody:the man and his mission ©1900
D. L. Moody was one of the most well known evangelists during the 19th century. Moody converted to evangelical Christianity in 1855. He moved to Chicago in 1856. It was there that his ministry began.
Saturday, August 20, 2016
Steamer Atlantic
One of the fastest steamers on Lake Erie, was the Steamer Atlantic. It's been reported that she made the trip from Buffalo to Detroit in 18 hours. In 1852 on Aug. 20th at 2:00 AM she was heading westward when she collided with the Ogdensburgh and sunk. Over 200 people were lost, along with the wealth of many of the surviving passengers. She also carried a fortune in gold and other currency at the time of her sinking.
The recovery of her treasure in 1855 was one of the great stories of early deep water diving. The Atlantic was again rediscovered in 1980 and hundreds of everyday items were recovered from the wreck. The artifacts are on exhibit at the Port Dover Harbour Museum, Ontario, Canada.
Here's an image of Steamer Atlantic
The recovery of her treasure in 1855 was one of the great stories of early deep water diving. The Atlantic was again rediscovered in 1980 and hundreds of everyday items were recovered from the wreck. The artifacts are on exhibit at the Port Dover Harbour Museum, Ontario, Canada.
Here's an image of Steamer Atlantic
Sunday, August 14, 2016
What A Friend We Have in Jesus
This old hymn is still song today in many American churches. The words were written by Joseph M. Scriven to comfort his mother who was in Ireland. It was 30 years after he wrote it that he received full credit because it had been published anonymously at some point.
The music score that most of us sing today was composed in 1879 by John Zundel
What a Friend we have in Jesus, all our sins and griefs to bear!
What a privilege to carry everything to God in prayer!
O what peace we often forfeit, O what needless pain we bear,
All because we do not carry everything to God in prayer.
Have we trials and temptations? Is there trouble anywhere?
We should never be discouraged; take it to the Lord in prayer.
Can we find a friend so faithful who will all our sorrows share?
Jesus knows our every weakness; take it to the Lord in prayer.
Are we weak and heavy laden, cumbered with a load of care?
Precious Savior, still our refuge, take it to the Lord in prayer.
Do your friends despise, forsake you? Take it to the Lord in prayer!
In His arms He’ll take and shield you; you will find a solace there.
Blessed Savior, Thou hast promised Thou wilt all our burdens bear
May we ever, Lord, be bringing all to Thee in earnest prayer.
Soon in glory bright unclouded there will be no need for prayer
Rapture, praise and endless worship will be our sweet portion there.
The music score that most of us sing today was composed in 1879 by John Zundel
What a Friend we have in Jesus, all our sins and griefs to bear!
What a privilege to carry everything to God in prayer!
O what peace we often forfeit, O what needless pain we bear,
All because we do not carry everything to God in prayer.
Have we trials and temptations? Is there trouble anywhere?
We should never be discouraged; take it to the Lord in prayer.
Can we find a friend so faithful who will all our sorrows share?
Jesus knows our every weakness; take it to the Lord in prayer.
Are we weak and heavy laden, cumbered with a load of care?
Precious Savior, still our refuge, take it to the Lord in prayer.
Do your friends despise, forsake you? Take it to the Lord in prayer!
In His arms He’ll take and shield you; you will find a solace there.
Blessed Savior, Thou hast promised Thou wilt all our burdens bear
May we ever, Lord, be bringing all to Thee in earnest prayer.
Soon in glory bright unclouded there will be no need for prayer
Rapture, praise and endless worship will be our sweet portion there.
Saturday, August 6, 2016
Matches, Strikables & Flexibles
While working on a historical novel, I believe it was "Raining Fire" set in 1833, I started to write that the hero took out a match to light the fire. I paused wondering if a match had been invented by then. Well, they had but they hadn't made there way to a woodsman in America. Here's a brief account of the history of a match during the 1800's.
In 1827, John Walker, English chemist and apothecary, discovered that if he coated the end of a stick with certain chemicals and let them dry, he could start a fire by striking the stick anywhere. These were the first friction matches. He called them strikables.
In 1830, the French chemist, Charles Sauria, created a match made with white phosphorous. White phosphorous is poisonous.
In 1855, safety matches were patented by Johan Edvard Lundstrom of Sweden. Lundstrom put red phosphorus on the sandpaper outside the box and the other ingredients on the match head.
In 1889, Joshua Pusey invented the matchbook, he called his matchbook matches "Flexibles".
And just to fill out a bit the remainder of the history I'm including a couple events in the 1900's.
In 1910, the Diamond Match Company patented the first nonpoisonous match in the U.S.
January 28, 1911 United States President William H. Taft publicly asked Diamond Match to release their patent for the good of mankind. They did then congress placed a high tax on matches made with white phosphorous.
In 1827, John Walker, English chemist and apothecary, discovered that if he coated the end of a stick with certain chemicals and let them dry, he could start a fire by striking the stick anywhere. These were the first friction matches. He called them strikables.
In 1830, the French chemist, Charles Sauria, created a match made with white phosphorous. White phosphorous is poisonous.
In 1855, safety matches were patented by Johan Edvard Lundstrom of Sweden. Lundstrom put red phosphorus on the sandpaper outside the box and the other ingredients on the match head.
In 1889, Joshua Pusey invented the matchbook, he called his matchbook matches "Flexibles".
And just to fill out a bit the remainder of the history I'm including a couple events in the 1900's.
In 1910, the Diamond Match Company patented the first nonpoisonous match in the U.S.
January 28, 1911 United States President William H. Taft publicly asked Diamond Match to release their patent for the good of mankind. They did then congress placed a high tax on matches made with white phosphorous.
Monday, October 12, 2015
1884, 1885 & 1888 Furniture Window Valances
Below are various designs for Window Valances from 1884, 1885 & 1888 These came from "The Furniture Gazette." Below are two tidbits about Valances, from these your characters might decide which one they prefer.
Here's a short excerpt from 'An Encyclopedia of Domestic Economy' ©1855 about Valances.
Betides tie rod on which tht curtain slides, there is generally a piece of the tame material with the curtain, called a valance, suspended before it, to conceal the rod, and likewise the soffit, or under side, of the architrave. This valance gives great richness and finish to the window; but when the rooms are low, they should not be deep, as they then hide much of the light: on the contrary, when the windows are very lofty, they are often useful in moderating the too great glare of light. Valances are contrived in a vast variety of modes, on which depends, in a great measure, the style of the window. Sometimes they are made in the form of festoons, and are then, by upholsterers, termed draperies i the festoon itself is called the swag, and the end that hangs down is termed the tail: see fig. 164. These are frequently ornamented with hinges, tassels, and cords, in various ways. This, which is the former French style, was introduced some years ago, as being much richer and more elegant than ours; at present it Js less used, and what are called piped valances are more generally put up; these harbour less dust, from the folds being perpendicular. Lately, massive brass rods and large rings have been much in fashion; also, rich gilt cornices over the valances.
Here's another tidbit from "The Art of Furnishings on Rational and Aesthetic Principles." ©1881
The simpler and more natural a valance is the better.
Our own opinion is that it is seldom needed. A light brass pole again answers the purpose as an ornamental curtain rod. Cornices necessitate valances, and frequently bring the window into excessive prominence, and detach it from the rest of the walls in a manner injurious to the general effect.
1884
1885
1888
This next design comes from an 1888 copy of "The Furniture Gazette."
Here's a short excerpt from 'An Encyclopedia of Domestic Economy' ©1855 about Valances.
Betides tie rod on which tht curtain slides, there is generally a piece of the tame material with the curtain, called a valance, suspended before it, to conceal the rod, and likewise the soffit, or under side, of the architrave. This valance gives great richness and finish to the window; but when the rooms are low, they should not be deep, as they then hide much of the light: on the contrary, when the windows are very lofty, they are often useful in moderating the too great glare of light. Valances are contrived in a vast variety of modes, on which depends, in a great measure, the style of the window. Sometimes they are made in the form of festoons, and are then, by upholsterers, termed draperies i the festoon itself is called the swag, and the end that hangs down is termed the tail: see fig. 164. These are frequently ornamented with hinges, tassels, and cords, in various ways. This, which is the former French style, was introduced some years ago, as being much richer and more elegant than ours; at present it Js less used, and what are called piped valances are more generally put up; these harbour less dust, from the folds being perpendicular. Lately, massive brass rods and large rings have been much in fashion; also, rich gilt cornices over the valances.
Here's another tidbit from "The Art of Furnishings on Rational and Aesthetic Principles." ©1881
The simpler and more natural a valance is the better.
Our own opinion is that it is seldom needed. A light brass pole again answers the purpose as an ornamental curtain rod. Cornices necessitate valances, and frequently bring the window into excessive prominence, and detach it from the rest of the walls in a manner injurious to the general effect.
1884
1885
1888
This next design comes from an 1888 copy of "The Furniture Gazette."
Friday, February 27, 2015
Pickling Beef
Preserving meat took a lot of thought and effort on our 19th Century Characters or Ancestors. Below are some recipes for Pickling Beef. Don't think in terms of sweet or dill pickles. Remember pickling was a form of curing meat, as was salting and drying.
PICKLING BEEF —Rub a quarter of a pound of saltpetre and a little brown sugar on the beef; the following day season it with half a pound of bay salt, one ounce of black pepper, one ounce of allspice. Let the beef lie in pickle fourteen days, turning it every day, adding a little common salt three times per week ; then wash it, and put it into a glazed earthen pipkin, deep enough to cover it. Lay beef suet under it; add one pint of water, cover the top with paste and then paper, or with a plate instead of paste. Bake seven hours in an oven; pour off the liquor, but do not cut till cold. Will keep three months.
Source: The Godey's Lady's Book Receipts and Household Hints ©1870
RECIPE FOR PICKLING BEEF, PORK, OR MUTTON
4 gallons of water, 1% lbs. brown sugar, 2 oz. saltpetre, 5 lbs. alum salt. Put the whole into a kettle and let it boil, taking off the scum as it rises with care. When the scum ceases to rise, take it off the fire and let it get cold. Put the meat into the vessel in which it is to be kept and pour in the liquor until it is entirely covered. Beef preserved in this way is as good as if salted, but three days, at the end of 10 weeks. lf the meat is to be kept a long time, the pickle must be boiled and skimmed once in 2 weeks.
PICKLE FOR BEEF, MUTTON, OR PORK
8 gallons of water, 3 lbs. of sugar, 14 lb. saltpetre, 12 lbs. of salt. To be boiled and skimmed until no scum arises. Then pour it cold upon the meat.
PICKLE FOR BEEF
Pack down your beef, sprinkling some fine salt on the parts which come in contact with each other. Place a weight upon the beef and then cover it completely with the pickle made of the following preparations: 12 lbs. of fine Liverpool salt, 8 gallons of water, 1 lb. sugar, and 4 ozs. of saltpetre. Mix the pickle with cold water, skim it well and put it on cold.
l. S. Lewis to J. P. Norris, April 18th, 1822
PICKLED BEEF
6 gallons of water, 12 lbs. of salt, 5 oz. saltpetre, and 6 lbs. of brown sugar. Simmer them over the fire until the scum ceases to rise. This quantity is sufficient for 200 lbs. of beef. Let it stay in pickle 4 or 5 weeks and re-pack it once in that time.
M. Newbold, N. J.
MRS. R. COLEMAN'S RECIPE FOR
PICKLING BEEF OR PORK OF 90 LBS.
6 gallons of water, 9 lbs. of salt, (4y2 of fine and 4% of coarse salt), 3 lbs. brown sugar, 3 oz. saltpetre and 1 oz. of pearl ash. To be boiled and well skimmed and 1 quart of molasses.
90 LBS. OF BEEF OR PORK
The same as the above without the molasses. To be mixed with cold water and well boiled and skimmed.
CORNED BEEF
1 gallon of water, 1% lbs. of salt, y2 lb. brown sugar, and % oz. saltpetre. Boil all together and skim it well. Then put it into a large tub to cool, and when perfectly cold, pour it over your beef or pork and let it remain in four weeks. The meat must be well covered and should not be put down for at least 2 days after killing during which time it should be slightly sprinkled with powdered saltpetre. Mrs. Brown
Source: Cook Book 1st Vol. ©1855
Will you please give me a good recipe for pickling beef—one that you know has been thoroughly tried!
Answer.—The following we know to be good: Cut the beef in convenient pieces and salt down as usual, adding a “pinch” of saltpeter to each piece. Let it remain in salt three days; then drain off the bloody brine formed by the salt, wipe each piece with a clean cloth and re-pack in the tub or other vessel used; a syrup or molasses cask will answer, but not a whisky barrel. For the brine, take as much water as will cover the beef; add salt until no more will disso‘ve; a tea-cup of ground saltpetre and a quart of molasses, or its equivalent of brown sugar. Boil and skim well. When the brine thus prepared is entirely cold, pour it over the beef and keep the latter well pressed under the brine. These proportions are for 200 pounds of beef. If the brine should mould in warm weather, reboil and skim it, adding half pound of cooking soda,and when cold return to the beef.
Source: The Southern Cultivator and Industrial Journal ©1888
PICKLING BEEF —Rub a quarter of a pound of saltpetre and a little brown sugar on the beef; the following day season it with half a pound of bay salt, one ounce of black pepper, one ounce of allspice. Let the beef lie in pickle fourteen days, turning it every day, adding a little common salt three times per week ; then wash it, and put it into a glazed earthen pipkin, deep enough to cover it. Lay beef suet under it; add one pint of water, cover the top with paste and then paper, or with a plate instead of paste. Bake seven hours in an oven; pour off the liquor, but do not cut till cold. Will keep three months.
Source: The Godey's Lady's Book Receipts and Household Hints ©1870
RECIPE FOR PICKLING BEEF, PORK, OR MUTTON
4 gallons of water, 1% lbs. brown sugar, 2 oz. saltpetre, 5 lbs. alum salt. Put the whole into a kettle and let it boil, taking off the scum as it rises with care. When the scum ceases to rise, take it off the fire and let it get cold. Put the meat into the vessel in which it is to be kept and pour in the liquor until it is entirely covered. Beef preserved in this way is as good as if salted, but three days, at the end of 10 weeks. lf the meat is to be kept a long time, the pickle must be boiled and skimmed once in 2 weeks.
PICKLE FOR BEEF, MUTTON, OR PORK
8 gallons of water, 3 lbs. of sugar, 14 lb. saltpetre, 12 lbs. of salt. To be boiled and skimmed until no scum arises. Then pour it cold upon the meat.
PICKLE FOR BEEF
Pack down your beef, sprinkling some fine salt on the parts which come in contact with each other. Place a weight upon the beef and then cover it completely with the pickle made of the following preparations: 12 lbs. of fine Liverpool salt, 8 gallons of water, 1 lb. sugar, and 4 ozs. of saltpetre. Mix the pickle with cold water, skim it well and put it on cold.
l. S. Lewis to J. P. Norris, April 18th, 1822
PICKLED BEEF
6 gallons of water, 12 lbs. of salt, 5 oz. saltpetre, and 6 lbs. of brown sugar. Simmer them over the fire until the scum ceases to rise. This quantity is sufficient for 200 lbs. of beef. Let it stay in pickle 4 or 5 weeks and re-pack it once in that time.
M. Newbold, N. J.
MRS. R. COLEMAN'S RECIPE FOR
PICKLING BEEF OR PORK OF 90 LBS.
6 gallons of water, 9 lbs. of salt, (4y2 of fine and 4% of coarse salt), 3 lbs. brown sugar, 3 oz. saltpetre and 1 oz. of pearl ash. To be boiled and well skimmed and 1 quart of molasses.
90 LBS. OF BEEF OR PORK
The same as the above without the molasses. To be mixed with cold water and well boiled and skimmed.
CORNED BEEF
1 gallon of water, 1% lbs. of salt, y2 lb. brown sugar, and % oz. saltpetre. Boil all together and skim it well. Then put it into a large tub to cool, and when perfectly cold, pour it over your beef or pork and let it remain in four weeks. The meat must be well covered and should not be put down for at least 2 days after killing during which time it should be slightly sprinkled with powdered saltpetre. Mrs. Brown
Source: Cook Book 1st Vol. ©1855
Will you please give me a good recipe for pickling beef—one that you know has been thoroughly tried!
Answer.—The following we know to be good: Cut the beef in convenient pieces and salt down as usual, adding a “pinch” of saltpeter to each piece. Let it remain in salt three days; then drain off the bloody brine formed by the salt, wipe each piece with a clean cloth and re-pack in the tub or other vessel used; a syrup or molasses cask will answer, but not a whisky barrel. For the brine, take as much water as will cover the beef; add salt until no more will disso‘ve; a tea-cup of ground saltpetre and a quart of molasses, or its equivalent of brown sugar. Boil and skim well. When the brine thus prepared is entirely cold, pour it over the beef and keep the latter well pressed under the brine. These proportions are for 200 pounds of beef. If the brine should mould in warm weather, reboil and skim it, adding half pound of cooking soda,and when cold return to the beef.
Source: The Southern Cultivator and Industrial Journal ©1888
Wednesday, January 22, 2014
1855 Fashion Clothing
Below are some images from 1855 sources of various fashions. The earlier in the 19th century the more difficult to find images but here are a few of what I've found.
Children
Bonnet
Shawl
Infant Christening Robe
Cap
Children
Bonnet
Shawl
Infant Christening Robe
Cap
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