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THE 
 
 SAILING SHIPS 
 
 OF 
 
 NEW ENGLAND 
 
 L607— 1907 
 
 By 
 
 JOHN I^OBINSON 
 
 Curator of the Marine Room, Peabody Museum of Salem 
 
 and 
 
 GEORGE FRANCIS DOW 
 
 Curator of the Society for the Preservation 
 
 of New England Antiquities 
 
 MARINE RESEARCH SOCIETY 
 
 SALEM, MASS. 
 1922 
 
PUBLICATION NUMBER ONE 
 
 OF THE 
 
 MARINE RESEARCH SOCIETY 
 
 SALEM, MASS. 
 
 COPYRIGHT, 1922, BY 
 THE MARINE RESEARCH SOCIETY 
 
 ^tit Cperftins (press 
 
 TOPSFIELD, MASSACHUSETTS 
 
7T^ 
 
 DEDICATED TO 
 
 CAPT. ARTHUR H. CLARK 
 
 WHO SET SAIL FOR HIS LAST PORT 
 
 BEFORE HE COULD COMPLETE HIS 
 
 WORK INTENDED FOR 
 
 THIS VOLUME 
 
 M886691 
 
PREFACE 
 
 UNTIL recent times the sailing ship has been so vital a factor in 
 the life and development of New England that every fireside 
 has felt in some degree the influence of its commercial inter- 
 course with nearly every port in the known world. It is natural, there- 
 fore, that the descendants of the sailors and merchants of earlier days 
 should inherit an interest in the ways of the old-time ship and seek to 
 know more about the building, rigging and sailing of the various types 
 of vessels that once brought adventure and a livelihood to many a New 
 England boy. That interest has led to the preservation in a number 
 of the old sea ports, of museum collections devoted to the commercial 
 marine. Numerous private collections of ship pictures, ship models, 
 marine objects and books relating to the ship and to the sea are also 
 being made not only in all parts of New England but throughout the 
 United States. 
 
 The Marine Research Society has been organized at Salem, Massa- 
 chusetts, for the purpose of collecting and pubhshing worthwhile 
 material relating to the ship, its construction, rig and navigation; to 
 the ways of the sailor and his adventures in uncharted seas; to the 
 days of the pirates and the merchant adventurers; and to any other 
 matter of general interest that pertains to the commercial marine. 
 In this connection it is also proposed to reprint certain publications 
 that have now become rare and are inaccessible to the average collector 
 in this field. It is the aim of the Society to restrict its work to the 
 publication of matter of scientific or historical value and it thereby 
 hopes to deserve and receive the co-operation of serious students 
 of maritime subjects so that the results of their investigations may 
 become known through its Publications. 
 
 This volume, the initial Publication of the Society, should find a 
 wide appeal because of the lively, present-day interest in the old-tim.e 
 ship picture, and it has only been made possible through the generous 
 co-operation of museums and private collectors of these interesting 
 and oft-times curious pictorial representations of the sailing vessels of 
 other days. While many of the ship pictures in the volume are here 
 reproduced for the first time, a considerable number have been in- 
 
 5 
 
eluded through the kind permission of authors and publishers. This 
 accounts for the great variation in size of the engraved blocks. It 
 should also be borne in mind that many original ship pictures have 
 become stained and discolored so that it is now impossible to obtain 
 good results when they are reproduced. It has been the aim to in- 
 clude in this volume pictures of vessels built, owned or commanded 
 by New England men. 
 
 Numerous friends have aided in the preparation of this volurre and 
 the Society is under particular obligation to Mr. Charles H. Taylor, 
 Jr., of Boston, for making available the resources of his collection of 
 ship pictures,— probably the largest collection in private hands in New 
 England and containing numerous examples of the work of the artists 
 about the Mediterranean. He has also generously supplied the colored 
 frontispiece reproducing for the first time an early water-color in his 
 collection. The Peabody Museum and the Essex Institute, at Salem, 
 have loaned engraved blocks used in their publications and co-operat- 
 ed in other ways. The ship pictures that have appeared from time to 
 time in the valuable historical series published by the State Street 
 Trust Company of Boston, are here included by the kind permission 
 of Mr. Allan Forbes and Mr. Perry Walton. Cordial thanks are also 
 due to Mr. Hollis French, Horace Gray, M. D., Mr. Arthur F. Harlow, 
 Mr. William R. Hedge, Mr. James A. Hutchinson, Joseph Morrill, Esq., 
 Messrs. Houghton Mifflin Company, Messrs. Little, Brown & Co., the 
 Bostonian Society, the Massachusetts Historical Society, and the Soci- 
 ety for the Preservation of New England Antiquities, all of Boston ; 
 Dr. Alfred Johnson, Mrs. Herbert Foster Otis, and Prof. Charles S. 
 Sargent, all of Brookline; Mr. Francis W. Sprague of Cambridge; 
 OUver H. Howe, M. D. of Cohasset ; and to all others who have in any 
 way furthered the production of this volume. 
 
TABLE OF CONTENTS 
 
 Historical Introduction 9 
 
 First Vessel Built in New England .... 9 
 
 "The Blessing of the Bay" 11 
 
 Shallop 13 
 
 Pinnace 15 
 
 Sloop 16 
 
 Canoe 19 
 
 Two-Masted Boats 20 
 
 Pink 21 
 
 Pinky and Chebacco Boat 21 
 
 Ketch 22 
 
 Boats 24 
 
 Schooner 25 
 
 Bilander 28 
 
 Brig • • -28 
 
 Hermaphrodite Brig 29 
 
 Brigantine 29 
 
 Topsail Schooner . . . ' 30 
 
 Snow 30 
 
 Ship 31 
 
 Ship Fittings ' . 32 
 
 Bark 33 
 
 Paint on Vessels 33 
 
 7 
 
8 table of contents 
 
 Accommodations for Passengers 35 
 
 Clipper - Ships 41 
 
 Early Yachts 42 
 
 Nautical Instruments 44 
 
 Astrolabe 44 
 
 Cross -Staff 45 
 
 Quadrant 46 
 
 Compass 48 
 
 Nocturnal 48 
 
 Sextant 50 
 
 Chronometer 51 
 
 Spy -Glass 51 
 
 Log -Line 53 
 
 Sounding Leads 54 
 
 Charts 55 
 
 Ship Pictures 57 
 
 Painters of Ship Pictures 61 
 
 Additions and Corrections 65 
 
 The Sailing Ships of New England 67 
 
THE SAILING SHIPS OF NEW ENGLAND 
 
 1607—1907 
 
 NEW England, with its many rivers and long indented coast-line, 
 has always been a breeding place for sailors and a natural 
 location for shipbuilding. The early settlers along the shore- 
 line found no extent of rich soil awaiting cultivation and of necessity 
 turned to fishing and to trade. The forests close at hand supplied the 
 best of timber for building vessels and on the sea a fishing industry 
 and a trade with England and the West Indies soon brought prosperity 
 to the colonies. 
 
 Probably the first vessel to be built in New England was the Virginia, 
 
 a "faire pinnace of thirty tons," launched in the spring of 1607 at the 
 
 mouth of the Kennebec river in Maine. It was 
 
 First Vessel built by the newly founded Popham Colony and 
 
 Built in after some voyaging along shore and sailing up the 
 
 New England Kennebec as far as the head of navigation, to what 
 
 is now Augusta, it set sail for England when the 
 
 settlement was abandoned in the fall of that year and arrived safely. 
 
 This small vessel afterwards made several voyages across the Atlantic 
 
 and in June, 1610, was lying at anchor at Point Comfort, Virginia, 
 
 when Lord De La Warre arrived, it having brought over a part of the 
 
 Gates and Somers expedition in August of the previous year. 
 
 In the museum of the Pilgrim Society at Plymouth, Massachusetts, 
 is preserved the hull of the small sloop Sparrow Hawk, which sailed 
 from London for Virginia, with passengers, in the fall of 1626 and was 
 wrecked near Plymouth. The sands of Cape Cod safely preserved, 
 until recent years, the keel and ribs of this, the earliest known sailing 
 vessel that has survived in New England. She was only forty feet long 
 and the emigrants who crossed the Atlantic in her, most of them un- 
 familiar with the sea and its moods, certainly were not lacking in per- 
 sonal courage or faith in their destiny. 
 
 The Sparrow Hawk was forty feet in length, and had a breadth of 
 beam of twelve feet and ten inches, and a depth of nine feet and 
 
 9 
 
10 
 
 THE SAILING SHIPS OF NEW ENGLAND 
 
 seven and one-half inches. Her keel measured twenty-eight feet and 
 ten inches and the rake of her stern-post was four inches to the foot. 
 "Her forward lines are convex, her after lines sharp and concave, and 
 her midship section is almost the arc of a circle."* She had a square 
 stern and a single mast located about midship for there is a hole in 
 the keelson showing where it was stepped. The rig probably was a 
 lateen yard with a triangular sail. Her planking was English oak, 
 two inches thick and most of it ten inches wide. 
 
 An early need at the Plymouth Colony was a ship-carpenter and 
 one was sent over in the spring of 1624. Governor Bradford records 
 
 DRAFT OF THE LINES OF THE HULL OF THE "SPARROW-HAWK," 
 MADE IN 1865 BY D. J. LAWLER. 
 
 that "he quickly builte them 2 very good & strong shalops (which 
 after did them greate service), and a greate and strong lighter, and 
 had hewne timber for 2 catches ; but that was lost, for he fell into a 
 feaver in ye bote season of that yeare [1624] . . . and dyed." It was 
 one of these shallops that was sent to the Kennebec river in the fall 
 of the next year to open up a trade in furs with the Indians, a trade 
 that eventually relieved the Pilgrims from their financial difficulties 
 and extricated them from the clutches of the Merchant Adventurers 
 in London. The Governor writes that "bigger vessel had they none. 
 They had laid a little deck over her midships to keepe ye corne drie, 
 but ye men were faine to stand it out all weathers without shelter ; 
 and yt time of ye year begins to growe tempestious." Their ship-car- 
 penter was dead but a house-carpenter sawed their larger shallop in 
 halves, lengthened and decked her over and rebuilt her into a small 
 
 *Report of Messrs. Dolliver & Sleeper, ship-builders, of Boston, made in 1865 at 
 the time the wreck was uncovered. See "Loss of the Sparrow-Hawk in 1626," 
 Boston, 1865. 
 
"the blessing of the bay" 11 
 
 pinnace that did good service for seven years. Later, the Colony 
 bought an EngUsh trading ship, the "White Angel," and a fishing 
 vessel that had been fitted out in England to fish under the English 
 custom of shares. 
 
 The Company of the Massachusetts Bay early recognized the need 
 for shipbuilding in the new colony and in their first general letter of 
 instructions to John Endecott, dated April 17, 1629, wrote : 
 
 "We haue sent six Shipwrights, of whom Robert Molton is cheif 
 . . . desiring that their labour may bee employed 2/3 for the generall 
 Companie, and 1/3 for Mr. Cradock and his Assotiats." On May 
 28th following, the Company wrote directing that "The provisiors fcr 
 building of Shipps, as Pitch, Tar, Rozen, Okum, old ropes for Okum, 
 Cordage, & Saylcloth, in all these Shipps, with 9 fferkins and 5 halfe 
 barrells of Nayles in the 4 Sisters, are 2/3 for the Companie in generall, 
 and 1/3 for the Gouernor, Mr. Cradock, and his partners; as is also 
 charge of one George Farr, now sent over to the six Shipwrights 
 formerly sent. Our desire is a Storehouse may be made apart for the 
 provisions of the Shipwrights and their Tooles, whereof Robert Moul- 
 ton to haue the cheife Charge, and an Inventory to bee sent vs of all the 
 Tooles^ the new by themselues and the old by themselues, that was 
 sent ouer for the vse of the said Shipwrights, or any of them, in these 
 and the former shipps; . . . and our desire is, that these men bee 
 kept at worke togeather, adding to their helpesuch of the Companye s 
 servants as you shall fynde needfull, & proportionably 1/2 as many 
 of Mr. Cradock's, which course wee hold most equall; and that ac- 
 cordingly as any vessells bee built, first that both partyes may bee 
 accomodated for the present occasion ; but soe soone as 3 Shallops 
 shalbe finished, two of them to bee sett out for the Companie, by lott, 
 or as you shall agree there to make an equall devision, and one for 
 our Gournor & his partners." 
 
 At the outset, the great need for housing the immigrants seems to 
 have occupied the energies of Robert Mouhon and his company of 
 ship-carpenrers and so far as known nothing was done about building 
 the three shallops ordered by the Company. Shipbuilding in Massa- 
 chusetts really began with the launching at Medford, en July 4, 1631, 
 of Governor Winthrop's trading vessel, The Blessing of the Bay, which 
 was built mainly of locust. He records that the 
 "The Blessing "bark being of thirty tons went to sea," Aug. 31, 
 OF THE Bay" 1631 and the following October she "went on a 
 voyage to the eastward," and soon engaged in 
 trade with the Dutch at New Amsterdam. An eighteen-ton pinnace 
 brought Virginia corn and tobacco to Salem in 1631 and the same 
 
12 THE SAILING SHIPS OF NEW ENGLAND 
 
 year a ship was built at Richmond Island, off Cape Elizabeth, Maine, 
 which made regular voyages for some years between that trading 
 settlement and England. This probably was the first regular packet 
 service in the Colonies. In 1634, a pinnace of fifty tons came to Bos- 
 ton from Maryland loaded with corn to exchange for fish. In July, 
 1634, Capt. John Mason wrote to the Secretary of the Admiralty that 
 more than fifty ships were trading to New England, of which "six sail 
 of ships at least, if not more, belong to them." 
 
 Governor Winthrop when writing in his "Journal" of The Blessing 
 of the Bay, always mentions her as a bark. As the bark-rigged vessel 
 of to-day was unknown at the time, the question naturally arises, 
 "What was the rig of the Blessing ?" The Governor generally did not 
 use the word in its purely literary sense as throughout his "Journal" 
 he seemingly differentiates in mentioning the rigs of different vessels. 
 His "barks" ranged from twelve to forty tons in size and were both 
 "small" and "large." In 1636, a "bark" of twenty tons met John Old- 
 ham's "small pinnace," near Block Island and four years later a pin- 
 nace called the "Coach," on her voyage from Salem to New Haven, 
 sprang a leak near Cape Cod, when "one Jackson, a godly man and 
 an experienced seaman, laying the bark upon the contrary side, they 
 fell to getting out the water" and safely returned to Salem. A "small 
 Norsey bark of twenty-five tons," arrived in Boston in 1635 bound for 
 the mouth of the Connecticut river. She had had a very stormy voy- 
 age but brought safely fourteen passengers, including two wcmen, 
 with their goods. They arrived four days too late, for Winthrop had 
 already sent a "bark" with carpenters and workmen to take poses- 
 sion before the Dutch came. 
 
 In 1689, Capt. Cyprian Southack of Boston, captured in the Channel 
 near the French coast and brought to Boston, a "small Ship or Barque 
 called the St. John Frigott," of 40 tons. She belonged to Quebec 
 and was condemned as a prize. 
 
 On the other hand, Edward Johnson of Woburn, writing in 1650, 
 relates that "many a fair ship had her framing and finishing here, 
 besides lesser vessels, barques and ketches; many a Master, besides 
 common Seamen, had their first learning in this Colony." 
 
 In the Essex County Quarterly Court Records are filed the papers in 
 a suit brought in 1666 in connection with the building of a "barke," 
 containing items showing costs of "a fore mast and maine yard," and 
 labor in "seeling the cabin." 
 
THE SHALLOP 13 
 
 In a list of twenty-seven vessels that arrived or cleared at Boston 
 between Aug. 16, 1661 and Feb. 25, 1662 and had given bonds for 
 customs, were ships of 60 to 150 tons burden, "barcques," of SO to 50 
 tons, ketches of 16 to 30 tons, a "pincke" of 30 tons, and vessels of 
 unnamed rig in tonnage from 40 to 150 tons.— Massachusetts Archives, 
 Vol. 60, leaf 34. 
 
 By the year 1641 shipbuilding had become of such importance in 
 the Colony that the Great and General Court adopted the following 
 order : — 
 
 "Whereas the country is nowe in hand with the building of ships, 
 which is a busines of great importance for the common good, & there- 
 fore sutable care is to bee taken that it bee well performed, according 
 to the commendable course of England, & other places, it is therefore 
 ordered that, when any ship is to bee built within this iurisdiction, it 
 shalbee lawfuU for the owners to appoint & put in some able man 
 to survey the worke & workmen from time to time, as is usual in Eng- 
 land ; & the same shall have liberty & power as belongs to his office, 
 & if the ship-carpenter shall not, upon his advice, reforme & amende 
 any thing which hee shall find to bee amise, then, upon ccmplamt to 
 the Governor, or Deputy, or any other 2 magistrates, they shall ap- 
 point 2 of the most suflicient ship carpenters of this iurisdiction, & 
 shall give them authority from time to time (as neede shall require) 
 to take veiw of every such ship, & all worke thereto belonging, & to 
 see it bee performed & carried on according to the rules of their arte ; 
 & for this end an oath shalbee administered to them, to bee faithfull 
 & indifferent between the owners & workmen ; & their charges to bee 
 borne by such as shalbee found in default ; & these veiwers shall have 
 power to cause any bad timbers, or other insufficient worke or mater- 
 ialls, to bee taken out & amended, & all that they shall iudge to bee 
 amisse to bee reformed at the charge of them through whose fault it 
 growes." 
 
 In 1639, the same Court exempted ship-carpenters, fishermen (dur- 
 ing the fishing season) and millers from compulsory military training. 
 
 The shallop is frequently mentioned in the early records. It was 
 
 a small vessel having a mainmast, foremast and lug sails and used 
 
 in fishing and coasting. They were good sailers.* 
 
 The In 1630, when the ship bearing Winthrop and his 
 
 Shallop company of settlers neared Cape Ann, they "met a 
 
 shallop, which stood from Cape Ann towards the 
 
 Isles of Shoals, which belonged to some English fishermen," and the 
 
 *The French shallop is a large sloop its mast carrying a gaff-mainsail. A small 
 mast is often fixed abaft that carries a mizzen. 
 
14 THE SAILING SHIPS OF NEW ENGLAND 
 
 next morning they were boarded by Mr. Allerton from a shallop 
 bound to Pemaquid and an hour later another shallop came out to meet 
 them as they stood in by Baker's Isle to the harbor at Naumkeag, now 
 Salem. In the spring of 1640, one Palmer, of Hingham, "an ancient 
 and skilful seaman," in his ten-ton shallop, was overset in Boston 
 harbor. Some one on board "had the sheet in his hand and let fly," but 
 there being little ballast in her the shallop turned over and the men 
 aboard climbed upon her side and soon after were taken off by a pass- 
 ing pinnace. In 1635, "a great shallop," carrying goods, was wrecked 
 on Cape Ann during a northeasterly snow storm and about the same 
 time a shallop bound for Salem laden with goods worth £100, was 
 lost off Plymouth harbor. In 1648, "a shallop having been fishing at 
 Monhigen and returning with other boats," the wind failing missed 
 her way and split upon a rock. "The other boats fell to their oars 
 and so escaped a like fate." 
 
 When Rev. Francis Higginson set sail for New England in the 
 spring of 1629 he records in his journal of the voyage that after his 
 ship, the Tolbot, of three hundred tons, left the Needles, "wee tooke 
 in our long boate & Shalope." A month later, when approaching 
 the coast, "ye master of our shipp hoisted out ye shalop" to investi- 
 gate "a great deale of froth" seen in the distance fearing "it might 
 bee some breach of water." 
 
 Not infrequently the shallop was decked over, in whole or in part. 
 In 1670 an agreement was made between Erasomus James, carpenter, 
 of Marblehead, and the owners of a "boat or shallop" by which he 
 was to rebuild the same "god sending him life & conuiant weather to 
 worke in." The shallop was to be rebuilt one whole strake higher 
 than her first build; he was to put in new planks where needed, to 
 seal it, make up the rooms and do all other axe work within board 
 and fit for sea excepting anchor stocks, oars, masts, yards, tiller and 
 chimney. 
 
 On April 8, 1675, the Governor and Council of the Massachusetts 
 Bay appointed a committee of three men to appraise two shallops, 
 prizes brought in by Captain Mosely. The shallop Edivard & Thcmas, 
 with its "masts & yards & a boate," was valued at £40. and mention 
 is made of standing and running rigging, a mainsail of about ninety 
 yards, a foresail of about forty-five yards, two cables, two anchors, 
 an iron pot and pot hooks, a compass and a pump. The shallop 
 Penobscot, "that Roads went out in," must have been a small vessel 
 
THE PINNACE 15 
 
 and perhaps in poor condition for "The Hull Masts & Canoe" were 
 valued at only £6. A mainsail, old foresail and a bonnet, are listed. 
 — Massachusetts Archives, Vol. 61, leaf 83. 
 
 "A French built shallop with a Topsail," owned in Salem and fish- 
 ing off Block Island in the spring of 1704 was mistaken for a French 
 privateer and an armed expedition was sent out from Newport, R. I., 
 to effect her capture. 
 
 In a 1724 log-book of the "good sloop Sarah," on a voyage from 
 the Island of Jersey to Cape Ann, mention is made of sighting off 
 Cape Sable, "two Shallops & one Skooner of Marblehead." 
 
 The pinnace was another type of small vessel in common use in the 
 early Colonial days not only for fishing and coasting but also for 
 longer voyages to Bermuda and the West Indies. It was sharp at 
 both ends, usually had two masts, and was the an- 
 The cestor of the pinky and Chebacco boat so common- 
 
 PiNNACE ly used by New England fishermen during the 18th 
 
 and early 19th centuries. Pinnaces varied in size 
 from a few tons to vessels similar to the "Dove," a pinnace of fifty-two 
 tons that arrived in Boston in 1634 from Maryland. The same year 
 "an open pinnace," belonging to Ipswich, was cast away at the head of 
 Cape Ann and another "open pinnace," returning from a voyage to 
 Connecticut, was wrecked near Plymouth. This proves that this type 
 of vessel sometimes was without a deck or at least was half-decked. 
 Pinnaces frequently made the long voyage to London and sometimes 
 made it more quickly than ships sailing at the same time. In 1636, a 
 thirty-ton pinnace arrived in Boston from London three weeks before 
 its accompanying ship. Both experienced very rough weather during 
 the voyage. The next year "a small pinnace of thirty tons, which 
 had been forth eight months, and was given up for lost," arrived in 
 Boston harbor. She had sailed for Bermuda but storms had driven 
 her down to Hispaniola and not daring to go into any inhabited place 
 the men had gone ashore in obscure places and lived on turtles and 
 hogs. She brought back tallow, hides, etc. and also an "aligarto" 
 which was given to Governor Winthrop. In the summer of 1636, 
 John Oldham, who came to Plymouth in 1623, was killed by Indians 
 while on a trading voyage to Block Island in a small pinnace which 
 had hatches, was built of boards an inch thick, and had a "little room 
 underneath the deck." 
 
16 ' THE SAILING SHIPS OF NEW ENGLAND 
 
 In August, 1636, two pinnaces (one of them of forty tons burthen 
 and built of cedar at Barbadoes) arrived at Boston from Virginia, 
 loaded with fourteen heifers and about eighty goats having lost over 
 twenty goats on the voyage. 
 
 The sloop was another rig in common use in the early days and 
 with the growth of commercial intercourse with the West Indies it 
 shared the carrying trade with numerous ketches and a sprinkling of 
 brigantines and barks which in size were seldom in excess of fifty tons. 
 The ketches usually were built with round sterns, the others with 
 square sterns like the ships of the period. The sloops were built with 
 a cabin on deck at the stern suggesting in appear- 
 The Sloop ance the high poop decks to be seen in shipping of 
 an earlier date and this resemblance was height- 
 ened by the long bowsprit pitched high in the air. The single mast 
 of the sloop carried not only a fore-and-aft mainsail boom but one and 
 sometimes two yards for topsails. Preserved in the Massachusetts 
 Archives is a register of "ships and vessels" built in the Province 
 between the years 1681 and 1714, totalling 1,332 vessels. Of this 
 number over one hundred were built at Newbury at the mouth of the 
 Merrimac river. Among these were sixteen ships, mcst of them 
 built for London owners, and a "ship or barque" of fifty tons burthen. 
 There were six barques, nine ketches, thirty brigantines, sixty-nine 
 sloops and the "Snow or Barke Sea Flower, Boston, Pinke sterned, 
 about 20 Tons, built in 1709." 
 
 In 1707, William Clifton, a merchant of Surinam, instructed his 
 agent at Salem, Mass., to have built on his account a sloop of forty- 
 five foot keel, eighteen and a half feet wide and nine feet deep, to be 
 built Rhode Island fashion with a round house and to be named the 
 "Johanna or Seaflower." When completed she was to sail for Surinam 
 with the following cargo : "Sixteen large horses of 4 or 5 year old 
 and not aboue it with long Tailes; fifty thousand red Oake Staues, 
 three thousand foot boards fitt for heading, five & Twenty barrells 
 with onyons, five & Twenty pound Shalotes, five thousand pound 
 Virginia Bright leafe tobacco, Twelue ferkins of new Butter, Six 
 barrells of beafe, Six Sett of Truss hoops & 300 Truss hoop nails, 
 one frame of a boat of 25 foot keel, 10 foot wide & 3 1/2 foot deep, 
 without any planke . . . You must hyre your men for Surinam & 
 from thence to Madera or Ireland." 
 
18 THE SAILING SHIPS OF NEW ENGLAND 
 
 In 1697, the sloop Hope, of Salem, 30 tons burthen, was hired under 
 an agreement that "said Sloop should be fitted with Good Masts* 
 Boome Sails Anchors Cables & all Apurtenances Suitable for such a 
 vessel for a voyage to Pensilvaniah, Virginia & Maryland & so to 
 Salem again for four months." 
 
 In the eighteenth century Boston newspapers frequent references 
 to sloops may be found among the news items. In the Feb. 26- Mar. 
 5, 1704/5 issue of the Boston News-Letter appears the advertisement 
 of a good sloop for fishing for sale at £25. The sloop "will carry six 
 Cord of Wood without taking down her rooms" and was well fur- 
 nished with rigging, etc. including a canoe. 
 
 In the fall of 1729 there was found at sea off Cape Cod, a sloop, 
 bottom up, "Rhode Island built, with a blue Stern, two Cabbin Win- 
 dows, her Counter painted yellow with two black ovals, and he thinks 
 her sides were painted yellow, her Keel was about 40 foot, and her 
 bottom Tallow'd. Her Counter had been Cork'd & Pey'd with Pitch 
 over the Paint & not scrap'd off. Her Mouldings were all white. 
 She had lost her mast, bowsprit and rudder." Two years later the 
 sloop Maryland, of Boston, bound for Philadelphia, was struck by 
 lightning and lost at sea. "The candle went out in the Binnicle . . . 
 the Coat of the Mast about the Partners! was torn to Pieces and the 
 Water was up to a man's Middle in the Steerage." In 1747, a New- 
 port, R. I. vessel reported a wreck off Nantucket, a sloop of about 
 sixty tons with a white bottom, blue stern and hants.J four cabbin 
 windows with white moulding around them, two timber heads on the 
 stern, a plank sheer as far as the quarter deck. Hanging to the main 
 sheet was "a sounding Line in a Conger, and in it a Lock of Carolina 
 Moss." Undoubtedly the sloop drifted into the Gulf Stream and was 
 swept north. 
 
 In the July 5, 1753 issue of the Boston News-Letter is printed a 
 description of the sloop Nancy, William Shearer, master, seized by the 
 crew in the river Gambia, with a piratical design. The sloop 
 probably was a slaver. The description is as follows : "Built in the 
 
 *Probably meaning mainmast and topmast. 
 
 tThe coat was a piece of tarred canvas nailed around the mast at the deck to 
 prevent water from running down between decks. The partners were pieces of 
 plank fastened in a framework at the opening in the deck through which the ma st 
 passed and were intended to strengthen the deck at that point and relieve pres- 
 sure from the mast. 
 
 JHances : falls or descents of the fife-rails from the stern to the gangways. 
 
THE CANOE 
 
 19 
 
 Colony of Connecticut, Burthen 70 Tons, nine Months old, deep 
 waisted, six Ports of a side, five of which are open, and painted with 
 Vermillion, mounted with four Guns, one Pounders, two Quarter 
 Scuttles Vermillion painted from the upper part of the Port to the 
 lower part; the outside is painted black, and freez'd with Pearl 
 colour, very large Freeze ; the upper Streak on the Round house plain 
 Vermillion ; the Streak below that green, with a small yellow Freeze ; 
 Square-Stern, painted the same; under her Counter blue, with yellow 
 Curtains; and steers with a Wheel; has no Register or Custom-House 
 Papers or any other Papers relating to the Cargo." 
 
 In 1744, a "Bumpkin* sloop" was advertised for sale in the Boston 
 News-Letter. In 1772, the sloop George, owned by Aaron Lopez of 
 Neport, R. I., was lying at Jamaica, W. I., unfit for a voyage "owing 
 to the Badness of her Sails ... the Dementions of the Main Sail is 
 as follows the Hight of the Mast 44 feet and Length of the Boom 49 
 Do. the hight of the Jibb 62 feet and the Bowl Split 25 feet."t 
 
 A wrecked sloop sighted off New York harbor in 1761 had "a 
 winlace quite new, and steered in her cabin." 
 
 Incidental allusion has already been made to the canoe. It is 
 frequently mentioned in connection with shipping in the early days 
 and curiously enough we now have little exact information as to its 
 size or lines. The white birch from which the Indian canoe is made 
 grows but sparsely as far south as Massachusetts. 
 The Canoe Generally the name is applied to a dugout made 
 from a log— the crudest form of a boat known to 
 all races. This probably was the type of boat that overset in the 
 North river at Salem, on July 2, 1630, and caused the death of Henry 
 Winthrop, the son of the Governor.^ In the Governor's Journal may 
 be found frequent mention of canoes, seemingly small tenders to ves- 
 sels, sometimes small boats in and about the harbor and sometimes 
 boats used for fishing or gunning. In 1707, a fishing sloop at Wells. 
 
 *The bumkin was a short boom or beam of timber projecting from the bow 
 by which to extend the lower edge of the foresail to the windward. 
 
 tCommerce of Rhode Island, Vol. I, p. 401. 
 
 tAt Salem "they crosse these rivers with small Cannowes, which are made of 
 whole pine trees, being about two foot & a half over, and 20 foote long ; in these 
 likewise they goe a fowling, sometimes two leagues to sea ; there be more Cannowes 
 in this towne than in all the whole Patent ; every household having a water-house 
 or two." Woods' New Englands Prospect, London, 1634. 
 
20 THE SAILING SHIPS OF NEW ENGLAND 
 
 Maine, containing three men, filled in the heavy sea and the men 
 were drowned as "no canoe could approach them by reason of the 
 Rage of the Sea." Seven years later, one Cockrum, "with 20 men 
 fitted out in a Cannoe from Providence" (in the Bahamas) was com- 
 mitting piracies on the Florida coast. 
 
 In September 1730, a reward of £4 was offered in the Boston N'ews- 
 Letter for the recovery of "a Mohogany Canoe, taken away from the 
 North End, 21 Foot long, square stern, sharp head, places to row 
 with 5 Oars, fiat bottom, stern sheets and fore sheets, two places for 
 masts, several timbers in her Red Wood, made out of a whole Tree, 
 one pintle* and another Iron, her main Tho't knee'd." Here is some- 
 thing specific. Yet, the comma after the word Wood, if correctly 
 inserted, would seem to indicate that this large and well-equipped 
 sailing boat was dug out of a single tree. 
 
 Sloops and other small vessels frequently were equipped with a 
 canoe which served as a tender and it is not unusual to find a full- 
 rigged ship supplied with a canoe. In February, 1734, Captain 
 Waterhouse sailed from Portsmouth N. H., and was overtaken by a 
 storm. A heavy sea "so far overset the ship, that the top of the lee 
 Pump was in the Water." The mizzen mast was cut away and she 
 righted, but three men were killed and "a canoe that M-as lashed to 
 Windward coming across him broke the Master's thigh." 
 
 In 1761, Remember Preston of Dorchester, while returning home 
 from Castle William, in Boston harbor, was drowned by the over- 
 setting of his canoe. When found the next morning the sail was still 
 standing in the canoe; the oars and benches were found on Spectacle 
 island. 
 
 Following the shallop, pinnace and sloop, eighteenth-century New 
 
 England built a great variety of one and two-masted boats variously 
 
 named and generally used in the fisheries. In the Oct. 4/11, 1733 
 
 issue of the Boston Neivs-Letter is advertised for sale "a Large Two 
 
 Mast Boat, well fitted and deck'd, with two Suits of 
 
 Two-Masted Sails, a good Road and Anchor, with an Iron Hearth." 
 
 Boats In May, 1757, Arthur Savage advertised to sell at 
 
 public vendue on the north side of the Town Dock, 
 
 Boston, "Two Pinck-Stern'd two Mast Boats — one ditto square-sterned, 
 
 with Masts, Rigging and Sails, and one Moses, all lying in the Town- 
 
 *A metal bolt fastened on the back of the rudder by which to hang it to the stern 
 post. 
 
THE PINKY AND CHEBACCO BOAT 21 
 
 Dock above the Bridge. One other Pinck-stern'd two Mast Boat, 
 with rigging and sails, lying at Mr. Thomas Bentley's, Boat-builder, 
 at the North End." 
 
 The pink, so named for its sharp stern, varied in size. In 1691, 
 
 "the Pink, or Buss,* Two Brothers," with its cargo of salt, raisins, 
 
 brimstone, oil and wine, brought into Boston from Europe, was seized 
 
 by the Collector, for violation of the Acts of Trade, 
 
 The Pink but a sympathetic jury brought in a verdict of "not 
 
 guilty." "A new pink vessel," of 46 foot keel, 9 
 
 1/2 foot hold, 18 foot breadth, 3 feet 9 inches between decks, burthen 
 
 80 tons, built at Portsmouth, N. H., was advertised for sale in the 
 
 June 11-18, 1711 issue of the Boston News-Letter. 
 
 Winthrop records in his, Journal, the arrival in Boston, in May, 1633, 
 of a Dutch pink that had been trading to the southward. In 1648, a 
 Dutch "hoy", a two-masted vessel, of about thirty tons, reached 
 Boston with seven men in her and a cargo of cordage and other 
 goods. She made the voyage from the Isle of Wight in five weeks. 
 John Hull, the mint-master, owned parts in several pinks trading with 
 the' West Indies and Europe, and Jonathan Corwen, the Salem mer- 
 chant, owned the pink John and Elizabeth, which made a voyage to 
 Bilboa in 1678 loaded with dried fish for the Roman Catholic popula- 
 tion of that city. The pink Hannah and Elizabeth, of Boston, some- 
 times styled in the court records a "ship," brought forty-five passen- 
 gers from Dartmouth, England, in 1679, and carried a ship's doctor, 
 John Barton, who afterwards practiced medicine in Salem. 
 
 The fishing pink after a time became known as a "pinky" {See Fig. 
 
 177) and one form of the fishing pinky in common use along the 
 
 northern shore of Massachusetts Bay during the seventeenth century 
 
 and also well into the next century was the "Che- 
 
 PiNKY and bacco boat", so called because it was first built at 
 
 Chebacco Chebacco, now the town of Essex. Sometimes 
 
 Boat called "standing-room" boats, they were from ten 
 
 to twelve tons burthen, had two masts, but no bow- 
 
 prit. They were decked over with the exception of a space in the 
 
 middle where were two rooms across the boat nearly to the sides, 
 
 for the crew to stand in while fishing. In rough weather these rooms 
 
 *The buss was a two-masted vessel used by both English and Dutch in the her- 
 ring fisheries. It usually was about sixty tons burden and at either end had a 
 small shed or cabin, the one in the bow being used as a kitchen. 
 
22 THE SAILING SHIPS OF NEW ENGLAND 
 
 were covered with hatches. The deck had no raiUng and the stern 
 was sharp Hke the bow. The last pink-sterned vessel built in Essex 
 was one of thirty-five tons launched in 1844. 
 
 The fishing pinky and the Chebacco boat doubtless closely resem- 
 bled the "two-masted boat," so-called, of the first half of the seven- 
 teenth century. Another form of the two-masted 
 The Ketch boat was ketch-rigged and varied in size from the 
 fishing ketch of small burthen to sea-going vessels 
 of over one hundred tons. The principal mast of the ketch was 
 placed about amid-ship and the other, a shorter one, was close to the 
 
 BILANDER AND KETCH. 
 
 From an engraving in Steel's "Elements and Practice of Rigging and Seamanship," 
 
 London, 1794.* 
 
 stern. In the very early days these masts carried lateen sails but in 
 the eighteenth century the larger mast had the yards and sails of the 
 foremast of a ship and the smaller was rigged like the mizzenmast 
 of a bark of the present time. The bowsprit was long and on it were 
 set two or three jibs. Much of the eighteenth century trade with the 
 
 *In the upper left-hand corner of the "Price View of Boston" (see page 27 post), 
 a ketch is depicted carrying a lateen sail on the shorter mast. 
 
THE KETCH 
 
 23 
 
 West Indies was carried on in vessels of this type. When John Tur- 
 ner, the Salem merchant, died in 1680, the inventory of his estate dis- 
 closes that he owned : "the Keatch Blosome, 17011. ; Keatch Prosper- 
 ous, 12011. ; Keatch John & Thomas, lOOli. ; Keatch Willing Mind, 
 901i. ; 1/2 of ye Keatch with Mr. English, 190H. ; 1/2 of ye pink 
 Speedwell, 15011. ; 3/8 of ye Keatch Society, 15011. ; 3/8 of ye Keatch 
 William & John, lOOH. ; 1/4 of ye Keatch Friendship, 6511. 1/8 of 
 ye Keatch Fraternyty, 4011. ; a shallop at Marblehead, 5011. ; 1/4 of 
 ye sloop with John Hart, 4011. ; a pleasure Boote, 811. ; 1/3 or 3/8 of 
 the ship William & John, 50011." The inventory of his estate totalled 
 £6,78811. 17s. lid. 
 
 John Hull, the mint master, mentions in his diary, in 1658, that a 
 Boston ketch "that went hence for England, was taken by a pirate of 
 Ostend, and therein much estate lost." 
 
 In 1666, Jonathan Baulston, shipwright, of Boston, entered into an 
 agreement with Samuel Legg, mariner, to sell one-half of a ketch, 
 then on the stocks. It was forty-four feet keel upon a straight line, 
 seventeen feet by the midship beam, nine feet deep in the hold from 
 plank to plank, had a pink stern, a close steerage, "and a fall into the 
 hold under the half deck." It was sold at the rate of £3. 8. 0. per ton. 
 
 The ketch Margaret of Salem, in 1697, carried a crew of four men 
 and a boy. By that year Salem had lost, through captures by the 
 French and Indians, some fifty-four of the sixty fishing ketches owned 
 in that port. The captures were made along the Newfoundland 
 coast and near Cape Sable, near the fishing grounds. 
 
 On Dec. 21, 1677, William Carr, shipwright, of Salisbury, Mass., 
 signed an agreement to build for Robert Dutch, mariner, of Ipswich, 
 a pink-stern ketch, — "a good & substantial Ketch to bee in length by 
 ye keele thirty fower foot in breadth twelve foot by ye beame & six 
 foot deep in ye hold to bee every way ship^hapen. The said ketch to 
 bee built with two inch white oake planke to ye upper wale & with 
 inch & halfe white oake plank upward & to bee seiled fore & aft with 
 ye like condiconed two inch planke : To lay her deck with good two 
 inch pine plank : the fore Castle to bee raised twelue Inches & ye 
 cabin abaft to bee raised two foot with scuttles & hatches sutable & 
 to doe & compleat all builders worke to a cleat : to fitt her with all 
 ye masts & yards & calke & lanche ye said ketch by ye last day of 
 August next ensuing ye date hereof :" Carr was to be paid at the rate 
 of £3. 5s. per ton and Dutch was to provide the ironwork. 
 
24 THE SAILING SHIPS OF NEW ENGLAND 
 
 The ketch is said to have sailed very fast before the wind. This 
 rig disappeared from New England waters not long after the year 
 1800. Elias Hasket Derby, the Salem merchant, owned the ketch 
 John in 1799. 
 
 Whale boats with sharp bow and stern were known before 1700. 
 
 In December, 1748, a small boat "built in the fashion of a whale boat" 
 
 was taken up in Boston harbor. Long before that date whaling was 
 
 being carried on along the South Shore of the Bay 
 
 Boats and at Nantucket, by boats that made off from the 
 
 shore whenever a whale was sighted. 
 
 "A small Norway Yawl", painted red within, was stolen from 
 Clark's wharf, Boston, in 1726. In 1754, a "Deal Yawl, with Masts, 
 Oars and Sails" was advertised for sale in Boston and four years later 
 a twenty-foot yawl "painted with white Flowers on a red ground" 
 was stolen from the stern of a ship lying at anchor in the harbor. 
 Not long after "a large Lugg Boat, having a short Fore-castle, with 
 one of the Ribbins of her Bow split off, having no Oars on Board," 
 was taken up below the Castle. In 1759, "a Shalloway, with her 
 materials, as she now lays at Dyer's wharf," was advertised for sale 
 at public vendue. 
 
 A ship's long boat, nineteen feet long, w^th "round Tuck, Painted 
 Black and Yellow, a Swifter* round her, with her two Masts standing 
 and sails bent," was stolen in Boston harbor and a reward of £3 
 offered. "A Moses-built boat, black Bottom and Soaped," was stolen 
 in March, 1745 and in December a lapstreak boat with a 16 1/2 foot 
 keel, went adrift. It was "painted in the Gunnel, the upper and lower 
 streaks white, and the middle black, and her inside is red fore and aft 
 and a black bottom." In 1749, "a Moses-built boat, about 14 or 15 
 Feet in length, her bottom pay'd with Pitch, and her sides with Tur- 
 pentine and painted Red above her Wail" was cut away from the 
 stern of the sloop Sarah lying at Long Wharf. Other advertisements 
 reveal the fact that the Moses boat was flat-bottomed and built with 
 a keel. In 1743, an advertisement describes "a small Long-Boat or 
 Moses." Other types of boats appear in the advertisements. Some 
 one is wanted to "go in a Mud-Boat for the summer season." "Dis- 
 tiller's boats" are mentioned, and a "Gondelo" is for sale in 1754. In 
 1758, two "gundelow" are offered for sale one of which could carry 
 
 *A strong rope encircling a boat to strengthen and defend her sides, usually 
 fixed about a foot under the gunwale. 
 
THE SCHOONER 25 
 
 sixteen cords of wood. The gundelow has now practically disap- 
 peared from New England waters. All through the nineteenth cen- 
 tury, and doubtless before, it was used to carry salt hay from distant 
 banks to the landings were it could be loaded on carts and taken 
 inland. It was propelled by means of long sweeps and a sail was also 
 used, when possible. 
 
 English vessels of the earliest times carried lateen sails, a rig that 
 still persists about the Mediterranean. As the centuries passed the 
 larger vessels retained the lateen sail only on the mizzen mast. When 
 William Burgis made his superb drawing of the shipping in Boston 
 harbor, which was engraved in 1725, he pictured fourteen ships all of 
 which are shown with a lateen sail on the mizzen. None of the sloops 
 or schooners in the picture, of which there are many, carry the lateen 
 yard. The mainsail is suspended by a gaff and fastened at the 
 bottom to a boom. A century before, however, it is supposed that 
 many of the smaller vessels in New England waters were lateen 
 rigged. The long lateen yard was cumbersome and not easily worked 
 in the small craft and after a time the progress of improvement 
 
 evolved the fore-and-aft sail fastened to a boom. 
 
 The It undoubtedly was first used on the sloop. Its 
 
 Schooner application to a two-masted rig was first made at 
 
 Gloucester, Massachusetts, by Capt. Andrew Rob- 
 inson, about the year 1713. In the diary of Dr. Moses Prince of Sand- 
 wich, under date of Sept. 12, 1752, he writes, during a visit to Glou- 
 cester : — 
 
 "Went to see Capt. Robinson's lady. . . . This gentleman was the 
 first contriver of schooners, and built the first of the sort about eight 
 years since; and the use that is now made of them, being so much 
 known, has convinced the world of their conveniency beyond other 
 vessels and shows how mankind is obliged to this gentleman for this 
 knowledge." 
 
 A more circumstantial account of the building of the first schooner 
 appears in the diary of Cotton Tufts, M. D., of Weymouth, who 
 visited Gloucester, Sept. 8, 1790 and wrote as follows : — 
 
 "I was informed (and commited the same to writing) that the kind 
 of vessels called schooners derived their name from this circumstance ; 
 viz. Mr. Andrew Robinson of that place, having constructed a vessel 
 which he masted and rigged as schooners are at this day, on her go- 
 ing off the stocks and passing into the water, a bystander cried out, 
 
26 THE SAILING SHIPS OF NEW ENGLAND 
 
 'Oh, how she scoons!' Robinson instantly replied, 'A scooner let her be!' 
 From which time, vessels thus masted and rigged have gone by the 
 name of 'schooners' ; before which, vessels of this description were 
 not known in Europe or America. This account was confirmed to 
 me by a great number of persons in Gloucester." 
 
 Babson, in his History of Gloucester, states that the earliest mention 
 of the schooner that he was able to find in public records was an entry 
 in the Gloucester town records in 1716 that a new "scooner" belong- 
 ing to that town was cast away on the Isle of Sables. He further 
 states that in the inventory, made in 1714, of the estate of John Par- 
 sons of Gloucester, who carried on the fishing business, a schooner is 
 not listed among the vessels owned by him. Another man who died 
 in 1714 and was interested in the fishing industry was John Wilson 
 of Boston, a part owner in six different sloops "lying at Cape Anne," 
 with no mention of a schooner in the inventory of his estate. The 
 new rig, however, soon came into favor and ten years later was well 
 known up and down the Atlantic coast and even in European ports. 
 
 The earliest mention of the schooner that we have been able to find 
 in the Boston News-Letter, is in the Feb. 4/11, 1717 issue where men- 
 tion is made that the "Schooner Ann" was outward bound for South 
 Carolina. Usually the rig is not mentioned in the concise marine 
 news of that time and doubtless other vessels so rigged may have en- 
 tered and cleared without leaving a trace in the local news-sheet. 
 Moreover, little attention was then paid to the coasting trade in the 
 marine news and there probably the new rig made its first appearance. 
 In the July 8/15, 1717 issue oi the News-Letter, among the "entry- 
 inwards" items, is the "Scooner Dolphin, Bartholomew Putnam, mas- 
 ter, from Barbadoes." In the Nov. 10/17, 1717 issue is printed an 
 account of piracy along the North Carolina coast and mention is 
 made of the capture of two "scooners" one belonging to Boston, 
 Snood, master, "and the other belonged to London," England. 
 
 In the spring of 1733, a fishing schooner was advertised for sale in 
 the News-Letter. It had been built the previous year, had a twenty- 
 nine foot keel, and had blocks "all with Lignum-vita sheves, and all 
 hsr Blocks at Mast head strap'd with Iron. . . . She generally comes 
 in twice a week." 
 
 In 1743, among the privateers fitted out by the Spaniards at 
 Havana, was a "scoDnsr haveing Top-sails and Cross-jack Yards aloft," 
 with a crew of one hundred men. — Boston News-Letter. 
 
28 THE SAILING SHIPS OF NEW ENGLAND 
 
 In October, 1752, another fishing schooner was advertised for sale 
 in the Boston Gazette. She then was on the stocks, "half planked, 
 about 50 tons, with a streak at the floor head, and under the wale 2 
 & half Plank, and none but white oak plank and timber put into her. 
 Trunnels to be drove in tarr and cork'd, named The Boston's Beginning, 
 being the first to be off the Stocks, design'd for the Fishery ; and is 
 judg'd to be as good a Sailor as ever went out of Marblehead. . . . 
 Miall Bacon of Boston, Shipwright." 
 
 The earliest pictorial representation of the schooner is found in 
 William Price's Vieu of Boston, engraved in 1725, where two schooners 
 are shown at anchor in the harbor. {See page 27). 
 
 The bilander was a type of two masted sailing vessel that was not 
 uncommon in New England waters during the first half of the 
 eighteenth century. It was a kind of hoy and really was the fore- 
 runner of the brig. The long mainsail yard on 
 Bilander the mainmast of the bilander hung fore and aft 
 and was inclined at an angle of about forty-five 
 degrees. The foremost lower corner of this mainsail, called the 
 "tack", was secured to a ring-bolt in the deck about the middle of the 
 vessel and the aftermost of the sail, called the "sheet", was fastened 
 to the taffrail. This gave much the effect of the lateen sail on the 
 mizzenmast of the full rigged ship of that period. 
 
 A bilander owned in Boston, with its cargo of grain, was captured 
 by a Spanish barca longa while going into Lisbon in the fall of 1740. 
 In the Boston News-Letter of Mar. 11/18, 1742, is the following item 
 of news .—"We hear from Rhode Island [i. e. Newport] that the 
 Billander Young Eagle is ready to sail on a cruize against the Spaniards 
 having on board 135 able seamen." 
 
 Much confusion exists concerning the various rigs of vessels. 
 Most persons at all familiar with the sea readily recognize the ship, 
 the bark or barque, and the schooner with from two to seven masts, 
 but the older rigs,— those entirely obsolete and others just passing 
 out are little known, — the ketch, the snow, the topsail schooner and 
 the three forms of the brig. 
 
 "The American brig is a two-masted vessel entirely or partly square 
 rigged. There are three classes of brigs ; the full-rigged brig, the 
 brigantine and the hermaphrodite brig which is 
 The Brig sometimes called the schooner-brig. All are square- 
 rigged on the fore-mast (first mast) and in this re- 
 
THE BRIGANTINE 29 
 
 spect they are all alike. The mainmast (second mast) is different in 
 each of the three classes and it is on the mainmast that the disinctive 
 points of difference are found. 
 
 "On the full-rigged brig both masts are made in three spars and 
 both masts are square rigged. On the mainmast there is a standing 
 gaff to which is rigged a small fore-and-aft sail. In other respects 
 both masts are alike. (See Fig. 60) 
 
 "On the hermaphrodite brig, or half brig*, the mainmast is made 
 in two spars and carries no yards ; but it has a fore-and-aft, or hoist 
 and lower mainsail and a gaff-topsail. Themain- 
 Hermaphro- mast is made and rigged like the mainmast of the 
 DITE Brig ordinary two-masted schooner; thus the herma- 
 phrodite brig may be said to be half brig and half 
 schooner and in some ports it is called a brig-schooner. (See Fig. 150) 
 "On the brigantine (See Fig. 89) the mainmast (second mast) is also 
 made in two spars and has a fore-and-aft, or hoist and lower main- 
 sail and is like the mainmast of the hermaphrodite brig ; but the 
 brigantine does not carry a gaff-topsail. In place 
 Brigantine of the gaff-topsail there are two and often three 
 yards aloft on the mainmast over the large fore- 
 and-aft mainsail. On these yards are carried a square main-topsail 
 and, in the case of three main yards a main-top-gallantsail. There is 
 generally no sail carried on the lower or main yard. These are 
 small, light yards and are rigged and handled like the yards on the 
 foremast. The brigantine might thus be considered as a ccmprcmise 
 between the full-rigged brig and the hermaphrodite brig, and at a 
 distance it very much resembles a full-rigged brig. The small main 
 yards, or jack yards, as the yards carried on the brigantine's rrair- 
 mast are often called, are in reality of but little use and are of more 
 or less trouble and in many cases they hive been taken off and a gaff- 
 topsail rigged in their place. In such instances, of course, the brigan- 
 tine becomes a hermaphrodite brig. 
 
 "The full-rigged brig and brigantine are entirely obsolete rigs and 
 probably none of either class has been built in this country within 
 the past sixty or seventy years. The hermaphrodite brig is also fast 
 becoming obsolete and as late as 1916 but four brigs of this class are 
 found in the American register. 
 
 *When the hermaphrodite brig carries one or more square topsails on the main- 
 mast she is frequently called a "jackass brig." 
 
30 THE SAILING SHIPS OF NEW ENGLAND 
 
 "The topsail schooner (See Fig. 134) is a two-masted vessel having 
 both masts made in two spars. The mainmast has a fore-and-aft main- 
 sail and gaff-topsail the same as the ordinary two-masted schooner. 
 The lower foremast is made a little shorter than 
 Topsail the corresponding spar of the mainmast and the 
 
 Schooner topmast a little longer. The foresail is a fore- 
 and-aft sail and has no gaff-topsail; but aloft, 
 over the foresail, there are two and sometimes three yards on which 
 are carried a square fore-topsail and a fore-top-gallant-sail. There is 
 usually no sail carried on the lower, or fore yard. The foremast and 
 the sails carried on it are exactly like the mainmast of a brigantine."* 
 Where there are square topsails on both masts the vessel is called a 
 double-topsail schooner. (See Fig. 92) 
 
 The brig was a favorite rig in New England for deep-sea vessels 
 during the eighteenth century and well into the next. She was more 
 easily handled than the ship and less costly to fit. This rig was 
 sometimes used on vessels of less than twenty-five tons and after the 
 Revolution on vessels of considerable tonnage. The brig Sally Brown, 
 of 426 tons, was built at Newburyport as late as 1865. 
 
 In 1756, Stephen Brown of Charlestown, advertised in the Boston 
 Gazette for information concerning the hhg Providence, 70 tons, "British 
 built and very Moon shap'd, having a Horse Head," which sailed 
 from Cadiz on Mar. 2, 1756, bound for Newfoundland and Boston. 
 The brig was commanded by one Richard Murphey, "remarkable for 
 Inebriety," and not having been heard from after sailing, Stephen 
 Brown asked for information. 
 
 The snow was a form of brig-rigged vessel that was in frequent use 
 
 before the nineteenth century (See Figs. 109, 287). It differed from 
 
 the brig in that the try-sail was carried by a small 
 
 The Snow mast set just abaft of the mainmast, its foot fixed 
 
 in a block of wood or step and its head attached 
 
 to the after part of the main-top. The "Snow or Barke Sea Flower, 
 
 pinke sterned, about 20 Tons," was built in 1709 at Newbury. In 
 
 1737, a snow was built at Ipswich, "forty eight feet and half a foot 
 
 Keel Streight Rabbet, Eighteen Inches of which not to be Tunaged 
 
 for & nineteen feet Beam of Eight feet & nine Inches Deep in the 
 
 hold between Plank & Ceiling, to be a Vessell with two Decks & to 
 
 *See "The Marine Room of the Peabody Museum of Salem," Salem, 1921. 
 
THE SHIP 
 
 31 
 
 be three feet & nine Inches between Decks, the rise of the Quarter 
 Deck from the main Deck to be fifteen Inches & to be Ten feet & half 
 a foot floor between Sir mark & Sirmark* the dead riseing to be 
 Eight Inches, the running Plank to be all white oake & two Inches & 
 one Quarter Thick, one Streek under the wale & one Streek next 
 above the wale to be of three Inch white oake Plank, the wales to be 
 four Inches thick & nine Inches in Breadth ; the Gunnel wales to be 
 six Inches Deep & three Inches Thick, the water way to be of two & 
 half Inch white Oake Plank, the Other Decks to be of two Inch Pine 
 Plank, the waterways upon the upper Decks to be of three Inch white 
 Oake Plank, two streeks upon the main Deck to be of two & half Inch 
 white Oake Plank," . . . t 
 
 The snow rig persisted well into the nineteenth century and was 
 not then differentiated from the brig. Sometimes such small masts 
 were set just abaft both masts. (See Fig. 176) 
 
 Richard Hollingsworth had a shipyard at Salem Neck as early as 
 1637 and in 1641 built "a prodigious ship of 300 Tons." Two years 
 later a great ship was built at Gloucester by William Stevens, "an 
 able shipwright" who had previously built in 
 The Ship England many noble ships including the Royal 
 Merchant, a ship of six hundred tons. In 1661, 
 this William Stevens was building at Gloucester, for merchants in the 
 Isle of Jersey, a ship of "68 foot long by ye keele, & 23 foot broad 
 from outside to outside, & 9 & 1/2 feet in hold under ye beame, 
 with two decks, forecastle, quarter deck and round house, ye deck 
 from ye mainmast to ye forecastle, to be 5 foot high, with a fall at 
 the forecastle 15 inches, and at ye mainmast to ye quarter deck of 6 
 inches ; the great Cabbin to be 6 foot high." The local representative 
 of the foreign owners was "to find all Iron work carved work & 
 joiners in time soe yt ye work be not hindered," and Stevens was 
 to paid at the rate of £3. 5. per ton. 
 
 Shipbuilding has been carried on at some time or other at almost 
 every seacoast town in New England as well as in many other towns 
 reached by navigable streams. Not infrequently vessels of consider- 
 able size were built near the homes of their builders and when 
 completed were loaded on wheels or rollers and hauled to a suitable 
 
 *Surmark^he position of the rib and fore parts of the wales which are marked 
 on the timbers. 
 
 tNotarial records at the Essex County Court House, Salem. 
 
32 THE SAILING SHIPS OF NEW ENGLAND 
 
 launching place, The largest vessel ever built in the town of Rowley 
 was the Country's Wonder, of ninety tons, the keel of which was layed 
 on Rowley Common, and when completed this vessel was hauled to 
 the river, over a mile and a half distant, by more than a hundred 
 yoke of oxen. 
 
 In October, 1732, "a stately Mast Ship" was launched at Mr Clark's 
 shipyard at the North End of Boston, an abundance of spectators 
 being present. The Boston News-Letter states that it was thought to 
 be the largest ship ever built in the Province "being above SCO Tuns." 
 
 The ship is usually of larger size than most other sailing vessels 
 and has three masts each of which is composed of a lower mast, a 
 topmast, a top-gallantmast and sometimes, formerly, a royal mast. 
 The rig of the ship is well known to all interested in the sea and 
 every detail is shown in the numerous illustrations that follow. The 
 same cannot be said of the fittings of ships, especially as they must 
 have varied somewhat at different periods. For 
 Ship example, the question has recently been asked : 
 
 Fittings "When did the capstan first come into use in the 
 
 merchant service?" From incidental allusion and 
 from old inventories and commercial papers it is possible to recon- 
 struct a fair idea of the old equipment and the following inventory, 
 found in some old notarial records at the Essex County Court House, 
 at Salem, is of considerable interest : 
 
 "Inventory of Ship Providence Galley about Ninety Tunns with most 
 of her Standing Rigging with her masts & yards Lying Mored In 
 Salem Harbour Near ye Southfield. To a sheet cable & a sheet 
 anchor, a small Bower Cable & ditto anchor, a Harser & a small 
 anchor. Eight great Gunns & Gun tacks, to 81 Iron round shot, 25 
 Double headed ditto, to an Iron Hatch Barr & 2 Scuttle Barrs, three 
 poop lights, to Three Top armour. Two Quart'r Cloths,* an English 
 Jack & pennant, three Goose Necks for ye Lanthorns, to a mainsail, 
 a maintopsail, a foresail & foretopsail, to a Mizen sail & Mizen Top- 
 sail, a spritsail & spritsail topsail, two Top Gallant sails, two old Stay 
 sails, one old foresail, to some of ye standing riging & ye running 
 being 34 Quoiles, to 6 parrells & parrell roapes, 4 parcel of Strapt 
 blocks & other Blocks & dead Eyes, 2 Buoy roapes, 2 catt blocks, a 
 Tackle Hooke, an Iron Stirrup, a L : 3, 2 Tarpolines, Twelve Water 
 Caske, about 71i. Spun yarne, a Bedstead, a Cabin bell, a looking 
 glass, a pinnace & 3 oars, 14 Irons for boats awning, a fine wrought 
 
 *Long pieces of painted canvas fastened along the rail of the quarter deck to 
 keep out the spray. 
 
PAINT ON VESSELS 33 
 
 Awning cloth for ye boat and aCarpett, 2 Sails for Pinnace, Stuff cur- 
 tains for ye boat, two compasses, a half Watch Glass, two Half Hour 
 Glasses, a frying pan. a spitt, two iron potts, a pr. pot Hooks, a fork, 
 an ax, a handsaw, a small Hammer, an adz, two augers, a drawing 
 knife, to a Caulking Mallet, 4 Marling Spicks, 3 shod shouels, two 
 hand pumps, three lanthorns, six Iron Scrapers, a hand lead and line, 
 a Deep sea Lead & line, a Bilbo bolt, a half minute glass, a grindstone, 
 a Tin dripping pan, 2 Canns, a ladle, a wooden platter, 3 padlocks, 
 a fishing gig, a fish Hook, a Copper Sauce panne, a parcel of old nails 
 & Staples, six muskets, 4 Catouch boxes. Three Brass Blunderbusses, 
 1 Iron Ditto, Six Cutlasses, three ladles & worms, three spring Staues, 
 three roape ditto, four Crab Handspecks, a parcell of match. Two 
 Gunne Iron Crows, a Gunne Mallet, Two formers, 3 small Tin Pots, a 
 parcell of small Hooks & lins pins, a wormer, & Scourer for small 
 arms, nine Catridge Cases, Two Pump Speers & pump breaks, 2 Setts 
 boxes, a Pump hook, a parcell of priming Irons wire, &c. for great 
 gunns, 1 file & pr Nippers, Ships Canvas & awning cloth, six cane 
 chairs, a Pewter Bason, 6 pewter Plates, another ax, 1 pr small Still- 
 airds, 1 pr bed Window Curtains, about 3 Tunn limestones on board 
 ye ship." Salem, March 16, 1703/4. 
 
 The bark has three masts and is square-rigged like a ship on her 
 fore and mainmast, but the mizzenmast carries no topsail yards the 
 topsail being hung by a gaff. (See Fig. 21) A 
 The Bark jackass-bark has no cross-trees and no tops or plat- 
 forms over the heads of the lower masts (See Fig. 
 36). The barkentine is square-rigged on the foremast with fore-and- 
 aft sails on the other masts {See Fig. 153). 
 
 In the early days small ships were frequently called barks. The 
 bark rig did not come into general use in New England until after 1800. 
 The bark Harriet and Eliza, 187 tons, was built at Haverhill in 1793. 
 Only four bark-rigged vessels were built on the Merrimack river pre- 
 vious to 1831. 
 
 At how early a date vessels were painted is not known. Manu- 
 scripts, illuminated centuries before the art of printing was discovered, 
 preserve drawings of shipping indicating that the hulls of vessels 
 were painted — at least in the minds of the illumin- 
 Paint on ators. It is reasonable to suppose, however, that 
 
 Vessels ship-builders at an early date would devise some 
 
 means of preserving the surface of the hulls of ves- 
 sels from decay brought about by exposure to the action of saltwater. 
 Pitch and a composition of resin and tallow were used on ship's bot- 
 
34 THE SAILING SHIPS OF NEW ENGLAND 
 
 toms until after 1760 when copper was first used for sheathing.* 
 Various experiments had previously been made including the trial of 
 an outside sheathing of elm boards and the use of sheet lead. The 
 earliest mention of paint that we have found in connection with a 
 New England vessel is in 1692. In an account of provisions supplied 
 and repairs made that year on the ship Scanderberg, William Hall, 
 master, of Boston, while on a voyage to Providence (the Bahamas) 
 for salt, is the following item : "painting ye vessel £5." This docu- 
 ment is preserved in the Massaclmsetts Archives, Vol. 61, leaf 550. 
 There is also a charge for "Sugar Plums and Oatmeal 16/." 
 
 The Boston newspapers preserve scraps of information on the sub- 
 ject. A wreck of a new square-sterned vessel seen near Georges bank 
 in April, 1705, was painted yellow and had considerable carved work 
 on her stern ; and in July of the same year the wreck of a new ship 
 was found on Montenicus rocks, having a white bottom and all her 
 carved work painted yellow. In 1707, a fishing ketch saw a small 
 new ship painted red, with "a low snug head and low forward," 
 standing out of Barnstable Bay. " 'Tis feared to be a Roguef by his 
 working," continues the account. The wreck of a sloop seen off Nan- 
 tucket in December, 1747, had a white bottom, blue stern and hants 
 and the four cabin windows had a white moulding around them. In 
 1754, a wreck of about 400 tons burden was reported off the Capes 
 of the Chesapeake, that "had clean Turpentine sides." In 1756, a 
 vessel arriving at New York reported passing a wreck. "Two of her 
 masts had parted, and were alongside, which were painted yellow, 
 with some black streaks like mouldings round them." A dismasted 
 sloop of eighty tons found at sea near the Isles of Sables, in June, 
 1756, was "painted blue on her stern, and had Blue Hants, yellow 
 streaks, and half-moon hinges on her Cabbin Windows." In the fall 
 of the next year a dismasted sloop was sighted off the Capes of the 
 Chesapeake. "Her Quarters were painted with a dirty Blue, with a 
 White Scrowl." About the same time a wrecked schooner was 
 sighted, newly sheathed, the upper streak was yellow, with a rise aft 
 which took in her mainmast and pumps, "and had a Sea-Horse Head." 
 The wreck of a new sloop sighted off New York harbor in 1761, had 
 
 *An old formula for "paying" a vessel's bottom was one part tallow, one part 
 brimstone and three parts resin. One hundred and forty pounds would be used 
 for a vessel of one hundred and forty tons. 
 
 tA pirate. 
 
ACCOMMODATIONS FOR PASSENGERS 35 
 
 her stern and quarters painted green. A topsail schooner frcm Casco 
 Bay, Maine, that was boarded by a tide surveyor below Philadelphia, 
 in February, 1775, was "deep waisted, with two small ports on each 
 side of the waist, brown bottom and her quarters painted light blue." 
 "Painter's colors" were advertised in the Boston News-Letter, as 
 early as March, 1711. "All Sorts of Colours ground in Oyle, fit for 
 Painting, by Wholesale or Retail" were advertised in 1724. John 
 Merritt who kept a shop in King's Street, Boston, in 1738, advertised 
 for sale "White lead. Red lead, Spanish white, Spanish brown, Spruce 
 yellow. Fine Smalts (3 Sorts), Vermilian Red, Indian Red, Ruddle, 
 Terraumber, Carmine and other Fine Colours (Sixteen in Number) 
 for Oyl or Water." He also sold "Linseed Oyl, Nut Oyl, Turpentine 
 Oyl, Varnish." Lampblack was available and several red and yellcw 
 earths had been found that were used for painting, while hog's 
 bristles were to be had everywhere. Doubtless more or less of this 
 paint was used in house painting but much must have been used on 
 vessels and boats. The carved figureheads carried by all ships must 
 have been protected and also rendered more realistic by the use of 
 paint, and this was also true of the "gingerbread work" about the 
 cabin windows and the stern. In war ships, below decks, the gun 
 carriages and all the surfaces were painted a dull red which prevented 
 human blood, spattered about during a battle, from becoming too 
 conspicuous. 
 
 The ship Sooloo, of 440 tons, built at Salem in 1840, had an un- 
 painted hull {See Fig. 262), and doubtless many other vessels were 
 sent to sea with "turpentine sides", long after the use of paint became 
 common. 
 
 Very little is known at the present time concerning life on board 
 ship in the early times and especially as to the accommodations pro- 
 vided for passengers. On the vessels tha" brought over emigrants in 
 any number, the living conditions during the 
 Accommodations voyage must have been well-nigh intolerable be- 
 FOR Passengers cause of crowding many people into limited 
 space and also lack of the necessary conveniences 
 of life and the meagre equipment. During the period of the German 
 emigration, and that from northern Ireland in the mid-eighteenth cen- 
 tury, there was frequently a high mortality during the voyage and some- 
 times when it was of unusual length the supply of food and water ran 
 short and there was terrible suffering. Doubtless some attempt was 
 
36 THE SAILING SHIPS OF NEW ENGLAND 
 
 made to separate the sexes and the famihes but cases are found in the 
 court records from time to time in which deposition or testimony clearly 
 show that living conditions on shipboard in the early days were de. 
 cidedly of a miscellaneous character. It is known that sometimes in 
 the more regular passenger service the main cabin was parted cff at 
 night by means of curtains. Small cabins also were built and especi- 
 ally in the larger ships. It is impossible to imagine that it could be 
 otherwise, for officials and their wives were frequently crossing the 
 ocean, and Boston shopkeepers, London merchants and speculators 
 were constantly going abroad to buy or to sell. 
 
 The captain's cabin had its steward and there the food and service 
 undoubtedly were better than that provided forward where all slept 
 in canvas hammocks slung from hooks in the deck timbers overhead 
 and served themselves from the galley. The foul odors below deck 
 and the unsanitary conditions are part of the lore of the sea. "Ship 
 feaver" was well known to all physicians practicing in seaport tcvins. 
 At the time of the Revolution well ventilated toilet acccmmcdaticns 
 were provided for the crew in the bow of the larger vessls, usually 
 on the berth deck.* 
 
 In those days the cooking on shore was done in an open fireplace. 
 So, too, on ship board there was provided an open "hearth" made of 
 cast iron and weighing from four to eight hundred pounds. This was 
 fastened to the deck and its "chimney" was screened by a "smoke 
 sail." The chimney was sometimes made of soapstone but usually 
 it was cast iron. Advertisements or references to ship's "hearths" 
 and to "cabin stoves" may be frequently noted in the newspapers of 
 the time. In 1720, the appurtenances of the ship Thcmas and Benja- 
 min, wrecked on the coast of South Carolina, were brought to Boston 
 and sold at vendue. Included were "one Iron Hearth weighing about 
 7 C. weight, one large double Copper Furnace belonging to it. Fen- 
 der, Shovel and Tongs belonging to Cabin Stove," etc. Hearths were 
 used in small vessels as well ss on the larger ones, for fire broke out 
 on a small sloop lying at Long Wharf, Boston, in November, 1731, 
 "occasioned thro' some defect in the Hearth." In the summer of 
 1730, a new ship lying at anchor in Boston harbor was struck by 
 lightning which "melted the top of the iron spindle of the vane of the 
 mainmast" and passing through the long boat, which lay on the deck, 
 
 *Middlebrook — The Connecticut Ship "Defence," Hartford, 1922. 
 
VIEW OF CASTLE WILLIAM, BOSTON HARBOR. IN 1729 
 
 AND A SHIP OF THE PERIOD. 
 
 From the only known copy of an engraving probably by John Harris after a drawing 
 
 by William Burgis published Aug. 11, 1729 by William Price of Boston. 
 
38 THE SAILING SHIPS OF NEW ENGLAND 
 
 killed two men and injured two others as "they were eating together 
 off the Hen-Coop, near the Main Mast." 
 
 Travelers to America or abroad, in their printed accounts of travel, 
 seldom comment at length on the voyage and rarely mention their 
 quarters on board ship. One description, however, has come to our 
 attention, — that of a New Englander going abroad in 1760, — which 
 merits attention. 
 
 Jacob Bailey, a native of Rowley, Mass., and a graduate of Harvard 
 College, having prepared for the ministry and been licensed to 
 preach, determined to obtain orders in the Church of England and so, 
 through the intervention of friends, took passage frcm Boston for 
 London in the Hind, a twenty-gun ship, which sailed from Nantasket 
 Roads, in company with six other vessels, on Jan. 19, 1760. Mr. 
 Bailey kept a diary of the voyage and his description of the accom- 
 modations which the ship supplied, the life on board, and the men 
 with whom he was brought in contact, is a surprisingly vivid picture 
 of strange and uncouth conditions attending passenger service to 
 England in the mid-century. The ship lay at anchor in the harbor 
 and Mr. Bailey went out to her in a small boat. 
 
 "The wind was blowing strong and it was some time before we 
 could get on board ship. At length, with difficulty, I clambered up 
 the side and found myself in the midst of a most horrid confusion. 
 The deck was crowded full of men, and the boatswain's shrill whistle, 
 with the swearing and hallooing of the petty officers, almost stunned 
 my ears. I could find no retreat from this dismal hubbub, but was 
 obliged to continue jostling among the crowd above an hour before I 
 could find anybody at leisure to direct me. At last, Mr Letterman, 
 the Captain's steward, an honest Prussian, perceiving my disorder, 
 introduced me through the steerage to the lieutenant. I found him 
 sitting in the great cabin. He appeared to be a young man, scarce 
 twenty years of age, and had in his countenance some indications of 
 mildness. Upon my entrance he assumed a most important look and 
 with a big voice demanded to know my request. I informed him 
 that I was a passenger on board the Hind, by permission of Capt. 
 Bond, and desired that he would be civil enough to direct me to the 
 place of my destination. He replied in this laconic style : 'Sir, I will 
 take care to speak to one of my mates.' This was all the notice, at 
 present. But happily, on my return from the cabin, I found my chest 
 and bedding carefully stowed away in the steerage. In the mean 
 time the ship was unmoored and we fell gently down to Nantas- 
 ket. . . . 
 
 "I observed a young gentleman walking at a distance, with a pen- 
 
ACCOMMODATIONS FOR PASSENGERS 39 
 
 sive air in his countenance. Coming near him, in a courteous manner 
 he invited me down between decks to a place he called his berth. I 
 thanked him for his kindness and readily followed him down a ladder 
 into a dark and dismal region, where the fumes of pitch, bilge water, 
 and other kinds of nastiness almost suffocated me in a minute. We 
 had not proceeded far before we entered a small appartment, hung 
 round with damp and greasy canvas, which made, on every hand, a 
 most gloomy and frightful appearance. In the middle stood a table 
 of pine, varnished over with nasty slime, furnished with a bottle of 
 rum and an old tin mug with a hundred and fifty bruises and several 
 holes, through which the liquor poured in as many streams. This 
 was quickly filled with toddy and as speedily emptied by two or three 
 companions who presently joined us in this doleful retreat. Not all 
 the scenes of horror about us could afford me much dismay till I re- 
 ceived the news that this detestable appartment was allotted by the 
 captain to be the place of my habitation during the voyage! 
 
 "Our company continually increased, when the most shocking oaths 
 and curses resounded from every corner, some loading their neighbors 
 with bitter execrations, while others uttered imprecations too awful 
 to be recorded. The persons present were : first, the captain's clerk, 
 the young fellow who gave me the invitation. I found him a person 
 o^ considerable reading and observation who had fled his native 
 country on account of a young lady to whom he was engaged. Sec- 
 ond, was one John Tuzz, a midshipman and one of my messmates, a 
 good-natured, honest fellow, apt to blunder in his conversaticn and 
 given to extravagant profaneness. Third, one Butler, a minister's 
 son, who lived near Worcester, in England. He was a descendant 
 from Butler, the author of Hudibras, and appeared to be a man of 
 fine sense and considerable breeding, yet, upon occasion, was extreme- 
 ly profane and immodest, yet nobody seemed a greater admirer of 
 delicacy in women than himself. My fourth companion was one 
 Spears, one of the mates, a most obliging ingenious young gentleman 
 w^ho was most tender of me in my cruel sickness. Fifth : one of our 
 company this evening was the carpenter of the ship who looked like a 
 country farmer, drank excessively, swore roundly and talked extrava- 
 gantly. Sixth : was one Shephard, an Irisn midshipman, the greatest 
 champion of profaneness that ever fell under my notice. I scarce 
 ever knew him to open his mouth without roaring out a tumultuous 
 volley of stormy oaths and imprecations. After we had passed away 
 an hour or two together, Mr. Lisle, the lieutenant of marines, joined 
 our company. He was about fifty years of age, of gigantic stature, 
 and quickly distinguished himself by the quantities of liquor he poured 
 down his throat. He also was very profane. 
 
 "About nine o'clock the company began to think of supper, when 
 a boy was called into the room. Nothing in human shape did I ever 
 see before so loathsome and nasty. He had on his body a fragment 
 
40 THE SAILING SHIPS OF NEW ENGLAND 
 
 only of a check shirt, his bosom was all naked and greasy, over his 
 shoulders hung a bundle of woolen rags which reached in strings al- 
 most down to his feet, and the whole composition was curiously 
 adorned with little shining animals, The boy no socner made his 
 appearance than one of our society accosted him in this gentle lan- 
 guage : 'Go, you rascal, and see whether lobscouse is ready.' 
 
 Upon this the fellow began to mutter and scratch his head, but after 
 two or three hearty curses, went for the galley and presently returned 
 with an elegant dish which he placed on the table. It was a compo- 
 sition of beef and onions, bred and potatoes, minced and stewed to- 
 gether, then served up with its broth in a wooden tub, the half of a 
 quarter cask. The table was furnished with two pewter plates, the 
 half of one was melten away, and the other, full of holes, was more 
 weather-beaten than the sides of the ship; one knife with a bone 
 handle, one fork with a broken tine, half a metal spoon and another, 
 taken at Quebec, with part of the bowl cut off. When supper was 
 ended, the company continued their exercise of drinking, swearing 
 and carousing, till half an hour after two, when some of these oblig- 
 ing gentlemen made a motion for my taking some repose. Accord- 
 ingly, a row of greasy canvas bags, hanging overhead by the beams, 
 were unlashed. Into one of them it was proposed that I should get, 
 in order to sleep, but it was with the utmost difficulty I prevented 
 myself from falling over on the other side. ... 
 
 "The next day, towards evening, several passengers came on board, 
 viz.: Mr Barons, late Collector, Major Grant, Mr Barons' footman, 
 and Mrs. Cruthers, the purser's wife, a native of New England. After 
 some considerable dispute, I had my lodgings fixed in Mr Pearson's 
 berth, where Master Robant, Mr Barons' man, and I agreed to lie 
 together in one large hammock." 
 
 Such were the accomodations of the petty officers' mess en beard 
 a twenty-gun ship of 1760 in the New England service. 
 
 Jacob Bailey crossed the Atlantic in a heavily armed ship, in every 
 sense a war vessel. At the same time, as before and after, there were 
 packet ships making voyages at regular intervals and bringing from 
 England the great variety of manufactured products required by a 
 Province that was growing in wealth. These packet ships also car- 
 ried passengers and sailing on somewhat regular schedules depended 
 upon a profit made from freight and passage money rather than from 
 cargoes shipped by their owners. In 1762, a line of "pacquet sloops" 
 was plying weekly between Newport, R. I. and New York, "to trans- 
 port Passengers and merchandize . . . Every Cabin Passenger, one 
 Pistole, Steerage ditto. Two Dollars. . . . a Two Wheel Carriage, one 
 Pistole ; a Horse or Cow, one Pistole. All Baggage as Customary." 
 
CLIPPER-SHIPS 
 
 41 
 
 Letters were delivered at the Post Office at four pence each. The 
 freight on cask goods was thirty-two shilHngs a ton ; bar iron was 
 sixteen shillings a ton; rum, eight shillings a hogshead; and butter, 
 nine pence a firkin. After the War of 1812 several lines of packet 
 ships were established sailing from Boston and New York, making 
 quick passages and furnishing comfortable cabin accommodations 
 for passengers. In 1837, the cabin passage from New York to Liver- 
 pool cost $140. which included "provisions, wines, beds, etc. Each 
 ship has a separate cabin for ladies and each stateroom, in the re- 
 spective cabins, will accommodate two passengers."* 
 
 Not long after this there came a demand for larger and swifter 
 sailing vessels which resulted in the clipper-ship, that wonder of 
 marine architecture. The clipper-ship undoubtedly was a develop- 
 ment of the type of vessel built about the Chesapeake Bay not long 
 after the year 1800, that was usually schooner-rigged and carried 
 much canvas. The "Baltimore clippers," (S^eFig. 
 Clipper- 134) as they came to be known, were built with 
 
 Ships sharp ends, the bow cutting through the waves 
 
 instead of bluntly striking them. The slender 
 stern, with its deep under-cutting, was a modification of earlier lines 
 that facilitated the passage of the hull through the water. It slid 
 cleanly through the dead-water behind the vessel with a minimum of 
 resistance. The hull of the clipper-ship was also lengthened to an un- 
 heard-of extent in proportion to its width. The Flying Cloud {See 
 Fig. 97) built at East Boston in 1851 by Donald McKay, measured 
 229 feet in length on the deck and only forty feet and eight inches in 
 breadth. It is small wonder that on her first voyage she logged 1256 
 miles in four consecutive days and made one day's run of 374 miles. 
 The word clipper, as applied to a fast vessel, is supposed to have orig- 
 inated in the Pennsylvania - German word Klepper, meaning a fast 
 horse. 
 
 The cHpper-ship rapidly came into prominence with the great de- 
 mand for speedy transportation incidental to the California gold 
 discovery. This type of vessel was also largely employed in the China 
 tea trade for unlike wine, which is improved by the long sea voyage, 
 tea quickly loses it delicate flavor and quality when kept in the ship's 
 hold. Much has been written concerning the remarkable voyages 
 made by these chppers and one volume — "The Clipper Ship Era," has 
 
 *McCullough's Commercial Dictionary, 1839. 
 
42 THE SAILING SHIPS OF NEW ENGLAND 
 
 become a classic in marine literature. The very recent death of its 
 author, Capt. Arthur H. Clark, deprives us of a further contribution 
 on this subject, which Captain Clark had in preparation for the pres- 
 ent volume, embodying later results of his painstaking investigations. 
 The yacht is of Dutch origin, the "word in the seventeenth century 
 signifying a transport for royalty or some individual of distinguished 
 rank." At that time it was usually rigged with two masts but with 
 
 no headsails. The stern was high and decorated 
 Early with much carving and gilt. When Charles II was 
 
 Yachts restored to the throne in 1660 he came over from 
 
 Holland in a Dutch yacht and the type of vessel 
 soon became popular in England. Royal yachts were commonly 
 rigged as ketches. In 1769, when Falconer pubHshed his Marine 
 Dictionary, he noted that "private pleasure-vessels when sufficiently 
 large for a sea-voyage, are also termed yachts." 
 
 The sloop Jefferson, built in Salem in 1801, for George Crowinshield, 
 is often referred to as the first pleasure yacht in America. She was 
 thirty-five feet long, of twenty-tw^o tons burthen, and at one time was 
 rigged as a schooner. Cleopatra's ^arg"^ (Se^ Fig. 47), launched in 
 1816 and built for the same owmer, was the first American yacht of 
 note and the first to cross the Atlantic. It appears, however, that 
 Sir William Pepperrell, Bart., of Kittery, Maine, died possessed of a 
 pleasure yacht, the "Molly Yatch, being a fine schooner almost new, 
 burthen about 100 Tons," which was advertised to be sold in the Dec. 
 3, 1759 issue of the Boston Gazette. The Royal Governors of the Pro- 
 vince of New York also were using a yacht before 1750 whenever 
 business required a journey up the Hudson river and there are several 
 references to yachts owned by Col. Lewis Monis and others, in New 
 York, from 1717 to 1746.* Nathaniel Hawthorne while visiting 
 Thomaston, Maine, in 1837, commented on the condition of the estate 
 formerly owned by General Knox and wrote in his Note Book : — "On 
 the banks of the river, where he intended to have one wharf for his 
 his own West India vessels and yacht, there are two wharves, with 
 stores and a lime-kiln." Hawnhorne states that the time w^as forty 
 years before, /. e. in 1797. t 
 
 Very little appears to have been written upon the nautical instru- 
 ments used on the early ships, although it is frequently asked "What 
 
 *Clark, History of Yachting, page 136. 
 THawthorne, American Notes, Aug. 12, 1837. 
 
SIXTEENTH CENTURY ARABIAN ASTROLABE 
 1-2 inches in diameter. From Peabody Museum, Salem. 
 
44 THE SAILING SHIPS OF NEW ENGLAND 
 
 nautical instruments did Columbus use and what were used on the 
 
 Mayflower?" And coming down to comparatively recent times, "What 
 
 instruments were available and were actually used 
 
 Nautical on the vessels during the commercial-marine 
 Instruments activities following the American Revolution and 
 up to the time of the appearance of steamships?" 
 These questions are often asked, not only by landsmen but by sea- 
 faring men as well. The shipmaster of today uses instruments so 
 different from those of Colonial times, or even of the earlier years of 
 the nineteenth century, that unless he has a penchant for research he 
 knows nothing about the earlier ones and certainly not hew to use 
 them if by chance they come to his notice. Holding in his hand a 
 Davis quadrant, the skilful navigator of Salem's last square-rigger, 
 the ship Mindoro, which passed out of service in 1897, said : "I have 
 no idea how to use it and I do not believe that there is a shipmaster 
 sailing out of Boston today who does." The Davis quadrant was in 
 common use all through the eighteenth century and probably later. 
 It is figured and explained in a book on navigation as late as 1796. 
 The English navigator, John Davis, the inventor of this quadr^rt, in 
 his "Seaman's Secrets," printed in 1594, gives a list of instruments 
 which should be taken on ships, but it is to be feared few vessels 
 carried them all or that owners were able to provide them. It includ- 
 ed, — sea-compass, cross-staff, chart, quadrant, astrolabe, instrument 
 to test compass variation, horizontal plane sphere, and paradoxical 
 compass. 
 
 The astrolabe was devised during the first millennium and Arabian 
 
 astronomers had perfected it as early as the year 700. It is really 
 
 the basis of all future instruments of its class, — 
 
 Astrolabe cross-staff, quadrant, sextant. Seme of the m.ost 
 beautiful astrolabes preserved in museums are 
 those made for Persian astronomers in the sixteenth and seventeenth 
 centuries. If Columbus had one it probably was the form devised 
 by Martin Behaim which had been adapted for use at sea about the 
 year 1480. Observations with the astrolabe required three persons, 
 one to hold the instrument plumb by the ring, another to sight the 
 sun and adjust the arm, and the third to read the scale. With these 
 difficulties observations were, of course, far from accurate, but approx- 
 imate time and latitude could be obtained. Another device was the 
 ring-dial, or universal ring-dial as the old works on navigation called 
 
CROSS-STAFF OR FORE-STAFF 
 
 45 
 
 it This differed from the astrolabe by having adjustable rings with 
 the hours and scales engraved upon them. Ring dials were in use in 
 New England and as late as 1716 were advertised for sale in Ecstcn. 
 
 UNIVERSAL RING-DIAL. 
 Diameter 3 1-2 inches. Handle missing. Owned by Mr. Parker Kemble. 
 
 The cross-staff, or fore-staff, consisted of a four-square red of hard 
 
 wood, thirty-six inches long with four cross pieces made to slide upcn 
 
 it at right angles. These were of different lengths 
 
 Cross-staff and were known as the ten, thirty, sixty and ninety 
 
 OR cross, and were used singly upon the staff accord- 
 
 Fore-staff ing to the height of the sun or star at the time of 
 
 the observation. By sliding the cross-piece up or 
 
 down and sighting from the end of the staff until the sun was seen 
 
 at one end of the cross and the horizon at the other, the figure at the 
 
46 
 
 THE SAILING SHIPS OF NEW ENGLAND 
 
 junction of the cross and staff on the side to which that particular 
 cross belonged indicated the sun's altitude and from this the latitude 
 was obtained. Governor Winthrop, while on his voyage to New 
 England, records in h\s Journal, on April 15, 1630 :— "at noon our 
 captain made observation by the cross-staff, and found we were in 
 forty-seven degrees thirty-seven minutes north latitude." 
 
 SEVENTEENTH CENTURY 
 
 MARINER USING A 
 
 CROSS-STAFF 
 
 From Seller's "Practical 
 
 Navigation," London, 1676. 
 
 SEVENTEENTH CENTURY 
 
 MARINER USING DAVIS' 
 
 QUADRANT 
 
 From Seller's "Practical 
 
 Navigation," London, 1676. 
 
 Based on this instrument, by laying out the circle on a table, John 
 Davis the explorer, devised his quadrant in 1586. At first the ob- 
 server used it by facing the sun, as the cross-staff 
 Quadrant had been used, but a better form was made later 
 where the observer had the sun at his back. This 
 instrument has been called by sailors "jackass quadrant" and, sup- 
 posedly from its shape, "hog-yoke." In early books on navigation it 
 is called "sea-quadrant," and it was also known as a "back-staff," in 
 distinction from the "fore-staff" which continued in use for many 
 
THE QUADRANT 
 
 47 
 
 years after Davis invented the 
 quadrant. The earher form 
 used by the observer standing 
 back to the sun had a sohd 
 "shade vane" which sHd along 
 the smaller arc of the instru- 
 ment. By adjusting this a little 
 short of the supposed altitude 
 of the sun and sighting the 
 horizon through the minute 
 hole in the "sight vane" until it 
 was seen through the "horizon 
 vane" at the apex of the instru- 
 ment, and then gradually mov- 
 ing the "sight vane" along the 
 larger arc until the shadow of 
 the "shade vane" met the hori- 
 zon Hne, the sum of the de- 
 gfees, on the two scales indi- 
 cated the sun's altitude. This 
 was really the second form of 
 the Davis quadrant. In the 
 third form, the solid "shade 
 vane" was replaced by one with 
 a low-power lens inserted in it 
 arranged to focus on the "hori- 
 zon vane," thus approaching 
 the idea of the reflected sun in 
 the Hadley quadrant and the 
 sextant. A most interesting 
 instrument, half-way between 
 a cross-staff and the Davis quadrant, is illustrated in Seller's book 
 « on navigation published in 1676. He calls it a "Plough." Above, it 
 'has the small arc of the Davis quadrant with the sliding rod of the 
 cross-staff below. 
 
 The Davis quadrants were usually made of ebony, rosewood, or other 
 dark woods, with boxwood scale-arcs and could be made by expert 
 wood-workers. The numerous examples preserved attest the skill of 
 
 DAVIS QUADRANT. 
 "Made by William Williams in King St. Bos- 
 ton." An ivory plate has "Malachi Allen 
 1768." Mahogany, 24 inches long, convex 
 glass in the shade vane ; fine example of 
 cabinet wo/k. In Peabody Museum, Salem. 
 
48 
 
 THE SAILING SHIPS OF NEW ENGLAND 
 
 the old cabinet-makers, for 
 they are never warped or twist- 
 ed while their jointing is a 
 Chinese puzzle. 
 
 Whether the compass was 
 independently invented in 
 Europe or was borrowed from 
 the Chinese is uncertain. Old 
 marine compasses were set in 
 gimbals. The magnet was a 
 thin bar attached, usually with 
 sealing wax, to the under side 
 of the compass card, the whole 
 mounted in a thin bowl of 
 turned wood. These were 
 the compasses of the eight- 
 eenth century. There is one 
 in the Salem Marine Museum 
 inscribed, — "Benjamin King 
 Salem in New England," with 
 the date "1770" cut in the 
 box ; another has the mark of 
 Benjamin King, 1790. A sur- 
 veyor's compass, wooden 
 throughout, including wooden 
 sights, is inscribed, — "Made by James Halsey* near ye draw bridge 
 Boston." The liquid compass, first suggested by Francis Crow in 1813 
 and improved by E. S. Ritchie of Boston, has largely displaced the 
 older devices. 
 
 The "nocturnal," used at night, as its name signifies, appeared at 
 an early date, exactly when, it does not seem possible to say. By ad- 
 justing the movable discs to the date on the scale for the day of the 
 month, sighting the north star through the hole in the center and 
 then bringing the arm against the "guard stars," the hour was indi- 
 cated with reasonable accuracy. "A Fore-staff and Nocturnal" were 
 sold at public vendue in Boston, Sept. 5, 1723. Good pictures and des- 
 criptions of the nocturnal may be found in old books on navigation. 
 
 *James Halsey, jun., of Boston, was making Hadley quadrants or octants in 
 1738. 
 
 
 ^ 
 
 
 
 i 
 
 
 ^1 
 
 \ 
 
 
 
 
 %i'^' 
 
 NOCTURNAL 
 
 Inscribed "Nath'll Viall 1724." Boxwood, 
 
 arm seven inches from centre to tip. 
 
 In Peabody Museum, Salem. 
 
HADLEY QUADRANTS (OCTANTS) IN PEABODY MUSEUM, SALEM 
 1. "Made by John Dupee 1755 for Pat- 2. "Made by Inc. Gilbert on Tower Hill 
 
 rick Montgomerie." All wood, ebony, arm London for Hector Orr Augt. 6, 1768." 
 
 22 inches long. Ebony, arm 20 inches long. 
 
 3. "None & Co. London." Ebony and brass, ca. 1840, arm 11 3-4 
 inches, telescopic eyepieces, used by Capt. John Hod ges. 
 4. "Spencer Browning and Rust Lon- 
 don." Ebony frame, brass arm 17 inches, 5. "J: Urings London." All brass, arm 
 ivory scale, pencil inserted in cross piece, 20 inches, back sight broken off, ca. 1780, 
 ca. 1800, used by Capt. Henry King. rare. 
 
50 THE SAILING SHIPS OF NEW ENGLAND 
 
 In 1730, John Hadley in England and Thomas Godfrey in Philadel- 
 phia, independently invented the octant, known for nearly two hun- 
 dred years as Hadley's quadrant. Both Hadley and Godfrey received 
 awards for their devices. Although called quadrant in this country 
 it is generally known elsewhere as octant, which is the better name, 
 for the instrument represents but one eighth of the circle. By the 
 principle of reflection, however, it covers ninety degrees and the scale 
 is so marked. The Davis quadrant with its two arcs does represent 
 one fourth of the circle and for that instrument the name is correct. 
 
 The Hadley was a great improvement over the Davis quadrant and 
 other older devices for finding latitude. By moving the arm the sun 
 is reflected by the mirror at the apex and "brought down" to the hor- 
 izon line and the eye is protected by colored glasses of various degrees 
 of density through which the sun's rays pass. The Hadley quadrant 
 is still used in its modern form with telescopic eye-pieces. Very mod- 
 erately priced quadrants are made without the telescope, for use on 
 fishing vessels. 
 
 The early Hadley quadrants were huge affairs made of wood with 
 an arm twenty-four inches in length. Today they are more generally 
 of metal with arms from ten to twelve inches. Using the sextent or 
 Hadley quadrant the observer stands facing the sun, but old Hadley 
 quadrants were made with a "back sight" so that they could be used 
 like the Davis quadrant, thus making two independent observations 
 the average of which would ensure greater accuracy. 
 
 "Hadley's New Invented Quadrant or Octant, the best and exactest 
 Instrument for taking the Latitude or other altitudes at sea, as ever 
 yet Invented, made and sold by Joseph Halsey, jun." is advertised in 
 the Boston Gazette, Sept. 18/25, 1738. 
 
 "Adams' new fashion Quadrant and other Seamen's Instruments" 
 were advertised for sale in December, 1756, at William Winters Ven- 
 due Room, Boston. 
 
 The sextant, one-sixth of the circle and by reflection one-third, is 
 a more accurate instrument and also may be used to make lunar ob- 
 servations to obtain longitude, a complicated and difficult matter. It 
 was devised about 1757 and as now made is framed 
 Sextant wholly of metal. To prevent corrosion, the scale, 
 which is minutely divided and has a "vernier" 
 with a magnifying glass to show divisions of minutes, is made of gold 
 or platinum in the best instruments. A half-circle has been devised 
 
THE SEXTANT 
 
 51 
 
 and is exceedingly rare. An example in the Salem collection was 
 made before 1818. A curious double-jointed dividers accompanied 
 it and the entry in the museum catalog reads,— "used to correct a 
 lunar observation for longitude." A full "circle of reflection" is also 
 used. This is a beautiful instrument and is not often met with m 
 collections or in use. All of these instruments are similar in charact- 
 er and may be traced, as previously stated, to the ancestral astrolabe. 
 To obtain the ship's latitude with comparatively good results was 
 an easy matter with the quadrant and its fore-runners, but the great 
 problem for centuries was how to find the longitude, now universally 
 and quickly obtained by the chronometer and simple observations in 
 the morning or at noon. Spring clocks and watches appeared about 
 1530 but they were unreliable and of no use on long voyages. Large 
 sand glasses, similar to those used in old Colonial churches, called "sea- 
 clocks" and fitted with eyes or grommets above and below so that the 
 glass might swing from a hook and be readily turned, were used on 
 ships and so conservative is the British mind that some were in use 
 Qn British naval vessels as late as 1828 and one authority states as 
 late as 1839. Greenwich Observatory was established in 1675 and a 
 Royal Commission was soon appointed with authority to award prizes 
 for important inventions in aid of navigation. A prize of £20,000 was 
 finally offered for a time-keeper that should meet certain requirements 
 which practically meant absolute accuracy. In 1767, John Harrison 
 produced the chronometer, based on the principle of an invention of 
 1735, and eventually he received the reward. Chronometers were so 
 expensive and so hard to obtain that few New England ships had 
 them until more than a half a century later. They were advertised 
 for sale in 1817, by Thomas Biggs of Philadelphia. Other devices 
 were tried to obtain longitude by lunar observations and by Jupiter s 
 satellites, but these observations were too diflicult to be of practical 
 use. Today, fine watches serve for short trips and chronometers are 
 carried by nearly all vessels making long voyages. 
 
 That so important an instrument as a telescope or spy-glass is rarely 
 mentioned in books on navigation or in sea journals seems strange 
 and it is exceedingly difficult to obtain early information of any being 
 taken to sea. Telescopes did not become of practical use, even if the 
 principle had been known, until they were made in Holland in 1608. 
 It is at least certain that Columbus did not have one and probably 
 there was none on the Mayflower, although its passengers had recently 
 
52 THE SAILING SHIPS OF NEW ENGLAND 
 
 come from Holland where telescopes were invented a few years 
 before. 
 
 The earhest mention in New England of the spy-glass, that has 
 come to our attention, is an advertisement in the Oct. 14/21, 1734 
 issue of the Boston Gazette where Capt. Edward Ellis of Cold Lane, 
 Boston, offered twenty shilling's reward, "and no questions ask'd", for 
 the return of his "Prospective Glass, the Brass cap at the small end 
 wanting." He had left it in the ferryboat between Boston and 
 Charlestown a few nights before. After this date, from time to time, 
 advertisements appear in the Boston newspapers mentioning prospec- 
 tive glasses and telescopes. "Mahogany Tellescopes" are offered for 
 sale in October, 1751. 
 
 In 1758, Capt. Robert Rogers, in command of a scouting expedition 
 sent out from Fort Edward during the French and Indian war, reported 
 that at one point he "sent out Parties by Land, to look down the Lake 
 with Prospective Glasses, which I had for that Purpose." — Boston 
 Gazette, Apr. 3, 1758. 
 
 In the Marine Room Collection of the Peabody Museum at Salem, 
 is a spy-glass four feet long, octagonal in form, two and one-half 
 inches in diameter, with a short focusing tube. It was taken from a 
 British prize vessel off the coast of Ireland, in 1779, by Capt. James 
 Barr in his Salem privateer. Another glass of similar form, but 
 longer and with a mahogany case, was used on a United States naval 
 vessel about 1815. The spy-glass, familiar to everyone, in two or 
 three sections, was used at sea through the first half of the nineteenth 
 century and is often seen tucked under the left arm, in the portraits 
 of ship-masters brought home from foreign ports. Many of these 
 were excellent instruments, especially those from Dollond of London. 
 There is also in the Salem collection a rude telescope or spy-glass five 
 and one-half feet long with a copper case about three inches in diame- 
 ter looking precisely like a section from a house water-conductor. It 
 focuses by a small upper sliding section, fitted like a section of a stove 
 funnel. This glass was brought from Nagasaki, Japan, by a Salem 
 shipmaster about 1865. It had been used there to observe vessels 
 coming into the harbor. It may be Dutch and it is evidently very old. 
 Old spy-glasses were evidently very long for Joshua Kelly, in his 
 "Compleat Modern Navigation Tutor," 1720, speaks of the "impracti- 
 bility of managing a telescope twelve or fourteen feet long in the 
 
THE LOG-LINE 53 
 
 tossing, rolling motion of a ship at sea" in an attempt to observe 
 Jupiter's satellites to obtain longitude. 
 
 The speed of a vessel was first obtained by throwing overboard a 
 floating object at the bow and noting the time elapsed when it passed 
 an observer at the stern. From this the log-line 
 Log-Line with "knots" was derived, with the fourteen and 
 
 twenty-eight seconds sand glasses to record speed. 
 A "knot" indicates a geographical or sea mile which has been 
 standardized at 6080 feet ; the land or statute mile is 5280 feet, there- 
 fore, if a vessel is said to be sailing at the rate of thirteen knots, a 
 railroad train going at the same speed would be running at the rate 
 of fifteen miles an hour. The term "knot" is used solely to indicate 
 rate of speed ; the distance covered is always stated in nautical or 
 sea miles. "Heaving the log" meant throwing out from the stern of 
 a vessel a small float attached to a line running from a reel held clear 
 of the rail, the float remaining stationary in the water. At the instant 
 the log is "heaved" a sand glass is turned. On the line are knots 
 (hence the term), pieces of marline or rags tied through the strands 
 and spaced the same fraction of a mile apart, — about forty-six feet 
 and six inches, — which twenty-eight seconds is the fraction of an 
 hour, — about one one-hundred and twenty-eighth. Therefore, using 
 a twenty-eight seconds glass and checking the line the instant the 
 sand runs out, the knots and fractions paid out on the line will at once 
 indicate the number of sea miles per hour which the vessel is going. 
 This, of course, is doubled if the fourteen-seconds glass is used, which 
 is done when the vessel is going very fast. 
 
 The old log and line has been superseded by various kinds of 
 "patent logs" with revolving blades, first devised by Humfray Cole in 
 1578 and improved by others from time to time but, strange to say, 
 not coming into general use for nearly thrte centuries. In the latest 
 forms the rotating blades record the rate of progress by an indicator 
 on the vessel which may be read at any time. The earliest reference 
 so far found to the use of a device of this sort among our New Eng- 
 land navigators is the "Gould's patent log" used by Captain George 
 Crowninshield on his famous yacht Cleopatra's Barge, during the voyage 
 to the Mediterranean in 1817. In September of the same year, Thomas 
 Biggs, 66 South Front St., Philadelphia, advertised for sale patent logs 
 and chronometers. 
 
 The record of the rate of speed of the vessel as indicated by the 
 
54 THE SAILING SHIPS OF NEW ENGLAND 
 
 log, "heaved" at certain times in each "watch," was immediately en- 
 tered on the slate or "log-board" and copied daily into a book kept 
 for the purpose. This book naturally became the "log-book," which 
 amplified with entries of other sorts relating to winds, weather, cur- 
 rents, shoals and experiences of the voyage, and often illustrated with 
 sketches of coast hnes, headlands and other vessels met, has become 
 of great assistance to writers compiling marine history and scientific 
 works relating to navigation. 
 
 The log-book day at sea corresponded to the astronomical day and 
 extended from noon to noon in distinction from and overlapping the 
 civil day which extended from midnight to midnight ; so that the log- 
 book record for Monday, July 4, would begin Sunday noon, July 3, 
 and extend to Monday noon, July 4, civil time, when the record for 
 Tuesday, July 5, would begin. On shore, however, records were entered 
 conforming to the shore or civil day usage.* 
 
 On the other hand, later usage, as shown by recent United States 
 Government publications on navigation, is to begin the log-book day, 
 when at sea, by dating it at noon of the civil day, numbering the 
 hours to twenty-four and ending the day at noon of the suceeding 
 day. Thus, Monday, July 4, log-book day, would begin on Monday, 
 July 4, civil day, at noon and end at noon on Tuesday, July 5 ; the 
 first twelve hours corresponding to those of the civil day, but, in the 
 log-book, July 4, fourteen hours would be 2 A. M. July 5, civil day.t 
 
 Sounding for the depth of water has, of course, been practised ever 
 since vessels were built and the lead and line was part of the outfit of 
 every New England ship. The hand-lead for small vessels weighed 
 about six pounds and had a line of twenty fathoms. 
 Sounding The deep-sea lead weighed up to eighty pounds, 
 Leads was carried by men-of-war and large vessels, and 
 
 was provided with a much longer line. Roger 
 Derby's Province Galley carried both forms in 1702. The lines are 
 marked off in fathoms (6 feet) with bits of leather and colored rags, 
 that various depths may be readily distinguished. In the base of the 
 lead is a hollow space filled with tallow which, when it strikes, picks 
 up sand, gravel and small stones, and thus indicates the character cf 
 the bottom, an important feature in following charts and sailing di- 
 rections into harbors and over shoals. 
 
 *See Bowditch, "American Practical Navigator," edition 1817, page 204. 
 tSee "American Practical Navigator," Washington, D. C, 1917, page 103. 
 
CHARTS 
 
 55 
 
 Much skill is required in heaving the lead which by a swinging 
 motion is thrown forward to conform to the progress of the vessel so 
 that the line may be plumb with the observer and the lead strike 
 bottom as he takes the depth. The sounding lead was used by the 
 Romans before the Christian era and later in Britain by the Anglo 
 Saxons. It has to some extent been superseded by modern devices. 
 
 Charts were made in very ancient times but they were crude and 
 almost useless. The first nautical maps appeared in Italy at the end 
 of the thirteenth century and it is said that Bartholomew Columbus 
 brought the first one to England in 1489. The close of the sixteenth 
 century saw many mapmakers at work, including Gerard Mercator 
 whose name is perpetuated in the familiar scale charts in our geog- 
 raphies known as "Mercator's projection" which 
 Charts were the sea charts in general use. Globes were 
 
 carried on ships in preference to charts in the 
 early days and what is known as "great circle" sailing was evolved 
 from them. Davis describes it in 1594 and it is possible that Cabot 
 knew of the theory a century before. Such a simple instrument as a 
 parallel ruler was not invented until late in the sixteenth century 
 and tables of logarithms and Gunter's scale by which navigators make 
 all their calculations were not known until 1620. 
 
 During the first century following the settlement of New England 
 it is probable that the small coasting and fishing vessels were navigat- 
 ed by dead reckoning and not venturing far beyond the sight of land 
 a compass was the only instrument carried. But the larger vessels 
 sailing from Boston, Salem, Portsmouth, Newport and other ports on 
 voyages to the West Indies, England and Spain, it would seem should 
 have carried instruments with which observations could be made to 
 obtain their approximate position. A search in the early probate 
 records of Essex County coast towns betwee i 1634 and 1680 discloses 
 but thirteen references to nautical instruments in inventories and 
 wills. Sometimes they are listed as "marriners instruments" and in 
 one case a quadrant is valued at £1. Robert Gray of Salem, who died in 
 1661, possessed a "quadrant, a fore-staffe (cross-staff), a gunter's scale, 
 and a pair of Compasses." John Bradstreet, who died at Marblehead 
 the previous year owned "3 small sea books" valued at £1. 6s. The 
 inventory of the estate of Jonathan Browne of Salem, who died in 
 1667, discloses a "fore-staff," and that of the estate of John Silsby of 
 Salem, taken in 1676, lists "marriners instruments and callender, 14s." 
 
56 THE SAILING SHIPS OF NEW ENGLAND 
 
 Governor Winthrop records in his Journal, in 1637, that "Twenty 
 men went in a pinnace to kill sea horse* at the Isle of Sable ; and af- 
 ter six weeks returned home, and could not find the Island ; but after 
 another month, they set forth again with more skilful seamen, with 
 intent to stay there all winter." 
 
 In a very detailed inventory made in Salem before a notary publick 
 on Nov. 4, 1702, of the equipment of the ship Province Galley, 90 tons, 
 owned by Roger Derby, the only instruments for navigation that appear 
 are "Two Compasses, two ha[lf] ho[ur] glasses, a ha[lf] Watchglass, 
 a ha[lf] minute glass ... a hand lead line, a deep sea lead line." 
 
 The Boston News-Letter, of July 16, 1716, has the following advertise- 
 ment: — "A Parcel of Mathematical Instruments, viz: Quadrants, 
 Meridian Compasses, all sorts of Rules, black lead Pencils, and brass 
 Ring Dials, etc. To be sold by Publick Vendue at the Crown Coffee 
 House in King's Street, Boston, on Thursday next." The same issue 
 has the advertisement of "William Walker in Merchants Row, near 
 the Swing Bridge," who had quadrants for sale. 
 
 In looking back and noting the slow process of perfecting all nau- 
 tical instruments, the wonder is how the old ships were navigated 
 through distant seas without greater loss of life and vessels. These 
 dangers may be realized by reference to old newspapers and letters, 
 and to such records as the "Diary of Rev. William Bentley" of Salem, 
 where nearly every Sunday some of his parishioners asked for prayers 
 for friends at sea or for the loss of husband, son or brother. The 
 shipmasters of Portsmouth, Salem, Boston, Newport and Providence, 
 undertaking distant voyages, had few good charts — none for the new 
 regions they visited — they had no chronometers ; few had sextants, 
 and their sextants and their compasses were frequently unreliable. 
 And yet these men — most of them were scarcely past their majority 
 in years — with the courage and enthusiasm of youth, in ships filled 
 with valuable cargoes, entrusted to their care by wealthy owners, 
 sailed into uncharted seas, visited unknown lands, and, all the while 
 rarely reported, finally came safely back, to their everlasting credit 
 and the enrichment of the country. 
 
 Capt. Benjamin Wright, a factor representing a Newport, R. I. mer- 
 chant, wrote to his owner in 1771, from the Island of "Salamarr,"t 
 
 *The walrus which makes a noise somewhat resembling the neigh of a horse. 
 It is valuable for its ivory and blubber. 
 tSavannah la Marr, Jamaica, W. I. 
 
SHIP PICTURES 
 
 57 
 
 that he had "mett with trouble on account the officers of the Diana, 
 differing and the mate leaving the Brigg, and has carried away his 
 Servant, and two more of his Sailors has taken their departure, like- 
 wise Dan'l Watts Esq., by Profession a louzy Carpenter, has enloped 
 before your long Boat was near finished. ... I can but express my 
 surprize that you and Capt. Buckly should ship a second mate which 
 doth not understand Navigation." 
 
 We do not know exactly what instruments the old shipmasters car- 
 ried with them on these voyages, but we do know that they were 
 comparatively few and very inferior to those in use today. An idea 
 of the paucity in some instances may be obtained from the story of 
 the ship Hannah, condemned at Christiansand in 1810, in the protest 
 of American shipmasters which is now preserved in the New Haven 
 Historical Society collections. It reads : "We, the undersigned mas- 
 ters of American vessels now in the port of Christiansand, having 
 heard with astonishment that one of the principal charges against the 
 American brig Hannah, from Boston, bound direct to Riga, and con- 
 demned at the prize court at this place, is as follows, — that the said 
 court have pronounced it absolutely impossible to cross the Atlantic 
 without a chart or sextant. We therefore feel fully authorized to 
 assert that we have frequently made voyages from America without 
 the above articles, and we are fully persuaded that every seaman with 
 common nautical knowledge can do the same." 
 
 We do not possess accurate knowledge of the instruments carried 
 by Colonial shipmasters on their voyages to the West Indies or along 
 our coast and across the Atlantic, but we do know that the early 
 nineteenth century shipmasters were close observers. In his classical 
 works on navigation, Maury pays them high compliment for the val- 
 uable assistance rendered to him in furnishing notes and observations 
 on currents, shoals, coast-lines, compass variations and winds, for 
 the charts and sailing directions which he compiled. 
 
 As this volume is largely devoted to pictures of vessels painted by 
 
 artist living in home ports as well as abroad, any information relating 
 
 to these men should be of interest. Unfortunately, 
 
 Ship Pictures but little is known concerning many of them and 
 this is particularly true of the water-colorists work- 
 ing in the principal Mediterranean ports where some of the finest 
 pictures were painted. Pictures of New England vessels painted be- 
 fore the Revolution are almost unknown. The ship Bethell of Boston 
 
58 THE SAILING SHIPS OF NEW ENGLAND 
 
 {See Fig. 24), painted in 1748, is the oldest known painting of a ship 
 and also one of the finest. The three water-colors of the schooner 
 Baltickoi Salem (Se^ Fig. 20), made in 1765 and now preserved by 
 the Peabody Museum, Salem, are the oldest existing pictures of a 
 Salem vessel. 
 
 About the year 1800 a considerable demand for ship pictures seems 
 to have developed among the sea captains and merchants and there 
 grew up a school of artists that specialized in water-colors of merchant 
 vessels. Previous to 1830 nearly all of this work was done in water- 
 colors but after that date painting in oils came into favor, especially 
 in America and in the paintings done by Chinese artists. Seme of 
 this work was done by men living in the larger New England ports, 
 self-taught and sometimes sailing in the vessels pictured. It usually 
 was a labor of labor of love and though flat and frequently lifeless, it 
 is certain that the lines were correct and that the rig was worked out 
 with minutest care. Sign-painters also tried their hands in an effort 
 to supply the demand, oftentimes with satisfying results. George 
 Ropes of Salem, a sign-painter, deaf and dumb from birth, painted 
 excellent pictures of the America, Sukey, Fame, Glide, Two Brothers 
 and others and even elaborated his field to the extent of producing 
 several pictures of naval battles and wharf scenes. By far the best 
 work, however, was done at Marseilles, Genoa, Leghorn, Trieste, 
 Smyrna and other Mediterranean ports. The Roux family at Mar- 
 seilles, Anton, father and son, and Frederic and Francois, made num- 
 erous water-colors of vessels, all beautifully drawn and colored, and 
 now highly esteemed. Painters of ship pictures w^ere also workirg 
 at Antwerp, Hamburg and Copenhagen and at a somewhat later date 
 many ship pictures were brought home from China, done with great 
 fidelity of detail by Chinese artists at Hong Kong, Lintin or Wampoa, 
 and nearly always uniformly framed in hand-carved frames, painted 
 black, of so similar a pattern that they are easily recognized. Some- 
 times the officer who kept the log-book illustrated his log with sketches, 
 occasionally in colors, of his ship or other vessels met on the voyage. 
 But unless a vessel visited one of these foreign ports where painters 
 of ship pictures worked or its picture was painted by some local artist, 
 it never was made. Of all the sea-going New England vessels prob- 
 ably not one in ten was ever pictured. Some of the later ships, after 
 1860, were photographed as nearly every ship of note is today. 
 
 Many of the vessels pictured in this volume are connected with tales 
 
SHIP PICTURES 59 
 
 of adventure or disaster. The ship Ulysses {See Fig. 293) is shown with 
 a temporary rudder, adjusted sea at during a gale by a device that 
 brought a gold medal from the American Philosophical Society and 
 commendation to her master, Capt. William Mugford. The brig 
 Eunice {See Fig. 88) may be seen surrounded by a barrel made 
 of planking, being rolled into the water at St. Paul's Island in the 
 Indian Ocean, after undergoing repairs necessary to enable her 
 master to return safely to the wharf at Salem. The ship Volusia {See 
 Fig. 298) is just striking the beach at Cape Cod, in February, 1802, 
 in a disastrous wreck in which most of the crew lost their lives. The 
 Mount Vernon is seen escaping from a French fleet near Gibraltar in 
 1799 {See Fig. 199) and the ship Belisarius is just leaving Crownin- 
 shield's wharf on which are standing the owners and relatives of the 
 ship's company {See Fig. 22). There is a harrowing tale of disaster 
 at sea and suffering and death connected with the ship Margaret 
 which sailed from Naples in 1810 on her last voyage {See Fig. 180). 
 This vessel was in Japan in 1801 when that country was closed to all 
 foreign trade save a vessel sent annually from Batavia by the Dutch 
 East India Company. A water-color of the ship Hercules, of much 
 pictorial interest {See Fig. 132), recalls the fact that Lucien Bonaparte 
 and his family sailed from Naples on this vessel, in 1819, bound for 
 the United States, but through misadventure were intercepted by the 
 British cruiser Pomona and taken into Malta. The Hercules finally 
 became a whaler and was lost in the Pacific in 1847 after forty-two 
 years of successful voyaging. 
 
 It has not been possible, because of limited space, to attempt to 
 include in this volume the life-histories of the vessels here pictured. 
 Such information is widely scattered and awaits the industry of the 
 patient student. Moreover, many volumes would be required to 
 relate the story of the adventurous careeis and commercial successes 
 of the white-winged messengers that carried the tale of New Eng- 
 land's sea-borne commerce to nearly every port in the known world. 
 
PAINTERS OF SHIP PICTURES 
 
 Aylward, W. J. (1875 — ), born in Milwaukee and worked in New 
 York ; in 1904.* 
 
 Bartoll, Samuel, Marblehead and Salem. House painter and sign- 
 painter ; married in 1785 ; was working in Salem as late as 1825 ; 
 painted mural decorations, fire-boards, military flags, etc. 
 
 Bateman, Charles E., Newburyport; made pencil drawings in 1853. 
 
 Brown, Harry, Portland, Maine ; in 1870. 
 
 Cammillieri, Nicolai (sometimes signed Nicolay Carmillieri), Mar- 
 seilles ; in 1806 - 1807. 
 
 Carlotta, a., Port Mahon, Minorca, Spain ; in 1822. 
 
 Carmiletti, E., Smyrna; in 1831. 
 
 Cleveland, William (1777 -1845). Salem. 
 
 Corne, Michele Felice (1757-1845), Naples, Salem, and Newport. 
 Came to Salem from Naples in the ship Mcunt Vernon in 1799; 
 painted many pictures of ships and during the War of 1812 a 
 series of naval battles which were exhibited in Salem and Boston 
 and from which he gained a competency and removed to New- 
 port, R. I. where he lived until his death. {See Mason's Remin- 
 iscences of Newport, p. 330) Many of Corne's paintings of naval 
 engagements were engraved for the popular naval histories of 
 the War of 1812— "The Naval Monument, Naval Temple, and 
 Naval Battles." 
 
 CORSINI, Raffaele, Smyrna; in 1849-1852. 
 
 Dannenberg, F. ; in 1805. 
 
 Drew, Clement (1807-1889), born in Kingston, Mass.; worked in 
 Boston ; was living in Maine in 1889 ; in 1844 - 1851. 
 
 Eaton, William Bradley (1836-1896), Salem, in 1884. 
 
 Eruzione, Zl, Palermo (?), Italy; in 1822. 
 
 Evans and Arnold, New Orleans, La. ; in 1850. 
 
 Gavazzone, Domenico, Genoa, Italy ; in 1848. 
 
 *Dates thus entered indicate the period in which the artist worked or the year 
 in which there is a known painting. 
 
 (61) 
 
62 THE SAILING SHIPS OF NEW ENGLAND 
 
 Gore, Charles, London, England. "English marine draughtsman, 
 flourished about the end of the 18th century. There are several 
 of his drawings in the Cracherode collection in the British Mus- 
 eum." Bryan's "Dictionary of Painters and Engravers," London 
 1903 ; in 1787. 
 Howard, Joseph, Salem ; in 1799. 
 Huge, L F., Bridgeport, Conn. ; in 1845. 
 Johnson, Marshall (1846-1921), Boston. 
 
 LuscoMB, William Henry (1805-1866), Salem. He was born at 
 Ballston, N. Y. The Salem directory gives his occupation as "a 
 sign and fancy painter." He made many oil paintings of Salem 
 vessels and his pencil sketches though small were excellent ; un- 
 fortunately, however, few have been preserved. Was doing his 
 best work between 1845 and 1855. 
 
 Luz, John, Venice, Italy ; in 1850. 
 
 McFarlane, D. ; in 1861 - 1864. 
 
 Macpherson, Murdoch (1841 - 1915), Salem. Born at Fort Simpson, 
 Rupert Land, Canada ; graduated at McGill College and studied 
 law with Hon. A. C. Macdonald ; came to Salem in 1873 and 
 taught music and drawing. Between 1902 and 1914 made many 
 remarkable copies of old water-colors of ships and similar work. 
 {See Figs. 27, 165, 206, 226, 282). 
 
 Mazzinghi, Peter, Leghorn, Italy ; in 1831 - 1833. 
 
 Melboro , I. B., in 1830. 
 
 Montardier, , Havre, France ; in 1810. 
 
 MooY, Jan. ; in 1818. 
 
 Morse F. A. ; in 1885. 
 
 Morse, George Frederick (1834—), Portland, Maine. Has made 
 many admirable studies in oils, especially landscapes, with a few 
 marines and pencil sketches of vessels in Portland harbor in 1858. 
 
 Norton, Charles W., Detroit, Mich. ; in 1875. 
 
 Norton, William Edward (1853-1916), Boston. Studied under Wil- 
 liam F. Hunt and George Inness. 
 
 Pellegrini, Hre, (sometimes signed Pellegrin) Marseilles; in 1831- 
 1848. 
 
 Petersen, Jacob (1774-1854), Copenhagen; in 1817 -1838. 
 
 Phippen, John, Salem ; in 1790. 
 
 Pitman, Thomas, Marblehead ; about 1850. 
 
PAINTERS OF SHIP PICTURES 63 
 
 PococK, Nicholas (1741-1821), London, England. A shipmaster 
 and afterwards a marine painter of considerable merit. 
 
 POLLI, Felice, Trieste, Italy ; in 1830. 
 
 Raleigh, C. S. ; about 1840. 
 
 Ressman, Francisco, Trieste, Italy ; in 1809. 
 
 Ropes, George (1788-1819), Salem. His father was lost at sea in 
 1807 leaving a widow and nine children. George Ropes, though 
 deaf and dumb from birth, was the chief support of his widowed 
 mother and brothers and sisters. While a pupil of Michele Fehce 
 Come, in 1802, he began to paint pictures of vessels and continued 
 to do so through life. He vi^as a carriage and sign-painter by 
 trade. {See Diary of Rev. William Bentley, Vol. IV, p. 573.) 
 
 Roux, Anton (1765-1835), Marseilles. He was a bydrographer es- 
 tablished on one of the quays in Marseilles. "He greatly admired 
 the Provencal artist Joseph Vernet whose works he copied. His 
 ship paintings are noted for their accuracy of detail." 
 
 Roux, Anton, fils aim (1799 - 1872), Marseilles. Son of Anton Roux, 
 who "continued the double profession of his father but his work 
 as an artist was inferior." 
 
 Roux, Frederic (1805-1882), Marseilles, Havre and Paris. Son of 
 Anton Roux, "entered the studio of Horace Vernet, where he 
 gained a flexibilty of vision and boldness of touch which were lack- 
 ing in his brother Anton's work." 
 
 Roux, Francois (1811-1882), Marseilles. Son of Anton Roux, "ob- 
 tained the title of painter to the Ministry of Marine and distin- 
 guished himself in his genre pictures." 
 
 Russell, Benjamin (1804-1885), New Bedford; in 1860. A well- 
 known and highly esteemed painter of whaling vessels. 
 
 Russell, Edward J. (1835-1906), Boston. Of English birth, lived 
 in Boston and did excellent work as a :opyist. 
 
 Salmon, Robert, Liverpool and Boston. Came to Boston in 1828 and 
 painted industriously until his death, not only marine but other 
 subjects. His views of Boston harbor and the shipping are high- 
 ly prized. Left an annotated list of his paintings and sales cov- 
 ering the period of 1828 - 1840, copies of which are at the Bos- 
 ton Public Library and the Peabody Museum, Salem. 
 
 Smith, W. H. ; in 1868. 
 
64 THE SAILING SHIPS OF NEW ENGLAND 
 
 Southward, George (1803-1876), Salem; portrait painter and copy- 
 ist. See Fig. 190. 
 
 Spice, J., Amsterdam, Holland ; in 1856. 
 
 Spinn, J., Amsterdam, Holland; in 1842. 
 
 Stone, Edmund, Beverly. A sailor on the ship George, of Salem, of 
 which he painted many pictures about 1820. 
 
 Stubbs, W. p., Boston. Painted many pictures of New England ves- 
 sels in oils. Worked in Boston between 1876 and 1894. 
 
 Sunqua, a Chinese artist at Lintin, China, who painted many ship 
 pictures between 1835 and 1845, of which two signed examples 
 are known. 
 
 T. P. ; in 1835. 
 
 TORREY, Charles (1869-1921), Brookline, Mass. Painted many ex- 
 cellent ship pictures in oil colors between 1915 and 1921, includ- 
 ing copies. 
 
 Turner, Ross Sterling (1848-1915), Salem. Painted several excel- 
 lent marines and also made copies of water-colors. 
 
 Vittaluga, Antoine, Genoa, Italy ; in 1817-1829. 
 
 Walter and Son, 7 Pleasant St., Liverpool, England; in 1830. 
 
 Walters, Samuel ; about 1870. 
 
 Ward, William, Salem ; in 1799-1800. 
 
 West, Benjamin Franklin (1818-1854), Salem. The Salem directory 
 lists him as "Painter, 125 Essex St." He was self-taught, worked 
 in oils and his work though somewhat stiff was accurate in its 
 details. 
 
 Weytz, p., Antwerp, Belgium. His paintings were done mostly on 
 glass ; in 1840-1844. 
 
 Whall, Capt. W. B., Boston. 
 
 White, George Mewanjee (1849-1915), Salem. Water-colorist and 
 also did etchings. 
 
 Wilson, James, Liverpool, England ; in 1860. 
 
 York, William ; in 1879. 
 
ADDITIONS AND CORRECTIONS 
 
 Painted in 1799 by M. F. Come. 
 
 211 tons. Starbuck says, lost in 1851, in his "History of 
 
 the American Whale Fishery." 
 Painted at Copenhagen; Kronberg Castle, Elsinore, in the 
 
 background. 
 Ship "Austerlitz," 415 tons, buih at Medford in 1833. 
 
 Abandoned at sea Nov. 19, 1851. 
 Topsail schooner. 
 
 319 tons, built at Medford in 1816. 
 
 Ship "Canton Packet," 274 tons, built at Swanzey, Mass., 
 in 1836. Re-rigged as a bark. Stranded Sept. 12, 1839, 
 near Hernberg, C. T. 
 From an oil painting by D. McFarlane. 
 From a lithograph after a drawing by E. N. Russell. 
 Painted in 1844. 
 Hermaphrodite brig. 
 Brig "Cygnet." 
 218 tons, built at Newbury in 1829. Wrecked at Chatham, 
 
 Mass., in 1854. Painted at Copenhagen. 
 Topsail schooner in picture. Registered as a brig. 
 The quick passage of this vessel is now very generally 
 
 questioned. 
 Painted by Robert Salmon. 
 Painted by Montardier at Havre. 
 The original of this picture is dated 1806. 
 Double-topsail schooner. The gaff-topsail is very unusual. 
 Original painting is not at the Peabody Museum, Salem. 
 179 tons, built at Hanover, Mass., in 1792. Painted at 
 
 Nagasaki in 1799, by a Dutch artist. 
 273 tons. 
 
 Painted by William P. Stubbs. 
 Painted by "Smith, 1857." 
 Fig. 121. This representation of the "Grand Turk," is a copy of an 
 engraving of the ship "Hall," in Hutchinson's "Naval 
 Architecture," London, 1777. 
 (65) 
 
 Fig. 
 
 6. 
 
 Fig. 
 
 10. 
 
 Fig. 
 
 12. 
 
 Fig. 
 
 17. 
 
 Fig. 
 
 27. 
 
 Fig. 
 
 29. 
 
 Fig. 
 
 31. 
 
 Fig. 
 
 35. 
 
 Fig. 
 
 36. 
 
 Fig. 
 
 37. 
 
 Fig. 
 
 57. 
 
 Fig. 
 
 58. 
 
 Fig. 
 
 60. 
 
 Fig. 
 
 68. 
 
 Fig. 
 
 70. 
 
 Fig. 
 
 83. 
 
 Fig. 
 
 86. 
 
 Fig. 
 
 88. 
 
 Fig. 
 
 92. 
 
 Fig. 
 
 94. 
 
 Fig. 
 
 101. 
 
 Fig. 
 
 110. 
 
 Fig. 
 
 113. 
 
 Fig. 
 
 117. 
 
66 THE SAILING SHIPS OF NEW ENGLAND 
 
 Painted at Naples in 1809. 
 
 Painted by Benjamin F. West. 
 
 Painted by Clement Drew. 
 
 Painted by Benjamin F. West. The other half of this 
 
 painting is Fig. 246. 
 Brig "Juliana." 
 
 Bark "Juniata," painted by Corsini. 
 Painted in 1902 by E. N. Russell. 
 Painted by Benjamin Russell. 
 Topsail schooner. 
 
 Hermaphrodite brig. Painted by a Chinese artist, show- 
 ing the light-ship off Shanghai. 
 Clipper-ship "Lucy S. Wills." 
 163 tons, built at Plymouth in 1805. 
 
 Reproduction of a photograph by Stebbins of the ship 
 "Panay," 1190 tons, built at Boston in 1877, wrecked 
 on the Island of Simara, P. I., July 12, 1890. 
 Reproduced from the original painting. 
 From a lithograph by D. H. Crosby of Boston. 
 Painted on glass by P. Weytz about 1840, at Antwerp. 
 Painted by Benjamin F. West. The Salem fire occurred 
 in June, 1914. 
 Fig. 227. The drawing shows a double-topsail schooner, but she 
 was carried on the Government records as a brig. See 
 also Fig. 92. 
 Painted by Hre Pellegrin at Marseilles in 1844. 
 Built in 1799. 
 
 Double-topsail schooner, commanded in 1796. 
 Painted by Benjamin F. West. Same vessel as Fig. 243. 
 
 The other half of this painting in Fig. 154. 
 Probably painted at Leghorn. 
 
 Shows the vessel coming out of Leghorn. The obscure 
 signature resembles. "A. Prit — ." 
 Note. Snow rig — a close examination of original paintings dis- 
 closes the fact that the following so-called "brigs", carried the 
 subsidiary mast of the "snow" {see page 30), viz: — Figs. 30, 38, 58, 
 80, 82, 118, 127, 133, 162, 175, 176, 178, 181, 200, 201, 204, 206, 214, 
 215, 216, 223, 225, 226, 240, 248, 250. 
 
 Fig. 
 
 132. 
 
 Fig. 
 
 139. 
 
 Fig. 
 
 148. 
 
 Fig. 
 
 154. 
 
 Fig. 
 
 155. 
 
 Fig. 
 
 156. 
 
 Fig. 
 
 157. 
 
 Fig. 
 
 159. 
 
 Fig. 
 
 166. 
 
 Fig. 
 
 172. 
 
 Fig. 
 
 174. 
 
 Fig. 
 
 175. 
 
 Fig. 
 
 192. 
 
 Fig. 
 
 194. 
 
 Fig. 
 
 195. 
 
 Fig. 
 
 203. 
 
 Fig. 
 
 205. 
 
 Fig. 
 
 232. 
 
 Fig. 
 
 234. 
 
 Fig. 
 
 238. 
 
 Fig. 
 
 246. 
 
 Fig. 
 
 248. 
 
 Fig. 
 
 250. 
 
THE SAILING SHIPS OF NEW ENGLAND 
 1748—1907 
 
[2] BARK "ABBY BACON," 473 TONS. BUILT AT GOSI (JRT, VA., IN 1861, 
 COMMANDED BY CAPT. JOSEPH W. BESSOM OF MARBLEHEAD. 
 
 [3] BARK "ALBERS," 360 TONS, BUILT AT TOPSHAM, ME. IN 1844. 
 
[4] SHIP "ALBUS," COMMANDED BY CAPT. MICHAEL B. 
 GREGORY OF MARBLEHEAD. 
 
 
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 [5] BRIGANTINE "ALERT," OF NEWBURYPORT, 139 TONS, BUILT 
 
 AT AMESBURY IN 1806, CAPT. S. HERRICK, MASTER, ENTERING 
 
 MARSEILLES, DEC. 13, 1806. 
 
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 [6] SHIP "AMERICA,- od, OF SALEM, 654 TONS, BUILT IN FRANCE. 
 
 [7] SHIP "ANN AND HOPE," 550 TONS, BUILT IN 17f8 BY BENJAMIN 
 TALLMAN FOR BROWN AND IVES OF PROVIDENCE, R. I. 
 
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[11] SHIP "ANN MARIA," 489 TONS, BUILT AT ESSEX, MASS., 
 IN 1843, DAVID PINGREE AND CHARLES MILLETT, OWNERS. 
 
 [12] SHIP "ARBELLA," OF SALEM, 404 TONS, BUILT AT BATH, 
 MAINE, IN 1825. 
 
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[14] SHIP "ARCHER." 1095 TONS, BUILT AT SOMERSET IN 1853. 
 From a painting by a Chinese artist made in Hong Kong. 
 
 
 
 
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 [15] SHIP "AURORA" OF SALEM, 1396 TONS, BUILT AT CHELSEA IN 1853 
 
[17] "AUSTERLITZ," CAPT. WILLIAM HAMMOND OF MARBLE- 
 HEAD, MASTER, ENTERING THE PORT OF HAVRE, JANUARY 9, 1834. 
 
 [18] SHIP "AUSTRALIA," OF SALEM, 534 TONS. Ul'lLT AT 
 
 MEDFORD IN 1849. 
 
 Sold to Boston owners in 1861 and afterwards wrecked about 1868 at Maulmaii 
 
 From a painting at the Peabody Museum, Salem, showing the ship 
 
 "entering the new harbor of Marseilles, June, 1857." 
 
[19] BARK "AZOF," 297 TONS, BUILT AT MEDFORD IN 1844. 
 
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 [20] TOPSAIL SCHOONER "BALTICK," OF SALEM, COMING OUT OF 
 
 ST. EUSTATIA, NOV. 16. 1765. 
 
 The earliest picture of a Salem vessel. 
 
[22] SHIP "BELISARIUS," 209 TONS, BUILT AT SALEM IN 1794. 
 Lost near Tunis in April, 1810. From a water-color by M. F. Corne, 
 showing the vessel leaving a wharf in Salem. 
 
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 [23] SHIP "BONETTA," OF SALEM, 227 TONS, BUILT AT 
 
 DUXBURY IN 1800. 
 
 From a water-color painted at Leghorn in 1805. 
 
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[25] SHIP "BORNEO," 297 TONS, BUILT AT SALEM IN 183L 
 
 Afterwards altered to a bark and abandoned in the North Atlantic, Jan. 1, 1854. 
 
 From a water-color painted in Genoa. 
 
 [26] SHIP "BOSTONIAN," 1099 TONS, BUILT AT EAST 
 BOSTON, IN 1854 BY DONALD McKAY. 
 
[27] SCHOONER "BRENDA" OF BOSTON. BUILT IN 1852, AT 
 
 PORTSMOUTH, N. H. 
 
 Used by Russell & Co., in the opium trade between India and Canton. 
 
 [28] SHIP "BROOKLINE" OF SALEM, 349 TONS, BUILT AT MEDFORD, 
 
 IN 1831. LATER BECAME A WHALER OUT OF NEW LONDON, CONN. 
 
 From a painting showing the ship leaving Salem for Manila, July 26, 1839. 
 
[29] SHIP "CADMUS." CAPT. SAMUEL IVES, MASTER. 
 From a water-color by Anton Roux, painted at Marseilles in 1822. 
 
 [30] BRIG "CAMBRIAN," 196 TONS, BUILT AT SALEM IN 1818. 
 From a water-color by Frederic Roux, painted in 1826. 
 
[31] BARK "CANTON PACKl-r." ()!• BOSTON, OWNKD BY 
 J. & T. H. PERKINS. 
 
 [32] SHIP "CARNATIC," 602 TONS, BUILT AT SACO, ME., IN 1847 
 ENTERING THE HARBOR OF LIVERPOOL. 
 
[33] SHIP "CAROLINA," OF SALEM, 395 TONS, BUILT AT MEDFORD IN 1836. 
 
 [34] SHIP "CARRINGTON," 598 TONS, BUILT AT WARREN. R. I. IN 1847. 
 
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[37] SHIP "CARTHAGE," 426 TONS, BUILT AT SALEM IN 1837. 
 From an oil painting by Clement Drew of Boston. 
 
 [38] BRIG "CENTURION," OF SALEM, 205 TONS, BUILT AT HAVERHILL IN 1822. 
 From a water- color painted about 1825. 
 
[39] BARK "CERES," OF SALEM. 387 TONS, BUILT AT MEDFORD IN 1846. 
 
 [40] BARK "CHALCEDONY," 214 TONS. BUILT AT MEDFORD IN 182.5. 
 From a painting by Benjamin F. West. 
 
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 [41] SHIP "CHALLENGE," 2006 TONS, BUILT AT NEW YORK 
 IN 1851 BY W. H. WEBB. 
 
 [42] SHIP "CHARIOT OF FAME," 1573 TONS, BUILT BY DONALD MCKAY IN 1853. 
 
[43] SHIP "CHARLEMAGNE," BUILT IN 1824. 
 From a water-color by Frederic Roux, painted at Paris in 1828. 
 
 [44] SHIP "CHARLOTTE," OF BOSTON, 390 TONS, BUILT AT 
 PORTSMOUTH, N. H., IN 1832. 
 
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 [45] SHIP "CHINA," 370 TONS, BUILT AT SALEM IN 1817. 
 After a water-color signed "Gueisiippi ." 
 
 [46] SHIP "CLAUDIUS," BUILT AT MEDFORD IN 1836 
 BY P. & J. O. CURTIS. 
 
[49] SHIP "COLUMBIA," OF BOSTON, BUILT AT SCITUATE. 
 
 The first Boston vessel to visit the northwest coast and to circumnavigate the 
 
 globe. From a drawing at the Bostonian Society showing an attack 
 
 by natives in the Straits of Juan de Fuca. 
 
 
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 [50] SHIP "COLUMBUS," OF BOSTON, COMMANDED IN 1824 BY 
 
 CAPT. SAMUEL TUCKER OF MARBLEHEAD. 
 
 From a painting by Jacob Peterson showing the ship passing Crownburg 
 
 Castle on the voyage from Copenhagen. 
 
[53] CLIi'PER-SHIP "COMET," OWNED BY GEN. EDWARD CARRINGTON 
 OF PROVIDENCE, R. I. 
 
 
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 [54] SHIP "CORDELIA," OF BOSTON, HOMEWARD BOUND FROM 
 LEGHORN ABOUT 1830. 
 
[53] CLIPPER-SHIP "COMET," OWNED BY GEN. EDWARD CARRINGTON 
 OF PROVIDENCE, R. I. 
 
 [54] SHIP "CORDELIA," OF BOSTON, HOMEWARD BOUND FROM 
 LEGHORN ABOUT 1830. 
 
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[56] BRIG "CRUGER," 154 TONS, BUILT IN MARYLAND IN 1788. 
 OWNED BY ELIAS HASKET DERBY OF SALEM. 
 
 [57] BRIG "CURLEW," COMMANDED BY CAPT. JOSEPH GREGORY, 
 BUILT IN MARBLEHEAD AND SOLD IN BATAVIA IN 1857. 
 
[58] SHIP "CYGNET," 215 TONS, BUILT AT SALEM IN 1822. 
 From a water-color by "Anthony Roux, the Son, at Marseilles, 1824. 
 
 [59] BARK "CYNTHIA," 374 TONS, BUILT AT HAVERHILL IN 1833. 
 From a painting by Sunqua, a Chinese artist at Lintin in 1838. 
 
[60] BRIG "CZARINA," OF BOSTON. 
 Fram a painting made in 1838 by J. Petersen. 
 
 [61] SHIP "DANIEL I. TENNEY," 1687 TONS, BUILT 
 
 AT NEWBURYPORT IN 1875. 
 
 A very deep ship, having three full decks. From a painting showing 
 
 the ship passing Pier Head, Havre, France, outward bound. 
 
[62] SHIP "DANIEL WEBSTER," 1187 TONS, BUILT AT EAST 
 
 BOSTON IN 1850 BY DONALD McKAY. 
 
 From a painting showing the ship rescuing the passengers of the 
 
 immigrant ship "Unicorn," on November 9, 1851. 
 
 [63] SHIP "DANUBE," 908 TONS, BUILT AT BATH, ME., IN 1854. 
 
[64] SHIP "DANUBE," 908 TONS, BUILT AT BATH, ME., IN 1854. 
 From an oil painting showing the ship at anchor off Victoria, Hong Kong. 
 
 [65] SHIP "DASHING WAVE," 1239 TONS, BUILT AT PORTSMOUTH, 
 
 N. H., IN 1853. 
 
 From a pencil drawing made in 1855. 
 
[66] SHIP "DASHING WAVE," 1239 TONS, BUILT AT PORTSMOUTH. 
 
 N. H., IN 1853. 
 
 From a painting showing the ship entering Boston harbor in 1855. 
 
 [67] SHIP "DERBY," 1062 TONS, BUILT AT CHELSEA IN 1855. 
 
 From a painting by a Chinese artist showing the ship "entering Hong Kong. 
 
 March 13, 1864." 
 
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 [681 HERMAPHRODITE BRIG "DIOMEDE," 223 TONS, BUILT AT 
 SALEM IN 1809, JOHN CROWINSHIELD, OWNER. 
 
 [69] FOUR-MASTED BARKENTINE "DORIS," 944 TONS, BUILT AT 
 BELFAST, MAINE, IN 1894. 
 
[71] BARK "DRAGON," 289 TONS. BUILT AT NEWBURY IN 1850. 
 From an oil painting probably by Benjamin F. West of Salem. 
 
 [72] SHIP "DROMO," 306 TONS, BUILT AT PLYMOUTH IN 1828. 
 From a water-color showing the ship off the port of Marseilles in 1836. 
 
[73] SHIP "EDWARD HYMAN," 1056 TONS, BUILT AT 
 CASTINE, MAINE, IN 1855. 
 
 [74] BARK "EDWARD KOPPISCH," 249 TONS, BUILT AT NEWBURY IN 1845. 
 From a painting by Benjamin F. West about 1854. 
 
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 E T. I /. A ♦ S A L E M 
 
 [75] BARK "ELIZA," 240 TONS, BUILT AT SALEM IN 1823. 
 
 Sailed for California, with passengers, in December, 1848. From a painting 
 
 by Benjamin F. West. 
 
 [76] BRIG "I LIZA," OWNED BY BROWN & IVES OF PROVIDENCE, R. I. 
 From a water-color showing the brig leaving Leghorn in 1805. 
 
[77] SHIP "ELIZA," 272 TONS, BUILT AT SALEM IN 1817. 
 From a water-color painted at Leghorn in 1829. 
 
 [78] WHALING SHIP "ELIZA ADAMS," 403 TONS, BUILT AT 
 
 FAIRHAVEN, MASS., IN 1S35. 
 From a painting by C. S. Raleigh, at the Peabody Museum, Salem. 
 
[79] BRIG "ELIZA AND MARY," 132 TONS, BUILT AT BOSTON IN 1804. 
 
 From a painting made in 1822. Went ashore near Amboy, N. J. in 1823 
 
 and abandoned. 
 
 [80] BRIG "ELIZA ANN," 137 TONS, BUILT AT CHARLESTOWN IN 1828. 
 
 Lost at sea in 1837. From a water-color painted by Francois Roux 
 
 at Marseilles in 1836. 
 
[81] SHIP "ELIZA ANN," OF SALEM, 370 TONS, BUILT AT BALTIMORE, 
 
 MARYLAND, IN 1835. 
 
 From a painting by a Chinese artist at Whampoa. 
 
 [82] BRIG "ELIZA BURGESS," OF SALEM. 176 TONS, BUILT AT COHASSET 
 
 IN 1838. 
 From a painting by William H. Luscomb. 
 
[83] SHIP "EMERALD," 359 TONS, BUILT AT BCSTON IN 1822. 
 
 [84] SHIP "EMPORIUM," OF BOSTON, 309 TONS, BUILT AT WISCASSET, 
 
 MAINE, IN 1832. 
 
 From a water-color by Anton Roux, sen., painted at Marseilles in 1833. 
 
[85] CLIPPER -SHIP "EMPRESS OF THE SEA," 1756 TONS, BUILT AT 
 
 EAST BOSTON BY DONALD McKAY IN 1853. 
 
 From a pencil drawing by Charles E. Bateman of Newburyport. 
 
 [86] SHIP "ERIN," OF SALEM, 270 TONS, BUILT AT NEW YORK IN 1810. 
 
[87] UNITED STATES FRIGATE "ESSEX," 860 TONS, BUILT AT SALEM IN 1799. 
 
 The largest vessel built at Salem. From a water-color by Joseph Howard, at the 
 
 Peabodv Museum, Salem. 
 
 [881 BRIG "EUNICE" OF SALEM, 145 TONS, BUILT AT BARNSTABLE IN 1803. 
 
 From a water-color by Anton Roux, showing device for launching the vessel after 
 
 cleaning its bottom at St. Paul Island in 1817. 
 
[89] BRIGANTINE "EXPERIMENT," OF NEWBURYPORT. 114 TONS. BUILT 
 
 AT AMESBURY IN 1803. 
 
 From a water-color painted in 1807 by Nicolay Carmillieri. 
 
 
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 [90] SHIP "FANNY," OF SALEM, 150 TONS, BUILT AT FREEPORT. ME., IN 1796. 
 From a water-color by M. Corne painted in 1801, now at the Peabody Museum, Salem. 
 
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 [92] TOPSAIL -SCHOONER "FAME," OF SALEM, 62 TONS, BUILT AT 
 
 IPSWICH IN 1795. 
 
 From a water-color painted in 1800 by William Ward. 
 
 [93] SHIP "FEARLESS," 1183 TONS, BUILT AT EAST BOSTON 
 IN 1853, AND OWNED BY W. F. WELD & CO. 
 
[95] SHIP "FLYING EAGLE," 1094 TONS, BUILT AT 
 
 NEWCASTLE, MAINE, IN 1853. 
 
 After an oil painting made at Hong Kong by a Chinese artist. 
 
 [96] SHIP "FLYING FISH," OF BOSTON, 1350 TONS, BUILT 
 
 AT EAST BOSTON IN 1851 BY DONALD McKAY. 
 
 Built for the California trade. FounderedBh the China Sea. 
 
[99] SHIP "FRANCIS," 297 TONS, BUILT AT SALEM IN 1807. 
 From a water-color by Anton Roux, 1816, at the Peabody Museum, Salem. 
 
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 [100] SHIP "FRANK JOHNSON, f.L'^) TONS, lUMLT A r CAI'K KLIZABETH, 
 
 MAINE, IN 1850. 
 
 From a water-color by Frederic Roux, painted at Havre in 1851. 
 
[102] SHIP "FREDONIA," 406 TONS, BUILT AT NEWBURYPORT 
 
 IN 1827. 
 
 From a water-color showing the vessel off Havre in 1830. 
 
 [103] SHIP "FRIENDSHIP," 342 TONS, BUILT AT SALEM IN 1797. 
 
[104] SHIP "GAME COCK," OF BOSTON, 1320 TONS, BUILT BY 
 SAMUEL HALL OF EAST BOSTON, IN 1850. 
 Condemned in 1880 at the Cape of Good Hope. 
 
 [105] SHIP "GAME COCK," 1320 TONS, BUILT AT EAST BOSTON IN 1850. 
 
[106] SHIP "GANGES," 215 TONS. BUILT AT SCITUATE IN 1806. 
 
 From a water-color made a Marseilles showing the ship leaving for 
 
 India in 1819. 
 
 [107] SHIP "GEORGE," 328 TONS, BUILT AT SALEM IN 1814. 
 From a painting by Edmund Stone of Beverly. 
 
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[109] SNOW "GEORGE," FROM A DRAWING MADE ABOUT 
 1793 IN A LOG BOOK NOW AT THE MASSACHUSETTS 
 HISTORICAL SOCIETY. 
 
 [110] WHALING SHIP "GEORGE," OF NEW BEDFORD. 
 
 From a water-color painted at Havre by Montardier. 
 
[Ill] SHIP "GEORGE WEST." 1071 TONS, BUILT AT NEWBURY 
 
 IN 1855. 
 
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 [112] BARK "GERTRUDE," OF BOSTON. 507 TONS, BUILT AT 
 BATH, MAINE, IN 1852. 
 
[113] BARK "GLIDE," 295 TONS, BUILT AT SALEM IN 1861. 
 Wrecked at Tamatave, Madagascar, in 1887. 
 
 [114] SHIP "GLIDE," 306 TONS, BUILT AT SALEM IN 1811. 
 From a water-color by "Anton Roux fils aine a Marseille, 1823." 
 
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[116] SHIP "GOLDEN EAGLE," BUILT AT MEDFORD IN 1852. 
 From a painting made at Hong Kong, China. 
 
 [117] SHIP "GOLDEN WEST," 1441 TONS. BUILT AT BOSTON 
 IN 1852. CAPT. S. H. CURWIN OF SALEM, MASTER. 
 
[118] BRIG "GOVERNOR ENDICOTT," 297 TONS, BUILT AT SALEM 
 
 IN 1819. 
 
 From a painting made in 1832. Altered to a bark in 1836. 
 
 [119] LETTER OF MARQUE BRIG "GRAND TURK," OF SALEM, 309 TONS, 
 
 BUILT AT WISCASSET, MAINE, IN 1812. 
 From a water-color by Anton Roux showing the vessel saluting at Marseilles in 1815. 
 
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[121] SHIP "GRAND TURK," OF SALEM. 300 TONS, BUILT ON 
 THE MASSACHUSETTS SOUTH SHORE, IN 1781. 
 Painting in an Oriental Lowestoft ware punch bowl made at Canton in 17& 
 now at the Peabody Museum, Salem. 
 
[122] SHIP "GRAVINA," OF BOSTON, 820 TONS, BUILT AT HOBOKEN, N. J., IN 1853. 
 CAPT. CALEB SPRAGUE, MASTER. 
 
 [123] SHIP "GREAT ADMIRAL," 1575 TONS, BUILT AT 
 EAST BOSTON IN 1869. 
 
[125] BARK "GYPSY," SAMUEL GRAVES 
 
 OF MARBLEHEAD, MASTER, ENTERING MARSEILLES, 
 
 DEC. 15, 1842. 
 
 [126] BARK "HAMILTON," OF SALEM, 275 TONS, BUILT AT 
 
 CAMDEN, MAINE, IN 1846. 
 
 From a water-color by Raffael Corsini, painted May 6. 1849 at Smyrna. 
 
[127] BRIG "HAMILTON," OF SALEM, 1&4 TONS, BUILT AT 
 
 SCITUATE IN 1830. 
 
 From an oil painting by William Henry Luscomb of Salem, made about If 40. 
 
 [128] PRIVATEER BRIG "HARPY," 350 TONS, COMMANDED 
 BY CAPT. WILLIAM NICHOLS OF NEWBURYPORT. 
 
[129] SCHOONER "HENRY R. TILTON," OF BELFAST. ME., 
 
 492 TONS, BUILT AT WILMINGTON, DEL., IN 1875. 
 
 From a photograph showing the vessel ashore on Stony Beach, 
 
 Hull, in 1898. 
 
:i30] BARK "HAZARD," OF SALEM, 337 TONS, BUILT AT BOSTON 
 
 IN 1848. 
 
 Lost on Old Man's Shoal off Nantucket, Feb. 14, 1881. Famous for 
 
 hi. r fast voyages. 
 
 [131] SHIP "HERCULES," OF SALEM, 2P0 TONS, BUILT AT HAVERHILL 
 
 IN 1805 
 
 From a water-color by "T. P." showing the ship "laying to in a heavy gale in 
 
 the Baltic, Nov. 6, 1825." 
 
[132] SHIP "HERCULES/' 290 TONS, BUILT AT HAVERHILL IN 1805. 
 
 [133] BRIG "HERSCHEL." JOHN DAVIS, MASTER. 
 Abandoned at sea in 1836. From a water-color painted at Marseilles in 1825 by 
 Anton Roux. 
 
[134] TOPSAIL -SCHOONER "H. H. COLE," OF SALEM, 98 TONS, 
 
 BUILT AT BALTIMORE IN 1843. 
 
 Lost in a collision ?t sea, Jan. 11, 1848. From an oil painting by Clement 
 
 Drew at the Peabody Museum, Salem. 
 
 [135] SHIP "HIGHLANDER," OF SALEM. 1352 TONS, BUILT AT 
 
 AT BOSTON IN 1869. 
 
 From an oil painting by a Chinese artist at Hong Kong, now at the 
 
 Peabody Museum, Salem. 
 
[136] SHIP "HOPE," OF BOSTON, BUILT AT MEDFORD IN 1SU4 
 BY T. MAGOON. 
 
 [137] SHIP "HOPE," OF PROVIDENCE, R. I., OWNED 
 BY BROWN & IVES. 
 
[138] SHIP "IDAHO," ^9S TUNS, BUILT AT EAST BOSTON IN 1860. 
 
 [139] BARK "IMAUM," 275 TONS, BUILT AT NEWBURYPORT IN 1850. 
 
[141] BRIG "INCREASE," 108 TONS, COMMANDED IN 1803 BY CAPT. 
 WILLIAM WIDGER OF MARBLEHEAD. 
 
 [142] CLIPPER -SHIP "INDEPENDENCE," 952 TONS, BUILT AT 
 
 EAST BOSTON IN 1871. 
 
 From a photograph by Stebbins. 
 

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 [143] SHIP "IRIS," OF SALEM, 227 TONS, BUILT AT KENNEBUNK, 
 
 MAINE, IN 1797. 
 
 Fr^m a water-c^lor painted at Naples in 1806. 
 
 [144] BARK ■ISABELLA," OWNED BY LOMBARD .^ CO.. OF BOSTON. 
 Used in the Mediterranean trade and finally sunk by a privateer. 
 
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[146] SHIP "JOHN." 258 TONS. BUILT AT SALEM. WITH A KETCH 
 
 RIG, IN 1795. 
 
 From a painting by M. F. Corne, 1803. 
 
 [147] BARK "JOHN WORSTER," 611 TONS, BUILT AT MEDFORD IN 1867. 
 
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 [150] HERMAPHRODITE BRIG "JOSEPH BALCH," OF BOSTON, 153 TONS, BUILT 
 AT MARSHFIELD IN 1840. 
 
 [151] SHIP "J. P. WHITNEY," 874 TONS, BUILT AT CASTINE, MAINE, IN 1852. 
 From a water-color made at Malta in 1864. 
 
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[158] TOPSAIL -SCHOONER "KAMEHAMEHA III," 116 TONS, 
 
 BUILT AT BALTIMORE, MD., IN 1845 AND REGISTERED IN BOSTON. 
 
 Sold to the King of the Hawaiian Islands. 
 
 [159] WHALING SHIP "KUTUSOFF." 410 TONS, BUILT AT NEW BEDFORD 
 
 IN 1834. 
 A New Bedford whaler, condemned at Rio Janeiro in 1861. 
 
[161] SHIP "LEADING WIND," 1208 TONS, BUILT AT BATH, M 
 
 [162] BRIG "LEANDER." 223 TONS, BUILT AT SALEM IN If 
 From the water-color by Gi. Carmiletti at the Peabody Museum, 
 Salem, showing the ship entering Smyrna in 1830. 
 
[163] BARK "LEO." COMMANDED BY CAFT. SAMUEL GRAVES 
 OF MARBLEHEAD. 
 
 [164] SHIP "LEODES," 445 TONS, BUILT AT KINGSTON IN 1841. 
 
 From a painting by J. Spise, Amsterdam, 1856, showing the vessel 
 
 entering Browershaven, May 19, 1856, from Samarang. 
 
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[166] SCHOONER "LIDIA" 117 TONS, BUILT AT AMESBURY IN 1804. 
 
 From a water-color by Nicolas Cammillieri, showing the vessel 
 
 entering Marseilles, Nov. 10, 1807. 
 
 [167] SHIP "LIGHTNING," 2083 TONS, BUILT AT EAST BOSTON, 
 
 BY DONALD McKAY IN 1854. 
 
 Holds the world's record of 436 nautical miles for a day's run. 
 
 From a painting by Capt. W. B. Whall. 
 
[168] SHIP "LIVERPOOL," 450 TONS, BUILT AT MEDFORD IN 1828. 
 
 [169] SHIP "LIVERPOOL," 450 TONS, BUILT AT MEDFORD 
 
 IN 1828. 
 From a painting by Robert Salmon, at the Peabody Museum, Salem. 
 
[171] SHIP "LOOCHOO," 639 TONS, BUILT AT MEDFORD IN 1840. 
 
 [172] HEMAPHRODITE-BRIG "LUBRA," OF BOSTON, 318 TONS, 
 BUILT AT DANVERSPORT IN 1864. 
 
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[174] CLIPPER-SHIP "LUCY S. WILLIS," 1409 TONS, BUILT AT 
 
 EAST BOSTON IN 1869. 
 
 From an oil painting by Samuel Walters. 
 
 [175] BRIG "LYDIA," OF PLYMOUTH, MASSACHUSETTS. 
 
[176] BRIG "MAGOUN," 180 TONS, BUILT AT MEDFORD IN 1825. 
 From a water-color by Frederic Roux painted at Marseilles in 1826. 
 
 [177] PINKY "MAINE," 24 TONS, BUILT AT ESSEX, MASS., IN 1845. 
 
 A type of small vessel once in general use along the New England 
 
 coast both for freighting and fishing. From a 
 
 photograph taken in Belfast, Me., harbor. 
 
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 [178] BRIG "MALAY," 268 TONS, BUILT AT SALEM IN 1818. 
 
 From a water-color by Peter Mazzinghi, showing 
 
 the brig at Leghorn, Oct. 16, 1831. 
 
 [179] SHIP "MALAY," 868 TONS, BUILT AT CHELSEA IN 1852. 
 From a painting showing the ship entering Hong Kong, Jan. 25, 1858. 
 
[180] SHIP "AIARGARKT," 2^-5 T(JNS, BUILT AT SALKM IN 1800. 
 
 From a water-color painted in 1802 by M. F. Corne. Was in Japan 
 
 in July 1801. Lost at sea in 1810. 
 
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 [181] BRIG "MARIA," OF BOSTON, JOSEPH SAUNDERS, MASTER. 
 From a water-color by Anton Roux, painted in 1804 at Marseilles. 
 
[182] SHIP "MARY," 1149 TONS, BUILT AT MARBLEHEAD IN 1854. 
 From a picture painted in 1879 by William York. 
 
 [183] BRIG "MARY HELEN" OF SALEM, 157 TONS, BUILT AT 
 HINGHAM IN 1833. 
 
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 [185] BRIG "MARY PAULINE," OF SALEM, 172 TONS, BUILT AT 
 
 HARTFORD, CONN., IN 1833. 
 
 Said to have been formerly a slaver under the name "Lalla Rookh." 
 
 [186] SHIP "MASSACHUSETTS," 344 TONS, BUILT AT SALISBURY IN 1805. 
 From an oil painting showing the ship entering the port of Leghorn, Jan. 8, 1807. 
 
[187] THREE-MASTED TOPSAIL -SCHOONER "MAY," 
 MULFORD PATTERSON, JR., MASTER. 
 
 [188] BRIG "MERCURY," COMMANDED BY CAPT. JOHN DEVEREUX 
 
 OF MARBLEHEAD, ENTERING ELSINEUR ROADS PROM BOSTON, 
 
 OCT. 11, 1825. 
 
[189] BARK "METIS," 620 TONS, BUILT AT NEWBURYFORT IN 1868. 
 From an oil painting by W. H. Smith, at the Peabody Museum, Salem. 
 
 [190] BRIG "MEXICAN," 227 TONS, BUILT AT SALEM IN 1824. 
 
 SHOWING HER ATTACKED BY PIRATES, SEPT. 20, 1832, 
 
 WHILE ON A VOYAGE TO RIO JANEIRO. 
 
 From a painting made about 1876 by George Southward after a drawing 
 
 made in September, 1832 by Benjamin B. Reed. 
 
[191] SHIP "MINDORO," OF SALEM, 1065 TONS, BUILT AT BOSTON IN 1854. 
 
 The last ship owned in Salem to engage in foreign trade. Sailed from Salem, April, 1897, 
 
 for the last time. A painting by Charles Torrey, at the Peabody Museum, Salem. 
 
[192] SHIP "MINDORO," 1065 TONS, BUILT IN 1864 
 AT BOSTON. 
 
 [193] SHIP "MOREA." 330 TONS, BUILT AT CHARLESTOWN IN 1828. 
 From a painting by Walter and Son, 7 Pleasant St., Liverpool, 
 dated July 13, 1830. 
 
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 [194] SHIP "MONK," OF SALEM, 253 TONS, BUILT AT 
 
 NOBLEBOROUGH, MAINE, IN 1805. 
 
 From a water-color after the original painting by Nicolai Carmillieri, 
 
 Marseilles, 1806. 
 
 [195] TOPSAIL -SCHOONER "MISSIONARY PACKET," 40 
 TONS, BUILT AT SALEM IN 1825. 
 
[196] SHIP "MOUNT HOPE," OF NEWPORT, R. I. 
 
 From a drawing made in 1801 in a log book now in the possession of the 
 
 Massachusetts Historical Society. 
 
 [197] SHIP "MOUNT VERNON," 355 TONS, BUILT AT SALEM IN 1798. 
 From a water-color painted in 1799 by M. F. Corne. 
 
[198] SHIP "MOUNT VEKXON," 355 TUNS, BUILT AT SALEM IN 1798. 
 
 From a water-color painted in 1799 by M. F. Corne, showing an encounter 
 
 with a French cruiser. 
 
 [199] SHIP "MOUNT VERNON," 355 TONS, BUILT AT SALEM IN 1798. 
 
 From a water-color by M. F. Corne, 1799, showing an engagement 
 
 with a French latteener. 
 
[200] BRIG "NAIAD," OF SALEM, 259 TONS, BUILT AT HAVERHILL 
 
 IN 1817. 
 
 From a water-color by Anton Roux painted in 1820. 
 
 
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 [201] BRIG "NANCY," OF MARBLEHEAD, 150 TONS. 
 From a water-color by Anton Roux painted at Marseilles in 1823. 
 

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 202] SHIP "NANCY," BUILT AT NEWBURY IN 1802. 
 From a water-color by F. Dannenberg, 1805. 
 
 [203] BARK "NATCHEZ," 299 TONS, BUILT IN 1838. 
 From a painting at the Peabody Museum, Salem. 
 
[205] SHIP "NAVIGATOR." 333 TONS, BUILT AT MEDFORD IN 1841. 
 From a painting destroyed in the great Salem fire of 1915. 
 
 [206] BRIG "NEREUS," OF SALEM. 181 TONS. BUILT AT 
 HAVERHILL IN 1818. 
 
[207] SHIP "NIGHTINGALE," 1066 TONS, BUILT AT 
 
 PORTSMOUTH, N. H., IN 1851. 
 
 Built as an exhibit for the International Exposition at London. 
 
 Used in the China trade and in 1861 became a slaver. 
 
 [208] SHIP "NIOBE," 686 TONS, BUILT AT MEDFORD IN 1847. 
 
[209] SHIP "NORTH BEND," 365 TONS, BUILT AT HAVERHILL IN 184L 
 From a painting by J. Spinn of Amsterdam, showing the brig "entering the Texel, 1842. 
 
 [210] SHIP "NORTHERN CHIEF." 1136 TONS, BUILT AT BELFAST, 
 
 MAINE, IN 1852. 
 
 Used in the California trade. 
 
[211] SHIP "OCEANA," 631 TONS. BUILT AT MEDFORD IN 1840. 
 From a water-color by Frederick Roux made at Havre in April, 1841. 
 
 [212] SHIP "OCEAN QUEEN," 824 TONS, BUILT AT NEWBURYPORT IN 184^ 
 

 [213] SHIP "OCEAN ROVER," 776 TONS, BUILT AT 
 
 PORTSMOUTH, N. H., IN 1860. 
 
 From a painting showing the ship entering Hong Kong, Feb. 20, 1865. 
 
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 [214] BRIG "OLINDA," 178 TONS, BUILT AT SALEM IN 1825. 
 From a water-color by Francois Roux, now at the Peabody Museum, Salem. 
 
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[217] SHIP "OROONDATES," 1768 TONS, BUILT AT SWANZEY, MASS. 
 
 IN 1855, AND OWNED BY C. & J. MARUAN OF PROVIDENCE. 
 
 From a painting showing the ship at Antwerp. 
 
 [218] SHIP "PALESTINE," AUGUSTUS V. LITTLEFIELD, MASTER. 
 From a water-color by Frederic Roux showing the ship leaving Havre, Aug. 1, 1840. 
 
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 [219] BARK "PATRIOT," 255 TONS, BUILT AT DANVERS IN 1809. 
 From a painting made in 1817 by Jacob Petersen. 
 
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 [220] SHIP "PEPPERELL," 668 TONS, BUILT AT BIDDEFORD. 
 MAINE IN 1854. 
 
[222] BRIGANTINE "PEGGY," OF SALEM, 167 TONS, 
 BUILT AT BERWICK, MAINE, 
 
 IN 1788. 
 From the picture on a pitcher of Liverpool ware made in 
 1797. Probably a typical rather than an actual portrait. 
 

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[224] SHIP "PERSEVERANCE," 245 TONS, BUILT AT 
 
 HAVERHILL IN 1794. 
 
 Wrecked on Cape Cod in 1805. 
 
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 [225] BRIG "PERSIA," 254 TONS, BUILT AT SALEM IN 1822. 
 Wrecked on Cape Ann in 1829 and all hands perished. 
 
[226] BRIG "PHOENIX," 248 TONS, BUILT AT NEWBURY IN 1816. 
 From a water-color by Antoine Vittaluga, painted at Genoa in January, 1829. 
 
 [227] UNITED STATES JACKASS -BRIG "PICKERING," OF NEWBURYFORT, 
 187 TONS, BUILT AT BOSTON IN 1798. LOST AT SEA IN 1800. 
 
[:^:^8j Bkl(, riCO,' 210 TONS, BUILT AT PEMBROKE, MAINE, IN 1851. 
 
 From a painting by Robert W. Salmon, made about 1840, showing the brig lying in 
 
 the harbor of Fayal, with Pico mountain in the distance. 
 
 [229] BARK "PROMPT," OF BOSTON, 197 TONS, BUILT AT WEYMOUTH IN 1841. 
 
[230] SCHOONER "POLLY," BUILT IN 1805. 
 From a photograph made in 1904 in Belfast, Maine, harbor. 
 
 [231] SCHOONER "POLLY," 48 TONS, BUILT AT AMESBURY IN 1805. 
 The oldest schooner still afloat. From a photograph made in New York harbor. 
 
[232] SHIP "PROPONTIS," OF SALEM, 425 TONS, BUILT AT 
 MEDFORD IN 1833. 
 
 
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 [233] BRIG "PRUDENT," OF BOSTON ON MARCH 26, 1820, 
 COMMANDED BY CAPT. BENJAMIN GRAVES OF MARBLEHEAD. 
 
[234] SHIP "PRUDENT," 214 TONS, BUILT AT SALEM IN 1899. 
 From an old water-color at the Peabody Museum, Salem. 
 
 [235] SHIP "RADUGA," 586 TONS, BUILT AT NEWBURY IN 1848. 
 From a drawing made in 1863. 
 
[237] SHIP "RADIANT," 1318 TONS; AND SHIP "JOHN LAND, 
 1064 TONS, BUILT AT SOUTH BOSTON IN 1853. 
 
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 [238] SCHOONER "RAVEN," 70 TONS, COMMANDED IN 1896 
 BY CAPT. AMBROSE B. MARTIN OF MARBLEHEAD. 
 
[239] SHIP "R. B. FORBES," OF BOSTON, 748 TONS, BUILT 
 
 AT BOSTON IN 1851. 
 
 Sold in 1863 at Hong Kong to foreign owners. 
 
 [240] BRIG "REAPER," OF SALEM, 229 TONS, BUILT AT 
 
 AMESBURY IN 1820. 
 
 From a water-color by Anton Roux, Jr., painted at Marseilles in 1823. 
 
[241] SHIP "RECOVERY," 284 TONS, BUILT AT SALEM IN 1794. 
 
 From a painting made in 1799 by William Ward. The first 
 
 American vessel to visit Mocha. 
 
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 [242] SHIP "RED JACKET," 2030 TONS, BUILT AT 
 
 ROCKLAND, MAINE, IN 1853. 
 
 A famous Australian packet of the White Star Line. 
 
[243] BARK "RICHARD," 252 TONS, BUILT AT SALEM IN 1826. 
 
 From a water-color painted in 1831 at Marseilles by H. Pellegrin, 
 
 now at the Peabody Museum, Salem. 
 
 [244] SHIP "ROBERT H. DIXEY," 1253 TONS, BUILT AT 
 
 EAST BOSTON IN 1855. 
 
 Lost Sept. 15, 1860 on Mobile bar. 
 

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[247] SHIP "ROME." 344 TONS, BUILT AT SALEM IN 1829. 
 
 From a water-color by H. Pellegrin showing the ship leaving Marseilles 
 
 in March, 1848. 
 
 
 
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 [248] BRIG "ROQUE," OF SALEM, 1^06 TONS, BUILT AT 
 
 JONESBOROUGH, MAINE, IN 1816. 
 
 From a water-color probably painted at Palermo. 
 
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 [249] SHIP "ROSANNA," 283 TONS, BUILT AT DUXBURY IN 1827, 
 From a painting made in 1828. 
 
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 [25U] SNOW "ROVER," 161 TONS, BUILT AT AMESBURY IN 1803. 
 
[251] SHIP "ST. PATRICK," 1149 TONS, BUILT AT WARREN, MAINE, IN 1852. 
 Wrecked on the New Jersey coast about 1860. 
 
 [252] SHIP "ST. PAUL," 463 TONS, BUILT AT BOSTON IN 1833. 
 Lost in the PhiHppine Islands, Dec. 9, 1851. 
 
[253J SHIP "SALLY," OF SALEM, 322 TONS, BUILT AT BOSTON IN 1803. 
 From a water-color probably made in 1803 at Palermo or Genoa. 
 
 [254] SHIP "SAMUEL RUSSEL," 957 TONS, BUILT IN 1846. 
 
 One of the fastest clippers of her day. Lost off the Cape of Good Hope. 
 
 From a painting in the Nantucket Library. 
 
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 [256] SHIP "SAPPHIRE," OF SALEM, 365 TONS, BUILT AT MEDFORD 
 
 IN 1824. 
 
 A whaler from Salem in 1836 - 1842 ; foundered in the West Indies, Mar. 8, 1842, 
 
 while on a voyage to Mobile. 
 
 [257] BARK "SAPPHO," OF SALEM, 319 TONS, BUILT AT BOSTON 
 IN 1844. 
 
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 [258] BARK "SARAH." OF BOSTON, OWNED BY E. A. ADAMS 
 AND USED IN THE AZORES TRADE. 
 
 [259] BRIGANTINE "SEAMAN," OF GLOUCESTER, LEA\1NG 
 
 MARSEILLES FOR THE GULF OF MEXICO, MAY. 1825. 
 
 From a water-color by Anton Roux, Jr. 
 
[260] SHIP "SHIRLEY." OF SALEM, 910 TONS, BUILT AT 
 
 MEDFORD IN 1850. 
 
 From an oil painting by a Chinese artist at Hong Kong. 
 
 
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 [261] SHIP "SIAM," 727 TONS, BUILT AT PORTSMOUTH, N. H. 
 
 IN 1847. 
 
 From a painting by a Chinese artist. 
 

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 [262] SHIP "SOOLOO," 440 TONS, BUILT AT SALEM IN 1840. 
 
 From a water-color by H. Pellegrini showing the ship entering the harbor 
 
 of Marseilles In 1844. 
 
 [263] SHIP "SOOLOO" (2d), OF SALEM, 784 TONS, BUILT AT 
 
 BOSTON IN 1861. 
 
 From a photograph showing the ship leaving Boston for San Francisco 
 
 on June 1, 1861. 
 
[264] SHIP "SOUTHERN CROSS," 1000 TONS, BUILT AT SOUTH BOSTON IN 1851. 
 
 [265] SHIP "SOVEREIGN OF THE SEAS," 2421 TONS, BUILT 
 AT EAST BOSTON IN 1852. 
 
[266] SHIP "SPARTAN," 475 TONS, BUILT AT NEWBURY IN 1834. 
 From a water-color by Frederic Roux, showing the ship leaving Havre, May 26, 1836. 
 
 [267] SHIP "STAG HOUND," OF BOSTON, 1535 TONS. BUILT 
 
 AT EAST BOSTON IN 1850. 
 
 Built for the California trade. Burned at sea in 1863 off the coast 
 
 of Brazil. 
 
[269] BARK "STAR," OF SALEM, 212 TONS, BUILT AT SCITUATE 
 
 IN 1838. 
 
 From an oil painting at the Peabody Museum, Salem, probably by 
 
 Benjamin F. West of Salem. 
 
 
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 [270] SHIP "STARLIGHT." 1150 TONS, BUILT AT SOUTH 
 
 BOSTON IN 1854. 
 
 Sold to Italian owners and renamed "Proto Longo." 
 
[271] SHIP "STREGLITZ," COMMANDED BY CAPT. 
 DANIEL T. LOTHROP OF COHASSET. 
 
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 [272] BRIGANTINE •SIKEY." OF SALEM, 102 TONS, BUILT AT 
 
 FALMOUTH, MASS. IN 1795. 
 
 Probably sold in Russia in 1812. From a painting made in 1802 by 
 
 George Ropes of Salem. 
 
[273] SHIP "SUMATRA," OF SALEM, 1041 TONS, BUILT AT 
 
 CHELSEA IN 1856. 
 
 From an oil painting by an English artist showing the ship off the cliffs 
 
 of Dover, on Sept. 12, 1857. 
 
 [274] SHIP "SUNNY SOUTH," 703 TONS. 
 
 COMMANDED IN 1853 BY CAPT. MICHAEL B. 
 
 GREGORY OF MARBLEHEAD. 
 
 From a painting by Thomas Pitman. 
 
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[276] SHIP "SYREN," OF SALEM, 1064 TONS, BUILT AT 
 
 MEDFORD IN 1851. 
 
 From a painting by a Chinese artist made at Hong Kong in 1855, showing 
 
 the ship near Lintin Island. 
 
 [277] BRIG "TALISMAN," 240 TONS, BUILT AT MEDFORD IN 1822. 
 
[278] RESCUE IN 1856 IN MID-OCEAN OF THE CREW OF THE 
 
 SHIP "TEJUCA," BY THE SHIP "EXCELSIOR," 444 TONS, BUILT 
 
 AT KENNEBUNK, MAINE, IN 1845. 
 
 From a painting by Thomas Pitman. 
 
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 [279] SHIP "TELEMACHUS," OF BOSTON, CAPT. JOHN CLARK 
 
 OF SALEM, MASTER. 
 
 Frnm a water-color by Anton Roux, painted at Marseilles in 1?05. 
 
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 [280] BRIG "TELEMACHUS," OF SALEM AND BOSTON, 133 TONS, 
 BUILT AT NEW YORK IN 1798. 
 
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 [281] TOPSAIL SCHOONER "THETIS," OF BOSTON, OFF THE 
 
 COAST OF SICILY. 
 
 From a water-color painted in 1822 by Zi. Eruzione. 
 
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 [282] SHIP "THOMAS PERKINS," OF SALEM, 595 TONS, BUILT AT 
 PORTSMOUTH, N. H., IN 1837. 
 
 [283] HERMAPHRODITE BRIG "THOOSA," 110 TONS, COMMANDED 
 
 BY CAPT. MICHAEL B. POWERS OF MARBLEHEAD. 
 
 From a water-color made at Smyrna in 1835. 
 
[284] BARK "TIDAL WAVE," 361 TONS, BUILT AT ESSEX IN 1854. 
 
 From a photograph taken about 1862 showing the vessel laying at 
 
 Webb's Wharf, Salem. 
 
 [285] SHIP "TOM," COMMANDED BY CAPT. JOHN 
 
 BAILEY OF MARBLEHEAD. 
 
 Painted about liOO on a Staffordshire plate. 
 

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 [287] SNOW "TOPAZ," 213 TONS, BUILT AT NEWBURY IN U07. 
 From a water-color painted by Anton Roux at Marseilles in 1808. 
 
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 [288] SHIP "TRENT." OF SALEM, 191 TONS, BUILT AT 
 FREEPORT, MAINE, IN 1801. 
 
[289] SHIP "TRIUMPHANT," OF SALEM, 203 TONS, BUILT AT 
 
 DOVER, N. H. IN 1802. 
 
 From a large oil painting by George Ropes, 1805, at the Peabody Museum, Salem. 
 
 [290] SHIP "TWO BROTHERS," 288 TONS, BUILT AT 
 
 SALEM IN 1818. 
 
 From a water-color by George Ropes of Salem, painted in 1818, now at 
 
 the Peabody Museum, Salem. 
 
[291] SHIP "TYPHOON," 1610 TONS, BUILT AT 
 
 PORTSMOUTH, N. H. 
 
 Launched fully rigged with colors flying. 
 
 [292] SHIP "ULYSSES" (1st), OF SALEM, 163 TONS, BUILT AT 
 
 AMESBURY IN 1794. 
 
 Wrecked on Cape Cod, Feb. 22, 1802. From a water-color by M. F. Corne. 
 
[293] SHIP "ULYSSES" (2d), OF SALEM, 340 TONS, BUILT AT 
 
 HAVERHILL IN 1798. 
 
 From a water-color by Anton Roux, painted at Marseilles in 1S04, showing the 
 
 temporary rudder by means of which the ship safely reached that port. 
 
 [294] SHIP "ULYSSES" (2d), OF SALEM, 340 TONS. 
 
 From a water -color by Anton Roux, showing the ship entering the 
 
 ] irbor of Marseilles, Mar. 23, 1804. 
 
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 [295] BRIG "UNCAS," OF BOSTON, 227 TONS. 
 From a painting on glass done at Antwerp by P. Weyts. 
 
 [296] SLOOP "UNION." OF BOSTON. 
 
 From a drawing made in 1795 in a log-book now at the Massachusetts 
 
 Historical Society. 
 
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 [297] SHIP "UNION," 250 TONS, BUILT AT SALEM IN 1802. 
 Lost on Baker's Island, Salem harbor, Feb. 24, 1817. 
 
 [298] SHIP "VOLUSIA," OF SALEM, 273 TONS, BUILT AT 
 
 FALMOUTH, MASS. IN 1801. 
 
 Wrecked on Cape Cod, Feb. 22, 1802. From a water-color by M. F. Corne. 
 
[299] BARK "WASHINGTON," OF MARBLEHEAD, 135 TONS. 
 
 COMMANDED BY CAPT. JOHN BAILEY IN 1796. 
 
 From an India ink drawing made at Nice. 
 
 [300] BRIG "WATER WITCH," 167 TONS, BUILT AT SCITUATE 
 
 IN 1831. 
 
 From a water-color showing the brig at Smyrna, Sept. 15, 1832. 
 
[301] SHIP "WESTWARD HO," 1650 TONS, BUILT AT 
 
 EAST BOSTON IN 1861. 
 
 Burned at Callao, Feb. 27, 1864. 
 
 [302] BRIG 
 
 'WHIG," OF BOSTON, FRANCIS H. ROGERS, MASTER. 
 From a water-color painted at Palermo. 
 
[303] BARK "WILLIAM SCHRODER," 238 TONS, BUILT AT 
 
 COH ASSET IN 1840. 
 
 From an oil painting by Benjamin F. West of Salem. 
 
 [304] BARK "WITCH," 210 TONS, BUILT AT SALEM IN lf54. 
 From a painting by a Chinese artist framed in typical Chinese manner. 
 
[305] SHIP "WITCHCRAFT," OF SALEM AND BOSTON, 1311 TONS, BUILT 
 
 AT CHELSEA, IN 1852. 
 
 Wrecked off Cape Hatteras in 1861. 
 
 [306] SHIP "WITCHCRAFT," OF SALFM AND BCSTON, 
 
 1311 TONS, BUILT AT CHELSEA IN 1852. 
 
 Wrecked off Cape Hatteras in 1861. 
 
[307] SHIP "WITCH OF THE WAVE," OF 1498 TONS, BUILT 
 
 AT PORTSMOUTH, N. H., IN 1851. 
 
 Used in the California and China trades. Sold at Amsterdam in 1856. 
 
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 [308] BARK "ZOTOFF," OF SALEM, 220 TONS, BUILT AT NEWBURY, 
 
 MASS., IN 1840. 
 
 Used in the Feejee, South American and Cayenne trades. 
 
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