In Search of the Schooner Exact

While looking at the Duwamish story pole at the Admiral Way Viewpoint (Belvedere Viewpoint) in West Seattle, in June 2013, I noticed that it includes a carving of a sailing vessel that symbolizes the schooner Exact. I wondered then what ever happened to that old sailing schooner that landed the Denny Party and other pioneers on what is now Alki Beach. I had long seen the monument at Alki Beach Park that commemorates the “Birthplace of Seattle” and those pioneers that landed there from the schooner Exact on November 13, 1851. Those pioneers, most of whom settled across on the east side of Elliott Bay from there, founded the pioneer settlement of Seattle, Oregon Territory, named in 1852 after Chief Si'ahl in honor of his friendship. Chief Si'ahl (c.1786-1866) was chief of both the Suquamish and Duwamish people and he lived mostly at the Old Man House Longhouse on the west side of the entrance to Agate Passage from Port Madison, across Puget Sound from the pioneer settlement of Seattle. At that time Puget Sound was also known as Whulge, as anglicized from the earlier Lushootseed name khWuhlch for Puget Sound. I had read sketchy historical accounts about the 1851 voyage of the schooner Exact to Puget Sound, under the command of Captain Isaiah Folger, but I had never read much about the schooner itself or any biographical information about the schooner's captain who brought the founding pioneers of Seattle to the wilds of Elliott Bay. By then it had only been about ten years since the United States Exploring Expedition, led by Lieutenant Charles Wilkes, U.S.N., had charted and named Elliott Bay. My curiosity from not knowing about what happened to the schooner, which left so much history in its wake, led me in search of the schooner Exact information in the old newspaper records of the day. While searching for old newspaper records snippets of information were also found in other old publications and documents, which all pieced together like scattered pieces of a jigsaw puzzle, eventually forming enough of a big picture perspective that the following history gradually all came together, with some interesting sidelights as well.

Pacific Northwest author Archie Binns (1899-1971), in his classic 1941 book titled Northwest Gateway: The Story of the Port of Seattle, gave about the only lead that could be found for any biographical information about Captain Isaiah Folger, by mentioning in the chapter titled “The Pilgrim Ship” that Captain Isaiah Folger was from Nantucket and was the son of inventor Walter Folger. With that lead the following additional information about Captain Isaiah Folger (1795 - 1872) was found in old Nantucket town records and in the War of 1812 Index to Pension Application Files. Captain Isaiah Folger was born in Nantucket, Massachusetts on May 11, 1795 and he was a son of Walter Folger Jr. (1765 - 1849) and Anna (Ray) Folger (1764 - 1844). Walter Folger Jr. was a member of the Massachusetts Senate and a member of the United States House of Representatives in the 15th and 16th United States Congress. Isaiah Folger served in the War of 1812 as a private in Captain Henry Van Vleck's Company of the New York Militia and he married Sarah B. Starbuck (1799 - 1883) on June 10, 1824. The vessel documents for the schooner Exact and the following old newspaper records indicate that Captain Isaiah Folger as a mariner sailed the schooner Exact on the Pacific Coast for at least a year or two in the early 1850's, in both foreign trade and in American coasting trade, before he returned to Nantucket, where he and his family are listed in the 1855 Massachusetts State Census, enumerated on August 8, 1855. He died in Nantucket on June 30, 1872 and his house still exists in the core area of the old historic district of Nantucket. Also the Nantucket Historical Association has a circa 1830 oil painting portrait of Captain Isaiah Folger standing by a window holding a sea captain's spotting scope, or “spyglass”, in what appears to possibly be the captain's quarters of a sailing vessel.

American owned vessels that sailed from the United States to foreign countries were issued certificates of registration by collectors of customs and similarly American built vessels that sailed in domestic coasting trade were licensed through a process of enrollment. Thanks to a helpful archivist at the National Archives in Washington DC a microfilm photocopy of Certificate of Registration No. 250 for the schooner Exact was obtained, which provided important missing historical information and verified other historical information that previously didn't have much primary source documentation. Certificate of Registration No. 250 was issued at San Francisco on August 2, 1851 and was signed by Sheldon U. Hopkins, deputy collector at San Francisco. The certificate was also signed, at the bottom in the left margin, by Jacob A. Cost, naval officer at San Francisco. This vessel document was actually on board the schooner Exact when it was first sailed to the Pacific Northwest and beyond and when it landed the founding pioneers of Seattle on November 13, 1851 at what is now Alki Beach. When Captain Isaiah Folger later obtained Certificate of Enrollment No. 191 on July 12, 1852 he surrendered Certificate of Registration No. 250 at the custom house at San Francisco. The deputy collector then wrote on the back of the surrendered certificate “Cancelled San Francisco July 12, 1852 Enrolment and License granted, S.U. Hopkins DC.” Also written on the back, after having been folded up, is the file label “250 Certificate of Register Schooner Exact 114²⁄95 Tons August 2, 1851.” When the master of a vessel surrendered his certificate of registration the collector was required to cancel the master's certificate and send that cancelled surrendered certificate to Washington DC for records filing. Fortunately cancelled Certificate of Registration No. 250 survived through the ages to the present time, as it reveals or verifies the following important historical information from the time of registration on August 2, 1851. The certificate of registration verifies that the schooner Exact was of Nantucket and that Isaiah Folger was at the time of registration the master of the vessel, which was then owned only by Isaiah Folger, George H. Folger, Ovid Starbuck, Henry Coffin and E. H. Morton. The name Ovid Starbuck was probably a misspelling of Obed Starbuck (1797 - 1882), since the latter was a brother-in-law of Henry Coffin (1807 - 1900), an uncle to George H. Folger (1816 - 1892) and the son of Levi Starbuck (1769 - 1849), who was a former ¹⁄3 owner of the schooner Exact with Henry Coffin and George H. Folger. Certificate of Registration No. 250 also verifies that the schooner Exact was built in the State of Connecticut and that it was first registered at the Port of Hartford, Connecticut. George W. Guthrie, deputy surveyor of customs at San Francisco, certified at the time of registration, on August 2, 1851, that the schooner Exact had one deck, two masts, a square stern and a billet head. G.W. Guthrie also certified the measured dimensions of the schooner Exact, which were recorded on the certificate of registration to the nearest fractional foot since those measurements were then used to calculate the cubic feet of cargo room to determine the measured tons recorded on the certificate of registration. The dimensions of the schooner Exact were recorded on the certificate of registration as having been 74⁵⁄12 feet long, its breadth was 21¹⁄3 feet wide, its depth [of hold] was 8¼ feet deep and it measured 114²⁄95 tons register. These recorded dimensions of the schooner Exact when converted to feet and inches are length 74′ 5″ long, breadth 21′ 4″ wide and depth [of hold] 8′ 3″ deep.

According to vessel register information, from the Middletown Customs District, the schooner Exact was a two-masted schooner built in 1830 at Glastonbury, Connecticut. In the first half of the 19th century Glastonbury, then spelled Glastenbury, was a manufacturing and shipbuilding town with several shipyards along the Connecticut River. Mostly smaller sized sailing vessels were built at Glastonbury since it was difficult navigating with larger sailing vessels the winding, tidal influenced, river with its series of various river bars and shoals. The schooner Exact first had a home port on the Connecticut River at Hartford, Connecticut, about five miles upriver from where it was built at Glastonbury. At that time, within the Middletown Customs District, both Glastonbury and Hartford were among a dozen ports of delivery along the Connecticut River and Middletown was the customs port of entry. It was from the Connecticut River, within the heart of Connecticut, near the venerable Charter Oak that the schooner Exact first set out to sea. It was about a 50-mile trip downriver from its home port at Hartford to where the Connecticut River enters into Long Island Sound, between Old Saybrook and Old Lyme located on opposite sides of the mouth of the river. In the 18th century, before the American Revolutionary War, the Connecticut River had become a vital link for commerce in lucrative trade with places such as the islands of the West Indies. In the early 19th century, before the advent of the railroads, the Connecticut River was considered a main thoroughfare from Long Island Sound to Hartford, although navigation with sailing vessels was easiest in the spring and autumn when the river was high.

Rutherford Hayes Calkins (1876-1962) was marine editor for The Seattle Post-Intelligencer from 1911-1916 and also was marine editor for The Seattle Times from 1916 to 1950. In his book titled High Tide, published in 1952, R.H. “Skipper” Calkins left for posterity a clue as to who the original Hartford owners of the schooner Exact were. On page 230 of that book he noted the origins of the schooner Exact and wrote that “She was constructed for a Mr. Chapin and Charles H. Northam of Hartford, Conn.” With that lead the following additional information was found about Merrick Warren Chapin (1796-1867) and Charles Harvey Northam (1797-1881), said to be the original Hartford owners of the schooner Exact. In 1824 Chapin & Northam were agents for the Connecticut River Steamboat Company, which was incorporated in May 1823. About a year after incorporation that company's first steamboat, the Oliver Ellsworth, began transporting passengers and freight in May 1824 between Hartford and New York. In 1825 the business partnership of Chapin & Northam was listed as “Chapin & Northam, West India goods and groceries, Commerce Street five rods north of Ferry Landing.” The 1828 city directory for Hartford, published by Ariel Ensign, lists on page 42 “Northam & Chapin, Grocers and commission Merchants, Commerce [Street] 36.” When the schooner Exact was built in 1830 Charles H. Northam and Merrick W. Chapin, besides being grocers, were also in the shipping, forwarding and commission business. They probably used the schooner Exact for forwarding and redistributing wholesale goods at ports along the Atlantic seaboard in coasting trade and possibly even sometimes for sailing in foreign trade. Before the advent of the railroads Hartford was a major inland maritime port and distributing center and Commerce Street was the main wholesale business street of the city. Along Commerce Street there were warehouses that had wharves, where sailing vessels frequently came and went between there and American ports and faraway places such as the islands of the West Indies except during several periods when there were trade sanctions that prohibited trade with the British colonial possessions among those islands. In 1832 Charles H. Northam and Merrick W. Chapin dissolved their business firm and they both became separate Hartford shipping agents. About that time Merrick W. Chapin married Harriet M. Folger (1800 - 1836), who was a relative of Captain Isaiah Folger. Harriet and Isaiah were third cousins, both having Nantucket relative Nathan Folger (1678-1747) as a great great-grandfather.

The schooner Exact was sold by 1841, which was at a time when shipping by steamboat to and from the Connecticut River was becoming common and also at a time when early railroads on the East Coast were beginning operation. After the schooner Exact was sold C. H. Northam & Company and M. W. Chapin & Company continued to operate in Hartford as separate agents, while regularly scheduled steam packet service expanded out along the Northeast Coast from the Connecticut River. The 1845 city directory for Hartford, published by Elihu Geer, mentions on page 121 that M. W. Chapin & Company were the agents for “Two new steamers, one of which will leave Hartford once a week, from Chapin's Wharf, and one leaves Philadelphia weekly.” Chapin's Wharf was centrally located on the Hartford riverfront along the Connecticut River, on the east side of what was then Commerce Street, only about three blocks east of the Old Connecticut State House. The 1845 city directory, on page 74, shows C. H. Northam & Company as wholesale grocers at 47 and 49 Commerce Street. Also shown in the 1845 city directory, on page 127, is that Charles H. Northam was in addition to then being a wholesale grocer he also by then was President and Treasurer of the Connecticut River Steamboat Company and both he and Merrick W. Chapin were two of five directors of that company. An 1850 map of the City of Hartford, by Marcus Smith, shows that the Connecticut River Steamboat Company Wharf was located on the east side of what was then Commerce Street, north of the boat slip at the foot of what was then State Street and south of Chapin's Wharf, which in turn was located on the south side of the boat landing at the foot of what was then Ferry Street. The schooner Exact likely once moored at those wharves associated with Charles H. Northam and Merrick W. Chapin, along that block within the Commerce Street wholesale business part of town. That part of the riverfront is now where Interstate Highway I-91 now runs along the west side of the Connecticut River just north of the Founders Bridge that now spans the river connecting Hartford and East Hartford on opposite sides of the river.

By 1841 the schooner Exact had a home port at Nantucket, Massachusetts, located on Nantucket Island off the Atlantic Coast from Hyannis Port between Martha's Vineyard and Cape Cod. During the 1840's, from its home port at Nantucket, the schooner Exact was sailed in coasting trade along the Atlantic seaboard, sailing between various ports of call ranging from at least Boston, Massachusetts to Norfolk, Virginia located along Hampton Roads roadstead by the entrance of Chesapeake Bay. As a means of widespread communication among mariners and shippers maritime information and news was published in some early newspapers. That information often included vessel entrances and clearances, vessel cargo, consignees, passengers, sightings, relayed communications and other matters of general maritime interest. That newspaper information, what still exists, now preserves an important historical record of maritime shipping and of the travels and activities of specific vessels. The earliest mention of the schooner Exact found in the old West Coast newspapers was from when the Exact first arrived at San Francisco, less than 5 months after California became the 31st U.S. state on September 9, 1850. California was made a state then from part of what had been the Mexican territory of Alta California before the Mexican Cession of 1848. On page 3 of the February 3, 1851 Daily Alta California newspaper, listed under the subheading “Arrived” in the “Shipping Intelligence” column, it says that the schooner Exact, under the command of Captain [Edward H.] Morton arrived with 6 passengers on February 2 at San Francisco, 270 days after having left Nantucket and having sailed via Rio de Janeiro, [Brazil] and Valparaiso, [Chile]. On that same page, listed under the heading “Importations”, it says that the schooner Exact brought on that voyage to San Francisco 18,000 feet of lumber, 4500 shingles, 12 boxes of hardware and cooking stoves, 3 dozen window sashes, 25 boxes of soap, 10,000 bricks, 35 boxes of candles and many barrels, bags and boxes of various food stuff. On page 52 of the book titled Catalogue of Nantucket Whalers: and Their Voyages from 1815 to 1870, published in 1876, a record also exists that says that the schooner Exact left Nantucket, Massachusetts on May 2, 1850, destined for California under the command of Captain Edward H. Morton. At that time Captain Morton was one of the co-owners of the schooner Exact, along with Captain Isaiah Folger, George H. Folger, Henry Coffin and Ovid Starbuck (probably actually Obed Starbuck). All five of these owners of the schooner Exact were Nantucket relatives, descendant from Nantucket founder Tristram Coffin.

During the California Gold Rush the schooner Exact was one of about one-and-a-half dozen sailing vessels that sailed separately from Nantucket to San Francisco. During that gold rush, whaling out of Nantucket had already begun to decline and hundreds of people left Nantucket for California either by sea or overland travel. Brought on the schooner Exact, as mentioned above, on its voyage from Nantucket to San Francisco, were a lot of building materials for construction of one or more buildings. When the schooner Exact arrived at San Francisco, nine months after leaving Nantucket, the burgeoning city was a gold rush boomtown with a sudden population influx and building construction was occurring at a very rapid pace. Despite the boomtown economy there at that time, after six months, the schooner Exact was sailed up north to the Pacific Northwest and beyond for what turned out to be apparently nearly nine months before it was sailed back down to San Francisco. Perhaps having “seen the elephant”, as gold prospectors used to say, or else perhaps having seen a possible tremendous gold rush shipping opportunity, after exactly one-half year to the very day that the schooner Exact arrived at San Francisco, Captain Isaiah Folger set sail from there on August 2, 1851, which was also the very same day that he received Certificate of Registration No. 250 from the San Francisco Custom House. From San Francisco the schooner Exact was first sailed to Portland, Oregon Territory and then way up north to Sitka where Captain Isaiah Folger arrived in September 1851. Back then Sitka was more commonly known as New Archangel, or Novo-Arkhangelsk, as that small settlement was then within the Russian colonial possessions known as Russian America, or Russkaya Amerika.

View of San Francisco Harbor. Circa 1851 Half-plate Daguerreotype (Library of Congress Prints and Photographs Division).

On page 2 of the August 3, 1851 Daily Alta California newspaper, listed under the subheading “Cleared” in the “Shipping Intelligence” column, is a record of the schooner Exact, under the command of Captain Folger, having cleared on August 2 the Port of San Francisco bound for Oregon with “McNeir & Coffin” listed as the consignees.

On page 2 of the March 19, 1852 Daily Alta California newspaper an article says that the governor of the Russian American Colonies, [Nikolay Yakovlevich Rosenberg], had reported that Captain Isaiah Folger had arrived with the schooner Exact in Sitka (New Archangel) in September 1851, for the purpose of forming an ice company. The article says that the Russian governor, [the Governor General of the Russian-American Company], had reported that Captain Folger, failing to complete his arrangements, had set sail from there in hopes of finding a more convenient place for shipping ice and the governor feared that the schooner Exact may have been taken captive or lost since it had not returned to either San Francisco or to Sitka. The same story was published again the following day on the front page of the March 20, 1852 Daily Alta California newspaper. A similar “Missing Vessel” notice for the schooner Exact even appeared over one month later on page 7 of the April 28, 1852 New-York Daily Tribune, under the subheading “Disasters, &c.” in the “Marine Journal” column. Captain Folger's apparent attempt at shipping ice was at a time when Wenham Lake ice had been imported by sailing vessel to San Francisco, all the way around South America from Boston. It was also before the American Russian Commercial Company, also known as the Sitka Ice Company, was formed in April 1853 mainly for the purpose of importing ice into the State of California from the Russian settlements in Russian America (now Alaska). Information about the schooner Exact at Sitka is also in the records of the Russian-American Company in Volume 32 (Jan. 3, 1851 - Dec. 29, 1851) on pages 496-505 (NARA Microfilm Publication M11, Roll 57). The correspondence sent by the governor general was written very neatly in 19th-century Russian cursive handwriting, although about all that I could read was the name of the schooner Exact as that was written in English.

On page 2 of the April 7, 1852 Sacramento Daily Union newspaper a small one sentence notice states only that “The schooner Exact, supposed to be lost, has arrived at Puget Sound.” During the time after the schooner Exact left Sitka in late summer or early autumn of 1851 and was presumed to be lost it had obviously sailed south at least to Portland and then back north to Puget Sound, where on November 13, 1851 it had arrived at what is now Alki Beach and then was known as Smaquamox or Sbaqwabqs. Despite regular “shipping intelligence” reports in some newspapers back in the early 1850's sailing vessels in the Pacific Northwest apparently weren't always well accounted for. As a case in point the whereabouts of the schooner Exact appears to have been overlooked as an earlier newspaper article, in the November 13, 1851 Daily Alta California newspaper, was found that mentions the departure of the schooner Exact from Portland on an expedition to the Queen Charlotte Islands, which are now the Haida Gwaii archipelago in British Columbia. That expedition, to search for gold in the Queen Charlotte Islands, was the same voyage of the schooner Exact that on November 13, 1851 landed, on what is now Alki Beach, the founding pioneers of Seattle. That was also coincidentally the same day that the newspaper article mentioned above was published. On that historic day ten adults and twelve children disembarked from the schooner Exact and joined David T. Denny and Leander “Lee” Terry on shore. David T. Denny and Lee Terry had both arrived there over six weeks earlier, along with John N. Low who had left them there and traveled back to Portland by late October and then returned on the schooner Exact with his family and the rest of those who also became the founding pioneers of Seattle. The previous September John N. Low and David T. Denny had traveled north on the Cowlitz Trail and along the way had left Low's cattle with Judge Sidney S. Ford who had settled along the east bank of the Chehalis River, on the west side of the Cowlitz Trail, about four miles downriver from the confluence of the Skookumchuck River by what is now named Ford's Prairie. When John N. Low and David T. Denny reached Olympia, according to Arthur A. Denny on page 28 of his book titled Pioneer Days on Puget Sound, first published in 1888, “…they fell in with Lee Terry and the three there joined Capt. Robert C. Fay and came down to the Duwamish River exploring.” At that time Captain Robert C. Fay had been working as a captain of the brig Orbit for Michael T. Simmons of Olympia, who in 1850 had bought controlling interest in that sailing vessel, which measured 154⁴⁷⁄95 tons register.

The article in the November 13, 1851 Daily Alta California newspaper includes the names of the gold prospectors who chartered the schooner Exact. On page 2 it says “The schooner Exact, Capt. Folger, left Portland Nov. 6th, on an expedition to Queen Charlotte's Island, via Puget's Sound. This vessel, says the [Oregon] Weekly Times, is chartered by a company of some thirty persons, for the purpose of prospecting the hitherto scarce explored regions above named, to ascertain the fact whether gold exists there, as has lately been reported. The following is a list of persons engaged in the expedition: Isaiah Folger, J. Woodbury, Wm. Baker, Wm. H. Fitch, James Taylor, H. Love, A. Manckly, C. Van Dohten, John Welch, J. R. Kennedy, J. C. Brown, A. P. Sanders, C. Ethridge, S. Hodgdon, Cyrus Aba, John Neely, C. C. Stites, A. Miller, J. W. Donnell, James Cunningham, Wm. Smith, Wm. Fulton, A. Brown, R. Smith, C. Whatterbor and R. Willis.” This newspaper article, although it only mentions by name the gold prospectors, it agrees with what schooner Exact passenger Arthur A. Denny (1822-1899) wrote in his book titled Pioneer Days on Puget Sound. On pages 28-29 it says “…the schooner Exact, Capt. Folger, was fitting for a voyage to Queen Charlotte Island with gold prospectors, intending to touch at the Sound with emigrants. We determined to take passage on her.” Arthur A. Denny also mentioned in his book one of the expedition's gold prospectors listed above, saying on page 43 that Alford M. Miller (who was actually Alfred M. Miller) located on Whidbey Island and “…was one of the Exact's party of gold prospectors.” He also mentioned in his book, on pages 36-37, that “We had left our stock in the Willamette valley to winter, and our plan was to get the stock over and then divide and move onto our claims. On the 23rd of March the Exact came in [to Elliott Bay] on her return from the gold expedition, having failed to find anything of interest. Boren and my brother took passage on her to Olympia on their way to the [Willamette] valley for the stock, leaving Bell and myself in charge of the claims and families.”

The book titled History of the Pacific Northwest: Oregon and Washington;… (Vol. I), published in 1889, has a description of the settlers that took passage from Portland on the schooner Exact who were in addition to the gold prospectors that chartered the gold expedition to the Queen Charlotte Islands. On page 338 it says “On the 5th of November, the schooner Exact, Captain Folger, sailed from Portland for Puget Sound, and for the newly discovered gold mines on Queen Charlotte's Island. A number of settlers came as passengers. On the 13th of November, she landed Arthur A. Denny, William N. Bell [, John N. Low] and Carson D. Boren, and their families, and Charles C. Terry. The little settlement at Alki Point, named New York, numbered twenty-five, twelve of whom were adults. Among the passengers by the Exact [that continued to Olympia] were James M. Hughes, who settled in Steilacoom, Daniel R. Bigelow, who located at Olympia, H. H. Pinto and family, who settled [first] at Cowlitz [Landing], John Alexander and family, and Alfred Miller, who took claims on Whidby [sic] Island.” The legacies of many of those who came to Puget Sound on the November 1851 voyage of the schooner Exact are inextricably woven into the cultural tapestry of the Pacific Northwest.

The first donation land claims in Seattle, Thurston County, Oregon Territory were claimed in 1852 by: Arthur Armstrong Denny and wife, on a 320-acre claim; Carson Dobbins Boren and wife, on a 324-acre claim; William Nathaniel Bell and wife, on a 322-acre claim; Henry Leiter Yesler and wife, on a 322-acre claim; and David Swinson Maynard and wife, on a 322-acre claim. David Thomas Denny waited, until after he married Louisa Boren on January 23, 1853, to claim a 323-acre donation land claim that by then was in Seattle, King County, Oregon Territory.

Arthur Armstrong Denny (1822-1899) and family settled along Elliott Bay on a donation land claim located between those of William N. Bell and Carson D. Boren. Arthur A. Denny, according to United States Postal Service records, was appointed as the first postmaster of Seattle, Thurston County, Oregon Territory on October 12, 1852. After King County was formed on December 22, 1852, the Legislative Assembly of the Territory of Oregon appointed Arthur A. Denny to the Board of County Commissioners for King County, Oregon Territory. Arthur A. Denny also later became a member of the House of Representatives of the first session of the Legislative Assembly of the Territory of Washington in February 1854. He was a member of the House of Representatives from 1854-1855 and then became a member of the council of the Legislative Assembly of the Territory of Washington from 1856-1860. In 1861 he was appointed as register of the United States District Land Office at Olympia for four years and was then elected in 1865, near the close of the Civil War, for one term as a delegate from Washington Territory to the Thirty-ninth United States Congress. Arthur A. Denny was also on the Board of Regents of the Territorial University from 1868-1869, from 1871-1873 and from 1882-1888.

David Thomas Denny (1832-1903) was married to Louisa Boren on January 23, 1853, by David S. Maynard, Justice of the Peace, at the home of Arthur A. Denny. Their marriage was the first marriage recorded in newly formed King County and was certified by David S. Maynard, Justice of the Peace and Henry L. Yesler, Probate Clerk. David T. Denny and his wife, Louisa, settled along Elliott Bay on a donation land claim located between those of Thomas Mercer and William N. Bell. David T. Denny was a member of the first Board of Trustees of the town of Seattle. He was also treasurer of King County for eight years, probate judge of the county for three years and treasurer of the Board of Regents of the Territorial University for three years from 1866-1868. He was also instrumental in organizing the construction of the original canal or waterway connecting Lake Union and Lake Washington and he also supervised the improvement of the Snoqualmie Pass Wagon Road in 1899, connecting western and eastern Washington.

Carson Dobbins Boren (1824-1912) and family travelled west from Illinois to Oregon Territory in 1851 with the Denny family. Carson D. Boren's sister, Marry Ann (Boren) Denny, was married to Arthur A. Denny and another sister, Louisa Boren, later married David T. Denny in 1853 after Seattle was founded. The Boren family donation land claim was located along Elliott Bay between those of Arthur A. Denny and Henry L. Yesler. Carson D. Boren built in April 1852 the first settler's cabin in what is now downtown Seattle. The cabin was made of split cedar planks and was located about one block northeast of present-day Pioneer Square on the present site of the Hoge Building. The Legislative Assembly of the Territory of Oregon appointed Carson D. Boren on January 6, 1853 as sheriff of King County, Oregon Territory.

William Nathaniel Bell (1817-1887) and family settled along Elliott Bay on a donation land claim located between those of David T. Denny and Arthur A. Denny. The area of the Bell family donation land claim eventually became known as the Belltown neighborhood of Seattle. The Bell family's original home in what became Belltown was a log cabin, but within a couple years or so a frame house was built on that same location with lumber from Henry Yesler's steam-powered sawmill. That new frame house was burned though in the Battle of Seattle on January 26, 1856. In early 1856 the Bell family moved to Napa, California, where the wife of William N. Bell died in June of that year. After his wife Sarah Ann died, William N. Bell later spent some time in Virginia City, Nevada before moving back to Seattle in about 1870. He eventually built his last home in what became Belltown, where he lived for the rest of his life.

John Nathan Low (1820-1888) and family lived in the first log house built at New York (Alki), but they didn't end up settling there and moved away within about a year and a half. By May 1853 John N. Low and family had settled on a 318-acre donation land claim, at the west end of Chambers Prairie, on the north side of the Des Chutes River (now Deschutes River) about three miles upriver from Lower Tumwater Falls at the pioneer settlement of New Market, Washington Territory. The Low family eventually moved to Cadyville (Snohomish City) where John N. Low was enumerated in the 1870 U.S. Census as a merchant.

Charles Carroll Terry (1828-1867) settled at New York (Alki) on a 318-acre donation land claim by May 1852. Charles C. Terry was unmarried at the time but he was entitled under the Donation Land Claim Act of 1850 to a 320-acre donation land claim, since he had arrived in Oregon Territory on November 10, 1850. Charles C. Terry and John N. Low opened at New York (Alki), early in the spring of 1852, the first trading store in the area. The nearest store up until that time was that of Balch & Palmer, general merchants, at Steilacoom. Charles C. Terry and John N. Low dissolved their business partnership running the trading store at New York (Alki) in April 1853, when John N. Low moved away. Charles C. Terry was a member of the council of the second session of the Legislative Assembly of the Territory of Washington in 1854 and he was also on the Board of Regents of the Territorial University from 1865-1867.

Alfred Mason Miller (1833-1908) was among the following group of passengers that continued sailing on board the schooner Exact through The Narrows and south Puget Sound to Olympia, after having along the way landed on what is now Alki Beach the founding pioneers of Seattle. Alfred M. Miller settled on a 160-acre donation land claim in 1855 on Whidbey Island at Church Prairie, about a mile north of Crescent Harbor. He later moved to Yakima County and in 1868 he married Jane Cleman (1850-1884), a daughter of Augustine Cleman (1816-1882) who settled in the Wenas Valley in 1865 and for which Cleman Mountain in that area is named. Alfred and Jane raised stock in the lower Wenas Valley, on their 320-acre homestead along Wenas Creek.

John Alexander Sr. (1805-1858) and his wife Frances (Sharp) Alexander (1818-1902) and their two sons William and John settled on a 315-acre donation land claim along Penn Cove at the location of present-day Coupeville on Whidbey Island. The Legislative Assembly of the Territory of Oregon appointed John Alexander Sr. on January 6, 1853 to the first Board of County Commissioners for Island County. The Alexander's second son, John Sharp Alexander (1836-1916), made the only known picture of the schooner Exact that was drawn by one of the actual passengers. That picture showed the schooner Exact as a two-masted, bald-headed, schooner having a bowsprit and attached bobstay, forestay and a single jib sail.

Horace Hawley Pinto (1810 - c.1891), his wife Julia and their five children, came from Louisiana and first settled in April 1852 on a 320-acre donation land claim on the south side of the Cowlitz River directly across the river from Cowlitz Landing. On the north side of the river, Cowlitz Landing was on the 320-acre donation land claim of Frederick Andrew Clarke. Cowlitz Landing was where twenty six delegates representing settlers north of the Columbia River convened for the first Cowlitz Convention, held on August 29, 1851, which resolved that a memorial to Congress should be prepared, petitioning for the organization of a Territorial Government north of the Columbia River. On December 22, 1852 the Legislative Assembly of the Territory of Oregon established the county seat of Lewis County “…at the upper landing of the Cowlitz River, on the land claim of Fred A. Clarke.” Also on the north side of the river, across the river from the Pinto family claim and just upriver from Cowlitz Landing, was the 320-acre donation land claim of Edward D. Warbass, where Warbassport, as it was called, had a hotel and store that also housed the first Cowlitz Post Office. The July 1855 List of Post Offices in the United States with the Names of Postmasters lists E. D. Warbass as the postmaster of the Cowlitz Post Office, where freight and mail was transported by batteaux and canoes on the Cowlitz River to and from Monticello and overland on the Cowlitz Trail to and from Olympia. Horace H. Pinto served in 1856 as a private in Captain Edward D. Warbass' Company L of the 2nd Regiment of Washington Territory Mounted Volunteers. The 1860 U.S. Census lists H.H. Pinto and family enumerated at the Cowlitz Landing Post Office, where H.H. Pinto is listed in the census as a farmer. Horace H. Pinto in 1867 was secretary of the Cowlitz Steam Navigation Company, which was organized that year and briefly operated the small shallow-draft sternwheeler Rainier. Captain John T. Kerns in October 1867 first piloted the Rainier on its thirty-two mile run on the Cowlitz River between Cowlitz Landing and Monticello. The 1870 U.S. Census lists Horace H. Pinto and family enumerated at the Cowlitz Prairie Post Office, where Horace H. Pinto is listed in the census as a merchant. Horace H. Pinto was also the postmaster of the Napavine Post Office in 1874.

Daniel Richardson Bigelow (1824-1905) who also continued sailing on the schooner Exact to Olympia became a pioneer lawyer there. Daniel R. Bigelow mentioned in his diary having left Portland as a passenger on the schooner Exact and along the way, before having arrived at Olympia on November 15, 1851, the schooner Exact had “…left a colony at what is now named N[ew] York.” In January 1853 Daniel R. Bigelow was elected, along with J. K. Kelly and Reuben P. Boise, to a Board of Code Commissioners to prepare a new code of laws for the Territory of Oregon. After the Territory of Washington was formed, Daniel R. Bigelow became a member of the council of the first session of the Legislative Assembly of the Territory of Washington in February 1854. Daniel R. Bigelow was a member of the council of the Legislative Assembly of the Territory of Washington from 1854-1855 and he later became a member of the House of Representatives of the Legislative Assembly of the Territory of Washington in 1871. He was also on the Board of Regents of the Territorial University from 1866-1867. The circa 1854 Daniel R. Bigelow House still exists in Olympia, as a museum, on what was his 160-acre donation land claim along East Bay at the head of Budd Inlet.

The arrival or official “entrance” of the schooner Exact at Olympia, Oregon Territory was recorded on November 15, 1851 on the Register of Entrances & Clearances of Vessels as having been 114²⁄95 tons register and as having a crew of six. At that time Olympia was then the customs port of entry in the Collection District of Puget Sound, before the port of entry was changed to Port Townsend in 1854. An earlier Collection District of Oregon, which once included Puget Sound, was approved by Congress on August 14, 1848. President Zachary Taylor proclaimed on January 10, 1850 that Nisqually, located along Puget Sound, was a customs port of delivery for the Collection District of Oregon, but at that time the customs port of entry was at Astoria. When the schooner Exact first arrived in Puget Sound, Olympia was already a budding pioneer town of about a dozen wooden buildings, with the first log house having been built about four years earlier. The first nearby water-powered sawmill had also been built about four years earlier, as the Puget Sound Milling Company, by Lower Tumwater Falls at the pioneer settlement of New Market. The first wood frame building in Olympia, used partly as the custom house, was built about a year before the schooner Exact first arrived there.

The first regional pioneer newspaper, the Olympia, Oregon Territory newspaper, The Columbian, began publication on September 11, 1852, less than a year after the schooner Exact first arrived. The Columbian was printed in Olympia, within a veritable frontier wilderness, using an early 1800's hand-me-down, hand-operated, wood frame Ramage printing press (No. 913), which is now on display at the Museum of History and Industry (MOHAI) in Seattle. That printing press was brought to Olympia on the schooner Mary Taylor as recorded in the cargo column on the Register of Entrances & Clearances of Vessels on March 1, 1852, for the entrance of the schooner Mary Taylor, under the command of Captain H. M. Hutchinson. The schooner Mary Taylor was a small schooner, 60 feet in length, which had arrived at Astoria from San Francisco on Christmas Day 1849 and was used for piloting for a while as the first pilot schooner on the Columbia River bar. The name of the newspaper The Columbian originated from when settlers north of the Columbia River were organizing in 1852 to petition Congress to establish a separate Territory of Columbia split from Oregon Territory, but instead the next year the Territory of Washington was created on March 2, 1853 from northern Oregon Territory. Within six months after beginning publication, The Columbian became the first newspaper published in the Territory of Washington, when that territory was created. The Columbian is one of the earliest primary sources of the history of the settlement of the Puget Sound country.

Schooner Exact passengers Arthur A. Denny, John N. Low, Charles C. Terry and William N. Bell were among forty four delegates who convened at the second Cowlitz Convention, at Monticello, Oregon Territory on November 25, 1852. There they signed the Monticello Convention Memorial, the petition to Congress to establish a separate territory north of the Columbia River. The Monticello Convention Memorial was printed on page 1 of the December 11, 1852 issue of The Columbian (Vol. 1, No. 14). Seattle pioneer David S. Maynard, having arrived at Olympia in late 1850, was a delegate at both the first Cowlitz Convention on August 29, 1851 at Cowlitz Landing and at the second Cowlitz Convention on November 25, 1852 at Monticello.

As noted on page 2 of the September 11, 1852 issue of The Columbian (vol. 1, no. 1) the Collection District of Puget Sound was organized on November 10, 1851. At that time Simpson P. Moses was appointed as the first collector of customs for the port of entry at Olympia in the Collection District of Puget Sound and William W. Miller was appointed as the first surveyor of customs for the port of delivery at Nisqually. These first two customs officials for the Collection District of Puget Sound were responsible for recording vessels arriving from or sailing to a foreign port and also for recording American vessels engaged in coasting trade. The purpose for organizing the Collection District of Puget Sound for the Office of the Register of the Treasury was for the collection of duties on goods and merchandise imported into the United States and for the collection of duties on the tonnage of vessels. Both vessel entrances (arrivals) and clearances (departures) were recorded, from which summary reports were compiled for the United States Secretary of the Treasury. The Collection District of Puget Sound was approved by Congress on February 14, 1851, but wasn't organized until only five days before the schooner Exact arrived at Olympia on November 15, 1851. The schooner Exact was only the second arrival or “entrance” to be recorded on the Register of Entrances & Clearances of Vessels. The brig George Emery, measuring 178⁵⁹⁄95 tons register, was the very first recorded entrance in the Collection District of Puget Sound and its entrance was recorded as having been on the very same day as the entrance of the schooner Exact. Simpson P. Moses, the first collector of customs for the Collection District of Puget Sound, actually first arrived in Olympia on November 15, 1851 from San Francisco on the brig George Emery. The next recorded entrance after the schooner Exact was nearly a couple weeks later when the Hudson's Bay Company steamer Beaver, the first steamship in the Pacific Northwest, was recorded on November 28, 1851.

The steamer Beaver had by that time been in the Pacific Northwest for over fifteen years though, having first arrived in old Oregon Country from England in 1836. Oregon Country, as it was considered then by the United States, was loosely defined with vast overlapping British and American claims that were jointly occupied and settled. It was a big piece of country, which roughly west of the crest of the Rocky Mountains stretched from Alta California north to 54 degrees, 40 minutes north latitude, north of Fort Simpson. The British considered that entire area at that time to be within the Columbia Department of the Hudson's Bay Company. The steamer Beaver was built in 1835 for the Hudson's Bay Company as a two-masted side-wheeler, but it wasn't fitted with its paddle wheels until over five weeks after its arrival off Fort Vancouver from England. The steamer Beaver was originally square-rigged on its foremast and gaff-rigged on its mainmast, but after having been fitted with its paddle wheels its sail configuration was later changed. The log of the steamship Beaver reveals that the Beaver first arrived off Fort Vancouver, along the Columbia River, in April 1836 and then arrived off Fort Simpson, northeast of the Queen Charlotte Islands (now Haida Gwaii), by July 1836. At that time Fort Vancouver was the headquarters of the Columbia Department of the Hudson's Bay Company and Fort Simpson was one of their trading posts. The arrival of the steamer Beaver in Oregon Country was even before the United States Exploring Expedition to the Pacific Northwest led by Lt. Charles Wilkes in 1841 and before the first pioneer wagon trains rolled westward over the Oregon Trail to Oregon Country in the 1840's.

The schooner Exact arrived in Puget Sound in November 1851 and then returned again in March 1852.

A biographical sketch of John W. Donnell who was on board the schooner Exact during its gold expedition gives a few more details about that voyage in the book titled An Illustrated History of the State of Washington, published in 1894. On page 595 it says “In 1851 Mr. Donnell worked in sawmills in Portland for a short time, and in the fall of that year joined an expedition under Captain Folger and sailing master Captain [J.] Woodbury, on the schooner Exact, and sailed from Portland to Puget Sound, their first stop having been made at Dungeness. There they took Lord Jim [Tuls-met-tum], sub-chief of the Clallam [or S'Klallam] Indians, for a pilot down the sound, and at Olympia laid in fresh supplies and started on a cruising voyage to Queen Charlotte Island. Landing at the Indian village called Gold Harbor, they engaged in mining for a time…” Lewis & Dryden's Marine History of the Pacific Northwest, published in 1895, notes that the schooner Exact was only the second vessel to depart or “clear” the port of entry at Olympia. On page 36 it says that the “…first clearance was reported November 19th, [1851] when the brig George Emery, Capt. Enoch Fowler, took out a coasting license and the same day the schooner Exact, Captain Folger, cleared for the Queen Charlotte gold fields.”

Sailing master Woodbury, mentioned in the preceding John W. Donnell biographical sketch and also in the November 13, 1851 Daily Alta California newspaper article, may possibly have been a descendant of Nathaniel and Abigail (Coffin) Woodbury of Nantucket, since Nantucket was where the schooner Exact was from, as well as all five of its owners at the time. Gold Harbour is now named “Mitchell Inlet” after Captain William Mitchell, who was in command of the Hudson's Bay Company brigantine Una on a voyage there for gold explorations in October 1851 after a large gold nugget was reportedly found on the beach there by a Haida woman earlier that year. Late that October, before the schooner Exact arrived at Gold Harbour, the crew of the brigantine Una blasted a gold vein there and worked on it for a while by a point of land in Gold Harbour now named “Una Point.” That gold vein is said to have been the first authenticated discovery of gold within what is now the Province of British Columbia. According to a dispatch by James Douglas, Governor of Vancouver Island, written on January 29, 1852 and addressed to Earl Grey, Secretary of State for the Colonial Department, the gold vein was bedded in quartz and averaged 6½ inches in width and ran 80 feet parallel with the coast and some of the ore specimens collected by the crew of the brigantine Una yielded 25 percent gold. When leaving Gold Harbour the brigantine Una sailed to Fort Simpson, which was then a fur trading post of the Hudson's Bay Company, located on the mainland coast northeast of the Queen Charlotte Islands at the present-day location of Port Simpson along the east side of Dixon Entrance. When returning, with the gold specimens to Fort Victoria from Fort Simpson, the brigantine Una was caught in a gale while entering the Strait of Juan de Fuca. The Una was maneuvered into Neah Bay for protection from the rough seas but in the gale blowing from the southwest, the Una dragging its anchors, was driven on the rocks at Waadah Island, which was then often referred to as Neah Island as named by Lt. Charles Wilkes in 1841. On page 7 of the February 14, 1852 Daily Alta California newspaper an article says that the Una was wrecked in Neah Bay, on December 26, 1851 and that the passengers and crew were taken to Fort Victoria on board the [schooner] Susan Sturges. By that time Fort Victoria had become the western headquarters of the Hudson's Bay Company and also the Capital of the Crown Colony of Vancouver Island. Fort Victoria was located along the eastern inner harbor in what is now downtown Victoria, British Columbia, around what is now the western end of present-day Fort Street. The front gate of the fort was near what is now the present-day intersection of Fort Street and Wharf Street and the back gate of the fort was near what is now the present-day intersection of Fort Street and Government Street.

Soon after the brigantine Una was at Gold Harbour the gold prospectors that chartered the schooner Exact visited Gold Harbour during their gold expedition to the Queen Charlotte Islands. A letter by William Baker, who was on board the schooner Exact during its late autumn and winter expedition to Gold Harbour and elsewhere in the Queen Charlotte Islands, was published in an article on page 2 of the April 15, 1852 Daily Alta California newspaper. Baker's letter says that they experienced very cold weather, in which their water casks were nearly frozen solid and that they were several times for weeks wind-bound in different harbors. In the letter, Baker wrote that they found the right place and think there is plenty of gold there, but he went on to write that the island is solid rock and that they made only one blast and had neither the proper tools nor sufficient force of people.

Another dispatch by James Douglas, Governor of Vancouver Island, written on April 15, 1852 and addressed to Earl Grey, Secretary of State for the Colonial Department, provides additional details about the gold expedition to Gold Harbour on the schooner Exact. In that dispatch Governor Douglas wrote, “The ‘Exact’ and another American vessel, which called at Gold Harbour since my last report, returned unsuccessful from that voyage, having been beaten off by the Natives; though the American force was considerable, and well armed. Several other American vessels are reported to be on the point of sailing from the Ports of Oregon [Territory], for the same part of the coast. I have no reliable information from California, though the rumours in circulation lead to the belief that Gold Harbour, will be the great attraction of the season.”

Additional information is also provided about the gold expedition to Gold Harbour on the schooner Exact, in the book titled The Works of Hubert Howe Bancroft: history of Washington, Idaho and Montana, 1845-1889, published in 1890. On pages 57-58 it says “The Indians of Gold Harbor, though they did not prevent the Exact's company from prospecting, represented that they had sold the island to the H. B. Co., and were to defend it from occupation by Americans. The prospectors remained until March, when they returned to Puget Sound, bringing a few specimens obtained from the natives. The Exact refitted and returned in March. Three other vessels, the Tepic, Glencoe, and Vancouver, advertised to take passengers to the island, but nothing like success followed the expeditions.”

On page 2 of the May 31, 1852 Daily Alta California newspaper, listed under the subheading “Arrived” in the “Shipping Intelligence” column, is a record of the schooner Exact having arrived under the command of Captain Folger on May 30 at San Francisco, 7 days from Puget's Sound, with lath and oysters. On that same page, listed under the heading “Importations”, it says that the schooner Exact brought to San Francisco 92,000 laths and 200 bushels of oysters. Also on that same page, listed under the subheading “Memoranda” in the “Shipping Intelligence” column, is a report that the crew of the schooner Exact saw on May 22 off Cape Flattery, the British frigate Thetis bound in, 40 days from Callao, [Peru] and at the same time they saw a barque bound in.

On page 7 of the June 5, 1852 Daily Alta California newspaper, in the “Local Matters” section, is an article that says that the schooner Exact with Captain Folger and the brig Tepic had recently arrived at San Francisco from Queen Charlotte's Island. The article says that the island is claimed by the Hudson's Bay Company and that Captain Folger represents that gold is lying among the hills there reaching down to the shore. The article says that the schooner Exact visited nearly every one of the harbors without accident and that the Exact was about to return to the island with gold seekers. The same article was published again on page 11 of the June 15, 1852 Daily Alta California newspaper. Despite the gold fever excitement, from the prospect of gold on the Queen Charlotte Islands in the early 1850's, no news was found in the newspapers about the schooner Exact bringing back any gold other than some gold-bearing quartz specimens.

As noted by the crew of the schooner Exact off Cape Flattery on May 22, 1852, the British Royal Navy frigate Thetis was bound in on the Strait of Juan de Fuca on that day. The sailing orders to the H.M.S. Thetis, given from Callao, Peru on April 8, 1852 by Fairfax Moresby, Rear Admiral and Commander in Chief of the Pacific Station, included orders to take measures to ensure British sovereignty over the Queen Charlotte Islands, to warn any adventurers that may be located or speculating there that they are there only on sufferance, and to endeavor to obtain specimens of the precious metals located there. Also to protect the mining interests and sovereignty of the Queen Charlotte Islands from possible American occupation, on September 27, 1852 the Queen Charlotte Islands were made a “dependency” under the Crown Colony of Vancouver Island. James Douglas, then Governor of the Crown Colony of Vancouver Island and Chief Factor of the Hudson's Bay Company at Fort Victoria, was also made Lieutenant-Governor of the “Dependency of the Queen Charlotte Islands”. According to an article on page 2 of the July 19, 1852 Daily Alta California newspaper the H.M.S. Thetis had obtained specimens of gold in quartz from the Queen Charlotte Islands [at Gold Harbour] for Her Majesty's Government in England, as well as 25 large mast spars that were on board when the Thetis arrived in San Francisco on July 16 from Vancouver Island. According to the newspaper article, some of the gold specimens collected and brought with from the Queen Charlotte Islands could be seen at Adams & Co. [Express], but it was the opinion of the officers of the frigate Thetis that it would not pay to work the mines. The H.M.S. Thetis, under the command of Captain Augustus Leopold Kuper, was a three-masted 36-gun British frigate that was launched in 1846. When the H.M.S. Thetis arrived in San Francisco, 8 days from Vancouver Island, it had 350 men on board. The mast spars brought from Vancouver Island were cut as ordered by Rear Admiral Moresby. His April 8 sailing orders to Captain Kuper included the following order: “Whilst at Esquimalt you are to cut such spars as you can conveniently stow for the use of the Squadron.” Thetis Island and Kuper Island (now Penelakut Island), two of the Gulf Islands in the Strait of Georgia between Vancouver Island and the British Columbia mainland, were named after the British frigate Thetis and Captain Kuper. Also Kuper Inlet, located north of Mitchell Inlet, is named after Captain Kuper.

Beginning in the early 1850's, before the Territory of Washington was created from northern Oregon Territory, oysters were shipped from Shoalwater Bay to San Francisco during the California Gold Rush. Shoalwater Bay (now Willapa Bay) had the largest concentration of oysters on the West Coast. Lewis & Dryden's Marine History of the Pacific Northwest, published in 1895, says on Page 58 that the Shoalwater Bay fleet included [among others] the schooners Exact, Empire, Equity, Alfred Adams, Mary Taylor and Maryland. On page 3 of the September 23, 1852 Daily Alta California newspaper, listed under the subheading “Arrived” in the “Shipping Intelligence” column, is a record of the schooner Exact having arrived under the command of Captain Folger on September 22 at San Francisco from Shoalwater Bay with 4000 bushels of oysters. The oysters may possibly have been brought back to San Francisco on another return trip from the Queen Charlotte Islands. Cranberries were apparently also brought back to San Francisco on that same trip. On page 2 of the September 26, 1852 Daily Alta California newspaper a notice advertises “Cranberries! Cranberries! — Fresh large Oregon Cranberries, just arrived from Oregon, and for sale on board schooner Exact, north side of Long Wharf.” San Francisco plat maps from the early 1850's reveal that Long Wharf, also known as Central Wharf, extended into San Francisco Harbor from halfway along the shoreline between Clay Street and Sacramento Street. Long Wharf was the main wharf for San Francisco during the start of the California Gold Rush of 1848 to 1855. As land filling was done during the gold rush out into Yerba Buena Cove of San Francisco Harbor for additional level building area on the San Francisco waterfront, Long Wharf was extended and the location of the original part of Long Wharf became Wharf Street and was later renamed Commercial Street. In the filled area, it is thought that there may be the remains of about forty California Gold Rush era sailing vessels buried in the fill for up to about ¼ mile inland from the present-day San Francisco waterfront.

Within a year after the November 13, 1851 landing of the pioneers from the schooner Exact, the pioneer settlement of Seattle, Oregon Territory began to flourish at the location that the United States Exploring Expedition had previously named Piners Point on their 1841 chart of Elliott Bay. The place name Seattle was established by the summer of 1852 and first appeared in newspapers in September 1852. On page 1 of the September 18, 1852 issue of the Olympia, Oregon Territory newspaper, The Columbian (vol. 1, no. 2), a list of agents authorized to receive newspaper subscriptions for The Columbian included Chas. C. Terry & Co., New York, [later named Alki] and A. A. Denny, Seattle. On page 3 of the October 30, 1852 issue of The Columbian (vol. 1, no. 8), D. S. Maynard began advertising his store as the “Seattle Exchange” and as “now receiving, direct from London and New York via San Francisco, a general assortment of Dry Goods, Groceries, Hardware, Crockery, &c., suitable for the wants of immigrants just arriving.”

From Page 3 of Nov. 11, 1852 Daily Alta California Newspaper (Courtesy of California Digital Newspaper Collection).

On page 3 of the November 11, 1852 Daily Alta California newspaper the schooner Exact is listed, under the column heading “Vessels Advertised”, as “FOR SALE — The schooner EXACT, 114 tons Register, coppered and copper fastened, well found in sails, rigging, &c &c., and particularly adapted for the coasting trade. Apply to Captain Isaiah Folger, on board, a short distance North of Long Wharf, or to Moore & Folger, Battery St., between California and Pine Sts.” This same for sale advertisement ran in the newspaper for about eight weeks, into the first week of January 1853. The advertisement indicates that the schooner Exact had a tonnage of 114 tons register and was particularly adapted for the coasting trade. That advertised tonnage agrees with the 114²⁄95 tons register recorded on Certificate of Registration No. 250 on August 2, 1851 and on the Register of Entrances & Clearances of Vessels for the arrival of the schooner Exact at Olympia on November 15, 1851. At that time, in America, the calculated cubic feet of cargo room of a vessel was divided by 95 to determine the vessel's tonnage, which explains the denominator of the remainder fractional tonnage recorded on the certificate of registration and at Olympia. Information about how tonnage was measured back then is documented in United States Statutes at Large, Act of March 2, 1799, Chapter 22, Section 64. Coppered, as mentioned on the for sale advertisement, refers to copper sheathing that was used on the bottom of a wooden hull to protect the wood from marine borers and to prevent the hull from becoming “fouled” with barnacles and other marine organisms that increase drag and significantly decrease sailing speed. Also on the for sale advertisement, the San Francisco merchant shipping firm of Moore & Folger, then at 41 Battery Street, was owned by George Harris Moore and Francis B. Folger. Captain Isaiah Folger and Francis B. Folger were relatives from Nantucket, both being descendants of Nathan Folger of Nantucket. George Harris Moore was born on October 23, 1802 at Waterville, Maine and came to San Francisco during the California Gold Rush and first formed on April 2, 1850 with Francis B. Folger and Horatio Hill the consignment auction partnership of Moore, Folger & Hill. It's interesting to note that the schooner Exact set sail from Nantucket for San Francisco precisely one month after this business partnership was formed, although no business connection between Captain Isaiah Folger and his relative Francis B. Folger has yet been determined.

On page 3 of the November 13, 1852 issue of The Columbian (vol. 1, no. 10), issued precisely one year after the landing of the pioneers from the schooner Exact, Seattle was listed under the newspaper heading “Routes” in a list of distances between various named places between Portland and Victoria. In that list, distances were listed from Portland to Olympia by way of the Cowlitz Trail from Cowlitz Landing, where passengers, freight and mail were forwarded by batteaux and canoes on the Cowlitz River to and from the Columbia River at Monticello. Also in that list distances were listed from Portland to Olympia by way of the Strait of Juan de Fuca and Puget Sound. Early settlements listed in 1852 along the Strait of Juan de Fuca and Puget Sound were Victoria, New Dungeness, Penn's Cove [or Coveland], Port Townsend, Seattle, New York, Steilacoom, Nisqually and Olympia. It's amusing to see New York to Seattle having been listed in 1852 as five miles, but in that instance the distance was from the Alki landing site (New York) to Seattle. The monument at Alki Beach Park is even engraved in granite “New York—Alki” reflecting both the former and latter names of the place and the ambitions of pioneer Charles C. Terry who landed from the schooner Exact and started by that location the “New York Cash Store”, named after his home state and first advertised by that name on page 3 of the September 18, 1852 issue of The Columbian (vol. 1, no. 2).

For most of 1852 all of the Puget Sound country north to the border with British North America and all of the Olympic Peninsula was in Thurston County, Oregon Territory, until the Legislative Assembly of the Territory of Oregon on December 22, 1852 created King, Jefferson and Pierce counties. A couple weeks later, on January 6, 1853, the Legislative Assembly of the Territory of Oregon passed another act that located the county seat of King County at Seattle, on the donation land claim of David S. Maynard. That same day, the Legislative Assembly of the Territory of Oregon appointed Arthur A. Denny, John N. Low and Luther M. Collins to the Board of County Commissioners for King County. The Legislative Assembly of the Territory of Oregon also created Island County on January 6, 1853, with the county seat established at Coveland on the 320-acre donation land claim of Richard Hyatt Lansdale. That same day, the Legislative Assembly of the Territory of Oregon appointed schooner Exact passenger John Alexander Sr. (1805-1858) to the Board of County Commissioners for Island County along with Samuel D. Howe and John Crockett. The two-story wood frame building that served as the Island County Courthouse still exists, as a private residence, along Madrona Way at the head of Penn Cove and it marks the location of the early pioneer settlement of Coveland that was the original county seat. The building was constructed in 1855 as a general store and it also housed the first county offices, courthouse and post office. Also, about three miles to the southeast, the circa 1855 Alexander Blockhouse still exists in Coupeville on what was the 315-acre donation land claim of schooner Exact passenger John Alexander Sr. The Alexander Blockhouse is in about its original location, as shown on the 1909 Sanborn fire insurance map for Coupeville, although the blockhouse apparently was rotated towards NW Alexander Street during later restoration of the two-story hewn log fortification. The donation land claim of schooner Exact passenger John Alexander Sr., partially alongside that of Thomas Coupe, comprised much of what is now the western portion of Coupeville between Penn Cove and south to the 641-acre donation land claim of Isaac N. Ebey on Ebey's Prairie.

The pioneer settlements of Seattle and New York, named by September 1852, were first in Thurston County, Oregon Territory and then briefly for over a couple of months Seattle and New York were in King County, Oregon Territory, before Congress on March 2, 1853 created the Territory of Washington under the Organic Act of 1853. The pioneer settlement of New York was renamed Alki in 1853 as noted in the June 4, 1853 issue of The Columbian (vol. 1, no. 39). On page 2 it says “Our enterprising friend C. C. Terry, Esq. has made an excellent change of name for his flourishing town at the entrance of Duwamish Bay [aka Elliott Bay], hitherto called New York. It is henceforth to be known by the name of ‘Alki.’… The interpretation of the word Alki being ‘by-and-by, in a little while, or hereafter,’ we must approve its application to a growing and hopeful place.” Alki also later appeared as a motto on the Washington territorial seal, which was designed by Lieutenant Johnson Kelly Duncan while assigned as army topographer and draftsman for Captain George B. McClellan during the Pacific Railroad Surveys. The early development of both Seattle and Alki were noted in the August 20, 1853 issue of The Columbian (vol. 1, no. 50). On page 2 it says “Seattle is thriving. All the accounts that we receive from thence tell us of new buildings and other improvements. Yesler's steam saw mill is working finely. Alki is full of vigor and go-aheaditiveness. Her commerce is increasing, and her men of business are doing well. Renton's steam saw mill [started at Alki by Captain William Renton and Charles C. Terry] will be in operation in a few days. The enterprising inhabitants of these two places, near together as they are, seem determined that their full, high and important destiny shall be achieved as speedily as possible.”

The schooner Exact had been sold by February 1853, since the Index to the Certificates of Enrollment Issued at San Francisco, 1850-77 indicates that on February 20, 1853 a new Certificate of Enrollment was issued for the schooner Exact and the managing owner listed in that index changed then from Isaiah Folger to Charles L. Heiser. Apparently around that time Captain Isaiah Folger returned to his hometown of Nantucket, where according to the 1855 Massachusetts State Census he went to work as a grocer in his later years. According to the Indexes to Certificates of Registration and Enrollment, the schooner Exact was sold several more times and was found mentioned several more times in newspapers from the next few years, with several different captains. For example, on page 2 of the March 6, 1855 Daily Alta California newspaper, listed under the subheading “Cleared” in the “Shipping Intelligence” column, is a record of the schooner Exact, under the command of Captain [Henry B.] Congdon, having cleared on March 5 the Port of San Francisco bound for Shoalwater Bay with “F.P. Green” listed as the consignee. On page 2 of the April 3, 1855 Daily Alta California newspaper, listed under the subheading “Arrived” in the “Shipping Intelligence” column, is a record of the schooner Exact having arrived under the command of Captain Congdon on April 2 at San Francisco, 8 days from Shoalwater Bay, with 4000 baskets of oysters going to Captain Russell. A few years later on page 2 of the February 12, 1859 Los Angeles Star newspaper, listed under the subheading “Arrivals” in the “Port of San Pedro” column, is a record of the schooner Exact having arrived under the command of Captain Williams on January 17 at San Pedro from Santa Cruz. Also listed under the subheading “Sailed” in the same newspaper column, is a record of the schooner Exact having sailed under the command of Captain Williams on January 26 from the Port of San Pedro for San Francisco.

On page 2 of the March 29, 1859 Sacramento Daily Union newspaper, under the heading “By Telegraph to the Union”, a subheading reveals “The Schooner Exact Wrecked.” The article, dated “San Francisco, March 28th”, goes on to say “The schooner Exact, [Capt. James J.] Higgins, from this port, was driven ashore at Crescent City in a southwest gale on the 21st of March. She is a total loss. After taking on board three hundred barrels of salmon and ten tons of potatoes, and was ready for sea [destined for San Francisco], the wind coming on to blow from the southwest, with a bad sea running into the open harbor, it was impossible to beat her out. She then lay to two heavy anchors with ninety fathoms chain out until Monday, at 6 A.M., when the wind having increased to a gale, with heavy breakers on all sides of the vessel, she parted both chains and drove ashore. Captain Higgins raised a signal of distress, at which the Crescent City boatmen boldly ventured out through the surf and rescued the crew and passengers. The schooner soon heeled on her beam ends, and in two hours went to pieces.” Also, an article in the April 2, 1859 Humboldt Times further explains that the cargo of salmon and potatoes had been taken on board and it had been intended to complete the cargo with lumber from the port when the storm hit. That article says that only 12 or 15 barrels of salmon were saved and that the schooner Exact was a total loss.

So within thirty years of having been built, in which time having sailed the Connecticut River and at sea off the East Coast and all the way around South America and then as far north as Russian America, which is now Alaska, the schooner Exact met its end in a change of seasons the first spring morning of 1859 off Crescent City, California. Thus ends this quest in search of the schooner Exact information in old newspaper and other records of the day, illuminating a few more details lost in the foggy mists of time. The approximate shipwreck latitude / longitude location is 41.74722222,-124.1883333

From Page 3 of May 17, 1855 Daily Alta California Newspaper (Courtesy of California Digital Newspaper Collection).

The following list of vessel documents issued at San Francisco for the schooner Exact is extracted from the Indexes to Certificates of Registration and Enrollment Issued for Merchant Vessels at San Francisco, California, 1850-1877. Listed are the certificate numbers, the managing owner's name at the time issued and the date of registration or enrollment. The tonnage of the schooner Exact is listed in the indexes as 114²⁄95 tons for the two certificates of registration and for each of the eleven certificates of enrollment.

Vessel documents issued at San Francisco for the schooner Exact:

Certificate of Registration No. 250 to Isaiah Folger on August 2, 1851; Certificate of Enrollment No. 191 to Isaiah Folger on July 12, 1852; Certificate of Enrollment No. 55 to Charles L. Heiser on February 20, 1853; Certificate of Enrollment No. 398 to Edwin Hall on December 15, 1853; Certificate of Enrollment No. 226 to George Swift on July 5, 1854; Certificate of Enrollment No. 323 to Henry B. Congdon on September 22, 1854; Certificate of Registration No. 131 to J. H. Fish on December 2, 1854; Certificate of Enrollment No. 63 to Henry B. Congdon on March 2, 1855; Certificate of Enrollment No. 207 to James Williams on August 28, 1856; Certificate of Enrollment No. 16 to James Williams on January 14, 1857; Certificate of Enrollment No. 165 to C. P. Williams on December 31, 1857; Certificate of Enrollment No. 256 to C.P. Williams on March 19, 1858; Certificate of Enrollment No. 231 to Robert Mayers on February 5, 1859; Certificate of Enrollment No. 231 Surrendered on April 6, 1859, vessel lost at Crescent City Bay, March 21, 1859.

Fair winds and smooth sailing!

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Andrew Craig Magnuson
Forks, Washington
July 20, 2014

Revised December 15, 2014