A FRENCH FRIGATE OF THE EIGHTEENTH CENTURY
From Winsor's America
The first attempt in the English colonies to trade with Canada by way of the open sea was made in 1658, when Captain John Perel sailed from New York for Quebec in the French barque St Jean, and was wrecked on Anticosti, with the total loss of a cargo of sugar and tobacco. The sloop Mary managed to reach Quebec in 1701 with a miscellaneous cargo, containing, among many other items, '166 cheses, 20+81+101 Rols of tobacko, 2 hogheds of botls marckt SR, 70 bunches of arthen waire pots, 8 barels of beaire, 19 caskes of schotte.' Her return cargo included '14 barels of brandy, 4 hogsds of Claret, 2 bondles of syle skins, etc.' She was wrecked before she reached home, but most of her cargo was saved. Her owner, Samuel Vetch, the son of a 'Godly Minister and Glorifier of God in the Grass Market' in Edinburgh, was a great local character in New York. Four years after this voyage he was sent to Quebec to arrange a truce between New France and New England. But his return was as unlucky as that of his sloop Mary, for he was arrested and fined £200 on a charge of having traded with his own country's official enemies.
The fashion in ships changed very slowly. As we have seen, what may be called the ancient period of sailing ships closed about the time Jacques Cartier appeared in Canada. When the fore-and-aft-trimmed sails were invented in 1539, the modern age began. This has three distinctive eras of its own. The first lasted for about a century after the time of Jacques Cartier; and its chief work was to free itself of ancient and mediaeval limitations.
The second, or central, modern era lasted twice as long, from the middle of the seventeenth century to the middle of the nineteenth. It thus covered one century under the Fleurs-de-lis in Canada and another under the Union Jack. It also exactly corresponded with the long era of the famous British navigation laws, of which more will presently be heard. During this period sails were improved in size, cut, and setting. The changes can be described only in technical language. Jibs became universal, adding greatly to handiness in general and the power of tacking in particular. Four sails were used on a mast—main, top, topgallant, and royal. Naval architecture was greatly improved, especially by the French. But this improvement did not extend to giving the hull anything like its most suitable shape. The Vikings were still unbeaten in this respect. Even the best foreign three-deckers were rather lumbering craft.
The third era began with the introduction of the clippers about 1840, and will not end till deep-sea sailing craft cease to be a factor in the world's work altogether. It was in this present era, when steamers were gaining their now unquestioned victory, and not during previous eras, when steam was completely unknown, that sailing craft reached their highest development. Sails increased to eight on the mainmast of a full-rigged ship, and they were better cut and set than ever before. Yachts and merchantmen cannot be fairly compared in the matter of their sails. But it is worth noting that the old 'white-winged days' never had any sort of canvas worth comparing with a British yachting 'Lapthorn' or a Yankee yachting 'Sawyer' of our own time. Hulls, too, have improved far beyond those of the old three-decker age, beyond even the best of the Vikings'.
Such broad divisions into eras of shipbuilding are, of course, only to be taken as marking world-wide nautical advances in the largest possible sense. One epoch often overlaps another and begins or ends at different times in different countries. A strangely interesting survival of an earlier age is still to be seen along the Labrador, in the little Welsh and Devonshire brigs, brigantines, and topsail schooners which freight fish east away to Europe. These vessels make an annual round: in March to Spain for salt; by June along the Labrador; in September to the Mediterranean with their fish; and in December home again for Christmas. They are excellently handled wherever they go; and no wonder, as every man aboard of them is a sailor born and bred.
[1] The nautical history of New France is all parts and no whole; brilliant ideas and thwarted execution; government stimulus and government repression; deeds of daring by adventurers afloat and deeds of various kinds by officials ashore: everything unstable and changeable; nothing continuous and strong. It cannot, therefore, make a coherent narrative, only a collection of half-told tales.
[2] See in this Series The Great Intendant, chapters iv and ix.