The Dreadnought was a strikingly handsome and well-designed, though by no means a sharp ship. Her masts, yards, sails, ironwork, blocks, and standing and running rigging were of the best material and were always carefully looked after. She was a ship that would stand almost any amount of driving in heavy weather, and her fast passages were in a measure due to this excellent quality, though mainly to the unceasing vigilance and splendid seamanship of her commander. She was wrecked in 1869 while under the command of Captain P. N. Mayhew; her crew were rescued after being adrift fourteen days in the boats, but the noble old packet ship went to pieces among the rugged cliffs and crags and roaring breakers of Cape Horn.
CHAPTER XVI
AMERICAN CLIPPERS OF 1854 AND 1855
DURING the year 1854 no less than twenty passages were made from Atlantic ports to San Francisco in 110 days or less. The Flying Cloud repeated her famous record passage of 89 days, and was followed by the Romance of the Seas, 96 days; Witchcraft, 97 days; David Brown, 98 days, and Hurricane, 99 days. The abstract log of the Flying Cloud is as follows:
| Sandy Hook to the equator | 17 | days. |
| Equator to 50° South | 25 | “ |
| From 50° South in the Atlantic to 50° South in the Pacific | 12 | “ |
| To the equator | 20 | “ |
| To San Francisco | 15 | “ |
| Total | 89 | “ |
On this passage the Flying Cloud gave a fine example of her sailing qualities. She sailed eight days after the Archer, also an exceedingly fast ship, and led her into San Francisco by nine days. Captain Creesy received a grand ovation on this, his second record passage, and the merchants of San Francisco, always generous and hospitable, vied with each other to do him honor. Upon his return to New York, a banquet was given him at the Astor House, then the finest hotel in the city, and a splendid service of silver plate was presented to him by the New York and Boston Marine Underwriters.
The Romance of the Seas sailed from Boston two days after the David Brown, commanded by Captain George Brewster, of Stonington, had passed out by Sandy Hook, but came up with her off the coast of Brazil. From this point they were frequently in company for days together, finally passing through the Golden Gate side by side, March 23, 1854. After discharging their cargoes, they again passed out of the Golden Gate together, this time bound for Hong-kong, and while they were not in company during this passage of 45 days, they anchored in Hong-kong harbor on the same day and almost at the same hour. The log of the Romance of the Seas records that skysails and royal studdingsails were set just outside the Golden Gate and were not taken in during the passage until entering the harbor of Hong-kong.
It is difficult to realize the intense interest with which these clipper ship races were regarded in those days; and it is doubtful whether at the present day any branch of sport inspires so much wholesome, intelligent enthusiasm as did these splendid ocean matches of the old clippers.
In this year a change came over the California trade. The wild rush to the mines had subsided, and the markets of San Francisco, while not over-stocked, were so sufficiently and regularly supplied as to render great speed in the transportation of merchandise unnecessary; the rates of freight had therefore declined, but were still good. Twenty ships, the last of the extreme clippers, were built in 1854 for the California trade, including some which became celebrated, such as the Canvasback, Fleetwing, Grace Darling, Harvey Birch, Nabob, Nonpareil, Ocean Telegraph, Rattler, Robin Hood, and Sierra Nevada; but we miss from among the ship-builders of this year the names of Donald McKay, William H. Webb, Samuel Hall, Jacob A. Westervelt, and George Raynes, none of whom brought out California clippers.
Although no more extreme clippers were built for the California trade after 1854, a fine class of ships, known as medium clippers, was constructed, some of which proved exceedingly fast, and remarkable passages continued to be made. Many of these medium clippers would be considered very sharp and heavily sparred vessels at the present time.
The Sunny South, of 703 tons register, was one of the prettiest clippers ever launched at New York, and was the only sailing ship built by George Steers, the designer of the yacht America, steam frigate Niagara, and Collins Line steamship Adriatic. She was built for the China trade, was launched at Williamsburg, September 7, 1854; was owned by Napier, Johnson & Co., and was commanded by Captain Michael Gregory. It is a singular fact that while this ship was well known to possess great speed when in company with other clippers, yet she never made a passage worthy of being recorded, and was not a very successful ship financially; although the product of the skill of a designer, who, dying in early manhood, left a name so interwoven with his country’s triumphs upon the sea that it can never be forgotten.