SHOWING DIFFERENCE BETWEEN THE LINES OF THE OLD SHIPS AND THE NEW CLIPPERS.
The last great ship designed and built by Mr. McKay was the Glory of the Seas, of 2009 tons. She was a combination of the clipper and the New York packet-ship, designed to carry a large cargo, to sail fast, and to work like a pilot-boat. She was 240 feet 2 inches long, had 44 feet extreme breadth of beam, and was 28 feet deep, with three decks. Captain Tom Chatfield, who commanded her several voyages, speaks of her as the grandest vessel he ever knew. She is still afloat, and hails from San Francisco. At one time she was owned by J. Henry Sears & Co., well known as eminent merchants of Boston.
Captain Waterman, in command of the clipper-ship Sea Witch, made some of the quickest passages on record between New York and China. His last command afloat was in the ship Challenge, which he took from New York to San Francisco. Captain Philip Dumaresq, of Boston, who last sailed in the ship Florence in the China trade with New York, ranked high during his whole service afloat. At sea he never took his clothes off to turn in at night, that he might always be on hand to spring on deck. The quickest passage on record from Shanghai (China) to New York was made in the ship Swordfish by Captain Crocker. Though becalmed a week on the equator, he made the run in 84 days, and beat the overland mail from India a week. It was stated in a San Francisco paper that the Young America made the passage from New York in less time than the Flying Cloud, but it was not confirmed. One hundred days was considered quick time for an outward passage. The ship Northern Light made the passage from San Francisco to Boston in 76 days. She was in ballast, and had fair winds all the way.
To show the rapidity with which clippers were built, the ship John Bertram, of 1080 tons, was launched six weeks from the time her keel was laid, and in two weeks more was on her way from Boston for San Francisco with 1500 tons of cargo on board. When she was launched, her builder, Mr. Robert E. Jackson, fell overboard; her owner, Captain William T. Glidden, plunged after him, without even taking off his coat, and saved him. Old sailors predicted that she would be unlucky, yet she kept afloat thirty years afterward, and cleared her original cost a dozen times.
A CLIPPER-BRIGANTINE.
In 1855 there were 268 ships of an average of 1200 tons each under our flag, and most of them were clippers. In addition to these there were many barks, brigs, and schooners remarkable for beauty of model and famous for speed. From 1849 to the breaking out of the civil war we had the cream of the carrying trade of the world. After that our shipping declined rapidly; many of our famous clippers were sold to avoid capture. Steam navigation has superseded sails in the China and Mediterranean trade, and to-day there are not a dozen clipper-ships left under our flag.
When gold was discovered in Australia, the British purchased many of our fine clippers, which were very successful in their passages. The emigrants from British ports soon preferred them to their own vessels, on account of their spacious between-decks and high rate of speed. We also shared largely in the trade, and for several years kept regular lines of swift ships, laden with American goods, which found a ready market in Melbourne. After the adaptation of iron to ship-building, the British copied our clipper lines for most of their new sailing-vessels, and now compete successfully with us in carrying heavy cargoes. Iron ships have the preference in carrying grain from San Francisco to Europe.
In 1813 a vessel from China received a pilot off Cape Cod in a fog, and kept close inshore to avoid two British frigates which were in the bay. When off Plymouth the fog lifted and revealed the frigates about two miles distant, which instantly made all sail in chase. It was only half-flood, and the pilot was afraid that there was not water enough to run in; but he took the chances and succeeded, though both vessels opened fire upon him. Fortunately there was a company of militia on hand with a field-piece, which protected the ship against the boats that were despatched to cut her out. All the men of the place turned out and soon landed her cargo, composed of teas and silks, and then stripped the ship to her lower masts, apprehensive that the boats might make a night attack on her. But they did not.
William Gray, a rich ship-owner, had a clipper-bark which had been knocking about in the West Indies in search of freight. A vessel laden with sugar put into St. Thomas in distress, and sold her cargo, which the American purchased as a venture. She ran the blockade, and Mr. Gray was the first to board her. "Captain," he said, nervously, "I see you're very deep; what have you got in?" "Sugar," was the brief reply, "purchased on the ship's account." He felt that he had made no mistake, especially as Mr. Gray threw his hat in the air before he responded. Picking up his hat, Mr. Gray faced the Captain with a pleasant smile, and said, "It's just our luck, Captain; you have not only saved your ship, but this day there are not fifty boxes of sugar in all Boston, and prices are sky-high."