Catalog entry

Brace’s Rock protrudes off the eastern shore of Eastern Point at the mouth of Brace’s Cove, a small and deceptively peaceful cove with a lovely crescent beach set in the otherwise rockbound coast of the eastern arm of Gloucester Harbor, about a mile north of the harbor entrance. Belying the serenity of Lane’s paintings, Brace’s Rock, the cove and the ledge forming its northern arm was one of the worst sailing hazards on the entire New England coast. This shore was the scene of countless shipwrecks and loss of life due to its appearance from the sea as a false entrance to Gloucester Harbor. Infamously known as False Point in the days of sail, lookouts on board ship peering through bad weather would see traces of Gloucester harbor and ships at anchor over the low lying land and Niles Pond that separate Brace's Cove from the harbor. They would guide the vessel around what they thought was the end of Eastern Point into the harbor. A reef of rocks jutting across the entrance to Brace Cove brought innumerable ships to grief in this manner. Nowhere on Cape Ann is the illusion of the wild ocean seemingly tamed by a sheltering bay more tragically real than Brace’s Cove seen on a still summer afternoon as Lane has painted it.

In Lane’s day Brace's Cove was still a wild and untouched area of Cape Ann, part of the privately owned Nile’s Farm, and was unvisited by tourists and unsuited for maritime interests. Lane did his drawings from the coast just north of the cove, not from the beach where most would assume he did the drawing. Brace's Rock looks identical from either vantage point.

Eastern Point is the long promontory that defines the eastern limit of Gloucester Harbor. In Lane's day it was wild and uninhabited but was also a strategic landmark. A Civil War fort was built there in 1863. Lane painted his seminal series of Brace's Cove and Brace's Rock from a vantage point on the eastern side.

The area was made safer for navigation by the construction of a new lighthouse in 1831 and the breakwater known as the Dog Bar. First proposed in 1866 in order to reduce turbulence in the waters of the outer harbor during heavy weather, it was not until 1894 that work on its construction began. Progress was slow, and although an extraordinary number of shipwrecks and groundings in 1898 sped it up somewhat, the breakwater was not completed until 1905.

Schooners in Lane’s time were, with few exceptions, two-masted vessels carrying a fore-and-aft rig having one or two jibs, a fore staysail, gaff-rigged fore- and main sails, and often fore- and main topsails. One variant was the topsail schooner, which set a square topsail on the fore topmast. The hulls of both types were basically similar, their rigs having been chosen for sailing close to the wind. This was an advantage in the coastal trade, where entering confined ports required sailing into the wind and frequent tacking. The square topsail proved useful on longer coastwise voyages, the topsail providing a steadier motion in offshore swells, reducing wear and tear on canvas from the slatting of the fore-and-aft sails. (1)

Schooners of the types portrayed by Lane varied in size from 70 to 100 feet on deck. Their weight was never determined, and the term “tonnage” was a figure derived from a formula which assigned an approximation of hull volume for purposes of imposing duties (port taxes) on cargoes and other official levies. (2)

Crews of smaller schooners numbered three or four men. Larger schooners might carry four to six if a lengthy voyage was planned. The relative simplicity of the rig made sail handling much easier than on a square-rigged vessel. Schooner captains often owned shares in their vessels, but most schooners were majority-owned by land-based firms or by individuals who had the time and business connections to manage the tasks of acquiring and distributing the goods to be carried. (3)

Many schooners were informally “classified” by the nature of their work or the cargoes they carried, the terminology coined by their owners, agents, and crews—even sometimes by casual bystanders. In Lane’s lifetime, the following terms were commonly used for the schooner types he portrayed:

Coasting schooners: This is the most general term, applied to any merchant schooner carrying cargo from one coastal port to another along the United States coast (see Bar Island and Mt. Desert Mountains from Somes Settlement, 1850 (inv. 401), right foreground). (4)

Packet schooners: Like packet sloops, these vessels carried passengers and various higher-value goods to and from specific ports on regular schedules. They were generally better-maintained and finished than schooners carrying bulk cargoes (see The Old Fort and Ten Pound Island, Gloucester, 1850s (inv. 30), center; and Gloucester Inner Harbor, 1850 (inv. 240), stern view). (5)

Lumber schooners: Built for the most common specialized trade of Lane’s time, they were fitted with bow ports for loading lumber in their holds (see View of Southwest Harbor, Maine: Entrance to Somes Sound, 1852 (inv. 260)) and carried large deck loads as well (Stage Rocks and the Western Shore of Gloucester Outer Harbor, 1857 (inv. 8), right). Lumber schooners intended for long coastal trips were often rigged with square topsails on their fore masts (see Becalmed Off Halfway Rock, 1860 (inv. 344), left; Maverick House, 1835 (not published); and Lumber Schooner in a Gale, 1863 (inv. 552)). (6)

Schooners in other specialized trades. Some coasting schooners built for carrying varied cargoes would be used for, or converted to, special trades. This was true in the stone trade where stone schooners (like stone sloops) would be adapted for carrying stone from quarries to a coastal destination. A Lane depiction of a stone schooner is yet to be found. Marsh hay was a priority cargo for gundalows operating around salt marshes, and it is likely that some coasting schooners made a specialty of transporting this necessity for horses to urban ports which relied heavily on horses for transportation needs. Lane depicted at least two examples of hay schooners (see Gloucester Harbor, 1850s (inv. 391), left; and Coasting Schooner off Boon Island, c.1850 (inv. 564)), their decks neatly piled high with bales of hay, well secured with rope and tarpaulins.

– Erik Ronnberg

References:

1. Howard I. Chapelle, The History of American Sailing Ships (New York: W.W. Norton & Co., 1935), 258. While three-masted schooners were in use in Lane’s time, none have appeared in his surviving work; and Charles S. Morgan, “New England Coasting Schooners”, The American Neptune 23, no. 1 (DATE): 5–9, from an article which deals mostly with later and larger schooner types.

2. John Lyman, “Register Tonnage and its Measurement”, The American Neptune V, nos. 3–4 (DATE). American tonnage laws in force in Lane’s lifetime are discussed in no. 3, pp. 226–27 and no. 4, p. 322.

3. Ship Registers of the District of Gloucester, Massachusetts, 1789–1875 (Salem, MA: The Essex Institute, 1944). Vessels whose shipping or fishing voyages included visits to foreign ports were required to register with the Federal Customs agent at their home port. While the vessel’s trade or work was unrecorded, their owners and master were listed, in addition to registry dimensions and place where built. Records kept by the National Archives can be consulted for information on specific voyages and ports visited.

4. Howard I. Chapelle, The National Watercraft Collection (Washington, DC: Smithsonian Institution, 1960), 40, 42–43.

5. Ibid., 42–43, 73.

6. Ibid., 74–76.