Nantasket ScStr - History

Nantasket ScStr - History


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Nantasket
(ScStr: dp. 1,129; 1. 216'; b. 31'; dr. 12'; cpl. 114; s. 10.5 k.; a. 6 9-pdrs.)

Nantasket, a screw steamer, was laid down at Boston Navy Yard in 1864; launched 15 August 1867; sponsored by Miss Emma Hartt; and commissioned 22 October 1869, Lt. Comdr. F. M. Bunee in command.

Assigned to the North Atlantic Squadron, the ship was stationed at Samana Bay, Santo Domingo for the next two years. While based at this island, she made numerous short voyages carrying messages to Ameriean officials on various islands in the Caribbean. At times, she also carried officials as passengers. She continued this duty until 30 April 1872, when she was relieved by the steamer Nipsic. Departing Samana Bay 5 June, she sailed for Key West arriving 8 June. She was deeommissionod at Portsmouth, N.H., Navy Yard and remained in ordinary until struck from the Naval Vessel Register 22 July 1875. She was sold in 1883.


The Friends of Nantasket Beach is a volunteer organization founded in 2019 with a mission to promote public use of Nantasket Beach in Hull, MA and to address quality of life and environmental issues related to the Beach.

Activities like live music and volleyball are still LIMITED at the beach due to the pandemic. Nearby recreation facilities like Paragon Carousel, the Paragon Park Museum and Paragon Boardwalk are OPEN. If a group wants to host a recreation activity on DCR property, they need to apply for a special use permit .

Parking

DCR parking is OPEN at Nantasket Beach. The DCR charges for parking from May 15 to Memorial Day. Fee is $15/day for MA residents and $40/day for non-state residents. If you come multiple times a year as a MA resident, buy an annual parking pass for $60 or a lifetime senior (62+) pass for $10. You can buy these online on the DCR website.

Facilities and Bathrooms

DCR facilities at Nantasket Beach are OPEN. This includes the David Cook Comfort Station (north end of beach), Mary Jeanette Murray Bathhouse, Comfort Station (next to Paragon Carousel) and Triviloi Bath House (south end of beach).

Accessibility

Nantasket Beach is accessible by ramps spread along the reservation. DCR staff work to clear these paths for accessibility. Beach wheelchairs available upon request by reaching out the DCR .

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Nantasket Beach in Massachusetts is an exposed beach break that has consistent surf and can work at any time of the year. The best wind direction is from the west. Waves just as likely from local windswells as from distant groundswells and the best swell direction is from the northeast. The beach break provides left and right handers. Best around mid tide. Sometimes crowded. Beware of rips and pollution.

Surfing Nantasket Beach:

The best conditions reported for surf at Nantasket Beach occur when a Northeast swell combines with an offshore wind direction from the West .

What's the best time of year to surf Nantasket Beach (for consistent clean waves)?

Explore Nantasket Beach Location Map

Interactive Nantasket Beach surf break location map. View information about nearby surf breaks, their wave consistency and rating compared to other spots in the region. Current swell conditions from local buoys are shown along with live wind speed and direction from nearby weather stations. Click icons on the map for more detail. The closest passenger airport to Nantasket Beach is General Edward Lawrence Logan International (Boston) Airport (BOS) in USA, 12 km (7 miles) away (directly). The second nearest airport to Nantasket Beach is Laurence G Hanscom Fld (Bedford) Airport (BED), also in USA, 38 km (24 miles) away.


Nantasket ScStr - History


A Magical Ride, a Nostalgic Visit to Old Paragon Park. The Paragon Park Museum and Museum Shop enhances the carousel experience. Here in the Clock Tower Building, our visitors can learn of Nantasket Beach&rsquos fascinating history and relive nostalgic visits to Paragon Park, as well as returning to a place that was once a bustling train station in Nantasket&rsquos Victorian past.

With the renewed interest in the storied history of Paragon Park and Nantasket Beach, we bring you back to the early 1900s when Nantasket Beach was a playground for the rich and famous. Learn of the splendors created by the visionary George A. Dodge with the construction of Paragon Park in 1905. We have assembled a growing exhibit of artifacts, memorabilia, videos, and storyboards which tell the magical story. The journey begins at the turn of the last century and will bring you to 1985 with the closing of the park.

The final chapter focuses on the beloved 1928 Grand Carousel, the heart and soul of Paragon Park. In addition, the restoration studio is an integral piece of the museum. Watch James Hardison as he restores the carousel horses to their once exquisite beauty as you learn of the restoration process. This is a unique opportunity to recreate the past for the current generation and to bring back fond memories for so many.

Do you or someone you know have a piece of Paragon Park that you would like to share with others? Old postcards, photographs, ornamental artifacts, and souvenirs would also be most welcome. Items can be donated to the Friends of the Paragon Carousel. Your name will be displayed along side the item.

Items can be dropped off at the Paragon Carousel or you can arrange for a pick up by calling 781-925-0472. Monetary donations of any amount are also most appreciated. Donors are acknowledged in the museum. Our Paragon Park Museum is staffed with volunteers. Please let us know if you have an interest in helping us this season!

&ldquoThe seasons go round and round, and the painted ponies go up and down, we&rsquore captives on a carousel of time. We can&rsquot return we can only look behind from where we came&hellip&rdquo - Joni Mitchell

There is always a new horse being restored in the Restoration Studio. Artist James Hardison has restored 34 of the 66 horses on the carousel to date. Stop by and watch the fascinating process!

The Museum is open most days from Mid-June through Labor Day from 1pm to 5pm, and weekends in the spring and fall.

Our Paragon Park Museum is staffed with volunteers. Please call ahead to ensure we will be open.

Arrangements can be made for groups and individuals to visit our museum at any time. Please call us at 781-925-0472 and we will be happy to schedule an appointment for you!

Marie Schleiff- President- Friends of the Paragon Carousel
John Hansen- Museum Curator
James Hardison- Restoration Artist

Suggested Donation- $2
Free Admission to members of the FPC

Many thanks to the following for their financial support:

Copeland Family Foundation

MUSEUM VOLUNTEER STAFF: Robert Goulding, Joyce McFadden, Suzi Coughlin, Curator John Hansen, and Florence Ely. Not pictured: Barbara Garrity, Arlen Lucid.

Jim Bowdring has wonderful memories of his childhood days at Paragon Park. He restored a car from the Park's Kooky Kastle ride in 2015 and donated it to the Friends of the Paragon Carousel. Pictured here with Jim (seated in the car) are carousel associate Seth Anderson (l) and our Restoration Curator James Hardison. Jim's grandfather worked at the Park for 30 years as an assistant to the Stone family.


Nantasket ScStr - History

A decorative shrub of the evening primrose family.

( ScStr: dp. 240 1. 98'3" b. 21'9" dr. 8' a. 1
30-pdr. r., 1 24-pdr. how.)

Fucheia, a steam tug, was built in 1863 by Fincourt, New York purchased by the Navy 16 June 1863 and commissioned in August 1863, Acting Master W. T. Street in command.

Fuchsia reached Washington Navy Yard 8 August 1863 to join the Potomac Flotilla in patrol duty on the Potomac, Rappahannock, Piankatank, Tappahannock, Curitoman, and St. Mary's Rivers. On 21 October sailing with Currituck, Fuchsia apprehended the steamer Throe Brothers, sailing unladen without proper papers. Nine days later, as she cruised in the Rappahannock, she sent a landing party ashore to arrest two men known to be blockade runners, and the next day she took a Virginia soldier prisoner.

On 7 March 1864, Fuchsia made a foray up the Piankatank, searching for the Army tug Titan previously taken by the Confederates. Finding the tug burned to the water's edge, she sent men to disable the tug's boilers, preventing their future use by the Confederates. Similar reconnaissance and patrol duty in the course of which she often fired on Confederate detachments ashore and in turn came under fire, continued throughout the war. Fuchsia cruised the same waters until decommissioned at Washington 5 August 1865. She was sold 23 September 1865.


The Dunes will be constructed on a portion of a 3.5 acre parcel at the entrance of Hull on Nantasket Beach. The property was underutilized and in a state of disrepair for many years and was acquired in late 2017. In 2020, Paragon Boardwalk — an outdoor venue consisting of 5 recycled shipping containers with local food and beverage options, a volleyball court, outdoor fitness and yoga area and surf shop — opened and rejuvenated the area and connected the beachfront with Steamboat Wharf for pedestrians.

The Town of Hull and the Department of Conservation and Recreation released a Unified Work Plan after many years of work that set a vision for a revitalized beachfront area featuring new parks, pedestrian walkways and sustainability goals. This effort includes private development and additional housing opportunities and tax revenue. The Dunes has the opportunity to be a catalyst for these initiatives.

The Dunes and the Boardwalk are borne out of the idea that everyone should be able to live and play by the beach in a modern, affordable setting. With abundant options for public transportation into Boston all within biking distance, the Project will promote a more active lifestyle and car-free living.

The project is currently being permitted under the Nantasket Beach Overlay District bylaws adopted by the Town of Hull to encourage sustainable, mixed-use redevelopment in the area. Until then, stop by The Boardwalk for a surf, coffee, taco or beverage and learn more about the lifestyle we hope to open up to more people in the near future.

A Catalyst for Change

The Boardwalk will help kickstart many of the visions and goals set forth in the Nantasket Beach Unified Work Plan and the DCR Master Plan including:

Creating more public green space along Nantasket Beach

Consolidating parking to create a park-once district, reduce traffic along Nantasket Ave, and enhance the pedestrian experience

Activating this section of Nantasket Ave as a Recreation District

By working with the Town of Hull and DCR, we hope to help create lasting benefits for the entire neighborhood and town


WILLIAM PEPE: Nantasket Beach steamboats

Personally, I don't ever recall taking the ferry from Rowe's Wharf in Boston to Nantasket Beach. I grew up in about as far from Rowe's Wharf as I did from Nantasket Beach. In my teens, I took a bus from nearby Jackson Square, Weymouth to Nantasket Beach for fifty cents. How can you beat that? The amusement park &ndash Paragon Park - across the street from the beach was a strong attraction to us in our teen years. A little swimming, a little sunbathing, and a lot of amusement park made an exciting day for teenagers, and, I suspect, a lot of adults.

While at the beach with my elders, I saw the ferryboats disgorge their passengers at the pier. Even then, the ferries may no longer have been steamboats. I saw the passengers, carrying their beach chairs, picnic baskets, and other beach paraphernalia down the pier, across George Washington Boulevard, along short Wharf Avenue, across busy Nantasket Avenue, and spread themselves and their belongings along the crowded beach.

The 1928 carousel from Paragon Park now landmarks the corner of George Washington Boulevard, Wharf Avenue and Nantasket Avenue but, in my youth, the carousel was just another attraction in beloved Paragon Park.

In the half century when post cards were the dominant means of rapid, inexpensive communications, tourists, flocking to Nantasket Beach and similar locations across our country, purchased, and mailed millions of postcards. In the case of Nantasket Beach, popular pictures on those postcards included the ferries that carried so many of the tourists from the City of Boston, across Boston Harbor to the Town of Hull, the home of Nantasket Beach and Paragon Park.

Ferryboats have plied their trade in Boston Harbor since the 1620s. Steamboats were a newcomer to the Boston Harbor trade when the steamboat Massachusetts first appeared in 1817. By 1830, steamboats were making regular trips from Boston to Nantasket. Pemberton Pier, near the grand Pemberton Hotel, almost at the extreme end of the Nantasket Peninsula, was the original destination for the ferries going from Boston to Hull. . From there one could take a train to the south

end of the five-mile beach and connect to the South Shore Railroad Line. Summer cottages and grand hotels lined the route.

Times changed. After World War I, the automobile competed with the ferries, trains, and trolleys. The ferries trains, and trolleys lost the competition. The grand hotels that dotted the Town of Hull lost business.

On Thanksgiving morning 1929, six of the steamboats that made the Boston to Nantasket run were tied-up for the off-season at the Nantasket Steamboat pier. A fire of undetermined origin destroyed the five steamboats Mary Chilton, Nantasket, Old Colony, Betty Alden, and Rose Standish. Only the Mayflower was saved.

The entire Hull Fire Department - which doubled as the town&rsquos football team - was out of town playing a game when the steamboat fleet caught fire at the wharf. Fire destroyed five of the six boats and damaged one. The fire also damaged the wharf and some nearby buildings

In 1950, new owners deliberately positioned the steamboat Mayflower across the sheltered bay, alongside George Washington Boulevard and remodeled it into Showboat Mayflower, a nightclub. It served as such until it met the same fate as its sister ships. It burned to the ground on the night of November 10, 1979.

Ferries still ply the waters of Boston Harbor, including the Hull peninsula, but the steamboat is gone.


Photo, Print, Drawing Rockland House, Nantasket Beach, Mass.

The Library of Congress believes that many of the papers in the Detroit Publishing Company collection are in the public domain or have no known copyright restrictions and are free to use and reuse. For example, all photos published in the U.S. more than 95 years ago are in the public domain. The Library has also obtained permission for the use of many other materials, and presents additional materials pursuant to fair use under United States copyright law. Researchers should watch for documents that may be copyrighted (for example, published in the United States less than 95 years ago, or unpublished and the author died less than 70 years ago).

You are responsible for deciding whether your use of the items in this collection is legal. You will need written permission from the rightsholders to copy, distribute, or otherwise use copyrighted materials except as allowed by fair use or other statutory exemptions. Some materials may be protected under international law. You may also need permission from holders of other rights, such as publicity and/or privacy rights.

Credit Line: Library of Congress, Prints & Photographs Division, Detroit Publishing Company Collection.
For information about reproducing, publishing, and citing material from this collection, as well as access to the original items, see: Detroit Publishing Company - Rights and Restrictions Information

For guidance about compiling full citations consult Citing Primary Sources.

  • Rights Advisory: No known restrictions on publication.
  • Reproduction Number: LC-DIG-det-4a12840 (digital file from original)
  • Call Number: LC-D4-18785 [P&P]
  • Access Advisory: ---

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    As a preservation measure, we generally do not serve an original item when a digital image is available. If you have a compelling reason to see the original, consult with a reference librarian. (Sometimes, the original is simply too fragile to serve. For example, glass and film photographic negatives are particularly subject to damage. They are also easier to see online where they are presented as positive images.)
  • No, the item is not digitized. Please go to #2.

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Jews of Nantasket – Friday night history program and discussion

Temple Israel of Nantasket is having a special history Shabbat on Friday, August 15, 2014,at 6:30pm in the main sanctuary at 9 Hadassah Way, Hull, MA 02045. The evening begins with Shabbat services, after which Steven Greenberg, former Executive Director of the Vilna Shul in Boston, will then take you through his research into some of the most vibrant and wonderful pieces of Jewish history in Hull over the last hundred years. Following services, all are welcome to join us for an oneg Shabbat and to view pictures and relics from the days of Old Nantasket in the vestry. It will be a great opportunity to share stories with new and old friends and reminisce on what it means to be a Jew growing up in such an extraordinary community. This event is first part of a series of events to be called Temple Israel: Gathering History at 100. Want to help leave a lasting legacy as a Jew of Nantasket? Share your photos, memories, and connect with old friends at The Jews of Nantasket Beach Facebook page by clicking here! For additional information please email [email protected] or call Steven at 508. 314. 4777

Event Location: Temple Israel of Nantasket
Hadassah Way, Hull, MA, 02045

CJP provides the above links concerning third-party events for your convenience only. CJP has no control over the content of the linked-to websites or events they describe, and accepts no responsibility for the websites, including any advertising or products or services on or available from such sites, or for any loss or damage that may arise from your attending, or registering to attend, the described events. If you decide to access any of the third-party websites linked to below, you do so entirely at your own risk and subject to the terms and conditions of use for such websites and event attendance. CJP is not responsible or liable to you or any third party for the content or accuracy of any materials provided by any third parties. All statements and/or opinions expressed in the linked-to materials or at the described events, and all commentary, articles and other content provided at the third-party websites or at the events, are solely the opinions and the responsibility of the persons or entities operating the linked-to websites and events. The inclusion of any link on this website does not imply that CJP endorses the described event, or the linked-to website or its operator. MORE


Contents

The Miantonomoh class were designed by John Lenthall, Chief of the Bureau of Construction and Repair, although the ships varied somewhat in their details. Monadnock was 259 feet 6 inches (79.1 m) long overall, had a beam of 52 feet 6 inches (16 m) [1] and had a draft of 12 feet 3 inches (3.7 m). [2] The ship had a depth of hold of 15 feet 6 inches (4.7 m), [1] a tonnage of 1,564 tons burthen and displaced 3,295 long tons (3,348 t). [2] Her crew consisted of 150 officers and enlisted men. [3]

Monadnock was powered by a pair of two-cylinder horizontal vibrating-lever steam engines, [2] each driving one four-bladed propeller about 10 feet (3 m) in diameter using steam generated by four Martin vertical water-tube boilers. [1] The engines were rated at 1,400 indicated horsepower (1,000 kW) and gave the ship a top speed of 9 knots (17 km/h 10 mph). [3] She was designed to carry 300 long tons (305 t) of coal. [4]

Armament and armor Edit

Her main battery consisted of four smoothbore, muzzle-loading, 15-inch (381 mm) Dahlgren guns mounted in two twin-gun turrets, one each fore and aft of the single funnel. [2] Each gun weighed approximately 43,000 pounds (20,000 kg). They could fire a 350-pound (158.8 kg) shell up to a range of 2,100 yards (1,900 m) at an elevation of +7°. [5]

The sides of the hull of the Miantonomoh-class ships were protected by five layers of 1-inch (25 mm) wrought-iron plates that tapered at their bottom edge down to total of 3 inches (76 mm), backed by 12–14 inches (305–356 mm) of wood. The armor of the gun turret consisted of ten layers of one-inch plates and the pilot house had eight layers. The ship's deck was protected by armor 1.5 inches (38 mm) thick. [1] The bases of the funnel and the ventilator were also protected by unknown thicknesses of armor. [3]

Monadnock, named after Mount Monadnock, a mountain in southern New Hampshire, was laid down at the Boston Navy Yard in Charlestown, Massachusetts in 1862. The ship was launched on 23 March 1863 and commissioned on 4 October 1864. She subsequently steamed to Norfolk, Virginia, and there Commander Enoch Parrott assumed command on 20 November. On 13 December she departed Norfolk for the assault against Fort Fisher and joined the North Atlantic Blockading Squadron two days later. The reinforced squadron approached Fort Fisher on 24 December as part of the Union fleet. [6] At ranges of 1,100–1,200 yards (1,000–1,100 m) she bombarded the fortification and continued throughout the day. The following morning she resumed shelling the fort [7] as 2,000 Army troops under the command of General Benjamin F. Butler landed 3 miles (4.8 km) north of the fort. The soldiers were withdrawn later that day when Butler received word of approaching Confederate troops and worsening weather that would prevent him from evacuating his troops. [8] Although the Navy had believed that its fire was accurate and effective, [7] it was neither because many gunners had aimed at the Confederate flag flying above the fort and their shells had flown across the peninsula to land the Cape Fear River. [9]

A second assault was begun on the morning of 13 January 1865 with the ironclads the first to fire in the hopes of provoking the Confederate gunners to retaliate and reveal the positions of their gun so that they could be engaged by the rest of the fleet. The ironclads had anchored to make their fire more accurate and Monadnock kept up a slow and deliberate fire during the day and into the night. Resupplying ammunition at night the ship kept up her fire through the 15th. [10] After Rear Admiral David D. Porter ordered that his ships were to aim at the walls of Fort Fisher rather than the flag, the bombardment was much more effective and many guns were dismounted or disabled. [11] Monadnock ' s side armor was struck five times during the battle with little damage inflicted the turrets and the ventilation pipe were also hit five times with no damage recorded. [12] One of the monitor's sailors, Quartermaster William Dunn, was awarded the Medal of Honor for his actions in the Fort Fisher engagements. [13]

Monadnock was ordered to Charleston, South Carolina, on 18 January to reinforce the South Atlantic Blockading Squadron there under the command of Rear Admiral John A. Dahlgren. [14] After the Confederates abandoned Charleston and its surrender on 18 February, Monadnock ' s crew took possession of the blockade runner SS Deer the following day and the monitor entered Charleston Harbor on the 20th. After a stay at Port Royal, South Carolina, she steamed to Hampton Roads, Virginia, on 15 March [6] and then up the James River where she was assigned to the James River Flotilla. By 18 March, Commander William Ronckendorff had relieved Parrott in command of the ship. [15] On 2 April, she steamed to support the final assault on Richmond and then assisted in clearing the river of naval mines. Returning to Hampton Roads on 7 April, [6] Monadnock was assigned to the squadron commanded by Acting Rear Admiral Sylvanus Godon, which had been established to search for the Stonewall. [16] The French-built ship had been ordered by the Confederacy, embargoed and sold to Denmark in 1864 and resold to the Confederacy in January 1865. Delayed by rudder problems, she was enroute to the United States and ultimately made landfall in Spanish Cuba on 15 May. [17] The squadron departed two days later and put into Charleston Harbor on the 22nd to re-coal and to be reinforced by the monitor Canonicus before continuing on to Havana, Cuba. They arrived on 28 May to find that the Stonewall had been temporarily turned over to the Spanish government. [18] Monadnock ' s presence no longer required, she arrived at Norfolk, Virginia, on 12 June and continued onwards to the League Island Navy Yard in Philadelphia, Pennsylvania, to prepare for her impending voyage to California. [6]

Voyage around South America Edit

To prepare the monitor for the voyage, she was fitted with a 3-foot-6-inch (1.07 m) breakwater to prevent head seas from battering her forward turret and tall, wooden pilot houses above the existing ones. During the trip a jury-rigged foremast was added which reportedly added 0.5 knots (0.93 km/h 0.58 mph) to her speed. [19]

Monadnock departed on 5 October in company with the paddle frigates USS Vanderbilt and USS Powhatan and the sloop USS Tuscarora. [6] The monitor steamed the entire way to California entirely under her own speed and the biggest problem reported was that temperatures in the fire room ranged from 120 to 140 °F (49 to 60 °C). Stokers collapsed daily from heat prostration and special inducements of extra pay and spirits had to be offered for men to take their place. After stops at numerous South American ports, [20] the squadron transited the Strait of Magellan and arrived at Valparaíso in late March 1866 as a Spanish squadron was preparing to bombard the undefended town, contrary to international law, during the Chincha Islands War. Commodore John Rogers, commander of the American squadron, attempted to persuade Admiral Casto Méndez Núñez to forego the bombardment, but the latter claimed it was a point of Spanish honor. Rogers even had his ships clear for action in an unsuccessful attempt to intimidate Méndez Núñez and was prepared to open fire if he received support from the small British squadron in the harbor. That was not forthcoming as the British minister in the town forbade Rear-Admiral Joseph Denham to act and Rogers was forced to stand down. [21]

Monadnock ' s arrival at Acapulco coincided with a Mexican siege of the town's French defenders during the Second French intervention in Mexico. [22] The squadron continued on to San Francisco, anchoring off that city on 21 June. On 26 June she proceeded to Vallejo, and entered the Mare Island Navy Yard where she was decommissioned on 30 June. [6] Eight years later, her wooden hull was rotting and she was sold for scrap. [23] Although Congress was informed by the Navy Department that the Civil War-era ship was being repaired, a new iron-hulled monitor of the same name was built with repair money and the proceeds of her sale because Congress refused to fund any new construction at this time. [3]



Comments:

  1. Dasar

    Yes indeed. I agree with all of the above. Let's discuss this issue.

  2. Adio

    Thank you so much for your help in this matter, now I will not make such a mistake.

  3. Sandor

    the quality is normal, I thought it would be worse, but I was wrong and I'm glad about it)



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