The Old Merchant Marine [39]
and lusty youth of a world which lived by the sword and which gloried in action. Even into the early years of the nineteenth century these mariners still sailed--Elizabethan in deed and spirit.
On the hither side of 1812 were seas unvexed by the privateer and the freebooter. The lateen-rigged corsairs had been banished from their lairs in the harbors of Algiers, and ships needed to show no broadsides of cannon in the Atlantic trade. For a time they carried the old armament among the lawless islands of the Orient and off Spanish-American coasts where the vocation of piracy made its last stand, but the great trade routes of the globe were peaceful highways for the white-winged fleets of all nations. The American seamen who had fought for the right to use the open sea were now to display their prowess in another way and in a romance of achievement that was no less large and thrilling.
CHAPTER VIII. THE PACKET SHIPS OF THE "ROARING FORTIES"
It was on the stormy Atlantic, called by sailormen the Western Ocean, that the packet ships won the first great contest for supremacy and knew no rivals until the coming of the age of steam made them obsolete. Their era antedated that of the clipper and was wholly distinct. The Atlantic packet was the earliest liner: she made regular sailings and carried freight and passengers instead of trading on her owners' account as was the ancient custom. Not for her the tranquillity of tropic seas and the breath of the Pacific trades, but an almost incessant battle with swinging surges and boisterous winds, for she was driven harder in all weathers and seasons than any other ships that sailed. In such battering service as this the lines of the clipper were too extremely fine, her spars too tall and slender. The packet was by no means slow and if the list of her record passages was superb, it was because they were accomplished by masters who would sooner let a sail blow away than take it in and who raced each other every inch of the way.
They were small ships of three hundred to five hundred tons when the famous Black Ball Line was started in 1816. From the first they were the ablest vessels that could be built, full-bodied and stoutly rigged. They were the only regular means of communication between the United States and Europe and were entrusted with the mails, specie, government dispatches, and the lives of eminent personages. Blow high, blow low, one of the Black Ball packets sailed from New York for Liverpool on the first and sixteenth of every month. Other lines were soon competing--the Red Star and the Swallow Tail out of New York, and fine ships from Boston and Philadelphia. With the completion of the Erie Canal in 1825 the commercial greatness of New York was assured, and her Atlantic packets increased in size and numbers, averaging a thousand tons each in the zenith of their glory.
England, frankly confessing herself beaten and unable to compete with such ships as these, changed her attitude from hostility to open admiration. She surrendered the Atlantic packet trade to American enterprise, and British merchantmen sought their gains in other waters. The Navigation Laws still protected their commerce in the Far East and they were content to jog at a more sedate gait than these weltering packets whose skippers were striving for passages of a fortnight, with the forecastle doors nailed fast and the crew compelled to stay on deck from Sandy Hook to Fastnet Rock.
No blustering, rum-drinking tarpaulin was the captain who sailed the Independence, the Ocean Queen, or the Dreadnought but a man very careful of his manners and his dress, who had been selected from the most highly educated merchant service in the world. He was attentive to the comfort of his passengers and was presumed to have no other duties on deck than to give the proper orders to his first officer and work out his daily reckoning. It was an exacting, nerve-racking ordeal, however, demanding a sleepless vigilance, courage, and cool judgment of the first order. The compensations were large. As a rule, he owned
On the hither side of 1812 were seas unvexed by the privateer and the freebooter. The lateen-rigged corsairs had been banished from their lairs in the harbors of Algiers, and ships needed to show no broadsides of cannon in the Atlantic trade. For a time they carried the old armament among the lawless islands of the Orient and off Spanish-American coasts where the vocation of piracy made its last stand, but the great trade routes of the globe were peaceful highways for the white-winged fleets of all nations. The American seamen who had fought for the right to use the open sea were now to display their prowess in another way and in a romance of achievement that was no less large and thrilling.
CHAPTER VIII. THE PACKET SHIPS OF THE "ROARING FORTIES"
It was on the stormy Atlantic, called by sailormen the Western Ocean, that the packet ships won the first great contest for supremacy and knew no rivals until the coming of the age of steam made them obsolete. Their era antedated that of the clipper and was wholly distinct. The Atlantic packet was the earliest liner: she made regular sailings and carried freight and passengers instead of trading on her owners' account as was the ancient custom. Not for her the tranquillity of tropic seas and the breath of the Pacific trades, but an almost incessant battle with swinging surges and boisterous winds, for she was driven harder in all weathers and seasons than any other ships that sailed. In such battering service as this the lines of the clipper were too extremely fine, her spars too tall and slender. The packet was by no means slow and if the list of her record passages was superb, it was because they were accomplished by masters who would sooner let a sail blow away than take it in and who raced each other every inch of the way.
They were small ships of three hundred to five hundred tons when the famous Black Ball Line was started in 1816. From the first they were the ablest vessels that could be built, full-bodied and stoutly rigged. They were the only regular means of communication between the United States and Europe and were entrusted with the mails, specie, government dispatches, and the lives of eminent personages. Blow high, blow low, one of the Black Ball packets sailed from New York for Liverpool on the first and sixteenth of every month. Other lines were soon competing--the Red Star and the Swallow Tail out of New York, and fine ships from Boston and Philadelphia. With the completion of the Erie Canal in 1825 the commercial greatness of New York was assured, and her Atlantic packets increased in size and numbers, averaging a thousand tons each in the zenith of their glory.
England, frankly confessing herself beaten and unable to compete with such ships as these, changed her attitude from hostility to open admiration. She surrendered the Atlantic packet trade to American enterprise, and British merchantmen sought their gains in other waters. The Navigation Laws still protected their commerce in the Far East and they were content to jog at a more sedate gait than these weltering packets whose skippers were striving for passages of a fortnight, with the forecastle doors nailed fast and the crew compelled to stay on deck from Sandy Hook to Fastnet Rock.
No blustering, rum-drinking tarpaulin was the captain who sailed the Independence, the Ocean Queen, or the Dreadnought but a man very careful of his manners and his dress, who had been selected from the most highly educated merchant service in the world. He was attentive to the comfort of his passengers and was presumed to have no other duties on deck than to give the proper orders to his first officer and work out his daily reckoning. It was an exacting, nerve-racking ordeal, however, demanding a sleepless vigilance, courage, and cool judgment of the first order. The compensations were large. As a rule, he owned