Looking forward to meeting with Ann Miles, president of the Amesbury Carriage Museum's board of directors, to discuss fundraising and future plans for the museum. A two-day Amesbury Carriage Festival is planned for 30 June through 1 July 2012.
Below find information related to this significant 19th century Amesbury industry and those associated with its success.
http://www.newburyportnews.com/local/x941118826/Driving-history-home
http://www.carriagemuseumlibrary.org/download/1128/docs/cm_LeadingCenters.pdf
Excerpt courtesy of the Carriage Museum Library
A MICROCOSMIC HISTORY OF THE CARRIAGE INDUSTRY OF THE UNITED STATES.
A FEW LEADING CARRIAGE CENTERS.
Hub October 1897 pages 420-430.
"A wonderful stream is the River Time,
As it runs through the realms of Tears,
With a faultless rhythm, and a musical rhyme,
And a broader sweep, and a surge sublime
As it blends with the ocean of Years."
To write a history, even though brief, of an industry like that of vehicles for pleasure or
business, covering though it may a short period, is in a measure to write the progress of a people, in
those walks that lead to a higher degree of civilization and to trace a record of advancement in
artistic culture, mechanical perfection and individual comfort, but as each such record is written a
step is taken in the direction of an advanced education. Time flies rapidly, and to look back a quarter
of a century seems but a few years, and yet in these modern times each quarter is so replete with
changes that it furnishes material sufficient for a score of pens without a conflicting of interests or
incidents. It is on this thought that the HUB enters the arena and contributes as much as possible, in
a limited space, to a review of the past, confining ourselves, however, mainly to the last half century,
and to carriages only. Few are left of those who were foremost in the carriage industry even a quarter of a century ago, and if we would preserve personal recollections we must gather them from those who
participated in the events of these and the preceding days.
Each generation, as it supplants the previous, is disposed to congratulate itself on its
superiority over the preceding and they, who are now foremost in the carriage industry, do not differ
from men in other callings in claiming for themselves superiority. It is one thing to found a house
and carry it from small beginnings to a large and successful business, with an established reputation,
and another to take up the broken thread, after the master hand has been stilled by death, and
continue the work and maintain the high reputation already earned. To say this implies no reflection
upon the successors; on the contrary it does credit to those who have maintained the high reputations
earned by the founders in these days of active thought and supreme effort.
When the Carriage Builders' National Association was organized the carriage industry was
rich in eminent men, men who had made their impress and who placed the industry among the
foremost in our land. We may be excused if we mention a few who were then leaders who have
since passed away. No truthful history of the carriage industry of this country could be written
that did not include the venerable James Gould, of Albany, N.Y.; Jason Clapp, of Pittsfield,
Massachusetts; Lewis Downing, of Concord, New Hampshire, pioneers; nor is G. C. Miller, of
Cincinnati, Ohio, to be forgotten. These men were among the first to make the American vehicle
known throughout the world. Then there was Thomas Goddard, of Boston; James Brewster, of
New Haven; C. P. Kimball, of Portland, Maine; John R. Lawrence, of New York; James M.
Quinby, Newark, New Jersey; Wm. D. Rogers, whom everybody loved, of Philadelphia,
Pennsylvania; the fearless, liberal and energetic John W. Britton, of New York, New York;
Frederick Wood, of Bridgeport, Connecticut, one of the brightest men ever connected with the
carriage industry; Wilder H. Pray, the carriage art critic; James Curtis, of Cincinnati, Ohio. They
are all gone and the few who were contemporaneous with them, who are yet spared, are closely
approaching the allotted years granted to man, all of whom are sharers in the honor of having
contributed to an eminent degree to place the industry on a high plane. The work done by these men
has been continued in many instances by their successors, but in others the names are lost to the
industry. Younger men have taken the places of those who were active in 1872 and new methods
have supplanted the old. These, aided by inventions and improvements, have changed the conditions,
giving a greater variety of styles, but we doubt if the quality of workmanship has been improved. In
fact, if durability is made the test, the high grade vehicles built twenty five years ago would be the
peers of those built at the present, excepting in one particular, that of painting; but when those
conditions are considered that minister to comfort, the vehicle of today is vastly superior. The
knowledge gained by experience has wrought wonders.
The necessity of a spring that would take the place of the elliptic for light carriages brought
out a long line of carriage springs half elliptic, torsion, etc., and completely changed the methods of
hanging light bodies, and to a considerable extent such vehicles as rockaways, phaetons, etc. The
great improvement made in drop forges worked a wondrous change and machine wrought forgings
took the place of malleable castings and hand forgings. While rubber tires come as a final cure for
discomfort and noise, these and the hundreds of minor inventions of merit, worked a revolution in
vehicle construction. The American manufacturer became independent of the foreign steel maker. In
1872 we doubt if there was a carriage maker who would dare to say that he used springs made of
other than English steel, while now 95 per cent. of the steel used for springs is made in this country
and a broken spring, or one that has lost its shape, except from long wear, is comparatively a
novelty.
The great advance made in bending timber has made it possible for every manufacturer of vehicles
to use bent timber whenever he may deem it advantageous.
Twenty five years ago one of the questions that was agitating the trade was, Can machinery,
other than for sawing, be used to an advantage in the carriage shop? and the consensus of opinion
was that it could not, except where the capacity of the factory was such as to require four fires at
least in the blacksmith shop. It is true that spoke machinery was profitably employed-in wheel
factories, as was also mortising and primitive boring machines, but since then, as though touched by
the hand of a magician, the carriage shop has become a vast machine shop, and the iron man seems
almost imbued with reason. Had the body maker of a quarter of a century ago been told that almost
every piece of timber entering into the construction of a body would in time be dressed to shape and
fitted to its place by machinery he would have laughed at the "simpleton" who presumed to make the
assertion; so, too, in the smith shop and the trimming shop, everywhere machines are in use,
performing the most delicate, as well as the coarsest, work with an accuracy that is astonishing. The
few machines of a quarter of a century ago that were thought to be marvels of accuracy are cast into
the waste heap and new ones have taken their place. There are machine manufacturers who count
their machines, for carriage makers' use, well up into the hundreds, while some machines are so
constructed that, by the use of attachments, the one machine can be made to answer nearly all the
requirements of a moderate sized wood-shop. This introduction of and improvement in machinery
has completely revolutionized the methods of working, in both wood and iron work. It has rendered
the brainy, skillful mechanic more than ever a necessity and made it almost impossible for the
careless and unskilled to work the harm that they did in years past. We can recall the time when the
mention of machinery in the wood-shop was like waving the proverbial red rag before the bull. We
recall, too, the time when it was thought a great help to have the timber sawed to shape from the
plank; then followed the plainer; but neither was in the carriage shop; they were run by outside
machinists. Then the head knife; for several years there was but one in one of our largest carriage
manufacturing cities, and every heavy body maker sent his timbers to be dressed up square. This
machine, however, broke down the barrier and in a few years ingenious men devised machines for
every imaginable purpose, until now the carriage builder has but to name the work to be done and
the manufacturer of machinery will produce the device. It is perhaps too much to say that wood
working machinery is in its infancy, but those who watch events and note the advances of each
succeeding year, can but feel that the future carriage builder, he of a quarter of a century hence, will
wonder how the manufacturers of 1897 ever did the work with the machinery then used. The day is
past when a carriage shop, no matter how small, cannot use machinery to a profit.
The twenty five years past have worked other revolutions in the carriage industry than those
of a mechanical nature; they have gone higher and developed artistic skill and brought forth scores
of scientific designers and draftsmen, who have made the American carriage builder of today
independent, to a certain extent, as creators of styles, whereas before that time we were dependent
upon Europe for almost everything in the way of designs for heavy work and borrowed largely for
our light work. Now we create as well as they, and Europe has become a borrower of styles and
process of manufacture from us. The two factors which contributed most to this result were the
technical carriage journals and the Technical School for Carriage Builders. The former paved the
way and made the school possible, while at the same time they were and are instructors on all
matters pertinent to the trade, and by their fashion plates, working drawings and general technical
instructions, are educating the mechanic and stimulate the draftsman to increased efforts. The school
by special instruction fits ambitious students as designers, draftsmen and constructors, and has sent
forth a corps of educated draftsmen, and stimulated those who were not of its pupilage, until now
there is a goodly number of draftsmen and designers who may challenge the best of the old world.
The HUB has much reason to congratulate itself for its share in the work done.
Prior to 1872 a very large percentage of our pleasure carriages were built in the eastern and
middle states. A large carriage industry had developed in Ohio, in Cincinnati in particular, where the
industry dates back almost to the beginning of the century, but elsewhere in the West the
manufacture of carriages was confined to a few cities, notably St. Louis. The cheap wagon, that is
the "three for a hundred" buggies, had not made its appearance, or if it had, it cut no important figure
in the industry. True, there, were Eastern cities that had the reputation of making "shoddy" vehicles,
but they were not of the type first mentioned. The first visible impress made upon the market by the
low grade work was by Cincinnati, Ohio, manufacturers; and a Cincinnati buggy was supposed to
represent the extreme in cheap work. The builders of medium and fine work looked upon the
Cincinnati buggy as an interloper, one that was a disgrace to the industry, the quality of which, it
was predicted, would destroy that particular class in a few years, but the facts proved otherwise.
The cheap buggy was sold by the thousands. Agriculturalists, who had been in the habit of
using their farm wagon for pleasure purposes, bought the cheap carriage, and say what we may of its
merits, it was the pioneer that opened up the country districts as a carriage market and taught the
hundreds of thousands to appreciate the advantages of a spring carriage who would never have felt
that they could pay a hundred or more dollars for a vehicle for pleasure purposes. The lessons taught
were not lost, and they who had owned one of these bought a better one, if possible, or one of the
same quality, when the original was worn out. Cincinnati is no longer the monopolizer of cheap
vehicles. They are now built in scores of places, by the thousands, but, owing to the introduction of
improved machinery and the great advances made in the manufacture of material, the cheap carriage
of today is a vastly superior vehicle to the one of twenty five years ago. T o the cheap carriage may
be attributed the general use of buggies throughout the farming and thinly populated sections of the
country. To make them machinery was a necessity, and the great improvement in machinery for
carriage makers' use is due in great measure to them. They also opened the way and created markets
for hundreds of thousands of vehicles of a better grade. The carriage dealer, other than he of large
cities, is of their creation, and the cheap carriage of today is as much a necessity to the vehicular
industry as the felloe is to the wheel.
AMESBURY.
The carriage industry of Amesbury, Massachusetts, for a period of twenty five years, is
virtually a record of its business interests, which have been the leading power in creating prosperity
and wealth. The town has grown whenever this trade has prospered. Its inhabitants have suffered
from the depression incident to unsuccessful seasons equally with the members of the firms engaged
in the carriage trade. Whenever an era of advance along the carriage lines of trade visited the town,
prosperity followed in all other departments.
In 1850 there were twenty six firms manufacturing carriages. In the fall of 1888 the great fire
occurred on "Carriage hill," which destroyed the business plants of sixteen of these firms. Yet,
undismayed by this disaster, new and elegant brick establishments replaced those burned. While a
few were cast down, none were destroyed, and, today, there are as many carriage firms doing
business as prior to that date.
The changes in the trade have been no more frequent than in any other largely prosecuted
industry in its business progress. Individual firm names formerly well known to the trade have
dropped out to give place to others who are striving to attain success, and are bravely steming the
tide which has been setting so strongly against all the business developments of the country during
the last few years. A conservative feeling has governed the trade so far with mutual safety to all, and
with the promised dawn of better times in the near future, the carriage firms are hoping to obtain
benefits from the trade winds of commercial business prosperity.
Having visited nearly all the firms we find the members hopeful. Many of them report a fair
business season, and with an increasing trade over the previous year. The intervening years from
1883 to 1892 are considered to have been the most prosperous years for the carriage trade in
Amesbury. In fact, no period of ten years since the beginning of carriage building in the town in
1853 has witnessed such continued activity. The tide of prosperity increased until hundreds of
workmen were employed in all departments, several of the large firms employing as many as fifty
blacksmiths, running from twenty to thirty forge fires. Wages were at the highest price, the best
mechanics earning from three dollars to four dollars per day, while the force of skilled workmen
employed in all departments led to the building of newer styles and better finished work, until
Amesbury carriage firms began to employ skilled designers to create new and more beautiful forms
Ralph Clarkson made the first perspective drawings of carriages in Amesbury in 1878. This
gentleman studied art in Paris, and is now a leading artist in Chicago., Illinois. Later F. A. Sands was
employed in like work. In 1889 Mr. Svanberg came from Germany to the town, and since that date
has done nearly all the carriage drafting.
Every variety of vehicle known to the trade is manufactured in Amesbury from the expensive
brougham to the modest road wagon, from the less expensive "two wheelers," up to all the varied
grades and styles, including every form and feature of a fancy carriage with its bicycle wheels, or
common wheels with rubber tires. Each yearly "carriage opening" discloses some new design and
pleasing style.
It is claimed that more patents have been obtained by Amesbury carriage mechanics for
different appliances in rendering ease and convenience to riding vehicles than in any other carriage
section of the country. These patents not only include various changes by which a two seat vehicle
can be transformed almost instantly into a stylish single seat, but to patent wheels and springs. In
fact, much of the machinery by which the manufacturer has been able to enlarge and carry forward
his business, and its improvement, is the invention of the mechanics here employed.
The above statements are introduced, not in any sense as "puffs" to an industry which has
long sustained its reputation and standing, but as true and worthy of mention.
In the carriage trade, as in all other departments of industry, there come periods when the
business boom pushes business to its highest point of development. This has been seen in the
manufacture of cotton and woolen goods in the United States; in the iron trade, and many other
departments of labor. Then follow years of depression; of losses and failures. Similar results mark
the course of the carriage industry. Many firms in this country whose standing was considered
beyond the possibility of financial disaster, have been compelled to suffer great loss. The Amesbury
manufacturer has suffered in common with the trade, but to such an extent as to involve only a few
individual firms. Today the condition of the trade will compare most favorably with any carriage in
the country, as to present and prospective business ventures. The following brief sketch of the
industry may prove interesting:
The founder of the carriage industry in Amesbury was Jacob R. Huntington, who begun
business in 1853. In 1875 he retired from active business with a competency, and now makes his
home in the town which he did so much to build up.
The Briggs Carriage Co. was organized in 1859. It has been an important factor in the
carriage industry under the management of J. W. and Richard Briggs. They built their own plant on
the margin of Clark's Pond, consisting of one large four story wooden building, and three additional
brick factories added in later years. So successful was the firm that they cleared a large section of
land near their works and erected thirty five dwellings for the accommodation of the mechanics
employed by them. The two brothers have each passed "over the river." James, the elder, died in
1891. Richard, the active business partner, died in the full tide of prosperity in 1894, loved and
honored in the trade and in the community. The business established by them remains a lasting
monument of their skill and financial ability, and is continued by the sons of J. W. Briggs.
To Richard Briggs is due the added industry in 1889 of the manufacture of electric cars,
which has been quite successfully prosecuted under the present management of his nephews and his
Among the early established firms continuing to push its business is the "Hume Carriage
Co." The foundation of this firm dates from the purchase in 1857 by James Hume, of the business of
J. R. Huntington, the pioneer manufacturer of the town. Under Mr. Hume's management the firm
became known all over the country for the style and variety of its work. In 1884 Mr. Hume retired
from active labor, and during the last ten years the business has been continued by William H.
Hume, a brother of John, and George Walker.
In justice to Mr. Hume it may be said there is no one in the trade today who is more
interested in the success of the carriage industry he labored to establish. His capital to the extent of
thousands of dollars has been loaned at common rates of interest to aid and help others in the line of
trade which made fortunes for him.
From Mr. Charles F. Robinson, the financial agent, we learn that the business of the present
year has been much more encouraging than the preceding year, and the outlook for the immediate
future is good.
The Biddle, Smart Carriage Co. dates its organized capital in 1878. Up to within two years
it was the largest firm in number of carriages manufactured. During its busiest years it kept in
operation thirty forge fires, manufacturing its own wheels and wood work. At the present writing
this extensive business plant is comparatively idle. The firm has ample capital and ready means at
command to recommence business at any moment when changing prospects warrant, or the
conservative members of the firm consider it wise so to do.
The firm was composed of William E. Biddle, William W. Smart, M. D. F. Steeve. William
W. Smart's connection with the firm was dissolved by his death in November, 1895. Mr. Smart had
been educated in all the mechanical details of the trade, and his death was a great loss to the
company and the community. In 1876-7, Mr. Smart was established in business for himself and sold
out to become a member of the larger firm.
George W. Osgood commenced business in 1870, at Amesbury Ferry, in a small plant,
studying the best methods for continued success. Finding it inconvenient to increase his trade away
from the carriage center, he erected quite an extensive plant on Powow-st., and removed his works
thereto, which has been several times enlarged. In 1882 he purchased the old buildings of F. A.
Babcock, on Carriage Hill, and fitted them up as carriage repositories, with an office, where his sons
receive the customers of the firm.
Lambert Hollander commenced business in 1886, building general light work, which he
sold on the road. In 1888 commenced to build as a specialty the "Hollander Rockaway." In this line
of work has been very successful. He is the owner of a valuable brick carriage plant on
Carriage-ave., bought of A. N. Parry. Mr. Hollander was among the firms burned out in 1888. From
this disaster he has fully recovered, and reports trade prosperous. The carriage business in Amesbury
he believes to be in a more favorable condition to take advantage of the promised increasing trade
than for many months, notwithstanding the general depression throughout the country.
The firm of Hassett & Hodge is composed of James and John Hassett, brothers, and George
C. Hodge. Mr. James Hassett, senior member, embraked in the carriage business in 1887. In 1890
associated George E. Hodge as a partner. In 1893 John Hassett was admitted to the firm. They
manufacture a varied line of pleasure carriages, and notwithstanding the great depression in the
business world, during the last four years, report a continual yearly increase of sales.
From the present business outlook this firm anticipates a large increase in their business for
1898.
The Currier, Cameron Co. commenced its business on Friend-st., in shops owned by F. D.
Parry, in 1880, for the purpose of manufacturing carriage bodies and gears. It employed eighteen
hands and the firm was made up of Colin D. Cameron and Daniel Trefetheren. In 1881 James
Drummond bought out the interest of Trefetheren and the firm changed to Cameron & Drummond.
In 1882 Charles Goss and John Currier were admitted to the firm and the name changed to Goss,
Drummond & Co. The business was moved to the Colchester Mill building on Elm-st. In 1887 the
firm name was again changed by the retirement of Goss and Drummond, H. J. Batchelder, of
Merrimac, connecting himself with the business. The firm continued under the name of Currier,
Cameron & Co. until 1895, when C. D. Cameron, originator of the business, retired, leaving the
present members, John Currier and Horace J. Batchelder, sole owners and managers. The firm
occupy a large business plan, and have all the improved facilities for the prosecution of their trade,
employing in busy times eighty five mechanics.
Among the early manufacturers who aided in building up the industry, and whose sign
continues to swing in the breeze, is E. S. Feltch. He entered business in 1859 and pushed his way to
financial success until 1883, when F. W. Nelson, a son in law, who served as Treasurer of the Board
of Trade, was admitted as a member in the firm. Charles F. Stone and B. F. Sargent, sons in law,
were associated in the trade at one time. The firm is doing but a small business at present as
compared to more prosperous years. The business plant, which covers nearly an acre, of ground on
Market-st., commenced to curtail operations several years ago, and is waiting for a better business
outlook for a renewal of its former activity.
The firm known as the Connor Carriage Co. was organized in 1887. The firm reports its
business as quite prosperous during the last year. Its special work is depot wagons, traps, carts,
victoria standard.
Herbert F. Chase commenced business in 1888. He makes a general line of carriage work of
light and medium weights. Mr. Chase reports trade better the present year than the preceding one.
Sales in July 40 per cent. better than in the corresponding month of 1896.
The firm of Folger & Drummond dates from 1887. It was organized by David J. Folger
several years prior to this date. The new firm erected a spacious brick factory, 175 by 55, five
stories, with an annex 45 by 67 feet, and, three stories. Mr. Folger was financially successful before
the new firm was instituted. Mr. Drummond had been connected with the firm of Goss, Drummond
& Co., and therefore brought a good mechanical experience to the partnership. About one year ago
Mr. Folger sold his interest to Mr. James Drummond, who continues the business, only waiting trade
developments to again push business with old time vigor.
Eben M. Currier is the senior member of the firm of the Currier Carriage Co., organized in
1888, as Eben M. & J. Woodbury Currier. They erected a convenient brick block on Carriage Hill
and commenced business. In 1890 J. W. Currier retired from the firm, since which time it has been
successfully conducted by E. M. Currier.
T. W. Lane entered business for himself as a carriage manufacturer in 1874. In 1890 his
business had proved so far successful that from a tenant occupant of a small factory on Elm-st., he
became the owner of a fine business plant on Chestnut-st., containing twenty five thousand feet of
floor space, with a large carriage repository in the rear of his dwelling on Elm-st. His two sons, Fred
W. and F.. Lewis Lane, attend to all the details of the trade.
John H. Clark & Co. was organized as a carriage firm in 1884 and has so continued. In the
great fire of 1888 their business plant was entirely destroyed, but replaced by one of the finest
carriage factories in the town. The firm, though cast down for a time, was not destroyed, and by a
conservative business management has continued to prosper in the manufacture of a fine grade of
general light work as a specialty.
N. J. Folger, who learned his trade as a carriage maker in Merrimac, came to Amesbury at
the time that industry was starting into more active life, and engaged in business in 1880. His plant
was among those destroyed by the great fire in 1888, but a new business plant was erected for his
accommodation by James Hume, on the line of the B. &. M. R. R. His business was quite
successfully prosecuted until the depression of three years ago, and only awaits the promised return
of better times to again push onward.
Charles N. Dennett engaged in business in 1873, and has been a successful manufacturer,
having invented several patent specialties, among them "Dennett's Jump Seat." His was among the
unfortunate factories destroyed by fire in 1888. Mr. D. did not rebuild, but entered into business with
Seth Clark, Jr., with whom he continued until the firm dissolved by mutual consent. Mr. D. then
leased a business plant and took his sons into partnership.
J. T. Clarkson & Co. started in the carriage business for themselves in 1891, although both
had been connected with it for ten years prior to this date. They put upon the market several new and
improved designs in one and two seated (interchangeable seats) carriages, which were novel in
construction and taking in style, and with the improvements yearly made continue to be quite
popular. They have also made essential changes in two wheels. Several of their patented novelties
are built in other localities.
S. R. Bailey, of S. R. Bailey & Co., was well known to the carriage trade as early as 1866,
being connected with firms in Bath, Maine, and in Boston in 1878. In 1882 he came to Amesbury
and established his business, and in 1887 admitted his son, E. W. M. Bailey, to partnership. For
several years they made a specialty of carriage poles and high grade sleighs. A few years ago they
added carriages of special make and design, and were the first to introduce the bicycle wheels. Their
factory contains 30,000 feet of floor room, and is filled with machinery largely invented by Mr.
Bailey for the prosecution of his varied work.
The business of S. Rowell & Son was established on Pond-st., in 1873. In 1890 the senior
member died and the junior partner became sole proprietor. In 1880 a large storehouse and factory
was built near the depot of the B. & M. R. R. Three years ago Edward Rowell, was admitted to the
firm. The establishment is one of the largest in the town.
Charles Rowell & Son have manufactured carriages on Friend-st., Amesbury, for many
years. Charles Rowell, the senior member, retired from the business twelve years ago, and built for
himself a fine mansion on the banks of the Merrimac River at Pleasant Valley, and is the owner of a
large farm adjoining. His son Jacob continues the business under the firm name and has been very
successful.
The firm of Rand & Co., dates from 1870. Several changes have taken place. A few years
after commencing business, Rand left the firm and went on the road selling carriages. The firm
changed to Batchelder & Cowan. In 1890, to Brout & Co., for two years. Since this date the firm
has been known as Rand & Batchelder --W. H. Rand and Herbert Batchelder.
C. W. Long entered the business in 1872, and erected a plant on Clark-st., where he
continued for thirteen years. The remainder of the time he has conducted his trade near the railroad
station.
The firm of J. H. Shiels & Co., six years ago, give place to new members, J. Woodbury
Currier and George Collins becoming the active managers.
Among the older and successful carriage firms is that of Osgood Morrill. In 1870 he
commenced the trimming of carriages as a distinct branch of employment on Elm-st. In 1878 entered
into partnership with Dudley E. Gale and did business in Front-st. This firm was dissolved in 1893,
and the business continued by Osgood Morrill, who erected extensive wooden buildings on
Morrill-st. In 1891 H. P. Wills, an inventor of several carriage specialities, became associated with
him.
Neal & Bolser entered the trade in 1890, and have pushed their business quite successfully
in the manufacture of fine pleasure carts of new and novel designs.
Of the thirty firms doing business in the town twenty five years ago, fourteen have either
gone out of business entirely or sold out their plants to others, as follows: Seth Clark, Jr., William S.
Eaton, F. C. Boardman, J. F. Easton, Dudley E. Gale, G. W. Marden, John Francis, F. D. Parry &
Son, B. F. Lewis, Locke & Jewell, Amesbury Carriage Co., R. Drummond & Son., D. J. Folger, A.
M. Huntington, Huntington & Ellis, Edwin Morrill.
The firm of Miller Bros. is composed of John Miller, Jr., Thomas C. Miller, Robert Miller,
William Miller. They commenced the business of making carriages in the wood and iron, in 1889,
on Market-st. In 1895 removed to more extensive and convenient quarters on Carriage Hill,
furnished them by Poyen & Co., where they gave employment to fifty mechanics. The business
depression reduced the force to twenty hands, and during the last few months but little work has
been turned out. They are making ready to forward their work and expect, with the turning tide of
fortune, to ring out the anvil chorus with renewed vigor.
The death of William G. Ellis, of the firm of Ellis & Son, was a great loss to the trade. For
eight years prior to 1875 he was a member of the firm of Huntington & Ellis, when it dissolved. In
1875 be commenced business on his own account, and erected an extensive plant near his residence
on Friend-st. In 1888, his two sons, David and William, were made members of the firm. William
died in 1890, and James took his place and the business was mainly under their management. Mr.
Ellis, senior, in January 1889, introduced into the town a new branch of industry--the manufacture of
electric cars. For several years he was quite successful, employing eighty first class mechanics. In
1895 the plant was destroyed by fire and such loss ensued that the business was abandoned. Mr. Ellis
was born in Elgin, Scotland, in 1832. Come to Amesbury in 1863 as a common laborer, but with all
the vigor, determination, and native skill of a true born Scotchman, he pushed his way up
ward and onward as a successful business man. He was stricken down in the strength of manhood by
disease, and in his death the business he planted remains silent.
