The Annals of the City of San Francisco, 1852. JUNE.—
It appears from records kept by the late harbor master, Captain King, that seventy-four vessels claiming and entitled to be called “clipper ships,” and averaging rather more than 1000 tons burden, had arrived in the port of San Francisco during the last three years. These records commence with the well known brig Col. Fremont, in May, 1849, and include the Aramingo, which arrived in May, 1852. The average passage was one hundred and twenty-five days. Some of the fleet, however, made much more speedy voyages.
The Flying Cloud, which arrived in August, 1851, performed the distance from New York in eighty-nine days. The Sword Fish, also from New York, arrived in February, 1852, after a passage of ninety days. The Surprise, arriving in March, 1851, the Sea Witch, in July, 1850,—both from New York,—and the Flying Fish, in February, 1852, from Boston, respectively accomplished the voyage in ninety-six, ninety-seven, and ninety-eight days.
The “clipper ship” is virtually the creation of San Francisco. Because San Francisco was so susceptible to becoming overstocked with goods from around the world, it was necessary to deliver merchandise as speedily as possible to her shores. Competition forced merchants and ship-builders interested in the California trade to invent new and superior models of vessels. Hence the clipper with her great length, sharp lines of entrance and clearance, and flat bottom.
"These magnificent vessels now perform the longest regular voyage known in commerce, running along both coasts of the Americas, in about four months; while the ordinary ships of older models used to take seven and eight months to accomplish the same distance. The contrast is very striking between the short, clumsy vessels, of a few hundred tons burden, which brought the early European navigators to the coast of California, and the large and beautifully lined marine palaces, often of two thousand tons, that are now continually gliding through the Golden Gate. These are like the white-winged masses of cloud that majestically soar upon the summer breeze.
In another part of this work we have given an illustration of the galleon, or sea-going armed merchantman of Drake’s day; here we lay before the reader a representation of one of the finest modern California traders, a clipper ship bound for San Francisco. While these noble vessels have revolutionized, in every maritime country, the model and style of long-voyage ships, they have also introduced a much happier marine nomenclature. The old-fashioned, humdrum Julias and Mary Anns, the Trusties and Actives are fast disappearing. The very names of our modern clippers have poetry and music in them, and convey a wonderful sense of swiftness. They confer even dignity on the dry details of the 'marine reporter,' where simple words shine like golden particles in the Californian miner’s sands."
During 1852, 95 clipper ships along with ten clipper barques sailed from northeastern ports around the Horn for San Francisco and 17 of them made the passage in less than 110 days. This remarkable contest has been described by the historian Carl C. Cutler in Greyhounds of the Sea, as representing "the very crest of the clipper wave."
This was the crest of the era of the clipper ships that reached its apex with the rounding of the Horn of those 15 ships. The economic boom that had brought these magnificent ships into existence and around the Horn in the first place was about to go through some changes and eventually go bust. With glutted markets, falling freight rates, played out mines, and too many clippers rising on the stocks in eastern shipyards.
The Deep Sea Derby
During 1852, 95 clippers ships along with ten clipper barques sailed from northeastern ports around the Horn for San Francisco. Seventeen of them made the passage in less than 110 days. Clipper captains raced; this became "The Deep Sea Derby." Clippers taking part in this "Deep Sea Derby" included the Flying Dutchman, Dauntless, Westward Ho, Northern Light, Queen of the Seas, Grey Feather, Whirlwind, Telegraph, Contest, Game Cock, Meteor, Winged Racer, Golden Eagle, Fleetwood, Jacob Bell, Flying Childers, Golden West, Red Rover, Peerless, and Bald Eagle.
This remarkable contest has been described by the historian Carl C. Cutler in Greyhounds of the Sea, as representing "the very crest of the clipper wave."
The Flying Fish entered the Golden Gate on January 31, 1853, with the winning Deep Sea Derby passage of 92 days, 4 hours, anchor to anchor. There to greet her in San Francisco Harbor, was the Westward Ho, another McKay clipper that had been launched on September 24, 1852. The Westward Ho had entered the Deep Sea Derby sailing from Boston twenty-two days after her launching on October 16, 1852, fifteen days before the Flying Fish; to chase after the Dauntless that had cleared Boston Harbor the day before on her maiden run to the Golden Gate, the same day the Flying Dutchman departed New York.
The Westward Ho had sailed around the Horn in 107 days arriving at the Golden Gate only a few hours before the Flying Fish, and her crew was rolling up her canvas as the Flying Fish arrived.
New York Herald, October 12, 1852
Yesterday the beautiful clipper ship Wild Pigeon, Captain Putnam, hauled out of her berth, at the foot of Wall Street, and sailed for California. The bark Salem, Captain Millet, also cleared yesterday for the same destination. Both vessels have large and valuable cargoes. The agent of the first named vessel had to refuse some one thousand barrels, for want of room. The Wild Pigeon has only been in port twenty-nine days, and in the short space of twenty-eight working days discharged and received cargo, and is now again on her way to the Pacific.
On the other side of the slip, just evacuated by the Wild Pigeon, lies the Boston Clipper ship Flying Fish, Captain Nickels, also taking cargo for San Francisco. She arrived here some three weeks back, from Manila, and it is her first appearance in this port. She is of a similar model to the celebrated clipper ship Flying Cloud, and both constructed by the same builder (Mr. Donald McKay of East Boston) but has sharper ends, and is stated to be the sharpest vessel he ever launched. Like all clipper ships, she is filling fast, and will leave on or about the 23rd inst.
Independent of the above, there are seventeen other vessels up for the same port. Among these are the following beautiful new clippers yet untried: The Flying Dutchman, Contest, John Gilpin and Tinqua. The first two were built in this city — The Flying Dutchman by Mr. W. H. Webb, the other by Messrs. Westervelt & Sons; the John Gilpin, by Mr. Samuel Hall, of East Boston. The Tinqua was constructed by Mr. George Raynes, of Portsmouth, N. H.. She had not yet arrived here, but will make her appearance shortly, to commence loading in Mr. John Ogden's line of clippers, to which the Wild Pigeon and the Flying Fish also belong.
The other clippers also loading here for San Francisco are the Game Cock, Grey Feather and Tradewind, all first class vessels. The freighting business for California is at present very active, several of the new clippers having had a portion of their cargo engaged before they appeared at their berths. The clearances at this port for San Francisco, during the month of October, give one for every alternative day; ad from the first of last month up to the present date, the number amounts to twenty, including the clipper Comet, and other first class ships. The whole number from all our Atlantic ports during that period is thirty-six; which shows the great preponderating commercial enterprise of New York, over all the other commercial cities of the Union combined.
Daily Alta California, March 14, 1853
The passages of our clipper ships have got to be so regular, that if the day of their departure from either Boston or New York be known here, their arrival can be calculated at this season of the year with a good deal of precision. This fact is fully illustrated by the last passages of the Game Cock, 115 days from New York, the Telegraph, 115 days from Boston, the Meteor 100, and the Whirlwind 111 from the same place. Two of these ships came around by the new route, and laid down by Lieut. Maury, of the observatory at Washington, and tends greatly to recommend the adoption of that course instead of the old fashioned way of forelaying the northeast and southeast trades in the Atlantic ocean. In times gone by, when ships sailed about as fast as one could "whip a bug over a tarry shingle," it was very necessary to forelay, and if possible, get so far over to the European and African shores as to make sure of getting the wind abaft the beam after passing the latitude of 22 degrees north, and keeping it to 26 degrees south of the line, but now, since the introduction of improvements in ship building, and sparring, that a ship can make nearly as much headway close-hauled as she can on any other tack, and sail much faster with a beam wind, hundreds if not thousands of miles are saved by the direct course. It also exhibits a great amount of nautical skill and capacity to perform these voyages with such extraordinary regularity; for it proves that it is the result of science put into practice, and not of chance. It is highly probable that both of the other ships above mentioned took the same course.
| Ann McKim | Hornet | San Francisco |
| Antelope | Houqua | Sea Nymph |
| Bald Eagle | ||
| Boston | Kathay | Sea Witch |
| Challenge | King of Clippers | Serpent |
| Charles Mallory | Mandarin | Sovereign of the Seas |
| Eagle | Mischief | Sweepstakes |
| Eliza F. Mason | Neptune's Car | Tornado |
| Empress of the Seas | Northwind | Tradewind |
| Flying Arrow | Northern Light | Whirlwind |
| Flying Childers | Peri | White Swallow |
| Flying Cloud | Queen of Clippers | Wild Duck |
| Gamecock | Queen of the Seas | Wild Pigeon |
| George Raynes | Radiant | Winged Arrow |
| Wild Ranger | ||
| Golden Gate | Rattler | Winged Racer |
| Golden State | Romance of the Sea | Witchcraft |
| Wizard |
Ann McKim
Ann McKim was built on the lines of a Baltimore clipper, and is considered the first "true clipper", an honor she shares with Rainbow and Scottish Maid. She was built in 1833 at the shipyard of Kennard & Williamson, Baltimore. Dimensions: 143'×27'6"×14' with a cargo carrying volume of 494 tons. She was launched in 1833 and delivered to Isaac McKim, Baltimore. The ship was named after the owners wife. In 1837, she was sold to Howland & Aspinwall, New York, who sold her to Chile. She sailed between Valparaiso and San Francisco, in 1849 and 1850. Her first arrival in San Francisco was January 20, 1849. Sold to Chile. She was broken up at Valparaiso.
Antelope
Boston Daily Atlas, November 29, 1851.
Her head is a carved and gilded billet, which grows out of the
ornamental work upon the trail boards. The stern is light and graceful, and
the run clean and easy. Instead of stern windows she has four circular plate
glass air ports, and over these an arch of carved work, in the apex of which
is the bust of an antelope. Her name and port of hail are carved into the
arch board and painted white. She is painted black outside, from the water
to the rail, and dark buff color, with blue waterways, inside. She has a small
topgallant forecastle. and abaft the foremast a house 30 feet long, 12 wide
and 6½ high, which contains the galley, quarters for the crew and other useful
apartments. Her cabin is under a half poop deck, with a house in front, which
contains two state-rooms and the pantry. The cabin contains four staterooms,
a water closet and a bread locker, and is most beautifully panelled with satin
and zebra woods, set off with rose wood pilasters. There are deck and side
lights in the staterooms, and ober the cabin a large oblong square skylight.
In light, ventilation, and furniture, the cabin is a neat and perfect as the
space would admit.
Her frame is of white oak, most of her planking and ceiling of
yellow pine, and she is square fastened throughout. The keel is of rock maple,
sided 13 and moulded about 17 inches; the floor timbers are 11 by 14, and
she has two depths of keelsons, each 15 inches square. The floor timbers are
bolted through the keel with 1½ inch copper, and the navel timbers through
the upper keelson, down blunt into the keel with iron of the same size. The
ceiling on the floor is 3½: inches thick, and over the floor heads there are
two strakes of 7 inches thickness, above these two of 6, and the rest of the
ceiling is of 5 inches. The between decks waterways are 14 inches square,
and over them are two strakes, each of 8 by 12 inches, and inside of them,
let into the beams, a strake of the same substance. This thick work is bolted
vertically and horizontally in the most substantial style. The ceiling above
the thick work is 5 inches thick. The upper deck waterways are 12 by 8 inches,
with a thick strake inside of them, let into the beams and cross-bolted. Her
lower deck beams are 13 by 14 inches, and those under the upper deck 8 by
14. The hanging and lodging knees in the hold are of oak, and those in the
between-decks of hackmatack, and all are well fitted and securely bolted.
Her cutwater, stem, apron, and dead-wood -- also her sternpost and falsepost,
are all of superior white oak, bolted with copper up to the load displacement
line, and above there with iron. The main transom is 14 by 16 inches, and
the others in proportion; and her wing transoms extend well along the sides,
and are closely bolted. She has 6 hooks forward and 5 aft, which span the
angles of her ends completely. Her hold stanchions are of oak, kneed in the
wake of the hatchways, and elsewhere strapped with iron and bolted above and
below. The stanchions is the between decks are also of oak turned, secured
with rods through their centres in the unusual style. The planking of the
between decks is of hard pine 3 inches thick, and that of the upper deck clear
white pine, of the same substance.
The planking at her bottom is 3½ inches thick, her wales 5 by
7 inches, and the waist 3½ inches thick. Outside she is square fastened with
treenails; and her bilge and butt bolts been driven with the greatest care.
Her sides are smooth and beautifully finished. Her planksheer and main rail
are each 5 inches thick; her bulwark stanchions are 8 by 6 inches, and her
bulwarks are of 2 inches, tastefully tongued, grooved and molded. The bulwarks
are 3 feet 10 inches high, surmounted by a monkey rail of 12 inches, which
extends the whole length of the vessel. Her frame is seasoned with salt; she
has air ports below, brass ventilators along the line of her planksheer and
in her bitts, and Emerson's patent ventilators forward and aft.
She has a good patent windlass, a beautiful mahogany capstan,
brass mounted, two pumps, a patent steering apparatus, and three substantial
boats, two of which stow on a gallows frame over the quarter deck. In ground
tackle and every other detail of ship's furniture, she is most liberally found.
She is a full rigged ship, has a noble set of spars, well proportioned
and handsomely finished. Messrs. Blanchard & Caldwell made her spars, and
she was rigged by Messrs. Carnes & Chessman. Her ornamental work, which is
infinitely superior to most of the stuff now in vogue, was executed by Messrs.
Gleason & Sons.
She was built at Medford by Mr. J.O. Curtis, and is owned by
Wm. Lincoln, Esq., and Capt. Tully Crosby, who commands her, and under whose
superintendence she was built and equipped. Capt. Crosby is well known as
one of our most experienced and successful shipmasters. He has now a good
beautiful ship, and one that must daily fast and work like a pilot boat. Good
luck to him and her. She is now loading for New Orleans, at Constitution wharf,
and after performing a coasting voyage, will be put in the Cuba trade, for
which she was originally designed.
Daily Alta California
The beautiful clipper Antelope, which unfortunately went ashore on
Romer Shoal in entering New York harbor, while in charge of a pilot, on her
return from her first voyage to China, has been taken on the Sectional Dock
and thoroughly repaired. Her superior strength saved her from the smallest
strain, and she is now as good as new. She would commence loading on the 21st
April for San Francisco in Mr. John Ogden’s Pioneer Line.
Bald Eagle
Boston Atlas
THE NEW CLIPPER SHIP BALD EAGLE OF BOSTON
On the keel she is 195 feet long, between perpendiculars on deck 215, and overall 225; her extreme breadth of beam is 41 1/2 feet, and depth 22 1/2, including 8 feet height of between decks. In model she differs widely from any clipper which we have inspected. The rise and from of her floor are designed to obtain the greatest possible buoyancy consistent with stability and weatherly qualities. Her lines, too, have been formed upon the principle that when sailing by the wind, the pressure aloft will incline her, and to overcome the consequent angular resistance, is one of the elements of her model. But whether sailing, inclined to the plane of the horizon, or at right angles to it, her lines have been calculated for both, so that she is expected to float more buoyantly and pass more easily through the water than any other clipper that has yet to be built. At the load displacement line, she is sharper than any other clipper, and her lines, for twenty feet from the cutwater, are almost straight, but aft they swell into the convex, and blend beautifully with her fullness amidships. Her greatest breadth of beam is at the centre of her loadline, and her lines aft are decidedly convex. She is fuller aft than forward, upon the principle that, when passing rapidly through the water, as it closes aft, will actually force her ahead, and leave her without a ripple. Her model above is also designed with special reference to overcoming atmospheric pressure; hence she has little if any flare to the bow (which is angular in its outline to the rail), low bulwarks, and a flush deck. Her bow is long, very sharp, and rises grandly in its sheer; and the cutwater is just inclined enough to make her a perfect picture forward. She has a large gilded eagle on the wing, for a head, and it forms the best and most beautiful head that we have yet seen upon any clipper. The ends of her catheads are ornamented with gilded carved work; otherwise she is smack-smooth forward.
She has about three feet sheer, and sufficient swell or rounding of sides, to preserve the harmony of her lines, and she rises forward and aft with such easy grace, that even on the line of the planksheer, the eye cannot detect any wavering in its sweep. Her stern is slightly elliptical, inclined aft, and is formed from the line of the planksheer, the moulding of which and the strake below, form its base. It is very light, beautiful in outline and tastefully ornamented.
Boston
Daily Alta California, December 12, 1849
Blossom Rock.--The large clipper-built ship Boston, from New York, arrived
in the harbor Wednesday afternoon, but in consequence of the dense fog came
to anchor near Washerwoman's Bay, and was detained thirty-eight hours. The Harbor
Master, Capt. King, visited her yesterday morning, but as the thick weather
continued, could obtain no bearings by which to effect her removal from this
dangerous vicinity.
Blossom Rock is the only truly serious obstacle to the navigator in this
harbor, and as measures were some time since adopted by our authorities or
its buoying, we can only account for its present existence as a terror to
the shipmaster, in the failure of those with whom the matter rests to carry
into execution these measures. It should be done at once, and effectually
done, for already we have had marine disasters, occurring either through fear
or ignorance of this rock, sufficient to injure the reputation of much better
harbors than the excellent harbor of San Francisco.
An organized Board of Pilots would materially relieve the difficulty and danger
to which inexperienced shipmasters are frequently subjected in entering this
harbor during the rainy season.
Challenge
Daily Alta California, Thursday Morning, July 3, 1851
A magnificent clipper ship called the Challenge was launched in New
York on the 24th of May. She is built by Mr. Webb for Messrs. Griswold, and
is intended for the California and China trade. She is said to be the largest
and sharpest merchant vessel ever built.
Boston Daily Atlas, June 15, 1851
. . . The Challenge, therefore, is the embodiment of her builder's idea
of the perfect in naval architecture, and his reputation is thus practically
pledged for her success. That nothing might be wanting on the part of the
owners, they obtained the services of the first of sailors to command her.
Captain Robt. H. Waterman, whose name
is associated with the shortest passages on record from China, superintended
her construction and equipment, and to his skill as a sailor, without trenching
upon the province of the builder, may be attributed her completeness aloft.
With a commander of such undoubted skill and daring, all that the Challenge
can do she will be made to do. She is 224 feet long on the keel, 240
feet 6 inches on deck, between perpendiculars, and 252 feet 6 inches from
the chock over the bowsprit to the taffrail, and is the longest sailing ship
in the world. She is 27 feet 7 inches longer between perpendiculars than the
Pennsylvania line-of-battle-ship. The Challenge's extreme breadth
of beam, which is forward of the centre, is 43 feet, breadth at the gunwales
41 feet; depth 25½ feet, including 7 feet 8 inches between each of her decks
-- for she has three decks -- and she will register about two thousand tons.
The angle of her bow, at the load displacement line, is 15, and of her stern
17 degrees. Her estimated load line is at 20 feet draught; and her lines are
concave forward and aft. A chord of 40 feet, drawn from the stem to the turn
of the bow, shows the greatest concavity or hollow of the bow, at the load
line, to be 6 inches, and her run, from a chord of 20 feet in length, to be
7 inches. Below, of course, the lines are more concave, but along her sides
they are boldly convex.
There is not, strictly speaking, a straight line in her model. She has 42
inches dead rise at half-floor, 12 inches rounding of sides, and 3 feet sheer.
Her sternpost is upright, and the whole inclination or rake of her stem on
deck, is about 12 feet. The angles of her ends, and the rise of her floor
show that she is the sharpest, as well as the longest sailing vessel in the
world. Her sheer is not sudden or marked by any peculiarity, but is truly
graduated along her whole length, presenting an outline of perfect beauty.
Her bow rises nobly, and although its lines are concave below, yet as they
ascend they become gently modified, still preserving their angular form; and,
on the rail, blend in perfect harmony with her general outline. A gilded eagle,
represented on the wing, and an eye on each cat-head, are her only ornaments
forward. The bow is plain to nudity, compared with other ships, but beautiful
beyond the power of words to describe. It has neither head nor trail-boards,
nor even chocks around the hawseholes, nor is it lumbered with rigging. The
head stays lead through the bows, and set up inboard; the bowsprit shrouds
and bobstay, are therefore the only standing rigging secured to the bow, and
these all set up to the bowsprit.
She has a narrow waist, defined between the mouldings of the upper wale and
the planksheer. The moulding along the wale is gilded and extends from the
talons of the eagle round the stern. Her stern is elliptical, and slightly
inclined aft, but is formed close to the rudder-case. Its outline at the moulding
of the wale is apparently semi-circular, but as it rises it becomes clearly
elliptical, to correspond with her outline on the rail. Above the line of
the planksheer it is ornamented with gilded branches, conspicuous among which
are the arms of the United States, in bas-relief. Her name and port of hail
-- Challenge, New York -- in gilded letters, are below. The upper wale is
continued round the stern, and the planking of the run s carried up to it.
She is sheathed with yellow metal up to 20 feet forward and to 21 feet aft,
and except the ornamental work, she is painted black up to the rail. Her sides
are smooth as cabinet work and every line and moulding is graduated to correspond
with her sheer. End or broadside on, her appearance is truly beautiful; if
cast in a mould she could not have been more perfect to the eye.
Her deck room is spacious and admirably arranged for working ship. The whole
height of her bulwarks, including the monkey rail, is only 4½ feet, and inside
they are paneled and painted white, and the waterways green. Their stanchions
are of locust, bright on the outer square, and the rack rail, which is of
oak, is also bright, and extends from the topgallant forecastle to the poop.
Her topgallant forecastle is the height of the main rail -- has a capstan
on it, and extends aft to the windlass. From the windlass to the poop her
deck amidships may be briefly described as follows:
. . . Her half poop is only 20 feet long, and has a skylight on it, amidships.
Except the spanker sheets, vangs and signal halliards, all her running rigging
leads on the same deck, so that, in working ship, there will be no running
up or down stairs. All the hatchways, except the main, have raised covers,
with glass in the sides, which renders the deck below light, and if open,
airy.
The frames of the hatchways, the mastpartners on deck and the fife rails
around the masts, are all of East India teak, and the combings of the hatchways,
and gangway boards are of mahogany. The corners of the bitts are inlaid with
brass, and her captains have brass heads and composition pauls. Her windlass
is strongly secured, and is of the latest patent, having ends which can be
ungeared from the body.
Before the foremast is a double lever winch, for hauling the chain cable
up, or for any other heavy work. Her chain lockers are abaft the foremast,
on the lower deck, and the pipes through which the chains pass are covered
by the fore part of the galley. She has three anchors, the total weight of
which is 13,378 lbs., besides a stream anchor and chain. Her cables are each
120 fathoms in length, one of inch and seven-eighths, and the other of two
inches, and in each bow she has two hawse holes. Her ground tackle and the
details connected therewith, have been made to surpass the strictest requirements
of Lloyd's.
She has five boats . . . all built of white oak and cedar; are copper fastened,
have brass rowlocks, and are furnished with sails, awnings, water breakers,
&c. Her pumps are of copper, have 8 inch chambers, and work with engine breaks,
and throw their water on the upper deck . . . Opposite the fore and main rigging
on each side, she has powerful lever winches, secured to massive bitts, which
extend through the deck below, and are secured there. These are well clear
of the sides, leaving ample space for the men to work around them. The decks
are of white pine, the planking uniform in width, and clear of knots or flaws.
Of all the vessels which we have seen, not even excepting ships of war, we
do not recollect one whose deck room for working ship is so spacious and well
arranged as that of the Challenge. Her appearance on deck, as well as outside,
is not surpassed in beauty by any vessel afloat. The accommodations for her
crew are forward on the main deck, and are fitted with berths for fifty men.
The forecastle has four plate glass air ports, and is otherwise well lighted
and ventilated.
She has two cabins, the first under the poop, with two doors in front, one
on each side of the wheel. It is fitted for the accommodation of her officers,
and forms an ante-room to the great cabin below. In the upper cabin her tiller
traverses close to the beams, and her steering apparatus consists of a gun
tackle purchase, on each side, brought to a roller on the end of the shaft
which passes through the heart of the wheel outside. The great cabin contains
six staterooms, &c., and is wainscotted with oak and rosewood, set off with
elliptically arched panels, relieved with oak pillared pilasters, and enamelled
cornices, ornamented with exquisite carving. The corners of the beams are
also fringed with beautiful carving, and edged with gold. The transom forms
a semi-circular sofa, and forward there is another sofa, both covered with
rich green and gold brocatel. In the forward partition is a splendid mirror,
which gives a reflected view of the cabin abaft it.
In every stateroom there is a deck and side light, and the cabin furniture
throughout is in perfect keeping with her other appointments. The pantry is
before the cabin, and alongside of it is a door which leads into the main
deck. She has two iron tanks, one the whole depth of the vessel, and capable
of containing 6000 gallons of water, and the other 2000. The main deck has
three large cargo ports in each side, which will greatly facilitate she shipment
and discharge of cargo. These have iron gratings inside, and regular ports
outside, like a ship of war. This deck has also plate glass air ports, and
all the other means of light and ventilation now in use on board of passenger
ships. The paint-work of this deck in white, and the waterways blue; and the
hanging knees, stanchions, the lower squares of the beams, carlines and ledges,
are bright and varnished.
The waterways of the lower deck are painted lead color, and in the other
details it is nearly the same as the main deck, excepting, of course, the
side-lights, &c. Although designed for the California and China trade, yet
the arrangements of her decks are as admirably designed for the accommodating
of passengers, as those of a fine class European packet. These details will
give some idea of the ship's outline, her accommodations, &c. We will now
endeavour to give the leading particulars of her construction.
Her keel is of white oak, in two depths, bolted together with copper, and
sided 16 and moulded 38 inches. The floor timbers are sided from 12 to 14
inches, and moulded 17½, and every one is bolted through the keel with 1 7/8
inch copper. Her first keelson is bolted with iron through the timbers, down
into the first depth of the keel, and the second keelson in equally well secured.
Fifty feet of her keelsons forward, and sixty feet aft, are of live oak; the
other parts are of hard pine. From the top of the keelson to the base of the
keel is 8½ feet; The stem is of white oak, all in one piece, sided 16 inches
at the heel, and 18 at the head, and moulded from 3½ to 2½. The apron is sided
34 inches, and moulded to correspond with the form of the bow. Both stem and
apron are closely bolted with copper up to 24 feet, and above there with iron.
The stern-post is sided the same as the stern, and moulded in like proportion;
and the false post, sternknees, &c., are bolted in the most substantial style.
All the frames forward of the foremast, all abaft the mizzenmast, all the
top-timbers, and all the fourth futtocks amidships, and the dead-wood forward
and aft, are of live oak. The frames are bolted together with 1 inch iron,
and are made of uniform substance, dressed fair and smooth on all sides, and
are braced diagonally with iron 4 inches wide, and ¾ of an inch thick. These
braces are 4 feet apart, and extend from the floor-heads to the gunwales,
are rivetted together at every intersection, bolted through every timber,
and form a complete network of iron, which binds the frame beyond the power
of working.
She is the first sailing vessel ever built in this country which has been
braced with iron. The ceiling on the floor is 4 inches thick, and on the bilge
commencing with 8 inches, which is graduated to 7 inches. Her lower deck clamps
are also 8 inches thick, and all her thick work extends forward and aft, and
is square bolted. Her beams are of hard pine, those under the lower deck sided
from 15 to 17 inches, and moulded 14; the main deck beams are nearly the same,
and the upper deck beams 2 inches smaller.
The hold stanchions are kneed to the beams above and to the keelson below.
She has three breast-hooks, of white oak, in the hold, but all her deck hooks
are of live oak. The hanging knees under the beams of all decks are of white
oak, sided in the body of the vessel from 10 to 12 inches, and moulded from
22 to 28 inches in the throats. Of course, towards the ends, the knees are
diminished in size, for in every detail it has been the object of the builder
to make the parts in correct proportions. A beam 15 feet long does not require
as stout a knee to brace it to the side, as one double the length. The knees
have from 16 to 18 bolts, driven from the outside and clinched on the inside.
The waterways of the lower and main decks are 15 inches square, the strake
inside of them 8 inches thick, and that over them 10 by 12 inches, all closely
crossbolted. The clamps under the main deck are 7 inches thick, the ceiling
below 6 inches, and the clamps and ceiling under the upper deck one inch less,
but all square fastened. The stanchions in both decks are of locust turned,
and are secured with iron rods through their centres, which bind all the decks
together.
There are twenty-eight beams under the main deck, and a corresponding number
in proportion to her length, under the other decks, and these have all hanging
and lodging knees of white oak, well finished and strongly fastened. The upper
deck waterways are 11 by 12 inches, cross bolted, and all her decks are of
clear white pine, 3½ inches thick. Her garboards are 8 inches thick, bolted
with copper both through the timbers and the keel, and the strake outside
of them is 6 inches, also copper bolted. The planking outside of these is
4 inches, and on the bilge 4½, which increases to 5, the substance of the
wales. Her waist is of 4 inches; the planksheer or covering board 5 inches,
and the main rail 6 inches, which is strengthened by an oak rack rail, already
noticed; and her bulwark boarding is neatly tongued and grooved, and finished
in the first style of workmanship. All the outside above the garboards, which
are bolted, is square fastened with copper spikes; and is also copper butt
and bilge bolted, up to 24 feet draught.
Her treenails are of choice locust, driven through and wedged in both ends.
her planking, ceiling and deck frames are all of selected hard pine. The details
of her fastening and construction show her to be of excellent materials, well
built, and neatly finished. In ventilation, she has all the improvements of
the day. Five of Emerson's patent ventilators are ranged along her decks,
and communicate with the hold, and every deck below. In addition to these
she has air ports in her ceiling, and brass ventilators along her planksheer,
and in the ceiling of her bow, under the topgallant forecastle.
Her bowsprit is 30 inches in diameter and 30 feet outboard; jibboom 17 inches
in diameter, and is divided at 20 feet for the standing-jib, and 15 for the
flying jib, with 5 feet end; jib-a-jibboom 13 feet with 3 feet end; spanker-boom
13 inches in diameter, 60 feet long, including 3 feet 2 inches end; spanker-gaff
9 inches in diameter, and 40 feet long, including 6½ feet end; ringtail boom
30 feet long, or 20 feet outboard; swinging booms 12 inches in diameter, and
60 feet long, and the other spars in proportion. Her lower masts are made,
fished on every square and filled in under the hoops, and her tops, like those
of a ship of war, are solid, and fit close to the eyes of the lower rigging.
The fore-top, in the wake of the after shrouds of the topmast rigging, is
16½ wide, the main 17, and the mizzen 13½. Her lower masts are painted black,
her tops are bright, and also all above the doublings of the lower masts.
The extremes of her mast-heads are ornamented with gilded balls; and all
her yards are black. The standing rigging is of Russia hemp, four stranded
patent rope, without a heart, equal in size to that of a first class frigate,
-- and is wormed and served over the ends and eyes with marling. The lower
rigging sets up through lignum vitæ dead eyes, with lanyards which are also
wormed, and the topmast rigging and stays on their ends. Her fore stays set
up to the knight heads, entirely clear of the bowsprit, so that if the latter
should be carried away, the foremast would not be affected by the loss.
Her topmast stays, fore topgallant and jib stays pass through the bows and
set up in-board, which leaves her bow outside uncommonly clear, and if possible
adds to its beauty, besides possessing the great advantage of being set up
in any weather, without exposure to the men. As the bowsprit is very short,
and strongly secured between the knight-heads, it is not lumbered with rigging.
It has only one bobstay and a single pair of shrouds, which are enough, considering
that the foremast is not dependent upon it, and that her jib-boom is also
very short.
The bowsprit shrouds and bobstay, also the martingale guys and stays, are
all of chain. Her main stays set up to a massive pair of bitts before the
foremast, and not to the windlass paul-bitt. This arrangement, aside from
the manifest advantages in point of strength and snugness, leaves a clear
forecastle for handling studdingsails, or performing and other work which
may require the full scope of the deck. Her maintopmast and top-gallant stays
lead into the fore-top, man-of-war style; and the mizzentopmast and top-gallant
stays into the main top. When carrying a press of sail by the wind, she will
have topmast and topgallant breast-backstays. These however, will be shifting,
not stationary like those in ships of war. Her fore and main yards are scarphed
in the bunts, as single spars of sufficient length and strength could not
be procured.
The slings of her lower yards are secured abaft the heels of the topmasts,
to the lower mast-heads, and the yards have iron trusses of the most approved
patent. She has chain topsail sheets, and double chain ties, with gins on
the yards, and halliards on both sides. The other details of her rigging correspond
in strength and neatness with those already enumerated. A glance at the dimensions
of her spars will show that she spreads a vast surface of canvas. With lower
studdingsails set on both sides, the distance across from the outer leach
of one studdingsail to that of the other will be over 160 feet.
A single suit of her sails contains 12,780 yards of canvass -- of course
this includes studdingsails, &c. The material of her sails is Colt's cotton
duck, made to order, 16 inches wide. The drop of her mainsail in the bunt
is 47 feet 3 inches, and on the leach 49 feet 6 inches; its length on the
foot is 100 feet, and it is made of 1273 yards of canvass. Her sails are so
cut that their leaches form a continuous line from the head earings of the
skysails to the clews of the courses.
Her running rigging is of selected Manila hemp, hand spun, and her blocks
and every other detail are designed for strength and hard service, but are
at the same time neatly finished. Her appearance aloft is truly grand. Notwithstanding
the vast length of her masts and yards, they are so substantial, and correctly
proportioned, and the rigging which supports them, so neat and snug, that
the eye wanders in vain above her rail, to detect an unseamanlike detail.
Comet
Daily Alta California, July 1851
LAUNCH OF ANOTHER CLIPPER.--Mr. William H. Webb,
the well known constructor of some of the finest clipper vessels afloat, will
launch from his yard foot of Sixth street, East River, at High water, about
6 o'clock this evening, the beautiful clipper ship Comet. This vessel
is owned by Messrs. Bucklin & Crane, and is destined for California and China,
under the command of Capt. E.C. Gardiner, late of the Celestial, just
arrived home, after an absence of 11 months and 8 days, in making the voyage
around the world.
The Comet has been constructed of the best materials, and iron braced
throughout and her model has been designed to combine the advantages of a
fast sailer with great capacity for freight. Her dimensions are as follows:
Length, 236 feet on deck; breadth of beam, 41 feet 4 inches; depth of hold,
22 feet 2 inches; and she rates 1700 tons of cargo carrying capacity.
The January 13, 1852 Daily Alta California
reported that a writer in the New York Tribune says of her:
The Comet looks so small that a visitor is surprised to learn that her burden is 1,836 tons, by Custom House measurement. Her length on the keel is 217 feet 8 inches; on deck, between perpendiculars, 299 feet; over all, 241 feet; extreme breadth of beam, 41 feet 4 inches; breadth at the gunwales, 40 feet 2 inches, depth of hold, 22 feet 2 inches; dead rise, 27 inches. She is iron-braced throughout her whole frame, diagonally from stem to stern, like the Collins steamers, and is constructed chiefly of live oak. The poop-deck is 60 feet in length, and the compass-box, Robinson's patent steering apparatus, gangways, etc., are all ornamental. The main cabin is large, and elegantly furnished in every respect, with costly furniture, rich carpeting, book-case and library, mirrors, drawers, and every practicable convenience. There is also a ladies' cabin aft, equally admirable in construction. Between the two is a sliding partition, faced with looking glasses, which can be removed on occasion, and the two apartments thrown into one. The state-rooms are especially commodious; they are luxuriously equipped and rival on a miniature scale the best apartments in a first-class hotel. In addition to these elegance's, there are a bath-room, a smoking room, and water-closets, contiguous to the cabin. The forecastle is among the best lighted, best ventilated and most comfortably arranged of any we have seen. Every part of the ship is thoroughly ventilated by Emerson's ventilators, and the atmosphere is fresh and pure, even to the bottom of the hold. There is one iron tank under deck containing 4,900 gallons of water, and on deck are four smaller ones, holding 700 gallons each. There is also a force-pump, capable of throwing water to either end of the ship, and attached to it are 100 feet of hose, so that in case of fire, the means are at hand for its prompt suppression.Flying Arrow
Daily Alta California, July 8, 1853
The expenses of this vessel, which put into St. Thomas some months since in distress, on her passage from Boston to San Francisco, will amount to something like $15,000, including the sum of $10,000 claimed by the British steamship Great Western, which fell in with her and towed her into port. As there were no sticks to be had large enough for masts, a set of made masts were contracted for. Her repairs were nearly completed on the 19th May, and she would leave in five or six weeks.
Flying CloudDaily Alta California, August 1, 1853
CLIPPER SHIP FLYING ARROW--Advices from St. Thomas to the 10th June state the Flying Arrow had finished reloading, and was waiting for lower and topsail yards. She had lost three of her passengers and four of her seamen by yellow fever. Capt. Treadwell, and Mr. Clark, first officer, had been down with it, but had recovered. There were several American vessels in port that had lost officers and crews entire.
An extreme clipper launched April 15, 1851, at the shipyard of Donald McKay, East Boston, for Enoch Train, Boston.
The Boston Daily Atlas, April 25, 1851
If great length, sharpness of ends, with proportionate breadth and depth, conduce to speed, the Flying Cloud must be uncommonly swift, for in all these she is great. Her length on the keel is 208 feet, on deck 225, and over all, from the knight heads to the taffrail, 235 - extreme breadth of beam 41 feet, depth of hold 21½, including 7 feet 8 inches height of between-decks, dead-rise at half floor 20 inches, rounding of sides 6 inches, and sheer about 3 feet.She left New York on June 2, 1851, arriving in San Francisco in 89 days and 21 hours under the command of Captain Josiah Perkins Cressey. In 1853, she raced the Hornet to San Francisco, arriving in 105 days, just forty-five minutes after that clipper.
Daily Alta California, September 1, 1851
Ship Flying Cloud, Capt. J. P. Creecy
Arrived San Francisco August 31, 1851, 89 days from New York.
The Flying Cloud--This skimmer of the seas, the largest American merchantman ever launched, commanded by Capt. Creecy, arrived in our port yesterday forenoon, after a passage of eighty-nine days from New York - the shortest time ever made; surpassing the hitherto famed trip of the Surprise by seven days. The Flying Cloud is not so remarkable by the richness of her interior decorations as for the perfection of her model and strength of her hull. The N.B. Palmer exceeds her in the former quality, but in the latter we believe her equal has never visited our port.
The Flying Cloud was built in Boston, and will stand, as long as she lasts, a monument of Yankee talent in the way of ship building. Her arrival in port yesterday morning created a considerable degree of excitement, and crowds rushed over to the North Beach to obtain a view of her.
When the Surprise arrived, it was thought by some that the acme of Cape Horn navigation had been reached, and that no ship would ever be built to beat her passage. Indeed, some gentlemen have even backed their opinion on this subject to some considerable amount, who will now find themselves slightly minus, but at the same time possessing the consolation of knowing that they belong to the greatest ship building nation in the world. Of our merchants on the Atlantic coast may complain that they have been injured by sending out to California the useless trash that would sell nowhere else, they may well be proud that the discovery of our golden sands has done more in four years toward improvement in the style of ship building, than would have occurred from other general causes in half a century. The antiquated hulks which, like huge washing-tubs, has been floating about the seas, sailing about as fast sideways as in any other direction, has been forced, by the rapid spirit of the trade with California, to give place to entirely new models of ships, graceful in their motions as swan on a summer lake, and fleet as the cloud which is blown by the gale.
The registered tonnage of the Flying Cloud is 1784 48-95, and will carry from 2000 to 2500 tons of freight. Her length on the keel is 208 feet; on deck, 225; and over all, from the knight-bends to taffrail, 235. Her extreme breadth of beam is 41 feet, depth of hold 21 ½. Her keel is 27 inches clear of the garboards; her dead rise, at half floor, 30 inches. Her bow, below the planksheer, is slightly concave. At 18 feet from the apron, inside, on the level with the between-decks, she is only 11 feet wide. She has three depths of midship keelsons, which combined, are molded 45 inches, and are sided from 17 to 15, making her, with her keel, which is in three depths, nearly 9 feet through the backbone. She has also two depths of sister keelsons - the first 16 by 10, and the second 14 by 10 - cross bolted diagonally and at right angles through the naval timbers. She is a full-rigged ship, and all her masts rake alike, 11/4 inch to the foot. The bowsprit is 28 ½ inches in diameter , and 20 feet out-board, jibboom, 16 ½ inches in diameter, and is divided at 16 feet for the inner, and 13 for the jib , with 5 feet real; spanker-boom, 55 feet; gaff, 40; main spencer-gaff, 24 feet. September 17, 1851: Married on Wednesday evening, the 17th inst., on board by the Rev. T.D. Hunt, Mr. Reuben P. Boise of Portland, O.T., to Miss Ellen F. Lyon, daughter of Lemuel Lyon, of Roxbury, Mass, who arrived on the Flying Cloud's maiden voyage to San Francisco on September 1, 1851.
| Diameter Inches |
Length Feet |
Masthead Feet |
|
|---|---|---|---|
| Fore | 35 | 82 | 13 |
| Top | 17 | 46 | 9 |
| TopGallant | 11 | 25 | 0 |
| Royal | 10 | 17 | 0 |
| Sky-Sail | 8.5 | 13 | 5 |
| Main | 36 | 88 | 14 |
| Top | 28 | 51 | 9.5 |
| TopGallant | 12 | 28 | 0 |
| Sky-Sail | 9.5 | 14.5 | 5.5 |
| Mizen | 26 | 78 | 12 |
| Top | 12.5 | 40 | 8 |
| TopGallant | 9 | 22 | 0 |
| Royal | 8 | 14 | 0 |
| SkySail | 7 | 10 | 4 |
| Diameter Inches |
Length Feet |
Masthead Feet |
|
|---|---|---|---|
| Fore | 20 | 70 | 4.5 |
| Top | 15 | 70 | 5 |
| TopGallant | 10 | 55 | 3 |
| Royal | 7 | 12 | 3 |
| Sky-Sail | 6.5 | 22 | 1.5 |
| Main | 22 | 82 | 4.5 |
| Top | 17 | 64 | 5 |
| TopGallant | 15 | 50 | 3 |
| Royal | 10.5 | 37 | 2.5 |
| SkySail | 7 | 24 | 1.5 |
| CrossJack | 16 | 56 | 4 |
| Mizen TopSail | 11.5 | 45 | 4.5 |
| Top Gallant | 10 | 33 | 2.5 |
| Royal | 7 | 25 | 1.5 |
| SkySail | 6 | 20 | 1 |
The Flying Cloud is intended for China trade. Capt. Creecy, her commander, has been engaged in the India trade for the past twelve years, during which he has made some of the shortest trips on record. Indeed, captain and ship, in this instance, appear to be well matched.
Daily Alta California
RACE BETWEEN THE SUN AND THE CLIPPER FLYING CLOUD.—The National Intelligencer says that the clipper Flying Cloud, Capt. Cressey, who is operating with Lieut. Maury in his system of observations for the wind and current charts, on her last voyage from San Francisco for the Sandwich Islands, which she accomplished in 8 days, carried skysails all the way, and averaged 256 miles a day. She was steering west in chase of the setting sun, and actually gained 20 minutes upon old Sol daily, for, in consequence of her great speed, each one of those 8 days was about 20 minutes longer than it was to any one at Washington, who remained at home stationery.
APRIL 20th, 1854.—"The clipper ship Flying Cloud arrived at San Francisco from New York, having accomplished the voyage in 89 days, 8 hours. This is the quickest passage recorded as having been made by a sailing vessel between the ports named. On a former occasion, the Flying Cloud made the same voyage in 89 days, 21 hours."
The story of Flying Cloud is exciting in itself, but equally intriguing is the fact that the navigator was a woman -- the Captain's wife, Eleanor Cressey. Remarkable for being a functioning female member of the clipper's crew, she was also an inspired navigator. Her skills are considered to be a major factor in the ship's safe and swift passages. A native of Marblehead, Mass., Mrs. Cressey learned navigation from her father, a successful captain in the coastal schooner trade. When she married Josiah Perkins Cressey in 1841, he was master of the Oneida, plying the China trade and wishing for a faster vessel. She sailed with him throughout his long career.
New York Daily Times, September 10, 1858
News from San Francisco: STEAMERS—There was quite a rivalry in the sale of tickets by the steamers from San Francisco. By the Sierra Nevada, the fare was reduced in the main cabin to $300, second cabin $275; steerage $75. By the Winfield Scott, in the main cabin, to $200; second cabin $150; and steerage $40.Flying Cloud became part of the "Black Ball Line" and it seems she never reached San Francisco again. In 1874, she was condemned and sold, then burned in 1875 for her copper and metal fastenings, a sad end to this elegant vessel.
ARRIVAL OF TWO CLIPPERS—EXTRAORDINARY COINCIDENCE—Yesterday, the clipper ships Hornet and Flying Cloud arrived at this port, in 105 days from New York. The Hornet came in about forty minutes ahead of the Flying Cloud, having left New York on the same day, the Hornet several hours ahead. Outside the Heads at New York, she was becalmed until the Flying Cloud came up with her, when they started together, and have reached their destination almost simultaneously—an extraordinary coincidence. The Hornet was nineteen days on reaching the Equator, and the Flying Cloud seventeen. The Flying Cloud, it will be recollected, has made the quickest passage to this port on record. From the memoranda, she appears to have encountered much worse weather than her rival, having had her jib-boom carried away in a gale, as well as her chief officer, and one of her seamen washed overboard and lost. These passages are the best that have been made this season.
Flying Fish
Boston Clipper ship Flying Fish, is of a similar model to the celebrated clipper ship Flying Cloud, and both constructed by the same builder (Mr. Donald McKay of East Boston) but has sharper ends, and is stated to be the sharpest vessel he ever launched. The Flying Fish entered the Golden Gate on January 31, 1853, with the winning Deep Sea Derby passage of 92 days, 4 hours, anchor to anchor. There to greet her in San Francisco Harbor, was the Westward Ho, another McKay clipper that had been launched on September 24, 1852. The Westward Ho had entered the Deep Sea Derby sailing from Boston twenty-two days after her launching on October 16, 1852, fifteen days before the Flying Fish; to chase after the Dauntless that had cleared Boston Harbor the day before on her maiden run to the Golden Gate, the same day the Flying Dutchman departed New York.Game Cock
Daily Alta California, March 1853
One of five clippers that arrived from the Atlantic since the first of March. She sailed from New York.
Glory of the Seas
October 1876 in San Francisco under the command of Captain Daniel McLaughlin. Glory of the Seas was not the fastest, the biggest, or the most successful sailing vessel of her time, but she ws an outstanding example of the medium clipper ships operating under the American flag in the Cape Horn trade after the American Civil War when a marked decline in the United State merchant marine was already having its effects. She was also the last "clipper" built by Donald McKay, builder of Flying Cloud, Stag Hound and others, but because she lasted so long in heavy trade at a time when saild was dying. A Victoria, B.C. newspaper writer wrote: "Full of years and honors, as the saying goes, the American ship Glory of the Seas is a vessel whose name is familiar to most shipping men the world over, and whose history, if told in detail, would fill a book of many chapters." (Clipper Ship Captains, Michael Jay Mjelde." Book available through the book pages herein.)
Golden Gate
Daily Alta California, August 31, 1851
Another clipper ship, called the Golden Gate, was launched from Mr. J.A. Westervelt's yard, in New York, on the 12th July last. She is described as one of the finest ships of her class.
Hornet
This clipper ship was built in 1851 by Westervelt & Mackay, New York. Dimensions: 207'×40'×22' and will carry 1426 tons of freight. Launched June 20, 1851. In 1853, she left New York for San Francisco in a race against the clipper Flying Cloud. The Hornet, which had left two days before the Flying Cloud, arrived just forty-five minutes ahead of her after a passage of 106 days. On January 11, 1866, she sailed from New York for San Francisco under command of Captain Josiah A. Mitchell, with a cargo of candles and oil in cases and barrels. On May 3, 1866, the Hornet caught fire and sank. Only the Captain and a part of his crew survived when their boat was the only one of three to reach Hawaii.
Kathay
Messrs. Westervelt & Sons have in frame at their lower yard the clipper ship Sweepstakes . . . to be launched about the middle of June . . . They have also another clipper on the stocks to be launched about the same. time for Messrs. Goodhue & Co., called the Kathay. She is 310 feet long on deck, 38 wide, and 22 deep.
King of Clippers
Daily Alta California, May 31, 1853
We take from the Boston Atlas the subjoined description of this leviathan of the deep. The world-wide reputation which her building and owner, Donald McKay, has achieved for constructing fast ships, is an ample guarantee that this last production of his skill will possess sailing qualities commensurate with her magnificent proportions. It will be perceived that the King of Clippers will be ready to receive cargo in New York for San Francisco about the 1st of July, and orders to make shipments by her which are forwarded by tomorrow's mail will be just in time.
This magnificent ship, the largest in the world, is now completely framed, and has her midship keelsons laid. She is 325 feet long, has 52 feet breadth of beam, 30 feet depth of hold, and will register about 4300 tons (of cargo carrying volume). She is not only the largest ship building or afloat, but has the sharpest ends of any ship or ocean steamer in the world. Her model is said by competent judges to be the most perfect combination of the swift, buoyant and beautiful that has yet been produced. Notwithstanding her vast size, such is the length and buoyancy of her floor, that when loaded, ready for sea, she will not draw more than twenty four feet water, a common draught for ships of half her size. Her forebody for sixty feet in length rises gradually, so that the gripes of her forefoot (?), instead of forming the vortex of an angle, is the arc of an ellipse, and rises three or four feet from a straight line. The junction of her keel and cutwater, therefore is not unlike that of a whale boat, but is more curved in proportion. She has a semicircular stern and a very clean run, and will unquestionably steer as easily as a pilot boat. She will have three decks, with a full poop and topgallant forecastle, and will be fitted out in a style worthy of her name. Her frame is of seasoned white oak, and all the frames are conged together and bolted through the coaging with inch and a quarter iron, and inside she is diagonally cross-braced with iron, the braces four inches wide and half an inch thick, bolted through every timber and through each other at every intersection. These braces extend from the floor-heads to the top timbers, and form a network of iron over her whole frames and cants, fore and aft. She has five depths of midship keelsons, each of sixteen inches square, double sister and bilge keelsons of the same size, and none of her ceiling in the hold, above the bilge, will be less than ten inches in thickness. In a word, she will be made as strong as possible. She will have Forbes' rig, the yards on the fore and mainmasts alike, and those on the mizzenmast the same as those on the other masts above the lower yards, so that except the courses, all her sails will have duplicates on every yard fore and aft.Mandarin
Among many other improvements, she will have a stationary steam engine of eight-horse power on the deck, connected with the galley, which will be used for heavy work, such as taking in and out cargo, setting up rigging &c. Her fore and main yards are 103 feet square, and the others in proportion. This truly magnificent ship, the eighth wonder of the world, has been built at the suggestion of many of the largest California houses. A letter recently received from San Francisco, says to her builder: "We are glad to hear that you are getting along with your big ship. Go ahead, and we will fill her up, if she were ten thousand tons. Don't mind what the croakers say; California is a great place, and is daily growing greater. Your clippers rank high here, and we are bound to put them through." This is only a specimen of the numerous tokens of encouragement which Mr. McKay has received, to build a ship which will rank, both in size and speed, superior to any vessel in the world.. He has boldly taken his California friends at their word, and embarked all he is worth in this magnificent undertaking. We now call their attention to the fact, and inform them that the King of Clippers will be in New York ready to receive cargo about the 1st of July. Capt. L. McKay, who now commands the Sovereign of the Seas, will command her. He has proved himself, under severe circumstances, every inch a sailor, and in every way qualified to command the best, most beautiful and swiftest ship in the world. Such will be the King of Clippers.
Daily Alta California, June 17, 1853
The clipper ship Mandarin, Stoddard, arrived at New York May 19 from Shanghai, in 90 days. This ranks as the second best passage between these ports; the Houqua having made the same trip in 1851 in 88 days. They are both New York vessels. The Mandarin was built by Smith & Dimon, and is 800 tons burden.
Matchless
Daily Alta California, August 1, 1853
Launched, at Shalsea, on the 30th June, by Mr. Taylor, a clipper ship of about 1200 tons of cargo carrying volume, called the Matchless, and intended for the California trade. She is owned by Messrs. N. & N. Goddard of Boston.
Meteor
Daily Alta California, March 1853
One of five clippers that arrived from the Atlantic since the first of March. She sailed from Boston.
Mischief
Daily Alta California
The clipper ship Mischief, of 500 tons burthen, is now loading at New York for San Francisco. She is 146 feet long, 29 broad and 16-1/2 deep, with a dead rise of 24 inches. She is said to have the sharpest ends ever put on a ship and her builder, Mr. J.M. Wood, of Somerset, Mass, fully anticipates her passage to San Francisco will be under 90 days., She will sail on about the 23d April. Her future position will be in Ogden & Hayne’s "Celestial Line" of San Francisco and China packets.
Daily Alta California, June 17, 1853
The new clipper ship Mischief, for San Francisco, was anchored at Quarantine, New York, 20th May, waiting wind.
Neptune's Car
This extreme clipper ship was built in 1853 by Page & Allen, Portsmouth, VA. Dimensions 216'×40'×23'6" and tonnage 1,616 (of cargo carrying volume—old measurement). Launched April 16, 1853 for Foster & Nickerson, New York. Left New York for San Francisco October 15, 1853, arrived February 9, making the run in 117 days under command of Captain Forbes. In 1854, she sailed from San Francisco to Singapore, then from Calcutta to New York in 109 days.
Between 1854 and 1856, she was under command of Captain Joshua Patten and during two of his trips, his 20-year-old bride sailed with him. During their 1855 journey from San Francisco to New York around the Horn, Captain Patten fell gravely ill just before reaching Cape Horn, his First Mate was in irons, his Second Mate was but 20.
His wife, pregnant with their first child, had learned navigation during the long hours at sea. She, along with the young Second Mate, steered the ship safely through the treacherous waters and storms of Cape Horn to San Francisco. It was an extraordinary achievement, detailed in Douglas Kelley's excellent first novel The Captain's Wife (Dutton, September 2001), and covered in San Francisco and national press.
Mary Patten brought them through to San Francisco, but Captain Patten died some months later.
Neptune's Car continued sailing the world's seas under the command of various captains, including: Captain Bearse: March 12, 1857, San Francisco to New York (99 days); August 29-March 4, New York to San Francisco (125 sailing days). Captain Caleb Sprague late of the clipper ship Gravina assumed command, sailing her from New York to San Francisco, between December 31 1859 and April 23 (114-115 days). Between April 25 and October 18, 1861, Captain Sprague sailed from New York to San Francisco via Callao in 186 days. Heavy weather off Cape Horn carried away the jib-boom, fore-topgallant and main-top masts and sprang the bowsprit. Captain Sprague had to put into Callao for repairs. He ran her from San Francisco to New York between January 31 and May 9, 1861 (98 days). The Equator had been crossed 13 days out and she was off Cape Horn in 41 days. Captain Reed took command and left New York on September 21, 1862, arriving in London on October 19 -- 28 days from the Downs. Neptune's Car was sold at auction to Barclay & Co. for £8000 in 1863.
North Wind
New York Herald, April 4, 1853
The number of new vessels on the stocks at present is forty-one, of which eighteen are steamers and twenty-three sailing craft.
Mr. A.C. Bell has two clipper ships on the stocks. One is named the North Wind, of about 1,100 tons burthen, building for S.W. Goodridge & Co., and to be commanded by Capt. W.B. Hildreth. She is 188 feet long on deck, 170 on the keel, 36 feet wide, and 21 deep. She is very nearly ready, and will be launched about the middle of this month, with all her spars and rigging set. She is intended for the California and China trade.
Northern Light
Built in 1851 by E. & H.O. Briggs, South Boston, MA, to the design of Samuel H. Pook. Dimensions: 171'4"×36'×21'9" and cargo carrying tonnage 1021. The figurehead was an angel carrying a torch with a golden flame in an outstretched arm. Launched September 25, 1851 from the shipyard of E. & H.O. Briggs, South Boston, MA, for James Huckins. She left Boston on November 20, 1851 and arrived in San Francisco 109 days later under command of Captain Bailey Loring. In 1852, she sailed from San Francisco to Boston in 100 days, then in 117 days between October 29 - February 23 under the command of Captain Freeman Hatch (1820-1889). She left San Francisco March 13, 1853 and reached Boston in 76 days and 8 hours, the record to that date. From the latitude of Rio de la Plata to the Boston Lights, Northern Light required 24 days which is believed to be the fastest passage on record. She made 355 miles in one day.
Daily Alta California, July 4, 1853
The Late Passage of the Northern Light. MESSRS. EDITORS--On the sailing of the clipper ship Northern Light for Boston, the 13th March, the principal of a Boston house here offered Captain Hatch a suit of clothes if he would arrive in Boston before the Trade Wind arrived at New York. The Contest, a New York clipper, was supposed by everyone to be the fastest ship in ballast trim, and was not thought of in the offer. The following is an extract from a letter received this day from the owner, which will show the passage and what the Bostonians think of it.
Boston, June 1, 1853In 1854, Northern Light was sold at auction for $60,000 to Captain Doane. In 1859, she sailed from Boston to San Francisco in 116 days. In 1861, Captain Lovell assumed command. On January 1, 1862 she collided with and sank the French brig Nouveau St. Jacques. The St. Jacques crew was taken aboard the Northern Light, but because of damages sustained by her, she was also abandoned and the crew taken on by other ships.
I have the pleasure to inform you of the arrival here of the Northern Light on the 29th of May, after a passage of Seventy-Six Days, which rather astonished the natives. Captain Hatch had a good chance, and he put her through. Six days out was in the latitude of the Sandwich Islands; 38 days out Cape Horn bore southwest from him; 52 days was off Rio; 60 days crossed the equator; and 16 days from there to Boston Light; in all 76 days, which beats all the passages ever made yet. The Contest arrived on the 31st. The Northern Light beat her Six Days. The Trade Wind has not yet arrived. So you see the New York clippers are nowhere.
N.B.--The Northern Light spoke the Contest, and passed her with ease.
Queen of Clippers
Daily Alta California, August 1853
From the Daily Alta California's New York correspondent: " . . . As another en dit in nautical matters, I will state that the largest, finest and most graceful sailing ship afloat at the present time has been purchased by a few members of California houses. Among those whose names appear upon the register of the Queen of Clippers, are Bingham & Reynolds and C.J. Huntington of San Francisco. She is now loading for California, and will probably hail from San Francisco. She is a credit to any city or nation in the world."
THE NEW CLIPPER SHIP QUEEN OF CLIPPERS.-This splendid vessel has been the admiration of all who have inspected her, not only for the faultless beauty of her model, but also for the strength of her construction and the excellence of her workmanship. She is 245 feet long on the keel, 10 feet longer on deck, and 258 feet over all from the knight heads to the taffrail. Her extreme breadth of beam is 44-1/2 feet, depth 24 feet and will register about 2,300 tons (of cargo carrying volume), Custom House measurement. Her ends are very long and graceful, and extremely sharp, particularly the bow, and her lines are slightly concave below, but convex above, to correspond with her outline on the rail. The steam and cutwater form the vortex of a plain angle, of which her lines represent the sides, and make her appear, bows on, a complete wedge. Her stern swells outward, and is oval in outline, with a semi-elliptical turn in the monkey rail. Her run is very easy, and yet has buoyancy enough to bear her up, however fast she may fly through the water. She is sheathed with yellow metal up to 20 feet, is painted black above the metal, and inside she is pearl color relieved with white. The bulwarks stanchions are of oak, and are the continuation of every other top timber. She has a small topgallant forecastle, a house abaft the foremast 45 feet long, 18 wide, and 6-1/2 high, fitted for the accommodation of the crew, and also contains the galley and other apartments.
She has a small poop deck, upon which she is steered, and connected with it is the after part of her cabins, which are in a house sixty feet long, leaving gangway room on each side of it. This spacious house contains two splendid cabins and an ante-room. The after cabin is wainscoted, with mahogany, rose and satin wood, set off with pilasters, cornices and flowered gilding, in the most perfect style of art. The forward cabin is also finished in superior style, and the state rooms of both are spacious, well-lighted and ventilated, and like the cabins, are well furnished.
All the stanchions, all the hooks, and all the knees in the hold are of superior white oak, the between knees only are of hackmatack, and of these are very stout. Her ends are well secured with massive hooks and pointers, and no ships beams can be better kneed. The bolt beams are 16 inches square, the upper deck beams ten by sixteen, the frames of both decks are of hard pine, and the planking 3-1/2 inches thick.She is seasoned with salt, has Emerson's ventilators, and all the other means of ventilation now in use. She has patent blocks, patent trusses, chain topsail sheets and ties, and all the other improvements of the day. Aloft, as well as below, she is fitted in superior style, and looks most gloriously. More than usual care has been bestowed upon her iron work, and so far as we are qualified to express an opinion, we think it not only strong, but well finished. Capt. John Zerega, long known in the Liverpool trade, commands her. She was built in East Boston by Mr. Robert E. Jackson, the builder of the John Bertram, Winged Racer, and many other fine ships. Her enterprising owners have spared no expense to make her a perfect ship, and to ensure her success. She is expected to suit twenty miles an hour with a leading wind, and to rank first among the foremost upon the world of waters.
Queen of the Seas
Daily Alta California, March 1853
One of five clippers that arrived from the Atlantic since the first of March. She sailed from Boston. Her maiden voyage of was part of a "Deep Sea Derby," in the fall of 1852 representing a sampling of some of the finest clippers of the day racing around the Horn at the most favorable season of the year. Much of the time they were in sight of one another, often going tack for tack slicing on through the seas, each looking for the first opportunity to haul up more sail and fly on past to take the lead again, day after day, through fair winds and foul.
Rattler
Daily Alta California, January 9, 1853
LAUNCH.-A fine clipper ship, called the Rattler, of 580 tons burthen, designed for the California trade, was launched at Baltimore. The Rattler is likewise the name of a new clipper ship of 1,100 tons (of cargo carrying volume), launched recently at Rockland, Maine, and now at New York.
Romance of the Sea
This extreme clipper was built in 1853 by Donald McKay, East Boston. Rigged with Capt. Forbes' double topsail rig. Her dimensions were 140'x39'6"x29'6" and tonnage 1782 of cargo carrying volume. She was launched on November 15, 1853 from McKay's Yard at East Boson for George B. Upton of Boston and employed in the California Trade. On December 16, 1853, she sailed for San Francisco under command of Captain Dumaresq after having loaded at the Long Wharf in Boston for Messrs. Timothy Davis & Co.'s line of San Francisco Clippers. When the George Lee and Flying Eagle sailed from Hong Kong for San Francisco in late 1862, the Romance of the Sea was in port. She left Hong Kong on December 31, 1862 and was lost at sea enroute to San Francisco.
San Francisco
New York Herald, April 4, 1853
The San Francisco is about 1,400 tons of cargo carrying volume and is being built for T. Ward & Co. She is 195 feet on deck, 199 on the keel, 38 feet wide, and 22 deep. She is now in frame, and will be launched next July She is intended for the California and China business.
February 8, 1854 (from the Annals of San Francisco)
Loss of the clipper ship San Francisco, from New York to this port (San Francisco). This was a fine new ship of large tonnage, whose cargo was valued at $400,000. In beating through the entrance to the bay, she missed stays and struck the rocks on the north side, opposite Fort Point. This was nearly at the spot where the English outward-bound ship Jenny Lind, from the same cause, was wrecked a few months before. The "Golden Gate" is narrow, but the channel is deep and perfectly safe, if only its peculiarities be known and attended to. The loss of the ships named was supposed to be more attributable to the ignorance or neglect of their pilots than to any natural dangers in the place at the time. If it were obligatory on masters of sailing vessels, not small coasters, to employ steam-tugs to bring their ships from outside the Heads into the harbor, such accidents as these could not occur. It appears that twenty-three large vessels have either been wrecked, stranded, or seriously injured in San Francisco Bay since 1850. This number is exclusive of any accidents occurring to vessels at anchor in the roadsteads, or lying at the wharves. The total losses in the harbor, since 1850, are estimated to have exceeded a million and a half dollars.Sea NymphThe wreck of the San Francisco was attended by circumstances very discreditable to some of the people in and around the city. So soon as the occurrence was known, a multitude of plunderers hastened to the wreck, and proceeded to help themselves from the ship's hold. It was in vain that the owners or their agents attempted to drive them away. Some two hundred dare-devil Americans, nearly all armed with the usual weapons, five or six-shooters and bowie knives, were not to be frightened by big words. They stood their ground, and continued to take and rob as they pleased, plundering from each other as well as from the ship. It was said that even some of the soldiers from the Presidio crossed the strait, and became wreckers themselves. Then a storm came, and scattered and capsized the deep-laden boats that were bearing the spoil away. Some were carried out to sea, and were lost; others were swamped close beside the wreck and a few of their passengers were drowned. The number of lives lost could not be exactly ascertained, although it was supposed that, at least, a dozen persons must have perished in the midst of their unhallowed occupation. There were no lives lost of those connected with the San Francisco. She was sold after the wreck, as she lay, her contents included, for $12,000. A short time afterwards, and when some of the lighter parts of the cargo had been removed, the ship went to pieces, as had been the case with the Jenny Lind before her.
Daily Alta California, July 13, 1852
ARRIVAL OF CLIPPERS.--The Sea Nymph, Argonaut and Staghound are among the numerous arrivals which are reported in our paper this morning. They have all been looked for during the past week, though not supposed to have been over due, as many of the same class of an earlier date from the Atlantic are still out. These ships have done well, and their passages may be considered good. The season of the year is much against a rapid run from the Atlantic to the Pacific, as is usual, and which may be seen by the reports in another column. The Staghound had three skysails set for eighty-eight days, and was within one thousand miles of this port on the 14th ult. The Argonaut and Sea Nymph report similar weather. We shall no doubt have another fleet to report in our next publication, as well as some wild transactions in merchandise. Speculation is rife in nearly all descriptions of goods by these vessels, the arrival of which only happily relieves the want of many articles, without depressing the market or effecting prices. Indiscreet speculators may possibly suffer.
Sea Serpent
Daily Alta California, July 13, 1852
CLIPPER SHIP SEA SERPENT.--This magnificent ship has made this best passage of the season, 112 days from New York, beating the fleet of clippers now due, whose average passage already amounts to about 124 days. She was built at Portsmouth, N.H., by Geo. Raynes, Esq., the famous building of the Witch of the Wave, that has excited the admiration of the Londoners, both by her unrivalled passage of 90 days from China, and her symmetrical proportions. Mr. Raynes is also the builder and architect of the Typhoon, which it will be recollected, made a voyage to Europe in 12 days. He has orders now for four clippers, the same model with the Witch of the Wave, and has forwarded her model by request to the Board of Admiralty in England.
Sea Witch
The American Tea Clipper Sea Witch was launched December 1846 from Smith & Dimon's yard at the foot of Fourth Street, New York. At 890 tons, her length was 179 feet, breadth was 34 feet, and depth was 19 feet. She proved to be no disappointment to her owners, Howland & Aspinwall. Sea Witch can be considered the first of the very sharp-ended full midsection clipper ships. She had little sheer, a straight keel with no drag, and markedly hollow bows. When loaded, the Sea Witch lay low on the water.
At the time of her launching she was the most beautiful ship afloat: painted black with a bright stripe, her figurehead was an aggressive-looking, beautifully carved gilded Chinese dragon whose long coiling tail gave emphasis to her hollow bows. She was described as being rakish and heavily sparred, her mainmast being 83’ 2” long. She had the reputation at that time of being the handsomest ship sailing out of New York, and her officers and crew were hand-picked men, several of whom had sailed with Captain Robert "Bully" Waterman on his voyages in the Natchez.
Captain Waterman sailed her from China to New York in a record-breaking run of seventy-five days from China, having performed a voyage around the world in 194 sailing days. (Editor's Note: Apparently, as of 2004, no one has broken Captain Waerman's record).
New York papers reported that Sea Witch made the shortest direct passages on record, viz.: 69 days from New York to Valparaiso; 50 days from Callao to China; 75 days from China to New York. Distance run by observation from New York to Valparaiso, 10,568 miles; average 6 2/5 miles per hour. Distance from Callao to China, 10,417 miles; average, 8 5/8 knots per hour. Distance from China to New York, 14,225 miles; average, 7 7/8 knots per hour. Best ten (consecutive) days' run, 2,634 miles; 11 1/10 knots per hour.
Waterman basked in his latest limelight at the Astor Bar and soon left for Connecticut to reunite with his wife. Griffiths basked in the limelight as well and was never at a loss for words when praising the ship that was his masterpiece. He wrote:
The model of the Sea Witch had more influence upon the subsequent configuration of fast vessels than any other ship ever built in the United States.Sea Witch, like other clippers, was built for speed. They could sprint at 20 knots and cruise at 16. Sea Witch was an opium clipper, which meant she was not only swift, bu was also well-armed, mounting from 6 to 10 eighteen pounders. These armaments were necessary to see off the numerous Chinese pirates, who, in their fast lorchas, were attracted by the rich cargoes of silver and opium. The opium clippers sped up and down the coasts delivering opium to, and collecting silver from, the 'receiving ships'. These hulks, heavily armed and fully manned by Manila men, were anchored in the open ports as depots.
Sovereign of the Seas
Daily Alta California, June 17, 1853
Some parties advertised in the New York Evening Post that they would back the clipper ship Sovereign of the Seas against any other vessel in the world for a large amount of money on a passage to San Francisco. This challenge brought out Mr. W. H. Webb, the eminent builder of New York, and constructor of the Challenge, Gazelle, Comet and other first class clippers, who offered to back his new clipper, the Young America, against the Sovereign of the Seas for the sum of $10,000, the total to be made on the terms proposed, viz.: from New York to San Francisco, both vessels loaded, and to sail together, or within 30 days of each other. This was the cause of a card from the owner of the Sovereign, in the New York Herald (the same paper in which Mr. Webb's acceptance of the challenge appeared) stating that though he never challenged any ship against his vessel, nevertheless would have been willing to accept the terms if the low state of freight to California did not forbid it, and that the Sovereign would probably have to make an immediate trip to Liverpool, but if on her return a better feeling for California prevailed so as to enable him to lay his vessel on again for San Francisco, he would sail her for the stipulated amount against any vessel which Mr. Webb might think proper to match against her.
Star of the Union
Daily Alta California, February 3, 1853
A beautiful clipper, the Star of the Union, named in compliment to the genius of Daniel Webster, is loading at New York for this port, in J. Ogden's line of clippers.
Sweepstakes
New York Herald, April 4, 1853
Messrs. Westervelt & Sons have in frame at their lower yard, the clipper ship Sweepstakes, for Messrs. Chambers & Heiser, to be launched about the middle of June. She is 220 feet long on deck, 215 feet keel, 40 feet broad, and 22-1/2 deep. They have also another clipper on the stocks to be launched about the same. time for Messrs. Goodhue & Co., called the Kathay. She is 310 feet long on deck, 38 wide, and 22 deep.
Daily Alta California, August 4, 1853: This vessel, which fell over, in the endeavor to launch her, at Messrs. Westervelts' yard, New York, was put off without any material damage, and would at once load for San Francisco. Messrs. Chambers & Heiser of New York, are her owners, not George Daniels, as stated by mistake.
Telegraph
Daily Alta California, March 1853
One of five clippers that arrived from the Atlantic since the first of March. She sailed from Boston.
Tradewind
Daily Alta California, February 25, 1853
ARRIVAL OF CLIPPERS.--The fine clipper Trade Wind arrived yesterday, after a very short passage of 102 days. Capt. N. Webber, who commands her, states that he would have been here several days ago, had he not been obliged to put about in consequence of a fire which broke out in the ship's hold. This is the second time this noble vessel has been threatened with destruction by the devouring element. She brings 3000 tons of cargo worth $500,000, and accomplishes her passage in spite of fire and water, with almost incredible speed.
Let us institute a comparison between our clippers and English merchantmen. There are at this time seventy-nine British vessels at sea, bound for this port. Of this number, over twenty have been out between three hundred and fifty and four hundred days, and may be much longer before they arrive. It will take eight of the finest of these ships to transport the cargo brought by the Trade Wind, and require thirty more men to man them than it does her. She performs a longer passage in one quarter of the time that they require, and is in the same proportion more commodious, healthy and safe.
Westward Ho
When the Flying Fish entered the Golden Gate on January 31, 1853, with the winning Deep Sea Derby passage of 92 days, 4 hours, anchor to anchor. There to greet her in San Francisco Harbor, was the Westward Ho, another McKay clipper that had been launched on September 24, 1852. The Westward Ho had entered the Deep Sea Derby sailing from Boston twenty-two days after her launching on October 16, 1852, fifteen days before the Flying Fish; to chase after the Dauntless that had cleared Boston Harbor the day before on her maiden run to the Golden Gate, the same day the Flying Dutchman departed New York.
Whirlwind
Daily Alta California, March 1853
One of five clippers that arrived from the Atlantic since the first of March. She sailed from Boston.
White Swallow
Daily Alta California, June 12, 1853
She is planked flush to the planksheer, has a neatly arched stern, with curved monkey rails over the taffrail, and a long and clean run. The stern is finely ornamented with gilded carved work, and looks most beautifully. She has about 3 feet sheer, 6 inches rounding of sides, and 18 inches dead rise at half floor. She is sheathed with yellow metal, and, although her name is partly white, she is wholly black above the sheathing outside; inside she is buff color, relieved with white, and the waterways are blue.
Her bulwarks are five feet five inches high, including the monkey rail, and the stanchions and gangway boards are all of India teak, bright and varnished. Like nearly all the other clippers, she has a top gallant forecastle, with a capstan on it, a large house amidships for the crew &c., and two beautiful cabins. The after one is under a half poop deck, and is elegantly wainscoted with satin, rosewood and mahogany, st off with pilasters, cornices, and gilded lines and flowers. Its furniture, state-rooms and all that pertains to it, are of the first quality. The forward cabin is in a house, which forms an ante-room to that below, and contains the pantry, rooms for the officers, and other apartments.
The ship herself is built of oak, is copper fastened in the strongest style, and finished smooth as cabinet work. She has a noble set of spars, and looks splendidly aloft. Her mainmast is eighty feet long, the main yard seventy three feet square, and the other spars in proportion. She was built at Medford, by Messrs., Hayden & Cudworth, and is owned by William Lincoln, Esq., of this city. Captain F.W. Lovett, a prime sailor commands her. She is now lying at the south side of Lewis wharf, and is loading with dispatch in Messrs. Glidden & Williams' line of San Francisco clippers. She is a most beautiful craft, must sail very fast, and be an excellent sea boat.
Wild Duck
Daily Alta California, July 8, 1853
THE NEW CLIPPER SHIP WILD DUCK is loading at New York for San Francisco. She was built by Mr. Geo. Raynes, of Portsmouth, N.H., and is well worthy the fame already acquired by Mr. R., for producing first class clippers. Her extreme length is 175 feet; breadth 34.6 feet; depth 20 feet, and she registered 860 59 95 tons (Ed. Note: That is how it's printed and it refers to cargo carrying volume). She is a sharp vessel and has great storage capacity for her class, and has been built in the best style of the art. Her timbers are heavy and all thoroughly bolted and fastened in the best manner. Her head has for an ornament a handsome figure of an eagle on the wing, and the stern, which is of a round form, is adorned with the figure of a sporting dog and some gilt scroll work. Her model is very handsome, and somewhat resembles that of the clipper Wild Pigeon, also built by Mr. Raynes. Her accommodations for passengers are very good, and she is fitted with all the modern aids for working ships, &c., that ingenuity has invented. She is loading in Mr. John Ogden's Pioneer Line (a line of California clippers). Her commander is Capt. A.J. Hamilton, late of the Laconia, a very experienced navigator, and will no doubt make a very quick passage.
Winged Arrow
The Boston Daily Atlas, August 2, 1852.
This is another of that beautiful class of vessels known as the medium between the extreme sharp and the packet model, and is as fine a combination of speed with good stowage capacity as we have inspected. She is 170 feet long on the keel, 6 feet longer between perpendiculars on deck, and 183 feet from the knight-heads to the taffrail. Her extreme breadth of beam is 36 feet, depth 22 feet, including 8 feet height of between-decks, and she will register about 1050 tons of cargo carrying volume. Her dead rise at half-floor is 20 inches, rounding of sides 6, and sheer 2 feet 2 inches. Her lines are rounded, and, as may be seen by her fore rake, her stem is nearly upright; but her sheer is carried boldly forward, which, combined with as easy and graceful flare, given her a beautiful bow. A large gilded flying dragon displays his length along the trailboards, and grins, with outspread wings, a flying arrow issuing from his mouth, and forms the termination of the head.
The moulding of the planksheer forms the lower outline of the head boards, and makes a neat finish in the rear of the head. She has a narrow waist of three strakes, defined between the mouldings of the upper of the wale and the planksheer. Her stern swells boldly from the quarter timbers across, and from the arch bard to the rail, and is ornamented with gilded carved work, emblematical of her name. Instead of stern windows, she has patent circular air ports, with plate-glass lights. She is sheathed with yellow metal up to 17 feet forward, and a foot higher aft, and is painted black above. Inside she is painted buff color, relieved with white; has mahogany gangway board, and mahogany monkey rail stanchions, bright and varnished.
Her deck-room is spacious, and well designed for working ship. The whole height of the bulwarks, including the monkey rail, is 5 feet, and she has a large house amidships, fitted for the crew, the galley, &c. She has also moveable houses over the hatchways, and a temporary house on the quarter deck, for a store-room and sail-room. Her cabin is under a half poop deck, with a house in front. This house contains two state-rooms for the officers, and also forms an ante-room to the cabin below. The cabin contains seven spacious state-rooms, and is wainscotted with plain branch mahogany, set off with pilasters, cornices, gilded mouldings, &c., and is furnished and fitted up with taste and skill. The tables, sofas, settees, &c., are all that could be desired, for neatness or comfort.
The means of light and ventilation are of the best kind, in every state-room and the cabin. While speaking of ventilation, we may state that she has air ports below, ventilators along her covering board and in her bitts, and "Emerson's corresponding patent ventilators" fore and aft, communicating with the between decks and the hold.
She is well built of good materials. Her frame is of white oak, and her frames, ceiling, &c., of hard pine. Her keel is 16 by 30 inches, floor timbers in the throats, 16 by 12, and she has three depths of keelsons, the lower two 16 inches square, and the upper one only two inches less, the whole bolted with 1¼ copper and iron, the copper driven through, every floor timber and the keel, and riveted. Her floor ceiling is 4 inches thick, and over the floor heads the work is 10 inches thick, graduated to 7 inches within 5 feet of the deck, where there is a massive stringer of 10 by 14 inches, upon which the lower ends of the hanging knees rest. The clamps are 7 inches thick, and all her thick work is scarphed and square fastened, and extends the whole length of the vessel.
The between decks waterways are 15 by 16 inches, with two strakes of 8 by 13 inches over them, and one of 8 by 12 inside of them, let into the beams, bolted through them and horizontally through all. The thick work above is square fastened and bolted vertically into the waterways. The ceiling above varies from 5 to 6 inches. The upper deck waterways are 10 by 12, and the main rail and planksheer are each 6 inches, with stout oak stanchions, bolted in the usual style. The decks are 3½ inches thick. All the knees, hooks, pointers and stanchions in the hold are of oak, and she has 8 hooks forward and 5 aft. The lower deck beams are 16 inches square, and those under the upper deck are 15 by 10, and the hold stanchions are 11 inches square, kneed in the wake of the hatchways, and clasped with iron elsewhere. The between decks stanchions are turned and secured with iron rods in the usual style. The lower deck hanging knees are of oak, with 15 bolts and 4 spikes in each, have 3 feet 3 inches arms, 5 feet 2 inches bodies, are sided from 9 to 12 inches, and are moulded 22 inches in the throats. The between decks knees are of nearly the same dimensions, but have two or three more bolts through them. The lodging knees meet and scarph in every berth.
She has 5 transoms, the main one of which is 18 inches square, with stout transom knees. Her cutwater stem, apron, stern and rudder post are all very stout, and are bolted with copper up to the load displacement line, and above there with iron. Her garboards are seven inches thick, the bottom planking four, and her wales five by seven, square fastened with threenails, and butt and bilge-bolted with copper. She is seasoned with salt, and, as already stated, is most thoroughly ventilated.
She is a full rigged ship, has made fore and mainmasts, yellow pine topmasts and jibbooms, and pole topgallant and royal masts, also sports a main skysail yard, rigged aloft. Her lower masts are white, her bowsprit and yards black, and her booms bright. She has all the iron work now in general use, about her masts, yards, bowsprit, and jibboom. Her mast heads are crowned with gilded balls, and altogether aloft she appears majestically beautiful. Her lower masts, commencing with the fore, are 74, 80, and 70 feet long; topmasts 42, 44, and 32; bowsprit outboard 26 feet; jibboom 18 feet; lower yards 66, 73 and 53; topsail yards 53, 59, and 42 feet, and the other spars in proportion. In her outfits, such as ground tackle, windlass, capstans, boats, steering apparatus, &c, she is most substantially found.
She was built at South Boston by Messrs. E. & H.O. Briggs, well
known as the builders of the Southern Cross, and other fine ships, and she
is not only well built, but beautifully finished. Mr. J.W. Mason ornamented
her, Blanchard & Caldwell made her spars, and Capt. Brewster rigged her. Messrs.
Baker & Morill own her, and she is now loading in Messrs. Glidden & Williams's
line of San Francisco packets, and will sail of the 5th of August. A better
or more beautiful vessel of her class has not yet been produced in this vicinity.
Wild Ranger
By October 4, 1855 Captain Elisha Sears, age 22, had married Bethia Sears of Cape Cod, age 19, four weeks earlier and set sail on the clipper Wild Ranger. She kept a journal during her years at sea, some of which is quoted in Joan Dreutt's book Hen Frigates. Like most wives of the day who sailed with their husbands (and there were many), she learned to navigate, she was happy and contented to be on the clipper with her husband. They arrived in San Francisco, "a very hard looking contry, on February 15, 1856 and sailed again on February 27th for Calcutta.
Winged Racer
Daily Alta California, January 9, 1853
CLIPPER WINGED RACER.-Our New York correspondent says, &among the
new clippers is one just arrived from Boston called the Winged Racer.
She was built by Mr. R.E. Jackson, of that city, and is loading for San Francisco,
in Mr. E.B. Salton's line of clippers. Her dimensions are: Length on keel, 198
feet; on deck, between perpendiculars, 210; over all, 226; extreme beam, 42-1/2
feet; depth of hold 23 feet. Her dead rise at half floor is 24 inches, and sheer
between the curve of the bow and rise of the quarter, 3 feet. She is a very
sharp looking vessel, and of majestic appearance, and does honor to the designer
and constructor. Her tonnage is 1700 tons, but her beautiful compactness would
induce a casual observer to set her down at a much lower figure. She will leave
here shortly under command of Capt. Brown, and will no doubt give a good account
of herself when she arrives in your city.
The Bald Eagle is also another beautiful clipper just
arrived here from Boston, where she was built by Mr. Donald M'Kay. She is
considered by many connoisseurs in the art of shipbuilding as the finest ever
produced by Mr. M'Kay. She is about 1700 tons government measurement, and
can stow about 2200 tons of goods. She is 195 feet on the keel, and 225 over
all; beam 41-1/2 and depth 22-1/2. She is loading in Mr. John Ogden's clipper
line for San Francisco, and is commanded by Capt. Dumaresg, late of the Surprise,
and is expected to make an exceedingly short passage.
Wizard
The clipper ship Wizard, 1067 tons, built at Boston by Mr. Samuel Hall,
taking cargo at New York for San Francisco, has been purchased by Messrs. Slate
& Co. of New York, at about $95,000 cash. She is getting 50@60c per foot.
Yankee Blade
This clipper was one of the ship building triumphs that helped make American
the queen of the seas in the middle of the 19th century.
She was pressed into expanding New York-San Francisco trade around Cape Horn.
On September 1, 1854, she was leaving San Francisco with a few passengers
and a valuable cargo when she sank off Point Arguello. 15 people and $3 million
in gold sank with her.
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