American Revenue Cutter Service Ensign Belonging To Capt. W. H. Bagley

About the Item

AMERICAN REVENUE CUTTER SERVICE ENSIGN BELONGING TO CAPTAIN WILLIAM HENRY BAGLEY (b. 1838, DURHAM, MAINE), A RARE AND FANTASTICALLY VISUAL EXAMPLE, MADE CA 1870-80: United States Revenue Cutter Service ensign, made ca 1870, with a canton bearing 13 stars in an arch above a blue eagle, with a patriotic shield upon its breast, and a field of 16 red and white pales (vertical bars). The flag has specific history to Captain William Henry Bagley (b. Jan. 28, 1838, Durham, ME), who married Laura Barnes (b. May 14th, 1843), the youngest of 10 children of another ship captain, William Barnes (b. 1797, Berwick, ME). The flag was found with numerous effects belonging to Barnes, including an oil-on-canvas portrait of him, a painting of one of his ships, the Wabash, and a lap desk full of log books and extensive papers and history regarding himself and his family. According to a newspaper article among the family affects, Captain William Bagley and his wife went down in a ship bound from Manila to San Francisco in 1884. The canton and pales (vertical bars) of the flag are made of wool bunting. The eagle and stars are made of merino wool. The red bends (diagonal bars) on the patriotic shield are made of cotton. There is a sailcloth canvas binding along the hoist with 2 brass grommets, along which “W.H. Bagley” was inscribed with a dip pen. It was typical to mark flags in this fashion to indicate ownership. The eye of the eagle is made of cotton, hand-appliquéd, and has a pupil that was hand-embroidered with dark brown or black thread (now slightly faded). The stars of the flag are hand-sewn and single-appliquéd, meaning that they were applied to one side, then a cutout was made on the reverse and the surrounding fabric under-hemmed, so that they could be viewed on both sides. The profile of the eagle, olive branch and arrows were also single-appliquéd using a combination of hand and treadle stitching. The pales, canton, and sleeve were pieced with treadle stitching. This stunning design was adopted by an act of Congress in 1799 for use on Revenue Cutter ships. At this time there were 16 states in the Union and for this reason Revenue Cutter Service flags typically have 16 “stripes”. There may have been 16 blue stars on the earliest Revenue Cutter Service flags, set in an unspecified pattern around a large eagle on a white canton. Sadly, no original survives. Some early illustrations show 15 stars with a complement of 16 stripes. 15 was the official star count on the American national flag from 1795 until 1818 and so was appropriate in that respect, though it is very interesting to see the latter combination of 15 and 16. Among the tiny number of examples of actual flags of the Revenue Cutter Service that survive to the present day, all bear 13 stars and 16 stripes, save one that has 13 stars and 13 stripes, and another that bears 13 stars and 17 stripes. The latter two flags probably represent errors in the design. 13 stripes were probably chosen because there were 13 stripes on the American national flag, and the maker was perhaps unaware of the difference, while 17 stripes was perhaps selected because it seemed illogical to start the flag on a red stripe and end on white. And additional red would have visually balanced the field in a predictable manner. Note that this particular eagle has a fantastic profile with great folk art qualities and a keenly early design. Eagles of the late 19th century seldom take this form. With an elongated breadth to fill the horizontal canton and a turkey-style head, the graphic impact has exceptional value in the world of Americana. Since eagles are both very desirable and rare on early American flags of all kinds, and because the RCS design is so visually arresting and different, this is a masterpiece level example for the collector community. And the fact that the object has known family history lends additional interest. Several documents and images accompany the flag. These include: (1) A tintype of Joseph Bagley of Berwick, ME (William’s father). (2) A tintype of a woman believed to be Laura Barnes Bagley. (3) A map with hand-drawn notations by Bagley, detailing routes he took between 1879 and 1883, traveling between the U.S., Ireland, the U.K. and San Francisco on the ship Levi C. Wade, by way of Cape Horn. [He went down in a ship the following year, 1884.] (4) A copy of the “Siam Daily Advertiser,” published in Bancock on Sunday, Sept. 19th, 1880, noting that the Levi C. Wade was had arrived on September 2nd, with William Bagley as captain. (5) A copy of the “General Directions To All Masters of Ships Trading to Cronstadt [Trinadad]” published in 1871, with hand-written notes on the cover. (6) A copy of “The Chine Mail,” published on April 12th, 1884, noting that the Levi C. Wade had arrived in “Hongkong Harbour” on April 9th, with William Bagley as captain [the same year he went down at sea]. (7) Modern photographic images of the portrait of Captain Barnes and the portrait of his ship. Brief History of the “Revenue Marine” or Revenue Cutter Service: The Revenue Cutter Service was founded in 1790 by U.S. Treasury Secretary Alexander Hamilton, through an act of the United States Congress. Its job was to protect merchant ships in and around major ports. Such measures ensured the safe transport of goods with regard to looting and piracy, and also oversaw that proper tariffs were collected on trade goods. Because there was no income tax, this was an extremely important function for the U.S. Treasury. Following the Revolutionary War, America had no navy. Vast debt incurred to fund the war was partially repaid by the sale of all remaining warships, and the most significant source of government revenue was taxes collected on import goods. 10 ships were ordered by the "Revenue Marine", as it was originally called, and distributed among various ports. And while the U.S. Treasury held the overall umbrella for the Revenue Marine, the captain of each ship was directly responsible to the customs collector in whatever port the ship sailed from. Captains had wide-ranging authority to do what they saw fit to keep order, and could board and search any vessel whether docked or at sea. From 1790 until the U.S. Navy reformed in 1798, the Revenue Marine cutters were the only armed American ships in government service. Afterwards they fought alongside the Navy and have since participated in every major U.S. seafaring conflict. The mission, general orders, and organization of Revenue Marine was reformed and revised a couple of times during the 19th century. First by default, and later by revised general orders, one of its functions became the rescue of ships in distress. In 1894, the name was formally changed to the Revenue Cutter Service and this is the term most widely used today by historians and collectors of related artifacts. In 1915 The RCS merged with the U.S. Lifesaving Service to form the U.S. Coast Guard. As of this date it was no longer responsible to the U.S. Treasury, but instead became a branch of the U.S. Armed Forces under the War Department and responsible to the president. Today it falls under the Department of Homeland Security in times of peace, but at times of war its direction can be transferred by the president to the U.S. Navy. Mounting: The flag was stitched to 100% silk organza for support on every linear seam and through some of the elements of the canton. Then flag was then hand-sewn to a 100% wool background, black in color, which was washed to reduce excess dye. An acid-free agent was added to the wash to further set the dye and the fabric was heat-treated for the same purpose. The mount was then placed in a black-painted, hand-gilded and distressed Italian molding. The glazing is U.V. protective acrylic. Condition: There is very minor mothing. The overall condition is outstanding for a wool flag of this period. Additional Information on the Bagley and Barnes Families: The Maine Maritime Museum holds records of the Barnes, Bagley, and Preble Families dating between 1811 and 1939. Following are the Scope and Contents: Series I: Bagley Family Papers The Bagley Family papers are comprised mainly of the papers of Captain William Bagley. These papers include the logbook from the Levi C. Wade (ship), an account book, insurance papers, and the journal of Laura Barnes Bagley, Captain Bagley’s wife, during her voyage in 1880. There are no personal correspondence included in this series. The Bagley series is also comprised of the financial correspondence o f Sarah Bagley Wright. These papers include receipts of stock sales and correspondence with banks and investment firms. Series II: Barnes Family Papers The majority of the Barnes family papers are the papers of William Barnes. They include his personal correspondence, the personal correspondence to his wife, his ship’s papers, his ship’s account books, and newspaper clippings. There are no logbooks in this series. Series III: Preble Family Papers The Preble family papers series consists of six land deeds from the early nineteenth century in Woolwich, ME.Description of the Papers The collection consists of shipping and financial related correspondence regarding the Bagley, Barnes, and Preble families. There are insurance papers, shipping instructions, logbooks, and detailed accounting books. The collection also has a number of personal letters. Box 1 Folder 1 contains the shipboard journal (L-16) of Laura M. Bagley during a voyage of the Levi C. Wade (ship) in 1880. It spans the length of the entire journey. The journal is noteworthy because it was kept by a woman aboard a vessel but also because it was kept consistently. The detail of life aboard as a passenger fills the gap left by journals of seamen on passages. Folder 2 contains the first half of a logbook from the Levi C. Wade (ship). It begins in 1878 and ends in 1879. The second half of the log is in folder 3, spanning the years 1879-1881. The log contains information on the weather, ports of call, health aboard the ship, and general information about the travels of the Levi C. Wade (ship). Folder 4 contains an account book from the Levi C. Wade (ship). The book includes entries on the wages of the crew. There are minute details in this book such as the deduction from final pay for tobacco or cash advances given to the crew when they were in port. This means that there is a detailed listing of the pay but also of the crew. Folder 5 contains the insurance papers for the Levi C. Wade (ship). These begin in 1881 and continue until 1887. The Levi C. Wade (ship) was lost in 1884 making the last of these papers about recovering the money for the loss. The papers also appraise the value of the Bagley estate after the death of Captain Bagley in 1884. Folder 6 is the life insurance claims of Laura and William Bagley after their deaths, 1885. These are the two policies which include the settlements made by the insurance companies following the deaths of both William and Laura Bagley. Folder 7 contains an account book for the St. Cloud (bark) which was captained by William Bagley. The record goes from 1875-1877. After these years it is clear that another member of the family used the account book to keep securities accounts in. This second use of the book goes from 1921 to 1949. Folder 8 contains thirty-one letters and receipts relating to the buying and selling of securities for Sarah Bagley Wright. Folder 9 contains the personal correspondence to William Barnes. Two of the letters are from his children. In one letter William Barnes’ daughter, Mary, is begging to be allowed to leave the female seminary she is attending. The second letter to William Barnes was from his daughter Mary. She writes the letter because her mother, having given birth the day before and being bled, was not feeling up to it. Folder 10 is the personal correspondence to Mrs. Sarah Barnes. The dates of the correspondence range from 1829 to 1852. There is a letter regarding a business transaction involving wool. There is a letter from her husband, William, letting her know that he reached port safely. Like the letters to her husband there is also a letter from her daughter asking to be allowed to leave the female seminary. In Mrs. Barnes personal correspondence, however, there is a second letter from the same daughter. This letter is addressed to Mrs. Barnes as well as another sister. In the file is a letter, dated April 20, 1851, telling Mrs. Barnes that her son had died. Folder 11 is the folder containing nine sight drafts for William Barnes. These drafts are from banks for payment of freight. They range in date from 1834-1844. Folder 12 contains various personal bills incurred by William Barnes. These start in 1828 and continue until 1852. There are twenty bills in this folder, for items like tuition, plates, hauling fees, and tea and coffee. Box 2 Folder 1 contains bills of lading (1824-1845) for the Volt (brig), Norway (ship), Angolan (brig), and the Bordeaux (brig). These documents verify the condition and packing of the shipment, and tell exactly what the vessels were carrying. Folder 2 contains government documents, pertaining to ships captained by William Barnes. The first is for the John (schooner, 1835). The document makes William Barnes, Master Mariner, the representative for the men attempting to sell their vessel. The second document (November 7, 1854) makes William Barnes one-fourth owner of the John (schooner). The third document is a customs document, in Dutch(?), regarding the Harriet (brig) The fourth document is a customs document, in French, that totals the charges the Sarah (bark) accumulated while in Guadeloupe. Folder 3 contains the personal correspondence to Captain William Barnes. The letters range from 1829-1845. The letter dated June 12, 1829 is from Elijah Dickinson in Wilmington, North Carolina. The second letter, dated July 8, 1831 is a letter in which Parker Cobb is giving William Barnes detailed instructions on his next voyage aboard the Liberator (schooner). The next letter, dated November 18, 1839, is concerning Barnes’ refusal to buy the Angeline (brig). The last group of letters contained in this file are letters from Magoun and Clapp, the owners of the vessels, giving instructions to Captain Barnes on what to buy and where to go to sell it. Folder 4 contains shipping articles. It also contains two protests filed in Havana and New Bedford. The protests involve the brig Angeline. Folder 5 contains the bill of health for the brig Antioch, 1838. It was inspected in Havana. Folder 6 contains an account book of William Barnes. It includes the years 1825-1840. It has financial accounts of vessels including Angeline (brig) and Harriet (brig). Folder 7 is the second account book of William Barnes. It contains his personal accounts from 1854-1861. After this the book was used again, by a different member of the Barnes family, from 1884 to 1917. Folder 8 contains two newspaper clippings. Both the clippings are accounts of William Barnes’ recollections of the U.S.S. Enterprise and her battle with the H.M.S. Boxer off the Maine coast in 1813. They are dated 1878. Folder 9 contains two clippings from Bickerstaff’s General Almanac, 1792, of tidal and moon charts. There are six pages in all, two leaves with four pages printed on each side. Frame Size (H x L): 53.75" x 81.25" Flag Size (H x L): 42.5" x 70.5"

Dimensions:
Height: 53.75 in (136.53 cm)Width: 81.25 in (206.38 cm)Depth: 2.5 in (6.35 cm)
Place of Origin:
United States
Period:
1870-1879
Date of Manufacture:
1870-1880
Condition:
See Item Description.
Seller Location:
York County, PA
Reference Number:
Seller: ofj-8051stDibs: LU84973675132

$550 Sale Price / item

70% Off

H 75 in W 5 in D 10 in

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