One of the most striking figureheads was the tall square-built sailor, with dark curly hair and bronzed clean-shaven face, who stood at the bow of the Champion of the Seas. A black belt with a massive brass buckle supported his white trousers, which were as tight about the hips as the skin of an eel, and had wide, bell-shaped bottoms that almost hid his black polished pumps. He wore a loose-fitting blue-and-white-checked shirt, with wide, rolling collar, and black neck handkerchief of ample size, tied in the most rakish of square knots with long flowing ends. But perhaps the most impressive of this mariner’s togs were his dark-blue jacket, and the shiny tarpaulin hat which he waved aloft in the grip of his brawny, tattooed right hand. The only exception that one could possibly take to this stalwart sailorman was that his living prototype was likely to be met with so very seldom in real life. There were many other figureheads that might be mentioned, but these are best remembered.
In those days New York was one of the most beautiful and picturesque seaports of the world; the water-front was lined with majestic clippers, stately Indiamen, and noble packet ships, their American ensigns and well-known house flags of many brilliant colors floating in the breeze.[13] The view and skyline of the port from the harbor were very beautiful; Battery Park with its fine lawns and trees in the foreground, the graceful spire of Trinity Church forming a prominent landmark, while clustered on every side were the modest yet dignified and substantial residences, gardens, and warehouses of the merchants, with a quiet, refined atmosphere of prosperity and contentment, long since departed.
The New York pilot-boats were remarkably fast and able schooners of from 80 to 90 tons, which cruised to the eastward as far as the Grand Banks, with a hand in the crow’s nest on the lookout for the packets and steamships bound for New York. Among these stanch little vessels were the Washington, Ezra Nye, George W. Blunt, William H. Aspinwall, Mary Taylor, Moses E. Grinnell, Charles H. Marshall, Mary Fish, George Steers, and Jacob Bell. The New York pilots themselves were a very superior class of men, who always wore beaver hats when boarding a vessel, and owned their boats, and it was regarded as a compliment and an honor for a citizen of New York to have one of their vessels named for him.
Of the men who commanded the American clipper ships, it may be said that they carried the ensign of the United States to every quarter of the globe, with honor to their country and themselves. They were not, however, all cast in the same mould. Each had his strongly marked individual traits of character, and his human weaknesses. Nothing could be more remote from the truth than to imagine these men as blustering bullies at sea or rollicking shell-backs on shore; neither were they Chesterfields or carpet knights, afloat or ashore, nor at all the type of skipper that one is apt to meet in works of fiction. Many of them might easily have been mistaken for prosperous merchants or professional men, until a more intimate acquaintance disclosed the aura of salted winds and surging seas, and a world-wide knowledge of men and cities. These were the qualities which made so many of these master mariners delightful companions and welcome guests at the firesides of refined and luxurious homes, whose doors could not be opened by golden keys. It may well be doubted whether braver, truer-hearted gentlemen or finer seamen than many of the American clipper ship captains of half a century ago have ever sailed the seas.
Many of the clipper ship captains were accompanied on their voyages by their wives, whose influence at sea was humanizing, while their companionship was a comfort and solace to their husbands. In foreign ports, especially in China and India, they were made much of. The merchants vied with each other to render their visits enjoyable, and nothing in the way of lavish entertainment or costly gift was regarded as too good for them. Mrs. Babcock, of the Sword-Fish and Young America; Mrs. Low, of the N. B. Palmer; Mrs. Very, of the Hurricane; Mrs. Creecy, of the Flying Cloud, and Mrs. Andrews, of the Red Gauntlet, were veritable sea belles, while Mrs. Patten of the Neptune’s Car proved herself a true heroine.
The Neptune’s Car sailed from New York for San Francisco in June, 1856, and before she reached Cape Horn, Captain Patten was compelled to put his chief officer under arrest on account of incompetence and neglect of duty. That winter off Cape Horn was unusually cold and stormy, and the exposure and fatigue which Captain Patten was obliged to endure brought on an attack of brain fever which soon resulted in his becoming entirely blind. The second mate was a good seaman but knew nothing about navigation. Mrs. Patten at that time was not more than twenty-four years old, but she had acquired a thorough knowledge of navigation upon a previous voyage with her husband round the globe, and she at once assumed command of the ship. For 52 days she navigated this heavily masted clipper of over 1600 tons, taking her safely into the harbor of San Francisco, besides acting as nurse and physician to her husband and keeping him alive by constant care and watchfulness. The chief mate asked to return to duty, but Mrs. Patten declined his aid, as she had no faith in his ability or loyalty, and preferred to trust the faithful though illiterate second mate.
Captain Patten never recovered his health and died at Boston on July 26, 1857, in his thirty-sixth year. His funeral took place at Christ Church in that city, with the colors of the shipping in the harbor at half mast, and the bells of the church tolling in his honor. Captain Joshua A. Patten was born in Rockland, Maine, and had followed the sea from boyhood. He was a prominent Mason, and for several years had been a member of Christ Church. Mrs. Mary Patten was a beautiful woman of the finest New England type, with a refined, gentle voice and manner. While not active in the then newly-organized women’s rights movement, she was unwillingly made to appear as the star example of woman’s ability to compete successfully in the pursuits and avocations of man.
CHAPTER XX
THE GREATNESS AND THE DECLINE OF THE AMERICAN MERCHANT MARINE
THE year 1851 is memorable in our maritime annals, because at that time the United States was at the zenith of her power upon the ocean, and had completely outstripped her rival Great Britain in the efficiency and extent of her oversea carrying trade. It is true that the total tonnage of merchant shipping owned in the United States in this year, including steam, was only 3,718,640 tons, against 4,332,085 owned by the British Empire with all its dependencies; but these figures, like many statistics of this nature, are somewhat misleading. The primary reason for the existence of a merchant ship is, of course, her ability to pay her way and earn money for her owners. When a ship ceases to be able to do this, the sooner she is converted into a hulk or broken up, the better. So the true measure of a nation’s merchant marine is its earning capacity, not merely the number or tonnage of its ships; and judged by this standard, the merchant marine of the United States was at this time far in advance of the merchant shipping of the whole British Empire.
In the first place, the merchant ships of the British Empire were of such massive construction that they could not carry at the very most more than ninety per cent. of the cargo carried by ships of similar tonnage owned in the United States; then in the matter of speed, an American merchantman would make five voyages while a British ship was making four of equal length; and as to freights, the American ships had the splendid rates to San Francisco all to themselves, while from China to England the rates of freight were quite double in their favor, as compared with British ships.