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    The renaming on September 7,Old Style [32] [b] was by Puritan colonists from England [14] [33] who had moved over from Charlestown earlier that year in quest of fresh water.

    Their settlement was initially limited to the Shawmut Peninsulaat that time surrounded by the Massachusetts Bay and Charles River and connected to the mainland by a narrow isthmus.

    The peninsula is thought to have been inhabited as early as BC. Puritan ethics and their focus on education influenced its early history; [35] America's first public school was founded in Boston in Boston was the largest town in British America until Philadelphia grew larger in the midth century.

    However, Boston stagnated in the decades prior to the Revolution. Boston encountered financial difficulties even as other cities in New England grew rapidly. The weather continuing boisterous the next day and night, giving the enemy time to improve their works, to bring up their cannon, and to put themselves in such a state of defence, that I could promise myself little success in attacking them under all the disadvantages I had to encounter … William Howe, 5th Viscount Howein a letter to William Legge, 2nd Earl of Dartmouth about the British army's decision to leave Boston, dated March 21, Boston's penchant for mob action along with the colonists' growing distrust in Britain fostered a revolutionary spirit in the city.

    This did not sit well with the colonists. Induring the Boston Massacrethe army killed several people in response to a mob in Boston. The colonists compelled the British to withdraw their troops.

    The event was widely publicized and fueled a revolutionary movement in America. Many of the colonists saw the act as an attempt to force them to accept the taxes established by the Townshend Acts. The Boston Tea Party was a key event leading up to the revolution, as the British government responded furiously with the Intolerable Actsdemanding compensation for the lost tea from the rebels.

    The war began in the area surrounding Boston with the Battles of Lexington and Concord. The New England militia impeded the movement of the British Army. William Howe, 5th Viscount Howethen the commander-in-chief of the British forces in North America, led the British army in the siege.

    The British army outnumbered the militia stationed there, but it was a Pyrrhic victory for the British because their army suffered devastating casualties. It was also a testament to the power and courage of the militia, as their stubborn defending made it difficult for the British to capture Charlestown without losing many troops.

    Both sides faced difficulties and supply shortages in the siege, and the fighting was limited to small-scale raids and skirmishes.

    The army placed cannons there to repel a British invasion against their stake in Boston. Washington was confident that the army would be able to resist a small-scale invasion with their fortifications. Howe planned an invasion into Boston, but bad weather delayed their advance. Howe decided to withdraw, because the storm gave Washington's army more time to improve their fortifications.

    British troops evacuated Boston on March 17, which solidified the revolutionaries' control of the city. Foreign trade returned after these hostilities, but Boston's merchants had found alternatives for their capital investments in the interim. Manufacturing became an important component of the city's economy, and the city's industrial manufacturing overtook international trade in economic importance by the midth century.

    Boston remained one of the nation's largest manufacturing centers until the early 20th century, and was known for its garment production and leather-goods industries. Later, a dense network of railroads furthered the region's industry and commerce.

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    Irish immigrants dominated the first wave of newcomers during this period, especially following the Irish Potato Famine ; byabout 35, Irish lived in Boston. By the end of the 19th century, Boston's core neighborhoods had become enclaves of ethnically distinct immigrants. Irish and Italian immigrants brought with them Roman Catholicism. Currently, Catholics make up Boston's largest religious community, [62] and the Irish have played a major role in Boston politics since the early 20th century; prominent figures include the KennedysTip O'Neilland John F.

    The present-day State House sits atop this lowered Beacon Hill. Reclamation projects in the middle of the century created significant parts of the South Endthe West Endthe Financial Districtand Chinatown.

    After the Great Boston fire ofworkers used building rubble as landfill along the downtown waterfront. During the mid-to-late 19th century, workers filled almost acres 2. Extensive demolition was met with strong public opposition. It mostly served the massive Columbia Point public housing complex adjoining it, which was built in The health center is still in operation and was rededicated in as the Geiger-Gibson Community Health Center.
    First a few images.

    Hover your mouse over each thumbnail to read the subject matter. The operational dates above are surely not perfect. A 'best effort' at a sequence, if you will. If you can refine the information, do be in touch. Information on the history of 'Blumer' of Sunderland seems to be quite limited.

    But much of the data that follows is thanks to the efforts of Ray Ranns, who lives near Melton Mowbray in Leicestershire, U. Ray has been most busy assembling data about the family history, building upon materials assembled by his father 'Noel Blumer Ranns'. Of which John Blumer was one. But you should also know that the Blumer family was involved in shipbuilding in nearby Hartlepool. While the business was mainly in the repair of ships they did keep their workforce busy with new construction when the repair business was quiet.

    And they built 10 vessels during the short lifetime of the firm. Which ceased to exist at or about the time that George Blumer died in The business was at that location untilwhen Mr.

    Thompson took over the 'Blumer' site on North Sands from source above. John Blumer moved his shipbuilding business to the north end of North Dock.

    To a site previously occupied by Oswald Hand. A beautiful engraved gold watch, presented, on Oct. It is Aron who kindly provided these fine images. As you can read here. As this page was updated in Feb. Should you have an interest in acquiring the watch, or wish to learn more about it. The business remained at North Dock for the rest of its life - i. I am not sure at what periods in time such names were in actual use. George Booth was John Blumer's brother in law.

    How long were they in business together? We do not know the exact answer to that question but it probably was from through These next words are essentially a repeat of a section at the Robert Pace entry, which words have relevance here also. So all was lost. But no date is available for that fire and its existence has not yet been confirmed by contemporary records. A year after the move to North Dock, i. Iron shipbuilding commenced at that time.

    John Blumer retired from the business on December 31, I am advised that 'Blumers' built a ship named ' John Blumer ' inthe year after John Blumer died in retirement.

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    And a vessel named ' William Blumer ' in The company failed during the shipbuilding slump that followed WW1, after completing Ixia in Jul. Ray Ranns has kindly provided a newspaper cutting which advises that on Feb. The yard itself was dismantled that year. You are invited to visit this page for some general data about 'Blumer'.

    And next a splendid image, taken at Blumers in the early s, shown here thanks to the kindness of Malcolm Fraser of Durham City. At that time, I am advised, a time before welding became the norm, masts were riveted together.

    Shipbuilding was in the Fraser family's blood - a common Sunderland story perhaps. Malcolm, we thank you! Two more fine images provided by Malcolm are visible through thumbnails above. Names of just a few of the vessels constructed by 'Blumer' of Sunderland - as I happen to spot references to them.

    In tables in build date sequence. And alphabetic within a year. Ray Ranns has assembled data on a great many 'Blumer' built vessels. And Michael Orpin has many more. In time, maybe, I will catch up with both of them!

    Firstly there is, on site, a 'Blumer' build list from its earliest days in thru to the very end. And he has assembled a list of 18 vessels constructed at North Sands in the years of through Michael's data is now included in the 'Blumer' build list now on site.
    Type 5s served Boston's streetcar operations for over thirty years, a testament to their notable reliability.

    Image copyright Frank Pfuhler. From the start of electric trolley service in Boston ina variety of trolley types have come and gone. From streetcars to trackless trolleys to the modern light rail vehicle LRVa waiting Boston transit rider could have been picked up by a diverse roster of trolleys over the years!

    While this number has fallen over the years, it remains high today; as offive different models of trolleys remain in revenue operation across the MBTA's system. This article is dedicated to examining the evolution of Boston's trolley cars over time-what cars have been used over the years, how cars have changed over the years and what needs prompted the addition of additional features to the cars.

    Converted Horsecars Several converted horsecars running along Washington Street as electric streetcars around the turn of the century. The first streetcars to hit the streets of Boston were the same horsecars that had served the city previously, only with electric trolley poles on top. Much of the horsecar inventory aroundwhen the first electric streetcar lines began operating in Boston, was still robust and had years of usable life remaining; therefore, the West End Street Railway, the precursor of BERy, simply took its existing horsecars and outfitted them with equipment to draw power from electric overhead wires.

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    Suspension, wheels and brakes also had to be replaced with stronger, heavier equipment to better handle the streetcars' new electric motors and additional equipment. The streetcars also gained lighting and heating systems, making night service much more practical as passengers could see and would stay warm during Boston's often freezing cold winter nights!

    Some dedicated streetcars were purchased during the early s, though the majority of Boston's streetcars remained converted horsecars well into the early s byBoston had much more modern Type 1, 2 and 3 cars running along its streets, marking the end of the horsecar era.

    A converted horsecar could be told apart from a dedicated electric streetcar because the horsecars retained their horse-harnessing mechanism, which was retained in case the cars would need to be used in the future with horses once more: Converted horsecar at the old Reservoir Carhouse in Brookline around the turn of the century. The car still retains the harnessing mechanism at the front that would have been used to connect a horse to it. To see how the horse was connected to the horsecar, see the photograph below: Hoersecar in Dorchester, most likely in the ss.

    Look at how the horses were attached to the horsecar, then look at the previous photograph again and you will see that the converted horsecars retained their horse-harnessing mechanism. Also note that the converted horsecars have stronger wheels and have gained electric equipment such as front headlights. Dedicated streetcar in Coolidge Corner in Brookline around the turn of the century. As you can see, there is no horse-hitching equipment at the front of the car, and there is an enclosed vestibule at the front for passengers to board and the operator to sit.

    Over the years, the converted horsecars began to receive enclosed vestibules as well to shield the operator and riders from the elements. Now that streetcars could be electrically heated, it was best to insulate the streetcar as well as possible.

    Image courtesy Brookline Historical Society. One could still find converted horsecars operating in Boston in the mids; by the s, Type 4 and 5 cars had arrived and the only converted horsecars remaining in the BERy system were work cars. Circled in red is a Type One, Two or Three streetcar—the cars all looked exactly the same and were numbered based upon their introduction to the BERy system.

    By the mids, converted horsecars, which had been serving Boston since long before their conversion to streetcars in the late s-early s, were beginning to show their age, necessitating the Boston Elevated Railway's procurement of new, more modern streetcars. All three of these streetcar types were acquired within one year from one another Type Ones in numberedType Twos in numberedType Threes in and were remarkably similar to one another mechanically and physically. Unlike earlier converted horsecars, the new streetcars were closed and did not have open windows, making the cars much better suited for frigid New England winters.

    The cars were also the first to have folding doors, controlled by air pressure release more on how streetcars work in " How A Streetcar Works ". Type One, Two and Three cars remained in service for over twenty years—all three were retired around Since the postcard of Copley Square above is datedit can be assumed that the covered streetcar circled in red is a Type one, as that is the only one of the three that would have been in service then. The other two streetcars on the right appear to be converted horsecars.

    Type Two in service in an unidentified location. Same Type Two at the Seashore Trolley Museum today, beautifully restored to its original BERy pre-cream and orange green, white and red paint scheme. Image copyright Seashore Trolley Museum. Compare the car to the Type One and Two pictured above, and you will see that the three streetcars had almost exactly the same chassis.

    Type Three making its way down the Columbia Road streetcar reservation in as a converted snowplow immediately following that year's Valentine's Day Blizzard. Many Type One, Two and Three streetcars, as well as converted horsecars earlier on, later saw continued usage as snowplows, compressor cars and other work cars following their retrial around Image courtesy Boston City Archives. The last active Type Three streetcar in the Boston system wasa snowplow that served the system untilat which time it was used on the Mattapan Line.

    The car is currently housed at the Seashore Trolley Museum after serving Boston for 99 years! The car is pictured below: Image copyright Dorchester Reporter.

    Center-Entrance Center-entrance cars were the Type Eight streetcars of the first half of the twentieth century. Known for high capacity, center-entrance cars were extremely reliable arguably weakening their comparison to Type Eights and were frequently used during peak hours of service on BERy and later MTA streetcar lines.

    Center-entrance cars were even somewhat accessible; with center stairs that were less than ten inches high and a very wide doorway, they were much easier to board than the typical Type Four or Five, making center-entrance cars extremely useful with large crowds.

    Accordingly, Type Eights were designed to have low floors so as to ensure that every train on the Green Line will be accessible. Center-entrance train on the old Huntington Avenue streetcar median; at left is the old Mechanics Building see " E Branch " and " Copley Square " for more information. Judging by the additional streetcars on the westbound side of the median and the "No Stops" sign on all of the cars, these cars are all being stored for a special occasion, such as the annual Schoolboys Parade; the Huntington Avenue median, as it was separate from traffic, was frequently used to store cars when extra space was necessary.

    As you can see, the cars' center-entrance was very wide, and the step to get onto the cars was very low, allowing for very easy pedestrian access. Image copyright Bill Volkmer. This view provides an additional look and the significantly low step to enter the cars.

    Image copyright Joe Testagrose. There were two types of center-entrance cars: Self-propelled center-entrance cars were your typical double-ended streetcar that could be driven from either end. Trailers were, as their name indicates, streetcars that could only be operated when another streetcar up ahead was pulling them forward.

    Center-entrance trailers were used almost exclusively with Type Four streetcars see below pulling them note: Single self-propelled center-entrance car in Watertown Square. Like any other self-propelled streetcar, the car above has trolley poles above and a light up front.

    Center-entrance trailer in Boston. Note the streetcar on the left, a Type Four that will pull the trailer. Note that the Type Four is signed Braves Field. Also note that the car has couplers like the self-propelled center-entrance car above, yet it lacks trolley poles, as it cannot propel itself, and a light, as it will always be the rear car and will never have an operator who will need to see ahead.

    Image copyright Bill Volkmer By the late s, center-entrance cars, which had entered service inwere nearing the end of their lifespan and were beginning to be scrapped. Luckily, BERy kept most of the cars in storage at Everett Carhouse and other storage facilities; in due course, the cars became necessary to continue service on BERy streetcar lines. As you can imagine, center-entrance cars' high capacity came in extremely handy when trying to handle the significantly increased ridership.

    BERy ad run during Wartime telling riders to ride streetcars less if they can because ridership is becoming too hard to handle!

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    Center-entrance cars saw service on the BERy system until on a much-extended service span stemming from wartime ridership and a subsequent need for good, reliable streetcars following the war, when most Type Fours were ready for the scrap yard and PCCs were just beginning to arrive in Boston.

    Type Fours notably ran in combinations with center-entrance trailers, much like Type Seven streetcars run in combinations with Type 8 streetcars on the Green Line today. Nowadays, the Type Eight streetcars, while they can propel themselves, serve a similar purpose, as they are as a default run in trains with Type Seven streetcars so as to increase the train's passenger capacity and ensure that there is at least one car accessible to people with disabilities per train.

    Image copyright Me Gil Propp. By the early s, after thirty years of service without significant restoration work, Type Four streetcars were beginning to fall apart. Type Fours would most likely have been scrapped at this time, as Center-Entrance cars were beginning to be, if it were not for the United States' entry into World War Two. Now, with soldiers off at war and the taxis and cars they would have driven taken for metal to support the war effort, BERy was faced with higher ridership that it had experienced in years.

    Suddenly, it was necessary to pull any equipment that could possibly be procured into revenue service immediately. Center-Entrance cars were pulled off the scrap lot, and throughout the war years BERy operated to the limits of its capacity. By the end of the War, BERy's streetcar infrastructure was in terrible shape.

    Not only had there been high ridership, but those workers who would have maintained the streetcars and the track infrastructure had been off at war, resulting in significant deterioration. At this point, BERy chose to convert many streetcar lines to buses rather than invest in necessary repairs. Those lines that remained in service were served by cars that were in dire need of repairs or replacements.

    The Type Four and Type Five streetcars that remained in service only continued to fall apart. The major issue with Type Four cars in particular was not their rusty exterior or chipped interior—Type Fours were especially notable for brake failures.

    The War took an especial toll upon these aged cars; as a result of their heavy usage at their age, many Type Fours had slack brakes following the War. Type Four streetcar crashed into Egleston Station in Image courtesy Boston Public Library. Next was a strange accident that occurred inwhich was the last straw for Type Fours in Boston. Damage was minimal as nobody had been on board the streetcar at the time of the brakes' release; it is believed that the accident may have been caused by a child reaching into the streetcar and releasing the brakes.

    Even so, given past brake failures on Type Fours, Type Fours were fully dismissed from service soon afterwards. Luckily, there were no passengers or streetcar operators on board when the streetcar was let loose, and only a telephone pole sustained damage upon the Type Four's derailment! Type Fours were removed from the MTA's operating roster inafter thirty-nine years of service. To date, they served Boston's streetcar operations for longer than any non-PCC streetcar to ever run in the city.

    Type Five streetcars were known for their reliability and durability; accordingly, they served Boston's streetcar operations for thirty-six years. Some Type Fours lasted for fourteen additional years after the end of the War, until ! The fact that the Type Fives entered service twelve years after the Type Fours made a big difference as to their readiness to serve the heavily-increased wartime ridership; accordingly, while no Type Fours remain in any shape or form today, five Type Fives survive today in Trolley Museums across the East Coast.

    If you have ridden a Type Five at a trolley museum, as I have at the Connecticut Trolley Museum while filming Streetcar Tracks, you may have noticed that the streetcar was significantly noisier than any modern streetcar. This is because of the Type Five's antiquated air compressor, which converts electricity from overhead wires into energy to propel the streetcar. When Type Fives would run through the Subway, they would make a very loud racket, as all of the noise would reverberate off of the sides of the tunnels.

    Listen closely, and you will hear the characteristic whine of the streetcar's air compressor.

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